GENERAL
ATA 06-12
STUDENT LEARNING OBJECTIVES:
As a result of this lesson Learners will meet the following objectives using
graphics, diagrams, illustrations, or simulations while maintaining 80% or
greater accuracy.
• Identify the dimensions and areas of the A319/320 aircraft
• Identify the fuselage, pylon, nacelle, stabilizer and wing stations and
zones on the A319/320
• Identify and describe the precautions and operation of jacking the
A319/320 aircraft.
• Describe and identify the operation and precautions for leveling the
A319/320 aircraft
• Describe and identify the operation and precaution for towing and
taxing the A319/320 aircraft.
• Identify and locate the ground servicing and drainage points on the
A319/320 aircraft
• Identify and locate the grounding points on the A319/320 aircraft.
A319/320 INITIAL
PAGE - 1
10-Nov-10
GENERAL
EFF-ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
A319/320 INITIAL
PAGE - 2
10-Nov-10
GENERAL
EFF-ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
TABLE OF CONTENTS
Family History.................................................................................4
Functional Item Numbers ...............................................................8
Dimensions and Areas ...................................................................10
Zoning ...........................................................................................12
Fuselage Datum Lines ..................................................................14
Fuselage, Pylon and Nacelle Stations ..........................................16
Stabilizer and Wing Stations .........................................................18
Jacking for A/C Maintenance Operations ......................................20
Jacking for Wheel Change ............................................................22
Leveling ..........................................................................................24
Towing............................................................................................26
Taxiing ...........................................................................................28
Ground Servicing & Drainage Points .............................................32
Aircraft Grounding ..........................................................................34
INTENTIONALLY LEFT BLANK
A319/320 INITIAL
PAGE - 3
10-Nov-10
GENERAL
EFF-ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
A319/320 INITIAL
PAGE - 4
10-Nov-10
GENERAL
EFF-ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
FAMILY HISTORY
Family Ties
With the latest electronics Flight By Wire control and a new approach
to the man machine interface, the A320 really is the state of the art in
commercial aviation. By getting their ideas clear at the design stage Airbus has made the A320 the start of a real family.
For example, to stretch the 150 seat A320 into a 190 seat A321 Airbus
only has to make local re-enforcements to the wing and center section
and some minor changes to the flight control software. The rest could stay
virtually the same.
The A321 is an A320 with two extra fuselage sections and room for 36
more paying customers. In the same way Airbus has been able to shorten
the A320 to create the A319, the most economic member of the family.
These three aircrafts between them cover the needs of the airlines from
124 to 185 seats.
Flexibility
The cabin intercommunication system makes it easy to vary cabin
configuration.
With the wide aisle, cabin crew and passengers can move more easily.
A standard A321 with 196 passengers has a turn round time of only 34
minutes and this reduces to 29 minutes with the wide aisle option, 11
minutes faster than the competition.
Efficiency
the cargo compartments can be unloaded and reloaded well within the
passenger turn round time. 70% of A320 users have opted for the containerization system based on the LD 3 standard. Although the A321 is
only 18% longer than the A320, its underfloor capacity is 40% greater,
room for three more containers.
Technology
Advanced composite materials and the best aluminum alloys produce a
rugged yet light airframe. High structural efficiency directly reduces
operating costs.
The A321 and A319 are assembled in Germany at a purpose built
Deutsch Airbus plant.
Since potential corrosion problems are addressed at source, structural
inspection programs are simplified reducing maintenance costs and
enhancing resell value.
More advanced technology can be seen in the wings which are lighter
and optimized for computer control flight. Because of better aerodynamics, they made the A320 and the A321 the most fuel efficient commercial
jets on the market.
Range
The Airbus A321 cost per passenger mile is by far the lowest in its category. The A319 has the lowest fuel consumption.
The engines also interface with the flight by wire controls and the autopilot
system.
The whole family has the same man machine interface. The Primary
Flight Display alone replaces six conventional electromagnetic
instruments. Information is displayed on a six cathode ray tubes when it is
needed, which in turn reducing the crew's workload.
