Level 1 Part 1

Single Aisle
TECHNICAL TRAINING MANUAL

GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500)
PART 1 OUT OF 2
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
Single Aisle TECHNICAL TRAINING MANUAL
PART 1 OUT OF 2
U5F07351 - U0CT4T0
00 Family Ties Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

00 SA Family Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
00 Ground Handling (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
31 Indicating/Recording System Presentation (1) . . . . . . . . . . . . . . .66
24 Electrical Power System Presentation (1) . . . . . . . . . . . . . . . . . . .98
34 ADIRS and STBY Instruments Presentation (1) . . . . . . . . . . . . .124
34 Dependent POS Determining SYS & LAND Aids (1) . . . . . . . .148
34 Independent POS Determining SYS Pres. (1) . . . . . . . . . . . . . . .190
22 Auto Flight System Presentation (1) . . . . . . . . . . . . . . . . . . . . . .216
46 Air Traffic INFO Management SYS Pres. (1) . . . . . . . . . . . . . . .248
23 Communications System Presentation (1) . . . . . . . . . . . . . . . . .264
23 CIDS System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . .300
33 Lights System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . .326
51 Structure Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .356
29 Hydraulic Power System Presentation (1) . . . . . . . . . . . . . . . . . .382
32 Landing Gear Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . .400
27 Flight Controls Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . .424

PART 1 OUT OF 2
TABLE OF CONTENTS
Sep 12, 2007

Page 1
00 FAMILY TIES PRESENTATION (1)
U5F07351 - U0CT4T0 - UM00PZ000000001
FAMILY TIES
Before we design an aircraft, there are a lot of people we listen to:
- the businessman is interested in saving time,
- the cabin crew want the aircraft to be user friendly,
- the ground crew want easy maintenance,
- the pilot wants the aircraft to be dependable and easy to handle,
- management are interested in the bottom line and our sales team want
an aircraft that can go out and beat the competition with.
So when we have done the listening, we started to design a new generation
150 seat. And what we design has been a great success on original lines
all over the world.
With the latest electronics Flight By Wire control and a new approach
to the man machine interface, the A320 really is the state of the art in
commercial aviation. But to the Airbus Industry approach to the success
is to go further.
By getting our ideas clear at the design stage we have made the A320
the start of a real family.
For example, to stretch the 150 seat A320 into a 190 seat A321 we have
simply to make local re-enforcements to the wing and center section and
some minor changes to the flight control software. The rest could stay
virtually the same.
The A321 is an A320 with two extra fuselage sections and room for 36
more paying customers.
In the same way we have been able to shorten the A320 to create the
A319, the most economic member of the family.
These three aircrafts between them cover the needs of the airlines from
124 to 185 seats.
This family design makes it easier for an airline to cope with daily or
seasonal variations in traffic and keep maintenance costs down because
of the fleet effect.
COMFORT
The family effect is all the greater because the initial design was right.
PART 1 OUT OF 2
For passengers, this means an aircraft that is comfortable and convenient

in every class.
The versatility of the single aisle cabin lets operate as to match the market.
First, business or economy class layouts as passenger demand requires.
On regional flights, this means an equal comfort and useful flexibility
for the airline.
FLEXIBILITY
The cabin intercommunication system makes it easy to vary cabin
configuration.
With the wide aisle, cabin crew and passengers can move more easily.
A standard A321 with 196 passengers has a turn round time of only 34
minutes and this reduces to 29 minutes with the wide aisle option, 11
minutes faster than the competition.
EFFICIENCY
When the baggage isn't left behind, the cargo compartments can be
unloaded and reloaded well within the passenger turn round time.
70% of A320 users have opted for the containerization system based on
the LD 3 standard. A wise choice when you consider the increasing
proportion of an airline income that comes from freight.
Although the A321 is only 18% longer than the A320, its underfloor
capacity is 40% greater, room for three more containers.
TECHNOLOGY
Advanced composite materials and the best aluminum alloys produce a
rugged yet light airframe. High structural efficiency directly reduces
operating costs.
The A321 and A319 are assembled in Germany at a purpose built Deutsch
Airbus plant.
Since potential corrosion problems are addressed at source, structural
inspection programs are simplified reducing maintenance costs and
enhancing resell value.
More advanced technology can be seen in the wings which are lighter
and optimized for computer control flight. Because of better
Sep 17, 2007

