CHARACTERISTIC SPEEDS

The characteristic speeds displayed on the PFD are computed by the Flight Augmentation Computer
(FAC), according to the FMS weight data (for PFD/MCDU display consistency and accuracy
purposes), and aerodynamic data as a backup.
VLS (of normal landing configuration: CONF 3 or FULL), F, S, and Green Dot speeds are also
displayed on the MCDU TAKEOFF and/or APPR pages. These values are computed by the FMS,
based on the aircraft gross weight (which is computed according to the entered ZFW and the FOB),
or the predicted grossweight (for approach or go-around).

VS: Stalling speed

Stalling speed and it is not displayed. For a conventional aircraft, the reference stall speed, VSmin, is
based on a load factor that is less than 1 g. This gives a stall speed that is lower than the stall speed at
1 g. All operating speeds are expressed as functions of this speed (for example, VREF = 1.3 VSmin).
Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that the flight
crew cannot override, Airworthiness Authorities have reconsidered the definition of stall speed for
these aircraft. All the operating speeds must be referenced to a speed that can be demonstrated fight
tests. This speed is designated VS1g. Airworthiness Authorities have agreed that a factor of 0.94
represents the relationship between VS1g for aircraft of the A320 family and VSmin for conventional
aircraft types.
As a result, Authorities allow aircraft of the A320 family to use the following factors:
 V2 = 1.2 × 0.94 VS1g = 1.13 VS1g
 VREF = 1.3 × 0.94 VS1g = 1.23 VS1g
These speeds are identical to those that the conventional 94 % rule would have defined for these
aircraft. The A318, A319, A320, and A321 have exactly the same maneuver margin that a
conventional aircraft would have at its reference speeds. The FCOM uses VS for VS1g.

VLS: Lowest Selectable Speed

VLS is the lowest selectable speed for the autopilot and the autothrust. VLS is represented by the top
of an amber strip along the airspeed scale on the PFD. VLS (of selected landing configuration: CONF
3 or FULL), is also displayed on the FMS APPR page. VLS is computed by the FAC, based on
aerodynamic data, and corresponds to 1.13 VS during takeoff, or after a touch and go. It becomes 1.23
VS, after retraction of one step of flaps. It becomes 1.28 VS, when in clean configuration.
Note: If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip would hit the
VLS strip on the PFD.
Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g. In addition,
VLS increases with speed brakes extension.

F Speed
Minimum speed at which the flaps may be retracted at takeoff. In approach, used as a target speed
when the aircraft is in CONF 2 or CONF 3. Represented by “F” on the PFD speed scale. Equal to
about 1.18 VS to 1.22 VS of CONF 1+F.

S Speed
Minimum speed at which the slats may be retracted at takeoff. In approach, used as a target speed
when the aircraft is in CONF 1. This is represented by “S” on the PFD airspeed scale. Equal to about
1.22 VS to 1.25 VS of clean configuration.

Green Dot Speed

Greeen Dot (GD) speed is the engine-out operating speed in clean configuration. It provides an
estimate of the speed for best lift-to-drag ratio. Also corresponds to the final takeoff speed. The
Greeen Dot (GD) speed is computed by Auto Flight System (AFS) based on the Zero Fuel Weight,
aircraft weight, and pressure altitude. This will provides the best lift-to-drag ratio for a given altitude
and aircraft weight when one engine is out in clean configuration.
Represented by a green dot on the PFD scale.
– Below 20 000 ft equal to 2 × weight (tons) +85.
– Above 20 000 ft, add 1 kt per 1 000 ft.

PROTECTION SPEEDS
Vα PROT, Vα MAX and VSW are computed by the FAC, based on aerodynamic data. They are only
used for display on the PFD, and not for flight control protection (the activation of the protections is
computed by the ELAC).

Vα PROT
Angle of attack protection speed. Corresponds to the angle of attack at which the angle of attack
protection becomes active. Represented by the top of a black and amber strip along the PFD speed
scale, in normal law.

Vα MAX
Maximum angle of attack speed. Corresponds to the maximum angle of attack that may be reached in
pitch normal law. Represented by the top of a red strip along the PFD speed scale, in normal law.

VSW
Stall warning speed. Represented by a red and black strip along the speed scale when the flight control
normal law is inoperative.

VMAX
Represented by the bottom of a red and black strip along the speed scale. Determined by the FAC
according to the aircraft configuration. Is equal to VMO (or speed corresponding to MMO), VLE or
VFE.

