Spirit Airlines Pilot
Oral Exam and
Callouts Study
Guide
A320 Series
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Table of Contents
Introduction _____________________________________________________________ 5
Systems Review __________________________________________________________ 7
CALLS Panel __________________________________________________________________ 7
OXYGEN Panel ________________________________________________________________ 7
RCDR Panel___________________________________________________________________ 8
GPWS Panel __________________________________________________________________ 8
EMER ELEC PWR Panel__________________________________________________________ 9
EVAC Panel __________________________________________________________________ 10
Flight Controls & Flight Control Laws _____________________________________________ 10
ADIRS Panel _________________________________________________________________ 17
EXT LTS Panel ________________________________________________________________ 19
APU Panel __________________________________________________________________ 19
SIGNS Panel _________________________________________________________________ 20
INT LTS Panel ________________________________________________________________ 20
CABIN PRESS Panel ___________________________________________________________ 20
ANTI ICE Panel _______________________________________________________________ 21
AIR COND Panel ______________________________________________________________ 23
ELEC Panel __________________________________________________________________ 24
FUEL Panel __________________________________________________________________ 27
HYD Panel___________________________________________________________________ 29
FIRE Panel___________________________________________________________________ 30
ENG Panel___________________________________________________________________ 31
VENTILATION Panel ___________________________________________________________ 32
CARGO SMOKE Panel__________________________________________________________ 33
CARGO HEAT Panel ___________________________________________________________ 33
AUDIO MGMT Panel __________________________________________________________ 34
MAINTENANCE Panel _________________________________________________________ 34
Overhead Circuit Breaker Panel _________________________________________________ 34
MCDU/FMGS ________________________________________________________________ 34
Glareshield / FCU _____________________________________________________________ 37
Primary Flight Display (PFD) ____________________________________________________ 38
Navigation Display (ND) _______________________________________________________ 40
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Engine/Warning Display (E/WD)_________________________________________________ 41
System Display (SD) ___________________________________________________________ 42
Forward Instrument Panel _____________________________________________________ 43
SWITCHING Panel ____________________________________________________________ 45
ECAM Control Panel __________________________________________________________ 45
Trimmable Horizontal Stabilizer _________________________________________________ 47
Engines / Thrust Levers ________________________________________________________ 47
TRANSPONDER Panel _________________________________________________________ 52
Flaps / Slats _________________________________________________________________ 52
Speed Brakes / Spoilers ________________________________________________________ 53
RADAR Panel ________________________________________________________________ 55
Radio Management Panel (RMP) ________________________________________________ 56
Audio Control Panel (ACP)______________________________________________________ 57
Parking Brake ________________________________________________________________ 57
Aft Pedestal _________________________________________________________________ 57
Nose Wheel Steering __________________________________________________________ 58
Memory Items – COM ____________________________________________________ 59
Proficiency Items – COM __________________________________________________ 60
Limitations – COM _______________________________________________________ 61
Standard Callouts ________________________________________________________ 62
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Introduction
This guide is intended to sample the style of questions expected
on the Spirit Airlines A320 Series Type Rating Oral Exam. It is not a
comprehensive guide of all questions that may be asked and should be
used as one of many study tools while preparing for the oral. The
following sections are provided:
• Systems Review
o The sequence of material in the systems section is intended to
mirror the Captain’s Preflight Flow. Due to numerous fleet
variations, all relevant source material should be referenced
when studying aircraft systems. Specific systems-related
information can be found in AOM VOL 1, COM, current
Operating Bulletins/OEBs, and Differences Training Materials.
• Memory Items & Proficiency Items
o For all Memory and Proficiency Items, reference the COM for
the full, expanded explanation of the procedure.
• Limitations
o As a reminder, ALL limitations should be intimately known by
the pilot. The only limitations presented in this document are
the bold italics limitations from the current version of the
COM.
• Standard Callouts
o Reference AOM VOL 2 for the context of the callouts
presented in this guide.
For ease of navigation, the Table of Contents is hyperlinked, and each
section is bookmarked. Suggestions for improving this document
should be forwarded to SpiritFTAS@spirit.com.
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Systems Review
CALLS Panel
How should a pilot call a mechanic outside the aircraft?
• Press and hold the MECH button. It illuminates a blue light on the EXT
PWR PANEL and sounds an external horn.
How should a pilot call the forward flight attendant?
• Press the FWD button
What happens when a pilot presses the EMER pushbutton?
• Two Pink lights flash at all area Call Panels
• EMERGENCY CALL appears on all attendant indication panels
• High-low chime sounds three times on all loudspeakers
What happens when the Flight Attendants initiate an emergency call?
• The white EMER ON light and amber CALL lights flash
• The amber ATT lights flash on all ACP
• 3 long buzzers (inhibited during takeoff and landing) sound consecutively
• In the cabin, the EMERGENCY CALL message will appear on all Attendant
Indication Panels (AIP)
OXYGEN Panel
What happens when a pilot pushes the CREW SUPPLY PUSHBUTTON?
• Valve opens to supply low pressure oxygen to the masks.
How does the passenger oxygen system work?
• Chemical oxygen generators for approximately 15 minutes
What does the illumination of the SYS ON light mean? Does this mean that
all the masks have deployed?
• The signal has been sent to release the oxygen mask doors, but some
masks may have to be deployed manually.
What causes automatic deployment of the masks?
• Cabin altitude reaching approximately 14,000 feet
How is the crew oxygen mask microphone deactivated when the mask is
stowed?
• The RESET control slide will accomplish this – it does not happen
automatically.
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What indication would a pilot have of a crew oxygen cylinder thermal
discharge?
• The green disk on the lower left side of the forward fuselage would be
missing.
RCDR Panel
Why is the GND CTL pushbutton selected to ON during preflight?
• To record preflight activities in the cockpit
If the pushbutton was not selected ON, how would the system work in
automatic mode?
• ON for 5 minutes after electrical power is supplied to the aircraft
• At least one engine is operating, stops 5 min after last engine shut down.
What allows the cabin PAs to be recorded?
• ACP 3 PA volume knob out and in the 12 o’clock position
GPWS Panel
What does pressing the SYS pushbutton do?
• All basic GPWS alerts (mode1 to 5) are inhibited.
What does an amber FAULT light in the SYS pushbutton indicate on the
GPWS panel?
• Any failure of GPWS mode 1 through 5
What effect, if any, does an amber FAULT light in the SYS pushbutton have
on the TERRAIN mode?
• No effect at all
Describe a situation when a pilot might press LDG FLAP 3.
• To avoid nuisance warning in case of landing in CONF 3.
• In this case, LDG MEMO displays FLAPS…CONF 3 instead of CONF FULL
Describe a situation when a pilot might press the FLAP MODE pushbutton.
• To avoid nuisance warning in case of landing with flaps setting reduced
• FLAP SYS 1 (2) FAULT would require selection of FLAP MODE off
What effect, if any, does the failure of TERR mode have on basic GPWS?
• No effect whatsoever
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EMER ELEC PWR Panel
What is the significance of the red FAULT illuminating on the RAT & EMER
GEN light?
• AC BUS1 and AC BUS 2 are lost and the RAT is not supplying electrical
power
When would the red FAULT light on the RAT & EMER GEN light normally
illuminate?
• The fault light will illuminate once the RAT is deployed and electrical power
is not being supply (approximately eight seconds)
How can the RAT be deployed?
• Manually by pushing MAN ON (EMER ELEC PWR Panel) or RAT MAN ON
(HYDRAULIC Panel).
• Automatically by the loss of both AC BUS 1 and AC BUS 2
What is the difference between the automatic RAT deployment and manual
RAT deployment by pressing the RAT MAN ON on the HYD panel?
• RAT MAN ON supplies Blue Hydraulic PSI only, no electrical generation
After deploying the RAT by pressing the RAT MAN ON pushbutton on the
HYD panel it becomes necessary to also extract electrical power. How can
this be accomplished?
• By pressing the MAN ON pushbutton on the EMER ELEC PWR
What does the RAT supply?
• Blue Hydraulic system and the emergency electrical generator
What buses are powered by the emergency electrical generator?
• AC ESS and AC ESS Shed
• DC ESS and DC ESS shed
What would cause the GEN 1 LINE SMOKE light to illuminate?
• Smoke detected in the avionics ventilation ducting
Aside from the GEN 1 LINE SMOKE light, what would be other indications of
avionics smoke?
• ECAM warning
• Amber FAULT lights in the EXTRACT and BLOWER pushbuttons on the
VENTILATION panel.
If the ECAM directs a pilot to select GEN 1 LINE PUSHBUTTON to OFF, what
will be accomplished?
• Gen 1 line contactor opens (white OFF light illuminates)
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AC BUS 1 powered by GEN 2 through the Bus Tie Contactor
Gen 1 powers one fuel pump directly in each wing tank
EVAC Panel
What is checked on the EVAC panel during the Preliminary cockpit
preparation?
• CAPT & PURS switch in CAPT position
While conducting the Emergency Evacuation Checklist, the flight crew
determines evacuation is required. How should the flight crew command an
evacuation?
• Make a PA announcement
• Press the EVAC COMMAND pushbutton
Flight Controls & Flight Control Laws
What type of flight control system does the A320 family aircraft utilize?
• Fly-By-Wire system
Describe how the flight controls are controlled and activated.
• Electrically Controlled and Hydraulically Activated
How is NORMAL LAW indicated on the PFD?
• Green “=” for pitch, bank, and over speed limits
• Amber/black (ALPHA PROT) airspeed tape
How is ALTERNATE LAW indicated on the PFD?
• Amber Xs (indicating lack of NORMAL LAW protections)
How is DIRECT LAW indicated on the PFD?
• Amber “USE MANUAL PITCH TRIM”
• Amber Xs (indicating lack of NORMAL LAW protections)
How is MECHANICAL BACKUP indicated on the PFD?
• Red “MAN PITCH TRIM ONLY”
• Amber Xs (indicating lack of NORMAL LAW protections)
When operating in NORMAL LAW in “flight” mode, what does the side stick
command for pitch and roll?
• Pitch – G load
• Bank – Roll rate
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What is the significance of the Side Stick Priority (Red Arrow) Light?
• The other pilot has gained side stick authority
Name the Flight Control Computers and the number of each.
• ELAC – Elevator Aileron Computer (2)
• SEC – Spoiler Elevator Computer (3)
• FAC – Flight Augmentation Computer (2)
What are the some of the ELAC functions?
• Normal elevator
• Normal aileron
• Normal pitch and roll
• Alternate pitch
• Direct pitch and roll
• Abnormal att
• Aileron droop
• Autopilot orders
What are some of the SEC functions?
• Normal roll
• Speed brakes
• Alternate pitch
• Direct pitch
• Direct roll
• Abnormal attitude
What does SEC 3 control?
• Spoiler Control – one flight spoiler and one ground spoiler on each wing
What are some of the FAC functions?
• Rudder Trim
• Rudder travel limit
• Yaw control
• Flight Envelope Protection – vertical
• Windshear Protection
• Low Energy Warning Protection
• Alpha Floor Protection
• Characteristic PFD speeds
What should happen to the THS after landing?
• Reset to zero
Describe some of protections a pilot will have in NORMAL LAW.
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High Speed
High Angle of Attack (AOA Alpha Protection)
Load Factor Limitation +2.5G / -1.0G (+2.0G / 0.0G With Flaps/Slats)
Pitch Attitude (30° UP / 15° DN)
Bank Angle (67°)
Describe High Speed Protection.
• If VMO/MMO plus a predetermined factor is exceeded, the system induces
a pitch-up input to limit aircraft speed.
What, if anything, can a pilot do to override high-speed protection pitch up?
• It is not possible to override a protection while still in NORMAL LAW. In this
case the aircraft would need to be forced into ALTERNATE LAW (by turning
2 ADRs off, for example).
What is ALPHA MAX?
• The maximum angle of attack allowed in NORMAL LAW, indicated by the
top of the red strip on the airspeed scale.
How does High Angle of Attack Protection operate?
• When the angle of attack exceeds ALPHA PROT, pitch trim ceases and
angle of attack is now proportional to side stick deflection, not to exceed
ALPHA MAX even with full aft side stick deflection.
What protections, if any, does a pilot have in ALTERNATE LAW?
• Load Factor
• High-speed stability
• Low speed stability
What protections, if any, does a pilot have in DIRECT LAW?
• None
When, if at all, does flare mode activate in ALTERNATE LAW? Describe the
whole process.
• There is no flare mode if operating in ALTERNATE LAW. The aircraft
proceeds directly from ALTERNATE LAW to DIRECT LAW when the gear is
selected down, and flare mode will not be available.
If in ALTERNATE LAW, when will the aircraft revert to DIRECT LAW?
• If the controls degrade to ALTERNATE LAW for any reason other than
recovery from abnormal attitude, DIRECT LAW automatically becomes
active with gear extension and autopilots not engaged. In this case, full use
of autopilot is recommended until they must be disconnected.
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When is there a direct relationship between side stick and flight control
surface deflection?
• When in DIRECT LAW
• When below 100 feet
It's common Airbus philosophy that the Airbus cannot stall in NORMAL
LAW. However, there are conditions in which it can. Describe how this can
happen.
• Faulty Radio Altimeter
• A good pilot will operate under the philosophy that anything can happen.
Preventative systems such as (ALPHA PROT, ALPHA MAX, etc.) could
interpret bad data as valid data and subsequently fail to recognize the actual
angle of attack or flight path of the airplane. Therefore, it is hard to point to
exact scenarios when the Airbus can stall in NORMAL LAW. We need to
understand anything is possible and we should recognize stall indications
and recover regardless of the active control law.
After recovery from an unusual attitude, what control law would the aircraft
likely be in?
• ABNORMAL ATTITUDE LAW
How would the aircraft enter ABNORMAL ATTITUDE LAW?
• By exceeding approximately double the NORMAL LAW limits.
What is the purpose of ABNORMAL ATTITUDE LAW?
• Allows the aircraft to be recovered from an unusual attitude.
The following questions should provide a better understanding of the flight
control laws. While the questions may not be asked in the same manner, an
operational understanding is expected.
If the flight crew is flying at 300 knots and they happen to pull full back on
the side stick, how high can they pitch up?
• 30° up
If the flight crew selected 100 knots on the speed knob, how slow would the
aircraft fly?
• VLS
Describe, in detail, what would happen if the flight crew slowly pulled the
thrust levers to idle.
• As airspeed decays, the THS adjusts the pitch attitude to maintain altitude.
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If the angle of attack increases to a threshold value, known as ALPHA
PROT, the pitch function of the side stick changes. Stick movement
commands a specific angle of attack instead of a G load change.
Since auto trimming is inoperative, the pilot must hold continuous back
pressure in order to fly slower than the speed for ALPHA PROT.
The side stick no longer provides a “G demand.” Instead, the pilot is
requesting a specific angle of attack with the side stick.
Continuing the scenario above, describe what would happen if the flight
crew continued to pull back on the side stick. How slow would the aircraft
go?
• The speed corresponding to ALPHA MAX
• With the stick full aft, the elevators will adjust the pitch attitude to maintain a
maximum safe angle of attack (ALPHA MAX). This maximum angle of
attack, induced by the pilot, is slightly lower than the stall angle of attack;
therefore, the aircraft theoretically cannot be stalled in NORMAL LAW.
At some point during this demonstration the AUTOTHRUST automatically
applies TOGA power. What is this protection, and how does it work?
• ALPHA FLOOR is a function of AUTOTHRUST. It will activate at any
airspeed based on angle of attack and automatically apply TOGA thrust
regardless of thrust lever position.
• ALPHA FLOOR is available if the AUTOTHRUST is functional (it does not
need to be active), an engine is running (not both), and the aircraft is in
NORMAL LAW.
• Angle of attack protection does not depend on ALPHA FLOOR to function.
• On NEO aircraft, ALPHA FLOOR is inhibited above M 0.6
Describe what would happen if a flight crew attempted to overstress the
aircraft while in NORMAL LAW.
• Maneuver protection prevents a pilot from over stressing the aircraft by
limiting flight control inputs.
• If G loads become greater than normal, they are displayed in amber on the
lower ECAM above the digital clock.
• When the side stick is pushed forward, less than 1G is commanded. A given
pitch input always results in the same pitch response regardless of airspeed.
• When the stick is returned to neutral, the new pitch is held constant
regardless of airspeed changes.
What will happen if the pilot over speeds the aircraft? Are there any
protections that are available to the flight crew?
• An over speed causes the flight control computers to provide a nose up
input to reduce aircraft damage due to excess speed. This protection limits
the maximum airspeed by increasing the pitch attitude even if full forward
stick is held.
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The speed at which this protection activates is shown on the airspeed
indicator as a green "=" sign.
An over speed warning is generated as VMO is exceeded (specifically at
VMO+4). This warning can only be silenced by the EMER CANCEL
pushbutton.
If the stick is released, the speed will return to VMO/MMO. The protection will
allow a momentary increase in airspeed to permit any necessary
maneuvering but then the speed will again slow to the limit.
If Angle-of-Attack protection is active, and the pilot maintains full lateral
deflection on the sidestick, the bank angle will not go beyond 45 °.
If high-speed protection is active, bank angle is limited to 40°.
If high-speed protection is active, positive spiral stability occurs at all bank
angles, and control pressure is required to hold any bank angle greater than
zero.
It is possible to over speed the aircraft. The computers merely limit the
maximum attainable speed.
When a pilot rolls into a bank, what is provided by the Flight Control Laws?
• In “flight” mode of NORMAL LAW, roll control is a roll rate demand. Side
stick inputs commands the ailerons, spoilers 2-5, and the rudder to achieve
the commanded roll rate with bank angle protection, turn coordination, and
Dutch roll damping.
• The roll rate demanded by the pilot is proportional to side stick deflection.
When the side stick is neutral, the ailerons and spoilers are positioned to
maintain the roll rate at 0° per second. This results in a constant bank angle.
• When the side stick is displaced laterally, increasing roll rates are
commanded. At full deflection, a roll rate of 15° per second is commanded in
NORMAL LAW. The ailerons and spoilers are positioned as necessary to
achieve the commanded roll rate.
• The side stick position cannot be used as a reference to determine the
actual positions of flight control surfaces.
• In normal turns (up to 33°) pitch trim is automatic and assists the pilot in
maintaining altitude (pitch inputs may still be needed to maintain altitude).
• If the bank is increased beyond 33° and the side stick is released, the
aircraft would return to 33° of bank. This is known as positive spiral stability.
• Positive spiral stability is a characteristic programmed into the flight control
computers, which returns the aircraft to a more stable condition (0° if high
speed or angle-of-attack protection is active).
• Beyond 33°of bank, positive spiral stability is active and automatic pitch trim
is inhibited. To maintain a bank angle greater than 33°, continuous side stick
pressure must be used. Also, continuous back pressure will be needed to
maintain altitude since automatic pitch trim is inhibited.
The pilots find themselves in ALTERNATE LAW. Describe the indications
and available protections, and flight control logic.
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In most cases, a single system of component failure will not cause a flight
control degradation (jammed stabilizer causes a degradation).
Indications would be amber Xs and an EW/D message. The ECAM states
PROT LOST, but maneuver protection is still available.
Autopilot availability in ALTERNATE LAW depends on the failures that
caused the degradation. Generally speaking, if the failures DO NOT affect a
primary flight control surface, the autopilot should be available.
Pitch is the same as NORMAL LAW, roll is direct (not roll rate demand), and
yaw loses turn coordination.
Attitude, high speed, and angle of attack protections are lost. They are
replaced by high speed stability and low speed stability, respectively.
High speed stability activates just prior to the over speed warning. Nose
down trim is inhibited.
Low speed stability activates just prior to the stall warning. Nose up trim is
inhibited.
The pilot can override the stabilities and over speed or stall the aircraft.
Instead of commanding a specific roll rate, there is a direct relationship
between side stick position and control surface position. As a result, roll
sensitivity now changes with aircraft speed and amount of side stick
deflection.
Bank angle protection is not available in ALTERNATE LAW. Roll commands
are carried out directly without modification.
Depending on the failure combination, the maximum roll rate may be as
much as twice as it was in NORMAL LAW.
Attitude protection is lost and the green "=" signs on the PFD are replaced
with amber Xs. There are now no limits on how far a pilot can pitch or roll
the aircraft. The aircraft can roll beyond the amber Xs. Positive spiral
stability is also lost.
In ALTERNATE LAW, turn coordination is always lost regardless of FAC
status. Yaw damping, rudder trim and rudder limiting is available if a FAC is
operational.
The pilots find themselves in DIRECT LAW. Describe the indications,
protections, and flight control logic.
• When in ALTERNATE LAW, there is no landing mode that would provide
consistent control during landing for all possible failure combinations.
Consequently, the flight controls transition to DIRECT LAW when the
landing gear is extended.
• DIRECT LAW is very unlikely in flight. It usually results from lowering the
gear while in ALTERNATE LAW.
• An ECAM message is generated and says “PROT LOST”. Unlike in
ALTERNATE LAW, this is now true. There are no protections or stabilities
available in DIRECT LAW.
• The message “USE MAN PITCH TRIM” in amber is displayed on the FMA
because automatic pitch trim is lost.
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Pitch control is direct. Load factor demand is lost. Pitch sensitivity or control
is a factor of airspeed and the amount flight control deflection. Roll control is
the same as ALTERNATE LAW (direct relationship with no protections).
The pilots find themselves in MECHANICAL BACKUP. What functions are
available?
• MECHANICAL BACKUP control is provided for the rudder and THS in the
event of a complete loss of flight control computers or electrical power.
• Although the aircraft can be flown indefinitely in this condition, it is intended
to be used only as long as it takes to restore the computers.
• Note the EW/D warning message and red “MAN PITCH TRIM ONLY”
indication on the FMA. There isn’t a specific mechanical backup ECAM
message.
• The side sticks are inoperative. Pitch is controlled with the trim wheel via the
mechanical connection to the pitch system.
• Roll and yaw are controlled through the rudder pedals and the mechanical
connection to the rudder.
• In reality, the failure of only four flight control computers may result in
mechanical backup: Both ELACs and SEC 1 and 2 fail, all computerized
pitch control is lost. In this case, because SEC 3 is still available, the side
sticks can control roll using one spoiler on each wing, but pitch control is
mechanical.
ADIRS Panel
What is the ADIRS?
• Air Data and Inertial Reference System
What are some of the parameters that the Air Data Reference System
provides?
• Barometric altitude, airspeed, over speed warnings, temperature, angle of
attack, mach.
What are some of the parameters the IR provides?
• Attitude, Flight Path Vector (FPV), track, heading, acceleration, angular
rates, groundspeed and aircraft position.
If there was an IR1/ADR1 FAULT, what should be done with the switching
panel to display backup data appropriately?
• ATT/HDG to Capt 3
If the AIR DATA portion of the #1 ADIRU failed, what should be done with the
switching panel to display backup data appropriately?
• Air Data to Capt 3
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Explain the ADIRS Power-up and Initialization.
• Switch from OFF to NAV
• ON BAT light illuminates and then extinguishes
• White ALIGN light illuminates for the duration of alignment (only on A319/
A321)
• In A320s, the E/WD memo section displays “IRS IN ALIGN” during
alignment and replaces the ALIGN lights on the overhead panel.
What is the importance of observing the ON BAT light?
• It confirms the ADIRS ability to revert to aircraft battery power.
What are some indications of an ADIR having reverted to battery power on
the ground?
• An external horn sounds
• An ADIRU & AVNCS light illuminates in blue on the external power panel.
What is the significance of a steady FAULT light on the IR?
• IR has failed and cannot be recovered
What is the significance of a flashing FAULT light on the IR?
• Navigation function is lost. Attitude and Heading may be recovered in ATT
mode.
What could cause the flashing white ALIGN light to illuminate on the
ground?
• PPOS not entered within 10 minutes of alignment or within 3 minutes of fastalignment
• Large difference in LAT/LONG between shutdown position and entered
position
• Aircraft movement during alignment.
• No align light on A320 – The E/WD memo section displays “IRS IN ALIGN”
during alignment and replaces ALIGN lights on the overhead panel. This
memo flashes in green for the same reasons as the ALIGN lights flash on
the other aircraft.
Describe what would happen if an ADR was selected OFF?
• The pilots would lose barometric altitude, airspeed, Mach, angle of attack,
temperature and over speed warnings from that one ADR.
• The ECAM would instruct the pilot to select the AIR DATA SWTG to CAPT
3 or F/O 3 as appropriate.
• At that point the affected pilot’s side would return to normal.
What functions are lost when an IR is turned OFF?
• There are two ADIRS control panels installed on the fleet. On the older
panel with a keypad and digital display, the pilot would lose the IR part
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(Inertial Reference) which supplies attitude, flight path vector, track,
heading, accelerations, angular rates, ground speed, and aircraft position,
along with all the ADR information. The ECAM instructs the pilot to select
the ATT HDG SWTG to CAPT 3 or F/O 3 as appropriate. At that point the
affected pilot's side returns to normal.
The newer panel with no keypad and digital display allows the pilot to turn
off only the IR, and in this case, only the IR information would be lost and
the ADR information would still be available.
EXT LTS Panel
If the RWY TURN OFF, LAND, and NOSE switches are all in the ON position,
which lights automatically extinguish after takeoff?
• The NOSE and RWY TURN OFF lights extinguish when the landing gear is
retracted.
What is the difference between position 1 and 2 on the NAV & LOGO Toggle
Switch?
• Separate bulbs.
What position should the STROBE switch be in during preflight?
• AUTO
When do the strobes flash in AUTO?
• When the computer logic considers the aircraft airborne.
APU Panel
What does the illumination APU MASTER SW FAULT indicate?
• Automatic APU shutdown has occurred.
What is the significance of the APU AVAIL light illuminating?
• APU is running above 99.5 % or 2 seconds after N speed reaching 95%. In
practical terms it is ready to accept and support ELEC and/or AIR load.
What condition in the APU system would cause an external horn to sound?
• APU fire.
With the APU green AVAIL light ON and the EXT PWR green AVAIL light on,
which system is powering the aircraft?
• 2 Avails = APU powering the aircraft.
If possible, how would the APU be used if it has already started the cooldown cycle?
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Pressing the APU MASTER SW pushbutton.
SIGNS Panel
When will the EXIT signs automatically illuminate?
• With the EMER EXIT LT switch in ARM, and normal AC power is lost.
• DC SHED ESS BUS not powered
• Cabin altitude is excessive (above 11,300 feet), NO SMOKING, FASTEN
SEAT BELT and EXIT signs illuminated.
What lights illuminate when normal aircraft electrical power fails?
• Floor proximity emergency escape path-marking system
• Overhead emergency lighting
What lights illuminate when the EMER EXIT LT switch is placed to ON?
• Overhead emergency lighting
• Floor proximity emergency escape path marking system
• EXIT lights
What occurs when the EMER EXIT LT switch is placed to OFF?
• All lights OFF
• Amber EMER EXIT LT OFF light illuminates
Why do we place the NO SMOKING SIGN to AUTO instead of ON?
• It allows the EMER EXT LT to charge their batteries.
INT LTS Panel
What flight deck lighting is available if normal electrical power is lost?
• Captain’s instrument panel
• Right dome light (provided DOME switch set in DIM or BRT)
• Standby compass
CABIN PRESS Panel
How is the landing field elevation entered into the pressurization system in
automatic, semi-automatic and manual modes?
• Automatic = FMGC (LDG ELEV must be in AUTO)
• Semi-automatic = by LDG ELEV selector button
• Manual = By selecting the MODE SEL to MAN and then using the MAN V/S
CTL toggle switch
What does selecting the DITCHING pushbutton ON accomplish?
• Closes the outflow valve
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•
•
•
•
•
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Closes the emergency RAM AIR inlet
Closes the Avionics Ventilation Inlet and Extract valves
Closes pack flow control valves
Forward cargo isolation outlet valve (if installed)
Cargo recirculation fans stop automatically (if installed)
Closes all valves below the waterline
How many controllers are in the pressurization system? Do they share the
load?
• Two, only one is used at a time and they swap roles after each landing.
How can a pilot manually switch controllers?
• Switch MODE SEL to MAN for 10 seconds, then back to AUTO
What does an amber FAULT light in the MODE SEL pushbutton indicate?
• Both automatic pressure controllers are faulty.
What protects the airframe from excessive cabin differential pressure?
• Two pressure relief valves
ANTI ICE Panel
What is accomplished if the WING anti ice pushbutton is selected ON while
the aircraft is on the ground?
• The system will self-test for 30 seconds, and then the valves will close until
the aircraft is airborne.
What does the WING FAULT light illumination on the ANTI ICE panel
indicate?
• Valve disagreement. (comes on momentarily when valve in transit)
• Low pressure
What does the ENG 1(2) FAULT light illumination on the ANTI ICE panel
indicate?
• Valve disagreement (comes on momentarily when valve in transit)
Describe the PROBE/WINDOW HEAT logic.
• Probes and window heat come on automatically (probes LOW on
ground/HIGH airborne) with at least one engine running or aircraft airborne.
What part of the wing is heated?
• Outboard 3 slats.
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In what position do the WING and ENGINE anti ice valves fail if electrical
power is lost?
• Wing – valves CLOSE
• Engine – valves OPEN
What is the significance of high swept wings versus less swept wings in ice
accumulation?
• The more swept the wing, the less time for the moisture to attach.
The next series of questions reference a flight in which the crew is
interacting with the anti-icing systems.
A flight crew is arriving to the aircraft in DTW early in the morning and notice
that cockpit windows are frosted over. What should the flight crew do?
• Select the PROBE/WINDOW HEAT on. This must be selected off prior to
takeoff in order to regain normal system logic.
The temperature outside is 2°C with visible moisture. What should the flight
crew turn on?
• ENG anti ice after engine start.
After takeoff, when should the flight crew turn on the WING anti ice?
• WING anti ice can be used after the aircraft is in a clean wing and when
conditions warrant its use.
Climbing through FL240 in visible moisture, the crew notices the TAT is 22°C and the SAT is -45°C. What would be appropriate use of the ENG anti
ice?
• Engine anti ice may be turned OFF in this scenario. Engine anti ice is
required when icing conditions exist or are expected except during climb or
cruise when the SAT is below -40°C.
Starting a descent out of FL350 with visible moisture, the TAT is -32°C and
SAT is -53°C, what would be appropriate use of the ENG anti ice?
• Engine anti ice should be turned ON in this scenario. Engine anti ice is
required when icing conditions exist or are expected except during climb or
cruise when the SAT is below -40°C.
Descending through 10,000ft, the pilots notice ice accumulation on the
cockpit windshield blades. What should they do?
• Turn on the WING anti ice. WING anti ice may either be used to prevent or
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remove ice accumulation from the wing leading edges. After takeoff, WING
anti ice can be used after the aircraft is in a clean wing configuration. Ice
accumulation can be detected by observing the ice indicator located
between the two cockpit windshields or by observing the windshield wipers
blades.
Can the WING anti ice be used on the approach and landing?
• Yes but remember second segment climb performance could be affected if
a go-around is performed.
What is TAT?
• Total Air Temperature is also called Indicated Air Temperature (IAT) or Ram
Air Temperature (RAT)
What is SAT?
• Static Air Temperature is also called: Outside Air Temperature (OAT) or
True Air Temperature
Should a flight crew use TAT or SAT when determining whether to turn anti
ice systems on?
• Remember TAT indicates when to turn anti ice ON. SAT indicates when it
may be able to be turned OFF.
What is the difference between TAT and SAT known as?
• The difference between TAT and SAT is called “ram rise (RR)” and is
caused by compressibility and friction of the air at high velocities. See the
sample effects of “ram rise (RR)” below:
Ground
10000ft
18000ft
FL240
FL350
TAT +2
TAT -6
TAT -13
TAT -23
TAT -28
SAT +2
SAT -17
SAT -33
SAT -45
SAT -54
AIR COND Panel
If PACK FLOW is selected to LO, NORM or HIGH and only the APU is
providing BLEED AIR or one pack is selected OFF, what will the packs
provide?
• HIGH flow rate, since the flow rate function is automatic.
If the HOT AIR valve faults, what will happen to the temperature control
system?
• All trim air valves close and PACK 1 controls the cockpit temperature to the
last selected value. PACK 2 controls the cabin to the averages selected by
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the FWD and AFT CABIN temperature selector knobs.
How are the PACKS controlled and operated?
• Electrically controlled and pneumatically operated.
What are some potential causes for a PACK FAULT light?
• Valve position disagrees with selected
• Compressor outlet overheat
• Pack outlet overheat
What are some potential causes for ENG BLEED FAULT light?
• Bleed overpressure
• Bleed overheat
• Wing or engine leak on the related side
• Bleed valve NOT closed during engine start
• Bleed valve NOT closed with the APU BLEED ON
What is the logic for the X-BLEED rotary selector?
• SHUT = the valve is closed.
• AUTO = open if the APU bleed valve is open; closed if APU bleed valve is
closed or there is a wing, pylon or APU leak (except during an engine start).
• OPEN = the valve is open.
What does APU BLEED FAULT illumination indicate?
• APU bleed leak.
What does selecting the RAM AIR pushbutton accomplish?
• Ram air inlet opens if the differential pressure is less than 1 PSI.
What is the RAM AIR pushbutton used for?
• Smoke removal in cabin
• Ventilation of cabin with a dual pack failure
How is the Bleed leak detection different on CEO and NEO aircraft?
• If a Bleed Air Monitoring Computer (BMC) fails on NEO airplane, over
temperature protection is lost on the affected side. Has no effect on CEO.
ELEC Panel
What is the minimum battery voltage?
• 25.6V
What would a pilot do if BAT voltage is 25.5 or below on originating
preflight?
• Charge the batteries with external power by selecting BAT pushbuttons to
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AUTO
How long should the batteries be charged?
• 20 minutes, then recheck the voltage
Explain how to conduct the BAT check. What if it fails the test?
• Select ELEC on ECAM
• Turn BAT 1 & 2 OFF then ON
• Check BAT charge current is < 60 amps and decreasing within 10 seconds
• If it fails the test, wait until the end of the charging cycle, and repeat the test
Describe the electrical power system.
• The electrical power system consists of a three-phase 115/200-volt 400hertz constant frequency AC system and a 28-volt DC
• Normally, the system produces alternating current, some of which is then
transformed into direct current for certain applications.
• Each of the aircraft's three generators can supply the whole network.
• If all normal AC generation is lost, an emergency generator can supply AC
power.
• If all AC generation is lost, the system can transform DC power from the
batteries into AC power.
If all AC power is lost, what happens?
• DC power from the batteries is converted into AC.
What would be an expected indication in the GEN pushbuttons prior to
engine start?
• FAULT indication.
Define and describe an IDG.
• Integrated Drive Generator
• Takes variable engine output and gives a constant output.
How would a pilot disconnect an IDG?
• Lift the red guard and push the IDG pushbutton, being careful not to hold the
pushbutton for longer than three seconds.
How would an IDG be reconnected?
• This cannot be done by the flight crew – it is a maintenance function.
Describe the function of the BUS TIE in AUTO.
• Allows a single source of power to run entire electrical system
• Allows connection of the APU GEN or EXT power to system
• Inhibits multiple sources connected simultaneously
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If GEN 1 fails to supply AC Bus 1, what happens?
Gen 2 (or APU GEN if available) powers the system through the bus tie.
How is the AC ESS bus normally powered?
• From AC bus 1
If AC BUS 1 fails, how is the AC ESS bus powered?
• AC bus 2 automatically feed the AC ESS bus.
What indication will be present on the ELEC panel that AC BUS 2 is feeding
the AC ESS bus?
• AC ESS FEED ALTN light illuminated
What does a GALLEY fault light indicate?
• At least one generator load is above 100% rated output.
Explain the AUTO function of the GALLEY pushbutton.
• Sheds main galley if only 1 GEN is available
How is the BATTERY BUS normally powered?
• DC BUS 1 through the DC tie contactor
What buses are powered by the EMER GEN?
• AC ESS BUS
• AC ESS SHED
• DC ESS BUS by the ESS TR
• DC ESS SHED
What is the difference of the APU GEN FAULT and the ENG GEN FAULT?
• Both are indicators of a line contactor open. The difference is that the ENG
GEN fault may also indicate a fault detected by the ENG GCU.
What does a BAT FAULT light indicate?
• Battery charging current outside limits.
• BAT contactor opens.
When are the batteries connected to the battery bus?
• APU start
• Battery charging
• AC BUS 1 & 2 not powered and airspeed below 100 knots
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FUEL Panel
There are significant differences in the fuel systems of certain aircraft in the
Spirit Airlines fleet. Reference AOM Vol. 1, A320 Series FCOM, applicable
Operating Bulletins, and Differences Training material for the most accurate
and complete description.
Describe the layout of the fuel tanks.
• The fuel tank layout depends on the specific aircraft.
• Fuel is stored in a center tank and wing tanks:
o On some aircraft the wing tanks are divided into inner tanks, outer
tanks, and vent tanks.
o On some aircraft the wing tanks are not divided into inner and outer
tanks, but still have vent tanks.
Generally, what is the total fuel capacity?
• 42,000 lbs (41,285)
Why is it possible for there to be a value higher than 42,000 lbs indicated on
the ECAM FOB?
• The fuel can expand by 2% without venting overboard
How many fuel pumps are on the aircraft and where are they located?
• There are seven total fuel pumps: two center tank pumps, four wing tank
pumps, (two in each wing) and one APU fuel pump. On some aircraft, the
center tank pumps are jet pumps, which transfer fuel from the center tank
into the wing tanks.
• The APU pump is used when fuel feed pressure is low (due to loss of tank
pumps or loss of normal AC electrical supply)
On an aircraft without jet pumps, explain the flow of fuel from before engine
start to climb (assume full tanks).
• At engine start the fuel is fed from the wing tanks
• After both engines are started, the center tank pumps turn on and continue
to run for 2 minutes.
• If slats are selected within those 2 minutes, the center tank pumps will
continue to run until the time has elapsed, then they will stop.
• If the slats are extended at any other time, the center pumps will shut off.
• At takeoff, the engines feed fuel from their respective wing tanks.
• When slats are retracted to zero, the fuel is fed from the center tank.
• When the center tank runs low, the pumps continue to run for 5 min.
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What does a fault light in one of the L(R) TK PUMPS pushbuttons indicate?
• Low delivery pressure
What does a fault light in the MODE selector indicate?
• Failure of the AUTO mode
• Center tank has more than 550 lbs and either wing tank has less than
11,000 lbs
How would a pilot know that fueling is in progress?
• REFUELG message appears on the ECAM. This does not mean the fuel is
entering the tanks, merely that the refueling door is open.
Describe IDG cooling and how it relates to the FADEC.
• Some of the fuel supplied to each engine goes from the high-pressure fuel
line in that engine, through the integrated drive generator (IDG) heat
exchanger (where it absorbs heat), to the fuel return valve, and back to
either the wing tank or outer tank, depending on the aircraft.
• This operation ensures IDG cooling when the oil temperature is high or
when at low engine power.
• The FADEC controls the fuel return valve. The rate of return is
approximately 660 lbs per hour during low IDG temperature and 1,100 lbs
per hour during high IDG temperature.
On aircraft without jet pumps, what happens if returned IDG cooling fuel fills
the wing tanks while the center tanks are feeding?
• The center tank pumps will cut off until the wing tank quantity is reduced by
1,100 lbs.
What is the approximate fuel capacity of each outer fuel tank, when
installed?
• Approximately 1,500 lbs
When do the wing outer tanks drain into the inner tanks?
• When the inner tank quantity reaches approximately 1,650 lbs.
