Airbus A320 Family Notes

8/11/2019 Airbus A320 Family Notes

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Airbus A319/320/321 Notes

Training Notes by Eric Parks

Copyright 1999 - 2012 Eric Parks

Disclaimer: NOT approved by US Airways Airbus A!" #lig$t Training Dept%

#or study only& use at own risk& last update ' "()*()*!

T$ese notes are intended to be used in con+unction wit$ t$e #lig$t Operations,anual and Airbus A*-)!")!* Pilots .andbook% As always& t$e #O,& P. and

US Airways Airbus A!" Training Department are your /inal aut$orities%

#or corrections& suggestions or comments email: 0aptParks!12ya$oo%com

Welcome to the Airbus!Resistance is futile, you will be assimilated.


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US Airways Airbus A319, A320, A321 Notes

Table of Contents

Table of Contents_________________________________________________________2

Limits__________________________________________________________________6

Systems_________________________________________________________________8

Ice & Rain Protection ( TM 7l.x.x)________________________________________8

Electrical (TM 7f.x.x)___________________________________________________9

Fire Protection (TM 7g.x.x)_____________________________________________13

Fuel (TM 7.x.x)______________________________________________________1!

Pneu"atic#$ %ir on'itioning & Pre##uriation (TM 7.x.x)__________________19

Pre##uriation________________________________________________________*1

+,'raulic#$ -rae# & /an'ing 0ear (TM 7.x.x $ TM 7".x.x)________________*

Flig2t ontrol# (TM 72.x.x)_____________________________________________*9

In#tru"ent 4a5 o""______________________________________________37

ECAM_______________________________________________________________37

ECAM Procedures6____________________________________________________38

Tune, Talk, Listen !MP and ACP_______________________________________9

%uto Flig2t ,#te"____________________________________________________!

"MA "li#$t Mode Annunciator_________________________________________!9

x,gen (TM 7o.x.x)___________________________________________________:

Po;er


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)LS A&&roac$es_________________________________________________________7

CAT ))))) A&&roac$es___________________________________________________6

P!M A&&roac$es________________________________________________________8

!9A 'L9A+ 9A1 A&&roac$es_________________________________________/--

!9A L9A A&&roac$es________________________________________________/-/

:! a&&roac$es_______________________________________________________/-2

L5A A&&roac$es_______________________________________________________/-4

AS! A&&roac$es_______________________________________________________/-4

En#ine+:ut A&&roac$es_________________________________________________/-4

isual A&&roac$es______________________________________________________/-0

3o Around____________________________________________________________/-7

Landin#______________________________________________________________/-6

%inds$ear 'P; 2i.4,

Lo#book Stuff_________________________________________________________/28

3


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Aut$ors notes:

These notes are not intended to be a comprehensive look at every aspect of the319!320!321" # only intend them to cover the basics" They ass$me an already highlevel of e%perience &ith advanced aircraft systems" # hope they help in st$dying forinitial or rec$rrent or as a '$ick reference d$ring line operations" They are &ritten fromthe vie&point of a () ir&ays line pilot beca$se that is &ho # am" # have incl$ded &hat #find helpf$l" #f yo$ find something that yo$ feel sho$ld be incl$ded or corrected pleaselet me kno& as # am al&ays seeking to *improve the prod$ct+"

Eric Parks

CaptParks2,yahoo"com

Caution!The information given here is specifically tailored to () ir&ays 319!320!321operations" #f yo$ fly for another airline or operator yo$r proced$res. n$mbers and!orlimits may be different" l&ays check &ith yo$r airline/s or operator/s doc$mentationbefore $sing anything here" e s$re yo$ are al&ays compliant &ith yo$r companiesproced$res and limits"

Permission is given to distrib$te or copy these notes $nder the follo&ing conditions

othing may be charged for the notes o changes may be made &itho$t e%press consent of the a$thor

$thors copyright m$st be incl$ded

Trust in the L" with all thine heart# an$ lean not unto thineown un$erstan$in%& 'n all thy ways a()nowle$%e hi*, an$ heshall $ire(t thy +aths& ro-erbs 3.,


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Li*its4memory items in bol$ itali(s. ( stands for () ir&ays imposed limit5

6eight 7imits 4P8 1"2"35

4in lbs"5 A*- A!"3!* A!"3!*45!! A!*a% :amp 1;


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a% ?laps ! )lats 4B?E5 4P8 1""25odel Position 1 1F? 2 3 ?(77

319!320 B?E 230 #) 21= #) 200 #) 1,= #) 1


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Syste*sNote: pb stands /or pus$button 6NOT peanut butter98 and t$ere are lots o/ em96see P. (%*;%*8 Systems in/o% is now /ound in t$e new Training ,anual& T,8

#ce G :ain Protection 4 T


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Electrical 4T otc$a: L$st to make things interesting irb$s has $sed the same pb/sfor the P( )tart pb as the E%ternal Po&er pb" 8o&ever the P( bl$e @ is the*aster )&itch+ and M$st indicates the P( is prepared to start" The bl$e @ forthe )tart pb means the P( is starting" The green B#7 in the )tart pb sho&sthat the P( is available for $se and po&er is @ and the P( &ill a$tomaticallypick $p the electrical load $nless yo$ are on e%ternal 4remember. EKT P6:re'$ires a man$al po&er shift5" )o for the P( green B#7 can be sho&ing inthe pb &hen po&ering the aircraft. the opposite of the EKT P6: pb" This is M$sta reminder as the P( panel is not part of the Electrical panel"

ormal priority for C po&er is 4&ork across E7EC panel from HE 25

15 @n side engine generatorP8 doesn/t $se the @n ! @ff side terms. belo& isthe official P8 version of the Electrical priorities

25 E%ternal Po&er 15 Engine Henerators35 P( 25 E%ternal Po&er 5 @ff side engine generator 35 P(=5 Emergency Henerator 4:T5 5 Emergency Henerator 4:T5;5 atteries =5 atteries

The only &ay to po&er both C b$sses from a single po&er so$rce is thro$ghthe C () T#E" The P( and EKT P6: both feed the C () T#E" oth Cb$sses connect to the C () T#E as needed" P( &ill a$tomatically po&er C

$nless the EKT P6: or EH HE is on" #f both #IH/s are available then the Cb$sses &ill not be connected to the C () T#E" #f only one EH HE 4no P(or EKT P6:5 is available the opposite C b$s &ill connect to it thro$gh the C() T#E"The Electrical system is divided into t&o main branches" oth C and IC arenormally separated into t&o branches &ith Engine 1 driving #IH 4integrated drive

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generator5 1 and #IH 1 feeding C () 1" C () 1 then feeds IC () 1thro$gh T: 1 4transformer rectifier5" The same happens on side 2"

s long as each engine #IH is available then the t&o sides remain electricallyisolated" #f there is a loss of po&er on an C b$s then the remaining po&eredb$s &ill a$tomatically po&er the $npo&ered C b$s thro$gh the C () T#E" #fthe P( is then started it &ill a$tomatically po&er the b$s tie and the failed Cb$s" The C () T#E &ill then be isolated from the normal po&ered b$s" #IHsho$ld not be disconnected &hen engine not t$rning 4operating or &indmilling5and the #IH disconnect sho$ld not be pressed more than 3 seconds" #IH canonly be reconnected on the gro$nd"

#n case of T: fail$re the IC b$sses can be a$tomatically connected thro$gh theIC T ()"

T&o batteries are installed" attery charging is a$tomatic and is controlled by theC7 4attery Charge 7imiter5" The C7 connects the battery to its respective IC

T () d$ring battery charging and d$ring P( start" The batteries have ana$tomatic c$t-off logic to prevent complete battery r$n-do&n &hen the aircraft is$npo&ered and on the gro$nd" This &ill sh$t off the batteries at abo$t 22"=vcapacity to ens$re P( start after overnight"

in attery voltage is 2="=v" Check battery voltage &ith the T s&itch @??" Tocharge batteries t$rn them on by pressing their respective pb/s and connectinge%ternal po&er" 20 min" charge is re'$ired if T voltage is not eno$gh"Part of the normal proced$res for the @riginating Checklist call for the check ofboth batteries to make s$re that they are charging properly" T$rn off bothbatteries and then t$rn them back on" 6atch on the EC E7EC page to see

that both batteries have initial c$rrent charge rates after 10 seconds of less than;0 amps and decreasing 4P8 2a"


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6hen the speed drops belo& =0 kts" the C E)) b$s is shed and po&er is lostto remaining C:T/s 4P?I1. EC $pper5" Note:min" :T speed is 10 kts. :T&ill stall o$t at less than 12= kts on 319. 321 and modified 320" 8o&ever. the:T &ill contin$e to s$pply hydra$lic press$re even after it is $nable to po&erthe emergency generator" The :T is normally deployed a$tomatically forelectrical problems. ho&ever pressing the @ red g$arded pb on theEE: E7EC P6: panel &ill deploy the :T and hydra$lically po&er theEmergency Henerator" #f yo$ need to reset the Emergency Henerator after the:T has been deployed 4s$ch as go-aro$nd after gear has been deployed5press the :T @ pb again and this &ill allo& the Emergency Hen to resetand come back online"

C () 1 normally s$pplies po&er to C E)) and IC () 1 &hich event$allyfeeds IC E))" #f C () 1 fails the pilot may press the C E)) ?EEI pb to

7T" This &ill p$t the C E)) () on it/s alternate so$rce. HE 2 thro$gh C() 2" C Essential ?eed &ill not a$tomatically s&itch" This is to prevent a b$sshort on the C E)) () from then also damaging the HE 2 b$s comple% if it

has already ca$sed damage to the HE 1 b$s comple%" EC &ill direct&hether to act$ally repo&er C E)) or to leave it $npo&ered" C () 2 &illalso s$pply po&er to IC E)) () from IC () 2 and IC T () &hen the

C E)) ?EEI pb is selected to 7T"

@TE The one N:8 memory item is this 4so pay attention boys and girlsO5

CPT P?I. I and the (PPE: EC 7 C E)) ?EEI" 7T

This means that if the Captain has lost all three of these displays yo$ m$stselect the C E)) ?EEI pb to 7T in order to regain these displays" s yo$ do

not have the (pper EC yo$ &o$ld not be directed by EC to do this"

#f T:1 fails the IC T () and IC () 1 &ill become a$tomatically po&eredby IC () 2 &hich &ill a$tomatically connect to the IC T ()"

