A320 Class Notes

Red Triangle Productions LLC – http://www.redtriangle.bz/CLASS NOTES FOR AIRBUS A320

PHASES OF FLIGHT

Takeoff

SRS, N 85%, 90 IAS until THR Red Alt

Climb (TO until 1000’)

Acceleration ALT another Mode 1000’

CRZ Final Cruise ALT

DES

Out of CRZ Altitude within 200 NM of Destination

APPR circle D DECEL pt APPR is activated

Go Around

TOGA

Emer Gen Config., 8 sec while RAT deploys and powers upAPU START is inhibited

100 IAS BAT powers DC BAT Bus

50 IAS the AC ESS Bus quits

WING TIP BRAKESROAM R -- RunawayO -- OverspeedA -- AsymmetryM -- Movement – uncommanded

What does the CRC NOT silence?Gear NOT DownOverspeed However the EMER CANCEL will silence them – What is the reset 3 sec??????

SPEEDSVls is the lowest achievable speed with A/TH engaged. – Normal Law

Alpha Protection is the lowest speed regardless of A/TH.

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NAVIGATION SETUPD I F S I P

If FLEX temps are the same, consider which gives lowest V1 call or what can lift the most weight…

If a FLEX temperature is not entered in the PERF TAKEOFF page of the MCDU, and the Thrust Levers are positioned in the FLEX Detent, a Warning will be generated. In this case, the flight crew should move the Thrust Levers to the TOGA detent and execute a max thrust takeoff. When the Thrust Levers are moved to the TOGA detent, the Warning will be cancelled.

What does SRS do for you?It commands:

1. V2 if you are not yet there….2. V2 + 10 with both engines3. V2 is you are single engine, it will fly the existing speed if above V2

NOTE: At heavy takeoff weights, the S speed on the A321 may be higher than the MAX speed of CONF 1 + F (225 knots). In this scenario, is it permissible to retract the flaps/slats at speeds below S speed?

No. At heavy takeoff weight, the S speed on the A321 may be higher than the MAX speed of CONF 1+F (225 knots). In this case, continue to accelerate. On reaching 210 knots the automatic flap retraction will occur and the MAX speed will move to 235 knots.

NORMAL FLAREThe aircraft will at 50’ trim nose down 3 degrees over 8 seconds forcing the pilot to negotiate the landing.Abnormal Law with Stability has the Flare Autotrim – therefore no Direct Law required

Alternate Law presumes there is no Flare Autotrim and therefore is Direct Law for landing.

INFO SOURCES on the PFD

IRS ADR VSD – can be both: if digital display is boxed amber then it is BARO V/S VSD not boxed amber is IRS and called the Instant (Inertial) V/S


ADR ADR

IRS

IRS

IRSOR ADR




AUTOLAND LIGHTBoth A/P – OFF or fail below 200’LOC deviation .25 Dot above 15’ RA LOC flashesG/S deviation 1 Dot above 100’ RA G/S flashesLoss of Signal FD flashes LAND remains engagedDifference between pilot’s RAs > 15’ RAGo-Around is mandatory during a CAT II/III approach if AUTO LAND Light illuminates during an approach.

FAC FUNCTIONSFLYWFlight envelope – speed tape F S etcLow energy warning: SPEED, SPEED, SPEED, -- 2000’ – 200’ Flaps 2, 3, F; and Normal LawYaw – Dampening, Turn coordination, Travel limit (F-CTL ECAM), TrimWindshear – Reactive: 50 – 1300’ (See next page) (Predictive is based on the Radar: [ 0 TO 100 kts, then 50 to 2300’ // out to 5 nm]

Low Energy Warning is available in CONF 2, 3, or FULL, between 100’ and 2,000’ AGL when TOGA not selected. This will produce an aural “SPEED, SPEED, SPEED” when a change in flight path alone is insufficient to regain a positive flight path. Thrust must be increased. During deceleration, the Low Energy Warning is triggered before Alpha Floor, unless Alpha Floor is triggered by Side Stick deflection.