LIMIT SPEEDS
 VA : Maximum design maneuvering speed. This corresponds to the maximum structural
speed permitted for full control deflection, if alternate or direct law is active.
 VMCG : Minimum speed, on the ground during takeoff, at which the aircraft can be
controlled by only using the primary flight controls, after a sudden failure of the critical
engine, the other engine remaining at takeoff power.
 VMCA : Minimum control speed in flight at which the aircraft can be controlled with a
maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff power (takeoff
flap setting, gear retracted).
 VMCL : Minimum control speed in flight, at which the aircraft can be controlled with a
maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff power
(approach flap setting).
 VFE : Maximum speed for each flap configuration. (See Limitations).
 VLE : Maximum speed with landing gear extended. (280 kt IAS / M 0.67).
 VLO : Maximum speed for landing gear operation. (220-250 kt IAS).
 VMO : Maximum speed. (350 kt IAS / M 0.82).
 VFE NEXT : Maximum speed for the next (further extended) flap lever position.
OTHER SPEEDS
V1
The highest speed, during takeoff, at which the flight crew has a choice between continuing the takeoff
or stopping the aircraft. Represented by “1” on the airspeed scale (or the V1 value when it is off the
airspeed scale). Inserted manually through the MCDU by the flight crew at the latest. Displayed on the
MCDU TAKEOFF page.

VR
The speed at which the pilot rotates in order to reach V2 at an altitude of 35 ft at the latest after an
engine failure. Inserted manually through the MCDU by the flight crew. Displayed on the MCDU
TAKEOFF page.

V2
Takeoff safety speed that the aircraft attains at the latest at an altitude of 35 ft with one engine failed,
and maintains during the second segment of the takeoff. Represented by the SPEED SELECT symbol
on the speed scale. Minimum value equal to 1.13 VS for the corresponding configuration. Inserted
manually through the MCDU by the flight crew. Displayed on the MCDU TAKEOFF page.

VREF
Reference speed used for normal final approach. Equal to 1.23 × VS of CONF FULL. Displayed on
the MCDU APPR page, if landing is planned in CONF FULL (VLS CONF FULL).

VAPP
Final approach speed. Displayed on MCDU APPR page. Calculated by the FMGCs.
Represents : VAPP = VLS + wind correction.
The wind correction is limited to a minimum of 5 kt and a maximum of 15 kt.
The flight crew may modify VAPP through the MCDU.
‐ During autoland or when A/THR is on or in case of ice accretion or gusty crosswind greater than 20
kt, VAPP must not be lower than VLS +5 kt.

VAPP TARGET
Represented by a magenta triangle. Calculated by the FMGCs Gives efficient speed guidance in
approach during various windy conditions.
Represents : VAPP TARGET = GS mini + actual headwind (measured by ADIRS).
GS mini = VAPP – TOWER WIND (headwind component along runway axis calculated by FMGC
from tower wind entered on MCDU).
Airbus A320 Flight Phases (1 to 10) by FWC
The Flight Warning Computer (FWC) computes flight phases in the Airbus A320 family aircraft.
These are numbered from 1 to 10. A flight phase refers to a specific period within a flight.
160 What is RVSM and what are the minimum requirements?
Reduced Vertical Separation Minima, Between flight level 285 and 420 the vertical separation
is reduced from 2000 ft to 1000ft in designated area´s
Minimum airplane requirements,
• 2 Independent altimeter systems
• One SSR type transponder ( mode S ) with Altitude reporting system
• Altitude alerting system ( autopilot altitude alert )
• Automatic altitude control system
• Altimeter has a maximum error of 80ft and autopilot systems are able to maintain altitude
within 200ft of assigned level.
 Sink rate maximum 1000fpm
• Thrust setting appropriate
• Briefings conducted and finished
• ILS approach within one dot of deviation
• Circling approach 300 wings level

174 What is a VOLMET?

Continuous broadcast on a VHF or HF channel which includes:
• TREND
• FORECAST
• SIGMET ( significant meteorological data )

