A319/A320/A321 EASY Flight deck

and systems First Introduction for new Airbus Pilots

THIS BROCHURE IS PROVIDED

FOR INFORMATION PURPOSES ONLY
AND ITS CONTENTS
WILL NOT BE UPDATED.

IT MUST NOT BE USED AS AN OFFICIAL REFERENCE.

FOR TECHNICAL DATA OR OPERATIONAL PROCEDURES,

PLEASE REFER TO THE
RELEVANT AIRBUS DOCUMENTATION
Contents

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

1
1. General

1.1
A319/A320/A321 General
A319 A320 A321

1.2
A319/A320/A321 general

A319-100 A320-100 A320-200 A321-100

Span 34.10m 33.91m 34.10m

111ft 10in 111ft 3in 111ft 10in

Length 33.84m
111ft 37.57m 44.51m
123ft 3in 146ft

Height 11.76m
38ft 7in

Fuselage 3.95m
Diameter 12ft 11in
7.59m
Track 24ft 11in
Max. pax 145 180 220

Max. FL 390

1.3
A319/A320/A3210 general
Engine Maximum weights (kg) Operation limits

Model Manuf. Type MTOW MLW MZFW Mmo Vmo

A319-111 CFM CFM56-5B5

A319-112 CFM CFM56-5B6
A319-113 CFM CFM565A4
A319-114 CFM CFM56-5A5 64 000 61 000 57 000
A319-115 CFM CFM56-5B7 (options :
A319-131 IAE V2522-A5 68 000 or
A319-132 IAE V2524-A5 70 000)
A319-133 IAE V2527-M-A5
A319 CFM CFM56-5-B6/5B7
Corporate Jet IAE V2524-A5/V2527-M-A5 75 500 62 500 58 000
A320-111 CFM CFM56-5-A1 68 000 63 000 59 000 0.82 350kt
A320-211 CFM CFM56-5A1/5A3
A320-212 CFM CFM56-5A3 73 500 64 500 60 500
A320-214 CFM CFM56-5B4 (options : from (option :
A320-231 IAE V2500-A1 68 000 up to 61 000)
A320-232 IAE V2527-A5 77 000)
A320-233 IAE V2527E-A5
83 000
A321-111 CFM CFM56-5B1 (options : 73 500 69 500
A321-112 CFM CFM56-5B2 78 000 or (option : (option :
A321-131 IAE V2530-A5 85 000) 74 500) 70 500
A321-211 CFM CFM56-5B3
A321-231 IAE V2533-A5 89 000 75 000 71 500

1.4
A319/A320/A321 introduction

The A319/A320/A321 are narrow body, twin-engined, Introduced for airline service in March 1988, the A320
short / medium-range aircraft, the A319 being the represents the largest single advance in civil aircraft
shortened version of the A320, and the A321 being the technology since the introduction of the jet engine and
stretched version of the A320. results in a major stride forward in airline profitability.

They both offer an increased fuselage cross-section A computer-managed system gives complete
leading to an increased revenue potential through : protection against excursions outside the normal flight
envelope and greatly improves the man / machine
- greater passenger comfort with wider seats and interface.
aisle
- greater overhead baggage volume
- greater cargo capacity
- wide-body compatible container capability
- quicker turnrounds.

Advanced technology applied to aerodynamics,

structure, systems and powerplant offer reduced costs
through :

- unmatched fuel efficiency

- more accurate flight path control
- reduced maintenance costs
- increased reliability
- reduced trouble-shooting time.

1.5
2. A319/A320/A321 flight deck layout

2.1
A319/A320/A321 flight deck – plan view

Capt. sidestick F / O sidestick

Capt. nav. bag

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

3rd occupant seat

Coat
stowage

z An observer seat aft of the pedestal offers maximum

visibility over all panels.

zA fourth occupant seats is offered as an option.

2.3
A319/A320/A321 flight deck - general arrangement
Rear view

Right corner Left corner

Secondary
Hat stowage
circuit breakers
Bulbs, fuses stowage
Primary
circuit breakers
Rain repellant bottle
Hand microphone
Hat holder
Coat stowage
Jack panel

Headset stowage
Portable Seat unlock
oxygen bottle
4th occupant seat
(optional)
Full face mask
3rd occupant seat Life vest
Axe
Safety locker
Life vest
2.5
A319/A320/A321 flight deck – pilot’s field of view
Improved pilot vision

Pilot
Wing tip axis
visible
Aerospace standard 580 B

A319/A320/A321
2.6
A319/A320/A321 flight deck – pilot’s field of view

Visibility

z Windows are designed to meet or exceed the

Aerospace standard 580 B.

Geometry :

- windshield panels : flat glass

- lateral windows : curved acrylic.

z Clear surface of each window :

Windshield panel 0.52m2 each

Lateral sliding window 0.36m2 each
Lateral rear window 0.30m2 each
Flight deck total 2.36m2

z This geometry improves external aircraft monitoring,

thereby increasing safety standards :

- downward visibility in the pilot axis is 20°

- wing tips visible from respective pilot stations.

2.7
A319/A320/A321 flight deck – main features
Control and indication panels in bold outline

2.8
A319/A320/A321 flight deck – main features

z The main features :

- sidestick controllers which leave the main

instrument panel unobstructed

- six display units (DU) interchangeable, switchable

and integrated into the same system architecture
(EFIS / ECAM)

z The other features evolve directly from the concepts

introduced with the A300 / A310 family :

- ergonomic layout of panels, synoptically arranged

according to frequency of use (normal, abnormal,
emergency) within easy reach and visibility for
both crewmembers
- philosophy of panels (e.g., “lights out” philosophy
for overhead panel)
- principles of presentation on information (“need to
know” concept)
- monitoring of systems through an Electronic
Centralized Aircraft Monitor (ECAM)
- coherent system of colour coding for EFIS, ECAM
and panel lights.

2.9
A319/A320/A321 flight deck – sidestick arrangement

Pitch control
zSidesticks are installed on the CAPT and F / O Height adjustment
forward lateral consoles.

z An adjustable armrest to facilitate free wrist

movement is fitted on each seat.

z The sidestick works against a spring force

proportional to the angular displacement.
Armrest memory position display
z Sidestick includes :

- radio communication trigger

- a take-over button for autopilot disconnection and
priority take-over.

Neutral
Take-over button
Radio
2.10
A319/A320/A321 flight deck – sidestick operation
z Moving the sidestick results in “setting the aircraft
trajectory” with a certain level of “g” for the requested
manoeuvre depending on the amount of sidestick
movement.

z Movement is very precise since back lash and friction

are negligible.

z Control of the flight path is performed by the

Electronic Flight Control System (EFCS) which links
the trajectory order with aerodynamic data to Sidestick released :
stabilize the aircraft and protect it from prohibited return to neutral
attitudes.
Sidestick released : Sidestick pushed
return to neutral

10 10

10 10
10 10

10 10
10 10

10 10

10 10

10 10

2.11
A319/A320/A321 flight deck – main instruments panels

2.12
A319/A320/A321 flight deck – CAPT and F/O panels

z The CAPT and F / O panels are mirror image of each z Navigation display offers three modes :
other ; both incorporate two side-by-side Display
Units (DU’s) (7.25in x 7.25in) : - ROSE mode (ILS, VOR or NAV): heading up,
aircraft symbol in screen centre, with radar
- a Primary Flight Display (PFD) available,
- a Navigation Display (ND). - ARC mode : heading up, horizon limited to a 90°
forward sector, with radar available,
z This arrangement facilitates : - PLAN mode : north up, display centered on
selected waypoint.
- a better visibility on all Dus in normal configuration
and in case of reconfiguration (PFD ND or ECAM Note : In ROSE-NAV, ARC, and PLAN modes, MAP
ND) data from FMS is presented.
- The possibility to install a sliding table (option) and
a footrest in front of each pilot.

z Primary flight display includes the complete Basic

T with :

- attitude
- airspeed / Mach (with all upper ad lower limits)
- altitude / vertical speed
- heading
- AFS status
- ILS deviation / maker
- radio altitude

2.13
A319/A320/A321 flight deck – centre panel

2.14
A319/A320/A321 flight deck – centre panel

The centre panel groups :

- two Dus, one above the other, same size and

interchangeable with the CAPT and F / O Dus :

z Engine Display (DU 1), showing :

- the main engine parameters : N1, EGT; N2 (CFM)

or EPR, EGT, N1, N2 (IAE)
- thrust limit and command
- total fuel
- the flaps and slats position
- memo and warning.

z System Display (DU 2) showing :

- presentation of system synoptic diagrams

- status of the aircraft (list of all operationally
significant items)

- standby instruments

- landing gear control and indications (including

brakes)

- clock

2.15
A319/A320/A321 flight deck – glareshield

2.16
A319/A320/A321 flight deck – glareshield

z The Flight Control Unit (FCU) provides short-term

interface between the FMGC and crew for :

- engagement of A / P, FD, ATHR

- selection of required guidance modes
- manual selection of flight parameters SPD, MACH,
ALT, VSPD, HDG or track.

z The EFIS control panels for :

- selection of desired ND modes (ROSE-ILS, -VOR,

ARC, PLAN) and ranges,
- selection of baro setting.

z The master warning, master caution, autoland and

sidestick priority lights.

2.17
A319/A320/A321 flight deck – pedestal

Pitch trim wheel

Thrust and thrust

reverse control levers

Landing gear
gravity
extension handle

2.18
A319/A320/A321 flight deck – pedestal

In addition to the thrust levers and the engine control

functions, the main features on the pedestal are :

z The Multipurpose Control and Display Units (MCDU)

for flight management functions and various other
functions such as data link, maintenance etc…

z The Radio Management Panel (RMP) for tuning of :

all radio communications and the radio navigation as
a back-up to the normal operation through the Flight
Management and Guidance Computers (FMGC).

z The electrical rudder trim.

z A handle at the rear of the pedestal enables the

gravity landing gear function, to be operated easily
and rapidly.