P( &ill carry all b$sses on gro$nd b$t &ill not s$pply main galley shed b$ssesin-flight" #n-flight if only one generator is s$pplying entire system then part 4321all galley po&er5 of the galley load and passenger in-seat po&er s$pply is shed"

HE 1 7ine 4


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config$ration above 100 kts"5" 7ights available in loss of all C emergency areCapt" instr$ment lights. ?!@ dome light 4if on I# or :T5 and compass!ice light"

#f any generator is operating at more than 100Q rated load the H7J G C 4orH77EJ5 pb &ill ill$minate amber ?(7T" Jo$ &ill be directed to select @??&hich &ill then load shed by offloading the main galley. secondary galley and thein-seat po&er s$pply" #n (T@ 4normal blank5 pb position the main galley 4319G 3205 or all galleys 43215 and inseat po&er s$pplies &ill a$tomatically loadshed if in-flight &ith one generator operating or on the gro$nd &ith only oneengine generator operating" #f P( gen or EKT P6: is s$pplying po&er then allgalleys are po&ered"

Commercial pb 4321 only5 &hen p$shed &ill depo&er all commercial electricalsystems 4Cabin G Cargo lights. 6ater G Toilet system. Irain mast ice protection.Halley. Passenger entertainment5"

Circ$it breakers are color coded" Hreen are monitored by EC" ll other colors

are not monitored" The EC &ill display C! T:#PPEI @ @B8I P7 4or:E: P75 if a green monitored breaker is tripped for more than a min$te"Jello& breakers are p$lled d$ring the proced$re for flight on battery po&er only":ed capped breakers are EBE: p$lled in flight" :ed caps are installed on the&ing tip brakes circ$it breakers to prevent loss of flap asymmetry protection" llcirc$it breakers have a letter 4horiRontal5 and n$mber 4vertical5 code"

6hen on the gate &ith normal P( or EKT P6: 4C established5 the HE 1 G2 amber ?(7T lights &ill normally be the only amber ?(7T lights on in theoverhead panel 4&ith packs @5" 6ith packs @?? the HE 1 G 2 amber ?(7Tand the PC 1 G 2 amber ?(7T lights &ill be on"

6hen sh$tting do&n the P( and t$rning off TTs allo& 2 min" after P(Hreen B#7 light goes o$t to allo& time for P( flap to close 4P8 3"1;5"

atteries m$st al&ays be on &hen P( is r$nning for fire protection"

in/t no magic &hen the electrons stopO ottom line here. ya gotta haveelectrical someho&O ake s$re yo$ have a HE. EE: HE or at least a Tor yo$r sidestick M$st became a &orthless piece of plasticO

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?ire Protection 4T


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P( ?#:E pb ill$minated 4red5 )N(# and I#)C8 light ill$minated )TE: 6: lights ill$minated 425 4red5 C:C a$ral chime P( ?#:E &arning on E!6I 4red5 P( page on )I

T only 4&hen doing )afety and Po&er @n checklist on attery only. noE%ternal po&er5

EH ?#:E pb pressed performs 4&ork do&n panel &ith 2.1.2.1.2 se'$ence t&o on ?#:E. one on 8JI. t&o on ?(E7. one on E7EC. t&o on #: C@I5

?#:E - )ilences C:C. rms s'$ibs 4258JI Closes hydra$lic fire valve 415?(E7 - Closes lo& press$re f$el valve and t$rns off ?IEC 425E7EC - Ieactivates the #IH

415

#: C@I- Closes engine bleed G pack flo& valves 425

P( ?#:E pb pressed performs 4&ork do&n panel &ith 3. 0. 2.1.2 se'$ence5-

?#:E - )ilences C:C. )h$ts do&n P(. rms s'$ib 4358JI - 405?(E7 - Closes lo& press$re f$el valve G P( f$el p$mp off 425E7EC - Ieactivates P( HE 415

#: C@I- Closes P( bleed G Crossbleed valves 425

Cargo )moke Ietector test - press G release b$tton for test" Jo$ sho$ld get 4T


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?$el 4T


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7osing t&o inner tank p$mps &ill p$t that &ing on gravity 4s$ction5 feed" There isa chart to determine safe altit$des for gravity feeding in the N:8 pg" 3="

ormally f$el is r$n in $to mode" This &ill r$n the &ing tanks contin$o$sly andthe center tank on a sched$le" The $to mode sched$le for the center tank is tor$n the center tank p$mps any time there is f$el in the center tank e%cept &henthe slats are e%tended" E%ceptions to the $to sched$le

fter engine start the center tanks &ill r$n for at least t&o min$tes for a*test r$n+ even if the slats have already been e%tended" #f slats are note%tended p$mps &ill contin$e to r$n as normal $ntil they are e%tended"The p$mps &ill restart again after takeoff &hen the slats are retracted"

fter the center tanks r$n dry the p$mps &ill contin$e to r$n for = moremins"

#f #IH ret$rn f$el fills the o$ter &ing tank the e%tra f$el &ill spill over into

the inner &ing tank" #f the inner &ing tank fills completely $p then thecenter tank p$mp on that side &ill be a$tomatically t$rned off to allo&&ing tank f$el to be b$rned $ntil 1.100 lbs" has been $sed" Then thecenter tank p$mp &ill t$rn on again" This prevents s$rge tank spillage"

The f$el in the o$ter &ing tanks &ill gravity feed thro$gh t&o transfer valveopenings &hen inner &ing tank f$el level reaches 1.;=0 lbs" 6hen either &inginner tank reaches the 1.;=0 lbs" level a signal is sent to latch open all thetransfer valves in both o$ter &ing tanks" This is a total of valves. 2 in eacho$ter &ing tank" The transfer valves &ill remain open for the rest of the flight and&ill close on the ne%t ref$el operation" #f f$el is *sloshed+ d$ring climb or descent

it is possible for the transfer valves to be opened early d$e to a 7@ 7EBE7 alert"

n EC ca$tion is given if d$ring $to mode the center tank has more than==0 lbs" of f$el &hile the left or right &ing tank has less than 11.000 lbs" of f$elper &ing" This &o$ld indicate that the normal $to sched$le &as not beingfollo&ed"

The Crossfeed pb is normally e%ting$ished &hen the valve is closed" #t &ill sho&&hite @ &hen selected on and green @PE &hen /ullyopen" The Crossfeedvalve itself is po&ered by t&o electric motors" @pening the Crossfeed valveenables one engine to be fed by both sides and!or the center or both engines tobe fed by one side and!or the center"

There are t&o f$ll levels for the inner &ing tanks. a f$eling f$ll and anoperational f$ll" The f$eling f$ll is less than the operational f$ll and that allo&sthe e%tra #IH f$el room to collect in normal circ$mstances &itho$t triggering thecenter tank p$mp t$rn-off for #IH ret$rn f$el"

Note: #n $to the center tank p$mps r$n all the time if center tank f$el is presentso &ith all f$el p$mps on if yo$ are on the gate &ith P( r$nning 4slats $p5 yo$

1=


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&ill be $sing center tank f$el" #f operating in an$al mode the cre& m$st ens$rethat the center tank p$mps are off &hen the &ing tanks are completely f$ll or&hen the center tank is empty"

Note:(n$sable f$el is sho&n &ith a half amber bo% aro$nd the f$el '$antity onEC" #f the f$el '$antity is in a degraded mode the EC f$el '$antity &illhave amber dashes thro$gh the last t&o digits" :ef$el is sho&n on $pper ECmemo &hen ref$eling door is open"

A!* di//erences:

The 321 Center Tank does not have the same electric p$mps as the 319!320b$t $ses Met p$mps instead" ?$rther. the Met p$mps are *po&ered+ by f$elpress$re from the f$el p$mps in the main &ing tanks and the Met p$mps transferf$el from the Center tank to the respective &ing tank" The 321 &ing tanks donot have an o$ter and inner tank and there are no transfer valves to latch open"

ll the &ing f$el is in one &ing tank and total &ing f$el remains the same as the

319!320" Please $nderstand that the p$mps in the &ing m$st be r$nning inorder to po&er the center tank Met p$mps and transfer f$el"

The center tanks p$mp pb/s have been replaced on the 321 &ith transfer valvepb/s" Essentially these CT: T 7 4:5 K?: pb/s handle the same f$nction as thecenter tank pb/s on the 319 and 320" #n $to mode they &ill control the valvesthat allo& the Met p$mps to operate once the &ing f$el has been b$rned do&n==0 lbs" @nce the &ing f$el tank is again f$ll the transfer &ill stop $ntil the tankis b$rned do&n ==0 lbs" again" This &ill contin$e $ntil all center f$el has been$sed" #f the ?(E7 @IE )E7 pb is in then the center tank transfer valves&ill open and m$st be t$rned off to avoid overfilling the &ing tanks" #f in

they sho$ld also be t$rned @?? once all center tank f$el is gone"

Note: #IH ret$rn f$el is added to the &ing tank as there is no o$ter tank on the321"

Note:There is no EC @(T: T ?(E7 K?:I memo on the 321 as there isno o$ter or inner &ing tank 4all f$el in one &ing tank5" 8o&ever. there is a memo*?@ belo& 3T+ and &hile rather cryptic # have been able to translate this as?$el @n oard belo& three Tons 4possibly TonnesD5" )o yo$ still have a sort oflo& f$el message at aro$nd ;.000 lbs"

The 321 has t&o dditional Center Tanks that &ill a$tomatically feed to theCenter tank &hen the Center tank b$rns do&n to a certain level defined as &henthe high tank level sensor is dry for 10 mins" The dditional Center Tanks do nothave p$mps b$t $se cabin air press$re to feed the center tank thro$gh transfervalves" The CT 2 4aft tank5 &ill transfer f$el first follo&ed by the CT1" ll f$eltransfer is done a$tomatically in the normal mode of operation" The a$tomaticf$el transfer from CT to Center Tank is noted on the EC as a green trianglebet&een the CT f$el indicators"

1;


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n additional pb has been added to the ?(E7 panel to control the CT f$eltransfer" Jes. yo$ g$essed it. the normal mode is (T@ 4are &e seeing a patternhereD5" #n (T@ mode the CT pb allo&s a$tomatic control of the f$el transferafter slat retraction &hen in-flight" ?$el transfer &ill begin from the CT 2 &henthe center tank is no longer f$ll" Transfer &ill contin$e $ntil either the center tankis f$ll or both CT/s are empty" fter CT transfer starts if the center tankbecomes f$ll transfer &ill stop $ntil the center tank b$rns do&n s$fficiently andthe transfer process &ill a$tomatically restart"

CT 14for&ard5CT 2

4aft5

n amber ?(7T light &ill ill$minate in the CT pb if the center tank has lessthan ;.;1 lbs" of f$el and one CT has more than ==0 lbs" of f$el &hich &o$ld

indicate that the (T@ sched$le &as not being follo&ed" #f the CT pb isselected to ?6I then all CT f$el &ill be man$ally transferred for&ard to thecenter tank $sing the CT transfer p$mp. &hich is a back$p p$mp that can p$mpfrom either CT" This back$p CT K?: p$mp r$ns at a lo& vol$me and may notbe able to transfer all f$el at higher altit$des 4?72


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Pne$matics. ir Conditioning G Press$riRation 4T


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The crossbleed is man$ally set @PE d$ring the engine crossbleed startproced$re"

The leak detection system $ses a single loop for the pylons and P( to detecthot air temps associated &ith d$ct leaks" I$al loops are $sed for the &ings" #fboth of the d$al loops detect a leak a &arning is given. $nless there is a fa$lt onone. then only one loop is re'$ired to give a &arning"

#f a leak is detected

The engine bleed air valve 4P( bleed air valve5 on that side is closed ssociated EH 4P(5 7EEI ?(7T light comes on Crossbleed valve closes 4e%cept d$ring engine start5 7eft &ing leak only P( bleed air valve closes 4e%cept d$ring EH

start5

Packs

Airbus >otc$a: Io not $se e%ternal conditioned air &hen $sing packs 4P81"


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The >one controller can override pilot selected pack flo& 48#. @: and 7@65as needed to meet demands" #t can also command higher P( speed or engineidle as needed"

@ne >one controller &ith t&o channels" ?ail$re of the primary channel &ill res$ltin fi%ed temperat$re at


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an$al ormally. the controllers take t$rns controlling by s&apping after eachleg" #f the active controller fails the back$p a$tomatically takes over" #f botha$tomatic systems fail the pilot may control man$ally by pressing the C#P:E)) @IE )E7 to " The primary and back$p o$tflo& valve motors aredepo&ered and the man$al motor is activated" o& the pilot can select verticalspeed on the cabin $sing the B!) CT7 s&itch"

bort mode #f the aircraft ret$rns after takeoff the system &ill reset to depart$refield elevation"

Iitching pb The Iitching pb &ill close all e%terior openings belo& the flotationline" This pb is also $sed d$ring deicing to prevent deicing fl$id from entering theaircraft"

Airbus >otc$a:on gro$nd &ith Iitching pb @ and all doors closed G e%ternallo& press$re connected a press$riRation differential &ill b$ild"

Note:#f the pilot s$spects that press$riRation is not performing normally b$t hasnot yet failed press the @IE )E7 pb to for 10 secs" then ret$rn to (T@"This &ill ca$se the systems to s&ap"

Iepress$riRation 6hen cabin e%ceeds abo$t 11.000/ the cabin may ill$minateand E%it and all cabin signs ill$minate a$tomatically" asks &ill a$tomaticallydrop at 1.000/ cabin altit$de"

entilation

The avionics are cooled thro$gh a system that $ses t&o openings and t&o

electric fans" Conditioned air is also available for back$p if needed" Jes. acomp$ter controls the &hole thing 4sigh5"The intake is on the lo&er left sidebelo& the cockpit" blo&er fan dra&s air in and the e%tract fan on the right sidee%ha$sts the air o$t from a port belo& the cockpit on the lo&er right side"

@pen config$ration @nly for gro$nd operations. both the inlet and o$tlet ventsare open and both fans operate" Note:d$ring heavy rain operations on gro$ndselect EKT:CT pb to @B:I &ith both packs operating" This &ill prevent rainfrom entering the avionics bay" :et$rn to normal a$to operation once airborne4see P8 3"2"= for parameters5"

Closed config$ration #n-flight mode and very cold gro$nd operations" oth ventsare closed. ho&ever both fans r$n to circ$late air past skin heat e%changers thatare cooled by lo& o$tside skin temperat$res" )ome air e%ha$sted thro$gh cargo$nderfloor" lso kno&n as the infamo$s )kin Cooling Config"

#ntermediate config$ration @nly for $se in-flight &hen &arm. same as closede%cept red$ced opening to allo& some additional e%ha$st of cooling air"

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bnormal config$ration ?a$lt is detected in either the 7@6E: or EKT:CTfan" lo&er fan is off b$t E%tract remains @" )imilar to closed e%cept airconditioned air is added to the circ$lated air" EC &ill direct config$ration"

)moke config$ration #f smoke is detected in avionics both the 7@6E: andEKT:CT fan &ill have amber ?(7T lights on and the HE 1 7#E pb 4onEE: E7EC P6: panel5 has amber )@E ill$minated" )electing @T8 fansto @B:I &ill ca$se the blo&er to stop b$t the e%tract to contin$e operating"Conditioned air is added to attempt to cool and clear the smoke. then e%ha$stedoverboard"

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8ydra$lics. rakes G 7anding Hear 4T


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?irst engine is being started" This is identified as &hen the nose&heelsteering disconnect pin is in and only one EH )TE: s&itch is @" 4PT(operation is tested on second engine start5

Cargo doors are operated 4Jello& electric normally po&ers cargo doors. thisprevents draining lo& o$tp$t of electric p$mp or accidentally po&ering Hreen8ydra$lic5

Parking brake is @ and only one EH )TE: s&itch is @

PT( pb is off

Note:#f a cargo door is operated and then the 2ndengine is started &ithin 0seconds a PT( fa$lt message may be given 4d$e to inhibition d$ring testperiod5"

The engine p$mps 4Hreen and Jello&5 each have ?ire )h$t @ff Balves that close&hen the Engine ?ire P$shb$ttons are selected open"

Brakes

The brakes are carbon. m$ltidiscs act$ated by t&o independent systems. ormaland lternate" The normal brakes are po&ered by the Hreen hydra$lic system"

ormal brakes are available &hen

The !)#I G !6 )T:H s&itch is @

Hreen hydra$lic press$re is available The parking brake is @??

)C( 4rake and )teering Control (nit5 controls all normal braking f$nctions4anti-skid. a$tobrakes and brake temps"5"

ormal brake press$re is 2000 - 2


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Electrical po&er fail$re )C( fail$re !)#I G !6 )T:H s&itch t$rned off rake press$re s$pplied by Jello& acc$m$lator only

Parking brake disables all other brake modes 4319. 320 only5" Parking brake ison Jello& system"

press$re indicator on the instr$ment panel indicates Jello& acc$m$latorpress$re and Jello& left and right brake 4parking brake5 press$re on threeneedles"

cc$m$lators maintain good parking brake press$re for at least 12 hrs" Thecargo door operation &ill restore parking brake 4Jello& system5 press$re"

$tobrakes are available on ormal rakes 4Hreen system5 only" 8old pb for at

least one second" 7@ mode delays for seconds after to$chdo&n" EI modedelays for 2 seconds" K has no delay" Io not $se K for landing. K istakeoff only 4P8 3"125"

The Hreen IECE7 light in the a$to brake pb/s indicates act$al deceleration is&ithin ,0Q of the selected rate 4does not indicate that the a$tobrake isactivated5"

$tobrakes activate &hen gro$nd spoilers are e%tended" @n takeoff they are notarmed $ntil


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8ot rakes 4P8 3"1=5 aintenance action is re'$ired if there is

1=0A C difference in brake temps on the same str$t andone brake ;00A orgreater or;0A or less

a mean 200A C difference bet&een different tr$cks f$se pl$g melted brake temp e%ceeds 900A C 4,00A C. 3215

void $se of the parking brake &hen brakes are =00A C or above if able"

Io not set Parking rake @ in flight"

?anding >ear

The irb$s 7anding Hear

8as enclosed gear bays #s held by mechanical $plocks (ses man$al e%tension by gravity 8as no mechanical or vis$al check for gear position (ses a$tobraking on the mains d$ring retraction 8as a brake band in the nose gear &ell #s hydra$lically locked o$t from operation above 2;0 kts"

The 7HC#( controls the irb$s landing gear operation" The )I &ill sho& 2 greendo&n triangles on the 68EE7) page for each gear do&n and locked" There arealso gear indicators ne%t to gear handle" ny green triangle 4at least one o$t of

three possible5 for a gear confirms the gear do&n and locked" @ne green andt&o red triangles for a gear still indicates do&n and locked" :ed sho&s gear intransit and no triangle indicates gear $plocked"

The gear doors &ill remain do&n after man$al gravity e%tension"The gear lights by the gear handle are po&ered thro$gh 4hard &ired5 7HC#( 1.

if 7HC#( 1 is not po&ered the lights &ill not operate"The gear handle has a red do&n arro& that &ill ill$minate if gear is $p &ith flaps3 or ?(77 belo& abo$t


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ose &heel steering is enabled &ith hydra$lic press$re &hen

ose gear doors closed !)#I G !6 )T:H s&itch on To&ing control lever in normal position t least one engine operating ircraft on gro$nd

ose &heel steering is disabled after man$al gear e%tension"

"

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?light Controls 4T


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$irect "aw#7o&est level of flight control la&" Proportional movement bet&eensidestick deflection and flight control deflection" o a$totrimming" oprotections" @verspeed and )tall &arnings available" The defa$lt mode on thegro$nd in all cases 4think abo$t it. if yo$ are on the gro$nd yo$ cannot have a Hload or roll rate5" This mode is most like a reg$lar airplane 4*IC-9 mode+5" mber*()E P#TC8 T:#+

Abnormal "aw#This is entered by the aircraft being in an e%treme $n$s$alattit$de 4abo$t do$ble normal limits5" 6hen back to normal attit$de aircraft is in

lternate 7a& e%cept does not go to direct la& on landing and no pitchprotections" Comp$ter reverts to bnormal &hen it sees the aircraft in $n$s$alattit$de beca$se comp$ter logic says aircraft sho$ld not have been allo&ed bynormal la& protections into this attit$de in the first place. therefore comp$tersees something is &rong"

%echanical ac'up#Pitch thro$gh horiRontal stab trim. 7ateral thro$gh r$dders.Iifferential po&er" oth stab and r$dder $se cables going to controller and

re'$ire hydra$lic po&er" ottom line here. very little *man$al reversion+ and if nohydra$lic po&er yo$ are a la&n dart" :ed * P#TC8 T:# @7J+

?ly-by-&ire. no feedback e%cept for r$dder and horiRontal stab trim

T&o E7C/s Elevator. aileron and stabiliRer control

Three )EC/s )poiler and standby elevator and stabiliRer control

T&o ?C/s Electrical r$dder control 4other &arning f$nctions also provided5

?CIC/s 4?light Control Iata Concentrators5 process information from E7C/sand )EC/s and send data to the E#) and C?I)"

Pitc$ Controlled by elevators and horiRontal stab" Electrically controlled byE7C or )EC and hydra$lically act$ated"

Elevator Each elevator has t&o hydra$lic po&er so$rces and t&o act$ators4one active and one in damping mode5"

Elevator priorities4ote $nless re'$ired by Hro$nd )chool instr$ctor # &o$ld not memoriRe&hich hydra$lic system s$pplies &hich flight control. # add it for reference only5

E7C 2 E7C 1 )EC 2 )EC 1

7eft Elevator l$e and Hreen hyd" :ight Elevator Jello& and l$e hyd"

.oriContal StabiliCer Electrically controlled by one of three motors ormechanically controlled by the pitch trim &heels 4thro$gh cable5 andhydra$lically po&ered by green or yello& hydra$lic" fter to$chdo&n the stabtrim is reset a$tomatically to Rero"

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8oriRontal )tab" Priorities

E7C 2 E7C 1 )EC 2 )EC 1 4same as elevators5

Hreen and Jello& hyd". 3 electric motors

=oll 0ontrol provided by ailerons and spoilers" Electrically controlled by E7C4ailerons5 or )EC 4spoilers5 and hydra$lically act$ated"

Ailerons Each aileron is po&ered by Hreen and l$e hyd" and has t&oact$ators 4one active and the other damping5" The ailerons droop =A &hen theflaps are e%tended" #f both E7C/s fail then droop is deactivated and the aileronsstreamline and only spoilers are $sed for roll control"

ileron priorities

E7C 1 E7C 2

Hreen and l$e hyd"

Spoilers ?ive spoilers are installed on each &ing" ?rom the &ing root to &ingtip they are n$mbered 1 thro$gh =" ll are $sed as gro$nd spoilers" $mbers 2thro$gh = 4the o$tboard spoilers5 provide roll control" The middle three 42 5provide in-flight speed brakes" #f a )EC fails the spoiler4s5 it controls isa$tomatically retracted 4if e%tended5 and that spoiler4s5 deactivated" There is noreversion to other comp$ters"

)poiler priorities

)poilers 1 G 2 - )EC 3. Jello& and Hreen)poilers 3 G - )EC 1. Jello& and l$e)poiler = - )EC 2. Hreen

Speedbrakes and >round Spoilers

Hreen )PI : memo on EC &hen speedbrakes e%tended" ?lashes amber&hen thr$st is applied &ith speedbrake e%tended"

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)peedbrake e%tension inhibited &hen 4)?E-T5

) - )EC 1 G 3 fail - ngle of ttack protection active 4X prot5 or 7P8 ?7@@: active? - ?laps at ?(77 setting 4also config 3 3215E - Elevator 47 or :5 fails 4spoilers 3 and only5T-T@H on thr$st levers 4@. really above CT b$t yo$ better be in the T@Hdetent if yo$ are above CTO5

#f speedbrakes o$t &hen inhibited they &ill a$tomatically retract" $st resto&speedbrake handle for 10 seconds to regain" Io not $se speedbrakes belo&1000/ ?E"

#f one speedbrake on one &ing fails the corresponding one on the other &ing &illbe inhibited for symmetry"

Hro$nd )poilers are armed by raising the )peed rake 7ever" The speed brake

lever does not move &ith a$to e%tension"

Hro$nd )poilers e%tend a$tomatically

Partial E%tension @n landing :everse selected on at least one engine &ith other at or near idle and onemain landing gear str$t compressed

?$ll E%tension @n landing or on takeoff above


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?C think of a so$thern Iragnet. *M$st the ?Cs y/all+

J Ja& f$nctions. normal and alternate ya& ngle of ttack 4flight envelope protection - o. 8igh and 7o& speed limits56 6indshear7 7o& Energy &arning 4speed. speed5

X Prot lpha Protection. ngle of attack protection speed. top of amber tigerstripe

ngle of ttack instead of 7oad ?actor 4g/s5) )peedbrakes retract

$topilot disconnectsP Pitch trim inhibited

#laps

The flap handle has a *trigger+ that m$st be s'$eeRed to allo& the flaps to moveo$t of detent &ith balks at 1 and 3 to prevent *overshoot+" The flaps &ill onlyprovide the config$rations that are allo&ed for each detent. there is no *inbet&een the detents+ positioning" The flap handle controls both flaps and slats"Controlled by t&o )lat ?lap Control Comp$ters 4)?CCs5"

oth flaps and slats are po&ered by t&o hydra$lic systems. flaps by green andyello& and slats by green and bl$e" #f any hydra$lic system fails leaving only onehydra$lic system po&ering either slats or flaps the single po&ered control &ill

e%tend and retract at half speed" #f only one )?CC is f$nctional the flaps andslats &ill operate at half speed"

The flaps have = selected positions 0. 1. 2. 3 and ?(77"

Takeoff is allo&ed &ith 1. 2 or 3

7anding is allo&ed &ith 3 or ?(77

Note:&hen landing &ith ?laps 3 the 7IH ?7P 3 pb on the HP6) overheadpanel sho$ld be selected @ to prevent HP6) flap &arnings &hen landing andalso C@?#H 3 selected in PE:? PP: for proper approach n$mbers"

32


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The flap position n$mbers are M$st that. position n$mbers. they do notcorrespond to degrees of flaps 4or slats5 and in fact each model 4the 319. 320and 3215 has slightly different flap deflection sched$les for certain flap leverpositions" ?or e%ample. ?laps ?(77 for the 319 is 0A. 320 is 3=A and the

321 is 2=A" The 321 also has additional slots b$ilt into the flaps to provideadditional lift at slo&er speeds" Proced$res remain the same for all modelse%cept for higher flap speeds on the 321" The flap *indicator+ is in the E!6Iand sho&s the amo$nt of e%tension for both slats and flaps. &ith three positionsfor the slats and fo$r positions for the flaps"

?laps 0 4Rero5 is flaps *(P+ &ith all trailing and leading edge flap devices f$llysto&ed"

?laps 1 is a *hybrid+ &ith t&o separate config$rations for the same ?laps 1handle position" 8o&ever. from a pilot standpoint the difference is transparent asthe flap handle is treated the same" ?laps 1 position &ill provide flaps 1F? fortakeoff and anytime yo$ are retracting flaps from a higher setting 42. 3 or ?(775"

ny other time ?laps 1 &ill provide ?laps 1 4ho& abo$t thatD5" @. so &hat is thedifference bet&een ?laps 1 and ?laps 1F?D Hlad yo$ asked. simply this. thetrailing edge flaps" The trailing edge flaps make $p the F? as ?laps 1 is slatsonly in the initial position" I$ring ?laps 1F? the slats and flaps &ill e%tend toinitial positions"

33


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o& that # have yo$ completely conf$sed. here is the short story

?laps 1 on gro$nd e%tending for takeoff ?laps 1F? 4slats and flaps5

?laps 1 after takeoff d$ring initial flap retraction from ?laps 2 or 3 ?laps1F? 4slats and flaps5

?laps 1 for landing e%tending from ?laps 0 ?laps 1 4slats only5

?laps 1 for Ho ro$nd retracting from 2 or 3 ?laps 1F? 4slats and flaps5

s yo$ can see the only time ?laps 1 gives yo$ ?laps 1 4slats only5 is one%tension for landing. the rest of the time ?laps 1 is ?laps 1F? 4slats and flaps5"The E!6I &ill sho& either ?laps 1 or ?laps 1F? depending on config$ration"

?laps 2. 3 and ?(77 all have both slats and flaps e%tended to some degree"

?laps have overspeed protection at flap setting 1F? so that at 210 #) the flaps&ill a$tomatically retract to ?laps 1 4slats only5" Please note on the 321 it ispossible at high gross takeoff &eights that ? speed &ill e%ceed the flap speed for1F?" #n this case the flaps &ill a$tomatically retract and the pilot &ill select flaps0 at ) speed &hich &ill retract the remaining slats"

)lats have an alpha lock f$nction that inhibits them from retracting from position1 to 0 &hen at a high angle of attack or lo& airspeed"

There are 6ingtip rakes 46T5 that &ill lock the flaps or slats in case ofasymmetry. overspeed. r$na&ay or $ncommanded movement" 6T/s cannot be

released in-flight" #f flaps are locked o$t. slats can operate and visa versa"

3


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Sidesticks

Perhaps one of the most distinctive and noticeable differences in the irb$s 320series from other airliners is the sidestick" ost folks get comfortable &ith thesidestick &ithin min$tes" 8o&ever. the comp$teriRed flight controls that thesidestick activate re'$ire some ne& feat$res

o feedback 4feel5 is given" )idestick is spring loaded to ne$tral"

)ystem algebraically s$ms the signals from both sticks if both are operated atthe same time 4d$al inp$t5" 8o&ever. the total inp$t is no more than the ma%inp$t from a single stick"

red Takeover pb in the sidestick 4also serving as a$topilot disconnect5 allo&sone pilot to override the other or to disable a damaged sidestick" #f priority istaken an a$dio *P:#@:#TJ 7E?T 4or :#H8T5+ is so$nded"

red arro& light &ill ill$minate in front of the pilot &ho has been deactivated&hen one pilot has taken priority over the other" green CPT or ?!@ light &illill$minate in front of the pilot &ith priority if the other sidestick is o$t of ne$tral"

7ast pilot to press Takeover pb has priority"

Pressing Takeover pb for 0 secs" &ill latch the priority condition 4pilot does nothave to contin$e to press Takeover pb5" 8o&ever. a deactivated sidestick can bereactivated by momentarily pressing the Takeover pb on either sidestick"

Hreen CPT and ?!@ sidestick priority lights &ill flash d$ring d$al inp$t and an

a$dio *I(7 #P(T+ &ill be so$nded"

The Takeover pb and d$al inp$t &arning system are commonly mis$nderstood" green light in front of yo$ means d$al inp$t or yo$ have M$st taken priority in ad$al inp$t sit$ation and a red arro& means yo$r sidestick has been deactivated"These are t&o different things" I$al inp$t is almost al&ays $nintentional and$n&anted" The takeover priority may be something that needs to be done if asidestick has gone bad or some other problem has occ$rred" 8o&ever. if J@(:sidestick is bad the @T8E: pilot m$st latch it o$t &ith their Takeover pb"

)idestick *locks+ in place &hen on a$topilot" Pilot action on sidestick 4or trim&heel5 at any time &ill disconnect the a$topilot"

3=


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#nstr$ment ! av ! Comm

E0A,

The EC 4Electronic CentraliRed ircraft onitoring5 system is made $p of t&oprimary components. t&o )IC/s 4)ystem Iata c'$isition Concentrators5 andt&o ?6C/s 4?light 6arning Comp$ters5" loss of only one )IC or only one?6C &ill not res$lt in any loss of f$nction" The second comp$ter can handle allf$nctions alone" The )IC/s receive data from sensors and &ill send signals to3 IC/s 4Iisplay anagement Comp$ter5 &hich generate the screen image"The )IC/s also send signals to the ?6C" The ?6C &ill generate vario$s&arning!ca$tion messages"

The E!6I 4Engine!6arning Iisplay5 is the display that sho&s normal enginereadings and EC messages" The )I 4)ystem Iisplay5 is directly belo& theE!6I and normally sho&s system pages or stat$s" ?or information on s&itchingscreens in case of fail$res see E?#) later in this section"

EC $ses color to indicate the importance of the indication:EI #mmediate action re'$ired@:HE 4E:5 &areness b$t no action re'$iredH:EE ormal operation68#TE Titles and remarks7(E 4CJ5 ctions to be carried o$t or limitationsP(:P7E 4HET5 )pecial messages 4i"e" inhibition messages5Note:p$lsing green or amber indications are approaching limits

#f a ?6C fails the aster Ca$tion and aster 6arning lights &ill indicate the

fail$re 4along &ith a &arning from EC5 by the $pper or lo&er light in both theaster Ca$tion and 6arning light being o$t" #f the U1 ?6C fails then thecaptains $pper lights &o$ld be o$t and the ?!@/s lo&er lights &o$ld be o$t" #f U2?6C fails the reverse lights &ill go o$t"

7oss of both ?6C/s &ill res$lt in a loss of most &arning capability" The d$alfail$re of the ?6C/s &ill res$lt in an amber ca$tion &ith no a$ral"

EC system pages are controlled thro$gh the EC control panel" (se themnemonic ?8PEI to check systems prior to depart$re" 6ork right to left acrossEC control panel"Note:Press ?(E7. 8JI. P:E)). EH and then pressEH again to ret$rn to defa$lt I@@:!@KJ page

? ?(E7. balance. config$ration. '$antity8 8JI. 8ydra$lics '$antity 4pointers in bo%es5P P:E)). )et to (T@E EH. Engine oil '$antity 4min" 13 'ts"5I I@@:!@KJ. Ioors armed. @2 press$re 4note over&ing slides al&ays armed5

3;


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E0A, Procedures

(pper EC 4E!6I5Primary ?ail$res

$nderlined

*EC ctions+E7EC IC () 1 ?(7T

)econdary ?ail$resstarred

ffected )ystemsE7EC

7o&er EC 4)I5Proced$res

)tat$s

#nop )ystems

)tat$s

6ork in a *>+ fashion from $pper left. $pper right. lo&er left. lo&er right"

6hen an EC &arning occ$rs the first pilot noting it sho$ld read the title"

ppropriate systems page &ill be sho&n on lo&er EC 4)I5 to help identifyproblem area4s5" Please note that the top displayed $nderlined system &illcontrol the lo&er )I display"

Then the P? sho$ld call *EC ction+" The P sho$ld read the f$ll line ofaction items" Confirm all maMor actions before contin$ing to ne%t 4incl$ding thr$stlever movement. engine master s&itch. engine fire pb selection. #IH disconnect.#:( mode selection. cargo smoke discharge pb selection5 and have the P?g$ard good control" :epeat response as yo$ complete action" s yo$ completethe items listed in cyan 4bl$e5 4think *l$e to Io+5 they &ill be a$tomaticallycleared from the screen" Contin$e $ntil yo$ reach the ne%t $nderlined item":ead thro$gh any bo%ed item" I@ @T C7E: a bo%ed itemO

ote bo%ed items indicate fail$re of a primary system that &ill ca$se the loss ofanother system or systems on the aircraft &hich &ill be listed as secondary orstarred systems5" 6hen reaching the ne%t $nderlined title or the end of theproced$re then proceed &ith clearing EC" e s$re to do 77 applicable bl$eaction items bet&een $nderlined titles before proceeding"

#f there are too many steps to all be on the screen EC &ill p$t a green do&n

arro& to indicate that there is screen *overflo&+" s yo$ complete the items andthey are cleared the overflo& items &ill a$tomatically scroll $p onto the screen" #fthere are too many items that can/t be cleared then press the C7E: pb for thene%t page"

Note: yo$ may not be able to clear all bl$e items" #n some cases EC &ill nothave a &ay to kno& that yo$ have done an item. s$ch as *contact TC+" )ome

3


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may not apply s$ch as d$ring Engine ?ail$re EC &ill give a choice of damageor no damage proced$res"

6hen all action items are finished for an $nderlined item and yo$ are at the endor the ne%t $nderlined item the P asks. *Clear EC+D P? &ill reply. *ClearEC+ if ready to contin$e" e s$re that no f$rther cyan messages remain forany $nderlined item that can be eliminated before clearing" )ome bl$e actionitems the comp$ter cannot get feedback from. and these &ill remain on thescreen" 76J) C@?#: EC C7E:" The )I &ill a$tomatically displaythe affected $nderlined system if there are additional fail$res"

#f the problem stops &hile doing action items some action items may clear orchange a$tomatically" ?or e%ample. if an engine fire goes o$t &hile r$nningEC yo$ &ill see the EC EH#E ?#:E go a&ay. the red ?#:E pb on the?#:E panel and the red ?#:E light on the engine panel &ill go o$t and the 7I

)P &ill change from red to orange"

6hen EC is cleared the ne%t proced$re &ill appear 4additional primaryfail$res are listed in the *stack+ on the right5 or if all proced$res are done thenEC &ill a$tomatically present the first page of the affected systems on the)I" ffected systems 4secondary fail$res5 are listed in amber on the top right ofthe screen &ith an asterisk in front of them 4?!CT75" fter revie&ing the screenyo$ &ill clear it and the ne%t system screen &ill be sho&n" fter each screen yo$sho$ld ask and confirm ready to clear the screen" Contin$e $ntil all amber iscleared and only green memo messages are left"

E%ample P &ill then revie& all affected e'$ipment sho&n in amber on ?lightControl side" 6hen done P &ill ask. *Clear ?light Control+D

P? &ill reply. *Clear ?light Control+ if ready to contin$e"

6hen all the affected system screens have been cleared the stat$s page &illcome $p a$tomatically" #f )tat$s or #nop )ystems takes $p more than one pageon EC there &ill be a green do&n arro& to indicate to *scroll+ to the ne%tpage" #n this case yo$ &ill clear EC to scroll to the rest of the proced$re" fter$sing clear to see additional )tat$s or #@P )ystems pages yo$ can press the)T) key to see the first )tat$s or #@P )ystems page again"

)tat$s page &ill contain items s$ch as proced$res. limits. etc"

P &ill then read all stat$s items line by line" 6hen done the P &ill ask *Clear)tat$s+D

The P? &ill reply. *Clear )tat$s+ if ready to finish"

#f P? needs to stop EC say *8old EC+. &hen ready to contin$e say*Contin$e EC+"

3,


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Pilot verbiage d$ring EC is Challenge. :esponse. :esponse" 4P8 9"1"35

?or e%ample

(%# )reen *nine + (ump, OFF, 4p$sh off Hreen Engine 1 pb5OFF

6hen operating critical controls that m$st be confirmed the P m$st allo& theP? to confirm the action and g$ard the good controls" 8ere are the criticalcontrols

Thr$st 7ever movement Engine aster s&itch Engine ?ire pb selection Cargo )moke I#)C8 pb #: pb #IH disconnect

Berbiage in this case &ill be like this

(%# hrust "e-er +, dle,4P? &ill g$ard thr$st lever 2 &ith hand5(F# Confirmed4P &ill bring thr$st lever 1 to idle5. (%# dle

dditional information on EC &arnings may be obtained from the EC on-ormal )$pplemental an$al if time permits"

red 7I )P s$ggests landing at nearest s$itable airport 4more severe5"n amber 7I )P s$ggests the pilot sho$ld consider the serio$sness of the

sit$ation and s$itability of the airport before landing 4less severe5"

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7anding Iistance Proced$re #f the proced$re directs yo$ to do the landingdistance proced$re 47IH I#)T P:@C5 then yo$ &ill look in the N:8 $nder thegreen pages for the specific aircraft model"

?ind the appropriate e'$ipment fail$re4s5 in the table and note the act$al flaplever position for landing" Please note that the act$al flap and!or slat positionsmay not match the flap lever position depending on &hat proced$res yo$ areaccomplishing" o& note any speed increment to be added" ?inally note anylanding distance m$ltiplier" #f there are m$ltiple fail$res and yo$ need to applymore than one e'$ipment fail$re yo$ may need to adM$st yo$r m$ltiplier" #f them$ltipliers all have asterisks M$st take the highest m$ltiplier" #f any of them$ltipliers don/t have asterisks then m$ltiply the m$ltipliers together and $se theres$lting n$mber as the total m$ltiplier" #nstr$ctions are sho&n at the beginningof the N:8 green pages"

o& find the Bapp Ietermination page for yo$r aircraft model and take thespeed increment from above and add it to B7) and add any &ind correction and

p$t the res$lting BPP in the CI( PE:? PP: page $nder the 7) =7" 6hen$sing speed increments 76J) ()E )PEEI )E7ECT on approach" Io not$se managed speed &hen speed increments have been applied" (se the BPPset in the PE:? PP: to remind yo$ &hat speed to select &hen on approach"o& find the 7I#H I#)TCE 6#T8@(T (T@:E C@?#H(:T#@ ?(77 table" 76J) $se the Config ?$ll table. even iflanding &ith less for the proced$re" ?ind the applicable distance" pply anyneeded corrections" Please note that this is a reference distance only. if yo$have a$tobrake available yo$ sho$ld $se itO

(se the m$ltiplier from the earlier table and m$ltiply it by the corrected reference

distance and this &ill be the minim$m distance r$n&ay needed for thisproced$re"

Note:#f EC directs to recycle ?laps!)lats speed select belo& 200 kts" andselect flaps 2

EC action sho$ld not be taken 4e%cept to cancel a$dio &arning thro$gh the)TE: 6: light5 $ntil

The flight path is stabiliRed and The aircraft is higher than 1.000 ?E

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@mmediate Action @tems

ny actions the pilot sho$ld take &itho$t hesitation are listed in the back cover ofthe N:8" The act$al proced$res are at the front of the N:8" emory #tems arelisted in t&o of these proced$res and yo$ are e%pected to kno& &hen toaccomplish these memory items"

E0A, Eceptions

There are times that EC may or may not direct the pilot to do a proced$rethat is the best proced$re to do"

The back page of the N:8 lists the EC e%ceptions and the pilot cons$lt thesebefore r$nning any proced$res for EC)" @f co$rse there are other possiblesit$ations and combinations of events that can be tho$ght of" C$rrently there arenine items listed that yo$ sho$ld do according to the N:8 before attempting to

follo& the EC"

E%amples are if an EC directs to t$rn off the last available so$rce of hydra$licpo&er 4no po&er to any flight controls is a bad thing in any circ$mstance5 oropening the f$el K-feed for f$el imbalance &hen in fact yo$ have a maMor f$elleak" s al&ays Captain. it is yo$r aircraft and yo$ have the final decision"E%ercise yo$r emergency a$thority as needed 4b$t al&ays &ith discretionO5"

EC ethodolgy

1. PF - Maintain Aircraft Control

2. Identify the Non-normal, PM - Cancels the Warning or Caution, if alica!le". PM - #etermine if Immediate Action or $CAM $%cetion&. PM - Accomlish Immediate Action Items, if alica!le'. Catain - Assigns PF(. PM - Accomlish Non-normal rocedure). PM - Accomlish $CAM Follo*-+ rocedures, if alica!le

1


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E?#)6P. *%*%*& *%!%!& *%!%4& *%!%18

&hite diagonal line across the display means that the IC 4Iisplayanagement Comp$ter5 has failed" The C:T itself is still &orking" L$st s&itch tothe standby IC on the s&itching panel to restore the displays as normal"

fail$re of the I( Iisplay (nit 4display blank5 means that yo$ &ill have to s&apscreens to vie& all information" The P?I has priority over the I and the E6!Ihas priority over the )I" This means that if the P?I display fails then the P?I&ill a$tomatically display on the I display screen" 8o&ever. if the I fails theP?I &ill remain on its normal screen" #f yo$ &ish to vie& the I yo$ can pressthe P?I!I K?: s&itch" #n the same &ay the E6!I has priority over the )I" #fthe )I needs to be displayed $se the EC!I K?: s&itch on the s&itchingpanel to bring that screen $p on the CPT or ?!@ I as selected" fail$re ofboth the EC screens 4E6!I and )I5 &ill re'$ire $se of the EC!I K?:s&itch on the s&itching panel to vie& the E6!I screen on the I display and bypressing the re'$ired system pb on the EC Control Panel yo$ can vie& the

)I info on the I as needed"

The I has t&o brightness controls. o$ter and inner beRel control knobs" Theo$ter I beRel controls brightness of the radar and terrain on the I" The innerknob controls the brightness of all the other normal I display symbols" otethat if the P?I!I K?: b$tton is $sed the o$ter beRel is disabled and only theinner knob is available for brightness control"

)T) in a &hite bo% &ill sho& on the bottom of the E6!I if there are any systemsdo&ngraded to remind the cre& of any stat$s information" #f there is a systemadvisory message &hen the )I has failed the E6!I &ill flash a &hite IB at the

bottom of the screen to notify the cre& to select the )I for vie&ing"

The c$rrent airspeed is indicated by a fi%ed yello& reference line" yello& speedtrend arro& &ill appear from the speed reference line to indicate the anticipatedairspeed in 10 seconds"

Hreen Iot is a 4gaspO5 green dot on the speed scale and is available only &henaircraft is clean 4flaps 05" #t sho&s best lift over drag speed 47!I5 and is alsocalled B?T@ 4?inal Takeoffspeed5" Hreen dot is $sed d$ring normal takeoff andthe engine-o$t mane$ver and gives best angle of climb speed"

@n the altit$de scale the 7anding Elevation is a bl$e line and is based onbarometric information" The 7anding Elevation is available only in N8 4belo&1,.000/5 and on approach"

Hro$nd :eference display on the altit$de scale is a red ribbon and is based onradar altimeter information" :adar altimeter reado$t comes on screen in greenbelo& 2=00/ H7 and goes amber 4if I8 is entered5 &hen 100/ above I8 4CT##!###5" #f an I has been entered the altit$de 4note this is the normal altit$de

2


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reado$t. not the radar altimeter reado$t5 &ill t$rn amber belo& the I 4CT # !:B5"

agenta means managed and l$e means selected" ?or e%ample if thecommanded speed is by pilot action 4speed select5 the speed target inde%4speed pointer5 &ill be bl$e" #f the commanded speed is controlled by the ?HC4speed engage5 the speed pointer &ill be magenta"

6hen a ne& altit$de is selected the ne& target altit$de &ill appear above4d$ring climb5 or belo& 4d$ring descent5 the altit$de scale" The ne& targetaltit$de &ill move onto the scale once it is &ithin the altit$de scale range 4abo$t;00/5"

Takeo//


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Note:Predictive &indshear is inhibited d$ring takeoff after 100 kts $p to =0/O

:eactive 6indshear detection is controlled by the ?C/s and is based onHI#:) information" 6indshear detection means that yo$ are # a &indshear"6indshear detection 4&hen slats!flaps selected5 is available = seconds aftertakeoff $ntil 1300/ H7 and is again available on landing from 1300/ H7 $ntil =0/

H7"

red 6#I)8E: &arning is sho&n on the P?I and an a$ral 6#I)8E:alert is given three times d$ring &indshear detection"Note:6indshear detection is @T available $ntil = secs" after takeoffO


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HI#:)

The Hlobal avigation ir Iata #nertial :eference )ystem 4say that five timesfastO5 provides the ?H) &ith the data inp$t it needs to navigate the aircraft"The ?HC decides &hich signals are most acc$rate and provide a *synthetic+4best g$ess5 aircraft position after &eighing all available data" The ?HC canalso estimate the acc$racy of its synthetic position d$e to available sensors anddata" This information &ill be $sed d$ring :B approaches" The #:(/s havelaser ring gyros that provide a stable reference signal as &ell as provide attit$deinformation" e very caref$l @T to M$st t$rn off the #:( beca$se it gives a badnav signal" #t may still be giving good attit$de information and can be selected toattit$de information only 4TT5" The ?HC can track #: drift and predict aircraftposition even &hen HP) or gro$nd based 4B@:!IE5 signals are lost"

HI#:) also provides the aircraft &ith needed air data information s$ch asaltit$de. mach. temperat$res. airspeed. etc" ?ail$re of an associated air datareference I@E) @T fail the #:O The failed I: can be t$rned off by

deselecting its pb and still maintain all #: and HP) f$nctions"

There are t&o independent HP) receivers called :/s 4$lti ode :eceiver5"The :/s process position data and send it to the HI#:(/s" :1 sendsdata to I#:(1 and :2 sends data to I#:(2" oth :/s can send data to

I#:( 3 as needed for back$p p$rposes if I#:( 1 or 2 fail"

The system is very acc$rate and reliable &ith a high degree of red$ndancy $singthree I#:( $nits and m$ltiple navigation signal inp$ts from HP) and #:" The?HC also takes B@:!IE signals 4P8 13"3"1. 1


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E>P


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Note:&hen :@)E B@: is selected &ith a B@: man$ally t$ned the CPT I&ill sho& B@:1 and ?!@ I &ill sho& B@:2" 8o&ever. &hen :@)E 7) isselected &ith an #7) man$ally selected the CPT I &ill sho& #7)2 and the ?!@I &ill sho& #7)1"

0ommunications Comms are monitored by EC for *st$ck mike+"ll :P/s &ill t$ne any radio" CP/s may be s&itched in case of fail$re $sing$dio )&itching panel on overhead"


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$to ?light )ystem

?irst. a little general a$toflight theoryO The irb$s has fo$r *layers+ or levelscontrol if yo$ &ish to call it that" The first or lo&est level is man$al control" This&o$ld be the pilot controlling thro$gh the sidestick and the thr$st levers"

?evel * 3 ,anualFPilot

?light Controls Thr$st

#n this case the pilot is controlling any flight control movement by $se of thesidestick. &hich sends its signals thro$gh the appropriate comp$ters to thehydra$lic act$ators and finally the flight control itself" The pilot can command anyflight control movement that stays &ithin ?light Control ormal 7a&" The sameholds tr$e for thr$st" The pilot can man$ally control the thr$st levers to commandany thr$st level that stays &ithin the normal engine operating parameters" This ishand flying as yo$ have al&ays done" Io not conf$se the flight control

comp$ters 4i"e" E7C. )EC and ?C5 &ith the flight management g$idancecomp$ters 4?HC5"

?evel ! ' ,anual wit$ or wit$out #lig$t Director or Autot$rustFPilot

?light Iirector $tothr$st?light Controls Thr$st

#n this e%ample the pilot maintains man$al control of the flight control b$t isbeing g$ided by the flight director" The flight director 4?!I5 may be getting itsc$es from the ?HC or from the settings on the ?C("

The ne%t level of control is a$toflight" This is &hen the a$topilot and a$tothr$stare engaged" #n this case the pilot is controlling the aircraft thro$gh the settingson the ?C( for the a$topilot and the thr$st levers" The pilot is telling thea$topilot and a$tothr$st directly &hat is &anted" ?or e%ample. if a heading of 90is re'$ired the pilot M$st sets a heading of 90 in the ?C( and the a$topilot holdsthat heading" #f the pilot &ants a climb of 1000 fpm then the pilot sets 1000 fpmin the ?C("

?evel 3 Auto/lig$tFPilot

?light Iirector$topilot $tothr$st


This level is basically the same as any other aircraft yo$ have flo&n &itha$topilot and a$tothr$st" The a$topilot and a$tothr$st are controlling thro$gh thesame flight control system that the pilot $ses &hen hand flying"

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The final and most sophisticated level is comp$ter g$ided" #n this case the pilotenters the desired settings in the ?HC and the comp$ter calc$lates the properflight path and track" The ?HC then commands the a$topilot and a$tothr$st toproperly maintain the comp$ted track and path" #f the pilot &ishes to makechanges or revisions to the flight plan then it is done to the ?HC &hich thenrecalc$lates the needed information" ?or e%ample. if the pilot &ishes to changethe flight plan ro$te to go direct to a ne& fi%. the ne& fi% is typed into the CI(and entered into the I#: page" The ?HC no& comp$tes the ne& co$rse andcommands the a$topilot to t$rn to the ne& heading"

?evel 4 3 0omputer >uidedFPilot

?HC?light Iirector

$topilot $tothr$st


Each higher level $ses all the previo$s levels" #n other &ords comp$ter g$idedflight is also $sing the a$toflight and man$al levels" The pilot can al&ays *dropdo&n+ from one level to a lo&er level by disengaging the appropriate e'$ipment"?or e%ample. the pilot may be climbing $nder comp$ter control in anagedClimb" y selecting a vertical speed of 1=00 fpm on the ?C( the pilot has no&p$t the vertical path in a$topilot control" The ?HC is not controlling the climbrate" #f the pilot then disengages the a$topilot the aircraft is no& $nder man$alcontrol and the pilot is no& man$ally controlling the climb rate"

T&o things that sho$ld be pointed o$t" Jo$ can have vario$s levels of control atone time" ?or e%ample. the track may be comp$ter g$ided by the ?HC &hile

the vertical path is $nder a$topilot control" nother e%ample is &hen the pilot ishand flying b$t $sing a$tothr$st 4&hich is very common5" #n this case the flightcontrols are in man$al b$t the thr$st is in a$toflight" The other thing to point o$tis that &hen hand flying the pilot may $se the ?light Iirector so that &hile theaircraft is $nder man$al control the pilot is still getting a$toflight or comp$terg$ided assistance"

Autopilot

There are t&o a$topilots installed" ormally yo$ &ill only $se one a$topilot at atime 4Capt" $sing !P 1 and ?!@ $sing !P 25" 8o&ever. for every #7) approach

yo$ &ill engage both a$topilots 4e%cept. of co$rse. &hen the second is inop"5"

The a$topilot can be controlled either directly from the ?C( 4?light Control (nit5or thro$gh the CI( and the ?HC" #n both cases yo$ m$st monitorengagement stat$s on the ?" The ?C( has fo$r places to make inp$ts.)peed. 8eading!B. ltit$de and ltit$de 8old!Bertical )peed" #n each case theknob for the selection can be pressed or p$lled" Pressing the knob &ill tell the

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a$topilot to $se the ?HC for g$idance" P$lling the knob &ill tell the a$topilot to$se a pilot selected val$e"

6hen the a$topilot control is engaged 4p$sh5 on the ?HC for a setting a &hitedot &ill appear on the 7CI reado$t for that setting" #f the a$topilot control isselected 4p$ll5 to a pilot set val$e the pilot val$e &ill appear in the 7CI reado$t"

l&ays confirm settings on the ? at the top of the P?I"

)peed P$ll to select to #) or ach by pilot. dial to needed speed" Press toengage in anaged speed mode in ?HC

8eading Pilot can dial to set desired heading then p$ll to select 8IH mode"Pressing 8IH knob &ill engage anaged B and allo& a$topilot to track?HC ro$te"

ltit$de Bal$e set by pilot. p$lling &ill allo& open climb!descent 4f$ll po&erclimb. idle descent5. pressing &ill engage to allo& anaged climb!descent on

?HC

ltit$de 8old!Bertical )peed P$lling knob &ill select vertical speed mode" Iialknob to select amo$nt of climb or descent in h$ndreds of feet per min$te"Pressing knob &ill engage an immediate level off in altit$de hold"

?or E%ample 4P8 2"9"115

*)peed 1


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$topilot*$topilot @ff+

or*$topilot 1 425+

?light Iirectors

*?light Iirectors @ff+

or*?light Iirectors @n+

)peed*)peed YYYYY+

or*anaged )peed+

8eading!av*8eading YYYYY+

or*av+

@pen!anagedClimb 4Iescent5

*@pen Climb 4Iescent5+or

*anaged Climb 4Iescent5+

Bertical )peed*Bertical )peed Pl$s 4in$s5YYYYY+

or*Bertical )peed >ero+

)elect is al&ays knob p$lled to yo$ 4pilot is *taking+ the control of thea$topilot5" 6hen $sing select if yo$ are changing the amo$nt from &hat isin the &indo& then say amo$nt after naming control"

anaged 48old5 is al&ays knob p$shed a&ay from yo$ 4pilot is *giving+control of a$topilot to ?HC5"

emory and on-memory a$topilot limits 4P8 1"10"15

fter Takeoff 4if ):) indicated5 100; A:LEnro$te =00/ H7 4321 900/5on-precision approach I. I or II

CT 1 #7) pproach 4no a$toland. CT # in ?5CT 1 #7) 4&ith CT ## or ### in ?5

1;0/ H7,0 Z H7

$toland To$chdo&nfter a man$al go-aro$nd in ):) mode 100/ H7

Autot$rust

The big pict$re on irb$s a$tothr$stS I$ring gro$nd operations handle the thr$st

levers as on a *normal+ aircraft" t takeoff p$sh the thr$st levers $p to =0Q on1 $ntil both engines stabiliRe. then p$sh the thr$st levers $p to ?7K!CT 4t&oclicks5 or T@H 4three clicks5" 6hen 7B: C7 flashes 4normally abo$t 1000/5 onthe ? red$ce the thr$st lever back to C7 4one or t&o clicks5" The thr$st &illno& be controlled thro$gh the ?HC or the ?C(" The thr$st levers in normaloperation &ill not move again $ntil landing &hen at abo$t 30 to =0/ the P? &illred$ce the thr$st lever to idle and the a$tothr$st &ill a$tomatically disconnect atthat point" There is no physical connection bet&een the thr$st levers and the

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po&erplant" #t is all done electronically &hich is called ?IEC 4?$ll $thorityIigital Engine Control5"

Thr$st is no& set by selecting @pen Climb 4@P C75 or @pen Iescent 4@P IE)5or anaged climb or descent" anaged climb or descent means that the ?HCis controlling in either" @pen mode simply means $sing either f$ll climb thr$st forclimb or idle thr$st for descent" $tothr$st controls to a limit in @pen. either theclimb limit or the idle limit"

The other *?C(+ method to control thr$st is to set vertical speed 4B!)5 &hichallo&s the thr$st to maintain speed and climb rate is controlled thro$gh pitch" #nthis case a$tothr$st is maintaining speed and is in )peed mode" @f co$rse.d$ring cr$ise and approach the altit$de or glide slope is held thro$gh pitch &iththe a$tothr$st maintaining the re'$ired speed" anaged thr$st is controlled bythe ?HC"

#f yo$ don/t get anything else o$t of this little disc$ssion please $nderstand that

the a$tothr$st &orks in one of t&o modes. @pen 4controlling thr$st5 and )peed4controlling speed5" ?$rther. @pen mode can be either climb or idle thr$st"

ost of the time if yo$ are going to have a problem it is in the @pen mode4controlling to thr$st5" #f yo$ are having problems &ith thr$st doing somethingother than &hat yo$ think it sho$ld yo$ can possibly try

T$rn off flight directors 4if hand flying5. this &ill ca$se a$tothr$st to go to)peed mode

)elect vertical speed 4if in @pen climb or descent5. this &ill ca$se

a$tothr$st to go to )peed mode

)elect )peed )elect 4if in anaged speed5. this &ill force the commandedspeed to &hat yo$ desire"

Arm A)T.= 6autot$rust8:

rm on gro$nd 4&ith at least one ?I on5 )et thr$st lever in ?7K!CT if ?7K temp is set

)et thr$st lever to T@H

rm in flight Press on the !T8: pb on ?C( &hen thr$st levers not in active range or

setting thr$st levers o$t of active range" l$e !T8: in ?"

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Activate A)T.=:Note: on ground you will set takeo// t$rust to eit$er #?G),0T or TO>A w$ic$ aremanual t$rust settings% otc$a: otc$a:


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lpha ?loor &ill give

?7@@: in green &ith flashing amber bo% on ? and in amber on E!6I

T@H 7 in green &ith a flashing amber bo% aro$nd it on the ? &hen the ?7@@: condition is left" T@H thr$st is froRen"

To cancel 7P8 ?7@@: or T@H 7 disconnect the a$tothr$st"

7P8 ?7@@: is available in @:7 la& only"7P8 ?7@@: is enabled at liftoff and active d$ring flight. disabled at 100/ :on approach to let yo$ land the aircraft"

7P8 ?7@@: is disabled if yo$ press the instinctive disconnects for 1= secs"

Please note that lpha ?loor has to do &ith a$tothr$st &hile lpha 4X5 Prot and

lpha 4X5 a% are act$ally to do &ith flight controls"

T8: 7 Thr$st 7ock occ$rs if the a$tothr$st system fails" T8: 7 flashes onthe ? and EC memo displays (T@ ?7T !T8: @??" The thr$st &ill befroRen at the last commanded setting $ntil the pilot moves the thr$st levers. thenthr$st &ill follo& the movement of the thr$st levers and be controlled man$ally"

,ake your /lig$t instructor $appy9:The follo&ing is in bold print beca$se it &illmake yo$r life easier" Always match the "A to the thrust beforedisconnectin usin instincti-e disconnect pb0, no matter what 'ind ofthrust situation you are in. his wor's in normal autothrust, 1R23 "OC4

and O)A "OC4. Althouh not always technically necessary, by matchin"A to thrust you always a-oid any unintentional thrust 5e6cursions7 anduse ood practice. hin' 5%atch and %ash7.

I$ring every approach yo$ &ill need to confirm a$tothr$st is in )PEEI mode on? or off by 1000/

==


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,issing ?ink or AP)#D 5 A)T.= interaction

6ell. @. it isn/t t$atmissing link b$t there is a link bet&een the a$topilot and!orflight director and the a$tothr$st" The !T8: and the P!?I &ork together tomaintain speed and traMectory 4altit$de. glide slope. vertical speed5" #f one ismaintaining speed the other &ill maintain traMectory and visa versa" #f yo$ thinkabo$t it yo$ are $sed to doing this yo$rself &hen flying man$ally" @n climb yo$set climb po&er and maintain speed &ith pitch b$t &hen leveling for cr$ise ataltit$de yo$ $se pitch to maintain altit$de and po&er to hold speed" The ?lightH$idance acts in the e%act same &ay" There are t&o basic &ays the a$toflightmaintains control"

P or ?I in traMectory mode4e%ample altit$de hold. B!). H!)5

!T8: in )PEEI modemaintain speed or C8 in cr$ise

and approach

@r

P or ?I in )PI!C8P or ?I adM$st pitch to hold speed

!T8: in T8: mode)teady thr$st set to eitherT8: C7 4@PE C75 orT8: #I7E 4@PE IE)5

There are times that the a$toflight cannot hold &hat has been set and &ill haveto change modes" This is called mode reversion &hen the modes changea$tomatically &itho$t the pilot calling for it" This is both a part of normal flyingand also part of the system to prevent flight o$tside the envelope"

n everyday e%ample is d$ring a climb the a$topilot normally &ill control pitch tokeep speed in @PE C7 and the a$tothr$st &ill maintain climb thr$st 4T8:C75" @n approaching level off at the target altit$de pitch &ill no& revert fromspeed to vertical speed and thr$st &ill revert from climb thr$st to speed" This &illbe tr$e even if the pilot reselects a ne& altit$de before the level off is complete"The vertical speed mode &ill remain $ntil the pilot reselects something else"

asically. be a&are that if the a$topilot is controlling pitch then the a$tothr$st iscontrolling speed and visa versa" @nly one controls pitch or speed at a time.never both controlling the same thing together"

common reversion mode is if the aircraft is climbing in @pen Climb oranaged Climb and the pilot is s$ddenly given a ne& altit$de" The ne& altit$deis belo& the c$rrent altit$de" The mode &ill revert to B!) set to the c$rrentvertical speed $pon reversion" The pilot can then change the vertical speed to adescent or select @pen Iescent"

:eversions can also happen &hen hand flying if yo$ don/t follo& the flightdirector" #f in @pen climb or descent and yo$ allo& the speed to hit ma% or min

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the a$tothr$st &ill go to )PEEI mode and attempt to regain the selected speed&hile the flight director bars &ill be removedO T$rn @?? ?I &hen hand flyingO

Airbus >otc$a: or .ow to be an Airs$ow Pilot: Jo$ are hand flying &ith theflight director on 4bad thingO5" Jo$ are getting ready to level off M$st prior to the?inal pproach ?i% on an approach" 8o&ever. yo$ are not '$ite level at the setaltit$de and the ? does not yet sho& 7T for capt$re" Jo$ are slo&ly levelingoff M$st a little high &itho$t realiRing it and as yo$ have been in @pen descent thethr$st remains in the commanded idle" )peed decays to belo& B 7)" )$ddenlyclimb thr$st is commanded even tho$gh yo$ are no& &anting to contin$edescent" )o$nds like a flyby to meO

=


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#,A ' #lig$t ,ode Annunciator

The ? allo&s the pilot to kno& &hat modes the a$toflight systems are in and&hat can be e%pected" There are times &hen changes &ill occ$r in the modes&itho$t pilot action" This mode reversion cannot be tracked on the ?C(. yo$m$st look at the ? to kno& &hat is act$ally happening" The ? is brokeninto col$mns as sho&n belo&

Each col$mn has ro&s for messages and memos" There are $p to three ro&savailable for each col$mn to $se" The first three col$mns. Thr$st. Bertical and7ateral have the follo&ing r$les

Top ro&. Hreen ctive or Engaged. 6hite - rmed

iddle ro&. l$e or agenta rmed 4agenta sho&s 7T C)T: from ?HC5ottom ro&. essages abo$t flight control first priority

ottom ro&. essages abo$t ?H) have second priority

This is &hat the ? looks like at the top of the P?I

The ? is at the top of the P?I and allo&s the pilots to see e%actly &hat thevario$s modes of the a$to flight system are" The above e%amples are M$st givento allo& yo$ to see &hat type of messages &o$ld be in the ?. not an act$alflight sit$ation" starred message 47T5 means that portion is in the process ofcapt$ring" &hite bo% message means mode change or a$tomatic s&itchinghas M$st taken place in past 10 seconds" The P8 has a complete list of allmessages and meanings 4P8 1"2"15"

COLUMN NAMES

THRUST VERTICAL LATERAL

APPROACH

CAPABILITY

STATUS

AUTOFLIGHT

ENGAGEMENT

STATUS

COLUMNS

ROWS THR VERT LAT APPSTAT

ENGAG

STAT

ACTIVE, ENGAGED MODES MAN THR ALT* NAV CAT 3 AP 1+2

ARMED MODES G/S LOC DUAL 1FD2

MEMOS, SPECIAL

MESSAGES

LVR ASYM SET HOLD SPEED DH 100 A/THR

T8: #I7E

7B: )J

7TH!)

B7@C

CT 3 P 1F2

I(7 1?I2

I8 100 !T8:

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@%ygen 4T


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Po&erplant 4T


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ormal )tart )e'$enceNote:start EH 1 first to press$riRe Hreen 8ydra$lics

EH ode selector to #H!)T:T EH aster s&itch to @ 4after amber K/s go a&ay5

t 1; Q ignition @t 22Q starts f$el flo&t =0Q start valve closes. ignition offEngine idle sho$ld stabiliRe at abo$t =,Q

EH mode selector to @:

ormal #dle 2..;.; ppro%" 20Q 1. 00A C EHT. ;0Q 2. ;00 lbs!hr ??

an$al )tart )e'$ence EH ode selector to #H!)T:T EH )T:T pb @ t a% otoring 4min" 20Q 25 select EH aster s&itch @

?$el and ignition &ill begin &hen EH aster selected @t =0Q start valve closes. ignition off

t idle. abo$t =,Q. EH )T:T pb @?? EH mode selector to @:

2 backgro$nd *grays o$t+ d$ring start. ret$rns to normal &hen stabiliRed at idle#gnition or &ill sho& on )I d$ring normal start. G d$ring man$al start

Note: 4P8 2b"11";!2h""35 ?or first flight of day r$n engines for at least = mins"before applying takeoff thr$st. for s$bse'$ent flights 4&ith 1 [ hrs sh$t do&n orless5 &arm $p engines at least 3 mins" :$n 3 mins" at idle after landing. b$t that

may be red$ced to 1 min" for operational considerations"

The C? &ill reference 1 speed and the #E EP:" The #E &ill defa$lt to 1 inthe case of EP: fail$re" #f sensed EP: is lost the engine &ill be in 1 mode" #fcomp$ted EP: is lost the engine &ill be in degraded 1 mode" @verboost atT@H is possible in degraded 1 mode"

The #E gets fan blade fl$tter at fan speeds of ;0Q to


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P( can s$pply can electrical $p to 39.000/ and s$pply f$ll electrical load $p to2=.000/ and bleed air $p to 20.000/" Electrical takes precedence over bleed air"

P( bleed is @T permitted for 6ing anti-ice" The P( is fed f$el from left f$elmanifold" #f no other f$el boost is available the P( &ill activate a separatededicated P( f$el p$mp" #n flight 4above 100 kts"5 on bat only the P( &ill notstart 4:T failed5" 6ith :T 4loss of HE 1 G 25 the P( is allo&ed 3 min$tes fora start attempt"

The P( can s$pply the entire electrical system on the gro$nd" #n the air theP( &ill not s$pply the main galley shed b$sses"

The P( &ill a$to sh$tdo&n and fire the e%ting$isher bottle on the gro$nd b$tnot in-flight" #n-flight the P( m$st be man$ally sh$t do&n and e%ting$ished forfire" #f the P( )8(T @?? p$shb$tton on the e%ternal panel or the P( ?#:E pbon the overhead ?#:E panel is pressed the P( &ill sh$tdo&n b$t thee%ting$isher &ill not a$tomatically fire" Note:P( &ill a$to sh$tdo&n in-flight forreasons other than fire"

The P( generator &ill a$tomatically come online if engine gens" or e%ternal isnot already online" The P( is ready for bleed and electrics &hen reaching 9=Qfor t&o seconds or 99"=Q" The B#7 light &ill sho& in the P( start pb andgreen P( B#7 &ill sho& on E6I display &hen P( gen is available for $se"

P( bleed may be selected on &henever needed and P( &ill allo& bleed tocome online after allo&ing time for EHT to stabiliRe" @n sh$tdo&n the P(aster is p$shed off" The P( &ill contin$e to r$n for cooling period beforesh$tting do&n" #f the P( aster is pressed back on before the P( sh$ts do&nthe P( &ill contin$e to r$n" 6hen sh$tting the P( do&n for the Parking G)ec$ring checklist &ait 2 mins" after P( vail light goes o$t or $ntil P( flap

sho&s f$lly closed on EC P( page before s&itching batteries off" #f P( isleft r$nning. leave batteries on for fire protection"

P( *leed+ is act$ally s$pplied by P( load compressor"

The 7ine method for starting the P( and p$tting it *online+

Press P( aster )&itch pb @

6ait abo$t = seconds then press P( )tart pb @

Press P( leed pb @

That/s itO #f EKT P6: is not already established online the P( HE &illa$tomatically come online follo&ed by P( bleed air after the proper interval&hich &ill a$tomatically t$rn on the packs ass$ming their pb/s are in the normalon 4s&itch blank5 position" #sn/t technology &onderf$lO Jo$ can start the P(before yo$r &alk aro$nd and the P( &ill be heating the cabin and have airpress$re available for the coffee maker by the time yo$ get backO

;2


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?) 4Controls and #ndicators


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direct command to be able to navigate to the fi%" This &ill be gone over morelater in &aypoints and rero$tes"

#3Plan Iey: 6hen yo$ select the ?-Plan key the defa$lt 4normal5 ?light Planvie& &ill have the ?:@ &aypoint at the top of the CI( screen 4first line5" Thene%t 4second5 line &ill be the T@ &aypoint and all s$cceeding &aypoints &illcontin$e do&n the screen" The ?:@ &aypoint is $s$ally the last B@: orintersection yo$ crossed b$t it can also be PP@) 4Present Position5 or T-P4T$rning Point5" PP@) simply means that yo$ are not on any nav segment andthe ?HC is M$st tracking &here yo$ are &ith no nav g$idance available" This&ill occ$r after takeoff &hen the r$n&ay is a$to

Documents

Airbus A320 Family Notes