If only one inner tank reaches 1,650 lbs, what happens to the other transfer
valve?
• All four transfer valves open.
Once opened to transfer fuel, how are the fuel transfer valves closed?
• Automatically at the next refueling operation.
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HYD Panel
What are the three HYD systems called?
• GREEN, BLUE and YELLOW Systems
How is each system powered?
• GREEN – engine driven
• BLUE – electrically driven
• YELLOW – engine or electrically driven
When does the BLUE pump normally operate?
• After the first engine is started
If the BLUE system lost pressure, how would pressure be restored?
• The RAT must be deployed. It does not deploy automatically upon BLUE
system loss of pressure, so it must be manually deployed with the RAT
MAN ON pushbutton.
What can be done to correct low ACUM PRESS indication?
• On the ground, coordinate with personnel and turn on the beacon and
YELLOW ELEC pump
With no HYD system power, how can the FWD CARGO door be opened?
• By using a hand pump
What causes the PTU to operate in if selected in AUTO?
• Differential pressure of 500 psi between GREEN and YELLOW systems
• After first engine start and until second engine starts, unless inhibited.
When is the PTU inhibited?
• On the ground with master switches split and either the nose wheel steering
disconnected or the parking brake ON
• For 40 seconds after cargo door is operate
What are some users of the GREEN system?
• Landing gear
• Normal brakes
• Slats and flaps
• ENG 1 thrust reverser
What are some users of the BLUE system?
• Emergency generator
• Slats
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What are some users of the YELLOW system?
• Flaps
• Nose wheel steering
• Alternate brakes
What do the priority valves do in the HYD systems?
• Removes hydraulic power from the heavy users and protects the flight
controls.
What would cause a FAULT light in the ENG 1 pump?
• Pump low pressure
• Over temp in reservoir
• Low air pressure in reservoir
• Low quantity
If the FAULT light illuminated in the ENG 1 pump, what would identify the
specific reason for the FAULT?
• ECAM will display the reason
FIRE Panel
Where are the engine fire loops installed?
• Pylon nacelle
• Engine core
• Fan section
What happens if both fire loops fail simultaneously?
• FIRE warning will be issued (if the failure occurs within 5 seconds)
What does an amber DISCH light mean?
• Bottle has lost its pressure either by a fault or pilot selection
How many fire bottles are provided for each engine?
• Two
What happens when the ENG FIRE pushbutton is pushed?
• Silences the aural fire warning
• Arms the fire extinguisher squibs
• Closes the low-pressure fuel valve
• Closes the hydraulic fire shut off valve
• Closes the engine bleed valve
• Closes the pack flow control valve
• Cuts off the FADEC power supply
• Deactivates the IDG
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What happens when the ENG FIRE TEST button is pressed?
• Continuous Repetitive Chime (CRC) sounds
• MASTER WARNING lights flash
• ENG FIRE pushbutton illuminates red
• SQUIB and DISCH lights illuminate
• ECAM fire warning
• FIRE light on ENG panel
What would occur if the APU is running and an APU fire is detected on the
ground? In flight?
• On the ground, APU EMER shut down and bottle discharge
• In the air – no automatic functions
ENG Panel
What must the flight crew be aware of when doing a Manual Start on the
ground or an Auto Start in the Air?
• The crew must abort the start if something goes wrong
What are the primary differences between a manual and a normal automatic
start?
• The FADEC provides full monitoring during a manual start and will provide
appropriate ECAM cautions and procedures to follow in the event of a start
fault
• Automatic start interruption and auto-crank are not available
What is the approximate time the engine will dry crank during an Automatic
engine start?
• IAE V2500 = Approximately 30 Seconds
• PW1100G = Approximately 2 Minutes
With the ENG MODE selector in IGN/START what occurs when the ENG MAN
START pushbutton is pressed?
• The start valve opens
• Both pack flow control valves close
• FADEC - ENG MODE selector set to NORM
o CEO - FADEC power supply remains powered for 5 minutes.
o NEO - FADEC power supply is cut off.
What is the primary difference between the IAE V2500 and PW1100G engine?
• The NEO PW1100G engine includes a Fan Drive Gear System (FDGS) which
allows the low pressure turbine to operate at higher rotational speeds for peak
efficiency while the engine’s fan can operate at lower speeds for optimum
propulsion efficiency and lower noise levels.
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At what point, if any will the start valve automatically close?
• IAE V2500 - At 43% N2 the start valve automatically closes.
• PW1100G - At 55% N2 the start valve automatically closes
When would it be appropriate to do a manual start?
• Degraded bleed performance (hot or high altitude airfield)
• Marginal performance of external air or APU air
• Tailwind greater than 10 knots
• After aborting a start because of:
o Engine stall
o Engine EGT over limit
o N1 rotation
o Hung start
o IGN A/B Fault
VENTILATION Panel
What are some potential causes for the illumination of the BLOWER FAULT
light?
• Low blower pressure
• Duct overheat
• Computer power supply failure
• Smoke warning activated
What are some potential causes for the illumination of the EXTRACT FAULT
light?
• Low extract pressure
• Computer power supply failure
• Smoke warning activated
What condition in the avionics ventilation system would cause an external
horn to sound?
• BLOWER FAULT or EXTRACT FAULT illumination on the ground with both
engines stopped.
Describe the avionics ventilation system.
• It is a fully automated system that considers the skin temperature and
adjusts inlet and outlet flaps to optimize cooling and airflow.
Additional definitions are presented below for more information
During normal operations, the AIR COND INLET VALVE remains always closed
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OPEN CIRCUIT CONFIGURATION – Both the inlet and the outlet flaps are
fully open (aircraft is on ground and the skin temperature is above a set
threshold)
CLOSED CIRCUIT CONFIGURATION – Both the inlet and outlet flaps are
fully closed. The SKIN EXCHANGE INLET BYPASS VALVE is open,
allowing air to the cargo under floor, eventually exiting via the outflow valve
(aircraft is on the ground or in-flight and the skin temperature below a set
threshold).
INTERMEDIATE CIRCUIT CONFIGURATION – The inlet flap is fully closed,
the outlet small flap is open (aircraft is in-flight and the skin temperature is
above a set threshold).
During abnormal operations, the AIR COND INLET VALVE always opens
providing fresh ventilation air.
BLOWER or EXTRACT FAULT – Both inlet and outlet flaps are fully closed,
SKIN EXCHANGE INLET BYPASS VALVE closed.
SMOKE CONFIGURATION – Once the BLOWER and EXTRACT
pushbuttons have been selected to OVRD, the blower fan will stop, the
extract fan will continue to run. The inlet flap closes, the small outlet flap
opens, the SKIN EXCHANGE ISOLATION VALVE closes and the SKIN
EXCHANGE INLET BYPASS VALVE closes.
CARGO SMOKE Panel
Following a cargo smoke indication and subsequent discharge of the cargo
smoke bottle, what would be the expected indication on the CARGO SMOKE
panel?
• The SMOKE light and associated ECAM warning may remain illuminated
due to the halon concentration present in the cargo compartment.
How many fire extinguishing bottles are there in the cargo extinguishing
system?
• Only one that has ducting to both FWD and AFT compartments, but the
discharge can only be directed to one compartment.
CARGO HEAT Panel
What is the significance of the illumination of the HOT AIR FAULT light?
• Duct overheat is detected.
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What is the significance of the illumination of the AFT ISOL VALVE FAULT
light?
• Either the inlet or the outlet valve is not in the selected position.
AUDIO MGMT Panel
When would the AUDIO SWITCHING be used?
• Enables Captain or First Officer to utilize the overhead Audio Control Panel
in case of individual ACP failure.
MAINTENANCE Panel
Do the pilots use the maintenance panel?
• Only if an MEL required pressurization of the BLUE system on the ground
with the engines OFF.
Which pushbutton would be used?
• The BLUE PUMP OVRD pushbutton
If a mechanic pressed the APU AUTO EXTING TEST pushbutton what would
occur?
• The APU would shut down.
Overhead Circuit Breaker Panel
What is the significance of black and green circuit breakers?
• Green – monitored by ECAM
• Black – not monitored by ECAM
What is the significance of a red collared circuit breaker?
• The flight crew should not pull or manipulate these collared circuit breakers.
MCDU/FMGS
What are the main components of the FMGS?
• 2 FMGCs
• 2 MCDUs
• 1 FCU
• 2 FACs
What are the functions of the FMGCs?
• Flight guidance
• Flight management
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What are the three modes of FMGC operation?
• Independent
• Single
• Dual
What are the two modes of flight guidance?
• Managed guidance
• Selected guidance
What is the managed mode of flight guidance used for?
• Long-term lateral, vertical, and speed profiles as determined by the FMGS.
What is the selected mode of flight guidance used for?
• Temporary lateral, vertical, and speed commands as selected with the FCU.
Does selected or managed guidance have priority?
• Selected guidance
What does ACTIVATE/CONFIRM APPR phase do for the pilot?
• Allows thrust and speed target to follow a predetermined schedule, based
on flap selection:
o F0 = green dot
o F1 = S speed
o F2 = F speed
o F3 = F speed or VAPP (depending on landing flap selection)
o F4 = VAPP
• If using managed speed, GSMINI is available. If using selected speed, GSMINI
is not available.
What type of database is periodically updated in the FMGS?
• Navigation database
Can the crew modify data in the navigation database?
• The crew has limited ability to create pilot stored navigational data.
How would a flight crew determine the validity of the navigation database?
• On the A/C STATUS page.
What input does each FMGC normally use for position determination?
• A hybrid IRS/GPS position.
What is the normal operational mode of the FMGS?
• Dual mode, with one FMGS as master and the other FMGS as slave
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How does autopilot selection influence master FMGS logic?
• If one autopilot is engaged, the respective FMGS is master
• If both autopilots are engaged, FMGS 1 will be the master
• If no autopilot is engaged FMGS 1 is the master
If an amber OFF SIDE FM CONTROL message is displayed on the ND what
action should the crew take?
• An FMGS has failed and both NDs must be set to the same mode and
range. The full procedure can be found in the COM.
In cruise flight with AP1 engaged, what would happen if AP2 was selected?
• The AP2 would takeover, and AP1 would disengage. It is only possible to
engage both autopilots in the approach phase after selection of the APPR
pushbutton.
What is the difference between the large and small fonts utilized in the
MCDU?
• Large – Pilot entries and modifiable data
• Small – Default or computed, non-modifiable data
When would a Takeoff Shift be entered on the PERF TO page?
• When takeoff begins at a runway intersection with NO GPS PRIMARY
If the FLEX TEMP is not entered on the TAKEOFF page of the MCDU, and the
thrust levers are positioned in the FLEX detent, what will occur and what
should be done?
• A warning will be generated
• Thrust levers should me moved into the TOGA detent and a max thrust
takeoff should be accomplished.
Where would a pilot enter the Zero Fuel Weight?
• INIT B page
What do amber box prompts on the MCDU indicate?
• An entry is mandatory.
What occurs when managed NAV mode is engaged and the aircraft flies into
a flight plan discontinuity?
• NAV mode will be lost and the HDG/TRK mode engages.
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Glareshield / FCU
What are some causes for an AUTOLAND light?
• Excessive LOC or GS deviation or signal failure
• Radio altimeter difference of greater than 15 feet
• Both autopilots fail
What is an appropriate response to an AUTOLAND warning light illuminating
below 200 feet RA?
• Immediate go-around
Explain the side stick operation and the associated glare shield SIDE STICK
PRIORITY light.
• Normally only one side stick should be operated at any given time.
•
Should there be dual inputs, an aural “DUAL INPUT” will be annunciated
over the speaker and the SIDE STICK PRIORITY green CAPT and F/O
lights will flash. Side stick inputs are algebraically summed.
•
Any time a pilot monitoring has to assume control, it MUST be verbally
annunciated (“I HAVE CONTROL”). If necessary, the pilot taking over may
need to press and hold the takeover pushbutton.
•
If the pilot previously flying does not relinquish control (or if there is a
malfunction present), the side stick can be rendered inoperative by holding
the takeover push button for 40 seconds. An aural alert “PRIORITY LEFT
(RIGHT)” will be annunciated over the speaker and the SIDE STICK
PRIORITY red arrow light will illuminate in front of the pilot losing authority.
•
The pilot having lost side stick authority can regain it by momentarily
pressing the takeover pushbutton.
What should be selected on the EFIS panel during the Cockpit Preparation?
• ARC or ROSE NAV (more than 70 degree turn after takeoff)
• Minimum range to display the first fix, and pertinent weather
• Other selections as appropriate
If a HDG is pre-selected (not pulled) to the FCU HDG window prior to takeoff,
what lateral mode will be active after liftoff?
• RWY TRACK
If MANAGED LATERAL DOT is displayed next to the FCU HDG window prior
to takeoff, what lateral mode will be active after liftoff?
• NAV
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Primary Flight Display (PFD)
What does each column mean on the PFD?
•
A/THR | VERTICAL | LATERAL | APPCH CAPABILITY, DH/MDA | AP, FD, A/THR ENGAGEMENT STATUS
How is the crew made aware of mode changes on the FMA?
• A white box is temporarily displayed around the new indication.
How are armed modes displayed on the FMA?
• Blue – armed
• Magenta – armed because of a constraint
• Green – engaged
When going around in the A320 NEO, if the FMA displays an amber message
reading, “FOR GA: SET TOGA”, what action should the pilot take?
• The Pilot should move the thrust levers into the TOGA detent.
• When AP/FD is in approach vertical mode and aircraft is below 1000 ft RA,
this message is displayed if all thrust levers are moved to or above the MCT
detent, but below the TOGA detent.
When is the side stick position indication icon (white cross) displayed?
• Displayed when the first engine is started
• Disappears at liftoff
What would the large red arrowheads indicate?
• Pitch attitude of +30°
After loading an ILS approach into the MCDU and selecting the (I)LS
pushbutton, what indications on should be present on the PFD?
• ILS frequency and course
• ILS identifier (once in range and identified)
• LOC and GS scales
When would the sideslip index change from yellow to blue?
• In case of an engine failure during takeoff/go-around, it becomes a blue beta
target.
What does the yellow speed trend line on the airspeed display indicate?
• The speed the aircraft will reach in 10 seconds if acceleration/deceleration
remains constant.
What is the difference between the magenta and blue target airspeeds?
• Magenta – Managed speed computed by the FMGC
• Blue – Selected speed on the FCU
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What is VLS and how is it displayed?
• Represents lowest selectable speed providing an appropriate margin to the
stall speed
• Defined by the top of the amber strip along the airspeed scale
• In approach mode, it is equivalent to VREF
What speed does VMAX represent and how is it displayed?
• It is the lowest of VMO/VMMO, VLE or VFE
• Defined by the bottom of a red and black strip along the speed scale
What is Green Dot speed?
• Engine out operating speed in clean configuration
• Appears when the aircraft is in the clean configuration
• Corresponds to the best lift-to-drag ratio
What is Ground Speed Mini (GSMINI)?
• Based on a calculated groundspeed at the runway
• Protects against actual groundspeed dropping below this calculated
groundspeed
What does it mean if the magenta target airspeed triangle is above VAPP on
the approach?
• GSMINI has increased speed due to a higher headwind component at the
present location.
What are the 3 key factors in the GSMINI Calculations?
• TWR wind = the MAG WIND entered in the PERF approach page (no gusts)
• TWR headwind component = the component of the MAG WIND projected
on the runway axis (landing runway entered in the flight plan).
• Current Headwind Component = the actual wind measured by ADIRS is
projected on the aircraft axis to define the current headwind component. The
current headwind component is used to compute the variable speed target
during final (IAS target).
What is the significance of the altitude window changing from yellow to
amber?
• The aircraft has deviated from the FCU selected altitude or flight level.
When is altitude alerting automatically inhibited in flight?
• When slats are extended with the landing gear down
• On approach after glide slope capture
What does it mean when the altitude digits change from green to amber?
• The aircraft has descended below the MDA/DH entered into the FMGC.
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When is radio height displayed on the PFD?
• Below 2,500 feet
Information from ILS receiver 1 is displayed where?
• Captain’s PFD
• First Officer’s ND
What would a flashing amber ILS indicate on the bottom of the PFD?
• Flashes amber when APPR mode is armed and the ILS PUSHBUTTON is
not selected.
Is a visual warning provided to the pilot if the aircraft is stalling?
• Non NEO Aircraft
= No visual indication
• NEO Aircraft
= STALL warning indication on PFD
Navigation Display (ND)
What displays or modes are available on the ND?
• Rose ILS
• Rose VOR
• Rose NAV
• ARC
• PLAN
What colors are used to represent the various displayed flight plans?
• Active – continuous green line
• Secondary – continuous white line
• Temporary – dashed yellow line
• Alternate – dashed blue line
• Missed approach – continuous blue line
• Flight Plan Capture – continuous green with intercept path computed
“Top of Descent” and “Continue Descent” arrows are displayed in blue or
white. What is the difference?
• Top of Descent – Always white (never armed)
• Continue Descent – Blue indicates armed, white indicates NOT armed
What color does each altitude constraint circle represent?
• White – constraint is not taken into account
• Magenta – constraint is predicted to be satisfied
• Amber – constraint is predicted to be missed
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If the FCU fails, what mode and distance range should be expected on the
ND?
• ROSE NAV and 80 nm range.
Where is VOR data displayed?
• Both NDs and the DDRMI if installed
Engine/Warning Display (E/WD)
What are the 3 levels of ECAM Malfunction Notifications?
• Level 3: WARNINGS – Associated with the red MASTER WARN light,
CRC, red E/WD message, and require immediate action
• Level 2: CAUTIONS – Associated with the amber MASTER CAUTION light,
single chime, amber E/WD message, and require crew awareness
• Level 1: CAUTIONS – Associated with amber E/WD message, no aural
signal, and requires crew monitoring
If simultaneous failures occur, how will they be presented to the crew?
• A Level 3 WARNING has priority over a Level 2 CAUTION, which has
priority over a Level 1 ALERT.
What types of failures are presented to the crew?
• Independent – Failure affecting an isolated system/item without degrading
other systems/items
• Primary – Failure of a system/item that affects the use of other
systems/items
• Secondary – Loss of a system/item resulting from a primary failure
Where on the E/WD would the crew find primary failures?
• On the lower left portion of the screen.
What indication does the E/WD provide for secondary failures?
• Secondary failures are displayed on the lower right portion of the E/WD and
are preceded by an asterisk ( * ).
What does the appearance of a green arrow indicate at the bottom of the
E/WD screen?
• Information has overflowed off the screen and the pilot must scroll down
using the CLR pushbutton on the ECAM panel.
What does the display of T.O. INHIBIT or LDG INHIBIT indicate?
• Most warnings and cautions are inhibited to avoid unnecessary distractions
during critical phases of flight.
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What types of warnings are NOT inhibited with T.O INHIBIT displayed?
• ENGINE FIRE
• APU FIRE
• ENG FAIL (ENG SHUT DOWN)
• ENG OIL LO PR
• L+R ELEV FAULT
• A/P OFF
• CONFIG
• FWC 1+2 FAULT
What are the Takeoff Configuration Warnings/Cautions?
• SLATS/FLAPS NOT IN T.O. RANGE
• PITCH TRIM NOT IN T.O. RANGE, RUDDER TRIM (more than 3.5)
• SPEED BRAKES NOT RETRACTED
• SIDE STICK FAULT
• HOT BRAKES
• DOOR NOT CLOSED
• PARK BRAKE ON
• FLEX TEMP NOT SET (unless thrust levers in TOGA detent)
When does the Takeoff Memo appear and disappear?
• Two minutes after the 2nd engine is started or when the T.O. CONFIG
TEST pushbutton is pressed with one engine running
• Memo is removed when takeoff power is applied
When does the Landing Memo appear and disappear?
• The memo appears below 2,000 feet RA
• After a go-around, if the aircraft does not climb above 2,200 feet RA, the
landing memo appears only below 800 ft RA during the subsequent
approach
• The memo disappears after touchdown (80 knots
What does the boxed STS indicate when displayed on the E/WD?
• The STATUS page holds messages other than CANCELLED CAUTIONS
• Flashes after engine shutdown to alert maintenance of any other applicable
messages
System Display (SD)
In general, when are the system pages automatically displayed on the SD?
• Relative to the current phase of flight, or
• When a system malfunction is detected
When is a STATUS page displayed?
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After a failure is displayed on the SD and all failure items have been cleared
Display will reappear when the slats are extended
Forward Instrument Panel
What is the function of the two Landing Gear Control and Interface Units
(LGCIUs)?
• Provide sequencing, operation, monitoring, and indications for the landing
gear.
• Provide aircraft “In Flight” or “On the Ground” signals to other aircraft
systems
What hydraulic system powers the landing gear and doors?
• Green
If performing a gravity gear extension, what is one consideration concerning
hydraulic power?
• Hydraulic power is no longer available to the landing gear system (it is
bypassed).
When does the red arrow in the LND panel illuminate?
• Below 750 feet RA, when the aircraft is in the landing configuration and the
landing gear is not locked down.
What happens if airspeed is 280 knots and the Landing Gear lever is
selected DOWN?
• Nothing. A safety valve shuts off hydraulic power to the landing gear system
when airspeed is above 260 knots.
What do the red UNLK lights indicate?
• The landing gear is not locked in the selected position.
What controls the LDG GEAR lights?
• LGCIU 1
If LGCIU 1 fails will the lights still work?
• Yes, as long as it is still powered.
What controls and manages all braking functions?
• The Brake and Steering Control Unit (BSCU)
What happens when the A/SKID & N/W STRG is switched OFF?
• Loss of nose wheel steering
• Braking is powered by the YELLOW system
• Anti-skid is deactivated
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Which hydraulic systems provide pressure to the brakes?
• Normal brakes – GREEN
• Alternate brakes – YELLOW backed up by a hydraulic accumulator
When do the Auto Brakes activate on landing if armed?
• When the ground spoilers deploy.
What is the difference between LOW and MED AUTO BRK?
• LOW – progressive pressure applied to brakes 4 seconds after ground
spoilers deploy in order to decelerate the aircraft at a rate of 5.6 ft./s2
• MED – progressive pressure applied to brakes 2 seconds after ground
spoilers deploy in order to decelerate the aircraft at a rate of 9.8 ft./s2
What does the AUTO BRK green DECEL light indicate?
• Actual rate of deceleration is within 80% of the selected rate.
What is the Takeoff setting for Auto Brakes?
• MAX
What will cause the MAX AUTO BRK to activate on a rejected takeoff?
• Airspeed above 72 knots, and
• Thrust levers at IDLE, and
• Ground spoiler extension
What is the impact of the loss of GREEN hydraulic pressure on the Auto
Brakes?
• The Auto Brake function is lost, because the aircraft is now relying on the
alternate brake system.
If on the alternate brake system, what is required in order to maintain Antiskid function, if anything?
• At least 1 channel of the BSCU
What would happen to the spoilers if they were not armed, but at least one
engine was selected into reverse thrust?
• They would still deploy, even if they were not armed
How many brake applications are available with accumulator pressure?
• Approximately 7 full applications
What is the maximum brake temperature for takeoff?
• 300°C and BRK FANS OFF
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What does the BRAKES & ACCU PRESS triple indicator indicate?
• YELLOW hydraulic pressure delivered to the left and right brakes
• YELLOW system brake accumulator pressure
Describe the procedure for the brake check prior to taxi. What is the
significance of the callouts?
• Press the brake pedals to ensure the aircraft slows, and check the brake
pressure on the triple indicator is zero.
• Calling out “pressure zero” indicates the GREEN hydraulic system has
taken over, and the normal braking system is operational.
SWITCHING Panel
What computers feed data to the six display units?
• Three Display Management Computers (DMC)
What do each of the DMCs normally supply?
• DMC 1 – Captain PFD, Captain ND, “Upper” ECAM DU (E/WD), and
“Lower” ECAM DU (SD)
• DMC 2 – First Officer PFD, First Officer ND
• DMC 3 – Backup
If there are any automatic functions of the DMCs in the event of a failure,
explain the automatic logic.
• If DMC 1 fails (or DMC3 if “CAPT 3” was selected), DMC 2 automatically
drives the ECAM.
What are the indications on the DUs if a DMC has failed?
• “INVALID DATA” will be displayed in the respective EFIS/ECAM display
unit.
What happens when the upper ECAM display fails?
• The E/WD automatically replaces the SD on the lower ECAM display.
If both the E/WD and SD display units fail, how can the E/WD information be
displayed?
• By selecting the ECAM/ND XFR switch to CAPT or F/O
ECAM Control Panel
If the UPPER DISPLAY knob is switched to OFF what will occur?
• The E/WD display would automatically transfer to the “lower” display.
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With the E/WD displayed on the “lower” screen, what steps should be taken
to view SD information?
• Press and hold the appropriate system button on the ECAM CONTROL
panel. The information selected will be available for 30 seconds.
What does the ALL pushbutton do?
• Displays ALL the system pages successively in 1-second intervals when
held down
• Release the pushbutton to maintain display of the selected page
What does pressing the RCL pushbutton do?
• Allows the flight crew to review any warning or caution messages that the
CLR pushbutton or flight phase inhibition may have suppressed
• If held longer than 3 seconds, the E/WD will show any caution messages
suppressed by the EMER CANC pushbutton
If the STS pushbutton is pressed and the system has no STATUS messages,
what will be displayed?
• “NORMAL” for 5 seconds
What occurs during the Before Takeoff Flow when the T.O. CONFIG
pushbutton is pressed?
• The system simulates the application of takeoff power and checks certain
systems for proper configuration
• A warning is displayed if a system is not configured properly
• “TO CONFIG NORMAL” is displayed in the TO MEMO section if the
configuration is correct
Describe the FO Preliminary Cockpit Preparation actions on the ECAM
control panel.
• Recall – check old warnings
• DOORS – check oxygen quantity
• HYD – check quantity
• ENG – check oil quantity
Should the ECAM control panel fail, what functions are available as hardwired buttons?
• CLR, RCL, STS, EMER CANC and ALL
What does the EMER CANC accomplish?
• Cancels the audio for warning messages (without removing any ECAM
message)
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Cancels the present caution for the rest of the flight
Calls up the STATUS page, which displays “CANCELLED CAUTION” and
the TITLE of the failure
Inhibited message can be recalled by holding RCL for more than three
seconds
What is the purpose of having the EMER CANC pushbutton?
• Used to cancel spurious MASTER CAUTIONS
Trimmable Horizontal Stabilizer
How is the Trimmable Horizontal Stabilizer (THS) normally operated in flight?
• The flight control computers control trim functions automatically.
If no hydraulic power is available, what is the impact on the THS?
• The THS requires hydraulic power from the GREEN or YELLOW systems in
order to function.
If possible, how can the THS be positioned after a complete flight control
computer failure occurs?
• Mechanical trimming is possible by manually positioning the pitch trim
wheel.
Explain what would happen if a pilot were to reach down and move the pitch
trim wheel when all systems are working normally.
• The trim will can be turned manually. However, manual inputs have priority
over computer inputs, so the autopilot would disconnect (if engaged).
What happens to the THS after landing?
• The trim automatically resets to zero.
Engines / Thrust Levers
What controls the engines in all operating regimes?
• FADECs (Full Authority Digital Engine Controls)
What functions does the FADEC control?
• Fuel metering
• Engine limits based on thrust lever angle
• Start sequencing
• Provides engine indications and thrust limit displays on the E/WD
What redundancy does the FADEC have?
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Dual channel redundancy – one channel is active while the other is standby.
What is the power source for the FADEC?
• The system has its own alternator making it independent of the aircraft
electrical system when N2 is above10%
• If this alternator fails the FADEC automatically switches to aircraft electrical
power
When will the FADEC abort an automatic start?
• Hot start
• Stalled start
• No ignition
The FADEC detects a fault during automatic start. What crew intervention is
required?
• There is no crew intervention necessary. The FADEC will discontinue the
start, clear the engine, and attempt a restart (if warranted) automatically.
When does the FADEC command a higher engine idle speed?
• Bleed demands
• Approach configuration
• High engine or IDG temperatures
How many igniters fire during a normal automatic ground start sequence?
• One igniter with the other serving as a backup
• The FADEC automatically alternates the igniters (A and B) at each start
How many igniters fire on manual or in-flight starts?
• Two, both A and B
When does continuous ignition automatically operate?
• NEO Aircraft
o Engine flameout detection
o Failure of the EIU
o In-flight unscheduled sub idle or surge
o Master switch cycled from ON to OFF then back to ON position
• Non-NEO Aircraft
o All of the above
o Engine anti ice ON
o Approach idle
o MAX/FLEX power selected
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What are the 5 detent positions of the thrust levers?
• TOGA – Take Off/Go Around
• FLX / MCT – Flex/ Maximum Continuous Thrust
• CL – Climb
• IDLE – Idle
• MAX REV – Maximum Reverse Thrust
On the ground, how can the A/THR be armed?
• By setting the thrust levers in the TOGA or FLEX gate (with a FLEX
temperature inserted in the MCDU)
• At least one FD must be ON for A/THR to arm during takeoff
What is the active range of the A/THR?
• Just above IDLE to the CL detent (2 engines)
• Just above IDLE to the MCT detent (1 engine)
What is the normal operational position of the thrust levers when A/THR is
active?
• The CL detent
What determines the maximum thrust the A/THR system will be able to
command?
• The thrust lever angle
What are three ways to disconnect the A/THR?
• A/THR pushbutton
• Instinctive disconnect pushbuttons
• Thrust levers to IDLE
What is the preferred method of disconnecting A/THR?
• Set the thrust lever angle to the existing EPR and push the instinctive
disconnect pushbuttons
How would the A/THR be disconnected for the remainder of the flight?
• Press and hold the instinctive disconnect pushbutton for 15 seconds. The
A/THR cannot be re-engaged once this is done. ALPHA FLOOR is also lost
if this is done.
What happens to thrust and what annunciates on the FMA during ALPHA
FLOOR?
• Thrust – TOGA
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FMA – “A.FLOOR”
When does the aircraft leave ALPHA FLOOR and what does the FMA change
to?
• Upon reaching a lower angle of attack. The FMA changes to “TOGA LK”
Following ALPHA FLOOR, how would the crew return normal A/THR
function?
• Press the instinctive disconnect pushbutton
• Return thrust levers to CL detent
• Push the A/THR pushbutton to engage A/THR
When is ALPHA FLOOR protection active?
• From lift-off through 100 feet RA on approach
When would Thrust Lock occur?
• Thrust levers in CL detent and A/THR pushbutton on the FCU is pushed, or
• A/THR disconnects due to a failure
How is A/THR normally armed?
• By advancing the thrust levers to TOGA or FLX
What would be the normal FMA indications during a takeoff roll using FLEX
thrust on a RWY with a localizer?
• MAN FLX, SRS, RWY, A/THR (blue)
What would the FMA indications be during a takeoff roll using TOGA thrust
on a runway without a localizer?
• MAN TOGA, SRS, A/THR (blue)
What would the FMA indications be during takeoff roll if the A/THR didn't
arm on a runway with a localizer? Should the takeoff be aborted?
• SRS, RWY
• Continuing the takeoff is a safe option, but the thrust levers must be moved
to the climb detent at thrust reduction altitude and the crew must manually
engage A/THR.
How should A/THR be turned off?
• Match the blue thrust lever angle indicators to the present thrust setting and
push the instinctive disconnect pushbuttons or move THRUST LEVERS to
IDLE
What should the pilot do to get out of TOGA LOCK?
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Push the instinctive disconnect pushbuttons and move the THRUST
LEVERS to the CL detent
What should the pilot do to get out of THRUST LOCK?
• Match the thrust lever angle with ENG output
What is the A/THR active zone for two-engine operations?
• From slightly above IDLE to CL
What is the A/THR active zone for single-engine operations?
• From slightly above IDLE to MCT
What controls the engine LP fuel valves?
• Engine MASTER switch
• ENGINE FIRE pushbutton
What does a FAULT light on the ENG panel indicate?
• Automatic start abort
• Switch disagreement between HP valve and its commanded position
What is the rated thrust of each engine?
• A319
V2524-A5
= 23,500 lbs
• A320 CEO V2527-A5
= 27,000 lbs
• A321
V2533-A5
= 32,500 lbs
• A320 NEO NEO PW1127G
= 27,000 lbs
What is the required engine warm up time?
• IAE V2500 Shutdown - 2hrs
= 3 Mins
• IAE V2500 Shutdown + 2hrs
= 5 Mins
• PW1100G Shutdown
= 5 Mins
What is the required engine cool down time after landing?
• IAE V2500
= 0 Mins
Rev Idle
• IAE V2500
= 3 Mins
Greater than reverse idle
• PW1100G
= Minimum of 3 Mins, 5 Mins recommended
What does the cooling indication mean on the E/WD for NEO Aircraft?
• Steady indication =
Automatic dry cranking is about to begin and the
timer indicates the time left before dry crank begins.
• Pulsing indication =
Automatic dry cranking is in progress
If icing conditions exist on the ground, how is the Engine Run-up procedure
different for NEO and non-NEO aircraft?
• IAE V2500 = Accelerate to Minimum of 50% N1
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at intervals not more than 15 minutes apart
PW1100G = Accelerate to Minimum of 60% N1
at intervals not more than 30 minutes apart
If during start, the ground crew reports a fuel leak from the engine, what
should be done by the flight crew?
• IAE V2500 =
Run the engine for 5 minutes, if leak disappears, the flight can
continue without Maintenance action
• PW1100G =
Abort the engine start sequence, Maintenance action is
Required
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How is Approach Idle different on NEO vs non-Neo aircraft?
• Non-NEO Minimum Approach Idle Speed occurs when:
o Aircraft is in flight and the flaps are extended
• NEO Minimum Approach Idle Speed occurs when:
o Aircraft is in flight and the flaps are at CONF 3 or FULL or when the
landing gear is down.
TRANSPONDER Panel
How many transponders are installed?
• Two
What does illumination of the ATC FAIL light indicate?
• Only the selected transponder has failed.
Flaps / Slats
When selecting the flap lever to 1 after the flaps have been at CONF 2 or
higher, what setting will the flaps and slats go to?
• CONF 1 + F
• This configuration has a maximum speed 215 knots, with automatic
retraction of flaps occurring at 210 knots.
What is the normal flap setting for a go-around?
• Retract one step
How are the flaps and slats affected if only GREEN hydraulic system
pressure available?
• The flaps and slats will still operate, but at half speed
What system prevents flap or slat asymmetry?
• Wing Tip Brakes (WTB)
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What causes the WTBs to activate?
• Runaway
• Over speed (flaps)
• Asymmetry
• Movement (un-commanded)
If the WTBs activate due to a flap asymmetry, how are the slats affected?
• The slats can still operate normally - only flap operation is inhibited.
How many Slat/Flap Control Computers (SFCC) are installed?
• Two
What would occur if one SFCC failed?
• The slats and flaps would continue to operate, but at half speed.
What flap/slat configurations correspond to position 1 on the FLAPS lever
and how do they differ?
• CONF 1+F is used for takeoff and provides both slats (position 1) + flaps
• CONF 1 is used in-flight and is slats only
When will the Automatic Retraction System (ARS) operate?
• During acceleration in CONF 1+F, the flaps (not slats) will automatically
retract to 0 at 210 knots.
What is ALPHA LOCK?
• This function inhibits retracting flaps/slats from 1 to 0 at a high angle of
attack and low airspeed.
When the FLAP legend appears in cyan on the E/WD, what is indicated?
• Flaps/slats in transit
What happens to the ailerons when the flaps are extended?
• The ailerons droop
Speed Brakes / Spoilers
Is there any landing configuration when speed brake extension is inhibited?
• A319/A320 – Flaps FULL
• A321 – Flaps 3 and FULL
Discuss the ground spoiler logic on a rejected takeoff.
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If the ground spoilers are armed and the speed exceeds 72 knots, the
ground spoilers will automatically extend as soon as both thrust levers are
set to idle.
If the ground spoilers are not armed and the speed exceeds 72 knots, the
ground spoilers will automatically extend as soon as reverse is selected on
one engine (the other thrust lever remains at idle).
Therefore, selecting at least idle reverse will always provide ground spoiler
deployment.
Discuss the ground spoiler logic on landing.
• Full extension:
The ground spoilers will automatically extend when the following conditions
are met:
o Speed brake lever not in the retracted position or ground spoilers
armed and:
- Both main landing gears on ground,
- Both thrust levers at or below idle position, or Reverse selected
on at least one engine (and the other thrust lever below MCT
position).
o Speed brake lever in the retracted position but ground spoilers not
armed and:
- Both main landing gears on ground,
- Reverse selected on at least one engine (and the other thrust
lever below MCT position).
The ailerons are fully-extended, provided one aileron servocontrol is
available on each side, when:
o The ground spoilers are fully extended
o Flaps are not in clean CONF
o Pitch attitude is lower than 2.5 °
o Flying manually
o In normal law only.
•
Partial extension:
In order to accelerate the full spoiler extension, the Phased Lift Dumping
(PLD) function allows the ground spoilers to deploy with a reduced
deflection when the following conditions are met:
o Speed brake lever not in the retracted position or ground spoilers
armed and:
- One main landing gear on ground,
- Both thrust levers at or below idle position.
o Speed brake lever in the retracted position, but ground spoilers not
armed and:
- One main landing gear on ground,
- Reverse selected on at least one engine (and the other thrust
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lever below MCT position).
In order to reduce the bounce severity at landing in the case of an
inappropriate thrust lever handling during flare, ground spoilers are also
partially deployed when the following conditions are met:
o Ground spoilers armed,
o Both main landing gears on ground,
o Both thrust levers at or below the Climb position.
•
Retraction
The ground spoilers retract:
o After landing,
o After a rejected takeoff, when the ground spoilers are disarmed.
o During a touch and go, when at least one thrust lever is advanced
above 20°.
When will the ground spoilers automatically retract?
• Thrust levers at IDLE and speed brake lever is down
• When at least one thrust lever is advanced above IDLE
When is speed brake extension inhibited?
• SEC 1 and 3 failed
• L or R elevator failed
• Angle of Attack protection is active
• Flaps in CONF FULL (A319/A320)
• Flaps in CONF 3 or FULL (A321)
• Thrust levers above the MCT position
• ALPHA FLOOR is active
In flight, what happens if a spoiler fault is detected or electrical power is
lost?
• The spoilers automatically retract.
RADAR Panel
What capabilities does the RADAR system have?
• Weather avoidance
• Turbulence detection
• Terrain mapping
• Predictive windshear detection
What would prevent the weather display on the ND?
• Mode selector in PLAN
• TERR selected ON
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When is WX/TURB mode available?
• At ranges of 40 nm or less
How would a flight crew analyze windshear with the RADAR system off?
• If the PWS switch is in AUTO, windshear detection is still available, even
though the RADAR system is off.
What is the scanned area of the predictive windshear detection feature?
• Up to 5 nm ahead of the aircraft when the aircraft is below 1,500 feet AGL.
When are predictive windshear alerts inhibited?
• When on the ground above 100 knots until reaching 50 feet AGL
• When landing below 50 feet AGL
How many RADAR systems are installed?
• One
Radio Management Panel (RMP)
How are the communications radios controlled?
• From any one of the three Radio Management Panels (RMPs)
Which RMP is powered in the Emergency Electrical Configuration?
• RMP 1
Which communication radios are powered in the Emergency Electrical
Configuration?
• VHF COM 1, HF 1
What would cause the SEL indicator to illuminate on both RMPs?
• When a communication radio normally associated with one RMP is tuned by
another RMP.
What is the significance of selecting the NAV key on an RMP?
• The FMGS cannot auto-tune navaids
• The RMP now controls the VOR/ILS receivers
• NAV key on RMP 3 has no effect
• Normal radio communication is still available
If RMP 1 fails, how can VHF 1 still be used?
• By using RMP 2 or 3
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Audio Control Panel (ACP)
With the INT/RAD switch on the ACP in the INT position, and the side stick
transmit switch keyed, what radio will the crewmember transmit on?
• The radio selected by the transmission key on the ACP.
What methods would the crew utilize to make a PA announcement?
• The flight deck handset dedicated to the PA system only
• Pressing the PA switch on the ACP and using the boom, hand, or mask
microphone (louder)
Parking Brake
What effect does setting the parking brake have on other braking modes?
• All other braking modes and anti-skid are deactivated.
When brake accumulator pressure is low, how is it recharged?
• With the YELLOW ELEC PUMP.
How is the parking brake activated when turning the parking brake switch
ON?
• Electrically
How can the crew verify the parking brake is set?
• ECAM PARKING BRK memo
• Triple indicator brake pressure
If during an engine start with the parking brake ON, the aircraft starts to
move due to a parking brake failure, what are the appropriate actions?
• Release the PARKING BRAKE handle to restore normal braking with the
pedals.
What is the thrust limitation with the parking brake ON?
• EPR 1.15 should not be exceeded
Aft Pedestal
When hand flying the aircraft how can the rudder be trimmed, if at all
possible?
• Using the RUDDER TRIM rotary switch
What happens if the rudder trim is manipulated with the autopilot engaged?
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•
A320 Series
Nothing
What is the RESET button used for?
• To quickly reset the rudder trim to 0. This will not operate with the autopilot
engaged.
What would be felt in the rudder pedals from the yaw damping or turn
coordination functions?
• Nothing. There is no feedback from these systems on the rudder pedals.
What three things occur when the manual gear extension handle is turned?
• GREEN hydraulic pressure is removed
• Gear doors are opened
• Uplocks are unlocked.
How many turns does it take to lower the gear manually?
• Three
Nose Wheel Steering
What hydraulic system supplies nose wheel steering?
• YELLOW
The steering hand wheels can steer the nose wheel up to how much in each
direction?
• +/- 75° from center
When using the rudder pedals for steering, when does the steering angle
begin to reduce?
• Starts reduction at 40 knots and progressively reduces to 0° at 130 knots.
What does the rudder PEDAL DISC button on the steering hand wheel do?
• Pressing the button removes control of nose wheel steering from the rudder
pedals until released.
What would occur if the A/SKID & N/W STRG switch were selected to OFF?
• Nose wheel steering is lost
• Anti-skid is deactivated
• YELLOW hydraulic system would supply the brakes
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Memory Items – COM Performance
The following procedures incorporate memory items. They must be memorized and
are to be performed prior to accomplishing the ECAM and/or COM procedure.
Functional application of the correct steps in the correct order and an
understanding of the overall procedure are satisfactory.
Verbatim memorization is not necessary.
- EGPWS Warnings & Cautions
- Emergency Descent
- Loss of Braking
- TCAS RA
- Unreliable Speed Indication/ADR Check Procedure
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Proficiency Items –
COM Abnormal Emergency
The following procedures are considered proficiency items. Full understanding and
competence must be maintained in the following time sensitive procedures.
Verbatim memorization is not necessary.
- Crew Incapacitation
- One Engine Inoperative - Obstacle Strategy
- Severe Turbulence
- Stall Recovery
- Stall Warning at Lift-Off
- Windshear
- Windshear Ahead
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Limitations – COM Performance
Limitations required by the regulations and contained in the Aircraft Flight Manual
are found in the COM Performance Limitations Chapter.
All references to airspeed, Mach and altitude relate to indicated airspeed, indicated
Mach and pressure altitude, unless otherwise noted.
All limitations should be intimately known by the pilot.
Limitations in bold italic font in the COM are emphasized due to their high
operational impact.
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Standard Callouts
Callouts
Specific callouts are prescribed for only the most critical crew interactions. Most cross-cockpit
communications and acknowledgments do not require verbatim phraseology.
Callouts and phraseology specified in “CAPITAL LETTERS AND QUOTATION MARKS” in this manual
should be stated verbatim unless it is necessary to modify the callout to reflect the current
situation.
Note: When “CHECK” or “CHECKED” is specified, saying either is acceptable.
When more than one callout may be appropriate, the usual callout is written first followed by the
alternate callout(s) in (PARENTHESIS).
Example: “START ENGINE 1 (2)”
If no callout is more usual than any other, the alternatives are separated by a slash in parenthesis.
Example: “REMOVE EXTERNAL (POWER / AIR)”
When a line “___” appears, the pilot states the appropriate value or actual
condition/configuration.
Example: “GO-AROUND ALTITUDE SET, ___ BLUE”
When a “___” line would be confusing, the value that the pilot will state is explained (in
parenthesis and lower case letters).
Example: “SET (altimeter setting)”
Checklist Callouts
The normal checklist shall be read aloud. The crewmember reading the checklist shall acknowledge
the order to initiate it by reading its title aloud (e.g. “PREFLIGHT CHECKLIST”). All checklist
challenges and responses will be stated aloud. The crewmember reading the checklist will then
announce the completion of the checklist (e.g. “PREFLIGHT CHECKLIST COMPLETE”).
Note: There are three exceptions: the pilot reading the After Takeoff and After Landing
checklists will announce initiating the checklist, silently verify that each item is complete, and then
announce aloud that the checklist is complete. The pilot completing the Securing Checklist will
accomplish the entire checklist silently.
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Actions Commanded by the PF
The following commands do not necessarily initiate a guidance mode change (e.g. selected to
managed, managed to selected). The intent is to ensure clear, consistent, standard communication
between crewmembers.
All actions performed on the FCU and MCDU must be checked on the PFD and ND. Ensure that the
correct FCU knob is used, then verify indications on the PFD/ND.
SET
The “SET” command means using an FCU knob to set a value, but not to change a mode. SET is
accomplished by only rotating the appropriate selection knob. Example:
•
•
•
•
“SET GO-AROUND ALTITUDE”
“SET 29.95”
“SET FL__”
“SET HDG__”
MANAGE/SELECT
The “MANAGE” command means pushing an FCU knob to engage, or arm, a managed mode or
target.
The “SELECT” command means pulling an FCU knob to engage a selected mode or target. Example:
“SELECT HDG 090”
Heading knob is pulled and turned
“MANAGE NAV”
Heading knob is pushed
“SELECT FL 190”
Altitude knob is turned and pulled
“MANAGE FL 190”
Altitude knob is turned and pushed
“SELECT SPEED 250”
Speed knob is pulled and turned
“MANAGE SPEED”
Speed knob is pushed
Note: If the value was previously set, there is no requirement to repeat the figure. Simply call, for
example, “SELECT HDG” or “SELECT SPEED.”
The VS/FPA selector knob has no managed function. The standard callouts for the use of this knob
are as follows:
“V/S PLUS 700 SELECT”
“FPA MINUS 3 DEGREES SELECT”
“PUSH TO LEVEL OFF”
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V/S (FPA) knob is turned and pulled
V/S (FPA) knob is turned and pulled
V/S (FPA) knob is pushed
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ARM
The “ARM___” command means arming a system by pushing the specified FCU button.
•
•
“ARM APPROACH”
“ARM LOC”
Use of Automation
The PF will use the “ON” or “OFF” callout when engaging or disengaging the following:
•
•
•
•
AP
FD
A/THR
Flight Path Vector (bird)
Note: The PF may call for the AP, or engage it himself/herself.
Flap Extension and Retraction in Flight
•
•
PILOT FLYING
Check airspeed safe for intended flap
extension or retraction.
Command “FLAPS___”
PILOT MONITORING
Check airspeed safe for intended flap
extension or retraction.
•
Announce “SPEED CHECKED”
•
Flaps Lever…………..Ordered Position
When position indication turns blue on upper
ECAM (indicating in transit), repeat the
order:
•
Announce “FLAPS___”
•
Example: “FLAPS 1”
Note: When retracting to Flaps 1 in flight, the flaps/slats will retract to CONF 1 + F. The PM will still
repeat the order “FLAPS 1” when the indication turns blue. There is no need for the PM to state
“PLUS F” in flight.
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Transfer of Flight Controls
Spirit Airlines uses a two-step procedure for exchange of flight controls.
To transfer control, flight crewmembers must use the following callouts:
To give control: The pilot calls out “YOU HAVE CONTROL.” The other pilot accepts this
transfer by calling out “I HAVE CONTROL” before assuming PF duties.
To take control: The pilot calls out “I HAVE CONTROL.” The other pilot accepts this transfer
by calling out “YOU HAVE CONTROL” before assuming PM duties.
FMA Callouts
The PF must announce, and the PM must monitor FMA changes during all phases of flight, unless
specified differently (e.g. CAT II & CAT III task sharing).
After a mode change, the FMA indicates the new mode in a white box. All white boxed changes are
required to be called out, left to right, by the PF. For example:
•
•
•
•
•
THR CLB: “THRUST CLIMB”
OP CLB: “OPEN CLIMB”
ALT*: “ALT STAR”
APP NAV: “APPROACH NAV” or “APP NAV”
V/S -1000: “VERTICAL SPEED”
Note: For V/S or FPA, calling out the numerical value is optional.
When FMA modes are armed, the FMA indicates the new armed mode in either blue or magenta.
Only three armed modes will be called out (with their associated color):
•
•
•
G/S: “GLIDESLOPE BLUE”
LOC: “LOCALIZER BLUE” or “LOC BLUE”
A/THR: “AUTOTHRUST BLUE”
The PM does not verbally respond to FMA callouts. If, however, the PF fails to announce an
appropriate FMA change, the PM will announce the FMA change after it becomes unboxed.
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Altitude Awareness Callouts
Change of Selected Altitude
Autopilot ON (PF Sets Altitude)
PILOT FLYING
PILOT MONITORING
Altitude……………..Set on FCU
Verify that the correct altitude is set on
the PFD
•
Announce “___BLUE”
Example: “3,000 BLUE”
“FLIGHT LEVEL 350 BLUE”
•
•
•
•
Verify the correct altitude is set on the
PFD
Announce “___BLUE”
Autopilot OFF (PM Sets Altitude)
PILOT FLYING
Order “SET___”
Example: “SET 3,000 ”
“SET FLIGHT LEVEL 350 ”
PILOT MONITORING
•
•
•
Verify that the correct altitude is set on
the PFD
Announce “___BLUE”
•
Altitude……………Set on FCU
•
Verify the correct altitude is set on the
PFD
Announce “___BLUE”
•
Communications With Altitude Constraint Armed for Capture
PILOT FLYING
PILOT MONITORING
Verify that the correct ALT CSTR is
displayed on the PFD altitude scale
•
Announce “___MAGENTA”
Example: “3,000 MAGENTA ”
“FLIGHT LEVEL 200 MAGENTA ”
•
•
•
Verify that the correct “top” or “bottom”
altitude is set on the FCU
Announce the different altitude set on
the FCU (no specific phraseology
required)
•
•
•
•
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Verify the correct ALT CSTR is displayed
on the PFD altitude scale
Announce “___MAGENTA”
Verify that the correct altitude is set on
the FCU
Announce the different altitude set on the
FCU (no specific phraseology required)
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Approaching Altitude
When at 1,000 ft prior to the assigned altitude, the PM will advise the PF by stating “___FOR___”
and the PF will respond with “CHECK”.
Examples: “14,000 FOR 15,000” or “Fourteen FOR Fifteen”
“Flight Level 290 FOR Flight Level 300” or “Two-Nine-Zero FOR Three-Zero-Zero”
Setting Go-Around Altitude
Autopilot ON (PF Sets Altitude)
PILOT FLYING
PILOT MONITORING
•
Go-Around Altitude……………..Set on FCU
•
Verify that the correct altitude is set on
the PFD
•
Announce “GO-AROUND ALTITUDE SET,
___BLUE”
Example: “GO-AROUND ALTITUDE SET, 3,000
BLUE”
•
Verify the correct altitude is set on the
•
•
•
•
PFD
Announce “___BLUE”
Autopilot OFF (PM Sets Altitude)
PILOT FLYING
PILOT MONITORING
Order “SET GO-AROUND ALTITUDE”
•
Go-Around Altitude……………..Set on FCU
•
Verify the correct altitude is set on the
PFD
•
Announce “GO-AROUND ALTITUDE SET,
___BLUE”
•
Verify the correct altitude is set on the
PFD
Example: “GO-AROUND ALTITUDE SET, 3,000
Verify the correct altitude is set on the
BLUE”
PFD
Announce “___BLUE”
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Stabilized Approach Criteria Callouts
All approaches must be stabilized according to the Stabilized Approach Criteria. This criteria
remains the same for day/night or IMC/VMC; two exceptions exist:
-
When necessitated by local approach procedures, in VMC and when previously briefed.
For circling approaches in AOM 2.253 “Circling Approach,” the stabilization criteria for the
1,000' above TDZE should be completed as soon as practicable.
If the aircraft is not stabilized according to the following criteria, the Flight Crew must initiate a goaround, unless they think that only small corrections are necessary to rectify minor deviations
from stabilized conditions.
The PM is responsible for calling out flight parameter exceedances and deviations from stabilized
approach criteria.
Following a PM flight parameter exceedance callout, the PF shall:
-
Acknowledge the PM callout by stating “CORRECTING” and take immediate corrective
action to control the exceeded parameter back into the defined stabilized conditions; or
If unable to correct, announce “GO-AROUND FLAPS” and initiate ago-around.
At the OM/FAF:
The PM will check the altitude vs. distance and announce “(name of fix), (published altitude).”
The PF will check altitude vs. distance and evaluate the energy state of the aircraft. If satisfactory,
the PF will announce “CHECK”. For example:
EVENT
Passing the OM/FAF
PILOT FLYING
“CHECK”
PILOT MONITORING
“NOVAE, 1800”
If there is an altitude deviation at the OM/FAF, the PM shall call out:
•
“___FEET HIGH (LOW)” if there is a deviation at altitude checkpoints.
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At 1,000’ above TDZE:
The PM will monitor or announce “1,000 STABLE.”
No response is required from the PF if the following criteria are met.
All of the following conditions must be achieved prior to or upon reaching 1,000’ above TDZE and
maintained thereafter until landing:
-
-
-
-
-
The aircraft is on the correct lateral flight path.
The aircraft is on the correct vertical flight path.
The aircraft is the intended landing configuration with the Landing Checklist complete.
The airspeed does not exceed +20/-5 from “Target Speed.”
- In managed speed, “Target Speed” is the magenta bug, due to Ground Speed Mini.
- In selected speed, “Target Speed” is VAPP.
The thrust is stabilized; usually above idle, to maintain the target approach speed along
the desired final approach path.
No excessive flight parameter deviation(s), as defined below.
“COURSE” if the course deviation is greater than the following:
- For CAT II/III ILS approach, 1/3 dot.
- For CAT I ILS or LOC approach, ½ dot.
- For VOR approach, 2 ½ .̊
“BANK” if the bank angle becomes greater than the following:
“GLIDESLOPE” if the G/S deviation is greater than the following:
- For CAT II/III ILS approach, 1/3 dot.
- For CAT I ILS approach, ½ dot.
“SINK RATE” if the descent rate becomes greater than 1,000ft/min., unless required by the
normal approach profile and previously briefed.
“PITCH” if the pitch attitude becomes less than -2.5˚ or greater than:
- 10˚ nose up (A319/A320); or
- 7.5˚ nose up (A321)
“SPEED” if the speed is greater that the speed target +20 KT, or less than the speed target 5 KT.
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If Stabilized Approach Criteria are not met and exceed minor deviations:
• The PM must announce, “1,000, UNSTABLE GO AROUND.”
• The PF must initiate a go-around and announce “GO-AROUND FLAPS.”
Below 1,000’ above TDZE:
The following conditions must be maintained below 1000’ above TDZE until landing:
-
All of the previous criteria apply, except that airspeed will be further limited to +10/-5 KT
of "Target Speed."
The aircraft is aligned with the extended centerline of the landing runway, unless
otherwise required by the prescribed procedure.
The PM shall call out any of the previously described flight parameter deviations, and also:
- “CENTERLINE” if not aligned with the extended centerline, unless otherwise required by
the local approach procedure and previously briefed.
- “BANK” if the bank angle becomes greater than 7°, unless required by the local approach
procedure and previously briefed.
- "SPEED" if the speed becomes greater than the speed target +10 KT, or less than the
speed target -5 KT.
- In addition, The PM will monitor or announce “500.” The PM should call “500” if the pinprogrammed 500’ RA callout does not approximate 500’ above TDZE.
If the Stabilized Approach Criteria are not met and the exceeded parameter cannot be
IMMEDIATELY corrected:
•
The PM must announce, “UNSTABLE GO-AROUND”
•
The PF must initiate a go-around and announce “GO-AROUND FLAPS”
CAT I ILS and NPA Callouts
In addition to the Stabilized Approach Criteria Callouts the following callouts will also be made:
EVENT
Localizer indication movement
Glideslope indication
movement
100 feet above the DA/MDA
At the DA/MDA
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PILOT FLYING
“LANDING” or
“CONTINUING2” or
“GO-AROUND, FLAPS”
PILOT MONITORING
“LOCALIZER ALIVE”
“GLIDESLOPE ALIVE”
“HUNDRED ABOVE1”
“MINIMUM1”
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Note:
Between 50’ and 40’ RA: If no LAND or FLARE, the FO announces “NO LAND” or “NO FLARE” the CA
announces “GO-AROUND, FLAPS” and initiates a go-around.
At touchdown: If no IDLE or ROLL OUT the FO announces “NO IDLE” or “NO ROLL OUT” and the CA
performs the appropriate action manually.
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Note:
Between 50’ and 40’ RA: If no LAND or FLARE, the FO announces “NO LAND” or “NO FLARE” the CA
announces “GO-AROUND, FLAPS” and initiates a go-around.
At touchdown: If no IDLE or ROLL OUT the FO announces “NO IDLE” or “NO ROLL OUT” and the CA
performs the appropriate action manually.
ILS PRM Breakout Maneuver
Climbing Breakout Maneuver:
Pilot Flying calls: “BREAKOUT, GO-AROUND FLAPS”
Descending Breakout Maneuver:
Pilot Flying calls: “BREAKOUT”
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Abnormal and Emergency Callouts
Rejected Takeoff
EVENT
Decision to abort
REJECTED TAKEOFF
CAPT
“REJECT, I HAVE CONTROL”
FO
•
•
Aircraft stopped
NO Evacuation Required
All on PA
“F/A STATIONS” on PA
“ECAM ACTIONS”
“REMAIN SEATED”
“REMAIN SEATED”
“REMAIN SEATED”
Reversers………Check/Announce
Deceleration….Check/Announce
Windshear Recovery
EVENT
Windshear detected at
takeoff before V1
Windshear detected at
takeoff after V1/Windshear
detected airborne, initial
climb or landing
WINDSHEAR RECOVERY
PILOT FLYING
(C) “REJECT, I HAVE CONTROL”
or
(C) “CONTINUE”
PILOT MONITORING
“WINDSHEAR”
Monitor and call out vertical flight
path indications (e.g. “300 FEET,
CLIMBING”, “300 FEET, LEVEL”, “300
FEET, DESCENDING”
Callouts are based off radio altimeter
Phase of Flight Callout Summary
EVENT
Ready for taxi
TAXI
CAPT
“CLEAR LEFT”
Once aircraft starts moving
“BRAKE CHECK”
When workload is
appropriate
“MINI BRIEF”
Starting Engine 2 (if single
engine taxi)
“START ENGINE 2”
Once Engine 2 reaches idle
Flight Control Check
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“FLIGHT CONTROL CHECK”
FO
“CLEAR RIGHT”
“PRESSURE ZERO”
Perform Mini Brief
“APU BLEED ON”
“YELLOW ELECTRIC PUMP OFF”
“STARTING ENGINE 2”
“ENGINE 2 STARTED”
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1. Elevators
2. Ailerons/Spoilers
3. Rudder
Runway crossing procedure
EVENT
Lined up on runway
At 80 knots
3-5 knots prior to V1
At VR
When positive rate
EVENT
At touchdown
When disengaging
autobrakes
If the PF does not call
“MANUAL BRAKES”
At 70 knots
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“RUDDER”
“CLEAR LEFT; CLEAR TO CROSS”
TAKEOFF
PILOT FLYING
“CHECK”
“GEAR UP”
LANDING
PILOT FLYING
“MANUAL BRAKES”
A320 Series
“FULL UP, FULL DOWN, NEUTRAL”
“FULL LEFT, FULL RIGHT, NEUTRAL”
“FULL LEFT, FULL RIGHT, NEUTRAL”
“CLEAR RIGHT; CLEAR TO CROSS”
PILOT MONITORING
“RUNWAY HEADING___”
“80 KNOTS, THRUST SET”
“V1”
“ROTATE’
“POSITIVE RATE”
“GEAR UP”
PILOT MONITORING
“SPOILERS”
“REVERSE GREEN”
“DECEL”
“AUTOBRAKES OFF”
“70 KNOTS”
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• Maximum Certified Altitude. . . . . . . . . . . . . . . . . . . . . . . . .FL398
Takeoff is not recommended on the following runway conditions:
-Wet ice
-Water on top of Compacted Snow
-Dry Snow or Wet Snow over Ice
Max landing
319
13.7788
320
145.505
NEO 148.591
321
191.517
Packs Use With LP Air Conditioning Unit
The Flight Crew must not use conditioned air from the packs and from the LP Air Conditioning
Unit at the same time, to prevent any adverse effect on the Air Conditioning system.
APU
engine start 20.000’
1 pack 20.000’
2 pack 15.000’
FLEX takeoff is not permitted on contaminated runways.
For JET A only, if TAT reaches -34 °C, monitor on FUEL SD page that fuel temperature remains higher
than -36 °C
Fuel imbalance
319/20/N
321
T/O
1102
882
CRZ/LND
3306
2910
Brake temperature
Maximum brake temperature for takeoff (brake fans (if installed) off)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 °C
A320 Series
LIMITATIONS
3.1.68
Apr 16, 2018
Shaft Speeds
APPLICABLE TO N502NK THRU N687NK
Maximum N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 %
Note: The N1 limit depends on the ambient conditions and on the
configuration of the engine air bleed. These parameters may limit
N1 to a value that is less than the above-mentioned N1 value.
Maximum N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 %
Shaft Speeds
APPLICABLE TO N901NK THRU N905NK
Maximum N1 in normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . 100 %
Maximum N1 permitted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 %
Note: The N1 limit depends on the ambient conditions and on the
configuration of the engine air bleed. These parameters may limit
N1 to a value that is less than the above-mentioned N1 value.
Maximum N2 in normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . 100 %
Maximum N2 permitted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 %
Oil
APPLICABLE TO N502NK THRU N687NK
Oil Temperature
Maximum continuous temperature . . . . . . . . . . . . . . . . . . . . . . . . . 155 °C
Maximum transient temperature (15 min) . . . . . . . . . . . . . . . . . . . . 165 °C
Minimum starting temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . -40 °C
Minimum temperature before IDLE is exceeded . . . . . . . . . . . . -10 °C
Minimum temperature before takeoff . . . . . . . . . . . . . . . . . . . . . . . . 50 °C
Oil Quantity
Minimum oil quantity . . . . . . . . . . . . . . . . (Refer to AOM VOL 2, Preflight)
Minimum Oil Pressure
Minimum oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 PSI
A320 Series
LIMITATIONS
3.1.69
Apr 16, 2018
Oil
APPLICABLE TO N901NK THRU N905NK
Oil Temperature
Maximum continuous temperature . . . . . . . . . . . . . . . . . . . . . . . . . 151 °C
Minimum starting temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-40 °C
Minimum temperature before takeoff . . . . . . . . . . . . . . . . . . . . . . . . 52 °C
Oil Quantity
Minimum oil quantity. . . . . . . . . . . . . . . . (Refer to AOM VOL 2, Preflight)
Minimum Oil Pressure
Minimum Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 PSI
Maximum Oil Pressure
Maximum oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270 PSI
Starter
APPLICABLE TO N502NK THRU N687NK
-
A standard automatic start that includes only one start attempt, is
considered one cycle
For ground starts (automatic or manual), a 15 s pause is required
between successive cycles
A 30 min cooling period is required, subsequent to three failed
cycles or 5 min of continuous crank
For manual start, observe a two-minute maximum cycle time
For crank, observe a 5 min maximum cycle time
The starter must not be run when N2 is above 10 % on-ground and
18 % in-flight.
A320 Series
LIMITATIONS
3.1.70
Apr 16, 2018
Starter
APPLICABLE TO N901NK THRU N905NK
-
A standard automatic start that includes up to three start
attempts, is considered one cycle
For ground starts (automatic or manual), a 35 s pause is required
between successive cycles
A 15 min cooling period is required, subsequent to three failed
cycles, or 15 min of continuous or cumulated crank
The starter must not be run when N2 is above 20%.
Reverse Thrust
Selection of the reverse thrust is prohibited in flight.
Backing the aircraft with reverse thrust is not permitted.
Maximum reverse should not be used below 70 kt. Idle reverse is
permitted down to aircraft stop.
A320 Series
LIMITATIONS
3.1.73
Apr 16, 2018
Crosswind Operation on Ground
ENGINE START
The engine is able to start in crosswind up to 35 kt.
Electrical
•
•
MAX continuous load per generator. . . . . . . . . . . . 100% (90 KVA)
MAX continuous load per TR (continuous) . . . . . . . . . . . . . . 200 A
Flight Controls
Maximum Altitude Flaps/Slats Extended
Maximum operating altitude with slats and/or flaps extended . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20,000 ft
Use of Flight Controls
Caution: Rapid and large alternating control inputs, especially in
combination with large changes in pitch, roll, or yaw (e.g., large
sideslip angles) may result in structural failures at any speed.
A320 Series
LIMITATIONS
3.1.7
Apr 16, 2018
Introduction
[ISARP FLT 3.11.46]
This section includes the limitations required by the regulations and
contained in the Aircraft Flight Manual.
All references to airspeed, Mach, and altitude relate to indicated airspeed,
indicated Mach, and pressure altitude, unless otherwise noted.
All limitations should be intimately known by the Pilot.
Limitations in bold italic font are emphasized due to their high operational
impact.
The following list is provided to assist pilots in grouping the A320 variants
by tail number:
A319s
• N502NK THRU N536NK
A320s
• N601NK THRU N617NK – Non Sharklet
• N618NK THRU N654NK – Sharklet
• N629NK THRU N654NK – “Jet Pump” Fuel System
• N901NK THRU N905NK – NEO
A321s
•
N657NK THRU N687NK – Sharklet
A320 Series
3.1.8
LIMITATIONS
Apr 16, 2018
General Limitations
[ISARP FLT 3.3.1]
Kind of Operations
This aircraft is certified in the public transport category (passengers and
freight) for day and night operations, in the following conditions when the
appropriate equipment and instruments required by the airworthiness and
operating regulations are approved, installed, and in an operable
condition:
• VFR and IFR
• Extended overwater flight
• Flight in icing conditions
Minimum Flight Crew
The minimum Flight Crew consists of two (2) Pilots.
Flight Maneuvering Load Acceleration Limits
•
•
Clean configuration . . . . . . . . . . . . . . . . . . . . . . . . . . -1.0g to +2.5g
Other configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0g to +2.0g
Wingspans
•
•
A319, A320. . . . . . . . . . . . . . . . . . . . . . . . . . . 111 feet, 10 inches
A320 Sharklet, A321 Sharklet . . . . . . . . . . . . 117 feet, 5 inches
Aircraft Geometry
Tailstrike Pitch Attitude
L/G Struts
Compressed
L/G Struts
Extended
A319
13.5°
15.5°
A320
11.0°
13.5°
A321
9.5°
11.0°
A320 Series
LIMITATIONS
3.1.12
Nov 27, 2017
Airport Operations and Wind Limitations
•
•
•
•
Runway Slope (mean). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+/-2%
Runway Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,200 ft
Nominal Runway Width . . . . . . . . . . . . . . . . . . . . . . 45 m (148 ft)
Wind for Takeoff and Landing:
- Maximum demonstrated crosswind (takeoff and landing) . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 kt (gust included)
Note: The maximum demonstrated crosswind value is not an
Airplane Flight Manual (AFM) limitation: It is the
maximum crosswind condition experienced during the
aircraft certification campaign. Airbus recommends that
operators should not intentionally operate in crosswinds
that exceed this value.
- Maximum tailwind for takeoff . . . . . . . . . . . . . . . . . . . . . 15 kt
- Maximum tailwind for landing . . . . . . . . . . . . . . . . . . . . . 10 kt
Note: For maximum tailwind for automatic landing and rollout,
reference COM Limitations Automatic Approach,
Landing and Rollout.
Passenger and Cargo Doors Operation
•
The following are the wind limitations for passenger and cargo door
operation:
- Maximum wind for passenger door operation. . . . . . . . 65 kt
- Maximum wind for FWD and AFT cargo door operation . . . . . .
. . .40 kt (or 50 kt if the aircraft nose is oriented into the wind, or
the FWD and AFT cargo doors are on the leeward side). The
FWD and AFT cargo doors must be closed, before the wind
exceeds 65 kt.
A320 Series
LIMITATIONS
3.1.15
Apr 16, 2018
Speeds
Cockpit Window Open Maximum Speed
Maximum speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 kt
Maximum Flaps/Slats Speeds
APPLICABLE TO N502NK THRU N536NK, N601NK
THRU N654NK, N901NK THRU N905NK
APPLICABLE TO N657NK THRU N687NK
Maximum Operating Speed VMO/MMO
VMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 kt
MMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M 0.82
A320 Series
LIMITATIONS
3.1.17
Apr 16, 2018
Taxi Speed
APPLICABLE TO N601NK THRU N687NK
When the taxi weight is higher than 167,550 lb (76,000 kg):
Caution: Do not exceed a taxi speed of 20 kt during a turn.
Wipers Maximum Operating Speed
Maximum Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 kt
Note: This limitation is applicable when the wipers are sweeping. It is not
applicable if the wipers are not sweeping for any reason.
A320 Series
3.1.42
LIMITATIONS
Apr 16, 2018
Air Bleed/Cond/Press/Vent
General
With passengers on board, it is not recommended to exceed 20 min
without air conditioning supply.
The lack of fresh air supply will significantly reduce the cabin’s air quality.
Ram Air Inlet
Only open if differential pressure is lower than 1.0 psi.
APU Bleed Use With Air Start Unit
The Flight Crew must not use bleed air from the APU BLEED and from
the HP Air Start Unit at the same time, to prevent any adverse effect
on the Bleed Air System.
Avionics Ventilation
During ground operations and depending on the Outside Air Temperature
(OAT), the Flight Crew must limit the time that the aircraft electric power
supply is used, in normal avionics ventilation system configuration, as
follows:
OAT ≤ 49 °C
No limitation
49 °C < OAT ≤ 55 °C
2h
55 °C < OAT ≤ 60 °C
1h
60 °C < OAT ≤ 64 °C
0.5 h
Cabin Pressure
•
•
•
Max positive differential pressure. . . . . . . . . . . . . . . . . . 9.0 PSI
Max negative differential pressure . . . . . . . . . . . . . . . . . -1.0 PSI
Safety relief valve setting . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6 PSI
A320 Series
LIMITATIONS
3.1.44
Apr 16, 2018
Auto Flight
Auto Pilot Function
Minimum Height For Use Of Autopilot
Takeoff with SRS mode
100 ft AGL
Straight-in non-precision approach Applicable Minimum
Circling Approach
Applicable Circling
Minimums - 100 ft.
ILS approach when CAT 2 or CAT 3
160 ft AGL
is not displayed on the FMA
Go-Around (AP or FD engagement) 100 ft AGL
All other phases
500 ft AGL (A319/A320)
900 ft AGL (A321)
Use of the AP or FD in OPEN DES or
Highest of:
DES mode is not permitted in
Minimum or 500 ft (A319/A320)
approach, unless the FCU altitude
Minimum or 900 ft (A321)
is set at or above:
Note:
Takeoff with SRS mode - An internal FMGS logic prevents the
autopilot from engaging during the 5 seconds after liftoff.
Autothrust Function
Use of the autothrust is approved with, or without, AP/FD in selected or
managed mode.
Flight Management Function
FMGS lateral and vertical navigation is certified for:
- After takeoff, en route, and terminal area operations
- Navigation within RNAV/RNP airspace
- Instrument approach procedures (except ILS, LOC, LOC B/C, LDA,
SDF final approaches)
- Missed approach procedures
Approval of the FMGS is based on the assumption that the navigation
database is validated for intended use.
Obstacle clearance and adherence to airspace constraints remains a
Flight Crew responsibility. Fuel time predictions/performance information
is provided for advisory purposes only.
A320 Series
LIMITATIONS
3.1.45
Apr 16, 2018
Takeoff in GPS Primary
For certain airports, where the difference between the local coordinate
system and WGS 84 (geodesic standard used by GPS, FMS) is not
negligible, a map shift may occur after takeoff. The Flight Crew must
deselect the GPS for takeoff from these airports, until a safe altitude is
reached.
Navigation Performance
The navigation accuracy depends on:
- IRS drift, or
- One of the following:
• Radio navaid availability, or
• Elapsed time since last computation of radio navaid position.
RNP accuracy with GPS PRIMARY (if installed) is:
With AP ON(1)
With AP OFF
and FD ON(1)
With AP OFF
and FD OFF
En route
1 NM
1 NM
1.1 NM
In terminal area
0.5 NM
0.51 NM
0.51 NM
In approach
0.3 NM
0.3 NM
Not authorized
(1) - In NAV (all phases)
Degraded Situation
If GPS PRIMARY LOST is displayed on the PFD, the navigation accuracy
remains sufficient for RNP operations provided that the RNP value is
checked or entered on the MCDU and HIGH ACCURACY is displayed.
Use of Nav Mode
After Takeoff
NAV mode may be used after takeoff provided that:
- GPS PRIMARY is available, or
- The Flight Crew checked the FMGS takeoff updating.
In the Terminal Area
NAV mode may be used in the terminal area provided that:
- GPS Primary is available, or
- The appropriate RNP is checked or entered on the MCDU, and
HIGH accuracy is displayed, or
- FMS navigation is crosschecked with navaid raw data.
A320 Series
LIMITATIONS
3.1.46
Apr 16, 2018
Use of NAV and FINAL APP Modes for Non-Precision
Approach
NAV, or NAV and FINAL APP mode may be used for VOR, VOR/DME, or
RNAV (including GPS) approach, but not for ILS, LOC, LOC-BC, LDA,
SDF, or MLS final approach.
For instrument procedures not coded in the WGS 84 coordinate system,
the GPS must be deselected, unless the shift between the local coordinate
system and the WGS 84 is found acceptable for the intended operation.
Note: - The assessment of this shift can be done:
• In flight, by monitoring the NAVAID raw data on non
RNAV procedures,
• On ground, by performing a GPS survey of the procedure
waypoints.
- RNAV (GPS) and RNP RNAV approach procedures require
WGS 84 coordinates and GPS.
Approach Based on Radio Navaids
A navaids approach may be performed in NAV, APP NAV or FINAL APP,
with AP or FD engaged, provided that:
- If GPS PRIMARY is available, the reference navaid may be
unserviceable, or the airborne radio equipment may be inoperative, or
not installed, provided that an operational approval is obtained.
- If GPS PRIMARY is not available, the reference navaid and the
corresponding airborne radio equipment must be serviceable, tuned,
and monitored during the approach.
RNAV Approach
An RNAV (RNP) approach may be performed, with GPS PRIMARY not
available, only if the radio navaid coverage supports the RNP value and
HIGH accuracy is displayed on the MCDU with the specified RNP, and an
operational approval is obtained. An RNAV (GNSS) approach may be
performed provided that GPS PRIMARY is available.
A320 Series
LIMITATIONS
3.1.47
Apr 16, 2018
Non-Precision Approaches with Engine-Out
[ISARP FLT 3.11.9]
APPLICABLE TO N502NK THRU N536NK, N657NK
THRU N687NK
If one engine is inoperative, it is not permitted to use the autopilot to
perform NPAs in the following modes: FINAL APP, NAV V/S, NAV/
FPA.
Only FD use is permitted.
Navigation Database Validation
RNAV (GNSS) Approaches and Approaches Based on VOR
To fly an approach in lateral managed mode or lateral and vertical
managed mode, the approach stored in the Navigation database must be
either:
- Produced by an approved supplier compliant with ED76/DO200A
requirements, or
- Validated and approved by the operator.
Note: RNAV(GNSS) approaches lateral trajectories are geometrically
based on waypoints coordinates. Thus, validating waypoints
coordinate to ensure no coding error on the approach and correct
lateral trajectory. Observed lateral track degree of difference
between MCDU F-PLN page display and charts may come from
inconsistency between FMS MagVar and charted MagVar, which
has no effect on lateral trajectory.
Automatic Approach, Landing, and Rollout
ILS Category II
Minimum decision height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 ft AGL
At least one (1) autopilot must be engaged in APPR mode, and CAT 2 or
CAT 3 SINGLE or CAT 3 DUAL must be displayed on the FMA.
Special Authorization CAT II (SA CAT II)
Minimum decision height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 ft AGL
At least one (1) autopilot must be engaged in APPR mode, and CAT 2 or
CAT 3 SINGLE or CAT 3 DUAL must be displayed on the FMA.
Other Than Standard CAT II (OTS CAT II)
Minimum decision height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 ft AGL
At least one (1) autopilot must be engaged in APPR mode, and CAT 2 or
A320 Series
LIMITATIONS
3.1.57
Apr 16, 2018
APU
Oil Quantity
The APU may be started and operated even if the LOW OIL LEVEL ECAM
advisory is displayed.
Maintenance action is required within the next 10 hours of APU operation.
APU Start
After three consecutive APU start attempts, the Flight Crew must wait
60 min before a new start attempt.
Rotor Speed
Maximum N speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 %
A320 Series
LIMITATIONS
3.1.67
Apr 16, 2018
Power Plant
Thrust Setting/EGT Limits
APPLICABLE TO N502NK THRU N654NK
Operating Conditions
Takeoff(1) and Go-around
All engines operative
5 min
One engine inoperative
10 min
Maximum Continuous Thrust (MCT)
Starting
Time limit
EGT Limit
635 °C
Not limited
610 °C
On ground
635 °C
In flight
(1) Includes TOGA and FLEX thrust modes.
Thrust Setting/EGT Limits
APPLICABLE TO N657NK THRU N687NK
Operating Conditions
Takeoff(1) and Go-around
All engines operative
5 min
One engine inoperative
10 min
Maximum Continuous Thrust (MCT)
Starting
Time limit
EGT Limit
650 °C
Not limited
610 °C
On ground
635 °C
In flight
(1) Includes TOGA and FLEX thrust modes.
Thrust Setting/EGT Limits
APPLICABLE TO N901NK THRU N905NK
Operating Conditions
Takeoff(1) and Go-around
5 min
One engine inoperative
10 min
Maximum Continuous Thrust (MCT)
Starting
Time limit
All engines operative
On ground
In flight
(1) Includes TOGA and FLEX thrust modes.
Not limited
EGT Limit
1,083 °C
1,043 °C
1,018 °C
A320 Series
MEMORY & PROFICIENCY ITEMS
3.2.5
Sep 08, 2016
Emergency Descent
[ISARP FLT 3.11.18]
MEMORY ITEMS
• CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .USE
• SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
• EMER DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
• THR LEVERS (if A/THR not engaged) . . . . . . . . . . . . . . . . . IDLE
• SPD BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
Reference: COM 3.80 - “Emergency Descent” procedure.
A320 Series
MEMORY & PROFICIENCY ITEMS
3.2.6
Aug 22, 2014
Loss of Braking
MEMORY ITEMS
 If NO BRAKING AVAILABLE:
• REV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX
• BRAKE PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
- Brake pedals should be released when the A/SKID & N/W
STRG sw is switched OFF, since the pedal force or
displacement produces more braking action in alternate mode
than in normal mode.
• A/SKID & N/W STRG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- Braking system reverts to alternate mode.
• BRAKE PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
- Apply brake with care, since initial pedal force or displacement
produces more braking action in alternate mode than in normal
mode.
• MAX BRK PR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 PSI
- Monitor brake pressure or BRAKES PRESS indicator. Limit
brake pressure to approximately 1,000 PSI and, at low ground
speed, adjust brake pressure as required.
> If STILL NO BRAKING:
• PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .SHORT AND SUCCESSIVE APPLICATIONS
- Use short successive parking brake applications to stop the
aircraft. Brake onset asymmetry may be felt at each parking
brake application. If possible, delay the use of the parking
brake until low speed, to reduce the risk of tire burst and
lateral control difficulties.
Reference: COM 3.32 - “Loss of Braking” procedure.
A320 Series
MEMORY & PROFICIENCY ITEMS
3.2.7
Feb 08, 2016
TCAS RA
ISARP FLT 3.11.18]
MEMORY ITEMS
 Resolution Advisory:
- "CLIMB"
- “DESCEND"
- "MAINTAIN VERTICAL SPEED MAINTAIN"
- “LEVEL OFF, LEVEL OFF”
- "ADJUST VERTICAL SPEED ADJUST" (some aircraft)
- "MONITOR VERTICAL SPEED"
• AP (if engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
• BOTH FDs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
- Respond promptly and smoothly to a RA by adjusting or
maintaining the pitch, as required, to reach the green area and/
or avoid the red area of the vertical speed scale.
- Avoid excessive maneuvers while aiming to keep the vertical
speed just outside the red area of the VSI, and within the green
area. If necessary, use the full speed range between Vα max
and VMAX.
• ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NOTIFY
Note: Respect stall, GPWS, or windshear warning.
Reference: COM 3.34 - “TCAS Warnings” procedure.
A320 Series
MEMORY & PROFICIENCY ITEMS
3.2.8
Nov 27, 2017
Unreliable Speed Indication/ADR Check Procedure
MEMORY ITEMS
 If the safe conduct of the flight is impacted:
• AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
• A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
• FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
• PITCH/THRUST:
- Below THRUST RED ALT . . . . . . . . . . . . . . . . . . . . . . . .15°/TOGA
- Above THRUST RED ALT and Below FL 100. . . . . . . . .10°/CLB
- Above THRUST RED ALT and Above FL 100. . . . . . . . . . 5°/CLB
• FLAPS (if CONF 0(1)(2)(3)) . . . . . . MAINTAIN CURRENT CONF
• FLAPS (if CONF FULL) . . . . . SELECT CONF 3 AND MAINTAIN
• SPEEDBRAKES . . . . . . . . . . . . . . . . . . . . CHECK RETRACTED
• L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Note: When at or above MSA or circuit altitude, level off for
troubleshooting.
Reference: COM 3.34 - “Unreliable Speed Indication/ADR Check
Procedure” procedure.
A320 Series
MEMORY & PROFICIENCY ITEMS
3.2.4
Apr 16, 2018
Memory Items
[ISARP FLT 3.11.18]
EGPWS Warnings
MEMORY ITEMS
 EGPWS Warning:
- "PULL UP"
- "TERRAIN TERRAIN PULL UP"
- "TERRAIN AHEAD PULL UP"
- "OBSTACLE OBSTACLE PULL UP"
- "OBSTACLE AHEAD PULL UP"
 EGPWS Caution:
- “TERRAIN AHEAD”
- “OBSTACLE AHEAD”
- “TERRAIN TERRAIN”
- “TOO LOW TERRAIN”
- “CAUTION TERRAIN”
- “CAUTION OBSTACLE”
Simultaneously:
• AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
• PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL UP
- Pull to full backstick and maintain in that position.
• THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA
• SPEED BRAKES lever . . . . . . . . . . . . . . . CHECK RETRACTED
• BANK . . . . . . . . . . . . . . . . . . . . . . . . . WINGS LEVEL or ADJUST
- Aircraft achieve the best climb performance when the wings
are as level as possible.
- If the "TERRAIN TERRAIN PULL UP" or "TERRAIN AHEAD
PULL UP" or "OBSTACLE OBSTACLE PULL UP" or
"OBSTACLE AHEAD PULL UP" aural alert triggers, a turning
maneuver can be initiated if the Flight Crew concludes that
turning is the safest action. The PULL UP maneuver must be
performed before the turn toward the safe direction, as climbing
increases the terrain clearance.
Reference: COM Book 2 EGPWS Warnings procedure.
Reference: COM Book 2 EGPWS Cautions procedure.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.3
Apr 16, 2018
Introduction
[ISARP FLT 2.2.26]
Abnormal and Emergency procedures involve actions that the Flight Crew
must perform in order to ensure adequate safety.
Abnormal and Emergency procedures are actions that the Flight Crew
performs:
- After failures, that the ECAM detects, or
- After failures/situations, that the Flight Crew detects or encounters,
or
- After an aural alert
Spirit Airlines Procedure and Policy
1. Continued positive control of the aircraft is the single most important
consideration.
2. All checklists should be completed in a deliberate and unhurried
manner.
3. When the Flight Crew performs abnormal/emergency procedures, the
Flight Crew uses the "READ" and "DO" principle.
4. If smoke, fumes, or unidentified odors are detected in the aircraft
oxygen masks must be donned.
5. The following procedures incorporate memory items. They must be
memorized and are to be performed prior to accomplishing the ECAM
and/or COM procedure. Functional application of the correct steps in
the correct order and an understanding of the overall procedure is
satisfactory. Verbatim memorization is not necessary.
- EGPWS Warnings and Cautions
- Emergency Descent
- Loss of Braking
- TCAS RA
- Unreliable Speed Indication/ADR Check Procedure
The following procedures are considered proficiency items. Full
understanding and competence must be maintained in the following
time critical procedures. Verbatim memorization is not necessary.
- Crew Incapacitation
- One Engine Inoperative - Obstacle Strategy
- Severe Turbulence
- Stall Recovery
- Stall Warning at Lift-Off
- Windshear
- Windshear Ahead
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.4
Feb 27, 2013
Crew Coordination/Task Sharing
[ISARP FLT 2.2.26]
When an abnormal or emergency situation occurs:
1. Fly the Aircraft
- The Pilot Flying (PF) continues to fly until the captain determines
who will fly the aircraft and who will read the checklist (ECAM or
COM procedure).
- It is recommended the First Officer fly the aircraft while the Captain
addresses the abnormal/emergency situation.
2. Use of Autopilot
- The AP has not been certified in all configurations, and its
performance cannot be guaranteed.
- If the Pilot chooses to use the AP in such circumstances, extra
vigilance is required, and the AP must be disconnected if the aircraft
deviates from desired or safe flight path.
3. Cancel the Warning and/or Identify the Emergency
- The Pilot Monitoring (PM) should silence any aural warning that can
be silenced and ensure the PF is aware of the reason for the
warning.
- The PM will announce the failure clearly and distinctly. In the event
of an engine failure or fire, the PM will not identify the specific engine
(e.g., "ENGINE FAILURE" or "ENGINE FIRE"). In all other
situations it is appropriate to read the message.
- Both pilots must agree on the identity of the problem.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.5
Aug 18, 2017
[ISARP FLT 3.11.18, ISARP FLT 3.13.3, ISARP FLT 3.13.5, ISARP FLT 3.13.6, ISARP FLT 3.14.3]
4. Task Sharing
- After the captain identifies who will be the PF, the PF will state
"I HAVE CONTROL AND ATC, ECAM ACTIONS." If there are no
ECAM actions to accomplish the PF will state "I HAVE CONTROL
AND ATC," and call for the COM procedure to be referenced.
- The PF is responsible for:
• Control of flight path and airspeed
• Thrust Levers
• Aircraft configuration (requesting configuration change)
• Navigation
• ATC Communications
- The PM is responsible for:
• Monitoring and reading aloud all checklists (ECAM and/or
COM).
• Performing checklist actions and actions requested by the PF.
• ENG MASTER switches, ENG FIRE pbs, cockpit C/Bs, IR, and
guarded switches with PF confirmation.
5. Reading of the Checklist
- The PM will read aloud the appropriate procedure. The PM should
complete all checklists in a deliberate and unhurried manner,
obtaining confirmation from the PF whenever procedural steps call
for an action that could significantly affect aircraft performance or
are irreversible.
6. Communication
- Time permitting, the Captain shall ensure appropriate
communication with:
• ATC
• Dispatch (ATC may be used to relay to the company)
• Flight Attendant 'A', providing the following:
T
Type of Emergency:
What is the problem?
E
Evacuation Necessary:
Not all emergencies warrant evacuations.
S
Special Instructions:
Land, sea, exits to block, etc.
T
Time Remaining to Prepare:
Use to determine if the crew will perform a
Full Prep, or if Minimal Time to Prep will
be used.
S
Signal to Brace and Signal to
Evacuate:
Signals to be used for both and how they
will be given.
•
Passengers
A320 Series
3.9.6
ABNORMAL/EMERGENCY PROCEDURES
Nov 27, 2017
Crew Coordination
PF
PM
•
•
Master Caution/Warning . . . . . . . Reset
Announce failure.
The Captain will determine who will fly the aircraft and who will perform the checklist.
•
•
Fly the aircraft.
ECAM Actions . . . . . . . . . . . . . . . Order
•
•
ECAM Actions/OEB . . . . . . . . .Perform
Request . . . “CLEAR (name of SYS)?”
•
•
ECAM actions complete . . . . . Confirm
Announce . . . “CLEAR (name of SYS)” •
ECAM . . . . . . . . . . . . . . . . . . . . CLEAR
•
•
•
Announce . . . “CLEAR (name of SYS)” •
System Page . . . . . . . . . . . . ANALYZE
Request . . . “CLEAR (name of SYS)?”
System Display . . . . . . . . . . . . . CLEAR
•
Announce . . . . . . . . . “READ STATUS” •
•
Announce . . . . . . . . “CLEAR STATUS” •
•
Announce . . . . . . . . . . . . . .“STATUS?”
STATUS . . . . . . . . . . . . . . . . . . . READ
Request . . . . . . . . “CLEAR STATUS?”
STATUS . . . . . . . . . . . . . . . . . . CLEAR
Announce . . . . . . . . . . . . . . . . . . . . . . .
. . . . . .“ECAM ACTIONS COMPLETE”
Complete COM procedure(s)
•
•
•
Note:
When an engine failure occurs after takeoff, perform the ECAM until being
prompted to consider a relight in case the engine is not damaged.
If no damage exists:
• Proceed to the Engine Relight procedure. If the Engine Relight procedure is
successful, perform the AFTER TAKEOFF CHECKLIST.
• If the relight attempt is not successful, continue with the ENG FAIL ECAM.
Once the status page is displayed, perform the AFTER TAKEOFF
CHECKLIST and then continue with the ECAM by reviewing the status page.
If damage exists:
• Continue with the ECAM. Once the status page is displayed, perform the
AFTER TAKEOFF CHECKLIST and then continue with the ECAM by
reviewing the status page.
Procedures are initiated on the PF command. No action is taken (except
canceling audio warnings) until:
- The appropriate flight path is established, and
- The aircraft is at least 400 ft above the runway, if a failure occurs
during takeoff, approach, or go-around.
A height of 400 feet is recommended, because it is a good compromise
between the necessary time for stabilization and excessive delay in
procedure initiation. In some emergency cases, provided that the
appropriate flight path is established, the PF may initiate actions before
this height.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.7
Nov 27, 2017
When the ECAM displays several system pages, the sequence (request
and confirmation before clearance) should be repeated for each system
page. After verbally summarizing the system page the PM will ask the PF
"CLEAR (name of SYS)?" for confirmation that all actions have been
taken/reviewed on the present ECAM Warning/Caution or SYS page
(e.g. CLEAR HYDRAULIC?). The PF will command the PM to "CLEAR
(name of SYS)". For the STATUS page, "CLEAR STATUS" will be used.
Stopping/Continuing ECAM Actions
The PF may announce "STOP ECAM" at any time if other specific actions
must be performed (e.g., configuration change). When the action is
completed, the PF will announce "CONTINUE ECAM."
The PF should consider critical action items that the PM may be
performing during an engine failure before stopping ECAM. The critical
actions are considered to be complete during an engine failure, as follows:
- ENG FAIL (No Damage): Master OFF.
- ENG FAIL (Damage): FIRE pb pushed.
- ENG FIRE: Fire indication out or Agent 2 discharge.
See "ECAM Handling" below for further information on ECAM handling.
ECAM/Emergency Evacuation Checklist Procedure
If an evacuation is necessary, finish the ECAM actions before performing
the Emergency Evaucation Checklist, unless:
1. “IF EVAC REQRD" ECAM message is encountered, or
2. Loss of ECAM power, or
3. If faced with a catastrophic event, where performing the ECAM actions
would not be necessary.
ECAM
Purpose of the ECAM
The Electronic Centralized Aircraft Monitoring (ECAM) system is a main
component of Airbus' two-Crew Member cockpit, which also takes the
"dark cockpit" and "forward-facing crew" philosophies into account.
The purpose of the ECAM is to:
- Display aircraft system information.
- Monitor aircraft systems.
- Indicate required Flight Crew actions, in most normal, abnormal and
emergency situations.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.8
Feb 27, 2013
Information Provided when Needed
One of the main advantages of the ECAM is that it displays applicable
information to the Flight Crew on an "as needed" basis. The following
outlines the ECAM's operating modes:
Normal Mode - Automatically displays systems and memos, in
accordance with the flight phase.
Failure Mode - Automatically displays the appropriate abnormal/
emergency procedures, in addition to their associated system synoptic.
Advisory Mode - Automatically displays the appropriate system
synoptic, associated with a drifting parameter.
Manual Mode - Enables the Flight Crew to manually select any system
synoptic via the ECAM Control Panel (ECP).
Most warning and cautions are inhibited during critical phases of flight
(T/O INHIBIT and LDG INHIBIT), because most system failures will not
affect the aircraft's ability to continue a takeoff or landing.
Failure Levels
The ECAM has three levels of warnings and cautions. Each level is based
on the associated operational consequence(s) of the failure. Failures will
appear in a specific color, according to a defined color-coding system, that
advises the Flight Crew of the urgency of a situation in an instinctive,
unambiguous manner. In addition, Level 2 and 3 failures are accompanied
by a specific aural warning: A Continuous Repetitive Chime (CRC)
indicates a Level 3 failure, and a Single Chime (SC) indicates a Level 2
failure.
Failure
Level
Priority
Color
Coding
Aural
Recommended
Warning
Crew Action
Level 3
Safety
Red
CRC
Immediate
Level 2
Abnormal
Amber
SC
Awareness,
then Action
Level 1
Degradation
Amber
None
Awareness,
then Monitor
When there are several failures, the Flight Warning Computer (FWC)
displays them on the Engine/Warning Display (E/WD) in an order of
priority, determined by the severity of the operational consequences. This
ensures that the Flight Crew sees the most important failures first.
While uncommon, it is essential to understand that ECAM priority of tasks
may not be the proper order for all situations.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.9
Feb 27, 2013
Feedback
The ECAM provides the Flight Crew with feedback, after action is taken on
affected controls:
The System Synoptic - Displays the status change of affected
components.
The Memo - Displays the status of a number of systems selected by
the Flight Crew.
The Procedures - When the Flight Crew performs a required action on
the cockpit panel, the ECAM usually clears the applicable line of the
checklist (except for some systems or actions, for which feedback is not
available).
The ECAM reacts to both failures and Pilot action.
Non-ECAM Procedures
Some abnormal/emergency procedures have no ECAM message
(e.g., Fuel Leak, Cracked Windshield, etc.). Always check the COM for a
procedure if a situation is encountered that is not addressed by the ECAM.
ECAM Handling
Task sharing is essential to effective ECAM operation, particularly in the
case of abnormal operations.
STATUS (STS)
A STS label, displayed at the bottom of the E/WD, indicates that there is a
STATUS to be reviewed. Therefore, when a checklist calls for STATUS
review, confirm the STATUS page has been reviewed. If there is a STS at
engine shutdown, it will pulse at the bottom of the E/WD. If this is the case,
the STATUS page should be reviewed during the parking recommended
flow.
ECAM Advisory
The Flight Crew Member that first notices an advisory announces:
"ADVISORY on XYZ system." The PF will then request the PM to review
the drifting parameter. If time permits, the PM should refer to the ECAM
Advisory Conditions table in COM section 80 - “Miscellaneous”, which
contains recommended actions in various advisory situations.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.10
Aug 18, 2017
Abnormal Operations
[ISARP FLT 3.14.3]
When the ECAM displays a warning or a caution, the first priority is to
ensure that a safe flight path is maintained. The successful outcome of any
ECAM procedure depends on:
1. Correct reading and application of the procedure.
2. Effective task sharing.
3. Conscious monitoring and crosschecking.
It is important to remember that after “ECAM ACTIONS” is announced by
the Captain:
• The PF's task is to fly the aircraft, navigate, and communicate.
• The PM's task is to manage the failure, on PF command.
The PF will remain the PF for the entire flight, unless the Captain decides
to take control. The PF will control the aircraft's flight path, speed,
configuration, and engines. The PF will also manage navigation and
communication, initiate the ECAM actions to be performed by the PM, and
check that the actions are completed correctly.
The PM manages ECAM actions and assists the PF on request. The PM
initiates the ECAM on the command of the PF, requests confirmation to
clear actions, and performs actions requested by the PF. The PM never
touches the thrust levers, even if requested by the ECAM. However, any
thrust lever movement commanded by the ECAM must be crosschecked
by both Crew Members.
Some selectors or pbs (including the ENG MASTER switches, ENG FIRE
pbs, cockpit C/Bs, IR, IDG and all guarded switches) must be
crosschecked by both the PF and the PM before they are moved or
selected to prevent inadvertently performing irreversible actions. Any
computer reset must also be crosschecked by both Crew Members.
To avoid mistakes in identifying switches, Airbus' overhead panels are
designed to be uncluttered. When the ECAM requires action on overhead
panel pbs or switches, the correct system panel can be identified by
referring to the white name of the system on the side of each panel. Before
performing any action, the PM should keep this sequence in mind:
"System, then procedure/selector, then action" (e.g., air, crossbleed,
close). This action, along with announcing an intended selection before
action, enables the PM to keep the PF aware of the progress of the
procedure.
If a system fails, the associated FAULT light on the system pb will come
on in amber, aiding in correct identification.
When selecting a system switch or pb, the PM should check the SD to
verify that the selected action has occurred.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.11
Feb 27, 2013
ECAM Handling Summary
1. The PM should review the overhead panel and/or associated SD to
analyze and confirm the failure, prior to taking any action, and should
bear in mind that the sensors used for the SD may be different from
the sensors that trigger the failure.
2. In case of a failure during takeoff or go-around, ECAM actions should
be delayed until the aircraft reaches 400 feet AGL, and is stabilized on
a safe flight path. This is an appropriate compromise between
stabilizing the aircraft and delaying action.
3. When the ECAM displays several failures, the sequence (action, then
request and confirmation, before clearing) should be repeated for each
failure. When all necessary actions are completed, amber messages
and red titles will no longer appear on the E/WD.
4. When the ECAM displays several system pages, the sequence
(request and confirmation, before clearing) should be repeated for
each system page.
5. The PF may call out "STOP ECAM" at any time, if other specific
actions must be performed (configuration changes). When the action
is completed, the PF must call out "CONTINUE ECAM”.
6. When slats are extended, the SD automatically displays the STATUS,
unless the page is empty. The STS should be carefully reviewed, and
the required Approach Procedure (APPR PROC) applied prior to
approach.
7. When ECAM actions have been completed, and the ECAM status has
been reviewed the PM may refer to the COM procedure for
supplementary information, if time permits. However, in critical
situations the flight should not be prolonged only to consult the COM.
If the ECAM Warning (or Caution) Disappears While Applying
the Procedure
If an ECAM warning disappears, while a procedure is being applied, the
warning can be considered no longer applicable. Application of the
procedure can be stopped. For example, during the application of an
engine fire procedure, if the fire is successfully extinguished with the first
fire extinguisher bottle, the ENG FIRE warning disappears, and the
procedure no longer applies. Any remaining ECAM procedures should be
performed as usual.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.12
Jun 30, 2015
LAND ASAP
The ECAM may indicate LAND ASAP. The CLOSEST AIRPORT MCDU
page may help the Flight Crew determine the nearest suitable airport.
• RED LAND ASAP - Land as soon as possible at the nearest airport
at which a safe landing can be made.
• AMBER LAND ASAP - Advice to the Flight Crew to consider
landing at the nearest suitable airport.
Operations Engineering Bulletins (OEBs)
Some Operations Engineering Bulletins (OEBs) contain information that
may impact Flight Crew action, in the event of a system failure. In such
failure cases, the Flight Crew should refer to the applicable procedure in
their OB/OEB binder.
In Case of an ECAM System Fault
Display Unit Failure
If one ECAM screen fails, the remaining one will display the E/WD.
However, if a failure or advisory occurs, the system or STATUS page is not
displayed automatically. The PM can display a system synoptic on the
remaining display unit by pressing the associated system pb on the ECP.
The synoptic will appear as long as the pb is pressed.
In the case of an advisory and/or failure (indicated by an ADV flag that
pulses in white on the bottom of the E/WD), the PM must call up the
affected system synoptic by pressing the related pb.
To review two or more pages of status messages the PM should release
the STS pb for less than two seconds, then press and hold it again.
A double ECAM screen configuration can be recovered using the
ECAM/ND switching selector. The applicable ND screen will then display
the second ECAM display.
DMC Failures
In case all of the ECAM DMC channels fail, each Flight Crew Member may
display the engine standby page on their respective ND (generated by the
DMC's EFIS channel).
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.13
Feb 27, 2013
ECP Failure
In the case of an ECAM Control Panel (ECP) failure, the CLR, RCL, STS,
ALL and EMER CANCEL keys will continue to operate, because they are
hardwired to the FWC/DMC. The ALL key can be used to scroll through all
SD pages and display the desired one by releasing the key, when the
desired SD page appears.
Spurious Caution
Any spurious caution can be deleted with the EMER CANCEL pb. When
pressed, the EMER CANCEL pb deletes both the aural alert, and the
caution for the remainder of the flight. This is indicated on the STATUS
page, by the "CANCELLED CAUTION" title. The EMER CANCEL pb
inhibits any aural warning that is associated with a red warning, but does
not affected the warning itself.
Note: Maintenance action and/or logbook discrepancy procedures still
apply.
RCL pb
The RCL pb calls up all ECAM alerts and the STATUS page that may have
been suppressed by the CLR pb or by the flight-phase-related inhibition.
Any alerts that have been inhibited by the EMER CANCEL pb are
displayed when the Flight Crew holds the RCL pb for more than three
seconds.
COM Abnormal/Emergency Procedure Format
A Table of Contents precedes the contents of each ATA system tab. Each
specific procedure's title is in UPPER CASE and alphabetized within the
tab. Procedures without a specific ECAM message have lower case titles
and are listed at the end of the specific ATA system tab.
Some procedures only apply to certain aircraft. This will be indicated in the
table of contents and in the actual procedure. Abnormal/Emergency
procedure titles in the table of contents will always be in bold. If the
procedure applies to all aircraft, the page number will also be bold. In
instances where a different procedure applies to different aircraft,
applicability is shown in italics. Applicability is organized by aircraft tail
number.
Caution: The FWC software version determines which messages can
be generated by each aircraft. Certain ECAM messages are
applicable only to specific aircraft. In these cases, there is a
COM procedure applicable only to those aircraft tail numbers.
The rest of the fleet cannot generate the ECAM message.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
Note:
3.9.14
Mar 14, 2017
Some procedures make reference to “AAL.” In all instances, this
is a reference to “Above Aerodrome Level.”
Each abnormal and emergency procedure includes the following
elements, as appropriate:
1. TITLE - if the title is in all UPPER CASE letters, it represents an ECAM
message. If the title is all lower case, it is not an ECAM message.
2. APPLICABLE TO - a box with white text and black background will
state if a procedure applies only to certain aircraft. If this box is not
shown, the procedure applies to all aircraft. When applied to a table,
the applicability applies only to the following row
APPLICABLE TO N502NK THRU N536NK
3. MESSAGE - indicates the ECAM message if one is generated for the
abnormal or emergency situation. If no ECAM message exists, the
message line will display "N/A" (not available) and the crew will be
alerted by other means.
4. CONDITION - a short description of the condition causing the
emergency or abnormal situation.
Message: AUTO FLT AP OFF
Condition: AP disengagement by other than the takeover push button
on the sidestick.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.15
Feb 27, 2013
5. PROCEDURE NOTATION - The action steps in the procedure are
preceded by a number or bullet. Decision points are preceded by a
black solid triangle or a single caret. Information lines are preceded by
a dash or the words WARNING, Caution, or Note.
Action Steps
• NUMBERED ITEM (1., 2., 3., etc.) - indicates a step in the
procedure that must always be accomplished.
• BULLET POINT (●) - identifies a procedural step nested within a
decision point. Within STATUS they represent procedural steps and
awareness items outside the APPR PROC section of the STATUS.
Decision Points
• BLACK TRIANGLE (►) - indicates a decision point and the
subsequent steps may or may not apply.
• Single Caret (>) - If further decision points exist within the primary
decision point (►) they are preceded by a single caret (>).
Information Lines
• DASH (–) - identifies an information line that further explains how to
apply a procedural step or why a procedural step is being
conducted.
• WARNING - An operating procedure, technique, etc. that may result
in personal injury or loss of life if not followed.
• Caution - An operating procedure, technique, etc. that may result in
damage to equipment if not followed.
• Note - An operating procedure, technique, etc. considered essential
to emphasize. Information contained in notes may also be safety
related.
As a procedure is performed, all numbered steps must be accomplished.
When a triangle is reached, the Pilot must decide if the stated condition
applies to that specific situation. If the condition applies, the substeps must
be performed. If the condition does not apply, the Pilot should continue to
the next decision point or procedural step in the same vertical column
without performing the intermediate steps.
For all procedures, the numbered steps must be completed and all
triangles in the left most margin must be examined to see if they apply.
Some procedures contain the statement "Crew awareness". This
statement is used when there is no procedure or action required to
stabilize the situation and the ECAM message is providing information
only.
Note: Maintenance action and/or logbook discrepancy procedures still
apply.
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.9.16
Feb 27, 2013
6. STATUS - the STATUS table at the end of select COM procedures
replicates the information displayed on the ECAM STATUS page with
added explanatory information. The STATUS table utilizes the
procedure notation described above.
• APPR PROC - this section is a list of numbered action items the
Flight Crew must perform to configure the aircraft for approach and
landing, as a result of the malfunction.
7. LANDING DISTANCE PROCEDURE (LDG DIST PROC) - the
following statement instructs the Flight Crew to reference the
“LDG DIST PROC” section of the COM for determining VAPP and
required landing distance with the given failure. Reference the front
matter of the “LDG DIST PROC” section of the COM for further
explanation.
LDG DIST PROC . . . . . . . . . . . . . . . . . . . . . .APPLY
8. INCREASED FUEL CONSUMP/FUEL CONSUMPT INCRSD - either
of these statements instructs the Flight Crew to reference the “FUEL
PENALTY FACTORS” section of the COM to determine fuel
consumption increases with certain inoperative systems. Reference
the front matter of the “FUEL PENALTY” section of the COM for further
explanation.
9. ASSOCIATED PROCEDURES - some system malfunctions may
result in additional system degradations. The COM procedure will
denote secondary system(s) affected by the primary malfunction and
provide the associated action steps, decision points, and/or
information lines associated with the secondary system(s)
degradation.
─────────────ASSOCIATED PROCEDURES─────────────
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.10.18
Apr 16, 2018
One Engine Inoperative
(Obstacle Strategy)
[ISARP FLT 4.1.3]
Message: N/A
Condition: One engine inoperative with obstacle consideration.
************************************************
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.10.26
Apr 16, 2018
Stall Recovery
APPLICABLE TO N502NK THRU N647NK, N657NK
THRU N674NK
Message: N/A
Condition: Stall indication recognized.
Note:
As soon as any stall indication (could be aural warning, buffet…)
is recognized, apply the immediate actions:
1. NOSE DOWN PITCH CONTROL . . . . . . . . . . . . . . . . . . . . . . .APPLY
- This will reduce angle of attack.
Note: In case of lack of pitch down authority, reducing thrust may be
necessary.
2. BANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WINGS LEVEL
 When out of stall (no longer stall indication):
• THRUST . . . . . . . . . . . . . . . INCREASE SMOOTHLY AS NEEDED
Note: In case of one engine inoperative, progressively
compensate the thrust asymmetry with rudder.
• SPEEDBRAKES . . . . . . . . . . . . . . . . . . . . . .CHECK RETRACTED
• FLIGHT PATH. . . . . . . . . . . . . . . . . . . . . . RECOVER SMOOTHLY
> If in clean configuration and below 20,000 ft:
• FLAP 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Note: If a risk of ground contact exists, once clearly out of stall
(no longer stall indication), smoothly establish a positive climb
gradient.
************************************************
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.10.27
Apr 16, 2018
Stall Recovery
APPLICABLE TO N648NK THRU N654NK, N675NK
THRU N687NK, N901NK THRU N905NK
Message: N/A
Condition: Stall indication recognized.
Note:
As soon as any stall indication (could be aural warning, “STALL,
STALL” red message on PFD buffet...) is recognized, apply the
immediate actions:
1. NOSE DOWN PITCH CONTROL . . . . . . . . . . . . . . . . . . . . . . . APPLY
- This will reduce angle of attack.
Note: In case of lack of pitch down authority, reducing thrust may be
necessary.
2. BANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .WINGS LEVEL
 When out of stall (no longer stall indication):
• THRUST. . . . . . . . . . . . . . . INCREASE SMOOTHLY AS NEEDED
Note: In case of one engine inoperative, progressively
compensate the thrust asymmetry with rudder.
• SPEEDBRAKES . . . . . . . . . . . . . . . . . . . . . CHECK RETRACTED
• FLIGHT PATH . . . . . . . . . . . . . . . . . . . . . RECOVER SMOOTHLY
> If in clean configuration and below 20,000 ft:
• FLAP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Note: If a risk of ground contact exists, once clearly out of stall
(no longer stall indication), smoothly establish a positive climb
gradient.
************************************************
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.10.28
Apr 16, 2018
Stall Warning at Lift-Off
APPLICABLE TO N502NK THRU N647NK, N657NK
THRU N674NK
Message: N/A
Condition: Stall indication recognized at lift-off.
Note:
Spurious stall warning may sound in NORMAL law, if an angle of
attack probe is damaged. In this case, immediately and
simultaneously, apply the following actions:
1. THRUST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA
2. PITCH ATTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15°
3. BANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WINGS LEVEL
Note: When a safe flight path and speed are achieved and maintained,
if stall warning continues, consider it as spurious.
************************************************
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.10.29
Apr 16, 2018
Stall Warning at Lift-Off
APPLICABLE TO N648NK THRU N654NK, N675NK
THRU N687NK, N901NK THRU N905NK
Message: N/A
Condition: Stall indication recognized at lift-off.
Note:
Spurious stall warning may sound and appear on PFD in
NORMAL law, if an angle of attack probe is damaged. In this case,
immediately and simultaneously, apply the following actions:
1. THRUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA
2. PITCH ATTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15°
3. BANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .WINGS LEVEL
Note: When a safe flight path and speed are achieved and maintained,
if stall warning continues, consider it as spurious.
************************************************
Straight-In Approach with One Engine
Inoperative
Message: N/A
Condition: Straight-In Approach with One Engine Inoperative.
 If NO level off expected during final approach:
-
DELAY CONF FULL UNTIL ESTABLISHED ON FINAL DESCENT
 If level off expected during final approach:
-
FOR LANDING: USE CONF 3
************************************************
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.80.14
Jun 30, 2015
Crew Incapacitation
[ISARP FLT 3.13.3, ISARP FLT 3.13.5, ISARP FLT 3.14.13]
Message: N/A
Condition: Cockpit Crew Member becomes incapacitated.
If a cockpit Crew Member becomes incapacitated, the remaining Crew
Member must call a Flight Attendant as soon as practicable.
1. FLIGHT ATTENDANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTACT
- Call the Flight Attendants via the CALLS pb or PA.
- The lead Flight Attendant or any other Flight Attendant must
proceed to the cockpit immediately.
The Flight Attendant must then:
- Tighten and manually lock the shoulder harness of the
incapacitated Crew Member.
- Push the seat completely aft.
- Recline the seat back.
It takes two people to remove the dead weight of an unconscious body
from a seat without endangering any controls and switches. If it is not
possible to remove the body, one Flight Attendant must remain in the
cockpit to take care of and observe the incapacitated Crew Member.
In coordination with the Flight Attendant:
- Request assistance from any medically qualified passenger.
- Check if a type qualified company Pilot is on board to replace the
incapacitated Crew Member.
************************************************
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.80.55
Apr 16, 2018
Windshear
Message: N/A
Condition: Windshear advisory annunciated or windshear is detected.
A red flag "WINDSHEAR" is displayed on each PFD associated with an
aural synthetic voice "WINDSHEAR" repeated three times.
If windshear is detected either by the system or by Pilot observation, apply
the following recovery technique:
 At Takeoff:
> If before V1:
The takeoff should be rejected only if significant airspeed variations
occur below indicated V1 and the Pilot decides that there is
sufficient runway remaining to stop the airplane.
> If after V1:
• THR LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA
• REACHING VR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE
• SRS ORDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FOLLOW
- If necessary the Flight Crew may pull the sidestick fully back.
Note: - Autopilot disengages if the angle of attack value
goes above α prot.
- If the FD bars are not displayed, move toward an
initial pitch attitude of 17.5°. Then, if necessary, to
prevent a loss in altitude, increase the pitch attitude.
(Continued)
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.80.56
Apr 16, 2018
Windshear (continued)
 Airborne, initial climb or landing:
•
•
•
THR LEVERS AT TOGA. . . . . . . . . . . . . . . . . . SET OR CONFIRM
AP (if engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KEEP ON
SRS ORDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FOLLOW
- If necessary the Flight Crew may pull the sidestick fully back.
Note: - Autopilot disengages if the angle of attack value goes
above α prot.
- If the FD bars are not displayed, move toward an initial
pitch attitude of 17.5°. Then, if necessary, to prevent a
loss in altitude, increase the pitch attitude.
• Do not change configuration (slats/flaps, gear) until out of shear.
• Closely monitor flight path and speed.
• Recover smoothly to normal climb out of shear.
Note: Refer to FOM - “Weather” chapter for further windshear
information.
************************************************
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.80.57
Apr 16, 2018
Windshear Ahead
Message: N/A
Condition: Predictive windshear alert triggered.
The "W/S AHEAD" message is displayed on each PFD. The color of the
message depends on the severity and location of the windshear.
Note: When a predictive windshear alert ("WINDSHEAR AHEAD" or
"GO AROUND WINDSHEAR AHEAD") is triggered, if the Flight
Crew makes a positive verification that no hazard exists, then the
alert may be disregarded, as long as:
- There are no other signs of possible windshear conditions, and
- The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been
reported at some airports, during either takeoff or landing, due to
the specific obstacle environment. However, always rely on any
reactive windshear ("WINDSHEAR").
W/S AHEAD RED
 Takeoff
Note: Associated with an aural synthetic voice
"WINDSHEAR AHEAD, WINDSHEAR AHEAD".
> Before takeoff:
• Delay takeoff, or select the most favorable runway.
> During the takeoff run:
• Reject takeoff.
Note: Predictive windshear alerts are inhibited above
100 knots until 50 feet.
> When airborne:
• THR LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA
- As usual, the slat/flap configuration can be changed,
provided the windshear is not entered.
• AP (if engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KEEP ON
• SRS ORDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FOLLOW
- If necessary the Flight Crew may pull the sidestick fully back.
Note: - Autopilot disengages if the angle of attack value
goes above α prot.
- If the FD bars are not displayed, move toward an
initial pitch attitude of 17.5°. Then, if necessary, to
prevent a loss in altitude, increase the pitch attitude.
(Continued)
A320 Series
ABNORMAL/EMERGENCY PROCEDURES
3.80.58
Apr 16, 2018
Windshear Ahead (continued)
 Landing:
Note:
•
•
Associated with an aural synthetic voice
"GO AROUND, WINDSHEAR AHEAD".
GO-AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
AP (if engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KEEP ON
- If necessary the Flight Crew may pull the sidestick fully back.
Note: - Autopilot disengages if the angle of attack value goes
above α prot.
- If the FD bars are not displayed, move toward an initial
pitch attitude of 17.5°. Then, if necessary, to prevent a
loss in altitude, increase the pitch attitude.
W/S AHEAD AMBER
 BEFORE TAKEOFF:
- Delay takeoff until conditions improve.
- Evaluate takeoff conditions:
• Using observations and experience.
• Checking weather conditions.
- Select the most favorable runway (considering location of the likely
windshear).
- Use the weather radar or the predictive windshear system before
commencing takeoff to ensure that the flight path clears any
potential problem areas.
- Select TOGA thrust.
- Monitor closely airspeed and airspeed trend during the takeoff run
for early signs of windshear.
Note: Refer to FOM - “Weather” chapter for further windshear
information.
A320 Series
SUPPLEMENTARY PROCEDURES
3.220.13
Nov 27, 2017
Severe Turbulence
Procedure
1. SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. AUTO PILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KEEP ON
3. A/THR (when thrust changes become excessive) . . . . DISCONNECT
4. TURBULENCE SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- Reference “Speed and Thrust Setting for Recommended
Turbulence Speed” tables below.
Note: Only change thrust in case of an extreme variation in airspeed,
and do not chase your Mach or airspeed.
5. FOR ALTITUDE
If the Flight Crew flies the aircraft manually:
- The Flight Crew may expect large variations in altitude, but should
not chase altitude.
- The Flight Crew should consider descending to or below OPT FL, in
order to increase the margin to buffet.
6. DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONSIDER
- Consider descending to or below OPT FL in order to increase buffet
margin.
7. FOR APPROACH:
• A/THR in managed speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
8. FOR LANDING
- Configuration FULL, or 3, can be used
- CONF FULL provides better handling capability in turbulent
conditions, however, CONF 3 provides more energy and less drag.
(Continued)
A320 Series
AOM VOL 2, 2.250
5.1
NON-PRECISION APPROACH
Oct 27, 2016
Non-Precision Approach
APP NAV - RNAV Approach Review
APPROACH PREPARATION
FMS
SELECT APPROACH -- VIA
APPROACH CHART
COMPARE TO F-PLN
TEMPERATURE
ENSURE FIELD TEMP COMPLIES WITH LIMITS
PERF APPR PAGE

ENTER THE APPLICABLE MINIMUMS IN BARO FIELD
GPS.PRIMARY
CHECK PROG PAGE ON PF MCDU

NOTES:  Do not modify waypoints between the FAF and the runway or MAP.
 If field temp does not comply with limits, use LNAV mins.
 For a DA minimum, no additive is required. For an MDA minimum, add 50’.
WHEN CLEARED FOR THE APPROACH
‘TO’ WAYPOINT
VERIFY DISPLAYED ON ND
APP PB
SELECT TO ARM APPROACH
APPROACHING THE FAF
FCU
SET GO-AROUND ALT
BRICK
VERIFY VISIBLE AT OR ABOVE CURRENT ALT
STICK
VERIFY BLUE DESCENT ARROW (FINAL APP will engage)
FINAL APP (GREEN)
VERIFY DISPLAYS AFTER INTERCEPTING BRICK

NOTE:  If Brick is below current alt, the aircraft is high or at wrong alt.
AT THE APPLICABLE MINIMUMS ENTERED ON THE PERF APPR PAGE
VISUAL REF IN SIGHT
LAND
VISUAL REF NOT IN SIGHT GO-AROUND
NOTE: AP + FDs must be manually disconnected at the applicable minimums, if in use.
Reminders:
1. Procedure turn: select APP PB at procedure turn inbound.
2. If one engine is inoperative in an A319/A321, it is not permitted to use the autopilot to perform NPAs
in the following modes: FINAL APP, NAV V/S, NAV/FPA. Only FD use is permitted.
3. If one engine is inoperative in an A320, it is permitted to use the autopilot to perform NPAs in the
following modes: FINAL APP, NAV V/S, NAV/FPA.
A320 Series
AOM VOL 2, 2.251
NON-PRECISION APPROACH
5.4
Oct 27, 2016
FPA - LOC / LDA Approach Review
APPROACH PREPARATION
FMS
SELECT APPROACH -- VIA
APPROACH CHART
COMPARE TO F-PLN
FPA
DETERMINE (From chart, database, Jepp TERMINAL table)
CDP
DETERMINE
NAVAIDS
TUNE & IDENTIFY REQUIRED NAVAIDS AND COURSES
PERF APPR PAGE
ENTER THE APPLICABLE MINIMUMS (MDA + 50’) IN BARO
FIELD
(I)LS PB
SELECT TO DISPLAY RAW DATA (Localizer course & DME)
GPWS G/S MODE PB
OFF


NOTES:  Do not modify waypoints between the FAF and the runway or MAP.
 Ensure raw data for crossing radials & step-down fixes is displayed.
WHEN CLEARED FOR THE APPROACH
‘TO’ WAYPOINT
VERIFY DISPLAYED ON ND
LOC PB
SELECT
TRK-FPA PB
SELECT
CDP
VERIFY LOCATION
WHEN ESTABLISHED ON THE FINAL APPROACH COURSE
ARRIVING AT CDP
INITIATE FPA DESCENT
FPA
ADJUST AS NECESSARY
APPROACHING THE FAF

FCU
SET GO-AROUND ALT
FPA
ADJUST AS NECESSARY (Limited to +/- 1°) during the descent
NOTE:  If go-around alt is below current altitude, delay setting until aircraft descends below it.
AT THE APPLICABLE MINIMUMS ENTERED ON THE PERF APPR PAGE
VISUAL REF IN SIGHT
LAND
VISUAL REF NOT IN SIGHT
GO-AROUND
NOTE: AP and FDs must be manually disconnected at the applicable minimums, if in use.
Reminders:
1. Max tolerances: LOC - 1/2 dot.
2. Raw data must be monitored, use TRK lateral mode if necessary to remain within tolerances.
3. Procedure turn: select LOC PB at procedure turn inbound.
A320 Series
AOM VOL 2, 2.252
NON-PRECISION APPROACH
5.7
Feb 12, 2018
Non-Precision Approach Callouts
* PM monitors pin-programmed auto callout, or announces if inoperative.
† The PM should call “500” if the pin-programmed 500’ RA callout does not approximate 500’ above TDZE.
Note: Flight Crew must initiate a go-around, unless they think that only small corrections are necessary to rectify
minor deviations from stabilized conditions.
A320 Series
AOM VOL 2, 2.253
NON-PRECISION APPROACH
5.8
Oct 20, 2017
Circling Maneuver Review
Approach Preparation
Plan to circle at 1000’ HAA (or higher if published). Prepare for and fly the instrument approach as described in the
relevant section of the Normal Procedures with the following exceptions:
• Enter the circling minimums in the BARO field on the PERF APPR page.
• Enter the VFR landing runway into the SEC F-PLN.
Approach
• Prior to the FAF, configure to Gear Down / FLAPS 3 and “F” speed.
Note: At high altitude airports, consider delaying configuration to Gear Down / FLAPS 3 until established on
downwind to increase maneuvering capability.
• 100’ above minimums, push the V/S-FPA knob to level off.
Circling Approach
With the runway environment in sight and within the protected airspace:
• Select TRK-FPA.
• Proceed to the downwind leg for the landing runway.
• At any time in the downwind leg, activate the SEC F-PLN. This will provide vertical guidance (donut).
Note: This removes the missed approach procedure from the F-PLN
• Disconnect the AP and remove the FDs at the latest before starting the descent toward the runway.
• As base is turned, configure to FLAPS FULL, slow toward VAPP, and complete the Landing Checklist.
Note: It is highly recommended that the aircraft be flown in selected speed until it is near wings level on final in
landing configuration.
A320 Series
AOM VOL 2, 2.243
6.1
CAT II/III APPROACH
Oct 20, 2017
CAT II/III Approach
CAT II Approach Review
CAPTAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PILOT FLYING
APPROACH TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOLAND or GO-AROUND
LANDING CAPABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAT 3 DUAL, CAT 3 SINGLE, or CAT 2
To verify required equipment is operational, review:
- Logbook and dispatch release.
- ECAM STATUS.
- If there is inoperative equipment, refer to “Required Equipment for CAT 2 and CAT 3” chart.
SEATS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
AOC LANDING DATA ADDITIVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT CAT II/CAT III
AUTOBRAKES (recommended if appropriate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MED or LO
MAX WIND
Headwind
Tailwind
Crosswind
A321
40
10
15
A320 CEO
30
10
15
A320 NEO
20
5
15
AEO/OEI
A319
All Engine
One
Engine
INOP
Field Conditions and Flap Configuration
H
T
C
CONF FULL with Airport Elevation at or Below 5750ft
20
10
15
CONF FULL with Airport Elevation Above 5750ft or CONF 3
20
05
15
CONF FULL with Airport Elevation at or Below 5750ft
15
10
10
CONF FULL with Airport Elevation at or Below 5750ft or CONF 3
15
05
10
For automatic landing in CAT I conditions, refer to COM Limitations for less restrictive
X-wind limits.
Note: Per Spirit Airlines OpSpec C059, CAT II maximum X-wind limitation is 15 knots.
Note:
A320 Series
AOM VOL 2, 2.243
6.2
CAT II/III APPROACH
Oct 20, 2017
CAT II Approach Review (continued)
REQUIRED RVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK APPROACH CHART
CAT II Approach and Landing Minimums
Type of Operation
TDZ RVR
Mid RVR
Rollout RVR
Runway Lights
Approach Lights
Standard CAT II
1600 (500m)
600 (175m)*
300 (75m)*
HIRL, TDZ & CL
ALSF-1 or ALSF-2
Standard CAT II
1200 (350m)
600 (175m)
300 (75m)
HIRL, TDZ & CL
ALSF-1 or ALSF-2
CAT II to 1000 RVR
1000 (300m)
600 (175m)
300 (75m)
HIRL, TDZ & CL
ALSF-1 or ALSF-2
HIRL
SSALR, MALSR, or
ALSF-1 or ALSF-2
Special Auth. CAT II
1200 (350m)
600 (175m)
300 (75m)
Note:
1.
2.
3.
4.
5.
6.
7.
8.
* = RVR reports not required, but if available, reports are controlling at minimum values shown.
Minimum FMA: CAT II
Rollout System: N/A
TDZ RVR reports are required and controlling for all CAT II operations.
Mid RVR reports, if available, are controlling.
Rollout RVR reports, if available, are controlling for operations at TDZ 1600 RVR or greater.
Rollout RVR reports are required and controlling for all CAT II operations below 1600 RVR, except as specified in note (7).
A Mid or Far End RVR report, if available, may be substituted for an unavailable Rollout RVR report. A Midfield report substituted
for an unavailable Rollout report must be 600 RVR or greater. A Far End report substituted for an unavailable Rollout report must
be 300 RVR or greater. Far End RVR reports are advisory unless substituted for the Rollout RCR report.
Only RVR reports for the runway of intended landing may be used.
MINIMUMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCDU PERF PAGE
 If Radio Altimeter (RA) authorized:
- Enter published RA into RADIO field.
- DH is determined by the FO’s radio altimeter or the inner marker, whichever occurs first.
 If Radio Altimeter (RA) NOT authorized:
- Enter published DA into BARO field.
- DA is determined by the FO’s barometric altimeter or the inner marker, whichever occurs first.
MARKER BEACON AUDIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
LOW VISIBILITY TAXI PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IF RVR < 1200’
A320 Series
AOM VOL 2, 2.243
CAT II/III APPROACH
6.3
Oct 20, 2017
FMA During Autoland
At 350’ RA: Check the “LAND” is displayed on the FMA. Check ILS course.
Between 50’ and 40’ RA: Check FLARE displayed.
- If no LAND or FLARE, the FO announces “NO LAND” or “NO FLARE” the CA announces “GO-AROUND, FLAPS”
and initiates a go-around.
At approximately 30’ RA: Check that “IDLE” is displayed on the FMA, and that autothrust starts to reduce thrust toward
IDLE.
At touchdown: Check that “ROLL OUT” appears on the FMA.
- If no IDLE or ROLL OUT, the FO announces “NO IDLE” or “NO ROLL OUT” and the CA performs the appropriate
action manually.
Note:
In the case of tailwind during an automatic rollout, it is recommended to use manual braking without delay or
automatic braking for an optimized runway centerline tracking.
At the end of the Rollout:
Disconnect the autopilot.
If the Flight Crew does not disconnect the AP at the end of the rollout, and uses the nosewheel steering handwheel to
taxi the aircraft off the runway, the following will occur:
- The AP will try to steer the aircraft back to the runway centerline, if the nosewheel steering handwheel is released
and the aircraft heading is less than 20° off the runway centerline.
- The AP will automatically disconnect, if the aircraft heading is 20° or more off the runway centerline.
A320 Series
AOM VOL 2, 2.243
CAT II/III APPROACH
6.4
Apr 16, 2018
Callouts
* PM monitors pin-programmed auto callout, or announces if inoperative.
† The PM should call “500” if the pin-programmed 500’ RA callout does not approximate 500’ above TDZE.
Note: Flight Crew must initiate a go-around, unless they think that only small corrections are necessary to rectify
minor deviations from stabilized conditions.
Other Limitations
Engine Out Automatic Landing:
- A319/A320 (901-905)/A321 only approved in configuration 3 and FULL.
- A320 (601-654) only approved in configuration FULL.
One Engine Inoperative or One Thrust Reverser Inoperative:
The Flight Crew can use the remaining thrust reverser, provided that:
- Only IDLE reverse thrust is used.
- The crosswind does not exceed 15 kt.
Maximum Demonstrated Airport Elevation:
- 9,200 ft (A319)
- 6,500 ft (A320 CEO)
- 5,750 ft (A320 NEO)
- 5,750 ft (A321)
A320 Series
AOM VOL 2, 2.243
6.5
CAT II/III APPROACH
Oct 20, 2017
CAT III Fail Passive Approach Review
CAPTAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PILOT FLYING
APPROACH TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOLAND or GO-AROUND
LANDING CAPABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAT 3 DUAL or CAT 3 SINGLE
To verify required equipment is operational, review:
- Logbook and dispatch release.
- ECAM STATUS.
- If there is inoperative equipment, refer to “Required Equipment for CAT 2 and CAT 3” chart.
SEATS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
AOC LANDING DATA ADDITIVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT CAT II/CAT III
AUTOBRAKES (recommended if appropriate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MED or LO
MAX WIND
Headwind
Tailwind
Crosswind
A321
30
10
15
A320 CEO
30
10
15
A320 NEO
20
5
15
AEO/OEI
A319
All Engine
One Engine
Inop
Note:
Note:
Field Conditions and Flap Configuration
H
T
C
CONF FULL with Airport Elevation at or Below 5750ft
20
10
15
CONF FULL with Airport Elevation Above 5750ft or CONF 3
20
05
15
CONF FULL with Airport Elevation at or Below 5750ft
15
10
10
CONF FULL with Airport Elevation Above 5750ft or CONF 3
15
05
10
For automatic landing in CAT I conditions, refer to COM Limitations for less restrictive crosswind limits.
Per Spirit Airlines OpSpec C060, CAT II maximum X-wind limitation is 15 knots.
REQUIRED RVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK APPROACH CHART
600/400/300’ RVR minimum.
- Reported TDZ, Mid, and Rollout RVR are required and controlling, except the approach may be initiated or
continued if either Mid or Rollout RVR temporarily inoperative. The TDZ and remaining RVR system may be
substituted for the inoperative RVR sensor.
- TDZ and Mid RVR reports must be no lower than the approach chart minimums. Rollout RVR can be 300 RVR
to conduct any CAT III operation. (OpSpec C060).
- Far end RVR not required, but may provide advisory information or substitute for rollout RVR if rollout RVR not
available.
MINIMUMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCDU PERF PAGE
-
Enter 50 into RADIO field on PERF APPR page.
DH is 50’ on the FO’s radio altimeter.
This DH must be entered even though it is not normally published on the approach chart.
LOW VISIBILITY TAXI PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IF RVR < 1200’
A320 Series
AOM VOL 2, 2.243
CAT II/III APPROACH
6.6
Oct 20, 2017
FMA During Autoland
At 350’ RA: Check that “LAND” is displayed on the FMA. Check ILS course.
Between 50’ and 40’ RA: Check that “FLARE” is displayed on the FMA.
- If no LAND or FLARE, the FO announces “NO LAND” or “NO FLARE” the CA announces “GO-AROUND, FLAPS”
and initiates a go-around.
At approximately 30’ RA: Check that “IDLE” is displayed on the FMA, and that autothrust starts to reduce thrust toward
IDLE.
At touchdown: Check that “ROLL OUT” appears on the FMA.
- If no IDLE or ROLL OUT, the FO announces “NO IDLE” or “NO ROLL OUT” and the CA performs the
appropriate action manually.
Note: In the case of tailwind during an automatic rollout, it is recommended to use manual braking without delay or
automatic braking for an optimized runway centerline tracking.
At the end of the Rollout:
Disconnect the autopilot.
If the Flight Crew does not disconnect the AP at the end of the rollout, and uses the nosewheel steering handwheel to
taxi the aircraft off the runway, the following will occur:
- The AP will try to steer the aircraft back to the runway centerline, if the nosewheel steering handwheel is released
and the aircraft heading is less than 20° off the runway centerline.
- The AP will automatically disconnect, if the aircraft heading is 20° or more off the runway centerline.
A320 Series
AOM VOL 2, 2.243
CAT II/III APPROACH
6.7
Apr 16, 2018
Callouts
* PM monitors pin-programmed auto callout, or announces if inoperative.
† The PM should call “500” if the pin-programmed 500’ RA callout does not approximate 500’ above TDZE.
Note: Flight Crew must initiate a go-around, unless they think that only small corrections are necessary to rectify
minor deviations from stabilized conditions.
Other Limitations
Engine Out Automatic Landing:
- A319/A320 (901-905)/A321 only approved in configuration 3 and FULL.
- A320 (601-654) only approved in configuration FULL.
One Engine Inoperative or One Thrust Reverser Inoperative:
The Flight Crew can use the remaining thrust reverser, provided that:
- Only IDLE reverse thrust is used.
- The crosswind does not exceed 15 kt.
Maximum Demonstrated Airport Elevation:
- 9,200 ft (A319)
- 6,500 ft (A320 CEO)
- 5,750 ft (A320 NEO)
- 5,750 ft (A321)
A320 Series
AOM VOL 2, 2.243
6.8
CAT II/III APPROACH
Oct 20, 2017
CAT III Fail Operational Approach Review
CAPTAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PILOT FLYING
APPROACH TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOLAND or GO-AROUND
LANDING CAPABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CAT 3 DUAL
To verify required equipment is operational, review:
- Logbook and dispatch release.
- ECAM STATUS.
- If there is inoperative equipment, refer to “Required Equipment for CAT 2 and CAT 3” chart.
SEATS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
AOC LANDING DATA ADDITIVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT CAT II/CAT III
AUTOBRAKES (recommended if appropriate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MED or LO
MAX WIND
Headwind
Tailwind
Crosswind
A321
30
10
15
A320 CEO
30
10
15
A320 NEO
20
5
15
A319
Note:
Note:
Field Conditions and Flap Configuration
H
T
C
CONF FULL with Airport Elevation at or Below 5750ft
20
10
15
CONF FULL with Airport Elevation Above 5750ft or CONF 3
20
05
15
For automatic landing in CAT I conditions, refer to COM Limitations for less restrictive crosswind limits.
Per Spirit Airlines OpSpec C060, Cat II maximum X-wind limitation is 15 knots.
REQUIRED RVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK APPROACH CHART
300/300/300’ RVR minimum.
- Reported TDZ, Mid, and Rollout RVR are required and controlling, except the approach may be initiated or
continued if any one of the RVR sensors is temporarily inoperative by utilizing the two remaining RVR reporting
systems.
- TDZ and Mid RVR reports must be no lower than the approach chart minimums. Rollout RVR can be 300 RVR
to conduct any CAT III operation. (OpSpec C060)
- Far end RVR is not required, but may provide advisory information or substitute for Rollout RVR if Rollout RVR
is not available.
MINIMUMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCDU PERF PAGE
CAT III Fail Operational approaches do not require visual references and do not have a DH. Instead, they have an
Alert Height (AH).
- Enter NO into RADIO field on PERF APPR page. This inhibits automatic “HUNDRED ABOVE” and “MINIMUM”
callouts.
- AH is 100’ on the FO’s radio altimeter.
LOW VISIBILITY TAXI PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IF RVR < 1200’
A320 Series
AOM VOL 2, 2.243
CAT II/III APPROACH
6.9
Feb 12, 2018
FMA During Autoland
At 350’ RA: Check that “LAND” is displayed on the FMA. Check ILS course.
Between 50’ and 40’ RA: Check that “FLARE” is displayed on the FMA.
- If no LAND or FLARE, the FO announces “NO LAND” or “NO FLARE” the CA announces “GO-AROUND, FLAPS”
and initiates a go-around.
At approximately 30’ RA: Check that “IDLE” is displayed on the FMA, and that autothrust starts to reduce thrust toward
IDLE.
At touchdown: Check that “ROLL OUT” appears on the FMA.
- If no IDLE or ROLL OUT, the FO announces “NO IDLE” or “NO ROLL OUT” and the CA performs the appropriate
action manually.
Callouts
* PM monitors pin-programmed auto callout, or announces if inoperative.
† The PM should call “500” if the pin-programmed 500’ RA callout does not approximate 500’ above TDZE.
Note: Flight Crew must initiate a go-around, unless they think that only small corrections are necessary to rectify
minor deviations from stabilized conditions.
Other Limitations
Engine Out Automatic Landing:
- CAT 3 DUAL not approved with engine inoperative.
One Thrust Reverser Inoperative:
The Flight Crew can use the remaining thrust reverser, provided that:
- Only IDLE reverse thrust is used.
- The crosswind does not exceed 15 kt.
Maximum Demonstrated Airport Elevation:
- 9,200 ft (A319)
- 6,500 ft (A320 CEO)
- 5,750 ft (A320 NEO)
- 5,750 ft (A321)
A320 Series
AOM VOL 2, 2.243
6.10
CAT II/III APPROACH
Oct 20, 2017
CAT III ILS Approach RVR Requirement Examples
The Flight Crew must confirm the reported RVR and aircraft approach capability meets or exceeds the
minimums required from the approach plate and Spirit’s OpSpecs.
Below are examples of RVR requirements for CAT III operations.
Minimum Charted CAT III RVR - 300
Aircraft Capability
Required RVR to start approach
TDZ RVR / Mid RVR / RO RVR
Fail Operational
300 / 300 / 300
Fail Passive
600 / 400 / 300
Minimum Charted CAT III RVR - 600
Aircraft Capability
Required RVR to start approach
TDZ RVR / Mid RVR / RO RVR
Fail Operational
600 / 600 / 300
Fail Passive
600 / 600 / 300
Minimum Charted CAT III RVR - 700
•
Aircraft Capability
Required RVR to start approach
TDZ RVR / Mid RVR / RO RVR
Fail Operational
700 / 700 / 300
Fail Passive
700 / 700 / 300
OpSpec C060 states TDZ and Mid RVR reports must be no lower than the approach chart minimums. Rollout RVR
can be 300 RVR to conduct any CAT III operation.
• If the approach chart CAT III minimum is 600 RVR, the OpSpec requires the reported TDZ and mid RVR to be at or
above the approach plate minimum. The Rollout RVR must be at or above Spirit CAT III OpSpec minimums of 300
RVR.
• If any RVR sensors are listed as temporarily inoperative, reference the CAT II/III Approach Review for the permissible
RVR substitutions.
A320 Series
AOM Vol 1, 29.10
.
AIRCRAFT SYSTEMS ARCHITECTURE
55.2
Oct 20, 2017
A320 Series
AOM VOL 1, 27.10
AIRCRAFT SYSTEMS ARCHITECTURE
Flight Controls Architecture
55.3
Oct 20, 2017
A320 Series
AOM Vol 1, 29.10
AIRCRAFT SYSTEMS ARCHITECTURE
Aircraft Systems Architecture
Hydraulic Architecture
55.1
Apr 16, 2018
A320 Series
AIR COND/PRESS/VENT
21.10.12
Mar 31, 2017
Control and Indicators
Overhead Panel (A319, A320)
1.
2.
Zone temperature Selector
12 o'clock position:
24°C (76°F)
COLD position:
18°C (64°F)
HOT position:
30°C (86°F)
HOT AIR pb
On:
OFF:
FAULT:
The valve regulates hot air pressure
The valve closes, and the trim air valves close
The fault circuit is reset
The FAULT light comes on amber, along with an associated ECAM caution,
when duct overheat is detected.
The fault circuit detects an overheat when the duct temperature reaches 88oC
(190oF) once.
The valve and the trim air valves close automatically
The FAULT light goes off when the temperature drops below 70 oC (158 oF), and
the Flight Crew selects OFF
A320 Series
AIR COND/PRESS/VENT
21.10.13
Mar 31, 2017
Overhead Panel (A319, A320) (continued)
3.
PACK pb-sw
On:
The pack flow control valve is automatically-controlled.
(A320; 901-905) “PACKS” appears on the Engine Warning Display when the
thrust levers are in the TOGA or FLX/MCT detent.
It opens, except in the following cases:
• Upstream pressure below minimum
• Compressor outlet overheat
• Engine start sequence:
- the crossbleed valve is closed, the valve located on the starting engine
side immediately closes, when the MODE selector is set to IGN (or
CRK)
- It remains closed on the starting engine side (provided the crossbleed
valve is closed) when:
• The MASTER switch is set to ON (or the MAN START pushbutton
is set to ON) and,
• The start valve is open and,
• N2 < 50 %.
Note: If the crossbleed valve is open at engine start, both pack flow
control valves close.
- On ground, reopening of the valves is delayed for 30 seconds to avoid
a supplementary pack closure cycle during second engine start.
• Fire pushbutton, of the engine on the related side, is pressed,
• Ditching is selected
OFF:
The pack flow control valve closes
FAULT LT: Comes on amber, and a caution appears on the ECAM, if the pack flow control
valve position disagrees with the selected position, or in the case of compressor
outlet overheat or pack outlet overheat
4.
PACK FLOW Selector
Permits the selection of pack valve flow, according to the number of passengers and ambient
conditions (smoke removal, hot or wet conditions).
LO (80 %) - NORM (100 %) - HI (120 %).
Manual selection is irrelevant in single pack operation, or with APU bleed supply. In these cases, HI
is automatically selected.
If LO is selected, the pack flow can be automatically selected up to 100 % when the cooling demand
cannot be satisfied.
A320 Series
AIR COND/PRESS/VENT
21.10.14
Mar 31, 2017
Overhead Panel (A319, A320) (continued)
5.
RAM AIR pb (guarded)
ON:
The ON light comes on white.
If the DITCHING pushbutton, on the CABIN PRESS panel, is in normal position:
• The RAM air inlet opens.
• If p > 1 psi: The outflow valve control remains normal. No emergency
RAM air flows in.
• If p < 1 psi: The outflow valve opens to about 50 % when under
Off:
automatic control. It does not automatically open when it is under manual
control. Emergency RAM airflow is directly supplied to the mixer unit.
The emergency ram air inlet closes.
Cabin Fans (VENTILATION panel)
1.
CAB FANS pushbutton
On:
OFF:
The two cabin fans are on.
The two cabin fans are off.
A320 Series
AIR COND/PRESS/VENT
21.10.15
Mar 31, 2017
Overhead Panel (A321)
Note:
1.
2.
Unlike the A319 and A320, the A321 AIR COND panel contains an ECON FLOW
pb (4) instead of a PACK FLOW selector.
Zone temperature Selector
12 o'clock position:
24°C (76°F)
COLD position:
18°C (64°F)
HOT position:
30°C (86°F)
HOT AIR pb
On:
OFF:
FAULT:
The valve regulates hot air pressure
The valve closes, and the trim air valves close
The fault circuit is reset
The amber light, and associated ECAM caution come on when duct overheat is
detected
The fault circuit detects an overheat when the duct temperature reaches 88oC
(190oF)
The valve and the trim air valves close automatically
The FAULT light goes off when the temperature drops below 70 oC (158 oF), and
the Flight Crew selects OFF
A320 Series
AIR COND/PRESS/VENT
21.10.16
Mar 31, 2017
Overhead Panel (A321) (continued)
3.
PACK pb-sw
On:
The pack flow control valve is automatically controlled. It opens, except in the
following cases:
• Upstream pressure below minimum
• Compressor outlet overheat
• Engine start sequence:
- the crossbleed valve is closed, the valve located on the starting engine
side immediately closes, when the MODE selector is set to IGN (or
CRK)
- It remains closed on the starting engine side (provided the crossbleed
valve is closed) when:
• The MASTER switch is set to ON (or the MAN START pushbutton
is set to ON) and,
• The start valve is open and,
• N2 < 50 %.
Note: If the crossbleed valve is open at engine start, both pack flow
control valves close.
- On ground, reopening of the valves is delayed for 30 seconds to avoid
a supplementary pack closure cycle during second engine start.
• Fire pushbutton, of the engine on the related side, is pressed,
• Ditching is selected
OFF:
The pack flow control valve closes
FAULT LT: Comes on amber, and a caution appears on the ECAM, if the pack flow control
valve position disagrees with the selected position, or in the case of compressor
outlet overheat or pack outlet overheat
4.
ECON FLOW pb-sw
Permits the selection of ECON or normal pack valve flow, according to the number of
passengers and ambient conditions (smoke removal, hot or wet conditions).
ON:
ECON flow is selected, provides 80 % of the normal flow
Off:
100 % of the normal flow
Manual selection is irrelevant in single pack operation, or with APU bleed supply. In these
cases, the system delivers 120 % of the normal flow.
If ECON FLOW pb-sw is set to ON, the pack flow can be automatically selected up to 100 %
(normal flow) when the cooling demand cannot be satisfied.
A320 Series
AIR COND/PRESS/VENT
21.10.17
Mar 31, 2017
Overhead Panel (A321) (continued)
5.
RAM AIR pb (guarded)
ON:
The ON light comes on white.
If the DITCHING pushbutton, on the CABIN PRESS panel, is in normal position:
• The RAM air inlet opens
• If p ≥ 1 psi: The outflow valve control remains normal. No emergency
RAM air flows in.
• If p < 1 psi: The outflow valve opens to about 50 % when under
Off:
1.
automatic control. It does not automatically open when it is under manual
control. Emergency RAM airflow is directly supplied to the mixer unit.
The emergency ram air inlet closes
CAB FAN pb
ON:
OFF:
The two cabin fans are on.
The two cabin fans are off.
A320 Series
AIR COND/PRESS/VENT
21.10.18
Mar 31, 2017
ECAM BLEED page
1.
Pack Outlet Temperature
It appears in green. It becomes amber, if the temperature is higher than 90oC.
2.
3.
RAM AIR Inlet
Crossline – Green:
The flap is normally closed
In transit – Amber:
The flap is partially open
Inline – Amber:
The flap is normally open on ground
Inline – Amber:
The flap is fully open in flight
Pack By Pass Valve position
Indication is green
4.
C = Cold:
Valve closed
H = Hot:
Valve open.
Pack Compressor Outlet Temperature
It normally appears in green. But, it appears in amber, if temperature is higher than 230oC.
5.
Pack Flow
It appears in green. It becomes amber, if pack flow control valve is closed.
Note: The pack flow indication can be up to 30% below the actual flow rate.
A320 Series
AIR COND/PRESS/VENT
21.10.19
Mar 31, 2017
ECAM BLEED page (continued)
6.
7.
Pack Flow Control Valve
Inline – Green:
Open
Inline – Amber:
Open, and disagrees with the control position.
Crossline – Green:
Fully closed
Crossline – Amber:
Fully closed and disagrees with control position
User Indication
It appears in green
It becomes amber when the RAM AIR flap and the two pack valves are fully closed
A320 Series
AIR COND/PRESS/VENT
21.10.20
Mar 31, 2017
ECAM COND page
1.
Cabin FAN Fault Indication
2.
Zone Temperature Indication
It appears in amber if the recirculation fan is detected as faulty
It is green
3.
Zone Duct Temperature
It is normally green, and becomes amber at 80oC (176°F)
4.
Zone Trim Air Valve Position Indication
It is normally green, and becomes amber, if the valve fails
5.
6.
C = Cold:
Valve is fully closed
H = Hot:
Valve is fully open
Hot-Air Pressure-Regulating Valve
In line - Green:
The valve is open
In line - Amber:
The valve is not closed; disagrees with the control position
Crossline - Green:
The valve is fully closed
Crossline - Amber:
The valve is closed, and pushbutton is OFF, or the valve position
disagrees with control position
TEMP
Unit of measure (oC or oF) is indicated in cyan.
Note: (A319; 502-532): When the hot air valve is closed, a spurious FWD CRG HEAT message
may appear in the INOP SYS list, even if the system remains operative.
A320 Series
AIR COND/PRESS/VENT
21.10.21
Mar 31, 2017
ECAM CAB PRESS page
1.
PACK Indication
Triangle normally green, PACK 1(2) indication normally white. Both become amber when pack
flow control valve is closed with associated engine running.
A320 Series
AIR COND/PRESS/VENT
ECAM CRUISE page
1.
Zone Indication
This field also displays the temperature scale in use (oC or oF).
2.
Zone Temperature
21.10.22
Mar 31, 2017
A320 Series
AIR COND/PRESS/VENT
21.20.9
Aug 12, 2016
Controls and Indicators
Overhead Panel
1.
LDG ELEV sel
AUTO:
The pressurization system uses the FMGS data to construct an
optimized pressure schedule.
To exit the AUTO position, pull out and turn the selector.
Other positions:
2.
The pressurization schedule does not use the landing elevation
from the FMGS, but instead uses the landing elevation selected
with this knob (from – 2000 to + 14000 feet) as its reference. The
LDG ELEV selector scale is only given as an indication; refer to the
ECAM information for accurate adjustment.
MODE SEL pb
AUTO:
Automatic mode is operating. One of the two systems controls the
outflow valve.
MAN:
This legend appears in white, and FAULT does not come on. The
Flight Crew then uses the MAN V/S CTL switch to control the
outflow valve.
Note: Switching the MODE SEL pushbutton to MAN, for at least
10 seconds, then returning it to AUTO will select the other
system.
FAULT lt:
Note:
This legend appears in amber and the ECAM caution light comes
on only when both automatic systems are faulty.
The Pilot may notice a variation in the CAB ALT indication on the ECAM PRESS
page, when the system switches from the cabin pressure control AUTO mode to
MAN mode, due to the reduced resolution of the backup pressure sensor.
A320 Series
AIR COND/PRESS/VENT
21.20.10
Dec 29, 2017
Overhead Panel (continued)
3.
MAN V/S CTL toggle switch
The switch, springloaded to neutral, controls the outflow valve position through operation of the
MAN motor, when the MODE SEL pushbutton is in the MAN position.
UP:
The valve moves towards the open position
DN:
The valve moves towards the closed position
Note: To target precise cabin vertical speed rate, only short inputs should be applied on
the toggle switch.
4.
DITCHING guarded pushbutton
Normal:
ON:
The system functions normally
The operating system sends a “close” signal to the outflow valve, emergency ram
air inlet, avionics ventilation inlet and extract valves, and pack flow control valves,
and forward cargo isolation outlet valve (A319; 502-532).
The cargo recirculation fans stop automatically (A319; 502-532).
Note: The outflow valve will not close automatically if it is under manual control.
Caution: If the ditching pushbutton is set to ON, on ground, with the low
pressure ground cart connected and all doors closed, a differential
pressure will build up.
A320 Series
AIR COND/PRESS/VENT
21.20.11
Aug 12, 2016
ECAM CAB PRESS Page
1.
LDG ELEV AUTO/MAN
LDG ELEV AUTO appears in green when the LDG ELEV selector is in AUTO.
LDG ELEV MAN appears in green when the LDG ELEV selector is not in AUTO.
Neither appears when the indications from SDAC are not valid.
2.
Landing Elevation
The landing elevation selected either automatically by the FMGS or manually by the Pilot
appears in green (but not when the MODE SEL pushbutton switch is in MAN).
3.
V/S FT/MIN (cabin vertical speed)
The analog and digital presentations appear in green when V/S is in the normal range.
The digital presentation pulses when V/S > 1750 feet/minute (resets at 1650 feet/minute).
4.
P PSI (cabin differential pressure)
The analog and digital presentations appear in green when P is in the normal range.
They appear in amber when P ≤ – 0.4 psi or ≥ 8.5 psi.
The digital presentation pulses if p > 1.5 psi (resets at 1 psi) during flight phase 7.
A320 Series
AIR COND/PRESS/VENT
21.20.12
Jan 15, 2010
ECAM CAB PRESS Page
5.
CAB ALT FT (cabin altitude)
The analog and digital presentations appear in green, in normal range.
They appear in red if the cabin altitude goes above 9550 feet.
The digital presentation pulses if the cabin altitude is at or above 8800 feet (resets at 8600 feet).
6.
Active system indication (SYS 1 or SYS 2 or MAN)
SYS 1 or SYS 2 appears in green when active and in amber when faulty. When either system
is inactive, its title does not appear.
MAN appears in green when the MODE SEL switch is in MAN.
7.
Safety Valve Position
SAFETY appears in white and the diagram in green when both safety valves are fully closed.
SAFETY and the diagram appear in amber when either valve is not closed.
Note: The safety valve opens when the cabin differential pressure is between 8.2 and 8.9
psi. The range is due to the reduced accuracy of P measurements (in MAN
mode), combined with the decrease in cabin differential pressure that occurs
immediately after the safety valves open.
8.
Outflow Valve Position
The diagram is green when the valve is operating normally.
The diagram becomes amber when the valve opens more than 95 % during flight.
A320 Series
AIR COND/PRESS/VENT
ECAM CRUISE Page
1.
LDG ELEV AUTO/MAN
Identical to CAB PRESS page
2.
CAB V/S FT/MIN (cabin vertical speed)
Green, in normal range.
Pulses when V/S > 1750 feet/minute (resets at 1650 feet/minute)
3.
CAB ALT FT (cabin altitude)
Green, in normal range.
Red, for excessive cabin altitude: ≥ 9550 feet.
Pulses for cabin altitude at, or above, 8800 feet (resets at 8600 feet)
4.
P indication
It is normally green. Pulses green when CAB p ≥ 1.5 PSI before landing
It becomes amber, when out of normal range p ≤ – 0.4 psi or > 8.5 psi.
21.20.13
Mar 31, 2017
A320 Series
AIR COND/PRESS/VENT
21.20.14
Mar 31, 2017
ECAM DOOR/OXY Page
1.
V/S (cabin vertical speed)
This number only appears during flight phases 5, 6, and 7
• It is normally green.
• It pulses, when the V/S is greater than 1750 feet/minute and stops pulsing when
less than 1650 feet/minute.
• It becomes amber when the V/S is greater than 2000 feet/minute, or less than
-2000 feet/minute.
A320 Series
AIR COND/PRESS/VENT
21.30.9
Aug 12, 2016
Controls and Indicators
Overhead Panel
1.
BLOWER and EXTRACT pb sw
AUTO:
OVRD:
FAULT lt:
When both pushbutton switches are on AUTO:
• On the ground before the application of TO power, the ventilation system is
in open circuit configuration (closed configuration when the skin
temperature is below the ground threshold).
• On the ground after the application of TO power, and in flight, the ventilation
system is in closed circuit configuration.
When either pushbutton switch is on OVRD:
• The system goes to closed circuit configuration.
• Air from the air conditioning system is added to ventilation air. (The blower
fan stops if the BLOWER pushbutton switch is in the OVRD position).
When both pushbutton switches are on OVRD:
• Air flows from the air conditioning system and then overboard.
• The extract fan continues to run.
Lights up amber (and ECAM activates):
• In the blower switch, if:
-
blowing pressure is low*
duct overheats*
computer power supply fails
smoke warning is activated
• In the extract switch, if:
- extract pressure is low*
- computer power supply fails
- smoke warning is activated.
(*) If the warning occurs on the ground when the engines are stopped, the
external horn sounds.
A320 Series
AIR COND/PRESS/VENT
21.30.10
Dec 29, 2017
ECAM CAB PRESS Page (A319, A320; 601-619)
1.
BLOWER, VENT, and EXTRACT Indications
VENT message normally appears in white. It becomes amber, if there is a BLOWER FAULT,
EXTRACT FAULT, or AVNCS SYS FAULT.
BLOWER message appears in amber if there is a BLOWER FAULT.
EXTRACT message appears in AMBER if there is an EXTRACT fault
2.
INLET and OUTLET Indications
Normally white. The corresponding indication becomes amber, when the inlet valve or the outlet
valve is failed.
A320 Series
AIR COND/PRESS/VENT
ECAM CAB PRESS Page (A319, A320; 601-619) (continued)
3.
INLET and OUTLET Valve Diagrams
21.30.11
Dec 29, 2017
A320 Series
AIR COND/PRESS/VENT
21.30.12
Mar 30, 2018
ECAM CAB PRESS Page (A320; 620-654, 901-905, A321; 657-687)
1.
BLOWER, VENT and EXTRACT Indications
VENT message normally appears in white. It becomes amber, if there is a BLOWER FAULT,
EXTRACT FAULT, or AVNCS SYS FAULT.
BLOWER message appears in amber if there is a BLOWER FAULT.
EXTRACT message appears in amber if there is an EXTRACT FAULT.
2.
INLET and OUTLET Indications
Normally white. The corresponding indication becomes amber, when the inlet valve or the outlet
valve is failed.
3.
INLET and OUTLET Valve Diagrams
A320 Series
ELECTRICAL
Controls and Indicators
Overhead Panel
1.
BAT 1(2) ind.
Shows battery voltage in white
24.20.1
Aug 12, 2016
A320 Series
ELECTRICAL
24.20.2
Aug 12, 2016
Overhead Panel (continued)
2.
BAT 1 (2) pb sw
Controls the operation of the corresponding battery charge limiter.
Auto:
The battery charge limiter controls automatically the connection and the
disconnection of the corresponding battery to the DC BAT BUS (3 PP) by closing
and opening of the battery line contactor.
The batteries are connected to the DC BAT BUS in the following cases:
• APU starting (MASTER pushbutton switch SW at ON and N < 95%).
Note: The connection is limited to 3 minutes when the emergency
generator is running.
• Battery voltage below 26.5 V (battery charge). The charging cycle ends
when battery charge current goes below 4 amperes.
- On ground, immediately
- In flight, after a time delay of 30 minutes.
• Loss of AC BUS 1 and 2 when below 100 knots (EMER GEN not
OFF:
FAULT lt:
supplying).
If AC BUS 1 and 2 are not energized and emergency generator is not supplying:
• Battery 1 supplies the AC STAT INV BUS, and, if speed is greater than
50 kt, the AC ESS BUS.
• Battery 2 supplies the DC ESS BUS.
Note: In normal configuration the batteries are disconnected most of the
time. A battery automatic cut-off logic prevents the batteries from
discharging completely when the aircraft is on the ground (parking).
Automatic battery contactors open when:
- The aircraft is on the ground.
- The BAT pushbutton switches are at AUTO.
- The main power supply (EXT PWR + GEN) is cut off.
- Battery voltage is low.
The Flight Crew can reset the contactors by switching the BAT
pushbutton switch to OFF then to AUTO.
The battery charge limiter is not operating: the battery line contactor is open.
OFF comes on white if the DC BAT BUS is supplied. Hot buses remain supplied.
Comes on amber, accompanied by an ECAM caution, when the charging current
for the corresponding battery is outside limits. In this case, the battery contactor
opens.
A320 Series
ELECTRICAL
24.20.3
Aug 12, 2016
Overhead Panel (continued)
3.
IDG 1 (2) (Integrated Drive Generator) pb sw (guarded)
Caution: 1. Maintaining the IDG pushbutton switch during more than 3s may damage
the IDG disconnection mechanism.
2. Disconnect the IDG only when the engine is running or windmilling. If not,
the IDG will be damaged when starting the engine.
The IDG switches are normally spring-loaded out.
Pressing this switch disconnects the IDG from its driveshaft and only maintenance personnel
can reconnect it.
FAULT lt: Lights up amber, and ECAM caution comes on, if:
• IDG oil outlet overheats (above 185oC), or
• IDG oil pressure is low (inhibited at low engine speed: N2 below 14 %)
FAULT lt extinguishes when the IDG is disconnected.
4.
Gen 1 (2) pb sw
ON:
OFF:
FAULT lt:
The generator field is energized and the line contactor closes if electrical
parameters are normal.
The generator field is de-energized and the line contactors opens. The fault
circuit is reset.
Lights up amber, and an ECAM caution comes on, if:
• The associated generator control unit (GCU) trips it.
Note: If a differential fault trips the protection, reset action has no
effect after two attempts.
• Opening of the line contactor (except if the GEN pushbutton switch is
selected OFF)
5.
APU Gen pb sw
ON:
OFF:
FAULT lt:
The APU generator field is energized and the line contactor closes if parameters
are normal and the EXT PWR line contactor is open.
The bus tie contactor 1 (2) closes automatically if GEN 1 (2) is not operating.
The generator field is de-energized and the line contactor opens. The fault circuit
is reset.
Same as GEN 1 or 2 FAULT
The APU GEN FAULT light is inhibited when APU speed is too low or if the APU
GEN line contactor opens after EXT PWR or ENG GEN takes over.
A320 Series
ELECTRICAL
24.20.4
Mar 31, 2017
Overhead Panel (continued)
6.
Bus Tie pb
AUTO:
The bus tie contactors (BTCs) open or close automatically in order to maintain
power supply to both AC BUS 1 and 2.
• One contactor is closed when:
- One engine generator supplies the associated AC BUS, and
- The APU generator or external power supplies the other side.
• Both contactors are closed during single-engine operation, or operation on
the APU generator or external power supply.
OFF:
7.
Normal:
The AC ESS BUS is normally supplied from AC BUS 1.
ALTN:
Comes on when manually selected. The AC ESS BUS is supplied by AC BUS 2.
Note: With the AC ESS FEED Auto Switching (if installed), AC BUS 2 will
automatically supply AC ESS BUS when AC BUS 1 is lost.
The amber light, and ECAM caution come on, when the AC ESS BUS is not
electrically supplied.
Note: In case of total loss of main generators, the AC ESS BUS is
automatically supplied by the emergency generator, or by the static
inverter if the emergency generator is not available.
FAULT lt:
8.
Both bus tie contactors open.
Ac Ess Feed pb
GALLEY pb or GALY & CAB pb
AUTO:
OFF:
FAULT lt:
Main galley, secondary galley, in-seat power supply (if installed) and IFE (if
installed) system (prerecorded announcement, telephone system, video/
airshow, music...if installed), are supplied.
The main galley, the in-seat power supply and the IFE system (if installed)
system are automatically shed:
- In flight: When only one generator is operating.
- On ground: When only one engine generator is operating. (All galleys
are available when the APU GEN or EXT PWR is supplying power.)
Note: With the Galley Load Automatic Shedding (if installed) the secondary
galley is also automatically shed.
The main galley, secondary galley in-seat power supply (if installed) and IFE (if
installed) system (pre-recorded announcement, telephone system, video/
airshow, music...) are not supplied.
The electrical supply of the heating floor panels is shed.
The amber light, and ECAM caution comes on, when the load on any generator
is more than 100 % of rated output.
A320 Series
ELECTRICAL
24.20.5
Mar 31, 2017
Overhead Panel (continued)
9.
EXT PWR pb
AVAIL lt:
Comes on green if:
• External power is plugged in, and
• External power parameters are normal.
Pressed:
If the AVAIL light was on:
• The external power line contactor closes.
• The AVAIL light goes off.
• The ON light comes on blue.
If the ON light was on:
• The external power line contactor opens.
• The ON light goes off.
• The AVAIL light comes on.
Note: 1. External power has priority over the APU generator. The engine
generators have priority over external power.
2. The ON light stays on even when the engine generators supply the
aircraft.
10. Commercial pb (if installed)
ON:
All aircraft commercial electrical loads are supplied:
• Cabin and cargo lights
• Water and toilet system
• Drain mast ice protection
• Galley
• Passengers' entertainment
• Semi-automatic cargo loading (if installed)
OFF:
Switches off all aircraft commercial electrical loads.
A320 Series
ELECTRICAL
24.20.6
Jan 15, 2010
EMER ELEC PWR Panel
1.
Man On pb (guarded)
AUTO:
Pressed:
2.
When the following conditions are met:
• AC BUS 1 is not electrically supplied
• AC BUS 2 is not electrically supplied
• Aircraft speed is greater than 100 knots
- The RAT extends.
- The blue hydraulic system drives the emergency generator.
As soon as the emergency generator electrical parameters are within tolerance
the emergency generator is connected to the aircraft network.
This selects manual RAT extension.
Emergency generator coupling occurs 3 seconds after the RAT is supplying the
emergency generator.
FAULT LT
This light comes on red if the emergency generator is not supplying power when AC BUS 1
and AC BUS 2 are not powered.
3.
Emer Gen Test pb (guarded)
Pressed and held:
• If AC NORMAL BUSES are supplied:
- The EMER GEN is driven hydraulically if the blue electric pump is running.
- The AC ESS BUS and the DC ESS BUS are connected to the emergency
generator. (The DC ESS SHED and AC ESS SHED buses are not powered.)
- ECAM displays the ELEC page automatically (only on the ground).
• If only the batteries supply the aircraft:
- The static inverter powers the AC ESS BUS.
A320 Series
ELECTRICAL
24.20.7
Aug 12, 2016
EMER ELEC PWR Panel (continued)
4.
GEN 1 LINE pb sw
OFF:
GEN 1 line contactor opens.
The AC BUS 1 channel is supplied from GEN 2 through bus tie contactors. This
is used for the smoked drill.
SMOKE lt: (Refer to Chapter 26)
A320 Series
ELECTRICAL
24.20.8
Jan 15, 2010
External Power Panel
1.
Ext Pwr Not In Use
This white light comes on to inform ground personnel that the ground power unit is not supplying
the aircraft network and can be removed.
2.
Exit Pwr Avail
This amber light comes on to indicate that external power is available and the voltage is correct.
A320 Series
ELECTRICAL
24.20.9
Jan 15, 2010
Forward Cabin
Maint Bus sw:
This switch allows personnel to energize electrical circuits for ground servicing without
energizing the entire aircraft electrical system.
ON:
The switch latches magnetically if external power is connected and normal
(AVAIL light on).
The AC and DC GND/FLT buses have power and the following loads can be
energized:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Passenger compartment lighting
Galley lighting
Entrance area lights
Lavatory lighting and service
Vacuum cleaner sockets
Flight compartment service outlets
Hydraulic pump (yellow system)
Flight compartment flood lighting
Fuel quantity indications
Refueling
Cargo hold lighting
Main and nose landing gear compartment lighting
Belly fairing panel service outlets
Ground call
Equipment compartment lights and service outlets
Navigation lights.
The switch trips when the external source is removed.
OFF:
The AC and DC GND/FLT buses are connected to AC BUS 2 and DC BUS 2.
A320 Series
ELECTRICAL
ECAM Elec Page
24.20.10
Aug 12, 2016
A320 Series
ELECTRICAL
24.20.11
Mar 31, 2017
ECAM ELEC Page (continued)
1.
Battery Indications
BAT pushbutton switch at OFF:
Legend is in white
BAT pushbutton switch at AUTO:
A:
B:
C:
Legend is normally white, but becomes amber:
- When voltage and current indications change to amber, or
- In case of a BAT FAULT alert.
Battery voltage is normally green, but becomes amber if V > 31 V or V < 25 V.
Battery current is normally green, but becomes amber if discharge current > 5 A.
2.
Battery Charge/Discharge Indication
3.
DC BAT Indication
It is normally in green. It becomes amber if DC BAT voltage ≤ 25 V.
4.
Bus Indication
This label, normally green, becomes amber when the corresponding bus is off.
SHED appears in amber when AC or DC SHED ESS BUS is off.
A320 Series
ELECTRICAL
24.20.12
Aug 12, 2016
ECAM ELEC Page (continued)
5.
TR 1 (2) Indication
A:
B:
C:
6.
Normally white, this legend becomes amber when legends B and C do.
The TR voltage, normally green, becomes amber if V > 31 V or V < 25 V.
The TR current, normally green, becomes amber when the TR current ≤ 5 A.
ESS TR Indication
This legend follows the logic described above for the TR 1 (2) legend.
The voltage and current are not displayed when the essential TR contactor is open.
7.
EMER GEN Indication
A:
B:
C:
This legend, normally white, becomes amber when either the voltage or
frequency legend becomes amber
This legend, normally green, becomes amber
• If V > 120 V or
• If V < 110 V.
This legend, normally green, becomes amber
• If F > 410 Hz or
• If F < 390 Hz.
Voltage and frequency indications are not displayed when the EMER GEN line
contactor is open.
A320 Series
ELECTRICAL
24.20.13
Aug 12, 2016
ECAM ELEC Page (continue)
8.
GEN 1(2) Indications
- GEN pb-sw switch is OFF:
GEN is amber.
OFF indication is white
1 or 2 indication is white if the associated engine is running, amber if it is not
.
GEN pb-sw switch is ON.
A:
B:
C:
D:
GEN1 or GEN2, normally white, becomes amber if any of the following legends
become amber.
The load legend, normally green, becomes amber if load > 100 %.
The voltage legend, normally green, becomes amber if V > 120 V or V < 110 V.
The frequency legend, normally green, becomes amber if F > 410 Hz or F < 390
Hz.
A320 Series
ELECTRICAL
24.20.14
Jan 15, 2010
ECAM ELEC Page (continued)
9.
APU GEN Indications
When the APU MASTER switch is OFF this legend is white regardless of the position of the APU
GEN pushbutton switch.
When the APU MASTER switch is ON and the APU GEN pushbutton switch is OFF:
• The APU GEN legend is amber.
• The OFF legend is white
When the APU MASTER switch is ON and the APU GEN pushbutton switch is ON:
• The indications are the same as for GEN 1 (2)
A320 Series
ELECTRICAL
24.20.15
Aug 12, 2016
ECAM ELEC Page (continued)
10. EXT PWR indications
_
External power is not available.
When external power is available
A:
B:
C:
This legend is normally white, but becomes amber, if either of the following
legends turns amber.
This legend is normally green, but becomes amber, if V > 120 V or if V < 110 V.
This legend is normally green, but becomes amber, if F > 410 Hz or if F < 390 Hz
Static Inverter
This legend appears during the static inverter test, and when pressing the ELEC pushbutton on
the ECAM control panel while ESS BUSES are supplied by the batteries.
It is normally green, but becomes amber, if:
• V < 110 V or V> 120V.
• F < 390 Hz or F > 410 hz.
A320 Series
ELECTRICAL
24.20.16
Aug 12, 2016
ECAM ELEC Page (continued)
11. IDG Indications
A:
B:
C:
IDG1 (2) legend. The IDG legend, normally white, becomes amber if:
• Oil outlet temperature > 185o C.
• Oil pressure gets too low
• IDG becomes disconnected.
The 1 or 2 is white if the corresponding engine is running, amber if it is not and
the FADEC is powered.
DISC/LO PR indication. The DISC legend appears in amber when the IDG is
disconnected.
LO PR appears in amber when IDG low pressure is detected and the associated
engine is running.
Oil outlet temperature. This legend, normally green, appears amber if T > 185o
C. It flashes if 147o C < T < 185o C (advisory).
12. GALLEY SHED Indication
This legend appears in white when:
• GALLEY pushbutton switch is OFF, or
• The main galleys are shed, meaning:
- In flight, only one generator is operating.
- On the ground, the aircraft is being supplied by one engine generator only.
The legend is not displayed when the aircraft is in its normal configuration.
13. RISE Indication (if installed)
This number, displayed in green, is the difference between the temperature at the IDG inlet and
that at the IDG outlet.
A320 Series
FIRE PROTECTION
26.20.1
Oct 16, 2017
Engine and APU
Detection
The engines and the APU each have a fire and overheat detection system consisting of:
• Two identical gas detection loops (A and B) mounted in parallel
• A Fire Detection Unit (FDU)
The fire detection loops consist of:
• Three or four (if installed) sensing elements for each engine, in the pylon nacelle,
in the engine core, and in the engine fan section
• One sensing element in the APU compartment
When a sensing element is subjected to heat, it sends a signal to the FDU. As soon as
loops A and B detect temperature at a preset level, the fire warning system is triggered.
A fault in one loop (break or loss of electrical supply) does not affect the warning system,
and the unaffected loop still protects the aircraft.
A320 Series
FIRE PROTECTION
26.20.2
Dec 29, 2017
Extinguishing
Engines:
Each engine has two extinguisher bottles equipped with electrically operated squibs to
discharge their contents. Each squib has a dual electric supply. The Flight Crew controls
the discharge from the ENG FIRE panel in the cockpit.
APU:
The APU has one fire extinguisher bottle, with two electrically-operated squibs to discharge
its agent. The Flight Crew controls the discharge of the fire extinguisher bottle from the
FIRE panel in the cockpit. When an APU fire is detected on the ground, the APU
automatically shuts down, and the extinguisher bottle discharges automatically.
Fire Warnings and Loop Cautions
Fire detection units process all the warnings and cautions originating in the sensing
elements:
The fire warning appears in case of:
• Both loops A and B send a fire signal, or
• One loop sends a fire signal and the other one is failed, or
• Breaks occur in both loops within 5 s of each other (flame effect), or
• A test is performed on the FIRE panel.
The loop-fault cautions appear if:
• One loop is failed, or
• Both loops are failed, or
• The FDU fails.
A320 Series
FIRE PROTECTION
26.20.3
Oct 16, 2017
Controls and Indicators
Overhead ENG FIRE Panel
ENG 1 (2) FIRE pb
This pushbutton's normal position is in, and guarded.
The Pilot pushes it to release it. It pops out, sending an electrical signal that performs the
following for the corresponding engine:
Silences the aural fire warning
Arms the fire extinguisher squibs
Closes the low-pressure fuel valve
Closes the hydraulic fire shut off valve
Closes the engine bleed valve
Closes the pack flow control valve
Cuts off the FADEC power supply
Deactivates the IDG
The red lights come on, regardless of the pushbutton's position, whenever the fire warning
for the corresponding engine is activated
A320 Series
FIRE PROTECTION
26.20.4
Oct 16, 2017
Overhead ENG FIRE Panel (continued)
AGENT 1 and AGENT 2 pb
Both of these buttons become active when the Flight Crew pops the ENG FIRE button for
their engine
A brief push on the button discharges the corresponding fire bottle
SQUIB lights up white when the Flight Crew pops the ENG FIRE button for its engine to
help the Flight Crew identify the AGENT pushbutton to be activated
DISCH lights up amber when its fire extinguisher bottle has lost pressure
ENG 1(2) FIRE TEST pb
This button permits the Flight Crew to test the operation of the fire detection and
extinguishing system. When the Flight Crew presses it:
• A continuous repetitive chime sounds
• The MASTER WARN lights flash
• ENG FIRE warning appears on ECAM
On the FIRE panel:
• The ENG FIRE pushbutton lights up red.
• The SQUIB lights come on white if discharge supplies are available.
• The DISCH lights come on amber.
On the ENG panel (pedestal):
• The FIRE lights come on red.
26.20.5
A320 Series
FIRE PROTECTION
Oct 16, 2017
Overhead APU FIRE Panel
APU FIRE pb sw
This pushbutton’s normal position is in and guarded
The Pilot pushes it to release it. It pops out, sending an electrical signal that performs the
following for the APU:
Shuts down the APU
Silences the aural warning
Arms the squib on the APU fire extinguisher
Closes the low-pressure fuel valve
Shuts off the APU fuel pump
Closes the APU bleed valve and X bleed valve and deactivates the APU generator
The red APU FIRE light comes when the APU fire warning is activated, regardless of the
position of the pushbutton
AGENT pb
This pushbutton becomes active when the Pilot pops the APU FIRE button.
The Flight Crew presses it briefly to discharge the fire bottle.
SQUIB lights up white when the Pilot pops the APU FIRE button.
DISCH lights up amber on when the fire extinguisher bottle has lost pressure.
Note: A red disk, which is outside at the rear of the fuselage, signals that the agent is
not discharged overboard due to bottle overpressure.
A320 Series
FIRE PROTECTION
26.20.6
Oct 16, 2017
Overhead APU FIRE Panel
APU FIRE TEST pb
This button permits the Flight Crew to test the operation of the fire detection and extinguishing
system for the APU. When the Flight Crew presses it:
• A continuous repetitive chime sounds
• The MASTER WARN lights flash
• APU FIRE warning appears on ECAM
On the APU FIRE panel:
• The APU FIRE pushbutton lights up red.
• The SQUIB light comes on white.
• The DISCH light comes on amber.
Note: The automatic shutdown of the APU on the ground will not occur while the Flight
Crew is performing this test.
Pedestal
1.
FIRE LT
This light identifies the engine to be shutdown because of fire. Light comes on red when an
engine fire warning is triggered.
A320 Series
FIRE PROTECTION
26.20.7
Aug 12, 2016
External Power Panel
When the aircraft is on the ground, an APU fire causes an additional external warning.
1.
APU FIRE LT
The red APU FIRE light comes on and an external warning horn sounds when the system
detects an APU fire.
The APU fire extinguisher discharges automatically three seconds after the appearance of the
fire warning.
The light goes out when the fire has been extinguished.
2.
APU SHUT OFF pb
This pushbutton is used for manual APU emergency shutdown if an emergency situation is
detected on the ground by the ground crew. When this pushbutton is pressed, the APU low
pressure fuel shutoff valve closes, and the ECB receives a signal that starts the shutdown
sequence. The shutdown sequence is the same as the APU automatic shutdown sequence,
except that there is no cooldown cycle. Pressing this pushbutton also silences the external
warning horn.
A320 Series
FIRE PROTECTION
26.20.8
Aug 12, 2016
Maintenance Panel
1.
TEST pb-sw
Tests the following APU circuits: Fire warning, auto extinguishing, and shutdown.
During the test sequence, the APU MASTER switch must be ON.
If all circuits are operating correctly, the OK light comes on.
Note: If the APU was running, it shuts down.
2.
RESET pb
Resets, the test circuit.
A320 Series
FIRE PROTECTION
26.30.2
Jan 15, 2010
Controls and Indicators
Overhead Panel
1.
GEN 1 LINE (See Chapter 24.10)
SMOKE LT:
2.
Comes on amber, along with a warning on ECAM, when smoke is
detected in the avionics ventilation duct.
BLOWER and EXTRACT pb sw (See Chapter 21.30)
FAULT LTS:
Both FAULT lights come on amber, along with a warning on ECAM,
when smoke is detected in the avionics ventilation duct.
A320 Series
FIRE PROTECTION
26.50.5
Mar 30, 2018
Overhead Panel (A319, A320; 601-606, 608-654, 901-905, A321)
1.
SMOKE light
This red light, and the associated ECAM warning, come on when the system detects
smoke in the indicated compartment. This light comes on, if:
- Both channels detect smoke, or
- One channel detects smoke and the other channel is faulty.
2.
DISCH pb
This button ignites the squib to discharge the extinguishing agent in the corresponding
compartment (FWD or AFT).
3.
DISCH light
Within 60 seconds after pressing the discharge pushbutton, this amber light comes
on, thereby indicating that the agent bottle has fully discharged.
4.
TEST pb
Pressing this button for at least 3 seconds, and until it is released:
- Tests the smoke detectors in sequence.
- Turns on the red smoke lights twice, and displays the ECAM warning.
- Turns on the amber DISCH light.
- Closes the ventilation system’s isolation valves (if installed).
A320 Series
FLIGHT CONTROLS
27.40.4
Jan 15, 2010
Glareshield
1.
SIDE STICK PRIORITY Lt
Red arrow light:
• comes on in front of the Pilot losing authority.
• goes out if he has recovered his authority
- If the other Pilot releases his TAKEOVER pushbutton prior the priority condition
is latched, or
- If he has used his takeover push button to cancel a latched priority situation.
Sidestick priority audio: A “PRIORITY LEFT” or “PRIORITY RIGHT” audio voice
message is given each time priority is taken.
Green CAPT and F/O lights:
• Both lights flash when the pilots move both sidesticks simultaneously and neither takes
priority.
• When a Pilot has taken priority by pressing the takeover pushbutton and the other Pilot's
sidestick is not at neutral, the light in front of the Pilot with priority lights up. It goes out when
the other Pilot returns his stick to the neutral position.
A320 Series
FLIGHT CONTROLS
27.40.5
Mar 31, 2017
Overhead Panels
1.
ELAC 1(2) pushbutton
Controls the Elevator and Aileron Computer (ELAC) 1(2).
ON:
ELAC 1(2) performs the following functions:
• Normal pitch and roll
• Alternate pitch
• Direct pitch and roll
• Abnormal attitude
• Aileron droop
• Load Alleviation Function (if installed)
• Acquisition of autopilot orders.
OFF:
The corresponding computer is not active. Switching it OFF, then ON, resets the
computer.
FAULT lt: Comes on amber, along with an ECAM caution:
• When a failure is detected
• During ELAC power-up test (eight seconds).
Note: The ELAC power-up test occurs when electrical power is turned on,
or after the occurrence of an electrical transient lasting longer than
25 milliseconds.
The FAULT light goes off, when the Pilot selects OFF, or at the end of the ELAC
power-up test if its results are satisfactory.
A320 Series
FLIGHT CONTROLS
2.
27.40.6
Mar 31, 2017
SEC 1(2)(3) pb
Controls the Spoiler and Elevator Computer (SEC) 1(2)(3).
ON:
SEC 1(2)(3) performs the following functions:
•
•
•
•
•
Normal roll (by controlling the spoilers)
Speedbrakes and ground spoilers
Alternate pitch (SEC 1 and SEC 2 only)
Direct pitch (SEC 1 and SEC 2 only)
Direct roll
• Alternate LAF (if installed)
• Abnormal attitude.
OFF:
FAULT lt:
3.
The corresponding computer is not active. Switching it OFF, then on, resets the
computer.
Comes on amber, along with an ECAM caution, when a failure is detected.
The FAULT light goes off, when the Pilot selects OFF.
FAC 1(2) pb
Controls the flight augmentation computer (FAC) 1(2).
ON:
Both FACs perform the following functions:
•
•
•
•
OFF:
FAULT lt:
Normal roll (coordinating turns and damping dutch roll)
Rudder trim
Rudder travel limit
Alternate yaw
The corresponding computer is not active. Switching it OFF and then ON resets
the computer.
Comes on amber, along with an ECAM caution, when a failure is detected.
The FAULT light goes out when the Pilot selects OFF.
A320 Series
FLIGHT CONTROLS
27.40.7
Jan 15, 2010
Sidestick Indications on PFD
On the ground, after the first engine start, sidestick position indications appear white on both
PFDs.
The indications disappear when the aircraft goes from the ground into flight.
27.40.8
A320 Series
FLIGHT CONTROLS
Aug 12, 2016
ECAM F/CTL Page
1.
Spoilers/Speedbrakes’ Indication
2.
Hydraulic System Pressure Indication
It is normally green. It becomes amber, if the hydraulic system's pressure decreases.
3.
ELAC/SEC Indication
ELAC and SEC labels are always displayed in white
The computer number is normally in green, and boxed in grey.
The number and box become amber, if the computer fails, or is switched OFF.
27.40.9
A320 Series
FLIGHT CONTROLS
Aug 12, 2016
ECAM F/CTL Page (continued)
4.
Aileron Position Indication
It is indicated with a white scale and green index. It changes to amber, when neither (green nor
blue) servojack is available.
5.
Aileron and Elevator Actuator Indication
“G” and “B” are normally displayed in green.
They become amber, in the case of a green or blue hydraulic system low pressure. The partial
box also changes to amber, if the associated computer or actuator fails.
6.
Elevator Position Indication
It is indicated with a white scale and green index. The index becomes amber, when both
associated actuators are not available.
7.
Pitch Trim Position Indication
The pitch trim numbers are in green. They become amber, if green and yellow hydraulic system
pressure decreases.
The “PITCH TRIM” legend is in white. It becomes amber, if the pitch trim jams.
8.
Yaw Control Indications
A:
B:
C:
Rudder position indication It is normally in green. The rudder symbol becomes
amber, if the blue, green, and yellow hydraulic pressures are low.
Rudder travel limiter. It is normally in green. It becomes amber when travel limiter
1 and 2 are faulty. Two TLU messages are displayed in amber when the TLU
indexes are suppressed.
Rudder trim position. It is normally in blue. It becomes amber, if the rudder trim
reset fails.
A320 Series
FLIGHT CONTROLS
ECAM WHEEL Page
1.
SPOILERS/SPEED BRAKES INDICATION
These indications are the same as those displayed on the FLT CTL page.
27.40.10
Aug 12, 2016
27.50.5
A320 Series
FLIGHT CONTROLS
Jan 15, 2010
Controls And Indicators
Pedestal
1.
FLAPS Lever
The FLAPS lever selects simultaneous operation of the slats and flaps.
The five lever positions correspond to the following surface positions
(A319, A320)
Position
SLATS
FLAPS
0
0
0
0
10
15
20
40
1
18
2
3
FULL
22
22
27
Indications
on ECAM
CRUISE
1
1+F
2
3
FULL
TAKEOFF
HOLD
APPR
LDG
(A321)
Position
SLATS
FLAPS
0
0
0
0
10
14
21
25
1
18
2
3
FULL
22
22
27
Indications
on ECAM
CRUISE
1
1+F
2
3
FULL
TAKEOFF
HOLD
APPR
LDG
Before selecting any position, the Pilot must pull the lever out of the detent. Balks at positions
1 and 3 prevent the Pilot from calling for excessive flap/slat travel with a single action.
Note:
The Pilot cannot select an intermediate lever position.
A320 Series
FLIGHT CONTROLS
27.50.6
Jan 15, 2010
Pedestal (continued)
Takeoff in Configuration 1:
1 + F (18°/10°) is selected. If the Pilot does not select configuration 0 after takeoff, the flaps
retract automatically at 210 knots.
Takeoff or Go-Around in Configuration 2 or 3:
If the Pilot selects configuration 1, he gets 1 + F (18°/10°) if airspeed is under 210 knots.
If the Pilot does not select configuration 0 after takeoff, the flaps retract automatically at 210
knots.
Configuration 0 to Configuration 1 in Flight:
Configuration 1 (18°/0°) is selected.
Note: After flap retraction, configuration 1 + F is no longer available until the airspeed is
100 knots or less, unless configuration. 2, 3, or FULL has been selected previously.
A320 Series
FLIGHT CONTROLS
27.50.7
Aug 12, 2016
ECAM Upper Display
1.
Position Indexes
These white points indicate that the slats and flaps are in a selectable position. They do not
appear, when the aircraft is in clean configuration.
2.
F and S
F and S normally appear in white. They become amber, if:
• Both relevant hydraulic systems fail, unless the aircraft is on ground with both engines
stopped.
• The wingtip brakes are on.
• There is a slats or flaps fault.
S (F) LOCKED legend, appears in amber, in association with an ECAM caution, when the
wingtip brakes are applied, or when the system detects a non-alignment between two flaps.
The A-LOCK legend pulses in cyan, when the slat alpha/speedlock function is active.
3.
Flaps/Slats' Actual Position
These green boxes indicate the actual flaps/slats position.
They become amber, if:
• Both relevant hydraulic systems fail, unless the aircraft is on ground with both engines
stopped.
• The wingtip brakes are on.
• There is a slats or flaps fault.
A320 Series
FLIGHT CONTROLS
27.50.8
Aug 12, 2016
ECAM Upper Display (continued)
4.
Selected Position
It is in blue, when the surfaces are in transit.
It disappears, when the selected position is reached.
5.
Flap Lever Position
The 0, 1 + F, 1, 2, 3 or FULL legend appears.
• It is green, when the slats and flaps are in the selected position. 0 is not displayed, when
the aircraft attains clean configuration.
• It becomes cyan, when the slats and flaps are in transit.
A320 Series
FUEL
28.20.1
Aug 12, 2016
Controls and Indicators
Overhead Panel (A319, A320; 601-628)
1.
L (R) TK PUMPS pb sw
On:
OFF;
FAULT lt:
2.
MODE SEL pb sw
AUTO:
MAN:
FAULT lt:
3.
Control of center tank pumps is automatic.
Pumps run at engine start for 2 minutes
Before or after engine start sequence, the pumps run if the slats are
retracted
Pumps stop automatically 5 minutes after center tank low level is reached
Flight Crew controls the center tank pumps manually with CTR TK PUMP
pushbutton switches.
Amber light comes on, and ECAM caution comes on, when:
The center tank has more than 550 lbs of fuel and the left or right wing tank
has less than 11000 lbs.
CTR TK PUMP 1 (2) pb sw
On:
OFF:
FAULT lt:
4.
Pump is on, but only fuel feeds, when the center tank pumps’ delivery pressure
drops below the threshold.
Pump is OFF and OFF button lights up white
Amber light comes on, and ECAM caution comes on, when the delivery pressure
drops. It does not come on when OFF is selected.
Pump runs if MAN mode is selected on MODE SEL pb
Pump is automatically controlled when AUTO mode is selected
Pump is OFF and OFF button lights up white
Amber light comes on, and ECAM caution comes on, when the pump is in
operation and the delivery pressure drops
X FEED pushbutton
Off:
ON:
OPEN lt:
The valve closes, and button does not light up.
The valve opens, and the ON button comes on white.
This green light comes on, when the valve is fully open.
A320 Series
FUEL
28.20.2
Aug 12, 2016
Overhead Panel (A320; 629-905)
1. L (R) TK PUMPS 1 (2) pb-sw
On:
OFF:
FAULT lt:
Pump is on
Pump is OFF, and the OFF button comes on white
Amber light and ECAM caution comes on when the delivery pressure drops. It
does not come on when OFF is selected
2. MODE SEL pb-sw
AUTO:
MAN:
FAULT lt:
Control of center tank transfer valves is automatic
- They open, if the associated inner tank is not full
- They stop automatically, 5 min after center tank low level is reached
Flight Crew manually controls the center tank transfer valves with the CTR TK
XFR pushbutton switches
Amber light comes on, and ECAM caution comes on when center tank has more
than 250 kgs (550 lbs) of fuel, and the left or right wing tank has less than 5,000
kgs (11,000 lbs), and the MODE SEL pb-sw is at AUTO.
3. CTR TK L(R) XFR pb-sw
On:
OFF:
FAULT lt:
The transfer valve opens, if MAN mode is selected on the MODE SEL pb-sw
The transfer valve is automatically controlled when AUTO mode is selected.
The transfer valve is closed
Amber light and associated ECAM caution comes on, if the associated wing tank
overflows.
4. X FEED pb-sw
OFF:
The valve closes and the pushbutton does not come on.
On:
OPEN light:
The valve opens and the ON pushbutton comes on in white.
This green light comes on when the valve is fully open.
A320 Series
FUEL
28.20.3
Dec 29, 2017
Overhead Panel (A321; 657-687)
1.
L (R) TK Pumps pushbuttons
ON:
Pump is on.
OFF:
Pump is OFF and OFF button comes on white.
FAULT light: Amber light and ECAM caution come on when the delivery pressure drops. It
does not come on when OFF is selected.
2.
MODE SEL pushbutton
AUTO:
Control of center tank transfer valves is automatic.
- They open if the associated wing tank is not full.
- They stop automatically 5 min after center tank low level is reached.
MAN:
Flight Crew manually controls the center tank transfer valves manually with CTR
TK XFR pushbuttons.
FAULT light: Amber light comes on and ECAM caution comes on when center tank has more
than 250 kg (550 lbs) of fuel and the left or right wing tank has less than 5,000 kg
(11,000 lbs) and the MODE SEL pushbutton is in AUTO.
3.
CTR TK L(R) XFR pushbutton
ON:
The transfer valve opens if MAN mode is selected on the MODE SEL
pushbutton. The transfer valve is automatically controlled when AUTO mode is
selected.
OFF:
The transfer valve is closed.
FAULT light: Amber light and associated ECAM caution come on if the associated wing tank
overflows.
4.
X FEED pushbutton
OFF:
The valve closes and the light does not come on.
ON:
The valve opens and the ON light comes on in white.
OPEN light: This green light comes on when the valve is fully open.
28.20.4
A320 Series
FUEL
Dec 29, 2017
Refueling Control Panel (A319, A320, A321; 657-687)
1.
FUEL QUANTITY indicator
The number shows the quantity of fuel in each tank.
2.
HI LVL light
This blue light comes on, when the system detects a high fuel level.
The corresponding refuel valve closes automatically.
3.
REFUEL VALVES selector (guarded in NORM)
NORM:
OPEN:
SHUT:
4.
Automatic refueling logic controls the refuel valves.
Valves open when the MODE SELECT switch is set to the REFUEL or DEFUEL
XFR position. Each refuel valve closes, when the system detects a high level in
the associated tank.
Valves close.
MODE SELECT sw (guarded at OFF)
OFF:
REFUEL:
Refuel system is de-energized. Refuel valves are closed.
Refuel valves operate in automatic or in manual mode depending on the position
of REFUEL/DEFUEL VALVES switches.
Refuel/Defuel transfer valve opens.
DEFUEL/
XFR
Refuel valve opens if the associated REFUEL VALVE selector is at OPEN.
A320 Series
FUEL
28.20.5
Dec 29, 2017
Refueling Control Panel (A319, A320, A321; 657-687) (continued)
5.
OPEN LT
This amber light comes on when the transfer valve is open.
6.
TEST sw
When this switch is pressed, the HI LVL lights come on if high level sensors and associated
circuits are serviceable.
Note: If tanks are full (HI LVL lights on) during this test, the HI LVL lights go out if high level
sensors and associated circuits are serviceable.
LTS:
Lights on panel and all 8's on FQI and preselector come on.
7.
PRESELECTED display
This display shows the preselected total fuel quantity in lb x 1000 (multiply by 1000 to get actual
amount).
8.
Preselector switch
Pressing the left or right side of the switch decreases or increases the preselected quantity.
9.
ACTUAL display
This display shows the total fuel on board.
10. END LT
This green light comes on steady when automatic refueling is completed.
It flashes green if refueling is aborted.
11. CKPT LT
Not used.
12. BATT POWER toggle switch (if installed)
ON:
NORM:
When the Flight Crew switches this ON momentarily and releases it, HOT BUS
1 supplies the FQI. After completion of the FQI tests (about 40 seconds), the fuel
quantity indications appear and refuel operation can be selected.
The electrical supply is automatically cut off:
After 10 minutes, if no refuel operation is selected, or
At the end of refueling.
The FQI is not supplied by batteries.
28.20.6
A320 Series
FUEL
Dec 29, 2017
ECAM Fuel Page (A319, A320; 601-619)
1.
2.
3.
Wing pump indications
Inline - Green:
Pump pressure is normal (pump contactor on).
“LO” - Amber:
Pump pressure is low (pump contactor on).
Crossline - Amber:
Pump contactor is off.
CTR tank pump indications
Inline - Green:
Pump pressure is normal (pump contactor on).
“LO” - Amber:
Pump pressure is low (pump contactor on).
Crossline - Green:
Pump contactor is off, and auto shut-off is required.
Crossline - Amber:
Pump contactor is off, and auto shut-off is not required.
LP valve (ENG) indications
Inline - Green:
The valve is open.
Inline - Amber:
The valve is open, with the ENG MASTER switch OFF.
Crossline - Amber:
The ENG valve is fully closed.
Transit - Amber:
The valve is in transit.
A320 Series
FUEL
28.20.7
Dec 29, 2017
ECAM Fuel Page (A319, A320; 601-619) (continued)
4.
5.
X feed indications
Inline - Green:
The valve is open.
Inline - Amber:
The valve is open, with X Feed pushbutton off.
Crossline - Green:
The valve is closed.
Crossline - Amber:
The valve is closed with X feed pushbutton ON.
Transit - Amber:
The valve is in transit.
Transfer valve indications
Outer to Inner Transfer
6.
APU Indications
7.
Fuel temperature indication
This appears, when its associated temperature sensor is wet. It is normally in
green.
An advisory only appears in phases 2 and 6, when the fuel temperature is:
• Above 45 °C for the inner cell, or 55 °C for the outer cell.
• Below -40 °C.
It becomes amber, and the ECAM displays a caution, if the temperature goes
above the high limit or below the low limit.
A320 Series
FUEL
28.20.8
Dec 29, 2017
ECAM Fuel Page (A319, A320; 601-619) (continued)
8.
Fuel quantity indication
• It is normally in green.
• An amber line appears across the last two digits, when the FQI is inaccurate.
Refer to COM, Supplementary Procedures, Fuel, FQI (Fuel Quantity
Indications) in Degraded Mode. The outer indication is boxed amber, if both
transfer valves fail to open when the inner is at low level.
• The center tank indication is boxed amber, if both center tank pumps are failed,
or are switched OFF.
• An advisory appears in flight phases 2 and 6, when the difference between the
fuel quantities in the two wings is greater than 1 500 kg (3 300 lb). The wing
inner and outer tank indications pulse with the highest fuel level.
• Units may either be in kg or lb, depending on the DMC pin program.
9.
Fuel On Board (FOB) indication
It is normally in green.
An amber line appears across the last two digits, when the FQI is inaccurate. Refer to COM,
Supplementary Procedures, Fuel, FQI (Fuel Quantity Indications) in Degraded Mode.
Units may either be in kg or lb, depending on the DMC pin program.
The indication is half-boxed in amber, if:
• Center tank pumps fail, or are switched OFF.
• Both transfer valves fail to open, when the inner tank is at low level.
A320 Series
FUEL
28.20.9
Dec 29, 2017
ECAM Fuel Page (A319, A320; 601-619) (continued)
10. Fuel Used indication
F.USED 1
3 100
• The engine identification number is in amber, when the engine is below idle. It
is in white, when it is at, or above, idle.
• The fuel used indication is green from flight phase 2, until electrical power is
cut off at the end of the flight. It is automatically reset, when the engine is
started on ground.
• Units may either be in kg or lb, depending on the DMC pin program.
11. Fuel Flow indication
The Total Fuel Flow is displayed in kg/mn.
Units may either be in kg or lb, depending on the DMC pin program.
• It is normally in green.
• It is replaced by an amber XX if there is no valid data.
A320 Series
FUEL
28.20.10
Dec 29, 2017
ECAM Fuel Page (A320; 620-628)
1.
2.
3.
Wing pump indications
Inline - Green:
Pump pressure is normal (pump contactor on).
“LO” - Amber:
Pump pressure is low (pump contactor on).
Crossline - Amber:
Pump contactor is off.
CTR tank pump indications
Inline - Green:
Pump pressure is normal (pump contactor on).
“LO” - Amber:
Pump pressure is low (pump contactor on).
Crossline - Green:
Pump contactor is off, and auto shut-off is required.
Crossline - Amber:
Pump contactor is off, and auto shut-off is not required.
LP valve (ENG) indications
Inline - Green:
The valve is open.
Inline - Amber:
The valve is open, with the ENG MASTER switch OFF.
Crossline - Amber:
The ENG valve is fully closed.
Transit - Amber:
The valve is in transit.
A320 Series
FUEL
28.20.11
Dec 29, 2017
ECAM Fuel Page (A320; 620-628) (continued)
4.
5.
X feed indications
Inline - Green:
The valve is open.
Inline - Amber:
The valve is open, with X Feed pushbutton off.
Crossline - Green:
The valve is closed.
Crossline - Amber:
The valve is closed with X feed pushbutton ON.
Transit - Amber:
The valve is in transit.
Transfer valve indications
Outer to Inner Transfer
6.
APU Indications
7.
Fuel temperature indication
This appears, when its associated temperature sensor is wet. It is normally in green.
An advisory only appears in phases 2 and 6, when the fuel temperature is:
• Above 45 °C for the inner cell, or 55 °C for the outer cell.
• Below -40 °C.
It becomes amber, and the ECAM displays a caution, if the temperature goes above the high
limit or below the low limit.
A320 Series
FUEL
28.20.12
Dec 29, 2017
ECAM Fuel Page (A320; 620-628) (continued)
8.
Fuel quantity indication
• It is normally in green.
• In the case of wing overflow, the associated inner tank quantity indication turns
amber.
• An amber line appears across the last two digits, when the FQI is inaccurate
(Refer to COM, Supplementary Procedures, Fuel, FQI [Fuel Quantity
Indications] in Degraded Mode).The outer indication is boxed amber, if both
transfer valves fail to open when the inner is at low level.
• The center tank indication is boxed amber, if both center tank pumps are failed,
or are switched OFF.
• An advisory appears in flight phases 2 and 6, when the difference between the
fuel quantities in the two wings is greater than 1 500 kg (3 300 lb). The wing
inner and outer tank indications pulse with the highest fuel level.
• Units may either be in kg or lb, depending on the DMC pin program.
9.
Fuel On Board (FOB) indication
It is normally in green.
An amber line appears across the last two digits, when the FQI is inaccurate (Refer to COM,
Supplementary Procedures, Fuel, FQI [Fuel Quantity Indications] in Degraded Mode).
Units may either be in kg or lb, depending on the DMC pin program.
The indication is half-boxed in amber, if:
• Center tank pumps fail, or are switched OFF.
• Both transfer valves fail to open, when the inner tank is at low level.
A320 Series
FUEL
28.20.13
Dec 29, 2017
ECAM Fuel Page (A320; 620-628) (continued)
10. Fuel Used indication
F.USED 1
3 100
• The engine identification number is in amber, when the engine is below idle. It
is in white, when it is at, or above, idle.
• The fuel used indication is green from flight phase 2, until electrical power is
cut off at the end of the flight. It is automatically reset, when the engine is
started on ground.
• Units may either be in kg or lb, depending on the DMC pin program.
11. Fuel Flow indication
The Total Fuel Flow is displayed in kg/mn.
Units may either be in kg or lb, depending on the DMC pin program.
• It is normally in green.
• It is replaced by an amber XX if there is no valid data.
A320 Series
FUEL
28.20.14
Dec 29, 2017
ECAM Fuel Page (A320; 629-905)
1.
2.
3.
Wing pump indications
Inline - Green:
Pump pressure is normal (pump contactor on).
“LO” - Amber:
Pump pressure is low (pump contactor on).
Crossline - Amber:
Pump contactor is off.
CTR tanks valves indications
Inline - Green:
Transfer valve is open.
Inline - Amber:
Transfer valve is open, although commanded closed in automatic
or manual mode.
Crossline - Green:
Transfer valve is closed.
Crossline - Amber:
Transfer valve is closed, although commanded Open in automatic
or manual mode.
LP valve (ENG) indications
Inline - Green:
The valve is open.
Inline - Amber:
The valve is open, with the ENG MASTER switch OFF.
Crossline - Amber:
The ENG valve is fully closed.
Transit - Amber:
The valve is in transit.
A320 Series
FUEL
Dec 29, 2017
ECAM Fuel Page (A320; 629-905) (continued)
4.
5.
X feed indications
Inline - Green:
The valve is open.
Inline - Amber:
The valve is open, with X Feed pushbutton off.
Crossline - Green:
The valve is closed.
Crossline - Amber:
The valve is closed with X feed pushbutton ON.
Transit - Amber:
The valve is in transit.
Transfer valve indications
Outer to Inner Transfer
Center to Inner Transfer
28.20.15
A320 Series
FUEL
28.20.16
Dec 29, 2017
ECAM Fuel Page (A320; 629-905) (continued)
6.
APU indications
7.
Fuel temperature indication
This appears when its associated temperature sensor is wet. It is normally in green.
An advisory only appears in phases 2 and 6, when the fuel temperature is:
• Above 45 °C for the inner cell, or 55 °C for the outer cell.
• Below -40 °C.
It becomes amber, and the ECAM displays a caution, if the temperature goes above the high
limit or below the low limit.
8.
Fuel quantity indication
• It is normally in green.
• An amber line appears across the last two digits, when the FQI is inaccurate.
Refer to COM, Supplementary Procedures, Fuel, FQI (Fuel Quantity
Indications) in Degraded Mode. In the case of wing overflow, the associated
inner tank quantity indication turns amber. The outer indication is boxed amber,
if both transfer valves fail to open when the inner is at low level.
• The center tank indication is boxed amber, if both center tank transfer valves
fail in the closed position.
• An advisory appears in flight phases 2 and 6, when the difference between the
fuel quantities in the two wings is greater than 1 500 kg (3 300 lb). The wing
inner and outer tank indications pulse with the highest fuel level.
• Units may either be in kg or lb, depending on the DMC pin program.
A320 Series
FUEL
28.20.17
Dec 29, 2017
ECAM Fuel Page (A320; 629-905) (continued)
9.
Fuel On Board (FOB) indication
It is normally in green.
An amber line appears across the last two digits, when the FQI is inaccurate. Refer to COM,
Supplementary Procedures, Fuel, FQI (Fuel Quantity Indications) in Degraded Mode.
The indication is half-boxed in amber, if:
- Both center tank transfer valves fail in close position.
- Both intercell transfer valves fail to open, when the inner tank is at low level.
Units may either be in kg or lb, depending on the DMC pin program.
10. Fuel Used indication
F.USED 1
3 100
- The engine identification number is in amber, when the engine is below idle. It is in white,
when it is at, or above, idle.
- The fuel used indication is green from flight phase 2, until electrical power is cut off at the
end of the flight. It is automatically reset, when the engine is started on ground.
- Units may either be in kg or lb, depending on the DMC pin program.
11. Fuel Flow indication
The Total Fuel Flow is displayed in kg/mn.
Units may either be in kg or lb, depending on the DMC pin program.
- It is normally in green.
- It is replaced by an amber XX if there is no valid data.
A320 Series
FUEL
28.20.18
Dec 29, 2017
ECAM Fuel Page (A321)
1.
2.
3.
Wing pump indications
Inline - Green:
Pump pressure is normal (pump contactor on).
“LO” - Amber:
Pump pressure is low (pump contactor on).
Crossline - Amber:
Pump contactor is off.
CTR tanks valves indications
Inline - Green:
Transfer valve is open.
Inline - Amber:
Transfer valve is open, although commanded closed in automatic
or manual mode.
Crossline - Green:
Transfer valve is closed.
Crossline - Amber:
Transfer valve is closed, although commanded Open in automatic
or manual mode.
LP valve (ENG) indications
Inline - Green:
The valve is open.
Inline - Amber:
The valve is open, with the ENG MASTER switch OFF.
Crossline - Amber:
The ENG valve is fully closed.
Transit - Amber:
The valve is in transit.
A320 Series
FUEL
28.20.19
Dec 29, 2017
ECAM Fuel Page (A321) (continued)
4.
5.
X feed indications
Inline - Green:
The valve is open.
Inline - Amber:
The valve is open, with X Feed pushbutton off.
Crossline - Green:
The valve is closed.
Crossline - Amber:
The valve is closed with X feed pushbutton ON.
Transit - Amber:
The valve is in transit
Transfer valve indications:
Center to Inner Transfer
6.
APU Indications
7.
Fuel temperature indication
• It is normally in green.
• It is advisory in phases 2 and 6 only, if the fuel temperature is above 45 °C or
below -40 °C.
• It becomes amber, and the ECAM displays a caution, if the temperature goes
above the high limit or below the low limit.
A320 Series
FUEL
28.20.20
Dec 29, 2017
ECAM Fuel Page (A321) (continued)
8.
Fuel quantity indication
= If installed
• It is normally in green.
• The wing tank indication turns amber, if a wing tank overflows.
• An amber line appears across the last two digits, when the FQI is inaccurate.
Refer to COM, Supplementary Procedures, Fuel, FQI (Fuel Quantity
Indications) in Degraded Mode.
• The center tank indication is boxed amber, if both transfer valves fail in the
closed position.
• An advisory appears in flight phases 2 and 6, when the difference between the
fuel quantities in the two wings is greater than 1 500 kg (3 300 lb). The
indication for the wing with the higher fuel level pulses.
• Units may either be in kg or lb, depending on the DMC pin program.
9.
Fuel On Board (FOB) indication
It is normally in green.
An amber line appears across the last two digits, when the FQI is inaccurate. Refer to
COM, Supplementary Procedures, Fuel, FQI (Fuel Quantity Indications) in Degraded
Mode.
The indication is half-boxed in amber, if both center tank transfer valves fail in close
position.
Units may either be in kg or lb, depending on the DMC pin program.
10. Fuel Used indication
• The engine identification number is in amber, when the engine is below idle. It
is in white, when it is at, or above, idle.
• The fuel used indication is green from flight phase 2, until electrical power is
cut off at the end of the flight. It is automatically reset, when the engine is
started on ground.
• Units may either be in kg or lb, depending on the DMC pin program.
28.20.21
A320 Series
FUEL
Dec 29, 2017
ECAM Fuel Page (A321) (continued)
11. ACT to center tank fuel transfer indication
Note: Spirit Airlines does not operate with Additional Center Tanks (ACTs)
It is normally green.
ACT quantity is displayed in a grey box.
This box becomes amber in case of a transfer fault.
ACT1 is indicated on the left and ACT2 is indicated on the right.
Units may either be in kg or lb, depending on the DMC pin program.
A triangle indicates that the ACT fuel transfer to the center tank has started:
▵ : Green, when the automatic transfer begins.
▴ : Fully green, when the manual transfer begins.
12. Fuel Flow indication
• It is normally in green.
• It is replaced by an amber XX if there is no valid data.
• Units may either be in kg or lb, depending on the DMC pin program.
A320 Series
FUEL
28.20.22
Dec 29, 2017
ECAM Upper Display (A319, A320; 601-628)
1.
Total fuel indication
A half amber box appears around FOB, when the displayed quantity is not all usable (intercell
transfer valve failure or loss of center tank pumps).
In case of degraded data, the last two significant digits are dashed (Refer to COM,
Supplementary Procedures, Fuel, FQI [Fuel Quantity Indications] in Degraded Mode).
Units may either be in kg or lb, depending on the DMC pin program.
2.
Memo indications: (green)
A320 Series
FUEL
28.20.23
Dec 29, 2017
ECAM Upper Display (A320; 629-905)
1.
Total fuel indication
A half amber box appears around FOB, when the displayed quantity is not all usable (intercell
transfer valve failure or both center tank transfer valves fail in the closed position).
In case of degraded data, the last two significant digits are dashed. Refer to COM,
Supplementary Procedures, Fuel, FQI (Fuel Quantity Indications) in Degraded Mode.
Units may either be in kg or lb, depending on the DMC pin program.
2.
Memo indications: (green)
A320 Series
FUEL
28.20.24
Dec 29, 2017
ECAM Upper Display (A321)
1.
Total fuel indication
An half amber box appears around FOB, when the displayed quantity is not all usable (both
center tank transfer valves fail in the closed position).
In case of degraded data, the last two significant digits are dashed. Refer to COM,
Supplementary Procedures, Fuel, FQI (Fuel Quantity Indications) in Degraded Mode.
Units may either be in kg or lb, depending on the DMC pin program.
2.
Memo indications: (green)
A320 Series
HYDRAULICS
29.20.1
Aug 12, 2016
Controls and Indicators
Overhead Panel
1.
ENG 1 (2) PUMP pb
On:
The pump pressurizes the system when the engine is running.
OFF:
The pump is depressurized. The generation of hydraulic power stops.
FAULT LT: This amber light comes on, and the ECAM caution appears, if:
The reservoir level is low
The reservoir overheats
The reservoir air pressure is low
The pump pressure is low (inhibited on the ground, when the engine is
stopped).
This light goes out, when the crew selects OFF, except during an overheat. The
light stays on as long as the overheat lasts
2.
BLUE ELEC PUMP pb (guarded)
AUTO:
If AC power is available, the electric pump operates:
In flight
On the ground, if one engine is running or if the crew has pressed the BLUE
PUMP OVRD pushbutton on the maintenance panel
OFF:
The pump is de-energized.
FAULT LT: This amber light comes on, and a caution appears on the ECAM, if:
The reservoir level is low
The reservoir overheats
The air pressure in the reservoir is low
The pump is delivering low pressure (inhibited on the ground, when the
engines are stopped)
The pump overheats
The light goes out, when the crew selects OFF, except during an overheat. The
light stays on as long as the overheat lasts
A320 Series
HYDRAULICS
29.20.2
Jan 15, 2010
Overhead Panel (continued)
3.
YELLOW ELEC PUMP pb sw (springloaded)
ON:
The electric pump is ON.
If the electrical power supply is removed, the pump will remain off when electrical
power is applied again.
Off:
The pump is off.
It comes on automatically when a crewman sets the lever of the cargo door
manual selector valve to OPEN or CLOSE. This inhibits the operation of other
yellow system functions (except alternate braking and engine 2 reverse).
FAULT LT: This amber light, accompanied by an ECAM caution, comes on if:
The reservoir level is low
Air pressure in the reservoir is low
The reservoir overheats
Pump pressure is low
The pump overheats
The light goes out when the crew selects OFF, except during an overheat. The
light stays on as long as the overheat lasts
4.
PTU pb sw
AUTO:
The bidirectional power transfer unit is armed and both the yellow and the green
electrohydraulic valves are open.
The power transfer unit runs automatically when the differential pressure
between the green and yellow systems is more than 500 PSI.
Note: The PTU is inhibited during the first engine start and automatically
tested during the second engine start.
OFF:
Both the green and the yellow PTU electrohydraulic valves close. Power transfer
stops.
FAULT LT: This amber light comes on, and a caution appears on the ECAM, if:
The green or the yellow reservoir overheats
The green or the yellow reservoir has low air pressure
The green or the yellow reservoir has a low fluid level.
The light goes out when the crew selects OFF, except during an overheat. The
light stays on as long as the overheat lasts
5.
RAT MAN ON pb
The Flight Crew may extend the RAT at any time by pressing the RAT MAN ON pushbutton.
Note: The RAT extends automatically if AC BUS 1 and AC BUS 2 are lost (refer to
Chapter 24.20).
A320 Series
HYDRAULICS
29.20.3
Aug 12, 2016
Maintenance Panel
1.
BLUE PUMP OVRD pb sw (guarded)
ON:
Off:
2.
The blue electric pump is on if the ELEC PUMP pushbutton switch on the HYD
panel is at AUTO.
The blue electric pump is off.
LEAK MEASUREMENT VALVES pb sw (guarded)
OFF:
On:
The corresponding electrohydraulic valve closes and shuts off hydraulic supply
to the primary flight controls.
The corresponding electrohydraulic valve opens to go back to normal hydraulic
supply.
A320 Series
HYDRAULICS
29.20.4
Aug 12, 2016
ECAM HYD Page
1.
Reservoir quantity
This indication is green unless the fluid level gets below the warning level, in which case it
becomes amber.
2.
Reservoir LO AIR PRESS
This appears in amber, and a caution appears on ECAM, if the air pressure for the indicated
reservoir drops below normal.
29.20.5
A320 Series
HYDRAULICS
Aug 12, 2016
ECAM HYD Page (continued)
3.
Reservoir OVHT
This appears in amber, and a caution appears on ECAM, if the temperature of returning
hydraulic fluid temperature at the inlet to its reservoir is above normal.
4.
FIRE VALVE
Cross line Amber:
The valve is fully closed
In line Green:
The valve is not fully closed
5.
OVHT
6.
RAT
This appears in amber if the electric pump for that system (blue or yellow) overheats.
7.
RAT
;White
The RAT is stowed
RAT
:Green
The RAT is not stowed
RAT
:Amber
Pressure for stowing the RAT has been applied, or the RAT pump
is not available
ELEC
This legend, normally white, becomes amber if the associated power supply fails.
8.
9.
Yellow ELEC PUMP control
White
The electric pump is off
Green
The electric pump is ON
Amber
The electric pump is ON and the yellow system has low pressure
PTU control
1. Green:
Amber:
The power transfer unit (PTU) pushbutton switch is in AUTO and
the PTU is not transferring pressure
The PTU pushbutton switch is OFF
2. Green:
The PTU is supplying the green hydraulic system
3. Green:
The PTU is supplying the yellow hydraulic system
A320 Series
HYDRAULICS
29.20.6
Aug 12, 2016
ECAM HYD Page (continued)
10. ENG PUMP control and low pressure indication
In line (Green):
The pushbutton switch for the designated PUMP is on and
hydraulic pressure is normal
Cross line (Amber):
The pushbutton switch for the designated PUMP is OFF
LO (amber):
The pushbutton switch for the designated PUMP is on and
hydraulic pressure is low
11. System label
YELLOW
▲
pressure > 1 450 PSI
white
green
pressure < 1 450 PSI
amber
amber
12. System pressure
This legend, normally green, becomes amber when system pressure is below 1450 psi.
13. PUMP
This legend, normally white, becomes amber when N2 is below idle.
A320 Series
ICE AND RAIN PROTECTION
30.20.2
Mar 30, 2018
Controls and Indicators
Overhead Panel
1.
WING ANTI ICE pb sw
This switch controls the wing anti-ice system on the left and right sides simultaneously.
ON:
It illuminates blue.
(A319, A320; 601-654, A321) WING A. ICE appears on the ECAM MEMO page.
(A320; 901-905) WING A. ICE appears on the ECAM MEMO page, and WAI
appears on the Engine Warning Display when the thrust levers are in the TOGA
or FLX/MCT detent.
Wing anti-ice control valves open if a pneumatic supply is available.
On the ground the wing anti-icing control valves open for 30 seconds only (test
sequence).
Off:
ON light goes off.
Wing anti-icing control valves close.
FAULT:
Amber light comes on, and caution appears on ECAM, if:
The position of the anti-icing control valve is not the required position, or
Low pressure is detected.
Note: The amber FAULT light comes on briefly as the valves transit.
A320 Series
ICE AND RAIN PROTECTION
30.30.3
Mar 30, 2018
Controls and Indicators
Overhead Panel
1.
ENG 1 (2) pb sw
ON:
Off:
FAULT:
Light comes on blue.
(A319, A320; 601-654, A321) ECAM MEMO displays “ENG A. ICE.”
(A320; 901-905) ECAM MEMO displays “ENG A. ICE” and NAI appears on the
Engine Warning Display when the thrust levers are in the TOGA or FLX/MCT
detent.
Engine anti-ice valve opens if bleed air is available from the engine.
(A319, A320; 601-654, A321) Continuous ignition is selected when the valve is
opened and the ENG ANTI ICE pushbutton switch is selected ON. This makes
the IGNITION memo appear on the ECAM.
ON light goes out.
Engine anti-ice valve closes.
Amber light comes on, and caution message appears on ECAM, if the position
of the anti-icing valve disagrees with the ENG 1 (2) pushbutton selection.
Note: The amber FAULT light comes on briefly as valve transits.
(A320; 901-905)
Associated with one of the following ECAM alerts:
• ANTI ICE ENG 1(2) VALVE CLSD (Refer to COM Abnormal/Emergency Ice
and Rain Protection)
• ANTI ICE ENG 1(2) VALVE OPEN (Refer to COM Abnormal/Emergency Ice
and Rain Protection)
• ANTI ICE ENG 1(2) CTL FAULT (Refer to COM Abnormal/Emergency Ice
and Rain Protection)
• ANTI ICE ENG 1(2) OVER PRESS (Refer to COM Abnormal/Emergency Ice
and Rain Protection)
A320 Series
ICE AND RAIN PROTECTION
30.50.2
Aug 12, 2016
Controls and Indicators
Overhead Panel
1.
PROBE/WINDOW HEAT pb
AUTO:
ON:
Probes/Windows are heated automatically:
In flight or
On the ground (except TAT probes) provided one engine is running.
Probes and windows are heated permanently. Light comes on blue.
A320 Series
ICE AND RAIN PROTECTION
30.60.2
Aug 12, 2016
Controls and Indicators
Overhead Panel
1.
WIPER rotary selector
Each rotary selector controls its wiper at low, high, or intermittent sweeping (If Installed). When
turned off, the wiper stops out of view.
2.
RAIN RPLNT pushbuttons (if installed)
Each of these buttons controls the application of rain repellent fluid to the corresponding side
of the front windshield.
When the Flight Crew pushes the button, the timer applies a measured quantity of rain repellent
to the windshield. To repeat the cycle, the Flight Crew must push the button again.
This function is inhibited when the aircraft is on the ground and the engines are stopped.
A320 Series
Landing Gear
32.10.18
Aug 12, 2016
Controls and Indicators
Landing Gear Indicator Panel
This panel is connected to LGCIU1, which receives signals from proximity detectors.
UNLK:
Light comes on red if the gear is not locked in the selected position
: Light comes on green if the gear is locked down
Note: This panel is connected to the LGCIU1 only, therefore, the lights
on the LDG GEAR indicator panel come on as long as the
LGCIU1 is electrically supplied. If one UNLK indication remains
on, the landing gear position can be confirmed using the WHEEL
SD page (information from LGCIU 1 & 2). Only one green triangle
on each landing gear is sufficient to confirm that the landing gear
is downlocked.
A320 Series
Landing Gear
32.30.8
Aug 12, 2016
Controls and Indicators
Center Instrument Pedestal
1.
A/SKID & N/W STRG switch
ON:
If green hydraulic pressure is available, then antiskid is available.
If green hydraulic pressure is lost, then:
Yellow hydraulic pressure automatically takes over to supply the
brakes
Antiskid and nosewheel steering remain available
The triple indicator shows yellow system brake pressure.
OFF:
The yellow hydraulic system supplies pressure to the brakes.
Antiskid is deactivated. The Pilot must refer to the triple indicator to limit
brake pressure and avoid locking a wheel.
Nosewheel steering is lost.
Differential braking remains available through the pedals.
The triple indicator displays yellow system brake pressure.
A320 Series
LIGHTS
33.10.3
Aug 12, 2016
Controls and Indicators
Overhead Panel
1.
OVHD INTEG LT knob
This knob turns the integral lighting for the overhead panel on and off and adjusts its brightness
2.
ICE IND & STBY COMPASS sw
This switch turns the integral lighting for the standby compass and the external ice detector light
on and off
3.
DOME sw
The DOME sw controls both dome lights.
The DOME sw can have one of the two following configurations:
:
BRT:
DIM:
OFF:
Both dome lights are on and bright.
Both dome lights are on and dim.
Both dome lights are off.
33.30.5
A320 Series
LIGHTS
Dec 29, 2017
Controls and Indicators
Overhead Panel
1.
EMER EXIT LT sel
The selector has three detent positions.
ON:
Overhead emergency lights, EXIT signs and proximity marking system come on.
OFF:
Above lights are off.
ARM:
Exit markers come on when the normal aircraft electrical power or DC SHED
ESS BUS is lost. The overhead emergency lighting comes on if:
• Normal aircraft electrical power system fails, or
• DC SHED ESS BUS fails, or
• AC BUS 1 fails.
Exit signs come on if:
• Normal aircraft electrical power system fails, or
• DC SHED ESS BUS fails.
Note: The LIGHT EMER pushbutton on the purser's panel can turn on the emergency
lighting independently of the positions of this selector switch.
2.
EMER EXIT LT-OFF lt
This light comes on amber when the EMER EXIT LT selector is selected OFF.
3.
LIGHT EMER pb
When pressed, this button performs the same function as the EMER EXIT LT switch when it is
ON.
A320 Series
LIGHTS
33.40.1
Mar 31, 2017
Signs
Controls and Indicators
Overhead Panel
The switches described below are installed on the SIGNS panel on the overhead panel.
The cabin signs consist of the following:
• A SEAT BELTS sw, and
• A NO SMOKING sw (if installed), or
• An EXIT sw (if installed), or
• A NO PORTABLE ELEC DEVICE sw (if installed).
The SEAT BELTS sw activates the FASTEN SEAT BELT and RETURN TO YOUR SEAT
signs.
The NO SMOKING sw (if installed) or EXIT sw (if installed) activate the EXIT and NO
SMOKING signs. The NO PORTABLE ELEC DEVICE sw (if installed) activates the EXIT
and NO MOBILE signs.
A low tone chime sounds (depending on CIDS/CAM programming) each time a sign goes
on or off.
A320 Series
LIGHTS
33.40.2
Mar 31, 2017
Overhead Panel (continued)
Each switch has 3 positions:
ON:
Signs are on in the cabin.
AUTO (if installed):
Signs are on in the cabin when either landing gear is extended or
flaps/slats are extended (position 1, 2, 3, or FULL).
OFF:
Signs are off in the cabin.
Note:
1. If the cabin altitude goes above 11 300 ft (± 350 ft), the cabin lights (depending
on CIDS/CAM programming) and all the cabin signs, except the NO
PORTABLE ELEC DEVICE signs (if installed) come on regardless of switches
position.
2. For NON SMOKER configuration (if installed), the NO SMOKING signs are
always on.
Memo Display
When the corresponding signs are on, the ECAM displays in green the SEAT BELTS
message, the NO SMOKING message, or the NO PED, depending on aircraft
customization.
A320 Series
NAVIGATION
34.10.6
Dec 29, 2017
Overhead Panel (A319; 502-534) (continued)
2.
3.
IR 1 (2) (3) LT
FAULT:
Comes on amber associated with an ECAM caution when a fault affects the
respective IR.
Steady: The respective IR is lost.
Flashing: The attitude and heading information may be recovered in ATT mode.
ALIGN:
Steady: The respective IR is operating normally in align mode.
Flashing If: IR alignment fault, no present position entry after 10 min, or
difference between position at shutdown and entered position exceeds 1° of
latitude or longitude.
Extinguished: Alignment has been completed.
ON BAT LT
4.
Comes on amber when one or more IRs is supplied only by the aircraft battery. It also comes
on for a few sec at the beginning of a complete alignment.
Note: If, when the aircraft is on the ground, at least one ADIRU is supplied by aircraft
batteries:
- An external horn sounds
- The ADIRU and AVNCS light comes on amber on the EXTERNAL POWER panel.
DATA Selector Knob
5.
6.
This knob selects the information to be displayed in the ADIRS display window.
TEST:
The ENT and CLR buttons on the keyboard come on, and the display shows all
8's.
TK/GS:
The display shows true track and ground speed.
PPOS:
The display shows present latitude and longitude
WIND:
The display shows true wind direction and speed.
HDG:
The display shows true heading and the minutes remaining until alignment is
completed.
STS:
The display shows an action code.
SYS Selector Knob
OFF:
The CDU display is not energized. ADIRS are still energized if the associated IR
mode rotary selectors are not at OFF.
1.2.3:
System selected for data display.
Display
The display presents the data selected by the DATA selector.
A keyboard entry overrides the selected display.
A320 Series
NAVIGATION
34.10.6
Dec 29, 2017
Overhead Panel (A319; 502-534) (continued)
2.
3.
IR 1 (2) (3) LT
FAULT:
Comes on amber associated with an ECAM caution when a fault affects the
respective IR.
Steady: The respective IR is lost.
Flashing: The attitude and heading information may be recovered in ATT mode.
ALIGN:
Steady: The respective IR is operating normally in align mode.
Flashing If: IR alignment fault, no present position entry after 10 min, or
difference between position at shutdown and entered position exceeds 1° of
latitude or longitude.
Extinguished: Alignment has been completed.
ON BAT LT
4.
Comes on amber when one or more IRs is supplied only by the aircraft battery. It also comes
on for a few sec at the beginning of a complete alignment.
Note: If, when the aircraft is on the ground, at least one ADIRU is supplied by aircraft
batteries:
- An external horn sounds
- The ADIRU and AVNCS light comes on amber on the EXTERNAL POWER panel.
DATA Selector Knob
5.
6.
This knob selects the information to be displayed in the ADIRS display window.
TEST:
The ENT and CLR buttons on the keyboard come on, and the display shows all
8's.
TK/GS:
The display shows true track and ground speed.
PPOS:
The display shows present latitude and longitude
WIND:
The display shows true wind direction and speed.
HDG:
The display shows true heading and the minutes remaining until alignment is
completed.
STS:
The display shows an action code.
SYS Selector Knob
OFF:
The CDU display is not energized. ADIRS are still energized if the associated IR
mode rotary selectors are not at OFF.
1.2.3:
System selected for data display.
Display
The display presents the data selected by the DATA selector.
A keyboard entry overrides the selected display.
A320 Series
NAVIGATION
34.10.7
Dec 29, 2017
Overhead Panel (A319; 502-534) (continued)
7.
8.
Keyboard
The Flight Crew can use the keyboard to enter the present position, or the heading in ATT
mode, into the selected system.
Letter keys:
Used to enter N, S, E, or W for position, or entering H (if installed) for heading
(ATT mode).
Number keys: Used to enter the present position (or the present magnetic heading in ATT
mode).
CLR key:
The integral cue light comes on after an entry operation, if the data has an
unreasonable value.
Pressing this key clears the data display, that has been keyed in but
not yet entered.
ENT Key:
The integral cue light comes on when a Crew Member has keyed in a
number for N, S, W, E or H (if installed).
Pressing the key enters data into the ADIRS.
ADR 1 (2) (3) pb (momentary action)
OFF:
Air data output disconnected.
FAULT:
This amber light comes on with an ECAM caution, if a fault is detected in the
air data reference part.
A320 Series
NAVIGATION
34.10.7
Dec 29, 2017
Overhead Panel (A319; 502-534) (continued)
7.
8.
Keyboard
The Flight Crew can use the keyboard to enter the present position, or the heading in ATT
mode, into the selected system.
Letter keys:
Used to enter N, S, E, or W for position, or entering H (if installed) for heading
(ATT mode).
Number keys: Used to enter the present position (or the present magnetic heading in ATT
mode).
CLR key:
The integral cue light comes on after an entry operation, if the data has an
unreasonable value.
Pressing this key clears the data display, that has been keyed in but
not yet entered.
ENT Key:
The integral cue light comes on when a Crew Member has keyed in a
number for N, S, W, E or H (if installed).
Pressing the key enters data into the ADIRS.
ADR 1 (2) (3) pb (momentary action)
OFF:
Air data output disconnected.
FAULT:
This amber light comes on with an ECAM caution, if a fault is detected in the
air data reference part.
A320 Series
NAVIGATION
34.10.8
Oct 16, 2017
Overhead Panel (A319; 535, 536, A320, A321; 657-687)
1.
ADR 1 (2) (3) pb-sw
OFF:
Air data output disconnected.
FAULT light:
This amber light comes on with an ECAM caution, if a fault is detected in the
air data reference part.
2.
IR 1 (2) (3) pb-sw
OFF:
FAULT lt:
3.
Inertial data output disconnected
This amber light comes on with an ECAM caution when a fault affects the
respective IR.
Steady: The respective IR is lost.
Flashing: The attitude and heading information may be recovered in ATT mode.
IR 1(2)(3) Mode Rotary selector:
OFF:
NAV:
ATT:
The ADIRU is not energized. ADR and IR data are not available.
Normal mode of operation. Supplies full inertial data to aircraft systems.
IR mode supplies only attitude and heading information if the system loses its
ability to navigate.
The heading must be entered through the MCDU and has to be reset frequently
(about every 10 minutes).
A320 Series
NAVIGATION
34.10.8
Oct 16, 2017
Overhead Panel (A319; 535, 536, A320, A321; 657-687)
1.
ADR 1 (2) (3) pb-sw
OFF:
Air data output disconnected.
FAULT light:
This amber light comes on with an ECAM caution, if a fault is detected in the
air data reference part.
2.
IR 1 (2) (3) pb-sw
OFF:
FAULT lt:
3.
Inertial data output disconnected
This amber light comes on with an ECAM caution when a fault affects the
respective IR.
Steady: The respective IR is lost.
Flashing: The attitude and heading information may be recovered in ATT mode.
IR 1(2)(3) Mode Rotary selector:
OFF:
NAV:
ATT:
The ADIRU is not energized. ADR and IR data are not available.
Normal mode of operation. Supplies full inertial data to aircraft systems.
IR mode supplies only attitude and heading information if the system loses its
ability to navigate.
The heading must be entered through the MCDU and has to be reset frequently
(about every 10 minutes).
A320 Series
NAVIGATION
34.10.9
Oct 16, 2017
Overhead Panel (A319; 535, 536; A320, A321; 657-687) (continued)
4.
ON BAT LT
The ON BAT light comes on in amber when the aircraft battery supplies at least one IR. The ON
BAT light also comes on for a few seconds at the beginning of a complete IRS alignment. The
light does not come on in the case of a fast alignment.
Note: When the aircraft is on ground and if at least one ADIRU is supplied by aircraft
batteries:
- An external horn sounds
- The ADIRU and AVNCS light comes on amber on the EXTERNAL POWER
panel.
Pedestal
1.
ATT HDG and AIR DATA sel
NORM:
ADIRU 1 supplies data to PFD 1, ND 1, DDRMI (if installed) and VOR/DME.
ADIRU 2 supplies data to PFD 2, and ND2.
CAPT 3:
ADR 3 or IR 3 replaces ADR 1 or IR 1.
F/O 3:
ADR 3 or IR 3 replaces ADR 2 or IR 2.
A320 Series
NAVIGATION
34.10.9
Oct 16, 2017
Overhead Panel (A319; 535, 536; A320, A321; 657-687) (continued)
4.
ON BAT LT
The ON BAT light comes on in amber when the aircraft battery supplies at least one IR. The ON
BAT light also comes on for a few seconds at the beginning of a complete IRS alignment. The
light does not come on in the case of a fast alignment.
Note: When the aircraft is on ground and if at least one ADIRU is supplied by aircraft
batteries:
- An external horn sounds
- The ADIRU and AVNCS light comes on amber on the EXTERNAL POWER
panel.
Pedestal
1.
ATT HDG and AIR DATA sel
NORM:
ADIRU 1 supplies data to PFD 1, ND 1, DDRMI (if installed) and VOR/DME.
ADIRU 2 supplies data to PFD 2, and ND2.
CAPT 3:
ADR 3 or IR 3 replaces ADR 1 or IR 1.
F/O 3:
ADR 3 or IR 3 replaces ADR 2 or IR 2.
A320 Series
NAVIGATION
34.70.11
Oct 16, 2017
Controls and Indicators
Overhead Panel
1.
2.
3.
4.
5.
SYS pb
OFF:
FAULT lt:
All basic GPWS alerts (Mode 1 to 5) are inhibited.
This amber light comes on, along with an ECAM caution, if the basic GPWS
modes 1 to 5 malfunction.
Note: If ILS 1 fails, only mode 5 is inhibited. Consequently, the FAULT
light does not come on and the GPWS FAULT warning is not
triggered.
G / S MODE pb
OFF:
Glideslope mode (mode 5) is inhibited.
FLAP MODE pb
OFF:
Flap mode (“TOO LOW FLAPS” mode 4) is inhibited.
(To avoid nuisance warning in case of landing with flaps setting reduced).
LDG FLAP 3 pb
ON:
Flap mode is inhibited when FLAPS CONF 3 is selected (to avoid nuisance
warning in case of landing in CONF 3). In this case, LDG MEMO displays FLAPS
... 3 instead of CONF ... FULL.
TERR pb
OFF:
Inhibits the Terrain Awareness Display (TAD) and Terrain Clearance Floor (TCF)
modes, and does not affect the basic GPWS mode 1 to 5. If OFF is selected the
ECAM caution NAV GPWS TERR DET FAULT is displayed.
FAULT lt: This amber light comes on, along with an ECAM caution, if the TAD or TCF mode
fails. The terrain is not shown on the ND. The basic GPWS mode 1 to mode 5
are still operative if the SYS pushbutton OFF or FAULT lights are not illuminated.
A320 Series
OXYGEN
35.20.6
Aug 12, 2016
Mask Stowage
Controls and Indicators
Overhead Panel
1.
CREW SUPPLY pushbutton
This pushbutton controls the solenoid valve.
On:
The valve is open, and supplies low pressure oxygen to the masks (normal
position in flight).
OFF:
The valve is closed, and the white light comes on.
A320 Series
OXYGEN
35.30.3
Aug 02, 2017
Controls and Indicators
Overhead Panel
1. PASSENGER SYS ON It
This light comes on in white, when the control for the oxygen mask
doors is activated, and it remains on until the TMR RESET pushbutton
is pressed (see maintenance panel, below).
2. MASK MAN ON pb
The guard keeps this button in the AUTO position.
AUTO: The mask doors open automatically when the cabin altitude
exceeds 14,000 ft.
Pressed: The mask doors open.
A320 Series
PNEUMATIC
36.20.1
Mar 30, 2018
Controls and Indicators
Overhead Panel (A319, A320; 601-654, A321)
1.
ENG 1 and ENG 2 BLEED pb sw
On:
Bleed valve opens if:
Upstream pressure is above 8 psi
APU BLEED pushbutton switch is off or APU bleed valve is closed
There is no onside wing or pylon leak, and no overpressure or
overtemperature has been detected
The ENG FIRE pushbutton has not been popped out
The engine start valve is closed
FAULT LT: This amber light comes on, and an ECAM caution appears, if:
There is an overpressure downstream of the bleed valve
There is a bleed air overheat
There is a wing or engine leak on the related side
The bleed valve is not closed during engine start
The bleed valve is not closed with APU bleed ON
lt goes out when the ENG BLEED pushbutton switch is OFF if the fault has
disappeared
OFF:
The bleed valve and HP valve close. The white OFF light comes on
2.
APU BLEED pb sw
ON:
The APU valve opens if N > 95 % and there is no leak in the APU or in the left
side bleed (If there is a leak on the right side, the x-bleed valve closes.)
The blue ON light comes on
OFF:
The APU valve closes
FAULT LT: This amber light comes on, and an ECAM caution appears, when the system
detects an APU leak
A320 Series
PNEUMATIC
36.20.2
Mar 31, 2017
Overhead Panel (continued)
3.
X-BLEED selector sw
AUTO:
OPEN:
CLOSE:
The crossbleed valve is open if the APU bleed valve is open
The crossbleed valve is closed if the APU bleed valve is closed or, in case of a
wing, pylon, or APU leak (except during engine start)
The crossbleed valve is open
The crossbleed valve is closed
Overhead Panel (A320; 901-905)
1.
ENG 1 and ENG 2 BLEED pb sw
On: Bleed valve opens if:
Upstream pressure is above 15 psi.
APU BLEED pb-sw is off or APU bleed valve is closed.
There is no onside wing or pylon leak, and no overpressure or
overtemperature has been detected.
The ENG FIRE pb has not been popped out.
The engine start valve is closed.
At least one bleed consumer (Pack or WAI) is ON on the same side or at
least one bleed consumer is ON on the opposite side with the crossbleed
valve is open.
A320 Series
PNEUMATIC
36.20.3
Mar 31, 2017
Overhead Panel (A320; 901-905)(continued)
FAULT LT: This amber light comes on, and an ECAM caution appears, if:
There is an overpressure downstream of the bleed valve.
There is a bleed air overheat.
There is a wing or engine leak on the related side.
The bleed valve is not closed during engine start.
The bleed valve is not closed with APU bleed ON.
HP valve failed open on ground.
Single BTS failure on ground or BTS disagree on ground.
Dual BTS failure in flight or on ground
Fan Duct burst detected by the FADEC (LEAP-1A engines only).
lt goes out when the ENG BLEED pushbutton switch is OFF if the fault has
disappeared
OFF: The bleed valve and HP valve close. The white OFF light comes on.
2.
APU BLEED pb sw
ON:
The APU valve opens if N > 95 % and there is no leak in the APU or in the left
side bleed. (If there is a leak on the right side, the x-bleed valve closes.)
The blue ON light comes on.
Off:
The APU valve closes.
FAULT light: This amber light comes on, and an ECAM caution appears, when the system
detects an APU leak.
3.
X-BLEED selector sw
AUTO: The crossbleed valve is open if the APU bleed valve is open.
The crossbleed valve is closed if the APU bleed valve is closed or, in case of a
wing, pylon, or APU leak (except during engine start).
OPEN: The crossbleed valve is open.
SHUT: The crossbleed valve is closed.
36.20.4
A320 Series
PNEUMATIC
Dec 29, 2017
ECAM BLEED Page (A319, A320; 601-619)
1.
2.
HP VALVES
Crossline - Green:
HP valve normally fully closed
In line - Green:
HP valve not fully closed
Crossline - Amber:
HP valve not in commanded (closed) position
ENGINE BLEED VALVES
In line - Green:
BLEED valve normally open
Crossline - Green:
BLEED valve normally fully closed
In line - Amber:
BLEED valve not in commanded (open) position
Crossline - Amber:
BLEED valve not in commanded (closed) position
A320 Series
PNEUMATIC
36.20.5
Dec 29, 2017
ECAM BLEED Page (A319, A320; 601-619) (continued)
3.
ENGINE BLEED INDICATIONS
A: Precooler inlet pressure
It is normally in green.
It becomes amber, if under 4 psi, or if overpressure is detected by the BMC
(threshold between 57 and 60 psi)
B: Precooler outlet temperature
It is normally in green.
It becomes amber, if the BMC detects an overheat or low temperature.
Overheat: Temperature exceeds:
290° C for more than 5 seconds, or
270° C for more than 15 seconds, or
257° C for more than 55 seconds
Low temperature is detected, if the temperature is lower than 150° C.
Note: When the engines are at idle and depending on the ambient temperature, the
precooler outlet temperature may be below 150° C (displayed amber).
4.
APU BLEED VALVE
Crossline – Green:
In line – Green:
Crossline – Amber:
5.
The APU valve is not fully open, and the APU master switch is ON.
The APU valve is fully open, and the APU master switch is ON.
The APU valve is fully closed, the APU master switch is ON, and the
APU bleed switch is ON for more than 10 seconds.
CROSSBLEED VALVE
Crossline – Green:
In line – Green:
Crossline – Amber:
In line – Amber:
Transit– Amber:
The crossbleed valve is normally closed.
The crossbleed valve is normally open.
The crossbleed valve is not in the commanded (closed) position.
The crossbleed valve is not in the commanded (open) position.
The crossbleed valve is in transit.
36.20.6
A320 Series
PNEUMATIC
Mar 30, 2018
ECAM BLEED Page
6.
GND HP ground connection indication
On ground, it is displayed in green.
7.
ANTI ICE indication
It is displayed in white, when the WING pushbutton on the ANTI-ICE panel is ON.
8.
Arrow
It is normally not displayed, when the corresponding valve is closed.
It is normally displayed in green, when the corresponding valve is open.
It becomes amber, when the:
Valve is open and air pressure is low or high, or
Valve is open on ground for more than 10 seconds.
9.
Engine identification (1-2)
It is normally in white
It becomes amber, when engine N2 is below idle
ECAM Bleed Page (A320; 620-654, 901-905, A321; 657-687)
36.20.7
A320 Series
PNEUMATIC
Mar 30, 2018
ECAM Bleed Page (A320; 620-654, 901-905, A321;657-687) (continued)
1.
HP VALVES
Crossline – Green:
In line – Green:
Crossline – Amber:
2.
ENGINE BLEED VALVES
In line – Green:
Crossline – Green:
In line – Amber:
Crossline – Amber:
3.
HP valve normally fully closed
HP valve not fully closed
HP valve not in commanded (closed) position
BLEED valve normally open
BLEED valve normally fully closed
BLEED valve not in commanded (open) position
BLEED valve not in commanded (closed) position
ENGINE BLEED INDICATIONS
a.
Precooler inlet pressure
It is normally in green.
It becomes amber, if under 4 PSI, or if overpressure is detected by the BMC
(threshold between 57 and 60 PSI).
b.
Precooler outlet temperature
It is normally in green.
It becomes amber, if the BMC detects an overheat or low temperature.
Overheat: Temperature exceeds:
290°C for more than 5 s, or
270°C for more than 15 s, or
257°C for more than 55s
Low temperature is detected, if the temperature is lower than 150°C.
Note: When the engines are at idle, and depending on the ambient temperature, the
precooler outlet temperature may be below 150°C (displayed amber).
A320 Series
PNEUMATIC
36.20.8
Mar 30, 2018
ECAM Bleed Page (A320; 620-654, 901-905, A321;657-687) (continued)
4.
APU BLEED VALVE
Crossline – Green:
In line – Green:
Crossline – Amber:
5.
CROSSBLEED VALVE
Crossline – Green:
In line – Green:
Crossline – Amber:
In line – Amber:
Transit – Amber:
6.
The APU valve is not fully open, and the APU master switch is ON.
The APU valve is fully open, and the APU master switch is ON.
The APU valve is fully closed, the APU master switch is ON, and
the APU bleed switch is ON for more than 10 s.
The crossbleed valve is normally closed.
The crossbleed valve is normally open.
The crossbleed valve is not in the commanded (closed) position.
The crossbleed valve is not in the commanded (open) position.
The crossbleed valve is in transit.
GND HP GROUND CONNECTION INDICATION
: Displayed in white when the aircraft is on ground.
7.
ANTI ICE INDICATION
It is displayed in white, when the WING pushbutton on the ANTI-ICE panel is ON.
8.
ARROW
: It is normally not displayed, when the corresponding valve is closed.
It is normally displayed in green, when the corresponding valve is open.
It becomes amber, when the:
Valve is open and air pressure is low or high, or
Valve is open on ground for more than 10 s.
9.
ENGINE IDENTIFICATION (1-2)
It is normally in white.
It becomes amber, when engine N2 is below idle.
A320 Series
APU
49.20.1
Aug 12, 2016
Controls and Indicators
Overhead Panel
1.
MASTER SW pb sw
This switch controls the electric power supply for the operation of the APU and its protective
features. It also controls the starting and shutdown sequences.
ON:
The blue light comes on.
Electric power goes to the APU system; the ECB performs a power-up test.
The APU air intake flap opens.
The APU fuel isolation valve opens.
If no fuel tank pump is running, the APU fuel pump operates.
If the aircraft has ground power or main generator power, the APU page appears
on the ECAM display.
OFF:
Manual shutdown sequence.
The ON light on the MASTER SW pushbutton switch and the AVAIL light on the
START pushbutton go out.
If the aircraft was using APU bleed air, the APU keeps running for a cooling
period of 60 to 120 s.
At 7 % the air inlet flap closes.
49.20.2
A320 Series
APU
Mar 31, 2017
Overhead Panel (continued)
FAULT LT: Depending on version of the ECB, this amber light comes on, and a caution
appears on ECAM, when an automatic APU shutdown occurs, which can happen
in case of:
Fire (on ground only)
Air inlet flap closed
Overspeed
No acceleration
Slow start
EGT over temperature
No flame
Reverse Flow
Low oil pressure
High Oil Temperature
DC power lost (BAT OFF when aircraft on batteries only)
Overcurrent
Sensor failure
IGV failure
ECB Failure
No speed
Under speed
Loss of over speed
protection
Oil system shutdown
Inlet overheat
Clogged Oil Filter
Loss of EGT thermocouples
Note:
2.
In the case of an automatic, non-emergency shutdown, the air inlet flap closes 15
min after the APU speed is lower than 7%. If an automatic, non-emergency
shutdown happens on ground, the 15 min countdown starts after liftoff.
START pb sw
ON:
AVAIL It:
Blue ON light comes on.
When the flap is completely open, the APU starter is energized.
1.5 seconds after the starter is energized, the ignition is turned ON.
(APS 3200 Hamilton Standards APU) When N = 55 %. The APU starter is deenergized. The ignition is turned off.
(Honeywell 131-9 APU) When N=60 %. The APU Starter is de-energized. The
ignition is turned off.
2 seconds after N reached 95 %, or when N is above 99.5 %:
- The ON light on the START pushbutton goes out.
- The APU may now supply bleed air and electrical power to the aircraft
systems.
10 seconds later, the APU page disappears from the ECAM display.
This green light comes on when N is above 99.5 % or 2 seconds after N reaches
95 %.
A320 Series
APU
External Power Panel
49.20.3
Jan 15, 2010
A320 Series
APU
49.20.4
Mar 31, 2017
ECAM APU Page
1.
AVAIL
Displayed in green when APU N is above 99.5 %, or 2 seconds after N is above 95 %.
2.
3.
APU Bleed Valve Position
In line - Green:
The APU Bleed Air Valve is not closed
Crossline - Green:
The APU Bleed Air Valve is closed
Crossline - Amber:
The APU Bleed Air valve is closed and the APU bleed is ON
XX - Amber
The APU BLEED pb status is unavailable
APU Bleed Air Pressure
This box displays the relative bleed air pressure in green. It shows an amber XX when the
ADIRS1 or the ADIRS2 is not available or selected OFF, or the data from the ECB are invalid
or not transmitted.
4.
APU GEN Line Contactor Indication
Displayed in green, when the APU GEN line contactor is closed.
5.
APU GEN Parameters
Identical to the APU GEN parameters on the ELEC page.
6.
FUEL LO PR
Displayed in amber, if APU fuel pressure gets low.
7.
FLAP OPEN
Displayed in green when APU air intake flap is fully open.
Advisory, if the flap is not fully closed 3 minutes after the MASTER sw has been turned OFF.
49.20.5
A320 Series
APU
Mar 31, 2017
ECAM APU Page (continued)
8.
APU N
Displays APU speed in green.
Becomes amber when N ≥ 102 %.
Becomes red when N ≥ 107 %.
9.
APU EGT
- Displays APU EGT in green.
- Becomes amber when EGT ≥ EGT MAX -33 °C.
- Becomes red when EGT ≥ EGT MAX (automatic shutdown begins).
Note: ECB calculates EGT MAX and transmits it to the ECAM. It is a function of N
during start, and a function of ambient temperature when the APU is running.
APS 3200 Hamilton Standards APU
Maximum EGT during start: 982 °C.
Maximum EGT with APU running:
- 682 °C during at least 5 s.
- or, 700 °C to 742 °C depending on the ambient temperature.
Honeywell 131-9 APU
Maximum EGT during start: 1,120 °C (above 35,000 ft).
Maximum EGT during start: 1,090 °C (below 35,000 ft).
Maximum EGT with APU running: 675 °C
A320 Series
POWER PLANT
70.90.1
Mar 30, 2018
Controls And Indicators
Overhead Panel
ENG MAN START PANEL (A319, A320; 601-654, A321)
ENG MAN START PANEL (A320; 901-905)
ENG MAN START pb-sw
Off:
Aborts the manual start sequence of the associated engine, when
the ENG MODE selector is set to IGN/START and the ENG
MASTER lever is set to OFF, or
Stops the dry crank process of the associated engine, when the
ENG MODE selector is set to CRANK and the ENG MASTER lever
is set to OFF.
ON (in blue):
Initiates the manual start sequence of the associated engine, when
the ENG MODE selector is set to IGN/START, or
Initiates the wet crank process of the associated engine, when the
ENG MODE selector is set to CRANK and the ENG MASTER lever
is set to ON, or
Initiates the dry crank process of the associated engine, when the
ENG MODE selector is set to CRANK and the ENG MASTER lever
is set to OFF.
A320 Series
POWER PLANT
70.90.2
Mar 30, 2018
Overhead Panel (continued)
ENG N1 MODE PANEL (A319, A320; 601-654, A321)
ENG N1 MODE pb sw
Off:
The FADEC controls the engine in EPR mode, if available.
ON (in blue):
The FADEC controls the engine N1 mode.
ENG DUAL COOLING PANEL (A320; 905)
ENG DUAL COOLING pb-sw
Off:
The dual cooling is not armed.
If dual cooling is in progress, the FADEC stops
the automatic dry cranking on the engine that is
not commanded to start.
A320 Series
POWER PLANT
70.90.3
Mar 31, 2017
ENG DUAL COOLING PANEL (A320; 905) (Continued)
ON (in blue):
Arms the dual cooling function.
If required, the FADEC can command an
automatic dry cranking of both engines
simultaneously, when the Flight Crew initiates
the automatic start of the first engine.
Pedestal
ENG MODE SELECTOR AND ENG MASTER LEVERS
ENG MODE START selector
NORM:
Normal mode of operation.
IGN/START:
Use the IGN/START position to:
• Initiate the automatic or manual start sequences of the
associated engine, when the ENG MASTER lever is set to
OFF, or
• Initiate the ignitors in flight as required.
CRANK:
Use the CRANK position to:
• Initiate the dry crank process of the associated engine,
when the ENGMASTER lever and the ENG MAN START
pb-sw are set to OFF.
• Initiate the wet crank process of the associated engine for
maintenance purpose, when the ENG MASTER lever, and
the ENG MAN START pb-sw are set to ON.
A320 Series
POWER PLANT
70.90.4
Mar 31, 2017
Pedestal (continued)
ENG MASTER lever
Also called ENG MASTER sw.
ON:
The FADEC:
• Initiates the automatic start sequence of the associated
engine, when the ENG START selector is set to IGN/
START, or
• Initiates the manual start sequence of the associated
engine, when the ENG START selector is set to IGN/
START and the ENG MAN START pb-sw is set to ON.
OFF:
The FADEC:
• Shuts down the associated engine, or
• Aborts the start sequence of the associated engine.
ENG 1(2) FIRE light
FIRE light:
A fire is detected in the corresponding engine (refer to
Chapter 26 Fire Protection).
ENG 1(2) FAULT light
FAULT light:
This amber light comes on, and a caution appears on
ECAM if:
- the position of the HP fuel shutoff valve is abnormal, or
- the automatics start sequence of the associated engine
aborts, or
- there is a malfunction of the thrust control.
A320 Series
POWER PLANT
70.90.5
Aug 12, 2016
Thrust Levers
The Flight Crew uses the thrust levers in order to:
• Adjust the thrust, or
• Select a thrust stop or detent, or
• Control the deployment and the stowage of the associated reversers, or
• Adjust the associated reverse thrust.
The Flight Crew can move each thrust lever individually. The position of the thrust levers
appears on the E/WD, via a blue circle on the thrust gauge.
The Flight Crew can move each thrust lever forward the Idle (0) stop, when the associated
thrust reverser lever is set to the locked position.
The Flight Crew can move each thrust lever backward the Idle (0) stop, when the
associated thrust reverser lever is in the unlocked position.
A320 Series
POWER PLANT
70.90.6
Mar 31, 2017
Thrust Levers (continued)
THRUST DETENTS AND STOPS
There are two stops and four detents:
• The Idle (0) stop,
• The Climb (CL) detent,
• The Maximum Continuous Thrust (MCT)/Flexible Take Off (FLX) detent,
• The Takeoff (TO)/Go-Around (GA) detent,
• The Rev Idle (R or REV) detent,
• The Rev Max (F or FULL) stop.
THRUST REVERSER LEVERS
The Flight Crew uses the thrust reverser levers in order to unlock the associated thrust
lever.
The Flight Crew can move each thrust reverser lever upward to the unlocked position,
when the associated thrust lever is set to the Idle (0) stop.
The thrust reverser levers are automatically reset to the locked position, when the Flight
Crew moves the thrust levers forward the Idle (0) stop.
A/THR Instinctive Disconnect pb
Pressing the A/THR instinctive disconnect pb disconnects the A/THR. For more information
about A/THR instinctive disconnect pb, refer to chapter 22.
A320 Series
POWER PLANT
70.90.7
Mar 31, 2017
Maintenance Panel
ENG FADEC GND PWR PANEL
ENG FADEC GND PWR PB-SW
Off:
The electrical network of the aircraft or the FADEC alternator
automatically supplies the FADEC.
ON:
On ground, when pressed the electrical network of the aircraft
supplies the FADEC when:
• The ENG FIRE pb-sw is not pressed,
• The FADEC alternator does not supply the FADEC.
A320 Series
POWER PLANT
70.90.8
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321)
Engine/Warning Display
A FLOOR INDICATOR
The alpha floor protection is active. For more information, refer to Chapter 22.
THRUST RATING MODE AND THRUST LIMIT VALUE
Indicates the thrust limit value and the associated thrust rating mode based on:
• The position of the thrust levers,
• Aircraft on ground or in flight,
• The engine status, i.e., running or not running,
• The data entered in the T.O and CLB panels of the FMS ACTIVE/PERF page.
A320 Series
POWER PLANT
70.90.9
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321) (continued)
THRUST RATING MODE
The thrust rating modes are:
• TOGA:
Takeoff or go-around (TOGA) thrust rating mode is selected.
• MCT:
Maximum Continuous Thrust (MCT) rating mode is selected.
• CLB:
Climb (CLB) thrust rating mode is selected.
• FLX:
Flexible (FLX) takeoff thrust rating mode is selected.
• DCLB:
Derated Climb (DCLB, If Installed) thrust rating mode is selected.
• D04:
Derated Takeoff (If Installed) thrust rating mode is selected.
There are several levels of derated takeoff: D04, D08, D12, D16,
D20...
• GA SOFT:
Go-around Soft (GA SOFT, If Installed) thrust rating mode is
selected.
• MREV:
Maximum Reverse (MREV) thrust rating mode is selected.
THRUST LIMIT VALUE
EPR value:
Indicates the EPR limit value associated with the thrust rating mode,
when at least one engine operates in EPR mode.
N1 value:
Indicates the N1 limit value associated with the thrust rating mode,
when both engines operate in N1 mode.
The N1 MODE indication appears.
The thrust limit value disappears when the thrust reversers are selected.
FLEX TEMPERATURE
Cyan:
Indicates the flexible temperature that the Flight Crew entered in the
T.O panel of the FMS PERF page, when the FLX rating mode is
selected
Dashes in cyan:
Indicates that the Static Air Temperature is above the flexible
temperature.
IDLE INDICATION
Both engines are at idle speed, and the aircraft is in flight. Pulses during 10 s, and then
remains steady.
A320 Series
POWER PLANT
70.90.10
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321) (continued)
AVAIL INDICATION (If Installed)
The engine is started, and at or above idle.
On ground, appears steady during 10 s after a successful start. In flight, pulses during
1 min after a successful relight.
The AVAIL Indication (If Installed) disappears when the Flight Crew moves the thrust lever
forward the idle detent.
REV INDICATION
REV in green:
On ground, the thrust reverser system is fully deployed.
REV in amber:
The thrust reverser system is unlocked.
In flight, the REV indication pulses during 9 s and then remains steady.
A320 Series
POWER PLANT
70.90.11
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321) (continued)
EGT INDICATOR
CURRENT EGT
Green:
The current EGT is in normal range.
The scale goes from 0 °C to 800 °C
Amber:
The current EGT exceeds the EGT amber limit.
Red:
The current EGT exceeds the EGT red limit.
A320 Series
POWER PLANT
70.90.12
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321) (continued)
EGT Limit
The amber line indicates the maximum EGT (i.e., the EGT limit).
The maximum EGT is:
• 635 °C, during the engine start sequence on ground, or
• 610 °C, in all other cases.
The EGT limit does not appear:
• When a takeoff or a go-around mode is selected, or
• When the thrust reversers are selected, or
• If the alpha floor protection is activated.
• (A319, A320; 601-654) During the engine start sequence on the ground.
EGT EXCEEDANCE
The EGT exceedance is the highest value that the EGT reached.
The EGT exceedance appears when:
• The current EGT exceeds the EGT red limit, or
• The EGT exceeded the EGT red limit.
The red mark no longer appears at the next engine start sequence on ground, or after a
maintenance action.
EGT RED LINE
(A319, A320; 601-654)The EGT red line appears between the EGT red limit and the end
of the scale. The EGT red limit is 635 °C.
(A321; 657-687) The EGT red line appears between the EGT red limit and the end of the
scale. The EGT red limit is 650 °C.
A320 Series
POWER PLANT
70.90.13
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321) (continued)
EPR INDICATOR
CURRENT EPR
Green:
The current EPR is valid and the engine operates in EPR mode.
XX in amber:
The Current EPR is not valid, or the engine operates in N1 mode.
The EPR scale appears in amber.
The EPR needle and the box around current the EPR value disappear.
EPR TREND
The green triangle indicates the direction of the EPR trend, when the A/THR mode is
active.
EPR COMMAND
Indicates the EPR target, when the A/THR mode is active.
TRANSIENT EPR
The four green arcs indicate the difference between the EPR command and the current
EPR, when the A/THR is active.
THRUST LEVER POSITION
The blue circle indicates the position of the thrust lever.
In manual mode, the blue circle corresponds to the EPR value reached after the
stabilization of the engine parameters.
The thrust lever position disappears when the thrust reversers are selected.
A320 Series
POWER PLANT
70.90.14
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321) (continued)
EPR LIMIT
The amber mark indicates the EPR limit.
This corresponds to the maximum EPR value when the thrust levers are in TO/GA detent.
The amber mark disappears when the thrust reversers are selected.
N1 INDICATOR
CURRENT N1
Green:
The current N1 is in normal range.
The box around current N1 appears, when the engine operates in N1
mode.
Amber:
The current N1 exceeds the N1 limit.
Red:
The current N1 exceeds the N1 red limit.
N1 red limit is 100 %.
Dashed:
The accuracy of the N1 measurement is degraded.
Two amber dashes appear over the last digit.
THRUST LEVER POSITION
The blue circle indicates the position of the thrust lever, when the engine operates in N1
mode.
In manual mode, the blue circle corresponds to the N1 value reached after the stabilization
of the engine parameters. The thrust lever position disappears when the thrust reversers
are selected.
N1 LIMIT
The amber mark indicates the N1 limit. This corresponds to the maximum N1 value when
the thrust levers are in TO/GA detent and the engine operates in rated N1 mode. The N1
limit disappears when the thrust reversers are selected.
A320 Series
POWER PLANT
70.90.15
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321) (continued)
N1 EXCEEDANCE
The N1 exceedance is the highest value that the N1 reached.
The N1 exceedance appears when the current N1 exceeds the N1 red limit.
The N1 exceedance remains even if the N1 value decreases below the N1 red limit.
The red mark no longer appears at the next engine start sequence on ground, or after a
maintenance action.
N1 RED LINE
The N1 red line appears between the N1 red limit and the end of the scale.
The N1 red limit is 100 %.
N2
In a grey box:
The engine start sequence or the crank process is in progress.
Green:
N2 is in normal range.
Red:
N2 exceeds the N2 red limit.
N2 red limit is 100 %.
A red cross appears. The red cross no longer appears at the next
engine start sequence on ground, or after a maintenance action.
Dashed:
The accuracy of the N2 measurement is degraded.
Two amber dashes appear over the last digit.
FUEL FLOW
Green:
Note:
The fuel flow is normal.
If the system detects a discrepancy between the N1, N2, EGT and fuel flow
values on the FADEC-DMC bus and the corresponding displayed values, an
amber CHECK appears underneath the affected parameter.
THRUST BUMP (If Installed) INDICATION
Green:
Indicates that the thrust bump is engaged.
Amber:
When on the ground, indicates that the thrust bump is selected but not
engaged.
Cyan:
When on the ground, Indicates that the thrust bump is selected.
MEMO DISPLAY
IGNITION:
This memo appears in green when continuous ignition is activated on
either engine.
A320 Series
POWER PLANT
70.90.16
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321) (continued)
ENG SD PAGE
FUEL USED INDICATION
Green:
Indicates the fuel used by each engine.
This value automatically resets on ground, at the next engine start.
Appears in multiples of 20 lb.
Dashed:
The value accuracy is degraded.
Two amber dashes appear over all five digits.
This occurs when the Fuel Flow is not valid in flight, for more than 1
min.
FUEL FILTER CLOG INDICATION
Indicates that the pressure loss across the fuel filter is excessive.
A320 Series
POWER PLANT
70.90.17
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321) (continued)
OIL QUANTITY
Green:
The oil quantity is in normal range.
The scale goes from 0 to 27.5 QT.
Pulses green:
The oil quantity goes below the oil advisory limit (5 QT), that
corresponds to the amber mark.
The needle and the oil quantity value pulse green.
The indication pulses, when oil quantity goes below 5.25 QT, and
remains pulsing as long as oil quantity is below 6.75 QT.
OIL PRESSURE
Green:
The oil pressure is in normal range.
The scale goes from 0 to 400 PSI.
Pulses green:
The oil pressure is above the advisory limit.
The advisory limit is 390 PSI.
The oil pressure stops pulsing, when oil pressure goes below 385 PSI.
Amber:
The oil pressure is in amber range.
The amber range is between 60 and 80 PSI.
Red:
The oil pressure is in the red range.
The red range is between 0 and 60 PSI.
OIL TEMPERATURE
Green:
The oil temperature is in normal range.
Pulses green:
The oil temperature is between 155 °C and 165 °C for less than 15
min.
Amber:
The oil temperature is:
• Between 155 °C and 165 °C for more than 15 min, or
• Above 165 °C, or
• Below -10 °C.
OIL FILTER CLOG INDICATION
Indicates that the pressure loss across the main scavenge oil filter is excessive.
N1, N2 VIBRATIONS
Green:
The vibration of the LP (HP) rotor is in normal range.
Pulses green:
The level of LP (HP) rotor vibration is excessive.
A320 Series
POWER PLANT
70.90.18
Mar 30, 2018
Engine Display (A319, A320; 601-654, A321) (continued)
STARTING SEQUENCE INDICATION
IGNITION INDICATION
:
The igniter A (B) is used for the engine start sequence.
:
Both igniters A and B are used for the engine start sequence or
continuous ignition.
START VALVE
:
:
The engine start valve is fully closed.
The engine start valve is fully open.
STARTER INLET PRESSURE
Green:
The starter inlet pressure is normal.
Amber:
The starter inlet pressure is either:
• Abnormally high, or
• Abnormally low (below 21 PSI, when N2 is above 10 % and the
starter valve is not closed).
NACELLE TEMPERATURE INDICATION
The nacelle temperature indication appears when the nacelle temperature of at least one
engine goes above the advisory limit if not during the start sequence.
Green:
The nacelle temperature is normal.
Pulses green:
The nacelle temperature goes above the advisory limit.
The advisory limit is 320 °C.
A320 Series
POWER PLANT
70.90.19
Mar 31, 2017
Engine Display (A320; 901-903)
Engine Display (A320; 904-905)
A FLOOR INDICATION
The alpha floor protection is active. For more information, refer to Chapter 22.
THRUST RATING MODE AND THRUST LIMIT VALUE
Indicates the thrust limit value and the associated thrust rating mode based on:
• The position of the thrust levers,
A320 Series
POWER PLANT
70.90.20
Mar 31, 2017
Engine Display (A320; 901-905) (continued)
• Aircraft on ground or in flight,
• The engine status, i.e., running or not running,
• The data entered in the T.O and CLB panels of the FMS ACTIVE/PERF page.
THRUST RATING MODE
The thrust rating modes are:
• TOGA:
Takeoff or go-around (TOGA) thrust rating mode is selected.
• MCT:
Maximum Continuous Thrust (MCT) rating mode is selected.
• CLB:
Climb (CLB) thrust rating mode is selected.
• FLX:
Flexible (FLX) takeoff thrust rating mode is selected.
• DCLB:
Derated Climb (DCLB, If Installed) thrust rating mode is selected.
• D04:
Derated Takeoff (If Installed) thrust rating mode is selected.
There are several levels of derated takeoff: D04, D08, D12, D16,
D20...
• GA SOFT:
Go-around Soft (GA SOFT, If Installed) thrust rating mode is
selected.
• MREV:
Maximum Reverse (MREV) thrust rating mode is selected.
THRUST LIMIT VALUE
N1 value:
Indicates the N1 limit value associated with the thrust rating mode. The
thrust limit value disappears when the thrust reversers are selected.
FLEX TEMPERATURE
Cyan:
Indicates the flexible temperature that the Flight Crew entered in the
T.O panel of the FMS PERF page, when the FLX rating mode is
selected, and the Static Air Temperature is at most 10 °C above the
flexible temperature.
BLEED AIR CONFIGURATION
PACKS:
The engine bleeds supply the air conditioning packs.
NAI:
The engine nacelle anti-ice is on.
WAI:
The wing anti-ice is on.
A320 Series
POWER PLANT
70.90.21
Mar 31, 2017
Engine Display (A320; 901-905) (continued)
All indications can appear independently.
They appear:
• On ground, with at least one engine is running
• During takeoff or go-around phase, until thrust lever reduction to the CL detent
• In flight, when thrust rating mode is MCT.
IDLE INDICATION
Both engines are at idle speed, and the aircraft is in flight. Pulses during 10 s, and then
remains steady.
AVAIL INDICATION (If Installed)
The engine is started, and at or above idle.
On ground, appears steady during 10 s after a successful start. In flight, pulses during
1 min after a successful relight.
The AVAIL Indication (If Installed) disappears when the Flight Crew moves the thrust lever
forward the idle detent.
REV INDICATION
REV in green:
On ground, the thrust reverser system is fully deployed.
REV in amber:
The thrust reverser system is unlocked.
In flight, the REV indication pulses during 9 s and then remains steady.
EGT INDICATOR
CURRENT EGT
Green:
The current EGT is in normal range.
The scale goes from 0 °C to 1 200 °C.
Amber:
The current EGT exceeds the EGT amber limit.
Red:
The current EGT exceeds the EGT red limit.
A320 Series
POWER PLANT
70.90.22
Mar 31, 2017
Engine Display (A320; 901-905) (continued)
EGT LIMIT
The amber line indicates the maximum EGT (i.e., the EGT limit).
The maximum EGT is:
• 1 018 °C, during the engine start sequence on ground, or
• 1 043 °C, in all other cases.
The EGT limit does not appear:
• When a takeoff or a go-around mode is selected, or
• When the thrust reversers are selected, or
• If the alpha floor protection is activated.
EGT EXCEEDANCE
The EGT exceedance is the highest value that the EGT reached.
The EGT exceedance appears when:
• The current EGT exceeds the EGT red limit, or
• The EGT exceeded the EGT red limit.
The red mark no longer appears at the next engine start sequence on ground, or after a
maintenance action.
EGT RED LINE
The EGT red line appears between the EGT red limit and the end of the scale. The EGT
red limit is 1 083 °C.
N1 INDICATOR
CURRENT N1
Green:
The current N1 is in normal range.
Amber:
The current N1 exceeds the N1 limit.
Red:
The current N1 exceeds the N1 red limit.
N1 red limit is 100 %.
A320 Series
POWER PLANT
70.90.23
Mar 31, 2017
Engine Display (A320; 901-905) (continued)
Dashed:
The accuracy of the N1 measurement is degraded.
Two amber dashes appear over the last digit.
N1 TREND
The green triangle indicates the direction of the N1 trend, when the A/THR mode is active.
N1 COMMAND
Indicates the N1 target, when the A/THR mode is active.
TRANSIENT N1
The four green arcs indicate the difference between the N1 command and the current N1,
when the A/THR is active.
THRUST LEVER POSITION
The blue circle indicates the position of the thrust lever.
In manual mode, the blue circle corresponds to the N1 value reached after the stabilization
of the engine parameters.
N1 LIMIT
The amber mark indicates the N1 limit.
This corresponds to the maximum N1 value when the thrust levers are in TO/GA detent.
N1 EXCEEDANCE
The N1 exceedance is the highest value that the N1 reached.
The N1 exceedance appears when the current N1 exceeds the N1 red limit.
The N1 exceedance remains even if the N1 value decreases below the N1 red limit.
The red mark no longer appears at the next engine start sequence on ground, or after a
maintenance action.
N1 RED LINE
The N1 red line appears between the N1 red limit and the end of the scale.
The N1 red limit is 100 %.
N2
In a gray box:
The engine start sequence or the crank process is in progress.
Green:
N2 is in normal range.
Red:
N2 exceeds the N2 red limit.
N2 red limit is 100 %.
A red cross appears. The red cross no longer appears at the next
engine start sequence on ground, or after a maintenance action.
A320 Series
POWER PLANT
70.90.24
Mar 31, 2017
Engine Display (A320; 901-905) (continued)
Dashed:
The accuracy of the N2 measurement is degraded.
Two amber dashes appear over the last digit.
FUEL FLOW
Green:
Note:
The fuel flow is normal.
If the system detects a discrepancy between the N1, N2, EGT and fuel flow
values on the FADEC-DMC bus and the corresponding displayed values,
an amber CHECK appears underneath the affected parameter.
A320 Series
POWER PLANT
70.90.25
Oct 16, 2017
Engine Display (A320; 901-905) (continued)
COOLING INDICATION
The green COOLING indication is displayed when an automatic dry crank is required to
cool the engine before it starts. The timer indicates the time of the automatic dry crank
before the engine start. The COOLING indication can be displayed for automatic and
manual start.
MEMO DISPLAY
IGNITION:
This memo appears in green when continuous ignition is activated on
either engine.
A320 Series
POWER PLANT
70.90.26
Mar 31, 2017
Engine Display (A320; 901-905) (continued)
ENG SD PAGE
FUEL USED INDICATION
Green:
Indicates the fuel used by each engine.
This value automatically resets on ground, at the next engine start.
Appears in multiples of 20 lb.
Dashed:
The value accuracy is degraded.
Two amber dashes appear over all five digits.
This occurs when the Fuel Flow is not valid in flight, for more than
1 min.
FUEL FILTER CLOG INDICATION
Indicates that the pressure loss across the fuel filter is excessive.
A320 Series
POWER PLANT
70.90.27
Mar 31, 2017
Engine Display (A320; 901-905) (continued)
OIL QUANTITY
Green:
The oil quantity is in normal range.
The scale goes from 0 to 35 QT.
Pulses green:
The oil quantity goes below the oil advisory limit (1.20 QT), that
corresponds to the amber mark. The needle and the oil quantity value
pulse green.
The indication pulses, when oil quantity goes below 1.45 QT, and
remains pulsing as long as oil quantity is below 2.95 QT.
OIL PRESSURE
Green:
The oil pressure is in normal range.
The scale goes from 0 to 450 PSI.
Pulses green:
The oil pressure is above the advisory limit.
The advisory limit is 259 PSI.
Amber:
The oil pressure is in amber range.
The amber range is between the upper red threshold and the upper
amber threshold.
The upper amber threshold varies with N2, and increases from 75 PSI
at idle, to 186 PSI at high thrust.
Red:
The oil pressure is in the red range.
The red range is between 0 PSI and the upper red threshold. The
upper red threshold varies with N2, and increases from 65 PSI at idle,
to /. 176 PSI at high thrust.
A320 Series
POWER PLANT
70.90.28
Oct 16, 2017
Engine Display (A320; 901-905) (continued)
OIL TEMPERATURE
Green:
The oil temperature is in normal range.
Pulses green:
The oil temperature is between the advisory and caution thresholds for
less than 15 min.
The advisory threshold:
• Varies with engine power level,
• Decreases from 146 °C at idle, to 141 °C at cruise thrust, and to 135
°C at high thrust.
Amber:
The oil temperature is:
• Between the advisory and caution thresholds for more than 15 min,
or
• Above the caution threshold, or
• Below 51.7 °C.
The caution threshold:
• Varies with engine power level,
• Decreases from 152 °C at idle, to 146 °C cruise thrust, and to 141
°C at high thrust.
OIL FILTER CLOG INDICATION
Indicates that the pressure loss across the main scavenge oil filter is excessive.
N1, N2 VIBRATIONS
Green:
The vibration of the LP(HP) rotor is in normal range.
Amber:
The level of LP(HP) rotor vibration is excessive.
A320 Series
POWER PLANT
70.90.29
Mar 31, 2017
Engine Display (A320; 901-905) (continued)
STARTING SEQUENCE INDICATION
IGNITION INDICATION
:
The igniter A (B) is used for the engine start sequence.
:
Both igniters A and B are used for the engine start sequence or
continuous ignition.
START VALVE
:
:
The engine start valve is fully closed.
The engine start valve is fully open.
STARTER INLET PRESSURE
Green:
The starter inlet pressure is normal.
Amber:
The starter inlet pressure is either:
• Abnormally high, or
• Abnormally low (below 21 PSI, when N2 is above 10 % and the
starter valve is not closed).
NACELLE TEMPERATURE INDICATION
The nacelle temperature indication appears when the nacelle temperature of at least one
engine goes above the advisory limit if not during the start sequence.
Green:
The nacelle temperature is normal.
Pulses green:
The nacelle temperature goes above the advisory limit. The advisory
limit is 280 °C.
A320 Series
POWER PLANT
70.90.30
Mar 31, 2017
Engine Display (A320; 901-905) (continued)
MEMO DISPLAY
ENG 1(2) COWL: This memo appears in amber, when the engine fan cowl is not closed
on ground.
IGNITION:
This memo appears in green when continuous ignition is activated on
any engine.