Airbus Industrie - 1 Rond Point Maurice Bellonte - 31707 Blagnac Cedex - France Reference Issue dated J 000 01000CJ

-12nd July 1998

c 1998
Printed in France

This document is the property of Airbus Industrie. It is supplied in confidence and commercial security on its contents must be maintained. It must not be used for any purpose other than that for which it is supplied nor may information contained in it be disclosed to unauthorized persons. It must not be copied nor reproduced in whole or in part without permission in writing from the owners of the copyright.

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Introduction
This Configuration Specification describes the Airbus Industrie A319-100 series Corporate Jetliner. This specification shall be recognized by its reference J 000 01000CJ at the relevant issue and revision level, in this case at issue 1, dated 2nd July 1998. The Seller shall not recognize this specification at any other issue or revision level unless accepted by him in writing. Revision and/or temporary revision codes shall be added to the issue code - 1 - in the footing (eg - 1.1 for issue 1 revision 1 and - 1.1.1 - for issue 1 revision 1 temporary revision 1). Each page carries its specific date of issue and revision number. The format and chapter numbering of this specification is generally in accordance with that defined by the ATA 100 specification. Chapter, Section, or paragraph numbers that are not included in this specification are unassigned. If typographical errors or conflicts exist between a customer Purchase Agreement and this Configuration Specification, Airbus Industrie reserves the right to issue a Revision or a Temporary Revision. It is the users responsibility to ensure that they have the correct issue and revision where applicable.

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Table of Contents ATA Title

Page/Total Pages

01-00 General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01-1/8

01-01 01-10 01-20 01-22 01-30 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo holds (compartments) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01-1 01-1 01-1 01-1 01-2

02-00 General requirements . . . . . . . . . . . . . . . . . . . . . . . . . . 02-1/14

02-01 02-10 02-12 02-20 02-21 02-22 02-30 02-31 02-35 02-36 02-40 02-50 02-51 02-55 02-56 02-57 02-58 02-59 Controlling document. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Additional certification items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Specification changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Buyer originated changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manufacturer originated changes . . . . . . . . . . . . . . . . . . . . . . . . . . Special requirements and limitations. . . . . . . . . . . . . . . . . . . . . . . . Units of measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Buyer Furnished Equipment (BFE) . . . . . . . . . . . . . . . . . . . . . . . . . Prevention of delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delivery standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definitions and terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design aim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Generally in accordance with . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design weight terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02-1 02-1 02-2 02-2 02-2 02-3 02-3 02-3 02-4 02-4 02-4 02-4 02-5 02-6 02-6 02-6 02-7 02-8

03-00 General aircraft design criteria . . . . . . . . . . . . . . . . . . . 03-1/12

03-01 03-10 03-14 03-15 03-16 03-17 03-18 03-20 03-30 03-31 03-32 Environmental conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General structural criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure cabin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger compartment and cockpit floors . . . . . . . . . . . . . . . . . . Cargo hold floors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lightning strike - protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design load factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Limit flight load factors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flaps/Slats up maneuver. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03-1 03-1 03-1 03-1 03-1 03-2 03-2 03-2 03-3 03-3 03-3

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03-33 03-34 03-35 03-36 03-40 03-43 03-44 03-45 03-50 03-60 03-70 03-71 03-80 03-81 03-83 03-85

Flaps/Slats up gust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flaps/Slats extended maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . Flaps/Slats gust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Limit landing load factors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design speeds and Mach numbers . . . . . . . . . . . . . . . . . . . . . . . . . Slat and flap design speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing gear operating speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speedbrake design speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ditching criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pavement strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design balance criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Certification center of gravity limits . . . . . . . . . . . . . . . . . . . . . . . . . Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External noise level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Internal noise level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fire hazard testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

03-3 03-3 03-3 03-3 03-4 03-4 03-4 03-5 03-5 03-5 03-6 03-6 03-6 03-6 03-6 03-7

06-00 Dimensions and areas . . . . . . . . . . . . . . . . . . . . . . . . . . 06-1/4

06-10 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06-1 06-20 Zoning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06-4

07-00 Lifting and shoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07-1/2

07-01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07-1 07-10 Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07-1

08-00 Leveling and weighing. . . . . . . . . . . . . . . . . . . . . . . . . . 08-1/2

08-01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08-1

09-00 Towing and taxiing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09-1/2

09-01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09-1

10-00 Parking and mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1/2

10-01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

11-00 Placards and markings . . . . . . . . . . . . . . . . . . . . . . . . . 11-1/2

11-01 11-20 11-30 11-35 11-36 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exterior placards and markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interior placards and markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . Forward cargo compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aft cargo compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1 11-1 11-1 11-2 11-2

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12-00 Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1/6

12-01 12-10 12-22 12-40 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Replenishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintainability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1 12-1 12-3 12-3

13-00 Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1/6

13-01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1 13-10 Estimated Manufacturer's Weight Empty (MWE) . . . . . . . . . . . . . . 13-1 13-20 Estimated weight breakdown for CFM International CFM56-5B6/P engines, Green cabin layout as in Figure 01-22A, with six ACTs. . . . . . . . . . 13-3 13-30 Estimated weight breakdown for International Aero Engines (IAE) V2524-A5 engines, Green cabin layout as in Figure 01-22A, with six ACTs. . . . . . . . . . 13-5

20-00 Standard practices - airframe . . . . . . . . . . . . . . . . . . . . 20-1/6

20-01 Interchangeability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1 20-02 Replaceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-5

21-00 Air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-1/24

21-01 21-02 21-03 21-10 21-11 21-20 21-21 21-22 21-23 21-24 21-26 21-27 21-30 21-31 21-34 21-40 21-50 21-60 21-70 Air conditioning packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Servicing and design criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressed air supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air supply quantity and Temperature. . . . . . . . . . . . . . . . . . . . . . . . Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Galley/Lavatory ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Individual air distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avionics equipment ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avionics equipment ground cooling. . . . . . . . . . . . . . . . . . . . . . . . . Pressurization control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure control and monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Temperature control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Humidity and contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-1 21-2 21-3 21-3 21-4 21-4 21-4 21-5 21-5 21-5 21-6 21-7 21-7 21-9 21-9 21-9 21-10 21-10 21-11

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22-00 Auto flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-1/18

22-01 22-02 22-03 22-10 22-11 22-12 22-13 22-30 22-31 22-32 22-40 22-60 22-61 22-63 22-64 22-70 22-71 22-72 22-73 22-76 22-80 Certification criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autopilot and Flight Director - general . . . . . . . . . . . . . . . . . . . . . . . AP/FD engagement/disengagement . . . . . . . . . . . . . . . . . . . . . . . . AP/FD cruise modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AP/FD common modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autothrust (A/THR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A/THR engagement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A/THR modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AP/FD/A/THR warnings and indications . . . . . . . . . . . . . . . . . . . . . Flight augmentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Artificial feel and rudder travel limit . . . . . . . . . . . . . . . . . . . . . . . . . Yaw stability augmentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuration and operational speed computation . . . . . . . . . . . . . Flight Management System (FMS) . . . . . . . . . . . . . . . . . . . . . . . . . Flight planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS and printer functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Management and Guidance System (FMGS) components/interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-81 Flight Control Unit (FCU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-82 Multipurpose Control and Display Unit (MCDU) . . . . . . . . . . . . . . . 22-83 Flight Management and Guidance Computer (FMGC) . . . . . . . . . . 22-1 22-2 22-2 22-3 22-4 22-5 22-6 22-8 22-8 22-9 22-9 22-10 22-11 22-11 22-11 22-11 22-12 22-12 22-13 22-14 22-14 22-14 22-15 22-15

23-00 Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1/14

23-01 23-11 23-12 23-13 23-24 23-28 23-31 23-32 23-33 23-42 23-43 23-44 23-50 23-60 23-70 23-71 23-73 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HF system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF Data Radio system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radio management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aircraft Communication Addressing and Reporting System (ACARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Satellite Communication (SATCOM) . . . . . . . . . . . . . . . . . . . . . . . . Passenger address system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Announcement - Music reproducer system . . . . . . . . . . . . . . . . . . . Passenger entertainment (music) . . . . . . . . . . . . . . . . . . . . . . . . . . Cockpit to ground crew call system . . . . . . . . . . . . . . . . . . . . . . . . . Cabin and flight crew interphone system. . . . . . . . . . . . . . . . . . . . . Service interphone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Audio integrating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static discharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Audio monitoring and intercommunication . . . . . . . . . . . . . . . . . . . Cockpit Voice Recorder (CVR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Intercommunication Data System (CIDS) . . . . . . . . . . . . . . . 23-1 23-1 23-1 23-2 23-2 23-3 23-3 23-3 23-3 23-3 23-4 23-4 23-4 23-6 23-7 23-7 23-8

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24-00 Electrical power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1/18

24-01 24-02 24-03 24-04 24-05 24-20 24-21 24-22 24-23 24-24 24-28 24-30 24-32 24-38 24-40 24-41 24-44 24-50 24-56 24-60 24-70 Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conduits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indications and controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AC generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integrated drive generation system . . . . . . . . . . . . . . . . . . . . . . . . . AC Main generation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AC auxiliary generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AC emergency generation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static inverter (generation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DC generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DC Main generation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DC generation - batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AC external power control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground service distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AC electrical load distribution system . . . . . . . . . . . . . . . . . . . . . . . Galley supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DC electrical load distribution system . . . . . . . . . . . . . . . . . . . . . . . Electrical outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-1 24-3 24-4 24-5 24-5 24-8 24-8 24-9 24-10 24-10 24-11 24-11 24-11 24-11 24-12 24-12 24-13 24-13 24-14 24-15 24-15

25-00 Equipment and Furnishings . . . . . . . . . . . . . . . . . . . . . 25-1/32

25-10 25-20 25-21 25-22 25-23 25-24 25-25 25-26 25-27 25-28 25-30 25-40 25-50 25-54 25-55 25-56 25-60 25-61 25-62 25-63 25-65 Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger compartment seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin attendant seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Linings and furnishings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overhead stowage compartments. . . . . . . . . . . . . . . . . . . . . . . . . . Passenger Service Information Units (PSIU) . . . . . . . . . . . . . . . . . Curtains and partitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancillary equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Floor coverings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Galleys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lavatories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo holds (compartments) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Forward cargo hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aft cargo hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Additional center tank configuration in cargo holds . . . . . . . . . . . . . Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Escape facilities - cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Escape facilities - passenger compartment. . . . . . . . . . . . . . . . . . . Evacuation signalling equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . Miscellaneous emergency equipment . . . . . . . . . . . . . . . . . . . . . . . 25-1 25-3 25-3 25-4 25-4 25-4 25-5 25-5 25-5 25-5 25-5 25-5 25-6 25-7 25-7 25-8 25-11 25-11 25-11 25-12 25-12

A319-100

J 000 01000CJ -

- 02 Jul 1998

TP-5

25-71 Avionics compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-13 25-73 Miscellaneous compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-13 25-80 Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-13

26-00 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-1/6

26-10 26-12 26-13 26-15 26-16 26-17 26-20 26-21 26-22 26-23 26-24 26-25 Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine fire and overheat detection . . . . . . . . . . . . . . . . . . . . . . . . . APU fire and overheat detection . . . . . . . . . . . . . . . . . . . . . . . . . . . Avionics compartment smoke detection . . . . . . . . . . . . . . . . . . . . . Cargo hold smoke detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lavatory smoke detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine fire extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APU fire extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo hold fire extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Portable fire extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lavatory fire extinguishing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-1 26-1 26-2 26-2 26-3 26-3 26-4 26-4 26-4 26-5 26-5 26-5

27-00 Flight controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-1/18

27-01 27-02 27-03 27-10 27-20 27-30 27-40 27-50 27-55 27-60 27-70 27-80 27-85 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Elevators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trimmable Horizontal Stabilizer (THS) . . . . . . . . . . . . . . . . . . . . . . Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flap position indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground locking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Slats. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flap and slat position indication . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-1 27-1 27-2 27-3 27-3 27-4 27-4 27-5 27-5 27-6 27-6 27-6 27-7

28-00 Fuel system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-1/14

28-10 28-11 28-12 28-20 28-21 28-22 28-25 28-28 28-40 28-42 28-43 Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tank venting system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main fuel pump system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APU fuel pump system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refuel/Defuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Additional Center Tank transfer system . . . . . . . . . . . . . . . . . . . . . Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quantity indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual (magnetic) indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-1 28-2 28-3 28-3 28-4 28-5 28-6 28-7 28-7 28-8 28-9

TP-6

J 000 01000CJ -

- 02 Jul 1998

A319-100

29-00 Hydraulic power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29-1/12

29-01 29-02 29-03 29-04 29-05 29-06 29-10 29-14 29-16 29-20 29-21 29-22 29-26 29-30 29-40 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main hydraulic power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic reservoir pressurization system. . . . . . . . . . . . . . . . . . . . Hydraulic reservoir filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxiliary hydraulic power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blue and yellow system electric pumps. . . . . . . . . . . . . . . . . . . . . . Blue auxiliary hydraulic power (Ram Air Turbine) . . . . . . . . . . . . . . Emergency generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection and maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29-1 29-2 29-3 29-3 29-3 29-4 29-4 29-6 29-6 29-7 29-7 29-7 29-8 29-8 29-8

30-00 Ice and rain protection. . . . . . . . . . . . . . . . . . . . . . . . . . 30-1/6

30-11 30-20 30-21 30-22 30-30 30-31 30-40 30-42 30-45 30-70 30-71 Wing ice protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine air intake ice protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . Other air intake ice protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Probe ice protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Windows, windshields and doors . . . . . . . . . . . . . . . . . . . . . . . . . . Windshield anti-icing and defogging . . . . . . . . . . . . . . . . . . . . . . . . Windshield rain protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drain mast ice protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-2 30-2 30-2 30-2 30-2 30-2 30-3 30-3 30-3 30-4 30-4

31-00 Indicating/Recording systems . . . . . . . . . . . . . . . . . . . 31-1/22

31-10 31-11 31-20 31-21 31-30 31-33 31-35 31-36 31-38 31-50 31-60 Instruments and controls panels . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Instrument Panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Independent instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical clock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centralized Fault Display System (CFDS) and data recording system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Digital Flight Data Recording System (DFDRS) . . . . . . . . . . . . . . . Multifunction printing (printer) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aircraft Integrated Data System (AIDS). . . . . . . . . . . . . . . . . . . . . . Up and down data loading system . . . . . . . . . . . . . . . . . . . . . . . . . Central Warning Systems (CWS) . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic Instrument System (EIS). . . . . . . . . . . . . . . . . . . . . . . . . 31-1 31-5 31-5 31-5 31-6 31-6 31-7 31-7 31-8 31-8 31-10

A319-100

J 000 01000CJ -

- 02 Jul 1998

TP-7

32-00 Landing gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-1/14

32-02 32-03 32-04 32-05 32-06 32-07 32-10 32-20 32-30 32-31 32-33 32-40 32-41 32-42 32-43 32-44 32-45 32-46 32-47 32-48 32-50 32-60 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Servicing, maintenance and repair . . . . . . . . . . . . . . . . . . . . . . . . . Interchangeability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground locking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jacking points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Towing or pushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main gear and doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose gear and doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extension and retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal extension and retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . Free fall extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wheels and brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wheels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternate braking system with antiskid . . . . . . . . . . . . . . . . . . . . . . Alternate braking without antiskid . . . . . . . . . . . . . . . . . . . . . . . . . . Parking braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In-flight wheel braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake system temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position and warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-1 32-1 32-3 32-3 32-4 32-4 32-4 32-5 32-5 32-6 32-6 32-6 32-7 32-7 32-8 32-8 32-8 32-9 32-9 32-9 32-9 32-10

33-00 Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-1/8

33-10 33-12 33-13 33-14 33-20 33-21 33-23 33-24 33-25 33-26 33-27 33-30 33-31 33-34 33-40 33-41 33-42 33-43 33-46 33-47 33-48 Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General illumination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instrument and panel integral lighting . . . . . . . . . . . . . . . . . . . . . . . Annunciator light testing and dimming. . . . . . . . . . . . . . . . . . . . . . . Passenger compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General illumination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Call system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lavatory lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger reading lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger lighted signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin attendant work lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo and service compartments . . . . . . . . . . . . . . . . . . . . . . . . . . Service area lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo compartment lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Runway turnoff lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Taxi and take-off lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Logo lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Anti-collision and strobe lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-1 33-1 33-2 33-2 33-3 33-3 33-3 33-4 33-4 33-4 33-4 33-4 33-5 33-5 33-5 33-5 33-6 33-6 33-6 33-6 33-6

TP-8

J 000 01000CJ -

- 02 Jul 1998

A319-100

33-49 Wing and engine scan lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-7 33-50 Emergency lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-7

34-00 Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-1/12

34-10 34-13 34-14 34-20 34-21 34-22 34-30 34-36 34-37 34-40 34-41 34-42 34-43 34-48 34-50 34-51 34-52 34-53 34-55 34-57 34-58 Air Data/Inertial Reference System (ADIRS). . . . . . . . . . . . . . . . . . Air data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attitude, heading and position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standby navigation systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standby data : altitude and airspeed . . . . . . . . . . . . . . . . . . . . . . . . Standby data : attitude and heading . . . . . . . . . . . . . . . . . . . . . . . . Landing and taxiing aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Microwave Landing System (MLS) . . . . . . . . . . . . . . . . . . . . . . . . . Independent position determining systems . . . . . . . . . . . . . . . . . . . Weather radar system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radio altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Traffic alert and Collision Avoidance System (TCAS) . . . . . . . . . . . Ground Proximity Warning System (GPWS) . . . . . . . . . . . . . . . . . . Dependent position determining systems . . . . . . . . . . . . . . . . . . . . Distance Measuring Equipment (DME) . . . . . . . . . . . . . . . . . . . . . . Air Traffic Control (ATC) transponder : Mode S (select) . . . . . . . . . Automatic Direction Finding (ADF) . . . . . . . . . . . . . . . . . . . . . . . . . VOR/Marker. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Digital Distance and Radio Magnetic Indicator (DDRMI). . . . . . . . . Satellite navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-1 34-2 34-4 34-4 34-4 34-5 34-5 34-5 34-6 34-6 34-6 34-7 34-7 34-7 34-8 34-8 34-8 34-9 34-9 34-10 34-10

35-00 Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-1/6

35-10 35-11 35-12 35-13 35-20 35-30 35-31 35-32 Flight crew oxygen system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oxygen storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight crew oxygen distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight crew oxygen system indicating . . . . . . . . . . . . . . . . . . . . . . . Passenger and attendant oxygen system . . . . . . . . . . . . . . . . . . . . Portable oxygen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight crew portable oxygen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Attendants' portable oxygen . . . . . . . . . . . . . . . . . . . . . . . . . 35-1 35-1 35-1 35-2 35-2 35-3 35-3 35-3

36-00 Pneumatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36-1/6

36-11 36-12 36-20 36-22 Engine bleed air supply system. . . . . . . . . . . . . . . . . . . . . . . . . . . . APU bleed air and external high pressure supply . . . . . . . . . . . . . . Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leak detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36-2 36-2 36-3 36-3

A319-100

J 000 01000CJ -

- 02 Jul 1998

TP-9

38-00 Water/Waste . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-1/8

38-01 38-10 38-11 38-12 38-30 38-31 38-32 38-40 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Potable water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waste disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vacuum toilet system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waste water drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38-1 38-1 38-1 38-2 38-3 38-3 38-4 38-4

46-00 Information systems . . . . . . . . . . . . . . . . . . . . . . . . . . . 46-1/2

46-20 Cockpit Information System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46-1 46-21 Air Traffic and Information Management System (ATIMS) . . . . . . . 46-1

49-00 Airborne auxiliary power . . . . . . . . . . . . . . . . . . . . . . . . 49-1/8

49-10 49-13 49-16 49-17 49-20 49-40 49-50 49-60 49-70 49-81 49-90 Power plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fireseals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air intake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power plant drain system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ignition and Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49-1 49-2 49-2 49-3 49-3 49-3 49-4 49-4 49-5 49-5 49-5

51-00 Structures - general . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51-1/12

51-01 51-02 51-03 51-04 51-05 51-06 51-07 51-08 51-09 51-10 51-11 51-12 51-13 51-14 Primary structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Secondary structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Methods of assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fasteners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blind attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pin joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ventilation, dams and drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic finish - general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exterior finish. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interior finish . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Moving parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51-1 51-1 51-2 51-3 51-4 51-4 51-5 51-5 51-6 51-7 51-8 51-9 51-10 51-10

TP-10

J 000 01000CJ -

- 02 Jul 1998

A319-100

52-00 Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52-1/4

52-01 52-10 52-20 52-30 52-41 52-50 52-51 52-60 52-70 52-71 52-73 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger/crew/service doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo compartment doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Access doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fixed interior doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cockpit door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Entrance stairs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Door warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger/crew/service door warning. . . . . . . . . . . . . . . . . . . . . . . Emergency escape slide release warning . . . . . . . . . . . . . . . . . . . . 52-1 52-1 52-2 52-2 52-2 52-3 52-3 52-3 52-3 52-4 52-4

53-00 Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53-1/6

53-01 53-15 53-60 53-61 53-63 Skin and framework. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Floor panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger compartment floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avionics compartment floor panels . . . . . . . . . . . . . . . . . . . . . . . . . 53-1 53-1 53-2 53-2 53-3

54-00 Pylons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54-1/2 55-00 Stabilizers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-1/2

55-10 55-20 55-30 55-40 Horizontal stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Elevators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55-1 55-1 55-1 55-1

56-00 Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-1/2

56-10 Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-1 56-20 Passenger compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-1 56-30 Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-2

57-00 Wings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-1/6

57-10 57-20 57-30 57-40 57-50 57-60 57-70 Center wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Outer wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing tip and tip fence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leading edge and leading edge devices . . . . . . . . . . . . . . . . . . . . . Trailing edge and trailing edge devices . . . . . . . . . . . . . . . . . . . . . . Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-2 57-2 57-3 57-3 57-3 57-4 57-4

A319-100

J 000 01000CJ -

- 02 Jul 1998

TP-11

Attachment N1 - CFM International engines

AT1-1/2

70-00 Standard practices - engines . . . . . . . . . . . . . . . . . . . . 70-1/2

70-01 Interchangeable components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-1 70-02 Replaceable components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-1

71-00 Power plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71-1/6

71-10 71-20 71-30 71-50 71-70 Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fireseals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power plant drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71-2 71-3 71-4 71-4 71-4

72-00 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-1/2 73-00 Engine fuel and control . . . . . . . . . . . . . . . . . . . . . . . . . 73-1/2

73-20 73-30 73-31 73-34 73-40 Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel flow indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73-1 73-2 73-2 73-2 73-2

74-00 Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74-1/2

74-30 Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74-1

75-00 Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-1/2

75-10 Engine anti-icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-1 75-20 Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-1

76-00 Engine controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76-1/2

76-10 Power control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76-1 76-12 Engine master control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76-1 76-20 Emergency shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76-1

77-00 Engine indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77-1/2

77-32 Engine vibration indicating system . . . . . . . . . . . . . . . . . . . . . . . . . 77-1

78-00 Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78-1/2

78-30 Thrust reverser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78-1 78-31 Thrust reverser control and indicating . . . . . . . . . . . . . . . . . . . . . . . 78-2 78-36 Thrust reverser opening mechanism . . . . . . . . . . . . . . . . . . . . . . . . 78-2

TP-12

J 000 01000CJ -

- 02 Jul 1998

A319-100

79-00 Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79-1/2

79-35 Oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79-1

80-00 Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-1/2 Attachment N2 - International Aero Engines (IAE) AT2-1/2

70-00 Standard practices - engines . . . . . . . . . . . . . . . . . . . . 70-1/2

70-01 Interchangeable components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-1 70-02 Replaceable components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-1

71-00 Power plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71-1/8

71-10 71-20 71-30 71-50 71-70 Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fireseals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power plant drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71-2 71-3 71-4 71-4 71-5

72-00 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-1/2 73-00 Engine fuel and control . . . . . . . . . . . . . . . . . . . . . . . . . 73-1/2

73-20 73-30 73-31 73-34 73-40 Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel flow indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73-1 73-2 73-2 73-2 73-2

74-00 Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74-1/2

74-30 Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74-1

75-00 Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-1/2

75-10 Engine anti-icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-1 75-20 Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-1

76-00 Engine controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76-1/2

76-10 Power control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76-1 76-12 Engine master control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76-1 76-20 Emergency shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76-1

77-00 Engine indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77-1/2

77-32 Engine vibration indicating system . . . . . . . . . . . . . . . . . . . . . . . . . 77-1

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78-00 Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78-1/2

78-30 Thrust reverser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78-1 78-31 Thrust reverser control and indicating . . . . . . . . . . . . . . . . . . . . . . . 78-2 78-36 Thrust reverser opening mechanism . . . . . . . . . . . . . . . . . . . . . . . . 78-2

79-00 Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79-1/2

79-35 Oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79-1

80-00 Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-1/2 A1-00 Appendix N1 - List of Flight Data Recorder parameters A1-1/2 A2-00 Appendix N2 - Equipment . . . . . . . . . . . . . . . . . . . . . . . A2-1/14
A2-01 Buyer Furnished Equipment (BFE) . . . . . . . . . . . . . . . . . . . . . . . . . A2-1 A2-02 Seller Furnished Equipment (SFE) . . . . . . . . . . . . . . . . . . . . . . . . . A2-3

TP-14

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A319-100

01-00.00.00

General description
General
The aircraft specified is the Airbus Industrie A319-100 series Corporate Jetliner. For model designations see paragraph 01-10.02.00. The A319-100 Corporate Jetliner shall be a subsonic, long range, civil transport. Figure 01-00 - General arrangement of the aircraft on page 01-3 shows the general arrangement of the aircraft.

01-01.00.00
01-01.01.00 01-01.02.00

01-10.00.00
01-10.01.00 01-10.02.00

Engines
The aircraft shall be equipped with two high-bypass, turbofan engines mounted underneath the wings. Subject to the provisions of any Airbus Industrie proposal the Buyer shall have the option of selecting one of the engine types given below for installation on the aircraft : CFM International CFM56-5B6/P, at a nominal thrust rating of 23 500 lbf (104,533 kN), aircraft model designation A319-112 International Aero Engines (IAE) V2524-A5, at a nominal thrust rating of 23 500 lbf (104,533 kN), aircraft model designation A319-132.

01-20.00.00
01-20.01.00

Cockpit
The cockpit shall be arranged for operation of the aircraft by a crew of two.

01-22.00.00
01-22.01.00 01-22.01.01

Passenger compartment
The aircraft shall be delivered with the Green cabin layout as shown In Figure 01-22A - Green cabin layout on page 01-5. The completion of the passenger compartment furnishing is the responsibility of the Buyer. A typical cabin layout for example, is shown in Figure 01-22B - A typical cabin layout on page 01-7.

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01-30.00.00
01-30.01.00

Cargo holds (compartments)

Two holds suitable for bulk cargo loading in which additional center fuel tanks can be installed, shall be provided under the passenger compartment floor - see Section 25-50 on page 25-6 and Section 25-56 on page 25-8. The hold forward of the wing shall consist of one compartment (N1) - see Section 06-10 on page 06-1 and Section 25-54 on page 25-7. The hold aft of the wing shall consist of two compartments (N4, and N5) - see Section 06-10 on page 06-1 and Section 25-55 on page 25-7. Six additional Center Tanks (ACT), shall be installed in the cargo holds at aircraft delivery - Section 25-56 on page 25-8. Operational flexibility shall be provided to allow operation of the aircraft with a reduced number of tanks, and to offer space suitable for bulk cargo loading - Section 25-56 on page 25-8.

01-30.01.01 01-30.01.02 01-30.02.00 01-30.02.01

01-2

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A319-100

Figure 01-00 - General arrangement of the aircraft

34,10 m 111 ft 10 in 12,45 m 40 ft 10 in

7,59 m 24 ft 11 in 33,84 m 111 ft

11,76 m 38 ft 7 in

11,04 m 36 ft 3 in

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01-3

01-4

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Figure 01-22A - Green cabin layout

A319-100

Fwd passenger/crew/service doors

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Emergency exits

Aft passenger/crew/service doors

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01-5

01-6

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A319-100

Figure 01-22B - A typical cabin layout

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01-8

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02-00.00.00

General requirements
Controlling document
Reconciliation with the Purchase Agreement In the event of any conflict or discrepancy between this specification and the Purchase Agreement, the controlling document shall be the Purchase Agreement. Reconciliation with illustrations The illustrations contained in this specification are intended to assist in understanding the text and do not form part of this specification for contractual purposes, except where otherwise stated. Specification precedence In the event of any conflict or discrepancy between the requirements of this specification and any other specification referred to in this specification the requirements of the text of this specification shall be held to govern.

02-01.00.00
02-01.01.00 02-01.01.01

02-01.02.00 02-01.02.01

02-01.03.00 02-01.03.01

02-10.00.00
02-10.01.00

Certification
The aircraft shall be designed, constructed, and type certificated in accordance with the European Joint Airworthiness Requirements : JAR-25. Noise requirements to ICAO Annex 16 - Environmental Protection, Volume 1, 2nd Edition 1988 CHAPTER 3; equivalent to FAR Part 36 - Noise Standards, issue 1988, including Amendment 36.15, STAGE 3. Certification in other countries shall be obtained in accordance with basic JAA requirements, together with additional conditions as may be introduced by the appropriate airworthiness authorities. Certification for aircraft operation shall be the responsibility of the Buyer. If an airworthiness directive is imposed by the airworthiness authorities Airbus Industrie reserves the right to modify the aircraft performance where this may be affected by the change in requirements, as long as an equivalent standard of performance can be maintained.

02-10.01.01

02-10.02.00

02-10.02.01 02-10.03.00

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02-12.00.00
02-12.01.00

Additional certification items

Airbus Industrie shall establish a Master Minimum Equipment List (MMEL) and a Configuration Deviation List (CDL) and shall obtain approval of these lists from the certification authorities. It shall be possible to dispatch the aircraft on revenue flights with any one of the following major deficiencies, observing the operational restrictions required by the manufacturer or airworthiness authorities and which shall be detailed in the MMEL or CDL. (The list below is not intended to be an exhaustive list of all items in the MMEL/CDL). Once the MMEL/CDL for this aircraft type has been established and approved it shall be considered as the controlling document. the cabin unpressurized the antiskid system partially inoperative one brake inoperative, provided that the antiskid system is operative and that the affected brake has been deactivated one air conditioning pack inoperative one of the three electrical generation channels inoperative the APU inoperative, or removed a roll spoiler on one side, or a roll spoiler on each side, inoperative asymmetric fuel loading the landing gear in the extended position automatic fuel transfer from the additional center tanks to the wing center tank inoperative. It shall be possible to ferry the aircraft with any one of the following major deficiencies, observing the operational restrictions required by the manufacturer : the slats failed in the fully retracted position one of the main landing gear doors or the nose gear doors missing.

02-12.02.00

02-12.03.00

02-20.00.00
02-20.01.00

Specification changes
Changes to the design of the aircraft from the standard detailed in this specification shall be made as follows.

02-21.00.00
02-21.01.00

Buyer originated changes

This specification may be revised by Specification Change Notices (SCN) which shall describe the changes to be made to the specification.

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02-22.00.00
02-22.01.00

Manufacturer originated changes

This specification may also be revised by the Seller without the Buyer's consent to incorporate development changes if such changes do not adversely affect price, delivery, guaranteed weight or guaranteed performance of the aircraft, or the interchangeability or replaceability requirements of this specification. Development changes Development changes shall be changes considered necessary to improve the aircraft, prevent delays or ensure compliance with the Purchase Agreement. The Seller shall notify the Buyer of all changes that are made, as described in this paragraph, by giving the Buyer revised pages for this specification on a periodic basis.

02-22.02.00 02-22.02.01

02-30.00.00 02-31.00.00
02-31.01.00

Special requirements and limitations Units of measurement

The International System (SI) of units and US standard units of measurement shall be used throughout this specification ie : linear dimensions in meters and millimeters, feet and inches areas in square meters, square millimeters, square feet or square inches volumes in cubic meters, cubic millimeters, cubic feet or cubic inches weights in kilogrammes and pounds speeds in international nautical miles per hour (knots), Mach number, meters per second, and feet per minute pressures in inches of mercury, pascal, hectopascal, and pounds force per square inch fluid capacities in liters and US gallons temperatures in degrees Celsius and Fahrenheit noise levels in dB(A) in accordance with the A scale defined in ANSI S1.4-1971 the Speech Interference Level (SIL), measured in dB, shall be defined as the arithmetic mean of the noise levels in the three octave bands whose central frequencies shall be 1000 Hz, 2000 Hz and 4000 Hz.

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02-35.00.00
02-35.01.00

Buyer Furnished Equipment (BFE)

The Purchase Agreement shall define the obligations of the Buyer and Seller concerning equipment to be furnished by the Buyer for installation in the aircraft. Buyer furnished equipment shall conform to the definitions given in Appendix N2 and to any other applicable specifications listed in this document.

02-36.00.00
02-36.01.00

Prevention of delays
In order to prevent delay in manufacture and delivery, or to comply with alterations to the Certification Regulations, the Buyer shall not without good reason refuse to the manufacturer the right to substitute equipment, accessories, materials, or manufacturing processes by the appropriate equivalents.

02-40.00.00
02-40.01.00

Delivery standard
The aircraft shall be made ready for delivery as described in the Purchase Agreement. The configuration shall be as described in the specification subject to agreed changes detailed in the Purchase Agreement. The aircraft shall be delivered with the external livery painted white and light grey except when otherwise defined using the SCN procedure. The Seller's name, logo, and model number shall be displayed on the exterior surface of the aircraft. When alternative choices of equipment and/or supplier are mentioned within this specification, and in the absence of any related specification change notice between the Seller and the Buyer, the Seller reserves the right to select and install on the aircraft to be delivered the Sellers choice of equipment and/or supplier.

02-40.02.00

02-40.03.00

02-50.00.00
02-50.10.00 02-50.11.00

Definitions and terminology

Buyers Responsibility All installations of equipment by any entity other than the Manufacturer (including but not limited to the Buyer), for which provisions are made or which are posterior to the delivery of the aircraft, shall be made under the sole and full responsibility of the Buyer and the Buyer shall hold harmless and indemnify the Manufacturer against any claims or/and damages related directly or indirectly to an incorrect installation of an equipment or to such equipment itself, whether defective or not.

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02-51.00.00
02-51.01.00 02-51.01.01 02-51.10.00 02-51.11.00

Provisions
General All Provisions indicated in this specification are provisions for items or systems available by SCN procedure. Full Provision Full Provision for a specific item or set of items of equipment shall mean that, for example, all supports, brackets, tubes and fittings, electrical wiring, and hydraulic lines shall have been installed, except where this is not technically acceptable for normal operation, that space has been allocated and that installation of the specified items can be made with the minimum of alteration to the aircraft. Systems for which Full Provision is installed shall be certificated such that operation is permitted when the items of equipment are incorporated. On aircraft to be delivered only ground testing of Full Provision shall be performed and the Buyer may be required to provide equipment necessary for ground testing and system certification. Complete Provision Complete Provision for a specific item or set of items of equipment shall mean that, for example, all supports, brackets, tubes and fittings, electrical wiring, and hydraulic lines, shall have been installed, except where this is not technically acceptable for normal operation, that space has been allocated and that installation of the specified items can be made with the minimum of alteration to the aircraft. System Provision System Provision shall mean that, for example, supports, brackets, tubes and fittings, electrical wiring, and hydraulic lines, shall be installed where accessibility on the completed aircraft would be limited. Adequate space shall be allocated so that system installation can be completed easily. Structural Provision Structural provision for an item of equipment (or an assembly) means that the basic structure shall be suitable, from the structural point of view only, to take this item of equipment, and that this item of equipment shall not be supplied also that, for example, the supports, brackets, tubes and fittings, electrical wiring, and hydraulic lines shall neither be installed nor designed in detail. The basic structure shall be defined as that which is necessary for the structural integrity of the aircraft unless otherwise specified.

02-51.11.01

02-51.20.00 02-51.21.00

02-51.30.00 02-51.31.00

02-51.40.00 02-51.41.00

02-51.42.00

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02-51.50.00 02-51.51.00

Space Provision Space provision for an installation shall mean that space shall be allocated for the installation but that for example, no supports, brackets, tubes, bolt holes, electrical wiring or hydraulic lines shall be furnished, designed or installed nor shall the installation itself be furnished. This shall be demonstrated by dimensioned drawings or on a mock-up if required. Space provision shall not provide adequate attaching structure unless otherwise specified. Stowage Provision Stowage provision for equipment shall mean that, for example, clips, holders and structure shall be installed to allow the stowage of specified items.

02-51.60.00 02-51.61.00

02-55.00.00
02-55.01.00

Design aim
The term "design aim" shall mean that the seller shall exert all reasonable efforts to achieve the specified theoretical effect or figures. The phrase is only used where unknown circumstances exist or margins are so small that it is not possible to guarantee the complete achievement of the specified theoretical effect or figures.

02-56.00.00
02-56.01.00

Generally in accordance with

The term "generally in accordance with" shall be used to denote that the equipment or system referred to fulfils the general requirements or recommendations of the referenced document. The term is used when the document permits a range of interpretations, solutions or options or in those cases when strict conformance with the requirements or recommendations cannot be guaranteed.

02-57.00.00
02-57.01.00

General terms
Airbus Industrie, Manufacturer or Seller : the "Groupement d'Interet Economique" (GIE) entitled "Airbus Industrie", whose Siege Social (Head Office) is situated at : 1 Rond Point Maurice Bellonte, BP N33, 31707 Blagnac Cedex, France.

02-57.02.00

Buyer or Purchaser : the purchaser of the aircraft described in this specification.

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02-57.03.00

Purchase Agreement : the Purchase Agreement between Airbus Industrie and the Buyer relating to the sale and purchase of the aircraft described in this specification. Where the word "airframe", is used in this specification it shall mean the aircraft structure (including all ducting, wiring, and cables, etc) less the following items : LRUs the engines and APU the nacelles. Green aircraft : Where the term "Green aircraft" is used in this specication it shall mean the aircraft is equipped for safe operation but without passenger compartment furnishings. Green cabin layout : Where the term "Green cabin layout" is used in this specication it shall mean the passenger compartment without furnishings. The "Green cabin layout" is sufcient to operate the aircraft without passengers it is the basis for further furnishing installation.

02-57.04.00

02-57.05.00

02-57.06.00

02-58.00.00
02-58.01.00 02-58.02.00 02-58.02.01 02-58.03.00 02-58.03.01

Design weight terminology

Definitions of the design weights used in this specification shall be as follows. Maximum Taxi Weight (MTW) The maximum taxi weight shall be the maximum weight of the aircraft for maneuvering on the ground. Maximum Take-Off Weight (MTOW) The maximum take-off weight shall be the maximum permissible weight of the aircraft when the brakes are released for take-off, or at the start of the take-off roll. Maximum Landing Weight (MLW) The maximum landing weight shall be the maximum weight at which the aircraft meets the appropriate landing certification requirements. Maximum Zero Fuel Weight (MZFW) The maximum zero fuel weight shall be the maximum permissible weight of the aircraft less all usable fuel.

02-58.04.00 02-58.04.01 02-58.05.00 02-58.05.01

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02-58.06.00 02-58.06.01

Manufacturer's Weight Empty (MWE) The manufacturer's weight empty shall be the weight of the structure, power plant, furnishings, systems and other items of equipment that are considered an integral part of the aircraft. It is essentially a "dry" weight, including only those fluids contained in closed systems (eg hydraulic fluid). Operational Weight Empty (OWE) The operational weight empty shall be the manufacturer's weight empty plus the operator's items.

02-58.07.00 02-58.07.01

02-59.00.00
02-59.01.00 02-59.01.01

List of abbreviations
The following lists contain the abbreviations used in the specification. Official organizations and companies

ANSI ARINC ATA CFMI DGAC FAA FAR IAE IATA ICAO JAA JAR NSA RTCA SAE

American National Standards Institute Aeronautical Radio Inc Air Transport Association CFM International Direction Generale de l'Aviation Civile Federal Aviation Agency (United States) Federal Aviation Regulations (published by the FAA) International Aero Engines International Air Transport Association International Civil Aviation Organisation Joint Aviation Authorities Joint Aviation Requirements Norme Sud Aviation RTCA Inc. Society of Automotive Engineers

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02-59.01.02

Units of measurement

A Ah C CBR dB DDM F ft ft3/min US gal g hPa Hz in ISA knots k kg l/s lb lbf lbf/in2 m M MCU mile/h min mm

ampere ampere hour degree Celsius California Bearing Ratio decibel difference in depth of modulation degree Fahrenheit feet cubic feet per minute US gallon gram hectopascal hertz inch International Standard Atmosphere International nautical miles per hour kilo kilogram liter per second pound pound force pound force per square inch meter Mach number Modular Concept Unit miles per hour minute millimeter

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N NM Pa r/min s V W

newton international nautical mile pascal revolutions per minute second volt watt.

02-59.01.03

Other abbreviations

ac ACARS ACN ACP ACT ADF ADIRS ADIRU ADM AFCS AFMC AFS AIDS ALSCU AMU AP APU ASI ATC ATI

Alternating current Aircraft Communication Addressing and Reporting System Aircraft Classication Number Audio Control Panel Additional Center Tank Automatic Direction Finding Air Data/Inertial Reference System Air Data/Inertial Reference Unit Air Data Module Automatic Flight Control System Auxiliary Fuel Management Computer Automatic Flight System Aircraft Integrated Data System Auxiliary Level Sensing Control Unit Audio Management Unit Autopilot Auxiliary Power Unit Airspeed Indicator Air Trafc Control Air Transport Indicator

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BFE BITE CAS CDL CFDIU CFDS CG CIDS CRT CSM/G CVR CWS DAR dc DCDU DDRMI DEU DFDR DMC DME DMU DU EAS EBU ECAM ECB ECS ECU EIS EEC

Buyer Furnished Equipment Built in Test Equipment Calibrated Airspeed Conguration Deviation List Centralized Fault Data Interface Unit Centralized Fault Data System Centre of Gravity Cabin Intercommunication Data System Cathode Ray Tube Constant Speed Motor/Generator Cockpit Voice Recorder Central Warning System Digital AIDS Recorder Direct Current Data-link Control and Display Units Digital Distance and Radio Magnetic Indicator Decoder/Encoder Unit Digital Flight Data Recorder Display Management Computer Distance Measuring Equipment Data Management Unit Display Unit Equivalent Airspeed Engine Build-up Unit Electronic Centralized Aircraft Monitoring Electronic Control Box Environment Control System Electronic Control Unit Electronic Instrument System Electronic Engine Control

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02-11

EFIS EGPWS ELAC EWD FAC FADEC FANS FCU FD FDIU FLXTO FMGC FMGS FMS FPA FWC GA GCU GPCU GPS GPWS G/S HF HP IAS IDG ILS IP LA LP LRU

Electronic Flight Instrument System Enhanced Ground Proximity Warning System Elevator and Aileron Computer Engine/Warning Display Flight Augmentation Computer Full Authority Digital Engine Control Future Air Navigation System Flight Control Unit Flight Director Flight Data Interface Unit Flexible Take-Off Flight Management and Guidance Computer Flight Management and Guidance System Flight Management System Flight Path Angle Flight Warning Computer Go-Around Generator Control Unit Ground Power Control Unit Global Positioning System Ground Proximity Warning System Glide Slope High Frequency High Pressure Indicated Airspeed Integrated Drive Generator Instrument Landing System Intermediate pressure Linear Accelerometer Low Pressure Line Replaceable Unit

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MCDU MCT MLS MLW MMEL MMR MS MTBF MTOW MTW MWE MZFW ND PBE PFD PSIU PTU QAD QAR RAT RMI RMP SARP SATCOM SCN SD SDAC SEC SELCAL SFE

Multipurpose Control and Display Unit Maximum Continuous Thrust Microwave Landing System Maximum Design Landing Weight Master Minimum Equipment List Multi-Mode Receiver Military Specication Mean Time Between Failure Maximum Design Take Off Weight Maximum Design Taxi Weight Manufacturer's Weight Empty Maximum Zero Fuel Weight Navigation Display Protective Breathing Equipment Primary Flight Display Passenger Service/Information Unit Power Transfer Unit Quick Attach Detach Quick Access Recorder Ram Air Turbine Radio Magnetic Indicator Radio Management Panel Standard And Recommended Practices Satellite Communication Specication Change Notice System Display System Data Acquisition Concentrator Spoiler and Elevator Computer Selective Call System Seller Furnished Equipment

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SID SIL SPL SRS TCAS TO TPIS TR US VDR VHF VOR VSI WPT

Standard Instrument Departure Speech Interface Level Sound Pressure Level Speed Reference System Trafc alert and Collision Avoidance System Take-off Tire Pressure Indication System Transformer Rectier United States VHF Data Radio Very High Frequency VHF Omni-directional Range Vertical Speed Indication Waypoint.

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03-00.00.00

General aircraft design criteria

Environmental conditions
As a general rule, the aircraft shall be designed for operation in the environmental conditions shown in Figure 03-01 - Environmental envelope on page 03-9. Special procedures and precautions associated with operation in the various sectors of the envelope shall be specified in the maintenance and operating manuals.

03-01.00.00
03-01.01.00

03-10.00.00
03-10.01.00

General structural criteria

In all cases, the structural design criteria and definitions used in the design of the aircraft are based on the requirements referred to in Section 02-10 on page 02-1 of this specification.

03-14.00.00
03-14.01.00

Pressure cabin
The pressure cabin shall be designed to a working pressure differential of 8.33 lbf/in2 (574 hPa). Protection shall be provided against catastrophic damage caused by rapid in-flight decompression based on the requirements referred to in Section 02-10 on page 02-1 of this specification. The design of the cargo compartment vent panels shall be such that they : can be easily reinstalled (if necessary) without additional materials or special tools withstand normal cargo loading operations.

03-14.01.01

03-14.01.02

03-15.00.00
03-15.01.00

Pressure check
The fuselage shall be pressure checked at 1.33 times the maximum pressure setting of the overpressure safety valve.

03-16.00.00
03-16.10.00 03-16.10.01

Passenger compartment and cockpit floors

Passenger compartment floor structure As a design aim the floor structure shall be capable of carrying seats with a loaded weight of 91 kg (200 lb), equivalent to the seat and passenger weight, installed at six per row with a minimum pitch of 711 mm (28 in) between rows.

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03-1

03-16.20.00 03-16.20.01

Passenger compartment and cockpit floor panels Each floor panel shall be able to withstand a local load of 3 330 N (750 lbf) on any 0,093 m2 (1 ft2) without permanent deformation, and 890 N (200 lbf) on any 645 mm2 (1 in2) without appreciable deformation. Unassigned .

03-16.20.02

03-17.00.00
03-17.10.00 03-17.10.01

Cargo hold floors

Cargo hold floor structure Within the limits of the Weight and Balance Manual, the floor structure shall be capable of carrying a uniformly distributed load of 732 kg/m2 (150 lb/ft2) or the Additional Center Tank (ACT) loads. Cargo hold floor panels Each floor panel shall withstand a local load of 8 890 N (2 000 lbf) on any 0,093 m2 (1 ft2) without permanent deformation.

03-17.20.00 03-17.20.01

03-18.00.00
03-18.01.00 03-18.02.00 03-18.03.00

Lightning strike - protection

All structure, including non-metallic components, shall be designed to minimise the effects of lightning strikes. Electrical wiring shall be routed to minimize the level of induced voltages resulting from strikes. All essential and critical systems and associated components shall be designed to withstand the maximum projected voltage level.

03-20.00.00
03-20.01.00

Design weights
The design weights of the aircraft shall be as follows :

Maximum Taxi Weight (MTW) Maximum Take-Off Weight (MTOW) Maximum Landing Weight (MLW) Maximum Zero Fuel Weight (MZFW)

75 900 kg 75 500 kg 62 500 kg 52 500 kg

(167 329 lb) (166 447 lb) (137 787 lb) (115 742 lb)

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03-30.00.00 03-31.00.00
03-31.01.00

Design load factors Limit flight load factors

The aircraft shall be designed to either gust or maneuver load factors, whichever is more critical at any particular weight.

03-32.00.00
03-32.01.00

Flaps/Slats up maneuver
The aircraft shall be designed to limit maneuver load factors of plus 2.5 and minus 1.0 at all weights up to and including the maximum design take-off weight.

03-33.00.00
03-33.01.00

Flaps/Slats up gust
The aircraft shall be designed to limit gust load factors in the flaps/slats up condition.

03-34.00.00
03-34.01.00

Flaps/Slats extended maneuver

The aircraft shall be designed to a limit maneuver load factor of 2.0 for the flaps/slats extended configuration as detailed below : in the landing configuration at all weights up to and including the maximum design landing weight in the take-off configuration at all weights up to and including the maximum design take-off weight.

03-35.00.00
03-35.01.00

Flaps/Slats gust
The aircraft shall be designed for limit gust loads for flaps/slats in the take-off, approach, and landing configurations.

03-36.00.00
03-36.01.00

Limit landing load factors

The aircraft shall be designed to withstand, at the maximum design landing weight, load factors resulting from contact with the ground at a vertical descent velocity of 10 ft/s. The aircraft shall be designed to withstand, at the maximum design take-off weight, load factors resulting from contact with the ground at a vertical descent velocity of 6 ft/s.

03-36.02.00

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03-3

03-40.00.00
03-40.01.00

Design speeds and Mach numbers

The following design speeds and Mach numbers shall be used for aircraft weights up to MTOW : Vc CAS = 350 knots, sea level to 24 600 ft limiting Mach number above 24 600 ft, Mc = 0.82. Vd CAS = 381 knots, sea level to 24 800 ft limiting Mach number above 24 800 ft, Md = 0.89.

03-43.00.00
03-43.01.00

Slat and flap design speeds

The slat and flap design speeds shall be as follows :

Flight phase Climb Cruise En-route Holding Holding Take-off Take-off Approach Take-off Approach Landing Landing

Lever position 0

Slat deection 0

Flap deection 0

Placard speeds VFE (knots CAS) -

1 1+F 2 3

18 18 22 22

0 10 15 20

230 215 200 185

Full

27

40

177

Note : angles are related to the plane of the tracks.

03-44.00.00
03-44.01.00

Landing gear operating speeds

Main and nose gear maximum operating speeds shall be : 250 knots CAS for extension 220 knots CAS for retraction.

03-4

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03-45.00.00
03-45.01.00

Speedbrake design speeds

It shall be possible to operate the spoilers in the speedbrake mode : at all speeds with the flaps retracted within flap placard speeds with flaps deployed not more than 20 (lever position 3).

03-50.00.00
03-50.01.00

Ditching criteria
The aircraft shall be designed for ditching in accordance with the requirements referred to in Section 02-10 on page 02-1.

03-60.00.00
03-60.01.00

Pavement strength
The Aircraft Classification Numbers (ACN) following have been computed using the method recommended in document IACO-DOC 9157-AN/901-1983 Part 3. At the maximum taxi weight with the center of gravity at the furthest aft position permissible at that weight, the maximum ACN for a rigid runway shall not exceed : 44 for CAT A (K = 150 MN/m3 - 550 lbf/in3) 46 for CAT B (K = 80 MN/m3 - 300 lbf/in3) 48 for CAT C (K = 40 MN/m3 - 150 lbf/in3) 50 for CAT D (K = 20 MN/m3 - 75 lbf/in3).

03-60.01.01

03-60.01.02

At the maximum taxi weight with the center of gravity at the furthest aft position permissible at that weight, the maximum ACN for a flexible runway shall not exceed : 39 for CAT A (CBR 15) 40 for CAT B (CBR 10) 44 for CAT C (CBR 6) 50 for CAT D (CBR 3). The tire pressure used to compute the values given above shall be the manufacturer's recommended operational pressure for that weight, measured with the aircraft weight on the wheels.

03-60.01.03

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03-5

03-70.00.00 03-71.00.00
03-71.01.00

Design balance criteria Certification center of gravity limits

The Center of Gravity (CG) location may vary within the forward and aft limits as a percentage of the mean aerodynamic chord length aft of the leading edge. The Reference Chord (RC) length is 4,193 m (13.76 ft) and 25 % RC is located 14,71 m (48.26 ft) aft of the aircraft nose. See Figure 03-71 - CG limits diagram on page 03-11. Aircraft loading The cargo compartment load capacities specified in Section 25-54 on page 25-7 and Section 25-55 on page 25-7 are the design structural load limits for each compartment. The allowable load limits and load distribution for each compartment shall be fully detailed in the Weight and Balance Manual.

03-71.10.00 03-71.10.01

03-71.10.02

03-80.00.00
03-80.01.00

Noise
For units of measurement see Section 02-31 on page 02-3.

03-81.00.00
03-81.01.00

External noise level

The aircraft shall comply with the noise standards referred to in Section 02-10 on page 02-1.

