Кулюкин А.Н.
Программа «On-line»
для диспетчеров ЦУП
«Основные системы
самолета А 319/320/321»
ЦПАП ОАО «Аэрофлот»
1
INTRODUCTION
A318/319/A320/A321 GENERAL
The A320 family is a short to medium range twin
engine transport aircraft. The fuselage is a double bubble
construction giving a single aisle and seating up to 185
passengers in two rows of three seats.
The flight deck is designed for two pilot operation
and two observer seats are installed.
The A320 was developed and is assembled by
AEROSPATIALE, Airbus Industries, Toulouse France.
The A320 program was launched in 1984.
Maiden flight was completed February 1987 and the
first Aircraft entered service in April 1988.
The A320 Family is certified for two different engine
types:
A318/319/320/A321 powered with CFM 56-5A
A318/319/320/A321 powered with IAE V2500
The A320 family is available in a stretched version
named A321 and a shorter version named A319.
DESIGN CRITERIA
The design criteria for the primary structure is 48000
flights. The aircraft is approved for 24000 flights and the
threshold for initial structure inspection is 20000 flights
based on average flight time of 1.25 hour.
Landing gear design criteria is 60000 cycles.
The Cabin Pressure system operates on
Max Differential Pressure of 8.06 PSI. Max relief valve
pressure is 8.40 PSI
Max usable fuel in the two tank version is 15609 LTR
(12487 KGS).
In the three tank version 23859 LTR (19087 KGS)
based on a fuel density of 0.800 and with additional space
for 2% thertnal expansion.
2
HIGHLIGHTS
The A 320 belongs to the "New Generation" aircraft
where most of the latest technology has been utilized.
FADEC
Each of the Engines is controlled by a Full Authority
Digital Engine Controller providing power management,
indications and engine limitation among other duties. Pilot
control is achieved by means of electrical power levers on
the pedestal.
ECAM
Aircraft system monitoring is now achieved by a
Electronic Centralized Aircraft Monitoring system
where system page is automatically displayed in case of
failure.
EFIS
The cockpit is equipped with Electronic Flight
Instrument System, consisting of six CRT indicators.
CFDS
A Centralized Fault Display System uses the
Multifunction Control and Display Units (MCDU) as
access keyboard to perform check and trouble shooting of
various computers in most of the systems in the aircraft.
Sidestick The conventional control column is
replaced by two sidesticks for control of the aircraft.
MCDU Two Multifunction and Display Units are
used as interface for the Flight Management System and
for access to the CFDS.
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Composite materials of different kind are used in a
great extend, specially for flight control surfaces.
Fly By Wire The conventional cables for the flight
control surfaces are replaced by wires, only the Stabilizer
and the Rudder are backed-up by cable runs.
EFCS The aircraft is equipped with a Electrical
Flight Control System controlled by Digital computers.
Autobrakes The Landing Gear is equipped with Auto
brake system and Carbon brakes. The system includes
electronic control of Nose gear steering and brakes.
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5
6
COCKPIT LAYOUT
The Cockpit is designed for a "TWO PILOT "
operation. Athird occupant fold-able and slidable seat is
located on the rear right panel. It is a "CLASS COCKPIT"
that means there are 6 CRT's installed which give information
about the aircraft systems and the flight situations. The
windows can be opened and they function as a emergency
exit.
COCKPIT PRESENTATION
GENERAL
The cockpit is equipped with adjustable seats for two
crew members, a third occupant seat and depending of
configuration a folding seat for a fourth occupant. Various
furnishings and equipment are fitted in the cockpit for the
comfort, convenience and safety of the occupants.
OVERHEAD PANEL
The controls of most aircraft systems are located on
the overhead panel.
The overhead panel is divided into two main sections:
- a FWD section including the system panels.
- an AFT section mainly comprising the circuit breaker
panel.
GLARESHIELD
The Flight Control Unit (FCU), includes the Electronic
Flight Instrument System (EFIS) controls, and is used for
control and monitoring of the Auto Flight System (AFS).
It is located on the glareshield.
The "Master Caution" and the "Master Warning" lights
are also Located on the glareshield.
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MAIN INSTRUMENT PANEL
Six interchangeable Cathode Ray Tubes are Located
on the main instrument panel.
Two of them are dedicated to the ECAM.
The others are two Primary Flight Displays and two
Navigation Displays.
Stand-by instruments and landing gear controls are
also located on the main instrument panel.
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9
CENTER PEDESTAL
Several control panels are located on the center
pedestal as shown on the screen. The mainly control panels
are:
- thrust levers and thrust reverser levers,
- pitch trim wheels,
- flaps and slats control,
- brakes controls,
- MCDUs.
SIDE CONSOLES
The side sticks and nose wheel steering handles are
mounted on the side consoles.