2.19
A319/A320/A321 flight deck – overhead panel
Maintenance panel

Spare

Circuit
breakers Spare
Pedestal light
rd th
3 and 4 occupant
air outlets

Spare FMS
load

Spare 3rd audio control

Fire controls
Eng 1 APU Eng 2 3rd RMP (option)
ADIRS
CP Hydraulics
Flight control Spare
Fuel
EVAC
Standby electrics Electrics Flight control
GPWS Cargo
heat Options
RCDR Air cond. Cargo smoke
Oxygen Vent
Calls Anti-ice Engine
Wiper Wiper
EXT LT

Cabin pressure
CVR microphone Internal lights and signs
APU control
2.20
A319/A320/A321 flight deck – overhead panel

z The overhead panel is “single slope” and one inch

higher than on previous Airbus aircraft.

z All controls on the overhead panel can be reached by

either pilot.

z Two main zones are separated by protective padding :

- Forward zone :

- for most frequently used functions at the front of

the panel
- for system controls : arranged in three main
rows :
• center row for engine related systems
arranged in a logical way
• lateral rows for other systems

- Aft zone, not used in flight, mainly :

- for circuit breakers corresponding to essential

systems necessitating segregation
- for a small maintenance panel corresponding to
some systems not linked to the Centralized
Fault and Display System (CFDS).

z The push-button philosophy is identical to that

already applied on existing Airbus aircraft.
2.21
3. Electrical system

3.1
A319/A320/A321 electrical system architecture

3.2
A319/A320/A321 electrical system architecture

The electrical power generation comprises : z Two batteries, nominal capacity 23Ah each

z Two engine-driven AC generators, nominal power - on ground : to provide an autonomous source

90kVA mainly for APU starting
- in emergency configuration to feed some
z One auxiliary power unit (APU) AC generator equipment :
nominal power 90kVA • during RAT deployment
• after landing gear extension (only for A320).
z One emergency generator nominal power 5kVA,
hydraulically driven by the Ram Air Turbine (RAT),
automatically deployed in case of main generators
loss

z One ground connector, power 90kVA.

z DC network supplied via three identical Transformer /

Rectifier Units (TRU) :

- two of them are normally used

- the third is used :
• in emergency configuration (loss of main AC
generators)
• in case of TR 1 or TR 2 failure

3.3
A319/A320/A321 normal electrical flight configuration

3.4
A319/A320/A321 normal electrical flight configuration

z In normal configuration, both normal AC systems are

split

z Each engine-driven generator supplies its associated

AC BUS via its Generator Line Contactor (GLC).

z AC ESS BUS is normally supplied from AC BUS via a

contactor.

z DC BAT BUS and the DC ESS BUS are normally

powered by the TR 1.

z Two batteries are connected to the DC BAT BUS via

the Battery Charge Limiter (BCL).

z Each battery has its own HOT BUS bar (engine / APU
firesquib, ADIRS, CIDS, ELAC 1, SEC 1, slide
warnings, parking brake etc).

3.5
A319/A320/A321 normal electrical flight configuration
Loss of main electrical generators – EMER GEN running

3.6
A319/A320/A321 normal electrical flight configuration

z In case of failure, the failed generator is automatically

replaced by :

- the APU generator if available

- the other main generator with automatic partial
galley load shedding.

z In case of total loss of all main generators, the RAT is

automatically extended and drives the emergency
generator via a hydraulic motor.

The EMER GEN supplies the AC ESS BUS and the

DC ESS BUS via the ESS TR.

The ECAM WD remains powered, with associated

procedures presented.

Alternate law is operative through ELAC 1 and SEC 1.

3.7
A319/A320/A321 electrical – control and display
Control panel

Batteries indication
System display :
Buses indication
Transformer / Rectifier
ELEC system page
Normal configuration
Generator indication

Integrate Drive
Generator indications

3.8
A319/A320/A321 cockpit circuit - breakers
z Circuit breakers (C / Bs) are constantly monitored and the
tripping of a C / B will be clearly indicated :

either through - activation of a system warning Rear right panel

- a failure test
- an abnormal instrument configuration Secondary circuit breakers
(aircraft systems)
or, for C / Bs monitored by the ECAM system :

- six zones have been defined

- each time a C / B trips, the corresponding zone is
identified

Overhead panel
Emergency circuit breaker

Primary circuit breakers

(electrical generation)

3.9
4. Hydraulic system

4.1
A319/A320/A321 hydraulic system architecture

(*) only for A320

4.2
A319/A320/A321 hydraulic system - general

z Three fully independent systems : Green, Yellow, z On ground :

Blue.
- Blue and Yellow systems may be pressurized by
z Normal operation : electric pumps.
A handpump (operated from the ground on the
- two engine-driven pumps (one each - Green and yellow system) facilitates manoeuvring of the cargo
Yellow systems) doors.
- one electric pump (Blue system) - Green/Yellow system may be pressurized by the
PTU.
z Abnormal operation :

- if engine No. 1 inoperative or Green pump failed :

then Green system pressurized by the reversible
Power Transfer Unit (PTU)
- if engine No. 2 inoperative or Yellow pump failed :
then Yellow system pressurized by the reversible
PTU
- if Yellow system pump inoperative and PTU failed :
then an electric pump will pressurize the Yellow
system.
- if case of dual engine failure or total electrical
power loss :
the Ram Air Turbine (RAT) will pressurize the Blue
system.

4.3
A319/A320/A321 hydraulic - control and display

Control panel

System display : System label

System pressure
HYD system page
Power Transfer Unit
RAT
Yellow electrical pump
Engine pump
Fire valve position

Reservoir
quantity indication

TAT + 19 °C G.W. 60300kg

SAT + 18 °C 23 H 56

4.5
5. Flight controls

5.1
A319/A320/A321 EFCS advantages

The Electrical Flight Control System (EFCS) provides :

z Safety improvements (stall / windshear / overstress /

overspeed protection)

z Economical aspects

- weight saving = ∆ W > 200kg considering the impact

on AFS
A319/A320/A321 plus same weight
gain on wing structure due to
integration of load alleviation function
function (A320 only).

- maintenance costs decreased

- training costs decreased
- production costs decreased

z Improvements in handling and comfort

- flight handling improvement

- new cockpit concept

5.3
A319/A320/A321 flight controls surfaces

Rudder

Elevator
Slats

Aileron

Flaps

Trimmable horizontal
stabilizer

Speed brakes
Roll spoilers
Lift dumpers

Load alleviation function

(only for A320)

5.4
A319/A320/A321 flight controls surfaces

z Control is achieved through conventional surfaces

z All the surfaces are hydraulically actuated

z Roll and pitch control is electrical :

- elevator
- ailerons
- roll spoilers
- trimmable horizontal stabilizers
- slats and flaps (single flap surfaces for A320 and
A319, double slotted surfaces for A321)
- speedbrakes / ground spoilers.

z Yaw control is mechanical :

- rudder (yaw damping, turn coordination and trim are

electrically ensured)

z Mechanical back up :

- trimmable horizontal stabilizers

5.5
A319/A320/A321 EFCS command principle

Commands Digital Electro / hydraulic

computers jacks
Autopilot
ELACS (2)

SECs (3)
Sidestick
Electrical
orders Elevator
FACs (2) Stabilizer
Ailerons
Hyd. Spoilers
jacks Rudder
SFCCs (2) Slats
Slats/flaps Flaps

Rudder
pedals
Mechanical
back up

5.6
A319/A320/A321 EFCS computer

Flight control is achieved by three types of computer :

z Two ELACs (Elevator Aileron Computer) to ensure

commands of :

- normal elevator and stabilizer

- aileron

z Three SECs (Spoiler Elevator Computer)

- three computers achieve spoiler control

- two of them are devoted to standby elevator and
stabilizer control

z Two FACs (Flight Augmentation Computer)

Two computers which achieve electrical rudder control

and characteristics speeds calculation for displays on
PFD
.
In addition

- two SFCCs (Slats Flaps Control Computer)

- two FCDCs (Flight Control Data Concentrator)
acquire data from ELACs and SECs and send them
to ECAM and CFDS.

5.7
Classic and Fly-by-Wire (FBW) controls compared

Classic flight controls Fly-by-wire controls

z Directly proportional relationship between pilot stick z No directly proportional relationship between pilot stick
input and control surface position. input and control surface position.

z Aircraft response depending on aircraft dynamics and z Computers’ response to stick input modulating
flight envelope area coverage. servocontrolled jacks to satisfy :

z Airworthiness and aircraft performance requirements - normal, alternate or direct laws (pitch, roll and yaw
leading to increasingly complex system : axes),
- optimised flight control characteristics (easy
- variable artificial feel to modulate pilot forces with handling, good stability),
flight conditions (efforts / g), - improved safety :overspeed, stall, windshear,
- hydraulically powered servocontrols, servoed manoeuvre and attitude protections.
autopilots, control wheel steering,
- stall protection devices (stick shaker, stick pusher),
- stability augmentation systems (Mach trim, speed
trim, angle-of-attack trim, roll and yaw damping).

5.9
A319/A320/A321 C* law description
Autotrim function Control surface autotrim
function

Ground or Z < 100 ft*

Ground

Electric trim

GAIN
NZ
GAIN
(θ and Ø compensated)

GAIN
θ
Z < 100 ft*

THS

Elevator

Z < 100 ft*

* Before landing

5.10
A319/A320/A321 normal law – pitch axis

z Manoeuvre demand law as basic flight mode z Medium-term flight path stability :

- neutral speed stability with full flight envelope - maintenance of parallel trajectory 1g in pitch even
protection after atmosphere disturbance.

z Vertical load factor control proportional to stick z Automatic pitch trim eliminating need to correct for
deflection : C* law speed or configuration changes :

- independent of speed, weight, center of gravity ; - electric autotrim function holding elevator position
for constant flight path,
stick displacement : ∆Nz = n Nz = n + 1g - control surface autotrim function returning elevators
to the THS trail.
stick neutral : ∆Nz = O Nz = 1g
z Automatic elevator for bank angle compensation up to
z Flight path stability instead of speed stability 33°.

- control inputs are made to alter the flight path, not

to hold it.

5.11
A319/A320/A321 normal law – pitch axis

z Adaptation of basic control law objectives to :

- Ground phase : ground mode

Direct relationship between stick and elevator

available before lift-off and after touch-down

- Take-off phase : take-off mode

For smooth transition, blend of ground phase law

and Nz command law over 5 seconds after lift off.

- Landing phase : landing mode

At 50ft the attitude is memorized as reference pitch

attitude.

At 30ft this value is progressively reduced to 2°

nose down to induce gentle positive pilot action for
a conventional flare.

5.12
A319/A320/A321 normal law – roll and yaw axes

z Roll rate demand (15° / Sec max.) as basic flight z Engine failure or aircraft asymmetry compensation
mode : consisting of :

z Coordinated roll and yaw surfaces deflections : - If no pilot action :

• stabilized sideslip and bank angle followed by,
- to achieve and maintain bank angle up to 33°, stick • automatic rudder trimming to compensate
released asymmetric thrust
• slowly diverging heading.
z Bank angle protection above 33° :
- Recommanded action :
- positive spiral stability restored up to 67° inside • zero sideslip target with pedals (take-offf, go-
normal flight envelope around),
- limit of 67° bank angle • heading stabilization with stick input,
• steady flight stick free / no pedal forces (rudder
z Lateral control laws providing handling quality features trim).
such as :
z Adaptation of basic control law objectives to :
- bank angle resistance to disturbance, stick free,
- precise piloting - Ground phase : ground mode
- good turn coordination, • Direct relationship between stick and roll control
- dutch roll damping, surfaces
- sideslip minimization. • Rudder : mechanical control from pedals + yaw
damper function
z Sidestick free with pedal deflection results in stabilized
sideslip and bank angle facilitating “de-crabbing” in z Transition from ground to in-flight law (and vice
crosswind landings. versa)
Switching over in 0.5 second after lift-off or touch-
down.
5.13
A319/A320/A321 control laws – reconfiguration logics

Normal law

Double self-detected ADC or IRS failure Triple IRS failure

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

or double hydraulic failure (B+G) or Y+G)

or double aileron failure
or loss of all spoilers
or THS jammed
or emergency power supply

Alternate law Double (2nd not

self-detected
IRS failure

Direct law
Crew action (identification of failed IRS)

5.14
A319/A320/A321 alternate law

z Flight mode as basic control laws :

- pitch axis : as normal law, stick deflection to

change Nz,
- roll/yaw axes : direct stick-to-roll-surface
relationship, speed, configuration
and surface availability
dependent,
- automatic pitch trim.

z Loss of flight envelope protections except :

- manoeuvre protection against excessive load

factor
- low speed stability
- conventional aural stall and overspeed warning

z Reversion of basic control law :

- alternate law not being adapted to landing phase -

automatic reversion to direct law after landing
gear extension.

z Automatic reconfigurations after loss of basic control

law in either axis.