A major asset of computer-aided design is ease of access to system
operation parameters. This is an advantage for the Centralized Fault
Display System (CFDS), the key to maintenance guidance. Any failure is
analyzed, the faulty component identified, the diagnosis made, and if necessary the information is transmitted to the ground in real time for time
saving repair.
FAMILY HISTORY
A319/320 INITIAL
PAGE - 5
10-Nov-10
GENERAL
EFF-ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
A319/320 INITIAL
PAGE - 6
GENERAL
10-Nov-10
EFF-ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
FAMILY HISTORY CONT.
Range Cont.
The A320 family ties really come into their own when it comes to
maintenance. Virtually all despairs, test devices and procedures are
identical. No need for extra stocks or special training or facilities in
service staff are available for the whole family.
• With a Maximum Take-Off Weight (MTOW) of 77 tons (170000 lbs),
the A320 has a range of 3600 Nm.
• For the A319, with an Maximum Take-Off Weight (MTOW) of 68 tons
(150000 lbs), it is 4200 Nm
Fleet Advantages
For maintenance operations the A320s, A321s and A319s are the same
as operating a single type of aircraft. The savings are enormous, common
equipment, common staff.
For cabin crew, the cabin is a just a little longer or shorter.
For pilots the aircraft are virtually the same. They react in the same way
to the same commands. This is true of all Airbus Industry new generation
aircraft from the A319 to the four engine A340.
The simulator is common to the whole family. Basic crew conversion
costs are therefore much lower for airlines, which base their fleets on
Airbus technology. Because the crews can be used on different aircraft,
operations are more flexible and efficient.
Designing a 192/200 seater based on the A320 was a natural step. The
cost effectiveness of the idea is even clearer in market forecast.
The advent of the A319 is perhaps even more inhibitive. Now airlines
can adapt a slack operating periods and expand their commercial networks to second relines while keeping the fleet effect.
The A319 opens up development perspectives for smaller airlines too by
providing them now with a high quality aircraft that would go on being attractive.
By founding the first real family of aircraft, Airbus Industry has created
a novel concept based on standardization and maximum commonality.
They have provided the market with three cost effective aircrafts, which
operate efficiently together.
FAMILY HISTORY CONT.
A319/320 INITIAL
PAGE - 7
10-Nov-10
GENERAL
EFF-ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
A319/320 INITIAL
PAGE - 8
10-Nov-10
GENERAL
EFF-ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
FUNCTIONAL ITEM NUMBERS (FIN)
General Description
Equipment on aircraft is identified by an unique identifier designated
Functional Item Number (FIN). The basic element of the FIN is a two letter
code indicating to which system circuit the equipment belongs.
To this code are added prefixes and/or suffixes which provide the unique
identification for individual items of equipment.
For electrical equipment (any component with an electrical connection). A
typical FIN is as follows:
• 2CA1 (Refer to Figure #1 below)
Several identical components which perform the same function in the
same circuit can be differentiated by the suffix number (2CA1, 2CA2,
etc.).
The general rule is that an even suffix identifies a component on the
right hand side and on odd suffix identifies a component on left hand
side.
For mechanical equipment the FIN is similar to the electrical FIN. However, the second letter (Circuit letter) is always M such as 3013GM (Refer
to Item #2 below)
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
C - Flight control systems
D - De-icing
E - Engine monitoring
F - Flight instrumentation
G - Landing gear
H - Air conditioning
J - Hydraulics
K - Engine/APU control and starting
L - Lighting
M - Interior arrangement/Passenger service system
P - DC generation
Q - Fuel
R - Radio (navigation & communications)
S - Radar, navigation
T - Recording
V - Fictitious circuits
W - Fire protection & warning system
X - AC Generation
Circuit identification
The identification number of a circuit consists of 2 letters : the letter
of the system followed by a letter identifying the circuit within a system
(Refer to Item #3 below).
Electrical/Electronic System and Circuit Identification
The marking of systems and circuits is in accordance with the following
coding system.
System Identification Letters
The letters A and B are reserved for special request by an airline for system references where the system is considered likely to be unique to
that airline and not covered by the system letters shown in the table.
Fictitious Components
All components not specifically related to a circuit are identified by fictitious circuit letter V. The second letter defines the type of component.
A complete list of System/Circuit letters is given in the introduction
of the Wiring Manuals (ASM/AWM/AWL).