03-83.00.00
03-83.10.00 03-83.10.01 03-83.10.02 03-83.10.03 03-83.20.00 03-83.20.01 03-83.20.02 03-83.20.03 03-83.20.04

Internal noise level

General Unassigned Unassigned Unassigned In flight Unassigned Unassigned Unassigned Unassigned

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03-83.20.05 03-83.30.00 03-83.30.01

Unassigned On the ground Unassigned

03-85.00.00
03-85.01.00

Fire hazard testing

Non-metallic parts of the pressurized fuselage shall be tested for the effects of fire, smoke and toxicity according to Airbus Industrie Technical specification ATS 1000.001. Extended Range Twin-engine Operations (ETOPS) The airframe and propulsion systems shall be in compliance with the priority items in the applicable definition as stipulated in the JAA approved document "Standards for Extended Range Operations Configuration, Maintenance and Procedures Document", reference AI/EA4000.

03-90.00.00 03-90.01.00

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03-7

03-8

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A319-100

Figure 03-01 - Environmental envelope

Pressure altitude x 1000 ft

50

41 000 ft (12 500 m)

40
1

Ground TO FLT start Land

Yes No Yes No Yes Yes

30
2

20

10

9 200 ft (2 804 m) Ground

1
0

-1 000 ft (-300 m)
-5 -80 -70 -60 -50 -40 -30 -20 -10 0

+ 55 at zero altitude

+10 +20 +30 +40 +50 +60 +70

OAT Degrees C

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03-9

03-10

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A319-100

Figure 03-71 - CG limits diagram

Aircraft weight (kg x 1 000)

Aircraft weight (kg x 1 000)

80 75 70

15

17

19

21

23

25

27

29

31

33

35

37

39

41% RC 80 75 70

MTOW 75 500kg
74.5

67.5

16

65 60 55 50
47.5 61

65.3

MLW 62 500kg MZFW 58 500kg (without ACTs)

65 60 55

25

26.5
52.5

22

45
42.5

ZFCG limits with ACTs Take-off/landing

49 46.7

50 45
Flight Landing

Take-off

40
Flight

40 35
%RC

35
05 07 09 11 13

35.8

15

17 19 21 23

25

27 29 31 33

35

37 39 41 43

45

A319-112 CG limits (engines : CFM56-5B6/P) A319-132 CG limits (engines : V2524-A5)

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03-12

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06-00.00.00

Dimensions and areas

General
Wing

06-10.00.00
06-10.10.00 06-10.10.01

Span 06-10.10.02 Basic area 06-10.10.03 Basic aspect ratio 06-10.10.04 Basic taper ratio 06-10.20.00 06-10.20.01 Horizontal area 06-10.20.02 Vertical area 06-10.30.00 06-10.30.01 Length 06-10.30.02 Width Fuselage Tail unit

34,10 m

(111 ft 10.4 in)

122,40 m2

(1 318 ft2)

9,39

0,246

31,0 m2

(334 ft2)

21,5 m2

(231.6 ft2)

33,84 m

(111 ft)

3,95 m

(12 ft 11.5 in)

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06-1

06-10.30.03 Overall height 06-10.40.00 06-10.40.01 Overall length 06-10.40.02 Maximum internal width 06-10.50.00 06-10.50.01 Length 06-10.50.02 Maximum width 06-10.50.03 Height 06-10.60.00 06-10.60.01 Length 06-10.60.02 Maximum width 06-10.60.03 Height 1,24 m (4 ft 1 in) 2,63 m (8 ft 8 in) 4,42 m (14 ft 6 in) Aft cargo hold (cargo compartment N4) 1,24 m (4 ft 1 in) 2,63 m (8 ft 8 in) 3,42 m (11 ft 3 in) 3,70 m (12 ft 1.5 in) 23,78 m (78 ft) Passenger compartment 4,14 m (13 ft 7 in)

Forward cargo hold (cargo compartment N1)

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06-10.70.00 06-10.70.01

Aft cargo hold (cargo compartment N5)

Length 06-10.70.02 Maximum width 06-10.70.03 Maximum height 06-10.80.00 06-10.80.01 Designation Forward passenger/crew/service door 06-10.80.02 Emergency exit 2 Doors

3,24 m

(10 ft 8 in)

2,63 m

(8 ft 8 in)

1,24 m

(4 ft 1 in)

Qty 2

Dimensions 1,85 m x 0,81 m (73.0 in x 32.0 in)

1,02 m x 0,51 m (40.1 in x 20.0 in)

06-10.80.03 Aft passenger/crew/service door 2 1,85 m x 0,81 m (73.0 in x 32.0 in)

06-10.80.04 Forward hold door 1 1,23 m x 1,82 m (48.3 in x 71.5 in)

06-10.80.05 Aft hold door 1 1,23 m x 1,82 m (48.3 in x 71.5 in)

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06-3

06-20.00.00
06-20.01.00

Zoning
A coordinated and standard (ATA 100) system suitable for maintenance activity reference shall be established for zoning and access door and panel identification.

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07-00.00.00

Lifting and shoring

General
The following airframe components shall have provisions for lifting : wing flaps and slats ailerons vertical stabilizer rudder horizontal stabilizer elevators passenger/crew/service doors cargo hold doors tail cone APU and/or APU generator radome. Means shall be provided for lifting the aircraft in the event of a wheels up landing.

07-01.00.00
07-01.01.00

07-01.02.00

07-10.00.00
07-10.01.00

Jacking
Three jacking points shall be provided : one forward of and next to the nose landing gear well and one on the underside of each wing near the rear spar, outboard of the main landing gear. It shall be possible to use the jacking points up to an aircraft weight of 57 tonnes (125 663 lb), within the CG limits for landing described in Section 03-71 on page 03-6. These jacking points shall be designed to a vertical limit load factor of 2.0. A rear under-fuselage support (19 mm, 3/4 in radius ball) shall be provided for use as a steadying point. Jacking points shall be provided on each landing gear to permit wheels and brakes to be changed up to the maximum aircraft weight. These points shall be located such that standard jacks can be used when any tire is damaged or deflated. These jacking points shall be designed to a vertical limit load factor of 1.33.

07-10.01.01

07-10.01.02 07-10.02.00 07-10.03.00

07-10.03.01

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07-10.04.00

Jacking points shall be located such that there shall be no interference between jacks supporting the aircraft and landing gear removal or maintenance equipment.

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08-00.00.00

Leveling and weighing

General
Means shall be provided for leveling the aircraft and for checking the incidence and dihedral of the wings and horizontal stabilizer. Reference, leveling, and rigging points shall be clearly marked and identified on the fuselage, wing and stabilizers to enable leveling and alignment measurements. The number of these points shall be kept to a minimum and they shall not be removed by maintenance operations. A separate attitude monitor shall be provided for fuel calibration - see Section 28-43 on page 28-9.

08-01.00.00
08-01.01.00 08-01.02.00

08-01.03.00

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08-1

08-2

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09-00.00.00

Towing and taxiing

General
It shall be possible to tow or push the aircraft, at Maximum Taxi Weight with the engines at zero or up to idle thrust, using a tow bar attached to the nose gear leg. The tow bar fitting shall be installed at the front of the leg. The tow bar fitting shall comply with the requirements of SAE Aerospace Standard AS1614A dated August 1981 and revised March 1982. It shall be possible to tow the aircraft up to an angle of 95 from the aircraft center line without disconnecting the steering mechanism. The main gears shall have attachment points for debogging. These attachment points shall be able to be used to restrain the aircraft when the engines are running at up to maximum thrust. Means shall also be provided for towing.

09-01.00.00
09-01.01.00

09-01.01.01 09-01.02.00 09-01.03.00

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10-00.00.00

Parking and mooring

General
Provision shall be made for suitable blanks and covers at all positions where such protection is considered necessary by the manufacturer. The blanks and covers shall be of light weight construction. Mooring points shall be provided at suitable locations on the aircraft structure.

10-01.00.00
10-01.01.00 10-01.01.01 10-01.02.00

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11-00.00.00

Placards and markings

General
Unassigned Cockpit and all other technical placards shall be in English. No nameplates or placards shall be installed on primary structure. The methods of attaching placards shall be compatible with the operating environment. Nameplates or placards affixed to structures fabricated from honeycomb materials shall not require the base material to be penetrated. These nameplates or placards shall be retained by a non-corrosive adhesive. As a general rule operating or installation instructions, directional movement instructions, servicing instructions, part or position identifications, rescue and evacuation instructions and safety precautions shall be marked on placards, nameplates, stencils or markings. Instruction placards, signs and stencils required for operation or maintenance of the aircraft shall be readily visible. Placards shall be installed giving warning of residual cabin pressure; internally and externally at each passenger/crew/service door and emergency exit, and externally at each cargo door. These placards shall be written in English with space for one other language of the Buyer's choice.

11-01.00.00
11-01.01.00 11-01.02.00 11-01.03.00

11-01.04.00

11-01.05.00

11-01.06.00 11-01.07.00

11-20.00.00
11-20.01.00 11-20.02.00

Exterior placards and markings

Exterior placards for operating or servicing instructions, safety precautions etc, shall be provided where required. All replaceable and interchangeable components as defined in Chapter 20 shall be identified by part number and where practicable serial number. Whenever practicable, identification nameplates shall be visible without removal of equipment.

11-30.00.00
11-30.01.00 11-30.02.00

Interior placards and markings

At significant locations permanent station identification numbers shall be provided. Suitable labels, stencils or approved self adhesive premarked labels shall be provided where considered necessary.

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11-30.03.00

All placards used on hydraulic tubing and components, and placards attached to structure in the vicinity of hydraulic components, shall be of phosphate ester resistant material. Fluid identification placards on equipment using phosphate ester fluid shall be colored purple. Permanently installed metal nameplates shall be provided on hydraulic reservoirs and water tanks, and on landing gear shock struts etc, to indicate the type of fluid, volume and pressure as applicable. All line replaceable units shall carry permanently fixed, English language labels giving the following information : name of manufacturer name of unit part number serial number, if applicable type of approval, if applicable modification status, if applicable.

11-30.03.01 11-30.04.00

11-30.05.00

11-35.00.00
11-35.00.01

Forward cargo compartments

The placards indicating the maximum permitted weights in the cargo compartments shall be in kg and lb.

11-36.00.00
11-36.00.01

Aft cargo compartments

The placards indicating the maximum permitted weights in the cargo compartments shall be in kg and lb.

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12-00.00.00

Servicing
General
Locations of the ground servicing connections are shown in Figure 12-00 - External servicing connections on page 12-5.

12-01.00.00
12-01.01.00

12-10.00.00
12-10.01.00 12-10.01.01

Replenishing
Ground servicing connections shall be as follows. Fuel

Pressure refueling Gravity refueling

Flight Refueling Shaw Aero Devices Inc - wing adaptor - cap

2.5 in IS0 R45

457-1154 457-825

12-10.01.02

Hydraulic

Nitrogen charging for accumulators Reservoir pressurization Reservoir lling Reservoir depressurization valve Ground test connections - suction - delivery 12-10.01.03 Landing gear

Hitemp Aeroquip Westland

MS 28889 510006 1/4 in 96993E 70200

Aeroquip Aeroquip

AE 80532N AE 80531K

Nitrogen charging for shock absorbers Tire ination valve

MS 28889 High ow standard TRJ 780-03

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12-10.01.04

Power plant

Engine oil lling Engine overll IDG oil lling IDG overll Engine starting 12-10.01.05 Water

Ozone Metal Products 2506-18 Ozone Metal Products 2505-18 Ozone Metal Products 2506-18 Ozone Metal Products 2505-2

See paragraph 12-10.01.07

Potable water lling 12-10.01.06 Toilet servicing

Roylyn

3/4 in diameter

Draining Flushing and lling 12-10.01.07

Shaw 4 in Roylyn 1 in

caps shall have icebreakers

Air conditioning and ground connections

HP air ground connector for cabin heating, cooling and engine starting LP air ground connector 12-10.01.08 Electrical power

1 x 3 in

MS 33740 (IS0 TC 20) MS 33562

1 x 8 in

Ground power receptacle 12-10.01.09

MS90362-3

Electrical connectors for aircraft servicing

ac outlets dc outlets Vacuum cleaner outlets 12-10.02.00

HUBBEL HUBBEL HUBBEL

5258 7472 5258

Servicing connectors shall be placed as near to the ground as practicable.

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12-22.00.00
12-22.01.00 12-22.02.00 12-22.03.00

Lubrication
Where necessary, relubrication facilities shall be provided employing standard equipment which shall not require the removal of large panels. The MS 15000 type lubrication fittings (or equivalent) shall be used and designed to ensure proper grease flow without mechanical blocking. The use of non-standard greases shall be avoided.

12-40.00.00
12-40.01.00 12-40.02.00

Maintainability
Procedures shall be produced to enable faults to be diagnosed as quickly as possible. As far as practicable components shall be designed for ease of removal and replacement. LRUs shall be replaceable without removal of non-associated equipment, except where prevented by physical constraints. Maximum use shall be made of quick disconnect fittings to gain access to parts or equipment which are themselves easy to change (eg lamps, computers etc). Access doors which are used frequently for servicing or maintenance shall be provided with quick release fasteners with visual indication of locking. Means shall be provided for opening the main and nose wheel doors from the ground - see Section 32-10 on page 32-4 and Section 32-20 on page 32-5.

12-40.02.01

12-40.03.00

12-40.04.00

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12-4

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Figure 12-00 - External servicing connections

10 7 9 8 3 5 11 6 1

4 7 8

12

10

1 2 3 4 5 6 7 8 9 10 11 12

Waste water service panel Potable water service panel Ground electrical power panel Ground service LP conditioned air connector Ground HP air conditioning and air start connector Hydraulic connectors IDG oil filling connector Engine oil filling connector Pressure refuel/defuel coupling Overwing refuel coupling Refuel/defuel control panel APU oil filling connector

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12-6

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13-00.00.00

Weight
General
If any weight increases arise from deviations to the aircraft definition, as indicated in paragraph 13-10.02.01 and paragraph 13-10.02.02, and/or relative to the allowances given in paragraph 13-10.03.00, and in Section 13-20 on page 13-3, and Section 13-30 on page 13-5, then the Manufacturer's Weight Empty (MWE) may be adjusted accordingly.

13-01.00.00
13-01.01.00

13-10.00.00
13-10.01.00

Estimated Manufacturer's Weight Empty (MWE)

The estimated basic MWE shall be : (a) for CFM International CFM56-5B6/P engines 38 099 kg (83 993 lb). (b) for International Aero Engines (IAE) V2524-A5 engines 38 190 kg (84 193 lb).

13-10.02.00 13-10.02.01

These MWEs may be subject to revision if any of the following changes are made. Changes to the Standard Specification made at the Buyers request and subject to Specification Change Notice procedure - see Section 02-21 on page 02-2. Change in the design criteria required by the appropriate Airworthiness authorities - see Section 02-10 on page 02-1 Unassigned

13-10.02.02 13-10.02.03

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13-10.03.00

Change in the actual weights of the following items (for which the Seller has only a limited control) in excess of the following assumed weights : (a) for CFM International CFM56-5B6/P engines 2 393 kg (5 275 lb) each. The above consists of the dry weight of the bare engine plus standard equipment, as defined in the engine model specification (see Attachment 1, Chapter 72), but excluding the propulsion pod assembly. (b) for International Aero Engines (IAE) V2524-A5 engines 3 402 kg (7 500 lb) each. The above consists of the dry weight of the bare engine plus standard equipment, as defined in the engine model specification (see Attachment 2, Chapter 72), plus the propulsion pod assembly.

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13-20.00.00

Estimated weight breakdown for CFM International CFM56-5B6/P engines, Green cabin layout as in Figure 01-22A, with six ACTs.

13-20.01.00 kg Estimated MWE (see paragraph 13-10.01.00) 13-20.10.00 13-20.10.01 Unusable fuel (including 6 ACTs) 13-20.10.02 Oil for engines, IDGs, and APU 13-20.10.03 Unassigned 13-20.10.04 Waste tank precharge 13-20.10.05 Aircraft documents and tool kit 13-20.10.06 Unassigned 13-20.10.07 Unassigned 13-20.10.08 Unassigned 19 42 10 22 53 117 134 295 Operators items 38 099 lb 83 993

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13-3

13-20.10.09 Cockpit Emergency equipment: 13-20.10.10 Crew and Crew baggage : 2 Flight crew at 85 kg each 170 375 9 20

13-20.10.11 Operator's items total weight 395 871

13-20.20.00 Estimated Operating Weight Empty (OWE) 13-20.21.00 Allowable cabin installation and passengers 13-25.00.00 Maximum Zero Fuel Weight (including 6 ACTs) 52 500 115 742 14 006 30 878 38 494 84 864

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13-30.00.00

Estimated weight breakdown for International Aero Engines (IAE) V2524-A5 engines, Green cabin layout as in Figure 01-22A, with six ACTs.

13-30.01.00 kg Estimated MWE (see paragraph 13-10.01.00) 13-30.10.00 13-30.10.01 Unusable fuel (including 6 ACTs) 13-30.10.02 Oil for engines, IDGs, and APU 13-30.10.03 Unassigned 13-20.10.04 Waste tank precharge 13-30.10.05 Aircraft documents and tool kit 13-30.10.06 Unassigned 13-30.10.07 Unassigned 13-30.10.08 Unassigned 19 42 10 22 63 139 134 295 Operators items 38 190 lb 84 193

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13-5

13-30.10.09 Cockpit Emergency equipment 13-30.10.10 Crew and Crew baggage : 2 Flight crew at 85 kg each 13-30.10.11 Operator's items total weight 405 893 170 375 9 20

13-30.20.00 Estimated Operating Weight Empty (OWE) 13-30.21.00 Allowable cabin installation and passengers 13-35.00.00 Maximum Zero Fuel Weight (including 6 ACTs) 52 500 115 742 13 905 30 655 38 595 85 086

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20-00.00.00
20-00.27.00 20-00.27.01

Standard practices - airframe

Flight controls At each control surface there shall be provision for attaching gages to check surface movement. The positions in which this equipment shall be fitted shall be marked by a permanent method. Rigging of mechanical control systems shall be achieved by suitably located rigging marks and, where suitable, rigging pins shall be used.

20-00.27.02

20-01.00.00
20-01.01.00

Interchangeability
A contractually "interchangeable component" shall be defined as a single item or assembly of items which, as a unit, may be interchanged between aircraft of the same type or version or replaced by another interchangeable component having the same part number : without the need to select for fit without alteration of the component or the counterpart (no cutting, drilling, or reaming, etc.) with any necessary replacement of removable fastenings (eg screws, bolts, nuts, shims, and serrated plates) with any necessary means of reversible adjustment to within the specified performance tolerances with the tools normally available to the service mechanics. If a component is specified to be interchangeable this shall also mean that the interface on the aircraft shall comply with the needs of such interchangeability. Interchangeability of an assembly shall not imply that individual items on that assembly are mutually interchangeable. A demonstration of the interchangeability of components listed as such in this section or in Chapter 70 shall be given at the Buyer's request. Such a demonstration shall involve the installation of one component (of the Buyer's choice) on its aircraft interface. Seller Furnished Equipment (SFE) All SFE requiring a maintenance action shall be interchangeable, the interchangeability of these components shall not be demonstrated. Proprietary system components All proprietary system components other than Buyer Furnished Equipment (BFE) shall be interchangeable, the interchangeability of these components shall not be demonstrated.

20-01.02.00

20-01.03.00

20-01.04.00 20-01.04.01 20-01.05.00 20-01.05.01

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20-1

20-01.06.00 20-01.06.01 20-01.20.00 20-01.21.00 20-01.21.01 20-01.21.02 20-01.23.00 20-01.23.01 20-01.25.00 20-01.25.01 20-01.25.02 20-01.25.03 20-01.25.04 20-01.25.05 20-01.27.00 20-01.27.01 20-01.27.02 20-01.27.03 20-01.27.04 20-01.29.00 20-01.29.01 20-01.29.02 20-01.30.00 20-01.30.01 20-01.31.00 20-01.31.01 20-01.31.02 20-01.32.00 20-01.32.01

Buyer furnished equipment (BFE) The Buyer shall be responsible for maintaining the interchangeability of all Buyer Furnished Equipment. List of Contractually Interchangeable Components Air conditioning components Heat exchangers, other than engine mounted. Air ducting with V-clamp connections. Communication components Radio antennas. Equipment/furnishing components Cockpit crew seats. Cockpit side access panels. Cockpit service panels. Unassigned Unassigned. FIight control components Rudder pedal assemblies. Control pedestal assembly. Side-stick controllers. Flap and slat gearbox assemblies, rotary actuators and control units. Hydraulic power components Ram air turbine. Hydraulic reservoirs. Ice and rain protection components De-icing air ducting with V-clamp connections. Instrument components Removable electrical panels. Dielectric panels. Landing gear components Main landing gear assembly.

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A319-100

20-01.32.02 20-01.32.03 20-01.32.04 20-01.32.05 20-01.32.06 20-01.32.07 20-01.32.08 20-01.32.09 20-01.32.10 20-01.32.11 20-01.33.00 20-01.33.01 20-01.33.02 20-01.33.03 20-01.33.04 20-01.34.00 20-01.34.01 20-01.49.00 20-01.49.01 20-01.52.00 20-01.52.01 20-01.52.02 20-01.52.03 20-01.52.04 20-01.52.05 20-01.52.06 20-01.52.07 20-01.52.08 20-01.52.09

Main landing gear sliding member (shock absorber piston including integral axle). Main landing gear wheels (at all locations). Main landing gear brakes (at all locations). Main landing gear antiskid devices. Main landing gear side stay and lock mechanisms. Nose landing gear assembly. Nose landing gear drag strut stay and down lock mechanism. Nose landing gear axle or assembly. Nose landing gear shock absorber. Nose landing gear wheels (at both locations). Lights components Landing lights. Runway turnoff lights. Navigation lights. Anti-collision beacon lights. Navigation components Pitot probe units. Airborne auxiliary power components APU engine unit. Door components Forward left passenger/crew/service door. Aft left passenger/crew/service door. Forward right passenger/crew/service door. Aft right passenger/crew/service door. Emergency exits. Cargo hold doors. Avionics compartment external access door. APU access doors. Ram air turbine panel and doors.

A319-100

J 000 01000CJ -

- 02 Jul 1998

20-3

20-01.52.10 20-01.52.11 20-01.52.12 20-01.53.00 20-01.53.01 20-01.53.02 20-01.53.03 20-01.53.04 20-01.54.00 20-01.54.01 20-01.54.02 20-01.54.03 20-01.55.00 20-01.55.01 20-01.55.02 20-01.55.03 20-01.55.04 20-01.55.05 20-01.55.06 20-01.56.00 20-01.56.01 20-01.56.02 20-01.56.03 20-01.56.04 20-01.57.00 20-01.57.01 20-01.57.02 20-01.57.03 20-01.57.04

Nose landing gear doors. Main landing gear doors. External access panels and doors (excluding panels with piano hinges). Fuselage components Cabin and cockpit floor panels. Cargo compartment floor panels. Avionics racks - structural components. Radome. Pylon components Pylon. Access doors and panels in pylon (and between pylons). Pylon fairings. Stabilizer components Horizontal stabilizer (complete). Horizontal stabilizer leading edge. Horizontal stabilizer tips. Elevators. Rudder. Access panels and doors (excluding panels with piano hinges). Window components Cockpit windows. Cabin windows. Wing/engine scan light windows. Navigation lamp windows. Wing components Wing tips. Fuel tank access panels. Main landing gear leg fairing and fairing door. Flap surfaces.

20-4

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- 02 Jul 1998

A319-100

20-01.57.05 20-01.57.06 20-01.57.07 20-01.57.08 20-01.57.09 20-01.57.10 20-01.57.11 20-01.57.12

Flap track beams. Flap carriages. Flap track fairings. Spoilers. Ailerons. Slats. Slat tracks. External access doors and panels (excluding panels with piano hinges).

20-02.00.00
20-02.01.00

Replaceability
A contractually replaceable component shall be defined as a single item or assembly of items which, as a unit : has some interchangeable features may require alteration (which may be irreversible) when fitting to the aircraft shall be capable of being readily installed on the aircraft without the use of special jigs, tools and equipment. Additional operations (eg : drilling, cutting of oversize) shall be mentioned : on drawings (provisions) and in the technical publications. When installed on a given aircraft, this component cannot generally be used on another aircraft. When a component is defined as replaceable this shall mean that the counterpart and the interface on the aircraft shall comply with the requirements of interchangeability. A demonstration of the replaceability of a component listed as such in the section shall be given at the Buyer's request. However, this demonstration shall be carried out within the possible limits of avoiding scrap. List of Contractually Replaceable Components Air conditioning components Air ducting other than that with V-clamp connections. Equipment/furnishing components Cockpit ceiling panels.

20-02.02.00

20-02.03.00 20-02.04.00

20-02.05.00

20-02.20.00 20-02.21.00 20-02.21.01 20-02.25.00 20-02.25.01

A319-100

J 000 01000CJ -

- 02 Jul 1998

20-5

20-02.25.02 20-02.25.03 20-02.25.04 20-02.25.05 20-02.25.06 20-02.25.07 20-02.25.08 20-02.25.09 20-02.30.00 20-02.30.01 20-02.52.00 20-02.52.01 20-02.52.02 20-02.52.03 20-02.53.00 20-02.53.01 20-02.55.00 20-02.55.01 20-02.55.02 20-02.55.03 20-02.55.04 20-02.55.05 20-02.57.00 20-02.57.01 20-02.57.02 20-02.57.03 20-02.57.04

Unassigned Unassigned Cockpit side trim panels. Unassigned Unassigned Unassigned Cargo compartment side and ceiling panels. Cargo compartment door trim. Ice and rain protection/ components De-icing air ducting other than that with V-clamp connections. Door components Unassigned Access doors with piano hinges. Scuff plates. Fuselage components Wing to fuselage fairings (forward, aft, underwing and overwing). Stabilizer components Vertical stabilizer tip. Vertical stabilizer leading edge. Vertical stabilizer/fuselage fairing. Horizontal stabilizer/fuselage fairings. Access doors with piano hinges. Wing components Access panels with piano hinges. Shroud box. Overwing panel. Underwing panel.

20-6

J 000 01000CJ -

- 02 Jul 1998

A319-100

21-00.00.00
21-00.01.00

Air conditioning
The air conditioning system shall supply an adequate quantity of air to the pressurized area of the fuselage for ventilation, temperature control and pressurization. The system shall include the necessary controls, indications and safety devices for both normal and emergency operation. The air conditioning system shall be powered from compressed air supplied from the engines, the APU, or a ground supply unit - see Section 21-10 on page 21-3, Section 36-11 on page 36-2 and Section 36-12 on page 36-2. Temperature (see - 21-11) Unassigned

21-00.02.00 21-00.03.00

21-00.04.00 21-00.04.01

21-01.00.00
21-01.01.00

Air conditioning packs

The system shall comprise two separate air conditioning packs installed in the unpressurized area of the fuselage center section - see Figure 21-00 - Air conditioning system - schematic on page 21-13. No single system or equipment failure shall affect continued operation of the other pack. Each system shall include the following main components : a three wheel, air bearing air cycle machine an airflow control assembly a cooler assembly a water separator system a temperature control assembly a modulated ram air inlet and a fixed ram air exhaust. A means shall be provided to minimize contamination of the heat exchanger by dirt swirled up from the runway. The heat exchangers shall be designed to minimize clogging and have an overcapacity to permit in-service repairs. It shall be possible to replace the complete unit in less than 5 hours with a two man ground crew. Protection shall be provided to prevent or limit icing, so as not to affect the operation of components downstream of the air conditioning packs, or the packs themselves. Water extraction shall take place before the turbine of the air cycle machine.

21-01.01.01 21-01.02.00

21-01.03.00 21-01.04.00

21-01.05.00

21-01.06.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

21-1

21-02.00.00
21-02.01.00 21-02.01.01

Servicing and design criteria

Valves Wherever necessary, test points shall be installed to enable valves to be operated independently of the system control loops. Control and shutoff valves shall have position indicators which shall be visible with the valve installed. As a minimum, valves which are related to the Master Minimum Equipment List (MMEL), shall have, if applicable, valve filters which shall be removable without removing the valve assembly. Check valves having more than two petals shall not be used. All valves referred to in the MMEL, and for which maintenance action could be required shall be provided with an external manually operated override device which shall not need special tools to operate. Ducts Metal bellows shall not be used in the conditioned air ducting. When changing a duct, the joints shall be readily mated by the use of normal maintenance techniques without excessive preloading or stressing of adjacent parts. Metal duct-to-duct and equipment-to-duct joints shall be of simple quick release type and sealants shall not be used. The design of distribution ducts shall take into consideration corrosion, service life, damage of various kinds, maintainability, resistance to crushing and leakage. Polycarbonate ducting shall not be used. Those ducts which are normally subjected to negative differential pressures shall be capable of withstanding the maximum negative differential pressure without deterioration or abnormal deformation. The number of duct joints shall be minimized without compromising maintainability. Duct brackets shall provide minimum restraint to aircraft deflections and thermal growth. Unassigned Ducts, servo-lines and components shall be identified and means shall be provided to prevent components being installed incorrectly. Except in locations where space limitations preclude, all system components shall be easily removable without disturbing other equipment and all line replaceable units shall be installed such that sequential removal or installation shall not be required. Unassigned

21-02.01.02 21-02.01.03

21-02.02.00 21-02.02.01

21-02.02.02 21-02.02.03

21-02.02.04 21-02.02.05 21-02.02.06 21-02.03.00 21-02.04.00

21-02.05.00

21-2

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- 02 Jul 1998

A319-100

21-02.06.00 21-02.07.00

Fluids external to the air conditioning system shall not enter the air ducts. In addition to the normal cockpit warning lights and indications, the BITE information contained within the system shall be available on the CFDS - see Section 31-30 on page 31-6. Unassigned Unassigned

21-02.08.00 21-02.09.00

21-03.00.00
21-03.01.00

Ditching
Means shall be provided to prevent the ingress of water via the air conditioning and pressurization systems into the pressurized fuselage during and after ditching. Ditching controls (if required) shall be positioned in the cockpit and shall be readily accessible to the flight crew.

21-03.02.00

21-10.00.00
21-10.01.00 21-10.02.00

Compressed air supply

The air conditioning system shall be fed with compressed air from the following sources. With the aircraft on the ground : the APU a HP ground supply unit the engines. In flight : the engines. Ventilation for unpressurized flight up to 10 000 ft (3 048 m) shall be provided. A ground connector for LP conditioned air shall be provided - see Section 12-10 on page 12-1.

21-10.03.00

21-10.04.00 21-10.05.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

21-3

21-11.00.00
21-11.01.00

Air supply quantity and Temperature

When the air conditioning packs are supplied by the engines the quantity of fresh air to be supplied to the fuselage under low altitude climb conditions shall be 119 lb/min (0,9 kg/s) minimum. The above assumes that the pneumatic system controller, bleed air precoolers, and the air conditioning packs themselves are all operating normally. During normal cruise the system shall be capable of supplying approximately 2 966 ft3/min (1 400 l/s) of conditioned air consisting of fresh air and filtered recirculated cabin air. Fresh air flow may be adjusted between three positions normal, minimum, and maximum. In the normal position total fresh air flow to the fuselage for full cabin demand shall be 1 700 ft3 /min (802 l/s) minimum. Supply to the cockpit shall be at least 30 ft3 /min (14 l/s) for each crew station. In the case of failure of one air conditioning pack adequate ventilation shall be supplied to the pressurized fuselage. The maximum range of the air supply temperature shall be from 2 C (35.6 F) to 70 C (158 F).

21-11.01.01

21-11.01.02

21-11.01.03 21-11.01.04

21-20.00.00 21-21.00.00
21-21.01.00 21-21.02.00

Distribution Passenger compartment

Conditioned air shall be fed into the cabin area and extracted at floor level as shown in figure 21-20 on page 21-15. Two air recirculation fans shall be installed in the supply ducting and both shall be controlled by a single pushbutton switch. Indication of fan failure shall be provided in the cockpit. Unassigned Unassigned

21-21.03.00 21-21.04.00

21-4

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- 02 Jul 1998

A319-100

21-22.00.00
21-22.00.01

Cockpit
Conditioned air shall be fed into the cockpit at the following points : through lateral air outlets with adjustable airflow through individual air outlets with adjustable airflow and stream direction through outlets at pilots feet level through ceiling outlets with adjustable air flow. An air outlet with adjustable airflow shall provide demisting of windshield windows. Air outlets which are adjustable shall incorporate mechanical means to enable the flight crew to vary each airflow down to approximately 20 % of the maximum flow rate. Unassigned

21-22.00.02 21-22.00.03

21-22.00.04

21-23.00.00
21-23.01.00 21-23.02.00

Galley/Lavatory ventilation
There shall be provision for the ventilation of the galleys and lavatory compartments by airflow extraction. Unassigned

21-24.00.00
21-24.01.00 21-24.02.00 21-24.03.00 21-24.03.01

Individual air distribution

Unassigned Each galley area shall be provided with a connection to the main distribution system to supply air outlets in the BFE galleys. Provision shall be made to connect passenger individual air outlets. Unassigned

A319-100

J 000 01000CJ -

- 02 Jul 1998

21-5

21-26.00.00
21-26.01.00 21-26.01.01

Avionics equipment ventilation

General The main electrical and electronic racks, the radar rack, the main instrument panels including electronic system displays, and the center pedestal shall be cooled by forced air ventilation where required. With the aircraft on the ground in an outside ambient temperature of 38C (100F) at sea level, and with the air conditioning system functioning, the temperature of the input air for equipment cooling shall not exceed the nominal value required by ARINC 600. The airflow per kW through each ARINC 600 or ARINC 404 item of equipment or around each ambient cooled item of equipment shall be as defined by ARINC 600. The avionics compartment rack cooling system shall be built with an overcapacity based on the cooling capacity necessary to dissipate the heat of all equipment listed in this specification. Avionics compartment ventilation The ventilation and cooling of the electronic and electrical equipment shall be by air drawn or blown through the equipment (ARINC 404A/600 through-flow ventilated equipment), or by air drawn or blown around the equipment (ambient cooled equipment) - see Figure 21-26 - Avionics equipment ventilation - schematic on page 21-17. The electronic rack cooling shall in general conform to ARINC 600, but where necessary special arrangements for ARINC 404A cooling shall be provided. The ventilation system shall operate whenever there is ac electrical power on the aircraft. One supply fan and one extraction fan shall be installed, they shall be identical and readily replaceable. Exhaust air shall be recirculated, fed underfloor or dumped overboard. The ambient air used for ventilation of the main equipment racks shall be filtered in accordance with ARINC 600 recommendations. Equipment ventilation - controls Controls for the electronic and electrical equipment ventilation, and indication of fan failure, shall be provided in the cockpit. Failure of the equipment ventilating system on the ground shall be indicated by an external warning light and horn.

21-26.01.02

21-26.01.03

21-26.01.04

21-26.10.00 21-26.10.01

21-26.10.02

21-26.10.03 21-26.11.00

21-26.12.00 21-26.50.00 21-26.50.01 21-26.51.00

21-6

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- 02 Jul 1998

A319-100

21-27.00.00
21-27.01.00

Avionics equipment ground cooling

There shall be space and structural provision for an optional ground cooling system.

21-30.00.00
21-30.01.00

Pressurization control
Two independent cabin pressure altitude control systems shall be provided in association with a pressure regulating valve - see Figure 21-30 - Cabin pressure control system on page 21-19. A single electrical failure shall not affect both pressurization systems. A triple actuated, pressure regulating valve of the thrust recovery type, shall be located in an accessible position to give a good distribution of air in the cabin. The location shall be such that fluids cannot enter the valve and prevent operation due to freezing or pollution. In the event of the loss of one engine or of one air conditioning pack the reduction in flow shall not affect the pressure control or control tolerances. The installation shall permit easy installation and removal of the components and shall enable operation of the equipment to be checked without pressurizing the cabin. Automatic operation In normal conditions one system only shall be in operation. In the event of failure of this system, control shall be transferred automatically to the second system without affecting the cabin temperature or the air conditioning airflow distribution. Means shall be provided to ensure equal utilization of both systems. During normal operation the landing field elevation shall be selected automatically by the Flight Management Guidance System (FMGS). An alternative means of manually selecting the landing field elevation shall be provided. Manual operation It shall be possible to manually control the cabin pressurization through an independent actuator on the pressure regulating valve.

21-30.01.01

21-30.02.00

21-30.03.00

21-30.10.00 21-30.11.00

21-30.12.00 21-30.13.00

21-30.20.00 21-30.21.00

A319-100

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- 02 Jul 1998

21-7

21-30.30.00 21-30.31.00 21-30.31.01 21-30.31.02

Performance Differential pressure The maximum normal differential pressure shall be 8.33 lbf/in2 (574 hPa). It shall be possible to open, without hazard, any passenger/crew, service or cargo compartment door with the aircraft on the ground and with : the normal air supply entering the fuselage all other doors, windows etc shut the pressure regulating valve open. Cabin altitude In climb and cruise the cabin altitude shall not exceed 6 900 ft (2 100 m) in normal aircraft operation up to 35 000 ft (10 670 m) - see Figure 21-31 - Cabin pressure control characteristics on page 21-21. Barometric setting Local barometric pressure shall be provided from the Air Data Inertial Reference System (ADIRS). Rate of change The automatic control law shall be such as to optimize the rate of change of pressure as a function of flight profile and aircraft vertical speed. Pressure transients Transient pressure surges in the cabin in normal operation shall not give rise to rates of change of cabin pressure greater than those shown in Figure 21-32 - Cabin pressure change rates on page 21-23. The frequency of cabin pressure variations between the limits shown in Figure 21-32 - Cabin pressure change rates on page 21-23 shall not exceed 3 cycles per minute. Fuselage leak The leak rate of the fuselage, with all permanent bleeds open, shall be such as to maintain the fuselage pressurized under all normal operating conditions, including single pack operation. It shall be possible to pressurize the fuselage to 4 lbf/in2 (275 hPa) on the ground for leak testing without affecting the standard aircraft equipment or the calibration of the pressure control equipment.

21-30.32.00 21-30.32.01

21-30.33.00 21-30.33.01 21-30.34.00 21-30.34.01

21-30.35.00 21-30.35.01

21-30.35.02

21-30.37.00 21-30.37.01

21-30.37.02

21-8

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- 02 Jul 1998

A319-100

21-31.00.00
21-31.01.00

Pressure control and monitoring

The following indications and warnings shall be provided in the cockpit : cabin altitude (ft) cabin differential pressure (lbf/in2) cabin vertical speed (ft/min) position of the pressure regulating valve cabin excessive altitude.

21-31.02.00 21-31.03.00 21-31.04.00 21-31.05.00

The range of the cabin altitude indications shall be from minus 2 000 ft to plus 20 000 ft. The excess altitude warning shall be set to operate at 9 550 ft plus or minus 350 ft. Indications shall be provided of systems availability. The outflow valve shall be provided with a protective grid to prevent the ingress of loose objects when the aircraft is on the ground.

21-34.00.00
21-34.01.00 21-34.01.01

Pressure relief
Overpressure and relief valve Two valves shall be installed to : limit the positive differential pressure to 9.0 lbf/in2 (621 hPa) limit the negative differential pressure to 1.0 lbf/in2 (70 hPa).

21-40.00.00
21-40.10.00 21-40.10.01 21-40.20.00 21-40.20.01 21-40.30.00 21-40.30.01

Heating
Ground performance Unassigned In-flight performance Unassigned Cargo compartment Unassigned

A319-100

J 000 01000CJ -

- 02 Jul 1998

21-9

21-50.00.00
21-50.10.00 21-50.10.01 21-50.10.02 21-50.20.00 21-50.20.01

Cooling
Ground performance Unassigned Unassigned In-flight performance Unassigned

21-60.00.00
21-60.01.00

Temperature control
There shall be separate temperature controls for the cockpit and two passenger compartment zones - see Figure 21-00 - Air conditioning system - schematic on page 21-13. Unassigned Automatic operation Unassigned Unassigned Unassigned Unassigned Reversionary temperature control In the event of failure of both main and secondary temperature control systems a fixed temperature shall be maintained at the outlets from the packs. Air temperature variation in passenger compartment Unassigned Unassigned Unassigned Unassigned Air temperature variation in cockpit Unassigned Wall and floor temperatures Unassigned

21-60.02.00 21-60.03.00 21-60.03.01 21-60.03.02 21-60.03.03 21-60.03.04 21-60.04.00 21-60.04.01

21-60.10.00 21-60.11.00 21-60.11.01 21-60.12.00 21-60.12.01 21-60.20.00 21-60.21.00 21-60.30.00 21-60.31.00

21-10

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- 02 Jul 1998

A319-100

21-60.32.00

Unassigned

21-70.00.00
21-70.01.00 21-70.02.00

Humidity and contamination

Means shall be provided to prevent condensation, formed in the distribution ducts, running on to flight crew, or aircraft equipment. The conditioned air shall be free of objectionable odours and the contamination level shall conform to the regulations in force at the time of aircraft certification.

A319-100

J 000 01000CJ -

- 02 Jul 1998

21-11

21-12

J 000 01000CJ

- 02 Jul 1998

A319-100

Figure 21-00 - Air conditioning system - schematic

Control or shut off valve Check valve

From APU

Ground supply (HP) 1

From engine 1 2 2

From engine 2

Ram air ECS Pack 1 Ram air

Ram air ECS Pack 2 Ram air

Ram air Scoop Unpressurized zone Pressurized zone Cabin air

Ground supply (LP)

Manifold 6 5 3 4 4 4 5 6

Cockpit

Forward Aft Main compartments

1 2 3

Pneumatic system crossfeed valve Pack flow control valve Trim air pressure regulating valve

4 5 6

Trim air temperature regulating valve Recirculating fan Filter

A319-100

J 000 01000CJ -

- 02 Jul 1998

21-13

21-14

J 000 01000CJ

- 02 Jul 1998

A319-100

Figure 21-20 - Passenger compartment - air distribution

Cabin air outlet

Cabin ambient air to underfloor area Main supply ducts

A319-100

J 000 01000CJ -

- 02 Jul 1998

21-15

21-16

J 000 01000CJ

- 02 Jul 1998

A319-100

Figure 21-26 - Avionics equipment ventilation - schematic

Miscellaneous equipment Pilots panels Pedestal Overhead panel F Breakers + power Fwd rack T F Rear rack S Batteries F Overboard F S T

Fan Check valve Electrical valve Flow detector Smoke detector Temperature sensor

Extractor fan Overboard Under fwd cargo hold floor

Skin heat exchanger Air from avionics bay Ground refrigeration unit (optional) Conditioned air from cockpit supply duct Air from outside

Filter

Blower fan

A319-100

J 000 01000CJ -

- 02 Jul 1998

21-17

21-18

J 000 01000CJ

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A319-100

Figure 21-30 - Cabin pressure control system

CABIN PRESS
25 VU DITCHING

MAN V/S CTL MODE SEL 12 UP A FAULT U 10 T MAN O DN 8

LDQ ELEV AUTO 0

2
4 6

Cabin press. panel

Safety valves

Unpressurized areas

Controllers FMGS ADIRS

Outflow valve

Manual control Cabin pressure controller 1 Cabin pressure controller 2 3 motors and gears

Safety valves

Flap type outflow valve

A319-100

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- 02 Jul 1998

21-19

21-20

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- 02 Jul 1998

A319-100

Figure 21-31 - Cabin pressure control characteristics

Cabin Pc (hPa) Zc / 1 000 ft 500 P= -70 hPa (-1 lbf/in2) negative safety differential pressure

Maximum flight operating level 41 000 ft Cabin safety altitude 15 000 ft Max selectable cabin altitude 14 000 ft Passenger signs warning 11 300 ft

15 600

700

10

Cabin altitude warning 9 550 ft (350 ft) Normal maximum cabin altitude 8 000 ft P=0

800 5 900 2
0

P= 621 hPa (9.0 lbf/in2) maximum overpressure P= 574 hPa (8.33 lbf/in2) normal maximum differential pressure 15 20 500 400

10

30 300

1 000 1 000 1 100 900 800 700 600 Min. selectable cabin altitude -2 000 ft

35 Za /1 000 ft A/C Pa 200 (hPa)

Pa Pc

Aircraft pressure Cabin pressure

Za Zc

Aircraft altitude Cabin altitude

A319-100

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- 02 Jul 1998

21-21

21-22

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A319-100

Figure 21-32 - Cabin pressure change rates

Cabin altitude rate of change (ft/min) 10 000 8 000 6 000 4 000

2 000

1 000 800 600 400

200

100 .1 .2 .4 .6 .8 1 2 4 6 8 10

Time to complete pressure change (seconds)

A319-100

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- 02 Jul 1998

21-23

21-24

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- 02 Jul 1998

A319-100

22-00.00.00
22-00.01.00 22-00.02.00

Auto flight
A digital Automatic Flight System (AFS) shall be installed. The system shall comprise the following : two Flight Augmentation Computers (FAC) two Flight Management and Guidance Computers (FMGC) two Multipurpose Control and Display Units (MCDU) one Flight Control Unit (FCU). The system shall be defined by using ARINC 701, 702, and 703 characteristics as design guides. The system shall provide : dual flight management functions dual Autopilot (AP) and Flight Director (FD) dual Autothrust (A/THR) functions fail-operational automatic landing. Buyers Responsibility The definition of the content, the acquisition and updating (through the loading of cartridge, disk or other medium or by manual input) of the flight management navigation data base shall be the responsibility of the Buyer. In no case shall Airbus Industrie be responsible for the content and the use of the data base.

22-00.03.00 22-00.04.00

22-00.05.00 22-00.05.01

22-01.00.00
22-01.01.00

Certification criteria
The AFS shall be designed, constructed and airworthiness certificated in accordance with JAR 25 and FAR 25. The following criteria shall be used. For cruise and Cat I approach : ACJ 25-1329 of JAR 25 and AC 25-1329-1A of FAR 25. For CAT II approach : JAR AWO section 2, and AC 120-29 of FAR 25. For autoland : JAR AWO section 1, and AC 20-57A of FAR 25. For CAT III : JAR AWO section 3, and AC 120-28C of FAR 25. For windshear warning and guidance function : FAA advisory circulars 25-12, and 120-41.

22-01.01.01 22-01.01.02 22-01.01.03 22-01.01.04 22-01.01.05

A319-100

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- 02 Jul 1998

22-1

22-02.00.00
22-02.01.00 22-02.01.01 22-02.02.00 22-02.03.00

System design
During all flight phases the Flight Augmentation system shall be fail-operational. Cruise AP computing shall be fail-soft. Single AP approach and automatic landing within the FMGC shall be fail-passive. In dual FMGC operation the system shall be fail-operational, with one AP remaining operative after a single failure. The fail-operational integrity shall take into account equipment, function and software redundancies. Hardware and software shall be incorporated into the computers to continuously monitor their functioning, to assist subsequent trouble shooting by the maintenance personnel and to allow safety features to be checked during ground test.

22-02.04.00

22-03.00.00
22-03.01.00 22-03.01.01

Maintenance criteria
The AFS Line Replaceable Units (LRU) shall be designed so that they can be installed in the aircraft without any special adjustments. Each AFS LRU shall incorporate Built-in Test Equipment (BITE) and FAC N1 shall centralize AFS maintenance data to achieve the system BITE functions in conjunction with the Centralized Fault Data System (CFDS) - see Section 31-30 on page 31-6. Ground check The tests shall be consistent with ARINC sensor specifications. When special test equipment is required for sensor stimulation any necessary interface shall be provided. It shall be a design aim to avoid any requirement for tests to be carried out at fixed intervals. The replacement of a sensor by an identical one shall not affect safety but without any specific test the availability of the next automatic landing in reduced minima may be affected. It shall be possible to verify the complete automatic landing system (autoland) integrity using the electrically driven hydraulic pumps only. The time required for the general validation tests of autoland shall not exceed ten minutes.

22-03.02.00 22-03.02.01

22-03.02.02 22-03.02.03

22-03.02.04 22-03.02.05

22-2

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- 02 Jul 1998

A319-100

22-03.03.00 22-03.03.01 22-03.03.02

Non-routine maintenance Non-routine maintenance shall be assisted by LRU fault identification using BITE via the CFDS. The system shall allow a certain level of fault identification when abnormal events, such as system disconnection, landing capability degradation, etc occur. The causes of the event shall be recorded chronologically. Each LRU shall have the storage capability to record the conditions existing when the failure is detected. This information shall be capable of being read out on the MCDU. Failure causes shall be displayed in order of probability. It shall be a design aim that unjustified LRU removals carried out using BITE shall be not greater than 10 %.

22-03.03.03 22-03.03.04 22-03.03.05

22-10.00.00
22-10.01.00

Autopilot and Flight Director - general

The two FMGCs shall perform the following : AP/FD/A/THR functions for cruise modes, landing, take-off, and go-around modes flight management functions as described in Section 22-70 on page 22-11. When in automatic operation the aircraft shall be able to be controlled either in "selected-mode" (flight references selected by the crew) or in "managed-mode" (flight references computed by the system). When managed-mode is engaged the corresponding displays on the FCU shall be "dashed" except the altitude window which shall always display the selected flight level. A "pull" action on a FCU reference selector knob engages with a reference displayed on the FCU, and the "selected mode" comes into effect immediately. When managed-mode is engaged a white light shall appear next to the corresponding function window : Speed/Mach (SPD/MACH), LATERAL, Level Change (LVL/CH).

22-10.02.00

22-10.02.01

22-10.02.02

22-10.02.03

A319-100

J 000 01000CJ -

- 02 Jul 1998

22-3

22-11.00.00
22-11.01.00 22-11.01.01

AP/FD engagement/disengagement
FD engagement FD engagement shall be automatic at power "on", or upon Go-Around (GA) initiation. Each pilot shall be able to display or clear their FD symbols using pushbuttons located on the glareshield. FD output shall be displayed by the pitch and roll command symbols on the Primary Flight Display (PFD). A separate yaw command symbol shall be provided for use during take-off, and during the roll-out phase. AP engagement AP engagement shall be achieved through the use of a pushbutton on the FCU and shall only be possible within the normal flight envelope. The AP shall control the pitch, roll, and yaw axes of the aircraft. AP disengagement The AP shall disengage automatically following a detected failure and when excessive flight parameters are reached, and shall be manually disengaged as follows : by use of the AP disconnect pushbutton switches located on the side-stick controllers by pressing the AP engage pushbutton if illuminated by manual operation of the side-stick controller by action on the rudder pedals. Modes deselected as a result of AP disengagement shall remain engaged for FD operation, except in the case of failures affecting both the AP and FD. Mode selection logic Mode selection status shall be displayed on the PFDs. Illumination of the appropriate FCU pushbutton switches, and managed-mode annunciators, shall indicate that mode selection has been accepted by the system. Action on a mode pushbutton or selector if accepted by the system, shall cancel any selected incompatible mode.

22-11.01.02

22-11.02.00 22-11.02.01 22-11.02.02 22-11.03.00 22-11.03.01

22-11.03.02

22-11.04.00 22-11.04.01 22-11.04.02

22-11.04.03

22-4

J 000 01000CJ -

- 02 Jul 1998

A319-100

22-12.00.00
22-12.01.00 22-12.01.01

AP/FD cruise modes

Pitch modes The pitch cruise modes shall be as follows : Vertical Speed - (V/S) Flight Path Angle - (FPA) Altitude hold - (ALT) Altitude Acquire - (ALT ACQ) Climb - (CLB) Descent - (DES) Expedite - (EXP). Selected-mode or managed-mode shall be provided for SPD/MACH and LVL/CH control. Selected speed control shall be engaged through FCU action, setting the speed and then pulling on the reference selector knob, or when a speed preset on the MCDU is taken into account. Managed speed control shall be engaged by cancelling the selected speed control, either by pushing on the SPD/MACH selector, by selection of a specific mode eg EXP, or at a flight phase change. Managed-mode for level change control shall always be engaged except when either V/S or FPA modes are engaged via the FCU, (by setting the V/S or FPA and pulling on the reference selector knob) or EXP mode is engaged, or when the altitude selector knob is pulled. A selected level change shall be initiated by setting a new altitude on the FCU and pulling the altitude reference selector knob. Expedite mode shall be engaged by pressing the EXP pushbutton on the FCU (EXP shall not be available if ALT is engaged, in glide track, in final descent phase, or in SRS mode). This mode shall cause managed speed control to be engaged and shall hold VMAN (green dot) in climb or VMAX minus 5 knots in descent. A second press on the EXP pushbutton shall disengage the mode. Lateral modes The lateral modes shall be as follows : heading - (HDG) track - (TRK) navigation - (NAV). Selected-mode or managed-mode shall be provided for lateral control.

22-12.01.02 22-12.01.03

22-12.01.04

22-12.01.05

22-12.01.06 22-12.01.07

22-12.02.00 22-12.02.01

22-12.02.02

A319-100

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- 02 Jul 1998

22-5

22-12.02.03 22-12.02.04

Selected-mode control shall be engaged via the FCU by setting a heading or a track and then pulling on the HDG/TRK selector. Managed-mode control shall be engaged by cancelling selected-mode control, either by pushing on the HDG/TRK selector, or by selection of a specific mode. A Heading or Track preset shall be available on the ground or in the approach, by setting the required value on the HDG/TRK window on the FCU. The NAV mode shall be available in managed-mode and shall be provided to capture and hold the active flight plan. The NAV mode shall be armed on the ground and shall be active during initial climb after take-off.