175 What is PCN?

Pavement Classification Number, Gives the strength for the runway and taxi pavement.
Weight of airplane is under ACN Aircraft Classification Number which gives the weight class
of the aeroplane.
176 What is LVO
Limited visibility operation, Special procedures established for low visibility to protect ground
movement and protect takeoff and landing area´s. ATC will ensure these procedures have been
implemented by the time, cloud ceiling is less then 200ft or RVR has dropped to 600m or less
177 What are the limitations for all ILS approach catagories?
CAT 1, Ceiling at 200ft RVR 550m
CAT 2, Ceiling at 100ft RVR 300m
CAT 3A, Ceiling at 100ft RVR 200m
CAT 3B, Ceiling at 50ft RVR 75m
CAT 3C, No limitations
178 For the same engine what is the difference between N1 and Thrust when the engine is taken from
MSL to high and hot airport?
N1 indication will be the same but the produced thrust will be lower due to lower air density.
The Airbus A320 aircraft is equipped with two Flight Warning Computers (FWCs), which are key
components of the Flight Warning System. They enable the crew to monitor the main aircraft
equipment behavior and detect dangerous configurations through audio and visual devices, as well as
two ECAM display units. The FWCs also provide the appropriate corrective actions.
Learn More: Complete Guide to Flight Phases
FWCs compute the flight phases from the configuration signals they acquire, and they control through
DMC which aircraft synoptic diagrams are to be displayed in normal mode (according to the current
flight phase). All the calculations and processing are controlled by a MONITOR part of FWC which
manages the results of the calculations.
To improve its operational efficacy, the FWC inhibits some warnings and cautions for certain flight
phases. It does so to avoid alerting the pilots unnecessarily at times when they have high workloads,
such as during takeoff or landing. In these two phases, the DU displays magenta memos: “T.O.
INHIBIT” (flight phases 3, 4, and 5), and “LDG INHIBIT” (flight phases 7 and 8).
As soon as the FWC detects a failure, and if there is no flight phase inhibition active, the EWD
displays the title of the failure and actions that the flight crew must perform.
Note: These flight phases are different from and independent of the ones that the FMGC uses.

A320 FLIGHT PHASES BY FWC

The 10 Flight Phases of A320

Here are the flight phase descriptions of the A320 Family aircraft:
Phase 1 • Phase 2 • Phase 3 • Phase 4 • Phase 5 • Phase 6 • Phase 7 • Phase 8 • Phase 9 • Phase 10

Flight phase 1
Flight phase 1: from Elec power ON to 1st engine start
  Aircraft on ground,
 Engine 1 and 2 not running,
 Aircraft not in flight phase 10.

Flight phase 2
Flight phase 2: from 1st engine start to 1st engine take-off power
 Aircraft on ground,
 Aircraft speed below 80kt,
 Engine 1 or 2 running,
 Engine 1 or 2 not at take-off power.

Flight phase 3
Flight phase 3: from 1st engine take-off power to speed increasing to 80kt
 Aircraft on ground,
 Aircraft speed below 80kt,
 Engine 1 or 2 at take-off power.

Flight phase 4
Flight phase 4: from speed up to 80kt to lift off
 Aircraft on ground,
 Engine 1 or 2 at take-off power,
 Aircraft speed greater than 80kt.

Flight phase 5
Flight phase 5: from lift off to 1500ft (climb)
 Aircraft in flight,
 Engine 1 or 2 at take-off power,
 Radio Altitude not failed,
 Radio Altitude < 1500ft.
Note that this flight phase is limited to 2 minutes, then the flight phase automatically becomes 6 if the
aircraft is still on airborne.

Flight phase 6
Flight phase 6: from 1500ft to 800ft (cruise)
 Aircraft in flight,
 Aircraft not in flight phase 5 (see above conditions),
 Aircraft not in flight phase 7 (see below conditions),

Flight phase 7
Flight phase 7: from 800ft to touch down (descent)
 At least one RA is available (i.e. not invalid data),
 Engine 1 or 2 not at take-off power,
 RA altitude < 800 ft (with 1500 ft previously recorded during the flight),
Note 1: the flight phase 7 cannot last more than 3 minutes. After that, the flight phase automatically
becomes 6 if the aircraft is still airborne.
Note 2: the flight phase 7 is computed as soon as RA altitude is below 800 ft. But the flight phase 7
remains active until aircraft is on ground, or until aircraft altitude is above 1500 ft again.
Flight phase 8
Flight phase 8: from touch down to speed reducing to 80kt
 Aircraft on ground,
 Aircraft speed up to 80kt,
 Engine 1 or 2 not at take-off power.

Flight phase 9
Flight phase 9: from speed = 80kt to 2nd engine shut down
 Aircraft on ground,
 Aircraft speed below 80kt,
 At least one engine running,
 Engine 1 or 2 not at take-off power,
 Flight phase 3 or 8 memorized.