EXAMPLE #1
2
CA
1
SYSTEM 1 ( 1 OF SEVERAL SIMILAR SYSTEMS)
CIRCUIT - AUTO THRUST
SYSTEM - FLIGHT CONTROL
EQUIPMENT NUMBER (2ND COMPONENT IN CIRCUIT (A))
EXAMPLE #2
3013
GM
MECHANICAL
LANDING GEAR
EQUIPMENT NUMBER
EXAMPLE #3
CA
CIRCUIT
SYSTEM
DATA TAG ON WHEEL WELL WALL FOR APU FUEL PUMP
FUNCTIONAL ITEM NUMBERS (FIN)
A319/320 INITIAL
PAGE - 9
10-Nov-10
GENERAL
EFF-ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
A319/320 INITIAL
ATA - 06
PAGE - 10
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
DIMENSIONS AND AREAS
General Description
A320 Dimensions
A319 Dimensions
The majority of the dimensions between the A319 and the A320 are the
same except for the following locations:
Wings
• Span: 111ft 10in.
• Sweep angle: (at 25% MAC) 24 Deg. 58'
• Wingtip from ground: 12ft 6in
Vertical Stabilizer
• Height from ground: 38ft 7in.
Horizontal Stabilizer
• Span: 40ft 8in.
Fuselage
• Over all Length: 111ft.
• Width: 12ft 11in.
• Height: 13ft 7in.
Landing gear
• NLG wheel axis to MLG axis distance: 36ft 3in.
• NLG wheel axis to nose of aircraft: 16ft 7in.
• L and R MLG center-to-center: 24ft 9in.
Fuselage
• Over all Length: 123ft 3in.
Landing gear
• NLG wheel axis to MLG axis distance: 41ft 6in.
40.84Ft
111.87Ft
34.1m
12.45m
12.9Ft
A319
A320
24.9Ft
7.59m
123.27Ft
37.57m
110.99Ft
33.83m
12.95Ft
3.95m
18.86Ft
5.75m
12.95Ft
3.95m
18.86Ft
5.75m
40.84Ft
12.45m
40.84Ft
12.45m
10.67Ft
3.25m
10.35Ft
3.15m
13.58Ft
4.14m
13.58Ft
4.14m
38.55Ft
11.75m
38.55Ft
11.75m
16.63Ft
5.07m
36.22Ft
11.04m
89.83Ft
27.38m
16.63Ft
5.07m
DIMENSIONS AND AREAS
A319/320 INITIAL
ATA - 06
PAGE - 11
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
41.46Ft
12.64m
102.08Ft
31.11m
A319/320 INITIAL
ATA - 06
PAGE - 12
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
ZONING
Purpose
The aircraft is divided into zones as follows:
• The major zones
• The major sub-zones
A three digit number identifies the zones.
General Description
Major zones
The major zones are identified by the hundreds as follows:
•
•
•
•
•
•
•
•
100 Lower Half of the Fuselage to Aft Pressure Bulkhead
200 Upper Half of the Fuselage to Aft Pressure Bulkhead
300 STABILIZERS
400 NACELLES
500 LEFT WING
600 RIGHT WING
700 LANDING GEAR
800 DOORS
Major Sub-zones
The major sub-zone are identified by the tens of the major zone. An
example would be The major zone identifier for the left wing is Z500. The
major sub-zone identifier for the left wing slats are Z510.
570
670
510
610
600
500
520
620
540
640
510
610
580
680
530
630
580
680
530
630
400
400
700
300
800
800
800 700
800
100
200
700
800
ATA - 06
PAGE - 13
EFF-ALL
10-Nov-10
410
420
430
440
800
ZONING
A319/320 INITIAL
550
650
560
660
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
450
460
590
690
530
630
470
480
A319/320 INITIAL
ATA - 06
PAGE - 14
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
FUSELAGE DATUM LINES
General Description
Fuselage datum lines are measured as follows:
• X = Is the fore and aft distance from any point to STA0.
• Y = Is the lateral distance from any point to the aircraft centerline.
• Z = Is the vertical distance from any point to the aircraft centerline.