5.15
A319/A320/A321 direct law and mechanical back-up
Direct law Mechanical back-up

z On all axes : z Highly improbable operational necessity.

- direct stick to elevator or roll control surface z To sustain the aircraft during a temporary complete
relationship, loss of electrical power.
- center of gravity, configuration and surface
availability dependent. z Longitudinal control of the aircraft through trim
wheel. Elevators kept at zero deflection..
z Manual trimming through trim wheel :
z Lateral control from pedals.
- amber message on PFD (“USE MAN PITCH
TRIM”) z Manual trimming through trim wheel :

z Loss of all flight envelope protections : - red message on PFD (“MAN PITCH TRIM
ONLY”)
- conventional aural stall and overspeed warning.

z Automatic reconfiguration after loss of basic control

law in either axis.

5.16
Performance comparison of sidestick/FBW and conventional controls

z A300 flying testbed equipped with dual sidestick/FBW

system (left side) and control column conventional flight
control system (right side).

z Two pilots twice flew each of the following three flight

conditions in well-specified and demanding experimental
circuits :

- Flight Director (FD) : FD and autothrottle system on,

- ILS (raw data) : FD and autothrottle system off,
- NDB (non-precision) : FD, autothrottle and ILS off.

z The following measurements of recorded flight parameters

were calculated when appropriate and compared for flying
with the sidestick and conventional controls :

- Mean : average of 1 second values,

- Standard deviation : amount of variation around the
mean,
- Rate zero : number of sign changes per minute,
- Reversal rate : number of direction reversals per
minute.

5.17
Performance comparison of sidestick/FBW and conventional controls

Roll and pitch angles Roll, pitch and yaw rates

Standard deviation Standard deviation
Control Control
Conventional Conventional
4 Sidestick/FBW Sidestick/FBW
4

per Second
4
3,2
Degrees

Degrees
1,6
1,4
.5 .5
.4 .4

Roll Pitch Roll Rate Pitch Rate Yaw Rate

Acceleration Roll, pitch and yaw rates
Transitions through zero Transitions through zero
16 Control 19,2 Control
Conventional Conventional
17,5
Sidestick/FBW Sidestick/FBW
15,7
Transitions per Minute

per Minute
11,2

9 11,1
10,4
8 Transitions

6,4

.6 .2

Vertical Longitudinal Lateral Roll Rate Pitch Rate Yaw Rate

Acceleration Type

5.18
Performance comparison : major results and conclusions

z All measurements of smoothness and stability

favoured the sidestick by a large margin :

- for roll and pitch angles and rates, standard

deviations and rate through zero were reduced
by 20% or more when flying with the sidestick,
- accelerations in all three axes showed a large
reduction in standard deviation and rate
through zero when flying with the sidestick

5.19
Performance comparison of sidestick/FWB and conventional controls

N1 engine No.1 N1 engine No.1 Pitch trim + elevator

Standard deviation Reversal rate + aileron reversals
vs
Any sidestick reversal

5.20
Performance comparison : major results and conclusions

z All parameters related to fuel burn showed

significantly better values with sidestick :

- the sidestick/EFCS combination should

improve fuel economy through unnecessary
control surface movements and increased rear
C.G. limits.

z Pilot control inputs were reduced by 50% or more

and the system still achieved much better overall
performance :

- lower pilot workload should allow more time for

dealing with emergencies and managing flight
efficiency.

5.21
A319/A320/A321 EFCS architecture
ELAC SEC 1 2
2 3
2 Elevator/Aileron Computers (ELAC) 3 Spoiler/Elevator Computers (SEC)
Ground spoiler Ground spoiler
LAF* LAF*
Roll Roll
Speed brake Speed brake

LH Aileron G Y B Y G G Y B Y G RH Aileron
B G G B
ELAC 1 2 Normal control
SEC 2 1 1 3 3 Normal 3 3 1 1 2 SEC
control
THS actuator**

G Y

LH Elevator LH Elevator
Hydraulic B G Y B

B – Blue system
ELAC 1 2 2 1 2 1 ELAC
G – Green system
SEC 1 2 1 2 2 1 SEC
Y – Yellow system
* LAF = Load Alleviation Function (A320 only) Mechanical

**THS = Trimmable Horizontal Stabilizer

5.22
A319/A320/A321 EFCS redundancy aspects

Use of dissimilar redundancy

z Two types of computer - two ELACs to achieve aileron

control and normal pitch
control
- three SECs to achieve spoiler
control and standby pitch
control

z No single type of µ P : ELAC - Motorola 68000

SEC - INTEL 80186

z Each ELAC and SEC is divided into two units :

- one Control Unit (COM)

- one Monitoring unit (MON)

z Four different softwares : ELAC COM + MON

SEC COM + MON.

z Physical separation of hardware for COM and MON units.

In addition, mechanical back-up (through rudder and

stabilizer control) will ensure adequate control in case of
temporary loss of all electrical power sources including
batteries.

5.23
A319/A320/A321 EFCS electronic protections

Self tests Other protections

z Each computer is able to detect its own failures : z Specific routes are dedicated to :
control signals
- processor test (check sum, watchdog…) monitoring signals
- electrical supply monitoring
- input and output test z Signals are linked :
- wrap around of output to input. ELAC 1 and SEC 1 computers on one side
- ELAC 2, SEC 2 and SEC 3 computers on the other
z Inputs are monitored : side.

- by comparison of signals of the same type but z ELAC and SEC computers are qualified in
sent by different sources convenience with DO 160 for electrical susceptibility
- by checking the signal coherence. test, the most severe category (Z) being applied.

- Wires are installed in metal shields in the exposed

areas.
- For each signal, wires are twisted.
- No signal grounding in the exposed areas.
- Computer inputs and outputs connected to
exposed wires are protected against the most
severe spikes.

z This protection, combined with the precautions taken

in the software, ensure good protection against
lightning strikes and electromagnetic disturbances.

5.24
A319/A320/A321 EFCS flight envelope protection

Overspeed protection

z Positive load factor demand automatically applied

when Vmo + 6kt ot Mmo + 0.01 is reached,
-
z Speed limited to Vmo + 16kt and Mmo + 0.04 when
full nose-down stick is maintained,

z Vmo/Mmo warning : Overspeed

- continuous repetitive chime protection
- master warning light symbol
- overspeed red message on ECAM
- red and black strip along the PFD scale.

PFD
speed scale

z Bank angle limitation to 45°

5.25
A319/A320/A321 EFCS flight envelope protection

z AOA protection – principle

- When α becomes greater than α prot, the flight

control normal law is replaced by an angle of
attack law (angle of attack corresponds to stick
displacement). Autotrim stops, resulting in a
nose-down tendency.

- If α reaches α floor the auto-thrust system will

apply go-around thrust.

- The α max cannot be exceeded even if the stick

is pulled fully back.

- At α max + 4° an audio stall warning (cricket +

synthetic voice) is provided. Amber VLS
Vα prot
z Consequences Black amber Vα max
Red
- α prot is maintained if sidestick is left neutral

- α max is maintained if sidestick is deflected fully

aft

- Return to normal law is obtained when sidestick is

pushed forward.

z Amber strip on PFD indicates 1.13 Vs at take-off, or

1.23 Vs in other phases of flight.

5.26
A319/A320/A321 EFCS flight envelope protection

z Manoeuvre protection Primary Flight Display

The objective is to limit the load factor so as to allow
the pilot to apply full sidestick deflection when high
manoeuvrability is required.

Load factor limits : + 2.5g to 1g in clean configuration

+ 2g to 0g flaps extended.

z Attitude protection Bank

limitation (67°)
The objective is to complement AOA and high speed
protection in extreme conditions and in windshear.

Bank is limited to : 33° stick released

67° stick fully deflected. Pitch
limitation (15°)
Pitch is limited to : 30° nose up
15° nose down.

If these limits are approached, the aircraft pitch and

roll rate decrease and stop at the limit.

5.27
A319/A320/A321 EFCS flight envelope protection

z Windshear protection z Load Alleviation Function (LAF) (only for A320)

Windshear protection is ensured by : - The load alleviation function is used in conditions

of turbulence in order to relieve wing structure
- SRS more loads
- speed trend indication
- wind (speed and direction indication) - The LAF becomes active at more than 0.3g in
- flight path vector which case the ailerons and the spoilers 4 and 5
- high angle of attack protection are deflected symmetrically upwards
- windshear warning (optional).
- The LAF is no longer necessary for A321 and
z Low energy protection (basic on A321 and A319) A319 which benefit from a reinforced structure.

- An audio warning “SPEED, SPEED, SPEED” is

triggered to indicate to the crew that a thrust
increase is necessary to recover a positive flight
path angle through pitch control.

5.29
A319/A320/A321 EFCS flight sidestick coupling/function

Priority lights in front of CAPT and F / O

Red Red
Green Green

z Both sidesticks are coupled electronically to deal

with :

- simultaneous inputs
- conflicts.

z Full control is obtained by pressing and keeping

pressed the take-over button, thereby deactivating
the other pilot’s stick.

z After pressing the take-over button for more than 40

seconds, it can be released without loosing priority.

z When both pilots press their take-over buttons, the

last pilot to press will get the priority.

z onside priority can be maintained throughout by

keeping the button pressed continuously for 40s.