______________________________________________________________________________________PFD: THRUST? SPEED? PITCH?

THRUST maintains aircraft speed.

PITCH controls speed.



(nothing there) YOU control the speed.


SPEED

THR CLB

MAN TOGA

THR IDLE




REACTIVE WINDSHEAR (FAC based)

Reactive Windshear system: When a FAC detects Windshear conditions, it triggers a warning: “WINDSHEAR” in red on both PFD’s (for at least 15 seconds) An aural warning, “WINDSHEAR, WINDSHEAR, WINDSHEAR”

PREDICTIVE WINDSHEAR (Radar based)

The Predictive Windshear system operates when the aircraft is below 1,500’ AGL. It scans the airspace within 5 nm forward of the aircraft for Windshears. When a Windshear is detected, a warning, caution, or advisory message appears on the PFD and (depending on the range selected on the ND) an icon appears on the ND. Predictive Windshear warning and caution are associated with an aural warning. During takeoff, both warnings and cautions are available within 3 nm. Alerts are inhibited above 100 knots and up to 50’. During landing, alerts are inhibited below 50’.

When the WINDSHEAR switch is in AUTO, the Predictive Windshear function is activated. Windshear areas are detected by the antenna scanning below 2,300’ RA, even if the transceiver selector is set to OFF, and displayed on the ND if below 1,500’.

Predictive Windshear aural alerts have priority over TCAS, EGPWS, and other FWC aural warnings. They are inhibited by Windshear detection by FAC (Reactive) and stall warning aural messages.

Unless accompanied by a weather return. The icon only displays areas of moisture and may not display more severe adjacent areas of Windshear. If maneuvering is accomplished, ensure that wings are level approaching Windshear area to maximize aircraft performance.

What is the appropriate procedure if the predictive Windshear system generates a Warning 1. Takeoff: REJECT the takeoff. 2. After lift-off: TOGA. Follow SRS commands. Retract gear & flaps on schedule. 3.Approach: Execute a normal GO AROUND using TOGA thrust. Retract gear and flaps/slats on schedule

Windshear is best handled by the Autopilot (suggestion: pre-brief Take Off for A/P ON at 100’)

.





A319 / A320 FUEL TANK STUFF

The difference between Refuel Full and High Level is: it is there for the IDG Fuel Return to fill up.When the High Level is reached the Center Tanks stop sending Fuel to the Engines so that the Wing Tanks will send some fuel to the Engines and make room for more IDG Return Fuel.The Wing Tanks will do this until 1100 LBS has been burned off.

You will get an ECAM Advisory Message if:1. the Fuel Tank difference between Wing Tanks is greater than 3307 Lbs.2. Fuel Temperature is greater than 45º C in the Inner Cell3. Fuel Temperature is greater than 55º C in the Outer Cell4. Fuel Temperature is less than -40º C in any Cell

The goal is to burn the Center Tank fuel first:Refueling sequence: Outer Inner Center…. Burn off sequence: Center Inner Outer….

MORE A319 / A320 FUEL TANK STUFF

AUTOMATIC SYSTEM CENTER TANK FUEL PUMPS OPERATION:With Fuel in the Center Tanks Without Fuel in the Center TanksON -- at Engine START for two minutes to TEST it. SAME.ON -- On the ground when Pump Switches are ON OFF.OFF -- when Slats are extended.ON -- when Slats are retract (e.g., after takeoff)OFF – when the Center Tank has been EMPTY for 5 minutes.

DIFFERENCE:On the A319/A320 the CENTER Fuel Switches are PUMP Switches while on the A321 they are TRANSFER VALVE Switches.


REFUEL FULL REFUEL FULL

HIGH LEVEL HIGH LEVEL

1650 1650550

Engine IDG Return Fuel Engine IDG Return Fuel




FOR A319 / A320 / A321 AIRCRAFT

FUEL FAULT LIGHT:

If the MODE SEL is in AUTO, and then…If the Center still has MORE than 550 LBS in it when there is LESS than 11,000 LBS in EITHER Wing Tanks then we know the Automatic System has failed us…

… and the FUEL MODE SELECT SWITCH FAULT Light comes ON.


