Introduction

Welcome to The A320 study guide. This has been written by pilots, for
pilots. It is a guide to help maintain your knowledge of the A320 systems as
well as certain procedures, and to give some tips on some of the more
common failures that you may see in a simulator check.

All information has been collated from various sources and documents – with
this in mind, please do not substitute this for your own company manuals,
they remain your primary source of information. This guide however has
been created to bring you all the pertinent information you need in one easy
document. It covers only the essential knowledge required for day to day
operations and to help with simulator assessments or command upgrade
courses and preparation.

There are many variations between the A320 family and engine options for
your airline so please check all information specific to your operation.

We hope you find this useful!

Contents

• General Limitations
• Air Conditioning / Ventilation / Pressurisation
• Electrical
• Fire Protection
• Flight Controls
• Fuel
• Hydraulics
• Ice & Rain
• Landing Gear
• Lights
• Navigation
• Oxygen
• Pneumatic
• APU
• Powerplant
• Winter Operations
• Failure Management
• Memory Items
• Performance
General Limitations

Wake Turbulence

Departure A380 - 3 Minutes (4 minutes if intermediate point)

Heavy - 2 Minutes (3 minutes if intermediate point)
Arrival A380 - 7 nm
Heavy - 5 nm
Other - 3 nm

Wind Limits

Passenger door operation 65 kts

Cargo door operation 40 kts
Cargo door closure before 65 kts
Max crosswind takeoff & land 38 kts (A319/320)
35 kts (A320 NEO)
Max tailwind takeoff / land 15 kts

Airport Limits

Max runway altitude 9200 ft

Minimum runway width 30 m

Speeds

Cockpit open speed 200 kts

VMO 350 kts
MMO M 0.82

Autopilot

Minimum engagement 100 ft / 5 s after takeoff

Approach G/S mode 200 ft
Approach FINAL APP / V/S / 250 ft
FPA
Circling approach 500f ft

CAT 1 displayed on FMA 160 ft

CAT2 / CAT3 0 ft if autoland planned

PAR approach 250 ft

After manual go-around 100 ft

CAT II ILS min decision 100 ft

CAT IIIA min decision 50 ft
CAT IIIB min decision 20 ft

Turbulence Penetration Speed

CFM-56 < FL200 - 250 kts

> FL200 - 275 kts
> FL 320 - M 0.76

LEAP 1A < FL200 - 260 kts

> FL 200 - 280 kts
> FL 310 - M 0.76
Air Conditioning / Ventilation / Pressurisation

Air Conditioning

The A320 air conditioning system allows fresh air into the aircraft via 2
packs (Pressurisation & conditioning kit), these are located on the lower
fuselage.

The pneumatic system provides bleed air to the air conditioning packs via a
pack flow control valve. This regulates the airflow to the associated pack and
is controlled using the PACK 1 or PACK 2 pb.

Downstream of the of the pack flow control valve, the airflow can be selected
using the PACK FLOW selector knob. This has 3 settings of LO, NORM and
HI.

LO -80% of normal flow – used for low passenger loads of around 130 or
less.

NORM - 100% of normal flow - used for normal operations.

HI - 120% of normal flow – Used in high temperature situations.

Pack Operation:

Hot bleed air from the engines is routed via the pack flow control valve to the
primary heat exchanger, where it is then cooled by ambient ram air. This
ambient air is supplied via the ram air inlet / outlet doors, both of which can
be operated to increase or to decrease cooling.

The cooled bleed air is then compressed to a higher pressure and temperature,
before being cooled again in the main heat exchanger. It then enters the
turbine section where it expands, generating power to drive the compressor
and also the cooling air fan. This process removes energy and thus greatly
reduces the air temperature at the turbine discharge.

This cold air then enters a mixing unit where it is mixed with cabin air to
increase airflow distribution. Air from the cabin is drawn into the mixing unit
using two fans, these are continuously in use whilst electrical power is
supplied. These fans can be controlled using the CAB FANS pb.

Bleed air is tapped upstream of the pack flow control valve to the pressure
regulating valve. This hot air then flows to three trim air valves which are
independently supplied to the fwd cabin, aft cabin and cockpit. This hot is air
is used to regulate the temperature. These valves are controlled by the HOT
AIR pb.

Temperature control can be regulated via 3 rotary selector knobs on the

overhead panel. The temperature range is from 18c to 30c with a temperature
of around 24c being in the 12 o’clock position. Cabin crew can use the FAP
to vary cabin temperature +/- 2.5c from what has been selected in the cockpit.

Ventilation

The ventilation system provides ventilation for the following:

• Aircraft avionics
• Batteries
• Lavatories & Galleys
The system is fully automatic and uses two electric fans to circulate the air, as
well as air which is sucked in from the cockpit. These fans circulate air
around the avionics compartment at a low/high speed depending on the
temperature of the ventilation air. In order to allow air into the aircraft, valves
called Skin air inlet and outlet valves allow ambient air inside, and warm air
from the avionics compartment outside.

Skin exchange inlet / outlet valves allow air to circulate between the avionics
bay and beneath the cargo compartment floor. The air conditioning inlet
valve allows the air conditioning circuit to add fresh air to the avionics bay. A
skin heat exchanger lies between the pressure hull and the outer aircraft skin.
It uses the low temperature from the skin to assist with cooling.

The system is operated to provide cool air in 5 different ways:

Open circuit configuration – When the aircraft is on the ground, skin

temperature above 12c and increasing and thrust levers not in takeoff
position. Ambient air goes past a valve then a filter before reaching the
avionics rack to be cooled. Water particles and any dust or debris are
removed at this stage.

Closed circuit configuration – Aircraft on the ground with skin temperature

9c and decreasing, during takeoff and also inflight if the skin temperature is
below 32c and decreasing. Skin air inlet / outlet valves remain closed in this
configuration.

Intermediate configuration – When the skin temperature is above 35c and

increasing whilst inflight.

Abnormal configuration – When the blower pb is set to OVRD, the blower

fan stops and extract fan runs. When the extract pb is set to OVRD, the
extract fan is controlled directly from the pb. Both fans will continue to run.

Smoke configuration – Blower and Extract pb/s set to OVRD. The air
conditioning system supplies cooling air which is then exhausted overboard.
The blower fans will stop.
Pressurisation

The A320 pressurisation system is controlled either automatically or

manually.

In normal operation, the crew only need to monitor the pressurisation system.
Internal air pressure is scheduled via signals received from the FMGS. If the
FMGS fails (dual FMGC failure) the crew need to manually set the landing
elevation.

2 cabin pressure controllers control the system using data from the ADIRS
(Pressure altitude), FMGC (landing elevation and QNH), EIU and LGCIU. In
normal operation one controller is in use, the other in standby. A changeover
occurs 70 s after landing and also if one system fails.

The system has 4 functions:

• Ground function - Fully opens the outflow valve on the ground (55s after
landing)
• Pre-pressurisation - During takeoff, cabin pressure is increased at around
400ft/min to avoid a surge in pressure on liftoff
• Pressurisation in flight – adjusts the cabin altitude and rate of change. Max
descent rate is 750ft/min
• Depressurisation – On touchdown, gradually releases residual cabin
pressure before the ground function opens the outflow valve fully.
3 electric motors can power the outflow valve. In normal operation, one of
two cabin pressure controllers operates the outflow valve via a motor.

Cabin altitude can be controlled manually using the manual motor which also
controls the outflow valve.

Ditching pb – closes the outflow valve, emergency ram air inlet, avionics
ventilation inlet and extract valves, pack flow control valve and the fwd cargo
outlet isolation valve.

If the cabin becomes over pressurised, 2 independent safety valves can

relieve the pressure once it gets close to 8.6psi. These valves are located on
the rear pressure bulkhead.

Limitations

Max positive differential pressure 9.0 psi

Max negative differential pressure -1.0 psi
Safety relief valve operation 8.6 psi
Max norm cabin altitude 8000ft
Cab altitude warning 9550ft +/- 35ft
Ram air max diff 1 psi
More than 20 minutes without air conditioning will reduce the quality of the
air within the cabin and is not advised.

Questions & Answers

Q. How is temperature regulated by the air conditioning system?

A. Both air conditioning pack outlets feed into the mixing unit. The output
temperature of the packs is driven by the lowest selected of the 3 zonal
temperature controllers, so that air within the mixer unit will be equal to that
lowest selected temperature. As air is ducted to the 3 zones, hot air is added
via the trim air valves to optimise zonal temperatures.

Q. What do the trim air valves do?

A. Add hot air to the cool air ducted in to the cabin to optimise the cabin air
temperature.

Q. How many air conditioning controllers are there and what do they control?
A. There are 2 air conditioning controllers. Controller 1 controls pack 1 and
vice versa. Controller 1 controls cockpit temperature and controller 2 controls
both cabin zones. The controllers allow the air conditioning system to be
fully automatic. They control the pack control valve, the trim air valves and
the pack outlet temperature via the pack turbine bypass valve.

Q. What is the purpose of the ram air inlet and when will it be opened if
pressed?
A. It enables the cabin to be supplied with fresh air in the event of smoke or
loss of both packs. It is activated via a guarded pb on the overhead panel. The
valve will open automatically when pushed, however the cabin differential
pressure must be below 1psi (otherwise no air will be supplied). Ram air pb
shall not be selected until FL100 or below. Once pushed, the outflow valve
will open to approximately 50% and the ram air door will open. If the
pressure diff is above 1psi, a check valve downstream will not open and no
air will be supplied – i.e. atmospheric ram air can only be used in a
depressurised aircraft.

Q. Where are the 3 zonal temperatures measured?

A. Cockpit – behind the FO seat. Cabin zones – lavatory extraction system
and the galleys.

Q. What occurs if an air conditioning controller suffers a single or dual

channel failure?
A. The air conditioning controller will still function with a single lane failure.
A dual lane failure will cause the loss of the controller.

Q. What happens if a hot air valve fails?

A. If it fails in the open position, there is no effect. If it fails in the closed
position, the trim air valves will not be supplied, so temperature control of the
cabin is lost.

Q. What happens if a trim air valve closes?

A. Temperature control is lost in that cabin zone.

Q. The ram air inlet flaps automatically close under two conditions, what are
they?
A. Takeoff – T/O power set and MLG struts compressed
Landing – MLG struts compressed, speed greater than 70kts

Q. What is the ACSC and what does it do?

A. Air conditioning system controller. Each ACSC regulates the temperature
of its associated pack by modulating the bypass valve and ram air inlet flap. It
has the following functions:
• Pack operation control
• Controls pack flow control valve
• Controls hot air pressure regulating valve
• Controls trim air valve
• Regulates temperature and flow

Q. What is pre pressurisation mode?

A. Active during the takeoff roll, the outflow valve moves towards a closed
position, the pressure in the cabin then increases to 0.1psi above ambient to
avoid a cabin surge during rotation.
Q. When do de-pressurisation and ground modes activate and what happens
in automatic mode?
A. De-pressurisation mode occurs on touchdown which releases any cabin
overpressure. Ground mode occurs 5 seconds after landing at which point the
outflow valve fully opens.

Q. What is the maximum cabin altitude in automatic mode?

A. 8000ft

Q. What does the pressurisation system use in automatic mode as a reference

for landing elevation?
A. The destination QNH from the PERF APPR page and the airfield
elevation from FMGC.

Q. How is manual pressurisation achieved and how does it work?

A. By using the manual override pb on the overhead panel. The third motor
for manual mode is now energised. Manual control is achieved through a
dedicated part of the CPC1 which remains available even in dual CPC failure.
Cabin altitude is controlled using the toggle switch which adjusts the position
of the outflow valve. Pressurisation will now be displayed by ECAM.

Q. What pressurisation procedures are available in the QRH?

A. Cabin Overpressure – Should be initiated as soon as control is lost of the
pressurisation system, leading to over pressurisation. This is usually due to a
loss of control of the outflow valve. A simple solution to this is to turn off the
packs, then turning the blower and extract to override will vent cabin air
overboard. Now the pressure can be monitored and by selecting the packs
on/off, there remains a way of controlling the pressure.

Failures

CAB PR SYS 1+2 FAULT

• Manual control of pressurisation required

• Achieved by selecting MODE SEL to MAN and using manual toggle
 switch to operate the outflow valve.
• Toggle down – closes outflow valve – cabin altitude descends
• Toggle up – opens outflow valve – cabin altitude climbs

Target cabin v/s is:

500ft/min Climb
300ft/min Descent

Threats:
• Over pressurisation (resulting in the operation of the safety valves)
• Under pressurisation (resulting in CAB PR EXCESS CAB ALT)

Flying at lower levels will enable easier control of the cabin altitude /
differential pressure.

Strategy 1
Maintain a cabin v/s of 300ft/min in the descent. If a level off is required,
ensure v/s 0. Maintain cabin altitude between destination altitude and 8000ft,
pressure between zero and 8psi. During final approach, fully open outflow
valve.

Strategy 2
Maintain the cabin altitude at its original value, e.g. 8000ft. Descend down to
8000ft and once reached, the outflow valve can be fully opened. This
provides less management of the system manually. Once below 8000ft
however, ensure that the v/s does not exceed 1800ft/min otherwise the ADV
will be shown.

Cabin Overpressure

This failure requires the pilots to reduce cabin pressure to avoid any further
over-pressure.

• Select PACK 1 or 2 OFF

 • Ventilation Blower - Override
• Ventilation Extract - Override

This will put the aircraft in the smoke removal configuration which moves
cabin air overboard and reduces airflow into the cabin.

Monitor the cabin pressure, if it goes above 9 psi, then turn off the remaining
pack

As cabin pressurisation is now unreliable, LAND ASAP appears requiring an

expeditious descent.

Landing:
• 10 minutes prior to landing, both packs - OFF
• Return ventilation system back to the normal configuration

Check cabin pressure is zero prior to opening cabin doors.

CAB PR EXCESS CAB ALT

Time of useful consciousness at FL390 is in the region of 15 seconds. The

physiological experience will be unpleasant. The flight deck visibility will be
reduced and pain will be felt in the ears.