Page 2
U5F07351 - U0CT4T0 - UM00PZ000000001

aerodynamics, they made the A320 and the A321 the most fuel efficient
commercial jets on the market.
RANGE
The Airbus A321 cost per passenger mille is by far the lowest in its
category.
The A319 has the lowest fuel consumption.
The engines too interface with the flight by wire controls and the autopilot
system.
The whole family has the same man machine interface. The Primary
Flight Display alone replaces six conventional electromagnetic
instruments.
Information is displayed on a six cathode ray tubes when it is needed,
thus reducing the crew's workload.
A major asset of computer-aided design is ease of access to system
operation parameters. This is an advantage for the Centralized Fault
Display System (CFDS), the key to maintenance guidance.
Any failure is analyzed, the faulty component identified, the diagnosis
made, and if necessary the information is transmitted to the ground in
real time for time saving repair.
The A320 family ties really come into their own when it comes to
maintenance. Virtually all despairs, test devices and procedures are
identical. No need for extra stocks or special training or facilities in
service staff are available for the whole family.
FLEET ADVANTAGE
In terms of maintenance operating A320s, A321s and A319s is the same
as operating a single type. The savings are enormous, common equipment,
common staff.
For cabin crew, the cabin is a just a little longer or shorter.
For pilots the aircraft are virtually the same. They react in the same way
to the same commands. This is true of all Airbus Industry new generation
aircraft from the A319 to the four engine A340.
The simulator is common to the whole family. Basic crew conversion
costs are therefore much lower for airlines, which base their fleets on
Airbus technology. Because the crews can be used on different aircraft,
operations are more flexible and efficient.
PART 1 OUT OF 2
Designing a 192/200 seater based on the A320 was a natural step. The
cost effectiveness of the idea is even clearer in market forecast.
The advent of the A319 is perhaps even more inhibitive. Now airlines
can adapt a slack operating periods and expand their commercial networks
to second relines while keeping the fleet effect.
The A319 opens up development perspectives for smaller airlines too by
providing them now with a high quality aircraft that would go on being
attractive.
By founding the first real family of aircraft, Airbus Industry has created
a novel concept based on standardization and maximum commonality.
We have provided the market with three cost effective aircrafts, which
operate efficiently together.
This family works as a team.
Sep 17, 2007

Page 3
U5F07351 - U0CT4T0 - UM00PZ000000001
FAMILY TIES
PART 1 OUT OF 2
Sep 17, 2007

Page 4
U5F07351 - U0CT4T0 - UM00PZ000000001
This Page Intentionally Left Blank

PART 1 OUT OF 2
Sep 17, 2007

Page 5
U5F07351 - U0CT4T0 - UM00PZ000000001
A320 FAMILY

PART 1 OUT OF 2
Sep 17, 2007

Page 6
U5F07351 - U0CT4T0 - UM00PZ000000001
A320 FAMILY
PART 1 OUT OF 2
Sep 17, 2007

Page 7
00 SA FAMILY PRESENTATION (1)

AIRCRAFT GENERAL
The Single Aisle is the most advanced family aircraft in service today,
with fly-by-wire flight controls.
The A318, A319, A320 and A321 are twin-engine subsonic medium
range aircraft.
The family offers a choice of engines:
- International Aero Engines and CFM International for the A319, A320
and A321.
- Pratt & Whitney and CFM International for the A318.
AIRCRAFT DIMENSIONS
U5F07351 - U0CT4T0 - UM00PY000000001
The picture shows the main dimensions for the A320.

The A318, A319 and A321 have exactly the same dimensions except
that:
- the A318 is 6.12 m (20 ft) shorter and 1.18 m (3ft 10in) higher,
- the A319 is 3.74 m (12ft 3in) shorter,
- the A321 is 6.93 m (22ft 9in) longer.

PART 1 OUT OF 2
Sep 17, 2007

Page 8
U5F07351 - U0CT4T0 - UM00PY000000001
AIRCRAFT GENERAL - AIRCRAFT DIMENSIONS

PART 1 OUT OF 2
Sep 17, 2007

Page 9
U5F07351 - U0CT4T0 - UM00PY000000001
AIRCRAFT GENERAL - AIRCRAFT DIMENSIONS

PART 1 OUT OF 2
Sep 17, 2007

Page 10
U5F07351 - U0CT4T0 - UM00PY000000001

PART 1 OUT OF 2
Sep 17, 2007

Page 11

AIRCRAFT GENERAL (continued)
FAMILY RANGE
U5F07351 - U0CT4T0 - UM00PY000000001
With a Maximum Take-Off Weight (MTOW) of 77 tons (170000 lbs),

the A320 has a range of 3600 Nm as shown above.
- For the A318, with an MTOW of 66 tons (145500 lbs), it is 3900
Nm.
Nm.
Nm.