22-12.02.05

22-12.02.06

22-13.00.00
22-13.01.00 22-13.01.01 22-13.01.02 22-13.01.03

AP/FD common modes

Approach mode (APPR) This mode shall provide either an ILS approach and landing, or a non-precision approach depending on the flight plan approach selection. The approach mode shall be armed by pressing the APPR pushbutton on the FCU. ILS approach and landing shall have the following phases : localizer armed localizer capture localizer tracking glideslope armed glideslope capture (the glideslope shall be captured from above or below but only if LOC capture has been achieved) glideslope tracking LAND track phase (once LOC track and glideslope track phases have been achieved and the radio altitude is below 400 ft) flare phase (the aircraft shall be controlled down to touchdown) align roll out. Non-precision approach modes shall allow AP coupled guidance along the lateral and vertical approach paths defined in the FMS, down to the approach minima.

22-13.01.04

22-6

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- 02 Jul 1998

A319-100

22-13.02.00 22-13.02.01

Go-Around mode (GA) A Go-Around mode shall be provided and shall control the aircraft in the following manner : maintain the lateral flight path with reference to the average heading computed during the LOC track phase hold a reference speed computed in relation to the current speed at Go-Around initiation pitch attitude shall be limited. The mode shall be initiated by action on the throttle levers, and only available for selection after slat extension. Localizer mode (LOC) A LOC mode shall be provided and shall have the following phases : armed, capture, and track. The control law shall be capable of operating on CAT I ILS localizer ground facilities. Take-off mode (TO) A take-off mode shall be provided only for FD use. A Speed Reference System (SRS) function shall display a pitch command on both PFDs, during and after aircraft rotation. The SRS function shall provide guidance to achieve the correct climb-out speed under normal conditions, but the pitch angle shall be limited to a fixed value. If an engine failure occurs at a speed lower than V2, then the SRS shall command V2. If the engine failure occurs at a speed higher than V2 then the SRS shall command the speed that existed at the time the failure occurred. In case of windshear, the SRS law remains unchanged as long as the windshear does not destroy the aircraft's climb capability, should that occur the survival strategy developed shall be to maintain a minimum positive climb slope allowing the speed to reduce to a safety speed which shall be maintained until the vertical speed is satisfactory. The pitch command shall be limited by : the maximum pitch angle a minimum speed computed by the FAC. Lateral guidance (based on ILS information) shall provide the yaw command during take-off roll and initial climb up to 30 ft radio altitude.

22-13.02.02 22-13.03.00 22-13.03.01 22-13.03.02 22-13.04.00 22-13.04.01

22-13.04.02

22-13.04.03

22-13.04.04

22-13.04.05

A319-100

J 000 01000CJ -

- 02 Jul 1998

22-7

22-30.00.00 22-31.00.00
22-31.01.01

Autothrust (A/THR) A/THR engagement

The Automatic Thrust (A/THR) function shall be engaged as follows : on the ground, by setting the throttles to either forward of the MCT position, or to the FLX-TO/MCT position when the limit FLX-TO is selected by pressing the A/THR pushbutton (if it is not already illuminated) on the FCU automatically upon activation of an alpha floor function - see Section 22-60 on page 22-10. In normal operation, the A/THR function shall be activated when the throttles are set manually at or below the CLB position (MCT in case of engine out), in accordance with AP/FD mode selection - see Section 22-32 on page 22-9. A/THR disengagement A/THR function shall be disengaged as follows : by action on one of the two disconnect pushbuttons located on the throttle levers when both throttle levers are set on idle detent by pressing the illuminated A/THR pushbutton (except during LAND track phase) under detected failure conditions by setting throttle lever to above CLB (MCT in case of engine out) below 100 ft. The A/THR cannot be re-engaged after depressing one of the two disconnect pushbuttons for more than 15 seconds.

22-31.01.02

22-31.02.00 22-31.02.01

22-8

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- 02 Jul 1998

A319-100

22-32.00.00
22-32.01.00

A/THR modes
The A/THR mode shall depend on AP/FD mode selection as shown in the table below :

AP/FD mode V/S, FPA, ALT, ALT ACQ DES, CLB EXP APPR - FINAL- G/S - LAND

A/THR mode SPD/MACH SPD/MACH or THR THR SPD SPD IDLE Not active

TO, GA 22-32.01.01 22-32.01.02

The switching between SPD and MACH shall be automatic at a fixed altitude. An override pushbutton shall be provided on the FCU. The A/THR modes shall operate at any speed inside the normal flight envelope but shall be limited by the maximum and minimum speeds computed by the FAC and the thrust limit computed by the Full Authority Digital Engine Control (FADEC) system. The alpha floor protection initiated by the FAC shall override SPD/MACH mode with the THRUST (THR) mode.

22-32.01.03

22-40.00.00
22-40.01.00 22-40.01.01 22-40.02.00 22-40.02.01

AP/FD/A/THR warnings and indications

FD failure FD failure shall be indicated on the PFDs and the FD command symbols shall be cleared. AP disconnect When the AP is disconnected, the red master warning lights installed on the glareshield shall flash and an associated distinctive aural warning shall sound. These warnings shall be able to be cancelled using the AP disconnect pushbutton, however the duration of the aural warning shall be at least one second.

22-40.02.02

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- 02 Jul 1998

22-9

22-40.03.00 22-40.03.01 22-40.03.02 22-40.04.00 22-40.04.01

A/THR disconnect When the instinctive disconnect pushbutton is depressed, the thrust corresponding to the lever position shall be recovered. When the A/THR is failed and thrust frozen, or thrust levers are below CLB gate, repetitive aural and visual warnings shall be given. Excessive beam deviation warning Once CAT II integrity has been achieved, warnings of excessive beam deviation shall be displayed on the PFDs during the LOC/GS track phases. Capability indications and warnings After APPR selection the approach and landing capability of the system including the align and roll out functions, shall be indicated on the PFDs. A specific aural warning shall be provided each time the capability of the system is downgraded. The status of the autoland system shall be indicated to the crew : on the Electronic Centralized Aircraft Monitoring (ECAM) system when fail-operational capability is lost during cruise on the PFDs as soon as LAND mode is armed. Autoland warning If an automatic approach in LAND mode has to be discontinued below a certain radio altitude, the red autoland warning light installed in the glareshield in front of each pilot shall flash.

22-40.05.00 22-40.05.01

22-40.05.02

22-40.06.00 22-40.06.01

22-60.00.00
22-60.01.00

Flight augmentation
The two FACs shall perform the following functions : yaw stability augmentation yaw electrical trim - see Section 27-20 on page 27-3 rudder travel limit maneuvering speed computation (based on angle of attack) for PFDs limit speed (alpha floor included) for AFS detection of low energy warning threshold windshear warning generation. Failure of one function in an FAC shall not result in the loss of that FAC. AP commands to the yaw axis shall be performed through the yaw damper and yaw trim channels.

22-60.02.00 22-60.03.00

22-10

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- 02 Jul 1998

A319-100

22-61.00.00
22-61.01.00

Artificial feel and rudder travel limit

Rudder travel shall be limited as a function of airspeed.

22-63.00.00
22-63.01.00

Yaw stability augmentation

The following yaw stability functions shall be provided : yaw damping manual turn coordination aircraft control during engine failure in AP. Yaw damping shall be operative throughout the full flight envelope. There shall be no cruise performance limitation resulting from a single failure of the yaw axis autostabilization functions.

22-63.01.01

22-64.00.00
22-64.01.00

Configuration and operational speed computation

The FACs shall compute the following : a minimum speed computed as a function of the aircraft configuration using angle of attack at low speeds and the buffet boundary at high speeds a maximum speed computed as a function of the placard speeds (for flaps, slats and landing gear) and VMO/MMO alpha floor detection for use by the A/THR windshear detection.

22-70.00.00
22-70.01.00

Flight Management System (FMS)

The two FMGCs, associated with the FCU and the two MCDUs, shall perform the following flight management functions : horizontal and vertical position computation flight planning with EFIS interface management of peripherals : for autotune and manual tune - see Chapter 34 performance computation.

A319-100

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- 02 Jul 1998

22-11

22-71.00.00
22-71.01.00

Flight planning
The FMGCs shall have a basic navigation database with a capacity of two megabytes (1 Mwd). It shall be possible to update the database by a data-loader or by cross-loading from one FMGC to the other. There shall also be the capacity for extra data introduced manually such as waypoints, navigation aids, and runways, etc. It shall be possible to transfer the navigation data base between the two FMGCs by simple MCDU menu selection. The flight plan shall be able to be constructed or changed manually using the MCDUs. The MCDUs shall display the flight plan sequentially as a function of the aircraft position. A secondary flight plan shall be able to be constructed or changed manually in the same condition as the active flight plan.

22-71.01.01 22-71.02.00

22-72.00.00
22-72.01.00

Navigation
The FMGCs shall provide the NDs with the necessary information to display PLAN, ARC, and ROSE navigation data taking into account the aircraft's position in the flight plan. The FMGCs shall be able to autotune up to four of the five possible DME frequencies, as required by the aircraft's position in the flight plan. The system shall be able to accommodate collocated ILS/DME stations. The FMGCs shall be able to use the Global Positioning Systems as the primary means for position computation, with the GPS integrity being monitored. The FMGC lateral position shall be derived from a combination of Inertial Reference System (IRS), VOR, DME, Localizer, and GPS data. The FMGS shall be capable of GPS non-precision approach operation.

22-72.02.00

22-72.03.00

22-72.04.00

22-12

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- 02 Jul 1998

A319-100

22-73.00.00
22-73.01.00

Performance computation
The FMGCs shall contain a performance database and an airline policy file. It shall be possible to update the database by a dataloader or by cross-loading from one FMGC to the other. Performance predictions shall be available both on primary and secondary flight plans (in addition to the basic performance computation on the active flight plan). They shall be computed using the fuel parameters in the airline policy file and shall provide : time, speed, altitude, fuel, distance, temperature and wind information at a waypoint time, and fuel information at the destination. The system computes "pseudo waypoints" along the flight plan to indicate the main transitions in the vertical evolution. These pseudo waypoints shall be : Top of Climb (T/C) Top of Descent (T/D) Start of Step-Climb (S/C) Start of Step-Descent (S/D) Speed limit, in climb and descent Level, in climb and descent (the estimated point when the FCU altitude will be reached) Next speed change point (on ND, only in managed speed control) Optimum point for decelerating (DECEL) for the approach. The optimum cruise altitude shall be computed and displayed on the PROG page of the MCDU. During the descent phase, the system shall compute the required distance to land for the energy circle on the ND display. The system shall be able to match crew defined time constraints.

22-73.02.00

22-73.03.00 22-73.03.01

22-73.04.00 22-73.05.00 22-73.06.00

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- 02 Jul 1998

22-13

22-76.00.00
22-76.10.00 22-76.10.01

ACARS and printer functions

FMS-AOC-ACARS interface with ATSU It shall be possible to customize the ARINC 724B interface in the airline policy file. The following capabilities shall be available : flight plan initialization uplink take-off data uplink wind data uplink in-flight report down-links set of data continuously transmitted to the ATSU. FMS - printer interface The FMS/printer interface shall provide the following print-outs : pre-flight report in-flight report post-flight report Airline Operational Control (AOC) - ACARS messages.

22-76.20.00 22-76.20.01

22-80.00.00

Flight Management and Guidance System (FMGS) components/interfaces Flight Control Unit (FCU)
The FCU, see Figure 22-81 - Flight Control Unit (FCU) on page 22-17, shall be installed in the glareshield. The FCU shall be defined using ARINC 701 recommendations and shall incorporate the following facilities for AP/FD and A/THR functions : AP system engagement A/THR engagement heading/track reference selection vertical speed/flight path angle reference selection speed/Mach reference selection altitude reference selection mode selection (except TO and GA modes) displays for managed-mode annunciation. The various controls shall be shaped to be distinguishable by touch.

22-81.00.00
22-81.01.00

22-81.02.00

22-14

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A319-100

22-81.03.00

Electrical system transients encountered during normal aircraft operation shall not affect the value of the references displayed on the FCU. The displays themselves, however, could be disturbed momentarily.

22-82.00.00
22-82.01.00

Multipurpose Control and Display Unit (MCDU)

The two MCDUs shall be installed on the pedestal, one on each side. Each MCDU shall incorporate the following facilities for FMS interface : color display with brightness control full alphanumeric keyboard mode and line select keys. MCDU access shall be shared between the FMS, CFDS, AIDS, and ATSU (ACARS). System Provision for a third MCDU shall be installed.

22-82.01.01 22-82.01.02

22-83.00.00
22-83.01.00

Flight Management and Guidance Computer (FMGC)

The two FMGCs shall be installed in the avionics compartment. They shall acquire signals from associated sensors and provide output commands to the flight control surfaces and the engines via the flight control computers and the FADEC systems respectively.

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22-16

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A319-100

Figure 22-81 - Flight Control Unit (FCU)

SPD CSTR BARO ROSE NAV VOR IN HG PULL STD ADF FD ILS OFF HPA ILS 1 VOR ADF OFF 40 ARC 20 80 160 2 320 VOR SPD MACH WPT VOR.D NDB ARPT

HDG

LAT HDG V/S

ALT

LVL/CH

V/S ARPT NDB 40 PUSH TO LEVEL OFF DN ADF 20 10 1 80 VOR.D WPT CSTR BARO

HDG TRK

V/S FPA

100

1000 METRIC ALT

UP

ROSE NAV VOR

ARC PLAN IN HG HPA PULL STD VOR

PLAN 10

160 ILS 320 VOR OFF ADF OFF 2

AP 1

AP 2

LOC

A/THR

EXPED

APPR

ILS

FD

Switching PBs

Mode engagement PBs

HDG - V/S selection

SPD HDG LAT
HDG V/S

ALT

LVL/CH

V/S

HDG TRK

V/S FPA

100

1000 METRIC ALT

UP PUSH TO LEVEL OFF DN

SPD/MACH reference selector knob

SPD MACH AP 1 AP 2

LOC

A/THR

EXPED

APPR

V/S FPA reference selector knob and immediate level off

TRK - FPA selection

SPD TRK LAT
TRK FPA

ALT

LVL/CH

FPA

HDG TRK

V/S FPA

100

1000 METRIC ALT

UP PUSH TO LEVEL OFF DN

HDG/TRK reference selector knob

SPD MACH AP 1 AP 2

LOC

A/THR

EXPED

APPR

Altitude reference selector knob

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22-17

22-18

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A319-100

23-00.00.00

Communications
General
The aircraft shall be equipped with the following communication systems : one HF radio system three VHF Data Radio systems (VDR) audio (incorporating flight interphone amplifier and SELCAL system) and call systems a Solid State Cockpit Voice Recorder (SSCVR) two Radio Management Panels (RMP) an Aircraft Communication Addressing and Reporting System. For the Emergency Locator Transmitter details - see Section 25-65 on page 25-12. For antenna position on the aircraft see Figure 23-00 - Location of antennas on page 23-11 - Locations of antennas. Special care shall be taken with all non-metallic parts that are installed in the aircraft to avoid system disturbance due to static discharge and electromagnetic interference. The audio systems shall be designed to be as free as practicable from noise caused by the 400 Hz ac supply frequency or other electrical interference.

23-01.00.00
23-01.01.00

23-01.01.01 23-01.02.00 23-01.03.00

23-01.04.00

23-11.00.00
23-11.01.00

HF system
One HF communication transceiver HF 1, in accordance with ARINC 719 shall be installed in the avionics compartment and full provision shall be made for a second transceiver. One HF antenna shall be installed in the vertical stabilizer leading edge. One HF coupler shall be installed in the aft fuselage and full provision shall be made for a second coupler unit.

23-11.02.00 23-11.03.00

23-12.00.00
23-12.01.00 23-12.02.00

VHF Data Radio system

Three VHF Data Radio (VDR) systems generally in accordance with ARINC 716 and ARINC 750, shall be installed. Each system shall consist of a transceiver installed in the avionics compartment and a low drag blade type antenna installed on the fuselage.

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23-1

23-12.03.00

The VDR systems shall have 8,33 kHz VHF channel spacing facility, shall have a digital interface to the Air Traffic Services Unit (ATSU), and shall provide signal modulation compatible with communication on ACARS networks. Antennas Three transmit/receive antennas of the low drag blade type shall be installed. The VDR 1 antenna shall be located on top of the forward fuselage. The VDR 2 antenna shall be located on the bottom of the fuselage. The VDR 3 antenna shall be located on top of the aft fuselage. Maximum practical decoupling shall be provided between each VDR antenna, and between the VDR and VOR antennas.

23-12.10.00 23-12.10.01 23-12.10.02 23-12.10.03 23-12.10.04 23-12.10.05

23-13.00.00
23-13.01.00

Radio management
Two Radio Management Panels (RMPs) shall be installed on the center pedestal. Full provision shall be made for a third RMP to be installed on the overhead panel. Each RMP shall have 8,33 kHz VHF channel spacing facility, and shall control frequency selection for VDR 1, VDR 2, VDR 3, HF 1, and shall contain facilities for frequency control of HF 2, if it is installed. The center pedestal mounted RMPs shall also include facilities for manual frequency selection of the on-side navigation systems - see Chapter 34.

23-13.01.01

23-13.01.02

23-24.00.00

Aircraft Communication System (ACARS)

Addressing

and

Reporting

23-24.01.00 23-24.01.01

An ACARS function shall be installed to allow data communication between the aircraft and the operators ground facilities. ACARS communication shall be achieved via VDR 3.

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A319-100

23-24.02.00

The ACARS function shall be hosted by the Air Traffic Services Unit (ATSU), and shall be linked to the following components and other systems : FMGCs CFDS AIDS DMU the two MCDUs multipurpose printer VDR system (normal operation VDR 3). The use of the VDR 3 shall be shared between voice and data, with data the normal mode.

23-24.03.00

23-28.00.00
23-28.01.00

Satellite Communication (SATCOM)

System Provision including structural provision, shall be installed for an intermediate gain, voice and data Satellite Communication system (SATCOM AERO-I) generally in accordance with ARINC 741.

23-31.00.00
23-31.01.00

Passenger address system

System Provision shall be made for a passenger address system generally in accordance with ARINC 715.

23-32.00.00
23-32.01.00

Announcement - Music reproducer system

System provision shall be made for the installation of a boarding music and prerecorded announcement system generally in accordance with ARINC 600.

23-33.00.00
23-33.01.00

Passenger entertainment (music)

System provisions (partial), shall be made to enable the installation of an individual passenger, audio entertainment system based on multiplex technology.

23-42.00.00
23-42.01.00 23-42.02.00

Cockpit to ground crew call system

System Provision shall be made for a cockpit to ground crew call system. Unassigned

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- 02 Jul 1998

23-3

23-42.02.01

Unassigned

23-43.00.00
23-43.01.00

Cabin and flight crew interphone system

System Provision shall be made for the installation of telephone communication and alerting facilities between the flight crew and the cabin crew.

23-44.00.00
23-44.01.00

Service interphone
System Provision shall be made for telephone communication between the flight crew and the service interphone jacks.

23-50.00.00
23-50.01.00

Audio integrating
The audio integrating system shall integrate, and allow easy selection of all audio signals (audio outputs, microphone inputs, sidetone and press-to-talk) produced by and feeding the radio communication, radio navigation and interphone systems. The system shall also provides SELCAL and flight interphone functions. Particular attention shall be given to the design and installation of the communications control equipment and its associated inputs in order to achieve the maximum cross-talk decoupling between the facilities selected at any of the audio control panels. The design and installation shall meet the recommendations of ARINC 538B to cover the use of four-wire microphones. Aircraft installation The installation shall include : an Audio Management Unit (AMU) Audio Control Panels (ACP) sockets cockpit loudspeakers press-to-talk switches flight interphone amplifier (installed in the AMU) SELCAL code selection box (SELCAL decoder integrated in the AMU). Audio Management Unit (AMU) An AMU housing communication, flight interphone and SELCAL facilities shall be installed in the avionics compartment.

23-50.02.00

23-50.10.00 23-50.10.01

23-50.20.00 23-50.20.01

23-4

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A319-100

23-50.30.00 23-50.31.00

Audio Control Panel (ACP) Audio control panels shall be provided for the Captain, First Officer, and third occupant. There shall be system provision for one panel in the avionics compartment. The following selections shall be possible : microphone inputs to the various transmitters, flight and service interphone and passenger address circuits audio signal outputs from all communications receivers, navigation receivers (having an audio output), passenger address and interphone systems VOICE filter for the ADF, DME, and VDR/NAV receivers. A three position RAD/OFF/INT switch shall be incorporated. Channel selection shall be made using pushbutton controls which shall cancel any previously selected channel (except for PA selection which is independent). Audio signal output switches shall have an integrated volume control. A single decoupling amplifier shall be used. When a quick donning oxygen mask is in use, the mask microphone shall be directly connected to the AMU. A buffer amplifier shall be incorporated to allow the boomset and oxygen mask microphones to operate in parallel. All microphones shall be of the high level type. Sockets Three jack panels shall be installed in the cockpit associated with the three audio control panels. Jack panels for the Captain and First Officer shall group together the headset and boomset connectors. The third occupant's jack panel shall group together the connectors for the headset, hand microphone, and boomset. There shall be system provision for a jack panel in the avionics compartment. There shall be a hand microphone jack outlet at each pilot's station. There shall be a headset jack outlet for the fourth occupant's station. This outlet shall be linked to the third occupant's audio output. Cockpit loudspeakers Two loudspeakers, with associated volume controls and switches, shall be installed in the cockpit at the Captain's and First Officer's stations. To avoid interference between loudspeakers and microphones, a muting circuit shall be controlled by the relevant press-to-talk switch. Press-to-talk switches A press-to-talk switch for the boomset and oxygen mask microphones shall be installed on each pilot's side-stick for RAD transmission.

23-50.32.00

23-50.33.00 23-50.34.00

23-50.35.00

23-50.40.00 23-50.41.00

23-50.42.00 23-50.43.00 23-50.50.00 23-50.51.00 23-50.52.00 23-50.60.00 23-50.61.00

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23-50.62.00

Each switch shall have two positions, RAD and OFF. When released from the RAD position the switch shall automatically return to the OFF position. The switch shall be wired in parallel with the RAD/OFF/INT switches on the associated audio control panels. The switches shall be easily removable for maintenance purposes. Flight interphone The flight interphone system shall provide telephone communication between : flight crew members. The system shall include : an interphone amplifier in the AMU an interphone jack located with the electrical ground power receptacle. Selective calling system (SELCAL) A SELCAL system shall be provided and shall be integrated in the audio system. The SELCAL decoder shall be integrated in the AMU. Code selection Code selection shall be made on an individual aircraft basis by a SELCAL code selection unit installed in the avionics compartment. Indicating Visual information for each channel shall be obtained via the selection transmitter keys on the audio control panels. An aural warning shall be provided each time a SELCAL light is initiated by a call. The aural warning shall be inhibited for take-off and landing. A reset function shall be provided on each audio control panel.

23-50.63.00 23-50.70.00 23-50.71.00

23-50.72.00

23-50.80.00 23-50.80.01 23-50.81.00 23-50.81.01 23-50.82.00 23-50.82.01 23-50.82.02 23-50.82.03

23-60.00.00
23-60.01.00 23-60.01.01 23-60.01.02

Static discharging
Static dischargers shall be installed to minimize the corona discharge interference resulting from precipitation, static or engine charging. The number of static dischargers shall be kept to a minimum. Static dischargers shall be easily replaceable without the use of special tools.

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A319-100

23-70.00.00 23-71.00.00
23-71.01.00 23-71.02.00

Audio monitoring and intercommunication Cockpit Voice Recorder (CVR)

A Solid State Cockpit Voice Recorder (SSCVR) system generally in accordance with ARINC 757 shall be installed. The recorder shall run automatically as follows : on the ground : with either engine running and for 5 minutes after both engines have stopped in flight. The following additional facilities shall be available : a pushbutton to allow the SSCVR to run without starting the engines to allow the pre-flight checklist to be recorded in the "ON" position the lower half of the SSCVR pushbutton shall illuminate blue a bulk erase facility which shall be able to be used only with the aircraft on the ground after the parking brake has been applied. The microphone monitor assembly shall be installed on the cockpit overhead panel - see Section 31-10 on page 31-1. The SSCVR shall be installed in the unpressurized section of the aft fuselage. The SSCVR shall record the area microphone, and the flight crew boomset and microphone outputs irrespective of the position of the press-to-talk switches.

23-71.03.00

23-71.04.00 23-71.05.00 23-71.06.00

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- 02 Jul 1998

23-7

23-73.00.00
23-73.01.00 23-73.01.01 23-73.01.02 23-73.02.00 23-73.03.00 23-73.04.00 23-73.10.00 23-73.10.01 23-73.10.02 23-73.10.03 23-73.10.04 23-73.10.05 23-73.10.06 23-73.10.07 23-73.10.08 23-73.20.00 23-73.20.01 23-73.20.02 23-73.20.03 23-73.20.04 23-73.20.05 23-73.21.00 23-73.21.01 23-73.21.02 23-73.30.00 23-73.30.01

Cabin Intercommunication Data System (CIDS)

General System provision for a CIDS shall be installed. Unassigned Unassigned Unassigned Unassigned Passenger address Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Cabin interphone system Unassigned Unassigned Unassigned Unassigned Unassigned Aircraft installation Unassigned Unassigned Service interphone Unassigned

23-8

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A319-100

23-73.31.00 23-73.31.01

Aircraft installation The service interphone jacks shall be located at various points on the aircraft structure - see Figure 23-44 - Location of service interphone jacks on page 23-13. It shall be possible to isolate the service interphone jacks in order to reduce interference. Passenger call Unassigned Unassigned CIDS Installation Unassigned Unassigned CIDS performance Unassigned Unassigned Unassigned Unassigned Unassigned

23-73.31.02 23-73.40.00 23-73.40.01 23-73.40.02 23-73.50.00 23-73.51.00 23-73.52.00 23-73.60.00 23-73.60.01 23-73.60.02 23-73.60.03 23-73.60.04 23-73.60.05

A319-100

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23-9

23-10

J 000 01000CJ

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A319-100

Figure 23-00 - Location of antennas

9 25 26 2 3 4 5
28

10

27

1 24 23 22

20/21 19

18 17

16 15

14 13 12 11

1 2 3 4 5 6 7 8 9 10 11 12/13

Weather radar Localizer (dual) VDR 1 ATC land 2 mode S left and right TCAS ADF 1 ADF 2 (structural provision) VDR 3 HF VOR (dual) MLS aft (space provision) Radio altimeter 2

14/15 16 17 18 19 20 21 22 23 24 25/26 27 28

Radio altimeter 1 VDR 2 Marker TCAS DME 2 ATC 1 ATC 2 DME 1 MLS forward down (space provision) Glideslope (dual) GPS (within MMR) ELT SATCOM

A319-100

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- 02 Jul 1998

23-11

23-12

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A319-100

Figure 23-44 - Location of service interphone jacks

5 4

1 2 3 4 5 6 7

Avionics compartment (Fwd racks) Avionics compartment (Center racks) Avionics compartment (Aft racks) Engines (L & R) Belly fairing panel Aft fuselage Near APU bay

A319-100

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23-13

23-14

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- 02 Jul 1998

A319-100

24-00.00.00
24-00.01.00

Electrical power
The electrical power system shall consist of a 3 phase, 115/200 V, 400 Hz constant frequency ac system and a 28 V dc system. The system schematic is shown in Figure 24-00 - Electrical power generation - schematic on page 24-17. The aircraft structure shall be used as the normal negative or neutral side of the load circuits. Each engine shall drive an ac generator. They shall operate normally as two independent systems with automatic transfer of busbar supply in the event of a generator failure. A third ac generator shall be driven by the Auxiliary Power Unit (APU) and normally shall supply the system on the ground during loading etc. It shall be able to be used in flight, with the APU running, to compensate for the loss of one or both engine driven ac generators. A protection system shall be provided, designed to ensure maximum safety and requiring the minimum of crew attention and the least possible systems disturbance. The characteristics of the electrical power system shall be generally in accordance with MIL-STD 704 and DO-160A. Guidance in design and power utilization shall be provided by ARINC Paper N 413A, "Guidance for Aircraft Electrical Power Utilization and Transient Protection". The ac and dc distribution systems shall be designed to provide sufficient segregated sources to meet automatic landing safety requirements.

24-00.01.01 24-00.02.00

24-00.03.00

24-00.04.00

24-00.05.00 24-00.06.00

24-00.07.00

24-01.00.00
24-01.01.00 24-01.01.01

Wiring
Size and type The wire type used shall withstand the maximum ambient temperatures to which it shall be subjected and shall be resistant to all contaminating agents likely to be encountered on the aircraft. Wire in general use shall have a copper core down to the minimum section corresponding to size 22 and a special alloy conductor shall be used for cables of size 24 and smaller. No use shall be made in the aircraft wiring of cables less than size 24 except in enclosed units. For the minimum cable size used in the power plant see Section 71-50 on page 71-4. Wherever practical all wires shall be terminated such that a minimum of one re-termination is possible.

24-01.01.02

24-01.01.03

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24-1

24-01.01.04

Aluminium alloy wire (size 6 minimum) shall be used in certain areas. These wires shall be terminated with special crimped lugs to connect to terminal blocks or shall be spliced. All terminations and spliced connections shall be easily accessible for inspection. All wires shall have indelibly printed, along their whole length where practicable, the identification of the cable manufacturer, type of cable, its year of manufacture and gage of the conductor. The aircraft system for identification of wiring shall be numerical and generally in accordance with ATA 100. The first four digits shall be the ATA reference for the circuit, followed by up to four digits indicating the number of the wire in the circuit except in certain areas of the interior furnishing or commercial systems. Multi-conductor cables shall be color coded. Inside aircraft junction boxes and system panels the wires shall be identified alphanumerically or if required by other means independently of ATA 100. Routing The wiring installation shall be in accordance with standard commercial aircraft practice with regard to support, protection, accessibility and other installation features. Where practical all cable looms shall be accessible for inspection. They shall be installed in such a way that they are protected against mechanical damage and are not subjected to excessive movement. All wires or cable looms shall be suitably supported to avoid chafing against the aircraft structure. In areas where the wiring may be subject to damage, additional protective measures shall be used. Electrical busbars and terminals shall be protected in all areas where physical damage may be likely. Wiring used in the aircraft interior for commercial installations shall be readily removable. Wiring connections shall be made by permanent splices, terminal blocks, module blocks or connectors. Wiring used in critical or sensitive systems shall be segregated from other aircraft wiring. As a general rule the wiring of duplicated systems shall be run in separate looms. Low level signal wires shall be adequately separated from any power wires to keep to a minimum any electromagnetic coupling between them.

24-01.01.05

24-01.01.06

24-01.01.07

24-01.10.00 24-01.10.01

24-01.10.02

24-01.10.03

24-01.10.04 24-01.11.00 24-01.12.00

24-01.12.01

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A319-100

24-01.13.00

Wiring shall be run in open harnesses securely attached to the structure. Where necessary open or closed conduit may be used to permit the following : protection from the indirect effects of lightning a reduction in electromagnetic interference protection against mechanical damage and deterioration caused by exposure to liquids and/or heat replacement of wiring installed in inaccessible areas. Wiring associated with the landing gear systems that has to flex to accommodate the movement of the landing gear, shall be contained in a flexible conduit which shall be drained to prevent damage from any accumulation of moisture. These harnesses shall be easily replaceable. Landing gear wells The installation of electrical equipment in the landing gear wells shall be avoided wherever possible. Where necessary conduits shall be used to minimize possible damage from blown tires, stones, the airstream and maintenance operations. Spare wires The aircraft shall have a number of spare wires incorporated in the main cable looms as detailed in the sub paragraphs below. One size 22 twisted shielded pair from the pedestal to each engine. One size 20 single wire along each side of the fuselage from the pedestal to the rear bulkhead. Two size 20 single wires from the pedestal to each outboard spoiler actuator.

24-01.14.00

24-01.20.00 24-01.20.01

24-01.30.00 24-01.30.01 24-01.30.02 24-01.30.03 24-01.30.04

24-02.00.00
24-02.01.00

Conduits
The use of rigid or flexible conduits shall be restricted to preserve the open characteristics of the wiring and shall be used under the special conditions detailed in paragraph 24-01.13.00. Conduits shall be of an insulated fireproof material or of metal, with insulation inside. Precautions shall be taken with all conduits to prevent the accumulation of liquids, including rainwater, inside them and to prevent the chafing of wires. Conduits shall not be filled beyond 80 % of their maximum capacity. A pull through wire shall be installed in enclosed conduits, where necessary. Cables installed near the galley and lavatory areas shall be protected against fluid contamination.

24-02.02.00 24-02.02.01 24-02.02.02

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24-3

24-03.00.00
24-03.01.00

Connections
Crimped ends or preinsulated crimped terminals shall be used at wire terminations as far as possible. Uninsulated tags may be used for ground connections. Where colored wire is not used a colored sleeve shall be installed on the crimped part of the lugs connected to 3 phase items. The colors used shall be : red for phase A yellow for phase B blue for phase C. This identification shall be applicable to all generation and distribution 3 phase wires, including the primary circuit breaker outputs. The wire identification and colour code specified in the above paragraphs shall apply to all parts of the aircraft built under Airbus Industrie design responsibility. Plugs and receptacles used for airframe wiring shall have crimped contact pins, and soldered connections shall not be used. Outside enclosed panels the bare ends of wire assemblies, terminals and busbars shall be protected to reduce the hazard to personnel and to prevent accidental short circuits. Precautions shall be taken to prevent the mismating of plugs and receptacles. General purpose connectors shall have wire entry, interfacing and peripheral seals, crimp removable contacts, hard faced inserts for socket contacts and resilient inserts for pin contacts, positive indexing shell keys and ways, and wire strain relief hardware where necessary. Connectors shall generally conform to or be derived from Specification NAS 1599 or MIL C 83723 (except that they shall not be required to meet the extremes of altitude and temperature as stated). Connectors, including contacts, from different approved manufacturers shall be interchangeable. In engine nacelles and where high temperature and vibration are likely, the connectors shall be the MIL C 83723 series 3, type T, class K, or a derivative. Special connectors may be used for limited applications on engine mounted components. Where practicable, at least 10 % of the pins installed in multi-circuit connectors shall be spare. As far as practicable spare pins shall be located on or near the periphery of the connector for easy access.

24-03.01.01 24-03.01.02

24-03.01.03 24-03.01.04

24-03.02.00 24-03.03.00

24-03.04.00 24-03.05.00

24-03.05.01

24-03.05.02

24-03.05.03

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24-03.05.04 24-03.06.00

The number of types of connector shall be kept to a minimum. As far as practicable, the use of plug breaks shall be kept to a minimum necessary for maintenance and production purposes. Pressure seals shall be used where cables pass through pressure bulkheads. In areas where contaminating fluid or high temperatures are likely to be encountered, plugs and receptacles suited to that environment shall be used. Power terminals shall be provided with painted reference marks to enable tightness to be verified by visual inspection. Splices Wire splices shall be protected against fluid contamination. The use of splices shall be limited to joining two or three wire ends. Mechanically unprotected wires shall not be spliced in areas under the galleys or lavatories. The splice shall be positioned on the outside of a cable loom. In general splices shall be grouped and where practical the groups shall be staggered along the loom.

24-03.07.00 24-03.10.00 24-03.10.01 24-03.10.02 24-03.10.03 24-03.10.04

24-04.00.00
24-04.01.00

Indications and controls.

The electrical system control panels shall be located in the cockpit. Electrical system information shall be available on the Electronic Instrument System (EIS). Each generator shall be controlled by a pushbutton switch which shall also indicate functional status. It shall be possible to check the voltage, frequency, and load of each generator.

24-04.02.00 24-04.03.00

24-05.00.00
24-05.10.00 24-05.10.01

Electrical installation
Equipment installation As far as practicable, equipment shall be installed so as to permit ready inspection, access and rapid replacement, without removal of unrelated items of equipment and without special tools. As a general rule LRUs shall be plug connected. Wiring and equipment installations shall be separated so that no single physical condition can cause loss of all power sources.

24-05.10.02

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24-05.10.03

Equipment shall be installed to minimize the possibility of one malfunction or failure from affecting the operation of another system or component. Covers shall be installed over equipment where necessary and drip loops shall be provided in cable looms to prevent entry of fluids into electrical and electronic equipment. In so far as practicable, equipment shall be installed remote from lavatory and galley installations. Adequate means shall be provided to prevent any fluid, moisture or other contaminants from entering into the equipment or connectors. As a general rule sealing compound shall not be used in electrical plugs. All electrical components including plugs, receptacles and wiring shall be resistant to and/or protected against environmental influences such as weather, hydraulic fluids, deicing fluids, cleaning fluids, as appropriate. Labels As a general rule, identification of each equipment shall be made by a permanent label showing the equipment number as indicated in the Maintenance Manual. In the case of main equipment or in the case of ambiguity the type of the equipment indicated on the wiring diagram shall also be added. Loom plugs shall be identified by a permanent label showing the number of the equipment and the identification of the socket to which the plug is to be connected. In the case where reading the label proves to be difficult during maintenance, or in the case of ambiguity, a second label showing the type of the equipment as indicated on the wiring diagram shall also be added to the loom. Limit switches and position sensing switches Limit switches shall be either the mechanical or the proximity type and shall be hermetically sealed where required. They shall operate satisfactorily in icing conditions. Where practical microswitches shall be readily accessible and their replacement shall not require a re-rigging action. Should re-rigging be necessary it shall be kept as simple as possible. Relays and contactors All contactors installed in non-pressurised zones and all relays shall be hermetically sealed. Contactors of 15 A rating and above shall be capable of being opened, inspected and repaired without destroying the enclosure. The number of different types of relays shall be kept to a minimum.

24-05.10.04

24-05.10.05 24-05.10.06

24-05.10.07

24-05.11.00 24-05.11.01

24-05.11.02

24-05.12.00 24-05.12.01

24-05.12.02

24-05.13.00 24-05.13.01

24-05.13.02

24-6

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24-05.14.00 24-05.14.01

Switches All toggle switches shall be sealed against the ingress of foreign matter. All toggle switches shall be orientated to conform with Subsection 31-10.20 of this specification. All switches and pushbutton switches, which if operated unintentionally could affect aircraft safety, shall be protected or guarded to prevent other than deliberate operation. Motors All motors shall be continuously rated unless specifically stated otherwise and declared to the Buyer. System protection A fully co-ordinated protection system shall be installed to prevent wire overheating, loss of busbars and nuisance tripping of circuit breakers. Normally all circuits shall be protected electrically by push-pull, trip-free circuit breakers. Equipment that has a 3 phase supply shall be protected by 3 phase circuit breakers. For contactors of 15 A and above, the coil circuit wiring shall be protected separately from the load circuit where required. Current limiters shall be used as necessary where high loads make their use preferable to circuit breakers, but their number shall be kept to a minimum. An indication that a current limiter has ruptured shall be provided, and spare limiters shall be installed near to the limiters in use. Circuit breakers which may be required to be operated in flight, shall be accessible to the crew when strapped in their seats. Circuit breakers shall be grouped by systems where practicable. Switches shall be provided where switching is required for normal aircraft operation, to prevent circuit breakers being used for this purpose. Where protection systems are installed in series any electrical failure shall only trip the protective device situated immediately upstream of the fault. A circuit breaker monitoring system shall be installed to indicate the open condition of the circuit breakers which are essential for flight, and are not otherwise indicated to the flight crew. Spare bulb (filament) stowage Spare bulbs shall be provided in a cockpit stowage.

24-05.14.02

24-05.15.00 24-05.15.01 24-05.16.00 24-05.16.01 24-05.16.02

24-05.16.03 24-05.16.04

24-05.16.05 24-05.16.06 24-05.16.07 24-05.16.08

24-05.16.09

24-05.16.10

24-05.17.00 24-05.17.01

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24-05.17.02 24-05.17.03 24-05.18.00 24-05.18.01 24-05.19.00 24-05.19.01

The part number of the lamps within the stowage shall be clearly identified. The contents of the stowage shall be capable of being checked in position without opening the stowage. Access doors Access doors to all electrical equipment or enclosed accessories shall be identified and shall be able to be opened rapidly. Ground returns All ground points shall be marked. Wiring shall be installed so that no appreciable errors in system operation shall be caused by ground return currents circulating in the aircraft structure. The ground return for sensitive systems shall be separated from that of other electrical systems where necessary. A single cable shall not be used for the ground return of several circuits. Electrical bonding The aircraft structure and all components shall be electrically bonded to meet the relevant airworthiness requirements. A clearly marked ground point, for use during refueling, shall be provided in the vicinity of each main landing gear. Checking of equipment and circuits Where practical, means shall be provided to permit the testing of selected equipment and circuits. A method of testing inactive circuits, such as the protection or monitoring circuits, shall be provided. Sockets for ac supply shall be installed in the cockpit, passenger cabin, and avionics compartment. Sockets for dc supply shall be installed in the cockpit, avionics compartment, and maintenance areas. See Section 24-70 on page 24-15.

24-05.20.00 24-05.20.01 24-05.20.02 24-05.21.00 24-05.21.01

24-05.21.02

24-20.00.00 24-21.00.00
24-21.01.00 24-21.02.00

AC generation Integrated drive generation system

Two Integrated Drive Generators (IDGs) shall be installed, one on each engine. The generators shall be of the brushless type, self-exciting and oil spray cooled.

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24-21.03.00

Each IDG shall have a nominal output rating of 90 kVA and shall be able to deliver up to 90 kVA continuously, 112.5 kVA for 5 minutes and 150 kVA for 5 seconds. All output ratings shall be available throughout the engine operating speed range. Each IDG shall be equipped with a mechanical disconnect mechanism operated electrically from the cockpit. Re-engagement of the disconnect mechanism shall be possible only when the aircraft is on the ground and the engines stopped. A low oil pressure and overheat warning shall be provided by the upper part of a warning light labelled FAULT installed close to the IDG disconnection pushbutton on the overhead panel. The IDG outlet oil temperature shall be indicated on the Electronic Instrument System (EIS).

24-21.04.00

24-21.05.00

24-21.06.00

24-22.00.00
24-22.01.00

AC Main generation
The generator system shall be automatic in operation. In normal operation a generator failure shall not result in shedding of technical loads. Any one generator shall provide sufficient power to operate all equipment and systems necessary for an indefinite period of safe flight followed by a safe landing (not an automatic landing). Interruption of a single generator channel shall not cause the loss, due to switching transients or busbar power transfers, of any flight instrument or system considered essential for safe operation, in particular during take-off, overshoot or landing. A control and protection system, incorporating BITE facilities, shall be consolidated in generator control units. Associated data shall be transmitted to the CFDS - see Section 31-30 on page 31-6. Generator Control Unit (GCU) A GCU shall be installed for each generator. Each GCU shall contain a generator voltage regulator, the generator system protective circuits and all the generator system control logic circuits. The protective and logic circuits shall monitor generator system voltage and frequency, detect faults, control and sequence operations during start and shutdown and initiate action as required. The system shall be designed to protect against faulty functioning, discriminating between an acceptable or faulty supply. The following protection shall be provided. Overvoltage.

24-22.02.00

24-22.03.00

24-22.04.00

24-22.10.00 24-22.11.00

24-22.12.00 24-22.13.00 24-22.13.01

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24-22.13.02 24-22.13.03 24-22.13.04 24-22.13.05 24-22.13.06 24-22.14.00

Undervoltage. Differential protection of the feeders. Overfrequency. Underfrequency. Phase sequence. An overload warning shall be provided.

24-23.00.00
24-23.01.01 24-23.01.02

AC auxiliary generation
A brushless, oil spray cooled generator shall be directly driven at constant speed by the APU. The generator shall have a nominal output rating of 90 kVA and shall be able to deliver up to 90 kVA continuously, 112.5 kVA for 5 minutes and 150 kVA for 5 seconds.

24-24.00.00
24-24.01.00 24-24.01.01

AC emergency generation
A Constant Speed Motor Generator (CSMG) shall be installed to provide a source of emergency ac and via a transformer rectifier, dc power. The generator shall be of the brushless, self-exciting type and shall be driven via the blue hydraulic system powered by a Ram Air Turbine (RAT) - see Section 29-26 on page 29-8. An associated generator control unit shall be installed to control and regulate the voltage and frequency of the emergency generator. The emergency power system shall be physically separated from the main power system and the wiring shall be segregated up to the circuit breaker panel. Emergency electrical power shall be provided by the emergency generator in flight, and by the batteries. The batteries shall also provide short term power requirements during RAT extension, when the RAT is extended, when the landing gear is not locked up, and for APU starting. In the event of losing main generated power, the RAT shall operate automatically - see Section 29-22 on page 29-7 - and the emergency supply system shall be connected automatically to supply those services required to continue flight and landing. A manually operated RAT release system shall be provided.

24-24.01.02 24-24.02.00

24-24.03.00

24-24.04.00

24-24.05.00

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24-28.00.00
24-28.01.00

Static inverter (generation)

A static inverter shall be installed to provide a source of ac power from the batteries.

24-30.00.00 24-32.00.00
24-32.01.00

DC generation DC Main generation

Three 200 A unregulated, silicon Transformer-Rectifiers (TR) shall be installed to provide 28 V dc power. Normal load of each TR shall not exceed approximately half of the rated load. No dc load shedding shall be required after the loss of one TR. An indication of TR loading shall be provided. It shall be possible to start the APU throughout the range of the APU starting conditions using either main TR without any damage to the TRs.

24-32.02.00 24-32.03.00

24-38.00.00
24-38.01.00 24-38.02.00 24-38.03.00 24-38.04.00 24-38.05.00

DC generation - batteries
Two 23 Ah batteries of the nickel-cadmium type shall be installed, together with their associated charge monitoring units. The batteries shall be readily accessible. Means shall be provided to prevent the accumulation of gases on the ground and in flight. The batteries shall be provided with "Elcon" type connectors. It shall be possible to charge the batteries at all times when ac power is available on the aircraft. It shall be possible to isolate each battery from the cockpit. Each battery shall be charged under normal conditions via a battery charge limiter. It shall be possible to start the APU from the aircraft batteries alone under the conditions specified in Section 49-40 on page 49-3. The following loads shall be directly connected to the "hot" battery busbar. Engine and APU fire extinguishers - one shot per engine. Electronic clock.

24-38.05.01 24-38.06.00 24-38.07.00 24-38.07.01 24-38.07.02

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24-11

24-40.00.00
24-40.11.00

External power
An external ac ground supply receptacle, accessible directly from the ground, shall be located outside the hazardous suction area of the engine air intakes - see Figure 12-00 - External servicing connections on page 12-5. The external ac ground supply receptacle shall have a capacity of 90 kVA - see Section 12-10 on page 12-1. The ground supply receptacle shall be located to minimize the possibility of damage by normal ground servicing equipment. Provision shall be made on the aircraft to support the weight of the ground power supply cable. The external power supply to the aircraft shall be controlled from the cockpit and shall be capable of being energized with or without the aircraft batteries. External power shall automatically supply all busbars by selection of the external power switch, or shall separately supply the ground service busbar only - see paragraph 24-44.10.00. An amber light and a white light shall be located adjacent to the external ground receptacle. The amber light shall indicate that external power is available. The white light shall indicate that the power is not in use. The external power pushbutton switch and ground service busbar switch shall be magnetically held devices. In the event of ground power supply interruption they shall trip automatically, and shall have to be reselected to reconnect ground power to the aircraft. The external power control pushbutton in the cockpit shall indicate if external power is available and if external power is in use. Power system isolation protection shall be provided to prevent damage to the 28 V dc control system, in case a damaged ground supply unit applies 115 V ac on pins E or F of the ground power receptacle.

24-40.11.01 24-40.11.02

24-40.12.00

24-40.13.00

24-40.14.00

24-40.15.00 24-40.16.00

24-41.00.00
24-41.20.01

AC external power control

A Ground Power Control Unit (GPCU) shall be provided. Voltage, frequency, phase sequence and open phase of the external power supply shall be sensed and the necessary protective action shall be initiated if the parameters are outside acceptable limits.

24-12

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24-44.00.00
24-44.10.00

Ground service distribution

It shall be possible, by a separate service control switch located in the forward entrance area, to energize the following electrical loads for ground servicing without energizing the entire aircraft power distribution system. Loads that can be energized on the ground Unassigned Unassigned Unassigned Unassigned Vacuum cleaner sockets. Cockpit service outlets. Hydraulic pump (yellow system). Cockpit flood lighting. Fuel quantity indications. Refueling. Cargo hold lighting. Nose gear well lights. Main gear well and hydraulics compartment lights. Belly fairing panel service outlets. Unassigned All equipment compartment lights and service outlets. Navigation lights.

24-44.22.00 24-44.22.01 24-44.22.02 24-44.22.03 24-44.22.04 24-44.22.05 24-44.22.06 24-44.22.07 24-44.22.08 24-44.22.09 24-44.22.10 24-44.22.11 24-44.22.12 24-44.22.13 24-44.22.14 24-44.22.15 24-44.22.16 24-44.22.17

24-50.00.00
24-50.01.00

AC electrical load distribution system

The ac generator mounted on the left engine (GEN 1) shall normally supply ac busbar N 1 - see Figure 24-00 - Electrical power generation - schematic on page 24-17. The ac generator mounted on the right engine (GEN 2) shall normally supply ac busbar N 2.

24-50.02.00

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24-50.03.00

In the event of an engine generator failure, bus tie contactors shall be closed automatically to supply ac busbars 1 and 2 from the remaining engine generator. The APU generator (GEN 3) shall be able to be used to replace either of the failed generators. Paralleling of the ac generators shall not be possible under any conditions. An emergency 3 phase ac busbar shall normally be supplied by ac busbar 1 or ac busbar 2. In the event of loss of primary ac power the emergency busbar shall be supplied from the emergency (RAT) generator. The failure of a generator shall be indicated on the corresponding generator pushbutton. Busbar indication shall also be provided.

24-50.04.00 24-50.05.00 24-50.06.00

24-50.07.00

24-56.00.00
24-56.01.00 24-56.02.00

Galley supply
A maximum total load of 50 kVA, 115/200 V, 400 Hz, 3 phase ac power shall be provided for the galleys. The ac power shall be distributed to separate outlets installed at each galley location via individual 3 phase feeders. The maximum power available under normal conditions at each galley location shall be as follows :

forward galley area aft galley area 24-56.03.00

20 kVA 30 kVA

When one generator only is running in flight the power fed to the galleys shall be limited as follows :

forward galley area aft galley area 24-56.04.00 24-56.05.00 24-56.06.00

5 kVA 5 kVA

With external power in use, or the APU running, full galley power shall be available for ground use. Galley loads shall be shed automatically should an APU generator overload be detected on the ground. All other power switching devices, such as galley equipment controls etc, shall be attached to the galley structure and shall form part of the fixed galley equipment.

24-14

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24-60.00.00
24-60.01.00

DC electrical load distribution system

The majority of dc electrical loads shall be powered from two main busbars, DC1 and DC2, which shall normally operate independently of each other - see Figure 24-00 - Electrical power generation - schematic on page 24-17. DC1 shall be supplied normally from ac busbar N 1 via TR1. DC2 shall be supplied normally from ac busbar N 2 via TR2. In the event of failure of supply to either main dc busbar they shall be tied automatically. The battery charging and APU starting systems shall be supplied from a third dc busbar, DC BAT BUS. DC BAT BUS shall be supplied normally from DC1 or alternatively from DC2. DC BAT BUS shall be isolated automatically from the main dc busbars in the unlikely event of loss of all main dc power. Non-essential dc loads (dc normal busbars) shall be shed automatically under essential operating conditions. DC essential loads shall be supplied from the essential dc busbar DC ESS BUS, which shall be normally supplied by the main dc busbar DC1. In the event of loss of all main ac power the essential busbar shall be supplied automatically from the emergency generator via a dedicated TR - ESS TR.

24-60.02.00 24-60.03.00 24-60.04.00 24-60.05.00 24-60.05.01 24-60.05.02 24-60.06.00 24-60.07.00 24-60.07.01

24-70.00.00
24-70.00.01 24-70.01.00 24-70.01.01 24-70.01.02 24-70.02.00 24-70.02.01

Electrical outlets
See section 12-10 for outlet types. The following outlets shall be installed in the cockpit. One 115 V, 400 Hz single phase ac outlet. One 28 V dc outlet. The following outlets shall be installed in the avionics compartment. Three 115 V, 400 Hz, single phase ac outlets shall be located in the avionics compartment as follows : forward right lateral right aft right.

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24-15

24-70.02.02 24-70.02.03

The total power available for these 115 V ac outlets including the cockpit 115 V ac outlet shall be 1150 VA. Five 28 V dc outlets shall be located in the avionics compartment as follows : forward left lateral right lateral left aft right aft left. The total power available for these 28 V dc outlets including the cockpit 28 V dc outlet shall be 280 W. The following outlets shall be installed in the passenger compartment. Two 115 V, 400 Hz, single phase ac outlets of 1150 VA capacity shall be installed in the cabin for vacuum cleaner use, one located at the front, and one at the rear. Unassigned The following outlets shall also be installed : One 28V dc lamp outlet at the keel beam adjacent to the service interphone connector. Two 28V dc lamp outlets in the avionics compartment. One 28V dc lamp outlet in the nose gear well. One 28V dc lamp outlet in the air mixer/filter area.