+Z
A
+X
Y
-Y
Z
SECTION
A-A
A
+Z 3000
-X
+Y
+Z 2000
-Z
+Z 1000
0
-Z 240
-Z 1000
-Z 2000
FUSELAGE DATUM LINES
A319/320 INITIAL
ATA - 06
PAGE - 15
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
-Y 3000
-Y 2000
-Y 1000
0
+Y 1000
+Y 2000
+Y 3000
-Z 3000
A319/320 INITIAL
ATA - 06
PAGE - 16
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
FUSELAGE, PYLON AND NACELLE STATIONS
General Description
This section identifies the stations and their related frames or ribs.
Stations (STA) are identified in millimeters
Fuselage Stations
The fuselage stations are measured along the X datum line. The fuselage
is divided into frames. The frames and their stations are shown on the
graphic below.
Note:
The A320 is the base model for the A319 and A321. In
order for Airbus to create the A319 they shorten the A320
by 7 frames or 12 feet. Airbus performs the opposite to
build the A321. They us the same A320 base model and
add 13 frames or 23 feet.
Pylon and Nacelle Stations
Both the pylon and nacelle stations are measured along the X datum.
STA3043/FR64
STA4011/FR87
A320
STA3655/FR77
STA2136/FR47
STA3366/FR70
STA1537/FR35
STA950/FR24
STA2670/FR64
STA350/FR1
STA3638/FR87
STA3281/FR77
STA1976/FR47/51
STA2992/FR70
STA519
STA313
STA950/FR24
STA647
STA1377/FR35
STA350/FR1
CL
FUSELAGE, PYLON AND NACELLE STATIONS
A319/320 INITIAL
ATA - 06
PAGE - 17
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
STA818
STA800
STA671
A319
STA518
STA388
Xm0
A319/320 INITIAL
ATA - 06
PAGE - 18
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
STABILIZER AND WING STATIONS
General Description
Stabilizers Stations
The positions of the stations on the Horizontal and Vertical Stabilizer are
at 90° to the aircraft centerline.
Wing Rib Stations
All stations are parallel to the aircraft X axis. All measurements are:
• At 90° to RIB 1
• Measured between RIB 1 and the intersection of each rib datum with
the front spar datum.
Z320
Z340
B
Z330
B
Z600
STA561/RIB11
C
A
Z500
WING REFERENCE
STA0/RIB1
STA413/RIB9
STA141/RIB3
STA251/RIB5
STA299/RIB7
A
STA360/RIB6B
STA376/RIB7
STA228/RIB5
STA135/RIB3
STA486/RIB9
STA5/RIB1
STA613/RIB11
Note: L/H Shown
R/H Similar
STA732/RIB13
STA0/RIB1
RIB3/STA82
STA827/RIB15
STA924/RIB17
RIB5/STA181
STA1020/RIB19
RIB7/STA271
STA1120/RIB21
RIB9/STA342
RIB10/STA403
STA1228/RIB23
RIB11/STA466
STA1346/RIB25
STA1446/RIB27
RIB13/STA589
RIB14/STA601
STABILIZER AND WING STATIONS
A319/320 INITIAL
ATA - 06
PAGE - 19
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
C
A319/320 INITIAL
ATA - 07
PAGE - 20
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
JACKING FOR A/C MAINTENANCE OPERATIONS
General Description
Lift the aircraft by slowly operating the controls of the three jacks in order
to lift the aircraft at the same attitude.
Note:
CAUTION:
YOU MUST NOT LIFT THE AIRCRAFT WITH THE
SAFETY STAY. DO NOT USE THE TAIL SAFETY STAY
WHEN THE AIRCRAFT IS ON ITS WHEELS. REMOVE
THE SAFETY STAY BEFORE PERFORMING ANY
LANDING GEAR EXTENSION AND RETRACTION
TESTS.
You must lift the aircraft at three points on the structure with three
hydraulic jacks:
• One point is under the forward fuselage at FR8,which has a
permitted load for jacking of approximately 15,287lbs.
• The two other points are under the wings at RIB 9 and the permitted
load for jacking is approximately 64,070lbs.
Note:
The maximum permitted weight for jacking the aircraft is
between 125,663lbs and 130,072lbs, depending on
aircraft variation per AMM 07-11.