PART 1 OUT OF 2
Sep 17, 2007

Page 12
U5F07351 - U0CT4T0 - UM00PY000000001
AIRCRAFT GENERAL - FAMILY RANGE

PART 1 OUT OF 2
Sep 17, 2007

Page 13

MAXIMUM WEIGHTS AND OPERATING LIMITS
U5F07351 - U0CT4T0 - UM00PY000000001
The following picture shows maximum weights and operating limits

for the Single Aisle family aircraft.

PART 1 OUT OF 2
Sep 17, 2007

Page 14
U5F07351 - U0CT4T0 - UM00PY000000001
AIRCRAFT GENERAL - MAXIMUM WEIGHTS AND OPERATING LIMITS

PART 1 OUT OF 2
Sep 17, 2007

Page 15

THE CABIN
U5F07351 - U0CT4T0 - UM00PY000000001
Cabin seat layout shown in the graphic is the Airbus recommended

seat quantity and pitch based on the design of the airframe. Normally
the Airline, based on needs, modifies these layouts.
The cabin has a maximum of:
- 129 seats for the A318,
- 220 seats for the A321.

PART 1 OUT OF 2
Sep 17, 2007

Page 16
U5F07351 - U0CT4T0 - UM00PY000000001
AIRCRAFT GENERAL - THE CABIN

PART 1 OUT OF 2
Sep 17, 2007

Page 17

DOOR HEIGHTS
U5F07351 - U0CT4T0 - UM00PY000000001
The following picture shows the different door heights.

PART 1 OUT OF 2
Sep 17, 2007

Page 18
U5F07351 - U0CT4T0 - UM00PY000000001
AIRCRAFT GENERAL - DOOR HEIGHTS

PART 1 OUT OF 2
Sep 17, 2007

Page 19

COMPOSITE STRUCTURES
U5F07351 - U0CT4T0 - UM00PY000000001
The picture shows the composite structures included in Single Aisle

family aircraft.

PART 1 OUT OF 2
Sep 17, 2007

Page 20
U5F07351 - U0CT4T0 - UM00PY000000001
AIRCRAFT GENERAL - COMPOSITE STRUCTURES

PART 1 OUT OF 2
Sep 17, 2007

Page 21

STRUCTURAL BREAKDOWN AND ZONING
In this topic, the fuselage, vertical and horizontal stabilizers, and wings
station numbers are shown.
FUSELAGE
U5F07351 - U0CT4T0 - UM00PY000000001
The station (STA) number is the distance in millimeters of the

cross-section from a reference point. The reference (X=0) for all
structural measurements in the X-axis is located 2.54 m (100 in)
forward of the aircraft.

PART 1 OUT OF 2
Sep 17, 2007

Page 22
U5F07351 - U0CT4T0 - UM00PY000000001
STRUCTURAL BREAKDOWN AND ZONING - FUSELAGE

PART 1 OUT OF 2
Sep 17, 2007

Page 23

STRUCTURAL BREAKDOWN AND ZONING (continued)
VERTICAL STABILIZER
U5F07351 - U0CT4T0 - UM00PY000000001
For the vertical stabilizer the reference station is Z=0 at the vertical
Z-axis. Due to the fin tip extension, the A318 station numbers have
changed. The new rib 12N is on the STA5970.

PART 1 OUT OF 2
Sep 17, 2007

Page 24
U5F07351 - U0CT4T0 - UM00PY000000001
STRUCTURAL BREAKDOWN AND ZONING - VERTICAL STABILIZER

PART 1 OUT OF 2
Sep 17, 2007

Page 25

HORIZONTAL STABILIZER
U5F07351 - U0CT4T0 - UM00PY000000001
For the horizontal stabilizer the reference station is Y=0 at the

horizontal Y-axis.

PART 1 OUT OF 2
Sep 17, 2007

Page 26
U5F07351 - U0CT4T0 - UM00PY000000001
STRUCTURAL BREAKDOWN AND ZONING - HORIZONTAL STABILIZER

PART 1 OUT OF 2
Sep 17, 2007

Page 27

WING
U5F07351 - U0CT4T0 - UM00PY000000001
For wings, the reference station is the wing reference axis that is
located at 1868 millimeters (73.54 in) from the aircraft X-axis.

PART 1 OUT OF 2
Sep 17, 2007

Page 28
U5F07351 - U0CT4T0 - UM00PY000000001
STRUCTURAL BREAKDOWN AND ZONING - WING

PART 1 OUT OF 2
Sep 17, 2007

Page 29

COCKPIT PRESENTATION
U5F07351 - U0CT4T0 - UM00PY000000001
The cockpit has adjustable seats for two crew members, a third occupant
seat and, depending on the configuration a folding seat for a fourth
occupant. Various furnishings and equipment are installed in the cockpit
for the comfort, convenience and safety of the occupants.