24-70.02.04 24-70.03.00 24-70.03.01

24-70.03.02 24-70.04.00 24-70.04.01 24-70.04.02 24-70.04.03 24-70.04.04

24-16

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A319-100

Figure 24-00 - Electrical power generation - schematic

BAT 1

BAT 2

901XP AC STAT INV

STATIC INV

701PP

HOT BUS 1

702PP

HOT BUS 2
703PP

HOT BUS 3 HOT BUS 4

704PP BAT CONT

DC ESS SHED 8PP

3PP DC BAT BUS ESS DC TIE CNTR 1PP

DC ESS BUS

4PP

DC BUS 1
TR1 CNTR

DC TIE CNTR 1

DC BUS 2
DC TIE CNTR 2

2PP

TR2 CNTR 6PP DC GRD/FLT 8XP AC ESS SHED

TR1

TR2 4XP

ESS TR

214XP AC GRD/FLT

AC ESS
AC ESS BUS EMER CNTR

1XP

AC BUS 1
BUS TIE CNTR 1

2XP BUS TIE CNTR 2

AC BUS 2
ESS AC TIE CNTR

GEN 1 LINE CNTR

GEN 2 LINE CNTR

EMER LINE CNTR

GEN 1

APU GEN EXT. PWR

GEN 2

EMER GEN

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24-18

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25-00.00.00

Equipment and Furnishings

Cockpit
Figure 25-10 - Cockpit - general arrangement on page 25-15 shows the cockpit general arrangement.
The cockpit shall accommodate two pilots and a third occupant. All controls and indications required in flight shall be accessible to the pilots when in their seated positions. Maintenance functions shall be controlled from the rear of the overhead panel and through the two MCDUs - see Section 31-30 on page 31-6. The cockpit interior lining shall be of rigid material and shall be readily removable. The cockpit floor shall be covered with a suitable floor covering material. Floor covering joints shall be flush. Any sharp edges of the glareshield structure and panels shall be padded wherever necessary. All parts and areas of the cockpit which come into frequent contact with the hands or feet of the operating or maintenance personnel shall be protected with an easy to clean wear resistant coating. The cockpit interior lining shall be blue in color. The instrument and control panels shall be grey/blue in color. Unassigned Pilots' stations The pilots' stations shall include the following equipment: Two pilot's seats, mounted on columns attached to the floor. The pilots' seats shall move longitudinally. They shall also move laterally to facilitate pilots access to their seats. The fore, aft, and vertical positions of the seats shall be electrically adjustable. The electrical actuation facility shall be capable of being manually overridden by the pilot. Folding adjustable armrests shall be provided. A reclining backrest with lumbar adjustment shall be provided. A life jacket stowage shall be provided in the back of each seat : 220 mm x 140 mm x 70 mm (8.66 in x 5.51 in x 2.76 in).

25-10.00.00
25-10.01.00 25-10.02.00 25-10.02.01 25-10.02.02 25-10.03.00 25-10.04.00 25-10.05.00 25-10.06.00

25-10.07.00 25-10.08.00 25-10.09.00 25-10.10.00 25-10.10.01 25-10.11.00 25-10.11.01 25-10.11.02

25-10.11.03 25-10.11.04 25-10.11.05

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25-1

25-10.11.06 25-10.11.07 25-10.11.08 25-10.12.00 25-10.12.01 25-10.13.00

A pocket shall be provided in the back of each seat. An inertia reel, safety shoulder harness equipped with an adjustable crotch strap shall be installed. An adjustable headrest shall be provided on each seat. The pilot's field of view through the windshield shall be as shown in Figure 25-11 - Pilot's field of view on page 25-17. A fixed device for establishing the pilot's datum eye position shall be provided. Accessories for each pilot shall include : an ashtray adjacent to each seat a cup holder a briefcase stowage : 508 mm x 203 mm x 305 mm (20 in x 8 in x 12 in) a map-holder (on the lower edge of the side window) a boomset stowage emergency equipment stowage for a pencil a sliding table in the main instrument panel. Footrests shall be provided for each pilot. Adjustable sun visors shall protect the pilots' eyes from the sun shining through the windshields. It shall be possible to adjust and store the sun visors with one hand only. The color of all sun visors shall be brown. Protection against sunlight shall be provided at the side windows. Grab handles for use during seat adjustment shall be installed. Folding seat A forward facing folding seat shall be installed at the rear right side of the cockpit. The seat shall be suitable for occupation during takeoff and landing and shall have an inertia reel shoulder harness including an adjustable crotch strap. A life jacket stowage shall be provided for the occupant of this seat: 220 mm x 140 mm x 70 mm (8.66 in x 5.51 in x 2.76 in). Folding adjustable armrests shall be provided. Full provision shall be made for an additional folding seat.

25-10.14.00 25-10.15.00 25-10.15.01 25-10.15.02 25-10.15.03 25-10.16.00 25-10.30.00 25-10.30.01 25-10.30.02

25-10.30.03 25-10.30.04 25-10.40.00

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25-10.50.00 25-10.50.01 25-10.50.02

Miscellaneous equipment Stowages for hats, coats, and hand luggage shall be provided at the rear of the cockpit. Separate stowages shall be provided for items of loose equipment including : flight manuals check lists emergency check lists waste paper spare bulb (filament) box compass correction card licences and certificates. Unassigned A safety (secure) locker shall be installed in the cockpit.

25-10.50.03 25-10.50.04

25-20.00.00
25-20.01.00

Passenger compartment
Provisions shall be made for the installation of passenger seats, cabin attendant seats, galleys, and lavatories at the locations shown in : Figure 25-21 - Seat track layout on page 25-21 Figure 25-22 - Cabin attendant seat provision locations on page 25-23 Figure 25-30 - Galley provision locations on page 25-25 Figure 25-40 - Lavatory provision locations on page 25-27. The passenger compartment cross section shall be as shown in Figure 25-20 - Fuselage cross section on page 25-19. The definition of a customized passenger compartment interior arrangement based on the floor plans referenced in paragraph 25-20.01.00, is the responsibility of the Buyer. The seat track spacing shall allow 2 + 2 and 3 + 3 seating arrangements - see Figure 25-21 - Seat track layout on page 25-21.

25-20.02.00 25-20.03.00

25-20.04.00 25-20.05.00

See Section 53-61 on page 53-2 for other details of the passenger compartment floor.

25-21.00.00
25-21.01.00 25-21.02.00

Passenger compartment seats

Unassigned Unassigned

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25-3

25-22.00.00
25-22.01.00 25-22.01.01 25-22.01.02 25-22.01.03

Cabin attendant seats

Unassigned Unassigned Unassigned Unassigned

25-23.00.00
25-23.01.00 25-23.01.01 25-23.01.02 25-23.01.03 25-23.02.00 25-23.03.00 25-23.04.00 25-23.05.00 25-23.10.00 25-23.10.01 25-23.10.02 25-23.20.00 25-23.20.01

Linings and furnishings

Structural provisions shall be made for the installation of sidewall panels and entrance area panels. Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Window blinds (shades) Unassigned Unassigned Color schemes Unassigned

25-24.00.00
25-24.01.00

Overhead stowage compartments

Structural provision shall be made for the installation of one row of overhead stowage compartments for hand baggage installed along each sidewall of the passenger compartment. Unassigned Structural provisions for the overhead stowage compartments shall be designed for a load capacity (distributed over four frames) of 76 kg (168 lb).

25-24.01.01 25-24.01.02

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25-24.01.03 25-24.02.00 25-24.02.01

Unassigned Unassigned Unassigned

25-25.00.00
25-25.01.00 25-25.02.00 25-25.03.00 25-25.04.00

Passenger Service Information Units (PSIU)

Unassigned Unassigned Unassigned Unassigned

25-26.00.00
25-26.01.00 25-26.02.00 25-26.03.00

Curtains and partitions

Unassigned Unassigned Unassigned

25-27.00.00
25-27.01.00 25-27.02.00

Ancillary equipment
Unassigned Unassigned

25-28.00.00
25-28.01.00 25-28.02.00

Floor coverings
Unassigned Unassigned

25-30.00.00
25-30.01.00 25-30.02.00 25-30.03.00

Galleys
Unassigned Unassigned Unassigned

25-40.00.00
25-40.01.00

Lavatories
Unassigned

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25-40.02.00 25-40.03.00 25-40.04.00 25-40.05.00 25-40.06.00 25-40.07.00

Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned

25-50.00.00
25-50.01.00

Cargo holds (compartments)

The aircraft shall have two lower deck cargo holds divided into cargo compartments - see Figure 25-50 - Cargo compartment locations on page 25-29. The holds shall be certificated as Class "C" compartments as defined by JAR 25.857. Additional Center Tanks (ACT) shall be installed in the forward and aft cargo holds - see Section 25-56 on page 25-8 and Figure 25-56. When no additional center tanks are installed, the forward hold shall contain a single cargo compartment : N 1 - see Section 25-54 on page 25-7. When no additional center tanks are installed, the aft hold shall contain two cargo compartments : N 4 and N 5 - see Section 25-55 on page 25-7. Numbering and identification in the cargo compartments shall be in accordance with JAR 25.1557 and with IATA recommendations (Airport Handling Manual AHM 030). Linings The ceiling, sidewalls and floors of the cargo compartments shall have fire and impact resistant linings compatible with the requirements for the specified use of the compartments. Floors For structural design criteria of the cargo compartment floors see Section 03-17 on page 03-2. Floors shall be free from protrusions which could damage bulk cargo. Sufficient anti-slide floor surface shall be provided to ease the manual handling of cargo.

25-50.01.01 25-50.01.02 25-50.02.00

25-50.03.00

25-50.04.00

25-50.10.00 25-50.10.01

25-50.20.00 25-50.20.01 25-50.20.02 25-50.20.03

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25-50.30.00 25-50.30.01

Tie down and attachment points Tie down points shall be provided for nets and/or straps as a means of restraining bulk cargo. In general tie down points shall be located on the horizontal floor area at each frame (21 in pitch). Each tie down point shall be designed to an ultimate load of 2 000 lb (906 kg) in any direction. Attachment points shall be provided for door area protection nets and divider nets.

25-50.30.02

25-54.00.00
25-54.10.00 25-54.10.01 25-54.10.02 25-54.10.03

Forward cargo hold

Cargo compartment N 1 Removable door area protection nets with a stanchion, from frame 24A to frame 28, shall be supplied. A divider net at frame 28 shall be supplied. When no additional center tanks are installed, the sections of the compartment divided by nets shall allow bulk loading within the requirements of the Weight and Balance Manual. When no additional center tanks are installed, the compartment usable bulk volume shall be approximately 288 ft3 (8,16 m3). When no additional center tanks are installed, the compartment maximum load capacity shall be approximately 5 000 lb (2 268 kg).

25-54.10.04

25-54.10.05

25-55.00.00
25-55.01.00 25-55.20.00 25-55.20.01 25-55.20.02 25-55.20.03 25-55.20.04

Aft cargo hold

A removable divider net, installed at frame 59 to separate compartments N 4 and N 5, shall be supplied. Cargo compartment N 4 Removable door area protection nets, with stanchions from frame 55A to frame 59, and a divider net at frame 54, shall be supplied. Structural provision for attaching an optional divider net shall be installed at frame 57. The sections of the compartment divided by nets shall allow bulk loading within the requirements of the Weight and Balance Manual. When no additional center tanks are installed, the compartment usable bulk volume shall be approximately 402 ft3 (11,37 m3). When no additional center tanks are installed, the compartment maximum load capacity shall be approximately 6 660 lb (3 021 kg).

25-55.20.05

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25-55.30.00 25-55.30.01 25-55.30.02

Cargo compartment N 5 The compartment shall allow bulk loading within the requirements of the Weight and Balance Manual. When no additional center tank is installed, the compartment usable bulk volume shall be approximately 255 ft3 (7,22 m3). When no additional center tank is installed, the compartment maximum load capacity shall be approximately 3 300 lb (1 497 kg). Structural provisions for attaching optional divider nets shall be installed at frames 60 and 62.

25-55.30.03 25-55.30.04

25-56.00.00
25-56.01.00 25-56.01.01

Additional center tank configuration in cargo holds

General The aircraft shall be delivered with six additional center tanks installed, two in the forward cargo hold and four in the aft cargo hold (Configuration A) - see para. 25-56.03.01 and Figure 25-56. Operational use The aircraft shall be fully operational in any of the ACT configurations shown in Sub-section 25-56.03. As a design aim it shall be possible to convert the cargo holds from configuration "A" to configuration "G" within 24 hours, provided there is unrestricted access from the passenger compartment as defined in paragraph 25-56.02.04. As a design aim it shall be possible to convert the cargo holds from configuration "G" to configuration "A" within 24 hours provided there is unrestricted access from the passenger compartment as defined in paragraph 25-56.02.04. Access shall be provided from the passenger compartment to the interconnections and the fuel quantity probes of the ACTs.

25-56.02.00 25-56.02.01 25-56.02.02

25-56.02.03

25-56.02.04

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25-56.03.00 25-56.03.01

Additional center tank configurations The additional center tank configurations shall be as shown on the following table, and Figure 25-56 shows the positions of the ACTs in the cargo holds.

Conguration

Cargo Compartment N 1 2 ACT 6 + 4 1 ACT 4 1 ACT 4 0 0 0 0

Cargo Compartment N 4 3 ACT 1 + 2 + 3 3 ACT 1 + 2 + 3 3 ACT 1 + 2 + 3 3 ACT 1 + 2 + 3 2 ACT 1 + 2 1 ACT 1 0

Cargo Compartment N5 1 ACT 5 1 ACT 5 0 0 0 0 0

A (6 ACTs) B (5 ACTs) C (4 ACTs) D (3 ACTs) E (2 ACTs) F (1 ACT) G (0 ACT)

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25-56.03.02

With the ACTs installed and maximum fuel loaded, the remaining maximum load capability of the cargo compartments shall be as follows.

Conguration

Cargo Compartment N 1 0 (1) 2 500 lb (1 134 kg) 2 500 lb (1 134 kg) 25-54.10.05* 25-54.10.05* 25-54.10.05* 25-54.10.05*

Cargo Compartment N 4 0 (1) 0 (1) 0 (1) 0 (1) 2 282 lb (3) (1 035 kg) 3 208 lb (1 455 kg) 25-55.20.05*

Cargo Compartment N5 0 (2) 0 (2) 0 (2) 0 (2) 2 282 lb (3) (1 035 kg) 2 282 lb (1 035 kg) 25-55.30.03*

A (6 ACTs) B (5 ACTs) C (4 ACTs) D (3 ACTs) E (2 ACTs) F (1 ACT) G (0 ACT)

* See relevant paragraph Remarks : (1) : No room available for freight (2) : No access for freight (3) : Total weight of cargo compartments N4 and N5 shall not exceed 2 282 lb (1 035 kg).

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25-56.03.03

With the ACTs installed, the remaining usuable bulk volume of the cargo compartments shall be approximately as follows.

Conguration

Cargo Compartment N 1 0 124 ft3 (3,52 m3) 124 ft3 (3,52 m3) 25-54.10.04* 25-54.10.04*

Cargo Compartment N 4 0 0

Cargo Compartment N5 0 0

A (6 ACTs) B (5 ACTs)

C (4 ACTs)

D (3 ACTs) E (2 ACTs)

0 80 ft3 (2,25 m3) 222 ft3 (6,28 m3) 25-55.20.04*

0 25-55.30.02*

F (1 ACT)

25-54.10.04*

25-55.30.02*

G (0 ACT)

25-54.10.04*

25-55.30.02*

* See relevant paragraph

25-60.00.00 25-61.00.00
25-61.01.00

Emergency Escape facilities - cockpit

A rope type emergency descent device shall be installed to enable crew members to evacuate the cockpit via the sliding windows.

25-62.00.00
25-62.01.00 25-62.01.01

Escape facilities - passenger compartment

System Provision shall be made for the installation of single lane inflatable escape slides at each passenger/crew/service door. System Provision shall be made for the installation of dual lane inflatable escape slides installed in the wing to fuselage fairing aft of the overwing exits, to facilitate evacuation from the upper surface of each wing. Unassigned Unassigned

25-62.02.00 25-62.03.00

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25-62.04.00 25-62.04.01 25-62.04.02 25-62.04.03 25-62.05.00 25-62.05.01 25-62.05.02 25-62.05.03

Passenger/crew/service door slide operation Unassigned Unassigned Unassigned Overwing exit emergency slide operation Unassigned Unassigned Unassigned

25-63.00.00
25-63.01.00

Evacuation signalling equipment

Provisions for an emergency evacuation signalling system shall be installed comprising : red warning lights and tone-off pushbuttons in the cockpit control pushbuttons in the cockpit a warning horn in the cockpit a selector switch in the cockpit. Unassigned

25-63.02.00

25-65.00.00
25-65.01.00 25-65.01.01

Miscellaneous emergency equipment

Cockpit The following emergency equipment shall be provided in the cockpit : 2 flashlights 1 axe 1 portable fire extinguisher - see Section 26-24 on page 26-5 3 life jackets, 1 for each cockpit occupant 1 Protective Breathing Equipment (PBE) - see Section 35-31 on page 35-3. Passenger compartment Unassigned Unassigned Safety barrier straps Self-retracting safety barrier straps shall be installed at each passenger/crew/service door.

25-65.02.00 25-65.02.01 25-65.02.02 25-65.10.00 25-65.11.00

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25-65.30.00 25-65.30.01

Emergency Locator Transmitter (ELT) System provisions including an antenna, shall be provided for the installation of an emergency locator transmitter.

25-71.00.00
25-71.01.00 25-71.01.01

Avionics compartment
A grab handle shall be provided to ease access into the avionics compartment from outside the aircraft. No access to the avionics compartment shall be provided from inside the cabin.

25-73.00.00
25-73.01.00

Miscellaneous compartments
Access shall be provided from the passenger compartment to the underfloor area for inspection or servicing when the normal access through the cargo compartment is restricted by the installation of the additional center tanks

25-80.00.00
25-80.01.00

Insulation
The complete insulation shall be installed at delivery. As a general rule insulation materials shall be water and mould resistant, and shall be suitably protected where necessary. Insulation material shall be readily removable for access to the structure. Where such access is frequently required an installation of sufficient durability shall be provided. Fasteners, or other means, used to attach the insulation to the aircraft structure shall not induce structural corrosion and shall be designed in such a way that they shall not damage the insulation material. The inboard surface of the fuselage insulation blankets installed below the passenger compartment floor shall be ventilated with passenger compartment exhaust air.

25-80.01.01

25-80.02.00

25-80.03.00

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25-13

25-14

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A319-100

Figure 25-10 - Cockpit - general arrangement

Main inst. panel Capt's side stick

Pedestal Windshield F/O's side stick

Sliding window (emergency evacuation) Capt's seat

Sliding window (emergency evacuation)

F/O's seat Capt's briefcase Lat console Fixed window

Coat stowage

F/O's briefcase Lat console Fixed window Third occupant's seat Handset Right rear panel

Provision for fourth occupant's seat

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25-16

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A319-100

Figure 25-11 - Pilot's field of view

140 130120 110 100 90 80 70 60 50 40 30 20 10 0 10 20 30 40 50 60 60 50 40 30 20 10 0 10 20 30 Pilot's axis 40

A319-100

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25-17

25-18

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A319-100

Figure 25-20 - Fuselage cross section

19 75

C windo L

ws

563.25 Aircraft datum 495 Cabin floor

2538 .25

516

240

765

527 Top of Cargo compartment

19

26

1243

Cargo Comptment Floor 1430 2630

A319-100

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25-19

25-20

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A319-100

Figure 25-21 - Seat track layout

A319-100

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20
1

66

- 02 Jul 1998

25-21

25-22

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A319-100

Figure 25-22 - Cabin attendant seat provision locations

Floor mounted type position

Wall mounted type position * * Electrical provision only

A319-100

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25-23

25-24

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A319-100

Figure 25-30 - Galley provision locations

A319-100

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31.010 4 TR

33.040 4 TR

- 02 Jul 1998

25-25

25-26

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A319-100

Figure 25-40 - Lavatory provision locations

A319-100

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25-27

25-28

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A319-100

Figure 25-50 - Cargo compartment locations

No 1 Fwd compartment

No 4

No 5

Aft compartments

A319-100

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25-29

25-30

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A319-100

Figure 25-56 - Additional center tank locations

C24 C25

C28

C30 C34

C47 /51 C54

C57

C59 C62 C64

C65

4
N1

2
N4

5
N5 Cargo compartment

Cargo compartment

Cargo compartment

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25-31

25-32

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A319-100

26-00.00.00

Fire protection
Detection
Fire and overheat detection systems shall be provided for : the engines the APU. Smoke detection systems shall be provided for : the avionics compartment the cargo holds. A centralized, addressable smoke detection system shall be provided for the cargo holds.

26-10.00.00
26-10.10.00

26-10.20.00

26-10.20.01

26-12.00.00
26-12.01.00 26-12.02.00 26-12.03.00 26-12.04.00 26-12.04.01

Engine fire and overheat detection

A continuously monitored, dual loop fire detection system using "AND" logic shall be provided for each engine. The systems shall be independent, and it shall be permitted to despatch the aircraft with one loop inoperative. The system shall incorporate a test circuit to check the fire sensing elements, and it shall be possible in flight to identify an inoperative loop. Fire sensing elements and their connectors shall be designed on the following basis. Elements shall have maximum protection from damage during maintenance, including cowling operation and engine component replacement. Elements with different warning set points shall be at least 6 inches different in length. Clearance between an element and adjacent structure shall be maintained. Fire sensing elements shall be easily replaceable. Element connections shall be moisture proof.

26-12.04.02 26-12.04.03 26-12.04.04 26-12.04.05

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26-1

26-12.05.00

An engine fire warning shall be indicated by : illumination of the master warning lights with associated information on the EIS illumination of a red light in the respective fire control panel an aural warning illumination of a red light associated with the respective HP fuel valve control. Activation of the fire control switch shall cancel and reset the aural warning. An aural warning cancel pushbutton switch shall be provided.

26-12.06.00 26-12.06.01

26-13.00.00
26-13.01.00 26-13.02.00 26-13.03.00 26-13.04.00

APU fire and overheat detection

A continuously monitored dual loop fire detection system using "AND" logic shall be provided for the APU. The systems shall be independent, and it shall be permitted to despatch the aircraft with one loop inoperative. The system shall incorporate a test circuit to check the fire sensing elements, and it shall be possible in flight to identify an inoperative loop. Fire sensing elements and their connectors shall be secured and routed so that an element shall have maximum protection from damage during maintenance, including door operation and component replacement. The number of components in the detection system shall be kept to a minimum and it shall be possible to replace them without removing the APU. An APU fire warning shall be indicated by : illumination of the master warning lights with associated information on the EIS illumination of a red light in the APU fire control panel an aural warning an external electric horn and a warning light on the nose landing gear when the aircraft is on the ground.

26-13.05.00

26-13.06.00

26-15.00.00
26-15.01.00 26-15.02.00

Avionics compartment smoke detection

A smoke detection system shall be provided for the avionics compartment. An amber warning light indicating the presence of smoke shall be provided in the cockpit. Associated information shall appear on the EIS.

26-2

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A319-100

26-15.02.01 26-15.03.00 26-15.03.01

The amber smoke warning light shall be cancelled automatically once the smoke disappears. Avionics equipment and associated circuits shall be installed so as to permit easy application of smoke procedures. A smoke detector suitably placed in the ventilation air extraction circuits shall monitor the main electrical and electronic groups of equipment to permit rapid indication of the smoke. A simple smoke drill procedure shall be determined. It shall be possible, if smoke is not completely evacuated after a due time, to isolate electrically that major part of the equipment not essential for the continuation of safe flight.

26-15.03.02 26-15.03.03

26-16.00.00
26-16.01.00 26-16.02.00

Cargo hold smoke detection

A dual loop smoke detection system shall be installed in the cargo holds. The detectors shall use "AND" logic. The following warnings indicating the presence of smoke shall be provided in the cockpit : red master warning corresponding red smoke warning on overhead panel appropriate message on the upper ECAM display a repetitive chime. Cockpit warnings shall be automatically cancelled when the level of smoke falls below the detection threshold of the detectors. Access shall be provided from the passenger compartment to the forward and aft cargo holds smoke detectors when normal access through the cargo holds is restricted by the installation of the ACTs.

26-16.03.00 26-16.04.00

26-17.00.00
26-17.01.00

Lavatory smoke detection

A centralized, addressable smoke detection system shall be provided for the lavatory compartments, without the relevant lavatory smoke sensor assemblies. Provision for aural and visual warnings, indicating the presence of smoke, shall be provided. In the cockpit, the crew shall be alerted by : red master warning red message "LAVATORY SMOKE" on ECAM display a repetitive chime.

26-17.01.01

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26-3

26-20.00.00
26-20.01.00

Extinguishing
Fire extinguishing systems shall be provided : on the engines on the APU in the cargo holds.

26-21.00.00
26-21.01.00

Engine fire extinguishing

Fire extinguishing shall be provided for the designated engine fire zone (or zones) in the form of a two shot system. Each shot shall be supplied by a single head container activated by a double filament cartridge. For each nacelle there shall be two containers located in the engine pylon connected to a single distribution system. Flexible and fire resistant materials shall be used where there may be relative motion between components. A light shall be provided in the cockpit to indicate extinguisher discharge. One fire control switch for each engine shall be installed on the overhead panel to close the fuel, pneumatic, and hydraulic shutoff valves, to trip the generator field, and to arm the extinguisher system. The extinguishing agent discharge shall be accomplished by a separate and distinct control action.

26-21.01.01 26-21.02.00 26-21.03.00 26-21.04.00

26-22.00.00
26-22.01.00

APU fire extinguishing

The system shall comprise an extinguishing agent container and the necessary plumbing to discharge its contents into the APU compartment. Operation of the APU fire control switch shall shut down the APU, close the fuel and the air bleed, trip the generator field, and arm the extinguisher system. The extinguishing agent shall be discharged by a separate and distinct control action. In the event of an APU fire warning on the ground an automatic system shall shut down the APU and shall operate the fire extinguisher. A light shall be provided in the cockpit to indicate extinguisher discharge.

26-22.02.00

26-22.02.01 26-22.03.00

26-4

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A319-100

26-23.00.00
26-23.01.00 26-23.02.00 26-23.03.00

Cargo hold fire extinguishing

A single container with two outlets shall be installed. It shall be possible to discharge the contents of the container into either the forward or the aft cargo hold as selected by the flight crew The system controls shall be located on the cockpit overhead panel and shall comprise : one DISCH switch for each cargo hold system operation one DISCH indicator for each cargo hold to show that the container has been discharged one test button for cartridge wiring checks.

26-24.00.00
26-24.01.00 26-24.02.00 26-24.03.00

Portable fire extinguishers

Portable fire extinguishers filled with extinguishing agent under pressure shall be installed. One portable extinguisher shall be installed in the cockpit. Unassigned

26-25.00.00
26-25.01.00 26-25.02.00 26-25.03.00

Lavatory fire extinguishing

Unassigned Unassigned Unassigned

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26-5

26-6

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A319-100

27-00.00.00

Flight controls
General
Flight controls shall include those devices used to control the aircraft trajectory in the roll, yaw, and pitch axes and to control the lift on the wing. See Figure 27-00 - Flying controls - general arrangement on page 27-9 for the general arrangement of the flying control surfaces. All surfaces shall be hydraulically actuated. Ailerons, elevators, spoilers, flaps, and slats, shall be signalled purely electrically. The horizontal stabilizer, and the rudder shall be signalled both mechanically and electrically. Manual flight controls shall consist of : two sidestick controllers, one on each side console plus an associated adjustable armrest on each seat (interconnected electrical control of pitch and roll) two pitch trim handwheels on the center pedestal (interconnected mechanical control) two pairs of rudder pedals (interconnected mechanical control of yaw) one combined speed brake/ground spoiler lever, on the center pedestal (electrical control) one combined slat/flap lever, on the center pedestal (electrical control). The integrity of the control system design and its supplies shall satisfy the safety requirements of fail-operational automatic landing.

27-01.00.00
27-01.01.00

27-01.02.00 27-01.03.00 27-01.04.00 27-01.05.00

27-01.06.00

27-02.00.00
27-02.01.00 27-02.01.01 27-02.01.02 27-02.01.03 27-02.01.04

Design criteria
Mechanical design Cable quadrants, cranks, rods, torque tubes, brackets, control wheels and levers shall be fabricated from aluminium alloy, steel or titanium. Magnesium alloys shall not be used. Control cables shall be made from zinc coated carbon steel. In the choice of materials and their surface finish consideration shall be made of their loading, operating conditions and installation environment including contact with cleaning and de-icing fluids where applicable. Control surfaces and/or servo controls shall be electrically bonded to the airframe.

27-02.01.05

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27-1

27-02.02.00 27-02.02.01 27-02.02.02

Electrical design Electrical signalling of ailerons, elevators, horizontal stabilizer, spoilers, flaps and slats shall be achieved by the use of three types of computers. The primary functions for the three types of computers, installed in the avionics compartment, shall be as follows : aileron, elevator and horizontal stabilizer control flap and slat control spoiler control and reversionary control of elevator. The number of control and monitor channels included in the computer configuration defined above shall be consistent with the integrity requirements of the associated control function. The electrical signalling system shall be designed to allow dispatch of the aircraft after a single computing channel failure. No single failure in any one flight control computer shall affect the continued operation of any other flight control computer. The routing, segregation and protection of wiring associated with electrical signalling shall be such that the safety requirements are met. The number of position pickup types shall be minimized. In unpressurized areas brushless, inductive transducers shall be used as position sensors.

27-02.02.03

27-02.02.04 27-02.02.05 27-02.02.06 27-02.02.07 27-02.02.08

27-03.00.00
27-03.01.00

Maintenance
Access shall be provided for visual inspection and maintenance of all flight control components. Identification labels shall be readable with components installed in the aircraft. In general, components of the flight control system shall be adjustable and replaceable without the removal of other equipment or entering a normally closed area. Rigging pin holes shall be provided to facilitate rigging. The number of rigging pin types shall be held to a minimum. It shall be possible to install a replacement cable by pulling it into position by means of the cable being replaced. Replacement of any position transducer shall be possible without adjustment within the computers.

27-03.02.00

27-03.03.00 27-03.04.00 27-03.05.00

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27-03.06.00

Each computer shall incorporate the necessary Built-in Test Equipment (BITE) to provide the following : detection of the failed LRU detection of dormant failures detection of in-flight failure related information. Any tests required after signalling system component changes shall be as simple as possible and shall be able to be carried out without the use of additional ground test equipment. The control system shall be designed so that the majority of checks, including single hydraulic system operational checks, shall be able to be carried out adequately without running any engine and without the use of an external hydraulic power source. Maximum operating rates may not be achievable under these conditions. Permanent markings shall be provided to enable the rigging position of each surface to be checked for the elevator, stabilizer, rudder and aileron systems.

27-03.07.00

27-03.08.00

27-03.09.00

27-10.00.00
27-10.01.00 27-10.02.00 27-10.03.00

Ailerons
Roll control of the aircraft shall be achieved by an all speed aileron on each wing complemented by spoilers. Each aileron shall be driven by two hydraulic actuators. Adjacent actuators shall be supplied from different hydraulic systems. Each actuator shall be signalled electrically. Aileron surface position shall be based on signals from the sidestick controllers processed by the Elevator and Aileron Computer system (ELAC). The sidestick controllers shall be electrically coupled. Artificial feel shall be provided. Indication of aileron positions shall be available in the cockpit.

27-10.04.00 27-10.05.00 27-10.06.00

27-20.00.00
27-20.01.00 27-20.02.00 27-20.03.00 27-20.04.00

Rudder
The yaw control of the aircraft shall be achieved by the rudder. The rudder shall be powered by three hydraulic actuators supplied from different hydraulic systems. The actuators shall be signalled via the rudder pedals by a mechanical system. Yaw damping shall be provided - see Section 22-63 on page 22-11.

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27-20.05.00 27-20.06.00 27-20.07.00 27-20.08.00

The Captain's and First Officer's pedals shall be interconnected. A fore and aft lockable adjustment shall be provided. Artificial feel shall be provided. For rudder travel limit computations see Section 22-61 on page 22-11. Trim shall be controlled by switches located on the pedestal, through the Flight Augmentation Computer (FAC) controlling the actuator, which shall change the neutral position of the feel unit. Indications of rudder and rudder trim position shall be available in the cockpit.

27-20.09.00

27-30.00.00
27-30.01.00 27-30.02.00 27-30.03.00 27-30.04.00 27-30.05.00 27-30.06.00

Elevators
The pitch control of the aircraft shall be achieved by two elevators signalled from the sidestick controllers. Each elevator shall be driven by two hydraulic actuators. Adjacent actuators shall be supplied from different hydraulic systems. Each actuator shall be electrically signalled. Elevator position shall be based on signals processed by the ELAC system. A reversionary means of signalling the elevator actuators shall be provided via the Spoiler and Elevator Computer (SEC) system. Artificial feel shall be provided. Indication of elevator position shall be available in the cockpit.

27-40.00.00
27-40.01.00 27-40.02.00

Trimmable Horizontal Stabilizer (THS)

The pitch trim function shall be achieved by the use of the horizontal stabilizer. The horizontal stabilizer shall be actuated by a fail-safe screwjack driven by two differentially coupled hydraulic motors, supplied from different hydraulic systems. The screwjack shall be equipped with a no-back brake device. The horizontal stabilizer actuator shall be signalled electrically. The control signals shall be processed by the ELAC system. A reversionary means of signalling the horizontal stabilizer actuator shall be provided by the SEC system. A reversionary mechanical means of controlling the horizontal stabilizer shall be provided, operated by interconnected handwheels located on the pedestal. The mechanical control shall be capable of overriding the electrical control.

27-40.03.00 27-40.04.00 27-40.05.00

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27-40.06.00

Indication of the horizontal stabilizer position shall be available in the cockpit, and permanent position markings shall be provided on the pedestal.

27-50.00.00
27-50.01.00

Flaps
Two trailing edge, single element Fowler flaps shall be provided on each wing, one section inboard of the wing trailing edge kink and one outboard - see Figure 27-50 - Flap and slat system - schematic on page 27-17. The flaps shall be supported on tracks. Four extended positions shall be provided. The flap drive system shall be electrically signalled and controlled from a combined slat and flap lever located on the center pedestal. The system shall consist of a power control unit operated by two independently supplied hydraulic motors driving a single torque shaft transmission system through a differential gear box. The flaps shall be operated by mechanical rotary actuators. Under normal operating conditions both hydraulic motors shall be driven. An error detection system shall stop and hold the system in the event of an uncontrolled symmetrical or asymmetrical flap movement. A brake shall be installed between the actuator stations of the outboard flap. Under conditions of a single power supply system failure, the remaining motor shall provide full output shaft torque to operate the system at a reduced rate. An auto-retraction function shall be provided for the take-off configuration corresponding to the lever position 1 (ie 1+F) to retract the flaps automatically to 0 when the aircraft speed increases beyond 210 knots.

27-50.01.01 27-50.02.00

27-50.03.00 27-50.04.00 27-50.04.01 27-50.04.02

27-50.05.00

27-55.00.00
27-55.01.00

Flap position indicating

See Section 27-85 on page 27-7.

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27-60.00.00
27-60.01.00

Spoilers
Five spoiler surfaces shall be provided on each wing to provide the following functions : roll control in-flight speedbrake control ground lift dumping. At landing, a phased lift dumping function shall be provided to improve braking efficiency. Each spoiler surface shall be driven by a single actuator. The three hydraulic systems shall be used with a single system being supplied to each actuator. Each spoiler surface shall be electrically signalled. Spoiler position shall be based on the combination of signals from the sidestick controller and the speedbrake lever position transducer processed by the SECs. Automatic extension control on touchdown shall be provided. Indication of spoiler position shall be available in the cockpit.

27-60.01.01 27-60.02.00

27-60.03.00

27-60.04.00 27-60.05.00

27-70.00.00
27-70.01.00

Ground locking
Locks shall not be required for any surfaces in wind speeds gusting up to 80 knots from any direction with or without pressure in the hydraulic systems.

27-80.00.00
27-80.01.00 27-80.02.00 27-80.03.00

Slats
Five leading edge slats shall be provided on each wing - see Figure 27-50 - Flap and slat system - schematic on page 27-17. The slats shall be supported on tracks. Three extended positions shall be provided. The slat drive system shall be electrically signalled and controlled from a combined slat and flap lever located on the center pedestal. The system shall consist of a slat control unit operated by two independently supplied hydraulic motors driving a single torque transmission shaft system through a differential gearbox. Each slat section shall be operated by two mechanical rotary actuators driven from the torque shaft. Under normal operating conditions both slat control unit motors shall be driven.

27-80.04.00

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27-80.04.01

Under conditions of a single power supply system failure the remaining motor shall provide full output shaft torque to operate the system at a reduced rate. An error detection system shall stop and hold the system in the event of an uncontrolled symmetrical or asymmetrical slat movement. A brake shall be installed near to each outboard actuator station. Slat retraction shall be inhibited at high angles of attack or at low speeds.

27-80.05.00

27-80.06.00

27-85.00.00
27-85.01.00 27-85.02.00

Flap and slat position indication

Flap and slat positions, placard speeds, and speedbrake indications shall be provided. Exterior markings shall be provided to enable the slat and flap positions to be checked from the passenger compartment windows.

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27-7

27-8

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A319-100

Figure 27-00 - Flying controls - general arrangement

Slats Aileron

Rudder

Elevator

Flaps Trimmable horizontal stabilizer

Speed brakes Roll spoilers Lift dumpers

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27-9

27-10

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A319-100

Figure 27-10 - Roll controls - schematic

Hydraulic actuators B G Autopilot commands

Right Ailerons Left

ELAC
(1)

(2)

G B

(3)

Spoilers 2, 3, 4 & 5

Sidestick commands

SEC

(2) (1)

ELAC SEC

Elevator and Aileron Computer Spoiler and Elevator Computer

Hydraulics B Blue system G Green system Y Yellow system

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27-11

27-12

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A319-100

Figure 27-20 - Yaw controls - schematic

+20 RESET

RUD TRIM
NOSE

NOSE

Centering spring Mech. stop Travel limitation M

Hydraulic actuators
B Y G

FAC Trim reset Rudder trim

1

Yaw damper

Rudder trim
2

M Artificial feel

Rudder

Rudder pedals
ELAC
2 1

Rudder control

M FAC ELAC

Motor actuator Flight Augmentation Computer Elevator and Aileron Computer

Hydraulics B Blue system G Green system Y Yellow system

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27-13

27-14

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A319-100

Figure 27-30 - Pitch controls - schematic

Hydraulic actuators THS actuator G 1 2 Hydraulic 3 motors Electric motors Y THS B Y Elevators G B Left

Mechanical trim Trim

Right

NORM ALTN

Autotrim Autopilot commands ELAC (1) (2)

NORM ALTN

Sidestick commands

SEC

(2) (1)

THS ELAC SEC

Trimmable Horizontal Stabilizer Elevator and Aileron Computer Spoiler and Elevator Computer

Hydraulics B Blue system G Green system Y Yellow system

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27-15

27-16

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A319-100

Figure 27-50 - Flap and slat system - schematic

Control lever ECAM position indication Command sensor unit

Slat/Flap Control Computer 2 (SFCC 2)

Slat/Flap Control Computer 1 (SFCC 1)

LGCIU

LGCIU

Rotary actuator
GB

Slat PCU Flap attachment sensor Drive gear box

BG

Wing tip brake FWC

B Y

Asymmetry position pick off unit Rotary actuator Surface support track Flap carriage

GB

Flap PCU

LGCIU

Landing Gear Control Interface Unit FWC Flight Warning Computer Hydraulics B Blue system G Green system Y Yellow system

Power control unit

5 1

1. Differential gear 2. Instrumentation pick off unit 3. Feedback position pick off unit 4. Pressure-off brake
4 3 2

5. Valve block and Hydraulic motor

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27-17

27-18

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A319-100

28-00.00.00
28-00.01.00

Fuel system
The arrangement of the fuel system shall be generally as shown in : Figure 28-00 - Main fuel system - schematic on page 28-11 Figure 28-28 - Additional center tank fuel system - schematic on page 28-13 Figure 25-56 - Additional center tank locations on page 25-31. The fuel system shall function satisfactorily at any altitude up to and including the maximum certificated altitude of the aircraft. The system shall be suitable for operation with kerosene in accordance with the following specifications : MIL T 5624 ASTM D 1655 IATA guidance material. The system shall be suitable for operation with additives mentioned in the above fuel specifications and other additives, including Biobor and antistatic additives, approved by Airbus Industrie for use in the engines and APU. The system shall operate satisfactorily with fuel temperatures in the range of minus 54C (minus 65F) to plus 50C (plus 122F). The lower temperature limit shall be dependent on the fuel freezing point, and the upper temperature limit subject to a fall off with increasing altitude to plus 40C (plus 104F) at 36 000 ft. The number of components of the system that shall require bleeding or drainage shall be kept to a minimum.

28-00.02.00 28-00.03.00

28-00.03.01

28-00.04.00

28-00.05.00

28-10.00.00
28-10.01.00

Storage
The fuel shall be carried in three integral wing tanks (left, right, and center wing), and in up to six Additional Center Tanks (ACT) installed in the forward and aft cargo holds. The Additional Center Tanks shall have the following usable fuel volumes. Cargo Compartments No 1 ACT No litres (US gal) 6 3 170 (837) 4 2 230 (589) 1 3 170 (837) No 4 2 3 170 (837) 3 2 230 (589) No 5 5 3 030 (800)

28-10.02.00

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28-10.03.00

The total fuel capacities for the various ACT configurations according to Section 25-56 on page 25-8, shall be as follows. Conguration A B C D E F G Number of ACTs 6 5 4 3 2 1 0 ACT fuel capacity totals 17 000 litres 13 830 litres 10 800 litres 8 570 litres 6 340 litres 3 170 litres 0 4 491 US gal 3 654 US gal 2 853 US gal 2 264 US gal 1 675 US gal 837 US gal 0

28-11.00.00
28-11.01.00

Tanks
The usable fuel capacity shall be as follows.

total left and right wing tank fuel center wing tank fuel total ACT fuel (Conguration A) Total aircraft fuel 28-11.02.00 28-11.03.00 28-11.04.00

(15 609 litres) (8 250 litres) (17 000 litres) (40 859 litres)

4 123 US gallons 2 179 US gallons 4 491 US gallons 10 794 US gallons

These quantities shall be achievable with the aircraft at its normal ground attitude datum. A minimum of 2 % expansion space shall be provided. Adequate baffling shall be provided to prevent undue fuel movement during maneuvers. These baffles shall permit air movement within the tanks at the top and drainage at the bottom for fuel and water. Flush type, self-closing water drain valves shall be provided at the low points in each tank. It shall be possible to replace a valve seal in a wing tank without draining the tank. The number of actions required to operate the water drains shall be kept to a minimum. A vent surge tank shall be located in each wing tip. The quantity of unusable fuel shall be kept to a minimum and special techniques shall not be required in flight to achieve the declared value of usable fuel.

28-11.04.01

28-11.04.02 28-11.05.00 28-11.06.00

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28-11.07.00

A protective treatment against corrosion and biological contamination shall be applied to all tank interior surfaces using the best available materials and processes. Protective treatment and sealant shall not be liable to flaking.

28-12.00.00
28-12.01.00

Tank venting system

Each wing tank shall be separately vented via the wing tip surge tanks, which shall be connected to atmosphere by flush non-icing inlets underneath the wing tips. The vent inlet position and the wing tip structure thickness shall be designed to minimize hazard from lightning strike. Vent inlet flame arresters shall be installed. The ACTs shall be vented to the vent line of the center wing tank. The vent system shall be arranged so that overboard fuel spillage or siphoning shall not occur under the following conditions : normal refueling on a ground slope of less than 2 from the horizontal taxiing normal flight, within the flight envelope. Means shall be provided, adjacent to the vent outlet, to prevent fuel spillage running inboard along the wing before falling on to the ground. Any fuel remaining in the surge tanks shall be scavenged into the wing tanks. In the event of a failure occurring in the refueling cutoff system, tank overpressurisation shall be limited by pressure relief devices and suitable sizing of the tank vent system.

28-12.01.01 28-12.01.02 28-12.01.03 28-12.02.00

28-12.02.01 28-12.03.00 28-12.04.00

28-20.00.00
28-20.01.00

Distribution
Each engine shall be fed from its associated wing tank or the center tank during normal operation. It shall be possible to feed a single engine, or both engines, from any one tank via a crossfeed valve. In the event of failure of the fuel pumps supplying either of the engines, the system shall permit sustained flight with the engines operating satisfactorily at any thrust up to maximum continuous power, if certain altitude, attitude, and maneuver limits are observed. These limits shall be published in the aircraft Flight Manual. The ACTs shall supply the wing center tank.

28-20.02.00

28-20.03.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

28-3

28-21.00.00
28-21.10.00 28-21.11.00 28-21.11.01

Main fuel pump system

Pumps Six identical fuel pumps shall be installed, two in each wing tank. The fuel feed system shall be of the self-bleeding type. The flow and pressure performance of each pump shall be sufficient to satisfy the maximum fuel supply certification requirements for one engine. Each pump shall be driven by a flooded 3 phase ac motor, and shall be housed in a canister which shall be designed to allow the removal and replacement of the pump unit without the need to drain the fuel tanks. The inlet to each pump shall be protected by a coarse, non-icing screen. Each pump shall incorporate non-resettable thermal protection. Each pump shall be capable of operating dry without damage for at least 10 minutes after normal wet operation. No single failure in the electrical power supply shall cause the loss of both fuel pumps in a given tank. Fuel valves The fuel supply to each engine shall be controlled by a spherical plug type LP valve which shall be provided with a double motor electric actuator. The LP valve shall be installed as near as practicable to the tank boundary and the electric actuator shall be replaceable without entering the tank. Each LP valve shall be controlled by either the fire extinguishing system - see Section 26-21 on page 26-4 - or the engine master switch. A spherical plug type crossfeed valve provided with a double motor electric actuator shall be installed. This actuator shall be replaceable without entering the tank. Fuel lines - General The fuel feed lines shall be contained within the wing fuel tanks except for the lines running through the pylons and to the APU. The APU fuel line shall not pass through the main landing gear wheel well. Wherever fuel lines pass through the pressurized sections of the fuselage they shall be contained within vented and drained metal shrouds.

28-21.12.00

28-21.12.01 28-21.12.02 28-21.12.03 28-21.12.04 28-21.30.00 28-21.31.00

28-21.31.01

28-21.31.02 28-21.32.00

28-21.60.00 28-21.61.00

28-21.61.01

28-4

J 000 01000CJ -

- 02 Jul 1998

A319-100

28-21.61.02

Any line connections in unpressurized sections of the fuselage shall be shrouded and drained overboard or connected into the shroud drain system except in fire zones. Fire resistant hoses and stainless steel tubing shall be used in all designated fire zones. The use of hoses shall be minimized. Self-locking line connections shall be used inside all fuel tanks where appropriate. Outside the fuel tanks wire locked line connections may be used. Thermal expansion relief shall be provided to protect all fuel system lines. Fuel system line or coupling assemblies shall be designed so that normal installation misalignment shall not result in detectable leakage. ACT fuel lines The ACT fuel and vent lines shall be contained within the ACTs except for the ACT interconnections and the connections between the ACTs and the center wing tank. The ACT fuel and vent lines shall not pass through the main landing gear wheel well.

28-21.61.03 28-21.61.04

28-21.62.00 28-21.63.00 28-21.64.00 28-21.64.01

28-21.64.02

28-22.00.00
28-22.01.00 28-22.02.00

APU fuel pump system

The APU shall be fed from a tapping on the interwing crossfeed line. For starting, and when fuel pressure is not available from the tank pumps, fuel shall be supplied by an APU pump driven by a flooded single phase ac motor. The power supply for the APU pump shall be taken from the static inverter. The supply shall be switched automatically to an ac busbar as soon as ac power is available. The APU fuel pump shall be designed for in-line operation, and it shall be housed in a canister which shall allow removal and replacement without draining the fuel line. The fuel supply to the APU shall be controlled by a spherical plug type LP valve which shall be provided with a double motor electric actuator. The LP valve shall be installed as near as practicable to the tank boundary and the electric actuator shall be replaceable without entering the tank. The LP valve shall be controlled by the fire extinguishing system - see Section 26-22 on page 26-4.

28-22.02.01

28-22.02.02

28-22.03.00 28-22.03.01

28-22.03.02

A319-100

J 000 01000CJ -

- 02 Jul 1998

28-5

28-25.00.00
28-25.01.00 28-25.01.01

Refuel/Defuel system
Ground refueling A standard 2.5 in refuel/defuel coupling shall be provided under the right wing, outboard of the engine. Space and structural provisions shall be made for a similar coupling under the left wing. The refuel/defuel coupling shall incorporate replaceable adaptor flanges. The simultaneous refueling rate for the tanks shall be approximately 370 US gal/min (1 400 litre/min) with a pressure of 50 lbf/in2 (345 kPa) applied at the coupling. It shall be possible to completely refuel the wing tanks from empty in approximately 20 min with a supply as given in paragraph 28-25.02.00, or in a time inversely proportional to the rate when a lower supply pressure is available. It shall be possible to refuel all the tanks (wing and ACTs) from empty to full in approximately 50 minutes with a supply as given in paragraph 28.25.02.00, or in a time inversely proportional to the rate when a lower supply pressure is available. An electrically controlled refuel valve with a surge relief feature shall be provided for each wing tank. The valves shall be signalled to close by high level sensors, and at lower levels shall be able to be controlled to allow the tanks to be refueled individually or together. Each refuel valve shall be provided with a local manual override to the "open" position. An electrically controlled relief valve shall be provided for the ACT system, and an electrically controlled inlet valve and surge relief shall be provided for each additional center tank. An automatic refueling control system shall be provided which shall control the refuel valves to give the required preselected fuel load and correct distribution. All refueling switches and indicators and the fuel quantity preselector shall be mounted on a single refuel/defuel panel located underneath the fuselage. This panel shall be illuminated and have a quick release hinged cover. The refuel/defuel panel shall be equipped with a means to check the electrical continuity of the high level shutoff system for each refuel valve. The complete refueling operation may be accomplished from the refueling panel using battery power only. Closing the refuel/defuel panel door shall ensure that all the controls and indications on the refuel/defuel panel are electrically isolated.

28-25.01.02 28-25.02.00

28-25.02.01

28-25.02.02

28-25.03.00

28-25.03.01

28-25.03.02

28-25.04.00

28-25.04.01 28-25.04.02 28-25.04.03

28-6

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- 02 Jul 1998

A319-100

28-25.04.04 28-25.05.00 28-25.06.00 28-25.07.00

Unassigned A standby gravity filling point shall be provided for each wing tank. The refuel lines shall drain into the tanks during normal flight. The design shall ensure that no single failure in the refueling system shall result in structural damage to the tanks, the fuel system pipes or equipment. The refueling system shall be designed to minimize electrostatic potentials created at the maximum refueling rate. Ground defueling It shall be possible to completely defuel the aircraft via a defuel valve using the engine feed pumps for the wing tanks and the ACT pump to transfer from the ACTs to the wing center tank.

28-25.08.00 28-25.20.00 28-25.21.00

28-28.00.00
28-28.01.00 28-28.02.00 28-28.03.00

Additional Center Tank transfer system

An additional center tank fuel transfer system shall be installed. Fuel shall be transferred in flight from the ACTs to the wing center tank by air pressurization. A fuel transfer back-up system shall be provided and shall be used on the ground to transfer to the wing center tank for defueling see 28-25.21.00. Leak monitoring Leak monitoring shall be provided for the ACTs and shrouded fuel lines.

28-28.04.00 28-28.04.01

28-40.00.00
28-40.01.00

Indicating
Each main fuel pump shall be controlled by a pushbutton, incorporating pump "OFF" and "FAULT" (low pressure) indications, installed on the overhead panel. Position indications for the LP and crossfeed valves shall be provided in the cockpit. Indication of fuel low level shall be provided in the cockpit. Indication of aircraft "Gross Weight" (GW) and "Fuel On Board" (FOB) shall be provided in the cockpit. The "GW" indication shall be obtained by addition of "FOB" to the "ZFW" (Zero Fuel Weight) setting.

