A320 B1 B2 Refresher Course Notes PDF

UNITED AIRLINES
UNITED AIRLINES
A318/
DIMENSIONS & AREAS
A319/A320 /A321
AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATION

GENERAL INFORMATION ....................................................................1
Principle Dimensions ............................................................................4
Turning Radii ........................................................................................6
Servicing Points ....................................................................................9
Structural Materials ...............................................................................10
No Step Areas .......................................................................................12
Jacking Points .......................................................................................13
Antenna Locations ................................................................................14
STRUCTURAL BREAKDOWN ...............................................................15
Reference Axes .....................................................................................15
ATA Chapters .......................................................................................16
Section Numbers ...................................................................................17
Station Numbers ....................................................................................20
Zone Numbers .......................................................................................22
FLIGHT DECK ARRANGEMENT .........................................................24
Panels ....................................................................................................27
NOTE: Due to the nature of this chapter there are no Controls & Indications
or Component Locations Sections.

GENERAL INFORMATION ....................................................................1
Principle Dimensions ............................................................................4
Turning Radii ........................................................................................6
Servicing Points ....................................................................................9
Structural Materials ...............................................................................10
No Step Areas .......................................................................................12
Jacking Points ........................................................................................13
Antenna Locations ................................................................................14
STRUCTURAL BREAKDOWN ...............................................................15
Reference Axes .....................................................................................15
ATA Chapters .......................................................................................16
Section Numbers ...................................................................................17
Station Numbers ....................................................................................20
Zone Numbers .......................................................................................22
FLIGHT DECK ARRANGEMENT .........................................................24
Panels ....................................................................................................27
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
06-i
A320 LIMITATION 1 AND 9 COURSE
06-i
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DIMENSIONS & AREAS
A319/A320 /A321

GENERAL INFORMATION
This Aircraft Reference Guide, or ARG,
covers the Airbus Industrie A319 and
A320. At this writing, United Airlines
plans to have a fleet of 28 A319s and 53
A320s.
The A319/A320 is a twin engine, low
wing, narrow body aircraft of medium
range. The aircraft offers exceptional fuel
economy, along with advanced aerodynamics, materials, and technology. All
flight controls are normally fly by wire
systems.
Airbus Industrie is a consortium consisting of Aerospatiale (France), CASA
(Spain), Deutsche Airbus (Germany), and
British Aerospace (United Kingdom).
The aircraft are designated A319-131 and
A320-232. The first digit in the dash
number identifies the aircraft as a 100 or
200 series airplane and the 3 in the dash
number identifies the engine (IAE
V2500).
JUN 97
DIMENSIONS & AREAS
A319/A320

The engine manufacturer IAE (International Aero Engines) has its headquarters
in Glastonbury, Connecticut. IAE is a
partnership of 5 companies, Pratt & Whitney (US), Rolls-Royce (United Kingdom),
MTU or Moteren-und Turbinen-Union
(Germany), Fiat Avio (Italy), and JAEC or
Japanese Aero Engines Corporation
(Japan).
UAL A319/A320s are powered IAE
V2522 and V2527 engines respectively.
The 25 in the model number represents the
2500 series engine and the last two digits
(times 1000) represent the thrust rating.
The A319 engines are rated at 22,000
pounds of thrust. On the A320, 26,500
pounds of thrust is rounded up to 27,000.
06-1
GENERAL INFORMATION
This Aircraft Reference Guide, or ARG,
covers the Airbus Industrie A319 and
A320. At this writing, United Airlines
plans to have a fleet of 28 A319s and 53
A320s.
The A319/A320 is a twin engine, low
wing, narrow body aircraft of medium
range. The aircraft offers exceptional fuel
economy, along with advanced aerodynamics, materials, and technology. All
flight controls are normally fly by wire
systems.
Airbus Industrie is a consortium consisting of Aerospatiale (France), CASA
(Spain), Deutsche Airbus (Germany), and
British Aerospace (United Kingdom).
The aircraft are designated A319-131 and
A320-232. The first digit in the dash
number identifies the aircraft as a 100 or
200 series airplane and the 3 in the dash
number identifies the engine (IAE
V2500).
JUN 97
The engine manufacturer IAE (International Aero Engines) has its headquarters
in Glastonbury, Connecticut. IAE is a
partnership of 5 companies, Pratt & Whitney (US), Rolls-Royce (United Kingdom),
MTU or Moteren-und Turbinen-Union
(Germany), Fiat Avio (Italy), and JAEC or
Japanese Aero Engines Corporation
(Japan).
UAL A319/A320s are powered IAE
V2522 and V2527 engines respectively.
The 25 in the model number represents the
2500 series engine and the last two digits
(times 1000) represent the thrust rating.
The A319 engines are rated at 22,000
pounds of thrust. On the A320, 26,500
pounds of thrust is rounded up to 27,000.
06-1
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AIRPLANE IDENTIFICATION
Model
PERFORMANCE
Range
Speed
Altitude
CONFIGURATION
Passenger
Cargo
WEIGHTS
Max Gross Taxi Weight (MGTW)
Max Take-Off Gross Weight (MTOGW)
Design Landing Weight (DLW)
Zero Fuel Weight (ZFW)
Usable Fuel Load
Model
PERFORMANCE
Range
Speed
Altitude
CONFIGURATION
Passenger
Cargo
WEIGHTS
Usable Fuel Load
A319-131
2,800 nm
460 kts (TAS)
39,000 ft
8F 116C
BULK
155,150 lbs
154,300 lbs
134,500 lbs
125,700 lbs
43,000 lbs
A319 General Arrangement
06-2
A319/A320
DIMENSIONS & AREAS
A319-131
2,800 nm
460 kts (TAS)
39,000 ft
8F 116C
BULK
155,150 lbs
154,300 lbs
134,500 lbs
125,700 lbs
43,000 lbs
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Model
PERFORMANCE
Range
Speed
Altitude
CONFIGURATION
Passenger
Cargo
WEIGHTS
Usable Fuel Load
Model
PERFORMANCE
Range
Speed
Altitude
CONFIGURATION
Passenger
Cargo
WEIGHTS
Usable Fuel Load
A320-232
3,400 nm
460 kts (TAS)
39,000
12F 132C
Bulk
170,600 lbs
169,750 lbs
142,200 lbs
134,400 lbs
43,000 lbs
A320-232
3,400 nm
460 kts (TAS)
39,000
12F 132C
Bulk
170,600 lbs
169,750 lbs
142,200 lbs
134,400 lbs
43,000 lbs

JUN 97
A319/A320
DIMENSIONS & AREAS
06-3
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Principle Dimensions
The dimensions on this diagram are
quoted in feet and inches. Measurements
from the static ground line correspond to
the aircraft at its maximum ramp weight.
Principle Dimensions
The dimensions on this diagram are
quoted in feet and inches. Measurements
from the static ground line correspond to
the aircraft at its maximum ramp weight.
111'
111'
18'11"
18'11"
12'11"
12'11"
11'3"
11'2"
14'11"
11'3"
38'7"
14'11"
13
16'7"
11'2"
13
16'7"
36'3"
36'3"
111'10"
111'10"
40'10"
40'10"
18
18
1'9"
1'9"
24'11"
24'11"
37'9"
37'9"
A319 Dimensions
A319 Dimensions
06-4
38'7"
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06-4
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DIMENSIONS & AREAS

123'3"
123'3"
18'11"
18'11"
12'11"
12'11"
11'3"
11'2"
14'11"
11'3"
38'7"
14'11"
13
16'7"
11'2"
41'6"
13
16'7"
41'6"
111'10"
111'10"
40'10"
40'10"
18
18
1'9"
1'9"
24'11"
24'11"
37'9"
37'9"
A320 Dimensions
JUN 97
38'7"
A320 Dimensions
06-5
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Turning Radii
The turning radii depicted below are based
on the following conditions:
- slow continuous turning,
- symmetrical thrust,
- no differential braking,
- and a dry surface.
Turning Radii
The turning radii depicted below are based
on the following conditions:
- slow continuous turning,
- symmetrical thrust,
- no differential braking,
- and a dry surface.
36'3"
36'3"
"
"
0
4'1
'10
64
EFFECTIVE
TURN
70
STEERING
ANGLE 75
15'1"
70'2"
MINIMUM
PAVEMENT
WIDTH FOR
180TURN
'3"
EFFECTIVE
TURN
70
STEERING
ANGLE 75
39'9
"
'6"
54
"
39'9
54
'6"
70
A319 Turning Radii
70'2"
MINIMUM
PAVEMENT
WIDTH FOR
180TURN
'3"
70
06-6
15'1"
A319 Turning Radii

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41'6"
41'6"
0"
"
'10
'1
71
EFFECTIVE
TURN
70
STEERING
ANGLE 75
71
15'1"
75'10"
MINIMUM
PAVEMENT
WIDTH FOR
180TURN
'5"
EFFECTIVE
TURN
70
STEERING
ANGLE 75
'
'
72
45'5
45'5
"
"
60
60
75'10"
MINIMUM
PAVEMENT
WIDTH FOR
180TURN
'5"
72
JUN 97
15'1"
A320 Turning Radii
A320 Turning Radii

06-7
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Door Heights
06-8
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DIMENSIONS & AREAS
Door Heights
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Servicing Points
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Servicing Points
06-9
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Structural Materials
The basic aircraft structure is made of aluminum alloys with stainless steel and titanium alloys in specific areas.
Structural Materials
The basic aircraft structure is made of aluminum alloys with stainless steel and titanium alloys in specific areas.
Metallic Materials
06-10
Metallic Materials
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06-10
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Composite materials are used for primary

and secondary structure. Composite materials represent about 15% of the aircraft
structural weight. CFRP is mainly used
for primary structures, while AFRP and
GFRP are only used for secondary structures.
Composite materials are used for primary

and secondary structure. Composite materials represent about 15% of the aircraft
structural weight. CFRP is mainly used
for primary structures, while AFRP and
GFRP are only used for secondary structures.
Composite Materials
JUN 97
Composite Materials
06-11
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No Step Areas
Wing and horizontal stabilizer no step
areas are shown below. Protective mats
are required on the horizontal stabilizer as
it is a carbon fiber structure.
No Step Areas
Wing and horizontal stabilizer no step
areas are shown below. Protective mats
are required on the horizontal stabilizer as
it is a carbon fiber structure.
No Step Area
No Step Area
06-12
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Jacking Points
Four jacking points are provided. One is
on the underside of each wing outboard of
the engine pylon. Another is located forward of the nose landing gear bay. The
fourth jacking point is for a stabilizing
jack and is located on the underside of the
empanage section.
Jacking Points
Four jacking points are provided. One is
on the underside of each wing outboard of
the engine pylon. Another is located forward of the nose landing gear bay. The
fourth jacking point is for a stabilizing
jack and is located on the underside of the
empanage section.
Jacking Points
Jacking Points
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Antenna Locations
06-14
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DIMENSIONS & AREAS
Antenna Locations
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06-14
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STRUCTURAL BREAKDOWN
Reference Axes
The structure elements are localized
according to the following reference axis.
NOTE: The reference (station 0) for all
structure measurements in the X axis is
located 100 inches (254 centimeters)
forward of the aircraft nose.
Following is a typical fuselage contour in

the Y and Z planes (section A-A at frame
55). These are the major aircraft reference
axes.
STRUCTURAL BREAKDOWN
Reference Axes
The structure elements are localized
according to the following reference axis.
NOTE: The reference (station 0) for all
structure measurements in the X axis is
located 100 inches (254 centimeters)
forward of the aircraft nose.
Following is a typical fuselage contour in

the Y and Z planes (section A-A at frame
55). These are the major aircraft reference
axes.
Reference Axes
Reference Axes
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DIMENSIONS & AREAS
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ATA Chapters
The aircraft structure is divided according
to the ATA 100 specifications.
ATA Chapters
The aircraft structure is divided according
to the ATA 100 specifications.
ATA Chapter
ATA Chapter
06-16
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Section Numbers
Each major part of the aircraft, corresponding to production receives a section
number. The fuselage section base number is 10.
The fuselage is divided into various sections for manufacturing reasons.
Section Numbers
Each major part of the aircraft, corresponding to production receives a section
number. The fuselage section base number is 10.
The fuselage is divided into various sections for manufacturing reasons.
Section Numbers Figure 1

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The general wing section base number is

20. The general tail plane section base
number is 30.
The general wing section base number is

20. The general tail plane section base
number is 30.
06-18
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The engine section base number is 40.

The lending gear section base number is
50.
The general belly fairing section base
number is 60.
The engine section base number is 40.

The lending gear section base number is
50.
The general belly fairing section base
number is 60.
JUN 97
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Station Numbers
The station number is the distance in centimeters of a cross section from a reference point.
The station/frame numbers shown correspond to the section boundaries.

Following are the engine station numbers,
fuselage station and frame numbers, and
vertical stabilizer station and rib numbers..
NOTE: For the vertical stabilizer the
reference station is Z=0 at the VTZ axis.
Station Numbers
The station number is the distance in centimeters of a cross section from a reference point.
The station/frame numbers shown correspond to the section boundaries.
Following are the engine station numbers,

fuselage station and frame numbers, and
vertical stabilizer station and rib numbers..
NOTE: For the vertical stabilizer the
reference station is Z=0 at the VTZ axis.
Station Numbers Figure 1
06-20
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Horizontal stabilizer station numbers are
as follow.
NOTE: For the horizontal stabilizer
the reference station is Y=0 at the aircraft Y axis.

The wing station numbers are as follow.
NOTE: For the wings the reference station is wing reference axis (WY). WY is
located at 1868 mm (73.54 in) from the
aircraft X axis.
Horizontal stabilizer station numbers are

as follow.
NOTE: For the horizontal stabilizer
the reference station is Y=0 at the aircraft Y axis.
The wing station numbers are as follow.

NOTE: For the wings the reference station is wing reference axis (WY). WY is
located at 1868 mm (73.54 in) from the
aircraft X axis.

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DIMENSIONS & AREAS
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Zone Numbers
There are 8 major zones in the aircraft.
Each major zone is identified by the first
digit of a 3 digit number. Following are
fuselage and vertical stabilizer zones.
Zone Numbers
There are 8 major zones in the aircraft.
Each major zone is identified by the first
digit of a 3 digit number. Following are
fuselage and vertical stabilizer zones.
Zone Numbers Figure 1
06-22
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06-23
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FLIGHT DECK ARRANGEMENT
The flight deck is equipped with adjustable seats for two crew members, a third
occupant seat and a folding seat for a
fourth occupant. Various furnishings and
equipment are fitted into the flight deck
for the comfort, convenience and safety of
the occupants.
The controls of most aircraft systems are
located on the overhead panel. The overhead panel is divided into 2 main sections:
- a FWD section including the system
panels,
- and an AFT section mainly comprising
the circuit breaker panel.
The glare-shield contains the Flight Control Unit (FCU). The FCU includes the
Electronic Flight Instrument System
(EFIS) controls, and is used for control
and monitoring of the Auto Flight System
(AFS, also on the glare-shield).
06-24
DIMENSIONS & AREAS
A319/A320

The MASTER CAUTION and the MASTER WARNING lights are also mounted
on the glare-shield.
The main instrument panel has 6 interchangeable Cathode Ray Tubes. Two of
them are dedicated to the ECAM.
The others are 2 Primary Flight Displays
and 2 Navigation Displays.
Stand by instruments and landing gear
controls are also located on the main
instrument panel.
JUN 97
FLIGHT DECK ARRANGEMENT

The flight deck is equipped with adjustable seats for two crew members, a third
occupant seat and a folding seat for a
fourth occupant. Various furnishings and
equipment are fitted into the flight deck
for the comfort, convenience and safety of
the occupants.
The controls of most aircraft systems are
located on the overhead panel. The overhead panel is divided into 2 main sections:
- a FWD section including the system
panels,
- and an AFT section mainly comprising
the circuit breaker panel.
The glare-shield contains the Flight Control Unit (FCU). The FCU includes the
(EFIS) controls, and is used for control
and monitoring of the Auto Flight System
(AFS, also on the glare-shield).
06-24
The MASTER CAUTION and the MASTER WARNING lights are also mounted
on the glare-shield.
The main instrument panel has 6 interchangeable Cathode Ray Tubes. Two of
them are dedicated to the ECAM.
The others are 2 Primary Flight Displays
and 2 Navigation Displays.
Stand by instruments and landing gear
controls are also located on the main
instrument panel.
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Flight Deck figure 1
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Flight Deck figure 1

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Several control panels are located on the

center pedestal. The main control panels
are:
- throttle and thrust reverser levers,
- pitch trim wheels,
- flaps and slats control,
- brakes controls,
- MCDUs.
The side sticks and nose wheel steering
handles are mounted on the side consoles.
The side consoles provide documentation
stowage, oxygen masks, and communication devices.
Several control panels are located on the

center pedestal. The main control panels
are:
- throttle and thrust reverser levers,
- pitch trim wheels,
- flaps and slats control,
- brakes controls,
- MCDUs.
The side sticks and nose wheel steering
handles are mounted on the side consoles.
The side consoles provide documentation
stowage, oxygen masks, and communication devices.
Flight Deck Figure 2
Flight Deck Figure 2
06-26
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Panels
Panels
27VU
27VU
CALL
CALL
CALL
CALL
CALL
MECH
ATT
VHF1
VHF2
VHF3
HF1
HF2
INT
CAB
CALL
OBS
AUDIO
ENTMNT
OBS
AUDIO
ENTMNT
INT
ON
DISPLAY
DATA
2 3
HDG
OFF
STS
N
2
H
5
E
6
S
8
ENT
ON BAT
IR1
1
W
4
SYS
PPOS WIND
TK/GS
TEST
IR3
FAULT
ALIGN
ALIGN
OFF NAV ATT
OFF NAV ATT
AGENT 1
AGENT 2
SQUIB
SQUIB
DISCH
DISCH
ENG
TEST
AGENT 2
SQUIB
SQUIB
DISCH
DISCH
BLUE
OFF
OFF
ENG 1 PUMP
OFF
ENG 1
FAULT
FAULT
HF1
OFF
FAULT
ENG 2
OFF
OFF
FAULT
VOR
F
U
E
L
A
U
T
O
FAULT
OFF
MAN
R TK PUMPS
1
2
FAULT
FAULT
FAULT
ADF
DC BUS 1
BAT
OFF
OFF
OFF
BAT 2
FAULT
AC ESS FEED
OFF
OFF
FAULT
EMER ELEC PWR
E
L
E
C
MAN ON
RAT
&
EMER GEN
OFF
AC BUS 1
ALTN
AC ESS BUS
SEC 2
SEC 3
A
U
T
O
FAULT
APU GEN
EXT PWR
GEN 2
FAULT
AVAIL
FAULT
OFF
OFF
ON
OFF
OFF
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
FLAP MODE
LDG FLAP 3
OFF
ON
PACK FLOW
NORM
AFT ISOL VALVE
FAULT
FAULT
RCDR
CVR ERASE
CVR TEST
A
U
T
O
MASK MAN ON
COCKPIT
FWD CABIN
30VU
OXYGEN
PASSENGER
A
U
T
O
FWD
RAIN RPLNT
C
O
N
D
COLD
HOT
COLD
HOT
PACK 2
X BLEED
ENG 2 BLEED
SHUT
FAULT
ON
OFF
OPEN
FAULT
FAULT
ON
OFF
SEC 1
FAC 1
FAULT
FAULT
ANTI ICE
WING
ENG 1
CALL
FAULT
FAULT
ON
ON
ON
WIPER
A
U
T
O
FAULT
ON
A
U
T
O
EXT LTS
OFF
SLOW
STROBE
OFF
BEACON
OFF
NAV
OFF
ON
RWY TURN OFF
OFF
EMER ELEC PWR
2
8
ON
ON
BRT
OFF
LDG FLAP 3
OFF
ON
ON
ON
ON
ON
WIPER
NOSE
OFF
AVAIL
BRT
OFF
TAXI
ON
ON
T.O.
A
U
T
O
ON
FAULT
OFF
OFF
FAULT
A
U
T
O
FAULT
OFF
BAT 1
DC BUS 1
A
U
T
O
FAULT
OFF
MAN
F
U
E
L
R TK PUMPS
1
2
FAULT
FAULT
FAULT
BAT
OFF
OFF
OFF
BAT 2
CVR TEST
OXYGEN
PASSENGER
CREW
SUPPLY
BFO
24VU
FLT CTL
SEC 2
SEC 3
FAC 2
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
FAULT
AC ESS FEED
OFF
OFF
FAULT
ALTN
AC ESS BUS
A
U
T
O
IDG 1
FAULT
HOT AIR
AFT ISOL VALVE
FAULT
FAULT
OFF
OFF
AFT
IDG 2
GEN 1
APU GEN
EXT PWR
GEN 2
FAULT
FAULT
AVAIL
FAULT
OFF
OFF
ON
OFF
OFF
22VU
CARGO HEAT
E
L
E
C
AC BUS 2
BUS TIE
PACK FLOW
NORM
LO
COLD
FAULT
HOT
COCKPIT
FWD CABIN
30VU
AFT CABIN
TEST
AFT
SMOKE
SMOKE
HI
FAULT
A
I
R
A
I
R
OFF
COLD
PACK 1
C
O
N
D
HOT
COLD
HOT
COLD
HOT
PACK 2
X BLEED
PACK 1
C
O
N
D
OFF
AUTO
RAM AIR
ENG 1 BLEED
APU BLEED
ENG 2 BLEED
SHUT
FAULT
ON
OFF
OPEN
FAULT
FAULT
ON
OFF
EMER
WING
AFT
ENG 1
CALL
FAULT
FAULT
ON
ON
ON
WIPER
FAULT
ON
A
U
T
O
BEACON
OFF
ON
RWY TURN OFF
OFF
ON
A
U
T
O
NAV
OFF
ON
ON
ON
ON
ON
ON
ON
BRT
OFF
WIPER
ANN LT
DIM
BRT
RAIN RPLNT
OFF
TEST
DIM
BRT
SLOW
ON
FAST
SIGNS
START
N1 MODE
2
ON
OFF
ON
LAND
L
OFF
MAN START
DOME
CAB FANS
INT LT
OVHD INTEG LTSTBY COMPASS
MASTER SW
OVRD
ENG
DITCHING
0
2
AGENT 2
A
U
T
O
FAULT
25VU
LDG ELEV
AUTO
-2
14
MAN V/S CTL MODE SEL
UP
FAULT A 12
U
T 10
MAN
O
DN
FAULT
NOSE
OFF
AVAIL
OFF
TAXI
ON
ON
T.O.
RETRACT
ARM
ON
APU
WING
OFF
A
U
T
O
FAST
ON
A
U
T
O
EXT LTS
STROBE
OFF
OFF
ON
ENG 2
DISCH 2
EXTRACT
A
U
T
O
OVRD
CABIN PRESS
PROBE/WINDOW
HEAT
DISCH 1 AGENT 1
AGENT 2
VENTILATION
FAULT
ANTI ICE
AGENT 1
BLOWER
OFF
SLOW
BRT
DISCH
AGENT 2
FAULT
PACK 2
OFF
SYS ON
SLOW
SEAT BELTS NO SMOKING

OFF
OFF
A
U
T
O
ON
EMER EXIT LT
OFF
ARM
OFF
ON
ON
FLT CTL
ELAC 2
SEC 2
SEC 3
FAC 2
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
ELAC 2
SEC 2
SEC 3
FAC 2
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
A319 No Cargo Heat Panel
A319 No Cargo Heat Panel
DISCH
CARGO SMOKE
FWD
TEST
DISCH
DISCH
SMOKE
DISCH
DISCH
CARGO SMOKE
FWD
AFT
SMOKE
TEST
DISCH
AFT
SMOKE
SMOKE
DISCH
DISCH
A319 Cargo Smoke Panel
A319 Cargo Smoke Panel
Overhead Panel
Overhead Panel
ADF
ELAC 2
FLT CTL
JUN 97
AM
STBY NAV
35VU
DC BUS 2
FAULT
AC BUS 1
OFF
RAIN RPLNT
EMER EXIT LT
OFF
FAULT
FAULT
FWD
FAST
SEAT BELTS NO SMOKING

OFF
OFF
CVR ERASE
A
U
T
O
A
U
T
O
IN USE
OFF
DIM
ILS
HOT AIR
SIGNS
START
ON
ON
LAND
L
FLAP MODE
OFF
RAIN RPLNT
DIM
ON
G/S MODE
MECH
TEST
VOR
CARGO SMOKE
CALLS
N1 MODE
ANN LT
HF1
NAV
FWD
ON
OFF
CTR TK
CTR TK
PUMP 1
MODE SEL
PUMP 2
OFF
MAN START
DOME
OFF
ON
A
U
T
O
FAULT
VIDEO
CAB FANS
INT LT
OVRD
VHF3
SEL
OFF
ENG 2
OPEN
E
L
E
C
MAN ON
RAT
&
EMER GEN
MASK MAN ON
A
U
T
O
FAULT
VHF2
HF1
21VU
OFF
AGENT 2
EXTRACT
A
U
T
O
VHF1
H
Y
D
FAULT
FAULT
GALLEY
ENG
DITCHING
FAULT
RETRACT
ON
A
U
T
O
DISCH 2
25VU
LDG ELEV
AUTO
-2
14
UP
FAULT A 12
U
T 10
MAN
O
DN
MASTER SW
A
U
T
O
FAST
ON
APU
WING
OFF
CABIN PRESS
PROBE/WINDOW
HEAT
ENG 2
ENG 2 PUMP
APU
L TK PUMPS
1
2
CAPT & PURS
RCDR
VENTILATION
OVRD
EMER
OFF
ENG 1
ON
GND CTL
DISCH 1 AGENT 1
ADF2
STBY/CRS
40VU
ELEC PUMP
A
U
T
O
FAULT
FAULT
OFF
EVAC
DISCH
FAULT
OFF
AFT
OFF
ENG 1 PUMP
EVAC
AGENT 2
AGENT 2
ADF1
OFF
A
U
T
O
FAULT
SMOKE
BLOWER
TEST
GPWS
AGENT 1
PA
ILS
X FEED
FAULT
HORN SHUT OFF
SYS
MKR
ACTIVE
AFT
SMOKE
C
O
N
D
OFF
APU BLEED
YELLLOW
ELEC PUMP
OFF
ELAC 1
ON
AUTO
RAM AIR
ENG 1 BLEED
BLUE
RAT MAN ON
F
23VU U
E
L
FLT CTL
FAULT
PACK 2
OFF
SYS ON
CALLS
MECH
CREW
SUPPLY
HOT
CAB
PUSH
DISCH
GREEN
ADR 2
OFF
HOT
TEST
A
I
R
OFF
COLD
TEST
FIRE
SQUIB
OFF NAV ATT
OFF
DISCH
ENG
PTU
FAULT
OFF
PACK 1
F
I
R
E
SQUIB
DISCH
AGENT
FIRE
FAULT
FAULT
PACK 1
TEST
FAULT
OFF
SMOKE
AFT CABIN
ATT
INT
AGENT 2
SQUIB
PUSH
DISCH
ENG
PUSH
FAULT
GEN 1 LINE
HI
FAULT
VIDEO
IN USE
ADR 3
EMER GEN TEST
COLD
APU FIRE
SQUIB
DISCH
OFF
AFT
HOT AIR
LO
A
I
R
SQUIB
CLR
OFF
CARGO SMOKE
OFF
F
I
R
E
AGENT 1
ALIGN
OFF
HOT AIR
OFF
FWD
G/S MODE
S
8
FAULT
22VU
CARGO HEAT
FAULT
FAULT
ON
OFF NAV ATT
IDG 2
GEN 1
FAULT
FAC 2
FAULT
GPWS
GND CTL
OFF NAV ATT
24VU
FLT CTL
ELAC 2
E
L
E
C
AC BUS 2
BUS TIE
IDG 1
A
U
T
O
FAULT
OFF
A
U
T
O
FAULT
E
6
AGENT 2
H
Y
D
35VU
DC BUS 2
FAULT
H
5
IR2
ALIGN
BFO
N
2
FAULT
ALIGN
COMMAND
BAT 1
GALLEY
SYS
ILS
ENT
IR3
FAULT
21VU
CAPT & PURS
ON
OFF
IR1
STBY NAV
ADR 1
ON
FAULT
OFF
STS
ON BAT
AM
OFF
APU
EVAC
SMOKE
ENG 2 PUMP
OPEN
OFF
EVAC
GEN 1 LINE
VHF3
SEL
OFF
CTR TK
CTR TK
PUMP 1
MODE SEL
PUMP 2
L TK PUMPS
1
2
FAULT
HORN SHUT OFF
EMER GEN TEST
VHF2
HF1
2 3
HDG
H
Y
D
ELEC PUMP
A
U
T
O
FAULT
FAULT
F
23VU U
E
L
FAC 1
OFF
VHF1
MECH
HF2
ON
VOICE RESET
W
4
SYS
PPOS WIND
TK/GS
X FEED
FLT CTL
OFF
DATA
STBY/CRS
TEST
NAV
A
U
T
O
FAULT
ELEC PUMP
OFF
FAULT
ACTIVE
40VU
YELLLOW
RAT MAN ON
ADR 2
OFF
FAULT
TEST
CALL
HF1
RAD
VOR1
VOR2
ADIRS
ADF2
DISPLAY
F
I
R
E
PTU
FAULT
ADF1
PUSH
GREEN
OFF NAV ATT
SEC 1
2 FIRE
ENG
TEST
DISCH
ALIGN
ADR 3
COMMAND
AGENT 1
CALL
VHF3
PA
ILS
AGENT 1
SQUIB
FAULT
OFF
FAULT
1 FIRE
PUSH
FAULT
ELAC 1
PUSH
H
Y
D
ADR 1
APU FIRE
AGENT
CLR
IR2
FAULT
F
I
R
E
MKR
CALL
VHF2
INT
ON
ON
VOICE RESET
RAD
VOR1
VOR2
ADIRS
CALL
VHF1
OFF
OFF
06-27
JUN 97
06-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
HIGH VOLTAGE INSIDE
HA
LIGHTING
72
CIDS
DIR 1&2 DEU B DEU A ESS
ESS
ESS
LINE1 LINE2
54VU-2
FWS
FWC1
SPLY
72
ANTI ICE
ECAM DU
DMC3
UPPER
SPLY SWTG SWTG
72
ATC
1
ILS
1
VOR
1
DME
1
10
DMC1
SWTG
DMC3
STBY
SPLY
DMC1
SPLY
ECAM
CTL
PNL
72
72
SEC 1
NORM
SPLY
CTL
OFF
OFF
G
APU
ENG
AUTO EXTING
FADEC GND PWR

1
2
54VU-2
72
FWC1
SPLY
ON
ON
15
15
10
11
12
13
14
VHF
1
RMP
1
ATC
1
VOR
1
72
ECAM DU
DMC3
UPPER
SPLY SWTG SWTG
RLY
BOX
CAPT
AIR COND
72
FLOW
CTL &
IND 1
DMC1
SWTG
DMC3
STBY
SPLY
DMC1
SPLY
ECAM
CTL
PNL
CTL
10
72
RESET
OK
ON
ON
X FEED
VALVE
BAT
3
HYD
72
SEC 1
NORM
SPLY
72
LP VALVE
1&2
IGN
FADEC A
FIRE DET
MOT 1
SYS A & EIU1 & EIU2 LOOPA
LOOPBENG 1 ENG 2
APU
THS
ELAC1 SLT FLP
ACTR FCDC1 NORM 1 POS
MOT2 SPLY SPLY
IND
1
FUEL
BLOW OFF
PUMP
72
ENGINE
XFR VALVE 1
WING
L
R
X FEED FQI SMOKE

VALVE CHAN CONFIG
MOT 1
1 PUMP CTL
15
15
10
11
12
13
14
READING LT
OFF
48VU
TOILET
READING LT
BRT
NORM
52VU
F/O
3
CAPT
3
NORM
52VU
F/O
3
FMS LOAD
Overhead Panel - Upper
BRT
AUDIO SWITCHING
OCCPD
FMS LOAD
06-28
OFF
48VU
TOILET
AUDIO SWITCHING
CAPT
3
ON
CVR
SPLY
54VU-1
OCCPD
OFF
ENG
FADEC GND PWR
1
2
Y BRK HYD HYD PWR FIRE VALVE

G
LGC1U PRESS PRESS B WARN
Y
SYS 1
IND
XMTR & CTL ENG 1 ENG 2
72
OFF
COM
ENG 1
MONG
CTL
L/G
SLT
FLP
CTL & MONG
SYS 1
OFF
APU
AUTO EXTING
AIR BLEED
CAB
RAM
PRESS AIR
CTL 1 INLET
TEST
FLIGHT CONTROLS
FCU
1
ENGINE
1
2
HP FUEL SOV
LEAK MEASUREMENT VALVES

G
B
Y
ON
NAV
AIR COND
FAC 1
FMGC
26VAC 28VDC
1
72
10
A
U
T
O
DME
1
ADIRU 3 CAPT CLOCK

VOR/ADF/
SWTG LOUD NORM
DME
STBY
STBY
SPLY SPKR SPLY HORIZON RMI
ALTM
AUTO FLT
MCDU
1
ON
HYD
BLUE PUMP
OVRD
ILS
1
AVIONICS
CMPT LT
ON
NAV
AUDIO
ACP
FLT
CAPT
F/O INTPH
AVNCS VENT
CTL
SVCE INT
OVRD
FAULT
COM
AFT CARGO
CARGO FIRE
EXTIG EXTIG SDCU VENT/HTG
BTL 1 BTL 2 CHAN 1CTL & MONG
WING
MONG
CTL
X FEED FQI SMOKE

VALVE CHAN CONFIG
MOT 1
1 PUMP CTL
TMR RESET
ADF
1
NAV & PROBES
PFD CAPT
SPLY SWTG
ENGINE
ADIRU 1
1&2
28VDC
1
& ADA1
SPLY ESS BUS 115VAC 26VAC
ANTI ICE
OXYGEN
NAV
AC BUS
BXP
MONG
LT
CTL
HA
ON
ANTI ICE
FUEL
BLOW OFF
PUMP
72
PROBES
RIAN
RPLNT PITOT
PHC
ADA
CAPT
1
1
1
CKPT
DOME
50VU
CVR
HEAD SET
5
ELEC
1
72
SDAC
APU
XFR VALVE 1
WING
L
R
1
2
26VAC SYNC
AC ESS BUS
NO CAPT
SPLY SWTG
49VU
EMER LT
EIS
CVR
SPLY
54VU-1
A
3
FWS
RESET
ON
OFF
OK
CABIN
1
72

G
B
Y
ON
TEST
THS
ELAC1 SLT FLP
ACTR FCDC1 NORM 1 POS
MOT2 SPLY SPLY
IND
LP VALVE
1&2
IGN
FADEC A
FIRE DET
MOT 1
SYS A & EIU1 & EIU2 LOOPA
LOOPBENG 1 ENG 2
HYD
X FEED
VALVE
BAT
LIGHTING
HYD
XFMR
STBY
115V.5V COMP
ESS BUS
LT
A
U
T
O
Y BRK HYD HYD PWR FIRE VALVE

G
LGC1U PRESS PRESS B WARN
Y
SYS 1
IND
XMTR & CTL ENG 1 ENG 2
COM
ENG 1
MONG
CTL
COM
HF1
PASSENGER
ACTUATION
CTL & WARN
CIDS
DIR 1&2 DEU B DEU A ESS
ESS
ESS
LINE1 LINE2
AIR BLEED
CAB
RAM
PRESS AIR
CTL 1 INLET
L/G
SLT
FLP
CTL & MONG
SYS 1
72
ON
NAV
FLIGHT CONTROLS
FCU
1
AVIONICS
CMPT LT
ON
BLUE PUMP
OVRD
RMP
1
ENGINE
1
2
HP FUEL SOV
10
AIR COND
FAC 1
FMGC
26VAC 28VDC
1
72
RLY
BOX
CAPT
FLOW
CTL &
IND 1
AUTO FLT
MCDU
1
VHF
1
AIR COND
SVCE INT
OVRD
FAULT
ADIRU 3 CAPT CLOCK

VOR/ADF/
SWTG LOUD NORM
DME
STBY
STBY
SPLY SPKR SPLY HORIZON RMI
ALTM
AFT CARGO
CARGO FIRE
EXTIG EXTIG SDCU VENT/HTG
BTL 1 BTL 2 CHAN 1CTL & MONG
WING
MONG
CTL
AVNCS VENT
CTL
OXYGEN
NAV
AUDIO
ACP
FLT
CAPT
F/O INTPH
ANTI ICE
PROBES
RIAN
RPLNT PITOT
PHC
ADA
CAPT
1
1
1
COM
EIS
PFD CAPT
SPLY SWTG
HA
TMR RESET
ADF
1
NAV & PROBES
HA
NAV
AC BUS
BXP
MONG
LT
CTL
ADIRU 1
1&2
28VDC
1
& ADA1
SPLY ESS BUS 115VAC 26VAC
NO CAPT
SPLY SWTG
CKPT
DOME
HIGH VOLTAGE INSIDE

OXYGEN
CREW
OXY
SPLY
ON
72
SDAC
1
2
26VAC SYNC
AC ESS BUS
ELEC
EMER LT
CABIN
50VU
CVR
HEAD SET
COM
HF1
PASSENGER
ACTUATION
CTL & WARN
XFMR
STBY
115V.5V COMP
ESS BUS
LT
49VU
OXYGEN
CREW
OXY
SPLY
A319/A320
DIMENSIONS & AREAS
Overhead Panel - Upper
JUN 97
06-28
JUN 97

BRT
BRT
Captains Panel
06-29
JUN 97
OFF
MAX
OFF
DIM
OFF
ND
BRT
301VU
IIAD
110.10
35
10
QNH
30.10
33
10
10
20
LOC
33
-11
34
35
35
IA
AML
MOSBY
TILLE
KIAD
01R
INTCPT
131VU
ADF 2
M IA
CAPT
TILLE 011
5.5 nm
05:36
CHRONO
TILT
-1.00
MAN
3
4
TILLE 011
5.5 nm
05:36
SIDE STICK PRIORITY
MOSBY
TILLE
KIAD
01R
INTCPT
ILS APP
IA
AML
ILS APP
ADF 2
M IA
TILT
-1.00
MAN
DIMENSIONS & AREAS
QNH
30.10
025
30 00
80
035
GS 190 TAS 198

338 / 15
CAUT
LAND
WARN
MASTER
-11
34
MASTER
CAT3 AP1+2
DUAL 1FD2
DH 100 A/THR
025
30 00
80
035
AUTO
10
10
20
GS 190 TAS 198

338 / 15
10
136
10
20
ALT
G/S
CAT3 AP1+2
DUAL 1FD2
DH 100 A/THR
15
160
180
200
220
SPEED
35
10
10
20
LOC
G/S
GPWS
IIAD
110.10
136
160
180
200
220
ALT
G/S
CONSOLE/FLOOR
BRT
PFD/ND
XFR
OFF
DIM
BRT
SPEED
A319/A320 /A321
LOUD SPEAKER
PFD
MAX
CONSOLE/FLOOR
BRT
OFF
ND
G/S
CAPT
SIDE STICK PRIORITY
10
OFF
OFF
LOUD SPEAKER
OFF
PFD/ND
XFR
301VU
CAUT
LAND
131VU
15
2VU
2VU
PFD
GPWS
MASTER
AUTO
WARN
MASTER
15
JUN 97
10
CHRONO
A318/
10
DIMENSIONS & AREAS
15
UNITED AIRLINES
UNITED AIRLINES
A319/A320
Captains Panel
06-29
Center Panel
JUN 97
06-30
250
140
9 12
ADF
V
O
R
401VU
V
O
R
DME 2
ADF
ALT
hPa
3010
0
1
3 000 2
0 3
ADF
DME 2
79.1
56.3
376
10
N2
%
N1
%
EGT
C
EPR
AIR
16.5
4420
79.1
56.3
376
10
N2
%
N1
%
EGT
C
EPR
AIR
16.5
4420
16.5
1.5
TAT + 5
SAT + 2
72
72
10
16.5
4420
79.1
56.3
376
PSI
05
62
74
34
1.328
FLAP
0. 9
0. 3
FT/MN
LBS
FLAP
0. 9
0. 3
FT/MN
GW 129800
150
CAB ALT FT
CAB V/S
300 FT
0. 3
VIB (N2)
0. 9
VIB (N1)
24160
FOB:
LBS
LBS
LBS
F.F. LBS/H
220O
220O
1.328
GW 129800
150
CAB ALT FT
CAB V/S
300 FT
0. 3
VIB (N2)
0. 9
VIB (N1)
24160
F.F. LBS/H
220O
220O
FOB:
CL
34
LDG ELEV AUTO
1.6
1.056
1.4
05
62
74
FWD F AFT
QT
OIL.
LBS
10
4420
79.1
56.3
376
CL
LDG ELEV AUTO
PSI
1.2
F. USED
ENGINE
IGNITION
SEAT BELTS
NO SMOKING
1.056
1.6
TAT + 5
SAT + 2
C
72
72
1.4
1.5
1.6
1.056
1.4
FWD F AFT
QT
OIL.
LBS
F. USED
ENGINE
IGNITION
SEAT BELTS
NO SMOKING
CKPT
1.2
1.6
1.056
CKPT
1.2
UNLK
ON
ON
ET
40
RUN
S
TO
P RST
MIN
ET
MO UTC
DY
HR
MIN
CHR
DOWN
UP
MED
DECEL
TC
CHR
20
10
MO
DY
HR
MIN
RUN
LIMIT
SPD(IAS)
VLE 280KT/ M 67
VLO EXT 250KT
RET 220KT
230KT
VFE 1
1+F 215KT
2
200KT
3
185KT
FULL 177KT
PSI X 1000
0
BRAKES
4
1
PRESS
0
OFF
ON
A/SKID &
N/W STRG
402VU
400VU
LIMIT
SPD(IAS)
VLE 280KT/ M 67
VLO EXT 250KT
RET 220KT
230KT
VFE 1
1+F 215KT
2
200KT
3
185KT
FULL 177KT
ACCU
3
ON
DECEL
MAX
UNLK
AUTO/BRK
HR
CHR
20
10
LDG GEAR
LO
50
MIN
MO
DY
HR
MIN
RUN
PSI X 1000
0
BRAKES
4
1
PRESS
OFF
ON
A/SKID &
N/W STRG
402VU
ACCU
3
ON
DECEL
MAX
UNLK
N401UA
DMRJ
ET
DECEL
DATE
SET
CHR
DOWN
MO UTC
DY
HR
MIN
UNLK
RUN
S
TO
P RST
40
50
HR
ON
ON
UP
MED
DECEL
LO
DECEL
DATE
SET
UNLK
AUTO/BRK
UNLK
LDG GEAR
N401UA
DMRJ
DIMENSIONS & AREAS
V
O
R
33
20
10
10
20
ADF
ALT
hPa
3010
0 3
1.4
ET
DME 1
160
180
200
33
20
1.2
TC
KT
450 60 80
100
IAS
120
V
O
R
10
20
10
DME 1
160
180
200
0
1
3 000 2
300
KT
250
350
400
300
350
140
9 12
/A321
18 21
450 60 80
100
IAS
120
27 30
400VU
15
400
18 21

15
06-30
6
24
401VU
A318/A319/A320
27 30
DIMENSIONS & AREAS
24
UNITED AIRLINES
UNITED AIRLINES
A319/A320
Center Panel
JUN 97
CHRONO
JUN 97
First Officers Panel
06-31
JUN 97
VOR1
ADF1
DME1
F/O
TCAS
NAV ACCUR UPDRAD
VOR
LOC
HDG
CHECK HDG
G
/
S
WR R/T
VOR2
ADF2
DME2
SPD
LIM
FPV
HDG
RA
LOC
ATT
FD CHECK ATT
SI
ILS
V
/
D
E
V
V
/
S
V
/
S
C
HA
E L
CT
K
ALT SEL
G
/
S ALT
ILS
V
/
D
E
V
OFF
500VU
OFF
G/S
nd
G/S
BRT
GPWS
BRT
PFD/ND
XFR
OFF
DIM
CONSOLE/FLOOR
BRT
OFF
DIM
CONSOLE/FLOOR
BRT
PFD/ND
XFR
BRT
PFD
BRT
MAX
OFF
MAX
LOUD SPEAKER
OFF
OFF
LOUD SPEAKER
OFF
PFD
6VU
6VU
DIMENSIONS & AREAS
DMEX
ILS1
SPD
V1
INOP
LAND
CRS XXX
AUTO
CAUT
HDG
RA
LOC
ATT
MASTER
SPD SEL
DMEX
ILS1
SPD
LIM
FPV
G
/
S ALT
C
HA
E L
CT
K
GPWS
nd
WARN
MASTER
WR R/T
VOR2
ADF2
DME2
SPD
FD CHECK ATT
SI
ALT SEL
A319/A320 /A321
SIDE STICK PRIORITY
G
/
S
V1
INOP
500VU
A318/
CHRONO
TCAS
NAV ACCUR UPDRAD
VOR
LOC
HDG
CHECK HDG
SPD SEL
LAND
CAUT
CRS XXX
AUTO
MASTER
WARN
MASTER
DIMENSIONS & AREAS
130VU
VOR1
ADF1
DME1
F/O
SIDE STICK PRIORITY
130VU
UNITED AIRLINES
UNITED AIRLINES
A319/A320
First Officers Panel

06-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321

8VU
SWITCHING
UA123
SPD/ALT
FROM
UTC
0533
MOSBY
C010
TILLE
C010
KIAD01R
H010
INTCPT
C040
ASPER
DEST
CAPT
3
2990
6 0. 0
BRG011
0536
138/
1820
TRK010
5 -3. 0
0539
131/
360
3
--- / +800
---12
--- / +3000
---UTC
DIST EFOB
KIAD01R
10
0539
ATT HDG
NORM
AIR DATA
NORM
F/O
3
CAPT
3
F/O
3
CAPT
3
EIS DMC
NORM
DIR
PROG
PERF
INIT
DATA
RAD
NAV
FUEL
PRED
SEC
F-PLN
PROG
EMER
CANC
T.O.
CONFIG
ENG
BRT
BRT
NEXT
PAGE
--
BLEED PRESS
ELEC
HYD
APU
COND
CLR
ALL
DOOR WHEEL F/CTL
RCL
STS
CLR
F
M
G
C
VOR
CG
20
AM
VHF2
VHF3
HF1
CG
25
BFO
HF2
INT
C040
VLS
128
FULL
ASPER
DEST
CAB
KIAD01R
10
0539
2
UP
45
1
UP
DIR
PROG
PERF
INIT
DATA
RAD
NAV
FUEL
PRED
SEC
F-PLN
PROG
BRT
MCDU
MENU
CG
30
A
/
T
H
R
35
30
25
DIR
PROG
PERF
INIT
DATA
RAD
NAV
FUEL
PRED
SEC
F-PLN
PROG
NEXT
PAGE
--
OVFY
M
C
D
U
BRT
BRT
MCDU
MENU
AIR
PORT
--
CLR
STBY/CRS
ACTIVE
OVFY
ENG
BLEED PRESS
APU
COND
CLR
CG
20
SEL
HF1
1
UP
CG
25
NAV
HF1
VOR
VHF1
AM
VHF2
HF1
ILS
RAD
VOR1
VOR2
MKR
ILS
ADF1
1
CG
35 DN
ADF2
2
R
E
V
BFO
VOR
NAV
INTEG LT
MAIN PNL
MAIN PNL & PED
DOOR 111VU
UNLOCK
BRT
OFF
FULL
FULL
TEST
R
1
DN
CG
20
AM
VHF1
CG
30
VHF2
VHF3
HF1
HF2
INT
CAB
VHF1
ADF2
RAD
VOR1
VOR2
VHF2
VHF3
HF1
CG
25
BFO
HF2
INT
CAB
CG
30
RAD
VOR1
VOR2
MAP
GAIN
ENG
2
UP
45
1
UP
40
A
/
T
H
R
MAX
-5
PED
PRINT
EVENT
ABOVE
1/2
DEACT
DEACT DEACT
DEACT
DEACT DEACT
ADF1
FIRE
FAULT
MAIN PNL
MAIN PNL & PED
30
25
TA
ATC FAIL
1
CG
35 DN
ADF2
PROG
BRT
MCDU
MENU
AIR
PORT
NEXT
PAGE
--
OVFY
M
C
D
U
M
E
N
U
CLR
STBY/CRS
VHF1
VHF2
VHF3
HF1
SEL
HF1
CG
25
NAV
VOR
ILS
VHF2
VHF3
AM
ADF
BFO
OFF
VHF1
CG
30
HF1
HF2
INT
CAB
FULL
RESET
FULL
FULL
1
DN
RAD
VOR1
VOR2
MASTER 1
ON
ENG
115VU
MASTER 2
ENG
1
SPEED
BRAKE
PRINT
EVENT
1/2
BRT
ABOVE
DEACT
DEACT DEACT
BELOW
STBY
DEACT
XPDR
DEACT
DEACT DEACT
TA
ATC FAIL
TA/RA
IDENT
TFC
FAULT
TCAS/ATC
110VU
RMED
RET
114VU
0
FLAPS
1/2
RUD TRIM
+20
FULL
FULL
PED
FIRE
FAULT
-10
RET
ADF2
DFDR 112VU
OFF
IGN/
START
CRANK
GND S
ADF1
AIDS
ON
ENG
2
MODE
NORM
OFF
FIRE
-5
ILS
FLOOD LT
+15
MAX
MKR
2
DN
WX/TURB
TILT
+5
+10
PA
VOICE RESET
CG
35
CG
41
-15
FLAPS
FULL
CG
41
WX
114VU
1/2
NOSE
R
INT
R
E
V
TCAS/ATC
RET
R
E
V
OFF
GAIN
TA/RA
NOSE
L
NOSE
R
FULL
FULL
RESET
117VU
FULL
117VU
PARKING BRK
OFF
PARKING BRK
PULL & TURN
G
E
A
R
OFF
PULL & TURN
PARK BRK
GRAVITY
GEAR
EXTN
PULL
&
TURN
PARK BRK
G
E
A
R
G
E
A
R
GRAVITY
GEAR
EXTN
PULL
&
TURN
SLEW
HANDSET
G
E
A
R
SLEW
HANDSET
Pedestal
DATA
SEC
F-PLN
CG
20
BRT
MAP
IDENT
NOSE
L
DOOR 111VU
UNLOCK
TFC
110VU
RMED
OFF
TEST
R
RUD TRIM
06-32
INIT
FUEL
PRED
STBY NAV
1
UP
20
WX RADAR
L
BRT
SYS
XPDR
DEACT
FIRE
FAULT
+20
FULL
ILS
INTEG LT
AUTO
RET
MKR
FLOOD LT
OFF
N
BELOW
STBY
GND S
SPEED
BRAKE
BRT
OFF
IGN/
START
CRANK
-10
A
/
T
H
R
35
AUTO
DFDR 112VU
ON
ENG
2
MODE
NORM
+15
PERF
RAD
NAV
CL
DN
115VU
MASTER 2
ENG
1
OFF
-15
ADF1
AIDS
OFF
MASTER 1
PROG
10
PA
VOICE RESET
ILS
FLOOD LT
ON
DIR
F-PLN
CG
15
UP
2
UP
BRT
TILT
+5
+10
MKR
DN
WX/TURB
FULL
UP
GA
FLX
MCT
INT
PA
VOICE RESET
CG
35
CG
41
WX
VLS
128
TO
GA
FLX
MCT
CL
ADF
LDG CONF
CONF3 *
ACTIVE
CG
41
WX RADAR
SYS
L
CLR
UP
ILS
]
DH
100
0=197
15
OFF
RCL
STS
OFF
INT
R
E
V
DN
FLOOD LT
ALL
DOOR WHEEL F/CTL
CLR
STBY NAV
ADF
MDA
CLEAN
FUEL
F
M
G
C
VHF3
SEL
HF1
FINAL
ILS01R
S=183
NEXT
HYD
STBY/CRS
OFF
10
PA
VOICE RESET
ELEC
UP
VHF3
SLT RETR
BRT
CG
15
VHF2
F=141
TEMP
TRANS ALT
18000
VAPP
136
F
A
I
L
CG
15
VHF1
FLP RETR
30.10
PHASE
NEXT
PAGE
M
E
N
U
APPR
DEST
QNH
ECAM / ND XFR
NORM
F/O
F/O
CAPT
3
EMER
CANC
T.O.
CONFIG
15
INT
EIS DMC
NORM
ECAM
UPPER DISPLAY
23.9
F-PLN
STBY NAV
20
CAPT
3
330/15
OFF
AIR
PORT
CL
40
A
/
T
H
R
F/O
3
TO
3
UP
UP
OFF
VHF1
INTCPT
CAPT
3
MAG WIND
UP
GA
FLX
MCT
CL
ADF
H010
AIR DATA
NORM
F/O
3
42
TO
GA
FLX
MCT
3
UP
ILS
KIAD01R
LDG CONF
CONF3 *
ACTIVE
STBY NAV
NAV
100
0=197
F-PLN
CLR
TO
HF1
C010
ATT HDG
NORM
LOWER DISPLAY
F
A
I
L
VHF3
SEL
DH
CAPT
3
2990
FUEL
UP
HF1
CLEAN
TILLE
NEXT
STBY/CRS
VHF2
6 0. 0
BRG011
0536
138/
1820
TRK010
5 -3. 0
0539
131/
360
3
--- / +800
---12
--- / +3000
---UTC
DIST EFOB
BRT
CG
15
VHF1
C010
OFF
MCDU
MENU
OVFY
UTC
0533
MOSBY
MDA
PHASE
OFF
ACTIVE
FINAL
ILS01R
S=183
VAPP
136
ECAM
UPPER DISPLAY
AIR
PORT
SLT RETR
TRANS ALT
18000
LOWER DISPLAY
F-PLN
F=141
TEMP
330/15
UA123
SPD/ALT
FROM
FLP RETR
30.10
MAG WIND
23.9
8VU
SWITCHING
APPR
DEST
QNH
ECAM / ND XFR
NORM
F/O
F/O
CAPT
3
42
OFF
A319/A320
DIMENSIONS & AREAS
Pedestal
JUN 97
06-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
AIR CONDITIONING
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

AIR CONDITIONING ...............................................................................1
Air Conditioning Packs .........................................................................2
Pack Controllers ....................................................................................2
Ram Air .................................................................................................2
Lavatory and Galley Ventilation ...........................................................2
Air Conditioning - System Schematic ..................................................3
Avionics Ventilation .............................................................................4
AIR COOLING ...........................................................................................6
Flow Control and Indicating .................................................................6
Air Supply Regulation ..........................................................................9
Air Cooling System ...............................................................................10
Air Cooling System - Schematic ...........................................................13
Pack Cooling Air Control .....................................................................14
Emergency Ram Air Inlet .....................................................................14
Emergency Ram Air Inlet - Electrical Schematic..................................15
TEMPERATURE CONTROL ..................................................................16
Pack Temperature Control ....................................................................16
Pack Controller - Normal Control Function Diagram ..........................19
Pack Controller - Back Up Control Function Diagram ........................19
Flight Deck and Cabin Temperature Control ........................................20
Air Conditioning - System Temp Control Schematic ...........................23
Primary Zone Controller .......................................................................24
Secondary Zone Controller ...................................................................26
DISTRIBUTION .........................................................................................28
Air Distribution - Mixer Unit ................................................................29
Individual Air Distribution ...................................................................32
Avionics Equipment Ventilation ...........................................................34
Avionics Ventilation System Operation Table .....................................35
Avionics Ventilation Schematic ...........................................................37
Cargo Compartment Ventilation ...........................................................38
Aft Cargo Compartment Ventilation - Schematic (A320)....................39
Aft Cargo Compartment Heating (A320) .............................................40
Aft Cargo Compartment - General Schematic (A320) .........................41
PRESSURIZATION ...................................................................................42
Pressurization - System Schematic .......................................................43
Pressure Control and Monitoring ..........................................................44
Cabin Pressure Control - Schematic .....................................................49

AIR CONDITIONING ...............................................................................1
Air Conditioning Packs .........................................................................2
Pack Controllers ....................................................................................2
Ram Air .................................................................................................2
Air Conditioning - System Schematic ..................................................3
Avionics Ventilation .............................................................................4
AIR COOLING ...........................................................................................6
Flow Control and Indicating .................................................................6
Air Supply Regulation ..........................................................................9
Air Cooling System ...............................................................................10
Air Cooling System - Schematic ...........................................................13
Pack Cooling Air Control .....................................................................14
Emergency Ram Air Inlet .....................................................................14
Emergency Ram Air Inlet - Electrical Schematic ..................................15
TEMPERATURE CONTROL ..................................................................16
Pack Temperature Control ....................................................................16
Pack Controller - Normal Control Function Diagram ..........................19
Pack Controller - Back Up Control Function Diagram .........................19
Flight Deck and Cabin Temperature Control ........................................20
Air Conditioning - System Temp Control Schematic ...........................23
Primary Zone Controller .......................................................................24
Secondary Zone Controller ...................................................................26
DISTRIBUTION .........................................................................................28
Air Distribution - Mixer Unit ................................................................29
Individual Air Distribution ....................................................................32
Avionics Equipment Ventilation ...........................................................34
Avionics Ventilation System Operation Table .....................................35
Avionics Ventilation Schematic ............................................................37
Cargo Compartment Ventilation ...........................................................38
Aft Cargo Compartment Ventilation - Schematic (A320) ....................39
Aft Cargo Compartment Heating (A320) .............................................40
Aft Cargo Compartment - General Schematic (A320) .........................41
PRESSURIZATION ...................................................................................42
Pressurization - System Schematic .......................................................43
Pressure Control and Monitoring ..........................................................44
Cabin Pressure Control - Schematic .....................................................49
JUN 97
JUN 97
21-i
21-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIR CONDITIONING
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS
CONTROL & INDICATIONS

AIR CONDITIONING PANEL ................................................................ 52
ECAM AIR CONDITIONING PAGE ..................................................... 54
ECAM CRUISE PAGE .............................................................................. 56
VENTILATION PANEL ........................................................................... 57
CARGO HEAT PANEL ............................................................................ 58
CABIN PRESSURIZATION PANEL ...................................................... 59
ECAM CABIN PRESSURE PAGE .......................................................... 60
ECAM CRUISE PAGE .............................................................................. 62
CFDS - Air Conditioning System Report/Test ........................................ 63
CFDS - AEVC System Report/Test .......................................................... 64
CFDS - Cabin Temp Control System Report/Test .................................. 65
CFDS - Cabin Press Control System Report/Test ................................... 66
CFDS - Aft Cargo Heat Report/Test ........................................................ 67
COMPONENT LOCATION
Flow Control and Indication ......................................................................... 68
Air Cooling System ...................................................................................... 69
Flow Control Valve - General View ............................................................ 70
Ozone Filter .................................................................................................. 71
Emergency Ram Air Inlet ............................................................................. 72
Pack Temperature Control ........................................................................... 73
Flight Deck and Cabin Temperature Control .............................................. 75
Air Distribution and Recirculation .............................................................. 78
Lavatory and Galley Ventilation System ..................................................... 80
Avionics Equipment Ventilation ................................................................. 81
Aft Cargo Compartment Ventilation and Heating System (A320) ............... 84
Pressure Control System .............................................................................. 86
CONTROL & INDICATIONS

AIR CONDITIONING PANEL ................................................................ 52
ECAM AIR CONDITIONING PAGE ..................................................... 54
ECAM CRUISE PAGE .............................................................................. 56
CARGO HEAT PANEL ............................................................................ 58
CABIN PRESSURIZATION PANEL ...................................................... 59
ECAM CABIN PRESSURE PAGE .......................................................... 60
ECAM CRUISE PAGE .............................................................................. 62
CFDS - Air Conditioning System Report/Test ........................................ 63
CFDS - AEVC System Report/Test .......................................................... 64
CFDS - Cabin Temp Control System Report/Test .................................. 65
CFDS - Cabin Press Control System Report/Test ................................... 66
CFDS - Aft Cargo Heat Report/Test ........................................................ 67
COMPONENT LOCATION
Flow Control and Indication ......................................................................... 68
Air Cooling System ...................................................................................... 69
Flow Control Valve - General View ............................................................ 70
Ozone Filter .................................................................................................. 71
Emergency Ram Air Inlet ............................................................................. 72
Pack Temperature Control ........................................................................... 73
Flight Deck and Cabin Temperature Control .............................................. 75
Air Distribution and Recirculation .............................................................. 78
Lavatory and Galley Ventilation System ..................................................... 80
Avionics Equipment Ventilation ................................................................. 81
Aft Cargo Compartment Ventilation and Heating System (A320) ............... 84
Pressure Control System ............................................................................. 86
21-ii
21-ii
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321

AIR CONDITIONING
The air conditioning system is fully automatic. Bleed air passes through two pack
flow control valves and is directed to two
air conditioning packs. The cold air output
from the packs enters a common mixing
chamber, where it is combined with filtered cabin air that is supplied by recirculation fans. From the mixing unit, the air is
distributed to the flight deck, forward
cabin, and aft cabin zones. The temperature of the air delivered by the packs is
determined by the zone requiring the
coolest air.
JUN 97
AIR CONDITIONING
A319/A320

Hot air from the pneumatic system, called
trim air, is added to the individual zone air
to maintain the desired compartment temperatures. The temperature regulation is
controlled by one zone controller and two
pack controllers. Zone temperatures are
selected on the air conditioning panel in
the flight compartment. External air conditioning can be connected forward of the
left gear well.
21-1
AIR CONDITIONING
The air conditioning system is fully automatic. Bleed air passes through two pack
flow control valves and is directed to two
air conditioning packs. The cold air output
from the packs enters a common mixing
chamber, where it is combined with filtered cabin air that is supplied by recirculation fans. From the mixing unit, the air is
distributed to the flight deck, forward
cabin, and aft cabin zones. The temperature of the air delivered by the packs is
determined by the zone requiring the
coolest air.
JUN 97
Hot air from the pneumatic system, called

trim air, is added to the individual zone air
to maintain the desired compartment temperatures. The temperature regulation is
controlled by one zone controller and two
pack controllers. Zone temperatures are
selected on the air conditioning panel in
the flight compartment. External air conditioning can be connected forward of the
left gear well.
21-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Air Conditioning Packs
Pneumatic manifold air must first pass
through a flow control valve. The valve is
electrically controlled and pneumatically
operated, and regulates the air flow
according to signals received from the
pack controller. The flow control valve
automatically closes for low air pressure,
pack overheat, engine starting, ditching, or
when the engine fire switch is released.
The hot air that passes through the flow
control valve is either ducted through a
hot air pressure regulating valve to the
trim air valves or to the primary heat
exchanger. The air passing through the
primary heat exchanger is cooled and then
routed to the air cycle machine (ACM)
where it is further cooled and then distributed to the mixing unit.
The pack controller regulates the temperature according to the zone controller
demand by modulating the flow control
valve and bypass valve as well as the ram
air inlet and outlet flaps. The zone controller modulates the airflow through the trim
air valves to optimize flight deck and
cabin temperature regulation.
Pack Controllers
The two packs operate automatically and
independently of each other. Each pack is
regulated by its respective dual channel
controller. The pack controller receives
21-2
AIR CONDITIONING
A319/A320

demand signals from a zone controller and
modulates the flow control valve, turbine
bypass valve, and ram air inlet and
exhaust flaps to regulate the temperature.
The ram air inlet flap closes automatically
during takeoff and landing to prevent
ingestion of debris.
Ram Air
In the event of a dual pack failure or for
smoke removal, ventilation can be
obtained by a ram air inlet. When the
RAM AIR switch is selected ON, the ram
air inlet valve opens and ram air is supplied to the mixing unit, provided the
DITCHING switch is not selected ON. To
enhance ventilation, the outflow valve
also opens when the differential pressure
is less than 1 psi if the CABIN PRESS
MODE SEL is in AUTO.
Lavatory and Galley Ventilation
The lavatories and galleys are ventilated
by cabin air which is extracted by a fan
near the outflow valve. The fan runs continuously when electrical power is available. Since the cabin temperature sensors
are ventilated by the lav/galley extract fan,
the sensors would not detect an accurate
temperature if the extract fan failed. If this
occurs, flight deck temperature regulation
remains normal. If the extract fan fails, the
cabin temperature is fixed at 59F.
JUN 97
Air Conditioning Packs

Pneumatic manifold air must first pass
through a flow control valve. The valve is
electrically controlled and pneumatically
operated, and regulates the air flow
according to signals received from the
pack controller. The flow control valve
automatically closes for low air pressure,
pack overheat, engine starting, ditching, or
when the engine fire switch is released.
The hot air that passes through the flow
control valve is either ducted through a
hot air pressure regulating valve to the
trim air valves or to the primary heat
exchanger. The air passing through the
primary heat exchanger is cooled and then
routed to the air cycle machine (ACM)
where it is further cooled and then distributed to the mixing unit.
The pack controller regulates the temperature according to the zone controller
demand by modulating the flow control
valve and bypass valve as well as the ram
air inlet and outlet flaps. The zone controller modulates the airflow through the trim
air valves to optimize flight deck and
cabin temperature regulation.
Pack Controllers
The two packs operate automatically and
independently of each other. Each pack is
regulated by its respective dual channel
controller. The pack controller receives
21-2
demand signals from a zone controller and

modulates the flow control valve, turbine
bypass valve, and ram air inlet and
exhaust flaps to regulate the temperature.
The ram air inlet flap closes automatically
during takeoff and landing to prevent
ingestion of debris.
Ram Air
In the event of a dual pack failure or for
smoke removal, ventilation can be
obtained by a ram air inlet. When the
RAM AIR switch is selected ON, the ram
air inlet valve opens and ram air is supplied to the mixing unit, provided the
DITCHING switch is not selected ON. To
enhance ventilation, the outflow valve
also opens when the differential pressure
is less than 1 psi if the CABIN PRESS
MODE SEL is in AUTO.
The lavatories and galleys are ventilated
by cabin air which is extracted by a fan
near the outflow valve. The fan runs continuously when electrical power is available. Since the cabin temperature sensors
are ventilated by the lav/galley extract fan,
the sensors would not detect an accurate
temperature if the extract fan failed. If this
occurs, flight deck temperature regulation
remains normal. If the extract fan fails, the
cabin temperature is fixed at 59F.
JUN 97
ACSYSSCH
VENTILATION
JUN 97

ACSYSSCH
Air Conditioning - System Schematic

21-3
JUN 97
C
O
N
D
A
I
R
LO
OFF
FAULT
PACK 1
PACK FLOW
NORM
HOT
ON
FAULT
OFF
ON
COLD
FAULT
RAM AIR
HOT
FWD CABIN
APU BLEED
PACK 1
COLD
COCKPIT
SHUT
AUTO
X BLEED
COLD
OPEN
HOT
PACK 2
OFF
FAULT
ENG 2 BLEED
PACK 2
OFF
FAULT
ENG 2 BLEED
TRIM AIR
VALVES
OPEN
HOT
AFT CABIN
TRIM AIR
PRESS REG
VALVE
EMER
RAM AIR
ENG 1 BLEED
HI
PACK FLOW
CONTROL VALVE
LP GROUND
CONNECTION
MIXING UNIT
FWD
ON
SHUT
AUTO
X BLEED
COLD
AFT CABIN
AFT
OFF
FAULT
PACK 2
OFF
FAULT
HOT AIR
PACK
2
OFF
FAULT
PACK 2
OFF
FAULT
HOT AIR
C
O
N
D
A
I
R
C
O
N
D
A
I
R
70
PACK 2
CONTROLLER
FILTERS
CABIN
AIR
CKPT
COND
FAN
65
65
H
72
72
FWD
72
72
AFT
FAN
AFT
AFT
FAN
AFT
ALTN MODE
FWD
ALTN MODE
84
75
79
75
TEMP: F
84
75
79
75
TEMP: F
HOT
AIR
HOT
AIR
HOT
AIR
HOT
AIR
AIR CONDITIONING
ZONE
CONTROLLER
PACK
1
HOT
FAULT
OFF
ON
COLD
FAULT
RAM AIR
HOT
FWD CABIN
APU BLEED
PACK 1
COLD
COCKPIT
ENG 1 BLEED
HI
PACK 2
CONTROLLER
70
FAN
PACK 1
CONTROLLER
CABIN
AIR
COCKPIT
OFF
FAULT
PACK 1
PACK FLOW
NORM
PACK
2
FILTERS
CABIN
AIR
CKPT
COND
A319/A320 /A321
OFF
CAB FANS
C
O
N
D
A
I
R
LO
PACK FLOW
CONTROL VALVE
EMER
RAM AIR
TRIM AIR
PRESS REG
VALVE
TRIM AIR
VALVES
AFT
A318/
ZONE
CONTROLLER
PACK
1
LP GROUND
CONNECTION
MIXING UNIT
FWD
AIR CONDITIONING
VENTILATION
CABIN
AIR
PACK 1
CONTROLLER
OFF
CAB FANS
COCKPIT
UNITED AIRLINES
UNITED AIRLINES
A319/A320
Air Conditioning - System Schematic
21-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Avionics Ventilation
The avionics ventilation system provides
cooling air for the avionics compartment,
flight deck instruments, and circuit
breaker panels. The system uses two electric fans to force circulation of the cooling
air. The fans operate continuously in normal configurations. Outside air is admitted through a skin air inlet valve. The
warm air from the avionics equipment
passes through an extract fan where it is
either extracted overboard, directed under
the cargo compartment, or recirculated
through a skin heat exchanger. An avionics equipment ventilation computer controls the fans and valves.
The system has three normal operational
configurations determined by ground/
flight modes, and airplane skin temperature. The configurations are:
- Open (on the ground only),
- Closed (on the ground and in flight),
- Intermediate (in flight only).
In addition to the normal operational configurations, abnormal and smoke configurations also exist.
21-4
AIR CONDITIONING
A319/A320

The abnormal configuration occurs when
either the BLOWER or EXTRACT fan
switches are positioned to OVRD. The
system reverts to a closed configuration,
except that air is supplied from the air conditioning duct. When the BLOWER fan
switch is positioned to OVRD, the blower
fan stops and the extract fan runs. When
the EXTRACT fan switch is positioned to
OVRD, both fans continue to run. An
ECAM
"BLOWER
FAULT"
or
"EXTRACT FAULT" message is displayed.
The smoke configuration occurs when the
BLOWER and EXTRACT switches are
both positioned to OVRD. The blower fan
stops and the extract fan continues to run.
Cooling air is provided by the air conditioning system, and all ventilation air is
extracted overboard. An ECAM "AVIONICS SMOKE" message is displayed, and
the BLOWER and EXTRACT FAULT
lights are on.
JUN 97
The avionics ventilation system provides
cooling air for the avionics compartment,
flight deck instruments, and circuit
breaker panels. The system uses two electric fans to force circulation of the cooling
air. The fans operate continuously in normal configurations. Outside air is admitted through a skin air inlet valve. The
warm air from the avionics equipment
passes through an extract fan where it is
either extracted overboard, directed under
the cargo compartment, or recirculated
through a skin heat exchanger. An avionics equipment ventilation computer controls the fans and valves.
The system has three normal operational
configurations determined by ground/
flight modes, and airplane skin temperature. The configurations are:
- Open (on the ground only),
- Closed (on the ground and in flight),
- Intermediate (in flight only).
In addition to the normal operational configurations, abnormal and smoke configurations also exist.
21-4
The abnormal configuration occurs when

either the BLOWER or EXTRACT fan
switches are positioned to OVRD. The
system reverts to a closed configuration,
except that air is supplied from the air conditioning duct. When the BLOWER fan
switch is positioned to OVRD, the blower
fan stops and the extract fan runs. When
the EXTRACT fan switch is positioned to
OVRD, both fans continue to run. An
ECAM
"BLOWER
FAULT"
or
"EXTRACT FAULT" message is displayed.
The smoke configuration occurs when the
BLOWER and EXTRACT switches are
both positioned to OVRD. The blower fan
stops and the extract fan continues to run.
Cooling air is provided by the air conditioning system, and all ventilation air is
extracted overboard. An ECAM "AVIONICS SMOKE" message is displayed, and
the BLOWER and EXTRACT FAULT
lights are on.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
A319/A320
AIR CONDITIONING
AVIONICS BAY
AVIONICS BAY
SKIN HEAT
EXCHANGER
SKIN HEAT
EXCHANGER
SKIN EXCHANGER
ISOLATION VALVE
SKIN EXCHANGER
ISOLATION VALVE
AVIONICS
EQUIPMENT
FILTER
AIR CONDITIONING
INLET VALVE
EXTRACT
FAN
SKIN
INLET
VALVE
EXTRACT
VALVE
BLOWER
FAN
;;;;
BLOWER
FAN
;;;;
SKIN
INLET
VALVE
AVIONICS
EQUIPMENT
FILTER
SKIN EXCHANGER
INLET BYPASS
VALVE
AIR CONDITIONING
INLET VALVE
AIR CONDITIONING DUCT
AVICVENT
SKIN EXCHANGER
INLET BYPASS
VALVE
AIR CONDITIONING DUCT
JUN 97
EXTRACT
VALVE
CARGO
UNDERFLOOR
CARGO
UNDERFLOOR
AVICVENT
EXTRACT
FAN
21-5
JUN 97
21-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

AIR COOLING
The fresh air quantity for air conditioning
is defined by heating and cooling requirements. Since the bleed air supply is
always at a higher temperature than that
required for passenger comfort, cooling of
this air is accomplished by two air conditioning packs. Each pack includes two
heat exchangers which use ambient ram
air as a heat sink, and a three-wheel bootstrap air cycle machine (compressor, turbine and fan). The packs also include a
high pressure water extractor circuit and a
bypass valve.
The two heat exchangers are located
between the cooling ram-air inlet and outlet. Each inlet and outlet has a regulator
flap which operates automatically to control the cooling airflow through the heat
exchangers (the inlet flap follows the outlet flap). During takeoff and landing
phases, the ram-air doors are closed to
prevent ingestion of foreign matter which
may damage or contaminate the heat
exchangers.
21-6
AIR CONDITIONING
A319/A320

Flow Control and Indicating
High pressure air is supplied to the air
conditioning system from the main pneumatic system. This air goes through two
ozone filters and two flow control valves
to two identical, independent air conditioning packs.
The flow control valves are installed
upstream of the air conditioning packs.
The flow control valves control the quantity of air supplied from the pneumatic
system to the air conditioning packs. The
flow control valves control the airflow
fully pneumatically depending on the flow
demand and the bleed pressure.
The airflow through the flow control
valves is selected by the PACK FLOW
selector switch and the PACK 1 (2) pushbutton switches.
When the PACK 1 (2) push-button
switches are pushed (the OFF legends go
off) the flow control valves open, if the
bleed pressure supply is available.
The crew selects the PACK FLOW selector switch to the LO, NORM or HI position. This switch position selects the flow
control reference in the zone controller to
80%, 100%, or 120%. The zone controller
calculates the necessary flow and transmits this value to the pack controllers. The
pack controllers set the flow control
valves to the demanded position.
When the PACK FLOW selector switch is
set to LO and the temperature demand
cannot be reached, the zone controller
increases the normal airflow of the flow
control valve from 80% to 100% automatically.
JUN 97
AIR COOLING
The fresh air quantity for air conditioning
is defined by heating and cooling requirements. Since the bleed air supply is
always at a higher temperature than that
required for passenger comfort, cooling of
this air is accomplished by two air conditioning packs. Each pack includes two
heat exchangers which use ambient ram
air as a heat sink, and a three-wheel bootstrap air cycle machine (compressor, turbine and fan). The packs also include a
high pressure water extractor circuit and a
bypass valve.
The two heat exchangers are located
between the cooling ram-air inlet and outlet. Each inlet and outlet has a regulator
flap which operates automatically to control the cooling airflow through the heat
exchangers (the inlet flap follows the outlet flap). During takeoff and landing
phases, the ram-air doors are closed to
prevent ingestion of foreign matter which
may damage or contaminate the heat
exchangers.
21-6
Flow Control and Indicating

High pressure air is supplied to the air
conditioning system from the main pneumatic system. This air goes through two
ozone filters and two flow control valves
to two identical, independent air conditioning packs.
The flow control valves are installed
upstream of the air conditioning packs.
The flow control valves control the quantity of air supplied from the pneumatic
system to the air conditioning packs. The
flow control valves control the airflow
fully pneumatically depending on the flow
demand and the bleed pressure.
The airflow through the flow control
valves is selected by the PACK FLOW
selector switch and the PACK 1 (2) pushbutton switches.
When the PACK 1 (2) push-button
switches are pushed (the OFF legends go
off) the flow control valves open, if the
bleed pressure supply is available.
The crew selects the PACK FLOW selector switch to the LO, NORM or HI position. This switch position selects the flow
control reference in the zone controller to
80%, 100%, or 120%. The zone controller
calculates the necessary flow and transmits this value to the pack controllers. The
pack controllers set the flow control
valves to the demanded position.
set to LO and the temperature demand
cannot be reached, the zone controller
increases the normal airflow of the flow
control valve from 80% to 100% automatically.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321

When bleed air is supplied from the APU,
the zone controller receives the APU bleed
valve open signal. The flow control reference in the zone controller is set to 120%
and the flow control valves are commanded to the more open position.
set in the NORM or LO mode and there is
a failure in one pack, the zone controller
and the pack controllers modulate the
other pack automatically in the 120% (HI)
mode. Thus the flow control valve is commanded to the more open position.
If there is an engine fire and the applicable
FIRE push-button switch is pushed, the
flow control valves close. This prevents
damage that the hot bleed air could cause
to the components of the air conditioning
system. This also prevents the entry of
smoke into the cabin.
In case of a landing on water the DITCHING push-button switch must be pushed.
This action will close the flow control
valves. This prevents water entry through
the air conditioning system into the cabin.
If the compressor of an air cycle machine
overheats, the applicable flow control
valve moves to a more closed position.
A mixer flap actuator operates a flap in the
flight deck supply port of the mixer. The
JUN 97
AIR CONDITIONING
A319/A320

flap connects the flight deck supply duct
to the pack 1 mixer chamber during two
pack operation. When pack 1 is switched
off, the flap changes position and connects
the flight deck supply duct to the pack 2
mixer chamber. This function ensures:
- a good flow separation during 2 pack
operation,
- the supply of a sufficient fresh air
quantity to the flight deck with pack 1
off.
When the flap in the mixer unit enters the
airflow it causes a small airflow diversion
into the flight deck duct. This results in an
adequate supply of conditioned air to the
flight deck.
NOTE: Either pack can supply the
flight deck with conditioned air. During
normal operation, pack 1 supplies the
flight deck and packs 1 and 2 supply the
cabin.
If the mixer flap actuator has a failure, the
zone controller monitors the failure and
keeps it in the nonvolatile memory.
21-7
When bleed air is supplied from the APU,

the zone controller receives the APU bleed
valve open signal. The flow control reference in the zone controller is set to 120%
and the flow control valves are commanded to the more open position.
set in the NORM or LO mode and there is
a failure in one pack, the zone controller
and the pack controllers modulate the
other pack automatically in the 120% (HI)
mode. Thus the flow control valve is commanded to the more open position.
If there is an engine fire and the applicable
FIRE push-button switch is pushed, the
flow control valves close. This prevents
damage that the hot bleed air could cause
to the components of the air conditioning
system. This also prevents the entry of
smoke into the cabin.
In case of a landing on water the DITCHING push-button switch must be pushed.
This action will close the flow control
valves. This prevents water entry through
the air conditioning system into the cabin.
If the compressor of an air cycle machine
overheats, the applicable flow control
valve moves to a more closed position.
A mixer flap actuator operates a flap in the
flight deck supply port of the mixer. The
JUN 97
flap connects the flight deck supply duct

to the pack 1 mixer chamber during two
pack operation. When pack 1 is switched
off, the flap changes position and connects
the flight deck supply duct to the pack 2
mixer chamber. This function ensures:
- a good flow separation during 2 pack
operation,
- the supply of a sufficient fresh air
quantity to the flight deck with pack 1
off.
When the flap in the mixer unit enters the
airflow it causes a small airflow diversion
into the flight deck duct. This results in an
adequate supply of conditioned air to the
flight deck.
NOTE: Either pack can supply the
flight deck with conditioned air. During
normal operation, pack 1 supplies the
flight deck and packs 1 and 2 supply the
cabin.
If the mixer flap actuator has a failure, the
zone controller monitors the failure and
keeps it in the nonvolatile memory.
21-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

The PACK FLOW selector is a three position switch and is labeled LO, NORM and
HI. It is installed on the AIR COND panel
30VU. This switch selects the amount of
airflow through the flow control valves. In
normal conditions the selector is selected
to NORM. This gives 100% of normal airflow.
LO selects 80% of normal airflow to the
air conditioning packs and HI selects
120% of normal airflow.
The PACK 1 (2) push-button switches are
located on the AIR COND panel 30VU.
The legends inside the switch units come
on amber to indicate a FAULT or white to
indicate OFF. Legends not visible indicate
that the switch is on, or that there is no
electrical power at the switch.
21-8
AIR CONDITIONING
A319/A320

The different selections of the PACK 1 (2)
push-button switch are as follow:
- On (switch pushed in and legends inside
switch not visible) means that the flow
control valves open automatically. Both
air conditioning packs have one flow
control valve each to give variable flow
and shut-off control (electropneumatically operated).These valves
will open pneumatically when the
engine(s) are not in a starting sequence,
and an ENGINE FIRE push-button
switch is in the normal pushed position
(the light in the push-button switch is not
illuminated), and the DITCHING pushbutton switch is released (the ON legend
is not illuminated), and the bleed air
pressure is more than the minimum
pressure needed to open the flow control
valves, and the mixer flap actuator is
open (PACK 1 and PACK 2 push-button
switches or PACK 1 push-button switch
only on).
- OFF (switch released and white OFF
legend in switch is visible) means that
the flow control valves are closed and
the mixer flap actuator is closed (PACK
1 and PACK 2 push-button switches or
PACK 1 push-button switch only off).
- FAULT (switch is pushed in and the
amber legend is visible) indicates a
compressor overheat of 500F (260C)
or a pack discharge of temperature
overheat of 203F (95C). The switch
must be manually selected OFF.
JUN 97
The PACK FLOW selector is a three position switch and is labeled LO, NORM and
HI. It is installed on the AIR COND panel
30VU. This switch selects the amount of
airflow through the flow control valves. In
normal conditions the selector is selected
to NORM. This gives 100% of normal airflow.
LO selects 80% of normal airflow to the
air conditioning packs and HI selects
120% of normal airflow.
The PACK 1 (2) push-button switches are
located on the AIR COND panel 30VU.
The legends inside the switch units come
on amber to indicate a FAULT or white to
indicate OFF. Legends not visible indicate
that the switch is on, or that there is no
electrical power at the switch.
21-8
The different selections of the PACK 1 (2)

push-button switch are as follow:
- On (switch pushed in and legends inside
switch not visible) means that the flow
control valves open automatically. Both
air conditioning packs have one flow
control valve each to give variable flow
and shut-off control (electropneumatically operated).These valves
will open pneumatically when the
engine(s) are not in a starting sequence,
and an ENGINE FIRE push-button
switch is in the normal pushed position
(the light in the push-button switch is not
illuminated), and the DITCHING pushbutton switch is released (the ON legend
is not illuminated), and the bleed air
pressure is more than the minimum
pressure needed to open the flow control
valves, and the mixer flap actuator is
open (PACK 1 and PACK 2 push-button
switches or PACK 1 push-button switch
only on).
- OFF (switch released and white OFF
legend in switch is visible) means that
the flow control valves are closed and
the mixer flap actuator is closed (PACK
1 and PACK 2 push-button switches or
PACK 1 push-button switch only off).
- FAULT (switch is pushed in and the
amber legend is visible) indicates a
compressor overheat of 500F (260C)
or a pack discharge of temperature
overheat of 203F (95C). The switch
must be manually selected OFF.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
AIR CONDITIONING
A319/A320
AIR CONDITIONING
PACK FLOW
SELECTOR 5HB
AIR CONDITIONING
PANEL 30VU
PACK 1 OVERRIDE
SWITCH 7HB
PACK FLOW
NORM
COCKPIT
FWD CABIN
PACK FLOW
SELECTOR 5HB
AFT CABIN
PACK FLOW
NORM
HOT AIR
LO
A
I
R
OFF
FAULT
C
O
N
D
COLD
PACK 1
HOT
COLD
HOT
COLD
HOT
X BLEED
PACK 1
PACK 2
PACK 2
OFF
ENG 1 BLEED
APU BLEED
ENG 2 BLEED
SHUT
FAULT
ON
OFF
OPEN
FAULT
FAULT
ON
OFF
LO
A
I
R
A
I
R
FAULT
OFF
AUTO
RAM AIR
COCKPIT
FWD CABIN
AFT CABIN
HOT AIR
HI
FAULT
AIR CONDITIONING
PANEL 30VU
PACK 1 OVERRIDE
SWITCH 7HB
HI
FAULT
OFF
FAULT
C
O
N
D
C
O
N
D
COLD
PACK 1
HOT
COLD
HOT
COLD
X BLEED
PACK 1
APU BLEED
ENG 2 BLEED
SHUT
FAULT
ON
FAULT
FAULT
ON
OFF
C
O
N
D
PACK OVHT
FUSELAGE
SKIN
FLOW CONTROL
VALVE
11HB (8HB)
8HK
FUSELAGE
SKIN
ZONE CONTROLLER
FLOW CONTROL
VALVE
11HB (8HB)
RAM AIR
INLET
PACK 2
CONTROLLER
FCV DRIVE
FCV FEED
BACK
FCV OZONE
LIMIT FILTER
SW
100HM
(101HM)
8HK
FCV OZONE
LIMIT FILTER
SW
100HM
(101HM)
PACK
FLOW
7HK
PACK 1 CONTROLLER
27HK
COMPRESSOR
PRESSURE
SENSOR 9HB (10HB)
;;
RAM AIR
INLET
FCV DRIVE
FCV FEED
BACK
PACK
FLOW
5100AJNO
Air Supply Regulation
OPEN
SELECTED FLOW
ZONE CONTROLLER
JUN 97
FAULT
OFF
ENG 1 BLEED
A
I
R
PACK 2 OVERRIDE
SWITCH 6HB
PACK OVHT
5100AJNO
PACK 2
AUTO
RAM AIR
OFF
SELECTED FLOW
27HK
PACK 2
OFF
PACK 2 OVERRIDE
SWITCH 6HB
PACK 2
CONTROLLER
HOT
7HK
PACK 1 CONTROLLER
COMPRESSOR
PRESSURE
SENSOR 9HB (10HB)
;;
Air Supply Regulation

21-9
JUN 97
21-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Air Cooling System
The two air conditioning packs decrease
the temperature and the water contained in
the hot bleed air from the pneumatic system. Heat exchangers decrease the temperature of the air. An air cycle machine
first compresses the air and then expands
it. A condenser concentrates the water in
the air and a water extractor removes the
water.
The air conditioning packs are identical
and are installed in the unpressurized area
of the belly fairing between frames 35 and
41. An air conditioning pack consists of:
- an air cycle machine,
- a high pressure water extractor,
- a reheater,
- a condenser,
- a primary heat exchanger,
- a main heat exchanger,
- a fan plenum,
- an inlet plenum.
The primary and main heat exchangers are
installed in the ram air system between the
plenums. Ram air flows through the heat
exchangers and decreases the temperature
of the hot bleed air from the pneumatic
system.
The air cycle machine is installed between
the heat exhangers and the condenser. Air
enters the compressor from the primary
heat exchanger and is compressed. The
pressure and temperature increase. The air
then flows to the main heat exchanger. air
then flows through the condensor and the
reheater and expands across the turbine to
drive the air cycle machine. The pressure
and temperature decrease. The air then
flows to the condenser. The expansion of
the air in the turbine turns the turbine
wheel, the compressor wheel and the fan
wheel. The fan wheel gives a flow of air
21-10
AIR CONDITIONING
A319/A320

through the ram air system if there is no
ram air effect (on the ground).
The main heat exchangers are installed in
the ram air systems upstream of the primary heat exchangers. Ram air flows
through and decreases the temperature of
the hot air from the compressor of the air
cycle machine.
The reheater is installed between the main
heat exchangers and the condenser. The
hot air from the main heat exchanger
increases the temperature of the cold air
from the water extractor.
The condenser is installed between the air
cycle machine and the mixer unit. The
cold air from the turbine of the air cycle
machine decreases the temperature of the
hot air from the reheater. The temperature
of the hot air decreases to less than its dew
point and the water in the air condenses.
The water extractor is installed between
the condenser and the reheater. It removes
the water that concentrates in the condenser. The condensed water and the
water from the split duct drain to the
applicable water injector.
A downstream check valve is installed
between the condenser and the mixer unit.
Air flows through the downstream check
valve to the mixer unit. The downstream
check valve closes if the air flows in the
opposite direction.
A fan plenum is installed in the ram air
system and connected to the air cycle
machine. In flight the ram air effect causes
air to flow through the ram air system. The
air cycle machine fan is in bypass but is
still rotating by turbine air expansion.
An inlet plenum is installed between the
main heat exchanger and the ram air inlet.
It guides the ram air from the ram air inlet
to the main heat exchanger.
JUN 97
Air Cooling System

The two air conditioning packs decrease
the temperature and the water contained in
the hot bleed air from the pneumatic system. Heat exchangers decrease the temperature of the air. An air cycle machine
first compresses the air and then expands
it. A condenser concentrates the water in
the air and a water extractor removes the
water.
The air conditioning packs are identical
and are installed in the unpressurized area
of the belly fairing between frames 35 and
41. An air conditioning pack consists of:
- an air cycle machine,
- a high pressure water extractor,
- a reheater,
- a condenser,
- a primary heat exchanger,
- a main heat exchanger,
- a fan plenum,
- an inlet plenum.
The primary and main heat exchangers are
installed in the ram air system between the
plenums. Ram air flows through the heat
exchangers and decreases the temperature
of the hot bleed air from the pneumatic
system.
The air cycle machine is installed between
the heat exhangers and the condenser. Air
enters the compressor from the primary
heat exchanger and is compressed. The
pressure and temperature increase. The air
then flows to the main heat exchanger. air
then flows through the condensor and the
reheater and expands across the turbine to
drive the air cycle machine. The pressure
and temperature decrease. The air then
flows to the condenser. The expansion of
the air in the turbine turns the turbine
wheel, the compressor wheel and the fan
wheel. The fan wheel gives a flow of air
21-10
through the ram air system if there is no

ram air effect (on the ground).
The main heat exchangers are installed in
the ram air systems upstream of the primary heat exchangers. Ram air flows
through and decreases the temperature of
the hot air from the compressor of the air
cycle machine.
The reheater is installed between the main
heat exchangers and the condenser. The
hot air from the main heat exchanger
increases the temperature of the cold air
from the water extractor.
The condenser is installed between the air
cycle machine and the mixer unit. The
cold air from the turbine of the air cycle
machine decreases the temperature of the
hot air from the reheater. The temperature
of the hot air decreases to less than its dew
point and the water in the air condenses.
The water extractor is installed between
the condenser and the reheater. It removes
the water that concentrates in the condenser. The condensed water and the
water from the split duct drain to the
applicable water injector.
A downstream check valve is installed
between the condenser and the mixer unit.
Air flows through the downstream check
valve to the mixer unit. The downstream
check valve closes if the air flows in the
opposite direction.
A fan plenum is installed in the ram air
system and connected to the air cycle
machine. In flight the ram air effect causes
air to flow through the ram air system. The
air cycle machine fan is in bypass but is
still rotating by turbine air expansion.
An inlet plenum is installed between the
main heat exchanger and the ram air inlet.
It guides the ram air from the ram air inlet
to the main heat exchanger.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321

When the PACK (1, 2) push-button
switches are pushed, the zone controller
and pack controllers control the flow control valves to supply a constant flow for
all normal operation conditions to the air
conditioning packs.
When the bleed air enters the system, it is
cooled in the primary heat exchanger with
ambient ram air. Part of this air passes
through the bypass valve. The remainder
is then compressed in the air cycle
machine compressor, which increases the
temperature and pressure. It is cooled
again in the main heat exchanger with
ambient ram air. The air now enters the
high pressure water extraction loop, where
it is cooled to less than its dew point.
The high pressure water extraction loop
has a reheater, a condenser and a water
extractor. It keeps the dew point of the air
to the mixer unit lower than +50F
(+10C).
The condenser is a heat exchanger which
uses the turbine outlet air temperature
(which is at a sea level dew point of
approximately 32F or 0C) to condense
the water in the outlet air of the main heat
exchanger. The condensed water is
extracted and drained from the air as it
passes through the high pressure water
extractor.
From the water extractor, water flows to
the water injector located upstream of the
heat exchangers in the ram air duct. Bleed
air is also routed to the water injector. The
bleed air is directed through the injector
and a pressure drop is created. The pressure drop causes water to flow to the water
injector and to spray out into the ram air.
The hot bleed air also prevents freezing at
the water injector. To limit high pack discharge temperatures, the water extractor
JUN 97
AIR CONDITIONING
A319/A320

outlet temperature is limited from 35.6F
(2C) to 158F (70C).
After the water extractor the air enters the
reheater again and the temperature
increases to assure a satisfactory turbine
inlet temperature.
In the air cycle machine turbine, the high
pressure air expands and its kinetic energy
drives the air cycle machine and the temperature and the pressure decrease. This
causes additional condensation in the air
cycle machine turbine during ground operation and low altitude flight. This condensation appears as snow.
The turbine outlet air passing through the
condenser is now the conditioned air and it
leaves the air cooling system.
Air is bled from the compressor inlet
through the bypass valve to the turbine
outlet. This modulates pack discharge
temperature to the required level, if the
limits for the water extractor are not
exceeded.
An anti-ice valve is used to stop (as a
backup) ice formation downstream of the
turbine. When a significant pressure drop
is sensed the valve opens, tapping hot air
from downstream of the flow control
valves. This hot air is delivered to the turbine and this eliminates the formation of
ice.
Additionally the bypass valve always
maintains a minimum air cycle machine
flow to keep the air cycle machine idling
during all pack operation conditions.
21-11
When the PACK (1, 2) push-button

switches are pushed, the zone controller
and pack controllers control the flow control valves to supply a constant flow for
all normal operation conditions to the air
conditioning packs.
When the bleed air enters the system, it is
cooled in the primary heat exchanger with
ambient ram air. Part of this air passes
through the bypass valve. The remainder
is then compressed in the air cycle
machine compressor, which increases the
temperature and pressure. It is cooled
again in the main heat exchanger with
ambient ram air. The air now enters the
high pressure water extraction loop, where
it is cooled to less than its dew point.
The high pressure water extraction loop
has a reheater, a condenser and a water
extractor. It keeps the dew point of the air
to the mixer unit lower than +50F
(+10C).
The condenser is a heat exchanger which
uses the turbine outlet air temperature
(which is at a sea level dew point of
approximately 32F or 0C) to condense
the water in the outlet air of the main heat
exchanger. The condensed water is
extracted and drained from the air as it
passes through the high pressure water
extractor.
From the water extractor, water flows to
the water injector located upstream of the
heat exchangers in the ram air duct. Bleed
air is also routed to the water injector. The
bleed air is directed through the injector
and a pressure drop is created. The pressure drop causes water to flow to the water
injector and to spray out into the ram air.
The hot bleed air also prevents freezing at
the water injector. To limit high pack discharge temperatures, the water extractor
JUN 97
outlet temperature is limited from 35.6F

(2C) to 158F (70C).
After the water extractor the air enters the
reheater again and the temperature
increases to assure a satisfactory turbine
inlet temperature.
In the air cycle machine turbine, the high
pressure air expands and its kinetic energy
drives the air cycle machine and the temperature and the pressure decrease. This
causes additional condensation in the air
cycle machine turbine during ground operation and low altitude flight. This condensation appears as snow.
The turbine outlet air passing through the
condenser is now the conditioned air and it
leaves the air cooling system.
Air is bled from the compressor inlet
through the bypass valve to the turbine
outlet. This modulates pack discharge
temperature to the required level, if the
limits for the water extractor are not
exceeded.
An anti-ice valve is used to stop (as a
backup) ice formation downstream of the
turbine. When a significant pressure drop
is sensed the valve opens, tapping hot air
from downstream of the flow control
valves. This hot air is delivered to the turbine and this eliminates the formation of
ice.
Additionally the bypass valve always
maintains a minimum air cycle machine
flow to keep the air cycle machine idling
during all pack operation conditions.
21-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

The ambient ram air for heat exchanger
cooling enters the air cooling system
through fully modulating NACA type
inlets. After passing through the primary
heat exchanger, the main heat exchanger,
and the plenum the air is discharged overboard through a variable outlet. When the
aircraft is on the ground, the air cycle
machine fan supplies the cooling airflow.
During flight the inlet and outlet areas are
modulated so that the airflow is kept to a
minimum. During takeoff and landing, the
inlet is fully closed to prevent dirt and
debris ingestion and contamination of the
heat exchangers.
21-12
AIR CONDITIONING
A319/A320

The water injector sprays the condensed
water from the water extractor into the
ambient ram airflow to help cooling.
The aircraft can fly with one air conditioning pack inoperative provided:
- FL310 is not exceeded,
- the zone controller primary channel is
operative,
- the HI flow is selected,
- the affected PACK 1 or 2 push-button
switch is in the OFF position,
- flow control valve is checked closed on
the ECAM system.
JUN 97
The ambient ram air for heat exchanger

cooling enters the air cooling system
through fully modulating NACA type
inlets. After passing through the primary
heat exchanger, the main heat exchanger,
and the plenum the air is discharged overboard through a variable outlet. When the
aircraft is on the ground, the air cycle
machine fan supplies the cooling airflow.
During flight the inlet and outlet areas are
modulated so that the airflow is kept to a
minimum. During takeoff and landing, the
inlet is fully closed to prevent dirt and
debris ingestion and contamination of the
heat exchangers.
21-12
The water injector sprays the condensed

water from the water extractor into the
ambient ram airflow to help cooling.
The aircraft can fly with one air conditioning pack inoperative provided:
- FL310 is not exceeded,
- the zone controller primary channel is
operative,
- the HI flow is selected,
- the affected PACK 1 or 2 push-button
switch is in the OFF position,
- flow control valve is checked closed on
the ECAM system.
JUN 97
JUN 97
21-13
Air Cooling System - Schematic

JUN 97
5200ACMO
OUTLET
ACTUATOR
(REF 21-61-00)
ANTI-ICE
VALVE
(REF 21-61-00)
BY-PASS
VALVE
(REF 21-61-00)
FAN
TURBINE
COMPRESSOR
CONDENSOR
REHEATER
CHECK VALVE
WATER
EXTRACTOR
CHECK VALVE
AIR CONDITIONING
RAM AIR
OUTLET
AIR CYCLE
MACHINE
PRIMARY HEAT
EXCHANGER
MAIN HEAT
EXCHANGER
WATER INJECTOR
CONDENSOR
INLET ACTUATOR
(REF 21-61-00)
RAM AIR
INLET
TURBINE
COMPRESSOR
A319/A320 /A321
HOT
BLEED AIR
5200ACMO
ANTI-ICE
VALVE
(REF 21-61-00)
BY-PASS
VALVE
(REF 21-61-00)
WATER
EXTRACTOR
A318/
OUTLET
ACTUATOR
(REF 21-61-00)
AIR CYCLE
MACHINE
FAN
REHEATER
AIR CONDITIONING
RAM AIR
OUTLET
HOT
BLEED AIR
PRIMARY HEAT
EXCHANGER
MAIN HEAT
EXCHANGER
WATER INJECTOR
INLET ACTUATOR
(REF 21-61-00)
RAM AIR
INLET
UNITED AIRLINES
UNITED AIRLINES
A319/A320
Air Cooling System - Schematic

21-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Pack Cooling Air Control
The zone controller signals the required
pack outlet temperature to the pack controllers. To get this temperature, the pack
controller modulates the bypass valve and
the ram air inlet/outlet doors. This is done
in a pre-determined sequence, and is a
compromise between the following:
- minimum ram-air flow,
- maintaining adequate heat transfer rates,
- sufficient pack flow.
A priority control overrides this ram air
optimization, if the compressor outlet
temperature gets to 356F (180C). During takeoff and landing, the ram air inlet
doors are closed fully to stop the ingestion
of foreign matter.
Emergency Ram Air Inlet
The emergency ram air inlet gives a flow
of fresh air through the aircraft if there is a
failure in the two air conditioning packs.
An actuator extends and retracts the emergency ram air inlet. A check valve prevents the flow of air in the opposite
direction. A Low Pressure (LP) ground
connection is installed in the ram air duct
for connection of a ground air supply.
The emergency ram air inlet should only
be operated if:
- there is a failure in both air conditioning
packs,
- the altitude of the aircraft is less than
10,000 ft. (to prevent passenger
discomfort),
- the difference between the pressure in
the fuselage and the external pressure is
less than 1.0 psi. If the difference in
pressure is more, the check valve cannot
open and no emergency ram air flows in.
21-14
AIR CONDITIONING
A319/A320

To open the emergency ram air inlet, lift
the guard and push the RAM AIR pushbutton switch. Pushing the switch:
- sends a signal is to the cabin pressure
controllers and the outflow valve
partially opens,
- sends a signal to extend the emergency
ram air inlet actuator and the emergency
ram air inlet moves into the external
airflow,
- causes the ON legend in the RAM AIR
push-button switch to come on,
- causes actuator position data to be sent to
the SDACs,
- causes the BLEED page to display on the
lower DU and the RAM AIR symbol
gives an open indication.
To close the emergency ram air inlet, lift
- causes a signal to be sent to the cabin
pressure controllers and the outflow
valve closes as necessary,
- causes a signal to be sent to the
emergency ram air inlet actuator and the
emergency ram air inlet closes,
push-button switch to go off,
- sends actuator position data to the
SDACs,
gives a closed indication.
The emergency ram air inlet closes automatically if the DITCHING push-button
switch is pressed in.
Connecting a ground air cart to the LP
ground connection allows air to flow into
the mixer unit via the emergency ram air
inlet duct. It is not necessary to operate the
air conditioning packs to ventilate the aircraft as this air flows into the system
downstream from the packs.
JUN 97
Pack Cooling Air Control

The zone controller signals the required
pack outlet temperature to the pack controllers. To get this temperature, the pack
controller modulates the bypass valve and
the ram air inlet/outlet doors. This is done
in a pre-determined sequence, and is a
compromise between the following:
- minimum ram-air flow,
- maintaining adequate heat transfer rates,
- sufficient pack flow.
A priority control overrides this ram air
optimization, if the compressor outlet
temperature gets to 356F (180C). During takeoff and landing, the ram air inlet
doors are closed fully to stop the ingestion
of foreign matter.
The emergency ram air inlet gives a flow
of fresh air through the aircraft if there is a
failure in the two air conditioning packs.
An actuator extends and retracts the emergency ram air inlet. A check valve prevents the flow of air in the opposite
direction. A Low Pressure (LP) ground
connection is installed in the ram air duct
for connection of a ground air supply.
The emergency ram air inlet should only
be operated if:
- there is a failure in both air conditioning
packs,
- the altitude of the aircraft is less than
10,000 ft. (to prevent passenger
discomfort),
- the difference between the pressure in
the fuselage and the external pressure is
less than 1.0 psi. If the difference in
pressure is more, the check valve cannot
open and no emergency ram air flows in.
21-14
To open the emergency ram air inlet, lift

- sends a signal is to the cabin pressure
partially opens,
- sends a signal to extend the emergency
ram air inlet actuator and the emergency
ram air inlet moves into the external
airflow,
push-button switch to come on,
- causes actuator position data to be sent to
the SDACs,
gives an open indication.
To close the emergency ram air inlet, lift
- causes a signal to be sent to the cabin
pressure controllers and the outflow
valve closes as necessary,
- causes a signal to be sent to the
emergency ram air inlet actuator and the
emergency ram air inlet closes,
push-button switch to go off,
- sends actuator position data to the
SDACs,
gives a closed indication.
The emergency ram air inlet closes automatically if the DITCHING push-button
switch is pressed in.
Connecting a ground air cart to the LP
ground connection allows air to flow into
the mixer unit via the emergency ram air
inlet duct. It is not necessary to operate the
air conditioning packs to ventilate the aircraft as this air flows into the system
downstream from the packs.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
401PP
ESS BUS
28VDC
24-68-08
IHZ
RAM AIR INLET
A319/A320
AIR CONDITIONING
HB
HB
401PP
ESS BUS
28VDC
24-68-08
WV
IHZ
RAM AIR INLET
HB
HB
WV
103VU
3HZ RAM AIR
CLOSE CONTROL
RELAY
103VU
3HZ RAM AIR
CLOSE CONTROL
RELAY
ON
ON
HL
HL
;;;;
;;;;
13HL
DITCH
13HL
DITCH
ESS BUS
LP
LP
ESS BUS
LP
LP
ON
HL
HL
HL
WL
HL
WL
30VU
4HZ RAM AIR
30VU
4HZ RAM AIR
103VU
5HZ RAM AIR
OPENING
CONTROL RELAY
103VU
5HZ RAM AIR
OPENING
CONTROL RELAY
FO
NOTE:
HL = 21-31-00
FO
WV
OPEN
FLOW CONTROL AND

INDICATING
WV = 31-54-00
SDAC ACQUISITION / INTERFACE
NOTE:
HL = 21-31-00
CLOSE
ANNUNCIATOR LIGHT TEST

AND DIMMING
5500AGMO
FLOW CONTROL AND

INDICATING
WV = 31-54-00
SDAC ACQUISITION / INTERFACE
CLOSE
WV
FC
LP = 33-14-00
5500AGMO
ANNUNCIATOR LIGHT TEST

AND DIMMING
WV
7HZ EMERGENCY
INLET FLAP
ACTUATOR
Emergency Ram Air Inlet - Electrical Schematic
Emergency Ram Air Inlet - Electrical Schematic

JUN 97
WV
OPEN
WV
7HZ EMERGENCY
INLET FLAP
ACTUATOR
WV
PRESSURE CONTROL AND

MONITORING
HB = 21-31-00
WV
FC
LP = 33-14-00
WV
PRESSURE CONTROL AND

MONITORING
HB = 21-31-00
ON
21-15
JUN 97
21-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

TEMPERATURE CONTROL
The Environmental Control System (ECS)
maintains and controls the zone temperatures and the ventilation rate for the two
passenger zones and the flight deck. It
also supplies conditioned air to the cargo
compartment. For this, two air conditioning packs are installed in the unpressurized area in the belly fairing. The packs
are supplied with bleed air from the main
engines, bleed air from the APU, or air
from a ground source.
The main part of the cooling system is a 3
wheel air cycle machine which works as a
boot strap system for heating and cooling.
A high pressure water separator is
installed to take full advantage of available bleed pressures and recirculation
capability.
The system control is done by electronic
controllers, electro-pneumatic valves and
electrically driven valves.
For sufficient ventilation and passenger
comfort a common cold air manifold
mixes the pack fresh air with recirculation
air.
The temperature control of the aft cargo
compartments is similar to that of the
flight deck and cabin temperature control
system in the heating mode.
21-16
AIR CONDITIONING
A319/A320

Pack Temperature Control
The pack temperature control system controls the pack outlet temperature and sets
its maximum and minimum limits. Two
pack controllers control the system.
Each pack controller controls the two
major parameters of its related pack:
- the pack outlet temperature (through the
water extractor outlet temperature),
- the ram air cooling flow, which is kept to
a minimum for fuel economy.
Each pack controller consists of two computers, one primary and one electrically
independent secondary computer. The primary computer is capable of modulating
the system parameters to their full extent,
thus optimizing the system performance.
The secondary computer gives a reduced
level of optimization when it operates as a
back-up in the event of the primary computer failure.
In normal operation the primary computer
of the pack controller controls the system.
The pack controller gets a temperature reference as a demand signal from the zone
controller. This demand signal, the preferred bypass valve position, the measured
water extractor outlet temperature, the
bypass valve actuator position, and the
ram air outlet actuator position are used
continuously to determine their necessary
drive speeds. The speed is zero when the
water extractor outlet temperature gets to
the required value and the bypass valve to
the preferred position.
The preferred bypass valve position is normally 21 but is adjusted when necessary,
dependent on pack inlet pressure. The ram
air inlet actuator position is slaved to the
actual ram air outlet actuator position.
JUN 97
TEMPERATURE CONTROL
The Environmental Control System (ECS)
maintains and controls the zone temperatures and the ventilation rate for the two
passenger zones and the flight deck. It
also supplies conditioned air to the cargo
compartment. For this, two air conditioning packs are installed in the unpressurized area in the belly fairing. The packs
are supplied with bleed air from the main
engines, bleed air from the APU, or air
from a ground source.
The main part of the cooling system is a 3
wheel air cycle machine which works as a
boot strap system for heating and cooling.
A high pressure water separator is
installed to take full advantage of available bleed pressures and recirculation
capability.
The system control is done by electronic
controllers, electro-pneumatic valves and
electrically driven valves.
For sufficient ventilation and passenger
comfort a common cold air manifold
mixes the pack fresh air with recirculation
air.
The temperature control of the aft cargo
compartments is similar to that of the
system in the heating mode.
21-16
Pack Temperature Control

The pack temperature control system controls the pack outlet temperature and sets
its maximum and minimum limits. Two
pack controllers control the system.
Each pack controller controls the two
major parameters of its related pack:
- the pack outlet temperature (through the
water extractor outlet temperature),
- the ram air cooling flow, which is kept to
a minimum for fuel economy.
Each pack controller consists of two computers, one primary and one electrically
independent secondary computer. The primary computer is capable of modulating
the system parameters to their full extent,
thus optimizing the system performance.
The secondary computer gives a reduced
level of optimization when it operates as a
back-up in the event of the primary computer failure.
In normal operation the primary computer
of the pack controller controls the system.
The pack controller gets a temperature reference as a demand signal from the zone
controller. This demand signal, the preferred bypass valve position, the measured
water extractor outlet temperature, the
bypass valve actuator position, and the
ram air outlet actuator position are used
continuously to determine their necessary
drive speeds. The speed is zero when the
water extractor outlet temperature gets to
the required value and the bypass valve to
the preferred position.
The preferred bypass valve position is normally 21 but is adjusted when necessary,
dependent on pack inlet pressure. The ram
air inlet actuator position is slaved to the
actual ram air outlet actuator position.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321

The water extractor outlet temperatures
are limited through the temperature
demand signal from the zone controller.
The upper limit is 158F (70C). The
lower limits are as follow:
One or two pack operation
0 to 24,000 ft
41 F (5C).
24,0000
to 29,000 ft
32 F (0C).
Above 29,000 ft -22 F (-30C).

Compressor outlet temp. limits
up to 385F
normal operation,
385F to
428F
reduced closing,
428F
432F
to ram air outlet

actuator can no
longer be closed,
432F and
above
ram air outlet

actuator opens
at maximum speed,
at 446F
pneumatic temp.
sensor starts to
close the flow
control valve,
at 500F
Over heat warnings

to ECAM and the
pack switches on
overhead panel
30VU.
JUN 97
AIR CONDITIONING
A319/A320

The system includes various backup functions to ensure of safe operation during
failure. If the pack controller primary
computer fails the secondary computer
controls at a reduced level. The ram air
doors will open to the maximum flight
position and no further optimization takes
place (the flow control reference remains
at its previous setting). Control of the
water extractor outlet temperature (to the
level demanded from the zone controller)
will still take place through modulation of
the bypass valve. The overheat warning
will still be available.
If the zone controller (or its communications) fail completely the pack controllers
take over control. They will limit the
water extractor outlet temperature to 68F
(20C) for pack 1 and to 50F (10C) for
pack 2. If there is a failure (of the communications from the zone controller main
computer and it remains active), the pack
controllers take over control. They will
limit the water extractor outlet temperature to 41F (5C) for pack 1 and to 50F
(10C) for pack 2. The zone controller can
still use the trim air system to increase the
cabin inlet temperature, if necessary. The
pack controllers still get the zone controller status signal from the zone secondary
computer.
A flow priority mode is included in the
pack controller primary computer. At low
pack inlet pressure the bypass valve and
the ram air inlet/outlet doors are modulated to a more open position and thus
increase pack flow.
21-17
The water extractor outlet temperatures

are limited through the temperature
demand signal from the zone controller.
The upper limit is 158F (70C). The
lower limits are as follow:
One or two pack operation
0 to 24,000 ft
41F (5C).
24,0000
to 29,000 ft
32F (0C).
Above 29,000 ft -22F (-30C).

Compressor outlet temp. limits
up to 385F
normal operation,
385F to
428F
reduced closing,
428F
432F
to ram air outlet

actuator can no
longer be closed,
432F and
above
ram air outlet

actuator opens
at maximum speed,
at 446F
pneumatic temp.
sensor starts to
close the flow
control valve,
at 500F
Over heat warnings

to ECAM and the
pack switches on
overhead panel
30VU.
JUN 97
The system includes various backup functions to ensure of safe operation during
failure. If the pack controller primary
computer fails the secondary computer
controls at a reduced level. The ram air
doors will open to the maximum flight
position and no further optimization takes
place (the flow control reference remains
at its previous setting). Control of the
water extractor outlet temperature (to the
level demanded from the zone controller)
will still take place through modulation of
the bypass valve. The overheat warning
will still be available.
If the zone controller (or its communications) fail completely the pack controllers
take over control. They will limit the
water extractor outlet temperature to 68F
(20C) for pack 1 and to 50F (10C) for
pack 2. If there is a failure (of the communications from the zone controller main
computer and it remains active), the pack
controllers take over control. They will
limit the water extractor outlet temperature to 41F (5C) for pack 1 and to 50F
(10C) for pack 2. The zone controller can
still use the trim air system to increase the
cabin inlet temperature, if necessary. The
pack controllers still get the zone controller status signal from the zone secondary
computer.
A flow priority mode is included in the
pack controller primary computer. At low
pack inlet pressure the bypass valve and
the ram air inlet/outlet doors are modulated to a more open position and thus
increase pack flow.
21-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

The pack controller will detect a failure of
the bypass valve function when the bypass
valve fails (either because of a valve actuator failure or because of a valve jam), or
the power output circuit of the primary
computer fails.
In both cases the secondary computer of
the pack controller takes control and
opens the ram air doors to a limited position. If the power output circuit was the
faulty function, the temperature will be
controlled by the secondary computer and
the bypass valve. If the bypass valve failure is effective, the ram air doors are controlled to a limited open position by the
secondary computer to avoid overheating
of the compressor.
A failure of the primary computer of the
pack controller is indicated on CFDS by
the message Pl CONT or P2 CONT.
Included in the air conditioning packs are
pneumatic control devices. They are a
final backup for overheat protection, pack
control and icing protection.
21-18
AIR CONDITIONING
A319/A320

Back up compressor overheat protection is
as follows. Installed at the compressor
outlet is a pneumatic temperature sensor.
This acts (by differential expansion)
directly on the flow control valve muscle
pressure. It starts to close the flow control
valve when the compressor outlet temperature gets to 446F (230C). Control is
such that the overheat warning temperature of 500F (260C) should never occur.
Back up pack control is as follows. In the
event that the pack controller cannot control the pack outlet temperature, the pneumatic temperature control system is
activated. The anti ice valve works with
the pack outlet pneumatic sensor, to control the pack outlet temperature pneumatically to a nominally constant value of
59F (15C).
Back up icing protection is as follows.
Icing of the pack condenser is prevented
with the anti ice valve. There are two pairs
of pressure sense lines. One on the high
pressure side of the condenser and the
other on the low pressure side of the condenser. If an excessive pressure drop
(indicating icing) is detected, the anti ice
valve is opened (pneumatically). This
results in a surge of hot air to the turbine
outlet, which clears the ice blockage, and
the anti-ice valve then shuts.
JUN 97
The pack controller will detect a failure of

the bypass valve function when the bypass
valve fails (either because of a valve actuator failure or because of a valve jam), or
the power output circuit of the primary
computer fails.
In both cases the secondary computer of
the pack controller takes control and
opens the ram air doors to a limited position. If the power output circuit was the
faulty function, the temperature will be
controlled by the secondary computer and
the bypass valve. If the bypass valve failure is effective, the ram air doors are controlled to a limited open position by the
secondary computer to avoid overheating
of the compressor.
A failure of the primary computer of the
pack controller is indicated on CFDS by
the message Pl CONT or P2 CONT.
Included in the air conditioning packs are
pneumatic control devices. They are a
final backup for overheat protection, pack
control and icing protection.
21-18
Back up compressor overheat protection is

as follows. Installed at the compressor
outlet is a pneumatic temperature sensor.
This acts (by differential expansion)
directly on the flow control valve muscle
pressure. It starts to close the flow control
valve when the compressor outlet temperature gets to 446F (230C). Control is
such that the overheat warning temperature of 500F (260C) should never occur.
Back up pack control is as follows. In the
event that the pack controller cannot control the pack outlet temperature, the pneumatic temperature control system is
activated. The anti ice valve works with
the pack outlet pneumatic sensor, to control the pack outlet temperature pneumatically to a nominally constant value of
59F (15C).
Back up icing protection is as follows.
Icing of the pack condenser is prevented
with the anti ice valve. There are two pairs
of pressure sense lines. One on the high
pressure side of the condenser and the
other on the low pressure side of the condenser. If an excessive pressure drop
(indicating icing) is detected, the anti ice
valve is opened (pneumatically). This
results in a surge of hot air to the turbine
outlet, which clears the ice blockage, and
the anti-ice valve then shuts.
JUN 97
UNITED AIRLINES
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A318/
A319/A320 /A321
AIR CONDITIONING
A319/A320
AIR CONDITIONING
WATER EXTRACTOR
SENSOR
BYPASS VALVE
SPEED
PACK DEMAND
(FROM ZONE CONTROLLER)
WATER EXTRACTOR
SENSOR
BPV POSITION
BYPASS VALVE
SPEED
PACK DEMAND
BYPASS
VALVE
MULTIVARIABLE
CONTROL
INLET PRESS. SENSOR
COMPRESSOR OUTLET TEMP
PREFERED BYPASS
VALVE POSTION
DETERMINATION
RAM EXIT
ACTUATOR
INLET PRESS. SENSOR

COMPRESSOR OUTLET TEMP
PREFERED BYPASS
VALVE POSTION
DETERMINATION
ACT. SPEED
EXIT ACTUATOR POS
GAIN
ACT SPEED
FLOW CONTROL
VALVE SETTING
RAM EXIT
ACTUATOR
EXIT ACTUATOR POS
RAM INLET
DOOR POSITION
DETERMINATION
RAM INLET
ACTUATOR
INLET ACTUATOR POS
OTHER PACK OFF

FLOW DEMAND
BYPASS
VALVE
MULTIVARIABLE
CONTROL
ACT. SPEED
RAM INLET
DOOR POSITION
DETERMINATION
BPV POSITION
GAIN
ACT SPEED
RAM INLET
ACTUATOR
INLET ACTUATOR POS
FLOW
CONTROL
VALVE
OTHER PACK OFF

FLOW DEMAND
FLOW CONTROL
VALVE SETTING
FLOW
CONTROL
VALVE
6100ACMO
Primary Computer
Pack Controller-Normal Control Function Diagram
PACK DEMAND
GAIN
Primary Computer
Pack Controller-Normal Control Function Diagram
BYPASS
VALVE
PACK DEMAND
WATER EXTR.
SENSOR
GAIN
BYPASS
VALVE
GAIN
RAM EXIT
ACTUATOR
GAIN
RAM INLET
ACTUATOR
WATER EXTR.
SENSOR
GAIN
RAM EXIT
ACTUATOR
MAX. FLIGHT
OPEN POSITION
MAX. FLIGHT
OPEN POSITION
GAIN
RAM INLET
ACTUATOR
6100AEMO
6100AEMO
Secondary Computer
Pack Controller - Back Up Control Function Diagram
JUN 97
Secondary Computer
Pack Controller - Back Up Control Function Diagram
21-19
JUN 97
21-19
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321

Flight Deck and Cabin Temperature
Control
The flight deck and cabin temperature
control system controls the temperature in
the cabin and flight deck. Different temperatures can be set for the flight deck and
the cabin. The cabin is divided into the
forward zone and the aft zone. Hot trim
air, which is used for temperature control
in the forward cabin, the aft cabin, and the
flight deck is individually controlled
under normal conditions in pressure and
quantity. A backup is provided and will
take over control in a failure condition.
The zone controller controls the temperature of the flight deck, forward cabin and
aft cabin zones. This controller contains
two computers, a primary and a secondary. The primary computer gives full control of all of the system parameters. The
secondary computer gives a reduced level
of control when used as a backup to the
primary computer, (in the event of primary computer failure).
Hot trim air is taken from the bleed air
supply to the air conditioning packs downstream of the flow control valves. It flows
to the trim air check valves, through the
trim air pressure regulating valve, and to
the hot air pressure switch 26HK.
From the trim air pressure regulating
valve the air flows also to the aft cargo
compartment heating system. It then flows
to the independently controlled trim air
valves (3) for the flight deck, forward
cabin, and aft cabin. The trim air is mixed
with cooled conditioned air from the
mixer unit and flows to the cabin. The
trim air also flows to the flight deck
through a restrictor.
21-20
AIR CONDITIONING
A319/A320

The three trim air valves add an adjustable
quantity of hot trim air to the cooled conditioned air from the mixer unit. The zone
temperature controller controls the position of the trim air valves. The trim air
valves are installed in the ducts to the
flight deck and the two cabin areas.
The trim air pressure valve keeps the pressure in the trim air supply to 4 psi above
the cabin pressure. It is installed downstream of the trim air check valves. In normal operation it operates pneumatically.
The trim air pressure regulating valve can
be used to shut off the trim air supply.
Temperature sensors send temperature
data to the zone temperature controller.
The temperature sensor 24HK (for flight
deck) is installed in the mixer unit. The
temperature sensor 25HK (for cabin) is
installed in the mixer unit. The temperature sensor 15HK is installed in the duct to
the flight deck. The temperature sensor
16HK is installed in the duct to the forward cabin. The temperature sensor 17HK
is installed in the duct to the aft cabin. The
duct overheat temperature sensor 18HK is
installed in the duct to the flight deck. The
installed in the duct to the forward cabin.
The duct overheat temperature sensor
20HK is installed in the duct to the aft
cabin. The temperature sensor 21HK is
installed in the flight deck. The temperature sensor 22HK is installed in the forward zone of the cabin. The temperature
sensor 23HK is installed in the aft zone of
the cabin.
NOTE: See the COMPONENT LOCATION section of this chapter (Flight
Deck and Cabin Temperature Control)
for additional location information.
JUN 97
Flight Deck and Cabin Temperature

Control
The flight deck and cabin temperature
control system controls the temperature in
the cabin and flight deck. Different temperatures can be set for the flight deck and
the cabin. The cabin is divided into the
forward zone and the aft zone. Hot trim
air, which is used for temperature control
in the forward cabin, the aft cabin, and the
flight deck is individually controlled
under normal conditions in pressure and
quantity. A backup is provided and will
take over control in a failure condition.
The zone controller controls the temperature of the flight deck, forward cabin and
aft cabin zones. This controller contains
two computers, a primary and a secondary. The primary computer gives full control of all of the system parameters. The
secondary computer gives a reduced level
of control when used as a backup to the
primary computer, (in the event of primary computer failure).
Hot trim air is taken from the bleed air
supply to the air conditioning packs downstream of the flow control valves. It flows
to the trim air check valves, through the
trim air pressure regulating valve, and to
the hot air pressure switch 26HK.
From the trim air pressure regulating
valve the air flows also to the aft cargo
compartment heating system. It then flows
to the independently controlled trim air
valves (3) for the flight deck, forward
cabin, and aft cabin. The trim air is mixed
with cooled conditioned air from the
mixer unit and flows to the cabin. The
trim air also flows to the flight deck
through a restrictor.
21-20
The three trim air valves add an adjustable

quantity of hot trim air to the cooled conditioned air from the mixer unit. The zone
temperature controller controls the position of the trim air valves. The trim air
valves are installed in the ducts to the
flight deck and the two cabin areas.
The trim air pressure valve keeps the pressure in the trim air supply to 4 psi above
the cabin pressure. It is installed downstream of the trim air check valves. In normal operation it operates pneumatically.
The trim air pressure regulating valve can
be used to shut off the trim air supply.
Temperature sensors send temperature
data to the zone temperature controller.
The temperature sensor 24HK (for flight
deck) is installed in the mixer unit. The
temperature sensor 25HK (for cabin) is
installed in the mixer unit. The temperature sensor 15HK is installed in the duct to
the flight deck. The temperature sensor
16HK is installed in the duct to the forward cabin. The temperature sensor 17HK
is installed in the duct to the aft cabin. The
installed in the duct to the flight deck. The
installed in the duct to the forward cabin.
The duct overheat temperature sensor
20HK is installed in the duct to the aft
cabin. The temperature sensor 21HK is
installed in the flight deck. The temperature sensor 22HK is installed in the forward zone of the cabin. The temperature
sensor 23HK is installed in the aft zone of
the cabin.
NOTE: See the COMPONENT LOCATION section of this chapter (Flight
Deck and Cabin Temperature Control)
for additional location information.
JUN 97
UNITED AIRLINES
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A318/
AIR CONDITIONING
A319/A320 /A321

Three temperature selectors allow the
required air temperature to be set in the
forward and aft cabin and on the flight
deck.
Any temperature between 64F (18C)
and 86F (30C) can be set with the temperature selectors. The 12 oclock position
is 75F (24C). The selectors send a signal
to the zone controller. The selectors are
installed on the flight deck overhead panel
30VU.
The temperatures in the different zones
appear on the COND page of ECAM.
The hot air pressure switch 26HK closes if
the pressure in the applicable trim air supply is more than 6.5 psi (overpressure).
The microswitch sends a signal to the zone
controller. The signal continues until the
hot air pressure switch opens when the
pressure decreases to 5 psi. It is installed
downstream of the trim air pressure regulating valve.
The trim air check valves (2) prevent
reverse flow if there is a pack failure.
They are installed in the trim air supplies
from the packs.
Normal operation (Primary Computer) is
as follows. The crew selects the desired
temperature on the zone temperature
selectors (3) located on the flight deck
overhead panel 30VU. The zone controller
receives these demand signals and computes the necessary input temperature to
JUN 97
AIR CONDITIONING
A319/A320

the zones. This is done through the pack
outlet temperature and the trim air system.
Hot bleed air is tapped downstream of the
flow control valves. The air flows through
the check valves to the trim air pressure
regulating valve. This valve controls the
pressure of the hot trim air going into the
hot air manifold, to 4 psi above cabin pressure. The hot air pressure switch continuously monitors the pressure of the hot trim
air. If the pressure in the system goes
above 6.5 psi (ovrpressure), the zone controller sends a signal to the ECAM system.
This signal stays until the pressure falls
below 5 psi. The zone controller also
determines which zone needs the lowest
duct inlet temperature. This lowest temperature demand signal is sent to the pack
temperature control system, and the pack
outlet temperatures are adjusted accordingly. The other two zones will require
higher duct inlet temperatures, this is done
with hot bleed air from the trim air system.
Each zone has its own trim air valve and
the zone controller adjusts each valve to
give the necessary temperatures.
The primary computer side of the zone
controller increases the zone reference
temperatures selected on each temperature
selector. It does this to compensate for
reduced humidity and a decrease in interior wall temperature (which is dependent
on aircraft altitude).
21-21
Three temperature selectors allow the

required air temperature to be set in the
forward and aft cabin and on the flight
deck.
Any temperature between 64F (18C)
and 86F (30C) can be set with the temperature selectors. The 12 oclock position
is 75F (24C). The selectors send a signal
to the zone controller. The selectors are
installed on the flight deck overhead panel
30VU.
The temperatures in the different zones
appear on the COND page of ECAM.
The hot air pressure switch 26HK closes if
the pressure in the applicable trim air supply is more than 6.5 psi (overpressure).
The microswitch sends a signal to the zone
controller. The signal continues until the
hot air pressure switch opens when the
pressure decreases to 5 psi. It is installed
downstream of the trim air pressure regulating valve.
The trim air check valves (2) prevent
reverse flow if there is a pack failure.
They are installed in the trim air supplies
from the packs.
Normal operation (Primary Computer) is
as follows. The crew selects the desired
temperature on the zone temperature
selectors (3) located on the flight deck
overhead panel 30VU. The zone controller
receives these demand signals and computes the necessary input temperature to
JUN 97
the zones. This is done through the pack

outlet temperature and the trim air system.
Hot bleed air is tapped downstream of the
flow control valves. The air flows through
the check valves to the trim air pressure
regulating valve. This valve controls the
pressure of the hot trim air going into the
hot air manifold, to 4 psi above cabin pressure. The hot air pressure switch continuously monitors the pressure of the hot trim
air. If the pressure in the system goes
above 6.5 psi (ovrpressure), the zone controller sends a signal to the ECAM system.
This signal stays until the pressure falls
below 5 psi. The zone controller also
determines which zone needs the lowest
duct inlet temperature. This lowest temperature demand signal is sent to the pack
temperature control system, and the pack
outlet temperatures are adjusted accordingly. The other two zones will require
higher duct inlet temperatures, this is done
with hot bleed air from the trim air system.
Each zone has its own trim air valve and
the zone controller adjusts each valve to
give the necessary temperatures.
The primary computer side of the zone
controller increases the zone reference
temperatures selected on each temperature
selector. It does this to compensate for
reduced humidity and a decrease in interior wall temperature (which is dependent
on aircraft altitude).
21-21
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AIR CONDITIONING
/A321

The normal limits for the zone duct inlet
temperatures are a low limit of 46F (8C)
to a high limit of 122F (50C). These
limits can be extended to low 35F (2C)
to high 158F (70C) during pull up and
pull down. This is recognized because the
measured temperature is outside the
selectable range of 64F (18C) to 86F
(30C). The extended operating limits also
apply during one pack operation, to maintain the temperature below 86F (30C) or
above 69F (21C).
The required mix manifold temperature
(the lowest duct demand temperature) is
compared with the actual mix manifold
temperature. This determines the necessary pack outlet temperature, which is
computed in the zone controller and signalled to both pack controllers.
The crew can select the flow control reference to 80%, 100% or 120% (LO, NORM,
HI) of the nominal value. The selected
values can be modified under the conditions listed below:
- during APU operation, the zone
controller receives the discrete APU
bleed valve open signal and resets the
flow reference to 120%. This overrides
any other selection or commands (the
APU control and APU demand signals
control the APU flow).
- if 80% (LO) is selected, the controller
can increase the flow reference up to
100% when the cooling demand is not
met.
- when there is only one pack operating
the controller for that pack will increase
the flow reference to 120% (HI).
21-22
AIR CONDITIONING
A319/A320

A signal from the zone controller can
increase the APU flow output if any
selected zone temperature is not met. The
demand signal is 0% for most normal
operating conditions. This increases proportionally up to 100%, when the duct
demand temperature (of any zone) reaches
the predetermined low (cooling) or high
(heating) values.
The zone controllers can supply a demand
signal to FADEC (Full Authority Digital
Engine Control) to increase the engine idle
setting during descent and ground operation. It does this to increase the available
bleed pressure when the existing pressure
is insufficient to provide necessary flow
through the packs for cabin cooling. The
demand signal is 0 % for most normal
operating conditions. This increases proportionally to 100% (to give up to 30 psig
pack inlet pressure), when the duct
demand temperature of any zone reaches a
predetermined low value (lack of cooling).
The pack inlet pressure must also have
reached a predetermined low value.
JUN 97
The normal limits for the zone duct inlet

temperatures are a low limit of 46F (8C)
to a high limit of 122F (50C). These
limits can be extended to low 35F (2C)
to high 158F (70C) during pull up and
pull down. This is recognized because the
measured temperature is outside the
selectable range of 64F (18C) to 86F
(30C). The extended operating limits also
apply during one pack operation, to maintain the temperature below 86F (30C) or
above 69F (21C).
The required mix manifold temperature
(the lowest duct demand temperature) is
compared with the actual mix manifold
temperature. This determines the necessary pack outlet temperature, which is
computed in the zone controller and signalled to both pack controllers.
The crew can select the flow control reference to 80%, 100% or 120% (LO, NORM,
HI) of the nominal value. The selected
values can be modified under the conditions listed below:
- during APU operation, the zone
controller receives the discrete APU
bleed valve open signal and resets the
flow reference to 120%. This overrides
any other selection or commands (the
APU control and APU demand signals
control the APU flow).
- if 80% (LO) is selected, the controller
can increase the flow reference up to
100% when the cooling demand is not
met.
- when there is only one pack operating
the controller for that pack will increase
the flow reference to 120% (HI).
21-22
A signal from the zone controller can

increase the APU flow output if any
selected zone temperature is not met. The
demand signal is 0% for most normal
operating conditions. This increases proportionally up to 100%, when the duct
demand temperature (of any zone) reaches
the predetermined low (cooling) or high
(heating) values.
The zone controllers can supply a demand
signal to FADEC (Full Authority Digital
Engine Control) to increase the engine idle
setting during descent and ground operation. It does this to increase the available
bleed pressure when the existing pressure
is insufficient to provide necessary flow
through the packs for cabin cooling. The
demand signal is 0 % for most normal
operating conditions. This increases proportionally to 100% (to give up to 30 psig
pack inlet pressure), when the duct
demand temperature of any zone reaches a
predetermined low value (lack of cooling).
The pack inlet pressure must also have
reached a predetermined low value.
JUN 97
ACTEMPSH
VENTILATION
JUN 97

SHUT
AUTO
X BLEED
COLD
OPEN
HOT
PACK 2
OFF
FAULT
ENG 2 BLEED
OFF
FAULT
PACK 2
OFF
FAULT
HOT AIR
21-23

ACTEMPSH
Air Conditioning - System Temp Control Schematic

JUN 97
Air Conditioning - System Temp Control Schematic
21-23
LO
OFF
FAULT
PACK 1
HOT
ON
FAULT
OFF
ON
COLD
FAULT
RAM AIR
HOT
APU BLEED
PACK 1
COLD
FWD CABIN
SHUT
AUTO
X BLEED
COLD
OPEN
HOT
PACK 2
OFF
FAULT
ENG 2 BLEED
PACK
2
OFF
FAULT
PACK 2
OFF
FAULT
HOT AIR
CHECK VALVE
PRESSURE
26HK
TEMP 25HK
19HK *
TRIM AIR
VALVES
16HK
AFT CABIN
TRIM AIR
PRESS REG
VALVE
EMER
RAM AIR
ENG 1 BLEED
HI
TEMP
OVERHEAT
AFT
* DUCT OVERHEAT SENSORS ARE ON A320 AIRCRAFT ONLY.
C
O
N
D
A
I
R
COCKPIT
CHECK VALVE
FWD
MIXING UNIT
LP GROUND
CONNECTION
TEMP 24HK
PACK FLOW
CONTROL VALVE
PACK FLOW
NORM
PACK
1
TEMP 15HK
OVERHEAT 18HK *
COCKPIT
C
O
N
D
A
I
R
TEMP 17HK
CABIN
AIR
70
CKPT
COND
FAN
65
PRESSURE SENSOR
OVERHEAT SENSOR
TEMP SENSOR
PACK 2
CONTROLLER
FILTERS
OVERHEAT 20HK *
C
O
N
D
A
I
R
OVERHEAT SENSOR
PRESSURE SENSOR
72
72
FWD
72
H
72
ALTN MODE
FWD
ALTN MODE
AFT
FAN
AFT
FAN
79
H
75
TEMP: F
79
75
TEMP: F
HOT
AIR
HOT
AIR
AIR CONDITIONING
ZONE
CONTROLLER
ON
FAULT
OFF
ON
HOT
FAULT
RAM AIR
COLD
APU BLEED
PACK 1
HOT
ENG 1 BLEED
COLD
AFT CABIN
65
TEMP SENSOR
PACK 2
CONTROLLER
FILTERS
CABIN
AIR
70
CKPT
FAN
PACK 1
CONTROLLER
CABIN
AIR
OFF
FAULT
PACK 1
HI
FWD CABIN
PACK
2
TEMP 17HK
OVERHEAT 20HK *
COND
A319/A320 /A321
OFF
CAB FANS
LO
COCKPIT
CHECK VALVE
PRESSURE
26HK
TEMP 25HK
19HK *
TRIM AIR
VALVES
16HK
* DUCT OVERHEAT SENSORS ARE ON A320 AIRCRAFT ONLY.
C
O
N
D
A
I
R
PACK FLOW
NORM
PACK FLOW
CONTROL VALVE
CHECK VALVE
EMER
RAM AIR
TRIM AIR
PRESS REG
VALVE
MIXING UNIT
LP GROUND
CONNECTION
TEMP 24HK
TEMP
OVERHEAT
AFT
A318/
ZONE
CONTROLLER
PACK
1
TEMP 15HK
OVERHEAT 18HK *
FWD
AIR CONDITIONING
VENTILATION
CABIN
AIR
PACK 1
CONTROLLER
OFF
CAB FANS
COCKPIT
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/A321

Primary Zone Controller
Both the primary and secondary computer
of the zone controller can detect an overheat of 190F (88C) in any one of three
zone supply ducts. The primary computer
does this through the primary duct temperature or the duct overheat sensor. The secondary computer does this through the
secondary duct temperature sensor. The
first computer (primary or secondary) to
detect an overheat will send a signal to
illuminate the FAULT light on the HOT
AIR switch. It will also close the trim air
pressure regulating valve. The primary
computer will close all three trim air
valves.
The FAULT light will stay on and the
closed valves will stay closed until:
- the duct temperature goes down below
158F (70C),
- the HOT AIR switch is released (to make
the FAULT light go off.),
- the HOT AIR switch is pressed again (to
open the trim air regulating valve and
the three trim air valves).
21-24
AIR CONDITIONING
A319/A320

The primary computer can detect an early
overheat condition of 176F (80C). It
does this through the duct temperature
sensor 15HK (16HK, 17HK) or the duct
overheat sensor 18HK (19HK, 20HK).
The primary computer commands the trim
air pressure regulating valve to reduce its
setting from 4 psi to 2 psi when 176F
(80C) is detected. The higher pressure
setting is commanded again when all duct
temperatures are below 158F (70C). If
an early overheat condition of 176F
(80C) is detected four times during one
flight, the 190F (88C) procedure is indicated.
Failure of the trim air system will cause
the primary computer (of the zone controller) to change to a backup control mode.
Separate control of flight deck and cabin is
still given, but a distinction between forward and aft cabin is not made. In this
mode each pack is controlled separately,
pack 1 for the flight deck and pack 2 for
the cabin.
JUN 97
Primary Zone Controller

of the zone controller can detect an overheat of 190F (88C) in any one of three
zone supply ducts. The primary computer
does this through the primary duct temperature or the duct overheat sensor. The secondary computer does this through the
secondary duct temperature sensor. The
first computer (primary or secondary) to
detect an overheat will send a signal to
illuminate the FAULT light on the HOT
AIR switch. It will also close the trim air
pressure regulating valve. The primary
computer will close all three trim air
valves.
The FAULT light will stay on and the
closed valves will stay closed until:
- the duct temperature goes down below
158F (70C),
- the HOT AIR switch is released (to make
the FAULT light go off.),
- the HOT AIR switch is pressed again (to
open the trim air regulating valve and
the three trim air valves).
21-24
The primary computer can detect an early

overheat condition of 176F (80C). It
does this through the duct temperature
sensor 15HK (16HK, 17HK) or the duct
overheat sensor 18HK (19HK, 20HK).
The primary computer commands the trim
air pressure regulating valve to reduce its
setting from 4 psi to 2 psi when 176F
(80C) is detected. The higher pressure
setting is commanded again when all duct
temperatures are below 158F (70C). If
an early overheat condition of 176F
(80C) is detected four times during one
flight, the 190F (88C) procedure is indicated.
Failure of the trim air system will cause
the primary computer (of the zone controller) to change to a backup control mode.
Separate control of flight deck and cabin is
still given, but a distinction between forward and aft cabin is not made. In this
mode each pack is controlled separately,
pack 1 for the flight deck and pack 2 for
the cabin.
JUN 97
JUN 97

6300AEMO
Primary Computer of the Zone Controller - Normal Control Mode

21-25
JUN 97
ALT
ALT
BIAS
ALT
ALT
BIAS
ALT
ZONE
SENSOR
ZONE
SENSOR
PIGAIN
PIGAIN
PIGAIN
+2
+70
DUCT
SENSOR
DUCT
SENSOR
DUCT
SENSOR
+2
+70
+2
+70
DUCT
SENSOR
TRIM
VALVE
TRIM
VALVE
TRIM
VALVE
DUCT DEMAND
TRIM
VALVE
TRIM
VALVE
TRIM
VALVE
DUCT DEMAND
APU BLEED
VALVE OPEN
FLOW
DEMAND
FACTOR
LOWEST
VALUE
DEMAND
SIGNAL
ELABORATION
APU BLEED
VALVE OPEN
FLOW
DEMAND
FACTOR
LOWEST
VALUE
DEMAND
SIGNAL
ELABORATION
MIXER
SENSORS
MEAN
MIXER
SENSORS
MEAN
+2
+70
+2
+70
FLOW DEMAND
(TO PACK CONTORLLER)
PIGAIN
FADEC DEMAND
APU DEMAND
FLOW DEMAND
(TO PACK CONTORLLER)
PIGAIN
FADEC DEMAND
APU DEMAND
PACKS
DEMAND
PACKS
DEMAND
AIR CONDITIONING
FLOW
SELECTOR
COCKPIT
AFT CABIN
ZONE
SENSOR
+2
+70
DUCT
SENSOR
DUCT
SENSOR
+2
+70
+2
+70
ALT
BIAS
ZONE
ERROR
ZONE
SENSOR
PIGAIN
PIGAIN
PIGAIN
A319/A320 /A321
TEMP
SELECT
FWD CABIN
ALT
ALT
BIAS
ZONE
SENSOR
ZONE
SENSOR
A318/
ALT
ALT
BIAS
ALT
ALT
BIAS
ZONE
ERROR
AIR CONDITIONING
FLOW
SELECTOR
COCKPIT
AFT CABIN
TEMP
SELECT
FWD CABIN
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6300AEMO
Primary Computer of the Zone Controller - Normal Control Mode

21-25
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AIR CONDITIONING
/A321

Secondary Zone Controller
The system has different backup functions
to make sure of safe operation in the event
of failure. The primary computer (of the
zone controller) normally gives full (or
backup) control of the system, with the
secondary system for failure storage and
system monitoring.
Failure of the primary computer (of the
zone controller) will cause the secondary
computer to take over to give a reduced
level of control. In this failure condition,
control of the trim air system is lost. The
is similar to that described earlier for the
primary computer. The following reduced
functions are also given:
- 75F (24C) replaces the selectable zone
temperatures without altitude correction,
- the APU demand signal is not available,
- the flow setting optimization is not
available.
of the zone controller give overheat detection and related actions.
The temperature in each zone is controlled
from (cold) 64F (18C) to (hot) 86F
(30C). This is relative to the position of
the temperature selectors. In the center
position the temperature is controlled to
approximately 75F (24C).
21-26
AIR CONDITIONING
A319/A320

The hot air which is supplied to the trim
air pressure regulating valve is unconditioned bleed air. The hot air switch
installed in the flight deck overhead panel
30VU controls this valve.
When AUTO is selected (switch
depressed), the trim air pressure regulating
valve pneumatically controls the hot air
manifold pressure to 4 psi above cabin
pressure. The valve will electrically close
automatically if the temperature in the
supply duct goes above 190F (88C).
This will also happen if the temperature in
the supply duct goes above 176F (80C)
four times in one flight.
When OFF is selected (switch released),
OFF comes on in white, and the trim air
pressure regulating valve closes. FAULT
comes on in amber when an overheat condition is detected and remains, regardless
of the hot air switch position, until the
temperature falls below 158F (70C).
JUN 97
Secondary Zone Controller

The system has different backup functions
to make sure of safe operation in the event
of failure. The primary computer (of the
zone controller) normally gives full (or
backup) control of the system, with the
secondary system for failure storage and
system monitoring.
Failure of the primary computer (of the
zone controller) will cause the secondary
computer to take over to give a reduced
level of control. In this failure condition,
control of the trim air system is lost. The
is similar to that described earlier for the
primary computer. The following reduced
functions are also given:
- 75F (24C) replaces the selectable zone
temperatures without altitude correction,
- the APU demand signal is not available,
- the flow setting optimization is not
available.
of the zone controller give overheat detection and related actions.
The temperature in each zone is controlled
from (cold) 64F (18C) to (hot) 86F
(30C). This is relative to the position of
the temperature selectors. In the center
position the temperature is controlled to
approximately 75F (24C).
21-26
The hot air which is supplied to the trim

air pressure regulating valve is unconditioned bleed air. The hot air switch
installed in the flight deck overhead panel
30VU controls this valve.
When AUTO is selected (switch
depressed), the trim air pressure regulating
valve pneumatically controls the hot air
manifold pressure to 4 psi above cabin
pressure. The valve will electrically close
automatically if the temperature in the
supply duct goes above 190F (88C).
This will also happen if the temperature in
the supply duct goes above 176F (80C)
four times in one flight.
When OFF is selected (switch released),
OFF comes on in white, and the trim air
pressure regulating valve closes. FAULT
comes on in amber when an overheat condition is detected and remains, regardless
of the hot air switch position, until the
temperature falls below 158F (70C).
JUN 97
JUN 97
Secondary Computer of the Zone Controller - Back Up Control Mode

6300AGMO
21-27
JUN 97
COCKPIT
ZONE
SENSOR
PI GAIN
+2
+70
DUCT
SENSOR
PI GAIN
PI GAIN
DEMAND
SIGNAL
ELABORATION
PI GAIN
+2
+70
+2
+70
+2
+70
PACK 1 DEMAND
PACK 2 DEMAND
FADEC DEMAND
PACK 1 DEMAND
AIR CONDITIONING
TEMP SELECT
SET TO 24C
FWD AFT
DUCT
SENSOR
FWD AFT
ZONE
SENSOR
+2
+70
DUCT
SENSOR
MEAN
VALUE
PI GAIN
+2
+70
PACK 2 DEMAND
MEAN
VALUE
PI GAIN
+2
+70
FADEC DEMAND
A319/A320 /A321
TEMP SELECT
SET TO 24C
CABIN
ZONE
SENSOR
PI GAIN
DEMAND
SIGNAL
ELABORATION
A318/
TEMP SELECT
SET TO 24C
FWD AFT
DUCT
SENSOR
FWD AFT
ZONE
SENSOR
+2
+70
MEAN
VALUE
PI GAIN
MEAN
VALUE
AIR CONDITIONING
COCKPIT
TEMP SELECT
SET TO 24C
CABIN
UNITED AIRLINES
UNITED AIRLINES
A319/A320
Secondary Computer of the Zone Controller - Back Up Control Mode

6300AGMO
21-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

DISTRIBUTION
A mixer unit, installed under the cabin
floor mixes conditioned air with cabin air.
The cabin air which has entered the underfloor area is drawn through two recirculation filters by two recirculation fans. The
recirculation fans then blow the air
through check valves (2) to the mixer unit.
The quantity of cabin air mixed with conditioned air ranges from 29% to 42% on
A319 aircraft to 34% to 36% on A320
aircraft (in normal cases). This is related
to the position of the flow selector. In an
emergency situation, a ram air inlet is
opened to supply sufficient air to the flight
deck and cabin zones. A low pressure
ground connector is also connected to the
ram air system for connection to a ground
air supply. The low pressure ground air
source can supply conditioned air to the
system when the engines and APU are
stopped.
The passenger cabin is divided into the
forward and aft distribution zones. Each
distribution zone has main supply ducts
and small riser ducts. The main supply
ducts are installed under the cabin floor
along the left hand and right hand side of
the fuselage. The riser ducts connect to the
main supply ducts and go up between
every second window to outlets above and
below the hatracks. The L-shaped riser
ducts connect the outlets above the doors
to the main supply ducts. Most of the distribution ducts are made resin and glassfiber laminate with metal sleeves bonded to
each end for duct interconnection. Flexible bellows, which are made of silicone
laminate and glassfiber, connect the ducts
to each other. During installation, clamps
secure the flexible bellows. Insulation
shells which are made of polyethylene
21-28
AIR CONDITIONING
A319/A320

foam or glass wool (covered with a Hypolon material) are installed around the
ducts.
Air from the mixing unit is supplied to the
flight deck through a duct installed below
the left hand side of the cabin floor. Conditioned air is supplied to the flight deck
as follows:
- the left hand side of the Captains station,
- the right hand side of the First Officers
station,
- at two positions in the left hand ceiling
area above the third crew members
station.
At these positions the airflow is adjustable
in quantity and direction:
- the left hand and right hand ceiling areas
above the lateral windows,
- the left hand and right hand sides below
the lateral windows.
At these positions, the airflow is adjustable in quantity only:
- at the left hand and right hand ceiling
areas above the windshield.
The mixing unit is installed under the
cabin floor between frames 34 and 36. It
mixes conditioned air and cabin air before
distribution to the system. The unit is
made in two parts, the mixing chamber
and the distribution head. The mixing
chamber is made of resin and glassfiber
laminate with a metal flange bonded at the
top. Connected to this flange is an aluminum distribution head which distributes
mixed air to the system supply ducts.
Crossfeed ducts are installed from the distribution head to the main supply ducts.
These are made of aluminum and contain
noise attenuators. The main supply duct to
the flight deck is made of aluminum at its
interface with the hot trim air system.
An electrically operated backup flap is
JUN 97
DISTRIBUTION
A mixer unit, installed under the cabin
floor mixes conditioned air with cabin air.
The cabin air which has entered the underfloor area is drawn through two recirculation filters by two recirculation fans. The
recirculation fans then blow the air
through check valves (2) to the mixer unit.
The quantity of cabin air mixed with conditioned air ranges from 29% to 42% on
A319 aircraft to 34% to 36% on A320
aircraft (in normal cases). This is related
to the position of the flow selector. In an
emergency situation, a ram air inlet is
opened to supply sufficient air to the flight
deck and cabin zones. A low pressure
ground connector is also connected to the
ram air system for connection to a ground
air supply. The low pressure ground air
source can supply conditioned air to the
system when the engines and APU are
stopped.
The passenger cabin is divided into the
forward and aft distribution zones. Each
distribution zone has main supply ducts
and small riser ducts. The main supply
ducts are installed under the cabin floor
along the left hand and right hand side of
the fuselage. The riser ducts connect to the
main supply ducts and go up between
every second window to outlets above and
below the hatracks. The L-shaped riser
ducts connect the outlets above the doors
to the main supply ducts. Most of the distribution ducts are made resin and glassfiber laminate with metal sleeves bonded to
each end for duct interconnection. Flexible bellows, which are made of silicone
laminate and glassfiber, connect the ducts
to each other. During installation, clamps
secure the flexible bellows. Insulation
shells which are made of polyethylene
21-28
foam or glass wool (covered with a Hypolon material) are installed around the
ducts.
Air from the mixing unit is supplied to the
flight deck through a duct installed below
the left hand side of the cabin floor. Conditioned air is supplied to the flight deck
as follows:
- the left hand side of the Captains station,
- the right hand side of the First Officers
station,
- at two positions in the left hand ceiling
area above the third crew members
station.
At these positions the airflow is adjustable
in quantity and direction:
- the left hand and right hand ceiling areas
above the lateral windows,
- the left hand and right hand sides below
the lateral windows.
At these positions, the airflow is adjustable in quantity only:
- at the left hand and right hand ceiling
areas above the windshield.
The mixing unit is installed under the
cabin floor between frames 34 and 36. It
mixes conditioned air and cabin air before
distribution to the system. The unit is
made in two parts, the mixing chamber
and the distribution head. The mixing
chamber is made of resin and glassfiber
laminate with a metal flange bonded at the
top. Connected to this flange is an aluminum distribution head which distributes
mixed air to the system supply ducts.
Crossfeed ducts are installed from the distribution head to the main supply ducts.
These are made of aluminum and contain
noise attenuators. The main supply duct to
the flight deck is made of aluminum at its
interface with the hot trim air system.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
A319/A320
AIR CONDITIONING
installed in this duct. This flap makes sure

sufficient fresh air is delivered to the flight
deck in case of pack 1 failure. Noise attenuators are installed downstream of the hot
trim air interface. The mixing unit and
crossfeed ducts are insulated with glasswool and a jacket made of a Hypolon
material.
Cabin air from the underfloor area is
mixed with conditioned air. This increases

the amount of air which is blown into the
distribution system. The two recirculation
fans (installed one each side of the mixing
unit) do this. Cabin air is drawn through
two recirculation filters and blown
through two check valves into the mixing
unit.
An electrically operated backup flap is

installed in this duct. This flap makes sure
sufficient fresh air is delivered to the flight
deck in case of pack 1 failure. Noise attenuators are installed downstream of the hot
trim air interface. The mixing unit and
crossfeed ducts are insulated with glasswool and a jacket made of a Hypolon
material.
Cabin air from the underfloor area is

mixed with conditioned air. This increases
the amount of air which is blown into the
distribution system. The two recirculation
fans (installed one each side of the mixing
unit) do this. Cabin air is drawn through
two recirculation filters and blown
through two check valves into the mixing
unit.
STA1483/FR34
STA1483/FR34
STA1537/FR36
STA1537/FR36
STA1590/FR36
STA1590/FR36
FWD ZONE LH
SUPPLY DUCT
FWD ZONE LH
SUPPLY DUCT
AFT ZONE RH
SUPPLY DUCT
AFT ZONE RH
SUPPLY DUCT
FWD ZONE RH
SUPPLY DUCT
FWD ZONE RH
SUPPLY DUCT
COCKPIT
SUPPLY
DUCT
COCKPIT
SUPPLY
DUCT
AFT ZONE LH
SUPPLY DUCT
AFT ZONE LH
SUPPLY DUCT
CONDITIONED AIR
PACK1
CONDITIONED AIR
PACK1
CONDITIONED AIR
PACK 2
MIXING UNIT
2100AEMO
RECIRCULATED AIR
MIXING UNIT
2100AEMO
Air Distribution - Mixer Unit

JUN 97
CONDITIONED AIR
PACK 2
RECIRCULATED AIR
Air Distribution - Mixer Unit

21-29
JUN 97
21-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

The Lavatory and Galley Ventilation System uses air from the cabin zones and conditioned air from the main distribution
ducts. Air removed from the ceiling area
of the lavatory, galley units and the lavatory bowls, is delivered to the outflow
valve area. A duct system, different from
the cabin distribution system, is used to
prevent unpleasant smells from entering
the cabin. A smoke detection system is
installed in each lavatory.
Most of the air used for ventilation is
cabin air. The extraction fan draws air into
the units. Conditioned air is supplied to
each lavatory and some galleys, from tappings on the cabin air distribution ducts.
Restrictors are installed downstream of
the tapping points to increase pressure for
correct functioning of the individual outlets. The airflow, from these outlets, is
adjustable in both quantity and direction,
and is located below the lavatory mirrors.
The extraction fan removes air from the
lavatory and the galley through a duct
located above the cabin ceiling. This duct
extends the length of the cabin from the
21-30
AIR CONDITIONING
A319/A320

forward utility area to the left hand aft lavatory. The duct divides into two dropper
ducts and follows the fuselage contour
downwards (on each side of a window) to
the fan. The air is then removed overboard
through the outflow valve. The extraction
fan operates continuously during flight
and on the ground when electrical power
is available to the aircraft.
The lavatory and galley extraction fan is
installed in line with the extraction duct. It
is powered by a three phase induction
motor that drives a fan wheel which has
high efficiency blades. The fan will operate continuously at about 11,700 RPM.
Thermo switches are installed inside the
stators of the extraction fan for overheat
protection. If the temperature of the stator
gets to 273F (134C) to 294F (146C)
the thermo switches isolate the electrical
supply to the fan.
continuously monitored by the zone controller of the cabin temperature control
system. If the fan fails, the zone controller
sends a signal to the ECAM and CFDS
systems.
JUN 97

The Lavatory and Galley Ventilation System uses air from the cabin zones and conditioned air from the main distribution
ducts. Air removed from the ceiling area
of the lavatory, galley units and the lavatory bowls, is delivered to the outflow
valve area. A duct system, different from
the cabin distribution system, is used to
prevent unpleasant smells from entering
the cabin. A smoke detection system is
installed in each lavatory.
Most of the air used for ventilation is
cabin air. The extraction fan draws air into
the units. Conditioned air is supplied to
each lavatory and some galleys, from tappings on the cabin air distribution ducts.
Restrictors are installed downstream of
the tapping points to increase pressure for
correct functioning of the individual outlets. The airflow, from these outlets, is
adjustable in both quantity and direction,
and is located below the lavatory mirrors.
The extraction fan removes air from the
lavatory and the galley through a duct
located above the cabin ceiling. This duct
extends the length of the cabin from the
21-30
forward utility area to the left hand aft lavatory. The duct divides into two dropper
ducts and follows the fuselage contour
downwards (on each side of a window) to
the fan. The air is then removed overboard
through the outflow valve. The extraction
fan operates continuously during flight
and on the ground when electrical power
is available to the aircraft.
installed in line with the extraction duct. It
is powered by a three phase induction
motor that drives a fan wheel which has
high efficiency blades. The fan will operate continuously at about 11,700 RPM.
Thermo switches are installed inside the
stators of the extraction fan for overheat
protection. If the temperature of the stator
gets to 273F (134C) to 294F (146C)
the thermo switches isolate the electrical
supply to the fan.
continuously monitored by the zone controller of the cabin temperature control
system. If the fan fails, the zone controller
sends a signal to the ECAM and CFDS
systems.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
AIR CONDITIONING
28 VDC power from the normal busbar

101PP through circuit breaker 5HU energizes the power relay 2HU. The power
relay energizes the extraction fan with 115
VAC from normal busbar 101XP through
circuit breaker 6HU. Thermo switches
protect the fan from overheating.
If an overheat occurs, the ground is
NORMAL
BUS 1
101XP
6HU
EXTRACT
FAN SUPPLY
A2
A1
B2
B1
C1
3
A B C
115V AC
C2
4
10A
B2
C2
}WY
removed from the power relay 2HU. This

removes the electrical power, the fan stops
and the indicating relay opens. The indicating relay signals the zone controller
8HK and the zone controller signals the
ECAM and CFDS systems. The extraction
fan should not be started again until the
fault has been found and repaired.
EXTRACT FAN
2HU
A2
1HU
A3
A1
B3
B1
C3
C1
X2
C
B1
3HU
A B C
115V AC
X1
NORMAL
BUS
5HU
101PP
FAN CONTROL
2
1
4
3
WY
28V DC
3A
B2
A2
A
X
Z
B1
B3
A1
A3
B2
C1
3
C2
4
10A
B2
C2
}WY
A
B
C
B1
3HU
X1
F
X2
D
DC1
B2
A2
4HU
3
4
1
2
1HU
A3
A1
B3
B1
C3
C1
X2
NORMAL
BUS
5HU
101PP
FAN CONTROL
2
1
4
3
WY
28V DC
3A
B
HK
HK
A
X
Z
3
4
1
2
B1
B3
A1
A3
HK
115V AC
Lavatory and Galley Ventilation - Schematic
Lavatory and Galley Ventilation - Schematic
B1
EXTRACT FAN
2HU
A2
115V AC
JUN 97
6HU
EXTRACT
FAN SUPPLY
A2
A1
removed from the power relay 2HU. This

removes the electrical power, the fan stops
and the indicating relay opens. The indicating relay signals the zone controller
8HK and the zone controller signals the
ECAM and CFDS systems. The extraction
fan should not be started again until the
fault has been found and repaired.
X1
DC1
4HU
NORMAL
BUS 1
101XP
X2
28 VDC power from the normal busbar

101PP through circuit breaker 5HU energizes the power relay 2HU. The power
relay energizes the extraction fan with 115
VAC from normal busbar 101XP through
circuit breaker 6HU. Thermo switches
protect the fan from overheating.
If an overheat occurs, the ground is
X1
HK
A319/A320
AIR CONDITIONING
21-31
JUN 97
21-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Individual Air Distribution
Air for passenger individual ventilation is
taken from the cabin main supply ducts.
Small diameter riser ducts, connected to
the main supply ducts, deliver air to the
individual air supply ducts.
21-32
AIR CONDITIONING
A319/A320

The individual air outlets, located below
the hatrack, are connected with flexible
hoses to tappings on the individual air supply ducts. The individual air outlets are
located above each passenger seat row and
are adjustable in both quantity and direction.
JUN 97
Individual Air Distribution

Air for passenger individual ventilation is
taken from the cabin main supply ducts.
Small diameter riser ducts, connected to
the main supply ducts, deliver air to the
individual air supply ducts.
21-32
The individual air outlets, located below

the hatrack, are connected with flexible
hoses to tappings on the individual air supply ducts. The individual air outlets are
located above each passenger seat row and
are adjustable in both quantity and direction.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
A319/A320
AIR CONDITIONING
Z200
Z200
A
TYPICAL
TYPICAL
INDIVIDUAL AIR SUPPLY DUCT
INDIVIDUAL AIR SUPPLY DUCT
RISER DUCT
RISER DUCT
INDIVIDUAL AIR
SUPPLY DUCT
INDIVIDUAL AIR
SUPPLY DUCT
B
B
B
B
STA1537/FR36
STA1537/FR36
RISER DUCT
RISER DUCT
MAIN SUPPLY DUCT
MAIN SUPPLY DUCT
STA950/FR24
MAIN SUPPLY DUCT
TYPICAL
TYPICAL
AIR OUTLETS
AIR OUTLETS
Individual Air Ventilation
Individual Air Ventilation
JUN 97
STA950/FR24
MAIN SUPPLY DUCT
21-33
JUN 97
21-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Avionics Equipment Ventilation
The avionics ventilation system operates
in different configurations. These configurations are dependent upon ambient temperature and whether the aircraft is on the
ground or in flight.
The avionics equipment is cooled with air
supplied in different ways. These are an
open circuit, a closed circuit, a partially
open circuit and flight deck supply air (in
failure cases) as listed below:
In the open circuit, the avionics equipment
is cooled with ambient air under certain
conditions. These conditions are that the
aircraft is on the ground and the skin temperature is above 51.8F (11C) and the
temperature has been increasing or above
39.2F (4C) and the temperature has been
decreasing. Ambient air, drawn through a
skin air inlet valve is blown through a
check valve and filter assembly. The air
drawn by a blower fan is blown through a
check valve into the system. The air, after
cooling the equipment, is drawn with an
extract fan directly overboard through a
skin air outlet valve. In the open circuit,
the skin heat exchanger is bypassed
because the skin exchanger isolation valve
is closed.
The closed circuit normally cools the avionics equipment. The conditions are that
the aircraft is on the ground and skin temperature is below 51.8F (11C) and the
temperature has been increasing or below
21-34
AIR CONDITIONING
A319/A320

decreasing. In flight the temperature must
be below 93.2F (34C) and the temperature has been increasing or below 80.6F
(27C) and the temperature has been
decreasing. In these conditions, the skin
air inlet valve and the skin air outlet valve
close. The skin exchanger outlet by pass
valve opens. In addition, the skin
exchanger isolation valve opens to bring
the skin heat exchanger into full use.
Three pressure switches, 17HQ, 19HQ,
and 30HQ at different places in the system, signal the avionics computer when an
increased pressure/airflow is detected.
When this signal is received, the skin
exchanger inlet bypass valve opens and air
flows into the forward underfloor area.
The skin exchanger inlet bypass valve will
close when the pressure switches indicate
the system pressure/airflow is at the correct level.
NOTE: The increasing/decreasing temperature parameter prevents the system
from cycling between modes which
could occur if a single temperature
switch point were used on the skin temperature sensor. The open circuit is
used on the ground with warmer temperatures and the closed circuit is used
on the ground with cooler temperatures. The closed circuit (cooler temperatures) or the partially open circuit
(warmer temperatures, description follows) are used in flight.
JUN 97
Avionics Equipment Ventilation

The avionics ventilation system operates
in different configurations. These configurations are dependent upon ambient temperature and whether the aircraft is on the
ground or in flight.
The avionics equipment is cooled with air
supplied in different ways. These are an
open circuit, a closed circuit, a partially
open circuit and flight deck supply air (in
failure cases) as listed below:
In the open circuit, the avionics equipment
is cooled with ambient air under certain
conditions. These conditions are that the
aircraft is on the ground and the skin temperature is above 51.8F (11C) and the
temperature has been increasing or above
decreasing. Ambient air, drawn through a
skin air inlet valve is blown through a
check valve and filter assembly. The air
drawn by a blower fan is blown through a
check valve into the system. The air, after
cooling the equipment, is drawn with an
extract fan directly overboard through a
skin air outlet valve. In the open circuit,
the skin heat exchanger is bypassed
because the skin exchanger isolation valve
is closed.
The closed circuit normally cools the avionics equipment. The conditions are that
the aircraft is on the ground and skin temperature is below 51.8F (11C) and the
temperature has been increasing or below
21-34
decreasing. In flight the temperature must

be below 93.2F (34C) and the temperature has been increasing or below 80.6F
decreasing. In these conditions, the skin
air inlet valve and the skin air outlet valve
close. The skin exchanger outlet by pass
valve opens. In addition, the skin
exchanger isolation valve opens to bring
the skin heat exchanger into full use.
Three pressure switches, 17HQ, 19HQ,
and 30HQ at different places in the system, signal the avionics computer when an
increased pressure/airflow is detected.
When this signal is received, the skin
exchanger inlet bypass valve opens and air
flows into the forward underfloor area.
The skin exchanger inlet bypass valve will
close when the pressure switches indicate
the system pressure/airflow is at the correct level.
NOTE: The increasing/decreasing temperature parameter prevents the system
from cycling between modes which
could occur if a single temperature
switch point were used on the skin temperature sensor. The open circuit is
used on the ground with warmer temperatures and the closed circuit is used
on the ground with cooler temperatures. The closed circuit (cooler temperatures) or the partially open circuit
(warmer temperatures, description follows) are used in flight.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
AIR CONDITIONING
The partially open circuit cools the avionics equipment under certain conditions.
These conditions are that the aircraft is in
flight and the skin temperature must be
above 93.2F (34C) and the temperature
has been increasing or above 80.6F
decreasing. . When the avionics computer
receives an above 93.2F (34C) (temperature increasing) or above 80.6F (27C)
(temperature decreasing) signal from the
skin temperature sensor the following happens:
- skin exchanger outlet bypass valve
opens,
- skin air outlet valve partially opens,
- skin exchanger inlet bypass valve opens.
CONFIGURATION
SKIN
TEMPERATURE
(C)
GROUND
TLA
BELOW T/O
SKIN EXCHANGER
INLET BY PASS
VALVE
SKIN AIR
INLET VALVE
SKIN EXCHANGER
ISOL VALVE
SKIN EXCHANGER
OUTLET BY PASS
VALVE
COND AIR
INLET VALVE
BELOW
+27
ABOVE
T/O
GROUND EXTRACT BLOWER DITCHING

OVRD
POSTION
OVRD
POSITION POS.
ON
(SMOKE)
ON
EXTRACT FAN
ON
ON
ON
SKIN
TEMPERATURE
(C)
PO
(1)
ON
ON
ON
ON
(1)
PO
ON
ON
ON
ON
ABOVE
T/O
GROUND EXTRACT BLOWER DITCHING

OVRD
OVRD
POSTION
POSITION POS.
EXTRACT AND
BLOWER OVRD
POSTION
ABOVE
+34
INDIFFERENT
CONTROLLER
ON
(SMOKE)
ABOVE
T/O
OFF
PO
(1)
SKIN AIR
INLET VALVE
SKIN EXCHANGER
ISOL VALVE
SKIN EXCHANGER
OUTLET BY PASS
VALVE
COND AIR
INLET VALVE
OFF
BLOWER FAN
ON
ON
ON
ON
OFF
ON
OFF
OFF
ON
EXTRACT FAN
ON
ON
ON
ON
ON
ON
ON
ON
PO
(1)
OFF
BELOW T/O
BELOW
+27
SKIN AIR
OUTLET VALVE
TLA
FLIGHT
ABOVE BELOW
+4
+11
(1)
GROUND
The avionics is now cooled with system

air and avionics compartment air coming
into the system through the skin exchanger
outlet bypass valve.
The air after cooling the equipment is
directed overboard through the skin air
outlet valve and to the forward underfloor
area through the skin exchanger inlet
bypass valve. When the ambient temperature drops below 80.6F (27C), the system goes back to a closed circuit
configuration.
SKIN EXCHANGER
INLET BY PASS
VALVE
(1)
OFF
OFF
C
(1)
(1)
BLOWER FAN
CONFIGURATION
CONTROLLER
ABOVE
T/O
(1)
The partially open circuit cools the avionics equipment under certain conditions.
These conditions are that the aircraft is in
flight and the skin temperature must be
above 93.2F (34C) and the temperature
has been increasing or above 80.6F
decreasing. . When the avionics computer
receives an above 93.2F (34C) (temperature increasing) or above 80.6F (27C)
(temperature decreasing) signal from the
skin temperature sensor the following happens:
- skin exchanger outlet bypass valve
opens,
- skin air outlet valve partially opens,
- skin exchanger inlet bypass valve opens.
EXTRACT AND
BLOWER OVRD
POSTION
ABOVE
+34
INDIFFERENT
SKIN AIR
OUTLET VALVE
The avionics is now cooled with system

air and avionics compartment air coming
into the system through the skin exchanger
outlet bypass valve.
The air after cooling the equipment is
directed overboard through the skin air
outlet valve and to the forward underfloor
area through the skin exchanger inlet
bypass valve. When the ambient temperature drops below 80.6F (27C), the system goes back to a closed circuit
configuration.
FLIGHT
ABOVE BELOW
+4
+11
A319/A320
AIR CONDITIONING
(1)
(1)
ON : CONTROL ON
ON : CONTROL ON
OFF : CONTROL OFF
OFF : CONTROL OFF
X : CONTROL OF - LAST POSTION
X : CONTROL OF - LAST POSTION
C : CONTROL FOR CLOSING
C : CONTROL FOR CLOSING
O : CONTROL FOR OPENING
O : CONTROL FOR OPENING
PO : CONTROL FOR PARTIAL OPENING
PO : CONTROL FOR PARTIAL OPENING
(1) : CONTROL BY EXTERNAL CIRCUIT
(1) : CONTROL BY EXTERNAL CIRCUIT
(2) : CONTROL BY EXTERNAL CIRCUIT AND AEVC
(2) : CONTROL BY EXTERNAL CIRCUIT AND AEVC
(1)
C
(1)
PO
PO
(1)
O
(1)
(1)
(2)
C
(1)
O
(1)
(2)
2600ACQO
2600ACQO
Avionics Ventilation System Operation Table
Avionics Ventilation System Operation Table

JUN 97
21-35
JUN 97
21-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Avionics Equipment Ventilation Cont.
Flight deck supply air (from the flight
deck supply duct) is used to cool the avionics equipment when one of the four following failure cases occurs.
An extraction low flow causes the avionics computer to illuminate a FAULT light
on the extract push-button switch. This
happens if the pressure switch detects low
flow. When this happens, OVRD on the
push-button switch must be selected. This
causes the conditioned air inlet valve and
skin exchanger isolation valve to open.
All other valves close.
Blower low flow or high duct temperature
causes the avionics computer to illuminate
a FAULT light on the blower push-button
switch. This happens if the pressure
switches 17HQ and 19HQ detect low
flow, or if the temperature sensor 26HQ
senses high duct temperature.
When this happens, OVRD on the pushbutton switch must be selected. This
causes the blower fan to stop, opens the
conditioned air inlet valve and opens the
skin exchanger isolation valve. All other
valves close.
21-36
AIR CONDITIONING
A319/A320

If the smoke detector identifies smoke, the
smoke detector control unit (SDCU) triggers illumination of the SMOKE legend of
the GEN 1 LINE push-button switch on
panel 21VU. The FAULT legends of the
BLOWER and EXTACT push-button
switches on panel 22VU illuminate amber.
When this happens, OVRD on the blower
push-button switch and on the extract
conditioned air inlet valve and partially
opens the skin air outlet valve. All other
valves close and the air is directed overboard through the skin air outlet valve.
If the avionics computer stops operating,
FAULT lights on the extract push-button
and blower push-button illuminate amber.
When this happens, OVRD on both pushbuttons must be selected. This causes the
blower fan to stop and opens the conditioned air inlet valve and partially opens
the skin air outlet valve. All other valves
stay at their last controlled position.
JUN 97
Avionics Equipment Ventilation Cont.

Flight deck supply air (from the flight
deck supply duct) is used to cool the avionics equipment when one of the four following failure cases occurs.
An extraction low flow causes the avionics computer to illuminate a FAULT light
on the extract push-button switch. This
happens if the pressure switch detects low
flow. When this happens, OVRD on the
causes the conditioned air inlet valve and
skin exchanger isolation valve to open.
All other valves close.
Blower low flow or high duct temperature
causes the avionics computer to illuminate
a FAULT light on the blower push-button
switch. This happens if the pressure
switches 17HQ and 19HQ detect low
flow, or if the temperature sensor 26HQ
senses high duct temperature.
When this happens, OVRD on the pushbutton switch must be selected. This
conditioned air inlet valve and opens the
skin exchanger isolation valve. All other
valves close.
21-36
If the smoke detector identifies smoke, the

smoke detector control unit (SDCU) triggers illumination of the SMOKE legend of
the GEN 1 LINE push-button switch on
panel 21VU. The FAULT legends of the
BLOWER and EXTACT push-button
switches on panel 22VU illuminate amber.
When this happens, OVRD on the blower
push-button switch and on the extract
conditioned air inlet valve and partially
opens the skin air outlet valve. All other
valves close and the air is directed overboard through the skin air outlet valve.
If the avionics computer stops operating,
FAULT lights on the extract push-button
and blower push-button illuminate amber.
When this happens, OVRD on both pushbuttons must be selected. This causes the
blower fan to stop and opens the conditioned air inlet valve and partially opens
the skin air outlet valve. All other valves
stay at their last controlled position.
JUN 97
JUN 97

2600EANO
Avionics Ventilation Schematic
21-37
JUN 97
E/R
RADAR
E/R
RADAR
17HQ
PRESS SWITCH
BLOWER FAN
WINDOW
CONT
FWD
ACCESS
DOOR
811
90VU
TR
RH
ACCESS DOOR
822
LH
ACCESS DOOR
812
SKIN HEAT
EXCHANGER
2150HM
CHECK VALVE
COCKPIT
CLIMATISATION DUCT
2140 HM CHECK VALVE

21HQ
COND AIR
INLET VALVE
824
AFT ACCESS DOOR
15HQ SKIN AIR INLET VALVE
23HQ
SKIN EXCHANGER
OUTLET BYPASS
2081HM
2082HM
2083HM
DEMISTER
AIR FILTER
20HQ
BLOWER
FAN
VENTURI
1WA
SMOKE
DETECTOR
22HQ SKIN AIR OUTLET VALVE
18HQ
EXTRACT FAN
STA808/FR20
24HQ
SKIN EXCHANGER
ISOL VALVE
BATTERY
2150HM
CHECK VALVE
COCKPIT
CLIMATISATION DUCT
15HQ SKIN AIR INLET VALVE
23HQ
SKIN EXCHANGER
OUTLET BYPASS
28HQ
SKIN TEMP SENSOR
SKIN HEAT
EXCHANGER
BATTERY
NOSE WHEEL UNDERCARRIAGE BAY
TR
COCKPIT
SENSOR
HOUSING
POWER
BREAKERS
LH
ACCESS DOOR
812
SKIN HEAT
EXCHANGER
2081HM
2082HM
2083HM
DEMISTER
AIR FILTER
2140 HM CHECK VALVE

21HQ
COND AIR
INLET VALVE
824
AFT ACCESS DOOR
1WA
SMOKE
DETECTOR
19HQ
PRESS SWITCH
BLOWER FAN
26HQ
DUCT TEMP
SENSOR
MAIN
AVIONICS
RACK
80VU
COMPUTER
10HQ
AEVC
ADIRS
1
ADIRS
3
ADIRS
2
MAIN
AVIONICS
RACK
80VU
COMPUTER
10HQ
AEVC
19HQ
PRESS SWITCH
BLOWER FAN
26HQ
DUCT TEMP
SENSOR
30HQ
PRESS SWITCH
EXTRACT FAN
FWD UNDERFLOOR
AREA
16HQ
SKIN EXCHANGER
INLET BYPASS VALVE
AIRCRAFT SKIN
ADIRS
1
ADIRS
3
ADIRS
2
30HQ
PRESS SWITCH
EXTRACT FAN
FWD UNDERFLOOR
AREA
AIR CONDITIONING
PILOT PANEL
WINDOW
CONT
OVHD PANEL
17HQ
PRESS SWITCH
BLOWER FAN
WINDOW
CONT
20HQ
BLOWER
FAN
18HQ
EXTRACT FAN
16HQ
SKIN EXCHANGER
INLET BYPASS VALVE
AIRCRAFT SKIN
PEDESTAL PANEL
E/R
RADAR
TR
NOSE WHEEL UNDERCARRIAGE BAY
TR
BATTERY
VENTURI
24HQ
SKIN EXCHANGER
ISOL VALVE
22HQ SKIN AIR OUTLET VALVE
A319/A320 /A321
CENTRAL
PANEL
F-O PANEL
E/R
RADAR
90VU
BATTERY
RH
ACCESS DOOR
822
SKIN HEAT
EXCHANGER
STA808/FR20
A318/
FWD
ACCESS
DOOR
811
PEDESTAL PANEL
WINDOW
CONT
COCKPIT
SENSOR
HOUSING
POWER
BREAKERS
28HQ
SKIN TEMP SENSOR
AIR CONDITIONING
PILOT PANEL
CENTRAL
PANEL
F-O PANEL
OVHD PANEL
UNITED AIRLINES
UNITED AIRLINES
A319/A320
2600EANO
Avionics Ventilation Schematic
21-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Cargo Compartment Ventilation
(A320)
NOTE: A319 aircraft do not have a
cargo ventilation system.
The aft cargo compartment ventilation
system supplies air to the aft cargo compartment. The ventilation air comes from
the cabin zones through openings in the
cabin floor behind the sidewall panels.
Suction in the aft cargo compartment pulls
cabin air into the compartment through
ducts routed along the lower fuselage interior. The suction is caused when the
extraction fan is working on the ground
and in flight. Three inlets, installed along
the compartment lower left hand sidewall,
direct the air towards the compartment
floor area. An isolation valve is installed
in distribution ducts upstream of the compartment inlets.
21-38
AIR CONDITIONING
A319/A320

The aft compartment air is extracted
through two outlets near the compartment
ceiling on the aft end wall. The air goes
through the extraction fan and an isolation
valve and is discharged in the area of the
outflow valve.
The ventilation system for the aft cargo
compartment operates in the same mode
on the ground or in flight.
The cargo ventilation controller opens the
isolation valves (2). It receives a fully
open signal from both valves and starts the
extraction fan.
The controller will close the isolation
valves, and stop the extraction fan when:
- the smoke detection control unit detects
smoke in the aft cargo compartment,
- the isolation valve switch is selected
OFF.
JUN 97
Cargo Compartment Ventilation

(A320)
NOTE: A319 aircraft do not have a
cargo ventilation system.
The aft cargo compartment ventilation
system supplies air to the aft cargo compartment. The ventilation air comes from
the cabin zones through openings in the
cabin floor behind the sidewall panels.
Suction in the aft cargo compartment pulls
cabin air into the compartment through
ducts routed along the lower fuselage interior. The suction is caused when the
extraction fan is working on the ground
and in flight. Three inlets, installed along
the compartment lower left hand sidewall,
direct the air towards the compartment
floor area. An isolation valve is installed
in distribution ducts upstream of the compartment inlets.
21-38
The aft compartment air is extracted

through two outlets near the compartment
ceiling on the aft end wall. The air goes
through the extraction fan and an isolation
valve and is discharged in the area of the
outflow valve.
The ventilation system for the aft cargo
compartment operates in the same mode
on the ground or in flight.
The cargo ventilation controller opens the
isolation valves (2). It receives a fully
open signal from both valves and starts the
extraction fan.
The controller will close the isolation
valves, and stop the extraction fan when:
- the smoke detection control unit detects
smoke in the aft cargo compartment,
- the isolation valve switch is selected
OFF.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
AIR CONDITIONING
Aft Cargo Compartment Ventilation - Schematic (A320)
Aft Cargo Compartment Ventilation - Schematic (A320)

JUN 97
A319/A320
21-39
JUN 97
21-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Aft Cargo Compartment Heating
(A320)
NOTE: A319 aircraft do not have an aft
cargo heating system.
Hot bleed air, from the APU bleed air
duct, is mixed with cabin air and delivered
to the aft cargo compartment ventilation
system. This raises the temperature in the
compartment to a pre-selected level. The
forward cargo compartment does not have
a heating system.
A hot trim air valve is installed in the supply duct to the aft cargo compartment.
This valve is made from light alloy and is
of the butterfly type. A stepper motor
drives a center shaft (to which the butterfly valve is attached) through reduction
gears. The valve also has mechanical stops
and limit switches. The limit switches stop
the valve from opening or closing beyond
the valves predetermined limits. The
mechanical stops are a backup to the limit
switches.
A manual override and a visual position
indicator are installed on the end of the
shaft. The step counter of the controller
counts the steps of the stepper motor to
calculate the position of the valve butterfly for indication on ECAM. A return
spring closes the trim air valve if the
power supply or the controller does not
operate.
NOTE: Aircraft 401 - 409 have different trim air valves. Consult the Aircraft
Maintenance Manual for differences.
The aft cargo compartment heating system
has its own controller. The controller is
installed in the avionics compartment, in
rack 96VU. The function of the controller
is to regulate the temperature in the aft
cargo compartment to pre-selected values.
The required temperature is selected with
21-40
AIR CONDITIONING
A319/A320

the temperature selector located on the
flight deck overhead panel 22VU.
The controller also sends signals to CFDS
and ECAM via the ARINC 429 data bus.
The controllers circuits are fully digital
and include BITE. If the variable control
function of the controller does not operate,
the trim air valve and the pressure regulating valve will close. This is done independently of the controller.
The pressure regulating valve is used to
control the pressure of the hot trim air supply to 4 psi above cabin pressure. The secondary function is to provide a shut off
facility to the aft cargo compartment. This
butterfly type valve is under normal conditions actuated by a pneumatic actuator
and controlled by a regulator. The valve is
activated when the solenoid is energized.
The valve can be operated manually and
includes a visual position indicator. A
limit switch indicates closed/not closed to
the zone controller and to the ECAM system.
The temperature in the aft cargo compartment can be selected to between 41F
(5C) and 79F (26C). Turning the selector knob to the right or left will select any
temperature between the above temperatures. When the selector knob is pointing
to the 12 oclock position, the temperature
in the cargo compartment is selected to
about 60F (15C). If the selector is set
above the cabin ambient temperature, heat
will be added to the air entering the cargo
compartment. If the selector is set below
the cabin ambient temperature, no cooling
takes place and the air entering the cargo
compartment will be at the cabin ambient
temperature. The heating controller limits
the temperature in the inlet duct to a maximum of 158F (70C).
JUN 97
Aft Cargo Compartment Heating

(A320)
NOTE: A319 aircraft do not have an aft
cargo heating system.
Hot bleed air, from the APU bleed air
duct, is mixed with cabin air and delivered
to the aft cargo compartment ventilation
system. This raises the temperature in the
compartment to a pre-selected level. The
forward cargo compartment does not have
a heating system.
A hot trim air valve is installed in the supply duct to the aft cargo compartment.
This valve is made from light alloy and is
of the butterfly type. A stepper motor
drives a center shaft (to which the butterfly valve is attached) through reduction
gears. The valve also has mechanical stops
and limit switches. The limit switches stop
the valve from opening or closing beyond
the valves predetermined limits. The
mechanical stops are a backup to the limit
switches.
A manual override and a visual position
indicator are installed on the end of the
shaft. The step counter of the controller
counts the steps of the stepper motor to
calculate the position of the valve butterfly for indication on ECAM. A return
spring closes the trim air valve if the
power supply or the controller does not
operate.
NOTE: Aircraft 401 - 409 have different trim air valves. Consult the Aircraft
Maintenance Manual for differences.
The aft cargo compartment heating system
has its own controller. The controller is
installed in the avionics compartment, in
rack 96VU. The function of the controller
is to regulate the temperature in the aft
cargo compartment to pre-selected values.
The required temperature is selected with
21-40
the temperature selector located on the

flight deck overhead panel 22VU.
The controller also sends signals to CFDS
and ECAM via the ARINC 429 data bus.
The controllers circuits are fully digital
and include BITE. If the variable control
function of the controller does not operate,
the trim air valve and the pressure regulating valve will close. This is done independently of the controller.
The pressure regulating valve is used to
control the pressure of the hot trim air supply to 4 psi above cabin pressure. The secondary function is to provide a shut off
facility to the aft cargo compartment. This
butterfly type valve is under normal conditions actuated by a pneumatic actuator
and controlled by a regulator. The valve is
activated when the solenoid is energized.
The valve can be operated manually and
includes a visual position indicator. A
limit switch indicates closed/not closed to
the zone controller and to the ECAM system.
The temperature in the aft cargo compartment can be selected to between 41F
(5C) and 79F (26C). Turning the selector knob to the right or left will select any
temperature between the above temperatures. When the selector knob is pointing
to the 12 oclock position, the temperature
in the cargo compartment is selected to
about 60F (15C). If the selector is set
above the cabin ambient temperature, heat
will be added to the air entering the cargo
compartment. If the selector is set below
the cabin ambient temperature, no cooling
takes place and the air entering the cargo
compartment will be at the cabin ambient
temperature. The heating controller limits
the temperature in the inlet duct to a maximum of 158F (70C).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321

The hot air supplied to the pressure regulating valve is unconditioned bleed air
from the downstream side of the flow control valves. The HOT AIR switch,
AIR CONDITIONING
installed on panel 22VU in the flight deck,

controls the pressure regulating valve.
The hot air supplied to the pressure regulating valve is unconditioned bleed air
from the downstream side of the flow control valves. The HOT AIR switch,
Aft Cargo Compartment - General Schematic (A320)

JUN 97
A319/A320
installed on panel 22VU in the flight deck,

controls the pressure regulating valve.
Aft Cargo Compartment - General Schematic (A320)

21-41
JUN 97
21-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

PRESSURIZATION
In normal operation, pressurization control is fully automatic. Two identical,
independent systems control cabin altitude
using a single outflow valve that is powered by one of three DC motors. Two
motors alternate between primary and
backup control (along with their associated controllers). The third motor is used
for manual operation. Safety valves protect against excessive differential pressure.
In the automatic mode, one cabin pressure
controller is active while the other is in
standby. Automatic transfer between the
two occurs after landing or in case of failure of the operating controller.
The controller normally uses landing elevation and sea level atmospheric pressure
(QNH) from the Flight Management and
Guidance Computer (FMGC). The pressure altitude is received from ADIRS. If
the FMGC information is not available,
the controller uses reference data from the
ADIRS set by the Captains barometric
altimeter, and landing elevation from the
LDG ELEV selector. The controllers also
use throttle position and ground/flight
logic. The zone controller provides air
conditioning or airflow information.
21-42
AIR CONDITIONING
A319/A320

The modes of pressurization operation
include:
- Ground, before takeoff and after landing,
the outflow valve is controlled fully
open.
- Takeoff, to avoid a pressure surge at
rotation, the controller pre-pressurizes
the airplane when the throttles are
advanced to the takeoff range.
- Climb, the climb mode begins at liftoff.
The cabin altitude varies according to
the actual airplane rate of climb.
- Cruise, the cabin altitude is the highest
value determined by the airplane leveloff altitude or the landing field elevation.
- Descent, the cabin pressure rate of
descent is optimized so that it reaches
the landing field pressure just prior to
landing. The maximum rate of descent is
limited to 750 feet per minute.
If both automatic systems fail, the pressurization can be manually controlled. When
the CABIN PRESS MODE SEL is positioned to MAN, the MAN V/S CTL
switch is energized and the third (manual)
motor is activated to control the outflow
valve. The automatic pressurization
motors are deactivated. The MAN V/S
CTL switch controls the outflow valve
position.
A ditching switch sends closure signals to
the outflow valve (when in automatic
operation), emergency ram air inlet, avionics inlet and extract valves, and pack
flow control valves.
JUN 97
PRESSURIZATION
In normal operation, pressurization control is fully automatic. Two identical,
independent systems control cabin altitude
using a single outflow valve that is powered by one of three DC motors. Two
motors alternate between primary and
backup control (along with their associated controllers). The third motor is used
for manual operation. Safety valves protect against excessive differential pressure.
In the automatic mode, one cabin pressure
controller is active while the other is in
standby. Automatic transfer between the
two occurs after landing or in case of failure of the operating controller.
The controller normally uses landing elevation and sea level atmospheric pressure
(QNH) from the Flight Management and
Guidance Computer (FMGC). The pressure altitude is received from ADIRS. If
the FMGC information is not available,
the controller uses reference data from the
ADIRS set by the Captains barometric
altimeter, and landing elevation from the
LDG ELEV selector. The controllers also
use throttle position and ground/flight
logic. The zone controller provides air
conditioning or airflow information.
21-42
The modes of pressurization operation

include:
- Ground, before takeoff and after landing,
the outflow valve is controlled fully
open.
- Takeoff, to avoid a pressure surge at
rotation, the controller pre-pressurizes
the airplane when the throttles are
advanced to the takeoff range.
- Climb, the climb mode begins at liftoff.
The cabin altitude varies according to
the actual airplane rate of climb.
- Cruise, the cabin altitude is the highest
value determined by the airplane leveloff altitude or the landing field elevation.
- Descent, the cabin pressure rate of
descent is optimized so that it reaches
the landing field pressure just prior to
landing. The maximum rate of descent is
limited to 750 feet per minute.
If both automatic systems fail, the pressurization can be manually controlled. When
the CABIN PRESS MODE SEL is positioned to MAN, the MAN V/S CTL
switch is energized and the third (manual)
motor is activated to control the outflow
valve. The automatic pressurization
motors are deactivated. The MAN V/S
CTL switch controls the outflow valve
position.
A ditching switch sends closure signals to
the outflow valve (when in automatic
operation), emergency ram air inlet, avionics inlet and extract valves, and pack
flow control valves.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
AIR CONDITIONING
A319/A320
AIR CONDITIONING
CABIN PRESS
CABIN PRESS
UP
FAULT A 12
U
T 10
MAN
O
DN
LDG ELEV
AUTO
-2
14
LDG ELEV
AUTO
-2
DITCHING
14
UP
FAULT A 12
U
T 10
MAN
O
DN
0
2
8
ON
CPC 1
2
8
ON
CPC 1
CPC 2
CPC 2
EMERGENCY
RAM AIR
EMERGENCY
RAM AIR
ADIRS
1+2+3
DITCHING
0
STAT PRESS
ADIRS
1+2+3
BARO CORR
STAT PRESS
BARO CORR
THE SAME
AS FOR
CPC1
THE SAME
AS FOR
CPC1
FIELD LDG ELEV
FIELD LDG ELEV
FMGC
FMGC
DEST QNH
DEST QNH
LGCIU
1+2
EIU
1+2
FLT/GND
LGCIU
1+2
THROTTLE
POSITION
ECAM SYS DISPLAY

ECAM WARNING
EIU
1+2
MANUAL
BACK UP
M
MAN
THROTTLE
POSITION
ECAM SYS DISPLAY
NOT
USED
M
1
FLT/GND
ECAM WARNING
MANUAL
BACK UP
NOT
USED
M
1
M
2
M
MAN
M
2
OUTFLOW
VALVE
OUTFLOW
VALVE
M = MOTOR
M = MOTOR
SAFETY
VALVES
SAFETY
VALVES
Pressurization - System Schematic
Pressurization - System Schematic

JUN 97
21-43
JUN 97
21-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Pressure Control and Monitoring
During normal operation the system operates automatically and no inputs from the
crew are required. The only direct input
the system needs is from the landing field
elevation selector. The selector knob is set
to the AUTO position for normal operation. This makes sure that the controllers
take the landing field elevation input signal from the FMGS. In all other cases the
landing field elevation selector output signal overrides the input signal from the
FMGS.
The operation logic of the system depends
an the available input signal source. The
control is performed in 6 different modes
which are selected, dependent on the logic
shown in the following Pressurization
System Operation Logic diagram. The
system operation logic is divided into two
components, the pressure schedule block
and the rate limits. The mode logic controls both components which select the
actual mode, dependent on various inputs.
The pressure schedules work with a dedicated rate limit to guarantee passenger
comfort and safety at each flight phase.
The five pressure schedule blocks generate the operational phases for the cabin
pressure schedules. They are fed to the
pressure schedule selector which sends the
selected scheduled pressure to the rate
control block.
21-44
AIR CONDITIONING
A319/A320

The rate control limits the rate of change
of scheduled pressure signal. It then sends
the signal to the maximum delta p limiter
and through the pressure loop closure to
the servo motor drive. The rate control
block receives the rate limit input from the
rate limit selector. These limits are given
in the rate limit blocks and fed to the rate
limit selector. This determines which rate
limits are used in each mode. Extensive
redundancy is built in to give fault tolerance for internal and external fault. In
addition, to complete system redundancy,
the ADIRS inputs are fed in through three
independent data buses to give dual redundancy. A semi automatic backup mode is
built in to compensate for partial or complete FMGS failure. At least one ADIRS
bus must be functioning and give a valid
ambient pressure signal for any automatic
operation. In case of total loss of ADIRS
signals, standard altitude will be selected
as a default value to continue automatic
operation. The final backup mode is a toggle switch that directly operates the out
flow valve. ECAM and the manual indicator circuit give indication signals for this
operation.
The system operates with the following
control modes:
GN - Ground,
TO - Take off,
AB - Abort,
CI - Climb, Internal,
CR - Cruise,
DI - Descent, Internal.
The function of the mode logic, is to determine the actual system mode using the
inputs shown in the previous Pressurization System Operation Logic diagram.
JUN 97
Pressure Control and Monitoring

During normal operation the system operates automatically and no inputs from the
crew are required. The only direct input
the system needs is from the landing field
elevation selector. The selector knob is set
to the AUTO position for normal operation. This makes sure that the controllers
take the landing field elevation input signal from the FMGS. In all other cases the
landing field elevation selector output signal overrides the input signal from the
FMGS.
The operation logic of the system depends
an the available input signal source. The
control is performed in 6 different modes
which are selected, dependent on the logic
shown in the following Pressurization
System Operation Logic diagram. The
system operation logic is divided into two
components, the pressure schedule block
and the rate limits. The mode logic controls both components which select the
actual mode, dependent on various inputs.
The pressure schedules work with a dedicated rate limit to guarantee passenger
comfort and safety at each flight phase.
The five pressure schedule blocks generate the operational phases for the cabin
pressure schedules. They are fed to the
pressure schedule selector which sends the
selected scheduled pressure to the rate
control block.
21-44
The rate control limits the rate of change

of scheduled pressure signal. It then sends
the signal to the maximum delta p limiter
and through the pressure loop closure to
the servo motor drive. The rate control
block receives the rate limit input from the
rate limit selector. These limits are given
in the rate limit blocks and fed to the rate
limit selector. This determines which rate
limits are used in each mode. Extensive
redundancy is built in to give fault tolerance for internal and external fault. In
addition, to complete system redundancy,
the ADIRS inputs are fed in through three
independent data buses to give dual redundancy. A semi automatic backup mode is
built in to compensate for partial or complete FMGS failure. At least one ADIRS
bus must be functioning and give a valid
ambient pressure signal for any automatic
operation. In case of total loss of ADIRS
signals, standard altitude will be selected
as a default value to continue automatic
operation. The final backup mode is a toggle switch that directly operates the out
flow valve. ECAM and the manual indicator circuit give indication signals for this
operation.
The system operates with the following
control modes:
GN - Ground,
TO - Take off,
AB - Abort,
CI - Climb, Internal,
CR - Cruise,
DI - Descent, Internal.
The function of the mode logic, is to determine the actual system mode using the
inputs shown in the previous Pressurization System Operation Logic diagram.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
AIR CONDITIONING
Pressurization System Operation Logic
Pressurization System Operation Logic

JUN 97
A319/A320
21-45
JUN 97
21-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321

Pressure schedules and rate limits are as
follow.
- Ground Mode; the cabin pressure on
ground can never reach the scheduled
pressure. This is because the scheduled
pressure is always lower than actual
cabin pressure. Therefore, the outflow
valve is driven fully open.
- Take off Mode; to eliminate the pressure
bump (during aircraft rotation), and to
bring the cabin into control at liftoff, a
slight pre-pressurization sequence is
initiated.
- Internal Climb Mode; in this mode cabin
pressure is controlled in relation to
ambient pressure and aircraft climb
speed. Control is based on a preprogrammed schedule, which schedules
the change in cabin pressure to a change
in ambient pressure. It is ensured that
maximum differential pressure will not
be encountered during climb. A basic
schedule is stored in a permanent
memory.
- Abort Mode; the purpose of the abort
mode is to prevent the cabin climbing if
the aircraft does not climb after takeoff.
For example, if an engine failure
happens after V1 the aircraft must
takeoff. The system will switch to
internal climb after takeoff. If the
aircraft descends, instead of climbing,
while below an altitude of 8000 ft the
system will switch to abort mode. The
cabin pressure is then controlled back to
the value before takeoff.
21-46
AIR CONDITIONING
A319/A320

- Cruise Mode; for cruise mode the system
will select the highest in altitude, lowest
in pressure of the cabin pressure
differential at mode switch into CR, or,
the landing field altitude. When the
selected landing field altitude is higher
than the cruise altitude, the cabin goes to
landing altitude during cruise. This
function is only valid for airfield altitude
above 8000 ft. While in the cruise mode,
the system includes a fixed rate for
aircraft climb and descent of 300 feet per
minute.
- Internal Descent Mode; during the
descent of the aircraft the internal rate
limit adjusts the rate to an optimum so
that the cabin pressure reaches landing
field pressure just prior to landing and
negative relief will not be encountered.
In this mode cabin pressure and its rate
of descent are controlled in correlation to
aircraft altitude, the rate limit being
based on a memorized schedule. As with
takeoff, to avoid a pressure bump during
touch down the fuselage is pressurized
with a delta p of .1 psi. At touch down a
de-pressurized sequence is initiated
which de-pressurizes the fuselage with a
cabin rate of 500 fpm to the landing field
pressure. The outflow valve will be
driven to its fully open position and the
system transfers 180 seconds after touch
down, independent from the differential
pressure.
JUN 97
Pressure schedules and rate limits are as

follow.
- Ground Mode; the cabin pressure on
ground can never reach the scheduled
pressure. This is because the scheduled
pressure is always lower than actual
cabin pressure. Therefore, the outflow
valve is driven fully open.
- Take off Mode; to eliminate the pressure
bump (during aircraft rotation), and to
bring the cabin into control at liftoff, a
slight pre-pressurization sequence is
initiated.
- Internal Climb Mode; in this mode cabin
pressure is controlled in relation to
ambient pressure and aircraft climb
speed. Control is based on a preprogrammed schedule, which schedules
the change in cabin pressure to a change
in ambient pressure. It is ensured that
maximum differential pressure will not
be encountered during climb. A basic
schedule is stored in a permanent
memory.
- Abort Mode; the purpose of the abort
mode is to prevent the cabin climbing if
the aircraft does not climb after takeoff.
For example, if an engine failure
happens after V1 the aircraft must
takeoff. The system will switch to
internal climb after takeoff. If the
aircraft descends, instead of climbing,
while below an altitude of 8000 ft the
system will switch to abort mode. The
cabin pressure is then controlled back to
the value before takeoff.
21-46
- Cruise Mode; for cruise mode the system

will select the highest in altitude, lowest
in pressure of the cabin pressure
differential at mode switch into CR, or,
the landing field altitude. When the
selected landing field altitude is higher
than the cruise altitude, the cabin goes to
landing altitude during cruise. This
function is only valid for airfield altitude
above 8000 ft. While in the cruise mode,
the system includes a fixed rate for
aircraft climb and descent of 300 feet per
minute.
- Internal Descent Mode; during the
descent of the aircraft the internal rate
limit adjusts the rate to an optimum so
that the cabin pressure reaches landing
field pressure just prior to landing and
negative relief will not be encountered.
In this mode cabin pressure and its rate
of descent are controlled in correlation to
aircraft altitude, the rate limit being
based on a memorized schedule. As with
takeoff, to avoid a pressure bump during
touch down the fuselage is pressurized
with a delta p of .1 psi. At touch down a
de-pressurized sequence is initiated
which de-pressurizes the fuselage with a
cabin rate of 500 fpm to the landing field
pressure. The outflow valve will be
driven to its fully open position and the
system transfers 180 seconds after touch
down, independent from the differential
pressure.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321

A warning signal is generated for low
delta p and a high rate of descent. The low
delta p/high descent warning is used to
warn the flight crew that the aircraft will
encounter negative differential pressure if
the present descent rate is continued.
An excessive cabin altitude warning is
indicated on ECAM as a red warning and
is given if the cabin altitude gets to 9550 ft
350 ft. A controller fault is shown on
ECAM in amber.
Manual cabin pressure control is available. On the overhead panel in the flight
deck two switches are installed for manual
cabin pressure control, a selection switch
for the manual mode and a toggle switch
for increasing or decreasing of the cabin
altitude. For indication on ECAM during
manual operation the pressure controller
has a completely separate backup circuit,
the cabin altitude, cabin rate, excessive
cabin altitude warning and outflow valve
position are shown on the system display
CRT. The manual mode of control would
normally only be used in the event of the
failure of both automatic systems. However, if so desired the crew can select it
overriding the automatic pressure control
system.
JUN 97
AIR CONDITIONING
A319/A320

Cabin altitude indication is as follows:
- Auto Mode; the calculation of the cabin
altitude in the AUTO mode is done
depending on aircraft altitude. If the
aircraft altitude is higher than 5000 ft.
above takeoff or landing fields, the cabin
altitude will be calculated to standard
atmosphere.
- If the aircraft altitude is lower than 5000
ft. above takeoff or landing fields, the
cabin altitude will be calculated to the
actual altitude above sea level (using the
barometric correction from ADIRS).
- Manual Mode; the calculation of the
cabin attitude in the MAN mode is done
in the SDAC to standard atmosphere (the
CPCS manual backup circuit provides
the SDAC with a cabin pressure value).
- Therefore, there can be a slight
difference in cabin attitude between
AUTO and MAN modes if the aircraft
altitude is higher than 5000 ft. above
takeoff or landing fields.
- There may be a difference between cabin
attitude indications due to actual
barometric conditions (weather) if the
aircraft is lower than 5000 ft. above
21-47
A warning signal is generated for low

delta p and a high rate of descent. The low
delta p/high descent warning is used to
warn the flight crew that the aircraft will
encounter negative differential pressure if
the present descent rate is continued.
An excessive cabin altitude warning is
indicated on ECAM as a red warning and
is given if the cabin altitude gets to 9550 ft
350 ft. A controller fault is shown on
ECAM in amber.
Manual cabin pressure control is available. On the overhead panel in the flight
deck two switches are installed for manual
cabin pressure control, a selection switch
for the manual mode and a toggle switch
for increasing or decreasing of the cabin
altitude. For indication on ECAM during
manual operation the pressure controller
has a completely separate backup circuit,
the cabin altitude, cabin rate, excessive
cabin altitude warning and outflow valve
position are shown on the system display
CRT. The manual mode of control would
normally only be used in the event of the
failure of both automatic systems. However, if so desired the crew can select it
overriding the automatic pressure control
system.
JUN 97
Cabin altitude indication is as follows:

- Auto Mode; the calculation of the cabin
altitude in the AUTO mode is done
depending on aircraft altitude. If the
aircraft altitude is higher than 5000 ft.
above takeoff or landing fields, the cabin
altitude will be calculated to standard
atmosphere.
- If the aircraft altitude is lower than 5000
ft. above takeoff or landing fields, the
cabin altitude will be calculated to the
actual altitude above sea level (using the
barometric correction from ADIRS).
- Manual Mode; the calculation of the
cabin attitude in the MAN mode is done
in the SDAC to standard atmosphere (the
CPCS manual backup circuit provides
the SDAC with a cabin pressure value).
- Therefore, there can be a slight
difference in cabin attitude between
AUTO and MAN modes if the aircraft
altitude is higher than 5000 ft. above
- There may be a difference between cabin
attitude indications due to actual
barometric conditions (weather) if the
aircraft is lower than 5000 ft. above
21-47
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321

The pressurization system interfaces with
other systems as follows:
- ADIRS; the cabin pressure system uses
inputs from ADIRS which is designed in
accordance to ARINC 738.
- The uncorrected static pressure is only
used when none of the 3 ADIRUs
supplies the corrected static pressure
(i.e. during an electrical emergency
configuration).
- FMGS; information from the FMGS is
used to perform normal cabin pressure
control. Depending on the state of the
FMGS, only some or the complete
number of usable parameters will be
taken into account.
- Flight crew interface (input); flight crew
input to FMGS is necessary for the
landing altitude. The landing altitude
(destination input) is used to calculate
the general descent control schedule of
the cabin pressure control system in
internal mode. The landing altitude is
also that altitude where, after flight and
de-pressurization the delta p is zero.
- Flight crew input of destination QNH
(sea level atmospheric pressure) is also
needed for correct descent performance
calculating. The latest this input will be
given is before starting descent. At
21-48
AIR CONDITIONING
A319/A320

10,000 ft, ADIRS gives the standard
atmosphere pressure (1013.5 mbar) and
only below a transition altitude (10,000
ft) the pressure input will be changed to
QNH (or QFE, field elevation
atmospheric pressure) and the transition
would lead to a control inconsistency.
Therefore the cabin pressure control
system will read the destination QNH as
early as possible to avoid this
inconsistency in the transition altitude.
- Furthermore, the reading and application
of the destination QNH as the target
pressure will also solve the problem
should the pilots select the QFE value
instead of QNH. In the event that QNH
is not available from the FMGS, the
selection of destination QFE requires a
special selection on the landing field
elevation selector of zero ft. FMGS
calculated values do not require direct
input. The update rate for the parameters
sent by the FMGS is 900 ms.
- CFDS Interface; the BIT in the
actuator drive electronics can isolate
faults down to component level. This
information is given to the CFDS via an
ARINC 429 data bus.
JUN 97
The pressurization system interfaces with

other systems as follows:
- ADIRS; the cabin pressure system uses
inputs from ADIRS which is designed in
accordance to ARINC 738.
- The uncorrected static pressure is only
used when none of the 3 ADIRUs
supplies the corrected static pressure
(i.e. during an electrical emergency
configuration).
- FMGS; information from the FMGS is
used to perform normal cabin pressure
control. Depending on the state of the
FMGS, only some or the complete
number of usable parameters will be
taken into account.
- Flight crew interface (input); flight crew
input to FMGS is necessary for the
landing altitude. The landing altitude
(destination input) is used to calculate
the general descent control schedule of
the cabin pressure control system in
internal mode. The landing altitude is
also that altitude where, after flight and
de-pressurization the delta p is zero.
- Flight crew input of destination QNH
(sea level atmospheric pressure) is also
needed for correct descent performance
calculating. The latest this input will be
given is before starting descent. At
21-48
10,000 ft, ADIRS gives the standard

atmosphere pressure (1013.5 mbar) and
only below a transition altitude (10,000
ft) the pressure input will be changed to
QNH (or QFE, field elevation
atmospheric pressure) and the transition
would lead to a control inconsistency.
Therefore the cabin pressure control
system will read the destination QNH as
early as possible to avoid this
inconsistency in the transition altitude.
- Furthermore, the reading and application
of the destination QNH as the target
pressure will also solve the problem
should the pilots select the QFE value
instead of QNH. In the event that QNH
is not available from the FMGS, the
selection of destination QFE requires a
special selection on the landing field
elevation selector of zero ft. FMGS
calculated values do not require direct
input. The update rate for the parameters
sent by the FMGS is 900 ms.
- CFDS Interface; the BIT in the
actuator drive electronics can isolate
faults down to component level. This
information is given to the CFDS via an
ARINC 429 data bus.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
AIR CONDITIONING
Cabin Pressure Control - Schematic (Sheet 1 of 3)

JUN 97
A319/A320
21-49
JUN 97
21-49
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
AIR CONDITIONING
21-50
A319/A320
JUN 97
21-50
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
AIR CONDITIONING
JUN 97
A319/A320
21-51
JUN 97
21-51
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
A319/A320
AIR CONDITIONING
CONTROLS & INDICATIONS
AIR CONDITIONING PANEL

Location: Overhead Panel

PACK FLOW Selector
Permits selection of pack flow according
to number of passengers and ambient conditions (smoke removal, hot or humid conditions).
If the APU is supplying bleed air or one
pack fails, high flow is delivered regardless of the selectors position. If low flow
is selected and the temperature demand
cannot be satisfied, the pack reverts to
normal flow.
Zone Temperature Selectors
Adjust temperature for associated zone.
PACK FLOW Selector

Permits selection of pack flow according
to number of passengers and ambient conditions (smoke removal, hot or humid conditions).
If the APU is supplying bleed air or one
pack fails, high flow is delivered regardless of the selectors position. If low flow
is selected and the temperature demand
cannot be satisfied, the pack reverts to
normal flow.
Zone Temperature Selectors
Adjust temperature for associated zone.
PACK FLOW
NORM
COCKPIT
FWD CABIN
PACK FLOW
NORM
AFT CABIN
A
I
R
OFF
COLD
PACK 1
FAULT
C
O
N
D
LO
HI
FAULT
HOT
COLD
HOT
COLD
HOT
X BLEED
PACK 1
PACK 2
PACK 2
OFF
AUTO
RAM AIR
ENG 1 BLEED
APU BLEED
FAULT
FAULT
ENG 2 BLEED
FAULT
ON
OFF
SHUT
OFF
ON
HOT AIR Switch

ON - Automatically controls zone
hot air pressure regulating valve.
OFF - Closes hot air pressure valve
and trim air valves; resets fault circuit.
21-52
OPEN
A
I
R
A
I
R
FWD CABIN
AFT CABIN
HI
FAULT
OFF
C
O
N
D
C
O
N
D
COLD
PACK 1
FAULT
FAULT
OFF
COCKPIT
HOT AIR
HOT AIR
LO
JUN 97
HOT
COLD
HOT
X BLEED
PACK 2
PACK 2
FAULT
OFF
AUTO
RAM AIR
ENG 1 BLEED
APU BLEED
FAULT
FAULT
ENG 2 BLEED
FAULT
ON
OFF
SHUT
ON
HOT AIR Switch

ON - Automatically controls zone
hot air pressure regulating valve.
OFF - Closes hot air pressure valve
and trim air valves; resets fault circuit.
21-52
COLD
OFF
OFF
HOT AIR FAULT Light

Illuminates amber when duct overheat is
detected. If this occurs, the zone hot air
pressure regulating valve and trim air
valves automatically close. The FAULT
light stays on until a lower temperature is
sensed with the switch off. The light also
illuminates when the zone hot air pressure
regulating valve position disagrees with
the commanded position.
HOT
PACK 1
OPEN
A
I
R
C
O
N
D
HOT AIR FAULT Light

detected. If this occurs, the zone hot air
pressure regulating valve and trim air
valves automatically close. The FAULT
light stays on until a lower temperature is
sensed with the switch off. The light also
illuminates when the zone hot air pressure
regulating valve position disagrees with
the commanded position.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
AIR CONDITIONING
A319/A320
AIR CONDITIONING

Location: Overhead Panel.

Location: Overhead Panel.
PACK Switch
ON - Automatically controls pack flow control valve.
Valve regulates flow, except in the following conditions:
- Upstream pressure is below minimum.
- Compressor outlet overheat.
- During engine start sequence with ENG MODE selector set to
IGN/START or CRANK and: either ENG MASTER switch is
ON (or MAN START switch is ON), and the start valve is
open, and N2 is less than 50%. On the ground, valve reopening
is delayed 30 seconds to avoid a pack closure cycle during
second engine start.
- Corresponding fire switch is depressed.
- DITCHING switch is selected ON.
OFF - Closes pack flow control valve.
PACK Switch
ON - Automatically controls pack flow control valve.
Valve regulates flow, except in the following conditions:
- Upstream pressure is below minimum.
- Compressor outlet overheat.
- During engine start sequence with ENG MODE selector set to
IGN/START or CRANK and: either ENG MASTER switch is
ON (or MAN START switch is ON), and the start valve is
open, and N2 is less than 50%. On the ground, valve reopening
is delayed 30 seconds to avoid a pack closure cycle during
second engine start.
- Corresponding fire switch is depressed.
- DITCHING switch is selected ON.
OFF - Closes pack flow control valve.
PACK FLOW
NORM
COCKPIT
FWD CABIN
PACK FLOW
NORM
AFT CABIN
LO
A
I
R
OFF
COLD
PACK 1
FAULT
C
O
N
D
LO
HI
FAULT
HOT
COLD
HOT
COLD
HOT
X BLEED
PACK 1
PACK 2
PACK 2
OFF
AUTO
RAM AIR
ENG 1 BLEED
APU BLEED
FAULT
FAULT
ENG 2 BLEED
FAULT
ON
OFF
SHUT
OFF
ON
RAM AIR Switch (guarded)

ON - Illuminates when selected. If the DITCHING
switch is in NORMAL position:
- Opens ram air inlet.
- Maintains normal outflow valve control if
differential pressure is greater than or equal to 1
psi.
- Opens outflow valve if differential pressure is less
than 1 psi (CABIN PRESS MODE SEL in AUTO).
OFF - Closes ram air inlet.
JUN 97
OPEN
A
I
R
A
I
R
FWD CABIN
AFT CABIN
HI
FAULT
OFF
C
O
N
D
C
O
N
D
COLD
PACK 1
FAULT
FAULT
OFF
COCKPIT
HOT AIR
HOT AIR
21-53
COLD
HOT
COLD
PACK 2
PACK 2
FAULT
OFF
AUTO
RAM AIR
ENG 1 BLEED
APU BLEED
ENG 2 BLEED
FAULT
FAULT
FAULT
ON
OFF
SHUT
ON
RAM AIR Switch (guarded)

ON - Illuminates when selected. If the DITCHING
switch is in NORMAL position:
- Opens ram air inlet.
- Maintains normal outflow valve control if
differential pressure is greater than or equal to 1
psi.
- Opens outflow valve if differential pressure is less
than 1 psi (CABIN PRESS MODE SEL in AUTO).
OFF - Closes ram air inlet.
JUN 97
HOT
X BLEED
OFF
OFF
PACK FAULT Light

Illuminates amber when pack
flow control valve position disagrees with selected position or
if compressor outlet overheats.
HOT
PACK 1
OPEN
A
I
R
C
O
N
D
PACK FAULT Light

Illuminates amber when pack
flow control valve position disagrees with selected position or
if compressor outlet overheats.
21-53
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A318/A319/A320
AIR CONDITIONING
/A321
A319/A320
AIR CONDITIONING
ECAM AIR CONDITIONING PAGE

Location: Lower ECAM.

Location: Lower ECAM.
Zone Controller Fault Indication

ALTN MODE - Displays green when primary zone controller fault detected.
PACK REG - Displays green when zone
controller fault detected (basic regulation
by packs only).
No Indication - Normal zone controller
operation.
Zone Controller Fault Indication

ALTN MODE - Displays green when primary zone controller fault detected.
PACK REG - Displays green when zone
controller fault detected (basic regulation
by packs only).
No Indication - Normal zone controller
operation.
Zone Temperature
Displays green.
Zone Temperature
Displays green.
COND
COND
TEMP: F
TEMP: F
ALTN MODE
ALTN MODE
Zone Duct Temperature

Normal condition displays
green. Becomes amber at
high temperature.
Zone Indication (A320)
Displays white.
FAN
CKPT
65
FAN
FWD
70
C
72
AFT
72
H
Zone Duct Temperature

green. Becomes amber at
high temperature.
75
79
HOT
AIR
AFT
Cargo Compartment
Temperature (A320)
Displays green.
84
75
HOT
AIR
Duct Inlet Temperature

(A320)
green. Becomes amber
when
temperature
is
greater than 175F.
Cargo Trim Air Valve Position (A320)
Displays green.
C = Cold - Valve is closed.
H = Hot - Valve is open.
21-54
Zone Indication (A320)

Displays white.
FAN
CKPT
65
FAN
FWD
70
C
72
AFT
72
H
75
79
HOT
AIR
AFT
Cargo Compartment
Temperature (A320)
Displays green.
84
75
HOT
AIR
Duct Inlet Temperature

(A320)
green. Becomes amber
when
temperature
is
greater than 175F.
Cargo Trim Air Valve Position (A320)
Displays green.
JUN 97
21-54
JUN 97
UNITED AIRLINES
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A318/
AIR CONDITIONING
A319/A320 /A321
A319/A320
AIR CONDITIONING

Location: Lower ECAM

TEMP
Indicates unit of measure
(C or F) in blue.
TEMP
(C or F) in blue.
Cabin FAN Fault

Indication
Displays amber if
fault in cabin fan
detected.
COND
TEMP: F
ALTN MODE
FAN
CKPT
65
FAN
FWD
70
C
72
AFT
72
H
75
79
HOT
AIR
84
75
AFT
HOT
AIR
Zone Trim Air Valve Position

Displays
green,
becomes
amber if the valve fails.
Zone HOT AIR Pressure
Regulating Valve
(Green) - Valve not
closed.
(Amber) - Valve not
closed, disagrees with
switch position.
(Green) - Valve closed
with HOT AIR switch
OFF.
(Amber) - Valve closed
with HOT AIR switch
AUTO, or disagrees with
switch position.
Outlet Isolation Valve (A320)
(Green) - Valve is open.
Cabin FAN Fault

Indication
Displays amber if
fault in cabin fan
detected.
COND
TEMP: F
ALTN MODE
FAN
CKPT
65
FAN
FWD
70
C
72
AFT
72
H
75
79
HOT
AIR
84
75
AFT
(Amber) - Valve is closed.

Inlet Isolation Valve (A320)
HOT
AIR
Zone Trim Air Valve Position

Displays
green,
becomes
amber if the valve fails.
Zone HOT AIR Pressure
Regulating Valve
(Green) - Valve not
closed.
(Amber) - Valve not
closed, disagrees with
switch position.
(Green) - Valve closed
with HOT AIR switch
OFF.
(Amber) - Valve closed
with HOT AIR switch
AUTO, or disagrees with
switch position.
Outlet Isolation Valve (A320)
Inlet Isolation Valve (A320)
Cargo HOT AIR Pressure Regulating Valve (A320)

JUN 97
Cargo HOT AIR Pressure Regulating Valve (A320)

(Amber) - Valve failed open.
(Amber) - Valve failed open.
(Green)
CARGO
AUTO.
(Amber)
CARGO
OFF.
(Green)
CARGO
AUTO.
(Amber)
CARGO
OFF.
- Valve closed with

HEAT HOT AIR switch
- Valve closed with
HEAT HOT AIR switch
21-55
JUN 97
- Valve closed with

HEAT HOT AIR switch
- Valve closed with
HEAT HOT AIR switch
21-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
A319/A320
AIR CONDITIONING
ECAM CRUISE PAGE

ECAM CRUISE PAGE

ENGINE
VIB
Temperature Unit
(C or F) in blue.
Temperature Unit
(C or F) in blue.
ENGINE
(N1)
0.8
1560
0.9
1530
1560
LBS
LBS
VIB
(N2)
OIL
OIL
11.5
Zone Indication
Displays green.
F. USED
F. USED
1530
Zone Indication
Displays green.
1.2
11.5
1.3
11.5
AIR
LDG ELEV AUTO
FWD
65
72
(N1)
0.8
0.9
VIB
(N2)
1.2
1.3
QT
QT
CKPT
11.5
VIB
AFT
75
AFT
21-56
84
75
500
AIR
FT
CAB V/S FT/MIN
250
CAB ALT FT
4150
LDG ELEV AUTO
CKPT
FWD
65
72
AFT
75
AFT
84
75
500
FT
CAB V/S FT/MIN
250
CAB ALT FT
4150
Cargo Heat (A320)

Displays green.
Cargo Heat (A320)

Displays green.
Zone Temperature
Displays green.
Zone Temperature
Displays green.
JUN 97
21-56
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
VENTILATION PANEL
VENTILATION
BLOWER
FAULT
OVRD
EXTRACT
A
U
T
O
FAULT
OVRD
CAB FANS
A
U
T
O
BLOWER FAULT Light

Illuminates amber when:
- Blower pressure is low.*
- Duct overheat detected.*
- Computer power supply fails.
- Smoke warning occurs.
EXTRACT FAULT Light
- Extract pressure is low.*
* External horn is also triggered if the
warning occurs on the ground with
engines stopped.
JUN 97
A319/A320
AIR CONDITIONING
OFF
BLOWER and EXTRACT

Switches
When both switches are in
AUTO:
- On ground before takeoff power
applied: the ventilation system
is in open circuit configuration
(closed configuration when skin
temperature is below ground
threshold).
- On ground after takeoff power
applied, or in flight: the
ventilation system is in closed
circuit configuration.
- In flight, ventilation system can
be in the intermediate
configuration if skin
temperature is above flight
threshold.
When either switch is in OVRD:
- The system goes to closed
- Air from air conditioning system
is added to ventilation air.
- The blower fan stops if
BLOWER switch is set at
OVRD.
OVRD:
- Air is provided from the air
conditioning system and then
extracted overboard.
- The blower fan stops.
CAB FANS Switch
On - Activates the two cabin recirculation fans.
OFF - Stops the two cabin recirculation fans.
21-57
VENTILATION PANEL
VENTILATION
BLOWER
FAULT
OVRD
EXTRACT
A
U
T
O
FAULT
OVRD
CAB FANS
A
U
T
O
BLOWER FAULT Light

- Blower pressure is low.*
- Duct overheat detected.*
EXTRACT FAULT Light
- Extract pressure is low.*
* External horn is also triggered if the
warning occurs on the ground with
engines stopped.
JUN 97
OFF
BLOWER and EXTRACT

Switches
AUTO:
- On ground before takeoff power
applied: the ventilation system
is in open circuit configuration
(closed configuration when skin
temperature is below ground
threshold).
- On ground after takeoff power
applied, or in flight: the
ventilation system is in closed
- In flight, ventilation system can
be in the intermediate
configuration if skin
temperature is above flight
threshold.
When either switch is in OVRD:
- The system goes to closed
- Air from air conditioning system
is added to ventilation air.
- The blower fan stops if
BLOWER switch is set at
OVRD.
OVRD:
- Air is provided from the air
conditioning system and then
extracted overboard.
- The blower fan stops.
CAB FANS Switch
On - Activates the two cabin recirculation fans.
OFF - Stops the two cabin recirculation fans.
21-57
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A318/A319/A320
AIR CONDITIONING
/A321
A319/A320
AIR CONDITIONING
CARGO HEAT PANEL

CARGO HEAT PANEL (A320)

AFT ISOL VALVE Switch

Controls isolation valve and extraction
fan.
Auto - Opens inlet and outlet isolation
valves and activates extraction fan provided there is no smoke detected in the aft
cargo compartment.
OFF - Closes inlet and outlet isolation
valves and turns off extraction fan.
AFT ISOL VALVE Switch

Controls isolation valve and extraction
fan.
Auto - Opens inlet and outlet isolation
valves and activates extraction fan provided there is no smoke detected in the aft
cargo compartment.
OFF - Closes inlet and outlet isolation
valves and turns off extraction fan.
AFT ISOL VALVE FAULT Light

Illuminates amber when either inlet or
outlet valve is in disagreement with the
selected position.
AFT ISOL VALVE FAULT Light

Illuminates amber when either inlet or
outlet valve is in disagreement with the
selected position.
CARGO HEAT
CARGO HEAT
AFT ISOL VALVE
HOT AIR
AFT ISOL VALVE
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
HOT AIR
AFT
AFT
COLD
HOT AIR Switch

Auto - Automatically controls cargo
heat pressure regulating valve.
OFF - Closes cargo pressure regulating and resets fault circuit.
HOT AIR FAULT Light
detected and extinguishes when temperature drops and OFF is selected. System
then resets with ISOL VALVE switch
ON.
21-58
COLD
HOT
Temperature Selector
Selects temperature for aft cargo
compartment.
COLD - approximately 40F.
HOT - approximately 80F.
Center - approximately 60F.
JUN 97
HOT AIR Switch

Auto - Automatically controls cargo
heat pressure regulating valve.
OFF - Closes cargo pressure regulating and resets fault circuit.
HOT AIR FAULT Light
detected and extinguishes when temperature drops and OFF is selected. System
then resets with ISOL VALVE switch
ON.
21-58
HOT
Temperature Selector
Selects temperature for aft cargo
compartment.
COLD - approximately 40F.
HOT - approximately 80F.
Center - approximately 60F.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
A319/A320
AIR CONDITIONING
CABIN PRESSURIZATION PANEL

CABIN PRESSURIZATION PANEL

MAN V/S CTL Switch

Controls the outflow valve position via the manual motor, when
MODE SEL switch is positioned
to MAN. Spring loaded to neutral. Switch must be held in position until target V/S is reached,
as outflow valve operation is
slow.
UP - Moves valve towards open
position.
DN - Moves valve towards
closed position.
MAN V/S CTL Switch

Controls the outflow valve position via the manual motor, when
MODE SEL switch is positioned
to MAN. Spring loaded to neutral. Switch must be held in position until target V/S is reached,
as outflow valve operation is
slow.
UP - Moves valve towards open
position.
DN - Moves valve towards
closed position.
DITCHING Switch
(guarded)
Normal - Selects normal system
operation.
ON - Commands operating system
to close the outflow valve,* emergency ram air inlet, avionics ventilation inlet and extract valves, and
pack flow control valves.
* Outflow valve will not
automatically close if under
manual control.
MODE SEL Switch

AUTO - Automatic mode is operating. Outflow valve is controlled by
one system at a time.
MAN - Allows manual control by the
MAN V/S CTL switch. Illuminates
white when selected. The cabin altitude indication on the ECAM PRESS
page may fluctuate when switching
from AUTO to MAN.
JUN 97
* Outflow valve will not

automatically close if under
manual control.
CABIN PRESS
CABIN PRESS
UP
FAULT A 12
U
T 10
MAN
O
DN
DITCHING Switch
(guarded)
Normal - Selects normal system
operation.
ON - Commands operating system
to close the outflow valve,* emergency ram air inlet, avionics ventilation inlet and extract valves, and
pack flow control valves.
LDG ELEV
AUTO
-2
14
DITCHING
UP
FAULT A 12
U
T 10
MAN
O
DN
0
2
ON
LDG ELEV Selector

AUTO (Detent) - Pressurization system
uses FMGS determined landing elevation to optimize pressure schedule.
Other positions - Pressurization system
uses selected value for landing elevation
reference in the event of an FMGC failure.
MODE SEL FAULT Light
Illuminates amber only when fault
detected in both automatic systems.
21-59
MODE SEL Switch

AUTO - Automatic mode is operating. Outflow valve is controlled by
one system at a time.
MAN - Allows manual control by the
MAN V/S CTL switch. Illuminates
white when selected. The cabin altitude indication on the ECAM PRESS
page may fluctuate when switching
from AUTO to MAN.
JUN 97
LDG ELEV
AUTO
-2
14
DITCHING
0
2
ON
LDG ELEV Selector

AUTO (Detent) - Pressurization system
uses FMGS determined landing elevation to optimize pressure schedule.
Other positions - Pressurization system
uses selected value for landing elevation
reference in the event of an FMGC failure.
Illuminates amber only when fault
detected in both automatic systems.
21-59
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
ECAM CABIN PRESSURE PAGE


Cabin Vertical Speed
Displays in green when in normal range.
Displays in amber when vertical speed
exceeds 2000 feet per minute.
Flashes green when vertical speed exceeds
1800 feet per minute.

Displays in green when in normal range.
Displays in amber when vertical speed
Flashes green when vertical speed exceeds
Cabin Differential Pressure
Displays green when in normal
range.
Displays amber when out of
normal range (normal range is
between -0.4 psi and 8.5 psi).
Flashes green if pressure
exceeds 1.5 psi during landing.
CAB PRESS
LDG ELEV
P
PSI
500
MAN
V/S FT/MN
2
VENT Indication
Displays white. Becomes amber
when blower or extract fault
detected.
4 .1
FT
DN
SYS
4150
SAFETY
VENT
INLET
PACK 1
Active System Indication

SYS 1 or SYS 2 displays green
when active and amber when a
fault is detected. MAN displays
green when the MODE SEL
switch is at MAN.
VENT Indication
when blower or extract fault
detected.
PACK 2
V/S FT/MN
2
500
MAN
CAB ALT
FT
UP
4 .1
10
1150
0
2
FT
DN
4150
MAN
SYS
SYS
SAFETY
VENT
INLET
PACK 1
EXTRACT
PACK 2
PACK Indication
Displays green when associated
pack flow control valve is open
and amber when pack flow control valve is closed.
INLET/EXTRACT Indications
Displays white. Becomes amber when
blower or extract fault detected.
INLET/EXTRACT Indications
Displays white. Becomes amber when
blower or extract fault detected.
P
PSI
EXTRACT
PACK Indication
pack flow control valve is open
and amber when pack flow control valve is closed.
21-60
LDG ELEV
MAN
SYS
CAB PRESS
10
1150
Cabin Differential Pressure

range.
Displays amber when out of
normal range (normal range is
between -0.4 psi and 8.5 psi).
Flashes green if pressure
exceeds 1.5 psi during landing.
CAB ALT
FT
UP
Active System Indication

SYS 1 or SYS 2 displays green
when active and amber when a
fault is detected. MAN displays
green when the MODE SEL
switch is at MAN.
A319/A320
AIR CONDITIONING
JUN 97
21-60
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
A319/A320
AIR CONDITIONING


CAB PRESS
LDG ELEV
P
PSI
500
MAN
V/S FT/MN
2
UP
4 .1
10
1150
0
2
FT
CAB ALT
FT
DN
4150
MAN
SYS
SYS
SAFETY
VENT
INLET
EXTRACT
PACK 1
PACK 2
INLET/EXTRACT Valve Position

Displays green. Becomes amber when in
transit or in case of disagreement.
xx
LDG ELEV AUTO/MAN

Indication
AUTO displays green when LDG ELEV
selector is in AUTO position.
MAN displays green when LDG ELEV
selector is not in AUTO position.
Not displayed when MODE SEL switch is
in MAN position.
Landing Elevation
Displays green landing elevation selected
either automatically by the FMGS or manually by the pilot.
in MAN position.
Cabin Altitude
Displays green when in normal range.
Displays red when cabin attitude exceeds
9550 feet.
Flashes green when cabin altitude exceeds
8800 feet.
SAFETY Valve Position
SAFETY displays white and position is
green when both safety valves are fully
closed. Becomes amber when either safety
valve is not closed.
Outflow Valve Position
Displays green during normal operation.
Displays amber when valve is fully open
(more than 95%) in flight.
CAB PRESS
LDG ELEV
P
PSI
500
MAN
V/S FT/MN
2
UP
4 .1
10
1150
0
2
FT
CAB ALT
FT
DN
4150
MAN
SYS
SYS
SAFETY
VENT
INLET
EXTRACT
PACK 1
PACK 2
INLET/EXTRACT Valve Position

Displays green. Becomes amber when in
transit or in case of disagreement.
LDG ELEV AUTO/MAN

Indication
AUTO displays green when LDG ELEV
selector is in AUTO position.
MAN displays green when LDG ELEV
selector is not in AUTO position.
in MAN position.
Landing Elevation
Displays green landing elevation selected
either automatically by the FMGS or manually by the pilot.
in MAN position.
Cabin Altitude
Displays red when cabin attitude exceeds
9550 feet.
Flashes green when cabin altitude exceeds
8800 feet.
SAFETY Valve Position
SAFETY displays white and position is
green when both safety valves are fully
closed. Becomes amber when either safety
valve is not closed.
Outflow Valve Position
Displays green during normal operation.
Displays amber when valve is fully open
(more than 95%) in flight.
Valve fully closed.
Valve fully closed.
Valve fully open.
Valve fully open.
Inlet valve in transit.
Inlet valve in transit.
Extract valve partially open (closed with

small internal flap open
Extract valve partially open (closed with

small internal flap open
xx
Valve failed in transit.
JUN 97
21-61
JUN 97
Valve failed in transit.
21-61
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
A319/A320
AIR CONDITIONING
ECAM CRUISE PAGE

ECAM CRUISE PAGE

LDG ELEV AUTO/MAN Indication

Displays identically to CAB PRESS
page.
Landing Elevation
Displays identically
PRESS page.
ENGINE
VIB
to
CAB
LDG ELEV AUTO/MAN Indication

Displays identically to CAB PRESS
page.
Landing Elevation
Displays identically
PRESS page.
ENGINE
(N1)
F. USED
F. USED
1530
0.8
1560
0.9
1530
1560
LBS
LBS
VIB
(N2)
OIL
OIL
11.5
1.2
11.5
1.3
11.5
AIR
LDG ELEV AUTO
500
AIR
FT
FWD
72
0.8
0.9
VIB
(N2)
1.2
1.3
AFT
75
AFT
LDG ELEV AUTO
500
FT
P 6.4 PSI
P 6.4 PSI
65
(N1)
CAB
QT
QT
CKPT
11.5
VIB
to
84
75
CAB V/S FT/MIN
250
CAB ALT FT
CKPT
FWD
65
72
4150
AFT
75
AFT
84
75
CAB V/S FT/MIN
250
CAB ALT FT
4150
P Indication
Displays green. Displays amber
when out of normal range. (Normal
range is between -0.4 and 8.5 psi.)

Displays amber when vertical speed
P Indication
Displays green. Displays amber
when out of normal range. (Normal
range is between -0.4 and 8.5 psi.)

Displays amber when vertical speed
Cabin Altitude
range.
Displays red when cabin altitude
exceeds 9550 feet.
AUTO mode display shown.
Cabin Altitude
range.
Displays red when cabin altitude
exceeds 9550 feet.
AUTO mode display shown.
MAN mode display:
UP
750
JUN 97
UP
750
2
DN
DN
21-62
MAN mode display:
21-62
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
AIR CONDITIONING
CFDS - Air Conditioning System

Report/Test
CFDS - Air Conditioning System

Report/Test
MCDU MENU
SYSTEM REPORT / TEST
< FMGC
< AIDS
< CFDS
RETURN >
SELECT DESIRED SYSTEM
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< ELEC
< FIRE PROT
< RETURN
< AIDS
< CFDS
RETURN >
< ELEC
< FIRE PROT
< RETURN
CFDS MENU
< AVIONICS STATUS

< SYSTEM REPORT/TEST
POST FLIGHT REP PRINT >
CFDS MENU

< PNEU
< APU
< LAST LEGS REPORT

< LAST LEGS ECAM REPORT
< PREVIOUS LEGS REPORT
ENG >
TOILET >
< AVIONICS STATUS

< RETURN
ENG >
TOILET >
< RETURN
AIR COND
AIR COND

< PNEU
< APU
< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN
< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN
JUN 97
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEGS REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
INST >
L/G >
NAV >
A319/A320
21-63
JUN 97
21-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
A319/A320
AIR CONDITIONING
CFDS - AEVC System Report/Test
CFDS - AEVC System Report/Test
AEVC
< LAST LEGS REPORT
< TEST
< CLASS 3 FAULT
AIR COND
< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN
AEVC
< LAST LEGS REPORT
< TEST
< CLASS 3 FAULT
AIR COND
< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN
< RETURN
< RETURN
AEVC
AEVC
TEST
TEST
< TEST WAIT
< TEST WAIT
AEVC
< RETURN
AEVC
AEVC
TEST
< RETURN
< RETURN
PRINT *
TEST OK
PRINT *
< RETURN
PRINT *
21MCDU02
21MCDU02
21-64
TEST
21-26-00
CHECK AEVC SUPPLY
21-26-34
AEVC
END OF TEST
TEST OK
PRINT *
AEVC
TEST
TEST
21-26-00
CHECK AEVC SUPPLY
21-26-34
AEVC
END OF TEST
JUN 97
21-64
JUN 97
UNITED AIRLINES
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A318/
AIR CONDITIONING
A319/A320 /A321
A319/A320
AIR CONDITIONING
CFDS - Cabin Temp Control System Report/Test
CFDS - Cabin Temp Control System Report/Test
CABIN TEMP CONT
CABIN TEMP CONT
AIR COND
AIR COND
< LAST LEG REPORT

< PREVIOUS LEG REPORT
< LRU INDENTIFICATION
< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN
< LAST LEG REPORT

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN
< TEST
< CLASS 3 FAULT
< RETURN
< TEST
< CLASS 3 FAULT
< RETURN
CABIN TEMP CONT
CABIN TEMP CONT
CABIN TEMP CONT
CABIN TEMP CONT
TEST
TEST
TEST
TEST
PACK 1 AND 2
SELECT OFF
< CONTINUE
< RETURN
PACK 1 AND 2
SELECT OFF
(IN PROGRESS MAX 300S)
< CONTINUE
< RETURN
< RETURN
CABIN TEMP CONT
CABIN TEMP CONT
TEST
TEST
21-61-34
P1 CTL 27HH
END OF TEST
< RETURN
CABIN TEMP CONT
CABIN TEMP CONT
TEST
TEST
21-61-34
P1 CTL 27HH
END OF TEST
TEST OK
TEST OK
END OF TEST
END OF TEST
< RETURN
PRINT *
< RETURN
PRINT *
< RETURN
PRINT *
< RETURN
PRINT *
21MCDU03
21MCDU03
JUN 97
(IN PROGRESS MAX 300S)
21-65
JUN 97
21-65
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
A319/A320
AIR CONDITIONING
CFDS - Cabin Press Control System Report/Test
CFDS - Cabin Press Control System Report/Test
CAB PRESS CONT X
< TEST / CALIBRATION

< CLASS 3 FAULT
< RETURN
TEST / CALIBRATION
< LAST LEG REPORT

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN
< LAST LEG REPORT

CAB PRESS CONT X
< TEST / CALIBRATION

< CLASS 3 FAULT
< RETURN
CAB PRESS CONT X
CAB PRESS CONT X
TEST / CALIBRATION
TEST / CALIBRATION
ECS PACKS ------------------------ OFF
ECS PACKS ------------------------ OFF
GROUND AIR SUPPLY --------- OFF
GROUND AIR SUPPLY --------- OFF
IN PROGRESS (20-------90S)
ADIRS 1,2,3 ------------------------ OFF
ADIRS 1,2,3 ------------------------ OFF
< CONTINUE
< RETURN
< CONTINUE
< RETURN
< RETURN
TEST / CALIBRATION
NO DATA FROM ADIRS 1
21-31-20
PRESS CONT 1
END OF TEST
PRINT *
CAB PRESS CONT X
CAB PRESS CONT X
TEST / CALIBRATION
NO DATA FROM ADIRS 1
21-31-20
PRESS CONT 1
END OF TEST
TEST / CALIBRATION
TEST OK
< RETURN
CAB PRESS CONT X

TEST / CALIBRATION
TEST OK
RESET LFES - AUTO
< RETURN
PRINT *
PRINT *
< RETURN
PRINT *
21MCDU04
21MCDU04
21-66
TEST / CALIBRATION
IN PROGRESS (20-------90S)
< RETURN
RESET LFES - AUTO
< RETURN
CAB PRESS CONT X
LFES ---------------- SET TO 14000FT
LFES ---------------- SET TO 14000FT
CAB PRESS CONT X
CAB PRESS CONT X
AIR COND
AIR COND
< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN
JUN 97
21-66
JUN 97
UNITED AIRLINES
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A318/
AIR CONDITIONING
A319/A320 /A321
A319/A320
AIR CONDITIONING
CFDS - Aft Cargo Heat Report/Test
CFDS - Aft Cargo Heat Report/Test
CARGO HEAT CONT AFT

< LAST LEG CLASS 3 FAULTS
< GROUND REPORT
< RETURN
CARGO HEAT CONT AFT
LAST LEG CLASS 3 FAULTS

DATE: MAY 14
GROUND REPORT
< RETURN
PRINT *
< RETURN
< LAST LEG CLASS 3 FAULTS

< GROUND REPORT
< RETURN

DATE: MAY 14
< RETURN
PRINT *
CARGO HEAT CONT AFT

GROUND REPORT
DATE GMT ATA CLASS

CARGO HEAT CONT
0204 3919 21-43-34 1
NO FAULTS
PRINT *
< RETURN
PRINT *
21MCDU05
21MCDU05
JUN 97
CARGO HEAT CONT AFT
DATE GMT ATA CLASS

CARGO HEAT CONT
0204 3919 21-43-34 1
NO FAULTS
< LAST LEG REPORT

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN
< LAST LEG REPORT

CARGO HEAT CONT AFT
CARGO HEAT CONT AFT
AIR COND
AIR COND
< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN
21-67
JUN 97
21-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flow Control and Indication
Flow Control and Indication
21-68
A319/A320
AIR CONDITIONING
JUN 97
21-68
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
COMPONENT LOCATIONS
AIR CONDITIONING
COMPONENT LOCATIONS
Air Cooling System
Air Cooling System

JUN 97
A319/A320
21-69
JUN 97
21-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flow Control Valve - General View
Flow Control Valve - General View
21-70
A319/A320
AIR CONDITIONING
JUN 97
21-70
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Ozone Filter
Ozone Filter
JUN 97
A319/A320
AIR CONDITIONING
21-71
JUN 97
21-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
21-72
A319/A320
AIR CONDITIONING
JUN 97
21-72
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pack Temperature Control (Sheet 1)

JUN 97
A319/A320
AIR CONDITIONING
21-73
JUN 97
21-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
21-74
A319/A320
AIR CONDITIONING
JUN 97
21-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
COMPONENT LOCATIONS
AIR CONDITIONING
COMPONENT LOCATIONS
Flight Deck and Cabin Temperature Control (Sheet 1)

JUN 97
A319/A320
21-75
JUN 97
21-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
COMPONENT LOCATIONS
AIR CONDITIONING
COMPONENT LOCATIONS
21-76
A319/A320
JUN 97
21-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
COMPONENT LOCATIONS
AIR CONDITIONING
COMPONENT LOCATIONS

JUN 97
A319/A320
21-77
JUN 97
21-77
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
COMPONENT LOCATIONS
AIR CONDITIONING
COMPONENT LOCATIONS
Air Distribution and Recirculation (Sheet 1)
21-78
A319/A320
JUN 97
21-78
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
COMPONENT LOCATIONS
AIR CONDITIONING
COMPONENT LOCATIONS

JUN 97
A319/A320
21-79
JUN 97
21-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
COMPONENT LOCATIONS
AIR CONDITIONING
COMPONENT LOCATIONS
Lavatory and Galley Ventilation System
Lavatory and Galley Ventilation System
21-80
A319/A320
JUN 97
21-80
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
COMPONENT LOCATIONS
FIN
FUNCTIONAL DESIGNATION
A319/A320
COMPONENT LOCATIONS
PANEL ZONE
2140HM CHECK VALVE-AVNCS VENT

2150HM CHECK VALVE-AIR INLET, AVNCS VENT
AIR CONDITIONING
128
ACCESS
DOOR
ATA
REF.
844AR
21-26-41
FIN
FUNCTIONAL DESIGNATION
2140HM CHECK VALVE-AVNCS VENT

2150HM CHECK VALVE-AIR INLET, AVNCS VENT
TBD
PANEL ZONE
128
ACCESS
DOOR
ATA
REF.
844AR
21-26-41
TBD
2081HM DEMISTER-AVNCS VENT FILTER
127
21-20-00
2081HM DEMISTER-AVNCS VENT FILTER
127
2082HM CARTRIDGE-AVNCS VENT FILTER
127
21-20-00
2082HM CARTRIDGE-AVNCS VENT FILTER
127
21-20-00
2083HM HOUSING-AVNCS VENT FILTER
127
21-20-00
2083HM HOUSING-AVNCS VENT FILTER
127
21-20-00
10HQ
AEVC
128
824AR
21-26-34
10HQ
AEVC
128
824AR
15HQ
VALVE-SKIN AIR INLET, AVNCS VENT
127
812
21-26-52
15HQ
VALVE-SKIN AIR INLET, AVNCS VENT
127
812
21-26-52
16HQ
VALVE-SKIN EXCHANGER INLET

BYPASS, AVNCS VENT
128
127AF
21-26-55
16HQ
VALVE-SKIN EXCHANGER INLET

BYPASS, AVNCS VENT
128
127AF
21-26-55
17HQ
PRESS SW-BLOWER FAN, AVNCS VENT
121
811AB
21-26-11
17HQ
121
811AB
21-26-11
18HQ
FAN-EXTRACT, AVNCS VENT
128
842AR
21-26-51
18HQ
FAN-EXTRACT, AVNCS VENT
128
842AR
21-26-51
19HQ
127
842AR
21-26-11
19HQ
127
842AR
21-26-11
20HQ
FAN-BLOWER, AVNCS VENT
128
824AR
21-26-51
20HQ
FAN-BLOWER, AVNCS VENT
128
824AR
21-26-51
21HQ
VALVE-COND AIR INLET, AVNCS VENT
127
824AR
21-26-54
21HQ
VALVE-COND AIR INLET, AVNCS VENT
127
824AR
21-26-54
22HQ
VALVE-SKIN AIR OUTLET, AVNCS VENT
126
822AR
21-26-53
22HQ
VALVE-SKIN AIR OUTLET, AVNCS VENT
126
822AR
21-26-53
23HQ
VALVE-SKIN EXCHANGER OUTLET

BYPASS, AVNCS VENT
125
812
21-26-55
23HQ
VALVE-SKIN EXCHANGER OUTLET

BYPASS, AVNCS VENT
125
812
21-26-55
24HQ
VALVE-SKIN EXCHANGER ISOL, AVNCS

VENT
126
822
21-26-55
24HQ
VALVE-SKIN EXCHANGER ISOL, AVNCS

VENT
126
822
21-26-55
26HQ
SENSOR-DUCT TEMP, AVNCS VENT
128
824AR
21-26-12
26HQ
SENSOR-DUCT TEMP, AVNCS VENT
128
824AR
21-26-12
28HQ
SENSOR-SKIN TEMP, AVNCS VENT
126
822AR
21-26-13
28HQ
SENSOR-SKIN TEMP, AVNCS VENT
126
822AR
21-26-13
30HQ
PRESS SW-EXTRACT FAN, AVNCS VENT
128
824AR
21-26-11
30HQ
PRESS SW-EXTRACT FAN, AVNCS VENT
128
824AR
21-26-11
1WA
DET-SMOKE, AVNCS COMPT
128
824AR
26-15-15
1WA
DET-SMOKE, AVNCS COMPT
128
824AR
26-15-15
88VU
21-26-34
Avionics Equipment Ventilation (Sheet 1)

JUN 97
88VU
21-20-00
21-81
JUN 97
21-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
COMPONENT LOCATIONS
AIR CONDITIONING
COMPONENT LOCATIONS
21-82
A319/A320
JUN 97
21-82
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
COMPONENT LOCATIONS
AIR CONDITIONING
COMPONENT LOCATIONS

JUN 97
A319/A320
21-83
JUN 97
21-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
COMPONENT LOCATIONS
A319/A320
COMPONENT LOCATIONS
Aft Cargo Compartment Ventilation and Heating System (Sheet 1 - A320)
21-84
AIR CONDITIONING
JUN 97
21-84
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
COMPONENT LOCATIONS
A319/A320
COMPONENT LOCATIONS

JUN 97
AIR CONDITIONING
21-85

JUN 97
21-85
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pressure Control System (Sheet 1)
21-86
A319/A320
AIR CONDITIONING
JUN 97
21-86
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AIR CONDITIONING
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
AIR CONDITIONING
21-87
JUN 97
21-87
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................1
Flight Management Guidance System ..................................................2
FLIGHT GUIDANCE ................................................................................5
Managed Modes ....................................................................................
Selected Modes .....................................................................................6
Flight Mode Annunciator ......................................................................6
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) ........................................10
Autopilot Engagement Criteria .............................................................10
Soft Altitude ..........................................................................................11
Autopilot Disengagement Criteria ........................................................11
Auto Control/Manual Control ...............................................................12
AFS/EFCS Interface .............................................................................13
Rudder Control ......................................................................................14
Pitch Control .........................................................................................15
Aileron Control .....................................................................................16
Spoiler Control ......................................................................................17
Nose Wheel Control ..............................................................................18
Flight Management Guidance Computer (FMGC) Power Supply .......19
Flight Control Unit (FCU) Power Supply .............................................20
MCDU & Data Loader Power Supply ..................................................21
Autopilot Disconnect Circuit ................................................................22
Autothrust Instinctive Disconnect Circuit ............................................22
Sidestick lock Solenoid Circuit .............................................................23
Rudder Artificial Feel Solenoid Circuit.................................................23
ALTITUDE ALERT SYSTEM .................................................................25
AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES .......................26
HDG/TRK Mode ..................................................................................26
NAV Mode at Take-Off ........................................................................27
Engagement of NAV Mode (HDG TRK Selector Knob) .....................28
NAV Mode (DIRECT TO) ...................................................................29
LOC Mode ............................................................................................30
ALT ACQ Mode ...................................................................................31
ALT ACQ Mode - Altitude Change During Armin Phase ...................32
ALT ACQ Mode - Altitude Change During Capture Mode .................33
AP Engagement With FD in ALT Mode ..............................................34
V/S FPA Mode Selection ......................................................................35
V/S Mode Engagement - V/S Selector Knob .......................................36
Altitude Hold Through V/S FPA Mode ................................................37
OPEN CLB Mode - ALT SEL > Current Altitude ...............................38
OPEN CLB - ALT SEL < Current Alltitude ........................................39
OPEN CLB Mode - V/S Demand Above Performance Capability ......40
OPEN DES Mode - ALT SEL < Current Altitude ...............................41

GENERAL .................................................................................................. 1
Flight Management Guidance System .................................................. 2
FLIGHT GUIDANCE ................................................................................ 5
Managed Modes ....................................................................................
Selected Modes ..................................................................................... 6
Flight Mode Annunciator ..................................................................... 6
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) ....................................... 10
Autopilot Engagement Criteria ............................................................. 10
Soft Altitude .......................................................................................... 11
Autopilot Disengagement Criteria ........................................................ 11
Auto Control/Manual Control ............................................................... 12
AFS/EFCS Interface ............................................................................. 13
Rudder Control ..................................................................................... 14
Pitch Control ......................................................................................... 15
Aileron Control ..................................................................................... 16
Spoiler Control ...................................................................................... 17
Nose Wheel Control ............................................................................. 18
Flight Management Guidance Computer (FMGC) Power Supply ....... 19
Flight Control Unit (FCU) Power Supply ............................................ 20
MCDU & Data Loader Power Supply .................................................. 21
Autopilot Disconnect Circuit ................................................................ 22
Autothrust Instinctive Disconnect Circuit ............................................ 22
Sidestick lock Solenoid Circuit ............................................................ 23
Rudder Artificial Feel Solenoid Circuit................................................. 23
ALTITUDE ALERT SYSTEM ................................................................. 25
AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES ....................... 26
HDG/TRK Mode .................................................................................. 26
NAV Mode at Take-Off ........................................................................ 27
Engagement of NAV Mode (HDG TRK Selector Knob) ..................... 28
NAV Mode (DIRECT TO) ................................................................... 29
LOC Mode ............................................................................................ 30
ALT ACQ Mode ................................................................................... 31
ALT ACQ Mode - Altitude Change During Armin Phase ................... 32
ALT ACQ Mode - Altitude Change During Capture Mode ................. 33
AP Engagement With FD in ALT Mode .............................................. 34
V/S FPA Mode Selection ...................................................................... 35
V/S Mode Engagement - V/S Selector Knob ....................................... 36
Altitude Hold Through V/S FPA Mode ................................................ 37
OPEN CLB Mode - ALT SEL > Current Altitude ............................... 38
OPEN CLB - ALT SEL < Current Alltitude ........................................ 39
OPEN CLB Mode - V/S Demand Above Performance Capability ...... 40
OPEN DES Mode - ALT SEL < Current Altitude ............................... 41
JUN 97
JUN 97
22-i
22-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATION Cont.

EXP CLB - Aircraft Altitude < Selected Altitude ................................ 42
EXP DES - Aircraft Altitude > Selected Altitude ................................ 43
EXPED Mode - Disengagement By Selected Speed Selection ............ 44
Managed Level Change - A/C Altitude < Selected Altitude ................ 45
CLB Mode in Take-Off Phase .............................................................. 46
AUTOPILOT/FLIGHT DIRECTOR COMMON MODES ................... 47
Take-Off With NAV Modes ................................................................. 47
Take-Off With Heading Preset ............................................................. 48
ILS Approach ........................................................................................ 49
AREA NAV Approach ......................................................................... 50
GO AROUND Mode ............................................................................ 51
AUTOTHRUST .......................................................................................... 52
Thrust Setting ........................................................................................ 54
Autothrust Logic ................................................................................... 57
Autothrust Engagement ........................................................................ 58
Autothrust Modes ................................................................................. 58
Alpha Floor Protection ......................................................................... 60
FLIGHT AUGMENTATION .................................................................... 62
Rudder Travel Limitation ..................................................................... 64
Rudder Trim .......................................................................................... 66
Yaw Damper ......................................................................................... 68
FLIGHT ENVELOPE PROTECTION .................................................... 70
FAC Characteristic Speed Data ............................................................ 72
FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY ... 74
Flight Augmentation System (FAC) 28 VDC Power Supply ............... 74
Flight Augmentation System (FAC) 26VAC Power Supply ............... 75
Flight Augmentation System (FAC) Hydraulic Power Supply ........... 76
FLIGHT MANAGEMENT & GUIDANCE SYSTEM (FMGS) ............ 77
Flight Management and Guidance Computers (FMGC) ...................... 77
FMGC Operation .................................................................................. 78
Flight Management NAV Architecture ................................................ 80
Fight Management Ssystem RAD NAV Architecture .......................... 81
FMGS Position Computation ............................................................... 82
Flight Plan Indication ........................................................................... 84
FLIGHT PLANNING ................................................................................ 85
Flight Plan ............................................................................................. 85
Navigation Data Base ........................................................................... 85
Lateral Flight Plan ................................................................................ 85
Vertical Flight Plan ............................................................................... 86
Performance .......................................................................................... 86
MCDU Failure ...................................................................................... 86

EXP CLB - Aircraft Altitude < Selected Altitude ................................ 42
EXP DES - Aircraft Altitude > Selected Altitude ................................ 43
EXPED Mode - Disengagement By Selected Speed Selection ............ 44
Managed Level Change - A/C Altitude < Selected Altitude ................ 45
CLB Mode in Take-Off Phase .............................................................. 46
AUTOPILOT/FLIGHT DIRECTOR COMMON MODES ................... 47
Take-Off With NAV Modes ................................................................. 47
Take-Off With Heading Preset ............................................................. 48
ILS Approach ....................................................................................... 49
AREA NAV Approach ......................................................................... 50
GO AROUND Mode ............................................................................ 51
AUTOTHRUST .......................................................................................... 52
Thrust Setting ....................................................................................... 54
Autothrust Logic ................................................................................... 57
Autothrust Engagement ........................................................................ 58
Autothrust Modes ................................................................................. 58
Alpha Floor Protection ......................................................................... 60
FLIGHT AUGMENTATION ................................................................... 62
Rudder Travel Limitation ..................................................................... 64
Rudder Trim ......................................................................................... 66
Yaw Damper ......................................................................................... 68
FLIGHT ENVELOPE PROTECTION .................................................... 70
FAC Characteristic Speed Data ............................................................ 72
FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY .. 74
Flight Augmentation System (FAC) 28 VDC Power Supply ............... 74
Flight Augmentation System (FAC) 26VAC Power Supply ............... 75
Flight Augmentation System (FAC) Hydraulic Power Supply ........... 76
FLIGHT MANAGEMENT & GUIDANCE SYSTEM (FMGS) ........... 77
Flight Management and Guidance Computers (FMGC) ...................... 77
FMGC Operation .................................................................................. 78
Flight Management NAV Architecture ................................................ 80
Fight Management Ssystem RAD NAV Architecture ......................... 81
FMGS Position Computation ............................................................... 82
Flight Plan Indication ........................................................................... 84
FLIGHT PLANNING ................................................................................ 85
Flight Plan ............................................................................................. 85
Navigation Data Base ........................................................................... 85
Lateral Flight Plan ................................................................................ 85
Vertical Flight Plan ............................................................................... 86
Performance .......................................................................................... 86
MCDU Failure ...................................................................................... 86
22-ii
22-ii
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

DATABASE LOADING ............................................................................88
LANDING CAPABILITIES ......................................................................90
Removal of FD Bars .............................................................................91
Autoflight Warnings .............................................................................91
AFS MAINTENANCE SYSTEM ..............................................................92
Fault Isolation Detection System (FIDS) ..............................................92
FLIGHT CONTROL UNIT (FCU) ...........................................................93
EFIS CONTROL PANEL ..........................................................................98
THROTTLES ..............................................................................................99
ECAM INDICATIONS ..............................................................................100
AUTOLAND WARNING ..........................................................................101
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) .................102
MCDU FUNCTION & MODE KEYS ......................................................104
MCDU PAGE FORMAT ...........................................................................106
FLIGHT MODE ANNUNCIATOR (FMA) INDICATIONS .................115
PFD FLIGHT MODE ANNUNCIATIONS .............................................116
Autothrottle Annunciations (FMA Column 1) .................................117
Autopilot / Flight Director Vertical Modes (FMA Column 2).........118
Autopilot / Flight Director Lateral Modes (FMA Column 3) ..........120
AP/FD LAT & Vertical Combined Mode (FMA Columns 2 & 3) .120
Second Line (Armed Lateral Modes) ................................................120
Approach Capabilities (FMA Column 4) ..........................................121
Autopilot / Autothrottle Engagement Status (FMA Column 5) .....121
Special Messages (FMA Column 2 and 3) ........................................122
CFDS - AFS System/Report Test ..............................................................123
AFS Last Leg Report ..................................................................................124
AFS Previous Leg Report ..........................................................................125
AFS Ground Scan .......................................................................................126
AFS Windshear Test ...................................................................................127
AFS Maintenance Procedure .....................................................................128
AFS Test .......................................................................................................129
AFS Land Test ............................................................................................130
COMPONENT LOCATION
AFS Component Layout ...............................................................................132
AFS Computers ............................................................................................134
Flight Augmentation Computer (FAC) ........................................................135
Flight Management Guidance Compter (FMGC) .........................................136

DATABASE LOADING ............................................................................ 88
LANDING CAPABILITIES ...................................................................... 90
Removal of FD Bars ............................................................................. 91
Autoflight Warnings ............................................................................. 91
AFS MAINTENANCE SYSTEM ............................................................. 92
Fault Isolation Detection System (FIDS) ............................................. 92
FLIGHT CONTROL UNIT (FCU) .......................................................... 93
EFIS CONTROL PANEL ......................................................................... 98
THROTTLES ............................................................................................. 99
ECAM INDICATIONS .............................................................................. 100
AUTOLAND WARNING .......................................................................... 101
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) ................ 102
MCDU FUNCTION & MODE KEYS ...................................................... 104
MCDU PAGE FORMAT ........................................................................... 106
FLIGHT MODE ANNUNCIATOR (FMA) INDICATIONS ................. 115
PFD FLIGHT MODE ANNUNCIATIONS ............................................. 116
Autothrottle Annunciations (FMA Column 1) ................................. 117
Autopilot / Flight Director Vertical Modes (FMA Column 2)......... 118
Autopilot / Flight Director Lateral Modes (FMA Column 3).......... 120
AP/FD LAT & Vertical Combined Mode (FMA Columns 2 & 3) . 120
Second Line (Armed Lateral Modes) ................................................ 120
Approach Capabilities (FMA Column 4) .......................................... 121
Autopilot / Autothrottle Engagement Status (FMA Column 5) ..... 121
Special Messages (FMA Column 2 and 3) ........................................ 122
CFDS - AFS System/Report Test .............................................................. 123
AFS Last Leg Report .................................................................................. 124
AFS Previous Leg Report .......................................................................... 125
AFS Ground Scan ....................................................................................... 126
AFS Windshear Test .................................................................................. 127
AFS Maintenance Procedure ..................................................................... 128
AFS Test ....................................................................................................... 129
AFS Land Test ............................................................................................ 130
COMPONENT LOCATION
AFS Component Layout ............................................................................... 132
AFS Computers ............................................................................................ 134
Flight Augmentation Computer (FAC) ........................................................ 135
Flight Management Guidance Compter (FMGC) ........................................ 136
JUN 97
JUN 97
22-iii
22-iii
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321

GENERAL
The autoflight system (AFS) is made up of
the Flight Management and Guidance System (FMGS) and the Flight Augmentation
Computers (FACs).
The FMGS performs the following functions:
- autopilot (AP),
- flight director (FD),
- autothrust (A/THR),
- flight management which includes
navigation, performance and processing
of displays.
The FAC performs the following functions:
- yaw damper,
- rudder travel limiting,
- monitoring of the flight envelope and
computations of maneuvering speed,
- yaw autopilot order using power loops of
yaw damper and rudder trim,
- FAC 1: BITE function of the autoflight
system (AFS).
The actuators associated with the FAC are
directly connected to the flight controls.
All the autoflight controls and displays are
located on the glareshield, overhead panel,
maintenance panel and center pedestal in
the cockpit. Digital data buses provide
interconnections between the computers,
control units and sensors. The interconnection between the FACs, the FMGCs
and the peripherals makes sure that a single failure of a peripheral has no effect on
the AFS/FMS functions.
The Auto Flight System provides the crew
with functions reducing their workload
and improving the safety and the regularity of the flight. The Auto Flight System
(AFS) calculates orders to automatically
control the flight controls and engines by
computing orders then sending them to the
Electrical Flight Control System (EFCS)
JUN 97
AUTO FLIGHT
A319/A320

and to the Full Authority Digital Engine
Control (FADEC) system. When the AFS
is not active, the above mentioned components are controlled by the same systems,
but orders are generated by specific
devices such as side sticks and thrust
levers.
A fundamental function of the AFS is to
calculate the position of the aircraft. When
computing A/C position, the system uses
several aircraft sensors (ex. VOR, DME).
Aircraft control is AUTOMATIC (Autopilot or Autothrust), or MANUAL (crew
action on side stick or on thrust levers).
Aircraft guidance is MANAGED (targets
are provided by the FMGC), or
SELECTED (guidance targets are selected
by the crew through the FCU).
Flight management and flight guidance,
are mainly controlled from the Multipurpose Control and Display Unit and Flight
Control Unit.
Before departure on the Multipurpose
Control and Display Unit (MCDU) the
crew selects the flight plan, which will be
followed later on by the aircraft. In flight,
on the Flight Control Unit (FCU), the
crew can engage the autopilot and can
modify different flight parameters leading
to a change in the control of the aircraft.
The system has several flight plans in its
memory, and they are predetermined by
the airline. A flight plan comprises a complete flight from departure to arrival, the
various elements and constraints for the
route the aircraft must fly along, from take
off to landing. It includes vertical information and all intermediate waypoints and
can be displayed on the instruments
(CRTs). A flight plan can be selected,
built up, modified and monitored through
the MCDU. The database must updated.
22-1
GENERAL
The autoflight system (AFS) is made up of
the Flight Management and Guidance System (FMGS) and the Flight Augmentation
Computers (FACs).
The FMGS performs the following functions:
- autopilot (AP),
- flight director (FD),
- autothrust (A/THR),
- flight management which includes
navigation, performance and processing
of displays.
The FAC performs the following functions:
- yaw damper,
- rudder travel limiting,
- monitoring of the flight envelope and
computations of maneuvering speed,
- yaw autopilot order using power loops of
yaw damper and rudder trim,
- FAC 1: BITE function of the autoflight
system (AFS).
The actuators associated with the FAC are
directly connected to the flight controls.
All the autoflight controls and displays are
located on the glareshield, overhead panel,
maintenance panel and center pedestal in
the cockpit. Digital data buses provide
interconnections between the computers,
control units and sensors. The interconnection between the FACs, the FMGCs
and the peripherals makes sure that a single failure of a peripheral has no effect on
the AFS/FMS functions.
The Auto Flight System provides the crew
with functions reducing their workload
and improving the safety and the regularity of the flight. The Auto Flight System
(AFS) calculates orders to automatically
control the flight controls and engines by
computing orders then sending them to the
Electrical Flight Control System (EFCS)
JUN 97
and to the Full Authority Digital Engine

Control (FADEC) system. When the AFS
is not active, the above mentioned components are controlled by the same systems,
but orders are generated by specific
devices such as side sticks and thrust
levers.
A fundamental function of the AFS is to
calculate the position of the aircraft. When
computing A/C position, the system uses
several aircraft sensors (ex. VOR, DME).
Aircraft control is AUTOMATIC (Autopilot or Autothrust), or MANUAL (crew
action on side stick or on thrust levers).
Aircraft guidance is MANAGED (targets
are provided by the FMGC), or
SELECTED (guidance targets are selected
by the crew through the FCU).
Flight management and flight guidance,
are mainly controlled from the Multipurpose Control and Display Unit and Flight
Control Unit.
Before departure on the Multipurpose
Control and Display Unit (MCDU) the
crew selects the flight plan, which will be
followed later on by the aircraft. In flight,
on the Flight Control Unit (FCU), the
crew can engage the autopilot and can
modify different flight parameters leading
to a change in the control of the aircraft.
The system has several flight plans in its
memory, and they are predetermined by
the airline. A flight plan comprises a complete flight from departure to arrival, the
various elements and constraints for the
route the aircraft must fly along, from take
off to landing. It includes vertical information and all intermediate waypoints and
can be displayed on the instruments
(CRTs). A flight plan can be selected,
built up, modified and monitored through
the MCDU. The database must updated.
22-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321

Flight Management Guidance System
The FMGS is a dual type system for the
autopilot and autothrust functions. In
cruise mode only one autopilot can be
engaged. Both APs can be engaged
(through the AP l and AP 2 pushbutton
switches located on the FCU) as soon as
ILS approach mode is selected. AP l has
priority, AP 2 is in standby (the ELACs
and the FACs use the AP l commands first
and switch on the AP 2 command in case
of AP l disengagement).
A single A/THR pushbutton switch
located on the FCU enables engagement
of the autothrust function. Both A/THRs
are always engaged at the same time, but
only one (A/THR 1 or A/THR 2) is active
depending on AP and FD engagement status.
The flight director is active when the aircraft electrical network is energized. After
power-up, the associated FD pushbutton
switches on CAPT and F/O EFIS control
sections come on. FMGC 1 normally
drives the FD symbols (crossed bars or
yaw bar or flight path director symbols)
on Capt PFD and the FMGC 2 normally
drives the FD symbols on F/O PFD. In
case of the failure of one FMGC, the
remaining FMGC drives the FD symbols
on both PFDs.
The flight management system is available when the aircraft electrical network is
energized. The FMGCs work normally in
dual mode on the master/slave concept.
Both FMGCs perform the same functions
simultaneously and use all crew inputs on
MCDU 1 or 2.
22-2
AUTO FLIGHT
A319/A320

The flight management functions are performed by normally using the system
input of the associated side (1 or 2). The
slave system synchronizes on the master
system for the initialization of flight planning, modification and sequencing, the
performance modes, the guidance modes
and radio navigation. The results are compared and, in case of discrepancy, the
MCDU displays messages (position,
weight, target speeds).
The FMGC 1 and 2 send autopilot orders
through output buses to the ELACs. The
ELACs then transmit deflection commands to the surfaces on the pitch and roll
axes. The ELACs use the buses from the
FMGC 1 or FMGC 2 according to the
autopilot engaged (AP l has priority when
both APs are engaged in ILS approach).
to the FACs which control both yaw
damper servo actuators (transient commands) and rudder trim actuator (permanent commands).
The FACs use the same priority logic as
the ELACs. The FACs send yaw damper
commands to two hydraulic servo actuators (one per FAC). They also send commands to four electrical actuators for
rudder trim and rudder travel limiting (one
per FAC and per function). All the servomotors operate using an automatic
changeover logic in the event of a failure.
The FMGCs compute and transmit data to
the engines through the FCU, EIU and
EEC digital data buses. To consolidate
engine data, the FMGC having priority
compares the output parameters from the
Flight Control Unit (FCU) with its own
available data by means of comparison
logic.
JUN 97
Flight Management Guidance System

The FMGS is a dual type system for the
autopilot and autothrust functions. In
cruise mode only one autopilot can be
engaged. Both APs can be engaged
(through the AP l and AP 2 pushbutton
switches located on the FCU) as soon as
ILS approach mode is selected. AP l has
priority, AP 2 is in standby (the ELACs
and the FACs use the AP l commands first
and switch on the AP 2 command in case
of AP l disengagement).
A single A/THR pushbutton switch
located on the FCU enables engagement
of the autothrust function. Both A/THRs
are always engaged at the same time, but
only one (A/THR 1 or A/THR 2) is active
depending on AP and FD engagement status.
The flight director is active when the aircraft electrical network is energized. After
power-up, the associated FD pushbutton
switches on CAPT and F/O EFIS control
sections come on. FMGC 1 normally
drives the FD symbols (crossed bars or
yaw bar or flight path director symbols)
on Capt PFD and the FMGC 2 normally
drives the FD symbols on F/O PFD. In
case of the failure of one FMGC, the
remaining FMGC drives the FD symbols
on both PFDs.
The flight management system is available when the aircraft electrical network is
energized. The FMGCs work normally in
dual mode on the master/slave concept.
Both FMGCs perform the same functions
simultaneously and use all crew inputs on
MCDU 1 or 2.
22-2
The flight management functions are performed by normally using the system
input of the associated side (1 or 2). The
slave system synchronizes on the master
system for the initialization of flight planning, modification and sequencing, the
performance modes, the guidance modes
and radio navigation. The results are compared and, in case of discrepancy, the
MCDU displays messages (position,
weight, target speeds).
through output buses to the ELACs. The
ELACs then transmit deflection commands to the surfaces on the pitch and roll
axes. The ELACs use the buses from the
FMGC 1 or FMGC 2 according to the
autopilot engaged (AP l has priority when
both APs are engaged in ILS approach).
to the FACs which control both yaw
damper servo actuators (transient commands) and rudder trim actuator (permanent commands).
The FACs use the same priority logic as
the ELACs. The FACs send yaw damper
commands to two hydraulic servo actuators (one per FAC). They also send commands to four electrical actuators for
rudder trim and rudder travel limiting (one
per FAC and per function). All the servomotors operate using an automatic
changeover logic in the event of a failure.
The FMGCs compute and transmit data to
the engines through the FCU, EIU and
EEC digital data buses. To consolidate
engine data, the FMGC having priority
compares the output parameters from the
Flight Control Unit (FCU) with its own
available data by means of comparison
logic.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AFS System Diagram
AFS System Diagram
JUN 97
A319/A320
AUTO FLIGHT
22-3
JUN 97
22-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321

There are no servo actuators for the autopilot and the autothrust functions. The side
stick controllers and the throttle control
levers do not move when the autopilot and
the A/THR are engaged.
The FAC is a dual type system for yaw
damper, rudder trim and rudder travel
functions.
FACs 1 and 2 can be engaged at the same
time through FAC 1 and FAC 2 pushbutton switches on the overhead panel. Only
one system is active at a time: FAC 1 has
priority, FAC 2 being in standby and synchronized on FAC 1 orders. An automatic
changeover to FAC 2 occurs in case of
disengagement or failure of FAC 1. Partial
changeover function per function (yaw
damper, rudder trim, RTL) is possible.
When the aircraft electrical network is
energized, flight envelope monitoring and
computation of maneuvering speeds operate independently of the FAC pushbutton
switches. The FACs provide windshear
and low energy warnings and flight envelope protection.
FMGC 1 and Capt PFD normally use data
from FAC 1 while FMGC 2 and F/O PFD
normally use data from FAC 2. In the
event of failure, the FMGCs and the PFDs
use the data from the active FAC.
FAC 1 performs the BITE function of the
whole AFS/FMS. Each computer includes
its own BITE function and is linked to
FAC 1. The MCDU (linked to the CFDIU)
displays the content of the maintenance
data and allows tests to be performed on
22-4
AUTO FLIGHT
A319/A320

the AFS system.
The AFS system is composed of both lateral functions and vertical functions. The
main lateral functions are:
- aircraft position determination,
- IRS alignment through the MCDU,
- automatic or manual selection (through
MCDU) selection of VOR, DME, ILS
and ADF frequencies,
- guidance computation along the lateral
flight plan,
- a navigation database provides all
necessary information to build a flight
plan with provisions for modifications.
The main vertical functions are:
- optimized speed computation; which is
then used as a reference for the guidance
functions,
- performance predictions such as time,
fuel, altitude, wind at various points of
the flight,
- guidance computation along the vertical
flight plan,
- a performance database provides
information based on airframe and
engine specifications.
Various displays are used to present Auto
Flight system data and information. The
main displays presenting Auto Flight System (AFS) information are:
- Multipurpose Control and Display Unit,
- Flight Control Unit (FCU),
- Primary Flight Display (PFD),
- Navigation Display (ND),
- Engine/Warning Display (EWD),
- ECAM Status Display page (SD).
JUN 97
There are no servo actuators for the autopilot and the autothrust functions. The side
stick controllers and the throttle control
levers do not move when the autopilot and
the A/THR are engaged.
The FAC is a dual type system for yaw
damper, rudder trim and rudder travel
functions.
FACs 1 and 2 can be engaged at the same
time through FAC 1 and FAC 2 pushbutton switches on the overhead panel. Only
one system is active at a time: FAC 1 has
priority, FAC 2 being in standby and synchronized on FAC 1 orders. An automatic
changeover to FAC 2 occurs in case of
disengagement or failure of FAC 1. Partial
changeover function per function (yaw
damper, rudder trim, RTL) is possible.
When the aircraft electrical network is
energized, flight envelope monitoring and
computation of maneuvering speeds operate independently of the FAC pushbutton
switches. The FACs provide windshear
and low energy warnings and flight envelope protection.
FMGC 1 and Capt PFD normally use data
from FAC 1 while FMGC 2 and F/O PFD
normally use data from FAC 2. In the
event of failure, the FMGCs and the PFDs
use the data from the active FAC.
FAC 1 performs the BITE function of the
whole AFS/FMS. Each computer includes
its own BITE function and is linked to
FAC 1. The MCDU (linked to the CFDIU)
displays the content of the maintenance
data and allows tests to be performed on
22-4
the AFS system.

The AFS system is composed of both lateral functions and vertical functions. The
main lateral functions are:
- aircraft position determination,
- IRS alignment through the MCDU,
- automatic or manual selection (through
MCDU) selection of VOR, DME, ILS
and ADF frequencies,
- guidance computation along the lateral
flight plan,
- a navigation database provides all
necessary information to build a flight
plan with provisions for modifications.
The main vertical functions are:
- optimized speed computation; which is
then used as a reference for the guidance
functions,
- performance predictions such as time,
fuel, altitude, wind at various points of
the flight,
- guidance computation along the vertical
flight plan,
- a performance database provides
information based on airframe and
engine specifications.
Various displays are used to present Auto
Flight system data and information. The
main displays presenting Auto Flight System (AFS) information are:
- Multipurpose Control and Display Unit,
- Flight Control Unit (FCU),
- Primary Flight Display (PFD),
- Navigation Display (ND),
- Engine/Warning Display (EWD),
- ECAM Status Display page (SD).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321

FLIGHT GUIDANCE
Each FMGC is made of two parts:
- The Flight Management Part (FM),
- The Flight Guidance Part (FG).
The Flight Management part provides
functions related to flight plan definition,
revision and monitoring. The flight guidance part provides functions related to aircraft control.
The Flight Guidance portion of the FMGS
utilizes the autopilots, flight directors, and
autothrottle system to provide flight guidance.
These functions work according to modes
generally chosen on the FCU. The Management part of the FMGC is used as a
reference source for the guidance part.
There are two basic modes of flight guidance: "managed" and "selected." Managed
modes are armed or engaged by pushing
the respective knob on the Flight Control
Unit (FCU). Selected modes are engaged
by pulling on the respective knob on the
FCU. The exception to this rule is that
LNAV engages automatically if a "DIR
TO" is selected on the MCDU.
The operational use is based on the following principle:
- the short term pilot orders are entered
through the FCU,
- the long term pilot orders are entered
through the MCDU. This principle leads
to two distinct operations : manual and
automatic controls.
JUN 97
AUTO FLIGHT
A319/A320

In manual control the aircraft is controlled
using reference parameters entered by the
pilot on the FCU (heading/track, vertical
speed/flight path angle, speed/Mach, altitude). These parameters are taken into
account (acquisition and then hold) as follows:
- modification of the parameter by means
of the corresponding selector knob on
the FCU,
- pull action on the selector knob.
In automatic control the aircraft is controlled using reference parameters computed by the FMGC which takes into
account the pilot data selected on the
MCDU. When the corresponding selector
knob on the FCU is pushed, a parameter is
selected in automatic control and the following occurs:
- the parameter value is shown by means
of a dashed line (for altitude a value is
always shown)
- a white indicator light comes on near the
corresponding reference display.
22-5
FLIGHT GUIDANCE
Each FMGC is made of two parts:
- The Flight Management Part (FM),
- The Flight Guidance Part (FG).
The Flight Management part provides
functions related to flight plan definition,
revision and monitoring. The flight guidance part provides functions related to aircraft control.
The Flight Guidance portion of the FMGS
utilizes the autopilots, flight directors, and
autothrottle system to provide flight guidance.
These functions work according to modes
generally chosen on the FCU. The Management part of the FMGC is used as a
reference source for the guidance part.
There are two basic modes of flight guidance: "managed" and "selected." Managed
modes are armed or engaged by pushing
the respective knob on the Flight Control
Unit (FCU). Selected modes are engaged
by pulling on the respective knob on the
FCU. The exception to this rule is that
LNAV engages automatically if a "DIR
TO" is selected on the MCDU.
The operational use is based on the following principle:
- the short term pilot orders are entered
through the FCU,
- the long term pilot orders are entered
through the MCDU. This principle leads
to two distinct operations : manual and
automatic controls.
JUN 97
In manual control the aircraft is controlled

using reference parameters entered by the
pilot on the FCU (heading/track, vertical
speed/flight path angle, speed/Mach, altitude). These parameters are taken into
account (acquisition and then hold) as follows:
- modification of the parameter by means
of the corresponding selector knob on
the FCU,
- pull action on the selector knob.
In automatic control the aircraft is controlled using reference parameters computed by the FMGC which takes into
account the pilot data selected on the
MCDU. When the corresponding selector
knob on the FCU is pushed, a parameter is
selected in automatic control and the following occurs:
- the parameter value is shown by means
of a dashed line (for altitude a value is
always shown)
- a white indicator light comes on near the
corresponding reference display.
22-5
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AUTO FLIGHT
/A321

Managed Modes
Managed modes are used for lateral, vertical, and speed profiles as determined by
the FMGS. These modes are considered
"long-term" modes and are modified by
entries on the MCDU.
- Lateral Modes
-Lateral Navigation
-Localizer (LOC)
-Approach Navigation on a
nonprecision approach (APP NAV)
-Runway (RWY)
-Runway Track (RWY TRK)
-Go Around Track (GA TRK)
-Nosewheel steering on an autoland
approach (ROLLOUT)
- Vertical Modes
-Vertical Navigation
-Climb (CLB)
-Descent (DES)
-Speed Reference System for takeoff
and go around (SRS)
-Glide Slope (G/S)
-Flight Path Angle on a nonprecision
approach (FINAL APP)
-FLARE (autoland approach)
-Approach Navigation (APP NAV)
-Altitude (ALT, ALT CST, ALT CRZ).
NOTE: VNAV, CLB, DES, FINAL, and
FINAL APP are only available if LNAV
is engaged.
- Speed Modes
-Managed Speed/mach
Selected Modes
Selected modes are used for lateral, vertical, and speed commands. The airplane is
flown according to commands selected by
the crew on the FCU. These selections are
considered "short-term" commands, and
override managed modes.
22-6
AUTO FLIGHT
A319/A320

- Lateral Modes
- Heading (HDG)
- Track (TRACK)
- Vertical Modes
-Open Climb (OP CLB)
-Open Descent (OP DES)
-Vertical Speed (V/S300)
-Flight Path Angle (FPA3.05)
-EXPEDITE (EXP CLB/EXP DES)
-Altitude (ALT CRZ/ALT CST)
Flight Mode Annunciator
Information about modes and engagement
status of guidance functions, plus some
specific messages, are displayed on the
Flight Mode Annunciator located at the
top of each Primary Flight Display.
The Flight Mode Annunciator (FMA) is
divided into fives zones: A/THR information, vertical and AP/FD modes, landing
capability, engagement status of guidance
functions. Messages use the third line of
the second and third zones. Five colors are
used:
- GREEN: A/THR and AP/FD active
modes,
- CYAN: AP/FD armed mode, A'THR
engaged (not active), V/S, FPA,
FLXTEMP, MDA, MDH and DH
numeric values, selected Mach and
speed,
- WHITE: Flight Guidance function
engaged, A/THR activated, landing
categories, manual thrusts (surrounded
by boxes) which are held when A/THR
is not active, messages. Mode change
and guidance function engagement make
a white box appear for ten seconds,
- AMBER: Messages, boxes around
certain thrust modes,
- RED: MAN PITCH TRIM ONLY
message.
Autopilot/Flight Director Controls/
JUN 97
Managed Modes
Managed modes are used for lateral, vertical, and speed profiles as determined by
the FMGS. These modes are considered
"long-term" modes and are modified by
entries on the MCDU.
- Lateral Modes
-Lateral Navigation
-Localizer (LOC)
-Approach Navigation on a
nonprecision approach (APP NAV)
-Runway (RWY)
-Runway Track (RWY TRK)
-Go Around Track (GA TRK)
-Nosewheel steering on an autoland
approach (ROLLOUT)
- Vertical Modes
-Vertical Navigation
-Climb (CLB)
-Descent (DES)
-Speed Reference System for takeoff
and go around (SRS)
-Glide Slope (G/S)
-Flight Path Angle on a nonprecision
approach (FINAL APP)
-FLARE (autoland approach)
-Approach Navigation (APP NAV)
-Altitude (ALT, ALT CST, ALT CRZ).
NOTE: VNAV, CLB, DES, FINAL, and
FINAL APP are only available if LNAV
is engaged.
- Speed Modes
-Managed Speed/mach
Selected Modes
Selected modes are used for lateral, vertical, and speed commands. The airplane is
flown according to commands selected by
the crew on the FCU. These selections are
considered "short-term" commands, and
override managed modes.
22-6
- Lateral Modes
- Heading (HDG)
- Track (TRACK)
- Vertical Modes
-Open Climb (OP CLB)
-Open Descent (OP DES)
-Vertical Speed (V/S300)
-Flight Path Angle (FPA3.05)
-EXPEDITE (EXP CLB/EXP DES)
-Altitude (ALT CRZ/ALT CST)
Flight Mode Annunciator
Information about modes and engagement
status of guidance functions, plus some
specific messages, are displayed on the
Flight Mode Annunciator located at the
top of each Primary Flight Display.
The Flight Mode Annunciator (FMA) is
divided into fives zones: A/THR information, vertical and AP/FD modes, landing
capability, engagement status of guidance
functions. Messages use the third line of
the second and third zones. Five colors are
used:
- GREEN: A/THR and AP/FD active
modes,
- CYAN: AP/FD armed mode, A'THR
engaged (not active), V/S, FPA,
FLXTEMP, MDA, MDH and DH
numeric values, selected Mach and
speed,
- WHITE: Flight Guidance function
engaged, A/THR activated, landing
categories, manual thrusts (surrounded
by boxes) which are held when A/THR
is not active, messages. Mode change
and guidance function engagement make
a white box appear for ten seconds,
- AMBER: Messages, boxes around
certain thrust modes,
- RED: MAN PITCH TRIM ONLY
message.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
Autopilot/Flight Director Controls/Indications
Indications
JUN 97
A319/A320
AUTO FLIGHT
22-7
JUN 97
22-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
Flight Control Unit (FCU)
Flight Control Unit (FCU)
22-8
A319/A320
AUTO FLIGHT
JUN 97
22-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
Flight Mode Annunciator (FMA)
Flight Mode Annunciator (FMA)

JUN 97
A319/A320
AUTO FLIGHT
22-9
JUN 97
22-9
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AUTO FLIGHT
/A321

AUTOPILOT/FLIGHT DIRECTOR
(AP/FD)
The autopilot (AP) and the flight director
(FD) functions are:
- stabilization of the aircraft around its
center of gravity when the AP/FD
system holds vertical speed or flight path
angle and heading or track,
- acquisition and hold of a flight path,
- guidance of the aircraft at takeoff by
holding runway axis and speed
(available in the FD as long as the
aircraft is on ground),
- automatic landing and go around.
The autopilot gives orders to control:
- the position of the control surfaces on
the three axes: pitch, roll and yaw,
- the position of the nose wheel.
These orders are taken into account by
these computers:
- FACs, ELACs, SECs and BSCU.
The flight director generates guidance
orders used in manual control. These
orders are displayed on the Primary Flight
Displays (PFDs) through the Display
Management Computers (DMCs).
NOTE :The DMCs deliver the information to the EFIS display units. The
warnings of the ECAM system and
those on the glareshield are generated
by the FWCs.
Autopilot guidance modes are selected on
the FCU and MCDU. Engagement is confirmed on the FMA. The autopilots utilize
ailerons, spoilers, and elevators to achieve
the desired flight profile. Rudder inputs,
yaw damping, and rudder trim are computed by the FACs and are automatic with
an autopilot engaged.
22-10
AUTO FLIGHT
A319/A320

The autopilot provides inputs to the nosewheel steering unit during the ROLLOUT
mode of an autoland approach. The airplane has full autoland capability even on
one engine.
Autopilot Engagement Criteria
The flight directors display FMGC and
FCU commands on both PFDs. They
come on automatically in the HDG/V/S
mode (conventional crossbar display)
when electrical power is applied to the aircraft electrical busses. A TRK/FPA mode
is also available to display airplane track
and vertical flight path angle information
in place of the standard cross bars. FD
pushbuttons located on the Flight Control
Unit allow withdrawal of the FD from the
PFDs.
There are three flight director bars:
- horizontal pitch bar,
- vertical roll bar,
- yaw bar.
The pitch bar does not appear if there is no
vertical active mode or in the roll out
phase of land mode. The roll bar does not
appear if there is no lateral mode active,
roll out mode and runway mode up to 30
ft. The yaw bar only appears in runway
mode up to 30 ft. radio altitude and during
align or roll out phase of land mode.
NOTE: If the aircraft is on the ground
and no AP/FD mode is engaged, FD
symbols are not displayed on the PFDs.
One autopilot can be engaged on the
ground if the engines are not running; it
will disengage when the first engine is
started. The airplane must be airborne for
at least 5 seconds before an autopilot can
be engaged in flight
JUN 97
AUTOPILOT/FLIGHT DIRECTOR
(AP/FD)
The autopilot (AP) and the flight director
(FD) functions are:
- stabilization of the aircraft around its
center of gravity when the AP/FD
system holds vertical speed or flight path
angle and heading or track,
- acquisition and hold of a flight path,
- guidance of the aircraft at takeoff by
holding runway axis and speed
(available in the FD as long as the
aircraft is on ground),
- automatic landing and go around.
The autopilot gives orders to control:
- the position of the control surfaces on
the three axes: pitch, roll and yaw,
- the position of the nose wheel.
These orders are taken into account by
these computers:
- FACs, ELACs, SECs and BSCU.
The flight director generates guidance
orders used in manual control. These
orders are displayed on the Primary Flight
Displays (PFDs) through the Display
Management Computers (DMCs).
NOTE :The DMCs deliver the information to the EFIS display units. The
warnings of the ECAM system and
those on the glareshield are generated
by the FWCs.
Autopilot guidance modes are selected on
the FCU and MCDU. Engagement is confirmed on the FMA. The autopilots utilize
ailerons, spoilers, and elevators to achieve
the desired flight profile. Rudder inputs,
yaw damping, and rudder trim are computed by the FACs and are automatic with
an autopilot engaged.
22-10
The autopilot provides inputs to the nosewheel steering unit during the ROLLOUT
mode of an autoland approach. The airplane has full autoland capability even on
one engine.
Autopilot Engagement Criteria
The flight directors display FMGC and
FCU commands on both PFDs. They
come on automatically in the HDG/V/S
mode (conventional crossbar display)
when electrical power is applied to the aircraft electrical busses. A TRK/FPA mode
is also available to display airplane track
and vertical flight path angle information
in place of the standard cross bars. FD
pushbuttons located on the Flight Control
Unit allow withdrawal of the FD from the
PFDs.
There are three flight director bars:
- horizontal pitch bar,
- vertical roll bar,
- yaw bar.
The pitch bar does not appear if there is no
vertical active mode or in the roll out
phase of land mode. The roll bar does not
appear if there is no lateral mode active,
roll out mode and runway mode up to 30
ft. The yaw bar only appears in runway
mode up to 30 ft. radio altitude and during
align or roll out phase of land mode.
NOTE: If the aircraft is on the ground
and no AP/FD mode is engaged, FD
symbols are not displayed on the PFDs.
One autopilot can be engaged on the
ground if the engines are not running; it
will disengage when the first engine is
started. The airplane must be airborne for
at least 5 seconds before an autopilot can
be engaged in flight
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321

Only one autopilot can be engaged in
flight, except when the ILS approach is
armed or engaged; the second autopilot
will remain engaged until the completion
of the go around phase. If two autopilots
are engaged, AP1 is active and AP 2 is in
standby. When the autopilot is engaged,
the FMGCs generate guidance commands
transmitted to the control surfaces by the
ELACs, the FACs, the SECs and the
BSCU. At the same time, load thresholds
on the side stick controllers and rudder
pedals are increased.
If an autopilot is engaged with at least one
FD ON, the autopilot will engage in the
active flight director modes. If an autopilot is engaged when both flight directors
are OFF, the autopilot will engage in
either HDG-V/S or TRK-FPA depending
on which flight director mode is selected
on the FCU.
Soft Altitude
When the autopilot is maintaining the
MCDU entered cruise altitude ("ALT
CRZ" displayed on the FMA), the A/THR
holds the target Mach, and the altitude
varies 50 feet to minimize thrust variations.
JUN 97
AUTO FLIGHT
A319/A320

Autopilot Disengagement Criteria
The autopilot will disengage if one of the
following occurs:
- Takeover switch is pressed,
- corresponding AP switch is pressed (AP
1 or AP 2),
- sidestick is moved beyond a
predetermined value,
- engagement of the other autopilot,
except when LOC-G/S modes are armed
or engaged, or ROLL OUT and GA
modes are engaged,
- both throttles set to TO/GA on the
ground (prevents takeoff with autopilot
engaged following a touch and go)
- upon reaching MDA with APPR
engaged and a non ILS approach
selected.
In normal law when:
- High speed protection is activated
- a protection is activated
- Bank angle exceeds 45,
- Rudder pedal deflection is greater than
10 out of trim.
22-11
Only one autopilot can be engaged in

flight, except when the ILS approach is
armed or engaged; the second autopilot
will remain engaged until the completion
of the go around phase. If two autopilots
are engaged, AP1 is active and AP 2 is in
standby. When the autopilot is engaged,
the FMGCs generate guidance commands
transmitted to the control surfaces by the
ELACs, the FACs, the SECs and the
BSCU. At the same time, load thresholds
on the side stick controllers and rudder
pedals are increased.
If an autopilot is engaged with at least one
FD ON, the autopilot will engage in the
active flight director modes. If an autopilot is engaged when both flight directors
are OFF, the autopilot will engage in
either HDG-V/S or TRK-FPA depending
on which flight director mode is selected
on the FCU.
Soft Altitude
When the autopilot is maintaining the
MCDU entered cruise altitude ("ALT
CRZ" displayed on the FMA), the A/THR
holds the target Mach, and the altitude
varies 50 feet to minimize thrust variations.
JUN 97
Autopilot Disengagement Criteria

The autopilot will disengage if one of the
following occurs:
- Takeover switch is pressed,
- corresponding AP switch is pressed (AP
1 or AP 2),
- sidestick is moved beyond a
predetermined value,
- engagement of the other autopilot,
except when LOC-G/S modes are armed
or engaged, or ROLL OUT and GA
modes are engaged,
- both throttles set to TO/GA on the
ground (prevents takeoff with autopilot
engaged following a touch and go)
- upon reaching MDA with APPR
engaged and a non ILS approach
selected.
In normal law when:
- High speed protection is activated
- a protection is activated
- Bank angle exceeds 45,
- Rudder pedal deflection is greater than
10 out of trim.
22-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321

The autopilot performs the modes given
below:
- cruise modes:
-Longitudinal Modes,
-Vertical Speed (V/S),
-Flight Path Angle (FPA),
-Altitude Hold (ALT),
-Altitude Acquire (ALT*),
-Open Climb (OP CLB),
-Climb (CLB),
-Open Descent (OP DES),
-Descent (DES),
-Expedite (EXP).
The FCU enables the engagement of the
AP and the selection of modes through
three control panels:
- the left and right side panels for the
selection of modes on Capt PFD, ND
and on F/O PFD, ND respectively, the
center panel for the engagement of AP
and A/THR and the selection of the AP/
FD modes.
The FCU also enables the selection of reference parameters:
- heading/track
- vertical speed/flight path angle
- speed/Mach
- altitude.
The operating mode of the AP is in MANUAL CONTROL when the references are
selected on the FCU. The AP is in AUTO
CONTROL when the flight management
system defines these references.
Auto Control/Manual Control
In auto control:
- the corresponding reference is shown by
a dashed line on the FCU (for altitude, a
value is always shown),
- an indicator light comes on near the
corresponding reference display on the
FCU.
22-12
AUTO FLIGHT
A319/A320

To select a parameter in manual control
mode, you pull and turn the corresponding
selector knob on the FCU. To revert to the
auto control mode, you push the corresponding selector knob.
The AP/FD or the autothrust system
always maintain speed. Modification of
altitude requires two actions:
- select new altitude pull the altitude
selector knob (for immediate acquisition
of value),
- push the selector knob (for acquisition
according to flight plan).
Pulling a selector knob always leads to an
immediate acquisition and hold of the corresponding parameter.
The autothrust function performs these
modes:
- speed: acquisition and hold (SPD),
- Mach: acquisition and hold (MACH),
- thrust: acquisition and hold of thrust
limit (CLB or MCT or TO/GA),
- retard: application of minimum thrust
(IDLE) during flare.
The FMA on the upper section of the PFD
provides the pilot with status data related
to:
- engagement of the modes of the A/THR,
AP and FD systems,
- landing capabilities.
JUN 97
The autopilot performs the modes given

below:
- cruise modes:
-Longitudinal Modes,
-Vertical Speed (V/S),
-Flight Path Angle (FPA),
-Altitude Hold (ALT),
-Altitude Acquire (ALT*),
-Open Climb (OP CLB),
-Climb (CLB),
-Open Descent (OP DES),
-Descent (DES),
-Expedite (EXP).
The FCU enables the engagement of the
AP and the selection of modes through
three control panels:
- the left and right side panels for the
selection of modes on Capt PFD, ND
and on F/O PFD, ND respectively, the
center panel for the engagement of AP
and A/THR and the selection of the AP/
FD modes.
The FCU also enables the selection of reference parameters:
- heading/track
- vertical speed/flight path angle
- speed/Mach
- altitude.
The operating mode of the AP is in MANUAL CONTROL when the references are
selected on the FCU. The AP is in AUTO
CONTROL when the flight management
system defines these references.
Auto Control/Manual Control
In auto control:
- the corresponding reference is shown by
a dashed line on the FCU (for altitude, a
value is always shown),
- an indicator light comes on near the
corresponding reference display on the
FCU.
22-12
To select a parameter in manual control

mode, you pull and turn the corresponding
selector knob on the FCU. To revert to the
auto control mode, you push the corresponding selector knob.
The AP/FD or the autothrust system
always maintain speed. Modification of
altitude requires two actions:
- select new altitude pull the altitude
selector knob (for immediate acquisition
of value),
- push the selector knob (for acquisition
according to flight plan).
Pulling a selector knob always leads to an
immediate acquisition and hold of the corresponding parameter.
The autothrust function performs these
modes:
- speed: acquisition and hold (SPD),
- Mach: acquisition and hold (MACH),
- thrust: acquisition and hold of thrust
limit (CLB or MCT or TO/GA),
- retard: application of minimum thrust
(IDLE) during flare.
The FMA on the upper section of the PFD
provides the pilot with status data related
to:
- engagement of the modes of the A/THR,
AP and FD systems,
- landing capabilities.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AFS/EFCS Interface
JUN 97
A319/A320
AUTO FLIGHT
AFS/EFCS Interface
22-13
JUN 97
22-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
Rudder Control
Rudder Control
22-14
A319/A320
AUTO FLIGHT
JUN 97
22-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
Pitch Control
Pitch Control
JUN 97
A319/A320
AUTO FLIGHT
22-15
JUN 97
22-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
Aileron Control
Aileron Control
22-16
A319/A320
AUTO FLIGHT
JUN 97
22-16
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
Spoiler Control
Spoiler Control
JUN 97
A319/A320
AUTO FLIGHT
22-17
JUN 97
22-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
Nose Wheel Control
Nose Wheel Control
22-18
A319/A320
AUTO FLIGHT
JUN 97
22-18
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
Flight Management Guidance Computer (FMGC) Power Supply
Flight Management Guidance Computer (FMGC) Power Supply

JUN 97
A319/A320
22-19
JUN 97
22-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
Flight Control Unit (FCU) Power Supply
Flight Control Unit (FCU) Power Supply
22-20
A319/A320
AUTO FLIGHT
JUN 97
22-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
A319/A320
Multipurpose Control Display Unit (MCDUs) & Data Loader Power Supply
JUN 97
AUTO FLIGHT
22-21
Multipurpose Control Display Unit (MCDUs) & Data Loader Power Supply
JUN 97
22-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
A319/A320
AUTO FLIGHT
Autopilot Disconnect Circuit
Autopilot Disconnect Circuit
Autothrust Instinctive Disconnect Circuit
Autothrust Instinctive Disconnect Circuit
22-22
JUN 97
22-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
A319/A320
AUTO FLIGHT
Sidestick lock Solenoid Circuit
Sidestick lock Solenoid Circuit
Rudder Artificial Feel Solenoid Circuit
Rudder Artificial Feel Solenoid Circuit
JUN 97
22-23
JUN 97
22-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
INTENTIONALLY LEFT BLANK
INTENTIONALLY LEFT BLANK
22-24
A319/A320
AUTO FLIGHT
JUN 97
22-24
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321

ALTITUDE ALERT SYSTEM
An altitude alert system is provided to
alert the crew when approaching or
departing a selected altitude.
When within 750 feet of aselected altitude:
- the yellow box around the current
altitude display starts flashing.
When within 250 feet of a selected altitude:
- the yellow box stops flashing.
At a deviation of 250 feet from the
selected altitude:
- Master WARNING lights illuminate,
- -Caution beeper sounds,
- -yellow box around current altitude,
- window changes to flashing amber.

Altitude alerting is automatically inhibited
in flight when any one of the following
occurs:
-landing gear down,
-slats are fully extended with the landing
gear handle selected down,
-G/S or FINAL APP modes are engaged
during approach,
-absence of aural and visual altitude alerting indicates an altitude alert system malfunction (no ECAM message).
ALTITUDE ALERT SYSTEM

An altitude alert system is provided to
alert the crew when approaching or
departing a selected altitude.
When within 750 feet of aselected altitude:
- the yellow box around the current
altitude display starts flashing.
When within 250 feet of a selected altitude:
- the yellow box stops flashing.
At a deviation of 250 feet from the
selected altitude:
- Master WARNING lights illuminate,
- -Caution beeper sounds,
- -yellow box around current altitude,
- window changes to flashing amber.
.Altitude Alert System

JUN 97
A319/A320
AUTO FLIGHT
Altitude alerting is automatically inhibited

in flight when any one of the following
occurs:
-landing gear down,
-slats are fully extended with the landing
gear handle selected down,
-G/S or FINAL APP modes are engaged
during approach,
-absence of aural and visual altitude alerting indicates an altitude alert system malfunction (no ECAM message).
.Altitude Alert System

22-25
JUN 97
22-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
A319/A320
AUTO FLIGHT
AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES
AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES
HDG/TRK Mode
HDG/TRK Mode
22-26
JUN 97
22-26
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
NAV Mode at Take-Off
NAV Mode at Take-Off

JUN 97
A319/A320
AUTO FLIGHT
22-27
JUN 97
22-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
Engagement of NAV Mode (HDG TRK Selector Knob)
Engagement of NAV Mode (HDG TRK Selector Knob)
22-28
A319/A320
JUN 97
22-28
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
NAV Mode (DIRECT TO)

JUN 97
A319/A320
AUTO FLIGHT
NAV Mode (DIRECT TO)

22-29
JUN 97
22-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
LOC Mode
22-30
A319/A320
AUTO FLIGHT
LOC Mode
JUN 97
22-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
ALT ACQ Mode
ALT ACQ Mode

JUN 97
A319/A320
22-31
JUN 97
22-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
ALT ACQ Mode - Altitude Change During Arming Phase
ALT ACQ Mode - Altitude Change During Arming Phase
22-32
A319/A320
JUN 97
22-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
ALT ACQ Mode - Altitude Change During Capture Mode
ALT ACQ Mode - Altitude Change During Capture Mode

JUN 97
A319/A320
22-33
JUN 97
22-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AP Engagement With FD in ALT Mode
22-34
A319/A320
AUTO FLIGHT
AP Engagement With FD in ALT Mode
JUN 97
22-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
V/S FPA Mode Selection
V/S FPA Mode Selection

JUN 97
A319/A320
AUTO FLIGHT
22-35
JUN 97
22-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
V/S Mode Engagement - V/S Selector Knob
V/S Mode Engagement - V/S Selector Knob
22-36
A319/A320
AUTO FLIGHT
JUN 97
22-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
Altitude Hold Through V/S FPA Mode
Altitude Hold Through V/S FPA Mode
JUN 97
A319/A320
AUTO FLIGHT
22-37
JUN 97
22-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
OPEN CLB Mode - ALT SEL > Current Altitude
22-38
A319/A320
AUTO FLIGHT
OPEN CLB Mode - ALT SEL > Current Altitude
JUN 97
22-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
OPEN CLB - ALT SEL < Current Alltitude

JUN 97
A319/A320
AUTO FLIGHT
OPEN CLB - ALT SEL < Current Alltitude

22-39
JUN 97
22-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
OPEN CLB Mode - V/S Demand Above Performance Capability
22-40
A319/A320
OPEN CLB Mode - V/S Demand Above Performance Capability
JUN 97
22-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
OPEN DES Mode - ALT SEL < Current Altitude
OPEN DES Mode - ALT SEL < Current Altitude

JUN 97
A319/A320
AUTO FLIGHT
22-41
JUN 97
22-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
EXP CLB - Aircraft Altitude < Selected Altitude
EXP CLB - Aircraft Altitude < Selected Altitude
22-42
A319/A320
AUTO FLIGHT
JUN 97
22-42
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
EXP DES - Aircraft Altitude > Selected Altitude

JUN 97
A319/A320
AUTO FLIGHT
EXP DES - Aircraft Altitude > Selected Altitude

22-43
JUN 97
22-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
EXPED Mode - Disengagement By Selected Speed Selection
EXPED Mode - Disengagement By Selected Speed Selection
22-44
A319/A320
JUN 97
22-44
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
Managed Level Change - A/C Altitude < Selected Altitude
Managed Level Change - A/C Altitude < Selected Altitude

JUN 97
A319/A320
22-45
JUN 97
22-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
CLB Mode in Take-Off Phase
CLB Mode in Take-Off Phase
22-46
A319/A320
AUTO FLIGHT
JUN 97
22-46
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
A319/A320
AUTO FLIGHT
AUTOPILOT/FLIGHT DIRECTOR COMMON MODES
AUTOPILOT/FLIGHT DIRECTOR COMMON MODES
Take-Off With NAV Modes
Take-Off With NAV Modes

JUN 97
22-47
JUN 97
22-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
Take-Off With Heading Preset
Take-Off With Heading Preset
22-48
A319/A320
AUTO FLIGHT
JUN 97
22-48
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
ILS Approach
ILS Approach
JUN 97
A319/A320
AUTO FLIGHT
22-49
JUN 97
22-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AREA NAV Approach
AREA NAV Approach
22-50
A319/A320
AUTO FLIGHT
JUN 97
22-50
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
GO AROUND Mode
GO AROUND Mode
JUN 97
A319/A320
AUTO FLIGHT
22-51
JUN 97
22-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321

AUTOTHRUST
The autothrust (A/THR) system is part of
the auto flight system. The autothrust system ensures the functions below through
the control of the thrust:
- speed hold (pilot selection i.e. manual
control or FMS computed i.e. auto
control),
- Mach hold (pilot selection i.e. manual
control),
- thrust hold,
- thrust reduction during flareout
(RETARD),
- protection against excessive angle of
attack (ALPHA FLOOR function).
The AFS is designed so that the AP/FD
system and the A/THR function always
control speed. To do this, the modes of the
A/THR system are a function of the AP/
FD. If neither AP nor FD is engaged, the
A/THR will be active in SPD/MACH
mode only.
The A/THR is integrated in the Flight
Management and Guidance System
(FMGS). The Engine Interface Units
(EIUs) and the Electronic Engine Control
(EECs) ensure the link between this system and the engines.
22-52
AUTO FLIGHT
A319/A320

The use of digital engine control units
simplify the autothrust system through:
- the deletion of the autothrottle actuator
(use of a digital link between the FMGC
and the EECs),
- the deletion of the limit thrust
computation (already performed by the
EECs),
- the deletion of the limit thrust panel (the
EECs make this selection automatically
depending on the position of the throttle
control levers),
- the deletion of the TO/GA levers (the
engagement of these modes is made
through push action on the throttle
control levers).
JUN 97
AUTOTHRUST
The autothrust (A/THR) system is part of
the auto flight system. The autothrust system ensures the functions below through
the control of the thrust:
- speed hold (pilot selection i.e. manual
control),
- Mach hold (pilot selection i.e. manual
control),
- thrust hold,
- thrust reduction during flareout
(RETARD),
- protection against excessive angle of
attack (ALPHA FLOOR function).
The AFS is designed so that the AP/FD
system and the A/THR function always
control speed. To do this, the modes of the
A/THR system are a function of the AP/
FD. If neither AP nor FD is engaged, the
A/THR will be active in SPD/MACH
mode only.
The A/THR is integrated in the Flight
Management and Guidance System
(FMGS). The Engine Interface Units
(EIUs) and the Electronic Engine Control
(EECs) ensure the link between this system and the engines.
22-52
The use of digital engine control units

simplify the autothrust system through:
- the deletion of the autothrottle actuator
(use of a digital link between the FMGC
and the EECs),
- the deletion of the limit thrust
computation (already performed by the
EECs),
- the deletion of the limit thrust panel (the
EECs make this selection automatically
depending on the position of the throttle
control levers),
- the deletion of the TO/GA levers (the
engagement of these modes is made
through push action on the throttle
control levers).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
Autothrust Systsem Diagram

JUN 97
A319/A320
AUTO FLIGHT
Autothrust Systsem Diagram

22-53
JUN 97
22-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321

Thrust Setting
In Manual thrust control, the thrust is
dependent on the position of the throttle
control levers. The throttle control levers
move over a sector divided into three separate sections:
- rear section: application of reverse
thrust,
- center section: normal throttle control
levers displacement in flight from idle to
max. climb (CL) thrust. The forward
position of this section corresponds to
the selection of the CL thrust limit
(gate),
- forward section: it has two mechanical
devices which allow to select thrust limit
modes below MCT/FLX TO (gate) and
TO/GA (stop). Each EEC (one per
engine) associates a thrust (Nl/EPR
CMD) with the position of the
corresponding throttle control lever.
The selection of the limit thrust modes
(CL, MCT, FLX TO, TO/GA) is made
when the throttle control levers are placed
in one of the gates (or stops) below:
- CL (gate),
- MCT/FLX TO (gate),
- TO/GA (stop).
When the throttle control levers are
between two positions, the limit thrust
mode selected is the one which corresponds to the most advanced position.
On the ground, with engines stopped, the
computation of the limit thrust is initialized on the mode which corresponds to the
position of the throttle control levers. On
the ground, with engines running, the
computation of the limit thrust is made in
the TO/GA mode.
22-54
AUTO FLIGHT
A319/A320

The gates for the MCT/FLX TO modes
correspond to a same position. A specific
logic has been adopted for the selection of
these modes:
- On the ground, if a fictitious temperature
(FLX TO temperature) higher than the
TAT is entered on the MCDU
(TAKEOFF page), the limit thrust
computation is made in FLX TO mode.
The fictitious temperature is shown on
the ECAM display unit together with the
engine parameters as long as the FLX
TO mode is engaged. For safety reasons,
the fictitious temperature is frozen at
takeoff as soon as a throttle control lever
reaches the CL position,
- In flight the FLX TO to MCT switching
is made when the throttle control levers
are moved from the MCT/FLX TO
position to another position (TO/GA or
CL) and returned to the MCT/FLX TO
position.
In autothrust mode, the thrust is computed
by the autothrust (A/THR) system. When
the A/THR function is engaged, it can be
active or inactive.
If the A/THR is active, two scenarios are
possible. If alpha floor protection is inactive with the two throttle control levers
between IDLE and CL, the engines are
controlled by the A/THR function. The
EEC limits the control of each engine to a
max. rate depending on the position of the
throttle control lever.
NOTE: When the A/THR function is
engaged, the normal position of the
throttle control levers is the CL gate
(two engine operation) or the MCT gate
(in the event of an engine failure). The
throttle control levers are not moved
outside the climb gates unless the pilot
wishes to limit the max. thrust.
JUN 97
Thrust Setting
In Manual thrust control, the thrust is
dependent on the position of the throttle
control levers. The throttle control levers
move over a sector divided into three separate sections:
- rear section: application of reverse
thrust,
- center section: normal throttle control
levers displacement in flight from idle to
max. climb (CL) thrust. The forward
position of this section corresponds to
the selection of the CL thrust limit
(gate),
- forward section: it has two mechanical
devices which allow to select thrust limit
modes below MCT/FLX TO (gate) and
TO/GA (stop). Each EEC (one per
engine) associates a thrust (Nl/EPR
CMD) with the position of the
corresponding throttle control lever.
The selection of the limit thrust modes
(CL, MCT, FLX TO, TO/GA) is made
when the throttle control levers are placed
in one of the gates (or stops) below:
- CL (gate),
- MCT/FLX TO (gate),
- TO/GA (stop).
When the throttle control levers are
between two positions, the limit thrust
mode selected is the one which corresponds to the most advanced position.
On the ground, with engines stopped, the
computation of the limit thrust is initialized on the mode which corresponds to the
position of the throttle control levers. On
the ground, with engines running, the
computation of the limit thrust is made in
the TO/GA mode.
22-54
The gates for the MCT/FLX TO modes

correspond to a same position. A specific
logic has been adopted for the selection of
these modes:
- On the ground, if a fictitious temperature
(FLX TO temperature) higher than the
TAT is entered on the MCDU
(TAKEOFF page), the limit thrust
computation is made in FLX TO mode.
The fictitious temperature is shown on
the ECAM display unit together with the
engine parameters as long as the FLX
TO mode is engaged. For safety reasons,
the fictitious temperature is frozen at
takeoff as soon as a throttle control lever
reaches the CL position,
- In flight the FLX TO to MCT switching
is made when the throttle control levers
are moved from the MCT/FLX TO
position to another position (TO/GA or
CL) and returned to the MCT/FLX TO
position.
In autothrust mode, the thrust is computed
by the autothrust (A/THR) system. When
the A/THR function is engaged, it can be
active or inactive.
If the A/THR is active, two scenarios are
possible. If alpha floor protection is inactive with the two throttle control levers
between IDLE and CL, the engines are
controlled by the A/THR function. The
EEC limits the control of each engine to a
max. rate depending on the position of the
NOTE: When the A/THR function is
engaged, the normal position of the
throttle control levers is the CL gate
(two engine operation) or the MCT gate
(in the event of an engine failure). The
throttle control levers are not moved
outside the climb gates unless the pilot
wishes to limit the max. thrust.
JUN 97
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Throttle Position Diagram
Throttle Position Diagram

JUN 97
A319/A320
AUTO FLIGHT
22-55
JUN 97
22-55
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If Alpha floor protection is active, the A/
THR controlled thrust is equal to the TO/
GA thrust for any control lever position.
For safety reasons, each EEC gives a low
limit to the controlled thrust, according to
the rate which corresponds to the position
of the throttle control lever.
The A/THR becomes inactive as soon as
one throttle control lever is placed outside
the IDLE/MCT zone. The two engines are
controlled by the position of the throttle
control levers. This condition will exist as
long as the Alpha floor protection is not
activated and if at least one throttle control
lever stays beyond the IDLE/MCT zone.
If there is a failure of the autothrust system, the thrust is frozen at the loss of the
autothrust control. Upon the disengagement of the A/THR function (which
occurs in its active phase), the thrust is
frozen for the engines on which the associated throttle control lever is in the CL or
MCT gate.
22-56
AUTO FLIGHT
A319/A320

NOTE: If a throttle control lever is not
in one of the CL or MCT gates, there is
a return to the manual thrust control
on the corresponding engine.
The controlled thrust of each engine
becomes again dependent on the position
of the throttle control lever as soon as the
associated lever is outside the CL or MCT
gates.
If the autothrust system is intentionally
disengaged by crew action, the thrust will
smoothly recover to the actual position of
the thrust levers.
JUN 97
If Alpha floor protection is active, the A/

THR controlled thrust is equal to the TO/
GA thrust for any control lever position.
For safety reasons, each EEC gives a low
limit to the controlled thrust, according to
the rate which corresponds to the position
of the throttle control lever.
The A/THR becomes inactive as soon as
one throttle control lever is placed outside
the IDLE/MCT zone. The two engines are
controlled by the position of the throttle
control levers. This condition will exist as
long as the Alpha floor protection is not
activated and if at least one throttle control
lever stays beyond the IDLE/MCT zone.
If there is a failure of the autothrust system, the thrust is frozen at the loss of the
autothrust control. Upon the disengagement of the A/THR function (which
occurs in its active phase), the thrust is
frozen for the engines on which the associated throttle control lever is in the CL or
MCT gate.
22-56
NOTE: If a throttle control lever is not

in one of the CL or MCT gates, there is
a return to the manual thrust control
on the corresponding engine.
The controlled thrust of each engine
becomes again dependent on the position
of the throttle control lever as soon as the
associated lever is outside the CL or MCT
gates.
If the autothrust system is intentionally
disengaged by crew action, the thrust will
smoothly recover to the actual position of
the thrust levers.
JUN 97
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Autothrust Logic
Autothrust Logic
JUN 97
A319/A320
AUTO FLIGHT
22-57
JUN 97
22-57
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Autothrust Engagement
The A/THR function can be engaged in
three different ways:
- when the A/THR pushbutton switch on
the FCU is pushed in, with aircraft on
the ground and engines stopped or in
flight at an altitude higher than 100 feet
(except in LAND TRACK phase),
- automatically further to the engagement
of the AP/FD TAKE OFF or GO
AROUND modes,
- automatically if the ALPHA FLOOR
condition detected by the FAC is present
and if the altitude is higher than 100 feet,
except during the first 15s after lift off.
If an alpha floor condition is activated and
the conditions that triggered the activation
have disappeared, the only way to return
to normal conditions again is to disengage
the autothrust function.
The autothrust function controls the
engines automatically in order to maintain
a given reference parameter for which the
Flight Management and Guidance Computer calculates the thrust target.
The source of the reference parameter is
either the Flight Control Unit (FCU), the
Electronic Engine Control (EEC) or the
Flight Management and Guidance Computer (FMGC) itself. The FMGCs (A/
T'HR 1 and A/THR 2 functions) calculate
a thrust target sent to the FCU. The thrust
target is an EPR. According to priority
rules, the FCU chooses the active autothrust function as the only source for both
engines.
The thrust target is sent through the
Engine Interface Units (EIUs), then to the
Electronic Engine Control (EECs) which
control the engines according to this thrust
target.
22-58
AUTO FLIGHT
A319/A320

In order to operate and monitor the autothrust function, the FMGCs get information from various systems and sensors.
Autothrust Modes
The Autothrust function works according
to modes and their related reference
parameter. There are 2 possibilities for
this reference parameter:
- it can be a speed or a Mach number. The
source is either the FCU (value chosen
by the pilots) or the FMGC itself,
- it can be a thrust. The sources are either
the EECs (they calculate the thrust limit)
when the thrust limit is needed or the
FMGC itself.
The possible autothrust modes are:
- SPEED,
- MACH,
- THRUST,
- RETARD,
- and Alpha Floor Protection.
The choice of the mode is made by the
FMGCs:
- SPEED or MACH hold:
-selected on FCU or managed by the
FMGC. THRUST hold: thrust limit
computed by the EECs (according to
thrust lever position), idle thrust in
descent or optimum thrust computed
by FMGC,
- RETARD:
-thrust reduced to and maintained at
idle during flare,
- ALPHA FLOOR protection:
-TO/GA thrust setting to protect the
aircraft against excessive angle of
attack and windshear.
The autothrust modes depend on active
vertical mode of the autopilot or flight
director. When no vertical mode is
engaged, the autothrust operates in
SPEED/MACH mode.
JUN 97
Autothrust Engagement
The A/THR function can be engaged in
three different ways:
- when the A/THR pushbutton switch on
the FCU is pushed in, with aircraft on
the ground and engines stopped or in
flight at an altitude higher than 100 feet
(except in LAND TRACK phase),
- automatically further to the engagement
of the AP/FD TAKE OFF or GO
AROUND modes,
- automatically if the ALPHA FLOOR
condition detected by the FAC is present
and if the altitude is higher than 100 feet,
except during the first 15s after lift off.
If an alpha floor condition is activated and
the conditions that triggered the activation
have disappeared, the only way to return
to normal conditions again is to disengage
the autothrust function.
The autothrust function controls the
engines automatically in order to maintain
a given reference parameter for which the
Flight Management and Guidance Computer calculates the thrust target.
The source of the reference parameter is
either the Flight Control Unit (FCU), the
Electronic Engine Control (EEC) or the
Flight Management and Guidance Computer (FMGC) itself. The FMGCs (A/
T'HR 1 and A/THR 2 functions) calculate
a thrust target sent to the FCU. The thrust
target is an EPR. According to priority
rules, the FCU chooses the active autothrust function as the only source for both
engines.
The thrust target is sent through the
Engine Interface Units (EIUs), then to the
Electronic Engine Control (EECs) which
control the engines according to this thrust
target.
22-58
In order to operate and monitor the autothrust function, the FMGCs get information from various systems and sensors.
Autothrust Modes
The Autothrust function works according
to modes and their related reference
parameter. There are 2 possibilities for
this reference parameter:
- it can be a speed or a Mach number. The
source is either the FCU (value chosen
by the pilots) or the FMGC itself,
- it can be a thrust. The sources are either
the EECs (they calculate the thrust limit)
when the thrust limit is needed or the
FMGC itself.
The possible autothrust modes are:
- SPEED,
- MACH,
- THRUST,
- RETARD,
- and Alpha Floor Protection.
The choice of the mode is made by the
FMGCs:
- SPEED or MACH hold:
-selected on FCU or managed by the
FMGC. THRUST hold: thrust limit
computed by the EECs (according to
thrust lever position), idle thrust in
descent or optimum thrust computed
by FMGC,
- RETARD:
-thrust reduced to and maintained at
idle during flare,
- ALPHA FLOOR protection:
-TO/GA thrust setting to protect the
aircraft against excessive angle of
attack and windshear.
The autothrust modes depend on active
vertical mode of the autopilot or flight
director. When no vertical mode is
engaged, the autothrust operates in
SPEED/MACH mode.
JUN 97
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Autothrust Modes
Autothrust Modes
JUN 97
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AUTO FLIGHT
22-59
JUN 97
22-59
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Alpha Floor Protection
Alpha Floor Protection
22-60
A319/A320
AUTO FLIGHT
JUN 97
22-60
JUN 97
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During A/THR operation, different messages are displayed on the FMA. The
FMA is located on the upper section of the
Primary Flight Display (PFD). The right
column shows the engagement status. The
left column shows different A/THR modes

and actions required. A/THR engagement
status message is displayed on the 3rd line
of the right column in one of the two colors:
- Cyan - Engaged, but inactive,
- White - Engaged and active.
During A/THR operation, different messages are displayed on the FMA. The
FMA is located on the upper section of the
Primary Flight Display (PFD). The right
column shows the engagement status. The
left column shows different A/THR modes
and actions required. A/THR engagement

status message is displayed on the 3rd line
of the right column in one of the two colors:
- Cyan - Engaged, but inactive,
- White - Engaged and active.
A/THR Indications
A/THR Indications
JUN 97
A319/A320
AUTO FLIGHT
22-61
JUN 97
22-61
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FLIGHT AUGMENTATION
The Flight Augmentation Computer
(FAC) provides yaw damper, rudder trim,
rudder travel limiting and flight envelope
protection.
The rudder travel limiting function
ensures:
- the limitation of the rudder travel as a
function of a predetermined law,
- the return to low speed limitation in case
of loss of function as soon as the slats
are extended.
The rudder trim function ensures:
- in manual control:
-the accomplishment of the pilot trim
orders from the manual trim control
(control and reset),
- in automatic control:
-the accomplishment of the autopilot
orders (autotrim on the yaw axis),
-the generation and the
accomplishment of the engine failure
recovery function.
The yaw damper function ensures:
- in manual control, the accomplishment
of the yaw orders from the elevator
aileron computer (ELAC) stabilization
and manual turn coordination). It also
provides a yaw damping degraded law in
the event of ELAC failure (alternate
law),
- in automatic control, the
accomplishment of the autopilot orders
from the Flight Management and
Guidance Computer (FMGC) for:
-turn coordination.
-guidance (align and roll out).
- it also ensures in automatic flight:
-engine failure recovery,
-yaw stability.
22-62
AUTO FLIGHT
A319/A320

The FAC generates, independently of the
engage status of the pushbutton switches,
different functions necessary to:
- control of the speed scale on the PFDs,
- the adaptation of gains for the FMGC
and ELAC,
- distribution of signals necessary to the
FMGC control laws,
- flight envelope protection in automatic
flight (speed limits for the FMGC, alpha
floor for the autothrust),
- display of the rudder trim order,
- windshear detection,
- low energy detection.
The flight augmentation system consists
of:
- two engagement pushbutton switches
common to the yaw damper and rudder
trim functions,
- two Flight Augmentation Computers
(FAC 1 and FAC 2),
- an electromechanical rudder travel
limitation unit with two motors,
- two position transducers integrated in
the unit.
JUN 97
FLIGHT AUGMENTATION
(FAC) provides yaw damper, rudder trim,
rudder travel limiting and flight envelope
protection.
The rudder travel limiting function
ensures:
- the limitation of the rudder travel as a
function of a predetermined law,
- the return to low speed limitation in case
of loss of function as soon as the slats
are extended.
The rudder trim function ensures:
- in manual control:
-the accomplishment of the pilot trim
orders from the manual trim control
(control and reset),
- in automatic control:
-the accomplishment of the autopilot
orders (autotrim on the yaw axis),
-the generation and the
accomplishment of the engine failure
recovery function.
aileron computer (ELAC) stabilization
law),
Guidance Computer (FMGC) for:
-turn coordination.
-guidance (align and roll out).
- it also ensures in automatic flight:
-engine failure recovery,
-yaw stability.
22-62
The FAC generates, independently of the

engage status of the pushbutton switches,
different functions necessary to:
- control of the speed scale on the PFDs,
- the adaptation of gains for the FMGC
and ELAC,
- distribution of signals necessary to the
FMGC control laws,
- flight envelope protection in automatic
flight (speed limits for the FMGC, alpha
floor for the autothrust),
- display of the rudder trim order,
- windshear detection,
- low energy detection.
The flight augmentation system consists
of:
- two engagement pushbutton switches
common to the yaw damper and rudder
trim functions,
(FAC 1 and FAC 2),
- an electromechanical rudder travel
limitation unit with two motors,
- two position transducers integrated in
the unit.
JUN 97
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Flight Augmentation Diagram
Flight Augmentation Diagram

JUN 97
A319/A320
AUTO FLIGHT
22-63
JUN 97
22-63
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Rudder Travel Limitation
This function provides the limitation of
the rudder travel by displacement of a stop
as a function of the speed.
The rudder travel limiting system operates
using changeover technique. When both
sides are engaged, side 1 has priority, side
2 is in standby. Side 2 is active when side
1 is disengaged (case of failure). The
motor of the standby side is not supplied.
Synchronization is achieved on the rudder
position prior to engagement. Amplitude
and speed limitations are introduced:
- the amplitude limitation is such that the
travel remains compatible with the limits
on the aircraft structure,
- the speed limitation prevents
overstressing of the limitation unit.
NOTE: Upon total loss of the rudder
travel limiting function, a control relay
enables the restoration of maximum
rudder deflection as soon as slats are
extended.
The 26 V/400Hz power is applied to the
primary windings of the position transducers directly from the busbars via the FAC
circuit breakers. The emergency control of
the motor operates on the same power
supply. The 28VDC power is applied to
the power electronic set from the FAC circuit breakers through a cutoff relay. This
relay is controlled by the monitoring logic
of the FAC.
22-64
AUTO FLIGHT
A319/A320

The active system controls the limitation
unit through its motor. It limits the rudder
travel according to a corrected airspeed
(VC). This parameter which is delivered
by the ADIRS (Air Data/Inertial Reference System) is monitored by the FAC.
Each motor has its own electronic power
electronic set. FAC logic interrupts the
power of the power electronic set on the
side which is not active and thus deactivates the associated motor. Two position
transducers enable slaving and monitoring
of the channel.
Return to low speed mode enables full
rudder defelction. This mode is used in the
event of a FAC or of the power electronic
set failure. Normal operation of the rudder
travel limitation unit is not available. This
mode which is independent from the normal control, is only initiated at low speed
(in slats extended configuration). The
FAC internal logic controls a relay which
switches the limitation unit to a control
order called emergency control order
(independent 26V/400Hz power supply).
JUN 97
Rudder Travel Limitation

This function provides the limitation of
the rudder travel by displacement of a stop
as a function of the speed.
The rudder travel limiting system operates
using changeover technique. When both
sides are engaged, side 1 has priority, side
2 is in standby. Side 2 is active when side
1 is disengaged (case of failure). The
motor of the standby side is not supplied.
Synchronization is achieved on the rudder
position prior to engagement. Amplitude
and speed limitations are introduced:
- the amplitude limitation is such that the
travel remains compatible with the limits
on the aircraft structure,
- the speed limitation prevents
overstressing of the limitation unit.
NOTE: Upon total loss of the rudder
travel limiting function, a control relay
enables the restoration of maximum
rudder deflection as soon as slats are
extended.
The 26 V/400Hz power is applied to the
primary windings of the position transducers directly from the busbars via the FAC
circuit breakers. The emergency control of
the motor operates on the same power
supply. The 28VDC power is applied to
the power electronic set from the FAC circuit breakers through a cutoff relay. This
relay is controlled by the monitoring logic
of the FAC.
22-64
The active system controls the limitation

unit through its motor. It limits the rudder
travel according to a corrected airspeed
(VC). This parameter which is delivered
by the ADIRS (Air Data/Inertial Reference System) is monitored by the FAC.
Each motor has its own electronic power
electronic set. FAC logic interrupts the
power of the power electronic set on the
side which is not active and thus deactivates the associated motor. Two position
transducers enable slaving and monitoring
of the channel.
Return to low speed mode enables full
rudder defelction. This mode is used in the
event of a FAC or of the power electronic
set failure. Normal operation of the rudder
travel limitation unit is not available. This
mode which is independent from the normal control, is only initiated at low speed
(in slats extended configuration). The
FAC internal logic controls a relay which
switches the limitation unit to a control
order called emergency control order
(independent 26V/400Hz power supply).
JUN 97
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Rudder Travel Limitation Unit Diagram
Rudder Travel Limitation Unit Diagram

JUN 97
A319/A320
AUTO FLIGHT
22-65
JUN 97
22-65
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Rudder Trim
The rudder trim function provides manual
control by a rudder trim control switch
located on the center pedestal. In addition
the ELACs compute a command signal for
rudder deflection (normal yaw damping
law including recovery of engine failure)
performed by the trim subsystem in manual flight. Reset of the rudder trim position is possible using a pushbutton switch
located on the center pedestal.
Automatic control when the autopilot is
engaged provides the accomplishment of
yaw autopilot command and the recovery
of engine failure.
The system consists of:
- an electromechanical actuator which
comprises two three phase synchronous
motors connected to a reduction gear by
rigid linkage,
(FAC 1 and FAC 2),
- four transducer units (RVDT)
configured in such a way that a single
failure would not affect all the units at
the same time,
- two engage FLT CTL/FAC pushbutton
switches (with FAULT/OFF legend)
common to the yaw damper and to the
rudder trim (one per FAC),
- a rudder trim control switch located on
the RUD TRIM control panel on the
center pedestal for manual trim control,
- a RUD TRIM/RESET pushbutton
switch (momentary switch), on the RUD
TRIM control panel.
- A rudder trim indicator with liquid
crystal display located on the left of the
rudder trim control switch.
22-66
AUTO FLIGHT
A319/A320

The system operates using changeover
technique. When the two channels are
engaged:
- channel 1 has priority,
- channel 2 is synchronized on the
position of the actuator through a
mechanical linkage.
The standby channel is not energized. The
control order is not interrupted. Each
channel is duplicated and monitored:
- the COMMAND side of the FAC slaves
the position of the system,
- the MONITOR side monitors the
system.
The rudder trim function ensures a
trimmed value of the rudder. This value is
reproduced at the rudder pedals.
Rudder trim is obtained either manually or
automatically. The value appears:
- on the rudder trim indicator,
- on the display unit of the ECAM system.
The resulting deflection is maintained
even in case of total loss of the function.
This permits a stabilized value in the event
of AP loss when an engine failure occurs.
When the changeover principle is
retained:
- The side 1 has priority through the side 1
signal,
- interruption of the actuator enable
signals on the standby channel,
- automatic engagement of the standby
channel upon loss or disengagement of
channel 1.
JUN 97
Rudder Trim
The rudder trim function provides manual
control by a rudder trim control switch
located on the center pedestal. In addition
the ELACs compute a command signal for
rudder deflection (normal yaw damping
law including recovery of engine failure)
performed by the trim subsystem in manual flight. Reset of the rudder trim position is possible using a pushbutton switch
located on the center pedestal.
Automatic control when the autopilot is
engaged provides the accomplishment of
yaw autopilot command and the recovery
of engine failure.
- an electromechanical actuator which
comprises two three phase synchronous
motors connected to a reduction gear by
rigid linkage,
(FAC 1 and FAC 2),
- four transducer units (RVDT)
configured in such a way that a single
failure would not affect all the units at
the same time,
- two engage FLT CTL/FAC pushbutton
switches (with FAULT/OFF legend)
common to the yaw damper and to the
rudder trim (one per FAC),
- a rudder trim control switch located on
the RUD TRIM control panel on the
center pedestal for manual trim control,
- a RUD TRIM/RESET pushbutton
switch (momentary switch), on the RUD
TRIM control panel.
- A rudder trim indicator with liquid
crystal display located on the left of the
rudder trim control switch.
22-66

technique. When the two channels are
engaged:
- channel 1 has priority,
- channel 2 is synchronized on the
position of the actuator through a
mechanical linkage.
The standby channel is not energized. The
control order is not interrupted. Each
channel is duplicated and monitored:
- the COMMAND side of the FAC slaves
the position of the system,
- the MONITOR side monitors the
system.
The rudder trim function ensures a
trimmed value of the rudder. This value is
reproduced at the rudder pedals.
Rudder trim is obtained either manually or
automatically. The value appears:
- on the rudder trim indicator,
- on the display unit of the ECAM system.
The resulting deflection is maintained
even in case of total loss of the function.
This permits a stabilized value in the event
of AP loss when an engine failure occurs.
When the changeover principle is
retained:
- The side 1 has priority through the side 1
signal,
- interruption of the actuator enable
signals on the standby channel,
- automatic engagement of the standby
channel upon loss or disengagement of
channel 1.
JUN 97
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Rudder Trim Diagram
Rudder Trim Diagram

JUN 97
A319/A320
AUTO FLIGHT
22-67
JUN 97
22-67
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Yaw Damper
aileron computer (ELAC) (stabilization
law),
Guidance Computer (FMGC) for turn
coordination and guidance (align and
roll out). It also ensures, in automatic
flight, assistance in engine failure
recovery and yaw stability.
- two electrohydraulic servoactuators (1
per FAC) centered to the neutral position
by an external spring device. Each
servoactuator includes:
- a Linear Variable Differential
Transducer (LVDT),
(FAC 1 and FAC 2),
- two Rotary Variable Differential
Transducers (RVDT) located on the
output shaft common to both
servoactuators,
- two FLT CTL/FAC pushbutton switches
common to the RUD TRIM and RTL
functions (for FAC engagement).
The ELACs compute the corresponding
data and transmit them to the rudder surface by a servo loop of the yaw damper
(FAC). The yaw damper function provides manual yaw stabilization. Alternate
law for Dutch roll damping is used when
the ELAC no longer computes normal
yaw stabilization. The FAC provides
Dutch roll damping (including turn coor-
22-68
AUTO FLIGHT
A319/A320

dination) when the autopilot is engaged
(in cruise only). It also provides engine
failure recovery when the autopilot is
engaged (the ELACs provide this function
in manual flight).
All the computations specific to this function (laws, logic and engagement) are
duplicated in each FAC.
technique. When both yaw damper 1 and
yaw damper 2 are engaged, channel 1 has
priority. Channel 2 is synchronized on the
position of the other channel and its associated servoactuator is depressurized. This
depressurization is performed by two electrovalves. Each electrovalve drives a
bypass valve. Only one electrovalve is
required to depressurize the servoactuator.
A pressure switch monitors the status of
the electrovalves.
If the two servoactuators are not pressurized, the rudder is centered to the neutral
position (zero or the trimmed value).
The rudder receives the yaw damper
orders, but they are not sent to the rudder
pedals. The Green hydraulic system supplies the servoactuator No. 1 associated
with FAC 1. The Yellow hydraulic system
supplies the servoactuator No. 2 associated with FAC 2.
When the AP is disengaged, the yaw
damper function is linked to the ELAC. In
normal mode, on the roll axis:
- the ELAC generates a lateral deflection
law which integrates the control of the
rudder (stabilization and turn
coordination).
The yaw damper carries out this law and
indicates the correct achievement of this
function through a hardwired discrete.
JUN 97
Yaw Damper
aileron computer (ELAC) (stabilization
law),
Guidance Computer (FMGC) for turn
coordination and guidance (align and
roll out). It also ensures, in automatic
flight, assistance in engine failure
recovery and yaw stability.
- two electrohydraulic servoactuators (1
per FAC) centered to the neutral position
by an external spring device. Each
servoactuator includes:
- a Linear Variable Differential
Transducer (LVDT),
(FAC 1 and FAC 2),
- two Rotary Variable Differential
Transducers (RVDT) located on the
output shaft common to both
servoactuators,
- two FLT CTL/FAC pushbutton switches
common to the RUD TRIM and RTL
functions (for FAC engagement).
The ELACs compute the corresponding
data and transmit them to the rudder surface by a servo loop of the yaw damper
(FAC). The yaw damper function provides manual yaw stabilization. Alternate
law for Dutch roll damping is used when
the ELAC no longer computes normal
yaw stabilization. The FAC provides
Dutch roll damping (including turn coor-
22-68
dination) when the autopilot is engaged

(in cruise only). It also provides engine
failure recovery when the autopilot is
engaged (the ELACs provide this function
in manual flight).
All the computations specific to this function (laws, logic and engagement) are
duplicated in each FAC.
technique. When both yaw damper 1 and
yaw damper 2 are engaged, channel 1 has
priority. Channel 2 is synchronized on the
position of the other channel and its associated servoactuator is depressurized. This
depressurization is performed by two electrovalves. Each electrovalve drives a
bypass valve. Only one electrovalve is
required to depressurize the servoactuator.
A pressure switch monitors the status of
the electrovalves.
If the two servoactuators are not pressurized, the rudder is centered to the neutral
position (zero or the trimmed value).
The rudder receives the yaw damper
orders, but they are not sent to the rudder
pedals. The Green hydraulic system supplies the servoactuator No. 1 associated
with FAC 1. The Yellow hydraulic system
supplies the servoactuator No. 2 associated with FAC 2.
When the AP is disengaged, the yaw
damper function is linked to the ELAC. In
normal mode, on the roll axis:
- the ELAC generates a lateral deflection
law which integrates the control of the
rudder (stabilization and turn
coordination).
The yaw damper carries out this law and
indicates the correct achievement of this
function through a hardwired discrete.
JUN 97
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If necessary, the ELAC will operate in
degraded law on the roll axis. The FAC
computes the yaw damper function and
generates a simplified law of Dutch roll
damping (alternate law).
This law, which has a fixed and limited
authority 5, only uses gains function of
the selected positions of the flaps and
slats.
As soon as the AP is engaged, the yaw

damper operates in the mode given below:
- Dutch roll damping except in approach
phase,
- turn coordination to reduce the sideslip
in turn. These two orders are inhibited
during the landing phase and
accomplished directly in the AP
guidance orders,
- assistance in engine failure recovery
from a lateral acceleration signal through
a threshold,
- accomplishment of the guidance orders :
align and roll out.
If necessary, the ELAC will operate in

degraded law on the roll axis. The FAC
computes the yaw damper function and
generates a simplified law of Dutch roll
damping (alternate law).
This law, which has a fixed and limited
authority 5, only uses gains function of
the selected positions of the flaps and
slats.
As soon as the AP is engaged, the yaw
damper operates in the mode given below:

- Dutch roll damping except in approach
phase,
- turn coordination to reduce the sideslip
in turn. These two orders are inhibited
during the landing phase and
accomplished directly in the AP
guidance orders,
- assistance in engine failure recovery
from a lateral acceleration signal through
a threshold,
- accomplishment of the guidance orders :
align and roll out.
Yaw Damper Diagram
Yaw Damper Diagram

JUN 97
A319/A320
AUTO FLIGHT
22-69
JUN 97
22-69
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FLIGHT ENVELOPE PROTECTION
(FAC) fulfills several functions independently of the engagement status of the
FLT CTL/FAC pushbutton switches.
The FAC monitors the flight envelope and
computes the maneuvering speeds. This
function provides the Primary Flight Display (PFD) with the following data displayed on the speed scale:
- stall warning speed (VSW),
- lower selectable speed (VLS),
- maximum speed (V MAX),
- maximum operational speed (V MAX
OP) giving margin against buffeting,
- airspeed tendency (VC TREND),
- maneuvering speed (V MAN) function
of the flap and slat positions,
- minimum flap retraction speed (V3),
- minimum slat retraction speed (V4),
- predictive VFE at next flap/slat position
(V FEN,
- In addition, V MAX and VLS are used
in the FMGC for speed limitation of AP/
FD and A/THR functions. The FAC
computes the conditions of activation of
the alpha floor mode of the A/THR
functions (angle of attack protection in
case of windshear).
These functions are necessary for:
- control of the speed scale on the
Primary,
- Flight Displays (PFDs),
- adaptation of gains of the Flight
Management and Guidance Computer
(FMGC) and Elevator Aileron Computer
(ELAC),
- distribution of signals for the FMGC
control laws,
- protection of the flight envelope in
automatic flight (speed limits for the
FMGC, alphafloor for the autothrust),
22-70
AUTO FLIGHT
A319/A320

- display of the flap/slat maneuver speed,
- windshear warning (pin program
activation),
- low energy warning,
- display of the positions of the control
surfaces.
The FAC computes:
- the weight and the center of gravity,
- the characteristic speed data,
- the aerodynamic flightpath angle and the
potential flightpath angle,
- the alphafloor protection,
- the position of the rudder trim for the
ECAM system.
The alpha floor protection is calculated in
the FAC. This function protects the aircraft against excessive angle of attack. To
do this, a comparison is made between the
aircraft angle of attack and predetermined
thresholds dependent on aircraft configuration.
Beyond the thresholds, the FAC transmits
a command signal to the autothrust which
will apply full thrust. This also protects
the aircraft against longitudinal wind variations (windshear) in approach by determining a wind acceleration (deduced from
the difference between ground acceleration and air acceleration).
At the second detected or undetected failure of the ADIRS, the alphafloor fuction is
lost.
JUN 97
FLIGHT ENVELOPE PROTECTION

(FAC) fulfills several functions independently of the engagement status of the
FLT CTL/FAC pushbutton switches.
The FAC monitors the flight envelope and
computes the maneuvering speeds. This
function provides the Primary Flight Display (PFD) with the following data displayed on the speed scale:
- stall warning speed (VSW),
- lower selectable speed (VLS),
- maximum speed (V MAX),
- maximum operational speed (V MAX
OP) giving margin against buffeting,
- airspeed tendency (VC TREND),
- maneuvering speed (V MAN) function
of the flap and slat positions,
- minimum flap retraction speed (V3),
- minimum slat retraction speed (V4),
- predictive VFE at next flap/slat position
(V FEN,
- In addition, V MAX and VLS are used
in the FMGC for speed limitation of AP/
FD and A/THR functions. The FAC
computes the conditions of activation of
the alpha floor mode of the A/THR
functions (angle of attack protection in
case of windshear).
These functions are necessary for:
- control of the speed scale on the
Primary,
- Flight Displays (PFDs),
- adaptation of gains of the Flight
(FMGC) and Elevator Aileron Computer
(ELAC),
- distribution of signals for the FMGC
control laws,
- protection of the flight envelope in
automatic flight (speed limits for the
FMGC, alphafloor for the autothrust),
22-70
- display of the flap/slat maneuver speed,

- windshear warning (pin program
activation),
- low energy warning,
- display of the positions of the control
surfaces.
The FAC computes:
- the weight and the center of gravity,
- the characteristic speed data,
- the aerodynamic flightpath angle and the
potential flightpath angle,
- the alphafloor protection,
- the position of the rudder trim for the
ECAM system.
The alpha floor protection is calculated in
the FAC. This function protects the aircraft against excessive angle of attack. To
do this, a comparison is made between the
aircraft angle of attack and predetermined
thresholds dependent on aircraft configuration.
Beyond the thresholds, the FAC transmits
a command signal to the autothrust which
will apply full thrust. This also protects
the aircraft against longitudinal wind variations (windshear) in approach by determining a wind acceleration (deduced from
the difference between ground acceleration and air acceleration).
At the second detected or undetected failure of the ADIRS, the alphafloor fuction is
lost.
JUN 97
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The ELAC direct computation of the alpha
floor protection is taken into account
directly as soon as the first detection is
made either by the FAC or by the ELAC.
Windshear is a sudden change in wind
direction and/or speed over a relatively
short distance in the atmosphere. This can
have an effect on aircraft performance
during takeoff and landing phases.
In windshear conditions, the principle is to
reduce the detection threshold according
to the detected windshear in order to allow
the possibility of performing a go around
maneuver sooner.
AUTO FLIGHT
The Low Energy Function is to prevent

the A/C from entering a low energy situation by alerting the pilot through an audio
warning:
- "SPEED.. SPEED.. SPEED".
The crew has to increase thrust and the
low energy warning disappears as soon as:
- thrust level is high enough or,
- alpha floor protection is triggered or,
- pitch go around mode is triggered.
Low energy warning is available in flaps
configuration 2, 3 and FULL and between
100 ft and 2000 ft. RA.
The ELAC direct computation of the alpha

floor protection is taken into account
directly as soon as the first detection is
made either by the FAC or by the ELAC.
Windshear is a sudden change in wind
direction and/or speed over a relatively
short distance in the atmosphere. This can
have an effect on aircraft performance
during takeoff and landing phases.
In windshear conditions, the principle is to
reduce the detection threshold according
to the detected windshear in order to allow
the possibility of performing a go around
maneuver sooner.
The Low Energy Function is to prevent

the A/C from entering a low energy situation by alerting the pilot through an audio
warning:
- "SPEED.. SPEED.. SPEED".
The crew has to increase thrust and the
low energy warning disappears as soon as:
- thrust level is high enough or,
- alpha floor protection is triggered or,
- pitch go around mode is triggered.
Low energy warning is available in flaps
configuration 2, 3 and FULL and between
100 ft and 2000 ft. RA.
Flight Autmentation Computer (FAC) Envelope Protection Diagram
Flight Autmentation Computer (FAC) Envelope Protection Diagram

JUN 97
A319/A320
22-71
JUN 97
22-71
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FAC Characteristic Speed Data
The characteristic speed data are presented on the PFDs through the Display
Management Computers (DMCs). In normal operation:
- FAC l transmits data to Captain's PFD,
- FAC 2 transmits data to First Officer's
PFD.
The transmitted data are validated from:
- The sign status matrices of the
transmitted labels.
22-72
AUTO FLIGHT
A319/A320

The different speed data is given below:
- VSW: stall warning speed,
- VALPHA PROT: speed corresponding
to angle of attack reached when ELAC
Alpha Protection is triggered,
- VALPHA LIM: minimum speed which
can be reached in ELAC Alpha
Protection,
- VLS: lower selectable speed for a given
configuration,
- VMAN (Green dot): maneuvering
speed. This speed represents the drift
down speed which corresponds to the
optimum speed (max. lift to drag ratio)
in the event of engine failure,
- V3 and V4: minimum flap and slat
retraction speed V3(F) = minimum flap
RETRACTION speed. V4(S) minimum
slat RETRACTION speed,
- VMAX: maximum allowable speed. It
determines a maximum value not to be
exceeded. It represents, depending on
the configuration, the smallest value of
the following:
-VFE = maximum flap and slat
extended speed,
-VLE = maximum landing gear,
extended speed in clean configuration,
- VMO/MMO = maximum operating limit
speed,
- VMAXOP: maximum selectable speed
- VC TREND: airspeed tendency. It
corresponds to the speed increment in
10s with the actual acceleration of the
aircraft,
- VFEN: in landing phase, it corresponds
to the VFE at next flap/slat position.
JUN 97
FAC Characteristic Speed Data

The characteristic speed data are presented on the PFDs through the Display
Management Computers (DMCs). In normal operation:
- FAC l transmits data to Captain's PFD,
- FAC 2 transmits data to First Officer's
PFD.
The transmitted data are validated from:
- The sign status matrices of the
transmitted labels.
22-72
The different speed data is given below:

- VSW: stall warning speed,
- VALPHA PROT: speed corresponding
to angle of attack reached when ELAC
Alpha Protection is triggered,
- VALPHA LIM: minimum speed which
can be reached in ELAC Alpha
Protection,
- VLS: lower selectable speed for a given
configuration,
- VMAN (Green dot): maneuvering
speed. This speed represents the drift
down speed which corresponds to the
optimum speed (max. lift to drag ratio)
in the event of engine failure,
- V3 and V4: minimum flap and slat
retraction speed V3(F) = minimum flap
RETRACTION speed. V4(S) minimum
slat RETRACTION speed,
- VMAX: maximum allowable speed. It
determines a maximum value not to be
exceeded. It represents, depending on
the configuration, the smallest value of
the following:
-VFE = maximum flap and slat
extended speed,
-VLE = maximum landing gear,
extended speed in clean configuration,
- VMO/MMO = maximum operating limit
speed,
- VMAXOP: maximum selectable speed
- VC TREND: airspeed tendency. It
corresponds to the speed increment in
10s with the actual acceleration of the
aircraft,
- VFEN: in landing phase, it corresponds
to the VFE at next flap/slat position.
JUN 97
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Flight Augmentation Computer (FAC) Characteristic Speed Data Diagram

JUN 97
AUTO FLIGHT
22-73
Flight Augmentation Computer (FAC) Characteristic Speed Data Diagram

JUN 97
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FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY
FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY
Flight Augmentation System (FAC) 28 VDC Power Supply
Flight Augmentation System (FAC) 28 VDC Power Supply
22-74
JUN 97
22-74
JUN 97
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Flight Augmentation System (FAC) 26VAC Power Supply
Flight Augmentation System (FAC) 26VAC Power Supply

JUN 97
A319/A320
22-75
JUN 97
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Flight Augmentation System (FAC) Hydraulic Power Supply
Flight Augmentation System (FAC) Hydraulic Power Supply
22-76
A319/A320
JUN 97
22-76
JUN 97
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FLIGHT MANAGEMENT AND
GUIDANCE SYSTEM (FMGS)
The FMGS provides automatic navigation
and flight guidance, map displays, autothrottle management and thrust limits, and
performance optimization. It greatly
reduces flight deck workload and
increases efficiency by eliminating many
routine tasks and computations normally
performed by the crew. After entry of the
flight plan and other required performance
data, the FMGS will generate the optimum
flight profile from departure to arrival,
provide automatic aircraft guidance and
compute current and predicted progress
along the flight plan.
The major functions of the FMGS include:
- storage of navigation and performance
data. The navigation data base is updated
by Maintenance on a 28day cycle,
- data entry for alignment of the inertial
reference units (ADIRS),
- entry, storage, and modification of flight
plans, including company routes, SIDs,
STARS, instrument approaches, airways,
and pilot defined waypoints,
- performance optimization, including
fuel computations, cost index speed
computations, and optimum vertical
profiles,
- map displays, including routes, navaids,
waypoints, etc.,
- continuous calculation of the aircraft
position,
- automatic and manual navaid tuning,
- aransmission of pitch, yaw, roll, and
thrust commands to the autopilots, flight
directors, and autothrottle system.
JUN 97
AUTO FLIGHT
A319/A320

The FMGS includes the following units:
- 2 flight management and guidance
computers (FMGCs),
- 2 multifunction control and display units
(MCDUs),
- 1 flight control unit (FCU),
- 2 flight augmentation computers (FACs),
- 2 throttles.
Flight Management and Guidance
Computers (FMGC)
Each FMGC has three functions:
- Flight management (FM): This function
computes the airplane position, provides
map displays, selects and autotunes
navigation radios, and calculates
performance information,
- Flight guidance (FG): This function
provides commands to the autopilots,
flight directors, and autothrottles,
- Flight augmentation: This function
provides rudder and yaw damping
inputs, flight envelope and speed
computations, and windshear protection.
Each FMGC has its own data base, which
is comprised of two sections. The first section is not modifiable by the crew, and
contains both navigation and performance
data. The second section is devoted to
pilot entered data, and can include waypoints, navaids, or runways not contained
in the data base. These entries are automatically deleted at the termination of
each flight.
Crew inputs to the FMGCs are entered by
the following crew interfaces:
- Multifunction Control and DisplayUnit,
- Flight Control Unit,
- Throttles.
22-77
FLIGHT MANAGEMENT AND

GUIDANCE SYSTEM (FMGS)
The FMGS provides automatic navigation
and flight guidance, map displays, autothrottle management and thrust limits, and
performance optimization. It greatly
reduces flight deck workload and
increases efficiency by eliminating many
routine tasks and computations normally
performed by the crew. After entry of the
flight plan and other required performance
data, the FMGS will generate the optimum
flight profile from departure to arrival,
provide automatic aircraft guidance and
compute current and predicted progress
along the flight plan.
The major functions of the FMGS include:
- storage of navigation and performance
data. The navigation data base is updated
by Maintenance on a 28day cycle,
- data entry for alignment of the inertial
reference units (ADIRS),
- entry, storage, and modification of flight
plans, including company routes, SIDs,
STARS, instrument approaches, airways,
and pilot defined waypoints,
- performance optimization, including
fuel computations, cost index speed
computations, and optimum vertical
profiles,
- map displays, including routes, navaids,
waypoints, etc.,
- continuous calculation of the aircraft
position,
- automatic and manual navaid tuning,
- aransmission of pitch, yaw, roll, and
thrust commands to the autopilots, flight
directors, and autothrottle system.
JUN 97
The FMGS includes the following units:

- 2 flight management and guidance
computers (FMGCs),
- 2 multifunction control and display units
(MCDUs),
- 1 flight control unit (FCU),
- 2 flight augmentation computers (FACs),
- 2 throttles.
Flight Management and Guidance
Computers (FMGC)
Each FMGC has three functions:
- Flight management (FM): This function
computes the airplane position, provides
map displays, selects and autotunes
navigation radios, and calculates
performance information,
- Flight guidance (FG): This function
provides commands to the autopilots,
flight directors, and autothrottles,
- Flight augmentation: This function
provides rudder and yaw damping
inputs, flight envelope and speed
computations, and windshear protection.
Each FMGC has its own data base, which
is comprised of two sections. The first section is not modifiable by the crew, and
contains both navigation and performance
data. The second section is devoted to
pilot entered data, and can include waypoints, navaids, or runways not contained
in the data base. These entries are automatically deleted at the termination of
each flight.
Crew inputs to the FMGCs are entered by
the following crew interfaces:
- Multifunction Control and DisplayUnit,
- Flight Control Unit,
- Throttles.
22-77
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The MCDU is considered the long-term
interface between the pilot and the FMGC.
Functions of the MCDU include selection
of specific pages for insertion and display
of navigation and performance information, and interface with other peripherals
including ACARS and AIDS (aircraft
integrated data system, for Maintenance
monitoring and reporting).
If data is entered on the MCDU that is
illogical or beyond the capabilities of the
airplane, the entry will either produce no
effect or will generate an advisory message.
The FCU, located on the glareshield, is the
short-term interface between the pilot and
the FMGC. It is used to modify any flight
parameter on a short-term basis, and is
also used to select operational modes for
the autopilots, flight directors, and autothrottles.
While the mode switches have light bars
to indicate that a specific mode has been
selected, the only confirmation of the
engaged mode is the appropriate annunciation on the FMA.
With an FD switch selected on, the position of the throttles actuates the flight
directors for takeoff and go around modes
and FMGS position updating to the takeoff runway.
FMGC Operation
Each FMGC is linked to its own (onside)
MCDU, radio master panel (RMP), and
electronic flight instruments (EFIS). There
are three possible modes of operation:
Dual, Independent, and Single.
The normal mode of operation is the dual
mode. Each FMGC makes its own computations of airspeed, airplane position, etc.,
and exchange data through a crosstalk bus.
One FMGC is the "master" and the other
is the "slave." Entries on either MCDU are
22-78
AUTO FLIGHT
A319/A320

transmitted to both FMGCs. FMGC 1 is
the master (unless it has failed) when both
FD switches are selected off for autothrottle operation.
If a significant discrepancy exists, the
FMGCs degrade to the Independent
Mode. In the Independent Mode, both
FMGCs continue to operate; however,
there is no cross comparison or validation
of data. Each MCDU provides inputs only
to the onside FMGC, RMP, and EFIS.
Independent operation is indicated by the
"INDEPENDENT OPERATION" message in the MCDU scratchpad. Raw data
must be used to ensure navigation accuracy in the independent mode, since each
FMGC is computing airspeed, position,
etc., without comparison to the other
FMGC, and map displays may differ.
Single Mode is automatically selected if
one FMGC fails. Entries on either MCDU
are transferred to the operating FMGC.
The message information is exchanged
between both FMGCs for cross comparison and validation. The following conditions exist during the normal mode of
operation:
- If one AP switch is selected on, the
related FMGC is the master,
- If two AP switches are selected on,
FMGC 1 is the master,
If neither AP switch is selected on:
- FMGC 1 is the master when the
Captain's FD switch is selected on,
- FMGC 2 is the master when the First
Officer's FD switch is selected on and
the Captain's FD switch is selected off.
FMGC "OPP FMGC IN PROGRESS"
will appear in the MCDU scratchpad. In
the Single Mode, both NDs must be set to
the same mode and range or a message
"SET OFFSIDE RNG/MODE" message
will appear on the ND.
JUN 97
The MCDU is considered the long-term

interface between the pilot and the FMGC.
Functions of the MCDU include selection
of specific pages for insertion and display
of navigation and performance information, and interface with other peripherals
including ACARS and AIDS (aircraft
integrated data system, for Maintenance
monitoring and reporting).
If data is entered on the MCDU that is
illogical or beyond the capabilities of the
airplane, the entry will either produce no
effect or will generate an advisory message.
The FCU, located on the glareshield, is the
short-term interface between the pilot and
the FMGC. It is used to modify any flight
parameter on a short-term basis, and is
also used to select operational modes for
the autopilots, flight directors, and autothrottles.
While the mode switches have light bars
to indicate that a specific mode has been
selected, the only confirmation of the
engaged mode is the appropriate annunciation on the FMA.
With an FD switch selected on, the position of the throttles actuates the flight
directors for takeoff and go around modes
and FMGS position updating to the takeoff runway.
FMGC Operation
Each FMGC is linked to its own (onside)
MCDU, radio master panel (RMP), and
electronic flight instruments (EFIS). There
are three possible modes of operation:
Dual, Independent, and Single.
The normal mode of operation is the dual
mode. Each FMGC makes its own computations of airspeed, airplane position, etc.,
and exchange data through a crosstalk bus.
One FMGC is the "master" and the other
is the "slave." Entries on either MCDU are
22-78
transmitted to both FMGCs. FMGC 1 is

the master (unless it has failed) when both
FD switches are selected off for autothrottle operation.
If a significant discrepancy exists, the
FMGCs degrade to the Independent
Mode. In the Independent Mode, both
FMGCs continue to operate; however,
there is no cross comparison or validation
of data. Each MCDU provides inputs only
to the onside FMGC, RMP, and EFIS.
Independent operation is indicated by the
"INDEPENDENT OPERATION" message in the MCDU scratchpad. Raw data
must be used to ensure navigation accuracy in the independent mode, since each
FMGC is computing airspeed, position,
etc., without comparison to the other
FMGC, and map displays may differ.
Single Mode is automatically selected if
one FMGC fails. Entries on either MCDU
are transferred to the operating FMGC.
The message information is exchanged
between both FMGCs for cross comparison and validation. The following conditions exist during the normal mode of
operation:
- If one AP switch is selected on, the
related FMGC is the master,
- If two AP switches are selected on,
FMGC 1 is the master,
If neither AP switch is selected on:
- FMGC 1 is the master when the
Captain's FD switch is selected on,
- FMGC 2 is the master when the First
Officer's FD switch is selected on and
the Captain's FD switch is selected off.
FMGC "OPP FMGC IN PROGRESS"
will appear in the MCDU scratchpad. In
the Single Mode, both NDs must be set to
the same mode and range or a message
"SET OFFSIDE RNG/MODE" message
will appear on the ND.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
Flight Management System Architecture
Flight Management System Architecture

JUN 97
A319/A320
AUTO FLIGHT
22-79
JUN 97
22-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
A319/A320
AUTO FLIGHT
NOTE: The A319 is equipped with GPS receivers and the FMGS contains a worldwide navigation database.
NOTE: The A319 is equipped with GPS receivers and the FMGS contains a worldwide navigation database.
Flight Management NAV Architecture
Flight Management NAV Architecture
22-80
JUN 97
22-80
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
Fight Management Ssystem RAD NAV Architecture
Fight Management Ssystem RAD NAv Architecture

JUN 97
A319/A320
AUTO FLIGHT
22-81
JUN 97
22-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321

FMGS Position Computation
Each FMGC receives position information
from all three IRS units and computes an
average position called the "MIX IRS"
position. If one IRS fails, each FMGC
uses only the onside IRS (if operable) or
IRS 3. The MIX IRS position is used as
the FMGC position until the throttles are
advanced during the takeoff roll.
At takeoff, the FMGC position is updated
to the runway threshold coordinates stored
in the data base for the departure runway
entered in the flight plan. If the wrong
runway was entered, a map shift will
occur shortly after takeoff as radio position updating "moves" the airplane toward
the known (radio) position.
In flight, each FMGC computes a radio
position using DME/DME, VOR/DME, or
ILS/DME (during approach only). The
FMGC position is based on the IRS MIX
position updated by the radio position. A
comparison between the MIX IRS position and the radio position is continuously
updated and called a "bias." If the radio
position is lost, the latest bias is memorized and FMGC position becomes the
MIX IRS position plus the bias. The bias
will remain constant until radio position
updating is restored.
NOTE: Aircraft with GPS installed will
use GPS data as a input for FMGC
position updating. The FMGC will only
use GPS data if the vailidy is high.
22-82
AUTO FLIGHT
A319/A320

The FM position is indicated to the pilots
by various MCDU pages. Position data
can be found on the POSITION MONITOR page which indicates:
- the two FM positions with their modes
of operation,
- the radio position,
- the mix IRS position,
- GPS position data,
- the status of each IR (NAV-ATT-ALIGN
INVALID).
The DATA INDEX page (MCDU DATA
key) allows access to the POSITION
MONITOR page. The accuracy of the
position computation is displayed on the
PROGRESS page (MCDU PROG key).
The accuracy can be HIGH or LOW. This
is computed by the FM part of the FMGC
according to the Esitmated Position Error
(EPE). Generally, the EPE is set after IR
alignment, updated at take-off on the runway threshold to 0.4 Nm. A comparison is
done between the current EPE (due to IR
drift and radio drift) and a target EPE.
HIGH or LOW will be indicated depending on the error.
JUN 97
FMGS Position Computation

Each FMGC receives position information
from all three IRS units and computes an
average position called the "MIX IRS"
position. If one IRS fails, each FMGC
uses only the onside IRS (if operable) or
IRS 3. The MIX IRS position is used as
the FMGC position until the throttles are
advanced during the takeoff roll.
At takeoff, the FMGC position is updated
to the runway threshold coordinates stored
in the data base for the departure runway
entered in the flight plan. If the wrong
runway was entered, a map shift will
occur shortly after takeoff as radio position updating "moves" the airplane toward
the known (radio) position.
In flight, each FMGC computes a radio
position using DME/DME, VOR/DME, or
ILS/DME (during approach only). The
FMGC position is based on the IRS MIX
position updated by the radio position. A
comparison between the MIX IRS position and the radio position is continuously
updated and called a "bias." If the radio
position is lost, the latest bias is memorized and FMGC position becomes the
MIX IRS position plus the bias. The bias
will remain constant until radio position
updating is restored.
NOTE: Aircraft with GPS installed will
use GPS data as a input for FMGC
position updating. The FMGC will only
use GPS data if the vailidy is high.
22-82
The FM position is indicated to the pilots

by various MCDU pages. Position data
can be found on the POSITION MONITOR page which indicates:
- the two FM positions with their modes
of operation,
- the radio position,
- the mix IRS position,
- GPS position data,
- the status of each IR (NAV-ATT-ALIGN
INVALID).
The DATA INDEX page (MCDU DATA
key) allows access to the POSITION
MONITOR page. The accuracy of the
position computation is displayed on the
PROGRESS page (MCDU PROG key).
The accuracy can be HIGH or LOW. This
is computed by the FM part of the FMGC
according to the Esitmated Position Error
(EPE). Generally, the EPE is set after IR
alignment, updated at take-off on the runway threshold to 0.4 Nm. A comparison is
done between the current EPE (due to IR
drift and radio drift) and a target EPE.
HIGH or LOW will be indicated depending on the error.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
FMGC Postition Computation & Indication
FMGC Postition Computation & Indication

JUN 97
A319/A320
AUTO FLIGHT
22-83
JUN 97
22-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321

Flight Plan Indication
The primary flight plan is initialized by
entering a company route or a city pair
from the INIT page A. The departure airport provides the position used to align the
IR. Company route or city pair, originated
by the navigation data base, provides the
leg stringing from departure airport to
arrival airport via waypoints. If there is no
preprogammed plan with a city pair, the
crew has to define enroute waypoints.

There is also a alternate selection to the
primary flight plan. This provides for an
alternate flight plan from the primary destination to an alterante destination.
The primary flight plan, accessible by the
MCDU F-PLN key, is displayed in green
and the TO waypoint is displayed in
white. The same colors also apply to the
ND display.
When the flight plan is acitve, the line is
continous. If the flight plan is not active,
the line is dashed. The alternate flight plan
is shown if it is activated or slewed during
preflight in PLAN mode.
Flight Plan Indication

The primary flight plan is initialized by
entering a company route or a city pair
from the INIT page A. The departure airport provides the position used to align the
IR. Company route or city pair, originated
by the navigation data base, provides the
leg stringing from departure airport to
arrival airport via waypoints. If there is no
preprogammed plan with a city pair, the
crew has to define enroute waypoints.
MCDU & ND Flight Plan Inication
22-84
A319/A320
AUTO FLIGHT
There is also a alternate selection to the

primary flight plan. This provides for an
alternate flight plan from the primary destination to an alterante destination.
The primary flight plan, accessible by the
MCDU F-PLN key, is displayed in green
and the TO waypoint is displayed in
white. The same colors also apply to the
ND display.
When the flight plan is acitve, the line is
continous. If the flight plan is not active,
the line is dashed. The alternate flight plan
is shown if it is activated or slewed during
preflight in PLAN mode.
MCDU & ND Flight Plan Inication
JUN 97
22-84
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321

FLIGHT PLANNING
Flight Plan
The flight plan is defined by various elements which indicate the routes the aircraft must follow with the limitations
along these routes. The elements are
mainly taken from the data bases or
directly entered by the crew, limitations
are mainly speed, altitude or time constraints originated by the Air Traffic Control (ATC).
The function that integrates these elements
and limitations to construct a flight plan is
called flight planning, in addition, the
Flight Management (FM) part provides
the aircraft position and the follow up of
the flight plan.
Everything can be prepared prior to the
take off but can also be modified quickly
and easily during the flight operation. In
case of a FM problem, the remaining valid
FMGC is used as sole source to command
both MCDUs and NDs after automatic
switching.
Navigation Data Base
The navigation data base provides all necessary information for flight plan construction and follow up. The crew will
either select an already assembled flight
plan (company route (CO ROUTE)), or
will build his own flight plan, using the
existing data base contents. This data base
has tailored coverage, updated every 28
days.
Some room is kept to allow manual entry
of 20 navaids, 20 waypoints, 3 routes and
10 runways. The data base cannot be
erased, but the manually entered data can
be erased.
Two cycle data bases can be inserted and
the selection is made automatically using
data from the aircraft clock or manually.
JUN 97
AUTO FLIGHT
A319/A320

The data base development has to satisfy
three specifications:
- Airline operational requirements,
- Airframe manufacturer requirements,
- Governmental regulation and
certification requirements.
The navigation data base covers:
- ENROUTE for navaids, waypoints,
holding pattern and airways,
- TERMINAL AREA for airports,
- TAILORED DATA at the request of
customers.
The data base is translated into binary format and recorded on a 3.5 inch disk and is
sent to each airline on day 21 of the current 28 day cycle. It may be loaded upon
delivery and the crew can still access the
current cycle data until the next cycle data
becomes effective. This is done on the
AIRCRAFT STATUS page of the
MCDU.
Lateral Flight Plan
The flight plan provides the sequential
track changes at each waypoint within 3
main sections.
- DEPARTURE: initial fix (origin
airport), Standard Instrument Departure
(SID),
- EN ROUTE: waypoints, navigation
aids,
- ARRIVAL: Standard Terminal Arrival
Route (STAR), approach, missed
approach, go around.
The steering order can be followed by the
crew or the autopilot with the NAV mode
selected.
22-85
FLIGHT PLANNING
Flight Plan
The flight plan is defined by various elements which indicate the routes the aircraft must follow with the limitations
along these routes. The elements are
mainly taken from the data bases or
directly entered by the crew, limitations
are mainly speed, altitude or time constraints originated by the Air Traffic Control (ATC).
The function that integrates these elements
and limitations to construct a flight plan is
called flight planning, in addition, the
Flight Management (FM) part provides
the aircraft position and the follow up of
the flight plan.
Everything can be prepared prior to the
take off but can also be modified quickly
and easily during the flight operation. In
case of a FM problem, the remaining valid
FMGC is used as sole source to command
both MCDUs and NDs after automatic
switching.
Navigation Data Base
The navigation data base provides all necessary information for flight plan construction and follow up. The crew will
either select an already assembled flight
plan (company route (CO ROUTE)), or
will build his own flight plan, using the
existing data base contents. This data base
has tailored coverage, updated every 28
days.
Some room is kept to allow manual entry
of 20 navaids, 20 waypoints, 3 routes and
10 runways. The data base cannot be
erased, but the manually entered data can
be erased.
Two cycle data bases can be inserted and
the selection is made automatically using
data from the aircraft clock or manually.
JUN 97
The data base development has to satisfy

three specifications:
- Airline operational requirements,
- Airframe manufacturer requirements,
- Governmental regulation and
certification requirements.
The navigation data base covers:
- ENROUTE for navaids, waypoints,
holding pattern and airways,
- TERMINAL AREA for airports,
- TAILORED DATA at the request of
customers.
The data base is translated into binary format and recorded on a 3.5 inch disk and is
sent to each airline on day 21 of the current 28 day cycle. It may be loaded upon
delivery and the crew can still access the
current cycle data until the next cycle data
becomes effective. This is done on the
AIRCRAFT STATUS page of the
MCDU.
Lateral Flight Plan
The flight plan provides the sequential
track changes at each waypoint within 3
main sections.
- DEPARTURE: initial fix (origin
airport), Standard Instrument Departure
(SID),
- EN ROUTE: waypoints, navigation
aids,
- ARRIVAL: Standard Terminal Arrival
Route (STAR), approach, missed
approach, go around.
The steering order can be followed by the
crew or the autopilot with the NAV mode
selected.
22-85
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321

Vertical Flight Plan
The vertical flight plan provides an accurate flight path prediction which requires a
precise data of current and forecasted
wind, temperature and the flight path to
be flown. The vertical flight plan is
divided into several flight phases:
- PREFLIGHT: fuel, weight and V2
insertions,
- TAKE OFF: speed management, thrust
reduction altitude, acceleration altitude,
- CLIMB: speed limit, speed
management,
- CRUISE: top of climb, cruise altitude,
top of descent,
- DESCENT: speed limit, speed
management, deceleration,
- APPROACH/MISSED APPROACH/
GO AROUND: thrust reduction altitude,
acceleration altitude.
The vertical steering order can be followed by the crew or the autopilot. Any
level change in the vertical profile is initiated after a push action on a level change
selector, except for departure when the
vertical profile is armed on ground and
will be automatically active after Take Off
phase.
Performance
The performance data base contains optimal speed schedules for the expected
range of operating conditions. Several
performance modes are available to the
operator with the primary one being the
ECON mode.
The ECON mode can be tailored to meet
specific airline requirements using a
selectable Cost Index (CI). A Cost Index
is defined as the ratio of cost of time to the
cost of fuel.
22-86
AUTO FLIGHT
A319/A320

The fuel quantity is given by the Fuel
Quantity and Indication Computers
(FQICs), the speed and the thrust values
associated with a given Cost Index are
used to determine the climb and descent
profiles. FUEL and TIME are the main
"parameters" in this particular part of the
FM function and direct the airline choice.
Depending on the crew selection on the
EFIS control panel of the Flight Control
Unit (FCU), the flight plan is shown in
relation to the aircraft position on the
ROSE-NAV or ARC modes. The aircraft
symbol is fixed and the chart moves.
ROSE-NAV mode allows 360 display
relative to the aircraft symbal. ARC mode
only shows a 180 arc in front of the aircraft.
In plan mode, the flight plan is shown with
NORTH at the top of the screen centered
on the TO waypoint. Depending on the
range range selection, the aircraft symbol
may not be in view. The flight plan can be
reviewed by scrolling through the flight
plan via the MCDU. The slew keys or
NEXT PAGE key will move the display
on the Navigation Display (ND) as the
flight plan is reviewed.
The Primary Flight Display (PFD) shows
the FM guidance indication following
engagement of the AP/FD and longitudinal modes.
MCDU Failure
If a multipurpose Control and Display
Unit (MCDU) failure occurs on side 1 or
2, and the FMGC is still functioning, the
EFIS indications will function noramlly.
JUN 97
Vertical Flight Plan

The vertical flight plan provides an accurate flight path prediction which requires a
precise data of current and forecasted
wind, temperature and the flight path to
be flown. The vertical flight plan is
divided into several flight phases:
- PREFLIGHT: fuel, weight and V2
insertions,
- TAKE OFF: speed management, thrust
reduction altitude, acceleration altitude,
- CLIMB: speed limit, speed
management,
- CRUISE: top of climb, cruise altitude,
top of descent,
- DESCENT: speed limit, speed
management, deceleration,
- APPROACH/MISSED APPROACH/
GO AROUND: thrust reduction altitude,
acceleration altitude.
The vertical steering order can be followed by the crew or the autopilot. Any
level change in the vertical profile is initiated after a push action on a level change
selector, except for departure when the
vertical profile is armed on ground and
will be automatically active after Take Off
phase.
Performance
The performance data base contains optimal speed schedules for the expected
range of operating conditions. Several
performance modes are available to the
operator with the primary one being the
ECON mode.
The ECON mode can be tailored to meet
specific airline requirements using a
selectable Cost Index (CI). A Cost Index
is defined as the ratio of cost of time to the
cost of fuel.
22-86
The fuel quantity is given by the Fuel

Quantity and Indication Computers
(FQICs), the speed and the thrust values
associated with a given Cost Index are
used to determine the climb and descent
profiles. FUEL and TIME are the main
"parameters" in this particular part of the
FM function and direct the airline choice.
Depending on the crew selection on the
EFIS control panel of the Flight Control
Unit (FCU), the flight plan is shown in
relation to the aircraft position on the
ROSE-NAV or ARC modes. The aircraft
symbol is fixed and the chart moves.
ROSE-NAV mode allows 360 display
relative to the aircraft symbal. ARC mode
only shows a 180 arc in front of the aircraft.
In plan mode, the flight plan is shown with
NORTH at the top of the screen centered
on the TO waypoint. Depending on the
range range selection, the aircraft symbol
may not be in view. The flight plan can be
reviewed by scrolling through the flight
plan via the MCDU. The slew keys or
NEXT PAGE key will move the display
on the Navigation Display (ND) as the
flight plan is reviewed.
The Primary Flight Display (PFD) shows
the FM guidance indication following
engagement of the AP/FD and longitudinal modes.
MCDU Failure
If a multipurpose Control and Display
Unit (MCDU) failure occurs on side 1 or
2, and the FMGC is still functioning, the
EFIS indications will function noramlly.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
JUN 97
A319/A320
AUTO FLIGHT
FMGC Flight Flan Processing
FMGC Flight Flan Processing
MCDU Failure
MCDU Failure
22-87
JUN 97
22-87
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321

DATABASE LOADING
Every 28 days, a new data base must be
uploaded to each FMGC. One FMGC
must be loaded with a data base loader.
There is a connector above the F/O overhead panel. The loading of the FMGC will
take about 20 minutes.
NOTE: It is imperative that maintenance manual procedures are followed
when loading the FMGCs. Failure to
adhere to maintenance manual references can damage the FMGCs.
Once one FMGC has been loaded, its new
data base can be transferred to the opposite FMGC. This is accomplished by uitlizing the MCDU.

When the FMGC status page is accessed,
it will display an "ACTIVATE CROSSLOAD" prompt. This prompt will be displayed when the FMGCs detect different
data bases. Pushing this prompt causes the
field to swtich to "CONFIRM" crossload.
Pushing the prompt again enables the
crossloading and transfers the data base to
the receiving database.
NOTE: Always initialize the crossload
from the side that has the new data
base. This will prevent the new data
base from being overwritten with an
older data base from the opposite
FMGC.
The airplane status page on the MCDU
will display automatically on aircraft
power-up or can be manually selected
from the DATA INDEX page.
The active data base will be displayed in
large letters and the second data base will
be displayed in small letters.
NOTE: Cycling between the two data
bases will erase any current flight plan
that has been inserted into the MCDU.
DATABASE LOADING
Every 28 days, a new data base must be
uploaded to each FMGC. One FMGC
must be loaded with a data base loader.
There is a connector above the F/O overhead panel. The loading of the FMGC will
take about 20 minutes.
NOTE: It is imperative that maintenance manual procedures are followed
when loading the FMGCs. Failure to
adhere to maintenance manual references can damage the FMGCs.
Once one FMGC has been loaded, its new
data base can be transferred to the opposite FMGC. This is accomplished by uitlizing the MCDU.
When the FMGC status page is accessed,

it will display an "ACTIVATE CROSSLOAD" prompt. This prompt will be displayed when the FMGCs detect different
data bases. Pushing this prompt causes the
field to swtich to "CONFIRM" crossload.
Pushing the prompt again enables the
crossloading and transfers the data base to
the receiving database.
NOTE: Always initialize the crossload
from the side that has the new data
base. This will prevent the new data
base from being overwritten with an
older data base from the opposite
FMGC.
The airplane status page on the MCDU
will display automatically on aircraft
power-up or can be manually selected
from the DATA INDEX page.
The active data base will be displayed in
large letters and the second data base will
be displayed in small letters.
NOTE: Cycling between the two data
bases will erase any current flight plan
that has been inserted into the MCDU.
Data Base Loading
Data Base Loading
22-88
A319/A320
AUTO FLIGHT
JUN 97
22-88
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
A319/A320
AUTO FLIGHT
Data Loader
Data Loader
PERF FACTOR
+ 1.5
ACTIVATE
PERF FACTOR
+ 1.5
PERF FACTOR
+ 1.5
PERF FACTOR
+ 1.5
MCDUSTS
FMGC Status Page
FMGC Status Page
CONFIRM
*CROSSLOAD
03
CROSSLOAD 03
MCDUSTS
JUN 97
23DEC - 22JAN
23DEC - 22JAN
23DEC - 22JAN
CONFIRM
*CROSSLOAD
03
CROSSLOAD 03
SECOND DATA BASE
SECOND DATA BASE
SECOND DATA BASE
23DEC - 22JAN
ACTIVATE
ENG
V2527 - A5
ACTIVE DATA BASE
28NOV - 23DEC UA 2921001
ENG
V2527 - A5
ACTIVE DATA BASE
28NOV - 23DEC UA 2921001
ENG
V2527 - A5
ACTIVE DATA BASE
28NOV - 23DEC UA 2921001
SECOND DATA BASE
A320-232
A320-232
A320-232
A320-232
ENG
V2527 - A5
ACTIVE DATA BASE
28NOV - 23DEC UA 2921001
22-89
JUN 97
22-89
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321

LANDING CAPABILITIES
Each FMGC computes its own automatic
landing category according to the availability of the various sensors and functions.
LAND 2 category:
- at least 1 AP engaged with the LAND
mode armed or LAND TRACK mode
active,
- at least 1 FWC valid,
- 2 PFDs valid
- 2 ILS receivers valid.
- LAND 3 FAIL PASSIVE category:
- LAND 2 conditions,
- at least one A/THR function engaged,
- 2 radio-altimeters valid.
LAND 3 FAIL OPERATIONAL category:
- 2 APs engaged with the LAND mode
armed or the LAND TRACK mode
active,
- 2 FWCs valid,
- FMGCs must be supplied by two
separate electrical power supply
systems,
- 2 PFDs valid,
- 2 ELACs valid,
- 2 ILS receivers valid,
- 2 radio-altimeters valid,
- 3 IRS valid,
- 3 ADCs valid,
- BSCU valid,
- 2 FACs valid,
- No IRS or ADC failures detected by
FAC 1 or 2,
- 2 yaw dampers engaged,
- 2 rudder trims engaged.
22-90
AUTO FLIGHT
A319/A320

Each FMGC computes the landing capability of the system made up of the two
FMGCs:
- when the AP and FD are disengaged for
one FMGC, the lading capability
corresponds to the category of the only
FMGC likely provide automatic landing,
- when the AP or FD is engaged for the
two FMGCs, the landing capability
corresponds to the lowest category
coming from the 2 FMGCs.
Regardless of the flight phase, each
FMGC computes the following three
items of information according to the
validity of sensors and the AP availability:
- LAND 2 INOP,
- LAND 3 FAIL PASSIVE INOP,
- LAND 3 FAIL OPERATIONAL INOP.
On the ECAM, loss of availability of the
various landing categories is displayed
according to logic that primarily takes into
account loss of validity of the lowest landing category provided by the two FMGCs.
The landing capability is sent to the EFIS.
LAND 3 FAIL OPERATIONAL capability is obtained when the two FMGCs have
the LAND 3 FAIL operational capabilty.
In this configuration, the objective is to
continue automatic landing in spite of the
simple failures that might affect the various systems used during this phase.
NOTE: Below 100 ft. (radio altimeter),
LAND 3 FAIL PASSIVE and LAND 3
FAIL OPERATIONAL categories are
memorized until the LAND TRACK
mode is disengaged or the 2 APs are disengaged. A failure occuring below 100
ft. will not cause any capability downgrading.
The CAT 1, CAT 2, CAT 3 SINGLE and
CAT 3 DUAL messages are displayed on
the FMA according to the landing capabilities sent by the FMGCs.
JUN 97
LANDING CAPABILITIES
Each FMGC computes its own automatic
landing category according to the availability of the various sensors and functions.
LAND 2 category:
- at least 1 AP engaged with the LAND
mode armed or LAND TRACK mode
active,
- at least 1 FWC valid,
- 2 PFDs valid
- 2 ILS receivers valid.
- LAND 3 FAIL PASSIVE category:
- LAND 2 conditions,
- 2 radio-altimeters valid.
LAND 3 FAIL OPERATIONAL category:
- 2 APs engaged with the LAND mode
armed or the LAND TRACK mode
active,
- 2 FWCs valid,
- FMGCs must be supplied by two
separate electrical power supply
systems,
- 2 PFDs valid,
- 2 ELACs valid,
- 2 ILS receivers valid,
- 2 radio-altimeters valid,
- 3 IRS valid,
- 3 ADCs valid,
- BSCU valid,
- 2 FACs valid,
- No IRS or ADC failures detected by
FAC 1 or 2,
- 2 yaw dampers engaged,
- 2 rudder trims engaged.
22-90
Each FMGC computes the landing capability of the system made up of the two
FMGCs:
- when the AP and FD are disengaged for
one FMGC, the lading capability
corresponds to the category of the only
FMGC likely provide automatic landing,
- when the AP or FD is engaged for the
two FMGCs, the landing capability
corresponds to the lowest category
coming from the 2 FMGCs.
Regardless of the flight phase, each
FMGC computes the following three
items of information according to the
validity of sensors and the AP availability:
- LAND 2 INOP,
- LAND 3 FAIL PASSIVE INOP,
- LAND 3 FAIL OPERATIONAL INOP.
On the ECAM, loss of availability of the
various landing categories is displayed
according to logic that primarily takes into
account loss of validity of the lowest landing category provided by the two FMGCs.
The landing capability is sent to the EFIS.
LAND 3 FAIL OPERATIONAL capability is obtained when the two FMGCs have
the LAND 3 FAIL operational capabilty.
In this configuration, the objective is to
continue automatic landing in spite of the
simple failures that might affect the various systems used during this phase.
NOTE: Below 100 ft. (radio altimeter),
LAND 3 FAIL PASSIVE and LAND 3
FAIL OPERATIONAL categories are
memorized until the LAND TRACK
mode is disengaged or the 2 APs are disengaged. A failure occuring below 100
ft. will not cause any capability downgrading.
The CAT 1, CAT 2, CAT 3 SINGLE and
CAT 3 DUAL messages are displayed on
the FMA according to the landing capabilities sent by the FMGCs.
JUN 97
UNITED AIRLINES
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A318/
AUTO FLIGHT
A319/A320 /A321

When the LAND mode is armed with
radio height below 700 feet or LAND
TRACK mode or RUNWAY mode, the
FMGC sends an ILS TUNE INHIBIT signal which allows the value and validity of
the selected frequency to be frozen in the
ILS receivers and the runway heading to
be memorized in the FMGC.
Removal of FD Bars
The pitch FD bar is removed when:
- the ROLL OUT mode is active and no
longitudinal mode is active,
- the roll FD bar is removed when the
ROLL OUT mode is active and no
lateral mode is active,
- the yawFED bar is removed as long as
the ROLL OUT or ALIGN mode is not
active.

Autoflight Warnings
An excessive deviation warning is activated if the position of the aircraft with
respect to the ILS beam exceeds:
-75 microamperes for the GLIDE axis
(above 100 ft. RA),
-20 microamperes for the LOC axis
(above 15 ft. RA. This warning makes the
LOC and GLIDE scales flash on the PED.
The AUTOLAND warning covers several
warnings:
-excessive deviations,
-loss of both APs.
When the LAND mode is armed with

radio height below 700 feet or LAND
TRACK mode or RUNWAY mode, the
FMGC sends an ILS TUNE INHIBIT signal which allows the value and validity of
the selected frequency to be frozen in the
ILS receivers and the runway heading to
be memorized in the FMGC.
Removal of FD Bars
The pitch FD bar is removed when:
- the ROLL OUT mode is active and no
longitudinal mode is active,
- the roll FD bar is removed when the
ROLL OUT mode is active and no
lateral mode is active,
- the yawFED bar is removed as long as
the ROLL OUT or ALIGN mode is not
active.
Autoflight Warnings
An excessive deviation warning is activated if the position of the aircraft with
respect to the ILS beam exceeds:
-75 microamperes for the GLIDE axis
(above 100 ft. RA),
-20 microamperes for the LOC axis
(above 15 ft. RA. This warning makes the
LOC and GLIDE scales flash on the PED.
The AUTOLAND warning covers several
warnings:
-excessive deviations,
-loss of both APs.
FMGC Landing Capability Diagram
FMGC Landing Capability Diagram
JUN 97
A319/A320
AUTO FLIGHT
22-91
JUN 97
22-91
UNITED AIRLINES
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AUTO FLIGHT
/A321

AFS MAINTENANCE SYSTEM
The Auto Flight System is a type 1 system
capable of two-way communication with
the Centralized Fault Display Interface
Unit.
Line maintenance of the AFS is based on
the use of the Fault Isolation and Detection System (FIDS) active in the FAC 1
and of the BITEs located in the various
AFS computers.
Access to the fault data is done through
the MCDU via the CFDIU. Like other
systems, the CFDIU works in NORMAL
MODE and MENU MODE.
Fault Isolation Detection System (FIDS)
FIDS is a card physically located in each
FAC. Both FACs are interchangeable, but
only FAC 1 FIDS is active due to pin programming.

The FIDS is used as a SYSTEM BITE to
centalize maintenance information. FIDS
is linked in acquisition and reception to
Unit (CFDIU) and is connected to the
BITEs of the various AFS computers. It
receives commands from the CFDIU,
interprets these commands and transfers
them, if applicable, to the various BITEs
concerned.
It receives malfunction reports from the
BITEs, manages these reports, and, if
applicable, consolidates the BITE diagnosis (occurence, correlation ) and generates
a fault message which is sent to the
CFDIU.
NOTE: If FIDS fails, the BITEs continue to work, the results can be read in
the shop or after FAC 1 has been
changed.
AFS MAINTENANCE SYSTEM

The Auto Flight System is a type 1 system
capable of two-way communication with
Unit.
Line maintenance of the AFS is based on
the use of the Fault Isolation and Detection System (FIDS) active in the FAC 1
and of the BITEs located in the various
AFS computers.
Access to the fault data is done through
the MCDU via the CFDIU. Like other
systems, the CFDIU works in NORMAL
MODE and MENU MODE.
Fault Isolation Detection System (FIDS)
FIDS is a card physically located in each
FAC. Both FACs are interchangeable, but
only FAC 1 FIDS is active due to pin programming.
The FIDS is used as a SYSTEM BITE to

centalize maintenance information. FIDS
is linked in acquisition and reception to
Unit (CFDIU) and is connected to the
BITEs of the various AFS computers. It
receives commands from the CFDIU,
interprets these commands and transfers
them, if applicable, to the various BITEs
concerned.
It receives malfunction reports from the
BITEs, manages these reports, and, if
applicable, consolidates the BITE diagnosis (occurence, correlation ) and generates
a fault message which is sent to the
CFDIU.
NOTE: If FIDS fails, the BITEs continue to work, the results can be read in
the shop or after FAC 1 has been
changed.
AFS Maintenance Architecture
AFS Maintenance Architecture
22-92
A319/A320
AUTO FLIGHT
JUN 97
22-92
JUN 97
UNITED AIRLINES
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A318/
AUTO FLIGHT
A319/A320 /A321
A319/A320
AUTO FLIGHT
FLIGHT CONTROL UNIT (FCU)

Location: Glareshield
FLIGHT CONTROL UNIT (FCU)

JUN 97
SPD/MACH Window
Displays dashes when the speed/Mach is managed.
Displays selected speed from the FCU or preselected speed from the MCDU.
SPD/MACH Window
Displays dashes when the speed/Mach is managed.
Displays selected speed from the FCU or preselected speed from the MCDU.
Managed Speed Light

Illuminates to indicate an FMGS managed speed
is being flown.
Managed Speed Light

Illuminates to indicate an FMGS managed speed
is being flown.
Speed/Mach Knob
When rotated, changes the value displayed in the
SPD/MACH window.
Speed/Mach Knob
When rotated, changes the value displayed in the
SPD/MACH window.
When pulled, the selected speed displayed in the

SPD/MACH window engages.
When pulled, the selected speed displayed in the

SPD/MACH window engages.
When pushed, FMGS managed speed engages, the

managed speed light illuminates, and dashes appear
in the SPD/MACH window.
When pushed, FMGS managed speed engages, the

managed speed light illuminates, and dashes appear
in the SPD/MACH window.
NOTE: If the knob is not pulled within a

predetermined time to engage selected
speed, the selection is lost and dashes are
re-displayed.
NOTE: If the knob is not pulled within a

predetermined time to engage selected
speed, the selection is lost and dashes are
re-displayed.
SPD/MACH Switch
When pushed, changes the value in the SPD/MACH
window from airspeed to Mach, and vice versa.
SPD/MACH Switch
When pushed, changes the value in the SPD/MACH
window from airspeed to Mach, and vice versa.
22-93
JUN 97
22-93
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AUTO FLIGHT
/A321
AUTO FLIGHT
FLIGHT CONTROL UNIT (FCU) Cont.


HDG/TRK Window
Displays dashes when
LNAV is engaged.
Displays selected heading/track when LNAV is
not engaged.
LAT Light
Illuminates to indicate managed
lateral mode is either armed or
engaged.
Flight Director Display
Mode
Indicates that the flight
director is in either HDG
V/S or TRK FPA display
mode.
HDG/TRK Window
Displays dashes when
LNAV is engaged.
Displays selected heading/track when LNAV is
not engaged.
A319/A320
LAT Light
Illuminates to indicate managed
lateral mode is either armed or
engaged.
Flight Director Display
Mode
Indicates that the flight
director is in either HDG
V/S or TRK FPA display
mode.
Heading/Track Knob
When rotated, changes the value displayed in the HDG/TRK window.
Heading/Track Knob
When rotated, changes the value displayed in the HDG/TRK window.
When pulled, the selected heading/track displayed in the HDG/TRK window

engages. If a heading is selected prior to pulling the knob (HDG not annunciated
on the FMA), the airplane turns in the shortest direction to the selected heading. If
a heading is selected after pulling the knob, the airplane turns to the new heading
in the direction the knob is turned. If the knob is pulled during a turn (HDG not
annunciated on the FMA), the airplane rolls out on the existing heading.
When pulled, the selected heading/track displayed in the HDG/TRK window

engages. If a heading is selected prior to pulling the knob (HDG not annunciated
on the FMA), the airplane turns in the shortest direction to the selected heading. If
a heading is selected after pulling the knob, the airplane turns to the new heading
in the direction the knob is turned. If the knob is pulled during a turn (HDG not
annunciated on the FMA), the airplane rolls out on the existing heading.
When pushed, LNAV engages, the LAT light illuminates, and dashes appear in
the HDG/TRK window.
When pushed, LNAV engages, the LAT light illuminates, and dashes appear in
the HDG/TRK window.
NOTE: Except during the takeoff and approach phases, if the knob is not
pulled within a predetermined time to engage selected heading/track, the
selection is lost and dashes are redisplayed.
NOTE: Except during the takeoff and approach phases, if the knob is not
pulled within a predetermined time to engage selected heading/track, the
selection is lost and dashes are redisplayed.
22-94
JUN 97
22-94
JUN 97
UNITED AIRLINES
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AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT


ALT Window
Displays altitude selected with the altitude knob. The window never displays
dashes, even when VNAV is engaged.
LVL/CH Light
Illuminates to indicate
managed vertical mode is
either armed or engaged.
HDG V/S TRK FPA Switch

(Flight Director Mode Switch)
When pushed, changes between heading/
vertical speed and track/flight path angle
display modes of both flight directors.
When HDG V/S mode is selected,
"HDG" appears above the HDG/TRK
window and "V/S" appears above the
V/S FPA window. Flight director command bars can be displayed on the PFD.
When TRK FPA mode is selected,
"TRK" appears above the HDG/TRK
window and "FPA" appears above the
V/S FPA window. Flight path vector/
flight path director can be displayed on
the PFD.
JUN 97
LVL/CH Light
Illuminates to indicate
managed vertical mode is
either armed or engaged.
AP Switches
Engage/disengage
selected
autopilot. Illuminate green
when the autopilot is engaged.
AP Switches
Engage/disengage
selected
autopilot. Illuminate green
when the autopilot is engaged.
A/THR Switch
Arms or deactivates autothrottle
system. Illuminates green if the
autothrottle is armed or engaged.
ALT Window
Displays altitude selected with the altitude knob. The window never displays
dashes, even when VNAV is engaged.
A319/A320
METRIC ALT Switch

When pushed, the FCU
altitude is displayed in
meters on ECAM.
Altitude Knob
Changes the altitude displayed in the
ALT window. The inner knob rotates
to change the altitude value. The outer
knob provides selection of 100 or 1000
foot increments.
When pulled, the open climb or open
descent engages.
When pushed, VNAV engages, and the
LVL/CH light illuminates.
NOTE: In open climb or open descent,
VNAV constraints are ignored; however, constraints contained in the UAL
data base (i.e., 250 knots at 10,000 feet)
are met if managed speed is engaged.
22-95
A/THR Switch
Arms or deactivates autothrottle
system. Illuminates green if the
autothrottle is armed or engaged.
HDG V/S TRK FPA Switch
(Flight Director Mode Switch)
When pushed, changes between heading/
vertical speed and track/flight path angle
display modes of both flight directors.
When HDG V/S mode is selected,
"HDG" appears above the HDG/TRK
window and "V/S" appears above the
V/S FPA window. Flight director command bars can be displayed on the PFD.
When TRK FPA mode is selected,
"TRK" appears above the HDG/TRK
window and "FPA" appears above the
V/S FPA window. Flight path vector/
flight path director can be displayed on
the PFD.
JUN 97
METRIC ALT Switch

When pushed, the FCU
altitude is displayed in
meters on ECAM.
Altitude Knob
Changes the altitude displayed in the
ALT window. The inner knob rotates
to change the altitude value. The outer
knob provides selection of 100 or 1000
foot increments.
When pulled, the open climb or open
descent engages.
When pushed, VNAV engages, and the
LVL/CH light illuminates.
NOTE: In open climb or open descent,
VNAV constraints are ignored; however, constraints contained in the UAL
data base (i.e., 250 knots at 10,000 feet)
are met if managed speed is engaged.
22-95
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A319/A320


V/S/FPA Window
Displays the vertical speed or flight path angle selected
using the vertical speed/flight path angle knob.
The applicable mode is controlled with the HDG-V/S
TRKFPA switch.
V/S/FPA Window
Displays the vertical speed or flight path angle selected
using the vertical speed/flight path angle knob.
The applicable mode is controlled with the HDG-V/S
TRKFPA switch.
Vertical Speed/Flight Path Angle Knob

When rotated, selects the vertical speed or flight path
angle displayed in the V/S / FPA window. The vertical
speed range is from minus (-) 6000 fpm to plus (+) 6000
fpm. The FPA range is from minus (-) 9.9 to plus (+)
9.9.
Vertical Speed/Flight Path Angle Knob

When rotated, selects the vertical speed or flight path
angle displayed in the V/S / FPA window. The vertical
speed range is from minus (-) 6000 fpm to plus (+) 6000
fpm. The FPA range is from minus (-) 9.9 to plus (+)
9.9.
When the knob is pulled, vertical speed engages. When

the knob is pushed, the airplane immediately levels off.
When the knob is pulled, vertical speed engages. When

the knob is pushed, the airplane immediately levels off.
LOC Switch
Arms, engages, or disengages the LOC mode.
It takes a minimum of 3 seconds after arming
for the LOC to engage in the capture mode.
LOC Switch
Arms, engages, or disengages the LOC mode.
It takes a minimum of 3 seconds after arming
for the LOC to engage in the capture mode.
EXPED Switch
Engages the EXPED mode to reach the altitude set in the altitude window
with maximum vertical gradient. Airspeed is green dot during a climb, and
340 KIAS during a descent. The expedite mode can only be disengaged by
the engagement of another mode.
EXPED Switch
Engages the EXPED mode to reach the altitude set in the altitude window
with maximum vertical gradient. Airspeed is green dot during a climb, and
340 KIAS during a descent. The expedite mode can only be disengaged by
the engagement of another mode.
NOTE: EXP CLB is not recommended above FL50, the Mach corresponding to
green dot is too low.
22-96
JUN 97
NOTE: EXP CLB is not recommended above FL50, the Mach corresponding to
green dot is too low.
22-96
JUN 97
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AUTO FLIGHT
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APPR Switch
Arms, engages, or disengages the following modes:
- LOC and G/S modes if an ILS approach has been selected from the MCDU data
base (it takes an minimum of 3 seconds after arming for the LOC and/or G/S to
engage in the capture mode)
- APP NAV, FINAL, and FINAL APP modes if a nonprecision approach has been
selected from the MCDU data base
APPR Switch
Arms, engages, or disengages the following modes:
- LOC and G/S modes if an ILS approach has been selected from the MCDU data
base (it takes an minimum of 3 seconds after arming for the LOC and/or G/S to
engage in the capture mode)
- APP NAV, FINAL, and FINAL APP modes if a nonprecision approach has been
selected from the MCDU data base
NOTE: If a VOR or NDB approach has been selected in the data base, the
LOC and APPR switches will not arm for localizer or glide slope capture, even
if the ILS frequency is manually tuned in the FMGC. An ILS approach must
be selected in the data base.
NOTE: If a VOR or NDB approach has been selected in the data base, the
LOC and APPR switches will not arm for localizer or glide slope capture, even
if the ILS frequency is manually tuned in the FMGC. An ILS approach must
be selected in the data base.
NOTE: The ILS APR mode should not be engaged above 8200 ft. AGL. Radio
altimeter signals are not available above this altitude and with the APPR
switch armed, the autopilot disengages at glideslope capture and the flight
directors revert to HDG-V/S or TRK-FPA mode.
NOTE: The ILS APR mode should not be engaged above 8200 ft. AGL. Radio
altimeter signals are not available above this altitude and with the APPR
switch armed, the autopilot disengages at glideslope capture and the flight
directors revert to HDG-V/S or TRK-FPA mode.
JUN 97
JUN 97
22-97
22-97
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EFIS CONTROL PANEL

EFIS CONTROL PANEL

FD Switch
When pressed, the respective
flight director command bars
or flight path vector/flight
path director is displayed on
the associated PFD and the
switch illuminates.
FD Switch
switch illuminates.
NOTE: All Primary Flight Display (PFD) and

Naviagation Display (ND) indications are located in
Chapter 34 controls and indications.
NOTE: All Primary Flight Display (PFD) and

Naviagation Display (ND) indications are located in
Chapter 34 controls and indications.
22-98
A319/A320
JUN 97
22-98
JUN 97
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AUTO FLIGHT
THROTTLES
Location: Pedestal
THROTTLES
Location: Pedestal
Reverse Levers
Select reverse thrust by overriding
the stop fitted at the forward idle
position. The stop is reset when
the throttle is selected back to forward thrust.
Throttles
Transmit signals to the FADEC,
which computes and displays the
thrust rating limit and EPR. They
can only be moved manually over
a sector divided into four operating segments. There are five positions defined by detents or stops.
TO
TO
GA
GA
FLX
MCT
FLX
MCT
45
CL
A
/
T
H
R
40
35
30
25
CL
A
/
T
H
R
20
15
10
R
E
V
FULL
5
0
R
E
V
FULL
Reverse Levers
position. The stop is reset when
the throttle is selected back to forward thrust.
Throttles
Transmit signals to the FADEC,
which computes and displays the
thrust rating limit and EPR. They
can only be moved manually over
a sector divided into four operating segments. There are five positions defined by detents or stops.
When the idle stop is cleared by

pulling the reverse levers up,
reverse idle is selected.