PART 1 OUT OF 2
Sep 17, 2007

Page 30
U5F07351 - U0CT4T0 - UM00PY000000001
COCKPIT PRESENTATION
PART 1 OUT OF 2
Sep 17, 2007

Page 31

COCKPIT PRESENTATION (continued)
OVERHEAD PANEL
U5F07351 - U0CT4T0 - UM00PY000000001
The controls of most aircraft systems are located on the overhead

panel.
The overhead panel is divided into two main sections:
- a FWD section including the system panels,
- an AFT section including mainly the circuit breaker panel.

PART 1 OUT OF 2
Sep 17, 2007

Page 32
U5F07351 - U0CT4T0 - UM00PY000000001
COCKPIT PRESENTATION - OVERHEAD PANEL

PART 1 OUT OF 2
Sep 17, 2007

Page 33

GLARESHIELD
U5F07351 - U0CT4T0 - UM00PY000000001
The Flight Control Unit (FCU) includes the EFIS controls, and is used
for control and monitoring of the Auto Flight System (AFS). It is
located on the glareshield.
The "Master Warning" and the "Master Caution" lights are also located
on the glareshield.

PART 1 OUT OF 2
Sep 17, 2007

Page 34
U5F07351 - U0CT4T0 - UM00PY000000001
COCKPIT PRESENTATION - GLARESHIELD

PART 1 OUT OF 2
Sep 17, 2007

Page 35

MAIN INSTRUMENT PANEL
U5F07351 - U0CT4T0 - UM00PY000000001
Six identical and interchangeable Cathode Ray Tube (CRT) Display

Units (DUs) are located on the main instrument panel of the A319,
A320 and A321 aircraft.
The 2 centrally located DUs are dedicated to the Electronic Centralized
Aircraft Monitoring (ECAM). The other 4 displays are the Electronic
Flight Instrument System (EFIS) DUs.
Standby instruments and landing gear control panels are also located
on this main instrument panel.

PART 1 OUT OF 2
Sep 17, 2007

Page 36
U5F07351 - U0CT4T0 - UM00PY000000001
COCKPIT PRESENTATION - MAIN INSTRUMENT PANEL

PART 1 OUT OF 2
Sep 17, 2007

Page 37

MAIN INSTRUMENT PANEL (ENHANCED)
U5F07351 - U0CT4T0 - UM00PY000000001
The enhanced single aisle aircraft main instrument panel

instrumentation has been updated. Liquid Crystal Displays (LCDs)
replace the existing CRTs. A single integrated electronic indicator,
the Integrated Standby Instrument System (ISIS) replaces the standby
instrumentation: Standby horizon, Airspeed indicator and Altimeter.

PART 1 OUT OF 2
Sep 17, 2007

Page 38
U5F07351 - U0CT4T0 - UM00PY000000001
COCKPIT PRESENTATION - MAIN INSTRUMENT PANEL (ENHANCED)

PART 1 OUT OF 2
Sep 17, 2007

Page 39

U5F07351 - U0CT4T0 - UM00PY000000001
CENTER PEDESTAL
The center pedestal ergonomic design of the SA family aircraft gives
the flight crew efficient access to multiple system controls without
compromising safety.
The panels are:
- Switching panel
- ECAM control panel (ECP)
- Multipurpose Control Display Units (MCDU)
- Radio Management Panels (RMPs)
- Audio Control Panels (ACPs)
- Thrust levers and thrust reverser levers
- Pitch trim wheel
- Engine start panel
- Air Traffic Control / Traffic Collision Avoidance System panel
(ATC/TCAS)
- Flap/slat control handle
- Speed brake control panel
- Parking brake control panel
- Cockpit door lock panel
- Landing gear gravity extension handle
- Printer
- Multifunction disk drive unit
- Pa handset at the rear of the pedestal

PART 1 OUT OF 2
Sep 17, 2007

Page 40
U5F07351 - U0CT4T0 - UM00PY000000001
COCKPIT PRESENTATION - CENTER PEDESTAL

PART 1 OUT OF 2
Sep 17, 2007

Page 41

SIDE CONSOLES
U5F07351 - U0CT4T0 - UM00PY000000001
The Conventional Aircraft control yoke is noticeably missing in the

Airbus Single Aisle aircraft. The Side Stick Controller (SSC) replaces
the Conventional Aircraft yoke. There is one SSC for each pilot
mounted in the side consoles.
The Aircraft nose wheel is steerable. The flight crew operates the
Nose Wheel Steering (NWS) by using the NWS tillers mounted
outboard of the SSC on the same side console.
Behind the most forward side console are installed several other
compartments along the outboard sides of the cockpit. These side
consoles are used as stowage space for documents, oxygen masks,
fire extinguisher and microphone and headset connections