>550<11,000 < 11,000

Tank Capacity: 13,500Wing Capacity: 27,000 Capacity 14,500




A321 FUEL TANK STUFF

The fuel transfer system controls the flow of fuel from the center tank to the wing tanks, which feed the engines. The tanks empty in the following sequence:

Aft ACT transfers fuel into the center tank Forward ACT transfers fuel into the center tank Center tank transfers fuel into the wing tanks Wing tanks

With the MODE SEL Pb in AUTO, the Fuel Level Sensing Control Unit (FLSCU) has automatic control of the transfer valve. When the transfer valve is open, fuel from the wing tank pumps flows through the jet pump and creates suction. This suction moves the fuel from the center tank to the related wing tank. The FLSCU automatically closes the associated center tank transfer valve when the wing tank is full. The transfer valve reopens the center tank transfer valve when the engines have used 550 lbs of wing tank fuel.

With the MODE SEL Pb in MAN, the center tank transfer valves open. Wing tank overflow must be prevented by selecting the CTR TK XFR pbs OFF when the wing tanks are full. They must also be selected OFF when the center tank is empty.

With the ACT pb in AUTO, automatic control of the transfer occurs after takeoff at slats retraction. It is initiated if the center tank high-level sensor has been dry for 10 minutes and fuel remains in either ACT. Fuel transfer from the ACTs to the center tank is made by pressurizing the ACT, closing the ACT vent valves, and opening the air shutoff and inlet valves. ACT2 transfers first. During transfer, if the center tank high level sensor gets wet, transfer from the ACT stops. The transfer valve opens when the center tank high sensor is dry for 10 minutes.

DIFFERENCE: On the A319/A320 the CENTER Fuel Switches are PUMP Switches while on the A321 they are TRANSFER VALVE Switches.

To activate the ACT Transfer of fuel these conditions must be met:1. In-flight2. Slats = 03. Center Tank Float is dry4. Fuel is in the Tank5. Aircraft is pressurized (cabin pressure pressurizes the ACTs)

You will get an ECAM Advisory Message if: 1. the Fuel Tank difference between Wing Tanks is greater than 3307 Lbs.2. Fuel Temperature is greater than 45º C in a Wing Tank3. Fuel Temperature is less than -40º C in a Wing Tank


Engine IDG Return Fuel Engine IDG Return Fuel

WingCapacity 27,000

Capacity 14,500Remember: SensorDry for 10 min getsmore fuel from ACT

Remember: 550# used triggers more fuel IN from Center Tank.

Capacity 10,500

1 2




NORMAL LAWPROTECTIONS

Pitch: == 30 and 15

High Speed: At Red Barber Pole the A/P disconnects Overspeed Warning

Vmo + 6 kts // Mmo + .01 [ third “A/P” ] Limits Bank to 45 degrees

High AOA: pushes over – NOT override-ableVls – A/TH is ON lowest achievable speed

ALPHA PROT – A – AOA commanded by Side Stick S – SB retracts (speed brake) A – A/P disconnects

P – Pitch Up Trim is inhibitedLimits Bank Angle to 45 degrees

Between Alpha Prot and Alpha Max you should expect ALPHA FLOOR to occur.It will initiate TOGA, regardless of A/TH switch.

It is inhibited by:1. Altitude is less than 100’2. Single Engine with Flaps3. Malfunction4. A/TH disconnected by holding longer than 15 seconds

This may cause TOGA LOCK:To get out of it:

1. Advance Thrust Lever to TOGA and 2. Disconnect 3. return to CL detent.4. Re-engage the A/TH via the pushbutton

Load (G’s) – 2.5 to –1 2.0 to 0

Yaw: turn coordination

Bank (whiskers) --33 – must hold the side Stick to maintain greater than this – release returns to this45 – Flight Directors go away and A/P will kick off, release will return to 33 (the other a/p )67 – maximum commanded bankNOTE: If High Speed or High AOA Protections are active the Bank Angle Limit = 45 degrees

ABNORMAL LAWLOAD PROTECTION to save the aircraft from an UNUSUAL ATTITUDE.Recovers to Alternate Law with Stability.