You can lift the aircraft at the forward jacking point only with the wheels of
the main landing gear on the ground.
CAUTION:
TO PREVENT ANY MOVEMENT OF THE FLIGHT
CONTROL DURING JACKING: RELEASE THE HYD/
LEAK MEASUREMENT VALVES (Y/B/Q) P/B SWITCH
(50VU PANEL) SO THE “OFF” LEGEND ILLUMINATES.
ALSO ON THE 40VU PANEL, RELEASE THE HYD/
BLUE/ELEC PUMP P/B SWITCH SO THE “OFF”
LEGEND ILLUMINATES.
Prior to jacking the aircraft, on the 110VU panel, set the PARKING BRK
switch to “OFF”. Ensure the aircraft is level by using either the attitude
monitor or the ADIRU under the quick leveling method (AMM 08-21).
It is necessary to monitor the level attitude of the aircraft
during all the jacking procedure.
Continue to lift the aircraft until you get a clearance of approximately 4.7in
between the wheels and the ground for extension and retraction tests of
landing gears.
Set the safety stay and put it in position between FR73 and FR74.
Operate the safety stay until you get the contact with the safety point.
When the aircraft is on jacks the safety stay prevents any accidental
movement of the aircraft and its permitted load is approximately 4,496lbs.
FR8
FR9
RIB9
B
A
A
B
JACKING POINT
B
RIB73
RIB74
FR8
RIB9
CL
RIB9
JACKING POINT
SAFETY JACK
JACKING POINT
JACKING FOR A/C MAINTENANCE OPERATIONS
A319/320 INITIAL
ATA - 07
PAGE - 21
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
A319/320 INITIAL
ATA - 07
PAGE - 22
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
JACKING FOR WHEEL CHANGE
General Description
Jacking for Nose and Main Wheel Changes
The jack points for wheel changes are located on the lower portion of the
struts in between the wheel assemblies.
WARNING:
MAKE SURE THAT THE AIRCRAFT IS STABLE AND
DOES NOT MOVE DURING JACKING OPERATIONS.
IF THE AIRCRAFT MOVES (GATE DOCKING,
PASSENGER/FREIGHT LOADING, ETC) THERE IS A
RISK OF INJURY TO PERSONNEL AND/OR DAMAGE
TO THE AIRCRAFT.
CAUTION:
DURING REFUELING OR DEFUELING PROCEDURES,
DO NOT PERFORM THE JACKING FOR WHEEL
CHANGE PROCEDURE. IF THE AIRCRAFT IS ON
JACKS AND IF A FIRE OR IMPORTANT FUEL
SPILLAGE OCCURS, IT WILL NOT BE POSSIBLE TO
MOVE THE AIRCRAFT.
Note:
You can lift the aircraft at its maximum weight with the
passengers.
The aircraft must be configured properly prior to jacking. The aircraft
wheels must be on the axis of the airplane. Ensure the aircraft is clear to
lift, the parking break is “ON”, the aircraft is stable and chocks are
installed on the unchanged wheels.
Note:
AIRBUS recommends that you do not perform operations
that can change the weight or stability of the aircraft
during jacking (gate docking, fueling/defueling, loading/
unloading, etc.).
FW
D
MAIN LANDING GEAR
AFT DOORS
FWD DOORS
LEG DOOR
NOSE LANDING GEAR
JACKING POINT
MAIN DOOR
JACKING POINT
JACKING FOR WHEEL CHANGE
A319/320 INITIAL
ATA - 07
PAGE - 23
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
A319/320 INITIAL
ATA - 12
PAGE - 24
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
LEVELING
General Description
Quick Leveling Using the Attitude Monitor
To get access to the Attitude Monitor open the refuel/defuel panel door
(192MB) on the right hand side of the aircraft. Operate the jacks until the
Attitude Monitor reads D4.
Note:
The D4 position relates to a longitudinal angle of 0 and
transverse angle of 0.
Note:
Currently the Attitude Monitor is being removed from the
aircraft. If the aircraft does not have the Attitude Monitor
leveling must be verified with the ADIRU and MCDU
Quick Leveling Procedure with the ADIRU
First an IR alignment procedure must be performed. Once aligned, get
access to the Parameter Call-Up Menus.