The side consoles provide documentation stowage,
oxygen masks and communication devices.
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EIS: EIS ARCHITECTURE
EFIS - ECAM
The EFIS are displayed on identical display units
(DUs).
The EFIS DUs are controlled through the EFIS
control panels.
The ECAM pages are displayed on identical display
units (DUs).
The ECAM DUs are controlled through the ECAM
control panel.
DMC
DMC : Display Management Computer.
The Display Management Computers process data in
order to generate codes and graphic instructions
corresponding to the image to be displayed.
Note the particular role of DMC 3 which can be
switched instead of DMC 1 or DMC 2.
Each DMC can process three displays : PFD, ND and
upper or lower ECAM display.
FWC
FWC: Flight Warning Computer.
The Flight Warning Computers monitor the aircraft
systems. These computers are the heart of the ECAM
system.
Each FWC generates all warning messages to be
displayed and supplies the attention getters. It also
computes the flight phases and provides aural warnings.
SDAC
SDAC: System Data Acquisition Concentrator.
The System Data Acquisition Concentrators receive
various signals from the aircraft systems and send them to
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the FWCs and DMCs.
The SDACs acquire most of the signals used to display
system pages and used by the FWCs to generate amber
warnings.
INPUTS
The inputs received by the FWC are used to elaborate
red warnings.
Inputs corresponding to red warnings or essential
information are delivered to the FWC.
Various items of information which do not
correspond to a warning are directly given to the DMCs.
Various items of information for systems like
engines, fuel, navigation are directly sent to the DMCs.
The inputs received by the SDACs are used to
elaborate amber warnings.
Inputs corresponding to amber warnings are delivered
to the SDACs for acquisition. These signals will then be
sent to the FWC to generate warnings.
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15
A319/A320/A321 general
Engine
Maximum weights (kg)
Operation limits
Model
M anuf.
Type
MTOW
MLW
MZFW
A31 9-111
CFM
CFM56-5B5
61000
57000
A319-112
A319-113
A319-114
A319-115
A319-131
CFM
CFM
CFM
CFM
IAE
CFM56-5B6
CFM56-5A4
CFM56-5A5
CFM56-5B7
V2522-A5
64000 (options:
68 000) or
70 000)
A319-132
A319-133
IAE
IAE
V2524-A5
V2527-M-A5
A31 9 Corporate Jet
A320-111
A320-21 1
CFM IAE
CFM
CFM
CFM56-5-B6/5B7
V2524-A5/V2527-M-A5
CFM56-5-A1
CFM56-5A1/5A3
62500
63000
64500
58500
59000
60500 (option
A320-212
A320-214
A320-231
A320-232
A320-233
CFM
CFM
IAE
IAE
IAE
CFM56-5A3
CFM56-5B4
V2500-A1
V2527-A5
V2527E-A5
75500
68000
73500 (options:
from 68000 up
to 77 000)
А321-Ш
CFM
CFM56-5B1
A321-112
A321-131
CFM
IAE
CFM56-5B2
V2530-A5
A321-211
CFM
CFM56-5B3
Mmo
Vmo
0.82
350kt
61 000)
73500 (option:
74 500)
83000 (options:
78 000 or
85 000)
69 500 (option,
70 500)
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A321-231
IAE
V2533-A5
89000
75000
71500
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A319-100
Span
Length
A320-100
A320-200
34.10 m 111 ft 10 in 33.91 m 111 ft 3 in
33.84 m 111 ft
11.76m 38 ft 7in
Fuselage
diameter
Track
3.95m
Max. pax
Max. FL
34.10m 111 ft 10 in
37.57 m 123 ft 3in
Height
A321-100
44.51 m 146 ft
12ft 11 in
7.59m 24ft 11 in
145
180
JO
390
220
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А319/А320/А321 introduction
The A319/A320/A321 are narrow body, twin-engined,
short / medium-range aircraft, the A319 being the shortened
version of the A3 20, and the A3 21 being the stretched version
of the A3 20.
They both offer an increased fuselage cross-section
leading to an increased revenue potential through :
- greater passenger comfort with wider seats and aisle
- greater overhead baggage volume
- greater cargo capacity
- wide-body compatible container capability
- quicker turnrounds.
Advanced technology applied to aerodynamics, structure,
systems and powerplant offer reduced costs through :
- unmatched fuel efficiency
- more accurate flight path control
- reduced maintenance costs
- increased reliability
- reduced trouble-shooting time.
Introduced for airline service in March 1988, the A320
represents the largest single advance in civil aircraft technology
since the introduction of the jet engine and results in a major
stride forward in airline profitability.
A computer-managed system gives complete protection
against excursions outside the normal flight envelope and
greatly improves the man / machine interface.