NOTE: When the throttles are

moved to the TOGA or Flex
Take-off position, auto throttle
engages, but is not active.
NOTE: When the throttles are

moved to the TOGA or Flex
Take-off position, auto throttle
engages, but is not active.
Autothrottle Disconnect
Swithes
When pushed, disconnects the autothrottle
system.
22-99
TO
TO
GA
GA
FLX
MCT
FLX
MCT
45
CL
A
/
T
H
R
40
35
30
25
CL
A
/
T
H
R
20
15
10
R
E
V
FULL
5
0
R
E
V
FULL
Autothrottle Disconnect
Swithes
system.
Caution If the disconnect switch is
pushed for more than 15 seconds,
the A/THR system is permanently
disconnected for the remainder of
the flight. All A/THR functions
including alpha floor are lost, and
recovery is only possible at the next
FMGC power-up.
Caution If the disconnect switch is

pushed for more than 15 seconds,
the A/THR system is permanently
disconnected for the remainder of
the flight. All A/THR functions
including alpha floor are lost, and
FMGC power-up.
JUN 97
A319/A320
AUTO FLIGHT
JUN 97
22-99
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/A321
A319/A320
AUTO FLIGHT
ECAM INDICATIONS
Location:Upper ECAM
ECAM INDICATIONS
Location:Upper ECAM
1.4
1.2
1.6
1.503
FLX
35C
1.223
F.F.
3400
Thrust Limit Mode

Displays selected status. In flight (or on
the ground with engines stopped), the
selected mode corresponds to the detent of
the most advancd throttle.
On the ground with engines running, the

limit corresponds to the TO/GA limit,
regardless of throttle position. If FLEX
thrust is selected in this situation, FLX
EPR is displayed when the throttles are
positioned between IDLE and FLX/MCT.
On the ground with engines running, the

limit corresponds to the TO/GA limit,
EPR Rating Limit

In flight, displays value computed by the
FADEC receiving the highest actual EPR.
On the ground, the value is computed by
the FADEC receiving the most advanced
throttle position.
EPR Rating Limit

In flight, displays value computed by the
FADEC receiving the highest actual EPR.
On the ground, the value is computed by
the FADEC receiving the most advanced
throttle position.
3300
440
FLAP
Flexible Takeoff Tempature

Displays flexible takeoff temperature
selected through the MCDUs when FLX
mode selected.
10
1.4
1.2
1.6
F.F.
3400
LBS/H
3300
FOB: 29000 LBS
FLAP
Flexible Takeoff Tempature

Displays flexible takeoff temperature
selected through the MCDUs when FLX
mode selected.
10
95.1
35C
440
95.1
1.503
FLX
1.223
LBS/H
FOB: 29000 LBS
Thrust Limit Mode

the most advancd throttle.
99.9+
99.9+
LDG LT
LDG LT
UPRECAM
UPRECAM
22-100
JUN 97
22-100
JUN 97
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AUTO FLIGHT
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AUTO FLIGHT
A319/A320
AUTOLAND WARNING
AUTOLAND WARNING
AUTO LAND Warning Light

Illuminates below 200 feet RA in the LAND mode when any one of the following
occurs:
- Both autopilots are off
- Excessive localizer deviation (1/4 dot above 15 feet RA) or glide slope deviation
(1 dot above 100 feet RA) (The localizer and glide slope scales flash on the PFD)
- Loss of localizer signal above 15 feet RA, or loss of glide slope signal above 100
feet RA (The FD bars flash on the PFD; however, the LAND mode does not
disengage.
AUTO LAND Warning Light

Illuminates below 200 feet RA in the LAND mode when any one of the following
occurs:
- Both autopilots are off
- Excessive localizer deviation (1/4 dot above 15 feet RA) or glide slope deviation
(1 dot above 100 feet RA) (The localizer and glide slope scales flash on the PFD)
- Loss of localizer signal above 15 feet RA, or loss of glide slope signal above 100
feet RA (The FD bars flash on the PFD; however, the LAND mode does not
disengage.
JUN 97
JUN 97
22-101
22-101
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/A321
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A319/A320
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)

Location: Control Pedestal

Page Title
Identifies the page in view.
Line Select Keys
Identified as 1L-6L and 1R- 6R,
provide access to the onside data
for the left and right data fields.
The keys transfer data from the
scratch pad to the line next to
key if acceptable to FMGC. If a
caret () appears next to the key,
selecting the key accesses
another MCDU page.
Scratch Pad
Displays typed alphanumeric
characters and FMGC generated
messages (up to 22 characters).
The two MCDU scratch pads
operate independently for data
entry. Scratch pad entries cannot be made when an FMGC
generated message already
appears.
FAIL Annunciator
Illuminates when the MCDU has
stopped operating properly. The
display screen blanks, and "FMC
FAIL" appears.
FMGC Annunciator
Illuminates when the FMGC is
not linked to the MCDU and the
FMGC requests the display.
Return to the FMGC via the
MCDU MENU key.
Alphanumeric Keys
Enable entry of letters and numbers into the scratch pad.
The slash key (/) is used to separate pairs of entries in
the same data field (e.g., wind direction/ speed: 270/
110). The trailing entry of a pair must be preceded by a
slash if it is entered alone, except for frequencies and
identifiers on the RAD NAV page.
Page Title
Line Select Keys
another MCDU page.
Scratch Pad
appears.
FAIL Annunciator
FAIL" appears.
FMGC Annunciator
MCDU MENU key.
Alphanumeric Keys
22-102
JUN 97
22-102
JUN 97
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AUTO FLIGHT
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MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) Cont.


Additional Page Arrow

When displayed, indicates that additional pages of related information are
available. Use the NEXT PAGE key.

OVFY Key
When pushed, a "D" appears in the scratch pad.
Line selecting the waypoint to be overflown
causes the D to appear next to that waypoint
designator in the FPLN, and the lateral flight
plan is modified so that the airplane directly
overflies the waypoint. The overfly function provides for flight directly over a waypoint while
maintaining LNAV.
JUN 97
Function and Mode Keys

When pushed, displays
selected page.
BRT Knob
Controls intensity of MCDU display.
MCDU MENU Annunciator
Illuminates when a system linked
to the MCDU requests the display. The system can be changed
with the MCDU MENU key.
CLR Key
When pushed, clears messages
and data from the scratch pad or
an individual data field. If alphanumeric characters have been
entered into the scratch pad, a
single, short press of the key
erases the last character entered.
A longer press of the key erases
the entire scratch pad.
When the key is pushed and the
scratch pad is empty, "CLR"
appears in the scratch pad. If a
line select key is then pressed,
the adjacent data field is cleared,
or will change to a defaulted or
FMGC calculated value. If the
data field to be cleared is a leg in
the flight plan, the leg will be
deleted from the flight plan, and
a discontinuity is created in most
cases. Pilot entered data in a field
that is normally blank cannot be
cleared with this key. "CLR" can
be removed from the scratch pad
by pushing the key a second
time, or by entering an alphanumeric character.
22-103
OVFY Key
maintaining LNAV.
JUN 97

selected page.
BRT Knob
CLR Key
22-103
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
MCDU FUNCTION & MODE KEYS

Location: MCDU
MCDU FUNCTION & MODE KEYS

Location: MCDU
22-104
JUN 97
22-104
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
MCDU FUNCTION & MODE KEYS Cont.

Location: MCDU
MCDU FUNCTION & MODE KEYS Cont.

Location: MCDU
JUN 97
22-105
JUN 97
A319/A320
22-105
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
MCDU PAGE FORMAT

Location: MCDU
MCDU PAGE FORMAT

Location: MCDU
22-106
JUN 97
22-106
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
MCDU PAGE FORMAT Cont.

Location: MCDU

Location: MCDU
JUN 97
22-107
JUN 97
A319/A320
22-107
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT

Location: MCDU

Location: MCDU
22-108
JUN 97
22-108
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
MCDU MESSAGE LIST

Location: Scratchpad of MCDU
MCDU MESSAGE LIST

Message
AC POSITION INVALID
ALIGN IRS
ALT F-PLN DELETED

AWY/WPT MISMATCH
CABIN RATE EXCEEDED
CHECK A/C POSITION
CHECK APPR GUIDANCE

(* EFIS PFD)
CHECK DATA
BASE CYCLE
CHECK GW
CHECK QFE
CLK IS TAKEOFF TIME
JUN 97
Meaning
Invalid airplane position, If the message has
been cleared and access to the HOLD or DIR TO
page is attempted with invalid airplane position,
the message reappears.
Requires a return to the INIT A page. Displayed
when "ALIGN IRS" prompt has not been
selected.
Alternate F-PLN has been automatically deleted
when the F-PLN memory has been exceeded.
A VIA/GO TO on the LAT REV page is
attempted and the revised (or GO TO) point is
not on the entered airway.
The computed airplane descent prediction
exceeds the cabins ability to repressurize at the
selected rate when within 200 nm of the
destination.
Radio position differs from IRS position by more
than 12 nm while DME/DME or VOR/DME
inertial position mode remains valid.
A non-ILS approcah is part of the F-PLN and an
ILS is manually-tuned on the RAD NAV page.
APP NAV and FINAL APP guidance modes are
available.
The current date does not match the effective
date date in the active data base, and a FROM/
TO pair CO RTE entry is made.
FMS and FAC-computed gross weights differ by
more than 5 tons.
At transition to QFE, a difference of more than
100 feet is detected between QFE and the
altitude predicted using the QNH set in the PERF
page and the data base airport elevation.
An estimated takeoff time (ETT) constraint
(UTC constraint at departure airport) is entered
and the clock time becomes equal to the ETT
constraint.
22-109
Message
AC POSITION INVALID
ALIGN IRS
ALT F-PLN DELETED

AWY/WPT MISMATCH
CABIN RATE EXCEEDED
CHECK A/C POSITION
CHECK APPR GUIDANCE

(* EFIS PFD)
CHECK DATA
BASE CYCLE
CHECK GW
CHECK QFE
CLK IS TAKEOFF TIME
JUN 97
A319/A320
Meaning
Invalid airplane position, If the message has
been cleared and access to the HOLD or DIR TO
page is attempted with invalid airplane position,
the message reappears.
Requires a return to the INIT A page. Displayed
when "ALIGN IRS" prompt has not been
selected.
Alternate F-PLN has been automatically deleted
when the F-PLN memory has been exceeded.
A VIA/GO TO on the LAT REV page is
attempted and the revised (or GO TO) point is
not on the entered airway.
The computed airplane descent prediction
exceeds the cabins ability to repressurize at the
selected rate when within 200 nm of the
destination.
Radio position differs from IRS position by more
than 12 nm while DME/DME or VOR/DME
inertial position mode remains valid.
A non-ILS approcah is part of the F-PLN and an
ILS is manually-tuned on the RAD NAV page.
APP NAV and FINAL APP guidance modes are
available.
The current date does not match the effective
date date in the active data base, and a FROM/
TO pair CO RTE entry is made.
FMS and FAC-computed gross weights differ by
more than 5 tons.
At transition to QFE, a difference of more than
100 feet is detected between QFE and the
altitude predicted using the QNH set in the PERF
page and the data base airport elevation.
An estimated takeoff time (ETT) constraint
(UTC constraint at departure airport) is entered
and the clock time becomes equal to the ETT
constraint.
22-109
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
MCDU MESSAGE LIST Cont.


Message
CRZ FL ABOVE
MAX FL
CSTR DEL ABOVE
CRZ FL
DECELERATE
(* EFIS PFD)
DEFAULT STATE
ASSUMED
DELETING OFFSET
XXXX IS DESELECTED
DEST/ALTN MISMATCH
DIR TO IN PROCESS
ENTER DEST DATA
DISCONT AHEAD
ENTRY OUT OF RANGE

F-PLN ELEMMENT
RETAINED
F-PLN FULL
FMS1/FMS2
A/C STS DIFF
22-110
Meaning
The entered cruise altitude is above the
computed maximum altitude.
F-PLN altitude constraint has been deleted by
the insertion of a cruise FL or step-down altitude
which is at or below the F-PLN constraint.
The airplane is in the cruise or climb phase
beyond the top of descent and in managed speed.
All intialization data is cleared after a long term
power interruption. Generally, appears only
when powering-up a new MCDU.
An offset is automatically deleted.
The entry of a de-selected navaid is attempted on
the RAD NAV or PROG page.
Attempt is made to enter an alternate CO RTE
that does not have the same origin as the primary
destination.
Accessing the VERT REV or LAT REV on one
MCDU with the DIR TO page displayed on the
other MCDU.
Wind, QNH, temperature at destination have not
been entered, and the airplane is 180 nm from
the destination.
Appears 30 seconds prior to a lateral
discontinuity when in the NAV mode, or a
modification is made less than 30 seconds prior
to the discontinuity.
Attempted data entry is out of the range specified
for the selected field.
Attempt is made to delete stored navaids,
waypoints, or runways contained in any F-PLN,
or those being tuned.
The memory required is more than is available.
The message precedes a transition to the
independent mode. Also appears at power-up if a
disparity appears in FMS data.
JUN 97
Message
CRZ FL ABOVE
MAX FL
CSTR DEL ABOVE
CRZ FL
DECELERATE
(* EFIS PFD)
DEFAULT STATE
ASSUMED
DELETING OFFSET
XXXX IS DESELECTED
DEST/ALTN MISMATCH
DIR TO IN PROCESS
ENTER DEST DATA
DISCONT AHEAD
ENTRY OUT OF RANGE

F-PLN ELEMMENT
RETAINED
F-PLN FULL
FMS1/FMS2
A/C STS DIFF
22-110
A319/A320
Meaning
The entered cruise altitude is above the
computed maximum altitude.
F-PLN altitude constraint has been deleted by
the insertion of a cruise FL or step-down altitude
which is at or below the F-PLN constraint.
The airplane is in the cruise or climb phase
beyond the top of descent and in managed speed.
All intialization data is cleared after a long term
power interruption. Generally, appears only
when powering-up a new MCDU.
An offset is automatically deleted.
The entry of a de-selected navaid is attempted on
the RAD NAV or PROG page.
Attempt is made to enter an alternate CO RTE
that does not have the same origin as the primary
destination.
Accessing the VERT REV or LAT REV on one
MCDU with the DIR TO page displayed on the
other MCDU.
Wind, QNH, temperature at destination have not
been entered, and the airplane is 180 nm from
the destination.
Appears 30 seconds prior to a lateral
discontinuity when in the NAV mode, or a
modification is made less than 30 seconds prior
to the discontinuity.
Attempted data entry is out of the range specified
for the selected field.
Attempt is made to delete stored navaids,
waypoints, or runways contained in any F-PLN,
or those being tuned.
The memory required is more than is available.
The message precedes a transition to the
independent mode. Also appears at power-up if a
disparity appears in FMS data.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT


Message
FMS1/FMS2 GW DIFF
FMS1/FMS2 POS DIFF
FMS1/FMS2
SPD TGT DIFF
FORMAT ERROR
INDEPENDENT
OPERATION
INITIALIZE WEIGHTS
IRS ONLY NAVIGATION
LIST OF 10 IN USE
LIST OF 20 IN USE
NAV ACCUR DOWNGRAD
(*EFIS)
NAV ACCUR UPGRAD
(*EFIS)
NEW ACC ALT - HHHH
NEW CRZ ALT - HHHH
NEW THR RED
ALT -HHHH
NON UNIQUE
ROUTE IDENT
NOT ALLOWED
JUN 97
Meaning
On-side and off-side airplane weight differs by
4410 pounds or more.
On-side and off-side airplane positions differ by
5 nm or more.
On-side and off-side target speeds differ by 5
KIAS or more.
The data entry does not meet the specified entry
format for a given field.
Both FMGCs are operating independently of
each other.
ZFW or block fuel (FOB) are undefined after
engine start.
The airplane is not in the approach or terminal
area and:
- The airplane has been in the IRS mode for
more than 10 minutes, or
- The airplane is in the IRS mode and starts the
descent phase.
An attempt has been made to enter more than 10
stored runways into the data base.
An attempt has been made to create a waypoint
when 20 are already in use.
Navigation accuracy has been downgraded from
HIGH to LOW.
Navigation accuracy has been upgraded from
LOW to HIGH.
The acceleration altitude is re-assigned.
The cruise altitude is re-defined.
The thrust reduction altitude is re-assigned.
Message
FMS1/FMS2 GW DIFF
FMS1/FMS2 POS DIFF
FMS1/FMS2
SPD TGT DIFF
FORMAT ERROR
INDEPENDENT
OPERATION
INITIALIZE WEIGHTS
IRS ONLY NAVIGATION
LIST OF 10 IN USE
LIST OF 20 IN USE
NAV ACCUR DOWNGRAD
(*EFIS)
NAV ACCUR UPGRAD
(*EFIS)
NEW ACC ALT - HHHH
NEW CRZ ALT - HHHH
NEW THR RED
ALT -HHHH
An attempt was made to enter a CO RTE

identifier on the NEW ROUTE page that is
identical to an existing CO RTE identifier.
Data entry is not allowed in the selected field, or
a line select key action is not allowed.
22-111
NON UNIQUE
ROUTE IDENT
NOT ALLOWED
JUN 97
A319/A320
Meaning
On-side and off-side airplane weight differs by
4410 pounds or more.
On-side and off-side airplane positions differ by
5 nm or more.
On-side and off-side target speeds differ by 5
KIAS or more.
The data entry does not meet the specified entry
format for a given field.
Both FMGCs are operating independently of
each other.
ZFW or block fuel (FOB) are undefined after
engine start.
The airplane is not in the approach or terminal
area and:
- The airplane has been in the IRS mode for
more than 10 minutes, or
- The airplane is in the IRS mode and starts the
descent phase.
An attempt has been made to enter more than 10
stored runways into the data base.
An attempt has been made to create a waypoint
when 20 are already in use.
Navigation accuracy has been downgraded from
HIGH to LOW.
Navigation accuracy has been upgraded from
LOW to HIGH.
The acceleration altitude is re-assigned.
The cruise altitude is re-defined.
The thrust reduction altitude is re-assigned.
An attempt was made to enter a CO RTE
identifier on the NEW ROUTE page that is
identical to an existing CO RTE identifier.
Data entry is not allowed in the selected field, or
a line select key action is not allowed.
22-111
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT


Message
NOT ALLOWED IN NAV
NOT IN DATA BASE
ONLY SPEED ENTRY
ALLOWED
OPP FMGC IN PROGRESS
PAGE UPDATE
IN PROGRESS
PLEASE WAIT
PRESS MCDU MENU KEY
RESET IRS TO NAV
REVISIONS NOT STORED
RWY/ILS MISMATCH
SEC F-PLN DELETED
22-112
Meaning
An attempt to modify the "TO" waypoint is
made while in the NAV mode.
The entered CO RTE identification, FROM/TO
pair, or place does not exist in the current data
base.
A Mach entry is attempted for a preselected
speed value on the CLIMB page.
Single FMGC mode automatically selected due
to on-side FMGC failure. Entries on either
MCDU are transferred to the operating FMGC.
A line select key is pressed on the F-PLN page
while predictions are being updated.
Re-synchronization between both FMGCs is in
progress.
The SUBSYSTEM page is displayed and the
system which was selected does not respond.
An INIT position is present or has changed since
IRS alignment, but none of the IRUs are in the
ALIGN mode.
A pilot-defined route or CO RTE (active or
secondary F-PLN) is stored and indicates that the
following elements are not retained:
- Pilot-entered holds
- Offsets
- Modifications to terminal area procedures
- Pilot-entered constraints
- FMS-created waypoints.
CLB, CRZ, DES, APPR, or GO-AROUND
phase and the ILS frequency entered on the RAD
NAV page does not match the associated ILS
frequency at the destination runway, or
Preflight or takeoff phase and the ILS
frequencies entered on the RAD NAV page does
not match the associated ILS frequency.
The secondary F-PLN is automatically deleted
when the memory is exceeded.
JUN 97
Message
NOT ALLOWED IN NAV
NOT IN DATA BASE
ONLY SPEED ENTRY
ALLOWED
OPP FMGC IN PROGRESS
PAGE UPDATE
IN PROGRESS
PLEASE WAIT
PRESS MCDU MENU KEY
RESET IRS TO NAV
REVISIONS NOT STORED
RWY/ILS MISMATCH
SEC F-PLN DELETED
22-112
A319/A320
Meaning
An attempt to modify the "TO" waypoint is
made while in the NAV mode.
The entered CO RTE identification, FROM/TO
pair, or place does not exist in the current data
base.
A Mach entry is attempted for a preselected
speed value on the CLIMB page.
Single FMGC mode automatically selected due
to on-side FMGC failure. Entries on either
MCDU are transferred to the operating FMGC.
A line select key is pressed on the F-PLN page
while predictions are being updated.
Re-synchronization between both FMGCs is in
progress.
The SUBSYSTEM page is displayed and the
system which was selected does not respond.
An INIT position is present or has changed since
IRS alignment, but none of the IRUs are in the
ALIGN mode.
A pilot-defined route or CO RTE (active or
secondary F-PLN) is stored and indicates that the
following elements are not retained:
- Pilot-entered holds
- Offsets
- Modifications to terminal area procedures
- Pilot-entered constraints
- FMS-created waypoints.
CLB, CRZ, DES, APPR, or GO-AROUND
phase and the ILS frequency entered on the RAD
NAV page does not match the associated ILS
frequency at the destination runway, or
Preflight or takeoff phase and the ILS
frequencies entered on the RAD NAV page does
not match the associated ILS frequency.
The secondary F-PLN is automatically deleted
when the memory is exceeded.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT


Message
SELECT DESIRED
SYSTEM
SENSOR IS INVALID
SET SPEED AUTO

(*EFIS PFD)
SET HOLD AUTO

(*EFIS PFD)
SET VFTO
Vertical Felocity Takeoff
(*EFIS PFD)
SPECIF NDB UNAVAIL

SPECIF VOR-D UNAVAIL
(*EFIS PFD)
SPD LIM EXCEEDED
STEP ABOVE MAX FL

STEP DEFINED WPT01
JUN 97
Meaning
Message
SELECT DESIRED
SYSTEM
The MCDU MENU page is displayed.

Generated when:
- FF or FQ, or FF + FQ, or FQ + FF is selected
on the FUEL PRED page and the sensor(s) is
invalid, or
- FOB is entered alone and the FF sensor is
invalid.
The airplane is in selected speed and a
preselected speed does not exist for the next
flight phase.
The airplane is in selected speed, a hold is
inserted in the F-PLN, the airplane is within 30
seconds of the deceleration point, and the
selected speed differs by more than 5 knots from
the hold speed.
Message generated during engine out mode
using selected speed when:
- FCU selected speed is greater than or equal to
green dot + 10 knots and ALT* or ALT are not
active, or
- FCU selected speed is less than or equal to
green dot - 10 knots.
The desired NDB to be auto-tuned has been
deselected.
The desired VOR, VOR-DME, or VORTAC to
be auto-tuned has been deselected.
The airplane is more than 300 feet below the
speed limit altitude and exceeds the speed limit
by more than 10 knots.
- A step altitude has been entered that is above
the predicted maximum altitude.
A step exists and the STEP PRED page is
accessed at a different point than where the
existing step is defined.
22-113
SENSOR IS INVALID
SET SPEED AUTO

(*EFIS PFD)
SET HOLD AUTO

(*EFIS PFD)
SET VFTO
Vertical Felocity Takeoff
(*EFIS PFD)
SPECIF NDB UNAVAIL

SPECIF VOR-D UNAVAIL
(*EFIS PFD)
SPD LIM EXCEEDED
STEP ABOVE MAX FL

STEP DEFINED WPT01
JUN 97
A319/A320
Meaning
The MCDU MENU page is displayed.
Generated when:
- FF or FQ, or FF + FQ, or FQ + FF is selected
on the FUEL PRED page and the sensor(s) is
invalid, or
- FOB is entered alone and the FF sensor is
invalid.
The airplane is in selected speed and a
preselected speed does not exist for the next
flight phase.
The airplane is in selected speed, a hold is
inserted in the F-PLN, the airplane is within 30
seconds of the deceleration point, and the
selected speed differs by more than 5 knots from
the hold speed.
Message generated during engine out mode
using selected speed when:
- FCU selected speed is greater than or equal to
green dot + 10 knots and ALT* or ALT are not
active, or
- FCU selected speed is less than or equal to
green dot - 10 knots.
The desired NDB to be auto-tuned has been
deselected.
The desired VOR, VOR-DME, or VORTAC to
be auto-tuned has been deselected.
The airplane is more than 300 feet below the
speed limit altitude and exceeds the speed limit
by more than 10 knots.
- A step altitude has been entered that is above
the predicted maximum altitude.
A step exists and the STEP PRED page is
accessed at a different point than where the
existing step is defined.
22-113
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT


Message
Meaning
A step is deleted due to an engine out, insertion
of another step, or a prediction determination
STEP DELETED
that the step cannot be flown (too near the top of
descent).
STORED ROUTE FULL
Three pilot-defined routes already exist.
SPEED ERROR AT WPT 01 In LNAV, a peed constraint is predicted to be
(WPT = 5 character
missed by more than 10 knots. The message is
constraint waypoint)
cleared when prediction is within 5 knots.
Displayed when any line select key (except
ERASE or INSERT) is selected or when flight
TMPY F-PLN EXISTS
planning is attempted on the secondary flight
plan while a temporary F-PLN is displayed.
The airplane must leave the hold immediately to
TIME TO EXIT
satisfy fuel reserve requirements (i.e., EXTRA
fuel is zero).
Displayed in cruise when within 150 nm of
TOO STEEP PATH-AHEAD destination or in descent/approach phase in the
NAV mode and the descent profile is too steep.
VOR cannot be auto-tuned because of a manual
TUNE BBB FFF.FF
VOR selection.
System initailization fails due to an incompatible
UNKNOWN PROGRAM PIN or undefined airplane program pin combination
with the FMGC software.
A F-PLN exists and a ZFW or GW is entered
USING COST INDEX-NNN prior to defining a cost index (CI). The FMGC
defaults to the last flights cost index.
The airplane is in DES mode, too steep of profile
VERT DISCON AHEAD
exists on the next leg, and the airplane is less
than 30 seconds from the discontinuity.
WAIT FOR SYSTEM
The SUBSYSTEM WAIT page is displayed.
RESPONSE
22-114
JUN 97
A319/A320
Message
Meaning
A step is deleted due to an engine out, insertion
of another step, or a prediction determination
STEP DELETED
that the step cannot be flown (too near the top of
descent).
STORED ROUTE FULL
Three pilot-defined routes already exist.
SPEED ERROR AT WPT 01 In LNAV, a peed constraint is predicted to be
(WPT = 5 character
missed by more than 10 knots. The message is
constraint waypoint)
cleared when prediction is within 5 knots.
Displayed when any line select key (except
ERASE or INSERT) is selected or when flight
TMPY F-PLN EXISTS
planning is attempted on the secondary flight
plan while a temporary F-PLN is displayed.
The airplane must leave the hold immediately to
TIME TO EXIT
satisfy fuel reserve requirements (i.e., EXTRA
fuel is zero).
Displayed in cruise when within 150 nm of
TOO STEEP PATH-AHEAD destination or in descent/approach phase in the
NAV mode and the descent profile is too steep.
VOR cannot be auto-tuned because of a manual
TUNE BBB FFF.FF
VOR selection.
System initailization fails due to an incompatible
UNKNOWN PROGRAM PIN or undefined airplane program pin combination
with the FMGC software.
A F-PLN exists and a ZFW or GW is entered
USING COST INDEX-NNN prior to defining a cost index (CI). The FMGC
defaults to the last flights cost index.
The airplane is in DES mode, too steep of profile
VERT DISCON AHEAD
exists on the next leg, and the airplane is less
than 30 seconds from the discontinuity.
WAIT FOR SYSTEM
The SUBSYSTEM WAIT page is displayed.
RESPONSE
22-114
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
FLIGHT MODE ANNUNCIATOR (FMA)

INDICATIONS
Location: Primary Flight Displays (PFDs)
FLIGHT MODE ANNUNCIATOR (FMA)

INDICATIONS
Location: Primary Flight Displays (PFDs)
Flight Mode Annunciations
JUN 97
22-115
JUN 97
A319/A320
22-115
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
A319/A320
AUTO FLIGHT
PFD FLIGHT MODE ANNUNCIATIONS

Location: Captain and First PFDs and NDs.
PFD FLIGHT MODE ANNUNCIATIONS

Location: Captain and First PFDs and NDs.
First Line
Second
Line
Third Line
Column 1
Autothrottle
Operation
Column 2
AP/FD
Vertical
Modes
Column 3
AP/FD
Lateral
Modes
Column 4
Approach
Capabilities
DH or MDA
Column 5
AP, FD,
A/THR
Status
SPEED
ALT*
G/S
HDG
LOC
CAT 3
SINGLE
DH 100
AP1
1 FD2
A/THR
Line
(W)
MAN
42
(W) FLX
First Line
Engaged or
Captured
Modes
(B)
MAN (W)
MCT (W)
MAN (W)
THR (W)
THR MCT (G)
THR CLB (G)
THR LVR (G)
THR IDLE (G)
A.FLOOR (G)
TOGA LK (G)
SPEED (G)
MACH (G)
Armed
Modes
Special
Messages
RWY (G)
HDG (G)
TRACK (G)
LOC* (G)
LOC (G)
NAV (G)
RWY TRK (G)
GA TRK (G)
APP NAV (G)
CAT 1 (W)
CAT 2 (W)
CAT 3 (W)
Column 5
AP, FD,
A/THR
Status
SPEED
ALT*
G/S
HDG
LOC
CAT 3
SINGLE
DH 100
AP1
1 FD2
A/THR
(W)
MAN
42
(W) FLX
First Line
NAV (B)
LOC (B)
APP NAV (B)
SINGLE (W)
DUAL (W)
DH XXX (B)
NO DH
(W) MDAXXXX (B)
(W)
1FD2 (W)
1FD- (W)
-FD2 (W)
2FD- (W)
-FD1 (W)
1FD1 (W)
2FD2 (W)
**
A/THR (B)
A/THR (B)
(B)
MAN (W)
MCT (W)
MAN (W)
THR (W)
THR MCT (G)
THR CLB (G)
THR LVR (G)
THR IDLE (G)
A.FLOOR (G)
TOGA LK (G)
SPEED (G)
MACH (G)
Armed
Modes
Third Line
SRS (G)
ALT CRZ (G)
ALT(*) (G)
ALT CST(*) (G)
ALT CST (M)
(G) V/S-500 (B)
(G) FPA-3.0 (B)
EXP CLB (G)
EXP DES (G)
G/S* (G)
G/S (G)
OP CLB (G)
OP DES (G)
CLB (G)
DES (G)
LVR ASYM (A)

LVR CLB (W)
LVR MCT (W)
THR LK (A)
RWY (G)
HDG (G)
TRACK (G)
LOC* (G)
LOC (G)
NAV (G)
RWY TRK (G)
GA TRK (G)
APP NAV (G)
CAT 1 (W)
CAT 2 (W)
CAT 3 (W)
AP1 +2 (W)
AP1 (W)
AP2 (W)
SINGLE (W)
DUAL (W)
1FD2 (W)
1FD- (W)
-FD2 (W)
2FD- (W)
-FD1 (W)
1FD1 (W)
2FD2 (W)
**
FINAL APP (G)

FLARE (G)
ROLL OUT (G)
LAND (G)
ALT (B)
ALT (M)
CLB (B)
DES (B)
FINAL (B)
G/S (B)
Second
Line
Special
Messages
NAV (B)
LOC (B)
APP NAV (B)
MORE DRAG (W)

SET GREEN DOT SPD (W)
SET MANAGED SPD (W)
SET HOLD SPD (W)
USE MAN PITCH TRIM (A)
MAN PITCH TRIM ONLY (R)
CHECK APP SEL (W)
DECELERATE (W)
VERT DISCON AHEAD (A)
MACH SEL: .XX (B)
SPEED SEL: XXX (B)
(W)
DH XXX (B)
NO DH
A/THR (B)
A/THR (B)
(W) MDAXXXX (B)
White box highlights each new annunciation for 10 seconds.
White box highlights each new annunciation for 10 seconds.
22-116
Column 4
Approach
Capabilities
DH or MDA
Displayed Annunciations and Messages (color)
AP1 +2 (W)
AP1 (W)
AP2 (W)
Engaged or
Captured
Modes
MORE DRAG (W)

SET GREEN DOT SPD (W)
SET MANAGED SPD (W)
SET HOLD SPD (W)
USE MAN PITCH TRIM (A)
MAN PITCH TRIM ONLY (R)
CHECK APP SEL (W)
DECELERATE (W)
VERT DISCON AHEAD (A)
MACH SEL: .XX (B)
SPEED SEL: XXX (B)
LVR ASYM (A)

LVR CLB (W)
LVR MCT (W)
THR LK (A)
Column 3
AP/FD
Lateral
Modes
MAN (W)
TOGA (W)
FINAL APP (G)

FLARE (G)
ROLL OUT (G)
LAND (G)
ALT (B)
ALT (M)
CLB (B)
DES (B)
FINAL (B)
G/S (B)
Second
Line
Third Line
SRS (G)
ALT CRZ (G)
ALT(*) (G)
ALT CST(*) (G)
ALT CST (M)
(G) V/S-500 (B)
(G) FPA-3.0 (B)
EXP CLB (G)
EXP DES (G)
G/S* (G)
G/S (G)
OP CLB (G)
OP DES (G)
CLB (G)
DES (G)
Column 2
AP/FD
Vertical
Modes
Line
Displayed Annunciations and Messages (color)

MAN (W)
TOGA (W)
First Line
Second
Line
Third Line
Column 1
Autothrottle
Operation
JUN 97
22-116
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
A319/A320
AUTO FLIGHT
Autothrottle Annunciations (FMA Column 1)

First Line
Annunciator Color
Meaning
Autothrottle is armed with at least one throttle in the TO/GA
MAN
White
detent.
TOGA
Autothrottle is armed with at least one throttle in the FLX
MAN
White/
detent and FLX TO temp set at 42. The other throttle is at or
FLX 42
Blue
below the FLX detent. Temperature displayed blue.
Autothrottle is engaged with the most forward throttle in the
MAN
White
MCT detent.
MCT
Autothrottle is armed with the most forward throttle above the
MAN
White/
CL detent (2 engine) or above MCT (1 engine) and not in
THR
Amber
detent.
box
Autothrottle is engaged with at least one operative throttle in
THR CLB Green
the CL detent.
Autothrottle is engaged and the most forward throttle is in the
THR MCT Green
MCT detent (single engine).
THR IDLE Green Autothrottle is engaged and commands idle thrust.
Autothrottle Annunciations (FMA Column 1)

First Line
Annunciator Color
Meaning
Autothrottle is armed with at least one throttle in the TO/GA
MAN
White
detent.
TOGA
Autothrottle is armed with at least one throttle in the FLX
MAN
White/
detent and FLX TO temp set at 42. The other throttle is at or
FLX 42
Blue
below the FLX detent. Temperature displayed blue.
Autothrottle is engaged with the most forward throttle in the
MAN
White
MCT detent.
MCT
Autothrottle is armed with the most forward throttle above the
MAN
White/
CL detent (2 engine) or above MCT (1 engine) and not in
THR
Amber
detent.
box
Autothrottle is engaged with at least one operative throttle in
THR CLB Green
the CL detent.
Autothrottle is engaged and the most forward throttle is in the
THR MCT Green
MCT detent (single engine).
THR IDLE Green Autothrottle is engaged and commands idle thrust.
THR LVR
SPEED/
MACH
Green
Autothrottle is engaged with both throttles below CL or one

throttle below MCT (single engine).
THR LVR
SPEED/
MACH
Green SPD/MACH mode is engaged.
Green
Autothrottle is engaged with both throttles below CL or one

throttle below MCT (single engine).
Green SPD/MACH mode is engaged.
Autothrottle is engaged and commands TO/GA thrust while

alpha floor conditions are met.
Autothrottle is engaged and TO/GA thrust is frozen (alpha
TOGA LK Green
floor conditions are no longer met).
MAN TOGA, MAN FLEX, MAN MCT, and MAN THR appear on the first and second
lines.
Third line
LVR CLB
White Prompts setting of throttles to CL detent.
(flashing)
LVR MCT
White Prompts setting of the live throttle to MCT detent.
(flashing)
LVR ASYM Amber Autothrottle engaged with throttles not in same detent.
Thrust is frozen when the autothrottles system is disengaged
THR LK
Amber
due to a failure of the autothrottle systems.
(flashing)
LVR CLB, LVR MCT, and THR LK are associated with an amber CAUTION every five
seconds until action taken.
Autothrottle is engaged and commands TO/GA thrust while

alpha floor conditions are met.
Autothrottle is engaged and TO/GA thrust is frozen (alpha
TOGA LK Green
floor conditions are no longer met).
MAN TOGA, MAN FLEX, MAN MCT, and MAN THR appear on the first and second
lines.
Third line
LVR CLB
White Prompts setting of throttles to CL detent.
(flashing)
LVR MCT
White Prompts setting of the live throttle to MCT detent.
(flashing)
LVR ASYM Amber Autothrottle engaged with throttles not in same detent.
Thrust is frozen when the autothrottles system is disengaged
THR LK
Amber
due to a failure of the autothrottle systems.
(flashing)
LVR CLB, LVR MCT, and THR LK are associated with an amber CAUTION every five
seconds until action taken.
JUN 97
JUN 97
A. FLOOR Green
22-117
A. FLOOR Green
22-117
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
A319/A320
Autopilot / Flight Director Vertical Modes (FMA Column 2)
Autopilot / Flight Director Vertical Modes (FMA Column 2)
First Line (Engaged Vertical Modes)

Annunciator Color
Meaning
(Managed) Takeoff or go-around mode is engaged. With SRS
(speed reference mode), F/Ds command V2 + 10 with both
SRS
Green
engines, or V2 or airplane speed (whichever is higher) with 1
engine.
(Managed) FCU altitude set to MCDU-entered cruise altitude.
ALT CRZ Green A/THR holds target Mach. Altitude varies 50 feet to
minimize thrust variation.
ALT*
ALT CAPTURE mode is engaged. ALT* displays in case of
Green FCU selected altitude capture. ALT CST* displays in case of
or
ALT CST
ALT CSTR capture.
ALT
ALT CAPTURE mode is engaged. ALT displays when the
or
Green FCU selected altitude held. ALT CST displays when an ALTALT CST
CSTR is held.
Green/ Vertical speed mode is engaged to maintain the vertical speed
V/S XXXX Blue selected on the FCU.
(Managed) VNAV climb mode engaged. VNAV altitude
CLB
Green constraints or FCU altitude will be met.
(Managed) VNAV descent mode engaged. VNAV altitude
DES
Open climb mode is engaged. Managed or selected speed.
OP CLB
Green VNAV altitude constraints are ignored.
Open descent mode is engaged. Managed or selected speed.
OP DES
Expedite climb is engaged. Must be managed speed. Climb
EXP CLB Green speed is green dot.
Expedite descent is engaged. Must be managed speed. Speed is
EXP DES Green 340/.80.
G/S
Green (Managed) Glide slope mode is engaged.
(Managed) Glide slope mode is captured. FCU altitudes are
G/S*
Green ignored.
Green/ Flight path angle mode is engaged to maintain FCU-selected
FPA XXX Blue FPA.
First Line (Engaged Vertical Modes)

Annunciator Color
Meaning
(Managed) Takeoff or go-around mode is engaged. With SRS
(speed reference mode), F/Ds command V2 + 10 with both
SRS
Green
engines, or V2 or airplane speed (whichever is higher) with 1
engine.
(Managed) FCU altitude set to MCDU-entered cruise altitude.
ALT CRZ Green A/THR holds target Mach. Altitude varies 50 feet to
minimize thrust variation.
ALT*
ALT CAPTURE mode is engaged. ALT* displays in case of
Green FCU selected altitude capture. ALT CST* displays in case of
or
ALT CST
ALT CSTR capture.
ALT
ALT CAPTURE mode is engaged. ALT displays when the
or
Green FCU selected altitude held. ALT CST displays when an ALTALT CST
CSTR is held.
Green/ Vertical speed mode is engaged to maintain the vertical speed
V/S XXXX Blue selected on the FCU.
(Managed) VNAV climb mode engaged. VNAV altitude
CLB
(Managed) VNAV descent mode engaged. VNAV altitude
DES
Open climb mode is engaged. Managed or selected speed.
OP CLB
Open descent mode is engaged. Managed or selected speed.
OP DES
Expedite climb is engaged. Must be managed speed. Climb
EXP CLB Green speed is green dot.
Expedite descent is engaged. Must be managed speed. Speed is
EXP DES Green 340/.80.
G/S
Green (Managed) Glide slope mode is engaged.
(Managed) Glide slope mode is captured. FCU altitudes are
G/S*
Green ignored.
Green/ Flight path angle mode is engaged to maintain FCU-selected
FPA XXX Blue FPA.
22-118
22-118
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
A319/A320
Autopilot / Flight Director Vertical Modes (Continued)
Autopilot / Flight Director Vertical Modes (Continued)
Second line (Armed Vertical Modes)

Annunciator Color
Meaning
CLB
Blue VNAV climb mode is armed.
Blue Altitude mode is armed. Blue when the target altitude is the
ALT
or
FCU-selected altitude. Magenta when the target altitude is a
Magenta VNAV altitude constraint.
DES
Blue VNAV descent mode is armed.
G/S
Blue Glide slope mode is armed.
FINAL
Blue Final descent mode is armed.
Second line (Armed Vertical Modes)

Annunciator Color
Meaning
CLB
Blue VNAV climb mode is armed.
Blue Altitude mode is armed. Blue when the target altitude is the
ALT
or
FCU-selected altitude. Magenta when the target altitude is a
Magenta VNAV altitude constraint.
DES
Blue VNAV descent mode is armed.
G/S
Blue Glide slope mode is armed.
FINAL
Blue Final descent mode is armed.
Third Line (FMA columns 1 and 2)

SPEED
Blue Indicated a preset speed associated with the cruise, climb or
SEL:XXX
descent phase.
MACH
Blue Indicates a preset Mach associated with the cruise, climb or
SEL:.XX
descent phase.
Third Line (FMA columns 1 and 2)

SPEED
Blue Indicated a preset speed associated with the cruise, climb or
SEL:XXX
descent phase.
MACH
Blue Indicates a preset Mach associated with the cruise, climb or
SEL:.XX
descent phase.
JUN 97
JUN 97
22-119
22-119
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
A319/A320
Autopilot / Flight Director Lateral Modes (FMA Column 3)
Autopilot / Flight Director Lateral Modes (FMA Column 3)
First Line (Engaged Lateral Modes)

Annunciator Color
Meaning
Runway mode is engaged on the ground. Provides lateral
RWY
Green guidance during takeoff roll and initial climb (to 30 feet RA) if
localizer signal is available.
Runway track mode is engaged. Provides lateral guidance on
RWY TRK Green the extended runway centerline (above 30 feet RA), based on
the track memorized during takeoff roll.
Go around track mode is engaged. Provides lateral guidance
GA TRK Green along the track existing at the time the go around was initiated.
LOC*
Green Localizer mode is captured.
LOC
Green Localizer mode is engaged.
HDG
Green Heading mode is engaged.
TRACK
Green Track mode is engaged. TRK/FPA must be selected.
APP NAV Green LNAV is engaged during a non-ILS approach.
LNAV is engaged to guide the airplane along the FM lateral
NAV
Green flight plan.
First Line (Engaged Lateral Modes)

Annunciator Color
Meaning
Runway mode is engaged on the ground. Provides lateral
RWY
Green guidance during takeoff roll and initial climb (to 30 feet RA) if
localizer signal is available.
Runway track mode is engaged. Provides lateral guidance on
RWY TRK Green the extended runway centerline (above 30 feet RA), based on
the track memorized during takeoff roll.
Go around track mode is engaged. Provides lateral guidance
GA TRK Green along the track existing at the time the go around was initiated.
LOC*
Green Localizer mode is captured.
LOC
Green Localizer mode is engaged.
HDG
Green Heading mode is engaged.
TRACK
Green Track mode is engaged. TRK/FPA must be selected.
APP NAV Green LNAV is engaged during a non-ILS approach.
LNAV is engaged to guide the airplane along the FM lateral
NAV
Green flight plan.
Autopilot / Flight Director Lateral and Vertical Combined Modes

(FMA Columns 2 and 3)
Annunciator Color
Meaning
LAND
Green Land mode is engaged below 400 feet RA.
FLARE
Green Flare mode is engaged at approximately 40 feet RA.
ROLL OUT Green Roll out mode is engaged at touchdown.
APP NAV and FINAL modes are engaged during a non-ILS
FINAL APP Green approach.
Autopilot / Flight Director Lateral and Vertical Combined Modes

(FMA Columns 2 and 3)
Annunciator Color
Meaning
LAND
Green Land mode is engaged below 400 feet RA.
FLARE
Green Flare mode is engaged at approximately 40 feet RA.
ROLL OUT Green Roll out mode is engaged at touchdown.
APP NAV and FINAL modes are engaged during a non-ILS
FINAL APP Green approach.
Second Line (Armed Lateral Modes)

LOC
Blue Localizer mode is armed.
APP NAV
Blue LNAV is armed for a non-ILS approach.
NAV
Blue LNAV is armed.
Second Line (Armed Lateral Modes)

LOC
Blue Localizer mode is armed.
APP NAV
Blue LNAV is armed for a non-ILS approach.
NAV
Blue LNAV is armed.
22-120
JUN 97
22-120
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
A319/A320
AUTO FLIGHT
Approach Capabilities (FMA Column 4)
Approach Capabilities (FMA Column 4)
First and Second Lines

Annunciator Color
CAT 1
White
CAT 2
White
CAT 3
White
SINGLE
CAT 3
White
DUAL
First and Second Lines

Annunciator Color
CAT 1
White
CAT 2
White
CAT 3
White
SINGLE
CAT 3
White
DUAL
Meaning
Category 1 capability is available. No autoland.
Category 1 autoland is available, but may be unreliable.
Category 2 autoland is available.
Minimum descent altitude (MSL) as inserted by the pilot on

White PERF APPR page. Used for any approach with barometric
MDA XXX Blue
altimeter minimums.
NO DH

Third Line
Third Line
DH XXX
Meaning
Category 1 capability is available. No autoland.
Category 1 autoland is available, but may be unreliable.
White/ Radio altitude as inserted by the pilot on PERF APPR page.

Blue NO DH appears when NO is inserted on PERF APPR page.
White
Minimum descent altitude (MSL) as inserted by the pilot on

White PERF APPR page. Used for any approach with barometric
MDA XXX Blue
altimeter minimums.
DH XXX
NO DH
White/ Radio altitude as inserted by the pilot on PERF APPR page.

Blue NO DH appears when NO is inserted on PERF APPR page.
White
Autopilot / Autothrottle Engagement Status (FMA Column 5)

First Line
Annunciator Color
Meaning
AP 1+2
White Autopilots 1 and 2 are engaged.
AP 1
White Autopilot 1 is engaged.
AP 2
Autopilot / Autothrottle Engagement Status (FMA Column 5)

First Line
Annunciator Color
Meaning
AP 1+2
White Autopilots 1 and 2 are engaged.
AP 1
AP 2
Second Line
1FD2
1FD-FD2
2FD-
Second Line
1FD2
1FD-FD2
2FD-
-FD1
1FD1
2FD2
Third Line
A/THR
A/THR
White
White
White
White
Both FDs are engaged.

FD 1 is engaged; FD 2 is off.
FD 2 is engaged; FD 1 is inoperative. F/O has FD selected off.
FD 1 is engaged; FD 2 is inoperative. Captain has FD selected
White off.
White FD 1 is engaged; FD 2 is inoperative.
1FD1
2FD2
Third Line
A/THR
A/THR
White Autothrottle is engaged.

Blue Autothrottle is armed and not engaged.
JUN 97
-FD1
22-121
JUN 97
White
White
White
White
Both FDs are engaged.

FD 2 is engaged; FD 1 is inoperative. F/O has FD selected off.
FD 1 is engaged; FD 2 is inoperative. Captain has FD selected
White off.
White Autothrottle is engaged.

Blue Autothrottle is armed and not engaged.
22-121
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
A319/A320
Special Messages (FMA Column 2 and 3)
Special Messages (FMA Column 2 and 3)
Third Line
Messages are displayed according to the following priority:
- Flight control Messages
- Vertical flight management messages
- EFIS reconfiguration messages
Third Line
Messages are displayed according to the following priority:
- Flight control Messages
- Vertical flight management messages
- EFIS reconfiguration messages
Annunciator Color
Meaning
USE MAN
Pitch controls are in direct law.
PITCH TRIM Amber
MAN PITCH
Manual back-up. The left and right elevators are unavailable,
Red and manual pitch trim must be used.
TRIM ONLY
The airplane is in cruise at less than 100 nm from the top of
CHECK
White descent and a non-ILS approach has been selected; however,
APP SEL
an ILS frequency is tuned on the RAD NAV page.
SET
MANAGED Amber The airplane is in selected speed and a preselected speed does
not exist for the next flight phase.
SPD
SET
The airplane is in engine out mode using selected speed when:
GREEN
FCU selected speed is greater than or equal to green dot + 10
DOT SPEED White knots and ALT* or ALT are not active, or FCU selected speed
is less than or equal to green dot - 10 knots.
The airplane is in selected speed, a hold is inserted in the FSET HOLD
PLN, the airplane is within 30 seconds of the deceleration
White point, and the selected speed differs by more than 5 knots from
SPD
the hold speed.
DECELERATE White Descent was not initiated at top of descent point.
Descent mode is engaged, idle is selected, and: either the
airplane is above the vertical profile and the intercept point of
MORE DRAG Amber the profile is less than 2 nm form the next ALT CSTR or the
airplane is in auto speed control and enters an airbrake
decelerating segment.
Descent mode is engaged, too steep of a profile exists on the
VERT DISCON White next leg, and the airplane is less than 30 seconds from the
AHEAD
discontinuity.
Annunciator Color
Meaning
USE MAN
Pitch controls are in direct law.
PITCH TRIM Amber
MAN PITCH
Manual back-up. The left and right elevators are unavailable,
Red and manual pitch trim must be used.
TRIM ONLY
The airplane is in cruise at less than 100 nm from the top of
CHECK
White descent and a non-ILS approach has been selected; however,
APP SEL
an ILS frequency is tuned on the RAD NAV page.
SET
MANAGED Amber The airplane is in selected speed and a preselected speed does
not exist for the next flight phase.
SPD
SET
The airplane is in engine out mode using selected speed when:
GREEN
FCU selected speed is greater than or equal to green dot + 10
DOT SPEED White knots and ALT* or ALT are not active, or FCU selected speed
is less than or equal to green dot - 10 knots.
The airplane is in selected speed, a hold is inserted in the FSET HOLD
PLN, the airplane is within 30 seconds of the deceleration
White point, and the selected speed differs by more than 5 knots from
SPD
the hold speed.
DECELERATE White Descent was not initiated at top of descent point.
Descent mode is engaged, idle is selected, and: either the
airplane is above the vertical profile and the intercept point of
MORE DRAG Amber the profile is less than 2 nm form the next ALT CSTR or the
airplane is in auto speed control and enters an airbrake
decelerating segment.
Descent mode is engaged, too steep of a profile exists on the
VERT DISCON White next leg, and the airplane is less than 30 seconds from the
AHEAD
discontinuity.
22-122
22-122
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
A319/A320
AUTO FLIGHT
CFDS - AFS System/Report Test
CFDS - AFS System/Report Test
MCDU MENU
< FMGC
< AIDS
< FMGC
< AIDS
INST >
L/G >
NAV >
< ELEC
< FIRE PROT
< RETURN
< CFDS
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< LAST LEGS REPORT

< AVIONICS STATUS
INST >
L/G >
NAV >
AFS
CFDS MENU
MAIN MENU
< LAST LEG REPORT

< LAST LEGS REPORT

< TROUBLE SHOOTING DATA

< GROUND SCAN LRU IDENT >
LAND TEST >
< AFS TEST
< AVIONICS STATUS

< RETURN WINDSHEAR TEST >
AFS
MAIN MENU
< LAST LEG REPORT

LAND TEST >
< AFS TEST
22MCDU01
22MCDU01
JUN 97
F / CLT >
FUEL >
ICE&RAIN >
< ELEC
< FIRE PROT
< RETURN
< CFDS
CFDS MENU

< AIRCOND
< AFS
< COM
22-123
JUN 97
22-123
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
AFS Last Leg Report
AFS Last Leg Report
22-124
JUN 97
22-124
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
AFS Previous Leg Report/Trouble Shooting Data
AFS Previous Leg Report/Trouble Shooting Data
JUN 97
22-125
JUN 97
A319/A320
22-125
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
AFS Ground Scan
AFS Ground Scan
22-126
JUN 97
22-126
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
AUTO FLIGHT
AFS Windshear Test
AFS Windshear Test
JUN 97
22-127
JUN 97
A319/A320
22-127
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AUTO FLIGHT
AFS Maintenance Procedure
AFS Maintenance Procedure
22-128
JUN 97
22-128
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
A319/A320
AUTO FLIGHT
AFS Test
AFS Test
LEG
-00
DATE
JUL/16
FAC1: WAIT
FAC2: WAIT
FMGC1: WAIT
FMGC2: WAIT
< RETURN
PRINT >
AFS / TEST REPORT
AFS / TEST REPORT
TROUBLE SHOOTING DATA

LEG
DATE
UTC
-00
JUL/16
21H15
ISSUED BY : FMGC1
MON
--------RESULT OF ANALYSIS-------EVENT COM
MON
C/M
1
0000
0011
0000
---------------SNAPSHOT-----------------W1 W2
W3
W4
W5
0671 1067 EA47 FEFC 0003
< RETURN
PRINT >
LEG
-00
AFS TEST IS RUNNING

DATE
UTC
YYY/XX
XXHXX
FAC1: WAIT
FAC2: WAIT
FMGC1: WAIT
FMGC2: WAIT
< ISSUED BY ; FMGC1 MON

PRINT >
AFS / TEST REPORT

LEG
DATE
UTC
-00
JUL/16
21H15
ISSUED BY : FMGC1
MON
MON
C/M
1
0000
0011
0000
---------------SNAPSHOT-----------------W1 W2
W3
W4
W5
0671 1067 EA47 FEFC 0003
< RETURN
PRINT >
AFS / TEST REPORT
AFS / TEST REPORT
LEG
-00
AFS TEST COMPLETED

DATE
UTC
YYY/XX
XXHXX
< FAC1: WAIT
< FAC1: WAIT

< FAC2: WAIT
< FAC2: WAIT
< FMGC1: PRESS LINE KEY
< FMGC1: PRESS LINE KEY
< FMGC2: WAIT
< FMGC2: WAIT
22MCDU02
22MCDU02
UTC
21H15
(AFTER 40 SECONDS)
AFS TEST COMPLETED

DATE
UTC
YYY/XX
XXHXX
JUN 97
DATE
JUL/16
(AFTER 40 SECONDS)
LEG
-00
LEG
-00
< RETURN
AFS / TEST REPORT
< LAST LEG REPORT

ATA : 22-83-34
FMGC
ATA : 22-83-34
FMGC
AFS TEST IS RUNNING

DATE
UTC
YYY/XX
XXHXX
MAIN MENU
UTC
21H15

LAND TEST >
< AFS TEST

LAND TEST >
< AFS TEST
LEG
-00
AFS / TEST REPORT
AFS
AFS / TEST REPORT
AFS
MAIN MENU
< LAST LEG REPORT

22-129
JUN 97
22-129
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
A319/A320
AUTO FLIGHT
AFS Land Test
AFS Land Test
AFS/LAND TEST - 3
AFS
MAIN MENU
< LAST LEG REPORT

LAND TEST >
< AFS TEST
AFS/LAND TEST - 3
AFS
--------ACTION ON BOTH RMPS------ON-NAV SWITCH------OFF

--------ACTION ON 2ND MCDU-------PRESS RAD-NAV MODE KEY
ILS-FREQ/CRS DIISPLAYED?
IF NOT ENTER 109.9
PRESS ILS/FREQ LINE KEY
ENTER 060
PRESS ILS.CRS LINE KEY
--------ACTION ON 1ST MCDU-------PRESS NEXT PAGE
< END OF TEST
*
MAIN MENU
< LAST LEG REPORT

LAND TEST >
< AFS TEST
NEXT
PAGE
NEXT
PAGE
AFS/LAND TEST - 4
AFS/LAND TEST - 1
-------------------ACTION-------------------BOTH ENGINES STOPPED

ALL BREAKERS------ON
FAC 1 ENGAGED
AP 1 - AP 2-------------OFF
FADEC (1, 2) GND PWR ON
CAUTION: RESET FADEC (1, 2)
GND PWR AFTER LAND TEST
PRESS NEXT PAGE
< END OF TEST
*
-----------CHECK ON ECAM------------NO AUTO FLT INOP SYS

DISPLAYED
< YES
PRESS
NO >
-------------------ACTION-------------------BOTH ENGINES STOPPED

ALL BREAKERS------ON
FAC 1 ENGAGED
AP 1 - AP 2-------------OFF
FADEC (1, 2) GND PWR ON
CAUTION: RESET FADEC (1, 2)
GND PWR AFTER LAND TEST
PRESS NEXT PAGE
< END OF TEST
*
AFS/LAND TEST - 2
-------------------ACTION-------------------ADIRS (1, 2, 3) -----NAV

AND ALIGN
3 HYDRAULICS----ON
ELAC (1, 2)----- ----ENGAGED
FAC 2-----------------ENGAGED
FD 1 - FD 2----------OFF
22MCDU03
NEXT
PAGE
22-130
-------------------ACTION-------------------SELECT STATUS PAGE

ON ECAM
-----------CHECK ON ECAM------------NO AUTO FLT INOP SYS
DISPLAYED
< YES
PRESS
NO >
< END OF TEST
NEXT
PAGE
NEXT
PAGE
PRESS NEXT PAGE

< END OF TEST
AFS/LAND TEST - 4
AFS/LAND TEST - 1
-------------------ACTION-------------------SELECT STATUS PAGE

ON ECAM
< END OF TEST
--------ACTION ON BOTH RMPS------ON-NAV SWITCH------OFF

--------ACTION ON 2ND MCDU-------PRESS RAD-NAV MODE KEY
ILS-FREQ/CRS DIISPLAYED?
IF NOT ENTER 109.9
PRESS ILS/FREQ LINE KEY
ENTER 060
PRESS ILS.CRS LINE KEY
--------ACTION ON 1ST MCDU-------PRESS NEXT PAGE
< END OF TEST
*
AFS/LAND TEST - 2
AFS/LAND TEST - 5
-------------ACTION ON FCU------------ENGAGED FD ON BOTH SIDES
A/THR-APPR-AP1-AP2------------ON
-----------CHECK ON PFD1/2----------NO AUTO FLT INOP SYS
SPEED| LAND | CAT3 | AP1+2
|
| DUAL | FD (1/2)
| A/THR
|
|
NO >
< YES
PRESS
< END OF TEST
-------------------ACTION-------------------ADIRS (1, 2, 3) -----NAV

AND ALIGN
3 HYDRAULICS----ON
ELAC (1, 2)----- ----ENGAGED
FAC 2-----------------ENGAGED
FD 1 - FD 2----------OFF
PRESS NEXT PAGE

< END OF TEST
NEXT
PAGE
22MCDU03
JUN 97
22-130
NEXT
PAGE
AFS/LAND TEST - 5
-------------ACTION ON FCU------------ENGAGED FD ON BOTH SIDES
A/THR-APPR-AP1-AP2------------ON
-----------CHECK ON PFD1/2----------NO AUTO FLT INOP SYS
SPEED| LAND | CAT3 | AP1+2
|
| DUAL | FD (1/2)
| A/THR
|
|
NO >
< YES
PRESS
< END OF TEST
NEXT
PAGE
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
A319/A320
AUTO FLIGHT
AFS Land Test Cont.
AFS Land Test Cont.
AFS/LAND TEST - 8
AFS/LAND TEST - 6
< YES
PRESS
< END OF TEST
NO >
< YES
NO >
PRESS
LAND TEST OK
< YES
< END OF TEST
-------------------ACTION--------------------
-------------------ACTION-------------------DISENGAGE FAC1 - ELAC1

--------------AUDIO CHECK-------------TRIPLE CLICK
-----------CHECK ON PFD1/2----------|
| CAT2 |
|
| SINGLE |
AP1-AP2-------------ON
PRESS TAKE OVER
--------------AUDIO CHECK------------CAVALRY CHARGE
------------------CHECK-------------------AUTO LAND
MASTER WARNING
AFS/LAND TEST - 8
AFS/LAND TEST - 6
-------------------ACTION--------------------
-------------------ACTION-------------------DISENGAGE FAC1 - ELAC1

--------------AUDIO CHECK-------------TRIPLE CLICK
-----------CHECK ON PFD1/2----------|
| CAT2 |
|
| SINGLE |
PRESS
< END OF TEST
NO >
AP1-AP2-------------ON
PRESS TAKE OVER
------------------CHECK-------------------AUTO LAND
MASTER WARNING
< YES
AFS LAND TEST REPORT
AFS/LAND TEST - 7
< END OF TEST

< RETURN
< END OF TEST
DATE
JUL/16
UTC
21H15
ATA : 22-83-34
FMGC
AFS/LAND TEST - 7
-------------------ACTION-------------------ENGD ELAC1-WAIT NO FAULT

PRESS INST DISC. A/THR
DISENGAGE ELAC2
-----------CHECK ON PFD1/2----------|
| CAT2
|
|
|
|
|
|
|
NO >
< YES
PRESS
LEG
-00
PRINT >
LEG
-00
AFS/LAND TEST - 8
< END OF TEST

< RETURN
AFS/LAND TEST - 8
-------------------ACTION-------------------AP1-AP2-------------ON
PRESS TAKE OVER
------------------CHECK-------------------AUTO LAND
MASTER WARNING
NO >
< YES
PRESS

LEG
DATE
UTC
-00
JUL/16
21H15
ISSUED BY : FMGC1
MON
MON
C/M
1
0000
0011
0000
---------------SNAPSHOT-----------------W1 W2
W3
W4
W5
0671 1067 EA47 FEFC 0003
< RETURN
PRINT >
< END OF TEST
PRINT >

LEG
DATE
UTC
-00
JUL/16
21H15
ISSUED BY : FMGC1
MON
MON
C/M
1
0000
0011
0000
---------------SNAPSHOT-----------------W1 W2
W3
W4
W5
0671 1067 EA47 FEFC 0003
< RETURN
PRINT >
22MCDU04
22MCDU04
JUN 97
UTC
21H15
RETRUN TO PHASE AT WHICH

"NO" KEY WAS SELECTED
DATE
JUL/16
ATA : 22-83-34
FMGC
RETRUN TO PHASE AT WHICH

"NO" KEY WAS SELECTED
-------------------ACTION-------------------AP1-AP2-------------ON
PRESS TAKE OVER
------------------CHECK-------------------AUTO LAND
MASTER WARNING
NO >
< YES
PRESS
-------------------ACTION-------------------ENGD ELAC1-WAIT NO FAULT

PRESS INST DISC. A/THR
DISENGAGE ELAC2
-----------CHECK ON PFD1/2----------|
| CAT2
|
|
|
|
|
|
|
NO >
< YES
PRESS
NO >
PRESS
LAND TEST OK
< END OF TEST
22-131
JUN 97
22-131
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AFS Component Layout (Sheet 1)
22-132
A319/A320
AUTO FLIGHT
JUN 97
22-132
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
AUTO FLIGHT

22-133
JUN 97
22-133
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AFS Computers
22-134
A319/A320
AUTO FLIGHT
AFS Computers
JUN 97
22-134
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
AUTO FLIGHT
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flight Augmentation Computer (FAC)
Flight Augmentation Computer (FAC)

JUN 97
A319/A320
AUTO FLIGHT
22-135
JUN 97
22-135
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flight Management Guidance Compter (FMGC)
Flight Management Guidance Compter (FMGC)
22-136
A319/A320
AUTO FLIGHT
JUN 97
22-136
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMMUNICATIONS
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL.................................................................................................... 1
RADIO COMMUNICATIONS .................................................................3
Radio Management Panel .....................................................................4
Audio System - AMU and ACPs .........................................................9
VHF System ..........................................................................................14
HF System .............................................................................................16
SELCAL ...............................................................................................16
Static Discharging .................................................................................18
INTERPHONE SYSTEM ..........................................................................18
Flight Interphone ...................................................................................18
Service Interphone ................................................................................20
Cabin Interphone ...................................................................................22
CALL SYSTEM ..........................................................................................24
Ground Crew Call .................................................................................24
Cabin Call System .................................................................................25
ACARS .........................................................................................................26
COCKPIT VOICE RECORDER ..............................................................30
Cockpit Voice Recorder - Schematic ....................................................31
CIDS .....................................................................................................32
CIDS Philosophy ..................................................................................32
CIDS Directors ......................................................................................34
CIDS Director Power Supply ................................................................36
CIDS Director Interfaces ......................................................................37
Type A Decoder Encoder Units (DEUs) .............................................40
Type B Decoder Encoder Units (DEUs) .............................................42
DEU Mounts .........................................................................................44
Attendant Panels (FAP and AAP) .........................................................46
Programming and Test Panel (PTP) .....................................................49
FAP/AAP/PTP Interfaces .....................................................................51
Attendant Indication Panels (AIPs) .....................................................54
Area Call Panels ....................................................................................55
Passenger Address (PA) System ...........................................................56
Evacuation Signaling ............................................................................58
Passenger Lighted Signs .......................................................................59
PASSENGER ENTERTAINMENT ..........................................................60
Boarding Music .....................................................................................60
Passenger Entertainment Music System ...............................................61
Passenger Entertainment Video System ...............................................64
Passenger Air to Ground Telephone System ........................................67

GENERAL.................................................................................................... 1
RADIO COMMUNICATIONS .................................................................3
Radio Management Panel .....................................................................4
Audio System - AMU and ACPs .........................................................9
VHF System ..........................................................................................14
HF System .............................................................................................16
SELCAL ................................................................................................16
Static Discharging .................................................................................18
INTERPHONE SYSTEM ..........................................................................18
Flight Interphone ...................................................................................18
Service Interphone ................................................................................20
Cabin Interphone ...................................................................................22
CALL SYSTEM ..........................................................................................24
Ground Crew Call .................................................................................24
Cabin Call System .................................................................................25
ACARS .........................................................................................................26
COCKPIT VOICE RECORDER ..............................................................30
Cockpit Voice Recorder - Schematic ....................................................31
CIDS ......................................................................................................32
CIDS Philosophy ...................................................................................32
CIDS Directors ......................................................................................34
CIDS Director Power Supply ................................................................36
CIDS Director Interfaces ......................................................................37
Type A Decoder Encoder Units (DEUs) .............................................40
Type B Decoder Encoder Units (DEUs) .............................................42
DEU Mounts .........................................................................................44
Attendant Panels (FAP and AAP) .........................................................46
Programming and Test Panel (PTP) ......................................................49
FAP/AAP/PTP Interfaces .....................................................................51
Attendant Indication Panels (AIPs) .....................................................54
Area Call Panels ....................................................................................55
Passenger Address (PA) System ...........................................................56
Evacuation Signaling ............................................................................58
Passenger Lighted Signs .......................................................................59
PASSENGER ENTERTAINMENT ..........................................................60
Boarding Music .....................................................................................60
Passenger Entertainment Music System ...............................................61
Passenger Entertainment Video System ...............................................64
Passenger Air to Ground Telephone System ........................................67
JUN 97
23-i
JUN 97
23-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMMUNICATIONS
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

RADIO MANAGEMENT PANEL ........................................................... 68
AUDIO CONTROL PANEL ..................................................................... 70
SIDESTICK TRANSMIT SWITCH ........................................................ 72
LOUDSPEAKER VOLUME CONTROL ............................................... 73
AUDIO SWITCHING CONTROL ........................................................... 73
FLIGHT INTERPHONE SYSTEM ......................................................... 74
SERVICE INTERPHONE SYSTEM ....................................................... 75
SERVICE INTERPHONE JACKS .......................................................... 75
ATTENDANT HANDSET AND KEYBOARD ....................................... 76
CALLS PANEL .......................................................................................... 77
FLIGHT DECK HANDSET ...................................................................... 78
ACARS DATA PRINTER ......................................................................... 79
COCKPIT VOICE RECORDER ............................................................. 80
EMERGENCY EVACUATION SYSTEM .............................................. 81
EVACUATION ALARM PANEL ............................................................ 82
PASSENGER ENTERTAINMENT PANEL ........................................... 83
VIDEO SYSTEM CONTROL UNIT ....................................................... 84
VIDEO CASSETTE PLAYER .................................................................. 85
DTMF MICROPHONE ............................................................................. 86
CFDS - COM System Test & Report Pages ............................................. 87
CFDS - AMU Last Leg Report ................................................................. 88
CFDS - AMU Previous Legs Report ......................................................... 89
CFDS - AMU LRU Identification ............................................................. 90
CFDS - AMU Test ...................................................................................... 91
CFDS - RMP Last Leg Report .................................................................. 92
CFDS - RMP Previous Legs Report ......................................................... 93
CFDS - RMP LRU Identification .............................................................. 94
CFDS - RMP Troubleshooting Data ......................................................... 95
CFDS - RMP Test ....................................................................................... 96
CFDS - CIDS: Last Leg Report - Troubleshooting Data ........................ 97
CFDS -CIDS Class 3 Results ..................................................................... 98
CFDS - CIDS Test ...................................................................................... 99
CFDS - VHF Last Leg Report ................................................................... 100
CFDS - VHF Previous Legs Report ........................................................... 101
CFDS - VHF LRU Identifications ............................................................. 102
CFDS - VHF Test ........................................................................................ 103

RADIO MANAGEMENT PANEL ...........................................................68
AUDIO CONTROL PANEL ..................................................................... 70
SIDESTICK TRANSMIT SWITCH ........................................................ 72
LOUDSPEAKER VOLUME CONTROL ................................................ 73
AUDIO SWITCHING CONTROL ...........................................................73
FLIGHT INTERPHONE SYSTEM ......................................................... 74
SERVICE INTERPHONE SYSTEM ....................................................... 75
SERVICE INTERPHONE JACKS .......................................................... 75
ATTENDANT HANDSET AND KEYBOARD ....................................... 76
CALLS PANEL .......................................................................................... 77
FLIGHT DECK HANDSET ......................................................................78
ACARS DATA PRINTER ......................................................................... 79
COCKPIT VOICE RECORDER .............................................................. 80
EMERGENCY EVACUATION SYSTEM .............................................. 81
PASSENGER ENTERTAINMENT PANEL ........................................... 83
VIDEO SYSTEM CONTROL UNIT ....................................................... 84
VIDEO CASSETTE PLAYER .................................................................. 85
DTMF MICROPHONE ............................................................................. 86
CFDS - COM System Test & Report Pages ............................................. 87
CFDS - AMU Last Leg Report ................................................................. 88
CFDS - AMU Previous Legs Report ......................................................... 89
CFDS - AMU LRU Identification ............................................................. 90
CFDS - AMU Test ....................................................................................... 91
CFDS - RMP Last Leg Report .................................................................. 92
CFDS - RMP Previous Legs Report ......................................................... 93
CFDS - RMP LRU Identification .............................................................. 94
CFDS - RMP Troubleshooting Data ......................................................... 95
CFDS - RMP Test ....................................................................................... 96
CFDS - CIDS: Last Leg Report - Troubleshooting Data ........................ 97
CFDS -CIDS Class 3 Results ..................................................................... 98
CFDS - CIDS Test ....................................................................................... 99
CFDS - VHF Last Leg Report ................................................................... 100
CFDS - VHF Previous Legs Report ...........................................................101
CFDS - VHF LRU Identifications ............................................................. 102
CFDS - VHF Test ........................................................................................103
23-ii
23-ii
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMMUNICATIONS
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS
COMPONENT LOCATION
Radio Management Panel .............................................................................104
Audio Management Components .................................................................105
VHF System ..................................................................................................107
HF System ....................................................................................................108
Service Interphone System ...........................................................................109
Ground Crew Call System ............................................................................111
ACARS Components ....................................................................................112
ACARS Management Unit ...........................................................................113
Cockpit Voice Recorder ...............................................................................114
DEU A, DEU Mount, and CIDS Directors ...................................................115
DEU B, DEU Mount, and CIDS Directors ...................................................116
Forward Attendent Station and Flight Deck Handset. ..................................117
Attendant Handsets, Call Panels, and Attendant Indication Panels ..............118
Evacuation Panel - Flight Deck, FAP and AAP Panels ...............................119
Passenger Lighted Signs ...............................................................................120
Passenger Entertainment Music System .......................................................121
Passenger Entertainment Video System .......................................................123
COMPONENT LOCATION
Radio Management Panel ............................................................................. 104
Audio Management Components ................................................................. 105
VHF System ................................................................................................. 107
HF System .................................................................................................... 108
Service Interphone System ........................................................................... 109
Ground Crew Call System ............................................................................ 111
ACARS Components .................................................................................... 112
ACARS Management Unit ........................................................................... 113
Cockpit Voice Recorder ............................................................................... 114
DEU A, DEU Mount, and CIDS Directors .................................................. 115
DEU B, DEU Mount, and CIDS Directors ................................................... 116
Forward Attendent Station and Flight Deck Handset. .................................. 117
Attendant Handsets, Call Panels, and Attendant Indication Panels ............. 118
Evacuation Panel - Flight Deck, FAP and AAP Panels .............................. 119
Passenger Lighted Signs ............................................................................... 120
Passenger Entertainment Music System ....................................................... 121
Passenger Entertainment Video System ....................................................... 123
JUN 97
JUN 97
23-iii
23-iii
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321

GENERAL
The aircraft has 3 VHF radios installed
and provisions for two HF radios; however, the associated HF transceivers are
not currently installed. All communications radios are controlled from any one of
3 Radio Management Panels (RMPs).
Two RMPs are located on the control
pedestal and a third is located on the overhead panel. The 3 identical RMPs provide control of all VHF and HF
communication systems. RMPs 1 and 2
provide back-up to the Flight Management
and Guidance Computers (FMGCs) for
navigation radio tuning. RMPs 1 and 2
are connected directly to all VHF and HF
transceivers; RMP 3 is connected through
RMPs 1 and 2. If RMP 1 or 2 is turned
off, RMP 3 is connected directly to the
respective transceiver. If two panels fail,
the remaining one can control all VHF and
HF transceivers. In the emergency electrical configuration, only RMP 1 is functional.

Each Audio Control Panel (ACP) is
located by its respective RMP. The panels
provide the transmission and reception of
all communication, navigation, interphone
(flight, service,and cabin), and PA systems. The transmission keys also have
CALL lights that illuminate with SELCAL on the VHF and HF radios, ACARS
call on the number 3 VHF, and Flight
Attendant or ground crew call on the
flight, service, and cabin interphone.
A flight interphone system provides communication between flight deck crew
members and between the flight deck and
a ground crew member via a jack at the
external power panel (108VU) located at
the nose gear.
A service interphone system provides
communication between the flight deck
and maintenance personnel through a
series of jacks located on the exterior of
the aircraft.
GENERAL
The aircraft has 3 VHF radios installed
and provisions for two HF radios; however, the associated HF transceivers are
not currently installed. All communications radios are controlled from any one of
3 Radio Management Panels (RMPs).
Two RMPs are located on the control
pedestal and a third is located on the overhead panel. The 3 identical RMPs provide control of all VHF and HF
communication systems. RMPs 1 and 2
provide back-up to the Flight Management
and Guidance Computers (FMGCs) for
navigation radio tuning. RMPs 1 and 2
are connected directly to all VHF and HF
transceivers; RMP 3 is connected through
RMPs 1 and 2. If RMP 1 or 2 is turned
off, RMP 3 is connected directly to the
respective transceiver. If two panels fail,
the remaining one can control all VHF and
HF transceivers. In the emergency electrical configuration, only RMP 1 is functional.
Communications General
JUN 97
A319/A320
COMMUNICATIONS
Each Audio Control Panel (ACP) is

located by its respective RMP. The panels
provide the transmission and reception of
all communication, navigation, interphone
(flight, service,and cabin), and PA systems. The transmission keys also have
CALL lights that illuminate with SELCAL on the VHF and HF radios, ACARS
call on the number 3 VHF, and Flight
Attendant or ground crew call on the
flight, service, and cabin interphone.
A flight interphone system provides communication between flight deck crew
members and between the flight deck and
a ground crew member via a jack at the
external power panel (108VU) located at
the nose gear.
A service interphone system provides
and maintenance personnel through a
series of jacks located on the exterior of
the aircraft.
Communications General
23-1
JUN 97
23-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

The cabin interphone system provides
and Flight Attendant stations, as well as
communication between the Flight Attendant stations and ground crew members
via jacks installed at various locations.
The Cabin Inter-Communication Data
System (CIDS) provides signal transmission, control, and processing for the following cabin functions:
- cabin and service interphone,
- Passenger Address,
- passenger lighted signs,
- reading lights,
- cabin illumination,
- emergency evacuation signaling,
- lavatory smoke indication,
- passenger entertainment music and
video.
The controls and indicators for CIDS are
located on the forward Flight Attendant
Panel.
The Passenger Address system provides
cabin announcement capability from the
flight deck and Flight Attendant stations.
Volume output is automatically increased
when an engine is operating. Flight deck
access to the PA system is via the ACPs
or the handset.
The Passenger Entertainment System
(PES) includes both audio and video systems. The audio system is controlled from
a panel located near the forward Flight
Attendant's Panel. The video system is
controlled from a panel located at the top
of the closet in the first class cabin.
The Aircraft Communication Addressing
and Reporting System (ACARS) enables
the exchange of digital information
between the aircraft and a ground station
23-2
COMMUNICATIONS
A319/A320

The Cockpit Voice Recorder is located in
the aft section of the airplane, and is
equipped with an underwater locating beacon. The system records direct conversations between crew members (through a
flight deck area microphone and boom
microphones), as well as all aural flight
deck warnings and communications transmitted and received over the radio and
intercom.
Passenger Address system
announcements are also recorded as long
as one PA reception knob is selected on.
The last 30 minutes of recording are
retained.
On the ground, flight information and
operational data are furnished automatically for 5 minute's after electrical power
is supplied to the airplane, or when at least
one engine is running. It operates continuously in flight, whether or not the engines
are running. The system stops automatically 5 minutes after the last engine is shut
down. The recorder can be manually
energized by using the GND CTL switch
on the overhead panel. A Digital Flight
Data Recorder (DFDR) switch, located on
the control pedestal, is used to place an
event mark on the recorder tape.
An Air Link or DTMF microphone is
installed at the First Officer's hand mike
position and is plugged into the PA jack.
This is an amplified, electric condenser
microphone designed to produce clear,
articulate voice transmissions. A built-in
Dual Tone Multi-Frequency (DTMF) keypad is incorporated for dialing groundbased Radio Dial-up Interface (RDI) systems (including SAMC). It can also be
used for PA transmissions.
JUN 97
The cabin interphone system provides

and Flight Attendant stations, as well as
communication between the Flight Attendant stations and ground crew members
via jacks installed at various locations.
The Cabin Inter-Communication Data
System (CIDS) provides signal transmission, control, and processing for the following cabin functions:
- cabin and service interphone,
- reading lights,
- cabin illumination,
- emergency evacuation signaling,
- lavatory smoke indication,
- passenger entertainment music and
video.
The controls and indicators for CIDS are
located on the forward Flight Attendant
Panel.
The Passenger Address system provides
cabin announcement capability from the
flight deck and Flight Attendant stations.
Volume output is automatically increased
when an engine is operating. Flight deck
access to the PA system is via the ACPs
or the handset.
The Passenger Entertainment System
(PES) includes both audio and video systems. The audio system is controlled from
a panel located near the forward Flight
Attendant's Panel. The video system is
controlled from a panel located at the top
of the closet in the first class cabin.
and Reporting System (ACARS) enables
the exchange of digital information
between the aircraft and a ground station
23-2
The Cockpit Voice Recorder is located in

the aft section of the airplane, and is
equipped with an underwater locating beacon. The system records direct conversations between crew members (through a
flight deck area microphone and boom
microphones), as well as all aural flight
deck warnings and communications transmitted and received over the radio and
intercom.
Passenger Address system
announcements are also recorded as long
as one PA reception knob is selected on.
The last 30 minutes of recording are
retained.
On the ground, flight information and
operational data are furnished automatically for 5 minute's after electrical power
is supplied to the airplane, or when at least
one engine is running. It operates continuously in flight, whether or not the engines
are running. The system stops automatically 5 minutes after the last engine is shut
down. The recorder can be manually
energized by using the GND CTL switch
on the overhead panel. A Digital Flight
Data Recorder (DFDR) switch, located on
the control pedestal, is used to place an
event mark on the recorder tape.
An Air Link or DTMF microphone is
installed at the First Officer's hand mike
position and is plugged into the PA jack.
This is an amplified, electric condenser
microphone designed to produce clear,
articulate voice transmissions. A built-in
Dual Tone Multi-Frequency (DTMF) keypad is incorporated for dialing groundbased Radio Dial-up Interface (RDI) systems (including SAMC). It can also be
used for PA transmissions.
JUN 97
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COMMUNICATIONS
A319/A320 /A321

RADIO COMMUNICATIONS
Communication and navigation systems
are connected to the Audio Management
Unit (AMU) for analog inputs and to the
Radio Management Panel (RMP) for frequency selection.
The 3 radio management panels (RMPs)
centralize radio communication frequency control.
They can also serve as backups for the
Flight Management and Guidance Computers (FMGC) for radio navigation frequency control (VOR, DME, ILS, ADF).
The aircraft is equipped with 3 RMPs
which are identical and interchangeable.
The ACPs supply the means of transmission and reception of the audio signals to
the various radio communication and
radio navigation facilities installed on the
aircraft. The ACPs also supply the means
to display the various calls (SELCAL,
ground crew call and calls from the Flight
Attendants).
The ACPs serve only for control and indication.
JUN 97
COMMUNICATIONS
A319/A320

The Audio Management Unit (AMU)
ensures the interface between the user
(jack panel and ACP) and the various
radio communication and radio navigation
systems.
It also serves to record communications
(FAA recording) and is equipped with a
test circuit (BITE). This test circuit
enables the AMU to be connected to the
Centralized Fault Display and Interface
Unit (CFDIU).
The AMU ensures the following functions:
- transmission,
- reception
- SELCAL and display of ground crew
and Cabin Attendant calls
- flight interphone,
- emergency function for the Captain and
First Officer stations.
The SELective CALling System (SELCAL) provides visual and aural indication
of calls received from ground stations.
23-3
RADIO COMMUNICATIONS
Communication and navigation systems
are connected to the Audio Management
Unit (AMU) for analog inputs and to the
Radio Management Panel (RMP) for frequency selection.
The 3 radio management panels (RMPs)
centralize radio communication frequency control.
They can also serve as backups for the
Flight Management and Guidance Computers (FMGC) for radio navigation frequency control (VOR, DME, ILS, ADF).
The aircraft is equipped with 3 RMPs
which are identical and interchangeable.
The ACPs supply the means of transmission and reception of the audio signals to
the various radio communication and
radio navigation facilities installed on the
aircraft. The ACPs also supply the means
to display the various calls (SELCAL,
ground crew call and calls from the Flight
Attendants).
The ACPs serve only for control and indication.
JUN 97
The Audio Management Unit (AMU)

ensures the interface between the user
(jack panel and ACP) and the various
radio communication and radio navigation
systems.
It also serves to record communications
(FAA recording) and is equipped with a
test circuit (BITE). This test circuit
enables the AMU to be connected to the
Centralized Fault Display and Interface
Unit (CFDIU).
The AMU ensures the following functions:
- transmission,
- reception
- SELCAL and display of ground crew
and Cabin Attendant calls
- flight interphone,
- emergency function for the Captain and
The SELective CALling System (SELCAL) provides visual and aural indication
of calls received from ground stations.
23-3
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Radio Management Panel
The RMPs are used for the selection of
radio communication frequencies. They
are also used for the standby selection of
radio navigation frequencies in back-up
mode.
3 RMPs are used for frequency selection
and each one can control any VHF frequency. Only RMP 1 and RMP 2 can be
used for the standby selection of radio
navigation system frequencies in back-up
mode. In this condition:
- RMP 1 controls VOR 1, ADF 1 and ILS
1 and 2.
1 and 2.
NOTE: Navigation frequencies are
normally selected by the FMGCs or
through an MCDU.
The 3 RMPs permanently dialog so that
each RMP is informed of the last selection
made on any of the other RMPs. If two
RMPs fail, the remaining RMP controls
all the VHF transceivers.
The transmission of data to the communication and navigation systems and the dialog between the RMPs are performed
through ARINC 429 buses.
There are 2 display windows. The active
window displays the operational frequency. The standby/course window dis-
23-4
COMMUNICATIONS
A319/A320

plays the standby frequency. The standby/
course window also displays the course in
back-up navigation mode. The windows
are liquid crystal displays with a high contrast.
When the transfer key is pressed, the operational frequency becomes the standby
frequency, and the standby frequency
becomes the operational frequency.
There are 5 push-button keys for the radio
communication systems, 3 of them are
used for VHF. When a key is pressed, the
relevant active and standby frequencies
are automatically displayed in the dedicated windows.
The SEL indicator light comes on white,
when a non dedicated Radio Management
Panel takes control of the system frequency selection.
The normal configuration is:
- RMP 1 allocated to VHF 1
- RMP 3 allocated to VHF 3.
When a non-dedicted RMP is used for frequency selection such as VHF 2 is
selected on RMP 1, the SEL light comes
on white on RMP 1 and RMP 2.
The dual selector knob is used for the
selection of the frequency/course displayed in the standby/course window.
JUN 97

The RMPs are used for the selection of
radio communication frequencies. They
are also used for the standby selection of
radio navigation frequencies in back-up
mode.
3 RMPs are used for frequency selection
and each one can control any VHF frequency. Only RMP 1 and RMP 2 can be
used for the standby selection of radio
navigation system frequencies in back-up
mode. In this condition:
1 and 2.
1 and 2.
NOTE: Navigation frequencies are
normally selected by the FMGCs or
through an MCDU.
The 3 RMPs permanently dialog so that
each RMP is informed of the last selection
made on any of the other RMPs. If two
RMPs fail, the remaining RMP controls
all the VHF transceivers.
The transmission of data to the communication and navigation systems and the dialog between the RMPs are performed
through ARINC 429 buses.
There are 2 display windows. The active
window displays the operational frequency. The standby/course window dis-
23-4
plays the standby frequency. The standby/

course window also displays the course in
back-up navigation mode. The windows
are liquid crystal displays with a high contrast.
When the transfer key is pressed, the operational frequency becomes the standby
frequency, and the standby frequency
becomes the operational frequency.
There are 5 push-button keys for the radio
communication systems, 3 of them are
used for VHF. When a key is pressed, the
relevant active and standby frequencies
are automatically displayed in the dedicated windows.
The SEL indicator light comes on white,
when a non dedicated Radio Management
Panel takes control of the system frequency selection.
The normal configuration is:
- RMP 3 allocated to VHF 3.
When a non-dedicted RMP is used for frequency selection such as VHF 2 is
selected on RMP 1, the SEL light comes
on white on RMP 1 and RMP 2.
The dual selector knob is used for the
selection of the frequency/course displayed in the standby/course window.
JUN 97
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JUN 97
A319/A320
COMMUNICATIONS
23-5
JUN 97
23-5
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/A321

The NAVigation guarded push-button key
allows the radio navigation systems to be
selected, in back-up mode only, when the
Flight Management Guidance and Computers (FMGCs) have failed. In radio
navigation back-up mode, navigation frequency/course selection is performed
using the dual selector knob.
The latching ON/OFF switch allows the
crew to set the RMP on or off.
RMP 1 and RMP 2 have two ARINC 429
data buses connected to the radio communication transceivers:
- COM BUS 1 delivers the VHF 1
frequency,
frequency.
3 dialog buses ensure exchange of information between the 3 RMPs. Each RMP
periodically transmits its contents on its
dialog bus.
The ILS 1 and 2 receivers always operate
on the same frequency which can be controlled from any RMP, either directly or
through the cross talk bus.
23-6
COMMUNICATIONS
A319/A320

In normal operation, the navigation systems are tuned automatically (or manually
from the MCDUs) by the FMGCs via
internal relays of the onside RMPs. The
RMP is thus transparent to the onside
FMGC.
In case of failure of one FMCG, the onside
navigation systems are tuned directly by
the remaining FMGC.
The BITE functions of the system are
available through the CFDS.
In order to increment the fault memories
in case of CFDIU failure, each RMP
receives a discrete giving the landing gear
configuration.
RMP 1 receives this discrete from LGCIU
1, and RMP 2 and 3 from LGCIU 2.
The system architecture allows access to
all communication functions in case of
failure of any RMP. But, if RMP 1 or
RMP 2 fails, the onside navigation systems are lost.
An RMP failure is indicated by the blanking of the display windows. Should a failure occur, the failed RMP has to be
switched off. When selected off, the RMP
sends a discrete signal which enables system reconfiguration.
JUN 97

Flight Management Guidance and Computers (FMGCs) have failed. In radio
navigation back-up mode, navigation frequency/course selection is performed
using the dual selector knob.
The latching ON/OFF switch allows the
crew to set the RMP on or off.
RMP 1 and RMP 2 have two ARINC 429
data buses connected to the radio communication transceivers:
frequency,
frequency.
3 dialog buses ensure exchange of information between the 3 RMPs. Each RMP
periodically transmits its contents on its
dialog bus.
The ILS 1 and 2 receivers always operate
on the same frequency which can be controlled from any RMP, either directly or
through the cross talk bus.
23-6
In normal operation, the navigation systems are tuned automatically (or manually
from the MCDUs) by the FMGCs via
internal relays of the onside RMPs. The
RMP is thus transparent to the onside
FMGC.
In case of failure of one FMCG, the onside
navigation systems are tuned directly by
the remaining FMGC.
The BITE functions of the system are
available through the CFDS.
In order to increment the fault memories
in case of CFDIU failure, each RMP
receives a discrete giving the landing gear
configuration.
RMP 1 receives this discrete from LGCIU
1, and RMP 2 and 3 from LGCIU 2.
The system architecture allows access to
all communication functions in case of
failure of any RMP. But, if RMP 1 or
RMP 2 fails, the onside navigation systems are lost.
An RMP failure is indicated by the blanking of the display windows. Should a failure occur, the failed RMP has to be
switched off. When selected off, the RMP
sends a discrete signal which enables system reconfiguration.
JUN 97
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COMMUNICATIONS
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A319/A320
COMMUNICATIONS
NOTE: HF transceivers are removed from UAL aircraft.
NOTE: HF transceivers are removed from UAL aircraft.
Radio Management Interfaces
Radio Management Interfaces
JUN 97
23-7
JUN 97
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/A321

Following is an explanation of RMP use.
The ON/OFF switch controls the power
supply of the RMP.
To select a new frequency for VHF 1, the
VHF 1 key must be pressed. VHF 1 light
comes on as VHF 1 is selected.
The ACTIVE window displays the current
operating frequency for VHF 1, while the
STBY/CRS (standby/course) window displays the standby frequency.
A new frequency is selected by rotating
the two concentric knobs below the
STBY/CRS window and can be activated
by pressing the transfer key.
After pressing the transfer key, the frequency values interchange. VHF 1 now
operates on a new frequency.

NOTE: The SEL light indicates selection of a radio system by an other RMP
than the RMP normally allocated to it.
For example, the SEL light will come on
white in case of selection of VHF 2 on the
RMP 1 or in case of selection of VHF 1 on
RMP 2. In this case, SEL light also illuminates on the RMP to which the system is
normally dedicated.
Flight Management and Guidance Computers (FMGCs) have failed.
Following is an explanation of RMP use.

The ON/OFF switch controls the power
supply of the RMP.
To select a new frequency for VHF 1, the
VHF 1 key must be pressed. VHF 1 light
comes on as VHF 1 is selected.
The ACTIVE window displays the current
operating frequency for VHF 1, while the
STBY/CRS (standby/course) window displays the standby frequency.
A new frequency is selected by rotating
the two concentric knobs below the
STBY/CRS window and can be activated
by pressing the transfer key.
After pressing the transfer key, the frequency values interchange. VHF 1 now
operates on a new frequency.
NOTE: The SEL light indicates selection of a radio system by an other RMP
than the RMP normally allocated to it.
For example, the SEL light will come on
white in case of selection of VHF 2 on the
RMP 1 or in case of selection of VHF 1 on
RMP 2. In this case, SEL light also illuminates on the RMP to which the system is
normally dedicated.
Flight Management and Guidance Computers (FMGCs) have failed.
23-8
A319/A320
COMMUNICATIONS
JUN 97
23-8
JUN 97
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Audio System - AMU and ACPs
The Audio Management Unit (AMU) centralizes the audio signals used by the crew.
The crew controls and operates these functions independently with the Audio Control Panels (ACPs).
The audio management system provides:
- radio communication and navigation for
crew utilization,
- flight interphone system,
- SELective CALling system (SELCAL),
- and visual indication of ground crew and
cabin attendant calls.
Each flight deck occupant position contains the following audio equipment:
- oxygen mask,
- headset,
- boomset,
- handmike,
- Audio Control Panel.
The 4th occupant station is equipped with
only a headset jack.
In transmission mode, the AMU collects
microphone inputs of the various crew stations and directs them to the communication transceivers.
In reception mode, the AMU collects the
audio outputs of the communication transceivers and navigation receivers and
directs them to the various crew stations.
The flight interphone function allows
interphone links between the various crew
stations in the flight deck and with the
ground crew through the jack at the external power receptacle panel (108VU).
The SELCAL system enables reception
with aural and visual indication of calls
from ground stations equipped with a coding device.
Cabin attendant and mechanic calls are
indicated on the Audio Control Panels.
JUN 97
COMMUNICATIONS
A319/A320

Three Audio Control Panels (ACPs) are
provided in the flight deck for the Captain,
the First Officer and the third occupant.
Each ACP allows:
- the use of various radio communication
and radio navigation facilities installed
in the aircraft for transmission and
reception of the audio signals,
- the display of various calls received
through the SELCAL system, from
ground mechanics and from cabin
attendants,
- the use of flight, service, and cabin
interphone system
Eight rectangular electronic keys are used
for the selection of the transmission channel and for the display of various calls
received through the SELCAL system,
from the ground mechanics and from the
cabin attendants.
The MECH light on the INTerphone key
flashes amber to indicate a ground
mechanic call (flight interphone).
The ATT light on the CABin key flashes
amber to indicate a cabin attendant call
(cabin interphone).
NOTE: Only one transmission channel
can be selected at a time.
Fifteen push-button knobs are used to
select reception and to adjust the volume
of received signals.
When the reception channel is selected,
the push-button knob pops out and comes
on white.
The INTerphone/RADio selector switch
permits the utilization of the interphone or
the radio, when the boomsets or oxygen
masks are used by the crew.
23-9
Audio System - AMU and ACPs

The Audio Management Unit (AMU) centralizes the audio signals used by the crew.
The crew controls and operates these functions independently with the Audio Control Panels (ACPs).
The audio management system provides:
- radio communication and navigation for
crew utilization,
- flight interphone system,
- SELective CALling system (SELCAL),
- and visual indication of ground crew and
cabin attendant calls.
Each flight deck occupant position contains the following audio equipment:
- oxygen mask,
- headset,
- boomset,
- handmike,
- Audio Control Panel.
The 4th occupant station is equipped with
only a headset jack.
In transmission mode, the AMU collects
microphone inputs of the various crew stations and directs them to the communication transceivers.
In reception mode, the AMU collects the
audio outputs of the communication transceivers and navigation receivers and
directs them to the various crew stations.
The flight interphone function allows
interphone links between the various crew
stations in the flight deck and with the
ground crew through the jack at the external power receptacle panel (108VU).
The SELCAL system enables reception
with aural and visual indication of calls
from ground stations equipped with a coding device.
Cabin attendant and mechanic calls are
indicated on the Audio Control Panels.
JUN 97
Three Audio Control Panels (ACPs) are

provided in the flight deck for the Captain,
the First Officer and the third occupant.
Each ACP allows:
- the use of various radio communication
and radio navigation facilities installed
in the aircraft for transmission and
reception of the audio signals,
- the display of various calls received
through the SELCAL system, from
ground mechanics and from cabin
attendants,
- the use of flight, service, and cabin
interphone system
Eight rectangular electronic keys are used
for the selection of the transmission channel and for the display of various calls
received through the SELCAL system,
from the ground mechanics and from the
cabin attendants.
The MECH light on the INTerphone key
flashes amber to indicate a ground
mechanic call (flight interphone).
The ATT light on the CABin key flashes
amber to indicate a cabin attendant call
(cabin interphone).
NOTE: Only one transmission channel
can be selected at a time.
Fifteen push-button knobs are used to
select reception and to adjust the volume
of received signals.
When the reception channel is selected,
the push-button knob pops out and comes
on white.
The INTerphone/RADio selector switch
permits the utilization of the interphone or
the radio, when the boomsets or oxygen
masks are used by the crew.
23-9
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The INT position allows direct flight
interphone transmission:
- when any transmission key is selected
and provided no Push-To-Talk is
activated (hot mike between flight crew
members),
- when no transmission key is selected
(hot mike between flight crew
members),
- when the INT transmission key is
selected (hot mike between flight crew
members and ground crew using the
external power panel (108VU) jack.
The neutral position allows reception
only.
The RAD position is used as a Push-ToTalk switch when a transmission key is
selected.

A voice filter can be used on the ADF and
VOR channels. When used, the identification signals transmitted by the navaids are
greatly reduced (32 dB) so as to hear only
voice signals. ON comes on green when
the voice filter is in service (ON VOICE
key pressed in).
The RESET key is used to cancel all the
lighted calls.
NOTE: MECH and ATT lights go off
automatically after 60 seconds if the call
is not canceled by the RESET key.
A key enables the selection of the Passenger Address transmission. This key must
be pressed in during the whole transmission.
The INT position allows direct flight

interphone transmission:
- when any transmission key is selected
and provided no Push-To-Talk is
activated (hot mike between flight crew
members),
- when no transmission key is selected
(hot mike between flight crew
members),
- when the INT transmission key is
selected (hot mike between flight crew
members and ground crew using the
external power panel (108VU) jack.
The neutral position allows reception
only.
The RAD position is used as a Push-ToTalk switch when a transmission key is
selected.
A voice filter can be used on the ADF and

VOR channels. When used, the identification signals transmitted by the navaids are
greatly reduced (32 dB) so as to hear only
voice signals. ON comes on green when
the voice filter is in service (ON VOICE
key pressed in).
The RESET key is used to cancel all the
lighted calls.
NOTE: MECH and ATT lights go off
automatically after 60 seconds if the call
is not canceled by the RESET key.
A key enables the selection of the Passenger Address transmission. This key must
be pressed in during the whole transmission.
Audio Control Panel
Audio Control Panel
23-10
A319/A320
COMMUNICATIONS
JUN 97
23-10
JUN 97
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The AUDIO SWITCHING selector is

used in case of communication failure on
the Captain or First Officer channels.
In the CAPT 3 position, the Captain will
use the 3rd occupant ACP. The 3rd occupant Audio equipment cannot be used.
The NORM position corresponds to the
normal allocation of the ACPs.
In the F/O 3 position, the First Officer

uses the 3rd occupant ACP.
The 3rd occupant audio equipment cannot
be used.
Note: The message AUDIO 3 XFRD is
displayed in green on the ECAM
MEMO display when the selector is out
of the NORM position.
The AUDIO SWITCHING selector is

used in case of communication failure on
the Captain or First Officer channels.
In the CAPT 3 position, the Captain will
use the 3rd occupant ACP. The 3rd occupant Audio equipment cannot be used.
The NORM position corresponds to the
normal allocation of the ACPs.
Audio Switching
JUN 97
A319/A320
COMMUNICATIONS
In the F/O 3 position, the First Officer

uses the 3rd occupant ACP.
The 3rd occupant audio equipment cannot
be used.
Note: The message AUDIO 3 XFRD is
displayed in green on the ECAM
MEMO display when the selector is out
of the NORM position.
Audio Switching
23-11
JUN 97
23-11
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Three to five identical ACPs can be
installed (3 on UAL aircraft). They are
linked by an ARINC 429 bus to the corresponding audio cards fitted in the Audio
Management Unit The ACP-AMU link is
done by ARINC 429 buses. Only digital
data is exchanged between the AMU and
the ACPs. There are no audio signals
inside the ACPs.

Various functions such as switching, filtering and amplification are performed
inside the AMU. The AMU includes several identical audio processing cards, one
for each ACP.
The volume control function is achieved
by digital transmission of the knobs position to the AMU. Volume control is
achieved inside the AMU.
Three to five identical ACPs can be

installed (3 on UAL aircraft). They are
linked by an ARINC 429 bus to the corresponding audio cards fitted in the Audio
Management Unit The ACP-AMU link is
done by ARINC 429 buses. Only digital
data is exchanged between the AMU and
the ACPs. There are no audio signals
inside the ACPs.
Various functions such as switching, filtering and amplification are performed

inside the AMU. The AMU includes several identical audio processing cards, one
for each ACP.
The volume control function is achieved
by digital transmission of the knobs position to the AMU. Volume control is
achieved inside the AMU.
Audio Management Unit Interfaces
Audio Management Unit Interfaces
23-12
A319/A320
COMMUNICATIONS
JUN 97
23-12
JUN 97
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Each crew station, Captain, First Officer
and 3rd occupant, is equipped with the
direct muting function managed by the
Audio Management Unit. A muting circuit is provided to avoid acoustic coupling
between the loudspeakers and the microphones.
COMMUNICATIONS
When a transmission is keyed by any

microphone, a ground signal is delivered
to the two loudspeaker amplifiers. This
ground signal decreases the gain and
band-pass of the loudspeaker amplifiers.
Note: This attenuating circuit is not
operative with the Flight Warning
Computer (FWC) audio outputs.
Each crew station, Captain, First Officer

and 3rd occupant, is equipped with the
direct muting function managed by the
Audio Management Unit. A muting circuit is provided to avoid acoustic coupling
between the loudspeakers and the microphones.
When a transmission is keyed by any

microphone, a ground signal is delivered
to the two loudspeaker amplifiers. This
ground signal decreases the gain and
band-pass of the loudspeaker amplifiers.
Note: This attenuating circuit is not
operative with the Flight Warning
Computer (FWC) audio outputs.
Flight Deck Loudspeaker Muting Circuit
Flight Deck Loudspeaker Muting Circuit

JUN 97
A319/A320
23-13
JUN 97
23-13
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VHF System
The Very High Frequency (VHF) system
allows short distance voice communications between different aircraft (in flight
or on ground) or between the aircraft and a
ground station.
The VHF system operates within the frequency range of 118.00 to 136.975 MHz
with 25 kHz channels spacing.
For voice communications, the crew uses
the following acoustic equipment:
- side-stick radio selectors,
- loudspeakers,
- oxygen-masks,
- boomsets,
- headsets,
- hand-microphones.
The Audio Management Unit (AMU) acts
as an interface between the crew and the
VHF system.
The Audio Control Panels (ACPs) allow
selection of the VHF 1, VHF 2, or VHF 3
transceiver in transmission or reception
mode and for the control of the received
audio signal.
The Radio Management Panels (RMPs)
serve to select and display the VHF frequencies.
The VHF transceiver, tuned with the frequency selected by one of the 3 Radio
Management Panels (RMPs), transforms
the audio signals into VHF signals (in
transmission mode) or VHF signals into
audio signals (in reception mode).
The VHF system comprises 3 VHF transceivers and 3 blade antennas. The VHF
23-14
COMMUNICATIONS
A319/A320

system is associated with (for control) 3
RMPs, 3 ACPs, and 1 AMU.
The VHF transceiver has 2 serial input
ports; Serial input port A for normal use
and serial input port B in case of an RMP
failure. The port selection is done through
the port selection information signal.
The selected frequency information sent to
the VHF system is a serial 32-bit word and
requires one serial 32-bit word for complete tuning data.
The SDAC acquires the VHF Push-ToTalk signal and provides this information
to the ECAM and the DFDRs.
In case of continuous emitting, the ECAM
displays COM VHF 1 CONT EMITTING
The VHF system is linked to the Audio
Management Unit for connection to the
audio integrating and SELective CALling
(SELCAL) systems.
The Audio Control Panels (ACPs) are
used for VHF transmission or reception
and control of the received audio signal
levels through the AMU.
For maintenance purposes, Built In Test
Equipment is integrated in the VHF transceiver and is monitored by the Centralized
Fault Display System.
The Landing Gear Control and Interface
Unit indicates the flight or ground aircraft
status. This information is used by the
VHF BITE, in order to increment the fault
memories in case of CFDIU failure.
JUN 97
VHF System
The Very High Frequency (VHF) system
allows short distance voice communications between different aircraft (in flight
or on ground) or between the aircraft and a
ground station.
The VHF system operates within the frequency range of 118.00 to 136.975 MHz
with 25 kHz channels spacing.
For voice communications, the crew uses
the following acoustic equipment:
- side-stick radio selectors,
- loudspeakers,
- oxygen-masks,
- boomsets,
- headsets,
- hand-microphones.
The Audio Management Unit (AMU) acts
as an interface between the crew and the
VHF system.
The Audio Control Panels (ACPs) allow
selection of the VHF 1, VHF 2, or VHF 3
transceiver in transmission or reception
mode and for the control of the received
audio signal.
The Radio Management Panels (RMPs)
serve to select and display the VHF frequencies.
The VHF transceiver, tuned with the frequency selected by one of the 3 Radio
Management Panels (RMPs), transforms
the audio signals into VHF signals (in
transmission mode) or VHF signals into
audio signals (in reception mode).
The VHF system comprises 3 VHF transceivers and 3 blade antennas. The VHF
23-14
system is associated with (for control) 3

RMPs, 3 ACPs, and 1 AMU.
The VHF transceiver has 2 serial input
ports; Serial input port A for normal use
and serial input port B in case of an RMP
failure. The port selection is done through
the port selection information signal.
The selected frequency information sent to
the VHF system is a serial 32-bit word and
requires one serial 32-bit word for complete tuning data.
The SDAC acquires the VHF Push-ToTalk signal and provides this information
to the ECAM and the DFDRs.
In case of continuous emitting, the ECAM
displays COM VHF 1 CONT EMITTING
The VHF system is linked to the Audio
Management Unit for connection to the
audio integrating and SELective CALling
(SELCAL) systems.
The Audio Control Panels (ACPs) are
used for VHF transmission or reception
and control of the received audio signal
levels through the AMU.
For maintenance purposes, Built In Test
Equipment is integrated in the VHF transceiver and is monitored by the Centralized
Fault Display System.
The Landing Gear Control and Interface
Unit indicates the flight or ground aircraft
status. This information is used by the
VHF BITE, in order to increment the fault
memories in case of CFDIU failure.
JUN 97
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VHF System
VHF System
JUN 97
A319/A320
COMMUNICATIONS
23-15
JUN 97
23-15
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HF System
The High Frequency (HF) system serves
for all long-distance voice communications between different aircraft (in flight
or on the ground), or between the aircraft
and one or several ground stations.
The HF system is composed of a transceiver, an antenna coupler, and a shunttype antenna.
NOTE: HF systems are used on international flights. Domestic UAL A320
aircraft have the 2 HF transceivers
removed. The remainder of the system
is intact in the aircraft.
The HF system is associated with:
- the Radio Management Panels (RMPs)
which enable the frequency display of
the HF system,
- the Audio Management Unit (AMU) for
connection to the audio integrating and
SELCAL systems,
- the Centralized Fault Display Interface
Unit (CFDIU) (through the MCDU)
which is a centralized maintenance
system,
- the Landing Gear Control Interface Unit
(LGCIU) which indicates the aircraft
status (flight or ground),
- the System Data Acquisition
Concentrator (SDAC) which collects
transmission information from the HF
system.
23-16
COMMUNICATIONS
A319/A320

SELCAL
The Selective Calling System provides
visual and aural indication of calls
received from ground stations equipped
with a coding device. The ground station
tone generator provides the assigned aircraft code which modulates a VHF transmitter.
In order to receive the SELCAL call, the
same frequency as on the ground must be
activated in the aircraft.
This function is integrated in the AMU.
The aircraft code can be set on the SELCAL code panel fitted in the avionics bay.
When a SELCAL call is received, the
CALL light flashes amber on the corresponding transmission key and a buzzer
sound is heard.
The buzzer signal is generated by the
Flight Warning Computer (FWC).
CALL flashes amber on all the ACPs
when a SELCAL call is received.
The CALL indication can be manually
cleared by pressing the RESET key on any
ACP or it can be automatically cleared
upon transmission on the called channel.
JUN 97
HF System
The High Frequency (HF) system serves
for all long-distance voice communications between different aircraft (in flight
or on the ground), or between the aircraft
and one or several ground stations.
The HF system is composed of a transceiver, an antenna coupler, and a shunttype antenna.
NOTE: HF systems are used on international flights. Domestic UAL A320
aircraft have the 2 HF transceivers
removed. The remainder of the system
is intact in the aircraft.
The HF system is associated with:
- the Radio Management Panels (RMPs)
which enable the frequency display of
the HF system,
- the Audio Management Unit (AMU) for
connection to the audio integrating and
SELCAL systems,
Unit (CFDIU) (through the MCDU)
which is a centralized maintenance
system,
- the Landing Gear Control Interface Unit
(LGCIU) which indicates the aircraft
status (flight or ground),
Concentrator (SDAC) which collects
transmission information from the HF
system.
23-16
SELCAL
The Selective Calling System provides
visual and aural indication of calls
received from ground stations equipped
with a coding device. The ground station
tone generator provides the assigned aircraft code which modulates a VHF transmitter.
In order to receive the SELCAL call, the
same frequency as on the ground must be
activated in the aircraft.
This function is integrated in the AMU.
The aircraft code can be set on the SELCAL code panel fitted in the avionics bay.
When a SELCAL call is received, the
CALL light flashes amber on the corresponding transmission key and a buzzer
sound is heard.
The buzzer signal is generated by the
Flight Warning Computer (FWC).
CALL flashes amber on all the ACPs
when a SELCAL call is received.
The CALL indication can be manually
cleared by pressing the RESET key on any
ACP or it can be automatically cleared
upon transmission on the called channel.
JUN 97
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SELCAL
SELCAL
JUN 97
A319/A320
COMMUNICATIONS
23-17
JUN 97
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Static Discharging
In flight, the aircraft behaves like a Faraday cage and needs to be discharged.
The static dischargers reduce static electricity discharging noise and ensure good
quality radio transmission (VHF and HF if
installed), without interference.
The aircraft must be equipped with at least
80 percent of its static dischargers for correct operation. There are 41 static dischargers located around the aircraft
extremities:
- 4 on each wing tip fence (8),
- 1 on each elevator tip (2),
- 1 on each horizontal stabilizer tip (2),
- 1 on the vertical stabilizer tip,
- 1 on the rudder tip,
- 1 on each wing fixed trailing edge (2),
- 4 on each aileron trailing edge (8)
- 3 on each elevator trailing edge (6),
- 3 on the rudder trailing edge,
- 1 on each flap track movable fairing (6),
- 1 on each engine pylon rear fairing (2).
If the aircraft has been struck by lightning
the static dischargers are the first elements
destroyed and they can be easily replaced.
Two kinds of static dischargers are fitted,
depending on their location on the aircraft.
INTERPHONE SYSTEM
Flight Interphone
The INT position of the INT/RAD selector switch enables use of the flight interphone by the flight crew regardless of
ACP transmission key selection. This is a
stable position. Boom and oxygen mask
mikes are hot. The INT reception knob is
selected to control the audio level.
23-18
COMMUNICATIONS
A319/A320

NOTE: The radio function has priority
over the flight interphone function.
With the INT/RAD switch in INT position, the flight interphone is momentarily cut out during a radio emission
(radio key selected and hand microphone or side-stick Push-To-Talk switch
actuated).
The RAD position of the INT/RAD selector switch puts the preselected channel in
emission. This is an unstable (momentary) position.
This position acts like the selection of the
hand microphone push-button or as the
Push-To-Talk push-button of the sidestick.
The flight interphone can also be used like
a VHF transceiver. Selection of the INT
transmission key lights the green bars,
indicating that the flight interphone is
ready to operate. Pressing and releasing
the INT reception knob enables adjustment of the interphone level. When
selected, the knob pops up and comes on
white.
In addition to allowing flight crew interphone communications, the flight interphone can also be used for flight crew to
ground mechanic communications. A
flight interphone jack at the external
power panel 108VU is provided along
with a COCKPIT CALL light, COCKPIT
CALL button and a RESET button. See
the CALL SYSTEM section for additional
information.
JUN 97
Static Discharging
In flight, the aircraft behaves like a Faraday cage and needs to be discharged.
The static dischargers reduce static electricity discharging noise and ensure good
quality radio transmission (VHF and HF if
installed), without interference.
The aircraft must be equipped with at least
80 percent of its static dischargers for correct operation. There are 41 static dischargers located around the aircraft
extremities:
- 4 on each wing tip fence (8),
- 1 on each elevator tip (2),
- 1 on each horizontal stabilizer tip (2),
- 1 on the vertical stabilizer tip,
- 1 on the rudder tip,
- 1 on each wing fixed trailing edge (2),
- 4 on each aileron trailing edge (8)
- 3 on each elevator trailing edge (6),
- 3 on the rudder trailing edge,
- 1 on each flap track movable fairing (6),
- 1 on each engine pylon rear fairing (2).
If the aircraft has been struck by lightning
the static dischargers are the first elements
destroyed and they can be easily replaced.
Two kinds of static dischargers are fitted,
depending on their location on the aircraft.
INTERPHONE SYSTEM
Flight Interphone
The INT position of the INT/RAD selector switch enables use of the flight interphone by the flight crew regardless of
ACP transmission key selection. This is a
stable position. Boom and oxygen mask
mikes are hot. The INT reception knob is
selected to control the audio level.
23-18
NOTE: The radio function has priority

over the flight interphone function.
With the INT/RAD switch in INT position, the flight interphone is momentarily cut out during a radio emission
(radio key selected and hand microphone or side-stick Push-To-Talk switch
actuated).
The RAD position of the INT/RAD selector switch puts the preselected channel in
emission. This is an unstable (momentary) position.
This position acts like the selection of the
hand microphone push-button or as the
Push-To-Talk push-button of the sidestick.
The flight interphone can also be used like
a VHF transceiver. Selection of the INT
transmission key lights the green bars,
indicating that the flight interphone is
ready to operate. Pressing and releasing
the INT reception knob enables adjustment of the interphone level. When
selected, the knob pops up and comes on
white.
In addition to allowing flight crew interphone communications, the flight interphone can also be used for flight crew to
ground mechanic communications. A
flight interphone jack at the external
power panel 108VU is provided along
with a COCKPIT CALL light, COCKPIT
CALL button and a RESET button. See
the CALL SYSTEM section for additional
information.
JUN 97
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COMMUNICATIONS
A319/A320
COMMUNICATIONS
FLIGHT INTERPHONE
VOLUME CONTROL
FLIGHT INTERPHONE SELECTION

(3 GREEN LINES WHEN SELECTED)
FLIGHT INTERPHONE
VOLUME CONTROL
FLIGHT INTERPHONE SELECTION

(3 GREEN LINES WHEN SELECTED)
MECH
MECH
VHF1
VHF2
VHF3
HF1
HF2
INT
VHF1
CAB
VHF2
VHF3
HF1
VOICE
RESET
MKR
ILS
HF2
INT
CAB
INT
INT
VOICE
RAD
VOR1
VOR2
MKR
PA
RESET
ILS
ADF1
RAD
VOR1
VOR2
ADF2
PA
ADF1
AUDIO CONTROL PANEL
AUDIO CONTROL PANEL
FLIGHT INTERPHONE JACK
FLIGHT INTERPHONE JACK
FLT INT
EXT PWR
ADF2
FLT INT
EXT PWR
108 VU
108 VU
NOT IN USE
AVAIL
LIGHT TEST
COCKPIT CALL
ADIRU &
AVNCS VENT
COCKPIT CALL
RESET
NOT IN USE
APU FIRE
LIGHT TEST
ADIRU &
AVNCS VENT
COCKPIT CALL
RESET
APU FIRE
EXTERNAL POWER PANEL
EXTERNAL POWER PANEL
Flight Interphone System
Flight Interphone System
COCKPIT CALL
APU SHUT OFF
APU SHUT OFF
JUN 97
AVAIL
23-19
JUN 97
23-19
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Service Interphone
The service interphone system enables
voice communications, on the ground,
between flight crew and the ground service personnel. Communication can also
be made between the attendant stations
and the dedicated service interphone jacks
around or in the aircraft.
The service interphone system is made up
of eight interphone jacks and a service
interphone OVRD switch, with an integral
indicator light located on the overhead
maintenance panel (50VU) in the flight
deck.
The audio lines from the flight deck, cabin
and interphone jacks are routed to the
amplifiers in both Cabin Intercommunication Data System (CIDS) directors.
The service interphone system is integrated into CIDS directors. There are two
modes in which the service interphone
system is operational; the automatic mode
and the manual mode.

The automatic mode functions on the
ground only, with the landing gear down
and compressed for more than 10 seconds.
The Landing Gear Interface Units
(LGCIUs) send a ground signal to the
service interphone system which is integrated in CIDS directors.
The manual mode functions when the service interphone override push-button
15RJ, on the overhead panel (50VU), is
pressed. A white ON light illuminates.
The aircraft is on the ground with no signal from the LGCIUs. A ground signal is
sent to CIDS directors.
To establish communication from the
flight deck to the service interphone jacks,
the CABin key on any Audio Control
Panel (ACP), must be pressed.
NOTE: The service interphone does
not have its own transmission key or
reception knob on the ACPs. It shares
the CAB key and knob with the cabin
interphone system.
Service Interphone
The service interphone system enables
voice communications, on the ground,
between flight crew and the ground service personnel. Communication can also
be made between the attendant stations
and the dedicated service interphone jacks
around or in the aircraft.
The service interphone system is made up
of eight interphone jacks and a service
interphone OVRD switch, with an integral
indicator light located on the overhead
maintenance panel (50VU) in the flight
deck.
The audio lines from the flight deck, cabin
and interphone jacks are routed to the
amplifiers in both Cabin Intercommunication Data System (CIDS) directors.
The service interphone system is integrated into CIDS directors. There are two
modes in which the service interphone
system is operational; the automatic mode
and the manual mode.
The automatic mode functions on the

ground only, with the landing gear down
and compressed for more than 10 seconds.
The Landing Gear Interface Units
(LGCIUs) send a ground signal to the
service interphone system which is integrated in CIDS directors.
The manual mode functions when the service interphone override push-button
15RJ, on the overhead panel (50VU), is
pressed. A white ON light illuminates.
The aircraft is on the ground with no signal from the LGCIUs. A ground signal is
sent to CIDS directors.
flight deck to the service interphone jacks,
the CABin key on any Audio Control
Panel (ACP), must be pressed.
NOTE: The service interphone does
not have its own transmission key or
reception knob on the ACPs. It shares
the CAB key and knob with the cabin
interphone system.
Service Interphone
Service Interphone
23-20
A319/A320
COMMUNICATIONS
JUN 97
23-20
JUN 97
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The audio signals are transmitted to the
jacks through the Audio Management Unit
(AMU), the service interphone system,
(integrated in CIDS directors), and the
audio lines.
cabin to the service interphone jacks, the
SERVice key on the cabin attendant handset must be pressed.
NOTE: The service and cabin interphone systems are both integrated into
CIDS directors and can be linked to
each other.
The message SERV INT is displayed on
all stations Attendant Indication Panels
(AIPs).
COMMUNICATIONS
The audio signals are digitized through the

Type B Decoder Encoder Units and transmitted through data bus lines to CIDS
directors.
After conversion to analog signals, the
signals are transmitted to the service interphone jacks through audio lines.
NOTE: When the CAB key is pressed
(on an ACP in the flight deck) and the
SVCE INTPH key is pressed (on a
handset in the cabin), communications
can be established between the flight
deck, the cabin stations, and the service
interphone jacks.
The audio signals are transmitted to the

jacks through the Audio Management Unit
(AMU), the service interphone system,
(integrated in CIDS directors), and the
audio lines.
cabin to the service interphone jacks, the
SERVice key on the cabin attendant handset must be pressed.
NOTE: The service and cabin interphone systems are both integrated into
CIDS directors and can be linked to
each other.
The message SERV INT is displayed on
all stations Attendant Indication Panels
(AIPs).
The audio signals are digitized through the

Type B Decoder Encoder Units and transmitted through data bus lines to CIDS
directors.
After conversion to analog signals, the
signals are transmitted to the service interphone jacks through audio lines.
NOTE: When the CAB key is pressed
(on an ACP in the flight deck) and the
SVCE INTPH key is pressed (on a
handset in the cabin), communications
can be established between the flight
deck, the cabin stations, and the service
interphone jacks.
Service Interphone System - Schematic Diagram
Service Interphone System - Schematic Diagram

JUN 97
A319/A320
23-21
JUN 97
23-21
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Cabin Interphone
The cabin interphone system enables telephone communications between the attendant stations and between the attendant
stations and the flight deck.
Communication is always initiated by a
key pad procedure on an attendant handset
or by push-buttons on the CALLS panel in
the flight deck. The recipient of an
intended call receives a visual and audible
signal.
A CIDS director accepts audio signals
from the various interphone sources in the
aircraft and assigns priorities to each
source. The director performs telephone
exchange switching and call functions
from the flight deck call switch settings or
the attendant handset keypad entries.
All of this is done with reference to the
parameters defined in the Cabin Assignment Module (CAM). Chimes are transmitted via the top line data bus and the
Passenger Address loudspeakers. In the
flight deck, integral lamps in the call
switches annunciate interphone calls. In
the cabin, Area Call Panels (on the ceiling
near attendant stations) and Attendant
Indication Panels (near the attendant
handsets) are used for annunciation.
All communication modes are handled
with respect to the predefined priorities
listed in order below:
- emergency call,
- call from flight deck including an all call
from the flight deck, and a normal call
from the flight deck,
- ALL CALL from cabin station,
- normal call from cabin station.
Additionally, all interphone sources have
interrelated priorities, as assigned in the
CAM.
23-22
COMMUNICATIONS
A319/A320

If more than one interphone source
requests the same communication mode,
the source with the higher priority will
have preference.
If they have the same priority, the interphone source which was dialed first will
be given preference.
For calls from the cabin, interphone communications are performed with the attendant station handsets which are connected
to the type B DEUs.
To initiate a call, take the handset off the
hook and then push the desired button on
the handset keyboard.
All attendant stations in the cabin are
equipped with a reset key to reset the
interphone function, and permit a new call
procedure.
Calls from the flight deck are initiated
from the call panel which is connected to
the directors.
Connection of the flight deck to the cabin
interphone system is performed using the
CAB key and knob on one of the Audio
Control Panels (ACPs).
The call push-buttons on the CALL panel
enable the crew to select the attendant station.
When an all attendant call communication
is selected from the cabin, all the called
stations are switched to a common link to
the calling station except the flight deck.
In the cabin, on the handset keyboard, the
ALL ATTND key must be pressed.
For an emergency call from the flight
deck, the guarded emergency call pushbutton (EMER) on the CALL panel must
be pressed.
An EMER CALL from the flight deck initiates a communication between the flight
deck and all cabin stations on a common
link.
JUN 97
Cabin Interphone
The cabin interphone system enables telephone communications between the attendant stations and between the attendant
stations and the flight deck.
Communication is always initiated by a
key pad procedure on an attendant handset
or by push-buttons on the CALLS panel in
the flight deck. The recipient of an
intended call receives a visual and audible
signal.
A CIDS director accepts audio signals
from the various interphone sources in the
aircraft and assigns priorities to each
source. The director performs telephone
exchange switching and call functions
from the flight deck call switch settings or
the attendant handset keypad entries.
All of this is done with reference to the
parameters defined in the Cabin Assignment Module (CAM). Chimes are transmitted via the top line data bus and the
Passenger Address loudspeakers. In the
flight deck, integral lamps in the call
switches annunciate interphone calls. In
the cabin, Area Call Panels (on the ceiling
near attendant stations) and Attendant
Indication Panels (near the attendant
handsets) are used for annunciation.
All communication modes are handled
with respect to the predefined priorities
listed in order below:
- emergency call,
- call from flight deck including an all call
from the flight deck, and a normal call
from the flight deck,
- ALL CALL from cabin station,
- normal call from cabin station.
Additionally, all interphone sources have
interrelated priorities, as assigned in the
CAM.
23-22
If more than one interphone source

requests the same communication mode,
the source with the higher priority will
have preference.
If they have the same priority, the interphone source which was dialed first will
be given preference.
For calls from the cabin, interphone communications are performed with the attendant station handsets which are connected
to the type B DEUs.
To initiate a call, take the handset off the
hook and then push the desired button on
the handset keyboard.
All attendant stations in the cabin are
equipped with a reset key to reset the
interphone function, and permit a new call
procedure.
Calls from the flight deck are initiated
from the call panel which is connected to
the directors.
Connection of the flight deck to the cabin
interphone system is performed using the
CAB key and knob on one of the Audio
Control Panels (ACPs).
The call push-buttons on the CALL panel
enable the crew to select the attendant station.
When an all attendant call communication
is selected from the cabin, all the called
stations are switched to a common link to
the calling station except the flight deck.
In the cabin, on the handset keyboard, the
ALL ATTND key must be pressed.
For an emergency call from the flight
deck, the guarded emergency call pushbutton (EMER) on the CALL panel must
be pressed.
An EMER CALL from the flight deck initiates a communication between the flight
deck and all cabin stations on a common
link.
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For an emergency call from the cabin, the
EMER CALL key on one of the cabin
attendant handsets must be pressed.
An EMER CALL from any attendant station handset only calls the flight deck.
In the cabin when a call is initiated, visual
and aural indications are activated on the
Attendant Indication Panels (AIPs) and
Area Call Panels, associated to the called
station.
Hi-lo chimes are also broadcast in the
assigned zones through the cabin loudspeakers.

In the flight deck, a buzzer is broadcast for
an incoming call and the amber attendant
light on the Audio Control Panel is activated.
In case of an emergency call activation,
the emergency call light on the flight deck
CALL panel and the amber attendant call
light on the ACPs are activated.
The aural and visual flight deck indications are reset with the RESET key on the
Audio Control Panel. If the reset key is
not used, the indication goes out after 60
seconds.
When an attendant station is called from
another attendant station or from the flight
deck, the hi-lo chime is broadcast.
For an emergency call from the cabin, the

EMER CALL key on one of the cabin
attendant handsets must be pressed.
An EMER CALL from any attendant station handset only calls the flight deck.
In the cabin when a call is initiated, visual
and aural indications are activated on the
Attendant Indication Panels (AIPs) and
Area Call Panels, associated to the called
station.
Hi-lo chimes are also broadcast in the
assigned zones through the cabin loudspeakers.
In the flight deck, a buzzer is broadcast for

an incoming call and the amber attendant
light on the Audio Control Panel is activated.
In case of an emergency call activation,
the emergency call light on the flight deck
CALL panel and the amber attendant call
light on the ACPs are activated.
The aural and visual flight deck indications are reset with the RESET key on the
Audio Control Panel. If the reset key is
not used, the indication goes out after 60
seconds.
When an attendant station is called from
another attendant station or from the flight
deck, the hi-lo chime is broadcast.
Cabin Interphone System
Cabin Interphone System

JUN 97
A319/A320
COMMUNICATIONS
23-23
JUN 97
23-23
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CALL SYSTEM
Ground Crew Call
The ground crew call system enables the
flight crew and ground mechanic to call
each other.
When the COCKPIT CALL push-button
is pressed in on the external power panel
108VU, the MECH light flashes amber on
all flight deck ACPs and a buzzer is
heard.
Action on the RESET key of any ACP
will make all the MECH lights go off.
NOTE: The MECH lights go off automatically after 60 seconds if the call is
not canceled by the RESET key.

When the MECH call push-button is
pressed on the overhead panel on the flight
deck, the horn (in the nose wheel well)
sounds as long as the MECH push-button
is pressed in on the flight deck CALLS
panel, and the COCKPIT CALL blue light
on the external power panel 108VU stays
on.
The RESET push-button on panel 108VU
makes the COCKPIT CALL blue light go
off.
CALL SYSTEM
Ground Crew Call
The ground crew call system enables the
flight crew and ground mechanic to call
each other.
When the COCKPIT CALL push-button
is pressed in on the external power panel
108VU, the MECH light flashes amber on
all flight deck ACPs and a buzzer is
heard.
Action on the RESET key of any ACP
will make all the MECH lights go off.
NOTE: The MECH lights go off automatically after 60 seconds if the call is
not canceled by the RESET key.
When the MECH call push-button is

pressed on the overhead panel on the flight
deck, the horn (in the nose wheel well)
sounds as long as the MECH push-button
is pressed in on the flight deck CALLS
panel, and the COCKPIT CALL blue light
on the external power panel 108VU stays
on.
The RESET push-button on panel 108VU
makes the COCKPIT CALL blue light go
off.
Ground Crew Call System - Schematic
Ground Crew Call System - Schematic
23-24
A319/A320
COMMUNICATIONS
JUN 97
23-24
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Cabin Call System
The cabin call system enables the flight
crew and the cabin attendants to call each
other.
When the CPT (Captain) key is pushed on
an attendant handset, the ATT light
flashes amber on all flight deck ACPs and
a buzzer is heard.
Action on the RESET key of any ACP will
make all the ATT lights go off.
NOTE: ATT lights go off automatically
after 60 seconds if the call is not canceled by the RESET key.
When the EMERG CALL key is pushed
on an attendant handset, the EMER light
on the flight deck overhead CALLS panel
is activated. Both the ON and CALL
lights in the switch flash and 3 long buzzes
sound in the flight deck.
CALLS
MECH
FWD
A319/A320
COMMUNICATIONS
The ON and CALL lights are reset when

the Flight Attendant hangs up the handset.
When the forward or aft call push-button
is pressed on the overhead CALLS panel
on the flight deck, visual indications are
activated on the appropriate Attendant
Indication Panel (CAPTAIN appears) and
on the Area Call Panels. A high-lo chime
is broadcast over the corresponding Public
Address loud speaker system.
When the guarded EMER push-button is
pushed on the overhead CALLS panel on
the flight deck, the ON and CALL lights
within the switch flash. A pink light
flashes at all Area Call Panels in the cabin.
An EMERGENCY CALL messages
appears on all Attendant Indication Panels. A high-low chime sounds through all
Public Address (PA) loud speakers.
EMER
PA
ALL
AFT
CAPT
EMER
CALL
Cabin Call System

The cabin call system enables the flight
crew and the cabin attendants to call each
other.
When the CPT (Captain) key is pushed on
an attendant handset, the ATT light
flashes amber on all flight deck ACPs and
a buzzer is heard.
Action on the RESET key of any ACP will
make all the ATT lights go off.
NOTE: ATT lights go off automatically
after 60 seconds if the call is not canceled by the RESET key.
When the EMERG CALL key is pushed
on an attendant handset, the EMER light
on the flight deck overhead CALLS panel
is activated. Both the ON and CALL
lights in the switch flash and 3 long buzzes
sound in the flight deck.
CALLS
MECH
FWD
EMER
AFT
ON
ON
CALLS PANEL
FWD
ATTND
AFT L
ATTND
AISLE
ATTND
ALL
ATTND
SVCE
INTPH
RESET
CALLS PANEL
CAPT
EMER
CALL
FWD
ATTND
AFT L
ATTND
AISLE
ATTND
ALL
ATTND
SVCE
INTPH
RESET
Push-to-talk Bar
Push-to-talk Bar
ATTENDANT HANDSET
ATTENDANT HANDSET
Cabin Call System
Cabin Call System
PA
ALL
CALL
CALL
JUN 97
The ON and CALL lights are reset when

the Flight Attendant hangs up the handset.
When the forward or aft call push-button
is pressed on the overhead CALLS panel
on the flight deck, visual indications are
activated on the appropriate Attendant
Indication Panel (CAPTAIN appears) and
on the Area Call Panels. A high-lo chime
is broadcast over the corresponding Public
Address loud speaker system.
When the guarded EMER push-button is
pushed on the overhead CALLS panel on
the flight deck, the ON and CALL lights
within the switch flash. A pink light
flashes at all Area Call Panels in the cabin.
An EMERGENCY CALL messages
appears on all Attendant Indication Panels. A high-low chime sounds through all
Public Address (PA) loud speakers.
23-25
JUN 97
23-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

ACARS
and Reporting System enables exchange
of data in digital form between the aircraft
and a ground station.
and Reporting System Management Unit
(ACARS MU located at 82VU in the avionics compartment) provides the management of the transmission to the ground of
data delivered by the different interfaces,
and the management of the reception,
printing and display of ground messages
on the Multipurpose Control and Display
Unit (MCDU).
ACARS can be used by peripheral systems either automatically or upon crew
request.
The ACARS management unit is linked
to:
- the Data Management Unit (DMU),
- the Flight Management and Guidance
Computers 1 and 2 (FMGCs) ,
Unit (CFDIU),
- the VHF 3 transceiver,
- the Multipurpose Control and Display
Units 1 and 2 (MCDUs),
- the printer.
The ACARS management unit is also
linked to:
- the Flight Warning Computers 1 and 2
(FWCs),
Concentrator 1 and 2 (SDACs),
- the Radio Management Panels (RMPs).
Some ACARS functions can be operated
from the MCDU.
ACARS manages both the emission and
the reception of data.
The radio transmission/reception of messages is done through the VHF 3 transceiver.
23-26
COMMUNICATIONS
A319/A320

A ground network transmits data from the
ground receiver to the airline main base.
NOTE: The crew can at any time take
the control of the VHF 3 to perform
voice communication.
ACARS applications are dedicated to
maintenance and engineering operations
and also to crew operations and information.
ACARS application depends on operational programs defined by each airline.
The ACARS MU is supplied with 115
VAC from the 115 VAC BUS 1 1XP (sub
busbar 103XP) through the circuit breaker
2RB located in the flight deck on the panel
121VU.
(ACARS MU) manages all tasks related to
the ACARS.
The VHF 3 transceiver is normally used
for ACARS data transmission and reception, but it can also be used in conventional radio communication mode.
The VHF 3 transceiver receives a voice/
data discrete signal which determines the
mode of operation: DATA mode or
RADIO mode.
In DATA mode, the transceiver is keyed
by the ACARS MU through the DATA
keyline. The digital data exchanged
between the MU and the VHF 3 transceiver are coded by 1200 and 2400 hertz
tones.
In RADIO-COMMUNICATION mode,
the transceiver can be tuned either by the
ACARS MU or by any RMP. This is
determined by the port select discrete signal sent by the ACARS MU.
Each RMP receives the same port select
discrete signal as VHF 3 from the ACARS
MU.
JUN 97
ACARS
and Reporting System enables exchange
of data in digital form between the aircraft
and a ground station.
(ACARS MU located at 82VU in the avionics compartment) provides the management of the transmission to the ground of
data delivered by the different interfaces,
and the management of the reception,
printing and display of ground messages
Unit (MCDU).
ACARS can be used by peripheral systems either automatically or upon crew
request.
The ACARS management unit is linked
to:
- the Data Management Unit (DMU),
Computers 1 and 2 (FMGCs) ,
Unit (CFDIU),
- the VHF 3 transceiver,
Units 1 and 2 (MCDUs),
- the printer.
The ACARS management unit is also
linked to:
- the Flight Warning Computers 1 and 2
(FWCs),
Concentrator 1 and 2 (SDACs),
- the Radio Management Panels (RMPs).
Some ACARS functions can be operated
from the MCDU.
ACARS manages both the emission and
the reception of data.
The radio transmission/reception of messages is done through the VHF 3 transceiver.
23-26
A ground network transmits data from the

ground receiver to the airline main base.
NOTE: The crew can at any time take
the control of the VHF 3 to perform
voice communication.
ACARS applications are dedicated to
maintenance and engineering operations
and also to crew operations and information.
ACARS application depends on operational programs defined by each airline.
The ACARS MU is supplied with 115
VAC from the 115 VAC BUS 1 1XP (sub
busbar 103XP) through the circuit breaker
2RB located in the flight deck on the panel
121VU.
(ACARS MU) manages all tasks related to
the ACARS.
The VHF 3 transceiver is normally used
for ACARS data transmission and reception, but it can also be used in conventional radio communication mode.
The VHF 3 transceiver receives a voice/
data discrete signal which determines the
mode of operation: DATA mode or
RADIO mode.
In DATA mode, the transceiver is keyed
by the ACARS MU through the DATA
keyline. The digital data exchanged
between the MU and the VHF 3 transceiver are coded by 1200 and 2400 hertz
tones.
In RADIO-COMMUNICATION mode,
the transceiver can be tuned either by the
ACARS MU or by any RMP. This is
determined by the port select discrete signal sent by the ACARS MU.
Each RMP receives the same port select
discrete signal as VHF 3 from the ACARS
MU.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
In normal condition, any RMP is able to

tune the VHF 3 transceiver. When a RMP
controls the VHF 3 frequency, it sends a
remote voice data select discrete signal to
the ACARS MU to force it to remove control of the VHF 3 frequency.
In normal condition, any RMP is able to

tune the VHF 3 transceiver. When a RMP
controls the VHF 3 frequency, it sends a
remote voice data select discrete signal to
the ACARS MU to force it to remove control of the VHF 3 frequency.
ACARS System
JUN 97
ACARS System
23-27
JUN 97
23-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

The ACARS MU receives the SDAC 1
main bus and can use any information
present on this bus. The MU can also trigger ECAM messages.
The ECAM can display messages related
to ACARS operation for the flight crew on
the ENGINE/WARNING display.
Dialogue between one MCDU and the
ACARS MU is initiated when ACARS is
selected on the MCDU menu.
The MCDUs enable:
- the display of data generated by the
ACARS MU from data transmitted by
the ground or by peripheral computers,
- the selection of the various functions of
the ACARS MU,
- the entry of data or text by the crew.
All the fault messages and all the warnings recorded by the CFDIU can be transmitted automatically to the ACARS MU
as soon as the CFDIU receives them from
a system or a flight warning computer.
The CFDIU can transmit the post flight
report automatically to the ACARS MU at
the end of the flight. This report can also
be transmitted to the ACARS MU manually.
Any page displayed by the CFDIU on one
MCDU which is a resultant of the dialogue in menu mode between the CFDIU
and a system, can be transmitted manually
to the ACARS MU
The ACARS MU is linked to FMGC 1
and 2. The FMGCs transmit the following messages to the ACARS MU either
automatically or manually :
- request for flight plan initialization,
- request for wind messages,
- pre-flight report,
- in-flight report,
- post-flight report.
23-28
COMMUNICATIONS
A319/A320

Each function is rendered operational or
not depending on the message transmitted
by the ACARS MU to the FMGCs.
The ACARS MU transmit the following
messages to the FMGCs either automatically or manually :
- flight plan initialization,
- wind message,
- advisory message related to a request not
transmitted to the ground,
- request for a pre-flight report,
- request for a post-flight report.
Each report generated by the Data Management Unit (DMU) can be programmed
individually for transmission to the
ACARS MU either automatically or manually.
The ACARS MU can also require generation and transmission of any report by the
DMU. The ACARS MU can send information to the DMU when each report has
been duly transmitted to the ground.
The ACARS MU provides the Flight
Warning Computers (FWCs) 1 and 2 with
data indicating 4 ACARS configurations.
The FWC 1 and 2 enables display of the
corresponding indications on the memo
zone of the upper ECAM display unit.
The display unit only shows one indication even if several configurations are
present at the same time.
These indications are :
- ACARS MSG: indicates reception of a
ground message,
- ACARS STBY: indicates loss of
communication with the ground,
- VHF 3 VOICE: indicates that the VHF 3
transceiver is not controlled by the
ACARS,
- ACARS CALL: indicates reception of a
voice communication demand with the
ground.
JUN 97
The ACARS MU receives the SDAC 1

present on this bus. The MU can also trigger ECAM messages.
The ECAM can display messages related
to ACARS operation for the flight crew on
the ENGINE/WARNING display.
Dialogue between one MCDU and the
ACARS MU is initiated when ACARS is
selected on the MCDU menu.
The MCDUs enable:
- the display of data generated by the
ACARS MU from data transmitted by
the ground or by peripheral computers,
- the selection of the various functions of
the ACARS MU,
- the entry of data or text by the crew.
All the fault messages and all the warnings recorded by the CFDIU can be transmitted automatically to the ACARS MU
as soon as the CFDIU receives them from
a system or a flight warning computer.
The CFDIU can transmit the post flight
report automatically to the ACARS MU at
the end of the flight. This report can also
be transmitted to the ACARS MU manually.
Any page displayed by the CFDIU on one
MCDU which is a resultant of the dialogue in menu mode between the CFDIU
and a system, can be transmitted manually
to the ACARS MU
The ACARS MU is linked to FMGC 1
and 2. The FMGCs transmit the following messages to the ACARS MU either
automatically or manually :
- request for flight plan initialization,
- request for wind messages,
- pre-flight report,
- in-flight report,
- post-flight report.
23-28
Each function is rendered operational or

not depending on the message transmitted
by the ACARS MU to the FMGCs.
The ACARS MU transmit the following
messages to the FMGCs either automatically or manually :
- flight plan initialization,
- wind message,
- advisory message related to a request not
transmitted to the ground,
- request for a pre-flight report,
- request for a post-flight report.
Each report generated by the Data Management Unit (DMU) can be programmed
individually for transmission to the
ACARS MU either automatically or manually.
The ACARS MU can also require generation and transmission of any report by the
DMU. The ACARS MU can send information to the DMU when each report has
been duly transmitted to the ground.
The ACARS MU provides the Flight
Warning Computers (FWCs) 1 and 2 with
data indicating 4 ACARS configurations.
The FWC 1 and 2 enables display of the
corresponding indications on the memo
zone of the upper ECAM display unit.
The display unit only shows one indication even if several configurations are
present at the same time.
These indications are :
- ACARS MSG: indicates reception of a
ground message,
- ACARS STBY: indicates loss of
communication with the ground,
- VHF 3 VOICE: indicates that the VHF 3
transceiver is not controlled by the
ACARS,
- ACARS CALL: indicates reception of a
voice communication demand with the
ground.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321

When the FWCs are no longer provided
with this data by the ACARS MU, or do
not receive it in normal conditions, the
ACARS MU appears on the faulty system
list (ECAM STATUS page) and the amber
ACARS FAULT warning appears on the
upper ECAM display unit.
The ACARS MU receives the FWC 1
present on this bus.
The ACARS MU is linked to the printer.
This enables printing of the data generated
by the ACARS MU from data transmitted
by the ground and by peripheral computers, and printing of the data entered by the
crew through the MCDUs.

The data is transmitted to the printer by
the ACARS MU according to a specific
protocol which is also used by the other
computers operating in conjunction with
the printer.
When VHF 3 is selected, one window of
the RMP displays ACARS; the frequency
is then controlled by the ACARS MU.
The other window displays a frequency
value. When this value is in the ACTIVE
window, VHF 3 is in voice mode and its
frequency is controlled by the RMP.
With the ACARS MU failed or selected
OFF, VHF 3 can only be used with the
AMU in normal audio communication. In
this case, dashed lines (instead of
ACARS) appear in the active window of
the RMP when the VHF 3 radio selection
switch is selected.
NOTE: The VHF 3 key has been

selected. If ACARS (shown in the
ACTIVE window) is replaced by 5
dashes, ACARS has failed or has been
selected off.
When the FWCs are no longer provided

with this data by the ACARS MU, or do
not receive it in normal conditions, the
ACARS MU appears on the faulty system
list (ECAM STATUS page) and the amber
ACARS FAULT warning appears on the
The ACARS MU receives the FWC 1
present on this bus.
The ACARS MU is linked to the printer.
This enables printing of the data generated
by the ACARS MU from data transmitted
by the ground and by peripheral computers, and printing of the data entered by the
crew through the MCDUs.
The data is transmitted to the printer by

the ACARS MU according to a specific
protocol which is also used by the other
computers operating in conjunction with
the printer.
When VHF 3 is selected, one window of
the RMP displays ACARS; the frequency
is then controlled by the ACARS MU.
The other window displays a frequency
value. When this value is in the ACTIVE
window, VHF 3 is in voice mode and its
frequency is controlled by the RMP.
With the ACARS MU failed or selected
OFF, VHF 3 can only be used with the
AMU in normal audio communication. In
this case, dashed lines (instead of
ACARS) appear in the active window of
the RMP when the VHF 3 radio selection
switch is selected.
NOTE: The VHF 3 key has been

selected. If ACARS (shown in the
ACTIVE window) is replaced by 5
dashes, ACARS has failed or has been
selected off.
ACARS Normal Operation
ACARS Normal Operation

JUN 97
A319/A320
COMMUNICATIONS
23-29
JUN 97
23-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

COCKPIT VOICE RECORDER
The Cockpit Voice Recorder (CVR)
records the last 30 minutes of crew conversations and communications on a magnetic tape
It records automatically in flight and on
the ground when at least one engine is
running and for 5 minutes after the last
engine is shut down.
The CVR can also operate in manual
mode on the ground. For manual control
on the ground, the CVR has to be energized by pressing the ground control
(GND CTL) push-button on the recorder
(RCDR) panel.
- the Cockpit Voice Recorder, located in
the aft section of the aircraft,
- the CVR microphone, used for recording
the direct conversation between crew
members in the flight deck and all aural
warnings, the CVR microphone is
located at the bottom of the overhead
panel.
- the recorder (RCDR) panel, providing
CVR controls for manual operation, test
and tape erasure, it is located on panel
21VU on the overhead panel,
- the CVR HEADSET jack mounted on
the flight deck maintenance panel
50VU.
In normal the mode of CVR operation, the
Cockpit Voice Recorder records, on 4
independent channels, the audio signals
from the Captain, First Officer and 3rd
occupant via the Audio Management Unit
(AMU). Channel 4 records the ambient
noise picked up by the area microphone
and fed via a pre-amplifier to the CVR.
23-30
COMMUNICATIONS
A319/A320

The recorder ERASE push-button must be
pressed in for a minimum of two seconds
to prevent inadvertent erasure. The erase
head erases the previously recorded information on all 4 channels simultaneously,
before a new recording is made.
The ERASE push-button enables complete erasure of the tape by activation of a
magnetic field. ERASE is only possible
with the aircraft on the ground, with the
right and left main landing gear shock
absorbers compressed and the parking
brake applied.
NOTE: If the engines are shut down,
the CVR must first be energized by
pressing the GND CTL push-button on
the RCDR panel.
The CVR TEST is initiated by pressing
the CVR TEST push-button on the RCDR
panel.
A 600 Hz test tone is applied sequentially
during 0.8 seconds to each of the 4 tracks.
Provided the aircraft is on ground, the signal should be heard through the headsets.
The signal should also be heard through
the loudspeakers if the right and left main
landing gear shock absorbers are compressed and the parking brake is applied.
A CVR HEADSET jack is also provided
on the flight deck maintenance panel
(50VU) for monitoring of the test.
NOTE: Prior to this test, the CVR must
be energized by pressing the GND CTL
push-button with the engines not running.
JUN 97

The Cockpit Voice Recorder (CVR)
records the last 30 minutes of crew conversations and communications on a magnetic tape
It records automatically in flight and on
the ground when at least one engine is
running and for 5 minutes after the last
engine is shut down.
The CVR can also operate in manual
mode on the ground. For manual control
on the ground, the CVR has to be energized by pressing the ground control
(GND CTL) push-button on the recorder
(RCDR) panel.
- the Cockpit Voice Recorder, located in
the aft section of the aircraft,
- the CVR microphone, used for recording
the direct conversation between crew
members in the flight deck and all aural
warnings, the CVR microphone is
located at the bottom of the overhead
panel.
- the recorder (RCDR) panel, providing
CVR controls for manual operation, test
and tape erasure, it is located on panel
21VU on the overhead panel,
- the CVR HEADSET jack mounted on
the flight deck maintenance panel
50VU.
In the normal mode of CVR operation, the
Cockpit Voice Recorder records, on 4
independent channels, the audio signals
from the Captain, First Officer and 3rd
occupant via the Audio Management Unit
(AMU). Channel 4 records the ambient
noise picked up by the area microphone
and fed via a pre-amplifier to the CVR.
23-30
The recorder ERASE push-button must be

pressed in for a minimum of two seconds
to prevent inadvertent erasure. The erase
head erases the previously recorded information on all 4 channels simultaneously,
before a new recording is made.
The ERASE push-button enables complete erasure of the tape by activation of a
magnetic field. ERASE is only possible
with the aircraft on the ground, with the
right and left main landing gear shock
absorbers compressed and the parking
brake applied.
NOTE: If the engines are shut down,
the CVR must first be energized by
pressing the GND CTL push-button on
the RCDR panel.
The CVR TEST is initiated by pressing
the CVR TEST push-button on the RCDR
panel.
A 600 Hz test tone is applied sequentially
during 0.8 seconds to each of the 4 tracks.
Provided the aircraft is on ground, the signal should be heard through the headsets.
The signal should also be heard through
the loudspeakers if the right and left main
landing gear shock absorbers are compressed and the parking brake is applied.
A CVR HEADSET jack is also provided
on the flight deck maintenance panel
(50VU) for monitoring of the test.
NOTE: Prior to this test, the CVR must
be energized by pressing the GND CTL
push-button with the engines not running.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
Cockpit Voice Recorder - Schematic
Cockpit Voice Recorder - Schematic

JUN 97
A319/A320
COMMUNICATIONS
23-31
JUN 97
23-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

CIDS
CIDS Philosophy
Changing market demands require flexibility in customized cabin layouts and
optional cabin systems.
With the Cabin Intercommunication Data
System (CIDS), the operator is able to
change the cabin layout without hardware
changes (i.e. cabin loudspeakers, wiring,
etc.). This can be done simply by entering,
on board, new cabin parameters in the
software.
CIDS is a microprocessor based system.
It monitors, tests, operates and provides
control and monitoring of the cabin functions. To manage various functions, CIDS
has a central unit, the CIDS director. It is
linked to the Forward Attendant Panel
(FAP) for control and monitoring of the
cabin functions. The director then communicates, through a bus system, with
Decoder Encoder Units (DEUs). The
DEUs send (and receive) information to
(and from) the cabin, passenger, and crew
systems. The director has interfaces to
other aircraft systems. Through a Programming and Test Panel (PTP), CIDS
can be programmed to customer demand.
The PTP is also used to test the entire
CIDS.
23-32
COMMUNICATIONS
A319/A320

CIDS passenger functions are:
- passenger call,
- passenger reading light switching.
CIDS crew functions are:
- cabin and flight crew interphone,
- service interphone,
- emergency evacuation signaling.
CIDS cabin system functions are:
- general cabin illumination control,
- boarding music,
- pre-recorded announcement,
- lavatory smoke warning,
- temperature regulated drain mast
system,
- emergency lighting.
CIDS monitoring and test functions are:
- system programming and test,
- work light test,
- escape slide bottle pressure monitoring,
- reading lights test,
- extended emergency lighting test.
CIDS aircraft system functions are:
- interface with aircraft systems, i.e. FWC,
LGCIU, PRAM, SFCC, etc.
CIDS flight deck control and indication
functions are:
- call panel,
- EVAC panel,
- NS/FSB panel,
- handset,
- service interphone override.
JUN 97
CIDS
CIDS Philosophy
Changing market demands require flexibility in customized cabin layouts and
optional cabin systems.
With the Cabin Intercommunication Data
System (CIDS), the operator is able to
change the cabin layout without hardware
changes (i.e. cabin loudspeakers, wiring,
etc.). This can be done simply by entering,
on board, new cabin parameters in the
software.
CIDS is a microprocessor based system.
It monitors, tests, operates and provides
control and monitoring of the cabin functions. To manage various functions, CIDS
has a central unit, the CIDS director. It is
linked to the Forward Attendant Panel
(FAP) for control and monitoring of the
cabin functions. The director then communicates, through a bus system, with
Decoder Encoder Units (DEUs). The
DEUs send (and receive) information to
(and from) the cabin, passenger, and crew
systems. The director has interfaces to
other aircraft systems. Through a Programming and Test Panel (PTP), CIDS
can be programmed to customer demand.
The PTP is also used to test the entire
CIDS.
23-32
CIDS passenger functions are:

- passenger call,
- passenger reading light switching.
CIDS crew functions are:
- cabin and flight crew interphone,
- service interphone,
- emergency evacuation signaling.
CIDS cabin system functions are:
- general cabin illumination control,
- boarding music,
- pre-recorded announcement,
- lavatory smoke warning,
- temperature regulated drain mast
system,
- emergency lighting.
CIDS monitoring and test functions are:
- system programming and test,
- work light test,
- escape slide bottle pressure monitoring,
- reading lights test,
- extended emergency lighting test.
CIDS aircraft system functions are:
- interface with aircraft systems, i.e. FWC,
LGCIU, PRAM, SFCC, etc.
CIDS flight deck control and indication
functions are:
- call panel,
- EVAC panel,
- NS/FSB panel,
- handset,
- service interphone override.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
PROGRAMMING
AND TEST
PANEL
AIRCRAFT
SYSTEMS
FUNCTIONS
DIRECTORS
FLIGHT DECK
CONTROLS AND
INDICATING
AIRCRAFT
SYSTEMS
FUNCTIONS
PROGRAMMING
AND TEST
PANEL
DIRECTORS
FLIGHT DECK
CONTROLS AND
INDICATING
CABIN
SYSTEMS
FUNCTIONS
FORWARD
ATTENDANT
PANEL
DEU B
DEU A
FORWARD
ATTENDANT
PANEL
DEU B
CABIN
SYSTEMS
FUNCTIONS
CREW
FUNCTIONS
DEU A
PASSENGER
FUNCTIONS
CREW
FUNCTIONS
PASSENGER
FUNCTIONS
A319/A320
COMMUNICATIONS
UCI2A020
UCI2A020
Cabin Intercommunication Data System

JUN 97
23-33
JUN 97
23-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

CIDS Directors
Two identical directors are installed in the
avionics compartment. A memory module, called the On Board Replaceable
Module (OBRM) is plugged into the front
of the director.
This solid state memory contains part of
the operational software of the director. A
simple exchange of the OBRM can provide system expansion or software
updates.
The director is a central control and interface component of the cabin intercommunication data system. The current cabin
layout and properties of layout related
equipment are stored in the directors.
The director provides the following functions:
- the handling of 6 data bus lines,
- the transmission of digitized audio
signals,
- the transmission of control data and
commands,
- the adaptation of received DEU data,
- the control of other CIDS functional
units,
- the forward attendant panel,
- the programming and test panel,
- the data transfer to the passenger
entertainment system,
- the service interphone system,
- the Aft Attendant Panel via DEU B,
- the interface to flight deck and avionics
compartment,
- the handling of cabin systems related
inputs and outputs,
- the control and interface of other system,
- the realization of programming
functions,
- the realization of test functions,
- the activation of emergency mode with
minimum power consumption.
23-34
COMMUNICATIONS
A319/A320

The directors are continuously energized
when the essential and service busbars are
energized.
In normal operation, the essential busbar
supplies:
- the active director,
- all the circuitry in DEU A which is
necessary for PA operation,
- all the circuitry in DEU B which is
necessary for PA and interphone.
In normal operation, the service busbar
supplies:
- the active and the second directors,
- the remaining non essential circuitry of
the DEUs,
- the Programming and Test Panel,
- the Forward Attendant Panel.
The service busbar also supplies the Area
call Panels (ACPs), the Attendant Indication Panels (AIPs) and the Aft Attendant
Panel (AAP), via DEU B.
If service bus power is unavailable, the
following items of equipment are inoperative:
- the second director,
- the non essential DEU circuits,
- the PTP and the FAP.
The Attendant Indication Panels and the
Area Call Panels are also inoperative
because they are supplied with service bus
power by the type B DEUs.
If a PA operation is done, the top line cutoff relay 106RH is no longer energized,
and then the essential busbar supplies the
circuitry in the type A DEU which is necessary for PA operation.
When the essential bus power is unavailable, circuitry in the directors and DEUs
switches the essential circuits to the service busbar. This ensures full CIDS capabilities except for emergency mode
operation.
JUN 97
CIDS Directors
Two identical directors are installed in the
avionics compartment. A memory module, called the On Board Replaceable
Module (OBRM) is plugged into the front
of the director.
This solid state memory contains part of
the operational software of the director. A
simple exchange of the OBRM can provide system expansion or software
updates.
The director is a central control and interface component of the cabin intercommunication data system. The current cabin
layout and properties of layout related
equipment are stored in the directors.
The director provides the following functions:
- the handling of 6 data bus lines,
- the transmission of digitized audio
signals,
- the transmission of control data and
commands,
- the adaptation of received DEU data,
- the control of other CIDS functional
units,
- the forward attendant panel,
- the programming and test panel,
- the data transfer to the passenger
entertainment system,
- the service interphone system,
- the Aft Attendant Panel via DEU B,
- the interface to flight deck and avionics
compartment,
- the handling of cabin systems related
inputs and outputs,
- the control and interface of other system,
- the realization of programming
functions,
- the realization of test functions,
- the activation of emergency mode with
minimum power consumption.
23-34
The directors are continuously energized

when the essential and service busbars are
energized.
In normal operation, the essential busbar
supplies:
- the active director,
- all the circuitry in DEU A which is
necessary for PA operation,
- all the circuitry in DEU B which is
necessary for PA and interphone.
In normal operation, the service busbar
supplies:
- the active and the second directors,
- the remaining non essential circuitry of
the DEUs,
- the Forward Attendant Panel.
The service busbar also supplies the Area
call Panels (ACPs), the Attendant Indication Panels (AIPs) and the Aft Attendant
Panel (AAP), via DEU B.
If service bus power is unavailable, the
following items of equipment are inoperative:
- the second director,
- the non essential DEU circuits,
- the PTP and the FAP.
The Attendant Indication Panels and the
Area Call Panels are also inoperative
because they are supplied with service bus
power by the type B DEUs.
If a PA operation is done, the top line cutoff relay 106RH is no longer energized,
and then the essential busbar supplies the
circuitry in the type A DEU which is necessary for PA operation.
When the essential bus power is unavailable, circuitry in the directors and DEUs
switches the essential circuits to the service busbar. This ensures full CIDS capabilities except for emergency mode
operation.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321

If the aircraft loses main power (the service bus and the essential bus), and the
emergency exit lights switch is set to
ARM or ON, all CIDS units, which are
supplied by the essential bus, are switched
automatically to the hot battery bus.
Upon CIDS energization or reset, all
director interfaces are disabled and the
directors are initialized (self-test). The
self-test is repeated periodically. It also
includes a test of the data bus lines.
The power connections are arranged such
a way that director 1 is normally fully
active and in control of CIDS. Director 2
is normally partially active, in a hotstandby mode.
A failure in the initialization (self test)
process in director 1 causes a deactivation
of the director 1 hardware and a switchover of control to director 2
At the same time, the power transfer relay
is de-energized. This prepares director 2 to
be supplied from the essential bus in
abnormal or emergency mode.
The second contact of the relay prepares
the control from director 2 to the top line
cut-off relay for the emergency mode.
The directors internal normal power sensing circuits are always checking if power
is available on the service bus. If the
power fails, as long as director 1 is OK,
the power transfer relay remains energized. Via the closed contact, director 1
sends a signal to energize the top line cutoff relay.
JUN 97
COMMUNICATIONS
A319/A320

With the top line cut-off relay energized
the emergency mode is activated. In
emergency mode, the power from the
essential busbar is disconnected from all
type A DEUs as long as no PA announcements are made.
Type B DEUs are directly supplied from
the essential bus but only for PA and interphone operations.
Activation of the PA system sets the director 1 internal NAND gate to 0, which deenergizes the top-line cut-off relay.
Power from the essential busbar supplies
the two essential circuits of type A DEUs.
All BITE results are stored in the director
bite dedicated memory.
Failure indications may be given by the
following:
- CIDS caution light,
- the ECAM warning page,
- the ECAM status page,
- the PTP display,
- the respective MCDU pages.
The following items of equipment have
their own BITE functions and send their
BITE status to the director:
- each DEU,
- the Forward Attendant Panel,
- the connected equipment such as PES.
The DEUs are able to test the connected
equipment.
23-35
If the aircraft loses main power (the service bus and the essential bus), and the
emergency exit lights switch is set to
ARM or ON, all CIDS units, which are
supplied by the essential bus, are switched
automatically to the hot battery bus.
Upon CIDS energization or reset, all
director interfaces are disabled and the
directors are initialized (self-test). The
self-test is repeated periodically. It also
includes a test of the data bus lines.
The power connections are arranged such
a way that director 1 is normally fully
active and in control of CIDS. Director 2
is normally partially active, in a hotstandby mode.
A failure in the initialization (self test)
process in director 1 causes a deactivation
of the director 1 hardware and a switchover of control to director 2
At the same time, the power transfer relay
is de-energized. This prepares director 2 to
be supplied from the essential bus in
abnormal or emergency mode.
The second contact of the relay prepares
the control from director 2 to the top line
cut-off relay for the emergency mode.
The directors internal normal power sensing circuits are always checking if power
is available on the service bus. If the
power fails, as long as director 1 is OK,
the power transfer relay remains energized. Via the closed contact, director 1
sends a signal to energize the top line cutoff relay.
JUN 97
With the top line cut-off relay energized

the emergency mode is activated. In
emergency mode, the power from the
essential busbar is disconnected from all
type A DEUs as long as no PA announcements are made.
Type B DEUs are directly supplied from
the essential bus but only for PA and interphone operations.
Activation of the PA system sets the director 1 internal NAND gate to 0, which deenergizes the top-line cut-off relay.
Power from the essential busbar supplies
the two essential circuits of type A DEUs.
All BITE results are stored in the director
bite dedicated memory.
Failure indications may be given by the
following:
- CIDS caution light,
- the ECAM warning page,
- the ECAM status page,
- the PTP display,
- the respective MCDU pages.
The following items of equipment have
their own BITE functions and send their
BITE status to the director:
- each DEU,
- the Forward Attendant Panel,
- the connected equipment such as PES.
The DEUs are able to test the connected
equipment.
23-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
CIDS Director Power Supply
CIDS Director Power Supply
23-36
A319/A320
COMMUNICATIONS
JUN 97
23-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321

CIDS Director Interfaces
CFDIU
Low speed Arinc 429 data buses are used
for BITE data transmission to the Centralized Fault Display Interface Unit.
SDAC
Four discrete signals are sent to the
SDACs for CIDS operation status information.
- NO SMOKING signs,
- FASTEN SEAT BELT signs,
- CIDS operation status,
- CIDS caution.
Audio Management Unit
Audio and discrete lines are used for transmission or reception of the Passenger
Address announcements or interphone
communications.
Discrete lines are used for activation or
deactivation of the Passenger Address,
interphone, attendant call and attendant
call reset functions.
Flight Deck Handset
A flight deck handset is connected to the
directors for Passenger Address announcements to the cabin.
Service Interphone Boomsets
Boomsets are connected to the directors
for service interphone communications.
CALLS Panel
Discrete lines are used for activation of
CALLS to the cabin attendants or to the
ground mechanic with dedicated visual
and aural indications.
Signs Panel
Discrete lines are used for manually or
automatically activating or deactivating
the info signs in the cabin.
Low Oil Pressure Relay (12KS1)
A discrete signal is used to automatically
increase or decrease the Passenger
Address level in the cabin when the
engines are started or stopped.
JUN 97
COMMUNICATIONS
A319/A320

Landing Gear Control
and Interface Unit
Two discrete lines are used for incrementation of the fault memory or activation or
deactivation of the service interphone and
NO SMOKING/FASTEN SEAT BELT
signs when the info switches are in the
auto position.
Slat Flap Control Computer
Discrete signals are used for automatically
activating or deactivating the NO SMOKING/FASTEN SEAT BELT info signs in
the cabin.
Flight Warning Computer
A discrete line is used for activation of
aural warnings in the flight deck, through
the Flight Warning Computer.
Service Interphone Override
Push-Button
A discrete line is used to activate or deactivate the service interphone system when
the aircraft is in flight or on the ground
with the landing gear not compressed and
the external power plug not connected.
Forward Attendant Panel
for transmission and reception of the controls, status and BITE system information.
Programming and Test Panel
for transmission and reception of data
regarding the cabin programming, system
test activation and system status.
CIDS Directors
for data exchange and synchronization
between the active and standby directors.
Flight Deck Door Switch
The flight deck door switch discrete signal
is used to automatically dim the lights and
decrease the PA level, at the entrance
door, when the engines are running and
the door is open.
23-37

CFDIU
for BITE data transmission to the Centralized Fault Display Interface Unit.
SDAC
Four discrete signals are sent to the
SDACs for CIDS operation status information.
- NO SMOKING signs,
- FASTEN SEAT BELT signs,
- CIDS operation status,
- CIDS caution.
Audio Management Unit
Audio and discrete lines are used for transmission or reception of the Passenger
Address announcements or interphone
communications.
deactivation of the Passenger Address,
interphone, attendant call and attendant
call reset functions.
Flight Deck Handset
A flight deck handset is connected to the
directors for Passenger Address announcements to the cabin.
Service Interphone Boomsets
Boomsets are connected to the directors
for service interphone communications.
CALLS Panel
Discrete lines are used for activation of
CALLS to the cabin attendants or to the
ground mechanic with dedicated visual
and aural indications.
Signs Panel
Discrete lines are used for manually or
automatically activating or deactivating
the info signs in the cabin.
Low Oil Pressure Relay (12KS1)
A discrete signal is used to automatically
increase or decrease the Passenger
Address level in the cabin when the
engines are started or stopped.
JUN 97
Landing Gear Control

and Interface Unit
Two discrete lines are used for incrementation of the fault memory or activation or
deactivation of the service interphone and
NO SMOKING/FASTEN SEAT BELT
signs when the info switches are in the
auto position.
Discrete signals are used for automatically
activating or deactivating the NO SMOKING/FASTEN SEAT BELT info signs in
the cabin.
Flight Warning Computer
A discrete line is used for activation of
aural warnings in the flight deck, through
the Flight Warning Computer.
Service Interphone Override
Push-Button
A discrete line is used to activate or deactivate the service interphone system when
the aircraft is in flight or on the ground
with the landing gear not compressed and
the external power plug not connected.
for transmission and reception of the controls, status and BITE system information.
for transmission and reception of data
regarding the cabin programming, system
test activation and system status.
CIDS Directors
for data exchange and synchronization
between the active and standby directors.
Flight Deck Door Switch
The flight deck door switch discrete signal
is used to automatically dim the lights and
decrease the PA level, at the entrance
door, when the engines are running and
the door is open.
23-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

EVAC Panel
Discrete lines are used to activate or deactivate aural and visual indications in the
flight deck and cabin after activation of
the EVAC system.
EVAC Horn
An analog signal activates the EVAC
aural signal.
Cabin Pressure Relay (19WR)
The cabin pressure relay discrete signal is
used to automatically increase the PA
level in the cabin in case of cabin decompression when the cabin altitude is above
14,000 feet.
Excessive Altitude Pressure Switches
Discrete lines are used to automatically
activate or deactivate the NO SMOKING,
FASTEN SEAT BELT, RETURN TO
SEAT and EXIT signs in the cabin, when
the cabin altitude is above 11,300 feet.
Smoke Detection Control Unit
for transmission of the smoke detection
warnings information to the FAP and of
the smoke detectors status to the PTP and
CFDIU through the directors.
Audio Reproducer
Audio lines are used for broadcasting the
boarding music in the cabin.
Discrete signals from the directors are
used to interrupt the program and to initiate the Audio Reproducer test, to select
the Boarding Music channel and to control
the volume of the music.
Video System Control Unit
Audio and discrete lines are used for
transmission of the video sound to the
dedicated zone, according to the keyline
control.
for status and bite system transmission.
23-38
COMMUNICATIONS
A319/A320

Passenger Entertainment and Passenger Service System
Audio and discrete lines are used for Passenger Address announcement distribution
according to the PA zone keyline.
for control, monitoring and BITE system
transmission.
The directors transmit a discrete signal to
the multiplexer of the Passenger Entertainment System in order to initiate the test of
the system.
DEU B
Two bi-directional middle data bus lines
are used for the transmission of the controls, audio data, BITE and status system
information of the attendant cabin systems.
DEU A
Four bi-directional top data bus lines are
used for the transmission of the controls,
audio data, BITE and status information of
the various Passenger cabin systems.
Top Line Cut Off relay (106RH)
The top line cut-off relay discrete signal is
used to activate or deactivate the top line
cut-off relays when the emergency mode
is activated, in order to cut the supply of
the type A DEUs and decrease the power
consumption.
NOTE: On A319 aircraft, the top lines
are only supplied when an audio signal
is present.
JUN 97
EVAC Panel
Discrete lines are used to activate or deactivate aural and visual indications in the
flight deck and cabin after activation of
the EVAC system.
EVAC Horn
An analog signal activates the EVAC
aural signal.
Cabin Pressure Relay (19WR)
The cabin pressure relay discrete signal is
used to automatically increase the PA
level in the cabin in case of cabin decompression when the cabin altitude is above
14,000 feet.
Excessive Altitude Pressure Switches
Discrete lines are used to automatically
activate or deactivate the NO SMOKING,
FASTEN SEAT BELT, RETURN TO
SEAT and EXIT signs in the cabin, when
the cabin altitude is above 11,300 feet.
Smoke Detection Control Unit
for transmission of the smoke detection
warnings information to the FAP and of
the smoke detectors status to the PTP and
CFDIU through the directors.
Audio Reproducer
Audio lines are used for broadcasting the
boarding music in the cabin.
Discrete signals from the directors are
used to interrupt the program and to initiate the Audio Reproducer test, to select
the Boarding Music channel and to control
the volume of the music.
Audio and discrete lines are used for
transmission of the video sound to the
dedicated zone, according to the keyline
control.
for status and bite system transmission.
23-38
Passenger Entertainment and Passenger Service System

Audio and discrete lines are used for Passenger Address announcement distribution
according to the PA zone keyline.
for control, monitoring and BITE system
transmission.
The directors transmit a discrete signal to
the multiplexer of the Passenger Entertainment System in order to initiate the test of
the system.
DEU B
Two bi-directional middle data bus lines
are used for the transmission of the controls, audio data, BITE and status system
information of the attendant cabin systems.
DEU A
Four bi-directional top data bus lines are
used for the transmission of the controls,
audio data, BITE and status information of
the various Passenger cabin systems.
Top Line Cut Off relay (106RH)
The top line cut-off relay discrete signal is
used to activate or deactivate the top line
cut-off relays when the emergency mode
is activated, in order to cut the supply of
the type A DEUs and decrease the power
consumption.
NOTE: On A319 aircraft, the top lines
are only supplied when an audio signal
is present.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321

Pin Programming
A discrete signal is used to determine the
active or standby director.
PES On/Off Relay (800MK)
A discrete signal is used to power the Passenger Entertainment System (main multiplexer and the Audio Reproducer).

Interface
deactivation of the indicator lights when a
function or system is activated or deactivated.
Exit Signs Relay (8WL)
Discrete line is used for activation or deactivation of the EXIT signs when the NO
SMOKING signal, from the signs panel,
or the SIGNS ON signals, from the excessive altitude pressure switches, are activated or deactivated.
Pin Programming
A discrete signal is used to determine the
active or standby director.
PES On/Off Relay (800MK)
A discrete signal is used to power the Passenger Entertainment System (main multiplexer and the Audio Reproducer).

JUN 97
A319/A320
COMMUNICATIONS
Interface
deactivation of the indicator lights when a
function or system is activated or deactivated.
Exit Signs Relay (8WL)
Discrete line is used for activation or deactivation of the EXIT signs when the NO
SMOKING signal, from the signs panel,
or the SIGNS ON signals, from the excessive altitude pressure switches, are activated or deactivated.

23-39
JUN 97
23-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

Type A Decoder Encoder Units (DEUs)
A319 aircraft have 24 (26 on A320) type
A Decoder Encoder Units (DEUs)
installed above the windows in the cabin
ceiling and close to the center ceiling for
the DEUs in the entrance area.
The type A DEUs are connected to the
directors via a top-line data bus (i.e. two
wire twisted and shielded cable).
A broken wire in one top-line bus will
only affect the type A DEUs behind the
break on this bus.
The type A DEUs of the other top-line
bus will work without disturbance.
The type A DEUs control the passenger
signs including NO SMOKING, FASTEN
SEAT BELT lights, RETURN TO SEAT
lights in the lavatories, and the amber passenger call lights in the PSUs.
Cabin lights are controlled by the type A
DEUs and include:
- entrance area lights,
- lavatory lights,
- attendant lights,
- reading lights,
- ceiling and window lights.
Type A DEUs control the loudspeakers
that are installed in the Passenger Service
Units (PSUs), in each lavatory and close
to the attendant station.
They are all identical and are used for Passenger Address announcements and call
chimes.
Type A DEUs control PASSENGER
CALL push-buttons that are fitted in the
PSU above each seat row and in the lavatories.
Type A DEUs control reading light
power units which are installed in the
PSUs.
One reading light power unit for three
reading lights is installed in each Passenger Service Unit (PSU).
23-40
COMMUNICATIONS
A319/A320

Each type A DEU interfaces with:
- three Passenger Service Units (PSUs)
- two loudspeakers
- four fluorescent strip lights which are
part of the cabin light system.
A bus termination resistor is located on the
last DEU A mount of each line for impedance matching.
A coding switch on each DEU mount
gives each DEU a unique address. This
method enables replacement of DEUs
without selecting their address.
NOTE: In the event of mount change it
is necessary to select the same code as
used before on the coding switch.
When CIDS is powered-up or reset the
director follows a power up routine. This
includes the initialization and testing of
each DEU and connected equipment.
The test results are transmitted to the
director which compares them with its
programmed data to decide on their status.
At least 95% of possible DEU failures are
automatically detected.
In the event of a data bus failure the DEU
maintains the current status of the discrete
cabin systems output for a certain time.
After this delay the outputs are switched to
a pre-defined fail safe state, that means the
4 fluorescent strip lights come on at full
brightness and all other items go off.
All audio input/outputs are immediately
switched off.
All DEUs operate in emergency mode
when the DC service bus is no longer
powered. The DEUs are then supplied
from the DC essential bus.
The type A DEU passenger address circuits and type B DEU interphone circuits
remain operational.
JUN 97
Type A Decoder Encoder Units (DEUs)

A319 aircraft have 24 (26 on A320) type
A Decoder Encoder Units (DEUs)
installed above the windows in the cabin
ceiling and close to the center ceiling for
the DEUs in the entrance area.
The type A DEUs are connected to the
directors via a top-line data bus (i.e. two
wire twisted and shielded cable).
A broken wire in one top-line bus will
only affect the type A DEUs behind the
break on this bus.
The type A DEUs of the other top-line
bus will work without disturbance.
The type A DEUs control the passenger
signs including NO SMOKING, FASTEN
SEAT BELT lights, RETURN TO SEAT
lights in the lavatories, and the amber passenger call lights in the PSUs.
Cabin lights are controlled by the type A
DEUs and include:
- entrance area lights,
- lavatory lights,
- attendant lights,
- reading lights,
- ceiling and window lights.
Type A DEUs control the loudspeakers
that are installed in the Passenger Service
Units (PSUs), in each lavatory and close
to the attendant station.
They are all identical and are used for Passenger Address announcements and call
chimes.
Type A DEUs control PASSENGER
CALL push-buttons that are fitted in the
PSU above each seat row and in the lavatories.
Type A DEUs control reading light
power units which are installed in the
PSUs.
One reading light power unit for three
reading lights is installed in each Passenger Service Unit (PSU).
23-40
Each type A DEU interfaces with:

- three Passenger Service Units (PSUs)
- two loudspeakers
- four fluorescent strip lights which are
part of the cabin light system.
last DEU A mount of each line for impedance matching.
A coding switch on each DEU mount
gives each DEU a unique address. This
method enables replacement of DEUs
without selecting their address.
When CIDS is powered-up or reset the
In the event of a data bus failure the DEU
maintains the current status of the discrete
cabin systems output for a certain time.
After this delay the outputs are switched to
a pre-defined fail safe state, that means the
4 fluorescent strip lights come on at full
brightness and all other items go off.
All audio input/outputs are immediately
switched off.
The type A DEU passenger address circuits and type B DEU interphone circuits
remain operational.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
NOTE: Type A DEUs are associated with passenger functions.
NOTE: Type A DEUs are associated with passenger functions.
Type A Decoder Encoder Unit
Type A Decoder Encoder Unit

JUN 97
23-41
JUN 97
23-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

Type B Decoder Encoder Units (DEUs)
Four type B DEUs (a maximum of 6 is
optional) are installed near the exit doors
in the center ceiling. One middle line data
bus on each side of the passenger cabin
connects the type B DEUs to the directors. There are two supplementary DEU B
mounts installed as a provision.
Each type B DEU interfaces with the following components and systems:
- Aft Attendant Panel,
- Emergency Power Supply Unit,
- slide pressure monitoring,
- Passenger Address/Interphone handset,
- Attendant Indication Panel,
- Area Call Panels,
- drain mast heating monitoring.
The directors receive signals from the bottle pressure sensors via type B DEUs.
If the pressure is low, the CIDS CAUTION light on the FAP comes on.
The directors receive signals from the 4
entry door bottle pressure sensors via type
B DEUs.
If the pressure is low, the CIDS CAUTION light on the FAP comes ON.
The crew interphone system enables communication between the flight deck crew
and cabin attendants and between each
attendant station.
NOTE: From each attendant station it
is possible to communicate with personnel at the service interphone connections. Both the service interphone and
cabin interphone systems reside in
CIDS.
The Emergency Power Supply Units
(EPSUs) are connected to type B DEUs
for the emergency lighting system test.
The directors receive signals from the
drain mast control unit via type B DEUs.
23-42
COMMUNICATIONS
A319/A320

If the drain mast heater or the control unit
fails the CIDS CAUTION light on the
FAP comes on.
One Attendant Indication Panel is
installed near each attendant seat for message purposes and is connected to a type B
DEU.
One basic and one optional ACP can be
connected to each DEU B.
last DEU B mount of each line for impedance matching.
A coding switch in the DEU mount gives
each DEU a unique address. This method
enables replacement of DEUs without
selecting their address.
When CIDS is powered up or reset, the
The type A DEU Passenger Address circuits and type B DEU interphone circuits
remain operational.
JUN 97
Type B Decoder Encoder Units (DEUs)

Four type B DEUs (a maximum of 6 is
optional) are installed near the exit doors
in the center ceiling. One middle line data
bus on each side of the passenger cabin
connects the type B DEUs to the directors. There are two supplementary DEU B
mounts installed as a provision.
Each type B DEU interfaces with the following components and systems:
- Aft Attendant Panel,
- Emergency Power Supply Unit,
- slide pressure monitoring,
- Passenger Address/Interphone handset,
- Attendant Indication Panel,
- Area Call Panels,
- drain mast heating monitoring.
The directors receive signals from the bottle pressure sensors via type B DEUs.
If the pressure is low, the CIDS CAUTION light on the FAP comes on.
The directors receive signals from the 4
entry door bottle pressure sensors via type
B DEUs.
If the pressure is low, the CIDS CAUTION light on the FAP comes ON.
The crew interphone system enables communication between the flight deck crew
and cabin attendants and between each
attendant station.
NOTE: From each attendant station it
is possible to communicate with personnel at the service interphone connections. Both the service interphone and
cabin interphone systems reside in
CIDS.
The Emergency Power Supply Units
(EPSUs) are connected to type B DEUs
for the emergency lighting system test.
The directors receive signals from the
drain mast control unit via type B DEUs.
23-42
If the drain mast heater or the control unit

fails the CIDS CAUTION light on the
FAP comes on.
One Attendant Indication Panel is
installed near each attendant seat for message purposes and is connected to a type B
DEU.
One basic and one optional ACP can be
connected to each DEU B.
last DEU B mount of each line for impedance matching.
A coding switch in the DEU mount gives
each DEU a unique address. This method
enables replacement of DEUs without
selecting their address.
When CIDS is powered up or reset, the
The type A DEU Passenger Address circuits and type B DEU interphone circuits
remain operational.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
NOTE: Type B DEUs are associated with aircraft and cabin attendant systems.
NOTE: Type B DEUs are associated with aircraft and cabin attendant systems.
Type B Decoder Encoder Unit
Type B Decoder Encoder Unit

JUN 97
23-43
JUN 97
23-43
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/A321
DEU Mounts
The mounts for type A and type B DEUs
are similar but due to index pins it is not
possible to install a type A DEU on a type
B DEU mount or vice versa.
The mounts for the type A DEUs have
the index pins on the outer side of the slot
and the type B DEUs on the inner side of
the slot.
On each DEU mount there are address

coding switches. In case of a mount
change the old code must be selected.
A Bus termination resistor is installed on
the last DEU mount of each line, for
impedance matching.
NOTE: A table giving the address code
is placed close to the mount.
DEU Mounts
The mounts for type A and type B DEUs
are similar but due to index pins it is not
possible to install a type A DEU on a type
B DEU mount or vice versa.
The mounts for the type A DEUs have
the index pins on the outer side of the slot
and the type B DEUs on the inner side of
the slot.
On each DEU mount there are address

coding switches. In case of a mount
change the old code must be selected.
A Bus termination resistor is installed on
the last DEU mount of each line, for
impedance matching.
NOTE: A table giving the address code
is placed close to the mount.
DEU Mounts
DEU Mounts
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COMMUNICATIONS
JUN 97
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Attendant Panels (FAP and AAP)
The Forward Attendant Panel (FAP) is
located at door 1L. With the FAP the various cabin systems can be controlled and
monitored. It is connected to the CIDS
directors and to a type B DEU (300RH1).
The FAP is composed of 3 parts:
- the light panel,
- the audio panel,
- the water and miscellaneous panel.
The cabin light panel comprises control
push-buttons for the various cabin lights.
There are controls for the entrance areas
and the different cabin sections.
The BRT, DIM1 and DIM2 push-buttons
respectively switch on the lights at 100%,
50% and 10% intensity.
In addition, a power switch provides the
power for the lavatory lights, attendant
work lights and the passenger reading
lights.
There are also controls for the window
lights and the ceiling lights.
All push-buttons, except for MAIN ON
and MAIN OFF, have integral lights for
visual indication of the activated functions.
The audio panel allows centralized control
of the passenger entertainment and boarding music. The panel has an ON/OFF
switch for the Passenger Entertainment
Systems. MUSIC ON/OFF turns the
boarding music on and off. SEL is the
channel select button which is preset to
channel 1 (boarding music). The -/+
switches decrease and increase the boarding music volume.
Located on the water and miscellaneous
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COMMUNICATIONS
A319/A320

panel is the lavatory smoke light. The
LAV SMOKE light is used to warn of lavatory smoke. A command from the Smoke
Detection Control Unit (SDCU) resets the
indication only when the smoke has gone.
When the RESET membrane (adjacent to
the LAV SMOKE light) switch is pressed,
in case of lavatory smoke warning, it
resets only the aural and visual indication
in the passenger compartment, without
affecting the LAV SMOKE indication on
the FAP.
Located on the Forward Attendant Panel
is the EVAC indicator light which is controlled by a discrete input from any EVAC
command switch (3). It flashes red when
an evacuation command has been given.
It will continue to flash red until the evacuation command is canceled at the initiating panel. The adjacent RESET switch
silences the evacuation alarm at this location only.
is the guarded evacuation command
(CMD) switch. Lifting the guard and
pressing the CMD switch activates the
evacuation alarm which sounds every half
second throughout the cabin. When activated, the switch flashes red, an EVACUATION ALERT message appears at the
Attendant Indication Panels, and pink
lights flash at the Area Call Panels in the
ceiling.
panel, the PNL LIGHT TEST membrane
switch is used to switch on all the FAP
lights (bulb check).
JUN 97
Attendant Panels (FAP and AAP)

The Forward Attendant Panel (FAP) is
located at door 1L. With the FAP the various cabin systems can be controlled and
monitored. It is connected to the CIDS
directors and to a type B DEU (300RH1).
The FAP is composed of 3 parts:
- the light panel,
- the audio panel,
- the water and miscellaneous panel.
The cabin light panel comprises control
push-buttons for the various cabin lights.
There are controls for the entrance areas
and the different cabin sections.
The BRT, DIM1 and DIM2 push-buttons
respectively switch on the lights at 100%,
50% and 10% intensity.
In addition, a power switch provides the
power for the lavatory lights, attendant
work lights and the passenger reading
lights.
There are also controls for the window
lights and the ceiling lights.
All push-buttons, except for MAIN ON
and MAIN OFF, have integral lights for
visual indication of the activated functions.
The audio panel allows centralized control
of the passenger entertainment and boarding music. The panel has an ON/OFF
switch for the Passenger Entertainment
Systems. MUSIC ON/OFF turns the
boarding music on and off. SEL is the
channel select button which is preset to
channel 1 (boarding music). The -/+
switches decrease and increase the boarding music volume.
23-46

panel is the lavatory smoke light. The
LAV SMOKE light is used to warn of lavatory smoke. A command from the Smoke
Detection Control Unit (SDCU) resets the
indication only when the smoke has gone.
When the RESET membrane (adjacent to
the LAV SMOKE light) switch is pressed,
in case of lavatory smoke warning, it
resets only the aural and visual indication
in the passenger compartment, without
affecting the LAV SMOKE indication on
the FAP.
is the EVAC indicator light which is controlled by a discrete input from any EVAC
command switch (3). It flashes red when
an evacuation command has been given.
It will continue to flash red until the evacuation command is canceled at the initiating panel. The adjacent RESET switch
is the guarded evacuation command
(CMD) switch. Lifting the guard and
pressing the CMD switch activates the
evacuation alarm which sounds every half
second throughout the cabin. When activated, the switch flashes red, an EVACUATION ALERT message appears at the
Attendant Indication Panels, and pink
lights flash at the Area Call Panels in the
ceiling.
panel, the PNL LIGHT TEST membrane
switch is used to switch on all the FAP
lights (bulb check).
JUN 97
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panel, the integral light indicates CIDS
cautions. The CIDS CAUT light is resettable in flight, but comes on again on the
ground when the landing gear is down and
locked.
The light cannot be reset on the ground.

When a CIDS CAUT occurs, the respective failure message can be displayed on
the Programming and Test Panel (PTP).

panel, the integral light indicates CIDS
cautions. The CIDS CAUT light is resettable in flight, but comes on again on the
ground when the landing gear is down and
locked.
CABIN LIGHTING
CABIN LIGHTING
MAIN
OFF
FC
YC
BRT
BRT
BRT
WDO
LAV
DIM 1
DIM 1
DIM 1
CLG
ATTN
DIM 2
DIM 2
DIM 2
POWER
ENTRY
POWER
ENTRY
MAIN
ON
The light cannot be reset on the ground.

When a CIDS CAUT occurs, the respective failure message can be displayed on
the Programming and Test Panel (PTP).
MAIN
ON
MAIN
OFF
READ
FC
YC
BRT
BRT
BRT
WDO
LAV
DIM 1
DIM 1
DIM 1
CLG
ATTN
DIM 2
DIM 2
DIM 2
READ
MUSIC
PES
MUSIC
PES
ON
OFF
ON
OFF
ON
OFF
ON
OFF
SEL
VOLUME
VOLUME
+
WATER & WASTE
WATER & WASTE

IND
ON
WATER QTY
0
25
50
75
0
SYSTEM LAV A LAV D LAV F
INOP
INOP
INOP
INOP
SMOKE
LAV
EVAC
RESET
EVAC
50
75
100
SYSTEM LAV A LAV D LAV F
INOP
INOP
INOP
INOP
SMOKE
CIDS
PNL
LIGHT CAUT
TEST
CMD
25
WASTE QTY
LAV
EVAC
RESET
EVAC
CMD
CIDS
PNL
LIGHT CAUT
TEST

JUN 97
IND
ON
WATER QTY
100
WASTE QTY
SEL
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COMMUNICATIONS
/A321

An Aft Attendant Panel is located next to
door 2L It contains the emergency light
push-button (EMER LIGHT), a red
guarded push-button, with an integral
light, used to switch the emergency lighting system on and off.
Located on the Aft Attendant Panel is the
EVAC indicator light which is controlled
by a discrete input from any EVAV command switch (3). It flashes red when an
evacuation command has been given. It
will continue to flash red until the evacuation command is canceled at the initiating
panel.
The adjacent RESET switch
A319/A320
COMMUNICATIONS

guarded evacuation command (CMD)
switch. Lifting the guard and pressing the
CMD switch activates the evacuation
alarm which sounds every half second
throughout the cabin. When activated, the
switch flashes red, an EVACUATION
ALERT message appears at the Attendant
Indication Panels, and pink lights flash at
the Area Call Panels in the ceiling.
An Aft Attendant Panel is located next to

door 2L It contains the emergency light
push-button (EMER LIGHT), a red
guarded push-button, with an integral
light, used to switch the emergency lighting system on and off.
EVAC indicator light which is controlled
by a discrete input from any EVAV command switch (3). It flashes red when an
evacuation command has been given. It
will continue to flash red until the evacuation command is canceled at the initiating
panel.
The adjacent RESET switch

guarded evacuation command (CMD)
switch. Lifting the guard and pressing the
CMD switch activates the evacuation
alarm which sounds every half second
throughout the cabin. When activated, the
switch flashes red, an EVACUATION
ALERT message appears at the Attendant
Indication Panels, and pink lights flash at
the Area Call Panels in the ceiling.
RESET
RESET
LIGHT
LIGHT
EVAC
EVAC
EMER
EMER
CMD
CMD
Aft Attendant Panel
Aft Attendant Panel
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Programming and Test Panel (PTP)
The Programming and Test Panel (PTP) is
located at the forward attendant station
behind a hinged access door.
For correct CIDS operation, the Cabin
Assignment Module (CAM) must be
plugged in.
The functions of the Programming and
Test Panel are as follow:
- to monitor the failure status of CIDS and
certain connected systems,
- to activate CIDS component tests and
readout of the results,
- to examine in detail the fault data held in
the director BITE memory,
- to program CIDS properties and cabin
layout information into CIDS directors,
which are downloaded automatically
from the CAM,
- to onboard reprogram, the CAM data,
the activation of the provisioned CIDS
extra functions, the cabin layout, the
cabin zoning.

The PTP has an alphanumeric display with
4 rows of 20 characters. The display is
used to present messages, test results and
selection menus.
There are keys at each end of the display
rows. There are labeled on the display
with < and > symbols.
There is no power supply switch. The
Programming and Test Panel is automatically supplied if the DC service bus is supplied. The DISPL ON membrane switch is
used to switch on the display. The display
is automatically switched off if the panel
is not used for 10 minutes.
A keypad is provided for entry of numerical data.
The Programming and Test Panel contains
two membrane switches and two annunciator lights for testing the emergency light
system.
Programming and Test Panel (PTP)

The Programming and Test Panel (PTP) is
located at the forward attendant station
behind a hinged access door.
For correct CIDS operation, the Cabin
Assignment Module (CAM) must be
plugged in.
The functions of the Programming and
Test Panel are as follow:
- to monitor the failure status of CIDS and
certain connected systems,
- to activate CIDS component tests and
readout of the results,
- to examine in detail the fault data held in
the director BITE memory,
- to program CIDS properties and cabin
layout information into CIDS directors,
which are downloaded automatically
from the CAM,
- to onboard reprogram, the CAM data,
the activation of the provisioned CIDS
extra functions, the cabin layout, the
cabin zoning.
The PTP has an alphanumeric display with

4 rows of 20 characters. The display is
used to present messages, test results and
selection menus.
There are keys at each end of the display
rows. There are labeled on the display
with < and > symbols.
There is no power supply switch. The
Programming and Test Panel is automatically supplied if the DC service bus is supplied. The DISPL ON membrane switch is
used to switch on the display. The display
is automatically switched off if the panel
is not used for 10 minutes.
A keypad is provided for entry of numerical data.
The Programming and Test Panel contains
two membrane switches and two annunciator lights for testing the emergency light
system.
Programing and Test Panel
Programing and Test Panel

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COMMUNICATIONS
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After pressing the DSPL ON push-button,
the first page gives access to 3 main parts :
- SYSTEM STATUS (to get information
on CIDS and on all connected cabin
systems),
- SYSTEM TEST (to test CIDS as well as
all connected cabin systems),
- PROGRAMMING (to change the
zoning).
Most displays show <RET (return) at the
lower left line key. Some displays show
CONT> (continue) at the lower right line
key. These two keys can be used to page
through the PTP screens.
The emergency light system can be tested
using the PTP. In the lower left corner are
the BAT and SYS test push-buttons.
Results will be TEST OK of fault information displayed on the PTP screen.

NOTE: The TEST EMERG LIGHT/
SYS switch initiates a basic test of the
emergency lighting system. This test is
commonly done by line maintenance
personnel. The BAT switch initiates a
much more thorough and longer test of
the system and is done at scheduled
intervals (aircraft checks) only.
Class 3 Faults (in CIDS) can be checked
by selecting <SYSTEM STATUS, then
CONT> (twice), then <MAINTENANCE,
then CONT>, then <CLASS 3 FAULTS.
Approximately 18 CIDS systems are monitored. An example of a failure message
would be, FSB LAMP 02L, 05R, meaning
that Fasten Seat Belt light bulbs are
burned out in the PSUs at row 2 on the
left side and row 5 on the right side.
After correcting the fault, the message is
not cleared until the system is tested,
either by a CIDS power up (CIDS systems
are automatically tested) or by testing the
particular system on the CIDS PTP.
After pressing the DSPL ON push-button,

the first page gives access to 3 main parts :
- SYSTEM STATUS (to get information
on CIDS and on all connected cabin
systems),
- SYSTEM TEST (to test CIDS as well as
all connected cabin systems),
- PROGRAMMING (to change the
zoning).
Most displays show <RET (return) at the
lower left line key. Some displays show
CONT> (continue) at the lower right line
key. These two keys can be used to page
through the PTP screens.
The emergency light system can be tested
using the PTP. In the lower left corner are
the BAT and SYS test push-buttons.
Results will be TEST OK of fault information displayed on the PTP screen.
PTP Utilization - DSPL ON
23-50
A319/A320
COMMUNICATIONS
NOTE: The TEST EMERG LIGHT/

SYS switch initiates a basic test of the
emergency lighting system. This test is
commonly done by line maintenance
personnel. The BAT switch initiates a
much more thorough and longer test of
the system and is done at scheduled
intervals (aircraft checks) only.
Class 3 Faults (in CIDS) can be checked
by selecting <SYSTEM STATUS, then
CONT> (twice), then <MAINTENANCE,
then CONT>, then <CLASS 3 FAULTS.
Approximately 18 CIDS systems are monitored. An example of a failure message
would be, FSB LAMP 02L, 05R, meaning
that Fasten Seat Belt light bulbs are
burned out in the PSUs at row 2 on the
left side and row 5 on the right side.
After correcting the fault, the message is
not cleared until the system is tested,
either by a CIDS power up (CIDS systems
are automatically tested) or by testing the
particular system on the CIDS PTP.
PTP Utilization - DSPL ON
JUN 97
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FAP/AAP/PTP Interfaces
The FAP is connected to the directors
through two ARINC 429 low speed data
buses.
Through these buses, the FAP transmits
data for controlling and monitoring of the
cabin systems and receives data from the
active director for signaling.
The FAP also transmits, through these
lines, its BITE information:
- a discrete signal is transmitted to the
Emergency Power Supply Units
(EPSUs) for activation of the
emergency lighting,
- discrete signals connect the FAP and
type B DEU for EVAC activation, reset
and indication,

- an analog signal connects the FAP and
the Water QTY TMTR for potable water
quantity indication,
- an analog signal connects the FAP with
the Vacuum System Controller for waste
- discrete signal, out of the FAP, for
lavatory lighting, passenger reading
lights and cabin attendant work lights,
- a discrete signal for activation of the
lavatory water heater,
- a discrete signal for switching on the
heating on the waste service panel,
- a discrete signal for the water/waste
pressurized water system in order to
depressurize the potable water system in
cold weather conditions.
FAP/AAP/PTP Interfaces
The FAP is connected to the directors
through two ARINC 429 low speed data
buses.
Through these buses, the FAP transmits
data for controlling and monitoring of the
cabin systems and receives data from the
active director for signaling.
The FAP also transmits, through these
lines, its BITE information:
- a discrete signal is transmitted to the
(EPSUs) for activation of the
emergency lighting,
- discrete signals connect the FAP and
type B DEU for EVAC activation, reset
and indication,
- an analog signal connects the FAP and

the Water QTY TMTR for potable water
- an analog signal connects the FAP with
the Vacuum System Controller for waste
- discrete signal, out of the FAP, for
lavatory lighting, passenger reading
lights and cabin attendant work lights,
- a discrete signal for activation of the
lavatory water heater,
- a discrete signal for switching on the
heating on the waste service panel,
- a discrete signal for the water/waste
pressurized water system in order to
depressurize the potable water system in
cold weather conditions.
Forward Attendant Panel Connections
Forward Attendant Panel Connections

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COMMUNICATIONS
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The Aft Attendant Panel (AAP) is connected to the relevant type B DEU, for
controlling of the cabin systems, through
RS232 lines.
The AAP receives 28 VDC power supply
from the relevant type B DEU .
Discrete signals connect the AAP to the
relevant type B DEU for activation of the
EVAC system signaling, reset and indication.
A discrete signal controls the relevant lavatory water heater.
A discrete signal, out of the AAP, for call
indication reset.
The Aft Attendant Panel (AAP) is connected to the relevant type B DEU, for
controlling of the cabin systems, through
RS232 lines.
The AAP receives 28 VDC power supply
from the relevant type B DEU .
Discrete signals connect the AAP to the
relevant type B DEU for activation of the
EVAC system signaling, reset and indication.
A discrete signal controls the relevant lavatory water heater.
A discrete signal, out of the AAP, for call
indication reset.
Aft Attendant Panel Connections
Aft Attendant Panel Connections
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The PTP is connected to the directors
through ARINC 429 low speed buses.
A discrete, out of the PTP, initiates the
system or battery test of the Emergency
Power Supply Units (EPSUs).

The PTP receives a discrete signal which
indicates the result of the battery (BAT) or
system (SYS) test.
The PTP is connected to the directors

through ARINC 429 low speed buses.
A discrete, out of the PTP, initiates the
system or battery test of the Emergency
Power Supply Units (EPSUs).
The PTP receives a discrete signal which

indicates the result of the battery (BAT) or
system (SYS) test.
PTP Connections
PTP Connections
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A319/A320
COMMUNICATIONS
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Attendant Indication Panels (AIPs)
The AIP is a display panel which indicates
system information processed by the
(CIDS).
The AIP is installed near all attendant stations which are equipped with a handset
for passenger address and interphone purposes.
The AIP provides the following functions:
- display of handset-related information,
- interphone system messages,
- PA system messages,
- passenger lighted signs activation
information,
- passenger call indication,
- miscellaneous information.
The AIP is equipped with an alphanumeric display in two rows, each with 16
characters.
Additionally, pink and green indicator
lights are available and used as attention
getters.
The upper row of the display area is used
for the indication of information concerning the cabin and flight crew interphone
system.

The upper row is divided into 3 sections, 2
sections with 4 characters and one with 8
characters.
The outer left section is provided for display of the handset status information. The
middle section is left blank and will not be
used.
The outer right section will display information about the desired interphone station or system function.
For special high priority calls, the full
width of the top line of the display will be
used.
The lower row of the display indicates
system information which is derived from
CIDS.
The circuitry of the AIP includes BITE
circuitry. No internal BITE memory is
provided, but a BITE output indicates the
operational status of the AIP.
The presence of a 1 Hz wave form indicates AIP OK to the connected DEU B.
The BITE capabilities include power-up
tests and automatic periodic tests.
Attendant Indication Panels (AIPs)

The AIP is a display panel which indicates
system information processed by the
(CIDS).
The AIP is installed near all attendant stations which are equipped with a handset
for passenger address and interphone purposes.
The AIP provides the following functions:
- display of handset-related information,
- interphone system messages,
- PA system messages,
- passenger lighted signs activation
information,
- passenger call indication,
- miscellaneous information.
The AIP is equipped with an alphanumeric display in two rows, each with 16
characters.
Additionally, pink and green indicator
lights are available and used as attention
getters.
The upper row of the display area is used
for the indication of information concerning the cabin and flight crew interphone
system.
Attendant Indication Panel
23-54
A319/A320
COMMUNICATIONS
The upper row is divided into 3 sections, 2

sections with 4 characters and one with 8
characters.
The outer left section is provided for display of the handset status information. The
middle section is left blank and will not be
used.
The outer right section will display information about the desired interphone station or system function.
For special high priority calls, the full
width of the top line of the display will be
used.
The lower row of the display indicates
system information which is derived from
CIDS.
The circuitry of the AIP includes BITE
circuitry. No internal BITE memory is
provided, but a BITE output indicates the
operational status of the AIP.
The presence of a 1 Hz wave form indicates AIP OK to the connected DEU B.
The BITE capabilities include power-up
tests and automatic periodic tests.
Attendant Indication Panel
JUN 97
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Area Call Panels
Area Call Panels (ACPs) are installed at
each end of the passenger compartment to
the right and left of the centerline in the
ceiling.
The ACP has four separately controlled
fields, each contains two parallel connected lamps. The lights can be seen from
the front or rear of the ACP. The following are the standard colors for the lamps:
- color 1 - amber,
- color 2 - pink (optionally green),
- color 4 - blue.

The fields are activated either continuously or are flashed.
They are used as a far-call facility to warn
cabin attendants of passenger calls, interphone calls, and lavatory calls.
Five discrete connections link each ACP
to a nearby DEU B. One is for each field
and one for a common connection to the
lamps. The DEU B switches the lamps.
Any field or combination of fields can be
flashed.
Area Call Panels

Area Call Panels (ACPs) are installed at
each end of the passenger compartment to
the right and left of the centerline in the
ceiling.
The ACP has four separately controlled
fields, each contains two parallel connected lamps. The lights can be seen from
the front or rear of the ACP. The following are the standard colors for the lamps:
- color 1 - amber,
- color 4 - blue.
The fields are activated either continuously or are flashed.

They are used as a far-call facility to warn
cabin attendants of passenger calls, interphone calls, and lavatory calls.
Five discrete connections link each ACP
to a nearby DEU B. One is for each field
and one for a common connection to the
lamps. The DEU B switches the lamps.
Any field or combination of fields can be
flashed.
Area Call Panels
Area Call Panels

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A319/A320
COMMUNICATIONS
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Passenger Address (PA) System
CIDS directors accept audio signals from
the various PA sources in the aircraft. The
active director assigns priorities to each
source. It transmits the signal in digital
form via the 4 top-line data buses to the
type A DEUs and, optionally via the Passenger Entertainment System Controller
(PESC), to each Passenger Control Unit
(PCU).
The type A DEUs send the signal to the
cabin loudspeakers for broadcasting. The
announcements can also be heard, at each
passenger seat, with a headset.
A PA announcement can be manually initiated from the flight deck and from the
cabin. The announcement from the flight
deck can be initiated with; the flight deck
handset, handmike, boomset mike, or oxygen-mask mike in conjunction with the
Audio Control Panels (ACPs).
The announcement from the cabin can be
initiated with the attendant handsets.
23-56
COMMUNICATIONS
A319/A320

The following are the basic levels of priority:
- 1st priority; flight compartment,
- 2nd priority; cabin attendant stations
- 3rd priority; prerecorded announcements
(safety related and not currently an
option on UAL aircraft),
- 4th priority; boarding music and/or
entertainment system.
The levels of priority and the defined
options are programmed in the CABIN
Assignment Module (CAM).
The volume of PA announcements can be
automatically adjusted if several conditions are met.
It is the active director which establishes
the level according to the software, sending the level setting to each individual
type A DEU. Then the type A DEUs perform the required amplification.
When an engine is running, the PA volume is increased automatically by +6db.
The PA volume is also increased by +4db
in the event of cabin depressurization.
JUN 97
Passenger Address (PA) System

CIDS directors accept audio signals from
the various PA sources in the aircraft. The
active director assigns priorities to each
source. It transmits the signal in digital
form via the 4 top-line data buses to the
type A DEUs and, optionally via the Passenger Entertainment System Controller
(PESC), to each Passenger Control Unit
(PCU).
The type A DEUs send the signal to the
cabin loudspeakers for broadcasting. The
announcements can also be heard, at each
passenger seat, with a headset.
A PA announcement can be manually initiated from the flight deck and from the
cabin. The announcement from the flight
deck can be initiated with; the flight deck
handset, handmike, boomset mike, or oxygen-mask mike in conjunction with the
Audio Control Panels (ACPs).
The announcement from the cabin can be
initiated with the attendant handsets.
23-56
The following are the basic levels of priority:

- 1st priority; flight compartment,
- 2nd priority; cabin attendant stations
- 3rd priority; prerecorded announcements
(safety related and not currently an
option on UAL aircraft),
- 4th priority; boarding music and/or
entertainment system.
The levels of priority and the defined
options are programmed in the CABIN
Assignment Module (CAM).
The volume of PA announcements can be
automatically adjusted if several conditions are met.
It is the active director which establishes
the level according to the software, sending the level setting to each individual
type A DEU. Then the type A DEUs perform the required amplification.
When an engine is running, the PA volume is increased automatically by +6db.
The PA volume is also increased by +4db
in the event of cabin depressurization.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
Passenger Address System
Passenger Address System

JUN 97
A319/A320
COMMUNICATIONS
23-57
JUN 97
23-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

Evacuation Signaling
The EVAC Signaling System is used to
provide aural and visual signals in the
cabin and in the flight deck for evacuation, following a request from the flight
crew or attendants should an emergency
condition happen.
The system can be controlled either from
the flight deck or from the cabin.
In the flight deck, a control panel and a
horn for aural indications are installed.
The control panel contains:
- A COMMAND guarded push-button to
start the signaling or for a complete reset
with two labels. EVAC; which flashes
red when the system is activated. ON;
which comes on white when the pushbutton is pressed in.
- A HORN SHUT OFF push-button to
silence the horn in the flight deck.
- A two position switch CAPT & PURS;
allows the system to be triggered either
from the flight deck or the cabin. With
CAPT selected, the system can only be
triggered from the flight deck.

In the cabin, the system can be controlled
from the FAP or AAP.
The following keys are used for this purpose:
- RESET cancels the evacuation tone in
the corresponding door area attendant
loudspeakers,
- EVAC flashes when an evacuation alert
is activated,
- CMD activates the evacuation signaling,
flashes, sounds a horn in the flight deck,
and sounds the evacuation tone in the
cabin. Pushing the CMD key a second
time terminates the evacuation alert.
NOTE: The evacuation alert can only
be terminated by pushing the initiating
key a second time.
The EVAC Signaling System is used to
provide aural and visual signals in the
cabin and in the flight deck for evacuation, following a request from the flight
crew or attendants should an emergency
condition happen.
The system can be controlled either from
the flight deck or from the cabin.
In the flight deck, a control panel and a
horn for aural indications are installed.
The control panel contains:
- A COMMAND guarded push-button to
start the signaling or for a complete reset
with two labels. EVAC; which flashes
red when the system is activated. ON;
which comes on white when the pushbutton is pressed in.
- A HORN SHUT OFF push-button to
silence the horn in the flight deck.
- A two position switch CAPT & PURS;
allows the system to be triggered either
from the flight deck or the cabin. With
CAPT selected, the system can only be
triggered from the flight deck.
23-58
A319/A320
COMMUNICATIONS
In the cabin, the system can be controlled

from the FAP or AAP.
The following keys are used for this purpose:
- RESET cancels the evacuation tone in
the corresponding door area attendant
loudspeakers,
- EVAC flashes when an evacuation alert
is activated,
- CMD activates the evacuation signaling,
flashes, sounds a horn in the flight deck,
and sounds the evacuation tone in the
cabin. Pushing the CMD key a second
time terminates the evacuation alert.
NOTE: The evacuation alert can only
be terminated by pushing the initiating
key a second time.
JUN 97
23-58
JUN 97
UNITED AIRLINES
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COMMUNICATIONS
A319/A320 /A321

Passenger Lighted Signs
The NO SMOKING and EXIT sign illumination function is achieved by a three
position switch (ON/AUTO/OFF) in the
flight compartment.
For the manual mode for the NO SMOKING and EXIT signs, the three position
switch installed in the flight compartment
is set in the ON position for activation.
In addition, an aural indication of one low
chime is broadcast via all passenger and
all attendant loudspeakers when the signs
are switched ON or OFF.
For the automatic mode, the three position
is set in the AUTO position. When the
landing gear is down and locked the NO
SMOKING and EXIT signs are switched
ON. The visual and aural indications are
the same as in the manual mode.

The FASTEN SEAT BELT and RETURN
TO SEAT sign illumination function is
achieved by a two position switch (ON/
OFF) in the flight compartment. The FASTEN SEAT BELT signs are in the passenger compartment and the RETURN TO
SEAT signs are in the lavatories.
An aural indication of one low chime is
broadcast via all cabin and all attendant
loudspeakers when the FASTEN SEAT
BELT and RETURN TO SEAT signs are
switched ON or OFF. There is no automatic mode.
In case of excessive altitude the FASTEN
SEAT BELT, RETURN TO SEAT, NO
SMOKING and the EXIT signs switch
ON automatically.

The NO SMOKING and EXIT sign illumination function is achieved by a three
position switch (ON/AUTO/OFF) in the
flight compartment.
For the manual mode for the NO SMOKING and EXIT signs, the three position
is set in the ON position for activation.
In addition, an aural indication of one low
chime is broadcast via all passenger and
all attendant loudspeakers when the signs
are switched ON or OFF.
For the automatic mode, the three position
is set in the AUTO position. When the
landing gear is down and locked the NO
SMOKING and EXIT signs are switched
ON. The visual and aural indications are
the same as in the manual mode.

JUN 97
A319/A320
COMMUNICATIONS
The FASTEN SEAT BELT and RETURN

TO SEAT sign illumination function is
achieved by a two position switch (ON/
OFF) in the flight compartment. The FASTEN SEAT BELT signs are in the passenger compartment and the RETURN TO
SEAT signs are in the lavatories.
An aural indication of one low chime is
broadcast via all cabin and all attendant
loudspeakers when the FASTEN SEAT
BELT and RETURN TO SEAT signs are
switched ON or OFF. There is no automatic mode.
In case of excessive altitude the FASTEN
SEAT BELT, RETURN TO SEAT, NO
SMOKING and the EXIT signs switch
ON automatically.

23-59
JUN 97
23-59
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COMMUNICATIONS
/A321

PASSENGER ENTERTAINMENT
Boarding Music
Boarding music for the passengers can be
played through the aircraft passenger
address system. One channel of the multiplex passenger entertainment system
(Main Multiplexer) is dedicated to boarding music. Additional information on the
Main Multiplexer follows in the Passenger Entertainment Music System section of this chapter.

Control of the boarding music is accomplished at the Forward Attendant Panel.
The PES (Passenger Entertainment System) switch is selected to ON, and MUSIC
is selected to ON. Volume is controlled
by the - and + push-buttons. The SEL
push-button does not allow selection of
another channel but stays on channel 1,
the boarding music channel music. UAL
aircraft do not have the Airbus prerecorded announcement option so no channels other than 1 are available.
PASSENGER ENTERTAINMENT
Boarding Music
Boarding music for the passengers can be
played through the aircraft passenger
address system. One channel of the multiplex passenger entertainment system
(Main Multiplexer) is dedicated to boarding music. Additional information on the
Main Multiplexer follows in the Passenger Entertainment Music System section of this chapter.
Control of the boarding music is accomplished at the Forward Attendant Panel.

The PES (Passenger Entertainment System) switch is selected to ON, and MUSIC
is selected to ON. Volume is controlled
by the - and + push-buttons. The SEL
push-button does not allow selection of
another channel but stays on channel 1,
the boarding music channel music. UAL
aircraft do not have the Airbus prerecorded announcement option so no channels other than 1 are available.
Boarding Music Controls
Boarding Music Controls
23-60
A319/A320
COMMUNICATIONS
JUN 97
23-60
JUN 97
UNITED AIRLINES
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A318/
COMMUNICATIONS
A319/A320 /A321

Passenger Entertainment Music System
The multiplex passenger entertainment
music system (Main Multiplexer) plays
prerecorded audio entertainment programs
for the passengers. Each passenger can
select entertainment programs which are
heard over a headset.
The First Officer (F/O) can allow the passengers to listen to procedures with Air
Traffic Control (ATC) services on one
music channel.
One music channel of the PES (music) can
be used to supply boarding music.
The BITE system is assembled into the
Main Multiplexer. The Cabin Intercommunication Data System (CIDS) commands the Main Multiplexer to go into the
BITE mode. All input audio channels at
the Main Multiplexer (MM) 8MK are
electronically isolated from active processing. A 400 Hz test tone is put on each
of the channels. At the Seat Electronic
Box (SEB) 100MK and the Passenger
Control Unit (PCU) 200MK, all channels
are examined for correct operation. Any
failure data is transmitted back to the MM,
CIDS and the Central Fault Display System (CFDS)
When the PES power is switched on, the
BITE automatically starts. Maintenance
personel operate this test on command
from the Programming and Test Panel
(PTP). An ARINC 429 high-speed bus
transfers data between the CIDS and the
Main Multiplexer.
Audio signals from the CD Reproducer
10MK, and video audio, supply a minimum of eighteen audio channels to the
MM. Circuits in the MM process this analog input and prepare it for conversion to
digital data. These are sent to the Seat
Electronic Box through the Wall Disconnect Boxes (WDBs) 50MK.
JUN 97
COMMUNICATIONS
A319/A320

The Seat Electronic Box changes the MM
digital audio, back to its original analog
form. This audio output is transmitted to
the passenger headsets through the Passenger Control Units (PCUs).
The audio signals in the MM can give a
stereophonic channel. One monophonic
channel from the Compact Disk (CD)
reproducer (also known as the Audio
Reproducer) is programmed as the left
channel; the other monophonic channel is
programmed as the right channel. Two
monophonic channels give the effect of
one stereophonic channel.
Channel 1 can be used to provide boarding
music over the loudspeakers in the cabin
and the lavatories.
Channel 9 is used if the First Officer
allows the passengers to listen to the communications with ATC services. To listen,
a passenger must use a headset and select
channel 9 on the PCU of his seat.
115 VAC is supplied to the PES from the
normal busbar 210XPA through circuit
breaker 21MK.
Prerecorded passenger music is loaded
into the Audio Reproducer or CD reproducer. The CD reproducer (10MK) has
four CD drives. Each CD drive plays one
CD. Each CD drive provides four monophonic or two stereophonic channels. The
CD reproducer has a total of sixteen output channels.
The Main Multiplexer (8MK) works with
the CD reproducer. The Main Multiplexer
has a minimum of eighteen audio input
channels. Up to six channels can be used
for video tape reproducer inputs. The
Main Multiplexer is capable of a bilingual
movie in each of the aircraft zones (up to
three zones).
23-61

The multiplex passenger entertainment
music system (Main Multiplexer) plays
prerecorded audio entertainment programs
for the passengers. Each passenger can
select entertainment programs which are
heard over a headset.
The First Officer (F/O) can allow the passengers to listen to procedures with Air
Traffic Control (ATC) services on one
music channel.
One music channel of the PES (music) can
be used to supply boarding music.
The BITE system is assembled into the
Main Multiplexer. The Cabin Intercommunication Data System (CIDS) commands the Main Multiplexer to go into the
BITE mode. All input audio channels at
the Main Multiplexer (MM) 8MK are
electronically isolated from active processing. A 400 Hz test tone is put on each
of the channels. At the Seat Electronic
Box (SEB) 100MK and the Passenger
Control Unit (PCU) 200MK, all channels
are examined for correct operation. Any
failure data is transmitted back to the MM,
CIDS and the Central Fault Display System (CFDS)
When the PES power is switched on, the
BITE automatically starts. Maintenance
personel operate this test on command
from the Programming and Test Panel
(PTP). An ARINC 429 high-speed bus
transfers data between the CIDS and the
Main Multiplexer.
Audio signals from the CD Reproducer
10MK, and video audio, supply a minimum of eighteen audio channels to the
MM. Circuits in the MM process this analog input and prepare it for conversion to
digital data. These are sent to the Seat
Electronic Box through the Wall Disconnect Boxes (WDBs) 50MK.
JUN 97
The Seat Electronic Box changes the MM

digital audio, back to its original analog
form. This audio output is transmitted to
the passenger headsets through the Passenger Control Units (PCUs).
The audio signals in the MM can give a
stereophonic channel. One monophonic
channel from the Compact Disk (CD)
reproducer (also known as the Audio
Reproducer) is programmed as the left
channel; the other monophonic channel is
programmed as the right channel. Two
monophonic channels give the effect of
one stereophonic channel.
Channel 1 can be used to provide boarding
music over the loudspeakers in the cabin
and the lavatories.
Channel 9 is used if the First Officer
allows the passengers to listen to the communications with ATC services. To listen,
a passenger must use a headset and select
channel 9 on the PCU of his seat.
115 VAC is supplied to the PES from the
normal busbar 210XPA through circuit
breaker 21MK.
Prerecorded passenger music is loaded
into the Audio Reproducer or CD reproducer. The CD reproducer (10MK) has
four CD drives. Each CD drive plays one
CD. Each CD drive provides four monophonic or two stereophonic channels. The
CD reproducer has a total of sixteen output channels.
The Main Multiplexer (8MK) works with
the CD reproducer. The Main Multiplexer
has a minimum of eighteen audio input
channels. Up to six channels can be used
for video tape reproducer inputs. The
Main Multiplexer is capable of a bilingual
movie in each of the aircraft zones (up to
three zones).
23-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

Three Passenger Address (PA) audioinputs control all the Main Multiplexer
channels in each applicable aircraft zone.
The CIDS controls the Main Multiplexer
mode and permits the use of the PA in
each zone of the aircraft. The aircraft seat
layout will have an effect on this system.
The aircraft electrical system supplies 115
VAC 400 Hz power to the Main Multiplexer. The Main Multiplexer supplies 35
VAC to the Seat Electronic Boxes. This
voltage comes from the secondary built-in
step-down power transformer. The same
transformer develops DC voltage for the
Main Multiplexer digital and analog circuits.
The Wall Disconnect Box (50MK) gives a
disconnect point for the data busses of the
Main Multiplexer. It supplies line amplification for the data busses. The busses
from the Main Multiplexer are fed to the
Wall Disconnect Boxes on each side of
the aircraft (three in each column). A
Wall Disconnect Box termination in the
last plug is connected to the J1/J4 connector. Two other connectors on the Wall
Disconnect Box (J2 and J3) are used to
supply the data busses to the seat groups
(forward and aft of the Wall Disconnect
Box location).
23-62
COMMUNICATIONS
A319/A320

The Seat Electronic Box (100MK) is
installed on the seat-leg mounting bracket
with nylatch fasteners. Electrical connections to the Seat Electronic Box from the
Main Multiplexer are made through the
Wall Disconnect Box. J1 and J2 are the
data bus input/output connectors. Seat to
seat cables (or the Wall Disconnect Box to
the Seat Electronic Box cables) are connected to these inputs/outputs. Interface
connections from the Seat Electronic Box
to the PCUs are made through J3. All the
connectors on the Seat Electronic Box are
D subminiature types. The Seat Electronic Box 100MK supplies +5 VDC
power to the PCU 200MK in the seat
group it controls.
The Passenger Control Unit (PCU
200MK) is the primary interface between
the passenger and the Main Multiplexer.
It is installed in the armrest of each passenger seat. The PCU has:
- an LED display (2 digit LED indicates
the channel selected),
- an up/down push-button (channel
select),
- a push-button with a symbol that shows
a loudspeaker and two soundwaves
(volume decrease),
a loudspeaker and three soundwaves
(volume increase),
- an acoustic transducer that supplies
pneumatic headset connectors, and or,
- an electrical headset jack.
JUN 97
Three Passenger Address (PA) audioinputs control all the Main Multiplexer
channels in each applicable aircraft zone.
The CIDS controls the Main Multiplexer
mode and permits the use of the PA in
each zone of the aircraft. The aircraft seat
layout will have an effect on this system.
The aircraft electrical system supplies 115
VAC 400 Hz power to the Main Multiplexer. The Main Multiplexer supplies 35
VAC to the Seat Electronic Boxes. This
voltage comes from the secondary built-in
step-down power transformer. The same
transformer develops DC voltage for the
Main Multiplexer digital and analog circuits.
The Wall Disconnect Box (50MK) gives a
disconnect point for the data busses of the
Main Multiplexer. It supplies line amplification for the data busses. The busses
from the Main Multiplexer are fed to the
Wall Disconnect Boxes on each side of
the aircraft (three in each column). A
Wall Disconnect Box termination in the
last plug is connected to the J1/J4 connector. Two other connectors on the Wall
Disconnect Box (J2 and J3) are used to
supply the data busses to the seat groups
(forward and aft of the Wall Disconnect
Box location).
23-62
The Seat Electronic Box (100MK) is

installed on the seat-leg mounting bracket
with nylatch fasteners. Electrical connections to the Seat Electronic Box from the
Main Multiplexer are made through the
Wall Disconnect Box. J1 and J2 are the
data bus input/output connectors. Seat to
seat cables (or the Wall Disconnect Box to
the Seat Electronic Box cables) are connected to these inputs/outputs. Interface
connections from the Seat Electronic Box
to the PCUs are made through J3. All the
connectors on the Seat Electronic Box are
D subminiature types. The Seat Electronic Box 100MK supplies +5 VDC
power to the PCU 200MK in the seat
group it controls.
The Passenger Control Unit (PCU
200MK) is the primary interface between
the passenger and the Main Multiplexer.
It is installed in the armrest of each passenger seat. The PCU has:
- an LED display (2 digit LED indicates
the channel selected),
- an up/down push-button (channel
select),
a loudspeaker and two soundwaves
(volume decrease),
a loudspeaker and three soundwaves
(volume increase),
- an acoustic transducer that supplies
pneumatic headset connectors, and or,
- an electrical headset jack.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321

JUN 97
A319/A320
COMMUNICATIONS
23-63
JUN 97
23-63
UNITED AIRLINES
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A318/A319/A320
COMMUNICATIONS
/A321

Passenger Entertainment Video System
The passenger entertainment video system
provides prerecorded video entertainment
that may be viewed from all passenger
seat locations.
The system is comprised of the following
components:
- Video System Control Unit,
- Video Cassette Player,
- Tapping Unit,
- 9 in Liquid Crystal Display monitor
(LCD),
- Access Memory Unit,
- and Electronic Cassette Stowage Unit.
The video entertainment system is integrated into the aircraft via the Cabin Intercommunication Data System (CIDS) and
into the passenger entertainment music
(audio) system via the Main Multiplexer.
Announcement via the PA automatically
interrupt any video program selected.
When a PA announcement has concluded,
the program will continue.
Each passenger LCD video monitor may
be individually turned off (retracted) without affecting the remaining monitors.
This can be accomplished by inserting a
pin or small piece of drill stock into the
small hole adjacent to the LCD monitor.
The hole provides access to an on/off
switch. Inserting the pin a second time
reactivates the LCD monitor.
NOTE: The switch and hole are positioned along the monitor's centerline,
forward of the LCD monitor hinge
point as viewed when the monitor is
secured flush with PSU rail.
The Video System Control Unit is the
control unit for the video entertainment
system.
23-64
COMMUNICATIONS
A319/A320

The Video System Control Unit provides
switching of the video and audio signals,
controls the power to the monitors and
Video Cassette Player, and interfaces with
the PA system. It also distributes on/off
control to the cabin LCD monitors according to zone assignments. UAL A320 aircraft are currently configured within CIDS
as a single video and audio zone.
The Video Cassette Player provides front
loading, random access, segmented autostop or repeat, dual language capability,
and super high resolution picture quality.
Each Tapping Unit receives video input
from the Video System Control Unit and
distributes the signal to two LCD monitors
(max).
The 9 inch LCD monitor uses a matrix of
amplifiers and switches to operate the Liquid Crystal Display as it converts the composite video into a viewable format. The
picture quality on individual LCD monitors can be adjusted. Reference AMM 2336-99 for instructions on using the LCD
remote adjuster.
The Electronic Cassette Stowage Unit is a
locked stowage device for 8mm video
tapes. The Electronic Cassette Stowage
Unit may be opened with the use of an
authorized access card or when the weight
on wheels signal is no longer present at the
Access Memory Unit.
The Access Memory Unit provides video
tape storage security by sending a signal to
the electronic cassette storage unit while
the aircraft is on the ground. When the
Access Memory Unit receives a swipe
from a coded access card, the Access
Memory Unit removes the locking signal
allowing the electronic cassette storage
unit to open.
JUN 97

The passenger entertainment video system
provides prerecorded video entertainment
that may be viewed from all passenger
seat locations.
The system is comprised of the following
components:
- Video System Control Unit,
- Video Cassette Player,
- Tapping Unit,
- 9 in Liquid Crystal Display monitor
(LCD),
- Access Memory Unit,
- and Electronic Cassette Stowage Unit.
The video entertainment system is integrated into the aircraft via the Cabin Intercommunication Data System (CIDS) and
into the passenger entertainment music
(audio) system via the Main Multiplexer.
Announcement via the PA automatically
interrupt any video program selected.
When a PA announcement has concluded,
the program will continue.
Each passenger LCD video monitor may
be individually turned off (retracted) without affecting the remaining monitors.
This can be accomplished by inserting a
pin or small piece of drill stock into the
small hole adjacent to the LCD monitor.
The hole provides access to an on/off
switch. Inserting the pin a second time
reactivates the LCD monitor.
NOTE: The switch and hole are positioned along the monitor's centerline,
forward of the LCD monitor hinge
point as viewed when the monitor is
secured flush with PSU rail.
The Video System Control Unit is the
control unit for the video entertainment
system.
23-64
The Video System Control Unit provides

switching of the video and audio signals,
controls the power to the monitors and
Video Cassette Player, and interfaces with
the PA system. It also distributes on/off
control to the cabin LCD monitors according to zone assignments. UAL A320 aircraft are currently configured within CIDS
as a single video and audio zone.
The Video Cassette Player provides front
loading, random access, segmented autostop or repeat, dual language capability,
and super high resolution picture quality.
Each Tapping Unit receives video input
from the Video System Control Unit and
distributes the signal to two LCD monitors
(max).
The 9 inch LCD monitor uses a matrix of
amplifiers and switches to operate the Liquid Crystal Display as it converts the composite video into a viewable format. The
picture quality on individual LCD monitors can be adjusted. Reference AMM 2336-99 for instructions on using the LCD
remote adjuster.
The Electronic Cassette Stowage Unit is a
locked stowage device for 8mm video
tapes. The Electronic Cassette Stowage
Unit may be opened with the use of an
authorized access card or when the weight
on wheels signal is no longer present at the
Access Memory Unit.
The Access Memory Unit provides video
tape storage security by sending a signal to
the electronic cassette storage unit while
the aircraft is on the ground. When the
Access Memory Unit receives a swipe
from a coded access card, the Access
Memory Unit removes the locking signal
allowing the electronic cassette storage
unit to open.
JUN 97
UNITED AIRLINES
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A318/
COMMUNICATIONS
A319/A320 /A321
NOTE: When aircraft is in air mode,

the AMU receives a ground signal from
the system 2 landing gear position relay
and removes the signal to the electronic
cassette storage unit allowing it to open.
Before applying power to the video system, ensure that the following circuit
breakers are closed; at 2000VU 4 circuit
breakers labeled VIDEO and 1 labeled
PES.
To power up the system press the SYST
PWR switch on Video System Control
Unit. Verify that the SYST PWR button
illuminates. A self test occurs and will
last approximately 10 seconds.
NOTE: The Video System Control Unit
uses a touch sensitive screen which
allows menu selection by touching the
screen.
After 10 seconds, the OPTION menu will
appear on the Video System Control Unit.
Touch CONT, the Video System Control
Unit.
SYST
PWR
A319/A320
COMMUNICATIONS
For a tape preview activate the video zone

(zone A) by touching the icon of an aircraft on the video system control unit.
Press the icon of 1 VIDEO to activate
video source 1 The aircraft icon and
VIDEO 1 icons will turn pink.
Insert a video tape into the Video Cassette
Player and press REWIND.
After tape has completed rewinding, press
PLAY on the Video Cassette Player.
Press the PREV (preview) button on
Video System Control Unit. The screen
will be activated on the Video System
Control Unit monitor.
Press the VIDEO 1 block on the Video
System Control Unit monitor. The video
operator will now be able to view the
video on the Video System Control Unit.
When preview is complete, press STOP
and REWIND on Video Cassette Player.
To end the preview mode, press MENU
on the Video System Control Unit to
return to the main menu, or press SYSTEM POWER on the Video System Control Unit to remove power.
NOTE: When aircraft is in air mode,

the AMU receives a ground signal from
the system 2 landing gear position relay
and removes the signal to the electronic
cassette storage unit allowing it to open.
Before applying power to the video system, ensure that the following circuit
breakers are closed; at 2000VU 4 circuit
breakers labeled VIDEO and 1 labeled
PES.
To power up the system press the SYST
PWR switch on Video System Control
Unit. Verify that the SYST PWR button
illuminates. A self test occurs and will
last approximately 10 seconds.
NOTE: The Video System Control Unit
uses a touch sensitive screen which
allows menu selection by touching the
screen.
After 10 seconds, the OPTION menu will
appear on the Video System Control Unit.
Touch CONT, the Video System Control
Unit.
SYST
PWR
VIDEO SYSTEM CONTROL UNIT
For a tape preview activate the video zone

(zone A) by touching the icon of an aircraft on the video system control unit.
Press the icon of 1 VIDEO to activate
video source 1 The aircraft icon and
VIDEO 1 icons will turn pink.
After tape has completed rewinding, press
PLAY on the Video Cassette Player.
Press the PREV (preview) button on
Video System Control Unit. The screen
will be activated on the Video System
Control Unit monitor.
Press the VIDEO 1 block on the Video
System Control Unit monitor. The video
operator will now be able to view the
video on the Video System Control Unit.
When preview is complete, press STOP
and REWIND on Video Cassette Player.
To end the preview mode, press MENU
VIDEO
VIDEO
PA
PA
PA
PA
CH1
CH1
BRIGHT
EXEC
PREV
CH2
PA VOLUME
MENU
MIN
BRIGHT
PREV
MENU
CH2
PA VOLUME
MIN
MAX
MAX

JUN 97
EXEC
23-65
JUN 97
23-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321

For normal tape operation (video for the
passengers) activate the video zone (zone
A) by pressing the icon of an aircraft on
the Video System Control Unit. Press the
1 VIDEO icon to activate the video
source. The aircraft and VIDEO 1 icons
will turn pink.
Player and press REWIND. After the tape
has completed rewinding, press PLAY on
the Video Cassette Player.
Press the EXEC (execute) button on the
Video System Control Unit to play the
video throughout the cabin. All 20 monitors will deploy.
When video is complete, press STOP and
REWIND on the Video Cassette Player.
To complete the operation, press MENU
on Video System Control Unit to return to
the main menu, or press SYSTEM
POWER on Video System Control Unit to
remove power.

For PA (Passenger Address) operation
activate the video zone (zone A) by pressing the icon of an aircraft on the Video
System Control Unit. Press the 1 VIDEO
icon to activate video source 1. Press the
PA icon. The aircraft, VIDEO 1, and PA
icons will turn pink.
After the tape has completed rewinding,
press PLAY on the Video Cassette Player.
video throughout the cabin. All 20 monitors will deploy. The audio will be over
the cabin (PA) loudspeakers.
CASSETTE IN
SONY
v i d e oHi8
DO NOT INSERT CASSETTE WHEN
CASSETTE IN LIGHT IS ILLUMINATED
Hi
POWER ON
Sony Trans Com

CAUTION
REW
PLAY
SEGMENT
VCR WILL OPERATE WHEN

LIGHT GOES OUT
FF
For normal tape operation (video for the

passengers) activate the video zone (zone
A) by pressing the icon of an aircraft on
the Video System Control Unit. Press the
1 VIDEO icon to activate the video
source. The aircraft and VIDEO 1 icons
will turn pink.
Player and press REWIND. After the tape
has completed rewinding, press PLAY on
the Video Cassette Player.
video throughout the cabin. All 20 monitors will deploy.
on Video System Control Unit to return to
the main menu, or press SYSTEM
POWER on Video System Control Unit to
remove power.
EJECT
CASSETTE IN
v i d e oHi8
Hi
POWER ON
Sony Trans Com
PROG ORDER PROG

STOP
00
CAUTION
00
REW
ENTER
PLAY
SEGMENT

LIGHT GOES OUT
FF
READY
VER 1
EJECT
PROG ORDER PROG

STOP
00
00
STOP
START
OPERATING MODE SELECT
ENTER
READY
VER 1
PROG
STOP
PROG
CLR
START
REPEAT
SELECT
REPEAT
SELECT
PAUSE
For PA (Passenger Address) operation

activate the video zone (zone A) by pressing the icon of an aircraft on the Video
System Control Unit. Press the 1 VIDEO
icon to activate video source 1. Press the
PA icon. The aircraft, VIDEO 1, and PA
icons will turn pink.
After the tape has completed rewinding,
press PLAY on the Video Cassette Player.
video throughout the cabin. All 20 monitors will deploy. The audio will be over
the cabin (PA) loudspeakers.
SONY
STOP
A319/A320
COMMUNICATIONS
REPEAT
SEGEMENT
NORMAL
PAUSE
PROG
STOP
PROG
CLR
NORMAL
Video Cassette Player
Video Cassette Player
SEGEMENT
VIDEO CASSETTE PLAYER EVP - 90
23-66
REPEAT
JUN 97
23-66
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321

Passenger Air to Ground Telephone
System
All Airfone/Seatfone equipment is maintained by GTE Airfone and should not be
serviced by UAL personnel. When an
Airfone fault exists, call Airfone service.
AMM 23-80-50 covers UAL procedures.
JUN 97
COMMUNICATIONS
A319/A320

NOTE: Airfone personnel may replace
Airfone unique components only. They
should not replace antennas, circuit
breakers, do aircraft system wiring
repairs, or perform maintenance on any
other parts of the aircraft (reference
Vol. 1 Bk. 1, 2-0-25-1).
23-67
Passenger Air to Ground Telephone

System
All Airfone/Seatfone equipment is maintained by GTE Airfone and should not be
serviced by UAL personnel. When an
Airfone fault exists, call Airfone service.
AMM 23-80-50 covers UAL procedures.
JUN 97
NOTE: Airfone personnel may replace

Airfone unique components only. They
should not replace antennas, circuit
breakers, do aircraft system wiring
repairs, or perform maintenance on any
other parts of the aircraft (reference
Vol. 1 Bk. 1, 2-0-25-1).
23-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
RADIO MANAGEMENT PANEL

Location: Center Pedestal

Frequency Displays
ACTIVE - Shows the active
frequency of the selected radio
(which is identified by the illuminated radio selection key).
Frequency Selector Knobs

Selects STBY frequency. Inner knob controls decimal values.
STBY/CRS - Displays the

standby frequency. This frequency is activated by pushing
the transfer switch, and is
changed by rotating the frequency selector knobs.
STBY/CRS - Displays the

standby frequency. This frequency is activated by pushing
the transfer switch, and is
changed by rotating the frequency selector knobs.
ACTIVE
ACTIVE
STBY/CRS
VHF1
VHF2
VHF3
HF1
SEL
HF1
AM
VOR
ILS
STBY/CRS
VHF1
VHF2
VHF3
HF1
SEL
HF1
ADF
NAV
BFO
VOR
ILS
23-68
ADF
BFO
OFF
OFF
Radio Selection Switches

When pushed, the ACTIVE window displays the tuned frequency and the STBY/
CRS window displays the standby frequency. The selected switch illuminates.
AM
STBY NAV
STBY NAV
NAV

Selects STBY frequency. Inner knob controls decimal values.
Frequency Displays
ACTIVE - Shows the active
frequency of the selected radio
(which is identified by the illuminated radio selection key).
Transfer Switch
When pushed, exchanges the active
and standby frequencies, and tunes
the new active frequency.
JUN 97
Radio Selection Switches

When pushed, the ACTIVE window displays the tuned frequency and the STBY/
CRS window displays the standby frequency. The selected switch illuminates.
23-68
Transfer Switch
When pushed, exchanges the active
and standby frequencies, and tunes
the new active frequency.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS


ACTIVE
ACTIVE
STBY/CRS
VHF1
VHF2
VHF3
HF1
SEL
HF1
AM
VHF1
VHF2
VHF3
HF1
SEL
HF1
VOR
ILS
ADF
NAV
BFO
VOR
ILS
JUN 97
ADF
BFO
OFF
OFF
SEL Indicator
Illuminates on both RMPs when a
transceiver normally associated with
an RMP is tuned by another RMP.
For example:
- VHF 1 is tuned by RMP 2 or 3
AM
STBY NAV
STBY NAV
NAV
STBY/CRS
ON/OFF Switch
Controls the power supply to the RMP.
NOTE: When a failed radio management panel is turned OFF, RMP 3
bypasses the failed panel, and is connected directly to the transceiver.
23-69
SEL Indicator
Illuminates on both RMPs when a
transceiver normally associated with
an RMP is tuned by another RMP.
For example:
JUN 97
ON/OFF Switch
Controls the power supply to the RMP.
NOTE: When a failed radio management panel is turned OFF, RMP 3
bypasses the failed panel, and is connected directly to the transceiver.
23-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
AUDIO CONTROL PANEL

AUDIO CONTROL PANEL

Transmission Switches
When pushed in, selects the associated channel for transmission,
and the three green lines illuminate. The channel is deselected by
pushing the switch again or selecting another channel.
VHF/HF - When pressed, allows communication on applicable
transceiver. CALL flashes when a SELCAL is received on the
applicable radio.
INT - When pressed, allows communication on the flight interphone system. MECH flashes when a call is received from the
external power panel. Light goes off after 60 seconds if not reset.
CAB - When pressed, allows communication on the cabin interphone system or service interphone. ATT flashes when a call is
received from a Flight Attendant station. Light goes off after 60
seconds if not reset.
PA - Used for PA transmission via boom, oxygen mask, or hand
mike. The transmission switch must be pressed and held to use the
PA system. PA announcements can also be made using the flight
deck handset without selecting the PA transmission switch.
Transmission Switches
When pushed in, selects the associated channel for transmission,
and the three green lines illuminate. The channel is deselected by
pushing the switch again or selecting another channel.
VHF/HF - When pressed, allows communication on applicable
transceiver. CALL flashes when a SELCAL is received on the
applicable radio.
INT - When pressed, allows communication on the flight interphone system. MECH flashes when a call is received from the
external power panel. Light goes off after 60 seconds if not reset.
CAB - When pressed, allows communication on the cabin interphone system or service interphone. ATT flashes when a call is
received from a Flight Attendant station. Light goes off after 60
seconds if not reset.
PA - Used for PA transmission via boom, oxygen mask, or hand
mike. The transmission switch must be pressed and held to use the
PA system. PA announcements can also be made using the flight
deck handset without selecting the PA transmission switch.
CALL
CALL
CALL
CALL
CALL
MECH
ATT
CALL
CALL
CALL
CALL
CALL
MECH
ATT
VHF1
VHF2
VHF3
HF1
HF2
INT
CAB
VHF1
VHF2
VHF3
HF1
HF2
INT
CAB
VOICE
RESET
MKR
ILS
INT
INT
RAD
VOR1
VOR2
VOICE
RESET
MKR
ILS
Reception Knobs
Select reception channels and adjust associated audio levels.
When knob is
released out, the respective channel is
selected and the knob illuminates.
23-70
PA
ADF1
RAD
VOR1
VOR2
ADF2
RESET Switch
Extinguishes lights in the CALL,
MECH, and ATT transmission
switches.
ON VOICE Switch
Inhibits ADF and VOR IDENT signals.
Switch illuminates when
pushed in.
JUN 97
Reception Knobs
Select reception channels and adjust associated audio levels.
When knob is
released out, the respective channel is
selected and the knob illuminates.
23-70
PA
ADF1
ADF2
RESET Switch
Extinguishes lights in the CALL,
MECH, and ATT transmission
switches.
ON VOICE Switch
Inhibits ADF and VOR IDENT signals.
Switch illuminates when
pushed in.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
AUDIO CONTROL PANEL

AUDIO CONTROL PANEL

INT/RAD Switch
Operates as a Push-To-Talk switch for boom or oxygen
mask microphones.
INT - The interphone is hot between flight deck crew and
ground crew, regardless of the transmission switch selection. The INT knob must be selected for reception.
Neutral - Disconnects microphones from transmission.
Reception is normal.
RAD - Connects boom or mask microphones to facility
selected on the ACP. Spring-loaded to the neutral position.
Similar to a Push-To-Talk switch.
INT/RAD Switch
Operates as a Push-To-Talk switch for boom or oxygen
mask microphones.
INT - The interphone is hot between flight deck crew and
and ground crew, regardless of the transmission switch
selection. The INT knob must be selected for reception.
Neutral - Disconnects microphones from transmission.
Reception is normal.
RAD - Connects boom or mask microphones to facility
selected on the ACP. Spring-loaded to the neutral position.
Similar to a Push-To-Talk switch.
CALL
CALL
CALL
CALL
CALL
MECH
ATT
CALL
CALL
CALL
CALL
CALL
MECH
ATT
VHF1
VHF2
VHF3
HF1
HF2
INT
CAB
VHF1
VHF2
VHF3
HF1
HF2
INT
CAB
VOICE
RESET
MKR
ILS
INT
INT
RAD
VOR1
VOR2
VOICE
RESET
MKR
ILS
PA
ADF1
RAD
VOR1
VOR2
ADF2
ADF2
PA Transmission Key
When depressed (and maintained) the boomset,
oxygen mask, or hand mike may be used for
PA transmissions. Three green lines come on.
PA Transmission Key
When depressed (and maintained) the boomset,
oxygen mask, or hand mike may be used for
PA transmissions. Three green lines come on.
ADF1
PA Reception Knob
When depressed and released (knob out) an
audio signal is received and the integrated
white light comes on. The knob is rotated to
adjust volume.
PA Reception Knob
When depressed and released (knob out) an
audio signal is received and the integrated
white light comes on. The knob is rotated to
adjust volume.
JUN 97
PA
23-71
JUN 97
23-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMMUNICATIONS
SIDESTICK TRANSMIT SWITCH

Location: Sidestick
SIDESTICK TRANSMIT SWITCH

Location: Sidestick
23-72
A319/A320
Transmit Switch
Operates as a Push-To-Talk switch for
boom or oxygen mask microphones.
Transmit Switch
Operates as a Push-To-Talk switch for
boom or oxygen mask microphones.
Neutral - Boom and mask microphones are disconnected from transmission, although reception is normal.
Switch is spring-loaded to neutral.
Neutral - Boom and mask microphones are disconnected from transmission, although reception is normal.
Switch is spring-loaded to neutral.
Transmit - When selected, provides

transmission to the facility selected on
the ACP transmission switch. If transmit is selected on the sidestick when
the ACP INT/RAD switch is set to
INT, the transmit function has priority
over the interphone function.
Transmit - When selected, provides

transmission to the facility selected on
the ACP transmission switch. If transmit is selected on the sidestick when
the ACP INT/RAD switch is set to
INT, the transmit function has priority
over the interphone function.
JUN 97
23-72
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMMUNICATIONS
A319/A320
LOUDSPEAKER VOLUME CONTROL

Location: Captain and First Officers Forward Panels
LOUDSPEAKER VOLUME CONTROL

Location: Captain and First Officers Forward Panels
LOUDSPEAKER Knobs
Adjust loudspeaker audio volume.
LOUDSPEAKER Knobs
Adjust loudspeaker audio volume.
LOUD SPEAKER
LOUD SPEAKER
NOTE: Aural alerts, CVR test, and

voice message level are not controlled
by these knobs.
OFF
NOTE: Aural alerts, CVR test, and

voice message level are not controlled
by these knobs.
MAX
AUDIO SWITCHING CONTROL

AUDIO SWITCHING CONTROL

AUDIO SWITCHING Selector

Enables the Captain or First Officer to use
ACP 3 in case of ACP 1 or 2 failure.
AUDIO SWITCHING Selector

Enables the Captain or First Officer to use
ACP 3 in case of ACP 1 or 2 failure.
NORM - Each crew member uses respective dedicated equipment.
AUDIO SWITCHING
CAPT
3
NORM
NORM - Each crew member uses respective dedicated equipment.
F/O
3
CAPT 3 - The Captain makes audio selections on ACP 3 and ACP 1 is deactivated.
CAPT 3 - The Captain makes audio selections on ACP 3 and ACP 1 is deactivated.
F/O 3 - The First Officer makes audio

selections on ACP 3, and ACP 2 is deactivated.
F/O 3 - The First Officer makes audio

selections on ACP 3, and ACP 2 is deactivated.
JUN 97
23-73
JUN 97
OFF
MAX
AUDIO SWITCHING
CAPT
3
NORM
F/O
3
23-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
FLIGHT INTERPHONE SYSTEM

Location: External Power Panel
FLIGHT INTERPHONE SYSTEM

Location: External Power Panel
Flight Interphone Jack

Enables communication between
flight deck and ground personnel.
EXT PWR
the
COCKPIT CALL Light

Illuminates when the MECH
CALLS switch, located on
the overhead panel, is pushed.
External horn also sounds.
Flight Interphone Jack

Enables communication between
flight deck and ground personnel.
FLT INT
EXT PWR
the
COCKPIT CALL Light

Illuminates when the MECH
CALLS switch, located on
the overhead panel, is pushed.
External horn also sounds.
FLT INT
108 VU
108 VU
NOT IN USE
AVAIL
LIGHT TEST
COCKPIT CALL
ADIRU &
AVNCS VENT
COCKPIT CALL
RESET
NOT IN USE
APU FIRE
AVAIL
LIGHT TEST
COCKPIT CALL
ADIRU &
AVNCS VENT
COCKPIT CALL
RESET
APU SHUT OFF
APU SHUT OFF
COCKPIT CALL Switch

Initiates call to flight deck. When pushed,
the MECH lights flash on all ACPs, and a
buzzer sounds in the flight deck. When
released, the MECH lights extinguish
after 60 seconds if the RESET switch is
not pushed.
23-74
APU FIRE
RESET Switch
When pushed, the COCKPIT
CALL light extinguishes.
JUN 97
COCKPIT CALL Switch

Initiates call to flight deck. When pushed,
the MECH lights flash on all ACPs, and a
buzzer sounds in the flight deck. When
released, the MECH lights extinguish
after 60 seconds if the RESET switch is
not pushed.
23-74
RESET Switch
When pushed, the COCKPIT
CALL light extinguishes.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMMUNICATIONS
SERVICE INTERPHONE SYSTEM

Location: Overhead Maintenance Panel
SERVICE INTERPHONE SYSTEM

SVCE INT OVRD Switch

Auto - Enables communication to the
interphone jacks. The function is inoperative when the landing gear is not compressed.
SVCE INT OVRD Switch

Auto - Enables communication to the
interphone jacks. The function is inoperative when the landing gear is not compressed.
SVCE INT
OVRD
ON
ON - Used by maintenance personnel to

allow communication when the landing
gear is not compressed (i.e., the airplane is
on jacks). The ON light illuminates.
SERVICE INTERPHONE JACKS

Location: Jacks are located as shown.
SERVICE INTERPHONE JACKS

Location: Jacks are located as shown.
1. Forward Avionics Compartment

2. R/H Electrical Compartment
3. Aft Avionics Compartment
4. Engine (L & R)
5. Belly Fairing
6. Aft Fuselage
7. Near APU Compartment
1. Forward Avionics Compartment

2. R/H Electrical Compartment
3. Aft Avionics Compartment
4. Engine (L & R)
5. Belly Fairing
6. Aft Fuselage
7. Near APU Compartment
SVCE INT
OVRD
ON
ON - Used by maintenance personnel to

allow communication when the landing
gear is not compressed (i.e., the airplane is
on jacks). The ON light illuminates.
JUN 97
A319/A320
23-75
JUN 97
23-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
ATTENDANT HANDSET AND KEYBOARD

Location: Flight Attendant Panels
ATTENDANT HANDSET AND KEYBOARD

Location: Flight Attendant Panels
23-76
PA
ALL
CAPT
EMER
CALL
PA
ALL
CAPT
EMER
CALL
FWD
ATTND
AFT L
ATTND
AISLE
ATTND
FWD
ATTND
AFT L
ATTND
AISLE
ATTND
ALL
ATTND
SVCE
INTPH
RESET
ALL
ATTND
SVCE
INTPH
RESET
Push-to-talk Bar
Push-to-talk Bar
Interphone System
- Remove handset from cradle
- Push the call button for the station
desired or ALL ATTND for and all-call
- Replace the handset or push RESET
button when call is completed.
Interphone System
- Push the call button for the station
desired or ALL ATTND for and all-call
button when call is completed.
PA System
- Push PA ALL button and the push-totalk bar.
button when PA call is completed.
PA System
- Push PA ALL button and the push-totalk bar.
button when PA call is completed.
JUN 97
23-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
CALLS PANEL
CALLS PANEL
MECH Switch
Initiates call to ground personnel. When pushed, the
COCKPIT CALL light illuminates on the external
power panel, and an external horn sounds. When
released, the external horn is silenced. The COCKPIT
CALL light remains illuminated until the RESET
switch, located on the external power panel, is pushed.
MECH Switch
Initiates call to ground personnel. When pushed, the
COCKPIT CALL light illuminates on the external
power panel, and an external horn sounds. When
released, the external horn is silenced. The COCKPIT
CALL light remains illuminated until the RESET
switch, located on the external power panel, is pushed.
CALLS
MECH
FWD/AFT Switches
When pushed:
- A pink light illuminates at the
corresponding Flight Attendant Area
Call Panel
- A CAPTAIN CALL message appears on
the corresponding Attendant Indication
Panel
- A high/low chime sounds through the
corresponding loudspeaker
JUN 97
FWD
CALLS
EMER
MECH
AFT
FWD
EMER
AFT
CALL
CALL
ON
ON
EMER Switch (guarded)

When selected ON:
- The ON light flashes
- The CALL light flashes
- A pink light flashes at all Flight
Attendant Area Call Panels
- An EMERGENCY CALL message
appears on all Attendant Indication
Panels
- A high/low chime sounds through all
loudspeakers.
FWD/AFT Switches
When pushed:
- A pink light illuminates at the
corresponding Flight Attendant Area
Call Panel
- A CAPTAIN CALL message appears on
the corresponding Attendant Indication
Panel
- A high/low chime sounds through the
corresponding loudspeaker
EMER Switch (guarded)

When selected ON:
- A pink light flashes at all Flight
Attendant Area Call Panels
- An EMERGENCY CALL message
appears on all Attendant Indication
Panels
- A high/low chime sounds through all
loudspeakers.
If an emergency call is initiated from the

cabin:
- 3 long buzzes sound in the flight deck
If an emergency call is initiated from the

cabin:
- 3 long buzzes sound in the flight deck
Reset is achieved when the Flight Attendant hangs up the handset.
Reset is achieved when the Flight Attendant hangs up the handset.
23-77
JUN 97
23-77
UNITED AIRLINES
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A318/A319/A320
COMMUNICATIONS
/A321
COMMUNICATIONS
FLIGHT DECK HANDSET

Location: End of Center Pedestal
FLIGHT DECK HANDSET

Location: End of Center Pedestal
Push-to-Talk Bar
Transmits PA calls to the cabin.
Push-to-Talk Bar
Transmits PA calls to the cabin.
NOTE: The flight deck handset is dedicated to

PA announcements. The handset does not have
a Flight Attendant handset style keyboard
NOTE: The flight deck handset is dedicated to

PA announcements. The handset does not have
a Flight Attendant handset style keyboard
23-78
JUN 97
A319/A320
23-78
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
ACARS DATA PRINTER

ACARS DATA PRINTER

SLEW
SLEW
SLEW Switch
Advances the paper when pushed.
SLEW Switch
Advances the paper when pushed.
NOTE: Printer can also provide CFDS

reports.
NOTE: Printer can also provide CFDS

reports.
JUN 97
23-79
JUN 97
23-79
UNITED AIRLINES
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COMMUNICATIONS
/A321
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COMMUNICATIONS


GND CTL Switch (spring-loaded)

Any power interruption may cause the GND CTL switch
to revert to AUTO.
ON - Energizes the Cockpit Voice Recorder (CVR) and
Digital Flight Data Recorder (DFDR). The ON light illuminates.
AUTO - CVR and DFDR are automatically energized
during the following:
- On the ground for the first 5 minutes following electrical
power application.
- On the ground with at least one engine running.
- In flight.
The CVR and DFDR stop automatically 5 minutes after
the last engine is shut down.
GND CTL Switch (spring-loaded)

Any power interruption may cause the GND CTL switch
to revert to AUTO.
ON - Energizes the Cockpit Voice Recorder (CVR) and
Digital Flight Data Recorder (DFDR). The ON light illuminates.
AUTO - CVR and DFDR are automatically energized
- On the ground for the first 5 minutes following electrical
power application.
- On the ground with at least one engine running.
- In flight.
The CVR and DFDR stop automatically 5 minutes after
the last engine is shut down.
RCDR
RCDR
GND CTL
ON
CVR ERASE Switch

When pushed for two seconds, erases the
tape, provided the airplane is on the
ground and the PARK BRK handle is ON.
23-80
CVR ERASE
GND CTL
CVR TEST
A
U
T
O
ON
CVR TEST Switch

When pushed and held, the CVR test is
activated provided the CVR is energized.
and the PARK BRK handle is ON. During the test, a low frequency tone is heard
through the flight deck loudspeakers.
JUN 97
CVR ERASE Switch

When pushed for two seconds, erases the
tape, provided the airplane is on the
ground and the PARK BRK handle is ON.
23-80
CVR ERASE
CVR TEST
A
U
T
O
CVR TEST Switch

When pushed and held, the CVR test is
activated provided the CVR is energized.
and the PARK BRK handle is ON. During the test, a low frequency tone is heard
through the flight deck loudspeakers.
JUN 97
UNITED AIRLINES
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A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
EMERGENCY EVACUATION SYSTEM

EMERGENCY EVACUATION SYSTEM

CAPT and CAPT/PURS Switch

Switch is deactivated in UAL
configuration.
Switch reamains wired to the
CAPT/PURS position.
CAPT and CAPT/PURS Switch

Switch is deactivated in UAL
configuration.
Switch reamains wired to the
CAPT/PURS position.
COMMAND
EVAC
HORN SHUT OFF
EVAC
HORN SHUT OFF
EVAC
EVAC
ON
ON
COMMAND Switch
ON - Activates evacuation alert. The
EVAC light flashes and horn sounds in the
flight deck. EVAC lights flash at forward
and Aft Flight Attendant panels and evacuation tone sounds in the cabin. Pushing
the COMMAND switch a second time
cancels the evacuation alert.
JUN 97
COMMAND
CAPT & PURS
HORN SHUT OFF Switch

Silences the evacuation horn in
the flight deck when pushed.
23-81
COMMAND Switch
ON - Activates evacuation alert. The
EVAC light flashes and horn sounds in the
flight deck. EVAC lights flash at forward
and Aft Flight Attendant panels and evacuation tone sounds in the cabin. Pushing
the COMMAND switch a second time
cancels the evacuation alert.
JUN 97
CAPT & PURS
HORN SHUT OFF Switch

Silences the evacuation horn in
the flight deck when pushed.
23-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
EVACUATION ALARM PANEL

Location: Forward Attendant Panel

Location: Forward Attendant Panel
SMOKE
LAV
RESET
EVAC
EVAC
SMOKE
CIDS
PNL
LIGHT CAUT
TEST
CMD
LAV
RESET
EVAC
EVAC
NOTE: RESET, EVAC, and CMD

push-buttons operate the same on the
FAP and AAP.
NOTE: RESET, EVAC, and CMD

push-buttons operate the same on the
FAP and AAP.

Location: Aft Attendant Panel

Location: Aft Attendant Panel
LIGHT
EVAC
CMD
CMD
EVAC Light
Flashes when an evacuation
alert is activated.
23-82
EVAC
EMER
EMER
RESET Switch
Silences the evacuation
tone in the cabin.
CMD
RESET
RESET
LIGHT
CIDS
PNL
LIGHT CAUT
TEST
CMD Switch
Activates evacuation alert. EVAC light
flashes and horn sounds in the flight deck.
EVAC lights flash at forward and aft
Flight Attendant panels, and evacuation
tone sounds in the cabin. Pushing the
CMD switch a second time terminates the
evacuation alert.
JUN 97
RESET Switch
Silences the evacuation
tone in the cabin.
EVAC Light
Flashes when an evacuation
alert is activated.
23-82
CMD Switch
Activates evacuation alert. EVAC light
flashes and horn sounds in the flight deck.
EVAC lights flash at forward and aft
Flight Attendant panels, and evacuation
tone sounds in the cabin. Pushing the
CMD switch a second time terminates the
evacuation alert.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
PASSENGER ENTERTAINMENT PANEL

Location: Forward Attendent Panel
PASSENGER ENTERTAINMENT PANEL

Music ON/OFF Switch

Master control to turn boarding
music on/off
PES ON/OFF Switch

Master control to Passenger Entertainment System on/off
Music ON/OFF Switch

Master control to turn boarding
music on/off
MUSIC
PES
MUSIC
PES
ON
OFF
ON
OFF
ON
OFF
ON
OFF
SEL
JUN 97
SEL
VOLUME
VOLUME
-/+ Switches
Decreases/increases boarding
music volume
PES ON/OFF Switch

Master control to Passenger Entertainment System on/off
SEL Switch
Channel select button. Preset to channel
1 boarding music (1 appears in top indicator).
23-83
-/+ Switches
Decreases/increases boarding
music volume
JUN 97
SEL Switch
Channel select button. Preset to channel
1 boarding music (1 appears in top indicator).
23-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS

Location: Forward closet

MONITOR Jack
Used to plug in headset
when previewing a tape.
SYST POWER Push-Button

Turns Video System Control
Unit and Video Cassette Player
on/off, automatically retracts
video monitors when turned off,
unlocks tape storage unit when
aircraft is in flight.
SYST
PWR
MONITOR Jack
Used to plug in headset
when previewing a tape.
SYST POWER Push-Button

Turns Video System Control
Unit and Video Cassette Player
on/off, automatically retracts
video monitors when turned off,
unlocks tape storage unit when
aircraft is in flight.
SYST
PWR
VIDEO
VIDEO
PA
PA
PA VOLUME
ENTER
BRIGHT
EXEC
PREV
EXEC
EXEC Push-Button
Deploys video monitors.
PREV Push-Button
Changes screen from a touch
screen to a preview monitor to
preview a tape.
23-84
MAX
CH2
PA VOLUME
ENTER
BRIGHT
MENU
MIN
BRIGHT Knob
Adjusts brightness of monitor.
PA
CH1
PREV
MENU
MIN
PA VOLUME Knob
Adjusts volume of public
address system.
PA CH 1/CH 2 Switch
Allows audio preview on
either channel 1 (English) or
channel 2 (other language).
MENU Push-Button
Changes screen displays.
JUN 97
BRIGHT Knob
Adjusts brightness of monitor.
EXEC Push-Button
Deploys video monitors.
PREV Push-Button
Changes screen from a touch
screen to a preview monitor to
preview a tape.
23-84
PA
CH1
MAX
CH2
PA VOLUME Knob
Adjusts volume of public
address system.
PA CH 1/CH 2 Switch
Allows audio preview on
either channel 1 (English) or
channel 2 (other language).
MENU Push-Button
Changes screen displays.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMMUNICATIONS
A319/A320
COMMUNICATIONS
VIDEO CASSETTE PLAYER

VIDEO CASSETTE PLAYER

PLAY Push-Button
Starts the tape.
FF Push-Button
Fast forwards the tape.
PLAY Push-Button
Starts the tape.
FF Push-Button
Fast forwards the tape.
REW Push-Button
Rewinds the tape.
STOP Push-Button
Stops the tape.
REW Push-Button
Rewinds the tape.
STOP Push-Button
Stops the tape.
CASSETTE IN
SONY
v i d e oHi8
Hi
POWER ON
Sony Trans Com

CAUTION
REW
PLAY
SEGMENT

LIGHT GOES OUT
FF
EJECT
POWER ON
Sony Trans Com

CAUTION
00
REW
STOP
ENTER
READY
VER 1
NORMAL
PROG
STOP
PROG
CLR
JUN 97
PROG ORDER PROG

STOP
00
00
STOP
ENTER
READY
VER 1
PROG
STOP
PROG
CLR
START
REPEAT
SEGEMENT
NORMAL
Operating Mode Select Switch

Should be set to NORMAL.
EJECT
REPEAT
SELECT
PAUSE
FF
REPEAT
SEGEMENT
PLAY
SEGMENT

LIGHT GOES OUT
START
REPEAT
SELECT
PAUSE
v i d e oHi8
Hi
PROG ORDER PROG

STOP
00
CASSETTE IN
SONY
EJECT Push-Button
Pops the tape out.
23-85
Operating Mode Select Switch

Should be set to NORMAL.
JUN 97
EJECT Push-Button
Pops the tape out.
23-85
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMMUNICATIONS
DTMF MICROPHONE
Location: First Officer Hand Mike Position
DTMF MICROPHONE
Location: First Officer Hand Mike Position
DTMF MICROPHONE
An Air Link microphone is installed at the
First Officer's hand mike position and is
plugged into the PA jack. This is an
amplified, electric condenser microphone
designed to produce clear, articulate voice
transmissions. A built-in Dual Tone
Multi-Frequency (DTMF) keypad is
incorporated for dialing ground-based
Radio Dial-up Interface (RDI) systems
(including CHIDD and SAMC). It can
also be used for PA transmissions.
DTMF MICROPHONE
An Air Link microphone is installed at the
First Officer's hand mike position and is
plugged into the PA jack. This is an
amplified, electric condenser microphone
designed to produce clear, articulate voice
transmissions. A built-in Dual Tone
Multi-Frequency (DTMF) keypad is
incorporated for dialing ground-based
Radio Dial-up Interface (RDI) systems
(including CHIDD and SAMC). It can
also be used for PA transmissions.
Internationally, the microphone can be

used with HF radios (when installed) to
activate the CALSEL alert at some LDOC
Operations Centers and for HF transmissions.
Internationally, the microphone can be

used with HF radios (when installed) to
activate the CALSEL alert at some LDOC
Operations Centers and for HF transmissions.
23-86
JUN 97
23-86
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
CFDS - COM System Test & Report Pages
CFDS - COM System Test & Report Pages
MCDU MENU
< FMGC
< AIDS
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< AIDS
INST >
L/G >
NAV >
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
< PNEU
< APU
< AVIONICS STATUS

< AVIONICS STATUS

JUN 97
ENG >
TOILET >
< RETURN
SYSTEM REPORT/TEST
SYSTEM REPORT/TEST
COM
< PNEU
< APU
< LAST LEG REPORT

< LAST LEG ECAM REPORT
ENG >
TOILET >
< RETURN
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
CFDS MENU
CFDS MENU
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEG REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
23-87
JUN 97
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
23-87
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
CFDS - AMU Last Leg Report
CFDS - AMU Last Leg Report
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
AIS
LAST LEG REPORT FEB 25
< RETURN
PRINT *
LAST LEG
SYSTEM REPORT/TEST
AIS
< REPORT
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
PREVIOUS LEGS
< REPORT
< LRU IDENTIFICATION

< TEST
< RETURN
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
AIS
AIS
1/2
UTC ATA
CLASS
< REPORT

< TEST
< RETURN
AIS
1/2
UTC ATA
CLASS
0703 235112
ACP2 (2RN2)
0657 235112
ACP1 (2RN1)
0657 235112
ACP1 (2RN1)
< RETURN
< RETURN
PRINT *
PRINT *
0531 235112
ACP3 (2RN3 )
< RETURN
< RETURN
PRINT *
2/2
AIS
Note:
Check effectivity aircraft 01-13
may not have integrated AMU.
PRINT *
0531 235112
ACP3 (2RN3 )
< RETURN
PRINT *
23MCDU10
23MCDU10
23-88
AIS
PREVIOUS LEGS
0703 235112
ACP2 (2RN2)
2/2
AIS
Note:
Check effectivity aircraft 01-13
may not have integrated AMU.
LAST LEG
< REPORT
JUN 97
23-88
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
CFDS - AMU Previous Legs Report
CFDS - AMU Previous Legs Report
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
AIS
PREVIOUS LEGS REPORT
LAST LEG
SYSTEM REPORT/TEST
AIS
< REPORT
< REPORT

< TEST
< RETURN
PRINT *
< RETURN
LAST LEG
AIS
< REPORT
PREVIOUS LEGS
< REPORT

< TEST
< RETURN
AIS
1/2
XY-ABCD
LEG DATE UTC ATA CLASS
05 FEB16 1753 235112 1
ACP1 (2RN1)
31 NOV13 1543 235112
ACP2 (2RN2 )
< RETURN
PRINT *
PRINT *
< RETURN
PRINT *
2/2
AIS
XY-ABCD
43 OCT28 1927 235134 1
AMU (1RN)
< RETURN
PRINT *
PRINT *
23MCDU11
23MCDU11
JUN 97
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
2/2
AIS
XY-ABCD
43 OCT28 1927 235134 1
AMU (1RN)
< RETURN
COM
AIS
AIS
1/2
XY-ABCD
05 FEB16 1753 235112 1
ACP1 (2RN1)
31 NOV13 1543 235112
ACP2 (2RN2 )
< RETURN
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
PREVIOUS LEGS
23-89
JUN 97
23-89
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
CFDS - AMU LRU Identification
CFDS - AMU LRU Identification
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
LAST LEG
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
AIS
LRU IDENTIFICATION
1/3
SYSTEM REPORT/TEST
AIS
< REPORT
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
PREVIOUS LEGS
< REPORT

< TEST
< RETURN
AIS
LRU IDENTIFICATION
AMU
P/N:
ACP2
P/N:
ACP1
P/N:
ACP3
P/N:
ACP1
P/N:
PRINT *
< RETURN
AIS
LRU IDENTIFICATION
= DATA ACCORDING
TO THE SUPPLIER
< RETURN
PRINT *
PRINT *
AIS
< REPORT
PREVIOUS LEGS
< REPORT

< TEST
< RETURN
AIS
LRU IDENTIFICATION
ACP2
P/N:
ACP3
P/N:
< RETURN
= DATA ACCORDING
TO THE SUPPLIER
ACP5
P/N:
3/3
ACP4
P/N:
ACP5
P/N:
< RETURN
PRINT *
2/3
PRINT *
AIS
LRU IDENTIFICATION
PRINT *
23MCDU12
23MCDU12
23-90
1/3
3/3
ACP4
P/N:
< RETURN
LAST LEG
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
AIS
LRU IDENTIFICATION
2/3
AMU
P/N:
< RETURN
COM
JUN 97
23-90
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
CFDS - AMU Test
CFDS - AMU Test
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
SYSTEM REPORT/TEST
AIS
LAST LEG
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< REPORT
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
PREVIOUS LEGS
< REPORT

< TEST
< RETURN
COM
AIS
TEST
AIS
TEST
ATA
PRINT *
< TEST
< RETURN
AIS
TEST
ATA
CLASS
235134
AMU (1RN)
235112
ACP2 (2RN2)
< RETURN
AIS
TEST
3/3
TEST OK
< RETURN
PRINT *
PRINT *
3/3
CLASS
235134
AMU (1RN)
235112
ACP2 (2RN2)
< RETURN
PRINT *
23MCDU13
23MCDU13
JUN 97
TEST IN PROGRESS 20 S
TEST IN PROGRESS 20 S
< RETURN
PREVIOUS LEGS
< REPORT
AIS
TEST
AIS
TEST
TEST OK
AIS
LAST LEG
< REPORT
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
23-91
JUN 97
23-91
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
CFDS - RMP Last Leg Report
CFDS - RMP Last Leg Report
SYSTEM REPORT/TEST
COM
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
RMP - X
LAST LEG REPORT
SYSTEM REPORT/TEST
RMP - X

< TEST
< RETURN
GMT
ATA
RMP-X:NO DATA FROM RMP-X
23-13-13
1637
RMP-X:NO DATA
FROM FMGC-X
1636
22-83-34
NO FAULT
NEXT
PAGE
RMP - X
LAST LEG REPORT
RMP - X
LAST LEG REPORT
GMT
ATA
RMP-X:NO DATA FROM CFDIU
1700
31-32-34
< RETURN
PRINT *
< RETURN
RMP - X
LAST LEG REPORT
NO FAULT
PRINT *
23MCDU01
23MCDU01

< TEST
DATE: FEB 09
GMT
ATA
1700
31-32-34
DATE: FEB 09
23-92

PRINT *
< RETURN
NEXT
PAGE
< RETURN
RMP - X
< LAST LEG REPORT
DATE: FEB 09
PRINT *
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
RMP - X
LAST LEG REPORT
RMP - X
LAST LEG REPORT
DATE: FEB 09
GMT
ATA
23-13-13
1637
RMP-X:NO DATA
FROM FMGC-X
1636
22-83-34
COM
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< LAST LEG REPORT
JUN 97
23-92
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
CFDS - RMP Previous Legs Report
CFDS - RMP Previous Legs Report
SYSTEM REPORT/TEST
COM
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
SYSTEM REPORT/TEST
RMP - X

< TEST
< RETURN
1636

< TEST
< RETURN
22-83-34
NEXT
PAGE
RMP - X
RMP - X
XY-ABCD
LEG DATE GMT
ATA
1700 31-32-34
-01 MAR 02
XY-ABCD
LEG DATE GMT
ATA
1700 31-32-34
-01 MAR 02
< RETURN
PRINT *
PRINT *
23MCDU02
23MCDU02

PRINT *
< RETURN
NEXT
PAGE
JUN 97
1636
-01 MAR 02
22-83-34
PRINT *
< RETURN
RMP - X
< LAST LEG REPORT
XY-ABCD
LEG DATE GMT
ATA
-01 MAR 02
1637 23-13-13
RMP-X:NO DATA
FROM FMGC-X
XY-ABCD
LEG DATE GMT
ATA
-01 MAR 02
1637 23-13-13
RMP-X:NO DATA
FROM FMGC-X
-01 MAR 02
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
RMP - X
RMP - X
< RETURN
COM
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< LAST LEG REPORT
23-93
JUN 97
23-93
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
CFDS - RMP LRU Identification
CFDS - RMP LRU Identification
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
SYSTEM REPORT/TEST
RMP - X
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< LAST LEG REPORT
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >

< TEST
< RETURN
RMP - X
< LAST LEG REPORT
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >

< TEST
< RETURN
RMP - X
LRU IDENTIFICATION
RMP - X
LRU IDENTIFICATION

P/N:XXXXXXXXXXXX

P/N:XXXXXXXXXXXX
< RETURN
< RETURN
PRINT *
PRINT *
23MCDU03
23MCDU03
23-94
COM
JUN 97
23-94
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
CFDS - RMP Troubleshooting Data
CFDS - RMP Troubleshooting Data
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
SYSTEM REPORT/TEST
RMP - X
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< LAST LEG REPORT

< TEST
< RETURN
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
XXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXX
XXXXXAAAAAXXXXXXXAA
XXXXXAAAAAXXXXXXXAA
< RETURN
PRINT *
< RETURN
PRINT *
RMP - X
NO FAULT
NO FAULT
< RETURN
PRINT *
PRINT *
23MCDU04
23MCDU04

< TEST
RMP - X
< RETURN
JUN 97

RMP - X
RMP - X
< RETURN
RMP - X
< LAST LEG REPORT
23-95
JUN 97
23-95
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
CFDS - RMP Test
CFDS - RMP Test
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
SYSTEM REPORT/TEST
RMP - X
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< LAST LEG REPORT
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >

< TEST
< RETURN
COM
RMP - X
< LAST LEG REPORT
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >

< TEST
< RETURN
RMP - X
RMP - X
TEST
TEST
TEST IN PROGRESS
TEST IN PROGRESS
< RETURN
< RETURN
RMP-X:NO DATA
FMGC 1(2)
1636
< RETURN
TEST
DATE:FEB 06
GMT
ATA
RMP-X:NO DATA FROM RMPX
1637
23-13-13
TEST
TEST OK
RMP-X:NO DATA
FMGC 1(2)
1636
22-83-34
< RETURN
PRINT *
TEST
TEST OK
22-83-34
PRINT *
23MCDU05
23MCDU05
23-96
RMP - X
RMP - X
RMP - X
RMP - X
TEST
DATE:FEB 06
GMT
ATA
RMP-X:NO DATA FROM RMPX
1637
23-13-13
JUN 97
23-96
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
CFDS - CIDS: Last Leg Report - Troubleshooting Data
CFDS - CIDS: Last Leg Report - Troubleshooting Data
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
CIDS X (ACT.)
LAST LEG REPORT
NO FAILURE
< RETURN
PRINT *
CIDS X (ACT.)
XY-ABCD
LEG DATE UTC ATA
DEU-A 200 RH 20
-02 SEP 27 0620 23 73 46
< RETURN
PRINT *
SYSTEM REPORT/TEST
CIDS X (ACT.)
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< LAST LEG REPORT

TEST >
< CLASS 3 FAULTS
GND SCAN >
< RETURN
LEG DATE UTC N CODE

-00 OCT18 1800 1 2100 15
NO FAILURE
< RETURN
PRINT *
< RETURN
PRINT *
PRINT *
CIDS X (ACT.)
< LAST LEG REPORT
TEST >
< CLASS 3 FAULTS
GND SCAN >
< RETURN
CIDS X (ACT.)
LEG DATE UTC N CODE
-00 OCT18 1800 1 2100 15
< RETURN
PRINT *
CIDS X (ACT.)
LRU INDENT IFICATION
DIRECTOR
1: Z 010 H 0002110
2: Z 010 H 0002110
CAM
Z 050 H 0000157
LAYOUT 1 IN USE
CAM LAYOUT M-COUNT 000
P&T PANEL
Z 020 H 0001112
< RETURN
PRINT *
23MCDU15
23MCDU15
JUN 97
PRINT *
CIDS X (ACT.)
XY-ABCD
LEG DATE UTC ATA
DEU-A 200 RH 20
-02 SEP 27 0620 23 73 46
CIDS X (ACT.)
LRU INDENT IFICATION
DIRECTOR
1: Z 010 H 0002110
2: Z 010 H 0002110
CAM
Z 050 H 0000157
LAYOUT 1 IN USE
CAM LAYOUT M-COUNT 000
P&T PANEL
Z 020 H 0001112
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
CIDS X (ACT.)
LAST LEG REPORT
CIDS X (ACT.)
< RETURN
COM
23-97
JUN 97
23-97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
CFDS -CIDS Class 3 Results
CFDS -CIDS Class 3 Results
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
CIDS X (ACT.)
CLASS 3 FAULTS
ATA
23-73-20
SIGN LAMP FWD 03L,12R
< RETURN
SYSTEM REPORT/TEST
CIDS X (ACT.)
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< LAST LEG REPORT

TEST >
< CLASS 3 FAULTS
GND SCAN >
< RETURN
ATA
23-73-20
UTC
ATA
1803
23-73-46
DEU-A 200RH15
< RETURN
PRINT *
CIDS X (ACT.)
< LAST LEG REPORT
TEST >
< CLASS 3 FAULTS
GND SCAN >
< RETURN
CIDS X (ACT.)
GROUND SCAN
UTC
ATA
1803
23-73-46
DEU-A 200RH15
< RETURN
PRINT *
23MCDU14
23MCDU14
23-98
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
CIDS X (ACT.)
CLASS 3 FAULTS
CIDS X (ACT.)
GROUND SCAN
< RETURN
COM
JUN 97
23-98
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
CFDS - CIDS Test
CFDS - CIDS Test
SYSTEM REPORT/TEST
COM
SYSTEM REPORT/TEST
CIDS X (ACT.)
COM
CIDS X (ACT.)
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
< RETURN
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< DIRECTOR
CIDS X (ACT.)
TEST
< SIGN LAMPS
< DIRECTOR
CIDS X (ACT.)
TEST
< SIGN LAMPS
< CIDS BUS
< PAX CALL LAMPS
< CIDS BUS
< PAX CALL LAMPS
< DEU A
< AREA CALL PANELS
< DEU A
< AREA CALL PANELS
< DEU B
< VIDEO
< DEU B
< VIDEO
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
< LAST LEG REPORT

TEST >
< CLASS 3 FAULTS
CIDS X (ACT.)
TEST
GND SCAN >

< CLASS 3 FAULTS
GND SCAN >
< RETURN
CIDS X (ACT.)
TEST
< P & T PANEL
< P & T PANEL
< RETURN
< RETURN
< RETURN
NEXT
PAGE
< LAST LEG REPORT

TEST >
NEXT
PAGE
< RETURN
NEXT
PAGE
NEXT
PAGE
NEXT
PAGE
NEXT
PAGE
< CAM
CIDS X (ACT.)
TEST
< READING / WORK LIGHTS
< CAM
CIDS X (ACT.)
TEST
< READING / WORK LIGHTS
< FWD ATTND PANEL
< PES MUSIC
< FWD ATTND PANEL
< PES MUSIC
CIDS X (ACT.)
TEST
CIDS X (ACT.)
TEST
< AFT ATTND PANEL
< AFT ATTND PANEL
< ATTND INDICATION
< ATTND INDICATION
< RETURN
< RETURN
< RETURN
23MCDU16
23MCDU16
JUN 97
< RETURN
23-99
JUN 97
23-99
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
CFDS - VHF Last Leg Report
CFDS - VHF Last Leg Report
SYSTEM REPORT/TEST
COM
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
VHF - X
LAST LEG REPORT
DATE: FEB 23
SYSTEM REPORT/TEST
VHF - X

< TEST
< RETURN
DATE: FEB 23
GMT
ATA
CHEK VHF-X ANTENNA
CIRCUIT
23-12-11
1637
NO FAULT
PRINT *
< RETURN
PRINT *
< RETURN
PRINT *

< TEST
< RETURN
VHF - X
LAST LEG REPORT
DATE: FEB 23
NO FAULT
< RETURN
PRINT *
NEXT
PAGE
NEXT
PAGE
VHF - X
LAST LEG REPORT
VHF - X
LAST LEG REPORT
DATE: FEB 23
GMT
ATA
VHF-X:NO DATA FROM
CONTROL SOURCE
1715
23-XX-XX
VHF-X:NO DATA FROM CFDIU
(INTM)
1700
31-32-34
DATE: FEB 23
GMT
ATA
VHF-X:NO DATA FROM
CONTROL SOURCE
1715
23-XX-XX
(INTM)
1700
31-32-34
< RETURN
VHF - X
< LAST LEG REPORT
VHF - X TRANSCEIVER (INTM)

23-12-33
1636

23-12-33
1636
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
VHF - X
LAST LEG REPORT
VHF - X
LAST LEG REPORT
DATE: FEB 23
GMT
ATA
CHEK VHF-X ANTENNA
CIRCUIT
23-12-11
1637
COM
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< LAST LEG REPORT
< RETURN
PRINT *
23MCDU06
23MCDU06
23-100
PRINT *
JUN 97
23-100
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
CFDS - VHF Previous Legs Report
CFDS - VHF Previous Legs Report
SYSTEM REPORT/TEST
COM
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
SYSTEM REPORT/TEST
VHF - X
< LAST LEG REPORT
COM
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN

< TEST
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
XY - ABCD
GMT ATA
LEG DATE
CHEK VHF-X ANTENNA
CIRCUIT
-01 FEB 23
1637 23-12-11
XY - ABCD
GMT ATA
LEG DATE
CHEK VHF-X ANTENNA
CIRCUIT
-01 FEB 23
1637 23-12-11

-01 FEB 23
1636 23-12-33

-01 FEB 23
1636 23-12-33
VHF - X
VHF - X
XY - ABCD
LEG DATE
GMT ATA
VHF-X:NO DATA FROM
CONTROL SOURCE
-01 FEB 21
1500 23-XX-XX
(INTM)
-05 FEB19
1400 31-32-34
XY - ABCD
LEG DATE
GMT ATA
VHF-X:NO DATA FROM
CONTROL SOURCE
-01 FEB 21
1500 23-XX-XX
(INTM)
-05 FEB19
1400 31-32-34
< RETURN
PRINT *
PRINT *
23MCDU07
23MCDU07
< RETURN
NEXT
PAGE
NEXT
PAGE
JUN 97
< TEST
PRINT *
< RETURN
PRINT *
< RETURN

VHF - X
VHF - X
< RETURN
VHF - X
< LAST LEG REPORT
23-101
JUN 97
23-101
UNITED AIRLINES
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A318/A319/A320
COMMUNICATIONS
/A321
A319/A320
COMMUNICATIONS
CFDS - VHF LRU Identifications
CFDS - VHF LRU Identifications
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
SYSTEM REPORT/TEST
VHF - X
< LAST LEG REPORT
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN

< TEST
< RETURN
< RETURN
PRINT *

< TEST
< RETURN
PRINT *
23MCDU08
23MCDU08
VHF - X
< LAST LEG REPORT
TRANSCEIVER P/N
XXX-XXXX-XXX
TRANSCEIVER P/N
XXX-XXXX-XXX
23-102
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
VHF - X
LRU IDENTIFICATION
VHF - X
LRU IDENTIFICATION
< RETURN
COM
JUN 97
23-102
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
A319/A320
COMMUNICATIONS
CFDS - VHF Test
CFDS - VHF Test
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
SYSTEM REPORT/TEST
VHF - X
< LAST LEG REPORT
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN

< TEST
< RETURN
COM
VHF - X
< LAST LEG REPORT
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >

< TEST
< RETURN
VHF - X
TEST
VHF - X
TEST
TEST IN PROGRESS
TEST IN PROGRESS
< RETURN
< RETURN
< RETURN
PRINT *
VHF-X: NO DATA FROM

CONTROL SOURCE
CHECK VHF - X ANTENNA
CIRCUIT
VHF-X: TRANSCEIVER
VHF-X: NO DATA FROM CFDIU
TEST OK
< RETURN
< RETURN
PRINT *
PRINT *
TEST OK
< RETURN
PRINT *
23MCDU09
23MCDU09
JUN 97
VHF - X
TEST
VHF - X
TEST
VHF - X
TEST
VHF - X
TEST
VHF-X: NO DATA FROM
CONTROL SOURCE
CHECK VHF - X ANTENNA
CIRCUIT
VHF-X: TRANSCEIVER
VHF-X: NO DATA FROM CFDIU
23-103
JUN 97
23-103
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
23-104
A319/A320
COMMUNICATIONS
JUN 97
23-104
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Audio Management Components

JUN 97
A319/A320
COMMUNICATIONS

23-105
JUN 97
23-105
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
23-106
A319/A320
COMMUNICATIONS
JUN 97
23-106
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
VHF System
VHF System
JUN 97
A319/A320
COMMUNICATIONS
23-107
JUN 97
23-107
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
HF System
HF System
23-108
A319/A320
COMMUNICATIONS
JUN 97
23-108
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Service Interphone System

JUN 97
A319/A320
COMMUNICATIONS
23-109
JUN 97
23-109
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
23-110
A319/A320
COMMUNICATIONS
JUN 97
23-110
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Ground Crew Call System
Ground Crew Call System

JUN 97
A319/A320
COMMUNICATIONS
23-111
JUN 97
23-111
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMPONENT LOCATIONS
COMMUNICATIONS
COMPONENT LOCATIONS
ACARS Components
23-112
A319/A320
ACARS Components
JUN 97
23-112
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
ACARS Management Unit

JUN 97
A319/A320
COMMUNICATIONS
ACARS Management Unit

23-113
JUN 97
23-113
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cockpit Voice Recorder
Cockpit Voice Recorder
23-114
A319/A320
COMMUNICATIONS
JUN 97
23-114
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMPONENT LOCATIONS
COMMUNICATIONS
COMPONENT LOCATIONS
DEU A, DEU Mount, and CIDS Directors
DEU A, DEU Mount, and CIDS Directors

JUN 97
A319/A320
23-115
JUN 97
23-115
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMPONENT LOCATIONS
COMMUNICATIONS
COMPONENT LOCATIONS
DEU B, DEU Mount, and CIDS Directors
DEU B, DEU Mount, and CIDS Directors
23-116
A319/A320
JUN 97
23-116
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMPONENT LOCATIONS
COMMUNICATIONS
COMPONENT LOCATIONS
Forward Attendent Station and Flight Deck Handset.
Forward Attendent Station and Flight Deck Handset.

JUN 97
A319/A320
23-117
JUN 97
23-117
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMPONENT LOCATIONS
COMMUNICATIONS
COMPONENT LOCATIONS
Attendant Handsets, Call Panels, and Attendant Indication Panels
Attendant Handsets, Call Panels, and Attendant Indication Panels
23-118
A319/A320
JUN 97
23-118
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
EVAC
COMMAND
A319/A320
COMMUNICATIONS
EVAC
COMMAND
HORN SHUT OFF
HORN SHUT OFF
CAPT & PURS
EVAC
EVAC
ON
ON
WATER & WASTE
WATER & WASTE

IND
ON
WATER QTY
0
25
50
75
0
SYSTEM LAV A LAV D
INOP
INOP
INOP
SMOKE
LAV
RESET
IND
ON
WATER QTY
100
WASTE QTY
EVAC
EVAC
CMD
75
100
SYSTEM LAV A LAV D
INOP
INOP
INOP
CIDS
SMOKE
LAV
RESET
EVAC
EVAC
CMD
LAV F
INOP
CIDS
PNL
LIGHT CAUT
TEST
RESET
LIGHT
EVAC
EVAC
EMER
CMD
CMD
Evacuation Panel - Flight Deck, FAP and AAP Panels
Evacuation Panel - Flight Deck, FAP and AAP Panels
50
PNL
LIGHT CAUT
TEST
EMER
JUN 97
25
WASTE QTY
LAV F
INOP
RESET
LIGHT
CAPT & PURS
23-119
JUN 97
23-119
UNITED AIRLINES
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A318/A319/A320
COMMUNICATIONS
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COMPONENT LOCATIONS
COMPONENT LOCATIONS
23-120
A319/A320
COMMUNICATIONS
JUN 97
23-120
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
COMMUNICATIONS

23-121
JUN 97
23-121
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
23-122
A319/A320
COMMUNICATIONS
JUN 97
23-122
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
COMMUNICATIONS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
COMMUNICATIONS
23-123
JUN 97
23-123
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
TABLE OF CONTENTS
ELECTRICAL POWER
A319/A320
TABLE OF CONTENTS

GENERAL ...................................................................................................1
Normal Configuration Schematic (GEN 1 & 2 Operating) ..................3
Normal Configuration Ground Schematic (External Power) ................4
AC and DC GND/FLT Bus Schematic (MAINT BUS Switch to ON) 5
EMER GEN Operation Schematic ........................................................6
EMER GEN Operation Schematic (Not Running in Flight) ................7
EMER GEN Operation Schematic (Running in Flight) .......................8
EMER GEN Oper. (Not Running on Ground, Speed < 50 kts) ............9
Avionics Smoke Configuration Schematic ...........................................10
Circuit Breakers ....................................................................................12
Electrical System and Circuit Identification .........................................12
AC GENERATION ....................................................................................18
Integrated Drive Generator System ......................................................18
AC Main Generation .............................................................................23
Normal Configuration Schematic (GEN 1 & 2 Operating) ..................26
AC Auxiliary Generation ......................................................................28
AC Emergency Generation ...................................................................30
Avionics Smoke Configuration .............................................................35
AC Essential Generation Switching ......................................................37
Static Inverter ........................................................................................39
Static Inverter - Schematic Diagram .....................................................39
DC GENERATION ....................................................................................40
DC Main Generation (TR) ....................................................................40
DC Essential Bus Switching .................................................................42
TR Reset ................................................................................................44
Batteries ................................................................................................44
EXTERNAL POWER ................................................................................46
AC External Power Control (GPCU) ....................................................48
Ground Service .....................................................................................50
GALLEY SUPPLY .....................................................................................52
Galley Auto Shedding ...........................................................................52
REFUELING ON BATTERY ...................................................................53

GENERAL .................................................................................................. 1
Normal Configuration Schematic (GEN 1 & 2 Operating) .................. 3
Normal Configuration Ground Schematic (External Power) ............... 4
AC and DC GND/FLT Bus Schematic (MAINT BUS Switch to ON) 5
EMER GEN Operation Schematic ....................................................... 6
EMER GEN Operation Schematic (Not Running in Flight) ................ 7
EMER GEN Operation Schematic (Running in Flight) ....................... 8
EMER GEN Oper. (Not Running on Ground, Speed < 50 kts) ........... 9
Avionics Smoke Configuration Schematic .......................................... 10
Circuit Breakers .................................................................................... 12
Electrical System and Circuit Identification ......................................... 12
AC GENERATION .................................................................................... 18
Integrated Drive Generator System ...................................................... 18
AC Main Generation ............................................................................ 23
Normal Configuration Schematic (GEN 1 & 2 Operating) .................. 26
AC Auxiliary Generation ..................................................................... 28
AC Emergency Generation ................................................................... 30
Avionics Smoke Configuration ............................................................ 35
AC Essential Generation Switching ..................................................... 37
Static Inverter ....................................................................................... 39
Static Inverter - Schematic Diagram .................................................... 39
DC GENERATION .................................................................................... 40
DC Main Generation (TR) .................................................................... 40
DC Essential Bus Switching ................................................................. 42
TR Reset ............................................................................................... 44
Batteries ................................................................................................ 44
EXTERNAL POWER ................................................................................ 46
AC External Power Control (GPCU) ................................................... 48
Ground Service ..................................................................................... 50
GALLEY SUPPLY .................................................................................... 52
Galley Auto Shedding .......................................................................... 52
REFUELING ON BATTERY ................................................................... 53
JUN 97
JUN 97
24-i
24-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
ELECTRICAL POWER
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

Electrical Control Panel ............................................................................. 54
External Power Panel ................................................................................. 58
Emergency Electrical Power Control Panel ............................................. 59
Hydraulic Panel (RAT Manual On) ......................................................... 60
ECAM Electrical Page ............................................................................... 61
CFDS - Electrical Power System Report Test ........................................ 66
CFDS - AC GEN ......................................................................................... 67
CFDS - GCU EMER .................................................................................. 68
CFDS - BCL ................................................................................................ 69
CFDS - TR ................................................................................................... 70
COMPONENT LOCATIONS
Main Electrical Components ......................................................................... 71
Integrated Drive Generator ........................................................................... 72
AC Main Generation Sheet .......................................................................... 73
Fuel Cooled IDG Oil Cooler ........................................................................ 76
APU Generator .............................................................................................. 77
APU Generator Control Unit ........................................................................ 78
AC Auxiliary Generation .............................................................................. 79
Constant Speed Motor/Generator ................................................................. 80
AC Emergency Generation ........................................................................... 81
Static Inverter ............................................................................................... 83
DC Generation Components ......................................................................... 84
Main Transformer Rectifier .......................................................................... 85
Essential Transformer Rectifier .................................................................... 86
TR Push-Button Reset .................................................................................. 87
DC Essential and Normal Generation Switching ......................................... 88
Ground Power Control Unit (GPCU) ........................................................... 89
AC External Power ....................................................................................... 90
AC Ground Service Bus ............................................................................... 91
Galley Locations ........................................................................................... 92
Circuit Braker Panel 49VU .......................................................................... 93
Circuit Breaker Panel 105VU ....................................................................... 95
Circuit Breaker Panel 124-125VU ............................................................... 112
Circuit Breaker Panel 2000VU ..................................................................... 114

Electrical Control Panel ............................................................................. 54
External Power Panel ................................................................................. 58
Emergency Electrical Power Control Panel ............................................ 59
Hydraulic Panel (RAT Manual On) ......................................................... 60
ECAM Electrical Page ............................................................................... 61
CFDS - Electrical Power System Report Test ........................................ 66
CFDS - AC GEN ......................................................................................... 67
CFDS - GCU EMER .................................................................................. 68
CFDS - BCL ................................................................................................ 69
CFDS - TR ................................................................................................... 70
COMPONENT LOCATIONS
Main Electrical Components ......................................................................... 71
Integrated Drive Generator ........................................................................... 72
AC Main Generation Sheet .......................................................................... 73
Fuel Cooled IDG Oil Cooler ........................................................................ 76
APU Generator .............................................................................................. 77
APU Generator Control Unit ........................................................................ 78
AC Auxiliary Generation .............................................................................. 79
Constant Speed Motor/Generator ................................................................. 80
AC Emergency Generation .......................................................................... 81
Static Inverter ............................................................................................... 83
DC Generation Components ........................................................................ 84
Main Transformer Rectifier .......................................................................... 85
Essential Transformer Rectifier .................................................................... 86
TR Push-Button Reset .................................................................................. 87
DC Essential and Normal Generation Switching ......................................... 88
Ground Power Control Unit (GPCU) ........................................................... 89
AC External Power ....................................................................................... 90
AC Ground Service Bus ............................................................................... 91
Galley Locations ........................................................................................... 92
Circuit Braker Panel 49VU .......................................................................... 93
Circuit Breaker Panel 124-125VU ............................................................... 112
24-ii
24-ii
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321

GENERAL
The aircraft electrical system is supplied
by two engine driven generators regulated
in speed by integrated drives. Generator 1
is driven by engine 1 and Generator 2 is
driven by engine 2. Engine generator
characteristics are:
- 115 Volts AC,
- 400 Hertz,
- 90 KVA.
A third AC generator driven by the APU
can replace one or both main engine generators throughout the flight envelope.
APU generator characteristics are:
- 115 Volts AC,
- 400 Hertz,
- 90 KVA.
JUN 97
ELECTRICAL POWER
A319/A320

A ground external power connector can
supply all bus bars. External power characteristics are:
- 115 Volts AC,
- 400 Hertz,
- 90 KVA (minimum).
An AC emergency generator is driven by
the Ram Air Turbine hydraulic circuit. It
automatically provides emergency power
in case of failure of all main aircraft generators.
Emergency generator characteristics are:
- 115 Volts AC,
- 400 Hertz,
- 5 KVA.
24-1
GENERAL
The aircraft electrical system is supplied
by two engine driven generators regulated
in speed by integrated drives. Generator 1
is driven by engine 1 and Generator 2 is
driven by engine 2. Engine generator
characteristics are:
- 115 Volts AC,
- 400 Hertz,
- 90 KVA.
A third AC generator driven by the APU
can replace one or both main engine generators throughout the flight envelope.
APU generator characteristics are:
- 115 Volts AC,
- 400 Hertz,
- 90 KVA.
JUN 97
A ground external power connector can

supply all bus bars. External power characteristics are:
- 115 Volts AC,
- 400 Hertz,
- 90 KVA (minimum).
An AC emergency generator is driven by
the Ram Air Turbine hydraulic circuit. It
automatically provides emergency power
in case of failure of all main aircraft generators.
Emergency generator characteristics are:
- 115 Volts AC,
- 400 Hertz,
- 5 KVA.
24-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321

The AC transfer circuit enables AC buses
to be supplied by any generator or external
power source, via the Bus Tie Contactors
(BTCs).
The priorities for the different electrical
power sources and are as follow:
1.GEN 1 (2) on AC BUS 1 (2),
2.EXT PWR even with one engine generator still running,
3.APU generator,
4.The remaining engine generator.
Each engine generator supplies its related
AC BUS (1 or 2).
The AC ESS BUS is normally supplied by
AC BUS 1, or by AC BUS 2 if AC BUS 1
fails.
The AC ESS SHED BUS is supplied by
the AC ESS BUS.
A 115 Volt AC to 26 Volt AC single
phase autotransformer supplying a normal 26 Volts 400 Hertz sub-busbar is connected to each main busbar and to the
essential busbar.
DC generation is done by Transformer
Rectifiers 1 and 2 (TR 1 and TR 2).
Transformer Rectifiers characteristic are:
- 28 VDC,
- maximum output of 200 A.
The ESS Transformer Rectifier unit
replaces a faulty main TR to power the
DC ESS BUS or powers the DC ESS BUS
during emergency generator operations.
DC BUS 1 and DC BUS 2 are supplied by
their related Transformer Rectifier.
24-2
ELECTRICAL POWER
A319/A320

The DC BAT BUS is supplied by DC
BUS 1 or by DC BUS 2 if DC BUS 1
fails. Batteries can also supply the DC
BAT BUS.
The DC ESS BUS is supplied by the DC
BAT BUS. In an emergency, it is supplied either by BAT 2 or by the ESS
Transformer Rectifier.
The DC ESS SHED BUS is supplied by
the DC ESS BUS.
Two batteries can be connected to the DC
BAT BUS. Each battery has its own bus,
HOT BUS 1 and HOT BUS 2. They are
permanently supplied. Battery capacity is
23 Ah, nominal voltage is 24 VDC.
On batteries only, the static inverter connected to battery 1 supplies the AC STAT
INV BUS. Static inverter characteristics
are:
- 115 Volts,
- 400 Hertz.
AC and DC ground flight buses are normally supplied by the aircraft network, or
directly by the external power unit,
upstream of the External Power Contactor,
without energizing the whole aircraft network.
The main and secondary electrical circuits
of the galleys are supplied by AC BUS 1
and 2. The main electrical circuits are
shed in single generator operation.
This schematic shows normal flight configuration or normal ground configuration
with both engines and IDGs operating.
JUN 97
The AC transfer circuit enables AC buses

to be supplied by any generator or external
power source, via the Bus Tie Contactors
(BTCs).
The priorities for the different electrical
power sources and are as follow:
1.GEN 1 (2) on AC BUS 1 (2),
2.EXT PWR even with one engine generator still running,
3.APU generator,
4.The remaining engine generator.
Each engine generator supplies its related
AC BUS (1 or 2).
The AC ESS BUS is normally supplied by
AC BUS 1, or by AC BUS 2 if AC BUS 1
fails.
The AC ESS SHED BUS is supplied by
the AC ESS BUS.
A 115 Volt AC to 26 Volt AC single
phase autotransformer supplying a normal 26 Volts 400 Hertz sub-busbar is connected to each main busbar and to the
essential busbar.
DC generation is done by Transformer
Rectifiers 1 and 2 (TR 1 and TR 2).
Transformer Rectifiers characteristic are:
- 28 VDC,
- maximum output of 200 A.
The ESS Transformer Rectifier unit
replaces a faulty main TR to power the
DC ESS BUS or powers the DC ESS BUS
during emergency generator operations.
DC BUS 1 and DC BUS 2 are supplied by
their related Transformer Rectifier.
24-2
The DC BAT BUS is supplied by DC

BUS 1 or by DC BUS 2 if DC BUS 1
fails. Batteries can also supply the DC
BAT BUS.
The DC ESS BUS is supplied by the DC
BAT BUS. In an emergency, it is supplied either by BAT 2 or by the ESS
Transformer Rectifier.
The DC ESS SHED BUS is supplied by
the DC ESS BUS.
Two batteries can be connected to the DC
BAT BUS. Each battery has its own bus,
HOT BUS 1 and HOT BUS 2. They are
permanently supplied. Battery capacity is
23 Ah, nominal voltage is 24 VDC.
On batteries only, the static inverter connected to battery 1 supplies the AC STAT
INV BUS. Static inverter characteristics
are:
- 115 Volts,
- 400 Hertz.
AC and DC ground flight buses are normally supplied by the aircraft network, or
directly by the external power unit,
upstream of the External Power Contactor,
without energizing the whole aircraft network.
The main and secondary electrical circuits
of the galleys are supplied by AC BUS 1
and 2. The main electrical circuits are
shed in single generator operation.
This schematic shows normal flight configuration or normal ground configuration
with both engines and IDGs operating.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
ELECTRICAL POWER
A319/A320
ELECTRICAL POWER
NORMAL INFLIGHT CONDITION
interactive switching for DC distribution.

* Automatic
Refer to ECAM page diagrams.

* Automatic
DC BAT BUS
DC BAT BUS
BAT 1
DC TIE
CONT
BATTERY
CONT
FAULT
DC TIE
CONT
FAULT
OFF
DC ESS
TIE
OFF
BAT 1
STAT
INV
CONT
DC ESS BUS
AC STAT INV
26V
DC GND/FLT BUS
DC BUS 2
HOT BUS 2
DC ESS BUS
STAT
INV
RAT
MAN ON
&
EMER GEN
DC ESS SHED
AC STAT INV
26 VAC
TR1
TR2
26V
FAULT
TR2
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
AC GND/FLT BUS
EMER
GEN
OFF
MAINT BUS
SWITCH
AC ESS FEED
FAULT
AC BUS 1
OFF
ALTN
26 VAC
AC ESS FEED
FAULT
AC BUS 1
AC BUS 2
26 VAC
BUS TIE
26V
26V
A
U
T
O
ON
OFF
MAINT BUS
SWITCH
L&R
#1 FUEL
PUMPS
26 VAC
BUS TIE
AC GND/FLT BUS
AC ESS SHED
ON
26V
OFF
ALTN
26V
A
U
T
O
AC BUS 2
GEN 1 LINE
GEN 1 LINE
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
OFF
GEN 1
OFF
FAULT
OFF
GEN
1
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT PWR
EXT
PWR
CONT
AVAIL
FAULT
ON
OFF
ELECNORM
FAULT
GEN
1
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
2
APU
GEN
EXT
PWR
Normal Configuration Schematic (GEN 1 & 2 Operating)
GEN 1
OFF
GEN
2
APU
GEN
AC TIE BUS
GEN
LINE
CONT
GEN 2
EXT
PWR
JUN 97
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
AC TIE BUS
GEN
LINE
CONT
ELECNORM
STAT
INV
CONT
*
FAULT
EMER
GEN
AC ESS SHED
26 VAC
BAT 2
HOT BUS 1
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
DC ESS
TIE
OFF
RAT
MAN ON
&
EMER GEN
DC ESS SHED
L&R
#1 FUEL
PUMPS
OFF
DC BUS 1
DC BUS 2
DC TIE
CONT
FAULT
BAT 1
STAT
INV
26 VAC
BAT 2
BATTERY
CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
TR1
DC TIE
CONT
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
24-3
JUN 97
24-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER
This schematic shows operation on the

ground with external power connected and
selected on. The APU generator can also
supply power on the ground. When the
APU generator supplies power, the EXT
PWR CONT is open and the APU GEN
CONT is closed.
NOTE: EXT PWR is connected. The

APU generator can also supply power
but external power has priority.
This schematic shows operation on the

ground with external power connected and
selected on. The APU generator can also
supply power on the ground. When the
APU generator supplies power, the EXT
PWR CONT is open and the APU GEN
CONT is closed.
GROUND CONDITION
GROUND CONDITION

* Automatic

* Automatic
DC BAT BUS
DC BAT BUS
BAT 1
DC TIE
CONT
BATTERY
CONT
DC TIE
CONT
FAULT
OFF
DC ESS
TIE
OFF
BAT 1
STAT
INV
CONT
26V
STAT
INV
CONT
HOT BUS 1
26V
AC ESS BUS
CONTACT
AC ESS BUS
FAULT
TR2
ESS
TR
EMER
GEN
AC GND/FLT BUS
AC ESS SHED
ON
ON
OFF
MAINT BUS
SWITCH
AC ESS FEED
BUS TIE
26V
FAULT
AC BUS 1
OFF
ALTN
A
U
T
O
26 VAC
26V
26V
AC ESS FEED
AC BUS 1
AC BUS 2
OFF
ALTN
GEN
1
ELECGRND
FAULT
OFF
SMOKE
BUS
TIE
CONT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
AC TIE BUS
ON
OFF
GEN
LINE
CONT
GEN
1
ELECGRND
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
2
APU
GEN
EXT
PWR
Normal Configuration Ground Schematic (External Power)
Normal Configuration Ground Schematic (External Power)
GEN 1
FAULT
OFF
GEN
2
APU
GEN
EXT
PWR
24-4
AC BUS 2
BUS
TIE
CONT
AC TIE BUS
APU GEN
APU
GEN
CONT
26V
A
U
T
O
GEN 1 LINE
BUS
TIE
CONT
GEN 1
26 VAC
BUS TIE
FAULT
BUS
TIE
CONT
OFF
OFF
MAINT BUS
SWITCH
L&R
#1 FUEL
PUMPS
26 VAC
GEN 1 LINE
OFF
RAT
MAN ON
&
EMER GEN
AC STAT INV
26 VAC
TR1
TR2
AC GND/FLT BUS
26 VAC
FAULT
DC ESS BUS
EMER
GEN
AC ESS SHED
GEN
LINE
CONT
DC BUS 2
HOT BUS 2
DC ESS SHED
FAULT
*
DC GND/FLT BUS
STAT
INV
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
DC TIE
CONT
BAT 2
RAT
MAN ON
&
EMER GEN
AC STAT INV
DC ESS
TIE
OFF
DC ESS SHED
SMOKE
OFF
DC BUS 1
DC BUS 2
DC ESS BUS
L&R
#1 FUEL
PUMPS
FAULT
BAT 1
STAT
INV
26 VAC
BAT 2
BATTERY
CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
TR1
DC TIE
CONT
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
FAULT
NOTE: EXT PWR is connected. The

APU generator can also supply power
but external power has priority.
JUN 97
24-4
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
A319/A320
ELECTRICAL POWER
For ground service only, the AC and DC

ground/flight buses can be supplied
directly from external power. It is not
necessary to power other systems.
For ground service only, the MAINT BUS

switch (ceiling of forward galley on panel
2000VU) is selected to ON. External
Power needs to be connected and available
(EXT PWR green AVAIL light is illuminated on overhead panel 35VU).
For ground service only, the AC and DC

ground/flight buses can be supplied
directly from external power. It is not
necessary to power other systems.
For ground service only, the MAINT BUS

switch (ceiling of forward galley on panel
2000VU) is selected to ON. External
Power needs to be connected and available
(EXT PWR green AVAIL light is illuminated on overhead panel 35VU).
DC GND/FLT BUS
DC GND/FLT BUS
DC BUS 2
DC BUS 2
TR2
TR2
AC GND/FLT BUS
MAINT BUS ON
NO TR2 OVHT
NO TR2 OVHT
OFF
MAINT BUS
SWITCH
A/C NETWORK
NOT SUPPLIED
AC GND/FLT BUS
MAINT BUS ON
ON
AND
ON
AND
OFF
MAINT BUS
SWITCH
A/C NETWORK
NOT SUPPLIED
BUS TIE
BUS TIE
AC BUS 1
OFF
A
U
T
O
AC BUS 1
AC BUS 2
GEN 1
FAULT
OFF
GEN
1
GNDFLT
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
LINE
CONT
BUS
TIE
CONT
GEN
1
GNDFLT
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
2
APU
GEN
EXT
PWR
AC and DC GND/FLT Bus Schematic (MAINT BUS Switch to ON)
AC and DC GND/FLT Bus Schematic (MAINT BUS Switch to ON)
GEN 1
FAULT
OFF
GEN
2
APU
GEN
EXT
PWR
JUN 97
AC BUS 2
AC TIE BUS
AC TIE BUS
GEN
LINE
CONT
A
U
T
O
BUS
TIE
CONT
BUS
TIE
CONT
BUS
TIE
CONT
OFF
24-5
JUN 97
24-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321

A Ram Air Turbine (RAT) and Constant
Speed Motor/Generator (CSM/G) are provided for emergency electrical power.
The emergency generator (CSM/G) can be
operated on the ground through the EMER
GEN TEST switch (overhead EMER
ELEC PWR panel). The RAT can be
deployed by the RAT & EMER GEN
MAN ON switch (overhead EMER ELEC
PWR panel) or the RAT MAN ON switch
(overhead HYD panel).
ELECTRICAL POWER
In flight, in case of total loss of all the

main generators, and before the CSM/G
connects, batteries 1 and 2 supply the AC
(through static inverter) and DC essential
buses. This is a transient configuration,
during RAT extension or if the CSM/G is
not available.
A Ram Air Turbine (RAT) and Constant

Speed Motor/Generator (CSM/G) are provided for emergency electrical power.
The emergency generator (CSM/G) can be
operated on the ground through the EMER
GEN TEST switch (overhead EMER
ELEC PWR panel). The RAT can be
deployed by the RAT & EMER GEN
MAN ON switch (overhead EMER ELEC
PWR panel) or the RAT MAN ON switch
(overhead HYD panel).
In flight, in case of total loss of all the

main generators, and before the CSM/G
connects, batteries 1 and 2 supply the AC
(through static inverter) and DC essential
buses. This is a transient configuration,
during RAT extension or if the CSM/G is
not available.
EMER GEN Operation Schematic Sheet 1
EMER GEN Operation Schematic Sheet 1
24-6
A319/A320
JUN 97
24-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
ELECTRICAL POWER
A319/A320
ELECTRICAL POWER
EMERGENCY GEN NOT RUNNING IN FLIGHT
EMERGENCY GEN NOT RUNNING IN FLIGHT
* Automatic interactive switching for DC distribution.
DC BAT BUS
DC BAT BUS
BAT 1
DC TIE
CONT
BAT 2
BATTERY
CONT
FAULT
DC TIE
CONT
FAULT
OFF
DC ESS
TIE
OFF
BAT 1
STAT
INV
CONT
DC BUS 2
DC ESS BUS
AC STAT INV
26V
AC ESS BUS
CONTACT
FAULT
FAULT
AC BUS 1
OFF
ALTN
OFF
EMERGEN
GEN
1
FAULT
OFF
26 VAC
AC ESS FEED
EXT PWR
GEN 2
AVAIL
FAULT
BUS TIE
OFF
ALTN
ON
OFF
26V
A
U
T
O
AC BUS 2
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
AC TIE BUS
GEN
LINE
CONT
GEN 1
FAULT
OFF
GEN
2
APU
GEN
26 VAC
GEN 1 LINE
EMERGEN
GEN
1
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
2
APU
GEN
EXT
PWR
EMER GEN Operation Schematic (Not Running in Flight) Sheet 2
ON
OFF
MAINT BUS
SWITCH
L&R
#1 FUEL
PUMPS
EXT
PWR
JUN 97
EMER
GEN
OFF
EXT
PWR
CONT
FAULT
TR2
AC GND/FLT BUS
FAULT
APU GEN
APU
GEN
CONT
AC ESS BUS
CONTACT
AC BUS 1
BUS
TIE
CONT
GEN 1
FAULT
RAT
MAN ON
&
EMER GEN
ESS
TR
26V
AC TIE BUS
GEN
LINE
CONT
AC ESS SHED
AC BUS 2
BUS
TIE
CONT
OFF
DC ESS BUS
AC ESS BUS
26V
GEN 1 LINE
SMOKE
DC BUS 2
26V
26 VAC
A
U
T
O
HOT BUS 2
AC STAT INV
26 VAC
TR1
ON
26V
STAT
INV
CONT
DC ESS SHED
TR2
*
DC GND/FLT BUS
STAT
INV
AC GND/FLT BUS
BUS TIE
BAT 2
HOT BUS 1
EMER
GEN
AC ESS FEED
DC ESS
TIE
OFF
OFF
MAINT BUS
SWITCH
26 VAC
DC TIE
CONT
FAULT
OFF
DC BUS 1
ESS
TR
AC ESS SHED
L&R
#1 FUEL
PUMPS
RAT
MAN ON
&
EMER GEN
DC ESS SHED
AC ESS BUS
BAT 2
BATTERY
CONT
FAULT
BAT 1
STAT
INV
26 VAC
DC TIE
CONT
DC GND/FLT BUS
HOT BUS 2
TR1
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
EMER GEN Operation Schematic (Not Running in Flight) Sheet 2

24-7
JUN 97
24-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER
EMERGENCY GEN RUNNING IN FLIGHT

DC BAT BUS
DC BAT BUS
BAT 1
DC TIE
CONT
BATTERY
CONT
FAULT
DC TIE
CONT
FAULT
OFF
DC ESS
TIE
OFF
BAT 1
STAT
INV
CONT
DC BUS 2
DC ESS BUS
AC STAT INV
26V
DC ESS
TIE
OFF
DC TIE
CONT
STAT
INV
CONT
DC GND/FLT BUS
HOT BUS 2
DC BUS 2
DC ESS BUS
*
STAT
INV
RAT
MAN ON
&
EMER GEN
DC ESS SHED
FAULT
AC STAT INV
26 VAC
TR1
TR2
26V
AC ESS BUS
CONTACT
AC ESS BUS
FAULT
TR2
ESS
TR
EMER
GEN
EMER
GEN
AC GND/FLT BUS
AC ESS SHED
ON
26 VAC
AC ESS FEED
26V
FAULT
AC BUS 1
OFF
ALTN
26 VAC
AC ESS FEED
FAULT
AC BUS 1
AC BUS 2
26 VAC
BUS TIE
26V
26V
A
U
T
O
ON
OFF
MAINT BUS
SWITCH
L&R
#1 FUEL
PUMPS
26 VAC
BUS TIE
AC GND/FLT BUS
AC ESS SHED
OFF
MAINT BUS
SWITCH
OFF
ALTN
26V
A
U
T
O
AC BUS 2
GEN 1 LINE
GEN 1 LINE
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
OFF
GEN 1
FAULT
OFF
OFF
APU GEN
APU
GEN
CONT
GEN
1
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
EMERGEN1
GEN
1
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
2
APU
GEN
EXT
PWR
EMER GEN Operation Schematic (Running in Flight) Sheet 3
EMER GEN Operation Schematic (Running in Flight) Sheet 3
GEN 1
FAULT
OFF
GEN
2
APU
GEN
AC TIE BUS
GEN
LINE
CONT
EXT
PWR
24-8
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
AC TIE BUS
GEN
LINE
CONT
BAT 2
HOT BUS 1
DC BUS 1
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
EMERGEN1
OFF
RAT
MAN ON
&
EMER GEN
DC ESS SHED
L&R
#1 FUEL
PUMPS
FAULT
BAT 1
STAT
INV
26 VAC
BAT 2
BATTERY
CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
TR1
DC TIE
CONT
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
JUN 97
24-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
ELECTRICAL POWER
A319/A320
ELECTRICAL POWER
EMERGENCY GEN NOT RUNNING ON THE GROUND < 50kts
EMERGENCY GEN NOT RUNNING ON THE GROUND < 50kts

DC BAT BUS
DC BAT BUS
BAT 1
DC TIE
CONT
BATTERY
CONT
FAULT
DC TIE
CONT
FAULT
OFF
DC ESS
TIE
OFF
BAT 1
STAT
INV
CONT
DC BUS 2
DC ESS BUS
AC STAT INV
26V
DC GND/FLT BUS
HOT BUS 2
DC BUS 2
DC ESS BUS
STAT
INV
RAT
MAN ON
&
EMER GEN
DC ESS SHED
AC STAT INV
26 VAC
TR1
TR2
26V
FAULT
TR2
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
AC GND/FLT BUS
EMER
GEN
OFF
MAINT BUS
SWITCH
AC ESS FEED
FAULT
AC BUS 1
OFF
ALTN
26 VAC
AC ESS FEED
FAULT
AC BUS 1
AC BUS 2
26 VAC
BUS TIE
26V
26V
A
U
T
O
ON
OFF
MAINT BUS
SWITCH
L&R
#1 FUEL
PUMPS
26 VAC
BUS TIE
AC GND/FLT BUS
AC ESS SHED
ON
26V
OFF
ALTN
26V
A
U
T
O
AC BUS 2
GEN 1 LINE
GEN 1 LINE
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
OFF
GEN 1
OFF
FAULT
OFF
GEN
1
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT PWR
EXT
PWR
CONT
AVAIL
FAULT
ON
OFF
EMERGEN2
FAULT
GEN
1
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
2
APU
GEN
EXT
PWR
EMER GEN Operation Schem. (Not Running on Ground, Speed < 50 kts Sheet 4)
GEN 1
OFF
GEN
2
APU
GEN
AC TIE BUS
GEN
LINE
CONT
GEN 2
EXT
PWR
JUN 97
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
AC TIE BUS
GEN
LINE
CONT
EMERGEN2
STAT
INV
CONT
*
FAULT
EMER
GEN
AC ESS SHED
26 VAC
BAT 2
HOT BUS 1
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
DC ESS
TIE
OFF
RAT
MAN ON
&
EMER GEN
DC ESS SHED
L&R
#1 FUEL
PUMPS
OFF
DC BUS 1
DC TIE
CONT
FAULT
BAT 1
STAT
INV
26 VAC
BAT 2
BATTERY
CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
TR1
DC TIE
CONT
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
24-9
EMER GEN Operation Schem. (Not Running on Ground, Speed < 50 kts Sheet 4)
JUN 97
24-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER
On UAL aircraft, the avionics compartment is inaccessible in flight and has no

fire protection system.. If smoke is
detected, the GEN 1 LINE amber
SMOKE light illuminates on the overhead
EMER ELEC PWR panel.
If the smoke does not dissipate after isolating possible faulty equipment, UAL
procedure is to select GEN 1 LINE to
OFF. This isolates GEN 1 by opening the
#1 GEN LINE CONT.
At the same time the GEN 1 LINE

SMOKE contactor closes and GEN 1 is
now connected to the number 1 left and
right wing fuel pumps. This ensures that
both engines will have an uninterrupted
supply of fuel.
The EMER GEN is selected on, and GEN
2 and the APU generator will be switched
off.
At the same time the GEN 1 LINE

SMOKE contactor closes and GEN 1 is
now connected to the number 1 left and
right wing fuel pumps. This ensures that
both engines will have an uninterrupted
supply of fuel.
The EMER GEN is selected on, and GEN
2 and the APU generator will be switched
off.
On UAL aircraft, the avionics compartment is inaccessible in flight and has no

fire protection system.. If smoke is
detected, the GEN 1 LINE amber
SMOKE light illuminates on the overhead
EMER ELEC PWR panel.
If the smoke does not dissipate after isolating possible faulty equipment, UAL
procedure is to select GEN 1 LINE to
OFF. This isolates GEN 1 by opening the
#1 GEN LINE CONT.
NOTE: GEN ONE 1 SMOKE has been

manually selected to ON. RAT &
EMER GEN power has been manually
selected to MAN ON. The Ram Air
Turbine and the emergency generator
(CSM/G) are operating.
NOTE: GEN ONE 1 SMOKE has been

manually selected to ON. RAT &
EMER GEN power has been manually
selected to MAN ON. The Ram Air
Turbine and the emergency generator
(CSM/G) are operating.

DC BAT BUS
DC BAT BUS
BAT 1
DC TIE
CONT
BATTERY
CONT
FAULT
DC TIE
CONT
FAULT
OFF
DC ESS
TIE
OFF
BAT 1
STAT
INV
CONT
DC BUS 2
DC ESS BUS
AC STAT INV
26V
STAT
INV
CONT
DC GND/FLT BUS
HOT BUS 2
DC BUS 2
DC ESS BUS
*
STAT
INV
RAT
MAN ON
&
EMER GEN
DC ESS SHED
FAULT
AC STAT INV
26 VAC
TR1
TR2
26V
FAULT
TR2
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
AC GND/FLT BUS
EMER
GEN
26 VAC
AC ESS FEED
26V
FAULT
AC BUS 1
OFF
ALTN
26 VAC
AC ESS FEED
FAULT
AC BUS 1
AC BUS 2
26 VAC
BUS TIE
26V
26V
A
U
T
O
ON
OFF
MAINT BUS
SWITCH
L&R
#1 FUEL
PUMPS
26 VAC
BUS TIE
AC GND/FLT BUS
AC ESS SHED
ON
OFF
MAINT BUS
SWITCH
OFF
ALTN
26V
A
U
T
O
AC BUS 2
GEN 1 LINE
GEN 1 LINE
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
OFF
GEN 1
OFF
FAULT
OFF
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT PWR
EXT
PWR
CONT
FAULT
ON
OFF
EMERGEN3
GEN
1
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
2
APU
GEN
EXT
PWR
Avionics Smoke Configuration Schematic
Avionics Smoke Configuration Schematic
GEN 1
FAULT
OFF
GEN
2
EXT
PWR
24-10
AC TIE BUS
GEN
LINE
CONT
GEN 2
AVAIL
APU
GEN
GEN
1
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
AC TIE BUS
GEN
LINE
CONT
EMER
GEN
AC ESS SHED
EMERGEN3
BAT 2
HOT BUS 1
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
DC ESS
TIE
OFF
RAT
MAN ON
&
EMER GEN
DC ESS SHED
L&R
#1 FUEL
PUMPS
OFF
DC BUS 1
DC TIE
CONT
FAULT
BAT 1
STAT
INV
26 VAC
BAT 2
BATTERY
CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
TR1
DC TIE
CONT
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
JUN 97
24-10
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321

Circuit Breakers
Two types of C/Bs are used by Airbus:
- monitored C/Bs (green),
- and non monitored C/Bs (black).
When a monitored C/B is pulled or tripped
for more than 1 minute, an ECAM message C/B TRIPPED is generated.
Yellow rings on C/Bs indicate that these
C/Bs should be pulled in flight when
operating on batteries only.
Red caps are installed on wing tip brake
C/Bs to indicate that they should not be
reset in flight.
NOTE: For flight operations, ground
operations, and on parked or overnight
aircraft, all circuit breakers are normally in.
Electrical System and
Circuit Identification
An alpha numeric Functional Identification Number (FIN) is used to identify systems, circuits and components.
For systems, the first letter of the reference code is used for system identification. A system is a set of circuits which
fulfills a main function. All components
not specifically related to a circuit are
identified by the letter V. The second letter defines the type of component.
For circuits, the second letter of the reference code is used for circuit identification
within the system. A circuit is a series of
components with or without wiring, serving a specific function in a given system.
All components not specifically related to
a circuit are identified by the letter V. The
second letter defines the type of component.
24-12
ELECTRICAL POWER
A319/A320

Mechanical and electrical/electro-mechanical component have been differentiated
by using the letter M in place of the second circuit letter for real mechanical
equipment.
NOTE: Chapter 00 of the A320 Wiring
Diagram Manual contains a list of one
and two letter codes for system and circuit identification.
For component identification, the four
numeric characters, in front of the circuit
identification, identify the component
within the circuit.
For electrical components, the reference
numbers are from 1 to 999.
Purely mechanical components are referenced from 5000 to 7999.
Four supplementary characters are used to
identify symmetrical or multiple installations.
Example: 1CC1 for FAC 1, 1CC2 for
FAC 2.
The main bus bars are identified using:
- a sequence number,
- letters XP for AC BUS BARS and PP for
DC BUS BARS,
- a phase letter (when applicable).
The first number (1,2, or 3...) indicates the
bus bar number.
The letters (XP or PP) indicate the corresponding power form (alternating current
or direct current). Following are examples:
- 1 XP is the main alternating current bus
bar 1,
- 1 PP is the main direct current bus bar 1,
- 1 XP-A is the main alternating current
bus bar 1 phase A,
- 6 PP is the direct current service bus bar.
JUN 97
Circuit Breakers
Two types of C/Bs are used by Airbus:
- monitored C/Bs (green),
- and non monitored C/Bs (black).
When a monitored C/B is pulled or tripped
for more than 1 minute, an ECAM message C/B TRIPPED is generated.
Yellow rings on C/Bs indicate that these
C/Bs should be pulled in flight when
operating on batteries only.
Red caps are installed on wing tip brake
C/Bs to indicate that they should not be
reset in flight.
NOTE: For flight operations, ground
operations, and on parked or overnight
aircraft, all circuit breakers are normally in.
Electrical System and
Circuit Identification
An alpha numeric Functional Identification Number (FIN) is used to identify systems, circuits and components.
For systems, the first letter of the reference code is used for system identification. A system is a set of circuits which
fulfills a main function. All components
not specifically related to a circuit are
identified by the letter V. The second letter defines the type of component.
For circuits, the second letter of the reference code is used for circuit identification
within the system. A circuit is a series of
components with or without wiring, serving a specific function in a given system.
All components not specifically related to
a circuit are identified by the letter V. The
second letter defines the type of component.
24-12
Mechanical and electrical/electro-mechanical component have been differentiated

by using the letter M in place of the second circuit letter for real mechanical
equipment.
NOTE: Chapter 00 of the A320 Wiring
Diagram Manual contains a list of one
and two letter codes for system and circuit identification.
For component identification, the four
numeric characters, in front of the circuit
identification, identify the component
within the circuit.
For electrical components, the reference
numbers are from 1 to 999.
Purely mechanical components are referenced from 5000 to 7999.
Four supplementary characters are used to
identify symmetrical or multiple installations.
Example: 1CC1 for FAC 1, 1CC2 for
FAC 2.
The main bus bars are identified using:
- a sequence number,
- letters XP for AC BUS BARS and PP for
DC BUS BARS,
- a phase letter (when applicable).
The first number (1,2, or 3...) indicates the
bus bar number.
The letters (XP or PP) indicate the corresponding power form (alternating current
or direct current). Following are examples:
- 1 XP is the main alternating current bus
bar 1,
- 1 PP is the main direct current bus bar 1,
- 1 XP-A is the main alternating current
bus bar 1 phase A,
- 6 PP is the direct current service bus bar.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321

The sub-bus bars are identified in the same
way as the main bus bar, but with three
identification numbers:
- the first is identical to the number of the
corresponding main bus bar,
- the two following numbers are the subbus bar numbers.
Examples:
- 401 XP is the first sub-bus bar of the AC
ESS BUS,
- 601 PP is the first sub-bus bar of the
SERVICE BUS.
ELECTRICAL POWER
It should be noted that for the AC network, the thirties are used for the 26 VAC
400 Hz distribution.
Examples:
- 103 XP and 131 XP are sub-bus bars of
the main bus bar 1XP,
- 131 XP can be further identified (30
series) as the 26 VAC 400 Hz
distribution sub-bus bar.
The sub-bus bars are identified in the same

way as the main bus bar, but with three
identification numbers:
- the first is identical to the number of the
corresponding main bus bar,
- the two following numbers are the subbus bar numbers.
Examples:
- 401 XP is the first sub-bus bar of the AC
ESS BUS,
- 601 PP is the first sub-bus bar of the
SERVICE BUS.
Electrical System and Circuit Identification
JUN 97
A319/A320
It should be noted that for the AC network, the thirties are used for the 26 VAC
400 Hz distribution.
Examples:
- 103 XP and 131 XP are sub-bus bars of
the main bus bar 1XP,
- 131 XP can be further identified (30
series) as the 26 VAC 400 Hz
distribution sub-bus bar.
Electrical System and Circuit Identification

24-13
JUN 97
24-13
UNITED AIRLINES
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A318/A319/A320
ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER
ARINC 429 buses are numbered from

7000 to 7999 with the ATA 100 prefix of
the corresponding system.
An ARINC 429 BUS shielded cable consists of two wires; one colored in blue and
one colored in red.
ARINC 429 buses are numbered from

7000 to 7999 with the ATA 100 prefix of
the corresponding system.
An ARINC 429 BUS shielded cable consists of two wires; one colored in blue and
one colored in red.
ARINC Bus Identification
ARINC Bus Identification
24-14
JUN 97
24-14
JUN 97
UNITED AIRLINES
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A318/
ELECTRICAL POWER
A319/A320 /A321

Some circuit breakers do not have their
supply on the bus bars of the aircraft distribution network. They are directly connected to the power source.
In schematic representations, this supply
appears as a virtual bus bar.
A virtual bus bar is identified as follows:
- a channel number,
- the letters IW for virtual bus bars
followed by XP for AC bus bars or PP
for DC bus bars.

Example:
- 1IWXP channel 1 of AC virtual bus bar,
- 1IWPP channel 1 of DC virtual bus bar.
Channel 1 consists of:
1XP-101XP-103XP-110XP-131XP
1PP-101PP-103PP
3PP-301PP
701PP-703PP
702PP-704PP
901XP
2XP-202XP-204XP-210XP-212XP
214XP-216XP-231XP
2PP-202PP-204PP-206PP-208PP
501PP-502PP
601PP-602PP
Channel 4 is the for essential channel and
it consists of:
401XP-431XP
801XP
401PP
801PP
Some circuit breakers do not have their

supply on the bus bars of the aircraft distribution network. They are directly connected to the power source.
In schematic representations, this supply
appears as a virtual bus bar.
A virtual bus bar is identified as follows:
- a channel number,
- the letters IW for virtual bus bars
followed by XP for AC bus bars or PP
for DC bus bars.
Virtual Bus Bar Identification
JUN 97
A319/A320
ELECTRICAL POWER
Example:
- 1IWXP channel 1 of AC virtual bus bar,
- 1IWPP channel 1 of DC virtual bus bar.
1XP-101XP-103XP-110XP-131XP
1PP-101PP-103PP
3PP-301PP
701PP-703PP
702PP-704PP
901XP
2XP-202XP-204XP-210XP-212XP
214XP-216XP-231XP
2PP-202PP-204PP-206PP-208PP
501PP-502PP
601PP-602PP
Channel 4 is the for essential channel and
it consists of:
401XP-431XP
801XP
401PP
801PP
Virtual Bus Bar Identification

24-15
JUN 97
24-15
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ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER
Connections to components are identified

by a FIN with a suffix letter (or two for
multiple connection parts) following the
circuit identification.
Connections to components are identified

by a FIN with a suffix letter (or two for
multiple connection parts) following the
circuit identification.
Connector Identification
Connector Identification
24-16
JUN 97
24-16
JUN 97
UNITED AIRLINES
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ELECTRICAL POWER
/A321

AC GENERATION
Two Integrated Drive Generators (IDGs)
normally supply the aircraft electrical
power in flight. Each engine drives one
generator. The APU drives a third, auxiliary, generator (APU GEN) which can
replace either main generator (GEN 1 or
GEN 2).
In normal flight configuration, each IDG
supplies its own distribution network via
its Generator Line Contactor (GLC). The
two IDGs are never electrically paralleled.
The distribution network 1 consists of:
- Alternating Current Bus 1 (AC BUS 1),
- Alternating Current Essential Bus (AC
ESS BUS),
- Alternating Current Sheddable Essential
Bus (AC SHED ESS BUS).
The distribution network 2 consists of
Alternating Current Bus 2 (AC BUS 2).
Integrated Drive Generator System
Each engine (HP rotor) drives its associated IDG through the accessory gearbox.
The IDG provides a 115/200 VAC, 3phase, 400 Hz, AC supply.
The IDG has two parts; the drive and the
generator. A hydromechanical constant
speed drive drives the AC generator at a
constant speed. The input shaft has a
shear neck. Its primary duty is to protect
the engine gearbox but it also serves as a
safeguard to the IDG.
The generator is comprised of three sections which are:
- a pilot exciter which has a 12 pole
permanent magnet generator,
- a main exciter,
- and a main alternator.
24-18
ELECTRICAL POWER
A319/A320

The generator is self flashing and self sufficient. The generator is designed for use
with an external voltage regulator forming
part of the Generator Control Unit (GCU).
The GCU rectifies the output of the pilot
exciter and regulates the excitation current
to the main exciter winding.
The generator characteristics are:
- 12,000 RPM,
- four poles,
- three stages,
- oil spray cooling.
The IDG system functions are:
- to supply the electrical output from the
IDG to the aircraft electrical network,
- to let the oil flow between the IDG and
the fuel-cooled IDG oil cooler,
- to cool the hot scavenge oil from the
IDG,
- to monitor the temperature of the oil in
the fuel-cooled IDG oil cooler.
JUN 97
AC GENERATION
Two Integrated Drive Generators (IDGs)
normally supply the aircraft electrical
power in flight. Each engine drives one
generator. The APU drives a third, auxiliary, generator (APU GEN) which can
replace either main generator (GEN 1 or
GEN 2).
In normal flight configuration, each IDG
supplies its own distribution network via
its Generator Line Contactor (GLC). The
two IDGs are never electrically paralleled.
The distribution network 1 consists of:
- Alternating Current Bus 1 (AC BUS 1),
- Alternating Current Essential Bus (AC
ESS BUS),
- Alternating Current Sheddable Essential
Bus (AC SHED ESS BUS).
The distribution network 2 consists of
Alternating Current Bus 2 (AC BUS 2).
Integrated Drive Generator System
Each engine (HP rotor) drives its associated IDG through the accessory gearbox.
The IDG provides a 115/200 VAC, 3phase, 400 Hz, AC supply.
The IDG has two parts; the drive and the
generator. A hydromechanical constant
speed drive drives the AC generator at a
constant speed. The input shaft has a
shear neck. Its primary duty is to protect
the engine gearbox but it also serves as a
safeguard to the IDG.
The generator is comprised of three sections which are:
- a pilot exciter which has a 12 pole
permanent magnet generator,
- a main exciter,
- and a main alternator.
24-18
The generator is self flashing and self sufficient. The generator is designed for use
with an external voltage regulator forming
part of the Generator Control Unit (GCU).
The GCU rectifies the output of the pilot
exciter and regulates the excitation current
to the main exciter winding.
The generator characteristics are:
- 12,000 RPM,
- four poles,
- three stages,
- oil spray cooling.
The IDG system functions are:
- to supply the electrical output from the
IDG to the aircraft electrical network,
- to let the oil flow between the IDG and
the fuel-cooled IDG oil cooler,
- to cool the hot scavenge oil from the
IDG,
- to monitor the temperature of the oil in
the fuel-cooled IDG oil cooler.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
Integrated Drive Generator

JUN 97
A319/A320
ELECTRICAL POWER
24-19
JUN 97
24-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321

The IDG oil cooling system consists of a
self-contained oil circuit and an IDG fuel/
oil heat exchanger.
A scavenge pump pumps the oil through
the oil filter and the IDG fuel/oil heat
exchanger. A charge pump provides regulated oil supply pressure to the users.
The engine fuel flow regulates the IDG oil
temperature through the fuel/oil heat
exchanger.

In cold conditions, due to the high oil viscosity, the oil pressure increases, the
cooler bypass valve opens; and oil runs in
the IDG internal circuit.
As the oil warms up, the cooler bypass
valve closes and the oil flows through the
fuel/oil heat exchanger.
A clogged filter indication is provided by
a local visual pop-out indicator.
In case of clogging indication, maintenance actions must be performed. When
the filter is clogged, the relief valve opens.
The IDG oil cooling system consists of a

self-contained oil circuit and an IDG fuel/
oil heat exchanger.
A scavenge pump pumps the oil through
the oil filter and the IDG fuel/oil heat
exchanger. A charge pump provides regulated oil supply pressure to the users.
The engine fuel flow regulates the IDG oil
temperature through the fuel/oil heat
exchanger.
In cold conditions, due to the high oil viscosity, the oil pressure increases, the
cooler bypass valve opens; and oil runs in
the IDG internal circuit.
As the oil warms up, the cooler bypass
valve closes and the oil flows through the
fuel/oil heat exchanger.
A clogged filter indication is provided by
a local visual pop-out indicator.
In case of clogging indication, maintenance actions must be performed. When
the filter is clogged, the relief valve opens.
IDG Cooling System
IDG Cooling System
24-20
A319/A320
ELECTRICAL POWER
JUN 97
24-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321

A quick fill coupling installed on the IDG
transmission casing enables pressure filling or topping off the unit with oil. The
oil thus introduced flows to the transmission via the scavenge filter and external
cooler circuit. This ensures the priming of
the external circuit and the filtration of any
oil introduced. An internal standpipe connected to an overflow drain ensures a correct quantity of oil. Motoring is not
necessary for oil level check or oil replenishment.

The IDG oil level is visible in a vertical
sight glass. Servicing is according to the
oil level position in the different color
zones (red, yellow, green) of the sight
glass assembly.
CAUTION: The IDG is very susceptible to damage from improper oil servicing. Overservicing or underservicing
will very quickly lead to severe IDG
damage once the IDG reaches operating
speed. Be sure to follow current servicing procedures.
A quick fill coupling installed on the IDG

transmission casing enables pressure filling or topping off the unit with oil. The
oil thus introduced flows to the transmission via the scavenge filter and external
cooler circuit. This ensures the priming of
the external circuit and the filtration of any
oil introduced. An internal standpipe connected to an overflow drain ensures a correct quantity of oil. Motoring is not
necessary for oil level check or oil replenishment.
IDG Oil Service

JUN 97
A319/A320
ELECTRICAL POWER
The IDG oil level is visible in a vertical

sight glass. Servicing is according to the
oil level position in the different color
zones (red, yellow, green) of the sight
glass assembly.
CAUTION: The IDG is very susceptible to damage from improper oil servicing. Overservicing or underservicing
will very quickly lead to severe IDG
damage once the IDG reaches operating
speed. Be sure to follow current servicing procedures.
IDG Oil Service

24-21
JUN 97
24-21
UNITED AIRLINES
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A318/A319/A320
ELECTRICAL POWER
/A321

Oil temperature sensors monitor IDG oilin and oil-out temperatures for overheat
detection and ECAM display (oil-out temperature). A pressure switch operates in
the event of a loss of charge oil pressure.
In both cases (overheat or loss of pressure), a warning is provided to the flight
deck.
When an overheat or loss of pressure fault
occurs, an amber FAULT appears in the
IDG switch on the overhead panel. A single chime is generated and the amber
MASTER CAUTION lights illuminate.
An amber message, ELEC IDG 1 or 2 OIL
LO PR (or ELEC IDG 1 or 2 OIL OVHT)
appears at the bottom of the upper ECAM
screen. This is a Class 1 Level 2 failure
message.
NOTE: When the oil temperature
reaches a predetermined value, an advisory mode is shown by ECAM. The
ELEC page is automatically displayed,
and the drifting parameter flashes.
ELECTRICAL POWER
To disconnect the IDG from the accessory

gearbox, the IDG push-button (overhead
ELEC panel) must be pressed.
NOTE: IDG disconnection is irreversible in flight. Connection of the system
is then possible only on the ground with
engines shut down.
NOTE: Do not press the IDG push-button for more than 3 seconds or damage
to the solenoid may occur.
NOTE: The IDG fault light goes out
when the failure signal is no longer
present (such as after a disconnect).
The GEN FAULT amber light illuminates when the IDG is disconnected.
CAUTION: Do not attempt an IDG
disconnect on a windmilling engine. If
oil pressure is present, a partial disconnect may occur. Damage to the disconnection mechanism would occur at
engine start.
A mechanical reset handle is fitted to the
IDG. The handle on the IDG is used to
reconnect the drive while the engine is
shut down and the aircraft is on the
ground.
Oil temperature sensors monitor IDG oilin and oil-out temperatures for overheat
detection and ECAM display (oil-out temperature). A pressure switch operates in
the event of a loss of charge oil pressure.
In both cases (overheat or loss of pressure), a warning is provided to the flight
deck.
When an overheat or loss of pressure fault
occurs, an amber FAULT appears in the
IDG switch on the overhead panel. A single chime is generated and the amber
MASTER CAUTION lights illuminate.
An amber message, ELEC IDG 1 or 2 OIL
LO PR (or ELEC IDG 1 or 2 OIL OVHT)
appears at the bottom of the upper ECAM
screen. This is a Class 1 Level 2 failure
message.
NOTE: When the oil temperature
reaches a predetermined value, an advisory mode is shown by ECAM. The
ELEC page is automatically displayed,
and the drifting parameter flashes.
To disconnect the IDG from the accessory

gearbox, the IDG push-button (overhead
ELEC panel) must be pressed.
NOTE: IDG disconnection is irreversible in flight. Connection of the system
is then possible only on the ground with
engines shut down.
NOTE: Do not press the IDG push-button for more than 3 seconds or damage
to the solenoid may occur.
NOTE: The IDG fault light goes out
when the failure signal is no longer
present (such as after a disconnect).
The GEN FAULT amber light illuminates when the IDG is disconnected.
CAUTION: Do not attempt an IDG
disconnect on a windmilling engine. If
oil pressure is present, a partial disconnect may occur. Damage to the disconnection mechanism would occur at
engine start.
A mechanical reset handle is fitted to the
IDG. The handle on the IDG is used to
reconnect the drive while the engine is
shut down and the aircraft is on the
ground.
IDG Disconnection and Reconnection
IDG Disconnection and Reconnection
24-22
A319/A320
JUN 97
24-22
JUN 97
UNITED AIRLINES
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A318/
ELECTRICAL POWER
A319/A320 /A321

AC Main Generation
The two engine generators provide the AC
main generation. The AC main generation
supplies the whole aircraft in normal flight
configuration.
When the two engines run in normal conditions, generator 1 and generator 2 supply
their own network. Generator 1 supplies
network 1, including:
- AC BUS 1,
- AC ESSENTIAL BUS,
- AC SHEDDABLE ESSENTIAL BUS.
Generator 2 supplies network 2, corresponding to AC BUS 2.
The transfer circuit is responsible for supplying either one or the two distribution
networks from any generation source:
- main (IDGs),
- auxiliary (APU GEN),
- or ground (EXT POWER).
Supply of the distribution networks is
accomplished by 2 Bus Tie Contactors
(BTCs).
BTC control is entirely automatic. It
depends on the availability of these
sources and the correct condition of each
network. BTC 1 closes if no interlock
condition exists on GCU 1 as in the following cases:
- when generator 1 is not available, in
order to supply network 1 from another
power source (generator 2, APU
generator or ground power unit),
- to supply network 2 from generator 1 in
case of non-availability of generator 2,
the APU generator, or the electrical
ground power unit.
Networks 1 and 2 are supplied in priority
order:
- by the corresponding generator,
- by the electrical ground power unit,
- by the APU generator,
- or by the other generator.
JUN 97
ELECTRICAL POWER
A319/A320

NOTE: BTC's 1 and 2 can be locked
out by pressing the BUS TIE push-button switch located on ELEC overhead
panel. This causes both channels to be
isolated.
The GEN 1 and GEN 2 push-button
switches, on panel 35VU on the overhead
panel, control generators 1 and 2 respectively via the Generator Control Unit
(GCU). The Electrical Generation Interface Units (EGIUs) transmit the main
parameters from the GCU and generators
to the ECAM system.
The Electrical Generation Interface Unit
processes parameters from a GCU and
then transmits the information to ECAM
via the System Data Acquisition Concentrators. There are two EGIUs. One is
associated with GCU 1 and the Generator
Control Unit (GPCU). The other is associated with GCU 2 and the APU GCU.
Generator 1, Generator 2, and the APU
Generator are monitored by Generator
Control Units (GCUs). The 3 GCUs are
identical and interchangeable. The GCU
functions (GCU 1, GCU 2, APU GCU) are
selected by pin programming.
The GCU has 4 different functions:
- voltage regulation,
- control and protection of the network and
the generator,
- control of the various indications,
- system test and self monitoring.
Voltage regulation is performed in the
analog form, whereas the other functions
are digital.
The GCUs are supplied:
- directly from the Permenant Magnet
Generator (PMG), for generator
excitation and 28 VDC internal and
external supply,
- from the aircraft normal network (28
VDC) for the internal and external
supply.
24-23
AC Main Generation
The two engine generators provide the AC
main generation. The AC main generation
supplies the whole aircraft in normal flight
configuration.
When the two engines run in normal conditions, generator 1 and generator 2 supply
their own network. Generator 1 supplies
network 1, including:
- AC BUS 1,
- AC ESSENTIAL BUS,
- AC SHEDDABLE ESSENTIAL BUS.
Generator 2 supplies network 2, corresponding to AC BUS 2.
The transfer circuit is responsible for supplying either one or the two distribution
networks from any generation source:
- main (IDGs),
- auxiliary (APU GEN),
- or ground (EXT POWER).
Supply of the distribution networks is
accomplished by 2 Bus Tie Contactors
(BTCs).
BTC control is entirely automatic. It
depends on the availability of these
sources and the correct condition of each
network. BTC 1 closes if no interlock
condition exists on GCU 1 as in the following cases:
- when generator 1 is not available, in
order to supply network 1 from another
power source (generator 2, APU
generator or ground power unit),
- to supply network 2 from generator 1 in
case of non-availability of generator 2,
the APU generator, or the electrical
ground power unit.
Networks 1 and 2 are supplied in priority
order:
- by the corresponding generator,
- by the electrical ground power unit,
- by the APU generator,
- or by the other generator.
JUN 97
NOTE: BTC's 1 and 2 can be locked

out by pressing the BUS TIE push-button switch located on ELEC overhead
panel. This causes both channels to be
isolated.
The GEN 1 and GEN 2 push-button
switches, on panel 35VU on the overhead
panel, control generators 1 and 2 respectively via the Generator Control Unit
(GCU). The Electrical Generation Interface Units (EGIUs) transmit the main
parameters from the GCU and generators
to the ECAM system.
processes parameters from a GCU and
then transmits the information to ECAM
via the System Data Acquisition Concentrators. There are two EGIUs. One is
associated with GCU 1 and the Generator
Control Unit (GPCU). The other is associated with GCU 2 and the APU GCU.
Generator 1, Generator 2, and the APU
Generator are monitored by Generator
Control Units (GCUs). The 3 GCUs are
identical and interchangeable. The GCU
functions (GCU 1, GCU 2, APU GCU) are
selected by pin programming.
The GCU has 4 different functions:
- voltage regulation,
- control and protection of the network and
the generator,
- control of the various indications,
- system test and self monitoring.
Voltage regulation is performed in the
analog form, whereas the other functions
are digital.
The GCUs are supplied:
- directly from the Permenant Magnet
Generator (PMG), for generator
excitation and 28 VDC internal and
external supply,
- from the aircraft normal network (28
VDC) for the internal and external
supply.
24-23
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ELECTRICAL POWER
/A321

This dual supply constitutes a back up
supply.
The voltage regulation is performed by
regulating the generator excitation current; the voltage is kept at the nominal
Point Of Regulation (POR). The POR is
located in the electrical power center at
the end of the generator feeder, upstream
of the line contactor.
Generator control and protection functions
are mainly the generator excitation and
line contactor control.
The excitation is controlled via the Generator Control Relay (GCR).
The line contactor is controlled via the
Power Ready Relay (PR) which is energized when:
- the speed is more than 4730 rpm and,
- the GCR is closed.
Signals received or generated by the GCU
control these two relays.
The following control, or fault signals
cause generator shutdown (de-energization):
- IDG disconnection,
- GLC failure (BTC is only locked out),
- engine shutdown with the ENG FIRE
push-button switches (IDG position),
- PMG short circuit,
- over/under voltage,
- over/under frequency,
- open cable (IDG position),
- APU ready (APU position),
- differential protection,
- GEN push-button switch,
- short circuit of the rotating diodes,
- phase sequence (in this case, the GCU
opens the PR relay only).
Except in some particular cases, the system may be reset by setting the GEN
push-button switch to OFF.
24-24
ELECTRICAL POWER
A319/A320

The PR is also controlled by the IDG drive
underspeed. This prevents the generator
from being energized.
NOTE: Each time the generator is deenergized because of a fault signal, do a
GCU reset. To do this, push (OFF) then
(ON) for the related GEN push-button
switch.
NOTE: After differential pressure fault
or after of a GLC fault, the system can
be reset only two times via the GEN
switch.
The GCU controls the warnings and
annunciators related to the IDG channel.
Generator FAULT comes on when:
- the protections come into operation (PR
opening),
- the GLC is open, (for the main
generators),
- the APU GLC is open or the EPC opens
with the APU ready.
Additional GCU controlled warnings are:
- Galley FAULT when an overload is
detected,
- IDG FAULT for a low pressure or high
temperature of the cooling and
lubrication oil system.
The GCU is a self-monitoring unit. Test
functions are accessible through the
MCDU.
(EGIU) provides main electrical parameters to the SDACs via ARINC 429 data
links. Two identical EGIU's are used per
aircraft. Each has 2 isolated channels:
- Channel 1 is allocated to IDG 1 or IDG
2,
- Channel 2 is allocated to the APU
Generator or External Power (EXT
PWR).
JUN 97
This dual supply constitutes a back up

supply.
The voltage regulation is performed by
regulating the generator excitation current; the voltage is kept at the nominal
Point Of Regulation (POR). The POR is
located in the electrical power center at
the end of the generator feeder, upstream
of the line contactor.
Generator control and protection functions
are mainly the generator excitation and
line contactor control.
The excitation is controlled via the Generator Control Relay (GCR).
The line contactor is controlled via the
Power Ready Relay (PR) which is energized when:
- the speed is more than 4730 rpm and,
- the GCR is closed.
Signals received or generated by the GCU
control these two relays.
The following control, or fault signals
cause generator shutdown (de-energization):
- IDG disconnection,
- GLC failure (BTC is only locked out),
- engine shutdown with the ENG FIRE
push-button switches (IDG position),
- PMG short circuit,
- open cable (IDG position),
- APU ready (APU position),
- differential protection,
- GEN push-button switch,
- short circuit of the rotating diodes,
- phase sequence (in this case, the GCU
opens the PR relay only).
Except in some particular cases, the system may be reset by setting the GEN
push-button switch to OFF.
24-24
The PR is also controlled by the IDG drive

underspeed. This prevents the generator
from being energized.
NOTE: Each time the generator is deenergized because of a fault signal, do a
GCU reset. To do this, push (OFF) then
(ON) for the related GEN push-button
switch.
NOTE: After differential pressure fault
or after of a GLC fault, the system can
be reset only two times via the GEN
switch.
The GCU controls the warnings and
annunciators related to the IDG channel.
Generator FAULT comes on when:
- the protections come into operation (PR
opening),
- the GLC is open, (for the main
generators),
- the APU GLC is open or the EPC opens
with the APU ready.
Additional GCU controlled warnings are:
- Galley FAULT when an overload is
detected,
- IDG FAULT for a low pressure or high
temperature of the cooling and
lubrication oil system.
The GCU is a self-monitoring unit. Test
functions are accessible through the
MCDU.
(EGIU) provides main electrical parameters to the SDACs via ARINC 429 data
links. Two identical EGIU's are used per
aircraft. Each has 2 isolated channels:
- Channel 1 is allocated to IDG 1 or IDG
2,
- Channel 2 is allocated to the APU
Generator or External Power (EXT
PWR).
JUN 97
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A318/
ELECTRICAL POWER
A319/A320 /A321
A319/A320
ELECTRICAL POWER
One EGIU is associated with IDG 1 and

the External Power. The other is associated with IDG 2 and the APU generator.
The EGIUs provide the following information to the SDACs:
- POR voltage (phase A),
- load (phase A),
- line frequency (phase A),
- oil inlet/outlet temperature,
- overload,
- generator fault,
- IDG disconnect status,
- IDG low oil pressure,
- external power available,
- external power ON.
One EGIU is associated with IDG 1 and

the External Power. The other is associated with IDG 2 and the APU generator.
The EGIUs provide the following information to the SDACs:
- POR voltage (phase A),
- load (phase A),
- line frequency (phase A),
- oil inlet/outlet temperature,
- overload,
- generator fault,
- IDG disconnect status,
- IDG low oil pressure,
- external power available,
- external power ON.
AC Generation - Normal Operation
AC Generation - Normal Operation
JUN 97
24-25
JUN 97
24-25
UNITED AIRLINES
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ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER

* Automatic

* Automatic
DC BAT BUS
DC BAT BUS
BAT 1
DC TIE
CONT
BATTERY
CONT
FAULT
DC TIE
CONT
FAULT
OFF
DC ESS
TIE
OFF
BAT 1
STAT
INV
CONT
DC ESS BUS
AC STAT INV
26V
AC ESS FEED
BUS TIE
FAULT
AC BUS 1
RAT
MAN ON
&
EMER GEN
AC STAT INV
26 VAC
TR1
26V
FAULT
TR2
ESS
TR
AC ESS BUS
CONTACT
EMER
GEN
OFF
ALTN
A
U
T
O
ON
ON
OFF
MAINT BUS
SWITCH
OFF
MAINT BUS
SWITCH
L&R
#1 FUEL
PUMPS
26 VAC
26 VAC
26V
26V
AC ESS FEED
AC BUS 1
AC BUS 2
OFF
ALTN
APU GEN
APU
GEN
CONT
GEN
1
FAULT
OFF
BUS
TIE
CONT
OFF
EXT PWR
EXT
PWR
CONT
AC TIE BUS
AVAIL
ON
GEN
LINE
CONT
GEN 2
FAULT
OFF
OFF
GEN
2
APU
GEN
GEN 1
FAULT
ELECNORM
GEN
1
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
2
APU
GEN
EXT
PWR
AC BUS 2
BUS
TIE
CONT
SMOKE
EXT
PWR
24-26
26V
A
U
T
O
GEN 1 LINE
AC TIE BUS
GEN 1
26 VAC
BUS TIE
FAULT
BUS
TIE
CONT
OFF
AC GND/FLT BUS
AC ESS SHED
BUS
TIE
CONT
OFF
DC ESS SHED
FAULT
GEN 1 LINE
FAULT
DC BUS 2
HOT BUS 2
DC ESS BUS
AC GND/FLT BUS
26 VAC
GEN
LINE
CONT
DC GND/FLT BUS
STAT
INV
AC ESS BUS
26V
ELECNORM
STAT
INV
CONT
TR2
EMER
GEN
AC ESS SHED
SMOKE
BAT 2
HOT BUS 1
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
DC ESS
TIE
OFF
RAT
MAN ON
&
EMER GEN
DC ESS SHED
L&R
#1 FUEL
PUMPS
OFF
DC BUS 1
DC BUS 2
DC TIE
CONT
FAULT
BAT 1
STAT
INV
26 VAC
BAT 2
BATTERY
CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
TR1
DC TIE
CONT
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
JUN 97
24-26
JUN 97
UNITED AIRLINES
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ELECTRICAL POWER
/A321

AC Auxiliary Generation
(APU Generator)
The AC auxiliary generation comes from
the APU generator. This generator can, in
flight, replace either or both engine generator(s) in case of failure. On the ground,
the APU generator can supply the aircraft
electrical network when the electrical
ground power unit is not available.
NOTE : On the ground, the generator
line contactor closes only if the ground
power unit does not already supply the
transfer network. For the power supply of the aircraft, the ground power
unit has a higher priority than the APU
generator.
The APU directly drives the APU generator at a nominal constant 24,000 RPM.
The APU gearbox supplies, scavenges,
and drains the oil for cooling and lubrication of the generator. The cooling circuit
is common to the APU and the generator.
The generator is a brushless oil-cooled
generator with a nominal 115/200 VAC,
90 KVA, 3 phase 400 Hz output.
24-28
ELECTRICAL POWER
A319/A320

The generator includes three stages which
are:
- the pilot exciter,
- the main exciter,
- the main alternator.
The operation principle is the same as that
of the IDG generator. For details, refer to
the AC Main Generation section of this
chapter.
NOTE: The PMG frequency for the
APU generator is 1600 Hz.
A temperature bulb is included to sense
the generator oil outlet temperature. The
sensor is connected to the electronic Control Box (ECB) of the APU. Any high oil
temperature causes a shutdown of the
APU (by the ECB).
The overall function of the APU GCU is
selected by pin programming. The APU
GCU is identical and interchangeable with
the IDG GCUs. For details concerning
the description and functions of the APU
GCU, refer to the previous AC Main
Generation section of this chapter
EGIU 2 channel 2 is for the APU generator. Its main function is to give the main
electrical parameters of the APU generator
channel to the SDACs. This is via the
ARINC 429 data links.
JUN 97
(APU Generator)
The AC auxiliary generation comes from
the APU generator. This generator can, in
flight, replace either or both engine generator(s) in case of failure. On the ground,
the APU generator can supply the aircraft
electrical network when the electrical
ground power unit is not available.
NOTE : On the ground, the generator
line contactor closes only if the ground
power unit does not already supply the
transfer network. For the power supply of the aircraft, the ground power
unit has a higher priority than the APU
generator.
The APU directly drives the APU generator at a nominal constant 24,000 RPM.
The APU gearbox supplies, scavenges,
and drains the oil for cooling and lubrication of the generator. The cooling circuit
is common to the APU and the generator.
The generator is a brushless oil-cooled
generator with a nominal 115/200 VAC,
90 KVA, 3 phase 400 Hz output.
24-28
The generator includes three stages which

are:
- the pilot exciter,
- the main exciter,
- the main alternator.
The operation principle is the same as that
of the IDG generator. For details, refer to
the AC Main Generation section of this
chapter.
NOTE: The PMG frequency for the
APU generator is 1600 Hz.
A temperature bulb is included to sense
the generator oil outlet temperature. The
sensor is connected to the electronic Control Box (ECB) of the APU. Any high oil
temperature causes a shutdown of the
APU (by the ECB).
The overall function of the APU GCU is
selected by pin programming. The APU
GCU is identical and interchangeable with
the IDG GCUs. For details concerning
the description and functions of the APU
GCU, refer to the previous AC Main
Generation section of this chapter
EGIU 2 channel 2 is for the APU generator. Its main function is to give the main
electrical parameters of the APU generator
channel to the SDACs. This is via the
ARINC 429 data links.
JUN 97
UNITED AIRLINES
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A319/A320 /A321
ELECTRICAL POWER
A319/A320
ELECTRICAL POWER

* Automatic

* Automatic
DC BAT BUS
DC BAT BUS
BAT 1
DC TIE
CONT
BATTERY
CONT
FAULT
DC TIE
CONT
FAULT
OFF
DC ESS
TIE
OFF
BAT 1
STAT
INV
CONT
AC STAT INV
26V
STAT
INV
CONT
DC GND/FLT BUS
DC BUS 2
HOT BUS 2
DC ESS BUS
STAT
INV
RAT
MAN ON
&
EMER GEN
DC ESS SHED
FAULT
AC STAT INV
26 VAC
TR1
TR2
26V
FAULT
TR2
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
AC GND/FLT BUS
EMER
GEN
ON
AC ESS FEED
26V
FAULT
AC BUS 1
OFF
ALTN
26 VAC
AC ESS FEED
FAULT
AC BUS 1
AC BUS 2
26 VAC
BUS TIE
26V
26V
A
U
T
O
ON
OFF
MAINT BUS
SWITCH
L&R
#1 FUEL
PUMPS
26 VAC
BUS TIE
AC GND/FLT BUS
AC ESS SHED
OFF
MAINT BUS
SWITCH
OFF
ALTN
26V
A
U
T
O
AC BUS 2
GEN 1 LINE
GEN 1 LINE
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
OFF
GEN 1
OFF
APU GEN
APU
GEN
CONT
FAULT
OFF
FAULT
OFF
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
EXT
PWR
CONT
GEN
1
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
EXT
PWR
CONT
GEN
2
APU
GEN
EXT
PWR
Normal Configuration (APU GEN)
Normal Configuration (APU GEN)
GEN 1
FAULT
OFF
ELECAPU
EXT
PWR
JUN 97
AC TIE BUS
GEN
LINE
CONT
GEN
2
APU
GEN
GEN
1
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
AC TIE BUS
GEN
LINE
CONT
EMER
GEN
AC ESS SHED
ELECAPU
DC TIE
CONT
BAT 2
HOT BUS 1
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
DC ESS
TIE
OFF
RAT
MAN ON
&
EMER GEN
DC ESS SHED
26 VAC
OFF
DC BUS 1
DC BUS 2
DC ESS BUS
L&R
#1 FUEL
PUMPS
FAULT
BAT 1
STAT
INV
26 VAC
BAT 2
BATTERY
CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
TR1
DC TIE
CONT
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
24-29
JUN 97
24-29
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ELECTRICAL POWER
/A321

AC Emergency Generation
The AC emergency generation system
enables part of the distribution network to
be recovered in case of:
- loss of both main generation sources and,
- unavailability of the auxiliary
generation.
The emergency generation system is composed of:
- a Constant Speed Motor/Generator
(CSM/G) including a hydraulic motor
and an AC generator,
- a Generator Control Unit (GCU).
A hydraulic motor drives the emergency
generator.
A servo valve speed regulator controls the
speed, it transforms the oil flow of the
Blue hydraulic system into constant speed
for the generator.
When emergency conditions are met, this
Blue system is supplied by a Ram Air Turbine (RAT).
NOTE: The Blue hydraulic system is
supplied by an electric pump in normal
configuration.
The hydraulic motor of the CSM/G:
- can be powered by the Blue hydraulic
circuit (RAT in emergency
configuration, or the normal Blue
electrical hydraulic pump in test mode),
- receives speed regulation by a
servovalve,
- has an integrated solenoid control valve.
24-30
ELECTRICAL POWER
A319/A320

The AC generator of the CSM/G:
- is three phase 115/200 VAC, 400 Hz,
- operates at a constant 12,000 RPM,
- has an output power of 5 KVA
continuously,
- is oil cooled.
The GCU main functions are:
- to control the servovalve excitation for
speed regulation,
- to regulate the generator voltage by the
field current,
- to protect the network and the generator
by controlling the associated line
contactor and generator field current.
NOTE: Until the RAT and CSM/G
reach operating speed, the DC ESS BUS
is supplied by BAT 2. BAT 1 connects
to the AC STAT INV which supplies the
AC ESS BUS.
NOTE: Below 100 kts, BAT 1 connects
AC ESS BUS. The DC ESS BUS is supplied by BAT 2.
NOTE: Below 50 kts only the DC ESS
BUS is powered (by BAT 2).
JUN 97
AC Emergency Generation
The AC emergency generation system
enables part of the distribution network to
be recovered in case of:
- loss of both main generation sources and,
- unavailability of the auxiliary
generation.
The emergency generation system is composed of:
- a Constant Speed Motor/Generator
(CSM/G) including a hydraulic motor
and an AC generator,
- a Generator Control Unit (GCU).
A hydraulic motor drives the emergency
generator.
A servo valve speed regulator controls the
speed, it transforms the oil flow of the
Blue hydraulic system into constant speed
for the generator.
When emergency conditions are met, this
Blue system is supplied by a Ram Air Turbine (RAT).
NOTE: The Blue hydraulic system is
supplied by an electric pump in normal
configuration.
The hydraulic motor of the CSM/G:
- can be powered by the Blue hydraulic
circuit (RAT in emergency
configuration, or the normal Blue
electrical hydraulic pump in test mode),
- receives speed regulation by a
servovalve,
- has an integrated solenoid control valve.
24-30
The AC generator of the CSM/G:

- is three phase 115/200 VAC, 400 Hz,
- operates at a constant 12,000 RPM,
- has an output power of 5 KVA
continuously,
- is oil cooled.
The GCU main functions are:
- to control the servovalve excitation for
speed regulation,
- to regulate the generator voltage by the
field current,
- to protect the network and the generator
by controlling the associated line
contactor and generator field current.
NOTE: Until the RAT and CSM/G
reach operating speed, the DC ESS BUS
is supplied by BAT 2. BAT 1 connects
AC ESS BUS.
NOTE: Below 100 kts, BAT 1 connects
AC ESS BUS. The DC ESS BUS is supplied by BAT 2.
NOTE: Below 50 kts only the DC ESS
BUS is powered (by BAT 2).
JUN 97
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ELECTRICAL POWER
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ELECTRICAL POWER
NOTE: Additional CSM/G schematics

are shown in the preceding General section of this chapter.
NOTE: Additional CSM/G schematics

are shown in the preceding General section of this chapter.

DC BAT BUS
DC BAT BUS
BAT 1
DC TIE
CONT
BATTERY
CONT
FAULT
DC TIE
CONT
FAULT
OFF
DC ESS
TIE
OFF
BAT 1
STAT
INV
CONT
DC BUS 2
DC ESS BUS
AC STAT INV
FAULT
AC BUS 1
OFF
ALTN
FAULT
TR2
ESS
TR
AC ESS BUS
CONTACT
EMER
GEN
AC GND/FLT BUS
ON
OFF
MAINT BUS
SWITCH
L&R
#1 FUEL
PUMPS
26 VAC
AC ESS FEED
FAULT
AC BUS 1
AC BUS 2
OFF
ALTN
APU GEN
APU
GEN
CONT
FAULT
OFF
26V
A
U
T
O
AC BUS 2
GEN 1 LINE
BUS
TIE
CONT
BUS
TIE
CONT
SMOKE
OFF
AC TIE BUS
AC TIE BUS
GEN 1
26 VAC
BUS TIE
26V
26V
A
U
T
O
BUS
TIE
CONT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
LINE
CONT
GEN 1
FAULT
OFF
GEN
2
APU
GEN
EMERGEN1
GEN
1
APU GEN
APU
GEN
CONT
FAULT
OFF
EXT
PWR
CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN
2
APU
GEN
EXT
PWR
EXT
PWR
EMER GEN Operation (Running in Flight)
EMER GEN Operation (Running in Flight)
RAT
MAN ON
&
EMER GEN
AC ESS SHED
BUS
TIE
CONT
JUN 97
AC ESS BUS
GEN 1 LINE
OFF
DC ESS BUS
26V
26 VAC
BUS TIE
FAULT
GEN
1
DC BUS 2
ON
AC ESS FEED
FAULT
HOT BUS 2
AC STAT INV
26 VAC
TR1
AC GND/FLT BUS
26V
EMERGEN1
STAT
INV
CONT
DC ESS SHED
OFF
MAINT BUS
SWITCH
GEN
LINE
CONT
DC GND/FLT BUS
STAT
INV
TR2
EMER
GEN
AC ESS SHED
SMOKE
DC TIE
CONT
BAT 2
HOT BUS 1
DC BUS 1
ESS
TR
AC ESS BUS
CONTACT
AC ESS BUS
DC ESS
TIE
OFF
RAT
MAN ON
&
EMER GEN
26V
26 VAC
OFF
DC ESS SHED
L&R
#1 FUEL
PUMPS
FAULT
BAT 1
STAT
INV
26 VAC
BAT 2
BATTERY
CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
TR1
DC TIE
CONT
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
24-31
JUN 97
24-31
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ELECTRICAL POWER
/A321

When speed is higher than 100 knots and
when the 2 AC main buses are lost, the
Ram Air Turbine solenoid 1 is energized
by HOT BATTERY BUS 1 and the Ram
Air Turbine extends automatically.
In addition, the Constant Speed Motor/
Generator Control Unit activates the Constant Speed Motor Generator solenoid
control valve using battery 2. If the A319
main landing gear is not compressed, or if
the A320 nose landing gear is the up position, the emergency generator starts running.
ELECTRICAL POWER
NOTE: Due to different logic, the A319

emergency generator cuts out when the
aircraft lands (MLG compressed). The
A320 emergency generator cuts out
when the landing gear is extended (nose
gear not locked up).
After a time delay, the Ram Air Turbine
solenoid 1 is de-energized and the Constant Speed Motor/Generator solenoid
control valve is supplied by the Permanent
Magnet Generator.
When speed is higher than 100 knots and

when the 2 AC main buses are lost, the
Ram Air Turbine solenoid 1 is energized
by HOT BATTERY BUS 1 and the Ram
Air Turbine extends automatically.
Generator Control Unit activates the Constant Speed Motor Generator solenoid
control valve using battery 2. If the A319
main landing gear is not compressed, or if
the A320 nose landing gear is the up position, the emergency generator starts running.
Ram Air Turbine Automatic Activation
24-32
A319/A320
NOTE: Due to different logic, the A319

emergency generator cuts out when the
aircraft lands (MLG compressed). The
A320 emergency generator cuts out
when the landing gear is extended (nose
gear not locked up).
After a time delay, the Ram Air Turbine
solenoid 1 is de-energized and the Constant Speed Motor/Generator solenoid
control valve is supplied by the Permanent
Magnet Generator.
Ram Air Turbine Automatic Activation
JUN 97
24-32
JUN 97
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ELECTRICAL POWER
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When the EMER ELEC PWR MAN ON
push-button is pressed in, the Ram Air
Turbine solenoid 2 is energized by battery
2 and the Ram Air Turbine extends.
Generator Control Unit activates the
CSM/G solenoid control valve using battery 2. If the A319 main landing gear is

not compressed, or if the A320 nose landing gear is the up position, the emergency
generator starts running.
push-button is released out, the Ram Air
Turbine solenoid 2 is de-energized.
The CSM/G solenoid control valve is supplied by the Permanent Magnet Generator.

push-button is pressed in, the Ram Air
Turbine solenoid 2 is energized by battery
2 and the Ram Air Turbine extends.
Generator Control Unit activates the
CSM/G solenoid control valve using battery 2. If the A319 main landing gear is
not compressed, or if the A320 nose landing gear is the up position, the emergency
generator starts running.
push-button is released out, the Ram Air
Turbine solenoid 2 is de-energized.
The CSM/G solenoid control valve is supplied by the Permanent Magnet Generator.
Ram Air Turbine Manual Activation
Ram Air Turbine Manual Activation

JUN 97
A319/A320
ELECTRICAL POWER
24-33
JUN 97
24-33
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ELECTRICAL POWER
The RAT MAN ON push-button on the

Blue Hydraulic Panel extends the Ram Air
Turbine for hydraulic power supply only.
When the RAT MAN ON switch is
pressed in, RAT solenoid 1 is powered
using battery 2. The RAT extends. The
CSM/G solenoid control valve is not powered. The generator does not operate.
The RAT MAN ON push-button on the

Blue Hydraulic Panel extends the Ram Air
Turbine for hydraulic power supply only.
When the RAT MAN ON switch is
pressed in, RAT solenoid 1 is powered
using battery 2. The RAT extends. The
CSM/G solenoid control valve is not powered. The generator does not operate.
Ram Air Turbine Manual Activation (from HYD Panel)
Ram Air Turbine Manual Activation (from HYD Panel)
24-34
A319/A320
JUN 97
24-34
JUN 97
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Avionics Smoke Configuration
In flight on UAL aircraft, there is no
access to the avionics compartment. The
avionics compartment has no fire protection system. Therefore smoke in the avionics compartment is a serious concern.
The selection of GEN 1 LINE SMOKE to
OFF ensures that both engines will have
an uninterrupted supply of fuel while electrical equipment operation is reduced in an
attempt to eliminate the source of smoke.
Under normal conditions, left pump 1 and
right pump 1 are supplied by AC BUS 1.

When the avionics smoke warning occurs
and when smoke is confirmed, several
actions have to be taken by the flight deck
crew, mainly concerning the ventilation
and communication systems. If smoke
warning remains 5 minutes after actions
on the ventilation and communication systems, the following procedure must be
accomplished.
The GEN 1 LINE SMOKE push-button is
selected ON. The GEN 1 GLC opens and
the Generator 1 Line contactor closes.
GEN 1 remains energized and supplies
one fuel pump in each wing tank via the
Generator 1 Line contactor. AC BUS 1 is
supplied by GEN 2 through Bus Tie Contactors.
Avionics Smoke Configuration

In flight on UAL aircraft, there is no
access to the avionics compartment. The
avionics compartment has no fire protection system. Therefore smoke in the avionics compartment is a serious concern.
The selection of GEN 1 LINE SMOKE to
OFF ensures that both engines will have
an uninterrupted supply of fuel while electrical equipment operation is reduced in an
attempt to eliminate the source of smoke.
Under normal conditions, left pump 1 and
right pump 1 are supplied by AC BUS 1.
When the avionics smoke warning occurs

and when smoke is confirmed, several
actions have to be taken by the flight deck
crew, mainly concerning the ventilation
and communication systems. If smoke
warning remains 5 minutes after actions
on the ventilation and communication systems, the following procedure must be
accomplished.
The GEN 1 LINE SMOKE push-button is
selected ON. The GEN 1 GLC opens and
the Generator 1 Line contactor closes.
GEN 1 remains energized and supplies
one fuel pump in each wing tank via the
Generator 1 Line contactor. AC BUS 1 is
supplied by GEN 2 through Bus Tie Contactors.
GEN 1 LINE OFF
GEN 1 LINE OFF

JUN 97
A319/A320
ELECTRICAL POWER
24-35
JUN 97
24-35
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A319/A320
ELECTRICAL POWER
Continuing with the Avionics Smoke

Configuration, the RAT is extended and
the emergency generator is connected to
the aircraft network by its control unit
when the parameters are correct. The
emergency generator then supplies the AC
ESS bus and the DC ESS bus through the
ESS TR.
When the emergency generator is available, the final portion of the procedure
calls for the APU generator and engine
generator 2 (IDG 2) to be selected off.
NOTE: Before landing gear extension,
GEN 2 and EMER ELEC GEN 1 LINE
are reset to ON.
Continuing with the Avionics Smoke

Configuration, the RAT is extended and
the emergency generator is connected to
the aircraft network by its control unit
when the parameters are correct. The
emergency generator then supplies the AC
ESS bus and the DC ESS bus through the
ESS TR.
When the emergency generator is available, the final portion of the procedure
calls for the APU generator and engine
generator 2 (IDG 2) to be selected off.
NOTE: Before landing gear extension,
GEN 2 and EMER ELEC GEN 1 LINE
are reset to ON.
EMER ELEC PWR MAN ON
24-36
EMER ELEC PWR MAN ON
JUN 97
24-36
JUN 97
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ELECTRICAL POWER
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AC Essential Generation Switching
The AC Essential Generation Switching
circuits control the supply of the AC
essential distribution network.
They enable:
- normal supply in normal flight
configuration,
- transfer of the supply in case of AC BUS
1 loss.
The AC Essential Busbar (AC ESS BUS)
and the AC Sheddable Essential Busbar
(AC SHED ESS BUS) are normally supplied in series from AC BUS 1 through
respectively the AC ESS BUS TIE CONTACTOR (3XC1) and the AC SHED ESS
BUS CONTACTOR (8XH).
In the event of AC BUS 1 loss, the AC
ESS BUS is no longer supplied, which
causes the amber MASTER CAUT light
to come on.
The amber FAULT legend illuminates on
the AC ESS FEED push-button switch
located on the overhead ELEC panel
35VU.
ELECTRICAL POWER
On the lower ECAM DU, the ELEC page

is displayed and AC ESS becomes amber.
NOTE: The MASTER CAUT light
comes on, a single chime sounds, and an
amber message appears on the upper
ECAM DU. This is a Class 1 Level 2
failure.
To recover the AC ESS buses, push the
AC ESS FEED push-button switch. AC
ESS busses are then supplied by AC BUS
2. The white ALTN legend illuminates on
(the amber FAULT legend would remain
on if the AC ESS bus is still not supplied).
On the lower ECAM DU, AC ESS
becomes green again.
In the normal configuration, the aircraft
electrical network is normally supplied
and the AC ESS BUS (4XP) is directly
connected to AC BUS 1 (1XP).
AC Essential Generation Switching

The AC Essential Generation Switching
circuits control the supply of the AC
essential distribution network.
They enable:
- normal supply in normal flight
configuration,
- transfer of the supply in case of AC BUS
1 loss.
The AC Essential Busbar (AC ESS BUS)
and the AC Sheddable Essential Busbar
(AC SHED ESS BUS) are normally supplied in series from AC BUS 1 through
respectively the AC ESS BUS TIE CONTACTOR (3XC1) and the AC SHED ESS
BUS CONTACTOR (8XH).
In the event of AC BUS 1 loss, the AC
ESS BUS is no longer supplied, which
causes the amber MASTER CAUT light
to come on.
The amber FAULT legend illuminates on
located on the overhead ELEC panel
35VU.
On the lower ECAM DU, the ELEC page

is displayed and AC ESS becomes amber.
NOTE: The MASTER CAUT light
comes on, a single chime sounds, and an
amber message appears on the upper
ECAM DU. This is a Class 1 Level 2
failure.
To recover the AC ESS buses, push the
AC ESS FEED push-button switch. AC
ESS busses are then supplied by AC BUS
2. The white ALTN legend illuminates on
(the amber FAULT legend would remain
on if the AC ESS bus is still not supplied).
On the lower ECAM DU, AC ESS
becomes green again.
In the normal configuration, the aircraft
electrical network is normally supplied
and the AC ESS BUS (4XP) is directly
connected to AC BUS 1 (1XP).
AC Essential Bus Switching Normal Configuration
AC Essential Bus Switching Normal Configuration
JUN 97
A319/A320
24-37
JUN 97
24-37
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ELECTRICAL POWER
If AC BUS 1 is lost, the AC ESS BUS

(4XP) is no longer supplied.
When the AC ESS FEED push-button is
released out, the AC ESS BUS supply is
recovered from AC BUS 2 (2XP).
The FAULT light goes off and the white
ALTN light comes on.
If AC BUS 1 is lost, the AC ESS BUS

(4XP) is no longer supplied.
When the AC ESS FEED push-button is
released out, the AC ESS BUS supply is
recovered from AC BUS 2 (2XP).
The FAULT light goes off and the white
ALTN light comes on.
AC Essential Bus Switching AC Bus 1 Loss
AC Essential Bus Switching AC Bus 1 Loss
24-38
A319/A320
JUN 97
24-38
JUN 97
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Static Inverter
The 1 KVA nominal-power static inverter
transforms the direct current voltage from
battery l into a 115 VAC 400 Hz alternating current.
The static inverter is used in these cases:
- APU start (supply of fuel pump),
- engine start on batteries (ignition),
- Ram Air Turbine (RAT) deployment (for
approximately 10 seconds, for the
supply of the ECAM display units),
- on ground, on batteries only (push-button
switch supply),
- in emergency configuration with landing
gear extended (supply of the 115 VAC
ESS BUS 4XP instead of the CSM/G).
Static inverter logic looks at aircraft
speed. When the speed is greater than 50
kts, the static inverter is automatically
activated if only batteries are supplying
the aircraft (loss of AC bus 1 & 2) regardless of the position of the BAT 1 and BAT
2 switches.

When the aircraft speed is less than 50 kts,
the static inverter is activated if only batteries are supplying the aircraft provided
both BAT 1 and BAT 2 switches are
switched on.
When the static inverter is faulty, it generates a permanent ground signal to the BCL
1.
The presence of the ground signal means:
- overheat,
- output overvoltage,
- input undervoltage,
- input overvoltage.
The static inverter defect is sent to the battery charge limiter 1 which stores it in a
memory as a Class 1 Level 1 failure.
When the network is supplied, a STATIC
INV FAULT message appears on the
upper ECAM display unit. The fault indication will be available during BCL BITE
reading from the Centralized Fault Display System (CFDS).
Static Inverter
The 1 KVA nominal-power static inverter
transforms the direct current voltage from
battery l into a 115 VAC 400 Hz alternating current.
The static inverter is used in these cases:
- APU start (supply of fuel pump),
- engine start on batteries (ignition),
- Ram Air Turbine (RAT) deployment (for
approximately 10 seconds, for the
supply of the ECAM display units),
- on ground, on batteries only (push-button
switch supply),
- in emergency configuration with landing
gear extended (supply of the 115 VAC
ESS BUS 4XP instead of the CSM/G).
Static inverter logic looks at aircraft
speed. When the speed is greater than 50
kts, the static inverter is automatically
activated if only batteries are supplying
the aircraft (loss of AC bus 1 & 2) regardless of the position of the BAT 1 and BAT
2 switches.
When the aircraft speed is less than 50 kts,

the static inverter is activated if only batteries are supplying the aircraft provided
both BAT 1 and BAT 2 switches are
switched on.
When the static inverter is faulty, it generates a permanent ground signal to the BCL
1.
The presence of the ground signal means:
- overheat,
- output overvoltage,
- input undervoltage,
- input overvoltage.
The static inverter defect is sent to the battery charge limiter 1 which stores it in a
memory as a Class 1 Level 1 failure.
When the network is supplied, a STATIC
INV FAULT message appears on the
upper ECAM display unit. The fault indication will be available during BCL BITE
reading from the Centralized Fault Display System (CFDS).
Static Inverter - Schematic Diagram
Static Inverter - Schematic Diagram

JUN 97
A319/A320
ELECTRICAL POWER
24-39
JUN 97
24-39
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ELECTRICAL POWER
/A321

DC GENERATION
DC Main Generation (TR)
DC main generation is provided by two
Transformers Rectifiers (TR 1 and TR 2).
They are supplied with three phases 115
VAC 400 Hz voltage from the normal
Alternating Current (AC) distribution network.
Each TR controls its contactor via an
internal TR logic. This logic, which is
intended to protect the Direct Current
(DC) network and the TR, controls contactor opening in case of no current flow
to the DC BUS (minimum current detection), or a TR overheat (171C).
To ensure these protections, each TR
sends a fault signal to the Centralized
Fault Display System (CFDS) for maintenance purposes.
TR 1 and 2 are ventilated by air extracted
from the aircraft ventilation network.
TRs require a supply of three phase 115
VAC 400 Hz. The TR DC output current
is:
- 200 A in continuous operation,
- 300 A for 5 minutes,
- 500 A for 30 seconds,
- 1000 A for 1 second.
The TR DC output voltage is:
- 30.2 V with no load,
- 27.5 V at 200A.
24-40
ELECTRICAL POWER
A319/A320

In normal configuration, direct current is
provided by both normal transformer rectifiers (TR 1 and TR 2) and possibly by
batteries.
TR 1 supplies, through TR 1 contactor
(5PU1) normal bus 1 (DC BUS 1), the battery bus (DC BAT BUS), the essential bus
(DC ESS BUS), and the sheddable essential bus (DC ESS SHED BUS).
Both batteries and their respective HOT
BUS 1 or 2 may or may not be connected
to the DC BAT BUS in parallel, through
both Battery Line contactors (6PB1 &
6PB2).
NOTE: With the battery push-buttons
selected on (auto), the Battery Charge
Limiters (BCLs) control the battery
line contactors. The BCLs ensure battery charge and protection. Charged
batteries will automatically disconnect
from the DC BAT BUS even though the
battery push-button is selected on
(auto). If the battery charge becomes
low, the battery will automatically
reconnect to recharge.
TR 2 supplies, through the TR 2 contactor
(5PU2), normal bus 2 (DC BUS 2).
In normal configuration TR 1 supplies the
DC BUS 1, the DC BAT BUS, the DC
ESS BUS and the DC ESS SHED BUS.
TR 2 supplies DC BUS 2.
JUN 97
DC GENERATION
DC Main Generation (TR)
DC main generation is provided by two
Transformers Rectifiers (TR 1 and TR 2).
They are supplied with three phases 115
VAC 400 Hz voltage from the normal
Alternating Current (AC) distribution network.
Each TR controls its contactor via an
internal TR logic. This logic, which is
intended to protect the Direct Current
(DC) network and the TR, controls contactor opening in case of no current flow
to the DC BUS (minimum current detection), or a TR overheat (171C).
To ensure these protections, each TR
sends a fault signal to the Centralized
Fault Display System (CFDS) for maintenance purposes.
TR 1 and 2 are ventilated by air extracted
from the aircraft ventilation network.
TRs require a supply of three phase 115
VAC 400 Hz. The TR DC output current
is:
- 200 A in continuous operation,
- 300 A for 5 minutes,
- 500 A for 30 seconds,
- 1000 A for 1 second.
The TR DC output voltage is:
- 30.2 V with no load,
- 27.5 V at 200A.
24-40
In normal configuration, direct current is

provided by both normal transformer rectifiers (TR 1 and TR 2) and possibly by
batteries.
TR 1 supplies, through TR 1 contactor
(5PU1) normal bus 1 (DC BUS 1), the battery bus (DC BAT BUS), the essential bus
(DC ESS BUS), and the sheddable essential bus (DC ESS SHED BUS).
Both batteries and their respective HOT
BUS 1 or 2 may or may not be connected
to the DC BAT BUS in parallel, through
both Battery Line contactors (6PB1 &
6PB2).
NOTE: With the battery push-buttons
selected on (auto), the Battery Charge
Limiters (BCLs) control the battery
line contactors. The BCLs ensure battery charge and protection. Charged
batteries will automatically disconnect
from the DC BAT BUS even though the
battery push-button is selected on
(auto). If the battery charge becomes
low, the battery will automatically
reconnect to recharge.
TR 2 supplies, through the TR 2 contactor
(5PU2), normal bus 2 (DC BUS 2).
In normal configuration TR 1 supplies the
DC BUS 1, the DC BAT BUS, the DC
ESS BUS and the DC ESS SHED BUS.
TR 2 supplies DC BUS 2.
JUN 97
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ELECTRICAL POWER
A319/A320 /A321
ELECTRICAL POWER
DC Essential Bus Switching Normal Configuration
DC Essential Bus Switching Normal Configuration

JUN 97
A319/A320
24-41
JUN 97
24-41
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ELECTRICAL POWER
DC Essential Bus Switching

If TR 1 fails, TR 2 automatically supplies
the DC BAT BUS and the DC BUS 1
through DC BUS 2.
The DC ESS BUS supply is automatically
transferred from the DC BAT BUS to the
AC ESS BUS through the Essential TR.
DC Essential Bus Switching

the DC BAT BUS and the DC BUS 1
through DC BUS 2.
DC Essential Bus Switching (TR 1 Loss)
24-42
A319/A320
JUN 97
24-42
JUN 97
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the DC BUS 2 through the DC BUS 1 and
the DC BAT BUS.

the DC BUS 2 through the DC BUS 1 and
the DC BAT BUS.
JUN 97
A319/A320
24-43
JUN 97
24-43
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TR Reset
Before attempting a TR reset, make sure
the TR is electrically supplied by its
related network. The primary winding of
the TR must have electrical power for a
reset.
Reset of the TR protection is possible
from the CFDIU (CFDS interface).
The reset procedure must be performed by
selecting the SYSTEM REPORT/TEST
item on the CFDS menu, then by selecting
the involved TR on the ELEC menu.
If the reset is effective, NO FAULT
appears on the MCDU.
If the CFDIU is not available, it is possible to reset the TR manually. To do this,
push the TR RST (reset) push-button
switch located on panel 103VU (for TR 1
and 2) in the avionics compartment. The
reset for the Essential TR is on panel
106VU in the avionics compartment.
If the reset is not possible, TR 1(2) is displayed on the MCDU and TR 1(2)
FAULT stays on the upper ECAM display
unit.
NOTE: After the reset procedure is
performed, on the panel 35VU, the AC
ESS FEED push-button switch must be
released, and then pushed. The ESS TR
no longer supplies the DC ESS BUS
(4PP). On the lower ECAM display
unit, the normal configuration comes
into view.
Batteries
The battery system is composed of two
batteries which are mainly used to start the
APU and supply AC and DC essential network in emergency configuration.
Each battery is associated to one Battery
Charge Limiter (BCL). The BCL ensures
battery charge and battery protection by
controlling the battery line contactor.
The two batteries are identical and inter-
24-44
ELECTRICAL POWER
A319/A320

changeable. Each battery is ventilated by
two ducts.
The differential pressure
between the cabin and the outside is used
to provide battery ventilation.
Each battery has 20 nickel cadmium cells
in a stainless steel case. Each cell can be
removed separately.
Battery nominal voltage is 24 VDC and
battery nominal capacity is 23 Ah.
Each battery is associated to a Battery
Charge Limiter which is controlled by the
corresponding battery push-button.
When the BAT push-button is pressed in
(AUTO position), the BCL controls the
battery coupling and uncoupling.
When released out, the battery is uncoupled from the network and the white OFF
light comes on.
NOTE: In flight, in normal configuration, the batteries are uncoupled from
the network (BAT switches are set to
auto).
Battery parameters such as voltage, current, and warnings are displayed by the
ECAM display units.
The voltmeters, located on the overhead
main control panel, give battery voltage
indication even in a cold aircraft configuration.
The BCLs monitor the charge of the batteries.
In the event of battery thermal runaway or
internal short circuit, the battery is isolated, the amber FAULT light comes on
and the ECAM system is activated.
System failures and BITE data are sent to
the Centralized Fault Display System
(CFDS).
JUN 97
TR Reset
Before attempting a TR reset, make sure
the TR is electrically supplied by its
related network. The primary winding of
the TR must have electrical power for a
reset.
Reset of the TR protection is possible
from the CFDIU (CFDS interface).
The reset procedure must be performed by
selecting the SYSTEM REPORT/TEST
item on the CFDS menu, then by selecting
the involved TR on the ELEC menu.
If the reset is effective, NO FAULT
appears on the MCDU.
If the CFDIU is not available, it is possible to reset the TR manually. To do this,
push the TR RST (reset) push-button
switch located on panel 103VU (for TR 1
and 2) in the avionics compartment. The
reset for the Essential TR is on panel
106VU in the avionics compartment.
If the reset is not possible, TR 1(2) is displayed on the MCDU and TR 1(2)
FAULT stays on the upper ECAM display
unit.
NOTE: After the reset procedure is
performed, on the panel 35VU, the AC
ESS FEED push-button switch must be
released, and then pushed. The ESS TR
no longer supplies the DC ESS BUS
(4PP). On the lower ECAM display
unit, the normal configuration comes
into view.
Batteries
The battery system is composed of two
batteries which are mainly used to start the
APU and supply AC and DC essential network in emergency configuration.
Each battery is associated to one Battery
Charge Limiter (BCL). The BCL ensures
battery charge and battery protection by
controlling the battery line contactor.
The two batteries are identical and inter-
24-44
changeable. Each battery is ventilated by

two ducts.
The differential pressure
between the cabin and the outside is used
to provide battery ventilation.
Each battery has 20 nickel cadmium cells
in a stainless steel case. Each cell can be
removed separately.
Battery nominal voltage is 24 VDC and
battery nominal capacity is 23 Ah.
Each battery is associated to a Battery
Charge Limiter which is controlled by the
corresponding battery push-button.
When the BAT push-button is pressed in
(AUTO position), the BCL controls the
battery coupling and uncoupling.
When released out, the battery is uncoupled from the network and the white OFF
light comes on.
NOTE: In flight, in normal configuration, the batteries are uncoupled from
the network (BAT switches are set to
auto).
Battery parameters such as voltage, current, and warnings are displayed by the
ECAM display units.
The voltmeters, located on the overhead
main control panel, give battery voltage
indication even in a cold aircraft configuration.
The BCLs monitor the charge of the batteries.
In the event of battery thermal runaway or
internal short circuit, the battery is isolated, the amber FAULT light comes on
and the ECAM system is activated.
System failures and BITE data are sent to
the Centralized Fault Display System
(CFDS).
JUN 97
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ELECTRICAL POWER
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Battery System
Battery System
JUN 97
A319/A320
ELECTRICAL POWER
24-45
JUN 97
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/A321

EXTERNAL POWER
The aircraft network can be supplied by a
Ground Power Unit (90 KVA minimum)
connected to an external receptacle
located forward of the nose landing gear
well.
If the external power parameters are correct, the EXT PWR AVAIL lights on the
external power receptacle and the flight
deck overhead panel come on.
The ground power parameters are monitored by the Ground Power Control Unit
(GPCU) which activates the indicator
lights. With such indications the ground
cart can supply the aircraft network.
ELECTRICAL POWER
As soon as the external power push-button

is pressed in, the Ground Power Control
Unit closes the External Power Contactor
to supply the aircraft electrical network.
The Bus Tie Contactors (BTC 1 and BTC
2) close only if no engine generators are
on line.
If any external power parameter is not correct, the indicator lights stay off. The
external power cannot be connected to the
aircraft electrical network.
The detection of a GPCU fault causes the
EPC to open.
EXTERNAL POWER
The aircraft network can be supplied by a
Ground Power Unit (90 KVA minimum)
connected to an external receptacle
located forward of the nose landing gear
well.
If the external power parameters are correct, the EXT PWR AVAIL lights on the
external power receptacle and the flight
deck overhead panel come on.
The ground power parameters are monitored by the Ground Power Control Unit
(GPCU) which activates the indicator
lights. With such indications the ground
cart can supply the aircraft network.
As soon as the external power push-button

is pressed in, the Ground Power Control
Unit closes the External Power Contactor
to supply the aircraft electrical network.
The Bus Tie Contactors (BTC 1 and BTC
2) close only if no engine generators are
on line.
If any external power parameter is not correct, the indicator lights stay off. The
external power cannot be connected to the
aircraft electrical network.
The detection of a GPCU fault causes the
EPC to open.
External Power - General Description
External Power - General Description
24-46
A319/A320
JUN 97
24-46
JUN 97
UNITED AIRLINES
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ELECTRICAL POWER
A319/A320 /A321

With the ground cart running and switched
on, the Ground Power Control Unit allows
the activation of the indicator lights
through the Pin Monitoring Relay and the
Power Ready relay.
The External Power Contactor is energized through a Bus Tie Contactor/Gener-
ELECTRICAL POWER
ator Line Contactor logic, by pressing the

external power push-button.
In the flight deck, the EXT PWR AVAIL
light goes off as well as the NOT IN USE
light on the external power receptacle.
With the ground cart running and switched

on, the Ground Power Control Unit allows
the activation of the indicator lights
through the Pin Monitoring Relay and the
Power Ready relay.
The External Power Contactor is energized through a Bus Tie Contactor/Gener-
ator Line Contactor logic, by pressing the

external power push-button.
In the flight deck, the EXT PWR AVAIL
light goes off as well as the NOT IN USE
light on the external power receptacle.
External Power System External Power Connected
External Power System External Power Connected

JUN 97
A319/A320
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JUN 97
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ELECTRICAL POWER
/A321

AC External Power Control (GPCU)
The Ground Power Control Unit is supplied by the ground cart through the external power receptacle and analyses of the
voltage inputs.
The Pin Monitoring Relay (PMR) is energized when the Ground Cart is plugged in
and running (voltage at pin E between 5
and 42 volts) and when the ground cart is
switched ON (voltage at pin F below 42
volts and AC voltage at pins A, B and C
within the limits).
If the delivered parameters are correct, the
Ground Power Control Unit allows the
External Power Contactor to be controlled.
Two conditions must be fulfilled to energize the Power Ready relay (PR):
- a valid external power interlock,
- delivered parameters within the limits.
The Ground Power Control Unit monitors
the AC and DC parameters.
AC protections are:
- Incorrect Phase Sequence (IPS).
24-48
ELECTRICAL POWER
A319/A320

DC protection is provided by external
power receptacle pin voltage monitoring.
This protection system also includes a
GPCU internal fault detection device.
The Ground Power Control Unit contains
an internal BITE system to help in system
trouble-shooting.
The BITE system
detects and isolates active and passive failures.
The BITE system consists of two sections
which are operational BITE and maintenance BITE.
The operational BITE identifies the protection, analyses the conditions and determines the fault origin.
The maintenance BITE completes the
operational BITE and performs a self test
to provide an indication of system integrity in ground mode only.
A Class 2 failure signal is sent to the Electrical Generation Interface Unit in order to
display a Ground Power Control Unit
message on the ECAM status page.
The CFDS Class 2 message is labeled as:
IDG 1 (2) HIGH DELTA TEMP.
To enable the 3 Generator Control Units to
dialogue with the Centralized Fault Display Interface Unit (CFDIU) through the
Ground Power Control Unit (GPCU), the
GPCU receives a back-up supply from the
DC BAT BUS (301PP).
JUN 97
AC External Power Control (GPCU)

The Ground Power Control Unit is supplied by the ground cart through the external power receptacle and analyses of the
voltage inputs.
The Pin Monitoring Relay (PMR) is energized when the Ground Cart is plugged in
and running (voltage at pin E between 5
and 42 volts) and when the ground cart is
switched ON (voltage at pin F below 42
volts and AC voltage at pins A, B and C
within the limits).
If the delivered parameters are correct, the
Ground Power Control Unit allows the
External Power Contactor to be controlled.
Two conditions must be fulfilled to energize the Power Ready relay (PR):
- a valid external power interlock,
- delivered parameters within the limits.
The Ground Power Control Unit monitors
the AC and DC parameters.
AC protections are:
- Incorrect Phase Sequence (IPS).
24-48
DC protection is provided by external

power receptacle pin voltage monitoring.
This protection system also includes a
GPCU internal fault detection device.
The Ground Power Control Unit contains
an internal BITE system to help in system
trouble-shooting.
The BITE system
detects and isolates active and passive failures.
The BITE system consists of two sections
which are operational BITE and maintenance BITE.
The operational BITE identifies the protection, analyses the conditions and determines the fault origin.
The maintenance BITE completes the
operational BITE and performs a self test
to provide an indication of system integrity in ground mode only.
A Class 2 failure signal is sent to the Electrical Generation Interface Unit in order to
display a Ground Power Control Unit
message on the ECAM status page.
The CFDS Class 2 message is labeled as:
IDG 1 (2) HIGH DELTA TEMP.
To enable the 3 Generator Control Units to
dialogue with the Centralized Fault Display Interface Unit (CFDIU) through the
Ground Power Control Unit (GPCU), the
GPCU receives a back-up supply from the
DC BAT BUS (301PP).
JUN 97
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ELECTRICAL POWER
A319/A320 /A321
Ground Power Control Unit (GPCU)

JUN 97
A319/A320
ELECTRICAL POWER
24-49
JUN 97
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ELECTRICAL POWER
Ground Service
With EXT PWR selected ON, the whole
aircraft electrical network is supplied
including the AC and DC GND/FLT
BUSes.
Ground Service
With EXT PWR selected ON, the whole
aircraft electrical network is supplied
including the AC and DC GND/FLT
BUSes.
Ground Service -EXT PWR Push-Button ON
24-50
A319/A320
Ground Service -EXT PWR Push-Button ON

JUN 97
24-50
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With EXT PWR connected and AVAIL
and the MAINT BUS switch (forward galley ceiling, on panel 2000VU) set to ON,
only the AC and DC GND/FLT BUSes are
supplied.
NOTE: If external power is in use,
selecting MAINT BUS to ON has no
effect.
ELECTRICAL POWER
Use of the Maintenance Bus switch gives

limited electrical power to the cabin.
Access to the flight deck is not required.
Cabin Services can perform their functions when the GND/FLT BUSes are powered.
With EXT PWR connected and AVAIL

and the MAINT BUS switch (forward galley ceiling, on panel 2000VU) set to ON,
only the AC and DC GND/FLT BUSes are
supplied.
NOTE: If external power is in use,
selecting MAINT BUS to ON has no
effect.
Ground Service - MAINT BUS Switch ON
Ground Service - MAINT BUS Switch ON
Use of the Maintenance Bus switch gives

limited electrical power to the cabin.
Access to the flight deck is not required.
Cabin Services can perform their functions when the GND/FLT BUSes are powered.
NOTE: External power is available but

not in use.
NOTE: External power is available but

not in use.
JUN 97
A319/A320
24-51
JUN 97
24-51
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/A321

GALLEY SUPPLY
The power supply provides the galleys
with 115 Volts AC. There are 50 KVA
available for all the galleys. This power is
divided into two parts: the AFT galley
power with 30 KVA and the FWD galley
power with 20 KVA.
With the GALLEY push-button in the
AUTO position and the electrical network
supplied by either the ground power unit
or the APU, all the galleys are supplied.
The galleys are cut off by releasing out the
GALLEY push-button which causes the
OFF light to come on.
With the aircraft electrical network supplied by both Integrated Drive Generators,
the galleys are supplied. In flight, two
generators are required to supply the
whole galley network:
- two IDGs or
- IDG 1(2) and APU GEN.

NOTE: On the ground, with no APU
and no external power, two IDGs are
required to supply the whole galley network.
If the Generator Control Unit detects a
generator overload, the galley FAULT
light comes on. In this case the galleys
have to be manually cut off.
Galley Auto Shedding
On the ground, in case of an APU generator overload, the whole galley network is
automatically shed.
At the same time, the galley FAULT light
comes on and the ECAM system is triggered.
Galley auto shedding can also occur in
flight. In flight, in single generator operation configuration, the power fed to the
galleys is limited to 10 KVA; 5 KVA for
FWD galleys and 5 KVA for AFT galleys.
The GALLEY SHED indication is displayed on the ELEC ECAM page.
GALLEY SUPPLY
The power supply provides the galleys
with 115 Volts AC. There are 50 KVA
available for all the galleys. This power is
divided into two parts: the AFT galley
power with 30 KVA and the FWD galley
power with 20 KVA.
With the GALLEY push-button in the
AUTO position and the electrical network
supplied by either the ground power unit
or the APU, all the galleys are supplied.
The galleys are cut off by releasing out the
GALLEY push-button which causes the
OFF light to come on.
With the aircraft electrical network supplied by both Integrated Drive Generators,
the galleys are supplied. In flight, two
generators are required to supply the
whole galley network:
- two IDGs or
- IDG 1(2) and APU GEN.
NOTE: On the ground, with no APU

and no external power, two IDGs are
required to supply the whole galley network.
If the Generator Control Unit detects a
generator overload, the galley FAULT
light comes on. In this case the galleys
have to be manually cut off.
Galley Auto Shedding
On the ground, in case of an APU generator overload, the whole galley network is
automatically shed.
At the same time, the galley FAULT light
comes on and the ECAM system is triggered.
Galley auto shedding can also occur in
flight. In flight, in single generator operation configuration, the power fed to the
galleys is limited to 10 KVA; 5 KVA for
FWD galleys and 5 KVA for AFT galleys.
The GALLEY SHED indication is displayed on the ELEC ECAM page.
Galley Electrical Supply Schematic
Galley Electrical Supply Schematic
24-52
A319/A320
ELECTRICAL POWER
JUN 97
24-52
JUN 97
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ELECTRICAL POWER
A319/A320 /A321

REFUELING ON BATTERY
The refueling electrical network consists
of busbars 501PP and 502PP. It is supplied as soon as the refuel door located on
the right wing is opened.
Two supplies are then possible:
- 28VDC service bus 601PP (supplied
from normal network or via MAINT
BUS switch).
- Hot bus 701PP if no other power is
available.
NOTE: When the MAINT BUS switch
is set to ON, as soon as refuel door is
opened, relay 8PR is energized by service bus 601PP via relay 5PR. Refueling busbars 501PP and 502PP are then
supplied by service bus 601PP via relay
8PR.