Flight phase 10
Flight phase 10: from 2nd engine shut down to 5mn after
 Aircraft on ground,
 Engine 1 and 2 not running,
 Flight phase 9 previously memorized.
Note that after 5 minutes the flight phase automatically becomes 1.
In addition, I would like to highlight the fact that the mention “on ground” means that the aircraft
landing gear is downlocked. This information is computed by the FWC when landing gear sensors are
compressed and RAs value is below 5ft.
You can find details of the flight phases in FCOM DSC-31-15.
Airbus A320ceo vs A320neo

The Airbus A320 is a most popular family of narrow-body, twin-engine, commercial passenger jets.
There are two versions of the A320, the A320ceo, and the A320neo.
‘CEO’ stands for the current engine option, while ‘Neo’ is the new engine option.
The A320ceo is the original version of the A320 introduced in the late 1980s. It is powered by CFM56
engines and has a maximum range of approximately 3,350 nautical miles (with Sharklets).
The A320neo is a new version of the A320 that was introduced in 2016. It is powered by more fuel-
efficient engines, either the Pratt & Whitney PW1100G-JM or the CFM LEAP-1A, which provide a
15-20% improvement in fuel efficiency compared to the A320ceo. The A320neo has a maximum
range of about 3,500 nautical miles, slightly more than the A320ceo.
In addition to the more fuel-efficient engines, the A320neo also features wing design improvements,
including “Sharklets” wingtips that reduce drag and increase fuel efficiency by a factor of
approximately 7%.
In the A320neo, the cabin layout and rear galley configuration provide increased seating capacity,
further improving per-seat fuel consumption. It offers a maximum passenger seating capacity of 194
as compared to 180 in the CEO.

Technical Difference
GENERAL

Difference A320ceo A320ne

A320 CEO – Current Engine Option NEO – New Engine Option

 Difference A320ceo A320ne

> 15 – 20 % less fuel consumpt

A320-251N
A320-214 / 216
> A – Airbus
> A – Airbus
> 320 – Model
> 320 – Model
Aircraft > 2 – 200 – Series
> 2 – 200 – Series
> 5 – CFM Leap engine
> 1 – CFM56 engine
> 1 – basic thrust
> 4 – thrust
> N – NEO

-214: 1995
TC 2016
-216: 2006

-214: 120 /180 min

EDTO 120 /180 min
-216: 180 min

CFM56-5B
> CFM56-5B4 (-214): 27000 LBS
CFM LEAP-1A
> CFM56-5B6 (-216): 23500 LBS
> LEAP-1A26 : 26600 LBS
> Bypass Ratio: 5.4 to 6:1
> Bypass Ratio – 11:1
> CFM – CFMI
Engine > LEAP – Leading Edge Aviati
> 56 – Project No.
> 1 – model
> 5Bx/3 ; 5Bx/P
> A – Airbus
> x – thrust
> 26 – thrust – 26600
> 3 – tech insertion (modified from the company)
> P – modified through tech insertion program

SYSTEMS – ATA Wise Difference

Difference A320ceo A320neo

Static Discharger – 33
ATA 23 Static Discharger – 39
> Not in flap track fairing (3+3)

Seat – 186
Seat – 180
> BE Aerospace Pinnacle Seat
Galley
Galley
> FWD galley
> FWD galley
> AFT galley
ATA 25 > AFT galley is G4B
Lavatory
Lavatory
> LAV A
> LAV A
> LAV D
> LAV G
> LAV F
> LAV F
 Difference A320ceo A320neo

Engine Fire Loop – 3

> Fan
Engine Fire Loop – 2
> Core
> Fan
> AGB (additional)
ATA 26 > Core
Cabin Fire Extinguisher
Cabin Fire Extinguisher
> Halon Free
> Halon Type
> ICAO requirements (initiative)
> Halon destroys ozone

CTR TK Jet Pumps – 2

ATA 28 CTR TK Fuel Pump – 2
> Transfer valves – 2

Hydraulic Reservoir Pressurization Hydraulic Reservoir Pressurization

ATA 29
> 9th stage (ENG #1 Only) > 7th stage (ENG #1 Only)

Nacelle Anti-ice
> 2 PRSOV – in LH Core
Nacelle Anti-ice
> 2 Pr. transducer – PT1 & PT2
> 1 Anti-ice v/v – in RH Fan
ATA 30 > 7th stage air for heating
> 5th stage air for heating
> Deactivation through MCDU
> Muscle pressure from 9th stage
> Both PRSOVs are not interchangea
– Different pressure setting

ATA 33 Non LED Lights Most lights – LED type

OXY Cylinder – 1 OXY Cylinder – 2

ATA 35
> Discharge Disc -1 (LH side) > Discharge Disc – 2 (LH side)

Computer – BMC Computer – BMC

> Only for monitoring; can’t control > Can control & monitor; both
ATA 36
> IP Bleed – 5th stage > IP Bleed – 4th stage
> HP Bleed – 9th stage > HP Bleed – 10th stage

ATA 52 – Cargo Door Handle Flap Lock

ENGINE : CFM56 vs LEAP-1A

Difference A320ceo (CFM56) A320neo (LEAP-

Cowl > FCD key FWD Latch > Fan Cowl Loss Prevention Flag (LH
> Core cowl – if 45° – retract flaps + ECAM warning
> HOR – not fixed > Fan + Core – retract flaps
> Drain Mast – 1 > HOR – 1 fixed in fan cowl
 Difference A320ceo (CFM56) A320neo (LEAP-