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А319/А320/А321 electrical system
The electrical power generation comprises:
 two engine-driven AC generators, nominal
power 90 kVA
 one auxiliary power unit (APU) AC generator
nominal power 90 kVA
 one emergency generator nominal power 5
kVA, hydraulically driven by the Ram Air
Turbine (RAT), automatically deployed in case
of main generators loss
 one ground connector, power 90 kVA.
 DC network supplied via three identical
Transformer/ Rectifier Units (TRU):
- two of them are normally used
- the third is used :
· in emergency configuration (loss of main AC
generators)
· in case of TR 1 or TR 2 failure
 Two batteries, nominal capacity 23 Ah each
- on ground : to provide an autonomous source
mainly for APU starting
- in emergency configuration to feed some
equipment:
· during RAT deployment
· after landing gear extension (only for A3 20).
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А319/А320/А321
configuration
normal
electrical
flight
 In normal configuration, both normal AC
systems are split
 Each engine-driven generator supplies its
associated AC BUS via its Generator Line
Contactor (GLC).
 AC ESS BUS is normally supplied from AC
BUS 1 via a contactor.
 DC BAT BUS and the DC ESS BUS are
normally powered by the TR1
 Two batteries are connected to the DC BAT
BUS via the Battery Charge Limiter (BCL)
 Each battery has its own HOT BUS bar (engine
/ APU firesquib, ADIRS, CIDS, ELAC 1, SEC
1, slide warnings, parking brake etc).
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24
А319/А320/А321
configuration
abnormal
electrical
flight
 In case of failure, the failed generator is
automatically replaced by:
- the APU generator if available
- the other main generator with automatic
partial galley load shedding.
 In case of total loss of all main generators, the
RAT is automatically extended and drives the
emergency generator via a hydraulic motor.
The EMER GEN supplies the AC ESS BUS and the
DC ESS BUS via the ESS TR.
The ECAM WD remains powered, with associated
procedures presented.
Alternate law is operative through ELAC 1 and SEC 1.
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А319/А320/А321 cockpit circuit- breakers
 Circuit breakers (С / Bs) are constantly
monitored and the tripping of a C / B will be
clearly indicated: either through - activation of a
system warning
- a failure test
- an abnormal instrument configuration
or, for С / Bs monitored by the EC AM system :
- six zones have been defined
- each time а С / В trips, the corresponding zone
is identified
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А319/А320/А321 hydraulic system - general
 Three fully independent systems:
Yellow, Blue.
 Normal operation :
Green,
- two engine-driven pumps (one each Green and Yellow systems)
- one electric pump (Blue system)
 Abnormal operation :
- if engine No.1 inoperative or Green
pump failed: then Green system pressurized by
the reversible Power Transfer Unit (PTU)
- if engine No. 2 inoperative or Yellow
pump failed : then Yellow system pressurized
by the reversible PTU
- if Yellow system pump inoperative and
PTU failed : then an electric pump will
pressurize the Yellow system.
- if case of dual engine failure or total
electrical power loss : the Ram Air Turbine
(RAT) will pressurize the Blue system.
 On ground :
- Blue and Yellow systems may
pressurized by electric pumps.
A handpump (operated from the ground on
yellow system) facilitates maneuvering of
cargo doors.
- Green /Yellow system may
pressurized by the PTU.
be
the
the
be
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А319/А320/А321 flight control surfaces
 Control is achieved through conventional
surfaces
 All the surfaces are hydraulically actuated
 Roll and pitch control is electrical:
- elevators
- ailerons
- roll spoilers
- trimmable horizontal stabilizers
- slats and flaps (single flap surfaces for
A320 and A319, double slotted surfaces for
A321)
- speedbrakes / ground spoilers.
 Yaw control is mechanical:
- rudder (yaw damping, turn coordination
and trim are electrically ensured)
 Mechanical back up:
- trimmable horizontal stabilizers
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А319/А320/А321 EFCS advantages
The Electrical Flight Control System (EFCS) provides:
 Safety improvements (stall / windshear /
overstress / overspeed protection)
 Economical aspects
- weight saving = A W > 200 kg
considering
the impact on APS
A319/A320/A321 plus same weight gain on
wing structure due to integration of load
alleviation function (A320 only).
- maintenance costs decreased
- training costs decreased
- production costs decreased
 Improvements in handling and comfort
- flight handling improvement
- new cockpit concept
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36
А319/А320/А321 flight control surfaces
 Control is achieved through conventional
surfaces
 All the surfaces are hydraulically actuated
 Roll and pitch control is electrical:
- elevators
- ailerons
- roll spoilers
- trimmable horizontal stabilizers
- slats and flaps (single flap surfaces for A320
and A319, double slotted surfaces for A321)
- speedbrakes / ground spoilers.