NOTE: In normal supply configuration, contactor 3PX is opened and contactor 8PN is closed.
When the spring loaded switch 10PR is set
to ON and the refuel door is opened, relay
5PR is energized by HOT BUS 701PP.
Relay 8PR is energized, allowing refueling busbars to be supplied by HOT BUS
701PP.
Relay 11PR is energized by 501PP via
mode selector 3QU so that relay 5PR
remains energized.
The time delay closing relay 12PR is energized by 701PP. When it closes after 10
minutes, refueling power is automatically
cut off even if refuel door is still open.
REFUELING ON BATTERY
The refueling electrical network consists
of busbars 501PP and 502PP. It is supplied as soon as the refuel door located on
the right wing is opened.
Two supplies are then possible:
- 28VDC service bus 601PP (supplied
from normal network or via MAINT
BUS switch).
- Hot bus 701PP if no other power is
available.
NOTE: When the MAINT BUS switch
is set to ON, as soon as refuel door is
opened, relay 8PR is energized by service bus 601PP via relay 5PR. Refueling busbars 501PP and 502PP are then
supplied by service bus 601PP via relay
8PR.
NOTE: In normal supply configuration, contactor 3PX is opened and contactor 8PN is closed.
When the spring loaded switch 10PR is set
to ON and the refuel door is opened, relay
5PR is energized by HOT BUS 701PP.
Relay 8PR is energized, allowing refueling busbars to be supplied by HOT BUS
701PP.
Relay 11PR is energized by 501PP via
mode selector 3QU so that relay 5PR
remains energized.
The time delay closing relay 12PR is energized by 701PP. When it closes after 10
minutes, refueling power is automatically
cut off even if refuel door is still open.
Refueling on Battery Schematic
Refueling on Battery Schematic

JUN 97
A319/A320
ELECTRICAL POWER
24-53
JUN 97
24-53
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/A321
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ELECTRICAL POWER
Electrical Control Panel


BAT FAULT Light

Illuminates amber when the charging current for the corresponding battery
increases at an abnormal rate. In addition,
the battery contactor opens.
BAT Indication
Displays the battery voltage.
DC BUS 1
BAT 1
BAT
FAULT
BAT 2
AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
OFF
GALLEY
E
L
E
C
FAULT
OFF
A
U
T
O
AC BUS 1
GEN 1
APU GEN
FAULT
OFF
A
U
T
O
BAT
FAULT
AVAIL
FAULT
OFF
ON
OFF
OFF
AC BUS 1
OFF
FAULT
ALTN
FAULT
FAULT
IDG 2
APU GEN
EXT PWR
GEN 2
FAULT
FAULT
AVAIL
FAULT
OFF
OFF
ON
OFF
OFF - The battery charge limiter is not

operating and the battery line contactor is
open. The OFF light illuminates white
provided the DC BAT bus is powered
The HOT BAT buses remain powered.
24-54
A
U
T
O
GEN 1
OFF - The battery charge limiter is not

operating and the battery line contactor is
open. The OFF light illuminates white
provided the DC BAT bus is powered
The HOT BAT buses remain powered.
JUN 97
E
L
E
C
AC BUS 2
BUS TIE
IDG 1
IDG 2
GEN 2
FAULT
A
U
T
O
DC BUS 2
AC ESS BUS
OFF
E
L
E
C
BAT Switch
Controls the operation of the corresponding battery charge limiter.
Auto - The batteries are automatically
connected to the DC BAT bus during the
following:
- APU starting (APU MASTER switch
ON and N less than 95%).
- Battery charging (voltage below 26.5
volts).
- Below 100 knots on the ground with a
loss of AC buses 1 and 2.
BAT 2
AC ESS FEED
BAT Switch
Controls the operation of the corresponding battery charge limiter.
Auto - The batteries are automatically
connected to the DC BAT bus during the
following:
- APU starting (APU MASTER switch
ON and N less than 95%).
- Battery charging (voltage below 26.5
volts).
- Below 100 knots on the ground with a
loss of AC buses 1 and 2.
24-54
FAULT
GALLEY
E
L
E
C
AC BUS 2
EXT PWR
OFF
BAT 1
FAULT
BUS TIE
IDG 1
FAULT
DC BUS 1
DC BUS 2
FAULT
BAT FAULT Light

Illuminates amber when the charging current for the corresponding battery
increases at an abnormal rate. In addition,
the battery contactor opens.
BAT Indication
Displays the battery voltage.
OFF
FAULT
JUN 97
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ELECTRICAL POWER


GEN FAULT Light
Illuminates amber if a protection
trip is initiated by the generator control unit (GCU), or the line contactor opens without selecting the
respective GEN switch OFF.
GEN Switch
On - The generator field is
energized and the line contactor closes provided electrical
parameters are normal.
OFF - The generator field is
de-energized and the line contactor opens. The fault circuit
is reset.
DC BUS 1
BAT 1
BAT
FAULT
BAT 2
AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
OFF
GALLEY
E
L
E
C
FAULT
OFF
A
U
T
O
AC BUS 1
GEN 1
APU GEN
FAULT
OFF
A
U
T
O
E
L
E
C
BAT 2
FAULT
AVAIL
FAULT
OFF
ON
OFF
FAULT
OFF
A
U
T
O
AC BUS 1
FAULT
FAULT
APU GEN FAULT Light

Illuminates amber if a protection trip is
initiated by the generator control unit
(GCU), or the line contactor opens without selecting the APU GEN switch OFF.
The APU GEN FAULT light is inhibited
when APU speed is low
DC BUS 2
FAULT
AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
E
L
E
C
AC BUS 2
BUS TIE
IDG 1
IDG 2
A
U
T
O
IDG 2
GEN 1
APU GEN
EXT PWR
GEN 2
FAULT
FAULT
AVAIL
FAULT
OFF
OFF
ON
OFF
APU GEN Switch

On - The APU generator field is energized
and the line contactor closes provided
electrical parameters are normal and the
EXT PWR line contactor is open. The bus
tie contactor (1 and or 2) automatically
closes if generators 1 and or 2 are not
operating.
OFF
FAULT
APU GEN FAULT Light

Illuminates amber if a protection trip is
initiated by the generator control unit
(GCU), or the line contactor opens without selecting the APU GEN switch OFF.
The APU GEN FAULT light is inhibited
when APU speed is low
OFF - The generator field is de-energized

and the line contactor opens. The fault
circuit is reset.
OFF - The generator field is de-energized

and the line contactor opens. The fault
circuit is reset.
JUN 97
BAT
OFF
GEN 2
APU GEN Switch

On - The APU generator field is energized
and the line contactor closes provided
electrical parameters are normal and the
EXT PWR line contactor is open. The bus
tie contactor (1 and or 2) automatically
closes if generators 1 and or 2 are not
operating.
GALLEY
E
L
E
C
AC BUS 2
EXT PWR
OFF
BAT 1
FAULT
BUS TIE
IDG 1
FAULT
DC BUS 1
DC BUS 2
FAULT
GEN FAULT Light

Illuminates amber if a protection
trip is initiated by the generator control unit (GCU), or the line contactor opens without selecting the
respective GEN switch OFF.
GEN Switch
On - The generator field is
energized and the line contactor closes provided electrical
parameters are normal.
OFF - The generator field is
de-energized and the line contactor opens. The fault circuit
is reset.
24-55
JUN 97
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ELECTRICAL POWER


EXT PWR Switch

When pushed with the EXT PWR AVAIL
light illuminated:
- External power line contactor closes.
- AVAIL light goes off.
- ON light illuminates. The ON light
remains illuminated when the enginedriven generators supply electrical power.
When pushed with the EXT PWR ON light
illuminated:
- External power line contactor opens.
- ON light goes off.
- AVAIL light illuminates.
EXT PWR Switch

When pushed with the EXT PWR AVAIL
light illuminated:
- External power line contactor closes.
- AVAIL light goes off.
- ON light illuminates. The ON light
remains illuminated when the enginedriven generators supply electrical power.
When pushed with the EXT PWR ON light
illuminated:
- External power line contactor opens.
- ON light goes off.
- AVAIL light illuminates.
DC BUS 1
BAT 1
BAT
FAULT
OFF
EXT PWR AVAIL Light

Illuminates green provided
external power is plugged in
and electrical parameters are
normal.
BAT 2
AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
GALLEY
E
L
E
C
FAULT
OFF
A
U
T
O
AC BUS 1
GEN 1
APU GEN
FAULT
OFF
A
U
T
O
BAT
OFF
E
L
E
C
FAULT
AVAIL
FAULT
OFF
ON
OFF
OFF
A
U
T
O
AC BUS 1
OFF
FAULT
AC ESS BUS
ALTN
FAULT
FAULT
GEN 1
APU GEN
FAULT
OFF
FAULT
AVAIL
FAULT
OFF
ON
OFF
OFF - Both bus tie contactors are open.
IDG 2
GEN 2
OFF - Both bus tie contactors are open.
24-56
A
U
T
O
EXT PWR
BUS TIE Switch

AUTO - The bus tie contactors open or
close automatically to maintain power
supply to AC buses 1 and 2.
One contactor is closed when one enginedriven generator supplies the associated
AC bus and the APU generator or external
power supplies the other side.
Both contactors are closed in case of one
engine-driven generator, APU generator,
or external power supply.
JUN 97
E
L
E
C
AC BUS 2
BUS TIE
IDG 1
IDG 2
GEN 2
FAULT
DC BUS 2
AC ESS FEED
BUS TIE Switch

AUTO - The bus tie contactors open or
close automatically to maintain power
supply to AC buses 1 and 2.
One contactor is closed when one enginedriven generator supplies the associated
AC bus and the APU generator or external
power supplies the other side.
Both contactors are closed in case of one
engine-driven generator, APU generator,
or external power supply.
24-56
BAT 2
FAULT
GALLEY
E
L
E
C
AC BUS 2
EXT PWR
OFF
BAT 1
FAULT
BUS TIE
IDG 1
FAULT
DC BUS 1
DC BUS 2
FAULT
EXT PWR AVAIL Light

Illuminates green provided
external power is plugged in
and electrical parameters are
normal.
OFF
FAULT
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AC ESS FEED FAULT Light
Illuminates amber when the AC
ESS BUS is not electrically powered.
AC ESS FEED Switch

Enables the AC ESS BUS to
be powered via AC BUS 2
instead of AC BUS 1.
Normal - AC ESS BUS is
supplied from AC BUS 1.
Normal - AC ESS BUS is

ALTN - AC ESS BUS is

ALTN - AC ESS BUS is

DC BUS 1
BAT 1
BAT
FAULT
BAT 2
AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
OFF
GALLEY
E
L
E
C
FAULT
OFF
A
U
T
O
AC BUS 1
GEN 1
APU GEN
FAULT
OFF
A
U
T
O
E
L
E
C
BAT 2
FAULT
AVAIL
FAULT
OFF
ON
OFF
FAULT
OFF
A
U
T
O
AC BUS 1
FAULT
FAULT
IDG FAULT Light

Illuminates amber in case of IDG oil outlet
overheat or IDG low oil pressure (inhibited below 14% N2).
DC BUS 2
FAULT
AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
E
L
E
C
AC BUS 2
BUS TIE
IDG 1
IDG 2
GEN 1
APU GEN
FAULT
OFF
A
U
T
O
IDG 2
EXT PWR
GEN 2
FAULT
AVAIL
FAULT
OFF
ON
OFF
IDG Switch
Guarded, and normally spring loaded out.
When pushed, the IDG is disconnected
from its drive shaft and can only be reconnected on the ground.
OFF
FAULT
IDG FAULT Light

Illuminates amber in case of IDG oil outlet
overheat or IDG low oil pressure (inhibited below 14% N2).
CAUTION: If the switch is pushed for

more than 3 seconds, the disconnect
mechanism may be damaged. Do not
disconnect the IDG when the engine is
windmilling. An incomplete disconnection could occur and cause IDG damage
at engine start.
CAUTION: If the switch is pushed for

more than 3 seconds, the disconnect
mechanism may be damaged. Do not
disconnect the IDG when the engine is
windmilling. An incomplete disconnection could occur and cause IDG damage
at engine start.
JUN 97
BAT
OFF
GEN 2
IDG Switch
Guarded, and normally spring loaded out.
When pushed, the IDG is disconnected
from its drive shaft and can only be reconnected on the ground.
GALLEY
E
L
E
C
AC BUS 2
EXT PWR
OFF
BAT 1
FAULT
BUS TIE
IDG 1
FAULT
DC BUS 1
DC BUS 2
FAULT
AC ESS FEED FAULT Light

Illuminates amber when the AC
ESS BUS is not electrically powered.
AC ESS FEED Switch

Enables the AC ESS BUS to
be powered via AC BUS 2
instead of AC BUS 1.
24-57
JUN 97
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GALLEY Switch
AUTO - The galleys are electrically powered. The main galley bus
is automatically shed when only one generator is operating, except
on the ground when the APU or external power is available.
GALLEY Switch
AUTO - The galleys are electrically powered. The main galley bus
is automatically shed when only one generator is operating, except
on the ground when the APU or external power is available.
OFF - The galleys are not electrically powered.
OFF - The galleys are not electrically powered.
DC BUS 1
BAT 1
BAT
FAULT
BAT 2
AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
OFF
FAULT
OFF
A
U
T
O
AC BUS 1
GEN 1
APU GEN
FAULT
OFF
A
U
T
O
BAT
BAT 2
DC BUS 2
AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
OFF
E
L
E
C
FAULT
AVAIL
FAULT
OFF
ON
OFF
FAULT
OFF
A
U
T
O
AC BUS 1
FAULT
FAULT
GEN 1
APU GEN
FAULT
OFF
A
U
T
O
IDG 2
EXT PWR
GEN 2
FAULT
AVAIL
FAULT
OFF
ON
OFF
OFF
GALLEY FAULT Light

Illuminates amber when any generator
load is above 100% of its rated output.
GALLEY FAULT Light

Illuminates amber when any generator
load is above 100% of its rated output.
External Power Panel

Location: Nose Gear
External Power Panel

Location: Nose Gear
FLT INT
EXT PWR
AVAIL
LIGHT TEST
COCKPIT CALL
ADIRU &
AVNCS VENT
COCKPIT CALL
RESET
108 VU
NOT IN USE
APU FIRE
24-58
AVAIL
LIGHT TEST
COCKPIT CALL
ADIRU &
AVNCS VENT
COCKPIT CALL
RESET
APU FIRE
APU SHUT OFF
APU SHUT OFF
EXT PWR NOT IN USE Light

Illuminates white when external
power is connected but is not supplying electrical power.
FAULT
FLT INT
108 VU
NOT IN USE
E
L
E
C
AC BUS 2
BUS TIE
IDG 1
IDG 2
GEN 2
EXT PWR
FAULT
GALLEY
E
L
E
C
AC BUS 2
EXT PWR
OFF
BAT 1
FAULT
BUS TIE
IDG 1
FAULT
DC BUS 1
DC BUS 2
FAULT
GALLEY
E
L
E
C
A319/A320
ELECTRICAL POWER
EXT PWR AVAIL Light

Illuminates amber to indicate that external
power electrical parameters are normal.
JUN 97
EXT PWR NOT IN USE Light

Illuminates white when external
power is connected but is not supplying electrical power.
24-58
EXT PWR AVAIL Light

Illuminates amber to indicate that external
power electrical parameters are normal.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
ELECTRICAL POWER
A319/A320
ELECTRICAL POWER
Emergency Electrical Power Control Panel

Emergency Electrical Power Control Panel

GEN 1 LINE Switch

OFF - (Used for smoke procedure).
Causes the generator 1 line contactor
to open. The AC bus 1 channel is
supplied from generator 2 through
the tie bus. In addition, generator 1
powers a fuel pump in each wing
tank.
RAT & EMER GEN FAULT

LIGHT
Illuminates red with a loss of power
to AC buses 1 and 2 if:
- The emergency generator is not
supplying electrical power, and
- the nose gear is up.
GEN 1 LINE Switch

OFF - (Used for smoke procedure).
Causes the generator 1 line contactor
to open. The AC bus 1 channel is
supplied from generator 2 through
the tie bus. In addition, generator 1
powers a fuel pump in each wing
tank.
EMER ELEC PWR
EMER ELEC PWR

EMER GEN TEST
GEN 1 LINE
SMOKE
OFF
RAT
&
EMER GEN
FAULT
EMER GEN TEST
MAN ON
GEN 1 LINE
A
U
T
O
SMOKE
OFF
FAULT
MAN ON
A
U
T
O
MAN ON Switch
AUTO - The RAT extends automatically,
provided AC bus 1 and 2 are not electrically powered and speed is above 100
knots. If the landing gear is up, the emergency generator is hydraulically powered
by the blue system. The emergency generator is connected to the electrical system
when electrical parameters are normal.
ON - The RAT extends. Emergency generator coupling occurs provided the landing gear is up.
WARNING: RAT extension will occur
any time the EMER ELEC POWER
MAN ON switch is selected. The switch
is always powered.
When pushed and held with only the

batteries supplying electrical power, the
AC ESS bus is powered by the static
inverter.
WARNING: RAT extension will occur

any time the EMER ELEC POWER
MAN ON switch is selected. The switch
is always powered.
MAN ON Switch
AUTO - The RAT extends automatically,
provided AC bus 1 and 2 are not electrically powered and speed is above 100
knots. If the landing gear is up, the emergency generator is hydraulically powered
by the blue system. The emergency generator is connected to the electrical system
when electrical parameters are normal.
When pushed and held with only the

batteries supplying electrical power, the
AC ESS bus is powered by the static
inverter.
RAT
&
EMER GEN
EMER GEN TEST Switch

Normally used by maintenance personnel.
When pushed and held with the AC buses
normally powered:
- The emergency generator is
hydraulically powered provided the blue
electric pump is operating.
- The AC ESS and DC ESS buses are
connected to the emergency generator
(the AC and DC ESS SHED buses are
not powered).
- The ECAM ELEC page is automatically
displayed on the ground.
EMER GEN TEST Switch

Normally used by maintenance personnel.
When pushed and held with the AC buses
normally powered:
- The emergency generator is
hydraulically powered provided the blue
electric pump is operating.
- The AC ESS and DC ESS buses are
connected to the emergency generator
(the AC and DC ESS SHED buses are
not powered).
- The ECAM ELEC page is automatically
displayed on the ground.
JUN 97
RAT & EMER GEN FAULT

LIGHT
Illuminates red with a loss of power
to AC buses 1 and 2 if:
- The emergency generator is not
supplying electrical power, and
- the nose gear is up.
24-59
JUN 97
ON - The RAT extends. Emergency generator coupling occurs provided the landing gear is up.
24-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER
Hydraulic Panel (RAT Manual On)

Hydraulic Panel (RAT Manual On)

GREEN
BLUE
GREEN
YELLLOW
BLUE
YELLLOW
PTU
PTU
RAT MAN ON
FAULT
H
Y
D
ELEC PUMP
OFF
ENG 1 PUMP
FAULT
FAULT
OFF
OFF
A
U
T
O
A
U
T
O
RAT MAN ON
FAULT
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
OFF
H
Y
D
H
Y
D
OFF
ELEC PUMP
FAULT
FAULT
OFF
OFF
RAT MAN ON Switch
RAT MAN ON Switch
ON - The RAT extends but emergency

generator coupling does not occur. This
configuration is intended for use in flight
to supply Blue hydraulic pressure (no
electrical power is supplied).
ON - The RAT extends but emergency

generator coupling does not occur. This
configuration is intended for use in flight
to supply Blue hydraulic pressure (no
electrical power is supplied).
WARNING: Rat Extension Will Occur

Any Time The Rat Man On Switch Is
Selected. The Switch Is Always Powered.
WARNING: Rat Extension Will Occur

Any Time The Rat Man On Switch Is
Selected. The Switch Is Always Powered.
24-60
JUN 97
24-60
OFF
ENG 1 PUMP
A
U
T
O
A
U
T
O
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
OFF
H
Y
D
OFF
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
A319/A320
ELECTRICAL POWER
ECAM Electrical Page


Battery Charge/Discharge Indication

(Green) - Battery contactor is closed. Battery
charging current is greater than 1 A.
(Amber) - Battery contactor is closed. Battery discharge current is greater than 1 A.
(Green) - Battery contactor is closed. Current is less
than 1A.
Battery contactor is open.
Battery Charge/Discharge Indication

(Green) - Battery contactor is closed. Battery
charging current is greater than 1 A.
(Amber) - Battery contactor is closed. Battery discharge current is greater than 1 A.
(Green) - Battery contactor is closed. Current is less
than 1A.
Battery contactor is open.
SHED Indication
Appears amber when the
respective AC or DC ESS
SHED bus is off.
ELEC
BAT 1
28 V
150 A
DC BAT
28 V
150 A
DC 1
Bus Indication
Normally appears green.
Becomes amber when the
corresponding bus is off.
SHED Indication
Appears amber when the
respective AC or DC ESS
SHED bus is off.
BAT 2
SHED
TR 1
ESS TR
EMER GEN
TR 2
28 V
150 A
28 V
130 A
116 V
400 HZ
28 V
150 A
AC 1
Bus Indication
Normally appears green.
Becomes amber when the
corresponding bus is off.
GEN 1
GALLEY
SHED
IDG 1 110C
LO PR
22 RISE
EXT PWR
DC 2
DC ESS
SHED
TR 1
ESS TR
EMER GEN
TR 2
28 V
150 A
28 V
130 A
116 V
400 HZ
28 V
150 A
26 % 116 V
116 V 400 HZ
400 HZ
115C
RISE 22
26 %
116 V
400 HZ
26 %
116 V
400 HZ
AC 2
AC ESS
GEN 2
26 %
26 % 116 V 116 V
116 V 400 HZ 400 HZ
400 HZ
115C IDG 2
APU GEN
GALLEY
SHED
IDG 1 110C
LO PR
22 RISE
IDG 2
DISC
EXT PWR
RISE 22
DISC
ESS TR Indication
Normally appears white. Becomes amber when the following
normal parameters are exceeded.
Essential TR voltage indication normally appears green.
Becomes amber if voltage is less than 25 V or greater than 31 V.
Essential TR current indication normally appears green.
Becomes amber when TR current is less than or equal to 5 A.
Voltage and current indications are not displayed when the
essential TR contactor is open.
ESS TR Indication
Normally appears white. Becomes amber when the following
Essential TR voltage indication normally appears green.
Becomes amber if voltage is less than 25 V or greater than 31 V.
Essential TR current indication normally appears green.
Becomes amber when TR current is less than or equal to 5 A.
Voltage and current indications are not displayed when the
essential TR contactor is open.
JUN 97
28 V
150 A
GEN 1
GEN 2
APU GEN
BAT 2
DC BAT
SHED
SHED
26 %
116 V
400 HZ
28 V
150 A
AC 1
AC 2
AC ESS
BAT 1
DC 1
DC 2
DC ESS
ELEC
24-61
JUN 97
24-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER


GEN Indication
Normally appears white when GEN switch is on.
Becomes amber when the following normal
parameters are exceeded.
Generator load nominally appears green. Becomes amber
if load exceeds 100%.
Generator voltage normally appears green. Becomes
amber if voltage is less than 110 V or greater than 120 V.
Generator frequency normally appears green. Becomes
amber if the frequency is less than 390 Hz or greater than
410 Hz.
When the GEN switch is OFF, the GEN indication is
amber and a white OFF indication appears. In addition,
the respective 1 or 2 appears white if the associated
engine is running, or amber when the engine stops.
GEN Indication
Normally appears white when GEN switch is on.
Becomes amber when the following normal
Generator load nominally appears green. Becomes amber
if load exceeds 100%.
Generator voltage normally appears green. Becomes
amber if voltage is less than 110 V or greater than 120 V.
Generator frequency normally appears green. Becomes
amber if the frequency is less than 390 Hz or greater than
410 Hz.
When the GEN switch is OFF, the GEN indication is
amber and a white OFF indication appears. In addition,
the respective 1 or 2 appears white if the associated
engine is running, or amber when the engine stops.
ELEC
BAT 1
28 V
150 A
BAT 2
DC BAT
ELEC
28 V
150 A
DC 1
BAT 1
28 V
150 A
BAT 2
DC BAT
DC 1
DC 2
DC 2
DC ESS
DC ESS
SHED
SHED
TR 1
ESS TR
EMER GEN
TR 2
28 V
150 A
28 V
150 A
28 V
130 A
116 V
400 HZ
28 V
150 A
AC 2
AC 1
TR 1
ESS TR
EMER GEN
TR 2
28 V
150 A
28 V
130 A
116 V
400 HZ
AC 1
AC ESS
GEN 1
GEN 1
GEN 2
APU GEN
GALLEY
SHED
IDG 1 110C
LO PR
22 RISE
EXT PWR
26 % 116 V
116 V 400 HZ
400 HZ
115C
RISE 22
26 %
116 V
400 HZ
26 %
116 V
400 HZ
GEN 2
26 %
26 % 116 V 116 V
116 V 400 HZ 400 HZ
400 HZ
115C IDG 2
APU GEN
GALLEY
SHED
IDG 1 110C
LO PR
22 RISE
IDG 2
DISC
EXT PWR
RISE 22
DISC
LO PR Indication
Appears amber when IDG low pressure is
detected with the associated engine running.
LO PR Indication
Appears amber when IDG low pressure is
detected with the associated engine running.
24-62
AC 2
AC ESS
SHED
SHED
26 %
116 V
400 HZ
28 V
150 A
JUN 97
24-62
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
A319/A320
ELECTRICAL POWER

DC BAT Indication
Normally appears green. Becomes
amber if DC battery voltage is less
than or equal to 25 V.

DC BAT Indication
Normally appears green. Becomes
amber if DC battery voltage is less
than or equal to 25 V.
ELEC
BAT 1
BAT 2
28 V
150 A
28 V
150 A
DC BAT
DC 1
DC ESS
SHED
TR 1
ESS TR
EMER GEN
28 V
150 A
28 V
130 A
116 V
400 HZ
AC 1
AC ESS
SHED
GEN 1
26 %
116 V
400 HZ
APU GEN
GALLEY
SHED
IDG 1 110C
LO PR
22 RISE
EXT PWR
BAT Indication
Normally appears white. Becomes
amber in case of a BAT FAULT
warning, or when the following normal parameters are exceeded.
Battery voltage normally
appears green. Becomes
amber if voltage is less
than 25V or greater than
31 V.
DC 2
Battery current normally
amber if discharge curTR 2
rent is greater than 5 A.
28 V
When the BAT switch is
150 A
OFF, the BAT and 1 or
AC 2
2" indications are white.
In addition, a white OFF
GEN 2
indication appears.
26 %
26 % 116 V 116 V
116 V 400 HZ 400 HZ
400 HZ
115C IDG 2
RISE 22
IDG Indication
Normally appears white. Becomes amber with
the following:
- Oil outlet temperature above 185C.
- Low oil pressure.
- IDG disconnected
1 or 2 indication appears white when associated
engine is running, or amber when the engine
stops.
DISC Indication
Appears amber when IDG is disconnected.
Oil Outlet Temperature Indication
Normally appears green. Flashes green if the temperature is between 147C and 185C. Becomes
amber if temperature exceeds 185C.
JUN 97
ELEC
BAT 1
28 V
150 A
TR Indication
Normally
appears
white.
Becomes amber when the following normal parameters are
exceeded.
TR voltage indication normally
appears green. Becomes amber
if voltage is less than 25 V or
greater than 31 V.
TR current indication normally
when TR current is less than or
equal to 5 A.
24-63
DC BAT
28 V
150 A
DC 1
DC ESS
SHED
TR 1
ESS TR
EMER GEN
28 V
150 A
28 V
130 A
116 V
400 HZ
AC 1
AC ESS
SHED
GEN 1
26 %
116 V
400 HZ
APU GEN
GALLEY
SHED
IDG 1 110C
LO PR
22 RISE
DISC
BAT 2
EXT PWR
BAT Indication
Normally appears white. Becomes
amber in case of a BAT FAULT
warning, or when the following normal parameters are exceeded.
Battery voltage normally
amber if voltage is less
than 25V or greater than
31 V.
DC 2
Battery current normally
amber if discharge curTR 2
rent is greater than 5 A.
28 V
When the BAT switch is
150 A
OFF, the BAT and 1 or
AC 2
2" indications are white.
In addition, a white OFF
GEN 2
indication appears.
26 %
26 % 116 V 116 V
116 V 400 HZ 400 HZ
400 HZ
115C IDG 2
RISE 22
IDG Indication
Normally appears white. Becomes amber with
the following:
- Oil outlet temperature above 185C.
- Low oil pressure.
- IDG disconnected
1 or 2 indication appears white when associated
engine is running, or amber when the engine
stops.
DISC Indication
Appears amber when IDG is disconnected.
Oil Outlet Temperature Indication
Normally appears green. Flashes green if the temperature is between 147C and 185C. Becomes
amber if temperature exceeds 185C.
JUN 97
DISC
TR Indication
Normally
appears
white.
Becomes amber when the following normal parameters are
exceeded.
TR voltage indication normally
if voltage is less than 25 V or
greater than 31 V.
TR current indication normally
when TR current is less than or
equal to 5 A.
24-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER


GALLEY SHED Indication
Appears white when the GALLEY switch
is OFF, or when the main galley bus is
automatically shed during a dual TR failure or one generator operation (except on
the ground when the APU or external
power is available).
GALLEY SHED Indication

Appears white when the GALLEY switch
is OFF, or when the main galley bus is
automatically shed during a dual TR failure or one generator operation (except on
the ground when the APU or external
power is available).
ELEC
BAT 1
BAT 2
28 V
150 A
28 V
150 A
DC BAT
DC 1
ELEC
BAT 1
28 V
150 A
BAT 2
DC BAT
DC 1
DC 2
DC 2
DC ESS
DC ESS
SHED
SHED
TR 1
ESS TR
EMER GEN
TR 2
28 V
150 A
28 V
150 A
28 V
130 A
116 V
400 HZ
28 V
150 A
AC 2
AC 1
TR 1
ESS TR
EMER GEN
TR 2
28 V
150 A
28 V
130 A
116 V
400 HZ
AC 1
AC ESS
GEN 1
GEN 1
GEN 2
APU GEN
GALLEY
SHED
IDG 1 110C
LO PR
22 RISE
EXT PWR
26 % 116 V
116 V 400 HZ
400 HZ
115C
RISE 22
26 %
116 V
400 HZ
26 %
116 V
400 HZ
GEN 2
26 %
26 % 116 V 116 V
116 V 400 HZ 400 HZ
400 HZ
115C IDG 2
APU GEN
GALLEY
SHED
IDG 1 110C
LO PR
22 RISE
IDG 2
DISC
EXT PWR
RISE 22
DISC
APU GEN Indication

With APU MASTER switch off:
- APU GEN appears white regardless of the APU GEN switch position.
With APU MASTER switch ON:
- APU GEN appears amber with APU GEN switch OFF. In addition, a
white OFF indication appears.
- APU parameters appear when the APU GEN switch is selected on.
- APU generator load normally appears green. Turns amber if load
exceeds 100%.
- APU generator voltage normally appears green. Turns amber if
voltage is less than 110 V or greater than 120 V.
- APU generator frequency normally appears green. Turns amber if the
frequency is less than 390 Hz or greater than 410 Hz.
APU GEN Indication

With APU MASTER switch off:
- APU GEN appears white regardless of the APU GEN switch position.
With APU MASTER switch ON:
- APU GEN appears amber with APU GEN switch OFF. In addition, a
white OFF indication appears.
- APU parameters appear when the APU GEN switch is selected on.
- APU generator load normally appears green. Turns amber if load
exceeds 100%.
- APU generator voltage normally appears green. Turns amber if
- APU generator frequency normally appears green. Turns amber if the
frequency is less than 390 Hz or greater than 410 Hz.
24-64
AC 2
AC ESS
SHED
SHED
26 %
116 V
400 HZ
28 V
150 A
JUN 97
24-64
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
A319/A320
ELECTRICAL POWER


EMER GEN Indication

Normally appears white. Turns amber when the following
Emergency generator voltage indication normally appears
green. Turns amber if the voltage is less than 110 V or
greater than 120 V.
Emergency generator frequency normally appears green.
Turns amber if the frequency is less than 390 Hz or greater
than 410 Hz.
Voltage and frequency indications are not displayed when
the emergency generator line contactor is open.
EMER GEN Indication

Normally appears white. Turns amber when the following
Emergency generator voltage indication normally appears
green. Turns amber if the voltage is less than 110 V or
greater than 120 V.
Emergency generator frequency normally appears green.
Turns amber if the frequency is less than 390 Hz or greater
than 410 Hz.
Voltage and frequency indications are not displayed when
the emergency generator line contactor is open.
ELEC
BAT 1
BAT 2
28 V
150 A
28 V
150 A
DC BAT
DC 1
ELEC
BAT 1
28 V
150 A
BAT 2
DC BAT
DC 1
DC 2
DC 2
DC ESS
DC ESS
SHED
SHED
TR 1
ESS TR
EMER GEN
TR 2
28 V
150 A
28 V
150 A
28 V
130 A
116 V
400 HZ
28 V
150 A
AC 2
AC 1
TR 1
ESS TR
EMER GEN
TR 2
28 V
150 A
28 V
130 A
116 V
400 HZ
AC 1
AC ESS
SHED
GEN 1
GEN 1
GEN 2
APU GEN
GALLEY
SHED
IDG 1 110C
LO PR
22 RISE
EXT PWR
26 % 116 V
116 V 400 HZ
400 HZ
115C
RISE 22
26 %
116 V
400 HZ
26 %
116 V
400 HZ
GEN 2
26 %
26 % 116 V 116 V
116 V 400 HZ 400 HZ
400 HZ
115C IDG 2
APU GEN
GALLEY
SHED
IDG 1 110C
LO PR
22 RISE
IDG 2
DISC
EXT PWR
RISE 22
DISC
EXT PWR Indication

Normally appears white. Turns amber when the following normal
External power voltage normally appears green. Turns amber if the
External power frequency normally appears green, Turns amber if
the frequency is less than 390 Hz or greater than 410 Hz.
The box is blank if external power is not available.
Replaced by Static Inverter indications when Static Inverter is on
line and an AC bus is powered.
EXT PWR Indication

Normally appears white. Turns amber when the following normal
External power voltage normally appears green. Turns amber if the
External power frequency normally appears green, Turns amber if
the frequency is less than 390 Hz or greater than 410 Hz.
The box is blank if external power is not available.
Replaced by Static Inverter indications when Static Inverter is on
line and an AC bus is powered.
JUN 97
AC 2
AC ESS
SHED
26 %
116 V
400 HZ
28 V
150 A
24-65
JUN 97
24-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER
CFDS - Electrical Power System Report Test
CFDS - Electrical Power System Report Test
MCDU MENU
< FMGC
< AIDS
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< AIDS
INST >
L/G >
NAV >
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
< PNEU
< APU
< AVIONICS STATUS

< AVIONICS STATUS

ELEC
TR 1 >
TR 2 >
TR 3 >
< RETURN
24MCDU
24MCDU
< RETURN
< AC GEN
< GCU EMER
< BCL 1
< BCL 2
TR 1 >
TR 2 >
TR 3 >
< RETURN
24-66
ENG >
TOILET >
SYSTEM REPORT/TEST
SYSTEM REPORT/TEST
ELEC
< PNEU
< APU
< LAST LEG REPORT

ENG >
TOILET >
< RETURN
< AC GEN
< GCU EMER
< BCL 1
< BCL 2
CFDS MENU
CFDS MENU
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEG REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
JUN 97
24-66
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
A319/A320
ELECTRICAL POWER
CFDS - AC GEN
CFDS - AC GEN
SYSTEM REPORT/TEST
ELEC
< AC GEN
< GCU EMER
< BCL 1
< BCL 2
SYSTEM REPORT/TEST
AC GEN
ELEC
< AC GEN
< GCU EMER
< BCL 1
< BCL 2
< LAST LEG REPORT
TR 1 >
TR 2 >
TR 3 >
< TEST
< CLASS 3 FAULTS
< TEST
< CLASS 3 FAULTS
< RETURN
< RETURN
< RETURN
< RETURN
AC GEN
< LAST LEG REPORT
TR 1 >
TR 2 >
TR 3 >
AC GEN
TEST
AC GEN
TEST
TEST WAIT
TEST WAIT
< RETURN
PRINT *
< RETURN
< RETURN
PRINT *
PRINT *
< RETURN
PRINT *
24MCDU01
24MCDU01
JUN 97
TEST OK
REST GEN 1
REST GEN 2
24-41-34
GPCU
TEST OK
REST GEN 1
REST GEN 2
24-41-34
GPCU
AC GEN
TEST
AC GEN
TEST
AC GEN
TEST
AC GEN
TEST
24-67
JUN 97
24-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER
CFDS - GCU EMER
CFDS - GCU EMER
SYSTEM REPORT/TEST
ELEC
< AC GEN
< GCU EMER
< BCL 1
< BCL 2
TR 1 >
TR 2 >
TR 3 >
< RETURN
ELEC
< AC GEN
< GCU EMER
< BCL 1
< BCL 2
< RETURN
< RETURN
PRINT *
< RETURN
< RETURN
PRINT *
GCU EMER
TEST OK
PRINT *
< RETURN
PRINT *
24MCDU02
24MCDU02
24-68
GCU EMER
< TEST
< RETURN
24-22-34
GCU X
TEST OK
24-22-34
GCU X
TR 1 >
TR 2 >
TR 3 >
GCU EMER
GCU EMER
GCU EMER
< RETURN
SYSTEM REPORT/TEST
GCU EMER
< TEST
JUN 97
24-68
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
A319/A320
ELECTRICAL POWER
CFDS - BCL
CFDS - BCL
SYSTEM REPORT/TEST
ELEC
< AC GEN
< GCU EMER
< BCL 1
< BCL 2
SYSTEM REPORT/TEST
BCL X
ELEC
< AC GEN
< GCU EMER
< BCL 1
< BCL 2
< LAST LEG REPORT
TR 1 >
TR 2 >
TR 3 >
< TEST
< CLASS 3 FAULTS
< TEST
< CLASS 3 FAULTS
< RETURN
< RETURN
< RETURN
< RETURN
BCL X
< LAST LEG REPORT
TR 1 >
TR 2 >
TR 3 >
BCL X
TEST
BCL X
TEST
TEST WAIT
TEST WAIT
24-24-00
RELAY 31XE/BCLX CIRCUIT
< RETURN
PRINT *
24-24-00
RELAY 31XE/BCLX CIRCUIT
TEST OK
< RETURN
< RETURN
PRINT *
PRINT *
TEST OK
< RETURN
PRINT *
24MCDU03
24MCDU03
JUN 97
BCL X
TEST
BCL X
TEST
BCL X
TEST
BCL X
TEST
24-69
JUN 97
24-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
A319/A320
ELECTRICAL POWER
CFDS - TR
CFDS - TR
SYSTEM REPORT/TEST
ELEC
< AC GEN
< GCU EMER
< BCL 1
< BCL 2
TR 1 >
TR 2 >
TR 3 >
< RETURN
ELEC
< AC GEN
< GCU EMER
< BCL 1
< BCL 2
< RETURN
< RETURN
PRINT *
< RETURN
< RETURN
PRINT *
TR X
NO FAULT
PRINT *
< RETURN
PRINT *
24MCDU04
24MCDU04
24-70
TR X
< RESET
< RETURN
TR X
NO FAULT
TR X
TR 1 >
TR 2 >
TR 3 >
TR X
TR X
TR X
< RETURN
SYSTEM REPORT/TEST
TR X
< RESET
JUN 97
24-70
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Main Electrical Components
Main Electrical Components

JUN 97
A319/A320
ELECTRICAL POWER
24-71
JUN 97
24-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
24-72
A319/A320
ELECTRICAL POWER
JUN 97
24-72
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AC Main Generation Sheet 1

JUN 97
A319/A320
ELECTRICAL POWER
24-73
JUN 97
24-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
24-74
A319/A320
ELECTRICAL POWER
JUN 97
24-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
ELECTRICAL POWER
24-75
JUN 97
24-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Fuel Cooled IDG Oil Cooler
Fuel Cooled IDG Oil Cooler
24-76
A319/A320
ELECTRICAL POWER
JUN 97
24-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
APU Generator
APU Generator
JUN 97
A319/A320
ELECTRICAL POWER
24-77
JUN 97
24-77
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
APU Generator Control Unit
APU Generator Control Unit
24-78
A319/A320
ELECTRICAL POWER
JUN 97
24-78
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
JUN 97
A319/A320
ELECTRICAL POWER
24-79
JUN 97
24-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Constant Speed Motor/Generator
24-80
A319/A320
ELECTRICAL POWER
JUN 97
24-80
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AC Emergency Generation Sheet 1

JUN 97
A319/A320
ELECTRICAL POWER
24-81
JUN 97
24-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
24-82
A319/A320
ELECTRICAL POWER
JUN 97
24-82
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Static Inverter
Static Inverter
JUN 97
A319/A320
ELECTRICAL POWER
24-83
JUN 97
24-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
DC Generation Components
DC Generation Components
24-84
A319/A320
ELECTRICAL POWER
JUN 97
24-84
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
A319/A320
ELECTRICAL POWER
COMPONENT LOCATIONS
COMPONENT LOCATIONS
NOTE: TR 1 shown, TR 2 identical.
NOTE: TR 1 shown, TR 2 identical.
Main Transformer Rectifier
Main Transformer Rectifier

JUN 97
24-85
JUN 97
24-85
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Essential Transformer Rectifier
Essential Transformer Rectifier
24-86
A319/A320
ELECTRICAL POWER
JUN 97
24-86
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
ELECTRICAL POWER
A319/A320
COMPONENT LOCATIONS
COMPONENT LOCATIONS
NOTE: One reset for both main TRs and one for the ESS TR.
NOTE: One reset for both main TRs and one for the ESS TR.
TR Push-Button Reset
TR Push-Button Reset
JUN 97
24-87
JUN 97
24-87
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
DC Essential and Normal Generation Switching
DC Essential and Normal Generation Switching
24-88
A319/A320
JUN 97
24-88
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS

JUN 97
A319/A320
24-89
JUN 97
24-89
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
AC External Power
AC External Power
24-90
A319/A320
JUN 97
24-90
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AC Ground Service Bus
AC Ground Service Bus

JUN 97
A319/A320
ELECTRICAL POWER
24-91
JUN 97
24-91
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Galley Locations
Galley Locations
24-92
A319/A320
ELECTRICAL POWER
JUN 97
24-92
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
Circuit Braker Panel 49VU (Sheet 1)
Circuit Braker Panel 49VU (Sheet 1)

JUN 97
A319/A320
24-93
JUN 97
24-93
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
Circuit Breaker Panel 49VU (Sheet 2)
24-94
A319/A320
JUN 97
24-94
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Circuit Breaker Panel 105VU

JUN 97
A319/A320
ELECTRICAL POWER
24-95
JUN 97
24-95
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
24-96
A319/A320
ELECTRICAL POWER
JUN 97
24-96
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS

JUN 97
A319/A320
24-97
JUN 97
24-97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
24-98
A319/A320
JUN 97
24-98
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS

JUN 97
A319/A320
24-99
JUN 97
24-99
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
24-100
A319/A320
JUN 97
24-100
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS

JUN 97
A319/A320

24-101
JUN 97
24-101
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
24-102
A319/A320
JUN 97
24-102
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS

JUN 97
A319/A320
24-103
JUN 97
24-103
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
24-104
A319/A320
JUN 97
24-104
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS

JUN 97
A319/A320
24-105
JUN 97
24-105
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
24-106
A319/A320
JUN 97
24-106
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS

JUN 97
A319/A320

24-107
JUN 97
24-107
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
24-108
A319/A320
JUN 97
24-108
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS

JUN 97
A319/A320
24-109
JUN 97
24-109
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
24-110
A319/A320
JUN 97
24-110
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS

JUN 97
A319/A320

24-111
JUN 97
24-111
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS
Circuit Breaker Panel 124-125VU (Sheet 1)
24-112
A319/A320
JUN 97
24-112
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
ELECTRICAL POWER
COMPONENT LOCATIONS

JUN 97
A319/A320
24-113
JUN 97
24-113
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
24-114
A319/A320
ELECTRICAL POWER
JUN 97
24-114
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ELECTRICAL POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
ELECTRICAL POWER

24-115
JUN 97
24-115
UNITED AIRLINES
UNITED AIRLINES
A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ................................................................................................... 2
FLIGHT DECK .......................................................................................... 4
Captain & First Officer Seats ................................................................ 4
Captain/First Officer Seat Electrical Diagram ...................................... 7
Third Occupant Seat ............................................................................. 8
Fourth Occupant Seat ............................................................................ 9
Cockpit Equipment Racks ..................................................................... 10
PASSENGER COMPARTMENT ............................................................. 12
Passenger Seats ..................................................................................... 14
Attendant Seats ..................................................................................... 17
Panels & Linings ...................................................................................18
Overhead Stowage Compartments ........................................................ 21
Passenger Service Information Units (PSIUs) ..................................... 22
Floors .................................................................................................... 26
Service Outlets ...................................................................................... 27
GALLEYS ................................................................................................... 28
LAVATORIES ............................................................................................ 30
CARGO COMPARTMENT ...................................................................... 32
Forward Cargo Compartment ............................................................... 32
Aft Cargo Compartment ....................................................................... 32
Cargo Nesting System (A320) .............................................................. 36
Cargo Nesting System Operational Sequence (A320) .......................... 39
Light Sequnce Chart (A320) ................................................................. 40
EMERGENCY EQUIPMENT .................................................................. 42
Flight Deck Escape Facilities ................................................................ 43
Cabin Escape Facilities ......................................................................... 44
Evacuation Signaling ............................................................................ 58
Miscellaneous Emergency Equipment .................................................. 64
AVIONICS COMPARTMENT ................................................................. 68

GENERAL .................................................................................................. 2
FLIGHT DECK .......................................................................................... 4
Captain & First Officer Seats ............................................................... 4
Captain/First Officer Seat Electrical Diagram ...................................... 7
Third Occupant Seat ............................................................................. 8
Fourth Occupant Seat ........................................................................... 9
Cockpit Equipment Racks .................................................................... 10
PASSENGER COMPARTMENT ............................................................ 12
Passenger Seats ..................................................................................... 14
Attendant Seats ..................................................................................... 17
Panels & Linings ................................................................................... 18
Overhead Stowage Compartments ....................................................... 21
Passenger Service Information Units (PSIUs) .................................... 22
Floors .................................................................................................... 26
Service Outlets ...................................................................................... 27
GALLEYS ................................................................................................... 28
LAVATORIES ............................................................................................ 30
CARGO COMPARTMENT ...................................................................... 32
Forward Cargo Compartment ............................................................... 32
Aft Cargo Compartment ....................................................................... 32
Cargo Nesting System (A320) .............................................................. 36
Cargo Nesting System Operational Sequence (A320) .......................... 39
Light Sequnce Chart (A320) ................................................................. 40
EMERGENCY EQUIPMENT .................................................................. 42
Flight Deck Escape Facilities ............................................................... 43
Cabin Escape Facilities ......................................................................... 44
Evacuation Signaling ............................................................................ 58
Miscellaneous Emergency Equipment ................................................. 64
AVIONICS COMPARTMENT ................................................................ 68
JUN 97
JUN 97
25-i
25-i
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Compartment Diagram
JUN 97
A319/A320
Compartment Diagram
25-1
JUN 97
25-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

GENERAL
The flight deck has:
- the flight deck seats,
- the linings and furnishings,
- the flight deck equipment racks,
- the flight crew foot warmers.
The passenger compartment has:
- the passenger compartment seats,
- the cabin attendant seats,
- the overhead stowage compartments,
- the Passenger Service/Information Units
(PSIU),
- the curtains and partitions,
- the ancillary equipment,
- the floor covering,
- the electrical service supply.
The buffet and galleys are used to keep
and prepare food, hot and cold
drinks.There are:
- the forward galleys,
- the aft galleys,
- the galley equipment.
Each lavatory has a washroom function.
Conditioned air, potable water and electricity is supplied to the lavatories. There
are:
- the forward lavatories,
- the aft lavatories,
- the razor supply,
- the lavatory equipment.
25-2
A319/A320

The aircraft has three lower-deck cargo
compartments, the forward cargo compartment, the aft cargo compartment and
the bulk cargo compartment. The cargo
compartments have:
- the lower-deck cargo nesting system,
- the drainage forward and aft cargo
compartment,
- the linings and furnishings in the
forward cargo compartment,
- the linings and furnishings in the aft
cargo compartment.
The emergency equipment is installed in
the aircraft for the safety of the passengers
and crew. The emergency equipment is:
- the flight deck escape facilities,
- the cabin escape facilities,
- the evacuation signaling equipment,
- the first aid equipment,
- the miscellaneous emergency
equipment,
- the floatation and survival equipment,
- the supplementary medical equipment.
The accessory compartments have:
- the avionics compartment.
The thermal and acoustic insulation is
installed inside the fuselage. This isolates
the fuselage against the outside temperature and noise.
JUN 97
GENERAL
The flight deck has:
- the flight deck seats,
- the flight deck equipment racks,
- the flight crew foot warmers.
The passenger compartment has:
- the passenger compartment seats,
- the cabin attendant seats,
- the overhead stowage compartments,
- the Passenger Service/Information Units
(PSIU),
- the curtains and partitions,
- the ancillary equipment,
- the floor covering,
- the electrical service supply.
The buffet and galleys are used to keep
and prepare food, hot and cold
drinks.There are:
- the forward galleys,
- the aft galleys,
- the galley equipment.
Each lavatory has a washroom function.
Conditioned air, potable water and electricity is supplied to the lavatories. There
are:
- the forward lavatories,
- the aft lavatories,
- the razor supply,
- the lavatory equipment.
25-2
The aircraft has three lower-deck cargo

compartments, the forward cargo compartment, the aft cargo compartment and
the bulk cargo compartment. The cargo
compartments have:
- the lower-deck cargo nesting system,
- the drainage forward and aft cargo
compartment,
- the linings and furnishings in the
forward cargo compartment,
- the linings and furnishings in the aft
cargo compartment.
The emergency equipment is installed in
the aircraft for the safety of the passengers
and crew. The emergency equipment is:
- the flight deck escape facilities,
- the cabin escape facilities,
- the evacuation signaling equipment,
- the first aid equipment,
- the miscellaneous emergency
equipment,
- the floatation and survival equipment,
- the supplementary medical equipment.
The accessory compartments have:
- the avionics compartment.
The thermal and acoustic insulation is
installed inside the fuselage. This isolates
the fuselage against the outside temperature and noise.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Compartment Layout
JUN 97
A319/A320
Compartment Layout
25-3
JUN 97
25-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Flight Deck
The flight deck is equipped with four
seats:
- a Captain seat,
- a First Officer seat,
- a Third Occupant seat located against
the right aft panel,
- a folding seat for the Fourth Occupant
located in the flight deck left aft section.
The flight deck also contains equipment
racks.
Captain & First Officer Seats
The Captain and First Officer seats are
secured to the flight deck floor. The seat
moves longitudinally and vertically. In the
rearmost position the seat moves sidewise
towards the console, which increases the
space between the pedestal and the seat
and therefore enables passage of the seat
occupant. This is the seat stowed position.
Manual controls are fitted to the seats.
They serve to unlock the seat and allow to
position it in different configurations.
Electrical controls are also available. They
consist of a motor coupled to two reduction gears. The motor is controlled by two
three-position switches. The gear motor
assembly is overridden by the manual
controls.
Additional manual controls are used to
adjust the backrest and lumbar rest positions. All the controls are of easy access
and enable the occupant to select the
desired position.
The backrest incorporates a life vest fitted
in a housing closed by means of two magnets.
A lumbar rest adjustable in the vertical
and horizontal directions enables adaptation of the seat to the occupant. It is possible to adjust the pedestal side armrest by
means of a knurled knob located in the
front.
25-4
A319/A320

The armrest is hinged to the backrest. It is
therefore possible to lift it vertically and
stow it behind the backrest.
The sidestick armrest located on the outboard side of the seat is provided with two
adjustment knobs. These knobs are used to
adjust the height and the tilt angle of the
side stick armrest so that the pilot can rest
his/her arm in its optimum position with
respect to the side stick controller. Two
position indicators show the selected position. The armrest is fixed to the seat pan
structure and is not affected by backrest
movements. It can be folded back to a vertical position to enable easy access to the
crew briefcase or console.
The safety harness comprises five straps
and an inertia reel. The inertia reel can be
locked by a control lever located behind
the seat on the right side.
Four lamps which serve to light the floor
are located under the Captain and First
Officer seats (one under each corner of the
seat pan). This lighting is controlled from
the instrument panel.
NOTE:The Captain and First Officer
seats are symmetrical and their operation is identical.
The side stick armrest is composed of
three main sections. These are the fixed
arm, the carrier arm and the side stick
table. The fixed arm supports the carrier
arm and side stick table assembly and is
attached to the seat pan.
JUN 97
Flight Deck
The flight deck is equipped with four
seats:
- a Captain seat,
- a First Officer seat,
- a Third Occupant seat located against
the right aft panel,
- a folding seat for the Fourth Occupant
located in the flight deck left aft section.
The flight deck also contains equipment
racks.
Captain & First Officer Seats
The Captain and First Officer seats are
secured to the flight deck floor. The seat
moves longitudinally and vertically. In the
rearmost position the seat moves sidewise
towards the console, which increases the
space between the pedestal and the seat
and therefore enables passage of the seat
occupant. This is the seat stowed position.
Manual controls are fitted to the seats.
They serve to unlock the seat and allow to
position it in different configurations.
Electrical controls are also available. They
consist of a motor coupled to two reduction gears. The motor is controlled by two
three-position switches. The gear motor
assembly is overridden by the manual
controls.
Additional manual controls are used to
adjust the backrest and lumbar rest positions. All the controls are of easy access
and enable the occupant to select the
desired position.
The backrest incorporates a life vest fitted
in a housing closed by means of two magnets.
A lumbar rest adjustable in the vertical
and horizontal directions enables adaptation of the seat to the occupant. It is possible to adjust the pedestal side armrest by
means of a knurled knob located in the
front.
25-4
The armrest is hinged to the backrest. It is

therefore possible to lift it vertically and
stow it behind the backrest.
The sidestick armrest located on the outboard side of the seat is provided with two
adjustment knobs. These knobs are used to
adjust the height and the tilt angle of the
side stick armrest so that the pilot can rest
his/her arm in its optimum position with
respect to the side stick controller. Two
position indicators show the selected position. The armrest is fixed to the seat pan
structure and is not affected by backrest
movements. It can be folded back to a vertical position to enable easy access to the
crew briefcase or console.
The safety harness comprises five straps
and an inertia reel. The inertia reel can be
locked by a control lever located behind
the seat on the right side.
Four lamps which serve to light the floor
are located under the Captain and First
Officer seats (one under each corner of the
seat pan). This lighting is controlled from
the instrument panel.
NOTE:The Captain and First Officer
seats are symmetrical and their operation is identical.
The side stick armrest is composed of
three main sections. These are the fixed
arm, the carrier arm and the side stick
table. The fixed arm supports the carrier
arm and side stick table assembly and is
attached to the seat pan.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
JUN 97
A319/A320
Flight Deck Seats
Flight Deck Seats
Captain/First Officer Seats
Captain/First Officer Seats

25-5
JUN 97
25-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
Captain/First Officer Seat
Captain/First Officer Seat
Side Stick Armrest
Side Stick Armrest
25-6
JUN 97
25-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Captain/First Officer Seat Electrical Diagram
Captain/First Officer Seat Electrical Diagram

JUN 97
A319/A320
25-7
JUN 97
25-7
UNITED AIRLINES
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/A321

Third Occupant Seat
The Third Occupant seat is a folding seat
attached to the right rear panel in the flight
deck. It can slide along the Y-axis to take
up a position on the aircraft centerline. No
longitudinal adjustment is provided. The
seat pan unfolds and locks only in the
unfolded position, in the aircraft centerline.
A manual control enables the seat to be
moved from its stowage position to its utilization position on the aircraft centerline.

A second control serves to unlock the
headrest. A third control serves to lock the
inertia reel. The headrest can be folded
down so that the circuit breaker panel can
be opened while the seat is in its stowed
position. A compartment closed by velcro
tapes and containing a life vest is provided
in the lower part of the seat.
The safety harness includes five straps and
an inertia reel controlled by a handle
located on the left of the seat. This handle
serves to lock and unlock the inertia reel.
Third Occupant Seat

The Third Occupant seat is a folding seat
attached to the right rear panel in the flight
deck. It can slide along the Y-axis to take
up a position on the aircraft centerline. No
longitudinal adjustment is provided. The
seat pan unfolds and locks only in the
unfolded position, in the aircraft centerline.
A manual control enables the seat to be
moved from its stowage position to its utilization position on the aircraft centerline.
A second control serves to unlock the

headrest. A third control serves to lock the
inertia reel. The headrest can be folded
down so that the circuit breaker panel can
be opened while the seat is in its stowed
position. A compartment closed by velcro
tapes and containing a life vest is provided
in the lower part of the seat.
The safety harness includes five straps and
an inertia reel controlled by a handle
located on the left of the seat. This handle
serves to lock and unlock the inertia reel.
Third Occupant Seat
Third Occupant Seat
25-8
A319/A320
JUN 97
25-8
JUN 97
UNITED AIRLINES
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Fourth Occupant Seat
The Fourth Occupant seat is a folding seat
located against the left rear partition in the
flight deck. The seat cushion is folded
down into place. It is returned to its
stowed position by pressing upwards and
against the partition. The lower section of
the seat is provided with a compartment
containing a life vest and closed by velcro
tapes. The straps of the safety harness can

be clicked into the buckle in any order.
Turning the unlocking control through a 1/
4 turn, either clockwise or counterclockwise, releases the two shoulder straps and
the lap belt. Pressing the control located
on the top of the buckle releases the shoulder straps alone. The inertial reel locking
control is located in the coat storage compartment.

The Fourth Occupant seat is a folding seat
located against the left rear partition in the
flight deck. The seat cushion is folded
down into place. It is returned to its
stowed position by pressing upwards and
against the partition. The lower section of
the seat is provided with a compartment
containing a life vest and closed by velcro
tapes. The straps of the safety harness can
be clicked into the buckle in any order.

Turning the unlocking control through a 1/
4 turn, either clockwise or counterclockwise, releases the two shoulder straps and
the lap belt. Pressing the control located
on the top of the buckle releases the shoulder straps alone. The inertial reel locking
control is located in the coat storage compartment.

JUN 97
A319/A320
25-9
JUN 97
25-9
UNITED AIRLINES
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/A321

Flight Deck Equipment Racks
The Rear Panel 120VU is installed in the
flight deck and is located on the right hand
side, behind the First Officer seat. The
lower rack section is divided into several
compartments. Each compartment houses
electrical generation equipment such as
contactors, TRs, etc. associated with the
corresponding systems:
- system 1 AC compartment associated
with engine 1 generator,
- APU system and ground power unit AC
compartment associated with the APU
generators and the ground power unit,
- system 1 DC compartment,
- system 2 DC compartment.
The center section of the rack houses the
primary circuit breakers associated with
25-10
A319/A320

the electrical generation systems installed
in the lower section of the rack and some
primary circuit breakers. These circuit
breakers are grouped per system, their
functional designation is given and they
are geographically located by means of
placards.
The upper rack section is divided into two
panels and houses all the distribution circuit breakers protecting the electrical lines
supplying aircraft systems. These circuit
placards.
Access to the AC and DC electrical power
centers is gained by removing the cover
plates. Access to the inside of the circuit
breaker panels is gained by opening the
hinged panels.
JUN 97
Flight Deck Equipment Racks

The Rear Panel 120VU is installed in the
flight deck and is located on the right hand
side, behind the First Officer seat. The
lower rack section is divided into several
compartments. Each compartment houses
electrical generation equipment such as
contactors, TRs, etc. associated with the
corresponding systems:
- APU system and ground power unit AC
compartment associated with the APU
generators and the ground power unit,
- system 1 DC compartment,
- system 2 DC compartment.
The center section of the rack houses the
primary circuit breakers associated with
25-10
the electrical generation systems installed

in the lower section of the rack and some
primary circuit breakers. These circuit
placards.
The upper rack section is divided into two
panels and houses all the distribution circuit breakers protecting the electrical lines
supplying aircraft systems. These circuit
placards.
Access to the AC and DC electrical power
centers is gained by removing the cover
plates. Access to the inside of the circuit
breaker panels is gained by opening the
hinged panels.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Rear Panel 120VU

JUN 97
A319/A320
Rear Panel 120VU

25-11
JUN 97
25-11
UNITED AIRLINES
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A318/A319/A320
/A321
PASSENGER COMPARTMENT
The equipment and furnishings which are
installed in the passenger seating area are:
- passenger seats,
- cabin attendant seats,
- linings and furnishings that cover the
compartment structure,
- overhead stowage compartments are for
stowage of passenger carry-on baggage
and other equipment,
- passenger service/information units,
- textile floor coverings.
installed in the utility areas are:
- Passenger Service Units (PSUs) are
installed at passenger and attendant
locations throughout the cabin,
- curtains and partitions are used to divide
the utility areas and the seating sections,
- ancillary equipment has different
stowage units,
- nontextile floor coverings,
- vacuum cleaner sockets give electrical
power to clean the cabin interior,
- galleys,
- lavatories.
Additional equipment also installed in the
cabin is:
- emergency escape slide/slide rafts,
- first aid equipment,
- miscellaneous emergency equipment.
NOTE: The A319 fuselage is 12 ft
shorter than the A320 fuselage and
therefore has fewer passenger seats.
A319 aircraft have 8 first class seats
and 116 coach seats. A320 aircraft have
12 first class seats and 132 coach seats
PASSENGER COMPARTMENT
installed in the passenger seating area are:
- passenger seats,
- linings and furnishings that cover the
compartment structure,
- overhead stowage compartments are for
stowage of passenger carry-on baggage
and other equipment,
- passenger service/information units,
- textile floor coverings.
installed in the utility areas are:
- Passenger Service Units (PSUs) are
installed at passenger and attendant
locations throughout the cabin,
- curtains and partitions are used to divide
the utility areas and the seating sections,
- ancillary equipment has different
stowage units,
- nontextile floor coverings,
- vacuum cleaner sockets give electrical
power to clean the cabin interior,
- galleys,
- lavatories.
Additional equipment also installed in the
cabin is:
- emergency escape slide/slide rafts,
- first aid equipment,
- miscellaneous emergency equipment.
NOTE: The A319 fuselage is 12 ft
shorter than the A320 fuselage and
therefore has fewer passenger seats.
A319 aircraft have 8 first class seats
and 116 coach seats. A320 aircraft have
12 first class seats and 132 coach seats
25-12
JUN 97
25-12
A319/A320
JUN 97
UNITED AIRLINES
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A319/A320 /A321
Cabin Layout (A320)
Cabin Layout (A320)

JUN 97
A319/A320
25-13
JUN 97
25-13
UNITED AIRLINES
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/A321
Passenger Seats
Passenger Seats
First Class Seats
25-14
A319/A320
First Class Seats
JUN 97
25-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Economy Class Seats
Economy Class Seats
JUN 97
A319/A320
25-15
JUN 97
25-15
UNITED AIRLINES
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/A321
Seat Tracks
25-16
A319/A320
Seat Tracks
JUN 97
25-16
JUN 97
UNITED AIRLINES
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A318/
A319/A320 /A321
attendant Seats
attendant Seats
Cabin Attendant Seat Arrangement
Cabin Attendant Seat Arrangement

JUN 97
A319/A320
25-17
JUN 97
25-17
UNITED AIRLINES
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A318/A319/A320
/A321
A319/A320
Panels & Linings

The cabin linings are formed to the contour of the fuselage. They are installed
over the fuselage structure, thermal acoustic insulation, components of the electrical
system, air conditioning and ventilation
system. Sealing strips fill the joints.
The cabin has:
- the ceiling panels
- the cove light covers
- the upper sidewall panels
- the lower sidewall panels
- passenger/crew door linings
- passenger/crew door frame linings
- emergency exit door linings
- emergency exit door frame linings
Panels & Linings

The cabin linings are formed to the contour of the fuselage. They are installed
over the fuselage structure, thermal acoustic insulation, components of the electrical
system, air conditioning and ventilation
system. Sealing strips fill the joints.
The cabin has:
- the ceiling panels
- the cove light covers
- the upper sidewall panels
- the lower sidewall panels
- passenger/crew door linings
- passenger/crew door frame linings
- emergency exit door linings
- emergency exit door frame linings
Cabin Panels (Sheet 1)
25-18
JUN 97
25-18
JUN 97
UNITED AIRLINES
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A318/
A319/A320 /A321

JUN 97
A319/A320
25-19
JUN 97
25-19
UNITED AIRLINES
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/A321
Crew Door Linings LH/RH
Crew Door Linings LH/RH
25-20
A319/A320
JUN 97
25-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Overhead Stowage Compartments

JUN 97
A319/A320

25-21
JUN 97
25-21
UNITED AIRLINES
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A318/A319/A320
/A321

Passenger Service Information Units
(PSIUs)
The information panel is installed above
every second seat. The number of reading
lights, the individual air outlets and oxygen container agree with the seat layout.
Panels fill the spaces between the PSIUs.
Clamping blocks prevent the PSIUs from
moving in the forward/aft direction.
The PSIU has two primary units:
- the Passenger Service Unit (PSU),
- the Passenger Information Unit (PIU).
Each PSU has:
- a seat row sign panel,
- a reading light panel,
- an individual air outlet panel.
Each seat row sign panel has:
- an attendant call/call reset push-button,
- NO SMOKER sign.
Each Reading Light Panel can be switched
ON or OFF with the membrane switch
located on the panel.
Individual Air Outlets open/close and
adjust the direction of the airflow. The
number of fresh-air outlet nozzles agrees
with the seat layout.
25-22
A319/A320

Each PIU has:
- a loudspeaker,
- a lighted sign FASTEN SEAT BELT
- a lighted sign NO SMOKING.
They give acoustic and visual information
to the passengers, if necessary. Video
units can be installed in the service channels for visual entertainment of the passengers.
PSIUs have interfaces with:
- the air conditioning system,
- the communication system,
- the lighting system,
- the oxygen system.
For access to these system interfaces
remove the related PSIU panels and/or the
adjacent filler panels.
JUN 97
Passenger Service Information Units

(PSIUs)
The information panel is installed above
every second seat. The number of reading
lights, the individual air outlets and oxygen container agree with the seat layout.
Panels fill the spaces between the PSIUs.
Clamping blocks prevent the PSIUs from
moving in the forward/aft direction.
The PSIU has two primary units:
- the Passenger Service Unit (PSU),
- the Passenger Information Unit (PIU).
Each PSU has:
- a seat row sign panel,
- a reading light panel,
- an individual air outlet panel.
Each seat row sign panel has:
- an attendant call/call reset push-button,
- NO SMOKER sign.
Each Reading Light Panel can be switched
ON or OFF with the membrane switch
located on the panel.
Individual Air Outlets open/close and
adjust the direction of the airflow. The
number of fresh-air outlet nozzles agrees
with the seat layout.
25-22
Each PIU has:

- a loudspeaker,
- a lighted sign FASTEN SEAT BELT
- a lighted sign NO SMOKING.
They give acoustic and visual information
to the passengers, if necessary. Video
units can be installed in the service channels for visual entertainment of the passengers.
PSIUs have interfaces with:
- the communication system,
- the lighting system,
- the oxygen system.
For access to these system interfaces
remove the related PSIU panels and/or the
adjacent filler panels.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Passenger Service Information Unit (PSIU)

JUN 97
A319/A320
Passenger Service Information Unit (PSIU)

25-23
JUN 97
25-23
UNITED AIRLINES
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A318/A319/A320
/A321
Individual Air Outlet Panel
Individual Air Outlet Panel
25-24
A319/A320
JUN 97
25-24
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Reading Light Panel
Reading Light Panel

JUN 97
A319/A320
25-25
JUN 97
25-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Floors
Floors
Floor Coverings
Floor Coverings
25-26
A319/A320
JUN 97
25-26
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Service Outlets
The busbar 214XP and 212XP supply 115
VAC, 400 Hz to each vacuum cleaner vacuum cleaner wall-socket. Each vacuum
Cleaner wall-socket has an isolated electrical circuit and is independently protected by a 10 amp circuit breaker. The
circuit breakers are installed on the circuit
breaker panels 2000VU and 2001VU.
Service Outlets
The busbar 214XP and 212XP supply 115
VAC, 400 Hz to each vacuum cleaner vacuum cleaner wall-socket. Each vacuum
Cleaner wall-socket has an isolated electrical circuit and is independently protected by a 10 amp circuit breaker. The
circuit breakers are installed on the circuit
breaker panels 2000VU and 2001VU.
Vacuum Cleaner Sockets & Power Supply
Vacuum Cleaner Sockets & Power Supply

JUN 97
A319/A320
25-27
JUN 97
25-27
UNITED AIRLINES
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/A321
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GALLEYS
GALLEYS
Galley Installation
25-28
Galley Installation
JUN 97
25-28
JUN 97
UNITED AIRLINES
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A318/
A319/A320 /A321
Galley Equipment
Galley Equipment
JUN 97
A319/A320
25-29
JUN 97
25-29
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/A321
A319/A320
LAVATORIES
LAVATORIES
Lavatory Installation
Lavatory Installation
25-30
JUN 97
25-30
JUN 97
UNITED AIRLINES
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A318/
A319/A320 /A321
Lavatory Equipment
Lavatory Equipment
JUN 97
A319/A320
25-31
JUN 97
25-31
UNITED AIRLINES
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/A321

CARGO COMPARTMENT
Forward Cargo Compartment
The forward cargo hold is in Zone 130
between the fixed partitions FR24A and
FR34. The forward cargo hold is specified
as the forward cargo compartment. The
forward cargo compartment door which is
found between FR24A and FR28 gives
access to the forward cargo compartmen2
Included in the forward cargo compartment are the subsequent linings:
- the left sidewall lining,
- the ceiling panel,
- the right sidewall lining.
Included in the forward cargo compartment are the subsequent furnishings:
- the loading area light.
- the smoke detector panel,
- the rapid decompression panels,
- the cargo compartment lighting,
- the door net and the divider net,
- the tie-down/net attachment points.
aft Cargo Compartment
The aft cargo hold is in Zone 150/160
between the fixed partitions FR47 and
FR65. A divider net divides the aft cargo
hold into separate compartments. They are
specified as cargo compartments 3, 4 and
5. cargo compartment 5 is specified as the
bulk cargo compartment. The aft cargo
compartment door which is found
between FR52A and FR56 gives access to
the cargo compartments 3, 4, and 5.
25-32
A319/A320

Included in the aft and the bulk cargo
compartments are the subsequent linings:
compartments are the subsequent furnishings:
compartment are the furnishings as follows:
- the loading area light,
- the door net,
- the divider nets,
- the access panels,
- the air conditioning inlets,
- the air conditioning outlets.
The emergency equipment is installed for
the safety of the crew and the
passengers in an emergency.
NOTE: For details of fire protection a
refer to chapters 26.
JUN 97
CARGO COMPARTMENT
The forward cargo hold is in Zone 130
between the fixed partitions FR24A and
FR34. The forward cargo hold is specified
as the forward cargo compartment. The
forward cargo compartment door which is
found between FR24A and FR28 gives
access to the forward cargo compartment .
Included in the forward cargo compartment are the subsequent linings:
Included in the forward cargo compartment are the subsequent furnishings:
- the loading area light.
- the door net and the divider net,
aft Cargo Compartment
The aft cargo hold is in Zone 150/160
between the fixed partitions FR47 and
FR65. A divider net divides the aft cargo
hold into separate compartments. They are
specified as cargo compartments 3, 4 and
5. cargo compartment 5 is specified as the
bulk cargo compartment. The aft cargo
compartment door which is found
between FR52A and FR56 gives access to
the cargo compartments 3, 4, and 5.
25-32

compartments are the subsequent linings:
compartments are the subsequent furnishings:
compartment are the furnishings as follows:
- the loading area light,
- the door net,
- the divider nets,
- the access panels,
- the air conditioning inlets,
- the air conditioning outlets.
The emergency equipment is installed for
the safety of the crew and the
passengers in an emergency.
NOTE: For details of fire protection a
refer to chapters 26.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

JUN 97
A319/A320
25-33
JUN 97
25-33
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/A321
Aft & Bulk Cargo Compartment
Aft & Bulk Cargo Compartment
25-34
A319/A320
JUN 97
25-34
JUN 97
UNITED AIRLINES
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/A321

Cargo Nesting System (A320)
The ACE Telescoping Cargo Loading
System (nesting system) is mounted in
each lower cargo compartment. The system allows one person to load and unload
baggage from the doorway into the compartment. The system consists of 2 rolling
modules or bins and a raised floor area.
When fully extended, the system fills up
the cargo compartment area aft of the
cargo door in the forward compartment,
and the cargo compartment area Forward
or the cargo door in the art compartment.
NOTE: The cargo nesting system is not
installed on A319 aircraft.
Modules are constructed of honeycomb
panels joined at the edges by extrusions.
The inner module, or module 1 sits on top
of the outer module, or module 2. When
the modules are driven toward the door,
they are retracted or nested When driven
away from the door they are extended,
which is the normal flight position. An
access door is provided in the bulkhead of
module 2 For maintenance access.
The Modules move on nylon roller unit
mounted on the exterior surfaces of the
modules. These ride on rails that are
installed on the cargo compartment floor
and wall liners.
The liner mounted rails are attached to the
cargo tie-down fittings (center and side
rails), and directly to the sidewall and ceiling panels (hip and ceiling rails).
Electrical limit switches mounted to the
center rail stop the modules at the
extended and retracted positions. A relay
module mounted behind the sidewall panels interfaces between the switch, limit
switches, motor and aircraft power.
25-36
A319/A320

Primary end-stop function is provided by
the limit switches cutting power to the
motor. The ball-nut assembly and jackscrew hold the modules in place. Secondary end-stops are positioned at the ends of
the side rails and one end of the ceiling
rails.
When the modules are fully extended,
power is automatically cut-off by the far
limit switch. Intermediate module positions may be obtained by manual operation of the control switch.
From the Fully extended position, the
modules retract towards the door together,
held by the friction of the baggage, until
module 1 reaches the end stop on the Side
Rails. Module 2 will continue until the
near limit switch is reached, automatically
cutting power to the motor. Intermediate
module positions may be obtained by
manual operation of the control switch.
The ceiling mounted control module consists of a toggle switch and 4 indicator
lights. The lights indicate the mode of the
limit switches. A control module mounted
circuit breaker for the power control relay
provides power to the cargo door position
relay only, and pulling it does not remove
power to the entire cargo nesting system.
Circuit breakers for the motor and relay
controls are located in the 2000VU and
2001VU Panels.
NOTE: Allow about 2" ceiling clearance when loading to allow air circulation for Fire detection and suppression.
Secure the section cargo nets before
closing the cargo doors.
JUN 97
Cargo Nesting System (A320)

The ACE Telescoping Cargo Loading
System (nesting system) is mounted in
each lower cargo compartment. The system allows one person to load and unload
baggage from the doorway into the compartment. The system consists of 2 rolling
modules or bins and a raised floor area.
When fully extended, the system fills up
the cargo compartment area aft of the
cargo door in the forward compartment,
and the cargo compartment area Forward
or the cargo door in the art compartment.
NOTE: The cargo nesting system is not
installed on A319 aircraft.
Modules are constructed of honeycomb
panels joined at the edges by extrusions.
The inner module, or module 1 sits on top
of the outer module, or module 2. When
the modules are driven toward the door,
they are retracted or nested When driven
away from the door they are extended,
which is the normal flight position. An
access door is provided in the bulkhead of
module 2 For maintenance access.
The Modules move on nylon roller unit
mounted on the exterior surfaces of the
modules. These ride on rails that are
installed on the cargo compartment floor
and wall liners.
The liner mounted rails are attached to the
cargo tie-down fittings (center and side
rails), and directly to the sidewall and ceiling panels (hip and ceiling rails).
Electrical limit switches mounted to the
center rail stop the modules at the
extended and retracted positions. A relay
module mounted behind the sidewall panels interfaces between the switch, limit
switches, motor and aircraft power.
25-36
Primary end-stop function is provided by

the limit switches cutting power to the
motor. The ball-nut assembly and jackscrew hold the modules in place. Secondary end-stops are positioned at the ends of
the side rails and one end of the ceiling
rails.
When the modules are fully extended,
power is automatically cut-off by the far
limit switch. Intermediate module positions may be obtained by manual operation of the control switch.
From the Fully extended position, the
modules retract towards the door together,
held by the friction of the baggage, until
module 1 reaches the end stop on the Side
Rails. Module 2 will continue until the
near limit switch is reached, automatically
cutting power to the motor. Intermediate
module positions may be obtained by
manual operation of the control switch.
The ceiling mounted control module consists of a toggle switch and 4 indicator
lights. The lights indicate the mode of the
limit switches. A control module mounted
circuit breaker for the power control relay
provides power to the cargo door position
relay only, and pulling it does not remove
power to the entire cargo nesting system.
Circuit breakers for the motor and relay
controls are located in the 2000VU and
2001VU Panels.
NOTE: Allow about 2" ceiling clearance when loading to allow air circulation for Fire detection and suppression.
Secure the section cargo nets before
closing the cargo doors.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Cargo Nesting System (Sheet 1) (A320)

JUN 97
A319/A320
25-37
JUN 97
25-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
25-38
A319/A320
JUN 97
25-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Cargo Nesting System Operational Sequence (A320)
Cargo Nesting System Operational Sequence (A320)

JUN 97
A319/A320
25-39
JUN 97
25-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Light Sequence Chart (A320)
25-40
A319/A320
Light Sequnce Chart (A320)
JUN 97
25-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

EMERGENCY EQUIPMENT
Flight dcck escape facilities permit quick
evacuation for the flight deck crew
through the open sliding windows.
Cabin escape facilities are installed at all
the aircraft exits. They permit quick evacuation for the passengers and crew in an
emergency.
Evacuation signaling equipment is operated in an emergency. The system gives a
signal to start the evacuation of the passengers and crew.
First aid equipment kits are kept at different locations in the cabin. The kits contain
medical equipment to give help to passengers or crew members who become ill, or
suffer injury.
25-42
A319/A320

Miscellaneous emergency equipment is
kept at different locations in the cabin.
The equipment is located with easy access
for immediate use in an emergency.
Floatation and survival equipment for
each passenger and crew member is kept
in the flight deck and in the cabin.
Supplementary medical equipment such as
portable oxygen, medical stretchers, incubators, etc. can be installed in the aircraft
as necessary.
A rapid decompression system is installed
in the fuselage.
JUN 97
EMERGENCY EQUIPMENT
Flight dcck escape facilities permit quick
evacuation for the flight deck crew
through the open sliding windows.
Cabin escape facilities are installed at all
the aircraft exits. They permit quick evacuation for the passengers and crew in an
emergency.
Evacuation signaling equipment is operated in an emergency. The system gives a
signal to start the evacuation of the passengers and crew.
First aid equipment kits are kept at different locations in the cabin. The kits contain
medical equipment to give help to passengers or crew members who become ill, or
suffer injury.
25-42
Miscellaneous emergency equipment is

kept at different locations in the cabin.
The equipment is located with easy access
for immediate use in an emergency.
Floatation and survival equipment for
each passenger and crew member is kept
in the flight deck and in the cabin.
Supplementary medical equipment such as
portable oxygen, medical stretchers, incubators, etc. can be installed in the aircraft
as necessary.
A rapid decompression system is installed
in the fuselage.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Flight Deck Escape Facilities
Flight Deck Escape Facilities
Flight Deck Window Escape Rope
Flight Deck Window Escape Rope

JUN 97
A319/A320
25-43
JUN 97
25-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Cabin Escape Facilities
The cabin escape facilities are installed at
all the aircraft exits. They permit quick
evacuation for the passengers and the
crew in an emergency.
Single lane escape slides are installed on
A/C 414-435 at all cabin doors. Dual lane
escape slides/rafts are installed on A/C
401-413 at all cabin doors.
Inflation is automatic if the door is opened
with the Emergency Control Handle
(ECH) in the ARMED mode. Manual
inflation is possible after the door is
opened. The slide/raft has a special move
function that permits quick release from a
damaged door, for subsequent inflation at
a different door.
When the emergency control handle
(ECH) is set to ARMED the girt bar connects the inflatable assembly to the floor
attach fittings.
As the door opens the outboard movement
of the door pulls the inflatable assembly
from the backboard assembly. As the
inflatable assembly is released its starts to
fall and a lanyard pulls the reservoir valve
(of the valve/regulator assembly) to open.
The reservoir gas supply starts to flow
through the flexible hose and the aspirator
inlet assembly.
The inflation procedure takes approximately 4s. If the automatic inflation system does not operate, the reservoir valve
(of the valve/regulator assembly) can be
opened with the manual inflation handle.
The handle is red in color, identified with
a label PULL and installed on the girt
assembly.
The directional guidance lights come on
automatically during the inflation procedure. Electrical power for the lights is supplied from the cabin emergency lighting
system.
25-44
A319/A320

If an over-water emergency exists, the survival kits must be removed from their
stowages and attached to each slide/raft.
They are connected with a snap-hook to
the survival kit attach-loop on the slide/
raft girt. The snap-hook is installed on the
survival kit pack. The additional life raft is
deployed from a door from which the
slide/raft was disengaged.
The offwing escape slide inflates when
you remove one of the emergency exit
hatches. As the exit hatch is removed the
hatch latch-pin engages a release lever
installed in the exit fuselage frame. Movement of the release lever causes a tension
in the release cable which opens the reservoir valve (of the valve/regulator assembly). The initial gas supply releases the
blow-out door installed in the stowage
compartment attach-panel. It then inflates
the offwing escape slide through the flexible hose and aspirator inlet assembly. The
inflation procedure takes approximately
5s. If the automatic inflation system does
not operate the reservoir valve (of the
valve/regulator assembly) can be opened
with the manual inflation handle. The
manual inflation handle is red in color and
can be seen when the emergency exit
hatch is removed.
system.
JUN 97

The cabin escape facilities are installed at
all the aircraft exits. They permit quick
evacuation for the passengers and the
crew in an emergency.
Single lane escape slides are installed on
A/C 414-435 at all cabin doors. Dual lane
escape slides/rafts are installed on A/C
401-413 at all cabin doors.
Inflation is automatic if the door is opened
with the Emergency Control Handle
(ECH) in the ARMED mode. Manual
inflation is possible after the door is
opened. The slide/raft has a special move
function that permits quick release from a
damaged door, for subsequent inflation at
a different door.
When the emergency control handle
(ECH) is set to ARMED the girt bar connects the inflatable assembly to the floor
attach fittings.
As the door opens the outboard movement
of the door pulls the inflatable assembly
from the backboard assembly. As the
inflatable assembly is released its starts to
fall and a lanyard pulls the reservoir valve
(of the valve/regulator assembly) to open.
The reservoir gas supply starts to flow
through the flexible hose and the aspirator
inlet assembly.
The inflation procedure takes approximately 4s. If the automatic inflation system does not operate, the reservoir valve
(of the valve/regulator assembly) can be
opened with the manual inflation handle.
The handle is red in color, identified with
a label PULL and installed on the girt
assembly.
system.
25-44
If an over-water emergency exists, the survival kits must be removed from their
stowages and attached to each slide/raft.
They are connected with a snap-hook to
the survival kit attach-loop on the slide/
raft girt. The snap-hook is installed on the
survival kit pack. The additional life raft is
deployed from a door from which the
slide/raft was disengaged.
The offwing escape slide inflates when
you remove one of the emergency exit
hatches. As the exit hatch is removed the
hatch latch-pin engages a release lever
installed in the exit fuselage frame. Movement of the release lever causes a tension
in the release cable which opens the reservoir valve (of the valve/regulator assembly). The initial gas supply releases the
blow-out door installed in the stowage
compartment attach-panel. It then inflates
the offwing escape slide through the flexible hose and aspirator inlet assembly. The
inflation procedure takes approximately
5s. If the automatic inflation system does
not operate the reservoir valve (of the
valve/regulator assembly) can be opened
with the manual inflation handle. The
manual inflation handle is red in color and
can be seen when the emergency exit
hatch is removed.
system.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Escape Slide Assembly (Sheet 1)

JUN 97
A319/A320
25-45
JUN 97
25-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
25-46
A319/A320
JUN 97
25-46
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Escape/Slide Raft Assembly (Sheet 1 - Latch Type))
Escape/Slide Raft Assembly (Sheet 1 - Latch Type))

JUN 97
A319/A320
25-47
JUN 97
25-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Escape/Slide Raft Assembly (Sheet 2 - Latch Type)
Escape/Slide Raft Assembly (Sheet 2 - Latch Type)
25-48
A319/A320
JUN 97
25-48
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Escape Slide/Raft Assembly (Sheet 1 - Quick Release Pin Type)

JUN 97
A319/A320

25-49
JUN 97
25-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
25-50
A319/A320
JUN 97
25-50
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

JUN 97
A319/A320

25-51
JUN 97
25-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Inflated Escape Slide
Inflated Escape Slide
25-52
A319/A320
JUN 97
25-52
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Inflated Escape Slide/Raft
Inflated Escape Slide/Raft

JUN 97
A319/A320
25-53
JUN 97
25-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Offwing Escape Slide Assembly (Sheet 1)
25-54
A319/A320
JUN 97
25-54
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

JUN 97
A319/A320
25-55
JUN 97
25-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Inflation Reservoir Pressure Gage
Inflation Reservoir Pressure Gage
25-56
A319/A320
JUN 97
25-56
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Inflated Offwing Escape Slide
Inflated Offwing Escape Slide

JUN 97
A319/A320
25-57
JUN 97
25-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

The evacuation signaling equipment is
operated by the captain or purser in an
emergency (on the ground or on water) if
the aircraft has to be evacuated. The system gives a signal to the cabin crew to
start the evacuation of the passengers and
crew. The essential busbar supplies electrical power to the system.
The evacuation signaling components and
signal sources installed on the overhead
panel in the flight deck include:
- a warning horn 5WP on panel 48VU,
- a COMMAND pushbutton switch 3WP
on panel 21VU, with EVAC and ON
indicator lights included in the switch
unit,
- a CAPT & PURS and CAPT, twoposition selector switch 2WP, installed
- on panel 21VU,
- a HORN SHUT OFF pushbutton switch
7WP on panel 21VU.
The evacuation signaling components,
interfaces and signal sources installed in
the forward utility area include:
- a CMD pushbutton switch with an
internal indicator light,
- a RESET pushbutton switch,
- an EVAC indicator light is installed on
the forward attendant panel,
- an EVAC ALERT indicator light
(optional) is installed on the standard
area call panel.
The components of the Cabin Intercommunication Data System (CIDS) installed
in the forward utility area, that interface
with the evacuation signalling system
include:
- Decoder/Encoder Units (DEU), types A
and B located in the overhead
compartment. The type A DEU as two
amplifiers that function independently,
25-58
A319/A320

- a Programming and Test Panel (PTP)
which contains a Cabin Assignment
Module (CAM), installed adjacent to the
forward attendant panel (behind an
access cover), has the cabin
configuration,
- cabin loudspeakers.
The evacuation signalling components,
the aft utility area include:
- a TONE OFF pushbutton switch and
EVAC indicator light installed on the left
aft attendant panel,
- CMD and RESET pushbutton switches,
EVAC and CMD indicator lights on the
left and right aft attendant panels,
- EVAC ALERT indicator lights
(optional) on the standard area call
panels.
The components of the CIDS installed in
the aft utility area that interface with the
evacuation signaling system include:
- Decoder/Encoder Units type DEU A and
DEU B. located in the overhead
compartment,
The CIDS components that interface with
the evacuation signaling system installed
in the avionics compartment include:
- two CIDS directors. No. 1 (Active) is
installed on panel 87VU and No. 2 (Hotstandby) is installed on panel 88VU in
equipment rack 137MCU. The
evacuation and signaling equipment has
interfaces with the Cabin
Intercommunication Data System
(CIDS).
JUN 97
The evacuation signaling equipment is
operated by the captain or purser in an
emergency (on the ground or on water) if
the aircraft has to be evacuated. The system gives a signal to the cabin crew to
start the evacuation of the passengers and
crew. The essential busbar supplies electrical power to the system.
The evacuation signaling components and
signal sources installed on the overhead
panel in the flight deck include:
- a warning horn 5WP on panel 48VU,
- a COMMAND pushbutton switch 3WP
on panel 21VU, with'EVAC and ON
indicator lights included in the switch
unit,
- a CAPT & PURS and CAPT, twoposition selector switch 2WP, installed
- on panel 21VU,
- a HORN SHUT OFF pushbutton switch
7WP on panel 21VU.
The evacuation signaling components,
the forward utility area include:
- a CMD pushbutton switch with an
internal indicator light,
- a RESET pushbutton switch,
- an EVAC indicator light is installed on
the forward attendant panel,
- an EVAC ALERT indicator light
(optional) is installed on the standard
area call panel.
The components of the Cabin Intercommunication Data System (CIDS) installed
in the forward utility area, that interface
with the evacuation signalling system
include:
- Decoder/Encoder Units (DEU), types A
and B located in the overhead
compartment. The type A DEU as two
amplifiers that function independently,
25-58
- a Programming and Test Panel (PTP)

which contains a Cabin Assignment
Module (CAM), installed adjacent to the
forward attendant panel (behind an
access cover), has the cabin
configuration,
The evacuation signalling components,
the aft utility area include:
- a TONE OFF pushbutton switch and
EVAC indicator light installed on the left
aft attendant panel,
- CMD and RESET pushbutton switches,
EVAC and CMD indicator lights on the
left and right aft attendant panels,
- EVAC ALERT indicator lights
(optional) on the standard area call
panels.
The components of the CIDS installed in
the aft utility area that interface with the
evacuation signaling system include:
- Decoder/Encoder Units type DEU A and
DEU B. located in the overhead
compartment,
The CIDS components that interface with
the evacuation signaling system installed
in the avionics compartment include:
- two CIDS directors. No. 1 (Active) is
installed on panel 87VU and No. 2 (Hotstandby) is installed on panel 88VU in
equipment rack 137MCU. The
evacuation and signaling equipment has
interfaces with the Cabin
Intercommunication Data System
(CIDS).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Evacuation Signalling Equipment Diagram

JUN 97
A319/A320
Evacuation Signalling Equipment Diagram

25-59
JUN 97
25-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Discrete input signals, supplied to the No.
l CIDS director (active) from the flight
deck, control the evacuation signaling
equipment. If the No. 1 CIDS director
fails, the No. 2 CIDS director (hotstandby) keeps the system in operation.
Facilities to supply other input signals to
the CIDS director from the aft attendant or
the forward attendant panels are optional.
The COMMAND pushbutton switch 3WP
supplies the electrical ground connection
for the evacuation command signals of the
system. Operation of the COMMAND
pushbutton switch to the ON position
causes:
- the ON indicator light (part of the
switch) to come on,
- transmission of a signal from the CIDS
director to the warning horn 5WP,
- the EVAC indicator light (part of the
COMMAND switch) to come on,
- a flashed indication for a general alert.
The CAPT & PURS and CAPT selector
switch 2WP, selects who is able to activate an EVAC ALERT.
NOTE: UALs configuration is set to
the CAPT & PURS position. This
allows the activation of a EVAC command from either the cabin or the flight
deck.
Operation of the HORN SHUT OFF pushbutton switch 7WP cancels the evacuation
tone transmission to the warning horn
5WP in the flight deck.
25-60
A319/A320

Operation of the evacuation CMD pushbutton switch from the forward flight
attendant panel causes:
- the CMD indicator light (part of the
switch) to come on,
- the transmission of evacuation tone from
the CIDS director to specified
loudspeakers in the cabin,
- the EVAC indicator light on the forward
attendant panel to come on,
a flashed indication for a general alert.
If the COMMAND switch 3WP (on the
overhead panel in the flight deck) is
selected ON, a visual EVAC ALERT indication comes on steady or flashes. Operation of the RESET pushbutton switch
cancels the evacuation tone transmission
to the respective loudspeakers in the
cabin.
On the left aft attendant panel a visual
EVAC indication comes on steady or
flashed. Operation of the RESET pushbutton switch cancels the evacuation tone
transmission to the respective loudspeakers.
Facilities for other EVAC CMD and
EVAC indications (optional) are installed
at the aft attendant stations and area call
panels (in the aft utility area).
JUN 97
Discrete input signals, supplied to the No.

l CIDS director (active) from the flight
deck, control the evacuation signaling
equipment. If the No. 1 CIDS director
fails, the No. 2 CIDS director (hotstandby) keeps the system in operation.
Facilities to supply other input signals to
the CIDS director from the aft attendant or
the forward attendant panels are optional.
The COMMAND pushbutton switch 3WP
supplies the electrical ground connection
for the evacuation command signals of the
system. Operation of the COMMAND
pushbutton switch to the ON position
causes:
- the ON indicator light (part of the
switch) to come on,
- transmission of a signal from the CIDS
director to the warning horn 5WP,
- the EVAC indicator light (part of the
COMMAND switch) to come on,
- a flashed indication for a general alert.
The CAPT & PURS and CAPT selector
switch 2WP, selects who is able to activate an EVAC ALERT.
NOTE: UALs configuration is set to
the CAPT & PURS position. This
allows the activation of a EVAC command from either the cabin or the flight
deck.
Operation of the HORN SHUT OFF pushbutton switch 7WP cancels the evacuation
tone transmission to the warning horn
5WP in the flight deck.
25-60
Operation of the evacuation CMD pushbutton switch from the forward flight
attendant panel causes:
- the CMD indicator light (part of the
switch) to come on,
- the transmission of evacuation tone from
the CIDS director to specified
loudspeakers in the cabin,
- the EVAC indicator light on the forward
attendant panel to come on,
a flashed indication for a general alert.
If the COMMAND switch 3WP (on the
overhead panel in the flight deck) is
selected ON, a visual EVAC ALERT indication comes on steady or flashes. Operation of the RESET pushbutton switch
cancels the evacuation tone transmission
to the respective loudspeakers in the
cabin.
On the left aft attendant panel a visual
EVAC indication comes on steady or
flashed. Operation of the RESET pushbutton switch cancels the evacuation tone
transmission to the respective loudspeakers.
Facilities for other EVAC CMD and
EVAC indications (optional) are installed
at the aft attendant stations and area call
panels (in the aft utility area).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Flight Deck Overhead Panel Evacuation Signaling
Flight Deck Overhead Panel Evacuation Signaling

JUN 97
A319/A320
25-61
JUN 97
25-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Forward Cabin Attendant Panel Evacuation Signaling
Forward Cabin attendant Panel Evacuation Signaling
25-62
A319/A320
JUN 97
25-62
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Aft Cabin Evacuation Signaling Components

JUN 97
A319/A320
Aft Cabin Evacuation Signaling Components

25-63
JUN 97
25-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Miscellaneous Emergency Equipment
Miscellaneous Emergency Equipment
Miscellaneous Emergency Equipment (Sheet 1)
25-64
A319/A320
JUN 97
25-64
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

JUN 97
A319/A320
25-65
JUN 97
25-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
25-66
A319/A320
JUN 97
25-66
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Lifelines Installation
Lifelines Installation
JUN 97
A319/A320
25-67
JUN 97
25-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

AVIONICS COMPARTMENT
The forward avionics compartment contains the following items of equipment:
- Weather Radar Shelf 109VU,
- Between Frames 2 and 4, L side, there is
a optional rack for a second Weather
Radar installation.,
- forward Electronics Rack 90VU,
- Space is provided for installation of nonArinc items (window heat computers,
probe heat computers, contactors, relays,
miscellaneous equipment, etc...).
- There is also a ground power receptacle
forward of the nose gear between
Frames 7 and 8.
- All the rack shelves are removable. An
underfuselage access door is provided at
Frame 4.
The right lateral avionics compartment
contains the following items of equipment:
- Ann Lights Test Unit 70VU,
- Relay Box 103VU,
- Contactor Box 107VU,
- 2 batteries,
- 2 transformer rectifiers,
- 1 static inverter,
- 2 battery charge limiters.
25-68
A319/A320

An underfuselage off-centered door provides external access at Frame 13.
The left lateral avionics compartment contains the following items of equipment:
- AC/DC Emergency Power Center
106VU,
- the associated generator control unit,
transformer rectifier and transformer.
The aft avionics compartment contains the
following items of equipment:
- a rack with an adjustable shelf for
ADIRS installation,
- aft Electronics rack 80VU.
An access panel allows communication
with the passenger compartment.
JUN 97
AVIONICS COMPARTMENT
The forward avionics compartment contains the following items of equipment:
- Weather Radar Shelf 109VU,
- Between Frames 2 and 4, L side, there is
a optional rack for a second Weather
Radar installation.,
- forward Electronics Rack 90VU,
- Space is provided for installation of nonArinc items (window heat computers,
probe heat computers, contactors, relays,
miscellaneous equipment, etc...).
- There is also a ground power receptacle
forward of the nose gear between
Frames 7 and 8.
- All the rack shelves are removable. An
underfuselage access door is provided at
Frame 4.
The right lateral avionics compartment
contains the following items of equipment:
- Ann Lights Test Unit 70VU,
- Relay Box 103VU,
- Contactor Box 107VU,
- 2 batteries,
- 2 transformer rectifiers,
- 1 static inverter,
- 2 battery charge limiters.
25-68

The left lateral avionics compartment contains the following items of equipment:
- AC/DC Emergency Power Center
106VU,
- the associated generator control unit,
transformer rectifier and transformer.
The aft avionics compartment contains the
following items of equipment:
- a rack with an adjustable shelf for
ADIRS installation,
- aft Electronics rack 80VU.
An access panel allows communication
with the passenger compartment.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Avionics Compartment
Avionics Compartment
JUN 97
A319/A320
25-69
JUN 97
25-69
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
FIRE PROTECTION
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................1
ENGINE FIRE PROTECTION ................................................................2
Engine Fire Detection Unit Logic .........................................................4
Engine Fire Push-Button Interfaces ......................................................7
System Warnings ..................................................................................8
System Operation in case of Fire ..........................................................8
Engine Fire Protection Precautions .......................................................10
Fan and Pylon Fire Detectors ................................................................10
Fire Bottles ............................................................................................12
Engine Fire Protection Electrical Circuits ............................................13
Engine Fire Protection Electrical Circuits - Detection .........................13
Engine Fire Protection Electrical Circuits - Extinguishing ...................14
Engine Fire Protection Electrical Circuits - Interfaces .........................15
APU FIRE PROTECTION ........................................................................16
APU Fire Protection Logic ...................................................................18
APU Fire Push-Button Interfaces .........................................................22
System Warnings (APU Fire in Flight) ................................................24
APU Auto Extinguishing Ground Test .................................................24
System Operation in case of APU Fire (Manual Extinguishing) ..........26
Auto Extinguishing on the Ground .......................................................27
APU Fire Protection Precautions ..........................................................28
APU Fire Detectors ...............................................................................29
APU Fire Bottle ....................................................................................30
APU Fire Protection Electrical Circuits ................................................31
APU Fire Protection Electrical Circuits - Detection .............................31
APU Fire Protection Electrical Circuits - Extinguishing ......................32
APU Fire Protection Electrical Circuits - Auto Extinguishing .............33
AVIONICS SMOKE DETECTION .........................................................34
Avionics Smoke Procedure ...................................................................36
Avionics Smoke Detector .....................................................................40
Avionics Smoke Detection - Electrical Circuit .....................................41
CARGO & LAVATORY FIRE PROTECTION .....................................42
Cargo Fire Protection ............................................................................42
Cargo Fire Protection Precautions ........................................................43
Cargo Fire Protection System(A319) ....................................................44
Cargo Fire Protection System(A320) ....................................................45
Cargo Smoke Protection System Warnings ..........................................46
System Operation in case of Cargo Smoke ...........................................46
Lavatory Fire Protection System ..........................................................49
Lavatory Smoke Warnings ...................................................................50
Waste Bin Fire Extinguisher .................................................................51
PORTABLE EQUIPMENT........................................................................52

GENERAL .................................................................................................. 1
ENGINE FIRE PROTECTION ................................................................ 2
Engine Fire Detection Unit Logic ......................................................... 4
Engine Fire Push-Button Interfaces ...................................................... 7
System Warnings .................................................................................. 8
System Operation in case of Fire .......................................................... 8
Engine Fire Protection Precautions ...................................................... 10
Fan and Pylon Fire Detectors ............................................................... 10
Fire Bottles ............................................................................................ 12
Engine Fire Protection Electrical Circuits ............................................ 13
Engine Fire Protection Electrical Circuits - Detection ......................... 13
Engine Fire Protection Electrical Circuits - Extinguishing .................. 14
Engine Fire Protection Electrical Circuits - Interfaces ......................... 15
APU FIRE PROTECTION ....................................................................... 16
APU Fire Protection Logic ................................................................... 18
APU Fire Push-Button Interfaces ......................................................... 22
System Warnings (APU Fire in Flight) ................................................ 24
APU Auto Extinguishing Ground Test ................................................. 24
System Operation in case of APU Fire (Manual Extinguishing) ......... 26
Auto Extinguishing on the Ground ....................................................... 27
APU Fire Protection Precautions .......................................................... 28
APU Fire Detectors ............................................................................... 29
APU Fire Bottle .................................................................................... 30
APU Fire Protection Electrical Circuits ............................................... 31
APU Fire Protection Electrical Circuits - Detection ............................. 31
APU Fire Protection Electrical Circuits - Extinguishing ...................... 32
APU Fire Protection Electrical Circuits - Auto Extinguishing ............. 33
AVIONICS SMOKE DETECTION ......................................................... 34
Avionics Smoke Procedure ................................................................... 36
Avionics Smoke Detector ..................................................................... 40
Avionics Smoke Detection - Electrical Circuit .................................... 41
CARGO & LAVATORY FIRE PROTECTION ..................................... 42
Cargo Fire Protection ............................................................................ 42
Cargo Fire Protection Precautions ........................................................ 43
Cargo Fire Protection System(A319) ................................................... 44
Cargo Fire Protection System(A320) ................................................... 45
Cargo Smoke Protection System Warnings .......................................... 46
System Operation in case of Cargo Smoke .......................................... 46
Lavatory Fire Protection System .......................................................... 49
Lavatory Smoke Warnings ................................................................... 50
Waste Bin Fire Extinguisher ................................................................. 51
PORTABLE EQUIPMENT ....................................................................... 52
JUN 97
JUN 97
26-i
26-i
UNITED AIRLINES
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FIRE PROTECTION
/A321
FIRE PROTECTION
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

ENGINE FIRE PANEL ............................................................................. 53
ENGINE START AND IGNITION PANEL ........................................... 54
APU AUTO EXTINGUISHING PANEL ................................................. 54
APU FIRE PANEL ..................................................................................... 55
CARGO SMOKE PANEL (A320) ............................................................. 56
EMERGENCY ELECTRICAL POWER PANEL .................................. 57
CFDS - Fire Protection System Report & Test ........................................ 58
CFDS - FDU System Report & Test ......................................................... 59
CFDS - FDU APU System Report and Test ............................................. 60
CFDS - SDCU ............................................................................................. 61
Programming and Test Panel Utilization ................................................. 64
COMPONENT LOCATION
Fan, Core, and Pylon Fire Detectors ............................................................ 66
Engine Fire Detection Unit (FDU) and Fire Bottles .................................... 67
APU Fire Detection Unit (FDU) and Fire Bottle ......................................... 68
APU Fire Bottle Details ................................................................................ 69
Avionics Smoke Detector ............................................................................. 70
Lavatory Smoke Detectors ........................................................................... 71
Cargo Smoke Detectors ................................................................................ 72
Smoke Detection Control Unit (SDCU) ....................................................... 73
Cargo Fire Protection ................................................................................... 74
Waste Bin Fire Extinguisher ........................................................................ 75
Portable Fire Extinguisher ............................................................................ 76

ENGINE FIRE PANEL ............................................................................. 53
APU AUTO EXTINGUISHING PANEL ................................................. 54
APU FIRE PANEL ..................................................................................... 55
CARGO SMOKE PANEL (A320) ............................................................. 56
EMERGENCY ELECTRICAL POWER PANEL ................................. 57
CFDS - Fire Protection System Report & Test ....................................... 58
CFDS - FDU System Report & Test ......................................................... 59
CFDS - FDU APU System Report and Test ............................................. 60
CFDS - SDCU ............................................................................................. 61
Programming and Test Panel Utilization ................................................. 64
COMPONENT LOCATION
Fan, Core, and Pylon Fire Detectors ............................................................ 66
Engine Fire Detection Unit (FDU) and Fire Bottles .................................... 67
APU Fire Detection Unit (FDU) and Fire Bottle ......................................... 68
APU Fire Bottle Details ............................................................................... 69
Avionics Smoke Detector ............................................................................. 70
Lavatory Smoke Detectors ........................................................................... 71
Cargo Smoke Detectors ................................................................................ 72
Smoke Detection Control Unit (SDCU) ....................................................... 73
Cargo Fire Protection ................................................................................... 74
Waste Bin Fire Extinguisher ........................................................................ 75
Portable Fire Extinguisher ............................................................................ 76
26-ii
26-ii
JUN 97
JUN 97
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FIRE PROTECTION
A319/A320 /A321

GENERAL
The fire protection system provides:
- Fire detection and extinguishing systems
for the engine and the APU,
- Smoke detection and extinguishing
systems for the forward and aft/bulk
cargo compartment and for the
lavatories,
- Smoke detection for the avionics
compartment,
- Portable fire extinguisher bottles for
fighting fires.
Engine fire protection is provided by two
systems: the fire detection system and the
fire extinguishing system.
APU fire protection is provided by two

Avionics smoke detection is provided by
one smoke detector installed on the air
extraction duct in the avionics compartment.
Cargo fire protection is provided by two
systems: the cargo smoke detection system and the cargo fire extinguishing system.
Lavatory fire protection is provided by
two systems: The lavatory smoke detection system and the waste bin automatic
The portable fire extinguishers are used
for fighting fire in the cabin and flight
deck.
GENERAL
The fire protection system provides:
- Fire detection and extinguishing systems
for the engine and the APU,
- Smoke detection and extinguishing
systems for the forward and aft/bulk
cargo compartment and for the
lavatories,
- Smoke detection for the avionics
compartment,
- Portable fire extinguisher bottles for
fighting fires.
Avionics smoke detection is provided by

one smoke detector installed on the air
extraction duct in the avionics compartment.
Cargo fire protection is provided by two
systems: the cargo smoke detection system and the cargo fire extinguishing system.
Lavatory fire protection is provided by
two systems: The lavatory smoke detection system and the waste bin automatic
The portable fire extinguishers are used
for fighting fire in the cabin and flight
deck.
General Systems
General Systems
JUN 97
A319/A320
FIRE PROTECTION
26-1
JUN 97
26-1
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FIRE PROTECTION
/A321

ENGINE FIRE PROTECTION
systems; the fire detection and the fire
extinguishing systems.
Each engine fire detection system consists
of two independent loops A and B connected in parallel to the Fire Detection
Unit (FDU). Each loop consists of 3 fire
detectors connected in parallel. The
detectors are:
- a fan fire detector,
- a pylon fire detector,
- a core fire detector.
One Fire Detection Unit (FDU) is provided for each engine. The FDU processes
signals received from the fire detectors.
The FDU generates signals for ECAM
display, Centralized Fault Display System (CFDS) utilization, and flight deck
local warnings.
Fire warning signals are sent to ECAM
and to the engine fire and start control
panels. Loop failure warnings are sent to
ECAM and to CFDS.
On the engine fire panel the TEST pushbutton permits the fire detection and the
extinguishing systems to be checked. During the test, the squib lights come on if the
continuity of the squib circuit is correct.
26-2
FIRE PROTECTION
A319/A320

The DISCH lights are also activated but as
a lamp test. The TEST push-button checks
simultaneously the integrity of the fire
detection loops A and B, FDU, indications
and warnings, and also the squib circuit
continuity of agent 1 and 2.
When the engine fire push-button is
released out, the squib lights come on and
the extinguishing system is armed. At the
same time, the engine is isolated from the
other aircraft systems.
Action on the agent push-button provides
bottle discharge when the engine fire
push-button is still released out. A pressure switch activates the corresponding
disch light when the agent has been discharged.
Two extinguisher bottles are installed in
the pylon. Each bottle is equipped with a
pressure switch to monitor agent pressure
and an electrically operated SQUIB, for
agent discharge. For Agent 1, electrical
power to discharge the bottle originates
from a battery hot bus. For Agent 2, electrical power to discharge the bottle originates from a DC bus.
JUN 97
ENGINE FIRE PROTECTION

systems; the fire detection and the fire
extinguishing systems.
Each engine fire detection system consists
of two independent loops A and B connected in parallel to the Fire Detection
Unit (FDU). Each loop consists of 3 fire
detectors connected in parallel. The
detectors are:
- a fan fire detector,
- a pylon fire detector,
- a core fire detector.
One Fire Detection Unit (FDU) is provided for each engine. The FDU processes
signals received from the fire detectors.
The FDU generates signals for ECAM
display, Centralized Fault Display System (CFDS) utilization, and flight deck
local warnings.
Fire warning signals are sent to ECAM
and to the engine fire and start control
panels. Loop failure warnings are sent to
ECAM and to CFDS.
On the engine fire panel the TEST pushbutton permits the fire detection and the
extinguishing systems to be checked. During the test, the squib lights come on if the
26-2
The DISCH lights are also activated but as

a lamp test. The TEST push-button checks
simultaneously the integrity of the fire
detection loops A and B, FDU, indications
and warnings, and also the squib circuit
continuity of agent 1 and 2.
When the engine fire push-button is
released out, the squib lights come on and
the extinguishing system is armed. At the
same time, the engine is isolated from the
Action on the agent push-button provides
bottle discharge when the engine fire
push-button is still released out. A pressure switch activates the corresponding
disch light when the agent has been discharged.
Two extinguisher bottles are installed in
the pylon. Each bottle is equipped with a
and an electrically operated SQUIB, for
agent discharge. For Agent 1, electrical
power to discharge the bottle originates
from a battery hot bus. For Agent 2, electrical power to discharge the bottle originates from a DC bus.
JUN 97
UNITED AIRLINES
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FIRE PROTECTION
A319/A320 /A321
Engine Fire Detection and Protection
JUN 97
A319/A320
FIRE PROTECTION
Engine Fire Detection and Protection

26-3
JUN 97
26-3
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Engine Fire Detection Unit Logic
The FDU has two channels capable of
detecting any case of engine fire and loop
failure. Each channel performs the same
detection logic depending on loop A and
loop B status.
In case of a fire detected on both loops or
on one loop with the other faulty, the
channels provide a fire warning to the
engine fire panel, engine start control
panel and ECAM displays.
FIRE PROTECTION
The FDU generates a fire warning signal if

any of the following conditions are met:
- fire on loop A and fire on loop B,
- fire on loop A and fault on loop B,
- fault on loop A and fire on loop B,
- fault on loop A and fault on loop B
within 5 seconds (both loops broken due
to a torching flame).
Engine Fire Detection Unit Logic

The FDU has two channels capable of
detecting any case of engine fire and loop
failure. Each channel performs the same
detection logic depending on loop A and
loop B status.
engine fire panel, engine start control
panel and ECAM displays.
The FDU generates a fire warning signal if

any of the following conditions are met:
- fire on loop A and fire on loop B,
- fire on loop A and fault on loop B,
- fault on loop A and fire on loop B,
- fault on loop A and fault on loop B
Engine Fire Detection Logic - Fire Warning
Engine Fire Detection Logic - Fire Warning
26-4
A319/A320
JUN 97
26-4
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In case of a loop failure the Fire Detection
Unit provides a loop fault warning signal
to the ECAM and Centralized Fault Detection Interface Unit (CFDIU).
FIRE PROTECTION
The Fire Detection Unit (FDU) generates

an inoperative signal if any of the following conditions are met:
- electrical failure,
- integrity failure,
- detection of a single loop fire during
more than 16 seconds while the other
loop is in normal condition.

to the ECAM and Centralized Fault Detection Interface Unit (CFDIU).

an inoperative signal if any of the following conditions are met:
- detection of a single loop fire during
Engine Fire Detection Logic - Loop Fault Warnings
Engine Fire Detection Logic - Loop Fault Warnings

JUN 97
A319/A320
26-5
JUN 97
26-5
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FIRE PROTECTION
The detection fault logic is based on a dual

loop failure. It corresponds to a total loss
of the detection system.
When the Fire Detection Unit generates
two inoperative signals corresponding to
loop A and loop B fault logic, the Flight
Warning Computer (FWC) sends the fault
warning.

Warning Computer (FWC) sends the fault
warning.
Engine Fire Detection Logic - Detection Fault Warning
Engine Fire Detection Logic - Detection Fault Warning
26-6
A319/A320
JUN 97
26-6
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Engine Fire Push-Button Interfaces
During the engine fire procedure, the
engine fire push-button is manually
released out. This triggers several automatic sequences simplifying further crew
actions and system monitoring.
Releasing the fire push-button out cancels
the continuous repetitive chime, signals
the action to the Flight Warning Computer
(FWC) for further management of other
warnings and messages and illuminates
the SQUIB light on the engine fire control
panel.
A319/A320

Quick isolation of all systems on the
related engine which could be the origin of
the fire or feed the fire is achieved as soon
as the fire push-button is released out.
These systems are:
- fuel,
- air,
- electric power,
- hydraulic power.
The electric supply to the Engine Interface
Unit (EIU) is also disconnected.

During the engine fire procedure, the
ENGINE FIRE PUSH-button is manually
released out. This triggers several automatic sequences simplifying further crew
actions and system monitoring.
Releasing the fire push-button out cancels
the continuous repetitive chime, signals
(FWC) for further management of other
the SQUIB light on the engine fire control
panel.
Quick isolation of all systems on the

related engine which could be the origin of
the fire or feed the fire is achieved as soon
as the fire push-button is released out.
These systems are:
- fuel,
- air,
- electric power,
- hydraulic power.
The electric supply to the Engine Interface
Unit (EIU) is also disconnected.
JUN 97
FIRE PROTECTION
26-7
JUN 97
26-7
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FIRE PROTECTION
System Warnings
When an engine fire is detected, the continuous repetitive chime sounds, the
MASTER WARNING flashes, the
ENGINE FIRE PUSH-button light and the
FIRE light on the ENGINE start panel
come on.
ENG 1 (2) FIRE appears on the upper
ECAM display unit in red (Class I Level
III Warning). The warnings are not inhibited in any of the flight phases.
System Operation in case of Fire
The following fire procedure describes the
actions to be performed by the flight crew
when an engine fire warning occurs on the
ground.
System Warnings
When an engine fire is detected, the continuous repetitive chime sounds, the
MASTER WARNING flashes, the
ENGINE FIRE PUSH-button light and the
FIRE light on the ENGINE start panel
come on.
ENG 1 (2) FIRE appears on the upper
ECAM display unit in red (Class I Level
III Warning). The warnings are not inhibited in any of the flight phases.
System Operation in case of Fire
The following fire procedure describes the
actions to be performed by the flight crew
when an engine fire warning occurs on the
ground.
The procedure uses Engine 2 as an example.

When the fire is detected:
- Select thrust levers to IDLE, and stop
the aircraft.
- When the aircraft is stopped set the
parking brake to ON.
- Select ENG MASTER 2 lever to OFF.
When the MASTER lever is set to OFF,
the low pressure and high pressure
valves close and cause engine shutdoun.
- Select ENG 2 FIRE PUSH-button.
When the ENGINE FIRE PUSH-button
is released on to indicate that the
AGENT out, the continuous repetitive
chime stops and the single chime
sounds. The ENGINE FIRE PUSHbutton light stays on as long as a fire is
detected. The SQUIB lights on the
AGENT push-buttons come pushbuttons can be used. The MASTER
CAUTION comes on due to system
deactivation.
The procedure uses Engine 2 as an example.

When the fire is detected:
- Select thrust levers to IDLE, and stop
the aircraft.
- When the aircraft is stopped set the
parking brake to ON.
- Select ENG MASTER 2 lever to OFF.
When the MASTER lever is set to OFF,
the low pressure and high pressure
valves close and cause engine shutdoun.
- Select ENG 2 FIRE PUSH-button.
When the ENGINE FIRE PUSH-button
is released on to indicate that the
AGENT out, the continuous repetitive
chime stops and the single chime
sounds. The ENGINE FIRE PUSHbutton light stays on as long as a fire is
detected. The SQUIB lights on the
AGENT push-buttons come pushbuttons can be used. The MASTER
CAUTION comes on due to system
deactivation.
26-8
- Select the AGENT 1 push-button. When

the AGENT 1 push-button is pressed,
fire bottle 1 is discharged in the engine
compartment and the DISCH light
comes on.
- The R TK (fuel) PUMP switches are
selected to OFF.
the second fire bottle is discharged in the
engine compartment and the DISCH
light comes on.
- Call the tower on VHF COMM #1.
- Select the ENG MASTER 1 lever to
OFF.
- Select the remaining fuel pumps to OFF.
- When the second engine is shut down, if
the APU is not running the ECAM
displays are lost. If the APU is running,
it should now be shut down.
JUN 97
26-8
A319/A320

fire bottle 1 is discharged in the engine
compartment and the DISCH light
comes on.
- The R TK (fuel) PUMP switches are
selected to OFF.
the second fire bottle is discharged in the
engine compartment and the DISCH
light comes on.
- Call the tower on VHF COMM #1.
- Select the ENG MASTER 1 lever to
OFF.
- Select the remaining fuel pumps to OFF.
- When the second engine is shut down, if
the APU is not running the ECAM
displays are lost. If the APU is running,
it should now be shut down.
JUN 97
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FIRE PROTECTION
A319/A320 /A321
FIRE PROTECTION
System Operation in case of Fire on the Ground

JUN 97
A319/A320
System Operation in case of Fire on the Ground

26-9
JUN 97
26-9
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/A321

Engine Fire Protection Precautions
Specific precautions must be taken during
removal or installation of a fire
extinguish1ng bottle and a discharge cartridge.
The fire bottle cartridges are explosive.
Remove the cartridges before working on
the bottle. Protective caps must be
installed during bottle removal/installation
to prevent damage to the discharge diaphragm which could result in injury to
personnel.
When working on discharge cartridges,
before power is supplied to the aircraft
make certain that electrical circuits upon
which work is in progress are isolated.
WARNING: Cartridges are class "C"
explosives and must be handled or
stored by authorized personnel or disposed of by an approved method.
When cartridge electrical connectors
are disconnected, the cartridge electrical pins must be shunted with a protective shunt which is provided by the
manufacturer. A shunt plug or shorting
clip, will prevent bottle discharge which
could cause injury to maintenance personnel.
26-10
FIRE PROTECTION
A319/A320

The cartridge installed must be of the
same make as the fire bottle and correspond to the specification indicated in the
Maintenance Manual.
Fan and Pylon Fire Detectors
The detectors are pneumatically operated
by heating its sensing element which contains helium gas and a hydrogen charged
core material.
An alarm state occurs when there is an
application of heat to the sensor which
causes an increase of the gas pressure
which in turn closes the alarm switch. The
detector sends a fire signal.
A fault state occurs in the event of gas
pressure loss. The integrity switch
opens and generates a fault signal.
JUN 97
Engine Fire Protection Precautions

removal or installation of a fire
extinguish1ng bottle and a discharge cartridge.
Remove the cartridges before working on
the bottle. Protective caps must be
personnel.
26-10

Maintenance Manual.
Fan and Pylon Fire Detectors
The detectors are pneumatically operated
by heating its sensing element which contains helium gas and a hydrogen charged
core material.
An alarm state occurs when there is an
application of heat to the sensor which
causes an increase of the gas pressure
which in turn closes the alarm switch. The
detector sends a fire signal.
pressure loss. The integrity switch
opens and generates a fault signal.
JUN 97
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FIRE PROTECTION
A319/A320 /A321
A319/A320
FIRE PROTECTION
PLYON FIRE
DETECTORS
PLYON FIRE
DETECTORS
SENSING ELEMENTS
SENSING ELEMENTS
RESPONDER HOUSING
CORE FIRE
DETECTORS
RESPONDER HOUSING
CORE FIRE
DETECTORS
FAN FIRE
DECTORS
FAN FIRE
DECTORS
FAN, CORE AND PYLON FIRE DETECTOR RESPONDERS
ALARM SW (NORMALLY OPEN)

POWER
SUPPLY

POWER
SUPPLY
HYDROGEN-CHARGED CORE MATERIAL
AVERAGING GAS-HELIUM
FIRE
SIGNAL
FIRE
SIGNAL
LOCAL OVERHEAT
OR AVERAGE OVERHEAT
INTERGRITY SW
INTERGRITY SW
ALARM STATE
ALARM STATE

POWER
SUPPLY

POWER
SUPPLY
FAULT
SIGNAL
INTERGRITY SW
FAULT STATE
FAULT STATE
Fire Detectors
FAULT
SIGNAL
INTERGRITY SW
JUN 97
LOCAL OVERHEAT
OR AVERAGE OVERHEAT
Fire Detectors
26-11
JUN 97
26-11
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Fire Bottles
Two are used per engine and are located in
the engine pylon. The type of agent: is
bromotrifluoromethane (Halon gas).
Nominal nitrogen pressure: at 21C is 600
psi.
The pressure switch is calibrated at 450
psi when the pressure increases (refilling)
and 225/275 psi when the pressure
decreases (discharge or leak). A spring
loaded finger permits the electrical continuity of the pressure switch to be manually checked.
The discharge head has a leakproof metal-
26-12
FIRE PROTECTION
A319/A320

lic diaphragm.
The rupture of the leakproof metallic diaphragm is caused by gas pressure released
after cartridge firing, or by an excessive
pressure (between 1600 to 1800 psi at
95C, 203F), in the extinguisher bottle, or
in case of overheat condition in the engine
pylon. The full quantity of the agent is
released into the nacelle.
The squib is an electro-pyrotechnic cartridge containing explosive powder, fired
by two filaments supplied with 28 VDC.
WARNING: Never check the continuity
of the squib using a conventional ohmmeter. Accidental discharge and injury
to personnel may occur.
JUN 97
Fire Bottles
Two are used per engine and are located in
the engine pylon. The type of agent: is
bromotrifluoromethane (Halon gas).
Nominal nitrogen pressure: at 21C is 600
psi.
and 225/275 psi when the pressure
decreases (discharge or leak). A spring
loaded finger permits the electrical continuity of the pressure switch to be manually checked.
The discharge head has a leakproof metal-
26-12
lic diaphragm.
The rupture of the leakproof metallic diaphragm is caused by gas pressure released
after cartridge firing, or by an excessive
pressure (between 1600 to 1800 psi at
95C, 203F), in the extinguisher bottle, or
in case of overheat condition in the engine
pylon. The full quantity of the agent is
released into the nacelle.
The squib is an electro-pyrotechnic cartridge containing explosive powder, fired
WARNING: Never check the continuity
of the squib using a conventional ohmmeter. Accidental discharge and injury
to personnel may occur.
JUN 97
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Engine Fire Protection Electrical Circuits
Engine Fire Protection Electrical Circuits
Engine Fire Protection Electrical Circuits - Detection
Engine Fire Protection Electrical Circuits - Detection

JUN 97
A319/A320
26-13
JUN 97
26-13
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FIRE PROTECTION
Engine Fire Protection Electrical Circuits - Extinguishing
Engine Fire Protection Electrical Circuits - Extinguishing
26-14
A319/A320
JUN 97
26-14
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FIRE PROTECTION
Engine Fire Protection Electrical Circuits - Interfaces

JUN 97
A319/A320
Engine Fire Protection Electrical Circuits - Interfaces

26-15
JUN 97
26-15
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/A321

APU FIRE PROTECTION
systems, the fire detection system and the
The fire detection system consists of two
independent loops (A and B). Each loop
comprises one fire detector. Loops A and
B are connected in parallel to a Fire
Detection Unit (FDU).
A Fire Detection Unit is provided for the
APU. The Fire Detection Unit (FDU)
processes signals received from the fire
detectors.
The Fire Detection Unit generates signals
for ECAM display, the Centralized Fault
Display System utilization, and flight
deck local warnings.
Fire warning signals are sent to ECAM,
the APU fire panel, and the external
power control panel (108VU) when the
aircraft is on the ground.
Loop failure warnings are sent to ECAM
and to the Centralized Fault Display System (CFDS).
On the APU fire panel a test push-button
permits the fire detection and the extinguishing systems to be checked. During
the test, the squib light comes on if the
The discharge light is also activated but as
a lamp test only.
26-16
FIRE PROTECTION
A319/A320

The test push-button checks simultaneously the integrity of:
- Fire detection loops A and P, FDU,
indications and warnings,
- Squib circuit continuity.
If an APU fire occurs while on the ground,
the APU is automatically shutdown and
the fire extinguishing system is automatically triggered.
When the APU fire push-button is
released out:
- the squib light cones on indicating bottle
percussion is available,
- APU systems are isolated.
Action on the agent push-button produces
bottle discharge if the APU fire push-button is still released out. A pressure switch
activates the DISCH light when the agent
has been discharged.
An extinguisher bottle is installed outside
of the APU compartment, forward of the
firewall. The bottle is equipped with a
and an electrically operated squib for
agent discharge. Electrical power to discharge the bottle originates from battery
hot bus 1 and a DC bat bus.
A red disc is visible from outside the aircraft. The absence of the red disc indicates a bottle overpressure discharge.
JUN 97
APU FIRE PROTECTION

systems, the fire detection system and the
The fire detection system consists of two
independent loops (A and B). Each loop
comprises one fire detector. Loops A and
B are connected in parallel to a Fire
Detection Unit (FDU).
A Fire Detection Unit is provided for the
APU. The Fire Detection Unit (FDU)
processes signals received from the fire
detectors.
The Fire Detection Unit generates signals
for ECAM display, the Centralized Fault
Display System utilization, and flight
deck local warnings.
Fire warning signals are sent to ECAM,
the APU fire panel, and the external
power control panel (108VU) when the
aircraft is on the ground.
Loop failure warnings are sent to ECAM
and to the Centralized Fault Display System (CFDS).
On the APU fire panel a test push-button
permits the fire detection and the extinguishing systems to be checked. During
the test, the squib light comes on if the
The discharge light is also activated but as
a lamp test only.
26-16
The test push-button checks simultaneously the integrity of:

- Fire detection loops A and P, FDU,
indications and warnings,
- Squib circuit continuity.
If an APU fire occurs while on the ground,
the APU is automatically shutdown and
the fire extinguishing system is automatically triggered.
When the APU fire push-button is
released out:
- the squib light cones on indicating bottle
percussion is available,
- APU systems are isolated.
Action on the agent push-button produces
bottle discharge if the APU fire push-button is still released out. A pressure switch
activates the DISCH light when the agent
has been discharged.
An extinguisher bottle is installed outside
of the APU compartment, forward of the
firewall. The bottle is equipped with a
and an electrically operated squib for
agent discharge. Electrical power to discharge the bottle originates from battery
hot bus 1 and a DC bat bus.
A red disc is visible from outside the aircraft. The absence of the red disc indicates a bottle overpressure discharge.
JUN 97
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APU Fire Protection
APU Fire Protection

JUN 97
A319/A320
FIRE PROTECTION
26-17
JUN 97
26-17
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APU Fire Protection Logic
The APU Fire Detection Unit (FDU) has
two channels capable of detecting any
case of APU fire and loop failure. Each
channel performs the same detection logic
depending on loop A and loop B status.
APU fire panel, external power control
pane (108VU), and the ECAM displays.
26-18
FIRE PROTECTION
A319/A320

a fire warning signal if any of the following conditions are met :
- Fire on loop A and fire on loop B,
- Fire on loop A and fault on loop B,
- Fault on loop A and fire on loop B,
- Fault on loop A and fault on loop B
JUN 97
APU Fire Protection Logic

The APU Fire Detection Unit (FDU) has
two channels capable of detecting any
case of APU fire and loop failure. Each
channel performs the same detection logic
depending on loop A and loop B status.
APU fire panel, external power control
pane (108VU), and the ECAM displays.
26-18

a fire warning signal if any of the following conditions are met :
- Fire on loop A and fire on loop B,
- Fire on loop A and fault on loop B,
- Fault on loop A and fire on loop B,
- Fault on loop A and fault on loop B
JUN 97
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Fire Detection Logic - Fire Warning

JUN 97
A319/A320
FIRE PROTECTION
Fire Detection Logic - Fire Warning

26-19
JUN 97
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to ECAM and the Centralized Fault Display Interface Unit (CFDIU). The Fire
Detection Unit (FDU) generates an inoperative signal if any of the following conditions are met:
- detection of a single loop FIRE during

to ECAM and the Centralized Fault Display Interface Unit (CFDIU). The Fire
Detection Unit (FDU) generates an inoperative signal if any of the following conditions are met:
- detection of a single loop FIRE during
Fire Detection Logic - Loop Fault Warning
Fire Detection Logic - Loop Fault Warning
26-20
A319/A320
JUN 97
26-20
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Warning Computer (FWC) elaborates a
detection fault warning.

Warning Computer (FWC) elaborates a
detection fault warning.
Fire Detection Logic - Detection Fault Warning
Fire Detection Logic - Detection Fault Warning
JUN 97
A319/A320
26-21
JUN 97
26-21
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APU Fire Push-Button Interfaces
During the APU fire procedure, the APU
fire push-button is manually released out.
This triggers several automatic sequences
simplifying further crew actions and system monitoring.
Releasing the fire push-button out, cancels
the Continuous Repetitive Chime, signals
(FWC), for further management of other
the squib light on the APU fire control
panel.
26-22
FIRE PROTECTION
A319/A320

Quick isolation of all systems on the APU
which could be the origin of the fire or
feed the fire is achieved as soon as the fire
push-button is released out.
These systems are:
- Fuel,
- Air,
- Electrical Power.
The Electronic Control Box (ECU) of the
APU is triggered to initiate an emergency
APU shutdown.
When an APU fire is detected on the
ground, the APU shuts down automatically and the fire extinguishing system is
automatically triggered.
JUN 97

During the APU fire procedure, the APU
fire push-button is manually released out.
This triggers several automatic sequences
simplifying further crew actions and system monitoring.
Releasing the fire push-button out, cancels
the Continuous Repetitive Chime, signals
(FWC), for further management of other
the squib light on the APU fire control
panel.
26-22
Quick isolation of all systems on the APU

which could be the origin of the fire or
feed the fire is achieved as soon as the fire
push-button is released out.
These systems are:
- Fuel,
- Air,
- Electrical Power.
The Electronic Control Box (ECU) of the
APU is triggered to initiate an emergency
APU shutdown.
When an APU fire is detected on the
ground, the APU shuts down automatically and the fire extinguishing system is
automatically triggered.
JUN 97
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JUN 97
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26-23
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26-23
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System Warnings (APU Fire in Flight)
When an APU fire is detected, the continuous repetitive chime sounds, the MASTER WARNING flashes, and the APU
fire push-button light comes on. The APU
FIRE procedure appears on the Engine
Warning display. APU FIRE appears on
the upper ECAM display unit in red (Class
I Level III Warning). The warnings are
not inhibited in any of the flight phases.
APU Auto Extinguishing Ground Test
This test is performed from the flight deck
overhead maintenance panel.
NOTE: This test has to be performed
with the APU shutdown. Failure to do
so will result in an APU Emergency
Shutdown.
26-24
FIRE PROTECTION
A319/A320

To perform the test, select the auto exting
test push-button. When the TEST pushbutton is pressed, the ON light and the
APU fire push light come on. The squib
circuit is isolated during the test. The
FUEL LP/ISOL VALVE closure and the
emergency shut down control relay is
energized.
After a time delay, the external horn
sounds, the APU fire light on the external
power receptacle panel and the OK light
on the test push-button come on.
The illuminated OK light indicates the
correct auto extinguishing relay operation.
To return the Auto Extinguishing system
to normal after the test, select the reset
push-button. When the reset push-button
is pressed, the OK light, ON light, APU
fire push light and APU fire light go off.
The external horn stops. Three seconds
after the reset, the automatic extinguishing
circuit is recovered.
JUN 97
System Warnings (APU Fire in Flight)

When an APU fire is detected, the continuous repetitive chime sounds, the MASTER WARNING flashes, and the APU
fire push-button light comes on. The APU
FIRE procedure appears on the Engine
Warning display. APU FIRE appears on
the upper ECAM display unit in red (Class
I Level III Warning). The warnings are
not inhibited in any of the flight phases.
This test is performed from the flight deck
overhead maintenance panel.
NOTE: This test has to be performed
with the APU shutdown. Failure to do
so will result in an APU Emergency
Shutdown.
26-24
To perform the test, select the auto exting

test push-button. When the TEST pushbutton is pressed, the ON light and the
APU fire push light come on. The squib
circuit is isolated during the test. The
FUEL LP/ISOL VALVE closure and the
emergency shut down control relay is
energized.
After a time delay, the external horn
sounds, the APU fire light on the external
power receptacle panel and the OK light
on the test push-button come on.
The illuminated OK light indicates the
correct auto extinguishing relay operation.
To return the Auto Extinguishing system
to normal after the test, select the reset
push-button. When the reset push-button
is pressed, the OK light, ON light, APU
fire push light and APU fire light go off.
The external horn stops. Three seconds
after the reset, the automatic extinguishing
circuit is recovered.
JUN 97
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JUN 97
A319/A320
FIRE PROTECTION

26-25
JUN 97
26-25
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System Operation in case of APU Fire
(Manual Extinguishing)
With the APU running in flight, when a
fire is detected, the continuous repetitive
chime sounds, the MASTER WARNING
flashes and the APU fire push-button light
on the APU fire panel comes on. Select
the APU fire push-button. When the APU
fire push-button is released out, the continuous repetitive chime stops, the Fuel
Low Pressure Shutoff valve and the Fuel
Solenoid valve closes and causes the APU
to shutdown.
The single chime sounds, the MASTER
CAUTION and the fault light on the APU
master switch push-button come on.
FIRE PROTECTION
The squib light comes on to indicate that

the agent push-button can be used. The
Electronic Control Box (ECB) controls
the closure of the fuel valves.
A ten second delay allows the airflow to
reduce, this increases the agent effect.
Select the agent push-button. When agent
push-button is pressed, the fire bottle is
discharged in the APU compartment and
the discharge light comes on.
When the fire is extinguished, the MASTER WARNING and the APU fire pushbutton lights go off.
Select APU master switch. When the
APU master switch push-button is
released out, the fault light goes off.
System Operation in case of APU Fire

(Manual Extinguishing)
With the APU running in flight, when a
fire is detected, the continuous repetitive
chime sounds, the MASTER WARNING
flashes and the APU fire push-button light
on the APU fire panel comes on. Select
the APU fire push-button. When the APU
fire push-button is released out, the continuous repetitive chime stops, the Fuel
Low Pressure Shutoff valve and the Fuel
Solenoid valve closes and causes the APU
to shutdown.
The squib light comes on to indicate that

the agent push-button can be used. The
Electronic Control Box (ECB) controls
the closure of the fuel valves.
A ten second delay allows the airflow to
reduce, this increases the agent effect.
Select the agent push-button. When agent
push-button is pressed, the fire bottle is
discharged in the APU compartment and
the discharge light comes on.
When the fire is extinguished, the MASTER WARNING and the APU fire pushbutton lights go off.
Select APU master switch. When the
APU master switch push-button is
released out, the fault light goes off.
System Operation in case of APU Fire (Manual Extinguishing)
System Operation in case of APU Fire (Manual Extinguishing)
26-26
A319/A320
JUN 97
26-26
JUN 97
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Auto Extinguishing on the Ground
If the aircraft is on the ground, the APU is
running without supervision, the following occurs in the event of an APU fire.
When a fire is detected, the continuous
repetitive chime sounds, the MASTER
WARNING flashes and the APU fire
push-button light on the APU fire panel
comes on. The APU fire light on the external power panel (108VU) comes on, and
the external horn sounds.
The fuel low pressure shutoff valve and
the fuel solenoid valve close and the APU
shuts down. The continuous repetitive
chime stops.

Three seconds later, the APU fire bottle is
discharged automatically and the discharge light on the AGENT push-button
comes on.
When the fire is extinguished, the MASTER WARNING, the APU fire push-button light on the APU fire panel, and the
APU fire light on the external power
panel go off. The external horn stops.
NOTE: It is not necessary to use the
apu shut off switch on the external
power panel in case of APU fire auto
extinguishing.
Auto Extinguishing on the Ground

If the aircraft is on the ground, the APU is
running without supervision, the following occurs in the event of an APU fire.
When a fire is detected, the continuous
repetitive chime sounds, the MASTER
WARNING flashes and the APU fire
push-button light on the APU fire panel
comes on. The APU fire light on the external power panel (108VU) comes on, and
the external horn sounds.
The fuel low pressure shutoff valve and
the fuel solenoid valve close and the APU
shuts down. The continuous repetitive
chime stops.
APU Auto Extinguishing on the Ground

JUN 97
A319/A320
FIRE PROTECTION

Three seconds later, the APU fire bottle is
discharged automatically and the discharge light on the AGENT push-button
comes on.
When the fire is extinguished, the MASTER WARNING, the APU fire push-button light on the APU fire panel, and the
APU fire light on the external power
panel go off. The external horn stops.
NOTE: It is not necessary to use the
apu shut off switch on the external
power panel in case of APU fire auto
extinguishing.
APU Auto Extinguishing on the Ground

26-27
JUN 97
26-27
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APU Fire Protection Precautions
removal or installation of a fire extinguishing bottle and a discharge cartridge.
Remove then before working on the bottle. Protective caps must be installed during bottle removal/installation to prevent
damage to the discharge diaphragm which
could result in injury to personnel.
26-28
FIRE PROTECTION
A319/A320

Maintenance Manual.
JUN 97
APU Fire Protection Precautions

Remove then before working on the bottle. Protective caps must be installed during bottle removal/installation to prevent
damage to the discharge diaphragm which
could result in injury to personnel.
26-28

Maintenance Manual.
JUN 97
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APU Fire Detectors
One detector is used for each loop. The
detector is pneumatically operated by
heating its sensing element which contains
helium gas and a hydrogen charged core
material.

An alarm state occurs when the application of heat to the sensor causes an
increase of the gas pressure which in turn
closes the alarm switch. The detector
sends a fire signal.
pressure loss. The integrity switch opens
and generates a fault signal.
APU Fire Detectors

One detector is used for each loop. The
detector is pneumatically operated by
heating its sensing element which contains
helium gas and a hydrogen charged core
material.
An alarm state occurs when the application of heat to the sensor causes an
increase of the gas pressure which in turn
closes the alarm switch. The detector
sends a fire signal.
pressure loss. The integrity switch opens
and generates a fault signal.
APU Fire Detectors
APU Fire Detectors

JUN 97
A319/A320
FIRE PROTECTION
26-29
JUN 97
26-29
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APU Fire Bottle
The APU fire bottle agent is bromotrifluoromethane (Halon gas). Nominal pressure
at 21C at psi. The pressure switch operates at 225 psi. An allen key can be
inserted in the manual test point in order
to check the pressure switch function.
and to 225/275 psi when the pressure
decreases (discharge or leak).
26-30
FIRE PROTECTION
A319/A320

The squib is an electro pyrotechnic cartridge containing explosive powder fired
WARNING: Never check the continuity of the squib using a conventional
ohmmeter. accidental discharge and
injury to personnel may occur.
JUN 97
APU Fire Bottle

The APU fire bottle agent is bromotrifluoromethane (Halon gas). Nominal pressure
at 21C at psi. The pressure switch operates at 225 psi. An allen key can be
inserted in the manual test point in order
to check the pressure switch function.
and to 225/275 psi when the pressure
decreases (discharge or leak).
26-30
The squib is an electro pyrotechnic cartridge containing explosive powder fired

WARNING: Never check the continuity of the squib using a conventional
ohmmeter. accidental discharge and
injury to personnel may occur.
JUN 97
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APU Fire Protection Electrical Circuits
APU Fire Protection Electrical Circuits
APU Fire Protection Electrical Circuits - Detection
APU Fire Protection Electrical Circuits - Detection

JUN 97
A319/A320
26-31
JUN 97
26-31
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APU Fire Protection ElectricalCircuits - Extinguishing
26-32
A319/A320
APU Fire Protection ElectricalCircuits - Extinguishing
JUN 97
26-32
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APU Fire Protection Electrical Circuits - Auto Extinguishing
APU Fire Protection Electrical Circuits - Auto Extinguishing

JUN 97
A319/A320
26-33
JUN 97
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AVIONICS SMOKE DETECTION
The avionics compartment smoke detection is provided by a smoke detector
installed on the air extraction duct of the
avionics ventilation system. In case of
smoke detection, the smoke detector sends
signals to the Flight Warning Computer,
the Avionics Equipment Ventilation Computer, and for the generation of local
warnings. The smoke detector is of the
ionization type.
26-34
FIRE PROTECTION
A319/A320

The Avionics Equipment Ventilation
Computer controls the avionics ventilation
system, monitors the smoke detector condition, and allows the detector to be tested
by the Centralized Fault Display System.
Computer (AEVC) checks the smoke
detector when a test is initiated from the
Centralized Fault Display Interface Unit
(CFDIU).
The smoke detector activates the generator
1 line smoke light on the emergency electrical pwr panel.
The smoke detector activates the blower
fault and extract fault lights on the ventilation panel.
JUN 97
AVIONICS SMOKE DETECTION

The avionics compartment smoke detection is provided by a smoke detector
installed on the air extraction duct of the
avionics ventilation system. In case of
smoke detection, the smoke detector sends
signals to the Flight Warning Computer,
the Avionics Equipment Ventilation Computer, and for the generation of local
warnings. The smoke detector is of the
ionization type.
26-34

Computer controls the avionics ventilation
system, monitors the smoke detector condition, and allows the detector to be tested
by the Centralized Fault Display System.
Computer (AEVC) checks the smoke
detector when a test is initiated from the
Centralized Fault Display Interface Unit
(CFDIU).
The smoke detector activates the generator
1 line smoke light on the emergency electrical pwr panel.
The smoke detector activates the blower
fault and extract fault lights on the ventilation panel.
JUN 97
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Avionics Smoke Detection

JUN 97
A319/A320
FIRE PROTECTION
Avionics Smoke Detection

26-35
JUN 97
26-35
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Avionics Smoke Procedure
When smoke is detected the MASTER
CAUTION comes on, the single chime
sounds, the generator 1 smoke light illuminates on the emergency electrical
power panel and the blower fault and
extract fault lights on the ventilation panel
come on. AVIONICS SMOKE appears
on the upper ECAM display unit in amber
(Class I Level II warning).
The actions to be performed appear on the
NOTE: Avionics Compartment smoke
is directly perceptible by the crew
through the center pedestal. If smoke is
confirmed, the flight crew will use the
oxygen masks and establish communication.
26-36
FIRE PROTECTION
A319/A320

Select the MASTER CAUTION before
performing ECAM actions.
- Cabin Fans - Stop the cabin fans to
prevent smoke from entering into the
flight deck and cabin. To stop the cabin
fans set the cabin fans push-button to
OFF. When set to off, the cabin fans
stop.
- Blower Fan - The blower and extract
fans of the avionics ventilation system
must be set to the override position to
evacuate the smoke overboard. To select
the override position, set the blower
push-button to override. When the
blower push-button is set to override, the
blower fan stops and the air conditioning
system is used as a cold air source for
avionics ventilation.
- Extract Fan - When the extract pushbutton is set to override, the air is
extracted overboard through the extract
valve which is partially open. The
extract fan continues to run.
JUN 97

When smoke is detected the MASTER
CAUTION comes on, the single chime
sounds, the generator 1 smoke light illuminates on the emergency electrical
power panel and the blower fault and
extract fault lights on the ventilation panel
come on. AVIONICS SMOKE appears
on the upper ECAM display unit in amber
(Class I Level II warning).
The actions to be performed appear on the
NOTE: Avionics Compartment smoke
is directly perceptible by the crew
through the center pedestal. If smoke is
confirmed, the flight crew will use the
oxygen masks and establish communication.
26-36
Select the MASTER CAUTION before

performing ECAM actions.
- Cabin Fans - Stop the cabin fans to
prevent smoke from entering into the
flight deck and cabin. To stop the cabin
fans set the cabin fans push-button to
OFF. When set to off, the cabin fans
stop.
- Blower Fan - The blower and extract
fans of the avionics ventilation system
must be set to the override position to
evacuate the smoke overboard. To select
the override position, set the blower
push-button to override. When the
blower push-button is set to override, the
blower fan stops and the air conditioning
system is used as a cold air source for
avionics ventilation.
- Extract Fan - When the extract pushbutton is set to override, the air is
extracted overboard through the extract
valve which is partially open. The
extract fan continues to run.
JUN 97
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JUN 97
A319/A320
FIRE PROTECTION

26-37
JUN 97
26-37
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After reconfiguration of the cabin, blower,
and extract fans, if smoke is still perceptible, it is necessary to act on the electrical
system. The following actions allow the
normal electrical network to be shed to
isolate the smoke source.
The generator 1 line push-button is set to
the OFF position. Action on the generator
line 1 push-button opens the generator 1
line contactor. Generator 1 continues to
supply one fuel pump on each wing tank,
and the galleys are shed. AC bus 1 is supplied by the generator 2 through the bus
the contactor.

NOTE: Selection of the GEN 1 LINE
push-button ensures that the left pump
in each wing tank will remain powered
from generator 1 as other procedures
are attempted. Both engines will have
an uninterrupted supply of fuel.
At this time the Ram Air Turbine can be
extended with the manual on push-button
on the emergency electrical panel.
After reconfiguration of the cabin, blower,

and extract fans, if smoke is still perceptible, it is necessary to act on the electrical
system. The following actions allow the
normal electrical network to be shed to
isolate the smoke source.
The generator 1 line push-button is set to
the OFF position. Action on the generator
line 1 push-button opens the generator 1
line contactor. Generator 1 continues to
supply one fuel pump on each wing tank,
and the galleys are shed. AC bus 1 is supplied by the generator 2 through the bus
the contactor.
NOTE: Selection of the GEN 1 LINE

push-button ensures that the left pump
in each wing tank will remain powered
from generator 1 as other procedures
are attempted. Both engines will have
an uninterrupted supply of fuel.
At this time the Ram Air Turbine can be
extended with the manual on push-button
on the emergency electrical panel.
Smoke Source Isolation
Smoke Source Isolation
26-38
A319/A320
FIRE PROTECTION
JUN 97
26-38
JUN 97
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With the Ram Air Turbine extended the
emergency generator is connected to keep
the aircraft essential electrical network
supplied.
The emergency generator
parameters are displayed on ECAM.
With the emergency generator running,
the engine 2 and APU generators have to
be switched off in order to isolate the normal electrical network. Engine generator 1
must be kept running for fuel pump operation.

Engine generator 1 will continue to run
since the GEN 1 LINE push-button was
selected earlier in the avionics smoke procedure.
The generator 2 push-button can be set to
OFF. As both engine generators have
been disconnected, the electrical system is
now in emergency configuration and the
lower ECAM display is no longer available.
The flight crew will land as soon as possible observing the emergency procedure.
With the Ram Air Turbine extended the

emergency generator is connected to keep
the aircraft essential electrical network
supplied.
The emergency generator
parameters are displayed on ECAM.
With the emergency generator running,
the engine 2 and APU generators have to
be switched off in order to isolate the normal electrical network. Engine generator 1
must be kept running for fuel pump operation.
Essential Electrical Network

JUN 97
A319/A320
FIRE PROTECTION
Engine generator 1 will continue to run

since the GEN 1 LINE push-button was
selected earlier in the avionics smoke procedure.
The generator 2 push-button can be set to
OFF. As both engine generators have
been disconnected, the electrical system is
now in emergency configuration and the
lower ECAM display is no longer available.
The flight crew will land as soon as possible observing the emergency procedure.
Essential Electrical Network

26-39
JUN 97
26-39
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Avionics Smoke Detector

The smoke detector is based on the ionization principle. It ionizes the air particles
that pass between the electrodes. As
smoke causes the electrical resistance of
the circuit to increase, the voltage in the
measurement chamber increases to a
higher level than the reference chamber
and at a set difference level, the detector
sends a signal to the AEVC.

The smoke detector is based on the ionization principle. It ionizes the air particles
that pass between the electrodes. As
smoke causes the electrical resistance of
the circuit to increase, the voltage in the
measurement chamber increases to a
higher level than the reference chamber
and at a set difference level, the detector
sends a signal to the AEVC.
26-40
JUN 97
26-40
JUN 97
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Avionics Smoke Detection - Electrical Circuit

JUN 97
A319/A320
Avionics Smoke Detection - Electrical Circuit

26-41
JUN 97
26-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321

CARGO & LAVATORY FIRE
PROTECTION
Cargo Fire Protection
The cargo fire protection system is
divided into the cargo smoke detection
system and the cargo fire extinguishing
system.
Note: A320 aircraft use two fire extinguishing bottles in the cargo fire protection system. The A320 system satisfies
ETOPS cargo fire protection requirements. A319 aircraft have a single
extinguishing bottle. Different fire protection panels are used on the aircraft.
The cargo smoke detection system is
installed in the fwd and in the aft/bulk
cargo compartments. Four smoke detectors are located in two cavities in the ceiling of the aft/bulk cargo compartment and
two smoke detectors are located in the
FWD cargo compartment. The cargo
smoke detectors are interconnected to
each other. They are part of a loop, containing the lavatory smoke detectors,
which is connected to the Smoke Detection Control Unit (SDCU).
For each compartment, the Smoke Detection Control Unit (SDCU) activates the
warning with an AND logic to prevent
false warnings. The SDCU also monitors
the smoke detectors in case of a single
detection. When only one cargo smoke
detector detects smoke, the SDCU checks
the second detector automatically.
- If this test shows a normal operation of
the second detector, the first detector is
declared faulty. The result is no smoke
warning in the flight deck.
- If this test shows an abnormal operation
of the second detector, the smoke
warnings are activated. The second
detector is declared faulty.
When the test push-button is pressed and
held, the SCDU carries out an automatic
26-42
FIRE PROTECTION
A319/A320

test. Smoke and a bottle pressure drop
conditions are simulated. The smoke
detectors are tested. When the test pushbutton is pressed and held, the smoke and
discharge lights on the cargo smoke panel
come on, and the ECAM Warnings are
activated.
When the test push-button is released, the
discharge lights go off, with a time delay
of 2 seconds, and the smoke lights go off,
with a time delay of 10 seconds. The
ECAM message disappears and will be
automatically repeated with the warning
indications for approximately 6 seconds.
The SDCU has two channels, which make
it a fail safe unit. The system will operate
normally if one channel fails. The Built In
Test Equipment (BITE) detects and isolates failures in the SCDU. It also makes
sure that the smoke detectors operate correctly. Most of the system functions are
monitored continuously.
On A320 aircraft, two extinguisher bottles
are installed in the forward cargo compartment and provide fire extinguishing for
the fwd or for the aft/bulk cargo compartment. A 319 aircraft have a single extinguisher bottle. The bottles are equipped
with a pressure switch to monitor agent
pressure and two (per bottle) electrically
firing cartridges or squibs for agent discharge. The bottle pressure and the squib
circuit conditions are continuously monitored by the SDCU. In case of bottle pressure drop or loss of electrical squib
continuity, the SDCU sends signals to
ECAM and CFDS.
The fire extinguisher bottles are made of
stainless steel and are hermetically sealed.
Fully charged a bottle weighs 34.5 lbs
(15.65 kg). The bottle has two discharge
outlets.
JUN 97
CARGO & LAVATORY FIRE

PROTECTION
The cargo fire protection system is
divided into the cargo smoke detection
system and the cargo fire extinguishing
system.
Note: A320 aircraft use two fire extinguishing bottles in the cargo fire protection system. The A320 system satisfies
ETOPS cargo fire protection requirements. A319 aircraft have a single
extinguishing bottle. Different fire protection panels are used on the aircraft.
The cargo smoke detection system is
installed in the fwd and in the aft/bulk
cargo compartments. Four smoke detectors are located in two cavities in the ceiling of the aft/bulk cargo compartment and
two smoke detectors are located in the
FWD cargo compartment. The cargo
smoke detectors are interconnected to
each other. They are part of a loop, containing the lavatory smoke detectors,
which is connected to the Smoke Detection Control Unit (SDCU).
For each compartment, the Smoke Detection Control Unit (SDCU) activates the
warning with an AND logic to prevent
false warnings. The SDCU also monitors
the smoke detectors in case of a single
detection. When only one cargo smoke
detector detects smoke, the SDCU checks
the second detector automatically.
- If this test shows a normal operation of
the second detector, the first detector is
declared faulty. The result is no smoke
warning in the flight deck.
- If this test shows an abnormal operation
of the second detector, the smoke
warnings are activated. The second
detector is declared faulty.
When the test push-button is pressed and
held, the SCDU carries out an automatic
26-42
test. Smoke and a bottle pressure drop

conditions are simulated. The smoke
detectors are tested. When the test pushbutton is pressed and held, the smoke and
discharge lights on the cargo smoke panel
come on, and the ECAM Warnings are
activated.
When the test push-button is released, the
discharge lights go off, with a time delay
of 2 seconds, and the smoke lights go off,
with a time delay of 10 seconds. The
ECAM message disappears and will be
automatically repeated with the warning
indications for approximately 6 seconds.
The SDCU has two channels, which make
it a fail safe unit. The system will operate
normally if one channel fails. The Built In
Test Equipment (BITE) detects and isolates failures in the SCDU. It also makes
sure that the smoke detectors operate correctly. Most of the system functions are
monitored continuously.
On A320 aircraft, two extinguisher bottles
are installed in the forward cargo compartment and provide fire extinguishing for
the fwd or for the aft/bulk cargo compartment. A 319 aircraft have a single extinguisher bottle. The bottles are equipped
with a pressure switch to monitor agent
pressure and two (per bottle) electrically
firing cartridges or squibs for agent discharge. The bottle pressure and the squib
circuit conditions are continuously monitored by the SDCU. In case of bottle pressure drop or loss of electrical squib
continuity, the SDCU sends signals to
ECAM and CFDS.
The fire extinguisher bottles are made of
stainless steel and are hermetically sealed.
Fully charged a bottle weighs 34.5 lbs
(15.65 kg). The bottle has two discharge
outlets.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321

The extinguishing agent used is Halon
1301 (also known as bromotriflouromethane) and is nontoxic.
Each bottle has a pressure switch, a fill
port, and safety relief port.
The pressure switch sends a signal to the
SDCU if there is not sufficient pressure in
the bottle (if the bottle is discharged or if a
leak occurs).
The fire extinguishing bottle is connected
to the extinguishing nozzles through
pipes. One fire extinguisher pipe connects
the bottle with the two FWD discharge
nozzles and one pipe with the three nozzles in the AFT cargo compartment. The
nozzles are installed in the cargo compartment smoke detector cavities.
On A320 aircraft only (A319 does not
have bottle number 2), both delivery tubes
from bottle number 2 contain flow metering restrictors. The flow metering restrictors cause bottle number 2 to discharge
slowly. Bottle number 1 is intended to
discharge rapidly to put a fire out. Bottle
number 2 is intended to slowly discharge
its agent to prevent the fire from re-igniting.
Cargo Fire Protection Precautions
Remove thecartridges before working on
the bottle.
Protective caps must be
personnel.
Before power is supplied to the aircraft
JUN 97
FIRE PROTECTION
A319/A320

clip will prevent bottle discharge which
Maintenance Manual.
26-43
The extinguishing agent used is Halon

1301 (also known as bromotriflouromethane) and is nontoxic.
Each bottle has a pressure switch, a fill
port, and safety relief port.
The pressure switch sends a signal to the
SDCU if there is not sufficient pressure in
the bottle (if the bottle is discharged or if a
leak occurs).
The fire extinguishing bottle is connected
to the extinguishing nozzles through
pipes. One fire extinguisher pipe connects
the bottle with the two FWD discharge
nozzles and one pipe with the three nozzles in the AFT cargo compartment. The
nozzles are installed in the cargo compartment smoke detector cavities.
On A320 aircraft only (A319 does not
have bottle number 2), both delivery tubes
from bottle number 2 contain flow metering restrictors. The flow metering restrictors cause bottle number 2 to discharge
slowly. Bottle number 1 is intended to
discharge rapidly to put a fire out. Bottle
number 2 is intended to slowly discharge
its agent to prevent the fire from re-igniting.
Cargo Fire Protection Precautions
Remove thecartridges before working on
the bottle.
Protective caps must be
personnel.
Before power is supplied to the aircraft
JUN 97

clip will prevent bottle discharge which
Maintenance Manual.
26-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
Cargo Fire Protection System (A319)
26-44
A319/A320
FIRE PROTECTION
JUN 97
26-44
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321

JUN 97
A319/A320
FIRE PROTECTION
26-45
JUN 97
26-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321

Cargo Smoke Protection System
Warnings
The Smoke Detection Control Unit generates signals for flight deck local warnings,
the ECAM system and the Cargo Ventilation Controller. It also provides the fault
messages to the Centralized Fault Display
System (CFDS). In case of fwd or aft/
bulk smoke detection, the respective
smoke light illuminates on the cargo
smoke panel. At the same time the cargo
ventilation controller closes the isolation
valves of the affected compartment. In
addition, when cargo smoke is detected,
the continuous repetitive chime sounds,
the MASTER WARNING flashes, the red
smoke light (fwd or aft) illuminates on the
cargo smoke overhead panel, the isolation
valve fault light on the cargo heat panel
comes on, the air conditioning page
appears on the lower ECAM display unit,
and SMOKE FWD (AFT) CARGO
SMOKE appears in red on the upper
ECAM display unit. When a cargo smoke
detector is detected faulty by the SDCU, it
is automatically isolated from the loop and
an amber message SMOKE FWD (AFT)
CRG DET FAULT is displayed on the
When the two detectors of the same cavity
are detected faulty, an amber message
SMOKE FWD (AFT) CRG DET FAULT
is displayed on the upper ECAM display
unit. A single chime sounds. The MASTER CAUTION light comes on.
In case of the loss of electrical squib continuity, an amber message SMOKE FWD
(AFT) BTL SQUIB FAULT is displayed
on the upper ECAM display unit. A single
chime sounds. The MASTER CAUTION
light comes on. When an internal failure
of the SDCU is detected, the status message SDCU (Class II warning) appears. In
26-46
FIRE PROTECTION
A319/A320

case of failure of one channel, the smoke
detection is still ensured by the remaining
channel.
In case of failure of both channels of the
SDCU, an amber message SMOKE LAV
& CRG DET FAULT is displayed on the
upper ECAM display unit (Class I Level II
warning). A single chime sounds. The
MASTER CAUTION light comes on. The
failure is also indicated to the CFDIU.
System Operation in case of Cargo
Smoke
On A320 aircraft, if a valid cargo smoke
warning is generated, the flight crew
selects the aft isolation valve push-button. When the aft isolation valve pushbutton is set to OFF, the closure of the isolation valves is confirmed.
On A319/A320 aircraft, annunciation
lights on the overhead cargo smoke panel
indicate fwd or aft smoke. The corresponding discharge switch guard is lifted
and agent (On A320, AGENT 1) is discharged by moving the DISCH toggle
switch. The extinguishing agent rapidly
discharges into the selected cargo compartment.
As the bottle pressure is released, the pressure switch provides the discharge (On
A320, dischage Agent 1) light activation.
NOTE: A319 aircraft have only one
cargo fire protection bottle.
On A320 aircraft, 60 minutes after Agent
1 has been discharged, the amber annunciation light DISCH AGENT 2 illuminates
on the overhead CARGO SMOKE panel
to remind the flight crew to discharge
Agent 2. Agent 2 discharges slowly (due
to flow metering restrictors in the Agent 2
delivery tubes) when the toggle switch is
moved to the AGENT 2 position. Agent 2
is intended to prevent re-ignition of a
cargo fire.
JUN 97
Cargo Smoke Protection System

Warnings
The Smoke Detection Control Unit generates signals for flight deck local warnings,
the ECAM system and the Cargo Ventilation Controller. It also provides the fault
messages to the Centralized Fault Display
System (CFDS). In case of fwd or aft/
bulk smoke detection, the respective
smoke light illuminates on the cargo
smoke panel. At the same time the cargo
ventilation controller closes the isolation
valves of the affected compartment. In
addition, when cargo smoke is detected,
the continuous repetitive chime sounds,
the MASTER WARNING flashes, the red
smoke light (fwd or aft) illuminates on the
cargo smoke overhead panel, the isolation
valve fault light on the cargo heat panel
comes on, the air conditioning page
appears on the lower ECAM display unit,
and SMOKE FWD (AFT) CARGO
ECAM display unit. When a cargo smoke
detector is detected faulty by the SDCU, it
is automatically isolated from the loop and
an amber message SMOKE FWD (AFT)
CRG DET FAULT is displayed on the
When the two detectors of the same cavity
are detected faulty, an amber message
SMOKE FWD (AFT) CRG DET FAULT
is displayed on the upper ECAM display
unit. A single chime sounds. The MASTER CAUTION light comes on.
In case of the loss of electrical squib continuity, an amber message SMOKE FWD
(AFT) BTL SQUIB FAULT is displayed
on the upper ECAM display unit. A single
chime sounds. The MASTER CAUTION
light comes on. When an internal failure
of the SDCU is detected, the status message SDCU (Class II warning) appears. In
26-46
case of failure of one channel, the smoke

detection is still ensured by the remaining
channel.
In case of failure of both channels of the
SDCU, an amber message SMOKE LAV
& CRG DET FAULT is displayed on the
upper ECAM display unit (Class I Level II
warning). A single chime sounds. The
MASTER CAUTION light comes on. The
failure is also indicated to the CFDIU.
System Operation in case of Cargo
Smoke
On A320 aircraft, if a valid cargo smoke
warning is generated, the flight crew
selects the aft isolation valve push-button. When the aft isolation valve pushbutton is set to OFF, the closure of the isolation valves is confirmed.
On A319/A320 aircraft, annunciation
lights on the overhead cargo smoke panel
indicate fwd or aft smoke. The corresponding discharge switch guard is lifted
and agent (On A320, AGENT 1) is discharged by moving the DISCH toggle
switch. The extinguishing agent rapidly
discharges into the selected cargo compartment.
As the bottle pressure is released, the pressure switch provides the discharge (On
A320, dischage Agent 1) light activation.
NOTE: A319 aircraft have only one
cargo fire protection bottle.
On A320 aircraft, 60 minutes after Agent
1 has been discharged, the amber annunciation light DISCH AGENT 2 illuminates
on the overhead CARGO SMOKE panel
to remind the flight crew to discharge
Agent 2. Agent 2 discharges slowly (due
to flow metering restrictors in the Agent 2
delivery tubes) when the toggle switch is
moved to the AGENT 2 position. Agent 2
is intended to prevent re-ignition of a
cargo fire.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321

As the bottle pressure is released, the pressure switch provides the DISCH 2 light
activation.

With the fire extinguished, all warnings
disappear except the DISCH 1 and 2 lights
which remain illuminated.
As the bottle pressure is released, the pressure switch provides the DISCH 2 light
activation.
With the fire extinguished, all warnings

disappear except the DISCH 1 and 2 lights
which remain illuminated.

JUN 97
A319/A320
FIRE PROTECTION
26-47
JUN 97
26-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
26-48
A319/A320
FIRE PROTECTION
JUN 97
26-48
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321

Lavatory Fire Protection System
An ambient smoke detector is installed on
each lavatory, in the ceiling panel, beside
the air extraction duct The lavatory smoke
detectors are interconnected to each other
They are part of a loop, containing the
cargo smoke detectors, which are connected to the Smoke Detection Control
Unit (SDCU). The smoke detector is
based on the ionization principle.
In case of detected lavatory smoke, the
Smoke Detection Control Unit (SDCU)

activates the smoke warnings in the flight
deck and the passenger cabin.
monitors all the lavatory smoke detectors. The Smoke Detection Control Unit
sends the lavatory smoke warning signals
to the ECAM and Cabin Intercommunication Data System (CIDS). It also provides
the fault messages to the Centralized Fault
Display System (CFDS). Note that for lavatory fire extinguishing, a cabin portable
fire extinguisher must be used.

An ambient smoke detector is installed on
each lavatory, in the ceiling panel, beside
the air extraction duct The lavatory smoke
detectors are interconnected to each other
They are part of a loop, containing the
cargo smoke detectors, which are connected to the Smoke Detection Control
Unit (SDCU). The smoke detector is
based on the ionization principle.
In case of detected lavatory smoke, the
activates the smoke warnings in the flight

deck and the passenger cabin.
monitors all the lavatory smoke detectors. The Smoke Detection Control Unit
sends the lavatory smoke warning signals
to the ECAM and Cabin Intercommunication Data System (CIDS). It also provides
the fault messages to the Centralized Fault
Display System (CFDS). Note that for lavatory fire extinguishing, a cabin portable
fire extinguisher must be used.

JUN 97
A319/A320
FIRE PROTECTION
26-49
JUN 97
26-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321

Lavatory Smoke Warnings
The cargo and lavatory smoke detectors
are connected to both channels of the
via a safety two wire data and supply bus
using the closed loop principle.
When lavatory smoke is detected the
alarms are transmitted to the flight deck
and the cabin.
For lavatory smoke, the continuous repetitive chime sounds, the MASTER WARNING flashes, and SMOKE LAVATORY
ECAM display unit warning.
In the cabin, the continuous high-low
chime sounds on all attendant loudspeakers and the red smoke lav push-button
light on the forward attendant panel
flashes. The red light on all Attendant
Indication Panels flashes. SMOKE LAVATORY A (D or F) appears on the Attendant Indication Panels. An amber light
flashes on all area call panels and the lavatory indicator light (on the outside wall of
the
lavatory)
flashes.

The warnings will stop when the smoke
concentration drops below the threshold
of the smoke detector or if the RESET
push-button on the Forward Attendant
Panel is selected.
When a lavatory smoke detector failure is
detected by the SDCU, the faulty detector
is automatically isolated from the loop.
The lavatory detection fault is indicated in
the flight deck and the cabin. The amber
message SMOKE LAVATORY DET
FAULT appears on lthe upper ECAM display unit (Class I level I warning).
The inoperative lavatory smoke detector is
indicated to:
- the CFDIU, for maintenance purposes,
- the FWC, for ECAM indication,
- the CIDS directors, for the Forward
Attendant Panel amber CIDS CAUT
light and the Programming and Test
Panel (PTP) indication.
NOTE: With the CIDS CAUT light
ON, the CIDS SYSTEM STATUS page
on the PTP must be interrogated to find
the affected lavatory.
Lavatory Smoke Warnings

The cargo and lavatory smoke detectors
are connected to both channels of the
via a safety two wire data and supply bus
using the closed loop principle.
When lavatory smoke is detected the
alarms are transmitted to the flight deck
and the cabin.
For lavatory smoke, the continuous repetitive chime sounds, the MASTER WARNING flashes, and SMOKE LAVATORY
ECAM display unit warning.
In the cabin, the continuous high-low
chime sounds on all attendant loudspeakers and the red smoke lav push-button
light on the forward attendant panel
flashes. The red light on all Attendant
Indication Panels flashes. SMOKE LAVATORY A (D or F) appears on the Attendant Indication Panels. An amber light
flashes on all area call panels and the lavatory indicator light (on the outside wall of
the
lavatory)
flashes.
The warnings will stop when the smoke

concentration drops below the threshold
of the smoke detector or if the RESET
push-button on the Forward Attendant
Panel is selected.
When a lavatory smoke detector failure is
detected by the SDCU, the faulty detector
is automatically isolated from the loop.
The lavatory detection fault is indicated in
the flight deck and the cabin. The amber
message SMOKE LAVATORY DET
FAULT appears on lthe upper ECAM display unit (Class I level I warning).
The inoperative lavatory smoke detector is
indicated to:
- the CFDIU, for maintenance purposes,
- the FWC, for ECAM indication,
- the CIDS directors, for the Forward
Attendant Panel amber CIDS CAUT
light and the Programming and Test
Panel (PTP) indication.
NOTE: With the CIDS CAUT light
ON, the CIDS SYSTEM STATUS page
on the PTP must be interrogated to find
the affected lavatory.
Lavatory Smoke Detection System
Lavatory Smoke Detection System
26-50
A319/A320
FIRE PROTECTION
JUN 97
26-50
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321

Waste Bin Fire Extinguisher
Each lavatory is provided with a waste bin
fire extinguisher.
As any fire in the waste is kept within the
confines of the metal waste bin, a small
fire extinguishers built in the waste bin of
each lavatory to provide automatic extinguishing The waste bin fire extinguishing
system automatically discharges its agent
when overheating melts a fusible material
in the tip of the discharge tube.

The extinguisher is mounted above the top
panel of each lavatory waste bin. It is
charged with 100 to 130 grams of Halon
1301, which is nontoxic. A self adhesive
temperature indicator is on each waste
chute. It gives an indication if there is an
excessive temperature in the waste paper
bin area. The temperature indicator has a
gray disc. At a temperature of approximately 71C (160F) the color changes to
black. This temperature indicator must be
checked daily.

Each lavatory is provided with a waste bin
fire extinguisher.
As any fire in the waste is kept within the
confines of the metal waste bin, a small
fire extinguishers built in the waste bin of
each lavatory to provide automatic extinguishing The waste bin fire extinguishing
system automatically discharges its agent
when overheating melts a fusible material
in the tip of the discharge tube.
The extinguisher is mounted above the top

panel of each lavatory waste bin. It is
charged with 100 to 130 grams of Halon
1301, which is nontoxic. A self adhesive
temperature indicator is on each waste
chute. It gives an indication if there is an
excessive temperature in the waste paper
bin area. The temperature indicator has a
gray disc. At a temperature of approximately 71C (160F) the color changes to
black. This temperature indicator must be
checked daily.

JUN 97
A319/A320
FIRE PROTECTION
26-51
JUN 97
26-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
A319/A320
FIRE PROTECTION
PORTABLE EQUIPMENT
Portable fire extinguishers are located in
the cabin and 1n the flight deck. For the
cabin, portable fire extinguishers are fitted
under the forward and the aft attendant
seats. They must be used to fight fires in
the cabin and also in the lavatories.
WALTER KIDDE type Halon 1211 fire
extinguishers are used on UAL aircraft.
For the correct operation and data of the
portable fire extinguisher, refer to the
label. The label on the extinguisher contains the instructions for use, approval
number, details of weight, and date of last
check.
PORTABLE EQUIPMENT
Portable fire extinguishers are located in
the cabin and 1n the flight deck. For the
cabin, portable fire extinguishers are fitted
under the forward and the aft attendant
seats. They must be used to fight fires in
the cabin and also in the lavatories.
WALTER KIDDE type Halon 1211 fire
extinguishers are used on UAL aircraft.
For the correct operation and data of the
portable fire extinguisher, refer to the
label. The label on the extinguisher contains the instructions for use, approval
number, details of weight, and date of last
check.
Portable Fire Extinguisher
26-52
JUN 97
26-52
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
A319/A320
FIRE PROTECTION
ENGINE FIRE PANEL

ENGINE FIRE PANEL

ENG FIRE Switches (guarded)

When released out, an electrical signal:
- Cancels aural warning
- Arms squibs
- Deactivates generator
- Closes the following valves:
-Fuel LP
-Engine fuel return
-Hydraulic fire shutoff
-Engine bleed
-Pack flow control
ENG FIRE Switches (guarded)

When released out, an electrical signal:
- Arms squibs
- Deactivates generator
- Closes the following valves:
-Fuel LP
-Engine fuel return
-Hydraulic fire shutoff
-Engine bleed
-Pack flow control
F
I
R
E
ENG FIRE Lights

Illuminate independently of
the switch position as long
as the respective engine fire
warning is activated.
AGENT 1
AGENT 2
SQUIB
SQUIB
DISCH
DISCH
TEST
ENG
F
I
R
E
1 FIRE
AGENT 1
AGENT 2
SQUIB
SQUIB
DISCH
DISCH
TEST
ENG
JUN 97
1 FIRE
PUSH
PUSH
TEST Switch
Tests fire detection and extinguishing
system operation.
- Activates ECAM ENG FIRE warning
- Activates continuous chime
- Illuminates the following:
-Flashing MASTER WARN lights
-ENG FIRE switch
-SQUIB lights (if discharge
supplies are available)
-DISCH lights
-FIRE lights on engine start and
ignition panel
ENG FIRE Lights

Illuminate independently of
the switch position as long
as the respective engine fire
warning is activated.
AGENT Switch
Arms when the corresponding ENG FIRE
switch is released out. SQUIB lights illuminate to facilitate identification of the
agent switch to be activated. When the
AGENT switch is pushed momentarily:
- Bottle is discharged
- Related DISCH light illuminates
26-53
TEST Switch
Tests fire detection and extinguishing
system operation.
- Activates ECAM ENG FIRE warning
-Flashing MASTER WARN lights
-ENG FIRE switch
-SQUIB lights (if discharge
supplies are available)
-DISCH lights
-FIRE lights on engine start and
ignition panel
JUN 97
AGENT Switch
Arms when the corresponding ENG FIRE
switch is released out. SQUIB lights illuminate to facilitate identification of the
agent switch to be activated. When the
- Related DISCH light illuminates
26-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
A319/A320
FIRE PROTECTION
ENGINE START AND IGNITION

PANEL
ENGINE START AND IGNITION

PANEL
MASTER 1
ENG
ON
OFF
ENG
1
MODE
NORM
MASTER 1
MASTER 2
ENG
2
ON
ON
OFF
OFF
MASTER 2
ON
ENG
1
IGN/
START
CRANK
ENG
MODE
NORM
ENG
2
OFF
IGN/
START
CRANK
FIRE
FIRE
FIRE
FIRE
FAULT
FAULT
FAULT
FAULT
FIRE Light
Illuminates when the respective fire warning is activated.
FIRE Light
Illuminates when the respective fire warning is activated.
APU AUTO EXTINGUISHING

PANEL
APU AUTO EXTINGUISHING

PANEL
APU
APU
AUTO EXTING
AUTO EXTING
TEST
OK
OK
ON
ON
APU TEST Switch

Tests APU fire warning, auto extinguishing and shutdown circuits. For test, MASTER switch must be ON and TEST switch
must be held down for 10 seconds. The
OK light comes on to indicate a successful
test. This test will cause an operating
APU to shut down.
26-54
TEST
RESET
RESET Switch
Resets test circuit.
JUN 97
APU TEST Switch

Tests APU fire warning, auto extinguishing and shutdown circuits. For test, MASTER switch must be ON and TEST switch
must be held down for 10 seconds. The
OK light comes on to indicate a successful
test. This test will cause an operating
APU to shut down.
26-54
RESET
RESET Switch
Resets test circuit.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
A319/A320
FIRE PROTECTION
APU FIRE PANEL

APU FIRE PANEL

APU FIRE Switch (guarded)

When released out:
- APU shuts down
- Squibs are armed
- Fuel LP valve is closed
- APU fuel pump is turned off
- APU bleed and crossbleed valves are
closed
- APU generator is deactivated
- APU FIRE light illuminates
independently of switch position when
the APU fire warning is activated.
APU FIRE Switch (guarded)

When released out:
- APU shuts down
- Squibs are armed
- Fuel LP valve is closed
- APU fuel pump is turned off
- APU bleed and crossbleed valves are
closed
- APU generator is deactivated
- APU FIRE light illuminates
independently of switch position when
the APU fire warning is activated.
APU FIRE
APU FIRE
PUSH
PUSH
AGENT
AGENT
TEST
TEST
SQUIB
SQUIB
DISCH
DISCH
AGENT Switch
Armed by pushing the APU FIRE switch.
SQUIB light illuminates.
When the
- DISCH light comes on
JUN 97
TEST Switch
Tests fire detection and extinguishing system operation. Does not cause automatic
shutdown of APU.
- Activates ECAM APU FIRE warning
- Flashing MASTER WARN lights
- APU FIRE switch on APU FIRE panel
- SQUIB lights
- DISCH lights
26-55
AGENT Switch
Armed by pushing the APU FIRE switch.
SQUIB light illuminates.
When the
- DISCH light comes on
JUN 97
TEST Switch
Tests fire detection and extinguishing system operation. Does not cause automatic
shutdown of APU.
- Activates ECAM APU FIRE warning
- Flashing MASTER WARN lights
- APU FIRE switch on APU FIRE panel
- SQUIB lights
- DISCH lights
26-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
A319/A320
FIRE PROTECTION
CARGO SMOKE PANEL (A320/A319)

CARGO SMOKE PANEL (A320/A319)

SMOKE Light (red)

Illuminates when smoke is detected
in respective cargo compartment.
Activated by both loops, or by one
loop if the other is faulty.
SMOKE Light (red)

CARGO SMOKE
AFT
FWD
TEST
SMOKE
SMOKE
DISCH
AGENT 2
AGENT 1
DISCH 1
DISCH 2
AGENT 2
SMOKE
SMOKE
AGENT 2
AGENT 1
AGENT 1
AGENT 2
DISCH 1
DISCH 2
AGENT 2
DISCH Lights (amber)

Illuminates when associated
extinguishing agent has been
discharged.
DISCH Switch (guarded)

Discharges associated agent
(1 or 2) in the respective cargo
compartment (FWD or AFT).
DISCH
TEST Switch
- Tests smoke detectors in sequence
- Tests SMOKE lights twice with
associated ECAM
- Closes ventilation system isolation
valves
- Tests DISCH lights
DISCH AGENT 2 Light (amber)
- Illuminates 60 minutes after agent
1 is discharged in the FWD or AFT
compartment
- Extinguishes when agent 2 is
discharged
DISCH
DISCH
CARGO SMOKE
AFT
TEST
DISCH Lights (amber)

Illuminates when associated
extinguishing agent has been
discharged.
DISCH Switch (guarded)

Discharges associated agent
(1 or 2) in the respective cargo
compartment (FWD or AFT).
DISCH
CARGO SMOKE
FWD
DISCH AGENT 2 Light (amber)

- Illuminates 60 minutes after agent
1 is discharged in the FWD or AFT
compartment
- Extinguishes when agent 2 is
discharged
AGENT 2
AGENT 1
TEST Switch
associated ECAM
valves
DISCH
CARGO SMOKE
AFT
FWD
SMOKE
SMOKE
SMOKE
SMOKE
DISCH
DISCH
DISCH
DISCH
FWD
TEST
26-56
AFT
SMKP319
SMKP319
SMOKE Light (red)

TEST
TEST Switch
associated ECAM
valves
JUN 97
SMOKE Light (red)

26-56
TEST Switch
associated ECAM
valves
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
A319/A320
FIRE PROTECTION
VENTILATION PANEL
VENTILATION PANEL
VENTILATION
VENTILATION
BLOWER
FAULT
OVRD
EXTRACT
A
U
T
O
FAULT
OVRD
BLOWER
CAB FANS
A
U
T
O
FAULT
OVRD
OFF
EXTRACT
A
U
T
O
FAULT
OVRD
EMERGENCY ELECTRICAL
POWER PANEL
EMERGENCY ELECTRICAL
POWER PANEL
EMER ELEC PWR
EMER ELEC PWR

EMER GEN TEST
GEN 1 LINE
SMOKE
RAT
&
EMER GEN
EMER GEN TEST
MAN ON
GEN 1 LINE
A
U
T
O
FAULT
OFF
SMOKE
RAT
&
EMER GEN
MAN ON
FAULT
OFF
GEN 1 LINE SMOKE Light

Illuminates amber when smoke is detected
in the avionics ventilation system.
GEN 1 LINE Switch

OFF - Causes the GEN 1 line contactor to open, a fuel
pump in each wing tank remains powered by GEN 1.
This permits removing AC power from all buses during
the AVIONICS SMOKE Irregular Procedure without
removing power from the fuel pumps.
OFF
BLOWER and EXTRACT FAULT Lights

Illuminate amber when smoke is detected in the
avionics ventilation system.
BLOWER and EXTRACT FAULT Lights

Illuminate amber when smoke is detected in the
avionics ventilation system.
JUN 97
CAB FANS
A
U
T
O
26-57
A
U
T
O
GEN 1 LINE SMOKE Light

Illuminates amber when smoke is detected
in the avionics ventilation system.
GEN 1 LINE Switch

OFF - Causes the GEN 1 line contactor to open, a fuel
pump in each wing tank remains powered by GEN 1.
This permits removing AC power from all buses during
the AVIONICS SMOKE Irregular Procedure without
removing power from the fuel pumps.
JUN 97
26-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
FIRE PROTECTION
CFDS - Fire Protection System Report & Test
CFDS - Fire Protection System Report & Test
MCDU MENU
< AIDS
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
< ELEC
< FIRE PROT
< RETURN
< AIDS
< CFDS
RETURN >
< ELEC
< FIRE PROT
< RETURN
CFDS MENU
< AVIONICS STATUS

CFDS MENU

< PNEU
< APU
< LAST LEGS REPORT

ENG >
TOILET >
< AVIONICS STATUS

< RETURN
ENG >
TOILET >
< RETURN
FIRE PROT
FIRE PROT
< FDU 1
< FDU 2
< FDU APU
< FDU APU
< SDCU
< SDCU
< RETURN
< RETURN
26MCDU
26MCDU

< PNEU
< APU
SYSTEM REPORT/TEST
SYSTEM REPORT/TEST
< FDU 1
< FDU 2
26-58
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEGS REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
INST >
L/G >
NAV >
A319/A320
JUN 97
26-58
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
A319/A320
FIRE PROTECTION
CFDS - FDU System Report & Test
CFDS - FDU System Report & Test
FDU X
SYSTEM REPORT/TEST
FDU X
SYSTEM REPORT/TEST
FIRE PROT
FIRE PROT
< FDU 1
< FDU 2
< LAST LEGS REPORT

< TEST
< FDU 1
< FDU 2
< LAST LEGS REPORT

< TEST
< FDU APU
< CLASS 3 FAULTS
< FDU APU
< CLASS 3 FAULTS
< SDCU
< SDCU
< RETURN
< RETURN
< RETURN
< RETURN
FDU X
FDU X
TEST
TEST
< TEST WAIT
< TEST WAIT
FDU X
< RETURN
FDU X
FDU X
TEST
< RETURN
< RETURN
PRINT >
TEST OK
P/N XXXX YY XX
END OF TEST
PRINT >
< RETURN
PRINT >
26MCDU01
26MCDU01
JUN 97
TEST
26-12-34
FDU ENG X
TEST OK
P/N XXXX YY XX
END OF TEST
PRINT >
FDU X
TEST
TEST
26-12-34
FDU ENG X
26-59
JUN 97
26-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
A319/A320
FIRE PROTECTION
CFDS - FDU APU System Report and Test.
CFDS - FDU APU System Report and Test.
FDU APU
SYSTEM REPORT/TEST
FDU APU
SYSTEM REPORT/TEST
FIRE PROT
FIRE PROT
< FDU 1
< FDU 2
< LAST LEGS REPORT

< TEST
< FDU 1
< FDU 2
< LAST LEGS REPORT

< TEST
< FDU APU
< CLASS 3 FAULTS
< FDU APU
< CLASS 3 FAULTS
< SDCU
< SDCU
< RETURN
< RETURN
< RETURN
< RETURN
FDU APU
FDU APU
TEST
TEST
< TEST WAIT
< TEST WAIT
FDU APU
FDU APU
TEST
TEST
26-12-34
FDU ENG X
< RETURN
FDU APU
TEST OK
P/N XXXX YY XX
END OF TEST
PRINT >
< RETURN
< RETURN
PRINT >
TEST
TEST OK
P/N XXXX YY XX
END OF TEST
PRINT >
< RETURN
PRINT >
26MCDU02
26MCDU02
26-60
FDU APU
TEST
26-12-34
FDU ENG X
JUN 97
26-60
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
A319/A320
FIRE PROTECTION
CFDS - SDCU
CFDS - SDCU
SDCU
SYSTEM REPORT/TEST
SDCU
SYSTEM REPORT/TEST
FIRE PROT
FIRE PROT
< FDU 1
< FDU 2
< LAST LEGS REPORT

< FDU 1
< FDU 2
< LAST LEGS REPORT

< FDU APU
< FDU APU
< SDCU
< ON GROUND FAULT

< WIRING REPORT
< SDCU
< ON GROUND FAULT

< WIRING REPORT
TEST>
< RETURN
< RETURN
TEST>
< RETURN
< RETURN
SDCU
SDCU
SDCU
SDCU
TEST
TEST MENU
XY - ABCD
DATE:XXXXX
ATA 26-16
< SMOKE LOOPS FWD LDCC
TEST
TEST MENU
XY - ABCD
DATE:XXXXX
ATA 26-16
TEST WAIT
< SMOKE LOOPS AFT LDCC

ATA 26-17
< SMOKE DET LAV X (VWQ)
TEST WAIT

ATA 26-17
< RETURN
< RETURN
< RETURN
< RETURN
SDCU
SDCU
SDCU
TEST REPORT
SDCU
TEST REPORT
TEST REPORT
ATA: 26-16
SMOKE LOOPS FWD LDCC
LOOP A:FAILED /B:FAILED
TEST REPORT
ATA: 26-16
ATA: 26-16
LOOP A: OK
/B: OK
TEST OK
CK ECAM & OVHT PNL WARN
TEST OK
< RETURN
JUN 97
PRINT >
< RETURN
ATA: 26-16
LOOP A: OK
/B: OK
< RETURN
PRINT >
26-61
JUN 97
PRINT >
< RETURN
PRINT >
26-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
A319/A320
FIRE PROTECTION
CFDS - SDCU Cont.
CFDS - SDCU Cont.
SDCU
SYSTEM REPORT/TEST
SDCU
SYSTEM REPORT/TEST
FIRE PROT
FIRE PROT
< FDU 1
< FDU 2
< LAST LEGS REPORT

< FDU 1
< FDU 2
< LAST LEGS REPORT

< FDU APU
< FDU APU
< SDCU
< ON GROUND FAULT

< WIRING REPORT
< SDCU
< ON GROUND FAULT

< WIRING REPORT
TEST>
< RETURN
< RETURN
< RETURN
< RETURN
SDCU
SDCU
SDCU
SDCU
TEST
TEST MENU
XY - ABCD
DATE:XXXXX
ATA 26-16
TEST
TEST MENU
XY - ABCD
DATE:XXXXX
ATA 26-16
TEST WAIT

ATA 26-17
TEST WAIT

ATA 26-17
< RETURN
< RETURN
< RETURN
< RETURN
SDCU
SDCU
SDCU
TEST REPORT
SDCU
TEST REPORT
TEST REPORT
ATA: 26-16
SMOKE LOOPS AFT LDCC
TEST REPORT
ATA: 26-16
ATA: 26-16
LOOP A: OK
/B: OK
PRINT >
< RETURN
< RETURN
PRINT >
PRINT >
< RETURN
PRINT >
26MCDU04
26MCDU04
26-62
ATA: 26-16
LOOP A: OK
/B: OK
TEST OK
TEST OK
< RETURN
TEST>
JUN 97
26-62
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
A319/A320
FIRE PROTECTION
CFDS - SDCU Cont.
CFDS - SDCU Cont.
SDCU
SYSTEM REPORT/TEST
SDCU
SYSTEM REPORT/TEST
FIRE PROT
FIRE PROT
< FDU 1
< FDU 2
< LAST LEGS REPORT

< FDU 1
< FDU 2
< LAST LEGS REPORT

< FDU APU
< FDU APU
< SDCU
< ON GROUND FAULT

< WIRING REPORT
< SDCU
< ON GROUND FAULT

< WIRING REPORT
TEST>
< RETURN
< RETURN
< RETURN
< RETURN
SDCU
SDCU
TEST
TEST MENU
XY - ABCD
DATE:XXXXX
ATA 26-16
SDCU
SDCU
TEST
TEST MENU
XY - ABCD
DATE:XXXXX
ATA 26-16
TEST WAIT

ATA 26-17
TEST WAIT

ATA 26-17
< RETURN
< RETURN
< RETURN
< RETURN
SDCU
< RETURN
< NEXT PAGE
< RETURN
PRINT >
< NEXT PAGE
PRINT >
< RETURN
PRINT >
FOR THE REMAINING

LAVATORIES
FOR THE REMAINING

LAVATORIES
REGISTER
DATE:XXXXXX
ATA: 26-17
SMOKE DET LAV X(VWQ)
TEST OK
CK ECAM & CABIN WARN
26MCDU05
26MCDU05
JUN 97
TEST REPORT
ATA: 26-17
TEST FAILED
REGISTER
DATE:XXXXXX
ATA: 26-17
TEST OK
CK ECAM & CABIN WARN
< NEXT PAGE
PRINT >
SDCU
TEST REPORT
TEST REPORT
< NEXT PAGE
< RETURN
SDCU
SDCU
TEST REPORT
ATA: 26-17
TEST FAILED
TEST>
26-63
JUN 97
26-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
FIRE PROTECTION
Programming and Test Panel Utilization

Programming and Test Panel Utilization

SYSTEM STATUS (1)

The SYSTEM STATUS page presents the
current status of the CIDS and for maintenance, additional information about the
status of the systems also monitored by
the CIDS. In this example, a failure has
been detected in the lavatory smoke detection system.
SYSTEM STATUS (1)

The SYSTEM STATUS page presents the
current status of the CIDS and for maintenance, additional information about the
status of the systems also monitored by
the CIDS. In this example, a failure has
been detected in the lavatory smoke detection system.
LAV SMOKE SYS FAIL (2)

This page indicates that the SMOKE
DETector of LAVatory A is faulty.
LAV SMOKE SYS FAIL (2)

This page indicates that the SMOKE
DETector of LAVatory A is faulty.
SYSTEM STATUS (NEXT PAGE) (3)

This is the next page of the SYSTEM
STATUS, other information is available
for maintenance purpose.
SYSTEM STATUS (NEXT PAGE) (3)

This is the next page of the SYSTEM
STATUS, other information is available
for maintenance purpose.
MAINTENANCE (3.1 - 3.1.1)

The maintenance page allows further
information to be obtained from:
- LAST LEG REPORT
- PREV LEO REPORT
- LRU IDENTIFICATION
- FAULT DATA
- CLASS 3 FAULT
NOTE: Selection of FAULT DATA
gives coded trouble shooting data for
internal director and Decoder Encoder
Unit (DEU) failures.
MAINTENANCE (3.1 - 3.1.1)

The maintenance page allows further
information to be obtained from:
- LAST LEG REPORT
- PREV LEO REPORT
- LRU IDENTIFICATION
- FAULT DATA
- CLASS 3 FAULT
NOTE: Selection of FAULT DATA
gives coded trouble shooting data for
internal director and Decoder Encoder
Unit (DEU) failures.
26-64
JUN 97
26-64
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
JUN 97
FIRE PROTECTION
A319/A320
26-65
JUN 97
26-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
COMPONENT LOCATIONS
A319/A320
FIRE PROTECTION
COMPONENT LOCATIONS
PLYON FIRE
DETECTORS
PLYON FIRE
DETECTORS
SENSING ELEMENTS
SENSING ELEMENTS
RESPONDER HOUSING
CORE FIRE
DETECTORS
RESPONDER HOUSING
CORE FIRE
DETECTORS
FAN FIRE
DECTORS
FAN FIRE
DECTORS

POWER
SUPPLY
POWER
SUPPLY
FIRE
SIGNAL
FIRE
SIGNAL
LOCAL OVERHEAT
OR AVERAGE OVERHEAT
INTERGRITY SW
INTERGRITY SW
ALARM STATE
ALARM STATE

POWER
SUPPLY
POWER
SUPPLY
FAULT
SIGNAL
INTERGRITY SW
FAULT STATE
FAULT STATE
Fan, Core, and Pylon Fire Detectors
Fan, Core, and Pylon Fire Detectors
FAULT
SIGNAL
INTERGRITY SW
26-66
LOCAL OVERHEAT
OR AVERAGE OVERHEAT
JUN 97
26-66
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
COMPONENT LOCATIONS
FIRE PROTECTION
COMPONENT LOCATIONS
Engine Fire Detection Unit (FDU) and Fire Bottles

JUN 97
A319/A320
Engine Fire Detection Unit (FDU) and Fire Bottles

26-67
JUN 97
26-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
COMPONENT LOCATIONS
FIRE PROTECTION
COMPONENT LOCATIONS
APU Fire Detection Unit (FDU) and Fire Bottle
APU Fire Detection Unit (FDU) and Fire Bottle
26-68
A319/A320
JUN 97
26-68
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
COMPONENT LOCATIONS
FIRE PROTECTION
COMPONENT LOCATIONS
APU Fire Bottle Details
APU Fire Bottle Details

JUN 97
A319/A320
26-69
JUN 97
26-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
26-70
A319/A320
FIRE PROTECTION
JUN 97
26-70
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Lavatory Smoke Detectors

JUN 97
A319/A320
FIRE PROTECTION
Lavatory Smoke Detectors

26-71
JUN 97
26-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cargo Smoke Detectors
Cargo Smoke Detectors
26-72
A319/A320
FIRE PROTECTION
JUN 97
26-72
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
FIRE PROTECTION
26-73
JUN 97
26-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
COMPONENT LOCATIONS
FIRE PROTECTION
COMPONENT LOCATIONS
26-74
A319/A320
JUN 97
26-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FIRE PROTECTION
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
FIRE PROTECTION

26-75
JUN 97
26-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
26-76
A319/A320
FIRE PROTECTION
JUN 97
26-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
TABLE OF CONTENTS
FLIGHT CONTROLS
A319/A320
TABLE OF CONTENTS

FLIGHT CONTROL SYSTEM ................................................................
General ..................................................................................................
Electronic Flight Control System ..........................................................
Sidesticks ..............................................................................................
Electrical Power Supply ........................................................................
Electrical Power Supply (General) .......................................................
EFCS Maintenance ...............................................................................
Hydraulic Power Supply .......................................................................
FLIGHT CONTROLS NORMAL LAW ..................................................
Ground Mode ........................................................................................
Flight Mode ...........................................................................................
Flare Mode ............................................................................................
FLIGHT CONTROLS DEGRADED LAWS ...........................................
Alternate Law ........................................................................................
Alternate Law Without Speed Stability ................................................
Direct Law ............................................................................................
Abnormal Attitude Law ........................................................................
Mechanical Back-Up ............................................................................
ROLL CONTROL ......................................................................................
Ailerons .................................................................................................
Spoilers .................................................................................................
PITCH CONTROL ....................................................................................
Elevators ...............................................................................................
Trimmable Horizontal Stabilizer ..........................................................
THS Actuator Schematic ......................................................................
YAW CONTROL .......................................................................................
Rudder ...................................................................................................
Rudder Trim ..........................................................................................
Rudder Artificial Feel ...........................................................................
Rudder Travel Limiting ........................................................................
Yaw Damper .........................................................................................
TRAILING EDGE FLAPS & LEADING EDGE SLATS ......................
Wing Tip Brake Locking & Half Speed Operation ..............................
Flap Disconnect Detection ....................................................................
Flap/Slat Configurations .......................................................................
Slat Mechanical Drive ...........................................................................
Flap Mechanical Drive ..........................................................................
Slats/Flaps Power Supply .....................................................................
2
2
4
6
6
8
9
10
12
12
12
15
15
15
16
16
16
17
18
18
20
24
24
26
28
30
30
32
32
34
36
38
40
42
43
44
46
48

FLIGHT CONTROL SYSTEM ................................................................ 2
General .................................................................................................. 2
Electronic Flight Control System .......................................................... 4
Sidesticks ............................................................................................... 6
Electrical Power Supply ........................................................................ 6
Electrical Power Supply (General) ........................................................ 8
EFCS Maintenance ................................................................................ 9
Hydraulic Power Supply ....................................................................... 10
FLIGHT CONTROLS NORMAL LAW .................................................. 12
Ground Mode ........................................................................................ 12
Flight Mode ........................................................................................... 12
Flare Mode ............................................................................................ 15
FLIGHT CONTROLS DEGRADED LAWS ........................................... 15
Alternate Law ........................................................................................ 15
Alternate Law Without Speed Stability ................................................ 16
Direct Law ............................................................................................. 16
Abnormal Attitude Law ........................................................................ 16
Mechanical Back-Up ............................................................................. 17
ROLL CONTROL ...................................................................................... 18
Ailerons ................................................................................................. 18
Spoilers .................................................................................................. 20
PITCH CONTROL ..................................................................................... 24
Elevators ................................................................................................ 24
Trimmable Horizontal Stabilizer ........................................................... 26
THS Actuator Schematic ....................................................................... 28
YAW CONTROL ........................................................................................ 30
Rudder ................................................................................................... 30
Rudder Trim .......................................................................................... 32
Rudder Artificial Feel ........................................................................... 32
Rudder Travel Limiting ......................................................................... 34
Yaw Damper ......................................................................................... 36
TRAILING EDGE FLAPS & LEADING EDGE SLATS ...................... 38
Wing Tip Brake Locking & Half Speed Operation .............................. 40
Flap Disconnect Detection .................................................................... 42
Flap/Slat Configurations ....................................................................... 43
Slat Mechanical Drive ........................................................................... 44
Flap Mechanical Drive .......................................................................... 46
Slats/Flaps Power Supply ...................................................................... 48
JUN 97
27-i
JUN 97
27-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
TABLE OF CONTENTS
FLIGHT CONTROLS
A319/A320
TABLE OF CONTENTS

SIDESTICKS ..............................................................................................
SIDE S STICK PRIORITY LIGHTS .......................................................
FLIGHT CONTROL PANEL ...................................................................
PEDESTAL FLIGHT CONTROLS .........................................................
ECAM FLIGHT CONTROLS PAGE ......................................................
ECAM WHEEL PAGE ..............................................................................
FLAPS & SLATS INDICATIONS ...........................................................
RUDDER REFERENCE MARK ..............................................................
CFDS - EFCS System/Report Test ...........................................................
CFDS - EFCS Test Menu ...........................................................................
CFDS - SFCC System/Report Test ...........................................................
CFDS - SFCC Test Menu ...........................................................................
COMPONENT LOCATION
Flight Deck Control & Indication .................................................................
Side Stick Components .................................................................................
Speed Brake & Throttle Components ...........................................................
LAF Components (A320) .............................................................................
Pressure Switches & Accelerometers ...........................................................
Rudder Pedal & Elevator Transducers .........................................................
Rudder Transducer .......................................................................................
Elevator Aileron Computer (ELAC) ............................................................
Spoiler Elevator Computer (SEC) ................................................................
Flight Control Concentrator (FCDC) ...........................................................
Aileron Servocontrols ...................................................................................
Rudder Mechanical Control .........................................................................
Rudder Trim Componenets ..........................................................................
Artificial Feel & Trim Unit ..........................................................................
Travel Limitation Unit ..................................................................................
Rudder Servocontrols ...................................................................................
Yaw Damper Servo-Actuator .......................................................................
Elevator Servocontrol ...................................................................................
Pitch Mechanical Control .............................................................................
Trimmable Horizontal Stabilizer Actuator ...................................................
Spoiler Servocontrol .....................................................................................
Slat/Flap Coammand Sensor Unit ................................................................
Slat Flap Control Computer ..........................................................................
Flap System Components .............................................................................
Flap Steady Bearings & Torque Shafts ........................................................
Flaps Power Control Unit (PCU) .................................................................
Flaps Feedback Position Pick-Off Unit (FPPU) ...........................................
Flap Actuator & Asymmetry Position Pick-Off Unit (APPU) .....................
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
90
91
92
93
94
95
96
97

SIDESTICKS ..............................................................................................
SIDE S STICK PRIORITY LIGHTS .......................................................
FLIGHT CONTROL PANEL ...................................................................
ECAM FLIGHT CONTROLS PAGE ......................................................
ECAM WHEEL PAGE ..............................................................................
FLAPS & SLATS INDICATIONS ............................................................
RUDDER REFERENCE MARK ..............................................................
CFDS - EFCS System/Report Test ............................................................
CFDS - EFCS Test Menu ...........................................................................
CFDS - SFCC System/Report Test ............................................................
CFDS - SFCC Test Menu ...........................................................................
COMPONENT LOCATION
Flight Deck Control & Indication .................................................................
Side Stick Components .................................................................................
Speed Brake & Throttle Components ...........................................................
LAF Components (A320) .............................................................................
Pressure Switches & Accelerometers ...........................................................
Rudder Pedal & Elevator Transducers ..........................................................
Rudder Transducer ........................................................................................
Elevator Aileron Computer (ELAC) .............................................................
Spoiler Elevator Computer (SEC) ................................................................
Flight Control Concentrator (FCDC) ............................................................
Aileron Servocontrols ...................................................................................
Rudder Mechanical Control ..........................................................................
Rudder Trim Componenets ...........................................................................
Artificial Feel & Trim Unit ...........................................................................
Travel Limitation Unit ..................................................................................
Rudder Servocontrols ...................................................................................
Yaw Damper Servo-Actuator .......................................................................
Elevator Servocontrol ...................................................................................
Pitch Mechanical Control .............................................................................
Trimmable Horizontal Stabilizer Actuator ...................................................
Spoiler Servocontrol .....................................................................................
Slat/Flap Coammand Sensor Unit ................................................................
Slat Flap Control Computer ..........................................................................
Flap System Components .............................................................................
Flap Steady Bearings & Torque Shafts .........................................................
Flaps Power Control Unit (PCU) ..................................................................
Flaps Feedback Position Pick-Off Unit (FPPU) ...........................................
Flap Actuator & Asymmetry Position Pick-Off Unit (APPU) .....................
27-ii
JUN 97
27-ii
51
52
53
54
55
56
58
59
60
61
63
64
65
51
52
53
54
55
56
58
59
60
61
63
64
65
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
90
91
92
93
94
95
96
97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
TABLE OF CONTENTS
FLIGHT CONTROLS
A319/A320
TABLE OF CONTENTS
COMPONENT LOCATION Cont.

Flap Wing Tip Brake ....................................................................................
Flap Interconnecting Strut ............................................................................
Flap & Flap Track Fairing ............................................................................
Flap Carriages ...............................................................................................
Slat System Components ..............................................................................
Slat Steady Bearings & Torque Shafts .........................................................
Slat Power Control Unit (PCU) ....................................................................
Slat Asymmetry Position Pick-Off Unit (APPU) .........................................
Slat Wing Tip Brake .....................................................................................
Slat Actuator - Typical ..................................................................................
Slat & Track Fairing .....................................................................................
98
99
100
101
102
103
104
105
106
107
108

Flap Wing Tip Brake .................................................................................... 98
Flap Interconnecting Strut ............................................................................. 99
Flap & Flap Track Fairing ............................................................................ 100
Flap Carriages ............................................................................................... 101
Slat System Components .............................................................................. 102
Slat Steady Bearings & Torque Shafts .......................................................... 103
Slat Power Control Unit (PCU) .................................................................... 104
Slat Asymmetry Position Pick-Off Unit (APPU) ......................................... 105
Slat Wing Tip Brake ..................................................................................... 106
Slat Actuator - Typical .................................................................................. 107
Slat & Track Fairing ..................................................................................... 108
JUN 97
27-iii
JUN 97
27-iii
UNITED AIRLINES
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A318/
FLIGHT CONTROLS
A319/A320 /A321
Flight Control Layout
Flight Control Layout

JUN 97
A319/A320
FLIGHT CONTROLS
27-1
JUN 97
27-1
UNITED AIRLINES
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A318/A319/A320
FLIGHT CONTROLS
/A321

FLIGHT CONTROL SYSTEM
General
The surfaces are made of composite materials except the slats which are made of
aluminum alloy. All the flight control surfaces are electrically controlled and
hydraulically operated. In addition, the
stabilizer and rudder can be mechanically
controlled by cables and hydraulically
actuated.
The pitch control is achieved by two elevators and the Trimmable Horizontal Stabilizer (THS). Elevators are used for short
term activity. The THS is used for long
term activity.
The roll control is achieved by one aileron
and spoilers number 2, 3, 4 and 5 on each
wing, numbered from wing root to wing
tip. The ailerons and spoilers work in conjunction with the rudder to ensure the
automatic roll/yaw coordination during
turns.
The yaw control is provided by the rudder.
If the turn is initiated from the rudder pedals, the roll spoilers and the ailerons
ensure the automatic roll/yaw turn coordination. The rudder is also used for dutch
roll damping.
The speed brake function is achieved by
spoilers number 2,3,4. The speed brake
function is activated to increase the drag.
Roll orders and speed brake orders are
added with priority given to the roll function.
27-2
FLIGHT CONTROLS
A319/A320

The ground spoiler function is achieved by
all the spoiler surfaces. The ground spoiler
function is activated to destroy the lift at
touch-down and roll-out phases or aborted
take-off.
The high lift function is achieved by the
slats, the flaps and the ailerons. There are
two flaps and five slats on each wing,
numbered from wing root to wing tip. The
slats, in conjunction with the flaps and
drooped ailerons ensure lift augmentation
for take-off, approach and landing.
The ailerons are deflected downwards
when the flaps are extended to follow the
contour of the wing. The aileron droop
function increases the lift on the part of the
wing which is not equipped with flaps.
The load alleviation function is achieved
by the ailerons and spoilers 4 and 5. The
ailerons and spoilers 4 and 5 are deflected
upwards when the difference between the
aircraft load factor and the pilot demanded
load factor exceeds 0.3g.
JUN 97
FLIGHT CONTROL SYSTEM

General
The surfaces are made of composite materials except the slats which are made of
aluminum alloy. All the flight control surfaces are electrically controlled and
hydraulically operated. In addition, the
stabilizer and rudder can be mechanically
controlled by cables and hydraulically
actuated.
The pitch control is achieved by two elevators and the Trimmable Horizontal Stabilizer (THS). Elevators are used for short
term activity. The THS is used for long
term activity.
The roll control is achieved by one aileron
and spoilers number 2, 3, 4 and 5 on each
wing, numbered from wing root to wing
tip. The ailerons and spoilers work in conjunction with the rudder to ensure the
automatic roll/yaw coordination during
turns.
The yaw control is provided by the rudder.
If the turn is initiated from the rudder pedals, the roll spoilers and the ailerons
ensure the automatic roll/yaw turn coordination. The rudder is also used for dutch
roll damping.
The speed brake function is achieved by
spoilers number 2,3,4. The speed brake
function is activated to increase the drag.
Roll orders and speed brake orders are
added with priority given to the roll function.
27-2
The ground spoiler function is achieved by

all the spoiler surfaces. The ground spoiler
function is activated to destroy the lift at
touch-down and roll-out phases or aborted
take-off.
The high lift function is achieved by the
slats, the flaps and the ailerons. There are
two flaps and five slats on each wing,
numbered from wing root to wing tip. The
slats, in conjunction with the flaps and
drooped ailerons ensure lift augmentation
for take-off, approach and landing.
The ailerons are deflected downwards
when the flaps are extended to follow the
contour of the wing. The aileron droop
function increases the lift on the part of the
wing which is not equipped with flaps.
The load alleviation function is achieved
by the ailerons and spoilers4 and 5. The
ailerons and spoilers 4 and 5 are deflected
upwards when the difference between the
aircraft load factor and the pilot demanded
load factor exceeds 0.3g.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
Flight Controls
Flight Controls
JUN 97
A319/A320
FLIGHT CONTROLS
27-3
JUN 97
27-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321

Electronic Flight Control System
The A320 incorporates a fly-by-wire
flight control system. The flight control
system consists of two sidesticks, two
autopilots, two Elevator Aileron Computers (ELACs), three Spoiler Elevator
Computers (SECs), two Flight Augmentation Computers (FACs), two Flight
Control Data Concentrators (FCDCs),
two Slat Flap Control Computers and vertical accelerometers.
Normally, ELAC 2 commands the operation of the elevators and horizontal stabilizer, ELAC 1 commands the operation of
the ailerons, SECs 1,2, and 3 command
spoiler operation. The FACs have three
main functions:
- rudder and yaw damping inputs,
- flight envelope and speed computations,
- windshear protection.
When both FACs are operational, FAC 1
is primary, and FAC 2 is standby. The Slat
Flap Control Computers (SFCCs) are used
to control the slats and flaps.
The ELACs and SECs are both able to
achieve the roll and pitch control of the
aircraft. These two types of computer differ by their internal architecture, hardware, type of microprocessor and
software. For each computer type, the
control and monitoring software are different.
The flight control computers process sidestick and autopilot inputs according to
flight control laws. In addition, two flight
control data concentrators (FCDCs)
receive information from the ELACs and
SECs. This data is supplied to the Electronic Instrument System (EIS) and Centralized Fault Display System (CFDS).
The primary flight controls are supplemented by secondary flight controls. They
include hydraulically-powered spoilers,
27-4
FLIGHT CONTROLS
A319/A320

an electro-hydraulic or hydro-mechanically operated horizontal stabilizer, and
hydraulically-powered trailing edge flaps
and leading edge slats.
The flight controls computers use data
from following components:
- 2 side stick controllers used for pitch and
roll manual control (ELAC and SEC),
- 1 speedbrake control transducer unit
used for SPD-BRK function and GNDSPLR function preselection (SEC),
- 1 transducer for yaw damper jacks
position monitoring by the FAC,
- 1 transducer rudder position detection
for surface position indication on ECAM
CRT,
- 2 transducers for rudder pedal position
indication to deliver this information to
ELACs,
- 2 transducers for elevator control,
- 4 accelerometers are used for pitch
control laws computation and also for
load alleviation function (LAF)
controlled by the ELACs and SECs,
- 6 pressure switches used by the ELACs
and SECs for monitoring the pressure in
the three hydraulic systems,
- 7 pressure transducers,
- 4 pressure transducers are used for LAF
function,
- 3 pressure transducers are needed by the
ELACs for monitoring of the hydraulic
system pressure,
- 2 throttle control units which transmit
signals to the FADECs for engine
control and to the SECs for ground
spoiler function.
JUN 97
Electronic Flight Control System

The A320 incorporates a fly-by-wire
flight control system. The flight control
system consists of two sidesticks, two
autopilots, two Elevator Aileron Computers (ELACs), three Spoiler Elevator
Computers (SECs), two Flight Augmentation Computers (FACs), two Flight
Control Data Concentrators (FCDCs),
two Slat Flap Control Computers and vertical accelerometers.
Normally, ELAC 2 commands the operation of the elevators and horizontal stabilizer, ELAC 1 commands the operation of
the ailerons, SECs 1,2, and 3 command
spoiler operation. The FACs have three
main functions:
- rudder and yaw damping inputs,
- flight envelope and speed computations,
- windshear protection.
When both FACs are operational, FAC 1
is primary, and FAC 2 is standby. The Slat
Flap Control Computers (SFCCs) are used
to control the slats and flaps.
The ELACs and SECs are both able to
achieve the roll and pitch control of the
aircraft. These two types of computer differ by their internal architecture, hardware, type of microprocessor and
software. For each computer type, the
control and monitoring software are different.
The flight control computers process sidestick and autopilot inputs according to
flight control laws. In addition, two flight
control data concentrators (FCDCs)
receive information from the ELACs and
SECs. This data is supplied to the Electronic Instrument System (EIS) and Centralized Fault Display System (CFDS).
The primary flight controls are supplemented by secondary flight controls. They
include hydraulically-powered spoilers,
27-4
an electro-hydraulic or hydro-mechanically operated horizontal stabilizer, and

hydraulically-powered trailing edge flaps
and leading edge slats.
The flight controls computers use data
from following components:
- 2 side stick controllers used for pitch and
roll manual control (ELAC and SEC),
- 1 speedbrake control transducer unit
used for SPD-BRK function and GNDSPLR function preselection (SEC),
- 1 transducer for yaw damper jacks
position monitoring by the FAC,
- 1 transducer rudder position detection
for surface position indication on ECAM
CRT,
- 2 transducers for rudder pedal position
indication to deliver this information to
ELACs,
- 2 transducers for elevator control,
- 4 accelerometers are used for pitch
control laws computation and also for
load alleviation function (LAF)
controlled by the ELACs and SECs,
- 6 pressure switches used by the ELACs
and SECs for monitoring the pressure in
the three hydraulic systems,
- 7 pressure transducers,
- 4 pressure transducers are used for LAF
function,
- 3 pressure transducers are needed by the
ELACs for monitoring of the hydraulic
system pressure,
- 2 throttle control units which transmit
signals to the FADECs for engine
control and to the SECs for ground
spoiler function.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
FLIGHT CONTROLS
SPEED BRAKES
SPEED BRAKES
SPEED BRAKES
LOAD ALLEVIATION
1
G
ELAC 1
1
3
2
Y
2
3
3
B
ELAC 1
4
Y
5
G
L AIL
ROLL
R AIL
LOAD ALLEVIATION
ROLL
ROLL
SEC
LOAD ALLEVIATION
LOAD ALLEVIATION
ROLL
ELAC
SFCC 1
SFCC 2
SFCC 2
SFCC 1
SEC
SEC
SLATS
SEC 1
1
1
FAC 1
Y
G
FLAPS
R ELEV
L ELEV
MECHANICAL
CONTROL
ELAC
ELAC 1
SEC
SEC 1
FAC 1
ELAC
SEC
TRAVEL LIMIT MOTORS
RUDDER
Y
RUDDER TRIM
MOTORS
FAC 1
FAC 2
MECHANICAL
CONTROL
FAC 1
FAC 2
Arrows indicate the control reconfiguration priorities

G
Indicates the hydraulic power source for each servo control

Motor
Motor
Flight Controls System Schematic
Flight Controls System Schematic
ELECTRICAL TRIM MOTORS
FAC 2
Indicates the hydraulic power source for each servo control
JUN 97
FAC 1
RUDDER
Arrows indicate the control reconfiguration priorities

B
RUDDER TRIM
MOTORS
R ELEV
Y
MECHANICAL
CONTROL
FAC 2
ELAC
SEC
SFCC 1
TRAVEL LIMIT MOTORS
SFCC 2
FAC 1
SFCC 2
ELECTRICAL TRIM MOTORS
SFCC 1
MECHANICAL
CONTROL
HORIZONTAL STABILIZER
HYDRAULIC MOTORS
ELAC 1
L ELEV
HORIZONTAL STABILIZER
HYDRAULIC MOTORS
R AIL
SLATS
FLAPS
SPEED BRAKES
GROUND SPOILERS
GROUND SPOILERS
GROUND SPOILERS
GROUND SPOILERS
L AIL
A319/A320
FLIGHT CONTROLS
27-5
JUN 97
27-5
UNITED AIRLINES
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FLIGHT CONTROLS
/A321

Sidesticks
Sidesticks, located on the Captain's and
First Officer's lateral consoles, provide
electrical signals to the flight control computers for pitch and roll control. The two
sidesticks operate independently of each
other and do not move with autopilot or
opposite sidestick inputs. They have artificial feel, and are spring-loaded to neutral.
If both sidesticks are operated, both inputs
are algebraically added; however, the
addition is limited to single sidestick maximum deflection. A priority switch is
located on each sidestick. When
depressed, it enables the pilot to deactivate the other sidestick.
Electrical Power Supply
The ELAC 1 and SEC 1 are each supplied
from a DC essential busbar (4PP for the
ELAC 1 and SEC 1), the battery 1 taking
over instantaneously through a dedicated
diode device (Power Supply Uncoupling
Unit) when the voltage level drops below
the battery output voltage. A relay ensures
the battery supply line breaking on the
ground 30s after the second engine shut
down.

The ELAC 2, and the THS motor 1 are
normally supplied from the DC normal
busbar 2PP.
In case of loss of this busbar (particularly
after the loss of both main generation
channels, or after a double main TRU failure), these supplies are automatically
switched over to the battery 2 by means of
two relays, for a fixed period of 30s.
The SEC 2, the SEC 3, the THS electrical
motor 3, and FCDC 2 are supplied from
the DC normal busbar 2PP.
The THS electrical motor 2 is supplied
from the DC essential busbar 4FF. The
FCDC 1 is supplied from the DC essential
busbar 8FF.
Sidesticks
Sidesticks, located on the Captain's and
First Officer's lateral consoles, provide
electrical signals to the flight control computers for pitch and roll control. The two
sidesticks operate independently of each
other and do not move with autopilot or
opposite sidestick inputs. They have artificial feel, and are spring-loaded to neutral.
If both sidesticks are operated, both inputs
are algebraically added; however, the
addition is limited to single sidestick maximum deflection. A priority switch is
located on each sidestick. When
depressed, it enables the pilot to deactivate the other sidestick.
Electrical Power Supply
The ELAC 1 and SEC 1 are each supplied
from a DC essential busbar (4PP for the
ELAC 1 and SEC 1), the battery 1 taking
over instantaneously through a dedicated
diode device (Power Supply Uncoupling
Unit) when the voltage level drops below
the battery output voltage. A relay ensures
the battery supply line breaking on the
ground 30s after the second engine shut
down.
The ELAC 2, and the THS motor 1 are

normally supplied from the DC normal
busbar 2PP.
In case of loss of this busbar (particularly
after the loss of both main generation
channels, or after a double main TRU failure), these supplies are automatically
switched over to the battery 2 by means of
two relays, for a fixed period of 30s.
The SEC 2, the SEC 3, the THS electrical
motor3 , and FCDC 2 are supplied from
the DC normal busbar 2PP.
The THS electrical motor 2 is supplied
from the DC essential busbar 4FF. The
FCDC 1 is supplied from the DC essential
busbar 8FF.
Sidestick Controller
Sidestick Controller
27-6
A319/A320
FLIGHT CONTROLS
JUN 97
27-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
Electrical Power Supply (EFCS)
Electrical Power Supply (EFCS)

JUN 97
A319/A320
FLIGHT CONTROLS
27-7
JUN 97
27-7
UNITED AIRLINES
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FLIGHT CONTROLS
/A321
Electrical Power Supply (General)
Electrical Power Supply (General)
27-8
A319/A320
FLIGHT CONTROLS
JUN 97
27-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
A319/A320
FLIGHT CONTROLS
EFCS Maintenance
The EFCS maintenance system is built
around two Flight Control Data Concentrators (FCDCs). The FCDCs collect the
failures detected by the ELACs and
SECs. The FCDCs also allow periodic
flight control tests to be performed.
EFCS Maintenance
The EFCS maintenance system is built
around two Flight Control Data Concentrators (FCDCs). The FCDCs collect the
failures detected by the ELACs and
SECs. The FCDCs also allow periodic
flight control tests to be performed.
EFCS Maintenance System
EFCS Maintenance System

JUN 97
27-9
JUN 97
27-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321

Hydraulic Power Supply
The flight controls are powered by the
three independent hydraulic systems for
redundancy. In the event of two hydraulic
system failures, the remaining system can
operate the aircraft within an acceptable
range of the flight envelope.
Priority valves are installed upstream of
the following components in order to
avoid supply pressure of the main flight
control components dropping below
approximately 130 bars (1885 psi) when
various hydraulic users are operated
simultaneously:
- Blue system: slat power control unit
(PCU) motor
- Green system: flap and slat PCU motors
- Yellow system: flap PCU motor.
27-10
FLIGHT CONTROLS
A319/A320

Ground maintenance isolation valve
blocks are installed in the flight controls
hydraulic supply lines to allow measurement of internal leakage of the components installed downstream of these valves
and valve jamming detection tests.
To preserve the Green system in case of an
uncontained engine failure, a safety valve
is installed upstream of the nose gear cylinder.
JUN 97
Hydraulic Power Supply

The flight controls are powered by the
three independent hydraulic systems for
redundancy. In the event of two hydraulic
system failures, the remaining system can
operate the aircraft within an acceptable
range of the flight envelope.
Priority valves are installed upstream of
the following components in order to
avoid supply pressure of the main flight
control components dropping below
approximately 130 bars (1885 psi) when
various hydraulic users are operated
simultaneously:
- Blue system: slat power control unit
(PCU) motor
- Green system: flap and slat PCU motors
- Yellow system: flap PCU motor.
27-10
Ground maintenance isolation valve

blocks are installed in the flight controls
hydraulic supply lines to allow measurement of internal leakage of the components installed downstream of these valves
and valve jamming detection tests.
To preserve the Green system in case of an
uncontained engine failure, a safety valve
is installed upstream of the nose gear cylinder.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
Flight Control Hydraulic Power Supply
Flight Control Hydraulic Power Supply

JUN 97
A319/A320
FLIGHT CONTROLS
27-11
JUN 97
27-11
UNITED AIRLINES
UNITED AIRLINES
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FLIGHT CONTROLS
/A321

FLIGHT CONTROLS NORMAL
LAW
The flight control normal law provides 3axis control and the following flight envelope protections:
- Load factor limitation
- Pitch attitude protection
- High angle of attack protection
- High speed protection
- Bank angle protection
Ground Mode
The ground mode is active only on the
ground and operates similar to a conventional airplane.
The ground mode provides a direct relationship between sidestick deflection and
elevator deflection. Pitch trim is set manually, and automatic pitch trim is not provided until airborne. During the takeoff
roll, maximum elevator deflection is
reduced at 70 knots. Once airborne, the
flight mode is progressively blended in.
The sidestick commands the ailerons and
spoiler panels 2 through 5 by direct law.
There is a direct relationship between
sidestick deflection and the corresponding
aileron and spoiler deflection. The rudder
is controlled by the pedals via mechanical
linkage.
Flight Mode
The flight mode is active from liftoff until
the flare mode engages during landing at
50 feet radio altitude. The normal flight
mode is a load factor demand law with
automatic trim and full flight envelope
protection that maintains a 1 G load and
0 roll rate when the sidestick is neutral.
When using the sidesticks, the elevator
and stabilizer trim achieve a load factor
proportional to stick deflection. Pitch trim
is automatic with or without the autopilot
engaged.
27-12
FLIGHT CONTROLS
A319/A320

Automatic pitch trim is inhibited under the
following conditions:
- Radio altitude is below 50 feet (100 feet
with autopilot engaged)
- Load factor is less than .5G
- High speed/Mach protection is active
- 33 (of bank is exceeded
- When angle of attack protection is active
(nose-up trim inhibited)
- Load factor greater than 1.25G (nose-up
trim inhibited)
- Using manual trim (inhibited until the
handle is released)
The load factor is automatically limited to:
- Flaps retracted: +2.5G to -1.0G
- Flaps extended: +2.0G to 0.0G
The airplane's pitch attitude is limited as
follows:
- 30 ( nose up with Flaps 0 to 3
(progressively reduced to 25at low
speed)
- 25 nose up with Flaps Full
(progressively reduced to 20 at low
speed)
- 15 nose down.
The flight director bars are removed when
pitch exceeds 25up or 13 down.
The alpha protection provided by normal
law comprises three angle of attack functions. They are: alpha protection ( prot),
alpha floor ( floor), and alpha maximum
( max). The associated V speeds, V
prot, V floor and V max, vary with airplane weight and configuration.
JUN 97
FLIGHT CONTROLS NORMAL

LAW
The flight control normal law provides 3axis control and the following flight envelope protections:
- Load factor limitation
- Pitch attitude protection
- High angle of attack protection
- High speed protection
- Bank angle protection
Ground Mode
The ground mode is active only on the
ground and operates similar to a conventional airplane.
The ground mode provides a direct relationship between sidestick deflection and
elevator deflection. Pitch trim is set manually, and automatic pitch trim is not provided until airborne. During the takeoff
roll, maximum elevator deflection is
reduced at 70 knots. Once airborne, the
flight mode is progressively blended in.
The sidestick commands the ailerons and
spoiler panels 2 through 5 by direct law.
There is a direct relationship between
sidestick deflection and the corresponding
aileron and spoiler deflection. The rudder
is controlled by the pedals via mechanical
linkage.
Flight Mode
The flight mode is active from liftoff until
the flare mode engages during landing at
50 feet radio altitude. The normal flight
mode is a load factor demand law with
automatic trim and full flight envelope
protection that maintains a 1 G load and
0 roll rate when the sidestick is neutral.
When using the sidesticks, the elevator
and stabilizer trim achieve a load factor
proportional to stick deflection. Pitch trim
is automatic with or without the autopilot
engaged.
27-12
Automatic pitch trim is inhibited under the

- Radio altitude is below 50 feet (100 feet
with autopilot engaged)
- Load factor is less than .5G
- High speed/Mach protection is active
- 33 (of bank is exceeded
- When angle of attack protection is active
(nose-up trim inhibited)
- Load factor greater than 1.25G (nose-up
trim inhibited)
- Using manual trim (inhibited until the
handle is released)
The load factor is automatically limited to:
- Flaps retracted: +2.5G to -1.0G
- Flaps extended: +2.0G to 0.0G
The airplane's pitch attitude is limited as
follows:
- 30 ( nose up with Flaps 0 to 3
(progressively reduced to 25at low
speed)
- 25 nose up with Flaps Full
(progressively reduced to 20 at low
speed)
- 15 nose down.
The flight director bars are removed when
pitch exceeds 25up or 13 down.
The alpha protection provided by normal
law comprises three angle of attack functions. They are: alpha protection ( prot),
alpha floor ( floor), and alpha maximum
( max). The associated V speeds, V
prot, V floor and V max, vary with airplane weight and configuration.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321

In pitch normal law, the elevator control
changes from the normal mode to a protection mode when the angle of attack is
greater than prot. When this occurs, the
autopilot disconnects, the speed brakes
retract, and the angle of attack is proportional to sidestick deflection. In the prot
range, from prot to max, the sidestick
demands angle of attack directly; however, max cannot be exceeded even if
the sidestick is pulled and held fully back
against the mechanical stop. If the sidestick is released, the angle of attacks
returns to and maintains prot.
Note: This function, which provides
protection against stall and windshear,
has priority over all other protections.

On takeoff, prot is equal to max for 5
seconds. If angle of attack protection is
active, the sidestick must be pushed forward to return to the normal mode.
The floor function, which occurs at a
predetermined angle of attack between
prot and max, engages the autothrottle
system. TO/GA thrust is provided regardless of throttle position. The floor function is not available in the landing
configuration below 100 feet radio altitude.
NOTE: Alpha Floor protection is only
available in Normal Law. If an autothrottle disconnect switch is pushed and
held for more than 15 seconds, the autothrottle system is disconnected for the
remainder. Of the flight, including the
alpha floor protection. The autothrottle
system can be regained only during the
next FMGC power-up.
In pitch normal law, the elevator control

changes from the normal mode to a protection mode when the angle of attack is
greater than prot. When this occurs, the
autopilot disconnects, the speed brakes
retract, and the angle of attack is proportional to sidestick deflection. In the prot
range, from prot to max, the sidestick
demands angle of attack directly; however, max cannot be exceeded even if
the sidestick is pulled and held fully back
against the mechanical stop. If the sidestick is released, the angle of attacks
returns to and maintains prot.
Note: This function, which provides
protection against stall and windshear,
has priority over all other protections.
Alpha Protection Graphic

JUN 97
A319/A320
FLIGHT CONTROLS
On takeoff, prot is equal to max for 5

seconds. If angle of attack protection is
active, the sidestick must be pushed forward to return to the normal mode.
The floor function, which occurs at a
predetermined angle of attack between
prot and max, engages the autothrottle
system. TO/GA thrust is provided regardless of throttle position. The floor function is not available in the landing
configuration below 100 feet radio altitude.
NOTE: Alpha Floor protection is only
available in Normal Law. If an autothrottle disconnect switch is pushed and
held for more than 15 seconds, the autothrottle system is disconnected for the
remainder. Of the flight, including the
alpha floor protection. The autothrottle
system can be regained only during the
next FMGC power-up.
Alpha Protection Graphic

27-13
JUN 97
27-13
UNITED AIRLINES
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FLIGHT CONTROLS
/A321

A Low Energy Warning is triggered during deceleration before alpha floor is
reached. The delay between the two warnings depends on deceleration rate.)
SPEED, SPEED, SPEED is repeated
every 5 seconds to indicate that the airplane energy is lower than a threshold
under which to recover a positive flight
path angle through pitch control, thrust
must be increased. The Low Energy
Warning is computed by the FACs, based
on airplane configuration (flaps 2, 3, and
full), airspeed deceleration rate, and flight
path angle.
The Low Energy Warning is inhibited:
- When TO/GA is selected
- Below 100 feet RA and above 2000 feet
RA
- When alpha floor or a GPWS alert is
triggered
- In alternate or direct law
- If both RAs are failed
- Flaps 1 or UP
To prevent overspeed, a positive load factor is imposed when airspeed exceeds
VMO + 6 knots or MMO + M.01. When
activated, a pitch up demand is introduced, and the autopilot disconnects.
When the protection is active, pilot sidestick authority is reduced, and cannot overpower the automatic pitch up.
If the sidestick is held to the forward stop,
the airspeed may increase to as much as
VMO + 30 knots or MMO + M.07, but
will stabilize between VMO and VMO +
16 knots or MMO + M.04. When the sidestick is released, the airspeed returns to
VMO and the protection is deactivated.
The normal roll law combines the ailerons, spoilers 2 through 5, and the rudder
(for turn coordination) to achieve control
and limitation of the roll rate, bank angle
protection, turn coordination, and dutch
27-14
FLIGHT CONTROLS
A319/A320

roll damping. The roll rate is proportional
to sidestick deflection, and is limited to a
maximum of 15 second.
If the sidestick is released to neutral with a
bank angle greater than 33, the bank
angle decreases automatically to 33.
Above 33, the auto trim is inoperative.
If high angle of attack protection is active,
the bank angle is limited to 45. If high
speed protection is active, the bank angle
is limited to 45 and a 0 bank angle is
commanded with the sidestick neutral.
Up to 33 of bank, the roll attitude is held
constant with the sidestick at neutral. If
full stick deflection is held, the bank angle
is limited to 67 clean and 60 with flaps
extended. In level flight, the bank limit of
67 equates to a 2.5G turn, and the bank
limit of 60 equates to a 2.0G turn.
If the bank angle exceeds 45, the autopilot automatically disconnects and the
flight director bars disappear.
The normal yaw law uses the rudder for
turn coordination and yaw damping.
The load alleviation function (LAF)
relieves wing structural loads in turbulent
conditions. The ELACs and SECs monitor the airplane's load factor and pilotdemanded load factor to determine LAF
activation. When activated, the ailerons
and spoilers 4 and 5 on each wing are
deflected symmetrically upward. Pilot
control authority is not changed during
this function. In order to assist in the
hydraulic demands required to achieve
rapid control surface movement, dedicated
LAF hydraulic accumulators are incorporated in the green and yellow hydraulic
systems.
JUN 97
A Low Energy Warning is triggered during deceleration before alpha floor is

reached. The delay between the two warnings depends on deceleration rate.)
SPEED, SPEED, SPEED is repeated
every 5 seconds to indicate that the airplane energy is lower than a threshold
under which to recover a positive flight
path angle through pitch control, thrust
must be increased. The Low Energy
Warning is computed by the FACs, based
on airplane configuration (flaps 2, 3, and
full), airspeed deceleration rate, and flight
path angle.
The Low Energy Warning is inhibited:
- When TO/GA is selected
- Below 100 feet RA and above 2000 feet
RA
- When alpha floor or a GPWS alert is
triggered
- In alternate or direct law
- If both RAs are failed
- Flaps 1 or UP
To prevent overspeed, a positive load factor is imposed when airspeed exceeds
VMO + 6 knots or MMO + M.01. When
activated, a pitch up demand is introduced, and the autopilot disconnects.
When the protection is active, pilot sidestick authority is reduced, and cannot overpower the automatic pitch up.
If the sidestick is held to the forward stop,
the airspeed may increase to as much as
VMO + 30 knots or MMO + M.07, but
will stabilize between VMO and VMO +
16 knots or MMO + M.04. When the sidestick is released, the airspeed returns to
VMO and the protection is deactivated.
The normal roll law combines the ailerons, spoilers 2 through 5, and the rudder
(for turn coordination) to achieve control
and limitation of the roll rate, bank angle
protection, turn coordination, and dutch
27-14
roll damping. The roll rate is proportional

to sidestick deflection, and is limited to a
maximum of 15 second.
If the sidestick is released to neutral with a
bank angle greater than 33, the bank
angle decreases automatically to 33.
Above 33, the auto trim is inoperative.
If high angle of attack protection is active,
the bank angle is limited to 45. If high
speed protection is active, the bank angle
is limited to 45 and a 0 bank angle is
commanded with the sidestick neutral.
Up to 33 of bank, the roll attitude is held
constant with the sidestick at neutral. If
full stick deflection is held, the bank angle
is limited to 67 clean and 60 with flaps
extended. In level flight, the bank limit of
67 equates to a 2.5G turn, and the bank
limit of 60 equates to a 2.0G turn.
If the bank angle exceeds 45, the autopilot automatically disconnects and the
flight director bars disappear.
The normal yaw law uses the rudder for
turn coordination and yaw damping.
The load alleviation function (LAF)
relieves wing structural loads in turbulent
conditions. The ELACs and SECs monitor the airplane's load factor and pilotdemanded load factor to determine LAF
activation. When activated, the ailerons
and spoilers 4 and 5 on each wing are
deflected symmetrically upward. Pilot
control authority is not changed during
this function. In order to assist in the
hydraulic demands required to achieve
rapid control surface movement, dedicated
LAF hydraulic accumulators are incorporated in the green and yellow hydraulic
systems.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321

The LAF is inhibited under the following
conditions:
- flaps lever not in the 0,' position
- Airspeed below 200 KIAS or above
VMO + 10 knots
- Slats/flaps wing tip brakes engaged
- Pitch alternate law without stability
protection
- Pitch direct law
Flare Mode.
The flight mode changes to the flare mode
during landing at 50 feet radio altitude,
and conventional airplane feel is provided.
At 50 feet, the airplane's attitude becomes
the initial reference for pitch control. At
30 feet, the pitch is automatically reduced,
and positive pilot input is required in order
to flare.
FLIGHT CONTROLS DEGRADED
LAWS
If a multiple system failure occurs the
flight controls may revert to a degraded
law. There are many different combinations of degraded flight control laws,
depending on the types of failures. They
include:
- Pitch ALTERNATE + Roll DIRECT +
Yaw ALTERNATE
Yaw MECHANICAL
- Pitch DIRECT + Roll DIRECT + Yaw
MECHANICAL
ALTERNATE
- Pitch BACK-UP +Yaw MECHANICAL
There is no roll alternate law. When pitch
law degrades from normal law, roll always
degrades to direct law. Also pitch alternate
law degrades to pitch direct law when the
landing gear is extended if the autopilots
are not engaged. This provides the pilot
with a more conventional feel for the flare
JUN 97
FLIGHT CONTROLS
A319/A320

and landing, since there is not a flare mode
when pitch normal law is degraded.
Alternate Law
The first level of flight control law degradation is pitch alternate law, yaw alternate
law, and roll direct law. The autopilot may
be available, depending on the specific
failures. The ECAM F/CTL ALTN LAW
(PROT LOST) message is displayed.
The ground mode is identical to normal
law. The flight mode is a load factor
demand law similar to the normal law
flight mode; however, with reduced protections.
The alternate pitch law is much like the
normal pitch law; however, all protections
except for load factor maneuvering protection are lost. In alternate law, VMO is
reduced to 320 KIAS. MMO does not
change.
A low speed stability function replaces the
normal angle of attack protection, and is
activated approximately 5 to 10 knots
above the stall warning. With low speed
stability, a gentle nose-down command is
initiated which attempts to keep the speed
from slowing further. This command can
be overridden by the sidestick. The airplane can be stalled in alternate law. An
audio stall warning consisting of crickets
and a stall aural message is also activated.
In alternate law, the PFD airspeed scale is
modified. While the V indication
remains displayed, V prot and V max
are removed. They are replaced by a red
and black barber pole. The top of the pole
indicates the stall warning speed (Vsw).
27-15
The LAF is inhibited under the following

conditions:
- flaps lever not in the 0,' position
- Airspeed below 200 KIAS or above
VMO + 10 knots
- Slats/flaps wing tip brakes engaged
- Pitch alternate law without stability
protection
- Pitch direct law
Flare Mode.
The flight mode changes to the flare mode
during landing at 50 feet radio altitude,
and conventional airplane feel is provided.
At 50 feet, the airplane's attitude becomes
the initial reference for pitch control. At
30 feet, the pitch is automatically reduced,
and positive pilot input is required in order
to flare.
FLIGHT CONTROLS DEGRADED
LAWS
If a multiple system failure occurs the
flight controls may revert to a degraded
law. There are many different combinations of degraded flight control laws,
depending on the types of failures. They
include:
Yaw ALTERNATE
Yaw MECHANICAL
MECHANICAL
ALTERNATE
- Pitch BACK-UP +Yaw MECHANICAL
There is no roll alternate law. When pitch
law degrades from normal law, roll always
degrades to direct law. Also pitch alternate
law degrades to pitch direct law when the
landing gear is extended if the autopilots
are not engaged. This provides the pilot
with a more conventional feel for the flare
JUN 97
and landing, since there is not a flare mode

when pitch normal law is degraded.
Alternate Law
The first level of flight control law degradation is pitch alternate law, yaw alternate
law, and roll direct law. The autopilot may
be available, depending on the specific
failures. The ECAM F/CTL ALTN LAW
(PROT LOST) message is displayed.
The ground mode is identical to normal
law. The flight mode is a load factor
demand law similar to the normal law
flight mode; however, with reduced protections.
The alternate pitch law is much like the
normal pitch law; however, all protections
except for load factor maneuvering protection are lost. In alternate law, VMO is
reduced to 320 KIAS. MMO does not
change.
A low speed stability function replaces the
normal angle of attack protection, and is
activated approximately 5 to 10 knots
above the stall warning. With low speed
stability, a gentle nose-down command is
initiated which attempts to keep the speed
from slowing further. This command can
be overridden by the sidestick. The airplane can be stalled in alternate law. An
audio stall warning consisting of crickets
and a stall aural message is also activated.
In alternate law, the PFD airspeed scale is
modified. While the V indication
remains displayed, V prot and V max
are removed. They are replaced by a red
and black barber pole. The top of the pole
indicates the stall warning speed (Vsw).
27-15
UNITED AIRLINES
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A318/A319/A320
FLIGHT CONTROLS
/A321

When flying in alternate law, a nose-up
command is initiated any time the airplane
exceeds VMO/MMO to attempt to keep
the speed from increasing further. This
command can be overridden by the sidestick. There is no flare mode in alternate
law. Alternate law reverts to direct law
when the landing gear is selected down
and neither autopilot is engaged. There is
no roll alternate law. Roll automatically
degrades to roll direct law. Yaw alternate
law provides yaw damping only. Turn
coordination is lost.
Alternate Law Without Speed Stability
With specific failures, the airplane reverts
to alternate law without speed stability.
When this occurs, the control laws are
identical to alternate law; however, the
low and high speed stability functions are
lost. Only the load factor protection is provided. In addition, yaw damping is lost if
the fault is a triple ADR failure.
Direct Law
Direct law occurs with specific multiple
failures. If the flight controls degrade to
alternate law for any reason, direct law
automatically becomes active upon gear
extension when no autopilots are engaged.
If an autopilot is engaged, the airplane
will remain in alternate law until autopilot
disconnection. There are no protections
provided in direct law; however, overspeed and stall aural warnings are furnished. The PFD airspeed scale remains
the same as in alternate law.
The pitch direct law is a direct sidestick to
elevator relationship. An amber USE
MAN PITCH TRIM message appears on
the PFD.
The roll direct law is a direct sidestick to
surface position relationship. Yaw is
mechanically controlled via the rudder
pedals.
27-16
FLIGHT CONTROLS
A319/A320

Abnormal Attitude Law
The abnormal attitude law activates if the
airplane enters an extreme attitude. The
law provides the pilot with increased
authority to recover to a normal attitude
while imposing only limited restrictions
on the airplane systems. The abnormal law
activates when any one of the following
parameters is exceeded:
- Pitch attitude greater than 50 nose-up or
30 nose-down
- Angle of attack greater than 30 or less
than 10
- Airspeed greater than 440 knots or less
than 60 knots (Mach greater than .9 or
less than .1)
- Bank angle greater than 125
When the abnormal attitude law is activated, the following laws are incurred
until the airplane returns to within normal
limits:
- Pitch alternate without speed stability
- Roll direct
- Yaw alternate without yaw damping
When the airplane returns to normal limits, the following laws are active for the
remainder of the flight:
- Pitch alternate
- Roll direct
- Yaw alternate.
NOTE: When the airplane returns to
normal limits and pitch alternate law
becomes active, it will remain in alternate law until landing. In this case there
is a 'flare mode available to land the airplane.
JUN 97
When flying in alternate law, a nose-up

command is initiated any time the airplane
exceeds VMO/MMO to attempt to keep
the speed from increasing further. This
command can be overridden by the sidestick. There is no flare mode in alternate
law. Alternate law reverts to direct law
when the landing gear is selected down
and neither autopilot is engaged. There is
no roll alternate law. Roll automatically
degrades to roll direct law. Yaw alternate
law provides yaw damping only. Turn
coordination is lost.
Alternate Law Without Speed Stability
With specific failures, the airplane reverts
to alternate law without speed stability.
When this occurs, the control laws are
identical to alternate law; however, the
low and high speed stability functions are
lost. Only the load factor protection is provided. In addition, yaw damping is lost if
the fault is a triple ADR failure.
Direct Law
Direct law occurs with specific multiple
failures. If the flight controls degrade to
alternate law for any reason, direct law
automatically becomes active upon gear
extension when no autopilots are engaged.
If an autopilot is engaged, the airplane
will remain in alternate law until autopilot
disconnection. There are no protections
provided in direct law; however, overspeed and stall aural warnings are furnished. The PFD airspeed scale remains
the same as in alternate law.
The pitch direct law is a direct sidestick to
elevator relationship. An amber USE
MAN PITCH TRIM message appears on
the PFD.
The roll direct law is a direct sidestick to
surface position relationship. Yaw is
mechanically controlled via the rudder
pedals.
27-16
Abnormal Attitude Law

The abnormal attitude law activates if the
airplane enters an extreme attitude. The
law provides the pilot with increased
authority to recover to a normal attitude
while imposing only limited restrictions
on the airplane systems. The abnormal law
activates when any one of the following
parameters is exceeded:
- Pitch attitude greater than 50 nose-up or
30 nose-down
- Angle of attack greater than 30 or less
than 10
- Airspeed greater than 440 knots or less
than 60 knots (Mach greater than .9 or
less than .1)
- Bank angle greater than 125
When the abnormal attitude law is activated, the following laws are incurred
until the airplane returns to within normal
limits:
- Pitch alternate without speed stability
- Roll direct
- Yaw alternate without yaw damping
When the airplane returns to normal limits, the following laws are active for the
remainder of the flight:
- Pitch alternate
- Roll direct
- Yaw alternate.
NOTE: When the airplane returns to
normal limits and pitch alternate law
becomes active, it will remain in alternate law until landing. In this case there
is a 'flare mode available to land the airplane.
JUN 97
UNITED AIRLINES
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A318/
FLIGHT CONTROLS
A319/A320 /A321

Mechanical Back-Up
In the event of a complete loss of electrical
flight control signals, the airplane reverts
to a mechanical mode. Pitch control is
achieved through the horizontal stabilizer
by use of the manual trim wheel, provided

hydraulic power is available. Lateral control is accomplished using the rudder pedals, provided hydraulic power is available.
A red MAN PITCH TRIM ONLY warning appears on the PFD.
Mechanical Back-Up
In the event of a complete loss of electrical
flight control signals, the airplane reverts
to a mechanical mode. Pitch control is
achieved through the horizontal stabilizer
by use of the manual trim wheel, provided
hydraulic power is available. Lateral control is accomplished using the rudder pedals, provided hydraulic power is available.
A red MAN PITCH TRIM ONLY warning appears on the PFD.
Flight Control Laws
Flight Control Laws

JUN 97
A319/A320
FLIGHT CONTROLS
27-17
JUN 97
27-17
UNITED AIRLINES
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A318/A319/A320
FLIGHT CONTROLS
/A321

ROLL CONTROL
Roll control is achieved by one aileron
and four spoilers on each wing.
Ailerons
The roll control of the aircraft is achieved
by one wing tip aileron augmented by four
spoilers on each wing. The ailerons are
manually controlled from the side stick
controllers or automatically in autopilot or
load alleviation function.
Each aileron is powered by the green and
blue hydraulic systems and has two actuators; one is active while the other is inactive. Should the operating actuator lose
hydraulic power, the inactive one
becomes active to maintain aileron control. Both aileron actuators are active in
case of load alleviation function (LAF)
demands during turbulent conditions. The
ailerons droop 5 when the flaps are
extended.
27-18
FLIGHT CONTROLS
A319/A320

NOTE: The LAF system is not installed
on A319 aircraft.
The ailerons are normally controlled by
ELAC 1. If ELAC 1 fails, control is automatically transferred to ELAC 2. In the
event of dual ELAC failure or dual (blue
and green) hydraulic system low pressure,
aileron droop is deactivated, and roll control and the LAF are provided by the spoilers only.
NOTE: The ailerons and the two outboard spoilers are also used for the load
alleviation function (LAF).
In AP mode, the FMGC orders are
received by the ELACs which transfer to
the SECs the order which correspond to
roll spoiler control.
JUN 97
ROLL CONTROL
Roll control is achieved by one aileron
and four spoilers on each wing.
Ailerons
The roll control of the aircraft is achieved
by one wing tip aileron augmented by four
spoilers on each wing. The ailerons are
manually controlled from the side stick
controllers or automatically in autopilot or
load alleviation function.
Each aileron is powered by the green and
blue hydraulic systems and has two actuators; one is active while the other is inactive. Should the operating actuator lose
hydraulic power, the inactive one
becomes active to maintain aileron control. Both aileron actuators are active in
case of load alleviation function (LAF)
demands during turbulent conditions. The
ailerons droop 5 when the flaps are
extended.
27-18
NOTE: The LAF system is not installed

on A319 aircraft.
The ailerons are normally controlled by
ELAC 1. If ELAC 1 fails, control is automatically transferred to ELAC 2. In the
event of dual ELAC failure or dual (blue
and green) hydraulic system low pressure,
aileron droop is deactivated, and roll control and the LAF are provided by the spoilers only.
NOTE: The ailerons and the two outboard spoilers are also used for the load
alleviation function (LAF).
In AP mode, the FMGC orders are
received by the ELACs which transfer to
the SECs the order which correspond to
roll spoiler control.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
Aileron Block Diagram
Aileron Block Diagram

JUN 97
A319/A320
FLIGHT CONTROLS
27-19
JUN 97
27-19
UNITED AIRLINES
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A318/A319/A320
FLIGHT CONTROLS
/A321

Spoilers
Five hydraulically-powered spoiler panels located on the upper surface of each
wing are controlled by the three SECs.
These surfaces are manually controlled
from the side stick controllers (roll spoilers), speedbrake control lever (speedbrake), or automatically in autopilot,
ground spoiler or load alleviation function. Each spoiler panel is powered by
either the green, blue, or yellow system.
All five spoiler panels are used for ground
spoilers. The four outboard spoilers operate with the ailerons to assist in roll control. The three middle panels are used as
speed brakes. The two outboard spoilers
are used for LAF.
NOTE: With both engines shutdown,
the speedbrake control lever only controls panels 2, 3, and 4.
If a fault is detected by the SEC or if electrical power is lost, the affected spoiler
automatically retracts. If hydraulic pressure is lost, the spoiler either remains at
the existing deflection, or less if pushed
down by aerodynamic forces. If a spoiler
panel fails on one wing, the symmetrical
panel on the other wing is deactivated.
In addition to assisting in roll control, the
spoilers also serve as speed brakes in
flight as well as ground spoilers. A green
SPD BRK memo appears on ECAM
whenever the speed brakes are extended.
The memo flashes amber if the speed
brakes are extended when the thrust is
above idle.
27-20
FLIGHT CONTROLS
A319/A320

Speed brake extension is inhibited under
the following conditions:
SEC 1 and 3 fault
- Elevator (L or R) fault (only spoilers 3
and 4 are inhibited)
- Angle of attack protection is active
- Flaps configuration FULL (inflight or on
the ground).
NOTE: Spoiler 1 extends on the ground
with manual activation of the speed
brake lever regardless of flap position.
If the speed brakes are extended, they
retract automatically if an inhibition condition occurs. To regain control of the
speed brakes, the inhibition condition
must be corrected and the speed brake
lever must be moved to the RET position
for 10 seconds.
When the airspeed is above 315 knots or
Mach .75 with the autopilot engaged, the
speed brake retraction rate is reduced, and
may take up to 50 seconds. Speed brakes
should not be extended more than one-half
when below Mach .75 at altitudes above
FL310 to prevent activation of the high
angle of attack protection.
JUN 97
Spoilers
Five hydraulically-powered spoiler panels located on the upper surface of each
wing are controlled by the three SECs.
These surfaces are manually controlled
from the side stick controllers (roll spoilers), speedbrake control lever (speedbrake), or automatically in autopilot,
ground spoiler or load alleviation function. Each spoiler panel is powered by
either the green, blue, or yellow system.
All five spoiler panels are used for ground
spoilers. The four outboard spoilers operate with the ailerons to assist in roll control. The three middle panels are used as
speed brakes. The two outboard spoilers
are used for LAF.
NOTE: With both engines shutdown,
the speedbrake control lever only controls panels 2, 3, and 4.
If a fault is detected by the SEC or if electrical power is lost, the affected spoiler
automatically retracts. If hydraulic pressure is lost, the spoiler either remains at
the existing deflection, or less if pushed
down by aerodynamic forces. If a spoiler
panel fails on one wing, the symmetrical
panel on the other wing is deactivated.
In addition to assisting in roll control, the
spoilers also serve as speed brakes in
flight as well as ground spoilers. A green
SPD BRK memo appears on ECAM
whenever the speed brakes are extended.
The memo flashes amber if the speed
brakes are extended when the thrust is
above idle.
27-20
Speed brake extension is inhibited under

SEC 1 and 3 fault
- Elevator (L or R) fault (only spoilers 3
and 4 are inhibited)
- Angle of attack protection is active
- Flaps configuration FULL (inflight or on
the ground).
NOTE: Spoiler 1 extends on the ground
with manual activation of the speed
brake lever regardless of flap position.
If the speed brakes are extended, they
retract automatically if an inhibition condition occurs. To regain control of the
speed brakes, the inhibition condition
must be corrected and the speed brake
lever must be moved to the RET position
for 10 seconds.
When the airspeed is above 315 knots or
Mach .75 with the autopilot engaged, the
speed brake retraction rate is reduced, and
may take up to 50 seconds. Speed brakes
should not be extended more than one-half
when below Mach .75 at altitudes above
FL310 to prevent activation of the high
angle of attack protection.
JUN 97
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Speedbrake Function Diagram
Speedbrake Function Diagram

JUN 97
A319/A320
FLIGHT CONTROLS
27-21
JUN 97
27-21
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The ground spoilers are ARMED when
the speed brake lever is raised. On touchdown of both main gear, if the spoilers are
ARMED, spoiler panels 1 through 5 will
extend automatically. If the speed brake
lever is moved aft manually on landing,
spoiler panels 1 through 4 extend unless
the flaps are in the FULL configuration, in
which case, only spoiler panel 1 extends.
Ground spoiler extension occurs automatically during a rejected takeoff when the
wheel speed is greater than 72 knots and:
- Both throttles are at forward idle if the
ground spoilers are ARMED, or
- Reverse thrust is selected on at least one
engine with the other throttle at idle if
the ground spoilers are not ARMED.

Ground spoiler extension occurs automatically upon landing at touchdown of both
main gear when:
The speed brake lever does not move aft
when the ground spoilers are deployed.
Ground spoiler retraction occurs when the
throttles are at idle and the speed brake
lever is down, or when at least one throttle
is advanced above idle.
The position of all spoilers and other surface are indicated on the lower ECAM
Display Unit.
The ground spoilers are ARMED when

the speed brake lever is raised. On touchdown of both main gear, if the spoilers are
ARMED, spoiler panels 1 through 5 will
extend automatically. If the speed brake
lever is moved aft manually on landing,
spoiler panels 1 through 4 extend unless
the flaps are in the FULL configuration, in
which case, only spoiler panel 1 extends.
Ground spoiler extension occurs automatically during a rejected takeoff when the
wheel speed is greater than 72 knots and:
Ground spoiler extension occurs automatically upon landing at touchdown of both

main gear when:
The speed brake lever does not move aft
when the ground spoilers are deployed.
Ground spoiler retraction occurs when the
throttles are at idle and the speed brake
lever is down, or when at least one throttle
is advanced above idle.
The position of all spoilers and other surface are indicated on the lower ECAM
Display Unit.
Ground Spoilers Logic
Ground Spoilers Logic
27-22
A319/A320
FLIGHT CONTROLS
JUN 97
27-22
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Ground Spoilers Function Diagram
Ground Spoilers Function Diagram

JUN 97
A319/A320
FLIGHT CONTROLS
27-23
JUN 97
27-23
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PITCH CONTROL
Pitch is controlled by the elevators and
horizontal stabilizer. They are electrically
controlled by the ELACs or SECs, and
are hydraulically actuated.
The elevators and stabilizer are normally
controlled by the ELACs. If both
ELACs fail, pitch control is transferred to
the SECs. The stabilizer can also be
mechanically controlled (via a cable)
using the pitch trim wheels, provided
hydraulic power is available. Mechanical
pitch trim control has priority over electrical control.
Elevators
Each elevator is operated by two hydraulic
systems and has two actuators; one is
active and the other is inactive. Should the
active actuator fail, the other actuator
becomes active to maintain elevator control. In the event of a high load demand
that would cause one servocontrol to stall,
the second servocontrol is operated. Normally ELAC 2 provides the control for the
27-24
FLIGHT CONTROLS
A319/A320

elevators. In the event of failure, the elevators are controlled by ELAC l, then by
SEC 2 or SEC l. The actuators maintain a
centering streamlined position if electrical
control is lost. If an elevator fails, the
deflection of the remaining elevator is limited to avoid excessive asymmetrical loads
on the tail.
In the event of the loss of control of the
two servocontrols of the elevator, the servocontrols are automatically switched to a
centering mode and hold the surface in the
neutral position (electrical control loss). In
the event of the loss of the two hydraulic
systems supplying the servocontrols of
one elevator, the damping mode automatically engages.
The position of the elevators is shown on
the lower display unit of the ECAM system via the Flight Control Data Concentrator. In the AP mode, the ELACs
receive the FMGC orders and transfer
them to the servocontrols.
JUN 97
PITCH CONTROL
Pitch is controlled by the elevators and
horizontal stabilizer. They are electrically
controlled by the ELACs or SECs, and
are hydraulically actuated.
The elevators and stabilizer are normally
controlled by the ELACs. If both
ELACs fail, pitch control is transferred to
the SECs. The stabilizer can also be
mechanically controlled (via a cable)
using the pitch trim wheels, provided
hydraulic power is available. Mechanical
pitch trim control has priority over electrical control.
Elevators
Each elevator is operated by two hydraulic
systems and has two actuators; one is
active and the other is inactive. Should the
active actuator fail, the other actuator
becomes active to maintain elevator control. In the event of a high load demand
that would cause one servocontrol to stall,
the second servocontrol is operated. Normally ELAC 2 provides the control for the
27-24
elevators. In the event of failure, the elevators are controlled by ELAC l, then by
SEC 2 or SEC l. The actuators maintain a
centering streamlined position if electrical
control is lost. If an elevator fails, the
deflection of the remaining elevator is limited to avoid excessive asymmetrical loads
on the tail.
In the event of the loss of control of the
two servocontrols of the elevator, the servocontrols are automatically switched to a
centering mode and hold the surface in the
neutral position (electrical control loss). In
the event of the loss of the two hydraulic
systems supplying the servocontrols of
one elevator, the damping mode automatically engages.
The position of the elevators is shown on
the lower display unit of the ECAM system via the Flight Control Data Concentrator. In the AP mode, the ELACs
receive the FMGC orders and transfer
them to the servocontrols.
JUN 97
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Elevator Function Diagram
Elevator Function Diagram

JUN 97
A319/A320
FLIGHT CONTROLS
27-25
JUN 97
27-25
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Trimmable Horizontal Stabilizer
The Trimmable Horizontal Stabilizer
(THS) of the aircraft is operated by the
THS actuator to provide the longitudinal
pitch-trim control of the aircraft. The horizontal stabilizer is electrically controlled
by one of three motors, or mechanically
controlled by a trim wheel. It is hydraulically actuated by the green and yellow
systems. The mechanical trim wheels,
located on the control pedestal, move any
time the stabilizer moves. After touchdown, the stabilizer pitch trim automatically resets to 0.
The THS is moved and held by a THS
actuator that includes a double load-path
ball screw powered by two differentially
coupled hydraulic motors mechanically
servocontrolled. The ball screw is fitted
with a no-back brake, the motors are fitted
with pressure-off brakes. The control
loops include a device that applies both
pressure-off brakes in the event of either
control valve jamming. If there is a loss of
the hydraulic power or control signal, the
THS actuator fully immobilizes the Trimmable Horizontal Stabilizer (THS).
The input shaft of the THS actuator is normally driven by an electrical motor servocontrolled by the ELAC 2, two other
motors controlled respectively by ELAC 1
or SEC 1 and SEC 2. The input shaft of
the THS actuator can also be manually
driven by the pilots through a mechanical
linkage normally moved by the handwheels. An overriding mechanism gives
the priority to the mechanical control over
the electrical control. The trim wheels
drive a chain and cable loop up to the
mechanical input of the actuator.
27-26
FLIGHT CONTROLS
A319/A320

The THS actuator is an electro-hydraulic
unit. Its component parts are:
- two hydraulic motors,
- one pitch trim actuator,
- one fail-safe ball screwjack,
- one mechanical input shaft,
- two pressure-off brakes,
- two position transducer packs,
- one gear box,
- two hydraulic valve blocks.
The two hydraulic systems supply fluid
independently to the hydraulic motors.
Output force from the hydraulic motors is
transmitted to the screw shaft through a
power differential gear followed by a
reducing gear. Therefore it is possible to
operate on one circuit at half of the maximum speed. The double control loop gear
sends the input and the reset signals to the
valve blocks. A comparison system makes
sure that the THS actuator is immobilized
if one control valve or one of the control
gear loops locks.
On the center pedestal, adjacent to each
pitch-trim control wheel, the THS position
is indicated by an index on a scale painted
green over the normal takeoff range (2.5
aircraft NOSE DN to 2.5 aircraft NOSE
UP).
The THS position is displayed by the
FCDC on the lower ECAM display unit,
together with the hydraulic systems still
available for the actuator. There is a special reference mark painted on the THS
and on the adjacent aircraft structure.
JUN 97

The Trimmable Horizontal Stabilizer
(THS) of the aircraft is operated by the
THS actuator to provide the longitudinal
pitch-trim control of the aircraft. The horizontal stabilizer is electrically controlled
by one of three motors, or mechanically
controlled by a trim wheel. It is hydraulically actuated by the green and yellow
systems. The mechanical trim wheels,
located on the control pedestal, move any
time the stabilizer moves. After touchdown, the stabilizer pitch trim automatically resets to 0.
The THS is moved and held by a THS
actuator that includes a double load-path
ball screw powered by two differentially
coupled hydraulic motors mechanically
servocontrolled. The ball screw is fitted
with a no-back brake, the motors are fitted
with pressure-off brakes. The control
loops include a device that applies both
pressure-off brakes in the event of either
control valve jamming. If there is a loss of
the hydraulic power or control signal, the
THS actuator fully immobilizes the Trimmable Horizontal Stabilizer (THS).
The input shaft of the THS actuator is normally driven by an electrical motor servocontrolled by the ELAC 2, two other
motors controlled respectively by ELAC 1
or SEC 1 and SEC 2. The input shaft of
the THS actuator can also be manually
driven by the pilots through a mechanical
linkage normally moved by the handwheels. An overriding mechanism gives
the priority to the mechanical control over
the electrical control. The trim wheels
drive a chain and cable loop up to the
mechanical input of the actuator.
27-26
The THS actuator is an electro-hydraulic

unit. Its component parts are:
- two hydraulic motors,
- one pitch trim actuator,
- one fail-safe ball screwjack,
- one mechanical input shaft,
- two pressure-off brakes,
- two position transducer packs,
- one gear box,
- two hydraulic valve blocks.
The two hydraulic systems supply fluid
independently to the hydraulic motors.
Output force from the hydraulic motors is
transmitted to the screw shaft through a
power differential gear followed by a
reducing gear. Therefore it is possible to
operate on one circuit at half of the maximum speed. The double control loop gear
sends the input and the reset signals to the
valve blocks. A comparison system makes
sure that the THS actuator is immobilized
if one control valve or one of the control
gear loops locks.
On the center pedestal, adjacent to each
pitch-trim control wheel, the THS position
is indicated by an index on a scale painted
green over the normal takeoff range (2.5
aircraft NOSE DN to 2.5 aircraft NOSE
UP).
The THS position is displayed by the
FCDC on the lower ECAM display unit,
together with the hydraulic systems still
available for the actuator. There is a special reference mark painted on the THS
and on the adjacent aircraft structure.
JUN 97
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JUN 97
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THS Actuator Schematic
THS Actuator Schematic
27-28
A319/A320
FLIGHT CONTROLS
JUN 97
27-28
JUN 97
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YAW CONTROL
Rudder
Yaw control is achieved by one rudder.
The rudder is powered by three servo control actuators mechanically signaled from
the pedals by a cable loop to the mechanical summer unit which in turn is connected to the hydraulic rudder actuators by
a differential unit. Mechanical rudder control is always available from the rudder
pedals. Each set of pedals has a position
transducer. Feel is provided by a spring
rod, the zero force position is controlled
by an electrical trim actuator. A solenoidoperated mechanism increases the feel
force threshold when the autopilot is
engaged. The maximum rudder deflection
is 25. The main control is mechanical.
The trim control is electrically signaled.
The yaw orders for both turn coordination
and yaw damping are computed by the
ELACs and transmitted to the FACs.
The rudder is electrically controlled by
trim motors, or mechanically controlled
by the rudder pedals. It is hydraulically
actuated by either system. Rudder deflection is limited as a function of airspeed.
Should both FACs fail, maximum rudder
deflection can be obtained after the slats
are extended.
27-30
FLIGHT CONTROLS
A319/A320

In flight with the autopilot engaged, automatic rudder trim is provided by inputs
from the FACs and FMGCs at 5 second.
Should an engine fail, FMGC and FAC
signals provide rudder trim according to
engine power, airspeed, bank angle, and
yaw.
Manual rudder trim is accomplished using
an electric rudder trim switch, in which
case rudder trim speed is 1 per second up
to a maximum of 20. A button located on
the rudder trim panel is provided to reset
rudder trim to zero. The rudder trim
switch and reset button are deactivated
with the autopilot engaged.
JUN 97
YAW CONTROL
Rudder
Yaw control is achieved by one rudder.
The rudder is powered by three servo control actuators mechanically signaled from
the pedals by a cable loop to the mechanical summer unit which in turn is connected to the hydraulic rudder actuators by
a differential unit. Mechanical rudder control is always available from the rudder
pedals. Each set of pedals has a position
transducer. Feel is provided by a spring
rod, the zero force position is controlled
by an electrical trim actuator. A solenoidoperated mechanism increases the feel
force threshold when the autopilot is
engaged. The maximum rudder deflection
is 25. The main control is mechanical.
The trim control is electrically signaled.
The yaw orders for both turn coordination
and yaw damping are computed by the
ELACs and transmitted to the FACs.
The rudder is electrically controlled by
trim motors, or mechanically controlled
by the rudder pedals. It is hydraulically
actuated by either system. Rudder deflection is limited as a function of airspeed.
Should both FACs fail, maximum rudder
deflection can be obtained after the slats
are extended.
27-30
In flight with the autopilot engaged, automatic rudder trim is provided by inputs
from the FACs and FMGCs at 5 second.
Should an engine fail, FMGC and FAC
signals provide rudder trim according to
engine power, airspeed, bank angle, and
yaw.
Manual rudder trim is accomplished using
an electric rudder trim switch, in which
case rudder trim speed is 1 per second up
to a maximum of 20. A button located on
the rudder trim panel is provided to reset
rudder trim to zero. The rudder trim
switch and reset button are deactivated
with the autopilot engaged.
JUN 97
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Rudder Fuction Diagram
Rudder Fuction Diagram

JUN 97
A319/A320
FLIGHT CONTROLS
27-31
JUN 97
27-31
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Rudder Trim
The rudder trim is achieved by two electric motors, each controlled by its associated FAC. In manual flight the pilot can
apply rudder trim at 1/sec. from the rudder trim rotary switch. In automatic flight
the asymmetry compensation function is
available in case of lateral asymmetry.
The yaw automatic trim is active for lateral asymmetry and engine failure compensation at 5/sec. Trimming causes
rudder pedal movement. Deflection
becomes limited as speed is increased.
An electric trim actuator is connected to
the artificial feel and trim unit upstream of
the travel limitation unit. In all the modes,
it drives the complete control via a spring
device that the pilots can override. Two
transducer units near the pedals send data
to the FACs via the ELACs.
The rudder trim control is electrically signaled. An electric actuator installed in the
tail area drives a trim screwjack via a
rotary shaft and universal joints. The actuator is manually controlled by the FACs
from the control panel located on the center pedestal, at a constant speed. A reset
function is initiated when the reset pushbutton switch on the control panel center
pedestal is pressed. The rudder trim position is controlled through the FACs. The
rudder trim position is shown on the control panel. The FACs also control the trim
actuator in AP mode.
27-32
FLIGHT CONTROLS
A319/A320

NOTE: The maximum admissible rudder trim limits indicated on the control
panel when the aircraft is stabilized in
heading with the AP engaged are RH
1.5 and LH 2.3
Rudder Artificial Feel
An artificial feel and trim unit is installed
downstream of the cable quadrant. It consists of a trim screwjack and a constantresisting load spring-rod that the trim
screwjack holds in the neutral position.
The stiffness of the artificail feel is independent from the flight conditions. The
artificial feel and trim unit also comprises
a system which overrides the autopilot.
This system is engaged when the AP mode
is selected.
The function of the spring rod is:
- to provide an artificial feel load
proportional to the rudder deflection,
- to provide an accurate centering of the
surface to neutral in the absence of a
control input,
- to hold the upstream control at neutral
when the yaw damper servoactuator
supplies signals to the servocontrol.
NOTE: The centering spring force is
added to the artificial feel force that the
artificial feel and trim unit supplies.
NOTE: The rudder trim travel is shown
on the rudder trim indicator in the form
of a digital value. This information is
supplied by the FAC through a position
transducer installed on trim actuator.
JUN 97
Rudder Trim
The rudder trim is achieved by two electric motors, each controlled by its associated FAC. In manual flight the pilot can
apply rudder trim at 1/sec. from the rudder trim rotary switch. In automatic flight
the asymmetry compensation function is
available in case of lateral asymmetry.
The yaw automatic trim is active for lateral asymmetry and engine failure compensation at 5/sec. Trimming causes
rudder pedal movement. Deflection
becomes limited as speed is increased.
An electric trim actuator is connected to
the artificial feel and trim unit upstream of
the travel limitation unit. In all the modes,
it drives the complete control via a spring
device that the pilots can override. Two
transducer units near the pedals send data
to the FACs via the ELACs.
The rudder trim control is electrically signaled. An electric actuator installed in the
tail area drives a trim screwjack via a
rotary shaft and universal joints. The actuator is manually controlled by the FACs
from the control panel located on the center pedestal, at a constant speed. A reset
function is initiated when the reset pushbutton switch on the control panel center
pedestal is pressed. The rudder trim position is controlled through the FACs. The
rudder trim position is shown on the control panel. The FACs also control the trim
actuator in AP mode.
27-32
NOTE: The maximum admissible rudder trim limits indicated on the control
panel when the aircraft is stabilized in
heading with the AP engaged are RH
1.5 and LH 2.3
Rudder Artificial Feel
An artificial feel and trim unit is installed
downstream of the cable quadrant. It consists of a trim screwjack and a constantresisting load spring-rod that the trim
screwjack holds in the neutral position.
The stiffness of the artificail feel is independent from the flight conditions. The
artificial feel and trim unit also comprises
a system which overrides the autopilot.
This system is engaged when the AP mode
is selected.
The function of the spring rod is:
- to provide an artificial feel load
proportional to the rudder deflection,
- to provide an accurate centering of the
surface to neutral in the absence of a
control input,
- to hold the upstream control at neutral
when the yaw damper servoactuator
supplies signals to the servocontrol.
NOTE: The centering spring force is
added to the artificial feel force that the
artificial feel and trim unit supplies.
NOTE: The rudder trim travel is shown
on the rudder trim indicator in the form
of a digital value. This information is
supplied by the FAC through a position
transducer installed on trim actuator.
JUN 97
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Rudder Trim Diagram
Rudder Trim Diagram

JUN 97
A319/A320
FLIGHT CONTROLS
27-33
JUN 97
27-33
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Rudder Travel Limiting
At high speeds, a travel limitation unit
limits the rudder travel in relation to the
airspeed. This is to prevent the transmission of excessive loads to the structure by
the rudder. Three fixed-body servocontrols with mechanical input provide the
hydraulic actuation. The rudder-travel
limiting system limits the control inputs to
the servocontrol actuators to change the
rudder travel in relation to the airspeed
(Vc). The limitation is such that the maximum deflection of the rudder remains
lower than the deflection which would
induce limit loads on the structure,
throughout the flight envelope.
Rudder deflection limiting is achieved by
a variable stop unit driven by two electric
motors. Each motor is controlled by its
associated FAC.
FLIGHT CONTROLS
A simplified emergency control system

(open loop) automatically returns the
stops to the low-speed position when the
two FACs are failed and slats are
extended.
If the rudder is subjected to external
forces while depressurized, this causes
the movement of the servocontrol piston
in the rudder actuators. The fluid goes
from one chamber to the other via a
damping orifice and provides a ground
gust-damping function for gust speeds up
to 80 kts. Two anti-cavitation valves permit the suction of the necessary volume
of hydraulic fluid to compensate for the
thermal retraction on ground, in the
damping mode.
The position of the rudder is shown on
the lower display unit of the ECAM system. A triangle is applied on the tail cone
structure. At the zero position, the center
of gravity of this triangle is in line with
the rudder lower trailing edge.
Rudder Travel Limiting

At high speeds, a travel limitation unit
limits the rudder travel in relation to the
airspeed. This is to prevent the transmission of excessive loads to the structure by
the rudder. Three fixed-body servocontrols with mechanical input provide the
hydraulic actuation. The rudder-travel
limiting system limits the control inputs to
the servocontrol actuators to change the
rudder travel in relation to the airspeed
(Vc). The limitation is such that the maximum deflection of the rudder remains
lower than the deflection which would
induce limit loads on the structure,
throughout the flight envelope.
Rudder deflection limiting is achieved by
a variable stop unit driven by two electric
motors. Each motor is controlled by its
associated FAC.
A simplified emergency control system

(open loop) automatically returns the
stops to the low-speed position when the
two FACs are failed and slats are
extended.
If the rudder is subjected to external
forces while depressurized, this causes
the movement of the servocontrol piston
in the rudder actuators. The fluid goes
from one chamber to the other via a
damping orifice and provides a ground
gust-damping function for gust speeds up
to 80 kts. Two anti-cavitation valves permit the suction of the necessary volume
of hydraulic fluid to compensate for the
thermal retraction on ground, in the
damping mode.
The position of the rudder is shown on
the lower display unit of the ECAM system. A triangle is applied on the tail cone
structure. At the zero position, the center
of gravity of this triangle is in line with
the rudder lower trailing edge.
Rudder Travel Limitation Emergency Relay Control
Rudder Travel Limitation Emergency Relay Control
27-34
A319/A320
JUN 97
27-34
JUN 97
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Rudder Travel Limiting System
Rudder Travel Limiting System

JUN 97
A319/A320
FLIGHT CONTROLS
27-35
JUN 97
27-35
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Yaw Damper
Two yaw-damper electrohydraulic servocontrol actuators connected to a common
output lever drive the linkage through a
differential lever arrangement. One servoactuator is normally operating, the other
being by-passed. A spring rod is provided
to center the actuators when both of them
are depressurized. The maximum control
stroke is restricted by the Travel Limitation Unit as a function of the airspeed. The
maximum rudder deflection is 25. The
yaw damping and turn coordination orders
do not move the rudder pedals.
The yaw damper receives inputs from the
ELACs and FACs. The information is
sent to a yaw damper servo for damping
and turn coordination. The trim actuator,
the yaw damper servocontrol actuators
and the travel limitation unit are normally
controlled by the Flight Augmentation
Computer (FAC) 1 and FAC 2 is in
standby.
27-36
FLIGHT CONTROLS
A319/A320

In addition to their basic function, the trim
actuator and the yaw damper servocontrol
actuators are used to introduce the autopilot signals. Rudder immobilization or runaway in the event of a servocontrol valve
jamming is prevented by a spring rod and
pressure relief valve arrangement.
In manual flight, the yaw damping, turn
coordination and rudder trim orders computed by Elevator Aileron Computers
ELACs are transmitted to the flight augmentation computers (FACs). When the
autopilot is engaged, the Flight Management and Guidance Computers (FMGCs)
send commands to the FACs for rudder
trimming, yaw control and yaw damping
function.
JUN 97
Yaw Damper
Two yaw-damper electrohydraulic servocontrol actuators connected to a common
output lever drive the linkage through a
differential lever arrangement. One servoactuator is normally operating, the other
being by-passed. A spring rod is provided
to center the actuators when both of them
are depressurized. The maximum control
stroke is restricted by the Travel Limitation Unit as a function of the airspeed. The
maximum rudder deflection is 25. The
yaw damping and turn coordination orders
do not move the rudder pedals.
The yaw damper receives inputs from the
ELACs and FACs. The information is
sent to a yaw damper servo for damping
and turn coordination. The trim actuator,
the yaw damper servocontrol actuators
and the travel limitation unit are normally
controlled by the Flight Augmentation
Computer (FAC) 1 and FAC 2 is in
standby.
27-36
In addition to their basic function, the trim

actuator and the yaw damper servocontrol
actuators are used to introduce the autopilot signals. Rudder immobilization or runaway in the event of a servocontrol valve
jamming is prevented by a spring rod and
pressure relief valve arrangement.
In manual flight, the yaw damping, turn
coordination and rudder trim orders computed by Elevator Aileron Computers
ELACs are transmitted to the flight augmentation computers (FACs). When the
autopilot is engaged, the Flight Management and Guidance Computers (FMGCs)
send commands to the FACs for rudder
trimming, yaw control and yaw damping
function.
JUN 97
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Yaw Damper Function Diagram
Yaw Damper Function Diagram

JUN 97
A319/A320
FLIGHT CONTROLS
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JUN 97
27-37
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TRAILING EDGE FLAPS &
LEADING EDGE SLATS
There are five slat and two flap panels on
each wing. They are electrically controlled and hydraulically actuated by
inputs from the flaps lever. Signals from
the flaps lever position are transmitted to
two slat flap control computers (SFCCs)
by the Command Sensor Units. The lever
selects simultaneous operation of the slats
and flaps and must be pulled out of a
detent before selection of any position.
Moving the lever rotates the input shaft of
the Command Sensor Unit which translates the mechanical demand into electrical signals for the SFCCs.
The slats are powered by both the green
and blue hydraulic systems. The flaps are
powered by both the green and yellow
hydraulic systems. Should one hydraulic
system that powers the slats or flaps fail,
the associated surfaces extend and retract
at half speed. If one SFCC fails, all of the
flaps and slats operate at half speed.
Four hydraulically-operated wing tip
brakes are installed to lock the flaps or
slats in case of asymmetry, overspeed,
symmetrical runaway, or uncommanded
movement. The brakes cannot be reset
inflight and can only be reset through
CFDS on the ground.
27-38
FLIGHT CONTROLS
A319/A320

Two Slat Flap Control Computers control
and monitor the system. Each computer
includes one slat and one flap channel. A
cross talk allows transfer of data between
the SFCCs. Two hydraulic motors in each
Power Control Unit (PCU) provide
hydraulic actuation. On lever demand,
each channel generates commands to energize its associated PCU valve block and
control its related motors. The valve
blocks control the direction of rotation and
the speed of their related PCU output
shaft. The computers monitor the slat and
flap drives and lock the appropriate channel, should a critical failure occur. They
also inhibit slat retraction from position 1
to 0 at high angle of attack or low speed
(alpha-lock function).
The hydraulic motors move the transmission through a differential gearbox. Then
torque shafts and gearboxes transmit the
mechanical power to the actuators which
drive the surfaces. The motor output shafts
on each PCU are coupled through a differential gearbox to drive the slat and flap
mechanical channels. A Pressure Off
Brake on each motor locks the transmission:
- when the selected position is reached,
- when there are no drive commands,
- or in case of hydraulic power failure.
JUN 97
TRAILING EDGE FLAPS &

LEADING EDGE SLATS
There are five slat and two flap panels on
each wing. They are electrically controlled and hydraulically actuated by
inputs from the flaps lever. Signals from
the flaps lever position are transmitted to
two slat flap control computers (SFCCs)
by the Command Sensor Units. The lever
selects simultaneous operation of the slats
and flaps and must be pulled out of a
detent before selection of any position.
Moving the lever rotates the input shaft of
the Command Sensor Unit which translates the mechanical demand into electrical signals for the SFCCs.
The slats are powered by both the green
and blue hydraulic systems. The flaps are
powered by both the green and yellow
hydraulic systems. Should one hydraulic
system that powers the slats or flaps fail,
the associated surfaces extend and retract
at half speed. If one SFCC fails, all of the
flaps and slats operate at half speed.
Four hydraulically-operated wing tip
brakes are installed to lock the flaps or
slats in case of asymmetry, overspeed,
symmetrical runaway, or uncommanded
movement. The brakes cannot be reset
inflight and can only be reset through
CFDS on the ground.
27-38
Two Slat Flap Control Computers control

and monitor the system. Each computer
includes one slat and one flap channel. A
cross talk allows transfer of data between
the SFCCs. Two hydraulic motors in each
Power Control Unit (PCU) provide
hydraulic actuation. On lever demand,
each channel generates commands to energize its associated PCU valve block and
control its related motors. The valve
blocks control the direction of rotation and
the speed of their related PCU output
shaft. The computers monitor the slat and
flap drives and lock the appropriate channel, should a critical failure occur. They
also inhibit slat retraction from position 1
to 0 at high angle of attack or low speed
(alpha-lock function).
The hydraulic motors move the transmission through a differential gearbox. Then
torque shafts and gearboxes transmit the
mechanical power to the actuators which
drive the surfaces. The motor output shafts
on each PCU are coupled through a differential gearbox to drive the slat and flap
mechanical channels. A Pressure Off
Brake on each motor locks the transmission:
- when the selected position is reached,
- when there are no drive commands,
- or in case of hydraulic power failure.
JUN 97
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Slats & Flaps Architecture
Slats & Flaps Architecture

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Wing Tip Brake Locking & Half Speed
Operation
The SFCCs monitor surface operation
through dedicated Position Pick-Off Units
(PPUs). An Instrumentation Position
Pick-Off Unit (IPPU) is installed on the
Power Control Unit (PCU). The IPPUs
sends signals to the Electronic Instrument
System (EIS), which shows the position of
the flaps and slats. A Feedback Position
Pick-Off Unit (FPPU) gives signals of the
output shaft position of the PCU. Two
Asymmetry Position Pick-Off Units
(APPU) give signals of the flap position or
speed. The SFCC l and the SFCC 2
receive and monitor the signals from the
FPPU and the APPUs.
Asymmetry is detected on disagreement
between the two APPU signals. Runaway
is detected by comparison of both APPU
and FPPU signals. Overspeed is detected
when overspeed of one or more PPUs
occurs due to high aerodynamic loads acting in the same direction as the transmission. The Wing Tip Brakes stop and hold
the transmission if the SFCCs detect an
asymmetry, runaway or overspeed.
27-40
FLIGHT CONTROLS
A319/A320

They are a pressure on type brakes. They
are released when solenoids are de-energized or hydraulic systems depressurized.
Each Wing Tip Brake is equipped with
two solenoid valves each controlled by a
SFCC and supplied by an hydraulic system. In normal flight conditions , the solenoids are de-energized. The segregation of
the hydraulic circuits results in either one
being able to keep the brakes applied.
With one SFCC inoperative, the second
one is still able to apply the Wing Tip
Brake. Flap locking by the WTB does not
prevent slat operation and vice versa.
Once applied the WTB can be reset on
ground only via the Centralized Fault Display System or after power up, depending
on the failure.
NOTE: When resetting a wing tip
brake, both SFCC computers must be
reset to ensure release of the brake.
Should one hydraulic system that powers
the slats or flaps fail, the associated surfaces extend and retract at half speed. If
one SFCC fails, all of the flaps and slats
operate at half speed.
JUN 97
Wing Tip Brake Locking & Half Speed

Operation
The SFCCs monitor surface operation
through dedicated Position Pick-Off Units
(PPUs). An Instrumentation Position
Pick-Off Unit (IPPU) is installed on the
Power Control Unit (PCU). The IPPUs
sends signals to the Electronic Instrument
System (EIS), which shows the position of
the flaps and slats. A Feedback Position
Pick-Off Unit (FPPU) gives signals of the
output shaft position of the PCU. Two
Asymmetry Position Pick-Off Units
(APPUs) give signals of the flap position
or speed. The SFCC l and the SFCC 2
receive and monitor the signals from the
FPPU and the APPUs.
Asymmetry is detected on disagreement
between the two APPU signals. Runaway
is detected by comparison of both APPU
and FPPU signals. Overspeed is detected
when overspeed of one or more PPUs
occurs due to high aerodynamic loads acting in the same direction as the transmission. The Wing Tip Brakes stop and hold
the transmission if the SFCCs detect an
27-40
They are a pressure on type brakes. They

are released when solenoids are de-energized or hydraulic systems depressurized.
Each Wing Tip Brake is equipped with
two solenoid valves each controlled by a
SFCC and supplied by an hydraulic system. In normal flight conditions , the solenoids are de-energized. The segregation of
the hydraulic circuits results in either one
being able to keep the brakes applied.
With one SFCC inoperative, the second
one is still able to apply the Wing Tip
Brake. Flap locking by the WTB does not
prevent slat operation and vice versa.
Once applied the WTB can be reset on
ground only via the Centralized Fault Display System or after power up, depending
on the failure.
NOTE: When resetting a wing tip
brake, both SFCC computers must be
reset to ensure release of the brake.
Should one hydraulic system that powers
the slats or flaps fail, the associated surfaces extend and retract at half speed. If
one SFCC fails, all of the flaps and slats
operate at half speed.
JUN 97
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SFCC Monitoring & Control
SFCC Monitoring & Control

JUN 97
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FLIGHT CONTROLS
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Flap Disconnect Detection
A flap disconnect detection system inhibits further flap operation when a flap
attachment failure is detected.
It consists of two proximity sensors on
each interconnecting strut (on each wing),
which measure differential movement
between inner and outer flaps. An electrically controlled, mechanically actuated
sensor unit including two sensors is
installed on the flap interconnecting strut.

If a flap disconnect is detected, the flap
PCU is de-energized and the Pressure Off
Brakes are applied in order to stop the
transmission. Further flap operation is
inhibited (WTBs are not applied).
Flap Disconnect Detection

A flap disconnect detection system inhibits further flap operation when a flap
attachment failure is detected.
It consists of two proximity sensors on
each interconnecting strut (on each wing),
which measure differential movement
between inner and outer flaps. An electrically controlled, mechanically actuated
sensor unit including two sensors is
installed on the flap interconnecting strut.
If a flap disconnect is detected, the flap

PCU is de-energized and the Pressure Off
Brakes are applied in order to stop the
transmission. Further flap operation is
inhibited (WTBs are not applied).
Flap Disconnect Diagram
Flap Disconnect Diagram
27-42
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FLIGHT CONTROLS
JUN 97
27-42
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Flap/Slat Configurations
Takeoff with Flaps 1:
When Flaps 1 is selected for takeoff (1 +
F), the flaps automatically retract to configuration 0 at 210 KIAS.
Takeoff or Go-Around with Flaps 2 or 3
When Flaps 1 is selected, the 1 + F configuration is obtained if airspeed is less than
210 KIAS. The flaps automatically retract
to configuration 0 at 210 KIAS.
Flaps Selection In Flight:
When the flaps lever is moved from configuration 0 to 1 in flight, only the slats are
extended.
NOTE After flap retraction, configuration 1 + F is no longer available until the
airspeed is 100 KIAS or less, unless
Flaps 2 or more has been previously
selected.

The Air Data/Inertial Reference Units
(ADIRUs) supply corrected angle-ofattack (alpha) and computed air speed
(CAS) data to the SFCCs. The SFCCs use
the data to prevent slat retraction at high
alpha and/or low CAS. Slat retraction is
not possible if:
- the alpha is more than 8.5 deg.
- the CAS is less than 148 knots.
The function resets if alpha decreases
below 7.6 deg. or CAS increases over 154
knots.
When the function is active, the ECAM
shows the message A-Lock (cyan, pulsing) below the slat position indication.
Flap/Slat Configurations
Takeoff with Flaps 1:
When Flaps 1 is selected for takeoff (1 +
F), the flaps automatically retract to configuration 0 at 210 KIAS.
Takeoff or Go-Around with Flaps 2 or 3
When Flaps 1 is selected, the 1 + F configuration is obtained if airspeed is less than
210 KIAS. The flaps automatically retract
to configuration 0 at 210 KIAS.
Flaps Selection In Flight:
When the flaps lever is moved from configuration 0 to 1 in flight, only the slats are
extended.
NOTE After flap retraction, configuration 1 + F is no longer available until the
airspeed is 100 KIAS or less, unless
Flaps 2 or more has been previously
selected.
The Air Data/Inertial Reference Units

(ADIRUs) supply corrected angle-ofattack (alpha) and computed air speed
(CAS) data to the SFCCs. The SFCCs use
the data to prevent slat retraction at high
alpha and/or low CAS. Slat retraction is
not possible if:
- the alpha is more than 8.5 deg.
- the CAS is less than 148 knots.
The function resets if alpha decreases
below 7.6 deg. or CAS increases over 154
knots.
When the function is active, the ECAM
shows the message A-Lock (cyan, pulsing) below the slat position indication.
Flap Controls & Configurations
Flap Controls & Configurations
JUN 97
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FLIGHT CONTROLS
27-43
JUN 97
27-43
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Slat Mechanical Drive
Torque shafts and gearboxes transmit
power from the Power Control Unit
(PCU) to actuators which drive the slat
operating mechanism. The Power Control
Unit incorporates two hydraulic motors,
each controlled by an electrically signaled
valve block. The slat PCU drives the slat
transmission system via a single output
shaft. The rotation of the torque shafts
drives all gearboxes and rotary actuator
input shafts simultaneously and at the
same speed. Steady bearings, attached to
the structure, support the torque shafts
where small angular changes of alignment
occur.
Six gearboxes are used in the slat transmission system where changes in torque
shaft alignment occur. One 19 degree
bevel gearbox changes alignment under
the wing center box. One T-gearbox
changes alignment through a 90 degree
27-44
FLIGHT CONTROLS
A319/A320

gearbox in each wing. Two 63.5 degree
bevel gearboxes take drive from below
each wing level into the wing leading
edge. The actuators produce the torque
and speed reduction necessary to drive the
slats at the required rate. Each actuator
drives its associated slat track through a
pinion driven by the actuator output shaft.
The slats are attached to the forward ends
of the tracks which run in guide rollers.
Slat 1 is supported by four tracks, but only
T2 and T3 are driven. T1 and T4 prevent
slat loss in case of attachment failure.
Slats outboard of the pylon are supported
by two driven tracks.
Each actuator incorporates a bi-directional
torque limiter which protects the structure
from overload. The Wing Tip Brakes stop
and hold the transmission if the Slat Flap
Control Computers detect abnormal operation such as asymmetry and runaway.
JUN 97
Slat Mechanical Drive

Torque shafts and gearboxes transmit
power from the Power Control Unit
(PCU) to actuators which drive the slat
operating mechanism. The Power Control
Unit incorporates two hydraulic motors,
each controlled by an electrically signaled
valve block. The slat PCU drives the slat
transmission system via a single output
shaft. The rotation of the torque shafts
drives all gearboxes and rotary actuator
input shafts simultaneously and at the
same speed. Steady bearings, attached to
the structure, support the torque shafts
where small angular changes of alignment
occur.
Six gearboxes are used in the slat transmission system where changes in torque
shaft alignment occur. One 19 degree
bevel gearbox changes alignment under
the wing center box. One T-gearbox
changes alignment through a 90 degree
27-44
gearbox in each wing. Two 63.5 degree

bevel gearboxes take drive from below
each wing level into the wing leading
edge. The actuators produce the torque
and speed reduction necessary to drive the
slats at the required rate. Each actuator
drives its associated slat track through a
pinion driven by the actuator output shaft.
The slats are attached to the forward ends
of the tracks which run in guide rollers.
Slat 1 is supported by four tracks, but only
T2 and T3 are driven. T1 and T4 prevent
slat loss in case of attachment failure.
Slats outboard of the pylon are supported
by two driven tracks.
Each actuator incorporates a bi-directional
torque limiter which protects the structure
from overload. The Wing Tip Brakes stop
and hold the transmission if the Slat Flap
Control Computers detect abnormal operation such as asymmetry and runaway.
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Slat Drive Mechanism
Slat Drive Mechanism

JUN 97
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FLIGHT CONTROLS
27-45
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27-45
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Flap Mechanical Drive
The flap PCU drives the flap transmission
output shafts. The rotation of the torque
shafts drives all gearboxes and rotary
actuator input shafts simultaneously, at
the same speed. Steady bearings, attached
to the structure, support the torque shafts
where small angular changes are present.
Three types of one to one ratio gearboxes
are used in the flap transmission where
large changes in torque shaft alignment
are present. A right angle gearbox changes
alignment through 90 degrees for input to
track 1 offset gearbox. A line gearbox
moves drive path onto the rear face of the
rear false spar. A 19 degree bevel gearbox
aligns the drive with the rear spar.
One actuator operates the flap mechanism
at each track. It provides the torque and
speed reduction necessary to drive the flap
at the required rate. Each actuator is
driven by an offset gearbox which transmits power from the torque shaft to the
plug-in rotary actuator. Each actuator
incorporates a bi-directional torque limiter
which protects the structure from overload.
The Wing Tip Brakes stop and hold the
transmission if the Slat Flap Control Computers detect abnormal operation such as
Flaps are supported on carriages traveling
on straight tracks. A link arm, outboard of
each track, transmits drive from the actua-
27-46
FLIGHT CONTROLS
A319/A320

tor to the flap. Tracks 2, 3 and 4 are similar. Track 1, attached to the fuselage, uses
a different configuration. The outboard
flap is connected to the flap track carriage
at the track 3 and the track 4 positions by a
failsafe bolt assembly. The inboard flap is
connected to the track 2 carriage by a failsafe bolt assembly and to the pendulum
assembly on the track 1 carriage by the
flap trunnion. The carriages move along
the tracks which are part of the flap-track
beam assemblies. An interconnecting strut
connects the inboard and the outboard
flaps. Two flap disconnect sensors are fitted on the interconnecting strut between
inner and outer flaps on each wing. The
flap disconnect sensors, which are proximity sensors, detect any flap disconnection. Each Landing Gear Control Interface
Unit (LGCIU) receives signals from two
sensors and transmits this data to its
related Slat/Flap Control Computer. The
LGCIUs are used to process signals from
proximity sensors. Because of the computer cross talk, each Slat Flap Control
Computer (SFCC) receives information
from all four flap disconnect sensors. If an
attachment failure has been detected by
both SFCCs, both valve block solenoids
on the Power Control Unit (PCU) are deenergized and the system is stopped by the
Pressure Off Brakes. In this case, the
Wing Tip Brakes are not applied.
JUN 97
Flap Mechanical Drive

The flap PCU drives the flap transmission
output shafts. The rotation of the torque
shafts drives all gearboxes and rotary
actuator input shafts simultaneously, at
the same speed. Steady bearings, attached
to the structure, support the torque shafts
where small angular changes are present.
Three types of one to one ratio gearboxes
are used in the flap transmission where
large changes in torque shaft alignment
are present. A right angle gearbox changes
alignment through 90 degrees for input to
track 1 offset gearbox. A line gearbox
moves drive path onto the rear face of the
rear false spar. A 19 degree bevel gearbox
aligns the drive with the rear spar.
One actuator operates the flap mechanism
at each track. It provides the torque and
speed reduction necessary to drive the flap
at the required rate. Each actuator is
driven by an offset gearbox which transmits power from the torque shaft to the
plug-in rotary actuator. Each actuator
incorporates a bi-directional torque limiter
which protects the structure from overload.
The Wing Tip Brakes stop and hold the
transmission if the Slat Flap Control Computers detect abnormal operation such as
Flaps are supported on carriages traveling
on straight tracks. A link arm, outboard of
each track, transmits drive from the actua-
27-46
tor to the flap. Tracks 2, 3 and 4 are similar. Track 1, attached to the fuselage, uses
a different configuration. The outboard
flap is connected to the flap track carriage
at the track 3 and the track 4 positions by a
failsafe bolt assembly. The inboard flap is
connected to the track 2 carriage by a failsafe bolt assembly and to the pendulum
assembly on the track 1 carriage by the
flap trunnion. The carriages move along
the tracks which are part of the flap-track
beam assemblies. An interconnecting strut
connects the inboard and the outboard
flaps. Two flap disconnect sensors are fitted on the interconnecting strut between
inner and outer flaps on each wing. The
flap disconnect sensors, which are proximity sensors, detect any flap disconnection. Each Landing Gear Control Interface
Unit (LGCIU) receives signals from two
sensors and transmits this data to its
related Slat/Flap Control Computer. The
LGCIUs are used to process signals from
proximity sensors. Because of the computer cross talk, each Slat Flap Control
Computer (SFCC) receives information
from all four flap disconnect sensors. If an
attachment failure has been detected by
both SFCCs, both valve block solenoids
on the Power Control Unit (PCU) are deenergized and the system is stopped by the
Pressure Off Brakes. In this case, the
Wing Tip Brakes are not applied.
JUN 97
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Flap Drive Mechanism
Flap Drive Mechanism

JUN 97
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Slats/Flaps Power Supply

The electrical power supplies for the flap
control and monitoring system are:
- the essential bus 4OlPP,
- the normal bus 204PP,
- the battery buses 7O1PP and 702PP.
The essential bus 4O1PP supplies:
- the SFCC l flap channel,
- the related PCU solenoids,
- the synchro and LVDT excitation
voltages.
The battery bus 7O1PP supplies the WTB
solenoids related to the SFCC1.
The normal bus 204PP supplies:
- the SFCC2 flap channel,
voltages.
The battery bus 702PP supplies the WTB
If the WTBs are operated, the battery
buses keep the solenoids energized during
a SFCC power failure.
Slats/Flaps Power Supply

The electrical power supplies for the flap
control and monitoring system are:
- the essential bus 4OlPP,
- the normal bus 204PP,
- the battery buses 7O1PP and 702PP.
The essential bus 4O1PP supplies:
- the SFCC l flap channel,
voltages.
The battery bus 7O1PP supplies the WTB
The normal bus 204PP supplies:
- the SFCC2 flap channel,
voltages.
The battery bus 702PP supplies the WTB
If the WTBs are operated, the battery
buses keep the solenoids energized during
a SFCC power failure.
27-48
JUN 97
27-48
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JUN 97
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Slat Power Supply Schematic
Slat Power Supply Schematic

JUN 97
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FLIGHT CONTROLS
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Flap Power Supply Schematic
Flap Power Supply Schematic
27-50
A319/A320
FLIGHT CONTROLS
JUN 97
27-50
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FLIGHT CONTROLS
SIDESTICKS
Location: Lateral Consoles
SIDESTICKS
Location: Lateral Consoles
A319/A320
Sidestick
Controls pitch and roll manually.
Spring-Loaded to neutral. Both
sidesticks lock to neutral when
autopilot engaged: Applying a
force above a given threshold disengages the autopilot and frees the
stick for manual control.
Sidestick
Controls pitch and roll manually.
Spring-Loaded to neutral. Both
sidesticks lock to neutral when
autopilot engaged: Applying a
force above a given threshold disengages the autopilot and frees the
stick for manual control.
When only one sidestick is operated, that demand is sent to the

computers. When the other sidestick is operated in the same or
opposite direction, both pilot inputs
are algebraically added together.
The addition is limited to single
stick maximum deflection.
When only one sidestick is operated, that demand is sent to the

computers. When the other sidestick is operated in the same or
opposite direction, both pilot inputs
are algebraically added together.
The addition is limited to single
stick maximum deflection.
SIDESTIK
SIDESTIK
Takeover (Priority) Switch

When pushed:
- Disconnects autopilot
- When held in, deactivates the other sidestick and
allows full singular control. Holding switch for
more than 40 seconds latches the system, allowing
the switch to be released without losing priority.
- A deactivated stick can be reactivated at any time
by momentarily pushing either priority switch.
- If the priority switches on both sidesticks are
pushed, the last one activated assumes priority.
- Illuminates glareshield SIDE STICK PRIORITY
lights and activates PRIORITY LEFT' or
PRIORITY RIGHT audio voice message according
to control configuration.
Takeover (Priority) Switch

When pushed:
- Disconnects autopilot
- When held in, deactivates the other sidestick and
allows full singular control. Holding switch for
more than 40 seconds latches the system, allowing
the switch to be released without losing priority.
- A deactivated stick can be reactivated at any time
by momentarily pushing either priority switch.
- If the priority switches on both sidesticks are
pushed, the last one activated assumes priority.
- Illuminates glareshield SIDE STICK PRIORITY
lights and activates PRIORITY LEFT' or
PRIORITY RIGHT audio voice message according
to control configuration.
If one stick is deactivated on ground at takeoff application, the CONFIG R (L) SIDESTICK FAULT
warning
is
activated.
If one stick is deactivated on ground at takeoff application, the CONFIG R (L) SIDESTICK FAULT
warning
is
activated.
JUN 97
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SIDE STICK PRIORITY LIGHTS

SIDE STICK PRIORITY LIGHTS

Arrow Light
Illuminates red to indicate associated
sidestick is deactivated by the other
sidestick establishing priority.
Arrow Light
Illuminates red to indicate associated
sidestick is deactivated by the other
sidestick establishing priority.
Goes off when sidestick activation is

re-established by:
- Release of other priority switch in
less than 40 seconds
- Pushing own priority switch
momentarily to cancel a latched
priority condition
Goes off when sidestick activation is

re-established by:
- Release of other priority switch in
less than 40 seconds
- Pushing own priority switch
momentarily to cancel a latched
priority condition
CHRONO
CHRONO
CHRONO
CHRONO
SIDE STICK PRIORITY
SIDE STICK PRIORITY
SIDE STICK PRIORITY
SIDE STICK PRIORITY
CAPT
F/O
CAPT
F/O
PRIORITY
PRIORITY
CAPT or FO Light
Illuminates green to indicate associated sidestick
has established priority by activation of its priority
switch, and the opposite sidestick is not in neutral.
CAPT or FO Light
Illuminates green to indicate associated sidestick
has established priority by activation of its priority
switch, and the opposite sidestick is not in neutral.
Goes off when the opposite side-stick is returned to

neutral.
Goes off when the opposite side-stick is returned to

neutral.
Both lights come on with simultaneous side-stick

movement and no priority switch input.
Both lights come on with simultaneous side-stick

movement and no priority switch input.
27-52
JUN 97
27-52
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
FLIGHT CONTROLS
A319/A320
FLIGHT CONTROLS
SEC Switch
On - Engages the associated
spoiler and elevator computer.
FLIGHT CONTROL PANEL

ELAC Switch
elevator and aileron computer.
OFF - Disengages associated

computer by shutting off output
bus signals. Computer is not
depowered.

computer by shutting off output bus signals. Computer is
not depowered.
Switching OFF, then on resets the

computer.
Switching OFF, then on resets

the computer.
SEC FAULT Light

Illuminates amber when a failure
is detected.
SEC Switch
spoiler and elevator computer.
FLIGHT CONTROL PANEL

ELAC Switch
elevator and aileron computer.

depowered.

computer by shutting off output bus signals. Computer is
not depowered.
Switching OFF, then on resets the

computer.

the computer.
SEC FAULT Light

Illuminates amber when a failure
is detected.
Goes off when OFF selected.
FLT CTL
FLT CTL
ELAC 2
SEC 2
SEC 3
FAC 2
ELAC 2
SEC 2
SEC 3
FAC 2
FAULT
FAULT
FAULT
FAULT
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
FLTPNL
ELAC FAULT Light

Illuminates amber:
- When a failure is detected
- During ELAC power up
test (eight second duration).
The test occurs upon
electrical power application
or after electrical transient
interruption.
Goes off when OFF selected
or at completion of satisfactory power up test.
FLTPNL
FAC Switch
flight augmentation computer.
depowered..
the computer.
FAC FAULT Light
Illuminates amber when a
failure is detected.
ELAC FAULT Light

Illuminates amber:
- When a failure is detected
- During ELAC power up
test (eight second duration).
The test occurs upon
electrical power application
or after electrical transient
interruption.
Goes off when OFF selected
or at completion of satisfactory power up test.

JUN 97
FAC Switch
flight augmentation computer.
depowered..
the computer.
FAC FAULT Light
failure is detected.
27-53
JUN 97
27-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
A319/A320
FLIGHT CONTROLS
PEDESTAL FLIGHT CONTROLS


SPEED BRAKE Lever

Lever provides the following speed brake and ground spoiler functions:
SPEED BRAKE Lever

Lever provides the following speed brake and ground spoiler functions:
- Manually pushing lever down and aft inflight, allows selecting the
position of speed brake surfaces. A hard point is provided at the 1/2
position.
- Manually pushing lever down and aft inflight, allows selecting the
position of speed brake surfaces. A hard point is provided at the 1/2
position.
- When the lever is pulled up in the RET position, arms the ground
spoilers to automatically extend at landing or in case of rejected takeoff.
- When the lever is pulled up in the RET position, arms the ground
spoilers to automatically extend at landing or in case of rejected takeoff.
GND S
GND S
RMED
RET
RET
RET
1
SPEED
BRAKE
1/2
RMED
0
1
SPEED
BRAKE
FLAPS
1/2
1/2
+20
NOSE
L
FULL
RESET
Switch is deactivated with A/P engaged.

RUD TRIM Position Indicator
Displays rudder trim direction
(L or R) and value 0 to 20.
RUD TRIM Selector
Controls the rudder trim actuator
which moves the neutral point of the
artificial feel at a rate of 1 degree per
second of rudder travel.
Selector is deactivated with A/P
engaged.
27-54
FLAPS
RUD TRIM
NOSE
R
3
FULL
+20
FULL
FULL
NOSE
L
FULL
RESET
NOSE
R
3
FULL
3
FULL
PEDESTAL
PEDESTAL
RUD TRIM RESET Switch

When pushed, the FAC commands the
rudder trim actuator to the zero trim position.
1/2
RUD TRIM
FULL
RET
flaps lever
Commands flaps and slats for
simultaneous
operation
to
selected position. Lever must be
pulled out of detent prior to
positioning. Balks are provided
at positions 1 and 3 to avoid
excessive flap/slat travel by a
single action.
RUD TRIM RESET Switch

When pushed, the FAC commands the
rudder trim actuator to the zero trim position.
When the flaps lever is in any

position other than 0 in flight,
idle
RPM
is
increased
(approach idle) and continuous
ignition is activated.
Ailerons Position indicator Displays white scale and green
index.
RUD TRIM Selector

Controls the rudder trim actuator
which moves the neutral point of the
artificial feel at a rate of 1 degree per
second of rudder travel.
JUN 97
Switch is deactivated with A/P engaged.

RUD TRIM Position Indicator
Displays rudder trim direction
(L or R) and value 0 to 20.
Selector is deactivated with A/P

engaged.
27-54
flaps lever
Commands flaps and slats for
simultaneous
operation
to
selected position. Lever must be
pulled out of detent prior to
positioning. Balks are provided
at positions 1 and 3 to avoid
excessive flap/slat travel by a
single action.
When the flaps lever is in any
position other than 0 in flight,
idle
RPM
is
increased
(approach idle) and continuous
ignition is activated.
Ailerons Position indicator Displays white scale and green
index.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
A319/A320
FLIGHT CONTROLS


Pitch Trim Wheels

Provide mechanical control of horizontal stabilizer trim. Trim
wheels have priority over electrical control. Use of trim wheels
does not disconnect the ELACs, as the override mechanism
ensures that the computers remain synchronized with the manually
selected position.
Pitch Trim Wheels

Provide mechanical control of horizontal stabilizer trim. Trim
wheels have priority over electrical control. Use of trim wheels
does not disconnect the ELACs, as the override mechanism
ensures that the computers remain synchronized with the manually
selected position.
Trim wheels must be utilized when pitch direct law is in effect.
Trim wheels must be utilized when pitch direct law is in effect.
Pitch trim is automatically reset to 0 following touchdown as the

pitch attitude becomes less than 2.5. (Reset function inoperative
when the green or yellow system is unpressurized.)
Pitch trim is automatically reset to 0 following touchdown as the

pitch attitude becomes less than 2.5. (Reset function inoperative
when the green or yellow system is unpressurized.)
UP
CG
15
TO
GA
FLX
MCT
FLX
MCT
UP
CG
20
UP
UP
1
UP
CG
30
CG
15
CG
15
45
40
A
/
T
H
R
35
30
25
UP
TO
TO
GA
GA
FLX
MCT
FLX
MCT
UP
UP
CL
CG
25
UP
UP
TO
GA
CG
20
CG
20
UP
CG
25
CG
25
UP
UP
20
CG
30
CG
30
40
A
/
T
H
R
35
30
25
DN
R
E
V
5
0
FULL
1
DN
CG
35
CG
35
CG
41
CG
41
1
DN
2
DN
CG
41
3
JUN 97
R
E
V
5
0
FULL
R
E
V
1
DN
FULL
CG
30
CG
35
DN
DN
CG
41
TRIMWHL
TRIMWHL
Trim Position Scales

Indicate trim position in
degrees. Normal range is
marked by a green band.
CG
25
10
R
E
V
FULL
DN
1
UP
15
10
1
CL
A
/
T
H
R
20
15
CG
35
CG
20
UP
45
CL
CL
A
/
T
H
R
CG
15
UP
CG Scales
Indicate relation between CG
location and pitch trim setting
prior to takeoff.
27-55
Trim Position Scales

Indicate trim position in
degrees. Normal range is
marked by a green band.
JUN 97
CG Scales
Indicate relation between CG
location and pitch trim setting
prior to takeoff.
27-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
A319/A320
FLIGHT CONTROLS
ECAM FLIGHT CONTROLS PAGE

ECAM FLIGHT CONTROLS PAGE

Ailerons Position indicator

Displays white scale and
green index.Index becomes
amber when both servojacks
(green and blue) are not
available.
Ailerons Position indicator

Displays white scale and
green index.Index becomes
amber when both servojacks
(green and blue) are not
available.
2 3 4...
2 3 4...
Neutral Position,
Configuration
Spoilers/Speed Brakes Indication

(Green). Spoiler deflected.
(Green) Spoiler retracted.
(Amber) - Spoiler fault deflected.
(Amber) - Spoiler fault retracted.
Neutral Position, Flaps

Extended (5 Droop)
Aileron Actuator
Indication
Displays green. Becomes
amber when the associated
actuator is not available.
Partially boxed amber if
associated computer tails.
ELAC and SEC
Indications
The number displays green
and the box displays white.
Both become amber in case
of failure of associated computer or both flight control
data concentrators.
Rudder Position Indication
Displays green. Rudder symbol
and scale become amber when
all three hydraulic systems
indicate low pressure.
F/CTL
SPD BRK
LAF DEGRADED
L
AIL
BG
ELAC 1
SEC 1
R
AIL
GB
PITCH TRIM GY
-1.8 UP
RUD
GBY
L
ELEV
BG
TAT +16
SAT +11
R
ELEV
YB
GW 122400
C
C
01
Clean
Neutral Position, Flaps

Extended (5 Droop)
GBY
LBS
H 51
FLTECAM
Rudder Trim Position

Displays blue. Becomes amber if
rudder trim reset fails. Amber Xs
appear if the airplane reverts to the
yaw mechanical mode.
Aileron Actuator
Indication
amber when the associated
actuator is not available.
Partially boxed amber if
associated computer tails.
ELAC and SEC
Indications
The number displays green
and the box displays white.
Both become amber in case
of failure of associated computer or both flight control
data concentrators.
Rudder Position Indication
Displays green. Rudder symbol
and scale become amber when
all three hydraulic systems
indicate low pressure.
F/CTL
GBY
SPD BRK
LAF DEGRADED
L
AIL
BG
ELAC 1
SEC 1
R
AIL
GB
PITCH TRIM GY
-1.8 UP
RUD
GBY
L
ELEV
BG
TAT +16
SAT +11
GW 122400
C
C
R
ELEV
YB
01
LBS
H 51
FLTECAM
Rudder Trim Position

Displays blue. Becomes amber if
rudder trim reset fails. Amber Xs
appear if the airplane reverts to the
yaw mechanical mode.
Rudder Travel Limiter

Indicates high speed position.
Rudder Travel Limiter

Indicates high speed position.
27-56
2 3 4...
Neutral Position,
Configuration
Clean
2 3 4...

(Green). Spoiler deflected.
(Green) Spoiler retracted.
(Amber) - Spoiler fault deflected.
(Amber) - Spoiler fault retracted.
JUN 97
27-56
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
A319/A320
FLIGHT CONTROLS
ECAM FLIGHT CONTROLS PAGE (cont.)

ECAM FLIGHT CONTROLS PAGE (cont.)

F/CTL
Hydraulic System Pressure Indication

Displays green when pressurization is normal.
Becomes amber when low pressure detected.

LAF DEGRADED Indication (A320)

Becomes amber when LAF normal law
cannot be achieved due to failure of
LAF system component.
LAF DEGRADED Indication (A320)

Becomes amber when LAF normal law
cannot be achieved due to failure of
LAF system component.
GBY
SPD BRK
LAF DEGRADED
L
AIL
BG
ELAC 1
SEC 1
R
AIL
GB
PITCH TRIM GY
-1.8 UP
RUD
GBY
L
ELEV
BG
TAT +16
SAT +11
GW 122400
C
C
R
ELEV
YB
01
H 51
FLTECAM
JUN 97
LBS
PITCH TRIM Position

Indication
PITCH TRIM G Y displays
white.
Becomes amber in case of pitch
trim jam.
Position indication displays
green.
Becomes amber In case of
green and yellow system low
pressure.
Elevator Position
Indicator Displays white scale
and green index. Index
becomes amber when both
associated actuators are not
available.
F/CTL
GBY
SPD BRK
LAF DEGRADED
L
AIL
BG
ELAC 1
SEC 1
R
AIL
GB
PITCH TRIM GY
-1.8 UP
RUD
GBY
L
ELEV
BG
TAT +16
SAT +11
FLTECAM
GW 122400
C
C
R
ELEV
YB
01
H 51
LBS
PITCH TRIM Position

Indication
PITCH TRIM G Y displays
white.
Becomes amber in case of pitch
trim jam.
Position indication displays
green.
Becomes amber In case of
green and yellow system low
pressure.
Elevator Position
Indicator Displays white scale
and green index. Index
becomes amber when both
associated actuators are not
available.
Elevator Actuator Indication

Displays green. Becomes amber
when the associated actuator is
not available. Partially boxed
amber if associated computer
fails.
Elevator Actuator Indication

when the associated actuator is
not available. Partially boxed
amber if associated computer
fails.


27-57
JUN 97
27-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
A319/A320
FLIGHT CONTROLS
ECAM WHEEL PAGE

ECAM WHEEL PAGE

WHEEL
WHEEL
UP LOCK
UP LOCK
UP LOCK
UP LOCK
UP LOCK
UP LOCK
STEERING
L/G CTL
STEERING
L/G CTL
280
140
REL
A/SKID
ALTN BRK
140
140
280
140
REL
REL
A/SKID
ALTN BRK
140
140
REL
AUTO BRK
MED
AUTO BRK
MED
WHLPAGE
WHLPAGE

Displays same indications as on ECAM
FLT CTL page.

Displays same indications as on ECAM
FLT CTL page.
27-58
JUN 97
27-58
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
A319/A320
FLIGHT CONTROLS
FLAPS & SLATS INDICATIONS

Location: Upper ECAM
FLAPS & SLATS INDICATIONS

1.4
1.2
1.6
1.503
FLX
35C
1.223
F.F.
3400
LBS/H
3300
FOB: 29000 LBS
440
S
FLAP
S, F Indication
amber with:
- Loss of both supplying
hydraulic systems, except
on ground with both
engines shut down
- Application of wing tip
brakes
- Failure of slats or flaps
95.1
99.9+
LDG LT
UPRECAM
Selectable Positions
Display white. Not displayed in
clean configuration.
FLAPS Lever Position
Displays green when selected position (0,
1 + F, 1, 2, 3, or FULL) is reached. 0 not
displayed when clean configuration is
reached. Indication displays blue during
transit.
S (F) LOCKED indication appears amber
when wing tip brakes are applied or when
non-alignment between flaps is detected.
A-LOCK indication pulses amber when
the slat alphal speed lock function is
active.
JUN 97
1.6
1.503
FLX
F.F.
3400
Selected Position Triangle

Displays blue. Disappears
when selected position is
reached.
Actual Position Triangle
with:
- Loss of both supplying hydraulic
Systems, except on ground with
both engines shut down
- Application of wing tip brakes
27-59
LBS/H
3300
FOB: 29000 LBS
440
S
FLAP Indication
Displays when slats or
flaps not fully retracted.
White when selected position is reached
Blue when flaps or slats are
in transit
Becomes amber with:
on ground with both
engines shut down
brakes
35C
1.223
10
1.4
1.2
FLAP
S, F Indication
amber with:
on ground with both
engines shut down
brakes
10
95.1
99.9+
LDG LT
UPRECAM
Selectable Positions
Display white. Not displayed in
clean configuration.
FLAPS Lever Position
Displays green when selected position (0,
1 + F, 1, 2, 3, or FULL) is reached. 0 not
displayed when clean configuration is
reached. Indication displays blue during
transit.
S (F) LOCKED indication appears amber
when wing tip brakes are applied or when
non-alignment between flaps is detected.
A-LOCK indication pulses amber when
the slat alphal speed lock function is
active.
JUN 97
FLAP Indication
Displays when slats or
flaps not fully retracted.
White when selected position is reached
Blue when flaps or slats are
in transit
Becomes amber with:
on ground with both
engines shut down
brakes
Selected Position Triangle
Displays blue. Disappears
when selected position is
reached.
Actual Position Triangle
with:
- Loss of both supplying hydraulic
Systems, except on ground with
both engines shut down
- Application of wing tip brakes
27-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
FLIGHT CONTROLS
RUDDER REFERENCE MARK

Location: Tail Section
RUDDER REFERENCE MARK

Location: Tail Section
27-60
JUN 97
27-60
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
FLIGHT CONTROLS
CFDS - EFCS System/Report Test
CFDS - EFCS System/Report Test
MCDU MENU
< FMGC
< AIDS
< CFDS
RETURN >
CFDS MENU
< LAST LEGS REPORT
< AVIONICS STATUS
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< ELEC
< FIRE PROT
< RETURN
< FMGC
< AIDS
INST >
L/G >
NAV >
< CFDS
RETURN >

< EFCS 1
CFDS MENU
F/CTL
< LAST LEGS REPORT

< EFCS 2
< SFCC 1
< SFCC 2
< AVIONICS STATUS

< RETURN

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< ELEC
< FIRE PROT
< RETURN
INST >
L/G >
NAV >

< EFCS 1
F/CTL
< EFCS 2
< SFCC 1
< SFCC 2
< RETURN
27MCDU01
27MCDU01
JUN 97
A319/A320
27-61
JUN 97
27-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
A319/A320
FLIGHT CONTROLS
CFDS -EFCS System/Report Test (Cont.)
CFDS -EFCS System/Report Test (Cont.)
F/CTL
BITE MEMORY ACCESS
< EFCS 1
F/CTL
BITE MEMORY ACCESS
< EFCS 2
< EFCS 2
< SHOP ZONE
< SFCC 1
< SHOP ZONE
< SFCC 1
< SFCC 2
< SFCC 2
< GROUND SCAN

< CLASS 3 FAULTS
MEMORY >
DEC 17
XY- ABCD
LEG DATE UTC ATA
B HYD PRESS SW 10CE1
-07 DEC15 0855 27-92-18 >
ELAC 1
-09 DEC15 0650 27-93-34 >
< LAST LEG REPORT

< GROUND SCAN

< CLASS 3 FAULTS
TEST >
PRINT >
DEC 17
XY- ABCD
27-93-34
0855
FAIL 03 7 1 06
E8.19.00
INP1 XXXX XXXX XXXX XXXX
STS1 XXXX XXXX XXXX XXXX
PRINT >
< RETURN
EFCS 1
PRINT >
DEC 17
XY- ABCD
27-93-34
0855
FAIL 03 7 1 06
E8.19.00
PRINT >
< RETURN
27MCDU02
27MCDU02
27-62
PRINT >
< RETURN
DEC 17
XY- ABCD
LAST LEG REPORT
ATA
UTC
L SPLR 1 POS ERROR 31CE1
27-64-51 >
0927
SEC 1
27-93-34 >
0855
< RETURN
DEC 17
XY- ABCD
LEG DATE UTC ATA
B HYD PRESS SW 10CE1
-07 DEC15 0855 27-92-18 >
ELAC 1
-09 DEC15 0650 27-93-34 >
TEST >
EFCS 1
EFCS 1
EFCS 1
DEC 17
XY- ABCD
LAST LEG REPORT
ATA
UTC
L SPLR 1 POS ERROR 31CE1
27-64-51 >
0927
SEC 1
27-93-34 >
0855
MEMORY >
< RETURN
PRINT >
< RETURN
< RETURN
EFCS 1
EFCS 1
EFCS 1
EFCS 1
< LAST LEG REPORT
< RETURN
< RETURN
< RETURN
< RETURN
< RETURN
EFCS 1
EFCS 1

< EFCS 1
JUN 97
27-62
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
A319/A320
FLIGHT CONTROLS
CFDS - EFCS Test Menut
CFDS - EFCS Test Menut
TEST
TEST

< GROUND SCAN
< CLASS 3 FAULTS
EFCS 1
EFCS 1
EFCS 1
EFCS 1
< LAST LEG REPORT
< ELEVATOR DAMPING TEST
< LAST LEG REPORT

< ELEVATOR DAMPING TEST
< AILERON DAMPING TEST
< AILERON DAMPING TEST
< GROUND SCAN
MEMORY >
< CLASS 3 FAULTS
TEST >
MEMORY >
TEST >
< RETURN
< RETURN
TEST
POSSIBLE
EFCS 1
EFCS 1
AILERON DAMPING TEST
CAUTION: SURF WILL MOVE
- SELECT ELAC 1+2 ON
- SELECT SEC 1+2 ON
- SELECT BGY HYD PRESS
- SELECT ADIRU 1+2+3 OFF
< START LEFT AILERON TEST
< START RIGHT AIL TEST
< RETURN
TEST
POSSIBLE
EFCS 1
EFCS 1
BY FCDC
****
BY ELAC 1
****

CAUTION: SURF WILL MOVE
- SELECT ELAC 1+2 ON
- SELECT SEC 1+2 ON
- SELECT BGY HYD PRESS
- SELECT ADIRU 1+2+3 OFF
< START LEFT AILERON TEST
BY ELAC 2
< RETURN
****
< START RIGHT AIL TEST

AIL TEST NOT POSSIBLE
< RETURN

AIL TEST NOT POSSIBLE
BY FCDC
****
BY ELAC 1
****
BY ELAC 2
< RETURN
****
NOTE: * * * * CORRESPOND TO
A HEXADECIMAL CODE
NOTE: * * * * CORRESPOND TO
A HEXADECIMAL CODE
EFCS 1
EFCS 1
EFCS 1
EFCS 1

L AIL TEST OK
0.60
MINIMUM VALUE
1.12
B DAMP FACTOR UP
B DAMP FACTOR DOWN 0.87
0.94
G DAMP FACTOR UP
G DAMP FACTOR DOWN 0.81

R AIL TEST OK
0.60
MINIMUM VALUE
1.30
B DAMP FACTOR UP
1.01
G DAMP FACTOR UP
PRINT >
< RETURN

L AIL TEST OK
0.60
MINIMUM VALUE
1.12
B DAMP FACTOR UP
0.94
G DAMP FACTOR UP

R AIL TEST OK
0.60
MINIMUM VALUE
1.30
B DAMP FACTOR UP
1.01
G DAMP FACTOR UP
PRINT >
< RETURN
< RETURN
PRINT >
< RETURN
27MCDU03
27MCDU03
JUN 97
PRINT >
27-63
JUN 97
27-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
A319/A320
FLIGHT CONTROLS
CFDS - SFCC System/Report Test
CFDS - SFCC System/Report Test
< EFCS 1
F/CTL
< SLT
< SLT
< EFCS 2
TEST/RESET
SYSTEM DATA
< EFCS 1
FLP>
FLP>
FLP>
< SFCC 1
< SLT TROUB SH DATA
< SFCC 2
< SLT ON GRND FAULTS FLP>

< SLT CLASS 3 FAULTS FLP>
< RETURN
< RETURN
F/CTL
< SLT
< SLT
< EFCS 2
FLP>
< SFCC 1
< SLT TROUB SH DATA

< RETURN
< RETURN
SYSTEM STATUS SLAT
< SLT LAST LEG REP

< SLT PREV LEGS REP
FLP>
FLP>
FLP>
< SLT SYSTEM STATUS
FLP>
FLP>
< SLT CLASS 3 FAULTS
FLP>
FLP>
< SLT SYSTEM STATUS

< SLT CLASS 3 FAULTS
< RETURN
FLP>
DATE
UTC
ATA
SLT 1 PCU VALVE BLOCK 25CV

NOV14 0855 27-84-53
< RETURN
< RETURN
PRINT >
FLP>
DATE
UTC
ATA
SLT 1 PCU VALVE BLOCK 25CV

NOV14 0855 27-84-53
< RETURN
PRINT >
27MCDU04
27MCDU04
27-64
FLP>
SFCC 1
SFCC 1
SFCC 1
SYSTEM STATUS SLAT
FLP>
FLP>
FLP>
NEXT
PAGE
SFCC 1
FLP>
TEST/RESET
SYSTEM DATA
< SFCC 2
NEXT
PAGE
< SLT LAST LEG REP

< SLT PREV LEGS REP
SFCC 1
SFCC 1
JUN 97
27-64
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
A319/A320
FLIGHT CONTROLS
CFDS - SFCC Test Menu
CFDS - SFCC Test Menu
SFCC 1
SFCC 1
< SLT
< SLT
TEST/RESET
SYSTEM DATA
< SLT TROUB SH DATA
FLP>
FLP>
FLP>

< RETURN
< RETURN
< WTB / POB TEST

< SFCC TEST FAILURE
REPORT (MEMORY READ OUT)
< RETURN
< SLT
< SLT
PRINT >
< SLT TROUB SH DATA

PRINT >
< RETURN
< RETURN
< WTB / POB TEST

< SFCC TEST FAILURE
REPORT (MEMORY READ OUT)
SLAT WTB - RESET
< NOV 14 1900 SFCC-TEST

PERFORMED
< OCT 03 1316

< RETURN
< RETURN
PRINT >
PERFORMED
PWR UP TEST
PRINT >
< RETURN
PRINT >
27MCDU05
27MCDU05
JUN 97
< RETURN
SFCC 1
SLAT SFCC TEST

FAILURE REPORT
PWR UP TEST
PRINT >
PRINT >
SLAT WTB - RESET

CAUTION: SLATS WILL MOVE
ENSURE THAT SURFACE
MOVEMENT IS POSSIBLE
WITHOUT DANGER TO
PERSONNEL OR
AIRCRAFT OR
MECHANICAL SYSTEM
START WTB RESET
SFCC 1
SFCC 1
PRINT >
SFCC 1
SFCC 1
SLAT TEST/RESET
WTB-RESET >
< SFCC TEST
< RETURN
SLAT SFCC TEST

DATE: OCT 03
FAILURE REPORT
POWER UP TEST FAILURE
LT1: OUTOUT DISCRETES
LT2: OUTPUT DISCRETES
< RETURN
< RETURN
SLAT WTB - RESET
FLP>
FLP>
FLP>
SLAT WTB - RESET

CAUTION: SLATS WILL MOVE
ENSURE THAT SURFACE
MOVEMENT IS POSSIBLE
WITHOUT DANGER TO
PERSONNEL OR
AIRCRAFT OR
MECHANICAL SYSTEM
START WTB RESET
SFCC 1
SLAT SFCC TEST
FAILURE REPORT
< OCT 03 1316
TEST/RESET
SYSTEM DATA
SFCC 1
SFCC 1
SLAT TEST/RESET
WTB-RESET >
< SFCC TEST
SFCC 1
SFCC 1
SLAT SFCC TEST

DATE: OCT 03
FAILURE REPORT
POWER UP TEST FAILURE
LT1: OUTOUT DISCRETES
LT2: OUTPUT DISCRETES
27-65
JUN 97
27-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
A319/A320
FLIGHT CONTROLS
CFDS - SFCC Test (Cont.)
CFDS - SFCC Test (Cont.)
SFCC 1
SFCC 1
SFCC 1
SFCC 1
SLAT ARINC INPUT STATUS

ADIRU 1
OK
(VIA FLP)
ADIRU 2
LABEL 206 NO DATA
LABEL 241 NO DATA
SLAT ARINC INPUT STATUS

ADIRU 1
OK (VIA FLP)
ADIRU 2
LABEL 206 NO DATA
LABEL 241 NO DATA
< SLT
< SLT

CFDIU
OK (VIA FLP)
WRAP AROUND OK

CFDIU
OK (VIA FLP)
WRAP AROUND OK
< RETURN
< RETURN
< RETURN
< RETURN
< SLT
< SLT
TEST/RESET
SYSTEM DATA
< SLT TROUB SH DATA
FLP>
FLP>
FLP>
< SLT TROUB SH DATA
PRINT >
SYSTEM DATA SLAT

X-LINK INPUT >
PRINT >
SLAT X-LINK INPUT DATA

BIT NO.
9
15
21
27
32
I
I
I
I
I
LABEL 23
XXXXXXXXXXXXXXXXXXXXXXX
LABEL 6O
LABEL 61
< RETURN
PRINT >
SLAT PPU DATA [DEG]

UTC: 1900
DATE: NOV 14
LH APPU FPPU
RH APPU
272.5
272.1
272.3
C18HEX C1CHEX
C1AHEX
OTHER SFCC
RH APPU
LH APPU FPPU
272.4
272.1
272.3
C18HEX C1BHEX
C1AHEX
< RETURN
PRINT >
SLAT DISCRETE I/P STATUS

CSU TRACK
12345
SWITCH BANK A :$$$$$
SWITCH BANK B :$$$$$
DISCRETE I/P 1 :%%%%%%%%
YYYYYYYYYYYYYYYYYYYYYYY
AOG : $
SGOI : $
< RETURN
PRINT >
< ARINC 429 INPUT STATUS

< DISCRETE INPUTS
< RETURN
SFCC 1
PRINT >
SFCC 1
SYSTEM DATA SLAT

X-LINK INPUT >
PRINT >
SLAT X-LINK INPUT DATA

BIT NO.
9
15
21
27
32
I
I
I
I
I
LABEL 23
LABEL 6O
LABEL 61
< RETURN
PRINT >
SLAT PPU DATA [DEG]

UTC: 1900
DATE: NOV 14
LH APPU FPPU
RH APPU
272.5
272.1
272.3
C18HEX C1CHEX
C1AHEX
OTHER SFCC
RH APPU
LH APPU FPPU
272.4
272.1
272.3
C18HEX C1BHEX
C1AHEX
< RETURN
PRINT >
SLAT DISCRETE I/P STATUS

CSU TRACK
12345
SWITCH BANK A :$$$$$
SWITCH BANK B :$$$$$
YYYYYYYYYYYYYYYYYYYYYYY
AOG : $
SGOI : $
< RETURN
PRINT >
< PPU
< ARINC 429 INPUT STATUS

< DISCRETE INPUTS
< RETURN
SFCC 1
SFCC 1
SFCC 1
27MCDU06
27MCDU06
27-66
FLP>
FLP>
FLP>
SFCC 1
SFCC 1
SFCC 1
< PPU
TEST/RESET
SYSTEM DATA
JUN 97
27-66
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
A319/A320
FLIGHT CONTROLS
CFDS - SFCC Test Menu (Cont.)
CFDS - SFCC Test Menu (Cont.)
SFCC-1
SFCC-1
< SLT
< SLT
TEST/RESET
SYSTEM DATA
< SLT TROUB SH DATA
< SLT
< SLT
DATE
UTC
ATA
SLAT 1 WTB C/B 9CV
NOV14
2000
27-81-00
SFCC-1
TROUBLESHOOTING DATA
LEG DATE UTC ATA
<
SLT HALF SPEED
CHECK PCU 6001
001 1114 1530 27-84-51
<
SLT LH WTB GRN SOLENOID
35CV OR WIRING TO SLT2
002 1114 0655 27-81-51
PRINT >
< RETURN
< SLT TROUB SH DATA
< RETURN
PRINT >
ON GROUND FAILURES
FLP>
FLP>
FLP>
< RETURN
SFCC-1
SFCC-1
SLAT
LEG DATE UTC ATA
SLT HALF SPEED - CHECK PCU
001 1114
1530 27-84-51
CAS * * * * KTS
CAOA * * * * DEG
ACTUAL FPPU
* * * * DEG
COMMANDED FPPU * * * * DEG
OUTPUT L1: * * Hex L2: * * HEX
PRINT >
< RETURN
LEG DATE UTC ATA

<
SLT HALF SPEED
CHECK PCU 6001
001 1114
1530 27-84-51
<
SLT LH WTB GRN SOLENOID
35CV OR WIRING TO SLT2
002 1114
0655 27-81-51
PRINT >
< RETURN
DATE
UTC
ATA
SLAT 1 WTB C/B 9CV
NOV14
2000
27-81-00
< RETURN
PRINT >
SFCC-1
SLAT
LEG DATE UTC ATA
SLT HALF SPEED - CHECK PCU
001 1114
1530 27-84-51
CAS * * * * KTS
CAOA * * * * DEG
ACTUAL FPPU
* * * * DEG
COMMANDED FPPU * * * * DEG
OUTPUT L1: * * Hex L2: * * HEX
PRINT >
< RETURN
27MCDU07
27MCDU07
JUN 97
TEST/RESET
SYSTEM DATA


< RETURN
SFCC-1
SFCC-1
ON GROUND FAILURES
FLP>
FLP>
FLP>
27-67
JUN 97
27-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flight Deck Control & Indication
Flight Deck Control & Indication
27-68
A319/A320
FLIGHT CONTROLS
JUN 97
27-68
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Side Stick Components
Side Stick Components

JUN 97
A319/A320
27-69
JUN 97
27-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Speed Brake & Throttle Components
Speed Brake & Throttle Components
27-70
A319/A320
FLIGHT CONTROLS
JUN 97
27-70
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
LAF Components (A320)
LAF Components (A320)

JUN 97
A319/A320
FLIGHT CONTROLS
27-71
JUN 97
27-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pressure Switches & Accelerometers
Pressure Switches & Accelerometers
27-72
A319/A320
FLIGHT CONTROLS
JUN 97
27-72
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Rudder Pedal & Elevator Transducers
Rudder Pedal & Elevator Transducers

JUN 97
A319/A320
FLIGHT CONTROLS
27-73
JUN 97
27-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Rudder Transducer
Rudder Transducer
27-74
A319/A320
JUN 97
27-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Elevator Aileron Computer (ELAC)
Elevator Aileron Computer (ELAC)

JUN 97
A319/A320
FLIGHT CONTROLS
27-75
JUN 97
27-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Spoiler Elevator Computer (SEC)
27-76
A319/A320
FLIGHT CONTROLS
Spoiler Elevator Computer (SEC)
JUN 97
27-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Flight Control Data Concentrator (FCDC)

JUN 97
A319/A320
Flight Control Data Concentrator (FCDC)

27-77
JUN 97
27-77
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Aileron Servocontrols
27-78
A319/A320
Aileron Servocontrols
JUN 97
27-78
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Rudder Mechanical Control
Rudder Mechanical Control

JUN 97
A319/A320
FLIGHT CONTROLS
27-79
JUN 97
27-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Rudder Trim Componenets
Rudder Trim Componenets
27-80
A319/A320
FLIGHT CONTROLS
JUN 97
27-80
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Artificial Feel & Trim Unit
Artificial Feel & Trim Unit

JUN 97
A319/A320
FLIGHT CONTROLS
27-81
JUN 97
27-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Travel Limitation Unit
Travel Limitation Unit
27-82
A319/A320
JUN 97
27-82
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Rudder Servocontrols
Rudder Servocontrols
JUN 97
A319/A320
27-83
JUN 97
27-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Yaw Damper Servo-Actuator
Yaw Damper Servo-Actuator
27-84
A319/A320
FLIGHT CONTROLS
JUN 97
27-84
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Elevator Servocontrol
Elevator Servocontrol
JUN 97
A319/A320
27-85
JUN 97
27-85
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pitch Mechanical Control
Pitch Mechanical Control
27-86
A319/A320
FLIGHT CONTROLS
JUN 97
27-86
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Trimmable Horizontal Stabilizer Actuator (Sheet 1)

JUN 97
A319/A320
Trimmable Horizontal Stabilizer Actuator (Sheet 1)

27-87
JUN 97
27-87
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Trimmable Horizontal Stabalizer Actuator (Sheet 2)
27-88
A319/A320
JUN 97
27-88
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS

JUN 97
A319/A320
27-89
JUN 97
27-89
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Spoiler Servocontrol
Spoiler Servocontrol
27-90
A319/A320
JUN 97
27-90
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Slat/Flap Coammand Sensor Unit
Slat/Flap Coammand Sensor Unit

JUN 97
A319/A320
FLIGHT CONTROLS
27-91
JUN 97
27-91
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
27-92
A319/A320
FLIGHT CONTROLS
JUN 97
27-92
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flap System Components
Flap System Components

JUN 97
A319/A320
FLIGHT CONTROLS
27-93
JUN 97
27-93
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flap Steady Bearings & Torque Shafts
Flap Steady Bearings & Torque Shafts
27-94
A319/A320
FLIGHT CONTROLS
JUN 97
27-94
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flaps Power Control Unit (PCU)

JUN 97
A319/A320
FLIGHT CONTROLS
Flaps Power Control Unit (PCU)

27-95
JUN 97
27-95
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Flaps Feedback Position Pick-Off Unit (FPPU)
Flaps Feedback Position Pick-Off Unit (FPPU)
27-96
A319/A320
JUN 97
27-96
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Flap Actuator & Asymmetry Position Pick-Off Unit (APPU)
Flap Actuator & Asymmetry Position Pick-Off Unit (APPU)

JUN 97
A319/A320
27-97
JUN 97
27-97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Flap Wing Tip Brake
Flap Wing Tip Brake
27-98
A319/A320
JUN 97
27-98
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flap Interconnecting Strut
Flap Interconnecting Strut

JUN 97
A319/A320
FLIGHT CONTROLS
27-99
JUN 97
27-99
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flap & Flap Track Fairing
Flap & Flap Track Fairing
27-100
A319/A320
FLIGHT CONTROLS
JUN 97
27-100
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flap Carriages
Flap Carriages
JUN 97
A319/A320
FLIGHT CONTROLS
27-101
JUN 97
27-101
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Slat System Components
Slat System Components
27-102
A319/A320
FLIGHT CONTROLS
JUN 97
27-102
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Slat Steady Bearings & Torque Shafts

JUN 97
A319/A320
FLIGHT CONTROLS
Slat Steady Bearings & Torque Shafts

27-103
JUN 97
27-103
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Slat Power Control Unit (PCU)
Slat Power Control Unit (PCU)
27-104
A319/A320
FLIGHT CONTROLS
JUN 97
27-104
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Slat Asymmetry Position Pick-Off Unit (APPU)
Slat Asymmetry Position Pick-Off Unit (APPU)

JUN 97
A319/A320
27-105
JUN 97
27-105
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Slat Wing Tip Brake
Slat Wing Tip Brake
27-106
A319/A320
JUN 97
27-106
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FLIGHT CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Slat Actuator - Typical

JUN 97
A319/A320
Slat Actuator - Typical

27-107
JUN 97
27-107
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FLIGHT CONTROLS
/A321
COMPONENT LOCATIONS
FLIGHT CONTROLS
COMPONENT LOCATIONS
Slat & Track Fairing
27-108
A319/A320
Slat & Track Fairing
JUN 97
27-108
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
TABLE OF CONTENTS
FUEL
A319/A320
TABLE OF CONTENTS

Fuel System ...........................................................................................
FUEL SYSTEM ..........................................................................................
Storage ..................................................................................................
Tanks .....................................................................................................
Tank Venting System ............................................................................
Wing Center Tank External Ventilating System ..................................
Intercell Transfer ...................................................................................
Intercell Transfer System Schematic ....................................................
Fuel Recirculation - Cooling .................................................................
DISTRIBUTION .........................................................................................
Main Fuel Pump System .......................................................................
Main Fuel Pump Control Diagram .......................................................
Center Tank Pumps Control Logic .......................................................
APU Fuel Pump System .......................................................................
Crossfeed System ..................................................................................
Engine LP Fuel Shut Off .......................................................................
Refuel/Defuel System ...........................................................................
Refuel/Defuel System Fuel Flow Diagram ...........................................
Refuel Valve Control Diagram .............................................................
Auto Refuel Preselection & Quantity Indication Diagram ...................
APU LP Fuel Shut Off .........................................................................
APU LP Shut Off System Schematic ...................................................
INDICATING .............................................................................................
Quantity Indicating ...............................................................................
Fuel Quantity System Schematic (Sheet 1) ..........................................
Fuel Quantity Temperature System Diagram .......................................
Magnetic (Manual) Level Indicators ....................................................
Fuel Level Sensing System (FLSS) ......................................................
Fuel Level Sensing System Schematic .................................................
High Level Refuel Control Schematic ..................................................
Low Level Fuel Indication & Inter Cell Transfer Control Schematic ..
Center Tank Pump & Recirculation Control Schematic .......................
IDG Cooling Control Schematic ...........................................................
1
2
2
2
4
6
8
10
12
14
19
22
23
24
26
28
30
32
33
34
36
37
38
38
40
41
42
43
44
46
47
48
49
50

Fuel System ..........................................................................................
FUEL SYSTEM ..........................................................................................
Storage ..................................................................................................
Tanks .....................................................................................................
Tank Venting System ...........................................................................
Wing Center Tank External Ventilating System ..................................
Intercell Transfer ...................................................................................
Intercell Transfer System Schematic ....................................................
Fuel Recirculation - Cooling ................................................................
DISTRIBUTION .........................................................................................
Main Fuel Pump System .......................................................................
Main Fuel Pump Control Diagram .......................................................
Center Tank Pumps Control Logic .......................................................
APU Fuel Pump System .......................................................................
Crossfeed System ..................................................................................
Engine LP Fuel Shut Off ......................................................................
Refuel/Defuel System ...........................................................................
Refuel/Defuel System Fuel Flow Diagram ...........................................
Refuel Valve Control Diagram .............................................................
Auto Refuel Preselection & Quantity Indication Diagram ...................
APU LP Fuel Shut Off .........................................................................
APU LP Shut Off System Schematic ..................................................
INDICATING .............................................................................................
Fuel Quantity Temperature System Diagram .......................................
Magnetic (Manual) Level Indicators ....................................................
Fuel Level Sensing System (FLSS) ......................................................
Fuel Level Sensing System Schematic .................................................
High Level Refuel Control Schematic ..................................................
Low Level Fuel Indication & Inter Cell Transfer Control Schematic ..
Center Tank Pump & Recirculation Control Schematic .......................
IDG Cooling Control Schematic ..........................................................
1
2
2
2
4
6
8
10
12
14
19
22
23
24
26
28
30
32
33
34
36
37
38
38
40
41
42
43
44
46
47
48
49
50
JUN 97
28-i
JUN 97
28-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
TABLE OF CONTENTS
A319/A320
TABLE OF CONTENTS

REFUEL/DEFUEL CONTROL PANEL .................................................
FUEL PANEL .............................................................................................
ECAM FUEL PAGE ..................................................................................
ECAM UPPER DISPLAY - FUEL INDICATIONS ...............................
CFDS - Fuel System Report/Test (Sheet 1) ............................................
CFDS - Fuel System Report/Test (Sheet 2) .............................................
COMPONENT LOCATION
Tanks (Sheet 1) .............................................................................................
Tanks (Sheet 2) .............................................................................................
Water Drain Valves ......................................................................................
Vent System ..................................................................................................
Float Vent Valve ...........................................................................................
Vent Surge Tank............................................................................................
Overpressure Protector - Surge Tank ...........................................................
Overpressure Protector - Wing Tank Inner Cell ...........................................
Overpressure Protector - Center Tank ..........................................................
Overpressure Protector - Inner/Outer Cell ...................................................
Vent Protector ...............................................................................................
Center Tank Vapor Seal Area Venting .........................................................
Vent Drain Mast ...........................................................................................
Intercell Transfer System .............................................................................
Recirculation System ....................................................................................
Recirculation Check Valve ...........................................................................
Recirculation Pressure Holding Valve .........................................................
IDG Oil Thermocouple .................................................................................
Fuel Distribution (Sheet 1) ...........................................................................
Fuel Pump Canister & Strainer .....................................................................
Fuel Pump .....................................................................................................
Jet Pump .......................................................................................................
Check Valves ................................................................................................
Air Release Valve .........................................................................................
Aft Fuselage - APU Components .................................................................
Center Fuselage - APU Components ............................................................
APU Fuel Pump ............................................................................................
Crossfeed Valve ............................................................................................
LP Fuel Shut Off Valve ................................................................................
28-ii
FUEL
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89

REFUEL/DEFUEL CONTROL PANEL .................................................
FUEL PANEL .............................................................................................
ECAM FUEL PAGE ..................................................................................
ECAM UPPER DISPLAY - FUEL INDICATIONS ...............................
CFDS - Fuel System Report/Test (Sheet 1) ............................................
COMPONENT LOCATION
Tanks (Sheet 1) .............................................................................................
Tanks (Sheet 2) .............................................................................................
Water Drain Valves ......................................................................................
Vent System .................................................................................................
Float Vent Valve ..........................................................................................
Vent Surge Tank............................................................................................
Overpressure Protector - Surge Tank ...........................................................
Overpressure Protector - Wing Tank Inner Cell ..........................................
Overpressure Protector - Center Tank ..........................................................
Overpressure Protector - Inner/Outer Cell ...................................................
Vent Protector ...............................................................................................
Center Tank Vapor Seal Area Venting .........................................................
Vent Drain Mast ...........................................................................................
Intercell Transfer System .............................................................................
Recirculation System ....................................................................................
Recirculation Check Valve ...........................................................................
Recirculation Pressure Holding Valve .........................................................
IDG Oil Thermocouple ................................................................................
Fuel Pump Canister & Strainer ....................................................................
Fuel Pump .....................................................................................................
Jet Pump .......................................................................................................
Check Valves ................................................................................................
Air Release Valve .........................................................................................
Aft Fuselage - APU Components .................................................................
Center Fuselage - APU Components ............................................................
APU Fuel Pump ............................................................................................
Crossfeed Valve ...........................................................................................
LP Fuel Shut Off Valve ................................................................................
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
JUN 97
28-ii
JUN 97
51
52
53
55
56
57
58
51
52
53
55
56
57
58
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
TABLE OF CONTENTS
FUEL
A319/A320
TABLE OF CONTENTS

Refuel/Defuel System Components ..............................................................
Refuel/Defuel Coupling ................................................................................
Defuel/Transfer Valve ..................................................................................
Overwing Refuel Adaptor & Cap .................................................................
Air Inlet Valve & Fuel Drain Valve .............................................................
Refuel/Defuel Control Panel .........................................................................
APU LP Fuel Shut Off Valve .......................................................................
Quantity Indication Components ..................................................................
Cadensicon & Refuel/Control Panel .............................................................
Fuel Quantity Indication Computer ..............................................................
Manual Magnetic Indicator Locations ..........................................................
Manual Magnetic Indicator ...........................................................................
Attitude Monitor ...........................................................................................
Tank Fuel Level Sensing Components .........................................................
Fuel Level Sensing Computer ......................................................................
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104

Refuel/Defuel System Components .............................................................. 90
Refuel/Defuel Coupling ................................................................................ 91
Defuel/Transfer Valve .................................................................................. 92
Overwing Refuel Adaptor & Cap ................................................................. 93
Air Inlet Valve & Fuel Drain Valve ............................................................. 94
Refuel/Defuel Control Panel ......................................................................... 95
APU LP Fuel Shut Off Valve ....................................................................... 96
Quantity Indication Components .................................................................. 97
Cadensicon & Refuel/Control Panel ............................................................. 98
Fuel Quantity Indication Computer .............................................................. 99
Manual Magnetic Indicator Locations .......................................................... 100
Manual Magnetic Indicator ........................................................................... 101
Attitude Monitor ........................................................................................... 102
Tank Fuel Level Sensing Components ......................................................... 103
Fuel Level Sensing Computer ....................................................................... 104
JUN 97
28-iii
JUN 97
28-iii
JUN 97
Fuel System
28-1
JUN 97
APU
APU LP
VALVE
APU
PUMP
REFUELING
VALVE
DEFUELING/
TRANSFER
VALVE
2
1
INLET
VALVE
TRANSFER
VALVES
OUTER
WIN
TANK G
REFUELING
VALVE
REFUELING
COUPLING
SEQUENCE
VALVES
LP
VALVE
INLET
VALVE
TRANSFER
VALVES
REFUELING
VALVE
REFUELING
COUPLING
SEQUENCE
VALVES
INNER
WIN
TANK G
OUTER
WIN
TANK G
FUEL
REFUELING
COUPLING
REFUELING
VALVE
INE
ING L
EL
/DEFU
ELING
REFU
CENTER TANK
CROSSFEED VALVE
APU
APU LP
VALVE
APU
PUMP
REFUELING
VALVE
LP
VALVE
SEQUENCE
VALVES
LP
VALVE
LINE
INNER
WIN
TANK G
A319/A320 /A321
TRANSFER
VALVES
R WIN
OUTEANK
T
WING
INNER NK
TA
LING
EFUE
DEFUELING/
TRANSFER
VALVE
CROSSFEED VALVE
CENTER TANK
A318/
ING/D
EL
REFU
SEQUENCE
VALVES
LP
VALVE
WING
INNER NK
TA
FUEL
REFUELING
COUPLING
REFUELING
VALVE
TRANSFER
VALVES
G
R WIN
OUTEANK
T
UNITED AIRLINES
UNITED AIRLINES
A319/A320
Fuel System
28-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321

FUEL SYSTEM
The fuel system:
- keeps the fuel in the main fuel tanks and
the center tank,
- controls and supplies the fuel in the
correct quantities to the fuel tanks during
refuel operations,
- supplies the fuel to the engines,
- supplies the fuel to the Auxilary Power
Unit (APU),
- supplies the fuel to decrease the
temperature of the Integrated Drive
Generators,
- gives indications in the flight deck of the
system operation,
failures that could cause an unusual
condition.
Storage
The aircraft has three fuel tanks and two
vent surge tanks. The vent surge tanks are
temporary tanks for fuel that can get into
the tank venting system. The tanks are as
follows:
- a surge tank and a wing tank in each
wing,
- a LH And RH wing tank in the wings
- a center tank in the center wing.
The tank venting system makes sure the
air pressure in the fuel tanks (and the
surge tanks) keeps near to the ambient air
pressure. This prevents a large difference
between these pressures, which can cause
damage to the fuel tank/aircraft structure.
If a fuel tank overflows during a refuel or
a fuel transfer, the tank venting system
can contain this fuel. If the fuel flow is
more than it can contain, the tank venting
system lets this fuel go overboard.
The fuel or the fuel vapor that comes out
of the center tank is externally vented to
make sure that it does not go into the aircraft structure.
28-2
FUEL
A319/A320

The intercell transfer system controls the
movement of fuel from the wing tank
outer cell to the wing tank inner cell.
The intercell transfer system has two
valves in each of the wing tanks that open
and close to control the movement of the
fuel. The valve position is automatically
controlled by the Fuel Level Sensing Control Unit (FLSCU).
Some of the fuel supplied to the engine is
used to cool the oil of the Integrated Drive
Generator (IDG). The recirculation system
connects the hot fuel output from the
IDGs to the wing tanks.
Tanks
There is one fuel tank in each wing
(divided into an inner and outer cell) and
one in the center wing box. The total
usable fuel capacity is 6302 US gal.
There are also two vent surge tanks. The
vent surge tanks are located in each wing
outboard of the wing tank.
Each tank is part of the aircraft structure.
All the materials used to seal the tanks are
fully resistant to all the fuels and the fuel
additives.
The unusable fuel in the tanks, and the
system, is less than 0.25% of the total tank
capacity.
The fuel tanks and the vent surge tanks are
between the front and the rear spars of the
wing box, and the wing top and bottom
skins. Ribs connect the front spar to the
rear spar and divide the wing into compartments. Some of these ribs are sealed,
and therefore divide the wing box into the
different tanks. The tanks are located as
follows:
- the LH (RH) wing tank (inner cell) is
between RIB 1 and RIB 15,
- the LH (RH) wing tank (outer cell) is
JUN 97
FUEL SYSTEM
The fuel system:
- keeps the fuel in the main fuel tanks and
the center tank,
- controls and supplies the fuel in the
correct quantities to the fuel tanks during
refuel operations,
- supplies the fuel to the engines,
- supplies the fuel to the Auxilary Power
Unit (APU),
- supplies the fuel to decrease the
temperature of the Integrated Drive
Generators,
system operation,
failures that could cause an unusual
condition.
Storage
The aircraft has three fuel tanks and two
vent surge tanks. The vent surge tanks are
temporary tanks for fuel that can get into
the tank venting system. The tanks are as
follows:
- a surge tank and a wing tank in each
wing,
- a LH And RH wing tank in the wings
- a center tank in the center wing.
The tank venting system makes sure the
air pressure in the fuel tanks (and the
surge tanks) keeps near to the ambient air
pressure. This prevents a large difference
between these pressures, which can cause
damage to the fuel tank/aircraft structure.
If a fuel tank overflows during a refuel or
a fuel transfer, the tank venting system
can contain this fuel. If the fuel flow is
more than it can contain, the tank venting
system lets this fuel go overboard.
The fuel or the fuel vapor that comes out
of the center tank is externally vented to
make sure that it does not go into the aircraft structure.
28-2
The intercell transfer system controls the

movement of fuel from the wing tank
outer cell to the wing tank inner cell.
The intercell transfer system has two
valves in each of the wing tanks that open
and close to control the movement of the
fuel. The valve position is automatically
controlled by the Fuel Level Sensing Control Unit (FLSCU).
Some of the fuel supplied to the engine is
used to cool the oil of the Integrated Drive
Generator (IDG). The recirculation system
connects the hot fuel output from the
IDGs to the wing tanks.
Tanks
There is one fuel tank in each wing
(divided into an inner and outer cell) and
one in the center wing box. The total
usable fuel capacity is 6302 US gal.
There are also two vent surge tanks. The
vent surge tanks are located in each wing
outboard of the wing tank.
Each tank is part of the aircraft structure.
All the materials used to seal the tanks are
fully resistant to all the fuels and the fuel
additives.
The unusable fuel in the tanks, and the
system, is less than 0.25% of the total tank
capacity.
The fuel tanks and the vent surge tanks are
between the front and the rear spars of the
wing box, and the wing top and bottom
skins. Ribs connect the front spar to the
rear spar and divide the wing into compartments. Some of these ribs are sealed,
and therefore divide the wing box into the
different tanks. The tanks are located as
follows:
- the LH (RH) wing tank (inner cell) is
- the LH (RH) wing tank (outer cell) is
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321

- the LH (RH) vent surge tank is between
RIB 22 and RIB 26,
- all tanks are located between the front
and rear spars
- all tanks are between the wing top and
bottom skins.
Access to the wing and vent surge tanks is
through the access panels in the wing bottom skin.
The center tank is located between:
- RIB 1 (LH) and RIB 1 (RH),
- the front spar and the rear spar,
- the center wing top and bottom skins.
Access to the center tank is through the
access panels in the rear spar.

Each tank has one or more water drain
valves. These are used to drain the water
from the fuel in the fuel tanks and to drain
all residual fuel from the tank for maintenance. The water drain valves are installed
at the lowest part of each tank.
Clack valves are at the bottom of LH and
RH RIB 2. The clack valves in RIB 2 let
the fuel enter the area between RIB 1 and
RIB 2 but do not let fuel outboard of RIB
2. This makes sure that the main fuel
pumps are always in fuel.
- the LH (RH) vent surge tank is between

RIB 22 and RIB 26,
- all tanks are located between the front
and rear spars
- all tanks are between the wing top and
bottom skins.
Access to the wing and vent surge tanks is
through the access panels in the wing bottom skin.
The center tank is located between:
- RIB 1 (LH) and RIB 1 (RH),
- the front spar and the rear spar,
- the center wing top and bottom skins.
Access to the center tank is through the
access panels in the rear spar.
Fuel System - Tank Capacities
JUN 97
A319/A320
FUEL
Each tank has one or more water drain

valves. These are used to drain the water
from the fuel in the fuel tanks and to drain
all residual fuel from the tank for maintenance. The water drain valves are installed
at the lowest part of each tank.
Clack valves are at the bottom of LH and
RH RIB 2. The clack valves in RIB 2 let
the fuel enter the area between RIB 1 and
RIB 2 but do not let fuel outboard of RIB
2. This makes sure that the main fuel
pumps are always in fuel.
Fuel System - Tank Capacities
28-3
JUN 97
28-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321

Tank Venting System
The tank venting system keeps the air
pressure within the fuel tanks near atmospheric air pressure. This function prevents a large difference between these
pressures which could cause damage to
the fuel tank or aircraft structure. This
function is most important:
- during the refuel or defuel operations,
- when the aircraft climbs or descends.
The operation of the tank venting system
is fully automatic. There are no manual
controls.
The fuel tank venting system has these
components:
- vent protectors (flame arrestors),
- surge-tank overpressure protectors,
- wing tank overpressure protectors,
- center tank overpressure protectors,
- wing tank vent float valves,
- check valves.
The LH (RH) wing has a vent surge tank
(surge tank) between RIB 22 and RIB 26.
The vent surge tank is open to atmospheric pressure through a stack pipe
which is connected to a NACA duct. The
NACA duct is on an access panel on the
bottom of the vent surge tank. The vent
surge tank lets air flow through it in each
direction. It is also a temporary reservoir
for the fuel that can come into it from the
vent pipes. The vent surge tanks have a
capacity (before fuel can flow overboard)
of 50 US gal.
The vent protector is installed in the stack
pipe. If a ground fire occurs, it prevents
the ignition of the fuel vapor in the surge
tank (and therefore the entire tank venting
system). It also lets the air flow freely
through it in two directions, and prevents
ice formation.
28-4
FUEL
A319/A320

If a failure occurs in the fuel system
(which causes large quantities of fuel to
enter the surge tank), then the vent protector lets the fuel flow freely overboard.
The overpressure protector in the vent
surge tank makes sure the pressure in the
vent surge tank is not more than the specified limit. If the flow of air into (or out of)
the surge tank is blocked, the overpressure
protector breaks to release the pressure. If
fuel enters the vent surge tank and causes
the overpressure protector to break, then
this fuel will go overboard.
During flight, fuel can collect in the vent
surge tank. If this occurs, a jet pump
moves the fuel into the related wing tank
outer cell.
Each fuel tank has a vent pipe. The LH
wing tank and the CTR tank vent pipes
connect to the LH vent surge tank. The
RH wing tank vent pipe connects to the
RH vent surge tank.
The center tank has an overpressure protector installed on the inner face of LH
RIB 1. The overpressure protector makes
sure that the pressure in the center tank is
not more than the specified limit. If the
pressure in the center tank increases to a
specified value, the overpressure protector
breaks to release the pressure into the LH
wing tank.
Vent float valves connect the top portion
(normally air space) of the inner and outer
wing tanks. The the vent float valve consists of a body, an arm assembly, and a
float. The float assembly usually hangs
down which keeps the valve open. When
the fuel lifts the float assembly the valve
plate closes the valve.
JUN 97
Tank Venting System

The tank venting system keeps the air
pressure within the fuel tanks near atmospheric air pressure. This function prevents a large difference between these
pressures which could cause damage to
the fuel tank or aircraft structure. This
function is most important:
- during the refuel or defuel operations,
- when the aircraft climbs or descends.
The operation of the tank venting system
is fully automatic. There are no manual
controls.
The fuel tank venting system has these
components:
- vent protectors (flame arrestors),
- surge-tank overpressure protectors,
- wing tank overpressure protectors,
- center tank overpressure protectors,
- wing tank vent float valves,
- check valves.
The LH (RH) wing has a vent surge tank
(surge tank) between RIB 22 and RIB 26.
The vent surge tank is open to atmospheric pressure through a stack pipe
which is connected to a NACA duct. The
NACA duct is on an access panel on the
bottom of the vent surge tank. The vent
surge tank lets air flow through it in each
direction. It is also a temporary reservoir
for the fuel that can come into it from the
vent pipes. The vent surge tanks have a
capacity (before fuel can flow overboard)
of 50 US gal.
The vent protector is installed in the stack
pipe. If a ground fire occurs, it prevents
the ignition of the fuel vapor in the surge
tank (and therefore the entire tank venting
system). It also lets the air flow freely
through it in two directions, and prevents
ice formation.
28-4
If a failure occurs in the fuel system

(which causes large quantities of fuel to
enter the surge tank), then the vent protector lets the fuel flow freely overboard.
The overpressure protector in the vent
surge tank makes sure the pressure in the
vent surge tank is not more than the specified limit. If the flow of air into (or out of)
the surge tank is blocked, the overpressure
protector breaks to release the pressure. If
fuel enters the vent surge tank and causes
the overpressure protector to break, then
this fuel will go overboard.
During flight, fuel can collect in the vent
surge tank. If this occurs, a jet pump
moves the fuel into the related wing tank
outer cell.
Each fuel tank has a vent pipe. The LH
wing tank and the CTR tank vent pipes
connect to the LH vent surge tank. The
RH wing tank vent pipe connects to the
RH vent surge tank.
The center tank has an overpressure protector installed on the inner face of LH
RIB 1. The overpressure protector makes
sure that the pressure in the center tank is
not more than the specified limit. If the
pressure in the center tank increases to a
specified value, the overpressure protector
breaks to release the pressure into the LH
wing tank.
Vent float valves connect the top portion
(normally air space) of the inner and outer
wing tanks. The the vent float valve consists of a body, an arm assembly, and a
float. The float assembly usually hangs
down which keeps the valve open. When
the fuel lifts the float assembly the valve
plate closes the valve.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
Tank Vent System

JUN 97
A319/A320
FUEL
Tank Vent System

28-5
JUN 97
28-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321

Wing Center Tank External Ventilating System
The center tank external venting system:
- has a vapor seal membrane that seals the
bottom of the center tank from the air
conditioning compartment,
- lets a flow of air go through the space
between the membrane and the bottom
of the center tank to air through the drain
mast,
- lets fuel drain to air through the drain
mast.
Pressurized air from the air conditioning
system flows through the space between
the vapor seal and the center tank. A continuous flow of air is caused by the difference of air pressure between the air
conditioning system and the ambient air.
A system of drains at the rear of the vapor
seal move the drainage and ventilating
(exhaust) air through a drain mast. A leak
monitor in the drain line keeps a small
quantity of drainage for fuel leak analysis.
The vapor seal membrane is a sheet of
composite material (Gnome fabric with
Viton rubber) attached to "Z" members on
the underside of the tank with aluminum
clamp strips and bolts.
28-6
FUEL
A319/A320

Formed aluminum edge strips, seal the
membrane to the perimeter of the tank.
Aluminum fittings are used where the ventilating air supply pipe and the manual
magnetic indicator pass through the membrane.
The leak monitor has a spur pipe that connects to the drain line between the center
box and drain mast. A manually operated
check valve is installed on the end of the
spur pipe. The check valve lets a sample
of the drainage to be taken to show if there
is any fuel leakage from the root ribs of
the wing tank. The valve is operated to
release the fuel by depressing the valve
piston. This lifts the check valve and lets
the fluid flow through the outer valve
assembly.
The drain mast is an aluminum fairing
bolted to the underside of the fuselage.
The vapor seal drainpipe and the belly
fairing drain to atmosphere through the
drain mast.
NOTE: The shrouded APU fuel supply
line and the vapor seal drain pipe both
use the belly mounted drain mast.
JUN 97
Wing Center Tank External Ventilating System

The center tank external venting system:
- has a vapor seal membrane that seals the
bottom of the center tank from the air
conditioning compartment,
- lets a flow of air go through the space
between the membrane and the bottom
of the center tank to air through the drain
mast,
- lets fuel drain to air through the drain
mast.
Pressurized air from the air conditioning
system flows through the space between
the vapor seal and the center tank. A continuous flow of air is caused by the difference of air pressure between the air
conditioning system and the ambient air.
A system of drains at the rear of the vapor
seal move the drainage and ventilating
(exhaust) air through a drain mast. A leak
monitor in the drain line keeps a small
quantity of drainage for fuel leak analysis.
The vapor seal membrane is a sheet of
composite material (Gnome fabric with
Viton rubber) attached to "Z" members on
the underside of the tank with aluminum
clamp strips and bolts.
28-6
Formed aluminum edge strips, seal the

membrane to the perimeter of the tank.
Aluminum fittings are used where the ventilating air supply pipe and the manual
magnetic indicator pass through the membrane.
The leak monitor has a spur pipe that connects to the drain line between the center
box and drain mast. A manually operated
check valve is installed on the end of the
spur pipe. The check valve lets a sample
of the drainage to be taken to show if there
is any fuel leakage from the root ribs of
the wing tank. The valve is operated to
release the fuel by depressing the valve
piston. This lifts the check valve and lets
the fluid flow through the outer valve
assembly.
The drain mast is an aluminum fairing
bolted to the underside of the fuselage.
The vapor seal drainpipe and the belly
fairing drain to atmosphere through the
drain mast.
NOTE: The shrouded APU fuel supply
line and the vapor seal drain pipe both
use the belly mounted drain mast.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
Center Tank - Vapor Seal Area Venting
Center Tank - Vapor Seal Area Venting

JUN 97
A319/A320
FUEL
28-7
JUN 97
28-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321

Intercell Transfer
The wing tanks have an inner and an outer
cell that are divided by the sealed RIB 15.
The two intercell transfer valves in each
wing are near the bottom of RIB 15. Fuel
in the wing tank outer cell is moved to the
related inner cell by gravity when the
related intercell transfer valve(s) is (are)
open.
The intercell transfer system uses 2 transfer valves in each of the wing tanks. An
intercell transfer valve (LH and RH) is on
the outboard side of RIB 15 near the bottom of the rib and the wing front spar.
Another intercell transfer valve (LH and
RH) is on the inboard side of RIB 15 near
the bottom of the rib and the wing rear
spar.
The intercell transfer system uses 2 actuators for each of the wing tanks. An intercell transfer valve actuator (LH and RH) is
on the front face of the wing front spar.
Another intercell transfer valve actuator is
on the rear face of the wing rear spar. The
actuators can be replaced without access
to the related fuel tank.
28-8
FUEL
A319/A320

The intercell transfer system is controlled
automatically by the Fuel Level Sensing
Control Unit (FLSCU) and the Fuel Quantity Indicating Computer (FQIC). As soon
as one (2 per wing tank) low level sensor
becomes dry, one intercell transfer valve
(2 per wing tank) is signalled open. When
the second low level sensor becomes dry,
the second intercell transfer valve is signalled open. Once open, the intercell
transfer valves remain open until the next
refuel operation. At this time, the actuators
are sent a close signal by the FQIC.
Intercell transfer valve position information is sent to the Display Management
Computer (DMC) by the FQIC and the
FLSCU. The DMC sends intercell transfer
system and valve position data to the
ECAM. The intercell transfer valve position is shown on the SD FUEL page.
If specified failures occur:
- a warning is shown on the EWD,
- the Flight Warning Computer (FWC)
operates the audible warning and causes
the MASTER CAUT light to come on.
JUN 97
Intercell Transfer
The wing tanks have an inner and an outer
cell that are divided by the sealed RIB 15.
The two intercell transfer valves in each
wing are near the bottom of RIB 15. Fuel
in the wing tank outer cell is moved to the
related inner cell by gravity when the
related intercell transfer valve(s) is (are)
open.
The intercell transfer system uses 2 transfer valves in each of the wing tanks. An
intercell transfer valve (LH and RH) is on
the outboard side of RIB 15 near the bottom of the rib and the wing front spar.
Another intercell transfer valve (LH and
RH) is on the inboard side of RIB 15 near
the bottom of the rib and the wing rear
spar.
The intercell transfer system uses 2 actuators for each of the wing tanks. An intercell transfer valve actuator (LH and RH) is
on the front face of the wing front spar.
Another intercell transfer valve actuator is
on the rear face of the wing rear spar. The
actuators can be replaced without access
to the related fuel tank.
28-8
The intercell transfer system is controlled

automatically by the Fuel Level Sensing
Control Unit (FLSCU) and the Fuel Quantity Indicating Computer (FQIC). As soon
as one (2 per wing tank) low level sensor
becomes dry, one intercell transfer valve
(2 per wing tank) is signalled open. When
the second low level sensor becomes dry,
the second intercell transfer valve is signalled open. Once open, the intercell
transfer valves remain open until the next
refuel operation. At this time, the actuators
are sent a close signal by the FQIC.
Intercell transfer valve position information is sent to the Display Management
Computer (DMC) by the FQIC and the
FLSCU. The DMC sends intercell transfer
system and valve position data to the
ECAM. The intercell transfer valve position is shown on the SD FUEL page.
If specified failures occur:
- a warning is shown on the EWD,
- the Flight Warning Computer (FWC)
operates the audible warning and causes
the MASTER CAUT light to come on.
JUN 97
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Intercell Transfer System

JUN 97
A319/A320
FUEL

28-9
JUN 97
28-9
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Intercell Transfer System Schematic
Intercell Transfer System Schematic
28-10
A319/A320
FUEL
JUN 97
28-10
JUN 97
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/A321

Fuel Recirculation - Cooling
The Integrated Drive Generator (IDG) oil
cooling system uses part of the fuel supply
to each engine. During oil cooling the
temperature of the fuel increases. The fuel
used for the cooling system (recirculation
system) moves from the IDG cooling system to the wing tank.
Each engine has a recirculation pipe
which moves the warm fuel to the wing
tank. The interface between each IDG oil
cooling system and each recirculation pipe
is a fuel return valve (FRV).
The operation of the FRV is controlled by
the FULL Authority Digital Engine Control (FADEC) system.
The recirculation system has (for each
engine):
- a recirculation pipe,
- a recirculation check valve,
- a recirculation pressure holding valve.
28-12
FUEL
A319/A320

The recirculation pipe is between the FRV
and the pressure holding valve at the outboard face of RIB 17 in the wing tank.
Two holes, one each side of RIB 16, let
the warm fuel go into the wing tank outer
cell.
The recirculation check valve is attached
(through a mounting block and an insulating block) to the lower surface of the wing
bottom skin in the engine pylon. It connects the recirculation pipe from the
engine to the recirculation pipe in the
wing. When the recirculation system is not
in operation, it closes to prevent a fuel
flow from the wing tank to the engine.
The pressure holding valve is on an adaptor that attaches to the outboard face of
RIB 17. When the recirculation system is
in operation, the pressure holding valve
keeps a pressure of (15.5 psi) in the recirculation pipe. This pressure makes sure
that the warm fuel in the recirculation pipe
does not boil.
JUN 97
Fuel Recirculation - Cooling

The Integrated Drive Generator (IDG) oil
cooling system uses part of the fuel supply
to each engine. During oil cooling the
temperature of the fuel increases. The fuel
used for the cooling system (recirculation
system) moves from the IDG cooling system to the wing tank.
Each engine has a recirculation pipe
which moves the warm fuel to the wing
tank. The interface between each IDG oil
cooling system and each recirculation pipe
is a fuel return valve (FRV).
The operation of the FRV is controlled by
the FULL Authority Digital Engine Control (FADEC) system.
The recirculation system has (for each
engine):
- a recirculation pipe,
- a recirculation check valve,
- a recirculation pressure holding valve.
28-12
The recirculation pipe is between the FRV

and the pressure holding valve at the outboard face of RIB 17 in the wing tank.
Two holes, one each side of RIB 16, let
the warm fuel go into the wing tank outer
cell.
The recirculation check valve is attached
(through a mounting block and an insulating block) to the lower surface of the wing
bottom skin in the engine pylon. It connects the recirculation pipe from the
engine to the recirculation pipe in the
wing. When the recirculation system is not
in operation, it closes to prevent a fuel
flow from the wing tank to the engine.
The pressure holding valve is on an adaptor that attaches to the outboard face of
RIB 17. When the recirculation system is
in operation, the pressure holding valve
keeps a pressure of (15.5 psi) in the recirculation pipe. This pressure makes sure
that the warm fuel in the recirculation pipe
does not boil.
JUN 97
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Fuel Recirculation-Cooling System
Fuel Recirculation-Cooling System

JUN 97
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FUEL
28-13
JUN 97
28-13
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DISTRIBUTION
The fuel distribution system is in three
parts. These are the supply to the engine,
the supply to the Auxiliary Power Unit
(APU), and the refuel/defuel system.
The main fuel pump system moves the
fuel from the fuel tanks to the engines.
The system has two main fuel pumps
(main pumps) in each wing and two main
pumps in the center tank. The wing tank
pumps operate continuously at the same
time. If a wing tank pump has a failure (or
is set to OFF) the other pump automatically supplies fuel. The center tank pumps
are set to on or off (by the Fuel Level
Sensing Control Units or FLSCUs) when
the wing tank fuel is at specified levels.
The closed crossfeed system divides the
engine supply system into two parts. Each
part contains three main fuel pumps which
supply one engine. When the crossfeed
valve is open, it is possible for one fuel
pump to supply fuel to the two engines.
An air release valve automatically releases
air from each of the engine supply pipes.
The engine LP fuel shut off system has
one LP fuel valve for each engine. When
necessary, each LP valve isolates its
engine from the fuel supply. The related
ENG MASTER switch controls the operation of the LP valve. When the related
engine FIRE push-button switch is pushed
(in), the LP valve closes.
28-14
FUEL
A319/A320

The APU fuel supply system has a fuel
pump on the center tank rear spar. The
APU fuel pump supplies the fuel to the
APU as required, normally from the left
wing tank.
When the crossfeed valve is open any fuel
tank can supply fuel to the APU.
The APU LP fuel shut off system has an
LP fuel valve that controls the supply of
fuel to the APU. If an APU fire occurs, the
APU emergency shut down system closes
the LP fuel valve to stop the flow of fuel.
The APU fuel system also has a vent and
drain valve and an LP fuel switch installed
in the tail cone.
The Refuel/Defuel system controls the
flow of fuel into or out of the aircraft. A
refuel/defuel control panel in the leading
edge of the right hand wing controls the
refuel/defuel operation.
There is a refuel/defuel coupling (installed
in the leading edge of the RH wing) that is
the interface between the refuel/defuel
system and the external fuel source. A
refuel/defuel gallery connects the refuel/
defuel coupling to the fuel tanks.
There is an overwing refuel adaptor in the
top surface of each wing. The overwing
refuel adaptor allows refueling of the aircraft when the refuel/defuel coupling cannot be used.
JUN 97
DISTRIBUTION
The fuel distribution system is in three
parts. These are the supply to the engine,
the supply to the Auxiliary Power Unit
(APU), and the refuel/defuel system.
The main fuel pump system moves the
The system has two main fuel pumps
(main pumps) in each wing and two main
pumps in the center tank. The wing tank
pumps operate continuously at the same
time. If a wing tank pump has a failure (or
is set to OFF) the other pump automatically supplies fuel. The center tank pumps
are set to on or off (by the Fuel Level
Sensing Control Units or FLSCUs) when
the wing tank fuel is at specified levels.
The closed crossfeed system divides the
engine supply system into two parts. Each
part contains three main fuel pumps which
supply one engine. When the crossfeed
valve is open, it is possible for one fuel
pump to supply fuel to the two engines.
An air release valve automatically releases
air from each of the engine supply pipes.
The engine LP fuel shut off system has
one LP fuel valve for each engine. When
necessary, each LP valve isolates its
engine from the fuel supply. The related
ENG MASTER switch controls the operation of the LP valve. When the related
engine FIRE push-button switch is pushed
(in), the LP valve closes.
28-14
The APU fuel supply system has a fuel

pump on the center tank rear spar. The
APU fuel pump supplies the fuel to the
APU as required, normally from the left
wing tank.
When the crossfeed valve is open any fuel
tank can supply fuel to the APU.
The APU LP fuel shut off system has an
LP fuel valve that controls the supply of
fuel to the APU. If an APU fire occurs, the
APU emergency shut down system closes
the LP fuel valve to stop the flow of fuel.
The APU fuel system also has a vent and
drain valve and an LP fuel switch installed
in the tail cone.
The Refuel/Defuel system controls the
flow of fuel into or out of the aircraft. A
refuel/defuel control panel in the leading
edge of the right hand wing controls the
refuel/defuel operation.
There is a refuel/defuel coupling (installed
in the leading edge of the RH wing) that is
the interface between the refuel/defuel
system and the external fuel source. A
refuel/defuel gallery connects the refuel/
defuel coupling to the fuel tanks.
There is an overwing refuel adaptor in the
top surface of each wing. The overwing
refuel adaptor allows refueling of the aircraft when the refuel/defuel coupling cannot be used.
JUN 97
UNITED AIRLINES
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Fuel Distribution (Sheet 1)
JUN 97
A319/A320
FUEL

28-15
JUN 97
28-15
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28-16
A319/A320
FUEL
JUN 97
28-16
JUN 97
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FUEL
A319/A320 /A321

JUN 97
A319/A320
FUEL

28-17
JUN 97
28-17
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28-18
A319/A320
FUEL
JUN 97
28-18
JUN 97
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FUEL
A319/A320 /A321

Main Fuel Pump System
The main fuel pump system supplies the
The system has six main fuel pumps (main
pumps):
- two in each wing tank,
- two in the center tank.
The main pumps in each wing operate
together continuously to supply fuel to
their related engine.
The main pumps in the center tank are
normally controlled by the Fuel Level
Sensing Control Units (FLSCUs). They
supply fuel to their related engine during
flight when the center tank low level sensors are covered with fuel. The wing tank
pumps each have a sequence valve that
makes sure the center tank fuel is supplied
to the engines first.
The sequence valves reduce the output of
the wing tank pumps to 25 psi. Center tank
pumps produce 30 psi and therefore will
supply fuel if center and wing tank pumps
are operating at the same time.
In normal flight operations, the MODE
SEL is set to AUTO and all 6 fuel pumps
are selected on. Center pump operation is
inhibited when the slats are extended. At
engine start up, with the slats extended,
the center tank fuel pumps run (provided
the low level sensors are wet with fuel).
Two minutes after the engine reaches idle,
the center tank fuel pumps are shut off by
the automatic fuel feed system. The center
tank pumps will not run again until the
slats are retracted.
JUN 97
FUEL
A319/A320

After take off with the slats retracted, a
center tank pump will not run if both wing
FULL LVL sensors in the related wing
tank are covered with fuel. The pump will
run when one FULL LVL sensor and one
UNDERFULL sensor in the related tank
are uncovered. Once the center tank pump
begins to run, it will operated until a center tank LO LVL sensor becomes dry.
This begins a 5 minute time delay. At the
end of the five minute delay, the center
tank pump stops.
Selecting MAN on the MODE SEL pushbutton allows manual control of the center
tank pumps with the CTR TK PUMP
switches.
The crossfeed system, when closed,
divides the main fuel pump system into
two parts, one part for each engine. If one
wing tank main pump has a failure (or it is
set to OFF) the other will continue to supply fuel to its related engine.
When the crossfeed system is open, it is
possible for one fuel pump to supply fuel
to the two engines.
When it is in operation, each main pump
supplies the fuel to:
- its related engine,
- the crossfeed system,
- the refuel/defuel system (for pressure
defuel).
28-19

The main fuel pump system supplies the
The system has six main fuel pumps (main
pumps):
- two in each wing tank,
- two in the center tank.
The main pumps in each wing operate
together continuously to supply fuel to
their related engine.
The main pumps in the center tank are
normally controlled by the Fuel Level
Sensing Control Units (FLSCUs). They
supply fuel to their related engine during
flight when the center tank low level sensors are covered with fuel. The wing tank
pumps each have a sequence valve that
makes sure the center tank fuel is supplied
to the engines first.
The sequence valves reduce the output of
the wing tank pumps to 25 psi. Center tank
pumps produce 30 psi and therefore will
supply fuel if center and wing tank pumps
are operating at the same time.
In normal flight operations, the MODE
SEL is set to AUTO and all 6 fuel pumps
are selected on. Center pump operation is
inhibited when the slats are extended. At
engine start up, with the slats extended,
the center tank fuel pumps run (provided
the low level sensors are wet with fuel).
Two minutes after the engine reaches idle,
the center tank fuel pumps are shut off by
the automatic fuel feed system. The center
tank pumps will not run again until the
slats are retracted.
JUN 97
After take off with the slats retracted, a

center tank pump will not run if both wing
FULL LVL sensors in the related wing
tank are covered with fuel. The pump will
run when one FULL LVL sensor and one
UNDERFULL sensor in the related tank
are uncovered. Once the center tank pump
begins to run, it will operated until a center tank LO LVL sensor becomes dry.
This begins a 5 minute time delay. At the
end of the five minute delay, the center
tank pump stops.
Selecting MAN on the MODE SEL pushbutton allows manual control of the center
tank pumps with the CTR TK PUMP
switches.
The crossfeed system, when closed,
two parts, one part for each engine. If one
wing tank main pump has a failure (or it is
set to OFF) the other will continue to supply fuel to its related engine.
When the crossfeed system is open, it is
possible for one fuel pump to supply fuel
to the two engines.
When it is in operation, each main pump
supplies the fuel to:
- its related engine,
- the crossfeed system,
- the refuel/defuel system (for pressure
defuel).
28-19
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Each wing tank has a closed area which is
a collector cell. The collector cell is made
between RIB 1 and RIB 2 by clack valves
in the bottom of RIB 2. The clack valves
let the fuel go into the collector cells but
do not let the fuel go out. The collector
cells make sure that the main pumps are
always fully in fuel during all flight
maneuvers. In the collector cells are:
- two fuel pump canisters and their related
fuel pump elements (which together
make the wing tank main pumps),
- two fuel strainers,
- a suction valve,
- two check valves.
The wing tank pump canisters are attached
to the wing bottom skin and fully contain
the fuel pump element. The engine feed
outlet from each canister has an internal
check valve.
The check valves are in the line to the
scavenge jet pumps. The check valves
make sure that the fuel cannot enter a
main pump that is set to off.
The center tank pump canisters are
attached to the center tank bottom skin
and fully contain the fuel pump element.
The engine feed outlet from each canister
has an internal check valve to make sure
that the fuel cannot enter a main pump that
is set to off.
The canister makes it possible to replace
the fuel pump element when there is fuel
in the tank. When the fuel pump element
is replaced, the internal check valve, the
second check valve, and a slide valve, seal
the canister.
28-20
FUEL
A319/A320

Pressure switches monitor the output pressure of the fuel pumps. They are installed
on the rear face of the wing and center
tank rear spar. A banjo-connection and
pressure pipe connect the pressure switch
to the fuel pump. If the pressure from the
main pump decreases to less than 6.0 psi,
the pressure switch:
- puts on the amber FAULT light in the
related main pump P/BSW,
- sends a signal to the Fuel Level Sensing
Control Unit (FLSCU),
- sends a signal to the ECAM system.
A suction valve is in the engine feed line
in each of the collector cells. The suction
valve lets fuel be supplied to the engines
by gravity if all the main pumps fail.
The scavenge jet pumps are in the wing
tank on the rear spar between RIB 15 and
RIB 16. The scavenge jet pumps move
fuel that has entered the related surge tank
(through the venting system) to the rear
intercell transfer valves.
Check valves are in the fuel line between
the surge tank and the related jet pump.
They make sure that fuel cannot enter the
surge tank through the related jet pump if
the main pumps fail or are set to OFF.
The scavenge jet pumps move fuel and
water caught in the wing tank outer cell to
the rear intercell transfer valve.
The scavenge jet pumps are in the center
tank on the rear spar. They move fuel and
water caught in the center tank to the
related center tank main pump inlet.
JUN 97
Each wing tank has a closed area which is

a collector cell. The collector cell is made
between RIB 1 and RIB 2 by clack valves
in the bottom of RIB 2. The clack valves
let the fuel go into the collector cells but
do not let the fuel go out. The collector
cells make sure that the main pumps are
always fully in fuel during all flight
maneuvers. In the collector cells are:
- two fuel pump canisters and their related
fuel pump elements (which together
make the wing tank main pumps),
- two fuel strainers,
- a suction valve,
- two check valves.
The wing tank pump canisters are attached
to the wing bottom skin and fully contain
the fuel pump element. The engine feed
outlet from each canister has an internal
check valve.
The check valves are in the line to the
scavenge jet pumps. The check valves
make sure that the fuel cannot enter a
main pump that is set to off.
The center tank pump canisters are
attached to the center tank bottom skin
and fully contain the fuel pump element.
The engine feed outlet from each canister
has an internal check valve to make sure
that the fuel cannot enter a main pump that
is set to off.
The canister makes it possible to replace
the fuel pump element when there is fuel
in the tank. When the fuel pump element
is replaced, the internal check valve, the
second check valve, and a slide valve, seal
the canister.
28-20
Pressure switches monitor the output pressure of the fuel pumps. They are installed
on the rear face of the wing and center
tank rear spar. A banjo-connection and
pressure pipe connect the pressure switch
to the fuel pump. If the pressure from the
main pump decreases to less than 6.0 psi,
the pressure switch:
- puts on the amber FAULT light in the
related main pump P/BSW,
- sends a signal to the Fuel Level Sensing
Control Unit (FLSCU),
- sends a signal to the ECAM system.
A suction valve is in the engine feed line
in each of the collector cells. The suction
valve lets fuel be supplied to the engines
by gravity if all the main pumps fail.
The scavenge jet pumps are in the wing
tank on the rear spar between RIB 15 and
RIB 16. The scavenge jet pumps move
fuel that has entered the related surge tank
(through the venting system) to the rear
intercell transfer valves.
Check valves are in the fuel line between
the surge tank and the related jet pump.
They make sure that fuel cannot enter the
surge tank through the related jet pump if
the main pumps fail or are set to OFF.
The scavenge jet pumps move fuel and
water caught in the wing tank outer cell to
the rear intercell transfer valve.
The scavenge jet pumps are in the center
tank on the rear spar. They move fuel and
water caught in the center tank to the
related center tank main pump inlet.
JUN 97
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JUN 97
A319/A320
FUEL
28-21
JUN 97
28-21
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Main Fuel Pump Control Diagram
Main Fuel Pump Control Diagram
28-22
A319/A320
FUEL
JUN 97
28-22
JUN 97
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Center Tank Pumps Control Logic
Center Tank Pumps Control Logic

JUN 97
A319/A320
FUEL
28-23
JUN 97
28-23
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APU Fuel Pump System
The APU fuel pump system supplies the
necessary fuel to operate the APU in all
operation conditions
The APU fuel supply is tapped from the
engine feed line. The fuel pressure for the
APU comes from either the engine fuel
pumps or the APU fuel pump. The APU
pump element is mounted in a canister. It
is not necessary to drain the cross feed line
when removing APU pump from the canister.
The pump, together with the pump pressure switch, is attached to the rear spar of
the center tank. The pump is installed in
the APU fuel supply line which is connected to the left hand engine feed line.
The APU usually takes its supply from the
left hand engine feed line.
When the cross feed valve is open, the
right hand engine feed line can also supply
28-24
FUEL
A319/A320

the APU fuel supply line. The operation of
the pump is fully automatic. The adjacent
pressure switch controls the operation and
monitors the pump inlet pressure.
When the aircraft is on the ground, the
pump can be operated to purge the fuel
line. A push-button switch on FR 80 in the
APU compartment is used to operate the
pump.
The pump runs as long as the push-button
is pressed. There is no pump indication.
The fuel crossfeed line pressure switch
controls the operation of the APU fuel
pump. The APU fuel pump runs when the
pump inlet (crossfeed line) pressure is
lower than 21.8 psi and stops when the
pressure is above 23.2 psi.
APU fuel pump is supplied by the AC
essential shed bus or the batteries via the
static inverter.
JUN 97
APU Fuel Pump System

The APU fuel pump system supplies the
necessary fuel to operate the APU in all
operation conditions
The APU fuel supply is tapped from the
engine feed line. The fuel pressure for the
APU comes from either the engine fuel
pumps or the APU fuel pump. The APU
pump element is mounted in a canister. It
is not necessary to drain the cross feed line
when removing APU pump from the canister.
The pump, together with the pump pressure switch, is attached to the rear spar of
the center tank. The pump is installed in
the APU fuel supply line which is connected to the left hand engine feed line.
The APU usually takes its supply from the
left hand engine feed line.
When the cross feed valve is open, the
right hand engine feed line can also supply
28-24
the APU fuel supply line. The operation of

the pump is fully automatic. The adjacent
pressure switch controls the operation and
monitors the pump inlet pressure.
pump can be operated to purge the fuel
line. A push-button switch on FR 80 in the
APU compartment is used to operate the
pump.
The pump runs as long as the push-button
is pressed. There is no pump indication.
The fuel crossfeed line pressure switch
controls the operation of the APU fuel
pump. The APU fuel pump runs when the
pump inlet (crossfeed line) pressure is
lower than 21.8 psi and stops when the
pressure is above 23.2 psi.
APU fuel pump is supplied by the AC
essential shed bus or the batteries via the
static inverter.
JUN 97
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APU Fuel Pump Schematic
APU Fuel Pump Schematic

JUN 97
A319/A320
FUEL
28-25
JUN 97
28-25
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Crossfeed System
The valve of the crossfeed system is usually closed, and in this configuration it
two parts (one part for each engine).
When the crossfeed valve is open, the two
fuel supplies are connected together,
therefore the two engines can be supplied
with fuel from one of the wing tanks or
from the two wing tanks.
The crossfeed valve is electrically controlled and is operated with the X FEED
push-button switch. The X FEED pushbutton switch is installed in the flight deck
on the fuel control panel 40VU.
28-26
FUEL
A319/A320

The Engine/Warning Display (EWD) and
the System Display (SD) (which together
comprise ECAM) give crossfeed information to the crew. If specified failures
occur:
- a warning is given on the EWD,
- the FUEL page is displayed on the SD.
When necessary, the crew can make a
selection on the ECAM control panel to
look at the FUEL page.
JUN 97
Crossfeed System
The valve of the crossfeed system is usually closed, and in this configuration it
two parts (one part for each engine).
When the crossfeed valve is open, the two
fuel supplies are connected together,
therefore the two engines can be supplied
with fuel from one of the wing tanks or
from the two wing tanks.
The crossfeed valve is electrically controlled and is operated with the X FEED
push-button switch. The X FEED pushbutton switch is installed in the flight deck
on the fuel control panel 40VU.
28-26

comprise ECAM) give crossfeed information to the crew. If specified failures
occur:
- the FUEL page is displayed on the SD.
look at the fuel page.
JUN 97
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Crossfeed System Control Diagram
Crossfeed System Control Diagram

JUN 97
A319/A320
FUEL
28-27
JUN 97
28-27
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/A321

Engine LP Fuel Shut Off
The engine LP fuel shut off system controls the LP fuel valves. Each LP fuel
valve isolates its engine from the fuel supply at the front spar.
The related ENG MASTER switch controls the operation of the LP fuel valve.
But if the related engine FIRE PUSH
switch is operated the LP fuel valve
closes.
NOTE: If the LP fuel valve of one
engine is closed, all the fuel in the aircraft is still available to the other
engine.
make the ECAM) give engine LP fuel shut
off information to the crew. If specified
failures occur:
- the FUEL page shows on the SD.
The LP fuel shut off system has two independent electrical control circuits for each
LP fuel valve. They connect through a
control relay to these related switches:
- the ENG MASTER switch,
- the FIRE PUSH switch.
The LP fuel valve is in the fuel supply line
to its related engine. The LP fuel valve is
usually open and in this configuration lets
fuel through to its related engine.
28-28
FUEL
A319/A320

When one of the LP fuel valves is closed,
the fuel is isolated from that LP fuel valve
related engine. The LP fuel valve is
installed between the engine pylon and the
front face of the wing front spar (between
RIB 8 and RIB 9).
Each LP valve has an actuator. When the
actuator is energized, it moves the LP
valve to the open or closed position. A Vband clamp attaches the actuator to the LP
valve.
Each actuator has two motors, which get
their power supply from different sources:
- the 28VDC BATT BUS supplies motor 1
- the 28VDC BUS 2 supplies motor 2.
If damage occurs to the electrical circuit, it
is necessary to make sure that the valve
can still operate. Therefore the electrical
supply to each motor goes through a different routing. The routing for motor 1 is
along the front spar. The routing for motor
2 is along the rear spar and then forward
through the flap track fairing at RIB 6.
The actuators send position data to the
System Data Acquisition Concentrators
(SDAC 1 and SDAC 2). The SDACs process the data and send it to ECAM which
shows the information on the FUEL page.
JUN 97
Engine LP Fuel Shut Off

The engine LP fuel shut off system controls the LP fuel valves. Each LP fuel
valve isolates its engine from the fuel supply at the front spar.
The related ENG MASTER switch controls the operation of the LP fuel valve.
But if the related engine FIRE PUSH
switch is operated the LP fuel valve
closes.
NOTE: If the LP fuel valve of one
engine is closed, all the fuel in the aircraft is still available to the other
engine.
make the ECAM) give engine LP fuel shut
off information to the crew. If specified
failures occur:
- the FUEL page shows on the SD.
The LP fuel shut off system has two independent electrical control circuits for each
LP fuel valve. They connect through a
control relay to these related switches:
- the ENG MASTER switch,
- the FIRE PUSH switch.
The LP fuel valve is in the fuel supply line
to its related engine. The LP fuel valve is
usually open and in this configuration lets
fuel through to its related engine.
28-28
When one of the LP fuel valves is closed,

the fuel is isolated from that LP fuel valve
related engine. The LP fuel valve is
installed between the engine pylon and the
front face of the wing front spar (between
RIB 8 and RIB 9).
Each LP valve has an actuator. When the
actuator is energized, it moves the LP
valve to the open or closed position. A Vband clamp attaches the actuator to the LP
valve.
Each actuator has two motors, which get
their power supply from different sources:
- the 28VDC BATT BUS supplies motor 1
- the 28VDC BUS 2 supplies motor 2.
If damage occurs to the electrical circuit, it
is necessary to make sure that the valve
can still operate. Therefore the electrical
supply to each motor goes through a different routing. The routing for motor 1 is
along the front spar. The routing for motor
2 is along the rear spar and then forward
through the flap track fairing at RIB 6.
The actuators send position data to the
System Data Acquisition Concentrators
(SDAC 1 and SDAC 2). The SDACs process the data and send it to ECAM which
shows the information on the FUEL page.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
Engine LP Fuel Shut Off System Control Diagram
Engine LP Fuel Shut Off System Control Diagram

JUN 97
A319/A320
FUEL
28-29
JUN 97
28-29
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FUEL
/A321

Refuel/Defuel System
The refuel/defuel system controls the flow
of fuel into or out of the aircraft. A refuel/
defuel operation is controlled from the
refuel/defuel control panel in the RH wing
leading edge. Access to the refuel/defuel
control panel is through a quick release
door. A microswitch on the control panel
is activated when the door is opened and
provides DC power for refueling. This
panel controls the operation of:
- an automatic or manual pressure refuel,
- a pressure defuel (together with the main
fuel pumps).
There is a refuel/defuel coupling (also in
the leading edge of the RH wing) that is
the interface between the fuel tanks and
the external fuel source. The refuel/defuel
coupling is attached to the forward face of
the RH wing front spar, between RIB 14
and RIB 15. The refuel/defuel coupling
cap is installed on the refuel/defuel coupling.
There are two different procedures to
refuel the aircraft. These are pressure refueling (automatic or manual) and overwing
refueling.
Fuel can be removed from the fuel tanks
by the main fuel pumps and is supplied to
the refuel/defuel coupling where it can be
removed from the aircraft. The defuel/
transfer valve, when open, connects the
main fuel pump system to the refuel/
defuel system.
The refuel valve is the interface between
the refuel gallery and the related fuel tank.
The valve is controlled by a solenoid, but
operated by fuel pressure. When the solenoid is energized and refuel pressure is
supplied, the valve opens. The refuel
valve has a manual override button.
28-30
FUEL
A319/A320

If the solenoid does not operate correctly,
the manual override button can be used to
open the valve. For wing tanks, the valve
is behind the access panel on the leading
edge of the wing in the refuel valve canister. For the center tank, the valve is
installed on the rear spar of the center tank
in the refuel valve canister.
The defuel/transfer valve is on the rear
spar of the center tank. The defuel/transfer
valve connects the main fuel pump system
to the refuel gallery. When open, the valve
permits the fuel in the main fuel pump system to be moved into the refuel gallery.
This permits the fuel to be:
- moved from one tank to another,
- delivered to the refuel/defuel coupling
for removal from the aircraft.
The refuel gallery is a fuel pipe that connects the LH wing tank refuel valve to the
RH refuel valve. From this pipe, other
branch pipes supply fuel, through diffusers, to the fuel tanks.
The wing tank is divided into an inner and
an outer cell by the sealed RIB 15. During
a refuel operation the outer cell is filled
first followed by the inner cell. The refuel
spill pipe connects the wing tank outer cell
to the wing tank inner cell. When the wing
tank outer cell is full the spill pipe moves
the fuel into the wing tank inner cell. The
check valve in the spill pipe makes sure
the fuel that enters the spill pipe during
flight returns to the related tank.
Each wing tank outer cell has an overwing
refuel adaptor to refuel the aircraft when a
pressure refuel source is not available.
During an overwing refuel, the fuel only
goes into the wing tank. It is then necessary to do a ground fuel transfer to get the
fuel into the center tank. The adaptor has
an overwing refuel cap which gives access
to and seals the adaptor.
JUN 97
The refuel/defuel system controls the flow
of fuel into or out of the aircraft. A refuel/
defuel operation is controlled from the
refuel/defuel control panel in the RH wing
leading edge. Access to the refuel/defuel
control panel is through a quick release
door. A microswitch on the control panel
is activated when the door is opened and
provides DC power for refueling. This
panel controls the operation of:
- an automatic or manual pressure refuel,
- a pressure defuel (together with the main
fuel pumps).
There is a refuel/defuel coupling (also in
the leading edge of the RH wing) that is
the interface between the fuel tanks and
the external fuel source. The refuel/defuel
coupling is attached to the forward face of
the RH wing front spar, between RIB 14
and RIB 15. The refuel/defuel coupling
cap is installed on the refuel/defuel coupling.
There are two different procedures to
refuel the aircraft. These are pressure refueling (automatic or manual) and overwing
refueling.
Fuel can be removed from the fuel tanks
by the main fuel pumps and is supplied to
the refuel/defuel coupling where it can be
removed from the aircraft. The defuel/
transfer valve, when open, connects the
main fuel pump system to the refuel/
defuel system.
The refuel valve is the interface between
the refuel gallery and the related fuel tank.
The valve is controlled by a solenoid, but
operated by fuel pressure. When the solenoid is energized and refuel pressure is
supplied, the valve opens. The refuel
valve has a manual override button.
28-30
If the solenoid does not operate correctly,

the manual override button can be used to
open the valve. For wing tanks, the valve
is behind the access panel on the leading
edge of the wing in the refuel valve canister. For the center tank, the valve is
installed on the rear spar of the center tank
in the refuel valve canister.
The defuel/transfer valve is on the rear
spar of the center tank. The defuel/transfer
valve connects the main fuel pump system
to the refuel gallery. When open, the valve
permits the fuel in the main fuel pump system to be moved into the refuel gallery.
This permits the fuel to be:
- moved from one tank to another,
- delivered to the refuel/defuel coupling
for removal from the aircraft.
The refuel gallery is a fuel pipe that connects the LH wing tank refuel valve to the
RH refuel valve. From this pipe, other
branch pipes supply fuel, through diffusers, to the fuel tanks.
The wing tank is divided into an inner and
an outer cell by the sealed RIB 15. During
a refuel operation the outer cell is filled
first followed by the inner cell. The refuel
spill pipe connects the wing tank outer cell
to the wing tank inner cell. When the wing
tank outer cell is full the spill pipe moves
the fuel into the wing tank inner cell. The
check valve in the spill pipe makes sure
the fuel that enters the spill pipe during
flight returns to the related tank.
Each wing tank outer cell has an overwing
refuel adaptor to refuel the aircraft when a
pressure refuel source is not available.
During an overwing refuel, the fuel only
goes into the wing tank. It is then necessary to do a ground fuel transfer to get the
fuel into the center tank. The adaptor has
an overwing refuel cap which gives access
to and seals the adaptor.
JUN 97
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FUEL
A319/A320 /A321

The refuel adaptor and cap are installed in
the upper wing surface (between RIB 19
and RIB 20) and has an electrical ground
point adjacent to it.

The pressure relief valve is installed in the
RH RIB 1. The pressure relief valve
releases fuel into the RH wing tank if a
center tank overflow occurs.
The refuel adaptor and cap are installed in

the upper wing surface (between RIB 19
and RIB 20) and has an electrical ground
point adjacent to it.
The pressure relief valve is installed in the

RH RIB 1. The pressure relief valve
releases fuel into the RH wing tank if a
center tank overflow occurs.
JUN 97
A319/A320
FUEL
28-31
JUN 97
28-31
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FUEL
/A321
Refuel/Defuel System Fuel Flow Diagram
Refuel/Defuel System Fuel Flow Diagram
28-32
A319/A320
FUEL
JUN 97
28-32
JUN 97
UNITED AIRLINES
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A318/
FUEL
A319/A320 /A321
Refuel Valve Control Diagram
Refuel Valve Control Diagram

JUN 97
A319/A320
FUEL
28-33
JUN 97
28-33
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FUEL
/A321
Auto Refuel Preselection & QuantityIndication Diagram
Auto Refuel Preselection & Quantity Indication Diagram
28-34
A319/A320
FUEL
JUN 97
28-34
JUN 97
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/A321

APU LP Fuel Shut Off
The APU Low Pressure (LP) fuel system
has an APU fuel LP valve and actuator.
The valve is used to isolate the APU fuel
supply line from the engine feed line,
when the APU is not operating. The valve
also serves as a fire shut off valve in case
of an APU fire. The electrical circuit of
the valve is linked to these circuits which
control the valve operation:
- APU fuel pump circuit,
- APU emergency shutdown circuit,
- APU engine fuel and control circuit,
- APU fire extinguishing circuit.
The APU fuel supply line is routed
through the pressurized fuselage. Three
tanks, one in each wing and one in the
wing center box in the fuselage are used to
store the fuel.
28-36
FUEL
A319/A320

The valve and actuator are installed on the
rear spar of the wing center box in the
APU fuel supply line.
The valve closes automatically, when the
APU SHUT OFF push-button (panel
108VU forward of nose landing gear) or
the APU FIRE push-button (overhead
panel 20VU in flight deck) is operated.
The valve also closes with an APU emergency shutdown on the ground after a fire
detection.
The two DC motors in the actuator which
moves the valve, are supplied from different sources. One motor is supplied with 28
VDC from DC BUS 1. The other motor is
supplied with 28 VDC from HOT BUS 1.
JUN 97
APU LP Fuel Shut Off

The APU Low Pressure (LP) fuel system
has an APU fuel LP valve and actuator.
The valve is used to isolate the APU fuel
supply line from the engine feed line,
when the APU is not operating. The valve
also serves as a fire shut off valve in case
of an APU fire. The electrical circuit of
the valve is linked to these circuits which
control the valve operation:
- APU fuel pump circuit,
- APU emergency shutdown circuit,
- APU engine fuel and control circuit,
- APU fire extinguishing circuit.
The APU fuel supply line is routed
through the pressurized fuselage. Three
tanks, one in each wing and one in the
wing center box in the fuselage are used to
store the fuel.
28-36
The valve and actuator are installed on the

rear spar of the wing center box in the
APU fuel supply line.
The valve closes automatically, when the
APU SHUT OFF push-button (panel
108VU forward of nose landing gear) or
the APU FIRE push-button (overhead
panel 20VU in flight deck) is operated.
The valve also closes with an APU emergency shutdown on the ground after a fire
detection.
The two DC motors in the actuator which
moves the valve, are supplied from different sources. One motor is supplied with 28
VDC from DC BUS 1. The other motor is
supplied with 28 VDC from HOT BUS 1.
JUN 97
UNITED AIRLINES
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A318/
FUEL
A319/A320 /A321
APU LP Shut Off System Schematic
APU LP Shut Off System Schematic

JUN 97
A319/A320
FUEL
28-37
JUN 97
28-37
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/A321

INDICATING
The indicating systems are:
- the Fuel Quantity Indicating (FQI)
system which gives separate and total
fuel quantity indications,
- the Magnetic Level Indicators (MLIs),
which give a secondary system used to
measure the fuel quantity when the
aircraft is on the ground,
- the Fuel Level Sensing System (FLSS),
which gives indications and warnings
(when the fuel is at specified levels and
temperatures).
Quantity Indicating
The Fuel Quantity Indicating (FQI) system measures the total quantity of fuel in
the range from unusable to fuel overflow.
It gives seperate indications and a total
quantity indication for each fuel tank:
-The FQI system has:
- fuel quantity probes,
- Fuel Quantity Indicating Computer
(FQIC),
- three cadensicons.
28-38
FUEL
A319/A320

The fuel quantity probes are in the fuel
tanks. The FQIC continuously monitors
the fuel quantity probes and uses signal
conditioning to calculate the volume of
fuel in the related fuel tank.
One cadensicon is in each wing tank inner
cell and one is in the center tank. They are
each near to the tanks lowest point. The
cadensicons are continuously monitored
by the FQIC and their data used to calculate the density of the fuel in the related
fuel tank.
When the FQIC has calculated the volume
of fuel in the tanks and the fuel density, it
can calculate the fuel mass.
The fuel mass is displayed on:
- the System Display (SD) FUEL Page and
the Engine/Warning Display (EWD)
(which together make up the ECAM),
- the fuel quantity preselector and the
multi-tank fuel quantity indicator
(during a refuel operation).
JUN 97
INDICATING
The indicating systems are:
- the Fuel Quantity Indicating (FQI)
system which gives separate and total
fuel quantity indications,
- the Magnetic Level Indicators (MLIs),
which give a secondary system used to
measure the fuel quantity when the
aircraft is on the ground,
- the Fuel Level Sensing System (FLSS),
which gives indications and warnings
(when the fuel is at specified levels and
temperatures).
Quantity Indicating
The Fuel Quantity Indicating (FQI) system measures the total quantity of fuel in
the range from unusable to fuel overflow.
It gives seperate indications and a total
quantity indication for each fuel tank:
-The FQI system has:
- fuel quantity probes,
- Fuel Quantity Indicating Computer
(FQIC),
- three cadensicons.
28-38
The fuel quantity probes are in the fuel

tanks. The FQIC continuously monitors
the fuel quantity probes and uses signal
conditioning to calculate the volume of
fuel in the related fuel tank.
One cadensicon is in each wing tank inner
cell and one is in the center tank. They are
each near to the tanks lowest point. The
cadensicons are continuously monitored
by the FQIC and their data used to calculate the density of the fuel in the related
fuel tank.
When the FQIC has calculated the volume
of fuel in the tanks and the fuel density, it
can calculate the fuel mass.
The fuel mass is displayed on:
- the System Display (SD) FUEL Page and
(which together make up the ECAM),
- the fuel quantity preselector and the
multi-tank fuel quantity indicator
(during a refuel operation).
JUN 97
UNITED AIRLINES
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A318/
FUEL
A319/A320 /A321
Fuel Quantitiy Ssytem Diagram
Fuel Quantitiy Ssytem Diagram

JUN 97
A319/A320
FUEL
28-39
JUN 97
28-39
UNITED AIRLINES
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FUEL
/A321
Fuel Quantity System Schematic (Sheet 1)
28-40
A319/A320
FUEL
JUN 97
28-40
JUN 97
UNITED AIRLINES
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A318/
FUEL
A319/A320 /A321

JUN 97
A319/A320
FUEL
28-41
JUN 97
28-41
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Fuel Quantity Temperature System Diagram
28-42
A319/A320
FUEL
Fuel Quantity Temperature System Diagram
JUN 97
28-42
JUN 97
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FUEL
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A319/A320
FUEL
Magnetic (Manual) Level Indicators

The MLIs are a secondary direct reading
system used to calculate the fuel quantity
in the tanks (when the A/C is on the
ground). It is not necessary to have electrical power to use the indicators. The combined MLI indications, aircraft attitude
figure (from the attitude monitor), and fuel
specific gravity, are converted by tables to
the amount of fuel in each tank.
Magnetic (Manual) Level Indicators

The MLIs are a secondary direct reading
system used to calculate the fuel quantity
in the tanks (when the A/C is on the
ground). It is not necessary to have electrical power to use the indicators. The combined MLI indications, aircraft attitude
figure (from the attitude monitor), and fuel
specific gravity, are converted by tables to
the amount of fuel in each tank.
Magnetic Level Indicator
Magnetic Level Indicator

JUN 97
28-43
JUN 97
28-43
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Fuel Level Sensing System (FLSS)
The FLSS has:
- fuel level sensors,
- fuel temperature sensors,
- two Fuel Level Sensing Control Units
(FLSCUs).
The fuel level sensors are in the fuel tanks.
The FLSCUs continuously monitor the
fuel Level sensors and use signal conditioning to find if a sensor is wet or dry.
The FLSCUs use the data from the fuel
Level sensors to control:
- the fuel recirculation system,
- the main fuel pump system,
- the refuel system.
28-44
FUEL
A319/A320

The fuel temperature sensors are in the
wing tanks. The FLSCUs continuously
monitor the fuel temperature sensors and
use signal conditioning to find if the fuel
has a specified temperature. The FLSCUs
use the data from the fuel temperature sensors to control the fuel recirculation system.
JUN 97
Fuel Level Sensing System (FLSS)

The FLSS has:
- fuel level sensors,
- fuel temperature sensors,
- two Fuel Level Sensing Control Units
(FLSCUs).
The fuel level sensors are in the fuel tanks.
The FLSCUs continuously monitor the
fuel Level sensors and use signal conditioning to find if a sensor is wet or dry.
The FLSCUs use the data from the fuel
Level sensors to control:
- the fuel recirculation system,
- the main fuel pump system,
- the refuel system.
28-44
The fuel temperature sensors are in the

wing tanks. The FLSCUs continuously
monitor the fuel temperature sensors and
use signal conditioning to find if the fuel
has a specified temperature. The FLSCUs
use the data from the fuel temperature sensors to control the fuel recirculation system.
JUN 97
UNITED AIRLINES
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FUEL
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Fuel Level Sensing System Diagram

JUN 97
A319/A320
FUEL
Fuel Level Sensing System Diagram

28-45
JUN 97
28-45
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FUEL
/A321
Fuel Level Sensing System Schematic
28-46
A319/A320
FUEL
Fuel Level Sensing System Schematic
JUN 97
28-46
JUN 97
UNITED AIRLINES
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FUEL
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High Level Refuel Control Schematic
High Level Refuel Control Schematic

JUN 97
A319/A320
FUEL
28-47
JUN 97
28-47
UNITED AIRLINES
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Low Level Fuel Indication & Inter Cell Transfer Control Schematic
Low Level Fuel Indication & Inter Cell Transfer Control Schematic
28-48
A319/A320
FUEL
JUN 97
28-48
JUN 97
UNITED AIRLINES
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FUEL
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Center Tank Pump & Recirculation Contorl Schematic
Center Tank Pump & Recirculation Control Schematic

JUN 97
A319/A320
FUEL
28-49
JUN 97
28-49
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IDG Cooling Control Schematic
IDG Cooling Control Schematic
28-50
A319/A320
FUEL
JUN 97
28-50
JUN 97
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FUEL
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A319/A320
FUEL
REFUEL/DEFUEL CONTROL
PANEL
Location: Right Hand Wing Leading Edge
REFUEL/DEFUEL CONTROL
PANEL
Location: Right Hand Wing Leading Edge
MULTI-TANK INDICATOR
Displays wing and center tank quantity.
HI LEVEL Lights
Blue light comes on when high
level sensor is reached
Batt Power
Allows fueling on battery
power.
PRESELECTED
Rocker Switch
For automatic refueling.
Governs fuel quantity taken
aboard.
END Light
Green END light comes on when
automatic refueling complete.
Flashes for incorrect preselection
or fault.
REFUEL VALVE
Switches
OPEN - Opens refuel
valve for manual refueling or defueling. During
refueling, refuel valve
closes when respective
HI LEVEL sensor is
reached.
NORM - Position for
automatic refueling.
SHUT - Closes refuel
valve.
JUN 97
MODE SELECT
OFF - Refuel valves
closed.
REFUEL
Refuel
valves operate automatically
or
manually
depending on position of
refuel valve selectors.
DEFUEL/XFR - Defuel/
Transfer valve opens.
TEST Switch
HI LEVEL - HI
LEVEL lights come
on if serviceable.
LTS - Filament test
of all panel lights.
FUEL QTY lights
show 8s.
OPEN Light
Amber light comes on
when Defuel/Transfer
valve is opened by
MODE
SELECT
switch.
28-51
MULTI-TANK INDICATOR
Displays wing and center tank quantity.
HI LEVEL Lights
Blue light comes on when high
level sensor is reached
Batt Power
Allows fueling on battery
power.
PRESELECTED
Rocker Switch
For automatic refueling.
Governs fuel quantity taken
aboard.
END Light
Green END light comes on when
automatic refueling complete.
Flashes for incorrect preselection
or fault.
REFUEL VALVE
Switches
OPEN - Opens refuel
valve for manual refueling or defueling. During
refueling, refuel valve
closes when respective
HI LEVEL sensor is
reached.
NORM - Position for
automatic refueling.
SHUT - Closes refuel
valve.
JUN 97
MODE SELECT
OFF - Refuel valves
closed.
REFUEL
Refuel
valves operate automatically
or
manually
depending on position of
refuel valve selectors.
DEFUEL/XFR - Defuel/
Transfer valve opens.
TEST Switch
HI LEVEL - HI
LEVEL lights come
on if serviceable.
LTS - Filament test
of all panel lights.
FUEL QTY lights
show 8s.
OPEN Light
Amber light comes on
when Defuel/Transfer
valve is opened by
MODE
SELECT
switch.
28-51
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FUEL
FUEL PANEL
FUEL PANEL
X FEED Switch
Off - Closes crossfeed valve.
ON - Opens crossfeed valve.
ON - Illuminates white.
X FEED Switch
Off - Closes crossfeed valve.
ON - Opens crossfeed valve.
ON - Illuminates white.
L/R TK PUMPS Switches

On - Energize associated tank
pump; fuel feeds only when
center tank pumps delivery
pressure drops below threshold.
X FEED OPEN Light

Illuminates green when
crossfeed valve is fully
open.
L/R TK PUMPS Switches

On - Energize associated tank
pump; fuel feeds only when
center tank pumps delivery
pressure drops below threshold.
X FEED OPEN Light

Illuminates green when
crossfeed valve is fully
open.
OFF - Deactivates associated

tank pump.

tank pump.
X FEED
X FEED
F
U
E
L
ENG 1
APU
ENG 2
F
U
E
L
OPEN
ON
L TK PUMPS
1
2
CTR TK
CTR TK
PUMP 1
MODE SEL
PUMP 2
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
MAN
A
U
T
O
R TK PUMPS
MODE SEL Switch

AUTO - Center tank pumps control is
automatic:
- Pumps operate at engine start for two
minutes.
- Pumps operate provided slats are
retracted.
- Pumps automatically turn off five
minutes after center tank low level is
reached.
MAN - Allows manual control of center tank pumps with CTR TK PUMP
switches.
28-52
ENG 1
APU
ENG 2
F
U
E
L
OPEN
ON
L TK PUMPS
1
2
CTR TK
CTR TK
PUMP 1
MODE SEL
PUMP 2
FAULT
FAULT
FAULT
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
OFF
OFF
MAN
A
U
T
O
R TK PUMPS
1
FAULT
FAULT
FAULT
OFF
OFF
OFF
FUELPNL
FUELPNL

- Center tank has more than 550 pounds
of fuel and the left or right wing tank
has less than 11,000 pounds.
- Center tank pumps do not stop after
slat extension.
- Center tank pumps do not stop five
reached.
F
U
E
L
L/R TK PUMPS
FAULT Lights
Illuminate amber
when the delivery
pressure
drops.
Inhibited
when
OFF selected.
CTR TK PUMP
Switches
On - Activate associated
center tank pump if MAN
mode is selected on
MODE SEL switch.
OFF - Deactivates associated center tank pump.
CTR TK PUMP FAULT
Lights
Illuminate amber when the
associated pump is operating
and delivery pressure drops.
JUN 97

- Center tank has more than 550 pounds
of fuel and the left or right wing tank
has less than 11,000 pounds.
- Center tank pumps do not stop after
slat extension.
- Center tank pumps do not stop five
reached.
MODE SEL Switch
AUTO - Center tank pumps control is
automatic:
- Pumps operate at engine start for two
minutes.
- Pumps operate provided slats are
retracted.
- Pumps automatically turn off five
reached.
MAN - Allows manual control of center tank pumps with CTR TK PUMP
switches.
28-52
L/R TK PUMPS
FAULT Lights
Illuminate amber
when the delivery
pressure
drops.
Inhibited
when
OFF selected.
CTR TK PUMP
Switches
On - Activate associated
center tank pump if MAN
mode is selected on
MODE SEL switch.
OFF - Deactivates associated center tank pump.
CTR TK PUMP FAULT
Lights
Illuminate amber when the
associated pump is operating
and delivery pressure drops.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
FUEL
ECAM FUEL PAGE

ECAM FUEL PAGE

F. USED Indication
Displays green. Automatically
resets upon engine start on ground.
Engine identification number displays amber at shut down and white
at or above idle.
Displays amber "XX" if fuel used
information is not valid.
F. USED Indication
Displays green. Automatically
resets upon engine start on ground.
Engine identification number displays amber at shut down and white
at or above idle.
Displays amber "XX" if fuel used
information is not valid.
Engine and APU Low Pressure

Valve Indications
(Green) - Valve open.
(Amber) - Valve open with ENG
(APU) MASTER switch at
OFF or FIRE switch out.
(Green) - APU valve closed.
(Amber) - Engine valve closed
or APU valve closed with
MASTER switch ON.
(Amber) - Valve in transit.
Engine and APU Low Pressure

Valve Indications
(Amber) - Valve open with ENG
(APU) MASTER switch at
OFF or FIRE switch out.
(Green) - APU valve closed.
(Amber) - Engine valve closed
or APU valve closed with
MASTER switch ON.
Wing Tank Pump Indications

(Green) - Pump pressure normal
with pump switch ON.
(Amber) - Pump pressure low
(Amber) - Pump switch OFF.
FUEL
LBS
F. USED 1
F. USED 2
700
700
FOB
24160
APU
LEFT
1400
22
RIGHT
CTR
10680
C
TAT + 5
SAT + 2
14
14
C
C
05
1400
10680
22
GW 129800
LBS
34
ECAMFUEL
Fuel Quantity Indications

Display fuel quantity for associated tank
cell in green. Amber line appears across
the last two digits when fuel quantity
indication (FQI) data is unreliable
(maximum error for all tanks is less than
1000 pounds). The outer cell indication
is boxed amber if both transfer valves
fail to open when inner cell at low lever.
The center tank indication is boxed
amber if low pressure detected for both
center tank pumps.
JUN 97
A319/A320
FUEL
Wing Tank Pump Indications

(Green) - Pump pressure normal
(Amber) - Pump switch OFF.
FUEL
LBS
F. USED 1
F. USED 2
700
700
FOB
24160
APU
LEFT
1400
22
RIGHT
CTR
10680
C
TAT + 5
SAT + 2
14
C
C
05
1400
10680
14
22
GW 129800
LBS
34
ECAMFUEL
Fuel Quantity Indications

Display fuel quantity for associated tank
cell in green. Amber line appears across
the last two digits when fuel quantity
indication (FQI) data is unreliable
(maximum error for all tanks is less than
1000 pounds). The outer cell indication
is boxed amber if both transfer valves
fail to open when inner cell at low lever.
The center tank indication is boxed
amber if low pressure detected for both
center tank pumps.
28-53
JUN 97
28-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
A319/A320
FUEL
ECAM FUEL PAGE

ECAM FUEL PAGE

Crossfeed Valve Indication
(Amber) - Valve open with X
FEED switch off.
(Green) - Valve closed.
(Amber) - Valve closed with X
FEED switch ON.
FOB Indication
Displays fuel on board in green.
Amber line appears across the
last two digits when fuel quantity indication (FQI) data is
unreliable. The indication is
boxed amber if:
- center tank pumps failed or
switched OFF, or,
- both transfer valves fail to open
when inner cell at low level.
FUEL
LBS
F. USED 1
F. USED 2
700
700
FOB
24160
APU
LEFT
1400
22
RIGHT
CTR
10680
C
TAT + 5
SAT + 2
14
C
C
05
34
ECAMFUEL
Fuel Temperature Indication

temperature sensor is wet.
Becomes amber it high or low
limit is exceeded.
28-54
Center Pump Indications

(Green) - Pump pressure
normal with pump switch
ON.
(Green) - Pump switch OFF
and auto shutoff required.
(Amber) - Pump switch OFF
and auto shutoff not
required.
FUEL
22
GW 129800
LBS
700
FOB
24160
APU
LEFT
22
JUN 97
F. USED 2
700
RIGHT
CTR
1400
Transfer Valve Indications

One transfer valve is open.
- (Green) - Inner tank at low
level.
- (Amber) - Inner tank not at
low level.
One transfer valve in transit.
Both transfer valves closed.
- (Green) - Inner tank not at
low level.
- (Amber) - Inner tank at low
level.
LBS
F. USED 1
1400
10680
14
Crossfeed Valve Indication

(Amber) - Valve open with X
FEED switch off.
(Green) - Valve closed.
(Amber) - Valve closed with X
FEED switch ON.
FOB Indication
Displays fuel on board in green.
Amber line appears across the
last two digits when fuel quantity indication (FQI) data is
unreliable. The indication is
boxed amber if:
- center tank pumps failed or
switched OFF, or,
- both transfer valves fail to open
when inner cell at low level.
10680
C
TAT + 5
SAT + 2
14
C
C
05
34
ECAMFUEL
Fuel Temperature Indication

temperature sensor is wet.
Becomes amber it high or low
limit is exceeded.
28-54
1400
10680
14
Center Pump Indications

(Green) - Pump pressure
normal with pump switch
ON.
(Green) - Pump switch OFF
and auto shutoff required.
(Amber) - Pump switch OFF
and auto shutoff not
required.
22
GW 129800
LBS
Transfer Valve Indications

One transfer valve is open.
- (Green) - Inner tank at low
level.
- (Amber) - Inner tank not at
low level.
One transfer valve in transit.
Both transfer valves closed.
- (Green) - Inner tank not at
low level.
- (Amber) - Inner tank at low
level.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
A319/A320
FUEL
ECAM UPPER DISPLAY - FUEL

INDICATIONS
ECAM UPPER DISPLAY - FUEL

INDICATIONS
FOB Indication
Indicates total fuel on board. An
amber half box appears around FOB
when quantity shown is not fully
usable due to transfer valve failure or
loss of center tank pumps.
FOB Indication
Indicates total fuel on board. An
amber half box appears around FOB
when quantity shown is not fully
usable due to transfer valve failure or
loss of center tank pumps.
Two amber dashes across the last two

numbers indicate unreliable data.
Two amber dashes across the last two

numbers indicate unreliable data.
FOB:
24160
FOB:
LBS
OUTER TK FUEL XFRD

REFUELG
OUTER TK FUEL XFRD

REFUELG
ECAMMEMO
ECAMMEMO
Memo Indications
Display in green.
Memo Indications
Display in green.
LBS
CTR TK FEEDG
FUEL X FEED
CTR TK FEEDG
FUEL X FEED
JUN 97
24160
28-55
JUN 97
28-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
A319/A320
FUEL
CFDS - Fuel System Report/Test (Sheet 1)
MCDU MENU
< AIDS
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
< ELEC
< FIRE PROT
< RETURN
< AIDS
INST >
L/G >
NAV >
CFDS MENU
< LAST LEGS REPORT

< LAST LEG REPORT

< CLASS 3 FAULTS
< SELECT CHANNEL 2
< RETURN
< CFDS
RETURN >
< ELEC
< FIRE PROT
< RETURN
INST >
L/G >
NAV >
CFDS MENU
< LAST LEGS REPORT

< LAST LEG REPORT

< CLASS 3 FAULTS
< SELECT CHANNEL 2
< RETURN
< AVIONICS STATUS

NEXT
PAGE
NEXT
PAGE
CH1
F / CLT >
FUEL >
ICE&RAIN >
FUEL
FUEL
< AVIONICS STATUS


< AIRCOND
< AFS
< COM
< FMGC
CH1
FUEL
FUEL
< FQIS STATUS

< FLSS STATUS
< INPUT PARAMETER VALUES
< FQIS STATUS

< FLSS STATUS
< RETURN
< RETURN
28MCDU01
28MCDU01
28-56
JUN 97
28-56
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
A319/A320
FUEL
CH1
CH1
FUEL
FQIS STATUS
CH1
PRINT>
< RETURN
< RETURN
CH1
FUEL
FQIS STATUS
NO FAULTS
< RETURN
FUEL
FQIS STATUS
CH1
JAN20 1649 XY-ABCD

CH1 GRADE 1 CH2 GRADE 2
GMT
ATA
L QTY PROBE 23QT1
28-42-15
1610
R QTY PROBE 25QT1
1607
28-42-15
R CADENSICON 19QT2
1607
28-42-16
JAN20 1649 XY-ABCD

< RETURN
PRINT>
PRINT>
FUEL
FQIS STATUS
JAN20 1649 XY-ABCD

NO FAULTS
< RETURN
PRINT>
JUN 97
FUEL
< FQIS STATUS

< FLSS STATUS
CH1
JAN20 1649 XY-ABCD

GMT
ATA
L QTY PROBE 23QT1
28-42-15
1610
R QTY PROBE 25QT1
1607
28-42-15
R CADENSICON 19QT2
1607
28-42-16
< RETURN
FUEL
< FQIS STATUS

< FLSS STATUS
28-57
JUN 97
28-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
A319/A320
FUEL
CH1
CH1
CH1
FUEL
< FQIS STATUS

< FLSS STATUS
< RETURN
< RETURN
CH1
FUEL
FLSS STATUS
FUEL
FLSS STATUS
JAN20 1620 XY-ABCD
JAN20 1620 XY-ABCD
BITE 1 NOT DONE
BITE 1 NOT DONE
BITE 2 PASSED
BITE 2 PASSED
BITE 3 PASSED
BITE 3 PASSED
BITE 4 FAILED
BITE 4 FAILED
NEXT
PAGE
NEXT
PAGE
CH1
RETURN>
<RETURN
RETURN>
<RETURN
FUEL
FLSS STATUS
JAN20 1649 XY-ABCD
GMT
ATA
R UNFULL SENSOR 24QJ1
1600
28-46-15
L OUT TEMP SENSOR 30QJ1
1600
28-46-17
CH1
CH1
FUEL
FLSS STATUS
FUEL
FLSS STATUS
JAN20 1649 XY-ABCD
JAN20 1620 XY-ABCD
GMT
ATA
R UNFULL SENSOR 24QJ1
1600
28-46-15
L OUT TEMP SENSOR 30QJ1
1600
28-46-17
BITE 1 NOT DONE

BITE 2 PASSED
BITE 3 PASSED
RETURN>
<RETURN
CH1
FUEL
FLSS STATUS
JAN20 1620 XY-ABCD
BITE 1 NOT DONE
BITE 2 PASSED
BITE 3 PASSED
BITE 4 PASSED
BITE 4 PASSED
<RETURN
FUEL
< FQIS STATUS

< FLSS STATUS
<RETURN
RETURN>
RETURN>
<RETURN
RETURN>
28MCDU03
28MCDU03
28-58
JUN 97
28-58
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Tanks (Sheet 1)
Tanks (Sheet 1)
JUN 97
A319/A320
FUEL
28-59
JUN 97
28-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Tanks (Sheet 2)
Tanks (Sheet 2)
28-60
A319/A320
FUEL
JUN 97
28-60
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
FUEL
COMPONENT LOCATIONS
Water Drain Valves
Water Drain Valves

JUN 97
A319/A320
28-61
JUN 97
28-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Vent System
28-62
A319/A320
FUEL
Vent System
JUN 97
28-62
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Float Vent Valve

JUN 97
A319/A320
FUEL
Float Vent Valve

28-63
JUN 97
28-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Vent Surge Tank
Vent Surge Tank
28-64
A319/A320
FUEL
JUN 97
28-64
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Overpressure Protector - Surge Tank
Overpressure Protector - Surge Tank

JUN 97
A319/A320
FUEL
28-65
JUN 97
28-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Overpressure Protector - Wing Tank Inner Cell
28-66
A319/A320
FUEL
Overpressure Protector - Wing Tank Inner Cell
JUN 97
28-66
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Overpressure Protector - Center Tank

JUN 97
A319/A320
FUEL
Overpressure Protector - Center Tank

28-67
JUN 97
28-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Overpressure Protector - Inner/Outer Cell
Overpressure Protector - Inner/Outer Cell
28-68
A319/A320
FUEL
JUN 97
28-68
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Vent Protector
Vent Protector
JUN 97
A319/A320
FUEL
28-69
JUN 97
28-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Center Tank Vapor Seal Area Venting
Center Tank Vapor Seal Area Venting
28-70
A319/A320
FUEL
JUN 97
28-70
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
FUEL
COMPONENT LOCATIONS
Vent Drain Mast
Vent Drain Mast

JUN 97
A319/A320
28-71
JUN 97
28-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
28-72
A319/A320
FUEL
JUN 97
28-72
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
FUEL
COMPONENT LOCATIONS
Recirculation System
Recirculation System
JUN 97
A319/A320
28-73
JUN 97
28-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Recirculation Check Valve
28-74
A319/A320
FUEL
Recirculation Check Valve
JUN 97
28-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Recirculation Pressure Holding Valve

JUN 97
A319/A320
FUEL
Recirculation Pressure Holding Valve

28-75
JUN 97
28-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
IDG Oil Thermocouple
28-76
A319/A320
FUEL
IDG Oil Thermocouple
JUN 97
28-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
FUEL

28-77
JUN 97
28-77
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
28-78
A319/A320
FUEL
JUN 97
28-78
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
FUEL
28-79
JUN 97
28-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Fuel Pump Canister & Strainer
28-80
A319/A320
FUEL
Fuel Pump Canister & Strainer
JUN 97
28-80
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Fuel Pump
Fuel Pump
JUN 97
A319/A320
FUEL
28-81
JUN 97
28-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Jet Pump
Jet Pump
28-82
A319/A320
FUEL
JUN 97
28-82
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Check Valves
JUN 97
A319/A320
FUEL
Check Valves
28-83
JUN 97
28-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
FUEL
COMPONENT LOCATIONS
Air Release Valve
28-84
A319/A320
Air Release Valve
JUN 97
28-84
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Aft Fuselage - APU Components
Aft Fuselage - APU Components

JUN 97
A319/A320
FUEL
28-85
JUN 97
28-85
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Center Fuselage - APU Components
Center Fuselage - APU Components
28-86
A319/A320
FUEL
JUN 97
28-86
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
APU Fuel Pump
APU Fuel Pump

JUN 97
A319/A320
FUEL
28-87
JUN 97
28-87
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Crossfeed Valve
Crossfeed Valve
28-88
A319/A320
FUEL
JUN 97
28-88
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
FUEL
COMPONENT LOCATIONS
LP Fuel Shut Off Valve
LP Fuel Shut Off Valve

JUN 97
A319/A320
28-89
JUN 97
28-89
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Refuel/Defuel System Components
Refuel/Defuel System Components
28-90
A319/A320
FUEL
JUN 97
28-90
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
FUEL
COMPONENT LOCATIONS
Refuel/Defuel Coupling
Refuel/Defuel Coupling
JUN 97
A319/A320
28-91
JUN 97
28-91
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
FUEL
COMPONENT LOCATIONS
Defuel/Transfer Valve
Defuel/Transfer Valve
28-92
A319/A320
JUN 97
28-92
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Overwing Refuel Adaptor & Cap
Overwing Refuel Adaptor & Cap

JUN 97
A319/A320
FUEL
28-93
JUN 97
28-93
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Air Inlet Valve & Fuel Drain Valve
Air Inlet Valve & Fuel Drain Valve
28-94
A319/A320
FUEL
JUN 97
28-94
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Refuel/Defuel Control Panel

JUN 97
A319/A320
FUEL
Refuel/Defuel Control Panel

28-95
JUN 97
28-95
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
APU LP Fuel Shut Off Valve
28-96
A319/A320
FUEL
APU LP Fuel Shut Off Valve
JUN 97
28-96
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Quantity Indication Components
Quantity Indication Components

JUN 97
A319/A320
FUEL
28-97
JUN 97
28-97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cadensicon & Refuel/Control Pane
Cadensicon & Refuel/Control Pane
28-98
A319/A320
FUEL
JUN 97
28-98
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Fuel Quantity Indication Computer

JUN 97
A319/A320
FUEL
Fuel Quantity Indication Computer

28-99
JUN 97
28-99
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Manual Magnetic Indicator Locations
Manual Magnetic Indicator Locations
28-100
A319/A320
FUEL
JUN 97
28-100
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Manual Magnetic Indicator
Manual Magnetic Indicator

JUN 97
A319/A320
FUEL
28-101
JUN 97
28-101
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
FUEL
COMPONENT LOCATIONS
Attitude Monitor
Attitude Monitor
28-102
A319/A320
JUN 97
28-102
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
FUEL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Tank Fuel Level Sensing Components

JUN 97
A319/A320
FUEL
Tank Fuel Level Sensing Components

28-103
JUN 97
28-103
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FUEL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Fuel Level Sensing Computer
Fuel Level Sensing Computer
28-104
A319/A320
FUEL
JUN 97
28-104
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/320 /A321
HYDRAULIC POWER
A319/320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................2
MAIN HYDRAULIC POWER .................................................................2
Green Hydraulic Power .........................................................................4
High Pressure Circuit (HP) ...................................................................4
Low Pressure Circuit (LP) ....................................................................6
Hydraulic Reservoir Filling (All Systems) ...........................................6
Green Hydraulic System - Schematic ...................................................7
Blue Hydraulic Power ...........................................................................8
High Pressure Circuit (HP) ....................................................................8
Blue Hydraulic System - Schematic .....................................................10
Yellow Hydraulic Power .......................................................................11
High Pressure Circuit (HP) ...................................................................11
Yellow Hydraulic System - Schematic .................................................13
HYDRAULIC RESERVOIR PRESSURIZING SYSTEM ....................14
SEAL DRAIN SYSTEM ............................................................................15
AUXILIARY HYDRAULIC POWER .....................................................17
Blue Auxiliary Hydraulic Power (Ram Air Turbine) ...........................17
Power Transfer System .........................................................................22
Power Transfer - Schematic ..................................................................24
Yellow Auxiliary Hydraulic Power ......................................................25
INDICATING ..............................................................................................26
Hydraulic Quantity ................................................................................26
Hydraulic Pressure ................................................................................26
Hydraulic Temperature .........................................................................26
Reservoir Pressurization .......................................................................26
HYDRAULIC CONTROL PANEL ..........................................................27
HYDRAULIC MAINTENANCE PANEL ...............................................29
ECAM HYDRAULIC PAGE ....................................................................30
CFDS HYDRAULIC MENUS AND REPLIES ......................................32
COMPONENT LOCATION
Hydraulic Systems ........................................................................................33
Engine Mounted Components ......................................................................34
Hydraulic Service Panels ..............................................................................35
Green Hydraulic Service Panel .....................................................................36
Blue Auxiliary Power (A319 - RAT) ...........................................................37
Blue Auxiliary Power (A320 - RAT) ...........................................................38
Power Transfer Unit .....................................................................................39
Yellow Auxiliary Power ................................................................................40

GENERAL .................................................................................................. 2
MAIN HYDRAULIC POWER ................................................................. 2
Green Hydraulic Power ........................................................................ 4
High Pressure Circuit (HP) ................................................................... 4
Low Pressure Circuit (LP) .................................................................... 6
Hydraulic Reservoir Filling (All Systems) ........................................... 6
Green Hydraulic System - Schematic ................................................... 7
Blue Hydraulic Power ........................................................................... 8
High Pressure Circuit (HP) .................................................................... 8
Blue Hydraulic System - Schematic ..................................................... 10
Yellow Hydraulic Power ...................................................................... 11
High Pressure Circuit (HP) ................................................................... 11
Yellow Hydraulic System - Schematic ................................................. 13
HYDRAULIC RESERVOIR PRESSURIZING SYSTEM .................... 14
SEAL DRAIN SYSTEM ............................................................................ 15
AUXILIARY HYDRAULIC POWER ..................................................... 17
Blue Auxiliary Hydraulic Power (Ram Air Turbine) ........................... 17
Power Transfer System ......................................................................... 22
Power Transfer - Schematic .................................................................. 24
Yellow Auxiliary Hydraulic Power ...................................................... 25
INDICATING .............................................................................................. 26
Hydraulic Quantity ............................................................................... 26
Hydraulic Pressure ................................................................................ 26
Hydraulic Temperature ......................................................................... 26
Reservoir Pressurization ....................................................................... 26
HYDRAULIC CONTROL PANEL .......................................................... 27
HYDRAULIC MAINTENANCE PANEL ............................................... 29
ECAM HYDRAULIC PAGE .................................................................... 30
CFDS HYDRAULIC MENUS AND REPLIES ...................................... 32
COMPONENT LOCATION
Hydraulic Systems ........................................................................................ 33
Engine Mounted Components ...................................................................... 34
Hydraulic Service Panels .............................................................................. 35
Green Hydraulic Service Panel .................................................................... 36
Blue Auxiliary Power (A319 - RAT) ........................................................... 37
Blue Auxiliary Power (A320 - RAT) ........................................................... 38
Power Transfer Unit ..................................................................................... 39
Yellow Auxiliary Power................................................................................ 40
JUN 97
JUN 97
29-i
29-i
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321
Hydraulic System Layout
JUN 97
A319/A320
HYDRAULIC POWER
Hydraulic System Layout

29-1
JUN 97
29-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321

GENERAL
The aircraft has three main hydraulic systems. They are identified as the Green,
Blue and Yellow systems. Together they
supply hydraulic power at 3000 psi to the
main power users. These include the flight
controls, landing gear, cargo doors, brakes
and thrust reversers. Services which are
not used during flight (cargo doors,
brakes, landing gear and nosewheel steering) are isolated from the main supply.
The three systems are not hydraulically
connected. Where possible they are kept
apart to keep to a minimum the effect of
engine or tire burst, or other damage.
There are no hydraulic lines in the passenger cabin or flight compartment.
29-2
HYDRAULIC POWER
A319/A320

MAIN HYDRAULIC POWER
The main hydraulic power systems are
those which supply the high power consumers of the aircraft with hydraulic
power.
Engine driven pumps (EDPs) supply the
Green and Yellow main systems with
hydraulic power. The EDP of the Green
system is connected to the left (No. 1)
engine. The EDP of the Yellow system is
connected to the right (No. 2) engine. An
electric pump supplies the Blue main system.
The three main systems automatically supply hydraulic power when the engines
operate. The two EDPs are connected
directly to their related engine (through
the accessory gearbox), and the Blue electric pump operates when either engine
starts. All of the main systems operate at a
minimal pressure of 3000 psi.
It is also possible to pressurize each main
system with one or more of the auxiliary
systems if the main pumps can not be
used.
The Yellow electric pump or the power
transfer unit (PTU) can pressurize the Yellow main system. The PTU can pressurize
the Green main system. The Ram Air Turbine can pressurize the Blue main system.
For maintenance, each of the systems can
be pressurized from a ground hydraulic
supply. Connections are installed on the
ground service panels of the three systems. On the ground it is also possible to
pressurize the main systems as follows:
- Yellow main system, with the Yellow
electric pump,
- Green main system, with the Yellow
electric pump (through the PTU),
- Blue main system, with the Blue electric
pump.
JUN 97
GENERAL
The aircraft has three main hydraulic systems. They are identified as the Green,
Blue and Yellow systems. Together they
supply hydraulic power at 3000 psi to the
main power users. These include the flight
controls, landing gear, cargo doors, brakes
and thrust reversers. Services which are
not used during flight (cargo doors,
brakes, landing gear and nosewheel steering) are isolated from the main supply.
The three systems are not hydraulically
connected. Where possible they are kept
apart to keep to a minimum the effect of
engine or tire burst, or other damage.
There are no hydraulic lines in the passenger cabin or flight compartment.
29-2
MAIN HYDRAULIC POWER

The main hydraulic power systems are
those which supply the high power consumers of the aircraft with hydraulic
power.
Engine driven pumps (EDPs) supply the
Green and Yellow main systems with
hydraulic power. The EDP of the Green
system is connected to the left (No. 1)
engine. The EDP of the Yellow system is
connected to the right (No. 2) engine. An
electric pump supplies the Blue main system.
The three main systems automatically supply hydraulic power when the engines
operate. The two EDPs are connected
directly to their related engine (through
the accessory gearbox), and the Blue electric pump operates when either engine
starts. All of the main systems operate at a
minimal pressure of 3000 psi.
It is also possible to pressurize each main
system with one or more of the auxiliary
systems if the main pumps can not be
used.
The Yellow electric pump or the power
transfer unit (PTU) can pressurize the Yellow main system. The PTU can pressurize
the Green main system. The Ram Air Turbine can pressurize the Blue main system.
For maintenance, each of the systems can
be pressurized from a ground hydraulic
supply. Connections are installed on the
ground service panels of the three systems. On the ground it is also possible to
pressurize the main systems as follows:
- Yellow main system, with the Yellow
electric pump,
- Green main system, with the Yellow
electric pump (through the PTU),
- Blue main system, with the Blue electric
pump.
JUN 97
JUN 97

= MOTOR
29-3
* The Load Alleviation Function is used A320 only. The four
Load Alleviation Function accumulators are not installed on

the A319 aircraft.
Hydraulic System
JUN 97
= MOTOR
RMP = REVERSIBLE
MOTOR PUMP
WTB = WING TIP BRAKE
ACCUMULATOR
L+R AILERONS
L+R ELEVATORS
L+R SPOILERS 3
RUDDER
L+R FLAPS WTB
L+R SLATS WTB
PRIORITY VALVE
ACCUMULATOR
BLUE
RESERVOIR
RAT
LEAK MEASUREMENT VALVE
ENGINE 1
FIRE VALVE
GREEN
RESERVOIR
LAF ACCUMULATOR *
L SLAT WTB
L AILERON
L SPOILER 5
R FLAP WTB
R AILERON
R SPOILER 5
LAF ACCUMULATOR *
R SLAT WTB
STABILIZER
L ELEVATOR
L+R SPOILERS 1
YAW DAMPER 1
RUDDER
REVERSE ENGINE 1
NORMAL BRAKES
PRIORITY VALVE
EMERGENCY
GENERATOR
SLATS
BLUE
RESERVOIR
RMP
FLAPS
ACCUMULATOR
ALTERNATE BRAKES
ELECTRIC
PUMP
M
ENGINE 2
FIRE VALVE
ENGINE 2
PUMP
ACCUMULATOR
YELLOW
RESERVOIR
LAF ACCUMULATOR *
L FLAPS WTB
L SPOILER 4
LAF ACCUMULATOR *
R SPOILER 4
L+R SPOILERS 2
R ELEVATOR
STABILIZER
YAW DAMPER 2
RUDDER
REVERSE ENGINE 2
YELLOW
RESERVOIR
PRIORITY VALVE
PARKING BRAKE
RMP
M
ENGINE 2
FIRE VALVE
ENGINE 2
PUMP
POWER TRANSFER
UNIT (PTU)
ELECTRIC
PUMP
HAND
PUMP
ELECTRIC
PUMP
CARGO
DOORS
HAND
PUMP
ELECTRIC
PUMP
CARGO
DOORS

HYDRAULIC POWER
ENGINE 1
PUMP
GREEN
RESERVOIR
ENGINE 1
FIRE VALVE
RAT
ACCUMULATOR
LAF ACCUMULATOR *
L FLAPS WTB
L SPOILER 4
LAF ACCUMULATOR *
R SPOILER 4
L+R SPOILERS 2
R ELEVATOR
STABILIZER
YAW DAMPER 2
RUDDER
REVERSE ENGINE 2
ACCUMULATOR
ALTERNATE BRAKES
A319/A320 /A321
NOSE WHEEL STEERING

LANDING GEAR
SLATS/FLAPS
RMP = REVERSIBLE
MOTOR PUMP
WTB = WING TIP BRAKE
ENGINE 1
PUMP
ACCUMULATOR
RMP
PARKING BRAKE
RMP
POWER TRANSFER
UNIT (PTU)
PRIORITY VALVE
FLAPS
A318/
ACCUMULATOR
L+R AILERONS
L+R ELEVATORS
L+R SPOILERS 3
RUDDER
L+R FLAPS WTB
L+R SLATS WTB
PRIORITY VALVE
EMERGENCY
GENERATOR
SLATS
HYDRAULIC POWER
LAF ACCUMULATOR *
L SPOILER 5
L SLAT WTB
L AILERON
R FLAP WTB
R AILERON
R SPOILER 5
LAF ACCUMULATOR *
R SLAT WTB
STABILIZER
L ELEVATOR
L+R SPOILERS 1
YAW DAMPER 1
RUDDER
REVERSE ENGINE 1
NORMAL BRAKES
PRIORITY VALVE
NOSE WHEEL STEERING

LANDING GEAR
SLATS/FLAPS
UNITED AIRLINES
UNITED AIRLINES
A319/A320
* The Load Alleviation Function is used A320 only. The four

Load Alleviation Function accumulators are not installed on
the A319 aircraft.
Hydraulic System
29-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321

Green Hydraulic Power
The Green hydraulic system is one of the
three systems which supply the aircraft
with hydraulic power. It supplies:
- the landing gear and doors (including
nosewheel steering),
- the normal braking system,
- the left (No. 1) engine thrust reverser,
- some of the flight controls,
- the Power transfer Unit (PTU).
Most of the components of the system are
installed in the main landing gear compartment. The system is kept physically
apart from the other two systems where
possible. The system is hydraulically isolated from the other two systems. It is not
possible for fluid to go from one system
into another. The system operates at a
nominal pressure of 3000 psi. The return
part of the system is usually pressurized to
50 psi. It is possible to pressurize the high
pressure (HP) system from three different
sources:
- the engine-driven pump (EDP),
- the power transfer unit (PTU),
- the ground supply connections.
29-4
HYDRAULIC POWER
A319/A320

High Pressure Circuit (HP)
The HP circuit is usually pressurized by an
engine driven pump (EDP) connected to
the left (No 1) engine. The EDP has a
direct mechanical connection (through the
accessory gearbox) to the engine and turns
together with it. A solenoid valve on the
EDP makes it possible to stop the supply
of fluid to the system. A push-button (PB)
switch in the flight compartment controls
the operation of the solenoid valve. The
EDP can pressurize the system to 3000
+45 -0 psi at zero flow or to 2854 psi with
a flow of 37 US gal/min. This flow is
achieved at the rated delivery speed of the
pump (3702 RPM - equivalent to 93.5%
engine N2 speed).
Installed downstream of the pump are a
pressure switch and a check valve. The
pressure switch monitors the output pressure of the pump. The check valve stops
the flow of fluid to the pump if the system
is pressurized from another source.
The power transfer unit (PTU) can also
pressurize the Green HP circuit. The PTU
gets its power from the Yellow main system. It supplies power to the Green system
automatically if the system pressure falls
to 500 psi below the pressure in the Yellow system. There is no hydraulic connection between the two systems so fluid can
not get from one system to the other.
On the ground, it is possible to pressurize
the system from a ground supply. The system has self sealing connections for a
ground supply installed on the ground service panel.
The ground service panel for the Green
system is installed in the left belly fairing
aft of the main gear compartment.
JUN 97
Green Hydraulic Power

The Green hydraulic system is one of the
- the landing gear and doors (including
nosewheel steering),
- the normal braking system,
- the left (No. 1) engine thrust reverser,
- the Power transfer Unit (PTU).
installed in the main landing gear compartment. The system is kept physically
apart from the other two systems where
possible. The system is hydraulically isolated from the other two systems. It is not
possible for fluid to go from one system
into another. The system operates at a
nominal pressure of 3000 psi. The return
part of the system is usually pressurized to
50 psi. It is possible to pressurize the high
pressure (HP) system from three different
sources:
- the engine-driven pump (EDP),
- the power transfer unit (PTU),
29-4

engine driven pump (EDP) connected to
the left (No 1) engine. The EDP has a
of fluid to the system. A push-button (PB)
the operation of the solenoid valve. The
EDP can pressurize the system to 3000
+45 -0 psi at zero flow or to 2854 psi with
a flow of 37 US gal/min. This flow is
achieved at the rated delivery speed of the
pump (3702 RPM - equivalent to 93.5%
engine N2 speed).
Installed downstream of the pump are a
pressure switch and a check valve. The
pressure switch monitors the output pressure of the pump. The check valve stops
the flow of fluid to the pump if the system
is pressurized from another source.
The power transfer unit (PTU) can also
pressurize the Green HP circuit. The PTU
gets its power from the Yellow main system. It supplies power to the Green system
automatically if the system pressure falls
to 500 psi below the pressure in the Yellow system. There is no hydraulic connection between the two systems so fluid can
not get from one system to the other.
ground supply installed on the ground service panel.
The ground service panel for the Green
system is installed in the left belly fairing
aft of the main gear compartment.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321

The supply to most of the flight control
consumers (but not the flaps or slats) goes
through the HP and Leakage Measurement
System (LMS) manifolds. Thus it is possible to isolate some consumers to measure
the internal leakage of parts of the system.
The system accumulator has a direct
hydraulic connection to the HP manifold.
The accumulator keeps the pressure in the
system free from small changes. It also
makes a supply of fluid available to
replace any temporary shortage. This can
occur if there is a sudden large demand
and the pump has not had time to respond.
The accumulator is precharged with nitrogen to 1885 psi. It holds 0.05 US gal of
usable fluid when it is full. A gas charging
valve and a pressure gage are installed on
the accumulator.
A solenoid valve on the HP manifold controls the flow of fluid to the LMS manifold. The solenoid valve is operated from
the maintenance panel in the flight compartment.
The LMS manifold makes it possible to
measure the internal leakage of groups of
consumers. The HP supply is divided into
three separate outputs as it passes through
the LMS manifold, one to each of the following:
- flight controls in the LH wing,
- flight controls in the RH wing,
- flight controls in the tail section.
Measurement of internal leakage is done
with a ground hydraulic supply and a
flowmeter. The LMS manifold also makes
it possible to isolate parts of the system for
maintenance.
JUN 97
HYDRAULIC POWER
A319/A320

A solenoid valve installed on the PTU
manifold controls (together with the
equivalent Yellow system solenoid valve)
the flow of fluid to and from the PTU. A
single PB switch in the flight compartment
controls the operation of the two solenoid
valves. When the PB switch is operated,
both solenoid valves are energized and the
supply of fluid to and from the PTU is
stopped.
The system priority valve is installed on
the PTU manifold. It stops the supply of
fluid to nonessential consumers if the system pressure is too low. The priority valve
closes at 1840 psi to 1885 psi and opens at
1960 psi to 2030 psi.
Two check valves are installed on the PTU
manifold. They control the flow of fluid in
the manifold. Also installed on the PTU
manifold is a solenoid valve which controls the flow of fluid to the normal brake
system.
29-5
The supply to most of the flight control

consumers (but not the flaps or slats) goes
The system accumulator has a direct
hydraulic connection to the HP manifold.
The accumulator keeps the pressure in the
system free from small changes. It also
The accumulator is precharged with nitrogen to 1885 psi. It holds 0.05 US gal of
usable fluid when it is full. A gas charging
valve and a pressure gage are installed on
the accumulator.
A solenoid valve on the HP manifold controls the flow of fluid to the LMS manifold. The solenoid valve is operated from
the maintenance panel in the flight compartment.
- flight controls in the RH wing,
maintenance.
JUN 97

equivalent Yellow system solenoid valve)
the flow of fluid to and from the PTU. A
single PB switch in the flight compartment
controls the operation of the two solenoid
valves. When the PB switch is operated,
both solenoid valves are energized and the
supply of fluid to and from the PTU is
stopped.
The system priority valve is installed on
the PTU manifold. It stops the supply of
fluid to nonessential consumers if the system pressure is too low. The priority valve
closes at 1840 psi to 1885 psi and opens at
1960 psi to 2030 psi.
the manifold. Also installed on the PTU
manifold is a solenoid valve which controls the flow of fluid to the normal brake
system.
29-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321

Low Pressure Circuit (LP)
The low pressure (LP) circuit returns the
fluid from the consumers to the reservoir.
The case drains of the EDP, PTU, and the
returns from the HP manifold are also
connected to the LP circuit. The circuit
has check valves where applicable to control the flow of fluid. The check valves
also protect the main system if there is a
leak in a subsystem. Some of the return
lines are connected together at the LP
manifold.
The LP fluid goes through the LP filter
before it gets to the reservoir. The filter
has a filtration rating of 3 microns. If the
filter element clogs, a bypass operates and
unfiltered fluid goes to the reservoir.
A filter is installed in the EDP case drain
line to the LP system. It has a filtration
rating of 15 microns.
The system reservoir is installed in the
main landing gear compartment and holds
3.70 US gal of hydraulic fluid. The reservoir is pressurized with air to 50 psi to
stop cavitation at the inlet of the EDP. A
depressurization valve is installed on the
ground service panel of the Green system.
A pressure relief valve and air pressure
gage are installed on the reservoir.
A motorized valve is installed in the supply line between the reservoir and the
EDP. It operates when the engine FIRE
push-button in the flight compartment is
operated. It stops the supply of fluid to the
EDP if there is a fire in the nacelle.
29-6
HYDRAULIC POWER
A319/A320

Hydraulic Reservoir Filling
(All Systems)
All three hydraulic reservoirs are serviced
from the Green system ground service
panel. A coupling socket is provided to fill
the reservoirs from a pressurized ground
hydraulic supply. A hand pump (handle is
stored at Yellow ground service panel)
and flexible hose are provided in case a
pressurized ground hydraulic supply is not
available.
A selector valve and a reservoir quantity
indicating gage allow for servicing of any
of the three reservoirs. When a system is
selected with the reservoir filling selector
valve, quantity is indicated on the gage by
three colored scales (one for each reservoir) and a colored light shows which system has been selected for servicing.
Fluid being added to a system passes
through a non-returnable 15 micron filter
and then through the selected systems LP
filter and finally into the selected reservoir.
JUN 97

The case drains of the EDP, PTU, and the
returns from the HP manifold are also
has check valves where applicable to control the flow of fluid. The check valves
also protect the main system if there is a
leak in a subsystem. Some of the return
manifold.
line to the LP system. It has a filtration
rating of 15 microns.
main landing gear compartment and holds
3.70 US gal of hydraulic fluid. The reservoir is pressurized with air to 50 psi to
stop cavitation at the inlet of the EDP. A
depressurization valve is installed on the
ground service panel of the Green system.
A pressure relief valve and air pressure
gage are installed on the reservoir.
29-6
Hydraulic Reservoir Filling

(All Systems)
All three hydraulic reservoirs are serviced
from the Green system ground service
panel. A coupling socket is provided to fill
the reservoirs from a pressurized ground
hydraulic supply. A hand pump (handle is
stored at Yellow ground service panel)
and flexible hose are provided in case a
pressurized ground hydraulic supply is not
available.
A selector valve and a reservoir quantity
indicating gage allow for servicing of any
of the three reservoirs. When a system is
selected with the reservoir filling selector
valve, quantity is indicated on the gage by
three colored scales (one for each reservoir) and a colored light shows which system has been selected for servicing.
Fluid being added to a system passes
through a non-returnable 15 micron filter
and then through the selected systems LP
filter and finally into the selected reservoir.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
HYDRAULIC POWER
; ;
L
A
F
L
A
F
L
A
F
MAIN
LANDING GEAR
MAIN LANDING
GEAR DOORS
RH SLAT WTB
LH SLAT WTB
NOSE LANDING
GEAR
NOSE LANDING
GEAR DOORS
YAW DAMPER
LH AILERON
RH AILERON
PITCH TRIM
LH SPOILER 5
RH SPOILER 5
NOSEWHEEL
STEERING
LH FLAP MOTOR
LH ELEVATOR
LH THRUST
REVERSER
HP
MAINIFOLD
ATA27
PTU
MANIFOLD
ATA32
FLOW
;;
;;
;;
;;;;
FROM
CONSUMERS
GROUND
SERVICE
CONNECTIONS
;;
;;
;;
;;
;;
;;
;;
RESERVOIR FILLING
SELECTOR VALVE
TO OTHER
SYSTEMS
;;;
;;
PRESSURE
;;
GROUND
SERVICE
CONNECTIONS
;;
SUCTION
CASE DRAIN
1100ANM0
;;;;
JUN 97
;;;;;
;;;;;;;;;;;;;;
;;
RH SPOILER 5
RH SPOILER 1
LH SPOILER 1
ATA27
;;
PTU
MANIFOLD
;;
;;;;
FROM
CONSUMERS
RESERVOIR FILLING
;;; Green
;;Hydraulic System - Schematic
LH SPOILER 5
;;
RETURN
;;
PITCH TRIM
ATA32
CONNECTIONS
TO
YELLOW
SYSTEM
(REF. 29-13-00)
;;;;;;;
;;;;
;;
;;;;;;;;;;;;;;
;;;
;;
;;
;
;
;;
;
;
;
;
;; ;
RH AILERON
HP
MAINIFOLD
PTU
NOSE LANDING
GEAR DOORS
LH AILERON
LH THRUST
REVERSER
FLOW
MAIN LANDING
GEAR DOORS
RH FLAP WTB
LEAKAGE
MEASUREMENT
MANIFOLD
SYSTEM SHOWN WITH

POWER TRANSFER
YELLOW TO GREEN
MAIN
LANDING GEAR
NOSE LANDING
GEAR
YAW DAMPER
LH ELEVATOR
NORMAL
BRAKES
LEAKAGE
MEASUREMENT
MANIFOLD
RH SLAT WTB
RUDDER
RH SLAT MOTOR
RH SPOILER 1
LH SPOILER 1
L
A
F
LH SLAT WTB
;
;;;
;
;
;
;;;
;
RH FLAP WTB
RUDDER
1100ANM0
A319/A320
HYDRAULIC POWER
;;
;;
;;
LH FLAP MOTOR
RH SLAT MOTOR
NORMAL
BRAKES
SYSTEM SHOWN WITH

POWER TRANSFER
YELLOW TO GREEN
FLOW
FLOW
PTU
;;
;;
;;
;;
RESERVOIR FILLING
SELECTOR VALVE
TO OTHER
SYSTEMS
;;;
;;
;;
PRESSURE
RETURN
;;
;;; Green
;;Hydraulic System - Schematic
29-7
JUN 97
;;;;
;
;;;;;;;;;;;;;;
CONNECTIONS
TO
YELLOW
SYSTEM
(REF. 29-13-00)
;;;;;;;
;;;;
;;
;;;;;;;;;;;;;;
;;;
NOSEWHEEL
STEERING
;;
SUCTION
RESERVOIR FILLING
CASE DRAIN
;;;;
;;
29-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321

Blue Hydraulic Power
The Blue hydraulic system is one of the
with hydraulic power. The system supplies some flight controls and also the
(CSM/G) when it is necessary.
installed in the Blue hydraulic compartment. The compartment is in the left hand
belly fairing, forward of the main landing
gear compartment. The reservoir and the
low pressure (LP) filter are not in the
hydraulic compartment. They are in the
upper left hand belly fairing aft of the
wing. The Blue hydraulic system is
hydraulically isolated from the other two
main systems. It is not possible for
hydraulic fluid to go from one system to
any other system.
The system operates at a nominal pressure
of 3000 psi. It can provide 8.45 US gal
minimum from the electric pump. The
return (LP) part of the system is pressurized to 50 psi. It is possible to pressurize
the high pressure (HP) system from any of
three different sources:
- the electric pump,
- the Ram Air Turbine (RAT),
Unless deselected, the electric pump starts
automatically when either engine starts. It
operates continuously until the two
engines are stopped. A push-button (PB)
switch in the flight compartment makes it
possible for the crew to stop the electric
pump.
It is also possible to pressurize the system
with the electric pump when the engines
are stopped. A PB switch on the maintenance panel 50VU in the flight compartment starts the electric pump.
29-8
HYDRAULIC POWER
A319/A320

A current transformer and a current unbalance detector together give protection if
there is a fault in the electric pump motor.
When a fault occurs, they stop the motor.
A temperature switch is included in the
motor. If the temperature of the motor is
too high, the switch sends a signal to the
ECAM and warning systems.
The Ram Air Turbine (RAT) can also supply the Blue hydraulic system with HP
fluid. The RAT deploys automatically
when there is a total AC failure. It is also
possible to deploy the RAT from the flight
compartment.
ground supply. They are installed on the
ground service panel of the Blue hydraulic
system.
The ground service panel for the Blue
hydraulic system is in the left hand belly
fairing, aft of the main landing gear compartment.
The supply to all of the consumers goes
through the HP manifold. The supply to
all of the consumers other than the slat
motor and CSM/G also goes through the
Leakage Measurement System (LMS)
manifold.
A solenoid valve on the HP manifold controls the flow of fluid through the LMS
manifold. The solenoid valve is operated
from the maintenance panel 50VU in the
flight compartment. An HP filter is
installed in the system pressure inlet of the
HP manifold. The filtration rating of the
filter is 15 microns.
JUN 97
Blue Hydraulic Power

The Blue hydraulic system is one of the
with hydraulic power. The system supplies some flight controls and also the
(CSM/G) when it is necessary.
installed in the Blue hydraulic compartment. The compartment is in the left hand
belly fairing, forward of the main landing
gear compartment. The reservoir and the
low pressure (LP) filter are not in the
hydraulic compartment. They are in the
wing. The Blue hydraulic system is
main systems. It is not possible for
hydraulic fluid to go from one system to
any other system.
of 3000 psi. It can provide 8.45 US gal
minimum from the electric pump. The
return (LP) part of the system is pressurized to 50 psi. It is possible to pressurize
the high pressure (HP) system from any of
three different sources:
- the electric pump,
- the Ram Air Turbine (RAT),
Unless deselected, the electric pump starts
automatically when either engine starts. It
operates continuously until the two
engines are stopped. A push-button (PB)
switch in the flight compartment makes it
possible for the crew to stop the electric
pump.
It is also possible to pressurize the system
with the electric pump when the engines
are stopped. A PB switch on the maintenance panel 50VU in the flight compartment starts the electric pump.
29-8
A current transformer and a current unbalance detector together give protection if

there is a fault in the electric pump motor.
When a fault occurs, they stop the motor.
A temperature switch is included in the
motor. If the temperature of the motor is
too high, the switch sends a signal to the
ECAM and warning systems.
The Ram Air Turbine (RAT) can also supply the Blue hydraulic system with HP
fluid. The RAT deploys automatically
when there is a total AC failure. It is also
possible to deploy the RAT from the flight
compartment.
ground supply. They are installed on the
ground service panel of the Blue hydraulic
system.
The ground service panel for the Blue
hydraulic system is in the left hand belly
fairing, aft of the main landing gear compartment.
The supply to all of the consumers goes
through the HP manifold. The supply to
all of the consumers other than the slat
motor and CSM/G also goes through the
Leakage Measurement System (LMS)
manifold.
A solenoid valve on the HP manifold controls the flow of fluid through the LMS
manifold. The solenoid valve is operated
from the maintenance panel 50VU in the
flight compartment. An HP filter is
installed in the system pressure inlet of the
HP manifold. The filtration rating of the
filter is 15 microns.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321

A pressure relief valve installed on the HP
manifold protects the system from overpressure. The pressure relief valve opens
when the pressure increases to 3435 psi. It
closes when the pressure decreases to
3190 psi.
The priority valve is also installed on the
HP manifold. It stops the supply of fluid to
nonessential consumers (slats and CSM/
G) if the pressure in the system is too low.
The priority valve closes (and stops the
supply) when the pressure decreases to
1885 +10 -43 psi. The valve opens when
the pressure increases to 2030 +0 -73 psi.
The system accumulator has a direct connection to the HP manifold. The accumulator keeps the pressure in the system free
from small changes. It also makes a supply of fluid available to replace any temporary shortage. This can happen if there
is a sudden large demand and the pump
has not had time to respond. The accumulator is precharged with nitrogen to 1885
psi. It holds 0.05 US gal of usable fluid
when it is full. A gas charging valve and a
pressure gage are installed on the accumulator.
- the flight controls in the LH wing,
- the flight controls in the RH wing,
- the flight controls in the tail section.
maintenance.
JUN 97
HYDRAULIC POWER
A319/A320

The LP circuit returns the fluid from the
consumers to the reservoir. The case drain
of the electric pump and the return from
the HP manifold are also connected to the
LP circuit. Check valves are installed in
the system. They control the flow of fluid
in the system. The check valves also give
protection to the main system if a subsystem has a leak.
immediately before it gets to the reservoir
The filter has a filtration rating of 3
microns. If the filter element clogs, a
bypass operates and unfiltered fluid goes
to the reservoir. The LP filter is installed
in the upper left hand belly fairing, aft of
the wing.
A filter is installed in the case drain line of
the electric pump which goes to the LP
circuit. The filter has a filtration rating of
15 microns.
wing together with the LP filter. The reservoir holds a supply of fluid. The reservoir holds 1.59 US gal of hydraulic fluid.
The reservoir is pressurized with air to 50
psi to stop cavitation at the inlet to the
electric pump. A depressurization valve is
installed on the ground service panel of
the Blue hydraulic system. A pressure
relief valve and a pressure gage are
installed on the reservoir.
29-9
A pressure relief valve installed on the HP

manifold protects the system from overpressure. The pressure relief valve opens
when the pressure increases to 3435 psi. It
closes when the pressure decreases to
3190 psi.
The priority valve is also installed on the
HP manifold. It stops the supply of fluid to
nonessential consumers (slats and CSM/
G) if the pressure in the system is too low.
The priority valve closes (and stops the
supply) when the pressure decreases to
1885 +10 -43 psi. The valve opens when
the pressure increases to 2030 +0 -73 psi.
The system accumulator has a direct connection to the HP manifold. The accumulator keeps the pressure in the system free
from small changes. It also makes a supply of fluid available to replace any temporary shortage. This can happen if there
is a sudden large demand and the pump
has not had time to respond. The accumulator is precharged with nitrogen to 1885
psi. It holds 0.05 US gal of usable fluid
when it is full. A gas charging valve and a
pressure gage are installed on the accumulator.
- the flight controls in the LH wing,
- the flight controls in the RH wing,
- the flight controls in the tail section.
maintenance.
JUN 97

The LP circuit returns the fluid from the
consumers to the reservoir. The case drain
of the electric pump and the return from
the HP manifold are also connected to the
LP circuit. Check valves are installed in
the system. They control the flow of fluid
in the system. The check valves also give
protection to the main system if a subsystem has a leak.
immediately before it gets to the reservoir
The filter has a filtration rating of 3
microns. If the filter element clogs, a
bypass operates and unfiltered fluid goes
to the reservoir. The LP filter is installed
in the upper left hand belly fairing, aft of
the wing.
A filter is installed in the case drain line of
the electric pump which goes to the LP
circuit. The filter has a filtration rating of
15 microns.
wing together with the LP filter. The reservoir holds a supply of fluid. The reservoir holds 1.59 US gal of hydraulic fluid.
The reservoir is pressurized with air to 50
psi to stop cavitation at the inlet to the
electric pump. A depressurization valve is
installed on the ground service panel of
the Blue hydraulic system. A pressure
relief valve and a pressure gage are
installed on the reservoir.
29-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321
RH FLAP WTB
EMER.
GENERATOR
;;;;;
;
;;
;;;
LH FLAP WTB
RUDDER
LH SLAT MOTOR
RH ELEVATOR
LH SLAT WTB
RH SLAT WTB
LH SPOILER 3
RH SPOILER 3
LH AILERON
RH AILERON
LH ELEVATOR
LEAKGE
MEASUREMENT
MANIFOLD
HP MANIFOLD
ATA27
PRESSURE
RETURN
SUCTION
RESERVOIR FILLING
CASE DRAIN
;;;
;;
;;
;;
RAT
FROM
CONSUMERS
;;
;;
;;
;;;;;;
;;
GROUND
SERVICE
CONNECTORS
1200AMW0
;;Blue Hydraulic System - Schematic

;;
29-10
A319/A320
HYDRAULIC POWER
;;
;;
JUN 97
RH FLAP WTB
EMER.
GENERATOR
;;;;;
;
;;
;;;
LH FLAP WTB
RUDDER
LH SLAT MOTOR
RH ELEVATOR
LH SLAT WTB
RH SLAT WTB
LH SPOILER 3
RH SPOILER 3
LH AILERON
RH AILERON
LH ELEVATOR
LEAKGE
MEASUREMENT
MANIFOLD
HP MANIFOLD
ATA27
PRESSURE
RETURN
SUCTION
RESERVOIR FILLING
CASE DRAIN
;;;
;;
;;
;;
FROM
CONSUMERS
RAT
;;
;;
;;
;;;;;;
;;
GROUND
SERVICE
CONNECTORS
1200AMW0
;;Blue Hydraulic System - Schematic

;;
29-10
;;
;;
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321

Yellow Hydraulic Power
The Yellow hydraulic system is one of the
- the cargo doors,
- the alternate and parking brake systems,
- the right hand (No. 2) engine thrust
reverser,
- the Power Transfer Unit (PTU).
installed in the Yellow hydraulic compartment in the RH belly fairing, forward of
the main gear compartment. The system is
kept physically apart from the other two
systems where possible. The system is
systems. It is not possible for fluid to go
from one system to another.
of 3000 psi. The Engine Driven Pump
(EDP) can supply 37 US gal/min at 2855
psi at its normal operating speed. The
return part of the system is pressurized to
50 psi. It is possible to pressurize the HP
system from any of 4 different sources:
- the Engine Driven Pump (EDP),
- the Power Transfer Unit (PTU),
- the ground supply connections,
- the Yellow electric pump,
Engine Driven Pump (EDP), connected to
the right (No. 2) engine. The EDP has a
JUN 97
HYDRAULIC POWER
A319/A320

of fluid to the system. A push-button
switch (PBSW) in the flight compartment
controls the operation of the solenoid
valve. The EDP can pressurize the system
to 3000 +45 -0 psi at zero flow or to 2855
psi with a flow of 37 US gal/min. This
flow is achieved at the rated delivery
speed of the pump (3702 RPM - equivalent to 93.5% engine N2 speed).
If the EDP fails, or for maintenance on the
ground, it is possible to pressurize the Yellow hydraulic system with the electric
pump. The output of the electric pump is
connected to the HP supply downstream
of the check valve. A check valve is
installed in the output line from the electric pump to stop reverse flow of fluid to
the pump.
The PTU can also be used to pressurize
the yellow system when there is sufficient
pressure to operate the PTU.
the Yellow hydraulic system from a
ground supply. The system has self sealing connectors for a ground supply
installed on the ground service panel.
The ground service panel for the Yellow
hydraulic system is installed in the right
belly fairing aft of the main gear compartment.
The supply to most of the consumers goes
29-11
Yellow Hydraulic Power

The Yellow hydraulic system is one of the
- the cargo doors,
- the alternate and parking brake systems,
- the right hand (No. 2) engine thrust
reverser,
- the Power Transfer Unit (PTU).
installed in the Yellow hydraulic compartment in the RH belly fairing, forward of
the main gear compartment. The system is
kept physically apart from the other two
systems where possible. The system is
systems. It is not possible for fluid to go
from one system to another.
of 3000 psi. The Engine Driven Pump
(EDP) can supply 37 US gal/min at 2855
psi at its normal operating speed. The
return part of the system is pressurized to
50 psi. It is possible to pressurize the HP
system from any of 4 different sources:
- the Engine Driven Pump (EDP),
- the Power Transfer Unit (PTU),
- the ground supply connections,
- the Yellow electric pump,
Engine Driven Pump (EDP), connected to
the right (No. 2) engine. The EDP has a
JUN 97

of fluid to the system. A push-button
switch (PBSW) in the flight compartment
controls the operation of the solenoid
valve. The EDP can pressurize the system
to 3000 +45 -0 psi at zero flow or to 2855
psi with a flow of 37 US gal/min. This
flow is achieved at the rated delivery
speed of the pump (3702 RPM - equivalent to 93.5% engine N2 speed).
If the EDP fails, or for maintenance on the
ground, it is possible to pressurize the Yellow hydraulic system with the electric
pump. The output of the electric pump is
connected to the HP supply downstream
of the check valve. A check valve is
installed in the output line from the electric pump to stop reverse flow of fluid to
the pump.
The PTU can also be used to pressurize
the yellow system when there is sufficient
pressure to operate the PTU.
the Yellow hydraulic system from a
ground supply. The system has self sealing connectors for a ground supply
installed on the ground service panel.
The ground service panel for the Yellow
hydraulic system is installed in the right
belly fairing aft of the main gear compartment.
The supply to most of the consumers goes
29-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321

The system accumulator has direct
hydraulic connections to the HP and brake
manifolds and to the cargo door selector
valve. The accumulator keeps the pressure
in the system free of small changes. It also
The accumulator is precharged with nitrogen at 1885 psi and holds 0.05 US gal of
the usable fluid when it is full. A gas
charging valve and a pressure gage are
installed on the accumulator.
three separate outputs, one to each of the
following:
- flight control in the RH wing,
maintenance.
equivalent solenoid valve of the Green
hydraulic system) the flow of fluid to and
from the PTU. A single push-button
the operation of the two solenoid valves.
When the push-button switch is operated,
the two solenoid valves are energized and
the supply of fluid to and from the PTU is
stopped.
The priority valve is installed on the PTU
manifold. It stops the supply of fluid to
nonessential consumers if the system pressure is too low. The priority valve closes
at 1885 and opens at 2030 psi.
29-12
HYDRAULIC POWER
A319/A320

the manifold.
The case drains of the EDP and PTU, and
the returns from the HP manifold are also
has check valves where applicable to control the flow of fluid. Some of the return
manifold.
line to the LP system. It has a filtration rating of 15 microns.
The reservoir is installed in the Yellow
hydraulic compartment and holds 3.18 US
gal of hydraulic fluid. The reservoir is
pressurized with air to 50 psi to stop cavitation at the inlet to the EDP. A depressurization valve is installed on the ground
service panel of the Yellow hydraulic system. A pressure relief valve and air pressure gage are installed on the reservoir.
JUN 97
The system accumulator has direct

hydraulic connections to the HP and brake
manifolds and to the cargo door selector
valve. The accumulator keeps the pressure
in the system free of small changes. It also
The accumulator is precharged with nitrogen at 1885 psi and holds 0.05 US gal of
the usable fluid when it is full. A gas
charging valve and a pressure gage are
installed on the accumulator.
three separate outputs, one to each of the
following:
- flight control in the RH wing,
maintenance.
equivalent solenoid valve of the Green
hydraulic system) the flow of fluid to and
from the PTU. A single push-button
the operation of the two solenoid valves.
When the push-button switch is operated,
the two solenoid valves are energized and
the supply of fluid to and from the PTU is
stopped.
The priority valve is installed on the PTU
manifold. It stops the supply of fluid to
nonessential consumers if the system pressure is too low. The priority valve closes
at 1885 and opens at 2030 psi.
29-12

the manifold.
The case drains of the EDP and PTU, and
the returns from the HP manifold are also
has check valves where applicable to control the flow of fluid. Some of the return
manifold.
line to the LP system. It has a filtration rating of 15 microns.
The reservoir is installed in the Yellow
hydraulic compartment and holds 3.18 US
gal of hydraulic fluid. The reservoir is
pressurized with air to 50 psi to stop cavitation at the inlet to the EDP. A depressurization valve is installed on the ground
service panel of the Yellow hydraulic system. A pressure relief valve and air pressure gage are installed on the reservoir.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
;
;
;;;;
;
;
;;
A318/
A319/A320 /A321
HYDRAULIC POWER
L
A
F
RUDDER
L
A
F
LH FLAP WTB
FWD CARGO
DOOR
PITCH TRIM
LH SPOILER 4
RH SPOILER 4
AFT CARGO
DOOR
RH SPOILER 2
RH THRUST
REVERSER
SUCTION
LEAKAGE
MEASUREMENT
MANIFOLD
FLOW
ATA27
PTU
HP
MANIFOLD
PTU
MANIFOLD
B
R
A
K
E
S
;;
;;
;;;
BRAKE
MANIFOLD
CONNECTIONS
TO
GREEN SYSTEM
(REF 29-11-00)
;;
;; ;;
;;
;;
;
;;
;; ;;;;
RESERVOIR
FILLING
(REF 29-16-00)
;;
;;;;
LEAKAGE
MEASUREMENT
MANIFOLD
FLOW
ATA27
PTU
;;
HP
MANIFOLD
PTU
MANIFOLD
B
R
A
K
E
S
BRAKE
MANIFOLD
;;
;;
GROUND
SERVICE
CONNECTORS
;;
;;
;;
;;;;
FROM
CONSUMERS
;;
;;
;; ;;
;;
;; ;;;;
RESERVOIR
FILLING
(REF 29-16-00)
;;
;;;;
;;;;
GROUND
SERVICE
CONNECTORS
;;
;;
;;
;;;;;;
;;;;;;
;;
;;
Yellow Hydraulic System - Schematic
FLOW
CONNECTIONS
TO
GREEN SYSTEM
(REF 29-11-00)
;;
JUN 97
RH FLAP
MOTOR
;;
RH THRUST
REVERSER
FROM
CONSUMERS
;;
RH SPOILER 2
;;
;;
LH SPOILER 2
;;
AFT CARGO
DOOR
SYSTEM SHOWN WITH POWER

TRANSFER GREEN TO YELLOW
RH SPOILER 4
CASE DRAIN
;;
LH SPOILER 4
SUCTION
;;
LH FLAP WTB
PITCH TRIM
RESERVOIR FILLING
SYSTEM SHOWN WITH POWER

TRANSFER GREEN TO YELLOW
FLOW
FWD CARGO
DOOR
YAW DAMPER
RETURN
CASE DRAIN
;;;
ALT. PARK
BRAKE
PRESSURE
PRESSURE
RESERVOIR FILLING
L
A
F
RH ELEVATOR
RETURN
RH FLAP
MOTOR
L
A
F
RUDDER
RH ELEVATOR
LH SPOILER 2
;
;
;;;;
;
;
;;
ALT. PARK
BRAKE
YAW DAMPER
A319/A320
HYDRAULIC POWER
Yellow Hydraulic System - Schematic

29-13
JUN 97
29-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321
HYDRAULIC RESERVOIR
PRESSURIZING SYSTEM
The aircraft has a pressurization system
for the hydraulic reservoirs. Each reservoir gets pressurized air to 50 psi (usual
operation), which prevents cavitation of
the pumps. The system also remains airtight in the event of failure of the pressurization system or after an engine
shutdown.
Air for the reservoir pressurization system
comes from:
- the left engine high pressure compressor
(HP air) (usual operation),
- the low pressure air bleed of both the left
and right engines and the APU (LP air)
(if failure of the left engine occurs),
- the ground supply.
A restrictor is installed in the HP bleed air
line from the left engine to limit airflow
and reduce air temperature.
The system has a reservoir pressurization
manifold which controls the pressure of
HP BLEED AIR FROM
LH ENGINE
the air supplied to the reservoirs. HP air

from the engine must be reduced in pressure (excessively high for the system).
A fluid separator is installed on the manifold. The fluid separator makes sure that
the air is clear of water and hydraulic
fluid. A reservoir pressurization ground
connector is also installed on the manifold. It makes it possible to pressurize the
system from a ground service cart. Two
filter assemblies are also installed on the
manifold. The filter bowls can hold water
condensed from lines upstream of the filters.
An air pressure gage is installed in each
system, on the related reservoir. Each reservoir has a pressure relief valve to prevent overpressurization of the reservoir.
Each reservoir has a reservoir depressurization valve to let the pressure out of the
reservoir. The valve is installed in the
related ground service panel.
HYDRAULIC RESERVOIR
PRESSURIZING SYSTEM
The aircraft has a pressurization system
for the hydraulic reservoirs. Each reservoir gets pressurized air to 50 psi (usual
operation), which prevents cavitation of
the pumps. The system also remains airtight in the event of failure of the pressurization system or after an engine
shutdown.
Air for the reservoir pressurization system
comes from:
- the left engine high pressure compressor
(HP air) (usual operation),
- the low pressure air bleed of both the left
and right engines and the APU (LP air)
(if failure of the left engine occurs),
- the ground supply.
A restrictor is installed in the HP bleed air
line from the left engine to limit airflow
and reduce air temperature.
The system has a reservoir pressurization
manifold which controls the pressure of
HP BLEED AIR FROM
LH ENGINE
LP BLEED AIR FORM

BOTH ENGINES AND APU
;;
the air supplied to the reservoirs. HP air

from the engine must be reduced in pressure (excessively high for the system).
A fluid separator is installed on the manifold. The fluid separator makes sure that
the air is clear of water and hydraulic
fluid. A reservoir pressurization ground
connector is also installed on the manifold. It makes it possible to pressurize the
system from a ground service cart. Two
filter assemblies are also installed on the
manifold. The filter bowls can hold water
condensed from lines upstream of the filters.
An air pressure gage is installed in each
system, on the related reservoir. Each reservoir has a pressure relief valve to prevent overpressurization of the reservoir.
Each reservoir has a reservoir depressurization valve to let the pressure out of the
reservoir. The valve is installed in the
related ground service panel.
LP BLEED AIR FORM
BOTH ENGINES AND APU
;;
RESTRICTOR
RESTRICTOR
RESERVOIR PRESSURIZATION
MANIFOLD
;;
GROUND
CONNECTION
A319/A320
HYDRAULIC POWER
PRESSURE
REDUCING
VALVE
;;
;
;;
RESERVOIR PRESSURIZATION
MANIFOLD
FILTER WARMING
BLEED
;;
GROUND
CONNECTION
PRESSURE
REDUCING
VALVE
SEPARATOR
SEPARATOR
;;;;;;;
;;;; ;;;;
;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;
;;;; ;;;;;; TO SDAC
;;;
;;;;
;;TO SDAC
TO SDAC
;;;;;;;
;;;; ;;;;
;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;
;;;; ;;;;;; TO SDAC
;;;
TO SDAC
RESERVOIR
;;;;;;;;;;;;;;;;;;
;;
;
;;;;
;;TO SDAC
;;
;;
G
FILTER WARMING
BLEED
FILTER WARMING
BLEED
FLUID
FILTER WARMING
BLEED
FLUID
TO SDAC
;;
;
;;
;;
;;;;;;;;;;;;;;;;;;
;;
RESERVOIR
RESERVOIR
RESERVOIR
;;;;;;;;;;;;;;;;;;
;;
;
;;;;;;;;;;;;;;;;;;
;
;;;;;;;;
;;
TO SDAC
;;
;;;;;;;;;;;;;;;;;;
;;
;;;;;;;;;;;;;;;;;;
;
;;;;;;;;
;;
RESERVOIR
RESERVOIR
1400FRA
1400FRA
Reservoir Pressurization System
Reservoir Pressurization System

;;
29-14
;;
;;
JUN 97
29-14
;;
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321

SEAL DRAIN SYSTEM
The seal drain system collects hydraulic
fluid from the seal drains of some hydraulic components. Hydraulic fluid which
may escape from some hydraulic components (leak or abnormal condition such as
hydraulic reservoir overfilling or internal
overpressure) is drained into collector
tanks via a system of lines.

The forward system consists of flexible
hoses and rigid pipes connected to a collector tank. The components which drain
into the forward collector tank located in
the Yellow hydraulic compartment are:
- Blue electric pump,
- Yellow electric pump,
- Slat Power Control Unit (PCU),
- Green hydraulic reservoir.
- Yellow hydraulic reservoir
SEAL DRAIN SYSTEM

The seal drain system collects hydraulic
fluid from the seal drains of some hydraulic components. Hydraulic fluid which
may escape from some hydraulic components (leak or abnormal condition such as
hydraulic reservoir overfilling or internal
overpressure) is drained into collector
tanks via a system of lines.
The forward system consists of flexible

hoses and rigid pipes connected to a collector tank. The components which drain
into the forward collector tank located in
the Yellow hydraulic compartment are:
- Blue electric pump,
- Yellow electric pump,
- Slat Power Control Unit (PCU),
- Green hydraulic reservoir.
- Yellow hydraulic reservoir
Forward System
Forward System
JUN 97
A319/A320
HYDRAULIC POWER
29-15
JUN 97
29-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321
The aft system consists of flexible hoses

and rigid pipes connected to a collector
tank. The components which drain into
the aft collector located in the main landing gear compartment are:
- Flap Power Control Unit (PCU),
- Power Transfer Unit (PTU),
- Constant Speed Motor/Generator (CSM/
G),
- Blue hydraulic reservoir.
The system is designed so that the hydraulic fluid drains into the collector tanks by
gravity. The collector tanks are attached to
the aircraft structure by means of quick
release clamps and must be removed for
drainage. Each collector tank, which has a
capacity of 0.19 US gal, must be emptied
at regular intervals.
The aft system consists of flexible hoses

and rigid pipes connected to a collector
tank. The components which drain into
the aft collector located in the main landing gear compartment are:
- Flap Power Control Unit (PCU),
- Power Transfer Unit (PTU),
- Constant Speed Motor/Generator (CSM/
G),
- Blue hydraulic reservoir.
The system is designed so that the hydraulic fluid drains into the collector tanks by
gravity. The collector tanks are attached to
the aircraft structure by means of quick
release clamps and must be removed for
drainage. Each collector tank, which has a
capacity of 0.19 US gal, must be emptied
at regular intervals.
Aft System
Aft System
29-16
A319/A320
HYDRAULIC POWER
JUN 97
29-16
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321

AUXILIARY HYDRAULIC POWER
The auxiliary hydraulic power systems are
those which supply the aircraft when the
supply from the main pumps is not available. The auxiliary systems and their
related main systems are:
- the Blue auxiliary system (Ram Air
Turbine or RAT), which supplies the
Blue hydraulic system,
- the power transfer between the Green
and the Yellow hydraulic systems,
- the electric pump which supplies the
Yellow hydraulic system.
There is also a hand pump which supplies
the hydraulic power of the cargo compartment doors only.
HYDRAULIC POWER
A319/A320

Blue Auxiliary Hydraulic Power (Ram
Air Turbine)
The Blue auxiliary hydraulic power system supplies hydraulic power from the
Ram Air Turbine (RAT) to the Blue main
hydraulic power system.
The RAT is installed in the belly fairing
on the left side. When necessary, an actuator extends the RAT into the airflow. The
actuator extends the RAT when there is a
total AC failure.
It is possible to extend the RAT into the
airflow at any point in the flight envelope
of the aircraft, provided airspeed is greater
than 100 kts.
NOTE: The automatic function only
operates when the speed of the aircraft
is more than 100 kts.
AUXILIARY HYDRAULIC POWER

The auxiliary hydraulic power systems are
those which supply the aircraft when the
supply from the main pumps is not available. The auxiliary systems and their
related main systems are:
- the Blue auxiliary system (Ram Air
Turbine or RAT), which supplies the
Blue hydraulic system,
- the power transfer between the Green
and the Yellow hydraulic systems,
- the electric pump which supplies the
Yellow hydraulic system.
There is also a hand pump which supplies
the hydraulic power of the cargo compartment doors only.
Blue Auxiliary Hydraulic Power (Ram

Air Turbine)
The Blue auxiliary hydraulic power system supplies hydraulic power from the
Ram Air Turbine (RAT) to the Blue main
hydraulic power system.
The RAT is installed in the belly fairing
on the left side. When necessary, an actuator extends the RAT into the airflow. The
actuator extends the RAT when there is a
total AC failure.
It is possible to extend the RAT into the
airflow at any point in the flight envelope
of the aircraft, provided airspeed is greater
than 100 kts.
NOTE: The automatic function only
operates when the speed of the aircraft
is more than 100 kts.
A320 RAT
A320 RAT
A
A
195CB
195CB
RAT FRAME
RAT FRAME
RAT DOOR
RAT DOOR
RAM
AIR TURBINE (RAT)
RAM
AIR TURBINE (RAT)
General Configuration, RAT Extended
General Configuration, RAT Extended

JUN 97
29-17
JUN 97
29-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321

The flight and maintenance crews can also
extend the RAT from the flight compartment using the RAT MAN ON switch
(overhead HYD panel) or the RAT &
EMER GEN MAN ON switch (overhead
EMER ELEC PWR panel). Both switches
are covered with red guards. It is only possible to retract the RAT when the aircraft
is on the ground.
WARNING: The RAT actuator is supplied by Hot Battery Bus 1. The RAT
can be deployed from the flight deck
with no electrical power (AC or DC)
selected on by the red guarded switches,
RAT & EMER GEN MAN ON and
RAT MAN ON.
In an emergency the Blue auxiliary system
supplies hydraulic power to the aircraft.
The Blue auxiliary system can also supply
the aircraft with electrical power through
the Constant Speed Motor/Generator
(CSM/G). The system supplies hydraulic
power in less than 5 seconds from the time
it gets the electrical command to extend
the RAT. The hydraulic power available
from the RAT (with the landing gear
retracted) is sufficient to supply the flight
controls and the CSM/G (for electrical
power).
NOTE: A319 aircraft have an improved
RAT installed. The RAT Jack Control
Module (2455GE) has been eliminated
on the A319. The RAT Ground Check
on the A319. The deployment of the
A319 RAT is the same as deployment of
the A320 RAT. The A319 and A320
RATs are not interchangeable due to
structural differences
29-18
HYDRAULIC POWER
A319/A320

On A320 aircraft, nosegear extension
affects the airflow around the RAT which
reduces the performance of the RAT.
Because of that, the CSM/G is automatically switched off when the landing gear is
extended. The aircraft gets its supply of
electrical power from the batteries (AC
power from the Static Inverter). Thus the
RAT has only to supply hydraulic power
for the flight controls. The RAT is available and will operate through all of the
flight envelope, but it will stall if the airspeed is less than 130 knots.
On A319 aircraft the RAT operates effectively down to 100 knots due to an
improved blade design and less airflow
disruption from the nose gear. On A319
aircraft, logic does not switch off the
CSM/G at landing gear extension. The
A319 CSM/G operates until the main
landing gear is compressed and airspeed
falls below 100 knots.
NOTE: The A319 and A320 have different control panels located on the Blue
hydraulic panel. Ground test and stowage procedures are differnet. Flight
deck panels and procedures are
unchanged.
JUN 97
The flight and maintenance crews can also

extend the RAT from the flight compartment using the RAT MAN ON switch
(overhead HYD panel) or the RAT &
EMER GEN MAN ON switch (overhead
EMER ELEC PWR panel). Both switches
are covered with red guards. It is only possible to retract the RAT when the aircraft
is on the ground.
WARNING: The RAT actuator is supplied by Hot Battery Bus 1. The RAT
can be deployed from the flight deck
with no electrical power (AC or DC)
selected on by the red guarded switches,
RAT & EMER GEN MAN ON and
RAT MAN ON.
In an emergency the Blue auxiliary system
supplies hydraulic power to the aircraft.
The Blue auxiliary system can also supply
the aircraft with electrical power through
the Constant Speed Motor/Generator
(CSM/G). The system supplies hydraulic
power in less than 5 seconds from the time
it gets the electrical command to extend
the RAT. The hydraulic power available
from the RAT (with the landing gear
retracted) is sufficient to supply the flight
controls and the CSM/G (for electrical
power).
NOTE: A319 aircraft have an improved
RAT installed. The RAT Jack Control
on the A319. The RAT Ground Check
on the A319. The deployment of the
A319 RAT is the same as deployment of
the A320 RAT. The A319 and A320
RATs are not interchangeable due to
structural differences
29-18
On A320 aircraft, nosegear extension

affects the airflow around the RAT which
reduces the performance of the RAT.
Because of that, the CSM/G is automatically switched off when the landing gear is
extended. The aircraft gets its supply of
electrical power from the batteries (AC
power from the Static Inverter). Thus the
RAT has only to supply hydraulic power
for the flight controls. The RAT is available and will operate through all of the
flight envelope, but it will stall if the airspeed is less than 130 knots.
On A319 aircraft the RAT operates effectively down to 100 knots due to an
improved blade design and less airflow
disruption from the nose gear. On A319
aircraft, logic does not switch off the
CSM/G at landing gear extension. The
A319 CSM/G operates until the main
landing gear is compressed and airspeed
falls below 100 knots.
NOTE: The A319 and A320 have different control panels located on the Blue
hydraulic panel. Ground test and stowage procedures are differnet. Flight
deck panels and procedures are
unchanged.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321

On A319 and A320 aircraft, except for the
RAT control panel and the selector
switches, all of the components are in the
left belly fairing. The RAT control panel
is part of the Blue ground service panel,
and the selector switches are in the flight
compartment.
When the RAT is in its stowed position,
the system is monitored for faults. If a
fault is found, the lower display unit (DU)
of the ECAM shows the RAT fault warning. These faults will cause a RAT fault
warning:
- the RAT is not in its stowed position (and
no manual or automatic selection has
been made to extend it),
- the change-over valve in the ground
check module is in the "ground check"
position (there is an unwanted electrical
supply to the change-over valve),
- there is hydraulic pressure in the
"retract" side of the RAT jack (the jack
control module is in the wrong
configuration).
JUN 97
HYDRAULIC POWER
A319/A320

The RAT system gets electrical power
from the DC system of the aircraft.
Hot Battery Bus 1 supplies 28 VDC to
solenoid 1 on the RAT actuator through
the automatic deployment logic. It also
supplies solenoid 1 directly when the
hydraulic override (RAT MAN ON)
switch is operated.
Battery No. 2 supplies 28 VDC directly to
solenoid 2 when the electric override
(MAN ON) switch is operated.
The Battery Bus supplies 28 VDC to the
RAT control panel. The supply to the
RAT control panel is used for:
- the RAT ground retraction module,
- the RAT position switches,
- the ground check module.
There is also a 28 VDC supply from the
RAT control panel to the ground test box
when it is connected.
29-19
On A319 and A320 aircraft, except for the

RAT control panel and the selector
switches, all of the components are in the
left belly fairing. The RAT control panel
is part of the Blue ground service panel,
and the selector switches are in the flight
compartment.
When the RAT is in its stowed position,
the system is monitored for faults. If a
fault is found, the lower display unit (DU)
of the ECAM shows the RAT fault warning. These faults will cause a RAT fault
warning:
- the RAT is not in its stowed position (and
no manual or automatic selection has
been made to extend it),
- the change-over valve in the ground
check module is in the "ground check"
position (there is an unwanted electrical
supply to the change-over valve),
- there is hydraulic pressure in the
"retract" side of the RAT jack (the jack
control module is in the wrong
configuration).
JUN 97
The RAT system gets electrical power

from the DC system of the aircraft.
Hot Battery Bus 1 supplies 28 VDC to
solenoid 1 on the RAT actuator through
the automatic deployment logic. It also
supplies solenoid 1 directly when the
hydraulic override (RAT MAN ON)
switch is operated.
Battery No. 2 supplies 28 VDC directly to
solenoid 2 when the electric override
(MAN ON) switch is operated.
The Battery Bus supplies 28 VDC to the
RAT control panel. The supply to the
RAT control panel is used for:
- the RAT ground retraction module,
- the RAT position switches,
- the ground check module.
There is also a 28 VDC supply from the
RAT control panel to the ground test box
when it is connected.
29-19
29-20

2200AGP1
RAT Power Supply (A319)
JUN 97
29-20
RAT & EMER GEN
FAULT
LOGIC
INTERLOCK PROXIMITY
SWITCH
PRESSURE SWITCH
STOW SOLENOID
STOW PROXIMITY SWITCH
HYDRAULIC POWER
2815GE
RAT
CONTROL
PANEL
DEPLOY SOLENOID 2
RAT ACTUATOR
INTERNAL LOCK
DEPLOY SOLENOID 1
/A321
28 VDC
BATTERY BUS
401PP
28 VDC
BAT2
24XE
ELEC OVRD
(RAT & EMER
GEN MAN ON)
HYD OVRD
2805GE
(RAT MAN ON)
CONTROLLED SPEED
MOTOR/GENERATOR
CONTROL UNIT
701 PP 28 VDC
INTERLOCK PROXIMITY
SWITCH
PRESSURE SWITCH
STOW SOLENOID
STOW PROXIMITY SWITCH
DEPLOY SOLENOID 2
RAT ACTUATOR
INTERNAL LOCK
DEPLOY SOLENOID 1
AUTO
DEPLOY
LOGIC
2815GE
RAT
CONTROL
PANEL
HYD OVRD
2805GE
(RAT MAN ON)
CONTROLLED SPEED
MOTOR/GENERATOR
CONTROL UNIT
A318/A319/A320
HOT BATTERY BUS 1

703 PP 28 VDC
RAT & EMER GEN

FAULT
LOGIC
24XE
ELEC OVRD
(RAT & EMER
GEN MAN ON)
AUTO
DEPLOY
LOGIC
HYDRAULIC POWER
28 VDC
BATTERY BUS
401PP
28 VDC
BAT2
701 PP 28 VDC
HOT BATTERY BUS 1

703 PP 28 VDC
UNITED AIRLINES
UNITED AIRLINES
A319/A320
2200AGP1
JUN 97
JUN 97

28 VDC
BAT2
2200AGPO
29-21

JUN 97
RAT & EMER GEN

FAULT
LOGIC
2815GE
RAT
CONTROL
PANEL
SDAC1 AND 2 (ECAM)
RAT GRND CHECK MODULE
FREQUENCY GENERATOR
RAT POSITION SWITCHES
RAT RETRACTION MODULE
GRND TEST BOX
DEPLOY SOLENOID 2
RAT ACTUATOR
INTERNAL LOCK
DEPLOY SOLENOID 1
HYDRAULIC POWER
28 VDC
BATTERY BUS
301PP
28 VDC
BAT2
24XE
ELEC OVRD
(RAT & EMER
GEN MAN ON)
HYD OVRD
2805GE
(RAT MAN ON)
CONTROLLED SPEED
MOTOR/GENERATOR
CONTROL UNIT
28 VDC
AUTO
DEPLOY
LOGIC
SDAC1 AND 2 (ECAM)
RAT GRND CHECK MODULE
FREQUENCY GENERATOR
RAT POSITION SWITCHES
RAT RETRACTION MODULE
DEPLOY SOLENOID 2
RAT ACTUATOR
INTERNAL LOCK
DEPLOY SOLENOID 1
A319/A320 /A321
701PP
2815GE
RAT
CONTROL
PANEL
GRND TEST BOX
HYD OVRD
2805GE
(RAT MAN ON)
CONTROLLED SPEED
MOTOR/GENERATOR
CONTROL UNIT
A318/
HOT BATTERY BUS 1
RAT & EMER GEN

FAULT
LOGIC
24XE
ELEC OVRD
(RAT & EMER
GEN MAN ON)
AUTO
DEPLOY
LOGIC
HYDRAULIC POWER
28 VDC
BATTERY BUS
301PP
28 VDC
701PP
HOT BATTERY BUS 1
UNITED AIRLINES
UNITED AIRLINES
A319/A320
2200AGPO

29-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321

Power Transfer System
The aircraft has a power transfer system to
transfer hydraulic power between the
Green and Yellow systems. This is necessary if one of the engine pumps fails. It
also makes it possible to pressurize the
Green system from the Yellow system for
maintenance (with the Yellow system
electric pump).
The power transfer system is normally
armed when the hydraulic systems are
pressurized. However the crew can switch
off the system if necessary.
The connection between the two systems
is mechanical. Fluid can not move from
one system to the other.
When the isolation coupling is disconnected (during ground maintenance operations only), there is no transfer of power.
When the pressure differential between
the Green and Yellow systems is greater
than or equal to 500 psi, the system with
the greater pressure transfers power to the
other system. The power is transferred
through the Power Transfer Unit (PTU).
Two solenoid valves (one in each system)
keep the PTU either armed or off. The
solenoid valve of the Green system is connected to the Green PTU manifold. The
solenoid valve of the Yellow system is
connected to the Yellow PTU manifold.
The two solenoid valves operate at the
same time. The PTU switch on the overhead panel 40VU controls the solenoid
valves.
29-22
HYDRAULIC POWER
A319/A320

When the Yellow electric pump starts
because of operation of the cargo doors,
movement of the flight controls is prevented. Electrical power is supplied to the
two PTU solenoid valves and the solenoid
valve of the leakage measurement system.
Thus no hydraulic power is supplied to the
Green or Yellow systems.
There is no transfer of power when the
isolation coupling is disconnected. The
isolation coupling is a quick release coupling located in the Yellow supply line at
the PTU. It uses a ratchet lock to ensure
that the coupling remains connected.
The main components in the power transfer system are:
- the PTU,
- the solenoid valve (Green system),
- the solenoid valve (Yellow system),
- the isolation coupling,
- the PTU switch.
The PTU switch is installed in the overhead panel 40VU. All other components
are installed in the main landing gear compartment.
The usual flight condition is the PTU system "armed" (the PB switch set to AUTO
and both solenoid valves open) and the
Green and Yellow hydraulic systems at
the same pressure. Because the pressures
of the two hydraulic systems are within
500 psi of each other the PTU does not
turn.
JUN 97
Power Transfer System

The aircraft has a power transfer system to
transfer hydraulic power between the
Green and Yellow systems. This is necessary if one of the engine pumps fails. It
also makes it possible to pressurize the
Green system from the Yellow system for
maintenance (with the Yellow system
electric pump).
The power transfer system is normally
armed when the hydraulic systems are
pressurized. However the crew can switch
off the system if necessary.
The connection between the two systems
is mechanical. Fluid can not move from
one system to the other.
When the isolation coupling is disconnected (during ground maintenance operations only), there is no transfer of power.
When the pressure differential between
the Green and Yellow systems is greater
than or equal to 500 psi, the system with
the greater pressure transfers power to the
other system. The power is transferred
through the Power Transfer Unit (PTU).
Two solenoid valves (one in each system)
keep the PTU either armed or off. The
solenoid valve of the Green system is connected to the Green PTU manifold. The
solenoid valve of the Yellow system is
connected to the Yellow PTU manifold.
The two solenoid valves operate at the
same time. The PTU switch on the overhead panel 40VU controls the solenoid
valves.
29-22
When the Yellow electric pump starts

because of operation of the cargo doors,
movement of the flight controls is prevented. Electrical power is supplied to the
two PTU solenoid valves and the solenoid
valve of the leakage measurement system.
Thus no hydraulic power is supplied to the
Green or Yellow systems.
There is no transfer of power when the
isolation coupling is disconnected. The
isolation coupling is a quick release coupling located in the Yellow supply line at
the PTU. It uses a ratchet lock to ensure
that the coupling remains connected.
The main components in the power transfer system are:
- the PTU,
- the solenoid valve (Green system),
- the solenoid valve (Yellow system),
- the isolation coupling,
- the PTU switch.
The PTU switch is installed in the overhead panel 40VU. All other components
are installed in the main landing gear compartment.
The usual flight condition is the PTU system "armed" (the PB switch set to AUTO
and both solenoid valves open) and the
Green and Yellow hydraulic systems at
the same pressure. Because the pressures
of the two hydraulic systems are within
500 psi of each other the PTU does not
turn.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321
A319/A320
HYDRAULIC POWER
To prevent unwanted operation of the

PTU when the aircraft is on the ground,
different switches and relays are installed
in the aircraft. They operate together to
supply power to the two PTU solenoid
valves under certain conditions. The PTU
will not operate if:
- the Yellow electric pump is in operation
to open or close the cargo doors,
- the aircraft is on the ground, only one
engine is in operation and the parking
brake is ON,
engine is in operation, the parking brake
is OFF and the nose wheel steering is
deactivated,
- the PTU PBSW on panel 40VU is set to
OFF.
Because the solenoid valves are energized

to close them, a 28 VDC supply is necessary to electrically prevent operation of
the PTU. If no electrical supply is available, the isolation coupling can be used to
mechanically prevent operation of the
PTU during maintenance.
CAUTION: Attempting to disable the
PTU by opening circuit breakers will
place the PTU in an armed situation as
the loss of electrical power arms the
PTU. To disable the PTU, select OFF on
the PTU push-button on the HYD overhead panel. Disconnecting the isolation
coupling on the PTU Yellow system supply line will also disable the PTU.
To prevent unwanted operation of the

PTU when the aircraft is on the ground,
different switches and relays are installed
in the aircraft. They operate together to
supply power to the two PTU solenoid
valves under certain conditions. The PTU
will not operate if:
- the Yellow electric pump is in operation
to open or close the cargo doors,
engine is in operation and the parking
brake is ON,
engine is in operation, the parking brake
is OFF and the nose wheel steering is
deactivated,
- the PTU PBSW on panel 40VU is set to
OFF.
Because the solenoid valves are energized

to close them, a 28 VDC supply is necessary to electrically prevent operation of
the PTU. If no electrical supply is available, the isolation coupling can be used to
mechanically prevent operation of the
PTU during maintenance.
CAUTION: Attempting to disable the
PTU by opening circuit breakers will
place the PTU in an armed situation as
the loss of electrical power arms the
PTU. To disable the PTU, select OFF on
the PTU push-button on the HYD overhead panel. Disconnecting the isolation
coupling on the PTU Yellow system supply line will also disable the PTU.
1802GL
1802GL
1012GL
PTU P/BSW
CLOSED WHEN
SET TO OFF
1012GL
PTU P/BSW
CLOSED WHEN
SET TO OFF
3811GX
3811GX
GREEN
PTU SOLENOID
ENERGIZED
CLOSED
GREEN
PTU SOLENOID
ENERGIZED
CLOSED
C/B 1801GL
ENERGIZED
WHEN
CARGO DOORS/
ELECTRIC
PUMP OPERATES
602PP
ENERGIZED
WHEN
CARGO DOORS/
ELECTRIC
PUMP OPERATES
602PP
C/B 1801GL
28 VDC
28 VDC
1804GL
1804GL
11QG
12QG
11QG
12QG
3012GL
3012GL
1805GL
1805GL
ENERGIZED
WHEN
PARK. BRK. ON
1806GL
ENERGIZED
WHEN
PARK. BRK. ON
1806GL
ENERGIZED
WHEN
NOSE L/G
COMPRESSED
ENERGIZED WHEN ASSOCIATED

ENGINE MASTER SWITCH SET TO ON
YELLOW
PTU SOLENOID
VALVE
ENERGIZED
CLOSED
ENERGIZED
WHEN
TOWING ARM
ATTACHED
2300ANMO
2300ANMO
YELLOW
PTU SOLENOID
VALVE
ENERGIZED
CLOSED
ENERGIZED
WHEN
TOWING ARM
ATTACHED
Aircraft on Ground PTU Inhibits
Aircraft on Ground PTU Inhibits

JUN 97
ENERGIZED
WHEN
NOSE L/G
COMPRESSED
ENERGIZED WHEN ASSOCIATED

ENGINE MASTER SWITCH SET TO ON
29-23
JUN 97
29-23
2300ACMO
;;
29-24

P
2300ACMO
Power Transfer - Schematic
;;
JUN 97
29-24
;;
P
;;
FAULT
OFF
OFF
ELEC PUMP
FAULT
RAT MAN ON
BLUE
A
U
T
O
OFF
FAULT
PTU
A
U
T
O
SOLENOID
VALVE
TEMP
TRANSMITTER
OFF
FAULT
ENG 2 PUMP
YELLLOW
ISOLATION
COUPLING
YELLOW
RSVR
OFF
FAULT
ELEC PUMP
QTY
IND
H
Y
D
OFF
FAULT
ELEC PUMP
H
Y
D
40VU
FLAPS
MOTOR
YELLOW
ENGINE
DRIVEN
PUMP
;;
ENG 1 PUMP
GREEN
POWER TRANSFER UNIT
LOW
LEVEL
SWITCH
AIR
PRESSURE
OFF
FAULT
ENG 2 PUMP
FLAPS
MOTOR
PRIMARY
FLIGHT
CTL
AND
BRAKES
E
C
A
M
HYDRAULIC POWER
OVERHEAD PANEL
H
Y
D
SOLENOID
VALVE
LOW
LEVEL
SWITCH
A
U
T
O
A
U
T
O
40VU
PRIMARY
FLIGHT
CTL
AND
BRAKES
E
C
A
M
/A321
NOSEWHEEL
STEERING
SLATS MOT
FLAPS MOT
LAND GEAR
PRIMARY
FLIGHT
CTL
AND
BRAKES
GREEN
ENGINE
DRIVEN
PUMP
GREEN
RSVR
AIR
PRESSURE
OFF
FAULT
OFF
FAULT
YELLLOW
YELLOW
ENGINE
DRIVEN
PUMP
TEMP
TRANSMITTER
OFF
FAULT
ELEC PUMP
PTU
SOLENOID
VALVE
TEMP
TRANSMITTER
QTY
IND
QTY
IND
;;
RAT MAN ON
BLUE
ISOLATION
COUPLING
YELLOW
RSVR
;;
ENG 1 PUMP
GREEN
LOW
LEVEL
SWITCH
POWER TRANSFER UNIT
LOW
LEVEL
SWITCH
A318/A319/A320
OVERHEAD PANEL
H
Y
D
SOLENOID
VALVE
TEMP
TRANSMITTER
GREEN
RSVR
AIR
PRESSURE
HYDRAULIC POWER
NOSEWHEEL
STEERING
SLATS MOT
FLAPS MOT
LAND GEAR
PRIMARY
FLIGHT
CTL
AND
BRAKES
GREEN
ENGINE
DRIVEN
PUMP
QTY
IND
AIR
PRESSURE
UNITED AIRLINES
UNITED AIRLINES
A319/A320
Power Transfer - Schematic
;;
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321
A319/A320
HYDRAULIC POWER
Yellow Auxiliary Hydraulic Power

The Yellow auxiliary hydraulic power
system supplies hydraulic power for the
operation of all components in the Yellow
system. The system has an electric pump
which provides the auxiliary hydraulic
power. The system can also provide Green
hydraulic power through the power transfer unit.
One task of the system is the operation of
the forward and aft cargo doors. The Yellow system hand pump can also provide
hydraulic power for operation of the forward and aft cargo doors.
Operation of the push-button switch on the
overhead panel 40VU controls the electric
pump. When the PBSW is pressed and
released, the ON light comes on and the
electric pump starts.
At the same time the lower display unit

(DU) of the ECAM shows the operation of
the pump (if the HYD page is selected). It
is also possible to start the electric pump
from the cargo door operating panel. In
this case, the flight controls are inhibited.
The pump gets its supply of fluid from the
reservoir of the Yellow hydraulic system
and pressurizes the system to a nominal
pressure of 3000 psi. The pump automatically changes its output to match the
demands of the system.
The output from the electric pump goes to
the RH thrust reverser and to the high
pressure (HP) manifold. From the HP
manifold the supply is sent to all of the
Yellow system users including the cargo
doors.
Yellow Auxiliary Hydraulic Power

The Yellow auxiliary hydraulic power
system supplies hydraulic power for the
operation of all components in the Yellow
system. The system has an electric pump
which provides the auxiliary hydraulic
power. The system can also provide Green
hydraulic power through the power transfer unit.
One task of the system is the operation of
the forward and aft cargo doors. The Yellow system hand pump can also provide
hydraulic power for operation of the forward and aft cargo doors.
Operation of the push-button switch on the
overhead panel 40VU controls the electric
pump. When the PBSW is pressed and
released, the ON light comes on and the
electric pump starts.
At the same time the lower display unit

(DU) of the ECAM shows the operation of
the pump (if the HYD page is selected). It
is also possible to start the electric pump
from the cargo door operating panel. In
this case, the flight controls are inhibited.
The pump gets its supply of fluid from the
reservoir of the Yellow hydraulic system
and pressurizes the system to a nominal
pressure of 3000 psi. The pump automatically changes its output to match the
demands of the system.
The output from the electric pump goes to
the RH thrust reverser and to the high
pressure (HP) manifold. From the HP
manifold the supply is sent to all of the
Yellow system users including the cargo
doors.
;
;
;; ;;
YELLOW
RESERVOIR
YELLOW
RESERVOIR
ELECTRIC PUMP
3075GX
HAND PUMP
3096GM
ELECTRIC PUMP
3075GX
HAND PUMP
3096GM
TO RETURN
TO RETURN
DIRECTION
OF FLOW
DIRECTION
OF FLOW
HP
MANIFOLD
HP
MANIFOLD
TO THRUST
REVERSER
TO GREEN
SYSTEM
PTU
TO THRUST
REVERSER
TO RETURN
TO GREEN
SYSTEM
SELECTOR VALVE
52-36
TO CONSUMERS
(FLIGHT CONTROLS,
ALTN/PARKING
BRAKES)
PTU
TO RETURN
SELECTOR VALVE
52-36
TO CONSUMERS
(FLIGHT CONTROLS,
ALTN/PARKING
BRAKES)
2400AEMO
2400AEMO
Yellow Auxiliary Hydraulic System
Yellow Auxiliary Hydraulic System

JUN 97
29-25
JUN 97
29-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321

INDICATING
Hydraulic Quantity
The hydraulic quantity indicating system
has two functions. They are to show the
fluid contents of each reservoir for the
flight crew and maintenance personnel,
and to send signals to the Electronic Centralized Aircraft Monitor (ECAM) system
and the overhead panel when the contents
of any reservoir is less than a specified
minimum.
Each reservoir has a gage-transmitter
which gives a visual indication and sends
electrical signals to show the fluid contents. The unit is a float assembly connected mechanically to a synchro
transmitter. The synchro transmitter sends
signals to the ECAM system and to the
reservoir quantity indicator on the Green
ground service panel.
Each reservoir also has a float assembly
which operates a switch. The float operates the switch at a specified level
(between 2.4 and 2.1 qt in the Blue reservoir and between 3.6 and 2.7 qt in the
Green and Yellow reservoirs), and shows
that the fluid contents are excessively low.
Hydraulic Pressure
The hydraulic pressure indicating system
monitors the hydraulic pressure at different locations in the three hydraulic systems. Pressure transmitters are installed on
each HP manifold (three places). Data is
sent to the System Data Acquisition Concentrators (SDAC)s. The SDACs use the
data to give the system pressure display on
ECAM.
A fourth transmitter is installed on the
brake manifold (Yellow system). The data
from this transmitter is sent to the wheel
brake system only.
Hydraulic Temperature
The temperature indicating system moni-
29-26
HYDRAULIC POWER
A319/A320

tors the temperature of the hydraulic fluid
in the three hydraulic systems. Three temperature transmitters are used to monitor
fluid temperature and the transmitters are
interchangeable. Each transmitter has
three sensors. The sensors (within each
transmitter) are of two types. One sensor
is a temperature switch which sends a discrete signal to the overhead panel and to
ECAM (through an SDAC). Two sensors
are temperature transducers which provide
the analog signals for the two ECAM displays (through an SDAC).
The temperature switch is set to operate at
95 2.2C and to reset if the fluid temperature is 88.4C or less.
The temperature transducers measure
fluid temperature between -55 and +120
2.2C.
Reservoir Pressurization
The reservoir pressurization indicating
system monitors the internal pressure of
the hydraulic reservoirs. Any of the three
reservoir pressure switches will send a
discrete signal if the pressure in the related
reservoir is too low. the signal goes to the
two SDACs for ECAM warnings. The
signal also goes to the overhead panel for
FAULT light operation.
The three reservoir pressure switches are
interchangeable. The contacts of the pressure switches close when the pressure
decreases to 37 1.45 psi A (22 1.45 psi
R). The contacts open when pressure
increases to 40 psi A (25 psi R).
A fourth pressure switch (in the air manifold of the Blue reservoir) sends a discrete
signal through relays to the SDAC. The
contacts of the fourth pressure switch (in
the manifold of Blue reservoir) close
when pressure decreases to 45 psi A (30
psi R) and open when pressure increases
to 48 1.45 psi A (33 1.45 psi R).
JUN 97
INDICATING
Hydraulic Quantity
The hydraulic quantity indicating system
has two functions. They are to show the
fluid contents of each reservoir for the
flight crew and maintenance personnel,
and to send signals to the Electronic Centralized Aircraft Monitor (ECAM) system
and the overhead panel when the contents
of any reservoir is less than a specified
minimum.
Each reservoir has a gage-transmitter
which gives a visual indication and sends
electrical signals to show the fluid contents. The unit is a float assembly connected mechanically to a synchro
transmitter. The synchro transmitter sends
signals to the ECAM system and to the
reservoir quantity indicator on the Green
ground service panel.
Each reservoir also has a float assembly
which operates a switch. The float operates the switch at a specified level
(between 2.4 and 2.1 qt in the Blue reservoir and between 3.6 and 2.7 qt in the
Green and Yellow reservoirs), and shows
that the fluid contents are excessively low.
Hydraulic Pressure
The hydraulic pressure indicating system
monitors the hydraulic pressure at different locations in the three hydraulic systems. Pressure transmitters are installed on
each HP manifold (three places). Data is
sent to the System Data Acquisition Concentrators (SDAC)s. The SDACs use the
data to give the system pressure display on
ECAM.
A fourth transmitter is installed on the
brake manifold (Yellow system). The data
from this transmitter is sent to the wheel
brake system only.
Hydraulic Temperature
The temperature indicating system moni-
29-26
tors the temperature of the hydraulic fluid

in the three hydraulic systems. Three temperature transmitters are used to monitor
fluid temperature and the transmitters are
interchangeable. Each transmitter has
three sensors. The sensors (within each
transmitter) are of two types. One sensor
is a temperature switch which sends a discrete signal to the overhead panel and to
ECAM (through an SDAC). Two sensors
are temperature transducers which provide
the analog signals for the two ECAM displays (through an SDAC).
The temperature switch is set to operate at
95 2.2C and to reset if the fluid temperature is 88.4C or less.
The temperature transducers measure
fluid temperature between -55 and +120
2.2C.
Reservoir Pressurization
The reservoir pressurization indicating
system monitors the internal pressure of
the hydraulic reservoirs. Any of the three
reservoir pressure switches will send a
discrete signal if the pressure in the related
reservoir is too low. the signal goes to the
two SDACs for ECAM warnings. The
signal also goes to the overhead panel for
FAULT light operation.
The three reservoir pressure switches are
interchangeable. The contacts of the pressure switches close when the pressure
decreases to 37 1.45 psi A (22 1.45 psi
R). The contacts open when pressure
increases to 40 psi A (25 psi R).
A fourth pressure switch (in the air manifold of the Blue reservoir) sends a discrete
signal through relays to the SDAC. The
contacts of the fourth pressure switch (in
the manifold of Blue reservoir) close
when pressure decreases to 45 psi A (30
psi R) and open when pressure increases
to 48 1.45 psi A (33 1.45 psi R).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
HYDRAULIC POWER
A319/A320
HYDRAULIC POWER
HYDRAULIC CONTROL PANEL


ENG PUMP FAULT Light
Illuminates amber to indicate:
- Reservoir low level
- Reservoir overheat
- Reservoir low air pressure
- Pump low pressure (inhibited on the
ground with engine stopped)
Extinguishes when the ENG PUMP
switch is selected OFF, except during
an overheat; in which case, the light
remains on as long as the overheat is
present.
ENG PUMP Switch

ON - The pump pressurizes
the system when the engine
is running.
OFF - The pump is depressurized. Power generation
stops.
GREEN
BLUE
GREEN
YELLOW
ENG PUMP FAULT Light

ground with engine stopped)
Extinguishes when the ENG PUMP
switch is selected OFF, except during
an overheat; in which case, the light
remains on as long as the overheat is
present.
ENG PUMP Switch

ON - The pump pressurizes
the system when the engine
is running.
OFF - The pump is depressurized. Power generation
stops.
BLUE
YELLOW
PTU
PTU
FAULT
RAT MAN ON
ENG 1 PUMP
ELEC PUMP
FAULT
FAULT
OFF
OFF
BLUE ELEC PUMP

Switch
AUTO - The pump is energized ( provided AC power is
available):
- In flight
- On the ground, provided
one engine is running or the
BLUE PUMP OVRD
switch has been pressed
OFF - The pump is de-energized.
JUN 97
OFF
A
U
T
O
A
U
T
O
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
ON
H
Y
D
OFF
BLUE ELEC PUMP FAULT Light

ground when engines are stopped)
Extinguishes when BLUE ELEC
PUMP switch is selected OFF, except
during an overheat; in which case, the
light remains on as long as the overheat
is present.
29-27
FAULT
RAT MAN ON
ENG 1 PUMP
ELEC PUMP
FAULT
FAULT
OFF
OFF
BLUE ELEC PUMP

Switch
AUTO - The pump is energized ( provided AC power is
available):
- In flight
- On the ground, provided
one engine is running or the
BLUE PUMP OVRD
switch has been pressed
OFF - The pump is de-energized.
JUN 97
OFF
A
U
T
O
A
U
T
O
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
ON
H
Y
D
OFF
BLUE ELEC PUMP FAULT Light

ground when engines are stopped)
Extinguishes when BLUE ELEC
light remains on as long as the overheat
is present.
29-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321
A319/A320
HYDRAULIC POWER


PTU Switch
AUTO - The reversible motor pump is
armed and both yellow and green solenoid
valves are open. The PTU runs automatically when the differential pressure
between the green and yellow systems is
more than 500 psi (except when inhibited).
OFF - Both green and yellow PTU solenoid valves are energized and close.
Power transfer stops.
GREEN
PTU FAULT Light

- Green or yellow reservoir
overheat
- Green or yellow reservoir low
air pressure
level
Extinguishes when PTU switch
is selected OFF, except during
an overheat; in which case, the
light remains on as long as the
overheat is present.
BLUE
YELLOW
PTU Switch
AUTO - The reversible motor pump is
armed and both yellow and green solenoid
valves are open. The PTU runs automatically when the differential pressure
between the green and yellow systems is
more than 500 psi (except when inhibited).
OFF - Both green and yellow PTU solenoid valves are energized and close.
Power transfer stops.
GREEN
BLUE
YELLOW
PTU
FAULT
RAT MAN ON
ENG 1 PUMP
ELEC PUMP
FAULT
FAULT
OFF
OFF
YELLOW ELEC PUMP

Switch
ON - The pump is energized. If
electrical power is removed, the
pump remains de-energized at
the next electrical power application.
Off - The pump is de-energized.
It is automatically energized
when the forward or aft cargo
door lever is operated. During
cargo door operation, all other
yellow system users are inhibited, except for the No. 2 engine
thrust reverser and the Yellow
system brakes.
29-28
OFF
A
U
T
O
PTU FAULT Light

- Green or yellow reservoir
overheat
air pressure
level
Extinguishes when PTU switch
is selected OFF, except during
an overheat; in which case, the
light remains on as long as the
overheat is present.
PTU
A
U
T
O
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
ON
H
Y
D
ENG 1 PUMP
ELEC PUMP
FAULT
FAULT
OFF
OFF
OFF
YELLOW ELEC PUMP FAULT

Light
- Pump low pressure
Extinguishes when YELLOW ELEC
light remains on as long as the overheat is present.
JUN 97
FAULT
RAT MAN ON
YELLOW ELEC PUMP

Switch
ON - The pump is energized. If
electrical power is removed, the
pump remains de-energized at
the next electrical power application.
Off - The pump is de-energized.
It is automatically energized
when the forward or aft cargo
door lever is operated. During
cargo door operation, all other
yellow system users are inhibited, except for the No. 2 engine
thrust reverser and the Yellow
system brakes.
29-28
OFF
A
U
T
O
A
U
T
O
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
ON
H
Y
D
OFF
YELLOW ELEC PUMP FAULT

Light
- Pump low pressure
Extinguishes when YELLOW ELEC
light remains on as long as the overheat is present.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
HYDRAULIC POWER
A319/A320
HYDRAULIC POWER


RAT MAN ON Switch
When pushed, the ram air turbine extends.
NOTE: The RAT extends automatically
in flight with the loss of AC buses 1 and
2.
CAUTION: RAT extension will occur
any time the RAT MAN ON switch is
selected, since the switch is always powered.
RAT MAN ON Switch

When pushed, the ram air turbine extends.
NOTE: The RAT extends automatically
in flight with the loss of AC buses 1 and
2.
CAUTION: RAT extension will occur
any time the RAT MAN ON switch is
selected, since the switch is always powered.
GREEN
BLUE
GREEN
YELLOW
BLUE
YELLOW
PTU
PTU
FAULT
RAT MAN ON
ENG 1 PUMP
ELEC PUMP
FAULT
FAULT
OFF
OFF
OFF
A
U
T
O
A
U
T
O
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
ON
H
Y
D
OFF
ENG 1 PUMP
ELEC PUMP
FAULT
FAULT
OFF
OFF

G
B
Y
OFF
BLUE PUMP OVRD Switch

ON - The blue electric pump is energized,
provided the BLUE ELEC PUMP switch,
located on the hydraulic panel, is in
AUTO.
JUN 97
A
U
T
O
A
U
T
O
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
ON
H
Y
D
OFF
HYD
HYD
ON
OFF
HYDRAULIC MAINTENANCE PANEL

HYDRAULIC MAINTENANCE PANEL

BLUE PUMP
OVRD
FAULT
RAT MAN ON
OFF
BLUE PUMP
OVRD
ON
OFF

Switches
Used for maintenance ground test only.
When the light is on, portions of the
hydraulic system are inoperative.
29-29

G
B
Y
OFF
BLUE PUMP OVRD Switch

ON - The blue electric pump is energized,
provided the BLUE ELEC PUMP switch,
located on the hydraulic panel, is in
AUTO.
JUN 97
OFF
OFF

Switches
Used for maintenance ground test only.
When the light is on, portions of the
hydraulic system are inoperative.
29-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321
A319/A320
HYDRAULIC POWER
ECAM HYDRAULIC PAGE

ECAM HYDRAULIC PAGE

PTU
PTU
PTU
PTU
RAT
RAT
RAT
PTU Control
(Green) - PTU switch is in AUTO and the
PTU is not pressurizing the green or yellow system.
(Amber) - PTU switch is OFF.
PTU
PTU
PTU
(Green) - PTU is pressurizing the green

hydraulic system.
(Green) - PTU is pressurizing the yellow
hydraulic system.
PTU
RAT Control Indication

(White) - RAT stowed.
(Green) - RAT not stowed and selected on.
(Amber) - RAT fault.
RAT
RAT
RAT
PTU Control
(Green) - PTU switch is in AUTO and the
PTU is not pressurizing the green or yellow system.
(Amber) - PTU switch is OFF.
(Green) - PTU is pressurizing the green
hydraulic system.
(Green) - PTU is pressurizing the yellow
hydraulic system.
RAT Control Indication

(White) - RAT stowed.
(Green) - RAT not stowed and selected on.
(Amber) - RAT fault.
HYD
HYD
GREEN
Engine Pumps
Indication
(Green) - Associated
ENG PUMP switch is on
and hydraulic pressure is
normal.
(Amber) - Associated
ENG PUMP switch is
OFF.
LO ENG PUMP switch is on
low.
Reservoir Quantity Indication

Displays hydraulic quantity in
green. Indication becomes
amber when the fluid level is
below the warning level.
29-30
3000
BLUE
PSI
3000
GREEN
YELLOW
3000
PSI
PTU
ELEC
OVHT
RAT
LO 1
ELEC
OVHT
LO AIR
PRESS
LO AIR
PRESS
LO AIR
PRESS
OVHT
OVHT
OVHT
Reservoir LO AIR PRESS

Indication
Appears amber if the respective
reservoir air pressure is low.
JUN 97
Engine Pumps
Indication
(Green) - Associated
ENG PUMP switch is on
normal.
ENG PUMP switch is
OFF.
LO ENG PUMP switch is on
low.
Reservoir Quantity Indication

Displays hydraulic quantity in
green. Indication becomes
amber when the fluid level is
below the warning level.
29-30
3000
BLUE
PSI
3000
YELLOW
3000
PSI
PTU
ELEC
OVHT
RAT
LO 1
ELEC
OVHT
LO AIR
PRESS
LO AIR
PRESS
LO AIR
PRESS
OVHT
OVHT
OVHT
Reservoir LO AIR PRESS

Indication
Appears amber if the respective
reservoir air pressure is low.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321
A319/A320
HYDRAULIC POWER
ECAM HYDRAULIC PAGE

System Label
(White) - System pressure is normal.
(Amber) - System pressure is low.
ECAM HYDRAULIC PAGE

System Label
(White) - System pressure is normal.
(Green) - System pressure is normal.

(Green) - System pressure is normal.

3000
BLUE
PSI
3000
YELLOW
3000
PSI
PTU
LO 1
ELEC
OVHT
LO AIR
PRESS
LO AIR
PRESS
LO AIR
PRESS
OVHT
OVHT
OVHT
Pump Identification
Displayed
white.
Indication
becomes amber when N2 is below
idle.
Reservoir OVHT Indication
Appears amber if the return
hydraulic fluid temperature is
above normal.
JUN 97
GREEN
3000
BLUE
PSI
3000
YELLOW
3000
PSI
PTU
ELEC
OVHT
RAT
ELEC
OVHT
RAT
ELEC Indication
Displayed white. Indication becomes amber if
associated power supply
fails.
LO 1
OVHT Indication
Appears amber in case of
electric pump overheat.
Yellow Electric Pump Control

Indication
(White) - Pump is off.
(Green) - Pump is on and pressure is
normal
(Amber) - Pump is on and yellow
system low pressure condition
exists.
Fire Valve Indication
(Green) - Valve is not fully closed.
(Amber) - Valve is fully closed.
29-31
System Pressure
Indication
Displays hydraulic pressure in green. Indication
becomes amber when the
pressure is below 1450 psi.
HYD
System Pressure
Indication
Displays hydraulic pressure in green. Indication
becomes amber when the
pressure is below 1450 psi.
HYD
GREEN
ELEC
OVHT
LO AIR
PRESS
LO AIR
PRESS
LO AIR
PRESS
OVHT
OVHT
OVHT
Pump Identification
Displayed
white.
Indication
becomes amber when N2 is below
idle.
Reservoir OVHT Indication
Appears amber if the return
hydraulic fluid temperature is
above normal.
JUN 97
ELEC Indication
Displayed white. Indication becomes amber if
associated power supply
fails.
OVHT Indication
Appears amber in case of
electric pump overheat.
Yellow Electric Pump Control

Indication
(White) - Pump is off.
(Green) - Pump is on and pressure is
normal
(Amber) - Pump is on and yellow
system low pressure condition
exists.
Fire Valve Indication
(Green) - Valve is not fully closed.
(Amber) - Valve is fully closed.
29-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321
HYDRAULIC POWER
CFDS HYDRAULIC MENUS AND REPLIES

Location: MCDU
CFDS HYDRAULIC MENUS AND REPLIES

Location: MCDU
Note: Hydraulic systems do not have a

specific CFDS page. Information for
hydraulics will be found in the related
systems such as AFS, F/CLT, INST,
L/G.
Note: Hydraulic systems do not have a

specific CFDS page. Information for
hydraulics will be found in the related
systems such as AFS, F/CLT, INST,
L/G.
MCDU MENU
< FMGC
< AIDS
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< ELEC
< FIRE PROT
< RETURN
< FMGC
< AIDS
INST >
L/G >
NAV >
< CFDS
RETURN >
A319/A320
< ELEC
< FIRE PROT
< RETURN
CFDS MENU
< AVIONICS STATUS

CFDS MENU

< PNEU
< APU
< LAST LEGS REPORT

ENG >
TOILET >
< AVIONICS STATUS

< RETURN

< PNEU
< APU
ENG >
TOILET >
< RETURN
29MCDU
29MCDU
29-32
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEGS REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
JUN 97
29-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
HYDRAULIC POWER
COMPONENT LOCATIONS
A319/A320
HYDRAULIC POWER
COMPONENT LOCATIONS
FW
196BB
GREEN
SYSTEM
STA1810/FR41
STA 1810/FR41
STA1869/FR42
Z147
195BB
GREEN
SYSTEM
STA1810/FR41
STA 1810/FR41
STA1869/FR42
STA1923/FR34
197FB
STA1869/FR42
Z147
195BB
C
STA1923/FR34
197FB
196BB
FW
STA1869/FR42
D
STA 1869/FR42
STA 1869/FR42
FW
BLUE
SYSTEM
FW
FW
YELLOW
SYSTEM
YELLOW
SYSTEM
E
E
E
C
RESERVOIR AIR
PRESSURIZATION
MANIFOLD
1370GM
BLUE
RESERVOIR
PRESSURE
REDUCING
VALVE
1380GM
CHECKS VALVES
STA2296/FR50
STA2243/FR49
1400AAMA
FILTERS
FLUID
DRAIN
CHECK VALVE
1382GM
1400AAMA
RESERVOIR
PRESSURIZATION
GROUND
CONNECTOR
1391GM
FLUID SEPARATOR
1061GM
FW
FILTERS
FLUID
DRAIN
CHECK VALVE
1382GM
Hydraulic Systems
Hydraulic Systems
JUN 97
RESERVOIR AIR
PRESSURIZATION
MANIFOLD
1370GM
BLUE
RESERVOIR
PRESSURE
REDUCING
VALVE
1380GM
CHECKS VALVES
STA2296/FR50
STA2243/FR49
RESERVOIR
PRESSURIZATION
GROUND
CONNECTOR
1391GM
FLUID SEPARATOR
1061GM
FW
BLUE
SYSTEM
FW
29-33
JUN 97
29-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321
A319/A320
HYDRAULIC POWER
COMPONENT LOCATIONS
COMPONENT LOCATIONS
NOTE: Green system shown. Yellow system similar.
NOTE: Green system shown. Yellow system similar.
SELF SEALING
COUPLING
PYLON INTERFACE
BRACKET
SELF SEALING
COUPLING
PYLON INTERFACE
BRACKET
ENGINE PUMP
PRESSURE
SWITCH 1074GK
(29-32-00)
ENGINE PUMP
PRESSURE
SWITCH 1074GK
(29-32-00)
CASE DRAIN
LINE
CASE DRAIN
LINE
ELECTRICAL
HARNESS
SUCTION
LINE
ELECTRICAL
HARNESS
SUCTION
LINE
CASE DRAIN FILTER

1084GM
PRESSURE
LINE
CASE DRAIN FILTER

1084GM
PRESSURE
LINE
ENGINE DRIVEN
PUMP 1030GK
ENGINE DRIVEN
PUMP 1030GK
A
ENGINE FIRE VALVE
1046GK
ENGINE FIRE VALVE

1046GK
1100AFMO
1100AFMO
Engine Mounted Components
29-34
Engine Mounted Components
JUN 97
29-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321
COMPONENT LOCATIONS
A319/A320
HYDRAULIC POWER
COMPONENT LOCATIONS
RESERVOIR DEPRESSURIZATION
VALVE 2087GM
ATA2296/FR50
STA2243/FR49
RESERVOIR DEPRESSURIZATION
VALVE 2087GM
ATA2296/FR50
GROUND
SERVICE
PANEL
BLUE SYSTEM
STA2243/FR49
STA2189/FR48
STA2136/FR47
STA2189/FR48
RESERVOIR
DEPRESSURIZATION
VALVE
1087GM
STA2136/FR47
GROUND SERVICE PANEL

YELLOW SYSTEM
RESERVOIR
DEPRESSURIZATION
VALVE
1087GM

YELLOW SYSTEM
STA2136/FR47
STA2136/FR47
RESERVOIR
DEPRESSURIZATION
VALVE 3087GM

GREEN SYSTEM
1400ACM0
RESERVOIR
DEPRESSURIZATION
VALVE 3087GM

GREEN SYSTEM
1400ACM0
STA2189/FR48
Hydraulic Service Panels

JUN 97
GROUND
SERVICE
PANEL
BLUE SYSTEM
STA2189/FR48
Hydraulic Service Panels

29-35
JUN 97
29-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321
A319/A320
HYDRAULIC POWER
COMPONENT LOCATIONS
COMPONENT LOCATIONS
NOTE: Green service panel shown. Only green service panel has selector valve and
quantity indicator. Blue and yellow service panels otherwise similar.
NOTE: Green service panel shown. Only green service panel has selector valve and
quantity indicator. Blue and yellow service panels otherwise similar.
A
197CB
RESERVOIR FILL SYSTEM
HAND PUMP FILL VALVE
1698GM
RESERVOIR FILL
SYSTEM FILTER
1132GM
(29-16-00)
GROUND TEST
PRESSURE
CONNECTION
1008GM
A
SELECTOR VALVE
1134GQ
GROUND SUPPLY
RESERVOIR FILL
CONNECTION
1007GM
(29-18-00)
QUANTITY
INDICATOR
1834GQ
(29-31-00)
RESERVOIR
FILL SYSTEM
HAND PUMP
1009GM
(29-16-00)

HAND PUMP FILL VALVE
1698GM
RESERVOIR FILL
SYSTEM FILTER
1132GM
(29-16-00)
GREEN
RESERVOIR
DEPRESSURIZATION
VALVE
1087GM
GROUND TEST
SUCTION
CONNECTION
1006GM
GROUND TEST
PRESSURE
CONNECTION
1008GM
Green Hydraulic Service Panel
29-36
QUANTITY
INDICATOR
1834GQ
(29-31-00)
197CB
A
SELECTOR VALVE
1134GQ
GROUND SUPPLY
RESERVOIR FILL
CONNECTION
1007GM
(29-18-00)
RESERVOIR
FILL SYSTEM
HAND PUMP
1009GM
(29-16-00)
GREEN
RESERVOIR
DEPRESSURIZATION
VALVE
1087GM
GROUND TEST
SUCTION
CONNECTION
1006GM
Green Hydraulic Service Panel
JUN 97
29-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
HYDRAULIC POWER
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Blue Auxiliary Power (A319 - RAT)

JUN 97
A319/A320
HYDRAULIC POWER
29-37
JUN 97
29-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321
COMPONENT LOCATIONS
A319/A320
HYDRAULIC POWER
COMPONENT LOCATIONS
STA1810/FR42
STA1810/FR42
STA1810/FR41
STA1810/FR41
D
195CB
195CB
FW
FW
D
B
RAT EJECTION
JACK
RAT EJECTION
JACK
RAT GROUND
CHECK MODULE
2027GE
RAT GROUND
CHECK MODULE
2027GE
INDEX
MECHANISM
INDEX
MECHANISM
LEG ASSEMBLY
RAM AIR TURBINE
HYDRAULIC PUMP
LEG ASSEMBLY
RAM AIR TURBINE
HYDRAULIC PUMP
RAT JACK CONTROL

MODULE
2455GE
RAT JACK CONTROL

MODULE
2455GE
2200ACMO
2200ACMO
29-38
JUN 97
29-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
HYDRAULIC POWER
COMPONENT LOCATIONS
A319/A320
HYDRAULIC POWER
COMPONENT LOCATIONS
POWER TRANSFER UNIT

MANIFOLD
1013GM
POWER TRANSFER UNIT

MANIFOLD
1013GM
Z148
Z148
B
SOLENOID
VALVE 1012GL
SOLENOID
VALVE 1012GL
POWER TRANSFER
UNIT 1088GM
ISOLATION
COUPLING
3701GM
ISOLATION
COUPLING
3701GM
SOLENOID
VALVE 3012GL
SOLENOID
VALVE 3012GL
2300AAPO
POWER TRANSFER
UNIT 1088GM
POWER TRANSFER UNIT

MAINFOLD
3013GM
FW
2300AAPO
FW
Power Transfer Unit
Power Transfer Unit

JUN 97
POWER TRANSFER UNIT

MAINFOLD
3013GM
29-39
JUN 97
29-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
HYDRAULIC POWER
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Z198
Z196
A319/A320
HYDRAULIC POWER
Z198
Z196
STA1810/FR41
STA1810/FR41
STA1869/FR42
STA1869/FR42
B
ELECTRIC PUMP
3075GX
ELECTRIC PUMP
3075GX
FW
A
HANDPUMP
3009GM
2400AAS0
Yellow Auxiliary Power
Yellow Auxiliary Power
HANDPUMP
3009GM
2400AAS0
29-40
FW
JUN 97
29-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ICE & RAIN PROTECTION
A319/A320 /A321
TABLE OF CONTENTS
A319/A320
TABLE OF CONTENTS

Anti-Ice System ....................................................................................
GENERAL ...................................................................................................
WING ANTI-ICE .......................................................................................
ENGINE AIR INTAKE ICE .....................................................................
PROBE ICE PROTECTION .....................................................................
WINDSHIELD ANTI-ICING AND DEFOGGING ................................
WINDSHIELD RAIN PROTECTION SYSTEM ...................................
WASTE WATER ICE PROTECTION ....................................................
WATER SERVICE PANEL HEATING ..................................................
POTABLE WATER ICE PROTECTION ...............................................
ICE DETECTION ......................................................................................
ANTI-ICE CONTROL PANEL ................................................................
RAIN REPELLENT AND WIPER CONTROLS ...................................
RAIN REPELLENT INDICATOR ...........................................................
ICE DETECTOR ILLUMINATION ........................................................
CFDS - Ice & Rain System Report/Test ...................................................
CFDS - PHC System Report/Test .............................................................
CFDS - WHC System Report/Test ............................................................
COMPONENT LOCATION
Wing Ice Protection ......................................................................................
Wing Anti-Ice Control Valve .......................................................................
Ice Protection Engine Air Intakes .................................................................
Engine Anti-Ice Valve ..................................................................................
Probe Ice Protection ......................................................................................
Probe Heat Computers ..................................................................................
Window Heat Computers .............................................................................
Wiper System Components ..........................................................................
Rain Repellent System Components ............................................................
Waste Water Ice Protection ..........................................................................
Waste Panel Ice Protection ...........................................................................
Potable Water Service Panel Ice Protection .................................................
Potable Water Ice Protection ........................................................................
30
31
32
33
34
35
36
37
38
39
40
41
42

Anti-Ice System ....................................................................................
GENERAL ..................................................................................................
WING ANTI-ICE .......................................................................................
ENGINE AIR INTAKE ICE .....................................................................
PROBE ICE PROTECTION ....................................................................
WINDSHIELD ANTI-ICING AND DEFOGGING ................................
WINDSHIELD RAIN PROTECTION SYSTEM ...................................
WASTE WATER ICE PROTECTION ....................................................
WATER SERVICE PANEL HEATING ..................................................
POTABLE WATER ICE PROTECTION ...............................................
ICE DETECTION ......................................................................................
ANTI-ICE CONTROL PANEL ................................................................
RAIN REPELLENT AND WIPER CONTROLS ...................................
RAIN REPELLENT INDICATOR ..........................................................
ICE DETECTOR ILLUMINATION .......................................................
CFDS - Ice & Rain System Report/Test ...................................................
CFDS - PHC System Report/Test .............................................................
CFDS - WHC System Report/Test ............................................................
COMPONENT LOCATION
Wing Ice Protection ......................................................................................
Wing Anti-Ice Control Valve .......................................................................
Ice Protection Engine Air Intakes .................................................................
Engine Anti-Ice Valve ..................................................................................
Probe Ice Protection ......................................................................................
Probe Heat Computers ..................................................................................
Window Heat Computers .............................................................................
Wiper System Components ..........................................................................
Rain Repellent System Components ............................................................
Waste Water Ice Protection ..........................................................................
Waste Panel Ice Protection ...........................................................................
Potable Water Service Panel Ice Protection .................................................
Potable Water Ice Protection ........................................................................
JUN 97
30-i
JUN 97
1
2
2
6
8
12
16
18
18
21
21
22
24
24
25
25
26
27
1
2
2
6
8
12
16
18
18
21
21
22
24
24
25
25
26
27
30
31
32
33
34
35
36
37
38
39
40
41
42
30-i
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Anti-Ice System
Anti-Ice System
JUN 97
A319/A320
30-1
JUN 97
30-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

GENERAL
The ice and rain protection system lets the
aircraft operate normally in ice conditions
or heavy rain.
Ice protection is given by the use of hot air
or electrical power, to heat the necessary
areas of the aircraft.
The areas that hot air supplies are the leading edge of slats 3, 4 and 5 on each wing
and the engine air intakes.
The engine bleed air system supplies the
hot air to the anti-ice system.
The items with electrical heaters are:
- the flight deck windshield and side
windows
- the Total Air Temperature (TAT) probes
- the Angle of Attack (alpha) probes
- the Pitot and Static probes of the Air
Data System (ADS)
- the waste-water drain-masts.
Rain is removed from the windshield with
windshield wipers and a rain repellant
fluid system.
WING ANTI-ICE
The wings are the only airfoil sections to
be protected against icing conditions. The
leading edge slats 3, 4 and 5 are thermally
anti-iced by a manually selected hot air
system which directs engine bleed air into
the leading edges of the slats.
Air for ice protection is supplied by the
pneumatic system, the flow being controlled by a pressure control/shut off
valve. The pneumatically powered control/shutoff valves are selected open when
power is supplied to the electrical circuit.
Both engines usually supply the pneumatic system with bleed air. If there is a
failure, the cross bleed valve opens and
one engine can supply both wings.
30-2
A319/A320

landing gear relays isolate the system. A
test permits the valves to open for thirty
seconds to make sure they operate.
The wing ice protection system takes hot
air from the pneumatic system, downstream of the pre-cooler. The anti-ice control valve (in the wing, outboard of the
engine pylon) isolates these two systems.
A restrictor downstream of the anti-ice
control valve controls the initial air flow.
The hot air goes through a lagged duct that
connects the anti-ice control valve to the
telescopic duct, inboard of RIB 13. The
telescopic duct attaches to the piccolo
ducts in the slats 3, 4 and 5. The piccolo
ducts (that connect together with flexible
ducts) release the hot air to heat the slats.
Three rows of holes in the piccolo ducts
release the hot air to heat the slat leading
edge inner surface. Slots in the slat spar let
the air move to the rear of the slat. The
shape of the slots causes the air to accelerate so that the heat transfer is better at the
trailing-edge of the slat.
The area to the rear of the stiffener on the
spar forms a plenum to release the hot air
from the slats. The gap between the slat
and the wing lets the hot air out (overboard).
JUN 97
GENERAL
The ice and rain protection system lets the
aircraft operate normally in ice conditions
or heavy rain.
Ice protection is given by the use of hot air
or electrical power, to heat the necessary
areas of the aircraft.
The areas that hot air supplies are the leading edge of slats 3, 4 and 5 on each wing
and the engine air intakes.
The engine bleed air system supplies the
hot air to the anti-ice system.
The items with electrical heaters are:
- the flight deck windshield and side
windows
- the Total Air Temperature (TAT) probes
- the Angle of Attack (alpha) probes
- the Pitot and Static probes of the Air
Data System (ADS)
- the waste-water drain-masts.
Rain is removed from the windshield with
windshield wipers and a rain repellant
fluid system.
WING ANTI-ICE
The wings are the only airfoil sections to
be protected against icing conditions. The
leading edge slats 3, 4 and 5 are thermally
anti-iced by a manually selected hot air
system which directs engine bleed air into
the leading edges of the slats.
Air for ice protection is supplied by the
pneumatic system, the flow being controlled by a pressure control/shut off
valve. The pneumatically powered control/shutoff valves are selected open when
power is supplied to the electrical circuit.
Both engines usually supply the pneumatic system with bleed air. If there is a
failure, the cross bleed valve opens and
one engine can supply both wings.
30-2

landing gear relays isolate the system. A
test permits the valves to open for thirty
seconds to make sure they operate.
The wing ice protection system takes hot
air from the pneumatic system, downstream of the pre-cooler. The anti-ice control valve (in the wing, outboard of the
engine pylon) isolates these two systems.
A restrictor downstream of the anti-ice
control valve controls the initial air flow.
The hot air goes through a lagged duct that
connects the anti-ice control valve to the
telescopic duct, inboard of RIB 13. The
telescopic duct attaches to the piccolo
ducts in the slats 3, 4 and 5. The piccolo
ducts (that connect together with flexible
ducts) release the hot air to heat the slats.
Three rows of holes in the piccolo ducts
release the hot air to heat the slat leading
edge inner surface. Slots in the slat spar let
the air move to the rear of the slat. The
shape of the slots causes the air to accelerate so that the heat transfer is better at the
trailing-edge of the slat.
The area to the rear of the stiffener on the
spar forms a plenum to release the hot air
from the slats. The gap between the slat
and the wing lets the hot air out (overboard).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Airfoil Anti-icing
Airfoil Anti-icing
JUN 97
A319/A320
30-3
JUN 97
30-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Wing Anti-Ice Interfaces
30-4
A319/A320
Wing Anti-Ice Interfaces
JUN 97
30-4
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

ENGINE AIR INTAKE ICE
PROTECTION
The ice protection system of the engine air
intake is normally selected only in icing
conditions.
Ice protection heats the intake cowls with
air bled from the engine compressor.
The function of the ice protection of the
engine air intakes is to supply bleed air to
heat the inlet lip during icing encounters.
This keeps the inlet duct of the engine free
of harmful accumulation of ice.
The installation consists of ducting, coupling, seals, a shutoff valve, mechanical
supports and a piccolo tube.
The air bled from the fifth stage of the
high compressor is the heat source.

A solenoid operated shutoff valve (which
is designed to fail to the open position)
provides the on-off control. The piccolo
tube distributes the air within the leading
edge of the intake cowl. The spent air
exhausts via a flush duct in the aft cavity
of the intake cowl.
The air bled from the fifth stage of the HP
compressor passes through four duct sections and a line mounted valve of the onoff type. At the forward bulkhead of the
intake cowl, the anti-ice system interfaces
with the piccolo tube in the intake lip. The
spent air then exhausts overboard via the
exhaust sleeve/flush duct assembly.
ENGINE AIR INTAKE ICE

PROTECTION
The ice protection system of the engine air
intake is normally selected only in icing
conditions.
Ice protection heats the intake cowls with
air bled from the engine compressor.
The function of the ice protection of the
engine air intakes is to supply bleed air to
heat the inlet lip during icing encounters.
This keeps the inlet duct of the engine free
of harmful accumulation of ice.
The installation consists of ducting, coupling, seals, a shutoff valve, mechanical
supports and a piccolo tube.
The air bled from the fifth stage of the
high compressor is the heat source.
A solenoid operated shutoff valve (which

is designed to fail to the open position)
provides the on-off control. The piccolo
tube distributes the air within the leading
edge of the intake cowl. The spent air
exhausts via a flush duct in the aft cavity
of the intake cowl.
The air bled from the fifth stage of the HP
compressor passes through four duct sections and a line mounted valve of the onoff type. At the forward bulkhead of the
intake cowl, the anti-ice system interfaces
with the piccolo tube in the intake lip. The
spent air then exhausts overboard via the
exhaust sleeve/flush duct assembly.
Engine Anti-Ice Schematic
Engine Anti-Ice Schematic
30-6
A319/A320
JUN 97
30-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Engine Anti-Ice Interfaces

JUN 97
A319/A320
Engine Anti-Ice Interfaces

30-7
JUN 97
30-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

PROBE ICE PROTECTION
The air data system includes several
probes and sensors (pitot and static
probes, angle of attack and total air temperature sensors) located on the fuselage
in areas particularly exposed to ice. An
electrical heating system integral with
each probe operates permanently to maintain probe efficiency. Warning is provided
to indicate heating malfunction of each
probe. The ice protection system of the
probes is arranged into three independent
channels which are; 1 (Captain), 2 (First
Officer), and 3 (Standby).
Electrical heating of the probes prevents
ice accumulation on the probes of the air
data system probes (pitot probes, static
probes, angle of attack sensors, and TAT
sensors). The TAT sensors are not heated
on the ground.
For the pitot probes, power is applied to
the main portion of the detection tube of
total pressure and to the inner surface of
the cavity located in the mast. Power is
115 VAC nominal. Heating of the pitot
probe is reduced on the ground. The Probe
Heat Computer (PHC) automatically controls the changeover of the probe heating
level between flight and ground.
For the static probes, power is applied to
the periphery of the orifice. Power is 28
VDC nominal.
The angle of attack sensor is of the vane
type. Power is applied to the internal solid
state heaters of the vane. Power is 115
VAC nominal.
30-8
A319/A320

For the TAT sensors, power is applied to
the leading edge of the air inlet. Power is
115 VAC nominal. Heating is cut off on
the ground. The PHC automatically controls this changeover.
The PHC controls and monitors heating of
the probes as follows:
- one pitot probe,
- two static probes,
- one angle of attack sensor,
- one TAT sensor (In flight only).
There are three PHCs, one per probe
channel PHC1, PHC2, and PHC 3 (channel 3 does not include TAT sensor).
Probe heating is automatically on when:
- ENG1 is running,
- or ENG2 is running,
- or PROBE/WINDOW HEAT pushbutton switch is in ON configuration
cause heating of the probes:
- static probe,
- angle of attack sensor,
- pitot probe,
- TAT sensor (In flight only).
There are two levels of pitot probe heating
which are:
- on the ground half-wave heating,
- in flight full-wave heating.
JUN 97
PROBE ICE PROTECTION

The air data system includes several
probes and sensors (pitot and static
probes, angle of attack and total air temperature sensors) located on the fuselage
in areas particularly exposed to ice. An
electrical heating system integral with
each probe operates permanently to maintain probe efficiency. Warning is provided
to indicate heating malfunction of each
probe. The ice protection system of the
probes is arranged into three independent
channels which are; 1 (Captain), 2 (First
Officer), and 3 (Standby).
Electrical heating of the probes prevents
ice accumulation on the probes of the air
data system probes (pitot probes, static
probes, angle of attack sensors, and TAT
sensors). The TAT sensors are not heated
on the ground.
For the pitot probes, power is applied to
the main portion of the detection tube of
total pressure and to the inner surface of
the cavity located in the mast. Power is
115 VAC nominal. Heating of the pitot
probe is reduced on the ground. The Probe
Heat Computer (PHC) automatically controls the changeover of the probe heating
level between flight and ground.
For the static probes, power is applied to
the periphery of the orifice. Power is 28
VDC nominal.
The angle of attack sensor is of the vane
type. Power is applied to the internal solid
state heaters of the vane. Power is 115
VAC nominal.
30-8
For the TAT sensors, power is applied to

the leading edge of the air inlet. Power is
115 VAC nominal. Heating is cut off on
the ground. The PHC automatically controls this changeover.
The PHC controls and monitors heating of
the probes as follows:
- one pitot probe,
- two static probes,
- one angle of attack sensor,
- one TAT sensor (In flight only).
There are three PHCs, one per probe
channel PHC1, PHC2, and PHC 3 (channel 3 does not include TAT sensor).
Probe heating is automatically on when:
- ENG1 is running,
- or ENG2 is running,
- or PROBE/WINDOW HEAT pushbutton switch is in ON configuration
cause heating of the probes:
- static probe,
- angle of attack sensor,
- pitot probe,
- TAT sensor (In flight only).
There are two levels of pitot probe heating
which are:
- on the ground half-wave heating,
- in flight full-wave heating.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

Probes Ice Proctection Diagram

JUN 97
A319/A320
Probes Ice Proctection Diagram

30-9
JUN 97
30-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Probe & Sensor Heating
Probe & Sensor Heating
30-10
A319/A320
JUN 97
30-10
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

Probes Ice Protection Schematic
Probes Ice Protection Schematic

JUN 97
A319/A320
30-11
JUN 97
30-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

WINDSHIELD ANTI-ICING AND
DEFOGGING
The anti icing and defogging system of the
windshield maintains visibility through
the windshield and windows in icing or
fogging conditions. This objective is
achieved by electrical heating of the windshield and windows.
The system is automatically started at
engine start-up. A push-button switch also
controls operation of the system.
The system is made up of two independent
sub-systems, left and right. Each sub-system controls heating of the windshield and
windows located on the same side with
respect to the aircraft centerline. Each
sub-system includes :
- one windshield,
- two windows, one sliding and one fixed
(aft),
- one window heat computer (WHC).
In each sub-system, the windshield temperature regulation and the window temperature regulation are independent.
Two temperature sensors (one is a spare)
are installed in each of the six windows.
The permanent measurement of the resistor, of the in-service sensor, controls the
temperature of the windshield and windows.
30-12
A319/A320

Two heating power levels are available for
the windshield:
- Low heat on the ground,
- High heat in flight only (not available on
the ground).
A 200 VAC/400 Hz line delivers these
power outputs on the ground and in flight.
Only one heating power level is available
for the windows, both on the ground and
in flight. A 115 VAC/400 Hz line delivers
this power output.
Detection of window extreme temperatures or failure of associated temperature
sensor causes an activation of a warning in
the flight deck and an automatic cut off of
the heating of the defective window. The
extreme temperatures are +60C (corresponds to an overheat or to the sensor in
open circuit) and -60C (corresponds to
the
sensor
in
short
circuit).
NOTE: A lighted icing indicator is
installed on the outer face of the windshield post to indicate the presence of
ice.
JUN 97
WINDSHIELD ANTI-ICING AND

DEFOGGING
The anti icing and defogging system of the
windshield maintains visibility through
the windshield and windows in icing or
fogging conditions. This objective is
achieved by electrical heating of the windshield and windows.
The system is automatically started at
engine start-up. A push-button switch also
controls operation of the system.
The system is made up of two independent
sub-systems, left and right. Each sub-system controls heating of the windshield and
windows located on the same side with
respect to the aircraft centerline. Each
sub-system includes :
- one windshield,
- two windows, one sliding and one fixed
(aft),
- one window heat computer (WHC).
In each sub-system, the windshield temperature regulation and the window temperature regulation are independent.
Two temperature sensors (one is a spare)
are installed in each of the six windows.
The permanent measurement of the resistor, of the in-service sensor, controls the
temperature of the windshield and windows.
30-12
Two heating power levels are available for

the windshield:
- Low heat on the ground,
- High heat in flight only (not available on
the ground).
A 200 VAC/400 Hz line delivers these
power outputs on the ground and in flight.
Only one heating power level is available
for the windows, both on the ground and
in flight. A 115 VAC/400 Hz line delivers
this power output.
Detection of window extreme temperatures or failure of associated temperature
sensor causes an activation of a warning in
the flight deck and an automatic cut off of
the heating of the defective window. The
extreme temperatures are +60C (corresponds to an overheat or to the sensor in
open circuit) and -60C (corresponds to
the
sensor
in
short
circuit).
NOTE: A lighted icing indicator is
installed on the outer face of the windshield post to indicate the presence of
ice.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

Windshield Anti-Icing and Defogging Diagram

JUN 97
A319/A320
Windshield Anti-Icing and Defogging Diagram

30-13
JUN 97
30-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Windshield Anti-Icing & Defogging Schematic
Windshield Anti-Icing & Defogging Schematic
30-14
A319/A320
JUN 97
30-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

WINDSHIELD RAIN PROTECTION
SYSTEM
Rain removal from the right and left windshields is achieved by a wiper system and
a rain repellent fluid system.
Two totally independent wiper sub-systems are provided which are a CAPT subsystem (left windshield) and a F/O subsystem (right windshield).
A two-speed electric motor serves to operate each arm/blade assembly. Each subsystem ensures that clear vision is maintained through the windshield during all
rain conditions and during the following
flight phases:
- taxi,
- takeoff,
- approach,
- landing.
Control switches located in a zone easily
accessible by the crew are provided for
each wiper to select the wiper speed of
slow operation (SLOW position), fast
operation (FAST position), or stop (OFF
position in a parked position of the arm/
blade assembly).
The wiper system., operates efficiently
without adverse effect on its performance
up to speeds of 200 kts.
Operation of the wiper system without
guarantee of performance is possible for
speeds between 200 and 250 kts.
The rain repellant system is designed to
improve visibility through the windshield
in heavy rain especially when the wipers
are not sufficient.
The system enables a special rain repellent
fluid to be sprayed in one or several applications on the windshield. The fluid is
designed to increase the surface tension of
water.
30-16
A319/A320

The increase in surface tension:
- eliminates the film of water on the
windshield (the water film is of variable
thickness and impairs vision),
- causes water to remain in the form of
droplets,
- facilitates evacuation of these droplets
under dynamic effect of airstream (the
droplets do not wet the windshield
surface).
Purging of the spray nozzles with air
serves to prevent clogging.
The rain repellent fluid used is type 3 and
is packaged in a nitrogen pressurized can.
The nitrogen pressurizes the lines of the
rain repellent system. The can is directly
fitted to the rain-repellent fluid gage, thus
enabling the sealing valve of the can to
open.
A pressure gage indicating the pressure in
the system (and thereby the remaining
fluid) and a purge push-button (used at
replacement of the can) are located on the
side of the rain repellant fluid gage.
Lines release the fluid to each of the two
spray systems which operate independently.
A fluid spray system is provided for each
windshield. It incorporates a solenoid
valve (time controlled), a control pushbutton switch, and a spray nozzle.
A push-button switch located in the flight
deck serves to control the system. Upon
actuation of the push-button switch, the
time controlled solenoid valve of the associated system enables fluid release to the
spray nozzles for a limited period. To initiate a new cycle, it is necessary to release
then to press again the control push-button
switch.
JUN 97
WINDSHIELD RAIN PROTECTION

SYSTEM
Rain removal from the right and left windshields is achieved by a wiper system and
a rain repellent fluid system.
Two totally independent wiper sub-systems are provided which are a CAPT subsystem (left windshield) and a F/O subsystem (right windshield).
A two-speed electric motor serves to operate each arm/blade assembly. Each subsystem ensures that clear vision is maintained through the windshield during all
rain conditions and during the following
flight phases:
- taxi,
- takeoff,
- approach,
- landing.
Control switches located in a zone easily
accessible by the crew are provided for
each wiper to select the wiper speed of
slow operation (SLOW position), fast
operation (FAST position), or stop (OFF
position in a parked position of the arm/
blade assembly).
The wiper system., operates efficiently
without adverse effect on its performance
up to speeds of 200 kts.
Operation of the wiper system without
guarantee of performance is possible for
speeds between 200 and 250 kts.
The rain repellant system is designed to
improve visibility through the windshield
in heavy rain especially when the wipers
are not sufficient.
The system enables a special rain repellent
fluid to be sprayed in one or several applications on the windshield. The fluid is
designed to increase the surface tension of
water.
30-16
The increase in surface tension:

- eliminates the film of water on the
windshield (the water film is of variable
thickness and impairs vision),
- causes water to remain in the form of
droplets,
- facilitates evacuation of these droplets
under dynamic effect of airstream (the
droplets do not wet the windshield
surface).
Purging of the spray nozzles with air
serves to prevent clogging.
The rain repellent fluid used is type 3 and
is packaged in a nitrogen pressurized can.
The nitrogen pressurizes the lines of the
rain repellent system. The can is directly
fitted to the rain-repellent fluid gage, thus
enabling the sealing valve of the can to
open.
A pressure gage indicating the pressure in
the system (and thereby the remaining
fluid) and a purge push-button (used at
replacement of the can) are located on the
side of the rain repellant fluid gage.
Lines release the fluid to each of the two
spray systems which operate independently.
A fluid spray system is provided for each
windshield. It incorporates a solenoid
valve (time controlled), a control pushbutton switch, and a spray nozzle.
A push-button switch located in the flight
deck serves to control the system. Upon
actuation of the push-button switch, the
time controlled solenoid valve of the associated system enables fluid release to the
spray nozzles for a limited period. To initiate a new cycle, it is necessary to release
then to press again the control push-button
switch.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

Each solenoid valve is installed as near as
possible to its associated spray nozzle to
limit the response time of the system, loss
of fluid between the valve and the nozzle,
and the risks of internal clogging due to
Windshield Rain Removal
the evaporation of the residual fluid.
Each spray nozzle protrudes from the skin
panel of the aircraft and incorporates four
directional orifices with calibrated diameters. The two nozzles are arranged symmetrically and are not interchangeable;
precise angular positioning is required.
The purge system is provided to eliminate

the type 3 fluid remaining between the
check valve and the nozzle after each
application of the fluid. The hot air manifold of the air conditioning system supplies the purge air at a pressure of 4 1
psid with reference to the cabin pressure.
The assembly comprising the check valves
and the rain repellent blowout reservoir
enables air to flow permanently to the
spray nozzles when the rain repellent system does not operate. It also shuts off the
air supply lines during spraying of the rain
repellent fluid. The system is inhibited on
the ground.
Each solenoid valve is installed as near as

possible to its associated spray nozzle to
limit the response time of the system, loss
of fluid between the valve and the nozzle,
and the risks of internal clogging due to
the evaporation of the residual fluid.
Each spray nozzle protrudes from the skin
panel of the aircraft and incorporates four
directional orifices with calibrated diameters. The two nozzles are arranged symmetrically and are not interchangeable;
precise angular positioning is required.
The purge system is provided to eliminate
the type 3 fluid remaining between the

check valve and the nozzle after each
application of the fluid. The hot air manifold of the air conditioning system supplies the purge air at a pressure of 4 1
psid with reference to the cabin pressure.
The assembly comprising the check valves
and the rain repellent blowout reservoir
enables air to flow permanently to the
spray nozzles when the rain repellent system does not operate. It also shuts off the
air supply lines during spraying of the rain
repellent fluid. The system is inhibited on
the ground.

JUN 97
A319/A320
30-17
JUN 97
30-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

WASTE WATER ICE PROTECTION
The waste water from the galley and lavatory wash basins is discarded overboard
through drain masts. They are electrically
heated to prevent ice formation in or
around the drain masts. A control unit for
each drain mast is used to regulate the
heating of the drain mast heating element.
The heated drain masts are installed on the
lower fuselage shell. The waste water is
moved to the drain masts through gravity
on the ground and differential pressure in
flight. Each drain mast assembly has a
drain tube with an integrated electrical
heating-element. A flange for installation
of the drain mast is part of the top of the
fairing.
The power supply for each control unit
with the related drain mast is 115 VAC
400 Hz, single phase. The drain mast heating element operates from -65F to
+160F.
The system is available through the closed
circuit breakers 1DU and 11DU with the
aircraft electrical circuits energized. 115
VAC is supplied from AC BUS 1 and 2 to
the control units (2). The control units regulate the heating of the 2 drain masts and
are dependent upon the ambient temperature.
WATER SERVICE PANEL
HEATING
The potable water service panel and the
waste servicing panel contain components
that are electrically heated to prevent ice
formation.
30-18
A319/A320

The potable water service panel is located
between STA3101/FR65 and STA3158/
FR66 at the LH lower fuselage. The fill/
drain nipple fitting is electrically heated
by a heating element which is part of the
fill/drain nipple. The tubing between the
fill/drain nipple fitting and the fill/drain
valve is electrically heated with a heated
strip surrounding the tube.
The waste service panel is located
FR66 at the RH lower fuselage. The waste
ball valve and drain tube between the
waste service panel and the waste tank are
electrically heated with heating blankets.
The fitting for the rinse line is electrically
heated with a heated cuff on the inside of
the waste service panel.
The electric heaters are supplied with 115
VAC from the AC BUS 2. This 115 VAC
is supplied to the heater thermostats whenever aircraft power is on and the circuit
breaker is closed.
The thermostats close at approximately
45F and open at approximately 80F. The
heaters have thermal overheat protection
that open at approximately 230F. Heaters
(except the Nipple-Fill and Drain) will not
reset after an overheat, and will have to be
replaced.
JUN 97
WASTE WATER ICE PROTECTION

The waste water from the galley and lavatory wash basins is discarded overboard
through drain masts. They are electrically
heated to prevent ice formation in or
around the drain masts. A control unit for
each drain mast is used to regulate the
heating of the drain mast heating element.
The heated drain masts are installed on the
lower fuselage shell. The waste water is
moved to the drain masts through gravity
on the ground and differential pressure in
flight. Each drain mast assembly has a
drain tube with an integrated electrical
heating-element. A flange for installation
of the drain mast is part of the top of the
fairing.
The power supply for each control unit
with the related drain mast is 115 VAC
400 Hz, single phase. The drain mast heating element operates from -65F to
+160F.
The system is available through the closed
circuit breakers 1DU and 11DU with the
aircraft electrical circuits energized. 115
VAC is supplied from AC BUS 1 and 2 to
the control units (2). The control units regulate the heating of the 2 drain masts and
are dependent upon the ambient temperature.
WATER SERVICE PANEL
HEATING
The potable water service panel and the
waste servicing panel contain components
that are electrically heated to prevent ice
formation.
30-18
The potable water service panel is located

FR66 at the LH lower fuselage. The fill/
drain nipple fitting is electrically heated
by a heating element which is part of the
fill/drain nipple. The tubing between the
fill/drain nipple fitting and the fill/drain
valve is electrically heated with a heated
strip surrounding the tube.
The waste service panel is located
FR66 at the RH lower fuselage. The waste
ball valve and drain tube between the
waste service panel and the waste tank are
electrically heated with heating blankets.
The fitting for the rinse line is electrically
heated with a heated cuff on the inside of
the waste service panel.
The electric heaters are supplied with 115
VAC from the AC BUS 2. This 115 VAC
is supplied to the heater thermostats whenever aircraft power is on and the circuit
breaker is closed.
The thermostats close at approximately
45F and open at approximately 80F. The
heaters have thermal overheat protection
that open at approximately 230F. Heaters
(except the Nipple-Fill and Drain) will not
reset after an overheat, and will have to be
replaced.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

Waste Water Drain Mast Ice Protection
Waste Water Drain Mast Ice Protection

JUN 97
A319/A320
30-19
JUN 97
30-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Service Panel Ice Protection - Electrical Schematic
Service Panel Ice Protection - Electrical Schematic
30-20
A319/A320
JUN 97
30-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

POTABLE WATER ICE
PROTECTION
The waste water from the galley and lavatory wash basins is dumped overboard
through water lines and drain masts. The
potable and waste-water lines in section
13/14 are insulated and electrically heated
to prevent ice formation in or around the
water lines.
The potable and waste water lines between
STA897/FR23 and STA1270/FR30 are
electrically heated with heater assemblies.
The heater assembly is attached with
bonding tape. Insulation covers the heated
potable and waste water lines. The potable
and waste water lines are installed on supports and secured with clamps.

The heater assemblies are supplied with

115 VAC from the AC GND/FLT BUS.
The control unit is supplied with 28 VDC
from the DC GND/FLT BUS.
With the electrical circuits energized and
the C/Bs closed the heating tapes are supplied with power. Sensors at the potable
and waste water lines send electrical signals to the control unit.
The control adjustments for the heaters
are:
- heaters ON 50F.
ICE DETECTION
A lighted visual icing indicator is installed
on the center pane retainer between the
two windscreens. It can be seen by both
the pilots.
POTABLE WATER ICE

PROTECTION
The waste water from the galley and lavatory wash basins is dumped overboard
through water lines and drain masts. The
potable and waste-water lines in section
13/14 are insulated and electrically heated
to prevent ice formation in or around the
water lines.
The potable and waste water lines between
STA897/FR23 and STA1270/FR30 are
electrically heated with heater assemblies.
The heater assembly is attached with
bonding tape. Insulation covers the heated
potable and waste water lines. The potable
and waste water lines are installed on supports and secured with clamps.
The heater assemblies are supplied with

115 VAC from the AC GND/FLT BUS.
The control unit is supplied with 28 VDC
from the DC GND/FLT BUS.
With the electrical circuits energized and
the C/Bs closed the heating tapes are supplied with power. Sensors at the potable
and waste water lines send electrical signals to the control unit.
The control adjustments for the heaters
are:
- heaters ON 50F.
ICE DETECTION
A lighted visual icing indicator is installed
on the center pane retainer between the
two windscreens. It can be seen by both
the pilots.
Potable Water Ice Protection - Electrical Schematic
Potable Water Ice Protection - Electrical Schematic
JUN 97
A319/A320
30-21
JUN 97
30-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
ANTI-ICE CONTROL PANEL


WING ANTI ICE Switch
Controls wing anti-ice system simultaneously
on both wings.
ON - "ON" light illuminates.
- "WING A. ICE" message appears on ECAM
MEMO display.
- Wing anti-ice valves open provided
pneumatic supply is available. On the
ground, the valves open for 30 seconds only
(test sequence).
WING ANTI ICE Switch

Controls wing anti-ice system simultaneously
on both wings.
- "WING A. ICE" message appears on ECAM
MEMO display.
- Wing anti-ice valves open provided
pneumatic supply is available. On the
ground, the valves open for 30 seconds only
(test sequence).
OFF - "ON light goes off.

- Wing anti-ice valves close.
OFF - "ON light goes off.

- Wing anti-ice valves close.
ANTI ICE
WING
ENG 1
FAULT
FAULT
ON
ON
A
U
T
O
FAULT
ON
ANTI ICE
PROBE/WINDOW
HEAT
ENG 2
A
U
T
O
ON
A
U
T
O
WING
ENG 1
FAULT
FAULT
ON
ON
PROBE/WINDOW
HEAT
ENG 2
A
U
T
O
FAULT
ON
A
U
T
O
ON
A
U
T
O
ANTI-ICE
ANTI-ICE
WING ANTI ICE FAULT

Light
Illuminates when either of
the following occur:
- Wing anti-ice valve
position disagrees with
selected position.
- Low pressure is detected
PROBE/WINDOW HEAT
Switch
AUTO - Provides automatic
heating of probes and windows:
- In flight.
- On the ground provided one
engine is running (TAT probes
excluded).
WING ANTI ICE FAULT

Light
Illuminates when either of
the following occur:
- Wing anti-ice valve
position disagrees with
selected position.
- Low pressure is detected
PROBE/WINDOW HEAT
Switch
AUTO - Provides automatic
heating of probes and windows:
- In flight.
- On the ground provided one
engine is running (TAT probes
excluded).
FAULT light illuminates

momentarily when valves are
in transit.
ON - Provides heating of
probes and windows. ON light
illuminates.
FAULT light illuminates

momentarily when valves are
in transit.
ON - Provides heating of
probes and windows. ON light
illuminates.
30-22
JUN 97
30-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320


ENG ANTI-ICE Switches

Controls the respective engine anti-ice
system.
ENG ANTI-ICE Switches

Controls the respective engine anti-ice
system.

- "ENG A. ICE" message appears on
ECAM MEMO display.
- Engine anti-ice valve opens provided
engine bleed air is available.
- Continuous ignition is provided when the
valve is open.

- "ENG A. ICE" message appears on
ECAM MEMO display.
- Engine anti-ice valve opens provided
engine bleed air is available.
- Continuous ignition is provided when the
valve is open.
OFF - "ON" light goes off.

- Engine anti-ice valve closes.
OFF - "ON" light goes off.

- Engine anti-ice valve closes.
ANTI ICE
WING
ENG 1
FAULT
FAULT
ON
ON
A
U
T
O
FAULT
ON
ANTI ICE
PROBE/WINDOW
HEAT
ENG 2
A
U
T
O
ON
A
U
T
O
WING
ENG 1
FAULT
FAULT
ON
ENG ANTI ICE FAULT Light

Illuminates if engine anti-ice valve
position disagrees with switch
position.
ENG ANTI ICE FAULT Light

Illuminates if engine anti-ice valve
position disagrees with switch
position.
FAULT light illuminates momentarily when valve is in transit.
FAULT light illuminates momentarily when valve is in transit.
A
U
T
O
FAULT
ON
A
U
T
O
ON
A
U
T
O
ANTI-ICE
ANTI-ICE
JUN 97
ON
PROBE/WINDOW
HEAT
ENG 2
30-23
JUN 97
30-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
RAIN REPELLENT AND WIPER

CONTROLS
RAIN REPELLENT AND WIPER

CONTROLS
RAIN RPLNT
RAIN RPLNT
WIPER
SLOW
SLOW
FAST
FAST
RAINWIPE
RAINWIPE
RAIN RPLNT Switch

Controls rain repellent fluid
application to the respective
front windshield. When
pushed, a timer applies a
measured quantity of repellent. The switch is inhibited
on the ground with engines
stopped.
WIPER Selector
Controls operation of the
respective wiper. When selected
OFF, the wiper stops out of
view.
RAIN RPLNT Switch

Controls rain repellent fluid
application to the respective
front windshield. When
pushed, a timer applies a
measured quantity of repellent. The switch is inhibited
on the ground with engines
stopped.
RAIN REPELLENT INDICATOR

Location: Left Rear Flight Deck
RAIN REPELLENT INDICATOR

Location: Left Rear Flight Deck
Pressure Indicator
Displays the nitrogen pressure
in the rain repellent bottle. The
bottle should be replaced when
the needle is in the yellow
band.
Pressure Indicator
Displays the nitrogen pressure
in the rain repellent bottle. The
bottle should be replaced when
the needle is in the yellow
band.
Quantity Indicator
Displays the rain repellent
quantity. The bottle should be
replaced when the REFILL
float is in view.
30-24
WIPER
OFF
OFF
REPLACE
REFILL
JUN 97
Quantity Indicator
Displays the rain repellent
quantity. The bottle should be
replaced when the REFILL
float is in view.
30-24
WIPER Selector
Controls operation of the
respective wiper. When selected
OFF, the wiper stops out of
view.
REPLACE
REFILL
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
ICE DETECTOR ILLUMINATION

CONTROL
ICE DETECTOR ILLUMINATION

CONTROL
Ice Indicator & Standby Compass Switch

ON - The switch will illuminate the LED in the
icing indicator probe mounted between the
windshields.
Ice Indicator & Standby Compass Switch

ON - The switch will illuminate the LED in the
icing indicator probe mounted between the
windshields.
ICE IND &

OVHD INTEG
STBY COMPASS
LT
OFF
BRT
INT LT
DOME
ICE IND &

OVHD INTEG
STBY COMPASS
LT
ANN LT
DOME
ANN LT
OFF
TEST
OFF
TEST
DIM
DIM
DIM
DIM
BRT
BRT
BRT
BRT
OFF
ON
BRT
ON
319CLED
319CLED
JUN 97
INT LT
30-25
JUN 97
30-25
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
CFDS - Ice & Rain System/Report Test
CFDS - Ice & Rain System/Report Test
MCDU MENU

< AIRCOND
< AFS
< COM
< FMGC
< AIDS
< CFDS
RETURN >
CFDS MENU
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIDS
< CFDS
RETURN >
CFDS MENU
< AVIONICS STATUS

< WHC 1
< WHC 2
< PHC 1
< PHC 2
< PHC 3
< RETURN
F / CLT >
FUEL >
ICE&RAIN >
INST >
L/G >
NAV >
< ELEC
< FIRE PROT
< RETURN

ICE & RAIN
ICE & RAIN
< LAST LEGS REPORT


< AIRCOND
< AFS
< COM
< FMGC
INST >
L/G >
NAV >
< ELEC
< FIRE PROT
< RETURN
A319/A320
< LAST LEGS REPORT

WING ANTI ICE >

(THRU ECS)
< AVIONICS STATUS

< WHC 1
< WHC 2
< PHC 1
< PHC 2
< PHC 3
< RETURN
WING ANTI ICE >

(THRU ECS)
30MCDU01
30MCDU01
CFDS - Ice & Rain System Report/Test
CFDS - Ice & Rain System Report/Test

JUN 97
30-27
JUN 97
30-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
CFDS - PHC System/Report Test
CFDS - PHC System/Report Test
PHC X
PHC X
PHC X
TEST
30-31-00
CHECK AOA PHC X SUPPLY
END OF TEST
< RETURN
PRINT >
< LAST LEGS REPORT

< TEST
< CLASS 3 FAULTS
< LAST LEGS REPORT

< TEST
< CLASS 3 FAULTS
< RETURN
< RETURN
PHC X
TEST
< LAST LEGS REPORT
< TEST
< CLASS 3 FAULTS
PHC X
TEST
< LAST LEGS REPORT
< TEST
< CLASS 3 FAULTS
< RETURN
< RETURN
WAIT FOR SYSTEM RESPONSE
PHC X
TEST
PHC X
TEST
30-31-00
CHECK AOA PHC X SUPPLY
END OF TEST
TEST OK
< RETURN
< RETURN
PRINT >
PRINT >
PHC X
TEST
TEST OK
< RETURN
PRINT >
30MCDU02
30MCDU02
CFDS - PHC System Report/Test
CFDS - PHC System Report/Test
30-28
JUN 97
30-28
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
CFDS - WHC System/Report Test
CFDS - WHC System/Report Test
WHC X
WHC X
WHC X
TEST
30-42-00
CHECK WINDOWS WHC X
END OF TEST
< RETURN
PRINT >
< LAST LEGS REPORT

< TEST
< CLASS 3 FAULTS
< LAST LEGS REPORT

< TEST
< CLASS 3 FAULTS
< RETURN
< RETURN
WHC X
TEST
< LAST LEGS REPORT
< TEST
< CLASS 3 FAULTS
WHC X
TEST
< LAST LEGS REPORT
< TEST
< CLASS 3 FAULTS
< RETURN
< RETURN
WHC X
TEST
WHC X
TEST
30-42-00
CHECK WINDOWS WHC X
END OF TEST
TEST OK
< RETURN
< RETURN
PRINT >
PRINT >
WHC X
TEST
TEST OK
< RETURN
PRINT >
30MCDU03
30MCDU03
CFDS - WHC System Report/Test
CFDS - WHC System Report/Test

JUN 97
30-29
JUN 97
30-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Wing Ice Protection
Wing Ice Protection
30-30
A319/A320
JUN 97
30-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Wing Anti-Ice Control Valve
Wing Anti-Ice Control Valve

JUN 97
A319/A320
30-31
JUN 97
30-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Ice Protection Engine Air Intakes
30-32
A319/A320
Ice Protection Engine Air Intakes
JUN 97
30-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Engine Anti-Ice Valve
Engine Anti-Ice Valve

JUN 97
A319/A320
30-33
JUN 97
30-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Probe Ice Protection
30-34
A319/A320
Probe Ice Protection
JUN 97
30-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Probe Heat Computers
Probe Heat Computers

JUN 97
A319/A320
30-35
JUN 97
30-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Window Heat Computers
Window Heat Computers
30-36
A319/A320
JUN 97
30-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Wiper System Components
Wiper System Components

JUN 97
A319/A320
30-37
JUN 97
30-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Rain Repellent System Components
30-38
A319/A320
Rain Repellent System Components
JUN 97
30-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Waste Water Ice Protection

JUN 97
A319/A320
Waste Water Ice Protection

30-39
JUN 97
30-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Waste Panel Ice Protection
30-40
A319/A320
Waste Panel Ice Protection
JUN 97
30-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Potable Water Service Panel Ice Protection
Potable Water Service Panel Ice Protection

JUN 97
A319/A320
30-41
JUN 97
30-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Potable Water Ice Protection
Potable Water Ice Protection
30-42
A319/A320
JUN 97
30-42
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
INDICATING/RECORDING
A319/A320 /A321
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

ELECTRONIC INSTRUMENT SYSTEM (EIS) GENERAL ...............1
Display Management Computers (DMCs) ..........................................4
Flight Warning Computers (FWCs) ....................................................4
System Data Acquisition Concentrators (SDACs) ..............................4
EIS CONTROLS ........................................................................................6
ELECTRONIC CENTRALIZED A/C MONITORING (ECAM)..........11
General ..................................................................................................11
Engine/Warning Display .......................................................................11
System/Status Display ..........................................................................14
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) .................21
DMCs ...................................................................................................21
EFIS Control Panels ..............................................................................21
Display Units ........................................................................................21
Primary flight Display (PFD) ................................................................22
Navigation Display (ND) ......................................................................22
ECAM/EIFS OPERATION IN CASE OF FAILURE ............................24
DMC Transfer .......................................................................................25
PFD-ND Transfer ..................................................................................25
ECAM DU Failure ................................................................................26
ECAM-ND Transfer .............................................................................26
CLOCK ........................................................................................................28
CENTRALIZED FAULT DISPLAY SYSTEM ......................................29
General ..................................................................................................29
Class 3 Failure Indications ....................................................................32
Access to Class 3 Failures Through CFDS Menu ................................34
Access to CIDS Class 3 Failures Through the Prog. and Test Panel ....36
Types of Failures ...................................................................................38
Access to System Data ..........................................................................39
Accessing Different CFDS Reports ......................................................40
Retrieving a Failure History ..................................................................41
Real Time Failures ................................................................................42
POST FLIGHT REPORT (PFR) ..............................................................43
PFR Interpretation .................................................................................44
PFR Filter ..............................................................................................46
DIGITAL FLIGHT DATA ........................................................................47
RECORDING SYSTEM ............................................................................47
Underwater Locator Beacon (ULB) ......................................................50
Flight Data Interface Unit .....................................................................50
Linear Accelerometer (LA) ...................................................................51
PRINTER ...................................................................................................51

ELECTRONIC INSTRUMENT SYSTEM (EIS) GENERAL ............... 1
Display Management Computers (DMCs) .......................................... 4
Flight Warning Computers (FWCs) .................................................... 4
System Data Acquisition Concentrators (SDACs) .............................. 4
EIS CONTROLS ........................................................................................ 6
ELECTRONIC CENTRALIZED A/C MONITORING (ECAM) ......... 11
General .................................................................................................. 11
Engine/Warning Display ...................................................................... 11
System/Status Display .......................................................................... 14
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) ................ 21
DMCs .................................................................................................. 21
EFIS Control Panels ............................................................................. 21
Display Units ........................................................................................ 21
Primary flight Display (PFD) ............................................................... 22
Navigation Display (ND) ...................................................................... 22
ECAM/EIFS OPERATION IN CASE OF FAILURE ............................ 24
DMC Transfer ....................................................................................... 25
PFD-ND Transfer ................................................................................. 25
ECAM DU Failure ................................................................................ 26
ECAM-ND Transfer ............................................................................. 26
CLOCK ....................................................................................................... 28
CENTRALIZED FAULT DISPLAY SYSTEM ...................................... 29
General .................................................................................................. 29
Class 3 Failure Indications ................................................................... 32
Access to Class 3 Failures Through CFDS Menu ................................ 34
Access to CIDS Class 3 Failures Through the Prog. and Test Panel ... 36
Types of Failures .................................................................................. 38
Access to System Data ......................................................................... 39
Accessing Different CFDS Reports ...................................................... 40
Retrieving a Failure History ................................................................. 41
Real Time Failures ................................................................................ 42
POST FLIGHT REPORT (PFR) .............................................................. 43
PFR Interpretation ................................................................................ 44
PFR Filter ............................................................................................. 46
DIGITAL FLIGHT DATA ........................................................................ 47
RECORDING SYSTEM ............................................................................ 47
Underwater Locator Beacon (ULB) ..................................................... 50
Flight Data Interface Unit ..................................................................... 50
Linear Accelerometer (LA) .................................................................. 51
PRINTER ................................................................................................... 51
JUN 97
JUN 97
31-i
31-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

AIRCRAFT INTEGRATED DATA SYSTEM (AIDS) .......................... 54
Data Management Unit ......................................................................... 54
Digital AIDS Recorder (DAR) ............................................................. 56
Master Caution and Warning Lights ........................................................ 58
ECAM Control Panel ................................................................................. 59
ECAM Engine/Warning Display ............................................................... 61
ECAM System Display ............................................................................... 62
Switching Panel ........................................................................................... 63
Miscellaneous EFIS Controls .................................................................... 64
Clock ............................................................................................................ 65
AIDS ............................................................................................................. 66
AIDS - CALL-UP PARAM -Label ........................................................... 67
AIDS - CALL-UP PARAM - Alpha .......................................................... 68
AIDS - CALL-UP PARAM - Menu .......................................................... 69
AIDS - DMU PROGRAMMING .............................................................. 70
AIDS - LOAD STATUS ............................................................................. 71
AIDS - REPORTS- PREVIOUS & STORED .......................................... 72
AIDS - MAN REQST REPORTS ............................................................. 73
CFDS - AIDS Trouble Shooting ................................................................ 74
COMPONENT LOCATION
EIS Displays/Controls .................................................................................. 78
FWS and EIS Component Sheet 1 ................................................................ 79
EIS Components ........................................................................................... 82
Universal Time Clock ................................................................................... 84
Centralized fault Display Interface Unit (CFDIU) ....................................... 85
Digital Flight Data Recorder (Sheet 1) ......................................................... 86
AIDS Components (Sheet 1) ........................................................................ 88
Printer ........................................................................................................... 90

AIRCRAFT INTEGRATED DATA SYSTEM (AIDS) ...........................54
Data Management Unit .........................................................................54
Digital AIDS Recorder (DAR) ..............................................................56
Master Caution and Warning Lights .........................................................58
ECAM Control Panel ..................................................................................59
ECAM Engine/Warning Display ...............................................................61
ECAM System Display ...............................................................................62
Switching Panel ...........................................................................................63
Miscellaneous EFIS Controls .....................................................................64
Clock .............................................................................................................65
AIDS .............................................................................................................66
AIDS - CALL-UP PARAM -Label ............................................................67
AIDS - CALL-UP PARAM - Alpha ..........................................................68
AIDS - CALL-UP PARAM - Menu ...........................................................69
AIDS - DMU PROGRAMMING ...............................................................70
AIDS - LOAD STATUS ..............................................................................71
AIDS - REPORTS- PREVIOUS & STORED ..........................................72
AIDS - MAN REQST REPORTS ..............................................................73
CFDS - AIDS Trouble Shooting ................................................................74
COMPONENT LOCATION
EIS Displays/Controls ...................................................................................78
FWS and EIS Component Sheet 1 ................................................................79
EIS Components ...........................................................................................82
Universal Time Clock ...................................................................................84
Centralized fault Display Interface Unit (CFDIU) .......................................85
Digital Flight Data Recorder (Sheet 1) .........................................................86
AIDS Components (Sheet 1) .........................................................................88
Printer ............................................................................................................90
31-ii
31-ii
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

ELECTRONIC INSTRUMENT
SYSTEM (EIS) GENERAL
The EIS (Electronic Instrument System)
presents data for the Electronic Flight
Instrument System (EFIS) and the Electronic Centralized Aircraft Monitoring
(ECAM) system.
The EIS utilizes 6 identical CRTs, also
referred to as display units (DUs), to
replace most conventional flight instruments and engine instruments. There are
two primary flight displays (PFDs, part of
EFIS), two navigation displays (NDs,
part of EFIS), and an Electronic Centralized Aircraft Monitoring (ECAM) system
consisting of an Engine/Warning Display
(E/WD) and a System Display (SD).
Three identical Display Management

Computers (DMCs) acquire and process
all input from airplane sensors and computers to generate the display images. If a
CRT fails, automatic and manual switching allows the displays to be transferred to
an operable CRT.
ELECTRONIC INSTRUMENT
SYSTEM (EIS) GENERAL
The EIS (Electronic Instrument System)
presents data for the Electronic Flight
Instrument System (EFIS) and the Electronic Centralized Aircraft Monitoring
(ECAM) system.
The EIS utilizes 6 identical CRTs, also
referred to as display units (DUs), to
replace most conventional flight instruments and engine instruments. There are
two primary flight displays (PFDs, part of
EFIS), two navigation displays (NDs,
part of EFIS), and an Electronic Centralized Aircraft Monitoring (ECAM) system
consisting of an Engine/Warning Display
(E/WD) and a System Display (SD).
Three identical Display Management

Computers (DMCs) acquire and process
all input from airplane sensors and computers to generate the display images. If a
CRT fails, automatic and manual switching allows the displays to be transferred to
an operable CRT.
Electronic Instrument System
Electronic Instrument System

JUN 97
A319/A320
31-1
JUN 97
31-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

In EFIS, the Primary Flight Displays
(PFDs) combine several conventional
flight instrument indications on one color
display.
Each PFD displays:
- conventional attitude indication,
- flight director commands,
- localizer, glide slope, and VNAV
deviation indications,
- airspeed scale,
- vertical speed scale,
- barometric altitude scale,
- radio altitude,
- heading/track information,
- FMGS modes on the flight mode
annunciator (FMA),
- altimeter setting,
- ILS identifier,
- marker beacons,
- TCAS and windshear recovery
commands.
Also part of EFIS, the Navigation Displays (NDs) show color navigation information in one of 5 modes:
- arc (map mode),
- rose NAV (map mode),
- rose VOR,
- rose ILS,
- plan.
Information displayed includes ground
speed, true airspeed, and chronometer
time. Weather radar can be displayed in
any mode except the plan mode. In either
of the map modes, the crew can elect to
display additional navigation information
including VORs, NDBs, LNAV/VNAV
constraint information, and airports.
31-2
A319/A320

The Electronic Centralized Aircraft Monitoring (ECAM) system presents airplane
engine and system data on two identical
CRT displays located on the center instrument panel below the glareshield. The
upper screen is the Engine/Warning Display (E/WD) and the lower screen is the
System/Status Display (SD).
The E/WD is divided into 4 sections and
presents the following information:
- primary engine instruments and fuel
- flap/slat position information,
- warning and caution information,
- memo messages concerning airplane
system status.
For system status messages during nonnormal operations (other than canceled
cautions or maintenance messages) STS is
displayed in white letters enclosed in a
box on the lower part of the E/WD. This
status message is presented to remind the
crew that airplane systems are degraded.
In addition, the STS message flashes after
engine shutdown to alert Maintenance of
any applicable messages. ADV is displayed in white letters enclosed in a box
on the lower part of the E/WD if the SD is
inoperative. This alerts the crew of a system advisory condition.
The SD has 12 different system pages that
can be displayed automatically when signaled by the Flight Phase or a system failure.
The pages can also be displayed on crew
demand at any time using the ECAM control panel. Permanent data is displayed at
the bottom of the SD, including TAT,
SAT, UTC, load factor or metric altitude,
and airplane gross weight.
JUN 97
In EFIS, the Primary Flight Displays

(PFDs) combine several conventional
flight instrument indications on one color
display.
Each PFD displays:
- airspeed scale,
- radio altitude,
annunciator (FMA),
- ILS identifier,
- marker beacons,
commands.
Also part of EFIS, the Navigation Displays (NDs) show color navigation information in one of 5 modes:
- arc (map mode),
- rose NAV (map mode),
- rose VOR,
- rose ILS,
- plan.
any mode except the plan mode. In either
of the map modes, the crew can elect to
display additional navigation information
including VORs, NDBs, LNAV/VNAV
constraint information, and airports.
31-2
The Electronic Centralized Aircraft Monitoring (ECAM) system presents airplane

engine and system data on two identical
CRT displays located on the center instrument panel below the glareshield. The
upper screen is the Engine/Warning Display (E/WD) and the lower screen is the
System/Status Display (SD).
The E/WD is divided into 4 sections and
presents the following information:
- primary engine instruments and fuel
- flap/slat position information,
- warning and caution information,
- memo messages concerning airplane
system status.
For system status messages during nonnormal operations (other than canceled
cautions or maintenance messages) STS is
displayed in white letters enclosed in a
box on the lower part of the E/WD. This
status message is presented to remind the
crew that airplane systems are degraded.
In addition, the STS message flashes after
engine shutdown to alert Maintenance of
any applicable messages. ADV is displayed in white letters enclosed in a box
on the lower part of the E/WD if the SD is
inoperative. This alerts the crew of a system advisory condition.
The SD has 12 different system pages that
can be displayed automatically when signaled by the Flight Phase or a system failure.
The pages can also be displayed on crew
demand at any time using the ECAM control panel. Permanent data is displayed at
the bottom of the SD, including TAT,
SAT, UTC, load factor or metric altitude,
and airplane gross weight.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

The SD also displays a status page that
provides an operational summary of the
airplane's system status. The status page
contains limitations (i.e., speed and flight
level), approach procedures, landing corrections, and general information. It also
lists canceled cautions, inoperative systems, and maintenance messages.
The status page is displayed automatically

when the crew has cleared all of the pages
corresponding to the current failure, and
during descent when the slats are extended
(unless there is no information or it only
contains maintenance messages). The status page is displayed manually by pushing
the STS key on the ECAM control panel.
If no status messages are presented when
the STS key is pressed, the status page
appears with NORMAL annunciated in
green.
The SD also displays a status page that

provides an operational summary of the
airplane's system status. The status page
contains limitations (i.e., speed and flight
level), approach procedures, landing corrections, and general information. It also
lists canceled cautions, inoperative systems, and maintenance messages.
The status page is displayed automatically

when the crew has cleared all of the pages
corresponding to the current failure, and
during descent when the slats are extended
(unless there is no information or it only
contains maintenance messages). The status page is displayed manually by pushing
the STS key on the ECAM control panel.
If no status messages are presented when
the STS key is pressed, the status page
appears with NORMAL annunciated in
green.
EFIS and ECAM Displays
EFIS and ECAM Displays

JUN 97
A319/A320
31-3
JUN 97
31-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Display Management Computers
(DMCs)
The 3 Display Management Computers
(DMCs) process data in order to generate
codes and graphic instructions corresponding to the image to be displayed.
DMC 3 is normally in standby and can be
switched to replace DMC 1 or DMC 2.
Each DMC can process three displays;
PFD, ND, and ECAM (upper or lower display).
Flight Warning Computers (FWCs)
The 2 Flight Warning Computers
(FWCs) monitor the aircraft systems.
These computers are the heart of the
ECAM system. Each FWC generates all
warning (red) and caution (amber) messages to be displayed and supplies the
attention getters (master warning and caution light). It also computes the Flight
Phases and provides aural warnings. The
DMCs receive data from the FWCs and
the warning or caution is displayed on the
ECAM display unit.
In normal operation, FWC 1 is in control
and FWC 2 is in hot standby.
System Data Acquisition
Concentrators (SDACs)
The 2 System Data Acquisition Concentrators (SDACs) receive various signals
from the aircraft systems and send the signals to the FWCs and DMCs. The
SDACs acquire most of the signals used
to display system pages and are used by
the FWCs to generate amber cautions.
For amber cautions, the SDACs receive
sensor input and then relay data to the
FWCs. The FWCs then generate the
amber caution message. The DMCs
receive data from the FWCs and the caution is displayed on the ECAM display
unit.
31-4
A319/A320

In normal operation, SDAC 1 is in control
and SDAC 2 is in hot standby.
Various information which does not correspond to a red warning is given directly to
the DMCs. Also, various information for
systems like engines, fuel, and navigation
are directly sent to the DMCs.
The 3 DMCs, 2 FWCs, 2 SDACs, and
the 6 DUs are supplied with 115 VAC/
400 Hz single phase power. The SDACs
also have a 26 VAC power input.
The Flight Control Unit (FCU used in conjunction with PFDs and NDs) and the
ECAM control panel are supplied with 28
VDC power.
NOTE: The DMCs and DUs are also
supplied with 28 VDC for switching
purposes.
In emergency configuration, the static
inverter will supply power until the AC
and DC power supplies are restored for
some components. This is done by means
of the hydraulically driven emergency
generator. The hydraulic power source is
the ram air turbine (RAT).
In emergency configuration, as far as the
EIS components are concerned, power
supply is provided to:
- DMC 1 (or DMC 3 if selected by the
Captain),
- ND 1,
- PFD 1,
- upper ECAM DU.
NOTE: If cooling air is lost, the gray
background areas disappear from the
PFDs and the WX image from the
NDs. If the DU internal temperature
exceeds a given threshold, the DU is
automatically cut off. This applies to
any DU, EFIS or ECAM.
JUN 97
Display Management Computers

(DMCs)
The 3 Display Management Computers
(DMCs) process data in order to generate
codes and graphic instructions corresponding to the image to be displayed.
DMC 3 is normally in standby and can be
switched to replace DMC 1 or DMC 2.
Each DMC can process three displays;
PFD, ND, and ECAM (upper or lower display).
Flight Warning Computers (FWCs)
The 2 Flight Warning Computers
(FWCs) monitor the aircraft systems.
These computers are the heart of the
ECAM system. Each FWC generates all
warning (red) and caution (amber) messages to be displayed and supplies the
attention getters (master warning and caution light). It also computes the Flight
Phases and provides aural warnings. The
DMCs receive data from the FWCs and
the warning or caution is displayed on the
ECAM display unit.
In normal operation, FWC 1 is in control
and FWC 2 is in hot standby.
System Data Acquisition
Concentrators (SDACs)
The 2 System Data Acquisition Concentrators (SDACs) receive various signals
from the aircraft systems and send the signals to the FWCs and DMCs. The
SDACs acquire most of the signals used
to display system pages and are used by
the FWCs to generate amber cautions.
For amber cautions, the SDACs receive
sensor input and then relay data to the
FWCs. The FWCs then generate the
amber caution message. The DMCs
receive data from the FWCs and the caution is displayed on the ECAM display
unit.
31-4
In normal operation, SDAC 1 is in control

and SDAC 2 is in hot standby.
Various information which does not correspond to a red warning is given directly to
the DMCs. Also, various information for
systems like engines, fuel, and navigation
are directly sent to the DMCs.
The 3 DMCs, 2 FWCs, 2 SDACs, and
the 6 DUs are supplied with 115 VAC/
400 Hz single phase power. The SDACs
also have a 26 VAC power input.
The Flight Control Unit (FCU used in conjunction with PFDs and NDs) and the
ECAM control panel are supplied with 28
VDC power.
NOTE: The DMCs and DUs are also
supplied with 28 VDC for switching
purposes.
In emergency configuration, the static
inverter will supply power until the AC
and DC power supplies are restored for
some components. This is done by means
of the hydraulically driven emergency
generator. The hydraulic power source is
the ram air turbine (RAT).
In emergency configuration, as far as the
EIS components are concerned, power
supply is provided to:
- DMC 1 (or DMC 3 if selected by the
Captain),
- ND 1,
- PFD 1,
- upper ECAM DU.
NOTE: If cooling air is lost, the gray
background areas disappear from the
PFDs and the WX image from the
NDs. If the DU internal temperature
exceeds a given threshold, the DU is
automatically cut off. This applies to
any DU, EFIS or ECAM.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
EIS Diagram
JUN 97
A319/A320
EIS Diagram
31-5
JUN 97
31-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
EIS CONTROLS
PFD and ND brightness controls are
located on either side of the main instrument panel. This provides controls for
both pilots.
The PFD brightness is manually controlled through a single potentiometer
which works in conjunction with the automatic brightness control system provided
by the light sensors located on the face of
each PFD. The automatic brightness control system provides adjustment of the DU
symbology brightness in order to cope
with the changes of the flight deck environmental lighting conditions. If it fails,
manual control is retained.
When the potentiometer is set to the minimum (but not to OFF), the brightness of
the display remains at a certain low
threshold to show to the pilot that the DU
is still in operation.
The extreme left position of the potentiometer switches off the PFD.
If a pilot switches off his PFD, the PFD
image is automatically displayed on the
adjacent display unit (the ND) instead of
the ND image. In this case, the pilot can
recover the ND image by means of the
PFD/ND XFR push-button switch.
PFD/ND
XFR
PFD
OFF
OFF
MAX
The ND brightness is manually controlled

through a potentiometer made up of two
concentric knobs:
- the outer knob enables a separate
adjustment of the brightness of the
weather radar image only,
- the inner knob enables adjustment of the
general brightness of the ND symbology.
The extreme left position of the inner knob
switches off the ND. In this case, the ND
image is not automatically displayed on
the PFD. To do this, the pilot have to use
the PFD/ND XFR push-button switch.
As in the case of the PFD, these manual
controls work in conjunction with the
automatic brightness control system.
On either pilot instrument panel, a PFD/
ND XFR push-button switch enables each
pilot to cross-change the images between
the PFD and ND. At each action on this
push-button switch, there is an exchange
between the 2 images; the one which was
displayed on the left DU is displayed on
the right DU and vice-versa.
OFF
EIS CONTROLS
PFD and ND brightness controls are
located on either side of the main instrument panel. This provides controls for
both pilots.
The PFD brightness is manually controlled through a single potentiometer
which works in conjunction with the automatic brightness control system provided
by the light sensors located on the face of
each PFD. The automatic brightness control system provides adjustment of the DU
symbology brightness in order to cope
with the changes of the flight deck environmental lighting conditions. If it fails,
manual control is retained.
When the potentiometer is set to the minimum (but not to OFF), the brightness of
the display remains at a certain low
threshold to show to the pilot that the DU
is still in operation.
The extreme left position of the potentiometer switches off the PFD.
If a pilot switches off his PFD, the PFD
adjacent display unit (the ND) instead of
the ND image. In this case, the pilot can
recover the ND image by means of the
PFD/ND XFR push-button switch.
The ND brightness is manually controlled

through a potentiometer made up of two
concentric knobs:
- the outer knob enables a separate
adjustment of the brightness of the
weather radar image only,
- the inner knob enables adjustment of the
general brightness of the ND symbology.
The extreme left position of the inner knob
switches off the ND. In this case, the ND
image is not automatically displayed on
the PFD. To do this, the pilot have to use
the PFD/ND XFR push-button switch.
As in the case of the PFD, these manual
controls work in conjunction with the
automatic brightness control system.
On either pilot instrument panel, a PFD/
ND XFR push-button switch enables each
pilot to cross-change the images between
the PFD and ND. At each action on this
push-button switch, there is an exchange
between the 2 images; the one which was
displayed on the left DU is displayed on
the right DU and vice-versa.
GPWS
GPWS
GPWS
GPWS
G/S
G/S
G/S
G/S
ND
ND
PFD/ND
XFR
ND
ND
BRT
LOUD SPEAKER
A319/A320
BRT
OFF
PFD
OFF
BRT
CONSOLE/FLOOR
BRT
CONSOLE/FLOOR
BRT
DIM
DIM
OFF
OFF
OFF
BRT
BRT
LOUD SPEAKER
LOUD SPEAKER
OFF
PFD/ND
XFR
PFD
OFF
MAX
MAX
OFF
BRT
OFF
PFD/ND
XFR
PFD
OFF
BRT
CONSOLE/FLOOR
BRT
CONSOLE/FLOOR
BRT
DIM
DIM
OFF
OFF
BRT
LOUD SPEAKER
OFF
MAX
EISCTN
EISCTN
PFD and ND Brightness Controls
PFD and ND Brightness Controls

31-6
JUN 97
31-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
The ON/OFF and brightness controls are

provided for each ECAM DU on the
ECAM control panel. For each DU, the
brightness is manually controlled through
a single potentiometer which works in
conjunction with the automatic brightness
control system provided by the light sensors located on the face of each DU. If
they fail, manual brightness control is
retained.
The extreme left position of each potentiometer switches off the corresponding
DU. If the upper DU is switched off, the
Engine/Warning image is automatically
displayed on the lower ECAM DU.
Four transfer selector switches, mounted

on the SWITCHING panel on the center
pedestal, provide the crew with the following manual transfers:
- EIS DMC transfer, CAPT 3 or F/O 3, for
EFIS and ECAM (DMC 3 totally
replaces DMC 1 or DMC 2 in case of
failure of DMC 1 or DMC 2),
- ECAM/ND transfer, on the CAPT side
or the F/O side (this transfer facility
enables the crew to display an ECAM
image to either ND, in case of failure of
ECAM DUs),
- ADIRU source switching, i.e., ADIRU 3
replacing ADIRU 1 or ADIRU 2 if they
fail. Independent transfer means are
provided for wind speed data (AIR
DATA selector switch) and for attitude,
heading and other inertial data (ATT
HDG selector switch).
The ON/OFF and brightness controls are

provided for each ECAM DU on the
ECAM control panel. For each DU, the
brightness is manually controlled through
a single potentiometer which works in
conjunction with the automatic brightness
control system provided by the light sensors located on the face of each DU. If
they fail, manual brightness control is
retained.
The extreme left position of each potentiometer switches off the corresponding
DU. If the upper DU is switched off, the
Engine/Warning image is automatically
displayed on the lower ECAM DU.
SWITCHING
SWITCHING
CAPT
3
ATT HDG
NORM
F/O
3
CAPT
3
AIR DATA
NORM
F/O
3
CAPT
3
EIS DMC
NORM
F/O
3
ECAM / ND XFR
NORM
CAPT
F/O
CAPT
3
F/O
3
AIR DATA
NORM
CAPT
3
ENG
BRT
UPPER DISPLAY
EMER
CANC
T.O.
CONFIG
BLEED PRESS
ELEC
HYD
F/O
3
CAPT
3
EIS DMC
NORM
ECAM / ND XFR
NORM
CAPT
F/O
F/O
3
FUEL
OFF
BRT
EMER
CANC
T.O.
CONFIG
ENG
BLEED PRESS
ELEC
HYD
APU
COND
DOOR
WHEEL
F/CTL
STS
RCL
LOWER DISPLAY
LOWER DISPLAY
APU
CLR
OFF
ATT HDG
NORM
ECAM
ECAM
UPPER DISPLAY
OFF
Four transfer selector switches, mounted

on the SWITCHING panel on the center
pedestal, provide the crew with the following manual transfers:
- EIS DMC transfer, CAPT 3 or F/O 3, for
EFIS and ECAM (DMC 3 totally
replaces DMC 1 or DMC 2 in case of
failure of DMC 1 or DMC 2),
- ECAM/ND transfer, on the CAPT side
or the F/O side (this transfer facility
enables the crew to display an ECAM
image to either ND, in case of failure of
ECAM DUs),
- ADIRU source switching, i.e., ADIRU 3
replacing ADIRU 1 or ADIRU 2 if they
fail. Independent transfer means are
provided for wind speed data (AIR
DATA selector switch) and for attitude,
heading and other inertial data (ATT
HDG selector switch).
COND
DOOR
WHEEL
STS
RCL
F/CTL
ALL
CLR
CLR
OFF
BRT
FUEL
ALL
CLR
BRT
SWECAM
SWECAM
ECAM Control and Switching Panel
ECAM Control and Switching Panel

JUN 97
31-7
JUN 97
31-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
The EFIS control sections of the FCU, The WXR image can be obtained in all
which are located either side of the FCU modes except the PLAN mode.
and are part of it, enable each pilot to Using the ND scale selector switch, the
select desired modes and data on his PFD following scales are available for the map
and ND.
and WXR images:
Both CAPT and F/O EFIS control sections
- 10,
are identical and give the same display - 20,
possibilities on the CAPT and F/O PFD - 40,
and ND.
- 80,
Each EFIS control section and central auto - 160,
flight control section features all the con- - 320 NM.
trol and indication devices and can be The ND ADF/OFF/VOR 1 and 2 selector
removed separately.
switches are for the display of the relevant
Each EFIS control section of the FCU data (bearing, and station identification/
includes a PFD control part and a ND con- frequency).
trol part. Briefly, an EFIS control section 5 ND push-button switches are:
provides the following controls :
- CSTR (constraint),
- Baro reference selector knob, for setting
- WPT (waypoint),
the STD altitude baro reference or the
- VOR.D (VOR-DME),
QNH baro reference,
- NDB (non-directional beacon),
- Display window for the baro correction
- ARPT (airport).
reference value,
When a one of the 5 ND push-button
- Hecto Pascals (millibars)/inches of Hg
switches is selected, it illuminates green
selector knob (outer ring concentric with
(only one at a time), and the correspondthe baro reference selector knob),
ing data from the FMS data base is dis- FD push-button switch (when
played on the ND.
illuminated white, the guidance orders,
FD bare or FPD symbol are out of view),
- ILS push-button switch
(when illuminated green,
the ILS LOC and GLIDE
scales and the ILS data
deviations, ILS course, ILS
frequency/ identification
are displayed).
With the ND mode selector
switch, 5 modes are available:
- ROSE-NAY,
- ROSE-ILS,
- ROSE-VOR,
- ARC,
- PLAN.
Captains EFIS Control Panel
The EFIS control sections of the FCU, The WXR image can be obtained in all
which are located either side of the FCU modes except the PLAN mode.
and are part of it, enable each pilot to Using the ND scale selector switch, the
select desired modes and data on his PFD following scales are available for the map
and ND.
and WXR images:
Both CAPT and F/O EFIS control sections - 10,
are identical and give the same display - 20,
possibilities on the CAPT and F/O PFD - 40,
and ND.
- 80,
Each EFIS control section and central auto - 160,
flight control section features all the con- - 320 NM.
trol and indication devices and can be The ND ADF/OFF/VOR 1 and 2 selector
removed separately.
switches are for the display of the relevant
Each EFIS control section of the FCU data (bearing, and station identification/
includes a PFD control part and a ND con- frequency).
trol part. Briefly, an EFIS control section 5 ND push-button switches are:
provides the following controls :
- CSTR (constraint),
- Baro reference selector knob, for setting
- WPT (waypoint),
the STD altitude baro reference or the
- VOR.D (VOR-DME),
QNH baro reference,
- NDB (non-directional beacon),
- Display window for the baro correction
- ARPT (airport).
reference value,
When a one of the 5 ND push-button
- Hecto Pascals (millibars)/inches of Hg
switches is selected, it illuminates green
selector knob (outer ring concentric with
(only one at a time), and the correspondthe baro reference selector knob),
ing data from the FMS data base is dis- FD push-button switch (when
played on the ND.
illuminated white, the guidance orders,
FD bare or FPD symbol are out of view),
- ILS push-button switch
(when illuminated green,
the ILS LOC and GLIDE
scales and the ILS data
deviations, ILS course, ILS
frequency/ identification
are displayed).
With the ND mode selector
switch, 5 modes are available:
- ROSE-NAY,
- ROSE-ILS,
- ROSE-VOR,
- ARC,
- PLAN.
Captains EFIS Control Panel
31-8
31-8
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
The ECAM Control Panel includes controls required for operation of the ECAM
system, as regards to the display of various messages (memo, warning, caution,
procedures, status) and the display of the
different aircraft system pages (synoptic
diagrams).
Briefly, it provides the following controls:

- upper and lower ECAM DU brightnessON/OFF potentiometers,
- system keys for manual selection of the
aircraft system page,
- ALL key for the cyclic display of all the
aircraft system pages, at 1 second
intervals (approximately), which enables
the crew to choose a given page in case
of failure of the above system keys (the
page on display is that present when the
ALL key is released),
- RCL key for recalling an alert which had
been inhibited or suppressed,
- STS key for calling the status page on
the lower ECAM DU,
- 2 CLR keys which enable the crew to
clear the warning/caution messages and
to get automatically the aircraft system
pages in relation with the detected
warnings or cautions,
- EMER CANC guarded key for one time
canceling any aural warning including
GPWS once.
The ECAM Control Panel includes controls required for operation of the ECAM
system, as regards to the display of various messages (memo, warning, caution,
procedures, status) and the display of the
different aircraft system pages (synoptic
diagrams).
BRT
UPPER DISPLAY
EMER
CANC
T.O.
CONFIG
ENG
BLEED PRESS
APU
COND
ELEC
HYD
FUEL
OFF
CLR
DOOR WHEEL F/CTL
STS
RCL
RCL
ALL
OFF
BLEED PRESS
APU
COND
ELEC
HYD
DOOR WHEEL F/CTL
STS
RCL
FUEL
ALL
CLR
BRT
ECAMCNT
ECAMCNT
ECAM Control Panel
ECAM Control Panel
ENG
CLR
CLR
BRT
JUN 97
BRT
EMER
CANC
T.O.
CONFIG
LOWER DISPLAY
LOWER DISPLAY
OFF
Briefly, it provides the following controls:

- upper and lower ECAM DU brightnessON/OFF potentiometers,
- system keys for manual selection of the
aircraft system page,
- ALL key for the cyclic display of all the
aircraft system pages, at 1 second
intervals (approximately), which enables
the crew to choose a given page in case
of failure of the above system keys (the
page on display is that present when the
ALL key is released),
- RCL key for recalling an alert which had
been inhibited or suppressed,
- STS key for calling the status page on
the lower ECAM DU,
- 2 CLR keys which enable the crew to
clear the warning/caution messages and
to get automatically the aircraft system
pages in relation with the detected
warnings or cautions,
- EMER CANC guarded key for one time
canceling any aural warning including
GPWS once.
ECAM
ECAM
UPPER DISPLAY
OFF
A319/A320
31-9
JUN 97
31-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Visual attention getters consist of a red
MASTER WARN light and an amber
MASTER CAUT light and are installed
on the glareshield in front of each pilot to
draw his attention to the ECAM DUs if a
warning or a caution occurs. These lights
are of the spring-loaded push-button
switch type.
Pushing an attention getter extinguishes
the light (both sides) and ends the aural
warning.
Each FWC controls both CAPT and F/O
lights.
Aural attention getters use the two loudspeakers which are installed in the flight
deck, one in front of each pilot.
A319/A320

They provide the crew with general communication voices and sounds, GPWS
aural warnings, automatic call-out synthetic voices, and warning and caution
aural warnings.
The loudspeaker ON/OFF and volume
control potentiometers can only control
the general communication voices and
sounds (radio and navigation communications).
On the ground, when performing a flight
deck light test (by means of the ANN LT
switch), all the DUs present fixed warning flag patterns, showing flags and
annunciators at their proper location. This
mode is inhibited in flight. The test is
activated by the DMCs on reception of a
ground discrete signal at their contact pin
AB8F.
Visual attention getters consist of a red

MASTER WARN light and an amber
MASTER CAUT light and are installed
on the glareshield in front of each pilot to
draw his attention to the ECAM DUs if a
warning or a caution occurs. These lights
are of the spring-loaded push-button
switch type.
Pushing an attention getter extinguishes
the light (both sides) and ends the aural
warning.
Each FWC controls both CAPT and F/O
lights.
Aural attention getters use the two loudspeakers which are installed in the flight
deck, one in front of each pilot.
They provide the crew with general communication voices and sounds, GPWS
aural warnings, automatic call-out synthetic voices, and warning and caution
aural warnings.
The loudspeaker ON/OFF and volume
control potentiometers can only control
the general communication voices and
sounds (radio and navigation communications).
On the ground, when performing a flight
deck light test (by means of the ANN LT
switch), all the DUs present fixed warning flag patterns, showing flags and
annunciators at their proper location. This
mode is inhibited in flight. The test is
activated by the DMCs on reception of a
ground discrete signal at their contact pin
AB8F.
CHRONO
CHRONO
MASTER
MASTER
WARN
WARN
SIDE STICK PRIORITY
SIDE STICK PRIORITY

AUTO
MASTER
LAND
CAUT
CAPT
LAND
CAUT
CAPT
Captains Glareshield Panel
Captains Glareshield Panel
MASTER
NOTE: Located on Captain and First Officer panels.
NOTE: Located on Captain and First Officer panels.
31-10
AUTO
JUN 97
31-10
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

ELECTRONIC CENTRALIZED
AIRCRAFT MONITORING (ECAM)
General
The upper and lower ECAM screen surfaces are shared in two zones each. The
upper ECAM DU is called the Engine/
Warning (E/W) Display Unit.
The upper zone (approximately two thirds
of the screen surface) shows all the engine
parameter indications, plus fuel information, and the flap/slat position indications.
The lower zone presents various kinds of
messages such as:
- Memo and aircraft configuration items,
- Warning/caution messages,
- Titles of aircraft system pages related to
warnings and cautions.
Engine/Warning Display
The upper DU is the Engine/Warning display and is dedicated to the presentation of
the following information:
- Primary engine parameters,
- Slat & flaps information,
- Fuel flow,
- Fuel on board,
- Warnings, cautions, and memo
messages.
Primary engine parameters represented on
the upper ECAM DU are:
- EPR,
- EGT in C,
- N1,
- N2 (digital display only).
NOTE: For more detailed information
on the Engine/Warning display primary
parameters, see Chapter 77 Engine
Indicating in the ARG.
ELECTRONIC CENTRALIZED
AIRCRAFT MONITORING (ECAM)
General
The upper and lower ECAM screen surfaces are shared in two zones each. The
upper ECAM DU is called the Engine/
Warning (E/W) Display Unit.
The upper zone (approximately two thirds
of the screen surface) shows all the engine
parameter indications, plus fuel information, and the flap/slat position indications.
The lower zone presents various kinds of
messages such as:
- Memo and aircraft configuration items,
- Warning/caution messages,
- Titles of aircraft system pages related to
warnings and cautions.
Engine/Warning Display
The upper DU is the Engine/Warning display and is dedicated to the presentation of
the following information:
- Primary engine parameters,
- Slat & flaps information,
- Fuel flow,
- Fuel on board,
- Warnings, cautions, and memo
messages.
Primary engine parameters represented on
the upper ECAM DU are:
- EPR,
- EGT in C,
- N1,
- N2 (digital display only).
on the Engine/Warning display primary
parameters, see Chapter 77 Engine
Indicating in the ARG.
Engine/Warning Display General (Upper ECAM DU)
Engine/Warning Display General (Upper ECAM DU)

JUN 97
A319/A320
31-11
JUN 97
31-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

The right portion of the E/W display provides Fuel Flow (FF) and Fuel On Board
(FOB) information.
The Fuel Flow indication provided to the
pilots displays two values, one per engine.
This parameter is given in pounds per
hour (lbs/H).
The indication located below the Fuel
Flow (FF) gives the Fuel On Board (FOB)
information. This information is provided
in pounds (lbs). In case of degraded data
the two less significant digits are displayed with two dashes across. When the
fuel quantity is not entirely usable (for
example in case of a transfer valve failure), a half amber box is displayed surrounding the FOB indication.
After fuel information is the slats and
flaps indication. The slats position (S)
and the flaps position (F) are displayed in
the right center portion of the display.
In clean configuration, a gray wing shaped
symbol is presented. When a position different from the clean configuration is
selected, a scale appears composed of
white dots and of an airfoil. This scale
features the different possible positions of
the slats and flaps. The actual position is
indicated by green indexes moving in
either direction according to the movement of the surfaces.
The selected position is indicated by cyan
indexes pointing to the next target position
of the slats and flaps. At the same time
the FLAP indication becomes cyan and a
cyan number gives the selected position in
accordance with the reference numbers
which are engraved on the flap/slat control
panel.
When the target position is reached, the
cyan indexes disappear and the FLAP
message comes back to the white color
whereas the number becomes green.
31-12
A319/A320
This number changes to the FULL message when the slats and flaps are fully
extended.
The following table shows the relation
between the slats (in degrees), flaps (in
degrees), lever, and ECAM indication.
Lever
Position
Slats
Flaps
Indication
nil
18
10
1+F
18
1*
22
15
22
20
FULL
27
40
FULL
* after an auto retraction

The warning and memo section is the
lower part of the upper ECAM display
unit and is dedicated to the display of
warning/caution messages and memo
messages
Special memos (or check lists) such as
landing memo or take-off memo are provided on this display.
Special messages such as STS, ADV or
the overflow arrow can be also displayed.
The following description explains in general the partitioning and the use of the different zones.
The Engine/Warning
display is partitioned into 4 areas. The
lower area is for messages. The lower part
is divided in 2 zones separated by a gray
stripe. The left zone is capable of 7 lines
of 24 characters whereas the right zone is
capable of 7 lines of 12 characters.
Warning/caution messages are displayed
first on the left zone and have priority on
the left over memo messages.
JUN 97
The right portion of the E/W display provides Fuel Flow (FF) and Fuel On Board
(FOB) information.
The Fuel Flow indication provided to the
pilots displays two values, one per engine.
This parameter is given in pounds per
hour (lbs/H).
The indication located below the Fuel
Flow (FF) gives the Fuel On Board (FOB)
information. This information is provided
in pounds (lbs). In case of degraded data
the two less significant digits are displayed with two dashes across. When the
fuel quantity is not entirely usable (for
example in case of a transfer valve failure), a half amber box is displayed surrounding the FOB indication.
After fuel information is the slats and
flaps indication. The slats position (S)
and the flaps position (F) are displayed in
the right center portion of the display.
In clean configuration, a gray wing shaped
symbol is presented. When a position different from the clean configuration is
selected, a scale appears composed of
white dots and of an airfoil. This scale
features the different possible positions of
the slats and flaps. The actual position is
indicated by green indexes moving in
either direction according to the movement of the surfaces.
The selected position is indicated by cyan
indexes pointing to the next target position
of the slats and flaps. At the same time
the FLAP indication becomes cyan and a
cyan number gives the selected position in
accordance with the reference numbers
which are engraved on the flap/slat control
panel.
When the target position is reached, the
cyan indexes disappear and the FLAP
message comes back to the white color
whereas the number becomes green.
31-12
This number changes to the FULL message when the slats and flaps are fully
extended.
The following table shows the relation
between the slats (in degrees), flaps (in
degrees), lever, and ECAM indication.
Lever
Position
Slats
Flaps
Indication
nil
18
10
1+F
18
1*
22
15
22
20
FULL
27
40
FULL
* after an auto retraction

The warning and memo section is the
lower part of the upper ECAM display
unit and is dedicated to the display of
warning/caution messages and memo
messages
Special memos (or check lists) such as
landing memo or take-off memo are provided on this display.
Special messages such as STS, ADV or
the overflow arrow can be also displayed.
The following description explains in general the partitioning and the use of the different zones.
The Engine/Warning
display is partitioned into 4 areas. The
lower area is for messages. The lower part
is divided in 2 zones separated by a gray
stripe. The left zone is capable of 7 lines
of 24 characters whereas the right zone is
capable of 7 lines of 12 characters.
Warning/caution messages are displayed
first on the left zone and have priority on
the left over memo messages.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
If the number of lines of the whole text of

the warning/caution messages exceeds 7,
the title of the failures still to be displayed
and the secondary failures are displayed
on the right zone and they have priority
over the right memo messages.
When the text of a warning/caution message exceeds the capacity of the display (7
lines) an overflow arrow appears below
the gray stripe. This arrow concerns only
warning messages and does not deal with
memo messages. This arrow remains displayed on the screen as long as there are
texts still waiting for display.
Memo messages are shared in two lists, on
the left and right parts. They are displayed
when no warnings/caution messages are
presented. As previously mentioned, the
memo messages can be either aircraft system functions which are selected (LDG
LT) or special check lists like take-off
memo or landing memo.
In the event of an overflow, 2 attention

getters can appear on the display:
- STS - It appears below the gray stripe at
the same location as the overflow arrow.
This message indicates to the pilot that
the status page is no longer empty.
- ADV - It appears only in single display
configuration to signal to the pilot to an
aircraft system. As the corresponding
system page cannot be displayed (in
single display configuration) on the
lower ECAM DU, the pilot has to
retrieve the information by using the
ECAM control panel. The associated
key flashes to indicate which system is
concerned. Pushing and holding the
illuminated key will allow viewing of
the page.
Engine/Warning Display (Upper
If the number of lines of the whole text of

the warning/caution messages exceeds 7,
the title of the failures still to be displayed
and the secondary failures are displayed
on the right zone and they have priority
over the right memo messages.
When the text of a warning/caution message exceeds the capacity of the display (7
lines) an overflow arrow appears below
the gray stripe. This arrow concerns only
warning messages and does not deal with
memo messages. This arrow remains displayed on the screen as long as there are
texts still waiting for display.
Memo messages are shared in two lists, on
the left and right parts. They are displayed
when no warnings/caution messages are
presented. As previously mentioned, the
memo messages can be either aircraft system functions which are selected (LDG
LT) or special check lists like take-off
memo or landing memo.
1.2
1.6
EPR
1.223
1.4
1.4
REV 1.6
EGT
C
420
FLX
10
100.1
+99.8
N1
%
N2
%
1.2
35C
F.F.
3400
8
3300
FLAP
EGT
C
10
100.1
+99.8
99.9+
N1
%
N2
%
35C
LBS/H
3300
FOB: 29000 LBS
440
S
1.503
F.F.
3400
10
FLAP
10
95.1
99.9+
T.O AUTO BRK MAX

IGNITION ON
SIGNS ON
SPLRS ARM
FLAPS T.O
T.O CONFIG NORMAL
ECAM DU)
ECAM DU)
FLX
1.223
FOB: 29000 LBS
T.O AUTO BRK MAX

IGNITION ON
SIGNS ON
SPLRS ARM
FLAPS T.O
T.O CONFIG NORMAL
JUN 97
1.6
1
420
95.1
1.2
EPR
LBS/H
440
1.4
REV 1.6
1.223
S
4
1.503
1.223
In the event of an overflow, 2 attention

getters can appear on the display:
- STS - It appears below the gray stripe at
the same location as the overflow arrow.
This message indicates to the pilot that
the status page is no longer empty.
- ADV - It appears only in single display
configuration to signal to the pilot to an
aircraft system. As the corresponding
system page cannot be displayed (in
single display configuration) on the
lower ECAM DU, the pilot has to
retrieve the information by using the
ECAM control panel. The associated
key flashes to indicate which system is
concerned. Pushing and holding the
illuminated key will allow viewing of
the page.
Engine/Warning Display (Upper
IDLE
IDLE
1.4
1.2
A319/A320
31-13
JUN 97
31-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

System/Status Display
In normal configuration, the lower ECAM
DU (system/status DU) displays status
messages or 1 of 12 system pages. The
system pages are:
- air bleed,
- air conditioning,
- cabin pressurization,
- electrical power supply (AC and DC),
- flight controls,
- fuel,
- hydraulic,
- APU,
- engine monitoring,
- door/oxygen,
- landing gear/wheel/brakes (plus ground
spoilers),
- cruise.
These system pages present aircraft system information required for efficient
operation of the aircraft. The system display is divided into two areas:
- One large area at the top, to display the
system pages,
- One small area at the bottom, to display
permanent data.
NOTE: For examples of system pages,
see the Controls and Indication section
of the appropriate ARG chapter. For
instance, for the APU system page, see
Controls and Indication in chapter 49.
NOTE: The cruise page is displayed
automatically in Flight Phase 6. The
other 11 system pages are called manually by an ECAM control panel key or
automatically related to a failure or a
drifting parameter. The cruise page
displays engine, pressurization and air
conditioning parameters to be monitored during cruise.
System/Status Display
In normal configuration, the lower ECAM
DU (system/status DU) displays status
messages or 1 of 12 system pages. The
system pages are:
- air bleed,
- air conditioning,
- cabin pressurization,
- electrical power supply (AC and DC),
- flight controls,
- fuel,
- hydraulic,
- APU,
- engine monitoring,
- door/oxygen,
- landing gear/wheel/brakes (plus ground
spoilers),
- cruise.
These system pages present aircraft system information required for efficient
operation of the aircraft. The system display is divided into two areas:
- One large area at the top, to display the
system pages,
- One small area at the bottom, to display
permanent data.
NOTE: For examples of system pages,
see the Controls and Indication section
of the appropriate ARG chapter. For
instance, for the APU system page, see
Controls and Indication in chapter 49.
NOTE: The cruise page is displayed
automatically in Flight Phase 6. The
other 11 system pages are called manually by an ECAM control panel key or
automatically related to a failure or a
drifting parameter. The cruise page
displays engine, pressurization and air
conditioning parameters to be monitored during cruise.
System/Status Display General
System/Status Display General
31-14
A319/A320
JUN 97
31-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

To signify the importance of a failure or
indication, the ECAM uses a color code as
follows:
- Red: Requires immediate action,
- Amber: Requires awareness but not
immediate action,
- Green: Normal long-term operation,
- White: Titles and remarks,
- Blue: Actions to be carried out,
- Magenta: Special messages (i.e., T.O
INHIBIT and LDG INHIBIT).
Appropriate symbols are used to represent
all the components (pumps, valves, etc.) in
their various states (running, open, close,
etc.).
Appropriate symbology is used to show
lines and flow direction (for fuel, hydraulic, electrical power supply, air, ).
The following color code is used in synoptic diagrams in ECAM:
- Green - OK,
- White - off,
- Amber or red - abnormal condition,
- Amber XX failed parameter.
NOTE: When a component
is not in use, it is common for
its symbol to not be shown in
the synoptic diagram.
A319/A320

These 12 system pages are presented with
manual or automatic selection according
to a logic. All system pages except cruise
are represented by a key on the ECAM
control panel for manual display. The
cruise page is displayed automatically by
ECAM in Flight Phase 6 (cruise).
The different selection modes for these
aircraft system pages are as follow:
- Automatic mode related to a failure - As
soon as a warning is detected by the
FWC, the relevant system page is
automatically shown. This mode is
intended for allowing the crew to crosscheck on the display the part of the
aircraft system no longer usable/reliable
and to follow the result of corrective
actions. As the text of the warning
message changes following corrective
actions, the system page changes
accordingly.
To signify the importance of a failure or

indication, the ECAM uses a color code as
follows:
- Red: Requires immediate action,
- Amber: Requires awareness but not
immediate action,
- Green: Normal long-term operation,
- White: Titles and remarks,
- Blue: Actions to be carried out,
- Magenta: Special messages (i.e., T.O
INHIBIT and LDG INHIBIT).
Appropriate symbols are used to represent
all the components (pumps, valves, etc.) in
their various states (running, open, close,
etc.).
Appropriate symbology is used to show
lines and flow direction (for fuel, hydraulic, electrical power supply, air, ).
The following color code is used in synoptic diagrams in ECAM:
- Green - OK,
- White - off,
- Amber or red - abnormal condition,
- Amber XX failed parameter.
NOTE: When a component
is not in use, it is common for
its symbol to not be shown in
the synoptic diagram.
These 12 system pages are presented with

manual or automatic selection according
to a logic. All system pages except cruise
are represented by a key on the ECAM
control panel for manual display. The
cruise page is displayed automatically by
ECAM in Flight Phase 6 (cruise).
The different selection modes for these
aircraft system pages are as follow:
- Automatic mode related to a failure - As
soon as a warning is detected by the
FWC, the relevant system page is
automatically shown. This mode is
intended for allowing the crew to crosscheck on the display the part of the
aircraft system no longer usable/reliable
and to follow the result of corrective
actions. As the text of the warning
message changes following corrective
actions, the system page changes
accordingly.
129000 LBS
129000 LB S
System Display
System Display
JUN 97
31-15
JUN 97
31-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

- Automatic Advisory mode - When a
parameter drifts out of normal range, the
relevant system page is automatically
displayed in order to attract crew
attention well before reaching the
warning level and the corresponding key
on the ECAM control panel comes on.
Special means are used to draw crew
attention to the concerned parameter.
The indication (green) and the system
page title (white) pulse smoothly as long
as there is a concern. Every time one or
several parameters of a system exceed a
given advisory threshold for a time
longer than 2.5 seconds, the advisory
mode is armed for the corresponding
system page. However, if the value of
the parameter exceeds the corresponding
alert level, the associated caution or
warning is triggered and the indication is
displayed in amber or in red. For each
parameter susceptible of an advisory, the
advisory mode is inhibited in some
Flight Phases. However, as long as an
aircraft system page is on display, the
inhibitions for the advisory mode are not
taken into account.
- Manual mode (or flight crew mode) - In
this mode, the crew manually selects the
desired system page by means of the
ECAM control panel related key, which
comes on. This mode enables the crew to
select any system page except the cruise
page. In case of total lose of the ECAM
control panel, the ALL key enables the
crew to have successively on display all
the system pages and to stop on the
desired system on the desired system
page. This sequencing of the system
pages can be obtained by successive
pushes on the ALL key, or by pressing it
continuously.
31-16
A319/A320

- In the latter case, all the system pages
appear successively at approximately 1
second time intervals, up to the last one
(CRUISE). The operator must release
the key to stop on a particular page. The
ALL key feature is particularly useful in
case of ECAM DU failure, and generally
speaking whenever there is only one DU
left for ECAM display (mono mode).
- Flight Phase related mode - This mode
engages only when the other modes are
not engaged. In this mode, a given page
is automatically shown, according to the
current Flight Phase.
The Flight Phases are computed by the
FWCs. A manual page call can replace a
Flight Phase related page at anytime. The
APU or ENGINE system pages are displayed in priority if they are started. They
remain displayed 10 seconds after APU
AVAIL or at the end of ENG START.
For Flight Phase 1, the DOOR/OXY page
is the normal (default) display.
For Flight Phase 2, the ENGINE system
page is displayed when an engine start is
initiated.
During the start, ignition system in use,
start valve position, and duct pressure are
displayed at the bottom of the ENGINE
system (secondary parameter) page.
The WHEEL page is displayed only when
engine start has been completed.
The FLT/CTL page replaces the WHEEL
page for 20 seconds when either sidestick
is moved or when rudder deflection is
above 22.
For Flight Phase 3, 4, and 5, the ENGINE
page is displayed when the 1st engine is
set to take-off power. During this phase,
most warnings are inhibited.
T.O.
INHIBIT is displayed on the ECAM display.
JUN 97
- Automatic Advisory mode - When a

parameter drifts out of normal range, the
relevant system page is automatically
displayed in order to attract crew
attention well before reaching the
warning level and the corresponding key
on the ECAM control panel comes on.
Special means are used to draw crew
attention to the concerned parameter.
The indication (green) and the system
page title (white) pulse smoothly as long
as there is a concern. Every time one or
several parameters of a system exceed a
given advisory threshold for a time
longer than 2.5 seconds, the advisory
mode is armed for the corresponding
system page. However, if the value of
the parameter exceeds the corresponding
alert level, the associated caution or
warning is triggered and the indication is
displayed in amber or in red. For each
parameter susceptible of an advisory, the
advisory mode is inhibited in some
Flight Phases. However, as long as an
aircraft system page is on display, the
inhibitions for the advisory mode are not
taken into account.
- Manual mode (or flight crew mode) - In
this mode, the crew manually selects the
desired system page by means of the
ECAM control panel related key, which
comes on. This mode enables the crew to
select any system page except the cruise
page. In case of total lose of the ECAM
crew to have successively on display all
the system pages and to stop on the
desired system on the desired system
page. This sequencing of the system
pages can be obtained by successive
pushes on the ALL key, or by pressing it
continuously.
31-16
- In the latter case, all the system pages

appear successively at approximately 1
second time intervals, up to the last one
(CRUISE). The operator must release
the key to stop on a particular page. The
ALL key feature is particularly useful in
case of ECAM DU failure, and generally
speaking whenever there is only one DU
left for ECAM display (mono mode).
- Flight Phase related mode - This mode
engages only when the other modes are
not engaged. In this mode, a given page
is automatically shown, according to the
current Flight Phase.
The Flight Phases are computed by the
FWCs. A manual page call can replace a
Flight Phase related page at anytime. The
APU or ENGINE system pages are displayed in priority if they are started. They
remain displayed 10 seconds after APU
AVAIL or at the end of ENG START.
For Flight Phase 1, the DOOR/OXY page
is the normal (default) display.
For Flight Phase 2, the ENGINE system
page is displayed when an engine start is
initiated.
During the start, ignition system in use,
start valve position, and duct pressure are
displayed at the bottom of the ENGINE
system (secondary parameter) page.
The WHEEL page is displayed only when
engine start has been completed.
The FLT/CTL page replaces the WHEEL
page for 20 seconds when either sidestick
is moved or when rudder deflection is
above 22.
For Flight Phase 3, 4, and 5, the ENGINE
page is displayed when the 1st engine is
set to take-off power. During this phase,
most warnings are inhibited.
T.O.
INHIBIT is displayed on the ECAM display.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
For Flight Phase 6, the T.O. INHIBIT

message disappears from the memo section on the E/W display. The CRUISE
page is only displayed in flight during
Flight Phase 6.
The CRUISE page
appears as soon as the slats are retracted
and the engines are no longer at take off
power. The CRUISE page contains a section of both the ENGINE and AIR pages.
It disappears when the L/G is selected
down (WHEEL page comes back).
For Flight Phase 7, the WHEEL page is
normally displayed as soon as the L/G is
selected down and remains displayed
through Flight Phase 9. During this phase,
most warnings are inhibited, LDG
INHIBIT is displayed on the E/W display.
For Flight Phase 8, the WHEEL page

remains displayed. During this phase,
Note: Ground spoilers are displayed
extended only after touch down.
remains displayed until Flight Phase 10.
The LDG INHIBIT message disappears.
For Flight Phase 10, the DOOR page will
be displayed as the default page through
the next Flight Phase 1 and until Flight
Phase 2. If the APU is started the APU
page will appear.
Five minutes after the second engine shutdown, the FWC starts a new flight leg in
phase 1.
For Flight Phase 6, the T.O. INHIBIT

message disappears from the memo section on the E/W display. The CRUISE
page is only displayed in flight during
Flight Phase 6.
The CRUISE page
appears as soon as the slats are retracted
and the engines are no longer at take off
power. The CRUISE page contains a section of both the ENGINE and AIR pages.
It disappears when the L/G is selected
down (WHEEL page comes back).
For Flight Phase 7, the WHEEL page is
normally displayed as soon as the L/G is
selected down and remains displayed
through Flight Phase 9. During this phase,

remains displayed. During this phase,
Note: Ground spoilers are displayed
extended only after touch down.
remains displayed until Flight Phase 10.
The LDG INHIBIT message disappears.
For Flight Phase 10, the DOOR page will
be displayed as the default page through
the next Flight Phase 1 and until Flight
Phase 2. If the APU is started the APU
page will appear.
Five minutes after the second engine shutdown, the FWC starts a new flight leg in
phase 1.
Flight Phases
Flight Phases
129800 LB S
129800 LB S
Cruise Page
Cruise Page
JUN 97
31-17
JUN 97
31-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

NOTE: The aircraft system page corresponding key on the ECAM control
panel comes on only in the advisory
mode and in the manual mode. Pressing the key in this case removes the current aircraft system page from the
lower ECAM DU, and the Flight Phase
related aircraft system page replaces it.
NOTE: The flight crew can at any time
select an aircraft system page by pressing the corresponding key, which then
illuminates. If the flight crew presses
the key a second time, the aircraft system page currently on display is
replaced either by the page corresponding to the Flight Phase related aircraft
system image, or to the present warning
if one exists and if the warning presentation sequence had not been cleared.
The key is no longer illuminated.
31-18
A319/A320

Priorities exist between the different
modes as follow:
- Mode 1 - Automatic mode related to a
failure.
- This mode has priority over all the others
but can be superseded if a system page is
called manually.
- It is disengaged if the warning message
is cleared by means of the CLR key or if
the failure conditions have disappeared.
- Mode 2 - Automatic advisory mode.
- This mode has priority over modes 3 and
4. It is disengaged if the corresponding
system key is pressed or if another
system is called manually.
- A system page displayed in advisory
mode and disengaged cannot be called
again in advisory mode for the same
parameter. However, if the parameter is
still in the advisory range, it continues
pulsing on the relevant page if this page
is called manually.
- Disengagement is automatic when a
warning occurs or when the parameter is
back to normal.
- Mode 3 - Manual mode.
- This mode can be engaged at any time
but is disengaged if mode 1 or 2 is
engaged.
- Mode 4 - Automatic mode related to the
Flight Phase.
- This mode is automatically engaged if
the other modes are not engaged.
JUN 97
NOTE: The aircraft system page corresponding key on the ECAM control
panel comes on only in the advisory
mode and in the manual mode. Pressing the key in this case removes the current aircraft system page from the
lower ECAM DU, and the Flight Phase
related aircraft system page replaces it.
NOTE: The flight crew can at any time
select an aircraft system page by pressing the corresponding key, which then
illuminates. If the flight crew presses
the key a second time, the aircraft system page currently on display is
replaced either by the page corresponding to the Flight Phase related aircraft
system image, or to the present warning
if one exists and if the warning presentation sequence had not been cleared.
The key is no longer illuminated.
31-18
Priorities exist between the different

modes as follow:
- Mode 1 - Automatic mode related to a
failure.
- This mode has priority over all the others
but can be superseded if a system page is
called manually.
- It is disengaged if the warning message
is cleared by means of the CLR key or if
the failure conditions have disappeared.
- Mode 2 - Automatic advisory mode.
- This mode has priority over modes 3 and
4. It is disengaged if the corresponding
system key is pressed or if another
system is called manually.
- A system page displayed in advisory
mode and disengaged cannot be called
again in advisory mode for the same
parameter. However, if the parameter is
still in the advisory range, it continues
pulsing on the relevant page if this page
is called manually.
- Disengagement is automatic when a
warning occurs or when the parameter is
back to normal.
- Mode 3 - Manual mode.
- This mode can be engaged at any time
but is disengaged if mode 1 or 2 is
engaged.
- Mode 4 - Automatic mode related to the
Flight Phase.
- This mode is automatically engaged if
the other modes are not engaged.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

A status page is available on the lower
ECAM DU. It can be called either manually through the STS key on the ECAM
control panel or automatically upon FWC
request. It displays the aircraft status, limitations, and approach procedures.
Check lists are shown (when appropriate)
on the left half of the display. Canceled
caution messages are displayed at the bottom left of the display.
The right half of the display is used to list
inoperative systems. The bottom right of
the display is used for maintenance messages. A system listed here (i.e., APU or
AIR COND) contains a Class 2 failure.
The Maintenance Control Display Unit
can be used to access the Centralized Fault
Display System to determine the exact
Class 2 failure.
A permanent data section is present at the
bottom of the system/status display. The
permanent data area is always displayed,
with whatever page is presented.
It consists of:
- total air temperature,
- static air temperature
- G load if excessive,
- identification of the active DMC during
the switching test
- Universal Coordinated Time,
- gross weight.
The Total Air Temperature (TAT) indication is a digital value in 1C increments.
This information is normally acquired by
the ECAM, from the ADIRU bus of the
DMC. Its features are as follows:
- normally green,
- replaced by amber XX when no valid
data is available,
- the sign is displayed for positive and
negative values,
- display can vary from -99C up to
+99C.
JUN 97
A319/A320

The Static Air Temperature (SAT) indication appears under the TAT. The SAT
indication is a digital value in 1C increments. This information is normally
acquired by the ECAM, from the ADIRU
bus of the DMC. Its features are as follows:
- normally green,
data are available,
negative values,
+99C.
The G LOAD indication appears in the
bottom center of the permanent data display.
G LOAD is displayed in amber for Flight
Phases 4 to 10, when the G LOAD
exceeds negative 0.7 G or positive 1.4 G
for more than 2 seconds. Information
remains displayed 5 seconds after excessive the G LOAD condition has disappeared.
G LOAD is not displayed in the other
cases or when no valid data is available
from the ADIRUs.
The G LOAD digital value is amber, with
0.1 G resolution. The sign is displayed for
negative values only. The display can
vary from -9.9 G to -0.7 G, and from 1.4 G
to 9.9 G.
Universal Coordinated Time (UTC) is displayed in the center portion of the permanent data section (under G LOAD area).
UTC is:
- given in hours and minutes,
- normally green,
- replaced by amber XX when data is not
available from the CFDIU.
31-19
A status page is available on the lower

ECAM DU. It can be called either manually through the STS key on the ECAM
control panel or automatically upon FWC
request. It displays the aircraft status, limitations, and approach procedures.
Check lists are shown (when appropriate)
on the left half of the display. Canceled
caution messages are displayed at the bottom left of the display.
The right half of the display is used to list
inoperative systems. The bottom right of
the display is used for maintenance messages. A system listed here (i.e., APU or
AIR COND) contains a Class 2 failure.
The Maintenance Control Display Unit
can be used to access the Centralized Fault
Display System to determine the exact
Class 2 failure.
A permanent data section is present at the
bottom of the system/status display. The
permanent data area is always displayed,
with whatever page is presented.
It consists of:
- total air temperature,
- static air temperature
- G load if excessive,
- identification of the active DMC during
the switching test
- Universal Coordinated Time,
- gross weight.
The Total Air Temperature (TAT) indication is a digital value in 1C increments.
This information is normally acquired by
the ECAM, from the ADIRU bus of the
DMC. Its features are as follows:
- normally green,
data is available,
negative values,
+99C.
JUN 97
The Static Air Temperature (SAT) indication appears under the TAT. The SAT
indication is a digital value in 1C increments. This information is normally
acquired by the ECAM, from the ADIRU
bus of the DMC. Its features are as follows:
- normally green,
data are available,
negative values,
+99C.
The G LOAD indication appears in the
bottom center of the permanent data display.
G LOAD is displayed in amber for Flight
Phases 4 to 10, when the G LOAD
exceeds negative 0.7 G or positive 1.4 G
for more than 2 seconds. Information
remains displayed 5 seconds after excessive the G LOAD condition has disappeared.
G LOAD is not displayed in the other
cases or when no valid data is available
from the ADIRUs.
The G LOAD digital value is amber, with
0.1 G resolution. The sign is displayed for
negative values only. The display can
vary from -9.9 G to -0.7 G, and from 1.4 G
to 9.9 G.
Universal Coordinated Time (UTC) is displayed in the center portion of the permanent data section (under G LOAD area).
UTC is:
- given in hours and minutes,
- normally green,
available from the CFDIU.
31-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
The minutes can take any value between

00 and 59 in 1 minute steps. The hours
can take any value between 00 and 23 in 1
hour steps.
The Gross Weight (GW) indication
appears in the right side of the permanent
data display.
Gross Weight display unit is lbs. The
Gross Weight digital value, given by the
FMGC, in 200 lbs increments.
The GW display is:

- normally green,
- displayed in amber when the information
is valid and the value is out of limit,
before Flight Phase 4 is reached,
- is not displayed when the gross weight
value is coded as No Computed Data,
available in all other cases,
The display can vary from 0 to 999,800
lbs in 200 lbs steps.
The minutes can take any value between

00 and 59 in 1 minute steps. The hours
can take any value between 00 and 23 in 1
hour steps.
The Gross Weight (GW) indication
appears in the right side of the permanent
data display.
Gross Weight display unit is lbs. The
Gross Weight digital value, given by the
FMGC, in 200 lbs increments.
The GW display is:

- normally green,
- displayed in amber when the information
is valid and the value is out of limit,
before Flight Phase 4 is reached,
- is not displayed when the gross weight
value is coded as No Computed Data,
available in all other cases,
The display can vary from 0 to 999,800
lbs in 200 lbs steps.
129800 LBS
129800 LBS
Status Display
Status Display
31-20
JUN 97
31-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

ELECTRONIC FLIGHT
INSTRUMENT SYSTEM (EFIS)
The Electronic Flight Instrument System
performs three main functions:
- data acquisition,
- data processing,
- data display for both Captain and First
Officer.
Acquisitioning and processing are
achieved by the Display Management
Computers (DMCs), and data display by
the Primary Flight Displays (PFDs) and
Navigation Displays (NDs).
DMCs
The three DMCs are identical and interchangeable. They receive data from the
aircraft systems, decode and process it so
that it can be displayed on the EFIS displays.
The DMCs are divided into four parts:
- data acquisition,
- PFD processing channel,
- ND processing channel,
- ECAM processing channel.
Each one of the DMCs can simultaneously drive three DUs (two EFIS and
one ECAM).
The three DMCs receive aircraft system
data on ARINC 429 buses, and weather
radar information on an ARINC 453 high
speed bus.
The DMCs also acquire some discretes
(for example, reconfiguration of the
DUs). They send data to the PFDs and
NDs through a master Dedicated Serial
Data Link (DSDL), and weather radar
information through four digital buses
(one clock and three colors). The DMCs
are provided with three On Board
Replaceable Modules (OBRMs) for software modifications, and Built In Test
Equipment (BITE) for maintenance operations.
JUN 97
A319/A320

EFIS Control Panels
The EFIS Control Panels, which are part
of the Flight Control Unit, are linked to
the DMCs by ARINC 429 buses. The
Captain EFIS Control Panel supplies
DMC 1 and DMC 3, whereas the First
Officer EFIS Control Panel supplies DMC
2 and DMC 3.
Display Units
The Display Units (DUs) are identical
and interchangeable. Each DU receives
digital signals from its related DMC
through a master DSDL, and through four
digital buses for the weather radar link.
They also receive analog and discrete signals from the EFIS switching panels. The
master DSDL transits the drawing parameters and re-initialization of the DUs.
In turn, the display units send back some
feedback signals to their driving DMC.
The feedback signals are sent to the
DMCs through a FEEDBACK DSDL.
The feedback information is:
- acknowledgment signals, DU failure
information,
- critical parameter feedback signals
(pitch and roll angles, altitude, heading,
aircraft position).
31-21
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM (EFIS)
performs three main functions:
- data acquisition,
- data processing,
- data display for both Captain and First
Officer.
Acquisitioning and processing are
achieved by the Display Management
Computers (DMCs), and data display by
the Primary Flight Displays (PFDs) and
Navigation Displays (NDs).
DMCs
The three DMCs are identical and interchangeable. They receive data from the
aircraft systems, decode and process it so
that it can be displayed on the EFIS displays.
The DMCs are divided into four parts:
- data acquisition,
- PFD processing channel,
- ND processing channel,
- ECAM processing channel.
Each one of the DMCs can simultaneously drive three DUs (two EFIS and
one ECAM).
The three DMCs receive aircraft system
data on ARINC 429 buses, and weather
radar information on an ARINC 453 high
speed bus.
The DMCs also acquire some discretes
(for example, reconfiguration of the
DUs). They send data to the PFDs and
NDs through a master Dedicated Serial
Data Link (DSDL), and weather radar
information through four digital buses
(one clock and three colors). The DMCs
are provided with three On Board
Replaceable Modules (OBRMs) for software modifications, and Built In Test
Equipment (BITE) for maintenance operations.
JUN 97
EFIS Control Panels

The EFIS Control Panels, which are part
of the Flight Control Unit, are linked to
the DMCs by ARINC 429 buses. The
Captain EFIS Control Panel supplies
DMC 1 and DMC 3, whereas the First
Officer EFIS Control Panel supplies DMC
2 and DMC 3.
Display Units
The Display Units (DUs) are identical
and interchangeable. Each DU receives
digital signals from its related DMC
through a master DSDL, and through four
digital buses for the weather radar link.
They also receive analog and discrete signals from the EFIS switching panels. The
master DSDL transits the drawing parameters and re-initialization of the DUs.
In turn, the display units send back some
feedback signals to their driving DMC.
The feedback signals are sent to the
DMCs through a FEEDBACK DSDL.
The feedback information is:
- acknowledgment signals, DU failure
information,
- critical parameter feedback signals
(pitch and roll angles, altitude, heading,
aircraft position).
31-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Primary flight Display (PFD)
The Primary Flight Displays combine several conventional flight instrument indications on one color display. Each PFD
displays:
- airspeed scale,
- radio altitude,
annunciator (FMA),
- ILS identifier,
- marker beacons,
commands.
on the PFD, see ARG Chapters 34 Navigation and 22 Autoflight.
31-22
A319/A320

Navigation Display (ND)
The Navigation Displays show color navigation information in one of five modes:
- ARC (map mode),
- ROSE NAV (map mode),
- ROSE VOR,
- ROSE ILS,
- PLAN.
any mode except the PLAN mode. In
either of the map modes, the crew can
elect to display additional navigation
information including VORs, NDBs,
LNAV/VNAV constraint information, and
airports.
on the ND, see ARG Chapters 34 Navigation and 22 Autoflight.
JUN 97
Primary flight Display (PFD)

The Primary Flight Displays combine several conventional flight instrument indications on one color display. Each PFD
displays:
- airspeed scale,
- radio altitude,
annunciator (FMA),
- ILS identifier,
- marker beacons,
commands.
on the PFD, see ARG Chapters 34 Navigation and 22 Autoflight.
31-22
Navigation Display (ND)

The Navigation Displays show color navigation information in one of five modes:
- ARC (map mode),
- ROSE NAV (map mode),
- ROSE VOR,
- ROSE ILS,
- PLAN.
any mode except the PLAN mode. In
either of the map modes, the crew can
elect to display additional navigation
information including VORs, NDBs,
LNAV/VNAV constraint information, and
airports.
on the ND, see ARG Chapters 34 Navigation and 22 Autoflight.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
EIFS Diagram
JUN 97
A319/A320
EIFS Diagram
31-23
JUN 97
31-23
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/A321

ECAM/EIFS OPERATION IN CASE
OF FAILURE
For normal operation, the information displayed for the Captain and First Officer
must be as independent from each other as
possible (split concept). Therefore, information is computed by independent computers from distinct sources using their
onside sources (i.e., ADIRU 1 for DMC 1
and ADIRU 2 for DMC 2).
DMC 1 supplies data to the CAPT EFIS
DUs (PFD and ND) and the upper ECAM
DU.
DMC 2 supplies data to the F/O EFIS
DUs (PFD and ND) and to the lower
ECAM DU.
DMC 3 is then in standby, (hot spare) and
does not control any display, but nevertheless computes all data necessary for display on the Captain's EFIS DUs and
upper ECAM DU. DMC 3 is prepared to
replace DMC 1. DMC 3 receives data
from sides 1 and 2 sensors but in this case,
it only utilizes data from side 1 sensors.
The PFD, ND, ECAM processing channels drive their associated DUs through a
switching stage first, and then via dedicated links called DSDL (Dedicated Serial
Data Link), master and feedback.
In normal operation, DMC 1 drives the
CAPT PFD, the CAPT ND and the upper
ECAM DU through its normal input N.
DMC 2 drives the F/O PFD, the F/O ND
and the lower ECAM DU also through its
normal input N (DMC 3 in standby, ready
to take over the DMC 1 or 2 in case of
failure).
31-24
A319/A320

Each of the 6 DUs has two inputs for
receiving the digital signals from the
DMC dedicated buses (master DSDL),
one normal input, N and one alternate
input A. The alternate input (A) is used in
some reconfiguration cases, following
PFD-ND transfer or ECAM DU failure.
In turn, each DU sends back to its driving
DMC digital signals through a dedicated
bus which is called feedback DSDL.
Through this feedback link, the DUs
acknowledge proper reception of the
DSDL master signals, and also inform the
DMC of their detected failures, so that the
DMC can make the proper action (for
instance, automatic transfer of a PFD
image on an ND in case of detected failure
of the PFD).
NOTE: The connections between the
DMC 3 and the DUs are cross-wired
for the PFD and ND, in order to cope
with a possible wire cut-off concerning
the connection which delivers the PFD
information.
In this case, when DMC 3 supplies the
PFD and the ND on one side (CAPT or
F/O) the DMC 3 signals enter the PFD
and the ND via their alternate inputs.
The activation of the DU alternate
inputs and the de-activation of the normal inputs is made by grounding a discrete input on the DU connector. This is
achieved by circuitry which takes into
account all the conditions leading to the
change of inputs (normal or alternate).
JUN 97
ECAM/EIFS OPERATION IN CASE

OF FAILURE
For normal operation, the information displayed for the Captain and First Officer
must be as independent from each other as
possible (split concept). Therefore, information is computed by independent computers from distinct sources using their
onside sources (i.e., ADIRU 1 for DMC 1
and ADIRU 2 for DMC 2).
DMC 1 supplies data to the CAPT EFIS
DUs (PFD and ND) and the upper ECAM
DU.
DMC 2 supplies data to the F/O EFIS
DUs (PFD and ND) and to the lower
ECAM DU.
DMC 3 is then in standby, (hot spare) and
does not control any display, but nevertheless computes all data necessary for display on the Captain's EFIS DUs and
upper ECAM DU. DMC 3 is prepared to
replace DMC 1. DMC 3 receives data
from sides 1 and 2 sensors but in this case,
it only utilizes data from side 1 sensors.
The PFD, ND, ECAM processing channels drive their associated DUs through a
switching stage first, and then via dedicated links called DSDL (Dedicated Serial
Data Link), master and feedback.
In normal operation, DMC 1 drives the
CAPT PFD, the CAPT ND and the upper
ECAM DU through its normal input N.
DMC 2 drives the F/O PFD, the F/O ND
and the lower ECAM DU also through its
normal input N (DMC 3 in standby, ready
to take over the DMC 1 or 2 in case of
failure).
31-24
Each of the 6 DUs has two inputs for

receiving the digital signals from the
DMC dedicated buses (master DSDL),
one normal input, N and one alternate
input A. The alternate input (A) is used in
some reconfiguration cases, following
PFD-ND transfer or ECAM DU failure.
In turn, each DU sends back to its driving
DMC digital signals through a dedicated
bus which is called feedback DSDL.
Through this feedback link, the DUs
acknowledge proper reception of the
DSDL master signals, and also inform the
DMC of their detected failures, so that the
DMC can make the proper action (for
instance, automatic transfer of a PFD
image on an ND in case of detected failure
of the PFD).
NOTE: The connections between the
DMC 3 and the DUs are cross-wired
for the PFD and ND, in order to cope
with a possible wire cut-off concerning
the connection which delivers the PFD
information.
In this case, when DMC 3 supplies the
PFD and the ND on one side (CAPT or
F/O) the DMC 3 signals enter the PFD
and the ND via their alternate inputs.
The activation of the DU alternate
inputs and the de-activation of the normal inputs is made by grounding a discrete input on the DU connector. This is
achieved by circuitry which takes into
account all the conditions leading to the
change of inputs (normal or alternate).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

In order to ensure complete segregation of
the CAPT and F/O displays, there are no
cross-talk links between the 3 DMCs.
Inside the DMCs, downstream of the
PFD and ND, there are switching devices
for the DSDLs. These switching devices
provide 2 levels of switching, which will
enable the crew to cope with the operational transfer requirements below in case
of failure of a DMC or a DU (or possibly
some failures of EFIS or ECAM controls,
FCU and ECAM control panel):
- DMC transfer (DMC 3 for DMC 1 or 2),
- PFD ND transfer,
- ECAM 1 (upper) DU to ECAM 2
(lower) DU,
- ECAM ND transfer (ECAM replaces
ND 1 or ND 2).
DMC Transfer
In the event of DMC 1 (or DMC 2) failure,
the Captain (or First Officer) can manually
switch over to DMC 3. This is controlled
by means of the EIS DMC selector switch
(CAPT-3 or F/O-3 position).
In this case, the DMC 3 totally replaces
the DMC 1 (or 2) through the stage of the
output switching relay of the failed DMC.
DMC 3 acts as a back up (hot spare).
Upon selection of DMC 3, the master
DSDL and the feedback DSDL buses are
switched in the DMC 1 (or 2) output
switching stage.
NOTE: In the event of DMC failure,
the DUs driven by the failed DMC display a diagonal line, which helps the
crew in making the right action on
DMC reconfiguration (transfer).
PFD-ND Transfer
In case of detected failure of the DU nor-
JUN 97
A319/A320

mally displaying the PFD image, there is
an automatic PFD-ND transfer. The PFD
image is presented on the DU normally
showing an ND image. This transfer is
automatically controlled by means of a
discrete signal generated by the DMC
upon recognition of the failure.
NOTE: The PFD is the preferred display.
This transfer can also be obtained manually by the pilot, by either of the two following means:
- either deactivate the PFD by setting its
potentiometer to OFF; this automatically
transfers the PFD image on the ND, the
ND image is then replaced by the PFD
image,
- or press the PFD/ND XFR push-button
switch which switches the PFD and DU
images between the two DUs.
At each action on this push-button switch,
there is a switch between the 2 images; the
one which was displayed on the left DU is
displayed on the right DU and vice versa.
In case of failure of the DU normally
showing the ND image, the pilot can
recover the display of the ND image on
the remaining DU, normally showing the
PFD image, by means of the PFD/ND
XFR push-button switch.
31-25
In order to ensure complete segregation of

the CAPT and F/O displays, there are no
cross-talk links between the 3 DMCs.
Inside the DMCs, downstream of the
PFD and ND, there are switching devices
for the DSDLs. These switching devices
provide 2 levels of switching, which will
enable the crew to cope with the operational transfer requirements below in case
of failure of a DMC or a DU (or possibly
some failures of EFIS or ECAM controls,
FCU and ECAM control panel):
- DMC transfer (DMC 3 for DMC 1 or 2),
- PFD ND transfer,
- ECAM 1 (upper) DU to ECAM 2
(lower) DU,
- ECAM ND transfer (ECAM replaces
ND 1 or ND 2).
DMC Transfer
In the event of DMC 1 (or DMC 2) failure,
the Captain (or First Officer) can manually
switch over to DMC 3. This is controlled
by means of the EIS DMC selector switch
(CAPT-3 or F/O-3 position).
In this case, the DMC 3 totally replaces
the DMC 1 (or 2) through the stage of the
output switching relay of the failed DMC.
DMC 3 acts as a back up (hot spare).
Upon selection of DMC 3, the master
DSDL and the feedback DSDL buses are
switched in the DMC 1 (or 2) output
switching stage.
NOTE: In the event of DMC failure,
the DUs driven by the failed DMC display a diagonal line, which helps the
crew in making the right action on
DMC reconfiguration (transfer).
PFD-ND Transfer
In case of detected failure of the DU nor-
JUN 97
mally displaying the PFD image, there is

an automatic PFD-ND transfer. The PFD
image is presented on the DU normally
showing an ND image. This transfer is
automatically controlled by means of a
discrete signal generated by the DMC
upon recognition of the failure.
NOTE: The PFD is the preferred display.
This transfer can also be obtained manually by the pilot, by either of the two following means:
- either deactivate the PFD by setting its
potentiometer to OFF; this automatically
transfers the PFD image on the ND, the
ND image is then replaced by the PFD
image,
- or press the PFD/ND XFR push-button
switch which switches the PFD and DU
images between the two DUs.
At each action on this push-button switch,
there is a switch between the 2 images; the
one which was displayed on the left DU is
displayed on the right DU and vice versa.
In case of failure of the DU normally
showing the ND image, the pilot can
recover the display of the ND image on
the remaining DU, normally showing the
PFD image, by means of the PFD/ND
XFR push-button switch.
31-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

ECAM DU Failure
In the event of an upper ECAM DU failure, the Engine/Warning image is displayed on the lower ECAM DU instead of
the system page or status message. This
switching is automatic: upon reception of
the upper DU anomaly signal, through the
feedback DSDL bus. The DMC 2 ECAM
channel processor switches to an ECAM
single display configuration. The lower
ECAM DU receives the E/W image from
DMC 2. The same applies when turning
the upper DU potentiometer to OFF.
This single display configuration is called
mono display configuration. Mono display corresponds to any situation with
only one DU left for all the ECAM information display instead of two DUs.
31-26
A319/A320

ECAM-ND Transfer
Through the ECAM/ND XFR selector
switch, the pilots can call the ECAM system image on their ND (in lieu of the ND
image).
The pilots can at any time get their ND
image back by setting the ECAM/ND
XFR selector switch back to NORM.
In the event of a lower ECAM DU failure,
the same ECAM/ND XFR configuration
applies.
The Engine/Warning image
remains displayed on the upper ECAM
DU, but each pilot can call the ECAM system image on his ND if required by means
of the ECAM/ND XFR selector switch.
In the event of failure of both upper and
lower ECAM DUs, each pilot can recover
the E/W image on his ND, by means of the
ECAM/ND XFR selector switch. In this
case, the pilot having the E/W image on
his side cat temporarily replace it by an
aircraft system/status image, by keeping
the related key on the ECAM control
panel pressed.
As long as an aircraft system key or the
STS key is held pressed, the corresponding page appears on the ND instead of the
E/W image, but precautions are taken
against the jamming of the key. After 3
minutes, the DU automatically displays
the E/W image again. As soon as the pilot
releases the key, the E/W image appears
again.
In case of complete failure of the ECAM
crew to select any aircraft system page by
means of successive actions on this key.
The contacts of the ALL key are directly
wired to the DMC for that purpose.
JUN 97
ECAM DU Failure
In the event of an upper ECAM DU failure, the Engine/Warning image is displayed on the lower ECAM DU instead of
the system page or status message. This
switching is automatic: upon reception of
the upper DU anomaly signal, through the
feedback DSDL bus. The DMC 2 ECAM
channel processor switches to an ECAM
single display configuration. The lower
ECAM DU receives the E/W image from
DMC 2. The same applies when turning
the upper DU potentiometer to OFF.
This single display configuration is called
mono display configuration. Mono display corresponds to any situation with
only one DU left for all the ECAM information display instead of two DUs.
31-26
ECAM-ND Transfer
Through the ECAM/ND XFR selector
switch, the pilots can call the ECAM system image on their ND (in lieu of the ND
image).
The pilots can at any time get their ND
image back by setting the ECAM/ND
XFR selector switch back to NORM.
In the event of a lower ECAM DU failure,
the same ECAM/ND XFR configuration
applies.
The Engine/Warning image
remains displayed on the upper ECAM
DU, but each pilot can call the ECAM system image on his ND if required by means
of the ECAM/ND XFR selector switch.
In the event of failure of both upper and
lower ECAM DUs, each pilot can recover
the E/W image on his ND, by means of the
ECAM/ND XFR selector switch. In this
case, the pilot having the E/W image on
his side cat temporarily replace it by an
aircraft system/status image, by keeping
the related key on the ECAM control
panel pressed.
As long as an aircraft system key or the
STS key is held pressed, the corresponding page appears on the ND instead of the
E/W image, but precautions are taken
against the jamming of the key. After 3
minutes, the DU automatically displays
the E/W image again. As soon as the pilot
releases the key, the E/W image appears
again.
In case of complete failure of the ECAM
crew to select any aircraft system page by
means of successive actions on this key.
The contacts of the ALL key are directly
wired to the DMC for that purpose.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
EIS Reconfiguration
JUN 97
A319/A320
EIS Reconfiguration
31-27
JUN 97
31-27
UNITED AIRLINES
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A318/A319/A320
/A321

CLOCK
Universal Coordinated Time (UTC) is
provided by a fully independent electrical
clock (2FS) with a built in time base,
located on the right center instrument
panel (400VU). The clock provides UTC
in the form of an ARINC 429 format bus
for the Centralized Fault Display Interface
Unit (CFDIU), the Flight Data Interface
Unit (FDIU) and the two Flight Management
and
Guidance
Computers
(FMGCs). The clock is powered by two
electrical circuits with one circuit directly
connected to the aircraft battery. This
enables time to be counted in memory
throughout the period that aircraft is
parked.
NOTE: Two styles of clocks are currently in use. The early style clock is
provided with a built in battery which
during aircraft battery removal. The
standby battery power capacity is 50
hours.

If there is a loss of the main electrical
power supply (aircraft bus):
- -displays go off,
- the chrono pointer stops,
- ARINC output disabled,
- time is still counted in memory through
the aircraft battery supply.
When the power is restored the pointer
resumes its operation and the correct time
is displayed again.
If there is a loss of aircraft battery power
there is no effect provided that main
power is available.
If there is a loss of main and aircraft battery power supplies, the clock does not
operate. If the clock has an internal
standby battery the clock maintains time
but does not display the correct time until
main or aircraft battery power is restored.
CLOCK
Universal Coordinated Time (UTC) is
provided by a fully independent electrical
clock (2FS) with a built in time base,
located on the right center instrument
panel (400VU). The clock provides UTC
in the form of an ARINC 429 format bus
for the Centralized Fault Display Interface
Unit (CFDIU), the Flight Data Interface
Unit (FDIU) and the two Flight Management
and
Guidance
Computers
(FMGCs). The clock is powered by two
electrical circuits with one circuit directly
connected to the aircraft battery. This
throughout the period that aircraft is
parked.
NOTE: Two styles of clocks are currently in use. The early style clock is
provided with a built in battery which
during aircraft battery removal. The
standby battery power capacity is 50
hours.
If there is a loss of the main electrical

power supply (aircraft bus):
- -displays go off,
- the chrono pointer stops,
- ARINC output disabled,
- time is still counted in memory through
the aircraft battery supply.
When the power is restored the pointer
resumes its operation and the correct time
is displayed again.
If there is a loss of aircraft battery power
there is no effect provided that main
power is available.
If there is a loss of main and aircraft battery power supplies, the clock does not
operate. If the clock has an internal
standby battery the clock maintains time
but does not display the correct time until
main or aircraft battery power is restored.
Clock - Block Diagram
Clock - Block Diagram
31-28
A319/A320
JUN 97
31-28
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

CENTRALIZED FAULT DISPLAY
SYSTEM
General
The failure classification of maintenance
messages is based on the fault consequences:
- Class 1 - faults leading to an operational
event in the flight deck,
- Class 2 - faults leading to an ECAM
maintenance status,
- Class 3 - faults without a flight deck
event.
FAILURE / FAULT
CLASSES
OPERATIONAL
CONSEQUENCES
ON THE
CURRENT
FLIGHT.
DISPATCH
CONSEQUENCES
INDICATION TO
THE
MAINTENANCE
TEAM

Note: Some systems do not have Class 3
reports. In this case, their Class 3 messages are recorded in the PFR (not associated with any flight deck effect or
maintenance status).
Yes
No
No
Yes
Automatically
Displayed.
- Warning or
INDICATION TO
caution
THE FLIGHT
messages on
CREW
Engine Warning
Display.
- Flag or
indication in the
Flight Deck
CENTRALIZED FAULT DISPLAY

SYSTEM
General
The failure classification of maintenance
messages is based on the fault consequences:
- Class 1 - faults leading to an operational
event in the flight deck,
- Class 2 - faults leading to an ECAM
maintenance status,
- Class 3 - faults without a flight deck
event.
FAILURE / FAULT
CLASSES
OPERATIONAL
CONSEQUENCES
ON THE
CURRENT
FLIGHT.
No
Deferable.
"GO" without
condition. Can be left MMEL not applicable.
uncorrected for
sometime.
Yes
Yes
Avialable on request
Automatically printed out at the end of
each Flight: Fault message on the CFDS
thru System report/
Post Flight Report.
test.
DISPATCH
CONSEQUENCES
INDICATION TO
THE
MAINTENANCE
TEAM
Yes
No
No
Yes
Available on ECAM
status page.
Engines not running.
No
Deferable.
"GO" without
condition. Can be left MMEL not applicable.
uncorrected for
sometime.
Yes
Yes
Automatically printed out at the end of
Avialable on request
each Flight: Fault message on the CFDS
thru System report/
Post Flight Report.
test.
Refer to
MEL:May be
"GO", "GO IF",
"NO GO"
Failure Classification
Failure Classification
Note: Some systems do not have Class 3

reports. In this case, their Class 3 messages are recorded in the PFR (not associated with any flight deck effect or
maintenance status).
Yes
Automatically
Displayed.
- Warning or
INDICATION TO
caution
THE FLIGHT
messages on
CREW
Engine Warning
Display.
- Flag or
indication in the
Flight Deck
Yes
Available on ECAM
status page.
Engines not running.
Refer to
MEL:May be
"GO", "GO IF",
"NO GO"
JUN 97
A319/A320
31-29
JUN 97
31-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
Class 1 Failure Indication.
Class 1 Failure Indication .
NOTE: The Post Flight Report will

show most warnings having occurred
during the recording period (see PFR in
this ARG chapter).
NOTE: The Post Flight Report will

show most warnings having occurred
during the recording period (see PFR in
this ARG chapter).
Engine / Warning Display (Upper ECAM DU)
ECAM Warning / Cautions
ECAM Warning / Cautions
Local Warnings
Local Warnings
1.2
1.6
EGT
C
458
10
N1
%
83.5
N2
%
90.1
8
EGT
C
458
10
10
N1
%
83.5
83.5
N2
%
90.1
90.1
6680
458
10
83.5
90.1
ENG A. ICE
STS
STS
Local Warning - Over Head Panel
Local Warning - Over Head Panel

GREEN
BLUE
GREEN
YELLLOW
BLUE
YELLLOW
PTU
PTU
RAT MAN ON
FAULT
H
Y
D
LBS/H
FOB: 15000 LBS
HYD B RSVR OVHT

- BLUE ELEC PUMP.....OFF
ENG A. ICE
HYD B RSVR OVHT

F.F.
6680
FOB: 15000 LBS
458
1.227
LBS/H
6680
1.277
CL
1.6
EPR
1.227
F.F.
6680
1.2
1.6
1.227
1.2
1.277
CL
1.6
EPR
1.227
1.4
1.4
1.4
1.4
1.2
ELEC PUMP
OFF
ENG 1 PUMP
FAULT
FAULT
OFF
OFF
31-30
A
U
T
O
A
U
T
O
RAT MAN ON
FAULT
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
OFF
H
Y
D
H
Y
D
OFF
JUN 97
31-30
ELEC PUMP
OFF
ENG 1 PUMP
FAULT
FAULT
OFF
OFF
A
U
T
O
A
U
T
O
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
OFF
H
Y
D
OFF
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
Class 2 Failure Indication
Class 2 Failure Indication.

1.6
1.227
1
4
1.2
EPR
1
10
83.5
90.1
N1
%
N2
%
1.2
1.277
1.227
F.F.
6680
6680
CL
1.6
F.F.
6680
10
10
83.5
83.5
90.1
90.1
EGT
C
458
N1
%
N2
%
10
83.5
90.1
ENG A. ICE
STS
Presence of Class 2 failures causes the "STS"

reminder to apperare and to pulse on ground
after engines shut down.
Presence of Class 2 failures causes the "STS"

reminder to apperare and to pulse on ground
after engines shut down.
Maintenance status message on the "STATUS" page.
Maintenance status message on the "STATUS" page.
System display / Status page (Lower ECAM DU)
System display / Status page (Lower ECAM DU)
STATUS
STATUS
APPR PROC HYD LO PR
IF BLUE OVHT OUT:
BLUE ELEC PUMP....ON
APPR PROC HYD LO PR

IF BLUE OVHT OUT:
BLUE ELEC PUMP....ON
INOP SYS
F/CTL PROT
WING A. ICE
AP 1+2
A/THR
ENG 1 BLEED
PACK 1
CAT 2 ONLY
SLATS SLOW
INOP SYS
F/CTL PROT
WING A. ICE
AP 1+2
A/THR
ENG 1 BLEED
PACK 1
CAT 2 ONLY
SLATS SLOW
MAINTENANCE
ADR3
EVMU2
MAINTENANCE
ADR3
EVMU2
GW 129800
C
C
05
TAT + 5
SAT + 2
LBS
34
JUN 97
Press
STS
GW 129800
C
C
05
LBS
34
Systems in which Class 2 failures are detected

(ADR3 and EVMU2).
Systems in which Class 2 failures are detected

(ADR3 and EVMU2).
Note: Status Maintenance Messages

are inhibited until engine shutdown.
6680
458
STS
TAT + 5
SAT + 2
LBS/H
FOB: 15000 LBS
HYD B RSVR OVHT

ENG A. ICE
1.277
1.227
FOB: 15000 LBS
HYD B RSVR OVHT

1.2
EPR
LBS/H
458
1.6
1.227
EGT
C
458
CL
1.6
1.4
1.4
1.4
1.4
1.2
Note: Status Maintenance Messages

are inhibited until engine shutdown.
to call the status page
31-31
JUN 97
Press
STS
to call the status page
31-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Class 3 Failure Indications
Class 3 failures have no operational consequence on the current flight and are not
displayed to the flight crew. Class 3 failures are normally corrected at the next A
check. To see if Class 3 failures exist,
check the AVIONICS STATUS display
under the CFDS menu.
31-32
A319/A320

NOTE: This example shows that DMC
3 has a Class 3 failure (as does ADF 1).
For more specific information on the
failure, access SYSTEM REPORT/
TEST for the reporting system as
shown on the following page.
NOTE: Certain systems are listed in
the AVIONICS STATUS due to a normal absence of ground power. Therefore, it is recommended that all systems
be powered prior to as it cannot detect a
fault. However, systems using signals
from this computer may cause it to
appear in AVIONICS STATUS.
JUN 97
Class 3 Failure Indications

Class 3 failures have no operational consequence on the current flight and are not
displayed to the flight crew. Class 3 failures are normally corrected at the next A
check. To see if Class 3 failures exist,
check the AVIONICS STATUS display
under the CFDS menu.
31-32
NOTE: This example shows that DMC

3 has a Class 3 failure (as does ADF 1).
For more specific information on the
failure, access SYSTEM REPORT/
TEST for the reporting system as
shown on the following page.
NOTE: Certain systems are listed in
the AVIONICS STATUS due to a normal absence of ground power. Therefore, it is recommended that all systems
be powered prior to as it cannot detect a
fault. However, systems using signals
from this computer may cause it to
appear in AVIONICS STATUS.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
AVIONICS STATUS
MCDU MENU
< FMGC
< AIDS
VHF
OMU
< RETURN
< CFDS
RETURN >
AVIONICS STATUS
MCDU MENU
NO GPCU DATA
ADF1 (CLASS 3)
FMGC
NO GPCU DATA
ADF1 (CLASS 3)
FMGC
< FMGC
< AIDS
VHF
OMU
< RETURN
< CFDS
PRINT >
RETURN >
NEXT
PAGE
NEXT
PAGE
AVIONICS STATUS
CFDS MENU
< AVIONICS STATUS

< RETURN
AVIONICS STATUS
CFDS MENU
NO ILS DATA
DMC 3 (CLASS 3)
< LAST LEG REPORT

NO ILS DATA
DMC 3 (CLASS 3)
< LAST LEG REPORT

< AVIONICS STATUS
PRINT >
< RETURN
INDICATES THAT A
CLASS 3 FAILURE
HAS BEEN DETECTED
IN DMC3
A/C IDENT DATE GMT FLTN CITY PAIR
LAB-620 25 AUG 1505 ADCD1969 TLSE LYON
AVIONICS STATUS
AVIONICS STATUS
NO GPCU DATA
NO GPCU DATA
ADF 1 (CLASS 3)
ADF 1 (CLASS 3)
FMGC
FMGC
VHF
VHF
DMU
DMU
NO ILS DATA
NO ILS DATA
DMC (CLASS 3)
DMC (CLASS 3)
31-33
PRINT >
INDICATES THAT A
CLASS 3 FAILURE
HAS BEEN DETECTED
IN DMC3

JUN 97
PRINT >
JUN 97
31-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
Access to Class 3 Failures Through

CFDS Menu
Access to Class 3 Failures Through

CFDS Menu
NOTE: This Class 3 failure information is

accessed through the MCDU in the flight
deck.

accessed through the MCDU in the flight
deck.
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< AIDS
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
MCDU MENU
MCDU MENU
< FMGC
< AIDS
INST >
L/G >
NAV >
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
< PNEU
< APU
< AVIONICS STATUS

< AVIONICS STATUS

31-34
ENG >
TOILET >
< RETURN
SYSTEM REPORT/TEST
SYSTEM REPORT/TEST
COM
< PNEU
< APU
< LAST LEG REPORT

ENG >
TOILET >
< RETURN
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
CFDS MENU
CFDS MENU
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEG REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
JUN 97
31-34
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
SYSTEM REPORT/TEST
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
COM
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
CIDS X (ACT.)
CLASS 3 FAULTS
ATA
23-73-20
< RETURN
A319/A320
SYSTEM REPORT/TEST
CIDS X (ACT.)
< AMU
< RMP 1
< RMP 2
< RMP 3
< CIDS 1
< RETURN
< LAST LEG REPORT

TEST >
< CLASS 3 FAULTS
GND SCAN >
< RETURN
CIDS 2 >
HF 1 >
HF 2 >
VHF 1 >
VHF 2 >
VHF 3 >
ATA
23-73-20
UTC
ATA
1803
23-73-46
DEU-A 200RH15
< RETURN
COM
CIDS X (ACT.)
CLASS 3 FAULTS
CIDS X (ACT.)
GROUND SCAN
< RETURN
PRINT *
CIDS X (ACT.)
< LAST LEG REPORT
TEST >
< CLASS 3 FAULTS
GND SCAN >
< RETURN
CIDS X (ACT.)
GROUND SCAN
UTC
ATA
1803
23-73-46
DEU-A 200RH15
< RETURN
PRINT *
23MCDU14
23MCDU14
JUN 97
31-35
JUN 97
31-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Access to CIDS Class 3 Failures
Through the Programming and Test
Panel

accessed through the PTP near door 1L
nest to the Forward Attendant Panel. An
access door normally covers this panel.

Through the Programming and Test
Panel

accessed through the PTP near door 1L
nest to the Forward Attendant Panel. An
access door normally covers this panel.
31-36
A319/A320
JUN 97
31-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

JUN 97
A319/A320

31-37
JUN 97
31-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Types of Failures
There are 3 types of failures:
- independent failure,
- primary failure,
- secondary failure.
A319/A320
An independent failure is an isolated item

of equipment or system failure that does
not affect any other aircraft systems.
A primary failure is an item of equipment
of system failure that results in the loss of
A secondary failure is the loss of equipment or systems resulting from a primary
failure. An example of a primary/secondary failure is a primary failure of a hydraulic system resulting in other aircraft
systems such as nose wheel steering, antiskid, normal brakes, and certain flight
control actuators being lost.
INDEPENDENT FAILURE
Types of Failures
There are 3 types of failures:
- independent failure,
- primary failure,
- secondary failure.
An independent failure is an isolated item

of equipment or system failure that does
not affect any other aircraft systems.
A primary failure is an item of equipment
of system failure that results in the loss of
A secondary failure is the loss of equipment or systems resulting from a primary
failure. An example of a primary/secondary failure is a primary failure of a hydraulic system resulting in other aircraft
systems such as nose wheel steering, antiskid, normal brakes, and certain flight
control actuators being lost.
INDEPENDENT FAILURE
VENTILATION
BLOWER
VENT BLOWER + EXTRACT
FAULT
OVRD
VENTILATION
CAB FANS
EXTRACT
A
U
T
O
FAULT
OVRD
A
U
T
O
FAULT
OFF
OVRD
All the corrective actions have been taken.

No other failure appears.
PRIMARY FAILURE
BLOWER
VENT BLOWER + EXTRACT
CAB FANS
EXTRACT
A
U
T
O
FAULT
OVRD
A
U
T
O
OFF

SECONDARY FAILURES
GREEN
PRIMARY FAILURE
SECONDARY FAILURES
BLUE
GREEN
BLUE
PTU
HYD G RSVR LO LVL

G SYS LO PR
* F/CTL
* WHEEL
RAT MAN ON
FAULT
H
Y
D
ELEC PUMP
OFF
ENG 1 PUMP
FAULT
FAULT
OFF
OFF
PTU
A
U
T
O
HYD G RSVR LO LVL

G SYS LO PR
A
U
T
O

RAT MAN ON
FAULT
H
Y
D
ELEC PUMP
OFF
ENG 1 PUMP
FAULT
FAULT
OFF
OFF
A
U
T
O
A
U
T
O

Independent, Primary, and Secondary Failures
31-38
* F/CTL
* WHEEL
Independent, Primary, and Secondary Failures
JUN 97
31-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
Access to System Data

- Pressing the line key adjacent to a
system name enables access to the menu
specific to the system.
- The text presented by the CFDIU is a list
of all the systems connected to the CFDS
sorted by ATA chapter.
NOTE: For menus of individual computers, refer to the respective ARG

chapters.
Access to System Data

- Pressing the line key adjacent to a
system name enables access to the menu
specific to the system.
- The text presented by the CFDIU is a list
of all the systems connected to the CFDS
sorted by ATA chapter.
MCDU MENU
MCDU MENU
< FMGC
< FMGC
< AIDS
< AIDS
< AIDS
< AIDS
< CFDS
< CFDS
RETURN >
RETURN >

DIR
PROG
PERF
INIT
F-PLN
RAD
NAV
FUEL
PRED
SEC
F-PLN
AIR
PORT
NEXT
PAGE
MCDU
MENU
PROG
--
OVFY
DIR
PROG
PERF
INIT
F-PLN
RAD
NAV
FUEL
PRED
SEC
F-PLN
BRT
DATA
NOTE: For menus of individual computers, refer to the respective ARG

chapters.
T
Y
AIR
PORT
NEXT
PAGE
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< ELEC
< FIRE PROT
< RETURN
INST >
L/G >
NAV >
CLR
BRT
DATA
MCDU
MENU
PROG
--
OVFY
< ELEC
< FIRE PROT
< RETURN
CFDS MENU
NEXT
PAGE
< AVIONICS STATUS

CFDS MENU

< PNEU
< APU
< LAST LEG REPORT

ENG >
TOILET >
< AVIONICS STATUS

< RETURN

< PNEU
< APU
ENG >
TOILET >
< RETURN
Accessing the Different Systems Menu Mode
Accessing the Different Systems Menu Mode

JUN 97
INST >
L/G >
NAV >
CLR
NEXT
PAGE
< LAST LEG REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
31-39
JUN 97
31-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
Accessing Different CFDS Reports

- Pressing the "MCDU MENU" key and
then selecting CFDS gives access to
CFDS menu page (ground or flight).
- All reports are accessible on ground.
- In flight only current leg report and
current leg ECAM report are accessible.
- Active system written in green other
systems written in white.
NOTE: The LAST LEG REPORT and

the LAST LEG ECAM REPORT can
be viewed by selecting the appropriate
line keys.
These two reports also
appear in the POST FLIGHT REPORT
(PFR) as ECAM WARNING MESSAGES and FAILURE MESSAGES
respectively. Refer to the PFR section
of this ARG chapter for additional
information.
Accessing Different CFDS Reports

- Pressing the "MCDU MENU" key and
then selecting CFDS gives access to
CFDS menu page (ground or flight).
- All reports are accessible on ground.
- In flight only current leg report and
current leg ECAM report are accessible.
- Active system written in green other
systems written in white.
MCDU MENU
MCDU MENU
CFDS MENU
CFDS MENU
< FMGC
< LAST LEG REPORT

< FMGC
< LAST LEG REPORT

< AIDS
< AIDS
< AVIONICS STATUS

NOTE: The LAST LEG REPORT and

the LAST LEG ECAM REPORT can
be viewed by selecting the appropriate
line keys.
These two reports also
appear in the POST FLIGHT REPORT
(PFR) as ECAM WARNING MESSAGES and FAILURE MESSAGES
respectively. Refer to the PFR section
of this ARG chapter for additional
information.
< AIDS
< AIDS
< AVIONICS STATUS

< CFDS
< CFDS
RETURN >
RETURN >
NORMAL
OPERATION
NEXT
PAGE
DIR
PROG
PERF
INIT
DATA
F-PLN
RAD
NAV
FUEL
PRED
SEC
F-PLN
PROG
AIR
PORT
NEXT
PAGE
CFDS MENU
< GMT/DATE INIT
< BACKUP MODE
< PFR FILTER PROGRAM
BRT
NORMAL
OPERATION
NEXT
PAGE
MCDU
MENU
PERF
INIT
DATA
RAD
NAV
FUEL
PRED
SEC
F-PLN
PROG
BRT
MCDU
MENU
AIR
PORT
NEXT
PAGE
--
OVFY
CFDS MENU
< GMT/DATE INIT
< BACKUP MODE
< PFR FILTER PROGRAM
CLR
--
OVFY
Y
CLR
BACK UP
OPERATION
DISPLAYED
ONLY IN CASE
OF FAILURE
MCDU MENU
MCDU MENU
PROG
BACK UP
OPERATION
DISPLAYED
ONLY IN CASE
OF FAILURE
31-40
DIR
F-PLN
JUN 97
31-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Retrieving a Failure History

- Concerns all systems connected to
CFDS.
- is the sum of all the "last leg" reports
stored by the CFDIU for legs prior to the
last flight leg.
- CFDIU can store a maximum of 63 legs
or 200 failures which ever is reached
first.
Retrieving a Failure History

CFDS.
- is the sum of all the "last leg" reports
stored by the CFDIU for legs prior to the
last flight leg.
- CFDIU can store a maximum of 63 legs
or 200 failures which ever is reached
first.
AIRCRAFT IDENT
A319/A320
AIRCRAFT IDENT
INTERMITTENT FAILURE
INTERMITTENT FAILURE
< CFDS
RETURN >
< AIDS
< CFDS
RETURN >
PRINT >
< RETURN
< 01 23FEB 1315 06 220000

FMGC 1
< 01 23FEB 1318 06 770000
N2 SENSOR ENG 1
< 01 23FEB 1328 06 220000
NO FAC1 DATA (INTM)
< 02 24FEB 0928 06 346700
CHECK ADIRU 1 STATIC
PHC 1 INTERFACE
< FMGC
< 01 23FEB 1315 06 220000

FMGC 1
< 01 23FEB 1318 06 770000
N2 SENSOR ENG 1
< 01 23FEB 1328 06 220000
NO FAC1 DATA (INTM)
< 02 24FEB 0928 06 346700
PHC 1 INTERFACE
< AIDS
PREVIOUS LEGS REP XY-ABCD

LEG DATE GMT PH ATA
MCDU MENU

LEG DATE GMT PH ATA
MCDU MENU
< FMGC
NEXT
PAGE
NEXT
PAGE
CFDS MENU
CFDS MENU

LEG DATE GMT PH ATA
< LAST LEG REPORT

< AVIONICS STATUS

LEG DATE GMT PH ATA
< LAST LEG REPORT

< 03 27FEB 1915 06 261200

CHECK LGCIU #PHC 2
INTERFACE
< RETURN
PRINT >
< RETURN
< AVIONICS STATUS

PRINT >
< 03 27FEB 1915 06 261200

CHECK LGCIU #PHC 2
INTERFACE
< RETURN
A/C IDENT DATE GMT

FLTN CITY PAIR
XY-ABCD FEB23 1505 XY-1234 LFBO/LFPO

XY-ABCD FEB23 1505 XY-1234 LFBO/LFPO
LEG DATE GMT PH ATA

LEG DATE GMT PH ATA
< 01 23FEB 1315 06 220000

FMGC 1
< 01 23FEB 1318 06 770000
N2 SENSOR ENG 1
< 01 23FEB 1315 06 220000

FMGC 1
< 01 23FEB 1318 06 770000
N2 SENSOR ENG 1
< 01 23FEB 1328 06 220000

NO FAC1 DATA (INTM)
< 02 24FEB 0928 06 346700
PHC 1 INTERFACE
< 01 23FEB 1328 06 220000

NO FAC1 DATA (INTM)
< 02 24FEB 0928 06 346700
PHC 1 INTERFACE
< 03 27FEB 1915 06 261200
CHECK LGCIU #PHC 2
INTERFACE
< 03 27FEB 1915 06 261200

CHECK LGCIU #PHC 2
INTERFACE
A PRINT ACTION CAUSES

PRINTING OF THE DISPLAYED
PAGE ONLY
A PRINT ACTION CAUSES

PRINTING OF THE DISPLAYED
PAGE ONLY
CFDS Previous Legs Report
CFDS Previous Legs Report

JUN 97
PRINT >
31-41
JUN 97
31-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
Real Time Failures

Aircraft on Ground, and if some Systems
are Affected by a Failure
CFDS.
- Displays in real time the list of systems
affected by an internal or external
failure.
- The display is continuously updated.
NOTE: Chapter 00 in the Trouble

Shooting Manual describes CFDS data
processing, MCDU handling, report
interpretation, and TSM use. Similarly,
chapter 00 in the AMM, Wiring Diagram Manual, and IPC describes use of
those manuals.
Real Time Failures

Aircraft on Ground, and if some Systems
are Affected by a Failure
CFDS.
- Displays in real time the list of systems
affected by an internal or external
failure.
- The display is continuously updated.
RETURN >
< AIDS
VHF
OMU
< RETURN
< CFDS
VHF
OMU
< RETURN
< CFDS
NO GPCU DATA
ADF1 (CLASS 3)
FMGC
< FMGC
NO GPCU DATA
ADF1 (CLASS 3)
FMGC
< AIDS
AVIONICS STATUS
MCDU MENU
AVIONICS STATUS
MCDU MENU
< FMGC
NOTE: Chapter 00 in the Trouble

Shooting Manual describes CFDS data
processing, MCDU handling, report
interpretation, and TSM use. Similarly,
chapter 00 in the AMM, Wiring Diagram Manual, and IPC describes use of
those manuals.
PRINT >
RETURN >
NEXT
PAGE
NEXT
PAGE
< RETURN
NO ILS DATA
DMC 3 (CLASS 3)
< LAST LEG REPORT

NO ILS DATA
DMC 3 (CLASS 3)
< AVIONICS STATUS

AVIONICS STATUS
CFDS MENU
AVIONICS STATUS
CFDS MENU
< LAST LEG REPORT
< AVIONICS STATUS

PRINT >
< RETURN


AVIONICS STATUS
AVIONICS STATUS
NO GPCU DATA
NO GPCU DATA
ADF 1 (CLASS 3)
ADF 1 (CLASS 3)
FMGC
FMGC
VHF
VHF
DMU
DMU
NO ILS DATA
NO ILS DATA
DMC (CLASS 3)
DMC (CLASS 3)
Avionics Status Report
Avionics Status Report
PRINT >
INDICATES THAT A
CLASS 3 FAILURE
HAS BEEN DETECTED
IN DMC3
INDICATES THAT A
CLASS 3 FAILURE
HAS BEEN DETECTED
IN DMC3
31-42
PRINT >
JUN 97
31-42
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
POST FLIGHT REPORT (PFR)

The purpose of the PFR is to present, in a
single report at the end of the flight, the
ECAM Warnings or Maintenance Status
and the failure messages (Class 1 and 2) of
the last flight leg, thereby allowing a correlation. It is the sum of the CFDS Last
Leg Report and Last Leg ECAM Report
items.
This report is split into two main parts:
- ECAM WARNING MESSAGES
contains the ECAM Warnings and
Maintenance Status associated with the
time, the Flight Phase, and the ATA
Chapter reference.
- FAILURE MESSAGES contains the
Maintenance Messages with the time,
the Flight Phase, the ATA reference, and
the source/identifier.
The logbook is the first entry point for

trouble shooting. Associated with the logbook, the PFR is the means to access the
Trouble Shooting Manual (TSM).
NOTE: In the absence of a PFR, most
malfunctions may be located in the
index of the TSM under their respective
headings, I-ECAM, I-EFIS, I-LOCAL,
I-OBSV, and I-CFDS (I is for index).
POST FLIGHT REPORT (PFR)

The purpose of the PFR is to present, in a
single report at the end of the flight, the
ECAM Warnings or Maintenance Status
and the failure messages (Class 1 and 2) of
the last flight leg, thereby allowing a correlation. It is the sum of the CFDS Last
Leg Report and Last Leg ECAM Report
items.
This report is split into two main parts:
- ECAM WARNING MESSAGES
contains the ECAM Warnings and
Maintenance Status associated with the
time, the Flight Phase, and the ATA
Chapter reference.
- FAILURE MESSAGES contains the
Maintenance Messages with the time,
the Flight Phase, the ATA reference, and
the source/identifier.
The logbook is the first entry point for

trouble shooting. Associated with the logbook, the PFR is the means to access the
Trouble Shooting Manual (TSM).
NOTE: In the absence of a PFR, most
malfunctions may be located in the
index of the TSM under their respective
headings, I-ECAM, I-EFIS, I-LOCAL,
I-OBSV, and I-CFDS (I is for index).
PFR
PFR
JUN 97
A319/A320
31-43
JUN 97
31-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

PFR Interpretation
The ECAM WARNING/FAILURES
MESSAGES correlation principle is based
on the GMT and the ATA Chapter first
three digits.
Correlation between ECAM WARNING and FAILURE MESSAGES:
Examples 1, 2, 4:
Entry point: ECAM WARNING MESSAGE.
1st criterion: GMT 2 minutes (may be
consolidated by Flight Phase).
2nd criterion: ATA Chapter first two digits.
The TSM path will be to go to the ECAM
section in the respective ATA chapter
(page block 100). Find the correlated
WARNING and FAILURE in the left and
center columns. The right column of the
same line gives the TSM chapter, subchapter, and page block 200 reference.
Examples 2, 5:
The FAILURE MESSAGE must be correlated with the first occurrence of the
WARNING.
The same WARNING may correlate to a
different FAILURE at another occurrence.
Occurrence time 2 minutes is the most
helpful tool.
31-44
A319/A320

Correlation between ECAM WARNING MESSAGES and IDENTIFIERS:
Example 3:
2nd criterion: ATA of WARNING MESSAGE/ATA which identifier belongs to.
The IDENTIFIER will also help along
with time of occurrence to correlate
related WARNING and FAILURE MESSAGES from different systems, especially
with Class 2 messages.
Messages to be treated individually:
Example 6:
Entry point: FAILURE MESSAGE
Go to the CFDS section of the chapter
listed on the PFR using the FAILURE
MESSAGE (XX-CFDS).
NOTE: In all cases, when in doubt the
master index at the beginning of the
TSM document will direct you to the
correct TSM entry point. Use whatever
information is available to locate yourself in the Index; I-ECAM (for ECAM
indications), I-EFIS (for flags), ILOCAL (for annunciator lights), IOBSV (for observations), I-CFDS (for
FAILURE MESSAGES).
JUN 97
PFR Interpretation
The ECAM WARNING/FAILURES
MESSAGES correlation principle is based
on the GMT and the ATA Chapter first
three digits.
Correlation between ECAM WARNING and FAILURE MESSAGES:
Examples 1, 2, 4:
2nd criterion: ATA Chapter first two digits.
The TSM path will be to go to the ECAM
section in the respective ATA chapter
(page block 100). Find the correlated
WARNING and FAILURE in the left and
center columns. The right column of the
same line gives the TSM chapter, subchapter, and page block 200 reference.
Examples 2, 5:
The FAILURE MESSAGE must be correlated with the first occurrence of the
WARNING.
The same WARNING may correlate to a
different FAILURE at another occurrence.
Occurrence time 2 minutes is the most
helpful tool.
31-44
Correlation between ECAM WARNING MESSAGES and IDENTIFIERS:

Example 3:
2nd criterion: ATA of WARNING MESSAGE/ATA which identifier belongs to.
The IDENTIFIER will also help along
with time of occurrence to correlate
related WARNING and FAILURE MESSAGES from different systems, especially
with Class 2 messages.
Messages to be treated individually:
Example 6:
Entry point: FAILURE MESSAGE
Go to the CFDS section of the chapter
listed on the PFR using the FAILURE
MESSAGE (XX-CFDS).
NOTE: In all cases, when in doubt the
master index at the beginning of the
TSM document will direct you to the
correct TSM entry point. Use whatever
information is available to locate yourself in the Index; I-ECAM (for ECAM
indications), I-EFIS (for flags), ILOCAL (for annunciator lights), IOBSV (for observations), I-CFDS (for
FAILURE MESSAGES).
JUN 97
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PFR Correlation
JUN 97
A319/A320
PFR Correlation
31-45
JUN 97
31-45
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/A321
PFR Filter
When in use, the PFR filter prevents
known anomalies from appearing on the
PFR. The filter data base may be activated after correct uploading. Periodic
updating of the filter data base is necessary.
Following are MCDU menus used to

access the PFR filter to see if a filter is
installed, if it is activated, and to print the
filter contents.
PFR Filter
When in use, the PFR filter prevents
known anomalies from appearing on the
PFR. The filter data base may be activated after correct uploading. Periodic
updating of the filter data base is necessary.
Following are MCDU menus used to

access the PFR filter to see if a filter is
installed, if it is activated, and to print the
filter contents.
PFR Filter
PFR Filter
31-46
A319/A320
JUN 97
31-46
JUN 97
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DIGITAL FLIGHT DATA
RECORDING SYSTEM
The main function of the DFDRS is to
convert various critical flight parameters
into a recordable form and to record them
on a magnetic tape. The stored data is also
available to monitor the condition of the
connected aircraft systems. The system
includes the units and parameters which
are necessary for the mandatory FAA
requirements and an additional part to
standardize the installation for different
customers. The electrical characteristic is
in compliance with ARINC 717.
The FDIU (2TU) is connected to different
aircraft systems. Parameters (data) are
received in discrete and digital form. The
FDIU collects these parameters and converts them for internal processing. A standardized set of flight critical parameters
are transmitted in serialized digital form to
the DFDR (1TU).
These parameters are stored on the

recorder in data frame cycles. The FDIU
generates aircraft data and sends them to
the ARINC 429 output bus. A separate linear accelerometer (6TU) is installed to
provide the FDIU with acceleration data
appearing in the center of gravity. The
SDAC digitizes the analog signal of the
accelerometer and sends it to the FDIU via
an ARINC 429 bus. The EVENT button
is located on the center pedestal. A RCDR
override button (GND CTL - ON) of the
power interlock is located on the overhead
panel.
The basic DFDRS components are:
- a Flight Data Interface Unit (FDIU),
- a Digital Flight Data Recorder (DFDR),
- a Linear Accelerometer (LA),
- a Control Panel (CTL PNL),
- an EVENT marker button (EVENT).
The minimum equipment of a basic
DFDRS (FDIU, DFDR, LA, CTL PNL
and EVENT)
must be installed on each aircraft. This is
to meet the requirement of the FAA for
recording of mandatory parameters.
DIGITAL FLIGHT DATA

RECORDING SYSTEM
The main function of the DFDRS is to
convert various critical flight parameters
into a recordable form and to record them
on a magnetic tape. The stored data is also
available to monitor the condition of the
connected aircraft systems. The system
includes the units and parameters which
are necessary for the mandatory FAA
requirements and an additional part to
standardize the installation for different
customers. The electrical characteristic is
in compliance with ARINC 717.
The FDIU (2TU) is connected to different
aircraft systems. Parameters (data) are
received in discrete and digital form. The
FDIU collects these parameters and converts them for internal processing. A standardized set of flight critical parameters
are transmitted in serialized digital form to
the DFDR (1TU).
These parameters are stored on the

recorder in data frame cycles. The FDIU
generates aircraft data and sends them to
the ARINC 429 output bus. A separate linear accelerometer (6TU) is installed to
provide the FDIU with acceleration data
appearing in the center of gravity. The
SDAC digitizes the analog signal of the
accelerometer and sends it to the FDIU via
an ARINC 429 bus. The EVENT button
is located on the center pedestal. A RCDR
override button (GND CTL - ON) of the
power interlock is located on the overhead
panel.
The basic DFDRS components are:
- a Flight Data Interface Unit (FDIU),
- a Digital Flight Data Recorder (DFDR),
- a Linear Accelerometer (LA),
- a Control Panel (CTL PNL),
- an EVENT marker button (EVENT).
The minimum equipment of a basic
DFDRS (FDIU, DFDR, LA, CTL PNL
and EVENT)
must be installed on each aircraft. This is
to meet the requirement of the FAA for
recording of mandatory parameters.
Digital Flight Data Recorder System (DFDRS)
Digital Flight Data Recorder System (DFDRS)

JUN 97
A319/A320
31-47
JUN 97
31-47
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/A321

System power supply is as follows. The
DFDR and FDIU are supplied with 115
VAC from busbar 202XP. Their circuit
breakers are 7TU and 8TU respectively.
The linear accelerometer is supplied with
28 VDC from busbar 204PP and uses circuit breaker 9TU.
The software controlled functions of the
FDIU are as given below:
- discrete parameter selection,
- selection of parameters from ARINC
429 buses,
- formatting of DFDR data output,
- processing of DADA playback,
- Built-In Test Equipment (BITE),
- serving the RS 232 tester interface,
- DFDR - Cockpit Voice Recorder (CVR)
synchronization.
31-48
A319/A320

To enable the connection of a portable
MCDU or a Portable Data Loader (PDL),
a test connector is installed on the front
panel of the FDIU. The test connector pin
assignment is given in table 8 in the AMM
Chapter 31-34-00. The interface for test
and program is RS 232.
The full 32 data bit word received from
the GMT clock bus (label 150) is used to
generate a frequency modulated output.
This time code word is send to the CVR
via audio output at a rate of 768 bit/second
every 4 seconds (at a beginning of each
data frame) with the Least Significant Bit
(LSB) transmitted first.
JUN 97
System power supply is as follows. The

DFDR and FDIU are supplied with 115
VAC from busbar 202XP. Their circuit
breakers are 7TU and 8TU respectively.
The linear accelerometer is supplied with
28 VDC from busbar 204PP and uses circuit breaker 9TU.
The software controlled functions of the
FDIU are as given below:
- discrete parameter selection,
- selection of parameters from ARINC
429 buses,
- formatting of DFDR data output,
- processing of DADA playback,
- Built-In Test Equipment (BITE),
- serving the RS 232 tester interface,
- DFDR - Cockpit Voice Recorder (CVR)
synchronization.
31-48
To enable the connection of a portable

MCDU or a Portable Data Loader (PDL),
a test connector is installed on the front
panel of the FDIU. The test connector pin
assignment is given in table 8 in the AMM
Chapter 31-34-00. The interface for test
and program is RS 232.
The full 32 data bit word received from
the GMT clock bus (label 150) is used to
generate a frequency modulated output.
This time code word is send to the CVR
via audio output at a rate of 768 bit/second
every 4 seconds (at a beginning of each
data frame) with the Least Significant Bit
(LSB) transmitted first.
JUN 97
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DFDRS Power Supply
JUN 97
A319/A320
DFDRS Power Supply
31-49
JUN 97
31-49
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Underwater Locator Beacon (ULB)
An ULB is directly attached to the front
panel of the DFDR. The beacon actuates
on immersion in water and operates down
to a depth of 6000 meters. It has a detection range of 1800 to 3600 meters. The
ULB can be serviced without disassembly
of the DFDR. Maintenance must be performed at determined time intervals to
replace the battery of the ULB.
Flight Data Interface Unit
With oil pressure on one or both engines,
the power interlock is released for the supply of the DFDR with 115 VAC 400 Hz
power. The FDIU is supplied from busbar
202XP. A dimmable power bus supplies
the control panel indicators.
An EVENT button is installed to record an
event mark on the DFDR.
For maintenance and test purposes on the
ground and for preflight checks there is an
override function to supply the DFDR.
When the GND/CTL button on the overhead panel is pushed an electric latch
holds the override function. The blue ON
push-button light comes on. The override
function supplies the equipment until the
GND/CTL button is pushed again or the
automatic power interlock becomes
active.
To prevent the erasure of stored data, do
not unnecessarily activate the override
function of the power interlock.
Pushing the GND/CTL button on the
overhead panel can detect DFDRS faults.
The blue GND/CTL button light normally
comes on. In case of a Class 2 fault, the
FDIU transmits a failure message to
CFDS. These failures are not indicated to
the crew in flight but are the subject of an
ECAM report on the ground after shut
down of the engines.
If a Class 3 fault occurs the related flag is
31-50
A319/A320

set in the fault memory of the FDIU (up to
30 faults). This fault information is sent to
the CFDIU. These Class 3 faults can be
displayed on the MCDU screen via the
menu function SYSTEM REPORT/TEST
- INST - FDIU. Class 3 faults can wait
until the next scheduled maintenance
check.
In case of malfunction of the CFDS ,
DFDR FAIL and FDIU FAIL are sent
directly via SDAC to the ECAM screen.
The fault signal DFDR FAULT is suppressed in Flight Phase 1,3,4,5,7 and 8.
The status signal FDIU FAULT is suppressed in Flight Phase 3,4,5,7 and 8.
The power interlock and status monitoring
can be partially tested by pushing the
GND/CTL button and selecting the related
CFDS menu SYSTEM REPORT/TEST INST - FDIU on the MCDU. When the
GND/CTL button is pushed it activates
the power interlock and the DFDR with
playback will give a message on the TEST
menu STATUS OF DFDR : PLAYBACK
RECEIVED. If a fault occurs or a DFDR
is not installed the message FAULT/NOT
INSTALLED comes into view. A second
push on the GND/CTL button deactivates
the power interlock and the DFDR stops.
Now the message DFDR OFF/ON PLAYBACK comes into view on the TEST
menu.
The function of a DFDR without playback
cannot be tested. The BITE of the DFDR
can be checked by activating the GND
SCAN menu. To check the correct functioning of the system during operation the
monitoring function in each unit (BITE)
must be continuously active. For test purposes a line test connector is installed on
the FDIU and DFDR front side.
With a separate test, the set internal functions of the FDIU and DFDR can be
JUN 97
Underwater Locator Beacon (ULB)

An ULB is directly attached to the front
panel of the DFDR. The beacon actuates
on immersion in water and operates down
to a depth of 6000 meters. It has a detection range of 1800 to 3600 meters. The
ULB can be serviced without disassembly
of the DFDR. Maintenance must be performed at determined time intervals to
replace the battery of the ULB.
Flight Data Interface Unit
With oil pressure on one or both engines,
the power interlock is released for the supply of the DFDR with 115 VAC 400 Hz
power. The FDIU is supplied from busbar
202XP. A dimmable power bus supplies
the control panel indicators.
An EVENT button is installed to record an
event mark on the DFDR.
For maintenance and test purposes on the
ground and for preflight checks there is an
override function to supply the DFDR.
When the GND/CTL button on the overhead panel is pushed an electric latch
holds the override function. The blue ON
push-button light comes on. The override
function supplies the equipment until the
GND/CTL button is pushed again or the
automatic power interlock becomes
active.
To prevent the erasure of stored data, do
not unnecessarily activate the override
function of the power interlock.
Pushing the GND/CTL button on the
overhead panel can detect DFDRS faults.
The blue GND/CTL button light normally
comes on. In case of a Class 2 fault, the
FDIU transmits a failure message to
CFDS. These failures are not indicated to
the crew in flight but are the subject of an
ECAM report on the ground after shut
down of the engines.
If a Class 3 fault occurs the related flag is
31-50
set in the fault memory of the FDIU (up to

30 faults). This fault information is sent to
the CFDIU. These Class 3 faults can be
displayed on the MCDU screen via the
menu function SYSTEM REPORT/TEST
- INST - FDIU. Class 3 faults can wait
until the next scheduled maintenance
check.
In case of malfunction of the CFDS ,
DFDR FAIL and FDIU FAIL are sent
directly via SDAC to the ECAM screen.
The fault signal DFDR FAULT is suppressed in Flight Phase 1,3,4,5,7 and 8.
The status signal FDIU FAULT is suppressed in Flight Phase 3,4,5,7 and 8.
The power interlock and status monitoring
can be partially tested by pushing the
GND/CTL button and selecting the related
CFDS menu SYSTEM REPORT/TEST INST - FDIU on the MCDU. When the
GND/CTL button is pushed it activates
the power interlock and the DFDR with
playback will give a message on the TEST
menu STATUS OF DFDR : PLAYBACK
RECEIVED. If a fault occurs or a DFDR
is not installed the message FAULT/NOT
INSTALLED comes into view. A second
push on the GND/CTL button deactivates
the power interlock and the DFDR stops.
Now the message DFDR OFF/ON PLAYBACK comes into view on the TEST
menu.
The function of a DFDR without playback
cannot be tested. The BITE of the DFDR
can be checked by activating the GND
SCAN menu. To check the correct functioning of the system during operation the
monitoring function in each unit (BITE)
must be continuously active. For test purposes a line test connector is installed on
the FDIU and DFDR front side.
With a separate test, the set internal functions of the FDIU and DFDR can be
JUN 97
UNITED AIRLINES
UNITED AIRLINES
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checked. It is possible to print out the
BITE memory of the FDIU. The DFDR
playback data is also available on the
FDIU test connector.
NOTE: During the power up test
(BITE), the ECAM warning message
RECORDER FDIU FAULT may
appear for 3 seconds.
The BITE of each unit permanently monitors the FDIU and DFDR. The following
monitoring functions are performed with
microprocessor controlled or related circuitry.
FDIU monitoring:
- operation of the microprocessor,
- operation of the gate arrays,
- operation of the memories,
- operation of the input/output interfaces,
- operation of the DFDR playback signal,
- operation of power supply circuitry for
DFDR.
DFDR monitoring:
- operation of the motion of the tape or
memory,
- operation of the input data stream,
- operation of the recording channel,
- operation of recorded data,
- operation of the power supply circuitry.
JUN 97
A319/A320

Linear Accelerometer (LA)
The task of the LA is to measure the acceleration of the aircraft in all three axis. The
acceleration force moves a pendulum in
the sensing mechanism. Pendulum movement generates a signal proportional in
amplitude to the movement. A servoamplifier amplifies the signal to excite a
torque coil installed on the pendulum.
The current which flows through the
torque coil produces a force which is
directly proportional to the acceleration
force. The voltage drop across a load
resistor connected in series with the torque
coil is an accurate analog signal of the
acceleration and gives the input signal to
the SDAC. The null offset circuit lifts the
null output signal to the required level.
At no acceleration, the lateral and longitudinal axis output signal is 2.6 VDC and
the vertical axis output signal is 1.8 VDC.
Range of measurement:
- Vertical axis (z) = -3 G to +6 G
- Longitudinal axis (x) = -1 G to +1G
- Lateral axis (y) = -1 G to +1 G
PRINTER
The printer (4TW), located on the center
pedestal, is designed to achieve the print
out on high contrast low abrasive paper of
reports coming from various systems such
as ACARS, AIDS, FMGC, CFDIU, and
EVMU either on ground or in flight. Simple one hand in flight or on ground paper
roll loading allows 90 feet of printing.
31-51
checked. It is possible to print out the

BITE memory of the FDIU. The DFDR
playback data is also available on the
FDIU test connector.
NOTE: During the power up test
(BITE), the ECAM warning message
RECORDER FDIU FAULT may
appear for 3 seconds.
The BITE of each unit permanently monitors the FDIU and DFDR. The following
monitoring functions are performed with
microprocessor controlled or related circuitry.
FDIU monitoring:
- operation of the microprocessor,
- operation of the gate arrays,
- operation of the memories,
- operation of the input/output interfaces,
- operation of the DFDR playback signal,
- operation of power supply circuitry for
DFDR.
DFDR monitoring:
- operation of the motion of the tape or
memory,
- operation of the input data stream,
- operation of the recording channel,
- operation of recorded data,
- operation of the power supply circuitry.
JUN 97
Linear Accelerometer (LA)

The task of the LA is to measure the acceleration of the aircraft in all three axis. The
acceleration force moves a pendulum in
the sensing mechanism. Pendulum movement generates a signal proportional in
amplitude to the movement. A servoamplifier amplifies the signal to excite a
torque coil installed on the pendulum.
The current which flows through the
torque coil produces a force which is
directly proportional to the acceleration
force. The voltage drop across a load
resistor connected in series with the torque
coil is an accurate analog signal of the
acceleration and gives the input signal to
the SDAC. The null offset circuit lifts the
null output signal to the required level.
At no acceleration, the lateral and longitudinal axis output signal is 2.6 VDC and
the vertical axis output signal is 1.8 VDC.
Range of measurement:
- Vertical axis (z) = -3 G to +6 G
- Longitudinal axis (x) = -1 G to +1G
- Lateral axis (y) = -1 G to +1 G
PRINTER
The printer (4TW), located on the center
pedestal, is designed to achieve the print
out on high contrast low abrasive paper of
reports coming from various systems such
as ACARS, AIDS, FMGC, CFDIU, and
EVMU either on ground or in flight. Simple one hand in flight or on ground paper
roll loading allows 90 feet of printing.
31-51
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/A321
DFDRS Interconnection Sheet 1
31-52
A319/A320
JUN 97
31-52
JUN 97
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JUN 97
A319/A320

31-53
JUN 97
31-53
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/A321

AIRCRAFT INTEGRATED
DATA SYSTEM (AIDS)
With the integration of modern, state-ofthe-art technology like fly-by-wire or the
Full Authority Digital Engine Control
(FADEC), the complexity of the aircraft
systems leads to the development of the
Centralized Fault Display System (CFDS)
and the Aircraft Integrated Data System
(AIDS).
While the CFDS is intend to assist line
maintenance in isolating faults detected by
the BITE functions of the individual aircraft systems, the main objectives for
AIDS are more of a preventative nature.
Long term trend monitoring of the engines
and the APU avoid expensive unscheduled maintenance actions outside the main
base of the aircraft operator. Continuous
monitoring of the engines and the APU is
also intended to substitute fixed interval
inspections for on demand maintenance.
In addition, AIDS is used for various tasks
like hard landing detection, crew proficiency monitoring, and any type of special
investigations and trouble shooting on a
system level.
AIDS is organized around the Data Management Unit or DMU (1TV) which interfaces with other aircraft systems (see
AIDS Block Diagram). Approximately
13,000 parameters from the 50 ARINC
429 data lines are fed into the DMU.
Based on these parameters, the DMU performs several tasks, the result of which are
either found on the MCDU screen or
through ACARS if they are downloaded
directly to ACARS.
31-54
A319/A320

Data Management Unit
One of the generic functions of the DMU
(1TV) is the generation of reports as a
result of specific events defined by trigger
conditions.
The following are standard AIDS reports:
- Engine Cruise Report <01>,
- Cruise Performance Report <02>,
- Engine Take-Off Report <04>,
- Engine Report O/R <05>
- Engine Gas Path Advisory Report <06>,
- Engine Mechanical Advisory Report
<07>,
- Engine Divergence Report <09>,
- Engine Start Report <10>,
- Engine Run Up Report <11>,
- APU MES/IDLE Report <13>,
- APU Shutdown Report <14>,
- Load Report <15>
- Programmable Report <16>, <17> and
<18>,
- ECS Report <19>.
The AIDS reports are AIDS monitor functions which have a fixed trigger mechanism, fixed data collection and fixed
output formatting. These reports perform
the basic aircraft monitoring functions
which are required. These monitoring
functions collect parameters for trend
analysis of the engines, the aircraft, and
the APU.
Aircraft data are also collected and automatically output during times of aircraft
operational anomalies (i.e., engine overtemperature).
If a report is triggered manual by the
remote print button, then the report is
immediately generated (independent of
any other trigger logic).
The manual or automatically generated
reports stored in memory can be transferred to the printer, ACARS, and the
DAR.
JUN 97
AIRCRAFT INTEGRATED
DATA SYSTEM (AIDS)
With the integration of modern, state-ofthe-art technology like fly-by-wire or the
Full Authority Digital Engine Control
(FADEC), the complexity of the aircraft
systems leads to the development of the
Centralized Fault Display System (CFDS)
and the Aircraft Integrated Data System
(AIDS).
While the CFDS is intend to assist line
maintenance in isolating faults detected by
the BITE functions of the individual aircraft systems, the main objectives for
AIDS are more of a preventative nature.
Long term trend monitoring of the engines
and the APU avoid expensive unscheduled maintenance actions outside the main
base of the aircraft operator. Continuous
monitoring of the engines and the APU is
also intended to substitute fixed interval
inspections for on demand maintenance.
In addition, AIDS is used for various tasks
like hard landing detection, crew proficiency monitoring, and any type of special
investigations and trouble shooting on a
system level.
AIDS is organized around the Data Management Unit or DMU (1TV) which interfaces with other aircraft systems (see
AIDS Block Diagram). Approximately
13,000 parameters from the 50 ARINC
429 data lines are fed into the DMU.
Based on these parameters, the DMU performs several tasks, the result of which are
either found on the MCDU screen or
through ACARS if they are downloaded
directly to ACARS.
31-54
Data Management Unit

One of the generic functions of the DMU
(1TV) is the generation of reports as a
result of specific events defined by trigger
conditions.
The following are standard AIDS reports:
- Engine Cruise Report <01>,
- Cruise Performance Report <02>,
- Engine Take-Off Report <04>,
- Engine Report O/R <05>
- Engine Gas Path Advisory Report <06>,
- Engine Mechanical Advisory Report
<07>,
- Engine Divergence Report <09>,
- Engine Start Report <10>,
- Engine Run Up Report <11>,
- APU MES/IDLE Report <13>,
- APU Shutdown Report <14>,
- Load Report <15>
- Programmable Report <16>, <17> and
<18>,
- ECS Report <19>.
The AIDS reports are AIDS monitor functions which have a fixed trigger mechanism, fixed data collection and fixed
output formatting. These reports perform
the basic aircraft monitoring functions
which are required. These monitoring
functions collect parameters for trend
analysis of the engines, the aircraft, and
the APU.
Aircraft data are also collected and automatically output during times of aircraft
operational anomalies (i.e., engine overtemperature).
If a report is triggered manual by the
remote print button, then the report is
immediately generated (independent of
any other trigger logic).
The manual or automatically generated
reports stored in memory can be transferred to the printer, ACARS, and the
DAR.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
AIDS Block Diagram

JUN 97
A319/A320
AIDS Block Diagram

31-55
JUN 97
31-55
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/A321

The AIDS main menu provides access to
the following functions:
- Parameter Call-Up;
- Parameter Label Call-Up,
- Parameter Alpha Call-Up,
- Parameter Menus.
- Load Status Display,
- List of Previous Reports,
- List of Stored Reports,
- Manual Report Request,
- Assignment of Remote Print,
- SAR/DAR Functions;
- SAR Summary,
- List of SAR stored Records,
- SAR Manual Request,
- DAR PCM,
- DAR Run Control Switch.
- DMU Programming;
-Report Inhibition,
-Report Limits
- Report Internal Counters, Statistic
Counters.
- Micro 3 (user programmable functions
on the 3rd micro processor board).
31-56
A319/A320

Digital AIDS Recorder (DAR)
The installed DAR is an extended storage
Digital AIDS Recorder. The data is stored
on an on-board rewritable optical disk.
The quick access to the disk and the
EJECT push-button is via a door, incorporated n the front panel of the DAR.
JUN 97
The AIDS main menu provides access to

the following functions:
- Parameter Call-Up;
- Parameter Label Call-Up,
- Parameter Alpha Call-Up,
- Parameter Menus.
- Load Status Display,
- List of Previous Reports,
- List of Stored Reports,
- Manual Report Request,
- Assignment of Remote Print,
- SAR/DAR Functions;
- SAR Summary,
- List of SAR stored Records,
- SAR Manual Request,
- DAR PCM,
- DAR Run Control Switch.
- DMU Programming;
- Report Inhibition,
- Report Limits
- Report Internal Counters, Statistic
Counters.
- Micro 3 (user programmable functions
on the 3rd micro processor board).
31-56
Digital AIDS Recorder (DAR)

The installed DAR is an extended storage
Digital AIDS Recorder. The data is stored
on an on-board rewritable optical disk.
The quick access to the disk and the
EJECT push-button is via a door, incorporated n the front panel of the DAR.
JUN 97
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A319/A320 /A321
AIDS Power Supply (DMU, DAR)

JUN 97
A319/A320
AIDS Power Supply (DMU, DAR)

31-57
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Master Caution and Warning Lights

Master Caution and Warning Lights

MASTER WARN Lights

Flash red for Class 1 Level 3 warnings. Accompanied by an aural
warning (i.e., continuous repetitive chime, synthetic voice).
The lights extinguish when:
- Either MASTER WARN light is pushed (except for certain
warnings, such as overspeed and stall).
- The warning no longer exists.
- The CLR key on the ECAM control panel is pushed (except for
certain warnings, such as overspeed and stall).
- The EMER CANC key on the ECAM control panel is pushed.
The aural warning stops when:
MASTER WARN Lights

Flash red for Class 1 Level 3 warnings. Accompanied by an aural
warning (i.e., continuous repetitive chime, synthetic voice).
The lights extinguish when:
- The CLR key on the ECAM control panel is pushed (except for
certain warnings, such as overspeed and stall).
The aural warning stops when:
CHRONO
CHRONO
CHRONO
MASTER
MASTER
MASTER
WARN
WARN
WARN
SIDE STICK PRIORITY
SIDE STICK PRIORITY
CAPT
F/O
MASTER
CAUT
MASTER
MASTER
CAUT
CAUT
MASTER
WARN
SIDE STICK PRIORITY
SIDE STICK PRIORITY
CAPT
F/O
MASTER
CAUT
MASTER CAUT Lights

Illuminate amber for Class 1 Level 2 cautions. Accompanied
by a single chime.
The lights extinguishes when:
- Either MASTER CAUT light is pushed.
- The caution no longer exists
- The CLR key on the ECAM control panel is pushed.
MASTER CAUT Lights

Illuminate amber for Class 1 Level 2 cautions. Accompanied
by a single chime.
The lights extinguishes when:
- Either MASTER CAUT light is pushed.
- The caution no longer exists
- The CLR key on the ECAM control panel is pushed.
31-58
CHRONO
JUN 97
31-58
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
ECAM Control Panel

T.O. CONFIG Key
When pushed, simulates takeoff
power application to trigger a warning if the airplane is not properly
configured for takeoff. If the airplane is properly configured, the
T.O. CONFIG NORMAL message
in the takeoff memo displays green.
ECAM Control Panel

T.O. CONFIG Key
When pushed, simulates takeoff
power application to trigger a warning if the airplane is not properly
configured for takeoff. If the airplane is properly configured, the
T.O. CONFIG NORMAL message
in the takeoff memo displays green.
System Page Keys

When pushed, the related system page
appears on the lower ECAM display.
Illuminates after manual selection or
when an advisory is detected. If
pushed a second time while illuminated, the system page for the present
phase of flight or current warning
appears.
ECAM
ECAM
UPPER DISPLAY
OFF
BRT
UPPER DISPLAY
EMER
CANC
T.O.
CONFIG
ENG
BLEED PRESS
ELEC
HYD
APU
COND
DOOR
WHEEL
F/CTL
STS
RCL
FUEL
OFF
CLR
ALL
ECAM Control Knobs

Selects respective display ON/OFF and
controls brightness (brightness is also
automatically adjusted with changing light
conditions).
When the upper ECAM display is selected
OFF, the E/WD automatically transfers to
the lower ECAM display.
ENG
BLEED PRESS
APU
COND
CLR
CLR
OFF
BRT
JUN 97
BRT
EMER
CANC
T.O.
CONFIG
ELEC
HYD
DOOR
WHEEL
F/CTL
STS
RCL
LOWER DISPLAY
LOWER DISPLAY
OFF
System Page Keys

When pushed, the related system page
appears on the lower ECAM display.
Illuminates after manual selection or
when an advisory is detected. If
pushed a second time while illuminated, the system page for the present
phase of flight or current warning
appears.
EMER CANC Key

When pushed:
- Warnings: Present aural warning is
canceled. MASTER WARN lights
extinguish. ECAM message display is
not affected.
- Cautions: Present caution (single
chime, MASTER CAUT lights, ECAM
message) is canceled for remainder of
flight. STATUS page is automatically
displayed. CANCELED CAUTION
message and the title of the inhibited
failure appear. The inhibition is
suppressed after AC power application
until first engine start, but can be
manually recalled by pushing RCL key
for more than 3 seconds.
31-59
ALL
CLR
BRT
ECAM Control Knobs

Selects respective display ON/OFF and
controls brightness (brightness is also
automatically adjusted with changing light
conditions).
When the upper ECAM display is selected
OFF, the E/WD automatically transfers to
the lower ECAM display.
JUN 97
FUEL
EMER CANC Key

When pushed:
- Warnings: Present aural warning is
canceled. MASTER WARN lights
extinguish. ECAM message display is
not affected.
- Cautions: Present caution (single
chime, MASTER CAUT lights, ECAM
message) is canceled for remainder of
flight. STATUS page is automatically
displayed. CANCELED CAUTION
message and the title of the inhibited
failure appear. The inhibition is
suppressed after AC power application
until first engine start, but can be
manually recalled by pushing RCL key
for more than 3 seconds.
31-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
ECAM Control Panel

ECAM Control Panel

CLR Keys
Illuminate when an ECAM
warning, caution, or status
message is displayed. When
an illuminated CLR key is
pushed, the ECAM display
will change.
RCL Key
When pushed, recalls warning and
caution messages that have been suppressed with the CLR key or automatic
Flight Phase inhibition. NORMAL
appears for 5 seconds with no current
warnings or cautions. When pushed
for more than 3 seconds, caution messages suppressed by the EMER CANC
key are recalled.
BRT
RCL Key
When pushed, recalls warning and
caution messages that have been suppressed with the CLR key or automatic
Flight Phase inhibition. NORMAL
appears for 5 seconds with no current
warnings or cautions. When pushed
for more than 3 seconds, caution messages suppressed by the EMER CANC
key are recalled.
UPPER DISPLAY
EMER
CANC
T.O.
CONFIG
ENG
BLEED PRESS
ELEC
HYD
APU
COND
DOOR
WHEEL
F/CTL
STS
RCL
FUEL
OFF
BRT
EMER
CANC
T.O.
CONFIG
ENG
BLEED PRESS
ELEC
HYD
APU
COND
DOOR
WHEEL
F/CTL
STS
RCL
LOWER DISPLAY
LOWER DISPLAY
CLR
OFF
CLR Keys
Illuminate when an ECAM
warning, caution, or status
message is displayed. When
an illuminated CLR key is
pushed, the ECAM display
will change.
ECAM
ECAM
UPPER DISPLAY
OFF
A319/A320
ALL
CLR
CLR
OFF
BRT
STS Key
Illuminates when ECAM STATUS page
is displayed. When pushed, the STATUS
page is displayed on the ECAM lower display. When pushed with no present status
messages, NORMAL appears for 5 seconds. The STATUS page may be cleared
by pushing the STS key a second time, or
by pushing the CLR key.
ALL Key
When pushed and held, all system pages
are displayed in succession at one-second
intervals. If the ECAM control panel fails,
push and hold the ALL key until the
desired system page appears, and then
release the key to maintain the display.
If only one ECAM screen is available,
repeatedly pressing the ALL key will
cycle to the desired page.
JUN 97
ALL
CLR
BRT
STS Key
Illuminates when ECAM STATUS page
is displayed. When pushed, the STATUS
page is displayed on the ECAM lower display. When pushed with no present status
messages, NORMAL appears for 5 seconds. The STATUS page may be cleared
by pushing the STS key a second time, or
by pushing the CLR key.
ALL Key
When pushed and held, all system pages
are displayed in succession at one-second
intervals. If the ECAM control panel fails,
push and hold the ALL key until the
desired system page appears, and then
release the key to maintain the display.
If only one ECAM screen is available,
repeatedly pressing the ALL key will
cycle to the desired page.
NOTE: In the event of ECAM control
panel failure, the CLR, RCL, STS,
EMER CANC and ALL keys remain
operative.
NOTE: In the event of ECAM control

panel failure, the CLR, RCL, STS,
EMER CANC and ALL keys remain
operative.
31-60
FUEL
31-60
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
ECAM Engine/Warning Display

Location: Center Instrument Panel
Engine Control Parameters
Displays EPR, EGT, N1, N2 data, as
well as throttle indication, thrust limit
mode, EPR rating limit, FLEX takeoff
temperature.
Fuel Indication
Displays fuel flow for each
engine and FOB.
Flaps/Slats
Position
ECAM Engine/Warning Display

Engine Control Parameters
Displays EPR, EGT, N1, N2 data, as
well as throttle indication, thrust limit
mode, EPR rating limit, FLEX takeoff
temperature.
1.2
1.6
EPR
1.223
1.4
1.4
REV 1.6
EGT
C
420
FLX
100.1
+99.8
N1
%
N2
%
F.F.
3400
8
Flaps/Slats
Position
3300
1.6
EPR
1
FLX
FOB: 29000 LBS
EGT
C
FLAP
F.F.
3400
8
100.1
+99.8
99.9+
Memo/Failure Information
(Right Side of Display)
- Displays memos during normal
operation.
- When system failure is detected, memos
remain displayed until the crew performs
required action.
- Once required action is performed,
displays secondary failures.
- When ECAM CLR key is pushed a
second time, previous memo
information reappears.
- When ECAM CLR key is pushed a third
time, status reminder (STS) appears.
31-61
N1
%
N2
%
3300
FLAP
10
95.1
99.9+
(Left Side of Display)
operation.
- When system failure is detected,
displays independent failure and
required action.
- Once action is performed, displays
independent and primary failure.
- When ECAM CLR key is pushed,
previous memo information reappears.
JUN 97
LBS/H
FOB: 29000 LBS
S
4
35C
440
F
10
1.503
1.223
420
95.1
1.2
1.223
10
1.4
REV 1.6
LBS/H
440
(Left Side of Display)
operation.
- When system failure is detected,
displays independent failure and
required action.
- Once action is performed, displays
independent and primary failure.
- When ECAM CLR key is pushed,
previous memo information reappears.
JUN 97
1.2
35C
S
10
1.503
1.223
Fuel Indication
Displays fuel flow for each
engine and FOB.
IDLE
IDLE
1.4
1.2
A319/A320
(Right Side of Display)
operation.
- When system failure is detected, memos
remain displayed until the crew performs
required action.
- Once required action is performed,
displays secondary failures.
- When ECAM CLR key is pushed a
second time, previous memo
information reappears.
- When ECAM CLR key is pushed a third
time, status reminder (STS) appears.
31-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
ECAM System Display

ECAM System Display

ENGINE
F. USED
1530
1560
LBS
OIL
11.5
11.5
VIB
(N1)
0.8
0.9
VIB
(N2)
1.2
1.3
Flight Phase Page

Displays Flight Phase related
system page during normal
operations (Cruise page shown
in this example).
ENGINE
VIB
F. USED
1530
1560
LBS
OIL
11.5
11.5
AIR
LDG ELEV AUTO
CKPT
FWD
65
72
AFT
AFT
84
75
FUEL
LBS
500
250
CAB ALT FT
700
FOB
24160
APU
22
RIGHT
CTR
10680
C
TAT + 5
SAT + 2
14
05
1400
10680
14
0.9
(N2)
1.2
1.3
22
GW 129800
LBS
H 34
NOTE: See the CONTROLS & INDICATIONS section of a particular chapter to see examples of system pages, i.e.,
see Chapter 49 CONTROLS & INDICATIONS to see the APU system page.
31-62
LDG ELEV AUTO
CKPT
FWD
65
72
AFT
System Page
- Automatically replaces Flight
Phase page after a failure to
display affected system
synoptic.
- As required action is
performed, the system synoptic
changes to display the new
configuration.
- If the ECAM CLR key remains
illuminated, another system
page is available for viewing or
the STATUS page remains for
display. The respective page
appears when the ECAM CLR
key is pushed.
- Pushing the ECAM CLR key
after viewing the STATUS
page causes the Flight Phase
page to reappear.
JUN 97
AFT
84
75
FUEL
LBS
F. USED 1
500
250
CAB ALT FT
4150
F. USED 2
700
700
FOB
24160
APU
LEFT
22
RIGHT
CTR
1400
10680
C
TAT + 5
SAT + 2
14
C
C
05
1400
10680
14
22
GW 129800
LBS
H 34
NOTE: See the CONTROLS & INDICATIONS section of a particular chapter to see examples of system pages, i.e.,
see Chapter 49 CONTROLS & INDICATIONS to see the APU system page.
31-62
FT
CAB V/S FT/MIN
75
4150
F. USED 2
700
AIR
FT
CAB V/S FT/MIN
75
F. USED 1
1400
0.8
VIB
Flight Phase Page

Displays Flight Phase related
system page during normal
operations (Cruise page shown
in this example).
QT
QT
LEFT
(N1)
System Page
- Automatically replaces Flight
Phase page after a failure to
display affected system
synoptic.
- As required action is
performed, the system synoptic
changes to display the new
configuration.
- If the ECAM CLR key remains
illuminated, another system
page is available for viewing or
the STATUS page remains for
display. The respective page
appears when the ECAM CLR
key is pushed.
- Pushing the ECAM CLR key
after viewing the STATUS
page causes the Flight Phase
page to reappear.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
Switching Panel
Location: Forward Control Pedestal
Switching Panel
ATT HDG Selector
NORM: IR 1 supplies data to PFD 1, ND 1, and
RMI/VOR DME.
IR 2 supplies data to PFD 2 and ND 2.
CAPT 3: IR 3 replaces IR 1.
F/O3:
IR 3 replaces lR 2.
ATT HDG Selector

NORM: IR 1 supplies data to PFD 1, ND 1, and
RMI/VOR DME.
F/O3:
IR 3 replaces lR 2.
AIR DATA Selector

NORM: ADR 1 supplies data to PFD 1, ND 1,
and RMI/VOR DME.
ADR 2 supplies data to PFD 2 and ND 2.
CAPT 3: ADR 3 replaces ADR 1.
F/O 3: ADR 3 replaces ADR 2.
AIR DATA Selector

and RMI/VOR DME.
ADR 2 supplies data to PFD 2 and ND 2.
F/O 3: ADR 3 replaces ADR 2.
SWITCHING
SWITCHING
CAPT
3
ATT HDG
NORM
F/O
3
CAPT
3
AIR DATA
NORM
F/O
3
CAPT
3
EIS DMC
NORM
F/O
3
ECAM / ND XFR
NORM
CAPT
F/O
CAPT
3
ATT HDG
NORM
F/O
3
AIR DATA
NORM
CAPT
3
F/O
3
CAPT
3
EIS DMC
NORM
EIS DMC Selector

NORM: DMC 1 supplies data to PFD 1, ND 1, and
upper ECAM display.
DMC 2 supplies data to PFD 2, ND 2, and
lower ECAM display.
CAPT 3: DMC 3 replaces DMC 1.
F/O 3: DMC 3 replaces DMC 2.
EIS DMC Selector

upper ECAM display.
lower ECAM display.
F/O 3: DMC 3 replaces DMC 2.
NOTE: In the event of a DMC failure, a diagonal

line appears on the associated display units.

F/O
3
ECAM / ND XFR
NORM
CAPT
F/O
ECAM/ND XFR Selector

NORM: SD appears on lower ECAM display.
CAPT: Transfers SD to Captain's ND.
F/O:
Transfers SD to First Officer's ND.

CAPT: Transfers SD to Captain's ND.
F/O:
Transfers SD to First Officer's ND.
NOTE: In case of E/W and SD failure, the selector

allows the E/W to transfer to either ND.
NOTE: In case of E/W and SD failure, the selector

allows the E/W to transfer to either ND.
JUN 97
31-63
JUN 97
31-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
Miscellaneous EFIS Controls

Location: Captain and First Officer Panels
Miscellaneous EFIS Controls

PFD Brightness Control Knob
Manually adjusts on-side PFD brightness. When PFD is selected OFF, the PFD
on-side ND (ND may be recovered by
pushing the PFD / ND XFR switch).
PFD / ND XFR Switch

Interchanges the on-side PFD
and ND displays.
PFD / ND XFR Switch

Interchanges the on-side PFD
and ND displays.
PFD/ND
XFR
PFD
OFF

Manually adjusts on-side PFD brightness. When PFD is selected OFF, the PFD
on-side ND (ND may be recovered by
pushing the PFD / ND XFR switch).
BRT
LOUD SPEAKER
OFF
PFD/ND
XFR
PFD
ND
OFF
BRT
BRT
LOUD SPEAKER
CONSOLE/FLOOR
BRT
OFF
MAX
DIM
OFF
OFF
MAX
OFF
ND Brightness Control Knob

Manually adjusts on-side ND brightness.
Outer knob controls the brightness of the
weather radar image only. Inner knob
controls the general brightness of the ND
symbology.

Manually adjusts on-side ND brightness.
weather radar image only. Inner knob
controls the general brightness of the ND
symbology.
31-64
BRT
CONSOLE/FLOOR
BRT
DIM
OFF
ND
JUN 97
31-64
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
Clock
Location: Forward Instrument Panel
Clock
Sweep Second Hand

Indicates chronometer seconds.
DATE Button
Sets the chronometer in the
date mode. The date is set by
positioning the UTC selector
to HSD (day), MSM (month)
and HLDY (year). Return
the UTC selector to the RUN
position. Pressing the DATE
button again will resume the
display of UTC time.
CHR Button
First push starts sweep second
hand and minutes display in the
ET/CHR indicator. Second push
stops second hand and freezes
minutes display. Third push
resets second hand to the 12
o'clock position and blanks CHR
indicator.
Sweep Second Hand

CHR Button
First push starts sweep second
hand and minutes display in the
ET/CHR indicator. Second push
stops second hand and freezes
minutes display. Third push
resets second hand to the 12
o'clock position and blanks CHR
indicator.
60
60
50
40
RUN
UTC
ET/CHR
10
50
20
40
RUN
RUN
30
HOLD
ET
ET
20
RUN
HLDV
TC MSM
REST
UTC Selector
Sets the time.
HSD - Hours.
MSM - Minutes.
HLDY - Hold.
RUN - Clock will begin
normal operation.
ET Selector
RUN - Starts the elapsed time counter.
HOLD - Freezes counter time.
RESET - Resets counter to zero.
UTC Selector
Sets the time.
HSD - Hours.
MSM - Minutes.
HLDY - Hold.
RUN - Clock will begin
normal operation.
ET Counter
Displays elapsed and chronograph time. Chronograph time display has priority over elapsed time. If elapsed time is in operation, and the chronograph
time is selected, the ET/CHR display will change to zero and start to count
chronograph time on the ET/CHR display. The elapsed time will continue
to accumulate. When the chronograph time is reset, the accumulated
elapsed time will show on the ET/CHR display.
NOTE: Later style clock shown.
ET Counter
Displays elapsed and chronograph time. Chronograph time display has priority over elapsed time. If elapsed time is in operation, and the chronograph
time is selected, the ET/CHR display will change to zero and start to count
chronograph time on the ET/CHR display. The elapsed time will continue
to accumulate. When the chronograph time is reset, the accumulated
elapsed time will show on the ET/CHR display.
NOTE: Later style clock shown.
ET/CHR
10
HSD
HSD
JUN 97
UTC
30
HOLD
HLDV
TC MSM
REST
ET Selector
RUN - Starts the elapsed time counter.
HOLD - Freezes counter time.
RESET - Resets counter to zero.
DATE
CHR
DATE
CHR
DATE Button
Sets the chronometer in the
date mode. The date is set by
positioning the UTC selector
to HSD (day), MSM (month)
and HLDY (year). Return
the UTC selector to the RUN
position. Pressing the DATE
button again will resume the
display of UTC time.
31-65
JUN 97
31-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
AIDS
AIDS
MCDU MENU
MCDU MENU
< FMGC
< FMGC
< AIDS
< AIDS
< CFDS
< CFDS
RETURN >
RETURN >
AIDS
AIDS
CALL-UP
< PARAM
< SAR
< MICRO 3
ASSIGNMENT
< REMOTE PRINT
DAR = RUNNING
31-66
CALL-UP
< PARAM
LOAD STATUS >
< PROGRAMMING
AIDS (TIMEOUT)
A319/A320
LOAD STATUS >
< PROGRAMMING
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
AIDS (TIMEOUT)
< SAR
< MICRO 3
ASSIGNMENT
< REMOTE PRINT
STOP *
DAR = RUNNING
JUN 97
31-66
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
STOP *
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
AIDS - CALL-UP PARAM -Label
AIDS - CALL-UP PARAM -Label
AIDS PARAM CALL-UP
AIDS
CALL-UP
< PARAM
LOAD STATUS >
<PROGRAMMING
<SAR
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
DAR = RUNNING
STOP *
AIDS PARAM CALL-UP
AIDS
< PARAM LABEL CALL-UP
CALL-UP
< PARAM
< PARAM ALPHA CALL-UP
<PROGRAMMING
< MENUS
<SAR
LOAD STATUS >
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
< RETURN
DAR = RUNNING
A319/A320
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
STOP *

< MENUS
< RETURN
AIDS PAR LAB CALL-UP 1/8

EQ SYS LAB SDI DATABITS
## # ### ##
(18)

## #
### ##
(18)

1C 1 344 01
12
344 01
1737
SSM DATABITS 28-11
110 011011001001011010
## # ### ##
(18)

## # ### ##
(18)

1C 1 344 01
12
344 01
1737
SSM DATABITS 28-11
110 011011001001011010
## # ### ##
(18)
< RETURN
< RETURN
< RETURN
< RETURN

## #
### ##
(18)
JUN 97
PRINT *
PRINT *
31-67
JUN 97
PRINT *
PRINT *
31-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
AIDS - CALL-UP PARAM - Alpha
AIDS - CALL-UP PARAM - Alpha
AIDS PARAM CALL-UP
AIDS
CALL-UP
< PARAM
LOAD STATUS >
<PROGRAMMING
<SAR
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
DAR = RUNNING
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
STOP *
AIDS PARAM CALL-UP
AIDS
CALL-UP
< PARAM
<PROGRAMMING
< MENUS
<SAR
LOAD STATUS >
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
< RETURN
DAR = RUNNING
A319/A320
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
STOP *

< MENUS
< RETURN
AIDS ALPHA CALL-UP 1/5
CLEAR ALL *
ALPHA SOURCE POS VALUE
####
CLEAR ALL *
####
####
CLEAR ALL *
RSP1 FCDC-1 1: -11.53
DEG FCDC-1 2: -11.12
####
####
CLEAR ALL *
RSP1 FCDC-1 1: -11.53
DEG FCDC-1 2: -11.12
####
####
####
####
####
####
####
####
< RETURN
PRINT *
31-68
< RETURN
< RETURN
PRINT *
JUN 97
31-68
####
PRINT *
< RETURN
PRINT *
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
AIDS - CALL-UP PARAM - Menu
AIDS - CALL-UP PARAM - Menu
AIDS PARAM CALL-UP
AIDS
CALL-UP
< PARAM
LOAD STATUS >
<PROGRAMMING
<SAR
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
DAR = RUNNING
STOP *
AIDS PARAMETER MENU

< FLIMOD
< REPORT1
< DIVERGENCE
< RETURN
JUN 97
PRINT *
AIDS PARAM CALL-UP
AIDS
CALL-UP
< PARAM
<PROGRAMMING
< MENUS
<SAR
LOAD STATUS >
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
< RETURN
DAR = RUNNING
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
STOP *
AIDS PARAMETER MENU
FLIMOD
ALPHA SOURCE VALUE UNIT
FM
DMU
6
-----IVV
ADIRU 100
FT/MN
N2
ECU1
092.2 #
ECU2
091.7 #
N1
ECU1
090.0 #
ECU2
089.2 #
SLAT SFDC1 10.0 DEG
SFDC2 10.2 DEG
DEG C
TAT ADIRU
-5
ALT ADIRU
29000 FEET
< RETURN
PRINT *
< FLIMOD
< REPORT1
< DIVERGENCE
< RETURN
31-69
JUN 97
A319/A320
PRINT *

< MENUS
< RETURN
FLIMOD
ALPHA SOURCE VALUE UNIT
FM
DMU
6
-----IVV
ADIRU 100
FT/MN
N2
ECU1
092.2 #
ECU2
091.7 #
N1
ECU1
090.0 #
ECU2
089.2 #
SLAT SFDC1 10.0 DEG
SFDC2 10.2 DEG
DEG C
TAT ADIRU
-5
ALT ADIRU
29000 FEET
< RETURN
PRINT *
31-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
AIDS - DMU PROGRAMMING
AIDS - DMU PROGRAMMING
AIDS DMU PROGRAMMING
AIDS
CALL-UP
< PARAM
LOAD STATUS >
<PROGRAMMING
<SAR
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
DAR = RUNNING
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
STOP *

REPORT
< INHIBIT
REPORT
< LIMITS
REPORT
< INT COUNTERS
STATISTIC
< COUNTERS
< RETURN
LOAD STATUS >
<PROGRAMMING
<SAR
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
PRINT *
DAR = RUNNING
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
STOP *

REPORT
< INHIBIT
REPORT
< LIMITS
REPORT
< INT COUNTERS
STATISTIC
< COUNTERS
AIDS REPORT COUNTERS

< REPORT 1
AIDS
CALL-UP
< PARAM
* ENTER PASSWORD
A3XX DMU VERSION
P/N
: ED45XXXX
D1 P/N: 360-XXXX-YYY
SETUP DATA BASE
VVVV/LLLL
DDMMYY
< PROGRAMMING MENUS
REPORT 13 >
< REPORT 2
< REPORT 4
< REPORT 9
PRINT *
31-70
* ENTER PASSWORD
A3XX DMU VERSION
P/N
: ED45XXXX
D1 P/N: 360-XXXX-YYY
SETUP DATA BASE
VVVV/LLLL
DDMMYY
< PROGRAMMING MENUS
< RETURN
PRINT *
AIDS REPORT COUNTERS

< REPORT 1
REPORT 13 >
< REPORT 2
< REPORT 4
< REPORT 9
< REPORT 10
< REPORT 10
< RETURN
A319/A320
< RETURN
< RETURN
JUN 97
31-70
PRINT *
< RETURN
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
AIDS - LOAD STATUS
AIDS - LOAD STATUS
AIDS SOFTWARE LOADING
AIDS
CALL-UP
< PARAM
<PROGRAMMING
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
DAR = RUNNING
LOAD STATUS >
<PROGRAMMING
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
XXXXXXXXXXXXXXXXXX
<SAR
YYYYYYYYYYYYYY
STOP *
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
PRINT *
< RETURN
AIDS SOFTWARE LOADING
AIDS
CALL-UP
< PARAM
LOAD STATUS >
<SAR
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
DAR = RUNNING
FILE : XXXXXX.XX
PERFORMED = YY/NN
REPORT
PERFORMED = YY/NN
REPORT
STOP *
AIDS DATABASE LOADING
JUN 97
PERFORMED = YY/NN
PERFORMED = YY/NN
< RETURN
PERFORMED = YY/NN
LOAD COMPLETED
LOAD FAILED
PRINT *

FILE : XXXXXX.XX
FILE : XXXXXX.XX
LOAD COMPLETED
PRINT *
< RETURN
IF ANY ERROR
IF ANY ERROR
< RETURN
YYYYYYYYYYYYYY
RETURN KEY NOT VALID

DURING LOADING
RETURN KEY NOT VALID

DURING LOADING
PERFORMED = YY/NN
XXXXXXXXXXXXXXXXXX

FILE : XXXXXX.XX
A319/A320
< RETURN
PRINT *
31-71
JUN 97
LOAD FAILED
PRINT *
< RETURN
PRINT *
31-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
AIDS - REPORTS- PREVIOUS & STORED
AIDS - REPORTS- PREVIOUS & STORED
AIDS
CALL-UP
< PARAM
LOAD STATUS >
<PROGRAMMING
<SAR
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
DAR = RUNNING
STOP *
AIDS STORED REPORTS 1/5
AIDS
AIDS PREVIOUS REPORTS X/Y

NO CODE DATE UTC LEG
02 3000 JAN23 165208 000
07 4500 JAN23 164357 000
13 4700 JAN23 155102 000
04 4004 JAN22 204159 001
09 5000 JAN21 071732 002
19 3000 JAN20 155742 003
19 3000 JAN20 153501 003
07 4400 JAN20 152158 003
15 3000 JAN20 151433 003
02 5000 JAN18 113652 004
< RETURN
CALL-UP
< PARAM
LOAD STATUS >
<PROGRAMMING
<SAR
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
DAR = RUNNING
STOP *
A319/A320
AIDS PREVIOUS REPORTS X/Y

NO CODE DATE UTC LEG
02 3000 JAN23 165208 000
07 4500 JAN23 164357 000
13 4700 JAN23 155102 000
04 4004 JAN22 204159 001
09 5000 JAN21 071732 002
19 3000 JAN20 155742 003
19 3000 JAN20 153501 003
07 4400 JAN20 152158 003
15 3000 JAN20 151433 003
02 5000 JAN18 113652 004
< RETURN
< 01:ENG CRUISE
< 14:APU SHUTDOWN
< 01:ENG CRUISE
< 14:APU SHUTDOWN
< 02:CRUISE PERFORMANCE
< 15:LOAD REPORT
< 02:CRUISE PERFORMANCE
< 15:LOAD REPORT
< 04:ENG TAKE OFF
< 19:ECS REPORT
< 04:ENG TAKE OFF
< 19:ECS REPORT
< 05:ENG ON REQUEST
< 31:PROG REPORT
< 05:ENG ON REQUEST
< 31:PROG REPORT
< 06:ENG GAS PATH ADV
< 32:PROG REPORT
< 06:ENG GAS PATH ADV
< RETURN
PRINT *
< RETURN
< RETURN
PRINT *
< 32:PROG REPORT

PRINT *
< RETURN
< 07:ENG MECH ADVS
< 33:PROG REPORT
< 07:ENG MECH ADVS
< 33:PROG REPORT
< 09:ENG DIVERGENCE
< 34:PROG REPORT
< 09:ENG DIVERGENCE
< 34:PROG REPORT
< 10:ENG START
< 35:PROG REPORT
< 10:ENG START
< 35:PROG REPORT
< 11:ENG RUN UP
< 36:PROG REPORT
< 11:ENG RUN UP
< 36:PROG REPORT
< 13:APU MES/IDLE
< 37:PROG REPORT
< 13:APU MES/IDLE
< RETURN
PRINT *
31-72
< RETURN
< RETURN
PRINT *
JUN 97
31-72
PRINT *
< 37:PROG REPORT

PRINT *
< RETURN
PRINT *
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
AIDS - MAN REQST REPORTS
AIDS - MAN REQST REPORTS
AIDS
AIDS
CALL-UP
< PARAM
CALL-UP
< PARAM
LOAD STATUS >
<PROGRAMMING
<SAR
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
A319/A320
LOAD STATUS >
<PROGRAMMING
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
<SAR
<MICRO 3
ASSIGNMENT
<REMOTE PRINT
STOP *
DAR = RUNNING
AIDS MAN REQST REPRT 1/4
LIST OF
PREV REP >
STORED
REPORTS >
MAN REQST
REPORTS >
STOP *
DAR = RUNNING
PRINT (SED STORE)
PRINT (SED STORE)
PRINT (SED STORE)
* 01:ENG CRUISE
* 10:ENG START ENG1
* 01:ENG CRUISE
* 10:ENG START ENG1
* 02:CRUISE PERFORMANCE
* 10:ENG START ENG2
* 02:CRUISE PERFORMANCE
* 10:ENG START ENG2
* 04:ENG TAKE OFF
* 11:ENG RUN UP
* 04:ENG TAKE OFF
* 11:ENG RUN UP
* 05:ENG ON REQUEST
* 13:ENG MES/IDLE
* 05:ENG ON REQUEST
< RETURN
PRINT *
< RETURN
< RETURN
PRINT *
* 13:ENG MES/IDLE
PRINT *
PRINT (SED STORE)
< RETURN
PRINT (SED STORE)
PRINT (SED STORE)
PRINT (SED STORE)
PRINT (SED STORE)
* 06:ENG GAS PATH ADV
* 14:APU SHUTDOWN
* 06:ENG GAS PATH ADV
* 14:APU SHUTDOWN
* 07:ENG MECH ADVS ENG1
* 15:LOAD REPORT
* 15:LOAD REPORT
* 19:ECS REPORT
* 19:ECS REPORT
* 09:ENG DIVERGENCE
* 31:PROG REPORT
* 09:ENG DIVERGENCE
* 31:PROG REPORT
< RETURN
JUN 97
PRINT *
< RETURN
< RETURN
PRINT *
31-73
JUN 97
PRINT *
PRINT *
< RETURN
PRINT *
31-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
CFDS - AIDS Trouble Shooting
CFDS - AIDS Trouble Shooting
MCDU MENU
< FMGC
< AIDS
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< AIDS
INST >
L/G >
NAV >
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
< PNEU
< APU
< AVIONICS STATUS

< AVIONICS STATUS

< RETURN
< ECAM1
< ECAM2
< FDIU
< WBS1
< WBS2
< RETURN
CFDIU >
EIS 1 >
EIS 2 >
EIS 3 >
DMU >
NOTE: These following menus are

accessed through CFDS - SYSTEM
REPORT/TEST - INSTR - DMU- AIDS.
ENG >
TOILET >
SYSTEM REPORT/TEST
SYSTEM REPORT/TEST
31-74
< PNEU
< APU
< LAST LEG REPORT

ENG >
TOILET >
< RETURN
< ECAM1
< ECAM2
< FDIU
< WBS1
< WBS2
< RETURN
CFDS MENU
CFDS MENU
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEG REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
CFDIU >
EIS 1 >
EIS 2 >
EIS 3 >
DMU >
NOTE: These following menus are

accessed through CFDS - SYSTEM
REPORT/TEST - INSTR - DMU- AIDS.
JUN 97
31-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
CFDS - AIDS Trouble Shooting Cont.
CFDIU >
LAST LEG
< REPORT
PREVIOUS LEGS
< REPORT
CLASS 3
FAULTS >
TEST >
< ECAM2
EIS 1 >
< FDIU
EIS 2 >
< LRU IDENT
< WBS1
EIS 3 >
< WBS2
DMU >
< GND SCANNING

TROUBLE SHOOT
< DATA
< RETURN
< RETURN
AIDS
XX/YY
LAST LEG REPORT NOV 17
UTC
ATA
CLASS
1410 313652
2>
DAR CASSETTE (2TV)
PRINT *
< RETURN
AIDS
XX/YY
XY-ABCD

01 NOV16 2130 313652 2 >
DAR CASSETTE (2TV)
GROUND
REPORT >
SOFTWARE
LOAD STATUS >
1250 313652
DAR CASSETTE (2TV)
JUN 97
PRINT *
EIS 1 >
< FDIU
EIS 2 >
< LRU IDENT
< WBS1
EIS 3 >
< WBS2
DMU >
< GND SCANNING

TROUBLE SHOOT
< DATA
< RETURN
PRINT *
AIDS
XX/YY
AIDS
LRU IDENTIFICATION
XY-ABCD

01 NOV16 2130 313652 2 >
DAR CASSETTE (2TV)
DMU
P/N
: ED45A200
S/N
: 360-XXXXX-YYY
DATABASE : VVVV/LLLL
GROUND
REPORT >
SOFTWARE
LOAD STATUS >
AIDS
XX/YY
GROUND SCANNING NOV 17
UTC
ATA
CLASS
1250 313652
DAR CASSETTE (2TV)
2>
PRINT *
< RETURN
AIDS
LRU IDENTIFICATION
DMU
P/N
: ED45A200
S/N
: 360-XXXXX-YYY
DATABASE : VVVV/LLLL
02 NOV15 0837 313652 2 >

DAR CASSETTE (2TV)
02 NOV15 0837 313652 2 >

DAR CASSETTE (2TV)
< RETURN
< ECAM2
< RETURN
PRINT *
CLASS 3
FAULTS >
TEST >
CFDIU >
AIDS
XX/YY
LAST LEG REPORT NOV 17
UTC
ATA
CLASS
1410 313652
2>
DAR CASSETTE (2TV)
2>
LAST LEG
< REPORT
PREVIOUS LEGS
< REPORT
< ECAM1
< RETURN
AIDS
XX/YY
GROUND SCANNING NOV 17
UTC
ATA
CLASS
< RETURN
AIDS
SYSTEM REPORT/TEST
AIDS
SYSTEM REPORT/TEST
< ECAM1
A319/A320
< RETURN
< RETURN
PRINT *
31-75
JUN 97
PRINT *
< RETURN
PRINT *
31-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
CFDIU >
LAST LEG
< REPORT
PREVIOUS LEGS
< REPORT
AIDS
SYSTEM REPORT/TEST
AIDS
SYSTEM REPORT/TEST
< ECAM1
A319/A320
CLASS 3
FAULTS >
TEST >
< ECAM1
CFDIU >
< ECAM2
EIS 1 >
LAST LEG
< REPORT
PREVIOUS LEGS
< REPORT
CLASS 3
FAULTS >
TEST >
< ECAM2
EIS 1 >
< FDIU
EIS 2 >
< LRU IDENT
< FDIU
EIS 2 >
< LRU IDENT
< WBS1
EIS 3 >
< WBS1
EIS 3 >
< WBS2
DMU >
< GND SCANNING

TROUBLE SHOOT
< DATA
< WBS2
DMU >
< GND SCANNING

TROUBLE SHOOT
< DATA
< RETURN
< RETURN
< RETURN
< RETURN
AIDS
XX/YY
DATA UTC TYP CLASS CNT
OCT 01 2359 EXT
3
(1)
SUSPECTS:
EVMU (2EV) / DMU (1TV)
ARINC-429 BUS FAILURE
SOURCE EQ.SYS : 3D.1
PORT/BUS:
XXXX YYYY ZZZZ
PRINT *
< RETURN
DMU SOFTWARE LOAD STATUS

D1P/N: 360-XXXXX-YYY
DATE: 90 NOV 17 UTC: 2031
DBASE: VVVV/LLLL
SOFTWARE LOAD ERROR!
DISK: 360-XXXXX-YYY
DATE: 90 DEC 17 UTC: 0835
SYSTEM SOFTWARE DOESNT
MATCH AIRCRAFT TYPE
DMU SOFTWARE LOAD STATUS

D1P/N: 360-XXXXX-YYY
DBASE: VVVV/LLLL
SOFTWARE LOAD ERROR!
DISK: 360-XXXXX-YYY
DATE: 90 DEC 17 UTC: 0835
SYSTEM SOFTWARE DOESNT
MATCH AIRCRAFT TYPE
< RETURN
AIDS
XX/YY
DATA UTC TYP CLASS CNT
OCT 01 2359 EXT
3
(1)
SUSPECTS:
EVMU (2EV) / DMU (1TV)
ARINC-429 BUS FAILURE
SOURCE EQ.SYS : 3D.1
PORT/BUS:
XXXX YYYY ZZZZ
PRINT *
< RETURN
< RETURN
AIDS
GROUND REPORT
UTC
ATA
AIDS
XX/YY
UTC
ATA
CLASS
AIDS
GROUND REPORT
UTC
ATA
AIDS
XX/YY
UTC
ATA
CLASS
XX/YY
NOV17
CLASS
1250 313652
DAR CASSETTE (2TV)
< RETURN
>
PRINT *
31-76
GROUND
REPORT >
SOFTWARE
LOAD STATUS >
AIDS
PRINT *
1250 313652
DAR CASSETTE (2TV)
1250 341234
>
ADIRU1(1FP1)/DMU(1TV)
< RETURN
XX/YY
NOV17
CLASS
< RETURN
PRINT *
JUN 97
31-76
>
PRINT *
GROUND
REPORT >
SOFTWARE
LOAD STATUS >
AIDS
PRINT *
1250 341234
>
ADIRU1(1FP1)/DMU(1TV)
< RETURN
PRINT *
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
CFDIU >
< ECAM2
EIS 1 >
LAST LEG
< REPORT
PREVIOUS LEGS
< REPORT
< FDIU
EIS 2 >
< LRU IDENT
< WBS1
EIS 3 >
< WBS2
DMU >
< GND SCANNING

TROUBLE SHOOT
< DATA
< RETURN
< RETURN
CLASS 3
FAULTS >
TEST >
GROUND
REPORT >
SOFTWARE
LOAD STATUS >
< ECAM2
EIS 1 >
< FDIU
EIS 2 >
< LRU IDENT
< WBS1
EIS 3 >
< WBS2
DMU >
< GND SCANNING

TROUBLE SHOOT
< DATA
< RETURN
< RETURN
< DMU BATTERY TEST
< DMU BATTERY TEST
< RETURN
PRINT *
XX/YY
AIDS
AIDS
XX/YY
DMU POWER-UP TEST

ATA
313634
DMU BATTERY 1 (1TV)
DMU BATTERY TEST

CLASS
2>
PRINT *
JUN 97
GROUND
REPORT >
SOFTWARE
LOAD STATUS >
AIDS
TEST
< DMU POWER-UP TEST
< RETURN
PRINT *
XX/YY
AIDS
XX/YY
DMU BATTERY TEST

CLASS
2>
BATTERY OK
BATTERY OK
< RETURN
CLASS 3
FAULTS >
TEST >
CFDIU >
TEST
< DMU POWER-UP TEST
< RETURN
AIDS
LAST LEG
< REPORT
PREVIOUS LEGS
< REPORT
< ECAM1
AIDS
DMU POWER-UP TEST

ATA
313634
DMU BATTERY 1 (1TV)
AIDS
SYSTEM REPORT/TEST
AIDS
SYSTEM REPORT/TEST
< ECAM1
< RETURN
PRINT *
31-77
JUN 97
PRINT *
< RETURN
PRINT *
31-77
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
A319/A320
COMPONENT LOCATIONS
CAPT
EFIS
CTL SECT
CAPT
PFD
CAPT
ND
CAPT
EFIS
CTL SECT
F/O
EFIS
CTL SECT
UPPER
ECAM
(E/W)
F/O
ND
CAPT
PFD
F/O
PFD
CAPT
ND
ECAM CP
CAPT & F/O

PFD/ND XFR
ECAM/ND XFR
CAPT & F/O

PFD/ND XFR
F/O
PFD
ECAM CP
CAPT & F/O

PFD/ND XFR
EIS Displays/Controls
EIS Displays/Controls
F/O
ND
PFD: PRIMARY FLIGHT DISPLAY

ND : NAVIGATION DISPLAY
E/W: ENGINE WARNING DISPLAY: ENGINE PRIMARY INDICATION
FUEL QUANTITY INFORMATION
WARNING OR MEMO MESSAGES AND
FLAP/SLATS INDICATIONS
SYS: SYSTEM OR STATUS DISPLAY: A/C SYSTEM SYNOPTIC DIAGRAMS
OR STATUS MESSAGES
FLIGHT DATA
PFD: PRIMARY FLIGHT DISPLAY

ND : NAVIGATION DISPLAY
E/W: ENGINE WARNING DISPLAY: ENGINE PRIMARY INDICATION
FUEL QUANTITY INFORMATION
WARNING OR MEMO MESSAGES AND
FLAP/SLATS INDICATIONS
SYS: SYSTEM OR STATUS DISPLAY: A/C SYSTEM SYNOPTIC DIAGRAMS
OR STATUS MESSAGES
FLIGHT DATA
31-78
UPPER
ECAM
(E/W)
LOWER
ECAM
(SYS)
LOWER
ECAM
(SYS)
CAPT & F/O

PFD/ND XFR
ECAM/ND XFR
F/O
EFIS
CTL SECT
JUN 97
31-78
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
FWS and EIS Component (Sheet 1)

JUN 97
A319/A320
31-79
JUN 97
31-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
31-80
A319/A320
JUN 97
31-80
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
31-81
JUN 97
31-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
EIS Components
EIS Components
31-82
A319/A320
JUN 97
31-82
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
EIS Components Cont.
EIS Components Cont.

JUN 97
A319/A320
31-83
JUN 97
31-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Universal Time Clock
Universal Time Clock
31-84
A319/A320
JUN 97
31-84
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Centralized fault Display Interface Unit (CFDIU)
Centralized fault Display Interface Unit (CFDIU)

JUN 97
A319/A320
31-85
JUN 97
31-85
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Digital Flight Data Recorder (Sheet 1)
31-86
A319/A320
JUN 97
31-86
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
31-87
JUN 97
31-87
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AIDS Components (Sheet 1)
31-88
A319/A320
JUN 97
31-88
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
31-89
JUN 97
31-89
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Printer
Printer
31-90
A319/A320
JUN 97
31-90
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
LANDING GEAR
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................1
MAIN GEAR AND DOORS ......................................................................2
Main Gear Operation ............................................................................2
Main Gear Doors ...................................................................................4
NOSE GEAR AND DOORS ......................................................................5
Nose Gear Operation .............................................................................5
Nose Gear Doors ...................................................................................8
MAIN AND NOSE DOOR GROUND OPENING ..................................10
EXTENSION AND RETRACTION .........................................................12
Normal Extension and Retraction .........................................................12
Landing Gear Control and Interface Unit (LGCIU) .............................16
Free Fall Extension ...............................................................................18
WHEELS AND BRAKES ..........................................................................20
Main Wheels .........................................................................................20
Nose Wheels .........................................................................................22
Normal Braking ....................................................................................24
Normal Brake System Schematic .........................................................25
Auxiliary Low Pressure Control System ..............................................26
Alternate Braking with Anti Skid .........................................................26
Alternate Braking withAnti Skid Schematic .........................................27
Alternate Braking without Anti Skid ....................................................28
Alternate Braking without Anti Skid Schematic ..................................29
Parking/Ultimate Emergency Braking ..................................................30
Parking Brake and Emergency Braking Schematic ..............................31
Brake System Temperature ...................................................................32
Nose Wheel Steering .............................................................................33
POSITION AND WARNING ....................................................................34
Indication and Warning .........................................................................34
Landing Gear Position Information ......................................................36
Landing Gear System - Block Diagram ................................................37
LANDING GEAR SELECTOR ................................................................40
LANDING GEAR INDICATOR PANEL ................................................41
AUTOBRAKE PANEL ..............................................................................41
ANTI SKID AND NOSEWHEEL STEERING SYSTEM ......................42
BRAKES/ACCUMULATOR PRESSURE TRIPLE INDICATOR ......42
PARKING BRAKE SYSTEM ...................................................................43
LANDING GEAR GRAVITY EXTENSION SYSTEM .........................43
NOSEWHEEL STEERING SYSTEM .....................................................44
ECAM WHEEL PAGE ..............................................................................45
CFDS - Landing Gear System Report Test ..............................................47
CFDS - LGCIU Test ...................................................................................48
CFDS - BSCU Test ......................................................................................49

GENERAL .................................................................................................. 1
MAIN GEAR AND DOORS ...................................................................... 2
Main Gear Operation ............................................................................ 2
Main Gear Doors .................................................................................. 4
NOSE GEAR AND DOORS ...................................................................... 5
Nose Gear Operation ............................................................................ 5
Nose Gear Doors ................................................................................... 8
MAIN AND NOSE DOOR GROUND OPENING .................................. 10
EXTENSION AND RETRACTION ......................................................... 12
Normal Extension and Retraction ......................................................... 12
Landing Gear Control and Interface Unit (LGCIU) ............................. 16
Free Fall Extension ............................................................................... 18
WHEELS AND BRAKES .......................................................................... 20
Main Wheels ......................................................................................... 20
Nose Wheels ......................................................................................... 22
Normal Braking .................................................................................... 24
Normal Brake System Schematic ......................................................... 25
Auxiliary Low Pressure Control System .............................................. 26
Alternate Braking with Anti Skid ......................................................... 26
Alternate Braking withAnti Skid Schematic ........................................ 27
Alternate Braking without Anti Skid .................................................... 28
Alternate Braking without Anti Skid Schematic .................................. 29
Parking/Ultimate Emergency Braking .................................................. 30
Parking Brake and Emergency Braking Schematic .............................. 31
Brake System Temperature ................................................................... 32
Nose Wheel Steering ............................................................................ 33
POSITION AND WARNING .................................................................... 34
Indication and Warning ........................................................................ 34
Landing Gear Position Information ...................................................... 36
Landing Gear System - Block Diagram ................................................ 37
LANDING GEAR SELECTOR ................................................................ 40
LANDING GEAR INDICATOR PANEL ................................................ 41
AUTOBRAKE PANEL .............................................................................. 41
ANTI SKID AND NOSEWHEEL STEERING SYSTEM ...................... 42
BRAKES/ACCUMULATOR PRESSURE TRIPLE INDICATOR ...... 42
PARKING BRAKE SYSTEM ................................................................... 43
LANDING GEAR GRAVITY EXTENSION SYSTEM ......................... 43
NOSEWHEEL STEERING SYSTEM ..................................................... 44
ECAM WHEEL PAGE .............................................................................. 45
CFDS - Landing Gear System Report Test .............................................. 47
CFDS - LGCIU Test ................................................................................... 48
CFDS - BSCU Test ..................................................................................... 49
JUN 97
JUN 97
32-i
32-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
LANDING GEAR
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS
COMPONENT LOCATION
Main Landing Gear ....................................................................................... 50
MLG Door and Fairings ............................................................................... 51
Nose Gear ..................................................................................................... 52
Nose Gear Doors .......................................................................................... 53
MLG Door Ground Opening ........................................................................ 54
NLG Door Ground Opening ......................................................................... 55
Landing Gear Control andInterface Unit (LGCIU) ...................................... 56
MLG - Strut .................................................................................................. 57
Main Landing Gear Wheel Well .................................................................. 58
Nose Landing Gear Strut and Wheel Well ................................................... 59
Landing Gear Free Fall Cut-Out Valve ........................................................ 60
Vent Valve Main Landing Gear and Nose Gear ......................................... 61
Nose Wheel Braking ..................................................................................... 62
Main Gear Wheel ......................................................................................... 63
Nose Gear Wheel .......................................................................................... 64
Brake Pedal Control ..................................................................................... 65
BSCU ............................................................................................................ 66
Selector Valve and Hydraulic Filter ............................................................. 67
Automatic Selector and Throttle Valve ........................................................ 68
Servo Valve - Normal Braking ..................................................................... 69
Axle Sleeve Drive Assembly - Tachometer ................................................. 70
Pressure Transducer - Normal Braking ........................................................ 71
MLG Brake ................................................................................................... 72
Reservoir/Master Cylinder-Brake Control ................................................... 73
Dual Valve - Alternate Braking .................................................................... 74
Dual Shuttle Valve - Brake Yellow Pressure ............................................... 75
Servo Valve/Safety Valve - Alternate Braking ............................................ 76
Manifold/Relief Valve - Brake Yellow Pressure ......................................... 77
Pressure Transducer - Brake Yellow Pressure ............................................. 78
Accumulator - Brake Yellow Pressure ......................................................... 79
Valve - Parking Brake Operated ................................................................... 80
Control Valve - Parking Brake Electrical ..................................................... 81
Monitoring Unit and Sensors - Brake Temperature ..................................... 82
Steering Control ............................................................................................ 83
COMPONENT LOCATION
Main Landing Gear ...................................................................................... 50
MLG Door and Fairings ............................................................................... 51
Nose Gear ..................................................................................................... 52
Nose Gear Doors .......................................................................................... 53
MLG Door Ground Opening ........................................................................ 54
NLG Door Ground Opening ......................................................................... 55
Landing Gear Control andInterface Unit (LGCIU) ...................................... 56
MLG - Strut .................................................................................................. 57
Main Landing Gear Wheel Well .................................................................. 58
Nose Landing Gear Strut and Wheel Well ................................................... 59
Landing Gear Free Fall Cut-Out Valve ........................................................ 60
Vent Valve Main Landing Gear and Nose Gear ......................................... 61
Nose Wheel Braking .................................................................................... 62
Main Gear Wheel ......................................................................................... 63
Nose Gear Wheel .......................................................................................... 64
Brake Pedal Control ..................................................................................... 65
BSCU ............................................................................................................ 66
Selector Valve and Hydraulic Filter ............................................................. 67
Automatic Selector and Throttle Valve ........................................................ 68
Servo Valve - Normal Braking ..................................................................... 69
Axle Sleeve Drive Assembly - Tachometer ................................................. 70
Pressure Transducer - Normal Braking ........................................................ 71
MLG Brake ................................................................................................... 72
Reservoir/Master Cylinder-Brake Control ................................................... 73
Dual Valve - Alternate Braking .................................................................... 74
Dual Shuttle Valve - Brake Yellow Pressure ............................................... 75
Servo Valve/Safety Valve - Alternate Braking ............................................ 76
Manifold/Relief Valve - Brake Yellow Pressure ........................................ 77
Pressure Transducer - Brake Yellow Pressure ............................................. 78
Accumulator - Brake Yellow Pressure ......................................................... 79
Valve - Parking Brake Operated .................................................................. 80
Control Valve - Parking Brake Electrical ..................................................... 81
Monitoring Unit and Sensors - Brake Temperature ..................................... 82
Steering Control ........................................................................................... 83
32-ii
32-ii
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321

GENERAL
The landing gear consists of two dualwheel inboard-retracting main gear and a
dual-wheel forward-retracting nose gear.
The green hydraulic system provides
power for gear extension and retraction.
A hand crank can also be used for landing
gear gravity extension in case of hydraulic
or electrical power failure. A nose wheel
steering system, powered by the green
hydraulic system, provides steering for
taxi operations and for runway guidance
during autoland rollout.
JUN 97
LANDING GEAR
A319/A320

The green hydraulic system powers the
normal brake system, while the yellow
hydraulic system powers the alternate
brake system. An additional accumulator
is also installed in the yellow system that
can supply at least seven full brake applications. Automatic braking for landing
and rejected takeoff is provided by the
normal brake system. The normal and
alternate braking systems use the same
anti skid system.
32-1
GENERAL
The landing gear consists of two dualwheel inboard-retracting main gear and a
dual-wheel forward-retracting nose gear.
The green hydraulic system provides
power for gear extension and retraction.
A hand crank can also be used for landing
gear gravity extension in case of hydraulic
or electrical power failure. A nose wheel
steering system, powered by the green
hydraulic system, provides steering for
taxi operations and for runway guidance
during autoland rollout.
JUN 97
The green hydraulic system powers the

normal brake system, while the yellow
hydraulic system powers the alternate
brake system. An additional accumulator
is also installed in the yellow system that
can supply at least seven full brake applications. Automatic braking for landing
and rejected takeoff is provided by the
normal brake system. The normal and
alternate braking systems use the same
anti skid system.
32-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

MAIN GEAR AND DOORS
Main Gear Operation
The main landing gear has two leg assemblies. The MLG legs, each with a twinwheel assembly, are installed in the wings.
They retract inboard into bays in the fuselage. The MLG supports the aircraft on
the ground and (through the shock absorbers in the legs) absorbs the loads during
landing, take-off and taxiing.
Each MLG leg has two primary structural
components, which are the main fitting
and the sliding tube. Each of these components is a one-piece assembly, and contains the shock absorber.
An axle, which is a part of the sliding
tube, contains two wheel speed tachometers
The upper torque-link and the lower
torque-link align the axle. They attach to
the lugs at the front of the main fitting and
the sliding tube. There is a torque-link
damper at the interface of the upper and
lower torque-links.
The torque-link
damper absorbs the vibrations that can
occur during landing. A two-piece sidestay assembly connects the MLG leg
main-fitting and the wing structure. It
prevents the movement of the landinggear leg sideways. The side-stay assembly is locked in the down position by a
two-piece lock-stay assembly.
32-2
LANDING GEAR
A319/A320

A retraction actuating cylinder connects a
lug on the forward hinge point to the wing
structure. The retraction actuating cylinder
retracts the MLG leg (sideways) into the
fuselage.
The main fitting and the sliding tube each
have an inflation valve. The valves are
used to fill the shock absorber with
hydraulic fluid and nitrogen.
Between the main fitting and the sliding
tube there is a slave link. It supports the
electrical cables and the hydraulic tubes to
prevent interference with the wheels.
A spare seal activating valve is on the
main fitting. This may be operated if there
is a hydraulic leak through the gland seals.
It is only used until the gland seals can be
examined and replaced.
The hydraulic tubes and the electrical harness are in rigid and flexible conduits.
The conduit routing gives protection from
runway debris, birdstrikes and flailing tire
treads. The conduit also provides separation of the two systems.
JUN 97
MAIN GEAR AND DOORS

Main Gear Operation
The main landing gear has two leg assemblies. The MLG legs, each with a twinwheel assembly, are installed in the wings.
They retract inboard into bays in the fuselage. The MLG supports the aircraft on
the ground and (through the shock absorbers in the legs) absorbs the loads during
landing, take-off and taxiing.
Each MLG leg has two primary structural
components, which are the main fitting
and the sliding tube. Each of these components is a one-piece assembly, and contains the shock absorber.
An axle, which is a part of the sliding
tube, contains two wheel speed tachometers
The upper torque-link and the lower
torque-link align the axle. They attach to
the lugs at the front of the main fitting and
the sliding tube. There is a torque-link
damper at the interface of the upper and
lower torque-links.
The torque-link
damper absorbs the vibrations that can
occur during landing. A two-piece sidestay assembly connects the MLG leg
main-fitting and the wing structure. It
prevents the movement of the landinggear leg sideways. The side-stay assembly is locked in the down position by a
two-piece lock-stay assembly.
32-2
A retraction actuating cylinder connects a

lug on the forward hinge point to the wing
structure. The retraction actuating cylinder
retracts the MLG leg (sideways) into the
fuselage.
The main fitting and the sliding tube each
have an inflation valve. The valves are
used to fill the shock absorber with
hydraulic fluid and nitrogen.
Between the main fitting and the sliding
tube there is a slave link. It supports the
electrical cables and the hydraulic tubes to
prevent interference with the wheels.
A spare seal activating valve is on the
main fitting. This may be operated if there
is a hydraulic leak through the gland seals.
It is only used until the gland seals can be
examined and replaced.
The hydraulic tubes and the electrical harness are in rigid and flexible conduits.
The conduit routing gives protection from
runway debris, birdstrikes and flailing tire
treads. The conduit also provides separation of the two systems.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
Main Landing Gear
Main Landing Gear

JUN 97
A319/A320
LANDING GEAR
32-3
JUN 97
32-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

Main Gear Doors
Three doors close each main landing gear
(MLG) bay. These are a hydraulically
operated main door, a mechanically operated hinged fairing door, and a fixed fairing door on the MLG leg.
When the MLG retracts, all the doors
close. When the MLG extends, the
hydraulically operated doors close and the
mechanically operated doors stay open.

A door opening mechanism lets the
hydraulically operated doors open on the
ground, for access to the MLG bay. A
ground door opening handle operates a
bypass valve in the door hydraulic circuit
and releases the door uplock. Each main
landing gear door has its own door opening handle and system.
A ground lock sleeve can be installed on
each door actuator, to keep the door open.
Main Gear Doors

Three doors close each main landing gear
(MLG) bay. These are a hydraulically
operated main door, a mechanically operated hinged fairing door, and a fixed fairing door on the MLG leg.
When the MLG retracts, all the doors
close. When the MLG extends, the
hydraulically operated doors close and the
mechanically operated doors stay open.
A door opening mechanism lets the

hydraulically operated doors open on the
ground, for access to the MLG bay. A
ground door opening handle operates a
bypass valve in the door hydraulic circuit
and releases the door uplock. Each main
landing gear door has its own door opening handle and system.
A ground lock sleeve can be installed on
each door actuator, to keep the door open.
Door and Fairings
Door and Fairings
32-4
A319/A320
LANDING GEAR
JUN 97
32-4
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321

NOSE GEAR AND DOORS
Nose Gear Operation
The nose gear is a direct acting type with
an integral shock absorber. The gear
retracts forward into the fuselage. The
gear is assisted by the aerodynamic loads
in the down locking direction during gear
extension. The sliding tube assembly,
which includes the wheel axle, is inclined
9 forward by design.
The wheel axle is 50 mm to the rear of the
shock strut centerline. Because of this the
wheels return freely to the center position.
The shock strut is made of aluminum alloy
and hangs on the structure from two trunnions.
A rotating tube made of steel is installed
inside the shock strut. A pinion gear
installed on the tube is engaged with a
rack which is connected to the steering
actuating cylinder. The steering actuating
cylinder transmits hydraulic power
through the rack and pinion mechanism
and turns the rotating tube. The rotationg
tube motion is transmitted through torque
links to the steel sliding tube/axle assembly to steer the aircraft.
The shock absorber includes 2 centering
cams which engage with each other when
the gear extends. The folding drag strut
assembly with a lockstay locks the gear
leg in the extended position. At the top of
the assembly is a forestay, made of aluminum, and at the bottom a tubular arm
made of steel. The forestay and the tubular arm are connected by a universal joint.
This assembly gives primary bracing. The
lockstay assembly gives secondary bracing.
JUN 97
LANDING GEAR
A319/A320

The lockstay assembly includes two parts
connected by a spherical bearing: the
upper link made of forged aluminum
alloy, which hinges on the leg and the
lower link made of forged steel.
The forestay of the primary bracing
assembly hangs on the aircraft from two
trunnions in the same way as the gear leg.
Some hinge points include spherical bearings to permit movement to allow for
deformation.
A hydraulic cylinder on the nose gear
lockstay locks and unlocks both brace
assemblies in normal operation.
If the hydraulic pressure is not available,
two traction springs pull and hold the leg
in the extended locked position in free fall
extension mode. One spring is sufficient
to operate the lockstay mechanism. The
nose gear uplock assembly holds the gear
in the retracted position.
32-5
NOSE GEAR AND DOORS

Nose Gear Operation
The nose gear is a direct acting type with
an integral shock absorber. The gear
retracts forward into the fuselage. The
gear is assisted by the aerodynamic loads
in the down locking direction during gear
extension. The sliding tube assembly,
which includes the wheel axle, is inclined
9 forward by design.
The wheel axle is 50 mm to the rear of the
shock strut centerline. Because of this the
wheels return freely to the center position.
The shock strut is made of aluminum alloy
and hangs on the structure from two trunnions.
A rotating tube made of steel is installed
inside the shock strut. A pinion gear
installed on the tube is engaged with a
rack which is connected to the steering
actuating cylinder. The steering actuating
cylinder transmits hydraulic power
through the rack and pinion mechanism
and turns the rotating tube. The rotationg
tube motion is transmitted through torque
links to the steel sliding tube/axle assembly to steer the aircraft.
The shock absorber includes 2 centering
cams which engage with each other when
the gear extends. The folding drag strut
assembly with a lockstay locks the gear
leg in the extended position. At the top of
the assembly is a forestay, made of aluminum, and at the bottom a tubular arm
made of steel. The forestay and the tubular arm are connected by a universal joint.
This assembly gives primary bracing. The
lockstay assembly gives secondary bracing.
JUN 97
The lockstay assembly includes two parts

connected by a spherical bearing: the
upper link made of forged aluminum
alloy, which hinges on the leg and the
lower link made of forged steel.
The forestay of the primary bracing
assembly hangs on the aircraft from two
trunnions in the same way as the gear leg.
Some hinge points include spherical bearings to permit movement to allow for
deformation.
A hydraulic cylinder on the nose gear
lockstay locks and unlocks both brace
assemblies in normal operation.
If the hydraulic pressure is not available,
two traction springs pull and hold the leg
in the extended locked position in free fall
extension mode. One spring is sufficient
to operate the lockstay mechanism. The
nose gear uplock assembly holds the gear
in the retracted position.
32-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
Nose Gear Forward View
32-6
A319/A320
LANDING GEAR
Nose Gear Forward View
JUN 97
32-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
Nose Gear Aft View
JUN 97
A319/A320
LANDING GEAR
Nose Gear Aft View

32-7
JUN 97
32-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

Nose Gear Doors
The doors of the nose landing gear include
2 forward doors operated by a hydraulic
actuating cylinder, 2 aft doors connected
by a rod to the gear, and a leg door
attached to the rear part of the gear leg.
The two forward doors, which are symmetrical in relation to the center line of the
aircraft, close the gear well along much of
its length. Each door hangs from three
points on the structure of the aircraft.
These two doors are connected mechanically to the aircraft by a linkage which has
two control rods connected to the same
bellcrank. This bellcrank is installed at
the roof of the landing gear well and is
operated by one double-acting actuating
cylinder (opening and closing of the
doors.
In the closed position an uplock assembly
latches the doors.
A by-pass valve, manually controlled by a
lever releases the uplock latch on the
ground. After the latch is released, the
doors open by gravity.
The doors are closed by the hydraulic system after the lever is put in the normal
position.

Proximity switches provide a signal when
the doors are in the open position. The
doors must be in this position to permit the
gear to operate. Each door is equipped
with two proximity switches installed on
separate brackets.
The two aft doors are symmetrical and
hang from two points on the structure of
the aircraft.
These two doors-are also connected by an
adjustable rod to the gear leg.
A max in service play of 5 mm (0.1968
in.) at the end of the door is permitted.
These two doors close the aft part of the
nose gear well when the gear is retracted.
When the gear is extended, these doors
remain open.
The leg door is attached at three points to
the rear part of the gear leg. When the
gear is retracted, this door closes off the
area through which the drag strut passes
when the gear is extended. This door
includes two rollers. The main doors
come against these rollers when the door
closes after the gear retracts.
Nose Gear Doors

The doors of the nose landing gear include
2 forward doors operated by a hydraulic
actuating cylinder, 2 aft doors connected
by a rod to the gear, and a leg door
attached to the rear part of the gear leg.
The two forward doors, which are symmetrical in relation to the center line of the
aircraft, close the gear well along much of
its length. Each door hangs from three
points on the structure of the aircraft.
These two doors are connected mechanically to the aircraft by a linkage which has
two control rods connected to the same
bellcrank. This bellcrank is installed at
the roof of the landing gear well and is
operated by one double-acting actuating
cylinder (opening and closing of the
doors.
In the closed position an uplock assembly
latches the doors.
A by-pass valve, manually controlled by a
lever releases the uplock latch on the
ground. After the latch is released, the
doors open by gravity.
The doors are closed by the hydraulic system after the lever is put in the normal
position.
Proximity switches provide a signal when

the doors are in the open position. The
doors must be in this position to permit the
gear to operate. Each door is equipped
with two proximity switches installed on
separate brackets.
The two aft doors are symmetrical and
hang from two points on the structure of
the aircraft.
These two doors-are also connected by an
adjustable rod to the gear leg.
A max in service play of 5 mm (0.1968
in.) at the end of the door is permitted.
These two doors close the aft part of the
nose gear well when the gear is retracted.
When the gear is extended, these doors
remain open.
The leg door is attached at three points to
the rear part of the gear leg. When the
gear is retracted, this door closes off the
area through which the drag strut passes
when the gear is extended. This door
includes two rollers. The main doors
come against these rollers when the door
closes after the gear retracts.
Nose Gear Doors Operating Mechanism
Nose Gear Doors Operating Mechanism
32-8
A319/A320
LANDING GEAR
JUN 97
32-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
LANDING GEAR
Nose Gear Doors
Nose Gear Doors

JUN 97
A319/A320
32-9
JUN 97
32-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

MAIN AND NOSE DOOR
GROUND OPENING
With the aircraft on the ground, the main
and nose landing gear doors can be
opened independently to gain access to the
wheel bays for maintenance operations.
A control lever with two lockable positions is located close to each of the 3
wheel bays. When the control lever is set
to the OPEN position, it causes the
mechanical system to operate the door bypass valve and to release the door from its
uplock.

The operation of the door by-pass valve
isolates the door actuating cylinder from
the hydraulic supply.
The door, when released from its uplock,
opens by gravity or may be manually
assisted.
A locking plunger in the by-pass valve
prevents movement of the control lever
from the OPEN to the CLOSE position.
Before selection can be achieved, a
hydraulic pressure greater than 70 bars
(1015 psi) must be supplied to port B
(doors close line) to retract the locking
plunger.
MAIN AND NOSE DOOR

GROUND OPENING
With the aircraft on the ground, the main
and nose landing gear doors can be
opened independently to gain access to the
wheel bays for maintenance operations.
A control lever with two lockable positions is located close to each of the 3
wheel bays. When the control lever is set
to the OPEN position, it causes the
mechanical system to operate the door bypass valve and to release the door from its
uplock.
MLG Door Ground Opening
32-10
A319/A320
LANDING GEAR
The operation of the door by-pass valve

isolates the door actuating cylinder from
the hydraulic supply.
The door, when released from its uplock,
opens under the influence of gravity or
may be manually assisted.
A locking plunger in the by-pass valve
prevents movement of the control lever
from the OPEN to the CLOSE position.
Before selection can be achieved, a
hydraulic pressure greater than 70 bars
(1015 psi) must be supplied to port B
(doors close line) to retract the locking
plunger.
JUN 97
32-10
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
NLG Door Ground Opening

JUN 97
A319/A320
LANDING GEAR
32-11
JUN 97
32-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

EXTENSION AND RETRACTION
The extension and retraction system
extends and retracts the landing gear
(L/G). The system is divided into two
sub-systems which are the Normal Extension and Retraction System and the Free
Fall Extension System.
Normal Extension and Retraction
The L/G control lever is on the First Officers side of the center instrument panel. It
operates the extension and retraction of
the landing gear.
The normal extension and retraction system is used to extend and retract the L/G.
The system is electrically controlled and
hydraulically operated. The hydraulic
supply is from the green hydraulic power
system. A Landing Gear Control and
Interface Unit (LGCIU) controls the
sequence of operations.
There are two identical landing-gear control and position sensing systems. Each
sytem has a Landing Gear Control Interface Unit (LGCIU), proximity sensors and
targets. Each system has different electrical cable routes, and different electrical
connectors on the control lever and the
electro-hydraulic selector valves. The
electro-hydraulic selecotor valves are different, but incorporate a double wound
solenoid design.
32-12
LANDING GEAR
A319/A320

The landing gear extension and retraction
system is electrically controlled and
hydraulically actuated. It consists of:
- a landing gear control lever,
- a set of indicator lights,
- two Landing Gear Control and Interface
Units (LGCIU),
- a landing-gear electro-hydraulic selectorvalve,
- A landing gear door electro-hydraulic
selector valve,
- proximity sensors,
- proximity sensor targets,
- an electro-hydraulic safety-valve.
The Green hydraulic system is used to
operate the landing gear system.
The extension and retraction control system has two sub-systems, each consists of
one LGCIU and sixteen proximity sensors
and targets:
- System 1 is powered from the essential
busbar, and controls the landing gear
indicator lights.
- System 2 is powered from the normal
busbar.
To decrease the possibility of a common
fault occurring, the two sub-systems are
electrically segregated. Each sub-system
has a different cable route and separate
electrical connectors on the common
equipment. The components which are
common to both sub-systems are:
- the two electro-hydraulic selector-valves
which have duplicated solenoid
windings for each function
- the landing-gear control lever which has
duplicated selection switches but only a
single UP balk solenoid.
JUN 97
EXTENSION AND RETRACTION

The extension and retraction system
extends and retracts the landing gear
(L/G). The system is divided into two
sub-systems which are the Normal Extension and Retraction System and the Free
Fall Extension System.
Normal Extension and Retraction
The L/G control lever is on the First Officers side of the center instrument panel. It
operates the extension and retraction of
the landing gear.
The normal extension and retraction system is used to extend and retract the L/G.
The system is electrically controlled and
hydraulically operated. The hydraulic
supply is from the green hydraulic power
system. A Landing Gear Control and
Interface Unit (LGCIU) controls the
sequence of operations.
There are two identical landing-gear control and position sensing systems. Each
sytem has a Landing Gear Control Interface Unit (LGCIU), proximity sensors and
targets. Each system has different electrical cable routes, and different electrical
connectors on the control lever and the
electro-hydraulic selector valves. The
electro-hydraulic selecotor valves are different, but incorporate a double wound
solenoid design.
32-12
The landing gear extension and retraction

system is electrically controlled and
hydraulically actuated. It consists of:
- a landing gear control lever,
- a set of indicator lights,
- two Landing Gear Control and Interface
Units (LGCIU),
- a landing-gear electro-hydraulic selectorvalve,
- A landing gear door electro-hydraulic
selector valve,
- proximity sensors,
- proximity sensor targets,
- an electro-hydraulic safety-valve.
The Green hydraulic system is used to
operate the landing gear system.
The extension and retraction control system has two sub-systems, each consists of
one LGCIU and sixteen proximity sensors
and targets:
- System 1 is powered from the essential
busbar, and controls the landing gear
indicator lights.
- System 2 is powered from the normal
busbar.
To decrease the possibility of a common
fault occurring, the two sub-systems are
electrically segregated. Each sub-system
has a different cable route and separate
electrical connectors on the common
equipment. The components which are
common to both sub-systems are:
- the two electro-hydraulic selector-valves
which have duplicated solenoid
windings for each function
- the landing-gear control lever which has
duplicated selection switches but only a
single UP balk solenoid.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321

The hydraulically operated main and nose
landing gears retract into bays in the wings
and fuselage. After retraction, the landing
gear doors and fairings restore the aircraft
undersurface profile.
The main landing gear retracts inboard
into compartments to the rear of the wing
spar box, and into the fuselage to the rear
of the hydraulic compartments.
The landing gear is locked down by the
alignment of two lock links connected
between the sidestay and the main fitting.
The lock links are held aligned by two
springs and an actuating cylinder.
The landing gear is locked in its retracted
position by an uplock unit mounted on the
roof of the bay. The uplock is hydraulically released during the extension
sequence.
With the landing gear retracted, the wing
and fuselage bays are completely enclosed
by:
- a small door, hinged on the wing,
mechanically attached to the main
fitting, and operated by movement of the
landing gear,
- a fixed fairing attached to the main leg,
- an inner door, hinged at the fuselage
keel, and operated by a hydraulic
actuating cylinder.
JUN 97
LANDING GEAR
A319/A320

The inner door is retained in the closed
position by an uplock unit which is
hydraulically released at the start of the
extension and retraction sequence. For
access to the landing gear bays, the door
uplocks can be mechanically released by
means of an external lever.
The nose landing gear retracts forward
into a compartment in the fuselage.
The landing gear is locked down by a secondary strut held aligned by two springs
and an actuating cylinder.
position by the engagement of a fitting on
the drag strut into an uplock unit mounted
on the roof of the bay. The uplock unit is
hydraulically released during the extension sequence.
When the landing gear is retracted, the
front of the bay is enclosed by two doors
hinged along the sides of the bay. The two
doors are operated by a single actuating
cylinder. The rear of the bay is enclosed
by doors which are attached to the nose
leg and are operated by movement of the
landing gear. With the landing gear
extended, the forward doors are closed
and the rear doors remain open.
The front doors are retained in the closed
position by a single uplock unit. This
uplock unit is hydraulically released at the
start of the extension or retraction
sequence. For access to the nose landing
gear bay, the door uplock may be mechanically released by means of an external
lever.
32-13
The hydraulically operated main and nose

landing gears retract into bays in the wings
and fuselage. After retraction, the landing
gear doors and fairings restore the aircraft
undersurface profile.
The main landing gear retracts inboard
into compartments to the rear of the wing
spar box, and into the fuselage to the rear
of the hydraulic compartments.
The landing gear is locked down by the
alignment of two lock links connected
between the sidestay and the main fitting.
The lock links are held aligned by two
springs and an actuating cylinder.
position by an uplock unit mounted on the
roof of the bay. The uplock is hydraulically released during the extension
sequence.
With the landing gear retracted, the wing
and fuselage bays are completely enclosed
by:
- a small door, hinged on the wing,
mechanically attached to the main
fitting, and operated by movement of the
landing gear,
- a fixed fairing attached to the main leg,
- an inner door, hinged at the fuselage
keel, and operated by a hydraulic
actuating cylinder.
JUN 97
The inner door is retained in the closed

position by an uplock unit which is
hydraulically released at the start of the
extension and retraction sequence. For
access to the landing gear bays, the door
uplocks can be mechanically released by
means of an external lever.
The nose landing gear retracts forward
into a compartment in the fuselage.
The landing gear is locked down by a secondary strut held aligned by two springs
and an actuating cylinder.
position by the engagement of a fitting on
the drag strut into an uplock unit mounted
on the roof of the bay. The uplock unit is
hydraulically released during the extension sequence.
When the landing gear is retracted, the
front of the bay is enclosed by two doors
hinged along the sides of the bay. The two
doors are operated by a single actuating
cylinder. The rear of the bay is enclosed
by doors which are attached to the nose
leg and are operated by movement of the
landing gear. With the landing gear
extended, the forward doors are closed
and the rear doors remain open.
The front doors are retained in the closed
position by a single uplock unit. This
uplock unit is hydraulically released at the
start of the extension or retraction
sequence. For access to the nose landing
gear bay, the door uplock may be mechanically released by means of an external
lever.
32-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

Gear up selection is only possible if all
three shock absorbers are extended.
NOTE: At each gear UP selection,
there is a changeover from LGCIU I to
LGCIU 2 or vice versa.
The retraction sequence is as follows:
- Doors open (when L/G lever is moved to
up position).
- Gears retract (when all L/G doors are
fully open).
- Doors close (when all L/Gs are up &
locked)

NOTE: Above 260 KTS (from ADIRU
1 and/or 3) the safety valve is closed in
order to depressurize the landing gear
system.
Gear up selection is only possible if all

three shock absorbers are extended.
NOTE: At each gear UP selection,
there is a changeover from LGCIU I to
LGCIU 2 or vice versa.
The retraction sequence is as follows:
up position).
- Gears retract (when all L/G doors are
fully open).
- Doors close (when all L/Gs are up &
locked)
NOTE: Above 260 KTS (from ADIRU

1 and/or 3) the safety valve is closed in
order to depressurize the landing gear
system.
Normal Retraction
Normal Retraction
32-14
A319/A320
LANDING GEAR
JUN 97
32-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321

At each gear DOWN selection the LGCIU
in command controls the extension
sequence. The extension sequence is as
follows:
down position).
- Gears extend (when all L/G doors are
fully open).
- Doors close (when all L/Gs are down &
locked).

NOTE: The safety valve is open when
speed is below 260 KTS.
At each gear DOWN selection the LGCIU

in command controls the extension
sequence. The extension sequence is as
follows:
down position).
- Gears extend (when all L/G doors are
fully open).
- Doors close (when all L/Gs are down &
locked).
NOTE: The safety valve is open when

speed is below 260 KTS.
Normal Extension
Normal Extension
JUN 97
A319/A320
LANDING GEAR
32-15
JUN 97
32-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

Landing Gear Control and Interface
Unit (LGCIU)
Electrical signals are provided for gear
and door actuation by two Landing Gear
Control and Interface Units (LGCIUs).
The LGCIUs receive position information
from the landing gear, cargo doors, and
flap system, and process gear and door
position, sequencing, control, and gear
lever selection. They also provide landing
gear information to the ECAM display,
and send signals to other airplane systems
for ground or flight mode operations.
LGCIU 1 provides landing gear position
indications on the landing gear indicator
panel and ECAM. LGCIU 2 provides
ECAM landing gear position indications
only.
32-16
LANDING GEAR
A319/A320

Landing gear proximity sensors provide
signals to the LGCIUs for computing and
monitoring landing gear position (up or
down), shock absorbers (compressed or
extended), and gear doors (opened or
closed). Each LGCIU controls one complete gear cycle, and switches over automatically at each retraction cycle (gear up
selection) or in case of a failure. In the
event of a proximity sensor failure or loss
of electrical power, the LGCIU provides
signals regarding gear and shock absorber
position to the non-affected LGCIU
which, in turn, automatically assumes control of the landing gear operation.
JUN 97
Landing Gear Control and Interface

Unit (LGCIU)
Electrical signals are provided for gear
and door actuation by two Landing Gear
Control and Interface Units (LGCIUs).
The LGCIUs receive position information from the landing gear, cargo doors,
and flap system, and process gear and
door position, sequencing, control, and
gear lever selection. They also provide
landing gear information to the ECAM
display, and send signals to other airplane
systems for ground or flight mode operations. LGCIU 1 provides landing gear
position indications on the landing gear
indicator panel and ECAM. LGCIU 2
provides ECAM landing gear position
indications only.
32-16
Landing gear proximity sensors provide

signals to the LGCIUs for computing and
monitoring landing gear position (up or
down), shock absorbers (compressed or
extended), and gear doors (opened or
closed). Each LGCIU controls one complete gear cycle, and switches over automatically at each retraction cycle (gear up
selection) or in case of a failure. In the
event of a proximity sensor failure or loss
of electrical power, the LGCIU provides
signals regarding gear and shock absorber
position to the non-affected LGCIU
which, in turn, automatically assumes control of the landing gear operation.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
LANDING GEAR
Normal Extension and Retraction System - Interfaces

JUN 97
A319/A320
Normal Extension and Retraction System - Interfaces

32-17
JUN 97
32-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

Free Fall Extension
The free-fall extension control handle is
on the rear of the center pedestal and operates the L/G mechanically if the normal
extension and retraction system is not serviceable It extends the nose landing gear
(NLG) and the main landing gear (MLG)
by gravity. The system is mechanically
operated by cables, rods, and levers, used
to make the necessary extend selections.
When the free-fall extension control handle is operated by rotating the handle 3
turns clockwise, the following occurs:
- The cut out valve closes and all landing
gear hydraulic components are
connected to the return line,
- The vent valves operate to bypass the
normal L/G extension system,
- The door and gear uplocks are released,
- The doors stay open, main landing gears
are locked down by spring forces. The
nose landing gear is locked down by
aerodynamic forces.

The landing gear lever must be set to
down in order to switch off the UNLK
lights.
NOTE: Because the landing gear system is depressurized the nose wheel
steering is lost.
Placing the free fall extension handle in
the NORMAL position by rotating the
handle 3 turns counter clockwise and setting the L/G control handle to DOWN
resets the system. The main doors close
and the system is set to the normal extension and retraction mode.
Shear devices protect the L/G system if
either the L/G door or release mechanism
jam when the free fall system is operated.
The free fall extension system has a
mechanical system in the MLG and NLG
bays and hydraulic components which
have an interface with the Green hydraulic
system.
Free Fall Extension

The free-fall extension control handle is
on the rear of the center pedestal and operates the L/G mechanically if the normal
extension and retraction system is not serviceable It extends the nose landing gear
(NLG) and the main landing gear (MLG)
by gravity. The system is mechanically
operated by cables, rods, and levers, used
to make the necessary extend selections.
When the free-fall extension control handle is operated by rotating the handle 3
turns clockwise, the following occurs:
- The cut out valve closes and all landing
gear hydraulic components are
connected to the return line,
- The vent valves operate to bypass the
normal L/G extension system,
- The door and gear uplocks are released,
- The doors stay open, main landing gears
are locked down by spring forces. The
nose landing gear is locked down by
aerodynamic forces.
The landing gear lever must be set to

down in order to switch off the UNLK
lights.
NOTE: Because the landing gear system is depressurized the nose wheel
steering is lost.
Placing the free fall extension handle in
the NORMAL position by rotating the
handle 3 turns counter clockwise and setting the L/G control handle to DOWN
resets the system. The main doors close
and the system is set to the normal extension and retraction mode.
Shear devices protect the L/G system if
either the L/G door or release mechanism
jam when the free fall system is operated.
The free fall extension system has a
mechanical system in the MLG and NLG
bays and hydraulic components which
have an interface with the Green hydraulic
system.
Free Fall Extension
Free Fall Extension
32-18
A319/A320
LANDING GEAR
JUN 97
32-18
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321

In the RH MLG bay, the mechanical linkage connects to:
- the cut out valve (2515GM),
- the MLG uplock (2510GM),
- the MLG door uplock (2520GM).
In the LH MLG bay, the mechanical linkage connects to:
- the MLG vent valve (2516GM),
In the NLG bay, the mechanical linkage
connects to:
- the vent valve (2532GM),
- the NLG uplock (2530GM),
- the NLG door uplock (2534GM).
The hydraulic components in the free fall
extension system are:
- the NLG vent valve (2532GM).

The cut-out valve isolates the L/G hydraulic system from the green hydraulic system supply.
The vent valve lets the hydraulic fluid
move between the extension and retraction
lines on some components, to prevent cavitation. It also lets any unwanted fluid go
back to the reservoir.
Two ports on the vent valve connect to
these components:
- the L/G downlocks,
- the L/G actuating cylinders,
- the L/G door actuators,
- the L/G uplocks.
The third port on the vent valve connects
to the green hydraulic system return.
The operation of the free fall extension
system isolates the green hydraulic power
system from the extension and retraction
system.
The only electrical power used is for indication functions.
In the RH MLG bay, the mechanical linkage connects to:

In the LH MLG bay, the mechanical linkage connects to:
In the NLG bay, the mechanical linkage
connects to:
- the vent valve (2532GM),
- the NLG uplock (2530GM),
- the NLG door uplock (2534GM).
The hydraulic components in the free fall
extension system are:
- the NLG vent valve (2532GM).
The cut-out valve isolates the L/G hydraulic system from the green hydraulic system supply.
The vent valve lets the hydraulic fluid
move between the extension and retraction
lines on some components, to prevent cavitation. It also lets any unwanted fluid go
back to the reservoir.
Two ports on the vent valve connect to
these components:
- the L/G downlocks,
- the L/G actuating cylinders,
- the L/G door actuators,
- the L/G uplocks.
The third port on the vent valve connects
to the green hydraulic system return.
The operation of the free fall extension
system isolates the green hydraulic power
system from the extension and retraction
system.
The only electrical power used is for indication functions.
Free Fall Extension - Schematic
Free Fall Extension - Schematic

JUN 97
A319/A320
LANDING GEAR
32-19
JUN 97
32-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

WHEELS AND BRAKES
Main Wheels
The main gear wheels have multidisc carbon brakes with two sets of pistons independently supplied with green and yellow
system hydraulic power. The yellow system is aided by one brake pressure accumulator.
Each brake has automatic adjusters, two
wear pin indicators and a temperature sensor.
The main gear wheels include fusible
plugs which protect both wheel and tire
against bursting if an overheat occurs.
The wheels have radial tires. Brake bands
stop the nose gear wheels at the end of the
gear retraction
32-20
LANDING GEAR
A319/A320

The wheels consist of two forged half
wheels made of light alloy. They are
attached together with bolts made of hightensile steel and self locking nuts. An Oring seal is put between the two half
wheels.
The wheels are equipped with :
taper roller bearings with protective seals,
- drive keys for the brake rotor disks,
- six fuse plugs which deflate the tire in the
event of excessive brake overheat and
thus protect against tire burst because of
excessive pressure,
- one inflating valve which incorporates a
pressure indicator (PSI type),
Each wheel is installed on the axle with an
axle sleeve.
JUN 97
WHEELS AND BRAKES

Main Wheels
The main gear wheels have multidisc carbon brakes with two sets of pistons independently supplied with green and yellow
system hydraulic power. The yellow system is aided by one brake pressure accumulator.
Each brake has automatic adjusters, two
wear pin indicators and a temperature sensor.
The main gear wheels include fusible
plugs which protect both wheel and tire
against bursting if an overheat occurs.
The wheels have radial tires. Brake bands
stop the nose gear wheels at the end of the
gear retraction
32-20

attached together with bolts made of hightensile steel and self locking nuts. An Oring seal is put between the two half
wheels.
The wheels are equipped with :
taper roller bearings with protective seals,
- drive keys for the brake rotor disks,
- six fuse plugs which deflate the tire in the
event of excessive brake overheat and
thus protect against tire burst because of
excessive pressure,
Each wheel is installed on the axle with an
axle sleeve.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
Main Gear Wheel

JUN 97
A319/A320
LANDING GEAR
Main Gear Wheel

32-21
JUN 97
32-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

Nose Wheels
attached with bolts made of high tensile
steel and self locking nuts. An O-ring seal
is put between the two half wheels.
32-22
LANDING GEAR
A319/A320

The wheels are equipped with:
- taper roller bearings with protective
seals,
- one overpressure relief valve,
The landing gear manufacturer supplies
the axle sleeve installed between the
wheel and the axle.
JUN 97
Nose Wheels
attached with bolts made of high tensile
steel and self locking nuts. An O-ring seal
is put between the two half wheels.
32-22
The wheels are equipped with:

- taper roller bearings with protective
seals,
- one overpressure relief valve,
The landing gear manufacturer supplies
the axle sleeve installed between the
wheel and the axle.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
Nose Gear Wheel
Nose Gear Wheel

JUN 97
A319/A320
LANDING GEAR
32-23
JUN 97
32-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

Normal Braking
Braking is Normal:
- when the Green high pressure is
available,
- when the A/SKID NOSE WHEEL
switch is in the ON position,
- and when the PARK BRK control switch
is in the OFF position.
The control is electrical and the Normal
braking uses the green set of brake pistons.
Control in the flight deck is electrical and
is achieved either via the pedals or automatically.
Automatic control is available on the
ground by the auto brake system and in
flight, when the landing gear normal control lever is put in the UP position.
In all the cases, the energizing of a selector valve causes the supply of the system.
When the A/SKID NOSE WHEEL
STEERING OFF mode is selected, or
when the parking brake is applied:
- the selector valve is de-energized,
- the Normal mode is de-activated.
Rods and bellcranks mechanically link the
Captain and First Officer pedal controls.
The left pedals control one of the input
levers of the brake pedal transmitter unit.
The right pedals control the other lever.
The hydraulic braking operation is identical for automatic braking, manual braking
and inflight braking.
32-24
LANDING GEAR
A319/A320

NOTE: During inflight braking, the
anti-skid function is inhibited by the
BSCU.
Normal braking and anti skid regulation
are electrically controlled by the Braking
and Steering Control Unit (BSCU).
Normal brake operation is as follows (see
the following diagram, Normal Brake
System Schematic):
- The selector valve is energized.
- The automatic selector ensures the
segregation of the two hydraulic systems
and preferential supply of the Normal
braking system.
- The throttle valve decreases the
movement speed of the automatic
selector when the brake selector valve is
de-energized.
- The normal brake servovalves supply a
pressure which depends on the control
current delivered by the BSCU.
- The manifold consists of the two
servovalves, the two pressure
transducers and two hydraulic fuses.
- The hydraulic fuse stops the flow in the
line if there is leakage.
- During Normal braking the automatic
selector connects the alternate system to
the Yellow return manifold.
- When manual braking (no auto brakes),
master cylinders give artificial feel at the
pedals.
- The brake system is ready to be supplied
by the Alternate system in case of
Normal braking failure.
JUN 97
Normal Braking
Braking is Normal:
- when the Green high pressure is
available,
- when the A/SKID NOSE WHEEL
switch is in the ON position,
- and when the PARK BRK control switch
is in the OFF position.
The control is electrical and the Normal
braking uses the green set of brake pistons.
Control in the flight deck is electrical and
is achieved either via the pedals or automatically.
Automatic control is available on the
ground by the auto brake system and in
flight, when the landing gear normal control lever is put in the UP position.
In all the cases, the energizing of a selector valve causes the supply of the system.
When the A/SKID NOSE WHEEL
STEERING OFF mode is selected, or
when the parking brake is applied:
- the selector valve is de-energized,
- the Normal mode is de-activated.
Rods and bellcranks mechanically link the
Captain and First Officer pedal controls.
The left pedals control one of the input
levers of the brake pedal transmitter unit.
The right pedals control the other lever.
The hydraulic braking operation is identical for automatic braking, manual braking
and inflight braking.
32-24
NOTE: During inflight braking, the

anti-skid function is inhibited by the
BSCU.
Normal braking and anti skid regulation
are electrically controlled by the Braking
and Steering Control Unit (BSCU).
Normal brake operation is as follows (see
the following diagram, Normal Brake
System Schematic):
- The selector valve is energized.
- The automatic selector ensures the
segregation of the two hydraulic systems
and preferential supply of the Normal
braking system.
- The throttle valve decreases the
movement speed of the automatic
selector when the brake selector valve is
de-energized.
- The normal brake servovalves supply a
pressure which depends on the control
current delivered by the BSCU.
- The manifold consists of the two
servovalves, the two pressure
transducers and two hydraulic fuses.
line if there is leakage.
- During Normal braking the automatic
selector connects the alternate system to
the Yellow return manifold.
- When manual braking (no auto brakes),
master cylinders give artificial feel at the
pedals.
- The brake system is ready to be supplied
by the Alternate system in case of
Normal braking failure.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
Normal Brake System Schematic

JUN 97
A319/A320
LANDING GEAR
Normal Brake System Schematic

32-25
JUN 97
32-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321

Auxiliary Low Pressure Control System
The auxiliary low pressure control system
consists of a reservoir, 2 master cylinders,
and a dual valve. The system provides
initial mechanical and hydraulic input and
control of the Alternate braking system.
The brake control hydraulic reservoir supplies the master cylinders of the Alternate
system with hydraulic fluid.
A spring loaded piston slightly pressurizes
the reservoir. The reservoir has a filling
valve and two calibrated valves, one
which limits the internal pressure, and
another which removes fluid if an overpressure occurs.
There are two master cylinders (one for
the left side, one for the right side). The
master cylinders are used to control the
distribution dual valve of the Alternate
brake system by displacement of a volume
of fluid from a chamber within the master
cylinder. The master cylinders also provide artificial feel at the pedals by means
of an internal spring and the load resulting
from the pressure that increases in the
control circuit.
NOTE: The master cylinders provide
artificial feel for braking for both the
Alternate and Normal brake systems.
The dual valve (also known as the distribution dual valve) includes 2 internal
pressure reducing valves, one for each
main gear. Displaced fluid from the master cylinders controls the 2 pressure reducing valves. The pressure reducing valves
allow Yellow system pressure to flow to
the Alternate brake system components.
NOTE: Fluid contained in the Auxiliary low pressure control system is segregated from the rest of the Alternate
system fluid.
32-26
LANDING GEAR
A319/A320

Alternate Braking with Anti Skid
Alternate braking with anti skid associates
Yellow high pressure with anti skid regulation. This mode automatically occurs if
Green pressure is not available or fails
during braking or if certain failures occur
on the Normal system. A hydraulic selector causes the changeover between the
Green and Yellow systems automatically.
Control is through the brake pedals. An
auxiliary low pressure control system
transmits the orders. The pressure supplied to the left and right brakes is shown
on a brake Yellow pressure triple indicator
installed on the center instrument panel.
The anti skid system and related indicating
are operative.
This braking mode uses the yellow set of
pistons on the brake unit.
Alternate braking with anti skid operation
is as follows (see the following diagram,
Alternate Braking with Anti Skid Schematic):
- The orders are entered through the pedals
and an auxiliary low pressure control
system transmits the orders via the
master cylinders, to control the dual
valve.
- The Yellow system pressure from the
dual valve is delivered to the brakes
through the dual shuttle valve and the
alternate servo valves. It is indicated on
the Yellow pressure triple indicator.
- The alternate brake servo valve manifold
comprises two alternate servovalves and
two hydraulic fuses.
- The BSCU ensures the anti skid
regulation by controlling the related
servovalve.
line if there is high leakage.
JUN 97
Auxiliary Low Pressure Control System

The auxiliary low pressure control system
consists of a reservoir, 2 master cylinders,
and a dual valve. The system provides
initial mechanical and hydraulic input and
control of the Alternate braking system.
The brake control hydraulic reservoir supplies the master cylinders of the Alternate
system with hydraulic fluid.
A spring loaded piston slightly pressurizes
the reservoir. The reservoir has a filling
valve and two calibrated valves, one
which limits the internal pressure, and
another which removes fluid if an overpressure occurs.
There are two master cylinders (one for
the left side, one for the right side). The
master cylinders are used to control the
distribution dual valve of the Alternate
brake system by displacement of a volume
of fluid from a chamber within the master
cylinder. The master cylinders also provide artificial feel at the pedals by means
of an internal spring and the load resulting
from the pressure that increases in the
control circuit.
NOTE: The master cylinders provide
artificial feel for braking for both the
Alternate and Normal brake systems.
The dual valve (also known as the distribution dual valve) includes 2 internal
pressure reducing valves, one for each
main gear. Displaced fluid from the master cylinders controls the 2 pressure reducing valves. The pressure reducing valves
allow Yellow system pressure to flow to
the Alternate brake system components.
NOTE: Fluid contained in the Auxiliary low pressure control system is segregated from the rest of the Alternate
system fluid.
32-26
Alternate Braking with Anti Skid

Alternate braking with anti skid associates
Yellow high pressure with anti skid regulation. This mode automatically occurs if
Green pressure is not available or fails
during braking or if certain failures occur
on the Normal system. A hydraulic selector causes the changeover between the
Green and Yellow systems automatically.
Control is through the brake pedals. An
auxiliary low pressure control system
transmits the orders. The pressure supplied to the left and right brakes is shown
on a brake Yellow pressure triple indicator
installed on the center instrument panel.
The anti skid system and related indicating
are operative.
This braking mode uses the yellow set of
pistons on the brake unit.
Alternate braking with anti skid operation
is as follows (see the following diagram,
Alternate Braking with Anti Skid Schematic):
and an auxiliary low pressure control
system transmits the orders via the
master cylinders, to control the dual
valve.
- The Yellow system pressure from the
dual valve is delivered to the brakes
through the dual shuttle valve and the
alternate servo valves. It is indicated on
the Yellow pressure triple indicator.
- The alternate brake servo valve manifold
comprises two alternate servovalves and
two hydraulic fuses.
- The BSCU ensures the anti skid
regulation by controlling the related
servovalve.
line if there is high leakage.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
Alternate Braking withAnti Skid Schematic

JUN 97
A319/A320
LANDING GEAR
Alternate Braking withAnti Skid Schematic

32-27
JUN 97
32-27
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/A321

Alternate Braking without Anti Skid
The Alternate braking without anti skid
mode is different from the previously
identified mode in that there is no anti skid
regulation. This anti skid regulation can
be disconnected electrically with the A/
SKID & N/W STRG switch in the OFF
position or by an electrical power supply
failure. The anti skid regulation is disconnected hydraulically if the Yellow system
brake accumulator is the only source of
hydraulic power (the A/SKID & N/W
STRG switch can be in any position).
Hydraulic pressure switching between the
Yellow high pressure system and the
accumulator is automatic.
The brake Yellow pressure triple-indicator
shows the pressure of the accumulator.
The Yellow electric pump fills the accumulator. The accumulator can supply at
least seven full brake applications. This
braking mode uses the yellow set of pistons in the brake units. This accumulator
is used only for braking. Check valves
isolate the supply lines. A pressure transmitter is installed in the common supply
line. It transmits data on the hydraulic
fluid pressure to the brake Yellow pressure triple-indicator.
The brake Yellow pressure accumulator
supplies the system with thermal pressure
relief protection, which limits the pressure
to 3435 psi if a thermal expansion occurs.
This pressure relief valve is also used for
manual pressure release
32-28
LANDING GEAR
A319/A320

The Alternate brake system without anti
skid is controlled (as is Alternate braking
with anti skid) through the pedals.
Artificial feel characteristics are identical. Maximum pressure supplied to the
brakes is approximately 145 psi higher
than in Alternate braking with anti skid.
When the pedals are pushed in, the pressure increases at the brakes through the
Alternate brake servo valves.
When the pedals are released, pressure
relief valves permit the brakes to be
relieved of pressure and released in any
position of the Alternate brake servo valve
slide valve.
Alternate braking without anti skid operation is as follows (see the following diagram, Alternate Braking without Anti
Skid Schematic):
- In case of alternate braking without
antiskid the brakes are supplied either by
the yellow high pressure or the brake
accumulator.
- When yellow high pressure is available
brakes are supplied through the alternate
system and return lines are connected to
the yellow return manifold.
- When the brakes are only supplied by the
brake accumulator the return lines are
shut off by the automatic selector.
only and an Auxiliary low pressure
control system transmits the orders via
the master cylinders, to control the dual
valve.
- The pressure from the dual valve is
delivered to the brakes through the dual
shuttle valve and the alternate servo
valves. It is indicated on the Yellow
pressure triple indicator.
JUN 97
Alternate Braking without Anti Skid

The Alternate braking without anti skid
mode is different from the previously
identified mode in that there is no anti skid
regulation. This anti skid regulation can
be disconnected electrically with the A/
SKID & N/W STRG switch in the OFF
position or by an electrical power supply
failure. The anti skid regulation can also
be disconnected hydraulically if the Yellow system brake accumulator is the only
source of hydraulic power (the A/SKID &
N/W STRG switch can be in any position).
Hydraulic changes between the Yellow
high pressure system and the accumulator
are automatic but reversible.
The brake Yellow pressure triple-indicator
shows the pressure of the accumulator.
The Yellow electric pump fills the accumulator. The accumulator can supply at
least seven full brake applications. This
braking mode uses the second set of pistons in the brake units. This accumulator
is used only for braking. Check valves
isolate the supply lines. A pressure transmitter is installed in the common supply
line. It transmits data on the hydraulic
fluid pressure to the third input of the
brake Yellow pressure triple-indicator.
The brake Yellow pressure accumulator
supplies the system with thermal pressure
relief protection. This pressure relief
valve is also used for manual pressure
release, which limits the pressure to 3435
psi if a. thermal expansion occurs.
Two pressure relief valves, included in the
Alternate brake servo valve manifolds
connect the supply to the manifold return.
This connection enables the brakes to be
slide valve.
32-28
The Alternate brake system without anti

skid is controlled (as is Alternate braking
with anti skid) through the pedals.
Artificial feel characteristics are identical. Maximum pressure supplied to the
brakes is approximately 145 psi higher
than in Alternate braking with anti skid.
When the pedals are pushed in, the pressure increases at the brakes through the
Alternate brake servo valves.
When the pedals are released, pressure
relief valves permit the brakes to be
slide valve.
Alternate braking without anti skid operation is as follows (see the following diagram, Alternate Braking without Anti
Skid Schematic):
- In case of alternate braking without
antiskid the brakes are supplied either by
the yellow high pressure or the brake
accumulator.
- When yellow high pressure is available
brakes are supplied through the alternate
system and return lines are connected to
the yellow return manifold.
- When the brakes are only supplied by the
brake accumulator the return lines are
shut off by the automatic selector.
only and an Auxiliary low pressure
control system transmits the orders via
the master cylinders, to control the dual
valve.
- The pressure from the dual valve is
delivered to the brakes through the dual
shuttle valve and the alternate servo
valves. It is indicated on the Yellow
pressure triple indicator.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
LANDING GEAR
Alternate Braking without Anti Skid Schematic

JUN 97
A319/A320
Alternate Braking without Anti Skid Schematic

32-29
JUN 97
32-29
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/A321

Parking/Ultimate Emergency Braking
A two position handle identified as PARK
BRK is installed on the center pedestal
and controls the parking/ultimate emergency braking system.
When the PARKING BRK control handle
is in the ON position, the other braking
modes are deactivated and the brakes are
supplied with Yellow high pressure. If
Yellow high pressure is not available the
brake Yellow pressure accumulator suppliespressure limited at 2100 psi to the
brakes. The return lines are closed to
ensure that the brakes will hold for at least
12 hours. Take off configuration warnings will alert the flight crew to release the
parking brake when either engine is at full
throttle.
The parking brake electrical control valve
is located in the hydraulics compartment.
It receives signals from the ON position of
the PARKING BRK control handle
tthrough an electrical linear transmitter.
The electrical control is duplicated (2
channels).
When the PARKING BRK control switch
in the ON position (PARK), the linear
transmitter coil is energized. The transmitter then reaches the stop in approximately 2 seconds. The limit switch deenergizes the coil.
32-30
LANDING GEAR
A319/A320

The limit position is indicated through a
switch connected in parallel. When the
coil de-energizes, an amber light on the
nose wheel steering deactivation box illuminates. The ECAM memo message
PARK BRK is displayed.
Parking/ultimate emergency braking is as
follows (see the following diagram, Parking/Ultimate Emergency Braking):
- The brakes are supplied either by the
Yellow high pressure manifold or the
brake accumulator.
- When the parking brake handle is set to
the ON position, all the other braking
modes and the anti-skid system are
deactivated. All the return lines are shut
off.
- The parking brake electrical control
valve comprises one electrical linear
transmitter which operates the. hydromechanical valve and a pressure limiter
for the dual shuttle valve supply.
- The secondary slide valve of the
automatic selector isolates the return
lines of the alternate brake servo valves
to prevent fluid leakage to the Yellow
reservoir.
- The parking brake operated valve shuts
off the supply to the Alternate system to
prevent leakage through the dual valve.
JUN 97
Parking/Ultimate Emergency Braking

A two position handle identified as PARK
BRK is installed on the center pedestal
and controls the parking/ultimate emergency braking system.
When the PARKING BRK control handle
is in the ON position, the other braking
modes are deactivated and the brakes are
supplied with Yellow high pressure. If
Yellow high pressure is not available the
brake Yellow pressure accumulator suppliespressure limited at 2100 psi to the
brakes. The return lines are closed to
ensure that the brakes will hold for at least
12 hours. Take off configuration warnings will alert the flight crew to release the
parking brake when either engine is at full
throttle.
The parking brake electrical control valve
is located in the hydraulics compartment.
It receives signals from the ON position of
the PARKING BRK control handle
tthrough an electrical linear transmitter.
The electrical control is duplicated (2
channels).
When the PARKING BRK control switch
in the ON position (PARK), the linear
transmitter coil is energized. The transmitter then reaches the stop in approximately 2 seconds. The limit switch deenergizes the coil.
32-30
The limit position is indicated through a

switch connected in parallel. When the
coil de-energizes, an amber light on the
nose wheel steering deactivation box illuminates. The ECAM memo message
PARK BRK is displayed.
Parking/ultimate emergency braking is as
follows (see the following diagram, Parking/Ultimate Emergency Braking):
- The brakes are supplied either by the
Yellow high pressure manifold or the
brake accumulator.
- When the parking brake handle is set to
the ON position, all the other braking
modes and the anti-skid system are
deactivated. All the return lines are shut
off.
- The parking brake electrical control
valve comprises one electrical linear
transmitter which operates the. hydromechanical valve and a pressure limiter
for the dual shuttle valve supply.
- The secondary slide valve of the
automatic selector isolates the return
lines of the alternate brake servo valves
to prevent fluid leakage to the Yellow
reservoir.
- The parking brake operated valve shuts
off the supply to the Alternate system to
prevent leakage through the dual valve.
JUN 97
UNITED AIRLINES
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A318/
LANDING GEAR
A319/A320 /A321
LANDING GEAR
Parking Brake and Emergency Braking Schematic

JUN 97
A319/A320
Parking Brake and Emergency Braking Schematic

32-31
JUN 97
32-31
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/A321

Brake System Temperature
The brake temperature system consists of:
- 4 temperature sensors (one chromelalumel thermocouple per brake),
- 2 Brake Temperature Monitoring Units
(one per gear),
- a Braking/Steering Control Unit
(BSCU).
A two-twisted wire cable connects each
brake temperature sensor to a brake temperature monitoring unit. The brake temperature monitoring unit processes the
signals and compensates the thermocouple
cold junction. The BSCU provides the
indicating systems with the temperature at
each of the 4 brakes and the hot brake
warning.

The chromel-alumel temperature sensor
delivers a voltage proportional to the temperature difference between the cold junction and the hot junction.
The Brake Temperature Monitoring Unit
(BTMU) is equipped with two printed circuits required to process the data from the
thermocouples.
After processing, the BTMU delivers a
voltage which varies between 1V and 9V
corresponding to a temperature range of 0
to 1000C.
The BSCU changes the analog signals
from the brake-temperature monitoring
unit to an ARINC 429 signal. The BSCU
sends this data and the hot brake warning
to the lower display unit of the ECAM
system.
A warning is generated when a brake temperature exceeds 300C.
Brake System Temperature

The brake temperature system consists of:
- 4 temperature sensors (one chromelalumel thermocouple per brake),
- 2 Brake Temperature Monitoring Units
(one per gear),
- a Braking/Steering Control Unit
(BSCU).
A two-twisted wire cable connects each
brake temperature sensor to a brake temperature monitoring unit. The brake temperature monitoring unit processes the
signals and compensates the thermocouple
cold junction. The BSCU provides the
indicating systems with the temperature at
each of the 4 brakes and the hot brake
warning.
The chromel-alumel temperature sensor

delivers a voltage proportional to the temperature difference between the cold junction and the hot junction.
The Brake Temperature Monitoring Unit
(BTMU) is equipped with two printed circuits required to process the data from the
thermocouples.
After processing, the BTMU delivers a
voltage which varies between 1V and 9V
corresponding to a temperature range of 0
to 1000C.
The BSCU changes the analog signals
from the brake-temperature monitoring
unit to an ARINC 429 signal. The BSCU
sends this data and the hot brake warning
to the lower display unit of the ECAM
system.
A warning is generated when a brake temperature exceeds 300C.
Brake Temperature Monitoring Unit
Brake Temperature Monitoring Unit
32-32
A319/A320
LANDING GEAR
JUN 97
32-32
JUN 97
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Nose Wheel Steering
Nose wheel steering is possible from the
flight compartment during taxi, and more
generally at low speed, through action on
a handwheel.
There are two identical handwheels, one
for the Captain and one for the First
Officer. In the event of simultaneous
operation, the orders that the handwheels
give are algebraically added.
The maximum travel of the wheels is 74
left or right of center.
The maximum corresponding travel of the
handwheel is 75 left or right of center.
However, the law between these two travels is not linear.
The steering is active with the aircraft on
ground upon compression of the main
landing gear. The steering angle is limited
as a function of the aircraft speed.

The steering angle is limited during takeoff or landing, and more generally at high
speed, either through action of the Captain
(or First Officer) on the rudder pedals, or
automatically through the autopilot (yaw
control).
In both cases, the steering angle is limited
as a function of the aircraft speed. When
the aircraft speed is above 130 knots, the
steering is not available.
If the runway is icy, the pilot can disconnect the control through the pedals from
the steering control. To obtain this, the
pilot presses and holds a push-button
switch located on each handwheel.
After takeoff, the nose wheels are automatically centered by the action of cams in
the shock absorber.
Before the aircraft is towed, the hydraulic
system must be depressurized through
action on a lever which can be locked in
one of two positions. This lever is located
on an electrical box easily accessible from
the ground. The maximum towing angle
is 95.
Nose Wheel Steering

Nose wheel steering is possible from the
flight compartment during taxi, and more
generally at low speed, through action on
a handwheel.
There are two identical handwheels, one
for the Captain and one for the First
Officer. In the event of simultaneous
operation, the orders that the handwheels
give are algebraically added.
The maximum travel of the wheels is 74
left or right of center.
The maximum corresponding travel of the
handwheel is 75 left or right of center.
However, the law between these two travels is not linear.
The steering is active with the aircraft on
ground upon compression of the main
landing gear. The steering angle is limited
as a function of the aircraft speed.
Nose Wheel Steering
JUN 97
A319/A320
LANDING GEAR
The steering angle is limited during takeoff or landing, and more generally at high
speed, either through action of the Captain
(or First Officer) on the rudder pedals, or
automatically through the autopilot (yaw
control).
In both cases, the steering angle is limited
as a function of the aircraft speed. When
the aircraft speed is above 130 knots, the
steering is not available.
If the runway is icy, the pilot can disconnect the control through the pedals from
the steering control. To obtain this, the
pilot presses and holds a push-button
switch located on each handwheel.
After takeoff, the nose wheels are automatically centered under the action of
cams in the shock absorber.
Before the aircraft is towed, the hydraulic
system must be depressurized through
action on a lever which can be locked in
one of two positions. This lever is located
on an electrical box easily accessible from
the ground. The maximum towing angle
is 95.
Nose Wheel Steering

32-33
JUN 97
32-33
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POSITION AND WARNING
Indication and Warning
Proximity sensors on the L/G and L/G
doors give position data to the two Landing Gear Control and Interface Units
(LGCIUs). There are two sets of proximity sensors. The sensors in System I supply data to LGCIU I and the sensors in
System 2 supply data to LGCIU 2. Each
LGCIU sends the position data to the
Electronic Instrument System. The EIS
includes the Engine/Warning Display
(EWD) and the System Display (SD).
Together these make the ECAM.
The position of each L/G and L/G door
shows on the WHEEL page of the SD. If
specified failures (or incorrect L/G configurations) occur, the EWD gives a warning
or caution message. Also, the Master
Warning, or Caution Lights, come on and
an aural warning sounds.
The down lock indicator lights also show
the position of each L/G (but not the L/G
doors). The down lock indicator lights for
the MLG and NLG are independently supplied through LGCIU 1.
Position information is described in Landing Gear Position Information section
which follows.
The LGCIU's supply L/G position data to
other aircraft systems. Two types of data
are given. These are:
- discrete logic signals,
- ARINC 429 data.
32-34
LANDING GEAR
A319/A320

The discrete outputs are sent when the L/G
is in specific positions (i.e. L/G locked
down). ARINC 429 data is sent all the
time when an LGCIU is in operation.
Each of the LGCIU's contains BITE. The
BITE has hardware and software for these
functions:
- to continuously monitor the system for
failures,
- to do a test of parts of the system during
power up,
- to keep a record of failures and also send
this data to the Centralized Fault Display
System (CFDS) and Data Recording
System,
- to do a system test during ground
maintenance,
- to simulate different L/G configurations
during maintenance.
The LGCIU-BITE supplies data to the
CFDS, as a maintenance aid system.
ARINC 429 input and output busbars connect the LGCIU BITE to the CFDS. The
CFDS Interface Unit is the interface
between the LGCIU BITE and the
MCDUs. Each MCDU contains a cathode
ray tube display, function keys and a keyboard. This lets the maintenance technician:
- read the failure data in the Non-Volatile
Random Access Memory (NOVOL
RAM) of the LGCIU,
- get access to the results of the most
recent system test,
- use the LGCIU functions to do L/G
simulations.
The ground test BITE function is started
on demand via the CFDS every 400 hours.
JUN 97
POSITION AND WARNING

Indication and Warning
Proximity sensors on the L/G and L/G
doors give position data to the two Landing Gear Control and Interface Units
(LGCIUs). There are two sets of proximity sensors. The sensors in System I supply data to LGCIU I and the sensors in
System 2 supply data to LGCIU 2. Each
LGCIU sends the position data to the
Electronic Instrument System. The EIS
includes the Engine/Warning Display
(EWD) and the System Display (SD).
Together these make the ECAM.
The position of each L/G and L/G door
shows on the WHEEL page of the SD. If
specified failures (or incorrect L/G configurations) occur, the EWD gives a warning
or caution message. Also, the Master
Warning, or Caution Lights, come on and
an aural warning sounds.
The down lock indicator lights also show
the position of each L/G (but not the L/G
doors). The down lock indicator lights for
the MLG and NLG are independently supplied through LGCIU 1.
Position information is described in Landing Gear Position Information section
which follows.
The LGCIU's supply L/G position data to
other aircraft systems. Two types of data
are given. These are:
- discrete logic signals,
- ARINC 429 data.
32-34
The discrete outputs are sent when the L/G

is in specific positions (i.e. L/G locked
down). ARINC 429 data is sent all the
time when an LGCIU is in operation.
Each of the LGCIU's contains BITE. The
BITE has hardware and software for these
functions:
- to continuously monitor the system for
failures,
- to do a test of parts of the system during
power up,
- to keep a record of failures and also send
this data to the Centralized Fault Display
System (CFDS) and Data Recording
System,
- to do a system test during ground
maintenance,
- to simulate different L/G configurations
during maintenance.
The LGCIU-BITE supplies data to the
CFDS, as a maintenance aid system.
ARINC 429 input and output busbars connect the LGCIU BITE to the CFDS. The
CFDS Interface Unit is the interface
between the LGCIU BITE and the
MCDUs. Each MCDU contains a cathode
ray tube display, function keys and a keyboard. This lets the maintenance technician:
- read the failure data in the Non-Volatile
Random Access Memory (NOVOL
RAM) of the LGCIU,
- get access to the results of the most
recent system test,
- use the LGCIU functions to do L/G
simulations.
The ground test BITE function is started
on demand via the CFDS every 400 hours.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
LANDING GEAR
Landing Gear and Doors Indication and Warnings
Landing Gear and Doors Indication and Warnings

JUN 97
A319/A320
32-35
JUN 97
32-35
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/A321

Landing Gear Position Information
The landing gear (L/G) position indications are given to the flight crew on the
Electronic Centralized Aircraft Monitoring (ECAM) Display Units (DUs) and by
the L/G position indicator lights.
The Central Warning system uses aural
and visual equipment to tell the flight
crew that a fault has occurred in the L/G
system.
The L/G position-indication system is
divided into two sub-systems, SYSTEM 1
and SYSTEM 2. Each system has:
- a Landing Gear Control and Interface
Unit (LGCIU) (5GA1/5GA2),
- proximity sensors that detect the position
of the components in the L/G system.
The two LGCIUs supply landing position
data (ARINC 429) to the Flight Warning
Computer (FWC) and the ECAM system.
The ECAM system automatically shows
32-36
LANDING GEAR
A319/A320

the WHEEL page on the lower DU:
- between the first engine started and the
first engine to get to takeoff power,
- between the selection of L/G DOWN or
800 ft radio altitude (whichever is first)
and the second engine shutdown,
- when one of these failure warning
indications shows on the upper DU.
LGCIU 1(2) FAULT
L/G DOORS NOT CLOSED
L/G GEAR NOT UPLOCKED
L/G GEAR NOT DOWNLOCKED
L/G GEAR UPLOCK FAULT
L/G SYS DISAGREE
If necessary, a procedure to correct the
effects of the failure is also shown with the
failure warning indications. When some
of these failure warning indications show,
the Master Warning or Caution Lights
come on. Also a continuous chime or a
single chime sounds.
The WHEEL page can be shown at any
time by manual use of the ECAM control
panel.
The LGCIU in SYSTEM 1 also controls
the operation of the position indicator
lights (8GB/9GB/10GB). These indicator
lights only show the position of the MLG
and NLG.
JUN 97
Landing Gear Position Information

The landing gear (L/G) position indications are given to the flight crew on the
Electronic Centralized Aircraft Monitoring (ECAM) Display Units (DUs) and by
the L/G position indicator lights.
The Central Warning system uses aural
and visual equipment to tell the flight
crew that a fault has occurred in the L/G
system.
The L/G position-indication system is
divided into two sub-systems, SYSTEM 1
and SYSTEM 2. Each system has:
- a Landing Gear Control and Interface
Unit (LGCIU) (5GA1/5GA2),
- proximity sensors that detect the position
of the components in the L/G system.
The two LGCIUs supply landing position
data (ARINC 429) to the Flight Warning
Computer (FWC) and the ECAM system.
The ECAM system automatically shows
32-36
the WHEEL page on the lower DU:

- between the first engine started and the
first engine to get to takeoff power,
- between the selection of L/G DOWN or
800 ft radio altitude (whichever is first)
and the second engine shutdown,
- when one of these failure warning
indications shows on the upper DU.
LGCIU 1(2) FAULT
L/G DOORS NOT CLOSED
L/G GEAR NOT UPLOCKED
L/G GEAR NOT DOWNLOCKED
L/G GEAR UPLOCK FAULT
L/G SYS DISAGREE
If necessary, a procedure to correct the
effects of the failure is also shown with the
failure warning indications. When some
of these failure warning indications show,
the Master Warning or Caution Lights
come on. Also a continuous chime or a
single chime sounds.
The WHEEL page can be shown at any
time by manual use of the ECAM control
panel.
The LGCIU in SYSTEM 1 also controls
the operation of the position indicator
lights (8GB/9GB/10GB). These indicator
lights only show the position of the MLG
and NLG.
JUN 97
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LANDING GEAR
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Landing Gear System - Block Diagram
Landing Gear System - Block Diagram

JUN 97
A319/A320
LANDING GEAR
32-37
JUN 97
32-37
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Following are landing gear retraction and
extension events.
UP SELECTION
Two UP selection signals which come
from the lever, are sent to the Landing
Gear Control Interface Unit.
The Landing Gear Control Interface Unit
(LGCIU) initiates the gear retraction
sequence.
DOWN SELECTION
Two DOWN selection signals coming
from the lever, are sent to the LGCIU to
initiate the gear extension sequence.
DOOR UPLOCKS
Three door uplock signals which come
from door uplock proximity detectors, are
sent to the LGCIU to indicate whether
doors are uplocked, or not.
DOOR FULLY OPEN
Four door fully open signals (two for nose
doors) which come from the corresponding proximity detectors, are sent to the
LGCIU to indicate whether doors are fully
open, or not.
GEAR UPLOCKS
Three gear uplock signals which come
from gear uplock proximity detectors, are
gears are uplocked, or not.
GEAR DOWNLOCKS
Three gear downlock signals which come
from gear downlock proximity detectors,
are sent to the LGCIU to indicate whether
32-38
LANDING GEAR
A319/A320

gears are down and locked, or not.
EXTENDED OR COMPRESSED
Three shock absorber signals which come
from the oleo proximity detectors are sent
to the LGCIU to indicate whether shockabsorbers are compressed, or not.
NOTE: Nose landing gear flight"
information is given when the gear is
extended and wheels are in the centered
position.
DOOR SELECTOR VALVE
After analyzing all the input signals, the
LGCIU sends two signals to the corresponding solenoid of the door selector
valve according to the position of the
gears.
GEAR SELECTOR VALVE
LGCIU sends two signals to the corresponding solenoid of the gear selector
doors.
L/G
RETRACTION
INTERLOCK
SOLENOID
After analyzing all shock absorber signals,
the LGCIU sends a signal to the lever
interlock solenoid to prevent gear retraction if any shock absorber is compressed.
LGCIU 2
Same control for LGCIU 2.
Four signals are used by the LGCIU for
system selection:
- Two for system 1 status,
- Two for system 2 status.
JUN 97
Following are landing gear retraction and

extension events.
UP SELECTION
Two UP selection signals which come
from the lever, are sent to the Landing
Gear Control Interface Unit.
The Landing Gear Control Interface Unit
(LGCIU) initiates the gear retraction
sequence.
DOWN SELECTION
Two DOWN selection signals coming
from the lever, are sent to the LGCIU to
initiate the gear extension sequence.
DOOR UPLOCKS
Three door uplock signals which come
from door uplock proximity detectors, are
doors are uplocked, or not.
DOOR FULLY OPEN
Four door fully open signals (two for nose
doors) which come from the corresponding proximity detectors, are sent to the
LGCIU to indicate whether doors are fully
open, or not.
GEAR UPLOCKS
Three gear uplock signals which come
from gear uplock proximity detectors, are
gears are uplocked, or not.
GEAR DOWNLOCKS
Three gear downlock signals which come
from gear downlock proximity detectors,
are sent to the LGCIU to indicate whether
32-38
gears are down and locked, or not.

EXTENDED OR COMPRESSED
Three shock absorber signals which come
from the oleo proximity detectors are sent
to the LGCIU to indicate whether shockabsorbers are compressed, or not.
NOTE: Nose landing gear flight"
information is given when the gear is
extended and wheels are in the centered
position.
DOOR SELECTOR VALVE
LGCIU sends two signals to the corresponding solenoid of the door selector
gears.
GEAR SELECTOR VALVE
LGCIU sends two signals to the corresponding solenoid of the gear selector
doors.
L/G
RETRACTION
INTERLOCK
SOLENOID
After analyzing all shock absorber signals,
the LGCIU sends a signal to the lever
interlock solenoid to prevent gear retraction if any shock absorber is compressed.
LGCIU 2
Same control for LGCIU 2.
Four signals are used by the LGCIU for
system selection:
- Two for system 1 status,
- Two for system 2 status.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
ULDGG010-C
ULDGG010-C
LGCIU Interfaces
LGCIU Interfaces
JUN 97
A319/A320
LANDING GEAR
32-39
JUN 97
32-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
A319/A320
LANDING GEAR
LANDING GEAR SELECTOR

LANDING GEAR SELECTOR

Landing Gear Lever
Provides electrical signals to the two LGCIUs
which control the green hydraulic supply. When
selected UP or DOWN with the airspeed less than
260 KIAS, all landing gear doors open, the gear
repositions, and then all doors close.
Landing Gear Lever

Provides electrical signals to the two LGCIUs
which control the green hydraulic supply. When
selected UP or DOWN with the airspeed less than
260 KIAS, all landing gear doors open, the gear
repositions, and then all doors close.
UP - Retracts landing gear. When the gear doors

open, the main wheels are automatically braked by
the normal brake system. The nose wheels are
stopped by a brake band in the gear well during
door closure. When the lever is UP, the hydraulic
supply is automatically cut off above 260 KIAS.
UP - Retracts landing gear. When the gear doors

open, the main wheels are automatically braked by
the normal brake system. The nose wheels are
stopped by a brake band in the gear well during
door closure. When the lever is UP, the hydraulic
supply is automatically cut off above 260 KIAS.
DOWN - Extends the landing gear. The system

remains pressurized if green hydraulic pressure is
available.
An interlock mechanism prevents
unsafe retraction by locking the lever in the
DOWN position when any gear shock absorber is
compressed or the nosewheel steering is not centered.
DOWN - Extends the landing gear. The system

remains pressurized if green hydraulic pressure is
available.
An interlock mechanism prevents
unsafe retraction by locking the lever in the
DOWN position when any gear shock absorber is
compressed or the nosewheel steering is not centered.
UP
UP
DOWN
32-40
DOWN Arrow
Illuminates red associated
with ECAM GEAR NOT DOWN warning if the landing gear is not downlocked
with any one of the following:
- Radio altitude less than 750 feet and
both engine's N1 below 75% (or N1
below 97% during single engine flight).
Flaps 3 or FULL selected.
- Flaps FULL selected with both radio
altimeters failed.
JUN 97
DOWN
32-40
DOWN Arrow
Illuminates red associated
with ECAM GEAR NOT DOWN warning if the landing gear is not downlocked
with any one of the following:
both engine's N1 below 75% (or N1
below 97% during single engine flight).
Flaps 3 or FULL selected.
- Flaps FULL selected with both radio
altimeters failed.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
A319/A320
LANDING GEAR
LANDING GEAR INDICATOR

PANEL
LANDING GEAR INDICATOR

PANEL
LDG GEAR
LDG GEAR
UNLK
UNLK
UNLK
UNLK
UNLK
UNLK
LDG GEAR Lights

Display proximity detector information received from LGCIU 1. The LDG GEAR indicator panel does not illuminate when LGCIU 1 is not electrically powered.
UNLK Lights - Illuminate red if the gear is not locked in the selected position.
Lights - Illuminate green if the gear is locked down.
LDG GEAR Lights

Display proximity detector information received from LGCIU 1. The LDG GEAR indicator panel does not illuminate when LGCIU 1 is not electrically powered.
UNLK Lights - Illuminate red if the gear is not locked in the selected position.
Lights - Illuminate green if the gear is locked down.
AUTOBRAKE PANEL
AUTOBRAKE PANEL
AUTO/BRK
AUTO/BRK
LO
MED
MAX
LO
MED
MAX
DECEL
DECEL
DECEL
DECEL
DECEL
DECEL
ON
ON
ON
ON
ON
ON
AUTO/BRK Switches
Arm the required deceleration rate. The ON light illuminates blue to indicate positive
arming. The DECEL light illuminates green when actual airplane deceleration corresponds to 80% of the selected rate.
MAX - Selected for takeoff. During an aborted takeoff, maximum brake pressure is
applied when ground spoiler deployment occurs.
MED - Selected for landing. Progressive pressure is applied to the brakes immediately
after ground spoiler deployment.
LO - Selected for landing. Progressive pressure is applied to the brakes four seconds after
ground spoiler deployment.
AUTO/BRK Switches
Arm the required deceleration rate. The ON light illuminates blue to indicate positive
arming. The DECEL light illuminates green when actual airplane deceleration corresponds to 80% of the selected rate.
MAX - Selected for takeoff. During an aborted takeoff, maximum brake pressure is
applied when ground spoiler deployment occurs.
MED - Selected for landing. Progressive pressure is applied to the brakes immediately
after ground spoiler deployment.
LO - Selected for landing. Progressive pressure is applied to the brakes four seconds after
ground spoiler deployment.
JUN 97
JUN 97
32-41
32-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
A319/A320
LANDING GEAR
ANTI SKID AND NOSEWHEEL

STEERING SYSTEM
Location: Instrument Panel
ANTI SKID AND NOSEWHEEL

STEERING SYSTEM
A/SKID & N/W STRG Switch

Switch ON, and green hydraulic pressure is available:
- Anti Skid is available.
- Nosewheel steering is available.
A/SKID &
N/W STRG
A/SKID & N/W STRG Switch

Switch ON, and green hydraulic pressure is available:
- Anti Skid is available.
- Nosewheel steering is available.
A/SKID &
N/W STRG
ON
ON
Switch ON, and green hydraulic pressure is lost:

- Yellow hydraulic pressure takes over automatically
to supply the brakes.
- Yellow hydraulic brake pressure is displayed on the
triple indicator.
- Anti Skid remains available.
- Nosewheel steering is lost.
OFF
Switch ON, and green hydraulic pressure is lost:

- Yellow hydraulic pressure takes over automatically
to supply the brakes.
triple indicator.
- Anti Skid remains available.
OFF
Switch OFF:
- Yellow hydraulic pressure supplies the brakes.
triple indicator.
- Brake pressure must be limited by referring to the
triple indicator to avoid wheel locking.
- Differential braking remains available via the
pedals.
- Anti Skid is deactivated.
Switch OFF:
- Yellow hydraulic pressure supplies the brakes.
triple indicator.
- Brake pressure must be limited by referring to the
triple indicator to avoid wheel locking.
- Differential braking remains available via the
pedals.
- Anti Skid is deactivated.
BRAKES AND ACCUMULATOR

PRESSURE TRIPLE INDICATOR
BRAKES AND ACCUMULATOR

PRESSURE TRIPLE INDICATOR
ACCU PRESS Indication

Displays the Yellow hydraulic system
brake accumulator pressure.
ACCU PRESS Indication

Displays the Yellow hydraulic system
brake accumulator pressure.
ACCU
PRESS
BRAKES Pressure Indication

Displays the yellow hydraulic system
pressure that is being supplied to the left
and right brakes.
ACCU
PRESS
0
BRAKES
0
BRAKES
PSI X 1000
PSI X 1000
32-42
JUN 97
32-42
BRAKES Pressure Indication

Displays the yellow hydraulic system
pressure that is being supplied to the left
and right brakes.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
A319/A320
LANDING GEAR
PARKING BRAKE SYSTEM

PARKING BRAKE SYSTEM

ON
PARK BRK
PARK BRK
PARKING BRK Handle

Sets the parking brake by pulling the handle, and then turning it clockwise. Activation of the parking brake deactivates all other braking modes. PARK BRK is
displayed on the ECAM memo page.
PARKING BRK Handle

Sets the parking brake by pulling the handle, and then turning it clockwise. Activation of the parking brake deactivates all other braking modes. PARK BRK is
displayed on the ECAM memo page.
LANDING GEAR GRAVITY EXTENSION SYSTEM
LANDING GEAR GRAVITY EXTENSION SYSTEM

G
E
A
R
GRAVITY
GEAR
EXTN
G
E
A
R
G
E
A
R
GRAVITY
GEAR
EXTN
G
E
A
R
PULL
&
TURN
PULL
&
TURN
GRAVITY GEAR EXTN Handle

Provides landing gear extension in the event of electrical, hydraulic, or mechanical
failure. The handle must be extended and then rotated clockwise three turns to shut
off hydraulic pressure, open the doors (which remain open), and unlock the gear.
ON
PULL & TURN
PULL & TURN
JUN 97
OFF
PARKING BRK
OFF
PARKING BRK
32-43
GRAVITY GEAR EXTN Handle

Provides landing gear extension in the event of electrical, hydraulic, or mechanical
failure. The handle must be extended and then rotated clockwise three turns to shut
off hydraulic pressure, open the doors (which remain open), and unlock the gear.
JUN 97
32-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
LANDING GEAR
NOSEWHEEL STEERING SYSTEM

Location: Side Consoles
NOSEWHEEL STEERING SYSTEM

Location: Side Consoles
32-44
A319/A320
Nosewheel Steering Tillers

Control the nosewheel steering angle up to
75, either side of center. Nosewheel
steering is self centering after takeoff.
Nosewheel Steering Tillers

Control the nosewheel steering angle up to
75, either side of center. Nosewheel
steering is self centering after takeoff.
Rudder PEDALS DISC Switch

When maintained depressed, rudder pedal
control of nosewheel steering is disconnected.
Rudder PEDALS DISC Switch

When maintained depressed, rudder pedal
control of nosewheel steering is disconnected.
JUN 97
32-44
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
LANDING GEAR
A319/A320
ECAM WHEEL PAGE

ECAM WHEEL PAGE

STEERING Indication
Appears amber in case of nosewheel steering failure or the A/SKID & N/W STRG
switch is OFF.
A/SKID Indication
Appears amber associated with
ECAM caution for any of the following:
- Total BSCU failure.
- A/SKID & N/W STRG switch is
OFF
Anti Skid failure detected by the
BSCU.
WHEEL
Brake Temperature Indication
Displays brake temperature in
UP LOCK
green. Green arc appears on the
hottest wheel when one brake temperature exceeds 100C.
The
brake
temperature
indication
becomes amber when the corre160 C 140
REL
1
2
sponding
brake
temperature
exceeds 300C, and the arc
becomes amber on the hottest
wheel.
Wheel Anti-Skid Indication
Illuminates green in flight when
the landing gear is extended provided anti skid signal is valid.
Indication reappears after touchdown, depending on Anti Skid signal to the brakes. REL (release)
indication is always displayed
blue.
AUTO BRK Indication
Displayed green when autobrake is
armed. Flashes green for 10 seconds
after
autobrake
disengagement.
Turns amber in case of system failure. Green MED, LOW, or MAX
indicates selected deceleration rate.
STEERING Indication
Appears amber in case of nosewheel steering failure or the A/SKID & N/W STRG
switch is OFF.
A/SKID Indication
Appears amber associated with
ECAM caution for any of the following:
- Total BSCU failure.
- A/SKID & N/W STRG switch is
OFF
Anti Skid failure detected by the
BSCU.
WHEEL
Brake Temperature Indication
Displays brake temperature in
UP LOCK
green. Green arc appears on the
hottest wheel when one brake temperature exceeds 100C.
The
brake
temperature
indication
becomes amber when the corre160 C 140
REL
1
2
sponding
brake
temperature
exceeds 300C, and the arc
becomes amber on the hottest
wheel.
Wheel Anti-Skid Indication
Illuminates green in flight when
the landing gear is extended provided anti skid signal is valid.
Indication reappears after touchdown, depending on Anti Skid signal to the brakes. REL (release)
indication is always displayed
blue.
AUTO BRK Indication
Displayed green when autobrake is
armed. Flashes green for 10 seconds
after
autobrake
disengagement.
Turns amber in case of system failure. Green MED, LOW, or MAX
indicates selected deceleration rate.
JUN 97
UP LOCK
UP LOCK
STEERING
L/G CTL
ASKID
110
110
REL
ALTN BRK
AUTO BRK
MED
32-45
JUN 97
UP LOCK
UP LOCK
STEERING
L/G CTL
ASKID
110
110
REL
ALTN BRK
AUTO BRK
MED
32-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
A319/A320
LANDING GEAR
ECAM WHEEL PAGE Cont.

ECAM WHEEL PAGE Cont.

Landing Gear Position Indication
Landing Gear Position Indication
Symbol
Symbol
Landing Gear Position
Landing Gear Position

Green
Both systems detect gear downlock.
Green
One system detects gear downlock; the

other detects gear in transit.
Red
Green

No
Symbol
Green

other detects gear uplock.
No
Symbol
Green

other detects gear uplock.
Red
Red
Red
Red
Both system detects gear in transit.

No
Symbol
Red

Both systems detect gear uplock.
No
Symbol
No
Symbol
No
Symbol
Red
No
Symbol
No
Symbol
UP LOCK
Both system detects gear in transit.
UP LOCK Indication
Appears amber if the landing
gear uplock is engaged when
the landing gear is downlocked.
UP LOCK
STEERING
L/G CTL
140
REL
Both systems detect gear downlock.
Red
UP LOCK
160
Green
Green
WHEEL
Green
ASKID
110
110
REL
Landing Gear Doors Position

Indication
Door locked up (Green).
Door in transit (Amber).
Door fully open (Amber).
WHEEL
MED
32-46
UP LOCK Indication
Appears amber if the landing
gear uplock is engaged when
the landing gear is downlocked.
UP LOCK
UP LOCK
UP LOCK
STEERING
L/G CTL
160
140
REL
ASKID
110
110
REL
Landing Gear Doors Position

Indication
Door locked up (Green).
Door in transit (Amber).
Door fully open (Amber).
ALTN BRK
ALTN BRK
AUTO BRK
Both systems detect gear uplock.
Wheel Number Identification

Displayed white.
AUTO BRK
MED
Wheel Number Identification

Displayed white.
L/G CTL Indication

Appears amber with a disagreement between the landing gear
lever position and landing gear
position.
L/G CTL Indication

Appears amber with a disagreement between the landing gear
lever position and landing gear
position.
ALTN BRK Indication

Appears green if braking system
is in the alternate mode.
ALTN BRK Indication

Appears green if braking system
is in the alternate mode.
JUN 97
32-46
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
A319/A320
LANDING GEAR
CFDS - Landing Gear System Report Test
CFDS - Landing Gear System Report Test
MCDU MENU
< AIDS
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
< AIDS
INST >
L/G >
NAV >
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
< PNEU
< APU
< AVIONICS STATUS

CFDS MENU
CFDS MENU
< PNEU
< APU
< LAST LEGS REPORT

ENG >
TOILET >
< AVIONICS STATUS

< RETURN
< RETURN
L/G
L/G
< LGCIU 1
< LGCIU 2
< BSCU 1
< BSCU 2
< TPIS
< RETURN
32MCDU
32MCDU
ENG >
TOILET >
< LGCIU 1
< LGCIU 2
< BSCU 1
< BSCU 2
< TPIS
< RETURN
JUN 97
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEGS REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
32-47
JUN 97
32-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
A319/A320
LANDING GEAR
CFDS - LGCIU Test
CFDS - LGCIU Test
LGCIU X
L/G
< LAST LEG REPORT
< LGCIU 1
< LGCIU 2
< BSCU 1
< BSCU 2
< TPIS
< RETURN

< GROUND SCANNING TEST >
PRINT *
< RETURN
LGCIU X
L/G
< LAST LEG REPORT
< LGCIU 1
< LGCIU 2
< BSCU 1
< BSCU 2
< TPIS
< RETURN

LGCIU X
LGCIU X
TEST
TEST
< TEST IN PROGRESS
< TEST IN PROGRESS
LGCIU X
LGCIU X
LGCIU X
TEST
LGCIU X
TEST
TEST
TEST
TEST OK
TEST OK
32-31-12
L/G SEL VALVE 40GA
32-31-12
L/G SEL VALVE 40GA
< RETURN
PRINT *
< RETURN
PRINT *
< RETURN
< RETURN
PRINT *
< RETURN
PRINT *
32MCDU01
32MCDU01
32-48
PRINT *
JUN 97
32-48
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
A319/A320
LANDING GEAR
CFDS - BSCU Test
CFDS - BSCU Test
BSCU SYS X
L/G

< RETURN
< LAST LEG REPORT
< LGCIU 1
< LGCIU 2
< BSCU 1
< BSCU 2
< TPIS
< RETURN

< CLASS 3 FAULTS
BSCU SYS X
L/G
< LAST LEG REPORT
< LGCIU 1
< LGCIU 2
< BSCU 1
< BSCU 2
< TPIS
< RETURN
TEST >
GND SCAN >

< CLASS 3 FAULTS
< RETURN
BSCU SYS X
BSCU SYS X
TEST
TEST
PULL C/B CTL SYS1

THEN PULL C/B CTL SYS2
THEN PUSH C/B CTL SYS1
WAIT 5SEC THEN TEST >
PRINT *
< RETURN
PULL C/B CTL SYS1

THEN PULL C/B CTL SYS2
WAIT 5SEC THEN TEST >
PRINT *
< RETURN
BSCU SYS X
< RETURN
< RETURN
PRINT *
NO FAILURE
PRINT *
< RETURN
PRINT *
32MCDU02
32MCDU02
JUN 97
TEST
32-42-21
BRK PRESS TRANSDUCER
11GG
NO FAILURE
PRINT *
BSCU SYS X
TEST
TEST
32-42-21
BRK PRESS TRANSDUCER
11GG
< RETURN
BSCU SYS X
BSCU SYS X
TEST
TEST >
GND SCAN >
32-49
JUN 97
32-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
LANDING GEAR
COMPONENT LOCATIONS
Main Landing Gear
Main Landing Gear
32-50
A319/A320
JUN 97
32-50
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
MLG Door and Fairings
MLG Door and Fairings

JUN 97
A319/A320
LANDING GEAR
32-51
JUN 97
32-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Nose Gear
Nose Gear
32-52
A319/A320
LANDING GEAR
JUN 97
32-52
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
LANDING GEAR
COMPONENT LOCATIONS
Nose Gear Doors
Nose Gear Doors

JUN 97
A319/A320
32-53
JUN 97
32-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
32-54
A319/A320
LANDING GEAR
JUN 97
32-54
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
LANDING GEAR
32-55
JUN 97
32-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
LANDING GEAR
COMPONENT LOCATIONS
Landing Gear Control andInterface Unit (LGCIU)
Landing Gear Control andInterface Unit (LGCIU)
32-56
A319/A320
JUN 97
32-56
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
MLG - Strut
MLG - Strut
JUN 97
A319/A320
LANDING GEAR
32-57
JUN 97
32-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Main Landing Gear Wheel Well
Main Landing Gear Wheel Well
32-58
A319/A320
LANDING GEAR
JUN 97
32-58
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Nose Landing Gear Strut and Wheel Well
Nose Landing Gear Strut and Wheel Well

JUN 97
A319/A320
LANDING GEAR
32-59
JUN 97
32-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Landing Gear Free Fall Cut-Out Valve
Landing Gear Free Fall Cut-Out Valve
32-60
A319/A320
LANDING GEAR
JUN 97
32-60
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Vent Valve Main Landing Gear and Nose Gear
Vent Valve Main Landing Gear and Nose Gear

JUN 97
A319/A320
LANDING GEAR
32-61
JUN 97
32-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
LANDING GEAR
COMPONENT LOCATIONS
Nose Wheel Braking
Nose Wheel Braking
32-62
A319/A320
JUN 97
32-62
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
LANDING GEAR
COMPONENT LOCATIONS
Main Gear Wheel
Main Gear Wheel

JUN 97
A319/A320
32-63
JUN 97
32-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
LANDING GEAR
COMPONENT LOCATIONS
Nose Gear Wheel
Nose Gear Wheel
32-64
A319/A320
JUN 97
32-64
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
LANDING GEAR
COMPONENT LOCATIONS
Brake Pedal Control
Brake Pedal Control

JUN 97
A319/A320
32-65
JUN 97
32-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
BSCU
BSCU
32-66
A319/A320
LANDING GEAR
JUN 97
32-66
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Selector Valve and Hydraulic Filter
Selector Valve and Hydraulic Filter

JUN 97
A319/A320
LANDING GEAR
32-67
JUN 97
32-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Automatic Selector and Throttle Valve
Automatic Selector and Throttle Valve
32-68
A319/A320
LANDING GEAR
JUN 97
32-68
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Servo Valve - Normal Braking
Servo Valve - Normal Braking

JUN 97
A319/A320
LANDING GEAR
32-69
JUN 97
32-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Axle Sleeve Drive Assembly - Tachometer
32-70
A319/A320
LANDING GEAR
Axle Sleeve Drive Assembly - Tachometer
JUN 97
32-70
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pressure Transducer - Normal Braking
Pressure Transducer - Normal Braking

JUN 97
A319/A320
LANDING GEAR
32-71
JUN 97
32-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
MLG Brake
MLG Brake
32-72
A319/A320
LANDING GEAR
JUN 97
32-72
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Reservoir/Master Cylinder-Brake Control
Reservoir/Master Cylinder-Brake Control

JUN 97
A319/A320
LANDING GEAR
32-73
JUN 97
32-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Dual Valve - Alternate Braking
Dual Valve - Alternate Braking
32-74
A319/A320
LANDING GEAR
JUN 97
32-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Dual Shuttle Valve - Brake Yellow Pressure
Dual Shuttle Valve - Brake Yellow Pressure

JUN 97
A319/A320
LANDING GEAR
32-75
JUN 97
32-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Servo Valve/Safety Valve - Alternate Braking
Servo Valve/Safety Valve - Alternate Braking
32-76
A319/A320
LANDING GEAR
JUN 97
32-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Manifold/Relief Valve - Brake Yellow Pressure
Manifold/Relief Valve - Brake Yellow Pressure

JUN 97
A319/A320
LANDING GEAR
32-77
JUN 97
32-77
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pressure Transducer - Brake Yellow Pressure
Pressure Transducer - Brake Yellow Pressure
32-78
A319/A320
LANDING GEAR
JUN 97
32-78
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Accumulator - Brake Yellow Pressure
Accumulator - Brake Yellow Pressure

JUN 97
A319/A320
LANDING GEAR
32-79
JUN 97
32-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Valve - Parking Brake Operated
Valve - Parking Brake Operated
32-80
A319/A320
LANDING GEAR
JUN 97
32-80
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Control Valve - Parking Brake Electrical
Control Valve - Parking Brake Electrical

JUN 97
A319/A320
LANDING GEAR
32-81
JUN 97
32-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LANDING GEAR
/A321
COMPONENT LOCATIONS
LANDING GEAR
COMPONENT LOCATIONS
Monitoring Unit and Sensors - Brake Temperature
Monitoring Unit and Sensors - Brake Temperature
32-82
A319/A320
JUN 97
32-82
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LANDING GEAR
A319/A320 /A321
A319/A320
LANDING GEAR
COMPONENT LOCATIONS
COMPONENT LOCATIONS
NOTE: Parking Brake annunciator

light and light test switch are located
on FWD side of ELECT BOX.
NOTE: Parking Brake annunciator

light and light test switch are located
on FWD side of ELECT BOX.
Steering Control
Steering Control
JUN 97
32-83
JUN 97
32-83
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
LIGHTS
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

FLIGHT DECK LIGHTS ..........................................................................1
Flight Deck Lighting Controls ..............................................................2
Flight Deck Push-Button Switches .......................................................8
CABIN LIGHTS .........................................................................................10
Cabin Light Controls .............................................................................11
CIDS Control ........................................................................................14
Reading/Work Light Test Using the PTP .............................................15
CARGO AND SERVICE COMPARTMENT LIGHTS .........................17
EXTERIOR LIGHTS .................................................................................22
EMERGENCY LIGHTING ......................................................................24
Emergency Light Control(FAP Contlrol) .............................................28
Emergency Power Supply Unit (EPSU) ...............................................29
Battery Capacity Test Using the PTP ...................................................30
Emergency Light System Test ..............................................................32
Using the PTP .......................................................................................32
INTERIOR LIGHTING CONTROLS .....................................................33
INSTRUMENT PANEL & PEDESTAL LIGHTING CONTROLS ......33
CONSOLE/FLOOR LIGHTING CONTROLS ......................................34
FLIGHT CONTROL UNIT LIGHTING CONTROLS .........................34
READING LIGHT CONTROL ................................................................35
MAP LIGHT CONTROLS ........................................................................35
AVIONICS COMPARTMENT LIGHT CONTROL .............................35
CABIN SIGNS CONTROLS .....................................................................36
EXTERIOR LIGHTING CONTROLS ....................................................37
COMPONENT LOCATION
Integral Lighting Controller ..........................................................................39
Annunciator Light Transformer ....................................................................40
Annunciator Light Test Unit .........................................................................41
Cabin Lights - Ballast Unit and Lampholder ................................................42
Lavatory Ballast Unit ....................................................................................43
Navigation Lights .........................................................................................44
Logo Lights ...................................................................................................45
Anti-Collision/Beacon Lights .......................................................................46
Strobe Lights .................................................................................................47
Landing Lights ..............................................................................................48
Emergency Power Supply Units (EPSUs) ...................................................49

FLIGHT DECK LIGHTS .......................................................................... 1
Flight Deck Lighting Controls .............................................................. 2
Flight Deck Push-Button Switches ....................................................... 8
CABIN LIGHTS ......................................................................................... 10
Cabin Light Controls ............................................................................ 11
CIDS Control ........................................................................................ 14
Reading/Work Light Test Using the PTP ............................................. 15
CARGO AND SERVICE COMPARTMENT LIGHTS ......................... 17
EXTERIOR LIGHTS ................................................................................ 22
EMERGENCY LIGHTING ...................................................................... 24
Emergency Light Control(FAP Contlrol) ............................................. 28
Emergency Power Supply Unit (EPSU) ............................................... 29
Battery Capacity Test Using the PTP ................................................... 30
Emergency Light System Test .............................................................. 32
Using the PTP ....................................................................................... 32
INTERIOR LIGHTING CONTROLS ..................................................... 33
INSTRUMENT PANEL & PEDESTAL LIGHTING CONTROLS...... 33
CONSOLE/FLOOR LIGHTING CONTROLS ...................................... 34
FLIGHT CONTROL UNIT LIGHTING CONTROLS ......................... 34
READING LIGHT CONTROL ................................................................ 35
MAP LIGHT CONTROLS ....................................................................... 35
AVIONICS COMPARTMENT LIGHT CONTROL ............................. 35
CABIN SIGNS CONTROLS ..................................................................... 36
EXTERIOR LIGHTING CONTROLS .................................................... 37
COMPONENT LOCATION
Integral Lighting Controller ......................................................................... 39
Annunciator Light Transformer ................................................................... 40
Annunciator Light Test Unit ........................................................................ 41
Cabin Lights - Ballast Unit and Lampholder ............................................... 42
Lavatory Ballast Unit ................................................................................... 43
Navigation Lights ......................................................................................... 44
Logo Lights .................................................................................................. 45
Anti-Collision/Beacon Lights ....................................................................... 46
Strobe Lights ................................................................................................ 47
Landing Lights .............................................................................................. 48
Emergency Power Supply Units (EPSUs) .................................................. 49
JUN 97
JUN 97
33-i
33-i
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321

FLIGHT DECK LIGHTS
The flight deck lighting system enables
the crew to easily see all details, inscriptions and indications on the equipment
whatever the level of darkness.
The flight deck lighting system comprises:
- dome lights,
- console and floor lighting,
- center instrument and standby compass
lighting,
- reading lights,
- instrument and panel lighting,
- lighting of annunciator and push-button
switches.
There are two electrical outlets in the
flight deck.
Two dome lights provide shadowless general flight deck lighting. Each dome light
has 4 halogen long life lamps.
NOTE: In electrical emergency configuration, the dome light of the F/O side
remains available, provided the dome
light control is not set to off.

Briefcase stowage, side console and floor
lighting is provided at the Captain and
Three lights are used for each console
lighting and for each briefcase lighting.
Four lights, fitted at the base of the Captain and First Officer seats, are used for
floor lighting.
The flood lighting of the Captain, First
Officer and center main instrument panels
is ensured by 4 lights located under the
glareshield.
A flood light located on the overhead
panel is used to illuminate the instruments
and panels on the pedestal.
NOTE: In electrical emergency configuration, the lighting of the Captain and
left hand center zones remains available. The pedestal flood light swivels
towards the rear of the pedestal.
The standby compass is provided with
integral lighting.
FLIGHT DECK LIGHTS

The flight deck lighting system enables
the crew to easily see all details, inscriptions and indications on the equipment
whatever the level of darkness.
The flight deck lighting system comprises:
- dome lights,
- console and floor lighting,
- center instrument and standby compass
lighting,
- reading lights,
- instrument and panel lighting,
- lighting of annunciator and push-button
switches.
There are two electrical outlets in the
flight deck.
Two dome lights provide shadowless general flight deck lighting. Each dome light
has 4 halogen long life lamps.
NOTE: In electrical emergency configuration, the dome light of the F/O side
remains available, provided the dome
light control is not set to off.
Briefcase stowage, side console and floor

lighting is provided at the Captain and
Three lights are used for each console
lighting and for each briefcase lighting.
Four lights, fitted at the base of the Captain and First Officer seats, are used for
floor lighting.
The flood lighting of the Captain, First
Officer and center main instrument panels
is ensured by 4 lights located under the
glareshield.
A flood light located on the overhead
panel is used to illuminate the instruments
and panels on the pedestal.
NOTE: In electrical emergency configuration, the lighting of the Captain and
left hand center zones remains available. The pedestal flood light swivels
towards the rear of the pedestal.
The standby compass is provided with
integral lighting.
Flight Deck Lights
Flight Deck Lights
JUN 97
A319/A320
LIGHTS
33-1
JUN 97
33-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321

The Captain and the First Officer reading
lights are fitted on the upright of the flight
deck side windows. Supplementary reading lights are located on the overhead
panel. The Captain and First Officer reading lights swivel in order to illuminate the
Captain and the First Officer sliding
tables, the consoles and the ceiling, if necessary. The supplementary reading lights
swivel.
All the instruments installed in the flight
deck other than the cathode ray tubes are
integrally lit. The lights illuminating the
instruments, are equipped with a dimming
control.
This integral lighting consists of miniature
lamps supplied by AC power from lighting controllers.
There are 3 independent controllers to
supply integral lighting of:
- the overhead panel,
- the instrument panels, consoles and the
center pedestal,
- glareshield and Flight Control Unit
(FCU).
The annunciator lights mounted on the
panels and instruments in the flight deck
are sun readable lights. The integrity of all
annunciator lights can be tested and their
intensity can be dimmed.
Two electrical plugs are located on the
right hand side of the aft wall, on panel
122VU. One is for 28 VDC and one is for
115 VAC.
33-2
LIGHTS
A319/A320

Flight Deck Lighting Controls
The Captain and First Officer reading
lights illuminate the sliding tables and the
map tables located on the sliding windows.
Each Captain and First Officer reading
light control box is equipped with an on/
off push-button and a rheostat for brightness control.
Several light switches and light control
knobs are located on the overhead panel:
- one overhead integral lighting knob
which controls the brightness of the
integral lighting of the overhead panel,
- one standby compass switch which
controls the lighting of the standby
compass and the lighting of the seat
alignment device,
- one dome switch which serves to supply
and to select the brightness of the two
dome lights,
- one 3 position annunciator light selector
which serves to test all annunciator
lights and to select their brightness.
There are 3 positions. TEST is where all
annunciator lights come on. All liquid
crystal displays (LCDs) indicate eight.
BRT is full intensity. DIM is where the
annunciator light power supply voltage
is reduced.
JUN 97
The Captain and the First Officer reading

lights are fitted on the upright of the flight
deck side windows. Supplementary reading lights are located on the overhead
panel. The Captain and First Officer reading lights swivel in order to illuminate the
Captain and the First Officer sliding
tables, the consoles and the ceiling, if necessary. The supplementary reading lights
swivel.
All the instruments installed in the flight
deck other than the cathode ray tubes are
integrally lit. The lights illuminating the
instruments, are equipped with a dimming
control.
This integral lighting consists of miniature
lamps supplied by AC power from lighting controllers.
There are 3 independent controllers to
supply integral lighting of:
- the overhead panel,
- the instrument panels, consoles and the
center pedestal,
- glareshield and Flight Control Unit
(FCU).
The annunciator lights mounted on the
panels and instruments in the flight deck
are sun readable lights. The integrity of all
annunciator lights can be tested and their
intensity can be dimmed.
Two electrical plugs are located on the
right hand side of the aft wall, on panel
122VU. One is for 28 VDC and one is for
115 VAC.
33-2

The Captain and First Officer reading
lights illuminate the sliding tables and the
map tables located on the sliding windows.
Each Captain and First Officer reading
light control box is equipped with an on/
off push-button and a rheostat for brightness control.
Several light switches and light control
knobs are located on the overhead panel:
- one overhead integral lighting knob
which controls the brightness of the
integral lighting of the overhead panel,
- one standby compass switch which
controls the lighting of the standby
compass and the lighting of the seat
alignment device,
- one dome switch which serves to supply
and to select the brightness of the two
dome lights,
- one 3 position annunciator light selector
which serves to test all annunciator
lights and to select their brightness.
There are 3 positions. TEST is where all
annunciator lights come on. All liquid
crystal displays (LCDs) indicate eight.
BRT is full intensity. DIM is where the
annunciator light power supply voltage
is reduced.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321

JUN 97
A319/A320
LIGHTS
33-3
JUN 97
33-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
A319/A320
LIGHTS
Two sliding potentiometers are located

under the glareshield. The left one allows
glareshield integral lighting adjustment,
and the right one allows adjustment of the
flight control unit (FCU) display brightness.
Two sliding potentiometers are located

under the glareshield. The left one allows
glareshield integral lighting adjustment,
and the right one allows adjustment of the
flight control unit (FCU) display brightness.
Glareshield Potentiometers
Glareshield Potentiometers
33-4
JUN 97
33-4
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
A319/A320
LIGHTS
The CONSOLE/FLOOR selector controls

light brightness of the side console light,
briefcase and floor area lighting.
When the selector is set to BRT all lamps
are supplied in parallel (full intensity).
When the selector is set to DIM, the lamps
are supplied in series (reduced intensity).
The CONSOLE/FLOOR selector controls

light brightness of the side console light,
briefcase and floor area lighting.
When the selector is set to BRT all lamps
are supplied in parallel (full intensity).
When the selector is set to DIM, the lamps
are supplied in series (reduced intensity).
Console and Floor Light Controls

JUN 97
Console and Floor Light Controls

33-5
JUN 97
33-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
A319/A320
LIGHTS
Several light control knobs are located on

the center pedestal:
- The FLOOD LT MAIN PNL knob
allows the brightness of main panel
flood lighting to be adjusted.
- The INTEG LT knob allows the
brightness of the flight deck instrument
panel integral lighting to be adjusted.
- The FLOOD LT PED knob allows the
brightness of the center pedestal flood
lighting to be adjusted.
Several light control knobs are located on

the center pedestal:
- The FLOOD LT MAIN PNL knob
allows the brightness of main panel
flood lighting to be adjusted.
- The INTEG LT knob allows the
brightness of the flight deck instrument
panel integral lighting to be adjusted.
- The FLOOD LT PED knob allows the
brightness of the center pedestal flood
lighting to be adjusted.
Flood and Integral Light Controls
Flood and Integral Light Controls

33-6
JUN 97
33-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321

Flight Deck Push-Button Switches
Following is information on push-button
switch bulb replacement and switch body
replacement. Consult the current Aircraft
Maintenance Manual for the latest information.
Open the circuit breaker(s) of the circuit
related to the push-button switch
For replacement of a bulb, put the Lamp
Capsule Extractor in the notches on the
side of the head of the push-button switch.
Carefully pull the tool to remove the head
of the push-button switch. The head stays
attached to the body of the push-button
switch by rods. The head turns, or swivels
on the rods.
Remove the tool and turn the head of the
push-button switch to gain access to the
bulbs. Remove the defective bulb from its
housing.
Clean the component interface and/or the
adjacent area. Do an inspection of the
component interface and/or the adjacent
area.
CAUTION: Do not touch the lamp
glass with your fingers. The oils from
your skin will quickly cause deterioration of the lamp. If you accidentally
touch the lamp glass, clean it with a lint
free cloth.
Put the replacement bulb in its housing at
the rear of the head of the push-button
switch.
Put the head of the push-button switch in
position in the body. Push the head until it
touches the stop.
To remove the body of a push-button
switch, put the Lamp Capsule Extractor in
the notches on the side of the head of the
push-button switch.
33-8
LIGHTS
A319/A320

switch by the rods. The head turns, or
swivels on the rods.
body. Engage the Switch Mounting Tool
in the housing of the head. To do this, put
the grooves A and B on the side of the
screws 1 and 2 (see the following diagram).
Put a torque screwdriver in groove A of
the Switch Mounting Tool. Fully loosen
the screw but do not lock it. In the same
manner, loosen the second screw adjacent
to groove B.
Remove the Switch Mounting Tool and
pull the head to remove the body.
To install the body, push the body of the
push-button switch fully in its housing.
Put the TOP mark in the up position.
Put the Switch Mounting Tool in the body.
To do this, put the grooves A and B on the
side of the screws 1 and 2.
Use a torque screwdriver in the grooves A
and B of the Switch Mounting Tool and
tighten screws 1 and 2. Remove the
Switch Mounting Tool.
Install the head in the body of the pushbutton switch. To do this, push the head
until it touches the stop.
Put the aircraft back to its initial configuration.
JUN 97
Flight Deck Push-Button Switches

Following is information on push-button
switch bulb replacement and switch body
replacement. Consult the current Aircraft
Maintenance Manual for the latest information.
Open the circuit breaker(s) of the circuit
related to the push-button switch
For replacement of a bulb, put the Lamp
Capsule Extractor in the notches on the
side of the head of the push-button switch.
switch by rods. The head turns, or swivels
on the rods.
bulbs. Remove the defective bulb from its
housing.
Clean the component interface and/or the
adjacent area. Do an inspection of the
component interface and/or the adjacent
area.
CAUTION: Do not touch the lamp
glass with your fingers. The oils from
your skin will quickly cause deterioration of the lamp. If you accidentally
touch the lamp glass, clean it with a lint
free cloth.
Put the replacement bulb in its housing at
the rear of the head of the push-button
switch.
Put the head of the push-button switch in
position in the body. Push the head until it
touches the stop.
To remove the body of a push-button
switch, put the Lamp Capsule Extractor in
the notches on the side of the head of the
push-button switch.
33-8

switch by the rods. The head turns, or
swivels on the rods.
body. Engage the Switch Mounting Tool
in the housing of the head. To do this, put
the grooves A and B on the side of the
screws 1 and 2 (see the following diagram).
Put a torque screwdriver in groove A of
the Switch Mounting Tool. Fully loosen
the screw but do not lock it. In the same
manner, loosen the second screw adjacent
to groove B.
Remove the Switch Mounting Tool and
pull the head to remove the body.
To install the body, push the body of the
push-button switch fully in its housing.
Put the TOP mark in the up position.
Put the Switch Mounting Tool in the body.
To do this, put the grooves A and B on the
side of the screws 1 and 2.
Use a torque screwdriver in the grooves A
and B of the Switch Mounting Tool and
tighten screws 1 and 2. Remove the
Switch Mounting Tool.
Install the head in the body of the pushbutton switch. To do this, push the head
until it touches the stop.
Put the aircraft back to its initial configuration.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
Flight Deck Push-Button Switch
Flight Deck Push-Button Switch

JUN 97
A319/A320
LIGHTS
33-9
JUN 97
33-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
CABIN LIGHTS
The cabin light system provides illumination of the cabin and entrances, lavatories,
galleys and attendant work areas. The
system provides illumination of lavatory
lighted signs.
There are call lights to indicate the location from which a passenger call is initiated. Individual reading lights are
installed.
The cabin lighting consists of 4 strips of
fluorescent lamps. In each cabin zone, the
4 strips are divided into 2 pairs for control
purposes; the inboard pair is ceiling
(CLG) lights and the outboard pair is window (WDO) lights. Each strip consists of
many fluorescent lamps. Each fluorescent
lamp is installed in a lamp holder with an
integral ballast unit.
The entry areas are illuminated by fluorescent lamps installed in ceiling panels.
Each fluorescent lamp is installed in a
lamp holder with an integral ballast unit.
Each lavatory lighting consists of a fluorescent lamp. A fluorescent lamp and an
integral ballast unit are installed in each
lavatory, adjacent to the mirror.
The reading lights are installed in the Passenger Service Units (PSUs) fitted above
the passenger seats. The Passenger Service Unit fitted must agree with the number of seats in a row.
The lavatory signs indicate the position of
the lavatories in the cabin and whether
they are occupied or not. A lavatory occupied sign is installed near the forward lavatory and near the two rear lavatories.
The cabin attendant work lights consist of
high intensity lights installed in an overhead panel above the attendant seats.
CABIN LIGHTS
The cabin light system provides illumination of the cabin and entrances, lavatories,
galleys and attendant work areas. The
system provides illumination of lavatory
lighted signs.
There are call lights to indicate the location from which a passenger call is initiated. Individual reading lights are
installed.
The cabin lighting consists of 4 strips of
fluorescent lamps. In each cabin zone, the
4 strips are divided into 2 pairs for control
purposes; the inboard pair is ceiling
(CLG) lights and the outboard pair is window (WDO) lights. Each strip consists of
many fluorescent lamps. Each fluorescent
lamp is installed in a lamp holder with an
integral ballast unit.
The entry areas are illuminated by fluorescent lamps installed in ceiling panels.
Each fluorescent lamp is installed in a
lamp holder with an integral ballast unit.
Each lavatory lighting consists of a fluorescent lamp. A fluorescent lamp and an
integral ballast unit are installed in each
lavatory, adjacent to the mirror.
The reading lights are installed in the Passenger Service Units (PSUs) fitted above
the passenger seats. The Passenger Service Unit fitted must agree with the number of seats in a row.
The lavatory signs indicate the position of
the lavatories in the cabin and whether
they are occupied or not. A lavatory occupied sign is installed near the forward lavatory and near the two rear lavatories.
The cabin attendant work lights consist of
high intensity lights installed in an overhead panel above the attendant seats.
Cabin Lights
Cabin Lights
33-10
A319/A320
LIGHTS
JUN 97
33-10
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321

Cabin Light Controls
The cabin lights controls are located on
the Forward Attendant Panel (FAP), and
are part of the Cabin Intercommunication
Data System (CIDS).
When the MAIN ON push-button is
pressed, the FAP front face illuminates,
the entry light switches and cabin light
switches (WDO or window and CLG or
ceiling) come on green and the cabin and
entry area lighting come on at full brightness.
NOTE: At CIDS power-up, the FAP
front face illuminates and the Cabin
and Entry Areas automatically come on
at full brightness, with the associated
controls illuminated.
When the MAIN OFF push-button is
pressed, the FAP front face, the cabin and
entry areas lighting are switched off.
The MAIN OFF push-button also allows
the lavatory lighting (LAV) and the cabin
attendant (ATT) and passenger reading
lights (READ) to be switched off.

The entry area lighting (FWD/AFT) is
controlled by the BRT (bright), DIM1 and
DIM2 push-buttons.
When the BRT, DIM1 or DIM2 push-button is pressed, the integral light comes on
green and the associated entry area comes
on at full 100%, 50%, or 10% brightness.
Pressing the BRT, DIM1 or DIM2 pushbutton a second time, switches off the
associated integral light and the corresponding entry area lighting.
At CIDS power-up, the entry areas come
on at full brightness (BRT) with the associated integral light on.
When the engines are running and the
flight deck door is opened, the forward left
entry area lighting automatically switches
to DIM2 brightness (10%).
With the MAIN OFF push-button previously selected, the entry areas can be
directly switched on by selecting the associated BRT, DIM1 or DIM2 push-buttons,
without first pressing the MAIN ON pushbutton.

The cabin lights controls are located on
the Forward Attendant Panel (FAP), and
are part of the Cabin Intercommunication
Data System (CIDS).
When the MAIN ON push-button is
pressed, the FAP front face illuminates,
the entry light switches and cabin light
switches (WDO or window and CLG or
ceiling) come on green and the cabin and
entry area lighting come on at full brightness.
NOTE: At CIDS power-up, the FAP
front face illuminates and the Cabin
and Entry Areas automatically come on
at full brightness, with the associated
controls illuminated.
When the MAIN OFF push-button is
pressed, the FAP front face, the cabin and
entry areas lighting are switched off.
The MAIN OFF push-button also allows
the lavatory lighting (LAV) and the cabin
attendant (ATT) and passenger reading
lights (READ) to be switched off.
The entry area lighting (FWD/AFT) is

controlled by the BRT (bright), DIM1 and
DIM2 push-buttons.
When the BRT, DIM1 or DIM2 push-button is pressed, the integral light comes on
green and the associated entry area comes
on at full 100%, 50%, or 10% brightness.
associated integral light and the corresponding entry area lighting.
At CIDS power-up, the entry areas come
on at full brightness (BRT) with the associated integral light on.
When the engines are running and the
flight deck door is opened, the forward left
entry area lighting automatically switches
to DIM2 brightness (10%).
With the MAIN OFF push-button previously selected, the entry areas can be
directly switched on by selecting the associated BRT, DIM1 or DIM2 push-buttons,
without first pressing the MAIN ON pushbutton.

JUN 97
A319/A320
LIGHTS
33-11
JUN 97
33-11
UNITED AIRLINES
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A318/A319/A320
LIGHTS
/A321

The window (WDO) and ceiling (CLG)
lighting is controlled by the BRT (bright),
DIM1 or DIM2 push-buttons.
When the BRT, DIM1 or DIM2 push-button is pressed, the dedicated integral light
and the integral light of the window
(WDW) and ceiling (CLG) push-buttons
come on green and the associated window
and ceiling lighting is switched on at full
100%, 50% or 10% brightness.
associated window and ceiling lighting.
The integral lights of the window, ceiling
and associated push-button go off.
At CIDS power-up, the window and ceiling lighting comes on at full brightness
(BRT) with the associated integral light
on.
With the MAIN OFF push-button previously selected, you cannot directly switch
on the window and ceiling lighting by
pressing the WDW and CLG push-buttons: The associated BRT, DIM1 or DIM2
must be pressed first.
At power-up or when the MAIN ON pushbutton is pressed, the lavatories are not
illuminated.
The LAV push-button allows the lavatory
lighting to be controlled: When the LAV
push-button is pressed on, the integral
light comes on green and the lighting of
all the lavatories comes on at 50% brightness, with the lavatory door open or
closed.
If the lavatory door is locked, the lavatory
lighting comes on at full brightness
(100%).
When the LAV push-button is pressed a
second time, the integral light and the
lighting of all the lavatories are switched
off, with the lavatory door open, closed or
locked.
33-12
LIGHTS
A319/A320

NOTE: When the MAIN OFF pushbutton is pressed, the lavatory lighting
is switched off.
With the MAIN OFF push-button previously selected, you cannot directly
switch on the lavatory lighting by pressing the LAV push-button. The MAIN
ON or associated cabin or entry area
push-buttons must be pressed first.
At power-up or when the MAIN ON pushbutton is pressed, the attendant work lights
are not on.
The attendant (ATTN) push-button allows
the attendant work lights to be controlled.
When the attendant (ATTN) push-button
is pressed on, the integral light comes on
green and the lighting of the attendant
work light(s), located at the cabin attendant stations, can be controlled by the
associated push-button(s) located near the
cabin attendant seats.
is pressed a second time, the integral light
and the lighting of all the attendant work
lights are switched off.
NOTE: When the MAIN OFF pushbutton is pressed, the previously
switched on attendant work lights(s) are
switched off.
switch on the attendant work lights by
pressing the attendant (ATTN) pushbutton: The MAIN ON or associated
cabin or entry area push-buttons must
be pressed first.
At power-up or when the MAIN ON pushbutton is pressed, the passenger reading
lights are not on.
JUN 97
The window (WDO) and ceiling (CLG)

lighting is controlled by the BRT (bright),
DIM1 or DIM2 push-buttons.
When the BRT, DIM1 or DIM2 push-button is pressed, the dedicated integral light
and the integral light of the window
(WDW) and ceiling (CLG) push-buttons
come on green and the associated window
and ceiling lighting is switched on at full
100%, 50% or 10% brightness.
associated window and ceiling lighting.
The integral lights of the window, ceiling
and associated push-button go off.
At CIDS power-up, the window and ceiling lighting comes on at full brightness
(BRT) with the associated integral light
on.
With the MAIN OFF push-button previously selected, you cannot directly switch
on the window and ceiling lighting by
pressing the WDW and CLG push-buttons: The associated BRT, DIM1 or DIM2
must be pressed first.
At power-up or when the MAIN ON pushbutton is pressed, the lavatories are not
illuminated.
The LAV push-button allows the lavatory
lighting to be controlled: When the LAV
push-button is pressed on, the integral
light comes on green and the lighting of
all the lavatories comes on at 50% brightness, with the lavatory door open or
closed.
If the lavatory door is locked, the lavatory
lighting comes on at full brightness
(100%).
When the LAV push-button is pressed a
second time, the integral light and the
lighting of all the lavatories are switched
off, with the lavatory door open, closed or
locked.
33-12
NOTE: When the MAIN OFF pushbutton is pressed, the lavatory lighting
is switched off.
switch on the lavatory lighting by pressing the LAV push-button. The MAIN
ON or associated cabin or entry area
push-buttons must be pressed first.
At power-up or when the MAIN ON pushbutton is pressed, the attendant work lights
are not on.
The attendant (ATTN) push-button allows
the attendant work lights to be controlled.
is pressed on, the integral light comes on
green and the lighting of the attendant
work light(s), located at the cabin attendant stations, can be controlled by the
associated push-button(s) located near the
cabin attendant seats.
is pressed a second time, the integral light
and the lighting of all the attendant work
switched on attendant work lights(s) are
switched off.
switch on the attendant work lights by
pressing the attendant (ATTN) pushbutton: The MAIN ON or associated
cabin or entry area push-buttons must
be pressed first.
At power-up or when the MAIN ON pushbutton is pressed, the passenger reading
lights are not on.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321

The READ push-button allows the passenger reading lights to be controlled: When
the READ push-button is pressed on, the
integral light comes on green and the passenger reading lights, integrated in the
Passenger Service Unit (PSU), can be controlled by the associated push-button
located on the PSU.
When the READ push-button is pressed a
second time, the integral light and all the
previously switched on passenger reading

switched on passenger reading lights
are switched off.
switch on the passenger reading lights
by pressing the READ push-button:
The MAIN ON or associated cabin or
entry area push-buttons must be
pressed first.
The READ push-button allows the passenger reading lights to be controlled: When
the READ push-button is pressed on, the
integral light comes on green and the passenger reading lights, integrated in the
Passenger Service Unit (PSU), can be controlled by the associated push-button
located on the PSU.
When the READ push-button is pressed a
second time, the integral light and all the
previously switched on passenger reading

switched on passenger reading lights
are switched off.
switch on the passenger reading lights
by pressing the READ push-button:
The MAIN ON or associated cabin or
entry area push-buttons must be
pressed first.
Passenger and Cabin Attendant Lights
Passenger and Cabin Attendant Lights
JUN 97
A319/A320
LIGHTS
33-13
JUN 97
33-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
CIDS Control
The cabin lights are controlled through the
CIDS which includes a Forward Attendant
Panel, two directors (one active and one in
standby) and DEUs. Some DEUs are
used for the light system, they are called
type A DEUs.
The Forward Attendant Panel controls the
cabin lights. Signals from the Forward
Attendant Panel are processed by the
directors. The directors transmit these signals to each Decoder Encoder Unit.
The related Decoder/Encoder units control
the cabin fluorescent lamps according to
the selection on the Forward Attendant
Panel.
The FWD ATTND PNL controls the
DEUs to give full intensity, 50% intensity
or 10% intensity for their corresponding
window and or ceiling lights.
The related Decoder Encoder units control

the entry fluorescent lamps according to
the Forward Attendant Panel selection.
NOTE: If the engines are running and
the flight deck door is opened, the CIDS
directors signal the DEU of the left forward entry light to set the intensity to
10%.
activation of the passenger reading lights.
The related DEU provides DC control
power for individual switching. It also
allows testing of the lights.
activation of the attendant work lights.
Each power unit is connected to a DEU of
the CIDS directors for light test activation.
The reading lights can be tested, via the
DEUs, using the Programming and Test
Panel.
CIDS Control
The cabin lights are controlled through the
CIDS which includes a Forward Attendant
Panel, two directors (one active and one in
standby) and DEUs. Some DEUs are
used for the light system, they are called
type A DEUs.
cabin lights. Signals from the Forward
Attendant Panel are processed by the
directors. The directors transmit these signals to each Decoder Encoder Unit.
The related Decoder/Encoder units control
the cabin fluorescent lamps according to
the selection on the Forward Attendant
Panel.
The FWD ATTND PNL controls the
DEUs to give full intensity, 50% intensity
or 10% intensity for their corresponding
window and or ceiling lights.
The related Decoder Encoder units control

the entry fluorescent lamps according to
the Forward Attendant Panel selection.
NOTE: If the engines are running and
the flight deck door is opened, the CIDS
directors signal the DEU of the left forward entry light to set the intensity to
10%.
activation of the passenger reading lights.
The related DEU provides DC control
power for individual switching. It also
allows testing of the lights.
activation of the attendant work lights.
Each power unit is connected to a DEU of
the CIDS directors for light test activation.
The reading lights can be tested, via the
DEUs, using the Programming and Test
Panel.
CIDS Control
CIDS Control
33-14
A319/A320
LIGHTS
JUN 97
33-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
A319/A320
LIGHTS
Reading/Work Light Test Using the

PTP
The test of the reading lights includes the
test of the attendant work lights and the
related reading light power unit (each
power unit can drive 3 separate lights).
Before activation of the test, the push-buttons POWER ATTN and POWER READ
on the Forward Attendant Panel have to be
pressed to energize the reading/work light
system. If not, a SWITCH ON POWER
message will be displayed on the PTP.
The test also detects any bulb failures or
incorrect installations by checking
changes in the current and signaling the
failure before the bulb actually burns out.
Reading/Work Light Test Using the

PTP
The test of the reading lights includes the
test of the attendant work lights and the
related reading light power unit (each
power unit can drive 3 separate lights).
Before activation of the test, the push-buttons POWER ATTN and POWER READ
on the Forward Attendant Panel have to be
pressed to energize the reading/work light
system. If not, a SWITCH ON POWER
message will be displayed on the PTP.
The test also detects any bulb failures or
incorrect installations by checking
changes in the current and signaling the
failure before the bulb actually burns out.
Reading/Work Light Test Using the PTP
Reading/Work Light Test Using the PTP

JUN 97
33-15
JUN 97
33-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
A319/A320
LIGHTS
In case of failure, the respective result will

appear on the PTP display and will be
written into the Director class 3 Faultmemory.
After the test, the reading/work light system is still energized to give the maintenance crew the possibility for visual check
of the lamps.
NOTE: The following view shows the
results of a successful reading/work
lights test.
In case of failure, the respective result will

appear on the PTP display and will be
written into the Director class 3 Faultmemory.
After the test, the reading/work light system is still energized to give the maintenance crew the possibility for visual check
of the lamps.
NOTE: The following view shows the
results of a successful reading/work
lights test.
Reading/Work Light Test using PTP
Reading/Work Light Test using PTP
33-16
JUN 97
33-16
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321

CARGO AND SERVICE COMPARTMENT LIGHTS
The cargo and service compartment light
system provides illumination of:
- service areas,
- MLG Wheel well,
- forward and aft cargo compartments,
- avionics compartment,.

NOTE: The air conditioning compartment is provided with a 28 VDC outlet
for a portable maintenance light. This
outlet is designed for a maximum loading of 50 Watts.
CARGO AND SERVICE COMPARTMENT LIGHTS

The cargo and service compartment light
system provides illumination of:
- service areas,
- MLG Wheel well,
- FWD and AFT cargo compartments,
- avionics compartment,.
NOTE: The air conditioning compartment is provided with a 28 VDC outlet

for a portable maintenance light. This
outlet is designed for a maximum loading of 50 Watts.
Cargo and Service Compartment Lights
Cargo and Service Compartment Lights
JUN 97
A319/A320
LIGHTS
33-17
JUN 97
33-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
A319/A320
LIGHTS
The service area light system comprises:

- lights installed in the APU compartment
and in equipment compartment (section
19),
- two 28 VDC outlets provided for
portable maintenance lights,
- two switches to control the lighting of
each compartment.
NOTE: Lights and electrical outlets are
supplied with 28 VDC.
The service area light system comprises:

- lights installed in the APU compartment
and in equipment compartment (section
19),
- two 28 VDC outlets provided for
portable maintenance lights,
- two switches to control the lighting of
each compartment.
NOTE: Lights and electrical outlets are
Service Compartment Light System (Tail)
Service Compartment Light System (Tail)
33-18
JUN 97
33-18
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321

The wheel well light system illuminates
the main wheel well and the hydraulic
compartment.
Lighting consists of 4 lights, one in each
main wheel well compartment and one in
each hydraulic compartment (LH and
RH).

A 28 VDC outlet is provided in the nose
wheel for maintenance purposes.
Another 28 VDC outlet is provided in the
hydraulic compartment, adjacent to the
control switch.
When the control switch is set to ON, all
the lights come on.
The wheel well light system illuminates

the main wheel well and the hydraulic
compartment.
Lighting consists of 4 lights, one in each
main wheel well compartment and one in
each hydraulic compartment (LH and
RH).
A 28 VDC outlet is provided in the nose

wheel for maintenance purposes.
Another 28 VDC outlet is provided in the
hydraulic compartment, adjacent to the
control switch.
When the control switch is set to ON, all
the lights come on.
Wheel Well and Hydraulic Compartment Lights
Wheel Well and Hydraulic Compartment Lights

JUN 97
A319/A320
LIGHTS
33-19
JUN 97
33-19
UNITED AIRLINES
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A318/A319/A320
LIGHTS
/A321

Each cargo compartment is illuminated by
fluorescent lamps and each cargo loading
area by a light.
The fluorescent lamps are installed in the
ceiling on crossbeams of the forward and
aft cargo compartments.

These ceiling lights are controlled by two
switches located close to the doors.
Each loading area light is controlled by a
switch, located close to the cargo door.
The loading area light is bracket mounted
and the light direction is adjustable.
Each cargo compartment is illuminated by

fluorescent lamps and each cargo loading
area by a light.
The fluorescent lamps are installed in the
ceiling on crossbeams of the forward and
aft cargo compartments.
These ceiling lights are controlled by two

switches located close to the doors.
Each loading area light is controlled by a
switch, located close to the cargo door.
The loading area light is bracket mounted
and the light direction is adjustable.
Cargo Compartment Lights
Cargo Compartment Lights
33-20
A319/A320
LIGHTS
JUN 97
33-20
JUN 97
UNITED AIRLINES
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LIGHTS
A319/A320 /A321

Six lights provide illumination of the avionics compartment.
AC and DC outlets are distributed
throughout the compartment.
The lights come on in AUTO mode when
the corresponding access door is opened.
In MANUAL mode they are controlled by
a push-button switch in the flight deck.
There are 6 lights supplied with 28 VDC,
five 28 VDC outlets and three 115 VAC
outlets.

When the AVIONICS COMPT LT pushbutton (overhead panel in flight deck) is
set to AUTO:
- The LH lateral, LH aft and RH aft lights
come on when the LH aft or RH aft
access door is open.
- The RH lateral, LH forward and RH
forward lights come on when the RH
forward or RH lateral access door is
open.
When AVIONICS COMPT LT push-button is set to ON, all the lights come on.
Six lights provide illumination of the avionics compartment.

AC and DC outlets are distributed
throughout the compartment.
The lights come on in AUTO mode when
the corresponding access door is opened.
In MANUAL mode they are controlled by
a push-button switch in the flight deck.
There are 6 lights supplied with 28 VDC,
five 28 VDC outlets and three 115 VAC
outlets.
Avionics Compartment Lights

JUN 97
A319/A320
LIGHTS
When the AVIONICS COMPT LT pushbutton (overhead panel in flight deck) is

set to AUTO:
- The LH lateral, LH aft and RH aft lights
come on when the LH aft or RH aft
access door is open.
- The RH lateral, LH forward and RH
forward lights come on when the RH
forward or RH lateral access door is
open.
When AVIONICS COMPT LT push-button is set to ON, all the lights come on.
Avionics Compartment Lights

33-21
JUN 97
33-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321

EXTERIOR LIGHTS
The exterior lighting system provides:
- illumination of the runway and taxiway,
- illumination of the wing leading edges
and engine air intakes,
- indication of the aircraft position in
order to reduce collision risk in flight
and on the ground.
All the exterior lights are controlled by
toggle switches located on the exterior
lights (EXT LT) panel, located on the
overhead panel.
The TAXI and T O (take-off) lights are
installed on the nose landing gear, in a
fixed position.
They are controlled by the 3 position
NOSE toggle switch. Selections are:
- T O, taxi and take-off lights are on,
- TAXI, taxi lights are on,
- OFF, all lights are off.

The TAXI and T O lights automatically go
off when the nose landing gear is
retracted.
Two runway turn-off lights are installed
on the nose landing gear.
The runway turn-off lights are controlled
by the RWY TURN-OFF switch which
has the 2 selections:
- ON, both lights are on, but only if the
nose landing gear is downlocked,
- OFF, both lights are off.
The wing and engine scan lights illuminate the wing leading edges and the engine
air intakes. The wing and engine scan
lights are installed on each side of the
fuselage.
In flight, they enable the crew to visually
detect ice on the engine air intakes and
wing leading edges.
The wing and engine scan lights are controlled by the WING switch.
EXTERIOR LIGHTS
The exterior lighting system provides:
- illumination of the runway and taxiway,
- illumination of the wing leading edges
and engine air intakes,
- indication of the aircraft position in
order to reduce collision risk in flight
and on the ground.
All the exterior lights are controlled by
toggle switches located on the exterior
lights (EXT LT) panel, located on the
overhead panel.
The TAXI and T O (take-off) are installed
on the nose landing gear, in a fixed position.
They are controlled by the 3 position
NOSE toggle switch. Selections are:
- T O, taxi and take-off lights are on,
- TAXI, taxi lights are on,
- OFF, all lights are off.
The TAXI and T O lights automatically go

off when the nose landing gear is
retracted.
Two runway turn-off lights are installed
on the nose landing gear.
The runway turn-off lights are controlled
by the RWY TURN-OFF switch which
has the 2 selections:
- ON, both lights are on, but only if the
nose landing gear is downlocked,
- OFF, both lights are off.
The wing and engine scan lights illuminate the wing leading edges and the engine
air intakes. The wing and engine scan
lights are installed on each side of the
fuselage.
In flight, they enable the crew to visually
detect ice on the engine air intakes and
wing leading edges.
The wing and engine scan lights are controlled by the WING switch.
Exterior Lights Sheet 1
33-22
A319/A320
LIGHTS
JUN 97
33-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321

The navigation lights give a visual indication of the position of the aircraft and its
direction of flight.
The navigation lights system consists of a
red colored light, installed in the left-hand
wing-tip leading edge, a green colored
light, installed in the right-hand wing-tip
leading edge, and a white colored light,
installed on the Auxiliary Power Unit
(APU) tail cone, at the extreme aft of the
aircraft.
The navigation lights are controlled by the
NAV switch.
On A319 aircraft the NAV switch also
controls the logo lights. The logo lights
are used to light up the airline logo on the
vertical fin. With the NAV & LOGO
switch set to 1 or 2 (on), the logo lights are
tuned on when the flaps are at 15 degrees
(position 1) or more, or when the landing
gear struts are compressed.
NOTE: Aircraft that have logo lights
activated have the NAV switch relabeled as NAV & LOGO.
A319/A320
LIGHTS
The logo lights are installed in the upper

surface of the left and right horizontal stabilizers.
Two landing lights are installed, one on
the under side of each wing. Each landing
light is controlled by a LAND switch (L
and R).
The landing lights can be extended at all
aircraft speeds.
Two red flashing anti-collision lights are
installed, one on the lower and one on the
upper fuselage, on the aircraft center line.
They are controlled by the BEACON
switch.
Three strobe lights are installed, one at
each wing tip on the leading edges, and
one on the tail cone.
The strobe lights are synchronized lights
that operate alternately with the anti-collision lights. The strobe lights are controlled
by the STROBE switch.
ANTICOLISION (BEACON) / STROBE LIGHTS
The navigation lights give a visual indication of the position of the aircraft and its
direction of flight.
The navigation lights system consists of a
red colored light, installed in the left-hand
wing-tip leading edge, a green colored
light, installed in the right-hand wing-tip
leading edge, and a white colored light,
installed on the Auxiliary Power Unit
(APU) tail cone, at the extreme aft of the
aircraft.
The navigation lights are controlled by the
NAV switch.
On A319 aircraft the NAV switch also
controls the logo lights. The logo lights
are used to light up the airline logo on the
vertical fin. With the NAV & LOGO
switch set to 1 or 2 (on), the logo lights are
tuned on when the flaps are at 15 degrees
(position 1) or more, or when the landing
gear struts are compressed.
NOTE: Aircraft that have logo lights
activated have the NAV switch relabeled as NAV & LOGO.
The logo lights are installed in the upper

surface of the left and right horizontal stabilizers.
Two landing lights are installed, one on
the under side of each wing. Each landing
light is controlled by a LAND switch (L
and R).
The landing lights can be extended at all
aircraft speeds.
Two red flashing anti-collision lights are
installed, one on the lower and one on the
upper fuselage, on the aircraft center line.
They are controlled by the BEACON
switch.
Three strobe lights are installed, one at
each wing tip on the leading edges, and
one on the tail cone.
The strobe lights are synchronized lights
that operate alternately with the anti-collision lights. The strobe lights are controlled
by the STROBE switch.
ANTICOLISION (BEACON) / STROBE LIGHTS

LOGO LIGHTS
LOGO LIGHTS
LANDING LIGHTS
LANDING LIGHTS
NAVIGATION LIGHTS
NAVIGATION LIGHTS

JUN 97

33-23
JUN 97
33-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321

EMERGENCY LIGHTING
In case of failure of the main lighting system or during emergency conditions, the
emergency lighting system will provide:
- illumination of the cabin and exit areas,
- illumination of the exit location and
EXIT marking signs at each of the
passenger doors,
- illumination of the floor proximity
emergency escape path marking system,
- illumination of the lavatory auxiliary
light,
- power to the integral lights, which are
installed in the door escape slides.
The emergency lighting system is controlled from the flight deck by the flight
crew with a 3 position EMER EXIT LT
switch located on the overhead panel or
from the cabin with the EMER push-button located on the FAP.
Emergency Power Supplied Units
(EPSUs) located in the cabin, allow the
associated emergency lights to be electrically supplied by the 28 VDC ESSential
BUS, via the EPSUs, or by integrated
batteries when the 28 VDC ESSential
BUS is lost.
Cabin emergency lights are installed
throughout the cabin, in the main and
cross aisle ceiling panels, in order to provide illumination of the cabin and exit
areas.
The emergency lighting system provides
illumination of the EXIT marking signs
and EXIT location signs, installed at the
passenger doors.
33-24
LIGHTS
A319/A320

There are 3 types:
- wall mounted EXIT signs, one for each
passenger door,
- ceiling mounted EXIT signs, double
sided, for the overwing emergency exits,
- EXIT marking signs, for each passenger
door (above door) and one for each pair
of emergency exits (between exits).
NOTE: The EXIT signs and associated
lights can be manually switched on
from the NO SMOKING switch located
on the overhead panel. Moving the
switch to the ON position turns on the
NO SMOKING and EXIT signs. Moving the switch to the AUTO position will
turn on the NO SMOKING and EXIT
signs if the landing gear is extended.
Excessive cabin altitude (greater than
11,300 ft) will turn on the NO SMOKING and EXIT signs regardless of
switch position.
power supply of the Floor Proximity
Emergency Escape Path Marking System .
The system consists of electro-luminescent wall mounted EXIT markers,
installed immediately adjacent to the passenger doors, and seat mounted floor
proximity emergency lights.
This system provides low level illumination of the passenger aisles and escape
routes if smoke obscures the normal emergency lighting.
JUN 97
EMERGENCY LIGHTING
In case of failure of the main lighting system or during emergency conditions, the
emergency lighting system will provide:
- illumination of the cabin and exit areas,
- illumination of the exit location and
EXIT marking signs at each of the
passenger doors,
- illumination of the floor proximity
emergency escape path marking system,
- illumination of the lavatory auxiliary
light,
- power to the integral lights, which are
installed in the door escape slides.
from the cabin with the EMER push-button located on the FAP.
Emergency Power Supplied Units
(EPSUs) located in the cabin, allow the
associated emergency lights to be electrically supplied by the 28 VDC ESSential
BUS, via the EPSUs, or by integrated
batteries when the 28 VDC ESSential
BUS is lost.
Cabin emergency lights are installed
throughout the cabin, in the main and
cross aisle ceiling panels, in order to provide illumination of the cabin and exit
areas.
illumination of the EXIT marking signs
and EXIT location signs, installed at the
passenger doors.
33-24
There are 3 types:

- wall mounted EXIT signs, one for each
passenger door,
- ceiling mounted EXIT signs, double
sided, for the overwing emergency exits,
- EXIT marking signs, for each passenger
door (above door) and one for each pair
of emergency exits (between exits).
NOTE: The EXIT signs and associated
lights can be manually switched on
from the NO SMOKING switch located
on the overhead panel. Moving the
switch to the ON position turns on the
NO SMOKING and EXIT signs. Moving the switch to the AUTO position will
turn on the NO SMOKING and EXIT
signs if the landing gear is extended.
Excessive cabin altitude (greater than
11,300 ft) will turn on the NO SMOKING and EXIT signs regardless of
switch position.
power supply of the Floor Proximity
Emergency Escape Path Marking System .
The system consists of electro-luminescent wall mounted EXIT markers,
installed immediately adjacent to the passenger doors, and seat mounted floor
proximity emergency lights.
This system provides low level illumination of the passenger aisles and escape
routes if smoke obscures the normal emergency lighting.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
Emergency Lighting Sheet 1

JUN 97
A319/A320
LIGHTS
33-25
JUN 97
33-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321

A lavatory auxiliary light is installed in
each lavatory and is illuminated as long as
the 28 VDC ESS BUS is available.
NOTE: The lavatory auxiliary lights
are the only lights of the emergency
lighting system not connected to the
(EPSUs). As soon as the 28 VDC ESS
BUS is lost, the lavatory auxiliary lights
are no longer supplied.
power supply for the integral lights
installed in the door escape slides. The
integral lights are switched on when the
slides are armed and the doors open.

Emergency Power Supply Units (EPSUs)
located in the cabin, allow the associated
emergency lights to be electrically supplied by the 28 VDC ESSential BUS, via
the EPSUs, or by the EPSUs integrated
batteries, if the 28 VDC ESSential BUS is
lost.
When the 28 VDC ESSential BUS is lost,
the integrated batteries can supply the
emergency lighting system for at least 10
minutes, even if the aircraft has crashed
and the fuselage has broken up.
from the cabin by the cabin attendants
with the EMER push-button located on the
FAP.
A lavatory auxiliary light is installed in

each lavatory and is illuminated as long as
the 28 VDC ESS BUS is available.
NOTE: The lavatory auxiliary lights
are the only lights of the emergency
lighting system not connected to the
(EPSUs). As soon as the 28 VDC ESS
BUS is lost, the lavatory auxiliary lights
are no longer supplied.
power supply for the integral lights
installed in the door escape slides. The
integral lights are switched on when the
slides are armed and the doors open.

located in the cabin, allow the associated
emergency lights to be electrically supplied by the 28 VDC ESSential BUS, via
the EPSUs, or by the EPSUs integrated
batteries, if the 28 VDC ESSential BUS is
lost.
When the 28 VDC ESSential BUS is lost,
the integrated batteries can supply the
emergency lighting system for at least 10
minutes, even if the aircraft has crashed
and the fuselage has broken up.
from the cabin by the cabin attendants
with the EMER push-button located on the
FAP.
33-26
A319/A320
LIGHTS
JUN 97
33-26
JUN 97
UNITED AIRLINES
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LIGHTS
A319/A320 /A321
The EMER EXIT LT switch located in the

flight deck controls all of the emergency
lighting system.
This switch has 3 positions.
- ON position, all the emergency lighting
system comes on.
- When the doors are open with the slides
armed, the lights integrated in the escape
slide come on.
- When the emergency exit doors are open
with the slides armed, the lights on the
escape routes over the wings come on.
- ARM position, all the emergency
lighting system comes on if the 115 VAC
ESSential busbar fails.
- The emergency lighting system is
supplied by the 28 VDC ESSential
busbar.
- In case of failure of the 28 VDC
ESSential busbar, batteries in each
EPSU continue to supply the emergency
lighting system for at least 10 minutes.
- OFF position, the emergency lighting
system is off.
- In the OFF position, without AC and DC
busbar voltage, a ground signal prevents
the emergency lighting system from
switching on.
- In the OFF position, with the DC
ESSential busbar energized, the EMER
EXIT LT OFF annunciator comes on
amber.
The NO SMOKING switch located in the
flight deck controls the EXIT signs and
the emergency escape hatch handle lights
in addition to controlling the NO SMOKING signs.

In the ON position, the NO SMOKING
signs, EXIT signs, and the emergency
escape hatch handle lights come on.
In the AUTO position, the NO SMOKING
escape hatch handle lights only come on
when the landing gear is extended.
With the landing gear retracted the lights
remain off.
In the OFF position, the NO SMOKING
signs, EXIT signs and the emergency
escape hatch handle lights go off.
In case of excessive cabin altitude (greater
than 11,300 ft), the EXIT signs and the
emergency escape hatch handle lights
automatically come on regardless of
switch position.
The EMER EXIT LT switch located in the

flight deck controls all of the emergency
lighting system.
- ON position, all the emergency lighting
system comes on.
- When the doors are open with the slides
armed, the lights integrated in the escape
slide come on.
- When the emergency exit doors are open
with the slides armed, the lights on the
escape routes over the wings come on.
- ARM position, all the emergency
lighting system comes on if the 115 VAC
ESSential busbar fails.
- The emergency lighting system is
supplied by the 28 VDC ESSential
busbar.
- In case of failure of the 28 VDC
ESSential busbar, batteries in each
EPSU continue to supply the emergency
lighting system for at least 10 minutes.
- OFF position, the emergency lighting
system is off.
- In the OFF position, without AC and DC
busbar voltage, a ground signal prevents
the emergency lighting system from
switching on.
- In the OFF position, with the DC
ESSential busbar energized, the EMER
EXIT LT OFF annunciator comes on
amber.
The NO SMOKING switch located in the
flight deck controls the EXIT signs and
the emergency escape hatch handle lights
in addition to controlling the NO SMOKING signs.
33-27

In the ON position, the NO SMOKING
escape hatch handle lights come on.
In the AUTO position, the NO SMOKING
escape hatch handle lights only come on
when the landing gear is extended.
With the landing gear retracted the lights
remain off.
In the OFF position, the NO SMOKING
signs, EXIT signs and the emergency
escape hatch handle lights go off.
than 11,300 ft), the EXIT signs and the
emergency escape hatch handle lights
automatically come on regardless of
switch position.
Emergency Lighting (Flight Deck Control)
Emergency Lighting (Flight Deck Control)
JUN 97
A319/A320
LIGHTS
JUN 97
33-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321

Emergency Light Control
(FAP Contlrol)
The LIGHT EMER push-button on the
Forward Attendant Panel (FAP) controls
all the emergency lighting system whatever the position of the EMER EXIT LT
in the flight deck.

When the LIGHT EMER push-button is
pressed all of the emergency lighting system comes on.
than 11,300 ft), the EXIT signs automatically come on regardless of switch position.
Emergency Light Control

(FAP Contlrol)
The LIGHT EMER push-button on the
Forward Attendant Panel (FAP) controls
all the emergency lighting system whatever the position of the EMER EXIT LT
in the flight deck.
When the LIGHT EMER push-button is

pressed all of the emergency lighting system comes on.
than 11,300 ft), the EXIT signs automatically come on regardless of switch position.
Emergency Lighting (FAP)
Emergency Lighting (FAP)
33-28
A319/A320
LIGHTS
JUN 97
33-28
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321

Emergency Power Supply Unit (EPSU)
The emergency light system is equipped
with two types of power units, one for
cabin lights and signs, the other for emergency escape markers.
One type of Emergency Power Supply
Unit (EPSU) is supplied with 115 VAC
and 28 VDC where as the other is only
Each type of EPSU supplies its corresponding lights with 6 VDC, either by
transforming aircraft DC power or from
internal batteries.
One type of EPSU has the internal battery
charged permanently by 28/6 VDC transformer provided AC BUS 1 is powered.

Depending on the control positions and
aircraft electrical configuration, the emergency light system is switched on or off.
Following are 3 situations:
- EMER EXIT LT on ARM and AC BUS
1 loss - the corresponding type of EPSU
switches on the lights from 28/6 VDC
transformer.
1 and ESS SHED BUS loss - lights will
be supplied by the internal battery of
each EPSU for at least 10 minutes.
- EMER EXIT LT on - the lights of one
type of EPSU are supplied by its
corresponding 28/6 VDC transformer,
and the lights of the other type of EPSU
are supplied by its internal battery. In
this case the internal batteries are no
longer charged.
Only one type of EPSU can be tested
either by the Programming and Test Panel
or by a test push-button located on its front
face. The test allows loads and battery of
each of this EPSU type to be checked.
Emergency Power Supply Unit (EPSU)

The emergency light system is equipped
with two types of power units, one for
cabin lights and signs, the other for emergency escape markers.
One type of Emergency Power Supply
Unit (EPSU) is supplied with 115 VAC
and 28 VDC where as the other is only
Each type of EPSU supplies its corresponding lights with 6 VDC, either by
transforming aircraft DC power or from
internal batteries.
One type of EPSU has the internal battery
charged permanently by 28/6 VDC transformer provided AC BUS 1 is powered.
Depending on the control positions and

aircraft electrical configuration, the emergency light system is switched on or off.
Following are 3 situations:
1 loss - the corresponding type of EPSU
switches on the lights from 28/6 VDC
transformer.
1 and ESS SHED BUS loss - lights will
be supplied by the internal battery of
each EPSU for at least 10 minutes.
- EMER EXIT LT on - the lights of one
type of EPSU are supplied by its
corresponding 28/6 VDC transformer,
and the lights of the other type of EPSU
are supplied by its internal battery. In
this case the internal batteries are no
longer charged.
Only one type of EPSU can be tested
either by the Programming and Test Panel
or by a test push-button located on its front
face. The test allows loads and battery of
each of this EPSU type to be checked.
Emergency Power Supply Unit (EPSU
Emergency Power Supply Unit (EPSU

JUN 97
A319/A320
LIGHTS
33-29
JUN 97
33-29
UNITED AIRLINES
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A318/A319/A320
LIGHTS
/A321

Battery Capacity Test Using the PTP
Before activating a test, it is necessary to
set the NO SMOKING and the EMER
EXIT LT switches to the OFF position.
The battery capacity test indicates the battery capacity condition of the Emergency
Power Supply Units 10WL through
15WL.
NOTE: The battery capacity test is not
normally done as part of line maintenance.
To prevent unauthorized access it is
necessary to enter a code for the battery test.
NOTE: The duration of the test
will be up to two hours.
During the test, it is possible to use
the PTP for other functions.
When the test is activated the BAT
light in the BAT key comes on. An
internal time count is started in the
CIDS DIRECTOR.

If the test is OK, the BAT OK light beside
the BAT key comes on.
If there is a failure message on the PTP
and if annunciator light does not come on,
test each EPSU with their individual test
buttons.
When the BAT TEST RESET has been
selected, the BAT OK light and the BAT
key light go off.
In case of a failure, the respective result
will be written into directors GND SCAN
memory.
Battery Capacity Test Using the PTP

Before activating a test, it is necessary to
set the NO SMOKING and the EMER
EXIT LT switches to the OFF position.
The battery capacity test indicates the battery capacity condition of the Emergency
Power Supply Units 10WL through
15WL.
NOTE: The battery capacity test is not
normally done as part of line maintenance.
To prevent unauthorized access it is
necessary to enter a code for the battery test.
NOTE: The duration of the test
will be up to two hours.
During the test, it is possible to use
the PTP for other functions.
When the test is activated the BAT
light in the BAT key comes on. An
internal time count is started in the
CIDS DIRECTOR.
If the test is OK, the BAT OK light beside

the BAT key comes on.
If there is a failure message on the PTP
and if annunciator light does not come on,
test each EPSU with their individual test
buttons.
When the BAT TEST RESET has been
selected, the BAT OK light and the BAT
key light go off.
will be written into directors GND SCAN
memory.
Battery Capacity Test - Display On
Battery Capacity Test - Display On
33-30
A319/A320
LIGHTS
JUN 97
33-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
A319/A320
LIGHTS
Battery Capacity Test - System Test Menus
Battery Capacity Test - System Test Menus
Battery Capacity Test - Battery Test
Battery Capacity Test - Battery Test
JUN 97
33-31
JUN 97
33-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321

Emergency Light System Test
Using the PTP
The SYSTEM test indicates the condition
of the internal loads, the battery monitoring circuits and the related external loads
of the Emergency Power Supply Units
10WL through 15WL.
NOTE: The emergency light system
test is less complex than the battery
capacity test and may be done as part of
daily maintenance.
The SYSTEM TEST function allows the
following units to be tested on ground
only:
- active director,
- CIDS bus,
- DEU A,
- DEU B,
- CAM,
- Programming and Test Panel (PTP),
- attendant panels,
- attendant indication panels,
- loudspeakers,

- sign lamps,
- area call panels,
- passenger call lamps,
- reading work lights,
- emergency light batteries,
- drainmasts.
The SYSTEM test can be activated without menu guidance by pressing only the
SYS membrane switch at the bottom of
the PTP for one second.
If on the PTP no other test is running and
no programming is in use, the system test
result is additionally shown on the PTP
display.
If the test is OK the SYS OK comes on.
This light goes off automatically after a
few seconds.
will be written in the CIDS directors GND
SCAN memory.
If a respective old failure message is written in the directors GND SCAN memory,
it will be canceled

Using the PTP
The SYSTEM test indicates the condition
of the internal loads, the battery monitoring circuits and the related external loads
of the Emergency Power Supply Units
10WL through 15WL.
NOTE: The emergency light system
test is less complex than the battery
capacity test and may be done as part of
daily maintenance.
The SYSTEM TEST function allows the
following units to be tested on ground
only:
- active director,
- CIDS bus,
- DEU A,
- DEU B,
- CAM,
- Programming and Test Panel (PTP),
- attendant panels,
- attendant indication panels,
- loudspeakers,
33-32
A319/A320
LIGHTS
- sign lamps,
- area call panels,
- passenger call lamps,
- reading work lights,
- emergency light batteries,
- drainmasts.
The SYSTEM test can be activated without menu guidance by pressing only the
SYS membrane switch at the bottom of
the PTP for one second.
If on the PTP no other test is running and
no programming is in use, the system test
result is additionally shown on the PTP
display.
If the test is OK the SYS OK comes on.
This light goes off automatically after a
few seconds.
will be written in the CIDS directors GND
SCAN memory.
If a respective old failure message is written in the directors GND SCAN memory,
it will be canceled
JUN 97
33-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
A319/A320
LIGHTS
INTERIOR LIGHTING CONTROLS

INTERIOR LIGHTING CONTROLS

DOME Selector
OFF - Turns dome lights off.
DIM - Reduces dome lighting intensity.
BRT - Selects both dome lights on high
intensity.
OVHD INTEG LT Knob

Controls the intensity of the
overhead integral lighting.
INT LT
INT LT
OFF
BRT
DOME
ANN LT
DIM
DIM
DIM
DIM
BRT
BRT
BRT
BRT
OFF
INTEG LT
MAIN PNL & PED
OFF
JUN 97
BRT
OFF
BRT
ON
ANN LT Selector
TEST - Causes all flight deck annunciator
lights to illuminate. All liquid crystal displays (LCDs) indicate 8s.
DIM - Reduces the illumination of the
annunciator lights.
BRT - Increases the illumination of the
annunciator lights for normal operation.
STBY COMPASS Switch

Controls the operation of the
standby compass integral
lighting.
INSTRUMENT PANEL AND PEDESTAL LIGHTING CONTROLS

INTEG LT MAIN PNL & PED Knob

Controls the intensity of the main panel
and control pedestal integral lighting.
MAIN PNL
TEST
OFF

FLOOD LT
ANN LT
TEST
ANN LT Selector
TEST - Causes all flight deck annunciator
lights to illuminate. All liquid crystal displays (LCDs) indicate 8s.
DIM - Reduces the illumination of the
annunciator lights.
BRT - Increases the illumination of the
annunciator lights for normal operation.
FLOOD LT MAIN PNL Knob

Controls the intensity of the center
instrument panel flood lighting.
DOME
OFF
ON
STBY COMPASS Switch

standby compass integral
lighting.
DOME Selector
OFF - Turns dome lights off.
DIM - Reduces dome lighting intensity.
BRT - Selects both dome lights on high
intensity.
OVHD INTEG LT Knob

overhead integral lighting.
DOOR
UNLOCK
FLOOD LT
INTEG LT
MAIN PNL
MAIN PNL & PED
OFF
BRT
33-33
INTEG LT MAIN PNL & PED Knob

Controls the intensity of the main panel
and control pedestal integral lighting.
FLOOD LT MAIN PNL Knob

Controls the intensity of the center
instrument panel flood lighting.
JUN 97
BRT
OFF
DOOR
UNLOCK
BRT
33-33
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LIGHTS


FLOOD LT PED Knob

control pedestal flood lighting.
FLOOD LT PED Knob

control pedestal flood lighting.
FLOOD LT
AIDS
DFDR
FLOOD LT
AIDS
DFDR
PED
PRINT
EVENT
PED
PRINT
EVENT
OFF
OFF
BRT
BRT
CONSOLE/FLOOR LIGHTING CONTROLS

Location: Captain and First Officers Instrument Panels
CONSOLE/FLOOR LIGHTING CONTROLS

Location: Captain and First Officers Instrument Panels
CONSOLE/FLOOR Selector
Controls the intensity of the side
consoles, briefcase areas, and the
floor around the pilot seats.
CONSOLE/FLOOR Selector
Controls the intensity of the side
consoles, briefcase areas, and the
floor around the pilot seats.
CONSOLE/FLOOR
BRT
DIM
CONSOLE/FLOOR
BRT
OFF
OFF
FLIGHT CONTROL UNIT LIGHTING CONTROLS

Location: Flight Control Unit
FLIGHT CONTROL UNIT LIGHTING CONTROLS

Location: Flight Control Unit
FCU Lighting Control Selectors

Left Selector - Controls integral lighting
of FCU labels, knobs and switches.
Right Selector - Controls integral lighting
adjustment of FCU numerical displays.
FCU Lighting Control Selectors

Left Selector - Controls integral lighting
of FCU labels, knobs and switches.
Right Selector - Controls integral lighting
adjustment of FCU numerical displays.
33-34
DIM
JUN 97
33-34
JUN 97
UNITED AIRLINES
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LIGHTS
A319/A320 /A321
LIGHTS
READING LIGHT CONTROL

READING LIGHT CONTROL

READING LT Knob
Controls the intensity of the overhead
reading light.
READING LT Knob
Controls the intensity of the overhead
reading light.
READING LT
READING LT
OFF
OFF
BRT
MAP LIGHT CONTROLS

Location: Captain and First Officers
Side Windows
MAP LIGHT CONTROLS

Location: Captain and First Officers
Side Windows
Brightness Adjustment
Controls the intensity of the map light.
Brightness Adjustment
Controls the intensity of the map light.
ON/OFF Switch
ON/OFF Switch
Map Light
Map Light
AVIONICS COMPARTMENT LIGHT

CONTROL
AVIONICS COMPARTMENT LIGHT

CONTROL
AVIONICS COMPT LT Switch

AUTO - Causes the avionics compartment
lighting to come on automatically when
the avionics compartment door is opened.
AVIONICS COMPT LT Switch

AUTO - Causes the avionics compartment
lighting to come on automatically when
the avionics compartment door is opened.
ON - Turns the avionics compartment

lighting on.
JUN 97
AVIONICS
CMPT LT
ON
A319/A320
A
U
T
O
ON - Turns the avionics compartment

lighting on.
33-35
JUN 97
BRT
AVIONICS
CMPT LT
ON
A
U
T
O
33-35
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/A321
A319/A320
LIGHTS
CABIN SIGNS CONTROLS

CABIN SIGNS CONTROLS

SEAT BELTS Switch

OFF - Turns signs off, and associated chime sounds.
SEAT BELTS Switch

OFF - Turns signs off, and associated chime sounds.
ON - Causes FASTEN SEAT BELT signs (in cabin)

and RETURN TO YOUR SEAT signs (in lavatories)
to illuminate. Associated chime sounds.
ON - Causes FASTEN SEAT BELT signs (in cabin)

and RETURN TO YOUR SEAT signs (in lavatories)
to illuminate. Associated chime sounds.
NOTE:
The FASTEN SEAT BELT and
RETURN TO YOUR SEAT signs illuminate
when the cabin altitude exceeds 11,300 feet,
regardless of the SEAT BELTS switch position.
The SEAT BELTS message appears on ECAM
when the signs are on.
NOTE:
The FASTEN SEAT BELT and
RETURN TO YOUR SEAT signs illuminate
when the cabin altitude exceeds 11,300 feet,
regardless of the SEAT BELTS switch position.
The SEAT BELTS message appears on ECAM
when the signs are on.
SIGNS
SIGNS
SEAT BELTS
OFF
NO SMOKING
OFF
A
U
T
O
ON
SEAT BELTS
OFF
EMER EXIT LT
NO SMOKING
OFF
OFF
A
U
T
O
ARM
OFF
ON
ON
ON
EMER EXIT LT
OFF
ARM
OFF
ON
ON
NO SMOKING Selector
OFF - Turns NO SMOKING and EXIT signs off, and associated chime
sounds.
NO SMOKING Selector
OFF - Turns NO SMOKING and EXIT signs off, and associated chime
sounds.
AUTO - Causes NO SMOKING and EXIT signs to come on when the landing
gear is extended, and to go off when the gear is retracted. Associated chime
sounds when the signs come on and go off.
AUTO - Causes NO SMOKING and EXIT signs to come on when the landing
gear is extended, and to go off when the gear is retracted. Associated chime
sounds when the signs come on and go off.
ON - Causes NO SMOKING and EXIT signs to illuminate, and associated

chime sounds.
ON - Causes NO SMOKING and EXIT signs to illuminate, and associated

chime sounds.
NOTE: The NO SMOKING and EXIT signs illuminate
when the cabin altitude exceeds 11,300 feet, regardless of
the NO SMOKING selector position.
The NO SMOKING message appears on ECAM when the
signs are on.
NOTE: The NO SMOKING and EXIT signs illuminate

when the cabin altitude exceeds 11,300 feet, regardless of
the NO SMOKING selector position.
The NO SMOKING message appears on ECAM when the
signs are on.
33-36
JUN 97
33-36
JUN 97
UNITED AIRLINES
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LIGHTS
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A319/A320
LIGHTS
EXTERIOR LIGHTING CONTROLS


STROBE Selector
Controls the operation of the white strobe lights located on each
wing tip and below the APU tail cone.
STROBE Selector
Controls the operation of the white strobe lights located on each
wing tip and below the APU tail cone.
OFF - Turns lights off.
AUTO - Causes strobe lights to come on automatically when the

nose gear shock absorber is not compressed.
AUTO - Causes strobe lights to come on automatically when the

nose gear shock absorber is not compressed.
ON - Turns lights on.
NOTE: The ECAM STROBE LT OFF message appears if

the selector is placed OFF in flight.
NOTE: The ECAM STROBE LT OFF message appears if

the selector is placed OFF in flight.
EXT LTS
EXT LTS
STROBE
OFF
BEACON
OFF
WING
OFF
A
U
T
O
ON
RWY TURN OFF
OFF
STROBE
OFF
NAV
OFF
ON
ON
RWY TURN OFF

OFF
LAND
L
R
RETRACT
NOSE

NOTE: The lights go off
automatically when the
landing gear is retracted.
JUN 97
NAV
OFF
1
ON
ON
R
RETRACT
OFF
LAND
L
NOSE
OFF
OFF
TAXI
OFF
TAXI
ON
T.O.
ON
T.O.
ON
ON
RWY TURN OFF Switch

runway turnoff lights located
on the nose gear strut.
WING
OFF
A
U
T
O
ON
BEACON
OFF
LAND Selectors
Controls the operation of the left and right
landing lights located inboard of the engines.
RETRACT - Causes the respective light to
retract and turn off.
OFF - Causes the respective light to go off (but
remain extended).
ON - Causes the respective light to extend.
The light comes on automatically when fully
extended.
33-37
RWY TURN OFF Switch

runway turnoff lights located
on the nose gear strut.
NOTE: The lights go off
automatically when the
landing gear is retracted.
JUN 97
LAND Selectors
Controls the operation of the left and right
landing lights located inboard of the engines.
RETRACT - Causes the respective light to
retract and turn off.
OFF - Causes the respective light to go off (but
remain extended).
ON - Causes the respective light to extend.
The light comes on automatically when fully
extended.
33-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
A319/A320
LIGHTS


BEACON Switch
Controls the option of the
red beacon lights located
on top and bottom of the
fuselage.
WING Switch
Controls the operation of the wing illumination lights located on each side of the
forward fuselage. The lights illuminate
the wing leading edge and engine air
intake.
BEACON Switch
Controls the option of the
red beacon lights located
on top and bottom of the
fuselage.
WING Switch
Controls the operation of the wing illumination lights located on each side of the
forward fuselage. The lights illuminate
the wing leading edge and engine air
intake.
ON - Turns lights on
ON - Turns lights on
EXT LTS
EXT LTS
STROBE
OFF
BEACON
OFF
WING
OFF
A
U
T
O
ON
RWY TURN OFF
OFF
STROBE
OFF
NAV
OFF
ON
ON
RWY TURN OFF

OFF
LAND
L
R
RETRACT
NOSE
OFF - Turns light off.

WING Switch
NOTE: A319 aircraft are equipped
with logo lights. The NAV switch
controls the logo lights and on these
aircraft is marked NAV & LOGO.
33-38
NAV
OFF
1
ON
ON
LAND
L
OFF
R
RETRACT
NOSE
OFF
OFF
TAXI
OFF
TAXI
ON
T.O.
ON
T.O.
ON
ON
NAV Switch
Controls the operation of the navigation lights. Dual navigation lights are
located on each wingtip and on the
APU tail cone.
WING
OFF
A
U
T
O
ON
BEACON
OFF
NOSE Selector
Controls the operation of the taxi and takeoff lights located on the nose gear strut.
OFF - Turns the taxi and takeoff lights off.
TAXI - Turns the taxi light on.
T.O. - Turns the taxi and takeoff lights on.
NOTE: Both lights go off automatically
when the landing gear is retracted.
JUN 97
NAV Switch
Controls the operation of the navigation lights. Dual navigation lights are
located on each wingtip and on the
APU tail cone.
OFF - Turns light off.
WING Switch
NOTE: A319 aircraft are equipped
with logo lights. The NAV switch
controls the logo lights and on these
aircraft is marked NAV & LOGO.
33-38
NOSE Selector
Controls the operation of the taxi and takeoff lights located on the nose gear strut.
OFF - Turns the taxi and takeoff lights off.
TAXI - Turns the taxi light on.
T.O. - Turns the taxi and takeoff lights on.
NOTE: Both lights go off automatically
when the landing gear is retracted.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Integral Lighting Controller
Integral Lighting Controller

JUN 97
A319/A320
LIGHTS
33-39
JUN 97
33-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Annunciator Light Transformer
Annunciator Light Transformer
33-40
A319/A320
LIGHTS
JUN 97
33-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Annunciator Light Test Unit

JUN 97
A319/A320
LIGHTS
Annunciator Light Test Unit

33-41
JUN 97
33-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cabin Lights - Ballast Unit and Lampholder
Cabin Lights - Ballast Unit and Lampholder
33-42
A319/A320
LIGHTS
JUN 97
33-42
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
COMPONENT LOCATIONS
LIGHTS
COMPONENT LOCATIONS
Lavatory Ballast Unit
Lavatory Ballast Unit

JUN 97
A319/A320
33-43
JUN 97
33-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
COMPONENT LOCATIONS
LIGHTS
COMPONENT LOCATIONS
Navigation Lights
Navigation Lights
33-44
A319/A320
JUN 97
33-44
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
LIGHTS
COMPONENT LOCATIONS
A319/A320
LIGHTS
COMPONENT LOCATIONS
EXT LTS
EXT LTS
STROBE
OFF
BEACON
OFF
WING
OFF
A
U
T
O
ON
RWY TURN OFF
OFF
STROBE
OFF
NAV & LOGO

OFF
ON
ON
RWY TURN OFF

OFF
LAND
L
R
RETRACT
NOSE
OFF
ON
ON
LAND
L
NOSE
OFF
OFF
TAXI
OFF
TAXI
ON
T.O.
ON
T.O.
ON
Logo Lights (A319)
Logo Lights (A319)
NAV & LOGO

OFF
1
RETRACT
ON
JUN 97
WING
OFF
A
U
T
O
ON
BEACON
OFF
33-45
JUN 97
33-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Anti-Collision/Beacon Lights
33-46
A319/A320
LIGHTS
Anti-Collision/Beacon Lights
JUN 97
33-46
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Strobe Lights
Strobe Lights
JUN 97
A319/A320
LIGHTS
33-47
JUN 97
33-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
LIGHTS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Landing Lights
Landing Lights
33-48
A319/A320
LIGHTS
JUN 97
33-48
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
LIGHTS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
NOTE: There are 2 styles of EPSUs.
NOTE: There are 2 styles of EPSUs.

JUN 97
A319/A320
LIGHTS
33-49
JUN 97
33-49
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................1
Landing and Taxiing Aids ....................................................................1
Independent Position Determining Systems .........................................1
Dependent Position Determining System .............................................2
AIR DATA INERTIAL REFERENCE SYSTEM (ADIRUs) ................5
ADIRS Power Supply Distribution in Normal Configuration ..............6
ADIRS Power Supply Distribution in Abnormal Configuration .........8
Air Data Sensors ...................................................................................8
Air Data Computer Functions ...............................................................10
Air Data Reference Indicating ..............................................................13
Warnings and Failures .........................................................................15
Air Data Reference Block Diagram ......................................................16
Inertial Reference (IR) Computer Functions ........................................18
ADIRS IR Block Diagram ....................................................................19
Inertial Reference Indicating .................................................................22
Inertial Reference Block Diagram ........................................................26
ADIRUs PERFORMANCE CRITERIA ..................................................28
Lower Limit for Removal Criteria. .......................................................28
Upper Limit for Removal Criteria ........................................................28
ADIRS ALIGNMENT THROUGH THE MCDU ...................................30
STANDBY INSTRUMENTS .....................................................................32
Standby Compass ..................................................................................32
Standby Horizon Indicator ....................................................................33
Standby Attitude and Heading Electrical Circuit ..................................34
Standby Altimeter .................................................................................35
Standby Airspeed Indicator ...................................................................36
Standby Altitude and Airspeed Pneumatic Circuit ...............................37
Standby Altitude and Airspeed Electrical Circuit .................................38
RADIO NAVIGATION CONTROL ........................................................39
INSTRUMENT LANDING SYSTEM (ILS) ............................................42
ILS Indicating .......................................................................................42
ILS Warnings ........................................................................................43
ILS Operation ........................................................................................43
ILS Block Diagram ...............................................................................45
WEATHER RADAR ..................................................................................46
Weather Radar Block Diagram .............................................................47
Weather Radar Operation .....................................................................48
Weather Radar Safety Precautions ........................................................49
RADIO ALTIMETER (RA) ......................................................................50
RA Operation ........................................................................................50

GENERAL .................................................................................................. 1
Landing and Taxiing Aids .................................................................... 1
Independent Position Determining Systems ......................................... 1
Dependent Position Determining System ............................................. 2
AIR DATA INERTIAL REFERENCE SYSTEM (ADIRUs) ................ 5
ADIRS Power Supply Distribution in Normal Configuration .............. 6
ADIRS Power Supply Distribution in Abnormal Configuration ......... 8
Air Data Sensors ................................................................................... 8
Air Data Computer Functions ............................................................... 10
Air Data Reference Indicating .............................................................. 13
Warnings and Failures ......................................................................... 15
Air Data Reference Block Diagram ...................................................... 16
Inertial Reference (IR) Computer Functions ........................................ 18
ADIRS IR Block Diagram .................................................................... 19
Inertial Reference Indicating ................................................................ 22
Inertial Reference Block Diagram ........................................................ 26
ADIRUs PERFORMANCE CRITERIA .................................................. 28
Lower Limit for Removal Criteria. ....................................................... 28
Upper Limit for Removal Criteria ........................................................ 28
ADIRS ALIGNMENT THROUGH THE MCDU ................................... 30
STANDBY INSTRUMENTS ..................................................................... 32
Standby Compass .................................................................................. 32
Standby Horizon Indicator .................................................................... 33
Standby Attitude and Heading Electrical Circuit ................................. 34
Standby Altimeter ................................................................................. 35
Standby Airspeed Indicator .................................................................. 36
Standby Altitude and Airspeed Pneumatic Circuit ............................... 37
Standby Altitude and Airspeed Electrical Circuit ................................ 38
RADIO NAVIGATION CONTROL ........................................................ 39
INSTRUMENT LANDING SYSTEM (ILS) ............................................ 42
ILS Indicating ....................................................................................... 42
ILS Warnings ........................................................................................ 43
ILS Operation ....................................................................................... 43
ILS Block Diagram ............................................................................... 45
WEATHER RADAR .................................................................................. 46
Weather Radar Block Diagram ............................................................. 47
Weather Radar Operation ..................................................................... 48
Weather Radar Safety Precautions ....................................................... 49
RADIO ALTIMETER (RA) ...................................................................... 50
RA Operation ........................................................................................ 50
JUN 97
JUN 97
34-i
34-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS ..................... 53
TCAS Operation ................................................................................... 55
TCAS Advisorys ................................................................................... 58
Advisory Inhibits .................................................................................. 59
TCAS Indicating ................................................................................... 60
TCAS Block Diagram ........................................................................... 63
GROUND PROXIMITY WARNING SYSTEM (GPWS) ..................... 64
Mode 1 Excessive Descent Rate ........................................................... 64
Mode 2 Excessive Terrain Closure Rate .............................................. 64
Mode 3 Altitude Loss After Takeoff or GoAround .............................. 64
Mode 4 Unsafe Terrain Clearance ........................................................ 64
Mode 5 Deviation Below Glide Slope .................................................. 64
Mode 6 Altitude Advisories .................................................................. 65
Mode 7 Windshear ................................................................................ 65
GPWS Operation .................................................................................. 65
Envelope Modulation ............................................................................ 67
Warning Processing .............................................................................. 68
GPWC Self Test ................................................................................... 68
GPWS Block Diagram .......................................................................... 69
ENHANCED GROUND PROX. WARNING SYSTEM (EGPWS) ...... 70
Predictive Terrain Alerts ....................................................................... 72
DISTANCE MEASURING EQUIPMENT (DME) ................................. 74
DME Operation .................................................................................... 75
DME Block Diagram ............................................................................ 76
AIR TRAFFIC CONTROL (ATC) ........................................................... 78
ATC Block Diagram ............................................................................. 79
AUTOMATIC DIRECTION FINDER (ADF) ........................................ 80
ADF Block Diagram ............................................................................. 81
VOR/MARKER SYSTEM ........................................................................ 83
VOR System ......................................................................................... 83
Marker system ...................................................................................... 83
Marker System Indicating ..................................................................... 84
VOR/Marker Block Diagram ............................................................... 85
GLOBAL POSITIONING SYSTEM (GPS) ............................................ 86
Global Positioning Block Diagram ....................................................... 87
DIGITAL DISTANCE & RADIO MAGNETIC IND. (DDRMI) .......... 88

TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS .................... 53
TCAS Operation ................................................................................... 55
TCAS Advisorys ................................................................................... 58
Advisory Inhibits .................................................................................. 59
TCAS Indicating ................................................................................... 60
TCAS Block Diagram .......................................................................... 63
GROUND PROXIMITY WARNING SYSTEM (GPWS) ..................... 64
Mode 1 Excessive Descent Rate ........................................................... 64
Mode 2 Excessive Terrain Closure Rate .............................................. 64
Mode 3 Altitude Loss After Takeoff or GoAround .............................. 64
Mode 4 Unsafe Terrain Clearance ........................................................ 64
Mode 5 Deviation Below Glide Slope .................................................. 64
Mode 6 Altitude Advisories ................................................................. 65
Mode 7 Windshear ................................................................................ 65
GPWS Operation .................................................................................. 65
Envelope Modulation ........................................................................... 67
Warning Processing .............................................................................. 68
GPWC Self Test ................................................................................... 68
GPWS Block Diagram .......................................................................... 69
ENHANCED GROUND PROX. WARNING SYSTEM (EGPWS) ...... 70
Predictive Terrain Alerts ...................................................................... 72
DISTANCE MEASURING EQUIPMENT (DME) ................................. 74
DME Operation .................................................................................... 75
DME Block Diagram ............................................................................ 76
AIR TRAFFIC CONTROL (ATC) ........................................................... 78
ATC Block Diagram ............................................................................. 79
AUTOMATIC DIRECTION FINDER (ADF) ........................................ 80
ADF Block Diagram ............................................................................. 81
VOR/MARKER SYSTEM ........................................................................ 83
VOR System ......................................................................................... 83
Marker system ...................................................................................... 83
Marker System Indicating .................................................................... 84
VOR/Marker Block Diagram ............................................................... 85
GLOBAL POSITIONING SYSTEM (GPS) ............................................ 86
Global Positioning Block Diagram ....................................................... 87
DIGITAL DISTANCE & RADIO MAGNETIC IND. (DDRMI) ......... 88
34-ii
34-ii
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

PRIMARY FLIGHT DISPLAY (PFD) ....................................................90
PFD ATTITUDE INDICATIONS .............................................................91
PFD FLIGHT DIRECTOR GUIDANCE HDG-V/S MODE ..................92
PFD FLIGHT DIRECTOR GUIDANCE TRK-FPA MODE ................93
PFD ILS INDICATIONS ...........................................................................94
PFD GROUND INDICATIONS ................................................................95
PFD AIRSPEED INDICATIONS .............................................................96
PFD ALTITUDE INDICATIONS .............................................................99
PFD VERTICAL SPEED INDICATIONS ..............................................101
PFD HEADING INDICATIONS ..............................................................102
PFD FLAGS ................................................................................................104
NAVIGATION DISPLAY (ND) ................................................................106
ND ARC (MAP) MODE .............................................................................108
ND ROSE NAV (MAP) MODE .................................................................110
ND ROSE ILS MODE ................................................................................111
ND ROSE VOR MODE .............................................................................112
ND PLAN MODE .......................................................................................113
ND WEATHER RADAR ...........................................................................114
ND SYMBOLOGY KEY ...........................................................................116
ND FLAGS ..................................................................................................118
EFIS CONTROL PANEL ..........................................................................120
MISCELLANEOUS EFIS CONTROLS ..................................................122
GPWS PANEL ............................................................................................123
ENHANCED GROUND PROX. WARNING SYSTEM IND. ...............124
ADIRS CONTROL DISPLAY UNIT .......................................................127
SWITCHING PANEL ................................................................................128
RADIO MANAGEMENT PANEL (NAVIGATION) .............................129
CLOCK ........................................................................................................130
CHRONOMETER ND SWITCHES .........................................................131
WX RADAR CONTROL PANEL ............................................................132
TRANSPONDER (TCAS/ATC CONTROL PANEL) ............................133
ND TCAS DISPLAY MODES ...................................................................134
PFD TCAS DISPLAY ................................................................................138
PFD/ND TCAS DISPLAY FAILURE INDICATIONS ..........................139
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) .................140
MCDU RADIO NAVIGATION PAGE ....................................................143
DIGITAL DISTANCE & RADIO MAGNETIC IND. (DDRMI) ..........144

PRIMARY FLIGHT DISPLAY (PFD) .................................................... 90
PFD ATTITUDE INDICATIONS ............................................................ 91
PFD FLIGHT DIRECTOR GUIDANCE HDG-V/S MODE ................. 92
PFD FLIGHT DIRECTOR GUIDANCE TRK-FPA MODE ................ 93
PFD ILS INDICATIONS ........................................................................... 94
PFD GROUND INDICATIONS ............................................................... 95
PFD AIRSPEED INDICATIONS ............................................................. 96
PFD ALTITUDE INDICATIONS ............................................................ 99
PFD VERTICAL SPEED INDICATIONS .............................................. 101
PFD HEADING INDICATIONS .............................................................. 102
PFD FLAGS ................................................................................................ 104
NAVIGATION DISPLAY (ND) ................................................................ 106
ND ARC (MAP) MODE ............................................................................ 108
ND ROSE NAV (MAP) MODE ................................................................. 110
ND ROSE ILS MODE ................................................................................ 111
ND ROSE VOR MODE ............................................................................. 112
ND PLAN MODE ....................................................................................... 113
ND WEATHER RADAR ........................................................................... 114
ND SYMBOLOGY KEY ........................................................................... 116
ND FLAGS .................................................................................................. 118
EFIS CONTROL PANEL ......................................................................... 120
MISCELLANEOUS EFIS CONTROLS .................................................. 122
GPWS PANEL ............................................................................................ 123
ENHANCED GROUND PROX. WARNING SYSTEM IND. ............... 124
ADIRS CONTROL DISPLAY UNIT ....................................................... 127
SWITCHING PANEL ................................................................................ 128
RADIO MANAGEMENT PANEL (NAVIGATION) ............................. 129
CLOCK ....................................................................................................... 130
CHRONOMETER ND SWITCHES ........................................................ 131
WX RADAR CONTROL PANEL ............................................................ 132
TRANSPONDER (TCAS/ATC CONTROL PANEL) ............................ 133
ND TCAS DISPLAY MODES .................................................................. 134
PFD TCAS DISPLAY ................................................................................ 138
PFD/ND TCAS DISPLAY FAILURE INDICATIONS .......................... 139
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) ................ 140
MCDU RADIO NAVIGATION PAGE .................................................... 143
DIGITAL DISTANCE & RADIO MAGNETIC IND. (DDRMI) .......... 144
JUN 97
JUN 97
34-iii
34-iii
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS
CONTROLS & INDICATIONS Cont.

Navigation System Report Test ................................................................. 144
ADIRS ADR System Test .......................................................................... 145
ADIRS ADR Output Tests ......................................................................... 146
ADIRS ADR Output Tests/Ground Report ............................................. 148
ADIRS ADR Input Status Test ................................................................. 149
ADIRS IR System Test ............................................................................... 150
ADIRS IR Interface Test ........................................................................... 151
ADIRS IR Ground Report ........................................................................ 152
ADIRS IR Input Status Test ...................................................................... 153
Radio Altimeter ARINC/Ramp Tests ....................................................... 154
COMPONENT LOCATION
Air Data Inertial Reference System (ADIRS) ............................................. 155
Air Data Inertial Reference System (ADIRS) Sensors ................................. 156
Air Data Inertial Reference Units (ADIRUs) ............................................... 157
Standby Airspeed and Altimeter Indicators ................................................. 158
Standby Compass and Attitude Direction Indicators ................................... 159
ILS System ................................................................................................... 160
Weather Radar System ................................................................................. 161
LRRA System ............................................................................................... 162
TCAS System ............................................................................................... 163
GPWS System .............................................................................................. 164
DME System ................................................................................................ 165
ATC System ................................................................................................. 166
ADF System ................................................................................................. 167
VOR and Marker Beacon System ................................................................ 168
CONTROLS & INDICATIONS Cont.

Navigation System Report Test ................................................................. 144
ADIRS ADR System Test .......................................................................... 145
ADIRS ADR Output Tests ......................................................................... 146
ADIRS ADR Output Tests/Ground Report ............................................. 148
ADIRS ADR Input Status Test ................................................................. 149
ADIRS IR System Test ............................................................................... 150
ADIRS IR Interface Test ........................................................................... 151
ADIRS IR Ground Report ........................................................................ 152
ADIRS IR Input Status Test ...................................................................... 153
Radio Altimeter ARINC/Ramp Tests ....................................................... 154
COMPONENT LOCATION
Air Data Inertial Reference System (ADIRS) ............................................. 155
Air Data Inertial Reference System (ADIRS) Sensors ................................ 156
Air Data Inertial Reference Units (ADIRUs) ............................................... 157
Standby Airspeed and Altimeter Indicators ................................................. 158
Standby Compass and Attitude Direction Indicators ................................... 159
ILS System ................................................................................................... 160
Weather Radar System ................................................................................. 161
LRRA System ............................................................................................... 162
TCAS System ............................................................................................... 163
GPWS System .............................................................................................. 164
DME System ................................................................................................ 165
ATC System ................................................................................................. 166
ADF System ................................................................................................. 167
VOR and Marker Beacon System ................................................................ 168
34-iv
34-iv
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

GENERAL
The aircraft navigation systems provide
the crew with the data required for flight
within the most appropriate safety requirements.
This data can be divided into four groups:
- Air Data/Inertial Reference System
(ADIRS),
- Landing and taxing aids,
- Independent position determining
- Dependent position determining.
This part of the navigation system comprises:
- three Air Data/Inertial Reference Units
(ADIRU),
- standby navigation systems.
Each ADIRU performs:
- the air data function through its Air Data
Reference (ADR) portion,
- the attitude, heading and position
function through its Inertial Reference
(IR) portion.
The Air Data Inertial Reference System is
made up of the following components:
- three ADIRUs,
- a Control and Display Unit (CDU).
Each of the three main systems includes
static probes, pitot probes and their associated Air Data Modules (ADM), Total Air
Temperature (TAT) sensors and Angle of
Attack (ADA) sensors. They provide the
ADR portion of the ADIRU with the necessary data for the generation of parameters which are transmitted to the Primary
Flight Displays (PFDs), Navigation Displays (NDs) and to the various aircraft
systems.
They also provide inertial reference information, attitude (pitch, roll and yaw),
heading, ground speed and present position. The primary information of rotation
rates and linear acceleration measured by
the IR portions are directly used by the
JUN 97
NAVIGATION
A319/A320

Auto Flight System (AFS), by the Flight
Augmentation Computer (FAC) and the
Flight Management and Guidance Computer (FMGC). The inertial reference data
is transmitted to the indicators (PFD, ND
and DDRMI) and the various aircraft systems.
The standby system includes a standby
altimeter and a standby airspeed indicator.
They are provided with pressure by static
probes and pitot probe linked to the
ADIRU3. A standby horizon indicator and
a standby compass is also installed on the
aircraft.
Landing and Taxiing Aids
Landing and Taxiing Aids are comprised
of two Instrument Landing Systems (ILS).
These systems provide accurate aircraft
position during the landing phase with
respect to a predetermined descent path.
The aircraft is equipped with:
- two ILS receivers,
- a Localizer antenna,
- a Glide/Slope antenna.
Both ILSs are controlled from FMGCs or
Radio Management Panels (RMPs) featuring two output channels.
The system receives frequency information from FMGCs or RMPs. All data is
shown on the EFIS displays.
Independent Position Determining
Systems
Independent Position Determining is provided by navigation systems that are independent of ground installations.
The following systems provide independent position navigation data:
- weather radar system allows detection
and localization of atmospheric
disturbances in the area swept by the
antenna signal and provides visual
display of their intensity,
34-1
GENERAL
The aircraft navigation systems provide
the crew with the data required for flight
within the most appropriate safety requirements.
This data can be divided into four groups:
- Air Data/Inertial Reference System
(ADIRS),
- Landing and taxing aids,
- Independent position determining
- Dependent position determining.
This part of the navigation system comprises:
(ADIRU),
- standby navigation systems.
Each ADIRU performs:
- the air data function through its Air Data
Reference (ADR) portion,
- the attitude, heading and position
function through its Inertial Reference
(IR) portion.
The Air Data Inertial Reference System is
- three ADIRUs,
- a Control and Display Unit (CDU).
Each of the three main systems includes
static probes, pitot probes and their associated Air Data Modules (ADM), Total Air
Temperature (TAT) sensors and Angle of
Attack (ADA) sensors. They provide the
ADR portion of the ADIRU with the necessary data for the generation of parameters which are transmitted to the Primary
Flight Displays (PFDs), Navigation Displays (NDs) and to the various aircraft
systems.
They also provide inertial reference information, attitude (pitch, roll and yaw),
heading, ground speed and present position. The primary information of rotation
rates and linear acceleration measured by
the IR portions are directly used by the
JUN 97
Auto Flight System (AFS), by the Flight

Augmentation Computer (FAC) and the
Flight Management and Guidance Computer (FMGC). The inertial reference data
is transmitted to the indicators (PFD, ND
and DDRMI) and the various aircraft systems.
The standby system includes a standby
altimeter and a standby airspeed indicator.
They are provided with pressure by static
probes and pitot probe linked to the
ADIRU3. A standby horizon indicator and
a standby compass is also installed on the
aircraft.
Landing and Taxiing Aids
Landing and Taxiing Aids are comprised
of two Instrument Landing Systems (ILS).
These systems provide accurate aircraft
position during the landing phase with
respect to a predetermined descent path.
The aircraft is equipped with:
- two ILS receivers,
- a Localizer antenna,
- a Glide/Slope antenna.
Both ILSs are controlled from FMGCs or
Radio Management Panels (RMPs) featuring two output channels.
The system receives frequency information from FMGCs or RMPs. All data is
shown on the EFIS displays.
Independent Position Determining
Systems
Independent Position Determining is provided by navigation systems that are independent of ground installations.
The following systems provide independent position navigation data:
- weather radar system allows detection
and localization of atmospheric
disturbances in the area swept by the
antenna signal and provides visual
display of their intensity,
34-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

- Radio Altimeter (RA) provides aircraft
height above the ground (from 0 to 2500
ft) independent of the atmospheric
pressure,
- Traffic Collision Avoidance System
(TCAS)to prevent aircraft from
becoming to close to each other in high
traffic areas,
- Ground Proximity Warning System
(GPWS) provides crew awareness if the
aircraft is in a dangerous configuration
when approaching the ground in a
abnormal manner.
The aircraft is equipped with a digital
weather radar system. The system is made
up of the following components:
- a transceiver,
- a control unit,
- a flat plate antenna and its drive.
(EFIS) controls the operation and superimposes the weather picture on the Navigation Display. The system is connected
to the IR portion of the ADIRU.
The aircraft is equipped with two digital
radio altimeters. The radio altimeter system is made up of two independent systems, each comprising:
- a transceiver,
- two identical antennas, for transmission
and reception.
The Height and Decision Height data are
displayed on the PFD. The selection and
reading of Decision Height are performed
unit (MCDU).
The aircraft is equipped with a Traffic
Collision Avoidance System (TCAS).
The TCAS system is made up of:
- a TCAS Computer Unit,
- two TCAS Antennas.
34-2
NAVIGATION
A319/A320

The system exchanges data with the Air
Traffic Control System. Traffic advisories
are shown on the EFIS displays.
The aircraft is equipped with an Enhanced
Ground Proximity Warning System
(GPWS). The system is made up of the
following components:
- a Ground Proximity Warning Computer
(GPWC),
- two GPWS/G/S pushbutton switches
- a GPWS/SYS pushbutton switch,
- a G/S MODE pushbutton switch,
- a FLAP MODE pushbutton switch,
- a LDG FLAP 3 pushbutton switch,
- enhanced GPWS pushbutton control
switch,
- two enhanced GPWS TERR pushbutton
switches.
Dependent Position Determining
System
The dependent position part of the navigation system comprises:
- Distance Measuring Equipment (DME)
which enables the distance separating
the aircraft from one or two DME station
being received to be determined,
- Air Traffic Control (ATC) that allows air
traffic controllers to locate and identify
the aircraft in flight without having to
communicate with the crew,
- Automatic Direction Finder (ADF) that
enables the bearings of one or two ADF
ground transmitter stations to be
indicated with respect to the aircraft
heading,
- VHF Omni-Range (VOR) allows the
bearings of one or two VOR ground
transmitter stations to be indicated with
respect to the aircraft heading and also
indicates the aircraft course deviation
with respect to a pre-selected course.
NOTE: The A319 is equipped with a
Global Positioning System (GPS).
JUN 97
- Radio Altimeter (RA) provides aircraft

height above the ground (from 0 to 2500
ft) independent of the atmospheric
pressure,
- Traffic Collision Avoidance System
(TCAS)to prevent aircraft from
becoming to close to each other in high
traffic areas,
- Ground Proximity Warning System
(GPWS) provides crew awareness if the
aircraft is in a dangerous configuration
when approaching the ground in a
abnormal manner.
The aircraft is equipped with a digital
weather radar system. The system is made
- a transceiver,
- a control unit,
- a flat plate antenna and its drive.
(EFIS) controls the operation and superimposes the weather picture on the Navigation Display. The system is connected
to the IR portion of the ADIRU.
The aircraft is equipped with two digital
radio altimeters. The radio altimeter system is made up of two independent systems, each comprising:
- a transceiver,
- two identical antennas, for transmission
and reception.
The Height and Decision Height data are
displayed on the PFD. The selection and
reading of Decision Height are performed
unit (MCDU).
The aircraft is equipped with a Traffic
Collision Avoidance System (TCAS).
The TCAS system is made up of:
- a TCAS Computer Unit,
- two TCAS Antennas.
34-2
The system exchanges data with the Air

Traffic Control System. Traffic advisories
are shown on the EFIS displays.
The aircraft is equipped with an Enhanced
Ground Proximity Warning System
(GPWS). The system is made up of the
- a Ground Proximity Warning Computer
(GPWC),
- two GPWS/G/S pushbutton switches
- a GPWS/SYS pushbutton switch,
- a G/S MODE pushbutton switch,
- a FLAP MODE pushbutton switch,
- a LDG FLAP 3 pushbutton switch,
- enhanced GPWS pushbutton control
switch,
- two enhanced GPWS TERR pushbutton
switches.
Dependent Position Determining
System
The dependent position part of the navigation system comprises:
- Distance Measuring Equipment (DME)
which enables the distance separating
the aircraft from one or two DME station
being received to be determined,
- Air Traffic Control (ATC) that allows air
traffic controllers to locate and identify
the aircraft in flight without having to
communicate with the crew,
- Automatic Direction Finder (ADF) that
enables the bearings of one or two ADF
ground transmitter stations to be
indicated with respect to the aircraft
heading,
- VHF Omni-Range (VOR) allows the
bearings of one or two VOR ground
transmitter stations to be indicated with
respect to the aircraft heading and also
indicates the aircraft course deviation
with respect to a pre-selected course.
NOTE: The A319 is equipped with a
Global Positioning System (GPS).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
Navigation Systems Diagram
Navigation Systems Diagram

JUN 97
A319/A320
NAVIGATION
34-3
JUN 97
34-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

The aircraft is equipped with two Distance
Measuring (DME) interrogators. The
DME is made up of two systems comprising:
- a DME interrogator,
- a transmission/reception antenna.
The system receives frequency information from FMGCs or RMPs. The slant
range distance is displayed on one VOR/
ADF/DME RMI, on NDs and PFDs.
The aircraft is equipped with two Air
Traffic Control (ATC) transponders. This
system is capable of mode S interrogations. The system is made up of the following components:
- two ATC transponders which receive
altitude data from the ADIRS and data
link from FMGCs,
- an ATC control unit,
- four ATC antennas.
The aircraft is equipped with a Automatic
Direction Finder (ADF) receiver. The system is made up of the following components:
- an ADF receiver,
- two ADF loop and sense antennas.
The system receives frequency information from FMGCs or RMPs. The ADF
bearings are displayed on:
- VOR/ADF/DME RMI,
- two EFIS Navigation Displays (in Rose
mode).
The aircraft is equipped with two VOR/
Marker receivers. The system is made up
of the following components:
- two VOR/Marker receivers,
- a VOR antenna to supply the two VOR/
MKR receivers
- a MARKER antenna to supply the VOR/
MKR receiver 1.
34-4
NAVIGATION
A319/A320

The system receives frequency information from FMGCs or RMPs. VOR data is
displayed on:
- a VOR/ADF/DME RMI,
- two EFIS PFDs,
- two EFIS NDs.
- marker data are displayed on CAPT and
F/O PFDs and NDs.
JUN 97
The aircraft is equipped with two Distance

Measuring (DME) interrogators. The
DME is made up of two systems comprising:
- a DME interrogator,
- a transmission/reception antenna.
The system receives frequency information from FMGCs or RMPs. The slant
range distance is displayed on one VOR/
ADF/DME RMI, on NDs and PFDs.
The aircraft is equipped with two Air
Traffic Control (ATC) transponders. This
system is capable of mode S interrogations. The system is made up of the following components:
- two ATC transponders which receive
altitude data from the ADIRS and data
link from FMGCs,
- an ATC control unit,
- four ATC antennas.
The aircraft is equipped with a Automatic
Direction Finder (ADF) receiver. The system is made up of the following components:
- an ADF receiver,
- two ADF loop and sense antennas.
The system receives frequency information from FMGCs or RMPs. The ADF
bearings are displayed on:
- VOR/ADF/DME RMI,
- two EFIS Navigation Displays (in Rose
mode).
The aircraft is equipped with two VOR/
Marker receivers. The system is made up
of the following components:
- two VOR/Marker receivers,
- a VOR antenna to supply the two VOR/
MKR receivers
- a MARKER antenna to supply the VOR/
MKR receiver 1.
34-4
The system receives frequency information from FMGCs or RMPs. VOR data is
displayed on:
- a VOR/ADF/DME RMI,
- two EFIS PFDs,
- two EFIS NDs.
- marker data are displayed on CAPT and
F/O PFDs and NDs.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

AIR DATA INERTIAL REFERENCE
SYSTEM (ADIRUs)
The main air data and heading/attitude
data are provided by a three-channel Air
Data Inertial Reference System (ADIRS).
This configuration provides for triple
redundancy for all inertial and air data
functions. Each channel is isolated from
the others and provides independent information. The ADIRS comprises:
(ADIRU(s),
- a control and Display Unit (CDU),
- three pitot probes,
- six static probes,
- eight Air Data Modules (ADMs) linked
to the pitot and static probes,
- two Total Air Temperature (TAT)
sensors,
- three Angle of Attack (AOA) sensors.
Each of the ADIRUs contains two portions:
- the Air Data Reference (ADR) portion
which supplies air data parameters,
- the Inertial Reference (IR) portion which
supplies attitude and navigation
parameters.
These parameters are transmitted to the
user systems on ARINC 429 BUSES.
Built-In Test Equipment (BITE) is
included in the ADIRUs and the ADMs. It
detects and identifies a failure related to
the ADIRS and reports it to the Centralized Fault Display System (CFDS).
All input discretes are electrically isolated
by an in-line diode or an equivalent
device. The discrete outputs are protected
by means of diodes to permit a wired OR
circuit with other outputs. The ADIRU is
designed to reach a high level of protection for lightning and Electromagnetic
JUN 97
NAVIGATION
A319/A320

Interference (EMI) . The lightning protection circuitry is made up of discrete components which consist of high-powered
Zener diode type semiconductors. Varistors are used on the power supply input
lines. Varistors are voltage-controlled
resistors that go to a low impedance state
when a voltage above their clamp voltage
is applied, shunting the lightning current.
As each ADIRU is a common point to all
engines installed on the aircraft, special
care is taken to protect against any electrical disturbance that could affect ADIRU/
engine interface inputs/outputs dedicated
to the engines.
The ADIRS CDU contains three identical
connectors. Each connector is linked to
one ADIRU. The four annunciator discretes ADR OFF, ADR FAULT, IR
ALIGN and IR FAULT are linked to the
ADIRS CDU from the ADIRU, through
the annunciator light test and interface
boards. The CDU panel lighting and LCD
backlighting are provided by bulbs supplied with 5VAC. The CDU exchanges
data with the ADIRU. The data sent by the
CDU can be used for the initialization of
the IR portion. The data received by the
CDU is displayed on the Liquid Crystal
Display (LCD).
Each ADIRU receives data from the four
types of sensors:
- three pitot probes which provide total
pressure data,
- six static probes which provide static
pressure data,
sensors which provide air temperature
data,
- three Angle Of Attack (AOA) sensors
which provide angle of attack data of the
aircraft.
34-5
AIR DATA INERTIAL REFERENCE

SYSTEM (ADIRUs)
The main air data and heading/attitude
data are provided by a three-channel Air
Data Inertial Reference System (ADIRS).
This configuration provides for triple
redundancy for all inertial and air data
functions. Each channel is isolated from
the others and provides independent information. The ADIRS comprises:
(ADIRU(s),
- a control and Display Unit (CDU),
- three pitot probes,
- six static probes,
- eight Air Data Modules (ADMs) linked
to the pitot and static probes,
sensors,
- three Angle of Attack (AOA) sensors.
Each of the ADIRUs contains two portions:
- the Air Data Reference (ADR) portion
which supplies air data parameters,
- the Inertial Reference (IR) portion which
supplies attitude and navigation
parameters.
These parameters are transmitted to the
user systems on ARINC 429 BUSES.
Built-In Test Equipment (BITE) is
included in the ADIRUs and the ADMs. It
detects and identifies a failure related to
the ADIRS and reports it to the Centralized Fault Display System (CFDS).
All input discretes are electrically isolated
by an in-line diode or an equivalent
device. The discrete outputs are protected
by means of diodes to permit a wired OR
circuit with other outputs. The ADIRU is
designed to reach a high level of protection for lightning and Electromagnetic
JUN 97
Interference (EMI) . The lightning protection circuitry is made up of discrete components which consist of high-powered
Zener diode type semiconductors. Varistors are used on the power supply input
lines. Varistors are voltage-controlled
resistors that go to a low impedance state
when a voltage above their clamp voltage
is applied, shunting the lightning current.
As each ADIRU is a common point to all
engines installed on the aircraft, special
care is taken to protect against any electrical disturbance that could affect ADIRU/
engine interface inputs/outputs dedicated
to the engines.
The ADIRS CDU contains three identical
connectors. Each connector is linked to
one ADIRU. The four annunciator discretes ADR OFF, ADR FAULT, IR
ALIGN and IR FAULT are linked to the
ADIRS CDU from the ADIRU, through
the annunciator light test and interface
boards. The CDU panel lighting and LCD
backlighting are provided by bulbs supplied with 5VAC. The CDU exchanges
data with the ADIRU. The data sent by the
CDU can be used for the initialization of
the IR portion. The data received by the
CDU is displayed on the Liquid Crystal
Display (LCD).
Each ADIRU receives data from the four
types of sensors:
- three pitot probes which provide total
pressure data,
- six static probes which provide static
pressure data,
sensors which provide air temperature
data,
- three Angle Of Attack (AOA) sensors
which provide angle of attack data of the
aircraft.
34-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

The TAT sensors and the angle of attack
sensors are directly connected to the ADIRUs. The pitot probes and the static
probes are connected to eight Air Data
Modules (ADMs) which convert pressure
data before they send them to the
ADIRUs.
In normal configuration, the Captain Primary Flight Display (PFD) and Navigation Display (ND) show the data
computed by ADIRU 1. The First Officer
PFD and ND show the data computed by
ADIRU 2. The data from ADIRU 3 can
be displayed by action on the AIR DATA
selector switch or on the ATT HDG selector switch located on the SWITCHING
panel. These selector switches affect the
source of ADIRU data used by several
other aircraft systems. The ADIRU is normally supplied with l15VAC, 400 Hz
power for the ADR and IR functions. The
AOA resolver converter module is supplied with 26VAC, 400 Hz. 28VDC backup power is provided by batteries and is
automatically used in the event of a main
power failure.
At the beginning of each power cycle the
ADIRU switches from the main to the
back-up power to test the electrical power
supply. When the ADIRU is in the OFF
mode, all the circuitry in the ADIRU is
de-energized except for any logic associated with the power off function. Current
does not exceed 10 mA DC. Each ADIRU
supplies the power for the ADM of its side
(CAPT, F/O, STBY). The ADIRU also
supplies the CDU with a 28VDC signal.
NOTE: The ADIRUs are not interchangeable between A319 and A320
34-6
NAVIGATION
A319/A320

aircraft.
ADIRS Power Supply Distribution in
Normal Configuration
ADIRU 1 is supplied with 1l5VAC by the
115VAC SHED ESS BUS 801XP-A.
Back-up 28VDC is provided by the
28VDC HOT BUS 7O1PP. The resolvers
of the AOA sensor 1 and the AOA
resolver converter module of ADIRU 1
are supplied with 26VAC by the 26VAC
ESS BUS 431XP-A. The sensors and
probes (static, TAT, pitot, AOA) are supplied for heating through the PHC 1.
NOTE :The ADIRS/PHC Interface figure is a principle diagram and does not
show the interface between the PHC
and the sensors.
ADIRU 2 is supplied with 115VAC by the
115VAC BUS 2 204XP-C. Back-up
28VDC is provided by the 28VDC HOT
BUS 702PP. The resolvers of the AOA
sensor 2 and the AOA resolver converter
module of ADIRU 2 are supplied with
26VAC by the 26VAC BUS 2 231XP-A.
The sensors and probes are supplied for
heating through the PHC 2:
In normal configuration, the aircraft electrical power distribution is independent of
the switching selector switches.
JUN 97
The TAT sensors and the angle of attack

sensors are directly connected to the ADIRUs. The pitot probes and the static
probes are connected to eight Air Data
Modules (ADMs) which convert pressure
data before they send them to the
ADIRUs.
In normal configuration, the Captain Primary Flight Display (PFD) and Navigation Display (ND) show the data
computed by ADIRU 1. The First Officer
PFD and ND show the data computed by
ADIRU 2. The data from ADIRU 3 can
be displayed by action on the AIR DATA
selector switch or on the ATT HDG selector switch located on the SWITCHING
panel. These selector switches affect the
source of ADIRU data used by several
other aircraft systems. The ADIRU is normally supplied with l15VAC, 400 Hz
power for the ADR and IR functions. The
AOA resolver converter module is supplied with 26VAC, 400 Hz. 28VDC backup power is provided by batteries and is
automatically used in the event of a main
power failure.
At the beginning of each power cycle the
ADIRU switches from the main to the
back-up power to test the electrical power
supply. When the ADIRU is in the OFF
mode, all the circuitry in the ADIRU is
de-energized except for any logic associated with the power off function. Current
does not exceed 10 mA DC. Each ADIRU
supplies the power for the ADM of its side
(CAPT, F/O, STBY). The ADIRU also
supplies the CDU with a 28VDC signal.
NOTE: The ADIRUs are not interchangeable between A319 and A320
34-6
aircraft.
Normal Configuration
115VAC SHED ESS BUS 801XP-A.
Back-up 28VDC is provided by the
28VDC HOT BUS 7O1PP. The resolvers
of the AOA sensor 1 and the AOA
resolver converter module of ADIRU 1
are supplied with 26VAC by the 26VAC
ESS BUS 431XP-A. The sensors and
probes (static, TAT, pitot, AOA) are supplied for heating through the PHC 1.
NOTE :The ADIRS/PHC Interface figure is a principle diagram and does not
show the interface between the PHC
and the sensors.
ADIRU 2 is supplied with 115VAC by the
In normal configuration, the aircraft electrical power distribution is independent of
the switching selector switches.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
ADIRS/PHC Electrical Interface
ADIRS/PHC Electrical Interface

JUN 97
A319/A320
NAVIGATION
34-7
JUN 97
34-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

Abnormal Configuration
When normal electrical supply is lost and
ATT HDG selector switch in NORM position, ADIRU 1 is supplied as in normal
configuration. ADIRU 2 is no longer supplied with 1l5VAC and 26VAC. When
26VAC is lost, the ADR detects a fault
and flags the output parameters. The
ADIRU is still powered with 28VDC from
the 28VDC HOT BUS 702PP, but the
Time Delay Opening (TDO) relay 17FP
will cut this supply after 5 minutes in
emergency configuration. ADR 2 function
is lost immediately. IR 2 function is lost
after 5 minutes.
ADIRU 3 is no longer supplied with
115VAC and 26VAC. When 26VAC is
lost, the ADR detects a fault and flags the
output parameters. The ADIRU is still
powered with 28VDC from the 28VDC
HOT BUS 70lPP, but the Time Delay
Opening (TDO) relay 14FP will cut this
supply after 5 minutes in emergency configuration. ADR3 function is lost immediately. IR 3 function is lost after 5 minutes.
the ATT HDG selector switch is in CAPT/
3 position, IR 3 is in used in place of the
IR 1. The power supply distribution must
then be modified to keep IR 3 in emergency configuration. ADIRU 1 is supplied
as in normal configuration . ADIRU 2 is
no longer supplied with 1l5VAC and
26VAC. When 26VAC is lost, the ADR
detects a fault and flags the output parameters. The ADIRU is still powered with
28VDC from the 28VDC HOT BUS
702PP, but the Time Delay Opening
(TDO) relay 17FP will cut this supply
after 5 minutes in emergency configuration. ADR 2 function is lost immediately.
IR 2 function is lost after 5 minutes.
34-8
NAVIGATION
A319/A320

115VAC. The ADIRU 3 is still powered
with 28VDC from the 28VDC HOT BUS
701PP. The ADR 3 function is lost immediately. IR 3 function is available.
Air Data Sensors
Each of the three systems (CAPT (1), F/O
(2), STBY (3)) comprises two static
probes which are linked to each ADR portion of the ADIRUs through five ADMs.
The probe is protected from icing with a
28VDC heater circuit. Each system comprises one pitot probe (CAPT (1), F/O (2),
STBY (3)) which is linked to each ADR
portion of the ADIRUs through one ADM.
115VAC - 400 Hz heater circuit.
The term Air Data Module (ADM) refers
to any remotely located LRU which
senses pressure information and transmits
it to the ADIRU in ARINC 429 format.
The ADMs are remotely mounted near
and above the level of the pitot and static
probes, in order to make the ADM pneumatic plumbing self draining when the aircraft is parked.
The aircraft is equipped with two TAT
sensors with two sensing elements each.
The sensing elements of the sensor have
variable resistances. The TAT sensor 1 is
linked to the ADR portion of ADIRUs 1
and 3, the TAT sensor 2 is linked to the
ADR portion of ADIRU 2. These sensors
are heated with 115VAC through the
probe heating system.
NOTE: The heating element must not
be energized on the ground.
The aircraft is equipped with three AOA
sensors. Two are located on the right side
and one on the left side of the fuselage.
Each of these AOA sensors is respectively
linked to each ADR portion of the
ADIRUs.
JUN 97

Abnormal Configuration
ATT HDG selector switch in NORM position, ADIRU 1 is supplied as in normal
configuration. ADIRU 2 is no longer supplied with 1l5VAC and 26VAC. When
26VAC is lost, the ADR detects a fault
and flags the output parameters. The
ADIRU is still powered with 28VDC from
the 28VDC HOT BUS 702PP, but the
Time Delay Opening (TDO) relay 17FP
will cut this supply after 5 minutes in
emergency configuration. ADR 2 function
is lost immediately. IR 2 function is lost
after 5 minutes.
115VAC and 26VAC. When 26VAC is
lost, the ADR detects a fault and flags the
output parameters. The ADIRU is still
powered with 28VDC from the 28VDC
HOT BUS 70lPP, but the Time Delay
Opening (TDO) relay 14FP will cut this
supply after 5 minutes in emergency configuration. ADR3 function is lost immediately. IR 3 function is lost after 5 minutes.
the ATT HDG selector switch is in CAPT/
3 position, IR 3 is in used in place of the
IR 1. The power supply distribution must
then be modified to keep IR 3 in emergency configuration. ADIRU 1 is supplied
as in normal configuration . ADIRU 2 is
no longer supplied with 1l5VAC and
26VAC. When 26VAC is lost, the ADR
detects a fault and flags the output parameters. The ADIRU is still powered with
28VDC from the 28VDC HOT BUS
702PP, but the Time Delay Opening
(TDO) relay 17FP will cut this supply
after 5 minutes in emergency configuration. ADR 2 function is lost immediately.
IR 2 function is lost after 5 minutes.
34-8

115VAC. The ADIRU 3 is still powered
with 28VDC from the 28VDC HOT BUS
701PP. The ADR 3 function is lost immediately. IR 3 function is available.
Air Data Sensors
Each of the three systems (CAPT (1), F/O
(2), STBY (3)) comprises two static
probes which are linked to each ADR portion of the ADIRUs through five ADMs.
28VDC heater circuit. Each system comprises one pitot probe (CAPT (1), F/O (2),
STBY (3)) which is linked to each ADR
portion of the ADIRUs through one ADM.
115VAC - 400 Hz heater circuit.
The term Air Data Module (ADM) refers
to any remotely located LRU which
senses pressure information and transmits
it to the ADIRU in ARINC 429 format.
The ADMs are remotely mounted near
and above the level of the pitot and static
probes, in order to make the ADM pneumatic plumbing self draining when the aircraft is parked.
The aircraft is equipped with two TAT
sensors with two sensing elements each.
The sensing elements of the sensor have
variable resistances. The TAT sensor 1 is
linked to the ADR portion of ADIRUs 1
and 3, the TAT sensor 2 is linked to the
ADR portion of ADIRU 2. These sensors
are heated with 115VAC through the
probe heating system.
NOTE: The heating element must not
be energized on the ground.
The aircraft is equipped with three AOA
sensors. Two are located on the right side
and one on the left side of the fuselage.
Each of these AOA sensors is respectively
linked to each ADR portion of the
ADIRUs.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

The angle of attack sensor is of the wind
vane type. The wind vane is electrically
heatedwith 115VAC for icing protection.
The two selector switches AIR DATA and
ATT HDG are rotary selector switches
with 3 positions:
- CAPT/3,
- NORM,
- F/O/3.

These selector switches are used for the
functions listed below:
- AIR DATA SEL SW (15FP)
-Selection of the ADR used by the 1R3,
-ATC mode S,
-DMC,
-FMGC.
- ATT HDG SEL SW (13FP)
-Power Supply,
-Weather Radar,
-VOR/ADF/DME RMI,
-DMC,
-FMGC.
The angle of attack sensor is of the wind

vane type. The wind vane is electrically
heatedwith 115VAC for icing protection.
The two selector switches AIR DATA and
ATT HDG are rotary selector switches
with 3 positions:
- CAPT/3,
- NORM,
- F/O/3.
These selector switches are used for the

functions listed below:
- AIR DATA SEL SW (15FP)
-ATC mode S,
-DMC,
-FMGC.
- ATT HDG SEL SW (13FP)
-Power Supply,
-Weather Radar,
-VOR/ADF/DME RMI,
-DMC,
-FMGC.
ADIRU Switching
ADIRU Switching
JUN 97
A319/A320
NAVIGATION
34-9
JUN 97
34-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

Air Data Computer Functions
The Air Data Reference (ADR) portion of
the Air Data/Inertial Reference Unit
(ADIRU) provides main data sources
which are air data references for the aircraft avionics systems. The ADR receives
and processes the outputs of the Air Data
Modules (ADM) and other sensors of
ARINC 429 low speed buses.
The ADR software performs five basic
computational elements which are under
the air data calculations as follows:
- pressure altitude functions (ALT/ALT
rate),
- Mach calculation (M), airspeed
calculation (CAS/TAS),
- temperature calculation (SAT/TAT),
output signal processing.
Aircraft-dependent calculations are also
included in the operational software:
- static source error correction,
- angle of attack (AOA),
- maximum operating speed (MMO/
VMO).
The system tests include continuous inflight monitoring and manually-activated
test modes. The in-flight monitoring
includes test of:
- input signal integrity,
- input interface integrity,
- memory integrity,
- computational integrity,
- output signal integrity.
The continuous monitoring detects and
annunciates faults in the ADR during normal operation. Faults are stored in BITE
history in Non Volatile Memory (N.V.M)
and sent to the Centralized Fault Display
System (CFDS) via digital words.
The ADR receives three input buses from
its corresponding ADM. These buses
transmit the following input data words
34-10
NAVIGATION
A319/A320

depending on the ADM installation:
- Total Pressure,
- Left Static Pressure,
- Right Static Pressure,
- Averaged Static Pressure.
The ADR receives one input bus from the
FCU, for digital baro corrections.
The ADIRS CDU provides the control and
warning of the three ADRs by means of
three ADR illuminated pushbutton
switches:
- the pushbutton switch is used to disable
the ADR output buses. It is a momentary
action pushbutton switch, when the
ADR output buses are disabled, the
ADR controls the activation of the ADR
OFF legend by its output discrete:
-ADR OFF status,
- when an ADR failure is detected, the
ADR controls the activation of he ADR
FAULT legend by its output discrete:
-ADR FAULT,
- each ADR is de-energized when the
associated OFF/NAV/ATT selector
switch is set to OFF,
- when the associated OFF/NAV/ATT
selector switch is set to NAV or ATT,
each ADR is switched on independently
of the previous selection on the ADR
pushbutton switch.
JUN 97
Air Data Computer Functions

The Air Data Reference (ADR) portion of
the Air Data/Inertial Reference Unit
(ADIRU) provides main data sources
which are air data references for the aircraft avionics systems. The ADR receives
and processes the outputs of the Air Data
Modules (ADM) and other sensors of
ARINC 429 low speed buses.
The ADR software performs five basic
computational elements which are under
the air data calculations as follows:
- pressure altitude functions (ALT/ALT
rate),
- Mach calculation (M), airspeed
calculation (CAS/TAS),
- temperature calculation (SAT/TAT),
output signal processing.
Aircraft-dependent calculations are also
included in the operational software:
- static source error correction,
- angle of attack (AOA),
- maximum operating speed (MMO/
VMO).
The system tests include continuous inflight monitoring and manually-activated
test modes. The in-flight monitoring
includes test of:
- input signal integrity,
- input interface integrity,
- memory integrity,
- computational integrity,
- output signal integrity.
The continuous monitoring detects and
annunciates faults in the ADR during normal operation. Faults are stored in BITE
history in Non Volatile Memory (N.V.M)
and sent to the Centralized Fault Display
System (CFDS) via digital words.
The ADR receives three input buses from
its corresponding ADM. These buses
transmit the following input data words
34-10
depending on the ADM installation:

- Total Pressure,
- Left Static Pressure,
- Right Static Pressure,
- Averaged Static Pressure.
The ADR receives one input bus from the
FCU, for digital baro corrections.
The ADIRS CDU provides the control and
warning of the three ADRs by means of
three ADR illuminated pushbutton
switches:
- the pushbutton switch is used to disable
the ADR output buses. It is a momentary
action pushbutton switch, when the
ADR output buses are disabled, the
ADR controls the activation of the ADR
OFF legend by its output discrete:
-ADR OFF status,
- when an ADR failure is detected, the
ADR controls the activation of he ADR
FAULT legend by its output discrete:
-ADR FAULT,
- each ADR is de-energized when the
associated OFF/NAV/ATT selector
switch is set to OFF,
- when the associated OFF/NAV/ATT
selector switch is set to NAV or ATT,
each ADR is switched on independently
of the previous selection on the ADR
pushbutton switch.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
ADIRS ADR Block Diagram
ADIRS ADR Block Diagram

JUN 97
A319/A320
NAVIGATION
34-11
JUN 97
34-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
ADIRU Interfaces
34-12
A319/A320
NAVIGATION
ADIRU Interfaces
JUN 97
34-12
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

Air Data Reference Indicating
Altitude (ALT), Computed Airspeed
(CAS), Mach number (M) and Vertical
Speed (V/S) are computed by the ADIRU
(ADR portion), processed by the associated DMC and displayed on the PFDs.
True Airspeed (TAS) is supplied in the
same way, but is displayed on the NDs.
In normal configuration, with the AIR
DATA selector switch in NORM position,
the ADR 1 displays information on CAPT
PFD and ND. The ADR 2 displays information on F/O PFD and ND. Static Air
Temperature (SAT) and Total Air Temperature (TAT) are also supplied in the
same way, but are displayed on the lower
part of the lower ECAM DU. These items
of information are displayed by ADR 2.
NOTE: ADIRU 2 must be switched on
to display SAT and TAT. The bleed
pressure indication on the APU synoptic page will read amber XX if ADIRU 2
is not turned on.
The CAS indication is displayed in analog
form by means of a white tape with graduations every 10 kts and digital values
every 20 kts. This tape moves up and
down to indicate the A/C actual speed
value in front of a fixed yellow reference
line. The displayed part of the scale represents an 84 kts range. The scale is graduated from 30 kts to 520 kts and the digital
values from 40 to 520 kts. The displayed
CAS is never lower than 30 kts. In case of
computed airspeed failure, the speed scale
goes out of view and is replaced by a red
SPD flag. When the Mach number is
above 0.5, it is displayed just below the
speed scale. In case of failure, a red
MACH flag is presented.
JUN 97
NAVIGATION
A319/A320

The baro altitude indication is provided by
means of a tape which moves up and down
behind a window. The window displays
the A/C actual altitude. The tape of the
scale is graduated every 100 ft and digital
values are displayed every 500 ft in hundreds. The A/C actual altitude is provided
by a counter located at the middle of the
scale in which the actual value is displayed in green digits. The hundreds of
feet are written in a large size whereas the
tens and units are displayed by a drum
operating like a mechanical altimeter.
Small white marks are positioned in front
of each number on the tape. If the altitude
is negative, a NEG white indication is
added at the left of the digital value. The
digital value is limited to minus 1500 ft.
Different displays are presented depending on the baro setting reference (standard
or baro corrected). In case of baro altitude
failure, the scale goes out of view and a
red ALT flag flashes for a few seconds in
the altitude window then remains steady.
In case of discrepancy between the altitude given by the CAPT air data source
and the altitude given by the F/O air data
source, a CHECK ALT amber flag is presented on the right side of the altitude
scale.
34-13
Air Data Reference Indicating

Altitude (ALT), Computed Airspeed
(CAS), Mach number (M) and Vertical
Speed (V/S) are computed by the ADIRU
(ADR portion), processed by the associated DMC and displayed on the PFDs.
True Airspeed (TAS) is supplied in the
same way, but is displayed on the NDs.
In normal configuration, with the AIR
DATA selector switch in NORM position,
the ADR 1 displays information on CAPT
PFD and ND. The ADR 2 displays information on F/O PFD and ND. Static Air
Temperature (SAT) and Total Air Temperature (TAT) are also supplied in the
same way, but are displayed on the lower
part of the lower ECAM DU. These items
of information are displayed by ADR 2.
NOTE: ADIRU 2 must be switched on
to display SAT and TAT. The bleed
pressure indication on the APU synoptic page will read amber XX if ADIRU 2
is not turned on.
The CAS indication is displayed in analog
form by means of a white tape with graduations every 10 kts and digital values
every 20 kts. This tape moves up and
down to indicate the A/C actual speed
value in front of a fixed yellow reference
line. The displayed part of the scale represents an 84 kts range. The scale is graduated from 30 kts to 520 kts and the digital
values from 40 to 520 kts. The displayed
CAS is never lower than 30 kts. In case of
computed airspeed failure, the speed scale
goes out of view and is replaced by a red
SPD flag. When the Mach number is
above 0.5, it is displayed just below the
speed scale. In case of failure, a red
MACH flag is presented.
JUN 97
The baro altitude indication is provided by

means of a tape which moves up and down
behind a window. The window displays
the A/C actual altitude. The tape of the
scale is graduated every 100 ft and digital
values are displayed every 500 ft in hundreds. The A/C actual altitude is provided
by a counter located at the middle of the
scale in which the actual value is displayed in green digits. The hundreds of
feet are written in a large size whereas the
tens and units are displayed by a drum
operating like a mechanical altimeter.
Small white marks are positioned in front
of each number on the tape. If the altitude
is negative, a NEG white indication is
added at the left of the digital value. The
digital value is limited to minus 1500 ft.
Different displays are presented depending on the baro setting reference (standard
or baro corrected). In case of baro altitude
failure, the scale goes out of view and a
red ALT flag flashes for a few seconds in
the altitude window then remains steady.
In case of discrepancy between the altitude given by the CAPT air data source
and the altitude given by the F/O air data
source, a CHECK ALT amber flag is presented on the right side of the altitude
scale.
34-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

The inertial vertical speed is displayed on
the right side of the PFD. The vertical
speed scale consists of:
- a trapezoidal gray background colored
surface,
- a fixed white scale with 500 ft/min
spaced marks from -2000 ft/min to
+2000 ft/min,
- a needle giving, in analog form the
actual vertical speed value,
- a number in a moving amber window.
This window accompanies the needle
(above the needle if V/S > 0, below if V/S
< 0). The number gives the V/S value in
hundreds of ft/min. Between -200 ft/min
and +200 ft/min, both the window and the
number disappear. Above +6000 ft/min
(or below -6000 ft/min), the needle
remains stopped where it is.
When the vertical speed exceeds +6000 ft/
min or -6000 ft/min, the digital indication
and the analog needle change from green
to amber. In addition, those indications
change to amber in approach, in the following cases:
- V/S less than -2000 ft/min below 2500 ft
RA
RA.
The baro vertical speed is automatically
displayed when the inertial vertical speed
is not available.
34-14
NAVIGATION
A319/A320

In case of a failure warning, the vertical
speed scale is removed and replaced by a
red V/S flag which flashes for a few seconds, then remains steady.
The true airspeed (TAS) is displayed on
the ND in ROSE, ARC and PLAN mode.
The TAS information is displayed by a
numerical indication of three digits preceded by TAS indication. This information is displayed in the left upper corner of
the ND for speed higher than 100 kts.
Below this value TAS indication remains
visible, but is followed by three dashes.
The Static Air Temperature (SAT) and the
Total Air Temperature (TAT) are always
displayed on the lower part of the lower
ECAM DU by a numerical indication of
two digits preceded by the plus or minus
sign.
In case of failure or when NCD information is received from the ADR 2, this data
is replaced by amber crosses.
In the event of the loss of AIR DATA
parameters on CAPT or F/O PFD and ND,
ADR 3 can be used as a back up source by
placing the AIR DATA selector switch in
CAPT/3 position for EFIS 1 and F/O/3
position for EFIS 2.
In case of loss of TAT/SAT parameters on
the lower ECAM DU, the ADR 3 can be
used as a back up source by placing the
AIR DATA selector switch in F/O 3 position.
JUN 97
The inertial vertical speed is displayed on

surface,
+2000 ft/min,
- a needle giving, in analog form the
actual vertical speed value,
- a number in a moving amber window.
(above the needle if V/S > 0, below if V/S
< 0). The number gives the V/S value in
hundreds of ft/min. Between -200 ft/min
and +200 ft/min, both the window and the
number disappear. Above +6000 ft/min
(or below -6000 ft/min), the needle
remains stopped where it is.
When the vertical speed exceeds +6000 ft/
min or -6000 ft/min, the digital indication
and the analog needle change from green
to amber. In addition, those indications
change to amber in approach, in the following cases:
RA
RA.
The baro vertical speed is automatically
displayed when the inertial vertical speed
is not available.
34-14
In case of a failure warning, the vertical

speed scale is removed and replaced by a
red V/S flag which flashes for a few seconds, then remains steady.
The true airspeed (TAS) is displayed on
the ND in ROSE, ARC and PLAN mode.
The TAS information is displayed by a
numerical indication of three digits preceded by TAS indication. This information is displayed in the left upper corner of
the ND for speed higher than 100 kts.
Below this value TAS indication remains
visible, but is followed by three dashes.
The Static Air Temperature (SAT) and the
Total Air Temperature (TAT) are always
displayed on the lower part of the lower
ECAM DU by a numerical indication of
two digits preceded by the plus or minus
sign.
In case of failure or when NCD information is received from the ADR 2, this data
is replaced by amber crosses.
In the event of the loss of AIR DATA
parameters on CAPT or F/O PFD and ND,
ADR 3 can be used as a back up source by
placing the AIR DATA selector switch in
CAPT/3 position for EFIS 1 and F/O/3
position for EFIS 2.
In case of loss of TAT/SAT parameters on
the lower ECAM DU, the ADR 3 can be
AIR DATA selector switch in F/O 3 position.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

Warnings and Failures
In addition to the AIR DATA flags displayed on the PFDs, NDs and on the CDU,
warning messages are displayed on the
lower part of the upper ECAM DU. Two
kinds of warning messages can be displayed:
- failure warning messages in case of loss
of AIR DATA parameters,
- configuration warning messages in case
of dangerous configuration of the
aircraft.
When the CLR key is pushed on the
ECAM control panel, a STATUS page is
displayed on the lower ECAM DU and
indicates the STATUS and INOP SYS.
The failure warning messages are:
- NAV ADR 1(2) (3) FAULT,
- NAV ADR 1(2) + 2(3) FAULT.
When these messages are displayed:
- the MASTER CAUT lights on the
glareshield come on,
- the Single Chime (SC) sounds,
- the FAULT legend of the ADR
pushbutton switch on the CDU comes
on.
NAV ALTI DISCREPANCY on the upper
ECAM is displayed when a difference
greater than 250 ft is detected by the
external comparison inside the FWCs
between the baro-corrected altitude (or
plus or minus 500 ft for the standard altitude) provided by two ADRs.
When it is displayed:
- the CHECK ALT message appears on
the PFD.
JUN 97
NAVIGATION
A319/A320

When OVERSPEED VMO/MMO OVERSPEED VFE/VLE messages are displayed:
- the MASTER WARN lights on the
glareshield flash,
- the Continuous Repetitive Chime (CRC)
sounds.
OVERSPEED VMO/MMO warning processed by the FWC is triggered when the
CAS/Mach calculated by the ADR exceed
the VMO/MMO threshold by more than 4
kts/0.006 Mach. OVERSPEED VFE/VLE
processed by the FWC is a function of Vc
and depends on slat/flap position for the
VFE and landing gear position for the
VLE. For overspeed VLE, the warning is
triggered at 284 knots.
When the stall warning is activated:
glareshield flash,
- the cricket and the voice STALL sound.
This warning is processed by the FWC
and is a function of angle of attack value
and slat position following these conditions:
- normal law:
-if corrected angle of attack exceeds
23 or if corrected angle of attack
exceeds 15 and slat < 15.
- alternate law:
34-15
Warnings and Failures

In addition to the AIR DATA flags displayed on the PFDs, NDs and on the CDU,
lower part of the upper ECAM DU. Two
kinds of warning messages can be displayed:
- failure warning messages in case of loss
of AIR DATA parameters,
- configuration warning messages in case
of dangerous configuration of the
aircraft.
ECAM control panel, a STATUS page is
displayed on the lower ECAM DU and
indicates the STATUS and INOP SYS.
The failure warning messages are:
- NAV ADR 1(2) (3) FAULT,
- NAV ADR 1(2) + 2(3) FAULT.
- the FAULT legend of the ADR
pushbutton switch on the CDU comes
on.
NAV ALTI DISCREPANCY on the upper
ECAM is displayed when a difference
greater than 250 ft is detected by the
external comparison inside the FWCs
between the baro-corrected altitude (or
plus or minus 500 ft for the standard altitude) provided by two ADRs.
- the CHECK ALT message appears on
the PFD.
JUN 97
When OVERSPEED VMO/MMO OVERSPEED VFE/VLE messages are displayed:

glareshield flash,
- the Continuous Repetitive Chime (CRC)
sounds.
OVERSPEED VMO/MMO warning processed by the FWC is triggered when the
CAS/Mach calculated by the ADR exceed
the VMO/MMO threshold by more than 4
kts/0.006 Mach. OVERSPEED VFE/VLE
processed by the FWC is a function of Vc
and depends on slat/flap position for the
VFE and landing gear position for the
VLE. For overspeed VLE, the warning is
triggered at 284 knots.
When the stall warning is activated:
glareshield flash,
- the cricket and the voice STALL sound.
This warning is processed by the FWC
and is a function of angle of attack value
and slat position following these conditions:
- normal law:
- alternate law:
34-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
Air Data Reference Block Diagram
34-16
A319/A320
NAVIGATION
Air Data Reference Block Diagram
JUN 97
34-16
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

Inertial Reference (IR) Computer
Functions
The inertial reference function of the ADIRUs provides main data sources which
are precision attitude, magnetic heading
references and navigation data to the aircraft avionics systems. Attitude, heading
and navigation data are displayed on the
(EFIS) displays (Primary Flight Display
(PFD); Navigation Display (ND)) and on
the VOR/ADF/DME RMI.
The IR portion is a strapdown inertial system which provides a quality reference for
attitude, heading (true and magnetic),
angular rates and accelerations. The IR
software also computes:
- the inertial position,
- the ground velocities,
- the baro inertial vertical speed,
- the drift angle,
- the wind data,
- the flight path data.
The IR portion is provided with two
ARINC 429 low speed buses from the two
Flight Management and Guidance Computers (FMGCs) . These buses transmit
the following data words:
- set latitude,
- set longitude,
- set magnetic heading,
- FMGC discretes.
These data words are used for initialization and BITE purposes.
The IR portion is provided with one
ARINC 429 low speed bus from the CDU.
This bus transmits the following data
words:
- set latitude,
- set longitude,
- CDU test.
34-18
NAVIGATION
A319/A320

The IR portion is provided with three
ARINC 429 low speed buses from the
other two ADIRUs (ADR portion) and
from its associated ADR. These buses
transmit the following data words:
- altitude.
- true airspeed.
ARINC 429 low speed bus from the Centralized Fault Display System (CFDS).
words:
- UTC,
- flight phase,
- aircraft config,
- CFDS command,
- date,
- flight number,
- aircraft tail number,
The IR portion is provided with analog
inputs for power supply purposes. Discrete inputs provide the IR with the unit
orientation data which give the longitudinal and lateral axis of the aircraft.
Operation interface with the IR is performed through the Multipurpose Control
and Display Unit 1(2) or the CDU. The
MCDU 1(2) is used for entering initialization data and displaying IR data. The CDU
is used for mode selection, IR annunciation (FAULT, ALIGN), for entering initialization data and displaying IR data.
The IR has three selectable modes:
- OFF,
- NAV,
- ATT.
JUN 97
Inertial Reference (IR) Computer

Functions
The inertial reference function of the ADIRUs provides main data sources which
are precision attitude, magnetic heading
references and navigation data to the aircraft avionics systems. Attitude, heading
and navigation data are displayed on the
(EFIS) displays (Primary Flight Display
(PFD); Navigation Display (ND)) and on
the VOR/ADF/DME RMI.
The IR portion is a strapdown inertial system which provides a quality reference for
attitude, heading (true and magnetic),
angular rates and accelerations. The IR
software also computes:
- the inertial position,
- the ground velocities,
- the baro inertial vertical speed,
- the drift angle,
- the wind data,
- the flight path data.
The IR portion is provided with two
ARINC 429 low speed buses from the two
Flight Management and Guidance Computers (FMGCs) . These buses transmit
the following data words:
- set latitude,
- set longitude,
- FMGC discretes.
ARINC 429 low speed bus from the CDU.
words:
- set latitude,
- set longitude,
- CDU test.
34-18
The IR portion is provided with three
ARINC 429 low speed buses from the
other two ADIRUs (ADR portion) and
from its associated ADR. These buses
transmit the following data words:
- altitude.
- true airspeed.
ARINC 429 low speed bus from the Centralized Fault Display System (CFDS).
words:
- UTC,
- flight phase,
- aircraft config,
- CFDS command,
- date,
- flight number,
- aircraft tail number,
The IR portion is provided with analog
inputs for power supply purposes. Discrete inputs provide the IR with the unit
orientation data which give the longitudinal and lateral axis of the aircraft.
Operation interface with the IR is performed through the Multipurpose Control
and Display Unit 1(2) or the CDU. The
MCDU 1(2) is used for entering initialization data and displaying IR data. The CDU
is used for mode selection, IR annunciation (FAULT, ALIGN), for entering initialization data and displaying IR data.
The IR has three selectable modes:
- OFF,
- NAV,
- ATT.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
ADIRS IR Block Diagram
ADIRS IR Block Diagram

JUN 97
A319/A320
NAVIGATION
34-19
JUN 97
34-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

When the OFF/NAV/ATT selector switch
on the CDU is in the OFF position, all circuitry in the ADIRU is de-energized
except for any logic associated with the
power-off function. When the ADIRU has
turned off, it consumes less than 10 milliamps (needed for power supply turn-on
control). The power supply of the ADMs
is switched off. A period of 15 seconds is
required between switching to OFF and
actual power-off. During this sequence,
the last position computed is stored in
NVM.
After selection of the NAV mode on the
ground, the IR automatically enters the
NAV mode if a self-determined satisfactory alignment has been completed. If
alignment is not completed, the IR
remains in the Align submode. No updating of the IR present position latitude and
longitude is allowed once the IR has completed the Align submode. The IR latitude
and longitude entered during alignment is
the starting point for its computation. The
following steps illustrate the alignment
mode:
- OFF to NAV provides automatic
alignment in 10 minutes for latitudes
between 730N and 600S, with automatic
entry to NAV mode. Requires initial
position data to be entered,
NOTE: The automatic alignment
requires 15 min delay for latitudes
between 73N and 82N. For high latitudes, the alignment is provided by an
operational procedure which delays the
entering of the initial position by the
crew. Accuracy of the system is slightly
degraded.
- a message on the upper ECAM DU
indicates that the IRs are in ALIGN
submode with the maximum time until
NAV,
34-20
NAVIGATION
A319/A320

- in the NAV mode, rapid realignment of
the IR is initiated by switching the OFF/
NAV/ATT selector switch from NAV to
OFF and back to NAV within 5 seconds.
The IR starts a 30-second realignment
submode with existing attitude and
heading angles and rezeroed velocities,
- the system does not enter the rapid
realignment sequence if the ground
speed is greater than 20 knots.
IR alignment is carried out on the ground
before takeoff and after the entry of the
current aircraft coordinates on the INIT
page of the MCDU 1(2) or on the CDU
(DATA DISPLAY selector switch in
PPOS position). Valid initial position data
must be received and verified by the IR
during the 10-minute alignment or automatic sequencing to the NAV mode will
be delayed after position data is received.
Initial position data is verified by the IR if
Set Latitude and Set Longitude compare
within one degree of the last latitude and
longitude from the previous flight. If a discrepancy exists then:
- a message is displayed on the upper
ECAM DU:
--NAV IR 1(2) (3) NOT ALIGN,
--POSITION MISMATCH,
--PRESENT POS----- INSERT.
- a message ENTER PPOS is displayed on
the CDU (DATA DISPLAY selector
switch in STS position).
The discrepancy is removed and the position data verified by the IR when:
- the last two Set Latitudes received by the
IR are identical and,
- the last two Set Longitudes received by
the IR are identical, or,
- the last Set Latitude and Set Longitude
received by the IR compare within one
degree of the latitude and longitude from
the previous flight.
JUN 97
When the OFF/NAV/ATT selector switch

on the CDU is in the OFF position, all circuitry in the ADIRU is de-energized
except for any logic associated with the
power-off function. When the ADIRU has
turned off, it consumes less than 10 milliamps (needed for power supply turn-on
control). The power supply of the ADMs
is switched off. A period of 15 seconds is
required between switching to OFF and
actual power-off. During this sequence,
the last position computed is stored in
NVM.
After selection of the NAV mode on the
ground, the IR automatically enters the
NAV mode if a self-determined satisfactory alignment has been completed. If
alignment is not completed, the IR
remains in the Align submode. No updating of the IR present position latitude and
longitude is allowed once the IR has completed the Align submode. The IR latitude
and longitude entered during alignment is
the starting point for its computation. The
following steps illustrate the alignment
mode:
- OFF to NAV provides automatic
alignment in 10 minutes for latitudes
between 730N and 600S, with automatic
entry to NAV mode. Requires initial
position data to be entered,
NOTE: The automatic alignment
requires 15 min delay for latitudes
between 73N and 82N. For high latitudes, the alignment is provided by an
operational procedure which delays the
entering of the initial position by the
crew. Accuracy of the system is slightly
degraded.
- a message on the upper ECAM DU
indicates that the IRs are in ALIGN
submode with the maximum time until
NAV,
34-20
- in the NAV mode, rapid realignment of

the IR is initiated by switching the OFF/
NAV/ATT selector switch from NAV to
OFF and back to NAV within 5 seconds.
The IR starts a 30-second realignment
submode with existing attitude and
heading angles and rezeroed velocities,
- the system does not enter the rapid
realignment sequence if the ground
speed is greater than 20 knots.
IR alignment is carried out on the ground
before takeoff and after the entry of the
current aircraft coordinates on the INIT
page of the MCDU 1(2) or on the CDU
(DATA DISPLAY selector switch in
PPOS position). Valid initial position data
must be received and verified by the IR
during the 10-minute alignment or automatic sequencing to the NAV mode will
be delayed after position data is received.
Initial position data is verified by the IR if
Set Latitude and Set Longitude compare
within one degree of the last latitude and
longitude from the previous flight. If a discrepancy exists then:
- a message is displayed on the upper
ECAM DU:
--NAV IR 1(2) (3) NOT ALIGN,
--POSITION MISMATCH,
--PRESENT POS----- INSERT.
- a message ENTER PPOS is displayed on
The discrepancy is removed and the position data verified by the IR when:
- the last two Set Latitudes received by the
IR are identical and,
- the last two Set Longitudes received by
the IR are identical, or,
- the last Set Latitude and Set Longitude
received by the IR compare within one
degree of the latitude and longitude from
the previous flight.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

The IR compares Set Latitude with a selfcomputed gyro-compass latitude after 10
minutes into alignment or any subsequent
time when a valid Set Latitude is available. In case of discrepancy, the following
message is displayed on the upper ECAM
DU:
- NAV IR 1(2) (3) NOT ALIGN,
- POSITION MISMATCH
- PRESENT POS----- INSERT
The message ENTER PPOS is displayed
on the CDU (DATA DISPLAY selector
switch in STS position). The discrepancy
exists when:
- the cosine of entered latitude differs
from the computed cosine of latitude by
more than 0.01234,
- the sine of entered latitude differs from
the computed sine of latitude by more
than 0.01234.
The discrepancy is removed if a subsequent entry of Set Latitude passes the test.
If sine/cosine test fails two times with
identical set latitude inputs then:
- the IR FAULT legend flashes on the
CDU,
- a warning message appears on the upper
ECAM DU:
-NAV IR 1(2) (3) FAULT.
The IR performs an excessive motion test
during the Align submode. If taxiing or
towing causes a step input which exceeds
0.5 ft/s, in the X or Y velocity then:
- the EXCESS MOTION message is
displayed on the CDU (DATA DISPLAY
selector switch in STS position),
- the following message is displayed on
the upper ECAM DU:
-NAV IR 1(2) (3) NOT ALIGN
-EXCESS MOTION
-IR 1(2) (3) IN ALIGN
- the attitude information is flagged on the
JUN 97
NAVIGATION
A319/A320

PFD.
Thirty seconds after motion detection, the
system reverts to a full alignment (time to
the end of alignment will revert to 9 min
30 sec.) It is not necessary to re-enter the
position.
A thirty-second rapid realignment is provided by moving the OFF/NAV/ATT
selector switch on the CDU from NAV to
OFF and back to NAV within five seconds. A subsequent switching on the
selector switch from NAV to OFF and
back to NAV within 5 seconds during the
30-second realignment causes the system
to start the 30-second realignment again.
The realignment is initialized with existing attitude and heading angles. Velocities
are zeroed. Valid position data must be
received and verified by the IR during the
30-second realignment.
The IR has a reversionary mode which can
be activated only by manual selection of
ATT mode on the CDU. The mode can be
activated on the ground or in flight and is
intended to provide a rapid attitude/heading restart capability in the event that the
IR has experienced a total power shutdown or a failure has occurred resulting in
the following:
- IR FAULT legend flashing on the CDU,
- IR 1(2) (3) FAULT message displayed
on the upper ECAM DU:
--IR x MODE ..... .ATT
-SELECT ATT message displayed on
The IR is designed so that the ATT mode
34-21
The IR compares Set Latitude with a selfcomputed gyro-compass latitude after 10

minutes into alignment or any subsequent
time when a valid Set Latitude is available. In case of discrepancy, the following
message is displayed on the upper ECAM
DU:
- NAV IR 1(2) (3) NOT ALIGN,
- POSITION MISMATCH
- PRESENT POS----- INSERT
The message ENTER PPOS is displayed
on the CDU (DATA DISPLAY selector
switch in STS position). The discrepancy
exists when:
- the cosine of entered latitude differs
from the computed cosine of latitude by
more than 0.01234,
- the sine of entered latitude differs from
the computed sine of latitude by more
than 0.01234.
The discrepancy is removed if a subsequent entry of Set Latitude passes the test.
If sine/cosine test fails two times with
identical set latitude inputs then:
CDU,
- a warning message appears on the upper
ECAM DU:
-NAV IR 1(2) (3) FAULT.
The IR performs an excessive motion test
during the Align submode. If taxiing or
towing causes a step input which exceeds
0.5 ft/s, in the X or Y velocity then:
- the EXCESS MOTION message is
displayed on the CDU (DATA DISPLAY
selector switch in STS position),
- the following message is displayed on
the upper ECAM DU:
-NAV IR 1(2) (3) NOT ALIGN
-EXCESS MOTION
-IR 1(2) (3) IN ALIGN
- the attitude information is flagged on the
JUN 97
PFD.
Thirty seconds after motion detection, the
system reverts to a full alignment (time to
the end of alignment will revert to 9 min
30 sec.) It is not necessary to re-enter the
position.
A thirty-second rapid realignment is provided by moving the OFF/NAV/ATT
selector switch on the CDU from NAV to
OFF and back to NAV within five seconds. A subsequent switching on the
selector switch from NAV to OFF and
back to NAV within 5 seconds during the
30-second realignment causes the system
to start the 30-second realignment again.
The realignment is initialized with existing attitude and heading angles. Velocities
are zeroed. Valid position data must be
received and verified by the IR during the
30-second realignment.
The IR has a reversionary mode which can
be activated only by manual selection of
ATT mode on the CDU. The mode can be
activated on the ground or in flight and is
intended to provide a rapid attitude/heading restart capability in the event that the
IR has experienced a total power shutdown or a failure has occurred resulting in
the following:
- IR FAULT legend flashing on the CDU,
- IR 1(2) (3) FAULT message displayed
on the upper ECAM DU:
--IR x MODE ..... .ATT
-SELECT ATT message displayed on
34-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

can be used after BITE has detected failures which will cause excessive NAV
mode data errors, but does not disable the
ATT mode mechanization. However, it is
recommended to stay in NAV mode even
with excessive navigation errors because
of higher accuracy of attitude signals and
a more complete signal processing. The
ATT mode must always be used after loss
of power or a similar situation in flight
where a new alignment/leveling is
required. The ENTER HEADING message is displayed on the CDU (DATA
DISPLAY selector switch in STS position) when the ATT mode is selected until
valid heading initialization is received
from the MCDU or the CDU.
The ATT mode is normally engaged with
the aircraft in level flight. A 20-second
period is needed with the aircraft in level
flight to perform an attitude erection to
initialize a 1 level attitude. During this
period, the data normally computed in
ATT mode have Sign Status Matrixes
(SSMs) set to NCD. In the event the ATT
mode is engaged with the aircraft not in
level flight, an erection cut-out function
delays erection when yaw rate exceeds 0.5
deg/s and permits erection to continue
when yaw rate drops below 0.25 deg/s.
Twenty seconds of flight with the erection
cut-out switch disengaged is required to
erect the attitude.
Inertial Reference Indicating
Attitude and heading information is computed by the ADIRU (IR portion) and processed by the associated DMC. The
attitude data are displayed on the PFD and
the heading data is displayed on the PFD,
the ND and the VOR/ADF/DME RMI. In
addition, vertical speed (V/S) is displayed
on the PFD and Ground Speed and wind
34-22
NAVIGATION
A319/A320

indications are displayed on the ND.
In normal configuration, with the ATT/
HDG selector switch in NORM position,
the IR 1 data are displayed on the CAPT
PFD, ND and the VOR/ADF/DME RMI.
The IR 2 data are displayed on the F/O
PFD and ND. The following parameters
can be displayed on the CDU liquid crystal display according to the position of the
DATA DISPLAY selector switch on the
CDU:
- wind (WIND),
- present position (PPOS),
- true heading (HDG),
- status of selected system conditions
(STS),
- track and ground speed (TK/GS),
- test values (TEST).
The sources of the data displayed are controlled by the SYS DISPLAY selector
switch on the CDU.
The aircraft roll and pitch attitude is indicated in the center part of the PFD by a
sphere representing a conventional ADI
drum. The A/C present pitch angle is
given by the vertical displacements of the
pitch attitude scale with respect to the center of the A/C reference. The scale moves
behind the cut-sphere shaped window,
limited by the lines of an upper and a
lower sector. The scale rotates around the
center of the A/C reference in accordance
with the A/C present roll angle.
The pitch scale comprises white reference
lines and associated pitch angle values.
The lines are given every 2.5 degrees from
0 to 10 degrees, then for the 15 degrees, 20
degrees, 30 degrees, 50 degrees and 80
degrees values. Beyond 30 degrees, red
large arrow heads (V-shaped) indicate an
excessive attitude and the direction to follow in order to reduce it.
JUN 97
The IR is designed so that the ATT mode

can be used after BITE has detected failures which will cause excessive NAV
mode data errors, but does not disable the
ATT mode mechanization. However, it is
recommended to stay in NAV mode even
with excessive navigation errors because
of higher accuracy of attitude signals and
a more complete signal processing. The
ATT mode must always be used after loss
of power or a similar situation in flight
where a new alignment/leveling is
required. The ENTER HEADING message is displayed on the CDU (DATA
DISPLAY selector switch in STS position) when the ATT mode is selected until
valid heading initialization is received
from the MCDU or the CDU.
The ATT mode is normally engaged with
the aircraft in level flight. A 20-second
period is needed with the aircraft in level
flight to perform an attitude erection to
initialize a 1 level attitude. During this
period, the data normally computed in
ATT mode have Sign Status Matrixes
(SSMs) set to NCD. In the event the ATT
mode is engaged with the aircraft not in
level flight, an erection cut-out function
delays erection when yaw rate exceeds 0.5
deg/s and permits erection to continue
when yaw rate drops below 0.25 deg/s.
Twenty seconds of flight with the erection
cut-out switch disengaged is required to
erect the attitude.
Inertial Reference Indicating
Attitude and heading information is computed by the ADIRU (IR portion) and processed by the associated DMC. The
attitude data are displayed on the PFD and
the heading data is displayed on the PFD,
the ND and the VOR/ADF/DME RMI. In
addition, vertical speed (V/S) is displayed
on the PFD and Ground Speed and wind
34-22
indications are displayed on the ND.

In normal configuration, with the ATT/
HDG selector switch in NORM position,
the IR 1 data are displayed on the CAPT
PFD, ND and the VOR/ADF/DME RMI.
The IR 2 data are displayed on the F/O
PFD and ND. The following parameters
can be displayed on the CDU liquid crystal display according to the position of the
DATA DISPLAY selector switch on the
CDU:
- wind (WIND),
- present position (PPOS),
- true heading (HDG),
- status of selected system conditions
(STS),
- track and ground speed (TK/GS),
- test values (TEST).
The sources of the data displayed are controlled by the SYS DISPLAY selector
switch on the CDU.
The aircraft roll and pitch attitude is indicated in the center part of the PFD by a
sphere representing a conventional ADI
drum. The A/C present pitch angle is
given by the vertical displacements of the
pitch attitude scale with respect to the center of the A/C reference. The scale moves
behind the cut-sphere shaped window,
limited by the lines of an upper and a
lower sector. The scale rotates around the
center of the A/C reference in accordance
with the A/C present roll angle.
The pitch scale comprises white reference
lines and associated pitch angle values.
The lines are given every 2.5 degrees from
0 to 10 degrees, then for the 15 degrees, 20
degrees, 30 degrees, 50 degrees and 80
degrees values. Beyond 30 degrees, red
large arrow heads (V-shaped) indicate an
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

A yellow triangle which remains on the
line going through the center of the A/C
reference and which is perpendicular to
the horizon line, moves against the fixed
roll scale on the upper contour of the attitude sphere. This fixed roll scale comprises white marks for the 10 degrees, 20
degrees, 30 degrees and 45 degrees significant values, on either side of the zero
position (horizontal wings) which is indicated by a small fixed triangle. The 60
degree roll indication corresponds to the
limits of the upper contour of the cutsphere shaped window.
In case of attitude failure concerning the
pitch and/or roll information, the attitude
sphere goes out of view and is replaced by
a red ATT flag which flashes for a few
seconds then remains steady. In case of
discrepancy detected by the FWC between
the pitch or roll attitude information presented on the CAPT and F/O PFDs, a
CHECK ATT amber message flashes for a
few seconds on both PFDs, then remains
steady.
The aircraft magnetic or true heading is
displayed on the PFD, the ND and the
VOR/ADF/DME RMI.
The true heading can be displayed on the
CDU. When true heading is displayed, a
TRUE white message appears on the PFD
above the heading scale. A blank heading
scale (with 10 deg. spaced marks without
any indicated value) is provided on the
horizon line. The marks are just under this
line. This scale moves as the aircraft heading varies. For important nose-up or nosedown information, the heading graduations remain at the lower or upper sector
limit. Below the sphere, a heading scale
provides the pilot with the aircraft actual
track and relative selection. This heading
scale is graduated every 5 deg.
JUN 97
NAVIGATION
A319/A320

In case of failure, the heading graduation
disappears on the two scales and a red
HDG flag appears on the lower heading
scale. It flashes for a few seconds then
remains steady. In the event of a discrepancy detected by the FWC between CAPT
and F/O heading indications, with the
heading signal valid, a CHECK HDG
amber message is displayed at the center
of the heading scale.
The heading data is displayed on the ND
in the three following operating modes:
ROSE, ARC and PLAN.
The ROSE mode and the ARC mode are
oriented with respect to the aircraft heading, while the PLAN mode is oriented
with respect to the true north. In ROSE or
ARC mode, when true heading is displayed, a cyan TRUE indication appears at
the top of the ND.
In ROSE mode, each pilot has three different sub-modes of presentation on his ND:
ROSE-ILS/ROSE-VOR/ROSE-NAV. In
the three ROSE sub-modes, the ND provides a display which is similar to that of a
conventional HSI, i.e. a rotating heading
dial orientated to the North and giving to
the pilot the aircraft actual magnetic or
true heading with as reference the fixed
yellow lubber line at the top of the dial.
In ARC mode the ND displays a 90 deg.
heading sector ahead of the aircraft giving
the aircraft actual magnetic or true heading with respect to the fixed yellow lubber
line at the top of the scale.
In PLAN mode, the ND displays a static
map orientated with respect to the true
North.
34-23
A yellow triangle which remains on the

line going through the center of the A/C
reference and which is perpendicular to
the horizon line, moves against the fixed
roll scale on the upper contour of the attitude sphere. This fixed roll scale comprises white marks for the 10 degrees, 20
degrees, 30 degrees and 45 degrees significant values, on either side of the zero
position (horizontal wings) which is indicated by a small fixed triangle. The 60
degree roll indication corresponds to the
limits of the upper contour of the cutsphere shaped window.
In case of attitude failure concerning the
pitch and/or roll information, the attitude
sphere goes out of view and is replaced by
a red ATT flag which flashes for a few
seconds then remains steady. In case of
discrepancy detected by the FWC between
the pitch or roll attitude information presented on the CAPT and F/O PFDs, a
CHECK ATT amber message flashes for a
few seconds on both PFDs, then remains
steady.
The aircraft magnetic or true heading is
displayed on the PFD, the ND and the
VOR/ADF/DME RMI.
The true heading can be displayed on the
CDU. When true heading is displayed, a
TRUE white message appears on the PFD
above the heading scale. A blank heading
scale (with 10 deg. spaced marks without
any indicated value) is provided on the
horizon line. The marks are just under this
line. This scale moves as the aircraft heading varies. For important nose-up or nosedown information, the heading graduations remain at the lower or upper sector
limit. Below the sphere, a heading scale
provides the pilot with the aircraft actual
track and relative selection. This heading
scale is graduated every 5 deg.
JUN 97
In case of failure, the heading graduation

disappears on the two scales and a red
HDG flag appears on the lower heading
scale. It flashes for a few seconds then
remains steady. In the event of a discrepancy detected by the FWC between CAPT
and F/O heading indications, with the
heading signal valid, a CHECK HDG
amber message is displayed at the center
of the heading scale.
The heading data is displayed on the ND
in the three following operating modes:
ROSE, ARC and PLAN.
The ROSE mode and the ARC mode are
oriented with respect to the aircraft heading, while the PLAN mode is oriented
with respect to the true north. In ROSE or
ARC mode, when true heading is displayed, a cyan TRUE indication appears at
the top of the ND.
In ROSE mode, each pilot has three different sub-modes of presentation on his ND:
ROSE-ILS/ROSE-VOR/ROSE-NAV. In
the three ROSE sub-modes, the ND provides a display which is similar to that of a
conventional HSI, i.e. a rotating heading
dial orientated to the North and giving to
the pilot the aircraft actual magnetic or
true heading with as reference the fixed
yellow lubber line at the top of the dial.
In ARC mode the ND displays a 90 deg.
heading sector ahead of the aircraft giving
the aircraft actual magnetic or true heading with respect to the fixed yellow lubber
line at the top of the scale.
In PLAN mode, the ND displays a static
map orientated with respect to the true
North.
34-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

In case of heading failure, the scale and all
symbols positioned on the ROSE and
ARC scales go out of view. A red HDG
flag comes into view below the scale after
flashing for a few seconds when the DMC
has detected an anomaly concerning the
heading parameter. In addition, if a discrepancy between CAPT and F/O sides is
detected by the comparison inside the
FWCs, the CHECK HDG message is displayed in amber on both NDs.
On the VOR/ADF/DME RMI, the heading indication is given by a dial which
rotates in front of a fixed index. In case of
heading failure, the fire orange warning
flag with the black HDG inscription
comes into view at the top of the compass
card.
The time heading can be displayed on the
CDU if the DATA DISPLAY selector
switch is placed in the HDG position.
The ground speed is displayed in the left
upper corner of the ND for ROSE, ARC
or PLAN mode. The GS title is displayed
in white color and the ground speed value
in green. In case of failure or NCD, the
ground speed value is replaced by three
dashed lines. The ground speed can also
be displayed on the CDU if the DATA
DISPLAY selector switch is placed in the
TK/GS position.
The wind origin, force and direction is
displayed in the left upper corner of the
ND, for ROSE, ARC and PLAN mode.
The wind origin is displayed in green
color in degrees with respect to the true
North. The wind force is displayed in
green color in knots. The wind direction,
in analog form, is represented by means of
a green arrow orientated with respect to
the north reference in use. This arrow is
displayed only if the wind force is greater
34-24
NAVIGATION
A319/A320

than 2 knots. In case of failure or NCD,
the digital data are replaced by three
dashed lines and the wind direction arrow
disappears. The wind indications can also
WIND position.
The inertial vertical speed is displayed in
surface,
+2000 ft/min,
- a needle giving in analog form the actual
vertical speed value,
- a number in a moving blanking window.
(above the needle if V/S > 0, below if
V/S < 0). The number gives the V/S
value in hundreds of ft/min. Between 200 ft/min and +200 ft/min, both the
window and the number disappear.
- above +6000 ft/min (or below -6000 ft/
min), the needle remains stopped where
it is. When the vertical speed exceeds
+6000 ft/min or -6000 ft/min, the digital
indication and the analog needle change
from green to amber.
- In addition, those indications change to
amber in approach, in the following
cases:
-V/S less than -2000 ft/min below 2500
ft RA,
ft RA.
In case of failure, the inertial vertical
speed display is automatically replaced by
the baro vertical speed display.
JUN 97
In case of heading failure, the scale and all

symbols positioned on the ROSE and
ARC scales go out of view. A red HDG
flag comes into view below the scale after
flashing for a few seconds when the DMC
has detected an anomaly concerning the
heading parameter. In addition, if a discrepancy between CAPT and F/O sides is
detected by the comparison inside the
FWCs, the CHECK HDG message is displayed in amber on both NDs.
On the VOR/ADF/DME RMI, the heading indication is given by a dial which
rotates in front of a fixed index. In case of
heading failure, the fire orange warning
flag with the black HDG inscription
comes into view at the top of the compass
card.
The time heading can be displayed on the
CDU if the DATA DISPLAY selector
switch is placed in the HDG position.
The ground speed is displayed in the left
upper corner of the ND for ROSE, ARC
or PLAN mode. The GS title is displayed
in white color and the ground speed value
in green. In case of failure or NCD, the
ground speed value is replaced by three
dashed lines. The ground speed can also
TK/GS position.
The wind origin, force and direction is
displayed in the left upper corner of the
ND, for ROSE, ARC and PLAN mode.
The wind origin is displayed in green
color in degrees with respect to the true
North. The wind force is displayed in
green color in knots. The wind direction,
in analog form, is represented by means of
a green arrow orientated with respect to
the north reference in use. This arrow is
displayed only if the wind force is greater
34-24
than 2 knots. In case of failure or NCD,

the digital data are replaced by three
dashed lines and the wind direction arrow
disappears. The wind indications can also
WIND position.
The inertial vertical speed is displayed in
surface,
+2000 ft/min,
- a needle giving in analog form the actual
vertical speed value,
- a number in a moving blanking window.
(above the needle if V/S > 0, below if
V/S < 0). The number gives the V/S
value in hundreds of ft/min. Between 200 ft/min and +200 ft/min, both the
window and the number disappear.
- above +6000 ft/min (or below -6000 ft/
min), the needle remains stopped where
it is. When the vertical speed exceeds
+6000 ft/min or -6000 ft/min, the digital
indication and the analog needle change
from green to amber.
- In addition, those indications change to
amber in approach, in the following
cases:
ft RA,
ft RA.
In case of failure, the inertial vertical
speed display is automatically replaced by
the baro vertical speed display.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

In case of loss of inertial parameters on the
CAPT or F/O PFD and ND, IR3 can be
ATT HDG selector switch in CAPT/3
position for the CAPT PFD and ND or in
F/O/3 position for the F/O PFD and ND.
In addition to the ATT or HDG flags displayed on the PFDs, NDs and on the CDU,
lower part of the upper ECAM:
- NAV IR 1(2) (3) FAULT,
- NAV IR 1(2) + 2(3) FAULT.
CDU.
The NAV ATT DISCREPANCY message
is displayed when a difference higher than
5 deg. Is detected by comparison inside
the FWCs between the roll angle or the
pitch angle provided by two IRs. When it
is displayed:
- the CHECK ATT message appears on
the PFD.
JUN 97
NAVIGATION
A319/A320

The NAV HDG DISCREPANCY message is displayed when a difference higher
than 7 (or 5 in true heading) is detected
by comparison inside the FWCs between
the heading value provided by two IRs.
- the CHECK HDG message appears on
the PFDs and NDs.
ECAM control panel, a status page is displayed on the lower ECAM DU and indicates the STATUS and INOP SYS
(systems).
34-25
In case of loss of inertial parameters on the

CAPT or F/O PFD and ND, IR3 can be
ATT HDG selector switch in CAPT/3
position for the CAPT PFD and ND or in
F/O/3 position for the F/O PFD and ND.
In addition to the ATT or HDG flags displayed on the PFDs, NDs and on the CDU,
lower part of the upper ECAM:
- NAV IR 1(2) (3) FAULT,
- NAV IR 1(2) + 2(3) FAULT.
CDU.
The NAV ATT DISCREPANCY message
is displayed when a difference higher than
5 deg. Is detected by comparison inside
the FWCs between the roll angle or the
pitch angle provided by two IRs. When it
is displayed:
- the CHECK ATT message appears on
the PFD.
JUN 97
The NAV HDG DISCREPANCY message is displayed when a difference higher

than 7 (or 5 in true heading) is detected
by comparison inside the FWCs between
the heading value provided by two IRs.
- the CHECK HDG message appears on
the PFDs and NDs.
ECAM control panel, a status page is displayed on the lower ECAM DU and indicates the STATUS and INOP SYS
(systems).
34-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
Inertial Reference Block Diagram
Inertial Reference Block Diagram
34-26
A319/A320
NAVIGATION
JUN 97
34-26
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

ADIRUs PERFORMANCE
CRITERIA
The inertial parameters to be considered to
evaluate the level of performance of an
inertial system after flight completion are:
- the radial position error (in NM),
- the residual ground speed error (in kts).
Depending on their magnitude noticed at
the end of the flight, the concerned inertial
system(s) shall or shall not be removed
from the aircraft.
In order to determine the if there is excessive radial position error, the removal criteria use a limit based on the recording of
the radial position error on two consecutive flights. The use of a two-strike
method presents the advantage of decreasing the removal rate of healthy units that
have shown, by chance, or by an inaccurate position entry at alignment, a radial
position error beyond the specified criteria.
The removal boundaries described on the
figure present three different areas:
- Area 1 - ADIRU OK all the time,
- Area 2 - ADIRU to be checked after
second flight,
- Area 3 - ADIRU to be replaced.
Lower Limit for Removal Criteria
The integration of the drift rate results in a
lower limit for the radial position error:
- Radial position error (NM) = (2 (NM/h)
* T (h)) + Offset (NM) The presence of
an offset is necessary to avoid the
unjustified removal of healthy units
subject to the natural Schuler effects and
to the Present Position inaccuracies
entered during initialization. It should be
pointed out that the adverse impacts of
such inaccuracies over the radial
position error will be higher stronger for
short flight durations (below 1.5 hour).
34-28
NAVIGATION
A319/A320

- Flight duration < 1.5 FH:
-The lower limit of the gray band is
fixed at 5 NM.
- 1.5 FN < Flight duration < 10 FH:
fixed at 2T + 2.
- Flight duration > 10 FH:
fixed at 22 NM.
Upper Limit for Removal Criteria
-The upper limit of the gray band is
fixed at 7.5 NM.
- 1.5 FH < Flight duration < 10 FH:
fixed at 3T + 3.
-Flight duration > 10 FH:
The upper limit of the gray band is fixed
at 33 NM.
The residual ground speed for each IR is
determined at the end of the flight when
the aircraft has come to a complete stop.
Check of the residual ground speed can be
made:
- On the CAPT (IR l) and F/O (IR 2)
Navigation Displays (ND). The residual
ground speed of the IR3 can be read on
the CAPT ND by setting the ATT HDG
selector switch to CAPT/3.
- On the ADIRS CDU:
-set the DATA DISPLAY selector
switch to TK/GS (set the SYS
DISPLAY selector switch to 1, 2, 3,
-read the respective ground speed in
the CDU display.
Compare the recorded ground speed values with the following limits:
- if the residual ground speed error is 15
kts or greater after each of two
consecutive flights, replace the ADIRU,
kts or greater at the end of any one flight,
replace the ADIRU.
JUN 97
ADIRUs PERFORMANCE
CRITERIA
The inertial parameters to be considered to
evaluate the level of performance of an
inertial system after flight completion are:
- the radial position error (in NM),
- the residual ground speed error (in kts).
Depending on their magnitude noticed at
the end of the flight, the concerned inertial
system(s) shall or shall not be removed
from the aircraft.
In order to determine the if there is excessive radial position error, the removal criteria use a limit based on the recording of
the radial position error on two consecutive flights. The use of a two-strike
method presents the advantage of decreasing the removal rate of healthy units that
have shown, by chance, or by an inaccurate position entry at alignment, a radial
position error beyond the specified criteria.
The removal boundaries described on the
figure present three different areas:
- Area 1 - ADIRU OK all the time,
- Area 2 - ADIRU to be checked after
second flight,
- Area 3 - ADIRU to be replaced.
Lower Limit for Removal Criteria
The integration of the drift rate results in a
lower limit for the radial position error:
- Radial position error (NM) = (2 (NM/h)
* T (h)) + Offset (NM) The presence of
an offset is necessary to avoid the
unjustified removal of healthy units
subject to the natural Schuler effects and
to the Present Position inaccuracies
entered during initialization. It should be
pointed out that the adverse impacts of
such inaccuracies over the radial
position error will be higher stronger for
short flight durations (below 1.5 hour).
34-28

fixed at 5 NM.
- 1.5 FN < Flight duration < 10 FH:
fixed at 2T + 2.
- Flight duration > 10 FH:
fixed at 22 NM.
Upper Limit for Removal Criteria
fixed at 7.5 NM.
- 1.5 FH < Flight duration < 10 FH:
fixed at 3T + 3.
-Flight duration > 10 FH:
The upper limit of the gray band is fixed
at 33 NM.
The residual ground speed for each IR is
determined at the end of the flight when
the aircraft has come to a complete stop.
Check of the residual ground speed can be
made:
- On the CAPT (IR l) and F/O (IR 2)
Navigation Displays (ND). The residual
ground speed of the IR3 can be read on
the CAPT ND by setting the ATT HDG
selector switch to CAPT/3.
- On the ADIRS CDU:
-set the DATA DISPLAY selector
switch to TK/GS (set the SYS
DISPLAY selector switch to 1, 2, 3,
-read the respective ground speed in
the CDU display.
Compare the recorded ground speed values with the following limits:
kts or greater after each of two
consecutive flights, replace the ADIRU,
kts or greater at the end of any one flight,
replace the ADIRU.
JUN 97
POSITION ERROR (nm)

0
ADIRU Radial Position Error Chart

34-29
JUN 97
0
IRSDRFT
5
1
6
7
8
9 10 11 12
t = NAV TIME, Hrs (Block Time)
3t
3+ t
2
2+
13
14
15
16
17
13
14
15
ACCEPTBLE OK FOR USE
16
17
CHECK ON NEXT FLIGHT. IF

STILL IN OR ABOVE THIS AREA
AFTER 2ND FLIGHT REMOVE IRU.
6
7
8
9 10 11 12
t = NAV TIME, Hrs (Block Time)
UNACCEPTBLE REMOVE IRU
18
18
NAVIGATION
10
15
20
25
30
ACCEPTBLE OK FOR USE
A319/A320 /A321
35
40
IRSDRFT
3t
3+ t
2
2+
CHECK ON NEXT FLIGHT. IF

STILL IN OR ABOVE THIS AREA
AFTER 2ND FLIGHT REMOVE IRU.
A318/
10
15
20
25
UNACCEPTBLE REMOVE IRU
NAVIGATION
POSITION ERROR (nm)
JUN 97
30
35
40
UNITED AIRLINES
UNITED AIRLINES
A319/A320
ADIRU Radial Position Error Chart

34-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

ADIRS ALIGNMENT THROUGH
THE MCDU
STEP 1
- To perform the three Inertial Reference
alignments, the NAV position on the
ADIRS CDU must be selected, and then
the aircraft Present Position (PPOS) has
to be entered.
- To send Present Position (PPOS), enter a
Company Route (CO RTE) or the
Latitude (LAT)/Longitude (LONG) or a
FROM/TO city pair.
NOTE: The FROM/TO city pair insertion is the easiet way to insert the coordinates.
- For example KORD/KORD:
-Departure from Chicago,
-Arrival at Chicago.
- Use the keyboard to enter the KORD/
KORD in the scratchpad and then the LS
key 1R to move it to the FROM/TO
field.
A319/A320

STEP 3
- The return to the INIT page is
accomplished by selecting RETURN.
- Now the FROM airport position is given
on the LAT and LONG line. The
ALIGN IRS prompt is displayed.
- The LAT/LONG can be modified
according to the real aircraft position by
the arrows displayed on the LAT/LONG
line, which indicate that the LAT/LONG
can be changed using the slew keys.
- The 3 IRs can now be aligned by
pressing 3R LS key (ALIGN IRS). The
present aircraft position will be
automatically sent to the 3 IRs.
The alignment will be completed 10 minutes after the ALIGN IRS LS key 3R
has been selected.
NOTE: Time until alignment will also
be displayed as a MEMO message on
upper ECAM
ADIRS ALIGNMENT THROUGH

THE MCDU
STEP 1
- To perform the three Inertial Reference
alignments, the NAV position on the
ADIRS CDU must be selected, and then
the aircraft Present Position (PPOS) has
to be entered.
- To send Present Position (PPOS), enter a
Company Route (CO RTE) or the
Latitude (LAT)/Longitude (LONG) or a
FROM/TO city pair.
NOTE: The FROM/TO city pair insertion is the easiet way to insert the coordinates.
- For example KORD/KORD:
-Departure from Chicago,
-Arrival at Chicago.
- Use the keyboard to enter the KORD/
KORD in the scratchpad and then the LS
key 1R to move it to the FROM/TO
field.
STEP 3
- The return to the INIT page is
accomplished by selecting RETURN.
- Now the FROM airport position is given
on the LAT and LONG line. The
ALIGN IRS prompt is displayed.
- The LAT/LONG can be modified
according to the real aircraft position by
the arrows displayed on the LAT/LONG
line, which indicate that the LAT/LONG
can be changed using the slew keys.
- The 3 IRs can now be aligned by
pressing 3R LS key (ALIGN IRS). The
present aircraft position will be
automatically sent to the 3 IRs.
The alignment will be completed 10 minutes after the ALIGN IRS LS key 3R
has been selected.
NOTE: Time until alignment will also
be displayed as a MEMO message on
upper ECAM.
STEP 2
- The route corresponding to the chosen
FROM/TO is displayed on the MCDU.
- If there is no company route avialable
for the selected city pair, NONE will
be displayed. Select none by selecting
LS key 6L.
STEP 2
- The route corresponding to the chosen
FROM/TO is displayed on the MCDU.
- If there is no company route avialable
for the selected city pair, NONE will
be displayed. Select RETURN by
selecting LS key 6L.
34-30
NAVIGATION
JUN 97
34-30
JUN 97
JUN 97
34-31
MCDU Alignment Diagram

JUN 97
PROG PERF INIT
DATA
BRT
KORD/KIRD
CRZ FL/TEMP
COST INDEX
LAT
FLT NBR
ALTN RTE
INIT
PROG PERF INIT
CO RTE
DIR
WIND
TROP D
36090
LONG
ALTN
FROM/TO
DATA
SELECTED DESIRED MENU
CFDS
AIDS
ACARS
FMGC
MCDU MENU
WIND
TROP D
36090
LONG
ALTN
FROM/TO
BRT
BRT
BRT
FL209/ -42
FLT NBR
IR5612
LAT
6512.0N
COST INDEX
540
CRZ FL/TEMP
ALTN RTE
CO RTE
FLT NBR
IT5612
LAT
4512.ON
COST INDEX
540
CRZ FL/TERR
FL290/ - 42
ALIN R/S
CO RTE
RETURN
NONE
FL209/ -42
FLT NBR
IR5612
LAT
6512.0N
COST INDEX
540
CRZ FL/TEMP
ALTN RTE
CO RTE
36090
WIND
TROP D
LONG
00727.2E
ALIN
LGIS
FROM/TO
KORD/KORD
WIND
TROP D
36090
ALIGN IRS
LONG
00727.2E
ALIN
LSTS
FROM/TO
KORD/KORD
36090
WIND
TROP D
LONG
00727.2E
ALIN
LGIS
FROM/TO
KORD/KORD
WIND
TROP D
36090
ALIGN IRS
LONG
00727.2E
ALIN
LSTS
FROM/TO
KORD/KORD
INIT
INIT
INIT
INIT
BRT
BRT
BRT
BRT
BRT
NAVIGATION
DIR
INIT
KORD/KIRD
CRZ FL/TEMP
COST INDEX
LAT
FLT NBR
ALTN RTE
CO RTE
FLT NBR
IT5612
LAT
4512.ON
COST INDEX
540
CRZ FL/TERR
FL290/ - 42
ALIN R/S
CO RTE
BRT
STORED
03 RTES 10 RWYS
20 VPTS 20 RAVS
DELETE ALL
PERF FACTOR
0.0
BRT
DATA
A319/A320 /A321
ENG
XXXXX
ACTIVE DATA BASE
23 NOV-25 DEC AB2B212001
SECOND DATA BASE
26 DEC - 22 JANV
A32X - XXX
DATA
PROG PERF INIT
RETURN
A318/
PROG PERF INIT
DIR
BRT
NONE
NAVIGATION
DIR
STORED
03 RTES 10 RWYS
20 VPTS 20 RAVS
DELETE ALL
PERF FACTOR
0.0
ENG
XXXXX
ACTIVE DATA BASE
23 NOV-25 DEC AB2B212001
SECOND DATA BASE
26 DEC - 22 JANV
A32X - XXX
MCDU MENU
SELECTED DESIRED MENU
CFDS
AIDS
ACARS
FMGC
UNITED AIRLINES
UNITED AIRLINES
A319/A320
MCDU Alignment Diagram

34-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
A319/A320
NAVIGATION
STANDBY INSTRUMENTS
Standby Compass
The standby compass consists of a magnetic element rotating inside a compass
bowl, immersed in a damping liquid. The
magnetic element is linked to a graduated
compass card which moves against a lubber line and gives the magnetic heading.
Two apertures marked NS and EW below
the viewing window allow for compensation by positioning the two small magnetized bars (compensator). Above the
viewing window is a non-magnetic lamp
assembly which provides illumination of
the compass card.
STANDBY INSTRUMENTS
Standby Compass
The standby compass consists of a magnetic element rotating inside a compass
bowl, immersed in a damping liquid. The
magnetic element is linked to a graduated
compass card which moves against a lubber line and gives the magnetic heading.
Two apertures marked NS and EW below
the viewing window allow for compensation by positioning the two small magnetized bars (compensator). Above the
viewing window is a non-magnetic lamp
assembly which provides illumination of
the compass card.
Standby Compass
Standby Compass
34-32
JUN 97
34-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

Standby Horizon Indicator
The standby horizon indicator is supplied
with 28VDC from essential bus 401PP. A
static inverter in the instrument converts
this 28VDC into three phase alternate current to supply the gyroscopic motor. The
gyro rotor rotates at high speed (> 23,000
RPM) around its vertical axis and provides
the vertical reference. The gimbal assy
comprises two orthogonal axes (pitch and
roll). The internal gimbal which includes
the stator controls the rotation of the drum
in the pitch axis by means of gear. The
pitch gimbal is restricted to approximately
plus or minus 85 around the pitch axis
(mechanical stop).
The external gimbal controls the roll rotation. The roll gimbal has unrestricted 360
rotation around the roll axis. The gyro pin
axis is maintained in the vertical position
by the erection system (unstable pendulum
erector) which is removed when the rotor
axis deviates more than 9 plus or minus
2. The accuracy of the vertical position in
clean configuration is less than 0.5 degree.

The fast resetting of the gyroscopic horizon can be activated by pulling the knob
located in the lower R corner of the indicator. The indicator provides the following
information:
- roll angle,
- pitch angle,
- instrument failure (RED flag)
The pitch information is represented by
fixed black and yellow aircraft symbol.
The pitch drum in the center of the instrument is divided into tow zones separated
by the white reference horizon. The upper
part is blue and the lower part is brown.
The pitch indications are displayed by
means of a drum which is graduated
between -80 and +80.
The roll information is provided by a
pointer which moves in front of a dial
graduated in 10 increments between -30
and +30.
The failure flag comes into view if a failure is detected in the electrical power supply or if the gyro rotor speed drops below
18,000 RPM.
Standby Horizon Indicator

The standby horizon indicator is supplied
with 28VDC from essential bus 401PP. A
static inverter in the instrument converts
this 28VDC into three phase alternate current to supply the gyroscopic motor. The
gyro rotor rotates at high speed (> 23,000
RPM) around its vertical axis and provides
the vertical reference. The gimbal assy
comprises two orthogonal axes (pitch and
roll). The internal gimbal which includes
the stator controls the rotation of the drum
in the pitch axis by means of gear. The
pitch gimbal is restricted to approximately
plus or minus 85 around the pitch axis
(mechanical stop).
The external gimbal controls the roll rotation. The roll gimbal has unrestricted 360
rotation around the roll axis. The gyro pin
axis is maintained in the vertical position
by the erection system (unstable pendulum
erector) which is removed when the rotor
axis deviates more than 9 plus or minus
2. The accuracy of the vertical position in
clean configuration is less than 0.5 degree.
The fast resetting of the gyroscopic horizon can be activated by pulling the knob
located in the lower R corner of the indicator. The indicator provides the following
information:
- roll angle,
- pitch angle,
- instrument failure (RED flag)
The pitch information is represented by
fixed black and yellow aircraft symbol.
The pitch drum in the center of the instrument is divided into tow zones separated
by the white reference horizon. The upper
part is blue and the lower part is brown.
The pitch indications are displayed by
means of a drum which is graduated
between -80 and +80.
The roll information is provided by a
pointer which moves in front of a dial
graduated in 10 increments between -30
and +30.
The failure flag comes into view if a failure is detected in the electrical power supply or if the gyro rotor speed drops below
18,000 RPM.
Standby Horizon
Standby Horizon
JUN 97
A319/A320
NAVIGATION
34-33
JUN 97
34-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
Standby Attitude and Heading Electrical Circuit
Standby Attitude and Heading Electrical Circuit
34-34
A319/A320
NAVIGATION
JUN 97
34-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

Standby Altimeter
One standby airspeed indicator and one
standby altimeter are directly connected to
the standby pitot and static sources. The
indicator is installed on the center instrument panel. The standby circuit can be
drained by means of a water drain.
The standby altimeter is supplied with
static pressure by the standby air data system to indicate the barometric altitude of
the aircraft in feet with the following accuracy:
- plus or minus 20 ft. at sea level plus,
- minus 40 ft. at 6000 ft. plus or minus 80
ft. at 10,000 ft.,
- plus or minus 130 ft. at 20,000 ft. plus,
- or minus 205 ft. at 35,000 ft.
The barometric altitude is displayed by
means of:
- a pointer performing one revolution of
the dial for 1000 feet,

- a display counter made up of two drums
displaying respectively the tens of
thousands and the thousands of feet.
- when the altitude is below 10,000 feet,
the figure zero of the left drum is
replaced by black and white stripes,
- the figure nine is replaced by an orange
fire stripped zone,
- the altitude dial is calibrated from 0 to
1000 feet with 20 feet graduations,
- the baro correction is displayed on a
counter graduated in hecto Pascal,
- a knob located at the L corner of the
indicator enables the display of the
reference baro correction in the range of
750 to 1050 hPa,
- four manually adjustable white bugs are
provided for manual altitude setting.
Integral lighting supplied with external
5VAC is provided to illuminate the indicator. The internal vibrator is supplied with
28VDC through a landing gear relay.
Standby Altimeter
One standby airspeed indicator and one
standby altimeter are directly connected to
the standby pitot and static sources. The
indicator is installed on the center instrument panel. The standby circuit can be
drained by means of a water drain.
The standby altimeter is supplied with
static pressure by the standby air data system to indicate the barometric altitude of
the aircraft in feet with the following accuracy:
- plus or minus 20 ft. at sea level plus,
- minus 40 ft. at 6000 ft. plus or minus 80
ft. at 10,000 ft.,
- plus or minus 130 ft. at 20,000 ft. plus,
- or minus 205 ft. at 35,000 ft.
The barometric altitude is displayed by
means of:
- a pointer performing one revolution of
the dial for 1000 feet,
Standby Altimeter
JUN 97
A319/A320
NAVIGATION
- a display counter made up of two drums

displaying respectively the tens of
thousands and the thousands of feet.
- when the altitude is below 10,000 feet,
the figure zero of the left drum is
replaced by black and white stripes,
- the figure nine is replaced by an orange
fire stripped zone,
- the altitude dial is calibrated from 0 to
1000 feet with 20 feet graduations,
- the baro correction is displayed on a
counter graduated in hecto Pascal,
- a knob located at the L corner of the
indicator enables the display of the
reference baro correction in the range of
750 to 1050 hPa,
- four manually adjustable white bugs are
provided for manual altitude setting.
5VAC is provided to illuminate the indicator. The internal vibrator is supplied with
28VDC through a landing gear relay.
Standby Altimeter
34-35
JUN 97
34-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

Standby Airspeed Indicator
- The standby airspeed indicator contains
a capsule-operated mechanism which
measures the pitot/static pressure
differential from the standby air data
system and provides airspeed indication
in terms of knots with the following
accuracy:
- plus or minus 3 kts for VO < 200 kts,
- plus or minus 4 kts for 200 kts < VC <
300 kts,
450 kts.

The airspeed indication is displayed by
means of:
- a pointer which moves on a dial graduated between 60 kts and 450 kts. The scale
is linear from 60 kts to 250 kts with 5 kts
graduations and from 250 kts to 450 kts
with 10 kts graduations,
- four manually adjustable white bugs (8)
provided for manual speed setting.
5VAC is provided to illuminate the indicator.

- The standby airspeed indicator contains
a capsule-operated mechanism which
measures the pitot/static pressure
differential from the standby air data
system and provides airspeed indication
in terms of knots with the following
accuracy:
- plus or minus 3 kts for VO < 200 kts,
300 kts,
450 kts.
The airspeed indication is displayed by

means of:
- a pointer which moves on a dial graduated between 60 kts and 450 kts. The scale
is linear from 60 kts to 250 kts with 5 kts
graduations and from 250 kts to 450 kts
with 10 kts graduations,
- four manually adjustable white bugs (8)
provided for manual speed setting.
5VAC is provided to illuminate the indicator.
34-36
A319/A320
NAVIGATION
JUN 97
34-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
Standby Altitude and Airspeed Pneumatic Circuit

JUN 97
A319/A320
NAVIGATION
Standby Altitude and Airspeed Pneumatic Circuit

34-37
JUN 97
34-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
Standby Altitude and Airspeed Electrical Circuit
34-38
A319/A320
NAVIGATION
Standby Altitude and Airspeed Electrical Circuit

JUN 97
34-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

RADIO NAVIGATION CONTROL
The FMGC autotunes the VOR/DME, ILS
and ADF. During normal operation, the
RMP has no effect on the tuning of navigation radios. In normal operational mode,
FMGC 1 tunes all system 1 radios and
FMGC 2 tunes all system 2 radios. Manual tuning can be done through the RAD
NAV page on the MCDU. The RAD NAV
key can be selected from the keypad.
Note: To recover autotuning by the
FMGCs, the manual tuning must be
cleared.
Back-up tuning can be accomplished by
the Radio Management Panel. If only the
NAV key is selected under the STBY
NAV portion of the Radio Management

Panel, the windows still display communication frequencies. Pressing the VOR, ILS
or ADF keys, changes the displays to the
last RMP memorized values (frequency,
course or runway heading). Communication frequencies are available at any time
by selecting the corresponding keypad.
Beat Frequency Oscillator (BFO) is set on
or off by pressing the key. The ILS course
and frequency are the only Radio Navigation date exchanged between the two
sides. The selected values for ILS 1 and
ILS 2 are the same on both RMP 1 and
RMP 2.
The audio control unit can be used to
select the audio signals of the navigation
radios.
RADIO NAVIGATION CONTROL

The FMGC autotunes the VOR/DME, ILS
and ADF. During normal operation, the
RMP has no effect on the tuning of navigation radios. In normal operational mode,
FMGC 1 tunes all system 1 radios and
FMGC 2 tunes all system 2 radios. Manual tuning can be done through the RAD
NAV page on the MCDU. The RAD NAV
key can be selected from the keypad.
Note: To recover autotuning by the
FMGCs, the manual tuning must be
cleared.
Back-up tuning can be accomplished by
the Radio Management Panel. If only the
NAV key is selected under the STBY
NAV portion of the Radio Management
Panel, the windows still display communication frequencies. Pressing the VOR, ILS
or ADF keys, changes the displays to the
last RMP memorized values (frequency,
course or runway heading). Communication frequencies are available at any time
by selecting the corresponding keypad.
Beat Frequency Oscillator (BFO) is set on
or off by pressing the key. The ILS course
and frequency are the only Radio Navigation date exchanged between the two
sides. The selected values for ILS 1 and
ILS 2 are the same on both RMP 1 and
RMP 2.
The audio control unit can be used to
select the audio signals of the navigation
radios.
Navigation Radio Architecture
Navigation Radio Architecture
JUN 97
A319/A320
NAVIGATION
34-39
JUN 97
34-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
A319/A320
Radio Management Panel (Upper) / Audio Control Panel(Lower)

Radio Management Panel (Upper) / Audio Control Panel(Lower)
34-40
JUN 97
34-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
Multipurpose Control and Display Unit
JUN 97
A319/A320
NAVIGATION
Multipurpose Control and Display Unit
34-41
JUN 97
34-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

INSTRUMENT LANDING SYSTEM
(ILS)
The function of the instrument landing
system is to measure deviations between
aircraft flight path and:
- glide slope,
- runway alignment plane (localizer).
The localizer operates in a frequency band
which ranges from 108 MHz to 111.95
MHz. The glide slope operates in a frequency band which ranges from 328.6
MHz to 335.4 MHz. The principle of the
ILS is to receive and demodulate LOC and
GLIDE signals.
An ILS station located near the airport
runway transmits these signals. Each LOC
and GLIDE signal consists of two intersecting lobes modulated with two different frequencies (90 Hz and 150 Hz). The
ILS receiver detects and compares the two
radiated modulation signals (two for LOC
and two for GLIDE). The receiver gives
the crew a display in relation to a given
descent axis. In addition, the ground station provides a Morse identification.
The ILS comprises two independent systems. Each system consists of: one
receiver 2RT1 (2RT2)
- one localizer antenna 3RT one glide/
slope antenna 4RT.
The ILS can be controlled by:
- the CAPT (F/O) Audio Control Panel
(ACP) 2RN1 (2RN2) and the Audio
Management Unit (AMU) 1RN for
audio controls,
Unit 1(2) (MCDU) 3CA1 (3CA2), the
Radio Management Panel (RMP) 1RG1
(1RG2) and the Flight Management and
Guidance Computer 1(2) (FMGC) 1CAl
(1CA2) for frequency/course selection,
34-42
NAVIGATION
A319/A320

- the MCDU and the Centralized FaultDisplay Interface-Unit (CFDIU) 1TW,
for test purposes.
The EFIS display units show the ILS data:
- the CAPT Primary Flight Display (PFD)
and the F/O Navigation Display (ND)
show the deviations from the ILS l.
- the F/O PFD and the CAPT ND show the
deviations from the ILS 2. The MCDU(s)
shows the maintenance data.
ILS Indicating
On the right of the PFDs and below the
attitude sphere, the deviation indications
come into view in approach. These are:
- the vertical deviation scale,
- the lateral deviation scale,
- the related aircraft deviation symbols.
The vertical deviation scale shows a classical glide/slope deviation. It is linear.
There is a 0.175 ddm (150 microA) deviation between the two extreme dots. The
index shows magenta G/S indication. The
glide index does not appear until the glide
beam is captured (Non Computed Data).
When the index is against one stop only
one half of it is in view (the outer half
index). The glide/slope index and the scale
flash permanently in case of G/S excessive
deviation warning. With a glide fault, the
G/S index goes out of view and a red G/S
failure warning message is shown in the
middle of the scale.
The lateral deviation scale shows a classical LOC deviation. There is a 0.155 ddm
(150 micro A) deviation between the two
extreme dots. The index shows magenta
LOC indication. Until the LOC is captured, the LOC index is not shown (Non
Computed Data). When the index is
against one stop, only one half of it is
shown.
JUN 97
INSTRUMENT LANDING SYSTEM

(ILS)
The function of the instrument landing
system is to measure deviations between
aircraft flight path and:
- glide slope,
- runway alignment plane (localizer).
The localizer operates in a frequency band
which ranges from 108 MHz to 111.95
MHz. The glide slope operates in a frequency band which ranges from 328.6
MHz to 335.4 MHz. The principle of the
ILS is to receive and demodulate LOC and
GLIDE signals.
An ILS station located near the airport
runway transmits these signals. Each LOC
and GLIDE signal consists of two intersecting lobes modulated with two different frequencies (90 Hz and 150 Hz). The
ILS receiver detects and compares the two
radiated modulation signals (two for LOC
and two for GLIDE). The receiver gives
the crew a display in relation to a given
descent axis. In addition, the ground station provides a Morse identification.
The ILS comprises two independent systems. Each system consists of: one
receiver 2RT1 (2RT2)
- one localizer antenna 3RT one glide/
slope antenna 4RT.
The ILS can be controlled by:
audio controls,
Radio Management Panel (RMP) 1RG1
(1RG2) and the Flight Management and
Guidance Computer 1(2) (FMGC) 1CAl
(1CA2) for frequency/course selection,
34-42
- the MCDU and the Centralized FaultDisplay Interface-Unit (CFDIU) 1TW,

for test purposes.
The EFIS display units show the ILS data:
- the CAPT Primary Flight Display (PFD)
and the F/O Navigation Display (ND)
show the deviations from the ILS l.
- the F/O PFD and the CAPT ND show the
deviations from the ILS 2. The MCDU(s)
shows the maintenance data.
ILS Indicating
On the right of the PFDs and below the
attitude sphere, the deviation indications
come into view in approach. These are:
- the vertical deviation scale,
- the lateral deviation scale,
- the related aircraft deviation symbols.
The vertical deviation scale shows a classical glide/slope deviation. It is linear.
There is a 0.175 ddm (150 microA) deviation between the two extreme dots. The
index shows magenta G/S indication. The
glide index does not appear until the glide
beam is captured (Non Computed Data).
When the index is against one stop only
one half of it is in view (the outer half
index). The glide/slope index and the scale
flash permanently in case of G/S excessive
deviation warning. With a glide fault, the
G/S index goes out of view and a red G/S
failure warning message is shown in the
middle of the scale.
The lateral deviation scale shows a classical LOC deviation. There is a 0.155 ddm
(150 micro A) deviation between the two
extreme dots. The index shows magenta
LOC indication. Until the LOC is captured, the LOC index is not shown (Non
Computed Data). When the index is
against one stop, only one half of it is
shown.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

The LOC index and the scale flash continuosly in case of LOC excessive deviation
warning. With a localizer fault, the LOC
index goes out of view and a red LOC failure warning message is shown in the middle of the scale.
The ND shows the ILS APP message in its
center top section when the pilot has
selected the ILS approach on the MCDU.
A dagger-shaped pointer points to the
selected ILS course. Its center part is the
lateral deviation bar, which can move on a
scale which is perpendicular to the pointer
and has 2 dots on each side. The position
of the bar on the scale gives the localizer
deviation. The extreme dots correspond to
plus or minus 0.155 ddm (150 micro A).
With LOC fault a red LOC warning message comes into view in the middle of the
LOC scale and the LOC deviation bar
goes out of view.
A magenta lozenge gives the glide slope
deviation on a vertical scale at the right of
the heading dial if the aircraft is within the
condition of reception of the ILS glide
slope signal. The extreme dots of the vertical scale correspond to plus or minus
0.175 ddm (150 micro A). With G/S fault,
a red G/S warning message comes into
view at the top of the scale and the index
goes out of view.
The ILS receiver applies its audio output
to the audio integrating system. This system controls and directs the output to the
headsets and/or the loud speakers. The
Audio Management Unit (AMU) controls
the audio level through the Audio Control
Panel (ACP) . On the ACP, the pilot must
push the ILS pushbutton switch and adjust
the related potentiometer to the correct
audio level. With ILS/DME collocated
stations, the DME identification Morse
JUN 97
NAVIGATION
A319/A320

code can be listened in sequence with the
ILS audio signal when the ILS pushbutton
switch on the ACP is pressed and the ILS
pushbutton switch on the FCU is selected.
ILS Warnings
The warnings related to the ILS are:
- local warning on the instruments that use
the ILS information,
- MASTER CAUT lights on CAPT and F/
O glareshield panels,
- aural warning : single chime (SC),
- warning message shown on the upper
display unit of the ECAM system.
ILS Operation
Each ILS receiver is connected to one
Radio Management Panel (RMP). The
ILS receiver 1 is connected to the RMP1
(the ILS receiver 2 to the RMP 2). ILS
receiver 1 is managed by a data bus connected FMGC 1 through the RMP 1 (the
ILS receiver 2 from the FMGC 2 through
the RMP 2). In normal operation, the
FMGC 1(2) tunes the ILS 1(2) receiver
either automatically or manually by means
of the MCDU l(2). In this case the RMP
1(2)operates as a relay which sends the
frequency information from the FMGC
1(2) to the receiver 1(2).
Utilizing a second port, ILS receiver 1 (2)
receives a second management bus (ILS 1
FREQ + RWY HDG l + INTERRO
BYTE) directly from the FMGC 2(1). The
receiver selects one of the two port functions by a discrete signal (RMP1 NAV
DISC)which is received from the FMGC
1(2) through the RMP 1(2). With fault of
one FMGC, the second FMGC can control
the two ILS receivers, one directly, the
other through its RMP. With fault of the
RMP 1(2) or two RMPs, the concerned
RMP is transparent to data and discrete
from the FMGC.
34-43
The LOC index and the scale flash continuosly in case of LOC excessive deviation
warning. With a localizer fault, the LOC
index goes out of view and a red LOC failure warning message is shown in the middle of the scale.
The ND shows the ILS APP message in its
center top section when the pilot has
selected the ILS approach on the MCDU.
A dagger-shaped pointer points to the
selected ILS course. Its center part is the
lateral deviation bar, which can move on a
scale which is perpendicular to the pointer
and has 2 dots on each side. The position
of the bar on the scale gives the localizer
deviation. The extreme dots correspond to
plus or minus 0.155 ddm (150 micro A).
With LOC fault a red LOC warning message comes into view in the middle of the
LOC scale and the LOC deviation bar
goes out of view.
A magenta lozenge gives the glide slope
deviation on a vertical scale at the right of
the heading dial if the aircraft is within the
condition of reception of the ILS glide
slope signal. The extreme dots of the vertical scale correspond to plus or minus
0.175 ddm (150 micro A). With G/S fault,
a red G/S warning message comes into
view at the top of the scale and the index
goes out of view.
The ILS receiver applies its audio output
Audio Management Unit (AMU) controls
the audio level through the Audio Control
Panel (ACP) . On the ACP, the pilot must
push the ILS pushbutton switch and adjust
the related potentiometer to the correct
audio level. With ILS/DME collocated
stations, the DME identification Morse
JUN 97
code can be listened in sequence with the

ILS audio signal when the ILS pushbutton
switch on the ACP is pressed and the ILS
pushbutton switch on the FCU is selected.
ILS Warnings
The warnings related to the ILS are:
- local warning on the instruments that use
the ILS information,
- MASTER CAUT lights on CAPT and F/
O glareshield panels,
- aural warning : single chime (SC),
- warning message shown on the upper
display unit of the ECAM system.
ILS Operation
Each ILS receiver is connected to one
Radio Management Panel (RMP). The
ILS receiver 1 is connected to the RMP1
(the ILS receiver 2 to the RMP 2). ILS
receiver 1 is managed by a data bus connected FMGC 1 through the RMP 1 (the
ILS receiver 2 from the FMGC 2 through
the RMP 2). In normal operation, the
FMGC 1(2) tunes the ILS 1(2) receiver
either automatically or manually by means
of the MCDU l(2). In this case the RMP
1(2)operates as a relay which sends the
frequency information from the FMGC
1(2) to the receiver 1(2).
Utilizing a second port, ILS receiver 1 (2)
receives a second management bus (ILS 1
FREQ + RWY HDG l + INTERRO
BYTE) directly from the FMGC 2(1). The
receiver selects one of the two port functions by a discrete signal (RMP1 NAV
DISC)which is received from the FMGC
1(2) through the RMP 1(2). With fault of
one FMGC, the second FMGC can control
the two ILS receivers, one directly, the
other through its RMP. With fault of the
RMP 1(2) or two RMPs, the concerned
RMP is transparent to data and discrete
from the FMGC.
34-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
In manual operation (at any time, or with

fault of two FMGCs), RMP 1 can control
the ILS receiver 1 after ON NAV mode
selection. In this mode ILS 1 can control
ILS 2 through RMP 2 after ON NAV
mode selection on RMP2. After any frequency selection has been made, it is necessary to select the associated course.
Either RMP 1(2) can be used to tune both
ILS receivers.
In LAND mode below 700 ft., the FMGC
sends a ground signal on the TUNE TEST
INHIBIT discrete to the ILS receiver. In
this case, whether the frequency is sent by
the FMGC or by the RMP, the ILS
receiver does not take into account any
frequency change.
In manual operation (at any time, or with

fault of two FMGCs), RMP 1 can control
the ILS receiver 1 after ON NAV mode
selection. In this mode ILS 1 can control
ILS 2 through RMP 2 after ON NAV
mode selection on RMP2. After any frequency selection has been made, it is necessary to select the associated course.
Either RMP 1(2) can be used to tune both
ILS receivers.
In LAND mode below 700 ft., the FMGC
sends a ground signal on the TUNE TEST
INHIBIT discrete to the ILS receiver. In
this case, whether the frequency is sent by
the FMGC or by the RMP, the ILS
receiver does not take into account any
frequency change.
34-44
JUN 97
34-44
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
ILS Block Diagram
ILS Block Diagram
JUN 97
A319/A320
NAVIGATION
34-45
JUN 97
34-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

WEATHER RADAR
The aircraft is equipped with an X-band
weather radar system. The weather radar
enables detection and localization of the
atmospheric disturbances in the area
defined by the antenna scanning: plus or
minus 90 of the aircraft centerline and up
to 320 NM in front of the aircraft.
In addition the weather radar system
enables:
- detection of turbulence areas caused by
the presence of precipitation,
- presentation of terrain mapping
information by the combination of the
orientation of the radar beam and of the
receiver gain.
This system is associated to:
- the Air Data/ Inertial Reference Units
(ADIRU) for the attitude information,
- the Electronic Instrument System (EIS)
for the generation of the distance scales
and the display of the radar images.
NOTE: The basic standard aircraft is
equipped with a single radar system.
The aircraft has a full provision for the
installation of a second system: the
mounting tray of the weather radar
transceiver has a dual provision.
The weather radar system consists of:
- a transceiver 1SQ1,
- a single control unit 3SQ,
- a single antenna drive 7SQ,
- an antenna 11SQ,
- a single transceiver mounting tray.
NOTE: The weather radar image is
shown on the Captain and First Officer
Navigation Displays (NDs). The NDs
are connected to the three Display Management Computers (DMCs) and to the
Captain and First Officer EFIS control
sections of the FCU.
34-46
NAVIGATION
A319/A320

NOTE: The ADIRUs give the attitude
and ground speed information to the
weather radar. This data ensures radar
antenna stabilization and corrections of
the Doppler mode (turbulence).
The weather radar system is mainly used
to detect and localize various types of
scanned by the antenna. The system shows
the disturbance intensity through the use
of colors which vary with the atmospheric
precipitation rate. The disturbances are
shown to the crew members on the NDs
with different colors:
- black, green, yellow, red to quantify the
precipitation rates,
magenta to represent the turbulence areas
up to 40 NM.
The precipitation rates are:
- black = less than 1mm/h,
- green = from 1 to 4 mm/h,
- yellow = from 4 to 12 mm/h,
- red = 12 mm/h and above.
NOTE : There is no detection of turbulence in clear sky.
The actual operating range of the system is
320 NM. The peak power emitted is
approximately 125 w. The antenna scans a
180 sector in azimuth and has a tilt
(pitch) coverage of plus or minus 15. Stabilization limits are: plus or minus 25 in
the pitch axis and plus or minus 40 in the
roll axis. The antenna scans the 180 sector in azimuth 15 times per minute. The
antenna which has a 30-inch diameter,
radiates an RF beam. The beam width is
3.3.
The weather radar may also be used as a
navigation aid. In the mapping mode, it
allows identification of major changes in
the ground map (e.g. a sea coast, an estuary, a lake, a mountain, an island, a big
city, etc.).
JUN 97
WEATHER RADAR
The aircraft is equipped with an X-band
weather radar system. The weather radar
enables detection and localization of the
defined by the antenna scanning: plus or
minus 90 of the aircraft centerline and up
to 320 NM in front of the aircraft.
In addition the weather radar system
enables:
- detection of turbulence areas caused by
the presence of precipitation,
- presentation of terrain mapping
information by the combination of the
orientation of the radar beam and of the
receiver gain.
This system is associated to:
- the Air Data/ Inertial Reference Units
(ADIRU) for the attitude information,
- the Electronic Instrument System (EIS)
for the generation of the distance scales
and the display of the radar images.
NOTE: The basic standard aircraft is
equipped with a single radar system.
The aircraft has a full provision for the
installation of a second system: the
mounting tray of the weather radar
transceiver has a dual provision.
The weather radar system consists of:
- a transceiver 1SQ1,
- a single control unit 3SQ,
- a single antenna drive 7SQ,
- an antenna 11SQ,
- a single transceiver mounting tray.
NOTE: The weather radar image is
shown on the Captain and First Officer
Navigation Displays (NDs). The NDs
are connected to the three Display Management Computers (DMCs) and to the
Captain and First Officer EFIS control
sections of the FCU.
34-46
NOTE: The ADIRUs give the attitude

and ground speed information to the
weather radar. This data ensures radar
antenna stabilization and corrections of
the Doppler mode (turbulence).
The weather radar system is mainly used
to detect and localize various types of
scanned by the antenna. The system shows
the disturbance intensity through the use
of colors which vary with the atmospheric
precipitation rate. The disturbances are
shown to the crew members on the NDs
with different colors:
- black, green, yellow, red to quantify the
precipitation rates,
magenta to represent the turbulence areas
up to 40 NM.
The precipitation rates are:
- black = less than 1mm/h,
- green = from 1 to 4 mm/h,
- yellow = from 4 to 12 mm/h,
- red = 12 mm/h and above.
NOTE : There is no detection of turbulence in clear sky.
The actual operating range of the system is
320 NM. The peak power emitted is
approximately 125 w. The antenna scans a
180 sector in azimuth and has a tilt
(pitch) coverage of plus or minus 15. Stabilization limits are: plus or minus 25 in
the pitch axis and plus or minus 40 in the
roll axis. The antenna scans the 180 sector in azimuth 15 times per minute. The
antenna which has a 30-inch diameter,
radiates an RF beam. The beam width is
3.3.
The weather radar may also be used as a
navigation aid. In the mapping mode, it
allows identification of major changes in
the ground map (e.g. a sea coast, an estuary, a lake, a mountain, an island, a big
city, etc.).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
Weather Radar Block Diagram
JUN 97
A319/A320
NAVIGATION
Weather Radar Block Diagram

34-47
JUN 97
34-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

Weather Radar Operation
The weather radar antenna is controlled in
azimuth and elevation by the transceiver.
The antenna movements are accomplished
by 2 DC motors and the angular positions
are recopied by 2 or 4 synchros (2 for a
single antenna and 4 for a dual antenna).
The RF signal (transmitted or received) is
conveyed by a wave guide between the
antenna and the transceiver. The antenna
is powered by 1l5VAC 400Hz coming
from the selected transceiver.
A wave guide assembly provides the RF
connection between the WR antenna drive
and the WR transceiver dual mounting
tray (connected to the wave guide switch).
The wave guide assembly is made up of
rigid and flexible parts which have a standard rectangular section (1 in. x 0.5 in.).
The wave guide switch is integral with the
mounting tray. It ensures switching of the
RF signal from the antenna to each transceiver. Control circuits monitor the wave
guide switch position to avoid transmission on a closed wave guide.
The weather radar system uses the principle of radio echoing. The weather radar
transceiver generates microwave energy
in the form of electromagnetic pulses. The
energy is conveyed in space by a very
high frequency wave (X band). When this
wave intercepts an appropriate target, part
of the energy is reflected back to the
weather radar antenna then to the transceiver. The electronics circuits of the
transceiver measure the elapsed time
between the transmission of the wave and
the reception of the echo to determine the
target distance (it takes 12.36 microseconds for the electromagnetic wave to
travel out and back for each nautical mile
of target range).
The angular position of the target is
34-48
NAVIGATION
A319/A320

detected by the angular position of the
antenna in its scanning in azimuth. As the
quantity of energy reflected to the antenna
is proportional to the target density, the
different levels of atmospheric disturbances are shown on the displays by different colors. The detection of the
turbulence areas is based on the Doppler
effect applied to the movement of precipitation drops detected in clouds. Only
movements parallel to the aircraft centerline are detected.
The various system controls are grouped
on the weather radar control unit and EFIS
control sections of the FCU. Radar image
control on the NDs is achieved through
the scale selector switches located on Captain and First Officer EFIS control sections of the FCU:
- a navigation display mode selector
switch, made up of a rotary switch
enabling the selection of ROSE or ARC
function for display of a weather radar
image on the CAPT and F/O NDs,
- a scale selector switch common to EFIS,
FMGS and radar systems, which enables
the selection of 10, 20, 40, 80, 160 or
320 operation range in nautical miles
(NM) for display of the weather radar
image on the CAPT and F/O NDs.
NOTE: In the event of one FMGC fault,
there is an automatic transfer of the
weather radar image from one ND to
the other one. Only one scale switch can
control the weather radar image in this
mode.
The CAPT and F/O ND concentric potentiometers, found on the CAPT and F/O
lighting control panels, are used for
adjusting the brightness of the image displayed on the NDs. The outer knob of
each potentiometer controls the brightness
of the radar image only.
JUN 97
Weather Radar Operation

The weather radar antenna is controlled in
azimuth and elevation by the transceiver.
The antenna movements are accomplished
by 2 DC motors and the angular positions
are recopied by 2 or 4 synchros (2 for a
single antenna and 4 for a dual antenna).
The RF signal (transmitted or received) is
conveyed by a wave guide between the
antenna and the transceiver. The antenna
is powered by 1l5VAC 400Hz coming
from the selected transceiver.
A wave guide assembly provides the RF
connection between the WR antenna drive
and the WR transceiver dual mounting
tray (connected to the wave guide switch).
The wave guide assembly is made up of
rigid and flexible parts which have a standard rectangular section (1 in. x 0.5 in.).
The wave guide switch is integral with the
mounting tray. It ensures switching of the
RF signal from the antenna to each transceiver. Control circuits monitor the wave
guide switch position to avoid transmission on a closed wave guide.
The weather radar system uses the principle of radio echoing. The weather radar
transceiver generates microwave energy
in the form of electromagnetic pulses. The
energy is conveyed in space by a very
high frequency wave (X band). When this
wave intercepts an appropriate target, part
of the energy is reflected back to the
weather radar antenna then to the transceiver. The electronics circuits of the
transceiver measure the elapsed time
between the transmission of the wave and
the reception of the echo to determine the
target distance (it takes 12.36 microseconds for the electromagnetic wave to
travel out and back for each nautical mile
of target range).
The angular position of the target is
34-48
detected by the angular position of the

antenna in its scanning in azimuth. As the
quantity of energy reflected to the antenna
is proportional to the target density, the
different levels of atmospheric disturbances are shown on the displays by different colors. The detection of the
turbulence areas is based on the Doppler
effect applied to the movement of precipitation drops detected in clouds. Only
movements parallel to the aircraft centerline are detected.
The various system controls are grouped
on the weather radar control unit and EFIS
control sections of the FCU. Radar image
control on the NDs is achieved through
the scale selector switches located on Captain and First Officer EFIS control sections of the FCU:
- a navigation display mode selector
switch, made up of a rotary switch
enabling the selection of ROSE or ARC
function for display of a weather radar
image on the CAPT and F/O NDs,
- a scale selector switch common to EFIS,
FMGS and radar systems, which enables
the selection of 10, 20, 40, 80, 160 or
320 operation range in nautical miles
(NM) for display of the weather radar
image on the CAPT and F/O NDs.
NOTE: In the event of one FMGC fault,
there is an automatic transfer of the
weather radar image from one ND to
the other one. Only one scale switch can
control the weather radar image in this
mode.
The CAPT and F/O ND concentric potentiometers, found on the CAPT and F/O
lighting control panels, are used for
adjusting the brightness of the image displayed on the NDs. The outer knob of
each potentiometer controls the brightness
of the radar image only.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

Weather Radar Safety Precautions
Special precautions need to be taken when
operating the weather radar. Before selecting WX, WX/TURB or MAP mode on the
control unit, make sure that:
- no one is within a distance less than 5
meters (16.4 ft) from the antenna in
movement within an arc of 135 on
either side of the aircraft centerline,
- a minimum safety distance of 5 meters
(16.4 ft) is held between the aircraft and
any obstacle within an arc of 90 on
- the system must not be operated during
the refueling of the aircraft or during any
refueling operation within 100 meters.

In the case of dual installation, only one
transceiver is working at the same time,
but both transceivers are always supplied
in order to allow maintenance activities.
Power is supplied by AC busbars
101XP-C (for XCVR 1) and 202XP-A (for
XCVR 2).
NOTE: No pre-heating time is necessary for the weather radar transceiver.

Special precautions need to be taken when
operating the weather radar. Before selecting WX, WX/TURB or MAP mode on the
control unit, make sure that:
- no one is within a distance less than 5
meters (16.4 ft) from the antenna in
movement within an arc of 135 on
- a minimum safety distance of 5 meters
(16.4 ft) is held between the aircraft and
any obstacle within an arc of 90 on
- the system must not be operated during
the refueling of the aircraft or during any
refueling operation within 100 meters.

JUN 97
A319/A320
NAVIGATION
In the case of dual installation, only one

transceiver is working at the same time,
but both transceivers are always supplied
in order to allow maintenance activities.
Power is supplied by AC busbars
101XP-C (for XCVR 1) and 202XP-A (for
XCVR 2).
NOTE: No pre-heating time is necessary for the weather radar transceiver.

34-49
JUN 97
34-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

RADIO ALTIMETER
The function of the radio altimeter (RA) is
to determine the height of the aircraft
above the terrain. One of the main characteristics of the system is that it locks onto
the leading edge of the reflected wave.
This permits measurement of the distance
between the aircraft and the nearest obstacle. The radio altimeter can operate over a
irregular ground surface. The principle of
the radio altimeter is to:
- transmit a frequency modulated signal
from the aircraft to the ground,
- receive the ground reflected signal after
a certain delay.
The time between the transmitted frequency and the received frequency is proportional to the aircraft height. The radio
altimeter comprises two independent systems. Each system consists of:
- one transceiver 2SA1 (2SA2),
- one transmission antenna 6SA1 (6SA2),
- one reception antenna 5SA1 (5SA2)
- one fan 3SA1 (3SA2).
The Centralized Fault-Display InterfaceUnit (CFDIU) 1TW controls the system
through the Multipurpose Control and
Display Unit 1 (2) (MCDU) 3CA1
(3CA2) for test purposes.
The radio height data is shown on the Primary Flight Displays (PFDs). In normal
operation, system 1 provides information
to the CAPT PFD and system 2 to the F/O
PFD. The aircraft height data with respect
to the ground is shown on the PFD. This
indication is at the bottom of the attitude
sphere, for height less than or equal to
2500 ft.
34-50
NAVIGATION
A319/A320

The dimension and color of the digits
change in relation to the height (H) and
decision height (DH) as follows:
- height greater than or equal to 400 ft. = 3
mm green digits,
- height less than 400 ft. and DH + 100 ft.
= 4 mm green digits,
- height less than DH + 100 ft. = 4 mm
amber digits.
The sensitivity of the digits is also a function of the height:
- height greater than 50 ft. = 10 ft.
increments,
- height between 50 ft. and 5ft. = 5 ft.
increments,
- height less than 5ft. = 1 ft. increments.
If both radio altimeters fail, a red RA
warning message is shown in place of the
radio height information when slats
extended. The message flashes for 3 seconds then remains steady.
JUN 97
RADIO ALTIMETER
The function of the radio altimeter (RA) is
to determine the height of the aircraft
above the terrain. One of the main characteristics of the system is that it locks onto
the leading edge of the reflected wave.
This permits measurement of the distance
between the aircraft and the nearest obstacle. The radio altimeter can operate over a
irregular ground surface. The principle of
the radio altimeter is to:
- transmit a frequency modulated signal
from the aircraft to the ground,
- receive the ground reflected signal after
a certain delay.
The time between the transmitted frequency and the received frequency is proportional to the aircraft height. The radio
altimeter comprises two independent systems. Each system consists of:
- one transceiver 2SA1 (2SA2),
- one transmission antenna 6SA1 (6SA2),
- one reception antenna 5SA1 (5SA2)
- one fan 3SA1 (3SA2).
The Centralized Fault-Display InterfaceUnit (CFDIU) 1TW controls the system
through the Multipurpose Control and
Display Unit 1 (2) (MCDU) 3CA1
(3CA2) for test purposes.
The radio height data is shown on the Primary Flight Displays (PFDs). In normal
operation, system 1 provides information
to the CAPT PFD and system 2 to the F/O
PFD. The aircraft height data with respect
to the ground is shown on the PFD. This
indication is at the bottom of the attitude
sphere, for height less than or equal to
2500 ft.
34-50
The dimension and color of the digits

change in relation to the height (H) and
decision height (DH) as follows:
- height greater than or equal to 400 ft. = 3
mm green digits,
- height less than 400 ft. and DH + 100 ft.
= 4 mm green digits,
- height less than DH + 100 ft. = 4 mm
amber digits.
The sensitivity of the digits is also a function of the height:
- height greater than 50 ft. = 10 ft.
increments,
- height between 50 ft. and 5ft. = 5 ft.
increments,
- height less than 5ft. = 1 ft. increments.
If both radio altimeters fail, a red RA
radio height information when slats
extended. The message flashes for 3 seconds then remains steady.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
Radio Altimeter Block Diagram
Radio Altimeter Block Diagram
JUN 97
A319/A320
NAVIGATION
34-51
JUN 97
34-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

RA Operation
When the aircraft is below 500 ft. height
above the terrain, a red ribbon comes into
view on the bottom of the altitude scale
and moves up with this scale as the aircraft is in the descent phase. When the aircraft has touched down on the ground, the
top of this ribbon is at the middle of the
altitude window. With failure of both
radio altimeters, the ribbon goes out of
view. Below 300 ft., the height is shown
by the distance between the horizon line
and a line on the bottom of the attitude
sphere on the PFDs.
The line will move up to the center of the
attitude sphere as the aircraft approaches
the ground. The distance between these
two lines is proportional to the ground
height (sensitivity 5 ft./mm). As it moves
up, the limit line erases the graduations on
the pitch scale. With failure of both radio
altimeters, this indication goes out of
view.
34-52
NAVIGATION
A319/A320

The pilot sets the DH on the MCDU. The
DH data is shown on the right top corner
of the PFD (3 mm high digits) if the radio
altimeter is operational. When the height
is lower than the DH, a DH amber warning message comes into view at the bottom of the attitude sphere. In normal
operation, system 1 automatically provides the height data for the CAPT PFD
and system 2 for the F/O PFD. The Flight
Warning Computer (FWC) generates the
DH warning message.
With failure of one system, the valid system is automatically switched to both
CAPT and F/O PFDs. With failure of the
two systems, the digits go out of view
from the PFD, and in place of the digits, a
red RA warning message flashes during
three seconds then remains on.
With loss of DH information, the DH data
are not shown.
JUN 97
RA Operation
When the aircraft is below 500 ft. height
above the terrain, a red ribbon comes into
view on the bottom of the altitude scale
and moves up with this scale as the aircraft is in the descent phase. When the aircraft has touched down on the ground, the
top of this ribbon is at the middle of the
altitude window. With failure of both
radio altimeters, the ribbon goes out of
view. Below 300 ft., the height is shown
by the distance between the horizon line
and a line on the bottom of the attitude
sphere on the PFDs.
The line will move up to the center of the
attitude sphere as the aircraft approaches
the ground. The distance between these
two lines is proportional to the ground
height (sensitivity 5 ft./mm). As it moves
up, the limit line erases the graduations on
the pitch scale. With failure of both radio
altimeters, this indication goes out of
view.
34-52
The pilot sets the DH on the MCDU. The

DH data is shown on the right top corner
of the PFD (3 mm high digits) if the radio
altimeter is operational. When the height
is lower than the DH, a DH amber warning message comes into view at the bottom of the attitude sphere. In normal
operation, system 1 automatically provides the height data for the CAPT PFD
and system 2 for the F/O PFD. The Flight
Warning Computer (FWC) generates the
DH warning message.
With failure of one system, the valid system is automatically switched to both
CAPT and F/O PFDs. With failure of the
two systems, the digits go out of view
from the PFD, and in place of the digits, a
red RA warning message flashes during
three seconds then remains on.
With loss of DH information, the DH data
are not shown.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

TRAFFIC COLLISION AVOIDNCE
SYSTEM (TCAS)
The TCAS II (Traffic Collision Avoidance
System) is designed to detect and display
aircraft in the immediate vicinity and to
provide the flight crew with indications to
avoid these intruders by changing the
flight path in the vertical plane only.
The TCAS periodically interrogates their
transponders, computes their trajectories
and constantly determines their potential
threat. The acquisition of their signals is
achieved by means of two transmit/receive
antennas, one located on the underside of
the fuselage and the other on the top. The
system can establish individualized communications with each aircraft through
ATC/Mode S transponders. This permits
operation in dense traffic areas while
avoiding an overload of radio-electric
transmissions that would result from a
general all-intruder response. It usually
operates independently, but may be controlled from ground stations.
The TCAS has the capability to communicate with ATCRBS (Air Traffic Control
Radar Beacon System) ground stations
equipped with the Mode S system to indicate to them the vertical maneuver orders
presented to the aircraft pilot. This information can facilitate the task of the ground
station controller who, in turn, can modify
the TCAS operating mode and cancel the
avoidance orders if deemed necessary for
safety.
JUN 97
NAVIGATION
A319/A320

The current surveillance envelope covers
an area of plus or minus 2700 ft in altitude
and 14 NM minimum in range, but display
range is authorized up to 30 NM in range
and 1200 ft in altitude. The system
maintains surveillance within a sphere
determined by the transmit power and
receiver sensitivity of the TCAS computer. The area in which a threat is imminent depends on the speed and path of the
own A/C and the threat A/C. There is an
area defined as TAU within the surveillance arc which represents the minimum
time the flight crew needs to identify a
collision threat and take evasive action.
When an aircraft is airborne, its TCAS
periodically transmits interrogation signals for all ATCRBS and Mode S transponder-equipped aircraft in the vicinity.
These interrogations are received by the
ATCRBS ground stations and by the transponders of the other aircraft. In response
to these interrogations, the transponders of
nearby aircraft return signals containing
their altitude value. The TCAS computes
the range between the two aircraft by measuring the elapsed time between transmission of the interrogation and reception of
the reply. The altitude, altitude rate, range
and range rate are determined by a periodic tracking of these exchanges and the
data is used for intruder threat assessment.
Each threat is treated individually, but the
TCAS determines the best collision avoidance possibility with respect to all aircraft
in its vicinity, while establishing maneuver coordination with the other TCASequipped aircraft.
34-53
TRAFFIC COLLISION AVOIDNCE

SYSTEM (TCAS)
The TCAS II (Traffic Collision Avoidance
System) is designed to detect and display
aircraft in the immediate vicinity and to
provide the flight crew with indications to
avoid these intruders by changing the
flight path in the vertical plane only.
The TCAS periodically interrogates their
transponders, computes their trajectories
and constantly determines their potential
threat. The acquisition of their signals is
achieved by means of two transmit/receive
antennas, one located on the underside of
the fuselage and the other on the top. The
system can establish individualized communications with each aircraft through
ATC/Mode S transponders. This permits
operation in dense traffic areas while
avoiding an overload of radio-electric
transmissions that would result from a
general all-intruder response. It usually
operates independently, but may be controlled from ground stations.
The TCAS has the capability to communicate with ATCRBS (Air Traffic Control
Radar Beacon System) ground stations
equipped with the Mode S system to indicate to them the vertical maneuver orders
presented to the aircraft pilot. This information can facilitate the task of the ground
station controller who, in turn, can modify
the TCAS operating mode and cancel the
avoidance orders if deemed necessary for
safety.
JUN 97
The current surveillance envelope covers

an area of plus or minus 2700 ft in altitude
and 14 NM minimum in range, but display
range is authorized up to 30 NM in range
and 1200 ft in altitude. The system
maintains surveillance within a sphere
determined by the transmit power and
receiver sensitivity of the TCAS computer. The area in which a threat is imminent depends on the speed and path of the
own A/C and the threat A/C. There is an
area defined as TAU within the surveillance arc which represents the minimum
time the flight crew needs to identify a
collision threat and take evasive action.
When an aircraft is airborne, its TCAS
periodically transmits interrogation signals for all ATCRBS and Mode S transponder-equipped aircraft in the vicinity.
These interrogations are received by the
ATCRBS ground stations and by the transponders of the other aircraft. In response
to these interrogations, the transponders of
nearby aircraft return signals containing
their altitude value. The TCAS computes
the range between the two aircraft by measuring the elapsed time between transmission of the interrogation and reception of
the reply. The altitude, altitude rate, range
and range rate are determined by a periodic tracking of these exchanges and the
data is used for intruder threat assessment.
Each threat is treated individually, but the
TCAS determines the best collision avoidance possibility with respect to all aircraft
in its vicinity, while establishing maneuver coordination with the other TCASequipped aircraft.
34-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

The optimum maneuver is the one that
ensures an adequate separation of trajectories with a minimum vertical trend variation.
Visual and aural advisories are supplied
by the TCAS computer whenever assessment of the relative position of two aircraft reveals a potential collision hazard.
The Traffic Advisories (TA) indicate the
position of nearby aircraft which are or
may become a threat. Their display alerts
the flight crew to the presence of intruders
and facilitates their visual acquisition. The
Resolution Advisories (RA) may be
divided into two categories:
- Corrective Advisories that instruct the
pilot to deviate from current vertical
rate,
- Preventive Advisories that instruct the
pilot to avoid certain maneuvers.
Visual indications are presented on the
(EFIS). The Navigation Display (ND) is
used to indicate the situation in the nearby
traffic area: a symbol is displayed for each
intruder on the image in the ARC or
ROSE mode. The avoidance maneuver
indications, if any, are displayed on the
vertical speed scale of the Primary Flight
Display (PFD) by means of a band of colored sectors showing the vertical speed
value to be adopted in order to avoid any
risk of collision.
The avoidance maneuvers initiated by the
TCAS could create a conflict situation if
directed at another TCAS-equipped aircraft as this aircraft may also take similar
evasive action, resulting in an unchanged
situation. To avoid this situation, a communication link between the two aircraft
is established via the transponders,
exchanging coordination messages.
34-54
NAVIGATION
A319/A320

The first aircraft to detect the other one
initiates the communication procedure,
indicates the maneuvers it intends to perform and communicates orders to the
other aircraft requesting it to maintain its
trajectory. This involves the use of Mode
S transponders, the only equipment of this
type possessing the LINK function
required for data exchange. The Mode S
transponders provide the capability to
transmit a unique address (24 bits)
assigned to each aircraft, permitting them
to reply individually to other TCASequipped aircraft. It can respond to ground
station interrogations in Mode A and
Mode C and also in Mode S if the stations
are suitably equipped.
With respect to aircraft equipped with
Mode A transponders only, the TCAS
cannot generate resolution advisories as
these transponders do not communicate
aircraft altitude. The aircraft are, however,
displayed on the ND, enabling their location in range and bearing, but with no altitude indications. The ground stations can
modify the TCAS operating mode via the
transponder link so as to inhibit resolution
advisories in certain conditions.
The TCAS receives information from the
following equipment:
- Radio Altimeter - The radio altitude is an
essential parameter for the TCAS. In the
0 to 2350 ft. range it permits modulation
of system sensitivity and triggering of
inhibit orders. For this reason, two radio
altimeters, one active and the other in
standby, are linked to the TCAS via the
low speed ARINC 429 bus,
JUN 97
The optimum maneuver is the one that

ensures an adequate separation of trajectories with a minimum vertical trend variation.
Visual and aural advisories are supplied
by the TCAS computer whenever assessment of the relative position of two aircraft reveals a potential collision hazard.
The Traffic Advisories (TA) indicate the
position of nearby aircraft which are or
may become a threat. Their display alerts
the flight crew to the presence of intruders
and facilitates their visual acquisition. The
Resolution Advisories (RA) may be
divided into two categories:
- Corrective Advisories that instruct the
pilot to deviate from current vertical
rate,
- Preventive Advisories that instruct the
pilot to avoid certain maneuvers.
Visual indications are presented on the
(EFIS). The Navigation Display (ND) is
used to indicate the situation in the nearby
traffic area: a symbol is displayed for each
intruder on the image in the ARC or
ROSE mode. The avoidance maneuver
indications, if any, are displayed on the
vertical speed scale of the Primary Flight
Display (PFD) by means of a band of colored sectors showing the vertical speed
value to be adopted in order to avoid any
risk of collision.
The avoidance maneuvers initiated by the
TCAS could create a conflict situation if
directed at another TCAS-equipped aircraft as this aircraft may also take similar
evasive action, resulting in an unchanged
situation. To avoid this situation, a communication link between the two aircraft
is established via the transponders,
exchanging coordination messages.
34-54
The first aircraft to detect the other one

initiates the communication procedure,
indicates the maneuvers it intends to perform and communicates orders to the
other aircraft requesting it to maintain its
trajectory. This involves the use of Mode
S transponders, the only equipment of this
type possessing the LINK function
required for data exchange. The Mode S
transponders provide the capability to
transmit a unique address (24 bits)
assigned to each aircraft, permitting them
to reply individually to other TCASequipped aircraft. It can respond to ground
station interrogations in Mode A and
Mode C and also in Mode S if the stations
are suitably equipped.
With respect to aircraft equipped with
Mode A transponders only, the TCAS
cannot generate resolution advisories as
these transponders do not communicate
aircraft altitude. The aircraft are, however,
displayed on the ND, enabling their location in range and bearing, but with no altitude indications. The ground stations can
modify the TCAS operating mode via the
transponder link so as to inhibit resolution
advisories in certain conditions.
The TCAS receives information from the
following equipment:
- Radio Altimeter - The radio altitude is an
essential parameter for the TCAS. In the
0 to 2350 ft. range it permits modulation
of system sensitivity and triggering of
inhibit orders. For this reason, two radio
altimeters, one active and the other in
standby, are linked to the TCAS via the
low speed ARINC 429 bus,
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

- Air data system - Barometric altitude
information fulfills the same functions as
radio altitude information, but for the
range over 2350 ft. The ADIRU, which
is not directly linked to the TCAS
computer, transmits this information to
the computer across the transponders via
the ARINC 429 buses.
- Inertial reference system - The TCAS is
linked by a high speed ARINC 429 bus
to the aircraft ADIRU l which supplies it
with magnetic heading and pitch and roll
attitude information,
- Landing Gear Control and Interface Unit
(LGCIU) - The LGCIU provides TCAS
with the following discrete signals:
- ground/flight signal,
- landing gear extended signal.
- Centralized Fault Display Interface Unit
(CFDIU) - The TCAS computer
communicates with the Centralized Fault
Display System (CFDS)via two low
speed ARINC 429 buses.
- Data loader - It is possible to load
software data into the TCAS computer
by means of a mobile data loader with
remote loading capability linked by two
low speed ARINC 429 buses to a
dedicated connector in the aircraft,
- Flight Data Interface Unit (FDIU) - The
FDIU receives TCAS data from the
DMC. The following parameters are
recorded by the FDIU:
-advisory rate to maintain
-combined control,
-vertical control,
-up advisory,
-down advisory,
-manual sensitivity level,
-TA issued or not.
JUN 97
NAVIGATION
A319/A320

Discretes are used for the inhibition of certain advisories by equipment with higher
priority than the TCAS:
- advisory inhibit by the windshear signal,
- advisory inhibit by the stall warning,
- advisory inhibits by the following
signals from the GPWS:
-G/S (Glide Slope),
-GPWC.
Discrete pin program inputs are used for:
- audio level to set the audio level of the
synthetic voice output,
- all traffic/threat traffic display at Threat
Traffic indicates that intruders are only
displayed if a TA or RA is presented,
- ground display mode: specifies that the
display mode, when the aircraft is on the
ground, is the TA mode only,
- display intruder limit: indicates the
maximum number of intruders that can
be displayed ,
- aircraft altitude limit, configured at
48,000 ft. informs the TCAS computer
that it must inhibit climb orders above
this altitude.
TCAS Operation
TCAS detects A/C equipped with Mode S
transponders by listening for squitter
transmissions. Mode S transponders
announce their presence by transmitting
squitter messages once every second. The
TCAS also detects A/C equipped with
transponders that do not reply to Mode S
interrogations but do reply to Mode C
interrogations. The TCAS must actively
search for Mode C equipped intruder aircraft because Mode C transponders do not
transmit squitter messages. Once the presence of a Mode C intruder is confirmed, it
is tracked by the TCAS.
34-55
- Air data system - Barometric altitude

information fulfills the same functions as
radio altitude information, but for the
range over 2350 ft. The ADIRU, which
is not directly linked to the TCAS
computer, transmits this information to
the computer across the transponders via
the ARINC 429 buses.
- Inertial reference system - The TCAS is
linked by a high speed ARINC 429 bus
to the aircraft ADIRU l which supplies it
with magnetic heading and pitch and roll
attitude information,
- Landing Gear Control and Interface Unit
(LGCIU) - The LGCIU provides TCAS
with the following discrete signals:
- ground/flight signal,
- landing gear extended signal.
- Centralized Fault Display Interface Unit
(CFDIU) - The TCAS computer
communicates with the Centralized Fault
Display System (CFDS)via two low
speed ARINC 429 buses.
- Data loader - It is possible to load
software data into the TCAS computer
by means of a mobile data loader with
remote loading capability linked by two
low speed ARINC 429 buses to a
dedicated connector in the aircraft,
- Flight Data Interface Unit (FDIU) - The
FDIU receives TCAS data from the
DMC. The following parameters are
recorded by the FDIU:
-advisory rate to maintain
-combined control,
-vertical control,
-up advisory,
-down advisory,
-manual sensitivity level,
-TA issued or not.
JUN 97
Discretes are used for the inhibition of certain advisories by equipment with higher
priority than the TCAS:
- advisory inhibit by the windshear signal,
- advisory inhibit by the stall warning,
- advisory inhibits by the following
signals from the GPWS:
-G/S (Glide Slope),
-GPWC.
Discrete pin program inputs are used for:
- audio level to set the audio level of the
synthetic voice output,
- all traffic/threat traffic display at Threat
Traffic indicates that intruders are only
displayed if a TA or RA is presented,
- ground display mode: specifies that the
display mode, when the aircraft is on the
ground, is the TA mode only,
- display intruder limit: indicates the
maximum number of intruders that can
be displayed ,
- aircraft altitude limit, configured at
48,000 ft. informs the TCAS computer
that it must inhibit climb orders above
this altitude.
TCAS Operation
TCAS detects A/C equipped with Mode S
transponders by listening for squitter
transmissions. Mode S transponders
announce their presence by transmitting
squitter messages once every second. The
TCAS also detects A/C equipped with
transponders that do not reply to Mode S
interrogations but do reply to Mode C
interrogations. The TCAS must actively
search for Mode C equipped intruder aircraft because Mode C transponders do not
transmit squitter messages. Once the presence of a Mode C intruder is confirmed, it
is tracked by the TCAS.
34-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

TCAS is capable of tracking up to a combined total of 30 Mode S and Mode C
intruders. Tracking is performed by repetitive TCAS interrogations in Mode S and
Mode C format.
In TCAS, target aircraft are categorized
depending on specific criteria varying in
function of altitude.
TCAS essentially uses two types of information to perform this classification:
- the relative altitude between two
aircraft, known by the difference of their
barometric altitudes,
- the distance or range separating them.
Tracking these two parameters at regular
intervals provides variations to be calculated:
- altitude rate
- range rate.
Assessment of the potential threat represented by an intruder depends on two criteria determined with respect to a point in
the traffic area called Closest Point of
Approach (CPA). This is the point of minimum distance between the two aircraft,
assuming that their trajectories do not
deviate. The two criteria are:
- vertical separation at CPA,
- time left before reaching CPA.
Target aircraft are divided into four categories:
- OTHER,
- PROXIMATE,
- TRAFFIC ADVISORY (TA),
- RESOLUTION ADVISORY (RA).
Depending on the Above/Below selection,
targets are defined as other intruders if
their:
- altitude is between 2700 ft and 9900 ft
above or below the TCAS equipped
aircraft,
- distance is more than 14 NM.
34-56
NAVIGATION
A319/A320

Their presentation on the ND is continuous (TFC function selected = full time display function activated) or conditioned by
the presence of a TA/RA intruder (TA or
TA/RA function selected). Depending on
their trajectory, they may maintain this
status and move away without an advisory
being declared. The pilot is informed of
their presence on the ND by a white outlined diamond symbol and can monitor
their progress, or have a trajectory likely
to lead to a conflict situation and in this
case they require a new category and a
symbol change.
Targets are defined as proximate traffic if
the difference between their altitude and
that of the TCAS aircraft is less than 1200
ft and if their range is within 6 NM. Their
presentation on the ND is permanent (TFC
function selected = full time display function activated) or conditioned by the presence of a TA/RA intruder (TA or TA/RA
function selected). Generally aircraft not
in the immediate vicinity enter into this
category. Depending on their trajectory,
they may maintain this status and move
away without an advisory being declared.
The pilot is informed of their presence on
the ND by a white filled diamond symbol
and can monitor their progress, or have a
trajectory likely to lead to a conflict situation and in this case, they require a traffic
advisory and their symbol changes.
JUN 97
TCAS is capable of tracking up to a combined total of 30 Mode S and Mode C

intruders. Tracking is performed by repetitive TCAS interrogations in Mode S and
Mode C format.
In TCAS, target aircraft are categorized
depending on specific criteria varying in
function of altitude.
TCAS essentially uses two types of information to perform this classification:
- the relative altitude between two
aircraft, known by the difference of their
barometric altitudes,
- the distance or range separating them.
Tracking these two parameters at regular
intervals provides variations to be calculated:
- altitude rate
- range rate.
Assessment of the potential threat represented by an intruder depends on two criteria determined with respect to a point in
the traffic area called Closest Point of
Approach (CPA). This is the point of minimum distance between the two aircraft,
assuming that their trajectories do not
deviate. The two criteria are:
- vertical separation at CPA,
- time left before reaching CPA.
Target aircraft are divided into four categories:
- OTHER,
- PROXIMATE,
- TRAFFIC ADVISORY (TA),
- RESOLUTION ADVISORY (RA).
Depending on the Above/Below selection,
targets are defined as other intruders if
their:
- altitude is between 2700 ft and 9900 ft
above or below the TCAS equipped
aircraft,
- distance is more than 14 NM.
34-56
Their presentation on the ND is continuous (TFC function selected = full time display function activated) or conditioned by
the presence of a TA/RA intruder (TA or
TA/RA function selected). Depending on
their trajectory, they may maintain this
status and move away without an advisory
being declared. The pilot is informed of
their presence on the ND by a white outlined diamond symbol and can monitor
their progress, or have a trajectory likely
to lead to a conflict situation and in this
case they require a new category and a
symbol change.
Targets are defined as proximate traffic if
the difference between their altitude and
that of the TCAS aircraft is less than 1200
ft and if their range is within 6 NM. Their
presentation on the ND is permanent (TFC
function selected = full time display function activated) or conditioned by the presence of a TA/RA intruder (TA or TA/RA
function selected). Generally aircraft not
in the immediate vicinity enter into this
category. Depending on their trajectory,
they may maintain this status and move
away without an advisory being declared.
The pilot is informed of their presence on
the ND by a white filled diamond symbol
and can monitor their progress, or have a
trajectory likely to lead to a conflict situation and in this case, they require a traffic
advisory and their symbol changes.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
A319/A320
NAVIGATION
TCAS Surveillance Envelope
TCAS Surveillance Envelope
TCAS Threat Evaluation Diagram
TCAS Threat Evaluation Diagram
JUN 97
34-57
JUN 97
34-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

TCAS Advisorys
When an intruder is relatively near, but
does not represent an immediate threat,
TCAS issues a traffic advisory. Its presence is displayed on the ND by an amber
filled circle. Its display is accompanied by
an aural alert: Traffic Traffic. The pilot is
now aware of its presence and knows its
range and relative bearing. Its display is
linked to vertical separation and time
TAU before CPA values. Depending on
its trajectory, an intruder may maintain
this status and move away, or it may
become a collision threat. In this case,
avoidance maneuvers are suggested to the
pilot via a resolution advisory.
In resolution displays, the intruder is represented on the ND by a red filled square
and corrective orders are issued on the
vertical speed scale of the PFD. Crossing
into resolution advisory occurs for a TAU
time threshold 10 to 15 seconds lower
than a traffic advisory threshold. Vertical
separation between the two aircraft is also
taken into account for this category. There
are two types of resolution advisory, in
function of the vertical separation value:
- Preventive Advisories,
- Corrective Advisories.
A preventative advisory is instructs the
pilot to avoid certain deviations from current vertical rate, in order to avoid a risk
of collision. On the PFD speed scale, the
forbidden values are indicated by red sectors.
A corrective advisory instructs the pilot
what to do on vertical speed scale of the
PFD. Colored sectors depict avoidance
maneuvers to be performed:
- red sector = forbidden vertical speeds,
- green fly to sector = a vertical speed
range to be respected.
34-58
NAVIGATION
A319/A320

Trajectory correction or holding visual
orders are accompanied by synthesized
voice announcements whose level cannot
be adjusted by the pilot. These announcements are generated by the TCAS computer and broadcast via the cockpit loud
speakers. These messages and their meanings are described below:
- CLIMB, CLIMB, CLIMB. Climb at
the rate shown by the green sector on the
PFD (1500 ft/min),
- CLIMB, CROSSING CLIMB, CLIMB,
CROSSING CLIMB. As above except
that it further indicates that own flight
path will cross through that of the
intruder,
- REDUCE CLIMB, REDUCE
CLIMB. Reduce vertical speed to that
shown by the green sector on the PFD,
- INCREASE CLIMB, INCREASE
CLIMB, Follows a climb advisory.
The vertical speed of the aircraft should
be increased (2500 ft/min),
- CLIMB, CLIMB NOW, CLIMB,
CLIMB NOW. Follows a descend
advisory when a reversal in sense is
required to achieve safe vertical
separation from a maneuvering intruder,
- DESCEND, DESCEND, DESCEND.
Descend at the rate indicated by the
green sector on the PFD (-1500 ft/min)
- DESCEND, CROSSING DESCEND,
DESCEND, CROSSING DESCEND.
Same as above except that it further
indicates that own flight path will cross
through that of the intruder,
- REDUCE DESCENT, REDUCE
DESCENT. Reduce vertical speed to
that shown by the green sector on the
PFD,
JUN 97
TCAS Advisorys
When an intruder is relatively near, but
does not represent an immediate threat,
TCAS issues a traffic advisory. Its presence is displayed on the ND by an amber
filled circle. Its display is accompanied by
an aural alert: Traffic Traffic. The pilot is
now aware of its presence and knows its
range and relative bearing. Its display is
linked to vertical separation and time
TAU before CPA values. Depending on
its trajectory, an intruder may maintain
this status and move away, or it may
become a collision threat. In this case,
avoidance maneuvers are suggested to the
pilot via a resolution advisory.
In resolution displays, the intruder is represented on the ND by a red filled square
and corrective orders are issued on the
vertical speed scale of the PFD. Crossing
into resolution advisory occurs for a TAU
time threshold 10 to 15 seconds lower
than a traffic advisory threshold. Vertical
separation between the two aircraft is also
taken into account for this category. There
are two types of resolution advisory, in
function of the vertical separation value:
- Preventive Advisories,
- Corrective Advisories.
A preventative advisory is instructs the
pilot to avoid certain deviations from current vertical rate, in order to avoid a risk
of collision. On the PFD speed scale, the
forbidden values are indicated by red sectors.
A corrective advisory instructs the pilot
what to do on vertical speed scale of the
PFD. Colored sectors depict avoidance
maneuvers to be performed:
- red sector = forbidden vertical speeds,
- green fly to sector = a vertical speed
range to be respected.
34-58
Trajectory correction or holding visual

orders are accompanied by synthesized
voice announcements whose level cannot
be adjusted by the pilot. These announcements are generated by the TCAS computer and broadcast via the cockpit loud
speakers. These messages and their meanings are described below:
- CLIMB, CLIMB, CLIMB. Climb at
the rate shown by the green sector on the
PFD (1500 ft/min),
- CLIMB, CROSSING CLIMB, CLIMB,
CROSSING CLIMB. As above except
that it further indicates that own flight
path will cross through that of the
intruder,
- REDUCE CLIMB, REDUCE
CLIMB. Reduce vertical speed to that
shown by the green sector on the PFD,
- INCREASE CLIMB, INCREASE
CLIMB, Follows a climb advisory.
The vertical speed of the aircraft should
be increased (2500 ft/min),
- CLIMB, CLIMB NOW, CLIMB,
CLIMB NOW. Follows a descend
advisory when a reversal in sense is
required to achieve safe vertical
separation from a maneuvering intruder,
- DESCEND, DESCEND, DESCEND.
Descend at the rate indicated by the
green sector on the PFD (-1500 ft/min)
- DESCEND, CROSSING DESCEND,
DESCEND, CROSSING DESCEND.
Same as above except that it further
indicates that own flight path will cross
through that of the intruder,
- REDUCE DESCENT, REDUCE
DESCENT. Reduce vertical speed to
that shown by the green sector on the
PFD,
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

- INCREASE DESCENT, INCREASE
DESCENT, Follows a descend
advisory. The vertical speed of the
descent should be increased (-2500 ft/
min),
- DESCEND, DESCEND NOW,
DESCEND, DESCEND NOW.
Follows a climb advisory when a
reversal in sense is required to achieve
safe vertical separation from a
maneuvering intruder.
Two other aural advisories are also generated:
- MONITOR VERTICAL SPEED,
MONITOR VERTICAL SPEED.
Indicates that a forbidden vertical speed
range exists (red sector) and that pilot
must monitor vertical speed to avoid
entering this range.
A conflict resolution message is spoken
only once, if softening from a previous
corrective advisory:
- CLEAR OF CONFLICT. Indicates
that separation has been achieved and
range has started to increase.
Advisory Inhibits
In certain particular conditions, certain
advisories are not generated as they could
lead to the pilot adopting flight conditions
that are hazardous or outside the aircrafts
performance capability. Ground proximity
leads to the inhibition of those advisories
liable to cause a hazardous situation at this
level.
JUN 97
NAVIGATION
A319/A320

If altitude is decreasing:
- below 1450 ft above ground level (AGL)
inhibition of Increase Descend
resolution advisories (RA),
- below 1200 ft AGL at take-off and 1000
ft AGL in approach, inhibition of
Descend resolution advisories (RA),
- below 1100 ft AGL at take-off and 900 ft
AGL in approach, inhibition of all aural
traffic advisories (TA) and all resolution
advisories (RA).
Above 48,000 ft, further climb orders are
not applicable because the aircraft performance capability does not permit them to
be taken into account. Climb advisories
are therefore inhibited above this altitude.
Four discretes are used to manage priority
between:
- windshear/stall,
- predictive windshear,
- GPWS - G/S,
- and the TCAS computer.
The environmental alert priorities are:
windshear/stall, predictive windshear,
GPWS - G/S and then TCAS II. When
TCAS II is inhibited, the TA ONLY mode
is selected and the voice announcements
are cancelled.
34-59
- INCREASE DESCENT, INCREASE

DESCENT, Follows a descend
advisory. The vertical speed of the
descent should be increased (-2500 ft/
min),
- DESCEND, DESCEND NOW,
DESCEND, DESCEND NOW.
Follows a climb advisory when a
reversal in sense is required to achieve
safe vertical separation from a
maneuvering intruder.
Two other aural advisories are also generated:
- MONITOR VERTICAL SPEED,
MONITOR VERTICAL SPEED.
Indicates that a forbidden vertical speed
range exists (red sector) and that pilot
must monitor vertical speed to avoid
entering this range.
A conflict resolution message is spoken
only once, if softening from a previous
corrective advisory:
- CLEAR OF CONFLICT. Indicates
that separation has been achieved and
range has started to increase.
Advisory Inhibits
In certain particular conditions, certain
advisories are not generated as they could
lead to the pilot adopting flight conditions
that are hazardous or outside the aircrafts
performance capability. Ground proximity
leads to the inhibition of those advisories
liable to cause a hazardous situation at this
level.
JUN 97
If altitude is decreasing:
- below 1450 ft above ground level (AGL)
inhibition of Increase Descend
resolution advisories (RA),
- below 1200 ft AGL at take-off and 1000
ft AGL in approach, inhibition of
Descend resolution advisories (RA),
- below 1100 ft AGL at take-off and 900 ft
AGL in approach, inhibition of all aural
traffic advisories (TA) and all resolution
advisories (RA).
Above 48,000 ft, further climb orders are
not applicable because the aircraft performance capability does not permit them to
be taken into account. Climb advisories
are therefore inhibited above this altitude.
Four discretes are used to manage priority
between:
- windshear/stall,
- predictive windshear,
- GPWS - G/S,
- and the TCAS computer.
The environmental alert priorities are:
windshear/stall, predictive windshear,
GPWS - G/S and then TCAS II. When
TCAS II is inhibited, the TA ONLY mode
is selected and the voice announcements
are cancelled.
34-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

Aircraft on the ground may reply to TCAS
interrogations, producing an unnecessary
overload in the processing and display of
information. The ground logic aircraft
declared on the ground is enabled when
the aircraft descends below 1650 ft AGL
and when it climbs up to 1750 ft AGL.
All on-ground intruders are displayed as a
non-threat traffic white unfilled diamond.
Intruders are declared to be on-ground if
they are within 380 ft from the ground
when descending, and if they are within
400 ft from the ground when climbing.
Intruders declared to be on-ground can
never cause proximate, traffic or resolution advisory. The altitude transmitted by
the intruder is a barometric altitude with
respect to sea level, the TCAS shall process this value to convert it into height
above ground level in order to compare it
with the 380 ft (+ or - 20 ft.) threshold.
TCAS does not display non altitude
reporting aircraft above 15,500 ft MSL.
The TCAS separates the surrounding airspace into altitude layers. A different Sensitivity Level (SL) threshold for issuing
advisories is applied to each altitude layer.
The sensitivity level is decreased at low
altitude to prevent unnecessary advisories
in higher traffic densities such as terminal
areas. Generally, the level is determined
automatically by the TCAS in function of:
- altitude values from the radio altimeter
up to 2500 ft. AGL,
- barometric altitude values in the 2500 ft
to 48,000 ft range. TAU values
corresponding to each sensitivity level
indicate the TA and RA thresholds. The
vertical separation thresholds at CPA
also vary in function of the sensitivity
level for the different types of advisory.
34-60
NAVIGATION
A319/A320

TCAS Indicating
The TCAS information is presented on the
CAPT and F/O NDs of the EFIS system.
Additional messages can also be presented
on the display units of the ECAM system.
Target aircraft are presented on the ND in
ROSE or ARC mode, but not in PLAN
mode. These traffic indications show the
situation in the surveillance zone. The aircraft present in this zone are represented
by symbols whose shape and color correspond to the type of intruders defined by
TCAS. The symbols are positioned on the
ND so as to depict their relative bearing
and range. Data tags are associated with
intruders. These tags consist of:
- two digits indicating their relative
altitude in hundreds of feet,
- a symbol indicating whether the intruder
is above (+) or below (-) the aircraft,
- an arrow to the right of the symbol
indicates the vertical trend of the
aircraft.
Targets are symbolized according to their
type:
- OTHER TRAFFIC: white outlined
diamond, height 7 mm,
- PROXIMATE TRAFFIC: white filled
- TRAFFIC ADVISORY: amber filled
circle, diameter 5 mm,
- RESOLUTION ADVISORY: red filled
square, side 5 mm.
The display only presents the eight most
threatening intruders (number determined
through program pins on the TCAS computer).
JUN 97
Aircraft on the ground may reply to TCAS

interrogations, producing an unnecessary
overload in the processing and display of
information. The ground logic aircraft
declared on the ground is enabled when
the aircraft descends below 1650 ft AGL
and when it climbs up to 1750 ft AGL.
All on-ground intruders are displayed as a
non-threat traffic white unfilled diamond.
Intruders are declared to be on-ground if
they are within 380 ft from the ground
when descending, and if they are within
400 ft from the ground when climbing.
Intruders declared to be on-ground can
never cause proximate, traffic or resolution advisory. The altitude transmitted by
the intruder is a barometric altitude with
respect to sea level, the TCAS shall process this value to convert it into height
above ground level in order to compare it
with the 380 ft (+ or - 20 ft.) threshold.
TCAS does not display non altitude
reporting aircraft above 15,500 ft MSL.
The TCAS separates the surrounding airspace into altitude layers. A different Sensitivity Level (SL) threshold for issuing
advisories is applied to each altitude layer.
The sensitivity level is decreased at low
altitude to prevent unnecessary advisories
in higher traffic densities such as terminal
areas. Generally, the level is determined
automatically by the TCAS in function of:
- altitude values from the radio altimeter
up to 2500 ft. AGL,
- barometric altitude values in the 2500 ft
to 48,000 ft range. TAU values
corresponding to each sensitivity level
indicate the TA and RA thresholds. The
vertical separation thresholds at CPA
also vary in function of the sensitivity
level for the different types of advisory.
34-60
TCAS Indicating
The TCAS information is presented on the
CAPT and F/O NDs of the EFIS system.
Additional messages can also be presented
on the display units of the ECAM system.
Target aircraft are presented on the ND in
ROSE or ARC mode, but not in PLAN
mode. These traffic indications show the
situation in the surveillance zone. The aircraft present in this zone are represented
by symbols whose shape and color correspond to the type of intruders defined by
TCAS. The symbols are positioned on the
ND so as to depict their relative bearing
and range. Data tags are associated with
intruders. These tags consist of:
- two digits indicating their relative
altitude in hundreds of feet,
- a symbol indicating whether the intruder
is above (+) or below (-) the aircraft,
- an arrow to the right of the symbol
indicates the vertical trend of the
aircraft.
Targets are symbolized according to their
type:
- OTHER TRAFFIC: white outlined
- PROXIMATE TRAFFIC: white filled
- TRAFFIC ADVISORY: amber filled
circle, diameter 5 mm,
- RESOLUTION ADVISORY: red filled
square, side 5 mm.
The display only presents the eight most
threatening intruders (number determined
through program pins on the TCAS computer).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
TCAS Inhibition Conditions
TCAS Inhibition Conditions
JUN 97
A319/A320
NAVIGATION
34-61
JUN 97
34-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

The decting aircraft is represented by the
aircraft symbol at the center of the dial in
ROSE mode and at the lower quarter and
at the center of the image in ARC mode. A
white range ring with markings at each of
the twelve clock positions is placed
around the own aircraft symbol at a radius
of 2.5 NM. These indications are only presented for the 10, 20 and 40 NM range
selections. If a TA or RA type intruder is
detected and the display range is at a
higher scale, the following message
comes into view at the center of the display, in red for RA and in amber for TA:
- REDUCE RANGE.
If a TA or RA type intruder is detected
and the ND mode is inadequate for display, the following message comes into
view at the center of the display in the
same colors as above:
- CHANGE MODE.
TCAS can detect an intruder without
acquiring its bearing (for instance, a multipath problem). In this case its range, relative altitude and an arrow are displayed
in the TCAS area (at the bottom of the
ND). The color of the display is the same
as the color of the intruder symbol. If only
a half of a symbol is displayed, the target
is defined as an off scale intruder. This
calls for increasing the range selection on
the ND.
34-62
NAVIGATION
A319/A320

A red TCAS flag appears to the left of the
vertical speed scale on the PFD and right
lower corner of the ND if the TCAS cannot deliver RA data. If a TCAS fault is
detected, the amber warning message
NAV TCAS FAULT is displayed on the
upper ECAM DU. Selection of the TCAS
STBY mode on the ATC/TCAS control
unit results in the display of the TCAS
STBY message (green) in the memo section of the upper ECAM DU.
JUN 97
The decting aircraft is represented by the

aircraft symbol at the center of the dial in
ROSE mode and at the lower quarter and
at the center of the image in ARC mode. A
white range ring with markings at each of
the twelve clock positions is placed
around the own aircraft symbol at a radius
of 2.5 NM. These indications are only presented for the 10, 20 and 40 NM range
selections. If a TA or RA type intruder is
detected and the display range is at a
higher scale, the following message
comes into view at the center of the display, in red for RA and in amber for TA:
- REDUCE RANGE.
If a TA or RA type intruder is detected
and the ND mode is inadequate for display, the following message comes into
view at the center of the display in the
same colors as above:
- CHANGE MODE.
TCAS can detect an intruder without
acquiring its bearing (for instance, a multipath problem). In this case its range, relative altitude and an arrow are displayed
in the TCAS area (at the bottom of the
ND). The color of the display is the same
as the color of the intruder symbol. If only
a half of a symbol is displayed, the target
is defined as an off scale intruder. This
calls for increasing the range selection on
the ND.
34-62
A red TCAS flag appears to the left of the

vertical speed scale on the PFD and right
lower corner of the ND if the TCAS cannot deliver RA data. If a TCAS fault is
detected, the amber warning message
NAV TCAS FAULT is displayed on the
upper ECAM DU. Selection of the TCAS
STBY mode on the ATC/TCAS control
unit results in the display of the TCAS
STBY message (green) in the memo section of the upper ECAM DU.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
TCAS Block Diagram
TCAS Block Diagram
JUN 97
A319/A320
NAVIGATION
34-63
JUN 97
34-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

GROUND PROXIMITY WARNING
SYSTEM(GPWS)
The Ground Proximity Warning System
(GPWS) generates aural and visual warnings if the aircraft adapts a potentially hazardous condition with respect to:
- Mode 1 - Excessive rate of descent,
- Mode 2 - Excessive closure rate with
terrain,
- Mode 3 - Descent after takeoff and
minimum terrain clearance,
- Mode 4 - Unsafe terrain clearance,
- Mode 5 - Descent below glide slope.
Mode 1 Excessive Descent Rate
Monitors for excessive descent rate,
regardless of airplane configurations, and
initially provides a repeated voice alert of
"SINK RATE" and turns on the amber
GND PROX/G/S inhibit light switch. If
the excessive descent rate continues, a
voice alert of "WHOOP, WHOOP, PULL
UP" sounds, the red master warning lights
come on and a red PULL UP message is
displayed on both PFDs.
Mode 2 Excessive Terrain Closure Rate
Monitors for excessive terrain closure rate
with gear and flaps not in landing configuration (submode 2A), or with flaps in
landing configuration (submode 2B).
Submode 2A provides a voice alert of
"TERRAIN, TERRAIN" and the GND
PROX/G/S INHIBIT light comes on. If
the excessive closure rate continues, the
aural changes to "WHOOP, WHOOP,
PULL UP," the master warning lights
Submode 2B provides a repeated voice
alert, "TERRAIN, TERRAIN" and the
GND PROX/G/S INHIBIT light comes
on. If the excessive closure rate continues
below 700 feet radio altitude and the landing gear is not down, the aural changes to
34-64
NAVIGATION
A319/A320

"WHOOP, WHOOP, PULL UP," the master warning lights come on and a red
PULL UP message is displayed on both
PFDs.
Mode 3 Altitude Loss After Takeoff or
GoAround
Monitors for descent after takeoff or
goaround below 700 feet radio altitude. It
provides a repeated voice alert, "DONT
SINK", and the amber GND PROX/G/S
INHIBIT light comes on.
Mode 4 Unsafe Terrain Clearance
Monitors for unsafe terrain clearance with
the gear not down (submode 4A), or the
flaps not in landing position (submode
4B).
Submode 4A provides the repeated voice
alert, "TOO LOW, GEAR" or "TOO
LOW,TERRAIN", depending upon speed
and altitude.
Submode 4B provides the repeated voice
alert, "TOO LOW, FLAPS" or "TOO
LOW, TERRAIN", depending on speed
and altitude.
Submodes 4A and 4B can be inhibited
individually by the crew for approaches
with a known non normal configuration.
Mode 5 Deviation Below Glide Slope
Monitors for deviation below the glide
slope. It provides the repeated voice alert
"GLIDE SLOPE" at low volume beginning at 1.3 dots below the glide slope, and
at increasing volume as the deviation
increases.
Mode 5 can be inhibited for intentional
approaches below the glide slope. All
other GPWS modes can preempt Mode 5,
if appropriate.
JUN 97
GROUND PROXIMITY WARNING

SYSTEM(GPWS)
The Ground Proximity Warning System
(GPWS) generates aural and visual warnings if the aircraft adapts a potentially hazardous condition with respect to:
- Mode 1 - Excessive rate of descent,
- Mode 2 - Excessive closure rate with
terrain,
- Mode 3 - Descent after takeoff and
minimum terrain clearance,
- Mode 4 - Unsafe terrain clearance,
- Mode 5 - Descent below glide slope.
Mode 1 Excessive Descent Rate
Monitors for excessive descent rate,
regardless of airplane configurations, and
initially provides a repeated voice alert of
"SINK RATE" and turns on the amber
GND PROX/G/S inhibit light switch. If
the excessive descent rate continues, a
voice alert of "WHOOP, WHOOP, PULL
UP" sounds, the red master warning lights
Mode 2 Excessive Terrain Closure Rate
Monitors for excessive terrain closure rate
with gear and flaps not in landing configuration (submode 2A), or with flaps in
landing configuration (submode 2B).
Submode 2A provides a voice alert of
"TERRAIN, TERRAIN" and the GND
PROX/G/S INHIBIT light comes on. If
the excessive closure rate continues, the
aural changes to "WHOOP, WHOOP,
PULL UP," the master warning lights
Submode 2B provides a repeated voice
alert, "TERRAIN, TERRAIN" and the
GND PROX/G/S INHIBIT light comes
on. If the excessive closure rate continues
below 700 feet radio altitude and the landing gear is not down, the aural changes to
34-64
"WHOOP, WHOOP, PULL UP," the master warning lights come on and a red
PULL UP message is displayed on both
PFDs.
Mode 3 Altitude Loss After Takeoff or
GoAround
Monitors for descent after takeoff or
goaround below 700 feet radio altitude. It
provides a repeated voice alert, "DONT
SINK", and the amber GND PROX/G/S
INHIBIT light comes on.
Mode 4 Unsafe Terrain Clearance
Monitors for unsafe terrain clearance with
the gear not down (submode 4A), or the
flaps not in landing position (submode
4B).
Submode 4A provides the repeated voice
alert, "TOO LOW, GEAR" or "TOO
LOW,TERRAIN", depending upon speed
and altitude.
Submode 4B provides the repeated voice
alert, "TOO LOW, FLAPS" or "TOO
LOW, TERRAIN", depending on speed
and altitude.
Submodes 4A and 4B can be inhibited
individually by the crew for approaches
with a known non normal configuration.
Mode 5 Deviation Below Glide Slope
Monitors for deviation below the glide
slope. It provides the repeated voice alert
"GLIDE SLOPE" at low volume beginning at 1.3 dots below the glide slope, and
at increasing volume as the deviation
increases.
Mode 5 can be inhibited for intentional
approaches below the glide slope. All
other GPWS modes can preempt Mode 5,
if appropriate.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

Mode 6 Altitude Advisories
Provides voice callouts of radio altitude at
2500, 500 (only when an ILS is tuned and
the airplane is not within 2 dots of the
glide slope), 50, 30, and 10 feet.
NOTE: The altitude advisory function
is done by the Flight Warning Computer (FWC) and not the GPWC. The
FWC annunciates these warnings utilizing ADIRS data.
Mode 7 Windshear
Monitors flight conditions for excessive
downdrafts or tailwinds. If an excessive
condition is detected, an aural alert consisting of a two tone siren is followed by a
voice alert, "WINDSHEAR," and a red
WINDSHEAR message is displayed on
both PFDs.
When the windshear warning is active, all
other ground proximity modes are inhibited. These modes remain inhibited until
the windshear condition ceases or an
escape maneuver is initiated.
The FMGS provides windshear guidance
by means of the normal TO/GA pitch and
roll modes.
The windshear escape maneuver is initiated by activation of throttles to TO/GA,
ensuring maximum thrust. SRS is indicated and the pilot follows the commands,
including the use of full sidestick deflection if necessary.
NOTE: The windshear function is provided by the Flight Augmentation Computer
(FAC)
and
the
Flight
Management Guidance Computer
(FMGC). Windshear protection is not a
part of the GPWC on the A319/A320.
JUN 97
NAVIGATION
A319/A320

GPWS Operation
The system is operative between 30 ft. and
2450 ft. radio altitude. Four pushbutton
switches on the overhead panel enable the
flight crew to inhibit an abnormal flap
condition signal, all GPWS warning signals and a glide slope warning signal. The
LDG FLAP 3 pushbutton switch on the
overhead panel LDG FLAP 3, enables the
flight crew to select the landing flap position. A GPWS/G/S pushbutton switch
located on the main instrument panel
(Captain and F/O) is also used to initiate
the GPWC self-test when the aircraft is
above 1000 ft. or below 30 ft. radio altitude. Aural warnings are broadcast from
the cockpit loud speakers.
The FAULT legend of the SYS pushbutton switch, located on the overhead panel
21VU, comes on to indicate system fault.
The GPWS monitors data inputs from the
navigation sensors. This information is
used to provide suitable aural warnings to
alert the crew of insufficient terrain clearance or excessive descent rate.
The GPWC receives serial digital data
inputs from the following:
- radio altimeter transceiver 1 (radio
altitude),
- Air Data/Inertial Reference Unit 1
(ADIRU),
-ADR portion (barometric altitude,
barometric altitude rate, computed
airspeed),
-IR portion (latitude, longitude,
magnetic heading),
34-65
Mode 6 Altitude Advisories

Provides voice callouts of radio altitude at
2500, 500 (only when an ILS is tuned and
the airplane is not within 2 dots of the
glide slope), 50, 30, and 10 feet.
NOTE: The altitude advisory function
is done by the Flight Warning Computer (FWC) and not the GPWC. The
FWC annunciates these warnings utilizing ADIRS data.
Mode 7 Windshear
Monitors flight conditions for excessive
downdrafts or tailwinds. If an excessive
condition is detected, an aural alert consisting of a two tone siren is followed by a
voice alert, "WINDSHEAR," and a red
WINDSHEAR message is displayed on
both PFDs.
When the windshear warning is active, all
other ground proximity modes are inhibited. These modes remain inhibited until
the windshear condition ceases or an
escape maneuver is initiated.
The FMGS provides windshear guidance
by means of the normal TO/GA pitch and
roll modes.
The windshear escape maneuver is initiated by activation of throttles to TO/GA,
ensuring maximum thrust. SRS is indicated and the pilot follows the commands,
including the use of full sidestick deflection if necessary.
NOTE: The windshear function is provided by the Flight Augmentation Computer
(FAC)
and
the
Flight
Management Guidance Computer
(FMGC). Windshear protection is not a
part of the GPWC on the A319/A320.
JUN 97
GPWS Operation
The system is operative between 30 ft. and
2450 ft. radio altitude. Four pushbutton
switches on the overhead panel enable the
flight crew to inhibit an abnormal flap
condition signal, all GPWS warning signals and a glide slope warning signal. The
LDG FLAP 3 pushbutton switch on the
overhead panel LDG FLAP 3, enables the
flight crew to select the landing flap position. A GPWS/G/S pushbutton switch
located on the main instrument panel
(Captain and F/O) is also used to initiate
the GPWC self-test when the aircraft is
above 1000 ft. or below 30 ft. radio altitude. Aural warnings are broadcast from
the cockpit loud speakers.
The FAULT legend of the SYS pushbutton switch, located on the overhead panel
21VU, comes on to indicate system fault.
The GPWS monitors data inputs from the
navigation sensors. This information is
used to provide suitable aural warnings to
alert the crew of insufficient terrain clearance or excessive descent rate.
The GPWC receives serial digital data
inputs from the following:
- radio altimeter transceiver 1 (radio
altitude),
- Air Data/Inertial Reference Unit 1
(ADIRU),
-ADR portion (barometric altitude,
barometric altitude rate, computed
airspeed),
-IR portion (latitude, longitude,
magnetic heading),
34-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

- ILS receiver 1 (glide slope deviation,
localizer deviation, selected runway
heading),
- Flight Management and Guidance
Computer (FMGC) (latitude, longitude,
track).
Discrete data inputs are received from the
following:
- Slat Flap Control Computer 1 (SFCC)
(3 and FULL flap position),
- Flight Warning Computer 1 and 2
(FWC) (stall warning inhibition),
- main landing gear,
- ECAM control panel (audio
suppression),
- FLAP MODE pushbutton switch which,
when pressed (in) (white OFF legend
on) , overrides a flap abnormal condition
input,
- SYS pushbutton switch which, when
pressed (in) (white OFF legend on),
overrides all the GPWS warnings,
- G/S MODE pushbutton switch which,
on) , overrides the glide slope mode,
- GPWS/G/S pushbutton switch which,
when pressed (in), enables the GPWC to
perform test,
- Weather Radar with Predictive
Windshear System (WR/PWS),
inhibition of GPWS aural alert each time
there is a PWS aural alert,
- two discrete outputs from the GPWC
control the GPWS/G/S pushbutton
switches located on Captain and First
Officer main instrument panels.
Each GPWS/G/S pushbutton switch is a
momentary contact pushbutton switch
with an illuminated split legend cap. The
upper legend identified GPWS, controlled by the first output, comes on red
34-66
NAVIGATION
A319/A320

when a ground proximity warning is generated by the GPWC for modes 1 to 4. The
lower legend identified G/S, controlled by
the second output, comes on amber when
a glide slope (Mode 5) advisory alert is
generated by the GPWC. The pushbutton
switch provides the ability to cancel a
glide slope warning, if in progress, or to
initiate a GPWS self-test. Two discrete
outputs are also used to inhibit automatic
call out when the GPWS or G/S warnings
are in progress. Two discrete outputs are
also used for the Digital Flight Data
Recorder (DFDR).
Warnings may be cancelled by:
- Pressing the EMER CANC key on the
ECAM control panel (aural warning
only),
- pressing the GPWS/G/S pushbutton
switch on the main instrument panel for
mode 5 (glide slope) visual and aural
warning. This inhibition is temporary
and the mode will be automatically
reactivated for a new envelope
penetration.
- pressing the G/S MODE pushbutton
switch on the overhead panel for mode 5
(glide slope) visual and aural warning
(permanent inhibition),
- pressing the SYS pushbutton switch on
the overhead panel for inhibition of all
the modes (visual and aural warnings).
The GPWC is automatically inhibited if a
stall warning is in progress.
JUN 97
- ILS receiver 1 (glide slope deviation,

localizer deviation, selected runway
heading),
- Flight Management and Guidance
Computer (FMGC) (latitude, longitude,
track).
Discrete data inputs are received from the
following:
- Slat Flap Control Computer 1 (SFCC)
(3 and FULL flap position),
- Flight Warning Computer 1 and 2
(FWC) (stall warning inhibition),
- main landing gear,
- ECAM control panel (audio
suppression),
- FLAP MODE pushbutton switch which,
on) , overrides a flap abnormal condition
input,
- SYS pushbutton switch which, when
pressed (in) (white OFF legend on),
overrides all the GPWS warnings,
- G/S MODE pushbutton switch which,
on) , overrides the glide slope mode,
- GPWS/G/S pushbutton switch which,
when pressed (in), enables the GPWC to
perform test,
- Weather Radar with Predictive
Windshear System (WR/PWS),
inhibition of GPWS aural alert each time
there is a PWS aural alert,
- two discrete outputs from the GPWC
control the GPWS/G/S pushbutton
switches located on Captain and First
Officer main instrument panels.
Each GPWS/G/S pushbutton switch is a
momentary contact pushbutton switch
with an illuminated split legend cap. The
upper legend identified GPWS, controlled by the first output, comes on red
34-66
when a ground proximity warning is generated by the GPWC for modes 1 to 4. The
lower legend identified G/S, controlled by
the second output, comes on amber when
a glide slope (Mode 5) advisory alert is
generated by the GPWC. The pushbutton
switch provides the ability to cancel a
glide slope warning, if in progress, or to
initiate a GPWS self-test. Two discrete
outputs are also used to inhibit automatic
call out when the GPWS or G/S warnings
are in progress. Two discrete outputs are
also used for the Digital Flight Data
Recorder (DFDR).
Warnings may be cancelled by:
- Pressing the EMER CANC key on the
ECAM control panel (aural warning
only),
- pressing the GPWS/G/S pushbutton
switch on the main instrument panel for
mode 5 (glide slope) visual and aural
warning. This inhibition is temporary
and the mode will be automatically
reactivated for a new envelope
penetration.
- pressing the G/S MODE pushbutton
switch on the overhead panel for mode 5
(glide slope) visual and aural warning
(permanent inhibition),
- pressing the SYS pushbutton switch on
the overhead panel for inhibition of all
the modes (visual and aural warnings).
The GPWC is automatically inhibited if a
stall warning is in progress.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

Envelope Modulation
During the past 20 years, experience with
GPWS have shown that normal
approaches to certain airports can be
incompatible with the normal warning
envelopes and signal filtering. A number
of enhancements to the envelopes and filters have been developed during this time
in an attempt to accommodate these few
airports, without compromising the overall GPWS effectiveness for all the other
normal airport approaches. However,
there remain a limited number of cases
where problems persist despite these
efforts.
All of the noticeable problems have been
due to nuisance warnings for approaches
and departures at particular airports. The
majority of nuisance warnings involves
mode 2 closure rate due to terrain under
the approach path or rising terrain just
before the runway threshold. Others
involve mode 4 terrain clearance warnings
during initial approach. A few mode 1
warnings are the results of steeper than
normal approaches over terrain which
slopes down to the runway at some airports.
A different type of problem is the inadequate warning protection during ILS
approaches when the upper limit of mode
5 is 1000 ft. radio altitude. There are airports located at a significantly higher altitude than the surrounding terrain. In some
instances this difference is over 1000 ft.,
requiring the aircraft to be below the runway elevation before a mode 5 warning is
possible during most of the approach.
Until recently there has been no reasonable way to accommodate these few special cases without compromising the
JUN 97
NAVIGATION
A319/A320

GPWC at all other airports. The availability of accurate, low drift, latitude and longitude information from the latest
generation inertial navigation equipment
now makes individual airport recognition
possible. After recognizing the approach
to or departure from one of these airports,
it is also important to verify the aircraft is
at a reasonable altitude before desensitizing any warning criteria. If the aircraft is
already low, further warning reduction is
not desirable.
A reasonable altitude is verified in one of
two ways:
- for the ILS approaches, the glide slope
deviation is used to verify a normal
approach,
- when the ILS information is not
available, terrain and altitude matching
is used to verify a normal approach.
The following input data are used for airport recognition:
- latitude position from the FMGC or the
ADIRU,
- longitude position from the FMGC or
the ADIRU,
- glide slope deviation from the ILS,
- localizer deviation from the ILS,
- aircraft magnetic track angle from the
FMGC or the ADIRU,
- runway course from the ILS,
- corrected barometric altitude from the
ADIRU,
- QNH or QFE mode of baro altitude
correction via program pin. QNH mode
is baro altitude correction to sea level.
QFE mode is selected with a program
pin for baro altitude correction to the
airport field elevation,
- radio altitude.
34-67
Envelope Modulation
During the past 20 years, experience with
GPWS have shown that normal
approaches to certain airports can be
incompatible with the normal warning
envelopes and signal filtering. A number
of enhancements to the envelopes and filters have been developed during this time
in an attempt to accommodate these few
airports, without compromising the overall GPWS effectiveness for all the other
normal airport approaches. However,
there remain a limited number of cases
where problems persist despite these
efforts.
All of the noticeable problems have been
due to nuisance warnings for approaches
and departures at particular airports. The
majority of nuisance warnings involves
mode 2 closure rate due to terrain under
the approach path or rising terrain just
before the runway threshold. Others
involve mode 4 terrain clearance warnings
during initial approach. A few mode 1
warnings are the results of steeper than
normal approaches over terrain which
slopes down to the runway at some airports.
A different type of problem is the inadequate warning protection during ILS
approaches when the upper limit of mode
5 is 1000 ft. radio altitude. There are airports located at a significantly higher altitude than the surrounding terrain. In some
instances this difference is over 1000 ft.,
requiring the aircraft to be below the runway elevation before a mode 5 warning is
possible during most of the approach.
Until recently there has been no reasonable way to accommodate these few special cases without compromising the
JUN 97
GPWC at all other airports. The availability of accurate, low drift, latitude and longitude information from the latest
generation inertial navigation equipment
now makes individual airport recognition
possible. After recognizing the approach
to or departure from one of these airports,
it is also important to verify the aircraft is
at a reasonable altitude before desensitizing any warning criteria. If the aircraft is
already low, further warning reduction is
not desirable.
A reasonable altitude is verified in one of
two ways:
- for the ILS approaches, the glide slope
deviation is used to verify a normal
approach,
- when the ILS information is not
available, terrain and altitude matching
is used to verify a normal approach.
The following input data are used for airport recognition:
- latitude position from the FMGC or the
ADIRU,
- longitude position from the FMGC or
the ADIRU,
- glide slope deviation from the ILS,
- localizer deviation from the ILS,
- aircraft magnetic track angle from the
FMGC or the ADIRU,
- runway course from the ILS,
- corrected barometric altitude from the
ADIRU,
- QNH or QFE mode of baro altitude
correction via program pin. QNH mode
is baro altitude correction to sea level.
QFE mode is selected with a program
pin for baro altitude correction to the
airport field elevation,
- radio altitude.
34-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

Latitude and longitude data are continuously monitored for the airport locations.
Additional data processing for envelope
modulation is not required until the aircraft approaches one of the airports. Then
the other data inputs are checked for a
normal approach before any warning
envelopes are modulated. The FMGC is
the preferred source for latitude and longitude data because these data were corrected for the normal drift of the ADIRU
basic latitude and longitude data. If the
FMGC data is invalid, or missing, then the
GPWC will automatically switch back to
the ADIRU data.
Warning Processing
Warning triggers from modes 1 through 5
computations are sent to the voice warning circuits. The outputs from these are
processed by an isolation transformer and
audio amplifier to provide an 8-ohm
impedance output at Captain and First
Officer loud speakers. Should triggers
from two or more modes be present, the
highest priority trigger is accepted and the
associated aural warning is produced as
defined by the audio program discrete.
The voice warning circuits also contain
logic elements which ensure that:
- only one message at a time is output,
- higher priority messages interrupt lower
priority messages,
- a triggered message is completed even
when warning condition ceases,
- a 0.75 S pause exists between warning
messages.
Mode 5 GLIDE SLOPE warnings can
only be cancelled by pressing the G/S
MODE pushbutton switch on the overhead panel 2lVU.
34-68
NAVIGATION
A319/A320

GPWC Self Test
The GPWC self-test facility provides the
following test modes:
- airborne self-test,
- ground self-test,
- ground vocabulary test,
- status/history test,
- airborne self-test.
The airborne self-test is enabled when the
following conditions are met:
- radio altitude input is greater than 1000
ft. and airspeed is greater than 90 Kts,
- the GPWS/G/S pushbutton switch has
been pressed.
With no system faults present, the GPWC
generates the following warning sequence:
- A single soft GLIDE SLOPE aural
warning is broadcast,
- A single WHOOP WHOOP PULL UP
aural warning is broadcast.
The ground self-test presents the same test
sequence as the airborne test, but also
includes an internal check. The internal
test is enabled by a radio altitude input
indicating an altitude below 5 ft. and computed airspeed below 60 Kts. The test is
initiated by pressing and holding the
GPWS/G/S pushbutton switch for 0.5 seconds.
NOTE: Holding the switch pressed
either continuously or during the PULL
UP sequence of the ground test will initiate the vocabulary test.
Upon initiation of the test, providing there
are no faults present, the sequence will
start. Between the first and second
sequence steps (soft GLIDE SLOPE and
WHOOP WHOOP PULL UP broadcasts)
an internal check is made of the following:
- processor instruction set,
- program memory contents,
- voice memory contents.
JUN 97
Latitude and longitude data are continuously monitored for the airport locations.
Additional data processing for envelope
modulation is not required until the aircraft approaches one of the airports. Then
the other data inputs are checked for a
normal approach before any warning
envelopes are modulated. The FMGC is
the preferred source for latitude and longitude data because these data were corrected for the normal drift of the ADIRU
basic latitude and longitude data. If the
FMGC data is invalid, or missing, then the
GPWC will automatically switch back to
the ADIRU data.
Warning Processing
Warning triggers from modes 1 through 5
computations are sent to the voice warning circuits. The outputs from these are
processed by an isolation transformer and
audio amplifier to provide an 8-ohm
impedance output at Captain and First
Officer loud speakers. Should triggers
from two or more modes be present, the
highest priority trigger is accepted and the
associated aural warning is produced as
defined by the audio program discrete.
The voice warning circuits also contain
logic elements which ensure that:
- only one message at a time is output,
- higher priority messages interrupt lower
priority messages,
- a triggered message is completed even
when warning condition ceases,
- a 0.75 S pause exists between warning
messages.
Mode 5 GLIDE SLOPE warnings can
only be cancelled by pressing the G/S
MODE pushbutton switch on the overhead panel 2lVU.
34-68
GPWC Self Test

The GPWC self-test facility provides the
following test modes:
- airborne self-test,
- ground self-test,
- ground vocabulary test,
- status/history test,
- airborne self-test.
The airborne self-test is enabled when the
following conditions are met:
- radio altitude input is greater than 1000
ft. and airspeed is greater than 90 Kts,
- the GPWS/G/S pushbutton switch has
been pressed.
With no system faults present, the GPWC
generates the following warning sequence:
- A single soft GLIDE SLOPE aural
warning is broadcast,
- A single WHOOP WHOOP PULL UP
aural warning is broadcast.
The ground self-test presents the same test
sequence as the airborne test, but also
includes an internal check. The internal
test is enabled by a radio altitude input
indicating an altitude below 5 ft. and computed airspeed below 60 Kts. The test is
initiated by pressing and holding the
GPWS/G/S pushbutton switch for 0.5 seconds.
NOTE: Holding the switch pressed
either continuously or during the PULL
UP sequence of the ground test will initiate the vocabulary test.
Upon initiation of the test, providing there
are no faults present, the sequence will
start. Between the first and second
sequence steps (soft GLIDE SLOPE and
WHOOP WHOOP PULL UP broadcasts)
an internal check is made of the following:
- processor instruction set,
- program memory contents,
- voice memory contents.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

The ground vocabulary test is initiated
when the GPWS/G/S pushbutton switch is
pushed continuously or during the PULL
UP portion of the ground test.
NOTE: Failure to observe the above
procedure will only initiate the ground
self test.
The test sequence is as follows:
-1 Sink rate = SINK RATE,
-2 Pull up = WHOOP WHOOP PULL
UP,
-3 Terrain = TERRAIN,

UP,
-5 Dont sink = DONT SINK,
-6 Too low terrain = TOO LOW
TERRAIN,
-7 Too low gear = TOO LOW GEAR,
-8 Too low flaps = TOO LOW FLAPS,
TERRAIN,
-10 Glide slope = GLIDE SLOPE,
-11 Minimums = MINIMUMS
MINIMUMS.
The ground vocabulary test is initiated

when the GPWS/G/S pushbutton switch is
pushed continuously or during the PULL
UP portion of the ground test.
NOTE: Failure to observe the above
procedure will only initiate the ground
self test.
The test sequence is as follows:
-1 Sink rate = SINK RATE,
UP,
-3 Terrain = TERRAIN,

UP,
-5 Dont sink = DONT SINK,
TERRAIN,
-7 Too low gear = TOO LOW GEAR,
-8 Too low flaps = TOO LOW FLAPS,
TERRAIN,
-10 Glide slope = GLIDE SLOPE,
-11 Minimums = MINIMUMS
MINIMUMS.
GPWS Block Diagram
GPWS Block Diagram

JUN 97
A319/A320
NAVIGATION
34-69
JUN 97
34-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

ENHANCED GROUND PROXIMITY
WARNING SYSTEM (EGPWS)
The EGPWS retains all the controls and
functions of the current GPWS. In addition, improved low terrain warning during
landing, a terrain display and predictive
terrain conflict alerts are provided.
The EGPWS uses an onboard world wide
terrain database, FMGC 1 position, and
airplane altitude and track to display the
proximity of surrounding terrain on the
ND. The information is provided in a
color scheme which references the terrain
to airplane altitude. Caution and warning
alerts, both aural and visual, are given if
the airplane approaches threatening terrain.
NOTE: The EGPWS terrain database,
background terrain data display and
alerting algorithms do not account for
man made obstructions.
The new terrain alerting functions of the
EGPWS are independent of the current
GPWS functions. Failure of the additional
terrain features will not affect operation of
the basic functions of the GPWS. The
appropriate pilot responses to standard
GPWS warnings remain unchanged. Procedures for the new terrain alerting functions have been made compatible with
these procedures.
The EGPWS database contains all runways more than 3500 in length, world
wide, for which terrain data exists. A terrain clearance floor envelope, is positioned for each runway to warn of
premature descent below the floor regardless of airplane configuration. If the airplane descends below the altitudes shown,
a TOO LOW TERRAIN aural warning
is annunciated until the airplane ascends
above the floor. In addition, the red
GPWS light, located on each pilots
34-70
NAVIGATION
A319/A320

instrument panel, will illuminate until the
alert envelope is exited.
When the terrain display is selected on the
ND, background terrain is depicted as
variable density dot patterns in green, yellow and red. The density and color of the
patterns are a function of the height of the
terrain with respect to the altitude and rate
of descent of the airplane. In areas of the
world where terrain data is not available,
magenta is displayed.
The following are some additional features of the terrain display:
- (Sweep Indications). Although there are
no antennas associated with the EGPWS,
the terrain display is generated from the
radar display bus. Consequently, a sweep
is built into the display. To differentiate
the radar from the terrain display, the terrain display will sweep from the center
outward to both sides of the ND.
- (TERR Annunciation). The symbol
TERR is displayed on the ND (in green)
during normal display of terrain data.
- (Radar Tilt). Because of the radar display
bus input, the radar TILT 0.00 degree
message is annunciated when terrain data
is displayed regardless of WX RADAR
switch position.
- (Range Scaling). Terrain data may be
displayed on all ND ranges.
NOTE: The A320/A319 will not automatically switch to the 10 nm range.
The crew will have to select a lower
range to get maximun resolution of the
terrain map.
- (Mode Selection). Terrain data can be
selected in any ND mode except PLAN.
(Display Brightness). The same brightness
control is used for the terrain display as is
used for weather radar.
JUN 97

WARNING SYSTEM (EGPWS)
The EGPWS retains all the controls and
functions of the current GPWS. In addition, improved low terrain warning during
landing, a terrain display and predictive
terrain conflict alerts are provided.
The EGPWS uses an onboard world wide
terrain database, FMGC 1 position, and
airplane altitude and track to display the
proximity of surrounding terrain on the
ND. The information is provided in a
color scheme which references the terrain
to airplane altitude. Caution and warning
alerts, both aural and visual, are given if
the airplane approaches threatening terrain.
NOTE: The EGPWS terrain database,
background terrain data display and
alerting algorithms do not account for
man made obstructions.
The new terrain alerting functions of the
EGPWS are independent of the current
GPWS functions. Failure of the additional
terrain features will not affect operation of
the basic functions of the GPWS. The
appropriate pilot responses to standard
GPWS warnings remain unchanged. Procedures for the new terrain alerting functions have been made compatible with
these procedures.
The EGPWS database contains all runways more than 3500 in length, world
wide, for which terrain data exists. A terrain clearance floor envelope, is positioned for each runway to warn of
premature descent below the floor regardless of airplane configuration. If the airplane descends below the altitudes shown,
a TOO LOW TERRAIN aural warning
is annunciated until the airplane ascends
above the floor. In addition, the red
GPWS light, located on each pilots
34-70
instrument panel, will illuminate until the

alert envelope is exited.
When the terrain display is selected on the
ND, background terrain is depicted as
variable density dot patterns in green, yellow and red. The density and color of the
patterns are a function of the height of the
terrain with respect to the altitude and rate
of descent of the airplane. In areas of the
world where terrain data is not available,
magenta is displayed.
The following are some additional features of the terrain display:
- (Sweep Indications). Although there are
no antennas associated with the EGPWS,
the terrain display is generated from the
radar display bus. Consequently, a sweep
is built into the display. To differentiate
the radar from the terrain display, the terrain display will sweep from the center
outward to both sides of the ND.
- (TERR Annunciation). The symbol
TERR is displayed on the ND (in green)
during normal display of terrain data.
- (Radar Tilt). Because of the radar display
bus input, the radar TILT 0.00 degree
message is annunciated when terrain data
is displayed regardless of WX RADAR
switch position.
- (Range Scaling). Terrain data may be
displayed on all ND ranges.
NOTE: The A320/A319 will not automatically switch to the 10 nm range.
The crew will have to select a lower
range to get maximun resolution of the
terrain map.
- (Mode Selection). Terrain data can be
selected in any ND mode except PLAN.
(Display Brightness). The same brightness
control is used for the terrain display as is
used for weather radar.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
A319/A320
NAVIGATION
TH
TH
EE
PA
RE
R
EG
3D
400'
AGL
400'
AGL
700'
AGL
400'
AGL
700'
AGL
400'
AGL
RUNWAY
RUNWAY
5
NM
12
NM
5
NM
15
NM
12
NM
15
NM
Terrain Clearance Floor
Terrain Clearance Floor
G
DE
700'
AGL
700'
AGL
JUN 97
PA
34-71
JUN 97
34-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

Predictive Terrain Alerts
Caution Alerts occur approximately 40-60
seconds prior to a potential terrain conflict. A caution alert, consisting of the
aural CAUTION TERRAIN, CAUTION
TERRAIN, is repeated every 7 seconds
until clear of the threat. On the ND, all terrain at or above the threat altitude
becomes a solid yellow color, except the
terrain at 2000 feet and above airplane
altitude, which will remain red. The
TERR annunciation becomes amber. The
red GPWS light on each pilots instrument
panel will illuminate.
Warning Alerts occur approximately 2030 seconds prior to a potential terrain conflict. A warning alert consisting of the
aural TERRAIN. TERRAIN, PULL-UP.
PULL-UP, PULL-UP. . . etc., is repeated
continuously until clear of the threat. On
the ND, all terrain at or above the threat
altitude becomes a solid red color. The
TERR annunciation becomes red.
NOTE: During a predictive terrain caution or warning alert, TCAS reverts
from the RA to the TA mode. TCAS
aural alerts are inhibited.
When maneuvering close to terrain, the
look ahead distance for cautions and
warnings is a function of ground speed
and turn rate. This helps to avoid alerts
based solely on the straight line distance
to the terrain. For approaches into airports
with surrounding high terrain, the alert
envelopes are modified to allow normal
approach maneuvering without nuisance
alerts. In addition, on approach and departure, the altitude above runway elevation
which generates a terrain alert is a function of the range from the airplane to the
nearest runway threshold. This prevents
undesired alerts during takeoff and landing.
34-72
NAVIGATION
A319/A320

Terrain clearances or descent rates during
ATC radar vectoring that are not compatible with those required by the minimum
regulatory standards for EGPWS equipment may cause unwanted alerts.
If terrain data is not selected to an ND, a
terrain alert will cause the terrain display
to appear and remain in view until the
threat no longer exists. The display can
then be returned to the previous selection
using the TERR Display switch. Manually
selecting the l0 nm scale on the ND will
provide better resolution for terrain avoidance. Weather radar and EGPWS terrain
data cannot be displayed simultaneously
on the same ND. Whichever system is
selected last will be displayed.
Turning the WX RADAR SYS switch ON
deselects the terrain display on either or
both NDs if they were previously selected
ON. The green selected bars on the
TERR Display switches go OFF. The terrain display can then be reselected using
the TERR Display switch for either ND.
The WX RADAR switch will remain ON
until selected OFF manually.
The terrain system does not rely directly
on the FMGC calculation of high versus
low accuracy. However. if the FMGC
position accuracy degrades sufficiently,
the NOT AVAIL light will illuminate. The
NOT AVAIL light may illuminate and the
terrain information will be inhibited
before, at, or shortly after NAV ACCURACY DOWNGRADE is annunciated.
The NOT AVAIL light will extinguish
and the terrain information will be
restored once sufficient navigation accuracy is regained.
JUN 97
Predictive Terrain Alerts

Caution Alerts occur approximately 40-60
seconds prior to a potential terrain conflict. A caution alert, consisting of the
aural CAUTION TERRAIN, CAUTION
TERRAIN, is repeated every 7 seconds
until clear of the threat. On the ND, all terrain at or above the threat altitude
becomes a solid yellow color, except the
terrain at 2000 feet and above airplane
altitude, which will remain red. The
TERR annunciation becomes amber. The
red GPWS light on each pilots instrument
panel will illuminate.
Warning Alerts occur approximately 2030 seconds prior to a potential terrain conflict. A warning alert consisting of the
aural TERRAIN. TERRAIN, PULL-UP.
PULL-UP, PULL-UP. . . etc., is repeated
continuously until clear of the threat. On
the ND, all terrain at or above the threat
altitude becomes a solid red color. The
TERR annunciation becomes red.
NOTE: During a predictive terrain caution or warning alert, TCAS reverts
from the RA to the TA mode. TCAS
aural alerts are inhibited.
When maneuvering close to terrain, the
look ahead distance for cautions and
warnings is a function of ground speed
and turn rate. This helps to avoid alerts
based solely on the straight line distance
to the terrain. For approaches into airports
with surrounding high terrain, the alert
envelopes are modified to allow normal
approach maneuvering without nuisance
alerts. In addition, on approach and departure, the altitude above runway elevation
which generates a terrain alert is a function of the range from the airplane to the
nearest runway threshold. This prevents
undesired alerts during takeoff and landing.
34-72
Terrain clearances or descent rates during

ATC radar vectoring that are not compatible with those required by the minimum
regulatory standards for EGPWS equipment may cause unwanted alerts.
If terrain data is not selected to an ND, a
terrain alert will cause the terrain display
to appear and remain in view until the
threat no longer exists. The display can
then be returned to the previous selection
using the TERR Display switch. Manually
selecting the l0 nm scale on the ND will
provide better resolution for terrain avoidance. Weather radar and EGPWS terrain
data cannot be displayed simultaneously
on the same ND. Whichever system is
selected last will be displayed.
Turning the WX RADAR SYS switch ON
deselects the terrain display on either or
both NDs if they were previously selected
ON. The green selected bars on the
TERR Display switches go OFF. The terrain display can then be reselected using
the TERR Display switch for either ND.
The WX RADAR switch will remain ON
until selected OFF manually.
The terrain system does not rely directly
on the FMGC calculation of high versus
low accuracy. However. if the FMGC
position accuracy degrades sufficiently,
the NOT AVAIL light will illuminate. The
NOT AVAIL light may illuminate and the
terrain information will be inhibited
before, at, or shortly after NAV ACCURACY DOWNGRADE is annunciated.
The NOT AVAIL light will extinguish
and the terrain information will be
restored once sufficient navigation accuracy is regained.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
Terrain Envelope
Terrain Envelope
JUN 97
A319/A320
NAVIGATION
34-73
JUN 97
34-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

DISTANCE MEASURING
EQUIPMENT (DME)
The Distance Measuring Equipment
(DME) is a radio aid to medium range
navigation which provides the crew with:
- a digital readout of the slant range distance of the aircraft from a selected
ground station,
- audio signals which identify the selected
ground station.
The DME uses the frequency band from
962 MHz to 1213 MHz for reception and
transmission.
The principle of the DME navigation is
based on the measurement of the transmission time. Paired interrogation pulses go
from an onboard interrogator to a selected
ground station. After 50 microseconds, the
station transmits the reply pulses to the
aircraft. The measurement of time
between transmitting the interrogation
pulses and receiving the reply pulses is a
function of the slant range distance of the
aircraft to the ground station. The measurement value is converted into nautical
miles and shown to the crew. The interrogation frequencies vary from 1041 to 1150
MHz. The reply frequencies vary from
962 to 1213 MHz. The ground station provides a Morse identification.
The DME comprises two independent systems. Each system consists of:
- one DME interrogator 2SD1 (2SD2),
- one DME antenna 3SD1 (3SD2),
- one dual VQR/ADF/DME Radio
Magnetic Indicator (VOR/ADF/DME
RMI) 11FN.
audio controls,
34-74
NAVIGATION
A319/A320

Radio Management Panel 1(2) (RMP)
1RG1 (1RG2), and the Flight
1(2) (FMGC) lCA1 (1CA2) for
frequency/course selection,
- the MCDU and the Centralized FaultDisplay Interface-Unit (CFDIU) 1TW
for test causes.
The DME data is shown on:
- the CAPT and F/O Primary Flight
Displays (PFD),
- the CAPT and F/O Navigation Displays
(ND),
- the VOR/ADF/DME RMI.
With ILS/DME collocated stations, the
ILS/DME distance is shown in magenta in
the left lower corner of the PFD. This data
comes into view when you push the ILS
pushbutton switch located on the EFIS
control section of the Flight Control Unit
(FCU). The VOR/DME distance is shown
in green in the left lower corner of the ND
for DME system 1, and in the right lower
corner of the ND for DME system 2 when
the mode selector switch on the EFIS control section of the FCU is set to ROSE
(ILS, VOR, NAV) or ARC or the ADF/
VOR/OFF switch is set to VOR.
When the VOR-D pushbutton switch on
the EFIS control section of the FCU is
presses, this causes:
- display of the VOR/DME and DME
ground stations which are not already
included in the flight plan, with the
mode selector switch in ROSE NAV and
ARC positions:
-a circle for the DME station,
-circle plus cross symbol for the VOR/
DME station.
JUN 97
DISTANCE MEASURING
EQUIPMENT (DME)
The Distance Measuring Equipment
(DME) is a radio aid to medium range
navigation which provides the crew with:
- a digital readout of the slant range distance of the aircraft from a selected
ground station,
- audio signals which identify the selected
ground station.
The DME uses the frequency band from
962 MHz to 1213 MHz for reception and
transmission.
The principle of the DME navigation is
based on the measurement of the transmission time. Paired interrogation pulses go
from an onboard interrogator to a selected
ground station. After 50 microseconds, the
station transmits the reply pulses to the
aircraft. The measurement of time
between transmitting the interrogation
pulses and receiving the reply pulses is a
function of the slant range distance of the
aircraft to the ground station. The measurement value is converted into nautical
miles and shown to the crew. The interrogation frequencies vary from 1041 to 1150
MHz. The reply frequencies vary from
962 to 1213 MHz. The ground station provides a Morse identification.
The DME comprises two independent systems. Each system consists of:
- one DME interrogator 2SD1 (2SD2),
- one DME antenna 3SD1 (3SD2),
- one dual VQR/ADF/DME Radio
Magnetic Indicator (VOR/ADF/DME
RMI) 11FN.
audio controls,
34-74

1RG1 (1RG2), and the Flight
1(2) (FMGC) lCA1 (1CA2) for
- the MCDU and the Centralized FaultDisplay Interface-Unit (CFDIU) 1TW
for test causes.
The DME data is shown on:
- the CAPT and F/O Primary Flight
Displays (PFD),
- the CAPT and F/O Navigation Displays
(ND),
- the VOR/ADF/DME RMI.
With ILS/DME collocated stations, the
ILS/DME distance is shown in magenta in
the left lower corner of the PFD. This data
comes into view when you push the ILS
pushbutton switch located on the EFIS
(FCU). The VOR/DME distance is shown
in green in the left lower corner of the ND
for DME system 1, and in the right lower
corner of the ND for DME system 2 when
the mode selector switch on the EFIS control section of the FCU is set to ROSE
(ILS, VOR, NAV) or ARC or the ADF/
VOR/OFF switch is set to VOR.
When the VOR-D pushbutton switch on
the EFIS control section of the FCU is
presses, this causes:
- display of the VOR/DME and DME
ground stations which are not already
included in the flight plan, with the
mode selector switch in ROSE NAV and
ARC positions:
-a circle for the DME station,
-circle plus cross symbol for the VOR/
DME station.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

Two windows on the On the VOR/ADF/
DME RMI are available for indication of
both distances from the DME 1 and DME
2 when the VOR/DME stations are collocated. When the DME or RMI monitoring
circuits detect a fault, the corresponding
display window is blanked. In case of Non
Computed Data (NCD) (out-of-range station) the windows show white horizontal
dashed lines. In addition, the LEDs on the
face of the DME interrogator indicate the
status of the DME system.
DME Operation
The DME interrogator applies its audio
output to the audio integrating system.
This system controls and directs the output
to the headsets and/or the loud speakers.
The pilot can control the DME audio signals by pressing the VOR pushbutton
switch on the ACP and adjusting the
related potentiometer to the correct audio
level. In case of collocated ILS/DME
ground stations and when the ILS pushbutton switch is pressed on the EFIS control section of the FCU, the pilot can
control the DME audio signal through the
ILS pushbutton switch on the ACP.
An external suppression signal is transmitted by each DME interrogator to the other
DME interrogator and ATC/TCAS systems to prevent simultaneous transmission
and to interrupt reception of the other systems.
The DME system has two basic modes:
- standby mode: in this mode, the DME is
fully engaged but no distance data is
computed; NCD information is
transmitted to the FMGC, to the VOR/
DME indicator which shows white
horizontal dashes and to the ND which
shows two green dashes. The DME
reverts to the standby mode when all the
input tuning words are invalid.
JUN 97
NAVIGATION
A319/A320

- directed mode: in this mode up to five
foreground stations are designated by the
FMGC or up to two by the RMP to the
DME interrogator.
Access to fault information stored in fault
memory during flight is obtained through
CFDS.
Each DME interrogator is connected to
one RMP. The DME interrogator 1 is connected to the RMP 1 (DME interrogator 2
to RMP 2). The RMP 1 also is connected
to the management bus from the FMGC 1
(RMP 2 from FMGC 2). In normal operation the FMGC 1(2) tunes the DME interrogator 1(2) either automatically or
manually by means of the MCDU 1(2). In
this case, RMP 1(2) operates as a relay
which sends the frequency information
from the FMGC 1(2) to the DME interrogator 1(2). By a second port, the DME
interrogator 1(2) receives a second management bus directly from the FMGC
2(1). The interrogator selects one of the
two port functions by a discrete signal
coming from the FMGC 1(2) through the
RMP 1 (2).
In event of one FMGC fault, the other
FMGC can control the two DME interrogators, one directly, the other through its
RMP. In the event of RMP 1(2)fault, the
concerned RMP is transparent to data and
discrete coming from the FMGC.
In manual operation (at any time or with
failure of the two FMGCs), RMP 1 can
control the DME interrogator 1 after ON
NAV mode selection. The same thing is
possible RMP 2 (DME interrogator 2).
A suppressor coaxial connects the ATC
transponders to the DME interrogators.
34-75
Two windows on the On the VOR/ADF/

DME RMI are available for indication of
both distances from the DME 1 and DME
2 when the VOR/DME stations are collocated. When the DME or RMI monitoring
circuits detect a fault, the corresponding
display window is blanked. In case of Non
Computed Data (NCD) (out-of-range station) the windows show white horizontal
dashed lines. In addition, the LEDs on the
face of the DME interrogator indicate the
status of the DME system.
DME Operation
The DME interrogator applies its audio
output to the audio integrating system.
This system controls and directs the output
to the headsets and/or the loud speakers.
The pilot can control the DME audio signals by pressing the VOR pushbutton
switch on the ACP and adjusting the
related potentiometer to the correct audio
level. In case of collocated ILS/DME
ground stations and when the ILS pushbutton switch is pressed on the EFIS control section of the FCU, the pilot can
control the DME audio signal through the
ILS pushbutton switch on the ACP.
An external suppression signal is transmitted by each DME interrogator to the other
DME interrogator and ATC/TCAS systems to prevent simultaneous transmission
and to interrupt reception of the other systems.
The DME system has two basic modes:
- standby mode: in this mode, the DME is
fully engaged but no distance data is
computed; NCD information is
transmitted to the FMGC, to the VOR/
DME indicator which shows white
horizontal dashes and to the ND which
shows two green dashes. The DME
reverts to the standby mode when all the
input tuning words are invalid.
JUN 97
- directed mode: in this mode up to five

foreground stations are designated by the
FMGC or up to two by the RMP to the
DME interrogator.
Access to fault information stored in fault
memory during flight is obtained through
CFDS.
Each DME interrogator is connected to
one RMP. The DME interrogator 1 is connected to the RMP 1 (DME interrogator 2
to RMP 2). The RMP 1 also is connected
to the management bus from the FMGC 1
(RMP 2 from FMGC 2). In normal operation the FMGC 1(2) tunes the DME interrogator 1(2) either automatically or
manually by means of the MCDU 1(2). In
this case, RMP 1(2) operates as a relay
which sends the frequency information
from the FMGC 1(2) to the DME interrogator 1(2). By a second port, the DME
interrogator 1(2) receives a second management bus directly from the FMGC
2(1). The interrogator selects one of the
two port functions by a discrete signal
coming from the FMGC 1(2) through the
RMP 1 (2).
In event of one FMGC fault, the other
FMGC can control the two DME interrogators, one directly, the other through its
RMP. In the event of RMP 1(2)fault, the
concerned RMP is transparent to data and
discrete coming from the FMGC.
In manual operation (at any time or with
failure of the two FMGCs), RMP 1 can
control the DME interrogator 1 after ON
NAV mode selection. The same thing is
possible RMP 2 (DME interrogator 2).
transponders to the DME interrogators.
34-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

This prevents transmission from one system while the other is in reception mode.
This is necessary because the DME and
the ATC systems operate on the same frequency range.

In normal utilization, the DME 1 and 2
data are shown on both CAPT and F/O
NDs through the Display Management
Computer (DMC 1(2)). ILS/DME data are
shown on both CAPT and F/O PFDs.
This prevents transmission from one system while the other is in reception mode.
This is necessary because the DME and
the ATC systems operate on the same frequency range.
DME Block Diagram
34-76
A319/A320
NAVIGATION
In normal utilization, the DME 1 and 2

data are shown on both CAPT and F/O
NDs through the Display Management
Computer (DMC 1(2)). ILS/DME data are
shown on both CAPT and F/O PFDs.
DME Block Diagram
JUN 97
34-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

AIR TRAFFIC CONTROL (ATC)
The Air Traffic Control (ATC) system is
based on the replies provided by the airborne transponders in response to interrogations from the ATC secondary radar.
The ground ATC secondary radar uses
techniques which provide air traffic control with information that cannot be
acquired by primary radar. This system
enables distinction between aircraft and
effective ground surveillance of the air
traffic.
The system provides the air traffic controllers with:
- Mode A : transmission of aircraft
identification or,
- Mode C : transmission of aircraft
barometric altitude or,
- Mode S : aircraft selection and
transmission of flight data for ground
surveillance.
Mode S is fully compatible with the other
modes, A and C. Mode S bas been
designed as an evolutionary addition to
the ATC system to provide the enhanced
surveillance and communication capability required for air traffic control automation.
NOTE: The ATC/Mode S is able to
provide the Traffic Collision Avoidance
System (TCAS) with the aircraft
address.
An airborne transponder provides coded
reply signals in response to interrogation
signals from the ground secondary radar
and from aircraft which will be eventually
equipped with the TCAS. This ground
interrogation is transmitted in the form of
pair of pulses.
34-78
NAVIGATION
A319/A320

The decoding of the time between the
interrogation pulses determines the operating mode of the transponder:
- mode A (identification),
- mode C (altitude range),
- mode S (flight data).
The interrogation frequency is 1030 MHz.
The reply frequency is 1090 MHz. The
system is provided with four antennas:
- two antennas are located at the upper
part of the fuselage,
- two antennas are located at the lower
part of the fuselage.
According to the aircraft configuration,
the transponder selects the antennas
(lower or upper) which receive the best
transmission signal from the ground ATC
secondary radar.
The ATC comprises two independent systems. Each system consists of:
- one transponder 1SH1 (1SH2),
- two antennas 7SH1,7SH3 (7SH2,7SH4),
- one ATC/TCAS control unit 3SH
common to the two systems.
The Centralized Fault-Display InterfaceUnit (CFDIU) 1TW enables access to the
maintenance part of the ATC system
through one Multipurpose Control and
Display Unit (MCDU) 3CA1 (3CA2).
- The warning related to the ATC is the
ATC FAIL light of the ATC control unit:
when the transponder is faulty, the
amber ATC FAIL light comes on.
transponders to the Distance Measuring
Equipment (DME) interrogators and the
TCAS computer. This prevents transmission from one system while the others are
in reception mode. This is necessary
because the ATC, the DME and the TCAS
systems operate on the same frequency
range.
JUN 97
AIR TRAFFIC CONTROL (ATC)

The Air Traffic Control (ATC) system is
based on the replies provided by the airborne transponders in response to interrogations from the ATC secondary radar.
The ground ATC secondary radar uses
techniques which provide air traffic control with information that cannot be
acquired by primary radar. This system
enables distinction between aircraft and
effective ground surveillance of the air
traffic.
The system provides the air traffic controllers with:
- Mode A : transmission of aircraft
identification or,
- Mode C : transmission of aircraft
barometric altitude or,
- Mode S : aircraft selection and
transmission of flight data for ground
surveillance.
Mode S is fully compatible with the other
modes, A and C. Mode S bas been
designed as an evolutionary addition to
the ATC system to provide the enhanced
surveillance and communication capability required for air traffic control automation.
NOTE: The ATC/Mode S is able to
provide the Traffic Collision Avoidance
System (TCAS) with the aircraft
address.
An airborne transponder provides coded
reply signals in response to interrogation
signals from the ground secondary radar
and from aircraft which will be eventually
equipped with the TCAS. This ground
interrogation is transmitted in the form of
pair of pulses.
34-78
The decoding of the time between the

interrogation pulses determines the operating mode of the transponder:
- mode A (identification),
- mode C (altitude range),
- mode S (flight data).
The interrogation frequency is 1030 MHz.
The reply frequency is 1090 MHz. The
system is provided with four antennas:
- two antennas are located at the upper
part of the fuselage,
- two antennas are located at the lower
part of the fuselage.
According to the aircraft configuration,
the transponder selects the antennas
(lower or upper) which receive the best
transmission signal from the ground ATC
secondary radar.
The ATC comprises two independent systems. Each system consists of:
- one transponder 1SH1 (1SH2),
- two antennas 7SH1,7SH3 (7SH2,7SH4),
- one ATC/TCAS control unit 3SH
common to the two systems.
The Centralized Fault-Display InterfaceUnit (CFDIU) 1TW enables access to the
maintenance part of the ATC system
through one Multipurpose Control and
Display Unit (MCDU) 3CA1 (3CA2).
- The warning related to the ATC is the
ATC FAIL light of the ATC control unit:
when the transponder is faulty, the
amber ATC FAIL light comes on.
transponders to the Distance Measuring
Equipment (DME) interrogators and the
TCAS computer. This prevents transmission from one system while the others are
in reception mode. This is necessary
because the ATC, the DME and the TCAS
systems operate on the same frequency
range.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

In normal configuration, each ATC
receives the altitude information from its
corresponding Air Data/Inertial Reference Unit (ATC l from ADIRU l, ATC 2
from ADIRU 2). With failure of the
ADIRU corresponding to the serviceable

transponder, the pilot can select the altitude information from the ADIRU 3. This
selection is through the AIR DATA selector switch installed on panel 8VU on the
center pedestal.
In normal configuration, each ATC

receives the altitude information from its
corresponding Air Data/Inertial Reference Unit (ATC l from ADIRU l, ATC 2
from ADIRU 2). With failure of the
ADIRU corresponding to the serviceable
ATC Block Diagram

JUN 97
A319/A320
NAVIGATION
transponder, the pilot can select the altitude information from the ADIRU 3. This
selection is through the AIR DATA selector switch installed on panel 8VU on the
center pedestal.
ATC Block Diagram

34-79
JUN 97
34-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

AUTOMATIC DIRECTION FINDER
(ADF)
The Automatic Direction Finder (ADF) is
a radio navigation aid which provides:
- an indication of the relative bearing of
the aircraft to a selected ground station.
This station operates in a frequency range
of 190 to 1750 kHz.
- aural identification of the ground station.
The frequency range includes:
- the standard commercial broadcast AM
stations (550 to 1610 kHz) located at
known coordinates around the world,
- the Non-Directional Beacons (NDB)
(190 to 550 kHz).
The principle of the ADF navigation is to
determine the relative bearing of a
selected ground station. This is obtained
by the combination of the signals from
two loop and sense antennas positioned
90 apart with the signal from an omnidirectional sense antenna. This signal is
not affected by the relative bearing. An
external 96 Hz signal modulates the composite signal which is processed in order
to deliver the relative bearing. An additional Morse signal is provided to identify
the selected ground station.
The ADF comprises one system which
consists of:
- one receiver 2RP1,
- one loop and sense antenna 3RP1,
- one VOR/ADF/DME Radio Magnetic
Indicator (VOR/ADF/DME RMI) 21FN.
34-80
NAVIGATION
A319/A320

A second system has a space provision
and consists of:
- one loop and sense antenna 3RP2.
In addition, these components control the
system:
- the Radio Management Panel 1 (RMP)
1RG1,
- the CAPT (F/0) Audio Control Panel
(ACP) 2RN1 (2RN2),
Unit 1 (2) (MCDU) 3CA1 (3CA2),
Computer 1 (2) (FMGC) 1CA1 (1CA2),
- the Centralized Fault-Display InterfaceUnit (CFDIU) 1TW,
- the Audio Management Unit (AMU)
1RN.
The Navigation Displays (ND) show the
ADF data. In the ROSE and ARC modes,
the ADF/VOR/OFF switch on the EFIS
(FCU) to ADF, displays the characteristics
of the ADF 1 station in the left lower corner of the ND:
- type of station,
- shape of the associated bearing display,
- station identification or frequency,
- tuning mode (nothing: automatically
tuned, M: manually tuned and R: if
tuned by the RMP).
A single pointer on the heading dial shows
the bearing of the ADF 1. All this data is
shown in green except the tuning mode,
which is shown in white.
JUN 97
AUTOMATIC DIRECTION FINDER

(ADF)
The Automatic Direction Finder (ADF) is
a radio navigation aid which provides:
- an indication of the relative bearing of
the aircraft to a selected ground station.
This station operates in a frequency range
of 190 to 1750 kHz.
- aural identification of the ground station.
The frequency range includes:
- the standard commercial broadcast AM
stations (550 to 1610 kHz) located at
known coordinates around the world,
- the Non-Directional Beacons (NDB)
(190 to 550 kHz).
The principle of the ADF navigation is to
determine the relative bearing of a
selected ground station. This is obtained
by the combination of the signals from
two loop and sense antennas positioned
90 apart with the signal from an omnidirectional sense antenna. This signal is
not affected by the relative bearing. An
external 96 Hz signal modulates the composite signal which is processed in order
to deliver the relative bearing. An additional Morse signal is provided to identify
the selected ground station.
The ADF comprises one system which
consists of:
- one receiver 2RP1,
- one loop and sense antenna 3RP1,
Indicator (VOR/ADF/DME RMI) 21FN.
34-80
A second system has a space provision

and consists of:
- one loop and sense antenna 3RP2.
In addition, these components control the
system:
- the Radio Management Panel 1 (RMP)
1RG1,
- the CAPT (F/0) Audio Control Panel
(ACP) 2RN1 (2RN2),
Unit 1 (2) (MCDU) 3CA1 (3CA2),
Computer 1 (2) (FMGC) 1CA1 (1CA2),
- the Centralized Fault-Display InterfaceUnit (CFDIU) 1TW,
- the Audio Management Unit (AMU)
1RN.
The Navigation Displays (ND) show the
ADF data. In the ROSE and ARC modes,
the ADF/VOR/OFF switch on the EFIS
(FCU) to ADF, displays the characteristics
of the ADF 1 station in the left lower corner of the ND:
- type of station,
- station identification or frequency,
- tuning mode (nothing: automatically
tuned, M: manually tuned and R: if
tuned by the RMP).
A single pointer on the heading dial shows
the bearing of the ADF 1. All this data is
shown in green except the tuning mode,
which is shown in white.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
ADF Block Diagram

JUN 97
A319/A320
NAVIGATION
ADF Block Diagram

34-81
JUN 97
34-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

In ROSE NAV and ARC modes, the NDB
pushbutton switch on the EFIS control
section of the FCU, triangle symbols show
the ADF stations. In case of Non Computed Data (NCD), the station characteristics and associated pointer go out of view.
In the event of an ADF fault, a red ADF
station characteristics.
The VOR/ADF/DME RMI displays ADF
data when the VOR/ADF selector switch
is set ADF. The related single pointer or
double pointer indicates the ADF bearing.
A warning flag comes into view to indicate system malfunction. In this case, the
related pointer is in the 3 oclock position
In the event of Non Computed Data
(NCD), the warning flag comes into view
and the related pointer stays at the position
corresponding to the last correct data.
The ADF receiver applies its audio output
AMU controls the audio level through the
ACP. On the ACP, the pilot must push the
ADF l (ADF 2) pushbutton switch and
adjust the related potentiometer to the correct audio level.
34-82
NAVIGATION
A319/A320

With NDB stations modulated in A1 mode
(in automatic or manual mode) it is necessary to select the BFO function on the
MCDU in order to hear its Morse identification signal. In emergency mode, the
BFO function is selected on the RMP
when the STBY NAV/ADF pushbutton
switch is selected. The STBY NAV/BFO
pushbutton switch must then be selected.
It is possible to select the broadcast station
on the RMP and the MCDU (manual
mode only). In this case, the BFO selection is not necessary.
If an ATIS message is transmitted by the
NDB station, with the BFO active:
- it is necessary to push the ON VOICE
pushbutton switch on one ACP to hear
this information without Morse signal.
JUN 97
In ROSE NAV and ARC modes, the NDB

pushbutton switch on the EFIS control
section of the FCU, triangle symbols show
the ADF stations. In case of Non Computed Data (NCD), the station characteristics and associated pointer go out of view.
In the event of an ADF fault, a red ADF
station characteristics.
The VOR/ADF/DME RMI displays ADF
data when the VOR/ADF selector switch
is set ADF. The related single pointer or
double pointer indicates the ADF bearing.
related pointer is in the 3 oclock position
In the event of Non Computed Data
(NCD), the warning flag comes into view
and the related pointer stays at the position
corresponding to the last correct data.
The ADF receiver applies its audio output
AMU controls the audio level through the
ACP. On the ACP, the pilot must push the
ADF l (ADF 2) pushbutton switch and
adjust the related potentiometer to the correct audio level.
34-82
With NDB stations modulated in A1 mode

(in automatic or manual mode) it is necessary to select the BFO function on the
MCDU in order to hear its Morse identification signal. In emergency mode, the
BFO function is selected on the RMP
when the STBY NAV/ADF pushbutton
switch is selected. The STBY NAV/BFO
pushbutton switch must then be selected.
It is possible to select the broadcast station
on the RMP and the MCDU (manual
mode only). In this case, the BFO selection is not necessary.
If an ATIS message is transmitted by the
NDB station, with the BFO active:
- it is necessary to push the ON VOICE
pushbutton switch on one ACP to hear
this information without Morse signal.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321

VOR /MARKER SYSTEM
The principle of the VOR navigation is a
comparison between a reference phase
signal and a variable phase signal. The
ground station generates these two signals.
The phase difference between the reference and the variable phase is a function
of the position of the aircraft with respect
to the ground station. The ground station
provides a Morse identification.
There are three marker transmitters positioned on the ground at known distances
from the runway threshold:
- the outer marker at approx. 4 N miles,
- the middle marker at 0.6 N miles,
- the inner marker at the runway
threshold.
The markers transmit a modulated 75
MHz signal to provide a marker position.
When the aircraft passes through the beam
of a marker, the modulating frequency is
detected. The system provides aural and
visual indications to the flight crew.
VOR System
The VOR comprises two independent systems. Each system consists of:
- one VOR/MKR receiver 1(2) 3RS1
(3RS2),
- one VOR 1/2 antenna 4RS,
Indicator (VOR/ADF/DME RMI) 2lFN.
The following components control the
VOR system:
audio control,
JUN 97
NAVIGATION
A319/A320

1RG1 (1RG2) and the Flight
1(2) (FMGC) 1CA1 (1CA2) for
- the MCDU 1(2) and the Centralized
Fault-Display Interface-Unit (CFDIU)
1TW for test purposes.
Marker system
The marker system consists of only one
system. The receiver is part of the VOR/
MKR receiver 1.
The system comprises:
- one VOR/MKR receiver,
- one marker antenna.
All VOR/MKR data is shown on the captain and first officer Primary Flight Displays (PFD). It is displayed on the
Navigation Display (ND) in ROSE and
ARC modes. If the ADF/VOR/OFF
switch on the EFIS control section of the
Flight Control Unit (FCU) to is selected to
VOR, this causes the display of the characteristics of the VOR 1 and/or VOR 2
stations in the left and/or right lower corner of the ND:
- type of station (VOR 1, VOR 2),
- station identification,
- Mode of tuning: nothing: automatically
tuned by the FMGC, M: manually tuned
through the MCDU, R: tuned through
the RMP.
34-83
VOR /MARKER SYSTEM

The principle of the VOR navigation is a
comparison between a reference phase
signal and a variable phase signal. The
ground station generates these two signals.
The phase difference between the reference and the variable phase is a function
of the position of the aircraft with respect
to the ground station. The ground station
provides a Morse identification.
There are three marker transmitters positioned on the ground at known distances
from the runway threshold:
- the outer marker at approx. 4 N miles,
- the middle marker at 0.6 N miles,
- the inner marker at the runway
threshold.
The markers transmit a modulated 75
MHz signal to provide a marker position.
When the aircraft passes through the beam
of a marker, the modulating frequency is
detected. The system provides aural and
visual indications to the flight crew.
VOR System
The VOR comprises two independent systems. Each system consists of:
- one VOR/MKR receiver 1(2) 3RS1
(3RS2),
- one VOR 1/2 antenna 4RS,
Indicator (VOR/ADF/DME RMI) 2lFN.
The following components control the
VOR system:
audio control,
JUN 97

1RG1 (1RG2) and the Flight
1(2) (FMGC) 1CA1 (1CA2) for
- the MCDU 1(2) and the Centralized
Fault-Display Interface-Unit (CFDIU)
1TW for test purposes.
Marker system
The marker system consists of only one
system. The receiver is part of the VOR/
MKR receiver 1.
The system comprises:
- one VOR/MKR receiver,
- one marker antenna.
All VOR/MKR data is shown on the captain and first officer Primary Flight Displays (PFD). It is displayed on the
Navigation Display (ND) in ROSE and
ARC modes. If the ADF/VOR/OFF
switch on the EFIS control section of the
Flight Control Unit (FCU) to is selected to
VOR, this causes the display of the characteristics of the VOR 1 and/or VOR 2
stations in the left and/or right lower corner of the ND:
- type of station (VOR 1, VOR 2),
- station identification,
- Mode of tuning: nothing: automatically
tuned by the FMGC, M: manually tuned
through the MCDU, R: tuned through
the RMP.
34-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

The VOR/ADF/DME RMI displays VOR
data when the VOR/ADF selector
switches to are set to VOR.
The RMI indicates the VOR bearings:
- a single pointer indicates the VOR 1
bearing,
- a double pointer indicates the VOR 2
bearing.
corresponding pointer is in the 3 oclock
position. In the event of Non Computed
Data (NCD), the warning flag comes into
view and the related pointer stays at the
position corresponding to the last correct
data.
Marker System Indicating
The MKR data are shown on the PFD, in
approach at the intersection of the G/S and
LOC scales. When the aircraft overflies
the corresponding marker, the following
indications come into view on the PFD:
- OM for the outer marker (blue),
- MM for the middle marker (amber),
- AWY for the inner marker (white).
34-84
NAVIGATION
A319/A320

The VOR/MKR receivers apply their
VOR audio output to the audio integrating
system. This system controls and directs
the output to the headsets and/or the loud
speakers. The AMU controls the audio
level through the ACP. On the ACP, the
pilot must push the VOR 1 (2) pushbutton
switch and adjust the related potentiometer to the correct audio level.
In event of an ATIS message transmission
by the VOR station is necessary to push
the ON VOICE pushbutton switch on one
ACP in order to hear this information
without Morse signal.
JUN 97
The VOR/ADF/DME RMI displays VOR

data when the VOR/ADF selector
switches to are set to VOR.
The RMI indicates the VOR bearings:
- a single pointer indicates the VOR 1
bearing,
- a double pointer indicates the VOR 2
bearing.
corresponding pointer is in the 3 oclock
position. In the event of Non Computed
Data (NCD), the warning flag comes into
view and the related pointer stays at the
position corresponding to the last correct
data.
Marker System Indicating
The MKR data are shown on the PFD, in
approach at the intersection of the G/S and
LOC scales. When the aircraft overflies
the corresponding marker, the following
indications come into view on the PFD:
- OM for the outer marker (blue),
- MM for the middle marker (amber),
- AWY for the inner marker (white).
34-84
The VOR/MKR receivers apply their

VOR audio output to the audio integrating
system. This system controls and directs
the output to the headsets and/or the loud
speakers. The AMU controls the audio
level through the ACP. On the ACP, the
pilot must push the VOR 1 (2) pushbutton
switch and adjust the related potentiometer to the correct audio level.
In event of an ATIS message transmission
by the VOR station is necessary to push
the ON VOICE pushbutton switch on one
ACP in order to hear this information
without Morse signal.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
VOR/Marker Block Diagram
VOR/Marker Block Diagram

JUN 97
A319/A320
NAVIGATION
34-85
JUN 97
34-85
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
GLOBAL POSITIONING SYSTEM

(GPS)
The Global Positioning system will be
used as an enhancement to the Flight
Management system. GPS will update aircraft position based on input from GPS
satelites. Two Global Positioning System
Sensor Units (GPSSUs) are installed.
Both GPS antennas are installed on the
upper forward fuselage.
The IRS provides the GPS initialization
(time and position) and performs the GPIR navigation data integration.
Each GPSSU interfaces with its on side
IRS and to ADIRS 3. If on IRS fails the
IRS 3-selector switch is used to switch
the on side GPSSU to be used with IRS 3.
If one GPSSU fails, the remaining one
supplies all ADIRS.
GPS is used like a normal flight management sensor.
NOTE: The A320 aircraft do not have
GPS installed at this time, but have provisions for a GPS system. Only A319
will have GPS initially.
GLOBAL POSITIONING SYSTEM

(GPS)
The Global Positioning system will be
used as an enhancement to the Flight
Management system. GPS will update aircraft position based on input from GPS
satelites. Two Global Positioning System
Sensor Units (GPSSUs) are installed.
Both GPS antennas are installed on the
upper forward fuselage.
The IRS provides the GPS initialization
(time and position) and performs the GPIR navigation data integration.
Each GPSSU interfaces with its on side
IRS and to ADIRS 3. If on IRS fails the
IRS 3-selector switch is used to switch
the on side GPSSU to be used with IRS 3.
If one GPSSU fails, the remaining one
supplies all ADIRS.
GPS is used like a normal flight management sensor.
NOTE: The A320 aircraft do not have
GPS installed at this time, but have provisions for a GPS system. Only A319
will have GPS initially.
34-86
JUN 97
34-86
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
Global Positioning Block Diagram
Global Positioning Block Diagram

JUN 97
A319/A320
NAVIGATION
34-87
JUN 97
34-87
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321

DIGITAL DISTANCE & RADIO
MAGNETIC INDICATOR (DDRMI)
The Digital Distance and Radio Magnetic
Indicator (DDRMI) is located on the center instrument panel. It is a combined
VOR/ADF/DME RMI. The DME 1 Distance is displayed in the left hand window.
The DME 2 Distance is displayed in the
right hand window. A single pointer indicates the VOR 1 or ADF 1 bearing. A
double pointer indicates the VOR 2 or
ADF 2 bearing. The selection of VOR or
ADF is provided for each pointer by a
selector switch.
When a failure is detected by the DME or
RMI monitoring circuits, the corresponding DME display window is blanked. In
case of Non Computed Data (NCD), for
example:
- Out-of-range station, the window shows
white horizontal dashed lines. Heading
information normally comes from
ADIRU 1.
34-88
NAVIGATION
A319/A320

If it fails, the heading is provided by
ADIRU 3 after pilot switching.
In case of VOR or ADF 1 or 2 receiver
failure, a red flag comes into view and the
corresponding pointer is set to the 3
oclock position. In case of Non Computed Data (NCD), no failure flag appears,
but the corresponding pointer is set to the
3 oclock position.
JUN 97

MAGNETIC INDICATOR (DDRMI)
The Digital Distance and Radio Magnetic
Indicator (DDRMI) is located on the center instrument panel. It is a combined
VOR/ADF/DME RMI. The DME 1 Distance is displayed in the left hand window.
The DME 2 Distance is displayed in the
right hand window. A single pointer indicates the VOR 1 or ADF 1 bearing. A
double pointer indicates the VOR 2 or
ADF 2 bearing. The selection of VOR or
ADF is provided for each pointer by a
selector switch.
When a failure is detected by the DME or
RMI monitoring circuits, the corresponding DME display window is blanked. In
case of Non Computed Data (NCD), for
example:
- Out-of-range station, the window shows
white horizontal dashed lines. Heading
information normally comes from
ADIRU 1.
34-88
If it fails, the heading is provided by

ADIRU 3 after pilot switching.
In case of VOR or ADF 1 or 2 receiver
failure, a red flag comes into view and the
corresponding pointer is set to the 3
oclock position. In case of Non Computed Data (NCD), no failure flag appears,
but the corresponding pointer is set to the
3 oclock position.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
DDRMI Indicator
DDRMI Indicator
JUN 97
A319/A320
NAVIGATION
34-89
JUN 97
34-89
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
PRIMARY FLIGHT DISPLAY (PFD)

PRIMARY FLIGHT DISPLAY (PFD)

Vertical Speed Indication
Vertical Speed Indication
Altitude Indication
Altitude Indication
Airspeed Indication
Airspeed Indication
Heading Indication
Heading Indication
Attitude Indication
Attitude Indication
34-90
JUN 97
34-90
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
A319/A320
NAVIGATION
PFD ATTITUDE INDICATIONS

PFD ATTITUDE INDICATIONS

Fixed Airplane Symbol
Fixed Airplane Symbol

Roll Scale
Provides graduations at 0, 10, 20, 30, and
45 degrees of bank.
Roll Scale
Provides graduations at 0, 10, 20, 30, and
45 degrees of bank.
Roll Index
Points to angle of bank on roll scale.
When bank angle exceeds 45, only attitude, speed, heading, altitude and vertical
speed symbols are displayed. The display
returns to normal when bank angle returns
below
40.
Roll Index
Points to angle of bank on roll scale.
When bank angle exceeds 45, only attitude, speed, heading, altitude and vertical
speed symbols are displayed. The display
returns to normal when bank angle returns
below
40.
Bank Angle Limit Indicator

Indicates bank angle limitation in green at
+67 on roll scale.
Replaced by amber "X" with loss of normal law.
Bank Angle Limit Indicator

Indicates bank angle limitation in green at
+67 on roll scale.
Replaced by amber "X" with loss of normal law.
Side Slip Index/Beta Target

Indicates lateral acceleration on the
ground and side slip in flight as provided
by ADIRS. Reaches stop at .3 Gs.
When centered with roll index, side slip is
zero.
Index changes from yellow to blue with
engine failure in takeoff or go-around configuration and becomes a Beta target. Beta
is the optimum side slip for a given configuration. When the Beta target is centered, a small side slip is present for
optimum performance.
Side slip index changes to Beta target
when:
- Flaps CONF 1, 2 or 3 is selected, and
- any ENG EPR exceeds 1.25, and
- there is a difference between EPRs
exceeding .30.
a=bank angle
b=pitch angle
JUN 97
Pitch Limit Indicator

Indicates pitch angle limitation in green at 15 nose
down or 30 nose up on
pitch scale.
Replaced by amber "X"
with loss of normal law.
Pitch Scale
Provides graduations between 80 nose up
and 80 nose down with 2.5 increments
between 10 nose down and 30 nose up.
Beyond 30, large red arrows indicate an
When pitch angle exceeds 25 nose up or
13 nose down, only the attitude, speed,
heading, altitude and vertical speed symbols are displayed. The display returns to
normal when pitch angle becomes less
than 22 nose up or 10 nose down.
34-91
Side Slip Index/Beta Target

Indicates lateral acceleration on the
ground and side slip in flight as provided
by ADIRS. Reaches stop at .3 Gs.
When centered with roll index, side slip is
zero.
Index changes from yellow to blue with
engine failure in takeoff or go-around configuration and becomes a Beta target. Beta
is the optimum side slip for a given configuration. When the Beta target is centered, a small side slip is present for
optimum performance.
Side slip index changes to Beta target
when:
- Flaps CONF 1, 2 or 3 is selected, and
- any ENG EPR exceeds 1.25, and
- there is a difference between EPRs
exceeding .30.
a=bank angle
b=pitch angle
JUN 97
Pitch Limit Indicator

Indicates pitch angle limitation in green at 15 nose
down or 30 nose up on
pitch scale.
Replaced by amber "X"
with loss of normal law.
Pitch Scale
Provides graduations between 80 nose up
and 80 nose down with 2.5 increments
between 10 nose down and 30 nose up.
Beyond 30, large red arrows indicate an
When pitch angle exceeds 25 nose up or
13 nose down, only the attitude, speed,
heading, altitude and vertical speed symbols are displayed. The display returns to
normal when pitch angle becomes less
than 22 nose up or 10 nose down.
34-91
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
A319/A320
PFD FLIGHT DIRECTOR GUIDANCE HDG-V/S MODE

PFD FLIGHT DIRECTOR GUIDANCE HDG-V/S MODE

Command Bars
Provide pitch and roll commands from the
FMGC to maintain or return to lateral and
vertical profile.
Bars automatically move out of view at
touchdown in ROLL OUT mode.
Bars flash for 10 seconds and then remain
steady under the following conditions:
- Reversion to the AFS basic modes
- Change of selected flight level when the
AFS is already engaged in ALT
CAPTURE mode
- Loss of localizer or glide slope in
LAND mode or loss of LAND mode
In speed reference (SRS) mode, bars provide guidance to reach and/or maintain:
- V2 + 10 kts with both engines operating
(V2 selected on MCDU)
- V2 or the airplane speed (whichever is
higher) in case of engine failure
Command Bars
Provide pitch and roll commands from the
FMGC to maintain or return to lateral and
vertical profile.
Bars automatically move out of view at
touchdown in ROLL OUT mode.
Bars flash for 10 seconds and then remain
steady under the following conditions:
- Reversion to the AFS basic modes
- Change of selected flight level when the
AFS is already engaged in ALT
CAPTURE mode
- Loss of localizer or glide slope in
LAND mode or loss of LAND mode
In speed reference (SRS) mode, bars provide guidance to reach and/or maintain:
- V2 + 10 kts with both engines operating
(V2 selected on MCDU)
- V2 or the airplane speed (whichever is
higher) in case of engine failure
34-92
JUN 97
34-92
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320
PFD FLIGHT DIRECTOR GUIDANCE TRK-FPA MODE

PFD FLIGHT DIRECTOR GUIDANCE TRK-FPA MODE

Flight Path Director

Provides guidance to achieve the vertical
and horizontal flight path target.
Flight Path Director

Provides guidance to achieve the vertical
and horizontal flight path target.
Flight Path Vector

Inertial vector defines the horizontal and
vertical track.
Flight Path Vector

Inertial vector defines the horizontal and
vertical track.
a=Lateral drift angle
b=Flight path angle
c=Difference between the ordered flight
path angle and the actual flight path angle
d=Difference between the ordered roll
angle and the actual roll angle
a=Lateral drift angle

b=Flight path angle
c=Difference between the ordered flight
path angle and the actual flight path angle
d=Difference between the ordered roll
angle and the actual roll angle
JUN 97
34-93
JUN 97
34-93
UNITED AIRLINES
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NAVIGATION
/A321
ILS Information
The following appears when an
ILS frequency and course have
been selected in the MCDU and
when the ILS switch on the EFIS
control panel is pushed:
- ILS identification as decoded
from the ILS receiver.
- ILS frequency.
- DME distance if a DME is
collocated.
34-94
A319/A320

PFD ILS INDICATIONS
PFD ILS INDICATIONS

Localizer Scale
Appears when ILS switch is pushed.
Flashes continuously when the deviation
exceeds 1/4 dot for two seconds or more
(above 15 feet RA).
NAVIGATION
Glide Slope Deviation Scale

Appears when ILS switch is
pushed. Flashes continuously
when the deviation exceeds one
dot for two seconds or more
(above 100 feet RA).
Localizer Scale
Appears when ILS switch is pushed.
Flashes continuously when the deviation
exceeds 1/4 dot for two seconds or more
(above 15 feet RA).
Glide Slope Deviation Scale

Appears when ILS switch is
pushed. Flashes continuously
when the deviation exceeds one
dot for two seconds or more
(above 100 feet RA).
Glide Slope Deviation Index

and Localizer Index
Appear when glide slope and
localizer signals are valid if deviation scales are displayed. Half
index displayed at the end of
scale when index is out of the displayed range. Flashes continuously when the deviation exceeds
two dots for two seconds or more.
Marker Beacon Indications
OM displays in blue when outer
marker is overflown.
MM displays in amber when middle marker is overflown.
AWY displays in white when
inner marker is overflown.
Glide Slope Deviation Index

and Localizer Index
Appear when glide slope and
localizer signals are valid if deviation scales are displayed. Half
index displayed at the end of
scale when index is out of the displayed range. Flashes continuously when the deviation exceeds
two dots for two seconds or more.
Marker Beacon Indications
OM displays in blue when outer
marker is overflown.
MM displays in amber when middle marker is overflown.
AWY displays in white when
inner marker is overflown.
ILS Message
Flashes amber when the APP
mode is armed and ILS display is
not activated.
ILS Course Pointer
ILS Message
Flashes amber when the APP
mode is armed and ILS display is
not activated.
ILS Course Pointer
Appears when an ILS frequency and

course have been selected and when ILS
switch is pushed.
Symbol is replaced by the ILS course digital value in magenta on the side of the
scale outside of the displayed heading
range.
If no course has been entered, the value is
defaulted at 360.
JUN 97
ILS Information
The following appears when an
ILS frequency and course have
been selected in the MCDU and
when the ILS switch on the EFIS
control panel is pushed:
- ILS identification as decoded
from the ILS receiver.
- ILS frequency.
- DME distance if a DME is
collocated.
34-94
Appears when an ILS frequency and

course have been selected and when ILS
switch is pushed.
Symbol is replaced by the ILS course digital value in magenta on the side of the
scale outside of the displayed heading
range.
If no course has been entered, the value is
defaulted at 360.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
PFD GROUND INDICATIONS

Location: Captain and First Officer Panels.
PFD GROUND INDICATIONS

Max Sidestick Deflection

Displays in white after first engine start.
Max Sidestick Deflection

Sidestick Order Indication

Indicates the combined Captain/First
Officer sidestick order (L wing down,
pitch up).
Sidestick Order Indication

Indicates the combined Captain/First
Officer sidestick order (L wing down,
pitch up).
Ground Roll Guidance Command Bar

Provides flight director yaw commands
below 30 feet radio altitude provided
localizer signal is available during takeoff
in RWY mode, or at landing in the ROLLOUT mode. The command bar is a steer"
bar that is centered when the localizer is
centered, or when the rate of correction
toward a centered localizer is at the commanded rate.
Ground Roll Guidance Command Bar

Provides flight director yaw commands
below 30 feet radio altitude provided
localizer signal is available during takeoff
in RWY mode, or at landing in the ROLLOUT mode. The command bar is a steer"
bar that is centered when the localizer is
centered, or when the rate of correction
toward a centered localizer is at the commanded rate.
JUN 97
34-95
JUN 97
A319/A320
34-95
UNITED AIRLINES
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A318/A319/A320
NAVIGATION
/A321
NAVIGATION
PFD AIRSPEED INDICATIONS

PFD AIRSPEED INDICATIONS

Overspeed Protection Symbol

Indicates in green the speed (VMO + 6
knots/MMO + 0.01) at which overspeed
protection activates. Replaced by amber
X" with loss of normal law.
Overspeed Protection Symbol

Indicates in green the speed (VMO + 6
knots/MMO + 0.01) at which overspeed
protection activates. Replaced by amber
X" with loss of normal law.
Vmax
Defined by the lower end of a red and
black strip along the speed scale. Represents the lowest of VMO (or MMO), VFE,
or VLE if the landing gear is extended.
Computed by the FACs.
Vmax
Defined by the lower end of a red and
black strip along the speed scale. Represents the lowest of VMO (or MMO), VFE,
or VLE if the landing gear is extended.
Actual Airspeed Reference Line

Indicates the actual airspeed where the
scale value moves in front of the line. Airspeed indication starts from 30 knots.
Actual Airspeed Reference Line

Indicates the actual airspeed where the
scale value moves in front of the line. Airspeed indication starts from 30 knots.
Speed Trend Arrow

Starting from the airspeed reference line,
points to the speed value which will be
attained in 10 seconds if the acceleration
remains constant. Appears only when
speed difference is greater than two knots.
Disappears when speed difference is less
than one knot, or if FACs fail.
Speed Trend Arrow

Starting from the airspeed reference line,
points to the speed value which will be
attained in 10 seconds if the acceleration
remains constant. Appears only when
speed difference is greater than two knots.
Disappears when speed difference is less
than one knot, or if FACs fail.
Target Airspeed Pointer

Points to the target airspeed value or the
airspeed corresponding to the target Mach
number. The pointer is magenta when the
target airspeed is the value computed by
the FMGC in managed speed mode. The
pointer is blue when the target airspeed is
manually selected in the FMGC or manually entered on the FCU.
Target Airspeed Pointer

Points to the target airspeed value or the
airspeed corresponding to the target Mach
number. The pointer is magenta when the
target airspeed is the value computed by
the FMGC in managed speed mode. The
pointer is blue when the target airspeed is
manually selected in the FMGC or manually entered on the FCU.
34-96
Mach Number
Displays when number is
greater than .5.
JUN 97
34-96
A319/A320
Mach Number
Displays when number is
greater than .5.
JUN 97
UNITED AIRLINES
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NAVIGATION
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A319/A320
NAVIGATION
PFD AIRSPEED INDICATIONS (Continued)


Minimum Selectable Speed (VLS)

Defined by the top of an amber strip along
the speed scale. Represents 1.13 X stall
speed (VS) during takeoff or following
touch and go, as computed by the FACs.
Becomes 1.23 stall speed upon slat or flap
selection, and remains at that value until
landing. Above FL 200 VLS is corrected
for Mach effect to maintain .2 g buffet
margin. Display is inhibited from touchdown until ten seconds after liftoff.
Minimum Selectable Speed (VLS)

Defined by the top of an amber strip along
the speed scale. Represents 1.13 X stall
speed (VS) during takeoff or following
touch and go, as computed by the FACs.
Becomes 1.23 stall speed upon slat or flap
selection, and remains at that value until
landing. Above FL 200 VLS is corrected
for Mach effect to maintain .2 g buffet
margin. Display is inhibited from touchdown until ten seconds after liftoff.
Alpha Protection Speed

Defined by the top of a black and amber
strip along the speed scale. Represents the
speed corresponding to the angle of attack
at which alpha protection activates, as
computed in pitch normal law by the
FACs.
Alpha Protection Speed

Defined by the top of a black and amber
strip along the speed scale. Represents the
speed corresponding to the angle of attack
at which alpha protection activates, as
computed in pitch normal law by the
FACs.
Alpha Maximum Speed

Defined by the top of a red strip along the
speed scale. Represents the speed corresponding to the maximum angle of attack,
as computed in pitch normal law by the
FACs.
Alpha Maximum Speed

Defined by the top of a red strip along the
speed scale. Represents the speed corresponding to the maximum angle of attack,
as computed in pitch normal law by the
FACs.
Stall Warning Speed (VSW)

Defined by the top of a red and black strip
along the speed scale. Represents the
speed corresponding to the stall warning,
as computed in pitch alternate or direct
law by the FACs. Display is inhibited
from touchdown until ten seconds after
liftoff.
Stall Warning Speed (VSW)

Defined by the top of a red and black strip
along the speed scale. Represents the
speed corresponding to the stall warning,
as computed in pitch alternate or direct
law by the FACs. Display is inhibited
from touchdown until ten seconds after
liftoff.
JUN 97
34-97
JUN 97
34-97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
A319/A320
NAVIGATION


34-98
Econ Speed Range

Indicates in magenta the range of descent
speed (with ECON mode engaged); 20
knots, VMIN, or VLS, whichever is
higher. Calculated by the FMGC.
Econ Speed Range

Indicates in magenta the range of descent
speed (with ECON mode engaged); 20
knots, VMIN, or VLS, whichever is
higher. Calculated by the FMGC.
1 Decision Speed (V1)

Appears in blue next to the speed entered
by the crew through the MCDU. When out
of indication range, appears on upper part
of scale. Disappears after liftoff.
1 Decision Speed (V1)

Appears in blue next to the speed entered
by the crew through the MCDU. When out
of indication range, appears on upper part
of scale. Disappears after liftoff.
F Minimum Flap Retraction Speed

Appears in green next to the minimum
speed for selecting position 1 when the
FLAPS selector is in position 3 or 2. Computed by the FACs.
F Minimum Flap Retraction Speed

FLAPS selector is in position 3 or 2. Computed by the FACs.
Green Dot Speed

Appears while flying in the clean configuration only to signify the clean maneuvering speed. Represents the best lift to drag
ratio, as computed by the FACs.
Green Dot Speed

Appears while flying in the clean configuration only to signify the clean maneuvering speed. Represents the best lift to drag
ratio, as computed by the FACs.
S Minimum Slat Retraction Speed

FLAPS selector is in position 1. Computed by the FACs.
S Minimum Slat Retraction Speed

FLAPS selector is in position 1. Computed by the FACs.
Next Flap Extended Speed (VFE)

Appears in amber next to the maximum
speed for the next flap position speed
when altitude is lower than 15,000 feet.
Next Flap Extended Speed (VFE)

Appears in amber next to the maximum
speed for the next flap position speed
when altitude is lower than 15,000 feet.
JUN 97
34-98
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
PFD ALTITUDE INDICATIONS

PFD ALTITUDE INDICATIONS

JUN 97
A319/A320
Target Altitude or Selected FL Indicator

(Target Altitude Value on Scale)
Indicates the FCU selected target altitude (if
QNH barometric reference is selected) or
the selected flight level (if STD barometric
reference is selected).

(Target Altitude Value on Scale)
Indicates the FCU selected target altitude (if
QNH barometric reference is selected) or
the selected flight level (if STD barometric
reference is selected).
Altitude Indication
Displays altitude in green on a white moving
scale. NEG" appears in window to indicate
negative altitude.
Window changes from yellow to amber if
the airplane deviates from the selected altitude or flight level.
Numerical value changes from green to
amber when the airplane flies below any
MDA entered in the MCDU.
Altitude Indication
Displays altitude in green on a white moving
scale. NEG" appears in window to indicate
negative altitude.
Window changes from yellow to amber if
the airplane deviates from the selected altitude or flight level.
Numerical value changes from green to
amber when the airplane flies below any
MDA entered in the MCDU.
Barometric Reference Indication

Indicates that either STD or QNH has been
selected as barometric reference.
Pulses when reference selection is inappropriate (STD not selected above transition
altitude in climb, or STD still selected below
transition level in approach or 2500 feet RA
if transition level not available).
Barometric Reference Indication

Indicates that either STD or QNH has been
selected as barometric reference.
Pulses when reference selection is inappropriate (STD not selected above transition
altitude in climb, or STD still selected below
transition level in approach or 2500 feet RA
if transition level not available).
VNAV Deviation Indication

Indicates the altitude corresponding to the
theoretical vertical profile computed by the
FMGC displayed from the top of descent
down to the final intercept altitude. The
deviation is not angular. Each dot is a 300 ft.
deviation from the desired path.
VNAV Deviation Indication

Indicates the altitude corresponding to the
theoretical vertical profile computed by the
FMGC displayed from the top of descent
down to the final intercept altitude. The
deviation is not angular. Each dot is a 300 ft.
deviation from the desired path.

(Target Altitude Value Not on Scale)
Displays the target altitude or selected flight
level above or below the altitude indication
scale, as appropriate.

(Target Altitude Value Not on Scale)
Displays the target altitude or selected flight
level above or below the altitude indication
scale, as appropriate.
34-99
JUN 97
34-99
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
A319/A320
NAVIGATION
PFD ALTITUDE INDICATIONS (Continued)

PFD ALTITUDE INDICATIONS (Continued)

Landing Elevation
Indicates the landing elevation of the
destination airport when barometric altitude is selected.
Landing Elevation
Indicates the landing elevation of the
destination airport when barometric altitude is selected.
Radio Height
Displays radio altitude below 2500 feet.
Changes every ten feet down to 50 feet,
then every five feet down to ten feet, then
every foot.
If a DH has been entered:
- Displays green when radio altitude is
greater than DH plus 100 feet
- Displays amber when radio altitude is
less than DH plus 100 feet
If NO" is entered as DH on MCDU
APPROACH page, zero feet is taken as a
default value.
When the selected DH is reached, DH"
flashes amber (located above the radio altitude number) for several seconds, and
remains amber below the radio altitude
value.
If no DH has been entered or should both
FMGCs fail:
greater than 400 feet
less than or equal to 400 feet
34-100
Ground Reference
Displays ground reference as a red ribbon along the altitude scale, when below
570 feet AGL. The top of ribbon is at
center of altitude window at touchdown.
JUN 97
Radio Height
Displays radio altitude below 2500 feet.
Changes every ten feet down to 50 feet,
then every five feet down to ten feet, then
every foot.
If a DH has been entered:
greater than DH plus 100 feet
less than DH plus 100 feet
If NO" is entered as DH on MCDU
APPROACH page, zero feet is taken as a
default value.
When the selected DH is reached, DH"
flashes amber (located above the radio altitude number) for several seconds, and
remains amber below the radio altitude
value.
If no DH has been entered or should both
FMGCs fail:
greater than 400 feet
less than or equal to 400 feet
34-100
Ground Reference
Displays ground reference as a red ribbon along the altitude scale, when below
570 feet AGL. The top of ribbon is at
center of altitude window at touchdown.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
PFD VERTICAL SPEED INDICATIONS

PFD VERTICAL SPEED INDICATIONS

JUN 97
A319/A320
Vertical Speed Scale

Displays white on grey. Graduated each
Vertical Speed Scale

Displays white on grey. Graduated each
Digital Vertical Speed Indication

Displays green. Disappears when vertical
speed is less than 200 feet per minute.
Window surrounding indication becomes
amber to indicate inertial data has been
replaced by barometric information.
Digital Vertical Speed Indication

Displays green. Disappears when vertical
speed is less than 200 feet per minute.
Window surrounding indication becomes
amber to indicate inertial data has been
replaced by barometric information.
Analog Vertical Speed Pointer

Displays green. If vertical speed exceeds
2000 feet per minute, pointer positions to
end of scale.
Speed indicators (digital and analog)
become amber if any of the following
occur:
- Vertical speed exceeds 6000 fpm (climb
or descent)
- Vertical speed exceeds 2000 fpm
descent and radio altitude is between
2500 and 1000 feet
- Vertical exceeds 1200 fpm descent and
radio altitude is less than 1000 feet
Analog Vertical Speed Pointer

Displays green. If vertical speed exceeds
2000 feet per minute, pointer positions to
end of scale.
Speed indicators (digital and analog)
become amber if any of the following
occur:
- Vertical speed exceeds 6000 fpm (climb
or descent)
- Vertical speed exceeds 2000 fpm
descent and radio altitude is between
2500 and 1000 feet
- Vertical exceeds 1200 fpm descent and
radio altitude is less than 1000 feet
34-101
JUN 97
34-101
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
PFD HEADING INDICATIONS

PFD HEADING INDICATIONS

Heading Reference
Line and Scale
Displays the actual magnetic heading with a
white scale moving behind a fixed yellow
reference line. TRU" displays when true
heading is displayed instead of magnetic
heading (above 73 N or below 60 S).
Selected Heading
or Track Index
Points to the selected heading or
track on the heading scale. The
index is replaced by digits on the
left or right side of the scale when
the selected value is off scale.
A second index displays on the
horizon line if the FD switch is
OFF.
Heading Reference
Line and Scale
Displays the actual magnetic heading with a
white scale moving behind a fixed yellow
reference line. TRU" displays when true
heading is displayed instead of magnetic
heading (above 73 N or below 60 S).
JUN 97
Selected Heading
or Track Index
Points to the selected heading or
track on the heading scale. The
index is replaced by digits on the
left or right side of the scale when
the selected value is off scale.
A second index displays on the
horizon line if the FD switch is
OFF.
Actual Track Diamond
Indicates the actual track on the
heading scale in green.
Actual Track Diamond

Indicates the actual track on the
heading scale in green.
34-102
A319/A320
34-102
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
PFD FLAGS
PFD FLAGS
SI Flag
Indicates loss of side slip data.
FD Flag
Indicates both FMGCs
have failed, or both FDs
have disengaged with FD
switches on.
HDG Flag
Indicates heading data failure.
CHECK HDG Flag
Indicates at least a 5 discrepancy
in heading data between PFDs.
Appears on both PFDs in amber.
34-104
CHECK ATT Flag

Indicates at least a 5 discrepancy in attitude data between PFDs. Appears on both
PFDs in amber.
ATT Flag
Indicates attitude data failure.
SI Flag
Indicates loss of side slip data.
FD Flag
Indicates both FMGCs
have failed, or both FDs
have disengaged with FD
switches on.
A319/A320
CHECK ATT Flag

Indicates at least a 5 discrepancy in attitude data between PFDs. Appears on both
PFDs in amber.
ATT Flag
Indicates attitude data failure.
ALT SEL Flag

Indicates selected altitude data
failure.
ALT SEL Flag

Indicates selected altitude data
failure.
CHECK ALT Flag

Appears in amber when the difference between both PFDs altitude indications is greater than
250 feet (QNH), or 500 feet
(STD). Inhibited when CAPT
and F/O ADR barometric references
disagree.
CHECK ALT Flag

Appears in amber when the difference between both PFDs altitude indications is greater than
250 feet (QNH), or 500 feet
(STD). Inhibited when CAPT
and F/O ADR barometric references
disagree.
V/S Flag
Indicates vertical speed data
failure.
V/S Flag
Indicates vertical speed data
failure.
ALT Flag
Indicates altitude data failure.
ALT Flag
Indicates altitude data failure.
G/S Flag
Indicates glide slope receiver
failure.
G/S Flag
Indicates glide slope receiver
failure.
HDG Flag
Indicates heading data failure.
V/DEV Flag
Indicates vertical deviation data
failure and ILS switch not
pushed.
JUN 97
CHECK HDG Flag

Indicates at least a 5 discrepancy
in heading data between PFDs.
Appears on both PFDs in amber.
34-104
V/DEV Flag
Indicates vertical deviation data
failure and ILS switch not
pushed.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
A319/A320
NAVIGATION
PFD FLAGS (Continued)

PFD FLAGS (Continued)

DME Flag
Indicates DME distance is
not available (DME 1 on
PFD 1, DME 2 on PFD 2).
SPD SEL Flag

Indicates failure of selected speed data.
SPD SEL Flag

Indicates failure of selected speed data.
V1 INOP Flag
Indicates V1 signal is not valid.
V1 INOP Flag
Indicates V1 signal is not valid.
SPD Flag
Indicates speed data failure.
FPV Flag
Indicates drift angle or flight
path angle are not valid when
in TRK/FPA mode.
SPD Flag
Indicates speed data failure.
FPV Flag
Indicates drift angle or flight
path angle are not valid when
in TRK/FPA mode.
DH Flag
Indicates in amber that decision height has been reached.
DH Flag
Indicates in amber that decision height has been reached.
RA Flag
Indicates failure of both radio
altimeters.
RA Flag
Indicates failure of both radio
altimeters.
LOC Flag
Indicates failure of localizer
receiver.
LOC Flag
Indicates failure of localizer
receiver.
SPD LIM Flag

Appears when both FACs are inoperative. Indicates the
following speed data is lost: VLS, S, F, green dot,
VTREND, VMAX OP, VMAX, VFE NEXT, VSW.
SPD LIM Flag

Appears when both FACs are inoperative. Indicates the
following speed data is lost: VLS, S, F, green dot,
VTREND, VMAX OP, VMAX, VFE NEXT, VSW.
MACH Flag
Indicates Mach data failure.
MACH Flag
Indicates Mach data failure.
ILS Flag
Indicates ILS frequency is not available or that both
localizer and glide slope signals have failed (ILS 1 on
PFD 1, ILS 2 on PFD 2).
DME Flag
Indicates DME distance is
not available (DME 1 on
PFD 1, DME 2 on PFD 2).
ILS Flag
Indicates ILS frequency is not available or that both
localizer and glide slope signals have failed (ILS 1 on
PFD 1, ILS 2 on PFD 2).
NOTE: All flags display red unless noted. All flags flash for nine seconds and then
stay on except for SI, V1 INOP and DME 1, which do not flash. DH flashes for 3
seconds, then stays on.
NOTE: All flags display red unless noted. All flags flash for nine seconds and then
stay on except for SI, V1 INOP and DME 1, which do not flash. DH flashes for 3
seconds, then stays on.
JUN 97
JUN 97
34-105
34-105
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
NAVIGATION DISPLAY (ND)


Wind Direction / Speed

Displays wind direction
and speed with respect to
true north in numeric
form, and wind direction
in respect to magnetic
north in green arrow
form (if wind speed
exceeds two knots).
Dashes indicate no wind
data received.
Wind Direction / Speed

Displays wind direction
and speed with respect to
true north in numeric
form, and wind direction
in respect to magnetic
north in green arrow
form (if wind speed
exceeds two knots).
Dashes indicate no wind
data received.
Groundspeed and
True Airspeed
Displays airplane speeds
in green as determined by
ADIRS.
Airplane Heading
Displays a fixed yellow lubber
line and a white rotating compass
rose. 45 intervals are marked.
TRU heading is displayed
instead of magnetic heading
above 73 N or below 60 S.
A319/A320
Groundspeed and
True Airspeed
Displays airplane speeds
in green as determined by
ADIRS.
Airplane Heading
Displays a fixed yellow lubber
line and a white rotating compass
rose. 45 intervals are marked.
TRU heading is displayed
instead of magnetic heading
above 73 N or below 60 S.
Chronometer Indication
Displays elapsed time in white
when onside chronometer is
started.
Selected Heading or Track

Displays the value indicated on the
FCU HDG/TRK window.
Chronometer Indication
Displays elapsed time in white
when onside chronometer is
started.
Selected Heading or Track

Displays the value indicated on the
FCU HDG/TRK window.
Airplane Actual Track

Displays in green.
Airplane Symbol
Fixed yellow symbol points vertically up to the yellow lubber line.
Airplane Actual Track

Displays in green.
Airplane Symbol
Fixed yellow symbol points vertically up to the yellow lubber line.
34-106
JUN 97
34-106
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION


ADF Bearing Pointer

Displays in green when bearing
data is received and the ADF
switch on the EFIS control panel is
on.
VOR Bearing Pointer

Displays in white when bearing data is
received and the VOR switch on the EFIS
control panel is on. Pointer may oscillate
with poor beacon signal quality.
ADF Bearing Pointer

Displays in green when bearing
data is received and the ADF
switch on the EFIS control panel is
on.
A319/A320
VOR Bearing Pointer

Displays in white when bearing data is
received and the VOR switch on the EFIS
control panel is on. Pointer may oscillate
with poor beacon signal quality.
Navaid Displays
Display the following information for the selected navaid, the left side for receiver one
and the right side for receiver two:
- Type of navaid (ADF in green or VOR in white)
- Shape and color of the associated bearing pointer (if pointer in view)
- Navaid identification (or frequency if no identification is available)
- DME distance if a DME is collocated to the selected VOR
- Method of tuning (no display indicates navaid autotuned by FMGC)
- M for navaid manually tuned through the MCDU
- R for navaid tuned from an RMP
Navaid Displays
Display the following information for the selected navaid, the left side for receiver one
and the right side for receiver two:
- Type of navaid (ADF in green or VOR in white)
- Shape and color of the associated bearing pointer (if pointer in view)
- Navaid identification (or frequency if no identification is available)
- DME distance if a DME is collocated to the selected VOR
- Method of tuning (no display indicates navaid autotuned by FMGC)
- M for navaid manually tuned through the MCDU
- R for navaid tuned from an RMP
JUN 97
JUN 97
34-107
34-107
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
A319/A320
ND ARC (MAP) MODE

Magnifies the forward 90 sector of the same map
information displayed in the ROSE NAV mode.
ND ARC (MAP) MODE

Magnifies the forward 90 sector of the same map
information displayed in the ROSE NAV mode.
Arc Mode Range Marks

Display range scale selected
on the EFIS control panel (10
to 320 nm) in white.
VNAV Altitude Constraints
Displayed when CSTR switch
on the EFIS control panel is
pushed.
Pseudo Waypoints
Indicate a predicted point of the flight path
where the airplane will reach a selected
altitude or speed. See ND Symbology Key
for descriptions.
34-108
TO Waypoint Information
Next waypoint.
Identification
Displays in white.
Estimated Time of Arrival
Displays in green.
Arc Mode Range Marks

Display range scale selected
on the EFIS control panel (10
to 320 nm) in white.
VNAV Altitude Constraints
Displayed when CSTR switch
on the EFIS control panel is
pushed.
Distance To Go
Displays in green.
Track To Go
Displays in green.
Flight Plan Waypoint

- White-Active (TO") waypoint
- Green-Flight plan waypoints
- Magenta-All other waypoints (only
displayed if WPT switch on the EFIS
control panel is selected
JUN 97
Pseudo Waypoints
Indicate a predicted point of the flight path
where the airplane will reach a selected
altitude or speed. See ND Symbology Key
for descriptions.
34-108
TO Waypoint Information
Next waypoint.
Identification
Displays in white.
Estimated Time of Arrival
Displays in green.
Distance To Go
Displays in green.
Track To Go
Displays in green.
Flight Plan Waypoint

- White-Active (TO") waypoint
- Green-Flight plan waypoints
- Magenta-All other waypoints (only
control panel is selected
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320
ND ARC (MAP) MODE

ND ARC (MAP) MODE

Flight Plan Lines

- Active Flight Plan (Green)
Displays the flight plan actually being followed when LNAV is engaged. If the flight
plan is not active, the line is dashed green.
- Missed Approach Flight Plan (Blue)
Displays when a missed approach waypoint is displayed on the onside MCDU.
- Secondary Flight Plan (White)
Displays any secondary flight plan entered. Active flight plan remains displayed.
- Temporary Flight Plan (Yellow)
Displays revised portion of the flight plan before insertion as dashed yellow line.
- Flight Plan Capture (Green)
The airplane is on intercept in HDG mode with LNAV armed, provided the FMGC has
computed the intercept path. The part of the flight plan prior to the interception point is
green.
- Engine Out Flight Plan
Displays in yellow when flight plan is not active, and in green when flight plan is
active.
Flight Plan Lines

- Active Flight Plan (Green)
Displays the flight plan actually being followed when LNAV is engaged. If the flight
plan is not active, the line is dashed green.
- Missed Approach Flight Plan (Blue)
Displays when a missed approach waypoint is displayed on the onside MCDU.
- Secondary Flight Plan (White)
Displays any secondary flight plan entered. Active flight plan remains displayed.
- Temporary Flight Plan (Yellow)
Displays revised portion of the flight plan before insertion as dashed yellow line.
- Flight Plan Capture (Green)
The airplane is on intercept in HDG mode with LNAV armed, provided the FMGC has
computed the intercept path. The part of the flight plan prior to the interception point is
green.
- Engine Out Flight Plan
Displays in yellow when flight plan is not active, and in green when flight plan is
active.
JUN 97
JUN 97
34-109
34-109
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
ND ROSE NAV (MAP) MODE

Airport Symbol
Appears in correct orientation when
runway is selected. Drawn to scale if
selected range is 10, 20 or 40.
If runway is not selected, a starred
airport code is shown (e.g., *KIAD)
in white. (Other airports displayed in
magenta when ARPT switch is
selected on EFIS control panel.)
Range
Displays range selected
on EFIS control panel.
ND ROSE NAV (MAP) MODE

Airport Symbol
Appears in correct orientation when
runway is selected. Drawn to scale if
selected range is 10, 20 or 40.
If runway is not selected, a starred
airport code is shown (e.g., *KIAD)
in white. (Other airports displayed in
magenta when ARPT switch is
selected on EFIS control panel.)
Range
Displays range selected
on EFIS control panel.
ILS Course Symbol

Displays in magenta when ILS
switch is selected on EFIS control
panel.
34-110
ILS Marker Beacon

Flashes blue for outer marker,
amber for middle marker, and white
for inner marker.
Rose Nav Mode Range Marks
Display range scale selected on
EFIS control panel (10 to 320 nm)
in white.
Cross Track Error
Displays lateral deviation (L or
R) from the active leg of the
flight plan in nautical miles.
Navaids
- White Active ("TO") waypoint
- Green Flight Plan Waypoint
- Magenta All other waypoints (only
control panel is selected)
- Blue Navaids tuned for display on RAD
NAV/PROG page
JUN 97
ILS Course Symbol

Displays in magenta when ILS
switch is selected on EFIS control
panel.
34-110
A319/A320
ILS Marker Beacon

Flashes blue for outer marker,
amber for middle marker, and white
for inner marker.
Rose Nav Mode Range Marks
Display range scale selected on
EFIS control panel (10 to 320 nm)
in white.
Cross Track Error
Displays lateral deviation (L or
R) from the active leg of the
flight plan in nautical miles.
Navaids
- White Active ("TO") waypoint
- Green Flight Plan Waypoint
- Magenta All other waypoints (only
control panel is selected)
- Blue Navaids tuned for display on RAD
NAV/PROG page
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
ND ROSE ILS MODE

ND ROSE ILS MODE

Selected ILS
Displays ILS1 or ILS2 in white.
ILS 1 information is displayed on
PFD 1 and ND 2, and ILS 2 information is displayed on PFD 2 and
ND 1.
ILS APP Message
Displays in green when an ILS
approach has been selected on the
MCDU.
Localizer Deviation Bar

Moves on a scale laterally with respect to
the course pointer. Each dot represents a
deviation of about .8. Deviation exceeding one quarter dot above 15 feet RA
causes the bar and scale to flash.
ILS Course Pointer
Points to selected ILS course. Defaults to
360 if no course entered.
JUN 97
ILS Identification
Displays ILS identification in magenta.
ILS Course
Displays ILS course
in blue.
Selected ILS
Displays ILS1 or ILS2 in white.
ILS 1 information is displayed on
PFD 1 and ND 2, and ILS 2 information is displayed on PFD 2 and
ND 1.
ILS APP Message
Displays in green when an ILS
approach has been selected on the
MCDU.
ILS Frequency
Displays ILS frequency in magenta.
Glide Slope Deviation Diamond

Moves on a vertical scale. Each dot represents a deviation of about .4. Deviation
exceeding one dot above 100 feet RA
causes the diamond and scale to flash.
34-111
Localizer Deviation Bar

Moves on a scale laterally with respect to
the course pointer. Each dot represents a
deviation of about .8. Deviation exceeding one quarter dot above 15 feet RA
causes the bar and scale to flash.
ILS Course Pointer
Points to selected ILS course. Defaults to
360 if no course entered.
JUN 97
A319/A320
ILS Identification
Displays ILS identification in magenta.
ILS Course
Displays ILS course
in blue.
ILS Frequency
Displays ILS frequency in magenta.
Glide Slope Deviation Diamond

Moves on a vertical scale. Each dot represents a deviation of about .4. Deviation
exceeding one dot above 100 feet RA
causes the diamond and scale to flash.
34-111
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
ND ROSE VOR MODE

ND ROSE VOR MODE

Selected VOR
Displays VOR1 on Captains
ND or VOR2 on First Officers
ND in white.
VOR APP Message
Displays in green when an VOR
approach has been selected on
the MCDU.
Lateral Deviation Bar

Blue bar with arrow represents lateral
deviation with respect to the course
pointer. Each dot represents a 5 deviation. Deviation exceeding 10 causes bar
to remain on outer dot. Arrowhead indicates TO or FROM.
34-112
VOR Identification
Displays VOR identification in white.
VOR Course
Displays VOR course
in white.
VOR Frequency
Displays VOR frequency in white.
VOR Course Pointer

Points to selected
course.
Selected VOR
Displays VOR1 on Captains
ND or VOR2 on First Officers
ND in white.
VOR APP Message
Displays in green when an VOR
approach has been selected on
the MCDU.
VOR
JUN 97
Lateral Deviation Bar

Blue bar with arrow represents lateral
deviation with respect to the course
pointer. Each dot represents a 5 deviation. Deviation exceeding 10 causes bar
to remain on outer dot. Arrowhead indicates TO or FROM.
34-112
A319/A320
VOR Identification
Displays VOR identification in white.
VOR Course
Displays VOR course
in white.
VOR Frequency
Displays VOR frequency in white.
VOR Course Pointer

Points to selected
course.
VOR
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320
ND PLAN MODE
ND PLAN MODE
Location:C aptain and First Officer Panels
Displays the flight plan legs oriented to true north with range selected on the EFIS control
panel. The overall flight plan may be slewed via the MCDU keys. Navaid data, bearing
pointer, and weather radar are not available in the PLAN mode.
Displays the flight plan legs oriented to true north with range selected on the EFIS control
panel. The overall flight plan may be slewed via the MCDU keys. Navaid data, bearing
pointer, and weather radar are not available in the PLAN mode.
Airplane Position and

True Track
Displays airplane orientation if within the selected
range, and true track as
provided by the FMGS.
JUN 97
Map Reference Point

Provides a point chosen by the pilot on the
onside MCDU as the reference point about
which the map is centered. The map reference point is the waypoint displayed on
the second line of the MCDU FPLN page.
Can be either the active waypoint (next
waypoint to be overflown) or any other
waypoint of the flight plan.
34-113
Airplane Position and

True Track
Displays airplane orientation if within the selected
range, and true track as
provided by the FMGS.
JUN 97
Map Reference Point

Provides a point chosen by the pilot on the
onside MCDU as the reference point about
which the map is centered. The map reference point is the waypoint displayed on
the second line of the MCDU FPLN page.
Can be either the active waypoint (next
waypoint to be overflown) or any other
waypoint of the flight plan.
34-113
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
ND WEATHER RADAR
ND WEATHER RADAR
Weather Radar Image
Displays when radar is operating in all
modes except PLAN. The echo colors correspond to the precipitation rate.
Weather Radar Image

Displays when radar is operating in all
modes except PLAN. The echo colors correspond to the precipitation rate.
TILT Angle Calibration Mode

Displays the antenna tilt angle in degrees. Corresponds to the angle between the horizon and the
radar beam axis.
TILT Angle Calibration Mode

Displays the antenna tilt angle in degrees. Corresponds to the angle between the horizon and the
radar beam axis.
34-114
A319/A320
NAVIGATION
JUN 97
34-114
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320
ND WEATHER RADAR (Continued)

ND WEATHER RADAR (Continued)

Failure Messages
Indicate detected weather radar failures
- WXR RT Indicates radar transceiver failure in red
- WXR ANT Indicates antenna failure in red
- WXR CTL Indicates control unit failure in red
- WXR RNG Indicates radar range error in red
- WXR WEAK Indicates calibration failure in amber
- WXR ATT Indicates attitude control failure in amber
- WXR STAB Indicates antenna stabilization failure in amber
NOTE: Red message results in loss of weather radar image.
Failure Messages
Indicate detected weather radar failures
- WXR RT Indicates radar transceiver failure in red
- WXR ANT Indicates antenna failure in red
- WXR CTL Indicates control unit failure in red
- WXR RNG Indicates radar range error in red
- WXR WEAK Indicates calibration failure in amber
- WXR ATT Indicates attitude control failure in amber
- WXR STAB Indicates antenna stabilization failure in amber
NOTE: Red message results in loss of weather radar image.
JUN 97
34-115
JUN 97
34-115
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
A319/A320
NAVIGATION
ND SYMBOLOGY KEY
ND SYMBOLOGY KEY
Symbol
Name
Symbol
Description
Name
Description
Waypoints
Waypoints
Active waypoint displays white, all others green. Others

(white, green Waypoint magenta when WPT display selected.
or magenta)
The point on the flight plan where the airplane is predicted to
Start of start CLB phase. White when CLB not armed, blue when
Climb
(white, blue)
armed.
The point on the flight plan where the airplane will reach the
(blue)
FCU-selected altitude.
Level Point The point on the flight plan where the airplane will reach a
(magenta)
VNAV altitude.
Top of leave the current flight level/altitude. White when DES not
Decent
(white, blue)
armed, blue when DES armed.
Indicates the point where the airplane meets the FMGCIntercept
computed vertical profile. White when a selected point, blue
Point
(white, blue)
when managed.
Indicates the point where the airplane will initiate an
Speed
automatic acceleration or deceleration from current speed to
(magenta)
Change new computed speed due to SPD LIM, SPD CSTR or
HOLDING SPEED. Not displayed in selected speed.
Decelerate Indicates the point during APP phase where the airplane will
D
(magenta)
Point
initiate an automatic deceleration to reach approach speed.
Indicates an altitude constraint. Magenta if constraint is
Altitude
predicted to be met, amber if predicted to be missed, and
(magenta) Constraint
white if not applicable.
Flight Plan Lines
Active Displays the primary flight plan actually being followed
(green)
Flight Plan when LNAV is engaged.
Route
Dashed when the flight plan is not active.
Missed Displays when a missed approach waypoint is displayed on
(blue)
Approach the on-side MCDU.
Active waypoint displays white, all others green. Others

(white, green Waypoint magenta when WPT display selected.
or magenta)
Start of
start CLB phase. White when CLB not armed, blue when
Climb
(white, blue)
armed.
The point on the flight plan where the airplane will reach the
(blue)
FCU-selected altitude.
Level Point The point on the flight plan where the airplane will reach a
(magenta)
VNAV altitude.
Top of
leave the current flight level/altitude. White when DES not
Decent
(white, blue)
armed, blue when DES armed.
Indicates the point where the airplane meets the FMGCIntercept
computed vertical profile. White when a selected point, blue
Point
(white, blue)
when managed.
Indicates the point where the airplane will initiate an
Speed
automatic acceleration or deceleration from current speed to
(magenta)
Change new computed speed due to SPD LIM, SPD CSTR or
HOLDING SPEED. Not displayed in selected speed.
Decelerate Indicates the point during APP phase where the airplane will
D
(magenta)
Point
initiate an automatic deceleration to reach approach speed.
Indicates an altitude constraint. Magenta if constraint is
Altitude
predicted to be met, amber if predicted to be missed, and
(magenta) Constraint white if not applicable.
Flight Plan Lines
Active Displays the primary flight plan actually being followed
(green)
Flight Plan when LNAV is engaged.
Route
Dashed when the flight plan is not active.
Missed Displays when a missed approach waypoint is displayed on
(blue)
Approach the on-side MCDU.
34-116
JUN 97
34-116
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
A319/A320
NAVIGATION
ND SYMBOLOGY KEY (Continued)
ND SYMBOLOGY KEY (Continued)
Symbol
(white)
(yellow)
(yellow/
green)
Name
Description
Flight Plan Lines (continued)
Secondary Display any secondary flight plan entered. Active flight plan
Flight Plan remains displayed.
Temporary
Displays revised portion of the flight plan.
Flight Plan
Engine Out Displays in yellow when flight plan not active, and green
Flight Plan when flight plan active.
Symbol
(white)
(yellow)
(yellow/
green)
Name
Description
Flight Plan Lines (continued)
Secondary Display any secondary flight plan entered. Active flight plan
Flight Plan remains displayed.
Temporary
Displays revised portion of the flight plan.
Flight Plan
Engine Out Displays in yellow when flight plan not active, and green
Flight Plan when flight plan active.
Path Symbols
Path Symbols
(white)
(green)
(white)
Procedure Display if turn is not active or next leg. Also indicate nonTurn
active right holding pattern.
Holding
Pattern
Runway
(white)
Displays active holding pattern.

(green)
Displays selected runway as oriented runway symbol.
Drawn to scale (paved length) if range 10, 20 or 40 nm is
selected.
Navaids
(white)
Procedure Display if turn is not active or next leg. Also indicate nonTurn
active right holding pattern.
Holding
Pattern
Runway
Displays active holding pattern.

Displays selected runway as oriented runway symbol.
Drawn to scale (paved length) if range 10, 20 or 40 nm is
selected.
Navaids
DME or
TACAN
DME or
TACAN
Displays green if a current waypoint, white if it is the TO

waypoint, blue when tuned for display (automatically or
VOR
manually), and magenta when not a part of the flight plan,
VOR/DME but displayed as option as selected on the FCU.
Displays green if a current waypoint, white if it is the TO

waypoint, blue when tuned for display (automatically or
VOR
manually), and magenta when not a part of the flight plan,
VOR/DME but displayed as option as selected on the FCU.
NDB
NDB
ILS Marker Flashes blue for outer marker, amber for middle marker, and
Beacon white for inner marker.
Miscellaneous
ILS Marker Flashes blue for outer marker, amber for middle marker, and
Beacon white for inner marker.
Miscellaneous
.2R Cross Track Displays lateral deviation from the active leg of the flight
.2R Cross Track Displays lateral deviation from the active leg of the flight
(yellow,
white)
Error
Airports
JUN 97
plan in nautical miles. Also indicates L or R.
(yellow,
white)
Display airports in magenta when ARPT switch is selected

on the EFIS control panel.
34-117
Error
Airports
JUN 97
plan in nautical miles. Also indicates L or R.

Display airports in magenta when ARPT switch is selected
on the EFIS control panel.
34-117
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
ND FLAGS
ND FLAGS
CHECK HDG Flag

Appears in amber when a discrepancy of at least 5 between both
NDs is detected by the flight
warning computer (FWC).
Center Message Area

MODE CHANGE
Appears in green when a discrepancy is detected
between the selected mode on the EFIS control
panel and the mode sent from the onside FMGC, or
while a new page is being prepared by the DMC for
display. Has priority over "RANGE CHANGE"
message.
RANGE CHANGE
Appears in green when a range discrepancy is
detected.
MAP NOT AVAIL
Appears in red when "CHANGE" message is displayed more than six seconds, or to indicate FMGC
failure, or to indicate that the airplane position provided by FMGC is not valid.
34-118
HDG Flag
Indicates heading data failure
in red. Flashes for the first
nine seconds.
VOR Course Flag
Indicates VOR course data
failure in red.
LOC Flag
Indicates
localizer
data failure in red.
Flashes for the first
nine seconds.
G / S Flag
Indicates G/S data
failure in red. Flashes
for the first nine seconds.
VOR Flag
Indicates VOR bearing is not valid.
nine seconds.
VOR/ADF/DME
Flag
Indicates failure of a
navigation receiver in
red. Flashes for the
first nine seconds.
JUN 97
CHECK HDG Flag

Appears in amber when a discrepancy of at least 5 between both
NDs is detected by the flight
warning computer (FWC).
Center Message Area

MODE CHANGE
Appears in green when a discrepancy is detected
between the selected mode on the EFIS control
panel and the mode sent from the onside FMGC, or
while a new page is being prepared by the DMC for
display. Has priority over "RANGE CHANGE"
message.
RANGE CHANGE
Appears in green when a range discrepancy is
detected.
MAP NOT AVAIL
Appears in red when "CHANGE" message is displayed more than six seconds, or to indicate FMGC
failure, or to indicate that the airplane position provided by FMGC is not valid.
34-118
A319/A320
HDG Flag
Indicates heading data failure
in red. Flashes for the first
nine seconds.
VOR Course Flag
Indicates VOR course data
failure in red.
LOC Flag
Indicates
localizer
data failure in red.
nine seconds.
G / S Flag
Indicates G/S data
failure in red. Flashes
for the first nine seconds.
VOR Flag
Indicates VOR bearing is not valid.
nine seconds.
VOR/ADF/DME
Flag
Indicates failure of a
navigation receiver in
red. Flashes for the
first nine seconds.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320
ND FLAGS
ND FLAGS
Other Message Area (Amber)
Other Message Area (Amber)
MAP PARTLY DISPLAYED

Indicates incomplete map data. If the number of images exceeds capacity, the FMGC
might shed some optional data from the display.
MAP PARTLY DISPLAYED

Indicates incomplete map data. If the number of images exceeds capacity, the FMGC
might shed some optional data from the display.
NAV ACCUR DOWNGRAD or NAV ACCUR UPGRAD

Indicates change in navigation accuracy. "NAV ACCUR DOWNGRAD" may appear
momentarily when entering the approach phase.
NAV ACCUR DOWNGRAD or NAV ACCUR UPGRAD

Indicates change in navigation accuracy. "NAV ACCUR DOWNGRAD" may appear
momentarily when entering the approach phase.
SPECIF VOR / D UNAVAIL

Appears if the navaid tuned for the selected approach or departure is not available.
SPECIF VOR / D UNAVAIL

Appears if the navaid tuned for the selected approach or departure is not available.
CHECK ADF1, CHECK VOR1, CHECK ILS1

Indicates discrepancy between ADF, VOR or ILS ident tuned by the FMGC and the ident
received from ADF, VOR or ILS station.
CHECK ADF1, CHECK VOR1, CHECK ILS1

Indicates discrepancy between ADF, VOR or ILS ident tuned by the FMGC and the ident
received from ADF, VOR or ILS station.
SET OFFSIDE RNG / MODE

Appears with onside FMGC failure when the two ND ranges or modes selected on EFIS
control
panels
are
different.
SET OFFSIDE RNG / MODE

Appears with onside FMGC failure when the two ND ranges or modes selected on EFIS
control
panels
are
different.
JUN 97
JUN 97
34-119
34-119
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
EFIS CONTROL PANEL

EFIS CONTROL PANEL

Barometric Window
Displays
barometric
reference (in Hg/hPa).
Barometric Window
Displays
barometric
reference (in Hg/hPa).
FD Switch
switch illuminates.
ILS Switch
When pressed, the localizer and glide
slope scales are displayed on the PFD and
the switch illuminates. Deviation symbols
are displayed when a valid ILS signal is
being received.
34-120
Barometric Selector
Provides selection of barometric reference. The outer knob selects units of reference in inches of mercury (in Hg) or
hectopascals (hPa). The inner knob provides selection of the reference value displayed in the barometric window and on
the PFD. At airplane powerup, either 1013
hPa or 29.92 in Hg is displayed.
When the selector is pulled, the standard
barometric reference setting (1013 hPa/
29.92 in Hg) is displayed in the barometric
window, and STD" is displayed on the
PFD. Pushing the knob enables selection
of a new barometric reference.
JUN 97
FD Switch
switch illuminates.
ILS Switch
When pressed, the localizer and glide
slope scales are displayed on the PFD and
the switch illuminates. Deviation symbols
are displayed when a valid ILS signal is
being received.
34-120
A319/A320
Barometric Selector
Provides selection of barometric reference. The outer knob selects units of reference in inches of mercury (in Hg) or
hectopascals (hPa). The inner knob provides selection of the reference value displayed in the barometric window and on
the PFD. At airplane powerup, either 1013
hPa or 29.92 in Hg is displayed.
When the selector is pulled, the standard
barometric reference setting (1013 hPa/
29.92 in Hg) is displayed in the barometric
window, and STD" is displayed on the
PFD. Pushing the knob enables selection
of a new barometric reference.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
EFIS CONTROL PANEL

Data Display Switches
Display optional data (constraints, waypoints, VORs,
NDBs, airports) in addition to
the data permanently displayed
in the PLAN, ARC, and ROSE
NAV modes. Only one switch
can be activated at a time. The
selected switch illuminates.
EFIS CONTROL PANEL

Data Display Switches
Display optional data (constraints, waypoints, VORs,
NDBs, airports) in addition to
the data permanently displayed
in the PLAN, ARC, and ROSE
NAV modes. Only one switch
can be activated at a time. The
selected switch illuminates.
Mode Selector
Provides selection of desired
navigation display.
JUN 97
Range Selector
range on the respective ND.
In the event of a mode or
range data failure, the ND
defaults to ROSE NAV with
an 80 nm range.
VOR/ADF Selectors
Provide selection of VOR and/or ADF
bearing pointers and DME on respective
ND in any mode except PLAN. Corresponding navaid data characteristics are
shown.
34-121
Mode Selector
navigation display.
JUN 97
A319/A320
Range Selector
range on the respective ND.
In the event of a mode or
range data failure, the ND
defaults to ROSE NAV with
an 80 nm range.
VOR/ADF Selectors
Provide selection of VOR and/or ADF
bearing pointers and DME on respective
ND in any mode except PLAN. Corresponding navaid data characteristics are
shown.
34-121
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
MISCELLANEOUS EFIS CONTROLS

Location: Captain and First Officers Panels
MISCELLANEOUS EFIS CONTROLS

Location: Captain and First Officers Panels

Manually adjusts onside PFD brightness.
When PFD is selected OFF, the PFD
onside ND. (ND may be recovered by
pushing the PFD / ND XFR switch.)

Manually adjusts onside PFD brightness.
When PFD is selected OFF, the PFD
onside ND. (ND may be recovered by
pushing the PFD / ND XFR switch.)
PFD / ND XFR Switch

Interchanges the onside PFD
and ND displays.
PFD / ND XFR Switch

Interchanges the onside PFD
and ND displays.

Manually adjusts onside ND brightness.
weather radar image only. Inner knob controls the general brightness of the ND
symbology.

Manually adjusts onside ND brightness.
weather radar image only. Inner knob controls the general brightness of the ND
symbology.
34-122
A319/A320
JUN 97
34-122
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
GPWS PANEL
GPWS PANEL
G/S MODE Switch

Inhibits the GPWS glide
slope mode.
SYS Switch
OFF - All GPWS warnings
are inhibited.
SYS FAULT Light
Illuminates amber when a GPWS malfunction is detected. All GPWS warnings
are inhibited.
JUN 97
FLAP MODE Switch

Inhibits the GPWS flap mode
(Too Low, Flaps") to prevent
nuisance warnings when landing
with other than landing flaps.
LDG FLAP 3 Switch

ON Inhibits the GPWS flap mode (Too
Low, Flaps") to prevent nuisance warnings when landing with flaps 3.
34-123
G/S MODE Switch

Inhibits the GPWS glide
slope mode.
SYS Switch
OFF - All GPWS warnings
are inhibited.
SYS FAULT Light
Illuminates amber when a GPWS malfunction is detected. All GPWS warnings
are inhibited.
JUN 97
A319/A320
FLAP MODE Switch

Inhibits the GPWS flap mode
(Too Low, Flaps") to prevent
nuisance warnings when landing
with other than landing flaps.
LDG FLAP 3 Switch

ON Inhibits the GPWS flap mode (Too
Low, Flaps") to prevent nuisance warnings when landing with flaps 3.
34-123
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
A319/A320
NAVIGATION
ENHANCED GROUND PROXIMITy

WARNING SYSTEM INDICATIONS
Location: Captain and First Officers Panel
ENHANCED GROUND PROXIMITy

PFD/ND
XFR
PFD
OFF
OFF
MAX
GPWS
GPWS
GPWS
G/S
G/S
G/S
G/S
ND
BRT
LOUD SPEAKER
GPWS
OFF
PFD/ND
XFR
nd
BRT
OFF
BRT
CONSOLE/FLOOR
BRT
CONSOLE/FLOOR
BRT
DIM
DIM
OFF
OFF
PFD
PFD
OFF
BRT
LOUD SPEAKER
OFF
MAX
OFF
OFF
ND
BRT
LOUD SPEAKER
MAX
OFF
PFD/ND
XFR
nd
BRT
OFF
BRT
OFF
CONSOLE/FLOOR
BRT
CONSOLE/FLOOR
BRT
PFD
DIM
DIM
OFF
OFF
BRT
LOUD SPEAKER
OFF
MAX
TERR
SYS
TERR
SYS
NOT
AVAIL
NOT
AVAIL
OFF
PFD/ND
XFR
TERR
TERR SYS switch

When selected on (NOT AVAIL/OFF
lights out), activates all modes of
EGPWS for operation. If the switch is
selected OFF (OFF light illuminated),
all terrain modes of the EGPWS are
inhibited, including pop-up. The NOT
AVAIL light will illuminate in case of
system malfunction or inadequate navigation accuracy to support the EGPWS.
Presently, the NOT AVAIL light will not
trigger an ECAM message, but will
eventually be integrated into the ECAM
alert logic.
34-124
OFF
TERR
TERR Display switch

The TERR Display switch contains a
white TERR light for identification
and green selected bars which illuminate any time terrain is displayed
on the respective ND.
JUN 97
TERR
TERR SYS switch

When selected on (NOT AVAIL/OFF
lights out), activates all modes of
EGPWS for operation. If the switch is
selected OFF (OFF light illuminated),
all terrain modes of the EGPWS are
inhibited, including pop-up. The NOT
AVAIL light will illuminate in case of
system malfunction or inadequate navigation accuracy to support the EGPWS.
Presently, the NOT AVAIL light will not
trigger an ECAM message, but will
eventually be integrated into the ECAM
alert logic.
34-124
TERR
TERR Display switch

The TERR Display switch contains a
white TERR light for identification
and green selected bars which illuminate any time terrain is displayed
on the respective ND.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
A319/A320
NAVIGATION


GS 190 TAS 198

338 / 15
ILS APP
35
34
GS 190 TAS 198

338 / 15
TILLE 011
5.5 NM
05:36
2
ILS APP
35
34
4
33
AML
KIAD
01R
-11
15
TILLE
10
IA
10
10
10
TILLE
ADF 2
IA
ADF 2
IA
M
MOSBY
MOSBY
TERR Indication
TERR indication displays on respective
ND to indicate that EGPWS terrain map is
displayed and not weather radar data.
TERR Indication
TERR indication displays on respective
ND to indicate that EGPWS terrain map is
displayed and not weather radar data.
15
15
15
KIAD
01R
JUN 97
INTCPT
-11
IA
33
INTCPT
AML
TILLE 011
5.5 NM
05:36
34-125
JUN 97
34-125
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
ADIRS CONTROL DISPLAY UNIT

ADIRS CONTROL DISPLAY UNIT

DATA Selector
TEST - Displays all 8s in data
display window and illuminates ENT and CLR keys.
TK/GS - Displays true track
and groundspeed.
PPOS - Displays present latitude and longitude.
WIND - Displays true wind
direction and wind speed.
HDG - Displays true heading
and minutes remaining until
alignment is completed.
STS - Displays system status
message code.
Data Display Window

Displays the data selected by the
DATA selector. Keyboard entry
overrides the display.
SYS Selector
OFF - Blanks data display
window.
1, 3, or 2 Displays data
for associated IRS.
DATA Selector
TEST - Displays all 8s in data
display window and illuminates ENT and CLR keys.
TK/GS - Displays true track
and groundspeed.
PPOS - Displays present latitude and longitude.
WIND - Displays true wind
direction and wind speed.
HDG - Displays true heading
and minutes remaining until
alignment is completed.
STS - Displays system status
message code.
ON BAT Light
Illuminates amber when one or
more ADIRUs is supplied by
airplane battery only. Also illuminates for a few seconds at the
beginning of the alignment
(except for fast realignment).
ON BAT Light
Illuminates amber when one or
more ADIRUs is supplied by
airplane battery only. Also illuminates for a few seconds at the
beginning of the alignment
(except for fast realignment).
IR Mode Selector
ADIRU. Both ADR and IR data
are not available.
NAV - Provides full inertial
data to airplane systems. (Normal mode of operation.)
ATT - Provides only attitude
and heading data if loss of navigation capability occurs. Heading must be entered via the
ADIRS control display unit,
and must be reset frequently.
IR Mode Selector
ADIRU. Both ADR and IR data
are not available.
NAV - Provides full inertial
data to airplane systems. (Normal mode of operation.)
ATT - Provides only attitude
and heading data if loss of navigation capability occurs. Heading must be entered via the
ADIRS control display unit,
and must be reset frequently.
34-126
NOTE
Note that ADIRUs are arranged in a 13-2 sequence on the ADIRS panel.
JUN 97
34-126
A319/A320
Data Display Window

Displays the data selected by the
DATA selector. Keyboard entry
overrides the display.
SYS Selector
OFF - Blanks data display
window.
1, 3, or 2 Displays data
for associated IRS.
NOTE
Note that ADIRUs are arranged in a 13-2 sequence on the ADIRS panel.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
A319/A320
NAVIGATION
ADIRS CONTROL DISPLAY UNIT (Continued)

ADIRS CONTROL DISPLAY UNIT (Continued)

ADR FAULT Light

fault is detected in the
associated air data reference part.
ADR Switch
OFF - Disconnects air data output
to associated ADR. IR is not
affected.
JUN 97
Data Entry Keyboard

Allows entry of present position, or heading in ATT mode, in the selected system.
Alpha Keys Select N, S, E, W for present
position entry, or H for heading entry in
ATT mode.
Numeric Keys - Key in present
position, or present magnetic
heading in ATT mode, to the
data display window.
ENT - Key Illuminates when an
alpha key is selected. Enters
keyed data into the ADIRS
when pushed.
CLR - Key Illuminates when
keyed data is of an unreasonable value. Clears keyed (but
not yet entered) data from display window when pushed.
Data Entry Keyboard

Allows entry of present position, or heading in ATT mode, in the selected system.
Alpha Keys Select N, S, E, W for present
position entry, or H for heading entry in
ATT mode.
Numeric Keys - Key in present
position, or present magnetic
heading in ATT mode, to the
data display window.
ENT - Key Illuminates when an
alpha key is selected. Enters
keyed data into the ADIRS
when pushed.
CLR - Key Illuminates when
keyed data is of an unreasonable value. Clears keyed (but
not yet entered) data from display window when pushed.
IR FAULT Light
Illuminates amber when a fault
affects the associated IR.
Flashes if attitude and heading
information is recoverable in
the ATT mode.
IR FAULT Light
Illuminates amber when a fault
affects the associated IR.
Flashes if attitude and heading
information is recoverable in
the ATT mode.
IR ALIGN Light
Illuminates white when the associated IR is operating normally in the ALIGN mode.
Flashes if:
- IR alignment fault detected
- No present position entry has been made after ten
minutes
- Difference between position at shut down and
entered position exceeds 1 of latitude or longitude
Goes off when alignment is complete.
34-127
ADR FAULT Light

fault is detected in the
associated air data reference part.
ADR Switch
OFF - Disconnects air data output
to associated ADR. IR is not
affected.
JUN 97
IR ALIGN Light
Illuminates white when the associated IR is operating normally in the ALIGN mode.
Flashes if:
- IR alignment fault detected
- No present position entry has been made after ten
minutes
- Difference between position at shut down and
entered position exceeds 1 of latitude or longitude
Goes off when alignment is complete.
34-127
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
A319/A320
NAVIGATION
SWITCHING PANEL
SWITCHING PANEL
ATT HDG Selector
NORM: IR 1 supplies data to PFD 1, ND 1, and RMI/VOR DME.
F/O 3:
IR 3 replaces IR 2.
ATT HDG Selector

NORM: IR 1 supplies data to PFD 1, ND 1, and RMI/VOR DME.
F/O 3:
IR 3 replaces IR 2.
AIR DATA Selector

and RMI/VOR DME.
ADR 2 supplies data to PFD 2 and
ND 2.
F/O 3:
ADR 3 replaces ADR 2.
AIR DATA Selector

and RMI/VOR DME.
ADR 2 supplies data to PFD 2 and
ND 2.
F/O 3:
ADR 3 replaces ADR 2.
EIS DMC Selector

upper ECAM display.
lower ECAM display.
F/O 3:
DMC 3 replaces DMC 2.
EIS DMC Selector

upper ECAM display.
lower ECAM display.
F/O 3:
DMC 3 replaces DMC 2.

CAPT:
Transfers SD to Captains ND.
F/O:
Transfers SD to First Officers ND.
NOTE: In case of E/W and SD failure, the selector allows
the E/W to transfer to either ND.

CAPT:
Transfers SD to Captains ND.
F/O:
Transfers SD to First Officers ND.
NOTE: In case of E/W and SD failure, the selector allows
the E/W to transfer to either ND.
34-128
JUN 97
34-128
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320
RADIO MANAGEMENT PANEL (NAVIGATION)

RADIO MANAGEMENT PANEL (NAVIGATION)


Selects the course or standby radio frequency. Displayed in STBY/CRS window. Inner knob controls decimal values.
NAV Switch (guarded)

When pressed on RMP 1 or 2, the
radio navigation backup mode
engages. Removes autotuning
from the FMGC, and the VOR,
ILS, and ADF receivers are controlled by the RMP. The switch
illuminates green when selected.
Pushing switch a second time
returns control to the FMGC.
Backup tuning must be selected on
both RMP 1 and 2 with failure of
both FMGCs or MCDUs.
Setting one RMP to Nav backup
mode removes navaids tuning
capability on the RAD NAV and
PROG page.
JUN 97
STBY/CRS Window
Displays the nav course or
standby
radio
frequency
selected with the frequency
selector knobs.

Selects the course or standby radio frequency. Displayed in STBY/CRS window. Inner knob controls decimal values.
NAV Switch (guarded)

When pressed on RMP 1 or 2, the
radio navigation backup mode
engages. Removes autotuning
from the FMGC, and the VOR,
ILS, and ADF receivers are controlled by the RMP. The switch
illuminates green when selected.
Pushing switch a second time
returns control to the FMGC.
Backup tuning must be selected on
both RMP 1 and 2 with failure of
both FMGCs or MCDUs.
Setting one RMP to Nav backup
mode removes navaids tuning
capability on the RAD NAV and
PROG page.
BFO Switch
When selected, the beat frequency oscillator mode becomes
active, provided the ADF
receiver is selected.
STBY NAV Selection Switches
When the NAV switch is selected,
enables tuning of the selected
navaid via the frequency selector
knobs. The ACTIVE window displays the present frequency. The
switch illuminates when selected.
Each RMP tunes its respective
VOR. Tuning an ILS on either RMP
tunes both ILS receivers. The ADF
can only be tuned on RMP 1.
34-129
JUN 97
STBY/CRS Window
Displays the nav course or
standby
radio
frequency
selected with the frequency
selector knobs.
BFO Switch
When selected, the beat frequency oscillator mode becomes
active, provided the ADF
receiver is selected.
STBY NAV Selection Switches
When the NAV switch is selected,
enables tuning of the selected
navaid via the frequency selector
knobs. The ACTIVE window displays the present frequency. The
switch illuminates when selected.
Each RMP tunes its respective
VOR. Tuning an ILS on either RMP
tunes both ILS receivers. The ADF
can only be tuned on RMP 1.
34-129
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
CLOCK
CLOCK
Sweep Second Hand

SET Knob
Sets the month, day, hour
or minute as selected by
the UTC selector. Turning increases the value;
pushing decreases the
value.
ET Selector
RUN-Starts the elapsed time counter.
STOP- Freezes counter time.
RST- Resets counter to zero.
ET Counter
Displays elapsed time.
34-130
CHR Indicator
Displays chronometer time.
UTC Selector
MO, DY, HR, MIN Allows
selected increments to be
set with the SET knob.
RUN Starts the counter
when pushed and turned
from MIN position.
CHR Button
Sweep Second Hand

SET Knob
Sets the month, day, hour
or minute as selected by
the UTC selector. Turning increases the value;
pushing decreases the
value.
A319/A320
CHR Indicator
Displays chronometer time.
UTC Selector
MO, DY, HR, MIN Allows
selected increments to be
set with the SET knob.
RUN Starts the counter
when pushed and turned
from MIN position.
CHR Button
First push starts sweep

second hand and minutes display in the
CHR indicator. Second
push stops second hand
and freezes minutes
display. Third push
resets second hand to
zero and blanks CHR
indicator.
First push starts sweep

second hand and minutes display in the
CHR indicator. Second
push stops second hand
and freezes minutes
display. Third push
resets second hand to
zero and blanks CHR
indicator.
UTC Counter
Displays time in 24hour format.
Trend indication is provided with
three horizontal marks, dividing a
minute into four 15second sections.
UTC Counter
Displays time in 24hour format.
Trend indication is provided with
three horizontal marks, dividing a
minute into four 15second sections.
NOTE: The year changes automatically.
JUN 97
ET Selector
RUN-Starts the elapsed time counter.
STOP- Freezes counter time.
RST- Resets counter to zero.
ET Counter
Displays elapsed time.
34-130
NOTE: The year changes automatically.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
CHRONOMETER ND SWITCHES
CHRONOMETER SWITCHES
CHRONO Switches
First push causes chronometer time to display in
boxed format in lower left corner of onside ND.
Operates independently of clock chronometer,
and other ND chronometer.
CHRONO Switches
First push causes chronometer time to display in
boxed format in lower left corner of onside ND.
Operates independently of clock chronometer,
and other ND chronometer.
Second push freezes the displayed value.
Second push freezes the displayed value.
Third push resets the chronometer and removes

the display.
Third push resets the chronometer and removes

the display.
JUN 97
34-131
JUN 97
A319/A320
34-131
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
GAIN Knob
Allows automatic gain adjustment
when positioned to AUTO, and manual
adjustment up to MAX.
WX RADAR CONTROL PANEL

Image Selector
WX Provides 180 display of continuously updated weather radar information.
SYS Switch
Activates weather radar to
display on ND in any mode
except PLAN.
Image Selector
WX Provides 180 display of continuously updated weather radar information.
WX/TURB Provides 180 display of turbulence and weather to 40 nm, and

weather only beyond 40 nm.
WX/TURB Provides 180 display of turbulence and weather to 40 nm, and

weather only beyond 40 nm.
MAP Increases range of gain control for

use in terrain mapping.
MAP Increases range of gain control for

use in terrain mapping.
TILT Knob
Controls antenna tilt angle with reference to horizon. Tilt angle is displayed
on lower right corner of ND.
GAIN Knob
Allows automatic gain adjustment
when positioned to AUTO, and manual
adjustment up to MAX.
JUN 97
TILT Knob
Controls antenna tilt angle with reference to horizon. Tilt angle is displayed
on lower right corner of ND.
Clockwise rotation commands tilt up,
and counterclockwise commands tilt
down.
Clockwise rotation commands tilt up,

and counterclockwise commands tilt
down.
34-132
A319/A320
WX RADAR CONTROL PANEL

SYS Switch
Activates weather radar to
display on ND in any mode
except PLAN.
NAVIGATION
34-132
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320
TRANSPONDER (TCAS/ATC CONTROL PANEL)

TRANSPONDER (TCAS/ATC CONTROL PANEL)

ABOVE/BELOW Switch
N-Vertical coverage of 2700 ft. above and below airplane altitude.
ABOVE/BELOW Switch
N-Vertical coverage of 2700 ft. above and below airplane altitude.
ABOVE/BELOW-Vertical coverage of 9900 ft. above or below airplane altitude. Opposite altitude remains 2700 ft.
ABOVE/BELOW-Vertical coverage of 9900 ft. above or below airplane altitude. Opposite altitude remains 2700 ft..
Transponder Code Indicator
Transponder Code Indicator
Transponder Selector
1 Selects transponder 1 and ADR 1.
Transponder Selector
ATC FAIL Light (red)

Indicates a failure of the
selected transponder
ATC FAIL Light (red)

Indicates a failure of the
selected transponder
IDENT Button
IDENT Button
Code Selector Knob

TCAS/XPDR Selector
STBY-TCAS and the transponders are in the warm-up cycle. Message TCAS STBY"
will appear in green on upper ECAM.
XPDR-The transponder is ON and TCAS is in the warm-up cycle.
TA-The ATC/TCAS system is ON and all Proximate Traffic and Traffic Advisory functions of TCAS are operable. Resolution Advisories and vertical guidance functions are
inhibited. Target symbols will be visible only when a TA is active.
TA/RA-The ATC/TCAS system is ON and all Proximate Traffic, Traffic Advisory and
Resolution Advisory functions of TCAS are operable. Target symbols will be visible
only when a TA or RA is active.
TFC-The ATC/TCAS system is ON and all transponder equipped airplanes within 40 nm
and the altitude slice selected by the ABOVE/BELOW switch are displayed full time:
Other, Proximate, TA and RA traffic.
Code Selector Knob

TCAS/XPDR Selector
STBY-TCAS and the transponders are in the warm-up cycle. Message TCAS STBY"
will appear in green on upper ECAM.
XPDR-The transponder is ON and TCAS is in the warm-up cycle.
TA-The ATC/TCAS system is ON and all Proximate Traffic and Traffic Advisory functions of TCAS are operable. Resolution Advisories and vertical guidance functions are
inhibited. Target symbols will be visible only when a TA is active.
TA/RA-The ATC/TCAS system is ON and all Proximate Traffic, Traffic Advisory and
Resolution Advisory functions of TCAS are operable. Target symbols will be visible
only when a TA or RA is active.
TFC-The ATC/TCAS system is ON and all transponder equipped airplanes within 40 nm
and the altitude slice selected by the ABOVE/BELOW switch are displayed full time:
Other, Proximate, TA and RA traffic.
JUN 97
JUN 97
34-133
34-133
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
A319/A320
ND TCAS DISPLAY ROSE NAV MODE - TA ONLY MODE SELECTED

ND TCAS DISPLAY ROSE NAV MODE - TA ONLY MODE SELECTED

Traffic Advisory
Represented as a solid amber circle. (RA
function is inhibited, traffic is displayed as
TA.) Will be accompanied by aural
TRAFFIC, TRAFFIC" warning.
Traffic Advisory
Represented as a solid amber circle. (RA
function is inhibited, traffic is displayed as
TA.) Will be accompanied by aural
TA ONLY Message
Indicates in white that TA only
mode is selected or the RA
function has been inhibited or
has failed.
34-134
Proximate Aircraft
Represented as solid white diamond. Indicates non threatening proximity" traffic
(within 1200 feet vertically and 6 nm horizontally). Aircraft without altitude reporting will be assumed to be coaltitude and
will appear without altitude information
displayed.
JUN 97
TA ONLY Message
Indicates in white that TA only
mode is selected or the RA
function has been inhibited or
has failed.
34-134
Proximate Aircraft
Represented as solid white diamond. Indicates non threatening proximity" traffic
(within 1200 feet vertically and 6 nm horizontally). Aircraft without altitude reporting will be assumed to be coaltitude and
will appear without altitude information
displayed.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
ND TCAS DISPLAY ROSE NAV

MODE TA/RA MODE SELECTED
ND TCAS DISPLAY ROSE NAV

MODE TA/RA MODE SELECTED
Proximate Aircraft
Represented as solid white diamond. Indicates non threatening
proximity" traffic (within 1200
feet vertically and 6 nm horizontally). Aircraft without altitude
reporting will be assumed to be
coaltitude and will appear without
altitude information displayed.
Proximate Aircraft
Represented as solid white diamond. Indicates non threatening
proximity" traffic (within 1200
feet vertically and 6 nm horizontally). Aircraft without altitude
reporting will be assumed to be
coaltitude and will appear without
altitude information displayed.
Resolution Advisory (RA)

Represented as a solid red square.
Indicates threatening traffic. Will
be accompanied by an aural warning and vertical guidance on the
PFD.
Traffic Advisory (TA)
Represented as a solid amber circle. Indicates threatening traffic.
Will be accompanied by aural
A319/A320

Represented as a solid red square.
Indicates threatening traffic. Will
be accompanied by an aural warning and vertical guidance on the
PFD.
Represented as a solid amber circle. Indicates threatening traffic.
Will be accompanied by aural
2.5 NM Range Ring
2.5 NM Range Ring
Offscale Intruder
Represented as half circle or
square, displayed in the TA
or RA threat color. If a TA,
it will be accompanied by
an aural warning. If an RA,
an aural warning and vertical maneuver guidance.
Offscale Intruder
Represented as half circle or
square, displayed in the TA
or RA threat color. If a TA,
an aural warning. If an RA,
an aural warning and vertical maneuver guidance.
Nobearing Intruders
Indicate distance away, relative altitude
and vertical rate in threat color. If a TA, it
will be accompanied by an aural warning.
If an RA, it will be accompanied by an
aural warning and vertical maneuver guidance.
"" and ""
Indicate that the target is climbing () or descending () at a rate of at least 500 fpm.
" + " and " - "
A "+" indicates that the target is above and a "-" indicates that it is below. If the intruder
is coaltitude, +00 displays.
Nobearing Intruders
Indicate distance away, relative altitude
and vertical rate in threat color. If a TA, it
will be accompanied by an aural warning.
If an RA, it will be accompanied by an
aural warning and vertical maneuver guidance.
"" and ""
Indicate that the target is climbing () or descending () at a rate of at least 500 fpm.
" + " and " - "
A "+" indicates that the target is above and a "-" indicates that it is below. If the intruder
is coaltitude, +00 displays.
JUN 97
JUN 97
34-135
34-135
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
A319/A320
ND TCAS DISPLAY ROSE NAV MODE - TFC MODE SELECTED

ND TCAS DISPLAY ROSE NAV MODE - TFC MODE SELECTED

Proximate Aircraft
Represented as solid white diamond.
Indicates non threatening "proximity" traffic (within 1200 feet vertically and 6 nm horizontally). Aircraft
without altitude reporting will be
assumed to be coaltitude and will
appear without altitude information
displayed.
Proximate Aircraft
Represented as solid white diamond.
Indicates non threatening "proximity" traffic (within 1200 feet vertically and 6 nm horizontally). Aircraft
without altitude reporting will be
assumed to be coaltitude and will
appear without altitude information
displayed.
Other Aircraft
Represented as open white diamond.
Indicates nonthreatening "other" traffic
(within 40 NM and the selected altitude
from the ABOVE/BELOW switch).
Aircraft without altitude reporting will
be assumed to be coaltitude and will
appear without altitude information displayed. This traffic will be displayed
only when the TCAS function switch is
in the TFC position.
34-136

Represented as solid red square.
Indicates threatening traffic.
Will be accompanied by an
aural warning and vertical
maneuver guidance.

Represented as solid amber circle.
Indicates threatening traffic. Will be
accompanied by an aural warning.
JUN 97
Other Aircraft
Represented as open white diamond.
Indicates nonthreatening "other" traffic
(within 40 NM and the selected altitude
from the ABOVE/BELOW switch).
Aircraft without altitude reporting will
be assumed to be coaltitude and will
appear without altitude information displayed. This traffic will be displayed
only when the TCAS function switch is
in the TFC position.
34-136

Represented as solid red square.
Indicates threatening traffic.
Will be accompanied by an
aural warning and vertical
maneuver guidance.

Represented as solid amber circle.
Indicates threatening traffic. Will be
accompanied by an aural warning.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
A319/A320
NAVIGATION
ND TCAS DISPLAYS
ND TCAS DISPLAYS
ARC MODE
ARC MODE
Change Messages
Indicate a TA or RA is generated and an appropriate range
or mode has not been selected. Displayed in the TA or RA
threat color. Will be accompanied by aural warning messages and in the event of an RA, will provide vertical
maneuver guidance on the PFD.
Change Messages
Indicate a TA or RA is generated and an appropriate range
or mode has not been selected. Displayed in the TA or RA
threat color. Will be accompanied by aural warning messages and in the event of an RA, will provide vertical
maneuver guidance on the PFD.
PLAN MODE
PLAN MODE
Plan mode will not display

TCAS traffic.
Plan mode will not display

TCAS traffic.
JUN 97
34-137
JUN 97
34-137
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
PFD TCAS DISPLAY

PFD TCAS DISPLAY

PREVENTIVE RESOLUTION ADVISORY (RA)
PREVENTIVE RESOLUTION ADVISORY (RA)
Vertical Speed
Conflict Area
Indicates in red the
area of the vertical
speed scale to avoid
in order to prevent
conflict.
Vertical Speed
Conflict Area
Indicates in red the
area of the vertical
speed scale to avoid
in order to prevent
conflict.
Present Vertical
Speed Line
Indicates present
vertical speed.
Present Vertical
Speed Line
Indicates present
vertical speed.
CORRECTIVE RA
CORRECTIVE RA
"Fly To" Area

Indicates in green
the area of the scale
to target in order to
avoid conflict.
"Fly To" Area

Indicates in green
the area of the scale
to target in order to
avoid conflict.
34-138
A319/A320
JUN 97
34-138
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320
PFD/ND TCAS DISPLAY FAILURE INDICATIONS

PFD/ND TCAS DISPLAY FAILURE INDICATIONS

JUN 97
NOTE: NAV TCAS

FAULT message will
appear on upper ECAM
when TCAS system fault
is detected.
NOTE: NAV TCAS

FAULT message will
appear on upper ECAM
when TCAS system fault
is detected.
TCAS Fail Flag

Appears in red when
TCAS system fault is
detected.
TCAS Fail Flag

Appears in red when
detected.
TCAS Fail Message

Appears in red when
detected.
TCAS Fail Message

Appears in red when
detected.
34-139
JUN 97
34-139
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
A319/A320


Page Title
Line Select Keys
another MCDU page.
Scratch Pad
appears.
FAIL Annunciator
FAIL" appears.
FMGC Annunciator
MCDU MENU key.
Alphanumeric Keys
Page Title
Line Select Keys
Identified as 1L-6L and 1R-6R,
another MCDU page.
Scratch Pad
appears.
FAIL Annunciator
FAIL" appears.
FMGC Annunciator
MCDU MENU key.
Alphanumeric Keys
34-140
JUN 97
34-140
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
A319/A320




OVFY Key
maintaining LNAV.
JUN 97

selected page.
BRT Knob
CLR Key
34-141
OVFY Key
maintaining LNAV.
JUN 97

selected page.
BRT Knob
CLR Key
34-141
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION

MAGNETIC INDICATION (DDRMI)

MAGNETIC INDICATION (DDRMI)
VOR DME Counters

Indicate DME distance to the
VORs tuned on the RAD
NAV or PROG page, or
RMP.
VOR DME Counters

Indicate DME distance to the
VORs tuned on the RAD
NAV or PROG page, or
RMP.
HDG Flag
Appears when the following
occur:
- ADIRS heading siganl is
invalid
- RMI fails
- Power supply fails
HDG Flag
Appears when the following
occur:
- ADIRS heading siganl is
invalid
- RMI fails
Bearing Pointers
- Indicate the magnetic bearing
to VOR 1
to VOR 2 or ADF 1 as selected
by the VOR/ADF selectors
Bearing Pointers
to VOR 1
to VOR 2 or ADF 1 as selected
by the VOR/ADF selectors
Compass Card
Displays the bearing scale.
Normally
supplied
from
ADIRU 1.
VOR/ADF Selectors
Allow the selection of VOR 2
or ADF 1 on the double pointer
VOR/ADF Flags
Appear when:
- Selected VOR or ADF receiver fails
- ADIRS heading signal is invalid
- RMI fails
Compass Card
Displays the bearing scale.
Normally
supplied
from
ADIRU 1.
Associate pointer remains at the last

valid position.
34-142
JUN 97
A319/A320
VOR/ADF Selectors
Allow the selection of VOR 2
or ADF 1 on the double pointer
VOR/ADF Flags
Appear when:
- Selected VOR or ADF receiver fails
- ADIRS heading signal is invalid
- RMI fails
Associate pointer remains at the last
valid position.
34-142
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
MCDU RADIO NAVIGATION

MCDU RADIO NAVIGATION

RAD NAV Key

When pressed, Radio
NAV page comes into
view and navaids can be
tuned manually.
RAD NAV Key

When pressed, Radio
NAV page comes into
view and navaids can be
tuned manually.
NOTE: When any

RMP is selected to NAV,
the radio information
disappears on the RAD
NAV page.
NOTE: When any

RMP is selected to NAV,
the radio information
disappears on the RAD
NAV page.
JUN 97
34-143
JUN 97
A319/A320
34-143
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
A319/A320
NAVIGATION
Navigation System Report Test

Navigation System Report Test

MCDU MENU
< ADR 1
< IR 1
< AIDS
< ADR 2
< IR 2
< ADR 3
< CFDS
IR 3 >
RA 1 >
RA 2 >
DME 1 >
DME 2 >
< RETURN
MCDU MENU
NAV
< FMGC
NAV
< FMGC
< ADR 1
< IR 1
< AIDS
< ADR 2
< IR 2
< ADR 3
< CFDS
ILS 1 >
NEXT
PAGE
< AVIONICS STATUS

< ILS 2
< VOR 1
ADF 1 >
ADF 2 >
< VOR 2
< RADAR 1
< RADAR 2
< LAST LEGS REPORT

ATC 1 >
ATC 2 >
MLS 1 >
MLS 2 >
< RETURN
CFDS MENU
NAV
< AVIONICS STATUS

< ILS 2
< VOR 1
< ELEC
< FIRE PROT
< RETURN
NAV
F / CLT >
FUEL >
ICE&RAIN >
INST >
L/G >
NAV >
ADF 1 >
ADF 2 >
ATC 1 >
ATC 2 >
MLS 1 >
MLS 2 >
< RETURN
NEXT
PAGE
NAV
NAV
< VOR 2
< RADAR 1
< RADAR 2
NEXT
PAGE
< AIRCOND
< AFS
< COM
ILS 1 >
NEXT
PAGE
CFDS MENU
DME 1 >
DME 2 >
< RETURN
< LAST LEGS REPORT

IR 3 >
RA 1 >
RA 2 >

NAV
NAV
< HUD
< GPWC
< GPS 1
< GPS 2
< TCAS
< RETURN
< AIRCOND
< AFS
< COM
< ELEC
< FIRE PROT
< RETURN
F / CLT >
FUEL >
ICE&RAIN >
INST >
L/G >
NAV >
< HUD
< GPWC
< GPS 1
< GPS 2
< TCAS
< RETURN
34MCDU01
34-144
JUN 97
34-144
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
ADIRS ADR System Test

ADIRS ADR System Test

JUN 97
34-145
JUN 97
A319/A320
34-145
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
ADIRS ADR Output Tests


34-146
JUN 97
34-146
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION


JUN 97
34-147
JUN 97
A319/A320
34-147
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
ADIRS ADR Output Tests/Ground Report

ADIRS ADR Output Tests/Ground Report

34-148
JUN 97
34-148
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
ADIRS ADR Input Status Test

ADIRS ADR Input Status Test

JUN 97
34-149
JUN 97
A319/A320
34-149
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
ADIRS IR System Test

ADIRS IR System Test

34-150
JUN 97
34-150
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
ADIRS IR Interface Test

ADIRS IR Interface Test

JUN 97
34-151
JUN 97
A319/A320
34-151
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
ADIRS IR Ground Report

ADIRS IR Ground Report

34-152
JUN 97
34-152
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
NAVIGATION
ADIRS IR Input Status Test

ADIRS IR Input Status Test

JUN 97
34-153
JUN 97
A319/A320
34-153
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
NAVIGATION
Radio Altimeter ARINC/Ramp Tests

Radio Altimeter ARINC/Ramp Tests

34-154
JUN 97
34-154
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Air Data Inertial Reference System (ADIRS)
Air Data Inertial Reference System (ADIRS)

JUN 97
A319/A320
NAVIGATION
34-155
JUN 97
34-155
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Air Data Inertial Reference System (ADIRS) Sensors
34-156
A319/A320
NAVIGATION
Air Data Inertial Reference System (ADIRS) Sensors
JUN 97
34-156
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
COMPONENT LOCATIONS
A319/A320
NAVIGATION
COMPONENT LOCATIONS
NOTE: The A320 and A319 Air Data Inertial Reference Units are not interchangeable at the present time. The A319 ADIRUs are phycically smaller and
have GPS capability.
NOTE: The A320 and A319 Air Data Inertial Reference Units are not interchangeable at the present time. The A319 ADIRUs are phycically smaller and
have GPS capability.
Air Data Inertial Reference Units (ADIRUs)
Air Data Inertial Reference Units (ADIRUs)
JUN 97
34-157
JUN 97
34-157
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Standby Airspeed and Altimeter Indicators
34-158
A319/A320
NAVIGATION
Standby Airspeed and Altimeter Indicators
JUN 97
34-158
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Standby Compass and Attitude Direction Indicators
Standby Compass and Attitude Direction Indicators

JUN 97
A319/A320
NAVIGATION
34-159
JUN 97
34-159
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
ILS System
ILS System
34-160
A319/A320
NAVIGATION
JUN 97
34-160
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
COMPONENT LOCATIONS
NAVIGATION
COMPONENT LOCATIONS
Weather Radar System

JUN 97
A319/A320
Weather Radar System

34-161
JUN 97
34-161
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
LRRA System
34-162
A319/A320
NAVIGATION
LRRA System
JUN 97
34-162
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
TCAS System
JUN 97
A319/A320
NAVIGATION
TCAS System
34-163
JUN 97
34-163
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
A319/A320
NAVIGATION
COMPONENT LOCATIONS
COMPONENT LOCATIONS
NOTE: The Enhanced Ground Proximity System utilizes the same computer as
the standard Ground Proximity Warning System (GPWS). There are three additional switch/indicators located on the Capt/F/O instrument panels.
NOTE: The Enhanced Ground Proximity System utilizes the same computer as
the standard Ground Proximity Warning System (GPWS). There are three additional switch/indicators located on the Capt/F/O instrument panels.
GPWS System
GPWS System
34-164
JUN 97
34-164
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
DME System
DME System
JUN 97
A319/A320
NAVIGATION
34-165
JUN 97
34-165
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
ATC System
34-166
A319/A320
NAVIGATION
ATC System
JUN 97
34-166
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
NAVIGATION
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
ADF System
JUN 97
A319/A320
NAVIGATION
ADF System
34-167
JUN 97
34-167
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
NAVIGATION
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
VOR and Marker Beacon System
34-168
A319/A320
NAVIGATION
VOR and Marker Beacon System
JUN 97
34-168
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
OXYGEN
A319/A320 /A321
OXYGEN
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................35-1
CREW OXYGEN .......................................................................................35-1
Storage ..................................................................................................35-1
Crew Oxygen System Schematic ..........................................................35-2
Distribution ...........................................................................................35-3
Operation ...............................................................................................35-6
Control And Indicating Schematic ........................................................35-7
PASSENGER OXYGEN ............................................................................35-8
Storage ..................................................................................................35-8
Distribution ...........................................................................................35-8
Control ..................................................................................................35-10
Passenger Oxygen System -Electrical Schematic .................................35-11
PORTABLE OXYGEN ..............................................................................35-12
Flight Crew Portable Devices ...............................................................35-12
Cabin Attendant Portable Devices ........................................................35-14
PROTECTIVE BREATHING DEVICE ..................................................35-17
CONTROLS & INDICIATIONS
CREW OXYGEN MASKS AND REGULATORS .................................35-18
MASK MOUNTED OXYGEN REGULATORS .....................................35-19
OXYGEN PANEL ......................................................................................35-20
MAINTENANCE OXYGEN PANEL........................................................35-20
ECAM DOOR/OXYGEN PAGE ..............................................................35-21
COMPONENT LOCATION
Crew Oxygen System ...................................................................................35-22
Passenger Oxygen System ............................................................................35-23
Emergency Oxygen Containers Locations ...................................................35-24
Portable Oxygen and PBEs .........................................................................35-25

GENERAL .................................................................................................. 35-1
CREW OXYGEN ....................................................................................... 35-1
Storage .................................................................................................. 35-1
Crew Oxygen System Schematic .......................................................... 35-2
Distribution ........................................................................................... 35-3
Operation .............................................................................................. 35-6
Control And Indicating Schematic ....................................................... 35-7
PASSENGER OXYGEN ............................................................................ 35-8
Storage .................................................................................................. 35-8
Distribution ........................................................................................... 35-8
Control .................................................................................................. 35-10
Passenger Oxygen System -Electrical Schematic ................................. 35-11
PORTABLE OXYGEN .............................................................................. 35-12
Flight Crew Portable Devices ............................................................... 35-12
Cabin Attendant Portable Devices ........................................................ 35-14
PROTECTIVE BREATHING DEVICE .................................................. 35-17
CONTROLS & INDICIATIONS
CREW OXYGEN MASKS AND REGULATORS ................................. 35-18
MASK MOUNTED OXYGEN REGULATORS ..................................... 35-19
OXYGEN PANEL ...................................................................................... 35-20
MAINTENANCE OXYGEN PANEL ....................................................... 35-20
ECAM DOOR/OXYGEN PAGE .............................................................. 35-21
COMPONENT LOCATION
Crew Oxygen System ................................................................................... 35-22
Passenger Oxygen System ............................................................................ 35-23
Emergency Oxygen Containers Locations ................................................... 35-24
Portable Oxygen and PBEs ......................................................................... 35-25
JUN 97
JUN 97
35-i
35-i
UNITED AIRLINES
UNITED AIRLINES
A318/
OXYGEN
A319/A320 /A321

GENERAL
Flight deck crew oxygen is provided by a
pressure, diluter-demand system. It is supplied from a single high pressure bottle.
Passenger oxygen is provided by a chemical oxygen-generater system.
Portable oxygen bottles are located
throughout the cabin. First aid oxygen is
located at each Flight Attendant position.
CREW OXYGEN
The flight crew oxygen system supplies
oxygen to the flight crew if there is a sudden decrease in cabin pressurization. It
can also suppy oxygen if there is smoke or
dangerous gas in the flight deck compartment. Each crew station has a quick-donning mask with a demand regulator
installed. The oxygen is supplied from a
high-pressure oxygen cylinder to the
masks through a pressure regulator/transmitter assembly and a distribution circuit.
Storage
The flight crew oxygen is installed in a
cradle with two quick-release clamps in
the left avionics compartment. The installation can survive a 10 G crash load in all
directions.
The pressure regulator/transmitter is
directly connected to the cylinder. The
high pressure stage of the pressure regulator/transmitter has an integrated transducer installed. This will send an electrical
signal of the oxygen pressure to the
ECAM system.
JUN 97
OXYGEN
A319/A320

The low pressure stage of the pressure regulator/transmitter will supply a pressure of
78 8 psig to the oxygen distribution system.
The low pressure safety outlet has an integrated relief valve. This will limit the low
pressure oxygen supply to a maximum of
175 psig. The oxygen released by the low
pressure safety outlet will be discharged
overboard by a safety system.
The high pressure safety outlet on the oxygen cylinder head and the low pressure
safety outlet on the pressure regulator/
transmitter are connected to a discharge
indicator on the fuselage skin.
The discharge indicator is a green blowout disc that can be seen from the outside
of the aircraft. This disc will blow out at a
pressure of 40 to 100 psig to show a yellow indicator. This shows that oxygen has
discharged.
The pnel permits the filling of the oxygen
cylinder without the removal of the cylinder from the aircraft. The filling panel is
- A filling connector with a cap and
lanyard,
- A pressure gage to indicate the pressure
inside the oxygen cylinder during filling.
The pressure gage has a two color scale
with graduations. 0 to 85 psig is red and
85 to 2000 psig is green.
- A distribution system test port.
35-1
GENERAL
Flight deck crew oxygen is provided by a
pressure, diluter-demand system. It is supplied from a single high pressure bottle.
Passenger oxygen is provided by a chemical oxygen-generater system.
Portable oxygen bottles are located
throughout the cabin. First aid oxygen is
located at each Flight Attendant position.
CREW OXYGEN
The flight crew oxygen system supplies
oxygen to the flight crew if there is a sudden decrease in cabin pressurization. It
can also suppy oxygen if there is smoke or
dangerous gas in the flight deck compartment. Each crew station has a quick-donning mask with a demand regulator
installed. The oxygen is supplied from a
high-pressure oxygen cylinder to the
masks through a pressure regulator/transmitter assembly and a distribution circuit.
Storage
The flight crew oxygen is installed in a
cradle with two quick-release clamps in
the left avionics compartment. The installation can survive a 10 G crash load in all
directions.
The pressure regulator/transmitter is
directly connected to the cylinder. The
high pressure stage of the pressure regulator/transmitter has an integrated transducer installed. This will send an electrical
signal of the oxygen pressure to the
ECAM system.
JUN 97
The low pressure stage of the pressure regulator/transmitter will supply a pressure of
78 8 psig to the oxygen distribution system.
The low pressure safety outlet has an integrated relief valve. This will limit the low
pressure oxygen supply to a maximum of
175 psig. The oxygen released by the low
pressure safety outlet will be discharged
overboard by a safety system.
The high pressure safety outlet on the oxygen cylinder head and the low pressure
safety outlet on the pressure regulator/
transmitter are connected to a discharge
indicator on the fuselage skin.
The discharge indicator is a green blowout disc that can be seen from the outside
of the aircraft. This disc will blow out at a
pressure of 40 to 100 psig to show a yellow indicator. This shows that oxygen has
discharged.
The pnel permits the filling of the oxygen
cylinder without the removal of the cylinder from the aircraft. The filling panel is
- A filling connector with a cap and
lanyard,
- A pressure gage to indicate the pressure
inside the oxygen cylinder during filling.
The pressure gage has a two color scale
with graduations. 0 to 85 psig is red and
85 to 2000 psig is green.
- A distribution system test port.
35-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
OXYGEN
/A321
Crew Oxygen System Schematic
Crew Oxygen System Schematic
35-2
A319/A320
OXYGEN
JUN 97
35-2
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
OXYGEN
A319/A320 /A321

Distribution
Each flight crew station is supplied with
oxygen through a distribution circuit as
follows:
- A low pressure supply valve,
- A distribution manifold,
- Low pressure stainless steel distribution
pipes,
- Flexible hoses and storage box
assemblies,
- Full face quick donning masks with a
demand regulator.
The low pressure supply valve is installed
between the pressure regulator/transmitter
and the distribution manifold. A flexible
hose connects the valve to the pressure
regulator/transmitter. A stainless steel
rigid pipe connects the valve to the distribution manifold. The supply valve is a
solenoid valve that is supplied with 28
VDC from the essential busbar. The flight
crew can control the supply valve from the
flight deck control panel 21VU.
A low pressure switch is installed on the
distribution manifold. It will operate when
the oxygen supply pressure decreases to
50 5 psig and transmits a warning message REGUL LO PR to the ECAM system.
The test port of the filling panel permits a
pressure test and leak test to be carried
out. The maximum pressure that can be
used at the test port is 145 psig.
Two distribution pipes are connected to
the distribution manifold. The chamber in
the distribution manifold helps to increase
the performance and safety of the distribution circuit.
JUN 97
OXYGEN
A319/A320

The two distribution pipes are rigid and
made stainless steel. They supply the oxygen to the flight crew stations. One pipe
supplies the captains station and the 4th
occupant.
The other pipe supplies the 1st officer and
3rd crew member stations. Flexible hoses
make the connection to the storage box
assemblies.
The storage box assemblies are installed
on the flight deck next to each flight crew
station. Each box is the connection point
for the full face quick donning mask
which is kept in the box until required for
use.
The two doors on the storage box will
keep the mask in the box. When the left
hand door is opened with the removal of
the mask, the oxygen supply valve in the
storage box will open and permit oxygen
to flow to the mask. Once the left hand
door has been opened and the oxygen
flows, an OXY ON flag will show. This
flag will not go out of sight until the supply valve has been closed and reset.
The left-hand door of the storage box has a
reset/test control slide. The slide is pressed
in the direction of the arrow to reset the
oxygen supply valve when the left hand
door is closed. It is also pressed in the
direction of the arrow to do a test of the
oxygen supply without removing the mask
from the storage box.
35-3
Distribution
Each flight crew station is supplied with
oxygen through a distribution circuit as
follows:
- A low pressure supply valve,
- A distribution manifold,
- Low pressure stainless steel distribution
pipes,
- Flexible hoses and storage box
assemblies,
- Full face quick donning masks with a
demand regulator.
The low pressure supply valve is installed
between the pressure regulator/transmitter
and the distribution manifold. A flexible
hose connects the valve to the pressure
regulator/transmitter. A stainless steel
rigid pipe connects the valve to the distribution manifold. The supply valve is a
solenoid valve that is supplied with 28
VDC from the essential busbar. The flight
crew can control the supply valve from the
flight deck control panel 21VU.
A low pressure switch is installed on the
distribution manifold. It will operate when
the oxygen supply pressure decreases to
50 5 psig and transmits a warning message REGUL LO PR to the ECAM system.
The test port of the filling panel permits a
pressure test and leak test to be carried
out. The maximum pressure that can be
used at the test port is 145 psig.
Two distribution pipes are connected to
the distribution manifold. The chamber in
the distribution manifold helps to increase
the performance and safety of the distribution circuit.
JUN 97
The two distribution pipes are rigid and

made stainless steel. They supply the oxygen to the flight crew stations. One pipe
supplies the captains station and the 4th
occupant.
The other pipe supplies the 1st officer and
3rd crew member stations. Flexible hoses
make the connection to the storage box
assemblies.
The storage box assemblies are installed
on the flight deck next to each flight crew
station. Each box is the connection point
for the full face quick donning mask
which is kept in the box until required for
use.
The two doors on the storage box will
keep the mask in the box. When the left
hand door is opened with the removal of
the mask, the oxygen supply valve in the
storage box will open and permit oxygen
to flow to the mask. Once the left hand
door has been opened and the oxygen
flows, an OXY ON flag will show. This
flag will not go out of sight until the supply valve has been closed and reset.
The left-hand door of the storage box has a
reset/test control slide. The slide is pressed
in the direction of the arrow to reset the
oxygen supply valve when the left hand
door is closed. It is also pressed in the
direction of the arrow to do a test of the
oxygen supply without removing the mask
from the storage box.
35-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
OXYGEN
/A321
An oxygen flow indicator is an integral

part of the supply valve. When there is an
oxygen flow, the indicator will blink.
A pressure switch is an integral part of the
supply valve. When the supply valve is
open and oxygen flows, the oxygen pressure will close the pressure switch. With
the pressure switch closed, the microphone installed in the mask will be
switched on. No audio circuit is provided
for the 4th occupant.
Flexible hoses are used to connect the distribution pipe to the supply valve and the
supply valve to the oxygen mask. A
microphone lead is attached to the flexible
hose that is connected to the supply valve
and the oxygen mask.
The mask in kept in the storage box with

the harness deflated. When the mask is
removed from the storage box, the red
right hand side of the grip has to be
pressed in to inflate the harness. A valve
will open in the mask and permit the oxygen supply pressure to inflate the harness.
When the mask has been put on, the grip is
released and the oxygen pressure will be
released. The harness will then deflate and
will pull the mask face piece tightly onto
the users face.
An oxygen flow indicator is an integral

part of the supply valve. When there is an
oxygen flow, the indicator will blink.
A pressure switch is an integral part of the
supply valve. When the supply valve is
open and oxygen flows, the oxygen pressure will close the pressure switch. With
the pressure switch closed, the microphone installed in the mask will be
switched on. No audio circuit is provided
for the 4th occupant.
Flexible hoses are used to connect the distribution pipe to the supply valve and the
supply valve to the oxygen mask. A
microphone lead is attached to the flexible
hose that is connected to the supply valve
and the oxygen mask.
The mask in kept in the storage box with

the harness deflated. When the mask is
removed from the storage box, the red
right hand side of the grip has to be
pressed in to inflate the harness. A valve
will open in the mask and permit the oxygen supply pressure to inflate the harness.
When the mask has been put on, the grip is
released and the oxygen pressure will be
released. The harness will then deflate and
will pull the mask face piece tightly onto
the users face.
Storage Box
Storage Box
35-4
A319/A320
OXYGEN
JUN 97
35-4
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
OXYGEN
A319/A320 /A321

The mask face piece is full face and will
give protection to the users eyes, nose
and mouth. It will be pulled tightly onto
the face when the harness deflates. The
mask is equipped with a plastic window.
In order to protect this window during normal operation (pulling the mask out of its
stow box for maintenance) an outer protection film is installed on the face mask
window. This film is made of an electrostatic adhesive soft plastic and can be
removed easily by the user by means of its
side strip.
The demand regulator has two controls
and three supply functions. The controls
are a Normal/100% selector and an emergency overpressure knob. The three supply functions are as follows:
- An air/oxygen supply will be given with
the Normal/100% selector in the Normal
position. Above 35,000 ft., an aneroid
capsule in the demand regulator will
automatically close the air inlet to give a
100% oxygen supply.

- A 100% oxygen supply will be given
with the Normal/100% selector in the
100% position. The selector will lock in
the 100% position when selected. A
100% oxygen supply with overpressure
will be given with the Nornal/100%
selector in the 100% position and the
emergency overpressure knob in the
overpressure position. Push in the
emergency overpressure knob and
overpressure will be selected
momentarily.
Turn the emergency overpressure knob
and overpressure will be selected continuously. overpressure is used in unusual
flight conditions to make breathing easier
and to stop the inhalation of noxious gas.
The face piece has a high level dynamic
microphone installed. The microphone has
a built in preamplifier.
The mask face piece is full face and will

give protection to the users eyes, nose
and mouth. It will be pulled tightly onto
the face when the harness deflates. The
mask is equipped with a plastic window.
In order to protect this window during normal operation (pulling the mask out of its
stow box for maintenance) an outer protection film is installed on the face mask
window. This film is made of an electrostatic adhesive soft plastic and can be
removed easily by the user by means of its
side strip.
The demand regulator has two controls
and three supply functions. The controls
are a Normal/100% selector and an emergency overpressure knob. The three supply functions are as follows:
- An air/oxygen supply will be given with
the Normal/100% selector in the Normal
position. Above 35,000 ft., an aneroid
capsule in the demand regulator will
automatically close the air inlet to give a
100% oxygen supply.
Full Face Quick Donning Mask

JUN 97
A319/A320
OXYGEN
- A 100% oxygen supply will be given

with the Normal/100% selector in the
100% position. The selector will lock in
the 100% position when selected. A
100% oxygen supply with overpressure
will be given with the Nornal/100%
selector in the 100% position and the
emergency overpressure knob in the
overpressure position. Push in the
emergency overpressure knob and
overpressure will be selected
momentarily.
Turn the emergency overpressure knob
and overpressure will be selected continuously. overpressure is used in unusual
flight conditions to make breathing easier
and to stop the inhalation of noxious gas.
The face piece has a high level dynamic
microphone installed. The microphone has
a built in preamplifier.
Full Face Quick Donning Mask

35-5
JUN 97
35-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
OXYGEN
/A321

Operation
The oxygen indicating system gives control and monitoring of the crew oxygen
system.
A direct reading pressure gage is installed
on the oxygen cylinder, which indicates
the oxygen pressure. This gives an indication to the maintenance personnel of when
to fill the oxygen cylinder.
On the DOOR/OXY page of the ECAM
system, the oxygen pressure in the cylinder is indicated as follows:
- 0 to 400 psig in amber.
- 400 to 1850 psig in green.
- An amber half frame appears when
oxygen pressure is lower than 1500 psig.
If the oxygen pressure goes below the
minimum operating pressure of 50 5
psig, the indication REGUL LO PR
appears amber on the DOOR/OXY page
of the ECAM system.
35-6
OXYGEN
A319/A320

The OXY indication on the DOOR/OXY
page ECAM system is normally green and
becomes amber when:
- cylinder pressure is lower than 400 psi,
- cylinder pressure is below minimum
(ECAM message REG LO PR appears),
- CREW SUPPLY oxygen push-button is
OFF.
The CREW SUPPLY oxygen control
push-button switch is on the overhead
panel 21VU. The oxygen system is active
if the CREW SUPPLY push-button switch
is pushed (the OFF legend goes off, and
the solenoid valve LP oxygen supply is
open). For deactivation of the system the
push-button must be released (the OFF
legend comes on, and the solenoid valve
LP oxygen supply is closed).
JUN 97
Operation
The oxygen indicating system gives control and monitoring of the crew oxygen
system.
A direct reading pressure gage is installed
on the oxygen cylinder, which indicates
the oxygen pressure. This gives an indication to the maintenance personnel of when
to fill the oxygen cylinder.
On the DOOR/OXY page of the ECAM
system, the oxygen pressure in the cylinder is indicated as follows:
- 0 to 400 psig in amber.
- 400 to 1850 psig in green.
- An amber half frame appears when
oxygen pressure is lower than 1500 psig.
If the oxygen pressure goes below the
minimum operating pressure of 50 5
psig, the indication REGUL LO PR
appears amber on the DOOR/OXY page
of the ECAM system.
35-6
The OXY indication on the DOOR/OXY

page ECAM system is normally green and
becomes amber when:
- cylinder pressure is lower than 400 psi,
- cylinder pressure is below minimum
(ECAM message REG LO PR appears),
- CREW SUPPLY oxygen push-button is
OFF.
The CREW SUPPLY oxygen control
push-button switch is on the overhead
panel 21VU. The oxygen system is active
if the CREW SUPPLY push-button switch
is pushed (the OFF legend goes off, and
the solenoid valve LP oxygen supply is
open). For deactivation of the system the
push-button must be released (the OFF
legend comes on, and the solenoid valve
LP oxygen supply is closed).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
OXYGEN
A319/A320 /A321
Control And Indicating Schematic

JUN 97
A319/A320
OXYGEN
Control And Indicating Schematic

35-7
JUN 97
35-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
OXYGEN
/A321

PASSENGER OXYGEN
The emergency oxygen for the passengers
and the Flight Attendants is supplied by
chemical oxygen containers. With each
chemical oxygen generator two or more
continuous flow oxygen masks are provided. Flexible supply hoses connect the
masks to the chemical oxygen generators.
The chemical oxygen units are installed
above the passenger seats, in the lavatories, and at the Flight Attendants stations.
When the cabin pressure decreases to a
pressure equivalent of 14,000 ft., the attitude pressure switch 16WR will close.
This action operates the emergency oxygen system. If the attitude pressure switch
fails, the system can be operated with the
MAN OVRD push-button switch 14WR.
This switch is installed in the flight deck
overhead panel 21VU.
The sequence of operation is as follows.
The doors of the emergency oxygen containers open and the masks drop out for
the passengers and the cabin attendants
use. A taped message is transmitted on the
passenger address system and the SYS
ON indicator light 12WR comes on. The
indicator light is installed on the flight
deck overhead panel 21VU.
The emergency oxygen flows when the
oxygen mask is pulled toward the seat.
This starts the chemical oxygen generator
which gives approximately a 13 minute
supply of oxygen.
Thirty seconds after the altitude pressure
switch has closed, the time delay relays
8WR and 9WR operate. These switch off
the supply to the oxygen power relay
10WR.
35-8
OXYGEN
A319/A320

To reset the system, press the TMR
RESET push-button switch 13WR on the
maintenance panel 50VU. The SYS ON
indicator light goes off and the taped message stops.
Storage
Passenger oxygen is supplied from chemical oxygen generators that are installed in
emergency oxygen containers. The emergency oxygen containers are installed
above passenger seats, at the Flight Attendant stations, and in the lavatories
Distribution
The actuator of the chemical generator has
a spring loaded striker and a percussion
cap installed at one end of the housing. A
release pin holds the striker away from the
cap. A lanyard connects the release pin to
the oxygen mask.
A flexible hose connects the oxygen mask
to the outlet manifold and the outlet valve
supplies oxygen to the oxygen mask. The
outlet valve is installed on the housing and
also operates as a primary relief valve.
An indicator (colored band) on the housing will change color (from yellow to
black) when the chemical oxygen generator is used.
The continuous flow oxygen mask is a
face cone with a reservoir bag attached to
it. The inhale, exhale and diluter valves
are installed in the face cone. A flow indicator is installed in the flexible hose which
is connected to the oxygen mask. This
flow indicator will show a green color
when there is an oxygen flow.
The electrical latch assembly holds the
door of the emergency oxygen container
closed. Spring pressure will open the door
when the electrical latch assembly is
released.
JUN 97
PASSENGER OXYGEN
The emergency oxygen for the passengers
and the Flight Attendants is supplied by
chemical oxygen containers. With each
chemical oxygen generator two or more
continuous flow oxygen masks are provided. Flexible supply hoses connect the
masks to the chemical oxygen generators.
The chemical oxygen units are installed
above the passenger seats, in the lavatories, and at the Flight Attendants stations.
When the cabin pressure decreases to a
pressure equivalent of 14,000 ft., the attitude pressure switch 16WR will close.
This action operates the emergency oxygen system. If the attitude pressure switch
fails, the system can be operated with the
MAN OVRD push-button switch 14WR.
This switch is installed in the flight deck
overhead panel 21VU.
The sequence of operation is as follows.
The doors of the emergency oxygen containers open and the masks drop out for
the passengers and the cabin attendants
use. A taped message is transmitted on the
passenger address system and the SYS
ON indicator light 12WR comes on. The
indicator light is installed on the flight
deck overhead panel 21VU.
The emergency oxygen flows when the
oxygen mask is pulled toward the seat.
This starts the chemical oxygen generator
which gives approximately a 13 minute
supply of oxygen.
Thirty seconds after the altitude pressure
switch has closed, the time delay relays
8WR and 9WR operate. These switch off
the supply to the oxygen power relay
10WR.
35-8
To reset the system, press the TMR

RESET push-button switch 13WR on the
maintenance panel 50VU. The SYS ON
indicator light goes off and the taped message stops.
Storage
Passenger oxygen is supplied from chemical oxygen generators that are installed in
emergency oxygen containers. The emergency oxygen containers are installed
above passenger seats, at the Flight Attendant stations, and in the lavatories
Distribution
The actuator of the chemical generator has
a spring loaded striker and a percussion
cap installed at one end of the housing. A
release pin holds the striker away from the
cap. A lanyard connects the release pin to
the oxygen mask.
A flexible hose connects the oxygen mask
to the outlet manifold and the outlet valve
supplies oxygen to the oxygen mask. The
outlet valve is installed on the housing and
also operates as a primary relief valve.
An indicator (colored band) on the housing will change color (from yellow to
black) when the chemical oxygen generator is used.
The continuous flow oxygen mask is a
face cone with a reservoir bag attached to
it. The inhale, exhale and diluter valves
are installed in the face cone. A flow indicator is installed in the flexible hose which
is connected to the oxygen mask. This
flow indicator will show a green color
when there is an oxygen flow.
The electrical latch assembly holds the
door of the emergency oxygen container
closed. Spring pressure will open the door
when the electrical latch assembly is
released.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
OXYGEN
A319/A320 /A321

When the door latch gets an electrical signal from the oxygen control and actuation
circuit the doors of the emergency oxygen
containers will open.
A door stop is installed in the emergency
oxygen container to let you do an inspection and a test of the emergency oxygen
container. The door stop is turned through
90 degrees to let the door open a few
degrees. The oxygen masks will not fall
out.

WARNING: The chemical reaction
within the oxygen generator can heat
the device to 450 F. Use caution when
handling oxygen generators to prevent
accidental discharge.
To open the door manually, the electrical
latch assembly can be released with a
manual release tool.
When the door latch gets an electrical signal from the oxygen control and actuation
circuit the doors of the emergency oxygen
containers will open.
A door stop is installed in the emergency
oxygen container to let you do an inspection and a test of the emergency oxygen
container. The door stop is turned through
90 degrees to let the door open a few
degrees. The oxygen masks will not fall
out.
DOOR STOP
DOOR STOP
Emergency Oxygen Container - Operated
Emergency Oxygen Container - Operated
WARNING: The chemical reaction

within the oxygen generator can heat
the device to 450 F. Use caution when
handling oxygen generators to prevent
accidental discharge.
To open the door manually, the electrical
latch assembly can be released with a
manual release tool.
MANUAL RELEASE
MANUAL RELEASE
JUN 97
A319/A320
OXYGEN
35-9
JUN 97
35-9
UNITED AIRLINES
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A318/A319/A320
OXYGEN
/A321

Control
The manual control and indications for the
passenger oxygen system are on the overhead panel 21VU and on the maintenance
panel 50VU.
The altitude pressure switch 16WR
(installed in the avionics compartment)
starts the automatic operation of the passenger oxygen system. If the altitude pressure switch does not work, the MASK
MAN ON push-button switch 14WR can
be pushed.
The TMR RESET push button switch
13WR lets the crew reset the controls after
the operation of the system.
If the cabin pressure drops to a pressure
equivalent to 14,000 ft. 500 ft., the attitude pressure switch (16WR) closes. This
operates the emergency oxygen supply
system.
The SYS ON indicator light (12WR)
comes on when the emergency oxygen
system is operated. It is located on panel
21VU.
If the altitude pressure switch (16WR)
fails, the MASK MAN ON push-button
switch (14WR) will activate the emergency oxygen system. This push-button
switch will override the attitude pressure
switch (16WR). A safety guard is installed
over the push-button switch.
When the altitude pressure switch (16WR)
closes, 28 VDC is supplied to the oxygen
power relay (10WR) from the busbar
(401PP) through the time delay relays
(8WR and 9WR). The circuit is protected
by the circuit breaker (1WR).
35-10
OXYGEN
A319/A320

The oxygen power relay (10WR) is
installed in the avionics compartment. It
controls the 115 VAC supply to the door
latches of the emergency oxygen containers.
The busbar (801XP) supplies 115 VAC to
the electrical latch assemblies of the emergency oxygen containers through the circuit breakers (4WR thru 7WR).
Each electrical latch assembly is supplied
from two separate 115 VAC circuits. Each
circuit supplies 115 VAC to the electrical
latch assemblies on opposite sides of the
cabin.
The circuits make the crossover in the
cabin behind the engine turbine break up
area. The relay 25WR, at the rear of the
cabin, closes in 6 seconds. This operates
the intact circuit if one circuit is damaged.
This configuration makes sure that there is
a 100% supply of 115 VAC to the emergency oxygen containers. This occurs if an
engine turbine rotor failure damages a circuit.
The two time-delay relays 8WR and 9WR
de-energize the power relay 10WR after
30 seconds. If both time delay relays do
not operate 30 seconds after the start of the
system operation, the FAULT indicator
light (located on the TMR RESET pushbutton switch 13WR) comes on. When the
TMR RESET push-button switch is
pushed, the SYS ON indicator light will
go off and the FAULT indicator light
(located on the TMR RESET push-button
switch) will go off.
The TMR RESET push-button switch
(13WR) will reset the control circuit after
operation. It is located on the panel 50VU.
JUN 97
Control
The manual control and indications for the
passenger oxygen system are on the overhead panel 21VU and on the maintenance
panel 50VU.
The altitude pressure switch 16WR
(installed in the avionics compartment)
starts the automatic operation of the passenger oxygen system. If the altitude pressure switch does not work, the MASK
MAN ON push-button switch 14WR can
be pushed.
The TMR RESET push button switch
13WR lets the crew reset the controls after
the operation of the system.
If the cabin pressure drops to a pressure
equivalent to 14,000 ft. 500 ft., the attitude pressure switch (16WR) closes. This
operates the emergency oxygen supply
system.
The SYS ON indicator light (12WR)
comes on when the emergency oxygen
system is operated. It is located on panel
21VU.
If the altitude pressure switch (16WR)
fails, the MASK MAN ON push-button
switch (14WR) will activate the emergency oxygen system. This push-button
switch will override the attitude pressure
switch (16WR). A safety guard is installed
over the push-button switch.
When the altitude pressure switch (16WR)
closes, 28 VDC is supplied to the oxygen
power relay (10WR) from the busbar
(401PP) through the time delay relays
(8WR and 9WR). The circuit is protected
by the circuit breaker (1WR).
35-10
The oxygen power relay (10WR) is

installed in the avionics compartment. It
controls the 115 VAC supply to the door
latches of the emergency oxygen containers.
The busbar (801XP) supplies 115 VAC to
the electrical latch assemblies of the emergency oxygen containers through the circuit breakers (4WR thru 7WR).
Each electrical latch assembly is supplied
from two separate 115 VAC circuits. Each
circuit supplies 115 VAC to the electrical
latch assemblies on opposite sides of the
cabin.
The circuits make the crossover in the
cabin behind the engine turbine break up
area. The relay 25WR, at the rear of the
cabin, closes in 6 seconds. This operates
the intact circuit if one circuit is damaged.
This configuration makes sure that there is
a 100% supply of 115 VAC to the emergency oxygen containers. This occurs if an
engine turbine rotor failure damages a circuit.
The two time-delay relays 8WR and 9WR
de-energize the power relay 10WR after
30 seconds. If both time delay relays do
not operate 30 seconds after the start of the
system operation, the FAULT indicator
light (located on the TMR RESET pushbutton switch 13WR) comes on. When the
TMR RESET push-button switch is
pushed, the SYS ON indicator light will
go off and the FAULT indicator light
(located on the TMR RESET push-button
switch) will go off.
The TMR RESET push-button switch
(13WR) will reset the control circuit after
operation. It is located on the panel 50VU.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
OXYGEN
A319/A320 /A321
Passenger Oxygen System -Electrical Schematic
JUN 97
A319/A320
OXYGEN
Passenger Oxygen System -Electrical Schematic

35-11
JUN 97
35-11
UNITED AIRLINES
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A318/A319/A320
OXYGEN
/A321

PORTABLE OXYGEN
Portable oxygen equipment is installed on
the flight deck and in different locations in
the passenger compartment. The equipment is made up of portable oxygen cylinders, full face smoke masks and
continuous flow oxygen masks.
The flight crew portable oxygen supplies
one crew member with oxygen if a failure
of the fixed oxygen system occurs. It also
lets a crew member move about the flight
deck and have a supply of oxygen at the
same time.
The cabin attendant portable oxygen supplies cabin attendants with oxygen. It supplies oxygen to the passengers and crew
for first aid treatment. It also lets the cabin
attendants move about the cabin and have
a supply of oxygen at the same time.
Flight Crew Portable Devices
The flight crew portable oxygen will supply one crew member with protected
breathing oxygen. It is used against smoke
and noxious gases. It will also supply one
crew member with emergency oxygen if a
failure of the fixed oxygen system occurs
when there has been a loss of cabin pressurization.
The oxygen source is a high pressure oxygen cylinder installed in the flight deck
next to panel 702VU. It is held in place by
quick release clamps. The oxygen cylinder has a capacity of 11 cubic feet at a
pressure of 1800 psig. This will give a 15
minute supply of oxygen at 7 cubic feet/
min.
The oxygen cylinder has a head that is
35-12
OXYGEN
A319/A320

made up of the following components. A
direct reading pressure gage is used to
show the cylinder pressure. A high pressure relief valve with a rupture disc. The
disc will rupture at a pressure of 2700 to
3000 psig. This pressure would be the
result of an unusual rise in temperature. A
rotary ON/OFF valve controls the oxygen
flow into the high pressure chamber of the
pressure regulator. A filling valve is
directly connected to the high pressure
chamber of the pressure regulator. This
valve permits the filling of the oxygen cylinder at a controlled flow. The filling rate
must not be more than 300 psi/min. A
pressure regulator is used to give a low
pressure of 64 psig. A low pressure relief
valve is used which will operate at 90 to
135 psig.
A full face mask of the demand type is
connected to the oxygen cylinder which
will give protection against smoke and
noxious gas. The mask will supply 100%
oxygen through the demand regulator
installed in the mask.
The crew member communicates with the
other crew members through the microphone and communication cable installed
in the mask.
If the portable full face mask has a failure,
a flight crew member can connect his own
full face quick donning mask. The quick
donning mask has to be set to 100% oxygen.
JUN 97
PORTABLE OXYGEN
Portable oxygen equipment is installed on
the flight deck and in different locations in
the passenger compartment. The equipment is made up of portable oxygen cylinders, full face smoke masks and
continuous flow oxygen masks.
The flight crew portable oxygen supplies
one crew member with oxygen if a failure
of the fixed oxygen system occurs. It also
lets a crew member move about the flight
deck and have a supply of oxygen at the
same time.
The cabin attendant portable oxygen supplies cabin attendants with oxygen. It supplies oxygen to the passengers and crew
for first aid treatment. It also lets the cabin
attendants move about the cabin and have
a supply of oxygen at the same time.
Flight Crew Portable Devices
The flight crew portable oxygen will supply one crew member with protected
breathing oxygen. It is used against smoke
and noxious gases. It will also supply one
crew member with emergency oxygen if a
failure of the fixed oxygen system occurs
when there has been a loss of cabin pressurization.
The oxygen source is a high pressure oxygen cylinder installed in the flight deck
next to panel 702VU. It is held in place by
quick release clamps. The oxygen cylinder has a capacity of 11 cubic feet at a
pressure of 1800 psig. This will give a 15
minute supply of oxygen at 7 cubic feet/
min.
35-12

direct reading pressure gage is used to
show the cylinder pressure. A high pressure relief valve with a rupture disc. The
disc will rupture at a pressure of 2700 to
3000 psig. This pressure would be the
result of an unusual rise in temperature. A
rotary ON/OFF valve controls the oxygen
flow into the high pressure chamber of the
pressure regulator. A filling valve is
directly connected to the high pressure
chamber of the pressure regulator. This
valve permits the filling of the oxygen cylinder at a controlled flow. The filling rate
must not be more than 300 psi/min. A
pressure regulator is used to give a low
pressure of 64 psig. A low pressure relief
valve is used which will operate at 90 to
135 psig.
A full face mask of the demand type is
connected to the oxygen cylinder which
will give protection against smoke and
noxious gas. The mask will supply 100%
oxygen through the demand regulator
installed in the mask.
The crew member communicates with the
other crew members through the microphone and communication cable installed
in the mask.
If the portable full face mask has a failure,
a flight crew member can connect his own
full face quick donning mask. The quick
donning mask has to be set to 100% oxygen.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
OXYGEN
A319/A320 /A321
Flight Crew Portable Oxygen Equipment

JUN 97
A319/A320
OXYGEN
Flight Crew Portable Oxygen Equipment

35-13
JUN 97
35-13
UNITED AIRLINES
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A318/A319/A320
OXYGEN
/A321

Cabin Attendant Portable Devices
The cabin attendant portable oxygen
equipment is installed in different locations in the cabin. It supplies oxygen to
the passengers and crew for first aid treatment. It also lets the cabin attendants
move about the cabin and have a supply of
oxygen at the same time. The portable
oxygen equipment is made up of portable
oxygen cylinders, full face smoke masks
and continuous flow oxygen masks.
The oxygen source is a high pressure cylinder with a capacity of 11 cubic ft. at a
pressure of 1800 psi. The cylinders are
installed in brackets which have quick
release clamps.
direct reading pressure gage shows the
cylinder pressure. There is a high pressure
relief valve with a rupture disc. This is
installed in the high pressure chamber of
the pressure regulator. The disc ruptures at
a pressure of between 2700 psi and 3000
psi. This pressure would be the result of
an unusual rise in temperature. There is a
low pressure relief valve. This is installed
in the low pressure chamber of the pressure regulator. When the outlet pressure is
more than 90 psi the relief valve will
open. Oxygen is released and the outlet
pressure decreases. The relief valve closes
when the pressure decreases to 90 psi
again. A rotary ON/OFF valve is used to
control the flow of oxygen into the high
pressure chamber of the pressure regulator. A filling valve connects directly to the
high pressure chamber of the pressure regulator. This valve permits the filling of the
oxygen bottle at a controlled flow. A pressure regulator gives a low pressure of
between 35 psi and 85 psi. There are two
outlet connections. One is an uncalibrated
35-14
OXYGEN
A319/A320

outlet for the full face smoke mask and the
other is a constant flow outlet for the continuous flow mask.
Full face smoke masks give the cabin
attendants protection from smoke and dangerous gases. Each full face smoke mask
is connected to the uncalibrated flow connection (identified as LO) on a portable
oxygen cylinder.
A full face smoke mask is made up of the
- a moulded rubber face piece with a
panoramic visor,
- an adjustable harness,
- a demand regulator,
- an adjustable purge valve,
- a flexible supply hose with a connector.
The demand regulator has an overpressure
valve to supply oxygen at a positive pressure, when necessary.
The continuous flow oxygen mask is used
to give oxygen for first aid treatment. The
flexible supply hose connects the mask to
the constant flow outlet (identified as HI)
of the portable oxygen cylinder.
The continuous flow oxygen mask is made
- a face piece,
- a reservoir bag,
- an elastic head strap,
- a flexible supply hose with connector,
- an oxygen flow indicator.
A full face smoke mask is connected to the
oxygen cylinder and the ON/OFF valve is
turned on. The oxygen flows through a
flexible supply hose to the demand regulator. When the user breathes in, a diaphragm opens a demand valve in the
demand regulator and the oxygen flows
into the smoke mask.
JUN 97
Cabin Attendant Portable Devices

The cabin attendant portable oxygen
equipment is installed in different locations in the cabin. It supplies oxygen to
the passengers and crew for first aid treatment. It also lets the cabin attendants
move about the cabin and have a supply of
oxygen at the same time. The portable
oxygen equipment is made up of portable
oxygen cylinders, full face smoke masks
and continuous flow oxygen masks.
The oxygen source is a high pressure cylinder with a capacity of 11 cubic ft. at a
pressure of 1800 psi. The cylinders are
installed in brackets which have quick
release clamps.
direct reading pressure gage shows the
cylinder pressure. There is a high pressure
relief valve with a rupture disc. This is
installed in the high pressure chamber of
the pressure regulator. The disc ruptures at
a pressure of between 2700 psi and 3000
psi. This pressure would be the result of
an unusual rise in temperature. There is a
low pressure relief valve. This is installed
in the low pressure chamber of the pressure regulator. When the outlet pressure is
more than 90 psi the relief valve will
open. Oxygen is released and the outlet
pressure decreases. The relief valve closes
when the pressure decreases to 90 psi
again. A rotary ON/OFF valve is used to
control the flow of oxygen into the high
pressure chamber of the pressure regulator. A filling valve connects directly to the
high pressure chamber of the pressure regulator. This valve permits the filling of the
oxygen bottle at a controlled flow. A pressure regulator gives a low pressure of
between 35 psi and 85 psi. There are two
outlet connections. One is an uncalibrated
35-14
outlet for the full face smoke mask and the

other is a constant flow outlet for the continuous flow mask.
Full face smoke masks give the cabin
attendants protection from smoke and dangerous gases. Each full face smoke mask
is connected to the uncalibrated flow connection (identified as LO) on a portable
oxygen cylinder.
A full face smoke mask is made up of the
- a moulded rubber face piece with a
panoramic visor,
- an adjustable harness,
- a demand regulator,
- an adjustable purge valve,
- a flexible supply hose with a connector.
The demand regulator has an overpressure
valve to supply oxygen at a positive pressure, when necessary.
The continuous flow oxygen mask is used
to give oxygen for first aid treatment. The
flexible supply hose connects the mask to
the constant flow outlet (identified as HI)
of the portable oxygen cylinder.
The continuous flow oxygen mask is made
- a face piece,
- a reservoir bag,
- an elastic head strap,
- a flexible supply hose with connector,
- an oxygen flow indicator.
A full face smoke mask is connected to the
oxygen cylinder and the ON/OFF valve is
turned on. The oxygen flows through a
flexible supply hose to the demand regulator. When the user breathes in, a diaphragm opens a demand valve in the
demand regulator and the oxygen flows
into the smoke mask.
JUN 97
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A319/A320 /A321

When the person breathes out, the diaphragm closes the demand valve (stopping
the flow of oxygen) and opens a vent in
the demand regulator. The exhaled air
goes through a vent to atmosphere.
When the smoke mask is put on, any
unwanted gases in the smoke mask are

removed with the adjustable purge knob.
To get a constant flow of oxygen the purge
knob must be turned to the fully closed
position.
This operates the demand valve and provides a constant oxygen flow. The purge
knob must be turned to the fully open
position to stop the flow of oxygen.
When the person breathes out, the diaphragm closes the demand valve (stopping
the flow of oxygen) and opens a vent in
the demand regulator. The exhaled air
goes through a vent to atmosphere.
When the smoke mask is put on, any
unwanted gases in the smoke mask are
removed with the adjustable purge knob.

To get a constant flow of oxygen the purge
knob must be turned to the fully closed
position.
This operates the demand valve and provides a constant oxygen flow. The purge
knob must be turned to the fully open
position to stop the flow of oxygen.
Cabin Attendant Portable Oxygen Equipment
Cabin Attendant Portable Oxygen Equipment

JUN 97
A319/A320
OXYGEN
35-15
JUN 97
35-15
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OXYGEN
/A321

The continuous flow oxygen mask is connected to the oxygen cylinder and the ON/
OFF valve turned on. The oxygen flows
through the supply hose into the reservoir
bag. The flow indicator in the reservoir
bag inflates and shows a green color.
When the person breathes in, the oxygen
flows from the reservoir bag through the
inhalation valve into the face piece. When

the oxygen in the reservoir bag is used, the
ambient air valve opens and lets ambient
air into the face piece.
When the person breathes out, the inhalation and the ambient air valves close and
the exhaled air goes through the exhalation valve. Oxygen flows into the reservoir bag for the next breathing cycle while
the person is breathing out.
The continuous flow oxygen mask is connected to the oxygen cylinder and the ON/
OFF valve turned on. The oxygen flows
through the supply hose into the reservoir
bag. The flow indicator in the reservoir
bag inflates and shows a green color.
When the person breathes in, the oxygen
flows from the reservoir bag through the
inhalation valve into the face piece. When
the oxygen in the reservoir bag is used, the

ambient air valve opens and lets ambient
air into the face piece.
When the person breathes out, the inhalation and the ambient air valves close and
the exhaled air goes through the exhalation valve. Oxygen flows into the reservoir bag for the next breathing cycle while
the person is breathing out.
Continuous Flow Oxygen Mask
Continuous Flow Oxygen Mask

35-16
A319/A320
OXYGEN
JUN 97
35-16
JUN 97
UNITED AIRLINES
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OXYGEN
A319/A320 /A321

PROTECTIVE BREATHING DEVICE
The Protective Breathing Device (PBE) is
a light weight mylar smoke hood which
contains a 15 minute supply of compressed oxygen in 2 small cylinders. It is
contained in a vacuum sealed package
which should only be opened if intended
for use.

PBEs are located in the passenger compartment. All PBE locations should be
marked by the presence of one or more
placards. Two PBEs are located at the
forward closet (forward side) near door
1L. Two more PBEs are located at the aft
end of the passenger cabin on the forward
side of lavatory E and on the forward side
of the aft galley (galley wall).
PROTECTIVE BREATHING DEVICE

The Protective Breathing Device (PBE) is
a light weight mylar smoke hood which
contains a 15 minute supply of compressed oxygen in 2 small cylinders. It is
contained in a vacuum sealed package
which should only be opened if intended
for use.
PBEs are located in the passenger compartment. All PBE locations should be
marked by the presence of one or more
placards. Two PBEs are located at the
forward closet (forward side) near door
1L. Two more PBEs are located at the aft
end of the passenger cabin on the forward
side of lavatory E and on the forward side
of the aft galley (galley wall).
Portable Breathing Equipment
Portable Breathing Equipment

JUN 97
A319/A320
OXYGEN
35-17
JUN 97
35-17
UNITED AIRLINES
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OXYGEN
/A321
A319/A320
OXYGEN
CREW OXYGEN MASKS AND REGULATORS

Location: Each Crew and Observer Station
CREW OXYGEN MASKS AND REGULATORS

OXY ON flag
Indicates oxygen
valve is open.
OXY ON flag
Indicates oxygen
valve is open.
supply
Flow Indicator
Flashes when oxygen
flowing.
Release Levers
Release mask from container when
squeezed and pulled. Oxygen starts flowing when doors open and harness inflates.
The left lever is fixed.
is
PRESS TO TEST AND RESET

Slide Lever
Provides momentary system test.
Pushing the RESET control slide
after using the oxygen mask turns
off mask microphone.
35-18
N/100% Selector
100% - Supplies 100% oxygen to
mask when the selector is pushed.
N - Supplies diluted oxygen to
mask. Above 35,000 feet, 100%
oxygen is supplied.
JUN 97
supply
Flow Indicator
Flashes when oxygen
flowing.
is
PRESS TO TEST AND RESET

Slide Lever
Provides momentary system test.
Pushing the RESET control slide
after using the oxygen mask turns
off mask microphone.
34-18
Release Levers
Release mask from container when
squeezed and pulled. Oxygen starts flowing when doors open and harness inflates.
The left lever is fixed.
N/100% Selector
100% - Supplies 100% oxygen to
mask when the selector is pushed.
N - Supplies diluted oxygen to
mask. Above 35,000 feet, 100%
oxygen is supplied.
JUN 97
UNITED AIRLINES
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A318/
OXYGEN
A319/A320 /A321
A319/A320
OXYGEN
MASK MOUNTED OXYGEN REGULATORS

MASK MOUNTED OXYGEN REGULATORS

EMERGENCY/PRESS TO TEST Selector

PRESS TO TEST - Tests on-demand oxygen
system when the PRESS TO TEST AND
RESET slide lever are simultaneously selected.
Provides momentary oxygen supply and mask
microphone test.
EMERGENCY/PRESS TO TEST Selector

PRESS TO TEST - Tests on-demand oxygen
system when the PRESS TO TEST AND
RESET slide lever are simultaneously selected.
Provides momentary oxygen supply and mask
microphone test.
EMERGENCY - When rotated, provides positive oxygen pressure when the N/100% selector
is in 100%.
EMERGENCY - When rotated, provides positive oxygen pressure when the N/100% selector
is in 100%.
CREW OXYGEN MASKS
CREW OXYGEN MASKS
JUN 97
Inflatable Harness
Inflates to allow donning mask when
release levers are squeezed and mask is
removed from container. Deflates to fit
mask to face when release levers are
released.
Inflatable Harness
Inflates to allow donning mask when
release levers are squeezed and mask is
removed from container. Deflates to fit
mask to face when release levers are
released.
Release Levers
Inflate harness when squeezed and deflate
harness when released.
Release Levers
Inflate harness when squeezed and deflate
harness when released.
35-19
JUN 97
35-19
UNITED AIRLINES
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OXYGEN
/A321
OXYGEN PANEL
OXYGEN PANEL
MASK MAN ON Switch (guarded)
AUTO - Oxygen mask doors open automatically when cabin altitude exceeds
14,000 feet.
VIDEO IN USE Light

Illuminates when cabin video
system is operating.
A319/A320
OXYGEN
MASK MAN ON Switch (guarded)

AUTO - Oxygen mask doors open automatically when cabin altitude exceeds
14,000 feet.
VIDEO IN USE Light

Illuminates when cabin video
system is operating.
ON - When pressed, oxygen mask doors

open.
PASSENGER SYS ON Light

Illuminates when oxygen mask doors
open. Remains on until the OXYGEN TMR RESET switch is pushed
on the overhead maintenance panel.
CREW SUPPLY Switch

On - Oxygen supply valve is open. Low
oxygen pressure is supplied to the masks.
OFF - Oxygen supply valve is closed and
OFF light illuminates.
ON - When pressed, oxygen mask doors

open.
PASSENGER SYS ON Light

Illuminates when oxygen mask doors
open. Remains on until the OXYGEN TMR RESET switch is pushed
on the overhead maintenance panel.
CREW SUPPLY Switch

On - Oxygen supply valve is open. Low
oxygen pressure is supplied to the masks.
OFF - Oxygen supply valve is closed and
OFF light illuminates.
MAINTENANCE OXYGEN PANEL

MAINTENANCE OXYGEN PANEL

TMR RESET Switch

Resets control circuit when selected ON, and
ON light illuminates. PASSENGER SYS ON
light goes off.
TMR RESET Switch

Resets control circuit when selected ON, and
ON light illuminates. PASSENGER SYS ON
light goes off.
TMR RESET FAULT Light

Illuminates with a failure (time delay greater
than 30 seconds) to de-energize the oxygen
mask door latches.
TMR RESET FAULT Light

Illuminates with a failure (time delay greater
than 30 seconds) to de-energize the oxygen
mask door latches.
35-20
JUN 97
34-20
JUN 97
UNITED AIRLINES
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A318/
OXYGEN
A319/A320 /A321
OXYGEN
ECAM DOOR/OXY PAGE

ECAM DOOR/OXY PAGE

OXY High Pressure Indication

Displayed green when oxygen pressure is
above 400 psi. Turns amber when pressure
is below 400 psi. When pressure drops
below 1500 psi, an amber half frame
appears to indicate the possibility of low
oxygen quantity.
OXY High Pressure Indication

Displayed green when oxygen pressure is
above 400 psi. Turns amber when pressure
is below 400 psi. When pressure drops
below 1500 psi, an amber half frame
appears to indicate the possibility of low
oxygen quantity.
OXY Indication
Displayed green. Turns amber when:
- Pressure is below 400 psi
- OXYGEN CREW SUPPLY switch is
selected OFF
OXY Indication
Displayed green. Turns amber when:
- Pressure is below 400 psi
- OXYGEN CREW SUPPLY switch is
selected OFF
REGUL LO PR Indication
Appears amber when oxygen low pressure
is detected.
REGUL LO PR Indication
Appears amber when oxygen low pressure
is detected.
JUN 97
35-21
A319/A320
JUN 97
35-21
UNITED AIRLINES
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OXYGEN
/A321
COMPONENT LOCATIONS
OXYGEN
COMPONENT LOCATIONS
DIRECT READING
PRESSURE GAGE
DIRECT READING
PRESSURE GAGE
Crew Oxygen System
Crew Oxygen System
35-22
A319/A320
JUN 97
35-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
OXYGEN
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Passenger Oxygen System
Passenger Oxygen System

JUN 97
A319/A320
OXYGEN
35-23
JUN 97
35-23
UNITED AIRLINES
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OXYGEN
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Emergency Oxygen Containers Locations
Emergency Oxygen Containers Locations
35-24
A319/A320
OXYGEN
JUN 97
35-24
JUN 97
UNITED AIRLINES
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A318/
OXYGEN
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Portable Oxygen and PBEs
Portable Oxygen and PBEs

JUN 97
A319/A320
OXYGEN
35-25
JUN 97
35-25
UNITED AIRLINES
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A318/
PNEUMATICS
A319/A320 /A321
TABLE OF CONTENTS
PNEUMATICS
A319/A320
TABLE OF CONTENTS

Pneumatic System Diagram ..................................................................
GENERAL ...................................................................................................
Pneumatic System Schematic ...............................................................
DISTRIBUTION .........................................................................................
ENGINE BLEED AIR SUPPLY SYSTEM ..............................................
High Pressure Bleed Valve ...................................................................
Pressure Regulating Valve (PRV) ........................................................
Pressure Regulating Valve Control Solenoid .......................................
Over Pressure Valve (OPV) ..................................................................
Bleed Air Precooler Exchanger ............................................................
Fan Air Valve (FAV) ............................................................................
Fan Air Valve Control Thermostat .......................................................
APU BLEED AIR SUPPLY SYSTEM .....................................................
APU Bleed Air Supply System .............................................................
APU Bleed Air Supply System Operation ............................................
Crossbleed System Operation ...............................................................
GROUND COMPRESSED AIR SUPPLY SYSTEM .............................
ENVIRONMENT PROTECTION SYSTEM ..........................................
Wing Leading Edge Protection .............................................................
Pylon Protection ....................................................................................
Nacelle Protection .................................................................................
PRESSURE AND TEMPERATURE MONITORING ...........................
LEAK DETECTION SYSTEM .................................................................
PNEUMATIC CONTROLS ......................................................................
ECAM BLEED PAGE ...............................................................................
CFDS - Pneumatic System/Report Test ....................................................
CFDS - BMC System/Report Test .............................................................
COMPONENT LOCATION
Engine & Pylon Distribution ........................................................................
High Pressure Valve Solenoid ......................................................................
High Pressure Bleed Valve ...........................................................................
Bleed Pressure Regulator Valve (PRV) ........................................................
Temperature Limitation & Temperature Control Thermostats ....................
Overpressure Valve (OPV) ...........................................................................
Bleed Air Precooler ......................................................................................
Fan Air Valve ...............................................................................................
Mid & Aft Fuselage Distribution ..................................................................
APU Bleed Check Valve & Crossbleed Valve .............................................
APU Bleed Control Valve ............................................................................
HP-Ground Connector ..................................................................................
30
31
32
33
34
35
36
37
38
39
40
41

Pneumatic System Diagram ..................................................................
GENERAL ..................................................................................................
Pneumatic System Schematic ...............................................................
DISTRIBUTION .........................................................................................
ENGINE BLEED AIR SUPPLY SYSTEM .............................................
High Pressure Bleed Valve ...................................................................
Pressure Regulating Valve (PRV) ........................................................
Pressure Regulating Valve Control Solenoid .......................................
Over Pressure Valve (OPV) ..................................................................
Bleed Air Precooler Exchanger ............................................................
Fan Air Valve (FAV) ............................................................................
Fan Air Valve Control Thermostat .......................................................
APU BLEED AIR SUPPLY SYSTEM .....................................................
APU Bleed Air Supply System .............................................................
APU Bleed Air Supply System Operation ............................................
Crossbleed System Operation ...............................................................
GROUND COMPRESSED AIR SUPPLY SYSTEM .............................
ENVIRONMENT PROTECTION SYSTEM ..........................................
Wing Leading Edge Protection .............................................................
Pylon Protection ....................................................................................
Nacelle Protection .................................................................................
PRESSURE AND TEMPERATURE MONITORING ...........................
LEAK DETECTION SYSTEM ................................................................
PNEUMATIC CONTROLS ......................................................................
ECAM BLEED PAGE ...............................................................................
CFDS - Pneumatic System/Report Test ...................................................
CFDS - BMC System/Report Test ............................................................
COMPONENT LOCATION
Engine & Pylon Distribution ........................................................................
High Pressure Valve Solenoid ......................................................................
High Pressure Bleed Valve ...........................................................................
Bleed Pressure Regulator Valve (PRV) .......................................................
Temperature Limitation & Temperature Control Thermostats ....................
Overpressure Valve (OPV) ...........................................................................
Bleed Air Precooler ......................................................................................
Fan Air Valve ...............................................................................................
Mid & Aft Fuselage Distribution .................................................................
APU Bleed Check Valve & Crossbleed Valve .............................................
APU Bleed Control Valve ............................................................................
HP-Ground Connector ..................................................................................
JUN 97
36-i
JUN 97
1
2
3
4
6
7
8
9
9
10
10
10
12
12
12
14
16
17
17
17
18
20
22
25
26
28
29
1
2
3
4
6
7
8
9
9
10
10
10
12
12
12
14
16
17
17
17
18
20
22
25
26
28
29
30
31
32
33
34
35
36
37
38
39
40
41
36-i
UNITED AIRLINES
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PNEUMATICS
/A321
TABLE OF CONTENTS
PNEUMATICS
A319/A320
TABLE OF CONTENTS

Environment Protection ...............................................................................
Pressure and Temperature Monitoring .........................................................
Leak Detection Sensing Element (Construction) .........................................
Wing Leak Detection ....................................................................................
Lower Mid Fuselage Leak Detection ...........................................................
Pylon Leak Detectors ...................................................................................
42
46
49
50
51
52

Environment Protection ...............................................................................
Pressure and Temperature Monitoring .........................................................
Leak Detection Sensing Element (Construction) .........................................
Wing Leak Detection ....................................................................................
Lower Mid Fuselage Leak Detection ...........................................................
Pylon Leak Detectors ....................................................................................
42
46
49
50
51
52
36-ii
JUN 97
36-ii
JUN 97
UNITED AIRLINES
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PNEUMATICS
A319/A320 /A321
A319/A320
PNEUMATICS
HYDRAULIC
RESERVOIR
AFT
CARGO
HEATING
HYDRAULIC
RESERVOIR
WATER TANK
AFT
CARGO
HEATING
X BLEED
VALVE
PACK 1
WING
ANTIICE
PACK 2
APU BLEED
WING
ANTIICE
ENG 2 BLEED
SHUT
X BLEED
VALVE
PACK 1
WING
ANTIICE
AUTO
ENG 1 BLEED
WATER TANK
WING
ANTIICE
AUTO
ENG 1 BLEED
OPEN
PACK 2
APU BLEED
ENG 2 BLEED
SHUT
OPEN
FAULT
FAULT
FAULT
FAULT
FAULT
FAULT
OFF
ON
OFF
OFF
ON
OFF
GROUND
AIR SUPPLY
GROUND
AIR SUPPLY
APU
BLEED
VALVE
PRECOOLER
OVERBOARD
PRECOOLER
APU
BLEED
VALVE
PRECOOLER
OVERBOARD
OVERBOARD
APU
APU
ENGINE 1
STARTER
ENGINE 2
STARTER
ENGINE 1
STARTER
ENGINE 2
STARTER
OVER
PRESSURE
VALVES
(OPV)
FAN AIR
VALVE
(FAV)
OVER
PRESSURE
VALVES
(OPV)
FAN AIR
VALVE
(FAV)
PRESSURE
REGULATING
VALVES
(PRV)
FAN AIR
VALVE
(FAV)
INTERMEDIATE
PRESSURE
STAGE
HIGH PRESSURE
BLEED VALVE
(HPV)
HIGH PRESSURE
BLEED VALVE
(HPV)
ENGINE 1
HIGH PRESSURE
BLEED VALVE
(HPV)
ENGINE 2
HIGH PRESSURE
BLEED VALVE
(HPV)
ENGINE 1
ENGINE 2
PNEUSYSD
Pneumatic System Diagram
PRESSURE
REGULATING
VALVES
(PRV)
FAN AIR
VALVE
(FAV)
INTERMEDIATE
PRESSURE
STAGE
PNEUSYSD
JUN 97
PRECOOLER
OVERBOARD

36-1
JUN 97
36-1
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/A321

GENERAL
The pneumatic system gets compressed
air from the pneumatic air sources and
supplies the compressed air through ducting to the user systems. The ducts are
installed in the fuselage, the belly fairing
and the wings. Control of the pneumatic
system is normally automatic. Bleed Air
Monitoring Computers (BMCS) control
the automatic function. The BMCs are
installed in the avionics compartment.
There is one BMC for each engine. The
system can also be controlled manually.
The push-button and selector switches on
the overhead panel (30VU in the flight
deck) control the manual function.
The operation of the pneumatic system
can be monitored on the ECAM System
Display (SD). The APU page of the SD
shows information related to the APU
bleed air. The push-button switches on the
overhead panel 30VU have no indication
when the system operates correctly.
If there is a failure, the failure data is
available on the ECAM Engine/Warning
Display (EWD), the SD, and the centralized Fault Display System (CFDS). The
push-button switches on the overhead
panel 30VU can also show some failures.
The aircraft engines, the APU, or a ground
air source can supply compressed air to
the pneumatic system. The distribution
system supplies the compressed air from
the different sources to the user systems.
The aircraft engines are the primary
source of compressed air in flight. The air
is normally bled from the 7th stage of the
engine High Pressure (HP) compressor.
Tenth stage air is normally used on the
ground (or in flight) when engine speeds
are too low to provide sufficient 7th stage
air flow. The engine bleed air is tempera-
36-2
PNEUMATICS
A319/A320

ture and pressure controlled.
The Auxiliary Power Unit (APU) is the
primary source of compressed air on the
ground. The air is bled from the APU load
compressor module. The APU can also be
used to supply bleed air to the user systems during flight. The APU can supply
bleed air up to an altitude of 20,000 ft.
A ground air source is an alternative to the
APU for the supply of compressed air on
the ground. There is one High Pressure
(HP) ground connector installed on the
aircraft. The pneumatic system supplies
the following aircraft systems:
- the wing ice protection system,
- the pressurization system,
- the engine starting system,
- the hydraulic reservoir pressurizing
system,
- the pressurized water system,
- the aft cargo heating system.
The pneumatic system gets electrical
power from the DC system of the aircraft.
The DC system supplies 28 VDC to the
following:
- the Bleed air Monitoring Computers,
- the relays of the AIR COND overhead
panel,
- the FIRE overhead panel,
- the pressure transducers.
The Centralized Fault Display System
(CFDS) gives the maintenance crew a
maintenance aid. It permits testing of the
BMCs or retrieval of maintenance data of
the bleed air system.
The CFDS gets the information through
Unit (CFDIU) from the BMC. The Multipurpose Control Display Units (MCDU)
in the flight deck display this information
in clear text.
JUN 97
GENERAL
The pneumatic system gets compressed
air from the pneumatic air sources and
supplies the compressed air through ducting to the user systems. The ducts are
installed in the fuselage, the belly fairing
and the wings. Control of the pneumatic
system is normally automatic. Bleed Air
Monitoring Computers (BMCS) control
the automatic function. The BMCs are
installed in the avionics compartment.
There is one BMC for each engine. The
system can also be controlled manually.
The push-button and selector switches on
the overhead panel (30VU in the flight
deck) control the manual function.
The operation of the pneumatic system
can be monitored on the ECAM System
Display (SD). The APU page of the SD
shows information related to the APU
bleed air. The push-button switches on the
overhead panel 30VU have no indication
when the system operates correctly.
If there is a failure, the failure data is
available on the ECAM Engine/Warning
Display (EWD), the SD, and the centralized Fault Display System (CFDS). The
push-button switches on the overhead
panel 30VU can also show some failures.
The aircraft engines, the APU, or a ground
air source can supply compressed air to
the pneumatic system. The distribution
system supplies the compressed air from
the different sources to the user systems.
The aircraft engines are the primary
source of compressed air in flight. The air
is normally bled from the 7th stage of the
engine High Pressure (HP) compressor.
Tenth stage air is normally used on the
ground (or in flight) when engine speeds
are too low to provide sufficient 7th stage
air flow. The engine bleed air is tempera-
36-2
ture and pressure controlled.

The Auxiliary Power Unit (APU) is the
primary source of compressed air on the
ground. The air is bled from the APU load
compressor module. The APU can also be
used to supply bleed air to the user systems during flight. The APU can supply
bleed air up to an altitude of 20,000 ft.
A ground air source is an alternative to the
APU for the supply of compressed air on
the ground. There is one High Pressure
(HP) ground connector installed on the
aircraft. The pneumatic system supplies
the following aircraft systems:
- the wing ice protection system,
- the pressurization system,
- the engine starting system,
- the hydraulic reservoir pressurizing
system,
- the pressurized water system,
- the aft cargo heating system.
The pneumatic system gets electrical
power from the DC system of the aircraft.
The DC system supplies 28 VDC to the
following:
- the Bleed air Monitoring Computers,
- the relays of the AIR COND overhead
panel,
- the FIRE overhead panel,
- the pressure transducers.
The Centralized Fault Display System
(CFDS) gives the maintenance crew a
maintenance aid. It permits testing of the
BMCs or retrieval of maintenance data of
the bleed air system.
The CFDS gets the information through
Unit (CFDIU) from the BMC. The Multipurpose Control Display Units (MCDU)
in the flight deck display this information
in clear text.
JUN 97
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PNEUMATICS
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Pneumatic System Schematic
Pneumatic System Schematic
JUN 97
A319/A320
PNEUMATICS
36-3
JUN 97
36-3
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PNEUMATICS
/A321

DISTRIBUTION
The pneumatic system is divided into subsystems as follows:
- the temperature and pressure regulating
system for the bleed air from the engine
compressor,
- the bleed air and crossbleed system of
the APU,
- the ground supply system,
- environment protection.
The temperature and pressure regulating
compressor is installed in the nacelle and
pylon of each engine and includes:
- an Intermediate Pressure bleed Check
(check valve) valve,
- a High Pressure bleed Valve (HPV)
which is controlled by a solenoid,
- a Pressure Regulating bleed Valve (PRV)
which regulates the bleed air supply,
- an Over Pressure Valve (OPV) which
protects the downstream pneumatic
system if the PRV does not operate,
- a bleed air precooler exchanger (air-toair) which controls the air temperature
downstream of the system,
- a precooler (exchanger) outlet
temperature sensor which monitors the
temperature in the ducts,
- two pressure transducers which monitor
the pressure in the ducts,
- two Bleed air Monitoring Computers
(BMC 1 and BMC 2) which receive
information from the sensors. They
monitor the system and control its
operation,
36-4
PNEUMATICS
A319/A320

- several temperature sensors (provided
for regulation) which detect
overtemperature in ducts and give
temperature indication.
The bleed air and crossbleed system of the
APU is installed in the mid and aft fuselage and contains:
- a crossbleed valve which isolates or
connects the right and left bleed air and
distribution systems,
- an APU bleed load valve which is a part
of the APU. This valve controls the
bleed air flow from the compressor of
the APU when the supply system of the
engine is off or does not operate,
- an APU bleed check valve in the APU
duct which protects the APU against
bleed air from the engine(s).
The ground supply system is installed in
the lower mid fuselage on the left side and
includes a ground connector behind panel
191DB. A check valve is installed inside
the ground connector. This stops the loss
of air when the ground supply unit is not
connected. The HP air is supplied to the
distribution systems through the ground
connector.
The environment protection system has a
protection function of the wing leading
edge and the nacelle. If there is a major
leak in the pneumatic system, one or more
doors (in these areas) open and the pressure is released.
JUN 97
DISTRIBUTION
The pneumatic system is divided into subsystems as follows:
- the temperature and pressure regulating
compressor,
- the bleed air and crossbleed system of
the APU,
- the ground supply system,
- environment protection.
The temperature and pressure regulating
compressor is installed in the nacelle and
pylon of each engine and includes:
- an Intermediate Pressure bleed Check
(check valve) valve,
- a High Pressure bleed Valve (HPV)
which is controlled by a solenoid,
- a Pressure Regulating bleed Valve (PRV)
which regulates the bleed air supply,
- an Over Pressure Valve (OPV) which
protects the downstream pneumatic
system if the PRV does not operate,
- a bleed air precooler exchanger (air-toair) which controls the air temperature
downstream of the system,
- a precooler (exchanger) outlet
temperature sensor which monitors the
temperature in the ducts,
- two pressure transducers which monitor
the pressure in the ducts,
- two Bleed air Monitoring Computers
(BMC 1 and BMC 2) which receive
information from the sensors. They
monitor the system and control its
operation,
36-4
- several temperature sensors (provided

for regulation) which detect
overtemperature in ducts and give
temperature indication.
The bleed air and crossbleed system of the
APU is installed in the mid and aft fuselage and contains:
- a crossbleed valve which isolates or
connects the right and left bleed air and
distribution systems,
- an APU bleed load valve which is a part
of the APU. This valve controls the
bleed air flow from the compressor of
the APU when the supply system of the
engine is off or does not operate,
- an APU bleed check valve in the APU
duct which protects the APU against
bleed air from the engine(s).
The ground supply system is installed in
the lower mid fuselage on the left side and
includes a ground connector behind panel
191DB. A check valve is installed inside
the ground connector. This stops the loss
of air when the ground supply unit is not
connected. The HP air is supplied to the
distribution systems through the ground
connector.
The environment protection system has a
protection function of the wing leading
edge and the nacelle. If there is a major
leak in the pneumatic system, one or more
doors (in these areas) open and the pressure is released.
JUN 97
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PNEUMATICS
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Distribution
JUN 97
A319/A320
PNEUMATICS
Distribution
36-5
JUN 97
36-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321

ENGINE BLEED AIR SUPPLY
SYSTEM
The engine bleed air supply system performs the following functions:
- selects one of the two different
compressor stages of the engine HP
compressor in agreement with the
generated pressure,
- regulates the bleed air pressure in order
to prevent too high pressures,
- regulates the bleed air temperature in
order to prevent too high temperatures.
Air is generally bled from an Intermediate
Pressure (IP) stage of the engine High
Pressure (HP) compressor to minimize
engine pressure losses. This is the normal
engine air bleed configuration.
The IP stage is 7th stage air. During low
engine speeds, when the pressure from the
IP stage is insufficient, air is automatically
bled from a higher compressor stage (HP
stage). This happens especially for certain
aircraft holding points and during descent,
with engines at idle.
The HP stage is 10th stage air from the HP
compressor. Transfer of air bleed is
achieved by means of a pneumatically
operated butterfly valve, designated the
HP bleed Valve (HPV).
When the HP bleed Valve is closed, air is
directly bled from the IP stage through an
IP bleed check valve fitted with two flappers.
When the HP bleed valve is open, the HP
stage pressure is admitted into the pneumatic ducting and closes the check valve.
Air is then bled from the HP stage only.
During cruise with normal bleed condition, a solenoid (installed in the fan compartment) is energized. This causes the
solenoid to open a vent to ambient air. The
HPV PRV coupling sense line is therefore
vented and the HPV closes pneumatically.
36-6
PNEUMATICS
A319/A320

This avoids a permanent HP bleed in
cruise due to low IP engine pressures.
The HP bleed Valve operates pneumatically and is connected by a sense line to a
bleed Pressure Regulating Valve (PRV).
The PRV is installed in the duct downstream of the check valve and the HP
bleed Valve. The PRV also operates pneumatically but closing can be controlled by
a bleed pressure regulator valve control
solenoid. The solenoid is installed in the
duct downstream of the precooler. The
solenoid closes the PRV which closes the
HP bleed valve at the same time.
Downstream of the PRV an Over Pressure
Valve (OPV) is installed to protect the
pneumatic system against damage if over
pressure occurs. To keep the temperature
within the limits, a fan air valve (FAV) is
installed in the cooling air duct which supplies fan air to the precooler. The FAV
operates pneumatically and is connected
by a sense line to a fan air valve control
thermostat. The thermostat is installed
downstream of the precooler exchanger.
Two pressure transducers are installed on
a bracket adjacent to the precooler. One
pressure transducer is connected with a
sense line to the pneumatic duct downstream of the HP bleed Valve, the other is
connected with a senseline to the pneumatic duct downstream of the PRV. A precooler outlet temperature sensor is
installed in the elbow of the pneumatic
duct in the pylon downstream of the precooler exchanger. Both pressure transducers are connected to the Bleed air
Monitoring Computers (BMC) by an electrical cable.
JUN 97
ENGINE BLEED AIR SUPPLY

SYSTEM
The engine bleed air supply system performs the following functions:
- selects one of the two different
compressor stages of the engine HP
compressor in agreement with the
generated pressure,
- regulates the bleed air pressure in order
to prevent too high pressures,
- regulates the bleed air temperature in
order to prevent too high temperatures.
Air is generally bled from an Intermediate
Pressure (IP) stage of the engine High
Pressure (HP) compressor to minimize
engine pressure losses. This is the normal
engine air bleed configuration.
The IP stage is 7th stage air. During low
engine speeds, when the pressure from the
IP stage is insufficient, air is automatically
bled from a higher compressor stage (HP
stage). This happens especially for certain
aircraft holding points and during descent,
with engines at idle.
The HP stage is 10th stage air from the HP
compressor. Transfer of air bleed is
achieved by means of a pneumatically
operated butterfly valve, designated the
HP bleed Valve (HPV).
When the HP bleed Valve is closed, air is
directly bled from the IP stage through an
IP bleed check valve fitted with two flappers.
When the HP bleed valve is open, the HP
stage pressure is admitted into the pneumatic ducting and closes the check valve.
Air is then bled from the HP stage only.
During cruise with normal bleed condition, a solenoid (installed in the fan compartment) is energized. This causes the
solenoid to open a vent to ambient air. The
HPV PRV coupling sense line is therefore
vented and the HPV closes pneumatically.
36-6
This avoids a permanent HP bleed in

cruise due to low IP engine pressures.
The HP bleed Valve operates pneumatically and is connected by a sense line to a
bleed Pressure Regulating Valve (PRV).
The PRV is installed in the duct downstream of the check valve and the HP
bleed Valve. The PRV also operates pneumatically but closing can be controlled by
a bleed pressure regulator valve control
solenoid. The solenoid is installed in the
duct downstream of the precooler. The
solenoid closes the PRV which closes the
HP bleed valve at the same time.
Downstream of the PRV an Over Pressure
Valve (OPV) is installed to protect the
pneumatic system against damage if over
pressure occurs. To keep the temperature
within the limits, a fan air valve (FAV) is
installed in the cooling air duct which supplies fan air to the precooler. The FAV
operates pneumatically and is connected
by a sense line to a fan air valve control
thermostat. The thermostat is installed
downstream of the precooler exchanger.
a bracket adjacent to the precooler. One
pressure transducer is connected with a
sense line to the pneumatic duct downstream of the HP bleed Valve, the other is
connected with a senseline to the pneumatic duct downstream of the PRV. A precooler outlet temperature sensor is
installed in the elbow of the pneumatic
duct in the pylon downstream of the precooler exchanger. Both pressure transducers are connected to the Bleed air
Monitoring Computers (BMC) by an electrical cable.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321

High Pressure Bleed Valve
The HP bleed Valve (HPV) is a 4 in.
diameter. butterfly type valve which operates as a shut off and pressure regulating
valve. The HP bleed Valve is normally
spring loaded closed in the absence of
upstream pressure. A minimum pressure
of 8 psig is necessary to open the valve.
The HP bleed Valve pneumatically limits
the downstream static pressure to 36 1.5
psig. It closes fully pneumatically when
the upstream static pressure reaches 100
5 psig. A pneumatic sense line connects
the HP bleed Valve with the bleed Pressure Regulating Valve (PRV) in order to
make sure that the HP bleed Valve will
close when the PRV is controlled closed.
To avoid permanent HP bleed in cruise
due to low IP preaaure,a solenoid is
installed in the fan compartment. It is connected by a sense line to the HPV-PRV
coupling sense line. During cruise with
normal bleed conditions, the solenoid is
energized by the Engine Electronic Con-
JUN 97
PNEUMATICS
A319/A320

troller (EEC). A normal bleed condition
is:
- Wing Anti-Icing (WAI) not selected ON,
- normal bleed configuration (2 bleeds, 2
packs),
- Ps3 more than or equal to 110 psig.
These conditions cause the solenoid to
open to ambient air (vent the HPV-PRV
sense line) and the HPV is controlled to
close pneumatically.
HP bleed valve operation is fully pneumatic. The lower ECAM display unit indicates its position (open or closed) on the
BLEED page
The two BMCs monitor the operation of
the HP bleed valve (close/open
microswitch signals, and transfer pressure
level). They receive and process the signals and transmit the information by data
bus through the SDACs to the ECAM
system which generates the system display
Additionally, the BMCs transmit the
information to the Multi Function Control
Display Unit (MCDU).
36-7

The HP bleed Valve (HPV) is a 4 in.
diameter. butterfly type valve which operates as a shut off and pressure regulating
valve. The HP bleed Valve is normally
spring loaded closed in the absence of
upstream pressure. A minimum pressure
of 8 psig is necessary to open the valve.
The HP bleed Valve pneumatically limits
the downstream static pressure to 36 1.5
psig. It closes fully pneumatically when
the upstream static pressure reaches 100
5 psig. A pneumatic sense line connects
the HP bleed Valve with the bleed Pressure Regulating Valve (PRV) in order to
make sure that the HP bleed Valve will
close when the PRV is controlled closed.
To avoid permanent HP bleed in cruise
due to low IP preaaure,a solenoid is
installed in the fan compartment. It is connected by a sense line to the HPV-PRV
coupling sense line. During cruise with
normal bleed conditions, the solenoid is
energized by the Engine Electronic Con-
JUN 97
troller (EEC). A normal bleed condition

is:
- Wing Anti-Icing (WAI) not selected ON,
- normal bleed configuration (2 bleeds, 2
packs),
- Ps3 more than or equal to 110 psig.
These conditions cause the solenoid to
open to ambient air (vent the HPV-PRV
sense line) and the HPV is controlled to
close pneumatically.
HP bleed valve operation is fully pneumatic. The lower ECAM display unit indicates its position (open or closed) on the
BLEED page
the HP bleed valve (close/open
microswitch signals, and transfer pressure
level). They receive and process the signals and transmit the information by data
bus through the SDACs to the ECAM
system which generates the system display
Additionally, the BMCs transmit the
information to the Multi Function Control
Display Unit (MCDU).
36-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321

Pressure Regulating Valve (PRV)
The Pressure Regulating Valve is also
called the bleed valve. The PRV is a 4 in.
diameter butterfly type valve, normally
spring loaded closed in absence of
upstream pressure. A minimum upstream
pressure of 8 psig is necessary to open the
valve.
The PRV pneumatically regulates the
downstream pressure to 44 1.75 psig.
With engines at idle, duct pressure (HP
bleed air) is low and the PRV is fully open
and not regulating. At idle, approximate
no load duct pressure is 19 to 21 psi (bleed
page indication). At idle, a bleed air
demand (pack or engine anti- ice on) can
cause an increase in engine idle and an
increase in duct pressure. At cruise (IP
bleed air), approximate duct pressure is 40
to 42 psi.
The PRV closes automatically in the following cases :
- over temperature downstream of the
precooler exchanger (257 plus or minus
3C) (60 s delay),
- over pressure downstream of the PRV
(57 3 psig) (15 s delay),
- ambient overheat in pylon/wing/fuselage
ducts surrounding areas,
- APU bleed valve not closed,
- corresponding starter valve not closed.
36-8
PNEUMATICS
A319/A320

It is controlled to the closed position by
crew action on the ENG FIRE push-button
switch or the ENG BLEED push-button
switch.
The PRV closes pneumatically in case of
impending reverse flow to the engine.
A sense line (1/4 in. diameter) connects
the PRV to the HP bleed Valve in order to
close the HP Bleed Valve if the PRV is
closed or controlled to close. The thermal
fuse installed in the valve body causes the
valve to close at 450 25 degC.
PRV operation is fully pneumatic. The
PRV can be controlled to the closed position from the AIR COND overhead control panel. The push-button switches, ENG
1 (2) BLEED, energize/de-energize the
solenoid. The lower ECAM display unit
indicates its position on the BLEED page.
the PRV (closed/open, microswitch signals and regulated pressure level). They
receive and process the signals and transmit the information by data bus through
the SDACs to the ECAM system which
generates the system display. Additionally, they transmit the information to the
CFDIU. The CFDIU generates maintenance information which is displayed on
the MCDU.
JUN 97
Pressure Regulating Valve (PRV)

The Pressure Regulating Valve is also
called the bleed valve. The PRV is a 4 in.
diameter butterfly type valve, normally
spring loaded closed in absence of
upstream pressure. A minimum upstream
pressure of 8 psig is necessary to open the
valve.
The PRV pneumatically regulates the
downstream pressure to 44 1.75 psig.
With engines at idle, duct pressure (HP
bleed air) is low and the PRV is fully open
and not regulating. At idle, approximate
no load duct pressure is 19 to 21 psi (bleed
page indication). At idle, a bleed air
demand (pack or engine anti- ice on) can
cause an increase in engine idle and an
increase in duct pressure. At cruise (IP
bleed air), approximate duct pressure is 40
to 42 psi.
The PRV closes automatically in the following cases :
- over temperature downstream of the
precooler exchanger (257 plus or minus
3C) (60 s delay),
- over pressure downstream of the PRV
(57 3 psig) (15 s delay),
- ambient overheat in pylon/wing/fuselage
ducts surrounding areas,
- APU bleed valve not closed,
- corresponding starter valve not closed.
36-8
It is controlled to the closed position by

crew action on the ENG FIRE push-button
switch or the ENG BLEED push-button
switch.
The PRV closes pneumatically in case of
impending reverse flow to the engine.
A sense line (1/4 in. diameter) connects
the PRV to the HP bleed Valve in order to
close the HP Bleed Valve if the PRV is
closed or controlled to close. The thermal
fuse installed in the valve body causes the
valve to close at 450 25 degC.
PRV operation is fully pneumatic. The
PRV can be controlled to the closed position from the AIR COND overhead control panel. The push-button switches, ENG
1 (2) BLEED, energize/de-energize the
solenoid. The lower ECAM display unit
indicates its position on the BLEED page.
the PRV (closed/open, microswitch signals and regulated pressure level). They
receive and process the signals and transmit the information by data bus through
the SDACs to the ECAM system which
generates the system display. Additionally, they transmit the information to the
CFDIU. The CFDIU generates maintenance information which is displayed on
the MCDU.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321

PRV Control Solenoid
The bleed pressure regulating valve control solenoid is installed downstream of
the precooler exchanger to control the
bleed Pressure Regulating Valve (PRV). It
consists of:
- a thermostat assembly,
- a solenoid valve assembly,
- a non return assembly.
When the temperature downstream of
bleed air precooler exchanger increases
and reaches 235C, the INVAR rod in the
sensing tube starts to open the rod valve
by differential expansion. This cause a
modification of the butterfly position of
the bleed pressure regulator valve which
tends to close to reduce the downstream
pressure. If the temperature increases up
to 245C, the rod valve will be full open
and the bleed pressure limited to 17.5 psig.
When the solenoid is energized, its valve
moves away from its seal and vents the
bleed pressure regulator valve which
causes the PRV to close. When not energized, the solenoid valve is spring loaded
closed.
The non-return assembly (reverse flow)
regulator diaphragm detects a differential
pressure between downstream precooler
and upstream PRV.
JUN 97
PNEUMATICS
A319/A320

When the difference between upstream
and downstream pressure (Delta P) is
lower than or equal to 10 mb, the diaphragm moves and opens the solenoid
valve, causing the closure of the bleed
Pressure Regulating Valve.
The HP bleed Valve would also close
because the bleed Pressure Regulating
Valve (PRV) closure would vent to ambient the signal pressure in the sense line
between the PRV and the HP bleed Valve.
Over Pressure Valve (OPV)
The OPV is a 4 in. diameter butterfly type
valve, whose operation is fully pneumatic.
In normal conditions the valve is spring
loaded open.
When the upstream pressure increases and
reaches 75 psig, the OPV starts to close
(pressure on the piston overcomes the
spring force). This decreases the air flow
and so reduces the downstream pressure.
At 85 psig upstream pressure the OPV is
fully closed, it opens again when the
upstream pressure has decreased to less
than or equal to 35 psig.
The OPV is equipped with a test port
which serves to perform an in-situ test.
A microswitch in the OPV signals the
extreme open position.
OPV operation is fully pneumatic. It cannot be controlled from the flight deck.
36-9
PRV Control Solenoid

The bleed pressure regulating valve control solenoid is installed downstream of
the precooler exchanger to control the
bleed Pressure Regulating Valve (PRV). It
consists of:
- a thermostat assembly,
- a solenoid valve assembly,
- a non return assembly.
When the temperature downstream of
bleed air precooler exchanger increases
and reaches 235C, the INVAR rod in the
sensing tube starts to open the rod valve
by differential expansion. This cause a
modification of the butterfly position of
the bleed pressure regulator valve which
tends to close to reduce the downstream
pressure. If the temperature increases up
to 245C, the rod valve will be full open
and the bleed pressure limited to 17.5 psig.
When the solenoid is energized, its valve
moves away from its seal and vents the
bleed pressure regulator valve which
causes the PRV to close. When not energized, the solenoid valve is spring loaded
closed.
The non-return assembly (reverse flow)
regulator diaphragm detects a differential
pressure between downstream precooler
and upstream PRV.
JUN 97
When the difference between upstream

and downstream pressure (Delta P) is
lower than or equal to 10 mb, the diaphragm moves and opens the solenoid
valve, causing the closure of the bleed
Pressure Regulating Valve.
The HP bleed Valve would also close
because the bleed Pressure Regulating
Valve (PRV) closure would vent to ambient the signal pressure in the sense line
between the PRV and the HP bleed Valve.
Over Pressure Valve (OPV)
The OPV is a 4 in. diameter butterfly type
valve, whose operation is fully pneumatic.
In normal conditions the valve is spring
loaded open.
When the upstream pressure increases and
reaches 75 psig, the OPV starts to close
(pressure on the piston overcomes the
spring force). This decreases the air flow
and so reduces the downstream pressure.
At 85 psig upstream pressure the OPV is
fully closed, it opens again when the
upstream pressure has decreased to less
than or equal to 35 psig.
The OPV is equipped with a test port
which serves to perform an in-situ test.
A microswitch in the OPV signals the
extreme open position.
OPV operation is fully pneumatic. It cannot be controlled from the flight deck.
36-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321

Bleed Air Precooler
The precooler is a tubular steel assembly
with cross flow air routing configuration.
The precooler assures cooling of the hot
air bled from the engine compressors by a
heat exchange process using cold air from
the engine fan.
Fan Air Valve (FAV)
The FAV is a 5.5 in. diameter butterfly
type valve, normally spring loaded closed
in the absence of pressure. A minimum
upstream pressure of 8 psig is necessary to
open the valve. The FAV regulates the
downstream precooler exchanger temperature to 200 15C.
Fan Air Valve Control Thermostat
The fan air valve control thermostat is
installed downstream of the bleed air precooler. It controls, through the fan air
valve, the engine fan cooling airflow in
order to maintain the bleed air temperature
to 200 15C.
36-10
PNEUMATICS
A319/A320

When the temperature downstream of the
precooler is below the required value:
- the INVAR rod valve remains on its seat,
- no air is vented from the FAV,
- the FAV remains closed.
When the temperature is over the required
value, differential between the INVAR
rod and the stainless steel sensing tube
opens the rod valve causing the venting of
the FAV and thus its opening.
Between both values the FAV butterfly
has an intermediate position.
precooler increases suddenly, the anticipation sensing element reacts before the
thermostat tube causing the opening of the
FAV to prevent any over temperature.
JUN 97
Bleed Air Precooler

The precooler is a tubular steel assembly
with cross flow air routing configuration.
The precooler assures cooling of the hot
air bled from the engine compressors by a
heat exchange process using cold air from
the engine fan.
Fan Air Valve (FAV)
The FAV is a 5.5 in. diameter butterfly
type valve, normally spring loaded closed
in the absence of pressure. A minimum
upstream pressure of 8 psig is necessary to
open the valve. The FAV regulates the
downstream precooler exchanger temperature to 200 15C.
Fan Air Valve Control Thermostat
The fan air valve control thermostat is
installed downstream of the bleed air precooler. It controls, through the fan air
valve, the engine fan cooling airflow in
order to maintain the bleed air temperature
to 200 15C.
36-10

precooler is below the required value:
- the INVAR rod valve remains on its seat,
- no air is vented from the FAV,
- the FAV remains closed.
When the temperature is over the required
value, differential between the INVAR
rod and the stainless steel sensing tube
opens the rod valve causing the venting of
the FAV and thus its opening.
Between both values the FAV butterfly
has an intermediate position.
precooler increases suddenly, the anticipation sensing element reacts before the
thermostat tube causing the opening of the
FAV to prevent any over temperature.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
Engine Bleed Air Supply System

JUN 97
A319/A320
PNEUMATICS
Engine Bleed Air Supply System

36-11
JUN 97
36-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321

APU BLEED AIR SUPPLY SYSTEM
The aircraft has an Auxiliary Power Unit
(APU) bleed air supply and a crossbleed
system installed in the aft and mid fuselage.
The load compressor of the APU supplies
the APU bleed air to the distribution system. The supply of the APU bleed air is
controlled by the APU bleed control
valve. When the APU bleed control valve
is in the open position the Pressure Regulating Valves (PRV) of the engines close,
and shut off the engine bleed air supply.
Thus the distribution system supplies the
APU bleed air to the user systems.
The crossbleed system connects the left
and right wing supply ducts. The left and
right bleed air systems work in correlation. A crossbleed valve isolates them
from each other.
The APU can be used to supply bleed air
to the user systems, while on the ground
and during flight.
The APU can supply bleed air to an altitude of 20,000 ft. The APU supplies the
bleed air to the user systems when the
APU bleed control valve is in the open
position. The supply of the bleed air is in
accordance with demand of the user systems.
The APU bleed control valve is a part of
the APU. It has a valve section with a butterfly flap, an actuator, and a servo valve.
A fixed link linear rotary actuator moves
the butterfly flap. The actuator is positioned by a servo valve which is operated
by fuel pressure.
The APU Electronic Control Box (ECB)
receives the signals of the bleed air
demand. The ECB monitors the bleed air
supply and also controls the APU bleed
control valve.
36-12
PNEUMATICS
A319/A320

The APU bleed air duct connects the APU
to the crossbleed duct. A check valve
installed in the APU bleed air duct protects the APU when a different source supplies bleed air with a higher pressure. The
crossbleed duct is in the unpressurized
area and connects the left and right bleed
air systems. The crossbleed duct has a
crossbleed valve which controls the bleed
air supply to the left and right bleed air
systems. When the APU supplies the
bleed air, the PRVs are controlled to
close and the crossbleed valve is controlled to open.
The crossbleed valve is an electrical shut
off valve controlled by the Bleed air Monitoring Computer (BMC) for the automatic
operation. The crossbleed valve can also
be operated manually from the flight deck.
The DC electrical system of the aircraft
provides the APU bleed air valve and the
crossbleed valve with electrical power.
The essential bus supplies 28 VDC via
circuit breaker 2HV and selector switch
3HV to the secondary motor of the crossbleed valve. The normal bus 206PP supplies 28 VDC via circuit breaker 1HV,
selector switch 3HV, and crossbleed valve
4HV to the primary motor of the crossbleed valve 6HV.
APU Bleed Air Supply System
Operation
The start sequence of the APU is complete
when the APU acquires 95% speed.
Above the acquired 95% speed the APU is
obtainable for the supply of bleed air and
electrical power.
ECB logic permits an APU speed decrease
to 88% during normal APU operation
before it automatically stops the bleed air.
JUN 97
APU BLEED AIR SUPPLY SYSTEM

The aircraft has an Auxiliary Power Unit
(APU) bleed air supply and a crossbleed
system installed in the aft and mid fuselage.
The load compressor of the APU supplies
the APU bleed air to the distribution system. The supply of the APU bleed air is
controlled by the APU bleed control
valve. When the APU bleed control valve
is in the open position the Pressure Regulating Valves (PRV) of the engines close,
and shut off the engine bleed air supply.
Thus the distribution system supplies the
APU bleed air to the user systems.
The crossbleed system connects the left
and right wing supply ducts. The left and
right bleed air systems work in correlation. A crossbleed valve isolates them
from each other.
The APU can be used to supply bleed air
to the user systems, while on the ground
and during flight.
The APU can supply bleed air to an altitude of 20,000 ft. The APU supplies the
bleed air to the user systems when the
APU bleed control valve is in the open
position. The supply of the bleed air is in
accordance with demand of the user systems.
The APU bleed control valve is a part of
the APU. It has a valve section with a butterfly flap, an actuator, and a servo valve.
A fixed link linear rotary actuator moves
the butterfly flap. The actuator is positioned by a servo valve which is operated
by fuel pressure.
The APU Electronic Control Box (ECB)
receives the signals of the bleed air
demand. The ECB monitors the bleed air
supply and also controls the APU bleed
control valve.
36-12
The APU bleed air duct connects the APU

to the crossbleed duct. A check valve
installed in the APU bleed air duct protects the APU when a different source supplies bleed air with a higher pressure. The
crossbleed duct is in the unpressurized
area and connects the left and right bleed
air systems. The crossbleed duct has a
crossbleed valve which controls the bleed
air supply to the left and right bleed air
systems. When the APU supplies the
bleed air, the PRVs are controlled to
close and the crossbleed valve is controlled to open.
The crossbleed valve is an electrical shut
off valve controlled by the Bleed air Monitoring Computer (BMC) for the automatic
operation. The crossbleed valve can also
be operated manually from the flight deck.
The DC electrical system of the aircraft
provides the APU bleed air valve and the
crossbleed valve with electrical power.
The essential bus supplies 28 VDC via
circuit breaker 2HV and selector switch
3HV to the secondary motor of the crossbleed valve. The normal bus 206PP supplies 28 VDC via circuit breaker 1HV,
selector switch 3HV, and crossbleed valve
4HV to the primary motor of the crossbleed valve 6HV.
APU Bleed Air Supply System
Operation
The start sequence of the APU is complete
when the APU acquires 95% speed.
Above the acquired 95% speed the APU is
obtainable for the supply of bleed air and
electrical power.
ECB logic permits an APU speed decrease
to 88% during normal APU operation
before it automatically stops the bleed air.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321

Information on the ECAM and the overhead panel shows that the APU is available as follows:
- on the EWD (the green APU AVAIL
indication comes on),
- on the APU page of the SD (the green
AVAIL indication comes on),
- on the APU overhead panel 25VU (the
green AVAIL legend on the APU START
P/BSW 2KA comes on).
When the APU is available pushing the
APU BLEED P/BSW on the overhead
panel 25VU starts the APU bleed air supply.
When the APU BLEED P/BSW is pushed:
- the blue ON legend on the P/BSW comes
on,
- the P/BSW sends a signal to the BMC,
- the BMC starts a test of the sensing
elements on the APU bleed air duct and
the left wing bleed air ducts.
If the test is correct the BMC tells the
ECB to open the APU bleed valve.
NOTE : If the BMC 1 finds a leak in the
APU bleed air ducts while there is a
Main Engine Start (MES) signal from
the engines, it ignores the leak signal
and tells the ECB to open the APU
bleed valve.
To stop the APU bleed air supply push the
APU BLEED P/BSW again and:
- the blue ON legend on the APU BLEED
P/BSW goes off,
- the APU BLEED P/BSW removes the
ground signal from the BMCs,
- the BMCs send an OFF signal to the
ECB,
- the ECB stops the supply of electrical
power to the servo valve of the APU
bleed control valve,
JUN 97
PNEUMATICS
A319/A320

- the APU bleed valve closes and stops the
bleed air supply,
- on the BLEED and APU pages of the
SD, the green APU bleed valve symbol
is shown in the closed position.
NOTE: If an APU emergency shutdown
or an APU automatic shutdown occurs,
the APU bleed air supply stops automatically.
When an overheat sensing element finds a
leak:
- the BMCs receive a leak signal,
ECB,
- the ECB removes the electrical power
from the APU bleed valve servovalve,
bleed air supply,
- the amber FAULT legend in the APU
BLEED P/BSW comes on,
- the amber MASTER CAUT lights come
on,
- a single chime is heard,
- on the EWD:
-AIR,
-APU BLEED LEAK,
-APU BLEED OFF are shown.
SD, the APU bleed valve symbol is
shown in the closed position.
- the ON legend in the APU BLEED P/B
goes off,
- on the EWD:
-STATUS,
-INOP SYS,
-APU LEAK are shown.
36-13
Information on the ECAM and the overhead panel shows that the APU is available as follows:
- on the EWD (the green APU AVAIL
indication comes on),
- on the APU page of the SD (the green
AVAIL indication comes on),
- on the APU overhead panel 25VU (the
green AVAIL legend on the APU START
P/BSW 2KA comes on).
When the APU is available pushing the
APU BLEED P/BSW on the overhead
panel 25VU starts the APU bleed air supply.
- the blue ON legend on the P/BSW comes
on,
- the P/BSW sends a signal to the BMC,
- the BMC starts a test of the sensing
elements on the APU bleed air duct and
the left wing bleed air ducts.
If the test is correct the BMC tells the
ECB to open the APU bleed valve.
NOTE : If the BMC 1 finds a leak in the
APU bleed air ducts while there is a
Main Engine Start (MES) signal from
the engines, it ignores the leak signal
and tells the ECB to open the APU
bleed valve.
To stop the APU bleed air supply push the
APU BLEED P/BSW again and:
- the blue ON legend on the APU BLEED
P/BSW goes off,
- the APU BLEED P/BSW removes the
ground signal from the BMCs,
ECB,
- the ECB stops the supply of electrical
power to the servo valve of the APU
bleed control valve,
JUN 97

bleed air supply,
SD, the green APU bleed valve symbol
is shown in the closed position.
NOTE: If an APU emergency shutdown
or an APU automatic shutdown occurs,
the APU bleed air supply stops automatically.
When an overheat sensing element finds a
leak:
- the BMCs receive a leak signal,
ECB,
- the ECB removes the electrical power
from the APU bleed valve servovalve,
bleed air supply,
- the amber FAULT legend in the APU
BLEED P/BSW comes on,
- the amber MASTER CAUT lights come
on,
- a single chime is heard,
- on the EWD:
-AIR,
-APU BLEED LEAK,
-APU BLEED OFF are shown.
SD, the APU bleed valve symbol is
shown in the closed position.
- the ON legend in the APU BLEED P/B
goes off,
- on the EWD:
-STATUS,
-INOP SYS,
-APU LEAK are shown.
36-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321

Crossbleed System Operation
A crossbleed valve is installed in the
crossbleed duct in the unpressurized area.
The crossbleed valve is equipped with two
electrical motors which can both actuate
the butterfly plate in the opening or closing positions. One motor is used in the
automatic mode, the other in the manual
mode. Each motor includes a brake system, which locks the butterfly in position
if the electrical power supply is cut off.
For automatic control, the crossbleed
valve selector switch is in the AUTO position. In this position the coil of the crossbleed valve auto control relay 4HV is
connected to the essential bus 206PP.
When the APU BLEED push-button
switch is selected to the ON position the
BMCs send a ground signal to the crossbleed valve auto control relay 4HV if:
- the APU bleed control valve is in the
fully open position,
- there is no leak warning (the leak
warning will be ignored during the main
engine start).
For manual control (opening the crossbleed valve), set the crossbleed valve
selector switch 3HV to the OPEN position:
- motor 2 opens the crossbleed valve,
- on the BLEED page of the SD the green
crossbleed valve symbol is shown in the
open position.
36-14
PNEUMATICS
A319/A320

This procedure should only be used in the
following cases:
- cross supply of the air conditioning
packs (the left engine supplies air to the
right pack or the right engine supplies air
to the left pack),
- start of an engine with bleed air from an
engine on the other wing (but not during
flight, start by self rotation is possible),
- an engine bleed air failure and WAI
condition,
- start of the right engine on the ground
through the ground connectors or with
the APU bleed air supply.
For manual control (closing the crossbleed
valve), set the crossbleed valve selector
switch 3HV to the SHUT position:
- motor 2 closes the crossbleed valve.
closed position.
JUN 97
Crossbleed System Operation

A crossbleed valve is installed in the
crossbleed duct in the unpressurized area.
The crossbleed valve is equipped with two
electrical motors which can both actuate
the butterfly plate in the opening or closing positions. One motor is used in the
automatic mode, the other in the manual
mode. Each motor includes a brake system, which locks the butterfly in position
if the electrical power supply is cut off.
For automatic control, the crossbleed
valve selector switch is in the AUTO position. In this position the coil of the crossbleed valve auto control relay 4HV is
connected to the essential bus 206PP.
When the APU BLEED push-button
switch is selected to the ON position the
BMCs send a ground signal to the crossbleed valve auto control relay 4HV if:
- the APU bleed control valve is in the
fully open position,
- there is no leak warning (the leak
warning will be ignored during the main
engine start).
For manual control (opening the crossbleed valve), set the crossbleed valve
selector switch 3HV to the OPEN position:
- motor 2 opens the crossbleed valve,
open position.
36-14
This procedure should only be used in the

following cases:
- cross supply of the air conditioning
packs (the left engine supplies air to the
right pack or the right engine supplies air
to the left pack),
- start of an engine with bleed air from an
engine on the other wing (but not during
flight, start by self rotation is possible),
- an engine bleed air failure and WAI
condition,
- start of the right engine on the ground
through the ground connectors or with
the APU bleed air supply.
For manual control (closing the crossbleed
valve), set the crossbleed valve selector
switch 3HV to the SHUT position:
- motor 2 closes the crossbleed valve.
closed position.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
APU Bleed Air Supply & Crossbleed System

JUN 97
A319/A320
PNEUMATICS
APU Bleed Air Supply & Crossbleed System

36-15
JUN 97
36-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321

GROUND COMPRESSED AIR
SUPPLY SYSTEM
On the ground, this system supplies HP air
from an external air supply to a number of
systems.
The system supplies air to:
- engine start systems,
- hydraulic reservoirs,
- the potable water tank,
- air conditioning packs,
- air conditioning trim air valve.
The external air is supplied through a HP
ground connector 3 inches in diameter.
This connector is installed on the left side
of the belly fairing. The connector contains a non return valve. A duct connects
the HP ground connector with the crossbleed duct on the left side of the crossbleed valve.
36-16
PNEUMATICS
A319/A320

On the ground, when no bleed air from the
engines or the APU is available, the connected external air source supplies compressed air through the non-return valve
and air flows into the pneumatic system of
the aircraft. When the external air supply
stops, a spring closes the valve automatically. Therefore no air flows out of the
system when the engines or APU take
over the air supply.
JUN 97
GROUND COMPRESSED AIR

SUPPLY SYSTEM
On the ground, this system supplies HP air
from an external air supply to a number of
systems.
The system supplies air to:
- engine start systems,
- hydraulic reservoirs,
- the potable water tank,
- air conditioning packs,
- air conditioning trim air valve.
The external air is supplied through a HP
ground connector 3 inches in diameter.
This connector is installed on the left side
of the belly fairing. The connector contains a non return valve. A duct connects
the HP ground connector with the crossbleed duct on the left side of the crossbleed valve.
36-16
On the ground, when no bleed air from the

engines or the APU is available, the connected external air source supplies compressed air through the non-return valve
and air flows into the pneumatic system of
the aircraft. When the external air supply
stops, a spring closes the valve automatically. Therefore no air flows out of the
system when the engines or APU take
over the air supply.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321

ENVIRONMENT PROTECTION
SYSTEM
The environment protection system guards
against damage to other aircraft systems
and structure in the event of a major duct
leak.
This system protects the wing leading
edge, engine pylon, and the engine
nacelle. It operates when a duct of the
pneumatic or anti-icing system bursts or
develops major leaks. Pressure is limited
to prevent damage to the aircraft structure
and the installed systems.
Access panels (pressure relief panels) prevent an excessive pressure increase. The
access panels are found in:
- the applicable bay(s) of the fixed leading
edges of the wing,
- the leading edge and sides of the pylon
fairing,
- the engine cowling.
Wing Leading Edge Protection
The access panels in the fixed leading
edge of the wing are also pressure relief
panels of the blow down type. There are
five panels on each underwing between
the fuselage and the anti-icing telescopic
duct. Panels 1, 2 and 3 are inboard of the
engine pylon. They are a protection
against overpressure caused by leaks in
the pneumatic duct. Panels 4 and 5 are
outboard of the pylon. They are a protection against too much overpressure caused
by leaks in the anti-icing duct.
JUN 97
PNEUMATICS
A319/A320

For inboard leading edge/wing root fairing
overpressure relief, a pressure relief valve,
with an opening area of 47 sq. in. on each
side, is installed in the belly fairing. The
valve opens at a pressure of 2.17 psid and
the pressure is discharged into the main
landing gear bay.
The pressure relief panels are made of
carbon fiber. Sections of nomex honeycomb or aluminum alloy angles reinforce
the panels. The panels are attached to the
wing structure at their leading and trailing
edges with aluminum alloy angles.
When the pressure is too high, trailing
edge shear rivets separate and the panel
blows down (trailing edge) and thus bends
the forward attach angle.
If, after the access panel has blow down, a
close inspection shows no damage, the
panel can be used again. To reinstall the
access panel, replace the attach angle of
the leading edge and the shear rivets in the
rear attach angle.
Pylon Protection
This system is for the protection of the
pylon. It operates if a duct of the pneumatic system breaks open or develops
large leaks. Pressure is limited to prevent
damage to the pylon structure and the
components installed in the pylon.
The pressure relief doors prevent an
uncontrolled pressure increase. They are
installed in the leading edge of the pylon
fairing and in the pylon/wing interface.
36-17
ENVIRONMENT PROTECTION
SYSTEM
The environment protection system guards
against damage to other aircraft systems
and structure in the event of a major duct
leak.
This system protects the wing leading
edge, engine pylon, and the engine
nacelle. It operates when a duct of the
pneumatic or anti-icing system bursts or
develops major leaks. Pressure is limited
to prevent damage to the aircraft structure
and the installed systems.
Access panels (pressure relief panels) prevent an excessive pressure increase. The
access panels are found in:
- the applicable bay(s) of the fixed leading
edges of the wing,
- the leading edge and sides of the pylon
fairing,
- the engine cowling.
Wing Leading Edge Protection
The access panels in the fixed leading
edge of the wing are also pressure relief
panels of the blow down type. There are
five panels on each underwing between
the fuselage and the anti-icing telescopic
duct. Panels 1, 2 and 3 are inboard of the
engine pylon. They are a protection
against overpressure caused by leaks in
the pneumatic duct. Panels 4 and 5 are
outboard of the pylon. They are a protection against too much overpressure caused
by leaks in the anti-icing duct.
JUN 97
For inboard leading edge/wing root fairing

overpressure relief, a pressure relief valve,
with an opening area of 47 sq. in. on each
side, is installed in the belly fairing. The
valve opens at a pressure of 2.17 psid and
the pressure is discharged into the main
landing gear bay.
The pressure relief panels are made of
carbon fiber. Sections of nomex honeycomb or aluminum alloy angles reinforce
the panels. The panels are attached to the
wing structure at their leading and trailing
edges with aluminum alloy angles.
When the pressure is too high, trailing
edge shear rivets separate and the panel
blows down (trailing edge) and thus bends
the forward attach angle.
If, after the access panel has blow down, a
close inspection shows no damage, the
panel can be used again. To reinstall the
access panel, replace the attach angle of
the leading edge and the shear rivets in the
rear attach angle.
Pylon Protection
This system is for the protection of the
pylon. It operates if a duct of the pneumatic system breaks open or develops
large leaks. Pressure is limited to prevent
damage to the pylon structure and the
components installed in the pylon.
The pressure relief doors prevent an
uncontrolled pressure increase. They are
installed in the leading edge of the pylon
fairing and in the pylon/wing interface.
36-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321

The leading edge of the pylon fairing has a
pair of pressure relief doors and the pylon/
wing interface has one pressure relief
door. The overpressure in this area is limited to 2.9 psid by the pressure relief
doors.
Two types of pressure relief doors are
installed on the pylons:
- the doors in the leading edge of the pylon
are spring loaded and made from
titanium,
- the door in the pylon/wing interface is
installed with shear rivets, a latch and a
piano hinge. It is made of carbon
honeycomb core in sandwich
construction.
When a pneumatic duct in any area of the
pylon breaks open or leaks, the pressure
increases in this area. If it continues up to
a differential pressure of 2.9 psi:
- the pressure overcomes the force of the
spring on the pylon leading edge doors,
- the rivets shear on the pylon/wing
interface doors.
The doors open and stay open to allow the
overpressure to flow overboard.
Nacelle Protection
This system is made to protect the nacelle.
It operates if a pneumatic duct breaks
open or has a large leak. The system limits
the pressure to prevent damage to the
nacelle structure and the components
installed in the nacelle.
36-18
PNEUMATICS
A319/A320

There is a vent opening in the nacelle on
the lower side of the core compartment.
Normally this vent keeps pressure differences between the core compartment and
the outside air in balance.
In front of the vent there is a core compartment pressure relief door. Hinges and
spring loaded latches hold the relief door
closed.
Overpressure in the compartment, caused
by leaks or breaks in an IP or HP bleed
duct, blows the relief door open.
Two pressure relief doors are installed on
each nacelle. There is a quick access air
starter valve and pressure relief door in the
right fan cowl and a quick access oil fill
and sight glass pressure relief door in the
left fan cowl.
The two pressure relief doors protect the
core compartment against a differential
overpressure of 2.9 psi or more. Spring
loaded latches hold the doors in place. If
overpressure causes one or two doors in a
nacelle to open during flight, they will not
latch closed again automatically. The door
(doors) will be found open during ground
inspections.
JUN 97
The leading edge of the pylon fairing has a

pair of pressure relief doors and the pylon/
wing interface has one pressure relief
door. The overpressure in this area is limited to 2.9 psid by the pressure relief
doors.
Two types of pressure relief doors are
installed on the pylons:
- the doors in the leading edge of the pylon
are spring loaded and made from
titanium,
- the door in the pylon/wing interface is
installed with shear rivets, a latch and a
piano hinge. It is made of carbon
honeycomb core in sandwich
construction.
When a pneumatic duct in any area of the
pylon breaks open or leaks, the pressure
increases in this area. If it continues up to
a differential pressure of 2.9 psi:
- the pressure overcomes the force of the
spring on the pylon leading edge doors,
- the rivets shear on the pylon/wing
interface doors.
The doors open and stay open to allow the
overpressure to flow overboard.
Nacelle Protection
This system is made to protect the nacelle.
It operates if a pneumatic duct breaks
open or has a large leak. The system limits
the pressure to prevent damage to the
nacelle structure and the components
installed in the nacelle.
36-18
There is a vent opening in the nacelle on

the lower side of the core compartment.
Normally this vent keeps pressure differences between the core compartment and
the outside air in balance.
In front of the vent there is a core compartment pressure relief door. Hinges and
spring loaded latches hold the relief door
closed.
Overpressure in the compartment, caused
by leaks or breaks in an IP or HP bleed
duct, blows the relief door open.
Two pressure relief doors are installed on
each nacelle. There is a quick access air
starter valve and pressure relief door in the
right fan cowl and a quick access oil fill
and sight glass pressure relief door in the
left fan cowl.
The two pressure relief doors protect the
core compartment against a differential
overpressure of 2.9 psi or more. Spring
loaded latches hold the doors in place. If
overpressure causes one or two doors in a
nacelle to open during flight, they will not
latch closed again automatically. The door
(doors) will be found open during ground
inspections.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
Environment Protection System
Environment Protection System

JUN 97
A319/A320
PNEUMATICS
36-19
JUN 97
36-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321

PRESSURE AND TEMPERATURE
MONITORING
Two pressure transducers, one control
temperature sensor (CTS) and two Bleed
air Monitoring Computers (BMC 1, BMC
2) monitor the pressure and the temperature of each engines bleed air.
a bracket in each pylon. A sensing line
connects the pressure transducer 7HA1(2)
with the pneumatic duct downstream of
the High Pressure bleed Valve (HPV). The
36-20
PNEUMATICS
A319/A320

pressure transducer 8HA1(2) is connected
with a sense line to the pneumatic duct
downstream of the Pressure Regulating
Valve (PRV). Both pressure transducers
are electrically connected to the Bleed air
Monitoring Computers (BMC 1 and BMC
2). A control temperature sensor 6HA1(2)
is installed downstream of the precooler. It
is installed in the elbow of the pneumatic
duct in the left (right) pylon. An electrical
cable connects the sensor with the BMC.
Pressure and Temperature Monitoring
JUN 97
PRESSURE AND TEMPERATURE

MONITORING
Two pressure transducers, one control
temperature sensor (CTS) and two Bleed
air Monitoring Computers (BMC 1, BMC
2) monitor the pressure and the temperature of each engines bleed air.
a bracket in each pylon. A sensing line
connects the pressure transducer 7HA1(2)
with the pneumatic duct downstream of
the High Pressure bleed Valve (HPV). The
36-20
pressure transducer 8HA1(2) is connected

with a sense line to the pneumatic duct
downstream of the Pressure Regulating
Valve (PRV). Both pressure transducers
are electrically connected to the Bleed air
Monitoring Computers (BMC 1 and BMC
2). A control temperature sensor 6HA1(2)
is installed downstream of the precooler. It
is installed in the elbow of the pneumatic
duct in the left (right) pylon. An electrical
cable connects the sensor with the BMC.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
LEAK DETECTION SYSTEM

JUN 97
A319/A320
PNEUMATICS
Pressure and Temperature Monitoring

36-21
JUN 97
36-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321

This continuous monitoring system is
designed to detect, by means of detection
loops, any ambient overheat. This is to
protect the structures and components in
the vicinity of the hot air ducts in the fuselage, pylons and wings
The aircraft leak detection system is
divided into the LH and RH zones. The
division of this zones is the crossbleed
valve in the crossbleed duct. Each leak
detection system operates independently.
Both wing/fuselage leak detection system
are made up of twin loops (A and B) of
overheat sensing elements. This eliminates the possibility of incorrect warnings,
due to an "and" logic.
The overheat sensing elements are
installed in each wing along the forward
face of the front spar.
In the fuselage the elements are installed
at STA1537 (FR35) and close to the cross
bleed duct. They continue (LH side elements only) up to the APU check valve in
the
pressurized
fuselage
between
STA2189 and STA2243.
A single loop system is installed along the
bleed air duct between the APU check
valve and the APU bleed valve.
In each of the pylons there is a single loop
installed. Each loop is located near the
pylon ventilation duct.
36-22
PNEUMATICS
A319/A320

The overheat sensing elements continuously monitor the surrounding areas for
overheat conditions. They are connected
in series and detect overheat conditions at
any point along the length of the elements.
When only a few inches of the elements
are heated to the pre-determined temperature, an alarm is caused. It this occurs, the
bleed air supply is shut off automatically.
If one loop is inoperative (loop A or B),
the remaining loop takes over. If hot air
escapes from the bleed air duct and heats
an element of the operative loop, a signal
is given which causes the amber fault light
to come on, on the air conditioning overhead panel.
The FAULT light stays on as long as the
overheat condition exists. The valves
associated with the loop close automatically. If the overheat condition is corrected, the circuit must be reset to open the
valves.
The two Bleed air Monitor Computers
(BMC 1 and BMC 2) monitor the seven
detection loops (Loop A and B LH wing,
Loop A and B RH wing, LH and RH
pylon loop, and fuselage loop).
JUN 97
LEAK DETECTION SYSTEM

This continuous monitoring system is
designed to detect, by means of detection
loops, any ambient overheat. This is to
protect the structures and components in
the vicinity of the hot air ducts in the fuselage, pylons and wings
The aircraft leak detection system is
divided into the LH and RH zones. The
division of this zones is the crossbleed
valve in the crossbleed duct. Each leak
detection system operates independently.
Both wing/fuselage leak detection system
are made up of twin loops (A and B) of
overheat sensing elements. This eliminates the possibility of incorrect warnings,
due to an "and" logic.
The overheat sensing elements are
installed in each wing along the forward
face of the front spar.
In the fuselage the elements are installed
at STA1537 (FR35) and close to the cross
bleed duct. They continue (LH side elements only) up to the APU check valve in
the
pressurized
fuselage
between
STA2189 and STA2243.
A single loop system is installed along the
bleed air duct between the APU check
valve and the APU bleed valve.
In each of the pylons there is a single loop
installed. Each loop is located near the
pylon ventilation duct.
36-22
The overheat sensing elements continuously monitor the surrounding areas for
overheat conditions. They are connected
in series and detect overheat conditions at
any point along the length of the elements.
When only a few inches of the elements
are heated to the pre-determined temperature, an alarm is caused. It this occurs, the
bleed air supply is shut off automatically.
If one loop is inoperative (loop A or B),
the remaining loop takes over. If hot air
escapes from the bleed air duct and heats
an element of the operative loop, a signal
is given which causes the amber fault light
to come on, on the air conditioning overhead panel.
The FAULT light stays on as long as the
overheat condition exists. The valves
associated with the loop close automatically. If the overheat condition is corrected, the circuit must be reset to open the
valves.
The two Bleed air Monitor Computers
(BMC 1 and BMC 2) monitor the seven
detection loops (Loop A and B LH wing,
Loop A and B RH wing, LH and RH
pylon loop, and fuselage loop).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
PNEUMATICS
PACK FLOW
NORM
A319/A320
PNEUMATICS
COCKPIT
FWD CABIN
PACK FLOW
NORM
AFT CABIN
COCKPIT
FWD CABIN
AFT CABIN
HOT AIR
HOT AIR
LO
A
I
R
FAULT
OFF
COLD
PACK 1
FAULT
C
O
N
D
LO
HI
HOT
COLD
HOT
COLD
HOT
X BLEED
PACK 1
PACK 2
PACK 2
OFF
AUTO
RAM AIR
APU BLEED
ENG 2 BLEED
SHUT
FAULT
OPEN
FAULT
FAULT
ON
OFF
ON
OFF
BMC 1
A
I
R
C
O
N
D
C
O
N
D
FAULT
OFF
COLD
PACK 1
FAULT
FAULT
OFF
ENG 1 BLEED
A
I
R
HI
HOT
COLD
HOT
COLD
HOT
X BLEED
PACK 1
PACK 2
PACK 2
OFF
C
O
N
D
OFF
APU BLEED
ENG 2 BLEED
SHUT
FAULT
OPEN
FAULT
FAULT
ON
OFF
ON
OFF
BMC 1
BMC 2
FAULT
AUTO
RAM AIR
ENG 1 BLEED
A
I
R
BMC 2
LOOP A
LOOP A
LOOP B
LOOP B
LOOP B
LOOP B
LOOP A
LOOP A
APU LOOP
APU LOOP
DETECTION LOOPS
DETECTION LOOPS
PYLON
LH WING
RH WING
APU
PYLON
SINGLE
LH WING
DOUBLE
RH WING
APU
SINGLE
SINGLE
DOUBLE
SINGLE
APU
APU
OVHTLKSD
OVHTLKSD
Overheat and Leak Detection System
Overheat and Leak Detection System

JUN 97
36-23
JUN 97
36-23
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
PNEUMATICS
A319/A320
PNEUMATICS
PNEUMATIC CONTROLS
PNEUMATIC CONTROLS
PACK FLOW
NORM
COCKPIT
FWD CABIN
PACK FLOW
NORM
AFT CABIN
LO
A
I
R
OFF
COLD
PACK 1
FAULT
C
O
N
D
LO
HI
FAULT
HOT
COLD
HOT
COLD
HOT
X BLEED
PACK 1
PACK 2
PACK 2
OFF
AUTO
RAM AIR
ENG 1 BLEED
APU BLEED
FAULT
FAULT
ENG 2 BLEED
FAULT
ON
OFF
SHUT
OFF
ON
OPEN
A
I
R
C
O
N
D
ENG BLEED FAULT Light

- Over pressure downstream of
PRV
- Bleed overheat
- Wing or engine leak on
associated side
- PRV not closed during engine
start
- PRV not closed with APU bleed
ON
Extinguishes when ENG BLEED
switch is selected OFF, provided
the failure has disappeared.
JUN 97
A
I
R
AFT CABIN
FAULT
OFF
C
O
N
D
COLD
PACK 1
HOT
COLD
HOT
COLD
HOT
X BLEED
PACK 1
PACK 2
PACK 2
OFF
ENG 1 BLEED
APU BLEED
FAULT
FAULT
ENG 2 BLEED
FAULT
ON
OFF
SHUT
ON
OPEN
A
I
R
FAULT
OFF
AUTO
RAM AIR
OFF
C
O
N
D
OVHDPNEU
OVHDPNEU
ENG BLEED Switch

On - Opens PRV provided:
- Upstream pressure is above 8
psi
- APU BLEED switch is OFF or
APU bleed valve is closed
- There is no leak, over-pressure
or over temperature detected
- ENG FIRE switch not released
out
- Engine start valve is closed
OFF - Closes PRV and HPV.
OFF illuminates white.
FWD CABIN
HI
FAULT
FAULT
OFF
COCKPIT
HOT AIR
HOT AIR
X BLEED Selector
AUTO - Opens crossbleed valve if
APU bleed valve is open; closes
crossbleed valve if APU bleed valve
is closed or air leak detected (except
engine start).
OPEN - Opens crossbleed valve.
SHUT - Closes crossbleed valve.
APU BLEED Switch
ON - Opens APU valve provided N
is greater than 95% and there is no
leak on APU or left side bleed (right
side leak closes crossbleed valve)
(except engine start). The ON illuminates blue.
Off - Closes APU valve.
APU BLEED FAULT Light
Illuminates amber when APU leak is
detected.
36-25
ENG BLEED Switch

On - Opens PRV provided:
- Upstream pressure is above 8
psi
- APU BLEED switch is OFF or
APU bleed valve is closed
- There is no leak, over-pressure
or over temperature detected
- ENG FIRE switch not released
out
- Engine start valve is closed
OFF - Closes PRV and HPV.
OFF illuminates white.
ENG BLEED FAULT Light
- Over pressure downstream of
PRV
- Bleed overheat
- Wing or engine leak on
associated side
- PRV not closed during engine
start
- PRV not closed with APU bleed
ON
Extinguishes when ENG BLEED
switch is selected OFF, provided
the failure has disappeared.
JUN 97
X BLEED Selector
AUTO - Opens crossbleed valve if
APU bleed valve is open; closes
crossbleed valve if APU bleed valve
is closed or air leak detected (except
engine start).
OPEN - Opens crossbleed valve.
SHUT - Closes crossbleed valve.
APU BLEED Switch
ON - Opens APU valve provided N
is greater than 95% and there is no
leak on APU or left side bleed (right
side leak closes crossbleed valve)
(except engine start). The ON illuminates blue.
Off - Closes APU valve.
APU BLEED FAULT Light
Illuminates amber when APU leak is
detected.
36-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
ECAM BLEED PAGE

ECAM BLEED PAGE

GND HP Ground Connection

Indication
Displays green when aircraft on
ground.
Arrow
valve is open. Not displayed when
associated valve is closed. Becomes
amber when the valve is open and air
pressure is low or high, or when the
valve is open on the ground.
ANTI-ICE Indication
Displays white when the WING
ANTI-ICE Switch is ON.
RAM AIR Inlet

(Green) - Inlet fully open in flight.
(Amber) - Inlet fully open on ground.
(Green) - Inlet fully closed.
(Amber) - Inlet in transit.
24
LO
Engine Bleed Indications

-Precooler Inlet Pressure
-Displays green. Becomes amber
if pressure is low or when over
pressure is detected by the BMC.
-Precooler Outlet Temperature
if overheat or low temperature is
detected by the BMC.
- "C" displays blue at all times.
25
30
RAM
AIR
230
C
LO
HI
ANTI
ICE
GND
PSI
PSI
APU
00
000
2
IP
HP
HP
ANTI-ICE Indication
Displays white when the WING
ANTI-ICE Switch is ON.
IP
Engine Bleed Indications

-Precooler Inlet Pressure
if pressure is low or when over
pressure is detected by the BMC.
-Precooler Outlet Temperature
if overheat or low temperature is
detected by the BMC.
- "C" displays blue at all times.
Engine Identification (1 or 2)
when engine shut down.
Engine Identification (1 or 2)
when engine shut down.
HP Bleed Valve
(Green) - Valve fully closed.
(Green) - Valve not fully closed.
(Amber) - Valve disagrees in closed
position.
APU Bleed Valve
HP Bleed Valve
(Amber) - Valve disagrees in closed
position.
APU Bleed Valve
36-26
(Green) - Valve fully open, APU

MASTER switch on.
ECAM BLEED PAGE
JUN 97
RAM AIR Inlet

(Green) - Inlet fully open in flight.
(Amber) - Inlet fully open on ground.
(Green) - Inlet fully closed.
(Amber) - Inlet in transit.
BLEED
24
36-26
30
LO
HI
ANTI
ICE
30
160
GND HP Ground Connection

Indication
Displays green when aircraft on
ground.
Arrow
valve is open. Not displayed when
associated valve is closed. Becomes
amber when the valve is open and air
pressure is low or high, or when the
valve is open on the ground.
BLEED
A319/A320
PNEUMATICS
25
230
RAM
AIR
LO
HI
HI
ANTI
ICE
ANTI
ICE
30
160
GND
PSI
PSI
C
APU
00
000
2
IP
HP
HP
IP
(Green) - Valve fully open, APU

MASTER switch on.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
A319/A320
PNEUMATICS

Crossbleed Valve
ECAM BLEED PAGE

Crossbleed Valve
(Green) - Valve fully open.
(Amber) - Valve disagrees in opened or
closed position.

(Amber) - Valve disagrees in open or closed
position.
Pack Outlet Temperature

Displays green. Becomes amber if temperature exceeds 90C.
Pack Bypass Valve Position
Displays green.
BLEED
24
30
LO
25
230
RAM
AIR
C
HI
LO
HI
ANTI
ICE
30
160
GND
PSI
PSI
C
APU
00
000
2
IP
HP
HP
ECAMBLED
BLEED
IP
Pack Compressor Outlet Temperature

Displays green. Becomes amber if temperature is too high.
30
Pack Flow
Displays green. Becomes amber if pack
flow control valve is closed.
25
230
RAM
AIR
HI
LO
HI
ANTI
ICE
30
160
GND
PSI
PSI
C
APU
00
000
2
IP
HP
HP
Pack Bypass Valve Position

Displays green.
Pack Compressor Outlet Temperature
Displays green. Becomes amber if temperature is too high.
IP
Pack Flow
Displays green. Becomes amber if pack
flow control valve is closed.
Pack Flow Control Valve

(Green) - Valve not closed.
(Amber) - Valve not closed, disagrees with
switch position.
(Amber) - Valve fully closed, disagrees
with switch position.
36-27
LO
Pack Flow Control Valve

(Green) - Valve not closed.
(Amber) - Valve not closed, disagrees with
switch position.
(Amber) - Valve fully closed, disagrees
with switch position.
Engine Bleed Valve
position.
CFDS - Pneumatic System/Report Test

CFDS - BMC System/Report Test
ANTI
ICE
Engine Bleed Valve

position.
JUN 97
24
C
ANTI
ICE
Pack Outlet Temperature

Displays green. Becomes amber if temperature exceeds 90C.
JUN 97
36-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321

CFDS - Pneumatic System/Report Test
Engine & Pylon Distribution
MCDU MENU
< FMGC
< AIDS
< CFDS
RETURN >
A319/A320
PNEUMATICS
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< ELEC
< FIRE PROT
< RETURN
< FMGC
< AIDS
INST >
L/G >
NAV >
< CFDS
RETURN >
< ELEC
< FIRE PROT
< RETURN
CFDS MENU
CFDS MENU

< PNEU
< APU
< LAST LEGS REPORT

ENG >
TOILET >
ENG >
TOILET >

PNEU

PNEU
< BMC 1
< BMC 2
< BMC 1
< BMC 2
< RETURN
< RETURN
36MCDU01
36MCDU01

< PNEU
< APU
< AVIONICS STATUS

< AVIONICS STATUS

36-28
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEGS REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
JUN 97
36-28
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
A319/A320
PNEUMATICS
CFDS - BMC System/Report Test
APU Bleed Valve & Crossbleed Valve
BMC X
BMC X
< LAST LEGS REPORT

< LRU IDENT
< LAST LEGS REPORT

< LRU IDENT
< CURRENT STATUS

TEST >
< CLASS 3 FAULTS
< RETURN
< CURRENT STATUS

TEST >
< CLASS 3 FAULTS
< RETURN
BMC X
LRU'S PNEU FUNCTIONS
NOT CHECKED DURING TEST
BMC X
ELECTRICAL
TEST IN PROGRESS
ELECTRICAL
TEST IN PROGRESS
< RETURN
< RETURN
BMC X
36-11-00
CHECK BMC IDENT CKT
END OF TEST
< RETURN
PRINT >
BMC X
BMC X
36-11-00
CHECK BMC IDENT CKT
END OF TEST
ELECTRICAL TEST OK
< RETURN
< RETURN
PRINT >
ELECTRICAL TEST OK
< RETURN
PRINT >
36MCDU02
36MCDU02
JUN 97
PRINT >
BMC X
36-29
JUN 97
36-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Engine & Pylon Distribution
APU Bleed Control Valve
36-30
A319/A320
PNEUMATICS
JUN 97
36-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
High Pressure Valve Solenoid
High Pressure Valve Solenoid

JUN 97
A319/A320
PNEUMATICS
36-31
JUN 97
36-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
36-32
A319/A320
PNEUMATICS
JUN 97
36-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Bleed Pressure Regulator Valve (PRV)
Bleed Pressure Regulator Valve (PRV)

JUN 97
A319/A320
PNEUMATICS
36-33
JUN 97
36-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
PNEUMATICS
COMPONENT LOCATIONS
Temperature Limitation & Temperature Control Thermostats
36-34
A319/A320
Temperature Limitation & Temperature Control Thermostats
JUN 97
36-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Overpressure Valve (OPV)

JUN 97
A319/A320
PNEUMATICS
Overpressure Valve (OPV)

36-35
JUN 97
36-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
PNEUMATICS
COMPONENT LOCATIONS
Bleed Air Precooler
Bleed Air Precooler
36-36
A319/A320
JUN 97
36-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Fan Air Valve
Fan Air Valve

JUN 97
A319/A320
PNEUMATICS
36-37
JUN 97
36-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Mid & Aft Fuselage Distribution
36-38
A319/A320
PNEUMATICS
Mid & Aft Fuselage Distribution
JUN 97
36-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
PNEUMATICS
COMPONENT LOCATIONS
APU Bleed Check Valve (Upper) & Crossbleed Valve (Lower)

JUN 97
A319/A320
APU Bleed Check Valve (Upper) & Crossbleed Valve (Lower)

36-39
JUN 97
36-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
36-40
A319/A320
PNEUMATICS
JUN 97
36-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
PNEUMATICS
COMPONENT LOCATIONS
HP-Ground Connector
HP-Ground Connector
JUN 97
A319/A320
36-41
JUN 97
36-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Environment Protection (Sheet 1)
36-42
A319/A320
PNEUMATICS
JUN 97
36-42
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
PNEUMATICS
36-43
JUN 97
36-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
36-44
A319/A320
PNEUMATICS
JUN 97
36-44
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
PNEUMATICS
36-45
JUN 97
36-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pressure and Temperature Monitoring (Sheet 1)
36-46
A319/A320
PNEUMATICS
JUN 97
36-46
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
PNEUMATICS
36-47
JUN 97
36-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
36-48
A319/A320
PNEUMATICS
JUN 97
36-48
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Leak Detection Sensing Element (Construction)
Leak Detection Sensing Element (Construction)

JUN 97
A319/A320
PNEUMATICS
36-49
JUN 97
36-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
PNEUMATICS
COMPONENT LOCATIONS
Wing Leak Detection
36-50
A319/A320
Wing Leak Detection
JUN 97
36-50
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
PNEUMATICS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Lower Mid Fuselage Leak Detection
Lower Mid Fuselage Leak Detection

JUN 97
A319/A320
PNEUMATICS
36-51
JUN 97
36-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
PNEUMATICS
/A321
COMPONENT LOCATIONS
PNEUMATICS
COMPONENT LOCATIONS
Pylon Leak Detectors
36-52
A319/A320
Pylon Leak Detectors
JUN 97
36-52
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
TABLE OF CONTENTS
WATER/WASTE
A319/A320
TABLE OF CONTENTS

POTABLE WATER ...................................................................................
Storage ..................................................................................................
Distribution ...........................................................................................
Water Draining ......................................................................................
WASTE DISPOSAL ...................................................................................
Toilet System ........................................................................................
Vacuum System Controller Schematic .................................................
Waste Water Drain ................................................................................
AIR SUPPLY SYSTEM .............................................................................
Air Compressor Boost System ..............................................................
Air Compressor Electrical Supply ........................................................
POTABLE WATER SERVICE PANEL ..................................................
WATER AND WASTE QUANTITY INDICATIONS ...........................
WASTE TANK SERVICE PANEL ..........................................................
CFDS - Toilet System/Report Test ............................................................
CFDS - Toilet System Menu ......................................................................
COMPONENT LOCATION
Water Storage System (A319) ......................................................................
Water Heater and Water Shutoff Valve ........................................................
Potable Water Draining (A319) ....................................................................
Toilet System ................................................................................................
Waste Water Drain System ...........................................................................
Air Supply System (A319) ...........................................................................
Potable Water Compressor ...........................................................................
Circuit Breaker Panels ..................................................................................
27
28
29
30
31
33
35
36
37
38
39

POTABLE WATER ...................................................................................
Storage ..................................................................................................
Distribution ...........................................................................................
Water Draining .....................................................................................
WASTE DISPOSAL ...................................................................................
Toilet System ........................................................................................
Vacuum System Controller Schematic .................................................
Waste Water Drain ................................................................................
AIR SUPPLY SYSTEM .............................................................................
Air Compressor Boost System ..............................................................
Air Compressor Electrical Supply ........................................................
POTABLE WATER SERVICE PANEL ..................................................
WATER AND WASTE QUANTITY INDICATIONS ...........................
WASTE TANK SERVICE PANEL ..........................................................
CFDS - Toilet System/Report Test ............................................................
CFDS - Toilet System Menu ......................................................................
COMPONENT LOCATION
Water Heater and Water Shutoff Valve ........................................................
Toilet System ................................................................................................
Waste Water Drain System ...........................................................................
Potable Water Compressor ...........................................................................
Circuit Breaker Panels ..................................................................................
JUN 97
38-i
JUN 97
1
1
4
8
12
14
14
17
18
19
19
21
22
23
24
25
26
1
1
4
8
12
14
14
17
18
19
19
21
22
23
24
25
26
27
28
29
30
31
33
35
36
37
38
39
38-i
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321

POTABLE WATER
The potable water system supplies water
from the water tank through a distribution
system. Potable water is supplied to water
faucets in the galleys and lavatories
located in the front and rear of the cabin.
The system also supplies potable water to
the water heaters which are located below
the lavatory washbasins. The potable
water system includes these subsystems:
- Water Storage,
- Distribution,
- Quantity Indicating,
- Water Draining,
- Air Supply System,
- Potable Water Ice Protection,
- Drain System Ice Protection.
Storage
A tank is used to store potable water in the
aircraft. The potable water tank is installed
in the right hand pressurized underfloor
area behind the forward cargo compartment. Air (which is tapped from the bleed
air cross-feed line) pressurizes the tank.
An indication system monitors the quantity of water in the tank.
The tank is made of Glassfiber Reinforced
Plastic (GFRP). It is strengthened to
accept the rated pressure for the potable
water system (25 to 31 psi). The tank has a
capacity of 53 US gal.
The tank is assembled with:
- an overflow port,
- an installation port for the water contents
quantity transmitter,
- a connection for fill/drain/distribution
plumbing,
- a connection for air pressurization
plumbing.
A fill/drain valve is installed below the
cabin floor in Zone 171. The valve is
attached to the outer left support strut at
STA3158/FR66. Tube assemblies con-
JUN 97
WATER/WASTE
A319/A320

nect the valve to the potable water tank
and to the Potable water service panel.
The fill function of the valve also operates
as a system drain facility. The fill and
drain facilities can be manually selected
on the service panel.
The overflow valve is installed below the
cabin floor in the area of the potable water
tank at STA1536/FR35. The fill and drain
limit switches which are installed on the
potable water service panel operate the
valve.
The potable water system service panel is
located in the left hand lower fuselage,
between FR65 and FR66. The panel has:
- a connection for the ground air pressure
unit,
- a fill/drain port for the potable water,
- the fill/drain control handle,
- a water quantity indicator,
- two control lights for motorized drain
valves,
- the control light for the motorized
overflow valve,
- three limit switches.
When the door of the service panel is
opened, limit switch 5MA switches on the
quantity indicating system.
When the control handle is selected to the
DRAIN position it operates:
- the fill/drain valve,
- a limit switch.
The limit switch then operates:
- two motorized drain valves,
- the motorized overflow valve.
FILL position the limit switch operates the
overflow valve.
Placards are installed adjacent to all the
service panel connections and the fill/
drain control handle to identify their operation.
38-1
POTABLE WATER
The potable water system supplies water
from the water tank through a distribution
system. Potable water is supplied to water
faucets in the galleys and lavatories
located in the front and rear of the cabin.
The system also supplies potable water to
the water heaters which are located below
the lavatory washbasins. The potable
water system includes these subsystems:
- Water Storage,
- Distribution,
- Quantity Indicating,
- Water Draining,
- Air Supply System,
- Potable Water Ice Protection,
- Drain System Ice Protection.
Storage
A tank is used to store potable water in the
aircraft. The potable water tank is installed
in the right hand pressurized underfloor
area behind the forward cargo compartment. Air (which is tapped from the bleed
air cross-feed line) pressurizes the tank.
An indication system monitors the quantity of water in the tank.
The tank is made of Glassfiber Reinforced
Plastic (GFRP). It is strengthened to
accept the rated pressure for the potable
water system (25 to 31 psi). The tank has a
capacity of 53 US gal.
The tank is assembled with:
- an overflow port,
- an installation port for the water contents
quantity transmitter,
- a connection for fill/drain/distribution
plumbing,
- a connection for air pressurization
plumbing.
A fill/drain valve is installed below the
cabin floor in Zone 171. The valve is
attached to the outer left support strut at
STA3158/FR66. Tube assemblies con-
JUN 97
nect the valve to the potable water tank

and to the Potable water service panel.
The fill function of the valve also operates
as a system drain facility. The fill and
drain facilities can be manually selected
on the service panel.
The overflow valve is installed below the
cabin floor in the area of the potable water
tank at STA1536/FR35. The fill and drain
limit switches which are installed on the
potable water service panel operate the
valve.
The potable water system service panel is
located in the left hand lower fuselage,
between FR65 and FR66. The panel has:
- a connection for the ground air pressure
unit,
- a fill/drain port for the potable water,
- the fill/drain control handle,
- a water quantity indicator,
- two control lights for motorized drain
valves,
- the control light for the motorized
overflow valve,
- three limit switches.
When the door of the service panel is
opened, limit switch 5MA switches on the
DRAIN position it operates:
- the fill/drain valve,
- a limit switch.
The limit switch then operates:
- two motorized drain valves,
- the motorized overflow valve.
FILL position the limit switch operates the
overflow valve.
Placards are installed adjacent to all the
service panel connections and the fill/
drain control handle to identify their operation.
38-1
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/A321
Potable Water System - Schematic (A319)
38-2
A319/A320
WATER/WASTE
JUN 97
38-2
JUN 97
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JUN 97
A319/A320
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38-3
JUN 97
38-3
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Distribution
Potable water from the water tank is supplied through a system of distribution
lines. Routing for the distribution lines to
the front and rear galleys and lavatories is
below the passenger compartment floor. A
part of the forward distribution line to the
front service goes through hose, for added
protection.
The potable water distribution lines are
insulated and electrically heated to prevent ice formation in the lines. A water filter and a non return valve are installed in
each lavatory. For access to the water filter for servicing, remove the toilet paper
holder assembly.
Mechanically or electrically operated
valves control the supply of the potable
water system. Compressed air is used to
pressurize the system to supply water
from the tank to the necessary service
locations. Compressed air is tapped from
the crossfeed line of the engine bleed air
and is connected to the water tank air
inlet.
38-4
WATER/WASTE
A319/A320

The water faucets have a self venting mixing valve, push knob, and spout. The mixing valve includes a time delay device and
is connected to the hot (water heater) and
the cold water supply lines. The push knob
is installed on the mixing valve and
includes hot (red) and cold (blue) water
identification and selection arrows. Hot
water, mixed flow, or cold water is available when light pressure is applied to the
push knob. Water flow will stop automatically after release of the push knob and
completion of the mixing valve time delay
sequence.
The manual shut off valve isolates the
water faucet and the toilet from the potable water distribution system when closed.
The normal position for the valve is the
OPEN position. The shut off valve is
installed under the toilet shroud. Access to
the valve is through the access panel at the
front of the shroud.
JUN 97
Distribution
Potable water from the water tank is supplied through a system of distribution
lines. Routing for the distribution lines to
the front and rear galleys and lavatories is
below the passenger compartment floor. A
part of the forward distribution line to the
front service goes through hose, for added
protection.
The potable water distribution lines are
insulated and electrically heated to prevent ice formation in the lines. A water filter and a non return valve are installed in
each lavatory. For access to the water filter for servicing, remove the toilet paper
holder assembly.
Mechanically or electrically operated
valves control the supply of the potable
water system. Compressed air is used to
pressurize the system to supply water
from the tank to the necessary service
locations. Compressed air is tapped from
the crossfeed line of the engine bleed air
and is connected to the water tank air
inlet.
38-4
The water faucets have a self venting mixing valve, push knob, and spout. The mixing valve includes a time delay device and
is connected to the hot (water heater) and
the cold water supply lines. The push knob
is installed on the mixing valve and
includes hot (red) and cold (blue) water
identification and selection arrows. Hot
water, mixed flow, or cold water is available when light pressure is applied to the
push knob. Water flow will stop automatically after release of the push knob and
completion of the mixing valve time delay
sequence.
The manual shut off valve isolates the
water faucet and the toilet from the potable water distribution system when closed.
The normal position for the valve is the
OPEN position. The shut off valve is
installed under the toilet shroud. Access to
the valve is through the access panel at the
front of the shroud.
JUN 97
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The water heater is installed under the
washbasin inside the sanitary unit cabinet.
The potable water supply line is connected
to the heater inlet and the outlet is connected to the water faucet. The water
heater has a capacity of 0.4 US gal, the
maximum quantity of water that can be
heated at one time. The water heater ON/
OFF switch is found on the top of the unit.
Setting the ON/OFF switch to ON causes
the water heating element to energize.
When the water heats to a set temperature,
a thermostat opens to remove the electrical
power from the heating element. When the
water temperature drops (normal heat
decrease or as cold water replaces used hot
water) the thermostat closes to energize
the heating element again. This sequence
continues for as long as the water temperature changes and the ON/OFF switch is set
to ON.
The the thermostat is set to open (heater
turns off) when the water temperature
increases to 118.4F (48C). It is set to
close (heater turns on) when the temperature decreases to 113F (45C). An overtemperature safety device which has a
temperature range of 131.0 (53C) to
149.0F (65C) protects the heating element.
JUN 97
WATER/WASTE
A319/A320

The water heater safety device is a circuit
breaker which can be reset. The reset is on
the top portion of the heater (under a
cover).
A water filter is installed in each lavatory
and has a housing and a disposable cartridge. The filter is installed between the
potable water shut-off valve and the water
heater. The water filter cleans the water in
the lavatory to drinking water quality.
A non return valve is installed between the
inlet and outlet line of each filter. It
ensures that the water flows first through
the filter before it goes to the lavatory system.
During water draining, the non return
valve provides a path for the filter, heater,
and faucet lines to drain overboard.
38-5
The water heater is installed under the

washbasin inside the sanitary unit cabinet.
The potable water supply line is connected
to the heater inlet and the outlet is connected to the water faucet. The water
heater has a capacity of 0.4 US gal, the
maximum quantity of water that can be
heated at one time. The water heater ON/
OFF switch is found on the top of the unit.
Setting the ON/OFF switch to ON causes
the water heating element to energize.
When the water heats to a set temperature,
a thermostat opens to remove the electrical
power from the heating element. When the
water temperature drops (normal heat
decrease or as cold water replaces used hot
water) the thermostat closes to energize
the heating element again. This sequence
continues for as long as the water temperature changes and the ON/OFF switch is set
to ON.
The the thermostat is set to open (heater
turns off) when the water temperature
increases to 118.4F (48C). It is set to
close (heater turns on) when the temperature decreases to 113F (45C). An overtemperature safety device which has a
temperature range of 131.0 (53C) to
149.0F (65C) protects the heating element.
JUN 97
The water heater safety device is a circuit

breaker which can be reset. The reset is on
the top portion of the heater (under a
cover).
A water filter is installed in each lavatory
and has a housing and a disposable cartridge. The filter is installed between the
potable water shut-off valve and the water
heater. The water filter cleans the water in
the lavatory to drinking water quality.
A non return valve is installed between the
inlet and outlet line of each filter. It
ensures that the water flows first through
the filter before it goes to the lavatory system.
During water draining, the non return
valve provides a path for the filter, heater,
and faucet lines to drain overboard.
38-5
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/A321
Potable Water Distribution Schematic (A319)
38-6
A319/A320
WATER/WASTE
JUN 97
38-6
JUN 97
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WATER/WASTE
A319/A320 /A321

JUN 97
A319/A320
WATER/WASTE

38-7
JUN 97
38-7
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/A321

Quantity Indicating
The quantity indicating system gives a
visual indication of how much water is
available in the potable water tank. The
indicating system is installed to assist the
ground and cabin service personnel.
The water quantity transmitter is installed
in the water tank and monitors the volume
of water in the tank.
The service door operates a microswitch
which controls the power supply to the
The light emitting diode (LED) indicator
on the forward attendant panel shows the
water tank contents in percentage of volume.
The circuit breaker gives electrical protection to the quantity indicating system circuit.
The full indicator light on the potable
water service panel will come on when the
water tank is full.
The quantity transmitter operates as a
variable capacitor and uses the water in
the tank as the variable component. Any
increase of water in the tank increases the
output signal, any decrease in water
decreases the output signal.
The two quantity indicators are supplied
with transmitter output signals. The signals to the service panel indicator move a
pointer over a scale calibrated in increments of volume. The signals to the forward attendant panel LED indicator show
the percentage of volume if the panel
push-button is pressed.
38-8
WATER/WASTE
A319/A320

The transmitter also has a low level switch
which opens when the water tank contents
drop to a set level. When the low level
switch opens it disconnects the electrical
supply to the water heaters in the lavatories.
The transmitter also has a high level
switch which controls the operation of a
relay to close the fill/drain valve. The high
level switch will de-energize the relay to
stop the filling procedure when the tank is
full. A microswitch closes to energize the
indicating system when the service door is
opened for ground servicing. The same
microswitch isolates (shuts down) the
closed again. A membrane switch, identified by "IND ON", is installed an the forward attendant panel. When pushed, the
membrane switch overrides the service
door microswitch and provides water
quantity indication on the forward attendant panel.
JUN 97
Quantity Indicating
The quantity indicating system gives a
visual indication of how much water is
available in the potable water tank. The
indicating system is installed to assist the
ground and cabin service personnel.
The water quantity transmitter is installed
in the water tank and monitors the volume
of water in the tank.
The service door operates a microswitch
which controls the power supply to the
The light emitting diode (LED) indicator
on the forward attendant panel shows the
water tank contents in percentage of volume.
The circuit breaker gives electrical protection to the quantity indicating system circuit.
The full indicator light on the potable
water service panel will come on when the
water tank is full.
The quantity transmitter operates as a
variable capacitor and uses the water in
the tank as the variable component. Any
increase of water in the tank increases the
output signal, any decrease in water
decreases the output signal.
The two quantity indicators are supplied
with transmitter output signals. The signals to the service panel indicator move a
pointer over a scale calibrated in increments of volume. The signals to the forward attendant panel LED indicator show
the percentage of volume if the panel
push-button is pressed.
38-8
The transmitter also has a low level switch

which opens when the water tank contents
drop to a set level. When the low level
switch opens it disconnects the electrical
supply to the water heaters in the lavatories.
The transmitter also has a high level
switch which controls the operation of a
relay to close the fill/drain valve. The high
level switch will de-energize the relay to
stop the filling procedure when the tank is
full. A microswitch closes to energize the
opened for ground servicing. The same
microswitch isolates (shuts down) the
closed again. A membrane switch, identified by "IND ON", is installed an the forward attendant panel. When pushed, the
membrane switch overrides the service
door microswitch and provides water
quantity indication on the forward attendant panel.
JUN 97
UNITED AIRLINES
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WATER/WASTE
A319/A320 /A321
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Quantity Indicating System Electrical Schematic (A319)

JUN 97
A319/A320
38-9
JUN 97
38-9
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WATER/WASTE
38-10
A319/A320
JUN 97
38-10
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Water Draining
The drain system provides the ability to
drain the water from the potable water
system. Three drain valves and drain ports
are installed in the potable water system.
One drain valve drains the potable water
tank and the center section of the potable
water distribution system. A second
motorized drain valve drains the systems
front section (lavatory and galley).
A third motorized fill/drain valve drains
the systems rear section (lavatories and
galley). The fill/drain control handle

which is located on the potable water service panel opens the fill/drain valve. A
limit switch is energized to operate the
related overflow and drain valves. The
overflow valve opens to let air into the
potable water tank.
NOTE: The overflow valve on the A319
has been incorporated into the fill/drain
valve assembly. There is only a drain
valve in the forward fuselage.
Water Draining
The drain system provides the ability to
drain the water from the potable water
system. Three drain valves and drain ports
are installed in the potable water system.
One drain valve drains the potable water
tank and the center section of the potable
water distribution system. A second
motorized drain valve drains the systems
front section (lavatory and galley).
A third motorized fill/drain valve drains
the systems rear section (lavatories and
galley). The fill/drain control handle
which is located on the potable water service panel opens the fill/drain valve. A
limit switch is energized to operate the
related overflow and drain valves. The
overflow valve opens to let air into the
potable water tank.
NOTE: The overflow valve on the A319
has been incorporated into the fill/drain
valve assembly. There is only a drain
valve in the forward fuselage.
Water Draining - Electrical Schematic (A319)
38-12
A319/A320
WATER/WASTE
JUN 97
38-12
JUN 97
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JUN 97
A319/A320
WATER/WASTE

38-13
JUN 97
38-13
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WASTE DISPOSAL
The sub-systems of the waste disposal
system which discard waste products and
fluids from the galleys and the lavatories
are:
- the toilet system,
- the waste water drain system.
The toilet system removes waste from the
toilet bowl through a vacuum drain to an
underfloor waste holding tank.
The system uses potable water from the
aircraft pressurized water system to flush
the toilet.
During ground service, the waste holding
tank is emptied, cleaned and filled with a
small quantity of sanitary fluid.
The waste water drain system discards
waste water from the lavatory washbasins
and the sinks of the galleys through the
aircraft heated drainmasts.
Toilet System
the toilet. A vacuum drain removes waste
from the toilet bowl to a underfloor waste
holding tank. An electronic vacuum system controller regulates the operation of
the system and related electronic components.
The toilet system is divided into:
- the cabin installation,
- the cabin underfloor installation.
The cabin installation has a single toilet
assembly in each lavatory. The cabin
underfloor installation has:
- a waste holding tank assembly,
- a liquid level transmitter (tank mounted),
- a liquid level sensor (tank mounted),
- a vacuum generator,
- A Vacuum System Controller (VSC),
- a check valve (vacuum pressure),
- an altitude pressure switch,
- check valves (installed on both waste
tank rinse lines),
38-14
WATER/WASTE
A319/A320

- a waste drain valve,
- a waste service panel,
- the pipelines (overfloor and underfloor).
The toilet assembly has a Flush Control
Unit (FCU) which controls its operation.
Potable water from the aircraft pressurized
water system from 25 psi to 31 psi is used
to remove waste from the toilet bowl. Differential pressure between the cabin and
waste tank moves water and waste from
the bowl to the waste holding tank.
The time and sequence of the different
components is controlled through the
Flush Control Unit, which controls the toilet flush cycle. The FCU bite monitors the
water valve, flush valve, and internal control circuitry. If a fault is detected, it is
transmitted to the vacuum system controller.
The flush cycle starts when the flush
switch is pushed and the FCU starts the
flush sequence as follows:
- the inhibit mode checks the system and
inhibits the next flush cycle of the other
toilets for approximately 15 seconds,
- the vacuum generator starts to operate
after the operation of the flush switch,
and stays on for approximately 13
seconds creating a vacuum in the waste
tank,
- the water valve opens 2 seconds after
operation of the flush switch and stays
open for 2 seconds.
In this time the toilet bowl is rinsed.
- the flush valve opens 2 seconds after
operation of the flush switch and it stays
open for 4 seconds.
Differential pressure now moves the waste
material from the toilet bowl to the waste
holding tank. Above 16,000 ft the vacuum
generator does not operate. Since the tank
is vented to atmospheric pressure, cabin
differential pressure moves waste material
to the tank.
JUN 97
WASTE DISPOSAL
The sub-systems of the waste disposal
system which discard waste products and
fluids from the galleys and the lavatories
are:
- the toilet system,
- the waste water drain system.
The toilet system removes waste from the
toilet bowl through a vacuum drain to an
underfloor waste holding tank.
the toilet.
During ground service, the waste holding
tank is emptied, cleaned and filled with a
small quantity of sanitary fluid.
The waste water drain system discards
waste water from the lavatory washbasins
and the sinks of the galleys through the
aircraft heated drainmasts.
Toilet System
the toilet. A vacuum drain removes waste
from the toilet bowl to a underfloor waste
holding tank. An electronic vacuum system controller regulates the operation of
the system and related electronic components.
The toilet system is divided into:
- the cabin installation,
- the cabin underfloor installation.
The cabin installation has a single toilet
assembly in each lavatory. The cabin
underfloor installation has:
- a waste holding tank assembly,
- a liquid level transmitter (tank mounted),
- a liquid level sensor (tank mounted),
- a vacuum generator,
- A Vacuum System Controller (VSC),
- a check valve (vacuum pressure),
- an altitude pressure switch,
- check valves (installed on both waste
tank rinse lines),
38-14
- a waste drain valve,

- a waste service panel,
- the pipelines (overfloor and underfloor).
The toilet assembly has a Flush Control
Unit (FCU) which controls its operation.
Potable water from the aircraft pressurized
water system from 25 psi to 31 psi is used
to remove waste from the toilet bowl. Differential pressure between the cabin and
waste tank moves water and waste from
the bowl to the waste holding tank.
The time and sequence of the different
components is controlled through the
Flush Control Unit, which controls the toilet flush cycle. The FCU bite monitors the
water valve, flush valve, and internal control circuitry. If a fault is detected, it is
transmitted to the vacuum system controller.
The flush cycle starts when the flush
switch is pushed and the FCU starts the
flush sequence as follows:
- the inhibit mode checks the system and
inhibits the next flush cycle of the other
toilets for approximately 15 seconds,
- the vacuum generator starts to operate
after the operation of the flush switch,
and stays on for approximately 13
seconds creating a vacuum in the waste
tank,
- the water valve opens 2 seconds after
operation of the flush switch and stays
open for 2 seconds.
In this time the toilet bowl is rinsed.
- the flush valve opens 2 seconds after
operation of the flush switch and it stays
open for 4 seconds.
Differential pressure now moves the waste
material from the toilet bowl to the waste
holding tank. Above 16,000 ft the vacuum
generator does not operate. Since the tank
is vented to atmospheric pressure, cabin
differential pressure moves waste material
to the tank.
JUN 97
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WATER/WASTE
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Vacuum System Toilet Schematic

JUN 97
A319/A320
WATER/WASTE
Vacuum System Toilet Schematic

38-15
JUN 97
38-15
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The BITE of the Flush Control Unit finds
faults of the:
- water valve solenoid,
- flush valve motor,
- flush valve (valve open),
- flush valve (valve closed),
- Flush Control Unit.
NOTE: Faults found are transmitted
from BITE to the Vacuum System Controller.
The vacuum generator is connected to the
aircraft power circuit through the motor
starting relay. The generator operates:
- at ground level and up to an altitude of
16,000 ft (the altitude pressure switch
stays closed and it sends an electrical
signal to the vacuum system controller
to operate the vacuum generator),
- when the toilet flush switch is operated
(the Flush Control Unit sends an
electrical signal to the Vacuum System
Controller which starts the motor
starting relay which supplies power to
the vacuum generator).
NOTE: After 15 seconds the motor
start relay is isolated and electrical
power to the generator is stopped.
The altitude pressure switch is connected
electrically to the vacuum system controller. The switch operates:
- at ground level and altitudes up to
16,000 ft (+700 ft -0 ft) the altitude
pressure switch stays closed,
- above 16,000 ft (+700 ft -0 ft) the
altitude pressure switch stays open,
- during altitude descent the switch closes
at 12,000 ft (-0 ft).
When the switch is open or closed it sends
an electrical signal to the Vacuum System
Controller.
38-16
WATER/WASTE
A319/A320

The Vacuum System Controller (VSC)
monitors the thermal switch circuit (overheat protection) of the vacuum generator.
When an overheat occurs the thermal
switch opens. This sends an electrical signal to the VSC and stops electrical power
to the vacuum generator.
A landing gear (LG) signal is used as a
back up for other primary indications. In
general a single LG fault will have no
effect on the vacuum waste system.
The VSC will not generate a fault message
if the LG signal is faulty, because the VSC
BITE does not control the LG signal.
The liquid level transmitter gives the
waste content level of the waste holding
tank from empty to full. It measures the
hydrostatic pressure of the water head.
The transmitter is connected electrically to
the Vacuum System Controller (VSC).
It gives the VSC an analog signal for the
waste content of the tank. The VSC calculates and transmits the signal to the Forward Attendant Panel (FAP) for waste
quantity indication. When the VSC
receives a tank full signal, it shuts down
the toilet systems and the SYSTEM INOP
legend on the FAP comes on.
There is aslo a liquid level sensor which is
an ultrasonic type sensor. It is connected
electrically to the VSC. When the waste
holding tank content level is at full, the
sensor sends a signal to the VSC. When
the VSC receives a tank full signal, it
shuts down the toilet systems. The SYSTEM INOP legend on the FAP comes on.
NOTE: The liquid level sensor operates
independently of the liquid level transmitter.
JUN 97
The BITE of the Flush Control Unit finds

faults of the:
- water valve solenoid,
- flush valve motor,
- flush valve (valve open),
- flush valve (valve closed),
- Flush Control Unit.
NOTE: Faults found are transmitted
from BITE to the Vacuum System Controller.
The vacuum generator is connected to the
aircraft power circuit through the motor
starting relay. The generator operates:
- at ground level and up to an altitude of
16,000 ft (the altitude pressure switch
stays closed and it sends an electrical
signal to the vacuum system controller
to operate the vacuum generator),
- when the toilet flush switch is operated
(the Flush Control Unit sends an
electrical signal to the Vacuum System
Controller which starts the motor
starting relay which supplies power to
the vacuum generator).
NOTE: After 15 seconds the motor
start relay is isolated and electrical
power to the generator is stopped.
The altitude pressure switch is connected
electrically to the vacuum system controller. The switch operates:
- at ground level and altitudes up to
16,000 ft (+700 ft -0 ft) the altitude
pressure switch stays closed,
- above 16,000 ft (+700 ft -0 ft) the
altitude pressure switch stays open,
- during altitude descent the switch closes
at 12,000 ft (-0 ft).
When the switch is open or closed it sends
an electrical signal to the Vacuum System
Controller.
38-16
The Vacuum System Controller (VSC)

monitors the thermal switch circuit (overheat protection) of the vacuum generator.
When an overheat occurs the thermal
switch opens. This sends an electrical signal to the VSC and stops electrical power
to the vacuum generator.
A landing gear (LG) signal is used as a
back up for other primary indications. In
general a single LG fault will have no
effect on the vacuum waste system.
The VSC will not generate a fault message
if the LG signal is faulty, because the VSC
BITE does not control the LG signal.
The liquid level transmitter gives the
waste content level of the waste holding
tank from empty to full. It measures the
hydrostatic pressure of the water head.
The transmitter is connected electrically to
the Vacuum System Controller (VSC).
It gives the VSC an analog signal for the
waste content of the tank. The VSC calculates and transmits the signal to the Forward Attendant Panel (FAP) for waste
quantity indication. When the VSC
receives a tank full signal, it shuts down
the toilet systems and the SYSTEM INOP
legend on the FAP comes on.
There is aslo a liquid level sensor which is
an ultrasonic type sensor. It is connected
electrically to the VSC. When the waste
holding tank content level is at full, the
sensor sends a signal to the VSC. When
the VSC receives a tank full signal, it
shuts down the toilet systems. The SYSTEM INOP legend on the FAP comes on.
NOTE: The liquid level sensor operates
independently of the liquid level transmitter.
JUN 97
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Vacuum System Controller (VSC) functions are:
- system control and monitoring,
- fault reporting.
The VSC calculates and transmits signals
to the FAP to indicate the waste tank levels to report system defects.

The VSC also signals the system defects
to the ARINC 429 data bus which is connected to the Centralized Fault Display
System (CFDS).
Vacuum System Controller (VSC) functions are:

- system control and monitoring,
- fault reporting.
The VSC calculates and transmits signals
to the FAP to indicate the waste tank levels to report system defects.
The VSC also signals the system defects

to the ARINC 429 data bus which is connected to the Centralized Fault Display
System (CFDS).
Vacuum System Controller Schematic
Vacuum System Controller Schematic

JUN 97
A319/A320
WATER/WASTE
38-17
JUN 97
38-17
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Waste Water Drain
The waste water drain system disposes of
the waste water from the lavatory washbasins and the galley sinks.
The system has:
- washbasin drain assemblies in the
lavatories and galleys,
- drain valves in the sanitary unit cabinets,
- drain lines and the heated drain masts.
The lavatory washbasins have a drain
valve assembly (which is installed in the
bottom of the fuselage) for the drainage of
the waste water. The drain valve has a
valve body with connections for drain
lines and the sink overflow line. A control
cable connects a poppet to a control knob
on the back of the sink.

Turn the knob to the right to close the
valve and to the left to open the valve.
The drain valves, which are installed in
the drain lines, open only when a certain
amount of water is collected. This prevents a continuous leakage of cabin air.
The pressure differential between the
cabin and the drainmast outlets discards
the waste water through the drainmasts in
flight. Gravity discards the waste water
through the drainmasts on the ground. The
two masts have integrated electrical heating elements to prevent the water from
freezing during high altitude flights or
during cold weather. The heating elements
are connected to the aircraft electrical network.
Waste Water Drain

The waste water drain system disposes of
the waste water from the lavatory washbasins and the galley sinks.
The system has:
- washbasin drain assemblies in the
lavatories and galleys,
- drain valves in the sanitary unit cabinets,
- drain lines and the heated drain masts.
The lavatory washbasins have a drain
valve assembly (which is installed in the
bottom of the fuselage) for the drainage of
the waste water. The drain valve has a
valve body with connections for drain
lines and the sink overflow line. A control
cable connects a poppet to a control knob
on the back of the sink.
Turn the knob to the right to close the

valve and to the left to open the valve.
The drain valves, which are installed in
the drain lines, open only when a certain
amount of water is collected. This prevents a continuous leakage of cabin air.
The pressure differential between the
cabin and the drainmast outlets discards
the waste water through the drainmasts in
flight. Gravity discards the waste water
through the drainmasts on the ground. The
two masts have integrated electrical heating elements to prevent the water from
freezing during high altitude flights or
during cold weather. The heating elements
are connected to the aircraft electrical network.
Waste Water Drain
Waste Water Drain
38-18
A319/A320
WATER/WASTE
JUN 97
38-18
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321

AIR SUPPLY SYSTEM
Air pressure is used to pressurize the potable water system. The air is supplied from
the engine bleed air system, the Auxiliary
Power Unit (APU), or the ground pressure
connection.
NOTE: UAL aircraft are modified with
the addition of an electrical compressor
in the potable water tank air supply
line.
Located in the compressed air line are:
- a shuttle valve that directs the
pressurized air (air is supplied from the
bleed air crossfeed line or from the
ground pressure connection),
- a check valve that lets compressed air
flow only in the direction of the water
tank,
- a pressure reducing and relief valve that
reduces the compressed air pressure to
the system working pressure (if pressure
is too high, the valve releases the air).
On the potable water service panel there is
a ground pressure connection to pressurize
the water system when the engines or the
APU are not operating.
Compressed air (irrespective of the source
which supplies it) flows from the shuttle
valve to the potable water tank. The air
flows through the air filter, the check
valve and the pressure reducing/relief
valve to the potable water tank.
The air filter removes all unwanted materials which are in the compressed air.
The check valve is installed between the
pressure reducing/relief valve and the air
filter. It lets the compressed air flow in the
direction of the water tank only.
JUN 97
WATER/WASTE
A319/A320

The pressure reducing/relief valve reduces
the air pressure from a normal pneumatic
system pressure of 41 to 47 psi down to
25.4 to 28.0 psi. The pressure relief valve
will open at 32.1 to 36.0 psi.
Air Compressor Boost System
The air compressor boost system supplies
compressed air to the potable water tank.
The system operates independently from
the bleed air sysem of the aircraft and the
ground air supply. The system consists of
a:
- a pressure switch,
- an inline filter,
- a check valve,
- a control relay.
The electric compressor is supplied with
115VAC 400HZ from AC BUS 2. The
115 VAC is controlled through a relay
(9003MD) which is powered from the
28VDC GND/FLIGHT BUS.
When the aircraft is on the ground,
28VDC is available to the pressure switch
if the potable water service panel door
171AL is closed. If the potable water tank
pressure drops below 25psi, the pressure
switch energizes the relay, starting the
compressor. This cycle will occur when
the APU or engines are not available to
provide bleed pressure. The pressure
switch will de-energize the control relay
once the pressure reaches 31psi.
NOTE: A320 potable water compressor
shown. A319 installation is slightly different due to the relocation of the potable water tank.
38-19
AIR SUPPLY SYSTEM

Air pressure is used to pressurize the potable water system. The air is supplied from
the engine bleed air system, the Auxiliary
Power Unit (APU), or the ground pressure
connection.
NOTE: UAL aircraft are modified with
the addition of an electrical compressor
in the potable water tank air supply
line.
Located in the compressed air line are:
- a shuttle valve that directs the
pressurized air (air is supplied from the
bleed air crossfeed line or from the
ground pressure connection),
- a check valve that lets compressed air
flow only in the direction of the water
tank,
- a pressure reducing and relief valve that
reduces the compressed air pressure to
the system working pressure (if pressure
is too high, the valve releases the air).
On the potable water service panel there is
a ground pressure connection to pressurize
the water system when the engines or the
APU are not operating.
Compressed air (irrespective of the source
which supplies it) flows from the shuttle
valve to the potable water tank. The air
flows through the air filter, the check
valve and the pressure reducing/relief
valve to the potable water tank.
The air filter removes all unwanted materials which are in the compressed air.
The check valve is installed between the
pressure reducing/relief valve and the air
filter. It lets the compressed air flow in the
direction of the water tank only.
JUN 97
The pressure reducing/relief valve reduces

the air pressure from a normal pneumatic
system pressure of 41 to 47 psi down to
25.4 to 28.0 psi. The pressure relief valve
will open at 32.1 to 36.0 psi.
Air Compressor Boost System
The air compressor boost system supplies
compressed air to the potable water tank.
The system operates independently from
the bleed air sysem of the aircraft and the
ground air supply. The system consists of
a:
- a pressure switch,
- an inline filter,
- a check valve,
- a control relay.
The electric compressor is supplied with
115VAC 400HZ from AC BUS 2. The
115 VAC is controlled through a relay
(9003MD) which is powered from the
28VDC GND/FLIGHT BUS.
When the aircraft is on the ground,
28VDC is available to the pressure switch
if the potable water service panel door
171AL is closed. If the potable water tank
pressure drops below 25psi, the pressure
switch energizes the relay, starting the
compressor. This cycle will occur when
the APU or engines are not available to
provide bleed pressure. The pressure
switch will de-energize the control relay
once the pressure reaches 31psi.
NOTE: A320 potable water compressor
shown. A319 installation is slightly different due to the relocation of the potable water tank.
38-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
Pressurized Water System Schematic
Pressurized Water System Schematic
38-20
A319/A320
WATER/WASTE
JUN 97
38-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
Air Compressor Electrical Supply
Air Compressor Electrical Supply

JUN 97
A319/A320
WATER/WASTE
38-21
JUN 97
38-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
WATER/WASTE
POTABLE WATER SERVICE PANEL

Location: Underside of Rear Fuselage
POTABLE WATER SERVICE PANEL

CONTROL LIGHTS
- For FORWARD DRAIN VALVE,
TANK DRAIN VALVE, and
OVERFLOW VALVE, come on
when valve is open.
- For TANK FULL, comes on when
tank is full.
DOOR MICROSWITCH
With door open, activates quantity
indicating system. Memebrane
switch
on
FAP
overrides
microswitch.
WATER QUANTITY
INDICATOR
Shows water quantity in
potable water tank.
FILL/DRAIN CONTROL
HANDLE
FILL - Mechanically opens
fill/drain valve and electrically opens overflow valve.
AIR VALVE
Used to pressurize tank when normal
air source is not available.
NORMAL - Closes valves.
FILL FITTING
Used to fill tank with water.
DOOR MICROSWITCH
With door open, activates quantity
indicating system. Memebrane
switch
on
FAP
overrides
microswitch.
WATER QUANTITY
INDICATOR
Shows water quantity in
potable water tank.
FILL/DRAIN CONTROL
HANDLE
FILL - Mechanically opens
fill/drain valve and electrically opens overflow valve.
AIR VALVE
Used to pressurize tank when normal
air source is not available.
NORMAL - Closes valves.
FILL FITTING
Used to fill tank with water.
DRAIN - Mechanically opens

fill/drain valve and electrically opens overflow and
drain valves.
DRAIN - Mechanically opens

fill/drain valve and electrically opens overflow and
drain valves.
38-22
CONTROL LIGHTS
- For FORWARD DRAIN VALVE,
TANK DRAIN VALVE, and
OVERFLOW VALVE, come on
when valve is open.
- For TANK FULL, comes on when
tank is full.
A319/A320
JUN 97
38-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
WATER AND WASTE QUANTITY

INDICATIONS
LOCATION: Forward Attendant Panel
IND ON Push-button
Activates water and waste indications
JUN 97
A319/A320
WATER AND WASTE QUANTITY

INDICATIONS
LOCATION: Forward Attendant Panel
SYSTEM INOP Light

Comes on when waste tank is full or in
case of vacuum generator failure. Comes
on when service door is open.
WATER/WASTE
IND ON Push-button
Activates water and waste indications
LAV INOP Light

Comes on when related toilet Flush
Control Unit fails. Associated toilet
operation stops.
38-23
SYSTEM INOP Light

Comes on when waste tank is full or in
case of vacuum generator failure. Comes
on when service door is open.
JUN 97
LAV INOP Light

Comes on when related toilet Flush
Control Unit fails. Associated toilet
operation stops.
38-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
WASTE TANK SERVICE PANEL

DRAIN VALVE
CONTROL HANDLE
Mechanically opens ball type waste
drain valve.
TOILET DRAIN CONNECTION

Accepts hose for draining waste
from tank.
FILL AND RINS

CONNECTION
Accepts hose for waste tank rinse
and waste tank preservice.
DOOR LIMIT SWITCH

If landing gear indicates GROUND
and door limit switch indicates
OPEN, all toilet operations stop and
all flush signals are ignored. SYSTEM INOP light is switched on at the
Forward Attendant Panel.
38-24
A319/A320
WASTE TANK SERVICE PANEL

WASTE QUANTITY
INDICATOR
Shows waste quantity in tank.
WATER/WASTE
JUN 97
DRAIN VALVE
CONTROL HANDLE
Mechanically opens ball type waste
drain valve.
TOILET DRAIN CONNECTION

Accepts hose for draining waste
from tank.
FILL AND RINS

CONNECTION
Accepts hose for waste tank rinse
and waste tank preservice.
DOOR LIMIT SWITCH

If landing gear indicates GROUND
and door limit switch indicates
OPEN, all toilet operations stop and
all flush signals are ignored. SYSTEM INOP light is switched on at the
Forward Attendant Panel.
WASTE QUANTITY
INDICATOR
Shows waste quantity in tank.
38-24
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
MCDU MENU
CFDS - Toilet System/Report Test
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< AIDS
A319/A320
CFDS - Toilet System/Report Test
< FMGC
WATER/WASTE
< ELEC
< FIRE PROT
< RETURN
INST >
L/G >
NAV >
< AIDS
< CFDS
RETURN >
< ELEC
< FIRE PROT
< RETURN
NEXT
PAGE
CFDS MENU
< LAST LEGS REPORT
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
INST >
L/G >
NAV >
NEXT
PAGE

< PNEU
< APU
CFDS MENU
ENG >
TOILET >
< LAST LEGS REPORT

< AVIONICS STATUS


< PNEU
< APU
ENG >
TOILET >
< AVIONICS STATUS

TOILET SYS
TOILET SYS
< LAST LEG REPORT

< CLASS 3 FAULTS
< LAST LEG REPORT

< CLASS 3 FAULTS
< RETURN
< RETURN
38MCDU01
38MCDU01
JUN 97
38-25
JUN 97
38-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
A319/A320
WATER/WASTE
CFDS - Toilet System Menu
CFDS - Toilet System Menu
TOILET SYS
TOILET SYS
< LAST LEG REPORT

< CLASS 3 FAULTS
PRINT >
< RETURN
< LAST LEG REPORT

< CLASS 3 FAULTS
PRINT >
< RETURN
TOILET SYS

F-XXX
TOILET SYS

F-XXX
LEG DATE GMT ATA

ALT PRESS SW
LEG DATE GMT ATA
02
ALT PRESS SW
SEP09 2310 38-31-69
02
< RETURN
SEP09 2310 38-31-69
PRINT>
< RETURN
TOILET SYS
TOILET SYS
LAST LEG REPORT
GMT
VAC SYS CONTROLLER
1640 38-31-66
< RETURN
PRINT>
PRINT>
LRU IDENTIFICATION
LAST LEG REPORT
GMT
VAC SYS CONTROLLER
1640 38-31-66
< 14404-001
< RETURN
TOILET SYS
TOILET SYS
< VAC SYS CONT
LRU IDENTIFICATION
< VAC SYS CONT

< 14404-001
PRINT>
< RETURN
PRINT>
< RETURN
PRINT>
38MCDU02
38MCDU02
38-26
JUN 97
38-26
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Water Storage System (A319)

JUN 97
A319/A320
WATER/WASTE

38-27
JUN 97
38-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
38-28
A319/A320
WATER/WASTE
JUN 97
38-28
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Water Heater and Water Shutoff Valve

JUN 97
A319/A320
WATER/WASTE
Water Heater and Water Shutoff Valve

38-29
JUN 97
38-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Potable Water Draining (A319)
38-30
A319/A320
WATER/WASTE
Potable Water Draining (A319)
JUN 97
38-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Potable Water Draining (A320 - Sheet 1)

JUN 97
A319/A320
WATER/WASTE

38-31
JUN 97
38-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
38-32
A319/A320
WATER/WASTE
JUN 97
38-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
COMPONENT LOCATIONS
WATER/WASTE
COMPONENT LOCATIONS
Toilet System (Sheet 1)

JUN 97
A319/A320

38-33
JUN 97
38-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
COMPONENT LOCATIONS
WATER/WASTE
COMPONENT LOCATIONS
38-34
A319/A320
JUN 97
38-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Waste Water Drain System

JUN 97
A319/A320
WATER/WASTE
Waste Water Drain System

38-35
JUN 97
38-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Air Supply System (A319)
38-36
A319/A320
WATER/WASTE
JUN 97
38-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
WATER/WASTE
38-37
JUN 97
38-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Potable Water Compressor
38-38
A319/A320
WATER/WASTE
Potable Water Compressor
JUN 97
38-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
WATER/WASTE
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Circuit Breaker Panels (Sheet 1)

JUN 97
A319/A320
WATER/WASTE
Circuit Breaker Panels (Sheet 1)

38-39
JUN 97
38-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WATER/WASTE
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Circuit Breaker Panel (Sheet 2)
38-40
A319/A320
WATER/WASTE
Circuit Breaker Panel (Sheet 2)
JUN 97
38-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
APU
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS
APU GENERAL .........................................................................................1

APU Altitudes -Maximum (Feet) .........................................................1
AIR INTAKE SYSTEM .............................................................................2
FUEL SYSTEM ..........................................................................................4
Fuel Distribution ...................................................................................4
Fuel Control Unit (FCU) .......................................................................6
Engine Fuel Schematic .........................................................................7
AIR SYSTEM ..............................................................................................8
Bleed and Surge Air System ..................................................................8
Accessory Cooling Air System..............................................................8
Bleed and Surge Air - Schematic ..........................................................9
OIL SYSTEM...............................................................................................10
Storage and Distribution .......................................................................10
Low Oil Pressure (LOP) and .................................................................11
High Oil Temperature (HOT) ...............................................................11
APU Oil System Schematic ..................................................................11
IGNITION AND STARTING ...................................................................12
Ignition ..................................................................................................13
Ignition System - Schematic .................................................................13
Starting ..................................................................................................14
ENGINE CONTROLS ...............................................................................16
Control and Monitoring ........................................................................17
APU Normal Shutdown ........................................................................18
Automatic Shutdown ............................................................................18
APU Control - Schematic .....................................................................19
Emergency Shutdown ...........................................................................20
APU CONTROL PANEL ..........................................................................21
ECAM APU PAGE .....................................................................................22
CFDS APU MENUS AND REPLIES .......................................................24
COMPONENT LOCATION
Air Intake System .........................................................................................27
APU Fuel System .........................................................................................28
Bleed and Surge Air ......................................................................................29
Accessory Cooling Air .................................................................................30
Oil System ....................................................................................................31
Low Oil Pressure Switch and High Oil Temperature Sensor ........................32
Ignition and Starting .....................................................................................33
APU Control and Monitoring .......................................................................34
APU GENERAL ......................................................................................... 1

APU Altitudes -Maximum (Feet) ......................................................... 1
AIR INTAKE SYSTEM ............................................................................ 2
FUEL SYSTEM .......................................................................................... 4
Fuel Distribution ................................................................................... 4
Fuel Control Unit (FCU) ...................................................................... 6
Engine Fuel Schematic ......................................................................... 7
AIR SYSTEM ............................................................................................. 8
Bleed and Surge Air System.................................................................. 8
Accessory Cooling Air System ............................................................. 8
Bleed and Surge Air - Schematic ......................................................... 9
OIL SYSTEM .............................................................................................. 10
Storage and Distribution ....................................................................... 10
Low Oil Pressure (LOP) and ................................................................ 11
High Oil Temperature (HOT) ............................................................... 11
APU Oil System Schematic .................................................................. 11
IGNITION AND STARTING ................................................................... 12
Ignition ................................................................................................. 13
Ignition System - Schematic ................................................................. 13
Starting ................................................................................................. 14
ENGINE CONTROLS ............................................................................... 16
Control and Monitoring ........................................................................ 17
APU Normal Shutdown ........................................................................ 18
Automatic Shutdown ............................................................................ 18
APU Control - Schematic ..................................................................... 19
Emergency Shutdown ........................................................................... 20
APU CONTROL PANEL .......................................................................... 21
ECAM APU PAGE .................................................................................... 22
CFDS APU MENUS AND REPLIES ....................................................... 24
COMPONENT LOCATION
Air Intake System ......................................................................................... 27
APU Fuel System ......................................................................................... 28
Bleed and Surge Air ..................................................................................... 29
Accessory Cooling Air ................................................................................. 30
Oil System .................................................................................................... 31
Low Oil Pressure Switch and High Oil Temperature Sensor ....................... 32
Ignition and Starting ..................................................................................... 33
APU Control and Monitoring ....................................................................... 34
JUN 97
JUN 97
49-i
49-i
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321

APU GENERAL
The AUXILIARY POWER INTERNATIONAL CORPORATION makes the
gas turbine engine, type APS 3200, which
supplies the auxiliary power. The Auxiliary Power Unit (APU) is installed in the
fuselage tailcone. It operates on the
ground and in flight. It is not essential
equipment and, when not in use, it does
not put any limit on the flight operation or
safety.
An Electronic Control Box (ECB), a
microprocessor based digital unit, controls
and monitors the operation of the APU.
The ECB is installed in the aft cargo compartment between FR58 and FR59. A twoposition push-button MASTER SW and a
push-button START switch, are installed
on the overhead panel 25VU in the flight
deck. These switches give start control of
the APU. The MASTER SW also shuts
the system down manually.

The APU compartment has a fire warning
and extinguishing system. If a fire occurs
in the compartment, indications are given
on the Electronic Centralized Aircraft
Monitoring (ECAM) system. They are
also given on the ENG/APU FIRE panel
20VU on the overhead panel in the flight
deck. The push-button switch on this
panel also starts the manual fire extinguish
procedure. When an emergency shutdown
of the APU system occurs, failure messages are recorded in CFDS.
APU Altitudes -Maximum (Feet)
Start Using Airplane Battery
25,000
Start Using Normal Electric
39,000
Two Pack Operation
15,000
One Pack Operation
20,000
For Engine Starting
20,000
NOTE: APU start capability is
improved below 31,000 feet.
APU GENERAL
The AUXILIARY POWER INTERNATIONAL CORPORATION makes the
gas turbine engine, type APS 3200, which
supplies the auxiliary power. The Auxiliary Power Unit (APU) is installed in the
fuselage tailcone. It operates on the
ground and in flight. It is not essential
equipment and, when not in use, it does
not put any limit on the flight operation or
safety.
An Electronic Control Box (ECB), a
microprocessor based digital unit, controls
and monitors the operation of the APU.
The ECB is installed in the aft cargo compartment between FR58 and FR59. A twoposition push-button MASTER SW and a
push-button START switch, are installed
on the overhead panel 25VU in the flight
deck. These switches give start control of
the APU. The MASTER SW also shuts
the system down manually.
The APU compartment has a fire warning

and extinguishing system. If a fire occurs
in the compartment, indications are given
on the Electronic Centralized Aircraft
Monitoring (ECAM) system. They are
also given on the ENG/APU FIRE panel
20VU on the overhead panel in the flight
deck. The push-button switch on this
panel also starts the manual fire extinguish
procedure. When an emergency shutdown
of the APU system occurs, failure messages are recorded in CFDS.
APU Altitudes -Maximum (Feet)
Start Using Airplane Battery
25,000
Start Using Normal Electric
39,000
Two Pack Operation
15,000
One Pack Operation
20,000
For Engine Starting
20,000
NOTE: APU start capability is
improved below 31,000 feet.
Auxiliary Power Unit
Auxiliary Power Unit

JUN 97
A319/A320
APU
49-1
JUN 97
49-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321

AIR INTAKE SYSTEM
The air intake system supplies ambient air
to the Auxiliary Power Unit (APU) plenum chamber. The system includes:
- a diverter unit which is fixed,
- an air intake housing with an inlet flap
and an actuator,
- an air intake duct with a diffuser and an
elbow.
All the components in the system are
made to give:
- quiet operation,
- low weight,
- minimum flow resistance,
- minimum air inlet distortion.
This permits the air intake to supply sufficient air to the APU during ground or
flight operation conditions. A diverter unit
is installed in front of the air intake. Fluid
gutters behind and parallel to the air intake
are also installed. This arrangement prevents fluids, such as hydraulic fluid, glycol, fuel, oil and water, from flowing
along the fuselage and entering the system.
The diverter is a raised fixed structure on
the underside of the rear fuselage between
frames 76 and 77, in front of the APU air
intake flap. During APU in-flight operation, it increases the ram air recovery and
reduces the boundary layer effect.
The air intake is installed on the bottom of
the fuselage in front of FR80. The air
intake actuator connects with the air
intake flap. It opens and closes the air
intake flap on command signals transmitted from the ECB 59KD.
The air intake flap is closed when the
APU is not in operation.
49-2
APU
A319/A320

The one-piece air intake housing is a sandwich-type assembly. The upper surface
and the sidewalls are made of aluminumhoneycomb with an outer layer of reinforced fiberglass laminate. The upper surface has a sound insulation layer made of a
honeycomb sandwich with an outer layer
of feltmetal. The air intake flap is made of
NOMEX honeycomb with an outer layer
of reinforced fiberglass laminate. The air
intake nose is made of a double-sandwich
of aluminum-honeycomb with an outer
layer of stainless steel. The inner surface
of the air intake has a sound insulation
layer of feltmetal.
The area of the air intake housing, approximately 6 inches in front of the firewall at
FR80, has an outer layer of stainless steel.
This is an extension to the fireproof area.
A flexible fireproof seal is installed at the
interface between the air intake and the air
intake diffuser. This permits movement
between the APU and the air intake.
The diffuser is a sandwich-type construction. The diffuser and the elbow make an
assembly which attaches at three points to
the right access door 316AR. It has four
walls, two sidewalls and an upper and
lower wall made of aluminum honeycomb. It makes a damped resonator-type
muffler. The outer surface of the four
walls has a fireproof layer of stainless
steel. This gives the unit a stable shape.
The inner surfaces of the four walls have a
sound insulation layer of feltmetal. Screws
hold the four walls together and the walls
can be replaced. Two drain points are
installed in the lowest part of the diffuser.
These permit fluids which can collect in
the diffuser to drain.
JUN 97
AIR INTAKE SYSTEM

The air intake system supplies ambient air
to the Auxiliary Power Unit (APU) plenum chamber. The system includes:
- a diverter unit which is fixed,
- an air intake housing with an inlet flap
and an actuator,
- an air intake duct with a diffuser and an
elbow.
All the components in the system are
made to give:
- quiet operation,
- low weight,
- minimum flow resistance,
- minimum air inlet distortion.
This permits the air intake to supply sufficient air to the APU during ground or
flight operation conditions. A diverter unit
is installed in front of the air intake. Fluid
gutters behind and parallel to the air intake
are also installed. This arrangement prevents fluids, such as hydraulic fluid, glycol, fuel, oil and water, from flowing
along the fuselage and entering the system.
The diverter is a raised fixed structure on
the underside of the rear fuselage between
frames 76 and 77, in front of the APU air
intake flap. During APU in-flight operation, it increases the ram air recovery and
reduces the boundary layer effect.
The air intake is installed on the bottom of
the fuselage in front of FR80. The air
intake actuator connects with the air
intake flap. It opens and closes the air
intake flap on command signals transmitted from the ECB 59KD.
The air intake flap is closed when the
APU is not in operation.
49-2
The one-piece air intake housing is a sandwich-type assembly. The upper surface
and the sidewalls are made of aluminumhoneycomb with an outer layer of reinforced fiberglass laminate. The upper surface has a sound insulation layer made of a
honeycomb sandwich with an outer layer
of feltmetal. The air intake flap is made of
NOMEX honeycomb with an outer layer
of reinforced fiberglass laminate. The air
intake nose is made of a double-sandwich
of aluminum-honeycomb with an outer
layer of stainless steel. The inner surface
of the air intake has a sound insulation
layer of feltmetal.
The area of the air intake housing, approximately 6 inches in front of the firewall at
FR80, has an outer layer of stainless steel.
This is an extension to the fireproof area.
A flexible fireproof seal is installed at the
interface between the air intake and the air
intake diffuser. This permits movement
between the APU and the air intake.
The diffuser is a sandwich-type construction. The diffuser and the elbow make an
assembly which attaches at three points to
the right access door 316AR. It has four
walls, two sidewalls and an upper and
lower wall made of aluminum honeycomb. It makes a damped resonator-type
muffler. The outer surface of the four
walls has a fireproof layer of stainless
steel. This gives the unit a stable shape.
The inner surfaces of the four walls have a
sound insulation layer of feltmetal. Screws
hold the four walls together and the walls
can be replaced. Two drain points are
installed in the lowest part of the diffuser.
These permit fluids which can collect in
the diffuser to drain.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321

The elbow is a double-sandwich assembly. Two honeycombs, with a sheet of
stainless steel between them, are bonded
together. The outer surface of the honeycomb has a fireproof layer of stainless
steel which also makes the shape stable.
The inner surface of the honeycomb has a
sound insulation layer of feltmetal. Two
guide vanes, installed in the elbow, ensure
a correct aerodynamic airflow and sound
insulation. Two drain points, one on each
side of the elbow prevent fluids being collected in the elbow. The connection
between the elbow and the diffuser is an
airtight joint. A flexible fireproof seal is
installed at the interface between the
elbow and the APU plenum chamber. This
permits movement between the APU and
the air intake duct.
An electrical linear actuator operates the
air intake flap. The air intake flap actuator
includes:
- a DC motor with brake control,
- two travel limit switches,

- two (flap) position switches,
- a thermal overload protection device,
- an electrical connector.
The DC motor drives a jack screw assembly through a system of cluster gears. This
extends or retracts the air intake flap.
Two travel limit switches control the
length of extension and retraction of the
actuator which has a linear travel of 2.95
inches. Two flap position switches are
installed 0.12 inches from the maximum
extend and retract positions of the actuator. They send flap open and flap closed
signals to the ECB 59KD. When the APU
systems page is selected and the flap is
fully open FLAP OPEN is displayed on
the ECAM.
A Manual Override Device (MOD),
installed on the actuator, permits the air
intake flap to be opened or closed manually on the ground with a normal tool. This
operation is done through the access door
314AR.
The elbow is a double-sandwich assembly. Two honeycombs, with a sheet of

stainless steel between them, are bonded
together. The outer surface of the honeycomb has a fireproof layer of stainless
steel which also makes the shape stable.
The inner surface of the honeycomb has a
sound insulation layer of feltmetal. Two
guide vanes, installed in the elbow, ensure
a correct aerodynamic airflow and sound
insulation. Two drain points, one on each
side of the elbow prevent fluids being collected in the elbow. The connection
between the elbow and the diffuser is an
airtight joint. A flexible fireproof seal is
installed at the interface between the
elbow and the APU plenum chamber. This
permits movement between the APU and
the air intake duct.
An electrical linear actuator operates the
air intake flap. The air intake flap actuator
includes:
- a DC motor with brake control,
- two travel limit switches,
- two (flap) position switches,

- a thermal overload protection device,
- an electrical connector.
The DC motor drives a jack screw assembly through a system of cluster gears. This
extends or retracts the air intake flap.
Two travel limit switches control the
length of extension and retraction of the
actuator which has a linear travel of 2.95
inches. Two flap position switches are
installed 0.12 inches from the maximum
extend and retract positions of the actuator. They send flap open and flap closed
signals to the ECB 59KD. When the APU
systems page is selected and the flap is
fully open FLAP OPEN is displayed on
the ECAM.
A Manual Override Device (MOD),
installed on the actuator, permits the air
intake flap to be opened or closed manually on the ground with a normal tool. This
operation is done through the access door
314AR.
Air Intake System - Electrical Schematic
Air Intake System - Electrical Schematic

JUN 97
A319/A320
APU
49-3
JUN 97
49-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321

FUEL SYSTEM
The Auxiliary Power Unit (APU) receives
fuel from the APU fuel system which is
supplied from the aircraft main engine
fuel crossfeed system.
The APU fuel feed system includes:
- an APU fuel-feed pump and cannister,
- an APU fuel pressure switch,
- an actuator FUEL LP VALVE and valve
APU FUEL LP,
- a VENT APU FUEL LINE P/B switch,
- an APU inlet fuel low pressure switch,
- a fuel drain and vent valve,
- a fuel feed line with a vented shroud,
- fuel manifolds and nozzles with related
lines and hoses.
- a Fuel Control Unit (FCU),
- a Flow Divider and Drain Valve
Assembly (FDDVA),
- a low pressure (inlet) filter,
The APU fuel system operates fully automatically and has no external controls.
49-4
APU
A319/A320

Fuel Distribution
The Fuel Control Unit (FCU) supplies the
correct quantity of fuel from the APU fuel
system to the APU fuel distribution system. The fuel flows through the distribution system to the combustion chamber
where it mixes with air and burns.
Six main fuel nozzles are installed around
the circumference of the combustor housing assembly. The nozzles are equally
spaced at 60 degree intervals.
Three pilot fuel nozzles are installed in the
combustor housing assembly at 120
degree intervals.
The flexible main fuel manifold connects
to the main fuel nozzles. Fuel is supplied
to the main fuel nozzles by the main fuel
manifold once the fuel flow divider cracking pressure (more than 200 psi) is
reached at approximately 20% engine
speed.
The flexible pilot fuel manifold connects
to the fuel nozzles. Fuel is supplied to the
pilot fuel nozzles by the manifold during
all phases of engine operation. The pilot
nozzles are back purged to the engine
exhaust during shutdown to avoid coking.
The fuel distribution system has interfaces
with:
- the APU fuel control,
- the APU fuel pump system,
- the APU LP fuel shutoff system.
JUN 97
FUEL SYSTEM
The Auxiliary Power Unit (APU) receives
fuel from the APU fuel system which is
supplied from the aircraft main engine
fuel crossfeed system.
The APU fuel feed system includes:
- an APU fuel-feed pump and cannister,
- an APU fuel pressure switch,
- an actuator FUEL LP VALVE and valve
APU FUEL LP,
- a VENT APU FUEL LINE P/B switch,
- an APU inlet fuel low pressure switch,
- a fuel drain and vent valve,
- a fuel feed line with a vented shroud,
- fuel manifolds and nozzles with related
lines and hoses.
- a Fuel Control Unit (FCU),
- a Flow Divider and Drain Valve
Assembly (FDDVA),
- a low pressure (inlet) filter,
The APU fuel system operates fully automatically and has no external controls.
49-4
Fuel Distribution
The Fuel Control Unit (FCU) supplies the
correct quantity of fuel from the APU fuel
system to the APU fuel distribution system. The fuel flows through the distribution system to the combustion chamber
where it mixes with air and burns.
Six main fuel nozzles are installed around
the circumference of the combustor housing assembly. The nozzles are equally
spaced at 60 degree intervals.
Three pilot fuel nozzles are installed in the
combustor housing assembly at 120
degree intervals.
The flexible main fuel manifold connects
to the main fuel nozzles. Fuel is supplied
to the main fuel nozzles by the main fuel
manifold once the fuel flow divider cracking pressure (more than 200 psi) is
reached at approximately 20% engine
speed.
The flexible pilot fuel manifold connects
to the fuel nozzles. Fuel is supplied to the
pilot fuel nozzles by the manifold during
all phases of engine operation. The pilot
nozzles are back purged to the engine
exhaust during shutdown to avoid coking.
The fuel distribution system has interfaces
with:
- the APU fuel control,
- the APU fuel pump system,
- the APU LP fuel shutoff system.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
Fuel Distribution
JUN 97
A319/A320
APU
Fuel Distribution
49-5
JUN 97
49-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321

Fuel Control Unit (FCU)
The fuel control unit, together with the
FDDVA, schedule the fuel flow to the
APU. The FCU also supplies high pressure fuel to the Bleed Control Valve
(BCV) and to the Inlet Guide Vane (IGV)
actuator to give the necessary power to
position the load compressor IGVs and
the bleed control valve.
The FCU has an inlet section, a pump section and a control and metering section.
The inlet section includes:
- an inlet fuel filter,
- a filter bypass valve,
- an inlet filter pressure differential
indicator.
The differential pressure indicator gives a
signal to the ECB when the filter is
clogged. The filter bypass valve permits
continued operation with a clogged filter.
The pump section includes a low pressure
pump and a high pressure pump and a
high pressure relief valve.
The control and metering section includes:
- an actuator pressure regulator,
- a servo valve,
- a constant delta P valve,
- a 3 way solenoid valve.
The fuel which goes into the FCU passes
through the centrifugal low pressure pump
to the inlet fuel filter and into the high
pressure fuel pump. The output from the
high pressure fuel pump goes to the actuator pressure regulator and the servo valve.
The servo valve meters the APU power
section fuel and discharges it through the
49-6
APU
A319/A320

3 way solenoid valve to the FDDVA and
the fuel manifolds. The constant delta P
valve maintains a constant differential
pressure across the servo valve for accurate fuel metering.
The Flow Divider and Drain Valve
Assembly (FDDVA) together with the
FCU, schedule the fuel flow to the APU.
The FDDVA controls the fuel flow to the
main and the pilot manifolds and drains
them at APU shutdown.
The FDDVA has a housing assembly that
contains a pilot injector and purge valve
and a main injector valve,
The fuel flow divider has the following
ports:
- inlet port,
- pilot fuel port,
- main fuel port,
- purge port.
Fuel from the fuel control is supplied to
the inlet port of the fuel flow divider during APU starting and normal operation.
Fuel is supplied from the pilot fuel port to
the pilot fuel manifold during engine starting. Fuel continues to be supplied from
this port during APU operation.
Fuel supply begins from the main fuel port
to the main fuel manifold when the engine
reaches approximately 20% speed.
During engine shut down, fuel is purged
from the pilot fuel nozzles and flows from
the purge port of the fuel flow divider to
the APU exhaust.
JUN 97
Fuel Control Unit (FCU)

The fuel control unit, together with the
FDDVA, schedule the fuel flow to the
APU. The FCU also supplies high pressure fuel to the Bleed Control Valve
(BCV) and to the Inlet Guide Vane (IGV)
actuator to give the necessary power to
position the load compressor IGVs and
the bleed control valve.
The FCU has an inlet section, a pump section and a control and metering section.
The inlet section includes:
- an inlet fuel filter,
- a filter bypass valve,
- an inlet filter pressure differential
indicator.
The differential pressure indicator gives a
signal to the ECB when the filter is
clogged. The filter bypass valve permits
continued operation with a clogged filter.
The pump section includes a low pressure
pump and a high pressure pump and a
high pressure relief valve.
The control and metering section includes:
- an actuator pressure regulator,
- a servo valve,
- a constant delta P valve,
- a 3 way solenoid valve.
The fuel which goes into the FCU passes
through the centrifugal low pressure pump
to the inlet fuel filter and into the high
pressure fuel pump. The output from the
high pressure fuel pump goes to the actuator pressure regulator and the servo valve.
The servo valve meters the APU power
section fuel and discharges it through the
49-6
3 way solenoid valve to the FDDVA and

the fuel manifolds. The constant delta P
valve maintains a constant differential
pressure across the servo valve for accurate fuel metering.
The Flow Divider and Drain Valve
Assembly (FDDVA) together with the
FCU, schedule the fuel flow to the APU.
The FDDVA controls the fuel flow to the
main and the pilot manifolds and drains
them at APU shutdown.
The FDDVA has a housing assembly that
contains a pilot injector and purge valve
and a main injector valve,
The fuel flow divider has the following
ports:
- inlet port,
- pilot fuel port,
- main fuel port,
- purge port.
Fuel from the fuel control is supplied to
the inlet port of the fuel flow divider during APU starting and normal operation.
Fuel is supplied from the pilot fuel port to
the pilot fuel manifold during engine starting. Fuel continues to be supplied from
this port during APU operation.
Fuel supply begins from the main fuel port
to the main fuel manifold when the engine
reaches approximately 20% speed.
During engine shut down, fuel is purged
from the pilot fuel nozzles and flows from
the purge port of the fuel flow divider to
the APU exhaust.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
Engine Fuel Schematic
Engine Fuel Schematic

JUN 97
A319/A320
APU
49-7
JUN 97
49-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321

AIR SYSTEM
The APU air system is divided into two
separate sub systems. The Bleed and
Surge Air System is bleed air for Main
Engine Start (MES) system and the Environmental Control System (ECS).
The Accessory Cooling System is bleed
air to cool the oil cooler and cool the APU
compartment.
The APU bleed air system is installed in
the APU compartment, is made of stainless steel, and is fireproof. A hazard will
not result if one of the ducts is ruptured.
Overheat sensor elements are installed on
the bleed air duct, between the APU check
valve and the APU bleed control valve.
When the overheat sensor elements detect
an overheat condition, the APU bleed control valve will close.
Bleed and Surge Air System
The Bleed and Surge Air System is fully
automatic, The only inputs required of the
pilot are to start the APU and set the APU
BLEED switch to ON. The APU BLEED
switch, the Electronic Control Box (ECB)
and the Bleed Air Monitoring Computers
(BMC 1 and BMC 2) control the system
components. The ECB receives demand
signals from the APU BLEED switch, the
Environmental Control System (ECS) and
the Main Engine Start (MES) system. The
ECB changes the position of the Inlet
Guide Vanes (IGVs) to obey these
demand signals.
The APU starts when the MASTER SW is
ON and the START switch is pushed to
ON. These switches are installed on the
overhead panel 25VU in the flight deck.
The Electronic Control Box (ECB) controls the Inlet Guide Vane Actuator
(IGVA). Below 95% APU speed, the ECB
signals the IGVA to move the Inlet Guide
Vanes (IGVs) to the fully closed (83
degrees) position.
49-8
APU
A319/A320

At 95% APU speed the green AVAIL
light in the START switch comes on 2 sec.
after reaching an APU speed of 95%. The
blue ON indicator in the same switch goes
off at the same time. This indicates that
the APU can comply with the air demand
signals of the Main Engine Start and Environmental Control Systems. The bleed
control valve stays in the surge position
unless bleed air is demanded.
When the APU Bleed switch is pushed to
ON, bleed air is supplied to the other systems. The Bleed Air Monitoring Computers (BMC 1 and BMC 2) receive and hold
the "on" signal until "no bleed air leak"
signals are received. These signals come
from sensors installed in the areas around
the ducts to the left hand engine and the
APU. The drivers in BMC 1 (or BMC 2)
then transmit a signal to the Electronic
Control Box (ECB).
The APU supplies approximately 26 to 28
psi bleed air (bleed page indication) with
no load. A bleed demand (pack on) causes
a drop in duct pressure.
A bleed air leak is detected as an overheat
in the area around the bleed air ducts. The
sensors, installed around the ducts, sense
the overheat and transmit a signal to the
Bleed Air Monitoring Computers (BMC 1
and BMC 2). This inhibits the signal from
the drivers of the BMCs to the Electronic
Control Box (ECB).
Accessory Cooling Air System
The APU cooling and ventilation system
is the second part of the APU air system.
This portion cools the APU equipment and
ventilates the APU compartment.
is made up of a fan assembly, an air oil
cooler, a compartment cooling outlet, and
associated ducts.
JUN 97
AIR SYSTEM
The APU air system is divided into two
separate sub systems. The Bleed and
Surge Air System is bleed air for Main
Engine Start (MES) system and the Environmental Control System (ECS).
The Accessory Cooling System is bleed
air to cool the oil cooler and cool the APU
compartment.
The APU bleed air system is installed in
the APU compartment, is made of stainless steel, and is fireproof. A hazard will
not result if one of the ducts is ruptured.
Overheat sensor elements are installed on
the bleed air duct, between the APU check
valve and the APU bleed control valve.
When the overheat sensor elements detect
an overheat condition, the APU bleed control valve will close.
Bleed and Surge Air System
The Bleed and Surge Air System is fully
automatic, The only inputs required of the
pilot are to start the APU and set the APU
BLEED switch to ON. The APU BLEED
switch, the Electronic Control Box (ECB)
and the Bleed Air Monitoring Computers
(BMC 1 and BMC 2) control the system
components. The ECB receives demand
signals from the APU BLEED switch, the
Environmental Control System (ECS) and
the Main Engine Start (MES) system. The
ECB changes the position of the Inlet
Guide Vanes (IGVs) to obey these
demand signals.
The APU starts when the MASTER SW is
ON and the START switch is pushed to
ON. These switches are installed on the
overhead panel 25VU in the flight deck.
The Electronic Control Box (ECB) controls the Inlet Guide Vane Actuator
(IGVA). Below 95% APU speed, the ECB
signals the IGVA to move the Inlet Guide
Vanes (IGVs) to the fully closed (83
degrees) position.
49-8
At 95% APU speed the green AVAIL

light in the START switch comes on 2 sec.
after reaching an APU speed of 95%. The
blue ON indicator in the same switch goes
off at the same time. This indicates that
the APU can comply with the air demand
signals of the Main Engine Start and Environmental Control Systems. The bleed
control valve stays in the surge position
unless bleed air is demanded.
When the APU Bleed switch is pushed to
ON, bleed air is supplied to the other systems. The Bleed Air Monitoring Computers (BMC 1 and BMC 2) receive and hold
the "on" signal until "no bleed air leak"
signals are received. These signals come
from sensors installed in the areas around
the ducts to the left hand engine and the
APU. The drivers in BMC 1 (or BMC 2)
then transmit a signal to the Electronic
Control Box (ECB).
The APU supplies approximately 26 to 28
psi bleed air (bleed page indication) with
no load. A bleed demand (pack on) causes
a drop in duct pressure.
A bleed air leak is detected as an overheat
in the area around the bleed air ducts. The
sensors, installed around the ducts, sense
the overheat and transmit a signal to the
Bleed Air Monitoring Computers (BMC 1
and BMC 2). This inhibits the signal from
the drivers of the BMCs to the Electronic
Control Box (ECB).
Accessory Cooling Air System
is the second part of the APU air system.
This portion cools the APU equipment and
ventilates the APU compartment.
is made up of a fan assembly, an air oil
cooler, a compartment cooling outlet, and
associated ducts.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
A319/A320
APU
The fan assembly is a one stage axial unit,

driven from the APU gearbox. It is
installed on the casing of the APU gearbox
with a V clamp for easy removal and
installation.
The fan assembly is a one stage axial unit,

driven from the APU gearbox. It is
installed on the casing of the APU gearbox
with a V clamp for easy removal and
installation.
Bleed and Surge Air - Schematic
Bleed and Surge Air - Schematic

JUN 97
49-9
JUN 97
49-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321

OIL SYSTEM
The APU oil system lubricates and cools
the power section, load compressor, gearbox and AC Generator. This system is
made up of an integral dry sump lubrication system with an APU mounted oil
cooler, and an oil level, oil temperature
and low oil pressure monitoring system.
The Electronic Control Box (ECB) monitors these parameters.
Low oil level is indicated in two ways. A
sight glass on the APU gearbox gives a
visual indication of the oil level and an
advisory message on the ECAM APU system page appears when the oil level is
low.
High oil temperature or low oil pressure
which lead to a protective shutdown are
indicated as follows:
- the amber FAULT light in the APU
MASTER SW comes on,
- the Master caution light comes on,
- a single chime sounds,
- AUTO SHUT DOWN message appears
on the Engine/Warning page.
Storage and Distribution
The APU has an integral lubrication system that lubricates and cools:
- the power section,
- the load compressor,
- the accessory gearbox,
- the generator.
The components that make up the system
are installed on or in the APU, which is
installed inside the APU compartment.
The capacity of the oil system (including
1.0 qt of oil trapped in the oil cooler) is
6.7 qt. The bottom of the gearbox forms
the oil sump. If the oil level has decreased
to 5.1 qt, the APU system page is automatically displayed by ECAM and a flashing
green LOW OIL LEVEL is displayed during ECB powerup. An advisory (OK or
LOW) also appears on the APU DATA/
49-10
APU
A319/A320

OIL page on the CFDS.
A sight glass on the left side of the gearbox gives a visual indication of the oil
quantity:
- the FULL mark agrees with the max.
capacity of 6.7 qt,
- the ADD mark agrees with the switch
point of the oil level sensor of 5.1 qt.
The pressure pump draws the oil from the
sump and delivers it under pressure. During starting, the de-oiling solenoid valve
opens and air is drawn into the pump in
order to reduce the load. The oil passes to
the oil cooler, then to the filter which
retains any particles that are in the oil.
If the pressure filter becomes blocked, the
delta P indicator operates and the bypass
valve opens.
If the scavenge filter becomes blocked, the
impending blockage indicator (delta P)
pops out. At the same time an electrical
signal is sent to the ECB which in turn signals the clogging situation to the Centralized Fault Display System (CFDS) as a
Class 2 Fault.
If the pump pressure exceeds a given
value, the relief valve opens and returns
excess oil to the inlet side of the pump.
The oil pressure is sensed by a pressure
switch that detects low pressure.
The oil lubricates and cools the following
components:
- AC generator and splines,
- APU splines,
- fan splines,
- gearbox,
- front bearing,
- rear bearing
After lubrication, the oil is scavenged by
two pumps. One pump for the power section rear bearing which returns the oil
directly to the sump. One pump for the
generator which returns the oil to the sump
through a filter.
JUN 97
OIL SYSTEM
The APU oil system lubricates and cools
the power section, load compressor, gearbox and AC Generator. This system is
made up of an integral dry sump lubrication system with an APU mounted oil
cooler, and an oil level, oil temperature
and low oil pressure monitoring system.
The Electronic Control Box (ECB) monitors these parameters.
Low oil level is indicated in two ways. A
sight glass on the APU gearbox gives a
visual indication of the oil level and an
advisory message on the ECAM APU system page appears when the oil level is
low.
High oil temperature or low oil pressure
which lead to a protective shutdown are
indicated as follows:
- the amber FAULT light in the APU
MASTER SW comes on,
- the Master caution light comes on,
- AUTO SHUT DOWN message appears
on the Engine/Warning page.
Storage and Distribution
The APU has an integral lubrication system that lubricates and cools:
- the power section,
- the load compressor,
- the accessory gearbox,
- the generator.
The components that make up the system
are installed on or in the APU, which is
installed inside the APU compartment.
The capacity of the oil system (including
1.0 qt of oil trapped in the oil cooler) is
6.7 qt. The bottom of the gearbox forms
the oil sump. If the oil level has decreased
to 5.1 qt, the APU system page is automatically displayed by ECAM and a flashing
green LOW OIL LEVEL is displayed during ECB powerup. An advisory (OK or
LOW) also appears on the APU DATA/
49-10
OIL page on the CFDS.

A sight glass on the left side of the gearbox gives a visual indication of the oil
quantity:
- the FULL mark agrees with the max.
capacity of 6.7 qt,
- the ADD mark agrees with the switch
point of the oil level sensor of 5.1 qt.
The pressure pump draws the oil from the
sump and delivers it under pressure. During starting, the de-oiling solenoid valve
opens and air is drawn into the pump in
order to reduce the load. The oil passes to
the oil cooler, then to the filter which
retains any particles that are in the oil.
If the pressure filter becomes blocked, the
delta P indicator operates and the bypass
valve opens.
If the scavenge filter becomes blocked, the
impending blockage indicator (delta P)
pops out. At the same time an electrical
signal is sent to the ECB which in turn signals the clogging situation to the Centralized Fault Display System (CFDS) as a
Class 2 Fault.
If the pump pressure exceeds a given
value, the relief valve opens and returns
excess oil to the inlet side of the pump.
The oil pressure is sensed by a pressure
switch that detects low pressure.
The oil lubricates and cools the following
components:
- AC generator and splines,
- APU splines,
- fan splines,
- gearbox,
- front bearing,
- rear bearing
After lubrication, the oil is scavenged by
two pumps. One pump for the power section rear bearing which returns the oil
directly to the sump. One pump for the
generator which returns the oil to the sump
through a filter.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321

The front bearing and the gearbox are
scavenged by gravity. Oil mist in the gearbox passes through a centrifugal air oil
separator. The gearbox is ventilated to the
exhaust through an external pipe and
flame arrestor.
Low Oil Pressure (LOP) and
High Oil Temperature (HOT)
A Low Oil Pressure (LOP) switch and two
Oil Temperature sensors send CLASS 1
signals to the Electronic Control Box
(ECB). The ECB monitors the output of
the temperature sensor and the LOP
switch.

When the ECB receives one or both of
these fault signals, it starts an automatic
(protective) shutdown of the Auxiliary
Power Unit (APU).
An amber FAULT indication also shows
on the MASTER SW (on the overhead
panel 25VU in the flight deck) and activates the MASTER CAUTION light and a
single chime. An auto shutdown message
is shown on the engine warning page.
The Built In Test Equipment (BITE) of the
ECB keeps the fault (related to the APU
shutdown) in its BITE memory.
The front bearing and the gearbox are

scavenged by gravity. Oil mist in the gearbox passes through a centrifugal air oil
separator. The gearbox is ventilated to the
exhaust through an external pipe and
flame arrestor.
Low Oil Pressure (LOP) and
High Oil Temperature (HOT)
A Low Oil Pressure (LOP) switch and two
Oil Temperature sensors send CLASS 1
signals to the Electronic Control Box
(ECB). The ECB monitors the output of
the temperature sensor and the LOP
switch.
APU Oil System Schematic

JUN 97
A319/A320
APU
When the ECB receives one or both of

these fault signals, it starts an automatic
(protective) shutdown of the Auxiliary
Power Unit (APU).
An amber FAULT indication also shows
on the MASTER SW (on the overhead
panel 25VU in the flight deck) and activates the MASTER CAUTION light and a
single chime. An auto shutdown message
is shown on the engine warning page.
The Built In Test Equipment (BITE) of the
ECB keeps the fault (related to the APU
shutdown) in its BITE memory.
APU Oil System Schematic

49-11
JUN 97
49-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321

IGNITION AND STARTING
The ignition and starting systems work
together to start the APU. The starting
system rotates and accelerates the APU
rotors and the ignition system ignites the
fuel air mixture. The battery bus supplies
the starter. The battery bus is supplied by
these sources:
- the aircraft batteries,
- the Transformer Rectifier Units (TRUs)
if, ground power is connected or main
engine generators are available.
The two aircraft batteries are installed in
the avionics compartment, below the

flight deck. A starter cable carries electrical current to the starter motor. This cable
is routed through the aircraft, along the
ceiling of the cabin. The APU has an
inflight start capability within an established altitude and airspeed envelope. In
this case, the aircrafts batteries or the
TRUs supply electrical power to the
starter motor.
NOTE: Both batteries are required for
APU starting. Once the APU is operating, if the TRUs are suppying DC
power, the batteries can be switched off.
IGNITION AND STARTING

The ignition and starting systems work
together to start the APU. The starting
system rotates and accelerates the APU
rotors and the ignition system ignites the
fuel air mixture. The battery bus supplies
the starter. The battery bus is supplied by
these sources:
- the aircraft batteries,
- the Transformer Rectifier Units (TRUs)
if, ground power is connected or main
engine generators are available.
The two aircraft batteries are installed in
the avionics compartment, below the
Ignition and Starting

49-12
A319/A320
APU
flight deck. A starter cable carries electrical current to the starter motor. This cable
is routed through the aircraft, along the
ceiling of the cabin. The APU has an
inflight start capability within an established altitude and airspeed envelope. In
this case, the aircrafts batteries or the
TRUs supply electrical power to the
starter motor.
NOTE: Both batteries are required for
APU starting. Once the APU is operating, if the TRUs are suppying DC
power, the batteries can be switched off.

JUN 97
49-12
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321

Ignition
The APU ignition system ignites the fuel
air mixture in the combustion chamber of
the APU. The system is made up of these
components:
- the ignition exciter unit,
- the ignition leads,
- the igniter plugs.
The ignition exciter is a completely self
contained unit, installed on the lower left
side of the APU. The ignition unit produces the electrical energy that is needed
to ignite the fuel air mixture in the combustion chamber. The ignition leads carry
the electrical energy to the igniter plugs
that are screwed into the combustion
chamber. The Electronic Control Box
(ECB) switches off the ignition unit when
the combustion flame can support itself.

The high efficiency components of the
ignition system guarantee a minimum
ignition spark energy of 0.22 joules. This
is regulated to a spark rate of 2 to 5 sparks
per second. The system components are
sealed to minimize the possibility of any
contact with flammable fluid or vapors in
the APU compartment.
WARNING: The ignition system must
be de-energized before working on the
system. Voltage output of the exciters
can be very dangerous. Allow several
minutes for electrical power to dissipate
from the exciter boxes before working
on the engine mounted ignition components.
The Electronic Control Box (ECB) supplies a low voltage to the ignition unit.
The ignition unit converts this low voltage
input into high voltage spikes and sends
them to the igniter plugs.
Ignition
The APU ignition system ignites the fuel
air mixture in the combustion chamber of
the APU. The system is made up of these
components:
- the ignition exciter unit,
- the ignition leads,
- the igniter plugs.
The ignition exciter is a completely self
contained unit, installed on the lower left
side of the APU. The ignition unit produces the electrical energy that is needed
to ignite the fuel air mixture in the combustion chamber. The ignition leads carry
the electrical energy to the igniter plugs
that are screwed into the combustion
chamber. The Electronic Control Box
(ECB) switches off the ignition unit when
the combustion flame can support itself.
Ignition System - Schematic

JUN 97
A319/A320
APU
The high efficiency components of the

ignition system guarantee a minimum
ignition spark energy of 0.22 joules. This
is regulated to a spark rate of 2 to 5 sparks
per second. The system components are
sealed to minimize the possibility of any
contact with flammable fluid or vapors in
the APU compartment.
WARNING: The ignition system must
be de-energized before working on the
system. Voltage output of the exciters
can be very dangerous. Allow several
minutes for electrical power to dissipate
from the exciter boxes before working
on the engine mounted ignition components.
The Electronic Control Box (ECB) supplies a low voltage to the ignition unit.
The ignition unit converts this low voltage
input into high voltage spikes and sends
them to the igniter plugs.
Ignition System - Schematic

49-13
JUN 97
49-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321

Starting
The starting system rotates and accelerates
the rotor of the APU to 55% of the APU
speed. The system also prevents excessive
battery power consumption if the APU
does not start. Three starts, one after the
other (with a one minute interval) are
allowed. After a third unsuccessful try the
starter motor must cool down for at least
60 minutes.
During Ram Air Turbine (RAT) extension, APU starting is inhibited by the Battery Charge Limiters (BCL 1 and BCL 2),
which prevent operation of the main start
contactor.
The APU MASTER SW and the START
switch are installed on the overhead panel
25VU in the flight deck. The start
sequence begins when the MASTER SW
and then the START switch have been
pressed to the ON position. The main
relay is energized when the MASTER SW
is pressed and the intake flap opens. The
following sequence then occurs:
- the backup start contactor is energized,
- at +1.5 sec the de-oiling valve, the
excitor, and the main start contactor are
energized,
- at +3% RPM the 3 way solenoid valve is
energized,
- at +95% RPM surge control is initiated,
- at 95% plus 2 sec the APU AVAIL signal
is activated and the start in progress
signal id de-activated,
- at 100% RPM the steady state speed
control and enter run state occur.
49-14
APU
A319/A320

The EGT increases as the APU accelerates
with starter motor assistance. Both the
speed and EGT can be seen on the ECAM
display page, when selected.
The ECB monitors and controls the APU.
It will shutdown the APU if the acceleration rate is not as shown:
- 0.1% per sec when gearbox oil temp is
below or equal to -40F (-39.99C)
greater than 70F (21.11C)
- acceleration rate is linear interpolated
when -40F (-39.99C) and gearbox oil
temperature is below or equal to 70F
(21.11C)
To attempt another APU start after an
automatic shutdown, the MASTER SW
must be switched off (until the inlet flap
has closed) and then on again.
The APU starter motor must cool for 60
minutes after a third start attempt. Engagement of the starter motor is prevented
when the APU speed is above 7%, to prevent damage to the APU.
JUN 97
Starting
The starting system rotates and accelerates
the rotor of the APU to 55% of the APU
speed. The system also prevents excessive
battery power consumption if the APU
does not start. Three starts, one after the
other (with a one minute interval) are
allowed. After a third unsuccessful try the
starter motor must cool down for at least
60 minutes.
During Ram Air Turbine (RAT) extension, APU starting is inhibited by the Battery Charge Limiters (BCL 1 and BCL 2),
which prevent operation of the main start
contactor.
The APU MASTER SW and the START
switch are installed on the overhead panel
25VU in the flight deck. The start
sequence begins when the MASTER SW
and then the START switch have been
pressed to the ON position. The main
relay is energized when the MASTER SW
is pressed and the intake flap opens. The
following sequence then occurs:
- the backup start contactor is energized,
- at +1.5 sec the de-oiling valve, the
excitor, and the main start contactor are
energized,
- at +3% RPM the 3 way solenoid valve is
energized,
- at +95% RPM surge control is initiated,
- at 95% plus 2 sec the APU AVAIL signal
is activated and the start in progress
signal id de-activated,
- at 100% RPM the steady state speed
control and enter run state occur.
49-14
The EGT increases as the APU accelerates

with starter motor assistance. Both the
speed and EGT can be seen on the ECAM
display page, when selected.
The ECB monitors and controls the APU.
It will shutdown the APU if the acceleration rate is not as shown:
below or equal to -40F (-39.99C)
greater than 70F (21.11C)
- acceleration rate is linear interpolated
when -40F (-39.99C) and gearbox oil
temperature is below or equal to 70F
(21.11C)
To attempt another APU start after an
automatic shutdown, the MASTER SW
must be switched off (until the inlet flap
has closed) and then on again.
The APU starter motor must cool for 60
minutes after a third start attempt. Engagement of the starter motor is prevented
when the APU speed is above 7%, to prevent damage to the APU.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
Starting System - Block Diagram

JUN 97
A319/A320
APU
Starting System - Block Diagram

49-15
JUN 97
49-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321
ENGINE CONTROLS
The engine control system has manual and
automatic controls which start and shutdown the Auxiliary Power Unit (APU).
The engine control system also keeps the
APU in safe limits during operation.
The manual control of the APU is through
the APU MASTER SW and the APU
START switch. These switches are
installed in the overhead panel 25VU in
the flight deck. Manual emergency shutdown is through the APU SHUT OFF
switch.
This switch is found in the external power

control panel 108VU, which is installed in
the forward nose gear compartment. The
switch has a red guard to clearly identify it
from the other switches.
Emergency shutdown is also operated
through the APU FIRE switch located on
the overhead panel 20VU. Full automatic
control of the APU is through the Electronic Control Box (ECB). If an APU fire
occurs on the ground, an automatic emergency shutdown occurs and the automatic
fire extinguishing system will operate.
ENGINE CONTROLS
The engine control system has manual and
automatic controls which start and shutdown the Auxiliary Power Unit (APU).
The engine control system also keeps the
APU in safe limits during operation.
The manual control of the APU is through
the APU MASTER SW and the APU
START switch. These switches are
installed in the overhead panel 25VU in
the flight deck. Manual emergency shutdown is through the APU SHUT OFF
switch.
This switch is found in the external power

control panel 108VU, which is installed in
the forward nose gear compartment. The
switch has a red guard to clearly identify it
from the other switches.
Emergency shutdown is also operated
through the APU FIRE switch located on
the overhead panel 20VU. Full automatic
control of the APU is through the Electronic Control Box (ECB). If an APU fire
occurs on the ground, an automatic emergency shutdown occurs and the automatic
fire extinguishing system will operate.
APU Control
APU Control
49-16
A319/A320
APU
JUN 97
49-16
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321

Control and Monitoring
The control and monitoring system of the
Auxiliary Power Unit (APU) is made
to:
- control the automatic operation of the
APU and maintain the APU at a constant
speed,
- give protection to the APU if a failure or
an overload occurs,
- permit the APU to supply pneumatic and
electrical power,
- do self tests on the APU system.
The primary components in the control
and monitoring system are:
- the Electronic Control Box (ECB), with
associated sensors,
- the Fuel Control Unit (FCU),
- the Bleed Control Valve (BCV),
- the Inlet Guide Vanes (IGVs),
- the Air Intake Actuator.
The Electronic Control Box (ECB) is a
microprocessor based digital electronic
control system. The Intel 80C186 Central
Processing Unit (CPU) processes the program data kept in an Erasable Programmable Read Only Memory (EPROM)
mounted in an OBRM. The program gives
the control and internal tests of the system.
A Random Access Memory (RAM) keeps:
- the results of temporary calculations
(such as fuel schedules and speed rate
commands) that change continuously,
- the operational and test status flags,
- the software computational temporary
data.
The 80C186 CPU also transmits data
through the ARINC 429 Bus of the ECB
and the RS232 interface.
The ECB does the primary part of the
APU system logic for all modes of engine
operation.
JUN 97
APU
A319/A320

These include self tests, protective shutdowns and continuous monitoring of these
APU functions:
- start sequence,
- speed (RPM),
- operation temperature or EGT,
- shutdown sequence,
- automatic shutdown,
- bleed air.
The ECB is installed in the AFT cargo
compartment on the right side, between
FR58 and FR59. It is held in an ARINC
600-7 mounting rack. The battery bus supplies 28 VDC to the ECB through the circuit breaker ECB SPLY 1KD and the
APU MAIN relay. A Permanent Magnet
Generator (PMG) supplies power to the
ECB during a power loss up to 230 ms
duration.
The ECB controls the Bleed Control
Valve (BCV) to prevent surge of the APU
load compressor. The valve is of the butterfly type and has a compressed air inlet
and two exits, one to exhaust, the other to
the aircraft system. The butterfly diverts
the air to the aircraft system when open
and exhaust when closed.
The ECB receives electrical signals from
sensors through transducers from delta P
and static pressure (Ps) at the discharge of
the load compressor. The pressure sensors
are assembled as one unit and are mounted
on the air inlet plenum. Should Delta P
and static pressure fall below a defined
value, the bleed control valve will start to
close to prevent surge. If reverse flow
occurs, the ECB will initiate APU shutdown. Failure of the transducers or the
analog digital converters will cause the
ECB to partially close the valve and allow
approximately 50% of the compressed air
to discharge to exhaust.
49-17
Control and Monitoring

The control and monitoring system of the
Auxiliary Power Unit (APU) is made
to:
- control the automatic operation of the
APU and maintain the APU at a constant
speed,
- give protection to the APU if a failure or
an overload occurs,
- permit the APU to supply pneumatic and
electrical power,
- do self tests on the APU system.
The primary components in the control
and monitoring system are:
- the Electronic Control Box (ECB), with
associated sensors,
- the Fuel Control Unit (FCU),
- the Bleed Control Valve (BCV),
- the Inlet Guide Vanes (IGVs),
- the Air Intake Actuator.
The Electronic Control Box (ECB) is a
microprocessor based digital electronic
control system. The Intel 80C186 Central
Processing Unit (CPU) processes the program data kept in an Erasable Programmable Read Only Memory (EPROM)
mounted in an OBRM. The program gives
the control and internal tests of the system.
A Random Access Memory (RAM) keeps:
- the results of temporary calculations
(such as fuel schedules and speed rate
commands) that change continuously,
- the operational and test status flags,
- the software computational temporary
data.
The 80C186 CPU also transmits data
through the ARINC 429 Bus of the ECB
and the RS232 interface.
The ECB does the primary part of the
APU system logic for all modes of engine
operation.
JUN 97
These include self tests, protective shutdowns and continuous monitoring of these
APU functions:
- start sequence,
- speed (RPM),
- operation temperature or EGT,
- shutdown sequence,
- automatic shutdown,
- bleed air.
The ECB is installed in the AFT cargo
compartment on the right side, between
FR58 and FR59. It is held in an ARINC
600-7 mounting rack. The battery bus supplies 28 VDC to the ECB through the circuit breaker ECB SPLY 1KD and the
APU MAIN relay. A Permanent Magnet
Generator (PMG) supplies power to the
ECB during a power loss up to 230 ms
duration.
The ECB controls the Bleed Control
Valve (BCV) to prevent surge of the APU
load compressor. The valve is of the butterfly type and has a compressed air inlet
and two exits, one to exhaust, the other to
the aircraft system. The butterfly diverts
the air to the aircraft system when open
and exhaust when closed.
The ECB receives electrical signals from
sensors through transducers from delta P
and static pressure (Ps) at the discharge of
the load compressor. The pressure sensors
are assembled as one unit and are mounted
on the air inlet plenum. Should Delta P
and static pressure fall below a defined
value, the bleed control valve will start to
close to prevent surge. If reverse flow
occurs, the ECB will initiate APU shutdown. Failure of the transducers or the
analog digital converters will cause the
ECB to partially close the valve and allow
approximately 50% of the compressed air
to discharge to exhaust.
49-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321

De-oiling is done independently of the oil
temperature at each shutdown commencing at 90% speed. When both speed sensors have failed, the de-oil valve is
energized 2 seconds after the fuel solenoid
is de-energized. De-oiling is performed at
each start commencing 1.5 seconds after
the back up start contactor is energized
until 55% speed is reached.
APU Normal Shutdown
When the MASTER SW is set to the OFF
position, if bleed air is not in use, the ECB
immediately
starts
the
shutdown
sequence. If bleed air is in use, the ECB
transmits a signal to close the bleed air
valve. When the pneumatic load is
removed, the engine goes into a cool
down cycle. This shows on the Electronic
Centralized Aircraft Monitoring (ECAM)
system page as a decrease in EGT. After
the cool down cycle ends (120 sec) the
APU shuts down. If the bleed valve was
closed less than 120 sec before the MASTER SW is set to OFF, a reduced
cooldown cycle is initiated. The length of
the cooldown cycle is based on bleed
valve closure.
49-18
APU
A319/A320

Automatic Shutdown
(Protective Shutdown)
The ECB keeps the shutdown information
(faulty units and cause of the APU shutdown) in its memory.
In the TSO mode in flight, all shutdowns
are inhibited except for:
- emergency shutdown,
- overspeed,
- loss of overspeed protection,
- overtemperature.
An APU shutdown may be due to the following conditions.
- overspeed,
- overtemperature,
- Low Oil Pressure (LOP),
- High Oil Temperature (HOT),
- no flame,
- no acceleration,
- low acceleration rate,
- deceleration during start sequence,
- reverse flow,
- generator high oil temperature,
- loss of DC power,
- underspeed,
- loss of speed,
- sensor failure,
- air intake not open,
- ECB failure,
- alternate values for failed sensors.
JUN 97
De-oiling is done independently of the oil

temperature at each shutdown commencing at 90% speed. When both speed sensors have failed, the de-oil valve is
energized 2 seconds after the fuel solenoid
is de-energized. De-oiling is performed at
each start commencing 1.5 seconds after
the back up start contactor is energized
until 55% speed is reached.
APU Normal Shutdown
When the MASTER SW is set to the OFF
position, if bleed air is not in use, the ECB
immediately
starts
the
shutdown
sequence. If bleed air is in use, the ECB
transmits a signal to close the bleed air
valve. When the pneumatic load is
removed, the engine goes into a cool
down cycle. This shows on the Electronic
Centralized Aircraft Monitoring (ECAM)
system page as a decrease in EGT. After
the cool down cycle ends (120 sec) the
APU shuts down. If the bleed valve was
closed less than 120 sec before the MASTER SW is set to OFF, a reduced
cooldown cycle is initiated. The length of
the cooldown cycle is based on bleed
valve closure.
49-18
Automatic Shutdown
(Protective Shutdown)
The ECB keeps the shutdown information
(faulty units and cause of the APU shutdown) in its memory.
In the TSO mode in flight, all shutdowns
are inhibited except for:
- emergency shutdown,
- overspeed,
- loss of overspeed protection,
- overtemperature.
An APU shutdown may be due to the following conditions.
- overspeed,
- overtemperature,
- Low Oil Pressure (LOP),
- High Oil Temperature (HOT),
- no flame,
- no acceleration,
- low acceleration rate,
- deceleration during start sequence,
- reverse flow,
- generator high oil temperature,
- loss of DC power,
- underspeed,
- loss of speed,
- sensor failure,
- air intake not open,
- ECB failure,
- alternate values for failed sensors.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
APU Control - Schematic

JUN 97
A319/A320
APU
APU Control - Schematic

49-19
JUN 97
49-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321

Emergency Shutdown
The Auxiliary Power Unit (APU) has a
normal, an automatic and an emergency
shutdown system. A ground signal on the
EMERGENCY STOP input of the ECB
causes an emergency shutdown of the
APU to occur. This ground signal is transmitted from:
- the manual external shutdown switch,
- the fire detection and extinguishing
system.

If a fire or an emergency condition occurs,
the APU can be shutdown.
Iin flight:
- with the APU FIRE push-button switch,
installed in the APU FIRE/WARN
module (on the overhead panel 20VU in
the flight deck).
On the ground:
- with the APU SHUT OFF push-button
switch,
- the fire extinguishing system will
automatically shutdown the APU (Ref
ATA 26).
Emergency Shutdown
The Auxiliary Power Unit (APU) has a
normal, an automatic and an emergency
shutdown system. A ground signal on the
EMERGENCY STOP input of the ECB
causes an emergency shutdown of the
APU to occur. This ground signal is transmitted from:
- the manual external shutdown switch,
- the fire detection and extinguishing
system.
APU Emergency Shutdown - Block Diagram
49-20
A319/A320
APU
If a fire or an emergency condition occurs,

the APU can be shutdown.
Iin flight:
- with the APU FIRE push-button switch,
installed in the APU FIRE/WARN
module (on the overhead panel 20VU in
the flight deck).
On the ground:
- with the APU SHUT OFF push-button
switch,
- the fire extinguishing system will
automatically shutdown the APU (Ref
ATA 26).
APU Emergency Shutdown - Block Diagram
JUN 97
49-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
APU
APU CONTROL PANEL

APU CONTROL PANEL

APU MASTER SW FAULT Light

Illuminates when the APU is shut down by
any means other than a normal shutdown.
The APU shuts down automatically under
- APU fire (ground only)
- APU air inlet flap closed
- APU over-speed
- Abnormal start (i.e., slow, no flame)
- Over-temperature
- Low oil pressure
- High oil temperature
- DC power loss or over-current
- Sensor failure
- Inlet guide vane failure
- ECB failure
APU MASTER Switch

When selected ON:
- ON light illuminates blue
- ECB power-up test is initiated
- APU air inlet flap opens
- APU fuel isolation valve opens
- APU fuel pump runs (if fuel pressure is
low)
- ECAM APU page is displayed (if AC
buses are powered)
When selected off:
- ON light extinguishes
- APU START switch AVAIL light
extinguishes
- APU shuts down after a two minute cool
down period
- APU air inlet flap closes
JUN 97
A319/A320
APU MASTER SW FAULT Light

Illuminates when the APU is shut down by
any means other than a normal shutdown.
The APU shuts down automatically under
- APU fire (ground only)
- APU air inlet flap closed
- APU over-speed
- Abnormal start (i.e., slow, no flame)
- Over-temperature
- Low oil pressure
- High oil temperature
- DC power loss or over-current
- Sensor failure
- Inlet guide vane failure
- ECB failure
APU START Switch

When selected ON:
- The APU starter is energized after air
inlet flap is fully open
- Ignition occurs
- At a preset N, the starter is de-energized,
and ignition ceases.
At 95% N:
- AVAIL light illuminates green
- The APU is available to supply bleed air
and/or electrical power
49-21
APU MASTER Switch

When selected ON:
- ECB power-up test is initiated
- APU air inlet flap opens
- APU fuel isolation valve opens
- APU fuel pump runs (if fuel pressure is
low)
- ECAM APU page is displayed (if AC
buses are powered)
When selected off:
- APU START switch AVAIL light
extinguishes
- APU shuts down after a two minute cool
down period
- APU air inlet flap closes
JUN 97
APU START Switch

When selected ON:
- The APU starter is energized after air
inlet flap is fully open
- Ignition occurs
- At a preset N, the starter is de-energized,
and ignition ceases.
At 95% N:
- AVAIL light illuminates green
- The APU is available to supply bleed air
and/or electrical power
49-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321
APU
ECAM APU PAGE

ECAM APU PAGE

AVAIL Indication
Displays green when APU is
above 95%.
APU Blood Valve Position

Indicator
Valve is not closed.
Valve is fully closed.
APU Bleed Air Pressure

Displays bleed air pressure in green.
Amber "XX" replace the indication
when ADIRS 2 is not available or is
selected off.
APU N Indication
Displays green when APU speed is
normal. Becomes amber when N is
102% or greater. If N exceeds
107%, the display turns red.
JUN 97
APU Bleed Air Pressure

Displays bleed air pressure in green.
Amber "XX" replace the indication
when ADIRS 2 is not available or is
selected off.
FUEL LO PR Indication
Appears amber when APU low fuel
pressure is detected.
FUEL LO PR Indication
Appears amber when APU low fuel
pressure is detected.
49-22
APU Blood Valve Position

Indicator
Valve is not closed.
Valve is fully closed.
APU GEN Line Contactor

Displays green when the
APU GEN line contactor is
closed.
APU GEN Line Contactor

Displays green when the
APU GEN line contactor is
closed.
APU N Indication
Displays green when APU speed is
normal. Becomes amber when N is
102% or greater. If N exceeds
107%, the display turns red.
AVAIL Indication
Displays green when APU is
above 95%.
A319/A320
49-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
A319/A320
APU
ECAM APU PAGE

ECAM APU PAGE

APU GEN Parameters

APU generator load normally appears green. Turns amber if
load exceeds 110%.
APU GEN Parameters

APU generator load normally appears green. Turns amber if
load exceeds 110%.
APU generator voltage normally appears green. Turns amber if

voltage is less than 110V or greater than 120V.
APU generator voltage normally appears green. Turns amber if

voltage is less than 110V or greater than 120V.
APU generator frequency normally appears green. Turns amber

if the frequency is less than 390 Hz or greater than 410 Hz.
APU generator frequency normally appears green. Turns amber

if the frequency is less than 390 Hz or greater than 410 Hz.
APU EGT Indication

Displays green at normal operating temperatures. Becomes amber if temperature
approaches maximum EGT. If temperature exceeds maximum EGT, the indication turns red and the APU automatically
shuts down.
JUN 97
LOW OIL LEVEL Indication

Appears when APU oil quantity
is low. Only appears during ECB
powerup.
FLAP OPEN Indication
Displays green when APU air
inlet flap is fully open. Flashes if
flap is not fully closed three minutes after the APU MASTER
switch has been selected OFF.
49-23
APU EGT Indication

Displays green at normal operating temperatures. Becomes amber if temperature
approaches maximum EGT. If temperature exceeds maximum EGT, the indication turns red and the APU automatically
shuts down.
JUN 97
LOW OIL LEVEL Indication

Appears when APU oil quantity
is low. Only appears during ECB
powerup.
FLAP OPEN Indication
Displays green when APU air
inlet flap is fully open. Flashes if
flap is not fully closed three minutes after the APU MASTER
switch has been selected OFF.
49-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321
APU
CFDS APU MENUS AND REPLIES

Location: MCDU
CFDS APU MENUS AND REPLIES

Location: MCDU
49-24
JUN 97
49-24
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
A319/A320

CFDS APU MENUS AND REPLIES Cont.
Location: MCDU

Location: MCDU
JUN 97
APU
49-25
JUN 97
49-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321
A319/A320

Location: MCDU
49-26
APU

Location: MCDU
JUN 97
49-26
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
COMPONENT LOCATIONS
APU
COMPONENT LOCATIONS
Air Intake System

JUN 97
A319/A320
Air Intake System

49-27
JUN 97
49-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321
COMPONENT LOCATIONS
APU
COMPONENT LOCATIONS
APU Fuel System
49-28
A319/A320
APU Fuel System
JUN 97
49-28
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
COMPONENT LOCATIONS
APU
COMPONENT LOCATIONS
Bleed and Surge Air

JUN 97
A319/A320
Bleed and Surge Air

49-29
JUN 97
49-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321
COMPONENT LOCATIONS
APU
COMPONENT LOCATIONS
Accessory Cooling Air
49-30
A319/A320
Accessory Cooling Air
JUN 97
49-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Oil System
JUN 97
A319/A320
APU
Oil System
49-31
JUN 97
49-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Low Oil Pressure Switch and High Oil Temperature Sensor
49-32
A319/A320
APU
Low Oil Pressure Switch and High Oil Temperature Sensor
JUN 97
49-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
COMPONENT LOCATIONS
APU
COMPONENT LOCATIONS

JUN 97
A319/A320

49-33
JUN 97
49-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
APU
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
APU Control and Monitoring
49-34
A319/A320
APU
JUN 97
49-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
APU
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
APU

49-35
JUN 97
49-35
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
DOORS
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................1
PASSENGER DOORS ...............................................................................3
Structure and Attachments ....................................................................4
Indicating ..............................................................................................6
Opening From Outside ..........................................................................7
Opening From Inside ............................................................................8
Emergency Opening ..............................................................................9
Arming/Disarming ................................................................................9
Locking Mechanism ..............................................................................9
Escape Slide Mechanism ......................................................................10
Damper/Emergency Operation Cylinder ..............................................12
EMERGENCY EXITS ...............................................................................15
Opening For Maintenance .....................................................................18
FORWARD AND AFT CARGO DOORS ................................................20
Structure ................................................................................................21
Indicating ..............................................................................................22
Normal Opening and Closing ...............................................................23
Manual Opening and Closing ...............................................................24
MISCELLANEOUS DOORS ....................................................................28
Flight Deck Door ..................................................................................28
Avionics Compartment Doors ..............................................................29
Access Doors .........................................................................................29
Miscellaneous Door Indication and Warning .......................................30
ECAM DOOR PAGE .................................................................................35
CFDS SYSTEM REPORT / TEST ............................................................36
CFDS - LGCIU System Report Test .........................................................37

GENERAL .................................................................................................. 1
PASSENGER DOORS ............................................................................... 3
Structure and Attachments .................................................................... 4
Indicating .............................................................................................. 6
Opening From Outside ......................................................................... 7
Opening From Inside ............................................................................ 8
Emergency Opening ............................................................................. 9
Arming/Disarming ................................................................................ 9
Locking Mechanism ............................................................................. 9
Escape Slide Mechanism ...................................................................... 10
Damper/Emergency Operation Cylinder .............................................. 12
EMERGENCY EXITS ............................................................................... 15
Opening For Maintenance .................................................................... 18
FORWARD AND AFT CARGO DOORS ............................................... 20
Structure ................................................................................................ 21
Indicating .............................................................................................. 22
Normal Opening and Closing ............................................................... 23
Manual Opening and Closing ............................................................... 24
MISCELLANEOUS DOORS .................................................................... 28
Flight Deck Door .................................................................................. 28
Avionics Compartment Doors .............................................................. 29
Access Doors ........................................................................................ 29
Miscellaneous Door Indication and Warning ....................................... 30
ECAM DOOR PAGE ................................................................................. 35
CFDS SYSTEM REPORT / TEST ........................................................... 36
CFDS - LGCIU System Report Test ......................................................... 37
JUN 97
52-i
JUN 97
52-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
DOORS
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS
COMPONENT LOCATIONS
Passenger Door Structure ............................................................................. 39
Passenger Escape Slide Installation .............................................................. 40
Passenger Door Control Mechanism ............................................................ 41
Passenger Door Suspension .......................................................................... 42
Overwing Emergency Exit Doors (A320) .................................................... 43
Overwing Emergency Exit Doors Components ........................................... 44
Overwing Emergency Exit Doors Slide Release Mechanism ...................... 45
Foward Cargo Door ...................................................................................... 46
Aft Cargo Door ............................................................................................. 47
Cargo Door Proximity Switches ................................................................... 48
Cargo Door Handle / Locking Mechanism .................................................. 49
Cargo Door Interlock and Drift Pin .............................................................. 50
Cargo Door Vent Door and Switch Mechanism ........................................... 51
Cargo Door Hydraulic System ..................................................................... 52
Cargo Door Hydraulic System (Yellow Ground Service Panel) .................. 53
Miscellaneous Doors .................................................................................... 54
Flight Deck Door .......................................................................................... 55
Cabin Pressure Warning and Slide Armed Indicator Lights.......................... 56
Cabin Pressure Detection Pressure Switch ................................................... 57
Door Warning - Passenger ............................................................................ 58
Door Warning - Avionics ............................................................................. 59
Door Warning - Emergency Exits (Overwing) ............................................ 60
Door Warning - Cargo Compartment ........................................................... 61
COMPONENT LOCATIONS
Passenger Door Structure ..............................................................................39
Passenger Escape Slide Installation ..............................................................40
Passenger Door Control Mechanism .............................................................41
Passenger Door Suspension ..........................................................................42
Overwing Emergency Exit Doors (A320) ....................................................43
Overwing Emergency Exit Doors Components ............................................44
Overwing Emergency Exit Doors Slide Release Mechanism .......................45
Foward Cargo Door ......................................................................................46
Aft Cargo Door .............................................................................................47
Cargo Door Proximity Switches ...................................................................48
Cargo Door Handle / Locking Mechanism ...................................................49
Cargo Door Interlock and Drift Pin ..............................................................50
Cargo Door Vent Door and Switch Mechanism ...........................................51
Cargo Door Hydraulic System ......................................................................52
Cargo Door Hydraulic System (Yellow Ground Service Panel) ..................53
Miscellaneous Doors .....................................................................................54
Flight Deck Door ..........................................................................................55
Cabin Pressure Warning and Slide Armed Indicator Lights ..........................56
Cabin Pressure Detection Pressure Switch ...................................................57
Door Warning - Passenger ............................................................................58
Door Warning - Avionics ..............................................................................59
Door Warning - Emergency Exits (Overwing) .............................................60
Door Warning - Cargo Compartment ...........................................................61
52-ii
52-ii
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
GENERAL
The aircraft is equipped with passenger
doors, emergency exits, cargo doors, and
miscellaneous doors.
There are four type 1 passenger doors
located at the ends of the passenger cabin,
two on each side. The passenger door
dimensions are 70.8 in by 31.5 in (1.8 m
by 0.8 m).
There are two or four type 3 emergency
exits, one or two on each side, located
over the wings.
NOTE: A319 aircraft have two overwing emergency doors, A320 aircraft
have four.
The emergency exit hatch sizes are 39.3 in
by 19.7 in (1 m by 0.5 m).
There are two cargo doors located on the

lower right side of the fuselage.
The cargo door dimensions are 78.7 in by
70.8 in (2 m by 1.8 m).
There are four avionics bay access doors
located at the bottom of the nose section.
These doors are plug-type doors and open
inwards. The four doors are:
- forward avionics bay access door
23.6 in by 15.7 in (0.6 m by 0.4 m),
- LH avionics bay access door
19.7 in by 15.7 in (0.5 m by 0.4 m),
- RH avionics bay access door
31.5 in by 15.7 in (0.8 m by 0.4 m),
- RH aft avionics bay access door
23.6 in by 15.7 in (0.6 m by 0.4 m),
A flight deck door separates the flight
deck from the passenger cabin. The door
can be mechanically latched in the closed
position.
GENERAL
The aircraft is equipped with passenger
doors, emergency exits, cargo doors, and
miscellaneous doors.
There are four type 1 passenger doors
located at the ends of the passenger cabin,
two on each side. The passenger door
dimensions are 70.8 in by 31.5 in (1.8 m
by 0.8 m).
There are two or four type 3 emergency
exits, one or two on each side, located
over the wings.
NOTE: A319 aircraft have two overwing emergency doors, A320 aircraft
have four.
The emergency exit hatch sizes are 39.3 in
by 19.7 in (1 m by 0.5 m).
Doors (A320)
JUN 97
A319/A320
DOORS
There are two cargo doors located on the

lower right side of the fuselage.
The cargo door dimensions are 78.7 in by
70.8 in (2 m by 1.8 m).
There are four avionics bay access doors
located at the bottom of the nose section.
These doors are plug-type doors and open
inwards. The four doors are:
- forward avionics bay access door
23.6 in by 15.7 in (0.6 m by 0.4 m),
- LH avionics bay access door
19.7 in by 15.7 in (0.5 m by 0.4 m),
- RH avionics bay access door
31.5 in by 15.7 in (0.8 m by 0.4 m),
- RH aft avionics bay access door
23.6 in by 15.7 in (0.6 m by 0.4 m),
A flight deck door separates the flight
deck from the passenger cabin. The door
can be mechanically latched in the closed
position.
Doors (A320)
52-1
JUN 97
52-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
A319/A320
DOORS
On the ECAM Door Page, door symbols

are green when the corresponding doors
are closed and locked.
Door indications (words) appear amber
when the corresponding doors are not
locked.
Slide indications (words) appear white

when the corresponding slides are armed.
When the slides are disarmed, slide indications are replaced by dashes.
When the doors are opened and slides disarmed, slide indications are replaced by
dashes.
DOOR /OXY
On the ECAM Door Page, door symbols

are green when the corresponding doors
are closed and locked.
Door indications (words) appear amber
when the corresponding doors are not
locked.
DOOR /OXY
OXY 1700 PSI

REGUL LO PR
OXY 1700 PSI

REGUL LO PR
AVIONIC- - - - - -
AVIONIC- - - - - -
CABIN- - - - - SLIDE
SLIDE - - - - -CABIN
- - - - -CARGO
- - - - -CARGO
EMER - - - - SLIDE
EXIT
EMER
SLIDE - - - - - EXIT
ECAM Page
ECAM Page
52-2
EMER
- - - - -CARGO
- - - - -CARGO
AVIONIC- - - - - - -
AVIONIC- - - - - - -
EMER - - - - SLIDE
EXIT
Slide indications (words) appear white

when the corresponding slides are armed.
When the slides are disarmed, slide indications are replaced by dashes.
When the doors are opened and slides disarmed, slide indications are replaced by
dashes.
JUN 97
52-2
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
A319/A320
DOORS
PASSENGER DOORS
The doors are type 1 passenger doors.
They are of fail-safe plug-type construction. The doors unlock inwards, then
move upwards, outwards, and forward
parallel to the fuselage.
PASSENGER DOORS
The doors are type 1 passenger doors.
They are of fail-safe plug-type construction. The doors unlock inwards, then
move upwards, outwards, and forward
parallel to the fuselage.
Passenger Door
Passenger Door
JUN 97
52-3
JUN 97
52-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321

Structure and Attachments
Each side edge of the door is fitted with
adjustable door stop fittings and guide
rollers.
A viewing prism window allows the cabin
pressure warning and slide armed lights to
be seen from outside the aircraft.
The door seal consists of a rubber extrusion with spaced pressurization holes.

The door is supported by the support arm
and maintained parallel to the fuselage by
guide arms.
The door is attached to the support arm by
means of upper and lower connection
links.
The lower connection link is the lifting
lever.
A door stay mechanism, installed in the
support arm, locks the door in the fully
open position.
Structure and Attachments

Each side edge of the door is fitted with
adjustable door stop fittings and guide
rollers.
A viewing prism window allows the cabin
pressure warning and slide armed lights to
be seen from outside the aircraft.
The door seal consists of a rubber extrusion with spaced pressurization holes.
The door is supported by the support arm

and maintained parallel to the fuselage by
guide arms.
The door is attached to the support arm by
means of upper and lower connection
links.
The lower connection link is the lifting
lever.
A door stay mechanism, installed in the
support arm, locks the door in the fully
open position.
Passenger Door Construction
Passenger Door Construction
52-4
A319/A320
DOORS
JUN 97
52-4
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321

Indicating
Two different kinds of indicating systems
are fitted to the door; a mechanical indicating system and an electrical indicating
system.
The mechanical indicating system consists
of:
- a visual indicator on the top of the door
that shows if the door is LOCKED or
UNLOCKED,
- a visual indicator on the slide arming
lever shows if the girt bar is in the
ARMED or in the DISARMED position.

The electrical indicating system consists
of:
- two warning lights that are located
below the door window,
- they are visible from the inside and the
outside.
During door opening, the red CABIN
PRESSURE light flashes when there is a
residual pressure in the cabin with the
slide disarmed.
The white SLIDE
ARMED light indicates that the escape
slide is in the ARMED mode.
NOTE: Opening the door from the outside automatically disarms the slide.
Indicating
are fitted to the door; a mechanical indicating system and an electrical indicating
system.
The mechanical indicating system consists
of:
- a visual indicator on the top of the door
that shows if the door is LOCKED or
UNLOCKED,
- a visual indicator on the slide arming
lever shows if the girt bar is in the
ARMED or in the DISARMED position.
Passenger Door Indication
52-6
A319/A320
DOORS
The electrical indicating system consists

of:
- two warning lights that are located
below the door window,
- they are visible from the inside and the
outside.
During door opening, the red CABIN
PRESSURE light flashes when there is a
residual pressure in the cabin with the
slide disarmed.
The white SLIDE
ARMED light indicates that the escape
slide is in the ARMED mode.
NOTE: Opening the door from the outside automatically disarms the slide.
Passenger Door Indication
JUN 97
52-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321

Opening From Outside
Labels next to the exterior control handle
indicate how to open the door from the
outside.
WARNING: When the door is opened
from outside the evacuation system is
disarmed automatically. Do not open
the passenger door if the wind speed is
more than 65 kts.
Stop the opening procedure if the red
warning light flashes. Residual pressure could cause the door to open with a
sudden force and injure persons and/ or
damage the aircraft.

To open the door, push the flap in and
grasp the handle. Lift it fully up (to the
horizontal green line). Pull the door outward and forward until it locks in the fully
open position.
To close the door, push the gust lock to
unlock door, move the door towards the
frame, push it in and lower the control
handle. The door is locked when the handle is flush with the fuselage.
Opening From Outside

Labels next to the exterior control handle
indicate how to open the door from the
outside.
WARNING: When the door is opened
from outside the evacuation system is
disarmed automatically. Do not open
the passenger door if the wind speed is
more than 65 kts.
Stop the opening procedure if the red
warning light flashes. Residual pressure could cause the door to open with a
sudden force and injure persons and/ or
damage the aircraft.
To open the door, push the flap in and

grasp the handle. Lift it fully up (to the
horizontal green line). Pull the door outward and forward until it locks in the fully
open position.
To close the door, push the gust lock to
unlock door, move the door towards the
frame, push it in and lower the control
handle. The door is locked when the handle is flush with the fuselage.
Passenger Doors - Opening From Outside
Passenger Doors - Opening From Outside

JUN 97
A319/A320
DOORS
52-7
JUN 97
52-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321

Opening From Inside
For normal door opening, the evacuation
system must be disarmed. After disarming
the slide, by moving the slide arming lever
to the DISARM position, hold the assist
handle on the door frame and lift the control handle up. Push the door outward.
Then move the door forward using the
assist handle until it locks in its fully open
position.

For closing, push the gust lock and, with
the door assist handle, move the door to
the rear and into its frame. Pull the door in
and lower the control handle.
The locking indicators turn from red to
green to indicate a correct locking
sequence.
Opening From Inside

For normal door opening, the evacuation
system must be disarmed. After disarming
the slide, by moving the slide arming lever
to the DISARM position, hold the assist
handle on the door frame and lift the control handle up. Push the door outward.
Then move the door forward using the
assist handle until it locks in its fully open
position.
Passengers Door - Opening From Inside
52-8
A319/A320
DOORS
For closing, push the gust lock and, with

the door assist handle, move the door to
the rear and into its frame. Pull the door in
and lower the control handle.
The locking indicators turn from red to
green to indicate a correct locking
sequence.
Passengers Door - Opening From Inside
JUN 97
52-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321

Emergency Opening
In case of an emergency opening of the
door, check that the evacuation system is
armed. Hold on to the assist handle.
Lift the control handle rapidly fully up and
release. Protect the exit.
The door opens automatically and locks in
the open position. The escape slide
deploys and inflates automatically.
Arming/Disarming
In order to arm the evacuation system, the
arming lever is pushed fully down.
The ARMED-DISARMED indicator must
read ARMED. To disarm the evacuation
device, move the arming lever fully up.
read DISARMED
If someone opens the door from the outside, the slide arming control lever moves
automatically to the disarmed position,
which avoids accidental slide deployment.
Locking Mechanism
The door is locked by a hook. The locking
hook engages on a roller mounted on the
door frame.
A safety pin blocks the door even if a double mechanical failure in the locking
mechanism and the lifting mechanism
occurs. The safety pin prevents any
upward door movement.
The locking shaft is locked in an overcenter position. An arm on the locking
shaft forms the visual locking indicator.
The locking shaft is connected to the hook
by a rod and bell crank. A spring rod
maintains the locking shaft in an overcentered position.
The door cannot be lowered in the open
position while beyond the door frame.
The lowering shaft mechanism locks the
control handle to prevent the door from
being lowered when not in contact with
the door sill.
JUN 97
DOORS
A319/A320

The slide arming lever is located far from
the inner control handle. It is connected
via rods and levers to the girt bar actuating
mechanism.
The door handles are coupled via a gear
box so that the outer-handle will not move
when the door is lifted by operation of the
inner handle. The gear box is connected
by rods to the locking shaft and lifting
lever.
When the outer control handle is operated,
the release mechanism of the emergency
escape slide/raft is returned to the disarmed position. A cam disk and a roller
connect the slide arming lever and the
outer control handle.
Passenger Doors - Locking Mechanism
52-9
Emergency Opening
In case of an emergency opening of the
door, check that the evacuation system is
armed. Hold on to the assist handle.
Lift the control handle rapidly fully up and
release. Protect the exit.
The door opens automatically and locks in
the open position. The escape slide
deploys and inflates automatically.
Arming/Disarming
In order to arm the evacuation system, the
arming lever is pushed fully down.
read ARMED. To disarm the evacuation
device, move the arming lever fully up.
read DISARMED
If someone opens the door from the outside, the slide arming control lever moves
automatically to the disarmed position,
which avoids accidental slide deployment.
Locking Mechanism
The door is locked by a hook. The locking
hook engages on a roller mounted on the
door frame.
A safety pin blocks the door even if a double mechanical failure in the locking
mechanism and the lifting mechanism
occurs. The safety pin prevents any
upward door movement.
The locking shaft is locked in an overcenter position. An arm on the locking
shaft forms the visual locking indicator.
The locking shaft is connected to the hook
by a rod and bell crank. A spring rod
maintains the locking shaft in an overcentered position.
The door cannot be lowered in the open
position while beyond the door frame.
The lowering shaft mechanism locks the
control handle to prevent the door from
being lowered when not in contact with
the door sill.
JUN 97
The slide arming lever is located far from

the inner control handle. It is connected
via rods and levers to the girt bar actuating
mechanism.
The door handles are coupled via a gear
box so that the outer-handle will not move
when the door is lifted by operation of the
inner handle. The gear box is connected
by rods to the locking shaft and lifting
lever.
When the outer control handle is operated,
the release mechanism of the emergency
escape slide/raft is returned to the disarmed position. A cam disk and a roller
connect the slide arming lever and the
outer control handle.
Passenger Doors - Locking Mechanism
52-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321

Escape Slide Mechanism
The girt bar assembly which is connected
to a flexible control is operated via the
slide arming lever and a bellcrank.
A cam disk and a roller attach the escape
slide/raft arming lever to the exterior control handle in order to disarm the system
automatically if the door is opened from
the outside.

When the arming lever is set to the DISARMED position, the girt bar remains in
the telescopic fork and remains part of the
door when it is opened.
Escape Slide Mechanism

The girt bar assembly which is connected
to a flexible control is operated via the
slide arming lever and a bellcrank.
A cam disk and a roller attach the escape
slide/raft arming lever to the exterior control handle in order to disarm the system
automatically if the door is opened from
the outside.
Escape Slide Control Mechanism DISARMED Position
52-10
A319/A320
DOORS
When the arming lever is set to the DISARMED position, the girt bar remains in
the telescopic fork and remains part of the
door when it is opened.
Escape Slide Control Mechanism DISARMED Position
JUN 97
52-10
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
When the arming lever is set to ARMED,

the girt bar slides into the girt bar fitting,
and the emergency operation cylinder percussion lever is moved to door emergency
configuration. The girt bar remains part of
the floor when the door is opened in an
emergency situation.
When the arming lever is set to ARMED,

the girt bar slides into the girt bar fitting,
and the emergency operation cylinder percussion lever is moved to door emergency
configuration. The girt bar remains part of
the floor when the door is opened in an
emergency situation.
Escape Slide Control Mechanism ARMED Position

JUN 97
A319/A320
DOORS
Escape Slide Control Mechanism ARMED Position

52-11
JUN 97
52-11
UNITED AIRLINES
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A318/A319/A320
DOORS
/A321

Damper/Emergency Operation
Cylinder
The Damper/Emergency Operation Cylinder is located on the support arm. The
door damper cylinder function is to
dampen door movement during opening
and closing, for example in windy conditions.
Damping is ensured by hydraulic fluid
passing through a restrictor as the operating rod extends or retracts.

The damper and emergency operation cylinder form an emergency actuator that
assists the opening of the door in emergency conditions.
When opened in an emergency situation,
the operating percussion lever allows the
nitrogen bottle pressure to pneumatically
open the door using the damper cylinder
as an actuator.
NOTE: The door can be closed after an
emergency opening.
Damper/Emergency Operation
Cylinder
The Damper/Emergency Operation Cylinder is located on the support arm. The
door damper cylinder function is to
dampen door movement during opening
and closing, for example in windy conditions.
Damping is ensured by hydraulic fluid
passing through a restrictor as the operating rod extends or retracts.
The damper and emergency operation cylinder form an emergency actuator that
assists the opening of the door in emergency conditions.
When opened in an emergency situation,
the operating percussion lever allows the
nitrogen bottle pressure to pneumatically
open the door using the damper cylinder
as an actuator.
NOTE: The door can be closed after an
emergency opening.
Damper/Emergency Operation Cylinder
Damper/Emergency Operation Cylinder
52-12
A319/A320
DOORS
JUN 97
52-12
JUN 97
UNITED AIRLINES
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DOORS
A319/A320 /A321

To deactivate the Damper/Emergency
Operation Cylinder, several tasks have to
be carried out.
To disarm the system:
- the safety pin must be installed,
- cut and discard the lockwire,
- loosen the knurled screw,
- pull the operating striker lever to the rear
to disarm it,
- tighten the knurled screw.
A319/A320

Several tasks have to be carried out to activate the door damper cylinder.
To activate the system:
- push the operating striker lever to the
front to arm it,
- tighten the knurled screw,
- safety the knurled screw with lockwire.
To deactivate the Damper/Emergency

Operation Cylinder, several tasks have to
be carried out.
To disarm the system:
- the safety pin must be installed,
- cut and discard the lockwire,
- pull the operating striker lever to the rear
to disarm it,
- tighten the knurled screw.
Several tasks have to be carried out to activate the door damper cylinder.
To activate the system:
- push the operating striker lever to the
front to arm it,
- tighten the knurled screw,
- safety the knurled screw with lockwire.
Damper/Emergency Operation Cylinder Deactivation and Activation
Damper/Emergency Operation Cylinder Deactivation and Activation

JUN 97
DOORS
52-13
JUN 97
52-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321

After an emergency operation of the door,
the nitrogen bottle pressure must be bled,
off using the filling valve.
Remove the broken pieces of the shear pin
and the damaged diaphragm. Install a new
shear pin (aluminum) and a new diaphragm. Service the nitrogen bottle.

NOTE: To fill the nitrogen bottle, use
the temperature and pressure chart values.
After an emergency operation of the door,

the nitrogen bottle pressure must be bled,
off using the filling valve.
Remove the broken pieces of the shear pin
and the damaged diaphragm. Install a new
shear pin (aluminum) and a new diaphragm. Service the nitrogen bottle.
Damper/Emergency Operation Cylinder Service
52-14
A319/A320
DOORS
NOTE: To fill the nitrogen bottle, use

the temperature and pressure chart values.
Damper/Emergency Operation Cylinder Service
JUN 97
52-14
JUN 97
UNITED AIRLINES
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A318/
DOORS
A319/A320 /A321

EMERGENCY EXITS
On A319 aircraft one emergency exit is
provided on each side of the center fuselage over the wings.
On A320 aircraft two emergency exits are

These emergency exits are classified as
type 3 exits. They are plug-in type
hatches, which can be opened both from
the inside and the outside of the aircraft.
NOTE: Accidental opening of the cover
flap for access to the inner control handle will automatically activate the white
SLIDE ARMED light.
EMERGENCY EXITS
On A319 aircraft one emergency exit is
On A320 aircraft two emergency exits are
These emergency exits are classified as

type 3 exits. They are plug-in type
hatches, which can be opened both from
the inside and the outside of the aircraft.
NOTE: Accidental opening of the cover
flap for access to the inner control handle will automatically activate the white
SLIDE ARMED light.
Emergency Exits (A320) Sheet 1
Emergency Exits (A320) Sheet 1

JUN 97
A319/A320
DOORS
52-15
JUN 97
52-15
UNITED AIRLINES
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A318/A319/A320
DOORS
/A321
A319/A320
DOORS
The door is supported in the exit opening

by two lower pivot fittings which engage
with the lower pivot hooks. Two upper
rollers, two lower pivot fittings, and two
lateral guides ensure the centering of the
door during closing.
The door is supported in the exit opening

by two lower pivot fittings which engage
with the lower pivot hooks. Two upper
rollers, two lower pivot fittings, and two
lateral guides ensure the centering of the
door during closing.
Emergency ExitsSheet 2
52-16
Emergency ExitsSheet 2
JUN 97
52-16
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
A319/A320
DOORS
A proximity switch monitors the

ARMED/DISARMED position of the
latch pin and sends a signal to the ECAM
system.
A grip mold housed in the door lining
facilitates door removal and installation.
A proximity switch monitors the

ARMED/DISARMED position of the
latch pin and sends a signal to the ECAM
system.
A grip mold housed in the door lining
facilitates door removal and installation.
Emergency Exits Sheet 3
Emergency Exits Sheet 3

JUN 97
52-17
JUN 97
52-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321

Opening For Maintenance
WARNING: Make sure that the lockpin is correctly installed in the operating head of the inflation reservoir. It
prevents an accidental extension of the
offwing escape slide.
For maintenance purposes, the emergency exit hatch should be opened from
the inside. Opening an emergency exit
hatch from the outside causes the door to
fall into the cabin and activates the escape
slide release mechanism.
To open one of the 4 emergency exit
hatches from the inside, pull down the
cover flap from the recess.
A slide armed indicator comes on to show
that the escape slide release mechanism is
in the armed configuration.

To disarm the mechanism, turn the retractable latch pin a quarter turn counter clockwise.
This is confirmed by the
extinguishing of the slide armed indicator.
Pull the lever of the hatch control handle
to the down position. Carefully let the top
of the hatch fall inwards so that it comes
clear of the structure.
Install a safety pin in the release lever to
prevent accidental actuation of the slide
release mechanism.
Opening For Maintenance

WARNING: Make sure that the lockpin is correctly installed in the operating head of the inflation reservoir. It
prevents an accidental extension of the
offwing escape slide.
For maintenance purposes, the emergency exit hatch should be opened from
the inside. Opening an emergency exit
hatch from the outside causes the door to
fall into the cabin and activates the escape
slide release mechanism.
To open one of the 4 emergency exit
hatches from the inside, pull down the
cover flap from the recess.
A slide armed indicator comes on to show
that the escape slide release mechanism is
in the armed configuration.
To disarm the mechanism, turn the retractable latch pin a quarter turn counter clockwise.
This is confirmed by the
extinguishing of the slide armed indicator.
Pull the lever of the hatch control handle
to the down position. Carefully let the top
of the hatch fall inwards so that it comes
clear of the structure.
Install a safety pin in the release lever to
prevent accidental actuation of the slide
release mechanism.
Emergency Exit Opening for Maintenance
Emergency Exit Opening for Maintenance
52-18
A319/A320
DOORS
JUN 97
52-18
JUN 97
UNITED AIRLINES
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DOORS
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Locking Mechanism
The guide fitting locks the spring loaded
latch pin in its armed position (extended),
and in its disarmed position (retracted).
The slide release mechanism includes the
guide fitting, the spring and the latch pin.
For maintenance purposes, the latch pin
can be disarmed by turning it counterclockwise.
The hatch control handle has two tension
springs which retain the handle in the up
position. The locking shaft unit includes
the locking hooks and a locking shaft. A
connecting rod attaches the hatch control
handle to the locking shaft.
When the hatch control is moved down,
this connection causes a movement of the
locking shaft unit and releases the exit
hatch.

Inside or outside operation of the control
handles locks or unlocks the hatch. When
the emergency exit hatch is correctly
locked, the lock hooks engage in the upper
roller fittings.
The lower pivot fittings put the emergency
exit hatch in line with the fuselage during
the installation of the hatch. The hooks,
attached on the hatch bottom beam,
engage in the pivot fittings.
The lateral guides put the hatch in the center position during the installation of the
hatch. A lateral guide fitting is attached
on each vertical edge member of the emergency hatch.
Locking Mechanism
The guide fitting locks the spring loaded
latch pin in its armed position (extended),
and in its disarmed position (retracted).
The slide release mechanism includes the
guide fitting, the spring and the latch pin.
For maintenance purposes, the latch pin
can be disarmed by turning it counterclockwise.
The hatch control handle has two tension
springs which retain the handle in the up
position. The locking shaft unit includes
the locking hooks and a locking shaft. A
connecting rod attaches the hatch control
handle to the locking shaft.
When the hatch control is moved down,
this connection causes a movement of the
locking shaft unit and releases the exit
hatch.
Emergency Exits / Locking Mechanism
JUN 97
A319/A320
DOORS
Inside or outside operation of the control

handles locks or unlocks the hatch. When
the emergency exit hatch is correctly
locked, the lock hooks engage in the upper
roller fittings.
The lower pivot fittings put the emergency
exit hatch in line with the fuselage during
the installation of the hatch. The hooks,
attached on the hatch bottom beam,
engage in the pivot fittings.
The lateral guides put the hatch in the center position during the installation of the
hatch. A lateral guide fitting is attached
on each vertical edge member of the emergency hatch.
Emergency Exits / Locking Mechanism

52-19
JUN 97
52-19
UNITED AIRLINES
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DOORS
/A321
A319/A320
DOORS
FORWARD AND AFT CARGO

DOORS
The cargo compartment doors installed on
the lower right-hand side of the fuselage
provide access to the forward and aft
cargo compartments.
The forward and aft cargo doors open outwards and upwards from the fuselage.
They are manually locked and unlocked
and hydraulically operated.
FORWARD AND AFT CARGO

DOORS
The cargo compartment doors installed on
the lower right-hand side of the fuselage
provide access to the forward and aft
cargo compartments.
The forward and aft cargo doors open outwards and upwards from the fuselage.
They are manually locked and unlocked
and hydraulically operated.
Forward and Aft Cargo Doors Sheet 1
52-20
JUN 97
52-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
A319/A320
DOORS
Structure
The door is fixed to the aircraft structure
by piano hinges. At the bottom the door is
locked on the sill by six locking hooks.
The door seal around the door inflates
when pressurization is available.
The vent door balances the pressure
between the cargo compartment and the
outside, when it is opened.
Structure
The door is fixed to the aircraft structure
by piano hinges. At the bottom the door is
locked on the sill by six locking hooks.
The door seal around the door inflates
when pressurization is available.
The vent door balances the pressure
between the cargo compartment and the
outside, when it is opened.
JUN 97
52-21
JUN 97
52-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
A319/A320
DOORS
Indicating
are fitted to the cargo door system; a
mechanical indicating system and an electrical indicating system.
For mechanical indicating, in the access
panel at the bottom of the door, there are
indication windows to check if the door is
correctly locked.
- red marks for door not correctly locked,
- green marks for door correctly locked.
For electrical indicating, when the door is
fully opened and locked, a green indicator
light comes on, on the control panel.
Indicating
are fitted to the cargo door system; a
mechanical indicating system and an electrical indicating system.
For mechanical indicating, in the access
panel at the bottom of the door, there are
indication windows to check if the door is
correctly locked.
- red marks for door not correctly locked,
- green marks for door correctly locked.
For electrical indicating, when the door is
fully opened and locked, a green indicator
light comes on, on the control panel.
52-22
JUN 97
52-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
Normal Opening and Closing
The cargo door is mechanically locked
and hydraulically operated by the yellow
hydraulic system. The door opening procedure is labeled next to the door controls.
To operate the locking handle, push the
spring loaded flap inwards, the handle is
released. Pull the handle outwards 30 to
the stop position, check that the vent door
opens. Pull the handle downwards to the
unlocked position, the locking hooks are
released and the door is unlocked. Due to
internal leakage and the door weight, the
door may open towards its vertical position.
Open the access panel below the fuselage
to gain access to the door controls. Check
the door OPEN green indicator by pressing it, the light will come on if the circuit
is intact. Set the selector on the control
panel to OPEN and hold it in this position.
The door is opened by means of two
A319/A320 /A321
hydraulic actuators pressurized by the yellow electric pump. When the door is in
the full opened and locked position the
green indicator comes on. At this time,
release the selector lever, the yellow pump
remains operative during a time delay
10s).
For closing, set the control selector to
CLOSE. The yellow hydraulic pump
starts running and pressurizes and unlocksthe actuators. The green indicator light
goes off and the door closes. When the
door is in its frame, release the selector.
The yellow electric pump remains operative during a time delay.
Finally, lock the door by moving the locking handle to its locked position and check
that the door is flush with its door frame.
The vent door is closed and the spring
loaded flap locks the control handle in a
flush position.
Check that access panels are closed.

Normal Opening and Closing
The cargo door is mechanically locked
and hydraulically operated by the yellow
hydraulic system. The door opening procedure is labeled next to the door controls.
To operate the locking handle, push the
spring loaded flap inwards, the handle is
released. Pull the handle outwards 30 to
the stop position, check that the vent door
opens. Pull the handle downwards to the
unlocked position, the locking hooks are
released and the door is unlocked. Due to
internal leakage and the door weight, the
door may open towards its vertical position.
Open the access panel below the fuselage
to gain access to the door controls. Check
the door OPEN green indicator by pressing it, the light will come on if the circuit
is intact. Set the selector on the control
panel to OPEN and hold it in this position.
The door is opened by means of two
Cargo Doors / Normal operations
JUN 97
A319/A320
DOORS
hydraulic actuators pressurized by the yellow electric pump. When the door is in
the full opened and locked position the
green indicator comes on. At this time,
release the selector lever, the yellow pump
remains operative during a time delay
10s).
For closing, set the control selector to
CLOSE. The yellow hydraulic pump
starts running and pressurizes and unlocksthe actuators. The green indicator light
goes off and the door closes. When the
door is in its frame, release the selector.
The yellow electric pump remains operative during a time delay.
Finally, lock the door by moving the locking handle to its locked position and check
that the door is flush with its door frame.
The vent door is closed and the spring
loaded flap locks the control handle in a
flush position.
Check that access panels are closed.
Cargo Doors / Normal operations
52-23
JUN 97
52-23
UNITED AIRLINES
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DOORS
/A321

Manual Opening and Closing
For manual opening, two operators are
required. One operator unlocks the cargo
door in the same manner as for normal
operation. The second operator opens the
yellow ground service access panel,
unlocks the hand pump lever quick locking fasteners, pulls out the hand pump
lever, and sets it to operating mode.
The hand pump lever is installed on its
pump. Set the electro manual selector
valve to the HAND PUMP position.
NOTE: An electrical selector valve is in
use on aircraft 416 and higher. The new
unit does not have a manual selector
handle and selection of the HAND
PUMP position is not necessary for
cargo door manual operation.
The first operator must hold the door
selector in the OPEN position.
Then the second operator operates the
hand pump and the door opens.
When the green indicator light comes on,
the second operator sets the electro manual selector valve on the yellow ground
service panel to E-PUMP, and the first
operator releases the selector.

NOTE: The previous step is not necessary if the electrical selector valve has
been installed.
For manual closing, two operators are
required. The first operator sets the control
selector to its CLOSE position and holds
it.
The second operator sets the electro manual selector valve (if installed) to its
HAND PUMP position, then operates the
hand pump.
When door is engaged in its door frame,
the electro manual selector valve is set to
its E-PUMP position again.
NOTE: The above step is not necessary
if the electrical selector valve has been
installed.
Return the hand pump control lever to its
storage position on the yellow hydraulic
service panel and close the access panel.
The first operator closes the access panel
and sets the cargo door locking control
handle to its LOCKED position.
Manual Opening and Closing

For manual opening, two operators are
required. One operator unlocks the cargo
door in the same manner as for normal
operation. The second operator opens the
yellow ground service access panel,
unlocks the hand pump lever quick locking fasteners, pulls out the hand pump
lever, and sets it to operating mode.
The hand pump lever is installed on its
pump. Set the electro manual selector
valve to the HAND PUMP position.
NOTE: An electrical selector valve is in
use on aircraft 416 and higher. The new
unit does not have a manual selector
handle and selection of the HAND
PUMP position is not necessary for
cargo door manual operation.
The first operator must hold the door
selector in the OPEN position.
Then the second operator operates the
hand pump and the door opens.
When the green indicator light comes on,
the second operator sets the electro manual selector valve on the yellow ground
service panel to E-PUMP, and the first
operator releases the selector.
Cargo Doors / Manual Operation
52-24
A319/A320
DOORS
NOTE: The previous step is not necessary if the electrical selector valve has
been installed.
For manual closing, two operators are
required. The first operator sets the control
selector to its CLOSE position and holds
it.
The second operator sets the electro manual selector valve (if installed) to its
HAND PUMP position, then operates the
hand pump.
When door is engaged in its door frame,
the electro manual selector valve is set to
its E-PUMP position again.
NOTE: The above step is not necessary
if the electrical selector valve has been
installed.
Return the hand pump control lever to its
storage position on the yellow hydraulic
service panel and close the access panel.
The first operator closes the access panel
and sets the cargo door locking control
handle to its LOCKED position.
Cargo Doors / Manual Operation

JUN 97
52-24
JUN 97
UNITED AIRLINES
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DOORS
A319/A320 /A321

Locking Mechanism
The locking shaft, which is connected to
the operating handle by a rod, operates all
the hooks. It is the main component of the
locking mechanism.
The two overcenter mechanisms ensure
the locking position. The door can be
opened if the overcenter positions are not
reached.
The spring unit reduces the shock at the
end of travel of the locking mechanism.
In the closed and locked position the
hooks are in contact with the door sill lock
fittings and transmit the loads resulting
from the internal pressure.
The hooks ensure the locking of the cargo
door to the fuselage.
When the locking handle is in the

LOCKED position, the safety shaft turns
and the safety cams move into the recess
of the locking hooks. The safety shaft is
the main component of the safety mechanism.
The cam on the safety shaft blocks the
hooks in the locked position.
The following describes the unlocking
operation:
1.The door cannot be opened because the
safety shaft and the hooks are in the
locked position.
2.The safety is in unlocked position but
the hooks are in the locked position, so the
door cannot be opened.
3.The safety shaft and the hooks are in the
unlocked position, so the door can be
opened.
Locking Mechanism
The locking shaft, which is connected to
the operating handle by a rod, operates all
the hooks. It is the main component of the
locking mechanism.
The two overcenter mechanisms ensure
the locking position. The door can be
opened if the overcenter positions are not
reached.
The spring unit reduces the shock at the
end of travel of the locking mechanism.
In the closed and locked position the
hooks are in contact with the door sill lock
fittings and transmit the loads resulting
from the internal pressure.
The hooks ensure the locking of the cargo
door to the fuselage.
When the locking handle is in the
Cargo Doors Locking Mechanism Locking Operation

JUN 97
A319/A320
DOORS
LOCKED position, the safety shaft turns

and the safety cams move into the recess
of the locking hooks. The safety shaft is
the main component of the safety mechanism.
The cam on the safety shaft blocks the
hooks in the locked position.
The following describes the unlocking
operation:
1.The door cannot be opened because the
safety shaft and the hooks are in the
locked position.
2.The safety is in unlocked position but
the hooks are in the locked position, so the
door cannot be opened.
3.The safety shaft and the hooks are in the
unlocked position, so the door can be
opened.
Cargo Doors Locking Mechanism Locking Operation

52-25
JUN 97
52-25
UNITED AIRLINES
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A318/A319/A320
DOORS
/A321
A319/A320
DOORS
To fulfill aerodynamic requirements, a

drift pin mechanism has been provided in
the middle of the door. Two drift pins are
operated by the safety shaft through teleflex cables and bellcranks. The extended
pins move into the fuselage side frame.
To fulfill aerodynamic requirements, a

drift pin mechanism has been provided in
the middle of the door. Two drift pins are
operated by the safety shaft through teleflex cables and bellcranks. The extended
pins move into the fuselage side frame.
Cargo Doors Locking Mechanism Drift Pin
52-26
Cargo Doors Locking Mechanism Drift Pin
JUN 97
52-26
JUN 97
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DOORS
/A321

MISCELLANEOUS DOORS
Flight Deck Door
The flight deck door is installed between
the flight deck and the passenger compartment and opens into the flight deck. A
magnetic door stop holds the door in the
open position.
The latch mechanism keeps the flight deck
door closed. The door is provided with a
spyglass.

In case of emergency, the flight deck door
can be opened from the flight deck by
moving the door handle sideways and
pushing the door in the direction of the
passenger compartment.
An electrical release strike permits the
locking and unlocking of the flight deck
door from the normal (seated) pilot position.
MISCELLANEOUS DOORS
Flight Deck Door
The flight deck door is installed between
the flight deck and the passenger compartment and opens into the flight deck. A
magnetic door stop holds the door in the
open position.
The latch mechanism keeps the flight deck
door closed. The door is provided with a
spyglass.
In case of emergency, the flight deck door

can be opened from the flight deck by
moving the door handle sideways and
pushing the door in the direction of the
passenger compartment.
An electrical release strike permits the
locking and unlocking of the flight deck
door from the normal (seated) pilot position.
Flight Deck Door
Flight Deck Door
52-28
A319/A320
DOORS
JUN 97
52-28
JUN 97
UNITED AIRLINES
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DOORS
A319/A320 /A321

Avionics Compartment Doors
There are 4 avionics compartment doors in
the lower fuselage around the nose landing
gear bay.
These doors are manually operated and
open inward. The locking mechanism is
identical on each door. Each avionics
compartment door is monitored by a proximity switch, which sends a signal to the
ECAM system .

Access Doors
Access doors are provided at all ground
service points. Many of the doors are
designed to close and latch automatically
during take off if accidently left open after
servicing.
Avionics Compartment Doors

There are 4 avionics compartment doors in
the lower fuselage around the nose landing
gear bay.
These doors are manually operated and
open inward. The locking mechanism is
identical on each door. Each avionics
compartment door is monitored by a proximity switch, which sends a signal to the
ECAM system .
Access Doors
Access doors are provided at all ground
service points. Many of the doors are
designed to close and latch automatically
during take off if accidently left open after
servicing.
Avionics Compartment Doors and Access Doors
Avionics Compartment Doors and Access Doors

JUN 97
A319/A320
DOORS
52-29
JUN 97
52-29
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DOORS
/A321

Miscellaneous Door Indication and
Warning
Each passenger door has 3 proximity
switches which are:
- the locking hook proximity switch,
- the arming lever proximity switch,
- the locking shaft proximity switch.
The locking hook and the locking shaft
proximity switches provide door indication on the DOOR ECAM page via the
SDACs.
When the door is locked, the proximity
switch targets are NEAR, and the door
symbol is green on the DOOR ECAM
page.
As soon as the proximity switch targets
are FAR, the door indication is amber on
the ECAM page.
The locking shaft and the arming lever
proximity switches provide an escape
slide indication on the DOOR ECAM
page and on the door itself via the
SDACs.
With the door locked closed and the slide
armed, the white word SLIDE appears on
the ECAM page and the door symbol is
green.
disarmed, the word SLIDE disappears and
the door symbol is green.
With the door not locked and the slide disarmed, the word SLIDE disappears and
the door symbol is amber
If the cabin door is closed and locked and
the slide is armed, movement of the inside
door handle causes the SLIDE ARMED
white light to come on steady. The SLIDE
ARMED light is located on the door near
the window.
52-30
DOORS
A319/A320

With the cabin door
WARNING:
closed and locked and the slide armed,
slight movement of the inside cabin
door handle causes the white slide
armed light to come on. Additional
movement of the handle will cause
escape slide deployment.
A CABIN PRESSURE red flashing light
indicates an excessive residual cabin pressure. The CABIN PRESSURE light is
located on the door near the window.
The red light flashes if engines are not
running, the escape slide is disarmed, and
residual cabin pressure greater .04 psi (2.5
mbar).
WARNING: It is possible to open a
cabin door from the outside with residual cabin pressure present. Under these
circumstances the door would initially
move rapidly outward and could injure
personnel. When opening a door from
the outside, look for the red flashing
light and if present, stop the opening
sequence.
JUN 97
Miscellaneous Door Indication and

Warning
Each passenger door has 3 proximity
switches which are:
- the locking hook proximity switch,
- the arming lever proximity switch,
The locking hook and the locking shaft
proximity switches provide door indication on the DOOR ECAM page via the
SDACs.
When the door is locked, the proximity
switch targets are NEAR, and the door
page.
As soon as the proximity switch targets
are FAR, the door indication is amber on
the ECAM page.
The locking shaft and the arming lever
proximity switches provide an escape
slide indication on the DOOR ECAM
page and on the door itself via the
SDACs.
armed, the white word SLIDE appears on
the ECAM page and the door symbol is
green.
disarmed, the word SLIDE disappears and
the door symbol is green.
With the door not locked and the slide disarmed, the word SLIDE disappears and
the door symbol is amber
If the cabin door is closed and locked and
the slide is armed, movement of the inside
door handle causes the SLIDE ARMED
white light to come on steady. The SLIDE
ARMED light is located on the door near
the window.
52-30
With the cabin door

WARNING:
closed and locked and the slide armed,
slight movement of the inside cabin
door handle causes the white slide
armed light to come on. Additional
movement of the handle will cause
escape slide deployment.
A CABIN PRESSURE red flashing light
indicates an excessive residual cabin pressure. The CABIN PRESSURE light is
located on the door near the window.
The red light flashes if engines are not
running, the escape slide is disarmed, and
residual cabin pressure greater .04 psi (2.5
mbar).
WARNING: It is possible to open a
cabin door from the outside with residual cabin pressure present. Under these
circumstances the door would initially
move rapidly outward and could injure
personnel. When opening a door from
the outside, look for the red flashing
light and if present, stop the opening
sequence.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
Door Indication and Warning
Door Indication and Warning

JUN 97
A319/A320
DOORS
52-31
JUN 97
52-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321

Each overwing emergency exit door has
two proximity switches which are:
- the cover flap proximity switch,
- the escape slide proximity switch.
The cover flap proximity switch provides
door indication on the DOOR ECAM
page via the SDACs. Two possibilities
exist:
- Door locked - When the door is locked
(handle cover in place), the proximity
switch target is NEAR, and the door
page.
- Door not locked - As soon as the
proximity switch target is FAR (handle
cover removed), the door indication is
amber on the ECAM page.

The escape slide proximity switch provides an escape slide indication on the
DOOR ECAM page and on an indicator
light between the two emergency exits via
the SDACs. Four possibilities exist:
- Slide armed, door locked - The white
word SLIDE appears on the ECAM
page. The door symbol is green.
- Slide armed, door not locked - The white
page. The door symbol is amber. The
SLIDE ARMED light comes on between
the two emergency exits.
- Slide disarmed, door locked - The word
SLIDE disappears. The door symbol is
green.
- Slide disarmed, door not locked - The
word SLIDE disappears. The door
symbol is amber.
Each overwing emergency exit door has

two proximity switches which are:
- the cover flap proximity switch,
- the escape slide proximity switch.
The cover flap proximity switch provides
door indication on the DOOR ECAM
page via the SDACs. Two possibilities
exist:
- Door locked - When the door is locked
(handle cover in place), the proximity
switch target is NEAR, and the door
page.
- Door not locked - As soon as the
proximity switch target is FAR (handle
cover removed), the door indication is
amber on the ECAM page.
The escape slide proximity switch provides an escape slide indication on the
DOOR ECAM page and on an indicator
light between the two emergency exits via
the SDACs. Four possibilities exist:
- Slide armed, door locked - The white
page. The door symbol is green.
- Slide armed, door not locked - The white
page. The door symbol is amber. The
SLIDE ARMED light comes on between
the two emergency exits.
- Slide disarmed, door locked - The word
SLIDE disappears. The door symbol is
green.
- Slide disarmed, door not locked - The
word SLIDE disappears. The door
symbol is amber.
Indication and Warning Emergency Exit Doors
Indication and Warning Emergency Exit Doors
52-32
A319/A320
DOORS
JUN 97
52-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321

The forward and aft cargo doors have
three similar proximity switches which
are:
- the handle proximity switch,
- the frame proximity switch,
The handle and the frame proximity
switches provide the door indication an
the ECAM via the LGCIU.
When the door is latched and locked, both
proximity sensor targets are NEAR.
As soon as one of the two proximity sensor targets is FAR, the door is indicated
unlocked on the ECAM page.

When the door reaches the fully opened
position, the door actuator switch illuminates the green indicator light fitted in the
selector recess.
The electrical selector valve is supplied
when:
- the locking shaft proximity switch target
is FAR,
- the selector valve is operated.
When the selector valve is operated, the
integrated proximity sensor sends a signal
to the LGCIU to open the electrical selector valve and to start the electric pump of
the yellow hydraulic system.
The forward and aft cargo doors have

three similar proximity switches which
are:
- the handle proximity switch,
- the frame proximity switch,
The handle and the frame proximity
switches provide the door indication an
the ECAM via the LGCIU.
When the door is latched and locked, both
proximity sensor targets are NEAR.
As soon as one of the two proximity sensor targets is FAR, the door is indicated
unlocked on the ECAM page.
When the door reaches the fully opened

position, the door actuator switch illuminates the green indicator light fitted in the
selector recess.
The electrical selector valve is supplied
when:
- the locking shaft proximity switch target
is FAR,
- the selector valve is operated.
When the selector valve is operated, the
integrated proximity sensor sends a signal
to the LGCIU to open the electrical selector valve and to start the electric pump of
the yellow hydraulic system.
Door Indication and Warning Forward and Aft Cargo Doors
Door Indication and Warning Forward and Aft Cargo Doors
JUN 97
A319/A320
DOORS
52-33
JUN 97
52-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
A319/A320
DOORS
The avionics doors each use a single proximity switch for the door warning function. It is installed in the door frame on
the fuselage.
The proximity switch provides door indication on the DOOR ECAM page via the
SDAC. When the door is locked the proximity switch target is near and the door
page. As soon as the proximity switch target is far, the door indication is amber on
the door ECAM page.
The avionics doors each use a single proximity switch for the door warning function. It is installed in the door frame on
the fuselage.
The proximity switch provides door indication on the DOOR ECAM page via the
SDAC. When the door is locked the proximity switch target is near and the door
page. As soon as the proximity switch target is far, the door indication is amber on
the door ECAM page.
Door Indication and Warning Avionics Doors
Door Indication and Warning Avionics Doors
52-34
JUN 97
52-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
A319/A320
DOORS
ECAM DOOR PAGE

ECAM DOOR PAGE

Door symbol
Green : The door is closed and locked
Door symbol
Green : The door is closed and locked
Amber: The door is not locked.
Amber: The door is not locked.
DOOR /OXY
DOOR /OXY
OXY 1700 PSI

REGUL LO PR
AVIONIC- - - - - -
AVIONIC- - - - - -
- - - - -CARGO
- - - - -CARGO
EMER - - - - SLIDE
EXIT
EMER
Slide Indication
Appears white when slide armed.
JUN 97
EMER
- - - - -CARGO
- - - - -CARGO
AVIONIC- - - - - - -
AVIONIC- - - - - - -
EMER - - - - SLIDE
EXIT
OXY 1700 PSI

REGUL LO PR
Door Indication
Appears amber when a
door is not locked.
52-35
Slide Indication
Appears white when slide armed.
JUN 97
Door Indication
Appears amber when a
door is not locked.
52-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
DOORS
CFDS SYSTEM REPORT / TEST

The purpose of this section is to show
access to the LAST LEG REPORT, the
TROUBLE SHOOTING DATA and the
TEST of the cargo door proximity
switches through the Landing Gear Control Interface Units. The cargo door proximity switches monitored by the LGCIUs
are :
- handle proximity switches,
- frame proximity switches,
- lockshaft proximity switches.
LAST LEG REPORT
The handle, frame, and lockshaft proximity switches of the forward and aft cargo
doors send a signal to LGCIU 1 and 2.
Trouble shooting data is available. It is
normally considered CFDS level 3 information (engineering maintenance).
When required, the TSM gives the interpretation of the coded message.
TEST
During the LGCIU test the following
components, belonging to the cargo doors,
are also tested:
CFDS SYSTEM REPORT / TEST

The purpose of this section is to show
access to the LAST LEG REPORT, the
TROUBLE SHOOTING DATA and the
TEST of the cargo door proximity
switches through the Landing Gear Control Interface Units. The cargo door proximity switches monitored by the LGCIUs
are :
LAST LEG REPORT
The handle, frame, and lockshaft proximity switches of the forward and aft cargo
doors send a signal to LGCIU 1 and 2.
Trouble shooting data is available. It is
normally considered CFDS level 3 information (engineering maintenance).
When required, the TSM gives the interpretation of the coded message.
TEST
During the LGCIU test the following
components, belonging to the cargo doors,
are also tested:
52-36
JUN 97
52-36
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
A319/A320
DOORS
CFDS - LGCIU System Report Test
MCDU MENU
< AIDS
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
< AIDS
INST >
L/G >
NAV >
< ELEC
< FIRE PROT
< RETURN
< CFDS
RETURN >
< PNEU
< APU
< AVIONICS STATUS

CFDS MENU
CFDS MENU
< PNEU
< APU
< LAST LEGS REPORT

ENG >
TOILET >
< AVIONICS STATUS

< RETURN
< RETURN
L/G
L/G
< LGCIU 1
< LGCIU 2
< BSCU 1
< BSCU 2
< TPIS
< RETURN
52MCDU
52MCDU
ENG >
TOILET >
< LGCIU 1
< LGCIU 2
< BSCU 1
< BSCU 2
< TPIS
< RETURN
JUN 97
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEGS REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< FMGC
52-37
JUN 97
52-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
A319/A320
DOORS

(Cargo Door Proximity Switches) Passenger Door

(Cargo Door Proximity Switches) Passenger Door

L/G
L/G

PRINT *
< RETURN
LGCIU X
TEST
< TEST IN PROGRESS
< RETURN
PRINT *
< RETURN
PRINT *
< RETURN
LGCIU X
TEST
< TEST IN PROGRESS
PRINT *
LGCIU X
LGCIU X
GMT
ATA
1327 52-35-13
1220 32-31-71
1100 32-31-71
LAST LEG REPORT

DATE:NOV 20
ATA
GMT
FWD CARGO DOOR HANDLE
PROX SNSR 28 WV
1327
523115
FWD CARGO DOOR SAFETY
MECHANISM PROX SNSR 30WV
1220
523115

XY-ABCD
DATE:NOV20

XY-ABCD
DATE:NOV20
FAULT
AO36
A124
B190

LGCIU X
LGCIU X
LGCIU X
< LAST LEG REPORT
< LGCIU 1
< LGCIU 2
< BSCU 1
< BSCU 2
< TPIS
< RETURN
LAST LEG REPORT

DATE:NOV 20
ATA
GMT
FWD CARGO DOOR HANDLE
PROX SNSR 28 WV
1327
523115
FWD CARGO DOOR SAFETY
MECHANISM PROX SNSR 30WV
1220
523115
< RETURN
LGCIU X
< LAST LEG REPORT
< LGCIU 1
< LGCIU 2
< BSCU 1
< BSCU 2
< TPIS
< RETURN
CNT
01
01
04
FAULT
AO36
A124
B190
PN
01
05
05
< RETURN
PRINT *
CNT
01
01
04
PN
01
05
05
PRINT *
52MCDU01
52MCDU01
52-38
GMT
ATA
1327 52-35-13
1220 32-31-71
1100 32-31-71
JUN 97
52-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Passenger Door Structure
Passenger Door Structure

JUN 97
A319/A320
DOORS
52-39
JUN 97
52-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Passenger Escape Slide Installation
Passenger Escape Slide Installation
52-40
A319/A320
DOORS
JUN 97
52-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Passenger Door Control Mechanism
Passenger Door Control Mechanism

JUN 97
A319/A320
DOORS
52-41
JUN 97
52-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Passenger Door Suspension
Passenger Door Suspension
52-42
A319/A320
DOORS
JUN 97
52-42
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Overwing Emergency Exit Doors (A320)
Overwing Emergency Exit Doors (A320)

JUN 97
A319/A320
DOORS
52-43
JUN 97
52-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Overwing Emergency Exit Doors Components
Overwing Emergency Exit Doors Components
52-44
A319/A320
DOORS
JUN 97
52-44
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Overwing Emergency Exit Doors Slide Release Mechanism
Overwing Emergency Exit Doors Slide Release Mechanism

JUN 97
A319/A320
DOORS
52-45
JUN 97
52-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
DOORS
COMPONENT LOCATIONS
Foward Cargo Door
Foward Cargo Door
52-46
A319/A320
JUN 97
52-46
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Aft Cargo Door
Aft Cargo Door

JUN 97
A319/A320
DOORS
52-47
JUN 97
52-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cargo Door Proximity Switches
52-48
A319/A320
DOORS
Cargo Door Proximity Switches
JUN 97
52-48
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cargo Door Handle / Locking Mechanism
Cargo Door Handle / Locking Mechanism

JUN 97
A319/A320
DOORS
52-49
JUN 97
52-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cargo Door Interlock and Drift Pin
Cargo Door Interlock and Drift Pin
52-50
A319/A320
DOORS
JUN 97
52-50
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cargo Door Vent Door and Switch Mechanism
Cargo Door Vent Door and Switch Mechanism

JUN 97
A319/A320
DOORS
52-51
JUN 97
52-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cargo Door Hydraulic System
Cargo Door Hydraulic System
52-52
A319/A320
DOORS
JUN 97
52-52
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cargo Door Hydraulic System (Yellow Ground Service Panel)
Cargo Door Hydraulic System (Yellow Ground Service Panel)

JUN 97
A319/A320
DOORS
52-53
JUN 97
52-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
DOORS
COMPONENT LOCATIONS
Miscellaneous Doors
Miscellaneous Doors
52-54
A319/A320
JUN 97
52-54
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
DOORS
COMPONENT LOCATIONS
Flight Deck Door
Flight Deck Door

JUN 97
A319/A320
52-55
JUN 97
52-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cabin Pressure Warning and Slide Armed Indicator Lights
Cabin Pressure Warning and Slide Armed Indicator Lights
52-56
A319/A320
DOORS
JUN 97
52-56
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cabin Pressure Detection Pressure Switch
Cabin Pressure Detection Pressure Switch

JUN 97
A319/A320
DOORS
52-57
JUN 97
52-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Door Warning - Passenger
Door Warning - Passenger
52-58
A319/A320
DOORS
JUN 97
52-58
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Door Warning - Avionics
Door Warning - Avionics

JUN 97
A319/A320
DOORS
52-59
JUN 97
52-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DOORS
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Door Warning - Emergency Exits (Overwing)
Door Warning - Emergency Exits (Overwing)
52-60
A319/A320
DOORS
JUN 97
52-60
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
DOORS
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Door Warning - Cargo Compartment

JUN 97
A319/A320
DOORS
Door Warning - Cargo Compartment

52-61
JUN 97
52-61
UNITED AIRLINES
UNITED AIRLINES
A318/
WINDOWS
A319/A320 /A321
WINDOWS
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................1
FLIGHT DECK WINDOWS .....................................................................1
Fixed Windows .....................................................................................2
Sliding Windows ...................................................................................5
CABIN WINDOWS ....................................................................................7
Cabin Dummy Windows .......................................................................8
PASSENGER/CREW DOOR WINDOWS ..............................................9

GENERAL .................................................................................................. 1
FLIGHT DECK WINDOWS .................................................................... 1
Fixed Windows ..................................................................................... 2
Sliding Windows .................................................................................. 5
CABIN WINDOWS ................................................................................... 7
Cabin Dummy Windows ...................................................................... 8
PASSENGER/CREW DOOR WINDOWS .............................................. 9
Note: Due to the nature of this chapter there is no Controls & Indications or
Component Locations sections.
Note: Due to the nature of this chapter there is no Controls & Indications or
JUN 97
JUN 97
56-i
56-i
UNITED AIRLINES
UNITED AIRLINES
A318/
WINDOWS
A319/A320 /A321

GENERAL
Windows are installed in the aircraft flight
deck and the cabin. The different types
and locations of the windows are:
- the flight deck windows (windshield,
fixed and sliding side),
- the cabin windows,
- the cabin dummy windows,
- the passenger/crew door windows.

FLIGHT DECK WINDOWS
In the flight deck, visibility is provided by
six windows installed between FR2 and
FR11, in a coaming integrated into the
structure of the fuselage in section 11.
The windows comprise:
- Two forward windows forming the
windshield.
- Two left and right sliding windows.
They also provide the crew members
with an emergency exit.
- Two fixed windows located aft of the
sliding windows.
GENERAL
Windows are installed in the aircraft flight
deck and the cabin. The different types
and locations of the windows are:
- the flight deck windows (windshield,
fixed and sliding side),
- the cabin windows,
- the cabin dummy windows,
- the passenger/crew door windows.
FLIGHT DECK WINDOWS

In the flight deck, visibility is provided by
six windows installed between FR2 and
FR11, in a coaming integrated into the
structure of the fuselage in section 11.
The windows comprise:
- Two forward windows forming the
windshield.
- Two left and right sliding windows.
They also provide the crew members
with an emergency exit.
- Two fixed windows located aft of the
sliding windows.
Fixed and Sliding Windows
Fixed and Sliding Windows

JUN 97
A319/A320
WINDOWS
56-1
JUN 97
56-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WINDOWS
/A321

Fixed Windows
There are four fixed windows installed in
the flight deck:
- two windshields
- two fixed side windows.
The fixed window frame assemblies are
riveted to the fuselage. The windshields
and fixed side windows are installed
directly into the frame structure. Removal
and installation is made from the external
area of the flight deck. The panels are
clamped in position by three retainers
bolted to the outer face of the frame.
56-2
WINDOWS
A319/A320

Each windshield assembly is made of
three laminations of toughened glass. The
fixed side window assemblies are made of
two stretched acrylic laminates (Lucas
design) or three laminates of toughened
glass (PPG design). Each assembly is set
in a molded silicon rubber seal/frame.
Electrical heating elements give clear
vision through the windshields and fixed
side windows in the event of internal or
external fogging. The temperature is controlled by two probes.
JUN 97
Fixed Windows
There are four fixed windows installed in
the flight deck:
- two windshields
- two fixed side windows.
The fixed window frame assemblies are
riveted to the fuselage. The windshields
and fixed side windows are installed
directly into the frame structure. Removal
and installation is made from the external
area of the flight deck. The panels are
clamped in position by three retainers
bolted to the outer face of the frame.
56-2
Each windshield assembly is made of

three laminations of toughened glass. The
fixed side window assemblies are made of
two stretched acrylic laminates (Lucas
design) or three laminates of toughened
glass (PPG design). Each assembly is set
in a molded silicon rubber seal/frame.
Electrical heating elements give clear
vision through the windshields and fixed
side windows in the event of internal or
external fogging. The temperature is controlled by two probes.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WINDOWS
/A321
Windshield Panel Assembly
Windshield Panel Assembly
56-3
A319/A320
WINDOWS
JUN 97
56-3
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
WINDOWS
/A321
Fixed Side Window Assembly
Fixed Side Window Assembly
56-4
A319/A320
WINDOWS
JUN 97
56-4
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Sliding Windows
Each sliding window assembly includes
an opening/closing mechanism and a
panel which has an anti-icing and defogging system. This panel is installed in a
frame.
The sliding side window assemblies are
made of two stretched acrylic laminates.
The windows are sealed for pressurization
and against humidity by a system of seals
on the structural frames. A peripheral seal
made of silicone elastomer ensures the
sealing between the panel and the sliding
frame.
The panel is held in the sliding frame with
bolts and nuts. The lower section of the
sliding frame is equipped with a rack.
This rack holds the window in its different
positions when it is open. Installation of
JUN 97
WINDOWS
A319/A320

the sliding side-window assembly is made
from inside the flight deck.
The windows are equipped with an antiicing and defogging system. This system
includes a heating element and two sensors. One sensor is used to regulate the
temperature. The other one is in standby.
The electrical connections are made by a
connector installed on the panel.
The sliding side windows have a mechanism to open, close and to lock them. The
crew can use them as emergency exits.
The opening and closing mechanism
includes an upper mechanism and a lower
mechanism. The upper and lower mechanisms are interconnected by a gimbal joint
connecting rod.
Sliding window operation consists of
unlocking, opening, and closing.
56-5
Sliding Windows
Each sliding window assembly includes
an opening/closing mechanism and a
panel which has an anti-icing and defogging system. This panel is installed in a
frame.
The sliding side window assemblies are
made of two stretched acrylic laminates.
The windows are sealed for pressurization
and against humidity by a system of seals
on the structural frames. A peripheral seal
made of silicone elastomer ensures the
sealing between the panel and the sliding
frame.
The panel is held in the sliding frame with
bolts and nuts. The lower section of the
sliding frame is equipped with a rack.
This rack holds the window in its different
positions when it is open. Installation of
JUN 97
the sliding side-window assembly is made

from inside the flight deck.
The windows are equipped with an antiicing and defogging system. This system
includes a heating element and two sensors. One sensor is used to regulate the
temperature. The other one is in standby.
The electrical connections are made by a
connector installed on the panel.
The sliding side windows have a mechanism to open, close and to lock them. The
crew can use them as emergency exits.
The opening and closing mechanism
includes an upper mechanism and a lower
mechanism. The upper and lower mechanisms are interconnected by a gimbal joint
connecting rod.
Sliding window operation consists of
unlocking, opening, and closing.
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Unlocking is as follows:
- the operating lever is unlocked by
pushing the push-button on the lever,
- rotation of the lever towards the rear
causes simultaneous rotation of the aft
bellcranks through the connecting rods,
- the hooks disengage from the locking
pins which are fixed to the structure.
Opening is as follows:
- when the window is unlocked, the
transversal guide roller, located at the
front, serves to disengage the window
towards the inside of the aircraft,
- the self-alignment of the bogies and the
transversal guide roller in the
longitudinal rail enable the window to
move towards the rear,
- the rack holds the window in its fully or
partially open position.

Closing is as follows:
- action on the operating lever with the
window in the open position unlocks the
window,
- the rack is released,
- pushing forward on the lever gradually
closes the window,
- at the end of travel, the transversal guide
roller brings the window against the
aircraft structure,
- the hooks engage on the locking pins,
- the operating lever is locked and
prevents unwanted opening of the
window.
Unlocking is as follows:
- the operating lever is unlocked by
pushing the push-button on the lever,
- rotation of the lever towards the rear
causes simultaneous rotation of the aft
bellcranks through the connecting rods,
- the hooks disengage from the locking
pins which are fixed to the structure.
Opening is as follows:
- when the window is unlocked, the
transversal guide roller, located at the
front, serves to disengage the window
towards the inside of the aircraft,
- the self-alignment of the bogies and the
transversal guide roller in the
longitudinal rail enable the window to
move towards the rear,
- the rack holds the window in its fully or
partially open position.
Closing is as follows:
- action on the operating lever with the
window in the open position unlocks the
window,
- the rack is released,
- pushing forward on the lever gradually
closes the window,
- at the end of travel, the transversal guide
roller brings the window against the
aircraft structure,
- the hooks engage on the locking pins,
- the operating lever is locked and
prevents unwanted opening of the
window.
Sliding Window Operation
Sliding Window Operation
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CABIN WINDOWS
Cabin windows are found on both sides of
the fuselage. They are installed between
the frames and the locations extend the
length of the cabin. The outer surface of
the window is in line with the outer surface of the fuselage.
The window frames are made from forgings and are riveted to the fuselage skin.
Each window assembly is made of two
separate panes of stretched acrylic and set

in a silicon rubber seal. A retainer ring,
eye-bolts and nuts hold the assembly in
the frame.
A hole is included in the lower center of
the inner pane. The hole lets the pressure
between the two pane assembly stay the
same as the pressure in the cabin.
A cabin style window is installed in the
top center of each emergency exit, left and
right.
CABIN WINDOWS
Cabin windows are found on both sides of
the fuselage. They are installed between
the frames and the locations extend the
length of the cabin. The outer surface of
the window is in line with the outer surface of the fuselage.
The window frames are made from forgings and are riveted to the fuselage skin.
Each window assembly is made of two
separate panes of stretched acrylic and set
Window Assembly
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A319/A320
WINDOWS
in a silicon rubber seal. A retainer ring,

eye-bolts and nuts hold the assembly in
the frame.
A cabin style window is installed in the
top center of each emergency exit, left and
right.
Window Assembly
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Cabin Dummy Windows

Cabin dummy windows are made of aluminum sheet and replace the cabin windows when necessary.
The dummy
window is made of a light alloy plate,
spacers and a seal.
They are installed in locations where furnishings or equipment block them (galleys, lavatories, closets, etc.).
When replacing a cabin window assembly
with a dummy window, use the same
retainer ring, eye-bolts and nuts.
Cabin Dummy Windows

Cabin dummy windows are made of aluminum sheet and replace the cabin windows when necessary.
The dummy
window is made of a light alloy plate,
spacers and a seal.
They are installed in locations where furnishings or equipment block them (galleys, lavatories, closets, etc.).
When replacing a cabin window assembly
with a dummy window, use the same
retainer ring, eye-bolts and nuts.
Cabin Dummy Windows
Cabin Dummy Windows
56-8
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PASSENGER/CREW DOOR
WINDOWS
Each passenger/crew door has an observation window. The window is installed offcenter because of the door opening, closing and lock mechanism.
The observation window frames are made
from forgings and are riveted to the door
outer skin. Each window assembly is
made of two separate panes of stretched
acrylic and set in a silicon rubber seal. A
retainer ring, bolts and nuts hold the
assembly in the frame.
NOTE: The forward passenger/crew
door windows inner pane is made with a
40 prism. The prism gives the cabin
crew direct downward vision to the outside of the aircraft when the door is
closed.

The window provides viewing out of the
aircraft and also into the aircraft. When
viewing in, warning lights for cabin pressurized (red light) and escape slide armed
(white light) are visible.
The window consists of a circular seal and
inner and outer acrylic glass panes. A
hole in the inner pane enables cabin pressure to be maintained in the window.
PASSENGER/CREW DOOR
WINDOWS
Each passenger/crew door has an observation window. The window is installed offcenter because of the door opening, closing and lock mechanism.
The observation window frames are made
from forgings and are riveted to the door
outer skin. Each window assembly is
made of two separate panes of stretched
acrylic and set in a silicon rubber seal. A
retainer ring, bolts and nuts hold the
assembly in the frame.
NOTE: The forward passenger/crew
door windows inner pane is made with a
40 prism. The prism gives the cabin
crew direct downward vision to the outside of the aircraft when the door is
closed.
Window, Forward Passenger/Crew Door
Window, Forward Passenger/Crew Door

The window provides viewing out of the
aircraft and also into the aircraft. When
viewing in, warning lights for cabin pressurized (red light) and escape slide armed
(white light) are visible.
The window consists of a circular seal and
inner and outer acrylic glass panes. A
hole in the inner pane enables cabin pressure to be maintained in the window.
NOTE: Aft Passenger/Crew Door window

frame
and
retainer are similar,
but windows differ in
shape.
NOTE: Aft Passenger/Crew Door window

frame
and
retainer are similar,
but windows differ in
shape.
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A319/A320
WINDOWS
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TABLE OF CONTENTS
TABLE OF CONTENTS

INTRODUCTION ......................................................................................1
POWER PLANT GENERAL ....................................................................2
SAFETY ZONES ........................................................................................9
NACELLE ...................................................................................................12
Inlet Cowl ..............................................................................................12
Fan Cowl Doors ....................................................................................13
Thrust Reverser Cowl Doors ................................................................14
Common Nozzle Assembly ..................................................................15
Exhaust Plug .........................................................................................16
Hydraulic Junction Box ........................................................................17
Fan Electrical Connector Panel .............................................................18
Core Electrical Junction Box ................................................................19
Fan Cowl Door Opening and Closing ...................................................20
Thrust Reverser Cowl Door Opening and Closing ...............................22
POWER PLANT DRAINS ........................................................................28
ENGINE MOUNTS ....................................................................................31
ENGINE REMOVAL/INSTALLATION .................................................33
Bootstrap Equipment ............................................................................34

INTRODUCTION ......................................................................................1
POWER PLANT GENERAL ....................................................................2
SAFETY ZONES ........................................................................................9
NACELLE ...................................................................................................12
Inlet Cowl ..............................................................................................12
Fan Cowl Doors ....................................................................................13
Thrust Reverser Cowl Doors .................................................................14
Common Nozzle Assembly ..................................................................15
Exhaust Plug .........................................................................................16
Hydraulic Junction Box ........................................................................17
Fan Electrical Connector Panel .............................................................18
Core Electrical Junction Box ................................................................19
Fan Cowl Door Opening and Closing ...................................................20
Thrust Reverser Cowl Door Opening and Closing ...............................22
POWER PLANT DRAINS ........................................................................28
ENGINE MOUNTS ....................................................................................31
ENGINE REMOVAL/INSTALLATION .................................................33
Bootstrap Equipment .............................................................................34
Note: Due to the nature of this chapter there are no Controls & Indications or
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INTRODUCTION
The V2500 engine is an advanced technology aircraft propulsion unit designed primarily for the 150 seat, short to medium
range aircraft.
The engine was first certified in June 1988

and entered airline service in May 1989.
Both the A1 & A5 versions power the
A320/A321 family of aircraft.
The propulsion unit shown below is the
V2500 for UAL A319/A320 aircraft.
I.A.E V2500 - A5
Application
A319-131
Engine
V2522-A5
Fan tip diameter in (cm)
63.5 (161)
Bare engine length in (cm) 126 (320)
Take-off thrust lb
22,000
Bypass ratio
4.90:1
Overall Pressure ratio
26.4:1
Mass Flow lb/s
735
INTRODUCTION
The V2500 engine is an advanced technology aircraft propulsion unit designed primarily for the 150 seat, short to medium
range aircraft.
The engine was first certified in June 1988

and entered airline service in May 1989.
Both the A1 & A5 versions power the
A320/A321 family of aircraft.
The propulsion unit shown below is the
V2500 for UAL A319/A320 aircraft.
I.A.E V2500 - A5
Application
A319-131
Engine
V2522-A5
Fan tip diameter in (cm)
63.5 (161)
Bare engine length in (cm) 126 (320)
Take-off thrust lb
22,000
Bypass ratio
4.90:1
Overall Pressure ratio
26.4:1
Mass Flow lb/s
735
A320-232
V2527-A5
63.5 (161)
126 (320)
26,500
4.78:1
31.9:1
856
A320-232
V2527-A5
63.5 (161)
126 (320)
26,500
4.78:1
31.9:1
856
V2500
V2500
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A319/A320
POWER PLANT
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POWER PLANT GENERAL
The V2527-A5 is a turbofan engine produced by International Aero Engines
(IAE) corporation. IAE, is a global collaboration
Between:
- Pratt & Whitney
- Rolls Royce
- Motoren and Turbinen Union (Daimler
Benz)
- Japanese Aero Engines Corp.
This engine includes Full Authority Digital Engine Control and hydraulic thrust
reverser systems.
The engine characteristics are:
- Turbofan engine,
- Take Off Thrust 22,000 lbs (A319)
26,500 lbs (A320),
- Bypass ratio 4.78 to 1,
- Full Authority Digital Engine Control
System (FADEC),
- Hydraulic reverser system.
- 80% of the thrust is produced by the fan.
- 20% of the thrust is produced by the
engine core
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POWER PLANT
A319/A320

The low pressure rotor (N1) consists of a
front fan (single stage) and a 4 stage LP
compressor connected to a 5 stage LP turbine.
The high pressure rotor (N2) consists of a
10 stage HP compressor connected to a 2
stage HP turbine.
The combustion chamber is annular and
fitted with 20 fuel nozzles and 2 ignitors.
The accessory gearbox, located at the bottom of the fan case, receives torque from
the horizontal HP rotor drive shaft using a
system of gear boxes and shafts and operates gearbox mounted accessories.
JUN 97
POWER PLANT GENERAL

The V2527-A5 is a turbofan engine produced by International Aero Engines
(IAE) corporation. IAE, is a global collaboration
Between:
- Pratt & Whitney
- Rolls Royce
- Motoren and Turbinen Union (Daimler
Benz)
- Japanese Aero Engines Corp.
This engine includes Full Authority Digital Engine Control and hydraulic thrust
reverser systems.
The engine characteristics are:
- Turbofan engine,
- Take Off Thrust 22,000 lbs (A319)
26,500 lbs (A320),
- Bypass ratio 4.78 to 1,
- Full Authority Digital Engine Control
System (FADEC),
- Hydraulic reverser system.
- 80% of the thrust is produced by the fan.
- 20% of the thrust is produced by the
engine core
71-2
The low pressure rotor (N1) consists of a

front fan (single stage) and a 4 stage LP
compressor connected to a 5 stage LP turbine.
The high pressure rotor (N2) consists of a
10 stage HP compressor connected to a 2
stage HP turbine.
The combustion chamber is annular and
fitted with 20 fuel nozzles and 2 ignitors.
The accessory gearbox, located at the bottom of the fan case, receives torque from
the horizontal HP rotor drive shaft using a
system of gear boxes and shafts and operates gearbox mounted accessories.
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V2527-A5
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POWER PLANT
V2527-A5
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The pylon is attached to the wing lower

surface and supports the engine by two
mounts. The engine is attached to the
pylon by the forward and the aft mounts.
The pylon is attached to the wing lower

surface and supports the engine by two
mounts. The engine is attached to the
pylon by the forward and the aft mounts.
Pylon and Mounts
71-4
Pylon and Mounts
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The engine Quick Engine Change (QEC)

configuration weight is 4,942 lbs (2242
kg) with an engine basic diameter of 67.5
in and a basic length of 122.1 in.
The following diagram shows dimensions
of an installed engine
The engine Quick Engine Change (QEC)

configuration weight is 4,942 lbs (2242
kg) with an engine basic diameter of 67.5
in and a basic length of 122.1 in.
The following diagram shows dimensions
of an installed engine
Nacelle Dimensions
Nacelle Dimensions
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The nacelle, consisting of cowls, provides

protection for the engine and accessories
and also ensures airflow around the engine
during its operation.
The cowling assembly consists of:
- the inlet cowl,
- fan cowl doors,
- thrust reverser cowl doors,
- the common nozzle assembly,
- the tail cone.
The nacelle, consisting of cowls, provides

protection for the engine and accessories
and also ensures airflow around the engine
during its operation.
The cowling assembly consists of:
- the inlet cowl,
- fan cowl doors,
- thrust reverser cowl doors,
- the common nozzle assembly,
- the tail cone.
Nacelle Components
Nacelle Components
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Shown below are the maintenance access

doors provided on the nacelle left hand
side.
On the nacelle left side, access doors are
provided for engine oil tank servicing and
master chip detector inspection.

doors provided on the nacelle left hand
side.
On the nacelle left side, access doors are
provided for engine oil tank servicing and
master chip detector inspection.
Nacelle Left Side
Nacelle Left Side

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doors provided on the nacelle Right Hand
Side.
On the nacelle right side, a starter valve
access door is provided for manual override operation.

doors provided on the nacelle Right Hand
Side.
On the nacelle right side, a starter valve
access door is provided for manual override operation.
Nacelle Right Side
Nacelle Right Side
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SAFETY ZONES
WARNING: During run up operations,
extreme care should be exercised when
operating V2500 engines statically.
Refer to the inlet and jet wake hazard
area diagrams for the conditions at idle
and take-off thrust.
SAFETY ZONES
WARNING: During run up operations,
extreme care should be exercised when
operating V2500 engines statically.
Refer to the inlet and jet wake hazard
area diagrams for the conditions at idle
and take-off thrust.
Intake Hazard Area

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Intake Hazard Area

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Jet Wake Hazard Area
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Jet Wake Hazard Area
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Jet Wake Temperature Contour
Jet Wake Temperature Contour
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NACELLE
Inlet Cowl
The inlet cowl is bolted to the front of the
fan case.
It includes an anti-ice system, an interphone jack and a P2/T2 probe.
For removal and installation, the inlet
cowl is provided with 2 hoisting points, 36
identical attach fittings, and 4 alignment
dowels.
The inlet cowl weighs 238 lbs (108 kg).
NACELLE
Inlet Cowl
The inlet cowl is bolted to the front of the
fan case.
It includes an anti-ice system, an interphone jack and a P2/T2 probe.
For removal and installation, the inlet
cowl is provided with 2 hoisting points, 36
identical attach fittings, and 4 alignment
dowels.
The inlet cowl weighs 238 lbs (108 kg).
Inlet Cowl
Inlet Cowl
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Fan Cowl Doors

There are two fan cowl doors to provide
access to the fan case and gearbox
mounted accessories.
Each door is supported by 4 hinges at the
pylon. The door assembly is latched along
the bottom centerline with latches.
Each door is provided with 2 hoisting
points, for removal and installation, and 2
hold open
struts, for securing open doors.