28-40.01.01 28-40.02.00 28-40.03.00 28-40.03.01

A319-100

J 000 01000CJ -

- 02 Jul 1998

28-7

28-42.00.00
28-42.01.00

Quantity indicating
A fuel quantity indication system shall be provided to give a digital display in kilograms of the contents of each wing fuel tank, and the total contents of the ACTs, both in the cockpit and at the refuel panel. The system shall also provide a digital display in kilograms of the contents of each ACT both in the cockpit and at the refuel panel. The signals shall also be available on a data bus for use, as required, by other aircraft systems. The system shall control refueling automatically to load fuel onto the aircraft to a predetermined mass quantity, and with the correct distribution between tanks. The accuracy shall be specified taking into account the variation in density and other fuel characteristics possible within the range of fuels defined in paragraph 28-00.03.00. The system in the wing tanks shall be of the capacitance type, and all probes, sensors, and cables required in the wing tanks shall be accessible via manholes in the bottom wing skin and center wing tank rear spar. It shall not be necessary to remove components other than those to be replaced, serviced, or repaired. For the wing fuel tanks, the maximum error of the fuel quantity indicating system shall be 1 % of the maximum individual tank capacity plus 1 % of the actual measured fuel quantity of that tank, assuming that the aircraft pitch and roll attitudes do not exceed plus or minus 3 about the aircraft zero attitude datum for ground and flight. Unassigned The fuel quantity indicating system for the auxiliary fuel only, shall have a maximum error of no more than plus or minus 3%, assuming that the aircraft pitch and roll attitudes do not exceed plus or minus 3 about the aircraft zero attitude datum for ground and flight. However, with maximum Fuel On Board including full ACTs the accuracy of the fuel quantity indicating system shall be compliant with the basic accuracy of the system. Onboard calibration of the fuel quantity system for main and auxiliary fuel shall not be required to maintain the accuracy of the system within the guaranteed limits. For the additional center tanks, it shall be possible to remove components without removing the additional center tanks from the cargo compartments, provided that access from the passenger compartment is not compromised by the cabin layout - see paragraph 25-56.02.04.

28-42.01.01

28-42.01.02

28-42.01.03

28-42.01.04 28-42.02.00

28-42.02.01 28-42.03.00

28-42.04.00

28-42.05.00

28-8

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- 02 Jul 1998

A319-100

28-43.00.00
28-43.01.00 28-43.01.01

Manual (magnetic) indication

A secondary, direct reading, fuel quantity indicating system for the wing tanks shall be installed, for ground operation only. The secondary fuel quantity indicating system shall use measuring sticks that can be read from below the wing tanks. These sticks shall have linear graduations able to be converted to volumetric or mass units using charts provided. These charts shall also allow correction to be made for errors due to "out of level" attitudes of the aircraft. An aircraft attitude monitor shall be provided at the fuselage refuel/defuel panel location and space provision shall be made for the installation of associated calibration charts.

28-43.01.02

A319-100

J 000 01000CJ -

- 02 Jul 1998

28-9

28-10

J 000 01000CJ

- 02 Jul 1998

A319-100

Figure 28-00 - Main fuel system - schematic

Remote pick-up (all pumps) Sequence valves Low level sensors LP valve twin actuator Transfer valves with remote drive (signalled from low level sensors) 15 ENGINE 2 1 Pumps Center wing tank APU LP valve (twin actuators) Inner cell Jet pump Defuel/transfer valve (ground only) Cross feed valve twin actuators Shroud vent & overboard drain Jet pump pick-ups

Jet pump pick-up 22 Outer cell 26

Suction valve (gravity feed) Jet pump Jet pump pick-up

Jet pumps Left surge tank Left wing tank

APU

A319-100

J 000 01000CJ -

- 02 Jul 1998

28-11

28-12

J 000 01000CJ

- 02 Jul 1998

A319-100

Figure 28-28 - Additional center tank fuel system - schematic

ACT6

Center wing tank

ACT4

Center wing tank vent line

Left wing tank

Right wing tank

Main refuel/ defuel line ACT transfer fuel pump ACT transfer valve ACT refuel valve ACT inlet valve
ACT2 ACT1

Pressurized cabin air intake

ACT3

ACT Refuel/transfer line Air pressurization Vent line Check valve (direction of flow ) ACT5

A319-100

J 000 01000CJ -

- 02 Jul 1998

28-13

28-14

J 000 01000CJ

- 02 Jul 1998

A319-100

29-00.00.00

Hydraulic power
General
Three hydraulic systems shall be installed on the aircraft. They shall be independent and operate simultaneously under normal conditions at a nominal pressure of 20 600 kPa (3 000 lbf/in2) and be capable of operating at all altitudes and temperatures covered by the aircraft flight envelope. Fluid transfer between any of the three systems shall not be possible. The arrangement of systems shall be substantially as shown in Figure 29-00 - Hydraulic system - schematic on page 29-11 and the following colour code shall be used. Green - this system shall supply : the primary and secondary flight controls, including one flap and one slat motor and the flap and slat drive brakes and the following services : landing gear wheel brakes nose wheel steering engine N 1 thrust reverser. Yellow - this system shall supply : the primary and secondary flight controls including the flaps, and the flap drive brakes and the following services : wheel brakes cargo hold doors engine N 2 thrust reverser. Blue - this system shall supply : the primary flight controls, N 3 roll spoiler surface on each wing, one slat motor, the flap and slat drive brakes an emergency electrical generator. The direction of flow of fluid shall be clearly indicated on pumps, filters, check valves and pressure relief valves. Equipment shall be designed in such a manner that it shall be impossible to install it incorrectly. Wherever possible and practicable the system shall be designed to be self bleeding. Should bleeding be required bleed points shall be provided.

29-01.00.00
29-01.01.00

29-01.01.01 29-01.02.00

29-01.02.01

29-01.02.02

29-01.02.03

29-01.03.00

29-01.04.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

29-1

29-01.05.00 29-01.06.00

Facilities shall be provided for isolating and operating subsystems independently of the main systems, for maintenance purposes. The circuits shall be designed so that when functioning under the most unfavorable temperature conditions, the temperature of the fluid at any point in the circuit shall be less than the maximum specified for stable functioning by its Manufacturer. Sufficient hydraulic power shall be available following the loss of a single engine to permit continued flight, followed by a safe landing (but excluding an automatic landing). Sufficient hydraulic power shall be available from the blue system following a double engine failure to permit a safe landing. As far as practicable, pipe routing of each system will be segregated against common failures. Where this cannot be achieved suitable protection shall be provided. Design and installation of the system components shall be such as to preclude surge pressures anywhere in the system exceeding 125 % normal operating pressure, unless specifically designed for higher pressures with suitable fatigue factors. Also precluded shall be detrimental resonant conditions excited by forces generated within the system, or by forces imposed externally on the system components, under all probable operating conditions of the aircraft. As a design aim, the hydraulic system pressure oscillations that result from the opening or closing of any control valve, and which have a total excursion of more than 3 450 kPa (500 lbf/in2), shall damp out in less than 3 seconds. Hydraulic components shall be adequately protected against corrosion but generally shall not be painted. Magnesium alloys shall not be used. Hoses and lines shall be installed so as to prevent chafing on structural parts, as well as against adjacent hoses and lines.

29-01.07.00

29-01.07.01 29-01.07.02

29-01.07.03

29-01.07.04

29-01.08.00 29-01.09.00 29-01.10.00

29-02.00.00
29-02.01.00 29-02.02.00

Hydraulic fluid
The hydraulic fluid shall be a fire resistant fluid of the phosphate ester low density type 4 as defined in Aerospatiale standard NSA 307.110. There shall be more than one approved supplier for the hydraulic fluid assuming that more than one supplier is available.

29-2

J 000 01000CJ -

- 02 Jul 1998

A319-100

29-03.00.00
29-03.01.00

Hoses
Where necessary moving parts shall be connected to rigid lines by means of hoses or other devices. The use of hoses shall be kept to a minimum. Hose assemblies shall be of Teflon with stainless steel or equivalent reinforcement. Hose assemblies shall have one-piece or welded nipple assemblies attached to the hose material by swaged permanently attached sockets, or by replaceable fittings. Hoses of Teflon lightweight construction whenever permitted by size or availability shall be qualified. Hoses used on the landing gear assemblies shall be of the high pressure type in all applications and shall be protected by chafe guards as necessary. All high pressure hoses and the low pressure hoses located in the landing gear wells shall be equipped with stainless steel fittings. There shall be more than one approved supplier for hydraulic hoses assuming that more than one supplier is available.

29-03.02.00

29-03.03.00

29-03.04.00 29-03.05.00

29-04.00.00
29-04.01.00

Seals
Packing, seals, and gaskets shall be fabricated from ethylene-propylene material.

29-05.00.00
29-05.01.00

Lines
In general high pressure hydraulic lines shall be fabricated from titanium. In certain areas stainless steel may be used. Suction and return lines shall be of aluminium alloy except in the fire zones, on the landing gear, and in the wing part of the main landing gear well. All light alloy lines shall be corrosion protected by ALODINE 1200 and a paint scheme which shall be resistant to fluids of the phosphate ester type. Wherever necessary line routes and connections shall be screened to prevent hydraulic mist entering the cockpit and to prevent leaking fluid from contaminating passenger, cargo, or other underfloor compartments. HP manifolds shall not be installed in pressurized areas. Each section of line shall be identified. Colored tapes attached to the lines shall allow system and subsystem identification, as well as indicate flow direction. Where necessary, system identification shall be provided on the structure adjacent to the component and its break points.

29-05.01.01

29-05.02.00

29-05.02.01 29-05.03.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

29-3

29-05.04.00 29-05.05.00

Leakage in any one line shall not result in the loss of more than one hydraulic system. Material used for hydraulic line support shall be such as not to deteriorate or shrink when impregnated with the system fluid at its environmental operating temperature. Universal joint type fittings shall not be used. Where space permits line runs shall be routed so that no other lines shall block access to their connections or supports. Clearance for use of wrenches and other similar maintenance tools shall be provided. Line supports shall be designed to minimize tube wear. All return fluid shall pass through the return filters before entering the reservoir.

29-05.06.00

29-05.06.01

29-06.00.00
29-06.01.00

Unions
The number of line breaks shall be kept to a minimum, but without detrimental effect on maintainability.

29-10.00.00
29-10.01.00 29-10.02.00 29-10.03.00

Main hydraulic power

Each system shall normally be powered by variable displacement hydraulic pumps. The green system shall be powered by a pump mounted on the accessory gearbox of the left engine (N1). The yellow system shall be powered by one pump mounted on the accessory gearbox of the right engine (N2), and by a continuously rated electrical pump. The blue system shall be powered by one continuously rated electric pump. A ram air turbine driven pump shall be provided for emergency use. A bi-directional Power Transfer Unit (PTU) shall be installed to enable the yellow system supplement the green system and vice versa, when necessary. Engine pumps Engine pumps shall incorporate keyhole slots for Quick Attach Detach (QAD) mounting. It shall be possible to replace a pump within one hour including opening and closing the cowl doors. The temperature of the fluid shall not exceed 110C (230F). Each engine pump shall be protected by a blocking valve.

29-10.04.00

29-10.05.00

29-10.10.00 29-10.10.01 29-10.10.02 29-10.10.03 29-10.10.04

29-4

J 000 01000CJ -

- 02 Jul 1998

A319-100

29-10.20.00 29-10.21.00

Valves Relief valves shall be installed in the delivery lines from the pumps, in each system, and shall be capable of passing a flow at least equal to the maximum delivery flow of the pump with the highest flow potential. The use of thermal relief valves shall be minimized. A fire shutoff valve shall be installed in each engine pump suction line see Section 26-21 on page 26-4. Electrically operated valves shall be installed to depressurize each engine driven pump. The valves shall be of the spool type. Pushbutton switches to actuate the depressurizing valves shall be installed in the cockpit. All electrical coils for solenoids, electro-hydraulic transfer valves, transducers and similar equipment shall be potted or otherwise adequately protected against wire breakage due to vibration. Accumulators Each system shall include an accumulator to compensate for the response time of the pumps when sudden and heavy flow demands are made, and for damping out transient pressure surges. The alternate braking system shall have an accumulator to store fluid supplied by the yellow system which shall be isolated by a check valve - see Section 32-44 on page 32-8. The number of accumulators shall be held to a minimum. Charging pressures shall not exceed 17 200 kPa (2 500 lbf/in2) and pressure gages shall be installed adjacent to the charging points. Filters Each system shall be protected by at least two micronic filters. One filter shall be installed in the return line to each reservoir and one in the delivery line from the pumps. Each main pump shall be equipped with a case drain filter installed as close to the pump as practicable in a readily accessible location. The case drain filter shall be of a non-bypass type. The filters shall be cartridge type, easily removable, and shall incorporate clogging indicators. It shall be possible to remove and replace the elements without loss of fluid. All high pressure filters shall be of the non-bypass type. The aircraft shall be certificated for disposable filter elements. Filter elements shall be available from at least two manufacturing sources.

29-10.22.00 29-10.23.00 29-10.24.00 29-10.24.01 29-10.25.00

29-10.30.00 29-10.30.01

29-10.30.02

29-10.30.03

29-10.40.00 29-10.40.01

29-10.40.02

29-10.40.03

29-10.40.04 29-10.40.05

A319-100

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- 02 Jul 1998

29-5

29-10.40.06 29-10.40.07

The high pressure filter elements shall have a 15 micron absolute maximum rating. Reservoir return filters with sufficient capacity to avoid nuisance contamination indications shall be located adjacent to each reservoir. These filters shall be installed so that the elements may be removed and replaced without disconnecting lines and without excessive loss of fluid. All return line filters shall be of the bypass type. The low pressure filter elements (return filters) shall have a 3 micron absolute rating. Actuators Actuators, which during normal operation use only very short portions of the available stroke, shall have steel cylinders or wear surfaces with an equivalent wear resistance to steel in the cylinder bore.

29-10.40.08 29-10.50.00 29-10.50.01

29-14.00.00
29-14.01.00 29-14.02.00 29-14.03.00

Hydraulic reservoir pressurization system

Each system shall have its own reservoir which, under normal operating conditions, shall be pressurized. The reservoirs shall be pressurized using air bled directly from the left hand engine, the pneumatic crossfeed duct, or a ground supply. The hydraulic reservoir pressurization system shall be capable of maintaining an inlet pressure at the pumps sufficient to prevent cavitation under maximum flow conditions. Valves for depressurizing and draining each reservoir shall be provided.

29-14.04.00

29-16.00.00
29-16.01.00 29-16.01.01 29-16.01.02 29-16.01.03 29-16.01.04

Hydraulic reservoir filling

The following ground facilities shall be provided - see Section 12-10 on page 12-1 for connector sizes and types. Suction and delivery connectors for each system. Charging valves for each accumulator. One reservoir pressurization ground connector. A filling connector and a selector valve for filling each hydraulic system mounted on the green service panel. A filter shall be installed in the fill line upstream of the reservoir. An alternative filling means shall be provided by a hand pump mounted near the filling connection. Quantity indication for each hydraulic reservoir. An instruction placard shall be provided for filling the reservoirs in the pressurized or unpressurized state.

29-16.01.05 29-16.01.06

29-6

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- 02 Jul 1998

A319-100

29-16.02.00 29-16.03.00

A fluid sampling point shall be installed at a suitable position in each system. Precautions shall be taken to prevent ground operated hydraulic valves inadvertently being left in a position which could jeopardize flight safety.

29-20.00.00
29-20.01.00 29-20.01.01

Auxiliary hydraulic power

General One electrically driven hydraulic pump shall provide hydraulic power directly to the yellow system and through the PTU to the green system. This pump shall also be able to be operated in flight. The other electric pump, see paragraph 29-10.04.00, shall provide hydraulic power directly to the blue system. A hand pump in the yellow system shall allow the cargo compartment doors to be operated manually.

29-20.01.02 29-20.01.03

29-21.00.00
29-21.01.00 29-21.02.00 29-21.03.00 29-21.04.00

Blue and yellow system electric pumps

The pumps shall be driven directly by an explosion proof electric motor, without a gearbox. The pumps shall be controlled by pushbutton switches in the cockpit. The pumps shall be connected to the system by means of hoses. A steel, quick disconnect, self-sealing coupling shall be utilized in the suction line.

29-22.00.00
29-22.01.00

Blue auxiliary hydraulic power (Ram Air Turbine)

A drop-out Ram Air Turbine (RAT) coupled to a hydraulic pump shall be installed to power the blue system in the event of failure of both engines or total generated electrical power in flight. The RAT operation shall be electrically controlled via a guarded switch available to both pilots. Following total failure of the main generated electrical power the RAT shall be operated automatically. It shall be possible to test correct blade operation of the RAT on the ground by back driving using ground power supply sources.

29-22.02.00

29-22.03.00

A319-100

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- 02 Jul 1998

29-7

29-26.00.00
29-26.01.00

Emergency generator
An emergency electrical generator, driven by a hydraulic motor unit in the blue system, shall provide a source of emergency electrical power when the RAT is operated - see Section 24-24 on page 24-10.

29-30.00.00
29-30.01.00

Indicating
The following indications shall be provided in the cockpit : quantity for each hydraulic reservoir pressure for each system low pressure indication for the delivery pressure of each system brake system indications - see Section 32-60 on page 32-10. The following warning indications shall be provided : low level for each reservoir high temperature for each reservoir low pressure for the hydraulic reservoir pressurizing air. All warnings shall be processed by the flight warning system.

29-30.02.00

29-30.02.01

29-40.00.00
29-40.01.00 29-40.01.01

Inspection and maintenance

General Hydraulic units shall be installed so as to aid inspection and maintenance, and allow ready removal without undue disassembly of attaching parts and lines. Main components of the hydraulic system shall be identified by means of placards bonded to the adjacent aircraft structure. Wherever possible, the equipment shall be grouped in modules so that it can be removed without interference from lines. Housings and main subcomponents of hydraulic actuators, modules, valves, etc shall be designed giving special consideration to the minimization of the restraints imposed on them by fatigue and stress corrosion. Means shall be provided to prevent inadvertent crossing of the hydraulic lines at components and to prevent incorrect installation. Means shall be provided for isolating subsystems to allow measurement of internal leakage by supplying hydraulic pressure from a source external to the aircraft through the hydraulic ground connectors.

29-40.01.02 29-40.01.03 29-40.01.04

29-40.01.05 29-40.01.06

29-8

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- 02 Jul 1998

A319-100

29-40.01.07

The accuracy of cockpit indications shall be such as to aid maintenance.

A319-100

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- 02 Jul 1998

29-9

29-10

J 000 01000CJ

- 02 Jul 1998

A319-100

Figure 29-00 - Hydraulic system - schematic

Blue Reservoir Green Reservoir PUMP 1 140 l/min 25 l/min Accu Accu PTU L. & R. Aileron L. & R. Spoiler 3 L. & R. Aileron L. & R. Spoiler 5 L. & R. Speed Brake 1 L. & R. Elevator L. Elevator Tail Trim Slats L. & R. WTB Flaps L & R. WTB Rudder Slats L. & R. WTB Flaps R. WTB Rudder Yaw Damper 1 Reverse Eng. 1 Flaps L. WTB Rudder Yaw Damper 2 Reverse Eng. 2 Cargo doors Normal brakes P P P Flaps Alternate brakes R. Elevator Tail Trim L. & R. Spoiler 2 & 4 PUMP 2 140 l/min Yellow Reservoir

Hand Pump 25 l/min

RAT 78 l/min

Accu

Flaps Slats CSM/G Slats Landing gear Nose wheel steering

CSM/G Constant Speed Motor/Generator L Left P Priority Valve PTU Power Transfer Unit R Right RAT Ram Air Turbine WTB Wing Tip Brake l/min litres per minute

A319-100

J 000 01000CJ -

- 02 Jul 1998

29-11

29-12

J 000 01000CJ

- 02 Jul 1998

A319-100

30-00.00.00
30-00.01.00

Ice and rain protection

The aircraft shall be certificated for flight in icing conditions as defined by the requirements of Section 02-10 on page 02-1 with one or two engines operating. The engine installation and the airframe shall be protected by the use of hot air from the engines. Aerodynamic sensors, cockpit windows, and the water system shall be protected, where necessary, by electrical heating. The aircraft performance and handling shall not be affected beyond reasonable limits by ice accumulation on unprotected areas. Hot air supply The ice protection system for the engine intakes shall be fed by air drawn from the associated engine. The ice protection system for the slat leading edges shall be fed by air drawn from the pneumatic system - see Chapter 36. Servicing Test points shall be installed to enable valves to be operated independently of the system control loops wherever necessary. All metal duct-to-duct and equipment-to-duct joints shall be of a simple quick release type and sealants shall not be used. All metallic ducts shall be readily weldable. All ducts, servo lines and components shall be identified for ease of maintenance where necessary. Warning indications shall be provided in the cockpit for failures of important equipment. Physical means shall be provided to prevent components from being installed incorrectly. Cockpit controls and indications Controls and indications shall be provided in the cockpit to enable the systems to be operated satisfactorily. System design shall be such that checks on the ice protection system shall be able to be performed on the ground without any adverse effect on the aircraft or systems. Blue annunciator lights shall be installed in the cockpit to indicate when the engine or wing anti-ice valves are open and that the engine airbleed for anti-ice is in use.

30-00.02.00 30-00.03.00 30-00.04.00 30-00.05.00 30-00.05.01 30-00.05.02 30-00.06.00 30-00.06.01 30-00.06.02

30-00.06.03 30-00.06.04 30-00.06.05 30-00.07.00 30-00.07.01 30-00.07.02

30-00.07.03

A319-100

J 000 01000CJ -

- 02 Jul 1998

30-1

30-11.00.00
30-11.01.00 30-11.02.00 30-11.03.00 30-11.04.00

Wing ice protection

It shall be possible to use the ice protection system under all flight conditions from take-off to landing. The ice protected surfaces shall be compatible with aerodynamic requirements. The system shall be designed to protect against overheating and overpressurization of the structure and distribution system. The air supply to the slats shall be provided with control valves which shall be located as close as practicable to the air source. Each valve, one per wing, shall be provided with a position indication and a means to lock the valve in the closed position.

30-11.05.00

See Figure 30-10 - Wing ice protection system - schematic on page 30-5 for a schematic of the wing ice protection system.

30-20.00.00 30-21.00.00
30-21.01.00

Air intake Engine air intake ice protection

Each engine air intake shall be anti-iced by supplying hot air around its leading edge, ducting it along the intake as necessary and allowing it to exhaust to atmosphere. This air shall be supplied through a valve which shall be equipped with a means of locking it in either the open or closed position. The air intake ice protection system shall be able to be operated when ice protection is required both on the ground and in flight.

30-21.02.00

30-22.00.00
30-22.01.00

Other air intake ice protection

Air intakes shall be protected against ice formation where necessary.

30-30.00.00 30-31.00.00
30-31.01.00

Probes Probe ice protection

The pitot probes, static ports and plates, angle of attack sensors, and total air temperature sensors shall be continuously heated electrically to prevent their functioning being affected by the formation of ice.

30-2

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- 02 Jul 1998

A319-100

30-31.02.00 30-31.03.00

Each heater shall be permanently monitored and the failure of any heater shall be indicated in the cockpit. This protection system shall also function when the aircraft is on the ground without any risk of damage to the probes, ports or sensors. The total air temperature sensors shall not be heated on the ground. Three separate ice protection subsystems shall be provided to ensure that air data information provided on the Captain's, First Officer's and standby instrument systems is independent of individual heating system failures.

30-31.04.00

30-40.00.00 30-42.00.00
30-42.01.00

Windows, windshields and doors Windshield anti-icing and defogging

The left and right front windshield panels shall be protected against fogging and icing by electrical heating. In addition the front windshields shall be demisted by conditioned air - see Chapter 21. The sliding side windows and fixed side windows on each side of the cockpit shall be protected against fogging by electrical heating. Each windshield and window panel shall be equipped with two temperature sensors, one of which shall be a spare. Temperature control shall be automatic. The temperature control system shall be such as to permit the use of windshield de-icing on the ground. An overheat protection function shall be provided. Supply and monitoring circuits shall be tested automatically. Supplies to the windshield and window panels shall be protected against short circuits.

30-42.02.00 30-42.03.00

30-42.03.01 30-42.03.02 30-42.03.03 30-42.03.04

30-45.00.00
30-45.01.00 30-45.02.00

Windshield rain protection

Clear vision through the front windshields in rain shall be maintained by the use of windshield wipers. Each front windshield shall be provided with an electrically operated, 2-speed wiper. The wipers shall be parked clear of the glazed areas when not in use.

A319-100

J 000 01000CJ -

- 02 Jul 1998

30-3

30-45.03.00

The Captain's and First Officer's windshield wiper systems shall be independent. Special attention shall be given to access for removal and replacement of all elements of the systems. The maximum number of components shall be interchangeable between the left and right sides. Controls for the windshield wipers shall be separate for each windshield and shall be located on the overhead panel.

30-45.04.00

30-70.00.00
30-70.01.00

Water lines
No part of the water piping, controls or servicing connections shall freeze under any flight conditions. Electrical heating elements shall be utilised where necessary. It shall be possible to drain the water system completely - see Section 38-11 on page 38-1.

30-70.02.00

30-71.00.00
30-71.01.00 30-71.01.01

Drain mast ice protection

Drain masts for waste water, see Section 38-32 on page 38-4, shall be electrically heated. Heating shall be automatically controlled. A reduced level of drain mast heating shall be provided when the aircraft is on the ground.

30-4

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- 02 Jul 1998

A319-100

Figure 30-10 - Wing ice protection system - schematic

Cross feed valve

To air conditioning Packs From APU

Slat 1

Engine No. 1 Bleed air supply

Wing anti-ice Valve Restrictor

Slat 2

Telescopic duct Protected Leading Edge

Slat 3

Flexible connections

Slat 4

Piccolo tubes

Slat 5

A319-100

J 000 01000CJ -

- 02 Jul 1998

30-5

30-6

J 000 01000CJ

- 02 Jul 1998

A319-100

31-00.00.00

Indicating/Recording systems
Instruments and controls panels
Instrument dial markings, electronic display information, placards, nameplates, signs, stencils, and instructions shall be in the English language and in the following units.

31-10.00.00
31-10.01.00

Dimension Linear Area Volume Liquid measure Weight Speed Temperature Pressure 31-10.01.01 31-10.01.02 31-10.01.03 31-10.02.00 31-10.02.01 31-10.03.00 31-10.03.01 31-10.04.00

Units Inches, feet, meters, international nautical miles Square inches, square feet Cubic inches, cubic feet Fluid ounces, US quarts, US gallons, litres Kilograms Knots, Mach number, feet per minute Degrees Celsius Pounds per square inch

Subdials on the manometric altimeter shall read in hectopascals (hPa). Fuel quantity and fuel flow indications shall read in kilograms and kilograms per hour respectively. All cockpit placards pertaining to instruments shall use the same units as the associated instrument. The faces of indicators, edge lighted panels, control boxes, oxygen regulators and labels for circuit breakers shall be blue in color. The instrument panel paint shall be scratch resistant. The Captain's and First Officer's panel instrument indications and markings shall be readable from each pilot's position. The pedestal, FCU, main instrument, and overhead panels shall be readable from each pilot's position. Instruments and electronic displays shall be provided with operating range and limit markings as required for certification purposes. These markings including blanks or gaps shall be defined in the Flight Crew Operating Manual.

A319-100

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- 02 Jul 1998

31-1

31-10.05.00

Appropriate means shall be provided to minimize the unwarranted movement of indicator pointers and drums etc when powered and under steady state conditions. As a general rule the definition of the various lights located in the cockpit, and in particular the lights integrated into pushbutton switches (except for continuity indications), shall be such that these lights are off when the aircraft is : in the normal configuration (without malfunctions) operated in accordance with normal operational procedures (pushbutton switches correctly positioned). Finish of indicators As a general rule the following requirements shall be applied to the finish of indicators. Case dimensions Case dimensions shall comply with ARINC characteristics N 408 or MS 33639. Basic color coating The following colors similar to US Federal Standard 595 shall be used on the equipment indicated.

31-10.06.00

31-10.07.00 31-10.07.01 31-10.08.00 31-10.08.01 31-10.10.00 31-10.10.01

Cases and bezels Control knobs Background of dials and drums Numerals, pointers, graduations Units of measurement 31-10.11.00 31-10.11.01 31-10.11.02 Application of "Day-glo" coating

grey/blue grey dull black matt white matt blue

ASNA 36000-5316 ASNA 36463 ASNA 37038 ASNA 37875 ASNA 35177

"Day-glo" colors shall be applied as follows. Range bands and limit marks : signal green arc yellow fire orange. Internal adjustable bugs and associated symbols on control knobs : arc yellow if not specified individually. Warning flag backgrounds : fire orange.

31-10.11.03

31-10.11.04

31-2

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- 02 Jul 1998

A319-100

31-10.12.00 31-10.12.01

Instrument character definition As far as possible characters of the type face "FUTURA MEDIUM" shall be used. The use of characters as specified by STANAG 3329 shall be avoided. Characters of the DIN NORM type face shall be used for integrally lit panels. As a general rule the size of characters shall be as follows :

31-10.12.02 31-10.12.03

Application

Indicator diameter (in) 3.00 - 4.00 2.00 - 3.00 0.12 - 0.14 0.12 - 0.14 0.08 less than 2.00 0.10 0.10 0.08

Main numerals Abbreviations of measured parameter Unit of measurement 31-10.12.04 31-10.13.00 31-10.13.01

0.16 - 0.20 0.14 0.08

Every effort shall be made to achieve the maximum possible consistency inside the cockpit. Layout of warning flags As far as possible warning flags shall be marked with the word OFF in dull black on a fire orange background on instruments displaying a single parameter. On instruments capable of displaying more than one parameter, or having possible malfunctions resulting in a reduced quality of indication, the abbreviation of the faulty function shall be displayed on the flag. Cover glass coating Cover glasses shall be coated in accordance with MIL 14806 or equivalent. Lighting Every indicator shall incorporate white integral lighting - see Chapter 33 for other details. Instrument controls The direction of movement of controls to increase the value of a parameter and for ON, OPEN, or NORMAL shall be as detailed below. Clockwise. Forward for the horizontal or nearly horizontal panels below eye reference.

31-10.13.02

31-10.14.00 31-10.14.01 31-10.15.00 31-10.15.01 31-10.20.00 31-10.21.00 31-10.21.01 31-10.21.02

A319-100

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- 02 Jul 1998

31-3

31-10.21.03 31-10.21.04 31-10.21.05 31-10.21.06 31-10.22.00

Upward for the vertical or nearly vertical panels. Rearward for the horizontal or nearly horizontal panels above eye reference. As far as practicable the normal flight position for rotary switches shall be vertical. The direction of movement required shall be indicated on or near controls. As a general rule for pushbutton switches having two stable positions the "in" position shall correspond to ON, AUTO, NORM, etc of the corresponding function. The "out" position shall correspond to OFF, MAN, ALTN, etc. Controls which could affect flight safety shall be equipped with a means of preventing the risk of inadvertent operation. All controls and mechanisms in the cockpit shall be suitably protected against interference from loose objects. Wherever practicable suitable precautions shall be taken to protect against spilt fluids. In general, switches shall be of the pushbutton type. The design of primary controls shall be such as to ensure that touch alone is sufficient to identify the control and make the correct selection without significant risk of error. All control knobs shall have integral coloring wherever possible. Any coating of handles or knobs shall be designed to withstand long term wear. System panels shall be designed to provide adequate visibility of controls at night. The following color philosophy shall be used for all pushbuttons, annunciator legends, and alert lights :

31-10.23.00 31-10.24.00

31-10.25.00 31-10.26.00

31-10.27.00 31-10.27.01 31-10.28.00 31-10.29.00

red amber green 31-10.30.00

a warning requiring immediate action a warning requiring immediate attention but not immediate action an indication of normal operation

In general, warning identification and annunciator lights shall be incorporated into the pushbuttons of the associated control panel.

31-4

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A319-100

31-10.30.01

In general, the upper part of an illuminated pushbutton shall be used to provide a warning caption. The lower part of the illuminated pushbutton may be used to indicate the control position. Each part of the pushbutton shall incorporate two lamps in parallel, both of which shall be easily replaceable. Lamps of the same type and current rating shall be used wherever practicable. A means of simultaneously testing, or group testing, all warning and annunciator lights shall be provided.

31-10.30.02

31-11.00.00
31-11.01.00

Main Instrument Panels

Instrument panels shall be rigidly mounted. They shall open easily to provide access to all electrical connections and to the rear of instruments and displays. Hinged panels shall be provided with a positive method of restraint. Instrument panel layouts shall be generally as shown in Figure 31-10A Main instrument panels on page 31-15, Figure 31-10B - Overhead panel on page 31-17 and Figure 31-10C - Center pedestal on page 31-19. Instrument retention and connections In general electrical instruments shall be plug connected and pneumatic instruments shall be connected by hoses. End fittings shall be designed to prevent incorrect connection, and quick disconnect fittings shall be provided for the manometric instruments of the pilots main instrument panel. Panel mounted units shall be removable from the front face without the need to remove other units. Wiring or hoses shall be long enough to allow complete withdrawal of the unit or instrument for replacement. As a general rule instruments, labels etc shall be retained by fasteners using the cruciform American Philips standard recess only. Hoses shall be identified and each hose shall carry a permanent label to indicate the equipment to which it is to be connected.

31-11.01.01 31-11.02.00

31-11.03.00 31-11.03.01

31-11.03.02

31-11.03.03 31-11.03.04

31-20.00.00 31-21.00.00
31-21.01.00 31-21.01.01

Independent instruments Electrical clock

A 3 ATI GPS synchronized clock shall be installed. For chronograph functions - see paragraph 31-60.14.40.

A319-100

J 000 01000CJ -

- 02 Jul 1998

31-5

31-30.00.00

Centralized Fault Display System (CFDS) and data recording system

A CFDS shall be installed to provide centralized maintenance of the aircraft electronics systems as follows : systems BITE memory content reading systems test control and result reading. The CFDS shall enable access to BITE data of the connected aircraft systems. The installation shall consist of a Centralized Fault Display Interface Unit (CFDIU) connected to two Multipurpose Control and Display Units (MCDU) - see Chapter 22 - and a multipurpose printer. The CFDIU shall be installed in the avionics compartment. The unit shall process BITE data and include CFDS interface functions for the MCDU and the multipurpose printer.

31-30.01.00

31-30.01.01 31-30.02.00

31-30.03.00

31-33.00.00
31-33.01.00

Digital Flight Data Recording System (DFDRS)

A mandatory recording system shall be installed and shall consist of the following components : a Flight Data Interface Unit (FDIU) a Solid State Digital Flight Data Recorder (SSDFDR) a three-axis linear accelerometer (LA). The FDIU shall collect and process parameter data from the SDACs, the FWCs, the DMCs, the FCDCs, the BSCUs, and the clock. The FDIU shall output a CVR Synchronization signal to the AMU. The Solid State DFDR shall be in accordance with ARINC 747 and shall be installed in the unpressurized section of the aft fuselage. The SSDFDR recording medium shall be housed in an enclosure which shall protect the medium against the shock and heat likely to be encountered in an accident. The FDIU shall be installed in the avionics compartment. The three-axis linear accelerometer shall be installed as near to the aircraft center of gravity as possible. The list of recorded parameters shall be given in accordance with the relevant regulations.

31-33.02.00 31-33.02.01 31-33.03.00 31-33.04.00

31-33.05.00 31-33.06.00 31-33.07.00

31-6

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A319-100

31-33.08.00

The recorder shall run automatically as follows : on the ground : either engine running and for five minutes after both engines have stopped in flight. A pushbutton switch shall be provided to allow the recorder to be switched "ON" to record the preflight check list actions. Full provision for a Quick Access Recorder (QAR) in accordance with ARINC 591 and ARINC 404 shall be made in the avionics compartment.

31-33.08.01 31-33.09.00

31-35.00.00
31-35.01.00

Multifunction printing (printer)

A multipurpose printer shall be installed in the rear part of the pedestal.

31-36.00.00
31-36.01.00

Aircraft Integrated Data System (AIDS)

An AIDS Data Management Unit (DMU) shall be installed in the avionics compartment to provide the means to record, to transmit in flight, and to access on the ground the engines, APU and other systems parameters for performance and health analysis, and trouble shooting and preventive maintenance. The AIDS DMU shall provide a set of standard reports defined and validated by Airbus Industrie. The DMU shall be able to store data (SAR, Reports) internally, download data, upload system software and setup database via the floppy disk MDDU/PDL interface. The DMU shall provide an interface to perform online DAR, SAR, Report storage, data download, and system software/setup database upload, by a Personal Computer Memory Card International Association (PCMCIA) card. The DMU shall have the output capability to drive the following equipment : two MCDUs (one at a time), to program temporary values and to display parameters during ground maintenance cockpit printer for reports and parameter print-outs. The DMU shall interface with the Air Traffic Services Unit (ATSU) to transmit to the ground automatically or on request pre-programmed reports and parameters. The aircraft operator shall be able to program reports, parameters, and triggering logics using ground support equipment (not included) uploaded by floppy disk or PCMCIA card.

31-36.02.00 31-36.03.00

31-36.04.00

31-36.05.00

31-36.06.00

A319-100

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- 02 Jul 1998

31-7

31-36.07.00

Engine condition monitoring software is generally provided by the engine manufacturers. The aircraft performance monitoring software shall be provided by Airbus industrie. Space provision shall be made for a Digital AIDS Recorder (DAR), in accordance with ARINC 591.

31-36.08.00

31-38.00.00
31-38.01.00 31-38.02.00

Up and down data loading system

A Multipurpose Disk Drive Unit MDDU, able to upload and download aircraft data, shall be installed in the cockpit. The MDDU shall interface with various aircraft systems such as the FMGCs and the AIDS.

31-50.00.00
31-50.01.00 31-50.02.00

Central Warning Systems (CWS)

The CWS shall acquire and process warning data and give inputs to the various visual and aural indicating systems. The system shall comprise the following major equipment : two identical Systems Data Acquisition Concentrators (SDACs) installed in the avionics compartment two identical Flight Warning Computers (FWCs) installed in the avionics compartment two red master warning lights and two amber master caution lights, installed in the glareshield. The general philosophy applied to the flight warning system shall be as follows : visual warnings shall have an associated aural warning unless the visual warning is considered sufficient the aural warning system shall be duplicated and shall operate via the cockpit loudspeakers the interphone audio system shall not be used to generate and transmit aural warnings warning inhibition shall be flight phase related. Visual warnings Visual warnings shall be provided by : the master warning and master caution lights the Electronic Instrument System (EIS) - see Section 31-60 on page 31-10 the individual pushbuttons and annunciators on panels - see paragraph 31-10.29.00 for colour philosophy.

31-50.03.00

31-50.10.00 31-50.10.01

31-8

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31-50.20.00 31-50.20.01 31-50.20.02 31-50.20.03 31-50.20.04

Aural warnings Three kinds of aural warnings shall be provided via the cockpit loudspeakers. A continuous repetitive chime associated with a red warning. A single chime associated with an amber warning. Distinctive aural tones for the following : call systems AP disconnection automatic landing capability changes altitude alert auto call out including decision height stall GPWS low energy warning windshear system (reactive). The characteristics of the aural warnings, cabin and SELCAL chimes shall be dissimilar to avoid confusion. Means shall be provided to cancel continuous aural warnings when permissible. The means of cancellation shall be within easy reach of both pilots. Configuration warnings When the aircraft is on the ground a repetitive chime and a red warning light shall warn the crew if the flaps, slats, spoiler surfaces, parking brake, and horizontal stabilizer have not been correctly positioned for take-off. Crew action necessary to remove the warning shall be indicated. Aural and visual warnings shall be provided if the landing gear is not extended and locked down when the aircraft is in the landing configuration - see Section 32-60 on page 32-10.

31-50.20.05 31-50.20.06

31-50.30.00 31-50.30.01

31-50.30.02

A319-100

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- 02 Jul 1998

31-9

31-60.00.00
31-60.01.00

Electronic Instrument System (EIS)

An EIS shall display flight and navigation data and shall also receive inputs from the CWS - see Section 31-50 on page 31-8 - to process and display the following : failure priorities flight crew actions to be performed. The system shall include the following equipment : six identical 7.25 in x 7.25 in cathode ray tube Display Units (DU), installed in the cockpit three identical Display Management Computers (DMC) installed in the avionics compartment. two Electronic Flight Instrument System (EFIS) control panels installed in the glareshield and integrated with the Flight Control Unit (FCU). one Electronic Centralized Aircraft Monitoring (ECAM) control panel installed in the center pedestal. In normal operation the DUs located directly in front of the Captain and First Officer shall display primary flight data and shall be designated as Primary Flight Displays (PFD). In normal operation the DUs located inboard of the PFDs shall display navigation data and shall be designated as Navigation Displays (ND). In normal operation the upper DU on the center instrument panel shall display engine, configuration and memo functions and the lower shall display flight phase related systems data. The upper DU shall be designated as the Engine/Warning Display (EWD) and the lower DU as the System Display (SD). The following reconfiguration of displayed data shall be possible : Captain's PFD format to ND (and vice versa) First Officer's PFD format to ND (and vice versa) EWD format to SD SD format to either ND EWD format to either ND. Each DMC shall acquire and process information from the aircraft systems either directly or through the FWCs or the SDACs - see Section 31-50 on page 31-8. Each of the three DMCs shall provide data required by the four DU display formats. In normal operation the N1 DMC shall be connected to the Captain's PFD and ND and the EWD, and the N2 DMC shall be connected to the First Officer's PFD and ND and the SD. The N3 DMC shall be so installed that it can be selected to replace the functions provided by either DMC N1 or N2.

31-60.02.00

31-60.03.00

31-60.03.01 31-60.03.02

31-60.03.03

31-60.04.00

31-60.04.01

31-10

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A319-100

31-60.10.00 31-60.11.00 31-60.11.01

Display formats PFD formats The PFD format shall include, as a function of flight phase and mode selection, the following parameters as a minimum : pitch and roll attitude magnetic heading selected and actual speed selected and actual altitude altitude barometric correction setting vertical speed Mach number radio altitude and decision height ILS deviations flight director commands limiting and operational speeds marker indications AFS mode annunciations including target for V/S or FPA slip/skid indications. EWD format The EWD format shall include the following information as a function of flight phase, mode selection or failure conditions : engine parameters (continuously) normal aircraft operational data (MEMO) system failure messages and associated corrective actions slats and flaps positions fuel on board. SD format The SD format shall indicate operational data continuously and a system configuration or an aircraft status as determined by : flight phase system malfunction crew selection.

31-60.12.00 31-60.12.01

31-60.13.00 31-60.13.01

A319-100

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- 02 Jul 1998

31-11

31-60.14.00 31-60.14.01

ND format The ND format shall have three selectable operational modes - ROSE, ARC, and PLAN - and shall display the following parameters as a minimum. Rose mode The display shall be oriented "heading up" with the aircraft symbol in the center of the display. It shall be possible to select three submodes - VOR, ILS, or NAV. In each submode the following information shall be provided : aircraft magnetic heading and track speeds wind data ADF/VOR frequency and identification ADF/VOR bearing (on selection) selected course. It shall be possible to superimpose weather radar information on the front sector. Information on lateral deviation shall be provided in VOR and ILS submodes. Actual flight path and flight plan information shall be provided in NAV mode. It shall be possible to select additional data including constraints, waypoints, NAVAIDs and airports. ARC mode The display shall be oriented "heading up" with the aircraft symbol at the lower part of the display. The following information shall be provided : aircraft magnetic heading and track actual flight plan and flight plan information speeds wind data ADF/VOR frequency and identification ADF/VOR bearing (on selection) selected course. It shall be possible to superimpose weather radar information on the display. It shall be possible to select additional data, including constraints, waypoints, NAVAIDs and airports.

31-60.14.10 31-60.14.11 31-60.14.12

31-60.14.13 31-60.14.14 31-60.14.15

31-60.14.20 31-60.14.21 31-60.14.22

31-60.14.23 31-60.14.24

31-12

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A319-100

31-60.14.30 31-60.14.31

PLAN mode A fixed area plan oriented "north up", centered on a selectable waypoint, shall include actual flight plan, flight plan information and aircraft position. It shall be possible to select additional data including constraints, waypoints, NAVAIDs and airports. Chronograph function In any of the ND operating modes it shall be possible to display a chronograph function operated by a dedicated pushbutton provided for each pilot. The integral time base included in the digital computing elements of the display system shall be used to generate the chronograph function.

31-60.14.32 31-60.14.40 31-60.14.41

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31-13

31-14

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A319-100

Figure 31-10A - Main instrument panels

14 1 2 3 4 5 8 7 20 6 10 13 11 11 21 12 9 15 18 20 16 17 5 4

1 2

19

19

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

PFD/ND controls Loudspeaker and lighting controls GPWS annunciator light PFD ND Metric altimeter (space provision) Standby ASI Standby altimeter Standby horizon VOR/DME RMI DCDU - Data-link Control and Display Unit (system provision) Engine/Warning Display (EWD) Systems Display (SD) Registration number and SELCAL code Landing gear unlock, autobrake and antiskid Landing gear Brakes Clock Sliding table GPWS Speeds placard

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31-15

31-16

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A319-100

Figure 31-10B - Overhead panel

Maintenance panel

Reading light LH ceiling light Third & fourth occupants Air outlets

Circuit breakers

RH ceiling light Reading light MDDU RH evacuation aid

Toilet LH evacuation aid occupied

Audio switching

Audio control panel ADIRS CP Sunvisor Stowage Engine 1 APU Engine 2 fire fire fire Hydraulic power Flight control EVAC EMER ELEC GPWS Recorders Captain's assist handle Oxygen Calls Wiper Air conditionning Anti-ice External lighting A P U Cabin pressure Interior lighting Signs Cargo smoke Engine start Wiper First Officer's assist handle Electrics Fuel Radio* management panel Auxiliary fuel Flight control Sunvisor Stowage

* If installed

A319-100

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31-18

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A319-100

Figure 31-10C - Center pedestal

Switching Multipurpose CDU Multipurpose CDU

ECAM control panel

Radio management panel Audio control panel Lighting Radar Engine panel
S L A T S F L A P S

Radio management panel Audio control panel Flood AIDS DFDR light ATC/TCAS

Speed brake Rudder trim Space Parking brake

MDDU

Printer

Gravity gear ext

Handset

A319-100

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- 02 Jul 1998

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31-20

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A319-100

Figure 31-50 - Electronic instrument and flight warning system architecture

* PFD
1

ND 1

*
E/WD

ND 2

PFD 2

SD

warning * Master warning

* Master

* *
(Display Management Computer)

2 3

(Display Management Computer) 1 (DisplayDMC Management Computer)

caution * Master caution

* Master

* *

2 FWC 1 FWC (Flight Warning Computer)

2 SDAC 1 SDAC (System Data Acquisition Concentrator)

(Flight Warning Computer)

(System Data Acquisition Concentrator)

Powered by standby generator

A319-100

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- 02 Jul 1998

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31-22

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A319-100

32-00.00.00
32-00.01.00 32-00.01.01 32-00.02.00 32-00.03.00

Landing gear
A retractable tricycle type landing gear shall be installed. It shall comprise two main landing gears mounted in the wings retracting sideways into the fuselage, and a forward retracting nose landing gear. The landing gear shall be designed to be free from brake judder or other dynamic effects which could result in excessive stress levels. Design of the shock absorber struts shall be such as to minimize sliding friction and achieve maximum riding comfort during take-off, landing and taxiing. There shall be system provision for a Tire Pressure Indication System (TPIS).

32-00.04.00

32-02.00.00
32-02.01.00

Materials
The primary structure of the main landing gear shall be manufactured from high tensile steel forgings. High strength aluminium alloys may be used elsewhere. Magnesium alloys shall not be used. Aluminium alloy 7079 shall not be used.

32-02.02.00 32-02.03.00

32-03.00.00
32-03.01.00 32-03.01.01 32-03.01.02 32-03.01.03

Servicing, maintenance and repair

The landing gear shall be of a simple and robust design so as to minimize maintenance between overhauls. Greasing, inflation and filling points shall be clearly marked where appropriate with placards giving details of fluids and pressures. All servicing points shall be accessible at all normal extension positions of the shock absorber struts when installed in the aircraft. A placard indicating shock absorber strut pressure against shock absorber strut extension shall be provided in the gear well or on the gear leg. Shock absorber struts shall be serviced with MIL-H-5606 fluid. On bearing surfaces the minimum chromium plating thickness shall be 0.004 in (100 micron). Rotating joints, bushes and bearings - surface protection In rotating joints the pin shall be removable.

32-03.01.04 32-03.01.05 32-03.02.00 32-03.02.01

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32-03.02.02 32-03.02.03 32-03.02.04

The pin shall be hard chromium plated to resist wear and corrosion and shall mate with replaceable bushes or bearings. Teflon or other types of non-metallic bearing materials shall not be used in major rotating joints. Replaceable bushes shall be provided at both static and rotating major joints. As far as practicable bush material shall be aluminium-bronze alloy. Lubrication fittings shall be provided at high loaded rotating joints and selected primary static joints assembled without interference fits. Large plain bushes particularly at joints that are loaded by the static weight of the aircraft, shall be provided with grooves or other means to ensure an adequate distribution of the lubricant over the bearing area. Lubrication fittings shall be designed to assure proper grease flow without mechanical blocking. Grease flow shall be possible even with the aircraft weight on the landing gear. MS 15001 type lubrication fittings or equivalent shall be used. Bores housing press fit bushes in light alloy parts shall be chromic acid anodized prior to the installation of bronze bushes which shall be plated with cadmium or with a suitable alternative and painted with a primer or anti-corrosive compound. The bushes shall be assembled wet. Bores in steel parts and bronze bushes shall be plated with cadmium or with a suitable alternative, painted with primer and assembled wet. The faces of lugs on shock absorber struts, torque links, drag and brace struts, down lock links, fixed side braces and steering collars shall be protected against wear by the use of shouldered bushes, chrome plating or other means. All exterior surfaces except working surfaces shall be plated or anodized and painted with : primer (NLG - one coat, MLG - two coats) polyurethane top coat. All interior surfaces except working surfaces which are chrome plated and all surfaces immersed in hydraulic fluid, shall be adequately protected against corrosion. Cadmium plated or anodized surfaces shall be painted with : primer (NLG - one coat, MLG - two coats) polyurethane top coat. Cavities where moisture may collect shall have drain holes. Where this is not possible they shall be satisfactorily protected against corrosion.

32-03.02.05 32-03.02.06

32-03.02.07

32-03.02.08 32-03.02.09

32-03.02.10 32-03.02.11

32-03.03.00

32-03.04.00

32-03.04.01

32-2

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32-03.05.00

It shall be generally permissible to remove 0.04 in (1 mm) of material locally and on an area not exceeding 0.2 in2 (130 mm2) from the external surfaces of the nose and main gear shock absorber strut outer cylinders and pistons, for the repair of a nick or scratch. It shall be generally permissible to remove 0.03 in (0,75 mm) of material from the external surfaces of the nose and main gear shock absorber strut outer cylinders and pistons, for the repair of corrosion and fretting damage in areas around which clamps are used for supporting nameplates, piping, wiring, etc. Lugs shall be designed to incorporate 0.06 in (1,5 mm) of additional material on diameter to allow for the installation of oversize bushes during overhaul. Bolts and pins of 0.75 in (19 mm) diameter, or greater, that have working surfaces that are chromium plated, shall have a base material allowance of at least 0.025 in (0,64 mm) on the diameter to permit repair and replating to size. The axle shall not be affected by brake temperatures likely to be experienced during normal operations. Replaceable axle sleeves shall be provided to protect the axles against damage resulting from wheel or brake replacement. Where there is contact between the axle and the base of the sleeve suitable corrosion protection shall be used. Positive retention of the sleeve on the axle shall be provided to prevent sleeve migration.

32-03.06.00

32-03.07.00

32-03.08.00

32-03.09.00 32-03.10.00 32-03.10.01 32-03.10.02

32-04.00.00
32-04.01.00

Interchangeability
See Chapter 20.

32-05.00.00
32-05.01.00

Ground locking
Provisions shall be made for ground locking the landing gear in the extended and locked position with equipment capable of resisting the maximum retraction or extension force. It shall only be possible to fit the ground lock if the gear is in the locked down position. A conspicuous warning, visible from the ground, shall be provided as part of the ground locking equipment. It shall not be necessary to install ground lock pins except during maintenance or repairs to the landing gear system.

32-05.01.01 32-05.02.00

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- 02 Jul 1998

32-3

32-06.00.00
32-06.01.00 32-06.02.00

Jacking points
See Chapter 07 for jacking provisions.
Jack pads on the landing gear shall be designed to the dimensional requirements of MS 33559.

32-07.00.00
32-07.01.00 32-07.02.00 32-07.03.00

Towing or pushing
See Chapter 09 for towing provisions.
The nose gear tow fitting shall be replaceable. The nose gear tow fitting shall be designed to fail under excessive towing loads without damaging parts integral to the shock absorber strut.

32-10.00.00
32-10.01.00

Main gear and doors

Each of the two main landing gear assemblies shall consist of a conventional two wheel direct type, with an integral shock absorber; supported in the fore and aft direction by a fixed drag strut, and laterally by a folding strut mechanically locked when in the "down" position. A separate uplock shall be provided. In flight with landing gear retracted, each main gear well shall be closed off with a main door, a secondary door, and a leg fairing. The main doors shall be hinged on the fuselage structure and shall be hydraulically operated through an electrical sequencing system controlled by gear position. The secondary door and leg fairing shall be mechanically linked to the gear leg. The main doors shall be mechanically locked in the closed position and shall close after normal extension of the gear. Ground operation of the doors for the left and right main landing gear shall be controlled independently of the nose gear doors and of each other by handles that are readily visible from outside the main gear well. The handles shall be accessible without the use of a ladder and shall be located clear of the operating range of the doors. Inadvertent closure of each main door shall not be possible when the aircraft is on the ground and the door control handle is in the "door open" position.

32-10.02.00 32-10.02.01

32-10.02.02 32-10.02.03 32-10.02.04

32-10.02.05

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32-10.02.06

It shall not be possible for the main doors to remain locked if the ground control handle is in the "door open" position.