> Drain Mast – 2 (Fan + Core)

> Bleed sys components – LH Core
> Bleed sys components – RH Core
> Fan cowl latch – 3
> Fan cowl latch – 3
> Core cowl latch – 4
> Core cowl latch – 8

> IDG – RH side > IDG – LH side

Access > Start v/v – RH side (Handle) > Start v/v – LH side (⅜ DR)
> Engine oil – LH side > Engine oil – RH

Strake > Inboard side of fan cowl > Both sides of the fan cowl

Starter > Own oil – servicing required > Takes oil from AGB (Oil Sys)

Stage > 1+4 + 9 — 1 + 4 > 1+3 + 10 — 2 + 7

Compressor > Normal > HPC up to 5th stage – BLISK

Combustor > SAC / DAC > TAPS II

> 36 narrow chord blade > 18 wide chord blade

> titanium blades > 3D woven carbon fiber composite
> Mid-span shrouded > Leading Edge – titanium
Fan
> Fan Lub required > Fan Lub not required
> Spinner – front + rear > Spinner – only front
> Balance screw – rear spinner > Balance weight – platform shroud

OGV 34 pair 41

Flow > Heated (anti-ice) – 7th stage

> Non-heated
Splitter > SB/BAI valve

> 3 : Fan + TCF + TRF

Frame > 2 : Fan + TRF Additional – TCF b/w LPT & HPT
Because engines are long

> 2 vibration sensors (accelerometer) > 2 vibration sensors (accelerometer)

Vibration > No.1 BRG (non-LRU) – N1 rotor vibration > No.1 BRG (non-LRU) – N1 rotor vib
Monitoring > TRF – N2 rotor vibration > TCF – N2 rotor vibration
> EVMU – 80 VU > EEC

FADEC > ECU (Ch A + Ch B) > EEC A + EEC B + PSS

> HMU > SCU/SVA
Difference A320ceo (CFM56) A320neo (LEAP-

TCMA function in EEC – Engine is no

command and take mitigating action
– shut off fuel – if overspeed (on groun
– reduce fuel flow – if overthrust

> Main Fuel Pump (MFP)

> Fuel Pump and Filter Assembly – Centrifugal boost stage
– LP stage – High-pressure stage
– HP stage > Main Fuel Filter (MFF)
– Fuel Filter – Cartridge assembly
– Wash Filter – Servo wash screen
> Fuel Filter Differential Pressure Switch (for CLOG – dP transducer (for CLOG indication)
indication) > Servo Fuel Heater (SFH)
> Servo Fuel Heater > SCU/SVA
> HMU > Fuel Flow Transmitter
> Fuel Flow Transmitter > IDG Oil Cooler
FUEL > Fuel Nozzle Filter > FRV
> IDG Oil Cooler > Fuel Metering Unit (FMU)
> FRV > Fuel manifold – 2
> Fuel Manifold – 1 – Pilot primary/main manifolds
> Fuel Nozzle – 20 – Pilot secondary manifolds
> Fuel Nozzle – 19
FUEL FLOW (CFM56)
Tank > LP v/v > LP stage > FOHE > Filter > HP stage > FUEL FLOW (LEAP-1A)
– Wash > SFH > HMU > Servos. Tank > LP v/v > LP stage > IDG coole
– HMU > HP v/v > FF XMTR > Nozzles. Filter >
Return fuel from HMU > IDG cooler – Wash > SFH > SCU/SVA > Servos.
– FMU > HP v/v > FF XMTR > Nozzl

OIL > Oil tank > Oil tank

> Oil Quantity Transmitter > Oil Level Sensor (OLS)
> Anti Siphon device > Main Heat Exchanger (MHX)
> Main oil/fuel heat exchanger > Surface-Air-Cooling Oil Cooler (SAC
> Lub Unit; it has :- – 2 segments
> 1 Suction port (from the oil tank) > Eductor Valve – sump A
> 3 Supply ports > Non-Return Valve (NRV)
– to fwd, aft, AGB-TGB sumps > Oil Pressure and Temp Sensor (OPTS
> 4 Scavenge ports > Oil Filter Delta Pressure Sensor (OFD
– aft & fwd sumps, TGB, AGB > Oil Debris Monitoring System (ODM
> 1 supply pump > ODMS unit
> 4 scavenge pump > Lub Unit; it has
> 4 Scavenge screen plugs – 1 supply pump (double supply pump
> 1 main oil supply filter – 5 scavenge pump
> 1 back-up filter (+ bypass v/v) – 1 Supply Filter
> EMCD + visual indicator – 2 scavenge screen plugs + magnetic
> Oil temperature sensor for ECAM strainer and one triple-stage strainer)
> Oil temperature sensor for ECU – 1 anti-leak valve
Difference A320ceo (CFM56) A320neo (LEAP-