Access doors are also provided for the
start valve and the oil tank servicing.
Aerodynamic strakes are fitted on the
inboard side of the nacelle.
The LH door weight is 79 lbs (36 kg)and
the RH door weight is 86 lbs (39 kg).
Fan Cowl Doors

There are two fan cowl doors to provide
access to the fan case and gearbox
mounted accessories.
Each door is supported by 4 hinges at the
pylon. The door assembly is latched along
the bottom centerline with latches.
Each door is provided with 2 hoisting
points, for removal and installation, and 2
hold open
struts, for securing open doors.

Access doors are also provided for the
start valve and the oil tank servicing.
Aerodynamic strakes are fitted on the
inboard side of the nacelle.
The LH door weight is 79 lbs (36 kg)and
the RH door weight is 86 lbs (39 kg).
Fan Cowl Doors
Fan Cowl Doors

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Thrust Reverser Cowl Doors
The thrust reverser cowl doors are in two
halves fitted with cascades, blocker doors
and translating sleeves.
Each half is supported by 4 hinges at the
pylon. The assembly halves are latched
along the bottom centerline with 6 latches.
Each half is provided with 3 attachment
points for handling, 1 opening actuator
operated with a hand pump, and 2 hold
open rods for securing open doors.

The latches consists of:
- 1 forward bumper latch,
- 3 center latches, accessible through a
hinged access panel,
- 1 aft twin latch.
The LH door weighs 580 lbs (263 kg) and
the RH door weighs 574 lbs (260 kg).

The thrust reverser cowl doors are in two
halves fitted with cascades, blocker doors
and translating sleeves.
Each half is supported by 4 hinges at the
pylon. The assembly halves are latched
along the bottom centerline with 6 latches.
Each half is provided with 3 attachment
points for handling, 1 opening actuator
operated with a hand pump, and 2 hold
open rods for securing open doors.
The latches consists of:

- 1 forward bumper latch,
- 3 center latches, accessible through a
hinged access panel,
- 1 aft twin latch.
The LH door weighs 580 lbs (263 kg) and
the RH door weighs 574 lbs (260 kg).
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Common Nozzle Assembly

The common nozzle assembly mixes the
exhaust gases from the secondary and primary airflows.
It is bolted to the rear flange of the turbine
exhaust case.
It is attached to the LP turbine frame by
means of 56 bolts.
The common nozzle assembly weighs 181
lbs (82 kg).

The common nozzle assembly mixes the
exhaust gases from the secondary and primary airflows.
It is bolted to the rear flange of the turbine
exhaust case.
It is attached to the LP turbine frame by
means of 56 bolts.
The common nozzle assembly weighs 181
lbs (82 kg).
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Exhaust Plug
The exhaust plug is cone shaped and provides the inner contour of the common
exhaust stream flow. It is attached to the
inner flange of the turbine exhaust case. It
is bolted to the inner LP turbine frame by
means of 13 bolts.
The exhaust plug weighs 10 lbs (4.5 kg).
Exhaust Plug
The exhaust plug is cone shaped and provides the inner contour of the common
exhaust stream flow. It is attached to the
inner flange of the turbine exhaust case. It
is bolted to the inner LP turbine frame by
means of 13 bolts.
The exhaust plug weighs 10 lbs (4.5 kg).
Exhaust Plug
Exhaust Plug
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Hydraulic Junction Box

The hydraulic junction box provides the
fluid connection between engine and
pylon. It is located on the left hand side of
the upper fan case.
Fluid connection lines are for fuel supply
and return. Fluid connection lines are also
for hydraulic pump suction, hydraulic
pump pressure delivery, and hydraulic
pump case drain.

The hydraulic junction box provides the
fluid connection between engine and
pylon. It is located on the left hand side of
the upper fan case.
Fluid connection lines are for fuel supply
and return. Fluid connection lines are also
for hydraulic pump suction, hydraulic
pump pressure delivery, and hydraulic
pump case drain.

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Fan Electrical Connector Panel

The fan electrical connector panel provides the interface between the fan electrical harnesses and the pylon. It is located
on the right hand side of the upper fan
case.

The fan electrical connector panel provides the interface between the fan electrical harnesses and the pylon. It is located
on the right hand side of the upper fan
case.
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A319/A320 /A321
A319/A320
POWER PLANT
Core Electrical Junction Box

The core electrical junction box provides
the interface between the core electrical
harnesses and the pylon. It is located in the
forward mount zone.

The core electrical junction box provides
the interface between the core electrical
harnesses and the pylon. It is located in the
forward mount zone.

JUN 97
71-19
JUN 97
71-19
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Fan Cowl Door Opening and Closing
Following are maintenance practices to
observe when opening the fan cowl doors.
CAUTION: Do not open the fan cowl
doors if the wind speed is more than 60
mph (96 km/h).
CAUTION: Be careful if the fan cowl
doors are opened and the wind speed is
more than 30 mph (48 km/h). Injury or
damage to the engine can occur if the
wind moves the fan cowl doors.
CAUTION: Make sure that the hold
open rods of the fan cowl doors are in
the extended position and are attached
correctly. If not, the cowl doors can
close accidentally.
On panel 115VU:
- Put a warning notice to tell persons not
to start engine 1 (2).
- Make sure that engine 1 (2) has been
shut down for at least 5 minutes and the
corresponding Engine MASTER lever is
in OFF position.
- On panel 50VU:
- Make sure that the ENG FADEC GND
PWR push-button ON light is
extinguished.
- Install a warning notice.
71-20
POWER PLANT
A319/A320

Unlock the four latches in sequence from
the front of the cowl to the rear.
For each latch push the snap to release the
latch.
Manually lift and support the door at
lower edge.
Release the front hold open rod from its
storage bracket on the cowl door and
attach the hold open rod to its support on
the fan case.
Open the door sufficiently to engage the
rod.
The rear hold open rod is then extended
and attached to its support on the fan case.
Repeat the sequence for the other fan cowl
door.
observe when closing the fan cowl doors.
CAUTION: Make sure that the engine
area is clear of tools and equipment
before closing the fan cowl doors.
Make sure that the aircraft is in the same
configuration as for the opening task.
Hold the cowl door and disengage the hold
open rods from their attachment points
and store them on their storage brackets on
the fan cowl door.
Lower the door and repeat the same task
for the second door.
Push the doors together and lock the
latches.
Check that the latches are correctly
engaged.
Remove the warning notices in the flight
deck.
JUN 97

observe when opening the fan cowl doors.
CAUTION: Do not open the fan cowl
doors if the wind speed is more than 60
mph (96 km/h).
CAUTION: Be careful if the fan cowl
doors are opened and the wind speed is
more than 30 mph (48 km/h). Injury or
damage to the engine can occur if the
wind moves the fan cowl doors.
CAUTION: Make sure that the hold
open rods of the fan cowl doors are in
the extended position and are attached
correctly. If not, the cowl doors can
close accidentally.
On panel 115VU:
corresponding Engine MASTER lever is
in OFF position.
- On panel 50VU:
extinguished.
71-20
Unlock the four latches in sequence from

the front of the cowl to the rear.
For each latch push the snap to release the
latch.
Manually lift and support the door at
lower edge.
Release the front hold open rod from its
storage bracket on the cowl door and
attach the hold open rod to its support on
the fan case.
Open the door sufficiently to engage the
rod.
The rear hold open rod is then extended
and attached to its support on the fan case.
Repeat the sequence for the other fan cowl
door.
observe when closing the fan cowl doors.
CAUTION: Make sure that the engine
area is clear of tools and equipment
before closing the fan cowl doors.
Hold the cowl door and disengage the hold
open rods from their attachment points
and store them on their storage brackets on
the fan cowl door.
Lower the door and repeat the same task
for the second door.
Push the doors together and lock the
latches.
Check that the latches are correctly
engaged.
Remove the warning notices in the flight
deck.
JUN 97
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POWER PLANT
A319/A320 /A321

JUN 97
A319/A320
POWER PLANT
71-21
JUN 97
71-21
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Thrust Reverser Cowl Door Opening
and Closing
observe when opening the thrust reverser
cowl doors.
CAUTION: Do not open the inboard
thrust reverser half if the wing leading
edge slats are extended. Damage to the
thrust reverser, wing leading edge slats
and wing can occur.
On panel 115VU:
corresponding engine MASTER lever is
at OFF position.
On panel 50VU:
extinguished.
On panel 114VU put a warning notice to
tell persons not to use slats (operated by
the flap handle).
Open the fan cowl doors. Put an access
platform in position. and deactivate the
thrust reverser hydraulic control unit
located on the upper portion of the engine
under the left hand fan cowl door (see
chapter 78 for details).
Open the thrust reverser latch access panel
on the underside of the cowl and adjust the
thrust reverser half take-up device.
Engage the take-up device on its attach fitting, on the other thrust reverser half.
Turn the adjustment nut with a wrench to
pull the two thrust reverser halves closer
together. This relieves the tension on the
thrust reverser cowl latches.
71-22
POWER PLANT
A319/A320

WARNING: Make sure that the takeup device is correctly engaged before
you release the latches. Failure to do so
can cause the latches to open fast and
cause injury to persons.
Release the latches at all positions:
- aft, a double latch,
- center, 3 latches accessed through the
thrust reverser cowl latch access panel,
- forward, a single latch on the front side
of the reverser cowl.
Loosen the take-up device and store it on
its storage bracket.
Connect hydraulic hand pump and open
the thrust reverser cowl door. Remove the
dust cover from the quick disconnect and
attach the hand pump hose to the thrust
reverser cowl door opening actuator manifold. Make sure that the hand pump hose
is correctly connected. Operate the hand
pump until the thrust reverser half is fully
open.
Install the hold open rods in position to
hold the thrust reverser half.
Unload the hand pump.
Make sure that the thrust reverser cowl
door is held correctly.
Disconnect the hand pump hose and put
the dust cover on the quick disconnect.
Open the second thrust reverser half in the
same way.
JUN 97
Thrust Reverser Cowl Door Opening

and Closing
observe when opening the thrust reverser
cowl doors.
CAUTION: Do not open the inboard
thrust reverser half if the wing leading
edge slats are extended. Damage to the
thrust reverser, wing leading edge slats
and wing can occur.
On panel 115VU:
corresponding engine MASTER lever is
at OFF position.
On panel 50VU:
extinguished.
On panel 114VU put a warning notice to
tell persons not to use slats (operated by
the flap handle).
Open the fan cowl doors. Put an access
platform in position. and deactivate the
thrust reverser hydraulic control unit
located on the upper portion of the engine
under the left hand fan cowl door (see
chapter 78 for details).
Open the thrust reverser latch access panel
on the underside of the cowl and adjust the
thrust reverser half take-up device.
Engage the take-up device on its attach fitting, on the other thrust reverser half.
Turn the adjustment nut with a wrench to
pull the two thrust reverser halves closer
together. This relieves the tension on the
thrust reverser cowl latches.
71-22
WARNING: Make sure that the takeup device is correctly engaged before
you release the latches. Failure to do so
can cause the latches to open fast and
cause injury to persons.
Release the latches at all positions:
Loosen the take-up device and store it on
its storage bracket.
Connect hydraulic hand pump and open
the thrust reverser cowl door. Remove the
dust cover from the quick disconnect and
attach the hand pump hose to the thrust
reverser cowl door opening actuator manifold. Make sure that the hand pump hose
is correctly connected. Operate the hand
pump until the thrust reverser half is fully
open.
Install the hold open rods in position to
hold the thrust reverser half.
Unload the hand pump.
Make sure that the thrust reverser cowl
door is held correctly.
Disconnect the hand pump hose and put
the dust cover on the quick disconnect.
Open the second thrust reverser half in the
same way.
JUN 97
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POWER PLANT
A319/A320 /A321
Thrust Reverser Cowl Door Opening and Closing
Thrust Reverser Cowl Door Opening and Closing
JUN 97
A319/A320
POWER PLANT
71-23
JUN 97
71-23
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observe when closing the thrust reverser
cowl doors.
CAUTION: Make sure that the thrust
reverser area is clear of tools and equipment before closing the cowl door.
Connect and operate the hand pump until
the hold open rods are unloaded from the
weight of the thrust reverser half.
Disengage the hold open rods and store
them on their storage brackets on the
thrust reverser half.
Slowly open the hand pump valve and let
the thrust reverser half close.
Disconnect and remove the hand pump.
Close the second thrust reverser half in the
same way.
Adjust the take-up device and engage it in
its attach fitting on the other thrust
reverser half. Turn the body of the takeup device with a wrench to pull the two
thrust reverser halves closer together.
Lock the thrust reverser cowl latches and
make sure that they are correctly engaged.
71-24
POWER PLANT
A319/A320

Latches are located at these positions:
NOTE: The forward latch has a latch
open indicator (red flag) that extends
below the thrust reverser halves when
the latch is not secured or not secured
properly. Be sure that the rod extending from the indicator flag properly
engages the latch when the latch is
closed. The middle 3 reverser cowl
latches also have latch open indicators
but use a simpler design.
Release the take-up device and put it back
on its storage bracket.
Close the reverser cowl latch access panel.
Reactivate the thrust reverser hydraulic
control unit.
Close the fan cowl doors.
Remove the warning notices from the panels 115VU and 50VU, and from the slats
control lever (flap lever) on the panel
114VU.
JUN 97

observe when closing the thrust reverser
cowl doors.
CAUTION: Make sure that the thrust
reverser area is clear of tools and equipment before closing the cowl door.
Connect and operate the hand pump until
the hold open rods are unloaded from the
weight of the thrust reverser half.
Disengage the hold open rods and store
them on their storage brackets on the
thrust reverser half.
Slowly open the hand pump valve and let
the thrust reverser half close.
Disconnect and remove the hand pump.
Close the second thrust reverser half in the
same way.
Adjust the take-up device and engage it in
its attach fitting on the other thrust
reverser half. Turn the body of the takeup device with a wrench to pull the two
thrust reverser halves closer together.
Lock the thrust reverser cowl latches and
make sure that they are correctly engaged.
71-24
Latches are located at these positions:

NOTE: The forward latch has a latch
open indicator (red flag) that extends
below the thrust reverser halves when
the latch is not secured or not secured
properly. Be sure that the rod extending from the indicator flag properly
engages the latch when the latch is
closed. The middle 3 reverser cowl
latches also have latch open indicators
but use a simpler design.
Release the take-up device and put it back
on its storage bracket.
Close the reverser cowl latch access panel.
Reactivate the thrust reverser hydraulic
control unit.
Close the fan cowl doors.
Remove the warning notices from the panels 115VU and 50VU, and from the slats
control lever (flap lever) on the panel
114VU.
JUN 97
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POWER PLANT
A319/A320 /A321
Thrust Reverser Cowl Latch Access Panel
Thrust Reverser Cowl Latch Access Panel

JUN 97
A319/A320
POWER PLANT
71-25
JUN 97
71-25
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/A321
Open Latch Indicator Thrust Reverser Cowl
71-26
A319/A320
POWER PLANT
Open Latch Indicator Thrust Reverser Cowl
JUN 97
71-26
JUN 97
UNITED AIRLINES
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A318/
POWER PLANT
A319/A320 /A321
POWER PLANT
Forward Open Latch Indicator Thrust Reverser Cowl
Forward Open Latch Indicator Thrust Reverser Cowl

JUN 97
A319/A320
71-27
JUN 97
71-27
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/A321
A319/A320
POWER PLANT
POWER PLANT DRAINS

The engine pylon is divided into 7 compartments; various systems are routed
through these areas.
Any leakage from fluid lines is drained
overboard through separate lines in the
rear of the pylon.
POWER PLANT DRAINS

The engine pylon is divided into 7 compartments; various systems are routed
Any leakage from fluid lines is drained
overboard through separate lines in the
rear of the pylon.
Pylon Drains
Pylon Drains
71-28
JUN 97
71-28
JUN 97
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POWER PLANT
A319/A320 /A321
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POWER PLANT
Fluid drained from the oil tank scupper,

fuel diverter valve and gear box mounted
accessories, is independently routed to the
drain mast.
The fuel drains from the core engine
accessories, are routed through a separate
drain line which passes through the bifurcation panel.
NOTE: Engine drain mast ports are
labeled to identify the source of the
leaking fluid.
Fluid drained from the oil tank scupper,

fuel diverter valve and gear box mounted
accessories, is independently routed to the
drain mast.
The fuel drains from the core engine
accessories, are routed through a separate
drain line which passes through the bifurcation panel.
NOTE: Engine drain mast ports are
labeled to identify the source of the
leaking fluid.
Engine Drain Mast
Engine Drain Mast
JUN 97
71-29
JUN 97
71-29
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Drain Mast
Drain Mast
71-30
A319/A320
POWER PLANT
JUN 97
71-30
JUN 97
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A318/
POWER PLANT
A319/A320 /A321
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POWER PLANT
ENGINE MOUNTS
The forward mount carries the engine
thrust vertical and side loads. It provides
the HP compressor case front flange
attachment to the pylon.
The forward mount is linked to the fan
frame brackets and attached to the pylon
with four bolts and self-locking nuts.
ENGINE MOUNTS
The forward mount carries the engine
thrust vertical and side loads. It provides
the HP compressor case front flange
attachment to the pylon.
The forward mount is linked to the fan
frame brackets and attached to the pylon
with four bolts and self-locking nuts.
Forward Engine Mount
Forward Engine Mount

JUN 97
71-31
JUN 97
71-31
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POWER PLANT
The aft mount restrains engine movement

in all directions except forward and aft. It
provides the turbine rear frame attachment
to the pylon.
The aft mount is linked to the turbine rear
frame lugs and fixed to the pylon with 4
bolts.
The aft mount restrains engine movement

in all directions except forward and aft. It
provides the turbine rear frame attachment
to the pylon.
The aft mount is linked to the turbine rear
frame lugs and fixed to the pylon with 4
bolts.
Aft Engine Mount
Aft Engine Mount
71-32
JUN 97
71-32
JUN 97
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A318/
POWER PLANT
A319/A320 /A321

ENGINE
REMOVAL/INSTALLATION
Following are the main tasks for engine
removal.
For more information see the procedures
described in the Aircraft Maintenance
Manual ATA 71-00.
WARNING: Make sure that the correct
fire fighting equipment is available
before starting any task on the fuel system.
WARNING: Make sure that the landing gear safety-locks and the wheel
chocks are in position.
WARNING: Put the safety devices and
the warning notices in position before
starting any task on or near the flight
controls, the landing gear or gear doors,
or any other component that moves.
WARNING: Make sure that all appropriate circuits are isolated before supplying electrical power to the aircraft.
Make sure that engine has been shut down
for at least 5 minutes.
JUN 97
POWER PLANT
A319/A320

Following the AMM, prepare the flight
deck. Switches for the appropriate systems are checked. Circuit breakers are
pulled per the AMM Warning notices are
put in place.
The ground HP ground connector receives
a warning notice to prevent pressurization
of pneumatic systems.
The green (engine 1) and yellow (engine
2) hydraulic reservoirs are depressurized.
The fan cowl doors are opened and the
hydraulic control unit is pinned to deactivate the thrust reverser. The hydraulic
control unit is located on the upper portion
of the engine under the left hand fan cowling (see chapter 78 for details).
The thrust reverser cowls are opened.
Hold open braces are installed on the fan
and
reverser cowls for additional support during engine removal.
After disconnecting and removing all the
components called out in the AMM, the
engine is ready for installation of the bootstrap system.
71-33
ENGINE
REMOVAL/INSTALLATION
Following are the main tasks for engine
removal.
For more information see the procedures
described in the Aircraft Maintenance
Manual ATA 71-00.
WARNING: Make sure that the correct
fire fighting equipment is available
before starting any task on the fuel system.
WARNING: Make sure that the landing gear safety-locks and the wheel
chocks are in position.
WARNING: Put the safety devices and
the warning notices in position before
starting any task on or near the flight
controls, the landing gear or gear doors,
or any other component that moves.
WARNING: Make sure that all appropriate circuits are isolated before supplying electrical power to the aircraft.
Make sure that engine has been shut down
for at least 5 minutes.
JUN 97
Following the AMM, prepare the flight

deck. Switches for the appropriate systems are checked. Circuit breakers are
pulled per the AMM Warning notices are
put in place.
The ground HP ground connector receives
a warning notice to prevent pressurization
of pneumatic systems.
The green (engine 1) and yellow (engine
2) hydraulic reservoirs are depressurized.
The fan cowl doors are opened and the
hydraulic control unit is pinned to deactivate the thrust reverser. The hydraulic
control unit is located on the upper portion
of the engine under the left hand fan cowling (see chapter 78 for details).
The thrust reverser cowls are opened.
Hold open braces are installed on the fan
and
reverser cowls for additional support during engine removal.
After disconnecting and removing all the
components called out in the AMM, the
engine is ready for installation of the bootstrap system.
71-33
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Bootstrap Equipment
The bootstrap system consists of:
- A forward hinge clamp and left and right
arms which form the forward bootstrap
equipment.
- A rear beam which forms the rear
bootstrap equipment.
- Four chain pulley blocks and
dynamometers complete the equipment.
To support the fan and thrust reverser
cowl doors during engine removal and
installation, special hold open braces are
installed.
This enables the engine to be changed
under the wing without removing the
engine cowl doors.
An engine cradle is lifted up to the engine,
using the four chain pulley blocks. When
the cradle reaches the engine, the front
fixtures and rear supports are secured.

WARNING: Death or serious injury
may result if the power plant falls on
personnel. Make sure that all personnel
are away from the aircraft when the
power plant is lowered.
The forward and aft engine mounts are
disconnected. The engine can now be
lowered using the four chain pulley blocks
at the same time taking care to keep the
pylon and engine mount mating faces parallel, so that the locating pins, of the
engine mounts, can be easily disengaged.
NOTE: Avoid any dynamic effect during descent.
First put first the aft section of the engine
cradle on the trolley, then the forward section.
Lock the engine cradle to the trolley using
all pins. Remove the 4 chain pulley
blocks and dynamometers. Remove the
forward and then the rear bootstrap equipment.
Bootstrap Equipment
The bootstrap system consists of:
- A forward hinge clamp and left and right
arms which form the forward bootstrap
equipment.
- A rear beam which forms the rear
bootstrap equipment.
- Four chain pulley blocks and
dynamometers complete the equipment.
To support the fan and thrust reverser
cowl doors during engine removal and
installation, special hold open braces are
installed.
This enables the engine to be changed
under the wing without removing the
engine cowl doors.
An engine cradle is lifted up to the engine,
using the four chain pulley blocks. When
the cradle reaches the engine, the front
fixtures and rear supports are secured.
WARNING: Death or serious injury

may result if the power plant falls on
personnel. Make sure that all personnel
are away from the aircraft when the
power plant is lowered.
The forward and aft engine mounts are
disconnected. The engine can now be
lowered using the four chain pulley blocks
at the same time taking care to keep the
pylon and engine mount mating faces parallel, so that the locating pins, of the
engine mounts, can be easily disengaged.
NOTE: Avoid any dynamic effect during descent.
First put first the aft section of the engine
cradle on the trolley, then the forward section.
Lock the engine cradle to the trolley using
all pins. Remove the 4 chain pulley
blocks and dynamometers. Remove the
forward and then the rear bootstrap equipment.
Hold Open Braces
Hold Open Braces
71-34
A319/A320
POWER PLANT
JUN 97
71-34
JUN 97
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A319/A320 /A321

Move the engine away from the pylon,
making sure that nothing catches.
Engine installation is the reverse of
removal with some additional procedures.
A319/A320
POWER PLANT
Follow the Aircraft Maintenance Manual

for proper installation procedures.
Move the engine away from the pylon,

making sure that nothing catches.
Engine installation is the reverse of
removal with some additional procedures.
Follow the Aircraft Maintenance Manual

for proper installation procedures.
Bootstrap Equipment
Bootstrap Equipment
Engine Removal and Installation
Engine Removal and Installation
JUN 97
71-35
JUN 97
71-35
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A318/
ENGINE
A319/A320 /A321
ENGINE
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................2
ENGINE MODULES .................................................................................4
Fan Module ...........................................................................................4
Intercase Module ...................................................................................4
High Pressure Compressor ....................................................................4
Diffuser/Combustor Module .................................................................4
High Pressure Turbine ..........................................................................4
Low Pressure Turbine ...........................................................................4
Accessory Drive Gearbox .....................................................................4
COMPRESSOR SECTION .......................................................................6
LP Compressor (Fan) Module Assembly .............................................7
Annulus Filler .......................................................................................8
Inlet Cone ..............................................................................................9
Balancing and Trim Balance .................................................................10
Booster StageBleed Valve (BSBV) and Actuating Mechanism ...........11
HP Compressor Module ........................................................................12
COMBUSTION SECTION ........................................................................14
Diffuser Case .........................................................................................15
Combustor .............................................................................................16
Turbine Nozzle Assembly .....................................................................16
The No. 4 Bearing Compartment Assembly. ........................................17
TURBINE SECTION .................................................................................18
HP Turbine Section ...............................................................................18
Cooling ..................................................................................................20
Clearance Control (Abrasive/Abradable System) .................................21
LP Turbine Section ...............................................................................22
LP Turbine Rotor ..................................................................................23
LP Turbine Shaft ...................................................................................24
Turbine Exhaust Case and No. 5 Bearing Assembly ............................25
Active Clearance Control (ACC) System .............................................27
ACCESSARY DRIVES (EXTERNAL GEARBOX) ...............................28
Angle Gearbox ......................................................................................29
Main Gearbox .......................................................................................30
PERFORMANCE DATA (A320) ..............................................................32

GENERAL .................................................................................................. 2
ENGINE MODULES ................................................................................. 4
Fan Module ........................................................................................... 4
Intercase Module .................................................................................. 4
High Pressure Compressor ................................................................... 4
Diffuser/Combustor Module ................................................................. 4
High Pressure Turbine .......................................................................... 4
Low Pressure Turbine ........................................................................... 4
Accessory Drive Gearbox ..................................................................... 4
COMPRESSOR SECTION ....................................................................... 6
LP Compressor (Fan) Module Assembly ............................................. 7
Annulus Filler ....................................................................................... 8
Inlet Cone ............................................................................................. 9
Balancing and Trim Balance ................................................................ 10
Booster StageBleed Valve (BSBV) and Actuating Mechanism ........... 11
HP Compressor Module ....................................................................... 12
COMBUSTION SECTION ....................................................................... 14
Diffuser Case ......................................................................................... 15
Combustor ............................................................................................ 16
Turbine Nozzle Assembly .................................................................... 16
The No. 4 Bearing Compartment Assembly. ....................................... 17
TURBINE SECTION ................................................................................. 18
HP Turbine Section .............................................................................. 18
Cooling ................................................................................................. 20
Clearance Control (Abrasive/Abradable System) ................................ 21
LP Turbine Section ............................................................................... 22
LP Turbine Rotor .................................................................................. 23
LP Turbine Shaft .................................................................................. 24
Turbine Exhaust Case and No. 5 Bearing Assembly ............................ 25
Active Clearance Control (ACC) System ............................................. 27
ACCESSARY DRIVES (EXTERNAL GEARBOX) .............................. 28
Angle Gearbox ...................................................................................... 29
Main Gearbox ....................................................................................... 30
PERFORMANCE DATA (A320) .............................................................. 32
JUN 97
JUN 97
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V2500-A5
V2500-A5
JUN 97
A319/A320
ENGINE
72-1
JUN 97
72-1
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ENGINE
/A321

GENERAL
The A319 has two IAE V2522-A5 high
bypass ratio turbofan engines, each capable of producing 22,000 pounds of thrust.
NOTE: Both the A319 and A320 use
the same engine. The different thrust
ratings are achieved by utilizing different data entry plugs on the Full Authority Digital Engine Control (FADEC).
Each engine is equipped with a FADEC
system which provides complete engine
management. The flight management
guidance computer (FMGC) calculates
engine pressure ratio (EPR) values for all
engine operating regions. The FMGC also
computes maximum EPR limits in the
event of FADEC failure.
Engine indications are displayed by the
electronic centralized aircraft monitoring
system (ECAM). The upper ECAM provides engine/waming displays (E/WD)
and the lower ECAM provides system/status displays (S/D).
72-2
ENGINE
A319/A320

The engine is a two spool, axial flow, high
bypass ratio/turbofan engine. Its compression system features a single stage fan, a
three booster, and a ten stage High Pressure Compressor (HPC). The Low Pressure Compressor (LPC) is driven by a five
stage Low Pressure Turbine (LPT) and the
HPC by a two stage High Pressure Turbine (HPT). The HPT also drives a gearbox which, in turn, drives the engine and
aircraft mounted accessories. The two
shafts are supported by five main bearings.
The engine incorporates a full authority
digital Electronic Engine Control (EEC).
The control system governs all engine
functions, including power management.
Reverse thrust for braking the aircraft after
landing is supplied by an integrated system which acts on the fan discharge airflow. Borescope accesses are provided for
inspection purposes.
NOTE: Bearings 1 and 3 are ball bearings accomadating thrust loads. Bearings 2, 4, and 5 are roller bearings
providing for thermal expansion. N1 is
supported by bearings 1, 2, and 5. N2 is
supported by bearings 3 and 4.
JUN 97
GENERAL
NOTE: Both the A319 and A320 use
the same engine. The different thrust
ratings are achieved by utilizing different data entry plugs on the Full Authority Digital Engine Control (FADEC).
Each engine is equipped with a FADEC
system which provides complete engine
management. The flight management
guidance computer (FMGC) calculates
engine pressure ratio (EPR) values for all
engine operating regions. The FMGC also
computes maximum EPR limits in the
event of FADEC failure.
Engine indications are displayed by the
electronic centralized aircraft monitoring
system (ECAM). The upper ECAM provides engine/waming displays (E/WD)
and the lower ECAM provides system/status displays (S/D).
72-2
The engine is a two spool, axial flow, high

bypass ratio/turbofan engine. Its compression system features a single stage fan, a
three booster, and a ten stage High Pressure Compressor (HPC). The Low Pressure Compressor (LPC) is driven by a five
stage Low Pressure Turbine (LPT) and the
HPC by a two stage High Pressure Turbine (HPT). The HPT also drives a gearbox which, in turn, drives the engine and
aircraft mounted accessories. The two
shafts are supported by five main bearings.
The engine incorporates a full authority
digital Electronic Engine Control (EEC).
The control system governs all engine
functions, including power management.
Reverse thrust for braking the aircraft after
landing is supplied by an integrated system which acts on the fan discharge airflow. Borescope accesses are provided for
inspection purposes.
NOTE: Bearings 1 and 3 are ball bearings accomadating thrust loads. Bearings 2, 4, and 5 are roller bearings
providing for thermal expansion. N1 is
supported by bearings 1, 2, and 5. N2 is
supported by bearings 3 and 4.
JUN 97
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JUN 97
A319/A320
ENGINE
Engine Bearings
Engine Bearings
Boroscope Accesses
Boroscope Accesses
72-3
JUN 97
72-3
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ENGINE MODULES
The engine modules are the fan module,
the intercase module, the HPC, the diffuser/combustor module, the HPT, the
LPT, and the accessory drive gearbox.
The description of each module is as follows.
Fan Module
It consists of a single stage, wide-chord,
shroudless fan and hub.
Intercase Module
It consists of the fan containment case, fan
Exit Guide Vanes (EGV), intermediate
case, booster, low spool stubshaft, the
accessory gearbox towershaft drive
assembly, high spool stubshaft and the
station 2.5 bleed valve (BSBV). The
booster consists of inlet stators, rotor
assembly, and outlet stators. The No. 1, 2,
and 3 (front) bearing compartment is built
into the module and contains the support
bearings for the low spool and high spool
stubshafts. In conjunction with the inner
fan section, the booster increases the pressure at the entrance to the HPC and provides an even pressure profile to improve
efficiency. The station 2.5 bleed (Booster
Stage Bleed Valve) is used for engine handling by controlling airflow to the high
compressor entrance.
High Pressure Compressor
The HPC is a ten stage, axial flow module.
It is comprised of the drum rotor assembly, the front casing which houses the
variable geometry vanes and the rear casing which contains the fixed geometry stators and forms the bleed manifolds.
72-4
ENGINE
A319/A320

Diffuser/Combustor Module
The combustion section consists primarily
of the diffuser case, combustor, fuel injector and ignitors. The high compressor exit
guide vanes and the No. 4 bearing compartment are also part of the module. The
main features of the module include a
close-coupled prediffuser and combustor
that provide low velocity shroud air to
feed the combustor liners and to minimize
performance losses.
High Pressure Turbine
The HPT is a two stage turbine and drives
the HPC and the accessory gearbox.
Low Pressure Turbine
The LPT is a five stage module. The elliptical leading edge airfoils improve the
aerodynamic efficiency. Module efficiency is further enhanced by incorporation of rim seals and clustered vanes
which results in reduced losses due to
leakage. Active clearance control is used
to control seal clearances and to provide
structural cooling.
Accessory Drive Gearbox
The accessory drive gearbox provides
shaft horse power to drive engine and aircraft accessories. These include fuel, oil
and hydraulic pressure pumps and electrical power generators for the EEC and for
the aircraft. The gearbox also includes
provision for a starter which is used to
drive the N2 shaft for engine starting.
NOTE: While IAE numbers the stages
1 through 12, some manuals may reference stages 1 through 15. This difference is due to IAEs numbering system
which has stages 1.5, 2.3, and 2.5.
JUN 97
ENGINE MODULES
The engine modules are the fan module,
the intercase module, the HPC, the diffuser/combustor module, the HPT, the
LPT, and the accessory drive gearbox.
The description of each module is as follows.
Fan Module
It consists of a single stage, wide-chord,
shroudless fan and hub.
Intercase Module
It consists of the fan containment case, fan
Exit Guide Vanes (EGV), intermediate
case, booster, low spool stubshaft, the
accessory gearbox towershaft drive
assembly, high spool stubshaft and the
station 2.5 bleed valve (BSBV). The
booster consists of inlet stators, rotor
assembly, and outlet stators. The No. 1, 2,
and 3 (front) bearing compartment is built
into the module and contains the support
bearings for the low spool and high spool
stubshafts. In conjunction with the inner
fan section, the booster increases the pressure at the entrance to the HPC and provides an even pressure profile to improve
efficiency. The station 2.5 bleed (Booster
Stage Bleed Valve) is used for engine handling by controlling airflow to the high
compressor entrance.
High Pressure Compressor
The HPC is a ten stage, axial flow module.
It is comprised of the drum rotor assembly, the front casing which houses the
variable geometry vanes and the rear casing which contains the fixed geometry stators and forms the bleed manifolds.
72-4
Diffuser/Combustor Module
The combustion section consists primarily
of the diffuser case, combustor, fuel injector and ignitors. The high compressor exit
guide vanes and the No. 4 bearing compartment are also part of the module. The
main features of the module include a
close-coupled prediffuser and combustor
that provide low velocity shroud air to
feed the combustor liners and to minimize
performance losses.
The HPT is a two stage turbine and drives
the HPC and the accessory gearbox.
The LPT is a five stage module. The elliptical leading edge airfoils improve the
aerodynamic efficiency. Module efficiency is further enhanced by incorporation of rim seals and clustered vanes
which results in reduced losses due to
leakage. Active clearance control is used
to control seal clearances and to provide
structural cooling.
Accessory Drive Gearbox
The accessory drive gearbox provides
shaft horse power to drive engine and aircraft accessories. These include fuel, oil
and hydraulic pressure pumps and electrical power generators for the EEC and for
the aircraft. The gearbox also includes
provision for a starter which is used to
drive the N2 shaft for engine starting.
NOTE: While IAE numbers the stages
1 through 12, some manuals may reference stages 1 through 15. This difference is due to IAEs numbering system
which has stages 1.5, 2.3, and 2.5.
JUN 97
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Engine Schematic
Engine Schematic
JUN 97
A319/A320
ENGINE
72-5
JUN 97
72-5
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COMPRESSOR SECTION
The compressor section consists of three
modules:
- Low Pressure (LP) compressor (fan)
module assembly,
- Low Pressure (LP) compressor/
intermediate case module,
- High Pressure (HP) compressor.

Rotation of the fan rotor causes air to be
ingested into the front of the engine and to
be compressed. Compressed air is then
divided into two separate airflows:
- a large portion is delivered to the
Common Nozzle Assembly,
- the remainder is compressed in the
booster before being again compressed
by the HP compressor.
COMPRESSOR SECTION
The compressor section consists of three
modules:
- Low Pressure (LP) compressor (fan)
module assembly,
- Low Pressure (LP) compressor/
intermediate case module,
- High Pressure (HP) compressor.
LP Compressor (Fan) Module
72-6
A319/A320
ENGINE
Rotation of the fan rotor causes air to be

ingested into the front of the engine and to
be compressed. Compressed air is then
divided into two separate airflows:
- a large portion is delivered to the
Common Nozzle Assembly,
- the remainder is compressed in the
booster before being again compressed
by the HP compressor.
JUN 97
72-6
JUN 97
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LP Compressor (Fan)
Module Assembly
The LP compressor (fan) module is a rotor
assembly which includes twenty two titanium blades and a titanium disk. Rotation
of the rotor causes air to be ingested into
the front of the engine and compressed. A
larger proportion of the compressed air is
delivered through the fan discharge duct to
the exhaust nozzle to provide the majority
of engine thrust. The remainder of the
compressed air passes into the booster section for further compression by the
booster.

The blades are wide-chord unshrouded.
They are retained radially in the disk by a
dovetail at the root. Axial retention is
achieved by front and rear blade retaining
rings. Both blade and disk dovetails are
coated with dry film lubricant to reduce
fretting.
LP Compressor (Fan)
Module Assembly
The LP compressor (fan) module is a rotor
assembly which includes twenty two titanium blades and a titanium disk. Rotation
of the rotor causes air to be ingested into
the front of the engine and compressed. A
larger proportion of the compressed air is
delivered through the fan discharge duct to
the exhaust nozzle to provide the majority
of engine thrust. The remainder of the
compressed air passes into the booster section for further compression by the
booster.
The blades are wide-chord unshrouded.

They are retained radially in the disk by a
dovetail at the root. Axial retention is
achieved by front and rear blade retaining
rings. Both blade and disk dovetails are
coated with dry film lubricant to reduce
fretting.

JUN 97
A319/A320
ENGINE
72-7
JUN 97
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Annulus Filler
The blades do not have integral platforms
to form the gas-path inner annulus boundary. This function is fulfilled by annulus
fillers which are located between neighboring pairs of blades. The material of the
fillers is aluminum. Each annulus filler
has a hooked trunnion at the rear and a
dowel pin and a chamfered trunnion pin at
the front.The rear trunnion is inserted in a
hole in the rear blade retaining ring.
The front pins are inserted in holes in the

front blade retaining ring. The fillers are
radially located by the front and rear blade
retaining rings. Each filler is secured to
the front blade retaining ring by a bolt.
In order to minimize the leakage of air
between the fillers and the airfoils; is,
there is a rubber seal bonded to each side
of each filler.
Annulus Filler
The blades do not have integral platforms
to form the gas-path inner annulus boundary. This function is fulfilled by annulus
fillers which are located between neighboring pairs of blades. The material of the
fillers is aluminum. Each annulus filler
has a hooked trunnion at the rear and a
dowel pin and a chamfered trunnion pin at
the front.The rear trunnion is inserted in a
hole in the rear blade retaining ring.
The front pins are inserted in holes in the

front blade retaining ring. The fillers are
radially located by the front and rear blade
retaining rings. Each filler is secured to
the front blade retaining ring by a bolt.
In order to minimize the leakage of air
between the fillers and the airfoils; is,
there is a rubber seal bonded to each side
of each filler.
Annulus Filler
Annulus Filler
72-8
A319/A320
ENGINE
JUN 97
72-8
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Inlet Cone
The inlet cone is bolted to the LP compressor retaining ring to form the gas-path
inner wall in front of the blades. The inlet
cone is fabricated of glass-reinforced composite material with a polyurethane coating. There is a small rubber tip at the apex
of the inlet cone. If ice begins to form on
the rubber tip, it is thrown slightly out of
balance and begins to vibrate.
NOTE: To maintain fan balance, prior
to disassembley, mark the fairing, nose
cone and annulus filler with a grease
pencil line.
This vibration results in the shedding of

the first formations of ice on the inlet
cone. The combination of the low friction
polyurethane coating and the 57 degree
cone angle provides the optimum conditions for minimizing ice accretion on the
non-heated cone.
The inlet cone is single plane balanced
during manufacture. This is achieved by
the attachment of a strip of steel filled
putty to the cone inner surface
Inlet Cone
The inlet cone is bolted to the LP compressor retaining ring to form the gas-path
inner wall in front of the blades. The inlet
cone is fabricated of glass-reinforced composite material with a polyurethane coating. There is a small rubber tip at the apex
of the inlet cone. If ice begins to form on
the rubber tip, it is thrown slightly out of
balance and begins to vibrate.
NOTE: To maintain fan balance, prior
to disassembley, mark the fairing, nose
cone and annulus filler with a grease
pencil line.
This vibration results in the shedding of

the first formations of ice on the inlet
cone. The combination of the low friction
polyurethane coating and the 57 degree
cone angle provides the optimum conditions for minimizing ice accretion on the
non-heated cone.
The inlet cone is single plane balanced
during manufacture. This is achieved by
the attachment of a strip of steel filled
putty to the cone inner surface
Inlet Cone
Inlet Cone
JUN 97
A319/A320
ENGINE
72-9
JUN 97
72-9
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Balancing and Trim Balance

When the LP compressor module is built,
the blades are distributed in an array determined by a computer program utilizing
the three dimensional moment weights
marked on each blade.
The annulus fillers are distributed in an
array determined by the weight of each
filler.
The LP compressor module without the
inlet cone is dynamically balanced in two
planes by the attachment of balance
weights to the front and rear blade retaining rings.
Trim balancing of the LP system can be

achieved by the attachment of weights to
the front blade retaining ring and to the
inlet cone flange.
The weights attached to front retaining
ring are relatively heavy and selected for
initial estimation. The weights attached to
the inlet cone flange are relatively light
and selected for precise trim balance
adjustment.
Balancing and Trim Balance

When the LP compressor module is built,
the blades are distributed in an array determined by a computer program utilizing
the three dimensional moment weights
marked on each blade.
The annulus fillers are distributed in an
array determined by the weight of each
filler.
The LP compressor module without the
inlet cone is dynamically balanced in two
planes by the attachment of balance
weights to the front and rear blade retaining rings.
Trim balancing of the LP system can be

achieved by the attachment of weights to
the front blade retaining ring and to the
inlet cone flange.
The weights attached to front retaining
ring are relatively heavy and selected for
initial estimation. The weights attached to
the inlet cone flange are relatively light
and selected for precise trim balance
adjustment.
Trim Balance
Trim Balance
72-10
A319/A320
ENGINE
JUN 97
72-10
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Booster Stage Bleed Valve (BSBV) and
Actuating Mechanism
The bleed valve mechanism is supported
by the intermediate structure and the outer
ring of the stage 2.5 vanes.
Two actuating rods which are each motivated by actuators impart a circumferential and axial motion to the valve ring via
2 power arms. 8 arms are synchronized by
valve ring itself and set axial position of
valve ring uniformly.

The BSBV ports its air overboard through
slots into the fan air stream. This unloads
the HPC when the engine is at off design
conditions. Design meaning cruise to takeoff power.
NOTE: The BSBV is also known as the
2.5 bleed valve.
Booster Stage Bleed Valve (BSBV) and

Actuating Mechanism
The bleed valve mechanism is supported
by the intermediate structure and the outer
ring of the stage 2.5 vanes.
Two actuating rods which are each motivated by actuators impart a circumferential and axial motion to the valve ring via
2 power arms. 8 arms are synchronized by
valve ring itself and set axial position of
valve ring uniformly.
Booster Stage Bleed Valve and Actuating Mechanism

JUN 97
A319/A320
ENGINE
The BSBV ports its air overboard through

slots into the fan air stream. This unloads
the HPC when the engine is at off design
conditions. Design meaning cruise to takeoff power.
NOTE: The BSBV is also known as the
2.5 bleed valve.
Booster Stage Bleed Valve and Actuating Mechanism

72-11
JUN 97
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HP Compressor Module
The HP compressor is a 10 stage axial
flow module. It comprises the HP compressor rotor, blades, the front casing and
variable vanes, the rear casing which contains the fixed stators and forms the bleed
manifolds.
Mounted on the front casing is the linkage
system associated with the variable inlet
guide vanes and stators. Attached to the
rear of the compressor rotor is the rear
thrust balance seal rotating member.
Power to drive the HP compressor is provided through the rear shaft from the HP
turbine system.
The function of the HP compressor is to
accept air from the LP compressor and
booster system, further compress it, and
direct the air to the diffuser/combustion
system where fuel is added.
Air is also bled off to either pressurize/
cool various locations of the core engine
or for starting and aircraft supply purposes.
72-12
ENGINE
A319/A320

The stages that are bled and the specific
reasons for the bleeds are as follows:
Stage 7:
- Air is supplied at high power setting for
aircraft needs (using anti-icing, cabin
pressurization and heating).
- Air is also bled off to aid starting and
handling by maintaining compressor
surge margin.
- The nose cowl is supplied with anti-icing
air from this stage.
Stage 8:
- Air is bled internally and is used to seal
the LP turbine compartment. The air
cools the rear of the stage 2 HP turbine
disc and the LP turbine drum internally.
It is also used to pressurize the number 5
bearing compartment.
Stage 10:
- Air is supplied when power settings are
low for aircraft needs (using anti-icing,
cabin pressurization and heating). Air is
also bled off to aid starting and handling
by maintaining compressor surge
margin. HP turbine cooling air is
supplied at all power settings. A further
controlled supply is taken to the stage 2
HP turbine front face.
Compressor outlet:
- Air is tapped via tubes to an air cooled
air cooler and is fed to the center air
supply (stage 12) bearing buffer cooling
zone of the number 4 bearing.
Control of the air bleed system and the
variable stator vanes is by the Electronic
Engine Control (EEC).
Interstage sealing of the stator vanes on
stages 3, 4 and 5 is by knife edge seals and
minimal clearances on stages 6 to 11. An
abrasive coating on the rotor drum prevents metal to metal between the stator
vanes and the rotor on stages 6 to 11.
JUN 97
The HP compressor is a 10 stage axial
flow module. It comprises the HP compressor rotor, blades, the front casing and
variable vanes, the rear casing which contains the fixed stators and forms the bleed
manifolds.
Mounted on the front casing is the linkage
system associated with the variable inlet
guide vanes and stators. Attached to the
rear of the compressor rotor is the rear
thrust balance seal rotating member.
Power to drive the HP compressor is provided through the rear shaft from the HP
turbine system.
The function of the HP compressor is to
accept air from the LP compressor and
booster system, further compress it, and
direct the air to the diffuser/combustion
system where fuel is added.
Air is also bled off to either pressurize/
cool various locations of the core engine
or for starting and aircraft supply purposes.
72-12
The stages that are bled and the specific

reasons for the bleeds are as follows:
Stage 7:
- Air is supplied at high power setting for
aircraft needs (using anti-icing, cabin
pressurization and heating).
- Air is also bled off to aid starting and
handling by maintaining compressor
surge margin.
- The nose cowl is supplied with anti-icing
air from this stage.
Stage 8:
- Air is bled internally and is used to seal
the LP turbine compartment. The air
cools the rear of the stage 2 HP turbine
disc and the LP turbine drum internally.
It is also used to pressurize the number 5
Stage 10:
- Air is supplied when power settings are
low for aircraft needs (using anti-icing,
cabin pressurization and heating). Air is
also bled off to aid starting and handling
by maintaining compressor surge
margin. HP turbine cooling air is
supplied at all power settings. A further
controlled supply is taken to the stage 2
HP turbine front face.
Compressor outlet:
- Air is tapped via tubes to an air cooled
air cooler and is fed to the center air
supply (stage 12) bearing buffer cooling
zone of the number 4 bearing.
Control of the air bleed system and the
variable stator vanes is by the Electronic
Engine Control (EEC).
Interstage sealing of the stator vanes on
stages 3, 4 and 5 is by knife edge seals and
minimal clearances on stages 6 to 11. An
abrasive coating on the rotor drum prevents metal to metal between the stator
vanes and the rotor on stages 6 to 11.
JUN 97
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72-13
JUN 97
72-13
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COMBUSTION SECTION
The combustion section includes the diffuser and combustion group, the No. 4
bearing section and the turbine nozzle
assembly.

The combustion section has four primary
functions:
- straighten the flow of air from the HP
compressor,
- change the flow of air characteristics to
get the best speed and pressure for
combustion,
- mix fuel with the air and supply ignition
to make the fuel burn,
- hold the No. 4 bearing in position.
COMBUSTION SECTION
The combustion section includes the diffuser and combustion group, the No. 4
bearing section and the turbine nozzle
assembly.
The combustion section has four primary

functions:
- straighten the flow of air from the HP
compressor,
- change the flow of air characteristics to
get the best speed and pressure for
combustion,
- mix fuel with the air and supply ignition
to make the fuel burn,
- hold the No. 4 bearing in position.
Combustion Section
Combustion Section
72-14
A319/A320
ENGINE
JUN 97
72-14
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Diffuser Case
The diffuser case is a main structural part
of the engine. The diameter of the diffuser
section is larger at the rear than at the
front. This diameter difference decreases
the speed of the air and changes the energy
of the speed into pressure. The diffuser
case has 20 mounting pads, where the fuel
injectors are installed, two mounting pads
where ignitor plugs are installed and six
borescope bosses located around the case.

The diffuser case is a one piece casting
whose outer and inner walls form the contour for diffusing and guiding air around
the combustor. The inner wall is supported
by twenty hollow struts at the front of the
case. These struts provide passage for service plumbing to the No. 4 bearing compartment and other areas. A double seal
consisting of brush and knife edge seals is
bolted at the front inner diameter of the
case. These seals align with sealing surfaces on the HP compressor rotor rear
shaft. The seals prevent leakage of HP
compressor discharge air into the diffuser
case. An exit stator, bolted at the same
location, straightens air for entry to the
diffuser portion of the diffuser case prior
to entering the combustion chamber.
Diffuser Case
The diffuser case is a main structural part
of the engine. The diameter of the diffuser
section is larger at the rear than at the
front. This diameter difference decreases
the speed of the air and changes the energy
of the speed into pressure. The diffuser
case has 20 mounting pads, where the fuel
injectors are installed, two mounting pads
where ignitor plugs are installed and six
borescope bosses located around the case.
The diffuser case is a one piece casting

whose outer and inner walls form the contour for diffusing and guiding air around
the combustor. The inner wall is supported
by twenty hollow struts at the front of the
case. These struts provide passage for service plumbing to the No. 4 bearing compartment and other areas. A double seal
consisting of brush and knife edge seals is
bolted at the front inner diameter of the
case. These seals align with sealing surfaces on the HP compressor rotor rear
shaft. The seals prevent leakage of HP
compressor discharge air into the diffuser
case. An exit stator, bolted at the same
location, straightens air for entry to the
diffuser portion of the diffuser case prior
to entering the combustion chamber.
Diffuser Case and Combustion Chamber
Diffuser Case and Combustion Chamber

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72-15
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Combustor
The combustor is an annular type combustor which consists of an outer liner assembly and an inner liner assembly.
Each liner assembly is comprised of a
liner shell and mechanically attached segments which form the inner wall of the
combustion chamber.
Air which surrounds the combustor is
used in the combustion process for dilution and exit temperature profile control of
the combustion gases and for cooling of
the combustor walls. The front of the
combustor outer liner assembly is secured
to the diffuser case outer wall by five
combustion chamber retaining bolts. A
seal is provided at the transition from the
rear of the combustor outer liner to the turbine nozzle guide vanes. The rear of the
combustor inner liner assembly is bolted
to the stage 1 HP turbine blade cooling
duct. The front lip of the combustor inner
liner forms a seal with the inner diameter
of the combustor hood.

Turbine Nozzle Assembly
The stage on the turbine nozzle assembly
consists of an outer ring, 40 cobalt alloy
vanes, an inner combustor liner-assembly
and the stage 1 HP turbine blade cooling
duct assembly.
The vane pairs are retained at the outer
end by a support ring which is bolted to
the rear outer flange of the diffuser case.
The outer ends of the vane pairs are
retained such that the vanes may slide
radially under thermal growth. Each vane
is cooled by air which enters at the outer
and inner ends and exits through airfoil
holes into the primary gas path. The vanes
are bolted to the 1 HP turbine blade cooling duct assembly at the inner end. the
cooling duct directs and meters HP compressor air to the stage 1 HP turbine
blades.
Combustor
The combustor is an annular type combustor which consists of an outer liner assembly and an inner liner assembly.
Each liner assembly is comprised of a
liner shell and mechanically attached segments which form the inner wall of the
combustion chamber.
Air which surrounds the combustor is
used in the combustion process for dilution and exit temperature profile control of
the combustion gases and for cooling of
the combustor walls. The front of the
combustor outer liner assembly is secured
to the diffuser case outer wall by five
combustion chamber retaining bolts. A
seal is provided at the transition from the
rear of the combustor outer liner to the turbine nozzle guide vanes. The rear of the
combustor inner liner assembly is bolted
to the stage 1 HP turbine blade cooling
duct. The front lip of the combustor inner
liner forms a seal with the inner diameter
of the combustor hood.

The stage on the turbine nozzle assembly
consists of an outer ring, 40 cobalt alloy
vanes, an inner combustor liner-assembly
and the stage 1 HP turbine blade cooling
duct assembly.
The vane pairs are retained at the outer
end by a support ring which is bolted to
the rear outer flange of the diffuser case.
The outer ends of the vane pairs are
retained such that the vanes may slide
radially under thermal growth. Each vane
is cooled by air which enters at the outer
and inner ends and exits through airfoil
holes into the primary gas path. The vanes
are bolted to the 1 HP turbine blade cooling duct assembly at the inner end. the
cooling duct directs and meters HP compressor air to the stage 1 HP turbine
blades.
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The No. 4 Bearing Compartment
Assembly.
The No. 4 bearing compartment consists
of front and rear walls which attach to the
No. 4 bearing support assembly. The bearing support assembly, in turn, is bolted to
the diffuser case rear inner flange. The
compartment walls are surrounded by a
cooling duct which is itself insulated by a
heatshield. The compartment walls also
provide support for the carbon seals. The
No. 4 bearing compartment service tubes
connect to the front wall and supply the
compartment with oil and cooling air. 12th
stage compressor air is directed through an
external air-to-air heat exchanger and carried by service tubes to the bearing compartment cooling duct.

Discharge of this relatively cool air into
the region of the carbon seals reduces
ingestion of hot diffuser air into the bearing compartment. The No. 4 bearing is a
roller bearing which is secured to the bearing support assembly by a ring nut and
lock. Rotor support is transmitted through
the bearing and bearing support to the diffuser case inner wall.
The No. 4 Bearing Compartment

Assembly.
The No. 4 bearing compartment consists
of front and rear walls which attach to the
No. 4 bearing support assembly. The bearing support assembly, in turn, is bolted to
the diffuser case rear inner flange. The
compartment walls are surrounded by a
cooling duct which is itself insulated by a
heatshield. The compartment walls also
provide support for the carbon seals. The
No. 4 bearing compartment service tubes
connect to the front wall and supply the
compartment with oil and cooling air. 12th
stage compressor air is directed through an
external air-to-air heat exchanger and carried by service tubes to the bearing compartment cooling duct.
Discharge of this relatively cool air into

the region of the carbon seals reduces
ingestion of hot diffuser air into the bearing compartment. The No. 4 bearing is a
roller bearing which is secured to the bearing support assembly by a ring nut and
lock. Rotor support is transmitted through
the bearing and bearing support to the diffuser case inner wall.
No. 4 Bearing Compartment Assembly.
No. 4 Bearing Compartment Assembly.
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TURBINE SECTION
The turbine section consists of the High
Pressure (HP) and Low Pressure (LP) turbine modules. The HP turbine uses combustion gases to drive the HP compressor
and the accessory gearbox, and provides a
gas stream to the LP turbine in order to
drive the LP compressor and the fan
through the LPT shaft.

HP Turbine Section
The HP Turbine Rotor and Stator Assembly provides the rotational driving force
for the HP compressor and accessory gearbox by extracting energy from the hot
combustion gases. The assembly consists
of:
- a Stage 1 Turbine Rotor Assembly,
- a HP Turbine Case and Vane Assembly,
- a Stage 2 HPT Airseal,
- and a Stage 2 Turbine Rotor Assembly.
TURBINE SECTION
The turbine section consists of the High
Pressure (HP) and Low Pressure (LP) turbine modules. The HP turbine uses combustion gases to drive the HP compressor
and the accessory gearbox, and provides a
gas stream to the LP turbine in order to
drive the LP compressor and the fan
through the LPT shaft.
HP Turbine Section
The HP Turbine Rotor and Stator Assembly provides the rotational driving force
for the HP compressor and accessory gearbox by extracting energy from the hot
combustion gases. The assembly consists
of:
- a Stage 1 Turbine Rotor Assembly,
- a HP Turbine Case and Vane Assembly,
- a Stage 2 HPT Airseal,
- and a Stage 2 Turbine Rotor Assembly.
Turbine Section Assembly
Turbine Section Assembly
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HP Turbine Section
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Cooling
All of the HPT airfoils are cooled by secondary air flow. The first stage HPT
blades are cooled by the HPC discharge
air which flows through the first stage
HPT duct assembly. The velocity of the
air increases to the outside between the
turbine front hub and the first stage HPT
(front outer) air seal into the blade root,
thus providing (once the speed is converted back into pressure) the pressure differential required to ensure cooling air
flow.

The second stage vane clusters are cooled
by tenth stage compressor air supplied
externally. Air flows into the case and
through the center of each vane and then
outward into the turbine area and the gaspath. Some of this air is used for cooling
of the second stage HPT air seal.
Second stage HPT blade cooling air is a
mixture of HPC discharge air and tenth
stage compressor air. This air moves
through holes in the first stage HPT (front
inner) air seal and the turbine front hub
into the area between the hubs. The air
then goes into the second blade root and
out the cooling holes.
Cooling
All of the HPT airfoils are cooled by secondary air flow. The first stage HPT
blades are cooled by the HPC discharge
air which flows through the first stage
HPT duct assembly. The velocity of the
air increases to the outside between the
turbine front hub and the first stage HPT
(front outer) air seal into the blade root,
thus providing (once the speed is converted back into pressure) the pressure differential required to ensure cooling air
flow.
The second stage vane clusters are cooled

by tenth stage compressor air supplied
externally. Air flows into the case and
through the center of each vane and then
outward into the turbine area and the gaspath. Some of this air is used for cooling
of the second stage HPT air seal.
Second stage HPT blade cooling air is a
mixture of HPC discharge air and tenth
stage compressor air. This air moves
through holes in the first stage HPT (front
inner) air seal and the turbine front hub
into the area between the hubs. The air
then goes into the second blade root and
out the cooling holes.
HP Turbine Assembly Cooling Air
HP Turbine Assembly Cooling Air
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Clearance Control (Abrasive/Abradable System)
The abradable duct segments and abrasive
blade tips, along with Active Clearance
Control, keep tight blade tip clearances for
better performance.
The abrasive/abradable system makes
tight clearances by letting the parts rub.
The abrasive decreases blade tip wear during rub.

Active Clearance Control tubes around the
turbine case supply fan discharge air to
cool the surface of the case during climb
and cruise-power operation. Cooling
results in shrinkage of the case and
decreased blade tip clearances.
Clearance Control (Abrasive/Abradable System)

The abradable duct segments and abrasive
blade tips, along with Active Clearance
Control, keep tight blade tip clearances for
better performance.
The abrasive/abradable system makes
tight clearances by letting the parts rub.
The abrasive decreases blade tip wear during rub.
Active Clearance Control tubes around the

turbine case supply fan discharge air to
cool the surface of the case during climb
and cruise-power operation. Cooling
results in shrinkage of the case and
decreased blade tip clearances.
HP Clearance System
HP Clearance System
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Low Pressure Turbine Section
The five stage Low Pressure Turbine
(LPT) extracts energy from the gas stream
delivered from the HP Turbine in order to
provide a mechanical drive through the
LPT shaft to the LP Compressor and the
Fan. Exhaust gas from the LPT passes
through a nozzle to provide propulsive
thrust.

Seal clearance and LPT case heat expansion are controlled by an external Active
Clearance Control (ACC) System. Fan
discharge air is directed externally to the
LPT case via the ACC tubes. This controls
the heat expansion of the LPT case and
optimizes the seal clearances.
Low Pressure Turbine Section

The five stage Low Pressure Turbine
(LPT) extracts energy from the gas stream
delivered from the HP Turbine in order to
provide a mechanical drive through the
LPT shaft to the LP Compressor and the
Fan. Exhaust gas from the LPT passes
through a nozzle to provide propulsive
thrust.
Seal clearance and LPT case heat expansion are controlled by an external Active
Clearance Control (ACC) System. Fan
discharge air is directed externally to the
LPT case via the ACC tubes. This controls
the heat expansion of the LPT case and
optimizes the seal clearances.
Low Pressure Turbine Module
Low Pressure Turbine Module
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Low Pressure Turbine Rotor

The low pressure turbine rotor is a bolted
configuration consisting of 5 disks and
associated blades and rotating airseals. All
these LPT rotor disks are manufactured of
high heat resistant nickel alloy (INCO
718). The LP turbine shaft is bolted to the
rotor at the stage disk 6.

The low pressure turbine rotor is a bolted
configuration consisting of 5 disks and
associated blades and rotating airseals. All
these LPT rotor disks are manufactured of
high heat resistant nickel alloy (INCO
718). The LP turbine shaft is bolted to the
rotor at the stage disk 6.

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Low Pressure Turbine Shaft
The Low Pressure Turbine Shaft joins the
LP Turbine assembly with the LP Compressor and the Fan. The shaft is bolted to
the LP turbine at the LPT rotor disk stage
6 and extends forward through the engine.
On the front end, the shaft is attached to
the Low Pressure Compressor rotor stub
shaft by means of a spline coupling.

The shaft is secured to the LP compressor
stub shaft by the front lock nut. The LP
Turbine shaft is supported at the rear end
by the No. 5 bearing, which is located in
the Exhaust Case and on the front end by
the No. 2 bearing which is a part of the
intermediate module.

The Low Pressure Turbine Shaft joins the
LP Turbine assembly with the LP Compressor and the Fan. The shaft is bolted to
the LP turbine at the LPT rotor disk stage
6 and extends forward through the engine.
On the front end, the shaft is attached to
the Low Pressure Compressor rotor stub
shaft by means of a spline coupling.
The shaft is secured to the LP compressor

stub shaft by the front lock nut. The LP
Turbine shaft is supported at the rear end
by the No. 5 bearing, which is located in
the Exhaust Case and on the front end by
the No. 2 bearing which is a part of the
intermediate module.
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Turbine Exhaust Case and No. 5 Bearing Assembly
The turbine exhaust case serves to
straighten the turbine exhaust gases, provides structural support for the No. 5 bearing and incorporates the rear mount lugs.
The struts incorporate provision to sense
exhaust gas temperature and pressure.
The turbine exhaust case is constructed of
stainless steel and is fabricated as a concentric inner cone and outer duct joined
together by 13 welded radial struts. Thermal incompatibilities are minimized by
matching the case thermal growth to that
of the support struts.

The inner cone extension of the case provides support for the No. 5 bearing, with
Loads transmitted from the bearing
through the struts to the outer case structure. Pressure and scavenge oil tubes for
the No. 5 bearing are located within the
case struts at the 4 and 8 o'clock locations
respectively.
The No. 5 bearing compartment outer wall
is an integral part of the exhaust case. It is
sealed at the back by a cover and at the
front by a plug in the LPT shaft. The compartment is sealed from the LP Turbine
cavity air by a two element radial carbon
seal. The carbon elements are contained in
a housing assembly and seal against the
No.5 bearing compartment outer wall and
the seal housing walls. The outer walls
and cap are fully insulated thermally to
minimize compartment temperature.

The turbine exhaust case serves to
straighten the turbine exhaust gases, provides structural support for the No. 5 bearing and incorporates the rear mount lugs.
The struts incorporate provision to sense
exhaust gas temperature and pressure.
The turbine exhaust case is constructed of
stainless steel and is fabricated as a concentric inner cone and outer duct joined
together by 13 welded radial struts. Thermal incompatibilities are minimized by
matching the case thermal growth to that
of the support struts.

JUN 97
A319/A320
ENGINE
The inner cone extension of the case provides support for the No. 5 bearing, with
Loads transmitted from the bearing
through the struts to the outer case structure. Pressure and scavenge oil tubes for
the No. 5 bearing are located within the
case struts at the 4 and 8 o'clock locations
respectively.
The No. 5 bearing compartment outer wall
is an integral part of the exhaust case. It is
sealed at the back by a cover and at the
front by a plug in the LPT shaft. The compartment is sealed from the LP Turbine
cavity air by a two element radial carbon
seal. The carbon elements are contained in
a housing assembly and seal against the
No.5 bearing compartment outer wall and
the seal housing walls. The outer walls
and cap are fully insulated thermally to
minimize compartment temperature.

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The No. 5 bearing inner race is secured on
the shaft by an interference fit and is
secured against the seal assembly by a
coupling nut. The outer race which has
shoulders to guide the rollers is loosely fitted in the bore of the bearing support.
Pressurized oil is supplied between the
support and the bearing outer race, and
with tight control of shoulder tolerance,
forms the damper squeeze film.

Oil enters the No. 5 bearing compartment
through a tube within the exhaust case
strut at the 4 o'clock location and into a
nozzle attached to the compartment wall.
The nozzle directs a jet of oil into a passage to feed the squeeze film damper
described above. The nozzle directs a second jet of oil to lubricate the bearing rollers through holes in the LPT shaft and
internal passages in the bearing inner race.
Oil is scavenged through a tube from the
bottom of the compartment through the
strut at the 8 o'clock location to the scavenge pump. This line is insulated within
the TEC. Venting of this compartment is
not necessary.
The No. 5 bearing inner race is secured on

the shaft by an interference fit and is
secured against the seal assembly by a
coupling nut. The outer race which has
shoulders to guide the rollers is loosely fitted in the bore of the bearing support.
Pressurized oil is supplied between the
support and the bearing outer race, and
with tight control of shoulder tolerance,
forms the damper squeeze film.
Oil enters the No. 5 bearing compartment

through a tube within the exhaust case
strut at the 4 o'clock location and into a
nozzle attached to the compartment wall.
The nozzle directs a jet of oil into a passage to feed the squeeze film damper
described above. The nozzle directs a second jet of oil to lubricate the bearing rollers through holes in the LPT shaft and
internal passages in the bearing inner race.
Oil is scavenged through a tube from the
bottom of the compartment through the
strut at the 8 o'clock location to the scavenge pump. This line is insulated within
the TEC. Venting of this compartment is
not necessary.
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Active Clearance Control
(ACC) System
The ACC system uses fan air to control
the tip clearances of the LP and HP turbine
blades.

A dual butterfly valve, torque motor controlled by FADEC, regulates the flow of
fan air through the cooling manifolds. The
HPT and LPT are cooled by the Active
Clearance Control system.
Active Clearance Control

(ACC) System
The ACC system uses fan air to control
the tip clearances of the LP and HP turbine
blades.
A dual butterfly valve, torque motor controlled by FADEC, regulates the flow of
fan air through the cooling manifolds. The
HPT and LPT are cooled by the Active
Clearance Control system.
Low Active Clearance Control
Low Active Clearance Control

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ACCESSARY DRIVES (EXTERNAL
GEARBOX)
The external gearbox has an angle gearbox assembly, a main gear box assembly,
and external components.

The external gearbox is installed at the
bottom of the fan case. Four articulated
support links attach the gearbox to the fan
case. The links have spherical bearings at
each end to allow for any necessary mount
articulation.
ACCESSARY DRIVES (EXTERNAL

GEARBOX)
The external gearbox has an angle gearbox assembly, a main gear box assembly,
and external components.
External Gear Box Forward Face
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A319/A320
ENGINE
The external gearbox is installed at the

bottom of the fan case. Four articulated
support links attach the gearbox to the fan
case. The links have spherical bearings at
each end to allow for any necessary mount
articulation.
External Gear Box Forward Face
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Angle Gearbox
The angle gearbox transmits the power
from the engine to the main gearbox and
from the starter on the main gearbox to the
engine.
The angle gearbox has a bevel gearset held

by a cast aluminum housing. The bevel
gearset transmits the power to and from
the engine through a powershaft engaged
to the high pressure compressor rotor.
The bevel gearset has a spiral gear mesh
which drives a horizontal input gearshaft
in the main gearbox.
Two metered jets supply pressure oil to
the bearings and gears in the angle gearbox.
Angle Gearbox
The angle gearbox transmits the power
from the engine to the main gearbox and
from the starter on the main gearbox to the
engine.
The angle gearbox has a bevel gearset held

by a cast aluminum housing. The bevel
gearset transmits the power to and from
the engine through a powershaft engaged
to the high pressure compressor rotor.
The bevel gearset has a spiral gear mesh
which drives a horizontal input gearshaft
in the main gearbox.
Two metered jets supply pressure oil to
the bearings and gears in the angle gearbox.
Angle Gearbox
Angle Gearbox
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Main Gearbox
The main gearbox is installed forward of
the angle gearbox. The main gearbox
transmits power from the engine to the
accessories installed on the gearbox and
from the starter to the engine. The main
gearbox supplies speed torques necessary
for the accessories to perform their various functions.
The main gearbox has a cast aluminum
housing that has a rear train and mounting
pads for the airframe and engine accessories. An external de-oiler is installed on
the front face of the main gearbox.
Each of the accessories drive geartrain
sections is individually replaceable. The
metered oil nozzles are installed on a gearbox housing and supply pressure oil to the
bearings and gears in the gearbox. An
external oil tank is attached at the LH
flange of the main gearbox.
Drive pads on the forward face of the
gearbox are used for installation of the following:
- hydraulic pump,
- starter,
- oil pressure pump,
- Permanent Magnet Alternator (PMA),
- provision for remote cranking of the
high pressure rotor is also located on the
front face.
Drive pads on the rear face of the gearbox
are used for installation of the following:
- Integrated Drive Generator (IDG)
system,
- fuel pump,
- oil scavenge pump.
NOTE: Direction of gearshaft rotation
is the direction seen when looking into
the opening of the mounting pad for the
accessory in question.
72-30
ENGINE
A319/A320

The hydraulic pump drive gearshaft
rotates in a counterclockwise direction.
The gearshaft receives the motion through
the adjacent IDLER gearshaft.
The starter drive gearshaft rotates in a
counterclockwise direction. The gearshaft
receives the motion through the adjacent
crank gearshaft.
The oil pressure pump is a removable
assembly installed on the front flange of
the gearbox. The pump has a separate
housing that has two bush-mounted drive
gear assemblies and the seat of the oil
pressure filter.
Direction of drive rotation is counterclockwise. The oil pressure pump receives
the motion through the fuel pump drive
gearshaft.
The pump supplies oil under pressure to
the engine bearings and accessory drives.
PMA gearshaft rotates in a counterclockwise direction. The gearshaft receives the
motion through the adjacent input gearshaft.
IDG gearshaft rotates in a counterclockwise direction. The gearshaft receives the
motion through the starter gearshaft.
Fuel pump drive gearshaft rotates counterclockwise. The gearshaft receives the
motion through the hydraulic pump drive
gearshaft.
The oil scavenge pump is a removable
assembly installed on the flange of the
support angle gearbox. The pump has a
separable
housing
that
has
a
bush-mounted drive gear assembly which
moves two pump gear stages.
The pump receives the motion through the
idler gearshaft. The direction of drive rotation is counterclockwise.
JUN 97
Main Gearbox
The main gearbox is installed forward of
the angle gearbox. The main gearbox
transmits power from the engine to the
accessories installed on the gearbox and
from the starter to the engine. The main
gearbox supplies speed torques necessary
for the accessories to perform their various functions.
The main gearbox has a cast aluminum
housing that has a rear train and mounting
pads for the airframe and engine accessories. An external de-oiler is installed on
the front face of the main gearbox.
Each of the accessories drive geartrain
sections is individually replaceable. The
metered oil nozzles are installed on a gearbox housing and supply pressure oil to the
bearings and gears in the gearbox. An
external oil tank is attached at the LH
flange of the main gearbox.
Drive pads on the forward face of the
gearbox are used for installation of the following:
- hydraulic pump,
- starter,
- oil pressure pump,
- Permanent Magnet Alternator (PMA),
- provision for remote cranking of the
high pressure rotor is also located on the
front face.
Drive pads on the rear face of the gearbox
are used for installation of the following:
- Integrated Drive Generator (IDG)
system,
- fuel pump,
- oil scavenge pump.
NOTE: Direction of gearshaft rotation
is the direction seen when looking into
the opening of the mounting pad for the
accessory in question.
72-30
The hydraulic pump drive gearshaft

rotates in a counterclockwise direction.
The gearshaft receives the motion through
the adjacent IDLER gearshaft.
The starter drive gearshaft rotates in a
counterclockwise direction. The gearshaft
receives the motion through the adjacent
crank gearshaft.
The oil pressure pump is a removable
assembly installed on the front flange of
the gearbox. The pump has a separate
housing that has two bush-mounted drive
gear assemblies and the seat of the oil
pressure filter.
Direction of drive rotation is counterclockwise. The oil pressure pump receives
the motion through the fuel pump drive
gearshaft.
The pump supplies oil under pressure to
the engine bearings and accessory drives.
PMA gearshaft rotates in a counterclockwise direction. The gearshaft receives the
motion through the adjacent input gearshaft.
IDG gearshaft rotates in a counterclockwise direction. The gearshaft receives the
motion through the starter gearshaft.
Fuel pump drive gearshaft rotates counterclockwise. The gearshaft receives the
motion through the hydraulic pump drive
gearshaft.
The oil scavenge pump is a removable
assembly installed on the flange of the
support angle gearbox. The pump has a
separable
housing
that
has
a
bush-mounted drive gear assembly which
moves two pump gear stages.
The pump receives the motion through the
idler gearshaft. The direction of drive rotation is counterclockwise.
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External De-oiler drive rotation is counterclockwise. The de-oiler receives the
motion through the IDG system gearshaft.
The oil/air mixture flows through the deoiler that separates air and oil by centrifugal action.

The deaerated oil goes back to the oil system and the clean air is bled overboard.
External De-oiler drive rotation is counterclockwise. The de-oiler receives the

motion through the IDG system gearshaft.
The oil/air mixture flows through the deoiler that separates air and oil by centrifugal action.
The deaerated oil goes back to the oil system and the clean air is bled overboard.
Accessory Drives
Accessory Drives
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A319/A320
ENGINE
PERFORMANCE DATA (320)

Following is performance data for an
A320 aircraft. The information given is an
average of observed parameters and
Engine Condition Monitoring parameters.
These parameters are intended to be
approximate. Atmospheric conditions and
engine condition can vary the parameters.
PERFORMANCE DATA (A320)

Following is performance data for an
A320 aircraft. The information given is an
average of observed parameters and
Engine Condition Monitoring parameters.
These parameters are intended to be
approximate. Atmospheric conditions and
engine condition can vary the parameters.
PARAMETER
IDLE
CRUISE
TAKE OFF
PARAMETER
IDLE
CRUISE
TAKE OFF
EPR
1.004
1.390
1.409
EPR
1.004
1.390
1.409
N1
21.1
83.5
84.0
N1
21.1
83.5
84.0
N2
59.0
87.5
88.4
N2
59.0
87.5
88.4
EGT
435C
410C
450C
EGT
435C
410C
450C
F/F
870 lbs/hr
3032 lbs/hr
6770 lbs/hr
F/F
870 lbs/hr
3032 lbs/hr
6770 lbs/hr
OIL PRES
148 psi
235 psi
220 psi
OIL PRES
148 psi
235 psi
220 psi
OIL TEMP
62C
120C
75C
OIL TEMP
62C
120C
75C
OIL QTY
17.5 qts
17.5 qts
14.5 qts
OIL QTY
17.5 qts
17.5 qts
14.5 qts
DUCT PRES
22.5 psi
41 psi
45 psi
DUCT PRES
22.5 psi
41 psi
45 psi
NOTE: Take off parameters vary substantially as it is common practice to

make reduced thrust take offs. For a
reduced thrust take off (FLEX power),
an assumed temperature is entered on
the MCDU PERF page. This results in
reduced engine wear and fuel consumption.
72-32
NOTE: Take off parameters vary substantially as it is common practice to

make reduced thrust take offs. For a
reduced thrust take off (FLEX power),
an assumed temperature is entered on
the MCDU PERF page. This results in
reduced engine wear and fuel consumption.
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ENGINE FUEL & CONTROL
A319/A320 /A321
TABLE OF CONTENTS
A319/A320
TABLE OF CONTENTS

ENGINE FUEL SYSTEM .........................................................................
General ..................................................................................................
FUEL DISTRIBUTION .............................................................................
General ..................................................................................................
Fuel Pump .............................................................................................
Fuel Filter ..............................................................................................
Fuel Diverter & Return Valve ...............................................................
Fuel Metering Valve .............................................................................
Flow Dsitribution Valve .......................................................................
Fuel Manifold and Fuel Tubes ..............................................................
Fuel Nozzles ..........................................................................................
HEAT MANAGEMENT SYSTEM ..........................................................
Mode 1 ..................................................................................................
Mode 3 ..................................................................................................
Mode 4 ..................................................................................................
Mode 5 ..................................................................................................
Heat Management System Operational Chart .......................................
FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC) ........
General ..................................................................................................
Electronic Engine Control (EEC) .........................................................
Engine Condition Parameter Transmission ..........................................
FADEC System Maintenance ...............................................................
P3/T3 Sensor .........................................................................................
Fuel Temperature Sensor ......................................................................
Data Entry Plug .....................................................................................
FADEC FUEL FLOW CONTROL ..........................................................
Thrust Setting ........................................................................................
Engine Limits Protection ......................................................................
Power Management ..............................................................................
FADEC INTERFACES ..............................................................................
Engine Interface Unit (EIU) ..................................................................
Interface Chart ......................................................................................
FADEC FAULT STRATEGY ...................................................................
Component Fail Safe States ..................................................................
EEC ELECTRICAL POWER SUPPLY CONTROL .............................
Dedicated Permanent Magnet Alternator (PMA) .................................
INDICATION .............................................................................................
Fuel Flow Indication .............................................................................
2
2
4
4
4
6
8
10
12
14
15
16
16
18
19
20
21
22
22
24
26
26
28
29
30
32
32
32
34
36
38
42
44
44
46
48
50
50

ENGINE FUEL SYSTEM .......................................................................... 2
General .................................................................................................. 2
FUEL DISTRIBUTION ............................................................................. 4
General .................................................................................................. 4
Fuel Pump ............................................................................................. 4
Fuel Filter .............................................................................................. 6
Fuel Diverter & Return Valve ............................................................... 8
Fuel Metering Valve ............................................................................. 10
Flow Dsitribution Valve ........................................................................ 12
Fuel Manifold and Fuel Tubes .............................................................. 14
Fuel Nozzles .......................................................................................... 15
HEAT MANAGEMENT SYSTEM .......................................................... 16
Mode 1 .................................................................................................. 16
Mode 3 .................................................................................................. 18
Mode 4 .................................................................................................. 19
Mode 5 .................................................................................................. 20
Heat Management System Operational Chart ....................................... 21
FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC) ........ 22
General .................................................................................................. 22
Electronic Engine Control (EEC) ......................................................... 24
Engine Condition Parameter Transmission ........................................... 26
FADEC System Maintenance ............................................................... 26
P3/T3 Sensor ......................................................................................... 28
Fuel Temperature Sensor ...................................................................... 29
Data Entry Plug ..................................................................................... 30
FADEC FUEL FLOW CONTROL ........................................................... 32
Thrust Setting ........................................................................................ 32
Engine Limits Protection ...................................................................... 32
Power Management ............................................................................... 34
FADEC INTERFACES .............................................................................. 36
Engine Interface Unit (EIU) .................................................................. 38
Interface Chart ....................................................................................... 42
FADEC FAULT STRATEGY ................................................................... 44
Component Fail Safe States .................................................................. 44
EEC ELECTRICAL POWER SUPPLY CONTROL ............................. 46
Dedicated Permanent Magnet Alternator (PMA) ................................. 48
INDICATION .............................................................................................. 50
Fuel Flow Indication ............................................................................. 50
JUN 97
73-i
JUN 97
73-i
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A318/A319/A320
/A321
TABLE OF CONTENTS
A319/A320
TABLE OF CONTENTS

ENGINE START & IGNITION START PANEL ..................................
ENGINE MANUAL START & N1 MODE PANEL ..............................
PRIMARY ENGNE INDICATIONS (REVERSION TO N1 MODE) ..
PRIMARY ENGNE INDICATIONS (EPR MODE ACTIVE) ..............
SECONDARY ENGINE INDICATIONS ................................................
COMPONENT LOCATION
Electronic Engine Control (EEC) & Data Entry Plug ..................................
P2/T2 Probe ..................................................................................................
P3/T3 Sensor ................................................................................................
Engine Interface Unit (EIU) .........................................................................
Dedicated EEC Alternator ............................................................................
LP/HP Fuel Pump .........................................................................................
Fuel Metering Unit (FMU) ...........................................................................
Fuel Temperature Thermocouple .................................................................
Fuel Filter Assembly ....................................................................................
Fuel Filter Differential Pressure Switch .......................................................
Fuel Flow Meter ...........................................................................................
Fuel Diverter & Return Valve ......................................................................
Fuel Distribution Valve ................................................................................
Fuel Nozzle ...................................................................................................
73-ii
61
63
64
65
66
67
68
69
70
71
72
73
74
75

ENGINE START & IGNITION START PANEL ..................................
PRIMARY ENGNE INDICATIONS (REVERSION TO N1 MODE) ..
PRIMARY ENGNE INDICATIONS (EPR MODE ACTIVE) ..............
COMPONENT LOCATION
Electronic Engine Control (EEC) & Data Entry Plug ..................................
P2/T2 Probe ..................................................................................................
P3/T3 Sensor ................................................................................................
Engine Interface Unit (EIU) .........................................................................
Dedicated EEC Alternator ............................................................................
LP/HP Fuel Pump .........................................................................................
Fuel Metering Unit (FMU) ...........................................................................
Fuel Temperature Thermocouple .................................................................
Fuel Filter Assembly ....................................................................................
Fuel Filter Differential Pressure Switch .......................................................
Fuel Flow Meter ...........................................................................................
Fuel Diverter & Return Valve ......................................................................
Fuel Distribution Valve ................................................................................
Fuel Nozzle ...................................................................................................
JUN 97
73-ii
53
54
55
56
57
53
54
55
56
57
61
63
64
65
66
67
68
69
70
71
72
73
74
75
JUN 97
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Full Authority Digital Electronic Control Diagram
Full Authority Digital Electronic Control Diagram
JUN 97
A319/A320
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ENGINE FUEL SYSTEM
General
The engine fuel system is designed to provide fuel flow into the combustion chamber and servo fuel for actuation of the
compressor airflow and turbine clearance
control systems.
The fuel coming from the aircraft tanks
supplies the fuel pump assembly then provides engine oil cooling, through the Fuel
Cooled Oil Cooler and IDG cooling
through the IDG oil cooler. It then passes
through the LP filter before entering into
the Fuel Metering Unit (FMU).
A fuel differential pressure Delta P switch
provides indication to the cockpit if the
filter is clogged. A fuel temperature sensor is installed at the Fuel Cooled Oil
Cooler outlet for the fuel diverter and
return valve operation.
Fuel Feed
The fuel from the fuel pump assembly
passes through a fuel metering valve, an
overspeed valve and a pressure raising and
Shut-Off Valve (PRSOV) included in the
Fuel Metering Unit (FMU).
The fuel flow is then routed to a fuel distribution valve which supplies 20 nozzles
through 10 manifolds.
The valves included in the FMU are controlled by the EEC through torque motors
to ensure fuel metering, overspeed protection, pressure raising and shut-off functions.
NOTE: The LP Shut-Off Valve (Fire
Wall Shut-Off Valve) and pressure raising and Shut-Off Valve (PRSOV) close
when the ENG MASTER lever is set to
OFF.
In the Fuel Metering Unit (FMU), a servo
regulator provides the servo fuel pressure
to the:
73-2
A319/A320

- FMU torque motor servo valves.
- Air Cooled Oil Cooler (ACOC) actuator.
- Booster Stage Bleed Valve (BSBV)
system.
- Variable Stator Vane (VSV) system.
- and Active Clearance Control (ACC)
system.
The servo regulator of the FMU regulates
a fuel pressure to the compressor airflow
control systems (BSBV-VSV) and the turbine clearance control system (ACC).
Part of the fuel is used to provide adequate
cooling of the engine oil and IDG oil, and
to maintain engine fuel and oil temperatures whithin specified limits.
These functions are controlled through a
fuel diverter and return valve which incorporates a module to permit fuel to be
returned to the outer cell, of the respective
wing tank, under certain conditions.
The EEC processes the operation modes
of the fuel diverter and return valve by
software logic. The logic is generated
around the limiting temperatures of fuel
and oil, to provide the heat management
system.
The Electronic Engine Control (EEC),
(FADEC) controls the operation of the
Fuel Metering Unit torque motor servo
valves, the fuel diverter and return valve,
the Air Cooled Oil Cooler (ACOC) actuator, the actuators of the Booster Stage
Bleed Valve (BSBV), Variable Stator
Vane (VSV) and Active Clearance Control (ACC) systems.
The EEC performs control functions and
fault analysis required to regulate the fuel
and to maintain the engine operation in all
conditions.
In the event of loss of control functions on
both channels, each servo valve and actuator has a fail safe position.
JUN97
ENGINE FUEL SYSTEM

General
The engine fuel system is designed to provide fuel flow into the combustion chamber and servo fuel for actuation of the
compressor airflow and turbine clearance
control systems.
The fuel coming from the aircraft tanks
supplies the fuel pump assembly then provides engine oil cooling, through the Fuel
Cooled Oil Cooler and IDG cooling
through the IDG oil cooler. It then passes
through the LP filter before entering into
A fuel differential pressure Delta P switch
provides indication to the cockpit if the
filter is clogged. A fuel temperature sensor is installed at the Fuel Cooled Oil
Cooler outlet for the fuel diverter and
return valve operation.
Fuel Feed
The fuel from the fuel pump assembly
passes through a fuel metering valve, an
overspeed valve and a pressure raising and
Shut-Off Valve (PRSOV) included in the
Fuel Metering Unit (FMU).
The fuel flow is then routed to a fuel distribution valve which supplies 20 nozzles
through 10 manifolds.
The valves included in the FMU are controlled by the EEC through torque motors
to ensure fuel metering, overspeed protection, pressure raising and shut-off functions.
NOTE: The LP Shut-Off Valve (Fire
Wall Shut-Off Valve) and pressure raising and Shut-Off Valve (PRSOV) close
when the ENG MASTER lever is set to
OFF.
In the Fuel Metering Unit (FMU), a servo
regulator provides the servo fuel pressure
to the:
73-2
- FMU torque motor servo valves.

- Air Cooled Oil Cooler (ACOC) actuator.
- Booster Stage Bleed Valve (BSBV)
system.
- Variable Stator Vane (VSV) system.
- and Active Clearance Control (ACC)
system.
The servo regulator of the FMU regulates
a fuel pressure to the compressor airflow
control systems (BSBV-VSV) and the turbine clearance control system (ACC).
Part of the fuel is used to provide adequate
cooling of the engine oil and IDG oil, and
to maintain engine fuel and oil temperatures whithin specified limits.
These functions are controlled through a
fuel diverter and return valve which incorporates a module to permit fuel to be
returned to the outer cell, of the respective
wing tank, under certain conditions.
The EEC processes the operation modes
of the fuel diverter and return valve by
software logic. The logic is generated
around the limiting temperatures of fuel
and oil, to provide the heat management
system.
The Electronic Engine Control (EEC),
(FADEC) controls the operation of the
Fuel Metering Unit torque motor servo
valves, the fuel diverter and return valve,
the Air Cooled Oil Cooler (ACOC) actuator, the actuators of the Booster Stage
Bleed Valve (BSBV), Variable Stator
Vane (VSV) and Active Clearance Control (ACC) systems.
The EEC performs control functions and
fault analysis required to regulate the fuel
and to maintain the engine operation in all
conditions.
In the event of loss of control functions on
both channels, each servo valve and actuator has a fail safe position.
JUN 97
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UNITED AIRLINES
A318/
A319/A320 /A321

Engine Fuel System Diagram
Engine Fuel System Diagram

JUN 97
A319/A320
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FUEL DISTRIBUTION
General
The engine fuel supply distribution system
mainy consists of:
- a fuel supply line
- an engine 2-stage pump High Pressure/
Low Pressure (HP/LP),
- a fuel filter,
- an engine Fuel Cooled Oil Cooler
(FCOC),
- a Fuel Metering Unit (FMU),
- an Integrated Dive Generator Fuel
Cooled Oil Cooler (IDG FCOC),
- a fuel diverter and return (to tank) valve,
- a fuel flowmeter,
- a Fuel Distribution Valve (FDV),
- 20 fuel nozzles.
Fuel Pump
The Low Pressure/High Pressure (LP/HP)
fuel pumps are housed in a single pump
unit which is driven by a common gearbox output shaft. A LP stage and a HP
stage provide fuel at the flows and pressures required for the operation of the
hydromechanical components and for
combustion in the burner.
The unit consists of a LP centrifugal
boost stage which feeds an HP single
stage, two gear pump. The housing has a
provision for the installation of the FMU.
Fuel from the aircraft tanks flows to the
LP stage of the engine fuel pumps through
the aircraft fuel pumps.
The LP pump is designed to provide fuel
to the HP gear stage with the aircraft
pumps inoperative. After passing through
the LP boost stage, the fuel flows through
the fuel filter to the HP gear stage. A
coarse mesh strainer is provided at the
inlet to the HP gear stage. This stage is
protected from overpressure by a relief
valve. Excess flow from the gear stage
pump is recirculated through the FMU
73-4
A319/A320

bypass loop to the low pressure side of the
pump.
The LP/HP fuel pump is installed on the
rear face of the accessory gearbox. It is
attached with an adapter housing and
driven by an input shaft which has a shear
section.
The low pressure stage is a shrouded
radial flow centrifugal impeller with an
axial inducer.
The HP pump is a two gear type. Its drive
gear is attached to the drive shaft and this
turns the driven gear.
The pump has four ports:
- gear pump inlet port
- gear pump discharge port
- booster pump Inlet port
- booster pump discharge port.
Fuel goes into the booster pump inlet port
and flows through the centrifugal pumping
element. There, the impeller/inducer sends
the fuel to the external FCOC. The fuel
returns through the external filter. The fuel
goes through the gear pump element
which sends the fuel through the pump
discharge port to the FMU.
The gear pump element sends the fuel
through the discharge port which has the
relief valve. The valve is set to limit gear
discharge pressures at 1365 psi (94 bar)
differential at fuel pump flow. The relief
valve sends fuel back to the inlet side of
the gear pump element.
A pressure transducer located within the
EEC converts the average pressure at station 4.9 into a useable electronic signal
(proportional to pressure) that can be processed and used bye the EEC as required
to control the engine, perform fault detection, etc.
JUN97
FUEL DISTRIBUTION
General
The engine fuel supply distribution system
mainy consists of:
- a fuel supply line
- an engine 2-stage pump High Pressure/
Low Pressure (HP/LP),
- a fuel filter,
- an engine Fuel Cooled Oil Cooler
(FCOC),
- a Fuel Metering Unit (FMU),
- an Integrated Dive Generator Fuel
Cooled Oil Cooler (IDG FCOC),
- a fuel diverter and return (to tank) valve,
- a fuel flowmeter,
- a Fuel Distribution Valve (FDV),
- 20 fuel nozzles.
Fuel Pump
The Low Pressure/High Pressure (LP/HP)
fuel pumps are housed in a single pump
unit which is driven by a common gearbox output shaft. A LP stage and a HP
stage provide fuel at the flows and pressures required for the operation of the
hydromechanical components and for
combustion in the burner.
The unit consists of a LP centrifugal
boost stage which feeds an HP single
stage, two gear pump. The housing has a
provision for the installation of the FMU.
Fuel from the aircraft tanks flows to the
LP stage of the engine fuel pumps through
the aircraft fuel pumps.
The LP pump is designed to provide fuel
to the HP gear stage with the aircraft
pumps inoperative. After passing through
the LP boost stage, the fuel flows through
the fuel filter to the HP gear stage. A
coarse mesh strainer is provided at the
inlet to the HP gear stage. This stage is
protected from overpressure by a relief
valve. Excess flow from the gear stage
pump is recirculated through the FMU
73-4
bypass loop to the low pressure side of the

pump.
The LP/HP fuel pump is installed on the
rear face of the accessory gearbox. It is
attached with an adapter housing and
driven by an input shaft which has a shear
section.
The low pressure stage is a shrouded
radial flow centrifugal impeller with an
axial inducer.
The HP pump is a two gear type. Its drive
gear is attached to the drive shaft and this
turns the driven gear.
The pump has four ports:
- gear pump inlet port
- gear pump discharge port
- booster pump Inlet port
- booster pump discharge port.
Fuel goes into the booster pump inlet port
and flows through the centrifugal pumping
element. There, the impeller/inducer sends
the fuel to the external FCOC. The fuel
returns through the external filter. The fuel
goes through the gear pump element
which sends the fuel through the pump
discharge port to the FMU.
The gear pump element sends the fuel
through the discharge port which has the
relief valve. The valve is set to limit gear
discharge pressures at 1365 psi (94 bar)
differential at fuel pump flow. The relief
valve sends fuel back to the inlet side of
the gear pump element.
A pressure transducer located within the
EEC converts the average pressure at station 4.9 into a useable electronic signal
(proportional to pressure) that can be processed and used bye the EEC as required
to control the engine, perform fault detection, etc.
JUN 97
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LP/HP Fuel Pump Diagram
LP/HP Fuel Pump Diagram

JUN 97
A319/A320
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JUN 97
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/A321

Fuel Filter
The fuel filter element is a low pressure
filter. The filter element is installed in the
lower housing of the fuel cooled oil cooler
(FCOC). The FCOC includes the following components:
a filter cap and pressure plate assembly
secure the filter element in position,
a filter bypass valve opens if the element
becomes clogged. The filter bypass valve
maintains a pressure drop across the filter
element to a maximum of 17 psi (1.17 bar)
differential. If the pressure drop is higher
than the maximum limit, the bypass valve
will start to open and let the fuel go
around the filter element. The filter cap of
the FCOC also includes a fuel drain plug
to drain the fuel for maintenance purposes.
The fuel from the FCOC goes through the

filter element into the high pressure gear

element of an LP/HP fuel pump.
A pressure switch mounted to the fuel filter housing provides a clogged fuel filter
indication to the Lower ECAM display
unit. When the pressure loss in the fuel filter exceeds 5 +/- 2 psi, the pressure switch
is energized. This causes:
- Triggering of the master caution light
and single chime.
- The engine page to come on the lower
ECAM display with the indication Fuel
Filter CLOG.
The associated caution message to come
on the upper ECAM display unit. When
the pressure loss in the filter decreases-1.5
psi from the triggering pressure, the
switch is de-energized which causes the
caution to go off.
Fuel Filter
The fuel filter element is a low pressure
filter. The filter element is installed in the
lower housing of the fuel cooled oil cooler
(FCOC). The FCOC includes the following components:
a filter cap and pressure plate assembly
secure the filter element in position,
a filter bypass valve opens if the element
becomes clogged. The filter bypass valve
maintains a pressure drop across the filter
element to a maximum of 17 psi (1.17 bar)
differential. If the pressure drop is higher
than the maximum limit, the bypass valve
will start to open and let the fuel go
around the filter element. The filter cap of
the FCOC also includes a fuel drain plug
to drain the fuel for maintenance purposes.
The fuel from the FCOC goes through the
filter element into the high pressure gear

element of an LP/HP fuel pump.
A pressure switch mounted to the fuel filter housing provides a clogged fuel filter
indication to the Lower ECAM display
unit. When the pressure loss in the fuel filter exceeds 5 +/- 2 psi, the pressure switch
is energized. This causes:
- Triggering of the master caution light
and single chime.
- The engine page to come on the lower
ECAM display with the indication Fuel
Filter CLOG.
The associated caution message to come
on the upper ECAM display unit. When
the pressure loss in the filter decreases-1.5
psi from the triggering pressure, the
switch is de-energized which causes the
caution to go off.
Fuel Filter Clogging Diagram
Fuel Filter Clogging Diagram
73-6
A319/A320
JUN97
73-6
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A319/A320 /A321
Fuel Filter Assembly

JUN 97
A319/A320
73-7
JUN 97
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Fuel Diverter & Return Valve
The fuel diverter end return valve (FD and
RV) is a primary unit in the Heat Management System (HMS) of the engine. The
FD and RV has two valves in one body.
They are a Fuel Diverter Valve (FDV) and
a Fuel Return Valve (FRV).
The FDV operates to change the direction

of the fuel spill flow to:

- The Fuel Cooled Oil Cooler (FCOC) or,
- the fuel filter (element) inlet or,
- the IDG FCOC.
The FRV operates to control the return
fuel flow to the outer cell of the respective
fuel tank. The tank acts a fuel cooler.

The fuel diverter end return valve (FD and
RV) is a primary unit in the Heat Management System (HMS) of the engine. The
FD and RV has two valves in one body.
They are a Fuel Diverter Valve (FDV) and
a Fuel Return Valve (FRV).
The FDV operates to change the direction
of the fuel spill flow to:

- The Fuel Cooled Oil Cooler (FCOC) or,
- the fuel filter (element) inlet or,
- the IDG FCOC.
The FRV operates to control the return
fuel flow to the outer cell of the respective
fuel tank. The tank acts a fuel cooler.
73-8
A319/A320
JUN97
73-8
JUN 97
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Fuel Diverter & Return Valve Diagram

JUN 97
A319/A320
Fuel Diverter & Return Valve Diagram

73-9
JUN 97
73-9
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Fuel Metering Valve
The Fuel Metering Unit (FMU) provides
fuel flow control for all operating conditions. Variable fuel metering is provided
by the FMU through EEC commands, by
a torque motor controlled servo drive.
Position resolvers provide feedback to the
EEC. The FMU has provision to route
excess fuel above engine requirements to
the fuel diverter valve through the bypass
loop.
A separate overspeed valve is installed in
series with the main metering valve. The
overspeed system reduces engine fuel
flow to a minimum value in the event of
an overspeed, as detected by the EEC.
Overspeed valve position indication is
provided to the EEC. The overspeed control is actuated by a dual coil torque
motor. A fuel shutoff valve, independent
from the main metering valve and the
overspeed control valve, is provided in the
FMU. When closed, the valve shuts off
the fuel to the combustion chambers and

unloads the fuel pump by connecting the
high pressure fuel to the high pressure
pump inlet. The shutoff valve is controlled
by a 28 volt DC powered torque motor.
Indication of the shutoff valve position is
provided as a digital signal to the EIU
from the EEC.
The FMU also provides fuel hydraulic
pressure to all the fuel hydraulic system
external actuators. These include the
BSBV system actuators, stator vane actuator, return-to-tank valve, ACOC air valve
and HPT/LPT ACC valve. Each modulated actuator is controlled by a pilot valve
positioned by an EEC signal to a torque
motor. Low pressure return fuel from the
actuators is sent to the fuel diverter valve.
During start-up, a on/off servo valve automatically shuts off control flow to the
external devices to minimize fuel pump
requirements at low speed. The servo
valve is switched on after receiving a fuel
pressure signal from the diverter valve
indicating adequate fuel capacity in the
bypass loop.
Fuel Metering Valve

The Fuel Metering Unit (FMU) provides
fuel flow control for all operating conditions. Variable fuel metering is provided
by the FMU through EEC commands, by
a torque motor controlled servo drive.
Position resolvers provide feedback to the
EEC. The FMU has provision to route
excess fuel above engine requirements to
the fuel diverter valve through the bypass
loop.
A separate overspeed valve is installed in
series with the main metering valve. The
overspeed system reduces engine fuel
flow to a minimum value in the event of
an overspeed, as detected by the EEC.
Overspeed valve position indication is
provided to the EEC. The overspeed control is actuated by a dual coil torque
motor. A fuel shutoff valve, independent
from the main metering valve and the
overspeed control valve, is provided in the
FMU. When closed, the valve shuts off
the fuel to the combustion chambers and
unloads the fuel pump by connecting the

high pressure fuel to the high pressure
pump inlet. The shutoff valve is controlled
by a 28 volt DC powered torque motor.
Indication of the shutoff valve position is
provided as a digital signal to the EIU
from the EEC.
The FMU also provides fuel hydraulic
pressure to all the fuel hydraulic system
external actuators. These include the
BSBV system actuators, stator vane actuator, return-to-tank valve, ACOC air valve
and HPT/LPT ACC valve. Each modulated actuator is controlled by a pilot valve
positioned by an EEC signal to a torque
motor. Low pressure return fuel from the
actuators is sent to the fuel diverter valve.
During start-up, a on/off servo valve automatically shuts off control flow to the
external devices to minimize fuel pump
requirements at low speed. The servo
valve is switched on after receiving a fuel
pressure signal from the diverter valve
indicating adequate fuel capacity in the
bypass loop.
Fuel Metering Unite
Fuel Metering Unite
73-10
A319/A320
JUN97
73-10
JUN 97
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Fuel Metering Unit Schematic

JUN 97
A319/A320
Fuel Metering Unit Schematic

73-11
JUN 97
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Fuel Distribution Valve
The Fuel Distribution Valve (FDV) subdivides scheduled engine fuel flow from the
FMU equally to ten fuel manifolds, each
of which in turn feeds two nozzles. The
fuel distribution valve is installed at the
4:00 o'clock location, at the front flange of
the diffuser case. The fuel distribution
valve receives fuel through a fuel line
from the FMU. The fuel goes through a
73-12
A319/A320

200 micron strainer, and then into ten
internal discharge ports. The ten discharge
ports are connected to the ten fuel manifolds. Eight of the ten internal discharge
ports in the valve are connected after an
engine shutdown. This lets fuel drain from
eight of the fuel manifolds, and into the
engine through the lowest fuel nozzle.
The two fuel manifolds which remain full
help supply fuel for the next engine start.
JUN97

The Fuel Distribution Valve (FDV) subdivides scheduled engine fuel flow from the
FMU equally to ten fuel manifolds, each
of which in turn feeds two nozzles. The
fuel distribution valve is installed at the
4:00 o'clock location, at the front flange of
the diffuser case. The fuel distribution
valve receives fuel through a fuel line
from the FMU. The fuel goes through a
73-12
200 micron strainer, and then into ten

internal discharge ports. The ten discharge
ports are connected to the ten fuel manifolds. Eight of the ten internal discharge
ports in the valve are connected after an
engine shutdown. This lets fuel drain from
eight of the fuel manifolds, and into the
engine through the lowest fuel nozzle.
The two fuel manifolds which remain full
help supply fuel for the next engine start.
JUN 97
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Fuel Distribution Valve Schematic
Fuel Distribution Valve Schematic

JUN 97
A319/A320
73-13
JUN 97
73-13
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/A321
Fuel Manifold and Fuel Tubes

The fuel manifold and fuel tubes consist
of several single wall tubes which carry
fuel between components in the fuel system. Fuel supplied to the fuel nozzles is
carried by a large tube from the FMU to
the fuel distribution valve. At the fuel distribution valve the fuel supply is split and
carried to twenty fuel nozzles by ten manifolds. Each fuel manifold feeds two fuel
nozzles. Fuel pressure for actuating various valves is supplied by small tubes from
the FMU mounted on the fuel pump. All
the brackets and tubing are fireproof.
Fuel Manifold and Fuel Tubes

The fuel manifold and fuel tubes consist
of several single wall tubes which carry
fuel between components in the fuel system. Fuel supplied to the fuel nozzles is
carried by a large tube from the FMU to
the fuel distribution valve. At the fuel distribution valve the fuel supply is split and
carried to twenty fuel nozzles by ten manifolds. Each fuel manifold feeds two fuel
nozzles. Fuel pressure for actuating various valves is supplied by small tubes from
the FMU mounted on the fuel pump. All
the brackets and tubing are fireproof.
Fuel Manifold and Fuel tubes
Fuel Manifold and Fuel tubes
73-14
A319/A320
JUN97
73-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Fuel Nozzles
The fuel nozzles receive fuel from the fuel
manifolds. The fuel nozzles mix the fuel
with air, and send the mixture into the
combustion chamber in a controlled pattern.
There are 20 fuel nozzles equally spaced
around the diffuser case assembly. The
fuel nozzles are installed through the wall
of the case, and each nozzle is held in
position by three bolts. The fuel nozzles
carry the fuel through a single orifice. The
fuel is vaporized by high-velocity air as it
enters the combustion chamber. The fuel

nozzle forms the atomized mixture of fuel
and air into the correct pattern for satisfactory combustion.
The design of the fuel nozzle results in fast
vaporization of the fuel through the full
range of operation.
The high-velocity flow of fuel prevents
formation of coke on areas where fuel
touches metal. Heatshields installed also
prevent formation of coke.
Fuel Nozzles
The fuel nozzles receive fuel from the fuel
manifolds. The fuel nozzles mix the fuel
with air, and send the mixture into the
combustion chamber in a controlled pattern.
There are 20 fuel nozzles equally spaced
around the diffuser case assembly. The
fuel nozzles are installed through the wall
of the case, and each nozzle is held in
position by three bolts. The fuel nozzles
carry the fuel through a single orifice. The
fuel is vaporized by high-velocity air as it
enters the combustion chamber. The fuel

nozzle forms the atomized mixture of fuel
and air into the correct pattern for satisfactory combustion.
The design of the fuel nozzle results in fast
vaporization of the fuel through the full
range of operation.
The high-velocity flow of fuel prevents
formation of coke on areas where fuel
touches metal. Heatshields installed also
prevent formation of coke.
Fuel Nozzle
Fuel Nozzle
JUN 97
A319/A320
73-15
JUN 97
73-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

HEAT MANAGEMENT SYSTEM
The Heat Management System (HMS) is
controlled by the Electronic Engine Control (EEC) and uses the Fuel Diverter and
Return Valve In one of four modes of
operation.
The four modes are numbered 1, 3, 4, and
5. The four modes of operation are
intended to maintain fuel, engine oil and
IDG oil temperatures within limits while
minimizing Air Cooled Oil Cooler
(ACOC) air usage.
Heating and cooling of fuel, engine oil
and IDG oil is accomplished by the Fuel
Cooled Oil Cooler (FCOC), the Air
Cooled Oil Cooler (ACOC) and the IDG
cooler under the management of the EEC.
Devices used by the EEC include the fuel
diverter valve, the ACOC modulating air
valve and the return to tank valve. Fuel,
engine oil and IDG oil temperatures are
transmitted to the EEC by thermocouples.
The fuel temperature is measured at the
exit of the filter. The engine oil temperature is measured upstream of the ACOC.
The IDG oil temperature is measured at
IDG oil cooler exit.
The modulating air valve regulates air
flow to the ACOC. Oil heated by the
engine passes through the ACOC and then
to the FCOC. The air valve is modulated
by the EEC to maintain both oil and fuel
temperatures within acceptable minimum
and maximum limits. Minimum oil temperature limits are used such that the oil
may be used to prevent fuel icing with the
use of FCOC. Maximum limits have been
established to avoid breakdown of engine
oil and to avoid excessively high fuel temperatures.
73-16
A319/A320

The fuel diverter valve and the return to
tank valve are controlled by the EEC to
provide the selection of four modes of
operation
The two-position fuel diverter valve, controlled by a single EEC signal, and the
return to tank valve, which varies flow
from a maximum to zero flow in response
to a modulated EEC command, are both
contained in the same housing.
The four modes of operation are intended
to maintain fuel, engine oil and IDG oil
temperatures in limits while minimizing
ACOC cooling air usage. Return to tank is
inhibited under certain power conditions
as well as other aircraft fuel system conditions determined by aircraft logic.
Mode 1
In mode 1, fuel through the IDG FCOC or
combined with a quantity of fuel downstream of the FCOC is modulated for
return to tank. FMU bypass flow is
returned upstream of fuel filter. This is the
normal mode of operation.
This mode is maintained if the following
conditions are satisfied:
- engine at low power setting,
- return to tank valve not fully open to
maintain IDG oil temperature to 100
deg. C (212 deg. F)
JUN97
HEAT MANAGEMENT SYSTEM

The Heat Management System (HMS) is
controlled by the Electronic Engine Control (EEC) and uses the Fuel Diverter and
Return Valve In one of four modes of
operation.
The four modes are numbered 1, 3, 4, and
5. The four modes of operation are
intended to maintain fuel, engine oil and
IDG oil temperatures within limits while
minimizing Air Cooled Oil Cooler
(ACOC) air usage.
Heating and cooling of fuel, engine oil
and IDG oil is accomplished by the Fuel
Cooled Oil Cooler (FCOC), the Air
Cooled Oil Cooler (ACOC) and the IDG
cooler under the management of the EEC.
Devices used by the EEC include the fuel
diverter valve, the ACOC modulating air
valve and the return to tank valve. Fuel,
engine oil and IDG oil temperatures are
transmitted to the EEC by thermocouples.
The fuel temperature is measured at the
exit of the filter. The engine oil temperature is measured upstream of the ACOC.
The IDG oil temperature is measured at
IDG oil cooler exit.
The modulating air valve regulates air
flow to the ACOC. Oil heated by the
engine passes through the ACOC and then
to the FCOC. The air valve is modulated
by the EEC to maintain both oil and fuel
temperatures within acceptable minimum
and maximum limits. Minimum oil temperature limits are used such that the oil
may be used to prevent fuel icing with the
use of FCOC. Maximum limits have been
established to avoid breakdown of engine
oil and to avoid excessively high fuel temperatures.
73-16
The fuel diverter valve and the return to

tank valve are controlled by the EEC to
provide the selection of four modes of
operation
The two-position fuel diverter valve, controlled by a single EEC signal, and the
return to tank valve, which varies flow
from a maximum to zero flow in response
to a modulated EEC command, are both
contained in the same housing.
The four modes of operation are intended
to maintain fuel, engine oil and IDG oil
temperatures in limits while minimizing
ACOC cooling air usage. Return to tank is
inhibited under certain power conditions
as well as other aircraft fuel system conditions determined by aircraft logic.
Mode 1
In mode 1, fuel through the IDG FCOC or
combined with a quantity of fuel downstream of the FCOC is modulated for
return to tank. FMU bypass flow is
returned upstream of fuel filter. This is the
normal mode of operation.
- engine at low power setting,
- return to tank valve not fully open to
maintain IDG oil temperature to 100
deg. C (212 deg. F)
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

Heat Management Mode 1 Operation

JUN 97
A319/A320
73-17
JUN 97
73-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Mode 3
In mode 3, fuel through IDG FCOC is
returned downstream of FCOC. FMU
bypass flow returned upstream of fuel filter. Return to tank inhibited. This is the
preferred mode of operation when return
to tank is not allowed.


- engine at high power setting,
- ACOC not fully open,
- IDG oil temperature not greater than 110
deg. C (230 deg. F) or 100 deg. C (212
deg. F) on ground.
Mode 3
In mode 3, fuel through IDG FCOC is
returned downstream of FCOC. FMU
bypass flow returned upstream of fuel filter. Return to tank inhibited. This is the
preferred mode of operation when return
to tank is not allowed.

- engine at high power setting,
- ACOC not fully open,
- IDG oil temperature not greater than 110
deg. C (230 deg. F) or 100 deg. C (212
deg. F) on ground.
73-18
A319/A320
JUN97
73-18
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

Mode 4
In mode 4, the fuel through IDG FCOC is
modulated for fuel return to tank. FMU
bypass flow returned upstream of FCOC.
Supplemental cooling of fuel is provided
by this mode.

This mode is adopted at low engine speeds

with a high IDG oil inlet temperature.
Mode 4
In mode 4, the fuel through IDG FCOC is
modulated for fuel return to tank. FMU
bypass flow returned upstream of FCOC.
Supplemental cooling of fuel is provided
by this mode.
This mode is adopted at low engine speeds

with a high IDG oil inlet temperature.
JUN 97
A319/A320
73-19
JUN 97
73-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Mode 5
In mode 5, FMU bypass flow is returned
upstream of FCOC via the IDG cooler in
the reverse direction. Return to tank is
inhibited. This mode is adopted if the conditions exist:
- fuel temperature less than 5 deg. C (41
deg. F),
- oil temperature less than 30 deg. C (86
deg. F),
- ACOC fully open in mode 3,
- IDG OIL temperature greater than 100
deg. C (212 deg. F) in mode 4,
deg. C (230 deg. F) in mode 3.
Mode 5
In mode 5, FMU bypass flow is returned
upstream of FCOC via the IDG cooler in
the reverse direction. Return to tank is
inhibited. This mode is adopted if the conditions exist:
- fuel temperature less than 5 deg. C (41
deg. F),
- oil temperature less than 30 deg. C (86
deg. F),
- ACOC fully open in mode 3,
deg. C (212 deg. F) in mode 4,
deg. C (230 deg. F) in mode 3.
73-20
A319/A320
JUN97
73-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

Heat Management System Operational Chart
Heat Management System Operational Chart

JUN 97
A319/A320
73-21
JUN 97
73-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

FULL AUTHORITY DIGITAL
ENGINE CONTROL (FADEC)
General
The FADEC (Full Authority Digital
Engine Control system) provides full
range engine control throughout all flight
and operational phases. It consists of a
dual channel Electronic Engine Control
and its peripheral components and sensors.
The FADEC provides the engine system
regulation and scheduling to control the
thrust and optimize the engine operation.
The FADEC has full authority over the
operation of the engine. It controls the following:
- Fuel metering
- Engine limits
- Engine parameters transmission and
monitoring for cockpit indications
- Automatic and manual starting
sequences
- Thrust reversers
- Fuel recirculation
- Detection, isolation and recording of
failures
- Self-Cooling
The FADEC provides:
- Power setting (EPR or rated N1)
- Acceleration and deceleration times
- Idle speed governing
- Overspeed limits (N1 and N2)
- Fuel flow
- Variable Stator Vane system (VSV)
- Compressor handling bleed valves
- Booster Stage Bleed Valve system
(BSBV)
- Turbine cooling ( stage 10 make-up air
system)
- Active Clearance Control (ACC)
- Thrust reverser
- Automatic and Manual engine starting
- Oil and fuel temperature management.
73-22
A319/A320

The FADEC:
- saves weight and fuel by a full range
control of the gas generator
- reduces pilot workload and maintenance
cost
- allows the optimum adaptation of thrust
rating schedules to the aircraft needs.
- Compensates for engine wear by
continuous trimming of the fuel,
compressor airflow and cooling systems.
Each FADEC has two channels for redundancy. Should the active channel fail, the
other channel takes control automatically.
The FADEC is powered by its own magnetic alternator when N2 rpm increases
above 10%, or by the airplane electrical
system when N2 decreases below 15%. If
the magnetic alternator fails, the FADEC
switches over to airplane electrical power
automatically. Airplane data used for
engine management is transmitted to the
FADEC by an Engine Interface Unit,
(EIU).
NOTE: The channel selection strategy
is based on channel health criteria. The
command channel alternates each
engine start.
JUN97
FULL AUTHORITY DIGITAL

ENGINE CONTROL (FADEC)
General
The FADEC (Full Authority Digital
Engine Control system) provides full
range engine control throughout all flight
and operational phases. It consists of a
dual channel Electronic Engine Control
and its peripheral components and sensors.
The FADEC provides the engine system
regulation and scheduling to control the
thrust and optimize the engine operation.
The FADEC has full authority over the
operation of the engine. It controls the following:
- Fuel metering
- Engine limits
- Engine parameters transmission and
monitoring for cockpit indications
- Automatic and manual starting
sequences
- Thrust reversers
- Fuel recirculation
- Detection, isolation and recording of
failures
- Self-Cooling
The FADEC provides:
- Power setting (EPR or rated N1)
- Acceleration and deceleration times
- Idle speed governing
- Overspeed limits (N1 and N2)
- Fuel flow
- Variable Stator Vane system (VSV)
- Compressor handling bleed valves
- Booster Stage Bleed Valve system
(BSBV)
- Turbine cooling ( stage 10 make-up air
system)
- Active Clearance Control (ACC)
- Thrust reverser
- Automatic and Manual engine starting
- Oil and fuel temperature management.
73-22
The FADEC:
- saves weight and fuel by a full range
control of the gas generator
- reduces pilot workload and maintenance
cost
- allows the optimum adaptation of thrust
rating schedules to the aircraft needs.
- Compensates for engine wear by
continuous trimming of the fuel,
compressor airflow and cooling systems.
Each FADEC has two channels for redundancy. Should the active channel fail, the
other channel takes control automatically.
The FADEC is powered by its own magnetic alternator when N2 rpm increases
above 10%, or by the airplane electrical
system when N2 decreases below 15%. If
the magnetic alternator fails, the FADEC
switches over to airplane electrical power
automatically. Airplane data used for
engine management is transmitted to the
FADEC by an Engine Interface Unit,
(EIU).
NOTE: The channel selection strategy
is based on channel health criteria. The
command channel alternates each
engine start.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
FADEC Architecture
FADEC Architecture
JUN 97
A319/A320
73-23
JUN 97
73-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Electronic Engine Control (EEC)
The EEC is the heart of the FADEC system. The EEC receives air data parameters
from the Air Data Inertial Reference System (ADIRS), and operational commands
from the Engine Interface Unit (EIU).
It also provides the data outputs necessary
for the Flight Management and Guidance
Computers (FMGCs), and the fault messages to the EIU for the aircraft maintenance data system (CFDS).
Each EEC channel directly receives the
Thrust Lever Angle (TLA). The EEC
transmits the thrust parameters and TLA
to the FMGCs for the autothrust function.
Various sensors are provided for engine
control and monitoring.
Pressure sensors and thermocouples are
provided at the aerodynamic stations.
The primary parameters are Engine Pressure Ratio (EPR=P4.9/P2), N1 and N2
speeds, Exhaust Gas Temperature (EGT)
and metered Fuel Flow (FF).
In the FMU, three torque motors are activated by the EEC.
These provide the correct fuel flow, overspeed protection and Engine Shut Down.
In case of an overspeed, an incorporated
valve reduces the fuel flow.
The fuel Pressure Raising Shut-Off Valve
(PRSOV) is controlled by the EEC
through the FMU, but it is closed directly
from the corresponding ENG MASTER
lever when set to OFF.
NOTE: The functions of the FADEC
are also reset when the ENG MASTER
lever is set to OFF.
The EEC controls the compressor airflow
and the turbine clearance through separated sub systems.
It also monitors the engine oil cooling
73-24
A319/A320

through an air/oil heat exchanger servo
valve.
Compressor airflow control:
- Booster Stage Bleed Valves (BSBV).
- Variable Stator Vanes (VSV).
- 7 and 10th stage bleed valves.
- Turbine clearance control:
- HP and LP Turbine Active Clearance
Control (ACC) valves.
- 10th make-up air valve.
- Engine oil cooling:
- Air Cooled Oil Cooler (ACOC) servo
valve.
The EEC controls the thrust reverser operation through a Hydraulic Control Unit
(HCU).
Each EEC channel will energize the solenoids of an isolation valve and a directional valve included in the HCU to
provide deployment and stowage of the
thrust reverser translating sleeves.
Each channel can control the starter valve
operation, the fuel Pressure Raising ShutOff Valve opening and the ignition during
the engine start sequence.
The engine auto start sequence is entirely
controlled by the FADEC. In case of an
incident during auto start, the FADEC
automatically aborts the start sequence.
The EEC manages the thermal exchange
between the engine oil, IDG oil and
engine fuel system by means of a Fuel
Diverter and Return Valve.
Part of the engine fuel can be recirculated
to the aircraft tanks by means of a return
valve included in the fuel diverter valve
module.
The EEC controls the operation of the
Fuel Diverter and Return Valve according
to the engine fuel temperature (T FUEL)
and the IDG oil temperature and the
engine oil temperature (T OIL).
JUN97
Electronic Engine Control (EEC)

The EEC is the heart of the FADEC system. The EEC receives air data parameters
from the Air Data Inertial Reference System (ADIRS), and operational commands
from the Engine Interface Unit (EIU).
It also provides the data outputs necessary
for the Flight Management and Guidance
Computers (FMGCs), and the fault messages to the EIU for the aircraft maintenance data system (CFDS).
Each EEC channel directly receives the
Thrust Lever Angle (TLA). The EEC
transmits the thrust parameters and TLA
to the FMGCs for the autothrust function.
Various sensors are provided for engine
control and monitoring.
Pressure sensors and thermocouples are
provided at the aerodynamic stations.
The primary parameters are Engine Pressure Ratio (EPR=P4.9/P2), N1 and N2
speeds, Exhaust Gas Temperature (EGT)
and metered Fuel Flow (FF).
In the FMU, three torque motors are activated by the EEC.
These provide the correct fuel flow, overspeed protection and Engine Shut Down.
In case of an overspeed, an incorporated
valve reduces the fuel flow.
The fuel Pressure Raising Shut-Off Valve
(PRSOV) is controlled by the EEC
through the FMU, but it is closed directly
from the corresponding ENG MASTER
lever when set to OFF.
NOTE: The functions of the FADEC
are also reset when the ENG MASTER
lever is set to OFF.
The EEC controls the compressor airflow
and the turbine clearance through separated sub systems.
It also monitors the engine oil cooling
73-24
through an air/oil heat exchanger servo

valve.
Compressor airflow control:
- Booster Stage Bleed Valves (BSBV).
- Variable Stator Vanes (VSV).
- 7 and 10th stage bleed valves.
- Turbine clearance control:
- HP and LP Turbine Active Clearance
Control (ACC) valves.
- 10th make-up air valve.
- Engine oil cooling:
- Air Cooled Oil Cooler (ACOC) servo
valve.
The EEC controls the thrust reverser operation through a Hydraulic Control Unit
(HCU).
Each EEC channel will energize the solenoids of an isolation valve and a directional valve included in the HCU to
provide deployment and stowage of the
thrust reverser translating sleeves.
Each channel can control the starter valve
operation, the fuel Pressure Raising ShutOff Valve opening and the ignition during
the engine start sequence.
The engine auto start sequence is entirely
controlled by the FADEC. In case of an
incident during auto start, the FADEC
automatically aborts the start sequence.
The EEC manages the thermal exchange
between the engine oil, IDG oil and
engine fuel system by means of a Fuel
Diverter and Return Valve.
Part of the engine fuel can be recirculated
to the aircraft tanks by means of a return
valve included in the fuel diverter valve
module.
The EEC controls the operation of the
Fuel Diverter and Return Valve according
to the engine fuel temperature (T FUEL)
and the IDG oil temperature and the
engine oil temperature (T OIL).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

FADEC System Diagram
FADEC System Diagram

JUN 97
A319/A320
73-25
JUN 97
73-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

The engine fuel system is monitored from:
the ECAM display, the warning and caution lights. The indications cover all the
main engine parameters through the
FADEC.
The warnings and cautions reflect:
- the engine health and status through the
FADEC,
- the FADEC health & status
- the fuel filter condition through a
dedicated hardwired pressure switch.
The FADEC provides the necessary
engine parameters for cockpit display
through the ARINC 429 data bus outputs.
Engine Condition Parameter
Transmission.
Engine Condition monitoring is provided
by the ability of the FADEC to transmit
the engine parameters through the ARINC
429 data bus output.
The basic engine parameters available are:
- WF, N1, N2, P5, PB, Pamb T4.9 (EGT),
P2, T2, P3 and T3.
- VSV, BSBV, 7th and 10th stage bleed
commanded positions HPT/LPT ACC,
- HPT cooling, WF valve or actuator
position
- status and maintenance words, engine
serial number and position.
In order to perform a better analysis of the
engine condition, some additional parameters are available. These are P12.5, P2.5
and T2.
These parameters are sent via ACARS to
Uniteds engineering data base, Engine
Condition Monitoring (ECM).
FADEC System Maintenance
The FADEC maintenance is facilitated by
internal extensive Built in Test Equipment
(BITE) providing efficient fault detection.
The results of this fault detection are contained in status and maintenance words
according to ARINC 429 specification
73-26
A319/A320

and are available on the output data bus.
In flight fault data is stored in FADEC non
volatile memory and, when requested, is
available on an aircraft centralized maintenance display unit.
Ground test of electrical and electronic
parts is possible from the cockpit, with
engines not running and through the
CFDS. The FADEC provides engine control system self testing to detect problems
at LRU level.
With the FADEC, no engine ground run is
necessary for trim purposes after component replacement.
P2/T2 Sensor
NOTE : The EEC uses P2 pressure and
P5 pressure to calculate EPR value =
P5/P2.
The P2/T2 sensor is located near the 12
o'clock position of the inlet cowl. It measures total pressure and temperature in the
inlet air stream of the engine forward of
the engine front flange. The dual output
total temperature measurement is accomplished by two resistance-sensing elements housed in the P2/T2 sensor body.
Each channel of the Electronic Engine
Control (EEC) monitors one of these resistance elements and converts the resistance
measurement to a temperature equivalent.
The total gas pressure is transmitted by the
pressure tubing and measured by the sensor located in channel A of the EEC. The
anti icing function of the P2/T2 sensor is
provided through a heating element internally bonded to the sensor. The heater is a
hermetically sealed, coaxial resistance element brazed internally to the sensor casting. Aircraft power, which is used for the
heater, is switched on and off by the EEC,
via the relay box.
JUN97

the ECAM display, the warning and caution lights. The indications cover all the
main engine parameters through the
FADEC.
FADEC,
- the FADEC health & status
- the fuel filter condition through a
The FADEC provides the necessary
engine parameters for cockpit display
through the ARINC 429 data bus outputs.
Engine Condition Parameter
Transmission.
Engine Condition monitoring is provided
by the ability of the FADEC to transmit
the engine parameters through the ARINC
429 data bus output.
The basic engine parameters available are:
- WF, N1, N2, P5, PB, Pamb T4.9 (EGT),
P2, T2, P3 and T3.
- VSV, BSBV, 7th and 10th stage bleed
commanded positions HPT/LPT ACC,
- HPT cooling, WF valve or actuator
position
- status and maintenance words, engine
serial number and position.
In order to perform a better analysis of the
engine condition, some additional parameters are available. These are P12.5, P2.5
and T2.
These parameters are sent via ACARS to
Uniteds engineering data base, Engine
Condition Monitoring (ECM).
FADEC System Maintenance
The FADEC maintenance is facilitated by
internal extensive Built in Test Equipment
(BITE) providing efficient fault detection.
The results of this fault detection are contained in status and maintenance words
according to ARINC 429 specification
73-26
and are available on the output data bus.

In flight fault data is stored in FADEC non
volatile memory and, when requested, is
available on an aircraft centralized maintenance display unit.
Ground test of electrical and electronic
parts is possible from the cockpit, with
engines not running and through the
CFDS. The FADEC provides engine control system self testing to detect problems
at LRU level.
With the FADEC, no engine ground run is
necessary for trim purposes after component replacement.
P2/T2 Sensor
NOTE : The EEC uses P2 pressure and
P5 pressure to calculate EPR value =
P5/P2.
The P2/T2 sensor is located near the 12
o'clock position of the inlet cowl. It measures total pressure and temperature in the
inlet air stream of the engine forward of
the engine front flange. The dual output
total temperature measurement is accomplished by two resistance-sensing elements housed in the P2/T2 sensor body.
Each channel of the Electronic Engine
Control (EEC) monitors one of these resistance elements and converts the resistance
measurement to a temperature equivalent.
The total gas pressure is transmitted by the
pressure tubing and measured by the sensor located in channel A of the EEC. The
anti icing function of the P2/T2 sensor is
provided through a heating element internally bonded to the sensor. The heater is a
hermetically sealed, coaxial resistance element brazed internally to the sensor casting. Aircraft power, which is used for the
heater, is switched on and off by the EEC,
via the relay box.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
P2/T2 Sensor
P2/T2 Sensor
JUN 97
A319/A320
73-27
JUN 97
73-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
A319/A320
P3/T3 Sensor
The P3/T3 sensor monitors the pressure
and temperature at the exit of the HP compressor. The combined sensor houses two
thermocouples and one pressure inlet port.
Each thermocouple provides an independent electrical signal, proportional to the
temperature, to one channel of the Electronic Engine Control (EEC).The purpose
of the P3/T3 sensor is to provide performance data to the EEC for starting and
during transient and steady state operation
of the engine.
P3/T3 Sensor
The P3/T3 sensor monitors the pressure
and temperature at the exit of the HP compressor. The combined sensor houses two
thermocouples and one pressure inlet port.
Each thermocouple provides an independent electrical signal, proportional to the
temperature, to one channel of the Electronic Engine Control (EEC).The purpose
of the P3/T3 sensor is to provide performance data to the EEC for starting and
during transient and steady state operation
of the engine.
P3/T3 Sensor
P3/T3 Sensor
73-28
JUN97
73-28
JUN 97
UNITED AIRLINES
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A318/
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Fuel Temperature Sensor
The fuel temperature is measured by the
thermocouple at the fuel exit of the FCOC
(Fuel Cooled Oil Cooler).The thermocouple is composed of stainless steel sheathed
sensing portion, stainless steel installing
flange with seal spigot and lug/nut connector. Fuel temperature is controlled by
the fuel diverter valve which is installed
upstream of the FCOC.
The measured temperature is transmitted

to the EEC. In response to the measured

temperature, the EEC sends the signal to
the fuel diverter valve. The fuel diverter
valve is used to reduce the fuel temperature if it is too high. The excess of high
pressure fuel flow from the FMU and
return fuel from control actuator are
routed to the diverter valve which normally directs the flow to the FCOC exit. A
loss of signal from this sensor will cause
high idle RPM on the ground.
Fuel Temperature Sensor

The fuel temperature is measured by the
thermocouple at the fuel exit of the FCOC
(Fuel Cooled Oil Cooler).The thermocouple is composed of stainless steel sheathed
sensing portion, stainless steel installing
flange with seal spigot and lug/nut connector. Fuel temperature is controlled by
the fuel diverter valve which is installed
upstream of the FCOC.
The measured temperature is transmitted
to the EEC. In response to the measured

temperature, the EEC sends the signal to
the fuel diverter valve. The fuel diverter
valve is used to reduce the fuel temperature if it is too high. The excess of high
pressure fuel flow from the FMU and
return fuel from control actuator are
routed to the diverter valve which normally directs the flow to the FCOC exit. A
loss of signal from this sensor will cause
high idle RPM on the ground.
Fuel Temperature Thermocouple

JUN 97
A319/A320
73-29
JUN 97
73-29
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/A321

Data Entry Plug
The data entry plug programs the EEC for
engine power rating, EPR modification
number and the engine serial number. The
plug is attached to the engine fan case by a
lanyard and stays with the engine.
Jumper wires in the plug set the power rating. Reconfiguring these jumpers will
increase or decrease the max power rating
the EEC will allow.
NOTE: The Data Entry Plug (DEP)
assembly must not be removed from the
73-30
A319/A320

engine, unless to complete a rework or
repair. Do not remover the DEP from
one engine and install it on a different
engine. A DEP from an engine can be
modified and identified again only be a
Service Bulletin incorporation for that
engine. The data on the engine identification plate must be the same as that
marked on the DEP backshell (DEP
P/N, EPR MOD, ENG SN, TAKE-OFF
RATING and VARIANT).
JUN97
Data Entry Plug

The data entry plug programs the EEC for
engine power rating, EPR modification
number and the engine serial number. The
plug is attached to the engine fan case by a
lanyard and stays with the engine.
Jumper wires in the plug set the power rating. Reconfiguring these jumpers will
increase or decrease the max power rating
the EEC will allow.
NOTE: The Data Entry Plug (DEP)
assembly must not be removed from the
73-30
engine, unless to complete a rework or

repair. Do not remover the DEP from
one engine and install it on a different
engine. A DEP from an engine can be
modified and identified again only be a
Service Bulletin incorporation for that
engine. The data on the engine identification plate must be the same as that
marked on the DEP backshell (DEP
P/N, EPR MOD, ENG SN, TAKE-OFF
RATING and VARIANT).
JUN 97
UNITED AIRLINES
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A318/
A319/A320 /A321
Data Entry Plug
Data Entry Plug

JUN 97
A319/A320
73-31
JUN 97
73-31
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/A321

FADEC FUEL FLOW CONTROL
The primary thrust parameter is Engine
Pressure Ratio (EPR).
If EPR is unobtainable, the Fan speed, N1,
is used. The thrust lever is therefore used
to select a value of EPR or N1.
The Electronic Engine Control (ECC) will
control the position of the metering valve
in the Fuel Metering Unit (FMU) to
achieve this value of EPR or N1.
The EEC automatically schedules the fuel
flow to obtain the selected thrust setting
provided that the various other parameters
remain within their permitted values.
Thrust Setting
The EEC calculates the thrust rating for
each of these settings. The EEC calculates
a fuel flow demand in the form of an electrical signal.
This signal is sent to the torque motor of
the fuel metering valve inside the FMU.
The rated thrust is calculated as a function
of the Thrust Lever Angle. The thrust
lever has positions for the following
selectable thrust limit modes:
- Maximum take off (TO/GA.)
- Maximum continuous/Flex take off
equals derated take off power (MCT/
FLX TO)
- Climb (CL)
When the thrust lever is set between two
positions, the EEC selects:
- In autothrust mode, the rating limit
corresponding to the higher mode
- In manual mode, an EPR rating limit
corresponding to the thrust lever
position.
Engine Limits Protection
The FADEC prevents inadvertent overboosting of the expected rating (EPR
Limit and EPR target) during power setting.
73-32
A319/A320

It also prevents exceedance of rotor speeds
(N1 and N2) and burner pressure limits. In
addition, the FADEC unit monitors EGT
and sends an appropriate indication to the
cockpit display in case of exceedance of
the limit.
Overspeed protection Logic consists of
overspeed limiting loops, for both the Low
and high speed rotors, which act directly
upon the fuel flow command. Supplementary electronic circuitry for overspeed protection is also incorporated in the EEC.
Trip signals for hardware and software are
combined to activate a torque motor which
drives a separate overspeed valve in the
fuel metering unit to reduce fuel flow to a
minimum value. The engine can be shut
down to reset the overspeed system to
allow a restart if desired.
Engine surge is detected by a rapid
decrease in burner pressure or the value of
rate of change of burner pressure, which
indicates that surge varies with engine
power level (N2/square root of theta 2 and
engine inlet pressure (P2)). Once detected,
the EEC will reset the stator vanes, by several degrees in the closed direction, open
the booster, 7th and 10th stage bleeds, and
lower the maximum Wf/Pb schedule.
Recovery of burner pressure to its steady
state level or the elapse of a timer will
release the resets on the schedules and
allow the bleeds to close.
JUN97
FADEC FUEL FLOW CONTROL

The primary thrust parameter is Engine
Pressure Ratio (EPR).
If EPR is unobtainable, the Fan speed, N1,
is used. The thrust lever is therefore used
to select a value of EPR or N1.
The Electronic Engine Control (ECC) will
control the position of the metering valve
in the Fuel Metering Unit (FMU) to
achieve this value of EPR or N1.
The EEC automatically schedules the fuel
flow to obtain the selected thrust setting
provided that the various other parameters
remain within their permitted values.
Thrust Setting
The EEC calculates the thrust rating for
each of these settings. The EEC calculates
a fuel flow demand in the form of an electrical signal.
This signal is sent to the torque motor of
the fuel metering valve inside the FMU.
The rated thrust is calculated as a function
of the Thrust Lever Angle. The thrust
lever has positions for the following
selectable thrust limit modes:
- Maximum take off (TO/GA.)
- Maximum continuous/Flex take off
equals derated take off power (MCT/
FLX TO)
- Climb (CL)
When the thrust lever is set between two
positions, the EEC selects:
- In autothrust mode, the rating limit
corresponding to the higher mode
- In manual mode, an EPR rating limit
corresponding to the thrust lever
position.
Engine Limits Protection
The FADEC prevents inadvertent overboosting of the expected rating (EPR
Limit and EPR target) during power setting.
73-32
It also prevents exceedance of rotor speeds

(N1 and N2) and burner pressure limits. In
addition, the FADEC unit monitors EGT
and sends an appropriate indication to the
cockpit display in case of exceedance of
the limit.
Overspeed protection Logic consists of
overspeed limiting loops, for both the Low
and high speed rotors, which act directly
upon the fuel flow command. Supplementary electronic circuitry for overspeed protection is also incorporated in the EEC.
Trip signals for hardware and software are
combined to activate a torque motor which
drives a separate overspeed valve in the
fuel metering unit to reduce fuel flow to a
minimum value. The engine can be shut
down to reset the overspeed system to
allow a restart if desired.
Engine surge is detected by a rapid
decrease in burner pressure or the value of
rate of change of burner pressure, which
indicates that surge varies with engine
power level (N2/square root of theta 2 and
engine inlet pressure (P2)). Once detected,
the EEC will reset the stator vanes, by several degrees in the closed direction, open
the booster, 7th and 10th stage bleeds, and
lower the maximum Wf/Pb schedule.
Recovery of burner pressure to its steady
state level or the elapse of a timer will
release the resets on the schedules and
allow the bleeds to close.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Fuel Flow Calculation
Fuel Flow Calculation

JUN 97
A319/A320
73-33
JUN 97
73-33
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/A321

Power Management
The FADEC has two engine power setting
modes: normal and alternate. In the normal mode, the FADEC uses EPR as the
controlling parameter for setting thrust. In
the alternate mode, it uses N1 rpm as the
controlling parameter.
In the normal mode, the FADEC meters
fuel to maintain a reference EPR. The reference EPR is computed by the FADEC as
a function of throttle position, temperature, altitude, airspeed, and bleed configuration. The autothrottle system (A/THR)
is available in the normal mode.
An automatic reversion to the N1 mode
occurs if the EPR mode fails. In the alternate mode, the FADEC meters fuel to
maintain a reference N1. In the alternate
mode, autothrottle functions including
alpha floor protection are lost. In the N1
rated mode, which is controlled by
switches on the overhead panel, engine
limit protections are provided. In the N1
unrated mode, limit protections are not
provided and engine over-boost is possible.
NOTE: N1 rated mode is deferrable, N1
unrated mode is not deferrable.
The FADEC unit contains all the engine
thrust setting curves to provide automatic
engine thrust ratings control in Engine
Pressure Ratio, (EPR) (in normal mode)
and N1 (inalternat mode).
The FADEC unit computes power management LIMIT and COMMAND parameters (EPR mode only). These parameters
are available for the following engine
thrust modes:
- Maximum Take-Off and Go-Around
- Flexible Take-Off
- Maximum Continuous
- Maximum Climb
- Idle (no Limit parameter)
73-34
A319/A320

- Reverse (NI mode operation)
- Environmental Control System (ECS)
bleed and anti-ice bleed are taken into
account by the FADEC to compute
thrust corrections.
Flexible take-off rating
FLEXIBLE TAKE-OFF rating is set by
the assumed temperature method with the
possibility to insert an assumed temperature value higher than the maximum one
certified for engine operation to provide
for the maximum derate allowed by the
certifying Authorities.
The FADEC unit permits:
- FLEXIBLE TAKE-OFF procedure with
constant retarded throttle resolver
position, allowing the application of full
TAKE-OFF power at full forward
position if selected. At this given
retarded throttle resolver position, the
FADEC unit thrust setting is such that
thrust obtained all along the FLEXIBLE
TAKE-OFF at T1 ambient temperature,
and with TA assumed temperature, is the
same as thrust obtained during
MAXIMUM TAKE-OFF at an actual
ambient temperature of TA.
The FADEC unit controls thrust rating
during thrust reverser operation.
Engine power is set automatically by the
FADEC unit to the level required for correct deploying and restowing operations in
all ambient conditions. Maximum reverse
power is obtained at a certain throttle control lever position (maximum rearward)
and is automatically limited. In reverse,
FADEC switches to N1 control for power
computations.
JUN97
Power Management
The FADEC has two engine power setting
modes: normal and alternate. In the normal mode, the FADEC uses EPR as the
controlling parameter for setting thrust. In
the alternate mode, it uses N1 rpm as the
controlling parameter.
In the normal mode, the FADEC meters
fuel to maintain a reference EPR. The reference EPR is computed by the FADEC as
a function of throttle position, temperature, altitude, airspeed, and bleed configuration. The autothrottle system (A/THR)
is available in the normal mode.
An automatic reversion to the N1 mode
occurs if the EPR mode fails. In the alternate mode, the FADEC meters fuel to
maintain a reference N1. In the alternate
mode, autothrottle functions including
alpha floor protection are lost. In the N1
rated mode, which is controlled by
switches on the overhead panel, engine
limit protections are provided. In the N1
unrated mode, limit protections are not
provided and engine over-boost is possible.
NOTE: N1 rated mode is deferrable, N1
unrated mode is not deferrable.
The FADEC unit contains all the engine
thrust setting curves to provide automatic
engine thrust ratings control in Engine
Pressure Ratio, (EPR) (in normal mode)
and N1 (inalternat mode).
The FADEC unit computes power management LIMIT and COMMAND parameters (EPR mode only). These parameters
are available for the following engine
thrust modes:
- Maximum Take-Off and Go-Around
- Flexible Take-Off
- Maximum Continuous
- Maximum Climb
- Idle (no Limit parameter)
73-34
- Reverse (NI mode operation)

- Environmental Control System (ECS)
bleed and anti-ice bleed are taken into
account by the FADEC to compute
thrust corrections.
Flexible take-off rating
FLEXIBLE TAKE-OFF rating is set by
the assumed temperature method with the
possibility to insert an assumed temperature value higher than the maximum one
certified for engine operation to provide
for the maximum derate allowed by the
certifying Authorities.
The FADEC unit permits:
- FLEXIBLE TAKE-OFF procedure with
constant retarded throttle resolver
position, allowing the application of full
TAKE-OFF power at full forward
position if selected. At this given
retarded throttle resolver position, the
FADEC unit thrust setting is such that
thrust obtained all along the FLEXIBLE
TAKE-OFF at T1 ambient temperature,
and with TA assumed temperature, is the
same as thrust obtained during
MAXIMUM TAKE-OFF at an actual
ambient temperature of TA.
The FADEC unit controls thrust rating
during thrust reverser operation.
Engine power is set automatically by the
FADEC unit to the level required for correct deploying and restowing operations in
all ambient conditions. Maximum reverse
power is obtained at a certain throttle control lever position (maximum rearward)
and is automatically limited. In reverse,
FADEC switches to N1 control for power
computations.
JUN 97
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/A321

FADEC INTERFACES
In order to achieve full range of engine
control and monitoring, the EEC interfaces with the following sub systems:
- Air Data computers, which transmit air
data for engine control
- Engine interface Unit (EIU), which
concentrates aircraft signals and
transmits them to the EEC
- For cockpit indication and control, and
autothrust control, the EEC sends
signals to the computers as shown
above.
Air Data Inertial Reference Unit (ADIRU)
sends air data parameters to the FADEC
through ARINC 429 buses. Each channel
of the EEC receives a digital data stream
from both ADIRU which contains total
temperature, total pressure and altitude
pressure signals from the airframe sensing
system.
Each FADEC unit channel requires inputs
of total pressure, total temperature, and
pressure altitude to function normally.
Loss of any of these does not result in a
control mode which produces a loss in
thrust established by those conditions
prior to the fault.
In addition to the ADIRU data stream, the
EEC receives its own independent measurements of inlet total pressure, inlet total
temperature and ambient pressure from:
- a dual element total temperature probe
(one per channel)
- a dedicated total pressure probe
(plumbed to the FADEC unit sensor
which is hardwired to each channel)
- dedicated ambient pressure ports
which is hardwired to each channel).
73-36
A319/A320

Validation of each parameter is accomplished by a series of comparison of
healthy (no range, interface of latched failures) parametric data.
Out of tolerance disagreement between
healthy ADIRU and healthy engine probes
or a hard failure of air data will lead to an
accommodation.
Software selection logic is used to determine which source of each parameter
should be used. The following general
requirements apply to the use of ADIRU
inputs:
ADIRU data is preferred, when validated
by engine data, over FADEC air data sensors and is used whenever possible for rating calculations. ADIRU P2 is not used
for EPR actual determination.
ADIRU inputs, once they pass reasonableness test, will not be used as control inputs
unless they can be validated by one of the
following checks:
Comparison to FADEC sensor measurement of the same parameter.
- Comparison to a parameter synthesized
by the FADEC from a control input
parameter.
- Comparison of the same parameter from
each ADIRU.
For the case where ADIRU data would be
used without comparison to a valid reference (engine probe or synthesis), the control will revert to the alternate mode (N1).
JUN97
FADEC INTERFACES
In order to achieve full range of engine
control and monitoring, the EEC interfaces with the following sub systems:
- Air Data computers, which transmit air
data for engine control
- Engine interface Unit (EIU), which
concentrates aircraft signals and
transmits them to the EEC
- For cockpit indication and control, and
autothrust control, the EEC sends
signals to the computers as shown
above.
Air Data Inertial Reference Unit (ADIRU)
sends air data parameters to the FADEC
through ARINC 429 buses. Each channel
of the EEC receives a digital data stream
from both ADIRU which contains total
temperature, total pressure and altitude
pressure signals from the airframe sensing
system.
Each FADEC unit channel requires inputs
of total pressure, total temperature, and
pressure altitude to function normally.
Loss of any of these does not result in a
control mode which produces a loss in
thrust established by those conditions
prior to the fault.
In addition to the ADIRU data stream, the
EEC receives its own independent measurements of inlet total pressure, inlet total
temperature and ambient pressure from:
- a dual element total temperature probe
(one per channel)
- a dedicated total pressure probe
which is hardwired to each channel)
- dedicated ambient pressure ports
which is hardwired to each channel).
73-36
Validation of each parameter is accomplished by a series of comparison of

healthy (no range, interface of latched failures) parametric data.
Out of tolerance disagreement between
healthy ADIRU and healthy engine probes
or a hard failure of air data will lead to an
accommodation.
Software selection logic is used to determine which source of each parameter
should be used. The following general
requirements apply to the use of ADIRU
inputs:
ADIRU data is preferred, when validated
by engine data, over FADEC air data sensors and is used whenever possible for rating calculations. ADIRU P2 is not used
for EPR actual determination.
ADIRU inputs, once they pass reasonableness test, will not be used as control inputs
unless they can be validated by one of the
following checks:
Comparison to FADEC sensor measurement of the same parameter.
- Comparison to a parameter synthesized
by the FADEC from a control input
parameter.
- Comparison of the same parameter from
each ADIRU.
For the case where ADIRU data would be
used without comparison to a valid reference (engine probe or synthesis), the control will revert to the alternate mode (N1).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

FADEC Interface Diagram
FADEC Interface Diagram
JUN 97
A319/A320
73-37
JUN 97
73-37
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/A321

Engine Interface Unit (EIU)
There are 2 Engine Interface Units (EIUs),
one for each engine. The EIU is an interface concentrator between the aircraft and
the FADEC system.
The main functions of the EIU are:
- To concentrate data from the cockpit
panels,
- To ensure the segregation of the 2
engines,
- To provide the Electronic Engine
Control (EEC) with an electrical power
supply,
- To give the necessary logic and
information from the engine to the
aircraft systems.
The EIU is composed of 5 main parts:
- Discrete and analog inputs,
- Digital inputs,
- Digital outputs,
- Discrete outputs,
- Power supply switching.
The EIU:
- Acquires information
- Transmits messages
- Performs logics (Oil low pressure, APU
boost, etc.)
- Performs fault detection logic carried
out by an internal BITE and transmits
the result to the CFDS.
The EIU receives:
- Discrete signals which are of the ground/
open circuit type,
- Analog voltages which are of
differential type with a working range of
1 to 9 volts.
73-38
A319/A320

The EIU also receives:
- Digital inputs on ARINC 429 lines,
- 28 VDC for its own power supply and
for the FADEC power supply
- 115 VAC for engine ignition system
power supply.
The EIU sends:
- Digital output signals on ARINC 429
buses,
- Discrete signals which are of the 28
VDC/open circuit or ground/open circuit
types,
- Voltage for FADEC power supply and
engine ignition system power supply.
EIU receives 2 ARINC 429 output data
buses from EEC channels A and B, and it
uses data from the channel in control.
If some data is not available from the control channel, data from the other channel is
used.
The EIU looks at particular engine data on
the EEC digital data flow to interface this
with other aircraft computers and with
cockpit panels (control and monitoring).
The EIU sends information, coming from
all aircraft computers which have to communicate with the EEC, through an output
ARINC 429 data bus.
The EIU does not deal with ADIRU and
thrust lever information as they communicate directly with the EEC.
NOTE: There is no data flow during the
EIU internal BITE test.
JUN97

There are 2 Engine Interface Units (EIUs),
one for each engine. The EIU is an interface concentrator between the aircraft and
the FADEC system.
- To concentrate data from the cockpit
panels,
- To ensure the segregation of the 2
engines,
- To provide the Electronic Engine
Control (EEC) with an electrical power
supply,
- To give the necessary logic and
information from the engine to the
aircraft systems.
The EIU is composed of 5 main parts:
- Discrete and analog inputs,
- Digital inputs,
- Digital outputs,
- Discrete outputs,
- Power supply switching.
The EIU:
- Acquires information
- Transmits messages
- Performs logics (Oil low pressure, APU
boost, etc.)
- Performs fault detection logic carried
out by an internal BITE and transmits
the result to the CFDS.
The EIU receives:
- Discrete signals which are of the ground/
open circuit type,
- Analog voltages which are of
differential type with a working range of
1 to 9 volts.
73-38
The EIU also receives:

- Digital inputs on ARINC 429 lines,
- 28 VDC for its own power supply and
for the FADEC power supply
- 115 VAC for engine ignition system
power supply.
The EIU sends:
- Digital output signals on ARINC 429
buses,
- Discrete signals which are of the 28
VDC/open circuit or ground/open circuit
types,
- Voltage for FADEC power supply and
engine ignition system power supply.
EIU receives 2 ARINC 429 output data
buses from EEC channels A and B, and it
uses data from the channel in control.
If some data is not available from the control channel, data from the other channel is
used.
The EIU looks at particular engine data on
the EEC digital data flow to interface this
with other aircraft computers and with
cockpit panels (control and monitoring).
The EIU sends information, coming from
all aircraft computers which have to communicate with the EEC, through an output
ARINC 429 data bus.
The EIU does not deal with ADIRU and
thrust lever information as they communicate directly with the EEC.
NOTE: There is no data flow during the
EIU internal BITE test.
JUN 97
UNITED AIRLINES
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A319/A320 /A321

Engine Interface Unit Diagram

JUN 97
A319/A320
Engine Interface Unit Diagram

73-39
JUN 97
73-39
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The Autothrust function is provided by the
FMGS. Therefore, the FMGS sends all
command signals for engine power management via the Flight Control Unit
(FCU) and both EIUs.
The FMGS assumes the following functions:
- computation of EPR target,
- selection of autothrust modes,
- alpha floor protection,
- flexible take-off,
- autothrust engagement.
The EEC directly sends specific feedback
outputs to the FMGS without going
through the EIU. The EIU also receives
this data but does not transmit it to FMGS.
The EEC feedback output data to FMGC
is as follows:
- Thrust Resolver Angle (TRA)
- EPR command
- EPR actual
- EPR target (feedback)
- EPR limit (selected)
- EPR Max
- EPR reference throttle
- thrust mode (selected)
- fuel flow
- bleed configuration (feedback)
- engine rating modification
- flexible temperature (feedback).
The EIU receives two input buses from
the Environmental Control System (ECS)
primary and secondary computers of the
Zone Controller.
The ECS determines the various air bleed
configurations according to logics of the
air conditioning, wing anti-ice, nacelle
anti-ice. This information is transmitted
by the EIU to the EEC to compute the
bleed air demand required at the engine
customer bleed ports.
73-40
A319/A320

The EIU receives and generates all starting signals from the cockpit engine panels.
Therefore engine starting is not possible in
case of EIU failure.
The control panels provide the EIU with
the following signals of:
- Engine start mode selector position,
- Master lever position,
- Manual start push-button.
- The EIU provides all starting signals to
the EEC and the FAULT light
announcement signal.
The CFDIU communicates with the BITE
memory of the EIU and with the BITE
memory of the EEC via the EIU. The EIU
interfaces with the CFDIU to generate the
EIU and the FADEC fault messages on the
MCDU.
For the FADEC menu function accessing,
the CFDS interrogates the EEC BITE
memory through the EIU.
There is an interface between the EIU and
the pneumatic system BMC for Engines 1
and 2. During engine start, the EIU generates a ground signal for the BMC when the
start valve moves away from the closed
position.
On receipt of this ground signal, the BMC
closes the pneumatic system Pressure
Regulating Valve.
The EIU also receives other signals from
various aircraft systems for control and
monitoring purposes. The EIU also generates signals for various aircraft systems.
JUN97
The Autothrust function is provided by the

FMGS. Therefore, the FMGS sends all
command signals for engine power management via the Flight Control Unit
(FCU) and both EIUs.
The FMGS assumes the following functions:
- computation of EPR target,
- selection of autothrust modes,
- alpha floor protection,
- flexible take-off,
- autothrust engagement.
The EEC directly sends specific feedback
outputs to the FMGS without going
through the EIU. The EIU also receives
this data but does not transmit it to FMGS.
The EEC feedback output data to FMGC
is as follows:
- Thrust Resolver Angle (TRA)
- EPR command
- EPR actual
- EPR target (feedback)
- EPR limit (selected)
- EPR Max
- EPR reference throttle
- thrust mode (selected)
- fuel flow
- bleed configuration (feedback)
- engine rating modification
- flexible temperature (feedback).
The EIU receives two input buses from
the Environmental Control System (ECS)
primary and secondary computers of the
Zone Controller.
The ECS determines the various air bleed
configurations according to logics of the
air conditioning, wing anti-ice, nacelle
anti-ice. This information is transmitted
by the EIU to the EEC to compute the
bleed air demand required at the engine
customer bleed ports.
73-40
The EIU receives and generates all starting signals from the cockpit engine panels.
Therefore engine starting is not possible in
case of EIU failure.
The control panels provide the EIU with
the following signals of:
- Engine start mode selector position,
- Master lever position,
- Manual start push-button.
- The EIU provides all starting signals to
the EEC and the FAULT light
announcement signal.
The CFDIU communicates with the BITE
memory of the EIU and with the BITE
memory of the EEC via the EIU. The EIU
interfaces with the CFDIU to generate the
EIU and the FADEC fault messages on the
MCDU.
For the FADEC menu function accessing,
the CFDS interrogates the EEC BITE
memory through the EIU.
There is an interface between the EIU and
the pneumatic system BMC for Engines 1
and 2. During engine start, the EIU generates a ground signal for the BMC when the
start valve moves away from the closed
position.
On receipt of this ground signal, the BMC
closes the pneumatic system Pressure
Regulating Valve.
The EIU also receives other signals from
various aircraft systems for control and
monitoring purposes. The EIU also generates signals for various aircraft systems.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

Engine Interface Unit Aircraft System Interfaces
Engine Interface Unit Aircraft System Interfaces

JUN 97
A319/A320
73-41
JUN 97
73-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
Interface Chart.
Interface Chart.
73-42
A319/A320
JUN97
73-42
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

FADEC FAULT STRATEGY
The Electronic Engine Control (EEC) system is dual, the two channels are equal.
Failures are classified as Class 1, 2 or 3.
According to the failure class, the system
can use data from the other channel, or
switch to the other channel. Faults are
memorized in the system BITE as they
occur.
All sensors and feedback signals are dual.
Each parameter sensor as well as feedback
sensors used by each channel come from
two different sources:
Local or cross-channel through the Cross
Channel Data Link.
NOTE: Some sensors can directly be
synthesized by the corresponding channel. There is no channel changeover for
input signal failure, as long as the Cross
Channel Data Link is operative.
NOTE: Faults are not latched. Thus
automatic recovery is possible.
If dual input signal failure occurs, the
system runs on synthesized values of the
healthiest channel.
73-44
A319/A320

The selected channel is the one having the
least significant failure.
If an output failure occurs, there is an
automatic switchover to the standby active
channel.
In case of complete output failure there
will be no current flow through torque
motors or solenoids. The associated component will be in the fail-safe position.
NOTE: If the Electronic Engine Control (EEC) power supply is lost, the
components will also go into a "failsafe" position.
Component Fail Safe States
NOTE: If there is a failure of the thrust
reverser hydraulic control unit directional valve while the reverser is
deployed, the reverser will remain
deployed.
JUN97
FADEC FAULT STRATEGY

The Electronic Engine Control (EEC) system is dual, the two channels are equal.
Failures are classified as Class 1, 2 or 3.
According to the failure class, the system
can use data from the other channel, or
switch to the other channel. Faults are
memorized in the system BITE as they
occur.
All sensors and feedback signals are dual.
Each parameter sensor as well as feedback
sensors used by each channel come from
two different sources:
Local or cross-channel through the Cross
Channel Data Link.
NOTE: Some sensors can directly be
synthesized by the corresponding channel. There is no channel changeover for
input signal failure, as long as the Cross
Channel Data Link is operative.
NOTE: Faults are not latched. Thus
automatic recovery is possible.
If dual input signal failure occurs, the
system runs on synthesized values of the
healthiest channel.
73-44
The selected channel is the one having the

least significant failure.
If an output failure occurs, there is an
automatic switchover to the standby active
channel.
In case of complete output failure there
will be no current flow through torque
motors or solenoids. The associated component will be in the fail-safe position.
NOTE: If the Electronic Engine Control (EEC) power supply is lost, the
components will also go into a "failsafe" position.
Component Fail Safe States
NOTE: If there is a failure of the thrust
reverser hydraulic control unit directional valve while the reverser is
deployed, the reverser will remain
deployed.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
FADEC Loss of Inputs Fault Strategy
FADEC Loss of Inputs Fault Strategy
FADEC Component Fail Safe Fault Strategy
FADEC Component Fail Safe Fault Strategy
JUN 97
73-45
JUN 97
73-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

EEC ELECTRICAL POWER SUPPLY
CONTROL
The EEC is supplied by the aircraft electrical power network when N2 is below
10%.
Each channel is independently supplied by
the aircraft 28 volts through the EIU.
The aircraft 28VDC permits:
- automatic ground check of FADEC
before engine running (FADEC ground
power ON)
- engine starting (Master lever ON or
mode selector on IGN or CRANK)
- powering the EEC while engine reaches
10% N2.
NOTE: EIU takes its power from the
same bus bar as EEC.
As soon as the engine is running above
10% of N2, the dedicated generator
directly supplies the EEC.
The dedicated generator supplies each
channel with three-phase AC.
Two transformer rectifiers provide
28VDC power supply to channels A and
B.
Switching between the aircraft 28VDC
supply and the dedicated generator power
supplies is done automatically by the
EEC. The dedicated generator also supplies the N2 speed signal and speed information for the Engine Vibration
Monitoring Unit (EVMU).
73-46
A319/A320

The FADEC is automatically depowered
on the ground, through the EIU, after
engine shutdown.
EEC automatic Depowering occurs on the
ground:
- after 5 mn of aircraft power up.
- after 5 mn of engine shut down.
NOTE: An action on the ENG FIRE
push-button provides EEC power cut
off from the aircraft network.
For maintenance purposes and MCDU
engine tests, the Engine FADEC Ground
Power Panel permits FADEC power supply to be restored on the ground with
engine shut down.
When the corresponding ENG FADEC
GND PWR push-button is pressed ON the
EEC recovers its power supply.
NOTE: The FADEC is also repowered
as soon as the engine start selector is on
IGN/START or CRANK position, or
the master lever is selected ON.
JUN97
EEC ELECTRICAL POWER SUPPLY

CONTROL
The EEC is supplied by the aircraft electrical power network when N2 is below
10%.
Each channel is independently supplied by
the aircraft 28 volts through the EIU.
The aircraft 28VDC permits:
- automatic ground check of FADEC
before engine running (FADEC ground
power ON)
- engine starting (Master lever ON or
mode selector on IGN or CRANK)
- powering the EEC while engine reaches
10% N2.
NOTE: EIU takes its power from the
same bus bar as EEC.
As soon as the engine is running above
10% of N2, the dedicated generator
directly supplies the EEC.
The dedicated generator supplies each
channel with three-phase AC.
Two transformer rectifiers provide
28VDC power supply to channels A and
B.
Switching between the aircraft 28VDC
supply and the dedicated generator power
supplies is done automatically by the
EEC. The dedicated generator also supplies the N2 speed signal and speed information for the Engine Vibration
Monitoring Unit (EVMU).
73-46
The FADEC is automatically depowered

on the ground, through the EIU, after
engine shutdown.
EEC automatic Depowering occurs on the
ground:
- after 5 mn of aircraft power up.
- after 5 mn of engine shut down.
NOTE: An action on the ENG FIRE
push-button provides EEC power cut
off from the aircraft network.
For maintenance purposes and MCDU
engine tests, the Engine FADEC Ground
Power Panel permits FADEC power supply to be restored on the ground with
engine shut down.
When the corresponding ENG FADEC
GND PWR push-button is pressed ON the
EEC recovers its power supply.
NOTE: The FADEC is also repowered
as soon as the engine start selector is on
IGN/START or CRANK position, or
the master lever is selected ON.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321

EEC Electrical Power Supply Diagram
EEC Electrical Power Supply Diagram

JUN 97
A319/A320
73-47
JUN 97
73-47
UNITED AIRLINES
UNITED AIRLINES
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/A321

Dedicated Permanent Magnet
Alternator (PMA)
The alternator functions as the primary
power source for the EEC and transmits
an N2 signal to the EEC, Engine Vibration
Monitoring Unit (EVMU) and the cockpit.
It comprises two stators (one power and
one speed) and a rotor.
The rotor is mounted directly on the gearbox output shaft and the stator is bolted to
the gearbox housing.
The alternator provides two identical and
independent power outputs, one for each
channel of the EEC. On one channel, an
N2 speed input is obtained by the EEC by
sensing the frequency of the output of the
alternator.
73-48
A319/A320

A separate stator provides two identical
frequency outputs: one is utilized by the
Engine Vibration Monitoring Unit
(EVMU), and the other utilized by the
EEC as an N2 speed input. The ECAM
system is provided with this signal as it is
valid at very low speeds. The speed stator
is designed to tolerate indefinite short circuit conditions.
The stator and rotor are sealed from the
gearbox by a shaft seal. If a shaft seal failure occurs and the alternator fills with
engine oil, the alternator will continue to
function normally.
To maintain the temperature of the dedicated alternator at an acceptable level the
alternator incorporates an integral cooling
air manifold using fan air.
JUN97
Dedicated Permanent Magnet

Alternator (PMA)
The alternator functions as the primary
power source for the EEC and transmits
an N2 signal to the EEC, Engine Vibration
Monitoring Unit (EVMU) and the cockpit.
It comprises two stators (one power and
one speed) and a rotor.
The rotor is mounted directly on the gearbox output shaft and the stator is bolted to
the gearbox housing.
The alternator provides two identical and
independent power outputs, one for each
channel of the EEC. On one channel, an
N2 speed input is obtained by the EEC by
sensing the frequency of the output of the
alternator.
73-48
A separate stator provides two identical

frequency outputs: one is utilized by the
(EVMU), and the other utilized by the
EEC as an N2 speed input. The ECAM
system is provided with this signal as it is
valid at very low speeds. The speed stator
is designed to tolerate indefinite short circuit conditions.
The stator and rotor are sealed from the
gearbox by a shaft seal. If a shaft seal failure occurs and the alternator fills with
engine oil, the alternator will continue to
function normally.
To maintain the temperature of the dedicated alternator at an acceptable level the
alternator incorporates an integral cooling
air manifold using fan air.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Dedicated Alternator
JUN 97
A319/A320
Dedicated Alternator
73-49
JUN 97
73-49
UNITED AIRLINES
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/A321

INDICATION
- the ECAM display,
- the warning and caution lights.
The indications cover all the main engine
parameters through the FADEC.
FADEC,
- the FADEC health & status,
- The fuel fileter condition through a
Fuel Flow Indication
The fuel flow indication on the upper
ECAM display unit is displayed in green
numerical format.
The fuel system is monitored from:
The fuel flow transmitter signal is fed to
the FADEC which processes it and transmits the information to the ECAM system
for display through the digital FADEC
bus.
The fuel flow transmitter is installed in the
fuel line between the fuel metering unit
and the fuel distribution valve. It is
mounted on the lower left-hand side of the
fan case, rearward of the LP/HP fuel
pump.
The fuel flow transmitter is made of these
primary assemblies:
- the transmitter body,
- the inlet fitting and clamps
- the turbine assembly,
- the measurement assembly.
Fuel goes into the transmitter and drives
the turbine. At low fuel flow rates all the
fuel goes through the turbine. As the fuel
flow increase, the bypass valve starts to
open to let some of the fuel go through the
large holes in the turbine. This prevents
the turbine from turning too quickly.
73-50
A319/A320

The fuel leaves the turbine and the bypass
valve and then all of it flows through the
straightening
vanes.
These
vanes
straighten the fuel flow before it goes into
the measurement assembly.
When the fuel flow transmitter is stopped,
the magnets on the impeller align axially
with the magnets on the drum. As the
measurement assembly is turned, a pulse
is generated each time a magnet passes its
related pick-off coil. When the fuel goes
into the measurement assembly its flow,
through the impeller vanes, resists the
movement of the impeller.
The spring permits the impeller to move in
relation to the drum. The magnets are then
not aligned and there will be a time difference between the pulses generated in the
drum and impeller pick-off coils. This
time difference is directly proportional to
the fuel mass flow rate and is used to calculate the fuel flow.
JUN97
INDICATION
- the ECAM display,
- the warning and caution lights.
The indications cover all the main engine
parameters through the FADEC.
FADEC,
- the FADEC health & status,
- The fuel fileter condition through a
Fuel Flow Indication
The fuel flow indication on the upper
ECAM display unit is displayed in green
numerical format.
The fuel system is monitored from:
The fuel flow transmitter signal is fed to
the FADEC which processes it and transmits the information to the ECAM system
for display through the digital FADEC
bus.
The fuel flow transmitter is installed in the
fuel line between the fuel metering unit
and the fuel distribution valve. It is
mounted on the lower left-hand side of the
fan case, rearward of the LP/HP fuel
pump.
The fuel flow transmitter is made of these
primary assemblies:
- the transmitter body,
- the inlet fitting and clamps
- the turbine assembly,
- the measurement assembly.
Fuel goes into the transmitter and drives
the turbine. At low fuel flow rates all the
fuel goes through the turbine. As the fuel
flow increase, the bypass valve starts to
open to let some of the fuel go through the
large holes in the turbine. This prevents
the turbine from turning too quickly.
73-50
The fuel leaves the turbine and the bypass

valve and then all of it flows through the
straightening
vanes.
These
vanes
straighten the fuel flow before it goes into
When the fuel flow transmitter is stopped,
the magnets on the impeller align axially
with the magnets on the drum. As the
measurement assembly is turned, a pulse
is generated each time a magnet passes its
related pick-off coil. When the fuel goes
into the measurement assembly its flow,
through the impeller vanes, resists the
movement of the impeller.
The spring permits the impeller to move in
relation to the drum. The magnets are then
not aligned and there will be a time difference between the pulses generated in the
drum and impeller pick-off coils. This
time difference is directly proportional to
the fuel mass flow rate and is used to calculate the fuel flow.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
Fuel Flow Transmitter

JUN 97
A319/A320
Fuel Flow Transmitter

73-51
JUN 97
73-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321

Filter Clogging Electrical Circuit
Filter Clogging Electrical Circuit
73-52
A319/A320
JUN97
73-52
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
A319/A320
ENGINE START & IGNITION

START PANEL
ENGINE START & IGNITION

START PANEL
ENG MASTER Switch

ON - The LP fuel valve opens, provided the ENG FlRE switch is
in. During an automatic start, the valve opens, provided the ENG
MODE selector is at IGN/START and N2 is between 10 and 16%.
During a manual start, the HP fuel valve opens, provided the ENG
MODE selector is at IGN/START and the ENG MAN START
switch is ON.
ENG MASTER Switch

ON - The LP fuel valve opens, provided the ENG FlRE switch is
in. During an automatic start, the valve opens, provided the ENG
MODE selector is at IGN/START and N2 is between 10 and 16%.
During a manual start, the HP fuel valve opens, provided the ENG
MODE selector is at IGN/START and the ENG MAN START
switch is ON.
OFF - Closes the HP and LP valves. Resets both channels of the

FADEC.
OFF - Closes the HP and LP valves. Resets both channels of the

FADEC.
MASTER 1
ENG
MASTER 1
MASTER 2
ON
OFF
ENG
1
CRANK
MODE
NORM
ENG
2
ON
OFF
OFF
ENG
1
IGN/
START
CRANK
MODE
NORM
ENG
2
OFF
IGN/
START
FIRE
FIRE
FAULT
FAULT
FAULT
FAULT
IGNSTART
IGNSTART
ENG MODE Selector

lGN/START - Provides continuous ignition if the ENG
MASTER switch is ON and N2 is idle or greater. During
an automatic start ignition is selected when N2 is
between 10 and 16%. During a manual start, the HP fuel
valve is open and ignition is selected when the ENG
MASTER switch is selected ON.
NORM - Continuous ignition A + B is selected when the
engine is running and one of the following is met:
- FLEX or TO/GA thrust is selected on the ground,
- TO/GA thrust is selected in flight,
- ENG ANTI ICE switch is ON,
- Engine surge or stall occurs in flight,
- FLAPS lever position is other than "0" in flight (idle
RPM is also increased).
FAULT Light
Illuminates amber in
the event of an
automatic start abort,
or a disagreement
exists between the
HP fuel valve position of FADEC
channel A and B.
ENG MODE Selector

lGN/START - Provides continuous ignition if the ENG
MASTER switch is ON and N2 is idle or greater. During
an automatic start ignition is selected when N2 is
between 10 and 16%. During a manual start, the HP fuel
valve is open and ignition is selected when the ENG
MASTER switch is selected ON.
NORM - Continuous ignition A + B is selected when the
engine is running and one of the following is met:
- FLEX or TO/GA thrust is selected on the ground,
- FLAPS lever position is other than "0" in flight (idle
RPM is also increased).
FAULT Light
the event of an
automatic start abort,
or a disagreement
exists between the
HP fuel valve position of FADEC
channel A and B.
CRANK - The start valve opens provided the ENG MAN

START switch is ON and N2 is less than 10%. Ignition is
not supplied.
CRANK - The start valve opens provided the ENG MAN

START switch is ON and N2 is less than 10%. Ignition is
not supplied.
MASTER 2
FIRE
FIRE
JUN 97
ENG
ON
ON
73-53
JUN 97
73-53
UNITED AIRLINES
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A318/A319/A320
/A321
A319/A320

ENGINE MANUAL START & N1

MODE PANEL

MODE PANEL
ENG MAN START Switches
ON- The start valve opens, provided
the ENG MODE selector is in
CRANK or IGN/START and N2 is
less than 10%
- Both pack valves close
- The ON light illuminates blue

less than 10%
Off - The start valve is closed unless

a start cycle is in progress.
Off - The start valve is closed unless

a start cycle is in progress.
ENG
ENG
MAN START
MAN START
N1 MODE
N1 MODE
ON
ON
ON
ON
ON
ON
ON
ON
MSTPNL
ENG N1 MODE Switches

ON - Thrust control reverts trom the
normal (EPR) control mode to the
alternate (N1) control mode. When
an automatic reversion to the N1
rated or unrated mode occurs, selecting the switch confirms the mode.
The ON light illuminates blue.

Off - The normal (EPR) control mode

is selected, if available.
Off - The normal (EPR) control mode

is selected, if available.
73-54
JUN 97
73-54
JUN 07
UNITED AIRLINES
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A318/
A319/A320 /A321
A319/A320
PRIMARY ENGNE INDICATIONS

(REVERSION TO N1 MODE)

(REVERSION TO N1 MODE)
N1 MODE Indication
Displays blue.
N1 MODE Indication
Displays blue.
N1 Rating Limit
Displays the N1 rating limit value corresponding
to the throttle position in blue. Not displayed in
unrated N1 mode.
N1 Rating Limit
Displays the N1 rating limit value corresponding
to the throttle position in blue. Not displayed in
unrated N1 mode.
N1 MODE
90.8%
N1 MODE
90.8%
EPR
XX
4
8
EGT
C
420
FOB:
28.1
N1
%
59.8
N2
%
N1 Throttle Indication
Displays the N1 corresponding to the throttle
position (predicted N1).
Not displayed in unrated
N1 mode.
Actual N1 Pointer
and Indication
Displays green. Pulses red
when N1 exceeds 100%.
JUN 97
XX
F.F.
680
440
10
EPR
CL
XX
29000
FLAP
700
LBS
8
EGT
C
420
28.1
59.9
59.8
N2
%
28.1
FOB:
440
10
28.1
10
F
N1
%
F.F.
680
LBS/H
10
CL
XX
MaximumN1
Displays amber index at
value corresponding to
full forward position of
throttle. Not displayed
unrated N1 mode.
the
the
the
in
Maximum Permissable N1
If 100% is exceeded, a red
mark appears at maximum
value reached. Disappears
only at the next take-off or
by maintenance action.
73-55
Displays the N1 corresponding to the throttle
position (predicted N1).
Not displayed in unrated
N1 mode.
Actual N1 Pointer
and Indication
Displays green. Pulses red
when N1 exceeds 100%.
JUN 97
LBS/H
29000
FLAP
700
LBS
10
28.1
59.9
10
28.1
MaximumN1
Displays amber index at
value corresponding to
full forward position of
throttle. Not displayed
unrated N1 mode.
the
the
the
in
Maximum Permissable N1
If 100% is exceeded, a red
mark appears at maximum
value reached. Disappears
only at the next take-off or
by maintenance action.
73-55
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/A321
A319/A320

(EPR MODE ACTIVE)

(EPR MODE ACTIVE)
Thrust Limit Mode

Displays selected status. In flight (or on the ground
with engines stopped), the selected mode corresponds
to the detent of the most advanced throttle.
Thrust Limit Mode

Displays selected status. In flight (or on the ground
with engines stopped), the selected mode corresponds
to the detent of the most advanced throttle.
On the ground with the engines running, the limit corresponds to the TO/GA limit regardless of throttle position. If FLEX thru is selected in this situation, FLX
EPR displayed when the throttles are positioned
between IDLE and FLX/MCT.
On the ground with the engines running, the limit corresponds to the TO/GA limit regardless of throttle position. If FLEX thru is selected in this situation, FLX
EPR displayed when the throttles are positioned
between IDLE and FLX/MCT.
IDLE
1.4
1.2
1.4
REV 1.6
1.2
1.6
EPR
1.223
1
4
EGT
C
420
F.F.
3400
8
100.1
+99.8
N1
%
N2
%
35C
LBS/H
3300
FOB: 29000 LBS
440
S
10
1.503
1.223
FLX
FLAP
EPR Rating Limit

In flight, displays value computed
by the FADEC receiving the highest actual On the ground, the value
is computed by the FADEC receiving the most advanced throttle
position.
Actual N2
Represented by digital indication.
Brightness intensifies and gray box
surrounds indication during engine
start. Appears red if N2 exceeds 100%
If this occurs, a red cross appears next
to the digital indication. It will only
disappear at the next takeoff or by
Maintenance action.
1.4
REV 1.6
1.2
1.6
EPR
1.223
1
4
EGT
C
FLX
F.F.
3400
8
Flexible Takeoff Temperature

Derated Take-off)
Displays flexible takeoff temperature selected through the MCDUs
when FLX mode selected.
F. F. Indication
Displays fuel flow to each engine
(pounds per hour).
JUN 97
100.1
+99.8
N1
%
N2
%
3300
440
FLAP
EPR Rating Limit

In flight, displays value computed
by the FADEC receiving the highest actual On the ground, the value
is computed by the FADEC receiving the most advanced throttle
position.
10
95.1
99.9+
Actual N2
start. Appears red if N2 exceeds 100%
If this occurs, a red cross appears next
to the digital indication. It will only
disappear at the next takeoff or by
Maintenance action.
73-56
35C
LBS/H
FOB: 29000 LBS
S
10
1.503
1.223
420
99.9+
73-56
1.4
1.2
10
95.1
IDLE
Flexible Takeoff Temperature

Derated Take-off)
Displays flexible takeoff temperature selected through the MCDUs
when FLX mode selected.
F. F. Indication
Displays fuel flow to each engine
(pounds per hour).
JUN 07
UNITED AIRLINES
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A319/A320 /A321
A319/A320
SECONDARY ENGINE INDICATIONS


F. USED indication shows fuel used in LBS.

Reset to 0 at engine start.
F. USED indication shows fuel used in LBS.

Reset to 0 at engine start.
ENGINE
ENGINE
F. USED
LBS
1530
1560
OIL
25
25
QT
0
15.5
VIB
(N1)
0.8
0.9
VIB
(N2)
1.2
1.3
F. USED
LBS
1530
1560
OIL
25
25
QT
15.5
15.5
300
CLOG
152
0
C
115
CLOG
CLOG
300
152
PSI
0
C
115
120
(N2)
1.2
1.3
CLOG
CLOG
F. FILTER
146
CLOG
CLOG
120
IGN
IGN
A
VIB
PSI
F. FILTER
146
0.9
OIL FILTER
300
CLOG
PSI
0
(N1)
0.8
15.5
OIL FILTER
300
VIB
AB
35
35
PSI
PSI
35
PSI
F. FILTER Indication
Displays fuel filter status. An
amber CLOG message appears
in case of excessive pressure
loss across the fuel filter.
F. FILTER Indication
Displays fuel filter status. An
amber CLOG message appears
in case of excessive pressure
loss across the fuel filter.
AB
7480ECAM
7480ECAM
JUN 97
35
73-57
JUN 97
73-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321


ENG
ENG
FADEC GND PWR

1
2
FADEC GND PWR

1
2
ON
ON
ON
ENG FADEC GND PWR Switches

ON Supply the associated FADEC
with ground power, provided the
ENG FIRE switch is not released.
ENG FADEC GND PWR Switches

ON Supply the associated FADEC
with ground power, provided the
ENG FIRE switch is not released.
Off - Disconnect ground power.
Off - Disconnect ground power.
73-58
A319/A320
JUN97
73-58
ON
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
CFDS - FADEC System/Report Test
MCDU MENU
< FMGC
< AIDS
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< ELEC
< FIRE PROT
< RETURN
< FMGC
< AIDS
INST >
L/G >
NAV >
< CFDS
RETURN >
A319/A320
< ELEC
< FIRE PROT
< RETURN
CFDS MENU
CFDS MENU

< PNEU
< APU
< LAST LEGS REPORT

ENG >
TOILET >

ENG
< EIU 1
EIU 2 >
< FADEC 1A
FADEC 1B >
FADEC 2B >
< FADEC 2A
< EVMU

ENG
< LAST LEG REPORT
< TROUBLE SHOOTING
< SYSTEM TEST
CLASS 3 >
< RETURN
< RETURN

ENG
< LAST LEG REPORT
< TROUBLE SHOOTING
< SYSTEM TEST
CLASS 3 >
< RETURN
73MCDU01
73MCDU01
JUN 97
ENG >
TOILET >
< GROUND SCANNING
< GROUND SCANNING
< RETURN

< PNEU
< APU
< AVIONICS STATUS

< AVIONICS STATUS


ENG
< EIU 1
EIU 2 >
< FADEC 1A
FADEC 1B >
FADEC 2B >
< FADEC 2A
< EVMU
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEGS REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
73-59
JUN 97
73-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
CFDS - FADEC Menu
CFDS - FADEC Menu
A319/A320
< LAST LEG REPORT
FADEC X
TROUBLE SHOOTING
< FLIGHT DATA
< LAST LEG REPORT
FADEC X
TROUBLE SHOOTING
< FLIGHT DATA
< GROUND DATA
< GROUND DATA
< TROUBLE SHOOTING
< AIRCRAFT DATA
< TROUBLE SHOOTING
< AIRCRAFT DATA
< EEC CONFIGURATION
< SYSTEM TEST

ENG
< SYSTEM TEST
CLASS 3 >

ENG
CLASS 3 >
< EEC CONFIGURATION
< GROUND SCANNING
< GROUND SCANNING

< RETURN
< RETURN
< RETURN
< RETURN
FADEC X
LAST LEG REPORT PG:01
DATE NOV 16 AC:N412AX
DATE UTC ATA CELL
NOV16 15:17 731342 01
FUL DIV RET VLV/HC/EEC1
NOV16 15:17 733100 02
VSV ACT/HC/EEC1
FADEC X
FLIGHT DATA PG:01
CELL: 01
FAULT:SPVL
RPM: N1=896 N2=5548
FADEC X
DATE UTC ATA CELL
NOV16 15:17 731342 01
NOV16 15:17 733100 02
VSV ACT/HC/EEC1
FADEC X
FLIGHT DATA
PG:01
CELL: 01
FAULT:SPVL
RPM: N1=896 N2=5548
< RETURN
PRINT >
DEC C: T5=415.0 T2=15.0

TCJC=24.0
FLTPH=6
PSIA:PB=21.25 P2=12.62
MN=.265 HOURS=51.00
PRINT >
< RETURN
< RETURN
PRINT >
DEC C: T5=415.0 T2=15.0

TCJC=24.0
FLTPH=6
PSIA:PB=21.25
P2=12.62
MN=.265 HOURS=51.00
PRINT >
< RETURN
NEXT
PAGE
NEXT
PAGE
FADEC X
LEG DATE UTC ATA CELL
-01 NOV16 13:10 731342 26
-01 NOV16 13:10 733100 27
VSV ACT/HC/EEC1
< RETURN
PRINT >
FADEC X
FLIGHT DATA PG:02
CELL: 01
FAULT:SPVL
ALT=5424
FT EPRI=.953
SVA=.125
FF=486.0 PPH
B25=.062 INCH.
WOW=0
< RETURN
FADEC X
LEG DATE UTC ATA CELL
-01 NOV16 13:10 731342 26
-01 NOV16 13:10 733100 27
VSV ACT/HC/EEC1
INCON=1
BACKUP=0
LEG=22.0
PRINT >
< RETURN
SVA=.125
FF=486.0 PPH
B25=.062 INCH.
WOW=0
< RETURN
INCON=1
BACKUP=0
LEG=22.0
PRINT >
73MCDU02
73MCDU02
73-60
PRINT >
FADEC X
FLIGHT DATA
PG:02
CELL: 01
FAULT:SPVL
ALT=5424
FT EPRI=.953
JUN 97
73-60
JUN 07
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Electronic Engine Control (EEC) & Data Entry Plug (Sheet 1)

JUN 97
A319/A320

73-61
JUN 97
73-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
73-62
A319/A320
JUN 97
73-62
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
P2/T2 Probe
P2/T2 Probe
JUN 97
A319/A320
73-63
JUN 97
73-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
P3/T3 Sensor
73-64
A319/A320
P3/T3 Sensor
JUN 97
73-64
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS

JUN 97
A319/A320
73-65
JUN 97
73-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Dedicated EEC Alternator
73-66
A319/A320
Dedicated EEC Alternator
JUN 97
73-66
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
LP/HP Fuel Pump
LP/HP Fuel Pump

JUN 97
A319/A320
73-67
JUN 97
73-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Fuel Metering Unit (FMU)
Fuel Metering Unit (FMU)
73-68
A319/A320
JUN 97
73-68
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS

JUN 97
A319/A320
73-69
JUN 97
73-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
73-70
A319/A320
JUN 97
73-70
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
Fuel Filter Differential Pressure Switch
Fuel Filter Differential Pressure Switch

JUN 97
A319/A320
73-71
JUN 97
73-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Fuel Flow Meter
Fuel Flow Meter
73-72
A319/A320
JUN 97
73-72
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS

JUN 97
A319/A320
73-73
JUN 97
73-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
/A321
COMPONENT LOCATIONS

COMPONENT LOCATIONS
73-74
A319/A320
JUN 97
73-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Fuel Nozzle
Fuel Nozzle
JUN 97
A319/A320
73-75
JUN 97
73-75
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321
TABLE OF CONTENTS
A319/A320
TABLE OF CONTENTS

IGNITION SYSTEM ..................................................................................
General ..................................................................................................
Ignition Exciters ....................................................................................
Switching ..............................................................................................
Ignition Starting & Continuous Relight ................................................
STARTING SYSTEM ................................................................................
General ..................................................................................................
Engine Starting Sequences ....................................................................
Automatic Starting Sequence ................................................................
Manual Starting Sequnce ......................................................................
Starter ....................................................................................................
Starter Valve .........................................................................................
ENGINE START& IGNITION PANEL ..................................................
ECAM MEMO MESSAGES .....................................................................
IGNITION CIRCUIT BREAKERS ..........................................................
CFDS - FADEC System/Report Test ........................................................
CFDS -Ignitor Test .....................................................................................
CFDS - Starter Valve Test .........................................................................
COMPONENT LOCATION
Ignition System .............................................................................................
Relay Box .....................................................................................................
Ignition & Starter Controls ...........................................................................
Access Doors ................................................................................................
Starter Components ......................................................................................
Pneumatic Starter ..........................................................................................
Pneumatic Starter Valve System ..................................................................
JUN 97
IGNITION/STARTING
30
31
32
33
34
35
36

IGNITION SYSTEM .................................................................................
General ..................................................................................................
Ignition Exciters ....................................................................................
Switching ..............................................................................................
Ignition Starting & Continuous Relight ................................................
STARTING SYSTEM ................................................................................
General ..................................................................................................
Engine Starting Sequences ....................................................................
Automatic Starting Sequence ................................................................
Manual Starting Sequnce ......................................................................
Starter ....................................................................................................
Starter Valve .........................................................................................
ENGINE START& IGNITION PANEL ..................................................
ECAM MEMO MESSAGES .....................................................................
IGNITION CIRCUIT BREAKERS ..........................................................
CFDS - FADEC System/Report Test ........................................................
CFDS -Ignitor Test .....................................................................................
CFDS - Starter Valve Test .........................................................................
COMPONENT LOCATION
Ignition System .............................................................................................
Relay Box .....................................................................................................
Ignition & Starter Controls ...........................................................................
Access Doors ................................................................................................
Starter Components ......................................................................................
Pneumatic Starter ..........................................................................................
Pneumatic Starter Valve System ..................................................................
74/80-i
JUN 97
1
1
4
8
10
12
13
14
15
17
19
20
22
23
24
25
26
27
28
29
1
1
4
8
10
12
13
14
15
17
19
20
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
74/80-i
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321

IGNITION SYSTEM
General
The ignition system is provided for engine
start on the ground and restart in flight. It
consists of two identical independent circuits (channel A and B) for each engine.
Each FADEC controls its respective
engine igniters.
During an automatic start on the ground,
only one igniter is used; the other igniter
serves as a backup. The FADEC automatically alternates the use of the igniters at
each start. Ignition is automatically provided to the engine when N2 reaches 16%.
It cuts off automatically when N2 reaches
43%. During a manual start or an inflight
automatic start, both igniters are used.
With the ENG MODE selector positioned
to NORM and the engine running, continuous ignition is automatically provided
- FLEX or TO/GA thrust is selected on the
ground,
- FLAPS lever position is other than "0" in
flight (idle RPM is also increased).
NOTE: If the engine is shut down and
the EIU circuit breaker is opened with
FADEC powered, both igniters on the
related engine will start to fire.
JUN 97
IGNITION/STARTING
A319/A320

Continuous ignition can be selected manually by positioning the ENG MODE selector to IGN/START. If continuous ignition
is required after the engines are started, it
is necessary to cycle the ENG MODE
selector to NORM and then back to IGN/
START.
The ignition system consists of 2 independent systems:
- 2 high energy ignition exciters for which
the energization is controlled by the
EEC,
- 2 igniter plugs,
- 2 coaxial shielded ignition leads.
The purpose of the system is:
- to produce an electrical spark to ignite
the fuel air/mixture in the engine
combustion chamber during the starting
cycle on ground and in flight,
- to provide continuous ignition (manual
or automatic selection) during take off,
landing and operation in adverse weather
conditions.
Continuous ignition will also be automatically selected when the EIU fails.
The ignition systems are selected alternately by the EEC (for autostart only) in
order not to have a failure on the same
ignition channel for more than one flight
and to increase overall system life. Both
ignition systems are used for manual starts
(alternate mode).
74/80-1
IGNITION SYSTEM
General
The ignition system is provided for engine
start on the ground and restart in flight. It
consists of two identical independent circuits (channel A and B) for each engine.
Each FADEC controls its respective
engine igniters.
During an automatic start on the ground,
only one igniter is used; the other igniter
serves as a backup. The FADEC automatically alternates the use of the igniters at
each start. Ignition is automatically provided to the engine when N2 reaches 16%.
It cuts off automatically when N2 reaches
43%. During a manual start or an inflight
automatic start, both igniters are used.
With the ENG MODE selector positioned
to NORM and the engine running, continuous ignition is automatically provided
- FLEX or TO/GA thrust is selected on the
ground,
- FLAPS lever position is other than "0" in
flight (idle RPM is also increased).
NOTE: If the engine is shut down and
the EIU circuit breaker is opened with
FADEC powered, both igniters on the
related engine will start to fire.
JUN 97
Continuous ignition can be selected manually by positioning the ENG MODE selector to IGN/START. If continuous ignition
is required after the engines are started, it
is necessary to cycle the ENG MODE
selector to NORM and then back to IGN/
START.
The ignition system consists of 2 independent systems:
- 2 high energy ignition exciters for which
the energization is controlled by the
EEC,
- 2 igniter plugs,
- 2 coaxial shielded ignition leads.
The purpose of the system is:
- to produce an electrical spark to ignite
the fuel air/mixture in the engine
combustion chamber during the starting
cycle on ground and in flight,
- to provide continuous ignition (manual
or automatic selection) during take off,
landing and operation in adverse weather
conditions.
Continuous ignition will also be automatically selected when the EIU fails.
The ignition systems are selected alternately by the EEC (for autostart only) in
order not to have a failure on the same
ignition channel for more than one flight
and to increase overall system life. Both
ignition systems are used for manual starts
(alternate mode).
74/80-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
IGNITION/STARTING
/A321
IGNITION/STARTING
The two ignition exciters are mounted on

the outer surface of the HP compressor.
Each unit has one power input circuit, (4
joules stored) and a high voltage output
circuit to the igniter. The two igniter plugs
are installed on the diffuser case. The
igniter plug has 3 sections:
- the sparking end with the surface gap,
- the main body with the plug thread,
- the connector to connect the ignition
lead.
The ignition leads have two conducting
paths, one carrying the current between
the exciter and the center electrode of the
igniter. The other providing the return
path from the igniter body to the case of
the exciter.
The ignition exciters operate with 115V 400Hz input. The power is transformed,
rectified and discharged in the form of
capacitor discharge pulses through the
ignition leads to the igniter plugs.
The two ignition exciters are mounted on

the outer surface of the HP compressor.
Each unit has one power input circuit, (4
joules stored) and a high voltage output
circuit to the igniter. The two igniter plugs
are installed on the diffuser case. The
igniter plug has 3 sections:
- the sparking end with the surface gap,
- the main body with the plug thread,
- the connector to connect the ignition
lead.
The ignition leads have two conducting
paths, one carrying the current between
igniter. The other providing the return
path from the igniter body to the case of
the exciter.
The ignition exciters operate with 115V 400Hz input. The power is transformed,
rectified and discharged in the form of
capacitor discharge pulses through the
ignition leads to the igniter plugs.
74/80-2
JUN 97
74/80-2
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321
Ignition System Diagram
JUN 97
A319/A320
IGNITION/STARTING
Ignition System Diagram

74/80-3
JUN 97
74/80-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
IGNITION/STARTING
/A321
IGNITION/STARTING
Ignition Exciters
The ignition system requires 115VAC 400HZ power supply. The power is delivered by the EIU to the FADEC system
and associated relay box. The igniter A is
powered from the 115VAC ESS bus
401XP or from the 115VAC STAT INV
BUS 901XP in the emergency configuration, and the igniter B is powered from
normal bus (103XP for engine 1 and
204XP for engine 2). The availability of
this 115VAC power to relay box is controlled by the EIU according to:
The MASTER control switch position: no
power is supplied to the relay box when
the MASTER switch is set to OFF,
ENG FIRE pushbutton switch position :
no power is supplied to the relay box
when the ENG FIRE pushbutton switch is
released out.
The EEC controls excitation of ignition
exciters A and B.
Ignition Exciters
The ignition system requires 115VAC 400HZ power supply. The power is delivered by the EIU to the FADEC system
and associated relay box. The igniter A is
powered from the 115VAC ESS bus
401XP or from the 115VAC STAT INV
BUS 901XP in the emergency configuration, and the igniter B is powered from
normal bus (103XP for engine 1 and
204XP for engine 2). The availability of
this 115VAC power to relay box is controlled by the EIU according to:
The MASTER control switch position: no
power is supplied to the relay box when
the MASTER switch is set to OFF,
ENG FIRE pushbutton switch position :
no power is supplied to the relay box
when the ENG FIRE pushbutton switch is
released out.
The EEC controls excitation of ignition
exciters A and B.
74/80-4
JUN 97
74/80-4
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321
IGNITION/STARTING
Ignition & Starting System Electrical Schematic
Ignition & Starting System Electrical Schematic

JUN 97
A319/A320
74/80-5
JUN 97
74/80-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
IGNITION/STARTING
/A321
The ignition exciters transform the 115V 400Hz current into high voltage pulsating
current. This current charges internal
capacitors. The discharge rate is of 1.5 to
2.5 sparks per second and the energy
delivered is 4 joules.
Each engine has two independent ignition
exciters A and B. The two exciters for
each energization are controlled by EEC
and can be operated independently (starting sequence on ground) or simultaneously (continuous ignition). The EEC
selects alternately each ignition system to
avoid dormant failure and premature wear
of igniter plugs.
There are 2 ignition exciters which are

mounted on the right hand side of the high
pressure compressor front casing. The
exciters provide starting and continuous
duty ignition on demand. The ignition
exciter is a capacitor discharge type
exciter requiring an input of 115V (106 to
120 volts AC) at 400Hz (370 to 430 Hz).
The output voltage is 22 to 26KV.
The ignition exciters transform the 115V 400Hz current into high voltage pulsating
current. This current charges internal
capacitors. The discharge rate is of 1.5 to
2.5 sparks per second and the energy
delivered is 4 joules.
Each engine has two independent ignition
exciters A and B. The two exciters for
each energization are controlled by EEC
and can be operated independently (starting sequence on ground) or simultaneously (continuous ignition). The EEC
selects alternately each ignition system to
avoid dormant failure and premature wear
of igniter plugs.
There are 2 ignition exciters which are

mounted on the right hand side of the high
pressure compressor front casing. The
exciters provide starting and continuous
duty ignition on demand. The ignition
exciter is a capacitor discharge type
exciter requiring an input of 115V (106 to
120 volts AC) at 400Hz (370 to 430 Hz).
The output voltage is 22 to 26KV.
Ignition Exciter
Ignition Exciter
74/80-6
A319/A320
IGNITION/STARTING
JUN 97
74/80-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321

The ignition for each engine is carried out
by means of one or both ignition exciters
which transform(s) the 115 V - 400 Hz
power supply into high voltage pulsating
current. The high voltage flows through
the ignition lead (shielded and ventilated)
and delivers to the igniter plug the power
required to initiate the fuel/air mixture
combustion by a series of sparks.
The air-cooled ignition lead is part of an
ignition system having two separate channels. The approximate length of the leads
is three feet. The air-cooled ignition lead
has two conductive paths : one connects
igniter plugs, the other is the return path
from the igniter body to the case of the
exciter. The air-cooled ignition lead is
connected to the output end of the exciter
and to the input end of the igniter plug.

When the exciter discharges the stored
energy, the energy goes through the ignition lead to the igniter plug.
The igniter plug is one of the components
of the ignition system. Two igniter plugs
are installed on the diffuser case.
The igniter plug has three sections:
the sparking end with the surface gap,
the main body with the plug thread,
the connector to connect the ignition lead.
When a high voltage pulse from the ignition exciter is delivered to the igniter plug,
the surface gap is ionized and becomes
conductive. The capacitor (in the ignition
exciter) discharges the stored energy
across the surface gap. This gives off a
spark with high energy at the sparking
end. This spark ignites to the fuel-air mixture in the diffuser case.
The ignition for each engine is carried out

by means of one or both ignition exciters
which transform(s) the 115 V - 400 Hz
power supply into high voltage pulsating
current. The high voltage flows through
the ignition lead (shielded and ventilated)
and delivers to the igniter plug the power
required to initiate the fuel/air mixture
combustion by a series of sparks.
The air-cooled ignition lead is part of an
ignition system having two separate channels. The approximate length of the leads
is three feet. The air-cooled ignition lead
has two conductive paths : one connects
igniter plugs, the other is the return path
from the igniter body to the case of the
exciter. The air-cooled ignition lead is
connected to the output end of the exciter
and to the input end of the igniter plug.
When the exciter discharges the stored

energy, the energy goes through the ignition lead to the igniter plug.
The igniter plug is one of the components
of the ignition system. Two igniter plugs
are installed on the diffuser case.
The igniter plug has three sections:
the sparking end with the surface gap,
the main body with the plug thread,
the connector to connect the ignition lead.
When a high voltage pulse from the ignition exciter is delivered to the igniter plug,
the surface gap is ionized and becomes
conductive. The capacitor (in the ignition
exciter) discharges the stored energy
across the surface gap. This gives off a
spark with high energy at the sparking
end. This spark ignites to the fuel-air mixture in the diffuser case.
Ignition Lead & Igniter Plug
Ignition Lead & Igniter Plug

JUN 97
A319/A320
IGNITION/STARTING
74/80-7
JUN 97
74/80-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
IGNITION/STARTING
/A321

Switching
The ignition system is controlled by : the
EEC upon commanded signals from ENG
START panel 115VU through the EIU.
The engine start panel is located on the
center pedestal in the cockpit. It is composed of and ENG/MODE selector
switch, two ENG/MASTER controls, two
fault legends and two fire legends.
The ENG/MODE selector switch is common to both engines and can be placed in
any of the three positions:
- CRANK position,
- NORM position,
- IGN/START position.
In CRANK position no ignition system is
supplied, but an engine dry or wet motoring is allowed. The NORM position is
selected by the pilot at the end of starting
sequence or after engine shutdown on
ground. In the NORM position the EEC
automatically selects the continuous ignition if the the engine is running and the air
intake cowl anti-icing is selected to ON,
the EIU controlled ignition is failed, or
during take-off or during flexible take off
or when the approach idle has been
selected and in flight, or when there is an
engine flameout or stall. The IGN/START
position is selected for automatic starting
procedure, manual starting procedure and
continuous
ignition
after
starting
sequence.
74/80-8
IGNITION/STARTING
A319/A320

There is a MASTER control switch for
each engine. With the MASTER control
switch in OFF position the LP fuel valve
and the HP Fuel Shut-Off Valve are
closed. The OFF position of the MASTER control switch overrides any EEC
function. The MASTER control switch in
the ON position enables normal starting
procedure (automatic), alternate starting
procedure (manual), wet crank procedure
and normal operation.
NOTE: The term Pressure Raising
Shut-Off Valve (PRSOV) and HP Fuel
Shut-Off Valve refer to same the component.
The Pressure Raising Shut-Off Valve
(PRSOV) is an internal component of
One amber FAULT legend dedicated to
each engine is supplied by the EIU when
a starting failure is detected in AUTO
MODE or a disagreement occurs between
the HP Fuel Shut-Off Valve actual position and the commanded position.
One red FIRE legend dedicated to each
engine is supplied by the FDU (Fire
Detection Unit) when a fire occurs.
The ENG/MAN START controls are
located on panel 22VU on the overhead
panel in the cockpit. There are two pushbutton switches, one for each engine. Each
pushbutton switch controls its respective
engine for the manual starting procedure
only.
JUN 97
Switching
The ignition system is controlled by : the
EEC upon commanded signals from ENG
START panel 115VU through the EIU.
The engine start panel is located on the
center pedestal in the cockpit. It is composed of and ENG/MODE selector
switch, two ENG/MASTER controls, two
fault legends and two fire legends.
The ENG/MODE selector switch is common to both engines and can be placed in
any of the three positions:
- CRANK position,
- NORM position,
- IGN/START position.
In CRANK position no ignition system is
supplied, but an engine dry or wet motoring is allowed. The NORM position is
selected by the pilot at the end of starting
sequence or after engine shutdown on
ground. In the NORM position the EEC
automatically selects the continuous ignition if the the engine is running and the air
intake cowl anti-icing is selected to ON,
the EIU controlled ignition is failed, or
during take-off or during flexible take off
or when the approach idle has been
selected and in flight, or when there is an
engine flameout or stall. The IGN/START
position is selected for automatic starting
procedure, manual starting procedure and
continuous
ignition
after
starting
sequence.
74/80-8
There is a MASTER control switch for

each engine. With the MASTER control
switch in OFF position the LP fuel valve
and the HP Fuel Shut-Off Valve are
closed. The OFF position of the MASTER control switch overrides any EEC
function. The MASTER control switch in
the ON position enables normal starting
procedure (automatic), alternate starting
procedure (manual), wet crank procedure
and normal operation.
NOTE: The term Pressure Raising
Shut-Off Valve (PRSOV) and HP Fuel
Shut-Off Valve refer to same the component.
The Pressure Raising Shut-Off Valve
(PRSOV) is an internal component of
One amber FAULT legend dedicated to
each engine is supplied by the EIU when
a starting failure is detected in AUTO
MODE or a disagreement occurs between
the HP Fuel Shut-Off Valve actual position and the commanded position.
One red FIRE legend dedicated to each
engine is supplied by the FDU (Fire
Detection Unit) when a fire occurs.
The ENG/MAN START controls are
located on panel 22VU on the overhead
panel in the cockpit. There are two pushbutton switches, one for each engine. Each
pushbutton switch controls its respective
engine for the manual starting procedure
only.
JUN 97
UNITED AIRLINES
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A318/
IGNITION/STARTING
A319/A320 /A321
Ignition/Starting Cockpit Controls
Ignition/Starting Cockpit Controls

JUN 97
A319/A320
IGNITION/STARTING
74/80-9
JUN 97
74/80-9
UNITED AIRLINES
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IGNITION/STARTING
/A321

Ignition Starting & Continuous Relight
The electrical power is supplied via the
EEC and EIU which control the ignition
of the igniter plugs. A dormant failure of
an ignition exciter is not possible for more
than one flight because:
- the two ignition systems are
independent,
- the EEC selects alternately ignition
system A or B.
When an automatic start sequence has
been activated by the EEC (ENG/MODE
selector switch in IGN/START position
and MASTER control switch to ON), the
EEC automatically energizes the appropriate ignition exciter when N2 reaches 16%
N2 and keeps it energized until N2
reaches 43%. For inflight restart the EEC
selects simultaneously both ignition exciters.
On the ground, after engine start, the
selector must be placed in NORM position, then back to IGN/START to select
continuous ignition.
In flight after engine restart, if the selector
is maintained in IGN/START position, the
EEC selects the continuous ignition on the
corresponding engine.
In case of incident during an automatic
starting on the ground, the EEC automatically aborts the sequence by closing the
starter shut-off valve and the HP fuel shutoff valve and deenergizing the ignitors.
When a manual start sequence has been
activated by the EEC (ENG/MODE selector switch in IGN/START position and the
74/80-10
IGNITION/STARTING
A319/A320

ENG/MAN START pushbutton switch
selected to ON) the EEC energizes both
ignition exciters. The deenergization of
the ignition exciters is automatically commanded by the EEC when engine N2
speed reaches 43% N2. Positioning of the
MASTER control switch to OFF, during
that starting sequence, results in ignition
exciter deenergization.
When the engines are running on the
ground or in flight the continuous ignition
is obtained by positioning the ENG/
MODE selector switch in IGN/START
position.
The EEC automatically selects the continuous ignition in some specific configurations:
- With the engine running and air intake
cowl anti-icing is selected to ON or EIU
controlled ignition failed or during takeoff or during flexible take off or when
approach idle has been selected,
- In flight, when there is an engine
flameout or stall.
The operation of the igniter plugs can be
checked on the ground, engine (not running, through the maintenance MENU
mode of the FADEC.
The test will be performed by selecting the
corresponding IGNITOR TEST page in
the MENU and positioning the MASTER
control switch to ON to have the II5VAC
power supply on the relevant engine.
JUN 97
Ignition Starting & Continuous Relight

The electrical power is supplied via the
EEC and EIU which control the ignition
of the igniter plugs. A dormant failure of
an ignition exciter is not possible for more
than one flight because:
- the two ignition systems are
independent,
- the EEC selects alternately ignition
system A or B.
When an automatic start sequence has
been activated by the EEC (ENG/MODE
selector switch in IGN/START position
and MASTER control switch to ON), the
EEC automatically energizes the appropriate ignition exciter when N2 reaches 16%
N2 and keeps it energized until N2
reaches 43%. For inflight restart the EEC
selects simultaneously both ignition exciters.
On the ground, after engine start, the
selector must be placed in NORM position, then back to IGN/START to select
continuous ignition.
In flight after engine restart, if the selector
is maintained in IGN/START position, the
EEC selects the continuous ignition on the
corresponding engine.
In case of incident during an automatic
starting on the ground, the EEC automatically aborts the sequence by closing the
starter shut-off valve and the HP fuel shutoff valve and deenergizing the ignitors.
When a manual start sequence has been
activated by the EEC (ENG/MODE selector switch in IGN/START position and the
74/80-10
ENG/MAN START pushbutton switch

selected to ON) the EEC energizes both
ignition exciters. The deenergization of
the ignition exciters is automatically commanded by the EEC when engine N2
speed reaches 43% N2. Positioning of the
MASTER control switch to OFF, during
that starting sequence, results in ignition
exciter deenergization.
When the engines are running on the
ground or in flight the continuous ignition
is obtained by positioning the ENG/
MODE selector switch in IGN/START
position.
The EEC automatically selects the continuous ignition in some specific configurations:
- With the engine running and air intake
cowl anti-icing is selected to ON or EIU
controlled ignition failed or during takeoff or during flexible take off or when
approach idle has been selected,
- In flight, when there is an engine
flameout or stall.
The operation of the igniter plugs can be
checked on the ground, engine ( not running, through the maintenance MENU
mode of the FADEC.
The test will be performed by selecting the
corresponding IGNITOR TEST page in
the MENU and positioning the MASTER
control switch to ON to have the II5VAC
power supply on the relevant engine.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321
Ignition ECAM Display
Ignition ECAM Display

JUN 97
A319/A320
IGNITION/STARTING
74/80-11
JUN 97
74/80-11
UNITED AIRLINES
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IGNITION/STARTING
/A321
A319/A320
IGNITION/STARTING
STARTING SYSTEM
STARTING SYSTEM
Starting System Diagram
Starting System Diagram
74/80-12
JUN 97
74/80-12
JUN 97
UNITED AIRLINES
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A319/A320 /A321
IGNITION/STARTING
A319/A320
IGNITION/STARTING
starting is bled from the duct connecting

engine bleed and the precooler through a 4
in. diameter duct. This duct is attached to
the engine before the precooler inlet.
General
The starting system of the engine utilizes
pressurized air to drive a turbine at high
speed. The turbine turning through a
reduction gear, applies a torque to the HP
shaft, thus driving the engine and the aircraft accessories. The air necessary for the
HYDRAULIC
RESERVOIR
AFT
CARGO
HEATING
AFT
CARGO
HEATING
X BLEED
VALVE
PACK 1
PACK 2
WING
ANTIICE
AUTO
ENG 1 BLEED
ENG 2 BLEED
SHUT
X BLEED
VALVE
WING
ANTIICE
WING
ANTIICE
APU BLEED
WATER TANK
PACK 1
PACK 2
AUTO
ENG 1 BLEED
HYDRAULIC
RESERVOIR
WATER TANK
WING
ANTIICE
starting is bled from the duct connecting

engine bleed and the precooler through a 4
in. diameter duct. This duct is attached to
the engine before the precooler inlet.
General
The starting system of the engine utilizes
pressurized air to drive a turbine at high
speed. The turbine turning through a
reduction gear, applies a torque to the HP
shaft, thus driving the engine and the aircraft accessories. The air necessary for the
APU BLEED
ENG 2 BLEED
SHUT
OPEN
OPEN
FAULT
FAULT
FAULT
FAULT
FAULT
FAULT
OFF
ON
OFF
OFF
ON
OFF
GROUND
AIR SUPPLY
GROUND
AIR SUPPLY
APU
BLEED
VALVE
PRECOOLER
OVERBOARD
APU
BLEED
VALVE
PRECOOLER
PRECOOLER
OVERBOARD
OVERBOARD
APU
APU
ENGINE 1
STARTER
ENGINE 1
STARTER
ENGINE 2
STARTER
ENGINE 2
STARTER
OVER
PRESSURE
VALVES
(OPV)
OVER
PRESSURE
VALVES
(OPV)
FAN AIR
VALVE
(FAV)
FAN AIR
VALVE
(FAV)
FAN AIR
VALVE
(FAV)
PRESSURE
REGULATING
VALVES
(PRV)
HIGH PRESSURE
BLEED VALVE
(HPV)
HIGH PRESSURE
BLEED VALVE
(HPV)
ENGINE 1
ENGINE 2
PNEUSYSD
HIGH PRESSURE
BLEED VALVE
(HPV)
ENGINE 1
ENGINE 2
PNEUSYSD
JUN 97
PRESSURE
REGULATING
VALVES
(PRV)
FAN AIR
VALVE
(FAV)
INTERMEDIATE
PRESSURE
STAGE
INTERMEDIATE
PRESSURE
STAGE
HIGH PRESSURE
BLEED VALVE
(HPV)
PRECOOLER
OVERBOARD
74/80-13
JUN 97
74/80-13
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IGNITION/STARTING
/A321

Engine Starting Sequences
Bleed air powers the starter motor. The air
is normally supplied by the APU; however, a ground cart or another engine can
be used. The A320 has an automatic and
manual start procedure. During an automatic or manual start, when the ENG
MODE selector is placed to the IGN/
START position:
- ENG page is displayed on the lower
ECAM provided another page has not
been selected,
- FADECs are powered and all amber
"X"s disappear from engine parameters
except N1 and N2,
- ENG MASTER switches and ENG
MAN START switches are armed.
Selecting the ENG MASTER switch ON
initiates the automatic start sequence. The
pack valves close, and the FADEC controls the start valve, igniter (A or B), and
the low and high pressure fuel valves. The
FADEC provides protection for N1, N2,
and EGT limits and detection of a hot,
hung, or no start. On the ground with less
than 50% N2, the FADEC monitors
engine starting parameters and, if necessary, will abort the start. In addition, the
FADEC will also auto-crank the engine
after the start abort to ventilate any residual fuel vapor before additional start
attempts. When N2 increases to greater
than 50%, the FADEC no longer monitors
start parameters.
During an automatic start with a preexisting EGT of greater than 250C, the
FADEC will auto-crank the engine until
the EGT decreases below 250C prior to
initiating the start sequence. (No associated ECAM message.)
74/80-14
IGNITION/STARTING
A319/A320

During a manual start, selecting the ENG
MAN START switch ON opens the start
valve and closes the pack valves. When
the ENG MASTER switch is selected ON,
the FADEC controls the start, including
the low and high pressure fuel valves,
igniter (A and B), and closing the start
valve. The FADEC provides full monitoring capability during a manual start and
will provide appropriate ECAM procedures for the crew to follow in the event of
a start fault. however, the automatic abort
and auto-crank capabilities are lost.
The starting control signals are received
by the FADEC Engine Electronic Control
(EEC) from the ENG panel (115VU), and
the overhead panel via the EIU.
The ENG panel (115VU) initial configuration is ENG/MODE selector switch in
NORM position and both MASTER control switches in OFF position. The interruption of automatic starting can be
achieved by placing the MASTER control
switch back to OFF. This causes the direct
closure of the HP fuel SOV, the starter
pneumatic valve closure via the EEC and
the ignition exciters de-energization.
When auto start is initiated (MASTER
control switch to ON), even if you place
back the selector switch in NORM or
CRANK position, the start sequence is not
interrupted.
The EEC aborts the starting sequence in
case of detected incident:
- valve failure,
- HP fuel SOV failure,
- hot start,
- stall,
- overspeed.
JUN 97
Engine Starting Sequences

Bleed air powers the starter motor. The air
is normally supplied by the APU; however, a ground cart or another engine can
be used. The A320 has an automatic and
manual start procedure. During an automatic or manual start, when the ENG
MODE selector is placed to the IGN/
START position:
- ENG page is displayed on the lower
ECAM provided another page has not
been selected,
- FADECs are powered and all amber
"X"s disappear from engine parameters
except N1 and N2,
- ENG MASTER switches and ENG
MAN START switches are armed.
Selecting the ENG MASTER switch ON
initiates the automatic start sequence. The
pack valves close, and the FADEC controls the start valve, igniter (A or B), and
the low and high pressure fuel valves. The
FADEC provides protection for N1, N2,
and EGT limits and detection of a hot,
hung, or no start. On the ground with less
than 50% N2, the FADEC monitors
engine starting parameters and, if necessary, will abort the start. In addition, the
FADEC will also auto-crank the engine
after the start abort to ventilate any residual fuel vapor before additional start
attempts. When N2 increases to greater
than 50%, the FADEC no longer monitors
start parameters.
During an automatic start with a preexisting EGT of greater than 250C, the
FADEC will auto-crank the engine until
the EGT decreases below 250C prior to
initiating the start sequence. (No associated ECAM message.)
74/80-14
During a manual start, selecting the ENG

MAN START switch ON opens the start
valve and closes the pack valves. When
the ENG MASTER switch is selected ON,
the FADEC controls the start, including
the low and high pressure fuel valves,
igniter (A and B), and closing the start
valve. The FADEC provides full monitoring capability during a manual start and
will provide appropriate ECAM procedures for the crew to follow in the event of
a start fault. however, the automatic abort
and auto-crank capabilities are lost.
The starting control signals are received
by the FADEC Engine Electronic Control
(EEC) from the ENG panel (115VU), and
the overhead panel via the EIU.
The ENG panel (115VU) initial configuration is ENG/MODE selector switch in
NORM position and both MASTER control switches in OFF position. The interruption of automatic starting can be
achieved by placing the MASTER control
switch back to OFF. This causes the direct
closure of the HP fuel SOV, the starter
pneumatic valve closure via the EEC and
the ignition exciters de-energization.
When auto start is initiated (MASTER
control switch to ON), even if you place
back the selector switch in NORM or
CRANK position, the start sequence is not
interrupted.
The EEC aborts the starting sequence in
case of detected incident:
- valve failure,
- HP fuel SOV failure,
- hot start,
- stall,
- overspeed.
JUN 97
UNITED AIRLINES
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IGNITION/STARTING
A319/A320 /A321
Automatic Starting Sequence
Automatic Starting Sequence

JUN 97
A319/A320
IGNITION/STARTING
74/80-15
JUN 97
74/80-15
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IGNITION/STARTING
/A321

The manual start procedure is achieved by
a dedicated logic module in the EEC.
Control of the pneumatic starter valve is
done through ENG/MODE selector switch
positioning and MAN START pushbutton
switch. The HP fuel SOV is controlled
through the MASTER control switch. The
selection of the alternate start logic will be
done by the EEC unit after receipt of the
manual start signal.
The ENG panel initial configuration is
selector in NORM position, both MASTER control switches in OFF position,
both MAN START pushbutton switches
released and engine not running.
Manual start of engine 1 is accomplished
by placing the ENG/MODE selector
switch in IGN/START position. The
ENG/MAN START/1 pushbutton switch
pushed and the ON legend comes on
(engine 1 EEC opens engine 1 starter
pneumatic valve). At 20% of N2 (HP rotor
speed), the MASTER 1 control switch is
placed in ON position (the EEC opens the
engine 1 HP fuel shut off valve and energizes the ignition exciters). Engine 2 will
be started by repeating the the procedure.
74/80-16
IGNITION/STARTING
A319/A320

NOTE: If ENG/MODE selector switch
is placed in NORM position after engine
1 starting and then back to IGN/START
position prior to engine 2 starting, the
continuous ignition is automatically
selected on engine 1. The MASTER
control switch in ON position or the
MAIN START pushbutton switch
pushed (ON selected) with the ENG/
MODE selector switch in NORM position has no effect on the corresponding
engine (if it is not running).
If the MASTER control switch is in the off
position, interruption of the manual start
procedure is accomplished by releasing
the MAN START pushbutton to OFF
position. If the MASTER control switch is
in ON position and placed back in OFF
position this will cause the direct closure
of the HP fuel shut off valve.
JUN 97
The manual start procedure is achieved by

a dedicated logic module in the EEC.
Control of the pneumatic starter valve is
done through ENG/MODE selector switch
positioning and MAN START pushbutton
switch. The HP fuel SOV is controlled
through the MASTER control switch. The
selection of the alternate start logic will be
done by the EEC unit after receipt of the
manual start signal.
The ENG panel initial configuration is
selector in NORM position, both MASTER control switches in OFF position,
both MAN START pushbutton switches
released and engine not running.
Manual start of engine 1 is accomplished
by placing the ENG/MODE selector
switch in IGN/START position. The
ENG/MAN START/1 pushbutton switch
pushed and the ON legend comes on
(engine 1 EEC opens engine 1 starter
pneumatic valve). At 20% of N2 (HP rotor
speed), the MASTER 1 control switch is
placed in ON position (the EEC opens the
engine 1 HP fuel shut off valve and energizes the ignition exciters). Engine 2 will
be started by repeating the the procedure.
74/80-16
NOTE: If ENG/MODE selector switch

is placed in NORM position after engine
1 starting and then back to IGN/START
position prior to engine 2 starting, the
continuous ignition is automatically
selected on engine 1. The MASTER
control switch in ON position or the
MAIN START pushbutton switch
pushed (ON selected) with the ENG/
MODE selector switch in NORM position has no effect on the corresponding
engine (if it is not running).
If the MASTER control switch is in the off
position, interruption of the manual start
procedure is accomplished by releasing
the MAN START pushbutton to OFF
position. If the MASTER control switch is
in ON position and placed back in OFF
position this will cause the direct closure
of the HP fuel shut off valve.
JUN 97
UNITED AIRLINES
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A318/
IGNITION/STARTING
A319/A320 /A321
Manual Starting Sequence
Manual Starting Sequence

JUN 97
A319/A320
IGNITION/STARTING
74/80-17
JUN 97
74/80-17
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IGNITION/STARTING
/A321
The automatic and manual start procedures are both available on the ground and
inflight. When the automatic start is
selected in flight, the EEC identifies windmilling or starter-assisted relight conditions according to flight environmental
parameters or engine parameters. When
manual start is selected in flight the EEC
always commands a starter assisted
relight. Continuous ignition is selected
whenever the selector switch is placed in
IGN/START position.
In the event of engine flameout the EEC is
designed to detect unscheduled sub-idle
engine operation and transmit a message
for cockpit display indicating a probable
flameout condition
Engine relight following a flameout message is accomplished by manually initiating engine shutdown and relight
procedures.
When a fault occurs during engine start,
warning messages appear on the upper
ECAM display unit. They warn the crew
about the failure and indicate the procedure to perform.
Main and Secondary Engine Idle Parameters approximate values are:
- EPR= 1.003
- N1 = 22.1%
- N2 = 58.0%
- EGT = 450 C
- FF = 850 PPH
- Oil Pressure = 130 PSI
The automatic and manual start procedures are both available on the ground and
inflight. When the automatic start is
selected in flight, the EEC identifies windmilling or starter-assisted relight conditions according to flight environmental
parameters or engine parameters. When
manual start is selected in flight the EEC
always commands a starter assisted
relight. Continuous ignition is selected
whenever the selector switch is placed in
IGN/START position.
In the event of engine flameout the EEC is
designed to detect unscheduled sub-idle
engine operation and transmit a message
for cockpit display indicating a probable
flameout condition
Engine relight following a flameout message is accomplished by manually initiating engine shutdown and relight
procedures.
When a fault occurs during engine start,
warning messages appear on the upper
ECAM display unit. They warn the crew
about the failure and indicate the procedure to perform.
Main and Secondary Engine Idle Parameters approximate values are:
- EPR= 1.003
- N1 = 22.1%
- N2 = 58.0%
- EGT = 450 C
- FF = 850 PPH
- Oil Pressure = 130 PSI
Warnings Table
Warnings Table
74/80-18
A319/A320
IGNITION/STARTING
JUN 97
74/80-18
JUN 97
UNITED AIRLINES
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A318/
IGNITION/STARTING
A319/A320 /A321

Starter
The starter is attached to the forward face
of the gearbox using a cast aluminum
adapter and Quick-Attach-Detach (QAD)
clamp. It is designed to rotate and accelerate the HP rotor of the engine to allow
starting.
The starter consists of a drive turbine
assembly housed in a steel containment
housing, a gear reduction system, a clutch,
any, output shaft assembly and a mounting adapter (for, Quick Attach Detach
(QAD) clamp).
The starter is supplied with compressed air
which rotates the turbine blades and is
released through the air exhaust. The air is
supplied through the pneumatic starter
valve. The solenoid mounted on the starter
valve is controlled by the Engine Electronic Control (EEC). High speed and low
torque is caused as the turbine rotates.
This is changed into low speed, high
torque by the reduction gear train. A
clutch transmits torque from this gear hub
to the output shaft through a ratchet and
pawl mechanism.
At starter speed between 5900 to 6120
rpm an electrical signal is transmitted
IGNITION/STARTING
from the engine tachometer. The EEC

removes electrical power from the starter
solenoid and closes the pneumatic starter
valve. The starter air supply stops and the
starter speed decreases in relation to the
engine speed. Centrifugal force overcomes the clutch leaf spring tension and
releases the clutch pawls from the gear
hub ratchet teeth. The starter turbine output shaft disengages and decreases its
speed while the engine accelerates to operate at minimum power.
Lubrication of the air starter is a splash
type system. The oil capacity is 12 fl. oz..
In the event of a starter turbine overspeed
(due to starter valve failed open or the
clutch failed engaged), the rim and blade
will separate from the hub at a predetermined rotational speed value. The steel
inlet housing is designed to contain all
fragments within its own envelope, except
for fragments emitted from the exhaust.
Any fragments emitted from the exhaust
will not have sufficient energy to cause
powerplant or aircraft secondary damage.
The starter will remain on its mounting
pad and the inlet duct will not shear off
during a uncontained failure.
Starter
The starter is attached to the forward face
of the gearbox using a cast aluminum
adapter and Quick-Attach-Detach (QAD)
clamp. It is designed to rotate and accelerate the HP rotor of the engine to allow
starting.
The starter consists of a drive turbine
assembly housed in a steel containment
housing, a gear reduction system, a clutch,
any, output shaft assembly and a mounting adapter (for, Quick Attach Detach
(QAD) clamp).
The starter is supplied with compressed air
which rotates the turbine blades and is
released through the air exhaust. The air is
supplied through the pneumatic starter
valve. The solenoid mounted on the starter
valve is controlled by the Engine Electronic Control (EEC). High speed and low
torque is caused as the turbine rotates.
This is changed into low speed, high
torque by the reduction gear train. A
clutch transmits torque from this gear hub
to the output shaft through a ratchet and
pawl mechanism.
At starter speed between 5900 to 6120
rpm an electrical signal is transmitted
from the engine tachometer. The EEC

removes electrical power from the starter
solenoid and closes the pneumatic starter
valve. The starter air supply stops and the
starter speed decreases in relation to the
engine speed. Centrifugal force overcomes the clutch leaf spring tension and
releases the clutch pawls from the gear
hub ratchet teeth. The starter turbine output shaft disengages and decreases its
speed while the engine accelerates to operate at minimum power.
Lubrication of the air starter is a splash
type system. The oil capacity is 12 fl. oz..
In the event of a starter turbine overspeed
(due to starter valve failed open or the
clutch failed engaged), the rim and blade
will separate from the hub at a predetermined rotational speed value. The steel
inlet housing is designed to contain all
fragments within its own envelope, except
for fragments emitted from the exhaust.
Any fragments emitted from the exhaust
will not have sufficient energy to cause
powerplant or aircraft secondary damage.
The starter will remain on its mounting
pad and the inlet duct will not shear off
during a uncontained failure.
Pneumatic Starter Functional Schematic
Pneumatic Starter Functional Schematic

JUN 97
A319/A320
74/80-19
JUN 97
74/80-19
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IGNITION/STARTING
/A321
Starter Valve
The pneumatic starter valve is installed on
the air duct on the lower right side of the
LP compressor. It is provided to control
the supply of the starter with air, from an
order given by the EEC.
The starter valve is a butterfly type valve,
pneumatically operated and electrically
controlled. The valve is installed on the air
duct on the lower right hand side of the LP
compressor case. The starter valve controls the flow of air from the air duct to the
engine starter. Pneumatic control is given
by a two-function diaphragm type actuator
and a solenoid valve. The actuator has two
pistons of different areas which are
installed on the same shaft. Actuator
movement is linked mechanically to the
butterfly valve shaft. The solenoid valve
has an electrically operated solenoid, a
ball valve and a plunger loaded by a
spring. An extension on the valve shaft

can be used to manually operate the valve.
This can be done with a 3/8 in. square
socket. The extension includes a switch
and a visual position indication device. As
the valve opens more than 7 degrees, the
switch operates and transmits a position
indication to the EEC.
CAUTION: DO NOT OPERATE THE
MANUAL HANDLE OF THE PNEUMATIC STARTER VALVE, IF THE
STARTER SYSTEM IS NOT PRESSURIZED, OR DAMAGE TO THE
PNEUMATIC STARTER VALVE CAN
OCCUR.
Start the engine by opening the pneumatic
starter valve through the access door with
3/8 in. square drive.
After engine start, close the pneumatic
starter valve by rotating it clockwise.
Starter Valve
The pneumatic starter valve is installed on
the air duct on the lower right side of the
LP compressor. It is provided to control
the supply of the starter with air, from an
order given by the EEC.
The starter valve is a butterfly type valve,
pneumatically operated and electrically
controlled. The valve is installed on the air
duct on the lower right hand side of the LP
compressor case. The starter valve controls the flow of air from the air duct to the
engine starter. Pneumatic control is given
by a two-function diaphragm type actuator
and a solenoid valve. The actuator has two
pistons of different areas which are
installed on the same shaft. Actuator
movement is linked mechanically to the
butterfly valve shaft. The solenoid valve
has an electrically operated solenoid, a
ball valve and a plunger loaded by a
spring. An extension on the valve shaft

can be used to manually operate the valve.
This can be done with a 3/8 in. square
socket. The extension includes a switch
and a visual position indication device. As
the valve opens more than 7 degrees, the
switch operates and transmits a position
indication to the EEC.
CAUTION: DO NOT OPERATE THE
MANUAL HANDLE OF THE PNEUMATIC STARTER VALVE, IF THE
STARTER SYSTEM IS NOT PRESSURIZED, OR DAMAGE TO THE
PNEUMATIC STARTER VALVE CAN
OCCUR.
Start the engine by opening the pneumatic
starter valve through the access door with
3/8 in. square drive.
After engine start, close the pneumatic
starter valve by rotating it clockwise.
Starter Valve
Starter Valve
74/80-20
A319/A320
IGNITION/STARTING
JUN 97
74/80-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321
Pneumatic Starter Valve Schematic
Pneumatic Starter Valve Schematic

JUN 97
A319/A320
IGNITION/STARTING
74/80-21
JUN 97
74/80-21
UNITED AIRLINES
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A318/A319/A320
IGNITION/STARTING
/A321
A319/A320
IGNITION/STARTING
ENGINE START& IGNITION PANEL

ENGINE START& IGNITION PANEL

ENG MASTER Switch

ON - LP fuel valve opens, provided the ENG FIRE switch is in. During
an automatic start, the HP fuel valve opens, provided the ENG MODE
selector is at IGN/START and N2 is between 10 and 16%. During a
manual start, the HP fuel valve opens, provided the ENG MODE selector is at IGN/START and the ENG MAN START switch is ON.
ENG MASTER Switch

ON - LP fuel valve opens, provided the ENG FIRE switch is in. During
an automatic start, the HP fuel valve opens, provided the ENG MODE
selector is at IGN/START and N2 is between 10 and 16%. During a
manual start, the HP fuel valve opens, provided the ENG MODE selector is at IGN/START and the ENG MAN START switch is ON.
OFF - Closes the HP and LP fuel valves. Resets both channels of the
FADEC.
OFF - Closes the HP and LP fuel valves. Resets both channels of the
FADEC.
MASTER 1
ENG
MASTER 2
ON
MASTER 1
ON
OFF
ENG
1
CRANK
MODE
NORM
ENG
2
ENG
MASTER 2
ON
OFF
ON
OFF
ENG
1
IGN/
START
CRANK
MODE
NORM
ENG
2
OFF
IGN/
START
FIRE
FIRE
FIRE
FIRE
FAULT
FAULT
FAULT
FAULT
ENG MODE Selector

IGN/START - Provides continuous ignition if the ENG
MASTER switch is ON and N2 is at idle or greater.
During an automatic start ignition is selected when N2
is between 10 and 16%. During a manual start, the HP
fuel valve is open and ignition is selected when the
ENG MASTER switch is selected ON.
NORM - Continuous ignition A + B is selected when
the engine is running and one of the following is met:
- FLEX or TO/GA thrust is selected on the ground
- TO/GA thrust is selected in flight
- ENGANTI ICE switch is ON
- Engine surge or stall occurs in flight
- FLAPS lever position is other than 0" in flight (idle
RPM is also increased)
FAULT Light
the event of an automatic start abort, or
a
disagreement
exists between the
HP fuel valve position of
FADEC
channel A and B.
NORM - Continuous ignition A + B is selected when

the engine is running and one of the following is met:
- FLEX or TO/GA thrust is selected on the ground
- TO/GA thrust is selected in flight
- ENGANTI ICE switch is ON
- Engine surge or stall occurs in flight
- FLAPS lever position is other than 0" ir flight (idle
RPM is also increased)
FAULT Light
the event of an automatic start abort, or
a
disagreement
exists between the
HP fuel valve position of
FADEC
channel A and B.
CRANK - The start valve opens provided the ENG

MAN START switch is ON and N2 is less than 10%.
Ignition is not supplied.
CRANK - The start valve opens provided the ENG

MAN START switch is ON and N2 is less than 10%.
Ignition is not supplied.
74/80-22
ENG MODE Selector

IGN/START - Provides continuous ignition if the ENG
MASTER switch is ON and N2 is at idle or greater.
During an automatic start ignition is selected when N2
is between 10 and 16%. During a manual start, the HP
fuel valve is open and ignition is selected when the
ENG MASTER switch is selected ON.
JUN 97
74/80-22
JUN 97
UNITED AIRLINES
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A318/
IGNITION/STARTING
A319/A320 /A321
A319/A320
IGNITION/STARTING

MODE PANEL

MODE PANEL
less than 10%

less than 10%
OFF - The start valve is closed

unless a start cycle is in progress.
OFF - The start valve is closed

unless a start cycle is in progress.
ENG
ENG
MAN START
MAN START
N1 MODE
N1 MODE
ON
ON
ON
ON
ON
ON
ON
ON


OFF - The normal (EPR) control

mode is selected, if available.
OFF - The normal (EPR) control

mode is selected, if available.
JUN 97
74/80-23
JUN 97
74/80-23
UNITED AIRLINES
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A318/A319/A320
IGNITION/STARTING
/A321
A319/A320
IGNITION/STARTING


ENGINE
ENGINE
F. USED
LBS
1530
1560
OIL
25
25
QT
0
15.5
VIB
(N1)
0.8
0.9
VIB
(N2)
1.2
1.3
F. USED
LBS
1530
1560
OIL
25
25
QT
15.5
15.5
300
CLOG
152
0
C
115
CLOG
300
CLOG
152
0
C
115
120
PSI
35
AB
35
PSI
PSI
Start Valve Indication

Displays position of start valve. A
horizontal line through the circle signifies the valve is fully open. A vertical line signifies the valve is fully
closed.
35
IGN Indication
Displayed during start sequence.
The selected Ignitors "A" or "B" or
"AB" are displayed when supplied.
1.3
CLOG
CLOG
F. FILTER
146
CLOG
CLOG
120
AB
35
PSI
JUN 97
Start Valve Indication

Displays position of start valve. A
horizontal line through the circle signifies the valve is fully open. A vertical line signifies the valve is fully
closed.
Engine Bleed Pressure
Displays bleed pressure upstream
from the precooler. The value
becomes amber below 21 psi when
N2 exceeds 10% with the engine start
valve not closed, or when bleed overpressure is detected.
Engine Bleed Pressure

Displays bleed pressure upstream
from the precooler. The value
becomes amber below 21 psi when
N2 exceeds 10% with the engine start
valve not closed, or when bleed overpressure is detected.
74/80-24
1.2
7480ECAM
7480ECAM
IGN Indication
Displayed during start sequence.
The selected Ignitors "A" or "B" or
"AB" are displayed when supplied.
(N2)
IGN
IGN
A
VIB
PSI
F. FILTER
146
0.9
OIL FILTER
300
CLOG
PSI
0
(N1)
0.8
15.5
OIL FILTER
300
VIB
74/80-24
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321
A319/A320
IGNITION/STARTING
ECAM MEMO MESSAGES

ECAM MEMO MESSAGES

IDLE
IDLE
1.4
1.2
1.2
1.6
EPR
1.223
1.4
1.4
REV 1.6
EGT
C
420
100.1
+99.8
N1
%
N2
%
1.2
35C
F.F.
3400
8
3300
FLAP
EGT
C
100.1
+99.8
99.9+
N1
%
N2
%
35C
LBS/H
3300
FOB: 29000 LBS
440
S
10
1.503
F.F.
3400
10
FLAP
10
95.1
99.9+
IGNITION
SEAT BELTS
NO SMOKING
7480MEMO
7480MEMO
Ignition Indication
On the upper ECAM screen, a green
memo message "IGNITION" is displayed
if one or both engines are running and
ignition has been commanded on either
manually or automatically. It is not displayed during engine start.
Ignition Indication
On the upper ECAM screen, a green
memo message "IGNITION" is displayed
if one or both engines are running and
ignition has been commanded on either
manually or automatically. It is not displayed during engine start.
FLX
1.223
FOB: 29000 LBS
IGNITION
SEAT BELTS
NO SMOKING
JUN 97
1.6
EPR
1
420
95.1
1.2
LBS/H
440
1.4
REV 1.6
1.223
S
10
1.503
1.223
FLX
74/80-25
JUN 97
74/80-25
UNITED AIRLINES
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A318/A319/A320
IGNITION/STARTING
/A321
IGNITION/STARTING
IGNITION CIRCUIT BREAKERS

Location: Cockpit
IGNITION CIRCUIT BREAKERS

Location: Cockpit
74/80-26
JUN 97
74/80-26
A319/A320
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321
IGNITION/STARTING
MCDU MENU
< FMGC
< AIDS
< CFDS
RETURN >
MCDU MENU
F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
< ELEC
< FIRE PROT
< RETURN
< FMGC
< AIDS
INST >
L/G >
NAV >
< CFDS
RETURN >
A319/A320
< ELEC
< FIRE PROT
< RETURN
CFDS MENU
CFDS MENU

< PNEU
< APU
< LAST LEGS REPORT

ENG >
TOILET >

ENG
< EIU 1
EIU 2 >
< FADEC 1A
FADEC 1B >
FADEC 2B >
< FADEC 2A
< EVMU

ENG
< LAST LEG REPORT
< TROUBLE SHOOTING
< SYSTEM TEST
CLASS 3 >
< RETURN
< RETURN

ENG
< LAST LEG REPORT
< TROUBLE SHOOTING
< SYSTEM TEST
CLASS 3 >
< RETURN
74MCDU01
74MCDU01
JUN 97
ENG >
TOILET >
< GROUND SCANNING
< GROUND SCANNING
< RETURN

< PNEU
< APU
< AVIONICS STATUS

< AVIONICS STATUS


ENG
< EIU 1
EIU 2 >
< FADEC 1A
FADEC 1B >
FADEC 2B >
< FADEC 2A
< EVMU
INST >
L/G >
NAV >
NEXT
PAGE
NEXT
PAGE
< LAST LEGS REPORT

F / CLT >
FUEL >
ICE&RAIN >
< AIRCOND
< AFS
< COM
74/80-27
JUN 97
74/80-27
UNITED AIRLINES
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A318/A319/A320
IGNITION/STARTING
/A321
IGNITION/STARTING
CFDS -Ignitor Test
CFDS -Ignitor Test
FADEC X
SYSTEM TEST
< FADEC SELF TEST

< REVERSER TEST
< IGNITOR TEST
< STARTER VALVE TEST
< RETURN
FADEC X
IGNITOR TEST
WARNING: THIS TEST STARTS
IGNITOR. MASTER LEVER ON
TO OFF RESETS EEC.
PROCEDURE:
1: TURN MASTER LEVER ON
IGNITOR #1 ON
< TURN OFF IGNITOR
FADEC X
SYSTEM TEST
< FADEC SELF TEST

< REVERSER TEST
< IGNITOR TEST
< RETURN
RESELECT MASTER LEV. OFF
A319/A320
FADEC X
IGNITOR TEST
TO OFF RESETS EEC.
PROCEDURE:
IGNITOR #1 ON
< TURN OFF IGNITOR

TO OFF RESETS EEC.
PROCEDURE:
< FOLLOW PROCEDURE
FADEC X
IGNITOR TEST
TO OFF RESETS EEC.
PROCEDURE:
< SWITCH #2 ENABLED
< TURN ON IGNITOR
< FOLLOW PROCEDURE
FADEC X
IGNITOR TEST
TO OFF RESETS EEC.
PROCEDURE:
< SWITCH #2 ENABLED
< TURN ON IGNITOR
< RETURN
< RETURN
FADEC X
IGNITOR TEST
TO OFF RESETS EEC.
PROCEDURE:
< SWITCH #1 ENABLED
< TURN ON IGNITOR
FADEC X
IGNITOR TEST
TO OFF RESETS EEC.
PROCEDURE:
< IGNITOR #2 ON
< TURN OFF IGNITOR
FADEC X
IGNITOR TEST
TO OFF RESETS EEC.
PROCEDURE:
< SWITCH #1 ENABLED
< TURN ON IGNITOR
FADEC X
IGNITOR TEST
TO OFF RESETS EEC.
PROCEDURE:
< IGNITOR #2 ON
< TURN OFF IGNITOR
FADEC X
IGNITOR TEST

TO OFF RESETS EEC.
PROCEDURE:
74MCDU02
74MCDU02
74/80-28
FADEC X
IGNITOR TEST
JUN 97
74/80-28
JUN 97
UNITED AIRLINES
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A318/
IGNITION/STARTING
A319/A320 /A321
IGNITION/STARTING
CFDS - Starter Valve Test
CFDS - Starter Valve Test
FADEC X
STARTER VALVE TEST
WARNING: THIS TEST
ACTUATES STARTER VALVE
PROCEDURE:
1: START AIR AVAILABLE
2: START / ABORT TEST
< ENABLE TEST CAUTION
< RETURN
FADEC X
< FADEC SELF TEST
< REVERSER TEST
< IGNITOR TEST
< RETURN
FADEC X
STARTER VALVE TEST
WARNING: THIS TEST
PROCEDURE:
CAUTION/TURN ON STARTER>
FADEC X
STARTER VALVE TEST
WARNING: THIS TEST
PROCEDURE:
SYSTEM TEST

< RETURN
A319/A320
FADEC X
SYSTEM TEST
< FADEC SELF TEST

< REVERSER TEST
< IGNITOR TEST
< RETURN
FADEC X
FADEC X
STARTER VALVE TEST

WARNING: THIS TEST
PROCEDURE:
STARTER VALVE TEST

WARNING: THIS TEST
PROCEDURE:
CAUTION/TURN ON STARTER>
TURN OFF STARTER>
FADEC X
STARTER VALVE TEST
WARNING: THIS TEST
PROCEDURE:
TURN OFF STARTER>
< RETURN
< RETURN
TEST IN PROGRESS
TEST IN PROGRESS
FADEC X
STARTER VALVE TEST
WARNING: THIS TEST
PROCEDURE:
TURN OFF STARTER>
FADEC X
FADEC X
STARTER VALVE TEST

WARNING: THIS TEST
PROCEDURE:
STARTER VALVE TEST

WARNING: THIS TEST
PROCEDURE:
TURN OFF STARTER>
TEST IN PROGRESS
TEST IN PROGRESS
FADEC X
FADEC X
STARTER VALVE TEST

WARNING: THIS TEST
PROCEDURE:
STARTER VALVE TEST

WARNING: THIS TEST
PROCEDURE:
TURN OFF STARTER>
TURN OFF STARTER>
STARTER ON / NO FAULT
STARTER ON / NO FAULT
74MCDU03
74MCDU03
< RETURN
< RETURN
JUN 97
FADEC X
STARTER VALVE TEST
WARNING: THIS TEST
PROCEDURE:
74/80-29
JUN 97
74/80-29
UNITED AIRLINES
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A318/A319/A320
IGNITION/STARTING
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Ignition System
Ignition System
74/80-30
A319/A320
IGNITION/STARTING
JUN 97
74/80-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Relay Box
Relay Box
JUN 97
A319/A320
IGNITION/STARTING
74/80-31
JUN 97
74/80-31
UNITED AIRLINES
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A318/A319/A320
IGNITION/STARTING
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Ignition & Starter Controls
Ignition & Starter Controls
74/80-32
A319/A320
IGNITION/STARTING
JUN 97
74/80-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
IGNITION/STARTING
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Access Doors
Access Doors
JUN 97
A319/A320
IGNITION/STARTING
74/80-33
JUN 97
74/80-33
UNITED AIRLINES
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IGNITION/STARTING
/A321
COMPONENT LOCATIONS
IGNITION/STARTING
COMPONENT LOCATIONS
Starter Components
Starter Components
74/80-34
A319/A320
JUN 97
74/80-34
JUN 97
UNITED AIRLINES
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A318/
IGNITION/STARTING
A319/A320 /A321
COMPONENT LOCATIONS
IGNITION/STARTING
COMPONENT LOCATIONS
Pneumatic Starter
JUN 97
A319/A320
Pneumatic Starter
74/80-35
JUN 97
74/80-35
UNITED AIRLINES
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IGNITION/STARTING
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pneumatic Starter Valve System
74/80-36
A319/A320
IGNITION/STARTING
Pneumatic Starter Valve System
JUN 97
74/80-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE AIR
A319/A320 /A321
ENGINE AIR
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATIONS

ENGINE AIR SYSTEM GENERAL .........................................................1
Compressor Airflow Control ................................................................1
Turbine Clearance Control ....................................................................2
No 4 Bearing Compartment Cooling ....................................................3
Fan And Core Ventilation Zones ..........................................................4
Nacelle Temperature .............................................................................5
COMPRESSOR AIRFLOW CONTROL ................................................6
LP Compressor Booster Stage Bleed Valve (2.5 Bleed) ......................6
BSBV Mechanical Arrangement ..........................................................6
BSBV Actuators ....................................................................................8
Variable Stator Vane (VSV) .................................................................10
Variable Stator Vane System (VSV) ....................................................10
VSV Mechanical Arrangement .............................................................10
HP Bleed Valves ...................................................................................12
Bleed Valve Solenoid Valves ...............................................................14
HP Bleed Valves - Operating Schedule ................................................15
SECONDARY AIR SYSTEMS .................................................................16
HP Turbine ACC Manifold ...................................................................17
LP Turbine ACC Manifold ...................................................................17
HP/LP Turbine ACC Valve ..................................................................18
ACC Actuator .......................................................................................18
Fail Safe Operation ...............................................................................19
Mode of Operation ................................................................................19
10th Stage Make-up Air System ...........................................................20
10th Stage Make-up Air System Components. .....................................20
10th Stage 'Make-up' Air System Operation .........................................22
HP Turbine Cooling System .................................................................23
Bearing Compartment Cooling and Sealing .........................................24
No. 4 Bearing Compartment Cooling and Sealing ...............................25
Air Cooled Air Cooler ..........................................................................25
The Nacelle and Accessory Cooling .....................................................26
Fan and Core Compartments Cooling ...................................................26
Electronic Engine Control Cooling .......................................................28
Engine Gearbox Breather Vent System ................................................28
Air Cooled Oil Cooler Vent System .....................................................28
IGNITION COOLING SYSTEM .............................................................29
NACELLE TEMPERATURE INDICATING .........................................30
DESCRIPTION & OPERATIONS

ENGINE AIR SYSTEM GENERAL .........................................................1
Compressor Airflow Control ................................................................1
Turbine Clearance Control ....................................................................2
No 4 Bearing Compartment Cooling ....................................................3
Fan And Core Ventilation Zones ..........................................................4
Nacelle Temperature .............................................................................5
COMPRESSOR AIRFLOW CONTROL ................................................6
LP Compressor Booster Stage Bleed Valve (2.5 Bleed) ......................6
BSBV Mechanical Arrangement ..........................................................6
BSBV Actuators ....................................................................................8
Variable Stator Vane (VSV) .................................................................10
Variable Stator Vane System (VSV) ....................................................10
VSV Mechanical Arrangement .............................................................10
HP Bleed Valves ...................................................................................12
Bleed Valve Solenoid Valves ...............................................................14
HP Bleed Valves - Operating Schedule ................................................15
SECONDARY AIR SYSTEMS .................................................................16
HP Turbine ACC Manifold ...................................................................17
LP Turbine ACC Manifold ...................................................................17
HP/LP Turbine ACC Valve ..................................................................18
ACC Actuator .......................................................................................18
Fail Safe Operation ...............................................................................19
Mode of Operation ................................................................................19
10th Stage Make-up Air System ...........................................................20
10th Stage Make-up Air System Components. .....................................20
10th Stage 'Make-up' Air System Operation .........................................22
HP Turbine Cooling System .................................................................23
Bearing Compartment Cooling and Sealing .........................................24
No. 4 Bearing Compartment Cooling and Sealing ...............................25
Air Cooled Air Cooler ...........................................................................25
The Nacelle and Accessory Cooling .....................................................26
Fan and Core Compartments Cooling ...................................................26
Electronic Engine Control Cooling .......................................................28
Engine Gearbox Breather Vent System ................................................28
Air Cooled Oil Cooler Vent System .....................................................28
IGNITION COOLING SYSTEM .............................................................29
JUN 97
JUN 97
75-i
75-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE AIR
/A321
ENGINE AIR
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

NACELLE TEMPERATURE INDICATING ......................................... 31
COMPONENT LOCATIONS
Low Pressure Compressor Bleed Master and Slave Actuators .................... 32
Variable Stator Vane Actuator ..................................................................... 33
Bleed Valve Locations ................................................................................. 34
Air Solenoid Valve ....................................................................................... 35
Make-up Air System Components ............................................................... 36
LP/HP Turbine ACC - Valve and Actuator .................................................. 37
Air Cooled Air Cooler .................................................................................. 38
Nacelle Temperature Sensor ......................................................................... 39

COMPONENT LOCATIONS
Low Pressure Compressor Bleed Master and Slave Actuators .................... 32
Variable Stator Vane Actuator ..................................................................... 33
Bleed Valve Locations .................................................................................. 34
Air Solenoid Valve ....................................................................................... 35
Make-up Air System Components ............................................................... 36
LP/HP Turbine ACC - Valve and Actuator .................................................. 37
Air Cooled Air Cooler .................................................................................. 38
Nacelle Temperature Sensor ......................................................................... 39
75-ii
75-ii
JUN 97
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE AIR
A319/A320 /A321

ENGINE AIR SYSTEM GENERAL
The engine air system ensures the control
of the compressor airflow and turbine
clearances.
The system also deals with the cooling and
pressurizing airflows.
The JRH run up procedure Airflow Control System Check is used to test the system.
The engine is designed to operate primarily from cruise to take off power. The
engine is running On Design in this
region.
When the engine is starting, idling, accelerating/decelerating or is in reverse thrust
the engine is running in an Off Design
condition.
With the engine in an off design condition,
the compressors are mismatched. Either
the booster stage, N1, is supplying too
much or tool little air to the high pressure
compressor, N2. This will result in an
Engine surge or stall. If not immediately
corrected, power loss, EGT exceedance,
or internal damage may occur.

Compressor Airflow Control
The compressor airflow control is provided by a Booster Stage Bleed Valve system, a Variable Stator Vane system and
additional bleed valves at the 7th and 10th
stages of the HP compressor.
All these systems are controlled by the
Electronic Engine Control (EEC).
The Booster Stage Bleed Valve (BSBV)
system permits booster compressor airflow discharge into the fan airstream to
ensure that the booster compressor output
matches the HP compressor requirements
at low engine speed.
The Variable Stator Vane (VSV) system
directs the airflow into the HP compressor
initial stages to prevent blade stall and
engine surge.
Four bleed valves, three for the 7th stage
and one for the 10th stage of the HP compressor, complete the compressor airflow
control.
ENGINE AIR SYSTEM GENERAL

The engine air system ensures the control
of the compressor airflow and turbine
clearances.
The system also deals with the cooling and
pressurizing airflows.
The JRH run up procedure Airflow Control System Check is used to test the system.
The engine is designed to operate primarily from cruise to take off power. The
engine is running On Design in this
region.
When the engine is starting, idling, accelerating/decelerating or is in reverse thrust
the engine is running in an Off Design
condition.
With the engine in an off design condition,
the compressors are mismatched. Either
the booster stage, N1, is supplying too
much or tool little air to the high pressure
compressor, N2. This will result in an
Engine surge or stall. If not immediately
corrected, power loss, EGT exceedance,
or internal damage may occur.
Compressor Airflow Control

The compressor airflow control is provided by a Booster Stage Bleed Valve system, a Variable Stator Vane system and
additional bleed valves at the 7th and 10th
stages of the HP compressor.
All these systems are controlled by the
Electronic Engine Control (EEC).
The Booster Stage Bleed Valve (BSBV)
system permits booster compressor airflow discharge into the fan airstream to
ensure that the booster compressor output
matches the HP compressor requirements
at low engine speed.
The Variable Stator Vane (VSV) system
directs the airflow into the HP compressor
initial stages to prevent blade stall and
engine surge.
Four bleed valves, three for the 7th stage
and one for the 10th stage of the HP compressor, complete the compressor airflow
control.
Air-Flow Control System
Air-Flow Control System

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Turbine Clearance Control
The EEC controls the actuation of an
Active Clearance Control (ACC) valve for
the HP and LP turbine active clearance
control and a 10th stage make-up air valve
for supplementary internal cooling of the
turbines. The Active Clearance Control
(ACC) system ensures the blade tip clearances of the turbines for better performance.

The EEC controls a dual ACC valve
which discharges fan air through manifolds to cool the surfaces of the HP and LP
turbine cases during climb and cruise
power operations.
The make-up air valve supplies supplemental air, from the HP compressor 10th
stage, to cool the 2nd stage vanes, hubs
and disks of the HP turbine. During cruise,
the valve is closed.
Turbine Clearance Control

The EEC controls the actuation of an
Active Clearance Control (ACC) valve for
the HP and LP turbine active clearance
control and a 10th stage make-up air valve
for supplementary internal cooling of the
turbines. The Active Clearance Control
(ACC) system ensures the blade tip clearances of the turbines for better performance.
The EEC controls a dual ACC valve

which discharges fan air through manifolds to cool the surfaces of the HP and LP
turbine cases during climb and cruise
power operations.
The make-up air valve supplies supplemental air, from the HP compressor 10th
stage, to cool the 2nd stage vanes, hubs
and disks of the HP turbine. During cruise,
the valve is closed.
Turbine Clearence Control
Turbine Clearence Control
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No. 4 Bearing Compartment Cooling
The number 4 bearing compartment is
cooled by 12th stage air of the HP compressor. 12th stage air is the last stage of
compression. At take off power this air
temperature is over 1000 F. An external
line carries this air through an Air Cooled
Air Cooler before entering into the No. 4

The Air Cooled Air Cooler (ACAC) cools
the 12th stage air of the HP compressor
with fan air before going into the No. 4
The fan air is then discharged overboard.
Their are no valves or controls in this system. It is a constant flow.
No 4 Bearing Compartment Cooling

The number 4 bearing compartment is
cooled by 12th stage air of the HP compressor. 12th stage air is the last stage of
compression. At take off power this air
temperature is over 1000 F. An external
line carries this air through an Air Cooled
Air Cooler before entering into the No 4
The Air Cooled Air Cooler (ACAC) cools

the 12th stage air of the HP compressor
with fan air before going into the No 4
The fan air is then discharged overboard.
Their are no valves or controls in this system. It is a constant flow.
No 4 Bearing Compartment Cooling

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Fan And Core Ventilation Zones

The fan case and core compartment,
which form the nacelle, are ventilated to
provide airflow around the engine during
its operation.
ZONE 1: The fan case and accessories are
cooled by air taken in by a scoop on the
upper side of the inlet cowl. The air is then
vented overboard through two outlet vents
at the bottom of each fan cowl door.
ZONE 2: Core compartment ventilation is
provided by fan air through holes in the
inner wall of the thrust reverser cowl. The
air circulates into the core zone and exits
through the lower bifurcation of the thrust
reverser cowl.

The fan case and core compartment,
which form the nacelle, are ventilated to
provide airflow around the engine during
its operation.
ZONE 1: The fan case and accessories are
cooled by air taken in by a scoop on the
upper side of the inlet cowl. The air is then
vented overboard through two outlet vents
at the bottom of each fan cowl door.
ZONE 2: Core compartment ventilation is
provided by fan air through holes in the
inner wall of the thrust reverser cowl. The
air circulates into the core zone and exits
through the lower bifurcation of the thrust
reverser cowl.
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Nacelle Temperature
The nacelle temperature is monitored by a
temperature probe installed in the ventilated core compartment.
The nacelle temperature sensor provides
indication to the ECAM lower display.
Nacelle Temperature
The nacelle temperature is monitored by a
temperature probe installed in the ventilated core compartment.
The nacelle temperature sensor provides
indication to the ECAM lower display.
Nacelle Temperature Sensor

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COMPRESSOR AIRFLOW
CONTROL
At low LP spool speeds the booster provides more air than the core engine can
utilize. To match the booster discharge
airflow to the core engine requirements at
low speed, excess air is bled off through
booster stage bleed valve (BSBV)into the
fan discharge air stream. At higher engine
speeds the BSBV is closed so that all the
booster discharge (primary air flow)
enters the core engine.
LP Compressor Booster Stage Bleed
Valve (2.5 Bleed)
The BSBV bleeds air from the rear of the
LP compressor at engine station 2.5.
The bleed valve is controlled by the EEC
and is fully modulating, between the fully
open and fully closed positions, as a function of:
- N1 corrected speed
- Altitude
- Aircraft forward speed (Mn)
For starting the bleed valve is fully open
and will progressively close during engine
acceleration, during cruise and take off the
valve is fully closed. For decelerations
and operation in reverse thrust the valve is
opened. In the event of an engine surge
the valve is opened to enhance recovery.
75-6
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BSBV Mechanical Arrangement
The LP Compressor Bleed Valve is a continuous ring type valve which rotates and
slides forward to open and rearward to
close. The ring is supported by ten support
arms. Two of the support arms are driven
via a lever and actuating rod by both the
BSBV master actuator and the slave actuator.
The two actuators utilize H.P. fuel pressure (from the FMU) as the hydraulic
medium and are hydraulically linked to
ensure simultaneous movement. The master actuator interfaces with the EEC via a
torque motor control and LVDT feedback.
JUN 97
COMPRESSOR AIRFLOW
CONTROL
At low LP spool speeds the booster provides more air than the core engine can
utilize. To match the booster discharge
airflow to the core engine requirements at
low speed, excess air is bled off through
booster stage bleed valve (BSBV)into the
fan discharge air stream. At higher engine
speeds the BSBV is closed so that all the
booster discharge (primary air flow)
enters the core engine.
LP Compressor Booster Stage Bleed
Valve (2.5 Bleed)
The BSBV bleeds air from the rear of the
LP compressor at engine station 2.5.
The bleed valve is controlled by the EEC
and is fully modulating, between the fully
open and fully closed positions, as a function of:
- N1 corrected speed
- Altitude
- Aircraft forward speed (Mn)
For starting the bleed valve is fully open
and will progressively close during engine
acceleration, during cruise and take off the
valve is fully closed. For decelerations
and operation in reverse thrust the valve is
opened. In the event of an engine surge
the valve is opened to enhance recovery.
75-6
BSBV Mechanical Arrangement

The LP Compressor Bleed Valve is a continuous ring type valve which rotates and
slides forward to open and rearward to
close. The ring is supported by ten support
arms. Two of the support arms are driven
via a lever and actuating rod by both the
BSBV master actuator and the slave actuator.
The two actuators utilize H.P. fuel pressure (from the FMU) as the hydraulic
medium and are hydraulically linked to
ensure simultaneous movement. The master actuator interfaces with the EEC via a
torque motor control and LVDT feedback.
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LP Compressor Bleed Valve

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LP Compressor Bleed Valve

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BSBV Actuators
The actuators are located on the rear of the
intermediate casing on either side of the
HP compressor.
Only one of the actuators, the one on the
left head side, interfaces with the EEC.
This actuator is called the Master actuator,
the R.H. actuator in called the Slave actuator.

The two actuators are Hydraulically linked
by two tubes which pass across the top of
the HP compressor cases.
The master actuator incorporates an
LVDT which transmits actuator positional
information back to the EEC.
The slave actuator incorporates two overload relief values which prevent over pressurization of the actuators in the case of
faults, such as a mechanically seized actuator.
BSBV Actuators
The actuators are located on the rear of the
intermediate casing on either side of the
HP compressor.
Only one of the actuators, the one on the
left head side, interfaces with the EEC.
This actuator is called the Master actuator,
the R.H. actuator in called the Slave actuator.
The two actuators are Hydraulically linked

by two tubes which pass across the top of
the HP compressor cases.
The master actuator incorporates an
LVDT which transmits actuator positional
information back to the EEC.
The slave actuator incorporates two overload relief values which prevent over pressurization of the actuators in the case of
faults, such as a mechanically seized actuator.
LPC Bleed-Master Actuator
LPC Bleed-Master Actuator

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LPC Bleed-Slave Actuator
LPC Bleed-Slave Actuator

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Variable Stator Vane (VSV)
The VSV system maintains a satisfactory
compressor performance over a wide
range of operating conditions. The system
varies the angle of the inlet guide vanes
and stator vanes to aerodynamically match
the low pressure stages of compression
with the high pressure stages. This variation of vane position changes the effective
angle at which the air flows across the
compressor blades and vanes. The VSV
angle determines the compression characteristics (direction and velocity) for any
particular stage at compression.
Variable Stator Vane System (VSV)
The variable vanes control the angle at
which the air enters the first four stages of
the HP compressor.
The angle varies with the HP compressor
speed (N2), this reduces the risk of blade
stall and compressor surge.
The four stages of variable incidence stators compromise inlet guide vanes to stage
3 and stages 3, 4, and 5 stator vanes.
75-10
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VSV Mechanical Arrangement
Each vane has pivots at its inner and outer
ends which allow the vane to rotate about
its longitudinal axis.
The outer end of each vane is formed into
a shaft which passes through the compressor case and is attached by a short lever to
a Unison ring, (one unison ring for each
stage).
The four unison rings are connected by
short rod to a crankshaft. The crankshaft is
connected by a short rod to an actuator
which utilizes HP fuel as a hydraulic operating medium.
Signals from the EEC direct HP fuel to
extend/retract the actuator. Actuator
movement cause the crankshaft to rotate,
and, through the unison rings, reposition
the variable stator vanes.
The actuator incorporates an LVDT.
which signals positional information back
to the EEC
Note: It is imperative to remove any
foreign objects or debris from the VSV
unison ring assemblies. A damaged or
jammed VSV system may cause compressor blade wobble leading to blade
separation resulting in catastrophic
engine failure.
JUN 97
Variable Stator Vane (VSV)

The VSV system maintains a satisfactory
compressor performance over a wide
range of operating conditions. The system
varies the angle of the inlet guide vanes
and stator vanes to aerodynamically match
the low pressure stages of compression
with the high pressure stages. This variation of vane position changes the effective
angle at which the air flows across the
compressor blades and vanes. The VSV
angle determines the compression characteristics (direction and velocity) for any
particular stage at compression.
Variable Stator Vane System (VSV)
The variable vanes control the angle at
which the air enters the first four stages of
the HP compressor.
The angle varies with the HP compressor
speed (N2), this reduces the risk of blade
stall and compressor surge.
The four stages of variable incidence stators compromise inlet guide vanes to stage
3 and stages 3, 4, and 5 stator vanes.
75-10
VSV Mechanical Arrangement

Each vane has pivots at its inner and outer
ends which allow the vane to rotate about
its longitudinal axis.
The outer end of each vane is formed into
a shaft which passes through the compressor case and is attached by a short lever to
a Unison ring, (one unison ring for each
stage).
The four unison rings are connected by
short rod to a crankshaft. The crankshaft is
connected by a short rod to an actuator
which utilizes HP fuel as a hydraulic operating medium.
Signals from the EEC direct HP fuel to
extend/retract the actuator. Actuator
movement cause the crankshaft to rotate,
and, through the unison rings, reposition
the variable stator vanes.
The actuator incorporates an LVDT.
which signals positional information back
to the EEC.
Note: It is imperative to remove any
foreign objects or debris from the VSV
unison ring assemblies. A damaged or
jammed VSV system may cause compressor blade wobble leading to blade
separation resulting in catastrophic
engine failure.
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Variable Stator Vane Actuation Mechanism
Variable Stator Vane Actuation Mechanism

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HP Bleed Valves
High Pressure bleed valves are fitted to
the HP compressor to improve engine
starting, and prevent engine surge when
the compressor is operating at off-design
conditions.
A total of four bleed valves are used, three
on stage 7 and one on stage 10.
The handling bleed valves are two position only - fully open or fully closed, and
are operated pneumatically by their
respective solenoid control valve.
The solenoid controlled valves are scheduled by the EEC as a function of N2 and
T2.6 (N2 corrected).
When the bleed valves are open air bleeds

into the fan duct through ports in the inner
barrel of the C ducts.
The servo air used to operate the bleed
valves is HP compressor delivery air
known as P3 or Pb.
The bleed valves are arranged radially
around the HP compressor case. Silencers
are used on some bleed valves.
All the bleed valves are spring loaded to
the open position and so will always be in
the correct position (open) for starting.
Note: A bleed valve stuck closed will
cause a hung start.
HP Bleed Valves
High Pressure bleed valves are fitted to
the HP compressor to improve engine
starting, and prevent engine surge when
the compressor is operating at off-design
conditions.
A total of four bleed valves are used, three
on stage 7 and one on stage 10.
The handling bleed valves are two position only - fully open or fully closed, and
are operated pneumatically by their
respective solenoid control valve.
The solenoid controlled valves are scheduled by the EEC as a function of N2 and
T2.6 (N2 corrected).
When the bleed valves are open air bleeds

into the fan duct through ports in the inner
barrel of the C ducts.
The servo air used to operate the bleed
valves is HP compressor delivery air
known as P3 or Pb.
The bleed valves are arranged radially
around the HP compressor case. Silencers
are used on some bleed valves.
All the bleed valves are spring loaded to
the open position and so will always be in
the correct position (open) for starting.
Note: A bleed valve stuck closed will
cause a hung start.
HP Bleed Valves
HP Bleed Valves
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7th Stage Bleed Valves

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7th Stage Bleed Valves

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Bleed Valve Solenoid Valves
Each air bleed valve has its own controlling solenoid valve which is installed on
the fan case. The solenoid valve is connected to the bleed valve by a tube. This
tube transmits P3 pressure to or from the
bleed valve. The solenoid valve is controlled by electrical signals from the EEC
through two separate coils.

With either or both of the solenoid coils
energized, the service port is connected to
vent. In this position the bleed valve is
held
closed.
With both solenoid coils de-energized the
solenoid valve connects the engine supplied air to the service port holding the
bleed valve open. The valves will fail safe
open.
Bleed Valve Solenoid Valves

Each air bleed valve has its own controlling solenoid valve which is installed on
the fan case. The solenoid valve is connected to the bleed valve by a tube. This
tube transmits P3 pressure to or from the
bleed valve. The solenoid valve is controlled by electrical signals from the EEC
through two separate coils.
With either or both of the solenoid coils

energized, the service port is connected to
vent. In this position the bleed valve is
held
closed.
With both solenoid coils de-energized the
solenoid valve connects the engine supplied air to the service port holding the
bleed valve open. The valves will fail safe
open.
Bleed Valve Operation
Bleed Valve Operation
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HP Bleed Valves - Operating Schedule

The handling bleed valves have three
operating regimes:
- steady State
- transient
- surge/reverse
Operation of the bleed valve is scheduled
against N2 corrected for changes of HP
compressor inlet temperature (T2.6).
The schedule for the valve. is shown, in
table form.
Steady State
The valves are commanded open whenever corrected N2 is below the steady state
closing speed.
Transient
The valves are commanded open at the
beginning of accelerations/decelerations
and will close when either the speed limits
are exceeded or timers expire.
Surge/Reverse
The valves will be commanded open in the
event of surge within the speed range
shown.
Reverse thrust is similar to the transient
schedule but the reverse speeds, shown
below are used.
HP Bleed Valves - Operating Schedule

The handling bleed valves have three
operating regimes:
- steady State
- transient
- surge/reverse
Operation of the bleed valve is scheduled
against N2 corrected for changes of HP
compressor inlet temperature (T2.6).
The schedule for the valve. is shown, in
table form.
Steady State
The valves are commanded open whenever corrected N2 is below the steady state
closing speed.
Transient
The valves are commanded open at the
beginning of accelerations/decelerations
and will close when either the speed limits
are exceeded or timers expire.
Surge/Reverse
The valves will be commanded open in the
event of surge within the speed range
shown.
Reverse thrust is similar to the transient
schedule but the reverse speeds, shown
below are used.
Bleed Valve
Regime
Open
Close
N2%
Bleed Valve
Regime
Open
Close
N2%
7A
Steady State
11400
11800(35K ft & Below)
78%
7A
Steady State
11400
11800(35K ft & Below)
78%
11800
12250(42K ft & Above)
81%
11800
12250(42K ft & Above)
81%
Surge & Reverse
12562
12772
85%
Surge & Reverse
12562
12772
85%
7B
Steady State
7650
8000
53%
7B
Steady State
7650
8000
53%
7C
Steady State
6800
7000
46%
7C
Steady State
6800
7000
46%
Transient
11600
12050
80%
Transient
11600
12050
80%
Surge & Reverse
12352
12562
84%
Surge & Reverse
12352
12562
84%
Steady State
7650
8000
53%
Steady State
7650
8000
53%
Surge & Reverse
10667
10667
71%
Surge & Reverse
10667
10667
71%
10
Note: Idle = 58% N2 or 8700 RPM
JUN 97
10
Note: Idle = 58% N2 or 8700 RPM
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SECONDARY AIR SYSTEMS
Active Clearance Control (ACC) system
The system improves engine performance
by ensuring that the HP and LP turbines
operate with the optimum turbine blade tip
clearances.
This is achieved by directing a controlled
flow of cooling air to reduce the thermal
growth of the turbine casing. This minimizes the increase in turbine blade tip
clearances which otherwise occurs during
the climb and cruise phases.
An air scoop on the inside of the C duct
directs fan air to a dual control valve
which modulates the flow to two cooling
manifolds, on the HP and LP turbine casings.
The modulating air control valves are
positioned by a fuel pressure operated
actuator.

The actuator input to the air control valves
is through a cam mechanism which provides different cooling rates to the two
separate manifolds.
The actuator is positioned by signals from
the EEC which thus controls the cooling
flows as a function of:
- corrected N2
- aircraft altitude
An actuator mounted LVDT transmits
cooling valve position feedback signals to
the EEC.
Loss of control (EEC) or loss of fuel pressure drives the actuator to the fail safe
position to provide maximum turbine
blade tip clearances (less cooling).
The fuel pressure operated actuator is
mounted in the cool section of the engine
while the valve assembly is mounted in
the hot section. A linkage assembly connects them together.
SECONDARY AIR SYSTEMS

Active Clearance Control (ACC) system
The system improves engine performance
by ensuring that the HP and LP turbines
operate with the optimum turbine blade tip
clearances.
This is achieved by directing a controlled
flow of cooling air to reduce the thermal
growth of the turbine casing. This minimizes the increase in turbine blade tip
clearances which otherwise occurs during
the climb and cruise phases.
An air scoop on the inside of the C duct
directs fan air to a dual control valve
which modulates the flow to two cooling
manifolds, on the HP and LP turbine casings.
The modulating air control valves are
positioned by a fuel pressure operated
actuator.
ACC System - Schematic
75-16
A319/A320
ENGINE AIR
The actuator input to the air control valves

is through a cam mechanism which provides different cooling rates to the two
separate manifolds.
The actuator is positioned by signals from
the EEC which thus controls the cooling
flows as a function of:
- corrected N2
- aircraft altitude
An actuator mounted LVDT transmits
cooling valve position feedback signals to
the EEC.
Loss of control (EEC) or loss of fuel pressure drives the actuator to the fail safe
position to provide maximum turbine
blade tip clearances (less cooling).
The fuel pressure operated actuator is
mounted in the cool section of the engine
while the valve assembly is mounted in
the hot section. A linkage assembly connects them together.
ACC System - Schematic
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The LP and HP Turbine ACC Systems
function in the same manner.
Cooling air passes through the tube perforations, located on the inner surfaces of
the tubes, and impinges on the case outer
surface.
The cool air reduces the temperature and
the thermal expansion of the case under
some operating conditions.
The LPT/HPT ACC system consists of the
- one HP turbine ACC manifold
- two LP turbine ACC manifolds
- four HPT ACC perforated tubes
- eight LPT ACC perforated tubes
- one LP turbine supply pipe
- one LP/HP turbine valve (composed of a
HAT control valve and a LPT control
- valve)
- one LP/HP turbine ACC actuator

HP Turbine ACC Manifold
The HP turbine ACC manifold is attached
to the HP/LP control valve The HP turbine
ACC Manifold directs air into an arrangement of four perforated tubes on each side
of the engine for HP turbine case cooling.
The tubes on each side of the case cover
half of the case circumference.
LP Turbine ACC Manifold
The LP turbine ACC manifolds are connected to the HP/LP control valve by a
supply pipe.
There are two LP Turbine ACC Manifolds, one situated at the top and one at the
bottom of the LP Turbine Case. The top
and bottom tube arrangements each cover
The LP and HP Turbine ACC Systems

function in the same manner.
Cooling air passes through the tube perforations, located on the inner surfaces of
the tubes, and impinges on the case outer
surface.
The cool air reduces the temperature and
the thermal expansion of the case under
some operating conditions.
The LPT/HPT ACC system consists of the
- one HP turbine ACC manifold
- two LP turbine ACC manifolds
- four HPT ACC perforated tubes
- eight LPT ACC perforated tubes
- one LP turbine supply pipe
- one LP/HP turbine valve (composed of a
HAT control valve and a LPT control
- valve)
- one LP/HP turbine ACC actuator
HP/LP Turbine ACC System

JUN 97
A319/A320
ENGINE AIR
HP Turbine ACC Manifold

The HP turbine ACC manifold is attached
to the HP/LP control valve The HP turbine
ACC Manifold directs air into an arrangement of four perforated tubes on each side
of the engine for HP turbine case cooling.
The tubes on each side of the case cover
LP Turbine ACC Manifold
The LP turbine ACC manifolds are connected to the HP/LP control valve by a
supply pipe.
There are two LP Turbine ACC Manifolds, one situated at the top and one at the
bottom of the LP Turbine Case. The top
and bottom tube arrangements each cover
HP/LP Turbine ACC System

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HP/LP Turbine ACC Valve
The valve is installed on the bottom of the
diffuser case.
The ACC valve has two butterfly valves.
One butterfly valve controls the airflow
for the active clearance of the HP turbine.
The other butterfly valve controls the airflow for active clearance control of the LP
turbine.
The ACC valve is driven by the ACC
actuator through a set of linkages making
both valves schedules dependent upon
each other.
ACC Actuator
The ACC actuator includes four primary
components:
- A torque motor with two coils

- A servo valve
- An actuator piston
- two linear voltage differential
transformers (LVDT) also the ACC
- actuator has four connections:
- An electrical connector
- A fuel supply connection
- A fuel return connection
- A fuel drain connection
The ACC actuator drives the ACC valve
by one piston. The spool of the servo
valve controls the fuel pressure applied to
each side of the piston.
Note: Failure of the linkage will not be
seen as a failure by the EEC if the actuator is moving correctly.
HP/LP Turbine ACC Valve

The valve is installed on the bottom of the
diffuser case.
The ACC valve has two butterfly valves.
One butterfly valve controls the airflow
for the active clearance of the HP turbine.
The other butterfly valve controls the airflow for active clearance control of the LP
turbine.
The ACC valve is driven by the ACC
actuator through a set of linkages making
both valves schedules dependent upon
each other.
ACC Actuator
The ACC actuator includes four primary
components:
- A torque motor with two coils
- A servo valve
- An actuator piston
- two linear voltage differential
transformers (LVDT) also the ACC
- actuator has four connections:
- An electrical connector
- A fuel supply connection
- A fuel return connection
- A fuel drain connection
The ACC actuator drives the ACC valve
by one piston. The spool of the servo
valve controls the fuel pressure applied to
each side of the piston.
Note: Failure of the linkage will not be
seen as a failure by the EEC if the actuator is moving correctly.
HP/LP Turbine ACC- Valve and Actuator
HP/LP Turbine ACC- Valve and Actuator
75-18
A319/A320
ENGINE AIR
JUN 97
75-18
JUN 97
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ENGINE AIR
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Fail Safe Operation
When there is no torque motor current or
no fuel servo pressure, the actuator piston
moves to the point A.
Mode of Operation
The butterfly valves of the ACC valve are
driven by the same actuator in the modes
given below
Engine not Running
With the engine stopped, the position of
the actuator piston is at point A
At this point:
- The butterfly valve for the HP turbine
ACC is closed.
- The butterfly valve for the LP turbine
ACC is not less than 45 per cent opened.
Engine Operation
During engine operation, the EEC controls

the position of the actuator piston between
point B and point E.
Take-off
During take-off, the position of the actuator piston is at point C
At this point:
- The butterfly valve for the HP for the HP
turbine ACC is closed The butterfly
valve for the LP turbine ACC is not less
than 70% opened.
NOTE : The failure of the HP/LP valve
in the closed position (fail safe) has no
adverse effect on the engine thrust nor
on the engine rotation. The failure of
the HP/LP valve in the open position
can affect the abradable parts of the
turbine (leading to a reduction on
engine performance).
Fail Safe Operation

When there is no torque motor current or
no fuel servo pressure, the actuator piston
moves to the point A.
Mode of Operation
The butterfly valves of the ACC valve are
driven by the same actuator in the modes
given below
Engine not Running
With the engine stopped, the position of
the actuator piston is at point A
At this point:
- The butterfly valve for the HP turbine
ACC is closed.
- The butterfly valve for the LP turbine
ACC is not less than 45 per cent opened.
Engine Operation
During engine operation, the EEC controls
the position of the actuator piston between

point B and point E.
Take-off
During take-off, the position of the actuator piston is at point C
At this point:
- The butterfly valve for the HP for the HP
turbine ACC is closed The butterfly
valve for the LP turbine ACC is not less
than 70% opened.
NOTE : The failure of the HP/LP valve
in the closed position (fail safe) has no
adverse effect on the engine thrust nor
on the engine rotation. The failure of
the HP/LP valve in the open position
can affect the abradable parts of the
turbine (leading to a reduction on
engine performance).
Piston Travel and Valve Positonal Relationship
Piston Travel and Valve Positonal Relationship

JUN 97
A319/A320
ENGINE AIR
75-19
JUN 97
75-19
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ENGINE AIR
/A321

10th Stage Make-up Air System
The purpose of this system is to provide
additional cooling airflows to the HP turbine 2nd stage disc blades.
The cooling air used is taken from the
10th Stage manifold, and is controlled by
a two position pneumatically operated
valve.
The valve position is controlled by the
EEC as a function of corrected N2 and
altitude.

10th Stage Make-up Air System Components.
The components in this system comprise:
- the two position stage 10 on/off valve
bolts to the 10th stage manifold at the
top of the engine compressor case
- the solenoid control valve located on the
lower right hand fan case
- two air supply tubes.

The purpose of this system is to provide
additional cooling airflows to the HP turbine 2nd stage disc blades.
The cooling air used is taken from the
10th Stage manifold, and is controlled by
a two position pneumatically operated
valve.
The valve position is controlled by the
EEC as a function of corrected N2 and
altitude.
10th Stage Make-up Air System Components.

The components in this system comprise:
- the two position stage 10 on/off valve
bolts to the 10th stage manifold at the
top of the engine compressor case
- the solenoid control valve located on the
lower right hand fan case
- two air supply tubes.
Make-up Air system
Make-up Air system
75-20
A319/A320
ENGINE AIR
JUN 97
75-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE AIR
A319/A320 /A321
HP Turbine Cooling Controlled Air System

JUN 97
A319/A320
ENGINE AIR
HP Turbine Cooling Controlled Air System

75-21
JUN 97
75-21
UNITED AIRLINES
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/A321

Operation
The EEC will energize/de-energize the
solenoid control valve. This directs pneumatic servo pressure to position the 10th
stage air valve to the open/close position.
When the solenoids de-energized there is
no P3 pressure supplied to the make-up air
valve, and the valve piston is vented to
atmosphere. The make-up air valve is then
opened by spring pressure and stage 10 air
pressure is allowed for cooling.
When the EEC energizes the solenoid P3
pressure is directed to the make-up air
value which forces the piston to the closed
position. Thin is the cruise phase condition.

In the open position the valve allows 10th
stage air to flow through two outlet tubes
down the left and right hand side of the
diffuser case and then pass into the engine
across the diffuser area. The air then discharges into the area around No.4 bearing
housing.
The make up air supplements the normal
airflows in this area and increases the
cooling flow passing to the HP turbine,
stage 2.
The EEC will keep the air value open at
all engine operating phases except cruise.
The valve incorporates a micro switch for
transmitting valve position to the EEC
The fail-safe position is valve open, solenoid de-energized.

Operation
The EEC will energize/de-energize the
solenoid control valve. This directs pneumatic servo pressure to position the 10th
stage air valve to the open/close position.
When the solenoids de-energized there is
no P3 pressure supplied to the make-up air
valve, and the valve piston is vented to
atmosphere. The make-up air valve is then
opened by spring pressure and stage 10 air
pressure is allowed for cooling.
When the EEC energizes the solenoid P3
pressure is directed to the make-up air
value which forces the piston to the closed
position. Thin is the cruise phase condition.
Make-up Air System Operation
75-22
A319/A320
ENGINE AIR
In the open position the valve allows 10th

stage air to flow through two outlet tubes
down the left and right hand side of the
diffuser case and then pass into the engine
across the diffuser area. The air then discharges into the area around No.4 bearing
housing.
The make up air supplements the normal
airflows in this area and increases the
cooling flow passing to the HP turbine,
stage 2.
The EEC will keep the air value open at
all engine operating phases except cruise.
The valve incorporates a micro switch for
transmitting valve position to the EEC
The fail-safe position is valve open, solenoid de-energized.
Make-up Air System Operation
JUN 97
75-22
JUN 97
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ENGINE AIR
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A319/A320
ENGINE AIR
HP Turbine Cooling System

This system is used to cool the HP turbine
case, various non-rotating parts within the
case, the LP turbine support rails for the
diffuser duct outer segments and the stage
2 vanes. The source of this air is 10th
stage compressor bleed. Four external
pipes carry equal cooling air flow from
four locations on the HP compressor case
to four locations on the HP turbine case.

This system is used to cool the HP turbine
case, various non-rotating parts within the
case, the LP turbine support rails for the
diffuser duct outer segments and the stage
2 vanes. The source of this air is 10th
stage compressor bleed. Four external
pipes carry equal cooling air flow from
four locations on the HP compressor case
to four locations on the HP turbine case.

JUN 97
75-23
JUN 97
75-23
UNITED AIRLINES
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A318/A319/A320
ENGINE AIR
/A321

Bearing Compartment Cooling and
Sealing
The engine main bearings are contained in
three bearings compartments:
1.The front bearing compartment.
2.The No. 4 bearing compartment.
3.The rear bearing compartment.
Each compartment has seals installed to
prevent oil leakage. The seals are pressurized by air taken from the low pressure
compressor. High Pressure Compressor
air is used to keep the N4 bearing compartment cool.
The front bearing compartment contains
three bearings, No. 1 ball bearing and No.
2 roller bearing for the low spool shaft and
No. 3 ball bearing for the high spool shaft.
The wall of the front bearing compartment
is made up of the inner wall of intermediate case and the No. 1 bearing support
(Ref. 72-32). The compartment is sealed
against the high spool shaft and the low
spool shaft with two carbon seals, a
hydraulic seal and one labyrinth seal.

The carbon seal in front of No. 1 bearing
seals the compartment against the low
spool shaft. The hydraulic inter-shaft seal
is used to seal the compartment against 8th
stage compressor bleed air in the annulus
between the high and low rotor shaft.
The combination of a labyrinth seal and a
carbon seal rear of No. 3 bearing seals the
compartment against the high spool shaft.
Pressurizing air from low pressure compressor goes to the space in front of No.1
bearing and the carbon seal.
Pressurizing air to the space rear of No. 3
bearing and between the labyrinth seal and
the carbon seal is supplied through low
compressor air from the 2.5 stage.
Air in the compartment is vented to a
de-oiler to keep proper seal differential
pressure.
Bearing Compartment Cooling and

Sealing
The engine main bearings are contained in
three bearings compartments:
1.The front bearing compartment.
2.The No. 4 bearing compartment.
3.The rear bearing compartment.
Each compartment has seals installed to
prevent oil leakage. The seals are pressurized by air taken from the low pressure
compressor. High Pressure Compressor
air is used to keep the N4 bearing compartment cool.
The front bearing compartment contains
three bearings, No. 1 ball bearing and No.
2 roller bearing for the low spool shaft and
No. 3 ball bearing for the high spool shaft.
The wall of the front bearing compartment
is made up of the inner wall of intermediate case and the No. 1 bearing support
(Ref. 72-32). The compartment is sealed
against the high spool shaft and the low
spool shaft with two carbon seals, a
hydraulic seal and one labyrinth seal.
The carbon seal in front of No. 1 bearing

seals the compartment against the low
spool shaft. The hydraulic inter-shaft seal
is used to seal the compartment against 8th
stage compressor bleed air in the annulus
between the high and low rotor shaft.
The combination of a labyrinth seal and a
carbon seal rear of No. 3 bearing seals the
compartment against the high spool shaft.
Pressurizing air from low pressure compressor goes to the space in front of No.1
bearing and the carbon seal.
Pressurizing air to the space rear of No. 3
bearing and between the labyrinth seal and
the carbon seal is supplied through low
compressor air from the 2.5 stage.
Air in the compartment is vented to a
de-oiler to keep proper seal differential
pressure.
Front Bearing Compartment Sealing
Front Bearing Compartment Sealing
75-24
A319/A320
ENGINE AIR
JUN 97
75-24
JUN 97
UNITED AIRLINES
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A318/
ENGINE AIR
A319/A320 /A321

and Sealing
The No. 4 bearing compartment is cooled
by 12th stage air. An external plumbing
carries this air from a single diffuser case
port through an air cooled air cooler and
back to the diffuser case at three locations.
Internal diffuser case plumbing carries the
cooled air to the No. 4 bearing compartment where it is distributed between the
compartment walls forming a thermal barrier. The air exhausts through holes into
the front and rear annulus formed by the
HP rotor shaft and the bearing compartment.
This air in the annulus flows in two directions. Some air flows past the front and
rear carbon seals into the bearing compartment. The remainder flows into the diffuser case inner cavity. This system
prevents ingestion of hot 12th stage com-

pressor air in the diffuser case inner cavity
from entering the bearing compartment
should a carbon seal fail.
Air Cooled Air Cooler
The No. 4 bearing compartment air cooler
is installed on the turbine casing. Upper
and lower casing sideplates of the air
cooler are strengthened by 5 attached baffles, through which the tubes may move
freely to agree with thermal expansion.
The exchanger is held by its coolant air
duct flanges.
Fan air goes into the No. 4 bearing compartment air cooler and makes a single
pass over the tubes and is then exhausted
from the air cooler. Bleed air from 12th
stage compressor goes through tubes
which are assembled in a two-pass flow
configuration, and then goes into the No 4
bearing compartment cooling air jacket.

and Sealing
The No. 4 bearing compartment is cooled
by 12th stage air. An external plumbing
carries this air from a single diffuser case
port through an air cooled air cooler and
back to the diffuser case at three locations.
Internal diffuser case plumbing carries the
cooled air to the No. 4 bearing compartment where it is distributed between the
compartment walls forming a thermal barrier. The air exhausts through holes into
the front and rear annulus formed by the
HP rotor shaft and the bearing compartment.
This air in the annulus flows in two directions. Some air flows past the front and
rear carbon seals into the bearing compartment. The remainder flows into the diffuser case inner cavity. This system
prevents ingestion of hot 12th stage com-
pressor air in the diffuser case inner cavity

from entering the bearing compartment
should a carbon seal fail.
The No. 4 bearing compartment air cooler
is installed on the turbine casing. Upper
and lower casing sideplates of the air
cooler are strengthened by 5 attached baffles, through which the tubes may move
freely to agree with thermal expansion.
The exchanger is held by its coolant air
duct flanges.
Fan air goes into the No. 4 bearing compartment air cooler and makes a single
pass over the tubes and is then exhausted
from the air cooler. Bleed air from 12th
stage compressor goes through tubes
which are assembled in a two-pass flow
configuration, and then goes into the No. 4
bearing compartment cooling air jacket.
No. 4 Bearing Air Cooling (External Arrangement)
No. 4 Bearing Air Cooling (External Arrangement)
JUN 97
A319/A320
ENGINE AIR
75-25
JUN 97
75-25
UNITED AIRLINES
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A318/A319/A320
ENGINE AIR
/A321

The Nacelle and Accessory Cooling
The nacelle compartment and engine
accessories are air cooled.
The cooling air is taken from the air flowing in and around the nacelle cowls.
There are four cooling systems:
- Fan and core compartments.
- Electronic Engine Control.
- Engine gearbox breather vent.
- Air Cooled Oil Cooler vent.
The nacelle cooling and ventilation systems provide the following functions:
- Sufficient airflow to offset the effects of
engine case heat rejection and engine
flange air leakage, thereby maintaining
an acceptable compartment temperature
level.
- Cooling of temperature critical
components.
- Ventilation of compartment during
engine shutdown.
- Ventilation of combustible fluid vapors
to preclude fire.
Fan and Core Compartments Cooling
Fan case compartment accessories are
cooled by air which enters through a
scoop in the air intake cowl. A duct from
this scoop goes to a Y-shaped outlet duct
on the cowl aft bulkhead. The air comes
out of this duct into the fan compartment.
The air in the fan compartment is vented
overboard through two outlet vents in the
bottom of the fan cowl (one in each fan
cowl door).
75-26
ENGINE AIR
A319/A320

Core compartment ventilation is provided
by fan air through holes in the inner wall
of the "C" ducts. Air circulates through the
core compartment and exits through the
exhaust orifice located in the lower bifurcation of the "C" ducts. This is supplemented by air exhausting from Active
Clearance Control System around the turbine area.
During ground running local pockets of
natural convection provide some ventilation of the fan case zone.
The fan compartment is sealed to keep the
air in. Seals are installed at the following
locations:
- Air intake cowl to fan cowl junction.
- Fan cowl door split line.
- Fan cowl to thrust reverser C-ducts
junction.
- Gearbox breather to right fan cowl
junction.
- EEC inlet duct to right fan cowl
junction.
- ACOC outlet vent to right fan cowl
junction.
The maximum permitted air temperatures
are:
- 230 F (110 C) at the top of the fan
compartment
- 255 F (124 C) at the bottom of the fan
compartment.
- 797 F (425 C) in the core
compartment.
JUN 97
The Nacelle and Accessory Cooling

The nacelle compartment and engine
accessories are air cooled.
The cooling air is taken from the air flowing in and around the nacelle cowls.
There are four cooling systems:
- Fan and core compartments.
- Electronic Engine Control.
- Engine gearbox breather vent.
- Air Cooled Oil Cooler vent.
The nacelle cooling and ventilation systems provide the following functions:
- Sufficient airflow to offset the effects of
engine case heat rejection and engine
flange air leakage, thereby maintaining
an acceptable compartment temperature
level.
- Cooling of temperature critical
components.
- Ventilation of compartment during
engine shutdown.
- Ventilation of combustible fluid vapors
to preclude fire.
Fan and Core Compartments Cooling
Fan case compartment accessories are
cooled by air which enters through a
scoop in the air intake cowl. A duct from
this scoop goes to a Y-shaped outlet duct
on the cowl aft bulkhead. The air comes
out of this duct into the fan compartment.
The air in the fan compartment is vented
overboard through two outlet vents in the
bottom of the fan cowl (one in each fan
cowl door).
75-26
Core compartment ventilation is provided

by fan air through holes in the inner wall
of the "C" ducts. Air circulates through the
core compartment and exits through the
exhaust orifice located in the lower bifurcation of the "C" ducts. This is supplemented by air exhausting from Active
Clearance Control System around the turbine area.
During ground running local pockets of
natural convection provide some ventilation of the fan case zone.
The fan compartment is sealed to keep the
air in. Seals are installed at the following
locations:
- Air intake cowl to fan cowl junction.
- Fan cowl door split line.
- Fan cowl to thrust reverser C-ducts
junction.
- Gearbox breather to right fan cowl
junction.
- EEC inlet duct to right fan cowl
junction.
- ACOC outlet vent to right fan cowl
junction.
The maximum permitted air temperatures
are:
- 230 F (110 C) at the top of the fan
compartment
- 255 F (124 C) at the bottom of the fan
compartment.
- 797 F (425 C) in the core
compartment.
JUN 97
UNITED AIRLINES
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ENGINE AIR
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A319/A320
ENGINE AIR
Fan Case and Core Compartments - Ventilation Paths
Fan Case and Core Compartments - Ventilation Paths
Fan Case Compartment Cooling
Fan Case Compartment Cooling
JUN 97
75-27
JUN 97
75-27
UNITED AIRLINES
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A318/A319/A320
ENGINE AIR
/A321

Electronic Engine Control Cooling
The Electronic Engine Control (EEC) is
cooled with air that comes through the
right hand side fan cowl. Air goes through
a duct fixed relative to the cowl and an
inlet duct on the fan case gives air to the
EEC which is then discharged through an
exhaust duct and the fan cowl.
Some of the air in the anti-icing duct
comes out and goes through the EEC outlet duct. This flow of air pulls the hot air
from the EEC at a rate of between 2.0 lb/
min (0.9 kg/see) and 8.1 lb/min (3.6 kg/
see). The maximum permitted EEC air
temperature is 141 F (61 C).
ENGINE AIR
NOTE: An EEC overtemperature indication is likely to require an EEC

change.
Engine Gearbox Breather Vent System
(1) The engine gearbox breather lets the
gas from the gearbox go overboard from
the nacelle. The gas goes through a
breather duct on the gearbox and then a
duct in the right hand side fan cowl. A seal
is installed at duct junction.
Air Cooled Oil Cooler Vent System
The Air Cooled Oil Cooler (ACOC) is
cooled with air from the fan duct. The hot
air goes overboard from the cooler
through an outlet grille in the right fan
cowl.
Electronic Engine Control Cooling

The Electronic Engine Control (EEC) is
cooled with air that comes through the
right hand side fan cowl. Air goes through
a duct fixed relative to the cowl and an
inlet duct on the fan case gives air to the
EEC which is then discharged through an
exhaust duct and the fan cowl.
Some of the air in the anti-icing duct
comes out and goes through the EEC outlet duct. This flow of air pulls the hot air
from the EEC at a rate of between 2.0 lb/
min (0.9 kg/see) and 8.1 lb/min (3.6 kg/
see). The maximum permitted EEC air
temperature is 141 F (61 C).
NOTE: An EEC overtemperature indication is likely to require an EEC

change.
Engine Gearbox Breather Vent System
(1) The engine gearbox breather lets the
gas from the gearbox go overboard from
the nacelle. The gas goes through a
breather duct on the gearbox and then a
duct in the right hand side fan cowl. A seal
is installed at duct junction.
Air Cooled Oil Cooler Vent System
The Air Cooled Oil Cooler (ACOC) is
cooled with air from the fan duct. The hot
air goes overboard from the cooler
through an outlet grille in the right fan
cowl.
EEC Cooling, Engine Gearbox Breather and ACOC Outlet
EEC Cooling, Engine Gearbox Breather and ACOC Outlet
75-28
A319/A320
JUN 97
75-28
JUN 97
UNITED AIRLINES
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A318/
ENGINE AIR
A319/A320 /A321

IGNITION COOLING SYSTEM
The ignition cooling system uses air from
the fan stream to cool the ignition exciter ,
the lead and igniter plug. Fan air is
directed to each exciter through a flexible
conduit where it enters the exciter cooling
box.

Cooling air passes over the exciter and
exits through a connector cooling jacket
surrounding the ignition lead connector
and enters a flexible conduit which surrounds the lead. Cooling air then flows
around the lead to the igniter plug and
excite through the igniter cooling jacket.
IGNITION COOLING SYSTEM

The ignition cooling system uses air from
the fan stream to cool the ignition exciter ,
the lead and igniter plug. Fan air is
directed to each exciter through a flexible
conduit where it enters the exciter cooling
box.
Cooling air passes over the exciter and

exits through a connector cooling jacket
surrounding the ignition lead connector
and enters a flexible conduit which surrounds the lead. Cooling air then flows
around the lead to the igniter plug and
excite through the igniter cooling jacket.
Ignition System Cooling
Ignition System Cooling

JUN 97
A319/A320
ENGINE AIR
75-29
JUN 97
75-29
UNITED AIRLINES
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A318/A319/A320
ENGINE AIR
/A321

NACELLE TEMPERATURE
INDICATING
A nacelle temperature probe provides
indication of nacelle core zone ventilation
air exit temperature. It indicates over temperature resulting from loose or broken air
ducts or from loose flanges, worn VSV
bushings etc. In order to allow early maintenance corrective action.

The nacelle temperature indicating system
is composed of a probe and an indicator on
ECAM. The nacelle temperature probe
has a measurement range of -54 C to
330 C (-65.2 F to 626 F).
The signal is fed to the EIU which transforms the analog information into digital
form. Then the EIU transmits the data to
the ECAM system. When the value
reaches 320 C the indication is displayed
and flashes (green advisory). Below 320
C the nacelle temperature indication is not
displayed.
NACELLE TEMPERATURE
INDICATING
A nacelle temperature probe provides
indication of nacelle core zone ventilation
air exit temperature. It indicates over temperature resulting from loose or broken air
ducts or from loose flanges, worn VSV
bushings etc. In order to allow early maintenance corrective action.
The nacelle temperature indicating system

is composed of a probe and an indicator on
ECAM. The nacelle temperature probe
has a measurement range of -54 C to
330 C (-65.2 F to 626 F).
form. Then the EIU transmits the data to
the ECAM system. When the value
reaches 320 C the indication is displayed
and flashes (green advisory). Below 320
C the nacelle temperature indication is not
displayed.
75-30
A319/A320
ENGINE AIR
JUN 97
75-30
JUN 97
UNITED AIRLINES
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ENGINE AIR
A319/A320 /A321
A319/A320
ENGINE AIR
NACELLE TEMPERATURE INDICATING

NACELLE TEMPERATURE INDICATING

ENGINE
ENGINE
F. USED
LBS
1530
25
VIB
1560
OIL
25
15.5
(N1)
0.8
0.9
VIB
(N2)
1.2
QT
0
F. USED
LBS
1530
25
1560
OIL
25
QT
1.3
15.5
15.5
300
CLOG
152
146
CLOG
325
152
325
120
(N2)
1.2
1.3
CLOG
CLOG
146
F. FILTER
CLOG
CLOG
120
NAC
C
120
Nacelle Temperature
- At 320C the indication is displayed and
flashes (Green Advisory)
- Below 320C Nacelle temperature and the
acronym (NAC) are not displayed.
Nacelle Temperature
- At 320C the indication is displayed and
flashes (Green Advisory)
- Below 320C Nacelle temperature and the
acronym (NAC) are not displayed.
JUN 97
300
115
120
NAC
C
VIB
115
0.9
PSI
F. FILTER
CLOG
0.8
OIL FILTER
300
CLOG
PSI
0
(N1)
15.5
OIL FILTER
300
VIB
75-31
JUN 97
75-31
UNITED AIRLINES
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ENGINE AIR
/A321
COMPONENT LOCATIONS
ENGINE AIR
COMPONENT LOCATIONS
Low Pressure Compressor Bleed Master and Slave Actuators
75-32
A319/A320
Low Pressure Compressor Bleed Master and Slave Actuators

JUN 97
75-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
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ENGINE AIR
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Variable Stator Vane Actuator
Variable Stator Vane Actuator

JUN 97
A319/A320
ENGINE AIR
75-33
JUN 97
75-33
UNITED AIRLINES
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A318/A319/A320
ENGINE AIR
/A321
COMPONENT LOCATIONS
ENGINE AIR
COMPONENT LOCATIONS
Bleed Valve Locations
75-34
A319/A320
Bleed Valve Locations
JUN 97
75-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE AIR
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE AIR
COMPONENT LOCATIONS
Air Solenoid Valve

JUN 97
A319/A320
Air Solenoid Valve

75-35
JUN 97
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COMPONENT LOCATIONS
COMPONENT LOCATIONS
Make-up Air System Components
Make-up Air System Components
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ENGINE AIR
JUN 97
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COMPONENT LOCATIONS
COMPONENT LOCATIONS
LP/HP Turbine ACC - Valve and Actuator
LP/HP Turbine ACC - Valve and Actuator

JUN 97
A319/A320
ENGINE AIR
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COMPONENT LOCATIONS
ENGINE AIR
COMPONENT LOCATIONS
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ENGINE AIR
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COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
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ENGINE AIR

75-39
JUN 97
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ENGINE CONTROLS
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TABLE OF CONTENTS
TABLE OF CONTENTS

ENGINE CONTROLS GENERAL ..........................................................1
POWER CONTROL ..................................................................................4
EPR Mode .............................................................................................4
N1 Reversion Mode ..............................................................................4
THROTTLE CONTROL ...........................................................................6
Throttle Control Lever ..........................................................................6
Throttle Control Artificial Feel Unit .....................................................7
Throttle Control Unit ............................................................................7
Electrical Harness .................................................................................7
ENGINE MASTER CONTROL ...............................................................12
HP Fuel Shut Off Valve Control ...........................................................12
LP Fuel Shut Off Valve Control ...........................................................13
Engine LP Fuel Shut Off Valve Control ...............................................13
THRUST CONTROL SYSTEM ...............................................................14
ENGINE START AND IGNITION PANEL ............................................15
ENGINE N1 MODE SWITCHES .............................................................16
COMPONENT LOCATION
Engine Controls ............................................................................................17

ENGINE CONTROLS GENERAL .......................................................... 1
POWER CONTROL .................................................................................. 4
EPR Mode ............................................................................................. 4
N1 Reversion Mode .............................................................................. 4
THROTTLE CONTROL .......................................................................... 6
Throttle Control Lever .......................................................................... 6
Throttle Control Artificial Feel Unit .................................................... 7
Throttle Control Unit ............................................................................ 7
Electrical Harness ................................................................................. 7
ENGINE MASTER CONTROL ............................................................... 12
HP Fuel Shut Off Valve Control .......................................................... 12
LP Fuel Shut Off Valve Control ........................................................... 13
Engine LP Fuel Shut Off Valve Control .............................................. 13
THRUST CONTROL SYSTEM ............................................................... 14
ENGINE N1 MODE SWITCHES ............................................................. 16
COMPONENT LOCATION
Engine Controls ............................................................................................ 17
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76-i
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ENGINE CONTROLS GENERAL
The engine control system consists of:
- the throttle control,
- the HP fuel shut off valve control,
- the LP fuel shut off valve control.
The throttle control system is fully electrical. The throttle control lever drives several position detectors. The position
detectors are located under the flight deck
center pedestal. Two resolvers are dedicated to the FADEC system. Each channel
of the Electronic Engine Control receives
the position signal from one resolver in the
analog form.
The MASTER control switch interfaces
with the HP fuel shut off valve and the
Engine Interface Unit (EIU).
JUN 97
ENGINE CONTROLS
A319/A320

It directly controls the closure of the fuel
shut off valve when it energizes the valve
solenoid.
In parallel an analog signal informs the
EIU of the position of the MASTER control switch. The EIU transmits then the
information to the EEC in digital form.
The EEC uses this information in addition
to the ENG/MODE selector switch position and manual start push-button switch
to control the starting sequence.
The LP fuel shut off valve is electrically
controlled either by the ENG/MASTER
control switch on the ENG panel or by the
ENG FIRE push-button switch on the
overhead panel.
76-1
ENGINE CONTROLS GENERAL

The engine control system consists of:
- the throttle control,
- the HP fuel shut off valve control,
- the LP fuel shut off valve control.
The throttle control system is fully electrical. The throttle control lever drives several position detectors. The position
detectors are located under the flight deck
center pedestal. Two resolvers are dedicated to the FADEC system. Each channel
of the Electronic Engine Control receives
the position signal from one resolver in the
analog form.
The MASTER control switch interfaces
with the HP fuel shut off valve and the
Engine Interface Unit (EIU).
JUN 97
It directly controls the closure of the fuel

shut off valve when it energizes the valve
solenoid.
In parallel an analog signal informs the
EIU of the position of the MASTER control switch. The EIU transmits then the
information to the EEC in digital form.
The EEC uses this information in addition
to the ENG/MODE selector switch position and manual start push-button switch
to control the starting sequence.
The LP fuel shut off valve is electrically
controlled either by the ENG/MASTER
control switch on the ENG panel or by the
ENG FIRE push-button switch on the
overhead panel.
76-1
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Throttle Control System
76-2
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ENGINE CONTROLS
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Engine Master Control Switches
Engine Master Control Switches

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ENGINE CONTROLS
76-3
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POWER CONTROL
EPR Mode
In the manual thrust setting mode (the
autothrust function is not active), the
throttle control lever in the flight deck
center pedestal controls the actual engine
thrust setting and the selection of the
thrust limit mode. The EEC receives the
throttle lever angle, computes the engine
thrust limit parameter, and adjusts the
actual engine thrust parameter (EPR)
accordingly.
In the automatic thrust setting mode (the
autothrust function is active), the throttle
control lever controls the limitation of the
actual thrust and the selection of the thrust
limit mode. If the thrust lever is in a
detent, the thrust limit corresponds to the
detent. An exception to this is if the thrust
lever is in the 0 (idle) detent; the thrust
limit is climb. If the thrust lever is not in a
next higher detent.
76-4
ENGINE CONTROLS
A319/A320

The FMGC computes the target thrust
parameter and sends it to the EEC. The
EEC adjusts the actual engine thrust
parameter according to the FMGC computed value. The upper limit value of the
target thrust parameter is the actual position of the throttle control lever (or next
higher detent if the throttle lever is not in a
detent). The lower limit value is idle
thrust.
When the alpha floor protection is activated, the throttle control lever represents
the lower limit of the autothrust demand.
The upper limit of autothrust demand is
full thrust (TO/GA thrust).
N1 Reversion Mode
When the N1 reversion mode is selected,
the automatic thrust setting mode (autothrust active) cannot be activated.
The throttle control lever in the flight deck
center pedestal controls the actual thrust
setting. The EEC receives the throttle
lever angle and adjusts the actual engine
thrust parameter (N1) according to ambient conditions.
The N1 reversion mode (1 or 2) is selected
with a push-button switch located on the
overhead panel.
JUN 97
POWER CONTROL
EPR Mode
In the manual thrust setting mode (the
autothrust function is not active), the
throttle control lever in the flight deck
center pedestal controls the actual engine
thrust setting and the selection of the
thrust limit mode. The EEC receives the
throttle lever angle, computes the engine
thrust limit parameter, and adjusts the
actual engine thrust parameter (EPR)
accordingly.
In the automatic thrust setting mode (the
autothrust function is active), the throttle
control lever controls the limitation of the
actual thrust and the selection of the thrust
limit mode. If the thrust lever is in a
detent. An exception to this is if the thrust
lever is in the 0 (idle) detent; the thrust
limit is climb. If the thrust lever is not in a
next higher detent.
76-4
The FMGC computes the target thrust

parameter and sends it to the EEC. The
EEC adjusts the actual engine thrust
parameter according to the FMGC computed value. The upper limit value of the
target thrust parameter is the actual position of the throttle control lever (or next
higher detent if the throttle lever is not in a
detent). The lower limit value is idle
thrust.
When the alpha floor protection is activated, the throttle control lever represents
the lower limit of the autothrust demand.
The upper limit of autothrust demand is
full thrust (TO/GA thrust).
N1 Reversion Mode
When the N1 reversion mode is selected,
the automatic thrust setting mode (autothrust active) cannot be activated.
The throttle control lever in the flight deck
center pedestal controls the actual thrust
setting. The EEC receives the throttle
lever angle and adjusts the actual engine
thrust parameter (N1) according to ambient conditions.
The N1 reversion mode (1 or 2) is selected
with a push-button switch located on the
overhead panel.
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Thrust Setting Modes - Block Diagram

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Thrust Setting Modes - Block Diagram

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THROTTLE CONTROL
The throttle control system consist of:
- the throttle control lever,
- the throttle control artificial feel unit,
- the throttle control unit,
- the electrical harness.
In addition each throttle control lever is
fitted with an instinctive disconnect pushbutton switch. This push-button switch is
used for the deactivation and disengagement of the autothrust function.
The design of the throttle control is based
upon a fixed throttle concept. This means
that the throttle control levers are not
motorized.
NOTE: The throttle levers do not move
when the autothrottle system is in use.
Throttle Control Lever
The throttle control handle comprises:
- a throttle control lever which
incorporates stop devices,
- a graduated fixed sector,
- an autothrust instinctive disconnect
push-button switch,
- a reverse latching lever.
NOTE: Depressing the instinctive disconnect push-button switch for more
than 15 seconds causes an A/THR disconnect and requires an FMGC reset
for recovery.
The throttle control lever moves over a
range of 65; from -20 TLA (Throttle
Lever Angle) full reverser throttle stop to
45 TLA forward throttle stop.
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ENGINE CONTROLS
A319/A320

An intermediate mechanical stop is fitted
at 0 TLA. This stop is overridden when
the reverse latching lever is pulled up for
the selection of the reverse power. This
idle stop is reset as soon as the lever is
selected back to the forward thrust area.
In the forward thrust area, there are two
detent points which are the MAX CLIMB
detent point set at 25 TLA and the MAX
CONTINUOUS/FLEX
TAKE
OFF
(FLEX/MCT) detent point set at 35 TLA.
In the reverse thrust throttle range, there is
one detent point set at -6 TLA.
This corresponds to the selection of the
thrust reverser command and the reverse
idle setting. From -20 TLA to 0 TLA.
the autothrust function cannot be activated.
In the middle throttle range (0 to 35
TLA), the autothrust function can be
active if engaged. This range corresponds
to the selection of MAX CLIMB or MAX
CONTINUOUS/FLEX TAKE OFF thrust
limit mode.
If the autothrust is not engaged, the engine
control is manual. In the upper power
range (35 to 45 TLA), the autothrust
function cannot be activated (except in
alpha floor condition).
The range over 35 TLA corresponds to
the selection of MAX TAKE OFF/GO
AROUND (TO/GA) mode.
JUN 97
THROTTLE CONTROL
The throttle control system consist of:
- the throttle control lever,
- the throttle control artificial feel unit,
- the throttle control unit,
- the electrical harness.
In addition each throttle control lever is
fitted with an instinctive disconnect pushbutton switch. This push-button switch is
used for the deactivation and disengagement of the autothrust function.
The design of the throttle control is based
upon a fixed throttle concept. This means
that the throttle control levers are not
motorized.
NOTE: The throttle levers do not move
when the autothrottle system is in use.
Throttle Control Lever
The throttle control handle comprises:
- a throttle control lever which
incorporates stop devices,
- a graduated fixed sector,
- an autothrust instinctive disconnect
push-button switch,
- a reverse latching lever.
NOTE: Depressing the instinctive disconnect push-button switch for more
than 15 seconds causes an A/THR disconnect and requires an FMGC reset
for recovery.
The throttle control lever moves over a
range of 65; from -20 TLA (Throttle
Lever Angle) full reverser throttle stop to
45 TLA forward throttle stop.
76-6
An intermediate mechanical stop is fitted

at 0 TLA. This stop is overridden when
the reverse latching lever is pulled up for
the selection of the reverse power. This
idle stop is reset as soon as the lever is
selected back to the forward thrust area.
In the forward thrust area, there are two
detent points which are the MAX CLIMB
detent point set at 25 TLA and the MAX
CONTINUOUS/FLEX
TAKE
OFF
(FLEX/MCT) detent point set at 35 TLA.
In the reverse thrust throttle range, there is
one detent point set at -6 TLA.
This corresponds to the selection of the
thrust reverser command and the reverse
idle setting. From -20 TLA to 0 TLA.
the autothrust function cannot be activated.
In the middle throttle range (0 to 35
TLA), the autothrust function can be
active if engaged. This range corresponds
to the selection of MAX CLIMB or MAX
CONTINUOUS/FLEX TAKE OFF thrust
limit mode.
If the autothrust is not engaged, the engine
control is manual. In the upper power
range (35 to 45 TLA), the autothrust
function cannot be activated (except in
alpha floor condition).
The range over 35 TLA corresponds to
the selection of MAX TAKE OFF/GO
AROUND (TO/GA) mode.
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Throttle Control Artificial Feel Unit
The throttle control artificial feel unit is
located below the flight deck center pedestal. This artificial feel unit is connected to
engine throttle control levers and to the
engine throttle control units by means of
rods. The artificial feel unit is a friction
system which provides a load feedback to
the throttle control lever.
This artificial feel unit comprises two
symmetrical casings, one left and one
right. Each casing contains an identical
and independent mechanism.
Each mechanism is composed of:
- a friction brake assembly,
- a gear assembly,
- a lever assembly
- a bellcrank assembly.
Throttle lever travel is transmitted to the to
the artificial feel unit and to the throttle
control unit. The linear movement of the
throttle levers is transformed about the
friction brake assembly shaft equipped
with a disk which has 4 detent notches.
Each notch corresponds to a throttle lever
setting and is felt as a friction point at the
throttle levers.
Throttle Control Unit
A mechanical rod transmits the throttle
control lever movement. It connects the
throttle control artificial feel unit to the
input lever of the throttle control unit.
JUN 97
ENGINE CONTROLS
A319/A320

The throttle control unit comprises:
- an input lever,
- mechanical stops which limit the angular
range,
- 2 resolvers whose signals are dedicated
to the EEC (one resolver per channel of
the EEC),
- 6 potentiometers fitted 3 by 3, their
signals are used by the flight control
system,
- a device which drives the resolver and
the potentiometer,
- a pin device for rigging the resolvers and
potentiometers
- a safety device which leads the resolvers
outside the normal operating range in
case of failure of the driving device
- two output electrical connectors.
Each resolver is dedicated to one channel
of the EEC and receives its electrical excitation from the EEC. The EEC considers
a throttle resolver angle value of less than
-41.0 TRA or greater than 88.0 TRA as
resolver position signal failure.
The EEC incorporates a resolver fault
accommodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver position
signal.
Electrical Harness
There is one independent electrical harness dedicated to each TLA signal with its
associated output connector.
The electrical harness is a triplex twisted
shielded pair of wires for position and one
pair for excitation.
76-7
Throttle Control Artificial Feel Unit

The throttle control artificial feel unit is
located below the flight deck center pedestal. This artificial feel unit is connected to
engine throttle control levers and to the
engine throttle control units by means of
rods. The artificial feel unit is a friction
system which provides a load feedback to
the throttle control lever.
This artificial feel unit comprises two
symmetrical casings, one left and one
right. Each casing contains an identical
and independent mechanism.
- a friction brake assembly,
- a gear assembly,
- a lever assembly
- a bellcrank assembly.
Throttle lever travel is transmitted to the to
the artificial feel unit and to the throttle
control unit. The linear movement of the
throttle levers is transformed about the
friction brake assembly shaft equipped
with a disk which has 4 detent notches.
Each notch corresponds to a throttle lever
setting and is felt as a friction point at the
throttle levers.
Throttle Control Unit
A mechanical rod transmits the throttle
control lever movement. It connects the
throttle control artificial feel unit to the
input lever of the throttle control unit.
JUN 97
The throttle control unit comprises:

- an input lever,
- mechanical stops which limit the angular
range,
- 2 resolvers whose signals are dedicated
to the EEC (one resolver per channel of
the EEC),
- 6 potentiometers fitted 3 by 3, their
signals are used by the flight control
system,
- a device which drives the resolver and
the potentiometer,
- a pin device for rigging the resolvers and
potentiometers
- a safety device which leads the resolvers
outside the normal operating range in
case of failure of the driving device
- two output electrical connectors.
Each resolver is dedicated to one channel
of the EEC and receives its electrical excitation from the EEC. The EEC considers
a throttle resolver angle value of less than
-41.0 TRA or greater than 88.0 TRA as
resolver position signal failure.
The EEC incorporates a resolver fault
accommodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver position
signal.
Electrical Harness
There is one independent electrical harness dedicated to each TLA signal with its
associated output connector.
The electrical harness is a triplex twisted
shielded pair of wires for position and one
pair for excitation.
76-7
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Throttle Control Mechanical Parts
Throttle Control Mechanical Parts
76-8
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ENGINE CONTROLS
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76-8
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Acquisition of the Autothrust Instinctive Signal by FADEC

JUN 97
A319/A320
Acquisition of the Autothrust Instinctive Signal by FADEC

76-9
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76-9
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Throttle Lever Angle Harness

JUN 97
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Throttle Lever Angle Harness

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JUN 97
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ENGINE MASTER CONTROL
HP Fuel Shut Off Valve Control
The HP fuel shut off valve (SOV) control
is fully electrical. It is controlled from the
center pedestal in the flight deck center
pedestal by means of the MASTER control switch on the 115VU ENG panel.
NOTE: The HP fuel SOV is also called
the Pressure Raising and Shut Off
Valve (PRSOV) and is located within
the fuel metering unit.
Opening of the HP fuel SOV is controlled
by the EEC. The EEC receives the commands from the MASTER control switch
(ON) and ignition selector switch.
Closure of the HP fuel SOV is controlled
directly from the MASTER control switch
(OFF).
The aircraft provides 28 VDC power to
the EEC for operation of the engine HP
fuel SOV latching torque motor. Two
coils of the latching torque motor are
operated by the EEC (1 per channel).
A319/A320

Each coil provides the ON and OFF function depending upon the current polarity
sent from the EEC. One additional coil is
controlled by the hardwired fuel-off input
from the flight deck.
The ECC unit receives a feedback position
signal from the HP fuel shut off valve
indicating whether the valve is in the
closed or open position. The EEC also
generates a disagree signal for flight deck
indication.
NOTE: In case of loss of aircraft power
supply, the HP fuel valve remains in the
same position as before the failure.
A spurious EEC unit signal cannot open
the fuel valve when commanded off by the
MASTER lever. When the HP fuel shut
off valve is selected open a spurious transient voltage on the off coil will not cause
closure of the HP fuel valve.
The flight deck commanded off coil has
priority over EEC commanded coils.
The connector for the fuel shutoff solenoid
is located on the fuel metering unit.
Engine Pressure Raising and Shut Off Valve (PRSOV) Control and Monitoring
76-12
ENGINE CONTROLS
JUN 97
ENGINE MASTER CONTROL

The HP fuel shut off valve (SOV) control
is fully electrical. It is controlled from the
center pedestal in the flight deck center
NOTE: The HP fuel SOV is also called
the Pressure Raising and Shut Off
Valve (PRSOV) and is located within
the fuel metering unit.
Opening of the HP fuel SOV is controlled
by the EEC. The EEC receives the commands from the MASTER control switch
(ON) and ignition selector switch.
Closure of the HP fuel SOV is controlled
directly from the MASTER control switch
(OFF).
The aircraft provides 28 VDC power to
the EEC for operation of the engine HP
fuel SOV latching torque motor. Two
coils of the latching torque motor are
operated by the EEC (1 per channel).
Each coil provides the ON and OFF function depending upon the current polarity
sent from the EEC. One additional coil is
controlled by the hardwired fuel-off input
from the flight deck.
The ECC unit receives a feedback position
signal from the HP fuel shut off valve
indicating whether the valve is in the
closed or open position. The EEC also
generates a disagree signal for flight deck
indication.
NOTE: In case of loss of aircraft power
supply, the HP fuel valve remains in the
same position as before the failure.
A spurious EEC unit signal cannot open
the fuel valve when commanded off by the
MASTER lever. When the HP fuel shut
off valve is selected open a spurious transient voltage on the off coil will not cause
closure of the HP fuel valve.
The flight deck commanded off coil has
priority over EEC commanded coils.
The connector for the fuel shutoff solenoid
is located on the fuel metering unit.
Engine Pressure Raising and Shut Off Valve (PRSOV) Control and Monitoring
76-12
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LP Fuel Shut Off Valve Control
The function of the LP fuel shut off valve
is to control the fuel supply at the engine
to pylon interface. The valve is located on
the engine fuel supply system in the wing
leading edge.

The LP fuel shut off valve is controlled
from the flight deck overhead panel 20VU
by means of the ENG FIRE push-button
switch and from the flight deck center

The function of the LP fuel shut off valve
is to control the fuel supply at the engine
to pylon interface. The valve is located on
the engine fuel supply system in the wing
leading edge.
The LP fuel shut off valve is controlled

from the flight deck overhead panel 20VU
by means of the ENG FIRE push-button
switch and from the flight deck center
Engine LP Fuel Shut Off Valve Control
Engine LP Fuel Shut Off Valve Control

JUN 97
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ENGINE CONTROLS
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THRUST CONTROL SYSTEM

THRUST CONTROL SYSTEM

TO
TO
TO
TO
GA
GA
GA
GA
FLX
MCT
FLX
MCT
FLX
MCT
FLX
MCT
CL
CL
CL
Reverse Levers
Select reverse thrust by overriding the
stop fitted at the forward idle position. The stop is reset when the throttle is selected back to forward thrust.
A319/A320
ENGINE CONTROLS
A
/
T
H
R
45
40
35
30
25
A
/
T
H
R
20
Reverse Levers
Select reverse thrust by overriding the
stop fitted at the forward idle position. The stop is reset when the throttle is selected back to forward thrust.
A
/
T
H
R
When the idle stop is cleared by pulling the reverse levers up, reverse idle
is selected.
FULL
5
0
30
25
A
/
T
H
R
10
R
E
V
FULL
Autothrottle Disconnect Switches

system.
Throttles
Transmit signals to FADEC, which
computes and displays the thrust rating limit and EPR. They can only be
moved manually over a sector
divided into 4 operating segments.
There are 5 positions defined by
detents or stops.
When the idle stop is cleared by pulling the reverse levers up, reverse idle
is selected.
JUN 97
R
E
V
FULL
5
0
R
E
V
FULL
Autothrottle Disconnect Switches

system.
NOTE: If the disconnect switch is pushed
for more than 15 seconds, the A/THR system is permanently disconnected for the
remainder of the flight. All A/THR functions including alpha floor are lost, and
FMGC power-up.
NOTE: If the disconnect switch is pushed

for more than 15 seconds, the A/THR system is permanently disconnected for the
remainder of the flight. All A/THR functions including alpha floor are lost, and
FMGC power-up.
76-14
35
15
10
Throttles
Transmit signals to FADEC, which
computes and displays the thrust rating limit and EPR. They can only be
moved manually over a sector
divided into 4 operating segments.
There are 5 positions defined by
detents or stops.
40
CL
20
15
R
E
V
45
76-14
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ENGINE CONTROLS
ENGINE START AND IGNITION PANEL

ENGINE START AND IGNITION PANEL

ENG 1 (2) MASTER Switch
ENG 1 (2) MASTER Switch
ON - LP fuel valve opens, provided the ENG FIRE switch

is in. During an automatic start, the HP fuel valve opens
after 50 seconds of cranking, provided the ENG MODE
selector is at IGN/START. During a manual start, the HP
fuel valve opens, provided the ENG MODE selector is at
IGN/START and the ENG MAN START switch is ON.
ON - LP fuel valve opens, provided the ENG FIRE switch

is in. During an automatic start, the HP fuel valve opens
after 50 seconds of cranking, provided the ENG MODE
selector is at IGN/START. During a manual start, the HP
fuel valve opens, provided the ENG MODE selector is at
IGN/START and the ENG MAN START switch is ON.
OFF - Closes the HP and LP fuel valves. Resets both

channels of the FADEC.
OFF - Closes the HP and LP fuel valves. Resets both

channels of the FADEC.
MASTER 1
ENG
MASTER 1
MASTER 2
ON
OFF
CRANK
MODE
NORM
ENG
2
MASTER 2
ON
ON
ENG
1
ENG
ON
OFF
OFF
ENG
1
IGN/
START
CRANK
MODE
NORM
ENG
2
OFF
IGN/
START
FIRE
FIRE
FIRE
FIRE
FAULT
FAULT
FAULT
FAULT
FAULT Light
Illuminates amber in the event of a disagreement between the HP fuel valve
position and FADEC channel A and B.
FAULT Light
Illuminates amber in the event of a disagreement between the HP fuel valve
position and FADEC channel A and B.
JUN 97
76-15
JUN 97
76-15
UNITED AIRLINES
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A318/A319/A320
ENGINE CONTROLS
/A321
A319/A320
ENGINE CONTROLS
ENGINE N1 MODE SWITCHES

ENGINE N1 MODE SWITCHES

ENG
ENG
MAN START
MAN START
N1 MODE
N1 MODE
ON
ON
ON
ON
ON
ON
ON
ON
ON - Thrust control reverts from the normal (EPR) control mode to the alternate
(N1) control mode. When an automatic
reversion to the N1 rated or unrated mode
occurs, selecting the switch confirms the
mode. The ON light illuminates blue.
ON - Thrust control reverts from the normal (EPR) control mode to the alternate
(N1) control mode. When an automatic
reversion to the N1 rated or unrated mode
occurs, selecting the switch confirms the
mode. The ON light illuminates blue.
Off - The normal (EPR) control mode is

selected, if available.
Off - The normal (EPR) control mode is

selected, if available.
76-16
JUN 97
76-16
JUN 97
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A318/
ENGINE CONTROLS
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE CONTROLS
COMPONENT LOCATIONS
Engine Controls
Engine Controls
JUN 97
A319/A320
76-17
JUN 97
76-17
UNITED AIRLINES
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A318/
ENGINE INDICATING
A319/A320 /A321
ENGINE INDICATING
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

ENGINE INDICATING GENERAL.........................................................1
ENGINE POWER MANAGEMENT INDICATING .............................2
N1 Indicating System ............................................................................2
N2 Indicating System.............................................................................4
EPR (Engine Pressure Ratio) Indicating System ...................................6
EXHAUST GAS TEMPERATURE INDICATING.................................8
ENGINE ANALYZER (VIBRATION) .....................................................10
Engine Vibration Transducer.................................................................10
Engine Vibration Monitoring Unit (EVMU) ........................................10
EVMU Functions ...................................................................................11
EVMU Interfaces ...................................................................................14
EVMU ARINC Output Data Bus .........................................................16
PRIMARY ENGINE INDICATIONS .......................................................17
SECONDARY ENGINE INDICATIONS ................................................20
CFDS - EVMU System Report Test...........................................................21
CFDS - Access to Exceedance Figures Through DMC ...........................31
COMPONENT LOCATION
Fan Speed (N1) Indication System Configuration ........................................34
Fan Speed and Trim Balance Sensors ..........................................................36
N2 Speed Sensor (Dedicated Alternator) .....................................................37
P2/T2 Sensor .................................................................................................38
P4.9 Sensor ...................................................................................................39
EGT Thermocouples .....................................................................................40
Thermocouple Probe Assembly ....................................................................41
EGT Thermocouple Wiring Harness ............................................................42
Junction Box Assembly ................................................................................43
EGT Junction Box ........................................................................................44
Vibration Transducer and Cable Assembly ..................................................45
EVMU in Aft Avionics Compartment ..........................................................46

ENGINE INDICATING GENERAL......................................................... 1
ENGINE POWER MANAGEMENT INDICATING ............................. 2
N1 Indicating System ........................................................................... 2
N2 Indicating System ............................................................................ 4
EPR (Engine Pressure Ratio) Indicating System................................... 6
EXHAUST GAS TEMPERATURE INDICATING ................................ 8
ENGINE ANALYZER (VIBRATION) ..................................................... 10
Engine Vibration Transducer................................................................. 10
Engine Vibration Monitoring Unit (EVMU) ........................................ 10
EVMU Functions................................................................................... 11
EVMU Interfaces................................................................................... 14
EVMU ARINC Output Data Bus ......................................................... 16
PRIMARY ENGINE INDICATIONS....................................................... 17
SECONDARY ENGINE INDICATIONS ................................................ 20
CFDS - EVMU System Report Test .......................................................... 21
CFDS - Access to Exceedance Figures Through DMC ........................... 31
COMPONENT LOCATION
Fan Speed (N1) Indication System Configuration ....................................... 34
Fan Speed and Trim Balance Sensors .......................................................... 36
N2 Speed Sensor (Dedicated Alternator) ..................................................... 37
P2/T2 Sensor ................................................................................................ 38
P4.9 Sensor ................................................................................................... 39
EGT Thermocouples .................................................................................... 40
Thermocouple Probe Assembly ................................................................... 41
EGT Thermocouple Wiring Harness ............................................................ 42
Junction Box Assembly ................................................................................ 43
EGT Junction Box ........................................................................................ 44
Vibration Transducer and Cable Assembly .................................................. 45
EVMU in Aft Avionics Compartment ......................................................... 46
JUN 97
JUN 97
77-i
77-i
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321

ENGINE INDICATING GENERAL
Engine power management indicating is
performed by means of the ECAM system
(upper and lower display units) and the
warning and caution systems.
Engine monitoring is carried out by means
of the EEC, the ECAM system, and the
vibration monitoring system which has a
display on ECAM.
This chapter covers the main engine management parameters (N1, N2, EPR limit,
EPR throttle, EPR max, EPR ref, EGT,
and the VIB indication.
The other engine parameters are described
in the following chapters:
- 73 for fuel flow and fuel filter clogging,
- 79 for oil parameters,
- 75 for nacelle temperature,
- 78 for thrust reverser indicating.
JUN 97
ENGINE INDICATING
A319/A320

The AIDS system (ref. chapter 31)
receives the engine monitoring parameters
through FADEC (ref. chapter 73).
The upper ECAM Display Unit shows the
following parameters:
- N1,
- EPR limit,
- EPR throttle,
- EPR max,
- EPR ref,
- EGT,
- N2.
- EGT
The lower ECAM Display Unit shows the
VIB indication which is normally green. If
the advisory level is reached, the indication flashes (0.6 seconds bright and 0.3
seconds normal).
77-1
ENGINE INDICATING GENERAL

Engine power management indicating is
performed by means of the ECAM system
(upper and lower display units) and the
warning and caution systems.
Engine monitoring is carried out by means
of the EEC, the ECAM system, and the
vibration monitoring system which has a
display on ECAM.
This chapter covers the main engine management parameters (N1, N2, EPR limit,
EPR throttle, EPR max, EPR ref, EGT,
and the VIB indication.
The other engine parameters are described
in the following chapters:
- 73 for fuel flow and fuel filter clogging,
- 79 for oil parameters,
- 75 for nacelle temperature,
- 78 for thrust reverser indicating.
JUN 97
The AIDS system (ref. chapter 31)

receives the engine monitoring parameters
through FADEC (ref. chapter 73).
The upper ECAM Display Unit shows the
following parameters:
- N1,
- EPR limit,
- EPR throttle,
- EPR max,
- EPR ref,
- EGT,
- N2.
- EGT
The lower ECAM Display Unit shows the
VIB indication which is normally green. If
the advisory level is reached, the indication flashes (0.6 seconds bright and 0.3
seconds normal).
77-1
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ENGINE INDICATING
/A321

ENGINE POWER MANAGEMENT
INDICATING
This section deals with the N1, N2 and
EPR indications.
N1 Indicating System
The measurement channel for the low
pressure rotor speed is designed as follows. The speed sensor on the engine
sends a signal to the EEC and the EEC
uses this signal in engine control computation. The EEC also transmits the signal to
ECAM through the ARINC 429 data bus.
The fan speed (N1) indicating system has
4 sensors. Two of them are used to provide EEC channels A and B with N1 rotational speed signals. A third sensor acts as
a spare for either EEC channel (but not for
the trim balance sensor). It can be actuated
by a changeover connector at a junction
box mounted on the fan case. The fourth
sensor is the trim balance sensor which
provides the Engine Vibration Monitoring
Unit with N1 analog signals.
The 3 N1 speed sensors and the single N1
trim balance sensor are installed on the
front brackets attached to the No. 2 bearing support in the front bearing compartment. They are installed in line with an
LP compressor phonic wheel which is
attached to the LP stub shaft.
Both the fan speed sensors (3) and the trim
balance sensor (1) have an identical body
shape, but the distance between the contact pads (mounting holes) is different
(trim balance sensor has a greater distance). This prevents the sensors from
being installed the wrong way.
77-2
ENGINE INDICATING
A319/A320

The N1 electrical harness tube goes
through the inner strut of the No. 3 strut of
the intermediate structure and to the terminal block. The electrical leads from each
sensor go through the N1 tube and connect
to the terminal block.
The terminal block is connected by the
engine electrical harness to an interface
connector located on the bifurcation panel.
From the interface connector, the fan
speed wiring is connected to the EEC via a
changeover connector mounted on the fan
case.
The fan speed and trim balance sensors are
of the variable reluctance type; magnetic
discontinuity is caused by the phonic
wheel. For the fan speed sensors, one turn
of the LP shaft causes the 60 teeth on the
phonic wheel to go through its sensors
once. For the trim balance sensor, this
causes one slot in the phonic wheel to go
through its sensor one time.
Operation of the 3 N1 speed sensors is as
follows. Each sensor consists of a permanent magnet, 2 poles pieces, and a sensor
coil assembly. The flux change caused in
the magnetic circuit causes a voltage into
the coil, and a pulse is given at the output
terminal (contact pads which double as the
2 mounting holes). The pulse frequency
provides N1 RPM.
JUN 97
ENGINE POWER MANAGEMENT

INDICATING
This section deals with the N1, N2 and
EPR indications.
The measurement channel for the low
pressure rotor speed is designed as follows. The speed sensor on the engine
sends a signal to the EEC and the EEC
uses this signal in engine control computation. The EEC also transmits the signal to
ECAM through the ARINC 429 data bus.
The fan speed (N1) indicating system has
4 sensors. Two of them are used to provide EEC channels A and B with N1 rotational speed signals. A third sensor acts as
a spare for either EEC channel (but not for
the trim balance sensor). It can be actuated
by a changeover connector at a junction
box mounted on the fan case. The fourth
sensor is the trim balance sensor which
provides the Engine Vibration Monitoring
Unit with N1 analog signals.
The 3 N1 speed sensors and the single N1
trim balance sensor are installed on the
front brackets attached to the No. 2 bearing support in the front bearing compartment. They are installed in line with an
LP compressor phonic wheel which is
attached to the LP stub shaft.
Both the fan speed sensors (3) and the trim
balance sensor (1) have an identical body
shape, but the distance between the contact pads (mounting holes) is different
(trim balance sensor has a greater distance). This prevents the sensors from
being installed the wrong way.
77-2
The N1 electrical harness tube goes

through the inner strut of the No. 3 strut of
the intermediate structure and to the terminal block. The electrical leads from each
sensor go through the N1 tube and connect
to the terminal block.
The terminal block is connected by the
engine electrical harness to an interface
connector located on the bifurcation panel.
From the interface connector, the fan
speed wiring is connected to the EEC via a
changeover connector mounted on the fan
case.
The fan speed and trim balance sensors are
of the variable reluctance type; magnetic
discontinuity is caused by the phonic
wheel. For the fan speed sensors, one turn
of the LP shaft causes the 60 teeth on the
phonic wheel to go through its sensors
once. For the trim balance sensor, this
causes one slot in the phonic wheel to go
through its sensor one time.
Operation of the 3 N1 speed sensors is as
follows. Each sensor consists of a permanent magnet, 2 poles pieces, and a sensor
coil assembly. The flux change caused in
the magnetic circuit causes a voltage into
the coil, and a pulse is given at the output
terminal (contact pads which double as the
2 mounting holes). The pulse frequency
provides N1 RPM.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321

Operation of the trim balance sensor is the
same as the operation of the N1 speed sensors except that a single pole piece is used.
The trim balance sensor detects the single
slot on the phonic wheel and provides a
pulse frequency of one pulse per revolution of the engine (phonic wheel). The
pulse frequency provides N1 speed information which is sent to the Engine Vibration Monitoring Unit.

The N1 rotational speed value is permanently displayed in green on the upper
ECAM display unit in analog and digital
form. When the N1 red line value is
exceeded:
- the indication becomes red,
- the MASTER CAUT light comes on
accompanied by the single chime,
- a warning message (Class 1 Level 2)
appears on the ECAM display unit.
Operation of the trim balance sensor is the

same as the operation of the N1 speed sensors except that a single pole piece is used.
The trim balance sensor detects the single
slot on the phonic wheel and provides a
pulse frequency of one pulse per revolution of the engine (phonic wheel). The
pulse frequency provides N1 speed information which is sent to the Engine Vibration Monitoring Unit.
The N1 rotational speed value is permanently displayed in green on the upper

form. When the N1 red line value is
exceeded:
- a warning message (Class 1 Level 2)
appears on the ECAM display unit.
Fan Speed (N1) Indicating System
Fan Speed (N1) Indicating System

JUN 97
A319/A320
ENGINE INDICATING
77-3
JUN 97
77-3
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ENGINE INDICATING
/A321

The N2 indicating system provides the
signals proportional to the High Pressure
(HP) shaft rotational speed to the EEC for
use in engine control computation, to the
ECAM for visual display in the flight deck
and to the Engine Vibration Monitoring
Unit for use in processing engine vibration
data.
The N2 signals originate from the dedicated alternator which is driven from the
main accessory gearbox. The dedicated
alternator is installed on the front of the
main gearbox. The dedicated alternator
consists of a magnetic rotor running in a
stator.
The stator has 4 independent windings, 2
of which provide three phase frequency
AC electrical power to respectively channel A and B of the EEC. The third winding of the dedicated alternator provides a
single phase AC analog signal proportional to N2 speed which is taken by separate wiring to the Engine Vibration
Monitoring System. The fourth winding
provides a dedicated N2 signal to channel
A of the EEC for low speed indication.
77-4
ENGINE INDICATING
A319/A320

Operation is as follows. The dedicated
alternator gives an analog signal from the
N2 windings when it rotates. This signal
is sent through the EEC for flight deck display.
The N2 rotational speed indication is provided permanently in green on the upper
ECAM display unit in digital form. If N2
exceeds the N2 red line value:
- a red cross appears next to the digital
indication,
- an associated red MASTER CAUT light
illuminates,
- the warning message, ENG 1 (2) OVER
LIMIT, (Class 1 Level 2) is displayed to
to warn the crew that an overspeed has
occurred.
If an indicating failure occurs, the N2
value is replaced by amber crosses.
JUN 97
The N2 indicating system provides the
signals proportional to the High Pressure
(HP) shaft rotational speed to the EEC for
use in engine control computation, to the
ECAM for visual display in the flight deck
and to the Engine Vibration Monitoring
Unit for use in processing engine vibration
data.
The N2 signals originate from the dedicated alternator which is driven from the
main accessory gearbox. The dedicated
alternator is installed on the front of the
main gearbox. The dedicated alternator
consists of a magnetic rotor running in a
stator.
The stator has 4 independent windings, 2
of which provide three phase frequency
AC electrical power to respectively channel A and B of the EEC. The third winding of the dedicated alternator provides a
single phase AC analog signal proportional to N2 speed which is taken by separate wiring to the Engine Vibration
Monitoring System. The fourth winding
provides a dedicated N2 signal to channel
A of the EEC for low speed indication.
77-4
Operation is as follows. The dedicated

alternator gives an analog signal from the
N2 windings when it rotates. This signal
is sent through the EEC for flight deck display.
The N2 rotational speed indication is provided permanently in green on the upper
ECAM display unit in digital form. If N2
exceeds the N2 red line value:
- a red cross appears next to the digital
indication,
- an associated red MASTER CAUT light
illuminates,
- the warning message, ENG 1 (2) OVER
LIMIT, (Class 1 Level 2) is displayed to
to warn the crew that an overspeed has
occurred.
If an indicating failure occurs, the N2
value is replaced by amber crosses.
JUN 97
UNITED AIRLINES
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A318/
ENGINE INDICATING
A319/A320 /A321
N2 Sensor Electrical Diagram
N2 Sensor Electrical Diagram

JUN 97
A319/A320
ENGINE INDICATING
77-5
JUN 97
77-5
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ENGINE INDICATING
/A321

EPR (Engine Pressure Ratio) Indicating System
The Engine Pressure Ratio (EPR) indicating system consists of one combined P2/
T2 sensor and eight pressure ports located
in 3 LP turbine exhaust case struts (24
total).
The pressures from these sensors are
routed to the EEC pressure transducers.
The signals are then converted into a digital format. The Electronic Engine Control
(EEC) processes the pressures to form
actual EPR (P4.9/P2) and transmits the
EPR value to the ECAM system through a
digital data bus. Each of the two EEC
channels performs this operation independently.
The P2/T2 sensor is installed in the inlet
air stream of the engine forward of the
engine front flange It is near the engine
top centerline. A manifold connects the
sensor to the Electronic Engine Control.
The P4.9 sensor and manifold has 3
probes which measure the total pressure of
the exhaust gas stream. The probes are
installed in the exhaust gas vanes at the
number 4, 7 and 10 positions (the vanes
are numbered clockwise from the top
viewed from the rear of the engine). Each
of the 3 vanes has 8 holes in its leading
edge to let the exhaust gas in to the vanes.
The pressure is supplied through a hole in
each of the probes. This measurement is
sent through the manifold to one of the
EEC pressure transducers.
All indications concerning the EPR are
permanently displayed on the upper
form.
77-6
ENGINE INDICATING
A319/A320

Following are EPR indications:
- Actual EPR is displayed in green in
analog and digital form,
- EPR max is indicated by a thick amber
mark across the EPR scale and
represents the EPR limit value
corresponding to the full forward throttle
position,
- EPR limit is displayed in digital form
and represents the maximum EPR value
corresponding to the thrust limit mode
selected by the FADEC as a function of
TRA, MN, and ALT,
- EPR REF (EPR reference) is indicated
by a small white circle in front of the
EPR scale with the value corresponding
to the predicted EPR value according to
the throttle resolver angle selected
position,
- Thrust limit mode is displayed in digital
form and it indicates the mode in which
the EPR limit value will be computed;
- TO = Takeoff Mode,
- GA = GoAround Mode,
- FLX = Flexible Takeoff Mode,
- MCT = Max Continuous Thrust Mode,
- CL = Climb Mode.
- Flexible takeoff temperature is displayed
in cyan in digital format indicates the
fictitious TAT takeoff temperature
entered by the crew through the MCDU.
This temperature appears only in FLX
mode.
JUN 97
EPR (Engine Pressure Ratio) Indicating System

The Engine Pressure Ratio (EPR) indicating system consists of one combined P2/
T2 sensor and eight pressure ports located
in 3 LP turbine exhaust case struts (24
total).
The pressures from these sensors are
routed to the EEC pressure transducers.
The signals are then converted into a digital format. The Electronic Engine Control
(EEC) processes the pressures to form
actual EPR (P4.9/P2) and transmits the
EPR value to the ECAM system through a
digital data bus. Each of the two EEC
channels performs this operation independently.
The P2/T2 sensor is installed in the inlet
air stream of the engine forward of the
engine front flange It is near the engine
top centerline. A manifold connects the
sensor to the Electronic Engine Control.
The P4.9 sensor and manifold has 3
probes which measure the total pressure of
the exhaust gas stream. The probes are
installed in the exhaust gas vanes at the
number 4, 7 and 10 positions (the vanes
are numbered clockwise from the top
viewed from the rear of the engine). Each
of the 3 vanes has 8 holes in its leading
edge to let the exhaust gas in to the vanes.
The pressure is supplied through a hole in
each of the probes. This measurement is
sent through the manifold to one of the
EEC pressure transducers.
All indications concerning the EPR are
permanently displayed on the upper
form.
77-6
Following are EPR indications:

- Actual EPR is displayed in green in
analog and digital form,
- EPR max is indicated by a thick amber
mark across the EPR scale and
represents the EPR limit value
corresponding to the full forward throttle
position,
- EPR limit is displayed in digital form
and represents the maximum EPR value
corresponding to the thrust limit mode
selected by the FADEC as a function of
TRA, MN, and ALT,
- EPR REF (EPR reference) is indicated
by a small white circle in front of the
EPR scale with the value corresponding
to the predicted EPR value according to
the throttle resolver angle selected
position,
- Thrust limit mode is displayed in digital
form and it indicates the mode in which
the EPR limit value will be computed;
- TO = Takeoff Mode,
- GA = GoAround Mode,
- FLX = Flexible Takeoff Mode,
- MCT = Max Continuous Thrust Mode,
- CL = Climb Mode.
- Flexible takeoff temperature is displayed
in cyan in digital format indicates the
fictitious TAT takeoff temperature
entered by the crew through the MCDU.
This temperature appears only in FLX
mode.
JUN 97
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ENGINE INDICATING
A319/A320 /A321

If a failure occurs on any indication displayed, the indication is replaced by
amber crosses, the analog indication
pointer and the marks on the circle disappear, and the circle becomes amber.
During a reversion into N1 mode the
actual EPR indications (analog and digital) will be replaced by amber crosses.
EPR reference (or CMD when A/THR is
engaged) will disappear. The indication
N1 MODE and N1 limit value will be displayed on the upper ECAM display unit in
place of the EPR limit.
ENGINE INDICATING
Under normal conditions, the primary

mode of setting power is provided by controlling the fuel flow to set the engine
pressure ratio (EPR). An EPR reference
(EPR REF) is calculated as a function of
the Throttle Resolver Angle (TRA), the
ambient temperature (T2), the mach number, and the altitude. The EPR reference is
compared to the sensed EPR and dynamic
compensation is then applied to this EPR
error. The result is that fuel flow is modulated until the EPR error is eliminated.
If the EEC is unable to sense the EPR or
calculate EPR REF, automatic transition
to an N1 reversionary control mode will
take place. In the event of this transition,
EEC logic is incorporated to prevent thrust
confusion when control is transferred from
EPR to the reversionary control mode.
The rotor speed reference (N1 REF) will
be scheduled as a function of the Throttle
Resolver Angle (TRA) and T2.
If a failure occurs on any indication displayed, the indication is replaced by

amber crosses, the analog indication
pointer and the marks on the circle disappear, and the circle becomes amber.
During a reversion into N1 mode the
actual EPR indications (analog and digital) will be replaced by amber crosses.
EPR reference (or CMD when A/THR is
engaged) will disappear. The indication
N1 MODE and N1 limit value will be displayed on the upper ECAM display unit in
place of the EPR limit.
Under normal conditions, the primary

mode of setting power is provided by controlling the fuel flow to set the engine
pressure ratio (EPR). An EPR reference
(EPR REF) is calculated as a function of
the Throttle Resolver Angle (TRA), the
ambient temperature (T2), the mach number, and the altitude. The EPR reference is
compared to the sensed EPR and dynamic
compensation is then applied to this EPR
error. The result is that fuel flow is modulated until the EPR error is eliminated.
If the EEC is unable to sense the EPR or
calculate EPR REF, automatic transition
to an N1 reversionary control mode will
take place. In the event of this transition,
EEC logic is incorporated to prevent thrust
confusion when control is transferred from
EPR to the reversionary control mode.
The rotor speed reference (N1 REF) will
be scheduled as a function of the Throttle
Resolver Angle (TRA) and T2.
Upper ECAM Display Unit EPR Indication
Upper ECAM Display Unit EPR Indication

JUN 97
A319/A320
77-7
JUN 97
77-7
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ENGINE INDICATING
/A321

EXHAUST GAS TEMPERATURE
INDICATING
The measurement channel for the exhaust
gas temperature is designed as follows:
- Four probe assemblies (each comprising
2 thermocouples) are used.
- Four thermocouples (one from each
probe assembly) are used to form an
averaged signal sent to channel A of the
EEC.
averaged signal sent to channel B of the
EEC.
- The EEC uses the Exhaust Gas
Temperature in the engine start control
logic and also transmits the EGT signal
to ECAM through an ARINC bus.
Four thermocouple probe assemblies are
located at station 4.95 (LP turbine exhaust
case strut) at 9, 7, 4, and 2 o'clock as
viewed from the rear.
The thermocouples are dual element type
and have heat resistant metal probes. On
each thermocouple the electrical connection is made by four terminal posts. Each
thermocouple has a flange for the terminal
block mounting and for its attachment,
with bolts, to the turbine exhaust case.
The thermocouples are connected in parallel to the junction box by a flexible harness. The wires in the harness are made of
insulated chromel and alumel. Terminal
lugs, also of chromel and alumel, are
welded to the ends of the harness wires.
The harness has a copper internal braid to
protect it from electro-magnetic interference. It also has a stainless steel external
braid to protect it from heat and friction
damage. The harness and the junction box
are attached by brackets bolted to the
flange of the turbine exhaust case.
77-8
ENGINE INDICATING
A319/A320

The EGT indication appears on the upper
ECAM display unit. The ECAM system
provides the EGT indication:
- in analog form with a pointer which
deflects in front of a dial,
- in digital form, in the lower section of
the dial.
The indication is normally green. When
EGT is 610C to 635C:
- the indication becomes amber,
- the following Class 1 Level 2 message,
EGT > 610, appears on ECAM.
When EGT is greater than 635C:
accompanied by a single chime,
- the Class 1 Level 2 message, ENG 1(2)
EGT OVER LIMIT, appears on ECAM
- the maximum value reached is
memorized,
- a small red line remains positioned on
the analog scale, at that value (max
pointer).
JUN 97
EXHAUST GAS TEMPERATURE

INDICATING
The measurement channel for the exhaust
gas temperature is designed as follows:
- Four probe assemblies (each comprising
2 thermocouples) are used.
averaged signal sent to channel A of the
EEC.
averaged signal sent to channel B of the
EEC.
- The EEC uses the Exhaust Gas
Temperature in the engine start control
logic and also transmits the EGT signal
to ECAM through an ARINC bus.
Four thermocouple probe assemblies are
located at station 4.95 (LP turbine exhaust
case strut) at 9, 7, 4, and 2 o'clock as
viewed from the rear.
The thermocouples are dual element type
and have heat resistant metal probes. On
each thermocouple the electrical connection is made by four terminal posts. Each
thermocouple has a flange for the terminal
block mounting and for its attachment,
with bolts, to the turbine exhaust case.
The thermocouples are connected in parallel to the junction box by a flexible harness. The wires in the harness are made of
insulated chromel and alumel. Terminal
lugs, also of chromel and alumel, are
welded to the ends of the harness wires.
The harness has a copper internal braid to
protect it from electro-magnetic interference. It also has a stainless steel external
braid to protect it from heat and friction
damage. The harness and the junction box
are attached by brackets bolted to the
flange of the turbine exhaust case.
77-8
The EGT indication appears on the upper

ECAM display unit. The ECAM system
provides the EGT indication:
- in analog form with a pointer which
deflects in front of a dial,
- in digital form, in the lower section of
the dial.
The indication is normally green. When
EGT is 610C to 635C:
- the indication becomes amber,
- the following Class 1 Level 2 message,
EGT > 610, appears on ECAM.
When EGT is greater than 635C:
accompanied by a single chime,
- the Class 1 Level 2 message, ENG 1(2)
EGT OVER LIMIT, appears on ECAM
- the maximum value reached is
memorized,
- a small red line remains positioned on
the analog scale, at that value (max
pointer).
JUN 97
UNITED AIRLINES
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ENGINE INDICATING
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ENGINE INDICATING
Note: CR=chromel
AL=alumel
Note: CR=chromel
AL=alumel
Diagram of the Harness of the 4.95 Thermocouple
JUN 97
A319/A320
Diagram of the Harness of the 4.95 Thermocouple
77-9
JUN 97
77-9
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ENGINE INDICATING
/A321

ENGINE ANALYZER (VIBRATION)
The Engine Vibration Monitoring Unit
(EVMU) located in the electronics bay
provides the following functions by means
of accelerometer and tachometer signals
and ARINC 429 lines. The EVMU functions are:
- to give data on the unbalance conditions
of each rotor of each engine and to
transmit them for display in the flight
deck with advisory levels based on fixed
maximum limits and in some conditions
on initial levels,
- to give data to rebalance the lowpressure
rotor,
- to give broadband filtered data with
threshold indications for each engine for
maintenance purposes,
- to give automatically or upon request a
frequency analysis for maintenance,
- to communicate with CFDS for
maintenance.
Engine Vibration Transducer
The system monitors engine vibration for
engine 1 and engine 2. Monitoring is performed by a vibration transducer on each
engine fan case. This produces an electrical signal in proportion to the vibration
detected and sends it to the flight deck.
Two channels come from each engine.
Each vibration transducer is installed in
the fan case at the top left side of the
engine. It is attached with bolts and is
installed on a mounting plate.
Three bolts secure the transducer to the
engine. The mounting plate is sealed to
the fan case by an O-ring.
77-10
ENGINE INDICATING
A319/A320

(EVMU)
(EVMU) is located on the avionics compartment on shelf 86VU. The EVMU
receives analog signals from the 4 engine
accelerometers (2 per engine, A and B),
the trim balance sensor (one of the 4 N1
speed sensors), and the N2 speed sensors
of each engine.
It also receives digital input from CFDS
through the ARINC 429 data bus.
The EVMU sends signals through the digital ARINC 429 data bus to:
- the SDAC 1 and 2 for flight deck
indication,
- the CFDIU,
- the DMU,
- the printer for maintenance purposes.
The signal conditioner is composed of:
- 2 channel modules,
- 1 balancing module,
- 1 data processing module,
- 1 power supply module.
These modules are removable parts from
the signal conditioner and are repairable
subassemblies.
Each channel module processes the signals from the two engine accelerometers
and from the two speed signals N1 and
N2.
JUN 97
ENGINE ANALYZER (VIBRATION)

(EVMU) located in the electronics bay
provides the following functions by means
of accelerometer and tachometer signals
and ARINC 429 lines. The EVMU functions are:
- to give data on the unbalance conditions
of each rotor of each engine and to
transmit them for display in the flight
deck with advisory levels based on fixed
maximum limits and in some conditions
on initial levels,
- to give data to rebalance the lowpressure
rotor,
- to give broadband filtered data with
threshold indications for each engine for
maintenance purposes,
- to give automatically or upon request a
frequency analysis for maintenance,
- to communicate with CFDS for
maintenance.
Engine Vibration Transducer
The system monitors engine vibration for
engine 1 and engine 2. Monitoring is performed by a vibration transducer on each
engine fan case. This produces an electrical signal in proportion to the vibration
detected and sends it to the flight deck.
Two channels come from each engine.
Each vibration transducer is installed in
the fan case at the top left side of the
engine. It is attached with bolts and is
installed on a mounting plate.
Three bolts secure the transducer to the
engine. The mounting plate is sealed to
the fan case by an O-ring.
77-10

(EVMU)
(EVMU) is located on the avionics compartment on shelf 86VU. The EVMU
receives analog signals from the 4 engine
accelerometers (2 per engine, A and B),
the trim balance sensor (one of the 4 N1
speed sensors), and the N2 speed sensors
of each engine.
It also receives digital input from CFDS
through the ARINC 429 data bus.
The EVMU sends signals through the digital ARINC 429 data bus to:
- the SDAC 1 and 2 for flight deck
indication,
- the CFDIU,
- the DMU,
- the printer for maintenance purposes.
The signal conditioner is composed of:
- 2 channel modules,
- 1 balancing module,
- 1 data processing module,
- 1 power supply module.
These modules are removable parts from
the signal conditioner and are repairable
subassemblies.
Each channel module processes the signals from the two engine accelerometers
and from the two speed signals N1 and
N2.
JUN 97
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ENGINE INDICATING
A319/A320 /A321

Only one accelerometer is used at a time
(A or B). The same accelerometer is not
used for two successive flights. The
changeover occurs at power-up or on
MCDU selection on the ground.
The balancing module receives the accelerometer signal and the N1 signal including the 1/REV synchronization pulse. The
balancing module uses this information to
compute the position and the amplitude of
the unbalance.
The data processing module manages,
under program control, the whole signal
conditioner operation.
The module
receives the necessary inputs from the
CFDS and provides outputs to the aircraft
corresponding to the selected mode (the
outputs depend on the aircraft status).
Two modes are available which are the
normal mode and the MENU mode. The
menu mode is used on the ground for
maintenance purposes.
The EVMU is supplied with 115 VAC 400
Hz by busbar 101XPA, through circuit
breaker 1EV. For a power loss of more
than 200 ms, vibration data calculated
with analog filters can be affected for 10
seconds. In this case the data transmitted
can be lower than the real data.
JUN 97
ENGINE INDICATING
A319/A320

EVMU Functions
The EVMU provides the following 6 functions:
1. Actual vibration level - Measurement
of the actual vibration velocity corresponding to acceleration signals filtered
with a narrow band filter slaved to the
rotor speeds.
2. Measurement of the unbalance data The EVMU measures the position and the
amplitude of the rotor unbalance of each
engine. It provides this information, when
available, to the output bus.
3. Computation of the advisory level These values depend on the rotor speeds
(units are inches).
NOTE: ECAM displays vibration in
units. 10 units (for N1 or N2 rotor)
equals 3 ips (inches per second).
77-11
Only one accelerometer is used at a time

(A or B). The same accelerometer is not
used for two successive flights. The
changeover occurs at power-up or on
MCDU selection on the ground.
The balancing module receives the accelerometer signal and the N1 signal including the 1/REV synchronization pulse. The
balancing module uses this information to
compute the position and the amplitude of
the unbalance.
The data processing module manages,
under program control, the whole signal
conditioner operation.
The module
receives the necessary inputs from the
CFDS and provides outputs to the aircraft
corresponding to the selected mode (the
outputs depend on the aircraft status).
Two modes are available which are the
normal mode and the MENU mode. The
menu mode is used on the ground for
maintenance purposes.
The EVMU is supplied with 115 VAC 400
Hz by busbar 101XPA, through circuit
breaker 1EV. For a power loss of more
than 200 ms, vibration data calculated
with analog filters can be affected for 10
seconds. In this case the data transmitted
can be lower than the real data.
JUN 97
EVMU Functions
The EVMU provides the following 6 functions:
1. Actual vibration level - Measurement
of the actual vibration velocity corresponding to acceleration signals filtered
with a narrow band filter slaved to the
rotor speeds.
2. Measurement of the unbalance data The EVMU measures the position and the
amplitude of the rotor unbalance of each
engine. It provides this information, when
available, to the output bus.
3. Computation of the advisory level These values depend on the rotor speeds
(units are inches).
NOTE: ECAM displays vibration in
units. 10 units (for N1 or N2 rotor)
equals 3 ips (inches per second).
77-11
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ENGINE INDICATING
/A321

4. Frequency analysis - The EVMU can
perform a frequency analysis if requested
from the MCDU on the ground. The
EVMU makes the analysis at a selected
N1 or N2 speed and uses any valid accelerometer (A or B).
5.
Storage of unbalance data - If
requested, the system can store the balancing data during the cruise phase when stabilized conditions are reached (the actual
N1 speed does not fluctuate more than
plus or minus 2% during at least 30 seconds).
6. Built in test equipment (BITE) maintenance and fault information - The equipment contains a BITE system to detect
internal and external failure. Complete
description of the BITE system is given in
AMM 31-30-00.
77-12
ENGINE INDICATING
A319/A320

During the execution of the cyclic BITE
sequence, the following parts of the
EVMU are checked:
- the nonvolatile memory,
- the timers,
- the analogtodigital converter,
- the ARINC 429 transmitter and
receivers,
- the tach generators.
During the power-up sequence of the
BITE, the following parts of the
EVMU system are checked:
- N1 and N2 NB velocity,
- unbalance data,
- N1 and N2 tach frequencies,
- accelerometer signals.
Any detected failure is stored in the nonvolatile memory with GMT, the date and
other reference parameters.
JUN 97
4. Frequency analysis - The EVMU can

perform a frequency analysis if requested
from the MCDU on the ground. The
EVMU makes the analysis at a selected
N1 or N2 speed and uses any valid accelerometer (A or B).
5.
Storage of unbalance data - If
requested, the system can store the balancing data during the cruise phase when stabilized conditions are reached (the actual
N1 speed does not fluctuate more than
plus or minus 2% during at least 30 seconds).
6. Built in test equipment (BITE) maintenance and fault information - The equipment contains a BITE system to detect
internal and external failure. Complete
description of the BITE system is given in
AMM 31-30-00.
77-12
During the execution of the cyclic BITE

sequence, the following parts of the
EVMU are checked:
- the nonvolatile memory,
- the timers,
- the analogtodigital converter,
- the ARINC 429 transmitter and
receivers,
- the tach generators.
During the power-up sequence of the
BITE, the following parts of the
EVMU system are checked:
- N1 and N2 NB velocity,
- unbalance data,
- N1 and N2 tach frequencies,
- accelerometer signals.
Any detected failure is stored in the nonvolatile memory with GMT, the date and
JUN 97
UNITED AIRLINES
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ENGINE INDICATING
A319/A320 /A321
EVMU Electrical Diagram

JUN 97
A319/A320
ENGINE INDICATING
EVMU Electrical Diagram

77-13
JUN 97
77-13
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ENGINE INDICATING
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ENGINE INDICATING
EVMU Interfaces
The EVMU receives analog signals from
the 4 engine accelerometers 2 per engine
(A and B) and the N1 speed sensors (trim
balance sensor) and the N2 speed sensor
(dedicated alternator) from each engine.
The EVMU also receives digital signals
from the CFDS and the printer through the
ARINC 429 data bus.
The EVMU transmits output signals
through an ARINC 429 data bus. The
data transmitted on the single low-speed
line is in conformity with ARINC 429.
The SDI definition is as follows:
SDI Definition
EVMU Interfaces
The EVMU receives analog signals from
the 4 engine accelerometers 2 per engine
(A and B) and the N1 speed sensors (trim
balance sensor) and the N2 speed sensor
(dedicated alternator) from each engine.
The EVMU also receives digital signals
from the CFDS and the printer through the
ARINC 429 data bus.
The EVMU transmits output signals
through an ARINC 429 data bus. The
data transmitted on the single low-speed
line is in conformity with ARINC 429.
The SDI definition is as follows:
SDI Definition
BITS
10
BITS
10
Engine 1
Engine 1
Engine 2
Engine 2
The status matrix definition is as follows:

Matrix Definition
The status matrix definition is as follows:

Matrix Definition
BITS
31
30
BITS
31
30
Failure Warning
Failure Warning
Non-computed data
Non-computed data
Test
Test
Operation
Operation
77-14
JUN 97
77-14
JUN 97
UNITED AIRLINES
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ENGINE INDICATING
A319/A320 /A321
A319/A320
ENGINE INDICATING
The data transmitted on the ARINC 429 line is defined in the following tables:
The data transmitted on the ARINC 429 line is defined in the following tables:
PARAMETER
LABEL
UPDATE
TIME
(ms)
BINARY
RANGE
SIGNIFICANT
BITS
OPERATING
RANGE
MIN
MAX
UNITS
PARAMETER
LABEL
UPDATE
TIME
(ms)
BINARY
RANGE
SIGNIFICANT
BITS
OPERATING
RANGE
MIN
MAX
UNITS
N1 Vibration
135
200
12.8
10
N1 Vibration
135
200
12.8
10
N2 Vibration
136
200
12.8
10
N2 Vibration
136
200
12.8
10
Unbalance Phase
226
500
512
+360
degree
Unbalance Phase
226
500
512
+360
degree
Unbalance
Displacement
227
200
25.6
25
mils
Unbalance
Displacement
227
200
25.6
25
mils
N1 Speed
346
200
256
14
15
120
% Rpm
N1 Speed
346
200
256
14
15
120
% Rpm
N2 Speed
344
200
256
14
15
120
% Rpm
N2 Speed
344
200
256
14
15
120
% Rpm
Discrete Word
035
200
Discrete Word
035
200
Maintenance Word
(a)
356
200(b)
Maintenance Word
(a)
356
200(b)
JUN 97
77-15
JUN 97
77-15
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EVMU ARINC Output Data Bus

Label 356 is used for communication with
CFDS. Its definition is in accordance with
the CFDS communication (Ref. AMM 3130-00
EVMU ARINC Output Data Bus

Label 356 is used for communication with
CFDS. Its definition is in accordance with
the CFDS communication (Ref. AMM 3130-00
BIT
No.
FUNCTION
BIT
STATUS
1
BIT
No.
FUNCTION
BIT
STATUS
1
BIT
No.
FUNCTION
BIT
STATUS
1
BIT
No.
FUNCTION
18
N1 speed channel Fault
18
19
19
20
Unbalanced process Fault
20
Unbalanced process Fault
21
Frequency analysis Fault
21
Frequency analysis Fault
22
Non-volatile memory
Fault
22
Non-volatile memory
Fault
23
Broadband above
threshold T
23
7
Broadband above
threshold T
24
N1 vib above limit 2
24
Label
Label
7
8
9
SDI
25
SDI
25
10
SDI
26
Spare
10
SDI
26
Spare
11
N1 vib. above advisory
27
Spare
11
27
Spare
12
28
EVM Syst. CAT II FAULT
12
28
EVM Syst. CAT II FAULT
13
Accelerometer B used
29
EVMU CAT I FAULT
13
Accelerometer B used
29
EVMU CAT I FAULT
15
Frequency analysis done

(Menu)
30
SSM
15
Frequency analysis done

(Menu)
30
SSM
31
SSM
31
SSM
16
A element accel channel

Fault
16
A element accel channel

Fault
32
Parity
17
BIT
STATUS
32
Parity
B element accel channel

Fault
77-16
17
JUN 97
77-16
B element accel channel

Fault
JUN 97
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ENGINE INDICATING
A319/A320
ENGINE INDICATING
PRIMARY ENGINE INDICATIONS

(EPR Mode Active)

(EPR Mode Active)
EPR Command Arc

Displays difference between EPR
pointer and EPR command value.
This transient arc is only displayed with the A/THR engaged.
Throttle Indication
Displays the predicted EPR corresponding
to the throttle position.
Maximum EPR
Displays the EPR limit value corresponding to the full forward throttle position.
Actual EPR Pointer

Displays green.
EPR Command Arc

Displays difference between EPR
pointer and EPR command value.
This transient arc is only displayed with the A/THR engaged.
Throttle Indication
Displays the predicted EPR corresponding
to the throttle position.
Maximum EPR
Displays the EPR limit value corresponding to the full forward throttle position.
Actual EPR Pointer

Displays green.
IDLE
IDLE
Actual EPR Indication

Displays green.
1.4
1.2
REV 1.6
EGT
C
FLX
+99.8
Maximum Permissible EGT

Represented by red line. If 635C is
exceeded, a red mark appears at
maximum value reached. It will
only disappear at the next engine
start or by maintenance action.
Note: Some exceedence values are
memorized in the DMCs.
N1
%
N2
%
35C
F.F.
3400
8
LBS/H
FOB: 29000 LBS
FLAP
10
95.1
1.2
Maximum EGT
Displays
amber
at
610C. Not shown during
engine
start
sequence.
3300
440
1.4
1.4
REV 1.6
EGT
C
77-17
Maximum Permissible EGT

Represented by red line. If 635C is
exceeded, a red mark appears at
maximum value reached. It will
only disappear at the next engine
Note: Some exceedence values are
memorized in the DMCs.
JUN 97
N1
%
N2
%
1.503
F.F.
3400
35C
LBS/H
3300
FOB: 29000 LBS
440
S
10
+99.8
Actual EGT Pointer and Indication

Displays green. Pulses amber when EGT
exceeds 610C. Pulses red when EGT
exceeds 635C.
FLX
1.223
100.1
99.9+
1.6
1
420
1.2
EPR
1.223
S
10
1.503
Actual EPR Indication

Displays green.
1.223
100.1
1.6
1
420
JUN 97
1.2
EPR
1.223
Maximum EGT
Displays
amber
at
610C. Not shown during
engine
start
sequence.
1.4
FLAP
10
95.1
99.9+
Actual EGT Pointer and Indication

Displays green. Pulses amber when EGT
exceeds 610C. Pulses red when EGT
exceeds 635C.
77-17
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ENGINE INDICATING
IPRIMARY ENGINE INDICATIONS

(EPR Mode Active)
IPRIMARY ENGINE INDICATIONS

(EPR Mode Active)
Thrust Limit Mode

the most advanced throttle.
On the ground with the engines running,
the limit corresponds to the TO/GA limit
IDLE Indication
Displays
green
when
engines are at idle thrust.
Indication flashes for 10
seconds, then becomes
steady.
IDLE Indication
Displays
green
when
engines are at idle thrust.
Indication flashes for 10
seconds, then becomes
steady.
IDLE
IDLE
1.4
1.2
1.4
REV 1.6
1.2
1.6
EPR
1.223
1
4
EGT
C
420
FLX
F.F.
3400
8
100.1
+99.8
N1
%
N2
%
35C
LBS/H
3300
FOB: 29000 LBS
440
S
10
1.503
1.223
Thrust Limit Mode

the most advanced throttle.
On the ground with the engines running,
the limit corresponds to the TO/GA limit
FLAP
10
95.1
99.9+
Actual N2
start. Appears red if N2 exceeds
100%. If this occurs, a red cross
appears next to the digital indication. It will only disappear at the next
engine start or by maintenance action.
77-18
EPR Rating Limit

In flight, displays value
computed by the FADEC
receiving the highest
actual EPR.
On the
ground, the value is computed by the FADEC
receiving
the
most
advanced throttle position.
Flexible Takeoff
Temperature
Displays flexible takeoff
temperature
selected
through the MCDUs
when FLX mode is
selected
Maximum Permissible N1
Represented by red line. If 100% is
exceeded, a red mark appears at maximum value reached. It will only disappear at the next engine start or by
maintenance action.
Actual N1 Pointer and Indication
Displays green. Pulses amber when N1
exceeds N1 rating limit. Pulses red when
N1 equals or exceeds 100%.
JUN 97
1.4
1.2
1.4
REV 1.6
1.2
1.6
EPR
1.223
1
4
EGT
C
420
F.F.
3400
8
10
100.1
+99.8
N1
%
N2
%
LBS/H
3300
440
FLAP
10
95.1
99.9+
Actual N2
start. Appears red if N2 exceeds
100%. If this occurs, a red cross
appears next to the digital indication. It will only disappear at the next
engine start or by maintenance action.
77-18
35C
FOB: 29000 LBS
S
4
1.503
1.223
FLX
EPR Rating Limit

In flight, displays value
computed by the FADEC
receiving the highest
actual EPR.
On the
ground, the value is computed by the FADEC
receiving
the
most
advanced throttle position.
Flexible Takeoff
Temperature
Displays flexible takeoff
temperature
selected
through the MCDUs
when FLX mode is
selected
Represented by red line. If 100% is
exceeded, a red mark appears at maximum value reached. It will only disappear at the next engine start or by
maintenance action.
Actual N1 Pointer and Indication
Displays green. Pulses amber when N1
exceeds N1 rating limit. Pulses red when
N1 equals or exceeds 100%.
JUN 97
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ENGINE INDICATING
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ENGINE INDICATING

(Reversion to N1 Mode)
N1 MODE Indication
Displays blue.

N1 MODE Indication
Displays blue.
N1 Rating Limit
Displays the N1 rating limit value corresponding to the throttle position in blue.
Not displayed in unrated N1 mode.
N1 Rating Limit
Displays the N1 rating limit value corresponding to the throttle position in blue.
Not displayed in unrated N1 mode.
N1 MODE
90.8%
N1 MODE
90.8%
EPR
XX
4
8
EGT
C
420
FOB:
28.1
N1
%
59.8
N2
%
FLAP
LBS
8
EGT
C
420
FOB:
440
10
N1
%
59.9
59.8
N2
%
10
F.F.
680
28.1
28.1
JUN 97
29000
700
28.1
CL
XX
LBS/H
10
Displays the N1 corresponding to the throttle position
(predicted N1). Not displayed
in unrated N1 mode.
Actual N1 Pointer
and Indication
Displays green. Pulses
red when N1 exceeds
100%.
XX
F.F.
680
440
10
EPR
CL
XX
Maximum N1
Displays amber index at the value
corresponding to the full forward
position of the throttle. Not displayed in unrated N1 mode.
If 100% is exceeded, a red mark
appears at maximum value reached.
Disappears only at the next engine
SECONDARY ENGINE INDI-
77-19
FLAP
700
LBS
28.1
59.9
10
28.1
JUN 97
29000
10
Displays the N1 corresponding to the throttle position
(predicted N1). Not displayed
in unrated N1 mode.
Actual N1 Pointer
and Indication
Displays green. Pulses
red when N1 exceeds
100%.
LBS/H
Maximum N1
Displays amber index at the value
corresponding to the full forward
position of the throttle. Not displayed in unrated N1 mode.
If 100% is exceeded, a red mark
appears at maximum value reached.
Disappears only at the next engine
77-19
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ENGINE INDICATING
CATIONS

VIB Indications
Display N1 and N2 vibration levels. The
indication pulses above 5.0 units. The
data is also displayed on the ECAM cruise
page.
VIB Indications
Display N1 and N2 vibration levels. The
indication pulses above 5.0 units. The
data is also displayed on the ECAM cruise
page.
ENGINE
ENGINE
F. USED
LBS
1530
25
VIB
1560
OIL
25
QT
0
15.5
F. USED
LBS
(N1)
0.8
0.9
VIB
(N2)
1.2
1.3
1530
25
1560
OIL
25
QT
15.5
15.5
300
CLOG
152
146
CLOG
120
77-20
VIB
(N2)
1.2
1.3
CLOG
CLOG
146
F. FILTER
CLOG
CLOG
115
120
NAC
C
300
152
115
0.9
PSI
F. FILTER
CLOG
0.8
OIL FILTER
300
CLOG
PSI
0
(N1)
15.5
OIL FILTER
300
VIB
120
120
JUN 97
77-20
120
NAC
C
120
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
CFDS - EVMU System Report Test
CFDS - EVMU System Report Test
The Engine Vibration

Monitoring Unit (EVMU)
menu consists of two
pages.
The EVMU is a type 1
system.
The CLASS 3 FAILURES page displays all
the class 3 failures stored
during the previous flights
with a maximum of 3 failures per page.
The second page of the
EVMU menu presents
specific functions only.
The Engine Vibration

Monitoring Unit (EVMU)
menu consists of two
pages.
The EVMU is a type 1
system.
The CLASS 3 FAILURES page displays all
the class 3 failures stored
during the previous flights
with a maximum of 3 failures per page.
The second page of the
EVMU menu presents
specific functions only.
SYSTEM REPORT/TEST
ENG
EIU 2 >
FADEC 1B >
FADEC 2B >
< FADEC 2A
< EIU 1
< FADEC 1A
< EVMU
< RETURN
A319/A320
ENGINE INDICATING
SYSTEM REPORT/TEST
ENG
EIU 2 >
FADEC 1B >
FADEC 2B >
< FADEC 2A
< EIU 1
< FADEC 1A
< EVMU
< RETURN
EVMU
EVMU
< LAST LEG REPORT
< LAST LEG REPORT

< CLASS 3 FAILURES

< TEST
< RETURN
< CLASS 3 FAILURES

< TEST
< RETURN
EVMU
EVMU
CLASS 3 FAILURES
CLASS 3 FAILURES
DATE
ATA
11/25
71-00-00
BALANCE ENG 2 (N1NBVIB)
09/23
71-00-00
09/23
71-00-00
CHECK ENG 2 (N1NBVIB)
END OF LIST
< RETURN
DATE
ATA
11/25
71-00-00
09/23
71-00-00
09/23
71-00-00
CHECK ENG 2 (N1NBVIB)
END OF LIST
< RETURN
UPWCS022
UPWCS022
CFDS - EVMU System Report Test (Sheet 1)

JUN 97
77-21
JUN 97
77-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321

The INITIAL VALUES menu allows the
initial values to be acquired, read or
loaded.
This menu deals with the initial values
which are the actual vibration values of
N1 and N2 when the engine is installed.
NOTE: When stored, the initial values
are taken into account for advisory calculation in limit 2.
The computation of the advisory level is
made according to the maximum value of
advisory in limit 1 calculation, when the
initial value not stored, or initial value in
limit 2 calculation, when stored.
At the limit 1 value, the ECAM VIB indication pulses.
At the limit 2 value, CFDS class 3 messages will be generated(Refer to AMM
77-30-00).
The ACQUIRE function is used when an
acquisition of initial values is required.
Acquisition is recommended (Refer to
AMM 71-00-20) when a new engine is
installed.
Here the acquisition is ordered and will be
performed automatically during next
flight.
The ACQUISITION SHALL TAKE
PLACE message is displayed only if the
EVMU is configured to measure the
vibration levels from at least one sensor of
the dual accelerometer.
77-22
ENGINE INDICATING
A319/A320

If the acquisition is not possible, the
ACQUISITION OF INITIAL VALUES
IMPOSSIBLE message will be displayed.
The CANCEL function is used to cancel
the acquisition of the initial values.
An action on the CANCEL line key
replots this screen to indicate that the cancel function is taken into account.
NOTE: If the acquisition function was
selected by accident you must cancel it
to avoid any new initial values acquisition.
The READ N1 page 1 function is used for
reading the initial values recorded during
the last acquisition.
This is the first page reporting the INITIAL VALUES for N1. The values are
listed from 20% RPM to 65% RPM.
The READ N1 page 2 function is the second page reporting the INITIAL VALUES
for N1. The values are listed from 70%
RPM to 125% RPM. When a value is not
acquired, N/A is displayed.
NOTE: The READ function for N2 values is the same.
JUN 97
The INITIAL VALUES menu allows the

initial values to be acquired, read or
loaded.
This menu deals with the initial values
which are the actual vibration values of
N1 and N2 when the engine is installed.
NOTE: When stored, the initial values
are taken into account for advisory calculation in limit 2.
The computation of the advisory level is
made according to the maximum value of
advisory in limit 1 calculation, when the
initial value not stored, or initial value in
limit 2 calculation, when stored.
At the limit 1 value, the ECAM VIB indication pulses.
At the limit 2 value, CFDS class 3 messages will be generated(Refer to AMM
77-30-00).
The ACQUIRE function is used when an
acquisition of initial values is required.
Acquisition is recommended (Refer to
AMM 71-00-20) when a new engine is
installed.
Here the acquisition is ordered and will be
performed automatically during next
flight.
The ACQUISITION SHALL TAKE
PLACE message is displayed only if the
EVMU is configured to measure the
vibration levels from at least one sensor of
the dual accelerometer.
77-22
If the acquisition is not possible, the

ACQUISITION OF INITIAL VALUES
IMPOSSIBLE message will be displayed.
The CANCEL function is used to cancel
the acquisition of the initial values.
An action on the CANCEL line key
replots this screen to indicate that the cancel function is taken into account.
NOTE: If the acquisition function was
selected by accident you must cancel it
to avoid any new initial values acquisition.
The READ N1 page 1 function is used for
reading the initial values recorded during
the last acquisition.
This is the first page reporting the INITIAL VALUES for N1. The values are
listed from 20% RPM to 65% RPM.
The READ N1 page 2 function is the second page reporting the INITIAL VALUES
for N1. The values are listed from 70%
RPM to 125% RPM. When a value is not
acquired, N/A is displayed.
NOTE: The READ function for N2 values is the same.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
A319/A320
ENGINE INDICATING
EVMU
EVMU
< LAST LEG REPORT

EVMU
< INITIAL VALUES

< ACC. RECONFIGURATION
EVMU
< LAST LEG REPORT

< INITIAL VALUES

< ENGINE UNBALANCE
< ENGINE UNBALANCE
< CLASS 3 FAILURES

< TEST
< RETURN
< FREQUENCY ANALYSIS
< CLASS 3 FAILURES

< TEST
< RETURN
< RETURN
NEXT
PAGE
NEXT
PAGE
EVMU
EVMU
INITIAL VALUES
ENGINE 1
< RETURN
EVMU
EVMU
INITIAL VALUES
INITIAL VALUES
< ENG 1 ACQUIRE

< ENG 1 CANCEL
< ENG 1 READ N1
< ENG 1 READ N2
< ENG 1 LOAD
< RETURN
ACQUISITION SHALL TAKE

PLACE
%RPM
2O:
30:
40:
50:
60 :
< RETURN
ENG 2 >
ENG 2 >
ENG 2 >
ENG 2 >
ENG 2 >
INITIAL VALUES
< ENG 1 ACQUIRE

< ENG 1 CANCEL
< ENG 1 READ N1
< ENG 1 READ N2
< ENG 1
LOAD
< RETURN
ENGINE 1
PLACE
< RETURN
ENG 2 >
ENG 2 >
ENG 2 >
ENG 2 >
ENG 2 >
EVMU
EVMU
EVMU
EVMU
INITIAL VALUES
READ N1 ENG 1
ENG S/N 000240
INITIAL VALUES
READ N1 ENG 1
ENG S/N 000240
INITIAL VALUES
READ N1 ENG 1
ENG S/N 000240
INITIAL VALUES
READ N1 ENG 1
ENG S/N 000240
UNITS
0.4
0.4
0.5
0.6
0.7
< RETURN
%RPM UNITS
25:
0.3
35:
0.3
45:
0.4
55:
0.8
25:
1.0
PRINT >
NEXT
PAGE
%RPM
70:
80:
90:
100:
120:
UNITS
1.1
1.4
0.5
0.4
0.0
< RETURN
%RPM UNITS
75:
1.2
85:
1.4
95:
0.8
110:
N/A
125:
0.8
%RPM
2O:
30:
40:
50:
60 :
PRINT >
UNITS
0.4
0.4
0.5
0.6
0.7
< RETURN
UPWCS023
%RPM
25:
35:
45:
55:
25:
UNITS
0.3
0.3
0.4
0.8
1.0
PRINT >
NEXT
PAGE
%RPM
70:
80:
90:
100:
120:
UNITS
1.1
1.4
0.5
0.4
0.0
< RETURN
%RPM
75:
85:
95:
110:
125:
UNITS
1.2
1.4
0.8
N/A
0.8
PRINT >
UPWCS023

JUN 97

77-23
JUN 97
77-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321

The LOAD function is used to load:
-Engine Serial Number,
N1 initial values,
N2 initial values.
This menu offers the possibility to load
the initial values when the EVMU is
replaced (refer to AMM 77-32-34).
After printing the initial values of the old
EVMU, they are reloaded in the new
EVMU if they need to be conserved for
the in-service engine.
From this menu the engine serial number
can be entered by using the MCDU key
board and then validated by selecting the
S/N line key.
NOTE: The engine S/N is used for the
EVMU only. If the engine Serial Number known by the EVMU, through the
CFDS, is not the same number as the
one loaded in this page, an acquisition
of the initial values is not possible.
77-24
ENGINE INDICATING
A319/A320

The LOAD N1 function is used to load the
N1 initial values, step by step, RPM by
RPM.
There are as many pages as different RPM
percentages which are also listed in the
READ function.
For each % RPM one initial value can be
entered at a time by using the MCDU keyboard and then validated by selecting the
line key adjacent to the < X.X UNITS.
For the following initial value, the NEXT
PAGE key is selected.
A QUIT line key cancels any modification
of the related screen.
NOTE: The LOAD function for N2 values is the same.
JUN 97
The LOAD function is used to load:

-Engine Serial Number,
N1 initial values,
N2 initial values.
This menu offers the possibility to load
the initial values when the EVMU is
replaced (refer to AMM 77-32-34).
After printing the initial values of the old
EVMU, they are reloaded in the new
EVMU if they need to be conserved for
the in-service engine.
From this menu the engine serial number
can be entered by using the MCDU key
board and then validated by selecting the
S/N line key.
NOTE: The engine S/N is used for the
EVMU only. If the engine Serial Number known by the EVMU, through the
CFDS, is not the same number as the
one loaded in this page, an acquisition
of the initial values is not possible.
77-24
The LOAD N1 function is used to load the

N1 initial values, step by step, RPM by
RPM.
There are as many pages as different RPM
percentages which are also listed in the
READ function.
For each % RPM one initial value can be
entered at a time by using the MCDU keyboard and then validated by selecting the
line key adjacent to the < X.X UNITS.
For the following initial value, the NEXT
PAGE key is selected.
A QUIT line key cancels any modification
of the related screen.
NOTE: The LOAD function for N2 values is the same.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
A319/A320
EVMU
< LAST LEG REPORT
ENGINE INDICATING
EVMU
EVMU
< LAST LEG REPORT

< INITIAL VALUES

EVMU
< INITIAL VALUES
< ENGINE UNBALANCE
< ENGINE UNBALANCE
< CLASS 3 FAILURES

< TEST
< RETURN
< CLASS 3 FAILURES

< TEST
< RETURN
< RETURN
< RETURN
NEXT
PAGE
NEXT
PAGE
EVMU
EVMU
INITIAL VALUES
INITIAL VALUES
< ENG 1 ACQUIRE

< ENG 1 CANCEL
< ENG 1 READ N1
< ENG 1 READ N2
< ENG 1
LOAD
< RETURN
EVMU
INITIAL VALUES
ENGINE 1
LOAD N1
20% RPM
< 0.4 UNITS
EVMU
INITIAL VALUES
ENGINE 1
LOAD N1
EVMU
INITIAL VALUES
ENGINE 1
< S/N : 00240
< N1
< QUIT
< ENG 1 ACQUIRE

< ENG 1 CANCEL
< ENG 1 READ N1
< ENG 1 READ N2
< ENG 1
LOAD
< RETURN
ENG 2 >
ENG 2 >
ENG 2 >
ENG 2 >
ENG 2 >
LOAD
20% RPM
< 0.4 UNITS
EVMU
INITIAL VALUES
ENGINE 1
< S/N : 00240
< N1
N2 >
< QUIT
< QUIT
ENG 2 >
ENG 2 >
ENG 2 >
ENG 2 >
ENG 2 >
LOAD
N2 >
< QUIT
< RETURN
< RETURN
UPWCS024
UPWCS024

JUN 97
77-25
JUN 97
77-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321

The ACCELEROMETER RECONFIGURATION and ALTERNATE menu page
indicates which vibration accelerometer or
mode is used for both engines at the
present time.
This menu enables the operator to select
accelerometer A or B or the auto-switch
mode ALTERNATE to be used for the
next flights.
NOTE: This action should be performed if one accelerometer is faulty
(refer to the TSM 77).
77-26
ENGINE INDICATING
A319/A320

The next selection after ALTERNATE is
ACCLRM A for accelerometer A. If
accelerometer A is declared faulty, the
message ENG 1 ACCLRM 4004 EV(A)
DEFECT is displayed and the previous
configuration is conserved.
The next selection after ACCLRM A is
ACCLRM B for accelerometer B. If accelerometer B is declared faulty, the message
ENG 1 ACCLRM 4004 EV(B) DEFECT
is displayed and the previous configuration is conserved.
JUN 97
The ACCELEROMETER RECONFIGURATION and ALTERNATE menu page

indicates which vibration accelerometer or
mode is used for both engines at the
present time.
This menu enables the operator to select
accelerometer A or B or the auto-switch
mode ALTERNATE to be used for the
next flights.
NOTE: This action should be performed if one accelerometer is faulty
(refer to the TSM 77).
77-26
The next selection after ALTERNATE is

ACCLRM A for accelerometer A. If
accelerometer A is declared faulty, the
message ENG 1 ACCLRM 4004 EV(A)
DEFECT is displayed and the previous
configuration is conserved.
The next selection after ACCLRM A is
ACCLRM B for accelerometer B. If accelerometer B is declared faulty, the message
ENG 1 ACCLRM 4004 EV(B) DEFECT
is displayed and the previous configuration is conserved.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
EVMU
EVMU
EVMU
< LAST LEG REPORT

A319/A320
ENGINE INDICATING
EVMU
< LAST LEG REPORT

< INITIAL VALUES

< INITIAL VALUES

< ENGINE UNBALANCE
< ENGINE UNBALANCE
< CLASS 3 FAILURES

< TEST
< RETURN
< CLASS 3 FAILURES

< TEST
< RETURN
< RETURN
NEXT
PAGE
NEXT
PAGE
EVMU
EVMU
ACCELEROMETERS
RECONFIGURATION
ACCELEROMETERS
RECONFIGURATION
< ENG 1
ALTERNATE
< ENG 1
ALTERNATE
ENG 2 >
ALTERNATE
< RETURN
EVMU
EVMU
ACCELEROMETERS
RECONFIGURATION
ENG 2 >
ALTERNATE
< RETURN
PRINT >
ENG 2 >
ALTERNATE
< RETURN
PRINT >
ACCELEROMETERS
RECONFIGURATION
< ENG 1
ACCLRM B
< RETURN
< ENG 1
ACCLRM A
< RETURN
EVMU
EVMU
ACCELEROMETERS
RECONFIGURATION
ACCELEROMETERS
RECONFIGURATION
< ENG 1
ACCLRM B
ENG 2 >
ALTERNATE
< RETURN
PRINT >
PRINT >
ENG 2 >
ALTERNATE
PRINT >
< ENG 1
ACCLRM A
< RETURN
ENG 2 >
ALTERNATE
PRINT >
UPWCS025
UPWCS025
NOTE: Each time the line select key next to the respective engine is pressed, this will
cycle between the accelerometers. If an accelerometer is bad, a message will be displayed that the selected sensor is defective and is not available.
NOTE: Each time the line select key next to the respective engine is pressed, this will
cycle between the accelerometers. If an accelerometer is bad, a message will be displayed that the selected sensor is defective and is not available.
JUN 97
77-27
JUN 97
77-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321

The ENGINE UNBALANCE menu page
is used to acquire and read engine unbalance data and enables fan balancing to be
performed.
This menu offers the possibility to get
results for fan trim balancing in flight
through the ACQUIRE function or on
ground through the BALANCING function.
One of these two procedures has to be performed when the engine needs to be rebalanced.
The ACQUIRE function allows an acquisition of fan unbalance data to be automatically performed during the next flight.
The acquisition is possible if at least one
sensor of the dual accelerometer is operational.
77-28
ENGINE INDICATING
A319/A320

The READ page shows the fan unbalance
data stored during the last flight acquisition.
Data, on the fan unbalance READ page, is
indicated for five N1 speeds.
For each N1 speed, the displacement and
the phase are indicated.
For verification of the results refer to the
fan trim balancing procedure (AMM 7100-00).
NOTE: To allow the system to store the
balancing data, the N1 speeds must be
stabilized by the pilot during the cruise
phase.
The BALANCING function enables fan
trim balancing data to be obtained on the
ground during engine run-up.
This procedure is required if the acquisition of unbalance data is not available in
flight.
To get the results, both sensors (ACCEL
A and ACCEL B) of the dual accelerometer are used (Refer to AMM 77-32-34 procedure).
JUN 97
The ENGINE UNBALANCE menu page

is used to acquire and read engine unbalance data and enables fan balancing to be
performed.
This menu offers the possibility to get
results for fan trim balancing in flight
through the ACQUIRE function or on
ground through the BALANCING function.
One of these two procedures has to be performed when the engine needs to be rebalanced.
The ACQUIRE function allows an acquisition of fan unbalance data to be automatically performed during the next flight.
The acquisition is possible if at least one
sensor of the dual accelerometer is operational.
77-28
The READ page shows the fan unbalance

data stored during the last flight acquisition.
Data, on the fan unbalance READ page, is
indicated for five N1 speeds.
For each N1 speed, the displacement and
the phase are indicated.
For verification of the results refer to the
fan trim balancing procedure (AMM 7100-00).
NOTE: To allow the system to store the
balancing data, the N1 speeds must be
stabilized by the pilot during the cruise
phase.
The BALANCING function enables fan
trim balancing data to be obtained on the
ground during engine run-up.
This procedure is required if the acquisition of unbalance data is not available in
flight.
To get the results, both sensors (ACCEL
A and ACCEL B) of the dual accelerometer are used (Refer to AMM 77-32-34 procedure).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
EVMU
EVMU
EVMU
< LAST LEG REPORT

A319/A320
ENGINE INDICATING
EVMU
< LAST LEG REPORT

< INITIAL VALUES

< INITIAL VALUES

< ENGINE UNBALANCE
< ENGINE UNBALANCE
< CLASS 3 FAILURES

< TEST
< RETURN
< CLASS 3 FAILURES

< TEST
< RETURN
< RETURN
< RETURN
NEXT
PAGE
NEXT
PAGE
EVMU
ENGINE UNBALANCE
ENGINE 1
PLACE
EVMU
ENGINE UNBALANCE
EVMU
ENGINE UNBALANCE
< ENG 1
ACQUIRE
ENG 2 >
< ENG 1
READ
ENG 2 >
< ENG 1 BALANCING
ENGINE 1
PLACE
N1 - SPEED
(%)
89
87
85
83
80
DISPL.
PHASE
(MILLS PP) (DEG.)
1.8
+195
1.9
+199
2.0
+203
2.0
+211
2.0
+217
EVMU
ENGINE UNBALANCE
< RETURN
PRINT >
DISPL MILS
0.0
0.0/
STOP
< RETURN
ENG 2 >
READ
ENG 2 >
ENG 2 >
EVMU
EVMU
< ACC. A
START
ACC. B >
00/ 00 N1/N2% 00/
00
0
0
PHASE DEG
0/
0
3/
0
0.0
0.0/
< ACC. A
ACQUIRE
< ENG 1
< RETURN
< RETURN
BALANCING ENG 1
EVMU
ENGINE UNBALANCE
< ENG 1
< ENG 1 BALANCING
ENG 2 >
< RETURN
< RETURN
EVMU
ENGINE UNBALANCE
0.0
0.0
ACC. B >
N1 - SPEED
(%)
89
87
85
83
80
DISPL.
PHASE
(MILLS PP) (DEG.)
1.8
+195
1.9
+199
2.0
+203
2.0
+211
2.0
+217
PRINT >
< RETURN
PRINT >
BALANCING ENG 1
< ACC. A
START
ACC. B >
00/ 00 N1/N2% 00/
00
0
0
PHASE DEG
0/
0
3/
0
0.0
0.0/
< ACC. A
DISPL MILS
0.0
0.0/
STOP
< RETURN
0.0
0.0
ACC. B >
PRINT >
UPWCS026
UPWCS026

JUN 97
77-29
JUN 97
77-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321
ENGINE INDICATING
The FREQUENCY ANALYSIS page

allows the operator to program a frequency analysis acquisition for the next
flight, through the LOAD function.
A print-out will be automatically performed during the next flight when all
conditions are met. This print-out shows a
spectrum analysis according to the N1 and
N2 speeds.
NOTE: The frequency analysis is not
for line maintenance use. For more specific information refer to AMM 77-3234.
The FREQUENCY ANALYSIS page

allows the operator to program a frequency analysis acquisition for the next
flight, through the LOAD function.
A print-out will be automatically performed during the next flight when all
conditions are met. This print-out shows a
spectrum analysis according to the N1 and
N2 speeds.
NOTE: The frequency analysis is not
for line maintenance use. For more specific information refer to AMM 77-3234.
EVMU
< LAST LEG REPORT
A319/A320
EVMU
EVMU
< LAST LEG REPORT

< INITIAL VALUES

EVMU
< INITIAL VALUES
< ENGINE UNBALANCE
< ENGINE UNBALANCE
< CLASS 3 FAILURES

< TEST
< RETURN
< CLASS 3 FAILURES

< TEST
< RETURN
< RETURN
< RETURN
NEXT
PAGE
NEXT
PAGE
EVMU
EVMU
FREQUENCY ANALYSIS
FREQUENCY ANALYSIS
< ENG 1 N1
< ENG 1 N2
< ENG 1
LOAD
CANCEL
N1 ENG 2 >
< ENG 1 N1
N2 ENG 2 >
< ENG 1 N2
< ENG 1
ENG 2 >
LOAD
CANCEL
UPWCS026
UPWCS026
ENG 2 >
< RETURN
< RETURN
77-30
N1 ENG 2 >
N2 ENG 2 >
JUN 97
77-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
ENGINE INDICATING
A319/A320
CFDS - Access to Exceedance Figures Through DMC Sheet 1
CFDS MENU
-
< AIRCOND
< AFS
< COM
< AVIONICS STATUS

< ELEC
< FIRE PROT
< RETURN
< SEND POST FLIGHT PRINT >

REP
CFDS MENU
-
< LAST LEG REPORT

F / CLT >
FUEL >
ICE&RAIN >
INST >
L/G >
NAV >
INST
< AIRCOND
< AFS
< COM
< AVIONICS STATUS

< ELEC
< FIRE PROT
< RETURN
< SEND POST FLIGHT PRINT >

REP
F / CLT >
FUEL >
ICE&RAIN >
INST >
L/G >
NAV >
SYSTEM REPORT/TEST
SYSTEM REPORT/TEST
< ECAM1
< ECAM2
< FDIU
< WBS1
< WBS2
< RETURN
< LAST LEG REPORT

< ECAM1
< ECAM2
< FDIU
< WBS1
< WBS2
< RETURN
CFDIU >
EIS 1 >
EIS 2 >
EIS 3 >
DMU >
INST
CFDIU >
EIS 1 >
EIS 2 >
EIS 3 >
DMU >
77MCDU
JUN 97
77-31
JUN 97
77-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321
A319/A320
ENGINE INDICATING
< ECAM1
CFDIU >
< ECAM2
EIS 1 >
< FDIU
EIS 2 >
< WBS1
EIS 3 >
< ENGINES
< DUMP BITE MEMORY
< WBS2
DMU >
< DUMP BITE MEMORY
< RETURN
< RETURN
< ECAM2
EIS 1 >
< FDIU
EIS 2 >
< WBS1
EIS 3 >
< ENGINES
< WBS2
DMU >
TEST >
< N1 E1
N1 E2 >
< N1 E1
< N2 E1
N2 E2 >
< N2 E1
< EGT E1
EGT E2 >
< GENERAL RESET
< GENERAL RESET
< RETURN
< RETURN
TEST >
< RETURN
N1 E2 >
N2 E2 >
EGT E2 >
77MCDU01
77MCDU01
77-32
EIS (DMC 1)
ENGINES OVER SPD/TEMP
EIS (DMC 1)
< EGT E1
< LAST LEG REPORT

< LAST LEG REPORT

CFDIU >
< RETURN
EIS (DMC 1)
SYSTEM REPORT/TEST
EIS (DMC 1)
SYSTEM REPORT/TEST
< ECAM1
JUN 97
77-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
A319/A320
ENGINE INDICATING
EIS (DMC 1)
EIS (DMC 1)
< N1 E1
N1 E2 >
< N1 E1
< N2 E1
N2 E2 >
< N2 E1
< EGT E1
< EGT E1
EGT E2 >
< GENERAL RESET
< GENERAL RESET
< RETURN
< RETURN
EIS (DMC 1)
N1 E2 >
N2 E2 >
EGT E2 >
EIS (DMC 1)
EIS (DMC 1)
EIS (DMC 1)
N2 RED LINE = 100%
EGT RED LINE = 635 C
N2 RED LINE = 100%
EGT RED LINE = 635 C
N2 E1 MAX REACHED=
104.5%
EGT1 MAX REACHED=

642.0 C
N2 E1 MAX REACHED=
104.5%
EGT1 MAX REACHED=

642.0 C
< RETURN
PRINT >
< RETURN
< RETURN
PRINT >
< RETURN
PRINT >
77MCDU02
77MCDU02
JUN 97
PRINT >
77-33
JUN 97
77-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321
COMPONENT LOCATIONS
ENGINE INDICATING
COMPONENT LOCATIONS
Fan Speed (N1) Indication System Configuration Sheet 1
77-34
A319/A320
JUN 97
77-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE INDICATING
COMPONENT LOCATIONS

JUN 97
A319/A320
77-35
JUN 97
77-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321
COMPONENT LOCATIONS
ENGINE INDICATING
COMPONENT LOCATIONS
Fan Speed and Trim Balance Sensors
Fan Speed and Trim Balance Sensors
77-36
A319/A320
JUN 97
77-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE INDICATING
COMPONENT LOCATIONS
N2 Speed Sensor (Dedicated Alternator)

JUN 97
A319/A320
N2 Speed Sensor (Dedicated Alternator)

77-37
JUN 97
77-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
P2/T2 Sensor
77-38
A319/A320
ENGINE INDICATING
P2/T2 Sensor
JUN 97
77-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
P4.9 Sensor
P4.9 Sensor
JUN 97
A319/A320
ENGINE INDICATING
77-39
JUN 97
77-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321
COMPONENT LOCATIONS
ENGINE INDICATING
COMPONENT LOCATIONS
EGT Thermocouples
EGT Thermocouples
77-40
A319/A320
JUN 97
77-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Thermocouple Probe Assembly
Thermocouple Probe Assembly

JUN 97
A319/A320
ENGINE INDICATING
77-41
JUN 97
77-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
EGT Thermocouple Wiring Harness
77-42
A319/A320
ENGINE INDICATING
EGT Thermocouple Wiring Harness
JUN 97
77-42
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE INDICATING
COMPONENT LOCATIONS
Junction Box Assembly
Junction Box Assembly

JUN 97
A319/A320
77-43
JUN 97
77-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321
COMPONENT LOCATIONS
ENGINE INDICATING
COMPONENT LOCATIONS
EGT Junction Box
EGT Junction Box
77-44
A319/A320
JUN 97
77-44
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE INDICATING
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE INDICATING
COMPONENT LOCATIONS
Vibration Transducer and Cable Assembly

JUN 97
A319/A320
Vibration Transducer and Cable Assembly

77-45
JUN 97
77-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE INDICATING
/A321
COMPONENT LOCATIONS
ENGINE INDICATING
COMPONENT LOCATIONS
EVMU in Aft Avionics Compartment
EVMU in Aft Avionics Compartment
77-46
A319/A320
JUN 97
77-46
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321
ENGINE EXHAUST
A319/A320
TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................1
MIXED EXHAUST SYSTEM ...................................................................2
THRUST REVERSER SYSTEM ..............................................................4
Thrust Reverser Schematic ...................................................................5
Auto-Restow .........................................................................................6
Auto-Redeploy ......................................................................................6
Thrust Reverser Lockout for Flight Dispatch .......................................9
Thrust Reverser Lockout for Ground Maintenance .............................11
Thrust Reverser Manual Opening/Closing ...........................................12
Manual Deploy Sequence Schematic ....................................................15
Manual Stow Sequence Schematic .......................................................15
THRUST REVERSER CONTROL AND INDICATING ......................16
THRUST REVERSER HALVES ..............................................................20
Fan Air Flow with Thrust Reverser Stowed and Deployed ..................22
THRUST REVERSER OPENING MECHANISM .................................24
Thrust Control System ...............................................................................26
Primary Engine Indications (REV Indications) .......................................27
COMPONENT LOCATION
Exhaust General ............................................................................................28
Mixed Exhaust System (Common Nozzle Assembly) .................................29
Flight Deck Components ..............................................................................30
Thrust Reverser System ................................................................................31
Hydraulic Control Unit .................................................................................32
Thrust Reverser System Miscellaneous ........................................................33

GENERAL ...................................................................................................1
MIXED EXHAUST SYSTEM ...................................................................2
THRUST REVERSER SYSTEM ..............................................................4
Thrust Reverser Schematic ...................................................................5
Auto-Restow .........................................................................................6
Auto-Redeploy ......................................................................................6
Thrust Reverser Lockout for Flight Dispatch .......................................9
Thrust Reverser Lockout for Ground Maintenance .............................11
Thrust Reverser Manual Opening/Closing ...........................................12
Manual Deploy Sequence Schematic ....................................................15
Manual Stow Sequence Schematic .......................................................15
THRUST REVERSER CONTROL AND INDICATING ......................16
THRUST REVERSER HALVES ..............................................................20
Fan Air Flow with Thrust Reverser Stowed and Deployed ..................22
THRUST REVERSER OPENING MECHANISM .................................24
Thrust Control System ...............................................................................26
Primary Engine Indications (REV Indications) .......................................27
COMPONENT LOCATION
Exhaust General ............................................................................................28
Mixed Exhaust System (Common Nozzle Assembly) .................................29
Flight Deck Components ..............................................................................30
Thrust Reverser System ................................................................................31
Hydraulic Control Unit .................................................................................32
Thrust Reverser System Miscellaneous ........................................................33
JUN 97
JUN 97
78-i
78-i
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321

GENERAL
The air entering by the fan is divided into
two parts, the cold and hot airflows, which
are mixed through the common nozzle
assembly (CNA) before exhausting to the
atmosphere. The common nozzle assembly forms the rear part of the engine.
The engine exhaust section directs fan discharge air (cold air) to either normal or
reverse thrust operation. In the forward
thrust mode, the fan airflow and burnt
gases are evacuated directly at the back of
the engine.
JUN 97
ENGINE EXHAUST
A319/A320

Each engine is equipped with a reverser
system which reverses cold fan air by
means of translating sleeves and cascades,
turning the engine airflow forward and
providing a braking effect for the aircraft
on the ground. Thrust reversers can be
operated on the ground only.
The thrust reverser system is hydraulically
operated by hydraulic pressure from the
aircraft hydraulic system. The aircraft
hydraulic system is pressurized by pumps
mounted on each engine. It is controlled
through the FADEC (Full Authority Digital Engine Control) from the flight deck by
a lever hinged to the corresponding throttle control lever.
78-1
GENERAL
The air entering by the fan is divided into
two parts, the cold and hot airflows, which
are mixed through the common nozzle
assembly (CNA) before exhausting to the
atmosphere. The common nozzle assembly forms the rear part of the engine.
The engine exhaust section directs fan discharge air (cold air) to either normal or
reverse thrust operation. In the forward
thrust mode, the fan airflow and burnt
gases are evacuated directly at the back of
the engine.
JUN 97
Each engine is equipped with a reverser

system which reverses cold fan air by
means of translating sleeves and cascades,
turning the engine airflow forward and
providing a braking effect for the aircraft
on the ground. Thrust reversers can be
operated on the ground only.
The thrust reverser system is hydraulically
operated by hydraulic pressure from the
aircraft hydraulic system. The aircraft
hydraulic system is pressurized by pumps
mounted on each engine. It is controlled
through the FADEC (Full Authority Digital Engine Control) from the flight deck by
a lever hinged to the corresponding throttle control lever.
78-1
UNITED AIRLINES
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ENGINE EXHAUST
/A321

MIXED EXHAUST SYSTEM
The mixed exhaust system collects two
flows of air. The first is the cold airflow,
which is the fan bypass air. The second is
the hot airflow which comes from the
engine core. The mixed exhaust system is
made up of the common nozzle exhaust
collector and the engine exhaust cone.
The common exhaust collector admits the
hot and cold gas outflows. These gas outflows then go out to the atmosphere
through the common nozzle. The nozzle
forms a convergent duct which increases
the speed of the mixed gas to give forward
thrust.
The engine exhaust cone forms the inner
contour of the common nozzle exhaust
collector. It is made of a welded honeycomb perforated panel for sound attenuation, an attachment ring and a closure
panel.
78-2
ENGINE EXHAUST
A319/A320

The cold airflow exhaust is part of the
thrust reverser system. When the thrust
reverser operates, the cold and hot outflows divide, and go in different directions.
Seals are installed around the front of the
inner duct and upper and lower support
struts. They seal the inner duct with the
thrust reverser C-ducts. These seals are
made in sections to suit the directional
changes in the seal run.
A circumferential seal is installed around
the outside of the forward section of the
exhaust collector. This seal gives an interface seal between the collector and the
rear edge of the translating cowl. It prevents leakage of fan air to ambient during
forward thrust operation.
Seals are attached to the left and right
front corners of the upper support strut.
They complete the seal between the aircraft pylon, the C-ducts, the upper strut
and the outer duct seals.
JUN 97
MIXED EXHAUST SYSTEM

The mixed exhaust system collects two
flows of air. The first is the cold airflow,
which is the fan bypass air. The second is
the hot airflow which comes from the
engine core. The mixed exhaust system is
made up of the common nozzle exhaust
collector and the engine exhaust cone.
The common exhaust collector admits the
hot and cold gas outflows. These gas outflows then go out to the atmosphere
through the common nozzle. The nozzle
forms a convergent duct which increases
the speed of the mixed gas to give forward
thrust.
The engine exhaust cone forms the inner
contour of the common nozzle exhaust
collector. It is made of a welded honeycomb perforated panel for sound attenuation, an attachment ring and a closure
panel.
78-2
The cold airflow exhaust is part of the

thrust reverser system. When the thrust
reverser operates, the cold and hot outflows divide, and go in different directions.
Seals are installed around the front of the
inner duct and upper and lower support
struts. They seal the inner duct with the
thrust reverser C-ducts. These seals are
made in sections to suit the directional
changes in the seal run.
A circumferential seal is installed around
the outside of the forward section of the
exhaust collector. This seal gives an interface seal between the collector and the
rear edge of the translating cowl. It prevents leakage of fan air to ambient during
forward thrust operation.
Seals are attached to the left and right
front corners of the upper support strut.
They complete the seal between the aircraft pylon, the C-ducts, the upper strut
and the outer duct seals.
JUN 97
UNITED AIRLINES
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A318/
ENGINE EXHAUST
A319/A320 /A321
ENGINE EXHAUST
A319/A320
NOTE: Some aircraft have a slightly different assembly
NOTE: Some aircraft have a slightly different assembly
Mixed Exhaust System (Common Nozzle Assembly)

JUN 97
78-3
JUN 97
78-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE EXHAUST
/A321

THRUST REVERSER SYSTEM
The thrust reverser system for the V2500
engine is designed for use on the ground
to reduce aircraft landing roll. The thrust
reverser is designed to be used at two
extreme positions, stowed and deployed.
In the stowed position, the thrust reverser
provides an aerodynamic fairing between
the fan cowl and the core nozzle. When
deployed, the translating sleeves are
hydraulically moved rearward exposing
the cascades; the blocker doors are positioned to close the fan duct downstream
and the fan air exhaust flow is diverted
forward through the cascades providing a
braking effort for the aircraft. The thrust
reverser system is synchronized by means
of a flexible synchronizing shaft connecting all 4 translating sleeve hydraulic actuators.
The thrust reverser system comprises:
- a hydraulic control unit (HCU)
including:
an isolation valve,
an isolation valve solenoid,
a directional control valve,
a directional control valve solenoid,
a pressure switch,
a filter and clogging indicator,
a lockout lever,
- four actuators with an internal lock for
lower actuators,
- three flexible shafts,
- two linear variable differential
transducers located on each upper
actuator,
- two proximity switches located on each
lower actuator,
- two thrust reverser cowls comprising a
fixed structure and 2 translating sleeves
latched together.
78-4
ENGINE EXHAUST
A319/A320

The thrust reverser is actuated in response
to signals from the Engine Electronic Control (EEC). Selection of either stow or
deploy from the flight deck generates a
signal from Throttle Lever Agle (TLA)
transducers. The TLA position signal is
directed to the engine EEC which in turn,
supplies signals to the thrust reverser
hydraulic control unit.
Thrust reverser deployment is initiated by
rearward movement of the reverser lever
which inputs a signal, via a dual transducer (resolver), to the EEC. The EEC
supplies a 28 volt signal to the isolation
valve and directional control valve solenoids mounted in the HCU. The transmission of these signals from the EEC is
dependent upon EEC inputs of the 28 volt
supply, engine N2 greater than 50%, and
weight on wheels. The supply of the signal to the directional control valve solenoid is also dependent upon the closure
permission switch in that line. This switch
is closed by a Throttle Lever Angle (TLA)
signal via the Spoiler Elevator Computer
(SEC) and the Engine Interface Unit.
Energization of the isolation (pressurizing) valve solenoid and the directional
control valve solenoid allows hydraulic
pressure into the system. This event is
relayed to the EEC by the pressure switch
mounted in the HCU. Pressure in the
lower actuators releases the locks and
these events are signaled to the EEC by
proximity switches (lock sensors). As the
pistons move rearward to deploy the
reverser, the Linear Variable Differential
Transducers (LVDTs) on the upper actuators monitor the movement and inform the
EEC when the translating sleeve is fully
deployed. The proximity switches and
LVDTs remain active and the isolation
valve remains energized.
JUN 97

The thrust reverser system for the V2500
engine is designed for use on the ground
to reduce aircraft landing roll. The thrust
reverser is designed to be used at two
extreme positions, stowed and deployed.
In the stowed position, the thrust reverser
provides an aerodynamic fairing between
the fan cowl and the core nozzle. When
deployed, the translating sleeves are
hydraulically moved rearward exposing
the cascades; the blocker doors are positioned to close the fan duct downstream
and the fan air exhaust flow is diverted
forward through the cascades providing a
braking effort for the aircraft. The thrust
reverser system is synchronized by means
of a flexible synchronizing shaft connecting all 4 translating sleeve hydraulic actuators.
The thrust reverser system comprises:
- a hydraulic control unit (HCU)
including:
an isolation valve,
an isolation valve solenoid,
a directional control valve,
a directional control valve solenoid,
a pressure switch,
a filter and clogging indicator,
a lockout lever,
- four actuators with an internal lock for
lower actuators,
- three flexible shafts,
- two linear variable differential
transducers located on each upper
actuator,
- two proximity switches located on each
lower actuator,
- two thrust reverser cowls comprising a
fixed structure and 2 translating sleeves
latched together.
78-4
The thrust reverser is actuated in response

to signals from the Engine Electronic Control (EEC). Selection of either stow or
deploy from the flight deck generates a
signal from Throttle Lever Agle (TLA)
transducers. The TLA position signal is
directed to the engine EEC which in turn,
supplies signals to the thrust reverser
hydraulic control unit.
Thrust reverser deployment is initiated by
rearward movement of the reverser lever
which inputs a signal, via a dual transducer (resolver), to the EEC. The EEC
supplies a 28 volt signal to the isolation
valve and directional control valve solenoids mounted in the HCU. The transmission of these signals from the EEC is
dependent upon EEC inputs of the 28 volt
supply, engine N2 greater than 50%, and
weight on wheels. The supply of the signal to the directional control valve solenoid is also dependent upon the closure
permission switch in that line. This switch
is closed by a Throttle Lever Angle (TLA)
signal via the Spoiler Elevator Computer
(SEC) and the Engine Interface Unit.
Energization of the isolation (pressurizing) valve solenoid and the directional
control valve solenoid allows hydraulic
pressure into the system. This event is
relayed to the EEC by the pressure switch
mounted in the HCU. Pressure in the
lower actuators releases the locks and
these events are signaled to the EEC by
proximity switches (lock sensors). As the
pistons move rearward to deploy the
reverser, the Linear Variable Differential
Transducers (LVDTs) on the upper actuators monitor the movement and inform the
EEC when the translating sleeve is fully
deployed. The proximity switches and
LVDTs remain active and the isolation
valve remains energized.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321
Thrust Reverser Schematic
Thrust Reverser Schematic

JUN 97
A319/A320
ENGINE EXHAUST
78-5
JUN 97
78-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE EXHAUST
/A321

Stowage of the reverser is initiated by forward movement of the reverse latching
levers which signal this intent to the EEC.
The signal to the directional control valve
solenoid is then canceled by the EEC and
the permission switch, allowing pressure
to remain only in the stow side of the actuators. The pistons then move forward
until stowing is complete and the lower
actuator locks are engaged after which the
isolation valve solenoid is de-energized
and the reverser is locked in the forward
thrust mode.
NOTE: During normal reverser operation the isolation valve remains energized for a period of 5 seconds after the
LVDTs have registered fully stowed to
ensure full lock engagement and completion of the stow cycle.
If the LVDTs sense a displacement of
more than 10% of the thrust reverser actuator travel, the EEC commands an automatic stowage or deployment of the thrust
reversers.
78-6
ENGINE EXHAUST
A319/A320

Auto-Restow (Reverse not Selected)
For an auto-restow, the EEC signals the
isolation valve to open, and as the directional control valve is in the stow configuration the hydraulic pressure stows the
thrust reversers. The isolation valve
remains energized for the rest of the flight.
If the deployment of the thrust reversers is
greater than 15% of their full travel, the
EEC commands idle.
Auto-Redeploy (Reverse Selected)
For an auto-redeploy, the EEC commands
the isolation valve to close and keeps it
closed until idle is selected. The hydraulic
pressure is cut off from the system. The
aerodynamic load on the thrust reversers is
sufficient to deploy again the thrust
reversers.
If the thrust reversers stow by more than
22% of the actuator travel, the EEC sets
the engine to idle.
JUN 97
Stowage of the reverser is initiated by forward movement of the reverse latching

levers which signal this intent to the EEC.
The signal to the directional control valve
solenoid is then canceled by the EEC and
the permission switch, allowing pressure
to remain only in the stow side of the actuators. The pistons then move forward
until stowing is complete and the lower
actuator locks are engaged after which the
isolation valve solenoid is de-energized
and the reverser is locked in the forward
thrust mode.
NOTE: During normal reverser operation the isolation valve remains energized for a period of 5 seconds after the
LVDTs have registered fully stowed to
ensure full lock engagement and completion of the stow cycle.
If the LVDTs sense a displacement of
more than 10% of the thrust reverser actuator travel, the EEC commands an automatic stowage or deployment of the thrust
reversers.
78-6
Auto-Restow (Reverse not Selected)

For an auto-restow, the EEC signals the
isolation valve to open, and as the directional control valve is in the stow configuration the hydraulic pressure stows the
thrust reversers. The isolation valve
remains energized for the rest of the flight.
If the deployment of the thrust reversers is
greater than 15% of their full travel, the
EEC commands idle.
Auto-Redeploy (Reverse Selected)
For an auto-redeploy, the EEC commands
the isolation valve to close and keeps it
closed until idle is selected. The hydraulic
pressure is cut off from the system. The
aerodynamic load on the thrust reversers is
sufficient to deploy again the thrust
reversers.
If the thrust reversers stow by more than
22% of the actuator travel, the EEC sets
the engine to idle.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321
Deploy Sequence
Deploy Sequence
JUN 97
A319/A320
ENGINE EXHAUST
78-7
JUN 97
78-7
UNITED AIRLINES
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A318/A319/A320
ENGINE EXHAUST
/A321
Stow Sequence
Stow Sequence
78-8
A319/A320
ENGINE EXHAUST
JUN 97
78-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321

Thrust Reverser Lockout for
Flight Dispatch
There are two maintenance locations when
the thrust reverser system must be locked
out for flight dispatch; the Hydraulic Control Unit (HCU) which hydraulically locks
the system, and the translating sleeve
which mechanically locks the system.The
HCU has a manual lockout lever that
moves the isolation valve in the HCU
which blocks hydraulic pressure to the
translating sleeve actuators. The lever is
moved manually and held in place by a
lockout pin which is stowed in the HCU.
ENGINE EXHAUST
The left and right translating sleeves have

a mechanism to lock the translating sleeve
so that it cannot deploy. When the lockout
pin is put in the lockout assembly, it
engages the fixed structure of the C-duct
and prevents movement of the translating
sleeve. Two fittings are located on the
side of the translating sleeve near the middle, the upper fitting is the lockout assembly, the lower fitting is the lockout pin
stowage bracket assembly. When the T/R
is used, the upper fitting has a plug in it.
To lockout the translating sleeve, the position of the lockout pin and the plug are
reversed on both the inboard and outboard
translating sleeves. The outer end of the
lockpin extends out from the surface of the
sleeve when the pin is put in the lockout
assembly.