5.30
A319/A320/A321 EFCS sidestick priority display logic

Captain’s side First Officer’s side

Sidestick Annunciation Annunciation Sidestick

Take-over button Red

Sidestick deflected
depressed CAPT Green

Take-over button Red

Sidestick in neutral
depressed

Red
Sidestick deflected Take-over button
Green F/O depressed

Red
Sidestick in neutral Take-over button
depressed

Red arrow in front of Green arrow in front of

the pilot = loss of authority the pilot = authority when
opposite sidestick deflected
“PRIORITY RIGHT/LEFT” audio voice message when priority is taken.
5.31
A319/A320/A321 EFCS speed brakes and ground spoilers

z Speed brakes

- Achieves by three surfaces

- When the sum of a roll order and a simultaneous

speed brake order on either surface is greater
than the maximum deflection achievable, the
symmetrical surface is retracted until the
difference between both corresponding surfaces
is equal to the roll order.

z If engine power is above idle, an amber message is

displayed on ECAM. RET RET
z Speedbrakes are automatically retracted when :

- selection of flaps configuration FULL for A320 and SPEED

A319 (or 3 or FULL for A321) BRAKE 1/2 1/2
- AOA protection is active

z Ground spoilers
FULL FULL
- Preselection achieved :
• with control handle in the armed position and
idle thrust selected, or
• by selecting reverse thrust

- Maximal extension (50°) of all surfaces then

automatically achieved when wheels speed
>72kt.
5.32
A319/A320/A321 EFCS - flaps and slats control

- The flaps lever selects simultaneous operation of

the slats and flaps.
- The five positions of the lever correspond to the
following surfaces positions and flight phases :

Position Slats Flats Flight phases

FLAPS
0 0° 0° Cruise / Hold
1 18° 0° Hold / Approach
10°
Take
2 22° 15°(14°) Approach
off
3 22° 20° Approach / landing
(21°)
FULL 27° 35°(*) (25°) Landing

(*) : 40° for A320 with IAE engine or A319

() : setting for A321

- Computed by FACs, retraction speeds are

presented on PFDs for :

• minimum flaps retraction or F -speed,

• minimum slats retraction or S -speed.

5.33
A319/A320/A321 EFCS controls
FLT CTL FLT CTL
ELAC 1 SEC 1 FAC 1 ELAC 2 SEC 2 SEC 3 FAC 2

SPEED
FLAPS
BRAKE

5.34
A319/A320/A321 EFCS indications

ECAM upper display

Slats/flaps indication

ECAM lower display

F / CTL page
Spoilers / speedbrakes Hydraulic system pressure indication

Ailerons position

Ailerons actuators

Pitch trim position Computers

Elevator position

Rudder position

5.35
6. Landing gear

6.1
A319/A320/A321 landing gear

Main feature Braking system

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

z Alternating use of both LGCIUs for each

retraction/extension cycle.

z In the event of one LGCIU failure, resetting the

landing gear control lever results in transition to the
other LGCIU.

z Elimination of gear lever neutral position through

automatic depressurization of landing gear hydraulic
supply above 260kt.

z Elimination of microswitches by use of trouble-free

proximity detectors for position sensing.

6.3
A319/A320/A321 landing gear - braking system

Auxiliary LP distribution line

To other side
dual valve

Pedals

Accu Yellow
Green HP
HP
Normal
selector valve

Control valve
parking brake
Automatic
BSCU selector
To other gear

To other
Dual shuttle
wheels
valve

To opposite
wheel Accumulator
Normal pressure
servo valve

To ECAM

6.4
A319/A320/A321 landing gear - braking system

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

z Alternate braking system (Yellow hydraulic system

supply) :

- hydraullically controlled through dual valve

- individual wheel anti-skid control
- no autobrake function.

z Emergency braking system (Yellow hydraulic system

supply or Yellow brake power accumulator) :

- hydraulically controlled by pedals with brake

pressure indication on gauges
- no anti-skid control

6.5
A319/A320/A321 landing gear – antiskid principle
Green H.P.

Pedals depressed Normal

autobrake activated Opening selector
OR
gear retraction valve

LO MED MAX
Decel Decel Decel γ prog V prog
on on Vo γ prog
on
Aircraft speed at Vo
touchdown
(wheel tachy.) Highest value
γ ir Vo - γ ir. t
Aircraft longitudinal On
Off Release order Normal
deceleration
(ADIRS) Autobrake servo valve
Vref

Wheel speed

BSCU 1
BSCU 2

6.6
A319/A320/A321 landing gear braking principle

Anti-skid system

z From touchdown, aircraft speed is computed based

on touchdown speed (wheels) and integrated
deceleration (ADIRS). This reference speed is
compared with each wheel speed to generate a
release order for closing the normal servo valve in
case of skid exceeding 13%.

z Brake pedals order results in opening this

servovalve also modulated by anti-ski closing
signals.

Autobrake system

z From touchdown a specific speed is computed

based on touchdown speed (wheels) and
programmed deceleration (low, medium, max). This
programmed speed is compared with each wheel
speed to generate a release order for closing the
normal servovalve to meet selected deceleration.

z If reference speed exceeds programmed speed

(contaminated or iced runways) the former will take
over for the anti-skid to modulate the normal servo
valve.

6.7
A319/A320/A321 landing gear - nose gear steering principle

A/SKID &
N/W STRG

Rudder pedal
disconnect
pushbutton

OR

E
L One engine running
A and Towing lever
Auto pilot C Normal position
MLG Compressed

BSCU

Steering servo
Green hydraulic supply valve

6.8
A319/A320/A321 landing gear

Autobrake panel and gear position indicator

(System 1)

Tyre pressure
psi (optional)

LDG door Gear downlock

indication Brake pressure
Hottest brake
indication
Anti-skid release Brake temp. °C (alternate system)
indicator
Autobrake
Ground spoiler indication
extension

Wheel system page landing roll

6.9
A319/A320/A321 fuel system - ventilation

A319 / A320 A321

Surge tank Outer cell Inner cell Center tank Surge tank Wing tank Center tank

Vent valve

Vent valve

NACA intake NACA intake

Vent line Pressure relief outlets Vent line Pressure relief outlets
Flame arrestor Flame arrestor
Pressure relief Pressure relief
outlets outlets

7.2
A319/A320/A321 fuel system – basic layout

z Total fuel capacity z Ventilation

- Each tank is separately ventilated via surge tanks at

A319 / A320 each wing tip.
- The center tank is ventilated via the LH surge tank.
Two outer cells 1 760 litres (1 408kg) - The surge tanks are opened to atmosphere via
flame arrestors and NACA inlets.
Two inner cells 13 849 litres (11 079kg) - Vent valves ensure correct operation of the vent
One center tank 8 250 litres (6 600kg) system.
- Pressure relief outlets protect the tanks from over-
or under- pressure.
A321

Two wing tank 15 500 litres (12 400kg)

One center tank 8 200 litres ( 6 560kg)
(Weight calculated with a density of 0.8

An additional center tank (optional) increases the

total fuel capacity by 2 900 litres (2 320kg).

On the A319 Corporate Jet, up to 6 additional

center tanks can be added to increase the total
fuel capacity by up to 17 000 litres.

An additional volume of 2% is available for

expansion without spillage into the vent surge
tank.
7.3
A319/A320 fuel system – engine feed
IAE Eng CFM Eng

Sequence valves Pump

Fuel recirculation
system
Center
tank

15

Defuel valve
Suction valve
22 er cell (gravity feed)
(ground only)
Inn
APU LP valve Cross feed valve
26 ell twin actuators
er c twin actuators
Out APU
k
tan pump
u rge Transfer valves
S

7.4
A319/A320 fuel system – engine feed

A319/A320 definition

z Fuel is delivered to the engines by means of booster

pumps.

- Each tank is equipped with two identical booster

pumps.
- Center tank feeds first, except during take-off and
fuel recirculation when center tank pumps are
switched off automatically.
- Wing tank pumps operate permanently at a lower
pressure than center tank pumps.
- Thus, when center tank pumps stop, engine feed
comes automatically from wing tank pumps.

z Two electrical transfer valves are installed on each

wing.
They automatically open when the inner cell fuel
reaches a low level (about 750kg) for fuel to drain
from the outer to the inner cells.

z Fuel is recirculated automatically and transparently

to the crew :
It ensures the IDG cooling (CFM and IAE eng.) and
the engine oil cooling (IAE only) through a set of
valves controlled by the FADEC.

7.5
A321 fuel system – engine feed
IAE Eng CFM Eng

Remote pick-up
(all pumps)
Sequence Center tank
valve
Center tank
Fuel recirculation
transfer valves
system Pumps
Jet pumps

APU LP valve
(twin actuators)

APU
Defuel/tansfer
Suction valve fuel pump
Valve twin actuators
22 (gravity feed)
(ground only)
k Cross feed valve
26 g tan (twin actuators)
Win
nk
rge ta
Su Recirculation line

7.6
A321 fuel system – engine feed

A321 definition

The A321 fuel system has been simplified compared to

the A319/A320 :

z Single wing tank in place of two cells wing tank,

suppression of the outer/inner cell transfer valves.

z Center tank transfer to wing tank in place of center

tank feed to engines :

When the transfer valves are open, fuel tapped from

the wing pumps flows into the center tank jet pumps.
It creates a depressurization which sucks the center
tank fuel into the wing tanks

- a transfer valve automatically closes when the

related wing tank is overfilled or when the center
tank is empty.

The fuel recirculation principle is identical to

A319/A320, the recirculated fuel being returned into the
wing tank.

7.7
A319/A320A321 fuel system – control and indications
A319/A320 OVERHEAD PANEL A321

UPPER ECAM

Memo indications :
systems temporarily
used

LOWER ECAM
A319/A320 Fuel on board A321
Low pressure valve
Cross-feed valve

Pumps
indication

7.8
A319/A320A321 fuel system – control and indications

z No crew action is required for normal operation.

z Indications :

- fuel data (quantity, temperature) are available

from a Fuel Quantity Indication (FQI) system
- fuel quantity is permanently displayed on upper
ECAM DU
- fuel system synoptic on lower ECAM DU is
displayed according to ECAM logic
- low level warning is totally independent from FQI.

z Abnormal operations :

- fuel feed sequence may be operated manually

- one or both engines may be fed from any tank via
cross-feed valve
- gravity feed is possible from wing tanks.

7.9
A319/A320A321 fuel system – refuel/defuel

In cockpit (optional)

Refuel coupling
Refuel
coupling and cap

Fuselage datum line Refuel panel : Fuel quantity

indicator

Refuel valve
control

Refuel
preselector

7.10
A319/A320A321 fuel system – refuelling

z Refuel/defuel control is from an external panel

located in the fuselage fairing under the RH wing
within easy reach from the ground.

z One refuel/defuel coupling is located under the RH

wing.

z Identical coupling on LH wing is available as an

option.

z Refuelling is auto sequenced :

It starts with the outer cells (A319/A320) or the wing

tanks (A321).
If the selected fuel quantity exceeds the wing tank
capacity, the center tank is refuelled simultaneously.

z Refuelling time at nominal pressure is approximately

20 minutes for all tanks.

z Gravity refuelling can be achieved by overwing

refuelling points.