On the MCDU:
•
•
•
•
•
•
Push the MCDU MENU mode key
Push the LSK adjacent to AIDS
Push the LSK adjacent to CALL-UP<PARAM
Push the LSK adjacent to PARAM ALPHA CALL-UP
Enter the correct Alpha Call-Up Code in the scratch pad.
Push the respective LSK to take over the Parameter Alpha Call-Up.
The Alpha Call-Up codes for this purpose are:
• PTCH for the pitch angle to do a check of the longitudinal alignment.
• ROLL for the roll angle to do a check of the transverse alignment.
While lifting and leveling the aircraft read the pitch and roll angles at the
bottom of the display (scratchpad). A positive degree value angle of roll
means right wing down and a negative degree value angle of roll means
left wing down. A positive degree value of pitch means the nose of the
aircraft is up and a negative degree value of pitch means the nose of the
aircraft is down.
192MB
6QT
A
B
A
FR38
0.5 DEG
39QM
B
A1 B
0.5DEG
C
D
E
F
G
2
3
4
5
6
7
LEVELING
A319/320 INITIAL
ATA - 08
PAGE - 25
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
32QU
A319/320 INITIAL
ATA - 09
PAGE - 26
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
TOWING
General Description
Towing of the aircraft can be performed by either the nose landing gear or
by the main landing gear. The aircraft can be towed with deflated tires.
This procedure is for towing of the aircraft in maintenance configuration
only. It is not for operational towing, except to disengage the aircraft from
the gate area. No other operational towing is permitted.
CAUTION:
DO NOT TOW OR MOVE THE AIRCRAFT ON THE
GROUND IF THE ENGINE COWLS ARE OPEN.
MOVEMENT OF THE AIRCRAFT WITH THE COWLS
OPEN CAN CAUSE DAMAGE TO THE COWLS AND
THE NACELLE STRUCTURE.
AIRBUS recommends that you use a towbar that has a damping system,
but you can use the NLG towbar fitting to tow or push the aircraft with it at
its maximum weight and/or with the engines between zero and idle. The
MLG attachments can also be used to tow the aircraft with the engines
stopped and/or when it is bogged.
Do not tow the aircraft if the dimension H is more than 11.8110 in. If you
do, you can cause damage to the cams that return the nose gear wheels
to the center position. Keep a minimum of 9.84 ft. separation from the
nose wheels, towbar and tractor while the aircraft moves.
Limit Loads and Angles
In all the towing configurations, the safety pin locks the control lever on
the interphone box in the disengaged position. The maximum permitted
steering-angle on each side of the aircraft centerline is:
• +/- 95 degrees with towbar,
• +/- 85 degrees without towbar.
During towing, the towing angle must not be more than the angle shown
on aircrafts fuselage.
It is permitted to tow the aircraft with the floor panels of the cabin and/or
cargo compartment(s) removed. For aircraft with cabin and/or cargo
compartment(s) floor panels removed, smooth and low-speed towing is
recommended.
Nose Wheel Steering De-activation
The Towing Control Lever is located on the Nose Wheel Electrical Box
which is attached to the nose landing gear strut. It is used by ground
personnel when greater turning angles are required, such as is the case
when the aircraft is being towed or during pushback.
When the lever is placed in the “TOW” position, nosewheel steering
capability from the flightdeck controls is inhibited. An ECAM memo
message NW STRG DISC appears in green to alert the crew. The
message turns amber when at least one engine is operating. In addition,
when the lever is placed in the “TOW” position, PTU operation is also
inhibited.
Note:
The NW STRG DISC message has no association with
the A/SKID & N/W STRG switch being placed in the
“OFF” position.
When the lever is returned to the NORMAL position, nosewheel steering
capability is returned to the flightdeck controls and, the ECAM message is
removed.