PART 1 OUT OF 2
Sep 17, 2007

Page 42
U5F07351 - U0CT4T0 - UM00PY000000001
COCKPIT PRESENTATION - SIDE CONSOLES

PART 1 OUT OF 2
Sep 17, 2007

Page 43
U5F07351 - U0CT4T0 - UM00PY000000001
COCKPIT PHILOSOPHY
Prior to the design of the A320 family aircraft, the designers examined
previous generation aircraft cockpit system indications. A decision was
made on the system indicator lights on the overhead panel that indicator
lights do not come on when systems are in normal operation and there
are no failures.
This ergonomic design enabled the pilots to immediately see when a
system is faulty or has been manually shut off.
Most of the pushbuttons with light have two stable positions: pressed in
and released out, each position is related to a control signal sent to a
system.
Pressed in (recessed):
- normally used system activation (AUTO or ON),
- temporarily used system activation (ON),
- system activated for maintenance operation (ON) or override (OVRD).
Released out (flush with the panel):
- deactivation system (OFF),
- manual activation of a system (ON),
- activation of an alternate system (ALTN).
Some pushbuttons have only one stable position:
- released out.
When pushed, they send a control signal to the system.

PART 1 OUT OF 2
Sep 17, 2007

Page 44
U5F07351 - U0CT4T0 - UM00PY000000001
COCKPIT PHILOSOPHY
PART 1 OUT OF 2
Sep 17, 2007

Page 45

COCKPIT PHILOSOPHY (continued)
PUSHBUTTON COLOR PHILOSOPHY
U5F07351 - U0CT4T0 - UM00PY000000001
The pushbuttons light and annunciator lights are in different colors

according to their function.
In normal operation, only green lights and, sometimes, blue lights
come on.

PART 1 OUT OF 2
Sep 17, 2007

Page 46
U5F07351 - U0CT4T0 - UM00PY000000001
COCKPIT PHILOSOPHY - PUSHBUTTON COLOR PHILOSOPHY

PART 1 OUT OF 2
Sep 17, 2007

Page 47

GROUND SUPPORT EQUIPMENT AND TOOLS
The World Airlines Technical Operations Glossary (WATOG) definition
of Ground Support Equipment (GSE) is:
equipment required on the ground to support the operation and
maintenance of the aircraft and all its airborne equipment.
Airbus divides GSE into two categories:
- tools,
- standard GSE.
Tools can be split into two categories:
- standard tools,
- specific tools.
U5F07351 - U0CT4T0 - UM00PY000000001
STANDARD TOOLS
Standard tools are hand tools such as spanners, sockets, gauges, torque
wrenches...
The specifications (size, range, capacity, accuracy...) are given in the
related Aircraft Maintenance Manual (AMM) task to let operators use
the tool brand of their choice.
Standard tools for Aircraft Maintenance are all in US units.
Metric tools maybe required for shop maintenance.
They are not required for aircraft maintenance but will be required to
maintain Airbus specific tools and, in some cases, for aircraft
component maintenance in the shop.

PART 1 OUT OF 2
Sep 17, 2007

Page 48
U5F07351 - U0CT4T0 - UM00PY000000001
GROUND SUPPORT EQUIPMENT AND TOOLS - STANDARD TOOLS

PART 1 OUT OF 2
Sep 17, 2007

Page 49

GROUND SUPPORT EQUIPMENT AND TOOLS (continued)
SPECIFIC TOOLS
U5F07351 - U0CT4T0 - UM00PY000000001
Specific tools are tools designed by Airbus or by its vendors to carry

out given maintenance tasks on the aircraft or one of its components.
All maintenance tools for "on - aircraft" maintenance such as the
AMM, Trouble Shooting Manual (TSM)... and for "off - aircraft"
maintenance such as the Component Maintenance Manual (CMM)
are found in the Support Equipment Summary (SES) document.
The SES covers all Airbus aircraft types and all associated
documentation.
If a tool does not appear in the SES it is not a tool for Airbus aircraft
or equipment.
All specific tools called up for "on - aircraft" maintenance in the AMM
and the TSM are illustrated in the Tool Equipment Manual (TEM).