> Low oil pr. Sw – 1 pressure relief valve

> Oil pr. transmitter – 1 bypass valve
> Oil differential pr. switch (CLOG) > Gerotor-type-positive-displacement p
> Gerotor-type-positive-displacement pumps
OIL FLOW (LEAP-1A)
OIL FLOW (CFM56) Tank (+ outlet strainer) >
Tank > Supply Pump (+ pr. relief v/v) > ALV >
Oil temp. sensor (to ECAM) + Main Oil Filter (or Back-up Supply Pump (+ pr. relief v/v) >
filter & bypass v/v & diff. pr. sw) > Oil Filter (or BPV & OFDPS) >
Low oil pr. sw + oil pr. transmitter + oil temp. sensor (to NRV > SFH >
ECU) + Fwd + Aft Sump + AGB + TGB > SACOC > MHX >
Scavenge Screens (+ Chip Detector) > LOP + OPT + Sumps >
Scavenge pumps > Scavenge Screens (Magnetic Bars) >
MMCD > Scavenge pumps >
Servo Fuel Heater > ODMS (+ air/oil separator) > Tank
Main oil/fuel heat exch > Tank
In short:
In short: Tank > Supply pump > Filter >
Tank > Supply pump > Filter > > SFH > SACOC > FOHE
>> AGB + TGB + FWD + AFT >> AGB + TGB + A + B + C
Scavenge pump > Filter > SFH > FOHE > Tank Scavenge pump > Tank

> 3 dry sump

> Sump A – 1R, 2B, 3B, 3R
> 2 dry sump
> Sump B – 4R
> Sump A – 1B, 2R, 3B, 3R
> Sump C – 5R
> Sump B – 4R, 5R
SUMP > CVT ventilates the Sump A
> Each sump is vented
– Eductor v/v : 7th stage >> CVT
> Sump A – vented overboard through a center vent tube.
– Open at low RPM – Pr. in sump A de
> Pressurization air from booster discharge.
leakage.
– Closes at High RPM.

AIR Compressor Control SB/BAI valve

> VBV > sends 7th stage HPC hot air around th
– Controls LPC air prevent ice formation.
– 12 door + Fuel Gear Motor > During starting, 7th stage HPC air rel
> VSV to decrease the compressor pressure.
– Controls HPC air
– IGV + 3-stage HPC Compressor Control
– 2 Actuators > VBV
– 4 Actuation Rings – Controls LPC air
> TBV – 8 door
– Control 9th stage HPC air – 2 actuator
– to the cavity in the LPT – 1 Actuation Ring
> VSV
Turbine Clearance Control – Controls HPC air
> LPTACC – Fan Air – IGV + 4-stage HPC
 Difference A320ceo (CFM56) A320neo (LEAP-

– 2 Actuators
– 5 Actuation Rings
> TBV
– Control 10th stage HPC air
– to TRF exhaust

Turbine Clearance Control

> HPTACC – 4th and 9th stage
> LPTACC – Fan Air
> HPTACC – Fan Air

Modulated Turbine Cooling (MTC)

– MTC valve
– MTC actuator
> 10th stage HPC — 1st stage HPT

> Central Ventilation Tube – Sump A

> Center Body
Exhaust > Exhaust Plug
> Primary Nozzle
> Exhaust Nozzle

> 4 T/R Actuators

– 2 SFLA
– 1 SMLA
Thrust > 4 blocker doors – 1 SNLA
Reverser > 4 actuators > ICU
(T/R) > HCU > DCU
> ETL
> 20 cascade vanes
> 10 blocker doors

> Limit – 1060 °C

> Limit – 950 °C
> Ground Start – 750 °C
EGT > Ground/Air Start – 725 °C
> Air Start – 875 °C
> Max Continuous – 915 °C
> Max Continuous – 1025 °C

Overall, the A320neo is a more advanced and fuel-efficient version of the A320, offering a range of
benefits to airlines, passengers, and the environment.
Airbus A320 Cockpit
A Forward Facing Cockpit Layout with ”Lights out” or ”Dark Cockpit” concept assisting the crew to
properly control the various aircraft systems.