B
A
H
C
B
A
C
TOWING LEVER
MAX TOWING ANGLE
NORMAL STEERING
(STEERING ACTIVATED)
SAFETY PIN
(TOWING POSITION)
TOWING POSITION
(STEERING DE-ACTIVATED)
TOWING
A319/320 INITIAL
ATA - 09
PAGE - 27
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
A319/320 INITIAL
ATA - 09
PAGE - 28
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
TAXIING
CAUTION:
General Description
CAUTION:
AIR BLAST FROM HIGH BYPASS FAN ENGINES CAN
BE CONSIDERABLE, EVEN AT RELATIVELY LOW
THRUST SETTINGS. BE AWARE OF OBJECTS,
GROUND SERVICE PERSONNEL AND BUILDINGS
THAT CAN BE EXPOSED TO JET BLAST. ALSO AVOID
FOLLOWING OTHER AIRCRAFT TOO CLOSELY. JET
BLAST IS A MAJOR CAUSE OF FOREIGN OBJECT
DAMAGE.
Thrust
Serious damage or injury may occur at breakaway thrust (40% N1).
Idle thrust is adequate for taxiing under most conditions. If additional
thrust is required, use as little as possible (use 40% N1 as a practical
maximum). Additional thrust should be used only with assurance that the
area behind the aircraft is clear. Reduce thrust to idle prior to starting a
turn. Do not start a turn until sufficient forward speed has been attained to
carry the aircraft through the turn at idle thrust. Avoid the tendency to taxi
too fast. Be especially aware of speed during turns. The proper taxi speed
will depend on such things as turn radius, congestion and surface
conditions, but should normally not exceed 20 knots.
Excessive speed, combined with heavy weight and long taxi distance
cause heat buildup in the tire sidewall. Avoid riding the brakes to control
taxi speed. If taxi speed is too high, reduce to a slow taxi speed with one
steady brake application. Release the brakes and allow them to cool.
Repeat this cycle as necessary.
Differential braking and braking while in turns should be avoided under
normal conditions. The use of reverse thrust to control taxi speed is not
authorized except for emergencies.
IF THE BRAKES FAIL DURING GROUND
OPERATIONS, PLACE THE A/SKID & N/W STRG
SWITCH “OFF” AND APPLY THE BRAKES AGAIN
(NOSEWHEEL STEERING WILL BE LOST). IF THE
BRAKES ARE STILL INEFFECTIVE, APPLY
MODERATE REVERSE THRUST TO STOP FORWARD
MOMENTUM. IF REVERSE THRUST IS INEFFECTIVE,
THE ONLY ALTERNATIVE IS TO APPLY THE PARKING
BRAKE; USE THIS ONLY IN EXTREME CASES AS
FULL PRESSURE WILL BE APPLIED.
Turn Radius
Nosewheel steering is also “fly-by-wire” with no mechanical connection
between the tiller and the nosewheel. The nosewheel response to tiller
inputs increases as the tiller is moved further from neutral. Use smooth,
gradual tiller inputs.
Very tight turns can be made, but a tendency to over control may be
noticed. When making tight turns at low speed, maintain the chosen tiller
position and accept that the turn radius may be tighter than desired as this
will facilitate a smoother turn. Be aware of the fact that the relationship
between the nosewheel angle and the tiller angle is not always linear. At a
certain point in the steering logic curve, the slope changes and a slight
increase in tiller angle will result in a greater nosewheel angle than was
previously achieved. To maintain a comfortable taxi profile, you must
accept the relationship change and avoid the tendency to “back off” on the
tiller input when this change occurs.
Even though the aircraft is equipped with two steering tillers, the captain
will steer the aircraft while it is on the ground. The only exception is when
a flight control check or other flight deck preparation items are
accomplished while the aircraft is moving. In this case, the captain should
transfer the taxiing duties to the first officer.
Note:
All measurements are in feet
(ft) increments.
Measurements are specified
as A319 / A320 on dimensions
of graphic.
36.22 / 41.47
6
.8
64
EFFECTIVE
TURN 70°
7
.2
39.73 / 45.4
.4
5 4.
49
70
2
/7
/ 60
.0
STEERING
ANGLE 75°
TAXIING
A319/320 INITIAL
ATA - 09
PAGE - 29
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
/7
9
1.
67.55 / 75.8
MINIMUM
PAVEMENT
WIDTH FOR
180° TURN
A319/320 INITIAL
ATA - 09
PAGE - 30
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
TAXIING CONT.
General Description Cont.