 Yaw control is mechanical :
- rudder (yaw damping, turn coordination
and trim are electrically ensured)
 Mechanical back up :
- trimmable horizontal stabilizers
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38
А319/А320/А321 EFCS computers
Flight control is achieved by three types of computer:
 Two ELACs (Elevator Aileron Computer) to
ensure commands of:
- normal elevator and stabilizer
- aileron
 Three SECs (Spoiler Elevator Computer)
- Three computers achieve spoiler control
- Two of them are devoted to standby
elevator and stabilizer control
 Two FACs (Flight Augmentation Computer)
- Two computers which achieve electrical
rudder control and characteristic speeds
calculation for displays on PFD.
In addition
- two SFCCs (Slats Flaps Control Computer)
- two FCDCs (Flight Control Data
Concentrator) acquire data from ELACs and SECs
and send them to ECAM and CFDS.
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40
А319/А320/А321 fuel system - basic layout
 Total fuel capacity

A319 / A320
Two outer cells
1 760 litres (1 408 kg)
Two inner cells
13 849 litres (11 079kg)
One center tank
8 250 litres (6 600 kg)
A321
Two wing tanks
15 500 litres (12 400 kg)
One center tank
8 200 litres (6 560 kg)
(Weight calculated with a density of 0.8)
An additional center tank (optional) increases the
total fuel capacity by 2 900 litres (2 320 kg).
On the A319 Corporate Jet, up to 6 additional center
tanks can be added to increase the total fuel capacity by up
to 17000 litres.
An additional volume of 2% is available for
expansion without spillage into the vent surge tank.
 Ventilation
- Each tank is separately ventilated via
surge tanks at each wing tip.
- The center tank is ventilated via the LH
surge tank.
- The surge tanks are opened to
atmosphere via flame arresters and NACA
inlets.
-Vent valves ensure correct operation of
the vent system.
- Pressure relief outlets protect the tanks
from over- or underpressure.
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А319/А320 fuel system - engine feed
A319/A320 definition
 Fuel is delivered to the engines by means of
booster pumps.
- Each tank is equipped with two identical
booster pumps.
- Center tank feeds first, except during
take-off and fuel recirculation when center tank
pumps are switched off automatically.
- Wing tank pumps operate permanently at
a lower pressure than center tank pumps.
- Thus, when center tank pumps stop,
engine feed comes automatically from wing
tank pumps.
 Two electrical transfer valves are installed on
each wing. They automatically open when the
inner
cell
fuel
reaches
a
low
level (about 750 kg) for fuel to drain from the
outer to the inner cells.
 Fuel is recirculated automatically and
transparently to the crew: It ensures the IDG
cooling (CFM and IAE eng.) and the engine oil
cooling (IAE only) through a set of valves
controlled by the FADEC.
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А321 ENGINE AND
PRESENTATION
APU
FUEL
FEED
MAIN PUMPS
Each main tank has 2 centrifugal booster pumps
installed in canisters capable of supplying the engines with
fuel at the required pressure and flow rate. The canisters
have an inlet connected to the fuel strainers.
SUCTION VALVES
A by-pass suction valve is installed in the engine feed
line. In the event of complete failure of both main pumps,
the suction valve allows the engines to be fed by gravity.
CROSSFEED VALVE
A CROSSFEED VALVE permits connection of the
left and right engine supply lines. The crossfeed valve is
normally closed.
LP VALVES
The Low Pressure valves isolate the engines or APU
from the fuel supply.
The LP valve is open when the related engine or APU
is running; it closes when engine or APU is shut down or
ENG FIRE pushbutton is released out.
PRESSURE SWITCHES
A pressure switch for each main pump monitors the
pump pressure for the low pressure warning. APU pressure
switch is used for APU fuel pump control.
45
AIR RELEASE VALVE
Each engine supply Line has an Air Release Valve at
its highest point to enable the line to be bled.
CENTER TANK XFR VALVES
Two center tank XFR valves are installed at the
bottom skin of the center tank.
They are used to transfer fuel from center tank to wing
tanks through the jet pumps.
JET PUMPS
The jet pumps use fuel flow from the main pumps as
operating pressure to transfer the fuel from center tank to
the related wing tank.
NOTE: In case of a main transfer system failure, (e.g:
transfer valves jammed closed) fuel will transfer
from center tank to wing tank by gravi ty.
Gravity feeding wilL take place only if the level of
fuel in the center tank is greather than the level in
the wing tanks. Approximately 2000 kg (4400 lbs)
of center tank fuel wiLl not move to the wing
tanks in the gravity feed configuration.
APU PUMP
A specific fuel pump supplies the APU if the LH
main pumps are not operating. This pump takes fuel from
the left supply line.
46
А 321 ENGINE AND APU FUEL FEED PRESENTATION
47
А319/А320/А321 fuel system - control and
indications
 No crew action is required for normal operation.
 Indications:
- fuel data (quantity, temperature) are
available from a Fuel Quantity Indication (FQI)
system
- fuel quantity is permanently displayed on
upper ECAM DU
- fuel system synoptic on lower ECAM
DU is displayed according to ECAM logic
- low level warning is totally independent
from FQI.
 Abnormal operations :
- fuel feed sequence may be operated manually
- one or both engines may be fed from any
tank via cross-feed valve
- gravity feed is possible from wing tanks.
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49
А319/А320/А321 fuel system - refueling
 Refuel/defuel control is from an external panel
located in the fuselage fairing under the RH
wing within easy reach from the ground.
 One refuel/defuel coupling is located under the
RH wing.
 Identical coupling on LH wing is available as an
option
 Refuelling panel available in the cockpit as an
option.
 Refuelling is auto sequenced :
It starts with the outer cells (A319/A320)
orthe wing tanks (A321). If the selected fuel
quantity exceeds the wing tank capacity, the
center tank is refuelled simultaneously.
 Refuelling time at nominal pressure
approximately 20 minutes for all tanks.
is
 Gravity refuelling can be achieved by overwing
refuelling points.
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51
А319/А320/А321 APU
 On ground, the APU makes the aircraft independent
of pneumatic and electrical sources by:
- providing bleed airfor engine start and air
conditioning systems,
- providing electrical power to supply the
electrical system,
 In flight, provision of back-up power for electrical
and air conditioning systems,
 The APU may be started using either the aircraft
batteries, external power or normal aircraft supply.
The normal flight envelope does not impose any
limitations for starting.
 The APU is automatically controlled by the
Electronic Control Box (ECB) which is mainly acting
as FADEC for monitoring start and shut-down
sequences, bleed air and speed/temperature
regulation.
 Control and displays :
- on the overhead panel for APU normal
operation and fire protection
- on the ECAM for APU parameters display
- on the external panel, under the nose fuselage,
for APU shut down.
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53
А319/А320/А321 FMGS - AFS/FMS integration
 Composed of two Flight Management and
Guidance Computers (FMGC), this pilot
interactive system provides:
- flight management for navigation,
performance optimization, radio navaid tuning
and information display management,
- flight guidance for autopilot commands
(to EFCS), flight director command bar inputs
and thrust commands (to FADECs).
 Two FACs (Flight Augmentation Computer)
provide:
- rudder commands (yaw damping, rudder
trim and limiting, turn coordination, automatic
engine failure compensation),
- flight envelope and speed computation.
 For operational convenience the FMGS offers
two types of guidance concept:
- managed according to FMGS flight plan
data entered into the Multipurpose Control and
Display Unit (MCDU),
- selected by the pilot through the Flight
Control Unit (FCU).
 The AP/FD achieves either:
- automatic control of the aircraft with
regard to speed, lateral path and vertical plan as
computed by the FMGCs,
- manual control of the aircraft with regard
to speed and vertical plan (selected through
FCU), lateral path (through FMGC or FCU).
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А319/А320/А321 FMGS - system interface
55
А319/А320/А321 FMGS - system redundancy
Two FMGCs associated to two MCDUs provide a
redundant configuration.
 Normal mode operation: dual mode
- Each FMGC makes its own computation
- One FMGC is MASTER - the other one
is SLAVE
- Both MCDUs act independently (entries
are automatically recopied on the other MCDU
and applied to both FMGCs)
Independent mode
- Automatically operative if mismatch
between FMGCs
- Independent operation of FMGCs with
associated MCDUs. (Data insertion and display
related to the side concerned).
- One FMGC remains master.
 Single mode
- One FMGC fails
- Either MCDU can be used to enter or
display data related to the remaining FMGC.
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57
A319/A320/A321 FMGS crew interface
58
А319/А320/А321 FMGS crew interface
 Two MCDUs on the central pedestal provide
long-term interface between the crew and
FMGCs in terms of:
- flight plan definition and display
- data insertion (speeds, weights, cruise
level, etc)
- selection of specific functions (direct to,
offset, secondary flight plan).
 One FCU on the central glareshield to provide
short-term interface between crew and FMGCs.
 Two thrust levers linked to the FMGCs and
FADECs provide autothrust or manual thrust
control selection to the crew.
 Two PFDs and two NDs provide visual interface
with flight management and guidance related
data such as:
on PFD:
- FMGS guidance targets,
- armed and active modes
- system engagement status
on ND:
- flight plan presentation
- aircraft position and flight path,
- navigation items (radio navaid, wind).
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60
А319/А320/А321 FMGS flight guidance
 The FCU is the main crew interface for shortterm guidance with a single rule for the various
control knobs :
- pull + rotate = pilot input
- push = return to FMGS control.
 As an example, a change of altitude can be
achieved by a double action on the FCU :
- either by selection of a new altitude
through the FCU selector and validation of this
new altitude by pulling (selected guidance) or
pushing (management guidance) this knob,
- or by selection of a V/S through the FCU
selector and validation of this new V/S by pulling
this knob.
 Actions on the FCU are displayed on the FCU as
well as on the PFD in the dedicated FMA(Flight
Management Annunciator) part.
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А319/А320/А321 FMGS flight management
Flight plan stringing
Flight plan definition by company route or city pair.
Departure and arrival procedures including associated
speed/ altitude/time constraints.
Flight plan revision (offset, DIR. TO, holding pattern,
alternative flight plan activation,...)
Secondary flight plan creation similar to primary flight
plan.
Navigation
Automatic guidance along flight plan from take-off to
approach.
Aircraft position determination.
Aircraft position referenced to the flight plan.
Automatic VOR/DME/ILS/ADF selection.
IRS alignment.
Ground speed and wind computation.
Optimum radio and inertial sensor mixing.
Provision for GPS and MLS.
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А319/А320/А321
management
FMGS
performance
 Flight plan optimization, through
performance data base, in terms of:
- optimum speeds
- optimum altitudes.
the
 The computations are based on :
- flight conditions (cruise level, weights,
center of gravity, meteorological data)
- cost index
- speed entered on the FCU or given in the
flight plan.
 Performance predictions :
- time, altitude, speed at all waypoints
- estimated time of arrival, distance to
destination, estimated fuel on board at
destination,
 Advisory functions
- fuel planning
- optimum altitude and step climb.
 Full vertical guidance related to flight plan
predictions from initial climb to approach.
63
А319/А320/А321 FMGS - lateral navigation
64
А319/А320/А321 FMGS - lateral navigation
 Position computation:
- before flight, the three IRSs are aligned on
airfield or gate position, (manually or via
database)
- at take-off, the position is automatically
updated to the runway threshold
- in flight, position updating is computed
using GPS if installed,
and radio navaids (DME, VOR, ILS)
The FMGC position depends upon the IRS's mean, the GPS
and the radio position.
 Navigation mode selection:
- if the aircraft is equipped with GPS
primary, the FMGC uses GPIRS position in
priority
- if the GPIRS position is not available or if
the aircraft is not equipped with GPS primary,
depending upon availability of navaids and
sensors, FMGC automatically tunes the best
navaids to compute the most accurate position.
The navigation modes may be:
En route :
IRS - GPS (if GPS installed)
IRS -DME
IRS - VOR/DME
IRS only
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In approach :
IRS - GPS (if GPS installed)
IRS -DME
IRS - VOR/DME
IRS - ILS/DME
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А319/А320/А321 FMGS - lateral navigation
 FMGC provides the crew with lateral position
and its associated accuracy criteria which depend
upon:
- FMGC Error Position Estimate (EPE)
- zone currently flown (en route, terminal,
approach)
- Airworthiness Authorities Accuracy
Requirements (AAAR)
 If EPE < AAAR then HIGH is displayed on
MCDU and the computed positions may be used
without restriction.
 If EPE > AAAR then LOW is displayed on
MCDU and the position must be cross-checked
with raw data (ADF/VOR needles, DME
reading).
 Each time HIGH (or LOW) reverts to LOW (or
HIGH)
the
message
NAV
ACCY
DOWNGRADED (or UPGRADED) is displayed
on NDs and MCDUs.
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А319/А320/А321 flight deck - main features
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А319/А320/А321 FMGS - vertical profile
 Take off
SRS control law maintains V2 + 10 up to
thrust reduction altitude where max climb thrust
is applied. V2 + 10 is held up to acceleration
altitude (ACC ALT).
 Climb:
Energy sharing is applied for acceleration
(70% thrust) and for altitude (30% thrust) from
ACC ALT up to first climb speed. Max climb
thrust is kept - Altitude constraints are taken into
account.
 CRZ: Steps may exist and/or may be inserted.
 Descent:
Top of Descent (T/D) is provided on ND.
From T/D down to the highest altitude constraint,
ECON descent speed is supposed to be held on
elevator and IDLE + A on thrust. Then, if this
status can no longer be kept, geometric segments
will be followed between the constraints.
 Approach:
From DECEL point a deceleration allows
configuration changes in level flight. Approach
phase is planned to reach approach speed at 1000
ft above ground level.
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А319/А320/А321 ECS - system schematic
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А319/А320/А321 ECS - air conditioning pneumatic - general
Air conditioning
Continuous air renewal and temperature regulation
in three independently controlled zones (cockpit,
forward cabin, aft cabin).
Downstream both packs, a dedicated unit mixes cold
air with recirculated cabin air for distribution to the
three zones.
Optimized air temperature is obtained by adding
engine hot air to mixing unit air via three trim air
valves.
Cabin and pack temperature regulation are achieved
by a zone controller and two pack controllers.
Ram air inlet can provide ambient air to the mixing
unit.
Pneumatic
High pressure air is supplied for air conditioning, air
starting, wing anti-ice, water pressurization,
hydraulic reservoir pressurization.
System operation is electrically monitored by two
Bleed Monitoring Computers (BMC), and is
pneumatically controlled.
A leak detection system is provided to detect any
overheat in the vicinity of the hot air ducts.
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POWER
PLANT
GENERAL
CFM 56 CONCEPT
The CFM 56 turbofan engine family is a product of
CFMI (Comercial Fan Motor International). CFM
International is a company jointly owned by "General Electric" of the USA and "Societe Nationale d'Etude et de
Construction de Moteurs d'Aviation" (SNECMA) of France.
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CFM56-5B CONFIGURATIONS
 -5B:
-5B EIS ( Entry |nto Service )
configuration = the 14 first -5B engines have a
specific LPT configuration - LPT Nozzle sealing
strip conf.
- Alitalia , Air France ( ex Air Inter)
 -5B/2:
- Dual Annular Combustor for low Nox
emissions
 -5B/Por/2P:
- 3D aero design of HPC / HPT / LPT
Blades & Vanes for SFC improvement
- RACC (Rotor Active Clearance Control)
function deletion: RACSB (Rotor Active
Clearance Start Bleed replaced by TBV
(Transient Bleed Valve )
 -5B/2PNAC
- LPT Frame external cooling system for Nacelle
Air Cooling at ground idle
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FADEC FUNCTIONS
Full Authority Digital Engine Control ( FADEC )
The FADEC consists of the Engine Control Unit (
ECU ), Hydromechanical Unit ( HMU ) and its peripheral
components and sensors used for control and monitoring.
FADEC Definition
Each engine is equipped with a duplicated FADEC
system. The FADEC acts as a propulsion system data
multiplexer making engine data available for condition
monitoring.
FADEC Controls
The FADEC provides the engine system regulation
and scheduling to control the thrust and optimize the engine
operation.
The FADEC provides:
- Fuel control regulation
- power management
- gas generator control
- Turbine active clearance control
- engine limit protection
- feedback
- flight deck indication data
- Engine maintenance data
- Contitioning monitoring data
- thrust reverse control
- automatic engine starting
- Fuel return control for IDG cooling
Power Management
The FADEC provides automatic engine thrust control
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and thrust parameter limits computation.
The FADEC manages power according to two thrust
modes:
- manual mode depending on thrust lever
angle (TLA )
- Autothrust mode depending on autothrust
function generated by the auto flight system
(AFS ).
The FADEC also provides two idle mode selections:
- Approach Idle: It is obtained when slats
are extended in FLT.
- Minimum Idle: It can be modulated up to
approach idle depending on:
· Air conditioning demand
· Engine anti ice demand
· Wing anti ice demand
· Temperature Engine Oil TEO (for IDG
cooling ).
Engine Limit Protection
The FADEC provides overspeed protection for N1 and
N2, in order to prevent engine exceeding certified limits,
and also monitors the EGT.
Engine Systems Control
The FADEC provides optimal engine operation by
controlling the:
- Fuel Flow
- Compressor air flow and
- Turbine clearence.
Thrust Reverse
The FADEC supervises entirely the thrust reverse
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operation. In case of a malfunction, the thrust reverser is
stowed.
Start and Ignition Control
The FADEC controls the engine start sequence. It
monitors N1, N2 and EGT parameters and can recycle or
abort an engine start.
Power Supply
The FADEC system is self-powered by a dedicated
permanent magnet alternator when N2 is above 12%, and is
powered by the aircraft electrical system for starting, as a
backup and for testing with engine not running.
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LANDING GEAR - GENERAL
DESCRIPTION
The Landing Gear (L/G) system has:
· two Main Landing Gears (MLG) and their
related doors (Ref. 32-10-00)
· a Nose Landing Gear (NLG) and its related
doors (Ref. 32-20-00)
· two extension and retraction systems for
the L/G and their related doors (Ref. 32-30-00)
· L/G wheels and their related braking systems
(Ref. 32-40-00)
· a NLG steering system (Ref. 32-51-00)
· a L/G indication and warning system
(Ref. 32-60-00).
The L/G support the aircraft on the ground and are
oleo-pneumatic shock absorbers that absorb taxi and landing
loads. During flight the L/G is retracted into the landing gear
bays in the belly of the aircraft. When the L/G is extended or
retracted the related doors close to make the aerodynamic
contours of the aircraft.
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PANEL DESCRIPTION
1 LANDING GEAR CONTROL LEVER
A two positions selector lever provides electrical signals
to the two LGCIUs which control green hydraulic supply by
means of selector valves.
On selection of UP or DOWN and provided the
airspeed is below 260 KT :
- all landing gear doors open then,
- landing gears move to the new selected position
then,
- all doors close.