32-20.00.00
32-20.01.00

Nose gear and doors

The nose landing gear shall comprise a leg with a built-in shock absorber strut, carrying twin wheels with adequate shimmy damping, and a folding strut mechanically locked when in the down position. The wheel and the axle assembly shall be designed to prevent the loss of both wheels in the event of axle failure. The nose gear shall be provided with two sideways opening doors hydraulically operated through an electrical sequencing system controlled by the gear position. The doors shall be mechanically locked in the closed position and shall close after normal extension of the landing gear. Ground operation of nose gear doors shall be controlled independently of the main gear doors by a handle that is readily visible from outside the nose gear well. The handle shall be accessible without the use of a ladder and shall be located clear of the operating range of the doors. Inadvertent closure of the doors shall not be possible when the aircraft is on the ground and the door control handle is in the "door open" position. It shall not be possible for the doors to remain locked if the ground control handle is in the "door open" position.

32-20.02.00 32-20.03.00

32-20.03.01 32-20.03.02

32-20.03.03

32-20.03.04

32-30.00.00
32-30.01.00 32-30.01.01 32-30.01.02 32-30.01.03 32-30.01.04

Extension and retraction

General The nose and main landing gears and doors shall be operated by hydraulic actuators. The landing gear shall be mechanically locked on completion of each retraction or extension cycle. The uplock mechanism shall be capable of holding the gear in the retracted position during all flight conditions without hydraulic pressure. The downlock mechanism shall be capable of maintaining the gear extended without hydraulic pressure during landing, taxiing and ground handling.

A319-100

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- 02 Jul 1998

32-5

32-31.00.00
32-31.01.00 32-31.02.00 32-31.03.00

Normal extension and retraction

Normal operation of the landing gear shall be by means of the Green hydraulic system. The extension and retraction of the three landing gears shall be controlled by a lever accessible to both pilots. A solenoid operated safety anti-retraction latch shall be installed to prevent the normal landing gear control lever being moved to the "up" position, unless the shock absorber struts are fully extended and the nose wheels are centered. The logic processing circuits preventing gear lever actuation shall be duplicated. Both circuits shall be normally active.

32-31.04.00

32-33.00.00
32-33.01.00

Free fall extension

Free fall extension and locking of the main and nose landing gears shall be effected by manual release of the uplock mechanisms. Spring assistance shall be provided for each landing gear down lock. Operation of the free fall extension system shall not prevent subsequent normal operation after the control has been returned to the "normal" position. Multiple free fall extensions may be made in a sequence without any maintenance of the system, ie the system shall be able to be restored during flight. On landing following free fall extension, at normal landing weights and touch down velocities, the doors shall not touch the ground.

32-33.02.00

32-33.03.00

32-40.00.00
32-40.01.00 32-40.02.00 32-40.03.00 32-40.04.00

Wheels and brakes

The wheels shall be fabricated from aluminium alloy forgings. The method of wheel assembly and locking shall be such that it should be possible to change any wheel in 20 minutes inclusive of jacking. Both wheels of each main landing gear shall be equipped with hydraulically operated carbon disc brakes. Brake installation on the gear shall not require the changing of more than one spacer. Additional spacers, if required, shall be permanently attached. It shall be possible to change any brake within 40 minutes including the jacking and wheel change, even if the brake is still warm after a normal landing.

32-40.05.00

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32-40.06.00

An antiskid control system with individual wheel control shall be installed. Wheel speed transducers shall not contain parts, such as brushes, which may be subject to wear. The normal and alternate brake servo-valves shall be suitably protected against their operating environment. The brakes shall have an automatic adjustment for wear. A wear indicator shall be provided directly viewable without removal of the wheel or brake unit. Safety valves (hydraulic fuses) shall be installed in each brake pressure line between the servo-valve and the brake assembly. In normal operation and during brake bleeding the safety valves shall not function even if air is present. The safety valve after closure shall then remain in the closed position until it has been reset automatically to the normal position on the ground by depressurizing the hydraulic system. Self sealing, quick disconnect stainless steel couplings and hoses shall be provided at each brake inlet port. Provided the accumulators are charged, it shall be possible to use the brakes during towing without the need to connect an external power supply.

32-40.07.00 32-40.08.00

32-40.09.00 32-40.09.01 32-40.09.02

32-40.10.00 32-40.11.00

32-41.00.00
32-41.01.00 32-41.01.01 32-41.02.00 32-41.02.01 32-41.10.00 32-41.10.01

Wheels
Main wheels and tires Each main wheel shall be equipped with a fusible plug. Main gear tires shall be radial, size 46 x 17 R20, 225 mile/h. The corresponding ACN value shall be as indicated in Section 03-60 on page 03-5. Nose wheels and tires Nose gear tires shall be radial, size 30 x 8.8 R15, 225 mile/h.

32-42.00.00
32-42.01.00 32-42.01.01

Normal braking
Normal braking shall be powered by the Green hydraulic system. The normal braking system shall be monitored by the brake system control unit to provide antiskid protection.

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- 02 Jul 1998

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32-42.01.02

An electronic brake system control unit shall include the following functions : braking control automatic braking antiskid nose wheel steering control brake temperature monitoring BITE. Normal braking control shall be electrically signalled via rudder pedal transmitters. Differential braking shall be available, controlled through the rudder pedals. Automatic braking system An automatic braking system (autobrake) shall be installed. An autobrake control panel and indication lights shall be provided in the cockpit.

32-42.02.00 32-42.02.01 32-42.50.00 32-42.50.01 32-42.50.02

32-43.00.00
32-43.01.00

Alternate braking system with antiskid

In the case of failure of the normal hydraulic supply, the alternate braking system shall be powered automatically from the yellow hydraulic system. Antiskid protection shall be ensured through the same control unit as the normal system. Differential braking shall be available, controlled through the rudder pedals.

32-43.02.00 32-43.03.00

32-44.00.00
32-44.01.00

Alternate braking without antiskid

Pressure shall be supplied to the brakes by an accumulator charged from the yellow system and isolated from the remainder of the system see Section 29-10 on page 29-4 for accumulators. The accumulator shall have sufficient capacity for seven complete brake applications without replenishment.

32-44.02.00

32-45.00.00
32-45.01.00

Parking braking
The parking brake control shall be accessible to both pilots.

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32-45.02.00 32-45.03.00

A warning light on the nose gear leg shall indicate when the parking brake control is in the PARK position. The braking accumulator shall have the capacity to maintain parking pressure, under normal conditions, for a minimum of 12 hours.

32-46.00.00
32-46.01.00 32-46.02.00

In-flight wheel braking

The main gear wheels shall be braked automatically before the wheels enter the wheel bay. Nose wheel rotation shall be stopped by the wheels contacting a rubbing strip (the brake band) when the gear is in the retracted position.

32-47.00.00
32-47.01.00 32-47.02.00

Brake system temperature

Brake temperature indications shall be provided in the cockpit. A brake overheat temperature warning shall be displayed when the brake temperatures are too high to allow landing gear retraction.

32-48.00.00
32-48.01.00

Brake cooling
System provision for a ground brake cooling fan system shall be provided.

32-50.00.00
32-50.01.00 32-50.02.00

Steering
See Figure 32-50 - Minimum Turning radii on page 32-13 for turning radii.
Steering controls shall be provided for the Captain and First Officer through handwheels and, with reduced range depending on aircraft speed, through rudder pedals. The nose wheel steering actuator shall be supplied from the green hydraulic system only. The steering system shall be signalled electrically. The maximum angular operating range shall be 75 either side of the aircraft center line. For towing angles see Chapter 09. The hydraulic supply to the steering actuator shall be shut off except when the shock absorbers are partially compressed and one engine is running. The wheels shall be free to castor when not controlled by the steering mechanism.

32-50.03.00 32-50.04.00 32-50.05.00 32-50.06.00

32-50.07.00

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32-50.07.01 32-50.08.00 32-50.09.00 32-50.10.00

In the event of the loss of hydraulic supply, it shall be possible to control the aircraft either by differential braking or by differential engine thrust. The minimum radius of turn shall be achieved without the use of differential braking or engine thrust, under normal conditions. The system shall continue to provide shimmy damping when deactivated. Hydraulic-mechanical means shall be provided to locate the wheels in the fore and aft direction before retraction.

32-60.00.00
32-60.01.00

Position and warning

Duplicated landing gear position and indicating systems shall be provided. The sensors and wiring of each system shall be completely segregated from each other. One system shall supply information to three indicator light units and to the EIS. The second channel shall supply information only to the ECAM. The information from both systems shall be displayed automatically on the ECAM in the event of a discrepancy between the two data sources or in the event of both data sources indicating a fault. The indicator light unit for each gear shall incorporate a red light which shall illuminate when the gear position does not agree with the selected position, and a green light which shall illuminate when the gear is fully down and locked. Indications on the ECAM display shall be of a similar form to the indicator light units and shall incorporate an amber symbol for door position indication. Servicing and replacement of the landing gear and door position sensors shall not require the gear to be retracted or the aircraft to be jacked. If the landing gear is not down and locked when the aircraft is below 800 ft radio altitude and either engine control parameter is below a predetermined level the following warnings shall be provided : the master warning lights a message on the System Display (SD) a red light on the landing gear selector a continuous, cancellable, aural warning. These warnings shall be automatically reset by deletion of one of the required conditions.

32-60.01.01

32-60.01.02

32-60.02.00

32-60.03.00

32-60.03.01

These warnings shall be automatically reset by deletion of one of the required conditions.

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32-60.04.00

If the landing gear is not down and locked when the flaps and slats are in the landing configuration the following warnings shall be provided : the master warning lights a red message on the SD a red light on the landing gear selector a continuous aural warning. In this case the aural warnings shall be cancelled only by use of the emergency audio cancel pushbutton.

32-60.05.00 32-60.06.00 32-60.07.00 32-60.08.00 32-60.09.00

The brake system accumulator supply pressure shall be displayed on a pressure gauge. A release indication appearing on the SD shall show operation of any electrical antiskid servo-valve. Brake pressure or equivalent information shall be provided on the main instrument panel for the alternate system. A message on the EIS shall indicate when the brake antiskid system is OFF. Index marks associated with the pilots' steering controls shall give an indication of nose wheel position.

A319-100

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- 02 Jul 1998

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32-12

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A319-100

Figure 32-50 - Minimum Turning radii

11,04 m 36.22 ft

R6

Effective turn 70 Steering angle 75

Y
A (Minimum pavement width for 180 turn)

R4 R5

R3

Meters Y A R3 R4 R5 R6 4,02 20,59 12,11 21,42 16,61 19,77

Feet 13.19 67.55 39.73 70.27 54.49 64.86

Symmetric thrust no braking - Steering angle : 75 - Effective turn angle : 70 Theoretical center of turn for minimum turning radius. Slow continuous turning. Approximately idle thrust on both engines. No differential braking. Dry surface. Nose gear radius track R3 measured from outside face of tire.

A319-100

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- 02 Jul 1998

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32-14

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A319-100

33-00.00.00
33-00.01.00 33-00.02.00 33-00.03.00

Lights
Rheostats used to control lighting intensity shall be rated for continuous operation at maximum current without damage. All interior lights and associated parts shall be designed for continuous operation without damage. Wherever possible bulbs and tubes shall be replaceable as bare units (no assemblies to be used) without requiring the use of special tools. As a design objective lamps having different voltages shall not be physically interchangeable. Components which have to be removed to allow access to bulbs, shall be secured by QAD methods, and the number of screws if used shall be kept to a minimum. It shall be a design aim that all light fittings that require certain elements (such as filters, lenses etc) to be assembled in a specific order or sense shall be designed to prevent incorrect assembly. The number of different types of lamps used throughout the aircraft shall be kept to a minimum.

33-00.04.00

33-00.05.00

33-00.06.00

33-10.00.00
33-10.01.00

Cockpit
All illumination provided in the cockpit shall use white unfiltered sources.

33-12.00.00
33-12.01.00 33-12.01.01

General illumination
Ceiling lights shall be installed to provide general cockpit illumination. The ceiling lights shall be controlled by a switch, located in a position accessible to both flight crew when seated. The lights shall be dimmable from the pilots station. Floor lighting shall be provided. Instrument lighting All instruments installed in the cockpit, except those installed specifically for maintenance purposes, shall be integrally lit. Where possible 5 V lamps shall be used. The integral lighting shall be dimmable from remote, stepless controls. The standby compass integral lighting shall be of fixed intensity and shall be powered from the dc essential busbar.

33-12.01.02 33-12.10.00 33-12.10.01

33-12.10.02 33-12.10.03

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33-12.20.00 33-12.20.01

Panel lighting White lights, with independent stepless dimming controls, shall be used to provide floodlighting on the Captain's, center and First Officer's instrument panels. Under emergency conditions, sufficient illumination shall be provided on the Captain's and center panels by the use of the same floodlights powered from the emergency busbar. The pedestal shall be illuminated by a light located at the rear of the overhead panel. The light shall have an adjacent controller and shall be able to be used as a reading light by the third and fourth occupants. Other area lighting Lighting shall be provided for each side console and its briefcase stowage. The lights shall be controlled from switches on the respective consoles. Individual reading lights shall be provided for the Captain and First Officer. The sliding tables in front of the Captain and First Officer and the lateral chart holders shall be illuminated by separate lighting units.

33-12.20.02

33-12.21.00

33-12.30.00 33-12.31.00

33-12.32.00 33-12.33.00

33-13.00.00
33-13.01.00

Instrument and panel integral lighting

All display and control panels installed on the pedestal, overhead panel, side consoles and instrument panels shall be illuminated by means of integral lighting. All lighting systems for panels shall have stepless dimming controls.

33-13.02.00

33-14.00.00
33-14.01.00

Annunciator light testing and dimming

Annunciator and pushbutton lights located on the main panel, overhead panel and pedestal shall be provided with bright, dim and test functions.

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33-20.00.00 33-21.00.00
33-21.01.00 33-21.01.01 33-21.01.02 33-21.02.00 33-21.02.01 33-21.02.02 33-21.02.03 33-21.03.00 33-21.04.00 33-21.05.00 33-21.10.00 33-21.10.01 33-21.10.02 33-21.10.03 33-21.20.00 33-21.20.01 33-21.20.02

Passenger compartment General illumination

Wiring provisions shall be installed for the illumination of the passenger compartment conforming to A319-100 CIDS architecture. Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Entrance area lighting Unassigned Unassigned Unassigned Galley area lighting Unassigned Unassigned

33-23.00.00
33-23.01.00 33-23.02.00 33-23.02.01 33-23.03.00

Call system
Wiring provisions shall be installed for a call system conforming to A319-100 CIDS architecture. Call light testing Unassigned Unassigned

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33-3

33-24.00.00
33-24.01.00 33-24.02.00 33-24.03.00

Lavatory lighting
Unassigned Unassigned Unassigned

33-25.00.00
33-25.01.00 33-25.02.00 33-25.03.00 33-25.04.00

Passenger reading lights

Unassigned Unassigned Unassigned Unassigned

33-26.00.00
33-26.01.00 33-26.02.00 33-26.03.00 33-26.03.01 33-26.03.02 33-26.03.03 33-26.04.00 33-26.05.00

Passenger lighted signs

Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned

33-27.00.00
33-27.01.00 33-27.01.01

Cabin attendant work lights

Unassigned Unassigned

33-30.00.00
33-30.01.00

Cargo and service compartments

The lighting of all cargo and service compartments shall be controlled by means of switches.

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A319-100

33-31.00.00
33-31.01.00 33-31.02.00 33-31.03.00

Service area lighting

Lights shall be provided for the illumination of the avionics, hydraulics, and APU compartments. Service lights in the hydraulic compartment shall be of the explosion proof type. Electrical outlets for portable lamps shall be installed in equipment compartments, including the air conditioning compartment, and at the keel beam area adjacent to the service interphone connector - see Section 24-70 on page 24-15.

33-34.00.00
33-34.01.00

Cargo compartment lighting

A separate lighting system, controlled by a switch near the door, shall be installed in each cargo hold to give a minimum light level of 50 lux (5 ft candle) at the compartment floor. The loading area lighting, controlled by switches at the relevant door control panel, shall have an intensity sufficient to permit reading of labels on ground loading equipment positioned near the cargo door. The cargo compartment lights shall be protected against damage by cargo and shall be installed in such a way that they shall not damage the cargo or create a fire hazard.

33-34.02.00

33-34.03.00

33-40.00.00
33-40.01.00

Exterior
The controls for the external lights shall be located on the overhead panel.

33-41.00.00
33-41.01.00

Navigation lights
Forward facing navigation lights shall be installed in the wing tips and a rearward facing navigation light shall be installed in the rear fuselage, below the APU exhaust. The lights shall be provided with dual low voltage incandescent quartz lamps. A three position switch, OFF/1/2, shall be provided to control the navigation light quartz lamps. A combined navigation light and logo light switch shall be installed.

33-41.02.00 33-41.02.01

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- 02 Jul 1998

33-5

33-42.00.00
33-42.01.00 33-42.01.01 33-42.01.02

Landing lights
Two 600 W quartz lamp landing lights shall be installed. The landing lights shall be non-adjustable and the lamps readily replaceable. The left and right landing light assemblies shall be interchangeable.

33-43.00.00
33-43.01.00

Runway turnoff lights

Two runway turnoff lights shall be installed to provide wide beams for side lighting while taxiing.

33-46.00.00
33-46.01.00 33-46.01.01

Taxi and take-off lights

One take-off and one fixed position taxi light shall be installed on the nose landing gear. These lights shall extinguish automatically upon retraction of the nose landing gear.

33-47.00.00
33-47.01.00 33-47.02.00

Logo lights
Lights using easily replaceable halogen bulbs shall be installed to illuminate the airline logo on both sides of the vertical surfaces of the fin. These lights shall be controlled by the combined navigation and logo light switch. When in the ON position the logo lights shall be controlled by landing gear strut compression or by slat extension.

33-48.00.00
33-48.01.00

Anti-collision and strobe lighting

Two high intensity, capacitor discharge, red anti-collision lights shall be installed on the fuselage centre line, one on the bottom and one on the top. The light fixture design and installation shall permit lamp replacement from inside and outside the aircraft. The upper and lower light assemblies shall be interchangeable. High intensity synchronised white flashing strobe lights shall be installed. There shall be a forward facing light on each wing tip and a rearward facing light on the rear fuselage. The strobe lights shall be controlled by an ON/AUTO/OFF switch.

33-48.01.01

33-48.02.00

33-48.02.01

33-6

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33-48.02.02

In the AUTO position, the strobe lights shall be automatically switched OFF when the landing gear struts are compressed.

33-49.00.00
33-49.01.00

Wing and engine scan lighting

A floodlight, designed for continuous operation, shall be installed on each side of the fuselage to illuminate the wing leading edges and the engine intakes. These lights shall be so installed that no adjustment shall be necessary after bulb or lamp assembly change.

33-49.02.00

33-50.00.00
33-50.01.00

Emergency lighting
Wiring provisions shall be installed for an emergency lighting system conforming to the A319 emergency lighting power supply unit architecture. Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned

33-50.01.01 33-50.02.00 33-50.02.01 33-50.02.02 33-50.03.00 33-50.04.00 33-50.05.00 33-50.06.00

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33-8

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A319-100

34-00.00.00
34-00.01.00

Navigation
For antenna locations - see Figure 23-00 - Location of antennas on page 23-11.

34-10.00.00
34-10.01.00

Air Data/Inertial Reference System (ADIRS)

A triplicated Air Data/Inertial Reference System (ADIRS) shall be installed to provide air data and inertial reference information GPS and GPIRS position. The system shall be generally compliant with Reduced Vertical Separation Minima (RVSM) regulations. The system shall be generally as shown in Figure 34-10 - Pitot static and ADIRU input - schematic on page 34-11 and shall consist of Air Data and Inertial Reference Units (ADIRU), a pitot static system, Air Data Modules (ADM), temperature, and angle-of-attack sensors. Air Data/Inertial Reference Unit (ADIRU) Three ADIRUs generally in accordance with ARINC 738, shall be installed in the avionics compartment. The ADIRUs shall receive signals from the ADMs (connected to the associated pitot probes and static ports), temperature sensors and angle of attack sensors. The ADIRUs shall incorporate angle of attack correction. The computers shall be continuously self-monitoring. This monitoring shall activate the warning signals that shall disconnect some peripheral systems and produce visual and aural warnings in the cockpit. Test controls located in the cockpit shall enable the integrity of the computers to be checked. Pitot-static system The pitot-static system shall be as shown in Figure 34-10 - Pitot static and ADIRU input - schematic on page 34-11. The installation shall be designed on the basis of the recommendations of document SAE ARP 920 "Recommendations on design of pitot-static systems for transport type aircraft". The systems shall be designed so as to make it impossible to connect lines incorrectly. Precautions shall be taken to reduce the possibility of water entering the system and to avoid icing. All "total" and "static" pressure probes shall be anti-iced - see Section 30-31 on page 30-2.

34-10.02.00

34-10.10.00 34-10.11.00 34-10.12.00

34-10.12.01 34-10.13.00

34-10.13.01 34-10.20.00 34-10.20.01 34-10.20.02

34-10.20.03 34-10.20.04

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34-10.20.05 34-10.20.06 34-10.21.00 34-10.21.01 34-10.22.00 34-10.22.01 34-10.22.02

Quick disconnects shall be used to connect the standby Airspeed Indicator (ASI), the standby altimeter, and the ADMs. Deutsch, Harrison or equivalent couplings shall be used for all pipe connections. Total pressure (pitot) probes All pitot probes shall be installed as far apart as practicable to reduce the possibility of damage due to a common cause. Static ports The static pressure system shall consist of six static ports, three on either side of the fuselage. The static ports used for the standby instruments shall be sufficiently far from the other two pairs to avoid the possibility of a simultaneous failure of the normal and standby data displays. The skin around the plates shall be sufficiently rigid to ensure that the readings are not influenced by structural flexing. Static errors The repeatability of the static pressure system characteristics between aircraft shall be verified by flight tests. Provision shall be made in the fuselage and vertical stabilizer for the use of a trailing static cone. Total air temperature sensor Two air temperature probes shall be installed. These probes shall be anti-iced - see section 30-31 on page 30-2. Angle of attack sensors Three angle of attack sensors shall provide local angle of attack data to the ADIRUs. These sensors shall be anti-iced - see Section 30-30 on page 30-2.

34-10.22.03 34-10.23.00 34-10.23.01 34-10.23.02 34-10.30.00 34-10.30.01 34-10.40.00 34-10.40.01 34-10.40.02

34-13.00.00
34-13.10.00 34-13.10.01 34-13.10.02

Air data
Altitude indication Altitude information computed by the ADIRUs shall be displayed on the PFDs - see Chapter 31. Barometric corrections shall be carried out by a correction selector facility. The range of the barometric corrections shall be 745 hPa to 1 050 hPa. The value of the correction shall be indicated in hectopascals or inches of mercury, by selection.

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34-13.10.03 34-13.11.00 34-13.11.01

A means to reset the standard value 1 013,2 hPa, shall be provided. Airspeed indication Airspeed information computed by the ADIRUs shall be displayed on the PFDs and True Airspeed (TAS) shall be displayed on the NDs - see Chapter 31. Air temperature indication Static and total air temperatures shall be displayed on the SD - see Chapter 31. Vertical speed indication Vertical speed information shall be displayed on the PFDs. Display switching of ALT, IAS, Mach and VSI information In the case of a failure of ADIRU N1 or ADIRU N2, the instruments of the affected channel may be switched to repeat the information given by ADIRU N3. Altitude alert system A dual altitude alert function shall provide aural and visual indications during altitude acquisition or deviation. The alert shall operate for both AP and manually controlled flight. The altitude reference for the function shall be selected on the FCU. Altitude alert indications shall be given to the crew by means of a "C" chord aural warning and by an indication on the Captain's and First Officer's PFD. Altitude alert 1 shall receive barometric corrected altitude from the Captain's ADIRU (N1). Altitude alert 2 shall receive barometric corrected altitude from the First Officer's ADIRU (N2). The two altitude alert functions shall work in parallel. The first alert to operate shall inhibit the warnings of the other. The altitude alert function shall be reset by a new altitude selection or if the aircraft captures the existing selected altitude. Aural altitude alert warnings shall be inhibited once the AP is in the altitude capture phase. The altitude alert function shall also be inhibited under the following conditions : once the flaps are in the position required for landing during a coupled approach after glideslope capture.

34-13.12.00 34-13.12.01 34-13.13.00 34-13.13.01 34-13.14.00 34-13.14.01

34-13.20.00 34-13.20.01 34-13.20.02 34-13.20.03 34-13.20.04

34-13.20.05

34-13.20.06 34-13.20.07 34-13.20.08 34-13.20.09

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34-14.00.00
34-14.01.00 34-14.10.00 34-14.10.01

Attitude, heading and position

The attitude and heading information shall be provided by the ADIRS and shall include magnetic heading computation. Magnetic heading Magnetic heading shall be computed digitally by the ADIRS, the associated indicators being : the electronic flight instruments the standby DDRMI the optional VOR/ADF/RMI (if installed). Distribution of signals In the "normal" mode the Captain's and First Officer's PFDs shall receive attitude and heading signals from ADIRU N1 and N2 respectively. A switching function shall enable ADIRU N3 to be selected to replace either ADIRU N1 or N2. The standby DDRMI shall receive heading information from ADIRU N1. Instrument warnings The monitoring systems and warning presentations shall be based on ARINC report 415. A failure shall be indicated by the appearance of a warning on the relevant indicator. Instrument attitude and heading comparison A means of comparing the information displayed on the Captain's and First Officer's PFDs and NDs shall be installed. A comparison warning shall be provided.

34-14.20.00 34-14.20.01

34-14.20.02 34-14.30.00 34-14.30.01 34-14.30.02 34-14.40.00 34-14.40.01 34-14.40.02

34-20.00.00 34-21.00.00
34-21.01.00

Standby navigation systems Standby data : altitude and airspeed

The standby air data instruments shall consist of : one altimeter one airspeed indicator one metric altimeter (if installed). One 2 ATI, standby pneumatic altimeter shall be installed on the main instrument panel.

34-21.01.01

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Space provision for the installation of a 2 ATI metric altimeter shall be available on the main instrument panel. One 2 ATI, standby pneumatic airspeed indicator shall be installed on the main instrument panel.

34-22.00.00
34-22.10.00 34-22.10.01 34-22.10.02 34-22.20.00 34-22.20.01 34-22.21.00 34-22.21.01

Standby data : attitude and heading

Standby attitude reference A 3 ATI, standby self-contained gyro horizon shall be installed on the main instrument panel and shall be visible to both pilots. This gyro horizon shall be powered by the dc emergency power supply. Standby compass A standby magnetic compass shall be installed. It shall be visible to both pilots. Magnetic compensation The disturbing magnetic field created by the electrical wiring and various items of equipment, whether operating or not, shall not cause, after compensation, errors of more than 5 on the standby magnetic compass.

34-30.00.00 34-36.00.00
34-36.10.00 34-36.10.01 34-36.10.02

Landing and taxiing aids Landing Systems

Multi-Mode Receiver (MMR) Two Multi-Mode Receivers, in accordance with ARINC 755 shall be installed in the avionics compartment. Each MMR shall include : An FM immune ILS receiver (localizer and glide slope functions) A GPS receiver Space provision for a Local Area Differential GPS Landing System (LADGPS) Space provision for an MLS. Instrument Landing System (ILS) Two self-monitoring ILS receivers (localizer and glideslope functions) in accordance with ARINC 710 shall be installed, one in each MMR.

34-36.20.00 34-36.21.00

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34-36.22.00 34-36.22.01 34-36.23.00 34-36.23.01 34-36.23.02

The ILS receivers shall be tuned automatically by the FMGCs or manually on the MCDUs. In the event of a dual FMS function failure the ILS receivers may be tuned on the RMPs. A dual localizer antenna shall be installed and shall be connected by two separate coaxial cables to the ILS receivers. A dual glideslope antenna shall be installed and shall be connected by two separate coaxial cables to the ILS receivers. The polar diagram of these antennas shall permit localizer and glideslope capture for any angle permitted by AP operation within the normal range of the ground station. The ILS receiver antenna locations and connections shall satisfy all-weather landing requirements. The coaxial feeders shall be designed so that an open or short circuit in one line shall have minimum degradation on the opposite system. The ILS 1 information shall be displayed on PFD 1 and ND 2, and the ILS 2 information shall be displayed on PFD 2 and ND 1. Test facilities shall be provided through the CFDS to enable the outputs of the ILS receivers to be checked with the equipment installed.

34-36.23.03 34-36.23.04 34-36.24.00 34-36.25.00

34-37.00.00
34-37.01.00

Microwave Landing System (MLS)

Space provision shall be made for two MLS receivers, one in each MMR, and for the associated antennas.

34-40.00.00 34-41.00.00
34-41.01.00

Independent position determining systems Weather radar system

A single X-band weather radar system, generally in accordance with ARINC 708 and incorporating a Doppler mode (turbulence detection), shall be installed. The transceiver shall be installed behind the forward pressure bulkhead. System provision shall be made for the installation of a second transceiver. The weather radar antenna shall be installed in the nose radome. For radome protection and installation see Chapter 53. One dual control panel accessible to both pilots shall be installed on the pedestal.

34-41.02.00 34-41.03.00

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Radar indications shall be displayed on the NDs with switching facilities provided on the EFIS control panel and the weather radar control panel. Test facilities shall be provided through the CFDS to enable the outputs of the weather radar transceiver to be checked with the equipment installed.

34-42.00.00
34-42.01.00 34-42.02.00

Radio altimeter
Two radio altimeter systems in accordance with ARINC 707 shall be installed. The self-monitoring radio altimeter transceivers shall be installed in a separate rack located near to the aft cargo hold door. The rack shall be forced air cooled in accordance with ARINC recommendations. Radio altimeter information shall be displayed on the PFDs. Automatic call out Automatic call out of predetermined radio altitudes shall be provided by a synthesized voice.

34-42.03.00 34-42.10.00 34-42.10.01

34-43.00.00
34-43.01.00 34-43.02.00 34-43.03.00

Traffic alert and Collision Avoidance System (TCAS)

A TCAS II, generally in accordance with ARINC 735 shall be installed. Two, directional, tear-drop curved-base TCAS antennas shall be installed, one on the top and one on the bottom of the fuselage. TCAS control shall be from a combined ATC/TCAS control panel - see Section 34-52 on page 34-8.

34-48.00.00
34-48.01.00

Ground Proximity Warning System (GPWS)

An Enhanced Ground Proximity Warning System (EGPWS) generally in accordance with ARINC 723 shall be installed in the avionics compartment.

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34-50.00.00 34-51.00.00
34-51.01.00 34-51.02.00

Dependent position determining systems Distance Measuring Equipment (DME)

Two DME interrogators in accordance with ARINC 709 shall be installed in the avionics compartment. Two independent L-band blade antennas shall be installed on the fuselage and located to avoid mutual interference between each other and the ATC transponder antennas. The DME interrogators shall be tuned automatically by the FMGCs or manually on the MCDUs. In the event of a dual FMS function failure each DME may be tuned on the on-side RMP. The information from both DME interrogators shall be displayed simultaneously on the DDRMI and on the EIS when compatible modes are selected. Test facilities shall be provided through the CFDS to enable the outputs of the DME interrogators to be checked with the equipment installed.

34-51.03.00 34-51.03.01 34-51.04.00

34-51.05.00

34-52.00.00
34-52.01.00

Air Traffic Control (ATC) transponder : Mode S (select)

Two mode S ATC transponder systems generally in accordance with ARINC 718 shall be installed. The ATC transponders shall not respond on the ground. Four independent L-band blade antennas shall be installed, two on the top and two on the bottom of the fuselage. The antennas shall be located to avoid mutual interference between each other and the DME antennas. One combined dual ATC/TCAS control panel accessible to both pilots, shall be installed on the pedestal. The panel shall have 4096 code capability and include a switch to transfer the controls to either transponder. Automatic altitude telemetry at standard 100 ft increments shall be provided. The altitude encoding information shall be provided from the appropriate ADIRU. Test facilities shall be provided through the CFDS to enable the outputs of the ATC transponder to be checked with the equipment installed.

34-52.02.00

34-52.03.00

34-52.04.00

34-52.05.00

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34-53.00.00
34-53.01.00

Automatic Direction Finding (ADF)

One ADF receiver generally in accordance with ARINC 712 shall be installed in the avionics compartment. Space provision shall be made for the installation of a second ADF receiver. The ADF receiver shall be tuned automatically by the FMGCs or manually on the MCDUs. In the event of a dual FMS function failure the ADF receiver may be tuned by the on-side RMP. One combined loop and sense antenna shall be installed. Structural provision shall be made for a second ADF antenna. When selected, bearings shall be displayed on the NDs and on the optional VOR/ADF/RMI, if installed. Test facilities shall be provided through the CFDS to enable the outputs of the ADF receiver to be checked with the equipment installed.

34-53.02.00 34-53.02.01 34-53.03.00 34-53.04.00 34-53.05.00

34-55.00.00
34-55.01.00

VOR/Marker
Two VOR receivers in accordance with ARINC 711 shall be installed in the avionics compartment. Each receiver shall include a marker beacon function capability. The VOR receivers shall be tuned automatically by the FMGCs or manually on the MCDUs. In the event of a dual FMS function failure each VOR receiver may be tuned by the on-side RMP. A dual omni-directional VOR antenna shall be installed and shall be connected by two separate coaxial cables to the VOR receivers. VOR information shall be displayed on the Captain's and First Officer's NDs when selected and on the DDRMI. Test facilities shall be provided through the CFDS to enable the outputs of the VOR receivers to be checked with the equipment installed. Marker functions in accordance with ARINC 711 shall be included in each VOR receiver. Only one marker receiver shall be operative and low sensitivity shall be used. Marker information shall be provided on each PFD.

34-55.02.00 34-55.02.01 34-55.03.00 34-55.04.00 34-55.05.00 34-55.06.00

34-55.06.01

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34-57.00.00
34-57.01.00 34-57.01.01

Digital Distance and Radio Magnetic Indicator (DDRMI)

One DDRMI giving VOR bearings and DME information shall be installed on the main instrument panel. The DDRMI shall be provided with heading and system warning flags.

34-58.00.00
34-58.01.00 34-58.02.00 34-58.03.00 34-58.04.00

Satellite navigation
A Global Positioning System (GPS) shall be included in each MMR. It shall be certificated according to TSO C 129. Two GPS active antennas shall be installed on the upper fuselage, above the cockpit. Each GPS shall provide data to the ADIRUs for GPIRS position computation. The GPS integrity shall be provided by the GPS receiver itself or by the ADIRU, according to the equipment installed.

34-10

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A319-100

Figure 34-10 - Pitot static and ADIRU input - schematic

FCU
STD BY COMPASS STD BY HORIZON STD BY ASI STD BY ALTI

PFD 1

ND 1

RMI VOR/DME

ND 2

PFD 2

DMC 1

DMC 3

DMC 2

STATIC ST BY

STATIC ST BY

AOA 1 AOA 3 TAT 1 ADIRU 1

ADM ADIRU 3 ADIRU 2

AOA 2

TAT 2

PITOT ST BY PITOT CPT STATIC CPT STATIC F/O

ADM ADM ADM ADM ADM ADM ADM

PITOT F/O STATIC CPT STATIC F/O

SFCC 1 Data Buses to user systems

ADIRS CDU

FMGC 1,2 CFDIU

SFCC 2

Data Buses Data Buses to user systems to user systems

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34-12

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35-00.00.00
35-00.10.00 35-00.10.01

Oxygen
Design criteria The oxygen supply system shall be designed for the following flight profile after loss of pressurization : 1 min at maximum flight altitude 4 min to descend from this altitude to 18 000 ft (5 486 m) 7 min at 18 000 ft (5 486 m) 1 min to descend from 18 000 ft (5 486 m) to 10 000 ft (3 048 m). Detailed information on alternative flight profiles shall be provided by the Buyer. Variation of the standard profile shall be subject to separate negotiation.

35-00.11.00

35-10.00.00
35-10.01.00

Flight crew oxygen system

A gaseous high pressure supply source shall be used for the flight crew oxygen system - see Figure 35-12 - Flight crew oxygen system schematic on page 35-5.

35-11.00.00
35-11.01.00 35-11.01.01

Oxygen storage
One 77.1 ft3 (2 183 litre) oxygen cylinder, made of composite material, shall be installed to supply the flight crew system. The oxygen cylinder shall be installed using quick release mounting clamps and easily removable hoses. It shall be located remotely from high powered electrical equipment and in an area not likely to be subjected to high temperatures. Ground filling Structural and space provisions shall be made for a ground filling connector and an associated pressure gage.

35-11.10.00 35-11.10.01

35-12.00.00
35-12.01.00

Flight crew oxygen distribution

The distribution system shall provide oxygen for each crew member for use : following the loss of aircraft pressurisation when only one pilot is at his station in the presence of smoke or noxious gases.

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35-12.02.00

Each occupant shall be provided with a quick donning, full face oxygen mask containing a demand type regulator and a microphone assembly. Diluted or 100 % oxygen, with or without overpressure, shall be available. The system shall be supplied via a pressure reducing valve, installed close to the storage cylinder shutoff valve, and a low pressure solenoid valve controlled from the cockpit. The supply lines shall be made from stainless steel. The installation shall have adequate space in which to torque tighten the fittings and shall allow easy replacement during aircraft overhaul. The lines shall be left uncovered to facilitate inspection.

35-12.03.00

35-12.04.00

35-13.00.00
35-13.01.00 35-13.02.00 35-13.03.00

Flight crew oxygen system indicating

A pressure gage shall be installed on the oxygen cylinder. Cylinder pressure and a warning of system low pressure shall be indicated in the cockpit. An indicator, visible from outside the aircraft, shall show cylinder or distribution system overpressure.

35-20.00.00
35-20.01.00

Passenger and attendant oxygen system

Control and indicating system provisions for a solid state, chemical oxygen dispensing system shall be installed in the cockpit and avionics compartment. Installation of dispensing units in the passenger compartment is the responsibility of the Buyer. Unassigned Unassigned Unassigned Unassigned

35-20.02.00 35-20.02.01 35-20.03.00 35-20.04.00

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35-30.00.00 35-31.00.00
35-31.01.00

Portable oxygen Flight crew portable oxygen

One portable Protective Breathing Equipment (PBE) shall be installed in the cockpit.

35-32.00.00
35-32.01.00 35-32.02.00 35-32.03.00

Cabin Attendants' portable oxygen

Unassigned Unassigned Unassigned

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35-4

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A319-100

Figure 35-12 - Flight crew oxygen system - schematic

Test

6 8 First officer's mask 8 Third occupant's mask 7 5 3

T

Oxygen indicating and switching

8 Captain's mask

Fourth occupant's mask (optional)

2 3

4 5 6 7 8

Oxygen storage cylinder with: - progressively controllable on/off valve - overpressure safety valve - pressure gage. HP/LP overpressure safety discharge indicator Pressure control assembly including: - pressure reducer - pressure transmitter. Solenoid supply valve Manifold LP test point Pressure switch Storage box with full face, quick donning mask

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35-6

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36-00.00.00
36-00.01.00 36-00.01.01

Pneumatic
General The function of this system shall be to supply air to the following systems : the air conditioning and pressurization systems the wing ice protection system the engine starting system the water system the hydraulic system. The air sources are - see Figure 36-10 - Bleed air supply - schematic on page 36-5 : air bled from various stages of the compressors of both engines the APU an equivalent HP ground supply source. The engine air intake ice protection system is considered as an independent system - see Section 30-21 on page 30-2. A cross feed duct and dual system actuated isolation valve shall be installed to provide : air to both air conditioning systems or both wing anti-icing systems and one air conditioning system at maximum flow from one engine air to both air conditioning systems from the APU or an external HP source air for engine starting from the APU, or an external HP source, or from the other engine (crossfeed start). It shall be possible to lock the crossfeed valve in the closed or open position. Means shall be provided where necessary to avoid damage to the structure due to an air leak from a high temperature and pressure air duct. No air above 250C (482F) shall be ducted through the pressurized area. Ducts within the pressurized areas shall be designed to withstand the maximum cabin differential pressure without permanent deformation. Servicing Wherever necessary, test points shall be installed to enable valves to be operated independently of the system control loops.

36-00.01.02

36-00.01.03 36-00.01.04

36-00.01.05 36-00.02.00

36-00.03.00 36-00.04.00 36-00.10.00 36-00.10.01

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36-00.10.02

Position indicators shall be installed on all control and shutoff valves, but not check valves. Valves shall be so installed that the position indicators can be seen by the servicing personnel. Where necessary, all ducts, servo-lines and components shall be identified for ease of maintenance. All system components shall be easily removable without disturbing other equipment except where prevented by physical restraints. All metal duct-to-duct and equipment-to-duct joints shall be of a simple quick release type and sealants shall not be used. All metallic ducts shall be readily weldable. Physical means shall be provided to prevent components being installed incorrectly. A bleed air monitoring computer shall be installed to provide bleed status information for use by the FADEC and to provide maintenance related data to the CFDS.

36-00.10.03 36-00.10.04 36-00.10.05

36-00.10.06 36-00.10.07

36-11.00.00
36-11.01.00

Engine bleed air supply system

The air supply from the engines shall be drawn from an intermediate compressor stage, and from the last stage of the HP compressor, according to engine bleed characteristics. The air shall be pressure and temperature controlled in each engine pylon/nacelle using appropriate temperature and pressure devices including : safety and pressure control valves an LP stage (engine fan) cooling air precooler, of tubular type a temperature control system. The failure of one system shall not affect the continued operation of the other system, and shall be indicated on the Systems Display.

36-11.02.00

36-11.03.00

36-12.00.00
36-12.01.00 36-12.02.00 36-12.03.00

APU bleed air and external high pressure supply

The APU and external HP supply shall be fed to the user systems without further temperature or pressure conditioning. For APU supply see Chapter 49. Two separate means shall be provided to prevent rotation, and hence possible inadvertent disconnection, of the external HP connector.

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36-20.00.00
36-20.01.00 36-20.02.00

Indicating
System indications for the flight crew shall be displayed on the Systems Display. System controls shall be located on the overhead panel.

36-22.00.00
36-22.01.00 36-22.02.00

Leak detection
An ambient overheat detection system shall be provided in the vicinity of hot air ducting. The areas monitored for ambient overheating shall be : the engine pylon wing and fuselage center section each side of the aircraft APU hot air system in the fuselage. Overheat warnings shall be provided on cockpit indications together with an associated audible warning. The system shall incorporate a test circuit to check the sensing elements. Associated test facilities shall be installed in the cockpit.

36-22.03.00 36-22.04.00

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36-4

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Figure 36-10 - Bleed air supply - schematic

1 Fan To system pressurization IP 2 Starter 10 HP 3 5 4 7 9 Cross feed valve 10 7 4 Starter

1 Fan

IP

HP

NAI Overboard Hydraulic reservoir Left engine and pylon 6 (HP) WAI To ECS packs Overboard WAI Right engine and pylon

NAI

APU

1 2 3 4 5 6 7 8 9 10

Fan bleed air control valve Check valve, IP stage HP control valve Overpressure valve Pneumatic pressure regulator valve HP ground connector Precooler APU shut-off valve APU check valve System pressure check valve

Shut off valve Control valve Check valve NAI WAI Nacelle anti-ice Wing anti-ice

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36-5

36-6

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38-00.00.00

Water/Waste
General
All parts of the water/waste system which come into contact with the contents of the system shall be of corrosion resistant materials and shall be designed to resist damage during normal maintenance. All lines, controls, valves, and connections shall be placarded to indicate their purpose and their different positions. Permanent placards shall be attached to all tanks and service panels within the water/waste system. All lines and fittings shall be sloped to ensure draining by gravity flow, except vacuum toilet drain lines. The system, when drained in accordance with approved procedures, shall withstand freezing conditions. External connections and drain points shall be located such that ice formation due to water leakage shall not affect other systems or result in structural damage.

38-01.00.00
38-01.01.00

38-01.02.00 38-01.03.00 38-01.04.00 38-01.05.00 38-01.06.00

38-01.07.00

See Figure 38-10 - Water/waste system - under floor provisions schematic on page 38-7, for the general arrangement under the passenger compartment floor.

38-10.00.00
38-10.01.00 38-10.01.01 38-10.02.00

Potable water
A pressurized water system shall be installed. The water system design shall comply with United States Public Health Standards. All water lines and other components shall be made of stainless steel or other non-corrosive and non-toxic materials for use with superchlorinated water. They shall be compatible with chemicals and cleaning agents approved for use in aircraft potable water systems.

38-11.00.00
38-11.01.00 38-11.01.01 38-11.02.00

Water storage
Water shall be stored in a single tank installed in the pressurized section of the fuselage. The total usable capacity of the tank shall be 200 litres (53 US gallons). The tank shall be accessible for maintenance and shall have a hand hole for interior cleaning and inspection.

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38-11.03.00 38-11.10.00 38-11.10.01

In case of tank unit leakage the water shall drain overboard via the fuselage drain points. Water supply servicing One water service panel shall be installed on the underside of the fuselage. It shall be located in a position readily accessible to service personnel. The nipples on the potable water service panel shall be heated. A handle on the panel shall operate mechanically a fill and drain valve. The handle shall have three positions: normal, filling, and draining. After filling, the valve shall be closed electrically, when 100 % contents is reached. The valve may be mechanically closed during or after filling. In the draining position, the handle shall also activate a motorised drain valve for the forward part of the system. The open position of this valve shall be indicated on the service panel. The valve shall be provided with a mechanical over-ride. A connection shall be provided for potable water tank filling and draining. The filling connection shall be provided with a cap which shall be retained with the aircraft. A water quantity indicator shall be installed on the service panel. Placards giving servicing information shall be attached to the panel. It shall not be possible to close the service panel door if the valve operating handle and filler connection cap are not in their correct positions for flight. The system shall be designed to accept a filling pressure of 50 lbf/in2 (345 kPa), giving a time to fill (empty to full) of not more than 10 minutes.

38-11.10.02

38-11.10.03

38-11.10.04 38-11.10.05 38-11.10.06 38-11.10.07 38-11.10.08

38-11.11.00

38-12.00.00
38-12.01.00 38-12.02.00 38-12.03.00

Distribution
Water distribution shall be via main water lines installed in the underfloor area. Valves and lines shall be routed in warm areas away from the aircraft skin where physically practical - see Chapter 30. All water system components and piping shall be separated as far as possible from any electrical equipment wiring and controls and shall be positioned so that any leakage cannot drip or spray onto such equipment or controls.

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38-12.03.01

Where such separation and positioning cannot be achieved adequate protection of the equipment against leakage shall be provided. This protection shall consist of ducting around pipes, drip trays under components and covers over the equipment and controls, as necessary. The water system pressure shall be at least 25 lbf/in2 (172 kPa) under normal flight conditions. The system shall be capable of withstanding a pressure of 50 lbf/in2 (345 kPa). Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned

38-12.04.00

38-12.04.01 38-12.05.00 38-12.06.00 38-12.06.01 38-12.07.00 38-12.07.01 38-12.07.02 38-12.07.03 38-12.08.00

38-30.00.00 38-31.00.00
38-31.01.00

Waste disposal Vacuum toilet system

Underfloor equipment shall be installed for a vacuum toilet system including a waste water tank, and waste water drain lines from the forward and aft passenger compartment areas. The differential pressure needed for the toilet flushing shall be created by cabin differential pressure or by a vacuum generator. Unassigned Unassigned Unassigned A single waste water tank shall be installed. The waste tank shall be equipped with a water separator. A waste tank level sensing system, shall shut down the entire system when the waste tank "full" level is reached. Unassigned

38-31.01.01 38-31.01.02 38-31.01.03 38-31.02.00 38-31.02.01 38-31.02.02 38-31.03.00

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38-31.10.00 38-31.10.01

Toilet Servicing One service panel shall be provided, it shall be easily accessible and located underneath the fuselage in such a way that water spillage shall not produce corrosion in the door area. The panel shall contain one waste-tank drain connection, a drain valve operating handle, and a waste-tank flushing and filling connection. A placard positioned close to the flushing connection shall provide servicing information. It shall not be possible to close the service panel door if the blanking caps and drain valve handle are not in the correct positions for flight. The vacuum toilet system shall be deactivated when the toilet service panel door is in the "open" position. The drain valve handle shall be robust and simple to operate. Toilet drain lines shall be of circular cross-section with a diameter of 2 in (50,8 mm). They shall be capable of withstanding a negative pressure differential of 10 lbf/in2 (69 kPa). The waste tank drain line shall be of circular cross-section with a diameter of 4 in (101,6 mm), and shall be capable of withstanding maximum cabin differential pressure. Joints in the drain lines shall be kept to a minimum. Where necessary adequate ducts or drip trays shall be provided under the lines to prevent leakage on to equipment. Waste tank flushing water supply pressure shall be 35 lbf/in2 (241 kPa) maximum.

38-31.10.02 38-31.10.03 38-31.10.04 38-31.10.05 38-31.11.00 38-31.12.00

38-31.12.01 38-31.12.02

38-31.13.00

38-32.00.00
38-32.01.00

Waste water drainage

Waste water shall be drained overboard via electrically heated drain masts. The masts shall be so located that discharges shall not adversely affect other systems or contaminate the fuselage. It shall be possible to replace the drain masts without access from inside the aircraft fuselage. Unassigned Unassigned

38-32.01.01 38-32.02.00 38-32.03.00

38-40.00.00
38-40.01.00

Air supply
The water system shall be pressurized by filtered, regulated air tapped from the pneumatic system.

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38-40.02.00

The system shall also be able to be pressurized from the water service panel by using a ground compressed air source.

A319-100

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38-6

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A319-100

Figure 38-10 - Water/waste system - under floor provisions - schematic

C/B Panel FWD 2000VU

C/B Panel FWD 2000VU

Fwd galley area Fwd Lavatory area

Aft Lavatory areas

Aft galley area

Floor level

Shroud Pressure from bleed air system Potable water tank

To vacuum system controller Vacuum waste tank

M M

CFDIU

Drain

Ground air pressure connection Potable water overflow Potable water fill and drain connection Control cable Indicator drain valve Indicator tank quantity Indicator tank full Limit switch

Mech. override drain valve Potable water drain connection

Drain mast elec. heated

Drain valve control cable

Waste tank flush line

Waste tank draining

Drain mast elec. heated

Toilet waste line Vacuum waste line Vacuum line P Compensation line Lav filling and flushing line Waste water line Potable water line Drain line Water tank overflow line Compressed air line

A319-100

J 000 01000CJ -

- 02 Jul 1998

Altitude pressure switch

Vacuum outlet

Limit switch

38-7

38-8

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46-00.00.00

Information systems
Cockpit Information System Air Traffic and Information Management System (ATIMS)
An Air Traffic Services Unit (ATSU) shall be installed in the avionics compartment. The ATSU shall have the capacity to host FANS B software for ATC data communications according to ICAO SARPS definition. (FANS : Future Air Navigation System SARPS : Standard And Recommended Practices.)

46-20.00.00 46-21.00.00
46-21.01.00 46-21.01.01

46-21.02.00 46-21.03.00 46-21.04.00

System provisions shall be provided in the main instrument panel for two Data-link Control and Display Units (DCDU). The ATSU shall host the ACARS router. The ATSU shall host application software for airline communications (ACARS - see Section 23-24 on page 23-2). data

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- 02 Jul 1998

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46-2

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A319-100

49-00.00.00
49-00.01.00

Airborne auxiliary power

An Auxiliary Power Unit (APU), ALLIEDSIGNAL type GTCP 36-300A, shall be installed in the fuselage tailcone and shall be suitable for use both on the ground and in flight as specified below. A digital Electronic Control Box (ECB), including Built In Test Equipment (BITE), shall be installed in an accessible position in the rear pressurized fuselage. The APU shall be used for the following : driving a 90 kVA generator supplying air to the air conditioning system on the ground providing pneumatic power to start the main engines on the ground. Electrical power demands shall have priority over pneumatic requirements whenever the combined demands exceed the APU capability. Ground performance The APU shall be able to start the main engines on the ground under the conditions specified in Section 49-50 on page 49-4. Sufficient APU power shall be available, while providing the required electrical power, to meet the specified ground air conditioning requirements detailed in Chapter 21. In-flight performance The APU shall be able to operate up to the maximum operating altitude of the aircraft. There shall be 90 kVA electrical power available with outside air temperatures up to the ISA standard at an altitude of 25 000 ft (7 620 m).

49-00.01.01

49-00.02.00

49-00.03.00

49-00.20.00 49-00.21.00 49-00.22.00

49-00.30.00 49-00.31.00 49-00.32.00

49-10.00.00
49-10.01.00 49-10.02.00 49-10.03.00

Power plant
APU in-flight windmilling above acceptable limits, in either the normal or reverse directions, shall not occur. Materials used shall be resistant to the fluids and temperatures likely to be encountered. It shall be possible to change or inspect any APU mounted accessory (including fuel and oil filters) without the use of special tools and with the APU installed.