GLARESHIELD
The Flight Control Unit (FCU) includes the EFIS controls, and is used for control and monitoring of
the Auto Flight System (AFS). It is located on the glareshield. The “Master Warning” and the “Master
Caution” lights are also located on the glareshield.
Pushbuttons Positions (basic function) –
 Pressed In – ON, AUTO, OVRD, OPEN
  Released Out – OFF, MAN, ALTN, SHUT
 Certain pushbutton lights have two dots, indicating that the corresponding part of the
pushbutton is not used.
 Certain pushbuttons do not remain pressed in. These are referred to as “Momentary Action”
pushbuttons.

PUSHBUTTON COLOR PHILOSOPHY

The pushbuttons light and annunciator lights are in different colors according to their function. In
normal operation, only green lights and, sometimes, blue lights come on.
Pushbuttons Lights (color coding) –
 Warning: RED – A failure requiring immediate action.
 Caution: Amber – A failure but does not call for immediate action.
 Indications:
 GREEN – normal system operation.
 BLUE – normal operation of a system used temporarily.
 WHITE –
 abnormal pushbutton position;
 test result or maintenance information.
Airbus A320 Ground Service Connections

 1 – GROUND ELECTRICAL POWER CONNECTOR

 2 – OXYGEN SYSTEM
 3 – NLG GROUNDING (EARTHING) POINT
 4 – POTABLE WATER DRAIN PANEL (OPTIONAL)
 6 – LOW PRESSURE AIR PRE-CONDITIONING
 7 – HIGH PRESSURE AIR PRE-CONDITIONING
 8 – REFUEL/DEFUEL INTEGRATED PANEL
 9 – IDG/STARTER OIL SERVICING
 5 – POTABLE WATER DRAIN PANEL
 10 – ENGINE OIL SERVICING
 11 – OVERPRESSURE PROTECTOR
 12 – REFUEL/DEFUEL COUPLINGS (OPTIONAL-LH WING)
 13 – OVERWING REFUEL (IF INSTALLED)
 14 – NACA VENT INTAKE
 15 – YELLOW HYDRAULIC-SYSTEM SERVICE PANEL
  16 – BLUE HYDRAULIC-SYSTEM SERVICE PANEL
 17 – ACCUMULATOR CHARGING (GREEN SYSTEM) AND RESERVOIR DRAIN
(GREEN SYSTEM)
 18 – GREEN HYDRAULIC-SYSTEM SERVICE PANEL
 19 – MLG GROUNDING (EARTHING) POINT
 20 – WASTE WATER SERVICE PANEL
 21 – POTABLE WATER SERVICE PANEL
 22 – APU OIL SERVICING
Electrical System Logic in the Airbus A320
The first thing to do when learning the A320’s electrical system is to think of it as two distinct
systems.
There is an AC system and a DC system.
The DC system is on the top and the AC system is on the bottom.
You can see what I mean in this diagram.

The Generation of AC Power in the A320

AC power is normally produced through the two ENG generators (GEN 1, GEN2), and the APU
generator.
The APU generator (APU GEN), although not driven by either engine, is an identical piece of
equipment and capable of producing the same output, as the engine-driven gens.
It’s important to understand a few basic concepts:
First of all, the three main generators (GEN 1, GEN 2 or the APU GEN) produce AC power.
Any one of these three generators (GEN 1, GEN 2 or the APU GEN) can then supply that AC power
to all electrical busbars.
 This is great for all of the systems that use AC power but not so good for the others that require DC
power.
So, to supply these DC users, the system takes a portion of the AC power and transforms it into
DC power.
This conversion is done by the TR units, hence the name, transformer-rectifier.
But what happens if normal AC power from the three GENS is not available?
In other words, what happens if GEN 1, GEN 2 and the APU GEN are all inop?
In this case, an EMER GEN can provide AC power at a reduced level.
Much like the normal system, the EMER GEN takes a portion of this AC power and converts it into
DC power for certain users through a dedicated TR unit.
In the rare event that even the EMER GEN is not functioning there will be NO AC POWER available.
As many of the aircraft’s most important systems require AC power, this is quite obviously, not a very
good thing.
So, as a last resort, the electrical system can take DC power from the batteries and invert it into AC
power, and this is the sole function of the STATIC INVERTER.
However, since the batteries are not really meant for this, there’s not much power produced and many
aircraft systems will be unpowered should this occur.
Airbus estimates that the batteries will last for 20-30 minutes.
They don’t specify what happens after that, but you can probably do the math!
I mentioned earlier that the entire system normally needs AC power to function.
Luckily, the A320 is equipped with a few different sources of AC power.
Let’s take a look.
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AC Power: Engine Driven Generators
There are two engine-driven generators (GEN 1/GEN 2).
Each one is driven by its respective engine through an integrated drive.
I’m sure some of you will encounter Checkers who want to know the power output of the generators.
With that in mind, each generator can supply up to 90 KVA of power at 115 and 200 volts and 400
HZ.
The engine-driven generators are controlled by a GCU or Generator Control Unit.
Each Generator Control Unit can:
 Control the frequency and voltage of the generator output, and,
 Protect the network by controlling the respective generator line contactor.
 This means that the GCU can open or close the generator line contactor to connect or disconnect the
generator from the rest of the system.
AC Power: APU Generator
The APU drives its own generator and this mofo can produce the same power as either of the engine-
driven generators.
In addition, it can replace either or both ENG GENs at any time, as long as the aircraft and
environmental limitations are respected.
Much like the engine-driven generators, the APU has a control unit.
 It’s called the GAPCU, which stands for GROUND and AUXILIARY POWER CONTROL UNIT.
It functions similarly to the GCU and,
 Controls the APU’s output, and
 Protects the network by controlling the APU generator’s line contactor.
AC Power: External Power
When you’re on the ground, a hookup near the nose wheel allows AC external power to be supplied to
all busbars.
The GAPCU controls the External Power Line Contactor.
AC Power: Emergency Generator
If all MAIN generators fail, the EMER GEN automatically supplies EMERGENCY AC power to the
most important parts of the electrical system.The EMER GEN is only capable of supplying 5 KVA of
power, which is much less than the 90 KVA output of an engine or APU GEN. (1/18 of the normal
output!)Like the other generators, the Emergency Generator has a GCU (Generator Control Unit).
 Controls startup of the EMER GEN.
 Keeps the EMR GEN running at a constant speed.
 Controls the EMER GEN’s output voltage.
 Protects the network by controlling the EMERGENCY GEN line contactor.