VLS

ALPHA PROT

ALPHA MAX




ALTERNATE LAWMultiple malfunctions of redundant systems.

PROTECTION:Load Factors: 2.5 to –1

Flaps: 2 to 0All envelopes are XX indicating Alternate Law

You may have Autotrim.

With Autopilot:FLARE Mode operates

Yaw Damper remains – without ADIRS you do NOT have Speed Stability and Yaw Dampening.

DIRECT LAW:Roll envelopeGear Down (if A/P is OFF)

STABILITY:High Speed: aircraft pulls up – you can override this

Low Speed: aircraft pushes over – you can override this

The aircraft can be stalled.

DIRECT LAW More malfunctions

Alternate Law + Gear Down (IF no A/P)

NO PROTECTIONS

ECAM: “USE MAN PITCH TRIM”

MECHANICAL BACKUP Control the aircraft until something is restored.

(Example: loss of ELACs and SECs – thus no Side Stick)

NO PROTECTIONS

ECAM: “MAN PITCH TRIM ONLY”

RudderManual Pitch Trim WheelsEngine Controls (remember the FADECs have their own generators, if lost, they revert to aircraft power).Gravity Gear Extension


VLS

V STALL WARNING




SPEEDBRAKES SPOILERS ETCFIVE Panels on each wing.

Center THREE are Speedbrakes in-flight.

Outer FOUR assist in rolling the aircraft.

ALL are Ground Roll Spoilers.

Speedbrake is INHIBITED: SEC 1 and 3 have failed An elevator (L or R) has failed (only spoilers 3 and 4 are inhibited) Angle of attack protection is active Flaps are in configuration FULL (A319/320) or Flaps are in configuration 3 or FULL (A321) Thrust levers are above MCT position, or Alpha floor is active

If an inhibiting condition occurs, the Speedbrakes retract automatically. To regain control of the Speedbrakes, the inhibiting condition must be corrected and the SPEED BRAKE lever must be moved to the RET position for ten seconds.

Ground Spoilers:Takeoff with them ARMED:DEPLOY when:

RTO > 72 ktsBoth Thrust Levers IDLEAUTOBRAKES

Let’s say you takeoff with them Disarmed.When will they deploy during a RTO?

RTO occurs > 72 ktsThrust Levers both IDLEOne or both Reversers selected

Then AUTOBRAKESLanding Deploy:

Weight on WheelsMain(s) spin up





CARGO HEAT

HOT AIR FAULT is a OVERHEAT Light.

ISOL VALVE FAULT is a disagreement Light. Two valves on AIR COND ECAM PageOFF – Inlet and Outlet Valves CLOSE and Extraction Fan STOPS.

CARGO SMOKE FWD CARGO AFT CARGO

A319 / A320 SENSORS A321 SENSORS

ALTHOUGH THIS IS THE WAY MANY PHs TEACH IT, THERE ARE NO “LOOPS” – at least not in the way you think of Engine fire Loops, etc..

THERE ARE LOGIC CIRCUITS. SEE THE VISUAL ORAL SWITCH LIGHT GUIDE FOR THE ACTUAL SYSTEM DATA.

Two Channels per LOOP.ONE Bottle but two Discharge Lights.

If you discharge once, both Light will come on.The Smoke Light will probably remain as it senses the smoke and Halon optically.

From the US Airways PH: Both cargo compartments are equipped with smoke detector loops. The forward compartment contains 2 smoke detectors in the A319/320 and 4 smoke detectors in the A321. In the A319/320, the aft compartment contains 2 loops with two detectors each. In the A321, the aft compartment contains 3 loops with 2 smoke detectors in each. A Smoke Detection Control Unit (SDCU) issues a smoke warning when 2 smoke detectors of one loop detect smoke. If 1 smoke detector fails, the system remains operational with the other detector.

Cargo smoke is indicated by an aural CRC, the illumination of the MASTER WARN and CARGO SMOKE light on the CARGO SMOKE panel.

1 extinguisher bottle supplies one nozzle in the forward compartment and 2 nozzles in the aft compartment. The agent is discharged by pressing either the FWD or AFT DISCH pb.

Note: If the cargo smoke warning is activated in either compartment, the associated isolation valves close and the extraction fan stops.


Loop [FIRST TEST]

Loop [SECOND TEST]

Loop [FIRST TEST]

Loop [SECOND TEST]




VENTILATIONBLOWER FAULT

Low pressureComputer power failsSmokeDuct overheat

EXTRACT FAULTLow pressureComputer power failsSmoke

OVERRIDE: BLOWER forced to STOPEXTRACT forced to RUN

CONFIGURATIONS:OPENGround operations:

Flow is straight through;If it gets too COLD, then CLOSED is used.

CLOSEDNormally in-flight and on the ground when it is cold;

Flow circulates through Skin-Heat ExchangerIf in-flight it gets too warm, then INTERMEDIATE is used.

INTERMEDIATEOutlet Valve is partially Open.

ABNORMALEither or both BLOWER or EXTRACT FAULT LightsBlower STOPS – Extract RUNSCLOSED configuration plus Air Conditioned Air

SMOKESMOKE Light (Gen 1 Line @ Emer Elec Pnl)Blower STOPS – Extract RUNSINTERMEDIATE without Skin-Heat Exchanger plus Air Conditioned Air

ELECTRICAL CONFIGURATIONS

What Electrical Configurations are there?NormalAbnormalsEmergency Electrical ConfigurationBattery only





THRUST LEVERSTo ARM:Thrust Levers are ARMED in the TOGA, FLX MCT positions.

TOGA is a manual setting.If you are there unnaturally you will get messages: every 5 seconds

LVR CLMAN THRUST [ on the FMA ]

MCT is a manual setting (except in single engine)

It is ENGAGED when placed to CL upon LVR CL message.

To DISENGAGE: Pull to IDLEUse the Instinctive pb

You will get messages: every 5 secondsLVR CLAUTO FLT AUTO THRUST LIMITED [ on ECAM ]

To RE-ENGAGE:A/TH pushPlace Thrust Levers to CL

If A/TH is OFF

AUTO THRUST

THRUST LOCK: The Thrust Lock function prevents thrust variations when the Autothrust System fails and disengages. How should the crew suppress the thrust lock condition? Moving the Thrust Levers out of the CL or MCT detent suppresses the Thrust Lock and allows manual control by means of the Thrust Levers.

The Thrust Lock function is activated when the Thrust Levers are in the CL Detent (MCT Detent when Single Engine) and:

The pilot disengages A/THR by pushing the A/THR pb on the FCU, or The A/THR disconnects due to a failure

The Thrust is locked or frozen at its level prior to disconnection.

When Thrust Lock is active: “THR LK” flashes amber on the FMA ECAM “ENG THRUST LOCKED” flashes every 5 seconds ECAM displays “THR LEVERS … MOVE”

A Single Chime sounds and the MASTER CAUTION Light flashes every 5 seconds. All Warnings cease when the Thrust Levers are moved out of the Detent.





TOGA LOCK:TOGA LK will annunciate in GREEN on the FMA after the aircraft leaves Alpha Floor conditions. Questions: Is Auto Thrust active? How is TOGA LK cancelled?

To cancel ALPHA FLOOR or TOGA LK thrust, disconnect the Auto Thrust.

ALPHA FLOOR protection commands TOGA Thrust regardless of the positions of the Trust Levers. This protection is available from lift-off to 100 feet RA on approach.

ALPHA FLOOR calls up the following indications: “A FLOOR” in GREEN surrounded by a flashing AMBER BOX on the FMA and in AMBER

on the E/WD as long as Alpha Floor conditions are met. “TOGA LK” in GREEN surrounded by a flashing AMBER BOX on the FMA when the aircraft

leaves the Alpha Floor conditions. TOGA Thrust is frozen and Thrust Lever movement will have no effect.

Note: ALPHA FLOOR is inhibited:1. under Alternate or Direct Law.2. in case of Engine failure with Flaps EXTENDED

ICING -- ENGINES AND WINGSGround and takeoff:

Outside Air Temperature (OAT) is 10C (50F) or below and visible moisture in any form is present (i.e., clouds, fog with visibility of 1 mile or less, rain,

snow, sleet, or ice crystals), or when operating on ramps, taxiways, or runways where surface snow, standing water, or slush may

be ingested by the engines or freeze on engines, nacelles, or engine sensor probes.

In flight: Total Air Temperature (TAT) is 10C (50F) or below and visible moisture in any form is present (i.e., clouds, fog with visibility of 1 mile or less, rain,

snow, sleet, or ice crystals).

Engine Anti-Ice operation: Engine anti-ice must be ON during all ground and flight operations when icing conditions exist or

are anticipated (except during climb and cruise when the temperature is below -40C SAT). Engine anti-ice must be ON prior to and during descent in icing conditions (including temps below

-40 SAT).

Wing Anti-Ice operation: Select WING ANTI ICE ON after thrust reduction altitude Normally, WING ANTI ICE should be selected OFF at the FAF If in severe icing conditions, WING ANTI ICE may be left ON for landing

Wing anti-ice is not permitted on the ground, or in flight when the TAT exceeds 10C.

The wing anti-ice valves close automatically:1. Upon touchdown2. If a leak is detected, or3. If electrical power is lost





SIDE STICKS

LOGIC: When only one pilot operates the Side Stick, it sends control signals to the computers When the other pilot operates his Side Stick in the same or opposite direction, the system adds the

signals of both pilots algebraically. The total is limited to the signal that would result from the maximum deflection of a single Side Stick.

Both green CAPT and F/O SIDE STICK PRIORITY lights flash and a “DUAL INPUT” audio voice message is given every 5 seconds as long as both pilots operate their Side Sticks simultaneously.

A pilot can deactivate the other Side Stick and take full control by keeping his Priority Takeover pb depressed.

To LATCH the priority condition, press the Takeover pb for more than 40 seconds. This allows the pilot to release his Takeover pb without losing priority. However, a pilot can at any time reactivate a deactivated Side Stick by momentarily pressing the Takeover pb on either Side Stick.

If both pilots press their Takeover pbs, the pilot that presses LAST gets priority. In a priority situation:

A) A RED light illuminates in front of the pilot whose Side Stick is deactivated.

B) A GREEN light illuminates in front of the pilot who has taken control, if the other Side Stick is not in the neutral position (indicates a potential and unwanted control demand). This Light Flashes as long as the other Side Stick is NOT in neutral position.

C) A “PRIORITY LEFT” or “PRIORITY RIGHT” audio message is given each time priority is taken.

RAM AIR TURBINE (RAT)

EMER ELEC PWR MAN ON pb – Extends the RAT and powers the Emergency Generator by pressurizing the BLUE System.

RAT MAN ON pb – Will only pressurize the BLUE System, but not activate the Emergency Generator.

If both AC bus 1 and 2 are lost and the airspeed is above 100 kts, the RAT automatically deploys and pressurizes the BLUE Hydraulic System, which drives the hydraulically-driven Emergency Generator. A Generator Control Unit controls Generator output, which is considerably lower than that of the main Generators.

Once the Emergency Generator is up to speed it will supply power to the AS ESS BUS and DC ESS BUS (via the ESS TR). During RAT deployment and Emergency Generator coupling (approximately 8 seconds), the Batteries supply power to these buses.

After landing, the DC BAT bus is automatically connected to the Batteries when airspeed drops below 100 knots. When the speed decreases below 50 knots, the AC ESS Bus is automatically SHED, and power is lost to the CRTs.

The RAT can also be deployed manually by pressing the EMER ELEC PWR MAN ON pb on the overhead panel. The RAT can only be stowed on the ground.

The RAT can also be extended by depressing the RAT MAN ON pb, on the Hydraulic Panel. This pb will cause only the pressurization of the BLUE Hydraulic System and will not provide emergency electrical power.




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A320 Class Notes