7.11
8. Engine controls

8.1
A319/A320/A321 engine controls - FADEC

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

8.3
A319/A320/A321 engine controls – FADEC architecture

SYSTEMS
DISPLAYS

ENGINE/
THRUST
WARNINGS
LEVER 1
DISPLAY

ADIRS 1+2
TLAA ECU CHANNEL. A

ENGINE
PARAMETERS
ECU CHANNEL. B HYDROMECHANICAL
TLAB
ADIRS 1+2 UNIT

ENG
MAN START START VALVE

THRUST REVERSER
GRND/FLT SYSTEM
ENGINE
INTERFACE
UNIT 1 BLEED STATUS IGNITION SYSTEM
(ECU)

ZONE FUEL RECIRCULATION

CONTROLLER VALVE

FMGS

8.4
A319/A320/A321 engine controls – ECU and EIU

One ECU located on the engine with dual redundant The interface between the FADEC system and the
channels (active and standby) each having separate 28V other aircraft systems is mainly performed by the EIU
DC aircraft power sources to ensure engine starting on through digital data buses.
ground and in flight.
One EIU per engine is located in the avionics bay.
In addition dedicated ECU alternator assures self power
above 12% N2 for CFM56 (10% N2 for IAE V2500). Care is taken to preserve systems segregation for
safety and integrity.
Dual redundancy for electrical input devices (ADIRS 1+2,
TLAs, engine parameters).

Dual redundancy for electrical part of control actuator.

Simplex system for hydromechanical parts of the control.

Fault tolerance and fail operational capability.

High level of protection against electromagnetic

disturbance.

8.5
A319/A320/A321 engine controls – CFM56

Control
signals

N2 T25 PS12 PS12 PS3 Tcase T3

T12
ARINC
28 VDC data P0 N1
buses
Ignition

Alternator VSV HPT

VBV Fuel CC

Hydromech.
k unit
bac
ed
Fe
Fuel PS13 P25 T5
T fuel flow
Thrust
reverser

Engine
control Starter air Monitoring signals (optional)
valve / starter
unit
8.6
A319/A320/A321 engine controls – V2500

Control
signals

N2 Pb P2 P5 P3 T4.9 T3
T2
ARINC
28 VDC data P0 N1
buses
Ignition

VSV
Alternator HPT
Fuel CC
VBV

Hydromech.
k unit
bac
ed
Fe
Fuel
T fuel flow
Thrust
reverser
P12.5 P2.5 T2.5

Electronic
engine Starter air Monitoring signals (optional)
valve / starter
control
8.7
A319/A320/A321 engine controls – thrust control schematic

CFM56
ECU
N1 N1 THR
Thrust
Auto
lever Manual
comput. mode mode
Fuel flow
N1
control
N1 limit N1 or
limit limitation
compu
ADC tation

TLA out of N1 target

ATS range FMGC

ATS EIU Instinctive

or disconnect PB
ATHR
ATS not active
Disengaged Actual N1

Upper ECAM DU

8.8
A319/A320/A321 engine controls – thrust control schematic

IAE V2500 EEC

EPR Trottle
EPR
Thrust
lever Auto Manual
comput. mode mode
EPR
+ Fuel flow
target - control
EPR EPR limitation or
limit limit
computa.
ADC and selec.
N1 mode
selection
EPR target
TLA out of FMGC
ATS range
ATS EIU Instinctive
or disconnect PB
ATHR
ATS not active
Disengaged
Actual EPR

Upper ECAM DU

8.9
A319/A320/A321 engine controls – thrust control operations

Limited thrust parameters (N1 for CFM56, EPR for Thrust lever only to be moved manually (no
V2500) computed by FADEC. servomotor) : lever position not necessarily
representing engine thrust delivered
Selection of thrust limit mode obtained directly by throttle
position : According to the thrust lever position the FADEC
Six positions defined by detents or stops. computes :

- Thrust rating limit (no TRP)

- N1 (EPR) when in manual mode
- N1 (EPR) which can be achieved in

Go Around (GA)
Max Take-Off (TO)
Max continuous (MCT) Mode selection Thrust
Flex. Take-Off (FLX) Max Climb (CL)
Thrust limit T.O/GA
Idle Thrust limit FLX TO/Max Cont
ATS max Reserve idle
operating range Thrust limit max climb
Max reserve
Command
f (TLA)

Max continuous
Reserve

Max reserve
Max take-off

Cruise
Climb
Idle

8.11
A319/A320/A321 engine controls indications (CFM56) on ECAM upper DU

Appears when both Transient N1 during ATS operation

engines at IDLE (*) corresponding to FMGC demand to
go to N1 target

Symbol corresponding to Max N 1

the thrust lever position
Max permissibleN1
IDLE
N1 actual
Flex temperature
(entered through MCDU)

Exhaust gas N 1 rating limit

temperature
S
FLX
F

3
SEAT BELTS FOB : 18000 KG
NO SMOKING

Thrust limit mode

* Basic on A319/A321

8.12
A319/A320/A321 engine controls indications (IAE 2500) on ECAM upper DU
Appears when both
engines at IDLE (*) Transient N1 during ATS operation
Symbol corresponding to corresponding to FMGC demand to
the thrust lever position go to EPR target
Max EPR

Actual EPR Thrust limit mode

Flex temperature
(entered through MCDU)

Exhaust gas 1530 1500

temperature FOB : 13000 KG
EPR rating limit
S FLAP F
Actual N1

SEAT BELTS F
NO SMOKING

Max permissible N1
* Basic on A319/A321

8.13
A319/A320/A321 EIS independent : after “clear” action

Start configuration

Oil quantity Engine vibration

Oil pressure After start configuration

Oil temperature °

Start valve
position
Engine bleed °
TAT + 19 °C G.W. 60300 kg
pressure SAT + 18 °C
23 H 56

Selected
°
ignition Nacelle temperature

TAT + 19 °C G.W.
SAT + 18 °C 23 H 56

8.14
A319/A320/A321 engine controls indications on PFD : FMA

The following indications may appear on the PFD Flight

Mode Annunciator (FMA), in upper left corner :

ASYM : Only one thrust lever is set to CLB or

MCT position,
FINAL APP NA

CLB : Flashing when aircraft above thrust

reduction altitude and thrust levers ASYM
not in CLB notch,

MCT : Flashing in case of engine failure if the

non-affected thrust lever is not set at
MCT,

A-FLOOR : α -floor condition encountered,

TOGA LK : When leaving α -floor condition and

thrust still at MTO

8.15
A319/A320/A321 engine controls - thrust reverse

Reverser deployment selection by positioning thrust

lever into reverse area and by acting on independent
locking levers.

Thrust lever position below rev. idle modulates reverse

power.

Automatic engine idle setting in case of reverser

malfunction.
Automatic max. reverse power limitation versus
ambient conditions with full rearward thrust lever
position.

Display of reverser status on ECAM upper DU.

8.17
A319/A320/A321 engine controls - start procedure

Lower ECAM DU
FM

SEAT BELTS CTR TK FEEDG

NO SMOKING
°

Upper
ECAM DU TAT + 19 °C
23 H 56
G.W. 60300 KG
SAT + 18 °C

IAE MASTER 1 MASTER 2

ON ON
ENG ENG
1 2
OFF MODE OFF
NORM
SEAT BELTS CTR TK FEEDG IGN
NO SMOKING CRANK START
FIRE FIRE

FAULT FAULT
A319/A320/A321 engine controls - start procedure

z Engine mode selection IGN/START

ECAM ENG page is automatically displayed on lower ECAM.

- Pack valves close (CFM engines)

z MASTER switch ON
- Start valve opens
- APU RPM increases
- N2 increases
- Oil pressure increases
- Pack valves close (IAE engines)

Depending on N2 values reached :

- Ignition starts
- HP fuel valve opens

When sufficient N2 value is reached :

- Start valve closes, ignition stops, APU RPM returns to normal, pack valve reopens.

z Main and secondary parameters CHECK NORMAL

For abnormal conditions on ground :

FADEC automatically controls :

- Start abort in case of hot start, hung start or no light up.
- Automatic engine crank after :
- first start abort for IAE
- any additional start attempts for CFM.

8.19
9. Auxiliary power unit

9.1
A319/A320/A321 APU – controls and display
ECAM lower display :
APU system page
APU generator
line contactor APU bleed
Overhead panel valve position
APU generator
parameters APU bleed air
pressure

APU speed

External panel (on nosewheel) °

APU EGT

°
°

APU shut-off push-button

9.2
A319/A320/A321 APU

z On ground, the APU makes the aircraft independent of

pneumatics and electrical sources by :

- providing bleed air for engine start and air

conditioning systems;
- providing electrical power to supply the electrical
system,

z In flight, provision of back-up power for electrical and

air conditioning systems,

z The APU may be started using either the aircraft

batteries, external power or normal aircraft supply.
The normal flight envelope does not impose any
limitations for starting.

z The APU is automatically controlled by the Electronic

Control Box (ECB) which is mainly acting as FADEC
for monitoring start and shut-down sequences, bleed
air and speed/temperature regulation.

z Control and displays :

- on the overhead panel for APU normal operation

and fire protection
- on the ECAM for APU parameters display
- on the external panel, under the nose fuselage, for
APU shut down.
9.3
10. Automatic flight system

10.1
A319/A320/A321 FMGS system architecture
Yaw control

FAC 1

M
C
FMGC D
1 U
1

FADEC
F engine 1
C FADEC
U engine 2

M
FMGC C
2 D
U
2

FAC 2

Yaw control
10.2
A319/A320/A321 FMGS – AFS/FMS integration

z Composed of two Flight Management and Guidance z The AP/FD achieves either :
Computers (FMGC), this pilot interactive system
provides : - automatic control of the aircraft with regard to
speed, lateral path and vertical plan as computed
- flight management for navigation, performance by the FMGCs,
optimization, radio navaid tuning and information - manual control of the aircraft with regard to speed
display management, and vertical plan (selected through FCU), lateral
- flight guidance for autopilot commands (to EFCS), path (through FMGC or FCU).
flight director command bar inputs and thrust
commands (to FADECs).

z Two FACs (Flight Augmentation Computer) provide :

- rudder commands (yaw damping, rudder trim and

limiting, turn coordination, automatic engine failure
compensation),
- flight envelope and speed computation.

z For operational convenience the FMGS offers two

types of guidance concept :

- managed according to FMGS flight plan data

entered into the Multipurpose Control and Display
(MCDU),
- selected by the pilot through the Flight Control Unit
(FCU).