(1) L / G LEVER
UP:
The landing gear retraction is selected.
During gear door opening, mam gear wheels
are automatically braked by the normal brake
system. The nose gear wheels are braked by a
brake band in the gear well during doors
closure.
DOWN: The landing gear extension is selected
An interlock mechanism prevents unsafe
retraction by locking the lever in DOWN
position when either gear shock absorber is
compressed (A/C on groundl or the nose
wheel steering is not centered.
When the L/G is extended the system remains
pressurized (if green hydraulic pressure is
available)
(2) RED ARROW
Illuminates red if the landing gear is not downlocked in
approach configuration associated with a red ECAM
warning. (Refer to warnings and cautions section).
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2 FREE FALL EXTENSION HANDLE
For gravity extension the handle must be extended, than
rotated three turns clockwise.
When the crank handle is operated the cutout valve
shuts off the hydraulic pressure and depressurizes the landing
gear system
3 LANDING GEAR POSITION INDICATOR LIGHTS
Connected to LGCIU 1 which receives signals from
proximity detectors
UNLK lights: illuminate red if the gear is not locked in
selected position.
lights: illuminate green if the gear is locked down
NOTE: LDG GEAR indicator lights remain available
as long as LGCIU 1 is electrically supplied,
even in-case of LGCIU 1 FAULT
4 ECAM WHEEL PAGE
The ECAM WHEEL page shows the position of the
landing gears and the gear doors (ref. to WHEEL page
description).
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1
A/SKID and NOSE WHEEL Steering Switch
ON: - If green hydraulic pressure available
· Anti-skid is available
·
Nose
wheel
steering
is
available
- If green hydraulic pressure lost
· Yellow hydraulic pressure takes over
automatically to supply the brakes
· Anti-skid remains available
· Nose wtieel steering is lost
· Brake yellow pressure is displayed on the
triple indicator
OFF: - Yellow hydraulic pressure supplies the brakes.
· Anti-skid is deactivated. Brake pressure
has to be limited by the pilot by referring to the
triple indicator to avoid wheel locking
· Nose wheel steering is lost
· Differential braking remains available by pedals
· Brake yellow pressure is displayed on the
triple indicator.
2 AUTO/BRK Panel
MAX, MED, LO pb sw (springloaded)
The push-button controls the arming of the required
deceleration rate.
· MAX mode is normally selected for take off.
In the event of an aborted take off, maximum pressure
is sent to the brakes as soon as ground spoiler
deployment order is present.
· MED or LO mode is normally selected for landing.
- When LO is selected, progressive pressure
is sent to the brakes 4 seconds after the ground
spoiler deployment in order to provide a 1,7 m/s2
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(5,6 ft/s2) deceleration.
- When MED is selected, progressive
pressure is sent to the brakes 2 seconds after
ground spoiler deployment order to provide a 3
m/s2 (9.8 ft/s2) deceleration.
- ON:
· The ON light illuminates blue to indicate
positive arming.
· The DECEL light illuminates green when actual
aircraft deceleration corresponds to 80 % of the
selected rate.
- Off
· The corresponding autobrake mode is
deactivated.
3 BRAKE FAN P/B Switch and HOT Light
ON
The brake fans run provided LH main landing gear is
downlocked. The ON Light Illuminates white.
Off
Brake fans stop.
HOT
Light illuminates amber associated whith ECAM
caution when brake temperature becomes high.
4 BRAKES and ACCU PRESS Indicator
ACCU PRESS indication:
Indicates the pressure in the yellow brake accumulator
BRAKES pressure indication:
Indicates yellow pressure delivered to left and
right brakes measured upstream of the alternate servo
valves.
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5 PARKING BRK Handle
Pull handle, then turn clockwise to apply parking
brake.
Activation of the parking brake deactivates all other
braking modes.
The indication "PARK BRK" is displayed on teh
ECAM memo page.
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Контрольные вопросы
1. Какая система управления принята на самолетах семейства
Airbus:
а. тросовая
в. моноблоки
с. Fly-by-wire
2. Сколько батарей установлено на самолете:
а. две
в. три
с. одна
3. От чего работает «emergency generator»:
а. напрямую от RAT
в. от давления в «Blue» гидросистеме
с. от РТИ
4. Сколько топливных баков на А321:
а. пять
в. три
с. семь
5. Сколько процентов тяги создает вентилятор:
а. 50%
в. 80%
с. 70%
6. На каком экране высвечиваются синоптические страницы в
нормальной конфигурации:
а. на верхнем ЕСАМ
в. на нижнем ЕСАМ
с. на PFD
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7. Перемещаются ли РУДы при изменении режима при полете
«Autothrust»:
а. нет
в. перемещаются
с. перемещаются на МГ
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