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49-10.03.01

APU electrical connectors shall be threaded to avoid deterioration by vibration and corrosion. These connectors shall also be moisture proof and have high retention force pins to avoid contact looseness. Inspection points on the engine casing shall be accessible and borescope inspection of main components shall be possible with the APU installed. The engine compartment shall be vented and the cooling airflow shall be induced by a fan driven from the APU. Overpressure protection shall be provided by a pressure relief door. The walls of the air intake and exhaust duct shall be sound proofed as necessary in order to meet the noise recommendations given in ICAO Annex 16 Environmental Protection, Volume 1, 3rd Edition 1993, Chapter 09. APU installation The installation shall be designed for a rapid APU change using standard tools. It shall be possible to remove and install a "quick engine change unit" and be ready to start in 75 minutes. Removal of the APU and inspection for maintenance shall be through two doors hinged on the aircraft structure and opened from the lower fuselage. Struts shall be provided to hold these doors in the open position. The doors shall be equipped with quick release fasteners. The locked position shall be capable of being verified by easy visual inspection. It shall be possible to run the APU on the ground with the LH access door open. Other external access doors shall have quick release fasteners not requiring special tools. Fittings shall be provided on the aircraft structure to permit hoisting of the APU and generator.

49-10.04.00

49-10.05.00

49-10.06.00

49-10.10.00 49-10.10.01

49-10.10.02

49-10.10.03 49-10.10.04 49-10.10.05

49-13.00.00
49-13.01.00 49-13.02.00

Fireseals
The APU shall be installed in a drained and vented fireproof compartment. The APU and exhaust compartments shall be separate. All fluid carrying lines and hose assemblies shall be fire resistant.

49-16.00.00
49-16.01.00

Air intake system

The air intake shall be designed to have minimum air inlet distortion to permit ground and flight operation without harmful stall or surge.

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49-16.02.00 49-16.03.00

A flap shall be installed to enable the APU air intake to be closed when the APU is inoperative. The air intake shall be designed so as to prevent, as far as practicable, ingestion of both APU and main engine exhaust gases as well as runway debris. A means of opening a failed air intake flap system shall be provided, for dispatch of the aircraft with the APU operative.

49-16.04.00

49-17.00.00
49-17.01.00 49-17.02.00

Power plant drain system

Overboard drains shall be designed to avoid "run-back" and re-entry. The APU shall incorporate a drain system, by means of which all fluids shall be collected and discharged overboard.

49-20.00.00
49-20.01.00 49-20.02.00 49-20.03.00 49-20.04.00 49-20.05.00

Engine
The APU shall be certificated in accordance with JAR-APU as a category 1 engine and shall be installed accordingly. The APU shall be capable of operation in icing conditions. The APU shall be designed to function as a combination shaft power and pneumatic energy source for ground and flight use. The APU shall drive a 90 kVA generator. Operation without the generator shall be allowed by installing special equipment. For the APU fuel feed system see Section 28-22 on page 28-5.

49-40.00.00
49-40.01.00

Ignition and Starting

APU start shall be initiated from a panel in the cockpit. The start sequence, from initiation up to the governed speed, shall be automatic. It shall be possible to start the APU on the ground from the batteries or external ground power. It shall be possible to start the APU anywhere within the normal flight envelope up to an altitude of 31 000 ft (9 449 m). The main aircraft electrical supplies shall be used to start the APU. It shall be possible to start the APU using batteries alone up to an altitude of 25 000 ft (7 620 m).

49-40.02.00

49-40.03.00

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49-40.03.01

Using the batteries it shall be possible to start the APU after it has undergone the following cold soak conditions : on the ground after 12 hours at minus 26C (minus 14.8F) : (the above assumes that fully charged batteries having an electrolyte temperature of 0C (32F) shall be available when APU start is initiated) or in flight after 3 hours at minus 35C (minus 31F) : (the above assumes that fully charged batteries shall be available when APU start is initiated).

49-40.04.00

Two in-line starting contactors shall be provided.

49-50.00.00
49-50.01.00

Air
Sufficient pneumatic power shall be provided to start the main engines on the ground at a temperature of ISA plus 35C (ISA plus 63F) at elevations between minus 1 000 ft (minus 305 m) and 9 200 ft (2 804 m). When selected the pneumatic output shall be controlled automatically as a function of demand. Sufficient air shall be delivered on the ground to meet the air conditioning performance requirements of Section 21-40 on page 21-9 and Section 21-50 on page 21-10. A check valve and shutoff valve shall be installed to prevent air from the engines flowing into the APU - see Figure 36-10 - Bleed air supply schematic on page 36-5. An APU driven cooling fan shall provide air for compartment and accessory cooling.

49-50.01.01 49-50.02.00

49-50.03.00

49-50.04.00

49-60.00.00
49-60.01.00 49-60.02.00 49-60.03.00

Engine controls
Under normal operating conditions the APU speed automatically maintained to within plus or minus 0.5 %. shall be

The APU shall shut down automatically in the event of any failure which is potentially hazardous. Controls for starting, shutdown, fire detection and fire extinguishing shall be provided in the cockpit.

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49-60.04.00 49-60.05.00

A switch for the APU fuel pump shall be installed in the APU compartment to permit priming of the APU fuel system. Guarded emergency shutdown controls shall be provided on the ground electric power panel.

49-70.00.00
49-70.01.00

Indicating
The following information shall be provided in the cockpit on the indication pages : rpm (%) exhaust gas temperature air bleed valve position APU shutdown (whether automatically or from external control). Maintenance information, including APU operating hours and cycles, shall be available from the CFDS.

49-70.02.00

49-81.00.00
49-81.01.00 49-81.02.00 49-81.03.00 49-81.04.00

Exhaust system
The exhaust muffler shall be supported in the tailcone in a compartment separated from other systems. The APU shall be connected to the muffler by a flexible coupling. All parts affected by hot gases shall be manufactured from heat and corrosion resistant material. All hot surfaces of the exhaust system shall be shielded by insulation. The muffler compartment shall be drained and ventilated.

49-90.00.00
49-90.01.00 49-90.02.00 49-90.03.00

Oil
The oil system shall be integral with the APU and shall be supplied by the APU manufacturer. The oil tank filler shall be so located and of a size to permit easy filling from a standard one quart can without a spout. The oil tank capacity shall be sufficient to enable 200 hours engine running time without refilling, assuming that the APU oil consumption is normal. The oil tank drain plug shall incorporate a magnetic chip detector. A sight gauge, for visual determination of the oil level, shall be provided on the oil tank.

49-90.04.00 49-90.05.00

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49-6

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Figure 49-00 - APU installation

Bleed air duct

Fire extinguishing bottle

Suspension rods

Ventilation (left side only)

77 78

80 84

Exhaust duct Muffler compartment vent air inlet

Access doors Fuel line Air intake Diverter APU & Compartment drain mast

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51-00.00.00

Structures - general
Primary structure
The primary structure shall be generally of high strength aluminium alloy. Fiber reinforced composite materials shall be used for selected components. Magnesium alloys shall not be used. Magnetic materials shall not be used near the magnetic compass. Steel or titanium may be used for certain parts to meet space, weight or corrosion resistance requirements. Fire barriers shall be constructed from corrosion resistant steel, titanium, or adequate composite material. Materials with good fatigue properties and a slow rate of crack propagation shall be chosen for parts under tension. Aluminium-zinc alloys shall be used for the upper surface of the wing box and may be employed for components in the main load carrying structures. The stress levels shall be carefully selected considering the higher crack propagation rate compared with naturally aged aluminium-copper alloys. Material tempers shall be chosen to obtain optimum strength, fatigue and stress corrosion resistance. Aluminium alloy sheet stock shall be aluminium clad for gages less than 0.063 in (1,6 mm), except in minimum gage applications such as honeycomb sandwich, machine tapered or chemically milled parts. All tooling holes in fatigue sensitive areas shall be properly plugged or located in low stress areas. Double shear joints shall be designed such that any cracks that might develop occur in the visible parts of the joint. Aluminium alloy 2618A shall not be used except in regions subject to heating by hot air. As a design aim, detailed inspections for fatigue damage shall be visual, external inspections.

51-01.00.00
51-01.01.00

51-01.01.01

51-01.02.00 51-01.03.00

51-01.04.00 51-01.05.00

51-01.06.00 51-01.07.00 51-01.08.00 51-01.09.00

51-02.00.00
51-02.01.00

Secondary structure
Aluminium alloy or fiber reinforced composite materials shall be used to fabricate secondary structural components. Magnesium alloys shall not be used. Material tempers shall be chosen to obtain optimum strength, fatigue and stress corrosion resistance.

51-02.02.00

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51-1

51-03.00.00
51-03.01.00 51-03.02.00 51-03.03.00

Methods of assembly
Bolting, riveting, welding or bonding shall be used for joining structural members or assemblies. The use of spotwelding shall be limited to small access doors and applications not susceptible to corrosion or acoustic fatigue. As a general rule, lap joint design shall incorporate the following exterior features : the forward sheet of single lap lateral splices shall overlap the aft sheet the upper sheet of single lap longitudinal splices shall overlap the lower sheet. All fuselage skin joints shall be assembled by using interfaying sealant and the fasteners shall be installed with wet sealants. All structural and associated parts in corrosion critical areas - see Section 51-10 on page 51-7 shall be assembled with interfaying sealant. The skin panels of the main wing box shall be made from machined aluminium alloy plate. The stringers of the main wing box shall be made from aluminium alloy stretched extrusion and shall be machine tapered and stepped. They shall be attached by automatically driven slug rivets on the top surface and lead-in radius bolts on the bottom surface. Interference lead-in radius fasteners shall also be used in some areas of the top surface to meet fatigue requirements. Wing skin panel assemblies shall be attached to each other and to the spars, ribs and wing root joint members with interference fit lead-in radius and Taperlok bolts working primarily in shear. Adhesive bonding shall only be used in exceptional cases. Adhesive bonded joints, where used, shall employ materials and processes in accordance with Airbus Industrie specifications as follows : aluminium alloy bonded surfaces shall be chromic acid anodized and primed with corrosion inhibiting primer prior to bonding faying surface bonded metal to metal joints (except on honeycomb structures and small access doors) shall be repairable using fasteners in the event of local areas becoming unbonded all assemblies shall be 100 % inspected for bond integrity. Cold bonding shall be used only on restricted structural components. If used (including for concessionary repairs), the joints shall be completely sealed against ingress of moisture along the bond line.

51-03.04.00 51-03.04.01 51-03.05.00 51-03.05.01

51-03.05.02

51-03.06.00 51-03.06.01

51-03.07.00

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51-03.08.00

Fillets and fairings shall be removable without removing structural components. They shall be attached using screw type fasteners and where necessary dimpled washers. Where blind attachments are used, the female portion shall be attached to the structure mechanically. As a design aim laminated shims shall not be used in the structure. The use of epoxy or other cast-in-place shims shall be restricted. All similar assemblies shall have maximum commonality of parts and adjustments. All external riveted reinforcements shall be installed with sealant on primed surfaces. The design of an access door hinge attached to the structure shall allow easy replacement. Edge crimping shall not be used on removable fairings, plates, doors and covers.

51-03.09.00 51-03.10.00 51-03.11.00 51-03.12.00 51-03.13.00

51-04.00.00
51-04.01.00

Fasteners
American standard assembly items (nuts, bolts, fasteners, screws, etc) shall be used wherever possible for assemblies which are removable for servicing. As far as practicable, all fasteners shall be accessible for replacement or inspection. As a general rule, interference fit fasteners shall be used in fatigue sensitive areas. Wherever practicable the use of bolts in tension shall be avoided for all critical load paths. The use of cadmium plated fasteners in contact with titanium parts shall be avoided for high temperature areas where there is a risk of titanium cracking, unless the titanium is adequately protected. Nuts shall not be locked by staking, and NAS 446 type nuts and sheet metal screws shall not be used. Nut plates used for stressed panels shall be replaceable individually. If snap rings are used to retain plugs, bearings and similar parts in structural applications, their locating grooves shall not be positioned in fatigue critical areas. Shear carrying quick release fasteners shall not be used in shear panels if possible, but If used, a suitable placard shall be installed adjacent to the fasteners.

51-04.01.01 51-04.01.02 51-04.01.03 51-04.01.04

51-04.02.00 51-04.03.00 51-04.04.00

51-04.05.00

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51-04.06.00

All bolts used in permanent joint assemblies shall be chromium, aluminium, aluminium alloy, cadmium, or zinc plated or made from corrosion resistant material. All titanium fasteners shall be protected by anodizing, aluminium plating, or equivalent finishes. Non-aluminium clearance fit fasteners (unless aluminium plated) used in aluminium structures, and all skin attachment fasteners in corrosion critical areas shall be installed with sealant. Non-aluminium interference fit fasteners (unless aluminium plated) used in aluminium structures shall be installed with sealant in the countersunk area. In fatigue critical areas preference shall be given to the installation of Taperlok bolts, lead in radius interference fit type bolts, or close tolerance bolts in cold worked holes. All interference fit parallel shank bolts, of 1/4 in diameter and above, shall have a lead-in radius to meet fatigue requirements. It shall be possible to install oversize fasteners in all permanent fastener installations. The maximum increase in diameter shall be as follows : 1/32 in for fasteners up to 1/4 in diameter (but not including 1/4 in) 1/16 in for fasteners 1/4 in diameter and over. Where practicable, oversize fasteners shall be permanently identified.

51-04.07.00

51-04.08.00

51-04.09.00

51-04.10.00 51-04.11.00

51-04.11.01

51-05.00.00
51-05.01.00 51-05.01.01

Blind attachments
The number of blind attachments used shall be kept to a minimum. Blind attachments involving conventional bolts or screws shall incorporate anchor nuts, or their equivalent, mechanically fixed to the structure. The material used for blind attachments shall be corrosion resistant or adequately protected when installed.

51-06.00.00
51-06.01.00

Access
Access shall be provided to allow periodic internal inspection of all primary structure. Wherever practicable structures which are "closed boxes" shall be avoided. Access shall not be required to normally closed structures to remove components or their mountings for routine servicing. The design shall be such that nondestructive testing methods can be established for enclosed structures where visual inspection is not possible. Access shall be provided for inspection, servicing and removal of all jacks, drives, control cables, linkages and other mechanical parts.

51-06.01.01 51-06.01.02

51-06.02.00

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51-07.00.00
51-07.01.00 51-07.02.00

Lubrication
Dry lubricated bearings shall not be used in general for primary structure applications. Where practical all bearings and bearing surfaces (except dry lubricated bearings) shall be provided with greasing points - see Section 12-22 on page 12-3 for lubrication fitting details.

51-08.00.00
51-08.01.00

Pin joints
Pin joints which are frequently removed shall have replaceable bushes or bearings. All pin joint assemblies shall have sufficient excess material to permit rebushing as follows : oversize up to 0.04 in (1 mm) for internal diameters less than 1 in (25 mm) oversize up to 0.08 in (2 mm) for internal diameters equal to or greater than 1 in (25 mm). Shear pin joint fastener holes that are bushed shall permit rebushing as follows : oversize up to 0.03 in (0,8 mm) for holes less than 0.5 in (13 mm) diameter oversize up to 0.04 in (1 mm) for holes greater than 0.5 in (13 mm) diameter but less than 1.0 in (25 mm) oversize up to 0.06 in (1,5 mm) for holes greater than 1.0 in (25 mm). All pins or bolts which may have to be removed during normal servicing shall be made from corrosion resistant material or be chromium, cadmium, zinc, or aluminium plated. Chromium plating of a minimum thickness of 75 microns (0.003 in) or less for a crack-free coating such as PVD, or corrosion resistant material shall be used for : pins used in single joints 0.75 inch (19 mm) in diameter or over bolts in pivot joints exposed to water and subject to high loads. Wherever necessary, bushes shall be shouldered to prevent fretting between contact surfaces and to minimise movement of the bushes. All bushes shall be of corrosion resistant material or shall be plated. Pin joints shall be designed to ensure that inadvertent rotation of bearings or bushes shall not prevent proper lubrication of the pin or bearing journals.

51-08.01.01

51-08.02.00

51-08.02.01

51-08.03.00 51-08.03.01 51-08.04.00

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51-5

51-08.05.00

The design of single pin joints shall allow for removal of the pin without damaging joint or pin. To facilitate pin removal, in unbushed single pin joints of 0.75 inch (19 mm) diameter or over the pin shall have grease grooves and a lubrication fitting. This shall not apply to pins in race assemblies where ball, roller, or dry lubricated bearings have been used. All ungreased single pin joints, bolts or pins, shall be assembled using a fretting corrosion preventive compound.

51-08.06.00

51-09.00.00
51-09.01.00 51-09.02.00

Ventilation, dams and drains

Ventilation shall be provided to prevent the accumulation of hazardous vapours. Sufficient dams and drains shall be provided to control the migration of fluid within the aircraft and to drain it overboard. Holes or gaps of adequate size shall be provided to ensure natural drainage to collection points. These points shall be designed to prevent blockage and to permit rapid drainage. A positive means shall be provided to separate the insulation blankets from the skin so that they do not impede drainage. External drain holes shall have a diameter of 5/16 in (8 mm) or of an equivalent area. They shall not drip onto passenger entry areas, established service areas or the engine cowls and shall be designed to prevent the entry of fluids into the aircraft. Removable drain plugs shall be provided in the external skin, at the lowest point under each cargo compartment. Such drain points shall drain all fluids collecting in these regions. Adequate protection shall be provided for electrical and electronic equipment installed in the underfloor areas which might be subject to malfunction or damage if subjected to fluid leakage. Externally mounted electronic and electrical equipment including beacons and antennas shall be protected against fluid entry. Continuous drainage shall be provided at each antenna and radome location where fluids could accumulate. Antenna attachments shall be treated to prevent electrostatic discharge induced corrosion. Gutters shall be installed above each passenger/crew/service door to prevent fluids dripping into the door entrance. Pans shall be provided in the floor of the door entrance areas to drain overboard any water entering through the door. Provision for drainage shall be made in the box structures, surrounding the passenger service and cargo doors.

51-09.03.00 51-09.04.00

51-09.05.00

51-09.06.00

51-09.07.00

51-09.08.00

51-09.09.00

51-6

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- 02 Jul 1998

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51-09.10.00 51-09.11.00 51-09.12.00 51-09.13.00

The aircraft design shall ensure that liquids used for external cleaning shall drain off and cannot enter the interior. The forward and aft frames of the cargo compartment floors shall be sealed to prevent fluids from entering adjacent areas. Unassigned A means shall be provided (other than in fuel tanks) to permit the drainage of fluids used to flush out flammable liquids in areas where fuel lines are installed. Removal of access plates shall be acceptable for providing entry into such areas for flushing.

51-10.00.00
51-10.01.00 51-10.02.00

Protection
Corrosion protection practices shall comply generally requirements outlined in IATA Document GEN/2637A. with the

Protective treatments shall be selected to suit the material and the conditions in which it is likely to be exposed. Special consideration shall be given to areas of high contamination, high condensation, and where galvanic corrosion could occur. In areas susceptible to corrosion due to repeated or persistent exposure to water, consideration shall be given to the application of an approved temporary protective eg a water repellant fluid or a corrosion inhibitor. Unassigned Gaps in skin joints shall be sealed to prevent moisture from entering the joints. As far as practicable sealants on the interior surfaces shall not be coated with paint. A sealant fillet shall be applied to all edges where fluids might collect. Installed fasteners and areas where the corrosion protection has been damaged shall be touched up using a protective paint scheme similar to that of the surrounding structure. Precautions shall be taken to avoid corrosion of the aircraft exterior caused by fluid originating from drains or other on board sources. Bonding leads shall be installed in such a manner that galvanic corrosion shall not occur. Suitable protection shall be provided to prevent corrosion by contact or fretting of access panels, junction panels, fairings and doors. Both contacting surfaces shall be protected.

51-10.03.00

51-10.04.00 51-10.05.00 51-10.05.01 51-10.05.02 51-10.06.00

51-10.07.00 51-10.08.00 51-10.09.00

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- 02 Jul 1998

51-7

51-10.10.00

Titanium rolling track surfaces shall be metal plasma spray coated or otherwise protected where anti-wear and/or anti-fretting protection is required. Chafing protection shall be provided as necessary including between flight control surfaces, removable leading edges, fillets and fairings etc, and adjacent structure. This protection shall be attached to the primary structure. Components or structure located in the wheel well area that are required for continued safe flight and landing shall be protected against tire damage. Protection shall be provided for components, cables, wires, pipes etc, where there is a high probability of damage by maintenance personnel. All machined parts fabricated from materials susceptible to stress corrosion shall be treated by a means (such as shot peening) to produce residual surface stresses where necessary, or shall be adequately protected. Appropriate sealing shall be applied during installation and any permanent tension stresses which may be developed by the fasteners shall be kept as low as possible. Replaceable scuff plates made of corrosion resistant material shall be provided at passenger/crew and service door sills. They shall be attached by screws and installed with an appropriate sealant on primed faying surfaces. Sandwich construction panels shall be sealed against water ingress.

51-10.11.00

51-10.12.00

51-10.13.00 51-10.14.00

51-10.15.00

51-10.16.00

51-11.00.00
51-11.01.00 51-11.02.00

Basic finish - general

The basic finish requirements of the aircraft shall meet the protective treatments detailed in Airbus Industrie Specifications. Paint material for internal and external protective and decorative coatings shall meet aviation industry standards and shall have demonstrated an acceptable service experience. The paint scheme and the jointing compounds shall be resistant to all likely contaminants throughout the entire temperature envelope. Paints shall be compatible with jointing compounds used on the airframe. Where necessary sealants shall be coated with a soft lacquer to achieve full resistance to hydraulic fluid. The primer selected for all general structure shall have the ability to inhibit corrosion at small areas of damage, i.e. nicks, scratches, etc. Structural parts in corrosion critical areas shall be protected with primer and a polyurethane top coat prior to assembly.

51-11.03.00

51-11.04.00 51-11.04.01

51-8

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51-11.04.02 51-11.04.03 51-11.05.00

Pretreatment processes on aluminium alloys shall be chemical conversion coating or anodizing as specified in the detail design. Non-corrosion-resistant steel shall be cadmium plated or otherwise adequately protected. Main maintenance work areas such as wheel wells, equipment compartments, bilges, wing rear and front spar cavities, stabilizer trailing edge cavities, and lower portions of the pressure bulkhead shall be finished in a light color. Aluminium alloy honeycomb core shall not be used without adequate corrosion protection. Areas subject to contamination by phosphate-ester type hydraulic fluids shall be protected by a hydraulic fluid resistant paint scheme. Where the possibility exists of contamination by phosphate-ester type fluids in combination with temperatures above 120C (250F), titanium and low alloy steel parts shall be protected.

51-11.06.00 51-11.07.00 51-11.08.00

51-12.00.00
51-12.01.00

Exterior finish
The following exterior surfaces shall not be painted : leading edges of slats leading edges of engine intakes the stainless steel cap on the leading edges of the horizontal stabilizer forward pylon fairings except composite parts scuff plates equipment details such as angle of attack sensors, static ports etc. Unpainted unclad aluminium alloy parts shall be anodized (sealed anodizing). Exterior surfaces of clad aluminium alloy sheets which are to be painted may be anodized or chemical conversion coated. Exterior unclad aluminium alloy parts which are to be painted shall be anodized. The general paint scheme for all surfaces shall be : paint primer wash primer polyurethane primer polyurethane top coat. Except where otherwise stated.

51-12.01.01 51-12.02.00 51-12.02.01 51-12.03.00

51-12.03.01

A flexible aluminized elastomeric top coat shall be substituted for the polyurethane top coat on the upper surface of the wing box.

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51-9

51-12.03.02 51-12.04.00 51-12.05.00

Erosion protection shall be applied to composite leading edges. External paint on metal surfaces shall be strippable by using an approved means to produce an adequate surface for repainting. External composite parts of the engine nacelles, the wing upper surfaces, and of the horizontal stabilizer upper surfaces, shall be painted with a light grey polyurethane top coat.

51-13.00.00
51-13.01.00 51-13.01.01

Interior finish
All seat tracks and attachment fittings shall be sulfuric acid anodized, primed and polyurethane top coated. Holes in seat track flanges for floor panel attachment fasteners shall be primed or sealant coated. The fasteners shall be installed with low adhesion sealant. Faying surfaces between seat tracks, floor beams, associated fittings, and track joints shall be assembled with sealant. Anti-slip paint shall be applied to the avionics compartment floor, to the top surface of the keel beam in the main landing gear wheel well and to all steps. Aluminium alloy tubular structure shall be internally treated with primer plus a top coat or water repellent fluid. In fuel tank areas only one coat of primer shall be applied. Non-corrosion-resistant welded tubular structure shall be internally treated or hermetically sealed against the entrance of moisture.

51-13.02.00

51-13.03.00

51-13.04.00

51-14.00.00
51-14.01.00 51-14.01.01 51-14.01.02 51-14.01.03 51-14.02.00 51-14.02.01

Moving parts
Access shall be provided for lubrication of the bearings of control surfaces, where necessary. Dry lubricated bearings shall be used only where their loading is low enough not to produce an undesirable rate of premature removals. Bonding leads shall be installed in such a manner that they shall be easily removable. Piano type hinges shall not be used on control surfaces. All aerodynamic seal installations shall be easy to inspect and shall permit rapid replacement. The material used for fabric type seals exposed to the weather shall have a demonstrated resistance to degradation and moisture absorption in the expected environment. Piano type hinges shall be easily replaceable. Where this cannot be achieved they shall be designed to permit the installation of bushes.

51-14.03.00

51-10

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- 02 Jul 1998

A319-100

51-14.03.01

Piano type hinges that are difficult to replace shall be defined as those bonded into structure assemblies or require disassembly of other primary structure for replacement. The installation of piano type hinges shall be designed to permit hinge or hinge pin removal without disassembly of adjoining structure or trim. Piano type hinges using 3/16 in (4,8 mm) diameter or larger hinge pins shall be jig drilled and interchangeable. Aluminium alloy piano type hinges using 3/16 in (4,8 mm) diameter or larger hinge pins shall be bushed and retained without crimping the hinge lobe. No hinge pins shall be plated. Piano type hinges that are over 18 in (457 mm) in length and that are difficult to replace shall have four or five lobes at each end, bushed or constructed of material equivalent in wear resistance to steel.

51-14.03.02 51-14.03.03 51-14.03.04

51-14.03.05

A319-100

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- 02 Jul 1998

51-11

51-12

J 000 01000CJ

- 02 Jul 1998

A319-100

52-00.00.00

Doors
General
The locations of the passenger/crew/service doors, the cargo compartment doors, and the emergency exits shall be as shown in : Figure 01-00 - General arrangement of the aircraft on page 01-3 Figure 53-00 - Fuselage structure on page 53-5.

52-01.00.00
52-01.01.00

52-01.01.01 52-01.02.00

See Section 06-10 on page 06-1 for door dimensions.

The external cabin doors shall be operated manually and shall be mechanically locked when in the closed position. It shall be possible to operate the doors from inside and outside the aircraft. It shall be a design aim that doors or panels in areas where frequent access is required shall be unstressed. It shall be possible to determine visually that each pressurized door is safely positioned for flight. This visual indication shall be mechanically operated. Door mechanisms shall be proofed against water and ice and shall be readily accessible for lubrication and inspection. Seals shall be installed on the door structure and shall be located to minimize the possibility of damage. Door seal retainers shall be divided into easily replaceable sections. Doors shall be weathertight whether or not the aircraft is pressurized.

52-01.03.00 52-01.04.00

52-01.05.00 52-01.06.00

52-10.00.00
52-10.01.00 52-10.02.00 52-10.03.00

Passenger/crew/service doors
Two type I, outward opening, plug type passenger/crew/service doors shall be provided on each side of the aircraft. They shall be mechanically locked when in the closed position. The operating load for the door handles shall not exceed 155,7 N (35 lbf). A hold open device shall be incorporated which shall cater for winds gusting up to 65 knots. It shall be possible to operate the doors in winds gusting up to 40 knots. In manual mode, door speed of travel shall be restricted by a damper. The selection of the emergency mode shall be made by an arming handle located on the door. There shall be provision to arm the slide, when installed by the Buyer. In the emergency mode, opening the door from inside the aircraft shall be power assisted.

52-10.04.00 52-10.04.01

52-10.04.02

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- 02 Jul 1998

52-1

52-10.04.03 52-10.04.04 52-10.05.00 52-10.06.00 52-10.07.00

When in the emergency mode and the door is opened from outside the aircraft then the emergency mode shall revert to the manual mode. After an emergency door opening, it shall be possible to reclose the door immediately. The doors shall have System Provisions for escape slides, see Section 25-62 on page 25-11 and Section 52-73 on page 52-4. Girt bar fittings shall be made from corrosion resistant material - light alloy shall not be used. Adjustable door stops shall be provided.

52-20.00.00
52-20.01.00 52-20.02.00

Emergency exits
One type III, inward opening, plug type emergency exit door, shall be installed over the wing box on each side of the fuselage. System Provisions for off-wing escape slides. shall be provided, see Section 25-62 on page 25-11 and Section 52-73 on page 52-4.

52-30.00.00
52-30.01.00 52-30.02.00 52-30.03.00

Cargo compartment doors

Two outward opening, power operated cargo compartment doors shall be provided on the lower right side of the fuselage. It shall be possible to operate the doors manually by using a hydraulic hand pump - see Section 29-20 on page 29-7. The door operating, hold open mechanisms and structure design shall : cater for winds gusting up to 40 knots for opening cater for winds gusting up to 65 knots for holding open. Means shall be provided to prevent free fall of these doors in the event of a single system failure. Door controls shall be installed on a panel located aft of each door. They shall be accessible from the ground.

52-30.03.01 52-30.04.00

52-41.00.00
52-41.01.00 52-41.02.00 52-41.03.00

Access doors
Sufficient plug type doors shall be provided in the lower fuselage for access to equipment located in the pressurized area. Removable sections shall be provided in the wing to fuselage fairing for access to equipment without removing the fairing. It shall be possible to open or remove all access doors or panels with the aircraft supported on its wheels or jacks.

52-2

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- 02 Jul 1998

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52-41.04.00 52-41.05.00 52-41.06.00 52-41.07.00 52-41.08.00 52-41.09.00

"Clamp on" doors shall be used whenever possible. If bolted on types are used care shall be taken with attachment location. Large hinged panels shall have hold open devices if required. Doors and access panels shall be designed to prevent the accumulation of fluids. Wherever possible non-hinged access doors which have to be opened for routine maintenance shall be tethered to the opening. Fasteners on access doors and hatches shall have a readily visible unlocked indication. Access doors and panels shall be identified in a permanent manner on their outside surfaces with the same access opening numbers as appear on the adjacent aircraft structure. Non-hinged exterior doors and panels shall have fastener designation markings. Where practicable access door fasteners shall be of the same length. If there are small differences in length different diameter attachments shall be used.

52-41.09.01 52-41.10.00

52-50.00.00 52-51.00.00
52-51.01.00

Fixed interior doors Cockpit door

Unassigned

52-60.00.00
52-60.01.00

Entrance stairs
Structural and space provision shall be made for airstairs under the forward passenger/crew door.

52-70.00.00
52-70.01.00 52-70.01.01

Door warning
Warning switches shall be installed on all pressurized doors except those attached by fasteners. Initial movement of door handles, when operated from either inside or outside the aircraft, shall activate the switches. The associated warnings shall be displayed in the cockpit and shall identify any door that is not closed and fully latched.

A319-100

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- 02 Jul 1998

52-3

52-71.00.00
52-71.01.00

Passenger/crew/service door warning

A cabin pressure warning light, visible from inside and outside each door shall be activated when the aircraft is on the ground and : both engines are not running, and the emergency escape slide system is disarmed, and the cabin to exterior pressure difference exceeds 2,5 hPa.

52-73.00.00
52-73.01.00

Emergency escape slide release warning

Unassigned

52-4

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- 02 Jul 1998

A319-100

53-00.00.00
53-00.01.00

Fuselage
The fuselage shall be of a skin/stringer/frame construction, primarily manufactured in aluminium alloy, see Figure 53-00 - Fuselage structure on page 53-5. The fuselage shall comprise : a pressurized area which shall include the cockpit, passenger and cargo compartments an unpressurized area which shall include the nose and main landing gear wells, the center wing box and the area below the center wing box an unpressurized section aft of the pressure bulkhead, which shall support the tail structure and provide a mounting for the APU. The following equipment compartments shall be provided under the floor : avionics compartment in the front fuselage hydraulic and air conditioning equipment compartments. Pressure relief provisions shall be incorporated between pressurized fuselage compartments. They shall be located so as not to interfere with passenger seating, routine maintenance or cargo loading and to minimize the collection of dirt and debris. When functioning to relieve pressure they shall not constitute a safety hazard.

53-00.02.00

53-00.03.00

53-00.04.00

53-01.00.00
53-01.01.00 53-01.02.00

Skin and framework

Skin panels in the front section shall be supported by closely pitched frames. In the fuselage section forming the passenger compartment the general frame pitch shall be 21.0 inches (533,4 mm). Stringers shall be of the open section type, however, integrally stiffened skin panels may also be used.

53-15.00.00
53-15.01.00 53-15.11.00 53-15.11.01

Fairings
Wing to fuselage fairing panels shall be manufactured primarily from fiber reinforced composite materials. Radome The radome shall incorporate lightning and rain erosion protection. One man shall be able to open or close the radome. Quick release latches and a hold open device shall be provided.

A319-100

J 000 01000CJ -

- 02 Jul 1998

53-1

53-60.00.00
53-60.01.00 53-60.02.00

Floor panels
All floor panels shall be resistant to corrosion and moisture absorption. Floor panels shall be of fiber reinforced composite sandwich construction with a non-metallic core and shall not be greater than 2,82 m (111 inches) long. Panel edges and fastener holes shall be sealed against fluid ingress. Unassigned

53-60.03.00

53-61.00.00
53-61.01.00 53-61.01.01 53-61.02.00

Passenger compartment floor

The passenger compartment floor shall be constructed of floor panels supported by seat tracks and auxiliary longitudinal beams. Unassigned The panels shall be installed without extrusions or other hardware and shall be easily removable without dismantling the seat tracks. In the seating and aisle areas they shall be attached with screws and clip nuts and be replaceable without the removal of sidewall panels. Floor panels shall be interchangeable between as many locations as possible especially in the aisle. It shall not be necessary to remove more than four rows of seats to change any floor panel. The floor temperature over the wing shall be compatible with passenger comfort. An undercarpet electric blanket shall not be used. Flush, slot type seat tracks shall support the passenger seats and allow positioning of the seats in 1 inch (25.4 mm) increments. The seat track layout is shown in Figure 25-21 - Seat track layout on page 25-21. Unassigned Adequate division of the floor panels shall be made to provide easy access from the passenger compartment to : miscellaneous compartments for inspection or servicing - see para. 25-73.00.00 the interconnections and fuel quantity indicator probes of the additional center tanks - see para. 25-56.02.04 the smoke detectors in the cargo holds - see para. 26-16.04.00. Passenger compartment floor panels except those located above the avionics compartment, shall be installed without the use of sealant.

53-61.03.00

53-61.04.00 53-61.05.00

53-61.06.00 53-61.07.00

53-61.08.00

53-2

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A319-100

53-63.00.00
53-63.01.00

Avionics compartment floor panels

Floor panels shall be installed in the forward part of the compartment to protect the structure and systems during maintenance operations.

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53-3

53-4

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- 02 Jul 1998

A319-100

Figure 53-00 - Fuselage structure

24 1 11 26

32/35 30 38 44

47/51 55 53 57 61

64 70 77 87

20 16 24A

28 40

41 55A

59

66 68

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- 02 Jul 1998

53-5

53-6

J 000 01000CJ

- 02 Jul 1998

A319-100

54-00.00.00
54-00.01.00 54-00.02.00

Pylons
The engine support pylon shall be a box structure fabricated from spars and stiffened webs, cantilevered from the wing box. Parts of the pylon secondary structure shall be made primarily of fiber reinforced composite materials. Wing to pylon fairings shall be fastened to either the wing or the pylon. Pylon replacement shall not require : gaining access to the integral fuel tanks alteration to the wing structure fitting and/or replacement of wing to pylon joining parts. Provisions shall be made on the pylon to install a gantry to hoist the complete power plant. The bottom and side surfaces of the pylon shall act as a firewall between the nacelle and pylon. A secondary fireseal shall be provided as necessary to give additional protection in the event of fire penetrating the primary firewall. The lower parts of the pylon shall be designed to avoid deterioration which may be induced by engine heating. As far as practicable fuel and hydraulic pipes in the pylon shall be segregated from hot air ducts and electrical equipment. Hydraulic and fuel lines shall be attached to the structure using anti-vibration clamps. Fuel lines, hydraulic lines, and electrical wiring shall not suffer deterioration due to a pneumatic system failure in the pylon. For overheat detection details - see Section 36-22 on page 36-3.

54-00.03.00

54-00.04.00 54-00.05.00

54-00.06.00 54-00.07.00 54-00.08.00 54-00.09.00

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54-1

54-2

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- 02 Jul 1998

A319-100

55-00.00.00
55-00.01.00 55-00.01.01

Stabilizers
The stabilizers shall consist of a vertical fin and horizontal trimmable tailplane together with the associated control surfaces. Leading edge and tip attachment fasteners shall be corrosion resistant and resist loosening due to vibration.

55-10.00.00
55-10.01.00

Horizontal stabilizer
The horizontal stabilizer shall be manufactured primarily from fiber reinforced composite materials, and shall comprise : a main structural box running from tip to tip removable leading edge sections removable rear shrouds removable tips. Adequate access shall be provided for inspection of the structure, carrying out maintenance, servicing, and replacement of all mechanical parts including pivot bearings and screwjack trunnions with the stabilizer in position.

55-10.02.00

55-20.00.00
55-20.01.00

Elevators
The elevator surfaces shall be manufactured primarily from fiber reinforced composite materials. It shall be possible to replace any hinge bearing with the elevators installed.

55-30.00.00
55-30.01.00

Vertical stabilizer
The vertical stabilizer shall be manufactured primarily from fiber reinforced composite materials, and shall comprise : a main structural box removable leading edge sections removable rear shrouds a removable tip. Adequate access shall be provided for inspection of structure, carrying out maintenance, servicing, and replacement of all mechanical parts.

55-30.02.00

55-40.00.00
55-40.01.00

Rudder
The rudder shall be manufactured primarily from composite materials. It shall be possible to replace any hinge bearing with the rudder installed.

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55-2

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- 02 Jul 1998

A319-100

56-00.00.00

Windows
Cockpit
The two front window panels shall be made of laminated glass and assembled dry to the outside of the aircraft. The four side panels shall be made of acrylic resin layers. Exposed surfaces of the window panels shall be scratch resistant. Each window panel shall be sealed to prevent moisture ingress. The panels adjacent to the outboard pillars shall be sliding, plug type direct vision windows which shall serve also as flight crew emergency exits. The locking mechanism shall ensure that the sliding windows are properly closed when in the fully forward position. When shut the sliding windows shall be weathertight whether or not the aircraft is pressurised. Anchor nuts shall be used for window attachments. Trim in the area of the windows shall allow ready access to permit anchor nut replacement. Attaching screws of the same diameter and head type shall have the same length except when differences in length prevent incorrect assembly. A method of applying force to aid window panel extraction shall be provided. As a design aim window panel replacement shall be possible in 2 hours using two men.

56-10.00.00
56-10.01.00

56-10.02.00

56-10.02.01

56-10.03.00 56-10.04.00

56-10.05.00

56-20.00.00
56-20.01.00 56-20.02.00

Passenger compartment
Figure 53-00 - Fuselage structure on page 53-5 shows the general arrangement of the passenger compartment windows.
The windows shall be generally central between frames. Each window shall be approximately 13.0 in (330 mm) high and 9.0 in (230 mm) wide. The lower edge of the window frame opening being approximately 33.5 in (850 mm) over floor. The windows shall be of the fail-safe type comprising two transparencies separated by a layer of air vented to the cabin atmosphere. The window assemblies shall be mounted on dry joints and be easily replaceable. They shall be watertight whether or not the aircraft is pressurised. The window seal design shall limit fogging, frosting, staining and accumulation of dirt and dust on the surfaces between the panes.

56-20.03.00

56-20.04.00

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56-1

56-20.05.00

The window seals shall be fabricated from materials resistant to environmental deterioration provided that approved cleaning products are used. The outer pane of the windows shall be fabricated from scratch resistant material. The windows shall not be permanently deformed by the differential pressure.

56-20.06.00 56-20.07.00

56-30.00.00
56-30.01.00

Doors
The passenger/crew/service doors shall have viewing windows approximately 6 in (150 mm) in diameter which permit a downward vision angle of approximately 40 from the horizontal. The relevant requirements described in Section 56-20 on page 56-1 shall apply also to the door windows.

56-30.02.00

56-2

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A319-100

57-00.00.00
57-00.01.00 57-00.01.01 57-00.02.00

Wings
General

See Figure 57-00 - Wing structure on page 57-5 for a diagram of the wing structure.
The wing shall consist of three main components comprising two cantilever outer wings and a center wing box. The center wing box shall be integral with the fuselage and the cantilever wings shall be attached to this section at the fuselage sides. Each outer wing shall consist of : a load carrying box structure a fixed leading edge structure a fixed shroud structure behind the rear spar engine pylon support fittings main landing gear pick up fittings a wing tip. The following moving surfaces shall be installed on each wing : leading edge slats trailing edge flaps an outboard aileron five spoilers/airbrakes. The primary structure of the wing shall be fabricated from high strength aluminium alloy. Integral fuel tanks The center and outer wing boxes shall form integral fuel tanks, except for dry bays where required that shall be incorporated inboard of the engine pylons. The design shall be such that the primary sealing is provided by the mechanical attachment of the structural members. Tank skin bolts shall be selected to achieve maximum sealing integrity and fatigue life aims. Self sealing nuts and nuts that are individually coated with sealant shall be used. Interfay sealants shall be used in all tank boundary joints. Joint overlaps shall be adequate and all edges shall be filleted with sealant. Access into the wing boxes outboard of the root rib shall be through holes in the bottom wing skin. Wherever practical the access doors shall be of the clamped non-load carrying type. Access into the center wing box shall be through clamped doors in the rear spar, located in the landing gear bay.

57-00.03.00

57-00.04.00

57-00.05.00 57-00.06.00 57-00.06.01

57-00.06.02

57-00.06.03 57-00.06.04

57-00.06.05

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57-1

57-00.06.06

It shall not be necessary to remove or disconnect any cables, lines, wiring, torque tubes or other components in order to gain access to fuel tanks or to dry compartments. The sealing of fuel tank access panels shall be by easily replaceable joints and shall not require application of sealants. Fuel tank access installations shall be designed to prevent damage of primary wing structure caused by fretting or corrosion at the faying surface between door and structure.

57-00.06.07 57-00.06.08

57-10.00.00
57-10.01.00

Center wing
The center wing box in the fuselage shall comprise : front and rear spars top and bottom skin panels internal lattice ribs.

57-20.00.00
57-20.01.00 57-20.01.01

Outer wing
Main box structure The main box structure shall comprise : two spars from root to tip upper and lower skin and stringer panel assemblies ribs extending from front to rear spars. The main landing gear support structure shall be a cantilever box aft of the rear spar formed by an extension of the upper and lower skins of the wing box, a forged aluminium alloy main rib and a beam carrying the lateral loads. There shall be space and structural provision on the wing box for a four wheel bogie configuration of the main landing gear. Auxiliary structure The structure aft of the rear spar shall consist of aluminium alloy or composite construction. Panels above and below the main landing gear leg well shall be fabricated from a composite material. All auxiliary structure shall be designed to avoid water traps and shall have adequate drain holes.

57-20.01.02

57-20.01.03 57-20.02.00 57-20.02.01 57-20.02.02 57-20.02.03

57-2

J 000 01000CJ -

- 02 Jul 1998

A319-100

57-20.03.00 57-20.03.01

Attachment fittings The main attachment fittings on the wing shall consist of : a main landing gear pick up structure transmitting undercarriage loads into the wing box engine pylon front pick up fittings mounted on the front face of the front spar engine pylon rear pick up fittings located under the main wing box an engine pylon location fitting attached to the lower wing skin under the front spar carrying fore, aft and lateral loads pickup fittings for the attachment of the wing mounted flap beams.

57-30.00.00
57-30.01.00 57-30.02.00

Wing tip and tip fence

The removable wing tip shall be constructed from aluminium alloy or composite material. The wing tip fence shall be constructed from aluminium alloy or titanium.

57-40.00.00
57-40.01.00

Leading edge and leading edge devices

The fixed leading edge structure shall consist of aluminium alloy ribs with nose skins and upper and lower surface panels of composite material or aluminium alloy. Full span leading edge slats shall consist of five sections on each wing. The sections shall be of aluminium alloy construction. Each slat section shall be attached to curved slat tracks. Slat tracks shall be attached to the slat structure with chromium plated or corrosion resistant bolts which shall be positively locked. Slat tracks shall be removable without requiring access to the fuel tanks.

57-40.02.00 57-40.02.01 57-40.02.02

57-50.00.00
57-50.01.00

Trailing edge and trailing edge devices

There shall be a flap system on each wing consisting of two flap sections supported by underslung box beams and a fuselage mounted track. The flap sections shall be of a single element Fowler type, operated by rotary actuators and carriages running on tracks. The flap sections shall be manufactured primarily from fiber reinforced composite materials. The flap track beams shall be attached to the wing box structure by chromium plated or corrosion resistant bolts with positive locking and shall be removable without requiring access to the integral fuel tank.

57-50.01.01 57-50.02.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

57-3

57-50.02.01

The flap track beams shall have a high standard of corrosion protection and drainage. Repair methods shall be developed for areas of track that are subject to wear. The flap track beams shall be enclosed in fairings constructed of fiber reinforced composite materials. Ready access shall be provided for inspection and maintenance of the flap track beams and associated mechanisms. Flap seals shall be retained by means of screws and captive nuts.

57-50.03.00 57-50.03.01 57-50.04.00

57-60.00.00
57-60.01.00

Ailerons
The ailerons shall be manufactured primarily from fiber reinforced composite materials.

57-70.00.00
57-70.01.00

Spoilers
The spoilers shall be constructed from fiber reinforced composite material or titanium.

57-4

J 000 01000CJ -

- 02 Jul 1998

A319-100

Figure 57-00 - Wing structure

Center wing box

Flap track 1 Inner flap Slat 1 Main landing gear pintle support Flap track 2 Pylon support structure

Dry bay

Slat 2 Flap track 3

Slat 3

Outer flap

Flap track 4 Slat 4

Aileron Slat 5

A319-100

J 000 01000CJ -

- 02 Jul 1998

57-5

57-6

J 000 01000CJ

- 02 Jul 1998

A319-100

Attachment N1 - CFM International engines

A319-100

J 000 01000CJ -

- 02 Jul 1998

AT1-1

AT1-2

J 000 01000CJ

- 02 Jul 1998

A319-100

70-00.00.00
70-00.01.00 70-00.01.01

Standard practices - engines

General For the definition of interchangeability - see Chapter 20.

70-01.00.00
70-01.01.00 70-01.02.00 70-01.03.00 70-01.04.00 70-01.05.00 70-01.06.00

Interchangeable components
Demountable power plant assembly (and between engines). Nose cowl (and between engines). Fan cowl doors (without strakes) (and between engines). Heat exchangers (and between engines). Exhaust nozzle (and between engines). Thrust reverser cowls.

70-02.00.00
70-02.01.00 70-02.02.00 70-02.03.00

Replaceable components
Access doors with piano hinges. Nose cowl acoustic panels. Access doors in cowls.

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 70-1

CFMI 70-2

J 000 01000CJ

- 02 Jul 1998

A319-100

71-00.00.00
71-00.00.01

Power plant
For power plant installation, and engine details refer respectively to : Figure 71-00 - Power plant - installation - CFM56-5B6/P on page 71-5 Chapter 72. Each power plant shall be equipped with a thrust reverser - see Section 78-30 on page 78-1. The design of the power plant shall provide an operating environment compatible with satisfactory operation of the engine, engine and airframe accessories and associated systems. The demountable power plant shall consist of the engine and its accessories, the nose cowl (air intake), the primary exhaust nozzle (including central plug), the engine mounts and the Engine Build Unit (EBU). The demountable power plant shall be removable without impairing the adjustment of the power plant controls. The transportable power plant shall be either the demountable power plant or the demountable power plant less the engine intake. When mounted on a shipping stand it shall be transportable by truck and shall not exceed 8 ft (2,44 m) in width, including minimum packing essential to engine protection during freight transportation. A maximum of power plant maintenance shall be able to be performed with the engine installed on the aircraft. Those parts of the engine requiring service checking, adjustment, or replacement with the engine installed on the aircraft shall be accessible for servicing/maintenance without tear down of the engine or removal of any major engine component or accessory. It shall be possible to replace individual fan blades or the complete fan rotor assembly with the engines installed on the aircraft. All airframe manufacturer furnished, engine driven accessories mounted on the engine gearbox shall incorporate Quick Attach Detach (QAD) type mounting provisions. Access to engine adjustment and inspection points (including borescope holes) shall be provided by the opening of cowls and if necessary fairings. Where internal access is limited provisions for ready removal of adjacent equipment shall be made. The build up from a transportable power plant to a demountable power plant shall not exceed 1.5 hours elapsed time using adequate qualified personnel.

71-00.01.00 71-00.02.00

71-00.03.00

71-00.03.01 71-00.04.00

71-00.05.00 71-00.05.01

71-00.05.02 71-00.06.00

71-00.07.00

71-00.08.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 71-1

71-00.08.01

A retention system for the engine inlet duct shall permit removal or installation of the duct in a maximum of 1 hour elapsed time using adequate qualified personnel. Line and electrical connections at locations expected to be frequently disturbed by servicing and maintenance operations shall be designed to minimize the possibility of misconnections under normal maintenance practice conditions. Interface fittings at power plant disconnect points shall be easily replaceable. Provisions shall be made for access to engine mounted accessories for inspection and servicing consistent with short stop times of 20 to 30 minutes. The necessity of ground running for trimming purposes after an engine change shall be minimized. All lines carrying flammable fluids and electrical power shall enter the nacelle compartment through fireproof fittings. Electrical wiring and connections shall be designed to be compatible with the use of cleaning, de-icing and hydraulic fluids approved in the Aircraft Maintenance Manual. "Tri-wing" fasteners shall not be used in the nacelle assembly. Magnesium material shall not be used for the nacelle structure. The number and types of engine fixings shall be kept to a minimum and as far as practicable the types shall be common with standard airframe parts.

71-00.09.00

71-00.09.01 71-00.09.02

71-00.09.03 71-00.10.00 71-00.11.00

71-00.12.00 71-00.13.00 71-00.14.00

71-10.00.00
71-10.01.00 71-10.01.01 71-10.02.00 71-10.02.01 71-10.03.00

Cowling
The fan access door and nose cowl shall be manufactured primarily from reinforced composite materials. Vulnerable edges shall be suitably treated to withstand impact and erosion. The nose cowl shall be attached to the front flange of the engine fan casing. The air intake shall be lined with noise absorption panels as necessary to meet the requirements of Section 02-10 on page 02-1. The cowl around the engine fan casing shall consist of hinged panels to provide access to the accessories mounted on the engine driven gearbox and on the fan casing.

CFMI 71-2

J 000 01000CJ -

- 02 Jul 1998

A319-100

71-10.03.01

Separate access doors shall be provided for the starter valve and oil tank services. The use of these access doors shall not require the opening of the fan cowls. The portion aft of the engine fan casing shall consist of the fan thrust reverser and fan duct nozzle. Cowl latches shall be operable and adjustable (if required) without the use of special tools and without opening the fan cowls. The locked position of the cowl latches shall be capable of being verified by easy visual inspection. Retention devices shall be installed to support cowls in the open position. Stowage shall be provided for the retention devices. The design of these devices shall be such that a single element failure shall not affect their retention capability. Engine access doors and cowls shall provide access for replacement, inspection, maintenance and servicing of parts and accessories mounted externally on the engine. Cowl panels shall be able to withstand pressures that could be caused by a pneumatic duct failure. Relief devices shall be installed if necessary. Pressure relief doors (where used) shall remain attached to the cowls after they have been blown open. Means shall be provided to minimize damage. The doors shall tend to close after operation in flight and shall be able to be mechanically latched closed on the ground. If these doors are used as service or access doors they shall be designed for frequent use. It shall be possible to determine visually on the ground that the pressure relief doors have opened.

71-10.04.00 71-10.05.00

71-10.06.00

71-10.07.00

71-10.08.00

71-10.08.01

71-10.08.02

71-20.00.00
71-20.01.00

Mounts
The engine shall be provided with front suspension points which shall carry X, Y, and Z loads. Rear suspension structure attached to the engine casing shall transfer Y, Z, and torque loads to the pylon. Axial expansion of the engine shall be taken up by articulation of the rear suspension. The mounting design shall cater for : engine vibration differential thermal expansion between engine and support structure engine thrust weight growth component interchangeability.

71-20.01.01 71-20.02.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 71-3

71-20.03.00 71-20.04.00 71-20.04.01

Nacelle assembly components shall be readily removable for access to mounting attachments and engine hoisting points where required. It shall be a design aim that the mount fittings shall permit removal and installation of the engine with standard tools. The engine mounting bolt assemblies shall incorporate locking features and as a design aim shall have a 15 cycle re-use capability.

71-30.00.00
71-30.01.00 71-30.01.01 71-30.02.00 71-30.02.01

Fireseals
The engine core area shall be a single fire zone ventilated to achieve suitable pressures and temperatures. The accessory zone in the fan cowls shall be separated from the nose cowl and thrust reverser by firewalls. Firewalls, fireseals and fire barriers shall be incorporated as necessary to isolate fire zones. Each main engine compartment shall be separated from critical parts of the aircraft by a primary firewall at the bottom of the pylon.

71-50.00.00
71-50.01.00 71-50.02.00 71-50.03.00 71-50.04.00

Electrical harness
Open wiring, in general, shall be used in the demountable power plant. Electrical connectors shall be of the screw thread retention type. Wiring shall be separated from, and to the maximum degree possible routed at higher elevations than, the lines carrying fluid. Power plant wiring shall be of a minimum size 20, other than shielded wires which may be of size 22.

71-70.00.00
71-70.01.00

Power plant drains

All accessory drive seal drains and overflow drains (but not engine breathers) shall be collected within a drainage system provided for external evacuation. Fuel drains shall be separately collected and automatically evacuated in flight. They shall also be drainable on the ground. Any fuel manifold drain system (if required) shall be designed to prevent any overboard fuel drainage under any normal flight or ground conditions.

71-70.02.00

CFMI 71-4

J 000 01000CJ -

- 02 Jul 1998

A319-100

Figure 71-00 - Power plant - installation - CFM56-5B6/P

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 71-5

CFMI 71-6

J 000 01000CJ

- 02 Jul 1998

A319-100

72-00.00.00
72-00.01.00

Engine
Turbofan engines of the type CFM International CFM56-5B6/P in accordance with engine model specification CFM 219/84 shall be installed. The engine design shall use modular construction techniques providing ease of replacement of major assemblies and components. A shaft driven accessory gearbox shall be mounted on the fan casing and driven from the engine core section. This gearbox shall carry engine accessories and in addition an air starter, hydraulic pump, and IDG. Engine mounted accessories shall be replaceable with the engine installed. The need to remove any non-related accessories or systems to gain access to another shall be minimized.

72-00.02.00 72-00.03.00

72-00.04.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 72-1

CFMI 72-2

J 000 01000CJ

- 02 Jul 1998

A319-100

73-00.00.00
73-00.01.00

Engine fuel and control

The entire engine fuel distribution system downstream of the engine inlet connection shall be integral with the engine and supplied by the engine manufacturer.

73-20.00.00
73-20.01.00

Engine control
Each engine shall be provided with one Full Authority Digital Engine Control (FADEC) system to provide command and monitor functions for : gas generator control engine limit protection power management - see Section 22-32 on page 22-9 ignition control - see Chapter 74 cockpit indications - see Chapter 77 reverser control and feedback - see Section 78-31 on page 78-2 automatic engine starting - see Chapter 80 engine condition parameter acquisition (partially) oil temperature mangement. Each FADEC system shall interface electrically with the sensors of the corresponding engine. It shall receive signals from the appropriate throttle lever resolvers and other selected aircraft data sources and shall transmit engine data to the cockpit. The system shall be so arranged that no single failure can affect the continued operation of both Engine Control Unit (ECU) channels on one engine. The system shall be so arranged that no single failure shall be able to adversely affect the functioning of both engines. The FADEC system for each engine shall be powered from the aircraft electrical supply before and during the engine start cycle and from a self-contained, dedicated engine driven generator when the engine is running. Each FADEC system shall incorporate BITE functions to identify and store faults. The BITE information shall be transmitted to the CFDS see Section 31-30 on page 31-6. The information available from each FADEC system used for cockpit indications can also be used as the data source for engine health monitoring. The FADEC system shall be designed so that the additional optional engine sensors' data, required to provide a full engine health monitoring capability, can be processed and transmitted to the aircraft system.

73-20.01.01

73-20.01.02

73-20.01.03 73-20.01.04

73-20.01.05

73-20.01.06

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 73-1

73-20.02.00

The FADEC system shall provide maximum thrust corresponding to takeoff and go-around ratings for a fully forward position of the throttle levers in the cockpit. There shall be discrete throttle lever positions for maximum continuous, maximum climb, and idle thrust. The use of reduced thrust for takeoff shall be possible. Assumed temperature for flexible takeoff shall be selected from either MCDU. The FADEC system shall provide N1 command and limit signals to drive the N1 indications - see Chapter 77. These signals shall be fed to the FMGC for use by the autothrust function.

73-20.02.01 73-20.03.00

73-30.00.00 73-31.00.00
73-31.01.00 73-31.02.00

Indicating Fuel flow indicating

Indication of fuel flow rate and fuel used shall be provided for each engine. The fuel flow transmitters shall be installed as part of the engine fuel system and shall be unaffected by icing during normal operation. The fuel flow transmitters shall be easily replaceable and self bleeding. Vibration and other environmental factors shall also be considered in the selection and installation of the transmitters.

73-31.02.01

73-34.00.00
73-34.01.00 73-34.02.00 73-34.02.01

Fuel filter
A fuel filter located upstream of the HP pump shall be provided for each engine. The filter shall be provided with a bypass. Indication of impending filter clogging shall be provided in the cockpit.

73-40.00.00
73-40.01.00

Fuel heat
The engine fuel control system shall be protected against malfunction due to icing.

CFMI 73-2

J 000 01000CJ -

- 02 Jul 1998

A319-100

74-00.00.00
74-00.01.00 74-00.02.00

Ignition
Each engine shall be equipped with a dual ignition system. The engine ignition system shall be used for ground and in-flight starting and for continuous operation as required. Ignition control for both functions shall be achieved via the FADEC system.

74-30.00.00
74-30.01.00 74-30.01.01

Switching
The ignition control for each engine shall be integrated with the starter and engine fuel shutoff control for automatic sequencing. It shall be possible to manually select continuous ignition.

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 74-1

CFMI 74-2

J 000 01000CJ

- 02 Jul 1998

A319-100

75-00.00.00

Air
Engine anti-icing
An engine anti-icing system shall not be required.

75-10.00.00
75-10.01.00

75-20.00.00
75-20.01.00

Cooling
Cooling shall be provided in all compartments where it is necessary to keep the temperature within the limits required by the equipment or structure and to minimize fire hazards. The nacelle assembly cooling and ventilating system shall provide automatically the required cooling airflow for the engine, accessories and associated structure. It shall not adversely affect engine starting. The nacelle assembly ambient temperature shall be maintained at a level consistent with the shortest practical accessory cool down time for maintenance. Ventilation and drainage shall also be provided where there is any possibility of flammable fluid leakage in the proximity of hot surfaces and where it is necessary to control compartment pressure to avoid leakage transfer.

75-20.02.00

75-20.03.00

75-20.04.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 75-1

CFMI 75-2

J 000 01000CJ

- 02 Jul 1998

A319-100

76-00.00.00
76-00.01.00 76-00.02.00 76-00.03.00

Engine controls
It shall not be necessary to re-rig engine controls following an engine change. Corrosion resistant controls shall be used in the engine section below the firewall. The control of the engines shall not be adversely affected by icing.

76-10.00.00
76-10.01.00 76-10.01.01 76-10.02.00 76-10.03.00

Power control
Forward and reverse thrust of each engine shall be controlled by a throttle lever mounted on the pedestal in the cockpit. For reverse thrust control see Section 78-31 on page 78-2. Transfer from minimum idle to approach idle and vice versa shall be made through automatic switching without a special override facility. In the event of the four doors of the thrust reverser inadvertently unlocking, the affected engine shall automatically return to idle power.

76-12.00.00
76-12.01.00 76-12.02.00

Engine master control

Tank to engine fuel supply shall be controlled by the engine master switch (one per engine), installed on the pedestal. When this switch is operated, the engine HP valve and corresponding fuel LP valve shall open or close simultaneously.

76-20.00.00
76-20.01.00

Emergency shutdown
Emergency shutdown shall be by means of the engine master switch, and if necessary by the appropriate fire controls - see Section 26-21 on page 26-4.

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 76-1

CFMI 76-2

J 000 01000CJ

- 02 Jul 1998

A319-100

77-00.00.00
77-00.01.00 77-00.01.01

Engine indicating
The indications for each engine shall be displayed on the EIS as follows. Permanent indications : LP shaft speed (N1) - analogue and digital LP turbine inlet temperature (EGT) - analogue and digital HP shaft speed (N2) fuel flow N1 limit, N1 target, and N1 command. Indications displayed automatically or on manual selection : oil quantity oil temperature oil pressure vibration levels (LP and HP rotors) nacelle temperature. Warnings shall be provided for the following : oil low pressure fuel filter differential pressure oil filter differential pressure clearance control system (if required). The engine thrust control parameters shall be indicated as a percentage of LP shaft speed (N1). Assumed temperature for FLX TO shall be displayed on ECAM and on both MCDUs (when take-off page is selected). The design and installation of all engine indicating transmitters and switches shall take into consideration the complete engine vibration spectrum in all modes of operation as well as temperatures and pressures to be encountered on the ground, in-flight and after engine shutdown. Protection shall be provided to minimize failures of engine control and indicating systems due to lightning strikes.

77-00.01.02

77-00.01.03

77-00.02.00 77-00.02.01 77-00.03.00

77-00.04.00

77-32.00.00
77-32.01.00

Engine vibration indicating system

The engine vibration levels of the of the Low Pressure (LP) and the High Pressure (HP) shafts shall be processed by the Engine Vibration Monitoring Unit (EVMU) prior to display on the ECAM System Display (SD).

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 77-1

CFMI 77-2

J 000 01000CJ

- 02 Jul 1998

A319-100

78-00.00.00
78-00.01.00

Exhaust
The primary and fan exhaust shall be of the fixed nozzle type.

78-30.00.00
78-30.01.00 78-30.01.01 78-30.01.02

Thrust reverser
Each engine shall be provided with a thrust reverser which shall reverse the fan exhaust stream only. The thrust reversers shall be provided for ground operation only. Their efflux, direction, velocity and temperature shall be arranged so that, when operated within the prescribed limitations, damage shall not be caused to any part of the aircraft nor safe operation of the engines prevented. The thrust reversers shall be identical except for the thrust reverser cascade or equivalent efflux pattern control. The appropriate surfaces of the thrust reversers shall be lined with noise absorption panels as required to meet the requirements of Section 02-10 on page 02-1. Each thrust reverser shall be designed to produce at normal sea level operation, reverse thrust at air speeds from 150 knots to 70 knots IAS. The preceding shall be accomplished while giving full consideration to the need to use reverse thrust at low speed during wet or icy runway conditions, the interaction of the reverser system with aerodynamic surfaces of the aircraft and the need for functional checks of the reverser while static. The thrust reversers shall be actuated hydraulically. Each thrust reverser shall be constructed in two halves forming "C" shaped bifurcated ducts (C-ducts). Each half shall be hinged to the aircraft pylon structure at the top and latched together at the bottom to permit opening of the reverser for engine core accessibility and engine removal. When closed the reverser shall be attached to an adaptor ring bolted to the aft flange of the engine fan frame. The thrust reversers shall be designed for inspection and maintenance compatible with engine heavy maintenance periods. The thrust reverser system shall be designed to be capable of withstanding operating loads at all ground speeds.

78-30.01.03 78-30.01.04

78-30.02.00 78-30.02.01

78-30.03.00 78-30.04.00

78-30.05.00 78-30.06.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 78-1

78-31.00.00
78-31.01.00 78-31.02.00

Thrust reverser control and indicating

A means of preventing the application of reverse thrust in flight shall be provided. Thrust reverser actuation computation shall be performed by the FADEC system via the throttle levers. The FADEC system shall limit application of thrust to approximately idle until the reverser is in the reverse thrust position. Operation shall be possible in 2 seconds and re-stowing in 3 seconds with the engine essentially at approach idle power. Indication shall be given on the EIS whenever a thrust reverser is not at the selected position. In the event of inadvertent operation of the thrust reversers in flight up to 300 knots CAS, it shall be possible to return the reversers to the stowed position at any speed below 200 knots CAS. A single failure in the system shall not cause any inadvertent thrust reversal during takeoff or flight conditions.

78-31.02.01 78-31.02.02 78-31.03.00

78-31.03.01

78-36.00.00
78-36.01.00 78-36.01.01

Thrust reverser opening mechanism

Means of operating the reverser for maintenance purposes shall be provided. Means shall be incorporated for securing an inoperative reverser in the stowed and latched position. The time required to carry out the securing operation shall not exceed 15 minutes. Provisions for ground functional checks shall permit operation of the reverser without engine operation and without special ground equipment. Means shall be provided to de-activate each thrust reverser actuation system to protect ground personnel from accidental reverser operation. The mechanism to open the fan thrust reverser halves shall incorporate design features so as to prevent accidents during maintenance. It shall be possible to check that a reverser is in the closed and stowed position during a walk around inspection.

78-36.02.00

78-36.02.01 78-36.02.02 78-36.03.00

CFMI 78-2

J 000 01000CJ -

- 02 Jul 1998

A319-100

79-00.00.00
79-00.01.00 79-00.02.00 79-00.03.00 79-00.04.00 79-00.04.01 79-00.04.02 79-00.05.00 79-00.05.01 79-00.06.00

Oil
The complete engine oil system shall be integral with the engine. Engine oil temperature shall be maintained automatically within the required temperature limits. The available approved oil shall not be limited to a single source of supply. All components installed on the engine shall be compatible with lubricants approved by the engine manufacturer. A common lubricating oil type shall be approved for the engine, IDG and starter. At the time of aircraft delivery these items of equipment shall be filled with MOBIL JET 2. Means shall be provided for filling the oil tank by a pressure system. Gravity filling means shall also be provided. Means shall be provided for checking the oil level without opening the main access door. Accuracy of the oil quantity indicating system shall be such as to be an aid for servicing.

79-35.00.00
79-35.01.00 79-35.02.00

Oil filter
The scavenge oil filter shall be equipped with a bypass. Impending filter clogging shall be indicated in the cockpit.

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 79-1

CFMI 79-2

J 000 01000CJ

- 02 Jul 1998

A319-100

80-00.00.00
80-00.01.00 80-00.02.00

Starting
An in-flight windmilling, starting envelope shall be certificated. Each engine shall be equipped with a starting system. An in-flight starting envelope shall be certificated to an altitude of 27 500 ft minimum. The engine shall be started by means of an air turbine starter. Air to the starter shall be supplied by the APU, the opposite engine or an external ground supply. The starting sequence shall be controlled automatically by the FADEC system and appropriate indications shall be provided in the cockpit. As an alternative, starting shall be able to be controlled from the cockpit via the FADEC system by selection of the appropriate control. A manual override and position indicator, accessible without opening major cowl panels, shall be provided on the starter valve. The starter valve duct attachment fittings shall be integral with the valve body, and not made of sheet metal. A starter QAD or equivalent shall be provided. The engine starting system shall be unaffected by normal contaminants in engine bleed, APU, or ground source air, nor by moisture entrapment. The engine starting system shall be designed to permit re-engagement while the engine is rotating at maximum windmilling speed within the starter assisted relight envelope.

80-00.03.00

80-00.04.00

80-00.04.01 80-00.04.02 80-00.05.00 80-00.06.00 80-00.07.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

CFMI 80-1

CFMI 80-2

J 000 01000CJ

- 02 Jul 1998

A319-100

Attachment N2 - International Aero Engines (IAE)

A319-100

J 000 01000CJ -

- 02 Jul 1998

AT2-1

AT2-2

J 000 01000CJ

- 02 Jul 1998

A319-100

70-00.00.00
70-00.01.00 70-00.01.01

Standard practices - engines

General For the definition of interchangeability - see Chapter 20.

70-01.00.00
70-01.01.00 70-01.02.00 70-01.03.00 70-01.04.00 70-01.05.00 70-01.06.00

Interchangeable components
Demountable propulsion system (and between engines). Nose cowl (and between engines). Fan cowl doors (without strakes) (and between engines). Heat exchangers (and between engines). Exhaust nozzle (and between engines). Thrust reverser cowls.

70-02.00.00
70-02.01.00 70-02.02.00

Replaceable components
Access doors with piano hinges. Access doors in cowls.

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 70-1

IAE 70-2

J 000 01000CJ

- 02 Jul 1998

A319-100

71-00.00.00
71-00.00.01

Power plant
For the propulsion system (power plant) installation diagram, and engine details refer respectively to : Figure 71-00 - Power plant - installation - IAE V2524-A5 on page 71-7 Chapter 72. Each propulsion system shall be equipped with a thrust reverser - see Section 78-30 on page 78-1. The design of the propulsion system shall provide an operating environment compatible with satisfactory operation of the engine, engine and airframe accessories and associated systems. The demountable propulsion system shall consist of the engine and its accessories, the nose cowl (air intake), the primary exhaust nozzle (including central plug), the engine mounts and the Engine Build Unit (EBU). The demountable propulsion system shall be removable without impairing the adjustment of the propulsion system controls. The transportable propulsion system shall be a demountable propulsion system less equipment removed to meet the shipping width requirements. Removed equipment may include items such as the nose cowl and associated installations but shall not include the basic engine and accessory installations. No fluid carrying line shall have to be removed nor reinstalled in the process of converting a demountable propulsion system to a transportable propulsion system and vice versa. The transportable propulsion system on a shipping stand shall be transportable by truck and shall not exceed 8 ft (2,44 m) in width, including minimum packing essential for engine protection during freight transportation. The maximum of propulsion system maintenance shall be able to be performed with the engine installed on the aircraft. Those parts of the engine requiring servicing, checking, adjustment or replacement with the engine installed on the aircraft shall be accessible for servicing/maintenance without tear down of the engine or removal of any major engine component or accessory. It shall be possible to replace individual fan blades or the complete fan rotor assembly with the engines installed on the aircraft. All airframe manufacturer furnished engine driven accessories mounted on the engine gearbox shall incorporate Quick Attach Detach (QAD) type mounting provisions.

71-00.01.00 71-00.02.00

71-00.03.00

71-00.03.01 71-00.04.00

71-00.04.01

71-00.05.00 71-00.05.01

71-00.05.02 71-00.06.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 71-1

71-00.07.00

Access to engine adjustment and inspection points (including borescope holes) shall be provided by the opening of cowls and if necessary fairings. Where internal access is limited, provisions for ready removal of the adjacent equipment shall be made. The elapsed time for build up from a transportable propulsion system to a demountable propulsion system shall not exceed 1.5 hours using adequate qualified personnel. A retention system for the engine inlet duct shall permit removal or installation of the duct in a maximum of 1 hour elapsed time using adequate qualified personnel. Line and electrical connections at locations expected to be frequently disturbed by servicing and maintenance operations shall be designed to minimize the possibility of misconnections under normal maintenance practice conditions. Interface fittings at propulsion system disconnect points shall be easily replaceable. Provisions shall be made for access to engine mounted accessories for inspection and servicing consistent with short stop times of 20 to 30 minutes. The necessity for ground running for trimming purposes after an engine change shall be minimized. All lines carrying flammable fluids and electrical power shall enter the nacelle compartment through fireproof fittings. Electrical wiring and connections shall be designed to be compatible with the use of cleaning, de-icing and hydraulic fluids approved in the Aircraft Maintenance Manual. "Tri-wing" fasteners shall not be used in the nacelle assembly. Magnesium material shall not be used for the nacelle structure, except for special applications to be mutually agreed between the Buyer and Seller. The number and types of engine fixings shall be kept to a minimum and as far as practicable the types shall be common with standard airframe parts.

71-00.08.00

71-00.08.01

71-00.09.00

71-00.09.01 71-00.09.02

71-00.09.03 71-00.10.00 71-00.11.00

71-00.12.00 71-00.13.00

71-00.14.00

71-10.00.00
71-10.01.00 71-10.01.01

Cowling
The fan access door and nose cowl shall be manufactured primarily from reinforced composite materials. Vulnerable edges shall be suitably treated to withstand impact and erosion.

IAE 71-2

J 000 01000CJ -

- 02 Jul 1998

A319-100

71-10.02.00 71-10.02.01 71-10.03.00

The nose cowl shall be attached to the front flange of the engine fan casing. The air intake shall be lined with noise absorption panels as necessary to meet the requirements of Section 02-10 on page 02-1. The cowl around the engine fan casing shall consist of hinged panels to provide access to the accessories mounted on the engine driven gearbox and on the fan casing. Separate access doors shall be provided for the starter valve and oil tank services. The use of these access doors shall not require opening of the fan cowls. The portion aft of the engine fan casing shall consist of the fan thrust reverser and fan duct nozzle. Cowl latches shall be operable and adjustable (if required) without the use of special tools and without opening the fan cowls. The locked position of the cowl latches shall be capable of being verified by easy visual inspection. Retention devices shall be installed to support cowls in the open position. Stowage shall be provided for the retention devices. The design of these devices shall be such that a single element failure shall not affect their retention capability. Engine access doors and cowls shall provide access for replacement, inspection, maintenance and servicing of parts and accessories mounted externally on the engine. Cowl panels shall be able to withstand pressures that could be caused by a pneumatic duct failure. Relief devices shall be installed if necessary. Pressure relief doors (where used) shall remain attached to the cowls after they have been blown open. Means shall be provided to minimize damage. The doors shall tend to close after operation in flight and shall be able to be mechanically latched closed on the ground. If these doors are used as service or access doors they shall be designed for frequent use. It shall be possible to determine visually on the ground that the pressure relief doors have opened.

71-10.03.01

71-10.04.00 71-10.05.00

71-10.06.00

71-10.07.00

71-10.08.00

71-10.08.01

71-10.08.02

71-20.00.00
71-20.01.00

Mounts
The engine shall be provided with front suspension points which shall carry X, Y, and Z loads. Rear suspension structure attached to the engine casing shall transfer Y, Z and torque loads to the pylon.

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 71-3

71-20.01.01 71-20.02.00

Axial expansion of the engine shall be taken up by articulation of the rear suspension. The mounting design shall cater for : engine vibration differential thermal expansion between engine and support structure engine thrust weight growth component interchangeability. Nacelle assembly components, where required, shall be readily removable for access to mount attachments and engine hoisting points. It shall be a design aim that mount fittings shall permit removal and installation of the engine with standard tools. The engine mount bolt assemblies shall incorporate locking features and as a design aim shall have a 15 cycle re-use capability.

71-20.03.00 71-20.04.00 71-20.04.01

71-30.00.00
71-30.01.00 71-30.01.01 71-30.02.00 71-30.02.01

Fireseals
The engine core and fan areas which shall both be separated fire zones shall be ventilated to achieve suitable pressures and temperatures. The accessory zone in the fan cowls shall be separated from the nose cowl and thrust reverser by firewalls. Firewalls, fireseals and fire barriers shall be incorporated as necessary to isolate fire zones. Each main engine compartment shall be separated from critical parts of the aircraft by a primary firewall at the bottom of the pylon.

71-50.00.00
71-50.01.00 71-50.02.00 71-50.03.00 71-50.04.00

Electrical harness
Open wiring, in general shall be used in the demountable propulsion system. Electrical connectors shall be of the screw thread retention type. Wiring shall be separated from, and to the maximum degree possible routed at higher elevations than, lines carrying fluid. Propulsion system wiring shall be of a minimum size 20, except for shielded wires which may be of size 22.

IAE 71-4

J 000 01000CJ -

- 02 Jul 1998

A319-100

71-70.00.00
71-70.01.00

Power plant drains

All accessory drive seal drains and overflow drains (but not engine breathers) shall be collected within a drainage system provided for external evacuation. Fuel drains shall be separately collected and automatically evacuated in flight. They shall also be drainable on the ground. Any fuel manifold drain system (if required) shall be designed to prevent any overboard fuel drainage under any normal flight or ground conditions.

71-70.02.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 71-5

IAE 71-6

J 000 01000CJ

- 02 Jul 1998

A319-100

Figure 71-00 - Power plant - installation - IAE V2524-A5

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 71-7

IAE 71-8

J 000 01000CJ

- 02 Jul 1998

A319-100

72-00.00.00
72-00.01.00

Engine
Turbofan engines of the International Aero Engines IAE V2524-A5 type in accordance with engine model specification IAE TBD shall be installed. The engine design shall use modular construction techniques providing ease of replacement of major assemblies and components. A shaft driven accessory gearbox shall be mounted on the fan casing and driven from the engine core section. This gearbox shall carry engine accessories and in addition an air starter, hydraulic pump and IDG. Engine mounted accessories shall be replaceable with the engine installed. The need to remove any non-related accessories or systems to gain access to another shall be minimized.

72-00.02.00 72-00.03.00

72-00.04.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 72-1

IAE 72-2

J 000 01000CJ

- 02 Jul 1998

A319-100

73-00.00.00
73-00.01.00

Engine fuel and control

The entire engine fuel distribution system downstream of the engine inlet connection shall be integral with the engine and supplied by the engine manufacturer.

73-20.00.00
73-20.01.00

Engine control
Each engine shall be provided with one Full Authority Digital Engine Control (FADEC) system, to provide command and monitor functions for : gas generator control engine limit protection power management - see Section 22-32 on page 22-9 ignition control - see Chapter 74 cockpit indications - see Chapter 77 reverser control and feedback - see Section 78-31 on page 78-2 automatic engine starting - see Chapter 80 engine condition parameters acquisition (partially) heat management. Each FADEC system shall interface electrically with the sensors of the corresponding engine. It shall receive signals from the appropriate throttle lever resolvers and other selected aircraft data sources and shall transmit engine data to the cockpit. The system shall be arranged so that no single failure shall be able to affect the continued operation of both Electronic Engine Control (EEC) channels on one engine. The system shall be arranged so that no single failure can adversely affect the functioning of both engines. The FADEC system for each engine shall be powered from the aircraft electrical supply before and during the engine start cycle and from a self-contained, dedicated engine driven generator when the engine is running. Each FADEC system shall incorporate BITE functions to identify and store faults. The BITE information shall be transmitted to the CFDS see Section 31-30 on page 31-6. The information available from each FADEC system used for cockpit indications can also be used as the data source for engine health monitoring. The FADEC system shall be designed so that the additional optional engine sensors' data, required to provide a full engine health monitoring capability, can be processed and transmitted to the aircraft system.

73-20.01.01

73-20.01.02

73-20.01.03 73-20.01.04

73-20.01.05

73-20.01.06

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 73-1

73-20.02.00

The FADEC system shall provide maximum thrust corresponding to takeoff and go-around ratings for a fully forward position of the throttle levers in the cockpit. There shall be discrete throttle lever positions for maximum continuous, maximum climb, and idle thrust. The use of reduced thrust for takeoff shall be possible. Assumed temperature for flexible takeoff shall be selected from either MCDU. The FADEC system shall provide EPR command and limit signals to drive the EPR indications - see Chapter 77. These signals shall be fed to the FMGC for use by the autothrust function.

73-20.02.01 73-20.03.00

73-30.00.00 73-31.00.00
73-31.01.00 73-31.02.00

Indicating Fuel flow indicating

Indication of fuel flow rate and fuel used shall be provided for each engine. Fuel flow transmitters shall be installed as part of the engine fuel system and shall be unaffected by icing during normal operation. The fuel flow transmitters shall be easily replaceable and self-bleeding. Vibration and other environmental factors shall also be considered in the selection and installation of the transmitters.

73-31.02.01

73-34.00.00
73-34.01.00 73-34.02.00 73-34.02.01

Fuel filter
A fuel filter located upstream of the HP pump shall be provided for each engine. The filter shall be provided with a bypass. Indication of impending filter clogging shall be provided in the cockpit.

73-40.00.00
73-40.01.00

Fuel heat
The engine fuel control system shall be protected against malfunction due to icing.

IAE 73-2

J 000 01000CJ -

- 02 Jul 1998

A319-100

74-00.00.00
74-00.01.00 74-00.02.00

Ignition
Each engine shall be equipped with a dual ignition system. The engine ignition system shall be used for ground and in-flight starting and for continuous operation as required. Ignition control for both functions shall be achieved via the FADEC system.

74-30.00.00
74-30.01.00 74-30.01.01

Switching
The ignition control for each engine shall be integrated with the starter and engine fuel shutoff control for automatic sequencing. It shall be possible to manually select continuous ignition.

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 74-1

IAE 74-2

J 000 01000CJ

- 02 Jul 1998

A319-100

75-00.00.00

Air
Engine anti-icing
An engine anti-icing system shall not be required.

75-10.00.00
75-10.01.00

75-20.00.00
75-20.01.00

Cooling
Cooling shall be provided in all compartments where it is necessary to keep the temperature within the limits required by the equipment or structure and to minimize fire hazards. The nacelle assembly cooling and ventilating system shall provide automatically the required cooling airflow for the engine accessories and associated structure. It shall not adversely affect engine starting. The nacelle assembly ambient temperature shall be maintained at a level consistent with the shortest practical accessory cooling down time for maintenance. Ventilation and drainage shall also be provided where there is any possibility of flammable fluid leakage in the proximity of hot surfaces and where it is necessary to control compartment pressure to avoid leakage transfer.

75-20.02.00

75-20.03.00

75-20.04.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 75-1

IAE 75-2

J 000 01000CJ

- 02 Jul 1998

A319-100

76-00.00.00
76-00.01.00 76-00.02.00 76-00.03.00

Engine controls
It shall not be necessary to re-rig engine controls following an engine change. Corrosion resistant controls shall be used in the engine section below the firewall. The control of engines shall not be adversely affected by icing.

76-10.00.00
76-10.01.00 76-10.01.01 76-10.02.00 76-10.03.00

Power control
Forward and reverse thrust of each engine shall be controlled by a throttle lever mounted on the pedestal in the cockpit. For reverse thrust control see Section 78-31 on page 78-2. Transfer from minimum idle to approach idle and vice versa shall be made through automatic switching without a special override facility. In the event of inadvertent movement of the thrust reverser, the affected engine shall automatically return to idle power.

76-12.00.00
76-12.01.00 76-12.02.00

Engine master control

Tank to engine fuel supply shall be controlled by the engine master switch (one per engine), installed on the pedestal. When this switch is operated, the engine HP valve and corresponding fuel LP valve shall open or close simultaneously.

76-20.00.00
76-20.01.00

Emergency shutdown
Emergency shutdown shall be by means of the engine master switch, and if necessary by the appropriate fire controls - see Section 26-21 on page 26-4.

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 76-1

IAE 76-2

J 000 01000CJ

- 02 Jul 1998

A319-100

77-00.00.00
77-00.01.00 77-00.01.01

Engine indicating
The indications for each engine shall be displayed on the EIS as follows. Permanent indications : EPR actual and EPR command LP shaft speed (N1) HP shaft speed (N2) turbine exit temperature fuel flow. Indications displayed automatically or on manual selection : oil temperature oil pressure oil level vibration (N1 and N2) nacelle temperature. Warnings shall be provided for the following : oil low pressure fuel filter differential pressure oil filter differential pressure clearance control system (if required). The engine thrust control parameter shall be EPR. Assumed temperature for FLX-TO shall be displayed on ECAM and on either MCDU (when take-off page is selected). The design and installation of all engine indicating transmitters and switches shall take into consideration the complete engine vibration spectrum in all modes of operation, as well as the temperatures and pressures to be encountered on the ground, in-flight and after engine shutdown. Protection shall be provided to minimize failures of engine control and indicating systems due to lightning strikes.

77-00.01.02

77-00.01.03

77-00.02.00 77-00.02.01 77-00.03.00

77-00.04.00

77-32.00.00
77-32.01.00

Engine vibration indicating system

The engine vibration levels of the of the Low Pressure (LP) and the High Pressure (HP) shafts shall be processed by the Engine Vibration Monitoring Unit (EVMU) prior to display on the ECAM System Display (SD).

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 77-1

IAE 77-2

J 000 01000CJ

- 02 Jul 1998

A319-100

78-00.00.00
78-00.01.00

Exhaust
The primary and fan exhaust shall be of the fixed nozzle type.

78-30.00.00
78-30.01.00 78-30.01.01 78-30.01.02

Thrust reverser
Each engine shall be provided with a thrust reverser which shall reverse the fan exhaust stream only. The thrust reversers shall be provided for ground operation only. Their efflux, direction, velocity and temperature shall be arranged so that, when operated within the prescribed limitations, damage shall not be caused to any part of the aircraft nor safe operation of the engines prevented. The thrust reversers shall be identical except for the thrust reverser cascade or equivalent efflux pattern control. The appropriate surfaces of the thrust reversers shall be lined with noise absorption panels as required to meet the requirements of Section 02-10 on page 02-1. Each thrust reverser shall be designed to produce, at normal sea level operation, reverse thrust, at air speeds from 150 knots to 70 knots IAS. The preceding shall be accomplished while giving full consideration to the need to use reverse thrust at low speed during wet or icy runway conditions, the interaction of the reverser system with aerodynamic surfaces of the aircraft and the need for functional checks of the reverser while static. The thrust reversers shall be actuated hydraulically. Each thrust reverser shall be constructed in two halves forming "C" shaped bifurcated ducts (C-ducts). Each half shall be hinged to the aircraft pylon structure at the top and latched together at the bottom to permit opening of the reverser for engine core accessibility and engine removal. When closed the reverser shall be attached to the aft flange of the engine fan frame. The thrust reversers shall be designed for inspection and maintenance compatible with engine heavy maintenance periods. The thrust reverser system shall be designed to be capable of withstanding operating loads at all ground speeds.

78-30.01.03 78-30.01.04

78-30.02.00 78-30.02.01

78-30.03.00 78-30.04.00

78-30.05.00 78-30.06.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 78-1

78-31.00.00
78-31.01.00 78-31.02.00

Thrust reverser control and indicating

A means of preventing the application of reverse thrust in flight shall be provided. Thrust reverser actuation computation shall be performed by the FADEC system via the throttle levers. The FADEC system shall limit application of thrust to approximately idle until the reverser is in the reverse thrust position. Operation shall be possible in 2 seconds and re-stowing in 3 seconds with the engine essentially at approach idle power. Indications shall be given on the EIS whenever a thrust reverser is not at the selected position. In the event of inadvertent operation of the thrust reversers in flight up to 300 knots CAS, it shall be possible to return the reversers to the stowed position at any speed below 200 knots CAS. A single failure in the system shall not cause any inadvertent thrust reversal during takeoff or flight conditions.

78-31.02.01 78-31.02.02 78-31.03.00

78-31.03.01

78-36.00.00
78-36.01.00 78-36.01.01

Thrust reverser opening mechanism

Means of operating the reverser for maintenance purposes shall be provided. Means shall be incorporated for securing an inoperative reverser in the stowed and latched position. The time required to carry out the securing operation shall not exceed 15 minutes. Provisions for ground functional checks shall permit operation of the reverser without engine operation and without special ground equipment. Means shall be provided to de-activate each thrust reverser actuation system to protect ground personnel from accidental reverser operation. The mechanism to open the fan thrust reverser halves shall incorporate design features so as to prevent accidents during maintenance. It shall be possible to check that a reverser is in the closed and stowed position during a walk around inspection.

78-36.02.00

78-36.02.01 78-36.02.02 78-36.03.00

IAE 78-2

J 000 01000CJ -

- 02 Jul 1998

A319-100

79-00.00.00
79-00.01.00

Oil
The propulsion system (power plant) shall have an independent oil system that shall be able to provide the appropriate quantity of oil, at the temperature necessary for continuous propulsion system operation for all achievable conditions within the propulsion system operating envelope. The system shall be integral with the propulsion system. The lubrication system shall be equipped with chip detectors and provisions for extracting oil samples without draining the system. The available approved oil shall not be limited to a single source of supply. All components installed on the engine shall be compatible with lubricants approved by the engine manufacturer. A common lubricating oil type shall be approved for the engine, IDG, and starter. At the time of aircraft delivery these items of equipment shall be filled with MOBIL JET 2. Provisions shall be made for pressurized filling as well as gravity filling. It shall be possible to visually check the engine oil level without opening the fan cowl door. The accuracy of the oil quantity indication system shall be such as to be an aid for oil quantity servicing.

79-00.01.01 79-00.02.00 79-00.03.00 79-00.04.00 79-00.04.01 79-00.04.02 79-00.05.00 79-00.05.01 79-00.06.00

79-35.00.00
79-35.01.00 79-35.02.00

Oil filter
The scavenge oil filter shall be equipped with a bypass. Impending filter clogging shall be indicated in the cockpit.

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 79-1

IAE 79-2

J 000 01000CJ

- 02 Jul 1998

A319-100

80-00.00.00
80-00.01.00 80-00.02.00 80-00.03.00

Starting
An in-flight windmilling, starting envelope shall be certificated. Each engine shall be equipped with a starting system. An in-flight starting envelope shall be certificated to an altitude of 30 000 ft. The engine shall be started by means of an air turbine starter. Air to the starter shall be supplied by the APU, the opposite engine or an external ground supply. The starting sequence shall be controlled automatically by the FADEC system and appropriate indications shall be provided in the cockpit. As an alternative, starting shall be able to be controlled from the cockpit via the FADEC system by selection of the appropriate control. A manual override and position indicator, accessible without opening major cowl panels, shall be provided on the starter valve. The starter valve duct attachment fittings shall be other than sheet metal. A starter QAD or equivalent shall be provided. The engine starting system shall be unaffected by normal contaminants in engine bleed, APU, or ground source air, nor by moisture entrapment. The engine starting system shall be designed to permit re-engagement while the engine is rotating at maximum windmilling speed within the starter assisted relight envelope.

80-00.04.00

80-00.04.01 80-00.04.02 80-00.05.00 80-00.06.00 80-00.07.00

A319-100

J 000 01000CJ -

- 02 Jul 1998

IAE 80-1

IAE 80-2

J 000 01000CJ

- 02 Jul 1998

A319-100

A1-00.00.00

Appendix N1 - Flight Data Recorder parameters

See paragraph 31-33.03.00.

A319-100

J 000 01000CJ -

- 02 Jul 1998

A1-1

A1-2

J 000 01000CJ

- 02 Jul 1998

A319-100

A2-00.00.00
A2-00.01.00 A2-00.02.00

Appendix N2 - Equipment
This appendix lists selected items of equipment installed in the aircraft and is intended to supplement the specification text. The terms "one set" and "AR" (as required) signify that the quantities of equipment are a function of the customized configuration.

A2-01.00.00
A2-01.01.00 A2-01.02.00 A2-01.03.00

Buyer Furnished Equipment (BFE)

Buyer Furnished Equipment is not applicable for the Green aircraft. Unassigned Unassigned

A319-100

J 000 01000CJ -

- 02 Jul 1998

A2-1

A2-2

J 000 01000CJ

- 02 Jul 1998

A319-100

A2-02.00.00
A2-02.01.00 A2-02.01.01 A2-02.02.00 A2-02.03.00

Seller Furnished Equipment (SFE)

The second part of this appendix lists selected items of equipment which shall be supplied and installed on the aircraft by the Seller. The equipment part numbers listed set the minimum technical standard required for installation on the aircraft. The Buyer may select any of the certificated equipment for which there is more than one Supplier. The Seller reserves the right in the absence of any specific selection by a date compatible with the industrial programme to install in the aircraft at delivery any certificated equipment of the same type but with a different part number provided the characteristics are similar to those of the equipment described. Therefore the following list should not be used as a reference for the definition of spare part requirements.

A2-02.03.01

Item N A2-02.21.00 A2-02.21.01 A2-02.21.02 A2-02.21.03

Qty

Description Part/Spec N

Supplier

Remarks

Air conditioning 1 1 1 Air conditioning system Pressurisation system Avionics equipment ventilation computer 87.292-325-V04 LIEBHERR NORD MICRO SEXTANT

A2-02.22.00 A2-02.22.01 2

Auto Flight Flight Management Guidance Computer TBD Flight Augmentation Computer B397BAM0513 MCDU TBD Flight control unit K217ABM11 SEXTANT

A2-02.22.02

SEXTANT

A2-02.22.03 A2-02.22.04

2 1

HONEYWELL SEXTANT

A319-100

J 000 01000CJ -

- 02 Jul 1998

A2-3

Item N A2-02.23.00 A2-02.23.01 A2-02.23.02 A2-02.23.03 A2-02.23.04 A2-02.23.05 A2-02.23.06 A2-02.23.07 A2-02.23.08 A2-02.23.09 A2-02.23.10 A2-02.23.11 A2-02.23.12 A2-02.23.13

Qty

Description Part/Spec N

Supplier

Remarks

Communication 3 1 1 2 3 3 VDR antenna 2403.89 CVR microphone assy 93 A 055-66 Audio management unit AMU 2790 B06 Radio Management Panel 899-850-004 Audio Control Panel ACP2788 Hand microphone 29 A SP017 Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned 3 VDR/COMM tranceiver VHF-900B 822-1047-030 Solid State Cockpit Voice Recorder 980-6022-001 Boomset 1046-GT2102 AY Emergency locator transmitter antenna RN 2614-82 HF transceiver (COLLINS 900) 822-0330-020 ROCKWELL COLLINS ALLIEDSIGNAL RAYAN FAIRCHILD TEAM SEXTANT TEAM ELNO

A2-02.23.14

A2-02.23.15 A2-02.23.16

3 1

HOLMBERG RAYAN

A2-02.23.17

ROCKWELL COLLINS

A2-4

J 000 01000CJ -

- 02 Jul 1998

A319-100

Item N A2-02.23.18

Qty 1

Description Part/Spec N HF antenna coupler (COLLINS 920D) 822-0987-002

Supplier ROCKWELL COLLINS

Remarks

A2-02.24.00 A2-02.24.01 2

Electrical power Integrated drive generator, (CFMI engines only) 740119 Integrated drive generator, (IAE engines only) 766219 Constant speed motor generator 520915 Transformer/Rectier unit Y005-2 Battery (23 Ah) 2758 SUNDSTRAND

SUNDSTRAND

A2-02.24.02

VICKERS

A2-02.24.03 A2-02.24.04 A2-02.25.00 A2-02.25.01 A2-02.25.02 A2-02.25.03 A2-02.25.04 A2-02.25.05 A2-02.25.06 A2-02.25.07 A2-02.25.08

3 2

ARTUS SAFT

Equipment/Furnishings 1 1 1 Seat, captain TAAI2-33PE00-01 Seat, rst ofcer TAAI2-33CE00-01 Seat, third occupant 133.0622-V01 Unassigned Unassigned 2 Flashlight (cockpit) MZ 687-421-00 Unassigned 1 Axe, cockpit (ESO-400) 68000 40000 Unassigned Unassigned EAS VARTA SOCEA SOCEA SICMA

A2-02.25.09 A2-02.25.10

A319-100

J 000 01000CJ -

- 02 Jul 1998

A2-5

Item N A2-02.25.11 A2-02.26.00 A2-02.26.01

Qty 3

Description Part/Spec N Life jacket, cockpit TSO-C 13E/PN : TBD

Supplier TBD

Remarks

Fire protection 2 Fire detection control unit, engine 73040001 Fire detection control unit, APU 73040001 Unassigned 4 Extinguisher container, engine 472088-1 Extinguisher container, APU 33600005-3 Fire extinguisher, portable, cockpit H1-10-AIR Unassigned 1 Smoke detector control unit, cargo holds RAI 2800 Smoke detector unit, cargo holds PPA 1100-00 Extinguisher container, cargo holds (800 in3) 34600049 CERBERUS GUINARD CERBERUS GUINARD HTL WALTER KIDDE L'HOTELLIER/ WHITTAKER L'HOTELLIER/ WHITTAKER

A2-02.26.02

A2-02.26.03 A2-02.26.04

A2-02.26.05

HTL

A2-02.26.06

MAIP

A2-02.26.07 A2-02.26.08

A2-02.26.09

A2-02.26.10

A2-02.27.00 A2-02.27.01 A2-02.27.02 A2-02.27.03 2 3 2

Flight controls Elevator/Aileron Computer 394512-2502 Spoiler/Elevator Computer B372BAM0509 Flight Control Data Concentrator 115370-1016 SEXTANT SEXTANT LITEF

A2-6

J 000 01000CJ -

- 02 Jul 1998

A319-100

Item N A2-02.27.04

Qty 2

Description Part/Spec N Slat/Flap Control Computer (SFCC) 49-170-07 Rudder actuator 810A0000-4 Aileron actuator 31073-110 Elevator actuator 31075-440 Spoiler actuator 31077-100 Trimmable horizontal stabiliser actuator 47145-131

Supplier LIEBHERR

Remarks

A2-02.27.05 A2-02.27.06 A2-02.27.07 A2-02.27.08 A2-02.27.09

3 4 4 10 1

LIEBHERR LUCAS AIR EQUIPEMENT LUCAS AIR EQUIPEMENT LUCAS AIR EQUIPEMENT LUCAS AIR EQUIPEMENT Fuel

A2-02.28.00 A2-02.28.01 A2-02.28.02 A2-02.28.03 6 1 1 Fuel pump elements P93C38-601 Fuel pump, APU C12CB0010 Fuel quantity indicating system computer SIC 5059-12-0208 Auxiliary Fuel Management Computer 738275 ACT fuel pump 568-1-27-70-002 Auxiliary Level Sensing Control Unit 738276

INTERTECHNIQUE LUCAS AIR EQUIPMENT SMITHS

A2-02.28.04

INTERTECHNIQUE GEC MARCONI INTERTECHNIQUE

A2-02.28.05 A2-02.28.06

1 1

A2-02.29.00 A2-02.29.01 2

Hydraulic power Engine driven pump PV3-240-10C 887673 Electropump MPE3-032-2B 693335 VICKERS

A2-02.29.02

VICKERS

A319-100

J 000 01000CJ -

- 02 Jul 1998

A2-7

Item N A2-02.29.03 A2-02.29.04 A2-02.30.00 A2-02.30.01 A2-02.30.02

Qty 1 1

Description Part/Spec N Ram air turbine 762308 Power transfer unit 4101002-9

Supplier SUNDSTRAND ALLIEDSIGNAL

Remarks

Ice and rain protection 2 1 Window Heat Controller 6 664 287-0 Windshield wiper motor, LH 42 79 204 Windshield wiper motor, RH 42 79 198 SAT TELEFLEX

A2-02.30.03

TELEFLEX

A2-02.31.00 A2-02.31.01 A2-02.31.02 A2-02.31.03 1 2 2 Clock

Indicating/Recording systems AIR PRECISION APE 5100 Flight warning computer TBD Systems data analog converter 350E5151331 Display management computer TBD Display unit 39 071 304-02 ECAM control panel 35 0L01001-04 Centralised fault display system interface unit B401 ACM 0507 Flight data interface unit ED43A1D5 Three axis linear accelerometer 971 4193 002 AEROSPATIALE AEROSPATIALE

A2-02.31.04

SEXTANT

A2-02.31.05 A2-02.31.06 A2-02.31.07

6 1 1

SEXTANT AEROSPATIALE SEXTANT

A2-02.31.08 A2-02.31.09

1 1

SFIM ALLIEDSIGNAL

A2-8

J 000 01000CJ -

- 02 Jul 1998

A319-100

Item N A2-02.31.10

Qty 1

Description Part/Spec N Printer, multipurpose PTA-45B 8055515-XXXX Solid state digital ight data recorder 980-4700-003 AIDS data management computer ED45A300 Multipurpose disk drive unit AC68A100

Supplier ALLIEDSIGNAL

Remarks

A2-02.31.11

ALLIEDSIGNAL

A2-02.31.12

SFIM

A2-02.31.13

SFIM

A2-02.32.00 A2-02.32.01 2 Landing gear, main LH 201376 001 RH 201376 002 Landing gear, nose D23589000 Wheel, main C20195162 Wheel, nose TBD Brake unit C20225300 Tires, main 46 x 17 R20 M01102 Tires, nose M08201

Landing gear DOWTY

A2-02.32.02 A2-02.32.03 A2-02.32.04 A2-02.32.05 A2-02.32.06

1 4 2 4 4

MESSIER MESSIER BF GOODRICH MESSIER MICHELIN

A2-02.32.07 A2-02.33.00 A2-02.33.01 A2-02.33.02 A2-02.33.03

MICHELIN Lights

2 1 1

Landing light 4315542 Taxi light 4236564 Takeoff light 4233488

TELEFLEX TELEFLEX TELEFLEX

A319-100

J 000 01000CJ -

- 02 Jul 1998

A2-9

Item N A2-02.33.04 A2-02.33.05 A2-02.33.06 A2-02.33.07

Qty 2 2 1 1

Description Part/Spec N Runway turn off light 4236534 Anti-collision light, strobe 2LA455010-00 Power supply unit 8ES455012-00 Wing/engine inspection light, left 301883-5 Wing/engine inspection light, right 301883-6 Logo light 1X2005097-00 Strobe light unit 2LA005308-01 Power supply unit 8ES005309-00 Strobe light unit 2LA005303-01 Power supply unit 8ES005304-00

Supplier TELEFLEX WMI WMI GRIMES

Remarks

A2-02.33.08

GRIMES

A2-02.33.09 A2-02.33.10 A2-02.33.11 A2-02.33.12 A2-02.33.13 A2-02.34.00 A2-02.34.01 A2-02.34.02

2 2 2 1 1

WMI WMI WMI WMI WMI Navigation

1 4

ADF antenna 615-2630-102 ATC transponder/DME antennas 2407-89-03 ATC/TCAS dual control panel C124-04-AA01 Multi-mode receiver GLU-920 822-1152-120 Radio altimeter transceiver 9599-607-14942

EAS RAYAN

A2-02.34.03

SEXTANT

A2-02.34.04

COLLLINS

A2-02.34.05

TRT

A2-10

J 000 01000CJ -

- 02 Jul 1998

A319-100

Item N A2-02.34.06 A2-02.34.07 A2-02.34.08 A2-02 .34.09 A2-02.34.10

Qty 3 1 1 1 1

Description Part/Spec N ADIRU 465020-0303-0309 ADIRS CDU TBD DDRMI 63-543.150.3 Weather radar transceiver 622-5132-120 Weather radar dual control panel 622--5130-020 Weather radar antenna 622-5137-001 Weather radar antenna dual mount 622-5136-201 Weather radar dual transceiver mount 622-5134-004 DME interrogator DME-900 822-0329-020 ATC mode S transponder 066-01127-1101 ADF receiver ADF 900 822-0299-020 VOR/Marker receiver (COLLINS-900) 822-0297-020 Enhanced Ground Proximity Warning Computer TBD Standby compass C5K Standby airspeed indicator 64050-866-1

Supplier LITTON

Remarks

SEXTANT ROCKWELL COLLINS ROCKWELL COLLINS ROCKWELL COLLINS ROCKWELL COLLINS ROCKWELL COLLINS ROCKWELL COLLINS ALLIEDSIGNAL ROCKWELL COLLINS ROCKWELL COLLINS ALLIEDSIGNAL

A2-02.34.11 A2-02.34.12

1 1

A2-02.34.13

A2-02.34.14

A2-02.34.15 A2-02.34.16

2 1

A2-02.34.17

A2-02.34.18

A2-02.34.19 A2-02.34.20

1 1

AMETAK INC. THOMSON-CSF

A319-100

J 000 01000CJ -

- 02 Jul 1998

A2-11

Item N A2-02.34.21 A2-02.34.22 A2-02.34.23 A2-02.34.24 A2-02.35.00 A2-02.35.01 A2-02.35.02

Qty 1 1 1 2

Description Part/Spec N Standby altimeter 64141-580-1 Standby horizon H321 BHM TCAS II computer 066-50000-2220 TCAS directional antenna 071-50001-8104

Supplier THOMSON-CSF SFENA ALLIEDSIGNAL ALLIEDSIGNAL

Remarks

Oxygen 1 3 Oxygen cylinder (77.1 ft3) 897940-77 Quick donning full face mask (cockpit) MF 10-0511 Unassigned Unassigned Unassigned Unassigned 1 Protective breathing equipment (cockpit) E28180 DRAEGER EROS EROS

A2-02.35.03 A2-02.35.04 A2-02.35.05 A2-02.35.06 A2-02.35.07

SCOTT

A2-02.36.00 A2-02.36.01 A2-02.36.02 two sets 2 Bleed air equipment

Pneumatic ABG-SEMCA INTERTECHNIQUE

Bleed air monitoring computer 785-002-7

A2-02.38.00 A2-02.38.01 A2-02.46.00 A2-02.46.01 A2-02.46.02 1 1 Unassigned

Water/Waste

Information system Air trafc services unit TBD Air trafc services unit, software AEROSPATIALE AEROSPATIALE

A2-12

J 000 01000CJ -

- 02 Jul 1998

A319-100

Item N A2-02.46.03

Qty 1

Description Part/Spec N AOC Software Diskette for Air Trafc Service Unit TBD

Supplier ROCKWELL COLLINS

Remarks

A2-02.49.00 A2-02.49.01 1

Airborne auxiliary power Auxiliary Power Unit GTCP 36-300 A 380 0278 Electronic Control Box 304817-2 ALLIEDSIGNAL

A2-02.49.02 A2-02.56.00 A2-02.56.01 A2-02.56.02 A2-02.56.03

ALLIEDSIGNAL Windows

1 1 4

Front windshield panel (L) STA 320-1-7-1 Front windshield panel (R) STA 320-2-7-1 Side window panel NH 25 216-1 LH sliding NH 25 216-2 RH sliding NH 25 216-141 LH xed NH 25 216-142 RH xed

SULLY SULLY ACT

A2-02.72.00 A2-02.72.01 2 2 Engine CFM56-5B6/P Engine V2524-A5

Engines CFMI IAE

A319-100

J 000 01000CJ -

- 02 Jul 1998

A2-13

A2-14

J 000 01000CJ

- 02 Jul 1998

A319-100