Minimum turn radius capability are shown in the graphic below. The wing
tip and elevator describes the largest arc while turning and determines the
minimum obstruction clearance path. All other portions of the aircraft are
within this arc.
These radii assume that a slow continuous turn is made on a dry surface
with symmetrical thrust and without differential braking
Nosewheel steering is available when:
•
•
•
•
The A/SKID & N/W STRG switch is in the “ON” position.
At least one engine is running,
The Towing Control Lever is in the NORMAL position,
Aircraft ground speed is less than 130kts (rudder pedals) or 70kts
(handwheel),
• The aircraft is on the ground, and the Green Hydraulic system is
pressurized.
Note:
If the gear was manually extended nosewheel steering
will not available.
Note:
All measurements are in feet
(ft) increments.
Measurements are specified
as A319 / A320 on dimensions
of graphic.
36.22 / 41.47
6
.8
64
EFFECTIVE
TURN 70°
7
.2
39.73 / 45.4
.4
5 4.
49
70
2
/7
/ 60
.0
STEERING
ANGLE 75°
TAXIING CONT.
A319/320 INITIAL
ATA - 09
PAGE - 31
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
/7
9
1.
67.55 / 75.8
MINIMUM
PAVEMENT
WIDTH FOR
180° TURN
A319/320 INITIAL
ATA - 12
PAGE - 32
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
GROUND SERVICE & DRAINAGE POINTS
General Description
The A319/320 have several Ground Service Connections and Drainage
Points located around the aircraft.
The L/H graphic below illustrates the location of the ground servicing
points. These points are identified as follows:
•
•
•
•
•
•
•
•
•
Item 1A
Item 1B
Item 2A
Item 2B
Item 3
Item 4
Item 5
Item 6
Item 7
•
•
•
•
•
Item 8
Item 9A
Item 9B
Item 10
Item 11
Forward Lavatory Service Door (If Installed)
Aft Lavatory Service Door
Potable Water Service Door
Potable Water Service Door
External Power Receptacle
Ground Service Conditioned Air Connection
HP Air Ground Connector
Hydraulic System Ground Service Panels
Engine Oil Filling Connector:
Gravity Filling Cap
Pressure Filling Connection
Refuel/ Defuel Coupling
Gravity Filling Panels (R/H side)
Gravity Filling Panels (L/H side)
Refuel/ Defuel Control Panel
APU Oil Filling Connector
The R/H graphic below illustrates the location of the drainage points.
These points are identified as follows:
•
•
•
•
•
•
•
•
Item 12A
Item 12B
Item 12C
Item 13
Item 13A
Item 14
Item 15
Item 16
Drain Mast Water
Drain Mast Fuel
Drain Mast Water
Fuel Water Drain
Fuel Water Drain
Potable Water Drain
Potable Water Drain
Potable Water Full Drain Waste Drain
3 1A
2A
7
2B
6
11
12A
12C
12B
13
9A
13
8
3 1A
1B
10
5
2A
6
4
2B
13A
13
13
11
14
15
16
13
9B
13
GROUND SERVICE & DRAINAGE POINTS
A319/320 INITIAL
ATA - 12
PAGE - 33
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
A319/320 INITIAL
ATA - 12
PAGE - 34
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
AIRCRAFT GROUNDING
General Description
The grounding operation is for the electrical continuity between the aircraft
and the earth and the bonding operation is for the electrical continuity between the aircraft and the ground equipment.
You must electrically ground the aircraft :
• When you perform maintenance
• When in bad weather
During refuel/defuel servicing operations:
• Bonding is mandatory
• For grounding, refer to the local area regulations
In other conditions, the aircraft is electrostatically discharged through the
tires.
The grounding points on the A319/320 are located on:
•
•
•
•
The nose landing gear
The main landing gear
The wing upper surface
The engine air intakes
A
A
RIB19
RIB20
GROUND HERE
PHONE JACK
(DEACTIVATED ON DELTA A/C)
B
B
FRONT SPAR
NOSE GEAR
MAIN GEAR
AIRCRAFT GROUNDING
A319/320 INITIAL
ATA - 12
PAGE - 35
EFF-ALL
10-Nov-10
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY