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airbus a319/320/321 notes training notes by eric parks copyright 1999 2003 eric parks disclaimer not approved by us airways airbus a320 flight training dept for study only use at own risk last update ­ 11/16/03 these notes are intended to be used in conjunction with the flight operations manual and airbus a319/320/321 pilots handbook as always the fom ph and us airways airbus a320 training department are your final authorities for corrections suggestions or comments email eparks@compuserve.com welcome to the airbus resistance is futile you will be assimilated.

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us airways airbus a319 a320 a321 notes table of contents table of contents 2 limits 4 systems 6 ice rain protection ph 6.x.x 6 electrical ph 7.x.x 7 fire protection ph 8.x.x 10 fuel ph 9.x.x 12 pneumatics air conditioning pressurization ph 10.x.x 16 pressurization ph 10.5.x 18 hydraulics brakes landing gear ph 11.x.x 21 flight controls ph 12.x.x 26 instrument nav comm ph 13.x.x 34 ecam ph 13.1.1 34 ecam procedures ph 21.1.4 13.1.1 35 tune talk listen ­ rmp and acp 45 auto flight system ph 14.x.x 46 fma ­ flight mode annunciator ph 14.2.1 55 oxygen ph 15.x.x 56 powerplant ph 16.x.x 2.14.1 57 apu ph 16.3.x 7.1.x 58 fms ph 17.x.x 60 pseudo waypoints ph 17.3.3 65 initializing the fmgc 66 auto initialization 72 phase triggers ph 17-12 74 reroutes 76 taxi 79 takeoff 80 v1 cuts 82 approaches 83 ils approaches 87 2

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us airways airbus a319 a320 a321 notes cat ii/iii approaches 87 rnav lnav vnav approaches 89 vor and rnav lnav approaches 90 lda approaches 92 asr approaches 92 engine-out approaches 92 visual approaches 93 go around 94 landing 95 windshear ph 18.8.x qrh od-4 fom 10.6.x 96 egpws ph 18.9 97 low energy warning ph 18.11 ph 14.1.11 97 tcas ra maneuver ph 18.12 97 a to z abbreviations acronyms 98 fom stuff 102 logbook stuff 110 authors notes these notes are not intended to be a comprehensive look at every aspect of the a319/320/321 i only intend them to cover the basics they assume an already high level of experience with advanced aircraft systems i hope they help in studying for initial or recurrent or as a quick reference during line operations they are written from the viewpoint of a us airways line pilot because that is who i am i have included what i find helpful if you find something that you feel should be included or corrected please let me know as i am always seeking to improve the product eric parks eparks@compuserve.com note copy shops may distribute and charge for cost of copies alone no charge for the content permission is given to distribute these notes under the following conditions nothing may be charged for the notes no changes may be made without express consent of the author authors copyright must be included trust in the lord with all thine heart and lean not unto thine own understanding in all thy ways acknowledge him and he shall direct thy paths proverbs 3:5,6 3

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us airways airbus a319 a320 a321 notes limits memory items in bold italics u stands for us airways imposed limit weight limits ph 2.2 a319 167,400 lbs 166,400 lbs 137,800 lbs 129,000 lbs 120 ­ 12/108 shuttle 124 a320 170,600 lbs 169,700 lbs 142,200 lbs 134,400 lbs 142 ­ 16/126 shuttle 150 a321 205,900 205,000 171,500 162,700 169 ­ 26/143 max ramp max takeoff max landing max zero fuel seats operation limits ph 2.3 max 90° crosswind component including gusts for takeoff and landing max 90° crosswind component including gusts for cat ii/iii limiting tailwind component for takeoff and landing max operating altitude speed limits ph 2.5 max operating speed vmo max operating speed mmo max gear extension vlo max gear retraction vlo max gear extended vle turbulence penetration ­ a319/320 a321 350 kias .82m 250 kias 220 kias 280 kias .67m 29 knots u 15 knots u 10 knots 39,000 ft u at or above 20,000 ft 275 kias .76m 300 kias .76m below 20,000 ft 250 kias 270 kias max flap slats vfe model position 1 1+f 2 3 full a319/320 vfe 230 kias 215 kias 200 kias 185 kias 177 kias a321 vfe 235 kias 225 kias 215 kias 195 kias 190 kias 4

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us airways airbus a319 a320 a321 notes ice rain protection ph 2.6 engine anti-ice must be on during all ground and flight operations when icing conditions exist except during climb and cruise when the temperature is below -40° c sat icing conditions exist on ground icing conditions exist in flight fuel ph 2.8 6.676 lbs per gal wing tanks center tank additional center tanks total useable fuel a319/a320 27,500 lbs 14,500 lbs n/a 42,000 lbs a321 27,500 lbs 14,500 lbs 10,500 lbs 52,500 lbs oat 10° c 50° f or below tat 10° c 50° f or below maximum imbalance between left and right wing fuel tanks 1,000 lbs u landing gear ph 2.10.3 max landing gear extension altitude flaps/slats ph 2.11.1 max operating altitude w slats and/or flaps extended autopilot autoland ph 2.13 after takeoff if srs is indicated autoland max winds tailwind crosswind other than cat ii/iii headwind 100 ft agl 20,000 ft 25,000 ft 10 knots 20 knots 30 knots non-memory limits yeah right max tire speed 195 kts max taxi speed in turn when greater than 167,550 lbs 20 kts max window open speed who is going to open it 200 kts max windshield wiper operations speed vww 230 kts max continuous load on generator 100 90 kva max continuous load on tru 200 a max brake temp for takeoff 300° c 5

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us airways airbus a319 a320 a321 notes systems note pb stands for pushbutton not peanut butter and there are lots of em see ph 5.11.1 ice rain protection ph 6.x.x wing anti-ice ph 6.1.2 wing anti-ice heats the three outer wing slat panels on each wing wing a-i is available for single-engine if engine fire pb not pushed by using pack off and crossbleed open as per ph 21 after eng 12 shut down wing a-i valves close automatically on touchdown leak detected electrical power lost wing a-i is not permitted on ground or above tat 10° c ph 2.6.2 apu bleed is not permitted for wing anti-ice ph 2.14.9 note wing a-i test opens valves for 30 sec on ground in normal use select wing anti-ice ph 3a.2 on after thrust reduction on take-off off at faf during approach engine anti-ice ph 6.1.3 ­ engine a-i ducting is independent of wing a-i engine a-i valves will open automatically on loss of electrical power they close with air pressure available engine limits are automatically reset when engine a-i selected and continuous ignition is automatically turned on for that engine as well probe and mast heat window heat rain removal ph 6.1.4/5 all heat is turned on at low power on ground after the first engine start in flight all heat automatically goes to high can turn on manually on ground before engine start by pressing pb to on deselect to auto after second engine start note when on ground a windshield or window heat fault may be given due to heating by the sun cool the cockpit or stow shades and reset the whc circuit breaker 6

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us airways airbus a319 a320 a321 notes electrical ph 7.x.x all normal electrical power shifts automatically except the external power which must have the ext pwr pushbutton selected to supply power to the ac bus tie normal priority for ac power is work across elec panel from gen 2 1 2 3 4 5 6 on side engine generator external power apu off side engine generator emergency generator rat batteries ph doesn t use the on off side terms below is the official ph version of the electrical priorities 1 2 3 4 5 engine generators external power apu emergency generator rat batteries the only way to power both ac busses from a single power source is through the ac bus tie the apu and ext pwr both feed the ac bus tie both ac busses connect to the ac bus tie as needed apu will automatically power ac unless the ext pwr or eng gen is on if both idg s are available then the ac busses will not be connected to the ac bus tie if only one eng gen no apu or ext pwr is available the opposite ac bus will connect to it through the ac bus tie the electrical system is divided into two main branches both ac and dc are normally separated into two branches with engine 1 driving idg integrated drive generator 1 and idg 1 feeding ac bus 1 ac bus 1 then feeds dc bus 1 through tr 1 transformer rectifier the same happens on side 2 as long as each engine idg is available then the two sides remain electrically isolated if there is a loss of power on an ac bus then the remaining powered bus will automatically power the unpowered ac bus through the ac bus tie if the apu is then started it will automatically power the bus tie and the failed ac bus the ac bus tie will then be isolated from the normal powered bus idg should not be disconnected when engine not turning operating or windmilling and the idg disconnect should not be pressed more than 3 seconds idg can only be reconnected on the ground in case of tr failure the dc busses can be automatically connected through the dc bat bus two batteries are installed battery charging is automatic and is controlled by the bcl battery charge limiter the bcl connects the battery to its respective dc bat bus during battery charging and during apu start the batteries have an automatic cut-off logic to prevent complete battery run-down when the aircraft is unpowered and on the ground this will shut off the batteries at about 22.5v capacity to ensure apu start after overnight 7

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us airways airbus a319 a320 a321 notes min battery voltage is 25.5v check battery voltage with the bat switch off to charge batteries turn them on by pressing their respective pb s and connecting external power a 20 min charge is required if bat voltage is not enough part of the normal procedures for the originating checklist call for the check of both batteries to make sure that they are charging properly turn off both batteries and then turn them back on watch on the ecam elec page to see that both batteries have initial current charge rates after 10 seconds of less than 60 amps and decreasing ph 3.4.1 if all ac no rat is lost a static inverter is connected from hot bat 1 bus to ac ess bus not shed bus bat 2 will supply dc ess not shed in the event of loss of all ac no rat emerg gen regardless below 50 kts ac ess will no longer be supplied by the inverter and will be unpowered dc bat will connect below 100 kts it is not supplied above 100 kts in loss of all ac if both main ac busses lose power and the airspeed is 100 kts or more the rat will automatically deploy the emergency generator will then power ac ess bus and dc ess bus during the 8 seconds it takes the rat to deploy and supply power the batteries will supply the ess busses not their shed busses and the red fault light on the emer elec pwr panel will be on during those 8 seconds the rat emergency generator is lost at landing gear down unmodified a320 or less than 125 kts a319 modified a320 a321 and nd1 and mcdu1 will go out at that time due to loss of ac shed bus on landing the dc bat bus is automatically connected to the batteries when airspeed drops below 100 kts when all ac is lost including the rat emergency generator bat 1 will supply ac ess through the static inverter and bat 2 will supply dc ess when the speed drops below 50 kts the ac ess bus is shed and power is lost to remaining crt s pfd1 ecam upper note min rat speed is 140 kts rat will stall out at less than 125 kts on a319 a321 and modified a320 ac bus 1 normally supplies power to ac ess and dc bus 1 which eventually feeds dc ess if ac bus 1 fails the pilot may press the ac ess feed pb to altn this will put the ac ess bus on it s alternate source gen 2 through ac bus 2 ac essential feed will not automatically switch this is to prevent a bus short on the ac ess bus from then also damaging the gen 2 bus complex if it has already caused damage to the gen 1 bus complex ecam will direct whether to actually repower ac ess or to leave it unpowered ac bus 2 will also supply power to dc ess bus from dc bus 2 and dc bat bus when the ac ess feed pb is selected to altn if tr1 fails the dc bat bus and dc bus 1 will become automatically powered by dc bus 2 which will automatically connect to the dc bat bus apu will carry all busses on ground but will not supply main galley shed busses in-flight in-flight if only one generator is supplying entire system then part 321 all galley power of the galley load and passenger in-seat power supply is shed 8

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us airways airbus a319 a320 a321 notes gen 1 line 7.1.9 ­ if there is smoke in the avionics compartment the amber smoke light will come on in the gen 1 line pushbutton the procedure will call for the pilot to press the pb this will open the gen 1 line contactor and depower ac bus 1 gen 2 will then automatically pick up ac bus1 through the ac bus tie however gen 1 will still be powering two wing fuel pumps one in each wing inner tank note this is not the complete smoke procedure just the beginning that deals with the gen 1 line pb in loss of all ac rat only emergency the apu is allowed 3 min for start after emerg gen connects the apu will not start in-flight when on bat only this is due to the dc bat bus being disconnected during electrical emergency configuration above 100 kts lights available in loss of all ac emergency are capt instrument lights f/o dome light if on dim or brt and compass/ice light ph 5.15.1 if any generator is operating at more than 100 rated load the galy cab or galley pb will illuminate amber fault you will be directed to select off which will then load shed by offloading the main galley secondary galley and the in-seat power supply circuit breakers are color coded green are monitored by ecam all other colors are not monitored the ecam will display c/b tripped on ovhd pnl or rear pnl if a green monitored breaker is tripped for more than a minute yellow breakers are pulled during the procedure for flight on battery power only red capped breakers are never pulled in flight red caps are installed on the wing tip brakes circuit breakers to prevent loss of flap asymmetry protection all circuit breakers have a letter vertical and number horizontal code when on the gate with normal apu or ext pwr the gen 1 2 amber fault lights will normally be the only amber fault lights on in the overhead panel with packs on when shutting down the apu and turning off batts allow 2 min after apu green avail light goes out to allow time for apu flap to close ph 3.16 batteries must always be on when apu is running for fire protection 9

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us airways airbus a319 a320 a321 notes fire protection ph 8.x.x both engines and the apu each have two identical loops a b and a computerfdu fire detection unit a fire warning is given when both loops reach the proper overheat condition if one loop fails the other loop is able to generate the warning by itself a fire warning is given if both loops fail within 5 seconds of each other there is a red disc on the aft fuselage to show thermal discharge for the apu fire bottle the engines each have two extinguishers the apu one engines have sensing elements in three sections pylon nacelle engine core and fan section apu has sensing element in apu compartment apu fire on ground will auto shutdown sound nose wheel well horn and apu fire light will illuminate on external interphone panel apu fire in-flight must be manually shutdown will not auto shutdown and extinguished note apu will auto shutdown in air for other than fire go figure the forward cargo compartment has two smoke detectors and the aft has four 319,320 the 321 has four forward detectors and six detectors in the aft cargo agreement of two smoke detectors on a loop will give warning if one smoke detector fails the system remains operational on the remaining detector there is one extinguisher bottle for fore and aft compartments with one nozzle forward and two nozzles aft if cargo smoke is warning is given an isolation valve will close and the extraction fan will stop cargo smoke gives crc master warn light and cargo smoke light eng fire test 7 items ­ 4 reds ph 3.4.1 8.2.1 eng 1 test ­ press and hold eng fire pb illuminated red squib and disch lights illuminated 2 master warn illuminated 2 red crc aural chime eng 1 fire warning on e/wd red engine page on sd fire light eng 1 on eng panel illuminated red repeat for eng 2 apu fire test bat only 2 items ­ 1 red ac 6 items ­ 3 red ph3.3 8.2.2 apu fire test ­ press and hold apu will not shutdown during test 10

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us airways airbus a319 a320 a321 notes apu fire pb illuminated red squib and disch light illuminated master warn lights illuminated 2 red crc aural chime apu fire warning on e/wd red apu page on sd bat only when doing safety and power on checklist on battery only no external power eng fire pb pressed performs work down panel with 2,1,2,1,2 sequence ­ two on fire one on hyd two on fuel one on elec two on air cond fire hyd ­ fuel elec air condsilences crc arms squibs closes hydraulic fire valve closes low pressure fuel engine idg fuel return valves trips eng gen closes engine bleed pack flow valves 2 1 2 1 2 apu fire pb pressed performs work down panel with 3 0 2,1,2 sequencefire hyd fuel elec air condsilences crc shuts down apu arms squib closes low pressure fuel valve apu fuel pump off trips apu gen closes apu bleed crossbleed valves 3 0 2 1 2 cargo smoke detector test press release button for test you should get ph 3.4.1 disch amber lights illuminate smoke red lights illuminate master warn light illuminate crc cargo smoke on e/wd this test will run twice after you select it once to test both channels note disch amber lights only on first test if the cargo smoke bottle is fired the indications you can expect are red smoke light remains on smoke bottle discharge are trapped both amber disch lights will come on and remain on only one bottle 11

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us airways airbus a319 a320 a321 notes fuel ph 9.x.x surge tank outer wing tank 1560 lbs n/a 321 inner wing tank 12,190 lbs center inner wing tank tank 14,500 12,190 lbs lbs a321 only 2 additional center tanks 10,500 lbs outer wing tank 1560 lbs n/a 321 surge tank a319/320 total left wing fuel 13,750 total center fuel 14,500 lbs total right wing fuel 13,750 a321 total left wing fuel 13,750 total center fuel 25,000 lbs total right wing fuel 13,750 total fuel ­ a319/320 42,000 lbs a321 52,500 lbs memory limitation fuel philosophy fuel in center last fuel in center burned first takeoff on center tank prohibited ph 2.8.3 the center tank pumps run at a higher override pressure a319 a320 so the center tank fuel will be burned before the wing tank fuel will be even though center and wing pumps are both providing fuel pressure to the manifold at the same time if both pumps in same tank fail only the inner wing tanks can suction feed center tank fuel would be unusable apu fuel is drawn from the left fuel manifold the apu normally uses the tank pump pressure but has its own fuel pump that it will use if no other fuel pump pressure is available losing one center pump requires opening crossfeed valve one ecam chime losing one inner tank pump just requires turning off the pump switch no chime losing two center tank pumps will make any remaining center fuel unusable no suction feed 12

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us airways airbus a319 a320 a321 notes losing two inner tank pumps will put that wing on gravity suction feed there is a chart to determine safe altitudes for gravity feeding in the qrh pg 35 normally fuel is run in auto mode this will run the wing tanks continuously and the center tank on a schedule the auto mode schedule for the center tank is to run the center tank pumps any time there is fuel in the center tank except when the slats are extended exceptions to the auto schedule ph 9.1.7 after engine start the center tanks will run for at least two minutes for a test run even if the slats have already been extended if slats are not extended pumps will continue to run as normal until they are extended the pumps will restart again after takeoff when the slats are retracted after the center tanks run dry the pumps will continue to run for 5 more mins if idg return fuel fills the outer wing tank the extra fuel will spill over into the inner wing tank if the inner wing tank fills completely up then the center tank pump on that side will be automatically turned off to allow wing tank fuel to be burned until 1,100 lbs has been used then the center tank pump will turn on again this prevents surge tank spillage the fuel in the outer wing tanks will gravity feed through two transfer valve openings when inner wing tank fuel level reaches 1,650 lbs when either wing inner tank reaches the 1,650 lbs level a signal is sent to latch open all the transfer valves in both outer wing tanks this is a total of 4 valves 2 in each outer wing tank the transfer valves will remain open for the rest of the flight and will close on the next refuel operation if fuel is sloshed during climb or descent it is possible for the transfer valves to be opened early due to a lo level alert an ecam caution is given if during auto mode the center tank has more than 550 lbs of fuel while the left or right wing tank has less than 11,000 lbs of fuel per wing this would indicate that the normal auto schedule was not being followed the crossfeed pb is normally extinguished when the valve is closed it will show blue on when selected on and green open when fully open there are two full levels for the inner wing tanks a fueling full and an operational full the fueling full is less than the operational full and that allows the extra idg fuel room to collect in normal circumstances without triggering the center tank pump turn-off for idg return fuel note in auto the center tank pumps run all the time if center tank fuel is present so with all fuel pumps on if you are on the gate with apu running slats up you will be using center tank fuel if operating in manual mode the crew must ensure 13

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us airways airbus a319 a320 a321 notes that the center tank pumps are off when the wing tanks are completely full or when the center tank is empty note unusable fuel is shown with a half amber box around the fuel quantity on ecam if the fuel quantity is in a degraded mode the ecam fuel quantity will have amber dashes through the last two digits refuel is shown on upper ecam memo when refueling door is open a321 differences the a321 center tank does not have the same electric pumps as the a319/320 but uses jet pumps instead further the jet pumps are powered by fuel pressure from the fuel pumps in the main wing tanks and the jet pumps transfer fuel from the center tank to the respective wing tank the a321 wing tanks do not have an outer and inner tank and there are no transfer valves to latch open all the wing fuel is in one wing tank and total wing fuel remains the same as the a319/320 please understand that the pumps in the wing must be running in order to power the center tank jet pumps and transfer fuel the center tanks pump pb s have been replaced on the a321 with transfer valve pb s essentially these cnt tk l r xfr pb s handle the same function as the center tank pb s on the a319 and a320 in auto mode they will control the valves that allow the jet pumps to operate once the wing fuel has been burned down 550 lbs once the wing fuel tank is again full the transfer will stop until the tank is burned down 550 lbs again this will continue until all center fuel has been used if the fuel mode sel pb is in man then the center tank transfer valves will open and must be turned off to avoid overfilling the wing tanks if in man they should also be turned off once all center tank fuel is gone note idg return fuel is added to the wing tank as there is no outer tank on the a321 note there is no ecam outr tk fuel xfrd memo on the a321 as there is no outer or inner wing tank all fuel in one wing tank the a321 has two additional center tanks that will automatically feed to the center tank when the center tank burns down to a certain level the additional center tanks do not have pumps but use cabin air pressure to feed the center tank through transfer valves the act 2 aft tank will transfer fuel first followed by the act1 all fuel transfer is done automatically in the normal mode of operation the automatic fuel transfer from act to center tank is noted on the ecam as a green triangle between the act fuel indicators an additional pb has been added to the fuel panel to control the act fuel transfer yes you guessed it the normal mode is auto are we seeing a pattern here in auto mode the act pb allows automatic control of the fuel transfer 14

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us airways airbus a319 a320 a321 notes after slat retraction when in-flight fuel transfer will begin from the act 2 when the center tank is no longer full transfer will continue until either the center tank is full or both act s are empty after act transfer starts if the center tank becomes full transfer will stop until the center tank burns down sufficiently and the transfer process will automatically restart act 1 forward act 2 aft an amber fault light will illuminate in the act pb if the center tank has less than 6,614 lbs of fuel and one act has more than 550 lbs of fuel which would indicate that the auto schedule was not being followed if the act pb is selected to fwd then all act fuel will be manually transferred forward to the center tank using the act transfer pump which is a backup pump that can pump from either act this backup act xfr pump runs at a low volume and may not be able to transfer all fuel at higher altitudes fl270 and above or supply as fast as the engines are burning chapter 21 will specify best procedures for complete transfer of fuel in case of act transfer fault it is normal to have fuel being transferred from the act s to the center tank and from the center tank to the wing tanks at the same time on the a321 there s a whole lotta transferring goin on please note that in order to feed an engine from the opposite wing you must still open the fuel crossfeed valve in normal auto operation the fuel procedures are the same and fuel transfer operation is transparent to the pilot note for the a321 all fuel is burned from the wing tanks fuel must be transferred to a wing tank for it to be available for use by the engines there is no ecam ctr tank feedg memo as the a321 never feeds from the center tank note for a321 if center tank is not full then do not takeoff with fuel in an act ph 2.8.3 note on the sd fuel display the left act is #1 forward and the right act is #2 aft gee why not just display them as fore and aft 15

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