10.3
A319/A320/A321 FMGS – system interface

FCDC 1
ELAC/SEC FAC 1
• Yaw damper Actuators for :
Landing gear rudder trim
• Rudder travel
yaw trim damper
Slats/flaps limiting rudder travel
• Rudder trim
ADIRS 1 • Flight envelope EIS (DMC 1, 2, 3)
protection
ILS 1 • Yaw AP CFDIU

RA 1

VOR 1

DME 1

Clock FMGC 1
Radio navigation
Fuel • AP/FD/ATS auto tuning
• Cruise and land
Data modes EIS (DM 1, 2, 3)
base • Lateral nav.
loader ELAC-SEC
• Vertical nav.
• Performance
FADEC 1 FWC 1, 2
To FAC 1 To system 1
and FMGC 1 ECU
Side 1
MCDU
ADIRS 3
To FAC 2 Side 2
FMGC 2 To system 2
10.4
A319/A320/A321 FMGS – system redundancy

Two FMGCs associated to two MCDUs provide a

redundant configuration.
Crosstalk
z Normal mode operation : dual mode FMGC 1 FMGC 2
buses

- Each FMGC makes its own computation

- One FMGC is MASTER – the other one is SLAVE MCDU MCDU
- Both MCDUs act independently (entries are
automatically recopied on the other MCDU and
FMGC 1 FMGC 2
applied to both FMGCs)

z Independent mode
MCDU MCDU
- Automatically operative if mismatch between
FMGCs
FMGC 1 FMGC 2
- Independent operation of FMGCs with associated
MCDUs. (Data insertion and display related to the
side concerned).
- One FMGC remains master. MCDU MCDU

z Single mode

- One FMGC fails

- Either MCDU can be used to enter or display data
related to the remaining FMGC.

10.5
A319/A320/A321 FMGS crew interface
ND 1 control FCU ND 2 control

PFD 1 ND 1 ND 2 PFD 2

Guidance Navigation Navigation Guidance

display FADEC display
display display

MCDU 1 Thrust levers MCDU 2

10.6
A319/A320/A321 FMGS crew interface

z Two MCDUs on the central pedestal provide long-term

interface between the crew and FMGCs in terms of :

- flight plan definition and display

- data insertion (speeds, weights, cruise level, etc)
- selection of specific functions (direct to, offset,
secondary flight plan).

z One FCU on the central glareshield to provide short-

term interface between crew and FMGCs.

z Two thrust levers linked to the FMGCs and FADECs

provide autothrust or manual thrust control selection to
the crew.

z Two PFDs and two NDs provide visual interface with

flight management and guidance related data such as :

on PFD :

- FMGS guidance targets,

- armed and active modes
- system engagement status

on ND :

- flight plan presentation,

- aircraft position and flight path,
- navigation items (radio navaid, wind).

10.7
A319/A320/A321 FMGS flight guidance
Speed / Mach Auto control Vertical speed /
Commutation white lights Flight Path angle
Heading / track Altitude Auto control window
Speed / Mach
window window white lights
window

SPD or TRK AP / A / THR Altitude V / S or FPA

selection engagement selection selection
Mode engagement
HDG or TRK
selection Control the display of selected altitude
(in meters) on lower ECAM (permanent data)
z Managed guidance parameter window is dashed and auto control illuminated.

Managed speed guidance Lateral selected guidance

10.8
A319/A320/A321 FMGS flight guidance

z The FCU is the main crew interface for short-term

guidance with a single rule for the various control
knobs :

- pull + rotate = pilot input

- push = return to FMGS control.

z As an example, a change of altitude can be achieved

by a double action on the FCU :

- either by selection of a new altitude through the

FCU selector and validation of this new
altitude pushing (management guidance)
this knob.
- or by selection of a V / S through the FCU
selector and validation of this new V
/ S by pulling this knob.

z Actions on the FCU are displayed on the FCU as well

as on the PFD in the dedicated FMA (Flight
Management Annunciator) part.

10.9
A319/A320/A321 FMGS flight management

Flight plan stringing Navigation

Flight plan definition by company route or city pair. Automatic guidance along flight plan from take-off to
approach.
Departure and arrival procedures including associated,
speed/altitude/time constraints. Aircraft position determination.

Flight plan revision (offset, DIR, TO, holding pattern, Aircraft position referenced to the flight plan.
alternative flight plan activation,…)
Automatic VOR/DME/ILS/ADF selection.
Secondary flight plan creation similar to primary flight plan.
IRS alignment.

Ground speed and wind computation.

Optimum radio and inertial sensor mixing.

Provision for GPS and MLS.

10.10
A319/A320/A321 FMGS performance management

z Flight plan optimization, through the performance data

base, in terms of :

- optimum speeds
- optimum altitudes.

z The computations are based on :

- flight conditions (cruise level, weights, center of

gravity, meteorological data)
- cost index
- speed entered on the FCU or given in the flight
plan.

z Performance predictions :

- time, altitude, speed at all waypoints

- estimated time of arrival, distance to destination,
estimated fuel on board at destination.

z Advisory functions :

- fuel planning
- optimum altitudes and step climb.

z Full vertical guidance related to flight plan predictions

from initial climb to approach.

10.11
A319/A320/A321 FMGS - lateral navigation

Radio or GPIRS position (if GPS primary installed)

FMGC position
IRS 1

Mix IRS
IRS 2

Mix IRS = mean IRS

IRS 3 GIPRS = GPS position integrity verified against IRS position

To see the
navaids used for
radio position

10.12
A319/A320/A321 FMGS - lateral navigation

z Position computation : The navigation modes may be :

- before flight, the three IRSs are aligned on airfield En route :

or gate position. (manually or via database)
- at take-off, the position is automatically updated to IRS – GPS (if GPS installed)
the runway threshold IRS – DME
- in flight, position updating is computed using GPS if IRS – VOR/DME
installed, and radio navaids (DME,VOR, ILS) IRS only

The FMGC position depends upon the IRS’s mean, In approach :

the GPS and the radio position.
IRS – GPS (if GPS installed)
z Navigation mode selection : IRS – DME
IRS – VOR/DME
- if the aircraft is equipped with GPS primary, the IRS – ILS/DME
FMGC uses GPIRS position in priority
- if the GPIRS position is not available or if the
aircraft is not equipped with GPS primary,
depending upon availability of navaids and sensors,
FMGC automatically tunes the best navaids to
compute the most accurate position.

10.13
A319/A320/A321 FMGS - lateral navigation
MCDU

ND

10.14
A319/A320/A321 FMGS - lateral navigation

z FMGC provides the crew with lateral position and its

associated accuracy criteria which depend upon :

- FMGC Error Position Estimate (EPE)

- zone currently flown (en route, terminal, approach)
- Airworthiness Authorities Accuracy Requirements
(AAAR)

z If EPE ≤ AAAR then HIGH is displayed on MCDU and

the computed positions may be used without
restriction.

z If EPE > AAAR then LOW is displayed on MCDU and

the position must be cross-checked with raw data
(ADF/VOR needles, DME reading).

z Each time HIGH (or LOW) reverts to LOW (or HIGH)

the message NAV ACCY DOWNGRADED (or
UPGRADED) is displayed on NDs and MCDUs.

10.15
A319/A320/A321 flight deck – main features

Top of climb Top of descent

ECON Cruise ECON CRZ

cruise Mach Transition Mach
Mach/speed
Acc. Alt. Level segment ECON DES
Transition from
Climb speed to Mach speed Deceleration at 500ft/min
average
V2+10
V2+10 Acceleration by “At or below”
energy sharing Speed limit constraint
Thrust
reduction “At or below” Deceleration
Take-off
runway
constraint in flight level
Alt.
“At”
constraint
Glideslope

Take-off Climb Cruise 100ft : VAPP

Runway

Descent Approach

10.16
A319/A320/A321 FMGS – vertical profile

z Take-off : z Approach :
From DECEL point a deceleration allows configuration
SRS control law maintains V2 + 10 up to thrust
changes in level flight.
reduction altitude where max climb thrust is applied.
V2 + 10 is held up to acceleration altitude (ACC LT). Approach phase is planned to reach approach speed
at 1000ft above ground level.
z Climb :

Energy sharing is applied for acceleration (70% thrust)

and for altitude (30% thrust) from ACC ALT up to first
climb speed. Max climb thrust is kept – Altitude
constraints are taken into account.

z CRZ :

Steps may exist and/or may be inserted.

z Descent :

Top of Descent (T/D) is provided on ND.

From T/D down to the highest altitude constraint,
ECON descent speed is supposed to be held on
elevator and IDLE + ∆ on thrust.
Then, if this status can no longer be kept, geometric
segments will be followed between the constraints.

10.17
A319/A320/A321 FMGS – AP / FD modes

Guidance Managed Selected

z NAV and APP NAV z HDG - TRK

z APPR
z LOC
Lateral z RWY
z RWY TRK
z G.A. TRK
z CLB z OP CLB
z DES z OP DES
Vertical z SRS (TO / GA) z Expedite (towards altitude
z G/S selected on FCU but
z FLARE managed speed)
z FINAL z ALT
z V / S – FPA
z F. PLN reference z FCU selected
Speed (ex. : optimum)
z Expedite

10.18
A319/A320/A321 FMGS – AP / FD modes

z Managed guidance z Selected guidance

Take-off : Lateral :

- RWY : automatic runway axis follow up - HDG/TRK : selected on FCU

through ILS use
- RWY. TRK : follow up of the memorized runway axis Vertical :
- SRS : pitch guidance to maintain V2 + 10
- OP CLB/OP DES : open modes for level changes
Climb/Cruise/Descent : with a fixed thrust and speed
held on elevator
- NAV : lateral guidance along the defined F.PLN - EXPED : level change with maximum
- CLB/DES : vertical guidance with respect of all the climb/descent
F.PLN defined constraints - ALT : altitude capture and hold
- APP NAV : lateral guidance along a defined non - V/S-FPA : vertical speed or flight path
precision approach angle track

Approach and landing :

- APPR : ILS approach (ILS beams capture and

track) and non precision approach
- LOC : LOC use only (capture and track)
- FLARE : automatically performed around 30ft
- FINAL : vertical guidance along a defined non
precision approach

10.19
A319/A320/A321 ATS – controls and display
T.O FLX T.O. Instinctive
G.A MCT A/THR disconnect
range Thrust levers
pushbutton
Idle
Reverse Reverse unlock

FCU PFD

Displayed
- Cyan when engaged
- White when active

Illuminated greed when

A/THR engaged
10.20
A319/A320/A321 FMGS – autothrust function

z Autothrust (A/THR) is part of FMGC

z No mechanical linkage between levers and engines.

Thrust levers position is measured and transmitted to
the FADEC in digital form.

z Autothrust :

- either ensures thrust control depending upon

AP/FD modes (if these are engaged)
- or manages thrust to hold the current target speed
(if no AP/FD engaged)
- thrust control is achieved without moving the levers.

z A/THR engagement status and thrust limit mode

depend upon thrust lever angle (TLA).
Thrust limit selection and computation are made by
the FADEC.

z 5 positions are fitted within the levers position range.

10.21
A319/A320/A321 FMGS – autothrust function
TO / GA TO / GA
FLX / MCT FLX / MCT
CL CL

0 0
Not engaged REV REV
Thrust levers

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

Engaged Not active

0 0
REV REV
Thrust levers

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

Engaged Active
0 0 Both thrust levers at idle result in
REV REV A/THR disengagement
Thrust levers

10.22
A319/A320/A321 FMGS – autothrust function

Operational rules

z A/THR can be engaged :

- manually by pressing the A/THR pushbutton

- automatically, by setting the thrust levers at TO/GA
or FLEX position.

z A/THR is then activated if thrust levers are set between

CL (included) and IDLE (excluded) gates.
In this case, commanded thrust is limited by TLA
(except ALPHA-FLOOR activation).

z A/THR not active (A/THR p/b on FCU extinguished)

and Pressing A/THR p/b on FCU activates A/THR
thrust levers within A/THR range

z A/THR can be disengaged by :

Depressing the instinctive disconnect P/B on the levers

or depressing the illuminated A/THR P/B on FCU or
setting both thrust levers in IDLE gate.

10.23
A319/A320/A321 FMGS – autothrust function
z If the levers are in CLB gate and A/THR is disengaged
then :

- thrust is frozen at its current value until thrust levers

are moved out of the gate.
THR LK amber message appear on PFD.

z If the levers are not in CLB gate when A/THR is

disengaged then :

- thrust is not frozen but is set according to the lever

position.

z Engagement of A/THR mode is automatic according to

AP/FD engaged mode :

AP/FD mode ATS mode

V/S-FPA SPD/Mach
ALT (ACQ/HOLD)
Expedite Thrust
Descent/Climb Thrust/SPD/Mach
SPD/Mach Thrust
final descent SPD
Approach glide SPD
flare Retard
TO/ GA ATS Armed

10.24
A319/A320/A321 FMGS – autothrust function
Autothrust operation

z Take-off performed :

- in TO limit mode with levers in TO.GA notch

- in FLEX TO limit mode with levers in FLX TO/MCT
detent provided a FLX temperature has been entered
on MCDU (take-off page). Lowest FLX TO thrust is
automatically limited to CL thrust.

Note : In both cases, this manoeuvre also engages

the flight director TO mode.

z Once out of take-off (or go around), the nominal phases

in autothrust are always :
This is indicated to
- CL gate in twin engine situation the crew by a CLB
or MCT message
- MCT gate in single engine situation on PFD

- One lever in CL gate and the other out of this gate (in
twin-engine operation) causes the engines to be
regulated differently. ASYM amber message appears
on PFD

z In approach, A/THR control depends on type of

approach (ILS, non precision) and vertical mode
selected on FCU.

z If Alpha floor function is activated, TO/GA thrust is

automatically applied whatever the lever position and
A/THR status are.
10.25
11. Environmental control system

11.1
A319/A320/A321 ECS – system schematic
Air conditioning Pneumatic
ATA 21 ATA 36
To wing Bleed air
regulation
Emergency ram air Pack 2
Pack
LP ground connection valves Eng 2
Cross-bleed valve
Non- Non-
return return Pack 1
HP ground-connection
Air generation valve valve
APU
Air distribution
APU bleed
Recirculation fan Recirculation fan
valve
Filter Mixer unit
Non-return valve Non- Filter APU control unit
Pressure
regulating valve return
valve Bleed air
Hot manifold regulation

Trim air
valves Eng 1
Trim air Trim air
valves valves To wing anti ice Extraction
fan

Flight Extraction
deck fan Fwd zone Aft zone
Electr Aft cargo comp. Safety
Fwd cargo com.
comp. valve

Electr. vent Cabin Outflow

ambient air valve
Venturi
Isolation valve Isolation valve

Trim air valve Pressure regulating valve

11.3
A319/A320/A321 ECS – temperature and flow control

Space optional
Variable flow selector FWD + AFT cargo heat

Automatic temperature control selectors

Flight deck

TAT + 19 °C G.W. 60300 KG TAT + 19 °C G.W. 60300 KG

SAT + 18 °C 23 H 56 SAT + 18 °C 23 H 56

System display : System display :

Cruise page CON system page

System display :
A319/A320 BLEED system page

Cargo heat - optional

A321 TAT + 19 °C
SAT + 18 °C 23 H 56
G.W. 60300 KG

11.4
A319/A320/A321 ECS – air conditioning – pneumatic - general

Air conditioning Pneumatic

Continuous air renewal and temperature regulation in three High pressure air is supplied for air conditioning, air
independently controlled zones (cockpit, forward cabin, aft starting, wing anti-ice, water pressurization, hydraulic
cabin). reservoir pressurization.

Downstream both packs, a dedicated unit mixes cold air System operation is electrically monitored by two Bleed
with recirculated cabin air for distribution to the three Monitoring Computers (BMC), and is pneumatically
zones. controlled.

Optimized air temperature is obtained by adding engine A leak detection system is provided to detect any
hot air to mixing unit air via three trim air valves. overheat in the vicinity of the hot air ducts.

Cabin and pack temperature regulation are achieved by a

zone controller and two pack controllers.

11.5
A319/A320/A321 ECS flight deck – main features
Avionics bay

Skin heat Open if T > 35°C in flight

exchanger
outlet bypass Skin heat
valve exchanger

Skin heat
exchanger
isolation
valve
Inlet Blower Evaporator Extract
valve fan

Overboard
fan
Avionics
equipment
Extract
Ground valve
cooling
unit
(optional) Skin heat exchanger
Air conditioning inlet Closed on
duct bypass valve ground

Condensor Cargo
underfloor

11.6
A319/A320/A321 ECS - ventilation

Avionics ventilation Battery ventilation

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

11.7
A319/A320/A321 ECS – cabin pressure control
Unpressurized areas

Cabin pressure panel

Outflow
valve
Safety valves

Controllers

ADIRS

FMGS

Manual
control

Cabin pressure
controller 1

Cabin pressure
controller 2

3 motors TAT + 19 °C G.W. 60300 KG TAT + 19 °C G.W. 60300 KG

and gears SAT + 18 °C 23 H 56 SAT + 18 °C 23 H 56

Flap type outflow valve DU 2 CRZ page DU 2 press system page

11.8
A319/A320/A321 ECS – pressurization

z The pressurization control system operates fully

automatically without any crew action.

z Dual system with automatic switchover after failure.

Alternative use for each flight. A single outflow valve is
operated by one of three independent electric motors.
Two of these are associated with automatic controllers.

z In normal operation, cabin altitude and rate of change

are automatically controlled from FMGC flight plan data :

- cruise FL, landing field elevation, QNH,

- time to top of climb, time to landing.

z In case of dual FMGC failure, the crew has to manually

select the landing elevation. The cabin altitude varies
according to a preprogrammed law.

z In case of failure of both pressurization system auto-

controllers, the manual back-up mode is provided
through the third outflow valve motor.

11.9
12. Electronic instrument system

12.1
A319/A320/A321 EIS – EFIS/ECAM architecture

EFIS 1 EFIS 2

PFD ND ECAM ND PFD

1 1 DU 1 2 2

ECAM
DU 2

WARN ECAM control panel WARN

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

DMC 1 DMC 3 DM 2

FWC 1 FWC 2

SDAC 1 SDAC 2

Aircraft systems sensors

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

12.2
A319/A320/A321 EIS - components

z Six identical (7.25 in x 7.25 in) cathode ray tubes Display

Units (DU), including integrated graphics generator :

- Two primary flight displays + two navigation display

(EFIS)
- One engine warning display + one system display
(ECAM)

z Three Display Management Computers (DMC)

- Generating images to be displayed on PFD, ND and

ECAM Dus
- Digital data link to display units
- No.3 DMC may replace either No.1 or No.2

z Two System Data Acquisition Concentrators (SDAC)

- Acquiring systems data for transmission of

caution/warnings to FWCs and systems condition to
DMCs
- Operations not affected with either SDAC failure.

z Two Flight Warning Computers (FWC)

- Generating alert messages, aural alerts and

procedural messages for display on ECAM
- operations not affected with either FWC failure.

12.3
A319/A320/A321 EIS - EFIS arrangement

z Primary flight display

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

z Navigation display, three modes :

- ROSE mode (ILS, VOR or NAV) : aircraft symbol in

screen centre, heading up with radar available
- ARC mode : aircraft symbol in lower part of the
screen, heading up with radar available
- PLAN mode : display centred on selected waypoint,
north up

Note : In ROSE-NAV, ARC and PLAN modes, map data

from FMS are presented

12.4
A319/A320/A321 EIS - PFD : climb – FMS guidance
Normal AFS
operational
configuration

ALT acquire armed

Selected altitude

Speed select index

Vertical speed
from FMGS or FCU
2000 ft minute

Actual airspeed
and speed trend

ECON speed range

Aircraft track
Altimeter baro/STD
Mach number setting display

Magnetic heading
reference

12.5
A319/A320/A321 EIS - PFD : approach configuration

Approach capability
and decision height
AP / FD and A / THR
engagement status

Selected altitude
VFE or actual
configuration
VFE of the next
configuration

Altitude indication

Minimum selectable speed

Alpha protection speed G / S and LOC scales
Alpha max speed and DEV indexes

Radio altitude
Outer marker “light”
ILS ident + freq
Altimeter baro
ILS – DME distance setting display

ILS course

12.6
A319/A320/A321 EIS - ND : ROSE / VOR mode

True air speed Actual track

Selected heading

Lateral deviation
bar

Elapsed time

VOR 1
identification
ADF 2
DME distance Identification

12.7
A319/A320/A321 EIS - ND : ROSE / ILS mode

Wind direction

Wind force
Glide deviation

Localizer deviation Glide scale

bar

VOR 1
M = manually tuned

12.8
A319/A320/A321 EIS - ND : ROSE / NAV mode

ETA

ADF

Waypoint

Airport

Distance scale

ADF 1 ADF 2
Identification M = manually tuned

12.9
A319/A320/A321 EIS - ND : PLAN mode

Cross track
error

12.10
A319/A320/A321 EIS - ND : TCAS (optional)

Selected
Range : 20 nm

Resolution advisory :
RED

Proximate aircraft :
WHITE

Traffic advisory :
AMBER
2.5 nm range ring

Off scale intruder

No bearing intruders

12.11
A319/A320/A321 EIS - ECAM arrangement

z ECAM (EFIS) colour symbology

- Warnings : RED for configuration or failure

needing immediate action
- Cautions : AMBER for configuration or failure
needing awareness
- Indications : GREEN for normal long term operations
WHITE for titling and guiding remarks
BLUE for actions to be carried out
MAGENTA for particular messages, e.g.
inhibitions

z ECAM arrangement

Upper DU

- Engine primary indication

- Fuel quantity information
- Slats/flaps position
- Memo/configuration data or warning/caution messages

Lower DU

- Aircraft system synoptic diagram or status messages

12.12
A319/A320/A321 EIS - ECAM arrangement
ECAM sound Symbology

Warning signal Condition Duration

Continuous
Red warnings Permanent
repetitive chime
Single chime Amber caution 1 / 2 second
A/P disconnection by take-over pb 1.5 second
Cavalry change
A/P disconnection due to failure Permanent
Click Landing capability change ½ second (three pulses)
Cricket Stall Permanent
Intermittent buzzer SELCAL call Permanent
Continuous buzzer Cabin call Permanent
‘C’ chord Altitude alert 1.5 second or Permanent
Auto call-out Height announcement Permanent
(synthetic voice) below 400ft
Ground proximity
warning GWPS warning Permanent
(synthetic voice)

12.13
A319/A320/A321 EIS - ECAM upper display

Primary engine
indications
Fuel quantity indication

Flap / slats position

indication

MEMO :
landing

12.14
A319/A320/A321 EIS - ECAM upper display
z The ECAM upper DU can provide the following
memo items for systems which can be use
temporarily and for which no dedicated
annunciator lights are provided.

z Specific memos for take-off and landing are also

available when appropriate.