Flight Dispatch
There are two maintenance locations when
the thrust reverser system must be locked
out for flight dispatch; the Hydraulic Control Unit (HCU) which hydraulically locks
the system, and the translating sleeve
which mechanically locks the system.The
HCU has a manual lockout lever that
lockout pin which is stowed in the HCU.
Hydraulic Control Unit - Pin Installation for Flight Dispatch

JUN 97
A319/A320
The left and right translating sleeves have

a mechanism to lock the translating sleeve
so that it cannot deploy. When the lockout
pin is put in the lockout assembly, it
engages the fixed structure of the C-duct
and prevents movement of the translating
sleeve. Two fittings are located on the
side of the translating sleeve near the middle, the upper fitting is the lockout assembly, the lower fitting is the lockout pin
stowage bracket assembly. When the T/R
is used, the upper fitting has a plug in it.
To lockout the translating sleeve, the position of the lockout pin and the plug are
reversed on both the inboard and outboard
translating sleeves. The outer end of the
lockpin extends out from the surface of the
sleeve when the pin is put in the lockout
assembly.
Hydraulic Control Unit - Pin Installation for Flight Dispatch

78-9
JUN 97
78-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE EXHAUST
/A321
ENGINE EXHAUST
Translating Sleeve Lockout Pins for Flight Dispatch
Translating Sleeve Lockout Pins for Flight Dispatch
78-10
A319/A320
JUN 97
78-10
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321
ENGINE EXHAUST

Ground Maintenance
The HCU has a manual lockout lever that
lockout pin.
NOTE: The lockout pin used to lockout
the HCU for ground maintenance has a
red flag and is not the lockout pin
stowed in the HCU.

Ground Maintenance
The HCU has a manual lockout lever that
lockout pin.
NOTE: The lockout pin used to lockout
the HCU for ground maintenance has a
red flag and is not the lockout pin
stowed in the HCU.
Hydraulic Control Unit - Pin Installation for Ground Maintenance

JUN 97
A319/A320
Hydraulic Control Unit - Pin Installation for Ground Maintenance

78-11
JUN 97
78-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE EXHAUST
/A321

Thrust Reverser Manual
Opening/Closing
Thrust reverser system can be operated
manually on the ground for maintenance
purposes using a manually operated drive
shaft.
A manually bypassable non return valve
located in the pylon is used to allow
movement of the translating sleeves without any hydraulic blockage.
For manual deploying of the thrust
reverser, the HCU under the left fan cowl
must be pinned in the lockout position.
The non return valve is pinned in the bypass position.
The lower actuators on each side of the
thrust reverser must be held in the
unlocked position. This is achieved by
moving the lock levers on both lower
actuators and inserting lockout pins with a
red flag. In normal operation (flight phase
8 with engines operating) the lock levers
are hydraulically unlocked and locked.
thrust reversers have a manual drive
mechanism mounted in the actuator base.
78-12
ENGINE EXHAUST
A319/A320

Use either of the two manual drive mechanisms to move both of the translating
sleeves towards the deploy position. Fluid
necessary to prevent hydraulic blockage is
drawn from the hydraulic reservoir
through the return line and the non return
valve.
For manual stowing of the thrust reverser,
move the translating sleeves towards the
stowed position using the manual drive
mechanism. Excess fluid is returned back
to the hydraulic reservoir through the
return line and the non return valve.
NOTE: This operation does not need to
bypass the non return valve. Fluid
flows in its normal way regardless of the
position of the manual bypass lever.
When the translating sleeves reach their
fully stowed position, release the two
lower actuator lock levers to their locked
position.
Move the non return valve lever to its normal position. A mechanical feature, integrated with the pylon access panel, will
not allow leaving the lever in the "wrong
or bypassed position for flight.
Release the HCU lockout lever by removing the lockout pin.
CAUTION: Operation of the reverser
should not be allowed with the cowls in
the open position.
JUN 97
Thrust Reverser Manual

Opening/Closing
Thrust reverser system can be operated
manually on the ground for maintenance
purposes using a manually operated drive
shaft.
A manually bypassable non return valve
located in the pylon is used to allow
movement of the translating sleeves without any hydraulic blockage.
For manual deploying of the thrust
reverser, the HCU under the left fan cowl
must be pinned in the lockout position.
The non return valve is pinned in the bypass position.
thrust reverser must be held in the
unlocked position. This is achieved by
moving the lock levers on both lower
actuators and inserting lockout pins with a
red flag. In normal operation (flight phase
8 with engines operating) the lock levers
are hydraulically unlocked and locked.
thrust reversers have a manual drive
mechanism mounted in the actuator base.
78-12
Use either of the two manual drive mechanisms to move both of the translating
sleeves towards the deploy position. Fluid
necessary to prevent hydraulic blockage is
drawn from the hydraulic reservoir
through the return line and the non return
valve.
For manual stowing of the thrust reverser,
move the translating sleeves towards the
stowed position using the manual drive
mechanism. Excess fluid is returned back
to the hydraulic reservoir through the
return line and the non return valve.
NOTE: This operation does not need to
bypass the non return valve. Fluid
flows in its normal way regardless of the
position of the manual bypass lever.
When the translating sleeves reach their
fully stowed position, release the two
lower actuator lock levers to their locked
position.
Move the non return valve lever to its normal position. A mechanical feature, integrated with the pylon access panel, will
not allow leaving the lever in the "wrong
or bypassed position for flight.
Release the HCU lockout lever by removing the lockout pin.
CAUTION: Operation of the reverser
should not be allowed with the cowls in
the open position.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321
ENGINE EXHAUST
Non Return Valve - Manual Byass for Manual Opening/Closing

JUN 97
A319/A320
Non Return Valve - Manual Byass for Manual Opening/Closing

78-13
JUN 97
78-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE EXHAUST
/A321
A319/A320
Lower Actuator Manual Lock for Thrust Reverser Manual Opening/Closing
78-14
ENGINE EXHAUST
JUN 97
Lower Actuator Manual Lock for Thrust Reverser Manual Opening/Closing
78-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321
A319/A320
ENGINE EXHAUST
Manual Deploy Sequence Schematic
Manual Deploy Sequence Schematic
Manual Stow Sequence Schematic
Manual Stow Sequence Schematic
JUN 97
78-15
JUN 97
78-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE EXHAUST
/A321

THRUST REVERSER CONTROL
AND INDICATING
The thrust reverser is controlled from the
flight deck by means of the throttle control
lever. A thrust reverser latching lever,
when actuated, allows the throttle control
lever to be moved rearward in the reverse
thrust selection area and the thrust
reverser to be controlled by the Engine
Electronic Control (EEC).
The EEC incorporates a thrust reverser
feedback position and ground/flight configuration which generates a command
signal to the isolation valve and the directional control valve.
The signal from the EEC to the directional
valve is fed to the avionics compartment
where it passes through an inhibition relay
(also called permission switch) controlled
by the Engine Interface Unit (EIU) and the
Spoiler Elevator Computer (SEC) according to the throttle control lever position.
Each channel of the EEC can control and
monitor the thrust reverser.
The hydraulic energy required for actuation is supplied from the normal hydraulic
system.
78-16
ENGINE EXHAUST
A319/A320

The thrust reverser operating sequences
are displayed in the flight deck on the
upper ECAM display unit. In deployment, an amber REV indication will come
into view at the middle of the EPR dial
when at least one of the translating sleeves
is unstowed (between 10% and 95%). If
this occurs abnormally in flight, REV will
flash first for 9 seconds then it will remain
steady.
The REV indication will change to green
color when the translating sleeves are
fully deployed and the reverse thrust can
be applied.
In stowage, the indication changes to
amber when one sleeve is less than 95%
deployed and disappears when both
sleeves are stowed.
There are 4 hydraulic actuators, mounted
on the forward frame of the thrust
reverser. They are supplied with hydraulic fluid by the HCU. The locking actuators (lower L & R) incorporate sensors
which signal lock position to the EEC.
These 4 hydraulic actuators have two
functions; to deploy the translating sleeves
and to stow the translating sleeves
JUN 97

AND INDICATING
The thrust reverser is controlled from the
flight deck by means of the throttle control
lever. A thrust reverser latching lever,
when actuated, allows the throttle control
lever to be moved rearward in the reverse
thrust selection area and the thrust
reverser to be controlled by the Engine
Electronic Control (EEC).
The EEC incorporates a thrust reverser
feedback position and ground/flight configuration which generates a command
signal to the isolation valve and the directional control valve.
The signal from the EEC to the directional
valve is fed to the avionics compartment
where it passes through an inhibition relay
(also called permission switch) controlled
by the Engine Interface Unit (EIU) and the
Spoiler Elevator Computer (SEC) according to the throttle control lever position.
Each channel of the EEC can control and
monitor the thrust reverser.
The hydraulic energy required for actuation is supplied from the normal hydraulic
system.
78-16
The thrust reverser operating sequences

are displayed in the flight deck on the
upper ECAM display unit. In deployment, an amber REV indication will come
into view at the middle of the EPR dial
when at least one of the translating sleeves
is unstowed (between 10% and 95%). If
this occurs abnormally in flight, REV will
flash first for 9 seconds then it will remain
steady.
The REV indication will change to green
color when the translating sleeves are
fully deployed and the reverse thrust can
be applied.
In stowage, the indication changes to
amber when one sleeve is less than 95%
deployed and disappears when both
sleeves are stowed.
There are 4 hydraulic actuators, mounted
on the forward frame of the thrust
reverser. They are supplied with hydraulic fluid by the HCU. The locking actuators (lower L & R) incorporate sensors
which signal lock position to the EEC.
These 4 hydraulic actuators have two
functions; to deploy the translating sleeves
and to stow the translating sleeves
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321
Thrust Reverser System

JUN 97
A319/A320
ENGINE EXHAUST
78-17
JUN 97
78-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE EXHAUST
/A321
Thrust Control Lever
Thrust Control Lever
78-18
A319/A320
ENGINE EXHAUST
JUN 97
78-18
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321
Actuation System Overall View

JUN 97
A319/A320
ENGINE EXHAUST
Actuation System Overall View

78-19
JUN 97
78-19
UNITED AIRLINES
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A318/A319/A320
ENGINE EXHAUST
/A321

THRUST REVERSER HALVES
The thrust reverser is attached to the pylon
(immediately aft of the engine fan case)
and to the fan case by the vee blade-vee
groove system. The reverser is constructed in two halves which are hinged at
the top to the pylon and latched together
along the bottom center line.
Each reverser half is supported from the
pylon by 4 hinges. These hinges are integral with a machined aluminum beam
which runs along the upper section of the
thrust reverser. The thrust reverser consists of 4 parts; the C-duct fixed structure,
the translating sleeve, the blocker doors,
and the cascades.
The C-duct is a pair of doors hinged to the
pylon, one on the right side and one on the
left side of the engine. When open, the Cducts allow access to the engine, when
closed the two C-ducts enclose the engine
and are latched together beneath the
engine.
The C-duct is formed of two walls. The
inner wall blankets the engine and
encloses the engine compartment. In
order to accommodate the position of the
Pressure Regulator Valve (PRV or bleed
valve) a 7.5 in by 4.5 in, 0.418 in deep
recess is provided in the left hand C-duct
inner wall.
78-20
ENGINE EXHAUST
A319/A320

The space between the two walls forms a
duct to guide the air from the fan to the
common nozzle at the rear of the engine.
The C-duct contains hoisting points for
removal and installation with the use of a
3 point handling sling. The thrust reverser
used loadshare and bumper fittings to
enhance engine performance retention.
These loadshare fittings are located where
the thrust reverser is coupled to the common nozzle exhaust collector.
Each C-duct contains a duct in the upper
bifurcation wall which provides air to the
precooler. The right hand C-duct contains
an inlet for the Active Clearance Control
(ACC) valve which provides air to cool
the turbine case area. The left hand Cduct contains an inlet which provides air
to the No. 4 bearing compartment Air
Cooled Air Cooler (ACOC).
JUN 97
THRUST REVERSER HALVES

The thrust reverser is attached to the pylon
(immediately aft of the engine fan case)
and to the fan case by the vee blade-vee
groove system. The reverser is constructed in two halves which are hinged at
the top to the pylon and latched together
along the bottom center line.
Each reverser half is supported from the
pylon by 4 hinges. These hinges are integral with a machined aluminum beam
which runs along the upper section of the
thrust reverser. The thrust reverser consists of 4 parts; the C-duct fixed structure,
the translating sleeve, the blocker doors,
and the cascades.
The C-duct is a pair of doors hinged to the
pylon, one on the right side and one on the
left side of the engine. When open, the Cducts allow access to the engine, when
closed the two C-ducts enclose the engine
and are latched together beneath the
engine.
The C-duct is formed of two walls. The
inner wall blankets the engine and
encloses the engine compartment. In
order to accommodate the position of the
Pressure Regulator Valve (PRV or bleed
valve) a 7.5 in by 4.5 in, 0.418 in deep
recess is provided in the left hand C-duct
inner wall.
78-20
The space between the two walls forms a

duct to guide the air from the fan to the
common nozzle at the rear of the engine.
The C-duct contains hoisting points for
removal and installation with the use of a
3 point handling sling. The thrust reverser
used loadshare and bumper fittings to
enhance engine performance retention.
These loadshare fittings are located where
the thrust reverser is coupled to the common nozzle exhaust collector.
Each C-duct contains a duct in the upper
bifurcation wall which provides air to the
precooler. The right hand C-duct contains
an inlet for the Active Clearance Control
(ACC) valve which provides air to cool
the turbine case area. The left hand Cduct contains an inlet which provides air
to the No. 4 bearing compartment Air
Cooled Air Cooler (ACOC).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321

The translating sleeve forms the outer surface of the C-duct. In forward thrust
mode, the translating sleeve is held against
the front of the C-duct providing an aerodynamically smooth surface to the engine
nacelle. In reverse thrust mode, the translating sleeve moves aft on tracks near the
top and bottom of the C-duct. By such
action, it moves the blocker doors down
and exposes the cascades, thereby blocking the flow of fan air coming into the duct
and directing it outward and forward
through the cascades.
The translating sleeve contains panels for
access to the thrust reverser actuator rear
attachments.
Five blocker doors are mounted side by
side on the inside of the outer wall of each
C-duct. The forward edge of the blocker
doors is hinged to the translating sleeve
and travel back with the sleeve.
The aft edge of the blocker doors is
attached to the inner wall of the C-duct by
a drag link. In forward thrust mode the
blocker doors are flush against the outer
wall and present a smooth surface to the
flow of air through the duct.
JUN 97
ENGINE EXHAUST
A319/A320

In reverse thrust mode, the blocker door
hinge moves aft with the translating
sleeve. The aft edge of the blocker door,
held by the drag link to the inner wall, is
pulled down against the inner wall. The 5
doors are shaped to fit together to form a
complete barrier across the air duct and
effectively block the flow of air through
the duct.
The cascades, in the outer wall of the Cduct, are covered by the translating sleeve
on the outside and by the blocker doors on
the inside during forward thrust.
In reverse thrust mode, the cascades are
exposed on the outside when the translating sleeve moves aft and exposed on the
inside when the blocker door hinges move
aft and the blocker doors are pulled down.
The air in the C-duct stopped by the
blocker doors is forced out through the
cascades. The louvers of the cascades are
angled to send the air forward and outward
thereby creating a reverse thrust against
the movement of the aircraft.
NOTE: The blocker door arrangement
is specific and doors are not randomly
interchangeable.
78-21
The translating sleeve forms the outer surface of the C-duct. In forward thrust
mode, the translating sleeve is held against
the front of the C-duct providing an aerodynamically smooth surface to the engine
nacelle. In reverse thrust mode, the translating sleeve moves aft on tracks near the
top and bottom of the C-duct. By such
action, it moves the blocker doors down
and exposes the cascades, thereby blocking the flow of fan air coming into the duct
and directing it outward and forward
through the cascades.
The translating sleeve contains panels for
access to the thrust reverser actuator rear
attachments.
Five blocker doors are mounted side by
side on the inside of the outer wall of each
C-duct. The forward edge of the blocker
doors is hinged to the translating sleeve
and travel back with the sleeve.
The aft edge of the blocker doors is
attached to the inner wall of the C-duct by
a drag link. In forward thrust mode the
blocker doors are flush against the outer
wall and present a smooth surface to the
flow of air through the duct.
JUN 97
In reverse thrust mode, the blocker door

hinge moves aft with the translating
sleeve. The aft edge of the blocker door,
held by the drag link to the inner wall, is
pulled down against the inner wall. The 5
doors are shaped to fit together to form a
complete barrier across the air duct and
effectively block the flow of air through
the duct.
The cascades, in the outer wall of the Cduct, are covered by the translating sleeve
on the outside and by the blocker doors on
the inside during forward thrust.
In reverse thrust mode, the cascades are
exposed on the outside when the translating sleeve moves aft and exposed on the
inside when the blocker door hinges move
aft and the blocker doors are pulled down.
The air in the C-duct stopped by the
blocker doors is forced out through the
cascades. The louvers of the cascades are
angled to send the air forward and outward
thereby creating a reverse thrust against
the movement of the aircraft.
NOTE: The blocker door arrangement
is specific and doors are not randomly
interchangeable.
78-21
UNITED AIRLINES
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A318/A319/A320
ENGINE EXHAUST
/A321
ENGINE EXHAUST
Fan Air Flow with Thrust Reverser Stowed and Deployed
78-22
A319/A320
Fan Air Flow with Thrust Reverser Stowed and Deployed
JUN 97
78-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321
Thrust Reverser Structure

JUN 97
A319/A320
ENGINE EXHAUST
Thrust Reverser Structure

78-23
JUN 97
78-23
UNITED AIRLINES
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A318/A319/A320
ENGINE EXHAUST
/A321

THRUST REVERSER OPENING
MECHANISM
The purpose of the thrust reverser opening
mechanism is to open the C-duct doors to
allow access to the engine for maintenance. The opening system is manually
operated by a hydraulic hand pump.
The thrust reverser opening mechanism
consists of two parts for each C-duct door;
the opening actuator and the hydraulic
tube.
The opening actuator acts as a piston with
the base attached to the top of the C-duct
door and the other end to the pylon. As
the hydraulic pressure builds up in the
actuator, the piston extends to move the
door outward.
The actuator is not
designed to hold the weight of the door for
a long time. The door hold open rods
must be positioned to support the door.
The hydraulic tubing is made up of 3
parts; a flexible hose, a rigid tubing section, and a manifold connector.
The flexible hose connect to the opening
actuator to absorb the rocking movements
of the actuator as the C-duct door opens
and closes. The flexible hydraulic hose is
inside a larger conduit. Fan air from the
precooler is brought into the area between
the hose and cover to cool the hydraulic
fluid.
78-24
ENGINE EXHAUST
A319/A320

The two ends of the cover are half shells
made of fiberglass. The half shells at the
opening actuator can be separated to allow
access to the hydraulic tube connection.
The single half shell at the lower end can
be raised to allow access to the hydraulic
tube connection.
The rigid hydraulic tubing section connects to the flexible hose and runs down
the forward edge of the C-duct door. Near
the bottom of the door the tubing connects
to the manifold.
The manifold has 3 connection points. It
connects to the bottom end of the rigid
hydraulic tubing. It has a quick release
connector for the hydraulic hand pump. It
has a pressure relief valve to protect the
opening actuator system from high pressure.
A total of 6 latches are used to secure the
two C-ducts to each other. Access to the
front latch is through the left and right fan
cowls. Three latches are located under a
hinged access panel. The rear latch is a
double latch but the two latches must be
released and latched individually.
The thrust reverser cowls can be opened to
a 45 degree position for engine removal or
other maintenance actions.
CAUTION: The slats must be retracted
when opening the C-duct doors to prevent contact.
JUN 97
THRUST REVERSER OPENING

MECHANISM
The purpose of the thrust reverser opening
mechanism is to open the C-duct doors to
allow access to the engine for maintenance. The opening system is manually
operated by a hydraulic hand pump.
The thrust reverser opening mechanism
consists of two parts for each C-duct door;
the opening actuator and the hydraulic
tube.
The opening actuator acts as a piston with
the base attached to the top of the C-duct
door and the other end to the pylon. As
the hydraulic pressure builds up in the
actuator, the piston extends to move the
door outward.
The actuator is not
designed to hold the weight of the door for
a long time. The door hold open rods
must be positioned to support the door.
The hydraulic tubing is made up of 3
parts; a flexible hose, a rigid tubing section, and a manifold connector.
The flexible hose connect to the opening
actuator to absorb the rocking movements
of the actuator as the C-duct door opens
and closes. The flexible hydraulic hose is
inside a larger conduit. Fan air from the
precooler is brought into the area between
the hose and cover to cool the hydraulic
fluid.
78-24
The two ends of the cover are half shells

made of fiberglass. The half shells at the
opening actuator can be separated to allow
access to the hydraulic tube connection.
The single half shell at the lower end can
be raised to allow access to the hydraulic
tube connection.
The rigid hydraulic tubing section connects to the flexible hose and runs down
the forward edge of the C-duct door. Near
the bottom of the door the tubing connects
to the manifold.
The manifold has 3 connection points. It
connects to the bottom end of the rigid
hydraulic tubing. It has a quick release
connector for the hydraulic hand pump. It
has a pressure relief valve to protect the
opening actuator system from high pressure.
A total of 6 latches are used to secure the
two C-ducts to each other. Access to the
front latch is through the left and right fan
cowls. Three latches are located under a
hinged access panel. The rear latch is a
double latch but the two latches must be
released and latched individually.
The thrust reverser cowls can be opened to
a 45 degree position for engine removal or
other maintenance actions.
CAUTION: The slats must be retracted
when opening the C-duct doors to prevent contact.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE EXHAUST
A319/A320 /A321
Thrust Reverser Opening Mechanism

JUN 97
A319/A320
ENGINE EXHAUST
Thrust Reverser Opening Mechanism

78-25
JUN 97
78-25
UNITED AIRLINES
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A318/A319/A320
ENGINE EXHAUST
/A321
Thrust Control System

Thrust Control System

Reverse Levers
position. The stop is reset when the
throttle is selected back to forward
thrust.
Throttles
TO
TO
TO
TO
GA
GA
GA
GA
FLX
MCT
FLX
MCT
FLX
MCT
FLX
MCT
CL
A
/
T
H
R
45
40
35
30
25
CL
A
/
T
H
R
20
15
10
R
E
V
FULL
78-26
A319/A320
ENGINE EXHAUST
5
0
R
E
V
Reverse Levers
position. The stop is reset when the
throttle is selected back to forward
thrust.
Throttles
FULL
JUN 97
CL
A
/
T
H
R
40
35
30
25
CL
A
/
T
H
R
20
15
10
R
E
V
FULL
78-26
45
5
0
R
E
V
FULL
JUN 97
UNITED AIRLINES
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A318/
ENGINE EXHAUST
A319/A320 /A321
A319/A320
ENGINE EXHAUST
Primary Engine Indications (REV Indications)

Location: Upper ECAM DU
Primary Engine Indications (REV Indications)

Location: Upper ECAM DU
REV Indication
Appears amber when one reverser cowl is
not stowed, or is unlocked or inadvertently
deployed. If a reverser unlocks in flight,
REV flashes for 9 seconds and then
remains steady. The indication changes to
green when the doors are fully deployed.
REV Indication
Appears amber when one reverser cowl is
not stowed, or is unlocked or inadvertently
deployed. If a reverser unlocks in flight,
REV flashes for 9 seconds and then
remains steady. The indication changes to
green when the doors are fully deployed.
IDLE
IDLE
1.4
1.2
1.2
1.6
EPR
1.223
1.4
1.4
REV 1.6
EGT
C
420
100.1
+99.8
N1
%
N2
%
JUN 97
1.2
35C
F.F.
3400
8
1.6
EPR
1
3300
FLX
FOB: 29000 LBS
EGT
C
FLAP
F.F.
3400
8
100.1
+99.8
99.9+
78-27
JUN 97
N1
%
N2
%
LBS/H
3300
FOB: 29000 LBS
S
10
35C
440
10
1.503
1.223
420
95.1
1.2
LBS/H
440
1.4
REV 1.6
1.223
S
10
1.503
1.223
FLX
FLAP
10
95.1
99.9+
78-27
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ENGINE EXHAUST
/A321
COMPONENT LOCATIONS
ENGINE EXHAUST
COMPONENT LOCATIONS
Exhaust General
Exhaust General
78-28
A319/A320
JUN 97
78-28
JUN 97
UNITED AIRLINES
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A318/
ENGINE EXHAUST
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE EXHAUST
COMPONENT LOCATIONS

JUN 97
A319/A320

78-29
JUN 97
78-29
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ENGINE EXHAUST
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flight Deck Components
78-30
A319/A320
ENGINE EXHAUST
Flight Deck Components
JUN 97
78-30
JUN 97
UNITED AIRLINES
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A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS

JUN 97
A319/A320
ENGINE EXHAUST
78-31
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COMPONENT LOCATIONS
ENGINE EXHAUST
COMPONENT LOCATIONS
Hydraulic Control Unit
Hydraulic Control Unit
78-32
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COMPONENT LOCATIONS
COMPONENT LOCATIONS
Thrust Reverser System Miscellaneous

JUN 97
A319/A320
ENGINE EXHAUST
Thrust Reverser System Miscellaneous

78-33
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TABLE OF CONTENTS
TABLE OF CONTENTS

GENERAL ...................................................................................................1
STORAGE ...................................................................................................2
DISTRIBUTION .........................................................................................2
Oil Supply System ................................................................................2
Engine Oil System Schematic ...............................................................4
Oil Supply System Schematic ...............................................................7
Scavenge Oil System ............................................................................8
Oil Scavenge and Vent System Schematic ...........................................9
INDICATING .............................................................................................11
Oil Indicating System Schematic ..........................................................11
Oil Indicating System Sensors ..............................................................12
Oil Quantity Indicating .........................................................................13
Oil Temperature Indicating ...................................................................14
Oil Pressure Indicating ..........................................................................16
Low Oil Pressure Warning ....................................................................18
Oil Filter Clog .......................................................................................20
Scavenge Filter Differential Pressure Warning ....................................21
No. 4 Bearing Scavenge Valve Indications ..........................................22
Oil System ECAM Indications ..................................................................24
COMPONENT LOCATION
Oil Tank ........................................................................................................25
Oil Pressure Pump ........................................................................................26
Pressure Oil Filter .........................................................................................27
Scavenge Pump .............................................................................................28
Scavenge Oil Filter .......................................................................................29
Air Cooled Oil Cooler ..................................................................................30
Fuel Cooled Oil Cooler .................................................................................31
Chip Detectors ..............................................................................................32
Chip Detector Details ...................................................................................33
Two Position Scavenge Valve ......................................................................34
Oil System Indicating Components ..............................................................35

GENERAL .................................................................................................. 1
STORAGE .................................................................................................. 2
DISTRIBUTION ........................................................................................ 2
Oil Supply System ................................................................................ 2
Engine Oil System Schematic .............................................................. 4
Oil Supply System Schematic .............................................................. 7
Scavenge Oil System ............................................................................ 8
Oil Scavenge and Vent System Schematic ........................................... 9
INDICATING ............................................................................................. 11
Oil Indicating System Schematic ......................................................... 11
Oil Indicating System Sensors .............................................................. 12
Oil Quantity Indicating ......................................................................... 13
Oil Temperature Indicating .................................................................. 14
Oil Pressure Indicating ......................................................................... 16
Low Oil Pressure Warning ................................................................... 18
Oil Filter Clog ....................................................................................... 20
Scavenge Filter Differential Pressure Warning .................................... 21
No. 4 Bearing Scavenge Valve Indications .......................................... 22
Oil System ECAM Indications .................................................................. 24
COMPONENT LOCATION
Oil Tank ........................................................................................................ 25
Oil Pressure Pump ........................................................................................ 26
Pressure Oil Filter ......................................................................................... 27
Scavenge Pump ............................................................................................ 28
Scavenge Oil Filter ....................................................................................... 29
Air Cooled Oil Cooler .................................................................................. 30
Fuel Cooled Oil Cooler ................................................................................ 31
Chip Detectors .............................................................................................. 32
Chip Detector Details ................................................................................... 33
Two Position Scavenge Valve ...................................................................... 34
Oil System Indicating Components .............................................................. 35
JUN 97
JUN 97
79-i
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ENGINE OIL
GENERAL
The lubrication system provides lubrication and cooling to the engine components. The oil system includes separate
pressure and scavenge pumps, a fuel
cooled oil cooler, an air cooled oil cooler,
an oil tank and associated valves and filters.
GENERAL
The lubrication system provides lubrication and cooling to the engine components. The oil system includes separate
pressure and scavenge pumps, a fuel
cooled oil cooler, an air cooled oil cooler,
an oil tank and associated valves and filters.
Engine Oil System
Engine Oil System

JUN 97
79-1
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STORAGE
The oil tank contains the oil to be delivered under pressure to the engine and
external gearbox. All the scavenged oil
returns to the tank to maintain the oil level
during the time the engine is operating.
The oil tank is attached to the LH side of
the external gearbox at the 7 o'clock position on the fan case. The oil tank has the
following features:
- a mounting boss for the quantity
transmitter,
- oil service provisions; a gravity fill port
with a scupper drain, remote fill and
overflow ports, a prismatic oil level
indicator, a total capacity of 30.5 US
quarts with a usable oil capacity of 25
US quarts (design of the oil tank filler
leaves a minimum 5.5 quart air space in
the top of the tank),
- a tank pressurization valve which
supplies adequate inlet pressure to the
inlet of the oil pump lubrication stage,
- a filler neck valve which prevents rapid
oil loss through the oil filler neck,
- an internal deaerator which deaerates the
oil which comes from the scavenge
filter.
DISTRIBUTION
The oil distribution system includes the
- an air cooled oil cooler,
- a fuel cooled oil cooler,
- a pressure oil filter element,
- a scavenge oil filter element,
- a onestage pressure pump,
- a fivestage scavenge valve,
- a deoiler,
- a two position scavenge valve,
- a filter bypass valve
- magnetic chip detectors.
79-2
ENGINE OIL
A319/A320

Oil Supply System
The oil leaves the tank and is routed into a
one-stage pressure pump.
For protection of the pressure pump, as oil
leaves the tank it passes through a coarse
strainer and then flows to the pressure
pump through a cast passage in the main
gearbox.
The pressure pump is mounted on the
front of the main gearbox. It is a gear type
pump with two rotating meshing gears.
The pressure pump housing incorporates
the pressure oil filter, a cold-start pressure
valve, and a pressure-pump flow trimming
valve.
The pressure circuit main components are
the pressure pump, the pressure filter, the
air cooled oil cooler and the fuel cooled oil
cooler.
At engine start-up, the pressure pump
draws oil from the tank and pressurizes it.
The pressure relief valve bypasses the
pressure circuit during cold starts.
It is pumped through a pressure filter to
remove any large debris. The pressure
pump filter strains oil under pressure with
a 125 micron filter element which protects
the pressure nozzle from contamination.
The inlet filtered oil is thus supplied to the
critical components. The pressure filter
housing incorporates a pressure priming
connection and an anti-drain valve to prevent oil loss during removal. The filter
does not have a bypass. It is a coarser filter
than the scavenge filter and can be
cleaned.
After passing through the pressure filter,
the flows to the air cooled oil cooler
(ACOC) before being cooled again
through the fuel cooled oil cooler.
JUN 97
STORAGE
The oil tank contains the oil to be delivered under pressure to the engine and
external gearbox. All the scavenged oil
returns to the tank to maintain the oil level
during the time the engine is operating.
The oil tank is attached to the LH side of
the external gearbox at the 7 o'clock position on the fan case. The oil tank has the
following features:
- a mounting boss for the quantity
transmitter,
- oil service provisions; a gravity fill port
with a scupper drain, remote fill and
overflow ports, a prismatic oil level
indicator, a total capacity of 30.5 US
quarts with a usable oil capacity of 25
US quarts (design of the oil tank filler
leaves a minimum 5.5 quart air space in
the top of the tank),
- a tank pressurization valve which
supplies adequate inlet pressure to the
inlet of the oil pump lubrication stage,
- a filler neck valve which prevents rapid
oil loss through the oil filler neck,
- an internal deaerator which deaerates the
oil which comes from the scavenge
filter.
DISTRIBUTION
The oil distribution system includes the
- an air cooled oil cooler,
- a fuel cooled oil cooler,
- a pressure oil filter element,
- a scavenge oil filter element,
- a onestage pressure pump,
- a fivestage scavenge valve,
- a deoiler,
- a two position scavenge valve,
- a filter bypass valve
- magnetic chip detectors.
79-2
Oil Supply System

The oil leaves the tank and is routed into a
one-stage pressure pump.
For protection of the pressure pump, as oil
leaves the tank it passes through a coarse
strainer and then flows to the pressure
pump through a cast passage in the main
gearbox.
The pressure pump is mounted on the
front of the main gearbox. It is a gear type
pump with two rotating meshing gears.
The pressure pump housing incorporates
the pressure oil filter, a cold-start pressure
valve, and a pressure-pump flow trimming
valve.
The pressure circuit main components are
the pressure pump, the pressure filter, the
air cooled oil cooler and the fuel cooled oil
cooler.
At engine start-up, the pressure pump
draws oil from the tank and pressurizes it.
The pressure relief valve bypasses the
pressure circuit during cold starts.
It is pumped through a pressure filter to
remove any large debris. The pressure
pump filter strains oil under pressure with
a 125 micron filter element which protects
the pressure nozzle from contamination.
The inlet filtered oil is thus supplied to the
critical components. The pressure filter
housing incorporates a pressure priming
connection and an anti-drain valve to prevent oil loss during removal. The filter
does not have a bypass. It is a coarser filter
than the scavenge filter and can be
cleaned.
After passing through the pressure filter,
the flows to the air cooled oil cooler
(ACOC) before being cooled again
through the fuel cooled oil cooler.
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The ACOC is mounted on the engine turbine case. The ACOC removes heat from
the engine lubricating oil by means of
cooling fan air and maintains the oil temperature within the specified range.
The oil passed through the ACOC next
flows through the fuel cooled oil cooler
(FCOC) which is installed on the fan casing.
The FCOC housing is made from a onepiece casting. The FCOC has two bypass
valves. One is an oil pressure relief
bypass valve for the core and the other is a
fuel filter bypass valve.
JUN 97
ENGINE OIL
A319/A320

The FCOC housing provides the mounting
facilities for a fuel diverter valve, oil and
fuel temperature sensors, and a fuel differential pressure switch.
A hole is located between the oil inlet and
outlet ports to prevent to the oil from emptying after engine shutdown.
The FCOC dissipates the engine heat by
exchanging heat between the engine lubricating oil and the low-pressure fuel in the
system. The FCOC warms the low-temperature fuel to the de-icing level.
79-3
The ACOC is mounted on the engine turbine case. The ACOC removes heat from
the engine lubricating oil by means of
cooling fan air and maintains the oil temperature within the specified range.
The oil passed through the ACOC next
flows through the fuel cooled oil cooler
(FCOC) which is installed on the fan casing.
The FCOC housing is made from a onepiece casting. The FCOC has two bypass
valves. One is an oil pressure relief
bypass valve for the core and the other is a
fuel filter bypass valve.
JUN 97
The FCOC housing provides the mounting

facilities for a fuel diverter valve, oil and
fuel temperature sensors, and a fuel differential pressure switch.
A hole is located between the oil inlet and
outlet ports to prevent to the oil from emptying after engine shutdown.
The FCOC dissipates the engine heat by
exchanging heat between the engine lubricating oil and the low-pressure fuel in the
system. The FCOC warms the low-temperature fuel to the de-icing level.
79-3
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Engine Oil System Schematic
Engine Oil System Schematic
79-4
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The FCOC oil pressure-relief bypass
valve diverts the excessive oil pressure
during the engine cold start.
As oil leaves the FCOC, some of the oil is
routed back to the oil tank through the
anti-siphon vent. This vent, located at the
exit of the FCOC, prevents the siphoning
of oil from the tank to the main gearbox
when the engine is static.
NOTE: The Fuel Cooled Oil Cooler
contains the engine fuel filter in the bottom portion of the assembly. See the
FCOC in the Component Locations section of this ARG chapter for details.
After leaving the cooling system (the
FCOC), the oil is distributed to each area
where it is required via a system of oil
lines.
The oil flows to the No. 1, 2, and 3 bearing compartment, to the No. 4 bearing
compartment and to the No. 5 bearing
compartment, and to both the main and
angle gearboxes.
79-6
ENGINE OIL
A319/A320

Except for the No. 3 bearing damper, the
pressure of the oil supplied to each location is controlled by a restrictor. There is
also a last chance strainer at the entry of
each compartment to prevent oil jet blockage by any debris or carbon flakes in the
oil.
Oil supply to the main and angle gearboxes is taken from the main oil-feed line
on the fan case. The oil enters the main
gearbox through a strainer.
The oil supply to the angle gearbox is by
an internal passage from the main gearbox.
The oil is transported to the engine core
across the fan duct inside the lower bifurcation of the thrust reverser C duct. Upon
reaching the engine core, the oil feed
divides to supply the jets in the 3 bearing
compartments.
JUN 97
The FCOC oil pressure-relief bypass

valve diverts the excessive oil pressure
during the engine cold start.
As oil leaves the FCOC, some of the oil is
routed back to the oil tank through the
anti-siphon vent. This vent, located at the
exit of the FCOC, prevents the siphoning
of oil from the tank to the main gearbox
when the engine is static.
NOTE: The Fuel Cooled Oil Cooler
contains the engine fuel filter in the bottom portion of the assembly. See the
FCOC in the Component Locations section of this ARG chapter for details.
After leaving the cooling system (the
FCOC), the oil is distributed to each area
where it is required via a system of oil
lines.
The oil flows to the No. 1, 2, and 3 bearing compartment, to the No. 4 bearing
compartment and to the No. 5 bearing
compartment, and to both the main and
angle gearboxes.
79-6
Except for the No. 3 bearing damper, the

pressure of the oil supplied to each location is controlled by a restrictor. There is
also a last chance strainer at the entry of
each compartment to prevent oil jet blockage by any debris or carbon flakes in the
oil.
Oil supply to the main and angle gearboxes is taken from the main oil-feed line
on the fan case. The oil enters the main
gearbox through a strainer.
The oil supply to the angle gearbox is by
an internal passage from the main gearbox.
The oil is transported to the engine core
across the fan duct inside the lower bifurcation of the thrust reverser C duct. Upon
reaching the engine core, the oil feed
divides to supply the jets in the 3 bearing
compartments.
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Oil Supply System Schematic

JUN 97
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Oil Supply System Schematic

79-7
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Scavenge Oil System
The oil which has lubricated the engine
bearings and the angle and main gearbox
either goes directly to a scavenge pump, or
through the de-oiler and then to a scavenge pump. A scavenge pump returns oil
to the tank. The line to each stage of the
scavenge pump incorporates a strainer (6
total) and a magnetic chip detector (6
total). The chip detector for the No. 4
bearing compartment is in the de-oiler
scavenge outlet. The scavenge pump is a
5 stage pump with 6 inlets. Two inlets
from the main gearbox utilize the same
scavenge pump stage.
79-8
ENGINE OIL
A319/A320

The combined flow from all the scavenge
pump outlets is returned to the oil tank via
the common scavenge filter and master
chip detector and then to a cyclone type
de-aerator mounted within the tank. The
common scavenge filter has a bypass
valve which opens if the filter clogs (set at
20 psi).
The scavenge pump is mounted on the left
rear side of the gearbox. Four stages of
the scavenge pump are two-gear displacement pumps. The stage used for the two
main gearbox scavenge lines consists of
three meshing gears producing two inlets
and outlets on opposite sides.
JUN 97
Scavenge Oil System

The oil which has lubricated the engine
bearings and the angle and main gearbox
either goes directly to a scavenge pump, or
through the de-oiler and then to a scavenge pump. A scavenge pump returns oil
to the tank. The line to each stage of the
scavenge pump incorporates a strainer (6
total) and a magnetic chip detector (6
total). The chip detector for the No. 4
bearing compartment is in the de-oiler
scavenge outlet. The scavenge pump is a
5 stage pump with 6 inlets. Two inlets
from the main gearbox utilize the same
scavenge pump stage.
79-8
The combined flow from all the scavenge

pump outlets is returned to the oil tank via
the common scavenge filter and master
chip detector and then to a cyclone type
de-aerator mounted within the tank. The
common scavenge filter has a bypass
valve which opens if the filter clogs (set at
20 psi).
The scavenge pump is mounted on the left
rear side of the gearbox. Four stages of
the scavenge pump are two-gear displacement pumps. The stage used for the two
main gearbox scavenge lines consists of
three meshing gears producing two inlets
and outlets on opposite sides.
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Oil Scavenge and Vent System Schematic

JUN 97
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Oil Scavenge and Vent System Schematic

79-9
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Oil and vent air from the No. 4 bearing
compartment is scavenged through a common line. This dual-purpose line is routed
through the two position scavenge valve
and then continues to the de-oiler. The
two position scavenge valve opens to the
maximum flow area at low power for
maximum scavenging.

At high power it closes to the minimum
area to maintain the seal pressure differentials and reduce overboard loss of vent air.
The No. 4 bearing compartment also has a
line that connects to the oil pressure transmitter. Operation of the two position No.
4 bearing scavenge valve therefore affects
indicated oil pressure.
Oil and vent air from the No. 4 bearing

compartment is scavenged through a common line. This dual-purpose line is routed
through the two position scavenge valve
and then continues to the de-oiler. The
two position scavenge valve opens to the
maximum flow area at low power for
maximum scavenging.
Two Position Scavenge Valve
79-10
A319/A320
ENGINE OIL
At high power it closes to the minimum

area to maintain the seal pressure differentials and reduce overboard loss of vent air.
The No. 4 bearing compartment also has a
line that connects to the oil pressure transmitter. Operation of the two position No.
4 bearing scavenge valve therefore affects
indicated oil pressure.
JUN 97
79-10
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INDICATING
Oil system monitoring indicates; oil quantity (quarts), oil temperature (degrees Celsius), and oil pressure (psi).
Oil system monitoring also uses audio and

visual warnings; oil low pressure (LO
PRESS), and oil filter clogging (OIL FILTER CLOG).
All these indications are displayed on the
lower ECAM display unit (main instrument panel).
INDICATING
Oil system monitoring indicates; oil quantity (quarts), oil temperature (degrees Celsius), and oil pressure (psi).
PRESSURE FILTER
PRESSURE FILTER
OIL QTY
TRANSMITTER
(OIL QTY)
AIR/OIL HEAT
EXCHANGER
PRESSURE RELIEF
VALVE
OIL LOW
PRESSURE
WARINING SWITHCH
(OIL LO PRESS)
PRESSURE RELIEF
VALVE
OIL
TANK
OIL PRESSURE TRANSMITTER

(OIL PRESS)
OIL LOW
PRESSURE
WARINING SWITHCH
(OIL LO PRESS)
PRESSURE RELIEF
VALVE
NO. 4
BEARING
PRESSURE PUMP
FUEL/OIL HEAT
EXCHANGER
OIL
TANK

(OIL PRESS)
OIL QTY
TRANSMITTER
(OIL QTY)
AIR/OIL HEAT
EXCHANGER
PRESSURE PUMP
FUEL/OIL HEAT
EXCHANGER
Oil system monitoring also uses audio and

visual warnings; oil low pressure (LO
PRESS), and oil filter clogging (OIL FILTER CLOG).
All these indications are displayed on the
lower ECAM display unit (main instrument panel).
PRESSURE RELIEF
VALVE
NO. 4
BEARING
ENGINE
ENGINE
SCAVENGE FILTER
SCAVENGE FILTER
NO. 4 BEARING
SCAVENGE VAVLE
N 4 BEARING
PRESSURE TRANSMITTER
NO. 4 BEARING
SCAVENGE VAVLE
SCAVENGE OIL
TEMPERATURE
SENSOR (OIL TEMP)
PRESSURE RELIEF
VALVE (20PSI)
SCAVENGE FILTER
P SWITCH (12PSI)
SCAVENGE PUMP
N 4 BEARING
PRESSURE TRANSMITTER
Oil Indicating System Schematic
Oil Indicating System Schematic

JUN 97
SCAVENGE PUMP
SCAVENGE OIL
TEMPERATURE
SENSOR (OIL TEMP)
PRESSURE RELIEF
VALVE (20PSI)
SCAVENGE FILTER
P SWITCH (12PSI)
79-11
JUN 97
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Oil Indicating System Sensors
Oil Indicating System Sensors
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79-12
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Oil Quantity Indicating
The oil quantity indicating transmitter is
located in the oil tank. The system is supplied with 28 DC from busbar 101PP
through circuit breaker 1EN1 (2EN1).
The analog signal from the oil quantity
transmitter is sent to:
- System Data Acquisition Concentrator 1
(SDAC 1),
- SDAC 2,
- Engine Interface Unit (EIU) which
transforms the analog signal into a
digital signal.
The Display Management Computers
(DMC's) process the information received
as a priority order from the EIU's through
Flight Warning Computer 1 (FWC 1) and
2, SDAC 1, and SDAC 2.

The oil quantity is displayed in green on
the ECAM display unit. The display is
graduated from 0 to 25.8 quarts in analog
form. The digital display ranges from 0 to
99.9.
The normal max usable oil quantity in the
tank is 25 US quarts (serviced to the point
where oil is about to spill into the scupper
drain). At idle and cruise, oil quantity is
reduced approximately 4 quarts as oil is
distibuted throughout the engine.
An oil level advisory is available. The oil
quantity pulses green when the oil level
quantity is lower than or equal to 5 quarts
(decreasing) and stops pulsing at 7 quarts
(increasing).
Oil Quantity Indicating

The oil quantity indicating transmitter is
located in the oil tank. The system is supplied with 28 DC from busbar 101PP
through circuit breaker 1EN1 (2EN1).
The analog signal from the oil quantity
transmitter is sent to:
- System Data Acquisition Concentrator 1
(SDAC 1),
- SDAC 2,
- Engine Interface Unit (EIU) which
transforms the analog signal into a
digital signal.
The Display Management Computers
(DMC's) process the information received
as a priority order from the EIU's through
Flight Warning Computer 1 (FWC 1) and
2, SDAC 1, and SDAC 2.
The oil quantity is displayed in green on

the ECAM display unit. The display is
graduated from 0 to 25.8 quarts in analog
form. The digital display ranges from 0 to
99.9.
The normal max usable oil quantity in the
tank is 25 US quarts (serviced to the point
where oil is about to spill into the scupper
drain). At idle and cruise, oil quantity is
reduced approximately 4 quarts as oil is
distibuted throughout the engine.
An oil level advisory is available. The oil
quantity pulses green when the oil level
quantity is lower than or equal to 5 quarts
(decreasing) and stops pulsing at 7 quarts
(increasing).
Oil Quantity System
Oil Quantity System

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79-13
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Oil Temperature Indicating
The scavenge oil temperature thermocouple is located in the combined scavenge
line between the master magnetic chip
detector and the scavenge filter for indication in the flight deck.
The oil temperature is sensed by a dual
resistor unit. The unit consists of a sealed,
wire-wound resistance element. This element causes a linear change in the DC
resistance when exposed to a temperature
change.
The temperature measurement range is
-60C to 250C. At idle, normal oil temperature is approximately 70C.
At
cruise, normal oil temperature is approximately 120C.
The analog signal from the scavenge oil
temperature thermocouple is transmitted
to the EIU. The EIU transforms this signal into a digital signal. This digital signal
is then transmitted to the lower ECAM
display unit through the FWCs and the
DMC.
The ECAM oil temperature indication is
graduated from 0 to 999C.
79-14
ENGINE OIL
A319/A320

An advisory is provided when the temperature is higher than 156C. The oil temperature indication then pulses green.
The amber caution message ENG 1(2)
OIL HI TEMP is displayed on the upper
ECAM display unit associated with the
amber MASTER CAUT light and a single
chime (Class 1 Level 2 failure message)
when:
- the oil temperature is higher than 155C
for 15 minutes,
- the oil temperature is higher than 165C.
OIL LO TEMP is displayed on the upper
when the oil temperature is lower than 10C (with the throttle above idle and the
engine running).
The oil temperature is related to the
engine speed, the fuel temperature, and
the oil flow rate. The maximum oil supply
temperature is:
- 155C,
- 165C (15 minutes).
JUN 97

The scavenge oil temperature thermocouple is located in the combined scavenge
line between the master magnetic chip
detector and the scavenge filter for indication in the flight deck.
The oil temperature is sensed by a dual
resistor unit. The unit consists of a sealed,
wire-wound resistance element. This element causes a linear change in the DC
resistance when exposed to a temperature
change.
The temperature measurement range is 60C to 250C. At idle, normal oil temperature is approximately xxx C. At
cruise, normal oil temperature is approximately xxx C.
The analog signal from the scavenge oil
temperature thermocouple is transmitted
to the EIU. The EIU transforms this signal into a digital signal. This digital signal
is then transmitted to the lower ECAM
display unit through the FWCs and the
DMC.
The ECAM oil temperature indication is
graduated from 0 to 999C.
79-14
An advisory is provided. The oil temperature indication pulses green when the temperature is higher or equal to 156C.
OIL HI TEMP is displayed on the upper
when:
- the oil temperature is higher than 155C
for 15 minutes,
- the oil temperature is higher than 165C.
OIL LO TEMP is displayed on the upper
when the oil temperature is lower than 10C (with the throttle above idle and the
engine running).
The oil temperature is related to the
engine speed, the fuel temperature, and
the oil flow rate. The maximum oil supply
temperature is:
- steady state, 155C,
- transient, 165C (15 minutes).
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321

JUN 97
A319/A320
ENGINE OIL
79-15
JUN 97
79-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE OIL
/A321

Oil Pressure Indicating
The oil pressure indicating system gives a
flight deck indication of the engine oil
system working pressure. The indication
of this pressure comes electrically from an
oil pressure transmitter on each engine.
The oil pressure transmitter is bolted to a
bracket on the top left side of the engine
fan case. The oil pressure transmitter is
connected to the engine oil system by two
steel tubes. One tube connects to the oil
supply tube (to the engine and gearbox
bearings). The other tube connects to the
No. 4 bearing oil scavenge tube (to the oil
scavenge pump). The two inlet ports of
the transmitter direct oil pressure (air/oil
pressure for the No. 4 bearing compartment connection) into two diaphragms.
Movement of the two diaphragms is
detected by a strain gage.
Indicated oil pressure is a combination of
the pressure in the oil supply line and air/
oil pressure in the No. 4 bearing compartment. Operation of the two position No. 4
bearing scavenge valve affects indicated
oil pressure.
NOTE: Maximum air pressure (to
maintain seal pressure differentials)
within the No. 4 bearing compartment
is achieved at high engine power by the
closing of the No. 4 bearing two position
scavenge valve. Strain gage operation
indicates a decrease in indicated oil
pressure when the two position scavenge valve closes. After the two position scavenge valve closes, indicated oil
pressure will increase if engine power
increases. Highest indicated oil pressure is achieved at cruise power just
before the two position scavenge valve
closes.
79-16
ENGINE OIL
A319/A320

The oil pressure indicating power supply
is 28 VDC from busbar 101PP (202PP).
The pressure range is 0 to 400 psi. Normal idle oil pressure is approximately 90
psi (initially higher in cold weather). Normal oil pressure at cruise is approximately
235 psi.
An advisory is provided. If oil pressure is
greater than 390 psi the oil pressure indication pulses green The pulsing stops
when oil pressure drops below 385 psi.
OIL LO PR is displayed on the upper
when the oil pressure is decreasing and is
less than 80 psi. The oil pressure indication also turns amber. The warning is
inhibited at engine start and shutdown.
The analog signal from the oil pressure
transmitter is sent to SDAC 1, SDAC 2
and the EIU which transforms the analog
signal into a digital signal. The digital signal is then transmitted to the ECAM
through the FWCs and the DMC.
JUN 97

The oil pressure indicating system gives a
flight deck indication of the engine oil
system working pressure. The indication
of this pressure comes electrically from an
oil pressure transmitter on each engine.
The oil pressure transmitter is bolted to a
bracket on the top left side of the engine
fan case. The oil pressure transmitter is
connected to the engine oil system by two
steel tubes. One tube connects to the oil
supply tube (to the engine and gearbox
bearings). The other tube connects to the
No. 4 bearing oil scavenge tube (to the oil
scavenge pump). The two inlet ports of
the transmitter direct oil pressure (air/oil
pressure for the No. 4 bearing compartment connection) into two diaphragms.
Movement of the two diaphragms is
detected by a strain gage.
Indicated oil pressure is a combination of
the pressure in the oil supply line and air/
oil pressure in the No. 4 bearing compartment. Operation of the two position No. 4
bearing scavenge valve affects indicated
oil pressure.
NOTE: Maximum air pressure (to
maintain seal pressure differentials)
within the No. 4 bearing compartment
is achieved at high engine power by the
closing of the No. 4 bearing two position
scavenge valve. Strain gage operation
indicates a decrease in indicated oil
pressure when the two position scavenge valve closes. After the two position scavenge valve closes, indicated oil
pressure will increase if engine power
increases. Highest indicated oil pressure is achieved at cruise power just
before the two position scavenge valve
closes.
79-16
The oil pressure indicating power supply

is 28 VDC from busbar 101PP (202PP).
The pressure range is 0 to 400 psi. Normal idle oil pressure is approximately 90
psi (initially higher in cold weather). Normal oil pressure at cruise is approximately
235 psi.
An advisory is provided. If oil pressure is
greater than 390 psi the oil pressure indication pulses green The pulsing stops
when oil pressure drops below 385 psi.
OIL LO PR is displayed on the upper
when the oil pressure is decreasing and is
less than 80 psi. The oil pressure indication also turns amber. The warning is
The analog signal from the oil pressure
transmitter is sent to SDAC 1, SDAC 2
and the EIU which transforms the analog
signal into a digital signal. The digital signal is then transmitted to the ECAM
through the FWCs and the DMC.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321

JUN 97
A319/A320
ENGINE OIL

79-17
JUN 97
79-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE OIL
/A321

Low Oil Pressure Warning
A low oil pressure switch is installed on a
bracket at the top left side of the engine
fan case. The low oil pressure switch is
connected between the oil supply tube and
the No. 4 bearing scavenge tube.
Actuation of the low pressure switch is at
60 psid decreasing pressure. The set point
range is between 45 psi and 75 psi.
When the oil pressure drops below 60 psi
the low oil pressure switch closes. As a
result of this, the following occurs:
- The red MASTER WARN light located
on the glareshield comes on and the
audio warning is activated (continuous
repetitive chime).
- The ENG page appears on the lower
ECAM display unit and the oil pressure
indication flashes red.
- These warning messages appear on the
upper ECAM display unit, ENG 1 (2)
OIL LO PR and THROTTLE 1 (2)
IDLE

NOTE: The previous warnings are
When the oil pressure increases above

60 psi, the low oil pressure switch
opens. As a result of this the MASTER WARN light goes off, the audio
warning is deactivated, the oil pressure is indicated in green, the warning
messages disappear on the upper
ECAM display unit.
Low Oil Pressure Warning

A low oil pressure switch is installed on a
bracket at the top left side of the engine
fan case. The low oil pressure switch is
connected between the oil supply tube and
the No. 4 bearing scavenge tube.
Actuation of the low pressure switch is at
60 psid decreasing pressure. The set point
range is between 45 psi and 75 psi.
When the oil pressure drops below 60 psi
the low oil pressure switch closes. As a
result of this, the following occurs:
- The red MASTER WARN light located
on the glareshield comes on and the
audio warning is activated (continuous
repetitive chime).
- The ENG page appears on the lower
ECAM display unit and the oil pressure
indication flashes red.
- These warning messages appear on the
upper ECAM display unit, ENG 1 (2)
OIL LO PR and THROTTLE 1 (2)
IDLE
NOTE: The previous warnings are

When the oil pressure increases above

60 psi, the low oil pressure switch
opens. As a result of this the MASTER WARN light goes off, the audio
warning is deactivated, the oil pressure is indicated in green, the warning
messages disappear on the upper
ECAM display unit.
Low Oil Pressure Switch
Low Oil Pressure Switch
79-18
A319/A320
ENGINE OIL
JUN 97
79-18
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321
Low Oil Pressure Switch Warning
Low Oil Pressure Switch Warning
JUN 97
A319/A320
ENGINE OIL
79-19
JUN 97
79-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE OIL
/A321

Oil Filter Clog
The scavenge filter differential pressure
switch is installed on a bracket at the top
left side of the engine fan case. The
switch is connected to ports on the filter
housing. The differential pressure switch
is set to operate when the differential pressure increases and gets to 12 psi 2 psi.
When the differential pressure through the
scavenge filter is higher than 12 psi 2
psi, the switch closes.

As a result:
- The amber OIL FILTER CLOG
indication appears (on the ENG page on
the lower ECAM display unit).
- The caution message ENG 1(2) OIL
FILTER CLOG appears (on the upper
ECAM display unit).
scavenge filter drops below 12 psi, the
switch opens. As a result:
- The OIL FILTER CLOG indication on
the ENG page on the lower ECAM
display unit disappears.
- The caution message on the upper
ECAM display unit disappears.
NOTE: The ENG 1 (2) OIL FILT
CLOG message indicates an impending
bypass of the scavenge oil filter. Actual
bypass of the filter occurs at 20 psid.
Oil Filter Clog

The scavenge filter differential pressure
switch is installed on a bracket at the top
left side of the engine fan case. The
switch is connected to ports on the filter
housing. The differential pressure switch
is set to operate when the differential pressure increases and gets to 12 psi 2 psi.
scavenge filter is higher than 12 psi 2
psi, the switch closes.
As a result:
- The amber OIL FILTER CLOG
indication appears (on the ENG page on
the lower ECAM display unit).
- The caution message ENG 1(2) OIL
FILTER CLOG appears (on the upper
ECAM display unit).
scavenge filter drops below 12 psi, the
switch opens. As a result:
- The OIL FILTER CLOG indication on
the ENG page on the lower ECAM
display unit disappears.
- The caution message on the upper
ECAM display unit disappears.
NOTE: The ENG 1 (2) OIL FILT
CLOG message indicates an impending
bypass of the scavenge oil filter. Actual
bypass of the filter occurs at 20 psid.
Scavenge Filter Differential Pressure Switch
Scavenge Filter Differential Pressure Switch
79-20
A319/A320
ENGINE OIL
JUN 97
79-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321
Scavenge Filter Differential Pressure Warning
Scavenge Filter Differential Pressure Warning

JUN 97
A319/A320
ENGINE OIL
79-21
JUN 97
79-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE OIL
/A321

No. 4 Bearing Scavenge
Valve Indications
The purpose of the No. 4 bearing scavenge valve indicating system is to monitor
the correct operation of the No. 4 bearing
2-position scavenge valve and to detect a
No. 4 bearing carbon-seal failure.
The No. 4 bearing pressure transducer is
installed on the right side of the de-oiler
and senses pressure at the No. 4 bearing
outlet line.
The No. 4 bearing scavenge valve position
indicator is integral with the No. 4 bearing
scavenge valve which is located in the No.
4 bearing compartment scavenge line. At
engine low power, the valve is open and
the switch closes providing a ground signal. At engine high power, the valve
closes and the switch opens.
79-22
ENGINE OIL
A319/A320

The EIU incorporates logic allowing the
monitoring of the scavenge valve operation as well as a No. 4 bearing carbon-seal
failure. When a No. 4 bearing scavenge
valve failure (stuck close or stuck open)
occurs (Class 1 Level 2 failure):
- the amber caution message ENG 1(2)
BEARING 4 OIL SYS is displayed on
the upper ECAM display unit,
- the amber MASTER CAUT light comes
on,
- the EIU elaborates a label used to set a
message on CFDS.
When a No. 4 bearing carbon-seal failure
or a scavenge valve restrictor clogging
occurs (Class 2 failure):
- ENG 1(2) EIU appears on the
maintenance part of the ECAM status
page (activated at landing),
message on CFDS.
JUN 97
No. 4 Bearing Scavenge

Valve Indications
The purpose of the No. 4 bearing scavenge valve indicating system is to monitor
the correct operation of the No. 4 bearing
2-position scavenge valve and to detect a
No. 4 bearing carbon-seal failure.
The No. 4 bearing pressure transducer is
installed on the right side of the de-oiler
and senses pressure at the No. 4 bearing
outlet line.
The No. 4 bearing scavenge valve position
indicator is integral with the No. 4 bearing
scavenge valve which is located in the No.
4 bearing compartment scavenge line. At
engine low power, the valve is open and
the switch closes providing a ground signal. At engine high power, the valve
closes and the switch opens.
79-22
The EIU incorporates logic allowing the

monitoring of the scavenge valve operation as well as a No. 4 bearing carbon-seal
failure. When a No. 4 bearing scavenge
valve failure (stuck close or stuck open)
occurs (Class 1 Level 2 failure):
- the amber caution message ENG 1(2)
BEARING 4 OIL SYS is displayed on
the upper ECAM display unit,
- the amber MASTER CAUT light comes
on,
message on CFDS.
When a No. 4 bearing carbon-seal failure
or a scavenge valve restrictor clogging
occurs (Class 2 failure):
- ENG 1(2) EIU appears on the
maintenance part of the ECAM status
page (activated at landing),
message on CFDS.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321
No. 4 Bearing Indicating System

JUN 97
A319/A320
ENGINE OIL
No. 4 Bearing Indicating System

79-23
JUN 97
79-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE OIL
/A321
A319/A320
ENGINE OIL
Oil System ECAM Indications

Oil System ECAM Indications

OIL Temperature Indication
Displays oil temperature in C. The
indication pulses above 156C
(increasing) and stops pulsing at
150C (decreasing).
It becomes
amber if the temperature exceeds
156C for more than 15 minutes, or
instantaneously when above 165C.
OIL Quantity Indication

Displays oil quantity in quarts.
Represented by pointer and
digital display.
Indication
pulses when quantity is 5 quarts
or less (decreasing) and stops
pulsing at 7 quarts (increasing).
OIL Temperature Indication

Displays oil temperature in C. The
indication pulses above 156C
(increasing) and stops pulsing at
150C (decreasing).
It becomes
amber if the temperature exceeds
156C for more than 15 minutes, or
instantaneously when above 165C.
OIL Quantity Indication

Displays oil quantity in quarts.
digital display.
Indication
pulses when quantity is 5 quarts
or less (decreasing) and stops
pulsing at 7 quarts (increasing).
ENGINE
ENGINE
F. USED
LBS
1530
VIB
1560
OIL
25
25
QT
0
15.5
F. USED
LBS
(N1)
0.8
0.9
VIB
(N2)
0.2
0.3
1530
1560
OIL
25
25
QT
15.5
15.5
300
CLOG
152
300
CLOG
115
CLOG
300
CLOG
152
0
C
115
120
PSI
35
OIL Pressure Indication

digital display. The digital
indication pulses if oil pressure
exceeds 390 psi (increasing)
and stops pulsing at 385 psi
(decreasing). Both indications
become amber below 80 psi,
and red below 60 psi.
79-24
VIB
(N2)
0.2
0.3
CLOG
CLOG
F. FILTER
146
CLOG
CLOG
120
IGN
IGN
A
0.9
PSI
F. FILTER
146
0.8
OIL FILTER
PSI
0
(N1)
15.5
OIL FILTER
300
VIB
AB
35
PSI
PSI
OIL FILTER Indication

Displays filter status.
An amber
CLOG message appears in case of
excessive pressure loss across the main
oil scavenge filter.
JUN 97
35
OIL Pressure Indication

digital display. The digital
indication pulses if oil pressure
exceeds 390 psi (increasing)
and stops pulsing at 385 psi
(decreasing). Both indications
become amber below 80 psi,
and red below 60 psi.
79-24
AB
35
PSI
OIL FILTER Indication

Displays filter status.
An amber
CLOG message appears in case of
excessive pressure loss across the main
oil scavenge filter.
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Oil Tank
Oil Tank
JUN 97
A319/A320
ENGINE OIL
79-25
JUN 97
79-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE OIL
/A321
COMPONENT LOCATIONS
ENGINE OIL
COMPONENT LOCATIONS
Oil Pressure Pump
Oil Pressure Pump
79-26
A319/A320
JUN 97
79-26
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE OIL
COMPONENT LOCATIONS
Pressure Oil Filter
Pressure Oil Filter

JUN 97
A319/A320
79-27
JUN 97
79-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE OIL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Scavenge Pump
Scavenge Pump
79-28
A319/A320
ENGINE OIL
JUN 97
79-28
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE OIL
COMPONENT LOCATIONS
Scavenge Oil Filter
Scavenge Oil Filter

JUN 97
A319/A320
79-29
JUN 97
79-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE OIL
/A321
COMPONENT LOCATIONS
ENGINE OIL
COMPONENT LOCATIONS
Air Cooled Oil Cooler
Air Cooled Oil Cooler
79-30
A319/A320
JUN 97
79-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE OIL
COMPONENT LOCATIONS
Fuel Cooled Oil Cooler
Fuel Cooled Oil Cooler

JUN 97
A319/A320
79-31
JUN 97
79-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE OIL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Chip Detectors
Chip Detectors
79-32
A319/A320
ENGINE OIL
JUN 97
79-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321
COMPONENT LOCATIONS
ENGINE OIL
COMPONENT LOCATIONS
Chip Detector Details
Chip Detector Details

JUN 97
A319/A320
79-33
JUN 97
79-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ENGINE OIL
/A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
79-34
A319/A320
ENGINE OIL
JUN 97
79-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/
ENGINE OIL
A319/A320 /A321
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Oil System Indicating Components
Oil System Indicating Components

JUN 97
A319/A320
ENGINE OIL
79-35
JUN 97
79-35
A318/
/A321
AIRBUS
A 318/319/320/321
ATA 7180
Engine CFM 565A
EASA Part 66 B1
A320 7180 JARB1 CFM
A318/
/A321
.

A318/
/A321
A320 7180 JARB1 CFM
TABLE
OF CONTENTS
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . .
AMM FAN BLADE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . .

AMM FAN BLADE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . .
32
34
71-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CFM 56 CONCEPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIFFERENCES CFM 56-5A1 / 5A5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
4
71-00 ENGINE HAZARD AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7230 HP-COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HP COMPRESSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HP COMPRESSOR STATOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
HP COMPRESSOR STATOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . .
36
36
36
38
7240 COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

COMBUSTION SECTION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
40
40
42
7250 TURBINE SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LPT ROTOR & STATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TURBINE FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
44
44
46
7260 ACCESSORY DRIVE SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACCESSORY GEARBOX SEALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
48
48
50
7221 BORESCOPE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HP COMPRESSOR SPECIAL BORESCOPE PLUGS . . . . . . . . . . . . .
52
52
54
71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FWD MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFT MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
56
56
58
58
58
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . .
60
71-10 NACELLE ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . .

NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN COWLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN COWL ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER COWL ADJUSTMENT . . . . . . . . . . . . . . . . . . . .
60
60
60
62
64
64
78-30 REVERSER COWL DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
66
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . .
73-20 FADEC BASIC SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . .

FADEC PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE CONTROL P/BS AND SWITCHES . . . . . . . . . . . . . . . . . . . . .
8
8
10
12
ATA 77
INDICATING . . . . . . . . . . . . . . . . . . . . . . . . .
7700 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . . .

INDICATION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
16
16
ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
7200 GENERAL ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE MODULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRAMES AND CASES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE FLANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE MAIN BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
22
22
22
22
72-20 FAN AND BOOSTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . .

FAN AND BOOSTER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN FRAME ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RADIAL STRUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
24
26
26
7221 FAN ROTOR BLADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FAN BLADE REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPINNER FRONT / REAR CONE REM./INST. . . . . . . . . . . . . . . . . . . .
28
28
30
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OPENING AND CLOSING OF THRUST REVERSER COWLINGS . .
66
90
ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
68
7310 FUEL DISTRIBUTION COMPONENTS . . . . . . . . . . . . . . . . . . . . . .

FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
90
90
7900 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
68
68
92
7930 0IL INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TEMPERATUR ENGINE OIL (TEO) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL FILTER DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . .
OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOW OIL PRESSURE SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . .
70
70
72
74
74
74
74
74
74
7300 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE FUEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
92
92
94
79-00 OIL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CHIP DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAIN FUEL OIL HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . .
SERVO FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
76
76
76
78
80
82
82
7930 0IL INDICATING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . .

OIL PRESSURE TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TEMPERATUR ENGINE OIL (TEO) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
84
84
84
85
85
85
85
86
86
88
7310 FUEL DISTRIBUTION COMPONENTS . . . . . . . . . . . . . . . . . . . . . .

FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL FILTER DIFF PRESSURE SW. . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRO MECHANICAL UNIT (HMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL METERING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HP & LP FUEL SOV CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL RETURN SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . .
FUEL RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG FUEL COOLED OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAIN OIL FUEL HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . .
SERVO FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BURNER STAGING VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL NOZZLE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
96
96
96
98
98
100
102
104
106
106
108
110
112
114
116
118
120
120
122
7330 ENGINE FUEL INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL FLOW INDICATION, FUEL USED . . . . . . . . . . . . . . . . . . . . . . . .
FUEL FILTER CLOGGING INDICATION . . . . . . . . . . . . . . . . . . . . . . . .
124
124
124
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ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . 128

7170 DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
128
128
7170 DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PYLON AND ENGINE DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRAIN MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PYLON DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
130
130
130
132
ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . 134

THROTTLE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BUMP RATING PUSH BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ARTIFICIAL FEEL UNIT (MECANICAL BOX) . . . . . . . . . . . . . . . . . . . .
THROTTLE CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIDS ALPHA CALL UP OF TLA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATA 77
134
134
136
138
140
142
142
INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . 144
77-30 ANALYZERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE VIBRATION MONITORING UNIT ( EVMU ) . . . . . . . . . . . . . .
VIBRATION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CFDS INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIRCRAFT INTEGRATED DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . .
158
158
160
160
162
164
7320 CONTROLLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CONTROL ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
T12 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PS 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PS13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
P0 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
T25 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HPC INLET TOTAL PRESSURE P25 . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPRESSOR DISCHARGE TEMPERATURE T3 . . . . . . . . . . . . . . .
HPC DISCHARGE PRESSURE PS3 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LPT DISCHARGE TEMPERATURE T5 . . . . . . . . . . . . . . . . . . . . . . . . . .
T CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE IDENTIFICATION CONNECTOR (J14) . . . . . . . . . . . . . . . . . .
T5 THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SENSOR TCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE IDENTIFICATION CONNECTOR (J14) . . . . . . . . . . . . . . . . . .
166
166
168
168
170
172
174
176
178
178
178
178
180
180
182
182
184
184
184
186
186
186
188
188
188
188
190
190
7700 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . . .

INDICATION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
144
144
77-00 ENGINE INDICATING GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . .

ECAM UPPER DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECAM LOWER DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
146
146
146
77-10 POWER INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

N1 INDICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N2 INDICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
148
148
150
77-20 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
152
152
7320 ECU DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ECU SOFTWARE MAIN FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . .
ECU CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDENTIFICATION CONNECTOR (J14) . . . . . . . . . . . . . . . . . . . . . . . . . .
31 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAX POINTER RESET ( N1, N2 & EGT ) . . . . . . . . . . . . . . . . . . . . . . .
156
156
73-20 POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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ALPHA FLOOR CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
192
194
73-20 FADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CFDS SYSTEM REPORT/TEST FADEC 1 (2) . . . . . . . . . . . . . . . . . . .
CFDS SYSTEM REPORT/TEST FADEC 1 (2) . . . . . . . . . . . . . . . . . . .
196
196
196
73-25 ENGINE INTERFACE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

EIU DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIU PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIU INTERFACES CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
200
200
202
204
205
73-25 EIU CFDS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CFDS SYSTEM REPORT/TEST EIU . . . . . . . . . . . . . . . . . . . . . . . . . . .
208
208
ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . 210

75-20 ENGINE CLEARANCE CONTROL SYSTEMS . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROTOR ACTIVE CLEARANCE CONTROL SYSTEM . . . . . . . . . . . . .
ROTOR ACTIVE CLEARANCE CONTROL VALVE . . . . . . . . . . . . . . .
210
210
212
212
7520 ENGINE COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214

HP TURBINE ACTIVE CLEARANCE CONTROL SYSTEM . . . . . . . . 214
HP TURBINE CLEARANCE CONTROL SYSTEM . . . . . . . . . . . . . . . . 216
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL SYSTEM .
218
LPTCC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
LPT CLEARANCE CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
75-30 COMPRESSOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VARIABLE GEOMETRY CONTROL SYSTEM . . . . . . . . . . . . . . . . . . .
VARIABLE BLEED VALVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VBV SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VARIABLE BLEED VALVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VARIABLE BLEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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224
226
228
230
232
VBV SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

VBV DOOR / FLEXSHAFTS / ACTUATORS . . . . . . . . . . . . . . . . . . . . .
VBV POSITION SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VARIABLE STATOR VANES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VARIABLE STATOR VANE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . .
236
238
240
242
244
75-40 NACELLE TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NACELLE COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NACELLE TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
246
246
248
ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250

7400 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
250
250
7400 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGNITION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGNITION TEST WITH CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGNITION TEST WITHOUT CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
252
252
254
256
258
260
ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 262

80-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTING FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTING SYSTEM DESCRITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTER AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTER VALVE MANUAL OPERATION . . . . . . . . . . . . . . . . . . . . . . .
CRANKINGDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WET CRANKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AUTOMATIC START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
262
262
264
266
268
268
268
270
272
274
276
Page iv
A318/
/A321
A320 7180 JARB1 CFM
TABLE
OF CONTENTS
MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
278
ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . 280

7830 THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER COMPONENTS (LRU S ) . . . . . . . . . . . . . . . . .
REVERSER HYDRAULIC CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . .
REVERSER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
280
280
282
284
286
288
290
292
78-37 THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . .

THIRD LINE OF DEFENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STOW SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEPLOY SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . .
MANUAL DEPLOYMENT OF THE BLOCKER DOOR . . . . . . . . . . . . .
OPERATIONAL TEST OF THE T/R WITH CFDS . . . . . . . . . . . . . . . . .
294
294
294
294
296
298
300
302
304
306
7100 ENGINE CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISCONNECT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER PLANT PRESERVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
308
308
310
312
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 314

3020 AIR INTAKE ANTIICE PROTECTION . . . . . . . . . . . . . . . . . . . . . .
ENGINE AIR INTAKE ANTIICE SYSTEM PRESENTATION . . . . . . .
SYSTEM CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE NACELLE ANTI ICE VALVE OVERRIDE . . . . . . . . . . . . . . . .
FRA US/T-5 Khler
Mar 2006
314
314
316
320
Page v
A318/
/A321
Lufthansa Technical Training
POWER PLANT
GENERAL
A318/
/A321
A319/A320
CFM 565A
7100
ATA 71
POWER PLANT
71-00 GENERAL
CFM 56 CONCEPT
The CFM 56 turbofan engine family is a product of CFMI (Comercial Fan Motor
International). CFM International is a company jointly owned by General Electric of the USA and Societe Nationale dEtude et de Construction de Moteurs
dAviation (SNECMA) of France.
- Core Engine
- Fuel System Design
- E.C.U. & H.M.U.
For Training Purposes Only
- L.P. System
- Accessory Drive System
- Control & Accessories
- Engine Installation
- Thrust Reverser
FRA US/T Bu
August 99
Page: 1
POWER PLANT
GENERAL
A318/
A319/A320
/A321
CFM 56-5A
71-00
CFM 56-5 FAMILY MODELS

CFM
56-5A1
CFM
56-5A3
CFM
56-5A4
CFM
56-5A5
CFM
56-5B1
CFM
56-5B2
CFM
56-5B4
CFM
56-5B5
CFM
56-5B6
A320
A320
A319
A319
A321
A321
A320
A319
A319
THRUST
25000 lb
26500 lb
22000 lb
23500 lb
30000 lb
31000 lb
27000 lb
22000 lb
23500 lb
FLAT RATED TEMPERATURE ( DEG C / DEG F )
30/86
30/86
30/86
30/86
30/86
30/86
45/113
45/113
45/113
6:1
6:1
6.2 :1
6.2 : 1
5.5 : 1
5.5 : 1
5.7 : 1
6:1
5.9 : 1
Family Models
AIRCRAFT TYPE
BYPASS RATIO
MASS FLOW
852lb/sec 876lb/sec 816lb/sec 842lb/sec 943lb/sec 956lb/sec 897lb/sec 818lb/sec 844lb/sec
OVERALL PRESS. RATIO
31.3
31.3
35.5
35.5
32.6
32.6
32.6
890/915
915
950
950
950
950
950
N1 ( RPM )
5100
5100
5100
5100
5200
5200
5200
5200
5200
N2 ( RPM )
15183
15183
15183
15183
15183
15183
15183
15183
15183
CFM
56-5A1
CFM
56-5A3
CFM
56-5A4
CFM
56-5A5
CFM
56-5B1
CFM
56-5B2
CFM
56-5B4
CFM
56-5B5
CFM
56-5B6
LENGTH ( INCH )
95,4
95,4
95,4
95,4
102,4
102,4
102,4
102,4
102,4
FAN DIAMETER ( INCH )
68,3
68,3
68,3
68,3
68,3
68,3
68,3
68,3
68,3
BASIC DRY WEIGHT ( lb )
4995
4995
4995
4995
5250
5250
5250
5250
5250
1+3+9
1+3+9
1+3+9
1+3+9
1+4+9
1+4+9
1+4+9
1+4+9
1+4+9
1+4
1+4
1+4
1+4
1+4
1+4
1+4
1+4
1+4
EGT ( DEG C )
31.3
31.3
890/915 890/915
ENGINE CHARACTERISTICS
Family Models
FAN / LP / HP STAGE
NUMBERS
HP / LP TURBINE STAGE
NUMBERS
FRA US/T JaG

MAR 2006
Page: 2
POWER PLANT
GENERAL
A318/
CFM 56-5A
71-00
CFM 56-5A1 ENGINE DATA ( LUFTHANSA CONFIG )

Take OFF Thrust (Sea Level Static) Time Limit 5 min:
Flat Rated Ambient Temperature
Max Continous (Sea Level Static)
Flat Rated Ambient Temperaturen
Airflow ( Take off )
25000 lbs
86
23700 lbs
77
F
=
=
=
=
11120 daN
30
C
10500 daN
25
C
852 lbs/sec = 426 kg/sec
By - Pass Ratio
6 : 1
Compressor Pressure Ratio (overall,Take Off, SLS )
26,5 : 1
Fan Pressure Ratio ( Take Off, SLS )
1,55 : 1
Fan Thrust / Core Thrust (At Take Off )

Turbine Inlet Temperature (T41) (Take Off -Hot Day )
EGT (T49,5)
RED LINE
MAX CONTINOUS
ENG. START
N1 & N2 Direction of Rotation
80% / 20%
2311
F = 1265
C
890
C
855
C
725
C
Clockwise (aft looking forward)
N1 Design Speed
N1 MAX.
100%
102%
5000 min -1
5100 min -1
N2 Design Speed
N2 MAX.
100%
105%
14460 min -1
15183 min -1
TSFC (Standart, Static )

Take Off
MAX. Contious
75%
A319/A320
/A321
TSFC ( MACH 0,8 )

Altitude 35000 ft, Std. Day
Engine Weight
FRA US/T JaG

0,343 lbs/lbs x h
0,339 lbs/lbs x h
0,326 lbs/lbs x h
0,596 lbs/lbs x h
4734 lbs = 2150 Kg
MAR 2006
Page: 3
POWER PLANT
GENERAL
A318/
A319/A320
/A321
CFM 56-5A
71-00
DIFFERENCES CFM 56-5A1 / 5A5

FLAT RATED THRUST RATING
The Engine CFM 565A5 is prepared for dual thrustrating.

Basic rating is 23500 lbs with FLEX rating to max. climb thrust.
Alternate rating is 22000 lbs, no FLEX rating.
The selection of the thrust rating can be done via MCDU.
The letter D near to the N1 indication on the EWD indicates, that the
alternate rating is selected ( as soon as the ECU is powered ).
Engine Commonality
After the embodiment of some CFMI service bulletins, a upgrading of the
CFM565A1 ( A320 standard ) to the CFM565A5 ( A319 standard ) is possible. See also ECU intermix.
THRUST
( lb )
MAX. TAKE OFF 25000 lbs
25000
MAX. CONTINOUS 23700 lbs
20000
THRUST
15000
N1
EGT
10000
5000
30
AMBIENT TEMP. (
C )
SEA LEVEL STATIC ( 1013 hPa )
-10
FRA US/T Bu
July 01
10
20
30
40
AMBIENT TEMP. (
C )
Page: 4
A318/
/A321
A319/A320
CFM 56-5A
71-00
POWER PLANT
GENERAL
Figure 1
FRA US/T Bu
July 01
CFM 56 -5
Page: 5
A318/
/A321
A319/A320/A321
CFM 56-5
71-00
71-00 ENGINE HAZARD AREAS
ENGINE
HAZARD AREAS
FRA US/T Bu
August 99
Page: 6
A318/
/A321
A319/A320/A321
CFM 56-5
71-00
ENGINE
HAZARD AREAS
Figure 2
FRA US/T Bu
August 99
Engine Hazard Areas ( IDLE )

Page: 7
ENGINE FUEL AND CONTROL

FADEC GENERAL
/A321
A319/A320/A321
CFM56-5A
73-20
ATA 73
73-20 FADEC BASIC SYSTEM OVERVIEW

FADEC PRESENTATION
GENERAL
The Full Authority Digital Engine Control (FADEC) system provides full
range control of the engine to achieve steady state and transient performance
when operated in combination with aircraft subsystems.
The engine control is built around a Full Authority Digital Engine Control system, which serves as an interface between the aircraft and the engine control
and monitoring components.
ECU : Electronic Control Unit.
A318/
Automatic and manual starting

Engine indication
Engine maintenance data
Condition monitoring data
POWER SUPPLY
The FADEC system is selfpowered by a dedicated permanent magnet alternator when N2 is above 15%, and is powered by the aircraft for starting, as a
backup and for testing with engine not running.
Full Authority Digital Engine Control ( FADEC )

The Full Authority Digital Engine Control ( FADEC ) provides full range engine
control to achieve steady state and transient engine performances when operated in combination with aircraft subsystems.
The FADEC system consists of a dual channe Engine Control Unit ( ECU ) and
the peripherals that follow:
Hydromechanical Unit ( HMU )
Dedicated ECU Alternator ( PMA )
VSV and VBV, HPTACC, LPTACC, RACSB systems
Start System
T/R System
Oil/Fuel Temperature Control
Engine Sensors
Electrical Harness
ECU Cooling
Burner Staging Valve ( Ref. 731100 ).
Engine/Aircraft Integration
Thrust reverser control
Autothrust
FRA US/T Bu
July 01
Page: 8

FADEC GENERAL
A318/
A319/A320/A321
/A321
CFM56-5A
73-20
P 0 T4.9 T25
T12 PS12 PS3 T3
(EGT)
FMV
FEED
BACK
T-CASE
N1
N2
TEO
IGN B
IGN A
THRUST
LEVER
ANALOG &
DISCRETE
SIGNALS
28 V DC
115 V
400 HZ
Ignition
Boxes
Thrust Reverser
ECU ALTERNATOR
TRUST CONTROL
UNIT
CFM 56-5A
EIU
RESOLVER
IGNITORS
HYDRAULIC
PRESS
FUEL PRESS
FUEL FLOW
HMU
TO
BURNERS
FEEDBACK
ECU
HCU
FEEDBACK
( CH: A & B )
Return Fuel to AC Tank
FUEL RETURN
VALVE
T/R REVERSER Stow / Deploy Feedback
FOR ENGINE TREND MONITORING

FUEL
FLOW
P25
Ps13
T5
T/R REVERSER Stow / Deploy Command
Figure 3
FRA US/T Bu
July 01
FADEC Presentation CFM 56-5A

Page: 9

FADEC GENERAL
/A321
A319/A320/A321
CFM56-5A
73-20
FADEC FUNCTIONS
The FADEC consists of the Engine Control Unit ( ECU ), Hydromechanical Unit
( HMU ) and its peripheral components and sensors used for control and monitoring.
FADEC Definition
Each engine is equipped with a duplicated FADEC system. The FADEC acts as
a propulsion system data multiplexer making engine data available for condition
monitoring.
A318/
FADEC Controls
The FADEC provides the engine sytem regulation and scheduling to control the
thrust and optimize the engine opration.
The FADEC provides:
Fuel control regulation
power management
gas generator control
Turbine active clearance control
engine limit protection
feedback
flight deck indication data
Engine maintenance data
Contitioning monitoring data
thrust reverse control
automatic engine starting
Fuel return control for IDG cooling
Power Management
The FADEC provides automatic engine thrust control and thrust parameter limits computation.
The FADEC manages power according to two thrust modes:
manual mode depending on thrust lever angle ( TLA )
FRA US/T Bu
July 01
Autothrust mode depending on autothrust function generated by the auto

flight system ( AFS ).
The FADEC also provides two idle mode selections:
Approach Idle: It is obtained when slats are extended in FLT.
Minimum Idle: It can be modulated up to approach idle depending on:
Air conditioning demand
Engine anti ice demand
Wing anti ice demand
Temperature Engine Oil TEO (for IDG cooling ).
Engine Limit Protection
The FADEC provides overspeed protection for N1 and N2, in order to prevent
engine exceeding certified limits, and also monitors the EGT.
Engine Systems Control
The FADEC provides optimal engine operation by controlling the:
Fuel Flow
Compressor air flow and
Turbine clearence.
Thrust Reverse
The FADEC supervises entirely the thrust reverse operation.
In case of a malfunction, the thrust reverser is stowed.
Start and Ignition Control
The FADEC controls the engine start sequence. It monitors N1, N2 and EGT
parameters and can recycle or abort an engine start.
Power Supply
The FADEC system is selfpowered by a dedicated permanent magnet alternator when N2 is above 12%, and is powered by the aircraft electrical system
for starting, as a backup and for testing with engine not running.
Page: 10

FADEC GENERAL
A318/
A319/A320/A321
/A321
CFM56-5A
73-20
P 0 T4.9 T25
T12 PS12 PS3 T3
(EGT)
FMV
FEED
BACK
T-CASE
N1
N2
TEO
IGN B
IGN A
THRUST
LEVER
ANALOG &
DISCRETE
SIGNALS
28 V DC
115 V
400 HZ
Ignition
Boxes
Thrust Reverser
ECU ALTERNATOR
TRUST CONTROL
UNIT
CFM 56-5A
EIU
RESOLVER
IGNITORS
HYDRAULIC
PRESS
FUEL PRESS
FUEL FLOW
HMU
TO
BURNERS
FEEDBACK
ECU
HCU
FEEDBACK
( CH: A & B )
FUEL RETURN
VALVE

FUEL
FLOW
P25
Ps13
T5
Figure 4
FRA US/T Bu
July 01

Page: 11

FADEC GENERAL
A318/
/A321
A319/A320/A321
CFM56-5A
73-20
ENGINE CONTROL P/BS AND SWITCHES

Engine Mode Selector
Position CRANK :
selects FADEC power.
allows dry and wet motoring (ignition is not availiable).
Position IGNITION / START :
selects FADEC power
allows engine starting (manual and auto).
Position NORM :
FADEC power selected OFF( Engine not running )
allows auto ignition (flame out protection).
Manual Start P/B

controls the start valve (when the mode selector is in IGNITION / START
or CRANK position).
FADEC GND PWR P/B

Position ON :
selects FADEC power ( Engine not running )
Engine Master Lever

Position OFF :
closes the HP fuel valve in the HMU and the LP fuel valve.
resets the ECU
Position ON :
starts the engine in automatic mode (when the mode selector is in IGNITION / START ).
selects fuel and ignition on during manual start procedure.
opens the LP-fuel valve and deenergizes the HP-fuel shut-of
f valve in
the HMU.
FRA US/T Bu
July 01
Page: 12

FADEC GENERAL
A318/
A319/A320/A321
/A321
CFM56-5A
73-20
CENTRAL PEDESTAL 115VU
NORM
MAINTENANCE PANEL 50VU
OVERHEAD PANEL 22VU
Figure 5
FRA US/T Bu
July 01
Engine Control P/Bs and Switches

Page: 13

FADEC GENERAL
A318/
A319/A320/A321
/A321
CFM56-5A
73-20
49VU
2450000HMQ0
Figure 6
FRA US/T Bu
August 99
Engine Circuit Breakers

Page: 14

FADEC GENERAL
A318/
A319/A320/A321
/A321
CFM56-5A
73-20
121VU
ANTI ICE
122VU
2450000VAQ0
2450000UMR0
Figure 7
FRA US/T Bu
August 99
Engine Circuit Breakers

Page: 15
Engine Indicating
ECAM
A318/
/A321
A319 / A320 / A321

CFM 565A
7700
ATA 77
INDICATING
7700 ENGINE INDICATING PRESENTATION

INDICATION GENERAL
Primary Engine Display
The primary engine parameters listed below are permanently displayed on the
Engine and Warning display ( E / WD ) :
N1 ( low rotor speed )
EGT ( Exhaust Gas Temperature )
N2 ( high rotor speed )
FF (Fuel Flow )
After 5 min of the power up test the indication is displayed in amber and figures
are crossed ( XX ). Normal indication can be achieved by using the FADEC
GRD power switches, one for each engine at the maintenace panel or by the
MODE selector switch on on the Engine panel at the pedestal in CRANK or
IGN / START position for both engine.
If a failure occurs on any indication displayed, the indication is replaced by amber crosses, the analog indicator and the marks on the circle disappear, the
circle becomes amber.
Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display.
Secondary Engine Display

The lower display shows the secondary engine parameters listed below. The
engine page is available for display by command, manually or automatically
during engine start or in case of system fault :
Total FUEL USED
For further info see ATA 73
OIL quantity
OIL pressure
OIL temperature
Starter valve positions, the starter duct pressure and during eng start up,
the operating Ignition system ( ONLY ON ENGINE START PAGE )
In case of high nacelle temperature a indication is provided below the engine oil temp. indication.
Engine Vibration VIB N1 and VIB N2
As warnings by system problems only :

OIL FILTER CLOG
FUEL FILTER CLOG
Some engine parameters also displayed on the CRUISE page:
F USED
OIL QT
VIB N1 +VIB N2
FRA US/T Bu July 01

Page: Page: 16
Engine Indicating
ECAM
A318/
CFM 565A
7700
UPPER ENG.
ECAM DISPLAY
UNIT
10
REV
70.4
5
10
99.8
0950
LOWER ENG.
ECAM DISPLAY
UNIT
1300
Kg/h
F.USED
Kg
20
0 11.5
100
NAC temp. indication:

nac
240
c
240
0 42
20
PSI 35
Figure 8
FRA US/T Bu July 01

N1
%
EGT
c
N2
%
F.F
670
A319 / A320 / A321
/A321
OIL
qt
psi
c
IGN
A
B
10
70.4
5
FLX 84.6%35 C
10
670
99.9
FOB: 3600 KG
S FLAP F
OR
CL
88,1%
MCT
94,3%
T/O
95.4%
M/REV
70,0%
0980
ENGINE
VIB
1250
20
011.4
100
0 44
20
0.8
VIB
N1
0.9
N2
1.2
1.3
OIL FILTER
CLOG
CLOG
F. FILTER
CLOG CLOG
34 PSI
Engine ECAM Displays

Page: Page: 17
ENGINE
STATIONS
A318/
/A321
A319/A320/321
CFM56-5A
72-00
STAGE NUMBERING CFM56-5A

STAGES :
COMPONENT :
STAGE NUMBER :
NOTES :
FAN
Fan air used for ACC
1
2
3
LOW PRESSURE
COMPRESSOR (BOOSTER)
1
2
3
VBV
HIGH PRESSURE
COMPRESSOR
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
HIGH PRESSURE
TURBINE
1
2
3
4
LOW PRESSURE
TURBINE
CUST. BLEED, Eng. Anti Ice (A/I),

HPT ACC
CUST. BLEED, Muscle Press A/I
Start Bleed, HPT ACC
20 Fuel Nozzles,2 Ignitor Plugs
COMBUSTION CHAMBER
1
( IGV )VSV
VSV
VSV
1
ACTIVE CLEARANCE CONTROL
1
2
3
4
ACTIVE CLEARANCE CONTROL
EXHAUST NOZZLE
FRA US/T Bu
July 01
Page: 18
A318/
A319/A320/321
/A321
CFM56-5A
72-00
1 FAN STAGE
3 BOOSTER STAGES
ENGINE
STATIONS
9 STAGE
HP COMPRESSOR
COMBUSTOR
1STAGE
HP TURBINE
ACCESSORY
GEARBOX
FRA US/T Bu
July 01
4 STAGE
LP TURBINE
TRANSFER
GEARBOX
Figure 9
TURBINE
FRAME
Engine Stages
Page: 19

ENGINE
STATIONS
A318/
A319/A320/321
/A321
CFM56-5A
72-00
ENGINE STATIONS CFM 56-5A

AERODYNAMIC STATION :
STATION LOCATION :
FRA US/T bu
P0 = Ambient Static Pressure used for FADEC.
AMBIENT
10
INTAKE / ENGINE INLET INTERFACE
12
FAN INLET
T12 = Fan ( Booster Inlet Temp.) used for FADEC.

PS12 = Fan ( Booster) Inlet Press. (PT2) used for
FADEC.
13
FAN EXIT
PS13 = Static Pressure of Fan Bypass Air Flow

used for Monitoring.
25
L.P. COMPRESSOR (BOOSTER EXIT)
T25 = High Pressure Compressor Inlet Temp. (CIT)

used for FADEC.P25 = High Pressure Compressor
Inlet Press.used for Monitoring
30
H.P. COMPRESSOR
T3 = High Pressure Compressor Discharge Temp.

(CDT) used for FADEC. PS3 = Compressor Discharge Pressure (CDP) used for FADEC
40
COMBUSTION SECTION EXIT
42
H.P. TURBINE EXIT
T case = HPT Shroud Support Temperature used for

HPT Active Clearance Control
49
L.P. TURBINE STAGE 2 INLET
T49.5 = Exhaust Gas Temp. (EGT) used for Cockpit

Indication.
50
EXHAUST
T5 = Total Temp. Turbine Rear Frame Plane used

for Monitoring.
Flowpath aerodynamic stations have been established to facilitate engine performance assessment and monitoring.As the CFM 56-5 is a high bypass engine,its airflow path features a primary and a secondary airflow.
STATION USED FOR:
July 01
Therefore manufacturer differentiates between:

Primary Stations and Secondary Stations
Page: 20
A318/
A319/A320/321
/A321
CFM56-5A
72-00
STA 0
STA 12
STA 13
STA 25
STA 3
STA 49.5 STA 5
ENGINE
STATIONS
Figure 10
FRA US/T bu
July 01
Aerodynamic Stations
Page: 21
ENGINE
General Arrangement
/A321
A319/A320/A321
CFM56-5A
7200
ATA 72
ENGINE
7200 GENERAL ARRANGEMENT

ENGINE MODULES
Purpose
The engine is of modular design,thus enabling maintenance to be performed by
maintenance work shops having limited repair capability.Modular maintenance
is concerned primarily with replacement of modular assemblies and parts.
Major Modules
The engine has four major modules:
Fan and Booster major module
Core major module
Low pressure turbine major module
Accessory drive module
FRAMES AND CASES

The two main load carring cases are called frames.The load from the rotorsystems and from the other cases are transfered to the frames.The frames transfer the load to the engine mounts.
ENGINE FLANGES
Flanges are located on the engine for attachment of brackets,claps,bolt,etc.
A318/
ENGINE MAIN BEARINGS

The rotors are supported by 5 bearings mounted in two engine sumps for lubrication system simplicity.
Bearings
The engine rotors are supported by bearings installed in the sump cavities
provided by the two frames.
The forward sump is in the fan frame and is the location of bearings No. 1,
No. 2 ( fan/booster shaft ) and No. 3 ( HPshaft forward part ).
The aft sump is in the turbine rear frame where are bearings No. 4 ( HPshaft
aft par t) and No. 5 ( LP shaft aft part ).
Oil Distribution
The bearings must be lubricated and oil is distributed to these components
by nozzles. However, the oil must be retained within the engine, so seals
of various types are provided to confine the oil and directs its
recirculation.
Seals Arrangement
The arrangement of oil and air seals, the provisions for oil supply, oil
scavenge, seal pressurization, sump vent subsystems produce a system
known as a dry sump.
Engine sumps are vented to ambient pressure through the centervent tube
which is contained in the LP shaft.
Physical Description
The external flanges of the engine have been assigned letter designations alphanumerical from A to U.The letters I,O and Q are not used.The letter designations are used for flange identification whenever it is necessary to be explicit
about flange location.
Horizontal flanges are identified by:
Front stator case horizontal left flange.
Front stator case horizontal right flange.
FRA US/T bu
July 01
Seite: Page: 22
A318/
A319/A320/A321
/A321
CFM56-5A
7200
N1 BEARING NO.:
N2 BEARING NO.:
ENGINE
General Arrangement
5
3B
3R
2 OILSUMPS
FWD OIL
SUMP
2 FRAMES
FAN FRAME
Figure 11
FRA US/T bu
July 01
AFT OIL
SUMP
TURBINE FRAME
Engine Construction
Seite: Page: 23
ENGINE
General Arrangement
A318/
/A321
A319/A320/A321
CFM56-5A
7220
72-20 FAN AND BOOSTER ASSEMBLY

FAN AND BOOSTER MODULE
Purpose
The fan and booster (LPC) module is driven by the low pressure turbine and
provides two seperate air streams.
The primary (or inner) air stream flows through the fan and booster section
where the air is compressed for introduction into the high pressure compressor.The secondary (or outer) air stream is mechanically compressed by the fan
as it enters the engine and is ducted to the outside of the core engine,this secondary air stream adds to the propulsive force generated by the core engine.
Description
The fan and booster module consists of a single stage fan rotor and a 3-stage
axial booster, cantilever-mouted at the rear of the fan disk.
The fan and booster module consists of the following major parts:
Spinner rear and front cones.
Fan disk.
Fan blades.
Booster rotor.
Booster vane assemblies.
Fan Disk
The fan disk is a titanium alloy forging. Its inner rear flange provides attachement for the fan shaft and its outer rear flange is bolted to the booster rotor.
The outer front flange provides attachment for the spinner rear cone.
The disk outer rim has 36 recesses designed for fan blade retention
Fan Blades
There are 36 titanium alloy, midspan shrouded fan blades approximately
23 in. (590 mm) long. Each of the blades has a dovetail base that engages in
disk rim recess.Blades are individually retained by a spacer that limits radial
movement,a blade retainer that limits forward axial movement and by the
booster spool front flange that limits axial movement rearward.
Spinner Front Cone

The spinner front cone is made of composite material. Its design precludes the
need for an engine nose antiicing system. The front cone is bolted to the rear
cone.
Spinner Rear Cone
The spinner rear cone is made of aluminum alloy. Its rear flange is bolted to the
fan disk and is part of the fan blades retention system.The outer rim of rear
flange is provided with tapped holes for trim balance bolts. The front flange provides for attachment of the spinner front cone.
FRA US/T Bu
July 01
Page: 24
A318/
/A321
A319/A320/A321
CFM56-5A
7220
ENGINE
General Arrangement
Figure 12
FRA US/T Bu
July 01
Fan and Bosster Assembly

Page: 25
ENGINE
General Arrangement
A318/
/A321
A319/A320/A321
CFM56-5A
7220
FAN FRAME ASSEMBLY

The fan frame module provides front handling mounts and is the main forward
support for mounting the engine to the aircraft. Its purpose is to support the
fan, booster and high pressure compressor (HPC) rotors, and to provide ducting for primary and secondary airflows.
The fan frame module consists of the following major assemblies:
Fan frame assembly.
Fan outlet guide vane (OGV) assembly.
Functions
The Fan Frame and Fan Case perform the following primary functions:
Structural strength for the fan frame is obtained from the 12 struts. The struts
are hollow and provide passage for the following equipment :
No. 1 bearing vibration sensor cable (No. 4 strut).
N1 speed sensor and FWD sump cavity drain (No. 6 strut).
Transfer gearbox (TGB) radial drive shaft and scavenge tube (No. 7 strut).
Forward sump oil supply tube (No. 10 strut).
Radial Struts
Fan Frame
An inlet airflow path to the core engine.
A support for loads of the fan stator, fan rotor and fan reverser.
Containment of accessory drive power take off gearing and shaft.
A variable bypass valve system.
Housing for service lines for lubrication of bearings, inlet gearbox
and scavenge of the FWD oil sump.
Support for the fan OGVs and fan inner flowpath acoustic panels.
Fan Case
Provides for attachment of the engine inlet cowl and the support and transmission of attachment loads from this point to the fan frame.
Provides fan blade containment.
Provides attachment points for acoustical panels.
Provides an abradable microballon shroud for fan blade tips.
RADIAL STRUTS
Fan Frame Assembly
The fan frame assembly is a frabicated structural weldment constructed of concentric rings connected by radial struts. It consists of the basic fan frame structure and the fan inlet case.
The basic fan frame structure is made of steel alloy. It consists of a hub, mid
box structure and outer casing interconnected through 4 thick and 8 thin radial
struts.
FRA US/T Bu
July 01
Page: 26
ENGINE
General Arrangement
A318/
A319/A320/A321
/A321
CFM56-5A
7220
Fan Duct Panel

OGV
Abradable
VBV Door
VBV Fuel Motor
FAN DUCT PANEL
Figure 13
FRA US/T Bu
July 01
Fan Frame
Acoustic
Panel
Fan Frame Assembly

Page: 27
Engine
Fan Rotor Blades
A318/
/A321
A319/A320/A321
CFM 565A
7221
7221 FAN ROTOR BLADES

FAN BLADE REPLACEMENT
Sometimes it is neccessary to change fan blades if they are damaged.Single or
pairs of spare blades can then be installed.
The spare blades are grouped in pairs so that the difference between the
moment weights is limited to 200 cm.g.
However, you must do the checks and corrections described below before and
after blade installation to limit the engine vibration level and optimize its operation.
3 cases can exist:
If you must replace 3 pairs of fan blades or less and if the resultant static
imbalance is less than 200 cm.g no correction is necessary.
If you must replace 3 pairs of fan blades or less and if the resultant static
imbalance is between 200 cm.g and 400 cm.g, only a static correction of
imbalance is necessary.
If you must replace more than 3 pairs of fan blades or if the resultant static
imbalance is greater than 400 cm.g, a new fan blade distribution by hand
method a computer method and a static correction of imbalance are
necessary.
DETERMINING THE SUM OF THE CORRECTIONS. AN EXAMPLE

IS GIVEN IN (REF. TASK 722100300006).
Balance Screws
Balance screws are identified by a number corresponding to their moment
weight (P01P02P03P04P05P06P07) engraved on screw head.
As it may be difficult to read the numbers due to erosion and pollution, the relationship between the screw reference and screw length is shown in inches.
Fan Blade Moment Weight and Classification Code
The moment weight (cm.gram), is the weight of the fan blade multiplied by the
distance centre of gravity to centre of rotation
The moment weight is engraved on the lower side of the fan blade root.
Weight and centre of gravity of fan blades is different due to manufacturing tolerances.
NOTE:
IN ALL REPLACEMENT CASES: 1,2,3....N PAIRS OF FAN

BLADES AND FOR INDIVIDUAL FAN BLADE REPLACEMENT, A
VIBRATION SURVEY CAN BE PERFORMED
710000710009.RESULTS FROM THE VIBRATION SURVEY
WILL DETERMINE IF A TRIM BALANCE IS NECESSARY.IN THIS
LAST CASE,DO A TRIM BALANCE OPERATION
710000750001 IF THE AIRCRAFT IS AT THE MAIN BASE OR
AS SOON AS THE AIRCRAFT RETURNS TO THE BASE.
Record location of each blade to be replaced and of each blade opposite.
CAUTION:
NOTE:
FOR EACH PAIR OF FAN BLADES, INSTALL THE HEAVIER

SPARE BLADE AT THE POSITION OF THE HEAVIER
BLADE TO BE REMOVED.
IT IS ADVISABLE TO LIMIT THE NUMBER OF BALANCE SCREWS

ON THE SPINNER DUE THE COMPLEXITY AND THE RISK OF
CONFUSION WHEN PERFORMING FURTHER CORRECTIONS,
AND TO INSTALL ONLY ONE SET OF BALANCE SCREWS.THIS
REQUIRES THE CONSTRUCTION OF A VECTOR DIAGRAM FOR
FRA US/T Bu July 01

Page: Page: 28
Engine
Fan Rotor Blades
A318/
A319/A320/A321
/A321
CFM 565A
7221
FAN BLADE DAMAGE LIMIT

(center punch
mark)
3 2 1
MARK for No 1
Blade
36
Spinner Front
Cone
Balance Screws
Spinner Rear
Cone
Figure 14
FRA US/T Bu July 01
Fan Blade Replacement

Page: Page: 29
Engine
Fan Rotor Blades
/A321
A319/A320/A321
CFM 565A
7221
SPINNER FRONT / REAR CONE REM./INST.

AMM Procedure 72-21-00
CAUTION:
ON THE PANEL 115VU, PUT A WARNING NOTICE TO TELL

THE PERSONS NOT TO START THE ENGINE 1(2).
MAKE SURE THAT THE ENGINE 1(2) IS SHUT DOWN FOR
AT LEAST 5 MINUTES.
ON THE PANEL 50VU, MAKE SURE THAT THE ON LEGEND OF THE ENG FADEC GND PWR 1(2) PUSHBUTTON
SWITCH IS OFF AND INSTALL A WARNING NOTICE.
Removal of Spinner Front /Rear Cone

Remove the bolts which attach the spinner front cone to the spinner rear
cone .
Move the spinner front cone apart from the spinner rear cone with the 3
jackscrews from the tool set TOOL SET JACKSCREW, (856A1130P08).
Remove the bolts which attach the spinner rear cone to the fan disc.
Remove the spinner rear cone from the fan disk with the 6 jackscrews from
the tool set, TOOL SET JACKSCREW (856A1130G09).
A318/
Installation of the Spinner Rear Cone

Make sure that the aircraft is in the same configuration as for the removal task.
Procedure
Apply a thin layer of engine oil (Material No. CP2442) to the 3 PIN,GUIDE
SPINNER REAR CONE (856A3409).
Install the 3 guide pins, equally spaced, on the forward flange of the fan
disk. Install one of the pins in the offset hole.
Install the spinner rear cone as follows:
Apply a thin layer of graphite grease (Material No. CP2101) to the threads
of the bolts .
Increase the temperature of the aft flange of the spinner rear cone to 60
deg.C (140.00 deg.F) with a heat gun.
Install the spinner rear cone on the fan disk forward flange with the offset
holes aligned.
FRA US/T Bu July 01

NOTE:
THE OFFSET HOLE IN THE SPINNER REAR CONE IS IDENTIFIED BY A SPHERICAL INDENTATION ON ITS REAR FLANGE.
Attach the rear cone to the disk with 3 bolts and washers.Make sure it is
correctly seated.
Let the assembly return to the ambient temperature.Then remove the guide
pins.Replace the guide pins (856A3409) with the bolts and the washers.
TORQUE the bolts to between 95 and 115 lbf.in (1.07 and 1.29 m.daN).
Do a check of the clearance (gap ) between the rear edge of the spinner
rear cone and the fan blades with a filler gage set.
Spinner Rear Cone to Fan Blade Clearance Limits.
NOTE : This clearance (gap) must be comprised between 0.012 in.(0.3047
mm) and 0.043 in. (1.0921 mm).
In case of incorrect clearance, remove the rear cone, and make sure that the
fan blades are correctly installed.
Installation of the Spinner Front Cone
Apply a thin layer of engine oil (Material No. CP2442) to the 3 PIN,GUIDE
SPINNER REAR CONE (856A3409).
Install the three guide pins equallyspaced on the front flange of the spinner
rear cone . Install one of the pins in the offset hole of the flange.
Increase the temperature of the front flange of the spinner rear cone to
approximately 80 deg.C (176.00 deg.F) with a heat gun.
Install the spinner front cone on the spinner rear cone .Carefully align the
offset holes.
Apply a thin layer of engine oil (Material No. CP2442) to the threads of the 6
bolts, and attach the spinner front cone with the bolts.Tighten the bolts by
hand, and let the mating parts return to the ambient temperature.
TORQUE the bolts to between 95 and 115 lbf.in (1.07 and 1.29 m.daN).
Closeup
Make sure that the work area is clean and clear of tool(s) and other items.
Remove the warning notices from the panels 115VU and 50VU.
Remove the access platform(s).
Page: Page: 30
Engine
Fan Rotor Blades
A318/
A319/A320/A321
/A321
CFM 565A
7221
DETAIL VIEW
(center punch mark)

MARK for No 1
Blade
GAP
0,31,1 mm
3 2 1
36
SPINNER FRONT
CONE
ORING
SPINNER REAR
CONE
Threaded Inserts for Fan

Trim Balance
Screws
nm7221004uem0
Figure 15
FRA US/T Bu July 01
Spinner Cone Installation/Removal

Page: Page: 31
Engine
Fan Rotor Blades
A318/
/A321
A319/A320/A321
CFM 565A
7221
AMM FAN BLADE REMOVAL / INSTALLATION

NOTE:
NOTE:
ALL FAN ROTOR BLADES SHALL BE MATCHMARKED OR

NUMBERED FOR ASSEMBLY IN ORIGINAL ALIGNMENT
AND POSITION USING ONLY APPROVED MARKING MATERIAL.
USE ONLY APPROVED MARKING MATERIAL TO PREVENT
DAMAGE TO THE BLADES.
On the panel 115VU, put a warning notice to tell the persons not to
start the engine 1(2).
Make sure that the engine 1(2) is shut down for at least 5 minutes.
On the panel 50VU, make sure that the ON legend of the ENG FADEC
GND PWR 1(2) pushbutton switch is off and install a warning notice.
Removal of the Fan Rotor Blades

Remove spinner front cone. (Ref. TASK 722100000001)
Remove spinner rear cone. (Ref. TASK 722100000002)
Procedure
NOTE: Removal will be easier if fan blade to be removed is placed at the
12 oclock position.
Remove the blade retainers as follows:
Remove, partially or completely, the Oring located between the fan blade
platform and the fan disk.
Slide the spacer toward the front of the disk with the ADAPTER,PULLER
FAN BLADE SPACERS (856A2700G01) , until the blade retainer is released
Slide down the blade retainer located in the fan disk. Remove the blade retainer.
Remove the fan blades as follows:
Move the blade radially inward to disengage the midspan shroud.Then slide
the blade forward until it comes out of the dovetail slot.Remove the blade
damper.
Slide the adjacent blades forward, if necessary, as follows:
(a) Pull the spacer under the adjacent blade forward with the
ADAPTER, PULLER FAN BLADE SPACERS (856A2700) and snapon
puller slide hammer CG2409 and snapon puller rod without end
CG2408. Slide down and remove the retainer.
(b) Move the blade radially inward to disengage the midspanshroud.Then
slide the blade forward until it comes out of the dovetail slot.
(c) Remove blade damper from the disk.
(d) Do the steps (a), (b) and (c) for the other adjacent blade.
FRA US/T Bu July 01

Page: Page: 32
Engine
Fan Rotor Blades
A318/
A319/A320/A321
/A321
CFM 565A
7221
DETAIL VIEW
MOMENT WEIGHT
Blade Damper
Damper Retainer
GAP
0,31,1 mm
Fan Blade
ORING
Fan Disc
Spacer
nm7221004uamo
nm7221004ucm0
Blade
Retainer
Figure 16
FRA US/T Bu July 01
Threaded Inserts for Fan

Trim Balance
Screws
Fan Blade Removal / Installation

Page: Page: 33
Engine
Fan Rotor Blades
A318/
/A321
A319/A320/A321
CFM 565A
7221
AMM FAN BLADE REMOVAL / INSTALLATION

CAUTION:
DO NOT DISSOCIATE FAN BLADE PAIRS MATCHED DURING ORIGINAL ASSEMBLY. BLADES FROM A SAME PAIR
MUST ALWAYS BE LOCATED 180 DEGREES APART.
CAUTION:
WHEN YOU INSTALL THE FAN BLADES, MAKE SURE

THAT ALL DAMPERS ARE CORRECTLY INSTALLED UN DER EACH BLADE PLATFORM.
NOTE:
Before installation of the last blade, you must make sure that all fan blade
dampers are installed.
(4) Install the other blades, retainers, spacers and fan blade dampers.
NOTE:
THE MIDSPAN SHROUD SECTION OF THE BLADES MUST ENGAGE AND MATE WITH THE RELATED MIDSPAN SHROUD SECTIONS OF THE ADJACENT BLADES.
Installation of the Fan Rotor Blades

CAUTION:
NOTE:
MAKE SURE THAT THE AIRCRAFT IS IN THE SAME CONFIGURATION AS FOR THE REMOVAL TASK.
Procedure
Installation will be easier if the fan disk blade recess into which the blade is to
be installed is placed at the 6 Oclock position.
Install the blades as follows:
Apply a thin layer of molycote graphite (Material No. CP2104) or molycote
321 R (Material No. CP2007) to the midspan shrouds, the roots, the platform mating surfaces under the platform, the antiwearshields of dampers
and the disk slots.
Move the blade rearward into the disk slot. Then, move the blade radially
outward to engage the midspan shroud with the adjacent blades.
Install blade retainer as follows:
(1) Slide the blade retainer into the related disk slot.
(2) Slide the blade spacer into the disk recess until the spacer
lug goes through the retainer slot.
(3) Install the fan blade damper under the blade platform before you
install the next blade in its disk slot.
FRA US/T Bu July 01

MAKE SURE THAT ALL THE 36 BLADES, RETAINERS,

SPACERS AND DAMPERS ARE CORRECTLY INSTALLED.
Make sure the Oring is not damaged.

If the Oring is serviceable, apply a thin layer of engine oil (Material No.
CP2442). Install it by hand between the blade platform and the disk.
Closeup
Install spinner rear cone. (Ref. TASK 722100400002)
Install spinner front cone. (Ref. TASK 722100400001)
Make sure that the work area is clean and clear of tool(s) and other items.
Remove the warning notices from the panels 115VU and 50VU.
Test
Subtask 722100710050
Perform a vibration check (Ref. TASK 710000710009).
Page: Page: 34
Engine
Fan Rotor Blades
A318/
A319/A320/A321
/A321
CFM 565A
7221
MOMENT WEIGHT
Blade Damper
Damper Retainer
Fan Blade
Fan Disc
Spacer
Blade
Retainer
Figure 17
FRA US/T Bu July 01
Fan Blade Removal / Installation

Page: Page: 35
A318/
/A321
A319 / A320 / A321

CFM56-5A
7230
7230 HP-COMPRESSOR
HP COMPRESSOR DESCRIPTION
The major Components of the compressor are: Compressor rotor and compressor stator. The front of the compressor stator is supported by the fan frame
and the front of the compressor rotor is supported by the No 3 bearing in the
fan frame.
The rear of the compressor stator is attached to the combustion case and the
rear of the compressor rotor is attached to the HPT rotor to form the core rotor.
The rear of the core rotor is supported by the No. 4 bearing.
A portion of the fan discharge airflow passes thru the booster to the compressor. Compression is progressive as the primary airflow moves from stage to
stage through the axial compressor. Air passes through successive stages of
compressor rotor blades and compressor stator vanes, being compressed as it
passes from stage to stage.
After passing through 9 stages of blades, the air has been compressed.
The inlet guide vanes and the first 3 stages of the stator are variable, and
change their angular position as a function of compressor inlet temperature and
engine speed. The purpose of this variability is to optimize efficiency and stall
margin for engine speed, compressor inlet temperature and pressure conditions.
HP COMPRESSOR STATOR ASSEMBLY

General
The compressor front stator consists of the front casing halves, the inlet
guide vanes (IGV), and the first 5 stages of stator vanes.
Front Stator Casing
The front case halves are made from steel forging. Bleed air is taken from the
pads on the front case for the use of the customer. The bleed air is also used
for high pressure turbine cooling and clearance control and for low pressure
turbine cooling.
Vanes
The IGV and the stages 1 through 3 vanes are variable ; the stages 4 and 5
vanes are fixed. All vanes are made of steel. All stages of vanes have honeycomb shrouds on their inner diameter. The shrouds together with the rotor seal
teeth, form interstage seals to prevent flowpath recirculation.
Variable Vane Actuation
Actuation of the variable vanes is accomplished with hydraulically actuated bellcranck assemblies mounted on the front compressor stator at the 2 and 8
oclock positions.
Fixed linkages connect the bellcrancks to actuation rings. Lever arms attached
to the variable vanes connect to the actuation rings.Fuel from the hydromechanical unit (HMU) operates the hydraulic actuators.
ENGINE
HP-Compressor Section
FRA US/T Bu
July 01
Page: 36
ENGINE
A318/
A319 / A320 / A321
/A321
CFM56-5A
7230
4x 5th Stage Air for LPT Nozzle Guide Vane Cooling

1x 5th Stage Air for HPT Clearance Control
1x 5th Stage Air for Aircraft Pneumatic
1x 5th Stage Air for Inlet Anti Ice
4x 9th Stage Air
for Aircraft Pneumatic
1x 9th Stage Air for HPT
Clearance Control
FRONT STATOR CASE

REAR STATOR CASE
HPC FRONT SHAFT
STATOR VANE NUMBER
BOOSTER AIR
Figure 18
FRA US/T Bu
July 01
HPC ROTOR
HP Compressor
Page: 37
ENGINE
A318/
/A321
A319 / A320 / A321

CFM56-5A
7230
HP COMPRESSOR STATOR ASSEMBLY

General
The compressor front stator consists of the front casing halves, the inlet
guide vanes (IGV), and the first 5 stages of stator vanes.
Front Stator Casing
The front case halves are made from steel forging. Bleed air is taken from the
pads on the front case for the use of the customer. The bleed air is also used
for high pressure turbine cooling and clearance control and for low pressure
turbine cooling.
Vanes
The IGV and the stages 1 through 3 vanes are variable ; the stages 4 and 5
vanes are fixed. All vanes are made of steel. All stages of vanes have honeycomb shrouds on their inner diameter. The shrouds together with the rotor seal
teeth, form interstage seals to prevent flowpath recirculation.
Variable Vane Actuation

Actuation of the variable vanes is accomplished with hydraulically actuated bellcranck assemblies mounted on the front compressor stator at the 2 and 8
oclock positions.
Fixed linkages connect the bellcrancks to actuation rings. Lever arms attached
to the variable vanes connect to the actuation rings.Fuel from the hydromechanical unit (HMU) operates the hydraulic actuators.
FRA US/T Bu
July 01
Page: 38
A318/
/A321
A319 / A320 / A321

CFM56-5A
7230
ENGINE
Figure 19
FRA US/T Bu
July 01
HP Compressor Stator Assembly

Page: 39
ENGINE
COMBUSTION SECTION
A318/
/A321
A319 / A320 / A321

CFM56-5A
72-40
7240 COMBUSTION SECTION

COMBUSTION SECTION DESCRIPTION
General
The combustion case is a fabricated structural weldment located between the
high pressure compressor (HPC) and the low pressure turbine (LPT). It provides the structural interface, transmits the engine axial load, and provides gas
flow path between the compressor and LPT. The case incorporates the compressor outlet guide vanes (OGV) and a diffuser for the reduction of combustion chamber sensitivity to the compressor air velocity profile.
Components
The combustion case encloses the combustion chamber and high pressure
turbine (HPT) components. The combustion chamber, compressor rear stationary (CDP) seal, HPT nozzle assembly, and HPT shroud/stage 1 LPT nozzle
assembly are mounted in and structurally supported by the combustion case.
The case mounts and positions the 20 fuel nozzles, 2 igniters, and fuel manifold.The fuel manifold system is composed of a fuel supply manifold (Y tube),
2fuel manifolds halves, 3piece drain manifold, and overboard drain tube.
Ports
There are 6 borescope ports ; 4 for inspection of the combustion chamber and
HPT nozzles and 2 for inspection of the HPT blades and shrouds and the stage
1 LPT blades. The case has 4 ports for extraction of compressor discharge air
for customer use, 4 ports for introduction of stage 5 compressor air forLPT
nozzle guide vane cooling, 2 for introduction of air to the shrouds). There is
also one port for the following : start bleed dump, P3 sensor, T3 sensor, and
CDP air. There are 2 ports for the spark igniters and 2 ports for turbine clearance control thermocouples.
FRA US/T Bu
July 01
Page: 40
ENGINE
COMBUSTION SECTION
A318/
/A321
A319 / A320 / A321

CFM56-5A
72-40
HPT CLEARANCE CONTROL AIR

MIDFLANGE
AFT FLANGE
BORESCOPE
BOSS
COMBUSTION CHAMBER
HPT NOZZLE FWD
INNER SUPPORT
DIFFUSER
HPT SHROUD
BOLT
BOLT SHIELD
NUT SHIELD
FUEL NOZZLE PADS
TCASE
HPC 9TH
STAGE
VANES
CDP SEAL
HPC
9TH STAGE
BLEED PORT
IGNITER
BOSS
PS3 PAD
LPT STAGE 1
COOLING AIR
Figure 20
FRA US/T Bu
July 01
Combustion Section
Page: 41
ENGINE
TURBINE SECTION
A318/
/A321
A319 /A320 /A321

CFM565A
7200
HIGH PRESSURE TURBINE

General
The high pressure turbine ( HPT ) is a singlestage, aircooled, highefficiency
turbine.
Structurally the rotor consists of:
the front shaft
the front rotating air seal
the disk
the rear shaft
cooling air maintains closer tip clearance between the shrouds and the rotor
blades.
Front Shaft
The front shaft forms the structural connection between the compressor rotor
and the HPT rotor, and supports the aft end of the compressor rotor.
Disk
The HPT disk is a forged and machined part that retains the turbine blades in
dovetail slots. The inner part of the disk is cooled by booster discharge air. The
outer part of the disk is cooled by compressor discharge air on the forward side
and fourth stage purge air on the aft side.
Rear Shaft
The rear shaft is bolted to the aft side of the disk at a rabbeted flange and
forms the aft support for the HPT rotor. The shaft is supported by the No. 4
roller bearing which rides on the low pressure shaft. Repairable abrasive
coated seals are machined as an integral part of the rear shaft.
Front Rotating Air Seal
The front rotating air seal is bolted between the disk and the front shaft of the
rotor. It forms a cavity between itself and the disk to direct compressor discharge air against the disk web and out through the turbine blades. The seal is
a labyrinth inclined tooth form that reduces leakage past the seals. The seal
teeeth are abrasive coated and repairable.
Air Cavity
An air cavity between the shroud/nozzle support and the combustion case directs mixed 5th and 9th stage compressor bleed air onto the support .This
FRA US-T Bu JUL 01

Page: 42
ENGINE
TURBINE SECTION
A318/
A319 /A320 /A321
/A321
CFM565A
7200
HPT Blades
HPT SHROUD
HPT NOZZLE
SUPPORT
GUIDE VANE
FRONT ROTATING
AIR SEAL
AFT BLADE
RETAINER
HPT DISK
DAMPER SLEEVE
NO. 4 BEARING
OUTER SLEEVE
HIGH PRESSURE
TURBINE
BALANCE WEIGHT
HPT DISK
HPT REAR
SHAFT
DAMPER SLEEVE
HPT
FRONT
SHAFT
FRONT
HPT FRONT SHAFT
ROTATING
AIR SEAL
HPT Cooling Air Flow
NO.4 BEARING
OUTER RACE
Figure 21
FRA US-T Bu JUL 01

Page: 43
ENGINE
TURBINE SECTION
A318/
/A321
A319 / A320 / A321

CFM56-5A
72-50
7250 TURBINE SECTION

LPT ROTOR & STATOR MODULE
The Low Pressure Turbine ( LPT ) module is a 4stage axialflow turbine. It is
mounted between the high pressure turbine and the turbine frame.
The module consists of the following major assemblies:
LPT stator assembly
LPT rotor assembly.
Low Pressure Turbine Stator Assembly
The LPT stator assembly consists of:
the LPT case assembly
the stages 24LPT nozzle assemblies
the air cooling tubes and manifolds assembly
the A8 flange extension and the partial axial flow bulkead arrangment
LPT case
Nine EGT ( T495 ) thermocouples are installed on the LPT case and inserted
into 9 vanes of the stage 2 LPT nozzle assembly.
Air cooling tubes and manifolds assembly ( LPTCC )

The LPT cooling system includes 2 air cooling manifolds made of steel alloy
and 2 tube halves made of steel alloy. Each manifold and tube half assembly is
made up of 6 tubes provided with orifices which direct the air toward the LPT
case.
Low Pressure Turbine Rotor Assembly
The LPT rotor assembly includes:
the LPT disks
the stage 1 blade assembly
the stage 24 blade assemblies
the turbine rotor support.
FRA US/T Bu
July 01
Page: 44
ENGINE
TURBINE SECTION
A318/
A319 / A320 / A321
/A321
CFM56-5A
72-50
LPT CASE
EGT
PROBES
REAR BULKHEAD
LPT CASE AIR

COOLING MANIFOLD
ASSEMBLY
EGT VENT
TUBE
INSULATION
BLANKETS
EGT PROBE
STATOR ASSEMBLY
4
ROTOR ASSEMBLY
3
LPT CASE
LPT OUTER
STATIONARY
AIR SEAL
ROTATING
AIR SEAL
LPT DISK
LPT INNER
STATIONARY
AIR SEAL
TURBINE ROTOR SUPPORT
FWD ROTATING
AIR SEAL
2
Figure 22
FRA US/T Bu
July 01
INNER FWD ROTATING OIL SEAL
STAGE NUMBERS OF VANES
LPT Rotor & Stator Module

Page: 45
A318/
/A321
A319 / A320 / A321

CFM56-5A
72-50
TURBINE FRAME MODULE

The turbine frame consits of:
Turbine Frame
No.5 Bearing Support with Oil Sump Assy
Oil Inlet Cover
Flange assy
Flame Arrestor
16 Radial Stuts
ENGINE
TURBINE SECTION
FRA US/T Bu
July 01
Page: 46
ENGINE
TURBINE SECTION
A318/
/A321
A319 / A320 / A321

CFM56-5A
72-50
LUGS FOR
AFT ENGINE MOUNT
OUTER CASING
HUB HEATING
GAS INLET
HEAT
INSULATION
HANDLING
BRACKET
STRUT
EXHAUST
PLUG
OIL SUMP ASSY

OIL INLET
COVER
ADJUSTING
SLEEVE
HANDLING
BRACKET
NO.5 BEARING
SUPPORT
FLAME
ARRESTOR
OIL SUPPLY
TUBE
FLANGE
ASSEMBLY
SCAVENGE TUBE
OIL SUPPLY
TUBE
SCAVENGE TUBE
Figure 23
FRA US/T Bu
July 01
CAVITY DRAIN
TUBE
Turbine Frame Module

Page: 47
ENGINE
ACCESSORY GEARBOX
A318/
/A321
A319 / A320 / A321

CFM56-5A
72-00
7260 ACCESSORY DRIVE SECTION

ACCESSORY GEARBOX
Power for both engine and aircraft accessories is extracted thru a system of
gearboxes and shafts. The accessory gearbox, which is supported by the compressor case, takes power from the core engine compressor stub shaft. An
inclined radial drive shaft transmits this power to the transfer gearbox, mounted
below the compressor stator casing.
A horizontal drive shaft then transmits the power to the core mounted accessory drive gearbox.
The accessory gearbox drives the following equipment :
IDG (electrical power generation) .
FADEC Control Alternator
Hydraulic pump (hydraulic power generation).
The fuel pump and HMU .
lubrication unit ( lube pump) .
HMU
Top View Of Accessory Drive Section

Arrangement Of The Accessories
FRA US/T Bu
July 01
Page: 48
ENGINE
ACCESSORY GEARBOX
A318/
A319 / A320 / A321
/A321
CFM56-5A
72-00
INLET GEARBOX
ACCESSORY GEARBOX
FAN FRAME
HORIZONTAL
DRIVE SHAFT HOUSING
STARTER
PAD
RADIAL DRIVE SHAFT
TRANSFER
GEARBOX
FUEL PUMP
AND HMU
MIDLENGTH ROLLER
BEARING
OUTER RADIAL
DRIVE
SHAFT HOUSING
ACCESSORY GEARBOX
IDG PAD
HAND CRANKING
DRIVE
CONTROL ALTERNATOR
POSITION
HYDRAULIC PUMP
PAD
TRANSFER
GEARBOX
HORIZONTAL
DRIVE
HORIZONTAL
SHAFT
DRIVE SHAFT HOUSING
FWD
Figure 24
FRA US/T Bu
July 01
LUBRICATION UNIT
Accessory Gearbox
Page: 49
ENGINE
ACCESSORY GEARBOX
A318/
/A321
A319 / A320 / A321

CFM56-5A
72-00
ACCESSORY GEARBOX SEALS

There can be two seal types used:
The magnetic seal and the sealol seal.They are interchangeable
The magnetic seal (Option)
consists of a nonmagnetic seal housing,
a magnetic seal with a glazed face and a carbon seal held by the magnet on
the rotating part.The pull of the magnet maintains constant contact with the
magnetic seal glazed seal face.
This seal is used for the starter and the IDG drive pad.
The magnetic seals are matched assemblies.If one of the components is
damaged,replace the complete seal!
Note: This seal is not used any more by Lufthansa.
The sealol seal

consists of the following parts:
A mating ring ( glazed face ) with four lugs engageing the four corresponding slots in the gearshaft ball bearing.
A cover,secured to the bearing housing with nuts , to ensure constant contact between the glazed face and the static part of the seal.
The sealol seals are matched assemblies.If one of the components is
damaged,replace the complete seal!
Retaining Ring
Seal Housing
O-Ring
Magnet
Carbon Ring
MAGNETIC SEAL
FRA US/T Bu
(OPTION!)
July 01
O-Ring
SEALOL SEAL
Page: 50
A318/
/A321
A319 / A320 / A321

CFM56-5A
72-00
MAGNETIC SEAL
(OPTION!)
SEALOL SEAL
ENGINE
ACCESSORY GEARBOX
Figure 25
FRA US/T Bu
July 01
Accessory Drive Seals

Page: 51
ENGINE
BORESCOPE
A318/
CFM565A
7221
7221 BORESCOPE INSPECTION
N2 HANDCRANK
ENGINE BORESCOPING
GENERAL
There is a total of 21 borescope inspection ports along the engine length. Their
location and identification is as follows:
BOOSTER AND STATOR ASSEMBLY
The booster has one borescope inspection provisions located at 03:30 position
S3
HPC FRONT AND REAR STATOR ASSEMBLY
Has nine 9 borescope inspection provisions. Location between 4 and 5 oclock.
Starting from the compressor inlet plane ( IGV ) and progressing rearwards,
their identification is as follows:
S1, S2 ... S9
COMBUSTION CASE ASSEMBLY
Has eight 8 borescope inspection provisions located around the case an in
three different planes. Starting from the front flange of the case and progressing rearwards, their identification is as follows:
S10 and S11 ( located in the same plane at approximately 4 and 8 oclock ).
Their use as borescope ports necessitates the removal of the two igniters
which are installed in these ports.
S12, S13, S14, S15 ( located in the same plane around the case ).
S16 and S17 ( located in the same plane around the case ).
A319 /A320 / A321
/A321
ACCESSORY
GEARBOX
ORINGS
N2 CRANKPAD
PULLER
LPT CASE ASSEMBLY

Has four 3 borescope inspection provisions. Location at 5 oclock approximately. Starting from the LPT case front flange and progressing rearwards,
their identification is as follows:
S18, S19, S20
NOTE:
THE BORESCOPE PORTS S16 AND S17 ( LOCATED ON THE

COMBUSTION CASE ) MUST BE USED FOR A MORE THOROUGH BORESCOPE INSPECTION OF THE LEADING EDGE AND
TIP SHROUD OF LPT ROTOR BLADES, STAGE 1.
FRA US-T Bu
July 01
Page: 52
ENGINE
BORESCOPE
A318/
/A321
A319 /A320 / A321

CFM565A
7221
S15
ENGINE BORESCOPE PORTS
S12
S13
S10
S17
S11
S14
S20
S9
S19
S8
S18
S7
S16
S6
S1
S2
S3
Double Bo
S03
S5
S4
Figure 26
FRA US-T Bu
July 01
Engine Borescoping
Page: 53
A318/
/A321
A319 / A320 / A321

CFM56-5A
72-21
HP COMPRESSOR SPECIAL BORESCOPE PLUGS

The borescope plugs S7,S8,and S9 are special double plugs.Install borescope
plugs finger tight.Ensure contact between boss on inner liner and plug cap.
Compress spring load on outer cap and apply recommended torque.
ENGINE
BORESCOPE
FRA US/T Bu
July 01
Page: 54

ENGINE
BORESCOPE
A318/
/A321
A319 / A320 / A321

CFM56-5A
72-21
HPC - ROTOR BORESCOPE INSPECTION PORTS
Double Borescope Plugs
Figure 27
FRA US/T Bu
July 01
Special Borescope Plugs

Page: 55
A318/
/A321
A319/A320/321
CFM56-5A
71-20
71-20 ENGINE MOUNTS

GENERAL
The engine mounts support the engine by transmitting loads from the engine
case to the pylon structure.
They allow thermal expansion of the engine without inducing additional load
into the mount system.
Each engine mount design provides dual load paths to ensure safe operation if
one member fail.
The engine/pylon connection is achieved by means of a twomount system :
the forward mount :
it is attached to the engine via the intermediate casing. It takes the X loads
(thrust), Y loads (lateral) and Z loads (vertical).
the aft mount :
it is attached to the engine via the exhaust casing. It takes the loads in a plane
normal to the engine centerline i.e.: Y loads (lateral), Z loads (vertical) and Mx
(engine rotational inertia moment + Y load transfer moment).
ENGINE
MOUNTS
FRA US/T Bu
July 01
Page: 56
A318/
/A321
A319/A320/321
CFM56-5A
71-20
ENGINE
MOUNTS
Figure 28
FRA US/T Bu
July 01
Mounts and Loads

Page: 57
ENGINE
MOUNTS
A318/
/A321
A319/A320/321
CFM56-5A
71-20
71-20 ENGINE MOUNTS

The engine/pylon connection is achieved by means of a twomount system :
the forward mount :
it is attached to the engine via the intermediate casing. It takes the X loads
(thrust), Y loads (lateral) and Z loads (vertical).
the aft mount :
it is attached to the engine via the exhaust casing. It takes the loads in a plane
normal to the engine centerline i.e.: Y loads (lateral), Z loads (vertical) and Mx
(engine rotational inertia moment + Y load transfer
moment).
This attachment is made through 4 tension bolts and 2 shear pins.

One of the two shear pins is a backup pin also used as an alignment pin.
The cross beam fitting is a failsafe design : it consists of two lateral
parts linked by shear pins.
FWD MOUNT
The forward mount connects the engine aft fan case with the engine pylon
forward structure. The forward mount is a damage tolerant design.
It consists of :
the support beam assembly : for pylon connection via 4 tension bolts and 2
alignment pins.
This failsafe designed fitting is an assembly of 3 components :
2 halffittings and 1 plate.
AFT MOUNT
The aft mount connects the engine turbine rear frame with the engine pylon
via a beam.
The aft mount takes the loads in the plane normal to the engine centerline, i.e.
y, z loads and Mx. The aft mount is a damage tolerant design.
It consists of 3 links and a crossbeam assembly.
There is a possibility of axial translation movement between the engine
casing and the pylon since :
the three links are located in the same plane normal to the engine centerline
the link end have bearings.
There is a possibility of axial translation movement between the engine casing
and the pylon.
This allows for casing expansions of about 0.236 in. (6 mm) in cruise and 0.295
in. (7.5 mm) at maximum thrust.
The aft mount consists of :
3 failsafe links.
Each link is a triple element stacked assembly.
The cross beam has a mating face for connection with the engine pylon.
FRA US/T Bu
July 01
Page: 58
ENGINE
MOUNTS
A318/
/A321
A319/A320/321
CFM56-5A
71-20
FWD MOUNT
AFT MOUNT
Figure 29
FRA US/T Bu
July 01
Mounts and Loads

Page: 59
POWER PLANT
NACELLE
A318/
A319/A320/A321
CFM56-5A
71-10
ATA 71
POWER PLANT
71-10 NACELLE ACCESS DOORS & OPENINGS

NACELLE GENERAL
The cowls enclose the periphery of the engine so as to form the engine nacelle.
The nacelle provides:
protection for the engine and the accessories,
ensures airflow around the engine during its operation,
lightening protection,
Hirf and EMI attenuation.
Note:The fan thrust reversers and the primary exhaust are covered in
780000.
ACCESS DOORS & OPENINGS
/A321
Pressure Relief Door 438BR (448BR)

A pressure relief door located in the right cowl door limits compartment
pressure to a maximum of 4 psig. In addition, a compartment cooling air inlet
is located in the lower quadrant of the left cowl door.
The air inlet directs air toward the accessory gearbox. In the upper quadrants
of the left and right cowls there are five resistant air outlet vents.
NACELLE
The fan cowl doors enclose the engine fan case between the air intake cowl
and fan thrust reverser. Three hinges at the pylon support each assembly. The
door assemblies are latched along the bottom centerline with three adjustable
tension hook latches.
To improve takeoff performance, aerodynamic strakes have been installed on
the inboard fan cowl of each nacelle, on some aircraft configurations.
The fan cowl doors are :
fire proof with external air flow
fire proof without external air flow above 45 degree radial
fire resistant without external air flow below 45 degree radial.
The plus or minus 45 degree fire proof protection is accomplished by epoxy
layers.
Fan Cowl Structure
The internal pressure loads and external air loads are reacted through the
honeycomb structure. They are transmitted into the pylon through the hinge
fittings.
Access door 438CR (448CR),
in the right fan cowl door provides access to the starter valve manual override.
Access door 437BL (447BL) in the left fan cowl provides access for :
engine oil service and
inspection of the hydraulic filter clogging.
FRA US/T Bu
July 01
Page: 60
POWER PLANT
NACELLE
A318/
A319/A320/A321
/A321
CFM56-5A
71-10
VENTILATION OUTLET
RIGHT SIDE
STRAKE (A320 only on inboard side installed)
INTERPHONE
JACK
ECU COOLING INLET
ANTI ICE
DISCHARGE GRILLE
THRUST REVERSER
PIVOTING DOOR
STARTER VALVE
ACCESS
STRAKE (A320 only on inboard side installed)

THRUST REVERSER
PIVOTING DOOR
DRAINMAST
PRESS
RELIEF DOOR
VENTILATION OUTLET
OIL TANK
ACCESS
LEFT SIDE
VENTILATION INLET
Figure 30
FRA US/T Bu
July 01
Nacelle Access Doors / Openings

Page: 61

POWER PLANT
FAN COWL
A318/
/A321
A319/A320/A321
CFM56-5A
71-10
FAN COWLS
The fan cowl doors enclose the engine fan case between the air intake cowl
and fan thrust reverser. Three hinges at the pylon support each assembly. The
door assemblies are latched along the bottom centerline with three adjustable
tension hook latches.
To improve takeoff performance, aerodynamic strakes have been installed on
the inboard fan cowl of each nacelle, on some aircraft configurations.
The fan cowl doors are :
fire proof with external air flow
fire proof without external air flow above 45 degree radial
fire resistant without external air flow below 45 degree radial.
The plus or minus 45 degree fire proof protection is accomplished by epoxy
layers.
Fan Cowl Structure
The internal pressure loads and external air loads are reacted through the
honeycomb structure. They are transmitted into the pylon through the hinge
fittings.
Access door 438CR (448CR),
in the right fan cowl door provides access to the starter valve manual override.
Access door 437BL (447BL) in the left fan cowl provides access for :
engine oil service and
inspection of the hydraulic filter clogging.
Pressure Relief Door 438BR (448BR)
A pressure relief door located in the right cowl door limits compartment
pressure to a maximum of 4 psig. In addition, a compartment cooling air inlet
is located in the lower quadrant of the left cowl door.
The air inlet directs air toward the accessory gearbox. In the upper quadrants
of the left and right cowls there are five resistant air outlet vents.
Fan Cowl Opening /Closing
There are two telescopic hold open rods on each door.
The hold open rods lock to brackets on the engine fan case. They support the
fan cowl doors in the open position. A 40degree position serves for routine
maintenance and a 55degree position serves for increased access.
Note:
Engine Idle run with fan cowl doors open in the 40 degree position is allowed to perform maintenance tasks.
FRA US/T Bu
July 01
Page: 62
POWER PLANT
FAN COWL
A318/
A319/A320/A321
/A321
CFM56-5A
71-10
Caution:
Do not open cowlings if wind speed is
more than 65 knots or if engine is
running.
HOLD OPEN ROD
Opening:
Unlock the three latches of fan cowlings.

Release the hold open rods from the stow brackets.
Extend the hold open rods to the 40 or 55 degree position
and attach them to the brackets on the engine.
LATCHES
Figure 31
FRA US/T Bu
July 01
Fan Cowl Door Opening

Page: 63
POWER PLANT
FAN COWL
A318/
/A321
A319/A320/A321
CFM56-5A
71-10
FAN COWL ADJUSTMENT

Hook type latches
Three hook type latches are provided on the left hand door, and mate adjustable eye bolts on the right hand door. The latch handle closing pressure is adjustable with the fan cowl doors closed.
Adjustment/Test of the Fan Cowl
TASK 711300800040
THRUST REVERSER COWL ADJUSTMENT
Adjustment/Test of the Thrust Reverser Cowl

TASK 783641820040 01
FRA US/T Bu
July 01
Page: 64
A318/
A319/A320/A321
/A321
CFM56-5A
71-10
FAN COWL LATCH
REVERSER COWL LATCH
POWER PLANT
FAN COWL
GAP
14mm
Figure 32
FRA US/T Bu
July 01
Cowl Adjustment
Page: 65
ENGINE EXHAUST
THRUST REVERSER COWLS
A318/
/A321
A319/A320/A321
CFM56-5A
78-30
78-30 REVERSER COWL DOORS

OPENING AND CLOSING OF THRUST REVERSER COWLINGS
CAUTION
Do not open the thrust reverser cowlings if the wind speed is more than
40 knots.Make sure that the thrust reverser can not be operated.
Deactivate Thrust reverser system.
Make sure the slats are retracted.
Opening of the Thrust Reverser Cowlings

Open the fan cowlings.
Unlock the four latches along the lower edge of the cowls.
Connect the hand pump.
Operate the hand pump to open the half cowling to the normal maintenance
position. The doors can be opened to 33 degrees with the wing leading
edge slats extended. However, beyond the 33 degree position they interfere with the wing leading edge slats when extended and thus can cause
damage. Maximum opening is 45 degrees.
Closing of the Thrust Reverser Cowlings
Operate the hand pump to pressurize the opening actuator to take the load
of the holdopen rod.
Remove the holdopen rod.
Open the hand pump relief valve to let the cowling close.
Close thefour latches.
Cowling pump must be connected for some time to allow a retunflow of the
oil from the opening actuator to the pump.(to prevent oil leckage of the
opening actuators when the engine operates and the oil expands due to
heat.)
Caution Before opening:
1.Wing slats must be retracted anddeactivated.

2.All 3 latches must be released.
FRA US/T Kh
July 01
3.Deactivate Thrust Reverser Hydraulic Control Unit ( HCU )

4.FADEC power OFF
5.Put Warning Notices in the Cockpit
Page: 66
A318/
/A321
A319/A320/A321
CFM56-5A
78-30
Hold Open Rod
ENGINE EXHAUST
THRUST REVERSER COWLS
Figure 33
FRA US/T Kh
July 01
T/R Cowl Opening / Closing

Page: 67
ENGINE
OIL SYSTEM
A318/
A319 / A320 / A321

CFM 565A
7900
ATA 79
OIL
7900 GENERAL
OIL SYSTEM PRESENTATION
General Description
a Supply Circuit
a Scavenge Circuit
a Vent Circuit
It Lubricates and cools the Bearings of the Forward and Aft Sumps.
It also lubricates Bearings and Gears in the Transfer and Accessory Gear
Boxes.
The Major Components of the Oil System are:
The Oil Tank
The Lubrication Unit
The Servo Fuel Heater
The Main Fuel Oil Heat Exchangers.
Indicating and Monitoring is provided by the Detectors and Sensors shown on
the Schematic.
/A321
Oil Supply Circuit

The Oil from the Tank passes through the Supply Pump and Supply Filter to
lubricate the forward and aft Sumps, and also the Accessorys and Gearboxes.
On the Oil Supply Line a Visual Filter Clogging Indicator, an Oil Temperatur
Sensor, an Oil Low Pressure Switch and an Oil Pressure Transmitter are provided for Indication and Monitoring.
Also an Oil Quantity Transmitter is provided on the Oil Tank.
Note the Installation of the ECU Oil Temperatur Sensor for the Fuel Return
Valve.
Oil Scavenge Circuit
The Oil from Bearings, Transfer Gearbox and Accessory Gearbox returns to
the Tank by means of four Scavenge Pumps protected upstream by Strainers
and Chip Detectors.
FRA US/T Bu July 01
To keep Oil Temperatur within Limits, the Oil is cooled through the Servo Fuel
Heater and the Fuel/Oil Heat Exchanger.
In Case of Scavenge Filter Clogging, an Oil Differential Pressure (Delta P)
Switch signals it to the Cockpit and its Clogging Indicator shows it on the Engine system page with a message on E/WD accompanied by a single chime
Oil Vent Circuit
Some Air entrained in the Scavenge Oil is separated in the Tank by a Dearator
and is vented to the Forward Sump through the Transfer Gearbox and Radial
Drive Shaft.
The Sumps are vented Overboard through the Low Pressure Turbine Shaft to
prevet Overpressure in the Sump.
Air entrapped in the Scavenge Oil Pressurizes the Tank and provides adequate
Oil Pressure to the Supply Pump.
System Monitoring and Limitations
The operation of the engine oil system may be monitored by the following flight
deck indications.
engine oil pressure
engine oil temperature
MIN.PRIOR EXCEEDING IDLE :
-100C
MAX CONTINIOUS:
1400C
MAX TRANSIENT:
1550C
oil tank contents
24 US quarts
In addition warnings may be given for the following non normal conditions:
low oil pressure
RED LINE LIMIT:
13 PSI
high oil pressure
ADVISORY:
90 PSI
scavenge filter clogged.
Page: Page: 68
ENGINE
OIL SYSTEM
A318/
A319 / A320 / A321
/A321
CFM 565A
7900
ANTI SIPHON
DEVICE
OIL PRESSURE
TRANSMITTER
LOW OIL PRESSURE

SWITCH
MAIN

SCAVENGE
FILTER

COLD START
PRESSURE RELIEF VLV
ECU OIL TEMP.

SENSOR

OIL TEMP.
SENSOR
SUPPLY
PUMP
PUMP SUPPLY
PRESSURE OIL
Figure 34
FRA US/T Bu July 01
SUPPLY FILTER
BY PASS VALVE
& CLOGGING IND.
RDS HOUSING
CLOGGING
SWITCH
SCAVENGE OIL
VENT PRESSURE
OIL SYSTEM SCHEMATIC

Page: Page: 69
A318/
/A321
A319 / A320 / A321

CFM 565A
7930
7930 0IL INDICATING

DESCRIPTION
ECAM System Page
1.Oil Temperature Indication
Flashes Green ( Advisory ) when Temp 140 C
Is amber when155 C or 15min >140 C
2.Oil Pressure Indication
Color turns red (Warning ) when Pressure <13 PSI
3.Oil Quantity Indication
Flashes Green ( Advisory ) when QTY < 4 Quarts
4.Oil Filter Clog
(White and Amber )Warning appears on the Screen when the Engine
Scavenge Filter is Clogged
ENGINE
OIL SYSTEM
FRA US/T Bu July 01

Page:Page:
Page: 70
ENGINE
OIL SYSTEM
A318/
A319 / A320 / A321
/A321
CFM 565A
7930
ENGINE
F.USED
Kg
1300
1250
VIB
N1
0.8
0.9
OIL
20
11
qt
.5
11
20
VIB
N2
.4
1.2
1.3
100
psi
42
OIL FILTER
100
20
CLOG
44
F. FILTER
20
CLOG
IGN
A B
PSI
35
Figure 35
FRA US/T Bu July 01
CLOG
34
CLOG
PSI
ECAM System Page

Page:Page:
Page: 71

ENGINE
OIL SYSTEM
A318/
/A321
A319 / A320 / A321

CFM565A
7930
INDICATING
General
Oil system monitoring is performed by means of:
oil quantity
oil temperature
oil pressure
oil filter clogging.
low oil pressure
The oil system is monitored by the following transducers:
one oil quantity transmitter
one oil temperature sensor
one oil pressure transmitter
one low oil pressure switch
one filter differential pressure switch.
The oil sensors send signals to different computers.
Oil Pressure and Oil Quantity signals are sent to:
the EIU (Ref. 732500)
the SDACs (Ref 315400).
Low Oil Pressure signal is sent to:
the EIU (Ref. 732500)
the FWC (Ref. 315200), and other aircraft systems through a decoupling
relay.
Oil Temperature are sent to
the EIU (Ref. 732500).
Oil Filter Clogging signals are sent to
the SDACs (Ref 315400).
FRA US-T Bu
July 01
Page: 72
ENGINE
OIL SYSTEM
A318/
A319 / A320 / A321
/A321
CFM565A
7930
LOW OIL PRESSURE

SWITCH
OIL PRESSURE
TRANSMITTER
OIL QUANTITY
TRANSMITTER
OIL FILTER CLOGGING
SWITCH
OIL TEMPERATURE
SENSOR
Figure 36
FRA US-T Bu
July 01
Oil System Indication

Page: 73
ENGINE
OIL SYSTEM
/A321
A319 / A320 / A321

CFM 565A
7930
TEMPERATUR ENGINE OIL (TEO)

This sensor is used for the IDG cooling system control(Fuel return).The oil temperature is sensed by a dual resistor unit. The unit consists of a sealed, wire
wound resistance element(Chromel/alumel). This element causes a linear
change in the DC resistance when exposed to a temperature change.
Temperature measurement range : 70 deg.C to 300 deg.C
Both signals (channel A and B) are routed to the ECU.
OIL PRESSURE INDICATION

The analog signal from the oil pressure transmitter is sent to the SDAC1,
SDAC2 and the EIU which transforms the analog signal into a digital signal.
The digital signal is then transmitted to the ECAM through the FWCs and the
DMC.
OIL FILTER DIFFERENTIAL PRESSURE SWITCH

When the differential pressure through the oil scavenge filter is higher than
25.5 plus or minus 1 PSID increasing pressure, the switch closes.The signal is
send to the SDACs to the FWCs and the DMCs.In result :
the MASTER CAUTION (amber) comes on
ENG page on the lower display unit of the ECAM appears :
OIL FILTER CLOG indication (White and Amber)
OIL TEMPERATURE SENSOR
A318/
The oil temperature is sensed by a dual resistor unit. This element causes a
linear change in the DC resistance when exposed to a temperature change.
Temperature measurement range : 70 deg.C to 300 deg.C
Both signals (channel A and B) are routed to the EIU which transforms this
analog signal to a digital signal.The signal is send to the FWCs and DMCs and
then displayed on ECAM.
OIL QUANTITY TRANSMITTER

The oil quantity transmitter probe (tube portion) is a capacitor. The signal from
this capacitor is rectified and sent to the electronics assembly on top of the
transmitter.The analog signal is sent to the SDACs and EIU which transforms it
into a digital signal.The signal is sent to the FWCs.
The system is power supplied with 28VDC from busbar 101PP
(202PP),through circuit breaker 2EN1 (2EN2).
FRA US/T Bu July 01
LOW OIL PRESSURE SWITCHING

When the oil pressure drops down 13 PSID plus or minus 1 PSID (decreasing)
the pressure switch closes ; in result :
The master warning (red) located on the glare shield comes on.
The audio warning is activated
The ENG page appears on lower display unit of the ECAM system :
Oil pressure indication flashes red.
Warning messages appear on the upper display unit :
ENG1 (2) OIL LOW PRESS
THROTTLE 1 (2) IDLE
The low oil pressure information is send to different aircraft systems.
Two different switchings are possible:
Low Oil Pressure Switching (via relay)
To Steering (3251 )
Door Warning (5273 )
To FWC (3152 )
FAC (22 )
TO FMGC (2265 )
To IDG SYSTEM CONTROL( 24 21 )
Low Oil Pressure Switching via EIU
To CIDS (2373 )
To DFDRS INTCON Monitoring (3133)
To CVR power Supply (2371 )
To WHC (3042 )
To PHC ( 3031 )
To FCDC (2795)
To Blue Main Hydraulik PWR( 2912)
To Green Main HYD PWR RSVR Indicating (2911)
To Yellow Main HYD PWR RSVR Indicating (2913 )
To Blue Main HYD PWR RSVR Warning / Indicating (2912)
Page:Page:
Page: 74
A318/
/A321
A319 / A320 / A321

CFM 565A
7930
ENGINE
OIL SYSTEM
Figure 37
FRA US/T Bu July 01
Basic Schematic
Page:Page:
Page: 75
ENGINE
OIL SYSTEM
A318/
/A321
A319 / A320 / A321

CFM56-5A
79-00
79-00 OIL SYSTEM COMPONENTS

OIL TANK
Features:
oil qty. transmitter
pressure and gravity fill ports
sight glass for level indication
static air and oil separator
magnetic drain plug
oil scupper to drain oil spills during filling
Oil Tank Characteristics
US Quarts
Liters
2.5
2.35
Max gulping effects
7.56
Min useable oil volume
10
9.46
21,9
20.7
24
22.7
Max Unuseable Quant.
Max oil total capacity

Total tank volume
Oil Tank Pressurization and Venting

In normal operation, the tank is pressurized by the air included in the scavenge
oil. The pressurizing air in the tank is up to 0.8 bar above the external pressure.The oilin tube port discharges tangentially into a cavity connected with the
tank vent and directing the air/oil mixture to a static air/oil separator.
During engine shut down, the pressurizing air is vented overboard, thus enabling the oil level to be checked five to thirteen minutes after engine shut down
by opening the gravity filler cap or by looking at the cockpit indication.
The tank is vented to the forward sump through the transfer gearbox and radial
drive shaft housing. Thus, oil tank pressure is adequate to provide pressurization of the supply pump inlet.
When engine N2 RPM increases from idle to take-off the quantity of oil in the
tank may decrease to between 6 US Quarts (5.7 liters) and 8 US Quarts
(7.6 liters) due to gulping effect.
Minimum Oil QTY on ground ( ECAM INDICATION)

Before engine start:
11 quarts + estimated consumption (0,3qts/h)
Engine at ground idle:
5 quarts + estimated consumption (0,3qts/h)
ENGINE OIL SERVICING

Wait and let the pressure in the tank decrease for at least 5 minutes after engine shut down,before opening the filler cap.
In case of using the pressure fill port,open also the overflow port to make sure
that the oil system will not be overfilled.The correct level can be checked on the
sight glass.
NOTE:
THE OIL SYSTEM CAN BE REFILLED ANY TIME.
FRA US/T Bu
July 01
Page: 76
ENGINE
OIL SYSTEM
A318/
A319 / A320 / A321
/A321
CFM56-5A
79-00
SERVICING PORTS
Full Mark
Sight Gage
Figure 38
FRA US/T Bu
July 01
Overflow
Filling
Port
Filler Cap
Remote
Filling
Port
Oil Tank
Page: 77
ENGINE
OIL SYSTEM
A318/
/A321
A319 / A320 / A321

CFM56-5A
79-00
LUBRICATION UNIT
General
The lubrication unit provides oil under the required pressure for lubrication
and for scavenge of the oil after lubrication and circulation to the oil/fuel heat
exchanger and oil tank. The lubrication unit its mounted on the AGB front face.
Description
The lubrication unit has a single housing containing the following items :
Five positive displacement pumps( Gear Type, one oil supply and 4 scavenge pumps).
Six filters (one oil supply filter, 4 chip detectors and scavenge pump filters).
One relief valve (305 psi, on oil supply pump discharge side).
Two clogging indicators (one for the oil supply filter and one for the main
scavenge filter).
Two bypass valves (one for the oil supply filter and one for the main scavenge filter).
Scavenge filter
The flows from the 4 scavenge pumps are mixed together at the scavenge
common filter inlet. This filter assembly consists of the following :
One 25 micron filter
One clogging indicator, similar to the one on the supply filter (2 bars to 2.3
bars) (29 PSID to 33 PSID).
An upstream and a downstream provision for measurement of filter pressure loss as a function of clogging.Filter clogging is indicated on the ECAM
system.
One bypass valve which opens if the filter clogs.(2.5 bars to 2.7 bars) (36
PSID to 39PSID)
Anti siphon System

The supply lines from the oil tank to supply the pump has an antisiphon device
to prevent the drainage of the lube tank into the gearboxes and sumps when
the engine is shut down for extended periods.
Lube pump supply filter

Downstream of the supply pump, the oil flows through the supply filter
assembly. The filter has the following components.
One filter (15 microns)
One clogging indicator subjected to the upstream and downstream pressures of the supply filter.The indicator has a red warning indicator and is
rearmed manually (2 bars to 2.3 bars) (29 PSID to 33 PSID).
One bypass valve which opens if the supply filter clogs (2.50 bars to 2.70
bars) (36 PSID to 39 PSID).
Two capped provisions for a pressure gage upstream of the filter,and a temperature sensor.
FRA US/T Bu
August 99
Page: 78
A318/
/A321
A319 / A320 / A321

CFM56-5A
79-00
TEMPERATUR SENSOR
POSITION
ENGINE
OIL SYSTEM
LUBRICATION UNIT
Figure 39
FRA US/T Bu
August 99
Lubrication Unit
Page: 79
ENGINE
OIL SYSTEM
A318/
/A321
A319 / A320 / A321

CFM56-5A
79-00
CHIP DETECTORS
The oil which has lubricated the engine bearings, accessory gearbox and
TGB is scavenged by 4 pumps protected by a strainer equipped with a
magnetic chip detector.
The air/oil mixtures are passed through the chip detectors and the scavenge
filters, and then to the specific scavenge pump.
4 Chip Detectors installed on the Lube unit:
TGB Scavenge Chip Detector
AGB Scavenge Chip Detector
AFT Sump Scavenge Chip Detector
FWD Sump Scavenge Chip Detector
Chip Detector Removal
Chip detector assembly can be removed by depressing it and rotating it one quarter of a turn counter-clockwise (CCW)
Chip Detector Installation

Align plug keys of magnetic plug with sleeve keyways and rotate a quarter of a
turn clockwise to complete engagement of keys in keyways.
Ensure chip detector and magnetic plug assembly has snapped down into its
lock position by pulling detector down,while lightly rotating from side to
side.Flats of handle must be perpendicular to the centerline of lube unit.Magnetic plugs are provided with a red point on plug handle.The red point must
face the filters.
FRA US/T Bu
August 99
Page: 80
ENGINE
OIL SYSTEM
A318/
A319 / A320 / A321
/A321
CFM56-5A
79-00
FWD
AFT
AGB
TGB
SCAVENGE
FILTER
NON REMOVABLE
SEAL
LOCKING PIN
MAGNETIC ROD
O-RING
Chip Detector
STRAINER
Figure 40
FRA US/T Bu
August 99
Chip Detectors
Page: 81
ENGINE
OIL SYSTEM
A318/
/A321
A319 / A320 / A321

CFM56-5A
79-00
MAIN FUEL OIL HEAT EXCHANGER

Purpose:
The oil/fuel heat exchanger cools the oil by using fuel as a cooling medium.
The oil to fuel heat transfer is achieved through conduction and convection
within the exchanger where both fluids are circulated.Fuel from the fuel pump
and from HMU enters the inlet.
Oil from the scavenge system enters the oil inlet.
Location:
The oil/fuel heat exchanger is installed on the fuel pump, between the AGB aft
face and the servo fuel heater at the 9 oclock position, aft looking forward.
Purpose:
The servo fuel heater raises the temperature of the fuel. This prevents ice from
entering the control servos inside the hydromechanical fuel unit (HMU).
Location
The servo fuel heater is mounted on the aft section of the main oil/fuel heat
exchanger located on the accessory gearbox (AGB) aft face, between the oil
tank and the fuel pump/HMU package.
Description
The servo fuel heater is a heat exchanger using oil as its heat source.
Heat exchange between oil and fuel occurs by conduction and convection
inside the unit. The 2 fluids circulate in the servo fuel heater through
separate flowpaths.
Description
The oil/fuel heat exchanger is of tubular type. It consists of a
removable core, housing and cover.
The housing contains the core of the oil/fuel heat exchanger.The following
items are located on the outside of the oil/fuel heat exchanger housing :
One oil pressure relief valve and one fuel pressure relief
valve.
One drain port which collects possible fuel leaks from core and inner seal
cavities and prevents fuel from leaking into the oil cavity and contaminating
the oil system.
One attaching flange for the servo fuel heater.
One flange for attachment to the fuel pump.
One port on fuelin for fuel returned from HMU after circulating through the
IDG oil cooler.
SERVO FUEL HEATER
FRA US/T Bu
August 99
Page: 82
A318/
/A321
A319 / A320 / A321

CFM56-5A
79-00
FUEL to HMU
ENGINE
OIL SYSTEM
Figure 41
FRA US/T Bu
August 99
Main Fuel Oil Heat Exchanger

Page: 83
A318/
/A321
A319 / A320 / A321

CFM 565A
7930
7930 0IL INDICATING COMPONENTS

The oil pressure transmitter is located on the lubrication unit outlet line.
Power supply : 28VDC from busbar 202PP.
Pressure range : 0 to 100PSID.
Output voltage : 1VDC to 9VDC varying linear with pressure from 0 to
100PSID.
Operation
The pressure transmitter operates on the principle of measuring a pressure
by sensing the strain induced in a mechanical element, (in this case a dual
cantilever beam).
Deflection of the beam causes a change in resistance in

the four strain gages connected as a wheatstone bridge.
These resistance changes result in a DC output voltage which is
proportional to the applied pressure.
LOW OIL PRESSURE SWITCH

The low oil pressure switch is located on the lubrication unit outlet line.
Actuation of the low pressure switch is at :
16 PSID increasing pressure
13 PSID plus or minus 1 decreasing pressure
ENGINE
OIL SYSTEM
FRA US/T Bu July 01

Page:Page:
Page: 84
A318/
/A321
A319 / A320 / A321

CFM 565A
7930
TEMPERATUR ENGINE OIL (TEO)
The oil temperature sensor is located on the oil pressure filter downstream of
the pressure pump.The oil temperature is sensed by a dual resistor unit.
This sensor is used for the IDG cooling system control(Fuel return).The oil temperature sensor is installed on the No. 1 and 2 bearing oil supply tube.
OIL QUANTITY TRANSMITTER
The oil differential pressure switch is located on a bracket on the engine above
the scavenge filter. Lines are routed to the switch from bosses on the scavenge
filter. Actuation of the differential pressure switch is at :
25.5 plus or minus 1 PSID increasing pressure 22 PSID decreasing pressure.
The oil quantity transmitter is located in the oil tank.The oil quantity transmitter
probe (tube portion) is a capacitor formed by two concentric tubes.
ENGINE
OIL SYSTEM
FRA US/T Bu July 01

Page:Page:
Page: 85
ENGINE
OIL SYSTEM
A318/
/A321
A319 / A320 / A321

CFM 565A
7930

The oil differential pressure switch is located on a bracket on the engine above
the scavenge filter. Lines are routed to the switch from bosses on the scavenge
filter.
Actuation of the differential pressure switch is at :
25.5 plus or minus 1 PSID increasing pressure 22 PSID decreasing pressure.

The oil temperature sensor is located on the oil pressure filter downstream of
the pressure pump.The oil temperature is sensed by a dual resistor unit.
Temp. Sensor & Diff. Press. Switch
FRA US/T Bu July 01

Page:Page:
Page: 86
ENGINE
OIL SYSTEM
A318/
/A321
A319 / A320 / A321

CFM 565A
7930
0.8 0.8
1.2 1.2
OIL FILTER
CLOG
CLOG
SDAC1
EIU
Figure 42
FRA US/T Bu July 01
Oil Temperature and Diff. Press. Indication

Page:Page:
Page: 87
ENGINE
OIL SYSTEM
A318/
/A321
A319/A320/A321
CFM 565A
7900
IDG OIL SERVICING

IDG oil pressure fill
A quick fill coupling situated on the transmission casing enables pressure filling
or topping up the unit with oil. The oil thus introduced flows to the transmission
via the scavenge filter and external cooler circuit. This ensures :
the priming of the external circuit
the filtration of any oil introduced.
An internal standpipe connected to an overflow drain ensures a correct quantity
of oil.
Oil filter
A clogged filter indication is provided by a local visual pop out indicator. The
indicator is installed on the anti drive end of the IDG.
Oil level check

You can read the oil level through two sight glasses located on the IDG.
One sight glass serves for the CFM 56 engine, the other one for the V2500
engine.
The oil level must be at or near the linie between the yellow and green
bands.
If the oil level is not at this position,connect the overflow drain hose and
drain the oil until the correct filling level is reached.This will also depressurize the IDG case.
NOTE:
IF THE OVERFLOW DRAINAGE PROCEDURE IS USED IT CAN

TAKE UP TO 20 MINUTES TO COMPLETE.
FAILURE TO OBSERVE THE OVERFLOW TIME REQUIREMENTS
CAN CAUSE HIGH OIL LEVEL CONDITION RESULTING IN ELEVATED OPERATING TEMPERATURES AND DAMAGE/DISCONNECT TO IDG.
FRA US/T bu
August 2001
Page: Page: 88
ENGINE
OIL SYSTEM
A318/
A319/A320/A321
/A321
CFM 565A
7900
Press Fill Valve
V2500
Overflow Drain
Valve
Dust Cap
Dust Cap
Figure 43
FRA US/T bu
August 2001
IDG Oil Servicing

Page: Page: 89
Engine Fuel and Control

Distribution
A318/
/A321
A319 / A320 / A321

CFM 565A
7310
ATA 73
7310 FUEL DISTRIBUTION COMPONENTS

FUEL DISTRIBUTION
Fuel from the A/C tank enters the engine fuel pump, through a fuel supply line.
After passing through the pump, the pressurized fuel goes to the main oil/fuel
heat exchanger in order to cool down the engine scavenge oil.
lt then goes back to the fuel pump, where it is filtered, pressurized and split into
two fuel flows.
The main fuel flow goes through the HMU metering system, the fuel flow transmitter, the fuel nozzle filter and is then directed to the fuel nozzles and the BSV.
The other fuel flow goes to the servo fuel heater, which warms up the fuel to
prevent any ice particles entering sensitive servo systems.
The heated fuel flow enters the HMU servomechanism and is then directed to
the various fuelactuated components.
A line brings unused fuel, from the HMU, back to the inlet of the main oil/fuel
heat exchanger, through the IDG oil cooler.
A Fuel Return Valve (FRV), also installed on this line, may redirect some of this
returning fuel back to the A/C tank.
Before returning to the A/C tank, the hot fuel is mixed with cold fuel from the
outlet of the 1 st stage of the fuel pump.
FRA US/T bu
July 01
Page: Page: 90
A318/
/A321
A319 / A320 / A321

CFM 565A
7310

Distribution
Figure 44
FRA US/T bu
July 01
Fuel Distribution Schematic

Page: Page: 91

GENERAL
/A321
A319 / A320 / A321

CFM 565A
7300
ATA 73
7300 FUEL SYSTEM PRESENTATION

ENGINE FUEL SYSTEM DESCRIPTION
General
The engine fuel system is designed to provide fuel flow into the combustion
chamber and servo fuel for compressor and engine clearence system actuation.
Fuel Feed
The fuel coming from the aircraft tanks supplies the main fuel pump and is
heated by the engine oil scavenge line before entering into the hydromechanical unit ( HMU ).
A fuel differential pressure switch provides indication to the cockpit if the filter is
clogged.
A318/
Metered Fuel
The fuel from the main pump passes through a fuel metering valve and HP fuel
shutoff valve included into the hydromechanical unit which provides the fuel
flow to the nozzles.
A burner staging valve controlled by ECU supplies either 10 or 20 nozzles at
lower or higher power.
The fuel metering valve is controlled by the ECU and provides the adequate
fuel flow.
The fuel flow is measured by a flow meter for the cockpit indication.
The LP and HP Fuel shut off valves closes when the ENG MASTER lever is
set to OFF.
Servo Fuel
Filtered fuel from the wash filter passes through a servofuel heater and to the
servo valves of the hydromechanical unit and the fuel return valve.
In the hydromecanical unit the servo valves are hydraulically driven through
torque motors by the ECU to provide the operations of:
Rotor Active Clearance Control ( RACC ) (not installed on new engines)

HP Turbine Clearance Control ( HPTACC )
LP Turbine Clearance Control ( LPTACC )
Burner Staging Valve
Fuel Metering Valve
Fuel Return
A part of the fuel is recovered to provide IDG oil cooling before returning to the
fuel circuit at the LP pump stage. When the thermal exchange is not sufficent,
the fuel return valve will be opened by the ECU, according to a given temperature.
Wen the engine oil temperature exceeds 93 degrees C the ECU sends a signal
to open the fuel return valve. The signal is inhibited at TakeOff, Climb and
when the A/C tank temperatures are high or there is fuel in the vent tank. A
hydraulic signal from the HP fuel SOV closes the valve at engine shutdown.
ECU Control
The ECU sends electrical signals to the torque motor servovalves of both the
HMU and the fuel return valve. Thus, it provides the commanded position for
the slave systems.
For each valve of VBV, VSV, RACC, HPTACC, LPTACC, and fuel systems the
ECU has a control schedule. If a schedule is no longer operational, the corresponding valve goes to a fail safe position. For example: VBV open, VSV
close, burner staging valve opens, fuel metetring valve closes ( engine shutdown ).
Variable Stator Vanes ( VSV )

Variable Bleed Valves ( VBV )
FRA US/T bu
July 01
Page: Page: 92

GENERAL
A318/
A319 / A320 / A321
/A321
CFM 565A
7300
(not installed on new engines)
HMU
FLSCU
MAIN OIL/FUEL
HEAT EXCHANGER
ENGINE OIL
TEMPERATURE
RACC
SERVO
LPTCC
RACC ACTUATOR
SV
OIL
OUT
ECU
OIL
IN
LPTCC ACTUATOR
SV
FUEL
HEATER
VSV ACTUATORS
VSV
SV
MAIN
PUMP
LP VALVE
MAIN
FILTER
FUEL
HPTCC
SV
NOZZLES
HPTCC ACTUATOR
HP
PUMP
CLOG
SWITCH
BSV
F
U
SOLENOID
VBV MOTOR
VBV
LP PUMP
SV
WASH
FILTER
FMV
SV
BSV
PRSOV
METERING
ON
T
A
VALVE
OFF
N
K
A/C ISOLATION
VALVE
FUEL
RETURN
VALVE
IDG OIL
IDG OIL
COOLER
SHUT OFF
SOLOENOID
BYPASS
VALVE
FUEL
FLOWMETER
FROM SERVOS
A/C PRESSURIZING
FRV SHUTOFF
VALVE
SIGNAL
Figure 45
FRA US/T bu
July 01
Fuel System Schematic

Page: Page: 93
ENGINE
FUEL SYSTEM
A318/
A319/A320/A321
CFM565A
7300
GENERAL
SYSTEM DESCRIPTION
The fuel system enables the delivery of a fuel flow corresponding to the power
required and compatible with engine limits.
The fuel system is divided in three main functions:
distribution (Ref. 731000)
controlling (Ref. 732000)
indicating (Ref. 733000).
Distribution
The fuel supplied from the tanks flows through a centrifugal pump, then
through the main oil/fuel heat exchanger and the HP fuel pump and filters. The
fuel from the HP fuel pump is delivered to the HMU in 2 flows: the main flow is
directly supplied to the HMU section which controls the fuel flow supplied to the
fuel nozzles (through the fuel flowmeter) the other part of the fuel flow passes
through the servo fuel heater.
Then it flows to the HMU to elaborate the reference pressure to control:
the active clearance control
the compressor control (VBV, VSV).
The unburned fuel from the HMU and the return flow from the servos are mixed
through the IDG oil cooler. The fuel flow goes then: back to the centrifugal
pump outlet if the fuel returnvalve is closed, or back to the tank, mixed with
cold fuel from the centrifugal pump outlet, if the fuel return valve is open.
/A321
Controlling
A Full Authority Digital Engine Control (FADEC) controls the engine. The FADEC achieves steady state and transient engine performances when operated
with subsystems. The FADEC is a dual channel ECU with cross talk and failure
detection capabilities. In cases of failure detection, the FADEC switches from
one channel to the other. A simplified hydromechanical unit includes a fuel metering valve and servo valves to control the airflow (VBV, VSV) and rotor tip
clearances, (HP compressor and HP and LP turbine). The FADEC system performs the following functions:
the control of the fuel flow and engine air flow and bleeds (to automatically
maintain forward and reverse thrust setting and provide satisfactory transient response)
FRA US-T Bu
July 01
the engine limits protection

the automatic starting capability
the engine clearance control
extensive diagnostic and maintenance capabilities.
Indicating
the System Display (SD)
the warning and caution lights.
The indications cover all the main engine parameters through the FADEC.The
warnings and cautions reflect:
the engine health and status through the FADEC
the FADEC health and status
the fuel filter condition through a dedicated hardwire.
IDG OIL COOLING
The fuel bypassed from the HMU is used to cool the IDG oil.The fuel then returns to the fuel pump interstage and recirculates through the system.If the recirculating fuel gets too hot, the ECU controls the Fuel Return Valve to allow
some hot fuel to return to the aircraft tanks.A thermostat type valve inside the
Fuel Return Valve mixes cold fuel from LP pump with the hot return fuel to reduce thermal stresses.The pressurizing valve ensures that there is always
pressure in the Return line, to prevent fuel from vaporizing.The ECU uses the
Engine Oil Temperature as its reference because the engine oil gets hot as the
IDG oil gets hot, due to the recirculating fuel going successively through the
engine and IDG oil/fuel heat exchangers.
FUEL RETURN
The Fuel Return Valve is electrically controlled by the ECU, and hydraulically
operated by the servo fuel. It receives a hydraulic shutoff signal at engine
shutdown and is closed by a spring.
Page: 94
ENGINE
FUEL SYSTEM
A318/
A319/A320/A321
/A321
CFM565A
7300
(not installed on new engines)
HMU
FLSCU
MAIN OIL/FUEL
HEAT EXCHANGER
ENGINE OIL
TEMPERATURE
RACC
SERVO
LPTCC
RACC ACTUATOR
SV
OIL
OUT
ECU
OIL
IN
LPTCC ACTUATOR
SV
FUEL
HEATER
VSV ACTUATORS
VSV
SV
MAIN
PUMP
LP VALVE
MAIN
FILTER
FUEL
HPTCC
SV
NOZZLES
HPTCC ACTUATOR
HP
PUMP
CLOG
SWITCH
BSV
F
U
SOLENOID
VBV MOTOR
VBV
LP PUMP
SV
WASH
FILTER
FMV
SV
BSV
PRSOV
METERING
ON
T
A
VALVE
OFF
N
K
A/C ISOLATION
VALVE
FUEL
RETURN
VALVE
IDG OIL
IDG OIL
COOLER
SHUT OFF
SOLOENOID
BYPASS
VALVE
FUEL
FLOWMETER
FROM SERVOS
A/C PRESSURIZING
FRV SHUTOFF
VALVE
SIGNAL
Figure 46
FRA US-T Bu
July 01
Fuel System Schematic

Page: 95

Distribution
/A321
A319 / A320 / A321

CFM 565A
7310
7310 FUEL DISTRIBUTION COMPONENTS

GENERAL
The primary components/units of the engine fuel supply distribution system
are:
a fuel plumbing (fuel supply and return lines) (Ref. 731100)
an engine 2stage fuel pump and filter assembly (Ref. 731100)
a hydromechanical unit (HMU), FADECcontrolled (Ref. 732000)
a fuel flow transmitter (Ref. 733100)
a burner staging valve (BSV) (Ref. 731100)
twenty dualcone fuel nozzles (Ref. 731100) supplied via a fuel manifold
assembly
a servo fuel heater (Ref. 731100)
an engine (main) oil/fuel heat exchanger (Ref. 792100)
an oil cooler (Ref. 731200) for the integrated drive generator (IDG)
a fuel return valve (FRV) (Ref. 731100).
a fuel manifold (Ref. 731100).
FUEL PUMP
The fuel pump and HMU are mounted as a unit.
The fuel pump drive system consists of the following :
A318/
Fuel pump LP stage

The LP stage of the fuel pump is of the centrifugal type. It delivers a boost
pressure to the HP stage to avoid pump cavitation.
The LP stage general characteristics at takeoff power are as follows :
Discharge pressure : 174 psi (1200 kPa).
Speed rating : 6250 RPM.
A pressure relief valve connected in parallel with the HP pump protects the
pump.
The HP stage general characteristics at takeoff power are as follows :
Discharge pressure : 870 psi (6000 kPa)
Speed rating : 6250 RPM
Fuel flow : 57 US gal/min. (13000 l/h).
Location
The fuel pump is located on the accessory gearbox (AGB) (aft face on the left
side of the horizontal drive shaft housing, aft looking forward).
FUEL FILTER ASSEMBLY

This fuel filter is located between the main oil/fuel heat exchanger and fuel
pump HP stage. It protects the HMU from particles in suspension in the fuel.
The filter disposable cartridge is designed to retain foreign material. The cartridge is periodically replaced. The removed cartridge is discarded.
The fuel filter consists of a filter cartridge and a pressure relief valve. The filter
cartridge is installed in a cavity on the pump body.
The fuel circulates from the outside to the inside of the filter cartridge. The cartridge has a filtering capability of: In case of a clogged filter, a pressure relief
valve bypasses the fuel to the HP stage.
Tappings on pump housing enable transmission of differential pressure across
the fuel filter to the fuel differential pressure cockpit
Fuel pump HP stage

The HP stage hydraulic power is supplied by a positive displacement (gear
type) pump. For a given number of revolutions, the pump delivers a constant
fuel flow regardless of the discharge pressure.
FRA US/T bu
July 01
Page: Page: 96

Distribution
A318/
A319 / A320 / A321
/A321
CFM 565A
7310
FUEL PUMP
GASKET
FUEL PUMP
HMU
FUEL FILTER
O-RING
FUEL
FITTINGS
FILTER
MAIN FUEL
CARTRIDGE
FILTER
DRAIN
PLUG
SUPPLY
LINE
O-RING
FUEL
FITTING
O-RING
METAL
GASKET
O-RING
QAD RING
FILTER
COVER
BOLT
RETAINING
PACKING
INSTALL
INSTALL
OAD
OAD
RING
RING
REMOVE
REMOVE
DRAIN
BRACKET
PLUG
Figure 47
FRA US/T bu
July 01
Fuel Pump / Filter Assembly

Page: Page: 97

Distribution
A318/
/A321
A319 / A320 / A321

CFM 565A
7310
FUEL FILTER
General
The fuel filter protects the HMU from particles in suspension in the fuel.
The fuel filter consists of a disposable filter cartridge and a pressure relief
valve. The filter cartridge is installed in a cavity on the pump body.
The fuel circulates from the outside to the inside of the filter cartridge.
In case of a clogged filter, a pressure relief valve bypasses the fuel to the HP
stage.
FUEL FILTER DIFF PRESSURE SW.

The fuel filter differential pressure switch is located on the fan case.
The switch sends a signal to the SDAC when the differential pressure increases to a certain level when the fuel filter clogs.
The fuel filter clog indication is provided on the lower ECAM display unit.
Location
The fuel filter is located between the main oil/fuel heat exchanger and fuel
pump HP stage.
FRA US/T bu
July01
Page: Page: 98

Distribution
A318/
/A321
A319 / A320 / A321

CFM 565A
7310
FUEL FILTER DIFF. PRESS. SW.
FUEL FILTER
FUEL PUMP
HCU
FUEL FILTER
DRAIN PLUG
FUEL FILTER DIFF. PRESS. SW.
Figure 48
FRA US/T bu
July01
Fuel Filter
Page: Page: 99

CONTROLLING
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
HYDRO MECHANICAL UNIT (HMU)

General
The hydromechanical unit (HMU) is installed on the aft side of the
accessory gearbox at the extreme left hand pad.
It receives electrical signals from the electronic control unit (ECU) and converts
these electrical input signals through torque motors/servo valves into enginefuel flow and hydraulic signals to various external systems.
Engine fuel is used as hydraulic media.
NOTE:
NO MAINTENANCE ADJUSTMENTS (EG. IDLE,PART POWER

ETC.) CAN BE PERFORMED AT THE HMU!
The HMU has different functions

lt provides internal calibration of fuel pressures.
lt meters the fuel flow for combustion.
lt provides the fuel shutoff and fuel manifold minimum pressurization lev
els.
lt bypasses the return of unused fuel.
lt provides mechanical N2 overspeed protection.
lt delivers the correct hydraulic power source to various engine fuel equip
ment.
The HMU has:

two electrical connectors to ECU channels A and B.
an electrical connection between the shutoff solenoid and the A/C.
FRA US/T bu
July 01
Page: Page: 100

A318/
/A321
A319 / A320 / A321

CFM 565A
7320

CONTROLLING
Figure 49
FRA US/T bu
July 01
HYDROMECHANICAL UNIT PURPOSES

Page: Page: 101

Distribution
/A321
A319 / A320 / A321

CFM 565A
7310
FUEL METERING OPERATION

The HMU is divided in the following systems:
Servo Pressure Regulator System
Fuel Metering System
Overspeed Governor System
Pressurizing Valve (HP Fuel SOV)
Pump Unloading and Shutdown System
Servo Flow Regulation System.
Fuel Metering Valve
The fuel metering valve is hydraulically driven through a torque motor/ servo
valve by the ECU. The torque motor contains two electrically isolated, independent coils, one dedicated to Channel A,the other to Channel B of the ECU.
Two fuel metering valve position resolvers, one dedicated to each channel in
the ECU, produce an electrical feedback signal in proportion to fuel metering
valve position. The ECU uses this signal to compute the current required at the
fuel metering valve torque motor for achieving closed loop electrical control.
At engine shutdown the Metering valve is completly closed.
Delta P Valve
A differential pressure regulating valve maintains a constant pressure drop
across the metering valve. As a result, fuel flow varies proportionally with metering valve position.
A318/
High Pressure Fuel shutoff valve

The valve is driven by a solenoid. The Valve closed / not closed position is indicated to the ECU by two electrical limit switches.
The fuel shut off valve shuts off fuel flow to the engine commanded by the
master switch (solenoid energized by aircraft 28VDC from busbar 3PP).
The HP fuel shutoff valve opens when all three following conditions are met:
command to open from the ENG/MASTER switch (solenoid deenergized)
engine rotation speed above 15 percent N2
fuel flow requested by ECU.
FRA US/T bu
July 01
NOTE:
IT HAS TO BE NOTED THAT THE HP FUEL SHUT OFF VALVE

SHUT OFF SIGNAL BY THE MASTER SWITCH ALSO CLOSES
THE LP FUEL VALVE.
Overspeed governor
The overspeed governor is of the fly ball type. It is designed to prevent the engine from exceeding a steady state speed in excess of 106.3% N2.
A pressure switch sends a signal to the ECU if the overspeed governor fails
when the engine is started (OVSPD Protection fail)
Motive flow modulation
The HMU contains 5 additional torque motors/ servo pilot valves that modulate
hydraulic signals to the following :
1 Low Pressure Turbine Clearance Control Valve
2 High Pressure Turbine Clearance Control Valve
3 Rotor Active Clearance Control System (not installed on new engines)
4 Variable Stator Vane Actuators
5 Variable Bleed Valve Actuators.
Each torque motor contains two electrically isolated, independent coils.
One is dedicated to channel A, the other to channel B, of the ECU.
They provide flow and pressure at an HMU pressure port in response to electrical commands from the ECU.
Page: Page: 102


Distribution
A318/
A319 / A320 / A321
/A321
CFM 565A
7310
ECU
CHANNEL
A
LPTACC
TM
HPTACC
TM
RACSB
TM
VSV
TM
VBV
TM
S
FROM SERVO
SHUTOFF SWITCHES
CHANNEL
B
BSV
28VDC FROM
SHUTOFF
SOLENOID
FUEL HEATER
AIRCRAFT
TM
R
FROM ENGINE
BYPASS
VALVE
TO BSV/FUEL
PRESS
VALVE
FMV
FUEL PUMP
MANIFOLDS
DELTA P
REGULATING
VALVE
FRV
RETURN TO
IDG OIL
COOLER
OSG ROTATION
INDICATOR
N2
OVERSPEED GOVERNER
N2 > 106.3 %
HMU
Figure 50
FRA US/T bu
July 01
HMU System Schematic

Page: Page: 103

Distribution
/A321
A319 / A320 / A321

CFM 565A
7310
HP & LP FUEL SOV CONTROL

The HP fuel shut off valve control is fully electrical. It is performed from the engine panel in the cockpit as follows :
Opening of the HP fuel SOV :
It is controlled by the ECU : the ECU receives the commands from the
MASTER control switch and mode selector switch.
Closure of the HP fuel SOV :
It is controlled directly from the MASTER control switch in OFF position
The FADEC control system contains two fuel shutoff means, which act
through pilot valves to close the high pressure fuel shut off valve.
A fuel shutoff which is directhardwired to the MASTER control switch.
This solenoid operated pilot valve is powered by the 28VDC.
It is closed when energized.
When the metering valve is positioned below a minimum fuel flow position a
mechanically operated pilot valve in the HMU closes the pressurizing valve.
This function is software logic inhibited to prevent operation at and above idle
operation.
The fuel shut off valve meets the following concepts.
A318/
either open or closed until a reversing signal is applied. The open

function is an hydraulic trip with a magnetic latch.
A closed signal has priority.
The function of the LP fuel shutoff valve is to control the fuel supply at enginetopylon interface.
The valve is located on the engine supply system in the wing leading edge.
Valve Operation
The LP fuel shut off valve is controlled :
From the flight compartment overhead panel by means of the ENG FIRE
pushbutton switch
From the flight compartment center pedestal by means of the MASTER
control switch on engine control panel.
NOTE:
IT IS COMMANDED OPEN VIA THE RELAY 11QG WHEN THE

C/B OF THE HP FUEL SOV IS PULLED.
The pressurizing valve does not actuate open with boost pressure (even if
both pilot valves call for ON) until the HP fuel pump provides sufficient
pressure to open it.
Loss of power supply does not lead to change the selected HP fuel
shutoff valve position.
When HP fuel shutoff valve is selected closed (open) a spurious transient
voltage to open (close) does not lead to a permanent opening (closure) of
the fuel valve
The cockpit commanded OFF coil has priority over the ECU command.
The cockpit control interfaces directly with the HP fuel shutoff
solenoid. The valve contains a coil which operates the HP shutoff
closed when energized. The solenoid is of a latching type. It latches
FRA US/T bu
July 01
Page: Page: 104


Distribution
A318/
A319 / A320 / A321
/A321
CFM 565A
7310
LP FUEL SHUTOFF VALVE 1

ENGINE 1
FUEL LP
VALVE MOT 1
OPEN
28 V
ESS
SHUT
49VU A8
ENGINE 1
FUEL LP
VALVE MOT 2
M1
OPEN
M2
SHUT
28 V
DC 2
121VU M25
ENG
VLV POS
SWs
TO ECAM
FIRE
PUSH
CENTRAL PEDESTAL 115VU

MASTER 1
ENG
MASTER 2
ON 115VU
ON
OFF
ENG
1
CRANK
MODE
NORM
ENG
OFF
IGN
START
FIRE
FIRE
FAULT
FAULT
ECU
1
11QG
RELAY
ENG / MASTER 1
123VU 126
FMU
CLOSED
CLOSED
ENGINE 1
HP FUEL SOV
HP FUEL
SOV
CLOSED
POS SWs
HP FUEL
SOV
28 V DC
ESS
49VU A1
MASTER SW 1
Figure 51
FRA US/T bu
July 01
HPF SOL
HP and LP Fuel Shutoff Valve ( SOV )

Page: Page: 105

Distribution
A318/
A319 / A320 / A321
/A321
CFM 565A
7310
FUEL RETURN SYSTEM COMPONENTS

General Description
Oil/Fuel Temperature Control
The IDG oil shall be cooled by engine fuel through an oil/fuel heat exchanger
which is installed in the fuel bypass line.
For some aircraft operation, extra heat rejected in fuel shall be carried out of
the engine fuel system through the valve fuel return valve (FRV) in order not to
exceed defined temperature limits (either engine fuel/oil temperature or IDG oil
temperature) .
FADEC performs this temperature control using the engine oil temperature and
engine fuel measurement.
FADEC hase two actions depending upon the temperature values and the aircraft flight conditions :
command the FRV in order to permit a fuel return to the aircraft tank
increase the engine speed when oil temp is 106 deg. C.(which leads
to decrease the temperature of the cooling fuel flow).
This function is inhibited when the aircraft is on ground.
N2
APPROACH
IDLE
In Flight only!
min. IDLE
FUEL RETURN VALVE
The purpose of the fuel return valve is to return fuel flow to the tank.
The return fuel flow is controlled at the IDG oil cooler outlet by :
the engine oil temperature ( signal from TEO )
the fuel temperature
Shut Off Function
The fuel return valve has a shutoff function when the engine is shutdown
(solenoid de-energized) from the ENG/MASTER control switch.
The signal transits through the Arinc bus and ECU and overrides the engine oil
in temperature command.
In case of high fuel flow conditions the electrical open signal is overrided by a
hydraulic signal from the HMU and the shutoff valve is closed.
A close command from the HMU interrupts both fuel flows to the aircraft.
FRA US/T bu
July 01
106
128
ENG. OIL TEMP. (

C)
The Fuel Level Sensing Control Unit (FLCSU) sends also FRVInhibition
signal to the ECU, if:
Fuel Tank Temp. high
Low Fuel Level in the Tanks
Fuel in Surge Tank
Gravity Feed .
Page: Page: 106


Distribution
A318/
A319 / A320 / A321
/A321
CFM 565A
7310
FUEL RETURN VALVE
ECU CONN.
ECU OIL TEMP SENSOR

(TEO)
Figure 52
FRA US/T bu
July 01
Fuel Return System

Page: Page: 107


Distribution
A318/
/A321
A319 / A320 / A321

CFM 565A
7310
FUEL RETURN VALVE

Operation
The fuel return valve controls 2 flow levels :
The first level (300 kg/h) is controlled by the engine oil in temperature when
the temperature is higher than 93 deg C.
The V1 solenoid valve is energized by the electronic control unit (ECU) .
The second level (which adds approximately 300 kg/h to the first flow level) is
controlled by the IDG oil cooler fuel out temperature when higher than130 deg
C (269 deg F).
The V2 thermostatic valve is controlled by the fuel out temperature.
NOTE:
A FUNCTIONAL CHECK ( REFER. TO AMM 73-11-50) OF THE

FUEL RETURN VALVE CAN ONLY BE DONE WITH A ENGINE
IDLE RUN.
A TEST SET IS USED TO SIMULATE A TEMPERATURE
>93 DEG.C
ALSO A FLOW GAGE MUST BE FITTED IN THE FUEL RETURN
LINE.
WHEN THE VALVE OPENS THE GAGE INDICATES A POSITIVE
READING (FUEL RETURNS TO TANK).
Return fuel temperature limitation.

The fuel return valve mixes :
a cold fuel flow (from the engine LP fuel pump) with
the hot fuel flow (calibrated to maintain a temperature of 214 deg F
(100 deg C) in the return line.
The mix is as follows:
Fuel out temp. below 130 deg C
200 kg/h cold flow with 300 kg/h hot flow.
Fuel out temp. above 130 deg C
400 kg/h cold flow with 600 kg/h hot flow.
A signal from the ENG/MASTER control switch to FADEC permits to override
the V1 opening signal if :
Engine oil temperature is higher than 93 deg C during take off or climb or
specific operating conditions .
A hydraulic signal from the HP fuel shutoff valve closes the V1 valve at engine shutdown.
FRA US/T bu
July 01
Page: Page: 108

A318/
A319 / A320 / A321
/A321
CFM 565A
7310

Distribution
OIL TEMP.
T < 93
C
IDG COOLER FUEL

TEMP.
HOT FUEL FLOW

RETURN
FRA US/T bu
TOTAL FUEL RETURN

TO TANK
0
T > 93
C
T < 130
C
300 Kg/h
200 Kg/h
500 Kg/h
T > 93
C
T > 130
C
600 Kg/h
400 Kg/h
1000 Kg/h
Figure 53
July 01
COLD FUEL FLOW

RETURN
Fuel Return Valve

Page: Page: 109

Distribution
A318/
/A321
A319 / A320 / A321

CFM 565A
7310
IDG FUEL COOLED OIL COOLER

Purpose:
The purpose of the cooler assembly is to cool oil coming from the Integrated
Drive Generator (IDG). The heat generated is transfered to the fuel coming
from the HMU and returning to the oil/fuel heat exchanger.
Description
The oil cooler is of tubular type. It consists of a removable core,housing and
cover.
A fuel pressure relief valve is connected in parallel with the fuel inlet and outlet
ports.
Oil system
The oil circulates through the stainless steel tube bundle brazed at both ends.
This extracts the calories and transfers them to the engine fuel. The oil outlet
temperature varies between (54 deg C and 160deg C).
Fuel system
The fuel circulates inside the tubes that evacuate the calories released by the
oil.If the pressure drop inside the heat exchanger core increases :
the pressure relief valve opens and bypasses the heat exchanger core.
Location
The IDG oil cooler is located on the front face of the AGB at 5:30 oclock position, aft looking forward.
FRA US/T bu
July 01
Page: Page: 110


Distribution
A318/
/A321
A319 / A320 / A321

CFM 565A
7310
FAN INLET CASE
Figure 54
FRA US/T bu
July 01
IDG oil Cooler

Page: Page: 111

Distribution
A318/
/A321
A319 / A320 / A321

CFM 565A
7310
MAIN OIL FUEL HEAT EXCHANGER

The connections with the other systems are:
an oil IN port from the servo fuel heater.
an oil OUT tube to the oil tank.
two fuel ports connected with the fuel pump.
a fuel return line from the HMU, through the IDG oil cooler.
The mechanical interfaces are the mating flanges with the fuel pump, the servo
fuel heater, plus one other with a fuel tube.
Maintenance practices
lf there is contamination in the fuel, both the servo fuel heater and main oil/fuel
exchanger must be replaced.
Heat exchanger core.

The heat exchanger is a tubular design consisting of a removeable core, a
housing and a cover.
The core has two end plates, fuel tubes and two baffles.
The fuel tubes are attached to the end plates and the baffles inside lengthen
the oil circulation path around the fuel inlet tubes.
Sealing rings installed on the core provide insulation between the oil and fuel
areas.
Heat exchanger housing.
The housing encloses the core, and the following items are located on its outer
portion :
An oil pressure relief valve, which bypasses the oil when the differential
pressure across the oil portion of the exchanger is too high.
A fuel pressure relief valve, which bypasses the fuel when the differential
pressure across the fuel portion of the exchanger is too high.
A drain port, for fuel leak collection from interseal cavities, that prevent
oil cavity contamination.
An optional fuelout temperature probe port.
Two attachment flanges; one with the fuel pump which also provides fuel
IN and OUT passages, and one with the servo fuel heater which also pro
vides oil IN and OUT tubes.
One fuel IN port for fuel from the HMU, via the IDG oil cooler.
FRA US/T bu
July 01
Page: Page: 112

A318/
/A321
A319 / A320 / A321

CFM 565A
7310

Distribution
Figure 55
FRA US/T bu
July 01
MAIN OIL/FUEL HEAT EXCHANGER OPERATION

Page: Page: 113
ENGINE
FUEL DISTRIBUTION
A318/
/A321
A319/A320/A321
CFM565A
7311
SERVO FUEL HEATER

DESCRIPTION
The servo fuel heater raises the temperature. This prevents ice from entering
the control servos inside the Hydro Mechanical Unit (HMU).
The ServoFuel Heater consists of:
a housing with a heat exchanger core inside
a cover
The fuel enters and leaves through the cover. The oil:
enters the heater through one flange of the housing
circulates around the core tubes
leaves through the opposite flange of the housing.
The oilout flange has 2 orifices:
one corresponding to the normal circuit
the other is used if clogging of the main oil/fuel heat exchanger restricts oil
circulation beyond acceptable limits.
The servo fuel heater is a heat exchanger using oil as a heat source. Heat exchange between oil and fuel occurs by conduction and convection inside the
unit. The 2 fluids circulate in the servo fuel heater through separate flowpaths.
The oil initially lubricates and cools the engine sumps. Then it enters the servo
fuel heater, giving off heat to the fuel from the wash filter. The heated fuel then
flows to the internal HMU servos.
THERE IS NO FUEL ANTICLOGGING VALVE IN THE SERVO
FUEL HEATER SYSTEM.
NOTE:
FRA US-T Bu July 01

Page: 114
ENGINE
FUEL DISTRIBUTION
A318/
A319/A320/A321
/A321
CFM565A
7311
FUEL IN FROM
FUEL OUT TO
FUEL PUMP
HMU SERVO
HMU
OIL OUTLET
OIL
OIL FLOW WHEN
TUBE
IN
FUEL OUTLET
CORE CLOGGED
TUBE
CORE
OIL INLET
TUBE
FUEL INLET
TUBE
GASKET
OIL
OUT
SERVO-FUEL
SERVO-FUEL
HEATER
HEATER
MAIN OIL/FUEL
HEAT EXCHANGER
GASKET
MAIN OIL/FUEL
IN
OUT
HEAT EXCHANGER
FUEL
Figure 56
FRA US-T Bu July 01
Servo Fuel Heater / Fuel Oil Heat Exchanger

Page: 115

Distribution
/A321
A319 / A320 / A321

CFM 565A
7310
BURNER STAGING VALVE

Purpose:
The purpose of the Burner Staging Valve (BSV) is to shutoff 10 of the 20 fuel
nozzles as commanded by the ECU .
The burner staging valve stages on 10 nozzles when a lower Fuel Air Ratio
(FAR) is required by the ECU. This ensures that there is adequate deceleration
capability in the deceleration schedule.
The 10 nozzles are also switched off to maintain a adequate flame out margin.
NOTE:
A318/
10 FUEL NOZZLES ARE ALWAYS ON WHEN THE ENGINE IS IN

OPERATION.
Description and Operation

The BSV is a poppet type shutoff valve that is opened or closed by fuel pressure (PC or PCR) from the HMU based on ECU logic.
The main poppet valve allows metered fuel delivery to the staged manifold and
under most conditions is set to the open (unstaged) position to assure that all
20 fuel nozzles are used at the following power operations:
N2K > 80%
Approach Idle
BSV Feedback Signal Failure
ECU or HMU Command signal failed it is opening by hydraulic
pressure at 200300 psi .
Dual switches in the BSV monitor the position of the valve and transmit a feedback indication to the ECU. The switches are open when the valve is open (unstaged).
After the ECU logic has determined that a lower FAR is required, the BSV is
staged to 10 nozzles through the HMU BSV solenoid.
If the ECU receives a valid signal from the BSV feedback switches that the
BSV did stage, the ECU then lowers the FAR in the deceleration schedule to
ensure a constant rate of engine deceleration.
In operating conditions where a low FAR is required, the design of the fuel
nozzles provides the necessary spray pattern to ensure that the engine will
decelerate properly and that adequate flame out margin is maintained.
FRA US/T bu
July 01
Page: Page: 116


Distribution
A318/
/A321
A319 / A320 / A321

CFM 565A
7310
ECU CONN.
CHAN. A/B
FEEDBACK
SIGNAL
BURNER STAGING VALVE
Figure 57
FRA US/T bu
July 01
Burner Staging Valve

Page: Page: 117
A318/
/A321
A319 / A320 / A321

CFM 565A
7310
FUEL NOZZLE FILTER

The fuel nozzle filter is installed near the servo fuel heater at 8 oclock and attached to the fuel flow transmitter.
The fuel nozzle filter collects any contaminants that may still be left in the fuel
before it goes to the fuel nozzle supply manifold.

Distribution
FRA US/T bu
July 01
Page: Page: 118

A318/
/A321
A319 / A320 / A321

CFM 565A
7310

Distribution
Figure 58
FRA US/T bu
July 01
Fuel Nozzle Filter

Page: Page: 119

Distribution
A318/
/A321
A319 / A320 / A321

CFM 565A
7310
FUEL NOZZLES
Purpose:
The fuel nozzles are installed into the combustion case assembly. They are
connected to the fuel manifold assembly. The 20 fuel nozzles deliver fuel into
the combustor in a spray pattern. This provides good lightoff and efficient
burning at high power.
Purpose:
The fuel manifold supplies metered fuel to the twenty fuel nozzles and drains
any fuel that may leak from the fuel supply connection lines.
The fuel manifold consists of a manifold supplying fuel to ten fuel nozzles that
is unstaged or staged (depending on BSV position), a staged manifold that always supplies fuel to the remaining ten fuel nozzles when the engine is in operation, and a drain manifold. Fuel nozzles on the two fuel manifolds are located in an alternating pattern. Each manifold is divided into two segments
joined by connecting nuts at the 6 and 12 oclock positions.
The fuel supply manifold halves are connected to supply lines from the BSV
at the 5 and 6 oclock positions. Each of the connections has individual
drain lines. This fuel supply splitting limits fuel pressure drop across lines and
facilitates removal/installation operations.
A drain function is performed at each fuel nozzle connection by a shroud
sealed by two orings. The shrouds are connected to the main drain manifold
by fifteen integral and five removable drain lines. The five removable drain
tubes are to facilitate access to borescope ports. A drain line connected to the
aircraft drain mast is attached to the drain manifold at the 7 oclock position.
Operation
The fuel nozzles contain both primary and secondary fuel flow passages.
As the engine is started :
the fuel passes through the inlet, and
accumulates in the portion of nozzle that houses the valves.
The low pressure primary flow :
is directed through the check valve
passes through the primary passage of the nozzle tube and tip,
enters the combustion chamber as an uniform density spray
The high pressure secondary flow activates the flow divider valve.
This fuel passes through the secondary passage of the nozzle tube and tip.
Then it enters the combustion chamber as an uniform density, cone shaped
spray. The cone of the secondary spray is wider than that of the primary,
therefore, surrounding the primary spray pattern.
FUEL MANIFOLD
FRA US/T bu
July 01
Page: Page: 120

A318/
/A321
A319 / A320 / A321

CFM 565A
7310

Distribution
Fuel Nozzle Arrangement
Figure 59
FRA US/T bu
July 01
Fuel Nozzles and Manifolds

Page: Page: 121
A318/
/A321
A319 / A320 / A321

CFM 565A
7330
FUEL FLOW TRANSMITTER

The purpose of the fuel flow transmitter is to provide the ECU with information,
for indicating purposes, on the weight of fuel used for combustion.
Located in the fuel flow path, between the HMU metered fuel discharge port
and the fuel nozzie filter, it is installed on supporting brackets on the aft section
of the HMU.
The interfaces are:
a fuel supply hose, connected from the HMU.
a fuel discharge tube, connected to the fuel nozzle filter.
an electrical wiring harness, connected to the ECU.
The fuel flow transmitter consists of an aluminium body with a cylindrical bore
containing a rotating measuring device, which generates electronic pulses proportional to the fuel flow.
An electrical connector is installed on the outside of a rectangular electronics
compartment.

Fuel Indicating
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July 01
Page: Page: 122

A318/
/A321
A319 / A320 / A321

CFM 565A
7330

Fuel Indicating
Figure 60
FRA US/T bu
July 01
Fuel Flow XMTR

Page: Page: 123

Fuel Indicating
A318/
/A321
A319 / A320 / A321

CFM 565A
7330
7330 ENGINE FUEL INDICATING

FUEL FLOW TRANSMITTER
General
The fuel flow transmitter is installed in the fuel line between the HMU and the
burner staging valve. It is mounted on the lower lefthand side of the fan case,
rearward of the LP/HP fuel pump.
The fuel flow transmitter is made of these primary assemblies:
the transmitter body,
the inlet fitting and clamps
the turbine assembly,
FUEL FLOW INDICATION, FUEL USED

The Fuel Flow Transmitter is installed at the HMU. The signals are routed to the
ECU and via the DMCs to the ECAM.
The Fuel Used-is calculated in the DMCs .
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July 01
Page: Page: 124


Fuel Indicating
A318/
/A321
A319 / A320 / A321

CFM 565A
7330
UPPER
ECAM
DISPLAY
LOWER
ECAM
DISPLAY
Figure 61
FRA US/T bu
July 01
Fuel Flow / Fuel Used Indication

Page: Page: 125
A318/
/A321
A319 / A320 / A321

CFM 565A
7330
FUEL FILTER CLOGGING INDICATION

The fuel filter clogging switch is installed at 10 o clock position at the L/H fan
frame.

Fuel Indicating
FRA US/T bu
July 01
Page: Page: 126


Fuel Indicating
A318/
A319 / A320 / A321
/A321
CFM 565A
7330
WARNING MESSAGE
UPPER ECAM
DISPLAY
LOWER ECAM
DISPLAY
FUEL FILTER CLOGGING SWITCH

ENGINE 1
FUEL FILTER CLOGGING SWITCH

ENGINE 2
WARNING
Figure 62
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July 01
Fuel Filter Clogging Indication

Page: Page: 127
Power Plant
Drains
A318/
A319 / A320 / A321

CFM 565A
7170
ATA 71
POWER PLANT
7170 DRAINS
POWER PLANT DRAINS
Lines are provided on the engine to collect waste fluids and vapours that come
from engine systems and accessories and drain them overboard.
The system consists of a drain collector assembly , a drain module and a drain
mast.
/A321
Drain collector assembLy

The drain collector assembly is attached to the aft side of the engine gearbox.
lt is composed of 4 drain collectors with manual drain valves and 2 holding
tanks.
The drain collectors enable leakages to be collected separately from 4 seals
fuel pump
IDG
starter
hydraulic pump
Each collector is identified with the accessory seal pad to which it is connected.
The manual drain valves are installed at the bottom of each collector, enabling
the source of leakages to be found during troubleshooting.
The collector retains fluids until it is full, then the overflow goes to 2 tanks,
called the fuel/oil holding tank and the oil/ hydraulic holding tank. The first receives the fuel pump overflow and the second receives the IDG, starter and
hydraulic pump overflows.
FRA US/T bu
July 01
Drain module
The drain module is directly attached to the aft side of the engine gearbox and
supports the drain mast.
lt receives the overflow from the drain collector assembly. A valve pressurizes
the holding tanks and enables fluid to be discharged overboard through the
drain mast.
lt also receives fluids that are discharged directly overboard through the drain
mast
the oil tank scupper
the forward sump
the fan case
the oil/fuel heat exchanger
the VBV
the VSV
the turbine clearance control
the aft sump
the 6 oclock fire shield
FRV
Page: Page: 128

Power Plant
Drains
A318/
A319 / A320 / A321
/A321
CFM 565A
7170
FROM HEAT EXCHANGER
FROM FUEL RETURN VALVE
FROM OIL TANK SCUPPER
PRESSURE VALVE
FROM DRAIN
COLLECTOR ASSEMBLY
DRAIN MAST
Figure 63
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July 01
Drain Collector and Drain Mast

Page: Page: 129
Power Plant
Drains
A318/
A319 / A320 / A321

CFM 565A
7170
7170 DRAINS
PYLON AND ENGINE DRAINS
Engine Drains
Drain lines are provided on the engine to collect and carry overboard waste
fluids and vapors from engine systems and accessories.
This drain system consists of a drain collector with 4 manual drain valves for
trouble shooting, a drain module and a drain mast.
DRAIN MODULE
/A321
System Operation
The collector retains drain fluids until expelled in flight. The module assembly
discharges fluids directly overboard through the drain mast. The drain mast
which protrudes through the fan cowl door into the airstream is the channel
through which the fluids are discharged overboard except for the fuel shroud
drain which discharges fluid directly overboard through an independent drain
tube.
Each accessory seal (starter, IDG, hydraulic pump, fuel pump) has a separate
drain to the collector in which leakage is contained. Manual drain valves in the
bottom of each collector enables the determination of excess leakage.
Each collector is labeled with the accessory seal drain to which it isconnected.
These individual collectors overflow into the fuel/oil holding tank or a hydraulic
fluid/oil holding tank.
Leakage is contained in the holding tank until the aircraft reaches an airspeed
of 200 Knots.
When the airspeed reaches 200 Knots a pressure valve in the module assembly admits ram air. The ram air pressurizes the holding tanks and any accumulated fluid is discharged overboard through the drain mast, except for the fuel
shroud pipe which has its own drain tube.
the oil tank scupper
the forward sump
the fan case
the oil/fuel heat exchanger
the VBV
FRA US/T bu
July 01
the VSV
the TCC
HMU
the aft sump
the fuel shroud pipe (individual drain tube)
Use of Drain System to Monitor Accessory Seals Leakage Rate.
Each drain collector has been sized to collect the maximum acceptable leakage from the accessory seal for a flight of 240 minutes duration, based on the
following leak rates:
Starter (20cc/hour)
Hydraulic pump (20cc/hour)
IDG (20cc/hour)
Fuel pump (30cc/hour)
The procedure for determining the leakage rate, without a specific engine
ground run is:
Prior to flight departure, drain fluid from all four (4) accessory seal drain
collectors.
After one flight, of about one hour, drain fluid from drain collectors into a
measured container.
For fuel or oil leakage limits (Ref. 71-00-00 P

. Block 500)
Page: Page: 130

Power Plant
Drains
A318/
A319 / A320 / A321
/A321
CFM 565A
7170
WING
PYLON
PYLON
DRAINS
DRAIN COLLECTOR
DRAIN MAST
DRAIN MODULE
MANUAL
DRAIN VALVE
4 PLACES
FAN
AREA
OIL
SCUPPER
CORE
AREA
DRAIN COLLECTOR
IDG
HYD
PUMP
STARTER
FWD
SUMP
FAN
CASE
FUEL
OIL
DRAIN
COLLECTOR
ASSEMBLY
PIPE
OIL
HYD
FIREPROOF
HOLDING
TANKS
COWL LINE
DRAIN
MODULE
DRAIN MAST
Figure 64
July 01
VSV
6 O CLOCK
FIRE
BULKHEAD
HMU
LUB
PUMP
FRA US/T bu
SHROUD
TCC
OIL/FUEL
HEAT
EXCHANGER
G
E
A
R
B
O
X
FUEL
PUMP
VBV
AND
VSV
AFT
SUMP
FRANGIBLE
Engine Drains
Page: Page: 131
A318/
/A321
A319 / A320 / A321

CFM 565A
7170
PYLON DRAINS
The engine pylon is divided into 7 compartments.Various systems are routed
Any leckage from fluid lines is drained overboard through seperate lines in the
rear of the pylon.
Power Plant
Drains
FRA US/T bu
July 01
Page: Page: 132

Power Plant
Drains
A318/
A319 / A320 / A321
/A321
CFM 565A
7170
FUEL
FUEL / HYDRAULIC
HYDRAULIC
PYLON
DRAINS
Figure 65
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July 01
Pylon Drains
Page: Page: 133
Engine Controls
General
A318/
A319 / A320 / A321
/A321
CFM 565A
7600
ATA 76
ENGINE CONTROLS
THROTTLE CONTROL SYSTEM

General
The throttle control system consist of :
the throttle control lever
the throttle control artificial feel unit (Mecanical Box)
the thrust control unit
the electrical harness.
The design of the throttle control is based upon a fixed throttle concept :
This means that the throttle control levers are not servo motorized.
Thrust Control Unit
The Thrust Control Unit contains two resolvers, each of which sends the thrust
lever position to the Engine Control Unit.The extraction current for the resolvers is provided by the ECU.
Autothrust Disconnect pushbutton.
The autothrust instinctive disconnect pushbutton can be used to disengage the
autothrust function.
Reverse Thrust Latching Lever

To obtain reverse thrust settings, the revers thrust laching lever must be lifted.
A mechanical cam design is provided to allow reverse thrust selection whenthrust lever is at fowward idle position.
The thrust lever has 3 stops at the pedestal and 3 detents in the artificial feel
unit:
0 STOP = FWD IDLE THRUSTIDLE
-20 STOP = FULL REVERSE THRUSTMREV
45 STOP = MAX .TAKE OFF THRUSTTOGA
DETENT = (REVERSE) IDLE THRUSTREV
DETENT = MAX.CLIMB (ALSO CRUISE SELECTION)CL
DETENT = MAX. CONTINOUS (FLEX TAKE OFF THRUST)MCT/FLX
T/O
THRUST LEVERS
General
The thrust levers comprises :
a thrust lever which incorporates stop devices and autothrust
instinctive disconnect pushbutton switch
a graduated fixed sector
a reverse latching lever.
The thrust lever is linked to a mechanical rod. This rod drives the input lever of
the throttle control artificial feel unit (Mechanical Box).
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1
Page: Page: 134

Engine Controls
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7600
ENGINE THRUST LEVER CONTROL

AUTOTHRUST
DISCONNECT PB
REVERSE THRUST
LATCHING LEVER
THRUST LEVER
REVERSE THRUST
LATCHING LEVER
MECHANICAL
BOX
THRUST CONTROL
UNIT
HMU
FUEL
METERING
VALVE
CHANNEL A
ECU
CHANNEL B
Figure 66
FRAUS/T bu
July 01
RESOLVER 1
RESOLVER 2
Engine Thrust Lever Control

Page: Page: 135

Engine Controls
General
A318/
A319 / A320 / A321
/A321
CFM 565A
7600
BUMP RATING PUSH BUTTON

This Push Buttons are optional equipment.
In some cases the throttle control levers are provided with BUMP rating push
buttons,one per engine.This enables the ECU to be re-rated to provide additional thrust capability for use during specific aircraft operations.
Bump Rating Description
The takeoff bump ratings can be selected, regardless of the thrust lever angle,
when the airplane is on the ground.
The bump ratings, if available, are selected by a push button located on the
thrust lever.
Actuation of the switch will generate a digital signal to both ECUs via the EIU.
The maximum take-off rating will then be increased by the preprogrammed
delta N1 provided the airplane is on the ground.
The bump ratings can be deselected at anytime by actuating the bump rating
push button as long as the airplane is on the ground and the thrust lever is not
in the maximum takeoff (TO) detent.
Inflight, the bump ratings are fully removed when the thrust lever is moved from
the TO detent to, or below, the MCT detent.
The bump rating is available inflight under the following conditions.
Bump rating initially selected on the ground.
TO/GA thrust lever position set.
Airplane is within the takeoff envelope.
The bump rating is a nonstandard rating and is only available on certain
designated operator missions.
Use of the bump rating must be recorded.This information is for tracking by
maintenance personnel.
FRAUS/T bu
July 01
THRUST
( lb )
MAX. TAKE OFF 25000 lbs
25000
MAX. CONTINOUS 23700 lbs
20000
THRUST
15000
N1
EGT
10000
5000
30
AMBIENT TEMP. (
C )
SEA LEVEL STATIC ( 1013 hPa )

-10
10
20
30
40
AMBIENT TEMP. (
C )
Page: Page: 136

A318/
/A321
A319 / A320 / A321

CFM 565A
7600
Engine Controls
General
Figure 67
FRAUS/T bu
July 01
Bump Push Bottons

Page: Page: 137
A318/
/A321
A319 / A320 / A321

CFM 565A
7600
ARTIFICIAL FEEL UNIT (MECANICAL BOX)

The Throttle control artificial feel unit is located below the cockpit center pedestal.This artificial feel unit is connected to engine 1(2) throttle control lever and
to the engine 1(2) throttle control unit by means of rods.
The artificial feel unit is a friction system wich provides a load feedback to the
This artificial feel unit comprises two symetrical casings, one left and one right.
Each casing contains an identical and independent mechanism.
a friction brake assembly
a gear assembly
a lever assembly
a bellcrank assembly
Throttle lever travel is transmitted to the to the artificial feel unit and to the
throttle control unit.
The linear movement of the throttle levers is transformed into a rotary movement at the bellcranck which turns about the friction brake assembly shaft. This
movement rotates a toothed quadrant integral with the shaft.
This toothed quadrant causes inverse rotation of a gear equipped with a
disk which has three detent notches. Each notch corresponds to a throttle
lever setting and is felt as a friction point at the throttle levers.
Engine Controls
General
FRAUS/T bu
July 01
Page: Page: 138

Engine Controls
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7600
MECHANICAL BOX(ES)
An adjustment screw
is provided at the
lower part of each
mechanical box to
adjust the artifi
cial feel.
MECHANICAL
BOXES
RIGGING
POINT
ADJUSTMENT
SCREW
DETENT FORCE
ADJUSTMENT
Figure 68
FRAUS/T bu
July 01
Mechanical Boxes
Page: Page: 139

Engine Controls
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7600
THROTTLE CONTROL UNIT

The throttle control unit comprises :
an input lever
mechanical stops which limit the angular range
2 resolvers whose signals are dedicated to the ECU (one resolver per
channel of the ECU)
6 potentiometers fitted three by three. Their signals are used by the flight
control system and the thrust reverser control system
a device which drives the resolver and the potentiometer
a pin device for rigging the resolvers and potentiometers
a safety device which leads the resolvers outside the normal operating
range in case of failure of the driving device
two output electrical connectors.
The input lever drives two gear sectors assembled face to face. Each sector
drives itself a set of one resolver and three potentiometers.
Relation between TRA and TLA:
The relationship between the throttle lever angle (TLA) and throttle resolver
angle (TRA) is linear and : 1 deg. TLA = 1.9 TRA.
The accuracy of the throttle control unit (error between the input lever position
and the resolver angle) is 0.5 deg. TRA.
The maximum discrepancy between the signals generated by the two resolvers
is 0.25 deg. TRA.
The TLA resolver operates in two quadrants :
the first quadrant serves for positive angles and the fourth quadrant for negative angles.
Each resolver is dedicated to one channel of the ECU and receives its electrical excitation from the ECU.
The ECU considers a throttle resolver angle value :
less than 47.5 deg. TRA or
greater than 98.8 deg. TRA as resolver position signal failure.
The ECU incorporates a resolver fault accomodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver position signal.
FRAUS/T bu
July 01
Page: Page: 140

Engine Controls
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7600
3 COUPLED POTENTIOMETERS
ELECTRICAL
CONNECTORS
RESOLVER
RIGGING
POINT
THRUST CONTROL UNIT(S)
2 RESOLVERS
2 units
Each unit consists of :
2 resolvers
6 potentiometers.
Figure 69
FRAUS/T bu
July 01
Thrust Control Units

Page: Page: 141
Engine Controls
General
A318/
A319 / A320 / A321
/A321
CFM 565A
7600
RIGGING
The throttle control levers must be at the idle stop position to perform the rigging procedure.
AIDS ALPHA CALL UP OF TLA

Using the AIDS Alpha call up it is possible to check both TLA (Thrust Lever
Angle)
AIDS PARAM ALPHA CALLUP

ENTER ALPHA CODE
TLA
ECU 1 :
0.0
0.1
TLA
ECU 2 :
(
)
(
)
PRINT>
<RETURN
FRAUS/T bu
July 01
Page: Page: 142

Engine Controls
General
A318/
A319 / A320 / A321
/A321
CFM 565A
7600
Mechanical
Box
Riggpin
Thrust
Control
Unit
Riggpin
Figure 70
FRAUS/T bu
July 01
Thrust Control System Rigging

Page: Page: 143
Engine Indicating
General
/A321
A319 / A320 / A321

CFM 565A
7700
ATA 77
INDICATING
7700 ENGINE INDICATING PRESENTATION

INDICATION GENERAL
The engine is equipped with sensors that monitor
temperature , pressure, speed, vibration
fuel flow
lt also has switches that provide indication for
oil, fuel clogging.
thrust reverser hydraulic pressure.
position (SAV, T/R, Overspeed governor, etc....
Depending on the data transmitted, messages are generated on the following
devices :
Upper ECAM : Engine Warning Display (EWD).
Lower ECAM :Systems Display (SD).
Master caution, or warning.
Audible chimes and oral warning.
These messages are used to run the engine under normal conditions throughout the operating range, or to provide warning messages to the crew and maintenance personnel. The master caution and warning are located in front of the
pilot on the glance panel.
A318/
Primary Engine Display

The primary engine parameters listed below are permanently displayed on the
Engine and Warning display ( E/WD ):
N1 ( low rotor speed )
Exhaust Gas Temperature ( EGT )
N2 ( high rotor speed )
FF ( fuel flow )
After 5 min of the power up test the indication is displayed in amber and figures
are crossed ( XX ). Normal indication can be achieved by using the FADEC
GRD power switches, one for each engine at the maintenace panel or by the
FRA US/T bu
July 01
MODE selector switch on on the Engine panel at the pedestal in CRANK or

IGN / START position for both engine.
If a failure occurs on any indication displayed, the indication is replaced by amber crosses, the analog indicator and the marks on the circle disappear, the
circle becomes amber.
Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display.
Secondary Engine Display
The lower display shows the secondary engine parameters listed below. The
engine page is available for display by command, manually or automatically
during engine start or in case of system fault:
Total FUEL USED
OIL quantity
OIL pressure
OIL temperature
Starter valve positions, the starter duct pressure and during eng start up,
that operating Ignition system ( ONLY ON ENGINE START PAGE )
In case of high nacelle temperature a indication is provided below the engine oil temp. indication.
Engine Vibration of N1 and N2
As warnings by system problems only:
OIL FILTER COLG
Fuel FILTER CLOG
Some engine parameters also displayed on the CRUISE page
Page: Page: 144

Engine Indicating
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7700
18750 KG
16000 KG
16000 KG
Figure 71
FRA US/T bu
July 01
Engine Indicating System

Page: Page: 145
Engine Indicating
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7700
77-00 ENGINE INDICATING GENERAL

ECAM UPPER DISPLAY
The engine primary parameters are permanently displayed on the ECAM upper
display.
The trust limit is shown in % on the left side for:
TO/GA = Take Off / Go Around Power
CL = Climb Power
MCT = Max Continius Power
Flex = Flex Take Off ( The Temperature is shown behind the limit) Flex can
be initiated via the MCDU REF. page. A temperature above 30 deg. C will
reduce the Power.
M/REV = Max Reverse Power
ECAM LOWER DISPLAY
The secondary parameters are displayed on the ECAM lower display (ENGINE
Page) when automatically or manually selected.
Engine Warnings
LOW N1
OVERLIMIT EGT.N1 .N2.
THRUST LEVER DISAGREE
THRUST LEVER FAULT
OIL LOW PRESSURE
OIL HIGH TEMPERATURE
OIL FILTER CLOG
FUEL FILTER CLOG.
FRA US/T bu
August 99
Page: Page: 146

Engine Indicating
General
A318/
CFM 565A
7700
10
UPPER ENG.
ECAM DISPLAY
UNIT
70.4
5
99.8
LOWER ENG.
ECAM DISPLAY
UNIT
0950
10
N1
%
FLX
70.4
5
10
670
A319 / A320 / A321
/A321
EGT
c
N2
%
F.F
10
670
99.9
FOB: 3600 KG
nac
c
90
0 42
20
90
PSI 35
Figure 72
FRA US/T bu
August 99
88,1%
MCT
94,3%
T/O
95.4%
M/REV
70,0%
0980
ENGINE
F.USED
VIB
Kg
1300
1250
0.8
VIB
20 OIL
20
qt
1.2
.5
.4
11
11
0
0
NAC temp. indication:
CL
S FLAP F
Kg/h
100
OR
84.6 %35 C
100
psi
0 44
c
IGN
A B
20
N1
0.9
N2
1.3
OIL FILTER
CLOG
CLOG
F. FILTER
CLOG
CLOG
34 PSI
Engine ECAM Displays

Page: Page: 147
Engine Indicating
General
A318/
A319 / A320 / A321
/A321
CFM 565A
7700
77-10 POWER INDICATION
N1 SPEED SENSOR
N1 INDICATION SYSTEM
N1 Speed Sensor
The N1 speed sensor :
detects the low pressure assembly rotational speed
transmits the corresponding signals to the Engine Vibration Monitoring
Unit and the Electronic Control Unit, Channel A & Channel B.
General
The N1 speed sensor is installed on the fan frame strut at the 5:00 oclock position. It is secured to the fan frame with 2 bolts.
This sensor is an induction type tachometer. It consists of 3 independent sensing elements which are magnetically and electrically insulated from one
another.A sensor ring mounted on the fan shaft is provided with 30 teeth.
The passage of each tooth in front of the magnetic head modifies the lines of
magnetic force of the magnets. This creates a flux variation in the coils.
The flux variation generates an alternating electromotive force proportional to
the rotational speed of the LP rotor assembly.
ECU
ECU
EVMU
NOTE:
THE SENSOR RING HAS ONE TOOTH THICKER THAN THE 29

OTHERS.THIS TOOTH GENERATES A SIGNAL OF GREATER AMPLITUDE USED AS PHASE REFERENCE FOR TRIM BALANCE
(PROCESSED IN THE EVMU).
The N1 speed sensor consists of the following :
a threeconnector receptacle (ch. A airframe ch. B).
a flange for attachment of the sensor to the engine
a rigid metal tube including two bonded damping rings, a magnetic
head (sensor probe) which includes 3 windings, 3 permanent magnets
and the pole pieces and three pairs of shielded lead wire providing
the electrical signals from the sensing elements to the connectors.
The N1 indication is displayed on the upper display unit of the ECAM system :
in the analog form, by a pointer deflecting in front of a dial,
in the digital form, in the lower section of the dial.
FRA US/T bu
July 01
Page: Page: 148

Engine Indicating
General
A318/
A319 / A320 / A321
/A321
CFM 565A
7700
ACTUAL N1: N1 NEEDLE AND N1 DIGITAL INDICATION ARE NORMALLY GREEN.

THE NEEDLE PULSES AMBER WHEN THE ACTUAL N1 IS ABOVE THE N1 MAX. BOTH
NEEDLE AND DIGITAL INDICATION PULSE RED WHEN THE ACTUAL N1 IS ABOVE THE
N1 RED LINE(102%). WHEN N1 IS DEGRADED (BOTH N1 SENSORS FAILED),THE
LAST DIGIT OF THE DIGITAL DISPLAY IS AMBER DASHED.
N1 COMMAND: N1 CORRESPONDING TO THE ATS DEMAND, LIMITED BY THE THRUST

LEVER POSITION. NOT DISPLAYED IF A/THR OFF.
C
D
E
TRANSIENT N1(BLUE ARC): SYMBOLIZES THE DIFFERENCE BETWEEN THE N1 COMMAND

AND THE ACTUAL N1. NOT DISPLAYED IF A/THR OFF.
N1 TLA: N1 CORRESPONDING TO THE THRUST LEVER POSITION (PREDICTED N1).
MAX N1: AMBER INDEX AT THE VALUE CORRESPONDING TO THE FULL FORWARD
POSITION OF THE THRUST LEVER.
N1 EXCEEDANCE: IF 100.3% IS EXCEEDED, A RED MARK APPEARS AT THE MAX
VALUE ACHIEVED. IT WILL DISAPPEAR AFTER A NEW START ON GROUND OR AFTER
MAINTENANCE ACTION THROUGH THE MCDU.
REVERSE: APPEARS AMBER WHEN ONE REVERSER IS UNLOCKED. IT CHANGES TO
GREEN WHEN THE DOORS ARE FULLY DEPLOYED. IF UNLOCKED IN FLIGHT,THE
INDICATION FLASHES FOR 9 SECONDS AND THEN REMAINS STEADY.
F
G
LP rotor speed (N1)

B
C
D
E
5
%
REV
35.5
F
G
CAUTION
Figure 73
FRA US/T bu
July 01
N1 Indication
Page: Page: 149

Engine Indicating
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7700
N2 INDICATION SYSTEM
N2 Speed Sensor
The N2 speed sensor detects the rotational speed of the HP rotor assembly. It
transmits the signal to the following equipment :
Engine Vibration Monitoring Unit (EVMU)
ECU (channel A)
ECU (channel B)
This sensor is an induction tachometer type. It comprises 3 sensitive elements.
Each element is magnetically and electrically isolated from the other.
Each sensitive element includes a magnet, a coil and a polar mass.
These sensitive elements are hermetically sealed in a stainless steel
housing.
A magnetic wheel, part of the AGB drive system, is provided with 71 teeth on
its web. The passage of each tooth in front of the magnetic head modifies the
lines of magnetic force of the magnets. This creates a flux variation in the coils.
The flux variation generates an alternating electromotive force proportional to
the rotational speed of the HP rotor assembly.
The N2 speed sensor is installed at 6:30 oclock on the accessory gearbox
(AGB) rear face with 2 bolts.
When the sensor is installed, only the 3 fixed connectors and sensor body are
visible.
The N2 speed sensor consists of the following :
A body including :
three fixed connectors
a flange for attachment to the AGB.
a groove which accommodates a seal for tightness between sensor and
AGB.
The N2 indication is displayed on the upper display unit of the ECAM system.
The N2 indication is provided in the digital form.
FRA US/T bu
July 01
AGB GEAR
N2 SPEED SENSOR
O-RING
AGB CASE
N2 SPEED SENSOR
Page: Page: 150

Engine Indicating
General
A318/
A319 / A320 / A321
/A321
CFM 565A
7700
THE HP ROTOR SPEED DIGITAL INDICATION IS NORMALLY

GREEN. DURING THE START SEQUENCE THE INDICATION IS GREEN ON
A GREY BACKGROUND.
WHEN N2 EXCEEDS 105.8 % A RED CROSS APPEARS NEXT TO THE
DIGITAL INDICATION. IT WILL DISAPPEAR AFTER A NEW ENGINE START OR
AFTER MAINTENANCE ACTION.
WHEN THE N2 VALUE IS DEGRADED (IN CASE OF BOTH N2 SENSORS
FAILURE) THE LAST DIGIT IS AMBER DASHED.
HP rotor speed (N2)
99.8
N2
%
99.9
CAUTION
Figure 74
FRA US/T bu
July 01
N2 Indication
Page: Page: 151
Engine Indicating
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7700
77-20 TEMPERATURE
EGT INDICATION
The engine Exhaust Gas Temperature (EGT) is sensed and averaged by 9
thermocouple probes (chromel/alumel) located in the T495 plane of Low Pressure Turbine (LPT) stage 2 nozzle assembly.
The T49,5 thermocouple wiring harness consists of:
Three identical and interchangeable thermocouple lead assemblies with
two probes.
One thermocouple lead assembly with three probes.
One upper extension lead.
One lower extension lead.
One main junction box assembly.
The electromotive force is averaged first in each of the individual lead assembly (2 probes and 3 probes), then in the main junction box assembly at the level
of the interface connector.The resultant averaged electromotive force is then
sent to the ECU through the HCJ13 harness and the HJ13 harness.
The EGT indication appears on the upper display unit of the ECAM system.
The ECAM provides the EGT indication :
in analog form thru a pointer which deflects in front of a dial,
in digital form, in the lower section of the dial.
THERMOCOUPLE HARNESS
FRA US/T bu
July 01
Page: Page: 152

Engine Indicating
General
A318/
A319 / A320 / A321
/A321
CFM 565A
7700
ACTUAL EGT: NORMALLY GREEN.

POINTER PULSES AMBER AND NUMERIC VALUE IS
GREEN WHEN EGT IS HIGHER THAN 855.C, OR 725.C
DURING THE ENGINE START SEQUENCE.
BOTH PULSE RED WHEN EGT EXCEEDS 915 C.
MAX EGT (AMBER INDEX): 725.C AT ENGINE START
THEN 855 C (MCT).
EGT EXCEEDANCE (RED INDEX): IF 915 C IS EXCEEDED, A RED
MARK APPEARS AT THE MAX VALUE ACHIEVED. IT WILL
DISAPPEAR AFTER A NEW ENGINE START OR AFTER MAINTENANCE
ACTION THROUGH THE MCDU.
POINTER
EGT LIMIT
RED LINE
LIMIT EXCEEDANCE
RH
Thermocouples
MAIN
JUNCTION
BOX
LH
Thermocouples
Figure 75
FRA US/T bu
July 01
EGT Indication
Page: Page: 153
A318/
/A321
A319 / A320 / A321

CFM 565A
7700
Engine Indicating
General
Figure 76
FRA US/T bu
July 01
ECAM Warning Messages

Page: Page: 154
A318/
/A321
A319 / A320 / A321

CFM 565A
7700
Engine Indicating
General
Figure 77
FRA US/T bu
July 01
ECAM Warning Messages

Page: Page: 155

INDICATING
MAX POINTER RESET
A318/
/A321
A321-130
CFM 56A5
31-00
31 INDICATING
MAX POINTER RESET ( N1, N2 & EGT )
Monitoring of the relevant display of the engine parameters
N1 , N2, EGT, and FF indications of both engines are monitored internally and
externally .The DMC compares the N1 signal received from the EEC 1 with the
feedback signal which reflects the displayed position of the N1 needle
In order to grant dissimilarity with the engine 2 monitoring process the DMC
compares the N1 signal from the EEC 2 with the feedback signal representing
the N1 digital value.
The same applies to the EGT parameters indications, but with the displayed
position of the engine 2 EGT needle and the engine 1 EGT digital feedback
value.
As for the N2 and FF parameters, the DMC compares the direct signal from the
EEC with the displayed digital value.
In case of detected discrepancy, a CHECK amber message is displayed just
below the relevant parameter indication .
In addition the FWC,s perform an external monitoring between the feedback
signals (that correspond to the displayed values and the signets that are directly received by the FWCs from the EECs
Should a descrepancy occur, for one or more parameters, a CHECK amber
message is displayed under the relevant indication
The FWCs generate a caution
single chime
master caution Light
message on the upper ECAM DU : ENG 1 (2) N1(N2/EGT/FF) DISCREPANCY
Max pointer Reset ( N1, N2 & EGT )
The Max pointers for N1, N2 and EGT can be reset using the CFDS menu
INSTRUMENTS. The menu for the EIS 1,2,3,( DMC 1,2,3 ) must be selectet.
The memory cells which store the possible exceedance are reset either by
pressing the GENERAL RESET line key or automatically at the next take off.
FRA US/T Bu
July 01
Readout/Reset of the Engine Red Line Exceedances

The DMC connected to the upper ECAM DU monitors primary parameter
indications of both engines.
Should an exceedance occur, the DMC memorizes in its BITE memory the
maximum value reached during the Last Flight Leg
The values of the N1, N2, EGT red lines and transitory overlimit values are
stored in 2 independent tables, one per engine.
Read out of this engine parameter exceedance can be performed via the DMC
MCDU menu.With the function engines the parameters can be selected either
for engine 1 or 2.
Note:
A reset of the red line limits have to be performed on all 3 DMCS.
N1 RED LINE Exceedance
The N1 red line is represented by an arc shaped red ribbon situated at the end
of the scale.
If the N1 actual value exceeds the N1 red line (even for a short period of time),
a small red line appears across the N1 scale and then stays at the maximum
value which has been reached.
This indicates a N1 exceedance condition.Should this condition occur, the
small red line disappears only after a new takeoff or after a maintenance action through the MCDU DMC reset.
N2 RED LINE Exceedance
The N2 indications are displayed in digital form only. 100% N2 correspond to
14460 RPM.Should N2 actual exceeds the N2 red line value,a red cross appears next to the digital indication. This red cross disappears only after a new
take off or a DMC reset.
EGT RED LINE Exceedance
The EGT indications are provided in the same form as for the N1
indications.The same applies to changes in color and EGT exceeding
indications.However it has to be noticed that the amber linie (EGT MAX) is variable.725 deg. C at engine start and 855 deg. C afterwards.Red line Limit is 890
deg.C.
Page: 156
INDICATING
MAX POINTER RESET
A318/
A321-130
/A321
CFM 56A5
31-00
INST.
<FWC 1
CFDIU >
EIS 1 >
EIS 2>
EIS 3>
<FWC 2
<FDIU
<WBS 1
<WBS 2
< RETURN
EIS1 (DMC1)
ENGINES OVER SPD / TEMP.
DMU >
N1 RED LINE = 102.0%
N1E2 = NO OVERSPEED
< RETURN
EIS1 (DMC1)
< LAST LEG REPORT
< PRVIOUS LEG REPORT
< LRU IDENT
TEST >
< ENGINES
< DUMP BITE MEMORY
< RETURN
PRINT >
PRINT >
EIS1 (DMC1)
N2 RED LINE = 105.0%
N2E2 = NO OVERSPEED
EIS1 (DMC1)
< RETURN
< N1E1
N2E2 >
<N2E1
<EGTE1
EGTE2 >
< GENERAL RESET
PRINT >
< RETURN
EIS1 (DMC1)
OR
EIS1 (DMC1)
EGT RED LINE = 890.0 DEG. C.
EGT E2 MAX REACHED =
RESET CLOSED
< RETURN
FRA US/T Bu
July 01
EGT E2 = NO OVERTEMP.
PRINT >
< RETURN
PRINT >
PRINT >
Figure 78
EIS1 (DMC1)
EGT RED LINE = 890.0 DEG. C.
942.5 DEG. C.
GENERAL RESET
< RETURN
PRINT >
N1E2 >
Max Pointer Reset

Page: 157

Engine Indicating
Analyzers
A318/
/A321
A319 / A320 / A321

CFM 565A
7730
77-30ANALYZERS
VIBRATION
General
The engine vibration measurement system comprises :
two transducers (piezoelectric accelerometers)
an Engine Vibration Monitoring Unit
two vibration indications N1 and N2.
The engine vibration system provides the following functions :
vibration indication due to rotor unbalance via N1 and N2 slaved tracking
filters
excess vibration (above advisory levels)
fan balancing (phase and displacement)
shaft speed (N1 and N2)
storage of balancing data
initial values acquisition on request
BITE and MCDU communication
accelerometer selection
frequency analysis when the printer is available (option).
Accelerometers
Two accelerometers installed on each engine permit N1 and N2 vibrations to
be measured.The first is fitted on the number 1 bearing, the second on the turbine rear frame.
Number 1 bearing accelerometer, normal pickup, provides N1 and N2
vibration frequencies.
The turbine rear frame ( TRF ) accelerometer is in standby and also
used with the first to analyse results for engine balancing.
No. 1 Bearing Vibration Sensor
The No. 1 bearing vibration sensor (piezoelectric type) permanently monitors
the vibrations from No. 1 bearing. It also senses vibrations from LPT and HPT
shafts,though it is less sensitive to LPT and HPT shaft vibrations. It is also
used for trim balance operations.
FRA US/T bu
July 01
The accelometer part of the vibration sensor is located at the 9:00 oclock position on No. 1 and No. 2 bearing support (near No. 1 bearing).
The sensor cable is routed through the fan frame. It comes out at the 3:00
oclock position on fan frame midbox structure aft face.
NOTE:
THE NO 1 BEARING ACCELEROMETER IS NOT A LRU.IT CAN

NOT BE CHANGED ON LINE MAINTENANCE.IT CAN ONLY BE
CHANGED WHEN THE FAN MODULE IS REMOVED IN THE
SHOP.
Turbine Rear Frame Vibration Sensor

The Turbine Rear Frame (TRF) vibration sensor ( piezoelectric type) used in
conjunction with the No. 1 bearing vibration sensor to monitor and, if necessary, reduce the engine vibration level using the trim balance procedure.
The vibration signal is used by the aircraft Engine Vibration Monitoring Unit
(EVMU).
The TRF vibration sensor is installed at 12 oclock (ALF) on the front flange of
the turbine rear frame.It consiste in a hermetically sealed housing that encloses
the sensing element. A flange with two holes is used to attach the housing to
the engine. One electrical connector at the end of semirigid cable provides the
interface with an aircraft harness.
Engine Vibration Monitoring Unit (EVMU)
The Engine Vibration Monitoring Unit (EVMU) is located in the avionics
compartment shelf 86VU.The EVMU has 2 channel modules.Each channel
module processes the signals from the two engine accelerometers and from
the two speed signals N1 and N2 : this enables extraction from the overall
vibration signal, of a component due to rotor first order unbalance.Only one
accelerometer is used at any particular time. The second accelerometer is selected manually via MCDU ACC. Reconfiguration MENU or automatically at the
next power up due to a failure of the N1 BEARING ACCEL.The N1 and N2 signals are used :
to drive the tracking filters, and
slave their center frequencies at the shaft rotational speed.
The accelerometer signals pass through these tracking filters which extract the
N1 and N2 related fundamental vibration. The acceleration signal is then integrated in order to express the vibration in velocity terms.
Page: Page: 158
Engine Indicating
Analyzers
A318/
/A321
A319 / A320 / A321

CFM 565A
7730
ACCELEROMETER
CONNECTION
PLUG
TRF Vibration Sensor

( ACC 2 )
80 VU
CONNECTION
BEAR 1 Sensor
ACCELEROMETER
this unit cannot be changed

on line maintenance but
only when the fan module
assembly is removed.
EVMU
Figure 79
FRA US/T bu
July 01
Vibration Sensors
Page: Page: 159

Engine Indicating
Analyzers
A318/
/A321
A319 / A320 / A321

CFM 565A
7730
ENGINE VIBRATION MONITORING UNIT ( EVMU )

An engine vibration monitoring unit monitors the N1 and N2 levels of both
engines.
The EVMU receives analog signals from :
the 4 engine accelerometers (2 per engine)
and the N1 and N2 speed sensors of each engine.
It also receives digital input from CFDS through ARINC 429 data bus.
The EVMU sends signals through the digital ARINC 429 data bus to :
SDAC1 and 2 for cockpit indication
the CFDIU
the DMU
and printer (if installed) for maintenance purposes.
BITE maintenance and fault information
The EVMU contains a BITE to detect internal and external failure.
During the execution of the cyclic BITE sequence, the following parts of the
EVMU are checked :
the nonvolatile memory
the timers
the analogtodigital converter
the ARINC 429 transmitter and receivers
the real tacho generators.
During the powerup sequence of the BITE, the following parts of the EVMU
system are checked :
N1 and N2 NB velocity
unbalance data
N1 and N2 tacho frequencies
accelerometer signals.
Any detected failure is stored in the nonvolatile memory with GMT,date and
VIBRATION INDICATION
The N1 and N2 vibrations of the left and right engines are displayed on the engine and cruise pages.
Displayed values are up to 10 units range.
Note:
1 unit = 0,3 inch/sec
1 MIL = 1/1000 inch
Interfaces
The EVMU interfaces with the ECAM and the CFDS
CFDS interfaces: Maintenance fault messages.
FRA US/T bu
July 01
Page: Page: 160

Engine Indicating
Analyzers
A318/
A319 / A320 / A321
/A321
CFM 565A
7730
VIBRATION indications:
THE VIBRATION INDICATIONS
OF THE LP AND HP ROTORS ARE
DISPLAYED IN GREEN.
PULSING
ADVISORY
ABOVE 6
PULSING
ADVISORY
ABOVE 4.3
VIB
0.8
VIB
1.2
0.8 0.8
N1
0.9
N2
1.3
1.2 1.2
80
Amber XX in case of loss of signal
95
80
95
NO.1 BRG
VIBRATION SENSOR
SDAC1
AFT ( TRF )
VIBRATION SENSOR
SDAC2
CFDIU
Figure 80
FRA US/T bu
July 01
Vibration Indication
Page: Page: 161
Engine Indicating
Analyzers
A318/
/A321
A319 / A320 / A321

CFM 565A
7730
CFDS INTERFACE
The Centralized Fault Data System (CFDS) enables access to the systems.
The CFDS gives, maintenance information and initiates tests through the system BITE.
When the maintenance personnel needs information on the condition of the
EVMU, the CFDS operates in menu mode. The first menu sent to the MCDU is
the main menu. The various functions are detailed here after.
Test
Last leg report
Accelerometer reconfiguration
The EVMU sends the list of the LRUs which have been detected faulty during
the last leg. During the flight the following faults can be detected :
EVMU
N1 SPEED SENSOR, L
N1 SPEED SENSOR, R
N2 SPEED SENSOR, L
N2 SPEED SENSOR, R
This menu allows selection of the accelerometer (Fan No. 1 bearing

or TRF) to be used for the next flights. The EVMU also indicates which accelerometer is in operation.
Previous leg report

The EVMU sends the list of the LRUs which have been detected faulty during
the legs (maximum 62) previous to the last leg. The faults detected are the
same as for the last leg report.
The test item allows initiation of a complete check of the EVM system.
If no failure has been detected, the message TEST OK is displayed.
If any failure has been detected the failed LRU is displayed.
Checked LRUs are the ones listed in Ground failures item.
Engine unbalance
This menu allows selection, per engine, of five different engine speed, (from 50
% to 100 % N1 RPM) at which unbalance data will be stored. It also permits
reading of the unbalance data which were acquired during the previous command and to effectuate balancing for both engines with both accelerometers.
The EVMU measures the position and the amplitude of the rotor unbalance of
each engine. It provides these information to the output bus when available.
LRU identification
The EVMU sends the EVM unit part number and manufacturer
Ground failures
The EVMU sends the list of the LRUs which have been detected faulty during a
ground test. Only the three last detected failures are displayed. The following
LRUs are tested :
EVMU
N1 BEAR VIB SENSOR, L
N1 BEAR VIB SENSOR, R
TRF VIB SENSOR, L
TRF VIB SENSOR, R
FRA US/T bu
July 01
Page: Page: 162

Engine Indicating
Analyzers
A318/
A319 / A320 / A321
/A321
CFM 565A
7730
EVMU
LAST LEG REPORT
DATE: APR.15
GMT
ATA
1026
77-32-16
ENG 1 BEARING 1 ACCLMR
< RETURN
PRINT >
ENG
< EIU 1
< FADEC 1A
< FADEC 2A
< EVMU
EVMU
EIU 2 >
FADEC 1B >
<ACCELEROMETER RECONFIG
FADEC 2B >
< ENGINE UNBALANCE

< RETURN
PRINT >
< RETURN
EIU 2
D-AIQA
LEG DATE GMT
ATA
EVMU
06
0304
1000 77-32-34
< RETURN
PRINT >
EVMU
LEG REPORT
< LAST
NEXT
PAGE
< LRU IDENT

< CLASS 3 FAULTS
< TEST
PRINT >
< RETURN
EVMU
ACCELEROMETER RECONFIG
< LEFT
ENGINE
RIGHT >
BEAR 1
BEAR 1
< RETURN
PRINT >
EVMU
LRU IDENTIFICATION
P/N 241-191-550-021
< RETURN
PRINT >
EVMU
TEST
DATE: APR.15
GMT
ATA
ENG 1 BEARING 1 ACCLMR
1026
77-32-16
< RETURN
PRINT >
EVMU
ACCELEROMETER RECONFIG
< LEFT
ACC 2
( TRF )
ENGINE
RIGHT >
BEAR 1
EVMU
CLASS 3 FAULTS
< RETURN
PRINT >
NO FAILURE
< RETURN
PRINT >
Figure 81
FRA US/T bu
July 01
MCDU EVMU Menue

Page: Page: 163
A318/
/A321
A319 / A320 / A321

CFM 565A
7730
AIRCRAFT INTEGRATED DATA SYSTEM

AIDS reports
Vibration data is provided to the Aircraft Integrated Data System (AIDS), which
is used to monitor aircraft and engine parameters.
lt allows maintenance staff to perform engine parameter trend monitoring and
troubleshooting.
The vibration information is printed on various reports, which are:
Engine cruise report.
Cruise performance report.
Engine takeoff report.
Engine onrequest report.
Engine mechanical advisory report.
Engine runup report.
Engine Indicating
Analyzers
FRA US/T bu
July 01
Page: Page: 164

A318/
/A321
A319 / A320 / A321

CFM 565A
7730
Engine Indicating
Analyzers
Figure 82
FRA US/T bu
July 01
AIDS
Page: Page: 165

Controlling General
/A321
A319 / A320 / A321

CFM 565A
7320
7320 CONTROLLING
FADEC
The FADEC consists of the Engine Control Unit ( ECU ), Hydromachanical Unit
( HMU ) and its peripheral components and sensors used for control and monitoring.
FADEC Definition
Each engine is equipped with a duplicated FADEC system. The FADEC acts as
a propulsion system data multiplexer making engine data available for condition
monitoring.
FADEC Controls
The FADEC provides the engine sytem regulation and scheduling to control the
thrust and optimize the engine opration.
The FADEC provides:
gas generator control
flight deck indication data
engine limit protection
power management
thrust reverse control
feedback
automatic engine starting
Fuel return control for IDG cooling
A318/
Power Management
The FADEC provides automatic engine thrust control and thrust parameters
limits computation.
The FADEC manages power according to two thrust modes:
manual mode depending on thrust lever angle ( TLA )
Autothrust mode depending on autothrust function generated by the auto
flight system ( AFS ).
FRA US/T bu
July 01
The FADEC also provides two idle mode selections:

Approach Idle:
it is obtained when slats are extended in FLT.
Minimum Idle:
it can be modulated up to approach idle depending on:
Air conditioning demand
Engine anti ice demand
Wing anti ice demand
Temperature Engine Oil ( TEO for IDG cooling ).
Engine Limit Protection
The FADEC provides overspeed protection for N1 and N2, in order to prevent
engine exceeding certified limits, and also monitors the EGT.
Engine Systems Control
The FADEC provides optimal engine operation by controlling the:
Fuel Flow
Compressor air flow and turbine clearence.
Thrust Reverse
The FADEC supervises entirely the thrust reverse operation. In case of a malfunction, the thrust reverser is stowed.
Start and Ignition Control
The FADEC controls the engine start sequence. It monitors N1, N2 and EGT
parameters and can abort or recycle an engine start.
Page: Page: 166


Controlling General
A318/
A319 / A320 / A321
/A321
CFM 565A
7320
P 0 T4.9 T25
T12 PS12 PS3 T3
(EGT)
FMV
FEED
BACK
T-CASE
N1
N2
TEO
IGN B
IGN A
THRUST
LEVER
28 V DC
115 V
400 HZ
ANALOG &
DISCRETE
SIGNALS
Ignition
Boxes
Thrust Reverser
ECU ALTERNATOR
TRUST CONTROL
UNIT
CFM 56-5A
EIU
RESOLVER
IGNITORS
HYDRAULIC
PRESS
FUEL PRESS
FUEL FLOW
HMU
TO
BURNERS
FEEDBACK
ECU
HCU
FEEDBACK
( CH: A & B )
FUEL RETURN
VALVE
FUEL
FLOW
P25
Ps13
T5
Figure 83
FRA US/T bu
July 01

Page: Page: 167

Controlling General
/A321
A319 / A320 / A321

CFM 565A
7320
FADEC LRUS
ECU
The Engine Control Unit ( ECU ) is the computer of the FADEC system.
The ECU consists of two channels ( A and B ) with a crosstalk. Each channel
can control the different components of the engine systems.
The channels A and B are permanently operational. In case of failure on one
channel, the sytem switches automatically to the other. During engine start the
ECU is supplied with 28 VDC by the A/C network then by its own generator,
mounted on the accessory gearbox, when N2 reaches 15%.
Additional Notes:
A318/
ECU Interfaces General

The electronic control unit (ECU) is a dual channel digital electronic control with
each channel utilizing a microprocessor for main control functions, an microcontroller for pressure transducer interface functions and a microcontroller for
ARINC communication function.
The ECU receives engine inlet condition data from the aircraft Air Data Computers (ADCs) and operational commands from the Engine Interface Unit (EIU)
in the aircraft on ARINC 429 data busses. It also receives operating condition
data from the various dedicated engine sensors such as T12, PS12,P0, N1,
N2, PS3, T25, T3 and TC, and computes the necessary fuel flow, VSV,VBV,
HPT clearance control, LPT clearance control valve positions.
The ECU provides the necessary current to the torque motors in the hydromechanical unit to control the various modulating valves and actuators.
The ECU performs an On/Off control of the Ignition Relays, Starter Air Valve
Solenoid, the Aircraft Thrust Reverser Directional Valve and the Thrust Reverser Pressurizing Valve.
The ECU provides digital data output in ARINC 429 format to the aircraft for
engine parameter display, aircraft flight management system and the aircraft
maintenance data system.
ECU hardware and software is designed so that the two channels operate normally with a set of internal inputs and outputs with access to cross channel
data inputs. Each channel can also operate independently without cross channel data.
FRA US/T bu
July 01
Fault tolerance enables the engine to continue operation in the event any or all
of the airframe digital data is lost.
The ECU is powered by a threephase engine alternator.
Aircraft power is required up to 15% N2 above which the alternator is able to
selfpower the unit. Two independent coils from the alternator provide the
power to the two separate ECU channels.
The ECU is a vibration isolated single unit mounted on the fan case and is
forced air cooled.
Engine Condition Parameters Transmission
Engine condition monitoring will be possible, by the ability of the FADEC to
broadcoast the engine parameters through the ARINC 429 bus output.
The basic engine parameters available are :
P0, PS12, PS3, T12, T25, T3, TC, TOIL, T49, N1, N2, WF
VSV, VBV, HPTCC, and LPTCC valve or actuator positions
status and maintenance words, engine serial number and position.
In order to perform a better analysis of engine condition some additional
parameters are optionally available. These are P13, P25 and T5.
Page: Page: 168


Controlling General
A318/
A319 / A320 / A321
/A321
CFM 565A
7320
MASTER 2
A/C INTERFACES
ADIRS
P0
PS12
PS13
P25
PS3
FMGC
ON
EIU
FWC
ECU
CHANNEL A
T12
T2.5
T3
T5
T oil
T cc
gen
TLA
ENG
2
HYDROMECHANICAL
UNIT
HP FUEL SOV
FUEL METERING
BURNER STAGING
VALVE
VBV
VSV
HPTCC
LPTCC
T/REVERSER HCU
CROSS
TALK
PRESSURIZING VLV.
DIRECTIONAL VLV.
PRESS DETECTOR
STARTER VALVE
CHANNEL B
EGT
N1
N2
FF
FRA US/T bu
July 01
IGNITION
BOX A BOX B
FUEL RETURN
VALVE
Figure 84
OFF
FADEC LRUS Schematic

Page: Page: 169

FADEC Power Supply
EE
A318/
/A321
A319 / A320 / A321

CFM 56-5A
7320
FADEC POWER SUPPLY

Engine Interface Unit (EIU) Power supply
The EIU is powered from the aircraft electrical power, no switching has to be
done.
Engine Control Unit (ECU) Power Supply
The ECU is supplied from the aircraft electrical power when engine is shut
down, then from the ECU generator when the engine is running.
aircraft electrical power when N2 <12%.
ECU generator power when N2 >12%.
FADEC Ground Power Panel

For maintenance purposes and MCDU engine tests, the FADEC Ground Power
Panel permits FADEC power supply to be restored on ground with engine shut
down.
When the corresponding ENG FADEC GND POWER P/B is pressed ON the
ECU takes again its power supply.
Note that also the FADEC is repowered as soon as the engine MODE SELECTOR or the MASTER LEVER ( auto power shutoff after 5 min.) is selected.
Powering N2 <12%
Each channel is independently supplied by the aircraft 28 volts through the Engine Interface Unit.
A/C 28 VDC permits :
automatic ground check of FADEC before engine running
engine starting
powering the ECU while engine reaches 12% N2.
Note that EIU takes power from the same bus bar as ECU.
Powering N2 >12%
As soon as engine is running above 12% N2, the ECU generator can supply
directly the ECU.
The ECU generator supplies each channel with threephase AC. Two TRUs in
the ECU provides 28VDC to each ECU channel.
Auto Depowering
The FADEC is automatically depowered on ground, through the EIU after engine shutdown.
ECU automatic depowering on ground :
after 5 mn of A/C power up.
after 5 mn of engine shutdown.
Note that an action on the ENG FIRE P/B provides ECU power cut off.
FRA US/T bu
July 01
Seite: Page: 170


FADEC Power Supply
A318/
EE
A319 / A320 / A321
/A321
CFM 56-5A
7320
NOTE: * supplied for 5 min
NORMAL
ECU
401 PP (DC ESS BUS)
FOR ENGINE 1 & 2
DEDICATED 28V
GEN
28V
ECU
202 PP (DC BUS 2 )

FOR ENGINE 2
301 PP (BAT BUS)
FOR ENGINE 1
Figure 85
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July 01
FADEC Power Supply

Seite: Page: 171

FADEC Power Supply
EE
A318/
/A321
A319 / A320 / A321

CFM 56-5A
7320
CONTROL ALTERNATOR
The control alternator is a high speed bearingless device that generates
3phase electrical power for use by the engine control system.
The output is sufficient for engine needs above 12% N2.
The alternator is located on the left forward side of the accessory gearbox.
It consists of a separate interchangeable rotor and a separate interchangeable
stator. The rotor contains permanent magnets and is piloted on the accessory
shaft which has 3 equally spaced drive flats. The rotor is retained by a nut. The
stator has dual 3phase windings and is bolted to the accessory pad. Sealing
is provided by an Oring.
Control Alternator Characteristics

136 W
14 VAC (10 - 15% N2)
300 VAC (100 % N2)
Max. power output:

Min. voltage:
Max. voltage:
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July 01
Seite: Page: 172


FADEC Power Supply
A318/
EE
/A321
A319 / A320 / A321

CFM 56-5A
7320
Figure 86
FRA US/T bu
July 01
Control Alternator
Seite: Page: 173

Controlling General
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
FADEC LRUS
ECU Generator ( Alternator )
The ECU generator located on the accessory gearbox front side provides ECU
power supply when N2 reaches 15%.
It generates 2 seperated 3 phase electrical power outputs to the ECU.
High temperture harness

wire strand:
HCJ 11 L
HCJ 11 R
HCJ 12 L
HCJ 12 R
HCJ 13
Electrical Harnesses
Low temperature harness
wire strand:
HJ 7
HJ 12
HJ 8
HJ 13
HJ 9
HJ 10
HJ 11
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July 01
Page: Page: 174


Controlling General
A318/
A319 / A320 / A321
/A321
CFM 565A
7320
ECU
4:00 POSITION
PROGRAMMING
PLUG
PRESSURE
BOARD
ELECTRICAL
CONNECTIONS
ELECTRCAL HARNESSES
ECU GENERATOR
POLYAMIDE
INSULATION
PROTECTION
BRAID
SILICONE TUBING
ACCESSORY GEARBOX
FRONT FACE
CHANNEL A
CONNECTOR
CHANNEL B
CONNECTOR
SCREENED/SHEATHED
CABLE 2 CORES
Figure 87
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July 01
STAINLESS STEEL
BRAID
HF SHIELDING
CONVOLUTED PTFE
CONDUIT
FADEC LRUS Components

Page: Page: 175

Engine Sensors
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
FADEC SENSORS
Sensor T12:
Electrical sensor, installed at 1:00 oclock on the fan case.
Sensor PS12:
3 Sensors which provides an average pressure.
Sensor PS 13:
Fan air discharge pressure sensor installed at 2:00 oclock on the fan case.
Sensor T 25:
Resistor probe type, installed at 5:30 oclock in the fan frame.
Sensor P 25:
Installed at 6:00 oclock in the fan frame.
Sensor T 3:
Thermocouple sensor installed at 11:00 oclock on the HP compressor case.
Sensor N 1:
N1 speed tachometer
Entirely removable unit
3 connctors ( CHACHBAC EVMU )
Installed at 5:00 oclock on the fan case.
Sensor N 2:
N2 speed tachometer
Installed at 6:30 oclock on the accessory gearbox rear side
3 Connectors ( CHACHBAC EVMU ).
Sensor T case:
HPT Case Temperature
Installed at 3:00 oclock on the HPT Case
1 Sensor (CH A, CH B )
Sensor PS 3:
Pickup of compressor discharge pressure installed at 9:30 oclock on the
HP compressor case.
Sensor T 49.5:
9 EGT thermocouples
4 parallel junction boxes
1 main junction box.
Sensor T 5:
Thermocouple sensor
Installed at 3:00 oclock on the turbine rear frame.
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Page: Page: 176


Engine Sensors
A318/
A319 / A320 / A321
/A321
CFM 565A
7320
T3
PS13
T49.5
PS3
T12
T case
PS12
T25
T5
P25
N1
N2
Figure 88
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July 01
FADEC Sensors
Page: Page: 177

Engine Sensors
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
PS13
T12 SENSOR
The T12 sensor is made to measure the engine intake air temperature.
It is installed on the air inlet cowl at the 1:00 oclock position.
The T12 temperature sensor has 2 components: the sensing element and
the housing.
PS13 is part of the optional monitoring kit, available upon customer request. lf
the kit is not required, the PS13 port is blanked off on the ECU shear plate.
The PS13 pickup is located at approximately 1 oclock, downstream from the
fan Outlet Guide Vanes (OGV). This signal is processed by channel A only.
P0 SENSOR
PS 12
The PO air pressure is measured through a vent plug, installed on the ECU
shear plate.
This value is used by the ECU, in case of lost signals from the Air Data Computer (ADC).
Three static pressure ports are mounted on the forward section of the fan inlet
case, at the 12, 4 and 8 oclock positions. A pneumatic line runs around the
upper portion of the fan inlet case, collecting and averaging the pressures.
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July 01
Page: Page: 178


Engine Sensors
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
PS13
T12 Sensor
PS12
Figure 89
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July 01
T12 Sensor, PS12, PS13

Page: Page: 179

Engine Sensors
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
T25 SENSOR
The T25 sensor is located at 5:45 oclock upstream of variable bleed (VBV) in
fan frame. The sensor measures the air temperature downstream of the
booster. This dual sensor is of the resistor probe type (platinum).
Operation
The operating principle of the sensor is based on the properties inherent to
metals (in this case platinum), being that their resistance varies in relation to
temperature.
A current generated by the ECU supplied to the probe resistor has its signal
modified by the temperature surrounding the probe.
HPC INLET TOTAL PRESSURE P25
P25 is part of the optional monitoring kit, available upon customer request. lf
the kit is not required, the P25 port is blanked off on the ECU shear plate.
The P25 probe is installed in the fan frame midbox structure, at the 5 oclock
position.
The pressure line exits the fan frame on its rear wall through a nipple.
The signal is processed by channel B only.
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July 01
Page: Page: 180


Engine Sensors
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
P 25 SENSOR
T 25 SENSOR
Figure 90
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July 01
FADEC T / P 25 Sensor
Page: Page: 181

Engine Sensors
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
COMPRESSOR DISCHARGE TEMPERATURE T3

The T3 sensor is a thermocouple which is installed at the 12 oclock position on
the combustion case, just behind the fuel nozzles.
Two probes, enclosed in the same housing, sense the air temperature at the
HPC outlet.
The signals from both probes are directed through a rigid lead to a connector
box, which accomodates two connectors, one per ECU channel.
The wiring in the sensor is encased in swaged Hastelloy X tubing filled with
magnesium oxide powder. The swaging process reduces the tubing size. This
compresses the powder into a firm mass around the wires and provides equal
spacing and insulation for the wires.
HPC DISCHARGE PRESSURE PS3
The PS3 static pressure pickup is located on the combustion case, at the 9
oclock position, between two fuel nozzles.
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July 01
Page: Page: 182

A318/
/A321
A319 / A320 / A321

CFM 565A
7320

Engine Sensors
Figure 91
FRA US/T bu
July 01
PS3 Sensor (CDP) ,T3 Sensor

Page: Page: 183

Engine Sensors
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
LPT DISCHARGE TEMPERATURE T5
It is coded in the factory during installation of new engine, and is inseparable

from the engine.
The T5 sensor is part of the optional monitoring kit, available upon customer
request. When installed, it is located at the 4 oclock position, on the turbine
rear frame.
lt consists of a metal body, which has two thermocoupie probes and a flange
for attachment to the engine.
A rigid lead carries the signal from the probe to a main junction box with a connector that allows attachment to a harness.
The two thermocouples are parallelwired in the box and a single signal is sent
to the ECU channel A.
T CASE
The T case sensor measures the High Pressure Turbine (HPT) shroud support
temperature.
The temperature value is used by the ECU in the HPT Clearance Control system logic.
lt is installed on the combustion case at the 3 oclock position, and consists of :
a housing, which provides a mounting flange and an electrical connector.
a sensing element, fitted inside the housing and in contact with the shroud
support.
NOTE:
THE PROBE IS SPRINGLOADED TO ENSURE PERMANENT

CONTACT WITH THE SHROUD SUPPORT.
ENGINE IDENTIFICATION CONNECTOR (J14)

The engine identification plug acts as an electronic nameplate for the ECU.
It is connected to the J14 ECU fixed connector.
The mobile connector transmits the following electric coded signals to the
Electronic Control Unit (ECU):
Engine serial number
Engine family
Engine bump/overboost rating
Engine nominal rating
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July 01
Page: Page: 184


Engine Sensors
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
T 5 SENSOR
ENGINE INDENTIFICATION
PLUG
T CASE SENSOR R/H
Figure 92
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July 01
FADEC Components R/H Side

Page: Page: 185
ENGINE
ENGINE CONTROL
A318/
/A321
A319/A320/A321
CFM565A
7325
T5 THERMOCOUPLE
The engine exhaust gas temperature is measured using a dualthermocouple
probe. This probe contains 2 thermocouple junctions whose output lines embedded in compacted magnesia pass through a semirigid metallic tube also
filled with compacted magnesia.
The parallel connection of the 2 lines is made within a connector located at
4:30 oclock on the low pressure turbine case, aft looking forward.

from the engine.
Operation
Each of the 2 thermocouples generates an electromotive force (EMF) which is
proportional to the temperature around their hot junction. These EMF are sent
to the connector in which the 2 leads are connected in parallel.
The resultant signal across the connector pins is then transmitted, through a
chromel/alumel lead, to the Electronic Control Unit (ECU) for processing.
SENSOR TCC
There are one TCC sensor that measure the HPT shroud ring temperature.
Description
The TCC sensor has a metal tube that houses two dissimilar metal wires (chromel/alumel) in a magnesium oxide insulation. At the end of the tube, both wires
are welded together to make a thermocouple junction. The other ends of the
two wires are incorporated into a connector at the forward side of the housing.
Operation
The TCC sensor provides electrical signals which are directly proportional to
the temperature at the HPT shroud ring.
ENGINE IDENTIFICATION CONNECTOR (J14)

Engine family
FRA US-T Bu
July 01
Page: 186
ENGINE
ENGINE CONTROL
A318/
/A321
A319/A320/A321
CFM565A
7325
T 5 SENSOR
ENGINE INDENTIFICATION
PLUG
T CASE SENSOR R/H
Figure 93
FRA US-T Bu
July 01
FADEC Components R/H Side

Page: 187

Engine Control Unit
A319 / A320 / A321
/A321
CFM 565A
7320
7320 ECU DESCRIPTION

ECU SOFTWARE MAIN FUNCTIONS
IDENTIFICATION CONNECTOR (J14)
Ground test of electrical and electronic parts is possible from cockpit with engines not running through the CFDS.
The FADEC provides engine control system selftesting to detect problem at
LRU level.
FADEC is such that no engine ground run for trim purposes is necessary after
component replacement.
Engine family
from the engine.
ECU CONNECTIONS
Pressure Inputs
Five pneumatic pressure signals are supplied to pressure sub-systems A and B
of the ECU.These are converted into electric signals by pressure transducers
inside the ECU.
The 3 pressures used for engine control (P0,Ps12,P3) are supplied to both
channels.
The two optional monitoring pressures are supplied to a single channel (Ps13
to CH. A,P25 to CH.B)
The pressure sub-system shear plate serves as the interface between the
pneumatic lines and the ECU.The shear plate is bolted onto the ECU chassis.A
metal gasket with integral O-rings is installed between the plate and ECU.
Correct orientation of the assembly is assured by an alignment pin on the chassis and corresponding holes in the gasket and the shear plate.
A318/
Electrical Connectors
Fifteen threaded electrical connectors are located on the lower panel of the
ECU.Each has a unique key pattern which acceps only the correct corresponding cable.
Connector identification numbers from J1 to J15 are marked on the panel.
All engine inputs and command outputs are double and routed to and from
channel A and B through seperate cables and connectors.
FRA US/T bu
July 01
Channel A Channel B Function

ConnecConnectors
tors
J1
J2
Power Supply 28V, Ignition Power Supply 115VAC
J3
J4
Input / Output to / from Aircr., TLA Input
J5
J6
Connection to Thrust Reverser
J7
J8
HMU, N2 Sensor, FRV, ECU Cooling Valve
J9
J10
Control Alternator, SAV, T12, N1 Sensor,
J11
J12
Feed Back Sensors, BSV Pos. Switches, T25
J14
J14
Engine Identification Plug
J13
J13
T3, Tcase, Toil, T5, EGT, Fuel Flow
J15
J15
Test Interface
Page: Page: 188

A318/
/A321
A319 / A320 / A321

CFM 565A
7320

Engine Control Unit
Figure 94
FRA US/T bu
July 01
ECU Connections
Page: Page: 189

Engine Fuel and Controls

FADEC Power Management
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
73-20 POWER MANAGEMENT

GENERAL
THRUST MODES
Manual Thrust Setting Mode (autothrust function not active in the ECU)
The throttle control lever on the center pedestal controls:
the engine level of thrust
the thrust limit mode
The ECU:
receives the throttle lever angle
computes the engine thrust limit parameter
adjusts the actual engine thrust parameter accordingly.
Automatic Thrust Setting Mode (autothrust function active in the ECU)
The throttle control lever controls:
the thrust limitation (except in alpha floor condition)
the thrust limit mode.
The FMGEC computes the target thrust parameter and sends it to the
ECU through the FCU and the EIVMU.
The ECU adjusts the actual engine thrust parameter according to this
value. The target thrust parameter is limited by the actual position of the
throttle control lever except when a alpha floor protection is activated (in
that case the maximum available thrust is commanded).
Thrust Limit mode selection
Throttle lever is used as a rating mode selection device. By receiving the
throttle lever position signal, the FADEC computes permanently thrust limit ratings, shall select the corresponding limit value and send it to the cockpit.When
the throttle lever is positioned between two unique positions, the FADEC will
select the limit of the higher mode for display
Two thrust setting mode are available, the autothrust mode and the manual
mode. The mode selection is depending on throttle lever position and upon the
autothrust activation/deactivation logic.
be engaged or active. The engagement logic is done in the FMGC and the activation logic is implemented into the ECU.(The activation logic in the ECU unit
is based upon two digital discretes ATHR engaged, ATHR active, from the
FMGC,plus an analog discrete from the instinctive disconnect pushbutton on
the throttle.)
The ATHR function is engaged automatically in the FMGC by auto pilot mode
demand and manually by action on the ATHR push button located on the flight
control unit (FCU).
After takeoff the lever is pulled back to the maximum climb position. The autothrust function will be active and will provide an N1 target for:
Max climb thrust
Optimum thrust
An aircraft speed ( Mach number )
A minimum thrust.
The ATHR deactivation and ATHR disengagement are achieved by action on
the disconnect pushbutton located on the throttle levers or by depressing the
ATHR pushbutton provided that the ATHR was engaged. Selecting the TLA in
IDLE or in reverse range will also disengage the ATHR function.
The thrust is frozen to the N1 actual if (memo thrust setting) :
1 ATHR was active in the FADEC unit
and throttle is in MCT gate or MCL gate
and one of the deactivation conditions is present ATHR not engaged (from
the ECU)
or N1 target not valid
or instinctive disconnect condition.
2 Thrust was frozen
and condition to switch to manual thrust setting not present
and condition to switch to automatic thrust setting not present.
Autothrust Mode
The autothrust mode is only avalible between idle and maximum continuous
thrust ( MCT ) when the aircraft is in flight. The autothrust function (ATHR) can
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July 01
Page: Page: 190


A318/
A319 / A320 / A321
/A321
CFM 565A
7320
ECU
FMGC
N1
Figure 95
FRA US/T bu
July 01
FUEL FLOW
COMMAND
Thrust Control Architecture

Page: Page: 191

A318/
/A321
A319 / A320 / A321

CFM 565A
7320
ALPHA FLOOR CONDITION

If the Alpha Floor condition is not present, setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged ; the thrust is controlled by the throttle lever position and ATHR will be
activated again as soon as both throttles are set at or below MCT gate.
If the Alpha Floor condition is present, the ATHR function can be activated regardless of throttle position.
When ATHR is deactivated (pilots action or failure), the thrust is frozen to the
actual value at the time of the deactivation. The thrust will be tied to the throttle
lever position as soon as the throttles have been set out of the MCT or MCL
positions.
Manual Mode
The thrust is controlled manually (i.e., function of TLA position) if the throttles
are not in the ATHR area.
This mode is also entered any time the conditions for autothrust or memo
modes are not present. In this mode, thrust lever sets an N1 value proportional
to the thrust lever position up to maximum takeoff thrust.
TLA versus rated thrust is consistent regardless of ambient conditions.
TAKEOFF/GOAROUND ratings are always achieved at full forward throttle
lever position (except in Alphafloor mode).
Other ratings (MAX CONTINUOUS, MAX CLIMB. IDLE, MAX REVERSE) are
achieved at constant throttle lever positions.FLEXIBLE TAKEOFF for a given
derating is achieved at constant retarded throttle lever position.
Flexible takeoff rating
FLEXIBLE TAKEOFF rating is set by the assumed temperature method with
the possibility to insert an assumed temperature value higher than the maximum one certified for engine operation to provide for the maximum derate allowed by the certifying Authorities.
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July 01
Page: Page: 192

A318/
/A321
A319 / A320 / A321

CFM 565A
7320

DETENT DETENT
Figure 96
FRA US/T bu
July 01
DETENT
Thrust Lever Positions

Page: Page: 193

FADEC POWER MANAGEMENT
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
IDLE CONTROL
Minimum idle ( 58,8 % N2 ) is corrected for ambient temp >30 C
Then the N2 will increase.
The minimum idle should never be below 58,3% N2
Approach idle ( approx.70% N2 )
It varies as a function of Total Air Temperature ( TAT )and altitude.
This idle speed is selected to ensure sufficiently short acceleration time to
go around thrust and is set when the aircraft is in an approach configuration.(Flap Lever Position - NOT UP)
Bleed Idle = Bleed demand.
Bleed Idle command will set the fuel flow requested for ensuring correct aircraft ECS system pressurization ,wing anti ice and engine anti ice pressurization ( Pb-ON or valves not closed ) .
Reverse Idle ( approx.70% N2 )

Approach Idle + 1000 RPM. FADEC sets the engine speed at reverse idle
when the throttle is set in the reverse idle detent position .
IDG Idle Bias (Min Idle - Approach Idle)
The min idle speed will increase to maintain the engine oil temperature
within max limits( in flight only ),when the engine oil temperature reach >
106 deg C (signal from TEO sensor).The speed can increase up to approach idle.
Weather Idle Speed
On the ECU software P28 / P15 the new weater idle speed will be incorperated ( SB 73-131) .The purpose of this software eliminates the FCOM requirement that the pilot must manually select Nacelle Anti -Ice prior to
penetrating moderate to heavy precipitation weather conditions in order to
establish the minimum idle to 45% N1 .This software reduces pilot work
load.
FRA US/T bu
July 01
Page: Page: 194


FADEC POWER MANAGEMENT
A318/
/A321
A319 / A320 / A321

CFM 565A
7320
THRUST
LEVERS
TLA (REV. IDLE)
LANDING
GEARS
SLAT /
FLAP
LEVER
LGCIU
1/2
0
3
FULL
SFCC
1/2
Reverse
Idle
EIU
WOW (GRD)
AIR
Approach
Idle
EIU
LEVER NOT ZERO
EIU FAULT
FULL
Min. Idle
PACKs
ECS DEMAND
PACK
CONT.
1/2
ZONE
CONT.
Bleed
Idle
EIU
TEO
WING ANTI ICE
in FLT only
ENG ANTI ICE
HEAVY PRECIPITATION
WEATHER CONDITIONS
IDG Idle
Bias
Weather
Idle Speed
ECU
Figure 97
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July 01
Idle Setting
Page: Page: 195

FADEC Test
EE
/A321
A319 / A320 / A321

CFM56-5A
7320
73-20 FADEC TEST

CFDS SYSTEM REPORT/TEST FADEC 1 (2)
The system report/test menu for the FADEC has eight options:
LAST LEG REPORT
LRU IDENTIFICATION
CLASS 3 FAULTS
TROUBLE SHOOTING REPORT
IGNITION TEST
THRUST REVERSER TEST
FADEC TEST
To get access to the FADEC CFDS menu the FADEC ground power switch on
the maintenance panel must be ON ,otherwise NO RESPONSE is displayed
on the MCDU.
LAST LEG REPORT
This report gives a list of the LRUs which have been detected faulty on the last
flight leg.
This report lists all the LRUs which have been detected faulty during the previous flight legs (max 62).
A318/
LRU IDENTIFICATION
This menu shows the ECU part number.The last digit of the number shows the
software standard (e.g. P02)
CLASS 3 FAULTS
This menu shows the class 3 faults.
FRA US/T bu
July 01

This report presents a snapshot at the time a fault occured.It shows the time of
occurence and gives additional parameter infos.
N1 Actual Selection ( N1ACTSEL)
N2 Actual Selection (N2 ACTSEL)
EGT Selection (T49.5SEL)
Thrust Lever Angel Selection (TLASEL)
CDP Selection (PS3SEL)
Fuel Metering Valve Selection (FMVSEL)
VSV Selection (VSVSEL)
VBV Selection (VBVSEL)
Ambient Static Pressure Sel.(P0SEL)
TAT Selection (TATSEL)
Mach Outside (MO)
N1 Command (N1CMD)
IGNITION TEST
This test allows to perform a ignition test via the MCDU.
REVERSER TEST
This test allows to operate /test the reverser .
CFDS SYSTEM REPORT/TEST FADEC 1 (2)

For the Test procedure refer to AMM TASK 73-29-00-710-040
FADEC TEST
This test allows to test the FADEC system , by seperate selection of channel A
or channel B.
A motoring or a non motoring test can be performed,depending if bleed air is
supplied or not.
Seite: Page: 196


FADEC Test
A318/
EE
A319 / A320 / A321
/A321
CFM56-5A
7320
NOTE:
FADEC PWR MUST BE SWTCHED ON

OTHERWISE NO RESOONSE IS
DISPLAYED
LAST LEG REPORT
ENGINE 1 CHANNEL A
GMT
ATA
IGN 1 , ECU
2216
742138
DIR VLV , J5 , ECU
2131
783152
EOT SNSR, J13, ECU
2100
793140
< RETURN
PRINT >
ENG
FADEC GND PWR P/B

ENGINE 1 CHANNEL A
IGN TEST >
< LAST LEG
REPORT
T/R TEST >
< PREVIOUS LEG
FADEC TEST >
< LRU IDENT
<TROUBLE SHOOTING
REPORT
SCHED. MAINT.REP. >
< CLASS 3 FAULTS
REPORT
< RETURN
PRINT >

ENGINE 1 CHANNEL A
LEG DATE GMT
ATA
EIU, J3
-02
2304
2114
732534
TCC SENS , J13 , ECU
-02 2304
2131
732170
LPTC VLV, HMU
-03 2404
1606
733152
< RETURN
< EIU 1
< FADEC 1A
EIU 2 >
FADEC 1B >
< FADEC 2A
< EVMU
FADEC 2B >
< RETURN

ENGINE 1 CHANNEL A
CLASS 3 FAULTS
ENGINE 1 CHANNEL A
PRINT >
DATE
PRINT >
< RETURN
J3, ADC1
1606

ENGINE 1 CHANNEL A
ATA
LRU PART NO.
732160
ECU 1519M83P04
IDENT PLUG DATA
ENGINE FAMILY 1
BUMP STATUS 0
PMUX INSTALLED Y
ENGINE S/N 263100
TR SHUTOFF VALVE (Y / N) YES
PRINT >
< RETURN
< RETURN
Figure 98
FRA US/T bu
July 01
715100
NEXT PAGE
LRU IDENTIFICATION
ENGINE 1 CHANNEL A
ATA
< RETURN
PRINT >
PRINT >
FADEC CFDS Menu

Seite: Page: 197
EE
A318/
/A321
A319 / A320 / A321

CFM56-5A
7320
When a motoring test is done the valves are driven with fuel press and all electrical circuits are checked.
A non motoring test is only a static electrical test.
NOTE:
FOR THE VERSIONS OF THE FADEC WITHOUT THE BLEED

BIAS SYSTEM INSTALLED,THE CLASS 3 MESSAGE WB3
SENS,J15,ECU OR BLD SENSOR,J15, ECU WILL BE DISPLAYED ON EACH CHANNEL OF THE FADEC TEST REPORT.THIS MESSAGE MUST BE DISREGARDED IF THE BLEED
BIAS SYSTEM IS NOT INSTALLED!

FADEC Test
FRA US/T bu
July 01
Seite: Page: 198


FADEC Test
A318/
EE
A319 / A320 / A321
/A321
CFM56-5A
7320
FADEC TEST
ENGINE 1 CHANNEL A
< LAST LEG
IGN TEST >
REPORT
< PREVIOUS
T/R TEST >
LEG REPORT
FADEC
TEST >
< LRU IDENT
< TROUBLE
SHOOTING REPORT
< CLASS 3 FAULTS
< RETURN
PRINT >
WITHOUT DUCT PRESS

ENGINE 1 CHANNEL A
ENGINE 1 CHANNEL A
*** TEST ACTIVE****
** ** WARNING *******
*****TEST * ACTIVE**
PRESS RETURN TO ABORT
FADEC TEST
< RETURN
FADEC TEST
ENGINE 1 CHANNEL A
A NON - MOTORING TEST WAS
PERFORMED DUE TO
INSUFFICIENT STARTER AIR
PRESSURE OR DUE TO A
STARTER AIR VALVE FAILURE
DISPLAY NON-MOTORING >
< RETURN TEST RESULT
< RETURN
MASTER 1
ENG
1
OFF
ENGINE 1 CHANNEL A
LEG DATE GMT ATA
LPTC VLV , HMU
00
0606 0206
733152
PRINT >
FADEC TEST REPORT
ENGINE 1 CHANNEL A
LEG DATE GMT
ATA
HMU, J7
00
2304
2114 732110
DIR VLV , J6 , ECU
00
2304 2131 783152
< RETURN
ON
FADEC TEST REPORT
< RETURN
FADEC TEST
ENGINE 1 CHANNEL A
PUT MODE SELECTOR
SWITCH TO <NORM>
PLACE THE MASTER LEVER
SWITCH TO <ON>
PUSH BUTTON TO START
THE TEST
< RETURN
ENGINE 1 CHANNEL A
SUPPLY STARTER AIR.

OTHERWISE A NON - MOTORING
TEST WILL BE PERFORMED
FADEC TEST
**** WARNING ****
< RETURN
FOR ENGINE MOTORING TEST
WITH DUCT PRESS
FADEC TEST
*** TEST COMPLETE ****

ENGINE 1 CHANNEL A
PRINT >
SWITCH TO <OFF>
**** TEST COMPLETE ****
< RETURN
ENGINE 1 CHANNEL A
SWITCH TO <OFF>
< RETURN
Figure 99
FRA US/T bu
July 01
FADEC Test
Seite: Page: 199

ENGINE INTERFACE UNIT
A318/
/A321
A321131
CFM565A
7325
73-25 ENGINE INTERFACE UNIT

EIU DESCRIPTION
Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2
Each EIU, located in the electronics bay 80VU, is an interface concentrator
between the airframe and the corresponding FADEC located on the engine,
thus reducing the number of wires. EIUs are active at least from engine starting
to engine shutdown, they are essential to start the engine.

to concentrate data from cockpit panels and different electronic boxes to
the associated FADEC on each engine,
to insure the segregation of the two engines,
to select the airframe electrical supplies for the FADEC,
to give to the airframe the necessary logic and information from
engine to other systems (APU, ECS, Bleed Air, Maintenance).
FRA US/T bu
July 01
Page: 200

A318/
/A321
A321131
CFM565A
7325
TLA
FADEC SYSTEM
FUNCTIONS
SEC
EIU
CFDS
Figure 100
FRA US/T bu
July 01
Engine/Aircraft Interface
Page: 201

A318/
/A321
CFM565A
7325
EIU PRESENTATION
Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2
Each EIU, located in the electronics bay 80VU, is an interface concentrator
between the airframe and the corresponding FADEC located on the engine,
thus reducing the number of wires. EIUs are active at least from engine starting
to engine shutdown, they are essential to start the engine.
824

to concentrate data from cockpit panels and different electronic boxes to
the associated FADEC on each engine,
to insure the segregation of the two engines,
to select the airframe electrical supplies for the FADEC,
to give to the airframe the necessary logic and information from
engine to other systems (APU, ECS, Bleed Air, Maintenance).
EIU input from the ECU
The EIU acquires two ARINC 429 output data buses from the associated ECU
(one from each channel) and it reads data from the channel in control. When
some data are not available on the channel in control, data from the other
channel are used.
In the case where EIU is not able to identify the channel in control, it will assume Channel A as in control.
The EIU looks at particular engine data on the ECU digital data flow to interface them with other aircraft computers and with engine cockpit panels.
A321131
80VU
EIU
EIU output to the ECU

Through its output ARINC 429 data bus, the EIU transmits data coming from all
the A/C computers which have to communicate with the ECU, except from
ADCs and throttle which communicate directly with the ECU.
There is no data flow during EIU internal test or initialization.
EIU Location
FRA US/T bu
July 01
Page: 202

A318/
A321131
/A321
CFM565A
7325
ECU
To CIDS (2373 )
To DFDRS INTCON Monitoring (3133)
To CVR power Supply (2371 )
To Avionics Equipment Ventilation (2126 )
To WHC (3042 )
To PHC ( 3031 )
To FCDC (2795)
To Blue Main Hydraulik PWR( 2912)
To Green Main HYD PWR RSVR Indicating (2911)
To Yellow Main HYD PWR RSVR Indicating (2913 )
ECU
ECU
To Blue Main HYD PWR RSVR Warning / Indicating
ECU
Figure 101
FRA US/T bu
July 01
EIU Schematic
Page: 203


A318/
A321131
/A321
CFM565A
7325
EIU INTERFACES
SIGNALS
PURPOSE
WING ANTI-ICE SWITCH
ENGINE BLEED COMPUTATION LOCIG
ENGINE FIRE P/B SIGNAL
FADEC ENGINE SHUTDOWN LOGIC
LOW OIL PRESSURE SWITCH (AND GROUND)
-COCKPIT WARNING SIGNALS

-HYDRAULIC MONITORING
-WINDOW AND PROBE HEATING SYSTEM
-AVIONIC VENTILATION SYSTEM
-RAIN REPELLENT SYSTEM
-CIDS,CVR,DFDR
FADEC GROUND POWER P/B
FADEC POWER SUPPLY LOGIC
LGCIU 1 AND 2 (GROUND SIGNAL)
THRUST REVERSER AND IDLE LOGIG
SFCC 1 AND 2
ENGINE FLIGHT IDLE COMPUTATION LOGIC
SEC 1 ,2 AND 3
THRUST REVERSER INHIBITION CONTROL
FLSCU 1 AND 2
FUEL RETURN VALVE CONTROL
ENGINE SELECTED
ENGINE 1 OR 2 INDENTIFICATION
OIL PRESSURE,OIL QUANTITY AND OIL TEMPERATURE
INDICATION ECAM
NACELLE TEMPERATURE
INDICATING (ECAM)
START VALVE POSITION (FROM EEC)
ECS FOR AUTOMATIC PACK VALVE CLOSURE, DURING

ENGINE START
N2 GREATER THAN MINIMUM IDLE (FROM ECU)
FUNCTIONAL TEST INHIBITION OF THE RADIO ALTIMETER TRANSCEIVER

-BLUE HYDRAULIC SYSTEM PUMP CONTROL
ENGINE START FAULT SIGNAL
ILLUMINATION OF FAULT LIGHT ON THE ENGINE START

PANEL
APU BOOST DEMAND SIGNAL (EIU)
MAIN ENGINE START MODE TO THE APU ELECTRONIC

CONTROL BOX
FRA US/T bu
August 99
Page: 204
A318/
A321131
/A321
CFM565A
7325
EIU INTERFACES CONT.

SIGNALS
PURPOSE
TLA IN TAKE-OFF POSITION (MIN. T/O N2, FROM ECU)
PACK CONTROLLER FOR INLET FLAP CLOSURE

-AVIONIC EQUIPMENT VENTILATION CONTROLLER
( CLOSED CIRCUIT CONFIGURATION )
-CABIN PRESSURIZATION COMPUTER PRE-PRESSURIZATION MODE
THRUST REVERSER (FROM SEC 1,2 AND 3 )
THRUST REVERSER INHIBITION RELAY

FRA US/T bu
August 99
Page: 205
A318/
/A321
A321131
CFM565A
7325

Figure 102
FRA US/T bu
August 99
EIU Schematic
Page: 206
A318/
/A321
A321131
CFM565A
7325

Figure 103
FRA US/T bu
August 99
EIU Schematic
Page: 207

CFDS EIU TEST
A318/
/A321
A319 / A320 / A321

CFM56-5A
7320
73-25 EIU CFDS TEST

CFDS SYSTEM REPORT/TEST EIU
This Page shows the menu of the Engine Interface Unit ( EIU )
The EIU is a Type 1 System.
The EIU is availlable in CFDS back up Mode.
The following menu options are available for the EIU 1 (2):
LAST LEG REPORT
LRU IDENTIFICATION
CLASS 3 FAULTS
GROUND SCANNING
Last leg Report
Here are Displayed the Internal EIU Faillures that Occured during Last Flights.
Previous legs report
The EIU sends a list of the LRUs which have been detected faulty during the
previous 62 flight legs.
LRU Indentification
Shows the EIU part number.
Class 3 faults
This menu shows all class 3 faults present.
Ground scanning
This Page gives the EIU Faillures still presend on Ground.
RTOK means Re - Test Ok, you can ignore this Fault
FRA US/T bu
July 01
Page: 208

CFDS EIU TEST
A318/
A319 / A320 / A321
/A321
CFM56-5A
7320
EIU 2
ENG
EIU 2 >
< EIU 1
< FADEC 1A
FADEC 1B >
< FADEC 2A
FADEC 2B >
< LAST LEG REPORT

< LRU IDENT
< EVMU
< CLASS 3 FAULTS

< GROUND SCANNING
< RETURN
PRINT >
< RETURN
EIU 2
LAST LEG REPORT
DATE: APR.15
EIU 2
GROUND SCANNING
DATE: APR.15
GMT
ATA
CHECK ECU2 A1 AND B1 BUS OR EIU2
1026
73-25-34
CHECK 27809GJ RELAY CIRCUIT OR
EIU 2 ( 2 TIMES )
RTOK
1320
73-25-34
GMT
ATA
CHECK ECU2 A1 AND B1 BUS OR EIU2
1026
73-25-34
RTOK
CHECK 27809GJ RELAY CIRCUIT OR
EIU 2
1320
RTOK
( 2 TIMES )
73-25-34
PRINT >
< RETURN
< RETURN
PRINT >
EIU 2
D-AIQA
CHECK OIL QTY XMTR 2 CIRCUIT
4002EN
EIU 2
LRU IDENTIFICATION
LEG
DATE
06
0304
GMT
1000
ATA
79-31-15
< RETURN
Figure 104
FRA US/T bu
NO FAILURE
39579 - 006 - 1
PRINT >
< RETURN
EIU 2
CLASS 3 FAULTS
July 01
PRINT >
< RETURN
PRINT >
EIU Menu
Page: 209
Engine Air
General
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
ATA 75
ENGINE AIR
75-20 ENGINE CLEARANCE CONTROL SYSTEMS

GENERAL
The CFM56-5A has 3 Clearance Control-Systems.These are:
the Rotor Active Clearance Control System (RACC)
Not installed on DLH Engines!
the HPT Active Clearance Control System (HPTACC)
the LPT Active Clearance Control System (LPTACC)
Every system has a valve which controls the airflow.The valves are positioned
by fuel servo pressure controled by a servo valve installed on the HMU.
Every servo valve is equipped with a position feedback .The servo valves are
controlled by the ECU according a schedule.
FRA US/T bu
July 01
Seite: Page: 210

A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
Engine Air
General
Figure 105
FRA US/T bu
July 01
Active Clearance Control Systems

Seite: Page: 211

Engine Air
General
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
ROTOR ACTIVE CLEARANCE CONTROL SYSTEM

Note: Not installed on new CFM 56 engines!
Purpose
The rotor active clearance control system (RACC) is controlled by the FADEC
system which maintains HPC rotor blade clearance relative to HPC stator compressor case.
The RACC system modulates the fifth stage high pressure (HP) compressor
bleed air into the compressor rotor bore to vary and control the clearances. The
air flow to the rotor is mixed with the booster discharge air. By heating the compressor rotor with fifth stage bleed air, the compressor clearances are reduced
and improve the efficiency of the compressor and improving the overall Specific
Fuel Consumption (SFC) of the engine.
When the RACC valve is closed, the total air flow through the rotor is from the
booster discharge air and the clearances are maximized.
As the RACC valve opens, the amount and temperature of the air through the
rotor is increased due to the introduction of fifth stage bleed air, and the clearances are closed to optimize performance.
The ECU needs the following control signals to position the RACC valve:
N2
P0 (Altitude)
T3
M0
The valve stays in the closed position:
M0 <0,3 and
T3> 530
C
FRA US/T bu
July 01
ROTOR ACTIVE CLEARANCE CONTROL VALVE

The rotor active clearance control (RACC) valve is a butterfly valve with one
inlet port and one outlet port.
The valve has a RACC port and a PCR (case pressure from HMU) port and
consists of an outer housing, a rotating plate, and an integral fuel powered actuator with dual independent transducers for position feedback.
The inlet port receives 5th stage compressor bleed air which is modulated by
rotating the plate.
The RACC valve outlet port supplies modulated bleed air. The RAC valve is
located on the HPC compressor case at 12:00 oclock.
RACC Control Valve
Seite: Page: 212

Engine Air
General
A318/
A319 / A320 / A321
/A321
CFM56-5A
75-00
HP ROTOR
CAVITY
5 TH
STAGE
RACC
VALVE
F/B
SIGNAL
F/B
SIGNAL
ECU
HMU
TM
SERVO
VALVE
CHA
OPEN
N2K
TM
OPEN
N2K
Figure 106
FRA US/T bu
July 01
CHB
P0
N2
M0
T3
P0
N2
M0
T3
RACC System Schematic

Seite: Page: 213

ENGINE
AIR
A318/
A319/A320/A321
/A321
CFM565A
7521
7520 ENGINE COOLING

HP TURBINE ACTIVE CLEARANCE CONTROL SYSTEM
Purpose
The CFM56 engine high pressure turbine (HPT) clearance control system uses
high pressure compressor (HPC) bleed air from stages 5 and 9 to obtain
maximum steadystate HPT performance and to minimize exhaust gas
temperature (EGT) transient overshoot during throttle bursts. Air selection is
determined by fuel pressure signals from the hydromechanical unit (HMU).The
bleed air is ducted from the valve to a manifold surrounding the HPT shroud.
The temperature of the air controls the HPT shrouds clearance relative to the
HPT blade tips.
Description
The clearance control system supplies HPC bleed air from the 5th and 9th
stage air to the HPT shroud support to control the thermal expansion of the
shroud support structure. The bleed air is modulated by the electronic control
unit (ECU) in response to the shroud temperature sensed by the turbine
clearance control (TCC) sensor.
On engine start the HPTCC valve ports 9th stage air to unload the compressor
and enhance engine acceleration. At ground idle power setting, the air flow to
the HPT shroud is essentially from the HPC stage 9 bleed. When the throttle is
advanced or retarded to change the core engine speed, the air flow is regulated to maintain the optimum HPT shroud to blade tip clearance.
When the engine is shut down, the hydraulic actuator valve rod is retracted
to the start position.
The HPT Clearance Control Systems uses the following control signals:
N2
T3,
Tcase
The valve has 3 control schedules and is also used as a start bleed valve.
The 3 schedules are:
1. Steady State Schedule
2. Acceleration Schedule
3. Deceleration Schedule
FRA US-T Bu
July 01
START BLEED
ECU
CHAN A+B
AIR
FLOW
752110 UAMO/AAMO
HPTACC VALVE
Page: 214
ENGINE
AIR
A318/
/A321
A319/A320/A321
CFM565A
7521
HMU HYDRAULIC
FEEDBACK TO
ECU
POWER
T CASE THERMOCOUPLES
HPTACC DISCHARGE AIR
HPTACC
9TH STAGE AIR
5TH STAGE AIR
Figure 107
FRA US-T Bu
July 01
HPTACC Airflow Schematic

Page: 215

Engine Air
General
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
HP TURBINE CLEARANCE CONTROL SYSTEM

Purpose
The CFM56 engine high pressure turbine (HPT) clearance control system uses
high pressure compressor (HPC) bleed air from stages 5 and 9 to obtain
maximum steadystate HPT performance and to minimize exhaust gas
temperature (EGT) transient overshoot during throttle bursts. Air selection is
determined by fuel pressure signals from the hydromechanical unit (HMU).The
bleed air is ducted from the valve to a manifold surrounding the HPT shroud.
The temperature of the air controls the HPT shrouds clearance relative to the
HPT blade tips.
Description
The clearance control system supplies HPC bleed air from the 5th and 9th
stage air to the HPT shroud support to control the thermal expansion of the
shroud support structure. The bleed air is modulated by the electronic control
unit (ECU) in response to the shroud temperature sensed by the turbine
clearance control (TCC) sensor.
On engine start the HPTCC valve ports 9th stage air to unload the compressor
and enhance engine acceleration. At ground idle power setting, the air flow to
the HPT shroud is essentially from the HPC stage 9 bleed. When the throttle is
advanced or retarded to change the core engine speed, the air flow is regulated to maintain the optimum HPT shroud to blade tip clearance.
When the engine is shut down, the hydraulic actuator valve rod is retracted
to the start position.
The HPT Clearance Control Systems uses the following control signals:
N2
T3,
Tcase
The valve has 3 control schedules and is also used as a start bleed valve.
The 3 schedules are:
1. Steady State Schedule
2. Acceleration Schedule
3. Deceleration Schedule
FRA US/T bu
July 01
Seite: Page: 216

Engine Air
General
A318/
A319 / A320 / A321
/A321
CFM56-5A
75-00
T CASE
SENSOR
RHS
5 TH
9 TH
STAGE STAGE
LPT
HPTACC
VALVE
START BLEED:
OPEN
DURING
ENGINE
START
F/B
SIGNAL
HMU
SERVO
VALVE
TM
F/B
SIGNAL
ECU
CHA
HPTACC DEMAND
SCHEDULE
TM
FRA US/T bu
July 01
T3
N2
T CASE
HPTACC DEMAND
SCHEDULE
CHB
Figure 108
T CASE
T3
N2
HPTACC System Schematic

Seite: Page: 217
ENGINE
AIR
A318/
A319/A320/A321
/A321
CFM565A
7521
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL SYSTEM

GENRAL
The Hight Pressure Turbine Active Clearance Control (HPTACC) system uses
bleed air from the fourth and ninth stages to cool the high pressure turbine
shroud support structure.
The purpose of the system is to :
maximize turbine efficiency during cruise,
minimize the peak Exhaust Gas Temperature (EGT) during throttle burst.
The HPTACC valve also discharges ninth stage air to unload the Hight Pressure (HP) compressor on engine start.
DESCRIPTION
The HPTACC system regulates the HP turbine shroud support structure temperature by means of valves controlled by the Hydromechanical Unit (HMU).
The HPTACC Valve has integrated dual butterfly valves driven by a single fuel
powered actuator.
Fuel pressure is distributed in accordance with electrical signals sent by the
Electronic Control Unit (ECU).
One butterfly valve controls the flow from the fourth stage compressor bleed
while the other butterfly valve controls the ninth stage.
The 5th stage air is mixed with the 9th stage air downstream of the valve.
Two Linear Variable Differential Transducers connected to the actuator and one
thermocouple located on the right hand side of the HP turbine shroud support
structure provide feedback signals to the ECU.
CONTROL
In accordance with various parameters such as N2 and T3, the ECU sends
electrical signals to the torque motor within the HMU to move the HPTACC
valves.
When the engine is shut down the valves move to a failsafeclosed position.
On engine start the HPTACC valve moves to the ninth stage bleed position
which unloads the compressor to improve engine acceleration.
Above ground idle the position of the valves is determined by the closed loop
shroud temperature control.
The HPTACC actuator drives the butterfly valves to different positions.
The HPTACC Actuator drives the Butterfly Valves to different positions as follow :
ACTUATOR
STROKE
MODE
5TH STAGE
BUTTERFLY
0%
FAILSAFE
NO AIR
CLOSED
CLOSED
FULL 9TH
CLOSED
FULLY OPEN
MIXED
INTERMEDIATE
INTERMEDIATE
FULL 4TH
FULLY OPEN
37%
37 - 100%
100%
9TH STAGE
BUTTERFLY
CLOSED
FRA US-T Bu
July 01
Page: 218
ENGINE
AIR
A318/
/A321
A319/A320/A321
CFM565A
7521
START BLEED
Figure 109
FRA US-T Bu
July 01
Engine HPTACC System

Page: 219

Engine Air
General
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
LPTCC SYSTEM
Purpose
The low pressure turbine casing is cooled by fan discharge air sprayed through
an array of piping and small air jets that impinge on the outside surface of the
casing.
The LPT active clearance control system controlled by a valve through FADEC
system maintains LPT case shroud clearances relative to LPT rotor blade tips.
Operation
The ECU modulates the pressure of one of the piston chambers through the
HMU.
The HMU supplies a reference pressure to the second chamber.The ECU controls the travel of the piston and valve butterfly according to the engine parameters.
The butterfly of the valve opens when the engine rating increases and closes
when it decreases.
When the engine is shut down, the valve butterfly is fully open.
LPT cooling air flow, controlled by LPTACC valve depends on the operating
conditions and engine characteristics. Flow functions defined are validated for
ventilation calculation purpose.
The fan bleed air flow is modulated by ECU according to the following engine
operating conditions.
N1
P0
TAT
PT2
T12
FRA US/T bu
July 01
Seite: Page: 220

Engine Air
General
A318/
A319 / A320 / A321
/A321
CFM56-5A
75-00
FAN AIR
LPTACC
VALVE
F/B
SIGNAL
F/B
SIGNAL
ECU
HMU
SERVO
VALVE
TM
CHA
LPTACC DEMAND
SCHEDULE
TM
LPTACC DEMAND
SCHEDULE
CHB
PT2
P0
N1
T12
TAT
P0
N1
T12
TAT
PT2
Figure 110
FRA US/T bu
July 01
LPTACC System Schematic

Seite: Page: 221
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
LPT CLEARANCE CONTROL VALVE

LPT clearance control valve is a butterfly valve, the valve consists of an outer
housing, a control plate, a linear actuator, 2 RVDT sensors for feedback signals
and a butterfly valve actuation.
Under control of the PCR pressure applied at its head end and a PC/PB modulated pressure applied at its rod end, the linear actuator moves a rack controlling both the opening and closing of the butterfly valve which regulates the
amount of air required for cooling the turbine as a function of the engine operating configuration (engine rating).
Engine Air
General
FRA US/T bu
July 01
Seite: Page: 222

Engine Air
General
A318/
A319 / A320 / A321
/A321
CFM56-5A
75-00
CONNECTORS FOR
FEEDBACK CABLES
TO ECU
ACTUATOR
SUPPLY MANIFOLD
MOUNTING PLATE
FAN AIR
Figure 111
FRA US/T bu
July 01
LPTCC Valve
Seite: Page: 223
A318/
/A321
A319 / A320 / A321

CFM56-5
75-30
75-30 COMPRESSOR CONTROL

VARIABLE GEOMETRY CONTROL SYSTEM
The variable geometry control system is designed to maintain satisfactory compressor performance over a wide range of operation conditions.
The system consists of :
a Variable Bleed Valve (VBV) system, located downstream from the
booster.
a Variable Stator Vane (VSV) system, located within the first stages of the
HPC.
The compressor control system is commanded by the ECU and operated
through HMU hydraulic signals.
At low speed, the LP compressor supplies a flow of air greater than the HP
compressor can accept.
To establish a more suitable air flow, VBVs are installed on the contour of the
primary airflow stream, between the booster and the HPC.
At low speed, they are fully open and reject part of the booster discharge air
into the secondary airflow, preventing the LPC from stalling.
At high speed, the VBVs are closed.
The HPC is equipped with one Inlet Guide Vane (IGV) stage and three VSV
stages.
An actuation system changes the orientation of the vanes to provide the correct
angle of incidence to the air stream at the blades leading edge, improving HPC
stall margins.
Engine Air
Variable Geometry Control System
FRA US/T bu
July 01
Seite: Page: 224

A318/
/A321
A319 / A320 / A321

CFM56-5
75-30
Engine Air
Variable Geometry Control System
Figure 112
FRA US/T bu
July 01
Compressor Control Design

Seite: Page: 225
A318/
/A321
A319/A320/A321
CFM565A
7531
VARIABLE BLEED VALVE SYSTEM

GENERAL
The Variable Bleed Valve system matches the Low Pressure compressor airflow to the High Pressure compressor requirement by bleeding off excess air to
the fan discharge airstream.
There are eleven Variable Bleed Valves.
The control system includes the following :
a servo valve within the HMU activated by the ECU,
a fuel gear motor, stop and feedback mechanism,
a mechanical transmission system (ballscrew actuators, flexible shaft assembly and bleed valves).
ENGINE
AIR
FRA US-T Bu
July 01
Page: 226
A318/
/A321
A319/A320/A321
CFM565A
7531
ENGINE
AIR
Figure 113
FRA US-T Bu
July 01
VBVSystem
Page: 227

Engine Air
General
A318/
A319 / A320 / A321
/A321
CFM56-5A
75-00
VBV SYSTEM
General
The variable bleed valve (VBV) position is related to the high pressure compressor (HPC) operation. It is directly controlled by the angular setting of the
variable compressor stator vanes at steadystate operation and during acceleration. The bleed valves open during low and transient operations to increase
the booster mass flow and to improve booster and HPC matching. The
bleed valves are fully open during fast decelerations. The bleed valve control
system includes the following:
The Electronic Control Unit (ECU) which controls the VBV position and
sends electrical signals to the Hydromechanical Unit (HMU).
An hydromechanical servo, integrated within the HMU, which supplies high
pressure fuel signals to a gear motor.
A power unit, which is a fuelpowered hydraulic gear motor. It operates under high pressure fuel from the HMU.
A mechanical transmission system which includes:
A stop mechanism
A bleed valve main flexible shaft assembly located between the master
ballscrew actuator and fuel gear motor.
A master bleed valve with a master ballscrew actuator.
11 compressor bleed valves with ballscrew actuators
11 flexible shafts between the ballscrew actuatores.
A position sensor (RVDT) connected to the master bleed valve.
VBV SCHEDULE
VBV
POSITION
OPEN
N1
CLOSED
61%
85%
N2
The following control signals are used to position the VBV:

N1
N2
VSV-Position
FRA US/T bu
July 01 L2
Seite: Page: 228

Engine Air
General
A318/
A319 / A320 / A321
/A321
CFM56-5A
75-00
VARIABLE
BLEED
VALVES 12
MASTER
B.V.
RVDT
RVDT
A
F/B
SIGNAL
**
FUEL GEAR
MOTOR
FUEL GEAR MOTOR
N1K
N2K
FROM VSV
CONTROL
VBV DEMAND
SCHEDULE
CHA
N1K
N2K
FROM VSV
CONTROL
VBV DEMAND
SCHEDULE
CHB
F/B
SIGNAL
ECU
TM
TM
SERVO
VALVE
HMU
753100 AAMO
753100 AGMO
Figure 114
FRA US/T bu
July 01 L2
VBV System
Seite: Page: 229

Engine Air
General
A318/
A319 / A320 / A321
/A321
CFM56-5A
75-00
VARIABLE BLEED VALVE SYSTEM

The variable bleed valve (VBV) position is related to the high pressure compressor (HPC) operation. It is directly controlled by the angular setting of the
the booster mass flow and to improve booster and HPC matching. The
bleed valves are fully open during fast decelerations. The bleed valve control
system includes the following:
The Electronic Control Unit (ECU) which controls the VBV position and
sends electrical signals to the Hydromechanical Unit (HMU).
An hydromechanical servo, integrated within the HMU, which supplies high
pressure fuel signals to a gear motor.
A power unit, which is a fuelpowered hydraulic gear motor. It operates under high pressure fuel from the HMU.
A mechanical transmission system which includes:
A stop mechanism
A bleed valve main flexible shaft assembly located between the master
ballscrew actuator and fuel gear motor.
A master bleed valve with a master ballscrew actuator.
11 compressor bleed valves with ballscrew actuators
11 flexible shafts between the ballscrew actuatores.
A position sensor (RVDT) connected to the master bleed valve.
The following control signals are used to position the VBV:
N1
N2
VSV-Position
FRA US/T bu
July 01
VBV SCHEDULE
VBV
POSITION
OPEN
N1
CLOSED
61%
85%
N2
Seite: Page: 230

Engine Air
General
A318/
A319 / A320 / A321
/A321
CFM56-5A
75-00
VBV FEEDBACK ROD
VBV POSITION SENSOR

CONTROL LEVER
VBV POSITION SENSOR
SERVO
VALVE
MASTER BLEED ACTUATOR
FUEL
RETURN
MASTER BALLSCREW
ACTUATOR
FUEL GEAR
MOTOR
BALLSCREW ACTUATOR
Figure 115
FRA US/T bu
July 01
VBV System, VBV Schedule

Seite: Page: 231

ENGINE
AIR SYSTEM
A318/
/A321
A319/A320/A321
CFM 565A
7500
VARIABLE BLEED SYSTEM

General
The Variable Bleed Valve (VBV) position is related to the High PressureCompressor (HPC) operation. It is directly controlled by the angular setting of the
the booster mass flow and to improve booster and HPC matching. The bleed
valves are fully open during fast decelerations. The bleed valve control system
includes the following:
one hydromechanical servo integrated within the Hydromechanical Fuel Unit
(HMU), which supply fuel signals to a gear motor
one power unit consisting of a fuelpowered hydraulic gear motor.
Fuel is supplied under high pressure from the HMU to one mechanical transmission system consisting of:
one bleed valve and master ballscrew actuator
ten bleed valve ballscrew actuators
one stop mechanism
one bleed valve main flexible shaft assembly located between the masterballscrew actuator and fuel gear motor
ten bleed valve flexible shaft assemblies located between the ballscrew actuators.
VBV RVDT
The VBV position sensor is of the Rotary Variable Differential Transducer
(RVDT) type. It is installed on the VBV stop mechanism. It is electrically supplied with 7.07 volts RMS, 3000 Hz, provided by the Electronic Control Unit
(ECU).
The VBV position sensor is composed of:
one housing assembly
one electromagnetic assembly (RVDT).
The purpose of this sensor is to transmit to the ECU, the angular positions of
the variable bleed valves by means of 2 dual electrical signals (channels A and
B).
FRA US-T Bu
July 01
NOTE : This sensor is a dual sensor because it has 2 RVDTs with the two inner armatures installed on the same shaft.
The electrical signals are interpreted by the ECU as a shaft rotation caused by
an angular displacement of the master ballscrew actuator bleed valve.
System Modulating Operation
The fuel control valve is opened only as required to counteract the load from
the bleed valves when the system is at a given position. The fuel inlet pressure
to the fuel gear motor is limited to a sufficient level to counteract the loading
imposed by the air to the bleed valves.Bleed fuel from the fuel pump to the motor is minimized by the low, steady pressure setting. A change in the fuel control valve results in either an increase or a decrease of the torque output. A
change in the direction of the differential fuel pressure through the motor reverses the direction of rotation and the torque output.
The motor, actuated by the HMU, drives the system to the commanded position with the required power. The pressure across the motor is reduced as the
system approaches the commanded position. The electrical position feedback
to the HMU directs the fuel control valve to its null position or minimum opening
needed to neutralize the bleed valve loads.
End of Stroke Operation Bleed valves closing
The feedback electrical mechanism transmits the bleed valve position to the
ECU as the system approaches the commanded closed ECU position. The
HMU fuel control valve is moved towards the null position as the bleed valve
approaches the end of its stroke. This reduces motor speed and allows the motor to engage the endofstroke stops at a low impact force.The closed bleed
valve position is within 0.3 percent of the stroke of the ballscrew actuator assembly utilizing the mechanical stops.
Bleed valves opening
The feedback electrical mechanism relays the bleed valve position to the ECU
as the system approaches the commanded open position. The HMU fuel control valve is positioned to decelerate the motor. The same type of mechanical
stops are used at the opening end of the stroke. The open bleed valve position
is within one percent of the stroke of the ballscrew actuator assembly utilizing
the mechanical stops. All 11 bleed valves are mechanically synchronized.
Page: 232
ENGINE
AIR SYSTEM
A318/
A319/A320/A321
/A321
CFM 565A
7500
VBV POSITION
FLEXIBLE
RVDT
SHAFT
ELECTRICAL
VBV DOOR AND
VBV MASTER
BALLSCREW
BALLSCREW
ACTUATOR
ACTUATOR
CONNECTOR
FUEL GEAR
VBV STOP MECHANISM
MOTOR
ASSEMBLY
FAN FRAME
MAIN FLEXIBLE
FEEDBACK
SHAFT
CLEVIS
ROD
PROTECTING
BOOT
FUEL GEAR MOTOR

STOP MECHANISM
VBV POSITION
RVDT
SENSOR
ARM
REFERENCE
MARKS
Figure 116
FRA US-T Bu
July 01
VBV Mechanism Installation

Page: 233
ENGINE
AIR SYSTEM
A318/
/A321
A319/A320/A321
CFM 565A
7500
Operation/Control and Indicating

The system performs 4 primary functions:
positions the bleed valves in response to a differential fuel pressure through
the fuel gear motor
mechanically synchronizes the 11 bleed valves throughout the stroke
limits the bleed valves position at the end of each stroke
provides the ECU through the RVDT with the bleed valves position.
The fuel gear motor assembly is hydraulically activated by pressurized fuel.
The ECU determines the direction and speed of motor rotation. The gear motordrives the rotary shaft (or main flexible shaft) of the master ballscrew actuator assembly through the stop mechanism.
The flexible shaft assemblies transmit power from the rotary shaft (main flexible
shaft) to the remaining 10 ballscrew actuator assemblies. Each ballscrew actuator gives motion to its related bleed valve.
VBV Fuel Gear Motor
Description
The motor controls the position of the bleed valves. It is a gear motor driven by
high pressure fuel. It consists of 2 spur gears guided during rotation by needle
bearings. Sealing at the drive gear shaft is provided by carbon seals. A secondary lip seal is installed on the output shaft for further sealing. A drain system
collects fuel leaks which could occur past the different sealing provisions.
Stop Mechanism
The bleed valve stop mechanism assembly is a component of the Variable
Bleed Valve (VBV) actuation system. It is located between the bleed valve
fuel gear motor and master ballscrew actuator, on the aft face of the fan frame
at the 9 oclock position, aft looking forward.
Description
The function of the bleed valve stop mechanism assembly is to limit the number of revolutions of the bleed valve fuel gear motor to the exact number required for a complete cycle (openingclosing) of the VBV doors. This limiting
function supplies the reference position for installing and adjusting the VBV actuators.
The bleed valve stop mechanism consists of a housing for a hollow screw
which is driven by the bleed valve fuel gear motor. This hollow screw shaft
holds the main VBV flexible shaft which connects the bleed valve fuel gear motor to the master ballscrew actuator. A follower nut runs along the screw and
stops the rotation of the bleed valve fuel gear motor when it reaches the ends
of the screw threads.
A location is provided on the aft end of the bleed valve stop mechanism for
installation of a Rotary Variable Differential Transformer (RVDT).
FRA US-T Bu
July 01
Page: 234
ENGINE
AIR SYSTEM
A318/
A319/A320/A321
/A321
CFM 565A
7500
FAN FRAME
MAIN FLEXIBLE
SHAFT
PROTECTING
BOOT
FUEL GEAR MOTOR
STOP MECHANISM
DIRECTION TO CLOSED
POSITION
FUEL GEAR
MOTOR
VBV OPEN
TUBE
VBV CLOSED
TUBE
Figure 117
FRA US-T Bu
July 01
Fuel Gear Motor / Stop Mechanism

Page: 235
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
VBV SYSTEM OPERATION

Modulating Operation
The motor, actuated by the HMU, drives the system to the commanded position with the required power. The pressure across the motor is reduced as the
system approaches the commanded position. The electrical position feedback
to the ECU directs the fuel control valve to its null position or minimum opening
needed to neutralize the bleed valve loads.
Bleed valves closing.
as the system approaches the commanded closed ECU position.The fuel control valve is moved towards the null position as the bleed valve approaches the
end of its stroke. This reduces motor speed and allows the motor to engage the
endof stroke stops at a low impact force.
The closed bleed valve position is within 0.3 percent of the stroke of the ballscrew actuator assembly utilizing the mechanical stops.
Bleed valves opening
as the system approaches the commanded open position. The fuel control
valve is positioned to decelerate the motor.
The same type of mechanical stops are used at the opening end of the stroke.
The open bleed valve position is within one percent of the stroke of the ballscrew actuator assembly utilizing the mechanical stops. All the 12 bleed valves
are mechanically synchronized.
Stop Mechanism
The bleed valve stop mechanism assembly is a component of the Variable
Bleed Valve (VBV) actuation system. It is located between the bleed valve
fuel gear motor and master ballscrew actuator, on the aft face of the fan frame
at the 9 oclock position, aft looking forward.
Description
The function of the bleed valve stop mechanism assembly is to limit the number of revolutions of the bleed valve fuel gear motor to the exact number required for a complete cycle (openingclosing) of the VBV doors. This limiting
function supplies the reference position for installing and adjusting the VBV actuators.
The bleed valve stop mechanism consists of a housing for a hollow screw
which is driven by the bleed valve fuel gear motor. This hollow screw shaft
holds the main VBV flexible shaft which connects the bleed valve fuel gear motor to the master ballscrew actuator. A follower nut runs along the screw and
stops the rotation of the bleed valve fuel gear motor when it reaches the ends
of the screw threads.
A location is provided on the aft end of the bleed valve stop mechanism for
installation of a Rotary Variable Differential Transformer (RVDT).
Engine Air
General
FRA US/T bu
July 01
Seite: Page: 236

Engine Air
General
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
STOP MECHANISM
Ballscrew
Actuator
(11ea)
Flex Shafts (11)
Bleed Valves (12)
Feedback Rod
Position Sensor
Fuel Gear Motor
Main Flex Shaft
Stop Mechanism
Figure 118
FRA US/T bu
July 01
VBV System Components

Seite: Page: 237
ENGINE
AIR SYSTEM
A318/
A319/A320/A321
CFM 565
7500
VBV DOOR / FLEXSHAFTS / ACTUATORS

Main Flexible Shaft Assembly
The main flexible shaft assembly is an unshielded power core which has a
hexagon fitting on one end and a splined end fitting on the other. A spring is
attached to the splined end. The spring holds the shaft assembly in position
during operation and also helps the removal of the main flex shaft assembly.
Flexible Shaft Assemblies
The flexible shaft assembly is an unshielded power core which has a hexagon
fitting on one end and a double square fitting on the other. A spring is attached
to the hexagon end. The spring holds the shaft assembly in position during operation and also helps the removal of the flexible shaft assembly.
Bleed Valve and Master Ballscrew Actuator Assembly
The bleed valve and master ballscrew actuator assembly is a component of the
Variable Bleed Valve (VBV) actuation system.
The master ballscrew actuator is located on the fan frame under fan duct panel
at the 9:00 oclock position, aft looking forward.
Bleed Valve and Ballscrew Actuator Assembly
Ten bleed valve ballscrew actuators are attached to the fan frame. In the same
way as for the master ballscrew actuator, they are controlled by the HMU. They
open at low and transient power settings to increase the booster mass flow and
improve booster and HP compressor matching. They operate in synchronism
with the master ballscrew actuator which provides them the input drive through
a linkage of flexible shafts.
/A321
the screw shaft and 2 flats are machined on the cylindric portion at the other
end. The nut is also made of special alloy steel and its thread is matched to the
screw. Two cylindrical pins are machined on the nut sides. The internal thread
is nitrided and the external nut surfaces are cadmiumplated with the exception
of the end faces. Two holes are drilled in the nut body to receive the ball return
tube, and another 2 holes are tapped to fasten the tube clamp with 2 screws.
The ballscrew translating nut is held during rotation by 2 pins which slide within
2 slots in the actuator body. The screw is protected by 2 boots made of silicone
elastomer. The travel of the nut is transmitted to the door by 2 links. A lever,
integral with the door is connected to the position sensor. The output motion of
the first pair of bevel gears is transferred to the 10 otherballscrew actuators
through flexible shafts driven by the 2 ends of the output gear of this pair of
bevel gears.
Description
Each bleed valve and ballscrew actuator is exactly of the same internal design
as the master ballscrew actuator as far as ballscrew system is concerned. The
only difference lays in that there is only one reduction gear instead of two Variable Bleed Valve (VBV) Position Sensor
Description
The master ballscrew actuator is the unit which transfers the driving input from
the bleed valve fuel gear motor to the 10ballscrew actuator system. It consists
of a speed reduction gearbox and a ballscrew actuator linked to a hinged door.
Speed reduction is consecutively carried out through one pair of spur gears
and then by 2 pairs of bevel gears. The last set of bevel gears drives the ballscrew.
The ball bearing type screw and nut assembly consists of a screw, nut, ball return tube, a clamp attached by 2 screws and washers, and 68 balls. The screw
is made of special inductionhardened steel. It has a rolled thread, flat at crest,
with a circular radius form at root. A flanged bushing is shrunk on one end of
FRA US-T Bu
July 01
Page: 238
ENGINE
AIR SYSTEM
A318/
A319/A320/A321
/A321
CFM 565
7500
SPRING
FAN FRAME
STRUT
FLEXIBLE
SHAFT
VBV DOOR AND

BALLSCREW
VBV DOOR RIGGING
ACTUATOR
BALLSRCEW
VBV DOOR AND
ACTUATOR
BALLSCREW
ACTUATOR
FLEXIBLE SHAFT
SOCKET
GAGE SETTING
VBV DOORS
REFERENCE
VBV DOOR
Figure 119
FRA US-T Bu
July 01
HOLE
VBV Bleed Valve / Actuators / Flexshafts

Page: 239
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
VBV POSITION SENSOR

General
The VBV position sensor is of the Rotary Variable Differential Transducer
(RVDT) type. It is installed on the VBV stop mechanism.
It is electrically supplied provided by the Electronic Control Unit (ECU).
The Rotary Variable Differential Transformer (RVDT) senses the angular position of the entire VBV system and sends a corresponding signal to the ECU.
Engine Air
General
FRA US/T bu
July 01
Seite: Page: 240

Engine Air
General
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
ELECTRICAL CONNECTORS
CONTROL LEVER
RIG MARK
VBV POSITION SENSOR

(DUAL RVDT)
Figure 120
FRA US/T bu
July 01
VBV Position Sensor / Rigging

Seite: Page: 241

Engine Air
General
A318/
A319 / A320 / A321
/A321
CFM56-5A
75-00
VARIABLE STATOR VANES

The variable stator vane (VSV) actuation system consists of 2 VSV hydraulic
actuators with dual independent transducers (LVDT) for position feedback, and
2 actuation mechanisms and linkages. Fuel pressure from the hydromechanical
unit is the hydraulic medium used to operate the VSV actuators.
Description
The VSV system positions the compressor variable stator vanes (IGV through
stage 3) to the angles necessary to provide optimum compressor efficiency at
steady state and provide adequate stall margin for transient engine operation.
Stator vane angle is a function of core engine speed (N2) and compressor
inlet temperature (T25).
The electronic control unit (ECU) schedules the VSVs by controlling the VSV
actuation valve torque motor in the hydromechanical unit (HMU). The HMU
ports high pressure fuel to the rod end or head end of the VSV actuators and
vents the other end to bypass pressure. The actuators position transducer
(LVDT) transmits a feedback signal of actual vane position to the ECU for comparison to scheduled position.
Each VSV actuator is connected through a clevis link and the stage 3 bellcrank
to a master rod. Linkages connect the variable vane actuation rings to bellcranks that are connected to the master rod.
Connections between the actuator, clevis links, and master rod are made with
bolts and bushings for stability. All other linkages are connected with bolts and
uniballs to eliminate misalignment or binding.
The actuation rings, which are connected at the horizontal splitline of the
compressor casing, rotate circumferentially about the horizontal axis of the
compressor. Movement of the rings is transmitted to the individual vanes
through vane actuating levers.
FRA US/T bu
July 01
VSV
POSITION
CLOSED
TRANSIENT SCHEDULES
OPEN
STEADY
STATE
SCHEDULE
appr. 30%
appr. 87%
N2K
Seite: Page: 242

Engine Air
General
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
ACTUATION RING
BELLCRANK
ASSEMBLY
LEFT
VSV ACTUATOR
TO RIGHT VSV ACTUATOR
TO RIGHT VSV ACTUATOR
FEEDBACK FROM RIGHT VSV ACTUATOR

VSV
SERVO
VALVE
ECU
FEEDBACK
Figure 121
FRA US/T bu
July 01
VSV System
Seite: Page: 243
ENGINE
AIR
A318/
/A321
A319/A320/A321
CFM565A
7532
VARIABLE STATOR VANE SYSTEM

GENERAL
The Variable Stator Vane (VSV) system provides optimum compressor efficiency at steady state and adequate stall margin for transient engine operation.
The system consists of 2 VSV hydraulic actuators with dual independent transducers (Linear Variable Differential Transducer (LVDT)) for position feedback,
and 2 actuator mechanisms (bellcrank assembly) and linkages.
DESCRIPTION
The Engine Control Unit (ECU) schedules the VSVs by controlling the VSV
servo valve in the Hydraulic Mechanical Unit (HMU).
The Hydraulic Mechanical Unit supplies high pressure fuel to the VSV actuators.
Each actuator contains a LVDT for position feedback to the ECU, which provides the excitation current.
The LH LVDT is dedicated to channel A and the RH one to channel B.
Each VSV actuator is connected through a clevis link and the stage 3 bellcrank
to a master rod.
Adjustable linkages connect the variable vane actuation ring to bellcranks
which are connected to the master rod.
The 4 actuation rings, which are connected at the horizontal splitline of the
compressor casing, rotate circumferentially about the horizontal axis of the
compressor.
Movement of the rings is transmitted to the individual vanes through vane actuating levers.
CONTROL
The Engine Control Unit schedules the VSVs by controlling the VSV servo
valve torque motor located in the Hydraulic Mechanical Unit.
The actuators position transducer (LVDT) transmits a feedback signal of actual
vane position to the ECU in order to close the control loop. VSV angle is a
function of core engine speed(N2), compressor inlet temperature(T25) and altitude(P0).
The vanes are closed at Low N2 and opened at High N2.
FRA US-T Bu
July 01
Page: 244
A318/
/A321
A319/A320/A321
CFM565A
7532
ENGINE
AIR
Figure 122
FRA US-T Bu
July 01
Engine VSV System

Page: 245
Engine Air
General
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
75-40 NACELLE TEMPERATURE

NACELLE COOLING
The nacelle installation is designed to provide cooling and ventilation air for engine accessories mounted along the fan and core casing.
The nacelle is divided in three major areas:
the engine air inlet
fan compartment
core compartment
The function of the nacelle components are:

Sufficient airflow to offset the effects of engine case heat rejection and
engine flange air leackage,thereby maintaining an acceptacle compartment temperature level.
Cooling of temperature critical components.
Cowling pressure load limiting in the event of pneumatic duct failures.
Ventilation of compartment during engine shutdown.
Ventilation of combustible fluid vapors to prelude fires.
FRA US/T bu
July 01
Seite: Page: 246

A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
Engine Air
General
Figure 123
FRA US/T bu
July 01
Nacelle Cooling
Seite: Page: 247
Engine Air
General
A318/
/A321
A319 / A320 / A321

CFM56-5A
75-00
NACELLE TEMPERATURE
Purpose
A nacelle temperature probe measures core compartment temperature. It will
indicate overtemperature resulting from loose or broken air ducts or from loose
flanges, worn VSV bushings etc.
Description
The nacelle temperature indicating system is composed of a probe and an indicator on the ECAM. The nacelle temperature probe has a measurement range
of 55 deg. C to 300 deg. C (67 deg. F to 572 deg. F).
form. Then the EIU transmit the data to the ECAM system.
When the value reaches 240 deg. C the indication flashes (green advisory).
During engine starting, this parameter is replaced by the starter shutoff valve
position, the bleed air pressure indication and the selected ignitor.
FRA US/T bu
July 01
Seite: Page: 248

Engine Air
General
A318/
A319 / A320 / A321
/A321
CFM56-5A
75-00
0.8 0.8
1.2 1.2
LOWER ECAM
DMC1
DMC2
DMC3
FWC1
EIU
FWC2
Figure 124
FRA US/T bu
July 01
Nacelle Temp. Sensor / Indication

Seite: Page: 249

Ignition System
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7400
ATA 74
IGNITION
7400 GENERAL
DESCRIPTION
The purpose of the ignition system is to ignite the air/fuel mixture within the
combustion chamber.
The engine is equipped with a dual ignition system, located on the righthand
side of the fan case and both sides of the core.
The ignition system receives 115 VAC/400 Hz f rom the aircraft, through channels A and B of the ECU.
The A/C power supply will be automatically disconnected by the Engine Interface Unit (EIU) if :
the master lever is selected OFF.
in case of fire emergency procedure.
The A/C ignition power supply is failsafed to ON in case of a failed EIU.
The ignition system has two independent circuits, systems A and B, consisting
of :
2 high energy ignition exciters.
2 ignition lead assemblies.
2 spark igniters.
A current is supplied to the ignition exciters and transformed into high voltage
pulses. These pulses are sent, through ignition leads, to the tip of the ignitor
plugs, producing sparks.
System A spark igniter, located on the left hand side, is connected to the lower
ignition box #1 . System B spark igniter, located on the right hand side, is connected to the upper ignition box #2.
FRA US/T bu
July 01
Page: Page: 250

A318/
/A321
A319 / A320 / A321

CFM 565A
7400
Ignition System
General
Figure 125
FRA US/T bu
July 01
Ignition General
Page: Page: 251

Ignition System
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7400
7400 GENERAL
DESCRIPTION
ENG MODE Selector Switch
The Engine Control Unit (ECU) controls and monitors the start sequence either
in automatic or manual mode.
The ECU is able to abort the automatic start sequence in case of an incident:
start valve failure
ignition failure
HP fuel shut off valve failure
high EGT
engine stall
The system consists :
of a start valve
an air starter
two ignition boxes and
igniters (A&B).
The start valve is fitted with a manual override handle for mechanic intervention
on the ground.
NORM Position
Normal Position after ENG start:
in this Position the FADEC can select ignition automatically under the
Engine Anti Ice ON
EIU Failure
Engine Flame Out Detected
PANEL and CONTROL Description

The Ignition System is controlled by:
ENG MASTER Switch
ENG MAN START Pb
ECU
EIU
IGN/START Position
has to be selected for:
Normal Starting Procedure (Automatic)
Alternate Starting Procedure (Manual)
Continuous Ignition, when the engine is running.
when selected to IGN/Start :
Both pack valves are closed.
If the engine start is not carried out within 30 sec the pack valves open
again.
FADEC is power supplied.
CRANK Position
FADEC is PWR supplied
Ignition is inhibided,engine motoring is possible,when the ENG MAN START
P/B is pressed in.
ENGINE Control Panel

It is installed on the Center Pedestal and comprises:
ENG Master Switch (2)
Annunciator FAULT Light (2)
Annunciator FIRE Warning Light (2)
FRA US/T bu
July 01
Page: Page: 252

A318/
/A321
A319 / A320 / A321

CFM 565A
7400
Ignition System
General
Figure 126
FRA US/T bu
July 01
Ignition System Schematic

Page: Page: 253
Ignition System
General
A319 / A320 / A321
/A321
CFM 565A
7400
DESCRIPTION (CONT.)
ENG MASTER Switch (2)
has a ON and a OFF position
ON Position
Normal Starting Procedure (Automatic)
Alternate Starting Procedure (Manual)
Wet CRANKING Procedure
Normal Engine Operation
at Auto Start
EGT Limit Pointer is set to 725 C
N2 IND will be boxed in grey.
LP Fuel valve opens
HP Fuel shut off solenoid is deenergized (will be opend by fuel press )
OFF Position
Resets the FADEC .
LP Fuel valve closes
HP Fuel shut off solenoid is energized to close position.
Annunciator FAULT Light (2) Amber
A318/
Manual Starting Procedure in the FADEC system.

EGT Limit Pointer will be set to 725C
N2 Indication will be boxed in grey.
OFF Position
Starter Air VLV Closed.
ENGINE
F.USED
Kg
1300
1250
OIL
20
20
qt
11 .5
100
0
11 .4
100
psi
42
20
44
20
IGN
A
PSI 35
VIB
N1
0.8
0.9
VIB
N2
1.2
1.3
OIL FILTER
CLOG
CLOG
F. FILTER
CLOG
CLOG
B
34 PSI
installed on the 115 VU panel

each engine has Fault Light
triggert by the EIU
illuminated if there is a disagree between the position of the Master Switch
and the HP Fuel Sov (Pressurizing VLV) and after automatic start abort.
ENG MAN START PBs (2)

are installed on the Overhead Panel, 22VU,
One P/B for each engine.
ON (blue) Position
aktivation of the opening signal for the starter air valve
at manual start:
FRA US/T bu
July 01
ENGINE Start Page

The engine start page appears when the ENG MODE Selector Switch is
turned to the IGN/START or CRANK position.
The starter valves and the duct press for each engine are displayed.
The operating ignition system is displayed.
Page: Page: 254
A318/
/A321
A319 / A320 / A321

CFM 565A
7400
Ignition System
General
Figure 127
FRA US/T bu
July 01
Ignition System Schematic

Page: Page: 255
Ignition System
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7400
IGNITION SYSTEM COMPONENTS

Ignition Boxes
Upper Box for system A.
Lower box for system B.
The ignition boxes trasform 115VAC400Hz into high voltage (15 to 20 KV),to
charge internal capacitors .The discharge rate is of one per second and energy
delivered is 1,5 joules.
Ignitors
Right igniter for system A.
Left igniter for system B.
Precautions have to be taken before removel / installation
An ignition test is available through MCDU menus to verfy the ignition circuit.
Ignition Leads
The are insulated wire type and fan air cooled in the core area. They transmit
electrical energy for ignition sparks.
The high tension leads are cooled by booster discharge air.
FRA US/T bu
July 01
Page: Page: 256

Ignition System
General
A318/
A319 / A320 / A321
/A321
CFM 565A
7400
COOLING BOOSTER
AIR INLET
GROUND STRAP
IGNITION BOX
SYSTEM A
SEALED FLEXIBLE
CONDUIT
RIGHT
IGNITION
LEAD
LEFT
IGNITION
LEAD
POWER SUPPLY
CABLES
IGNITER CONTACT
IGNITION BOX
SYSTEM B
IGNITION LEAD
COOLING SHROUD
AFT LOOKING
FORWARD
8:00
LEFT IGNITER(B)
4:00
RIGHT IGNITER(A)
IGNITER
Figure 128
FRA US/T bu
July 01
Ignition System Components

Page: Page: 257
A318/
/A321
A319 / A320 / A321

CFM 565A
7400
IGNITION TEST WITH CFDS

TASK 740000710040 **ON A/C ALL
Ignition System
General
FRA US/T bu
July 01
Page: Page: 258

Ignition System
General
A318/
A319 / A320 / A321
/A321
CFM 565A
7400
FADEC TEST
ENGINE 1 CHANNEL A
< LAST
IGN TEST >
LEG
T/R TEST >
< PREVIOUS
FADEC TEST >
LEG
< LRU IDENT
IGNITION TEST
ENGINE 1 CHANNEL A
< CLASS 3 FAULTS
< RETURN
PUT THE MODE SELECTOR

SWITCH TO < NORM >
TO THE < ON > POSITION
PRINT >
MASTER 1
ON ENG
1
OFF
START THE TEST >
< RETURN
PUSH BUTTON TO
IGNITION TEST
ENGINE 1 CHANNEL A
*** WARNING ***

*** TEST ACTIVE ***
IGNITERS 1 AND 2 WILL
CYCLE ONCE FOR 10 SECS
< RETURN
**
TEST COMPLETE **
ENGINE 1 CHANNEL A
SWITCH TO < OFF >
< RETURN
CFDS Ignition Test Menu

FRA US/T bu
July 01
Page: Page: 259

A318/
/A321
A319 / A320 / A321

CFM 565A
7400
IGNITION TEST WITHOUT CFDS

For the test procedure, refer to AMM TASK74000071004101
During the test,an aural check of the ignitor plug operation has to be
done.
WARNING: MAKE SURE THAT THERE IS ZERO PSI AT THE STARTER

VALVE INLET BEFORE YOU PUSH THE MAN START P/B.
READ THE PRESSURE ON THE ECAM START PAGE.
Ignition System
General
FRA US/T bu
July 01
Page: Page: 260

Ignition System
General
A318/
/A321
A319 / A320 / A321

CFM 565A
7400
1. CHECK AIR PRESSURE AT START VALVE
2. MODE SELECTOR TO
IGN/START
3. MAN START P/B TO
ON
4. MASTER LEVER
ON
5.IGNITION A & B
ON
115VU
ON
NORM
OFF
ENG
1
Figure 129
FRA US/T bu
July 01
Ignition Test without CFDS

Page: Page: 261
Starting System
General
S
A318/
/A321
A319 / A320 / A321

CFM 565A
8000
ATA 80
STARTING
80-00 GENERAL
STARTING FUNCTION
The FADEC is able to control engine starting, cranking and ignition, using aircraft control data.
Starting can be performed either in Manual Mode, or Automatic Mode.
For this purpose, the ECU is able to command
opening and closing of the Starter Air Valve (SAV),
positioning of the Fuel Metering Valve (FMV),
energizing of the ignitors.
lt also detects abnormal operation and delivers specific messages.
General
The starting system of the engine utilizes pressurized air to drive a turbine at
high speed. This turbine drives the engine high pressure rotor through a reduction gear and the engine accessory drive system.
The air which is necessary to drive the starter comes from :
either the APU
or the second engine
or a ground power unit.
The starter supply is controlled by a starter shutoff valve (SOV)
pneumatically operated and electrically controlled. In case of failure, the SOV
can be operated by hand.
The starter valve closes when the N2 speed reaches 50 %.
The starter centrifugal clutch disengages when N2 speed is higher than 50%.
Engine starting is controlled from the ENG start panel 115VU located on center
pedestal and ENG/MAN START switch on the overhead panel.
FRA US/T bu
July 01
Page: Page: 262

A318/
/A321
A319 / A320 / A321

CFM 565A
8000
Starting System
General
Figure 130
FRA US/T bu
July 01
Starting Function
Page: Page: 263
A318/
/A321
A319 / A320 / A321

CFM 565A
8000
STARTING SYSTEM
Starting is initiated from the following cockpit control panels :
The engine control panel on the central pedestal, which has a single
Rotary Mode Selector for both engines and two Master Levers, one for
each engine.
The engine Man Start panel on the overhead panel, which has two
switches, one for each engine.
The Engine / Warning Display (EWD/SD) on the upper and lower ECAMs,
where starting data and messages are displayed .
Starting System
General
FRA US/T bu
July 01
Page: Page: 264

A318/
/A321
A319 / A320 / A321

CFM 565A
8000
Starting System
General
Figure 131
FRA US/T bu
July 01
Engine Panels
Page: Page: 265
A318/
/A321
A319 / A320 / A321

CFM 565A
8000
STARTING SYSTEM DESCRITION

The starting system of the engine utilizes pressurized air to drive a turbine at
high speed. This turbine drives the engine high pressure rotor through a reduction gear and the engine accessory drive system.
The air which is necessary to drive the starter comes from :
either the APU
or the second engine
or a ground power unit.
The starter supply is controlled by a starter shutoff valve (SOV)
pneumatically operated and electrically controlled. In case of failure, the SOV
can be operated by hand.
The starter valve closes when the N2 speed reaches 50 %.
The starter centrifugal clutch disengages when N2 speed is higher than 50%.
Engine starting is controlled from the ENG start panel 115VU located on center
pedestal and ENG/MAN START switch on the overhead panel.
Starting System
General
FRA US/T bu
July 01
Page: Page: 266

A318/
/A321
A319 / A320 / A321

CFM 565A
8000
Starting System
General
Figure 132
FRA US/T bu
July 01
Starting Schematic
Page: Page: 267
Starting System
General
S
A318/
/A321
A319 / A320 / A321

CFM 565A
8000
AIR STARTER
The starter is installed on the aft side of the accessory gearbox, in the right
hand position (aft looking forward).
The starter is filled with oel to lubricate the gears inside.
it has a fill and overflow plug and
a magnetic drain plug.
Starter Limits
4x2 min ON Inbetween 20 s OFF
( 15 min Cooling).
Sequence maybe Repeated.
STARTER AIR VALVE

The starter air valve is electrical controled ( by a solenoid )and pneumatic operated. (diaphram and actuator) .
It will open when the solenoid is energized (28VDC) and airpressure is available.
WARNING:
TAKE CARE WHEN OPERATING THE STARTER SHUTOFF

VALVE WITH ENGINE RUNNING. OBEY TO SAFETY PRECAUTIONS .
Procedure:
Start the engine on which the starter air valve is fully operationnal.
Using the started engine pressure.
Start the engine on which the starter air valve is deactivated by operating
manually the starter shutoff valve through the access door 438CR (448CR).
After engine start cycle, check on starter valve that manual handle is in closed
position.
Install a warning notice in flight compartment indicating that pneumatic starter
valve system is inoperative.
Make an entry in the log book.
Starter Valve Manual Operation
Visual position indicator operation

The override handle aligns with markings on the valve to provide an external
indication of butterfly position.
Position switch operation
The normally open redundant electrical position switches are actuated by the
closing end of the actuator to provide remote indication when the butterfly is in
any position except closed.Redundant solenoid
The solenoid has two independent coils, either one of which when energized
will open the valve.
STARTER VALVE MANUAL OPERATION

TASK 801100040041
CAUTION:
FRA US/T bu
DO NOT OPERATE THE MANUAL HANDLE OF THE PNEUMATIC STARTER VALVE, IF THE STARTER SYSTEM IS
NOT PRESSURIZED. IF NOT DAMAGE TO THE PNEUMATIC STARTER VALVE CAN OCCUR.
July 01
Page: Page: 268

A318/
/A321
A319 / A320 / A321

CFM 565A
8000
Starting System
General
Figure 133
FRA US/T bu
July 01
Starter Air Valve and Starter

Page: Page: 269
Starting System
General
S
A318/
/A321
A319 / A320 / A321

CFM 565A
8000
CRANKINGDESCRIPTION
Air Supply
The air necessary for the starting comes from the duct connecting engine
bleed and the precooler..
The air necessary for the starter is supplied by either:
the other engine through the crossbleed system
the APU and in that case, all the air bled from the APU is used for
starting
an external source able to supply a pressure between 30 and 40 psig.
Dry Cranking
Requirement
A dry motoring of the engine will be needed when:
it is necessary to eliminate any fuel accumulated in the combustion
chamber
a leak ckeck of engine systems is needed.
To perform this operation, the starter is engaged and the engine is
motored but the HP fuel shut off valve remains closed and both
ignition systems are OFF.
An engine dry motoring can be performed for a maximum of three
consecutive cycles (4 of 2 minutes with a cooling period of 20 seconds between each cycles or 1 of 15 minute).
After three cycles or 4 minutes of continuous cranking, stop for a
cooling period of 30 minutes.
Dry Cranking Control
A selector switch is located on ENG panel 115VU.
Automatic Dry Cranking
An automatic selection of dry cranking is accomplished when the starting
sequence is aborted by the FADEC. This can be interrupted at any time by
placing the MASTER control switch in OFF position.
FRA US/T bu
July 01
Page: Page: 270

Starting System
General
A318/
A319 / A320 / A321
/A321
CFM 565A
8000
PACKS OFF
PULL CB:HP FUEL SOV
(only recommended if
fuel lines empty )
LP FUEL SOV OPENS (ECAM WARNING)
PUT MODE SELECTOR

TO CRANK POSITION
ECAM ENG START PAGE APPEARS
CHECK STARTER AIR PRESSURE
MIN. 25 PSI
PUSH MAN START PB TO ON
START VALVE OPENS
MONITOR INDICATIONS
N2, N1 AND OIL PRESSURE MUST

INCREASE
AFTER MAX. 2 MINUTES
RELEASE MAN START PB TO OFF
START VALVE CLOSES,ENGINE INDICATIONS

BACK TO 0
PUT MODE SELECTOR

TO NORM POSITION
ECAM ENG START PAGE

DISAPPEARS
NORM
PUSH C/B: HP FUEL SOV
Figure 134
FRA US/T bu
July 01
LP FUEL SOV CLOSES
Dry Cranking Procedure

Page: Page: 271
A318/
/A321
A319 / A320 / A321

CFM 565A
8000
WET CRANKING
Wet Cranking
Requirement
A wet motoring will be needed when the integrity of the fuel system has to
be checked.
If such a test is performed, both ignition systems are off and the starter
is engaged to raise N2 up to the required speed of 20%. The MASTER control
switch is moved to ON and the exhaust nozzle of the engine carefully
monitored to detect any trace of fuel.
The wet motoring can be performed for a maximum of 4 consecutive
cycles (4 of 2 minutes with a cooling period of 20 seconds between each
cycles).
In all cases, the MASTER control switch will be returned to OFF and the starter
is reengaged automatically at 20% N2 and a engine motoring must be at least
done for 60 seconds to eliminate entrapped fuel or vapor.
Starting System
General
FRA US/T bu
July 01
Page: Page: 272

Starting System
General
A318/
A319 / A320 / A321
/A321
CFM 565A
8000
PULL IGNITION SYSTEM C/BS

PUSH ONE BOOST PUMP P/B
TO ON
BOOST PUMP STARTS TO RUN
PUT MODE SELECTOR

TO CRANK POSITION
ECAM ENG START PAGE APPEARS
CHECK STARTER AIR PRESSURE
MIN. 25 PSI
PUSH MAN START PB TO ON
START VALVE OPENS
MONITOR INDICATIONS
N2, N1 AND OIL PRESSURE MUST

INCREASE
WHEN N2 SPEED IS >20%

PUT ENG MASTER SWITCH TO ON
FUEL FLOW INDICATION INCREASES
AFTER 1020 SECONDS

PUT ENG MASTER SWITCH TO OFF
FUEL FLOW INDICATION GOES TO 0

START VALVE CLOSES
NORM
WHEN N2 SPEED REACHES 20% THE ECU REENGAGES THE STARTER

AFTER 60 SECONDS MOTORING
RELEASE MAN START PB TO OFF
START VALVE CLOSES,ENGINE INDICATIONS

BACK TO 0
PUT MODE SELECTOR

TO NORM POSITION
ECAM ENG START PAGE

DISAPPEARS
Fuel Pumps OFF

Figure 135
FRA US/T bu
July 01
Wet Cranking Procedure

Page: Page: 273
Starting System
General
S
A318/
/A321
A319 / A320 / A321

CFM 565A
8000
STARTING SYSTEM
There are two starting processes
4. -The automatic starting process, under the fullauthority of the FADEC system.
5. -The manual starting process, with limited authority of the FADEC system.
1) Automatic start.
During an automatic start, the ECU includes engine protection and provides
limits for Nl, N2 and EGT, with the necessary indications in the cockpit.
The automatic starting procedure is :
Rotate mode selector to IGN/START. Both ECUs are powered up.
Switch the MASTER LEVER toON. The SAV opens and :
at 16% N2 speed, one igniter is energized.
at 22% N2 speed, fuel is delivered to the combustor.
at 50% N2 speed, the SAV is closed and the igniter deenergized.
In case of no ignition, the engines are dry motored and a second starting procedure initiated on both igniters.
2) Manual start.
During a manual start, the ECU provides limited engine protection and limitation only on EGT.
The manual starting procedure is :
Rotate mode selector to IGN/START. Both ECUs are powered up.
Press the MAN/START push button. The SAV opens and:
when N2 speed > 20%, switch the MASTER LEVER toON.
the two igniters are energized and fuel is delivered to the combustor.
at 50% N2 speed, the SAV is closed and the igniters automatically deen
ergized.
When the engines are started (manual, or automatic), the mode selector must
be switched back to the NORMAL position.
FRA US/T bu
July 01
Page: Page: 274

A318/
/A321
A319 / A320 / A321

CFM 565A
8000
Starting System
General
Figure 136
FRA US/T bu
July 01
Starting System
Page: Page: 275
Starting System
General
S
/A321
A319 / A320 / A321

CFM 565A
8000
AUTOMATIC START
The ECU fully controls the automatic start procedure of an engine till reaching
50% N2. The ECU protects the engine up to 50% N2 in case a Hot start,Hung
start,Stall or ignition fault occurs.The oil pressure is not monitored by the ECU
during engine start.This must be done by the operator who starts the engine.
NOTE:
THERE MUST BE A POSITIVE OIL PRESSURE INDICATION BEFORE THE ENGINE REACHES A STABILIZED GROUND IDLE.
Unsatisfactory Starts during Auto Start

The Auto Start system has equipment that collects input on problems.
The equipment will automatically resequence the applicable control circuit to
correct the unsatisfactory condition.
Usually, the FADEC system is resequenced after a total of 4 cycles. If the problem is not corrected after resequencing, the applicable diagnostic indications
will be shown on the flight deck screen.
A318/
Stall or Overtemperature
For either a stall or an overtemperature, the FADEC system will do the items
that follow:
Fuel is shut off for 7 seconds.
Starter and ignition stay ON.
At the end of the 7 seconds, the fuel is turned back on but, the fuel
schedule is reduced 7 percent.
If another stall or overtemperature occurs, the FADEC system repeats the
sequence and reduces the fuel schedule by 7percent more. The total
amount that the fuel schedule has been reduced at this point is 14 percent.
If a stall or overtemperature occurs a third time, the FADEC system will repeat the sequence and reduce the fuel schedule by 7 percent more. The
total amount that the fuel schedule has been reduced at this point is 21 percent.
If a stall or overtemperature occurs a fourth time, the start will automatically
be aborted and the applicable message will be indicated on the flight deck
screen.
FRA US/T bu
July 01
Starter air pressure is below 20 psi (1.3789 bar)

If the acceleration is below the threshold and a stall or overtemperature is indicated, the start will be automatically aborted if in auto start mode.
The fuel will not be turned on if the starter air pressure is too low to motor the
core to 22 percent N2, the start will be automatically aborted if in auto start
mode.
Hung Start during Autostart
If engine acceleration ceases and there has been no reduction in the acceleration fuel schedule and there is no stall or overtemperature indication, the start
will be automaticaly aborted if limits are exceeded.
If engine acceleration ceases and there has been a previous reduction in the
acceleration fuel schedule and there is no stall or overtemperature indication,
FADEC will automatically increase the acceleration fuel schedule to accomplish
acceleration to idle.
The FADEC system is resequenced after a total of 4 cycles. If the problem
is not corrected after resequencing, the applicable diagnostic indications will be
shown on the flight deck screen.
Ignition Fault
If the engine lightoff does not occur within 18 sec,the FADEC system automatically turns off the ignition,shuts the fuel flow and dry motors the engine for 30
sec.
Twenty five seconds into the dry motoring period,the FADEC system energizes
both igniters and at 30 sec,turns fuel flowback on.
If on this second engine start attempt there is no light off within 13 sec,the FADEC system automatically turns off both igniters,shut off the fuel flow and turns
the starter for 30 sec. to drymotor the engine.
This will result in a start abort indication on the upper ECAM.
Page: Page: 276

A318/
/A321
A319 / A320 / A321

CFM 565A
8000
Starting System
General
Figure 137
FRA US/T bu
July 01
Starting System
Page: Page: 277

Starting System
General
S
A318/
/A321
A319 / A320 / A321

CFM 565A
8000
MANUAL START
The manual start mode limits the authority of the ECU so that the pilot can
sequence the starter, ignition and fuel on/off manually.
This includes the ability to dry crank or wet crank.
Pushing the manual start push button off during dry cranking closes the starter
air valve and during wet cranking closes both the starter air and fuel shut off
valves.
The ECU continues to provide fault indications to the cockpit.
However, during manual operation, the ECU abort feature is disabled and
conventional monitoring of the start parameters is required.
The engine manual start panel, used for manual start, is located on the overhead panel and is composed of two manual start push button switches (one per
engine).
The manual start procedure commences when the mode selector is set to:
IGN/START,
the manual start push button switch is set to ON and the master switch is OFF.
The starter air valve is then commanded open by the ECU.
When the master switch is turned ON during a manual start, both ignitors are
energized and fuel is turned on >22%.
Intermittent mode selector position has no effect on the manual start sequence
once the manual start procedure is initiated.
The starter air valve can be closed by selecting the manual start push button
switch OFF at any time prior to turning the master switch ON.
Once the master switch is turned ON, the manual start push button switch has
no effect on the start.
When the master switch is turned OFF, the control commands the HP fuel
valve and LP-fuel valve closed, the starter air valve closed and the ignitors off.
FRA US/T bu
July 01
Page: Page: 278

A318/
/A321
A319 / A320 / A321

CFM 565A
8000
Starting System
General
Figure 138
FRA US/T bu
July 01
Starting System
Page: Page: 279
Engine Exhaust
A318/
/A321
A319 / A320 / A321

CFM 565A
7830
ATA 78
EXHAUST
7830 THRUST REVERSER

INTRODUCTION
GENERAL
Thrust reverse is achieved by reversing the direction of the fan airflow using
four pivoting blocker doors.
Each door is operated by a hydraulic actuator. The actuator receives fluid from
a Hydraulic Control Unit which is controlled by the Electronic Control Unit.
A latch mechanism maintains each blocker door in the stowed position. The
latches are hydraulically released at the beginning of the deploy sequence.
Door positions are monitored by stow and deploy switches.
FRA US/T bu
July 01
Page: Page: 280

A318/
/A321
A319 / A320 / A321

CFM 565A
7830
Engine Exhaust
Figure 139
FRA US/T bu
July 01
Thrust Reverser Fan Airflow Stow/Deploy

Page: Page: 281
ENGINE EXHAUST
T/R SYSTEM GENERAL
/A321
A319 / A320 / A321

CFM 565A
7830

General
The Thrust Reverser System is controlled by the ECU of each engine.
The ECU incorporates a thrust reverser command logic based on throttle control lever selection, thrust reverser feedback position and ground/flight configuration, which generates a command signal to the pressurizing valve and the
directional valve in the HCU.
The signal from the ECU to the directional valve ,which is installed in the HCU,
is fed to the avionics compartment, where it passes through an inhibition relay
controlled by the Engine Interface Unit (EIU) according to throttle control lever
position and GRD Signal from the LGCIU.
Each channel of the ECU can control and monitor the thrust reverser.
The hydraulic energy required for the actuator is supplied from the normal hydraulic system.
Thrust Reverser Control
The thrust reverser control is based on a ECU logic which is based on the following conditions:
Thrust Control Lever Position (TLA)
Ground/Flight Configuration
Reverser Door Position (Stow and Deploy switches)
Engine RPM , N2 > min IDLE .
A318/
The Hydraulic Control Unit controls the following functions on the reverser:
unlocking
deploying
stowing
locking
Stow Position
For determining the stowed position of the doors, there are four thrust reverser
single switches, one per door.
Thrust Reverse Indication
The thrust reverser operating sequences are displayed in the cockpit on the
ENGINE AND WARNING Display in the middle of the N1 dial with a REV Indication.
REV Indication amber = transit
REV Indication green = all doors in deploy position.
In deployment, an amber REV indication will come in view at the middle of the
N1 dial when at least one reverser door is unstowed or unlocked (stroke >1%).
If this occurs in flight, REV will flash first for 9 sec, then it will remain steady.
This indication will change to green colour when the four fan reverser doors are
fully deployed and the reverse thrust can be applied.
In stowage, the indication changes to amber when one door at least is less
than 95% deployed and disappears when all four doors are stowed.
Latches
There are four latches, one per blocker door. The latches hold the doors in the
stowed position and are located beside the actuators on the thrust reverser
forward frame. The latches are hydraulicly connected in series.
CFDS Interface
The reverser system is monitored by the CFDS.
The maintenance has the possibility to perform a reverser test via the MCDU.
With this test a engine running signal is simulated by the CFDIU.This allows a
reverser deployment.
Deploy Positon
The deployed position of the doors is sensed by two thrust reverser double
switches .
FRA US/T Bu July 01

Page: Page: 282

ENGINE EXHAUST
T/R SYSTEM GENERAL
A318/
CFM 565A
7830
STATIC
RELAY
EIU 1/ 2
MREV 70,0%
SEC 1
OR
DMC
CFDIU
SEC 2 (3 )
MCDU
T/R TEST
LGCIU 1/2
(WOW)
MAIN
LANDING
GEARS1&2
THRUST
LEVER
TLA
RESOLVERS
POTENTIO
METERS
FRA US/T Bu July 01
10
N1
6 8
REV
35.5
10
REV
35.5
FWC
LATCH
T/R
POSITION
CHANNEL B
REVTEST
or
N2 >50%
AND
CHANNEL B
CHANNEL A
STOW
SW
DOOR
1
ACTUATOR
CHANNEL A
CHANNEL B
PRESS SW
SOV F
DOOR
2
DEPLOY
SW
SUPPLY
HYDRAULIC
RETURN
INHIBITION
RELAY
HCU T/R
DIRECT V SOL
PRESS V SOL
DIRECT V SOL
PRESS V SOL
Figure 140
6 8
T/R
POSITION
CHANNEL A
E.C.U.
A319 / A320 / A321
/A321
DOOR
3
DOOR
4
DEPLOY
SW
Reverser System Schematic

Page: Page: 283

Engine Exhaust
A318/
/A321
A319 / A320 / A321

CFM 565A
7830
THRUST REVERSER COMPONENTS (LRU S )

Thrust Reverser Components
Hydraulic Control Unit (HCU)
Hydraulic Actuator (4)
Hydraulic Latch /4)
Piviting Doors (4)
Stow Switches (4)
Dual Deploy Switches (2)
Electrical Junction Box
Reverser Cowl (2)
Cowl Opening Actuator (2)
Handpump Connection (2)
Actuators
There are four hydraulic actuators, mounted on the forward frame by a ball joint
assembly support.
They constitute a differential doubleacting unit.
They are supplied by the HCU.
These hydraulic actuators have four different functions :
to deploy doors
to stow doors
to assure a secondary lock in stowed position by a system of claws
to ensure that doors rotation speed slows down at the end of the deploy
phase.
The actuators comprise a manual unlocking system for maintenance.
HCU Location
The HCU is mounted on the upper forward face of the right hand thrust reverser forward frame.The hydraulic control unit controls hydraulic fluid flow to the
thrust reverser latches and blocker door actuator. Control and feedbacksignals
are exchanged with the engine ECU.
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Engine Exhaust
Figure 141
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Engine Thrust Reverser LRU,s

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/A321
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CFM 565A
7830
REVERSER HYDRAULIC CONTROL UNIT

Reverser Hydraulic Control Unit ( HCU )
The HCU has the following functions :
to supply pressure to hydraulic system (pressurizing valve)
to regulate blocker doors stowing speed (flow limiter)
to supply latches (directional valve solenoid)
to supply actuators (directional valve).
The HCU incorporates the following items :
pressurizing valve
directional valve
flow limiter
filter and clogging indicator
pressure switch
bleed valve.
The aircraft hydraulic system is used as the supply source.
Electrical characteristics :
Pressurizing valve solenoid and directional valve solenoid :
Each channel within the ECU shall interface with the thrust reverser valve solenoids.Each solenoid contains two electrically isolated, independent coils,one
dedicated to channel A and the other to channel B. Each of these windings
conforms to the following characteristics :
Each solenoid winding will be connected to the ECU via a two wire cable.
Pressurizing valve and Pressurizing valve solenoid :
energized pressurizing valve open
deenergized pressurizing valve close
The pressurizing valve is a two position valve which is solenoid actuated to the
open position. The valve is spring loaded to the closed position (solenoid de
energized).
he pressurizing valve can also be manually closed and pinned (inhibited) to
prevent inadvertent actuation of the thrust reverser during maintenance work.
Energizing the valve solenoid opens a port .Then the hydraulic pressure is supplied to the stow side of the actuators and to the directional valve .In the pres-
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surizing valve, there is a time delay system which limits the closing time of the
piston valve at 2 seconds minimum.
Directional Valve and Directional valve solenoid :
energized T/R deploy
deenergized T/R stow
The directional valve is a three port, two position, valve.
Energizing the valve solenoid opens a port allowing hydraulic pressure for the
door latches (the HCU pressurizing valve must be opened).
When the last latch is supplied the hydraulic pressure return moves a piston
valve to the deploy position.Then hydraulic pressure is ported to the deploy
side of the actuator piston .
Flow limiter
The flow limiter regulates the hydraulic fluid flow returning to the HCU from the
actuator piston head in order to control/limit the blocker door stowing rate under
varying conditions.
Bleed valve
The bleed valve permits bleeding of the HCU.
Pressure switch
The pressure switch indicates to the ECU that hydraulic circuit is pressurized or
not.Pressure switch signal is available to the ECU and can be used for maintenance purpose.
Filter and clogging indicator
The hydraulic control unit filter is used to filter the fluid supply from the aircraft
hydraulic system. The filter is a flow through cartridge type filter. The clogging
indicator monitors pressure loss through the filter cartridge and features a pop
out indicator to signal when it is necessary to replace the filter element.
Manual Lockout Lever
With the manual lockout lever it is possible to shut the hydraulic supply to the
reverser by closing the isolation valve in the HCU.The lever can be secured in
the lockout position with a pin.(this is also a part of blocking the reverser.)
This must always be done when working on the reverser system !
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Engine Exhaust
Figure 142
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Hydraulic Control Unit ( HCU )

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/A321
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CFM 565A
7830
REVERSER OPERATION
Selection of either stow or deploy from the cockpit sends a signal to the engine
ECU which, in turn, supplies two independent signals to the thrust reverser
HCU pressurizing and directional control valves.
These signals to the HCU are only provided if the ECU has correct signals e.g.
reverser position engine power setting.
Stow Configuration
In the initial stowed position with the reverse stow control selected in the cockpit, the hydraulic pressure is applied to the input of the HCU.
All reverser hydraulic systems are pressurized at the return pressure as long
as the aircraft is in flight and, no signal is sent to open the pressurizing valve
solenoid.
Deploy sequence
When reverse thrust is selected in the cockpit, the ECU controls that deploying
conditions are achieved. In that case, the electrical power (28VDC) is sent topressurizing valve solenoid and to the directional valve solenoid.
A318/
Deployed Position Selected Latches Unlocking

A. When the pressurizing valve is opened and that the directional solenoid
is energized, high pressure (HP about 3000 psi) is routed to the hydraulic actuator rod side, pressure signal is sent to aircraft system : blocker
doors unlocking sequence starts.
B. When the last latch is opened, the pressure drives the directional valve
which enables to supply hydraulic actuator heads with pressure.
C. As soon as one blocker door is at more than one percent of angular
travel, its stow switch changes over and sends signal 1 or 2 or 3 unstowed doors to the ECU. In the cockpit an amber REV indication is
displayed in the middle of the Signal unstowed doors will not be send
to the ECU until all blockers doors are at more than one percent of their
angular travel .
D. Each blocker door arriving at 95 percent of its travel is slowed down until
completely deployed through hydraulic actuator inner restriction: at this
moment the switch is also activated.When the four blocker doors are
deployed the ECU receives the deployed doors information and stops
pressurizing valve solenoid supply.REV indication changes to green.
Latches remain in temporary doors stowing position.
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Stow sequence
E. When blocker doors stowing is selected, the ECU controls that stowing
conditions are achieved. In that case, the ECU reverses the electrical
signals of the end of deploying sequence. Pressurizing valve solenoid is
energized, directional valve solenoid deenergized. When one door is at
less than 95% of his travel, REV indication changes to amber colour.
F. Pressurizing valve opens and hydraulic actuator rods are supplied.
Hydraulic actuator heads are connected to return.A flow limiter controls
hydraulic actuator pistons retraction speed.
G. When all blocker doors are at one percent from their stowed position
they activate the switches which send the stowed door information to
the ECU. The REV indication disapears .
H. The ECU cuts pressurizing valve solenoid electrical supply. The pressurizing valve closure temporisation of one to two sec.enables hydraulic
actuators to perform the end of stroke. The actuators actually bring the
pivoting doors to an overstowed position of approximately 2 mm (0.08
in.) in order to engage the latches. Latch hooks get engaged.
I. The end of temporisation connects all circuits to return. The pressure
switch transmits signal without pressure to the ECU.
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/A321
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LATCH ACTUATORS
SOV
DOOR ACTUATORS
Figure 143
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HCU Schematic
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THRUST REVERSER LATCHES

There are four latches, one per blocker door. The latches hold the doors in the
stowed position and are located beside the actuators on the thrust reverser
forward frame. The latches are connected in series.In case a latch fails the hydraulic actuators which deploy or stow the pivoting doors have a secondary
lock.
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Manual
Unlocking Axis
5/16 inch
Figure 144
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TR-Latches
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7830
HYDRAULIC ACTUATOR
There are four hydraulic actuators,mounted on the forward frame by a ball joint
assembly support.
These hydraulic actuators have four different functions:
to deploy the doors,
to stow the doors,
to ensure a secondary lock in stowed position,
to ensure that the doors rotation speed slows down at the end of the deployment phase.
The actuators comprise a manual unlocking system for maintenance.
Door latch failure

If a door latch breaks, the actuator has a secondary lock. This prevents the
door from moving more than 1/2 inch from the stowed position.This movement
is sufficient to actuate the unstow switch to provide a warning in the cockpit.
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NORMAL CONDITION
DOOR LATCH FAILURE
FAILED LATCH
ACTUATOR LOCKED
Figure 145
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Hydraulic Actuators
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ENGINE EXHAUST
A318/
/A321
A319-114
CFM56-5A5
78-37
78-37 THRUST REVERSER INDEPENDENT LOCKING SYSTEM

THIRD LINE OF DEFENCE
SYSTEM OPERATION
To protect the thrust reverser system against inadvertent deployment, an additional and independent thrust reverser locking device ( third line of defence ) is
installed on the aircraft.
For each engine, a shutoff valve is introduced between the Hydraulic Control
Unit ( HCU ) and the associated Aircraft hydraulic unit. The shutoff valve
( SOV ) is installed under the engine pylon ( on the FWD secondary structure in
the fan compartment ).
The opening / closure command of this SOV is provided through an aircraft
logic, completely independent from the basic thrust reverser. FADEC command
and monitoring logic/circuitry.
Each SOV opening / closure is obtained from the Throttle Control Unit ( TLA
signal 3.8deg. ) and Spoiler Elevator Computers ( SEC ) which command a
static relay to control 115 VAC power supply to the SOV solenoid.
The Engine Interface Unit ( EIU ) receives the TLA signal 3.8deg. from
another position switch of the Throttel Control Unit, to energize the inhibition
relay.
ShutOff Valve Opening/Closing Operation.The hydraulic power for the thrust

reverser operation is obtained from the engine driven pump of the hydraulic
system (ref. 291000), which supplies the HCU through the filter and the
thrust reverser SOV. The thrust reverser SOV is designed to isolate the thrust
reverser from the aircraft hydraulic system. The solenoid valve is deenergized
closed. When the supply port is closed the thrust reverser is isolated from the
aircraft hydraulic system.When the solenoid is energized the valve opens.
The thrust reverser SOV is commanded in the open position when the following
aircraft is on ground proximity (less than 10 ft)
reverse thrust is selected
high forward thrust not selected on opposite engine.
The SOV valve solenoid is supplied with 115 VAC through a dedicated and
physically segregated wiring. This power supply to the SOV is controlled by a
power relay commanded by a static relay. The power relay coil is enegized to
open the SOV and deenergized to close the SOV. Its energization/deenergization is controlled through the 28VDC static relay which is piloted by the
SEC (SEC 1 or 2 for engine 1 and SEC 1 or 3 for engine 2).
COMPONENT DESCRIPTION
ShutOff Valve
The thrust reverser ShutOff Valve (SOV) is a 3 port, two position spool valve.
It is controlled by a solenoid driven 3 port, two position normally open pilot
valve. Electrical power is supplied to the SOV through the fan electrical feeder
box.
Filter and Clogging Indicator
It is used to filter the fluid from the aircraft hydraulic system. The filter is a flow
through cartridgetype filter. The clogging indicator monitors the pressure loss
through the filter cartridge and has a popout indicator to signal when it is necessary to replace the filter element.
The filter assembly contains a check valve to permit the removal of the canister
and the change of the filter element with a minimum of spillage.
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ENGINE EXHAUST
A318/
/A321
A319-114
CFM56-5A5
78-37
NEW
Figure 146
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T/R Independent Locking System

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CFM 565A
7830
THRUST REVERSER SWITCHES

GENERAL
The Thrust Reverser (T/R) is part of the nacelle and fully controlled by the
ECU, using information from the cockpit throttle assembly and A/C computers.
The T/R consists of :
the hydraulic systern.
the Cducts and blocker doors.
the actuators.
deploy and stow switches.
A test is available through the MCDU menus, to check some T/R components.
To perform this test, the conditions are:
aircraft on ground.
engine not running.
The blocker doors are monitored in the open or closed positions by a series of
deploy and stow switches, which provide the ECU with T/IR door positioning
Stow switches.
TRS1
All switches open 4 doors unstowed
One switch closed at least one door stowed
TRS2
All switches open = 4 doors stowed
One switch closed at least one door unstowed
Deploy switches.
Any switch open = at least one door not deployed
All switches closed = all doors deployed
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Engine Exhaust
Figure 147
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Thrust Reverser Stow / Deploy Switches

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CFM 565A
7830
STOW SWITCH
Stow switch (4)
For determining the stowed position of the doors, there are four thrust reverser
single switches, one per door, located onto the forward frame rear side next to
the latches.The switches are dual, i.e. they include 2 cells one dedicated to
each channel of the ECU. The switches are connected to the ECU via the electrical junction box.All stow switches are connected in parallel.At 0.9% of blocker
doors flush position , the cells are closed .
Thrust Reverse Indication

The thrust reverser operating sequences are displayed in the cockpit on the
ENGINE AND WARNING Display in the middle of the N1 dial with a REV Indication.
REV Indication amber = transit
REV Indication green = all REV doors in deploy position.
In deployment, an amber REV indication will come in view at the middle of the
N1 dial when at least one reverser door is unstowed or unlocked (stroke >1%).
If this occurs in flight, REV will flash first for 9 sec, then it will remain steady.
This indication will change to green colour when all the fan reverser doors are
fully deployed and than the reverse thrust can be applied.
In stowage, the indication changes to amber when one door at least is less
than 95% deployed and disappears when all the 4 doors are stowed.
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Engine Exhaust
LATCH
Figure 148
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Stow Switch
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/A321
A319 / A320 / A321

CFM 565A
7830
DEPLOY SWITCH
Description
The deployed position of the doors is sensed by two thrust reverserdouble
switches :
One for the two right side doors and one for the two left side doors.
They are located between the corresponding doors in 3 and 9 oclock beams.
One single switch includes 2 cells one for each ECU channel. Junction wires
inside the switch are bedded in grease to avoid friction wear problems.
The switches are connected to the ECU via the electrical junction box.
For each door, one cell is connected to ECU channel A, the other one
to channel B. All doors are electrically connected in series.
Each time a door reaches 95% of its travel, the circuit closes.
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7830
DEPLOY SWITCH
DEPLOY SWITCH
Figure 149
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Deploy Switch
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/A321
A319 / A320 / A321

CFM 565A
7830
THRUST REVERSER DEACTIVATION

Refer to MEL Maintenance Procedure 783001
Thrust Reverser Deactivation
This is done when a reverser system fault occured and the aircraft is dispatched according to MEL.
The reverser is deactivated by turning the control lever on the HCU to
OFF and inserting the pin.
And inserting the 4 lockout bolts in each blocker door to prevent it from
opening.
HCU LockOut
is performed:
through Deactivation Lever
the HCU is in Bypass Position
This must be performed,to:
operate the Blocker Doors manually (by hand) for Maintenance Actions.
prevent Reversersystem from unwanted operation.
deactivate the Reverser.
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/A321
A319 / A320 / A321

CFM 565A
7830
Hydraulic Control Unit (HCU)
Lockout Pin
Lockout Bolt
Pivoting Door
Actuator
Lockplate
Lockout Fairing
Pivoting Door
Latch
Pivoting Door
HCU Lockout
Lever in OFF position
Lockout Bolt
Storage Bracket for

Lockout Bolts
Figure 150
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Thrust Reverser Deactivation

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/A321
A319 / A320 / A321

CFM 565A
7830
MANUAL DEPLOYMENT OF THE BLOCKER DOOR

TASK 783241860040
A .On the panel 115VU:
Put a warning notice to tell persons not to start the engine 1(2).
B. Make sure that the engine 1(2) has been shut down for at least
5 minutes.
C. On the panel 50VU:
Make sure that the ON legend of the ENG/FADEC GND PWR/1(2)
pushbutton switch is off.
Install a warning notice.
D. Open the fan cowl doors.
E. Put the access platform in position.
F. Make the thrust reverser unserviceable.
Procedure
A . Using a 5/16 in. wrench turn the manual unlocking knob on the latch to
the unlock position.
NOTE :
The manual unlocking knob is located on slots aside of the latch.
Check the secondary lock of the actuator.
B. Turn the manual unlocking square on the actuator to the unlock position.
NOTE :
The pivoting door automatically disengage from its hook.
CAUTION:
DO NOT PUSH ON THE STOW SWITCH LEVER WHEN

BLOCKER DOOR IS OPENED OR DAMAGE COULD OCCUR.
C. Open the pivoting door by manually pulling on its edge.
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Figure 151
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Manual Deployment
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7830
OPERATIONAL TEST OF THE T/R WITH CFDS

PROCEDURE:
Pressurize hydraulic system:
FOR 1000EM1 Pressurize the Green hydraulic system with the Yellow
hydraulic system through the PTU .
On the lower display unit of the ECAM system:
Make sure that the HYD page shows that the pressure of the Green
system is 3000 PSI.
FOR 1000EM2 Pressurize the auxiliary Yellow hydraulic system.
On the lower display unit of the ECAM system:
Make sure that the HYD page shows that the pressure of the Yellow
system is 3000 psi (206.8427 bar).
On the panel 50VU:
release the FADEC GND PWR 1 (2) pushbutton switch (on the pushbutton
switch, the ON legend is on).
release the HYD/LEAK MEASUREMENT VALVES/B/G/Y pushbutton
switches (on the pushbutton switch the OFF legend comes on)
On the panel 23VU:
make sure that the SEC1 pushbutton switch is on (on the pusbutton switch
the OFF legend is off).
/A321
On the left or right MCDU, get the SYSTEM REPORT/TEST ENG page
Do this test:
NOTE : This test can be done through the channel A or B of the FADEC 1(2)
Thrust Reverser Test
ACTION:
RESULT:
Push the line key adjacent to the T/R The THRUST REVERSER TEST
Test indication to get in the T/R TEST menu comes into view.
program.
Push the line key adjacent to the
PUSH BUTTON TO START TEST
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The WARNING TEST ACTIVE indication comes into view.
Put the throttle control lever in the

IDLE REVERSE position
The thrust reversers of the engine

1(2) operate.
On the upper display unit of the
ECAMsystem:
The REV indication in the N1 indicator of the engine 1 (2) must be
amber when the thrust reversers operate.
It must become green when the
thrust reverser are full deployed.
NOTE : If you do not perform the subsequent step immediately install a

warning notice on the throttle control lever of the engine 1(2) to prohibit anymovement of the lever
Put the throttle control lever in the
IDLE position
- The thrust reversers of the engine 1

(2) retard
On the upper display unit of the
ECAM system:
-The REV indication must be amber
when the thrust reversers operate.
- It must go out of view when thethrust reversers are stowed andlocked.
Push the line key adjacent to the RE- -TR TEST REPORT comes into view.
TURN indication
WARNING :
YOU MUST USE THE LINE KEY ADJACENT TO THE RETURN INDICATION TO COMPLETE THE TEST. IF YOU COMPLETE THE TEST WITH
THE MCDU MENU KEY, THE TEST WILL STAY IN OPERATION FOR
ONE MINUTE WITH NO INDICATIONTO MAINTENANCE PERSONNEL. IF
A PERSON MOVES THE THROTTLE CONTROL LEVER IN THIS ONE
MINUTE, UNWANTED MOVEMENT OF THE THRUST REVERSER CAN
OCCUR.
Push the line key adjacent to the RE- -The ENGINE 1(2) MAIN MENUTURN indication
comes into view.
Do the procedure again for the channel B of the FADEC 1(2).
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A318/
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/A321
CFM 565A
7830
ENGINE 1 CHANNEL A
IGN TEST >
< LAST LEG

REPORT
< PREVIOUS LEG
REPORT

ENGINE 1 CHANNEL A
T/R TEST >
PREPARE AIRCRAFT SYSTEMS

FOR T/R OPERATION
T/R WILL DEPLOY WHEN TLA
IS IN THE REVERSE REGION
T/R WILL STOW WHEN TLA IS
IN FORWARD REGION
FADEC TEST >
< LRU IDENT

< TROUBLE SHOOTING
REPORT
< CLASS 3 FAULTS
REPORT
< RETURN
PUSH BUTTON TO
START TEST >
PRINT >
< RETURN
ENGINE 1 CHANNEL A
ENGINE 1 CHANNEL A
LEG
*********** WARNING ** *********

*********
TEST ACTIVE ********
DATE
GMT
ATA
NO FAULTS RECORDED
AT END OF TEST RETURN

TLA TO FORWARD
THRUST REGION TO
STOW T/R
< RETURN
< RETURN
Figure 152
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CFDS T/R Test

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Engine
Engine Change
A318/
/A321
A319 / A320 / A321

CFM 565A
7100
7100 ENGINE CHANGE

ENGINE REMOVAL / INSTALLATION
The arrangements for slinging / hoisting the engine are shown below
( Bootstrap).
For furter information refer to AMM 710000400
Fan / Reverser Cowls Supports for Engine Removal
After a new engine was installed different Test Tasks have to be performed:
Check of engine datas via CFDS ( ESN,ECU P/N, Engine Rating, Bump
level etc.) to make sure that they are the same as written on the ECU, data
entry plug and engine identification plates.
Operational Test of ECU via CFDS.
If A/C is operated in actual CAT III conditions,a Land Test must be performed.
Functional check of IDG disconnect system.
Functional check of engine ice protection system.
Dry motor leak check
Wet motor leak check
Idle leak check
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7100
Engine
Engine Change
Figure 153
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Engine Removal / Installation

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CFM 565A
7100
DISCONNECT PANEL
Engine
Engine Change
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7100
Engine
Engine Change
Figure 154
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Engine Connections
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ENGINE GROUND OPERATION

POWER PLANT PRESERVATION
/A321
A318/319/320/321
7200

Recommendations for Engine Preservation
Task 720000600029
Preservation for a Period up to 30 Days
Task 720000600001
A.General
The procedures in AMM 720000600029 are for Engines Installed on
Wing or on Stand.
B.Equipment
Vapor barrier film (Oil CP2160), Engine Covers.
Preservation for a Period up to 90 Days
Task 720000600002
A.General
Wing.
B.Equipment
Corrosion additives (CP5075),Engine Covers.
A318/
Preservation for a Period of 30 to365 Days

Task 720000600003
A.General
Wing.
B.Equipment
Vapor barrier film (Oil CP2160), Engine Covers,Corrosion additives
(CP5075),fuel corrsion additives (CP5066),Preservation ground cart.
FRA US/T-5
KoA April 04
Preservation Renewal Requirements

Task 720000600004
A.General
The procedures in AMM 720000600004 are for Engines installed on
wing.
B.Equipment
Equipment for 30,90 or 30 to 365 days preservation.
Procedure for Exceeded Long Term Preservation Period

Task 720000600005
A.General
Contact your CFMI Representative for instruction if preservation period
has expired.
Depreservation
Task 720000600028
A.General
The procedures in AMM 720000600028 are for Engines installed on
wing or on stand.
B.Equipment
Engine Oil (CP2442).
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ENGINE GROUND OPERATION

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Ice and Rain Protection

Engine Anti Ice
A318/
/A321
en
A319 / A320 / A321

CFM 565A
3021
ATA 30
ICE AND RAIN PROTECTION
3020 AIR INTAKE ANTIICE PROTECTION

ENGINE AIR INTAKE ANTIICE SYSTEM PRESENTATION
Source
Air is bled from High Pressure Commpressor 5th Stage of each Engine.
Valve
For each Engine, hot bleed air is ducted via an ON/OFF valve.
Upon energization of the solenoid, the valve will close.
In case of loss of electrical power supply and pneumatic air supply available,
the valve will open.
It has a Manual Override and Lock. It can be blocked in the OPEN or in
the CLOSED position.
FAULT (PBSwitch Out, Amber)

Fault light illuminates amber.
The ECAM is activated
Single chime sounds
MASTER CAUT light ON
Warning message:
ANTI ICE ENG 1 (2) VALVE CLSD
ANTI ICE ENG 1 (2) VALVE OPEN.
Control
For each engine, theON/OFF valve is controlled by a pushbutton.
Continuos ignition is automaticaly activated when the valve is opened.
The FAULT light comes on during transit or in case of abnormal operation.
ECAM Page
If at least one of the two engine air intake antiice systems is selected ON, a
message appears in GREEN on the ECAM MEMO display.
ON (PBSwitch In, Blue)
The ON light comes on in blue. (valve solenoid deenergized) .
ENG ANTI ICE ON is indicated on the ECAM MEMO page.
OFF (PBSwitch Out)
Anti ice system is OFF (valve solenoid energized).
FAULT (PB Switch In, Amber)
Fault light illuminates amber when valve not fully open.
FRA US/T bu
July 01
Page: Page: 314


Engine Anti Ice
A318/
A319 / A320 / A321
/A321
CFM 565A
en
3021
ENGINE 1
5th STAGE
BLEED AIR
ANTIICED
AREA
9th STAGE
MUSCLE
PRESSURE
LINE
FADEC
ONOFF VALVE
CABIN
ZONE
CONTROLLER
OPEN POSITION
SIGNAL
ANTI ICE
Figure 155
FRA US/T bu
July 01
ENG 1
ENG 2
FAULT
FAULT
ON
ON
Engine Nacelle Anti Ice System

Page: Page: 315
A318/
/A321
A319/A320/A321
CFM565A
3020
SYSTEM CONTROL SCHEMATIC

ENG. AIR INTAKE ANTI ICE PROTECTION
FRA US/T Bu
August 2001
Page: 316

ENG. AIR INTAKE ANTI ICE PROTECTION
A318/
A319/A320/A321
/A321
CFM565A
3020
( ZONE CONT.)
( EIU )
Figure 156
FRA US/T Bu
August 2001
Control Schematic
Page: 317

Engine Anti Ice
A318/
A319 / A320 / A321
/A321
CFM 565A
en
3021
Figure 157
FRA US/T bu
July 01
Engine Nacelle A/I Architecture

Page: Page: 318
A318/
/A321
en
A319 / A320 / A321

CFM 565A
3021

Engine Anti Ice
Figure 158
FRA US/T bu
July 01
ECAM Messages
Page: Page: 319
en
A318/
/A321
A319 / A320 / A321

CFM 565A
3021
ENGINE NACELLE ANTI ICE VALVE OVERRIDE

refer to MEL.
Procedure
Lock the intake antiice valve in the open or the closed position:
Remove the lockpin from the transportation hole in the valve.
Use an applicable wrench on the nut and move the valve to the necessary
position (open or closed).
Hold the valve in the necessary position and install the lockpin in to the
valve locking hole.

Engine Anti Ice
FRA US/T bu
July 01 L2
Page: Page: 320


Engine Anti Ice
A318/
A319 / A320 / A321
/A321
CFM 565A
en
3021
ELECTRICAL
CONNECTION
MANUAL OVERRIDE
REMOVE STOWED
PINROTATE TO
DESIRED POSITION
INSTALL PIN IN
LOCKED POSITION
CL LOCK
OP
ACTUATING
PRESSURE
9TH STAGE
ANTIICE
SUPPLY 5TH
STAGE
STOW
Figure 159
FRA US/T bu
July 01 L2
Engine Nacelle Anti ice Valve

Page: Page: 321
A318/
/A321

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