• Immediately don oxygen masks to prevent incapacitation

• Ensure positive confirmation CAB PR EXCESS CAB ALT
• Initiate emergency descent

Immediate actions:

ALT Turn & Pull

HDG Turn & Pull
Speed Pull
FMA Announce
o Memory items
o QRH
o ECAM

Threats:
Aviate, Navigate, Communicate
• Ensure you maintain situational awareness – MSA?
• Aircraft below you, head off standard routing
• Advise ATC and squawk 7700 when able
• Use of the autopilot and autothrust is highly recommended.
• If no structural damage is suspected, use the speedbrakes to expedite
descent to FL100 (Monitor increase in VLS – potential to activate angle of
attack protection / AP disconnect)
• In idle thrust with speedbrakes extended, rate of descent is approx.
7000fpm. Descent from FL390 to FL100 will take approx. 4 mins and
40nm.
• If cabin altitude goes above or is likely to go above 14,000ft, press the
MASK MAN ON pb. This ensures the passenger oxygen masks release.
Electrical

The A320 electrical system is powered by an AC and DC electrical system.

This is structured into two independent ‘networks’ which can be called No. 1
and No. 2. Should there be a failure of both systems there is a backup
network referred to as the Essential network.

On each engine is an AC generator, which is driven via a gearbox from the

high pressure spool. Also connected to this gearbox is the constant speed
drive (CSD). This converts the variable output speed of the engine to a
constant generator speed of around 1200rpm. The generator and the CSD are
co-located in one place situated under the engine, this is called the Integrated
drive generator (IDG). The generators supply 115V / 200V at 400Hz.

There is a third generator powered by the Auxiliary Power Unit (APU). Each
of these generators is capable of supplying power for the entire aircraft and is
automatically brought on line according to their priority.

Electrical priority:
1 – Generators
2 – External power
3 – APU Generator
4 – Ram Air Turbine
5 – Batteries

In an emergency, a Ram Air Turbine (RAT) powers the blue hydraulic

system which is then capable of powering an emergency AC generator. A
static inverter supplies power to part of the AC essential bus if the batteries
are the only remaining power source.

There are 2 batteries provided for DC power with a minimum voltage of

25.5V. Should the voltage drop below this value, the batteries can be
connected to the battery bus and external power applied for around 20
minutes. As a last resort, the batteries can supply up to 30 minutes of
electrical power.

Overhead Panel

EMER ELEC Overhead Panel

Normal Operation:

Generator 1 supplies AC Bus 1, Generator 2 supplies AC Bus 2.

The AC ESS Bus is supplied by AC Bus 1.
TR1 supplies DC Bus 1, DC ESS Bus and the battery bus.

Abnormal Operation:

If an engine fails and the generator is lost, power will be used from the other
generator.
If both generators fail, AC Bus 1 & 2 are lost.
The RAT will automatically deploy if the aircrafts speed is above 100kts.
After around 8 seconds, this powers the blue HYD system which in turn
powers the emergency generator. It powers the AC ESS Bus, ESS TR, and
the DC ESS Bus.
When the aircrafts speed drops below 100kts, AC SHED ESS and DC SHED
ESS buses are shed and the batteries now power the essential system with the
static inverter.
When on the ground, the DC Bus is automatically connected to the batteries
below 100kts.
Below 50kts, the AC ESS Bus is shed.

Commercial pb – Supplies electrical power to:

• Cabin & Cargo lights

• Water & toilet system
• Drain mast ice protection
• Galley
• Semi-automatic cargo loading

Questions & Answers

Q. What is the output of the electrical system in normal operation?

A. 90KVA, 115-200V plus a 28v battery system

Q. What is the Bus Tie?

A. Enables power to be transferred from one side to another, thus enabling
the APU to power both sides 1 & 2. Also, in the emergency electrical
configuration, the system can be spilt to try to restore either sides power
supply.

Q. What is the output of the Emergency Generator?

A. 5KVA

Q. What types of circuit breakers are there?

A. Monitored and unmonitored. Monitored are green and when tripped, after
1 minute an ECAM caution appears. Unmonitored are black and do not
trigger any ECAM warnings. Wing tip brake CB’s have a red collar to
prevent these being reset inflight.

Q. What is the major consequence of a TR 1 & 2 failure?

A. DC Bus 1 & 2 failure

Q. How is electricity generated in abnormal situations?

A. The Emergency Generator, powered by the RAT, can supply 5KVA AC
power. This powers the AC essential bus and the DC essential through the
essential TR.

Q. In flight and on battery power only, what do the batteries supply?

A. Battery 1 supplies AC essential via the static inverter. Battery 2 supplies
the DC essential bus.

Q. When will the electrical system be powered by only the batteries?

A. If AC bus 1 & 2 fail then the RAT will be deployed. This process takes 7-
10 seconds before the generator comes on line and in this time, the batteries
supply power.

Failures

ELEC EMER CONFIG

Threats:
• Aviate / Navigate / Communicate
• Captain takes control as the FO has no screens or instrumentation
• AP, ATHR disconnect, assume manual flight – FD off, Bird on.

• To confirm the failure, press and hold the ELEC pb on the ECP.
• Reset both generators in order to try to establish power. BUS TIE is selected
off in order to segregate both generator channels, try the resets again.

• IGN – ON as both engines now gravity fuel feeding. As descent will most
likely be initiated, QRH gravity feeding procedure can be referenced but is
not a priority.
• VHF1 only so Captain to make all radio calls.
• FAC 1 reset will restore the rudder trim function.

• Starting the APU is delayed for 45 seconds after loss of both generators to
prevent interference with coupling.
• Starting the APU on batteries is restricted to FL250
• Setting the Blower and Extract to OVRD assists in avionics ventilation

F/CTRL ALTN LAW – Max Speed 320kts due to loss of high speed
protection
AUTO FLT A/THR OFF – Move thrust levers out of thrust lock and assume
manual control – reset to the original N1’s.

Now that all ECAM actions have been completed, the pilots can decide what
to do. This can be in the format of DODAR or any other failure management
models.

The QRH summary page provides an excellent overview. The following

should be considered when deciding on a suitable airfield:

• CAT 1 weather
• Long runway – ideally 3000m
• Minimal terrain implications
• Emergency cover (RFFS) / facilities

ELEC DC ESS BUS FAULT

• Aviate / Navigate / Communicate

• AP will disconnect if AP1 is active. AP2 is available
• A/THR disconnects – move thrust levers to get out of thrust lock and regain
manual control

• Both loudspeakers do not work until ACP switching, then CM2 speaker will
work.
• RMP 1 no longer works, frequency will need to be tuned on VHF2
• ACP3 (overhead) needs VHF2 key and the audio pb to both be selected on
• Audio switching to F/O 3 enables both crew to hear RT comms with the
speaker turned up on CM2 side.

AUTO FLT A/THR OFF – Move thrust levers to match the original N1’s
• Blue HYD pump inop – triangles remain green on HYD SD page therefore
system pressure remains suitable.
• CAT 3 Single displayed – actual capability remains CAT 2 when APP pb
selected
• HP fuel shutoff valves are inop – engines shut down using the ENG fire
pb’s – this can take upto 1 minute before the fuel in the line is used.

Once ECAM is completed, consider using your failure management structure

to decide on what to do next.
Fire Protection

The engines and APU have a fire and an overheat detection system which
includes:
• 2 detection loops A & B
• Fire detection unit

The detection loop consists of sensing elements in the pylon nacelle, the
engine core and also in the engine fan section.

The APU consists of 1 sensing element.

As soon as heat is detected above a preset level, a fire warning system is

triggered. If one loop has a fault, it does not affect the other.
Each engine has 2 fire extinguisher bottles, each with electrically controlled
squibs used to discharge agents.

The APU has 1 fire extinguisher bottle with 2 squibs to discharge the agent.
If an APU fire is detected on the ground, the APU will automatically shut
down and the extinguisher will automatically discharge.

When the fire pb is pushed, the following occurs:

• Silences the aural fire warning

• Arms the fire extinguisher squibs
• Closes the low pressure fuel valve
• Closes the hydraulic fire shutoff valve
• Closes the engine bleed valve
• Closes the pack flow control valve
• Cuts of the FADEC power supply
• Deactivates the IDG

The FWD and AFT cargo compartments have smoke detection systems
consisting of 2 detectors in the FWD and 4 in the AFT compartments

There consists of 1 fire bottle with 2 discharge heads, one for each
compartment. One nozzle is in the FWD compartment, two nozzles in the
AFT compartment.

After activation, the DISCH light comes on in amber when the bottle is
empty.

Questions & Answers

Q How is fire detected in the engines and APU?

A Detection works in a loop system which is ran in parallel. The Engines and
APU have 2 loops. Heat detectors detect abnormally high temperatures
and both loops need to detect this to signal a fire.

Q Where are fire loops located on the engine?

A. Nacelle, Pylon, Core & Fan

Q Is there a fire extinguisher in the hold?

A. There is one bottle that can be discharged for all 3 holds via pipes and
nozzles. The bottle can be discharged in up to 1 minute.

Q How is fire detected in the Avionics Bay?

A. If smoke is detected for 5 seconds or more, a smoke detector causes a fire
warning chime. This smoke can only be removed using the QRH smoke
removal checklist.

Q What happens if the APU fire pb is pushed?

A. The APU is shut down
LP fuel valve is closed
APU fuel pump deactivated
Aural warning silenced
Squibs armed
APU Bleed & Cross bleed valves closed
APU Generator is de-activated

Q What happens when the ENG 1/2 FIRE TEST pb is pressed?

A Repetitive continuous chime sounds

MASTER WARNING lights flash

ENG FIRE warning appears on ECAM

On the fire panel:

ENG 1/2 FIRE pb lights up red
SQUIB lights come on white if discharge supplies avail
DISCH lights come on amber

On the ENG MASTER panel:

FIRE lights come on in red
Flight Controls

Flight control surfaces are all electrically controlled and hydraulically

activated. The A320 has 11 computers that transfer the pilot / AP inputs to
mechanical movements. These include:

2 x Elevator Aileron Computer (ELAC)

Control the Elevators, Trimable horizontal stabiliser (THS) and the Ailerons.

3 x Spoiler Elevator Computer (SEC)

Control the inputs for Spoilers and also backup for the elevators and THS

2 x Flight Augmentation Computer (FAC)

Controls the Rudder, including rudder trim and yaw dampening. It also
provides windshear detection and low energy warnings.

2 x Slat Flap Control Computers (SFCC)

Control the flaps and slats on the wing.

2 x Flight Control Data Concentrators (FCDC)

Send data from the SEC’s and the ELAC’s directly to the ECAM.

Sidesticks – Pilots inputs are sent to the ELACS and SECs which in turn send
signals to the primary flight controls. If both are moved at the same time, the
inputs are added together to the maximum deflection and SIDESTICK
PRIORITY lights up in front of both pilots with a verbal ‘DUAL INPUT’ call
through the loudspeaker.

If a pilot presses the red AP disconnect / takeover pb for longer than 40

seconds, the other sidestick is deactivated.

A Red light comes on in front of the pilot who’s sidestick is deactivated.

A Green light comes on in front of the pilot who has taken control.

Roll Control

• One Aileron and 4 Spoilers on each wing control the roll. Aileron deflection
can reach a maximum of 25.
• When flaps are extended, the ailerons extend 10 down – called aileron
droop.
• ELAC 1 controls the ailerons, if this fails, ELAC 2 will control them.

Speed Brakes / Spoilers

5 spoilers on the upper side of the wing are used to function as roll spoilers,
ground spoilers and Speedbrakes. The Speedbrakes are operated by using the
speedbrake lever which in turn activates spoilers 3, 4 & 5.

Speedbrake extension is inhibited when:

• Sec 1 / SEC 3 both faulty
• L or R elevator fault
• Angle of Attack protection active
• Flaps in config FULL
• Thrust levers above MCT
• Alpha floor activation

If one of the above occurs whilst the speedbrakes are extended, they will
automatically retract and stay retracted until the condition ceases.

When flying faster than 315kt / M 0.75, speedbrake retraction rate is reduced
to 25s from full to clean.

Maximum deflection in Manual flight

Spoilers 3 & 4 40
Spoilers 2 20

Maximum deflection in Automatic flight

Spoilers 3 & 4 25
Spoilers 2 12.5

Ground Spoilers

Involves all 5 spoilers and ailerons. This is armed by pulling the speedbrake
lever up into the armed position.

Rejected takeoff
• If armed and the aircraft speed exceeds 72kt, the spoilers will automatically
extend when both thrust levers are set to idle.
• If they are not armed but the speed exceeds 72kt, the spoilers automatically
extend as soon as reverse thrust is selected on one engine.

Landing Phase
The ground spoilers will automatically extend when the following conditions
occur:
• Ground spoilers armed
• Both main landing gears on the ground
• Both thrust levers at / below idle, or reverse thrust selected on 1 engine.
• Ground spoilers not armed
• Both main landing gears on the ground
• Reverse thrust selected on at least one engine.
Pitch Control

• 2 Elevators and a trimmable horizontal stabiliser (THS) control pitch.

• Maximum deflection - 30 nose up / 17 nose down.
• ELAC 2 controls the elevators and horizontal stabiliser
• Green hydraulics power the left elevator
• Yellow hydraulics power the right elevator
• THS is powered by one of 3 electric motors

Max elevator deflection - 30 nose up / 17 nose down.

Mechanical control of the THS is achieved through the trim wheel as long as
the green or yellow hydraulics are working. Mechanical control has priority
over electrical control.

Yaw Control

• One Rudder controls yaw on the A320

• ELACs control the yaw orders for turn co-ordination and dampening yaw
oscillations and then transmit these to the FACs
• Mechanical control is achieved through the rudder pedals in the flight deck.
• Maximum rudder travel gradually reduces as speed increases.
• When slats are extended, full rudder travel authority is available.
• Rudder trim is controlled by 2 electric motors.
• In manual flight, rudder trim can be applied using the RUD TRIM switch
and also reset to zero using the reset button.

Normal Law

Ground Mode
Direct relationship between the sidestick and the elevator deflection.
Before takeoff, the pilots manually adjust the THS to adjust for CG.
Above 75kts on takeoff, maximum up elevator deflection is reduced from 30
to 20.

Flight Mode

A load factor demand – the sidestick sets the elevator and THS to maintain a
load factor proportional to sidestick deflection. The sidestick now controls
the elevator, THS, ailerons, spoilers and rudder.

With the sidestick neutral and wings level, 1g is maintained in pitch.

Sidestick movement in the roll axis commands a given rate of roll.

Flare Mode

Passing 50ft, the THS is frozen producing a direct stick – elevator

relationship.
The system memorises the aircrafts attitude at 50ft. Passing 30ft the system
reduces the pitch attitude to 2 nose down over 8 seconds.
This gives the aircraft a natural feel to flare for landing.

Normal Law Protections

Load Factor Limitation

Clean configuration + 2.5g to -1g
Other configurations + 2g to 0g

Pitch Attitude Protection

Config 0-3 30 nose up -15 nose down

Config full 25 nose up -15 nose down

Bank Angle Protection

The system maintains positive spiral static stability for bank angles above 33.
Releasing the sidestick above 33, the aircraft automatically reduces to 33.
Full sidestick deflection is 67.

If Angle of attack protection is active and full lateral deflection is held, the
bank angle will not go beyond 45.

If high speed protection is active and full lateral deflection is held, the bank
angle will not go beyond 40.

If the bank angle exceeds 45, the AP disconnects and the FD bars disappear.
FD bars return when the bank angle decreases to less than 40.

High Angle of Attack Protection

The aircraft is protected against stalling. When the angle of attack is greater
that PROT, the angle of attack protection activates.

This protection has priority over all other protections.

The aircraft will maintain the angle of attack equal to PROT with no pilot
input.
This can be increased by pilot input up to a maximum of MAX and when the
sidestick is released, will return to PROT
When activated, sidestick input becomes an angle of attack demand, rather
than a load factor demand.

PROT, Floor and MAX are computed based on the angle of attack, therefore
will vary based on the aircrafts weight, configuration and load factor.

AP disconnects at PROT +1.

High Speed Protection

The A320 will automatically recover from a high speed condition.

If the speed increases above VMO/MMO, nose down authority is reduced

and a nose up order is introduced.

A green ‘ = ‘ on the speed tape at VMO +6kts shows where the high speed
protection starts.

The AP will disconnect when the high speed protection becomes active at
VMO +6kts.

Alpha Floor Protection

Alpha floor is an autothrust generated protection, not a flight control

protection.

It is available from liftoff until 100ft on landing. When the angle of attack
becomes excessive, the FACs order TOGA thrust, regardless of the position
of the thrust levers.

To get out of the alpha floor condition, the pilot must ensure the speed is safe
to disconnect the autothrust. The thrust levers must be returned to the CLB
gate and the A/THR pb on the FCU can then be engaged.

Alternate Law

Some failures on the aircraft can cause the flight control laws to downgrade.

• Pitch control is similar to normal law.

• Roll control is the same as direct law, with sidestick demanding aileron
deflection rather than a roll rate.

Alternate Law Protections

Load factor limitation

The same as normal law, available with reduced protections and without
reduced protections.
Pitch attitude protection

Not available in alternate law, the = symbols will be replaced by amber x

symbols.

Bank angle protection

Not available in alternate law, the = symbols will be replaced by amber x

symbols.

High speed protection

Changes to ‘High speed stability’ and is available with reduced protections.

Above VMO/MMO, a nose up demand is introduced to avoid excessive
speed. The pilot can override this

High angle of attack protection

Changes to ‘Low speed stability’ and is available only with reduced

protections.
Low speed stability

Artificial low speed stability replaces angle of attack protection. This is active
from 5-10kts above the stall warning speed, depending on weight and
configuration.

A gentle nose down order is introduced which will prevent the speed from
going below VSW – stall warning speed.

Alpha floor protection is not available. Stalls can occur therefore stall
recovery is the pilots responsibility.

In alternate law, when the gear is selected down, the aircraft reverts to Direct
Law.
Direct Law

As a result of some failures, the aircraft will revert to direct law once the
landing gear is selected down. The sidestick inputs are now directly coupled
to the controls. Manual pitch trim is used and no flight envelope protection is
now available.

The aircraft will feel very sensitive in yaw and roll and whilst turning co-
ordination is lost.

‘USE MAN PITCH TRIM’ will be displayed on the PFD in amber.

Mechanical Back-up

This is an extremely dangerous situation. Pitch trim and the rudder can be
used to control the aircraft. THS will control the aircraft in pitch, rudder will
be used to control the aircraft laterally.

‘MAN PITCH TRIM ONLY’ will be displayed on the PFD

These 2 green lines indicate the aircraft is in Normal Law

These 2 green lines indicate the start of High Speed Protection

Limitations
Questions & Answers

Q. Which hydraulic systems actuate the ailerons?

A. Ailerons are hydraulically actuated by the jacks which are powered by the
green and blue systems. One system works at a time, the green is the primary
system.

Q. Which flight computers control the ailerons?

A. Controlled by ELAC 1. If ELAC 1 fails ELAC 2 takes over. If both
ELAC’s fail, the SEC’s can provide roll via the spoilers.

Q. Which spoilers are used for ground lift dumping?

A. All 5 pairs of spoilers.

Q. Which spoilers are used for the speedbrakes?

A. Spoilers 2,3,4

Q. When will the spoilers automatically fully deploy during the landing
phase?
A. Both main gears on the ground and the thrust levers at idle. If not armed,
the spoilers deploy when reverse thrust is selected.
Q. If a spoiler is deployed and a hydraulic system fails, what happens?
A. The spoiler will maintain its last position at the time of the failure.

Q. How does the rudder travel limiter function?

A. At high speeds it prevents large rudder movements by restricting the
rudder movement range, reducing excess strain on the fuselage. 2 motors
control the rudder trim and artificial feel unit.

Q. If the rudder travel limiter fails in flight, what is the consequence?

A. The last setting will be maintained. When slats are extended, the travel
limiter motors at low speed to allow full rudder deflection for approach and
landing.

Q. What conditions cause speedbrake inhibition?

A. Config full
TOGA
AOA Protection
Elevator Fault
SEC 1 & 3 Fault

Q. What speed will the spoilers deploy in a rejected takeoff?

A. above 72 kts

Q. What is phased lift dumping?

A. At touchdown with the thrust levers at idle and one main gear still
airborne and one on the ground, spoilers partially deploy on the airborne side
to force the wing and gear down.

Q. How many slats / flaps are there?

A. 5 leading edge slats, 2 trailing edge flaps

Q. If one of the hydraulic inputs or computers fail, what is the effect on flight
controls?
A. They will travel at half speed
Q. If the sidestick is released at alpha max, what happens?
A. Attitude will return to alpha prot

Q. What does the AOA protection give protection against?

A. Stalling and & windshear

Q. How do you recover if alpha floor activates?

A. Press the instinctive pb on the thrust levers. Move the thrust levers out of
the CLB gate, or put them in the CLB gate and reinstate the ATHR using the
FCU pb.

Q. If you press the instinctive pb on the thrust levers for more than 15s, what
happens?
A. Autothrust is disengaged for the remainder of the flight. Alpha floor is not
available.

Q. Does alpha floor work in alternate law?

A. No

Q. What is the load alleviation function?

A. An automatic function in normal law when in clean flight. Loads on the
wing can be unloaded by inverting the ailerons and deploying spoilers.

Q. What is the max bank angle in normal law?

A. 67

Q. What happens at max bank angle when the sidestick is released?

A. Aircraft returns to 33 angle of bank.

Q. Centering the beta target when single engine provides what?

A. Minimum drag / best climb performance.

Q. Max roll rate in normal law?

A. 15 per second
Q. What is the low energy warning?
A. Active below 2000ft rad alt in config 2, 3 or full in normal law. It warns
the pilots of a low energy situation developing before alpha prot and alpha
floor are triggered, giving the pilots time to react. The audio calls ‘SPEED
SPEED SPEED’ will be heard.

Q. When is the low energy warning inhibited?

A. Below 100ft rad alt
TOGA selected
During an EGPWS alert
Dual rad alt failure

Q. What is alpha lock and when does it activate?

A. Prevents slat retraction at high attitudes and low speeds and prevents low
energy situations and stalls. Active below 148kts and AofA greater than 8.5.
When activated, it remains active until the attitude is below 7.6 and speed has
increased above 154kts.

Q. In normal law, when will autotrim stop functioning?

A. When a manual input is made, rad alt below 50ft, load factor below 0.5g
and when some normal law protections are active.

Q. What is the difference between alternate law with protections / without

protections?
A. Alternate law with protections offers stabilities, mainly being high speed /
low speed. These are not protections and they can be overridden by the pilot.

Q. What is Mechanical backup?

A. Results from the loss of all fly-by-wire computers. Is usually a temporary
situation due to the loss of electrical power to the aircraft. Basic flying can be
maintained using the THS and the rudder.

Q. What happens if a flap / slat deploys unevenly?

A. The wing tip brake will be deployed which will prevent any further
movement. This can only be reset on the ground by an engineer.
Failures

F/CTL FLAPS / SLATS JAMMED

• Aviate, Navigate, Communicate

• Pull for speed as to not overspeed the current flap setting or decelerate
below current speed limitation. Establish a max operating speed.

There are 2 scenarios with this fault which are:

• Flaps/slats locked with the wing tip brake on when selecting a different flap
setting. In this situation, do not recycle the flap lever.
• Flaps/slats fail to move with flap lever movement – recycle the flap lever.

Considerations

Initial ECAM is relatively straightforward however, thought needs to be

given to landing distance required (as a worst case increased by x2.2)

Fuel burn will be greatly increased:

• Slats extended fuel burn increased by 60%
• Flaps extended fuel burn increased by 80%
• Slats & flaps extended fuel burn doubles.

The flap / slat systems operate independently, the flap lever will still move
the flaps even if the slats are locked and vice versa. Flap 3 should be used for
landing.

Approach / Landing

The QRH must be consulted to establish what to do next. Landing distance

and weather will determine a suitable airfield. A long final is advised to allow
time to configure.

The aircraft must then be slowed down carefully to configure for landing.
SPEED SEL………………………………..VFE NEXT -5 kt

The idea here is to slow the aircraft down enough to prevent an overspeed
warning when selecting the next stage of flap, but not too slow as the actual
flap/slat configuration will be less than what the S or F speed is normally
based upon.

• If the stall warner activates, hold the speed to allow deployment of the flaps
to recover the stall margin. A very gentle nose down demand on the sidestick
can help reduce the A of A and thus stall warning activation at this point.
• Characteristic speeds may be lost, in this case use the placard speeds to
configure for each flap setting
• Autopilot may be used down to 500ft – CAT 1 approach only.
• Use selected speed
• Overspeed and VLS are calculated depending on the actual slat/flap
configuration.
• VFE/VFE next displayed are according to the flap lever position.

Once in the landing configuration, the next thing to consider is the flare. As
the pitch attitude will be greater than normal, ensure the flare is shallow as to
avoid a tailstrike.

If a go-around needs to be carried out, maintain the current flap/slat

configuration. The QRH will advise on a max speed for the go around so
ensure you brief this before the approach. Max speed -10 kts is advised.

F/CTL STABILIZER JAM

• Aviate, Navigate, Communicate

• The ELAC’s may not detect this fault, in this case normal law remains and
there will be no ECAM warning.
• QRH procedure to be applied if no ECAM
• If ECAM procedure is shown, the aircraft reverts to alternate law.
• CAT 1 only
It may be possible to use manual pitch trim, if available trim for neutral
elevators.

At landing gear extension, the aircraft goes into direct law. The auto trim
function is now lost therefore it is advise to request a long final, establish
VAPP, flap 3 then gear down. The mean elevator position will be memorised
and becomes the reference for neutral sidestick.

Whilst this may seem an issue, it is actually fairly easy to handle and a
precautionary landing should follow.

F/CTL FLAP SYS 1/2 FAULT

Whilst this failure may at first appear to be a problem, thanks to redundancy

of the system, the approach may be continued without any major issues.

If FLAP SYS 1 FAULT is shown - GPWS FLAP MODE - OFF

This is because the the position of the flaps is not known to the GPWS
system so prevents any unnecessary warnings on the approach.

ENG 1/2 APPR IDLE ONLY

FLAPS SLOW

The only issue here is that the flaps may run a little slower than normal. To
mitigate a rushed approach you may ask for a longer final approach to
become stabilised earlier.
Fuel

Fuel is stored in the centre tank under the aircraft belly, and in the wings
which have inner and outer tanks. There is a vent surge tank outboard of the
outer tank in each wing. The outer tanks are used for wing bending and flutter
relief.

Fuel can expand by 2% without spilling when the aircraft has been fuelled to
maximum capacity.

Each engine is supplied by one pump in the centre tank or two pumps in its
own inner tank side.

There are 2 electrical transfer valves in each wing that allows fuel to transfer
from outer to inner tanks – these are controlled by level sensors in the tanks.
When any sensor detects the fuel quantity in an inner tank falling below
750kg, it opens symmetrical transfer valves (one in each wing) allowing fuel
in the outer tanks to transfer to the inner tanks. Once open, the valves remain
open until refuelling on the ground begins.

This process is indicated by the memo ‘OUTER TK FUEL XFRD’ and green
triangles on the ECAM fuel page.

A cross feed valve allows both engines to be fed from one side or one engine
to be fed from both sides.

To starve the engines of fuel the LP valves are closed. This is controlled by
the following actions:
• ENG FIRE PB
• Engine master switch

The inner and outer tanks are connected via a spill pipe. This enables fuel
returned to outer tanks via the recirculation system to flow into the inner
tanks if the outer tanks are full. This is also used during the refuelling
process.

Fuel feed sequence

The inner tanks feed the fuel to the engines and empty in the following
sequence:
• Centre tanks Fuel transfers to the inner tanks
• Inner tanks Tank empties down to 750kg
• Outer tanks Fuel transfers into the inner tanks

The Fuel Level Sensing Control Unit (FLSCU) automatically controls the
transfer valves. When the valves open, fuel from the inner tank pumps flow
through the jet pump and create a suction in it. This suction then moves the
fuel from the centre tank to the inner tanks. This allows for gravity fuel
feeding should the pumps loose power.

In automatic mode, a pump is inhibited when the slats are extended, when a
wing tank is full or after 5 minutes has passed since the centre tank reached
low level. The exception to this is that 2 minutes after engine start, the pump
is only inhibited by the centre tank low fuel condition.

When the inner tanks are full, the FLSCU closes the centre tank transfer
valves. These are only re-opened when the engines have used 500kg of the
inner tank fuel.

Some fuel from each engine travels from the HP fuel line, via the IDG (to
absorb heat), to the fuel return valve and then back to the outer tank. This
results in IDG cooling when oil temperatures are high or when at low engine
power.

If the outer tank is full, the fuel overflows via the spill pipe to the inner tank.
Due to this recirculation process, the system automatically selects the CTR
TK PUMP off when the inner tank is full. The wing tank pumps will feed
until the engine has used 500kg of fuel to ensure that no fuel is vented
overboard.

Under each wing there is a fuel over pressure relief port with a detection disk.
This ruptures if the internal and external pressure differential exceeds a
predetermined level. Each relief port is secured closed by a black carbon disk.
A white X indicates that the disk is intact and that the relief port is closed.

There is also a magnetic fuel level indicator under the wing allowing fuel to
be measured manually. As well as water drain valves for each tank there is
also a shroud drain under the fuselage to drain any fuel leaking from the
system.

Limitations

Minimum fuel temperature -43c

Maximum fuel temperature 54c
Minimum fuel quantity at takeoff 1500kg

Approximate fuel capacity (variable)

Outer tanks 700kg

Inner tanks 5500kg
Centre tank 6500kg
Total 18900kg

Questions & Answers

Q. Which side supplies the APU with fuel?

A. The APU is supplied by engine No.1

Q. What are the suction valves?

A. The suction valves are held closed by fuel tank pressure created by the
tank pumps. They are located in the inner tank. In an electrical failure, they
remain open as the pressure within the tanks fails and the engines will be able
to be gravity fed.

Q. Describe the fuel recirculating system..

A. Fuel from the HP fuel valve is diverted through the heat exchanger of the
IDG. Heat from the oil within the IDG is radiated through the fuel in the
exchanger which in turn heats the fuel in the tanks. Fuel is then routed via the
HP fuel feed and sent back to the outer tanks.

Q. How is centre tank fuel prioritised?

A. Centre tank fuel pumps deliver fuel at a higher pressure than the fuel
pumps of the inner tanks. Because of this, when the centre tank pumps are on,
the centre tank will drain before the inner tanks.
Q. Why is centre tank fuel prohibited for takeoff?
A. If the centre tank fuel was used during takeoff, any fuel returned to the
outer tanks from the recirculating system would cause the tank surge vent to
spill the excess fuel overboard.

Q. Can you refill on battery power only?

A. Yes as there is a switch on the refuelling panel to enable this to happen.

Q. What are fuel jet pumps?

A. There is 1 jet pump in each inner tank and the function is to draw fuel
from the centre tank to the inner tank. This is done by creating a vacuum that
pulls fuel through the centre tank transfer valves.

Failures

FUEL LEAK

• Firstly identify the source of the fuel leak by reference to the QRH and
checking the Fuel SD page.
• Consider potential divert options, expand range and view suitable airports.

This is a time critical failure and care must be taken to establish the source of
the fuel leak. This could be either from the Centre tank, inner tanks or from
the engine / pylon.

Leak confirmed from engine/pylon – Shut down engine to isolate fuel leak
Leak not confirmed – isolate each tank to check depletion rate from each
tank.

Do not open the fuel X-feed unless you are absolutely sure that in doing so,
all of your available fuel will not diminish. Use all available sources to
confirm this including visual checks by cabin crew from the cabin windows,
as well as the contents of the fuel tanks via the fuel SD page.

LAND ASAP – MAYDAY

• Once the fuel leak is secure or confirmed, a diversion must be initiated to a
suitable airfield.
• CM2 to fly the aircraft and CM1 to deal with the failure and ensure the
aircraft is secure and fuel is preserved where possible.

Threat Considerations:

• Avoid holding if possible to save time

• Possible considerations for a single engine approach and landing if an
engine shut down has been carried out.
• Diversion airport to have suitable ground facilities in the event of a fire.
• Do not use reversers on landing
• Try to use full length of the runway to keep brake temperatures to a
minimum.

FUEL IMBALANCE

A fuel imbalance may occur for various reasons, the most common is with
single engine operations and a fuel leak scenario.

Allow time for a fuel check to identify the correct tank if a fuel leak is
suspected. If a fuel leak is suspected, refer immediately to the QRH FUEL
LEAK procedure.

Whilst there is no mandatory need to balance the fuel tanks until the ECAM
fuel advisory limit has been shown, it is considered good airmanship to
balance the tanks at an appropriate time.

Advisory limit - One tank > 1500 kg than the other tank
Handling is not affected even with a maximum imbalance

To balance the tanks:

B. FUEL X FEED - ON
On the lighter side and the centre tank:
FUEL PUMPS - OFF
When balanced:
B. FUEL PUMPS - ON
FUEL X FEED - OFF

GRAVITY FUEL FEEDING

This procedure may be required if there is an issue with the fuel pumps.

• ENG MODE SEL - IGN

This protects the engine against any fuel interruptions
• Avoid Negative G Factor
Hopefully this will not be an issue as to keep gravity working in the correct
direction.

There is an altitude restriction at which this procedure can be carried out.

This is depending on weather the fuel has had time to deaerate or not.

FL360 if flight time above FL300 greater than 30 mins

FL260 if flight time above FL300 less than 30 mins
FL150 or 7000ft above takeoff airport if FL300 never exceeded

When at gravity feed ceiling:

• FUEL X FEED - OFF

If no fuel leak and with one engine running:

• FUEL X FEED - ON
• BANK ANGLE - 1 DEGREE WING DOWN ON LIVE SIDE
This ensures fuel on the running engine side is used.
• RUDDER TRIM - USE
Use to maintain the correct course

If the imbalance reaches 1000kg or more, adjust the wing bank angle to 2-3
degrees wing down.
Hydraulics

The A320 has 3 hydraulic systems, Green, Blue and Yellow. Each of these
have individual reservoirs which are pressurised primarily by engine pumps,
but if there is low pressure then bleed air can be used from the cross-bleed
duct. Normal pressure is via the engine driven pumps and electric pump is
3000psi.

The green and yellow hydraulic systems are pressurised by engine driven
pumps. If the fire pb is pushed, a shutoff valve upstream will stop the flow of
hydraulic pressure. The yellow system can also be pressurised by an electric
pump which can be powered externally or via AC2. When the cargo doors
are moved, this operates automatically and partially pressurises the system.
This system can be selected on manually using the pb on the HYD overhead
panel. Additionally there is a hand pump to partially pressurise the system
and open the cargo door in the event that no power is available.

The blue system is usually pressurised by an electric pump which is powered

by AC1. When AC power is available the pump will operate – unless on the
ground with both engines shut down. The above diagram shows the basics of
the system pressurisation.

In abnormal situations, the blue hydraulic system can be pressurised by a

Ram Air Turbine (RAT). This will deploy automatically should AC BUS 1 &
2 fail. In this case, the RAT cannot be restored in flight, only on the ground.
The RAT will supply around 2500psi. Activation can also be achieved
through the RAT MAN ON pb.

To adapt for transient demands on the hydraulic systems and to maintain a

constant pressure, each system has an accumulator fitted. If the pressure gets
too low, a priority valve cuts off hydraulic supply to heavy users such as flaps
/ slats / gear and prioritises the primary flight controls.

When differential pressure between the Green and Yellow systems is greater
than 500psi, a Power Transfer Unit (PTU) allows for cross pressurisation.
The PTU activates automatically, however is inhibited when the first engine
is started and during the second engine start sequence. It is also inhibited
during and also for 40s after operation of the yellow electric pump.

Hydraulics Overhead Panel

Questions & Answers

Q. What are the hydraulic system pressure limitations?

A. 3000 +/- 200 psi

Q. How does the hydraulic system generate pressure?

A. The green system is powered by an engine driven pump or if needed by
the PTU. The yellow system is pressurised by an engine driven pump or
again by the PTU should an engine fail. An electric pump can pressurise the
yellow system at any time , but mainly is used to allow for cargo door
operation on the ground. The blue system is powered by an electric pump, or
by the RAT following a pump failure.

Q. What is the hydraulic pressure with the RAT online?

A. 2500 psi

Q. What do the priority valves do?

A. Protect against low pressure. They cut off hydraulic power to heavy load
users.

Q. How are the hydraulic reservoirs usually pressurised?

A. Bleed air from engine 1 usually pressurises the hydraulic reservoirs. If
engine 1 fails or bleed air is too low, the system automatically takes the air
from the crossbleed duct to prevent the pumps from cavitating.

Q. Which systems have fire shutoff valves?

A. Green and Yellow systems

Q. How does the PTU operate during engine start?

A. The PTU is inhibited during the first engine start, it then self tests at the
beginning of the second engine start.

Q. What is the hydraulic accumulator?

A. A way of storing hydraulic pressure for use when no other means of
hydraulic pressure is available. It also helps to maintain a constant pressure
by covering transient demands during normal operation of the system. The
yellow system accumulator will provide 7 full brake applications in the event
of a system failure. The accumulator can be recharged by using the yellow
electric pump.

What do the red guarded switches have in common? The actions of pressing
them is irreversible.
Failures

Failure of a single hydraulic system will not be too much of a problem due to
the redundancy of other systems that can take up the slack. The aircraft will
revert to CAT 3 Single.

If 2 hydraulic systems are lost then this can prove to be a little more of a
problem. There are many things to consider before a safe landing can be
carried out such as:

• Landing in abnormal configuration

• Longer landing distance required
• Loss of autopilot
• Long ECAM / QRH procedures
• Aircraft handling characteristics

As the AP will disconnect, one pilot will fly the aircraft and the other will
manage the checklists and prepare to configure for landing. This situation is a
LAND ASAP, however the approach should only be commenced once both
pilots are fully briefed and prepared.

Initial actions should be in a similar order to the below:

• FD off, TRK/FPA on – Fly the Aircraft

• ECAM Actions
• Status Page
• Option generation – decide on a landing airport.
• Brief the Approach and set up aircraft in the correct configuration.

Green & Yellow Failure

The key consideration here is the stopping distance due to loss of some
spoilers, no reversers and Y accumulator pressure only. An airport with a
long runway is preferential.
Approach

• Alternate Law
• CAT 1 only – 200ft / 550m
• Use Flap 3 for landing
• Flap extension – VFE next -5kts
• Slats slow, flaps jammed
• Establish calculated VAPP speed
• L/G Gravity Extension

Landing

• Direct Law when gear down – handling may feel different

• Only 1 spoiler per wing
• No reversers available
• Y accumulator pressure only for braking – 7 applications max
• No nose-wheel steering – tug required to vacate runway

Go Around

• L/G retraction unavailable

Green & Blue Failure

This failure requires careful handling of the aircraft due to the loss of
Ailerons and only one Elevator available. To make maximum use of the
remaining elevator, the gear is extended at 200 kts to revert to Direct Law
sooner. A shorter runway may be acceptable but ideally without a strong
crosswind.

Approach

• Alternate Law
• CAT 1 only – 200ft / 550m
• Use Flap 3 for landing
• Flap extension – VFE next -5kts
• Slats jammed, flaps slow
• When 200kts, L/G Gravity extension
(Take care when flaps extend, may require downwards pitch)
• Decelerate to calculated VAPP

Landing

• Direct Law when gear down – handling may feel different

• 2 Spoilers per wing
• REV 2 available only
• Alternate braking available

Go Around

• L/G retraction unavailable

Blue & Yellow Failure

This failure is considered the most manageable of all 3 dual hydraulic

failures. AP disconnects however the aircraft remains in Normal Law.

Approach

• Normal Law
• CAT 1 only – 200ft / 550m
• Slats slow, Flaps slow
• L/G Gravity Extension

Landing

• 2 Spoilers per wing

• REV 1 available only
• Normal braking available
• No nose-wheel steering – tug required to vacate runway

Go Around

• L/G retraction unavailable

Ice & Rain

Engine Anti Ice

Each engines air intake is anti-iced using hot air from an independent bleed
from the HP compressor. These are controlled using the ENG 1 and ENG 2
pb’s on the overhead panel. If electrical power is lost, the valves fail in the
open position. If no air is available, then the valves close.

If the TAT is 10c or less and there is visible moisture, the Engine anti ice
pb’s should be selected ON.

Wing Anti Ice

On each wing, 3 outboard slats are anti-iced using hot air from the pneumatic
system. APU Bleed air must not be used for anti-icing due to a lack of
temperature control of the air which could damage the slats. Each wing has a
single electrical valve that controls the flow of air to the slats via the DC ESS
SHED. Both of these valves are controlled via a single pb on the overhead
panel.

If a leak is detected, the valve will automatically close on the affected side.
This can cause a problem due to asymmetric icing which could form on the
wing. On the ground, when the pb is selected on the system will perform a
self-test for 30 seconds. If left selected on, the valves will open once
airborne.

Window Heat

Both side windows and also the windscreen is heated electrically. This
operates whenever at least one engine is running and whilst on the ground
operates at a lower heat than when airborne. This is controlled using the
PROBE/WINDOW HEAT pb on the overhead panel.
Probe Heat

Electrical heating is provided to the pitot heads, static heads, AofA probes,
and TAT probes. There is a different Probe Heat Computer for the Captains,
First Officers and standby probes which provides automatic regulation, fault
detection and also overheat protection to each.

Rain Protection

In heavy rain, each windshield has a rain repellent which can be applied
which should disperse the water allowing greater vision. This should only be
used when airborne. The liquid is stored in a pressurised bottle in the cockpit
and may produce a smell of orange peels if leaking.
Each windshield also has a wiper blade which can be used via a rotary
selector on the overhead panel. This should only be used when 230kt or less.

Water drain masts are heated to prevent ice formation. This heat is reduced
whilst on the ground.

Anti-Ice Overhead Panel

Questions & Answers

Q. What is the definition of icing conditions?
A Icing Conditions are said to exist when the OAT on the ground or the TAT
in flight is 10°C or less and visible moisture is present, such as clouds or fog,
rain, snow, sleet or ice crystals or standing water, slush, ice or snow.

Q. What affect does using the engine anti-ice have on engine performance?
A. It reduces performance as bleed air is used for anti-icing purposes.

Q. After landing, if icing conditions are still present, when should the anti-ice
pb be switched off?
A Once safely parked on stand.

Q. On approach, when should the wing anti-ice be switched off?

A Generally at around the FAF, however if the ice accretion is still visible
then it can be left on until after landing,

Q. After takeoff, if wing anti-ice is needed, when should it be switched on?

A. After thrust reduction altitude

Q. Which slats are anti-iced?

A. The three outboard slats 3-4-5 of each wing are anti-iced

Q. When are the drain masts heated?

A. Any time there is electrical power to the aircraft they are heated.

Q. When will the probe heating come on?

A When there is at least one engine running, and when the aircraft is in flight.

Q. Can the rain repellant be used on the ground?

A. No, it is inhibited on the ground.
Landing Gear

The landing gear is controlled by two Landing Gear Control and Interface
Units (LGCIU). Each gear cycle is controlled by one LGCIU which then
switches to the other once complete. Landing gear actuation is via the Green
hydraulic system and a safety valve protects gear operation above 260kts.

The gear can be operated in an emergency via a crank turning handle in the
cockpit. This activates the safety valve which allows the gear to drop using
gravity, however the gear doors will remain open.

The position of the landing gear is established using proximity detectors

which are located on the following:
• Gear locks
• Gear doors
• Cargo doors
• Flaps
• Shock absorber struts

The gear fully locked down and in position is indicated on the ECAM as
green triangles, 2 on each gear to indicate the two LGCIU’s. The triangles are
red when the gear is unlocked and show no colour once the gear is fully
retracted.

Nose-wheel Steering

This is controlled by a 2 channel Brake and Steering Control Unit (BSCU)

and actuated via the yellow hydraulic system. Up-to 20kts, the steering hand-
wheel has authority up-to 75 which reduces to 0 above 80kts. When neither
engines are running the steering servo valve is deactivated, allowing the
nose-wheel to be moved up-to 95.

Braking
There are 2 braking systems on the A320, the Normal system using the green
hydraulics and the Alternate system using the Yellow system. This alternate
system is backed up by an accumulator which has the potential to deliver 7
full brake applications in an emergency, and also provides parking brake
pressure for just over 12 hours.

The BSCU provides the following:

• Wheel speed monitoring
• Antiskid
• Brake temperature monitoring
• Residual pressure check

During retraction of the gear, the main gear is automatically braked to slow
wheel speed. The nose gear is braked by a brake band on older msn’s.

Antiskid

The antiskid system measures the slip of the wheels similar to that used in
cars. When the speed of the tyre reduces to around 0.87 of the aircraft speed,
a servo valve releases the brakes. This system is unavailable with loss of
BSCU and with Green and Yellow hydraulic system loss. It can also be
manually switched off using the ASKID & NW STRG toggle switch.

Autobrake

This allows automatic deceleration of the aircraft at a given rate. This is

available with the Normal braking system only. Autobrake activation is
linked to the ground spoilers and hence will not activate below 72kts when
the spoilers automatically operate on an rejected takeoff.

LO – 4 seconds after ground spoiler extension – decelerates at 1.7 m/s

MED - 2 seconds after ground spoiler extension – decelerates at 3 m/s
MAX - Maximum brake as soon as ground spoilers are extended

A green decal light indicates an 80% deceleration rate .

Autobrake can be deactivated by pressing the brake pedals or pushing the
autobrake pb.

Wheel temperature

Above 100c - a green arc appears on the wheel SD page

Above 300c - an amber arc appears on the wheel SD page

If brake fans are on, the temperature cannot be accurate thus takeoff must be
delayed until the temperature reaches 150c.
If brake fans are off, brake temperature must not exceed 300c prior to takeoff.

Limitations

Minimum brake temperature - 300 c If brake fans used

150 c if no brake fans used

Max speed gear extended 280kt

Max speed gear extension 250kt
Max speed gear retraction 220kt

Max tyre speed 195kt

Max nosewheel steering angle 85 degrees

Max taxi speed with deflated

tyres:
One tyre per gear 7kt
Two tyres per gear 3kt
Max nosewheel steering 30 degrees

Questions & Answers

Q. Which hydraulic system powers the nose-wheel steering?

A. Yellow system
Q. Above what speed is the steering tiller disabled?
A. Above 80 kts

Q. What happens if both steering tillers are moved at the same time?
A. Movements are added together and the result applied to the NWS

Q. What are the different types of braking available?

A. Normal brakes with anti-skid – Green Hydraulics
Alternate brakes with anti-skid – Yellow Hydraulics
Alternate brakes only – Yellow Hydraulics
Hydraulic accumulator only

Q. What speed does the rudder disconnect from the NWS?

A. 130 kts.

Q. How many full braking applications are provided by accumulator braking?

A. 7 applications

Q. When does MAX autobrake function?

A. When thrust levers are closed and speed at least 72 kts

Q. When will the DECEL light illuminate during the landing roll?
A. When braking reaches 80% of the selected rate

Q. How does anti-skid function?

A. Wheel speed is maintained to the point just above an impending skid.
Disabled below 20 kts.

Q. What is the tyre limiting speed?

A. 195 kts

Failures

Landing with Abnormal Gear

If at least one green triangle is showing in each gear on the SD page, this
confirms that the gear is down and locked. If this is not the case, the
Abnormal gear checklist must be completed.

• Land with any available landing gear

• Manual braking should be used
• Reverse thrust should not be used to avoid spoiler extension
• Gravity gear hand-crank turned back to normal to avoid chance of gear
collapsing Nose Gear fault – Move CG aft by moving passengers to the rear
of the aircraft. Lower the nose wheel gently onto the runway. Engines should
be shut down prior to nose impact.

Main gear fault – Consider cross-feeding fuel to remove from the affected
wing. Switch off the Anti-skid system to prevent permanent brake release.
The ground spoilers should not be armed to maintain roll authority. At
touchdown, engines to be shut down and affected wing to be kept from
impact as long as possible.

Hydraulic power will remain available for around 30s after engine shutdown.

Loss of Braking

This Memory Item requires immediate actions to be taken:

• Reverser - MAX
• Brake pedals - Release
• A/SKID & N/W OFF
STRG -
• Brake pedals - Press
• Max brake pressure - 1000 psi

These actions should ensure the Alternate braking system comes into action.
If this fails also then short applications of the parking brake should be used.

Care must be taken to maintain lateral control of the aircraft so delay this if
possible until lower speeds.
Gear Not Up-locked

Recycle the gear if the retraction sequence has not finished after 30s. If this
does not work, a return to the airport or a diversion must be initiated. If the
gear doors are open due to the gear not fully retracted then a fuel penalty may
occur.

Gear Not Down-locked

If the gear extension has not completed after 30s, retract the gear and then re-
deploy it. If this does not work then apply the gravity gear extension
checklist.
Lights

Exterior Lights

The A320 has the following exterior lights:

• Navigation & Logo lights
• Landing lights
• Runway turn-off lights
• Takeoff / Taxi lights
• Anti-collision lights
• Strobe lights
• Wing / Engine scan lights

There is a single navigation light, Red on the left wing, Green on the right
wing. There is also a white light on the APU tail cone. Below each navigation
light is a small blue light which indicates the wear of the navigation lights. If
this flashes, the lights should be replaced.

The logo lights are based on the upper surface of the horizontal stabiliser.
They operate when the main landing gear is compressed and on some models
when the flaps or slats are extended.

Landing lights can be selected to ON which extends and illuminates the

lights. OFF turns the lights off however they remain extended. Retract turns
off the lights and retracts the lights.

Runway turn-off lights are switched off automatically once the landing gear
is retracted.

Takeoff / Taxi lights – TO illuminates both taxi and takeoff lights. Taxi only
illuminates the taxi light. Both lights are on the nose gear and are
automatically turned off at gear retraction.
The anti-collision or Beacon light is located on the upper and lower fuselage
and flashes a red light to indicate engines are running.

Strobe lights are located on each wing and below the tail cone and flash in
synchronisation. ON turns all lights on. AUTO turns the lights on
automatically when the main gear is not compressed.

Wing lights are located on both sides of the fuselage forward of the leading
edge of the wing. They illuminate the wing leading edge and engines to
visually detect any possible ice accretion.

Interior Lights

The Dome light is the only light with battery protection and due to this, DIM
is the recommended position for takeoff.

Seatbelt and No smoking signs have 3 positions:

ON – Signs on in the cabin
AUTO – Signs on when gear is extended or flaps/slats extended
OFF – Signs off in the cabin.

Emergency lights consist of the following:

• Proximity emergency escape path marking
• Overhead emergency lights
• EXIT signs
• Lavatory auxiliary lights
• Overwing escape lighting
• Escape slide lighting

Exit markers are located next to each emergency exit door at the front, rear
and middle of the cabin.

Exit signs are located in bright white above each emergency exit door.

Floor lighting illuminates the emergency escape path for passengers to

follow.

Internal batteries supply power to the escape paths and exit markers. These
batteries are independent to the main batteries and last approximately 12
minutes.

Lavatory auxiliary lights will always remain on.

When the slides are armed and a door or emergency exit is opened, the
escape slides integral lighting illuminates. These are supplied by internal
batteries.

The EMER EXIT LT toggle switch in the cockpit has 3 positions:

ON - Overhead emergency lights, EXIT signs and proximity marking
system illuminates.
OFF - The above lights are all off
ARM - Exit markers come on when electrical power is lost
Overhead emergency lights come on if normal electrical power fails,
DC SHED ESS BUS fails, AC BUS 1 fails.
Exit signs come on if normal electrical power is lost or DC SHED
ESS BUS fails

Questions & Answers

Q. Is there a speed restriction to operate the landing lights?
A. No

Q. When do the strobe lights come on automatically?

A. When the toggle switch is in the AUTO position and the landing gear is
not compressed.

Q. Do the RWY turnoff lights turn off automatically?

A. Yes, they automatically turn off once the landing gear is retracted.

Q. What are the different Area Call Panel (ACP) lights shown in the
cabin?
A. Pink - Cabin crew and pilots interphone with a high-low chime
A steady light is normal, flashing light is emergency call
Blue - Passenger call from the cabin with a single chime
Amber - Passenger call from the toilet.
A steady light is normal, flashing light is smoke detection.

Q. How long do the batteries last for emergency lighting?

A. 12 minutes
Navigation

Navigation is provided by the aircrafts 3 Air Data Inertial Reference Units -

ADIRS. ADIRU 1 & 2 are generally used by both pilots for data and the 3rd
system is used as a backup or spare.

The system is split between two parts. The Air Data Reference computer and
a laser gyro inertial reference system.

The ADR gathers data from the sensors and probes and computes data on the
following:
• Angle of attack
• Temperature
• Altitude
• Airspeed / Mach number
• Overspeed warnings

The IR part of the system supplies data on the following:

• Heading
• Track
• Attitude
• Acceleration
• Ground speed
• Position
• Flight path vector

There are 4 different types of sensors and probes:

• Pitot probes - 3
• Static pressure probes - 6
• Angle of attack sensors - 3
• Total air temperature probes - 2
The A320 also uses 2 independent GPS receivers, which use 24 satellites to
get an accurate position report. This information is then transferred to the
ADIRS units, which is used to calculate its exact position. The FMGC’s then
use this information to allow us to enter our flight and route information.

When powering up the aircraft, the rotary selectors are turned to NAV which
will align all 3 systems to ensure maximum accuracy of navigation.
Alignment can take around 10 minutes and the ALIGN white light will
illuminate throughout the process until complete.

Sometimes after a flight, the IR’s need to be re-aligned if there is an

inaccuracy. This is done by selecting the rotary selectors to OFF, then back to
NAV within 5 seconds.

There is a backup compass and also an Integrated Standby Instrument System

(ISIS) as a navigation backup.

Radio Navigation

Automatic tuning - In normal operations, each FMGC will tune its own
receiver.
Manual tuning - The MCDU can be used to tune a specific navaid. This will
be sent to both FMGC’s, or onside in case of failure.
Back-up tuning - If both FMGC’s fail, navaids can still be tuned using the
Radio Management Panel (RMP)

The aircraft has:

2 VOR recievers
2 ILS recievers
2 ADF
2 DME

Radio Altimeter
There are 2 radio altimeters on board, these work by timing how long it takes
radio waves to reflect to the ground and back to the aircraft to give an
accurate altitude reading. The radio height shows below 2500ft.

EGPWS

The Ground Proximity Warning System operates between 2450ft - 30ft and
computes the aircraft altitude using the following:
• Pressure altitude
• Temperature
• GPS altitude
• Radio altitude
• Barometric reference

Its purpose is to warn the crew to imminent danger and proximity to terrain.
There are 5 basic modes of operation:

1. Excessive rate of descent

SINK RATE, SINK RATE PULL UP

2. Excessive terrain closure rate:

TERRAIN, TERRAIN PULL UP

3. Altitude loss after takeoff:

DON’T SINK, DON’T SINK

4. Unsafe terrain clearance when not in landing configuration:

TOO LOW TERRAIN / GEAR / FLAPS

5. Descent below the glideslope:

GLIDESLOPE

Failures

Unreliable Airspeed
The main reason for an unreliable airspeed indication is due to an obstruction
of the pitot or static probes, this affects the readings in the cockpit which can
be conflicting.

Systems on board use a logic data system whereby if one source of

information differs from the other average values, then this source is not
used.

At lower altitudes, most unreliable speed situations are permanent and due to
obstructions such as foreign objects, severe icing or rain.

At high altitudes, most unreliable airspeed situations are temporary and are
due to the same blockages, caused by temporary weather phenomena which
will after time return to normal indications again.

Unreliable indications could be:

• Speed discrepancy
• Fluctuating airspeed / altitude
• Abnormal speed, altitude, pitch, thrust indications
• NAV ADR DISAGREE
• ANTI ICE ALL (CAPT + FO), (CAPT + STBY), (FO + STBY)
• Crew suspect incorrect data without ECAM
• STALL warning
• OVERSPEED warning

Priorities to deal with the issue:

• Fly the aircraft, do not get distracted by ECAM, warnings
• Identify the affected ADR and isolate so correct data is shown

The Unreliable Airspeed memory items must be initiated.

Memory Items:
AP / FD - OFF
A/THR - OFF
Below THR RED ALT 15 degrees TOGA
Above THE RED ALT 10 degrees CLB
<FL100
Below THR RED ALT 5 degrees CLB
>FL100
FLAPS 0-3 Maintain
FLAPS FULL Select CONF3
SPEEDBRAKES Retract
Landing Gear Retract

Use the QRH table / data to establish a pitch / thrust setting for level off. This
will differ according to weight, configuration and altitude. A back-up speed
scale on newer aircraft will give a visual aid to the pilots showing a safe
speed and some show the GPS altitude which can be beneficial to use.

Once the aircraft is stable and in a safe environment, troubleshooting can

begin to identify the fault.
Cross-check all speed indications:
• If one ADR is unreliable, ADR - OFF

Usually this will be the case and the abnormal ADR an be identified easily
enough.
• If ADR’s cannot be identified or all ADR’s affected, keep one ADR
ON and turn two ADR’s OFF.

The QRH provides a table to correctly configure for descent, approach and
final approach

If the faulty ADR still cannot be identified, use the ADR 1+2+3 FAULT
procedure to set the aircraft up for landing.

Dual Rad Alt Failure

The radio altimeters provide information to GPWS, FWC, AP, A/THR and
flight control laws.
Inoperative systems:
 • GPWS is fed from RA1, therefore GPWS is inop and terrain awareness
is vital
• CAT 1 only - 200ft / 550m
• LOC mode only, ILS APP cannot be engaged
• No auto call-outs so monitor ‘FLARE’ and closure rate at landing

Approach:
• Use Flap 3
• GPWS Flap 3 pb - ON
• APPR Speed - VREF +10kts
• Landing distance procedure - Apply
• When gear down - Direct Law

When the gear is selected down, it may trigger a configuration warning. Be

ready for this and if possible, press the emergency cancel pb.

Use raw data for the final stages of the approach.

Oxygen

There are 3 different oxygen systems on the A320.

• Cockpit fixed oxygen which supplies oxygen in the event of de-
pressurisation or smoke / fumes.
• Cabin fixed oxygen system which supplies oxygen for passengers and crew
in the event of de-pressurisation
• Portable oxygen provided in the cockpit and also in the cabin to be used for
emergencies and also for first aid.

Cockpit Oxygen

Cockpit Oxygen is supplied via a high pressure cylinder which can be found
in the lower fuselage. A pressure regulator allows the appropriate amount of
oxygen to be used and this is controlled by 2 over-pressure safety systems
which can vent the oxygen overboard if pressure becomes too great.

On the overhead panel is the CREW SUPPLY oxygen pb. When selected
ON, this opens the valve and supplies low pressure oxygen to the masks.

There are generally 3 full face, quick donning masks in the cockpit. To use,
the red grips need to be squeezed together whilst pulling the mask from the
container, this action inflates the harness and will deflate to the appropriate
pressure once on the head and grips released

The pressure regulator consists of 2 red grips as mentioned to inflate the

mask and remove from the mask stowage compartment.

The emergency pressure selector is used to over-pressure the mask in case of

fogging or to eliminate condensation and prevent smoke or smells from
entering. If the red knob is pressed, it will over pressure for a few seconds
only. If the knob is turned, a permanent over-pressure will be created.
Over-pressure is automatically enabled when cabin altitude exceeds 30,000ft
and when the N/100% selector is at the 100% position.

When down in the 100% position, the mask delivers 100% oxygen
When up in the N position provides a mixture of air and oxygen. This oxygen
level increases as cabin altitude increases.

Oxygen Overhead Panel

Cabin Oxygen

Cabin oxygen is supplied via a fixed oxygen system using chemical

generators. Each one of these generators can supply 2-4 masks. If the cabin
altitude rises above 14,000ft, masks will automatically drop via an electrical
latch. This can be over-ridden with the MASK MAN ON pb in the cockpit.

Masks can be found above passengers seats, in the toilets, in each galley and
at the station of each cabin crew.

Once the passenger pulls the mask, the supply of oxygen will start. There
may be a smell of burning or an increase in heat due to the chemical reaction
used to create the oxygen. These masks then supply pure oxygen for between
12-22 minutes, allowing the aircraft to descend to a safer altitude.

A manual release tool allows the cabin crew to open the doors manually if
there is an electrical failure and the masks do not deploy.

Portable Oxygen

Portable Oxygen can be found in the cockpit. This portable breathing

equipment is a hood which can be used by a flight deck member when
tackling a fire or smoke. This uses a chemical air regeneration system which
allows the user to breath in regenerated air, and exhale to the regeneration
system. This hood should allow for around 15 minutes of operation. Some
smoke hoods contain an oxygen cylinder and also a CO2 absorption system
and this can be used also for around 15 minutes.

Cabin crew have use of portable oxygen bottles which provide 100% oxygen.
These have a HI and LO flow rate which allows either 40 minutes or 70
minutes of oxygen. There are various types of bottles however most will have
a tube/mask attached, a pressure gauge and an ON/OFF valve. These bottles
should generally be more than ¾ full prior to departure.

Limitations

Protection after loss of cabin pressure, in NORMAL position:

• During emergency descent for all flight deck crew and observers for 13
minutes
 • During cruise at FL100 for 2 crew for 107 minutes.

Protection against smoke with 100% oxygen for all flight deck crew and
observers at 8000ft cabin altitude for 15 minutes.

Questions & Answers

Q. How long does the passenger oxygen last for?

A. Around 15 minutes

Q. Do the passenger oxygen masks generate oxygen immediately?

A Oxygen is only generated when the mask is pulled towards the
passenger.

Q. Which ECAM page will display the oxygen pressure remaining?

A The DOOR SD page

Q. How long does oxygen flow for in portable breathing equipment?

A. It lasts for approximately 15 minutes.

Q. When do the passenger oxygen masks drop down?

A. When the cabin altitude reaches around 14,000ft

Q. On crew oxygen masks, what does the emergency pressure selector do?
A. It provides an over-pressure in the mask which reduces fogging of the
mask and eliminates any smoke or fumes also.

Q. What does the ‘N’ mean on the oxygen masks?

A. With the selector in the N position, the crew member will breathe a
mixture of Oxygen and air. Above 35,000ft cabin altitude, this will be
pure oxygen.

Q. There is a yellow blinker next to the oxygen mask stowage, what does
this indicate?
A. This indicates that oxygen is flowing to the mask.

Q. How does the crew oxygen and the passenger oxygen differ?
A. Passenger oxygen is provided via a chemical oxygen generator. Crew
oxygen is provided using an oxygen cylinder.
Pneumatic

The pneumatic system provides high pressure air for the following:
• Air Conditioning
• Wing Anti Ice
• Water Pressurisation
• Hydraulic Reservoir Pressurisation
• Engine Starting

There are 3 sources for this high pressure air which is:
• Engine bleed systems
• The APU
• High Pressure Ground Air

A cross-bleed ducts connects the engine bleed systems as well as APU and
ground HP air when available. A cross-bleed duct allows both sides to be
interconnected or isolated.

2 Bleed Monitoring Computers (BMC) control the pneumatic system, if one

fails, the other can take over. Each engine bleed system does the following:
• Select a compressor stage to use for bleed air
• Regulate the bleed air pressure
• Regulate the bleed air temperature

Normally, air is bled from the intermediate Pressure stage (IP) of the high
pressure compressor. The HP valve will close if it detects low pressure
upstream or excessive pressure upstream. The bleed valve acts as a shut-off
and pressure regulating valve, maintaining pressure at 45 PSI.

The bleed valve is closed pneumatically if:

• Upstream pressure goes below 8psi
• There is return flow
The bleed valve is closed electrically if:
• BLEED pb is selected off
• ENG FIRE pb selected
• BMC detects:
o Over-temperature
o Over-pressure
o Leak
o Open Starter valve
o APU bleed ON

A pre-cooler downstream regulates the temperature of bleed air. This uses

cooled air from the engines fan to regulate temperature to around 200c.
Air from the APU compressor is available on the ground and in the air to
supply the pneumatic system. APU bleed air has priority over engine bleed
air, whilst the APU bleed is selected ON, then engine bleeds will be closed.
 Pneumatic System SD Page

Conditioning Pack

Conditioning Pack
Pre-cooler

Engine Valves
APU

The Auxiliary Power Unit is a small gas turbine jet engine in the rear of the
aircraft which supplies electrical and pneumatic power.

On the ground it supplies electrical power for the aircraft and also provides
bleed air to start engines and to supply the air conditioning system.

Generally, the APU is turned off from engine start until after landing,
however it can be used in flight as a back-up generator or to gain maximum
aircraft performance.

The APU bleed system is fully automatic and the APU speed is always set to
100%. The bleed air cannot be used for wing anti ice due to no temperature
regulation of the bleed air which could potentially damage the slats.

The APU can be started via the DC aircraft batteries. When the MASTER
SW is pressed, electrical power goes to the APU which then performs a
power up test. The air intake flap opens ready for the start sequence.

When the START button is pressed, the starter is energised then ignition
turns on. Once above 95% the APU can supply bleed air and electrical power.

When shut down, the APU will run for a cooling period of 60 – 120 seconds
if the bleed air was used.

The APU is capable of an auto shut-down procedure. This will trigger if any
of the following occur:

• APU SHUTOFF sw on the external power panel pushed

• APU FIRE pb pushed
• An APU fire on the ground is detected
A320 APU
Limitations

After 3 start attempts, crew must wait 60 minutes before another attempt.

APU Bleed use:

Max altitude to assist engine start 20,000ft

Max altitude for A/C & Pressurisation single 22,500ft
pack
Max altitude for A/C & Pressurisation dual 15,000ft
pack

Operation & Re-start ceiling 39,000ft

APU Elec power 39,000ft

Max N rotor speed 107%

Questions & Answers

Q. Can the APU be started and operated even if LOW OIL LEVEL ECAM
advisory is displayed?
A. If there is no Oil Leak, the remaining oil quantity allows normal APU
operation for about 10 hours.

Q. Can you use the APU for Wing anti-ice?

A. No

Q. In the case of an APU FIRE, does the APU automatically shut down in the
air or on the ground?
A. On the ground

Q. On battery power only, when you do an APU fire test, what are the
indications?
• APU FIRE pb illuminated in red
• SQUIB and DISCH light illuminated

Q. How many APU fire bottles are there?

A. One

Q. When does the START switch ON light extinguish?

A. The ON light on the START switch extinguishes 2 seconds after N
reaches 95 % or when N is above 99.5 %

Q. What happens when you select the APU MASTER SW to OFF?

• The ON light on the MASTER SW P/b S/w, and the AVAIL light on the
START P/b, go out.
• The APU keeps running for a cooling period of 120 s at N 100 % speed
• At 7 % the air inlet flap closes.
Q. How long will it take for the APU flap to fully close?
A. The air intake flap closes fully in approximately 20s.

Q. When does the START switch ON light extinguish?

A. Extinguishes 2 s after N reaches 95 %, or when N is above 99.5 %.
Powerplant

All A320 engines are turbofan engines and all have the following:
• Engine with high bypass ratio
• FADEC – Full Authority Digital Engine Control
• Fuel system
• Oil system
• Air system
• Thrust Reverse system
• Ignition / Start system

Engine

There are many types of engine available but most will have a Low pressure
and a High pressure compressor turbine assembly.

Operation:
• The LP compressor will compress air which is then divided in two
flows. Most air flows out of the core engine and provides most of the
thrust. Remaining air will enter the core engine.
• The HP compressor will compress that air entering the core engine.
• Fuel is then mixed to this compressed air and is then ignited in the
combustion chamber.
• The resultant gas then drives the HP and LP turbines

N1 – Rotation speed of the fan – Used by FADEC to compute thrust

N2 – Rotation speed of the HP rotor.

At the bottom of each engine lies the Accessory Gearbox. This drives many
accessories with mechanical power via the HP shaft. The gearbox of each
engine operates:
• Pneumatic starter for engine start
• FADEC alternator for FADEC electrical power
• Engine driven generators
• Engine driven hydraulic pumps for Green and Yellow systems
• Engine fuel pump supplying combustion chamber with fuel
• Oil feed pump providing the oil system with oil

FADEC

FADEC is a system that offers full control of the engines and management of
them. Each engine has a FADEC system mounted on the fan case.

FADEC carries out many functions which include:

• Control of gas generator – Fuel flow, Idle setting, turbine clearance,
acceleration / deceleration schedules.
• Protection from exceeding limits – N1, N2 overspeed, EGT during start.
• Power Management – Thrust rating, manual thrust setting, A/THR demands
• Automatic engine start – Ignition, start valve, HP valve, fuel flow, abort /
recycle
• Manual engine start – Start valve, HP valve, ignition
• Thrust reverser – Actuation of doors, engine setting during reverse
• Fuel re-circulation – re-circulating the fuel to the tanks

FADEC has 3 idle modes:

Modulated – Regulated due to bleed demand and ambient conditions

Approach – In flight when flaps extended, allows engine to accelerate rapidly
from idle to GA thrust.
Reverse – Selected on ground, a little higher than forward thrust.

Fuel

Fuel is supplied to the combustion chamber at a pre-determined flow rate,

pressure and temperature. Fuel generally travels from the tank, via a fuel
pump and oil/fuel heat exchanger, then to a unit to control the fuel flow rate
(Hydro-mechanical Unit) and finally to the fuel nozzles.

As the fuel is generally very cold, some is used to cool down the IDG’s, this
fuel then returns to the fuel tanks and helps to warm the remaining fuel in the
tank.
At low thrust, if oil through the IDG is too hot, the cooled fuel is sent back to
the tank at 300kg/h. If the oil temperature rises, N2 is increased and fuel flow
can reach 600kg/h depending on the fuel return temperature.

This re-circulation is inhibited at engine shutdown and during takeoff &

climb when:
• Wing tank fuel is below 300kg
• Fuel overflow in the surge tank
• Fuel feed by gravity only

Oil

Oil is used to lubricate the engine components. The Oil system contains the
following:
• Oil tank
• Lube / Scavenge pump modules
• Oil / fuel heat exchanger
• Filters, chip detectors, relief / bypass valves

Air

The air bleed system supplies compressed air to the pneumatic system and
also cools the engine compartment and the turbines.

Air is also used to assist cooling and control the clearance of the HP
compressor and the stator case. A similar system is used to control the
clearance of the HP turbine and LP turbine clearance by modulating the HP
compressor bleed air flow and fan bleed air flow.

Thrust Reverse
The reverse thrust concept is achieved by deflecting airflow forwards, thus
enabling a greater stopping effect of the aircraft. Airflow is deflected via
blocker doors controlled by a hydraulic actuator. These doors deflect the
airflow via sleeves or bucket style doors.

Each thrust reverse system has the following:

• 4 Actuators
• 4 latches
• Door position switches
• Hydraulic control unit

The hydraulic control unit pressurises the thrust reverse hydraulic system,
supplies the actuators with hydraulic power and also regulates the speed of
the blocker doors. The total actuation time is less than 2 seconds.

In order for the reverse thrust system to deploy, the following logic occurs:
• One FADEC channel with associated throttle reverse signal
• Both main gears compressed – signal from LGCIU
• Thrust lever angle signal from at least one SEC

FADEC will limit the thrust to IDLE in case of accidental deployment of

reverse thrust.

Ignition

The ignition system is controlled via the FADEC and each engine has 2
identical igniter systems A & B for each engine. The system controls the start
valve, igniters and the HP fuel valve. Each FADEC controls a single igniter
system in normal operation, however both systems can e controlled via a
single FADC system in abnormal situations.

An automatic start uses a single igniter which is energised at around 16% N2

and de-energised at around 50% N2.

Start sequence:
• ENG MODE selector set to IGN – closes the pack valves
• Set ENG MASTER to ON
• LP fuel valve opens
• Engine start valve opens
• Ignition starts above 16% N2
• HP fuel valve opens
• Ignition stops above 50% N2
• Engine start valve closes and pack valve re-opens
• ENG MODE selector set to NORM

Dry cranking is used to ventilate the engine to remove any fuel vapour after
an un-successful start attempt.

Thrust

Thrust Lock - When auto-thrust is disconnected by the FCU button or a

failure, thrust is locked at the current setting at time of disconnection.

Alpha Speed / Lock - Inhibits flap retraction at a high angle of attack or low
airspeed

Alpha Floor - This is when the angle of attack threshold is reached and
TOGA thrust is commanded

TOGA Lock - When TOGA is commanded, TOGA LOCK appears on the

FMA. Recovered by selecting A/THR off using instinctive pb on thrust levers

FLEX TEMP - A de-rated thrust setting is used to prolong engine life, reduce
noise and maintenance costs. It is calculated using air temperature, which
produces less thrust as temperature increases. FLEX is the highest
temperature that the engines would produce the required thrust for takeoff.
This is affected by runway length, wind speed / direction and aircraft weight.

Minimum FLEX - Actual outside air temperature or the flat rating

temperature:
A319 - ISA + 29
A320 - ISA + 30

Limitations

TOGA All Engines 5 minute time limit

Single Engine 10 minute time limit
MCT No Limit
Max Oil temperature 140c
Min Oil temperature -40c

Start attempts 3 attempts with 20s pause

15m cooling period between 4 failed starts

Reverse Thrust Should not be used below 70kts, only idle.

Questions & Answers

Q. What happens when you hold the instinctive disconnect push buttons for
more than fifteen seconds on THR LEVERS?
A. The A/THR system is disconnected for the remainder of the flight. All
A/THR functions including ALPHA FLOOR are lost, and they can be
recovered only at the next FMGC power-up on the ground.

Q. You are about to take off and have not inserted a FLEX temperature, can
you still takeoff?
A. Yes, by selecting TOGA.

Q. Is there a mechanical connection between the thrust lever and the engine?
A. No

Q. How the thrust is controlled with the A/THR active?

A In the auto thrust mode, the FMGC computes the thrust, which is limited to
the value corresponding to the thrust lever position, unless the alpha-floor
mode is activated.
Q. How the thrust is controlled with the A/THR not active?
A. Each engine is controlled by the position of the thrust lever. The pilot
controls thrust by moving the thrust lever between the IDLE and TOGA
positions. Each position of the thrust lever within these limits corresponds to
an EPR.

Q. What is by Approach Idle?

A. It Is regulated according to aircraft altitude, regardless of bleed system
demand. It Is selected in flight, when the flaps are extended with FLAPS
lever not at zero position. It Allows the engine to accelerate rapidly from idle
to go-around thrust.

Q. What is LVR CLB?

A. This flashes in white (3rd line on the FMA) if the thrust levers are not in
CL position while the aircraft is above the thrust reduction altitude with both
engines running.

Q. What is LVR MCT?

A. It flashes in white (3rd line on the FMA) if the thrust levers are not in
MCT position after an engine failure, with speed above green dot.

Q. What is LVR ASYM?

A. When one thrust lever is in the CL detent and the other one is out of
detent, the ‘LVR ASYM’ amber message will come up on the FMA until
both levers are set in the CL detent - only with both engines operative.

Q. If a thrust lever is set between two detents, what is the rating limit?
A. When a thrust lever is set between two positions, the FADEC selects the
rating limit corresponding to the highest mode.

Q. During an engine start sequence, the grey background on the N2

disappears at around 57%. What does this indicate?
A. This indicates that the start sequence has been completed.

Q. What is the meaning of the ‘AUTO CRANK IN PROGRESS’ message

appearing on E/WD during an auto start?
A. After any start attempt that is not successful, a dry crank automatically
occurs. This auto dry crank sequence will be initiated by the FADEC and this
is what the E/WD message means.

Q. During engine start, if the amber FAULT light illuminates on the ENG
MASTER panel, what could have happened?
A. The amber FAULT light comes on, and a caution appears on ECAM, if
there is:
• An automatic start abort
• A start valve fault
• A disagreement between the HP fuel valve position and its commanded
position.

Q. How many channels does the FADEC computer have?

A. Two.

Q. What does EGT mean?

A. EGT is short for Exhaust Gas Temperature. This is the temperature of the
gases escaping at the exhaust of an engine, the temperature at the outlet from
the turbine is measured by thermocouples.

Q. What does EPR mean?

A. EPR is short for Engine Pressure Ratio. The EPR instrument provides a
readout of the ratio of the turbine discharge total pressure to the compressor
inlet total pressure.

Failures

ENG 1/2 FAIL

Maintain the basics and fly the aircraft. Aviate, Navigate, Communicate.
Engine failures put the aircraft in CAT3 Single capability.
• ENG MODE SEL - IGN
This is done in order to turn on the ignitors, protecting the working engine.
THR LEVER - IDLE
Ensure positive confirmation before moving, use all available means to do
this
• IF NO RELIGHT AFTER 30’S
The FADEC should relight the engine within 30 seconds if there is no
damage, otherwise the Master Switch can be switched to OFF
• IF DAMAGE... ENG FIRE PB....PUSH
Damage can be assumed if a loud bang , vibrations or stalling occur. This can
be linked to a quick decrease in N1 / N2 / EGT and also the fuel flow.
• AGENT 1/2 DISCHARGE AFTER 10’S
This time allows for the N1 to decrease which will reduce ventilation and
increase the effectivity of the discharging agent

The engine is now considered as secure and the aircraft in a safe

configuration.

• IMBALANCE - MONITOR
Monitor the fuel tanks for any potential leaks. Start a timer to remind you to
come back to this. Once confirmed that no leak exists, a cross-feed of fuel
may be required to preserve the remaining engine
• TCAS MODE SEL - TA
This prevents an RA occurring that would not be able to be complied with.
• AVOID ICING CONDITIONS
The aircraft now has only 1 bleed source from the remaining engine so this
has to be used efficiently. The cross-bleed selector will most likely be in the
AUTO position which will close the cross-bleed valve. If wing anti ice is
used, it will provide asymmetric icing which could affect the aerodynamics of
the aircraft - not good!
If the FIRE PB has been pushed, its associated engine bleed valve and pack
flow control valve will be closed off, thus wing anti-ice will not be available.
The only way in which wing anti-ice can be used is if both FIRE PB’s have
not been pressed, one pack is off (of the failed engine) and the X-BLEED is
OPEN.

In some situations, it may be beneficial to have some extra performance using

the APU bleed air. This can help the air conditioning and pressurisation in the
event of a go-around and gain maximum performance from the remaining
engine.

If no FIRE PB’s have been pressed, the APU bleed air can be used without
condition.
• If FIRE PB 1 pressed, you cannot use APU bleed air
• If FIRE PB 2 pressed, you must close the X-BLEED before its use.
The reason for this is the way the bleed system is designed, as you can see
below, if the FIRE PB 2 is pressed with the X-BLEED valve closed, there is
no problem. If the FIRE PB 1 is pressed however with X-BLEED open, air
will be contaminated from the damaged engine.

Bleed display SD page

ENG Fail at takeoff:

Up to 100kts, the takeoff can safely be aborted for any failure or abnormality.
Between 100kts - V1, the takeoff should only be aborted for major failures
including the following:
• Fire warning or severe damage
 • Sudden loss of thrust
• Red ECAM warning
• Amber caution for engine or sidestick problems.

Initial Actions
• Use rudder to maintain the centreline of the runway
• Rotate to around 12.5
• Once airborne and safely climbing, GEAR UP
• Maintain the blue Beta target in the centre to ensure lateral stability
• TOGA improves climb performance but is not a necessity

The pilot not flying will silence any aural warnings and will verbalise the
failure, however no action will be taken until a minimum of 400ft to ensure
the aircraft is stabilised.

ENG Fail in the Cruise:

Immediate actions:
• Set both thrust levers to MCT
• Disconnect the ATHR and select speed - avoids thrust reduction
• Set a Heading and then Pull
• Check en-route MSA / PROG page and set an Altitude

Standard Strategy (Terrain not an issue)

• Speed - M0.78 / 300kts - Within engine windmill re-light envelope
• Do not decelerate below green dot speed
• Set altitude as per the REC MAX EO cruise altitude from the PROG
page
• Maintain V/S 500fpm and ATHR ON
• Level off - set long range cruise performance located in the QRH
• When time permits, complete ECAM procedure

Obstacle Strategy
Designed to maintain highest level if terrain proximity is a threat
• Set drift down ceiling located on PERF / CRZ page
• Set Green dot speed - this reduces the rate and the angle of descent
• When terrain threat is over, revert to standard strategy

Engine Tailpipe Fire

This will occur either at engine start or engine shut-down.

• Ensure MAN START pb is OFF

• Set ENG MASTER to OFF

Ideally the APU will already be running as this will be required to supply
bleed air which will blow out the fire. If the APU is inop, the bleed source
from the remaining engine can be used. Open the cross-bleed and set the
remaining engine to 30psi.

• ENG MODE SEL - CRANK

• Select MAN START pb to ON

Once the fire has been extinguished:

• MAN START pb - OFF

• ENG MODE SEL - NORM

Do not press the engine fire pb’s as this will cut power from the FADEC
which is needed for dry cranking. Also, using the fire pb will render the
engine unusable and major maintenance action will be needed.

Engine Vibration

An ECAM advisory will be shown when the vibration levels reach:

N1 > 6 units
N2 > 4.3 units
Vibrations alone may be a sign of potential engine problems but at the
advisory stage, the engines only need to be monitored.

One cause of vibration can be icing on the fan blades, if icing conditions are
likely to be the cause, follow the QRH procedure to shed ice.

If icing conditions are not present, monitor the vibrations. If they get worse,
consider reducing thrust but do not shut the engine down for this alone as you
will loose all associated engine functions and redundancy.
Winter Operations

The clean aircraft concept - this means that the aircraft should have no ice/
snow, slush or frost on its critical surfaces prior to takeoff.

It is the pilot’s responsibility to visually check the following prior to

departure:
• Wings, Tail and control surfaces
• Fuselage
• Radome / Nose and flight-deck windows
• Static ports & Pitot heads
• Engine inlets, exhaust nozzles, cooling intakes, system ports/probes
• Air conditioning inlets / outlets
• Landing gear, gear doors & wheel bay
• Fuel tank vents

The exception to the above is thin hoar frost up-to 3mm on the lower wing
surface, fuselage, radome and engine cowl. Any markings or features must
still be visible.

De-icing - Removing ice, snow, frost or slush from the aircraft surfaces by
mechanical means or by a heated fluid.

Anti-icing - Applying a protective barrier to prevent ice or snow from

forming on the surfaces. This is done using anti-ice fluid.

The following different liquids can be used:

• Heated water as part of a 2 step procedure
• Type 1 fluid
• Water and type 1 fluid mixture
• Type 2 or 3 fluid
• Water and type 2 or 3 mixture
 • Forced air - Generally used for engine icing

Each liquid used will have a different lowest temperature to be used and also
a Holdover time which must be checked to ensure the validity of the anti-ice
procedure.

Type 1 fluid
Mixture of glycol and water and the colour orange. Applied hot and is used to
de-icing.

Type 2 fluid
Colourless or a pale straw colour. Used as an anti-icing fluid and can be
diluted with water.

Type 3 fluid
Emerald green in colour and used primarily as an anti-ice fluid.

Contaminated runway

A runway is considered contaminated when more than 25% of its surface is

covered with a contaminant. These are generally classified as follows:
• Water
• Compacted snow
• Dry / Wet snow
• Slush
• Ice

We also classify the runway as either:

Damp - Not dry but water on surface does not cause a shiny appearance.
Consider a wet runway for takeoff performance.
Wet - Surface has a shiny appearance with a thin film of water not exceeding
3mm.

Each runway condition will have a particular crosswind limitation and

performance data required for pre-take calculations. The main reason for
calculating the contaminant type and depth is for calculating braking distance
which is then used to calculate runway accelerate/stop distance, power thrust
settings etc.

Takeoff Flap Setting

Low flap settings provide good climb performance, but with a longer takeoff
distance - Best lift / drag ratio

High flap settings improve takeoff distance, however reduces climb

performance.

Contaminated runways will most likely require a higher flap setting to reduce
the stopping distance, but if any obstacles are nearby then this may have to be
considered and potentially a lower flap setting used to improve the climb
gradient.

Takeoff Speeds

A reduction of speeds is usually used to reduce the go-stop distances. On a

contaminated runway, the screen height is reduced to 15ft rather than 35ft ,
this also allows for lower speeds to be used. Optimised speeds must be
calculated based on local conditions and airports used. These speeds will
always ensure a safety margin from:

• Stall speed
• Minimum unstick speed - VMU
• VMCA - Minimum control speed in the air
• VMCG - Minimum control speed on the ground.

FLEX takeoff is prohibited on contaminated runways.

Low Visibility Takeoff

Generally, the Captain will be pilot flying for a low visibility takeoff.
An RVR of 400m or less is considered as low visibility. If no RVR
information is available, the takeoff can only be carried out if the Captain is
satisfied that the required RVR is available.

Takeoff can be conducted to as low as 125m if certain lighting is in force at

the airport. These can include runway edge lights, centreline lights and
possibly the requirement for an initial visual segment to be available. The
first RVR may be replaced by pilot replacement.

Information can be found in the QRH and also the airport information pages
specified ground equipment in use.

Threats:
• Ensure flight control checks are complete when stationary
• If unsure on taxi routing, stop and confirm immediately.
• Once lined up, check heading and on correct centreline
• At rotate, look inside the cockpit earlier as normal visual cues are not
visible.

Landing

When pre-flight, check that your destination and also alternates have suitable
performance criteria to ensure a safe landing. Obtain the runway condition as
well as any contaminant in order to assess landing performance.

Care should be taken to assess the following:

• Wind speed and direction
• Braking action
• Runway length and width (cleared to full width?)
• Type and depth of contaminant

The Captain should always be the pilot flying if the runway is contaminated
or a low visibility approach planned.

TOGA power for takeoff is necessary.

Consider all options for landing performance. If you are unhappy with
anything, consider delaying the approach or diverting to a more suitable
airport.

It is always advisable to carry extra fuel to deal with these options, however
this extra fuel can cause the need for de-icing on the ground due to its extra
weight and temperature.

An autoland cannot be carried out on a narrow runway

Autoland

Planning to conduct an autoland requires planning and briefing of various

points to ensure a safe outcome.

Pre-flight:
• If taking off in LVP’s, ensure a takeoff alternate is selected within
320nm and 1 hours flight time with ideally, CAT 1 minima weather.
• 2 alternates must be selected when weather is below the minima of the
destination instrument approach.

Aircraft technical status:

An A319/320 can autoland provided the FMA shows the following
capability:
CAT2
CAT 3 SINGLE
CAT 3 DUAL
Check any defects that can affect the aircrafts landing capability.

Airport:
Check any NOTAMS relevant to RVR’s not in use, runway closures, lighting
downgrades or anything that could affect the airport capability.

Weather:
Check the actual and the forecast weather. Cloud base and RVR / visibility
are the two pieces of vital information required to ensure the approach can be
commenced.

Aircraft Setup:
• No DH entered in PERF page if CAT3 DUAL planned
• DH value set if planning for CAT2 / CAT 3 Single
• Check if red AUTOLAND light is functioning

Autoland 1000ft and below:

1000ft All ECAM actions complete, configured, stable

900ft TCAS downgrades to TA only
800ft Landing Inhibit until <80kts
700ft FMGC data lock - locks course, frequency, perf page
500ft Stable / Not stable
350ft LAND - FCU modes locked, Check ILS course is correct
200ft If AUTOLAND light appears, go around
100ft Alert Height - Continue if fail operational
40ft FLARE on FMA
30ft Thrust Idle
ROLLOUT Check

Autoland Failures

Above 1000ft - Resolve any failures or go around

Between 1000ft - Alert height - go around for:

• Alpha floor activation
• Auto pilot disconnect - Cavalry charge
• Loss of CAT3 - 3 clicks
• Amber Caution - Single chime
• Engine failure
350ft - If LAND does not appear, go around
200ft and below - go around for AUTOLIGHT light or:
Loss of autopilots
LOC deviation > 1/4 dot
G/S deviation > 1 dot
RAD ALT discrepancy > 15ft
Long / early / untimely flare

Flare height, go around for:

If FLARE does not appear
As well as the failures above, if either pilot feels unhappy with the approach,
then the safest thing to do is go around. Whilst pilots have to put trust in the
aircraft capabilities and the ground equipment operating correctly, if the
instinct of the pilot is questioned, then conduct a go around and then once in
a safe environment, discuss the reason for the missed approach and plan the
next option available.
Failure Management

Failure management is at the core of all simulator checks and line operations.
However big or small an abnormal event may be, a structured approach is
required to enable the problem to be solved effectively.

The main priority is to put the aircraft in a safe environment which will then
enable you to deal with the issue.

Aviate, Navigate, Communicate... These are the initial actions involved with
any failure and will ensure that you prioritise flying the aircraft and are in a
safe environment to continue. Communicate with ATC and the cabin crew so
that everyone is aware of the situation and also that you can keep
interruptions to a minimum.

The following shows a breakdown of the basic structure that will allow
failure management to be conducted in a safe way.

Master Warning / Caution – ‘I have control’

Aviate – AP/ATHR/FD, check speed, read FMA, attempt re-engage

AP/ATHR
Navigate – MSA, TCAS, Wx, ppos hold, continue SID, go-around
Communicate -‘Attention crew at stations’, Mayday/Pan, Sq 7700

• Seatbelt signs – ON
• Announce failure – confirm using SD page, overhead panel etc
OEB’s - Consider..?
• ‘ECAM Actions’
Primary failures
Secondary failures
• Status – ‘Stop ECAM’ - Consider Checklist / Resets / Advisory
• ‘Continue ECAM’
Break down status into what affects you for cruise, approach, landing, go-
around
• ‘ECAM actions complete’
LAND ASAP – 30 Mins
LAND ASAP – 45 Mins

Time – Fuel or fire? Set stopwatch and use it to aim for a max time to
land

Diagnose – ‘What do you think we have?’ Use SYS / Status pages, what did
cc / pax see? Check implications of the following: A/C Landing
Category e.g. CAT 1
RWY length required – Perf calc, Weather Required

Options - Continue / Divert / Return?

Data – Nearest airports. Consider: Weather
Airfield Facilities / RWY length
NOTAMS
Terrain / en-route terrain
Consider short rwy + headwind vs long runway + crosswind

Decide – Least risk option – Get going, direct to hold nearby / 15m final /
MSA en-route, Plan B + C

Assign – FO can fly, set up if capable

Captain – NITS to ATC, CC, PAX, Company

Review - Check setup and brief as you input, Review status, FCOM,
Overweight?

Brief
Approach –QRH gravity Gear / Flaps/Slats -5kts, Alt-Direct law, VAPP,
Long final, Land Assured, Start APU?
Landing - Heavy flight controls, visual aspect, nose high, fast, visual
requirements, braking available, tug required, evacuation?
Go Around Flap/Slat configuration, speeds, fuel remaining, gear retract,
- reason – another attempt?
Memory Items

Loss of Braking

Reverse - MAX

Brake Pedals - Release Pedal force when transferring to Alternate

brakes is more powerful

A/SKID & N/W STG - Reverts to Alternate mode

OFF

Brake Pedals - Press Apply with care

MAX BRK PR - 1000psi Monitor Brake Pressure Indicator

If still no braking - Parking Brake - Short applications

Emergency Descent

Crew Oxygen masks - ON

Signs - ON

Emergency Descent - Initiate

If A/THR not active - THE LVRS - IDLE

SPD BRK - FULL

When descent is
established -
Speed - MAX - if structural damage is suspected,
maneuverer with care

Consider L/G extension

ENG MODE SEL - IGN
ATC - Notify - State your intention and initial plan
Emergency Descent PA - Notify the cabin of the
initiation of an emergency descent
XPDR - 7700 unless told otherwise by ATC
Crew masks - Consider selector to N position to save oxygen
Avoid continuous use of interphone

MAX FL / MEA - FL100 / MEA / MORA

If CAB ALT > 14,000ft - PAX MASK MAN ON

When safe to do so, notify the cabin crew of the situation and when cabin
oxygen is no longer required.

Stall Recovery

When the crew recognises a stall is about to occur via the aural warning or
the stall buffet, apply the following:

Nose down pitch - Apply - Reduce angle of attack Thrust reduction may
be necessary if no pitch control authority available

Bank - Wings level

When out of the stall –

Thrust - Increase smoothly

Speedbrakes - Check retracted

Flight path - Recover

If clean and below 20,000ft - Flap 1

This will increase the A of A margin of the stall
Stall Warning at Liftoff

This warning can be caused by a damaged angle of attack probe. If the crew
experience this, immediately apply the following:

Thrust - TOGA

Pitch - 15 Degrees

Bank - Wings Level

Unreliable Speed

AP - OFF
A/THR - OFF
FD - OFF

Below thrust red alt - 15 degrees / TOGA

Above thrust red alt / Below 10 degrees / CLB
FL100 -
Above thrust red alt / Above 5 degrees / CLB
FL100 -

Flaps 0 / 1 / 2 / 3 - Maintain current config

Flaps full - Select config 3

Speedbrakes - Check retracted

L/G - Up

EGPWS

‘PULL UP’ - ‘TERRAIN AHEAD PULL UP’ - ‘AVOID TERRAIN’

Simultaneously apply the following:

AP - OFF

Pitch - Full up - pull to backstop and maintain

Thrust Levers - TOGA

Speed brakes - Check retracted

Bank - Wings level

TCAS

Traffic Advisory Alert

TCAS mode - Check armed - TCAS blue
‘TCAS, i have control’
Be prepared to take action

Resolution Advisory Alert

TCAS mode - Check TCAS mode follows RA orders

TCAS mode not available

AP - OFF
Both FD’s - OFF
Vertical Speed - adjust to fly within the green area displayed on the VSI

When clear of conflict

ATC - Notify
Flightpath - Adjust lateral and vertical guidance to resume normal
flying in accordance with any ATC instructions
AP - ON
FD - ON

Windshear

‘Windshear, TOGA’

Before Takeoff - Delay takeoff, use most favourable runway for the
conditions

Takeoff - Reject takeoff - alerts inhibited between 100kts – 50kts

Airbourne - THR Levers - TOGA

AP - ON
SRS - Follow

Landing - Go around - Perform

AP - Keep on

Autopilot will disconnect if A of A goes above alpha prot

If no FD bars, pitch to 17.5 degrees
Performance

International Standard Atmosphere - Due to the natural gaseous surroundings

around the earth, an average condition is required to set a standard baseline to
use. ISA is referenced at a sea level temperature of 15 degrees C and a
pressure of 1013 hPa pr 29.92 Hg.

Temperature decreases at approximately 2 degrees C per 1000ft up to the

tropopause. From the tropopause upwards, the temperature remains at around
-56 degrees C.

The indicated altitude is the vertical difference between the pressure surface
where the ambient pressure is measured (aircraft location) and the reference
pressure surface which is selected by the pilot.

QFE - Pressure at the airport reference point. Indicates the altitude above the
airport.
QNH - Mean sea level pressure. Calculated using the pressure at the airport
 vs the mean sea level. QNG shows altitude above mean sea level.

Flight Level - Indicated altitude in feet divided by 100

Transition Altitude - Indicated altitude above which the standard setting must
be used.

Transition Level - First available flight level above the transition altitude

If the temperature is high - You will fly higher

If the temperature is low - You will fly lower

Calibrated Airspeed - CAS

Obtained from the difference between the total pressure and the static
pressure. This difference is called the dynamic pressure.

To measure total pressure - airflow is stopped using a pitot tube which will
measure the impact pressure. This measurement will account for ambient
pressure (static) at the given flight altitude plus the aircraft motion (dynamic)

Static pressure is measured using static probes which show the ambient
pressure at the given aircraft altitude.

Indicated Airspeed - IAS

The actual speed of the aircraft indicated on the airspeed indicator - affected
by angle of attack, flap configuration, wind direction or measurement errors.
This is known as instrument correction.

True Airspeed - TAS

Represents the aircraft speed in an air mass which is itself moving compared
to the earth below. Obtained by using the CAS, the air density, and a
compressibility correction.
Groundspeed - GS

The aircraft speed in a fixed position - equal to TAS corrected for the wind
correction.

Mach Number

Mach number is a comparison between the TAS and the speed of sound.
Speed of sound is dependant on temperature. When the pressure altitude
increases, the SAT decreases and thus so does the TAS.

Higher = Slower

Weights

Manufacturers Empty Weight - MEW

Weight of the structure, engines, systems and equipment integral to the
aircraft. Includes fluids contained in closed systems e.g. hydraulic fluid.

Operational Empty Weight - OEW

Manufacturers empty weight plus the operators items e.g. cabin crew, flight
crew, emergency equipment, unusable fuel, engine oil, toilet chemicals,
catering equipment, seats, documents.

Dry Operating Weight - DOW

Total weight of the aircraft excluding usable fuel and the traffic load.
Includes flight specific items such as newspapers, catering etc.

Zero Fuel Weight - ZFW

The addition of the total traffic load (passengers, baggage, cargo etc) to the
dry operating weight.

Landing Weight - LW
The weight of the aircraft on landing. Equal to ZFW plus fuel remaining.
Takeoff Weight - TOW
Equal to landing weight plus trip fuel or equal to ZFW plus takeoff fuel

TOW = DOW + traffic load +fuel reserves + trip fuel

LW = DOW + traffic load + fuel reserves
ZFW = DOW + traffic load

Decision Speed - V1
Maximum speed at which the crew can reject the takeoff and stop the aircraft
within the safe limits of the runway length.

Rotation Speed - VR
The speed when the pilot initiates the rotation at around 3 degrees / second.

Takeoff Climb Speed - V2

The minimum climb speed that must be reached at a height of 35ft above the
surface of the runway, incase on an engine failure.

Takeoff Run Available - TORA

Length of runway available suitable for the ground run on takeoff. Equal to
runway length or the distance from the runway entry point if using an
intersection.

Takeoff Distance Available - TODA

The extension of the runway by using the clearway area beyond the runway
plus the TORA.

Accelerate-Stop Distance Available - ASDA

Extending the runway using the stopway which is the area beyond the
runway. Calculated as the length of the takeoff run available plus the length
of the stopway.
When pressure altitude Takeoff distance increases
increases -
Climb gradient decreases
MTOW decreases
When temperature increases - Takeoff distance increases
Climb gradient decreases
MTOW decreases
Upward runway slope - Takeoff distance increases
ASDA decreases
Downward runway slope - Takeoff distance decreases
ASDA increases

Dry Runway - Neither wet or contaminated

Damp Runway - Surface not dry but moisture gives a shiny
appearance
Wet Runway - Surface covered with water less than or equal
to 3mm, moisture on runway appears
 reflective without standing water.

Contaminated Runway - More than 25% of the runway is covered by

standing water, slush, Wet snow, Dry snow, compacted snow or ice.

Flex Takeoff

The aircrafts actual takeoff weight is usually less than the max regulatory
takeoff weight, this allows takeoff at a lower thrust than maximum thrust
which increases engine life and reliability and reduces maintenance costs.

A reduced takeoff thrust is called a flexible takeoff and the thrust is called
flexible thrust.

It is possible to determine the temperature at which the thrust needed for

takeoff would be the maximum takeoff thrust for this temperature. This
temperature is called flexible temperature.
Landing Distance Available

With no obstacles under landing path:

Landing distance available is the runway length - TORA.

With obstacles under landing path:

The LDA may be shortened

Lowest Selectable Speed - LVS

Pilots should not select a speed below this.

Final Approach Speed - VAPP

Landing speed 50ft above the landing surface.

VAPP = VLS + Wind Correction

A minimum wind correction of 5kts is normally applied with a maximum

value of 15kts

Upward runway slope - Landing distance decreases

Downward runway slope - Landing distance increases

Required Landing Distance

The reference used for dispatch landing performance, factored based on the
following:
• Max manual braking after main gear touch down
• Max reverse thrust , maintained to 70kts
• Antiskid and all spoilers operative
• Regulatory dispatch factor

Dry Runway -
Aircraft landing weight must permit landing within 60% of the landing
distance available at the destination and the alternate.

Wet Runway -
The required landing distance must be at least 115% of that of a dry surface.

Contaminated Runway -
The required landing distance must be at least or the greater of the required
landing distance on a wet runway and 115% of the landing distance
determined in accordance with approved contaminated landing distance data.