TO MEMO LDG MEMO

IRS IN ALIGN X MIN SPEED BRK SWITCHING PNL AUTO BRK…….MAX LDG GEAR…….DN
IRS ALIGNED PARK BRK GPWS FLAP 3 SIGNS ………… ON SIGNS ………… ON
SEA BELTS HYD PTU ACARS STBY SPLRS …………ARM SPLRS …………ARM
NO SMOKING RAT OUT MAN LDG ELEV FLAPS …………TO FLAPS …………FULL
REFUEL G EMER GEN CRT TK FEEDG TO CONFIG ….. TEST or
CONFIG 3
OUTR CELL FUELXFRD RAM AIR ON FUEL X FEED CABIN ………… READY
STROBE LT OFF ACARS CALL T.O. INHIB
N. WHEEL STEERG DISC ACARS MSG. LDG INHIB
IGNITION ENG A.ICE LAND ASAP
GND SPLRS ARMED WING A.ICE
OFF
GPWS FLAP MODE OFF APU AVAIL
LO
APU BLEED AUTO BRK
MED
LDG LT
MAX
BRK FAN
AUDIO 3 X FRD

12.15
A319/A320/A321 EIS - ECAM lower DU

Cruise page Electrical system page with advisory

Title of the
system page
pulsing

Value pulsing

12.16
A319/A320/A321 EIS - ECAM lower DU

z The ECAM lower DU presents either (one of twelve)

system pages or status pages.

z Selection of System page is :

- either manual from the ECAM control panel,

- or automatic

in association with a warning/caution message,

• with an advisory pulse message when a
• parameter drifts out of range
according to flight phase.
•
z 12 available pages :

Air bleed,
Air conditioning,
Cabin pressurization,
Electrical power supply – AC / DC,
Flight controls,
Fuel,
Hydraulics,
APU,
Engine monitoring,
Doors / oxygen,
Braking (wheel, ground spoiler),
Cruise.
12.17
A319/A320/A321 EIS - ECAM system pages
Cruise page Engine page Air bleed page Cabin pressurization page

Electric page Hydraulic page Fuel page APU page

Air conditioning page Doors/oxygen page Wheel page Flight controls page

12.18
A319/A320/A321 EIS - ECAM lower display – auto flight phase

Engine**
start

System APU**
pages

Door Wheel Engine Cruise Wheel Door

* FLT S/F extended
CTL L/G
To PWR 1 MIN
extended

2nd engine shutdown

1st engine TO power Phase 6 and altitude < 10000ft
1st engine starded
Electrical power

5 minutes after
1500 ft

Touchdown
800 ft
Flight
phases

80 kt
80 kt

(FWC)

1 2 3 4 5 6 7 8 9 10

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

STL 945.7136/97 12.19

A319/A320/A321 EIS – ECAM lower display
Status page

The operational summary of the aircraft status after a

failure is displayed on the lower ECAM DU and includes :

(a) Postponable procedures not displayed on first page

(blue)
(b) Limitations (speed, flight level…) (blue)
(c) Informations (green)
(d) Cancelled cautions or warnings (white)
(e) Inoperative systems (amber)
(f) Maintenance status (white)

a e

d f

12.21
A319/A320/A321 EIS – ECAM control / switching panels

ECAM
TO
CONFIG
ECAM

System page
control

12.22
A319/A320/A321 EIS – Dus reconfiguration

Master warning (red)

Maser caution (amber)

PFD/ND PFD/ND
Transfer Transfer
ECAM/ND
Transfer

Reconfiguration capability : Single failure

Multiple failure

12.23
A319/A320/A321 - EIS

Independent failure
presentation sequence

Example : electrical generator fault

12.25
A320 EIS – independent failure : initiation
The following displays appear, provided no flight phase inhibition is active.

ECAM upper display ECAM lower display : ELEC page

Failure identification Corrective actions The corresponding system page appears automatically

12.27
A319/A320/A321 EIS – independent failure : after corrective action

ECAM upper display ECAM lower display : ELEC page

Actions lines automatically cleared when ELEC page changes according to the corrective action
corresponding actions performed

12.28
A319/A320/A321 EIS – independent failure : after “clear”action

ECAM upper display ECAM lower display

APU GEN UP TO FL 350

- Warning message is cleared - Status page appears automatically

- Memo comes back - When “clear” button is pressed again
flight phase system page comes back

12.29
A319/A320/A321 - EIS

Primary / secondary
failure presentation sequence

Example : Blue hydraulic reservoir low air pressure

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

12.31
A319/A320/A321 – EIS – primary / secondary failure : initiation
1st step : independent failure detection

Upper display Lower display : HYD page

Failure identification Corrective action The corresponding system page appears automatically

12.33
A320 – primary / secondary failure : after corrective action
2st step : after performing the corrective action

Upper display Lower display : HYD page

Display of resulting Resulting secondary The corresponding system page is

primary failure failure is displayed automatically updated

12.34
A319/A320/A321 EIS – primary / secondary failure : after “clear” action 1

3rd step : first “CLEAR”

Upper display Lower display : F / CTL page

Resulting secondary failure (spoiler fault and all actuator

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

12.35
A319/A320/A321 EIS – primary / secondary failure : after “clear” actions 2

4th step : second “CLEAR”

Upper display Lower display : status page

- Status page appears automatically after

second “clear”

12.36
A319/A320/A321 EIS – primary / secondary failure : after “clear” actions 3

5th step : third “CLEAR”

Upper display Lower display : cruise page

Display of entire memo Status reminder - When “clear” button is pressed for the third
consecutive time, flight phase system
page comes back

12.37
13. Radio management and
communication

13.1
A319/A320/A321 radio management concept
Radio Management Panel (RMP)

Transfer function

Frequency selection
Radio COMM (two concentric
selection keys rotation knobs)

Isolation switch

Radio NAV back-up section

(when both MCDUs or FMGCs failed)

13.2
A319/A320/A321 radio management concept

z Radio Management Panel (RMP) system provides :

- crew control of all radio communication systems

- back-up of the two FMGCs for controlling all radio
navigation systems

z Basic installation includes :

- two RMPs on pedestal

- full provision for installation of a third RMP on
overhead panel

z The ATC transponder is tuned by a separate

conventional control panel.

13.3
A319/A320/A321 RMP architecture
MCDU 1 MCDU 2

FMGC 1 FMGC 2

RMP 1 RMP 2

VOR 1 VHF 1 VHF 2 VOR 2

DME 1 HF 1 HF 2 DME 2

ILS 1 ILS 2
COMM.

ADF 1 ADF 2

NAV NAV

13.4
A319/A320/A321 radio management concept architecture

Communication tuning

Any radio communication system can be tuned from any of

two RMPs. In case of failure any RMP can take over from the
other one.

Navigation tuning

Three different operating modes exist.

z Automatic : VOR/DME, ILS and ADF are automatically

tuning controlled by the FMGS.

z Manual tuning : for selection if a specific frequency

through the FMGS CDU without affecting
the automatic function of the FMGS.

z Back-up tuning : when both FMGCs are inoperative or

when an emergency electrical source is in
operation, any NAV receiver may be tuned
by the crew from any RMP ; each RMP
controls on side receivers.

When one of both FMGCs is inoperative, the remaining one

controls all receivers.

13.5
 A319/A320/A321 COMM – audio control panel
Transmission keys Transmission keys
and SELCAL lights and CALL lights

Audio listening
and volume control

Public address
Interphone/Off audio listening and
/Radio switch volume control
PA key for boomset
oxygen mask or
hand microphone
operation

Voice/ident SELCAL and CALL Radio nav audio listening

filter key reset key and volume control

13.6
A319/A320/A321 COMM – audio control panel

The audio integrating system provides the management of

all audio signals produced by and feeding the radio-
communications, radio navigation and interphone systems :

z Basic installation includes :

- three Audio Control Panel (ACP) – two on pedestal,

one on overhead panel
- one Audio Management Unit (AMU) in avionics bay
- one SELCAL code selector in avionics bay.

z Provision exists for supplementary ACP’s

z All selections and volume adjustments carried out by

crew through ACPs

z All ACPs are fitted for maximum capacity (three VHF,

two HF, public address, calls, two VOR, two ADF, ILS
and provision for MLS).

z Each ACP and associated AMU electronic card are fully

independent and microprocessor controlled.

13.7
14. Maintenance centralized
fault display system

14.1
A319/A320/A321 Centralized Fault Display System (CFDS)

General

Line maintenance of the electronic systems is based on the

used of a Centralized Fault Display System (CFDS).

The purpose of the CFDS is to give maintenance

technicians a central maintenance aid to intervene at
system or subsystem level from multipurpose CDUs located
in the cockpit :

- to read the maintenance information

- to initiate various tests.

Two levels of maintenance should be possible using the

CFDS :

- maintenance at an out-station (LRU change)

- maintenance in the hangar or at the main base
(troubleshooting).

14.3
A319/A320/A321 CFDS - architecture
Aircraft systems
Aircraft
system

BITE

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

FMGS
AIDS
1 and 2

MCDU 1 MCDU 2
ACARS

VHF 3
Printer

14.4
A319/A320/A321 CFDS - architecture

Advantages of the CFDS z Optional equipment

A revised maintenance concept provides a : - A multi-use printer

- A quick access recorder (QAR)
- reduction of the duration of operations - An AIDS
- reduction of the maintenance crew training time
- simplification of technical documentation
- standardization of the equipment
- simplification of the computers which no longer
display any BITE ;

Integration of the CFDS

Integrated in the Maintenance and Recording Data

System (MRDS) comprising :

z Basic equipment

- A Centralized Fault Display Interface Unit (CFDIU)

- A digital Flight Data Recorder (DFDR) and its
interface unit
- Two multipurpose CDUs (MCDUS) located on the
pedestal.

Note : The MCDUS can be used for : FMS, MRDS

options (ACARS, AIDS).

14.5
A319/A320/A321 CFDS – example of use - 1

14.6
A319/A320/A321 CFDS – example of use - 2

14.7
A319/A320/A321 CFDS – example of use - 3

14.9