AC Power: Static Inverter:
The static inverter is an interesting and crucial piece of equipment on the A320.
It takes DC power from BAT 1 and inverts into AC power (1 KVA).
It’s not a lot of power, only 1 KVA, but if that’s all you’ve got, trust me, you’ll be happy to have it!
Anyway, this tiny bit of juice is then supplied to the AC ESS BUS.
This will happen if all AC power sources have been lost.
This means a loss of GEN 1, GEN 2, the APU GEN and the EMER GEN.
In this case, the batteries become the only source of electrical power.
Remember when I said that Airbus estimates that the batteries will last for 20-30 minutes.
Better start the clock!
The Generation of DC power in the A320
DC power on the A320 can be generated in two ways, either from the TR units or the Batteries.
Let’s take a look.
DC Power: Transformer Rectifier:
There are two main TRs (TR 1 and TR 2) and each converts AC power from AC 1 or AC 2 into DC
power.TR 1 is normally supplied from AC BUS 1 and sends DC power to:
 DC BUS 1
 DC BAT BUS
 DC ESS BUS
TR2 is normally supplied from AC BUS 2 and sends DC power to DC BUS 2.
There is also a third TR called the ESS TR, which converts AC power from the Emergency Generator
into DC power.
It is only used when:
 All ENG GENs and the APU have failed to supply power to the network
 TR 1 fails
 TR 2 fails
The ESS TR supplies this power to the DC ESS BUS.
The contactor of each TR will open automatically for:
 Overheat
 Min current
DC Power: The Batteries
There are two main batteries and if the Checker asks, you can tell him that each has a capacity of 23
AH.The main batteries are permanently connected to the HOT BAT BUSES.Each Battery has a
Battery Charge Limiter (BCL) which automatically connects it to the DC BAT BUS when charging is
required.Once fully charged, the BCL disconnects them.The BCLs monitor battery charging and
control each battery’s contactor.
DC Power: Circuit Breakers
There are two types of CBs: Monitored and Unmonitored.
Monitored CB’s are coloured Green and when popped for more than 1 min, a CB TRIPPED ECAM
will be generated telling you the location of the affected CB.
Non-monitored CB’s are coloured BLACK.
WTB (Wing Tip Brake) CBs are capped in red to prevent them from being reset.
The Generation of Emergency power in the Airbus A320
Here’s what happens:

 When the aircraft’s speed is above 100 knots and normal AC power becomes unavailable, the RAT
will drop out from the left side of the aircraft’s belly fairing.
 The RAT (RAM AIR TURBINE) is a small propeller.
 When the RAT starts spinning, it powers the BLUE HYD system, which then drives a hydraulic
motor, which powers the EMER GEN.

So that’s been our look into the basic structure of the A320’s electrical system.
As always, I hope you found it informative and maybe even a bit enjoyable.
By now, you should have a slightly better idea of the importance of how the AC and DC systems are
organised and how they work together.
I wish that were all there was to the thing, but there’s a bit more.
See, while we also touched on the very basics of emergency power, you’ll find many more
ponderables in our lesson dedicated to the Emergency Electrical Configuration in the A320