PART 1 OUT OF 2
Sep 17, 2007

Page 50
U5F07351 - U0CT4T0 - UM00PY000000001
GROUND SUPPORT EQUIPMENT AND TOOLS - SPECIFIC TOOLS

PART 1 OUT OF 2
Sep 17, 2007

Page 51

GROUND SUPPORT EQUIPMENT AND TOOLS (continued)
STANDARD GSE
U5F07351 - U0CT4T0 - UM00PY000000001
Airbus considers as standard GSE any GSE which is not designed for
a specific aircraft type, but it can/could be used on a number of
different aircraft types.
Standard GSE includes, but is not limited: tow bars, axle/wheel change
jacks, tripod maintenance jacks, access platforms, hydraulic ground
carts, electrical power units, etc...

PART 1 OUT OF 2
Sep 17, 2007

Page 52
U5F07351 - U0CT4T0 - UM00PY000000001
GROUND SUPPORT EQUIPMENT AND TOOLS - STANDARD GSE

PART 1 OUT OF 2
Sep 17, 2007

Page 53
U5F07351 - U0CT4T0 - UM00PY000000001
JACKING
Three jacking points, when equipped with jacking pads, are used to lift
the aircraft. The forward point "A" is located forward of the nose landing
gear. The points "B" and "C" are located outboard of the engine pylon.
A safety jack positioned at the rear of the aircraft prevents the aircraft
from tipping up.
The open air jacking operation is limited if the wind velocity exceeds
permissible values which depend on aircraft gross weight and center of
gravity position.
In any condition, the aircraft must be pointed upwind.
The three jacks have to be operated together.
The aircraft has to be lifted so that the landing gear can be operated in
the "landing gear shock absorbers deflated, flat tyres" configuration.
As soon as the jacking operation is finished, position the safety jack at
the tail.
Jacking pads have to be used under the jacking points to spread the loads.
To make sure that excessive side loads are not placed on the jacks and
on the aircraft structure, a quick leveling check must be carried out during
the jacking operation.
The aircraft attitude monitor is located in the refuel/defuel control panel
recess.
The "D4" position corresponds to a longitudinal angle of 0 degree and a
lateral angle of 0 degree.

PART 1 OUT OF 2
Sep 17, 2007

Page 54
U5F07351 - U0CT4T0 - UM00PY000000001
JACKING
PART 1 OUT OF 2
Sep 17, 2007

Page 55
U5F07351 - U0CT4T0 - UM00PY000000001
TOWING
Towing: you can tow the aircraft by the nose landing gear or the main
landing gear. You can also tow the aircraft with deflated tires.
Towing operation, whether push back or pull, requires a good team
co-operation.
Some airlines have two different types of towing procedures in use:
- maintenance towing,
- transportation servicing towing.
Maintenance towing procedures are laid down in the applicable AMM Chapter 09.
Transportation servicing towing procedures are published in the applicable
ramp operation manuals.
The major differences between the two are that transportation services
only get involved with moving aircraft on ramps for positioning or
dispatch pushback.
When they are handling the towing operation, they require either a pilot
or qualified maintenance man on the aircraft brakes.
On the other hand, maintenance personnel is involved in moving aircraft
in abnormal situation such as aircraft stuck in mud, towing with flat tires,
engines removal, etc., as well as routine towing to gates.
Because of the hazards that may be involved in the towing operation,
major precautions taken have been gathered together and are listed under
paragraph "General Towing Precaution".
Caution and warnings are repeated as necessary in the particular step of
the towing operation to which they apply.

PART 1 OUT OF 2
Sep 17, 2007

Page 56
U5F07351 - U0CT4T0 - UM00PY000000001
TOWING
PART 1 OUT OF 2
Sep 17, 2007

Page 57

SAFETY ITEMS
When you work on aircraft, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the
aircraft
The following terms are used in the AMM and are defined as follows:
WARNING: call attention to the use of material, processes, methods,
procedures or limits, which must be followed precisely to
avoid injury or death to persons.
U5F07351 - U0CT4T0 - UM00PY000000001
CAUTION: call attention to methods and procedures, which must be

followed to avoid damage to equipment.

PART 1 OUT OF 2
Sep 17, 2007

Page 58
U5F07351 - U0CT4T0 - UM00PY000000001
SAFETY ITEMS
PART 1 OUT OF 2
Sep 17, 2007

Page 59
00 GROUND HANDLING (1)

SERVICING POINTS
U5F07351 - U0CT4T0 - UM01P2000000001
The ground service connections layout is the same on the AIRBUS A318
and A319.The main difference between A320 and A321 servicing point
is a second potable water draining panel in the center of the A/C on the
A320.

PART 1 OUT OF 2
Sep 17, 2007

Page 60
U5F07351 - U0CT4T0 - UM01P2000000001
SERVICING POINTS
PART 1 OUT OF 2
Sep 17, 2007

Page 61

A/C SERVICING ARRANGEMENT
The graphic shows the access to the aircraft by various servicing
equipment. The A318 fuselage is shorter than the rest of the single aisle
aircraft. Due to the removal of 2.39 meters or 1.5 frames of the forward
fuselage, the aft edge of the forward cargo compartment door now is in
close proximity to the engine air intake nose cowl. When using a self
propelled conveyor belt, there is a possibility of structural damage to the
nose cowl because of the clearance.
U5F07351 - U0CT4T0 - UM01P2000000001
NOTE: Note: The use of a self-propelled conveyor belt is not

recommended by Airbus.
The main difference between the A318/A319 and the A320/A321
servicing arrangement is that the A320 and A321 can have a bulk loader
on the bulk cargo door.

PART 1 OUT OF 2
Sep 17, 2007

Page 62
U5F07351 - U0CT4T0 - UM01P2000000001
A/C SERVICING ARRANGEMENT

PART 1 OUT OF 2
Sep 17, 2007

Page 63

TURNING RADII
U5F07351 - U0CT4T0 - UM01P2000000001
The different turning radii are shown on a steering diagram. "Y" is the
distance between the centerline of the A/C longitudinal axis (X-axis) and
the theoretical center of turn for turning radius. "A" matches the minimum
turning width for a 180 turn. "Y, A" and the radii "R3, R4, R5 and R6"
values depend on two parameters: effective turn angle and steering angle.

PART 1 OUT OF 2
Sep 17, 2007

Page 64
U5F07351 - U0CT4T0 - UM01P2000000001
TURNING RADII
PART 1 OUT OF 2
Sep 17, 2007

Page 65
31 INDICATING/RECORDING SYSTEM PRESENTATION (1)

ELECTRONIC INSTRUMENT SYSTEM
U5F07351 - U0CT4T0 - UM31PZ000000002
The Single Aisle aircraft cockpit instrumentation information is displayed

on six display units. These display units are part of the Electronic
Instrument System (EIS).
The EIS is separated into two subsystems:
- Electronic Flight Instrument System (EFIS),
- Electronic Centralized Aircraft Monitoring (ECAM).
The four EFIS displays (2 for each flight crew member) give to the flight
crew all the basic flight parameters. The ECAM system gives to the flight
crew aircraft system displays, faults, checklists and the aircraft operational
status.

PART 1 OUT OF 2
Sep 17, 2007

Page 66
U5F07351 - U0CT4T0 - UM31PZ000000002
ELECTRONIC INSTRUMENT SYSTEM

PART 1 OUT OF 2
Sep 17, 2007

Page 67

ELECTRONIC INSTRUMENT SYSTEM (continued)
ECAM
The System Data Acquisition Concentrators (SDACs) receive data
from the A/C systems and sends it to the Display Management
Computers (DMCs) for display on the ECAM display units.
U5F07351 - U0CT4T0 - UM31PZ000000002
NOTE: Note: DMC 1 supplies both ECAM displays and DMC 2 is

also a backup for ECAM displays.
The DMCs acquire data and transmit it to the Display Units (Dus),
which generate the images. Under normal circumstances:
- DMC 1 supplies both ECAM display,
- DMC 2 and 3 are available as a backup.
The Flight Warning Computers (FWCs), heart of the ECAM system,
receive data from:
- the A/C systems to generate red warnings,
- the SDACs to generate amber cautions.
The FWCs then supply:
- the DMCs for the display of alert messages,
- the attention getters,
- the loudspeakers with aural alerts and synthetic voice messages.

PART 1 OUT OF 2
Sep 17, 2007

Page 68
U5F07351 - U0CT4T0 - UM31PZ000000002
ELECTRONIC INSTRUMENT SYSTEM - ECAM

PART 1 OUT OF 2
Sep 17, 2007

Page 69

U5F07351 - U0CT4T0 - UM31PZ000000002
ECAM CONTROL AND INDICATING

The EWD is divided into two main parts:
- the upper area is used to display the main engine parameters, the
Fuel On Board (FOB) and the slat/flap position,
- the lower area is used for warning, caution and memo messages.
The SD is divided into two areas:
- the upper part is used to display the various system pages, diagrams
of the A/C systems,
- the lower part is used to display permanent data.
Below the ECAM displays, on the center pedestal, there is the ECAM
control panel. The two control knobs on the LH side are used to adjust
the brightness of the two ECAM screens and to turn them off. The
P/Bs on the RH side are mainly used to:
- display any of the system pages or the STATUS page,
- clear or recall a warning or caution message.
An A/C STATUS page may be also displayed on the SD to give an
operational status of the A/C. When things are not normal the STATUS
page displays:
- operational data on the LH side,
- INOPerative SYStem on the RH side.
In front of each pilot, there are two attention getters, a red MASTER
WARNing and an amber MASTER CAUTion. As a further means of
getting the attention, there is a loudspeaker on each side of the cockpit
for aural alerts and synthetic voice messages.

PART 1 OUT OF 2
Sep 17, 2007

Page 70
U5F07351 - U0CT4T0 - UM31PZ000000002
ELECTRONIC INSTRUMENT SYSTEM - ECAM CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 71

EFIS
U5F07351 - U0CT4T0 - UM31PZ000000002
For the EFIS displays, data from the Air Data and Inertial Reference
System (ADIRS) plus navigation data from the Flight Management
and Guidance System (FMGS) is fed directly to the DMCs.
The DMCs then process the data and generate the images to display
(images generated by displays in the A318).
Under normal circumstances:
- DMC 1 supplies the CAPT EFIS displays,
- DMC 2 supplies the F/O EFIS displays,
- DMC 3 is available as a backup.

PART 1 OUT OF 2
Sep 17, 2007

Page 72
U5F07351 - U0CT4T0 - UM31PZ000000002
ELECTRONIC INSTRUMENT SYSTEM - EFIS

PART 1 OUT OF 2
Sep 17, 2007

Page 73

EFIS CONTROL AND INDICATING
U5F07351 - U0CT4T0 - UM31PZ000000002
Flight parameters are displayed on the PFDs while navigation data is

displayed on the NDs.
Outboard of the PFDs, there are control knobs to adjust the brightness
of the associated PFD and ND, and to turn the displays off.
Two EFIS control panels are used to select what is displayed on the
EFIS screens. The EFIS control panels are divided into two sections,
one section associated with the PFD and the other one with the ND.
Just below the ECAM screens, on the center pedestal, there is a
switching panel with, on the right, 2 rotary selectors to restore data
to the EFIS and ECAM displays in abnormal operation.

PART 1 OUT OF 2
Sep 17, 2007

Page 74
U5F07351 - U0CT4T0 - UM31PZ000000002
ELECTRONIC INSTRUMENT SYSTEM - EFIS CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 75

CLOCK
U5F07351 - U0CT4T0 - UM31PZ000000002
A single electrical clock gives the Universal Time Coordinated (UTC)

and date as time references for the crew and all peripheral systems. The
other functions available for crew are Elapsed Time (ET) and
chronometer. The clock can be synchronized with satellite GPS time.
The time is also displayed at the bottom of the SD.

PART 1 OUT OF 2
Sep 17, 2007

Page 76
U5F07351 - U0CT4T0 - UM31PZ000000002
CLOCK
PART 1 OUT OF 2
Sep 17, 2007

Page 77

CENTRALIZED FAULT DISPLAY SYSTEM
U5F07351 - U0CT4T0 - UM31PZ000000002
The Centralized Fault Display Interface Unit (CFDIU) centralizes and

memorizes all information concerning A/C system failures. Reading or
printing of the failure information is done in the cockpit with any MCDU
or the printer. Most A/C system computers have a BITE. The BITE
permanently monitors the system operation. When a failure is detected,
it is stored in the BITE memory and is transmitted to the CFDIU. The
ECAM also monitors the A/C systems. The warning information is
delivered to the CFDIU.
The failure information is available in various reports. The reading of
the failure information is made from two different MCDU menus
depending on if the A/C is in flight or on ground. The SYSTEM
REPORT/TEST function is available on ground only. It enables a dialogue
between the CFDIU and a system computer. The SYSTEM
REPORT/TEST menu page presents the list of all the systems connected
to the CFDIU, in ATA chapter order.
The maintenance Post Flight Report (PFR) can only be printed on ground.
It summarizes and displays the list of the ECAM warning messages and
the fault messages that occurred during the last flight, with the associated
time, flight phase and ATA reference. It helps the maintenance crew to
make a correlation for easier troubleshooting.

PART 1 OUT OF 2
Sep 17, 2007

Page 78
U5F07351 - U0CT4T0 - UM31PZ000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 79
U5F07351 - U0CT4T0 - UM31PZ000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 80
U5F07351 - U0CT4T0 - UM31PZ000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 81

DIGITAL FLIGHT DATA RECORDING
U5F07351 - U0CT4T0 - UM31PZ000000002
The Flight Data Interface Unit (FDIU) function is integrated in the Flight
Data Interface and Management Unit (FDIMU).
To fulfill the mandatory requirements of crash recording, the FDIU
acquires and formats various critical flight parameters and system data
before supplying the Solid State Flight Data Recorder (SSFDR).
The linear accelerometer measures the acceleration of the A/C in all three
axes. The System Data Analog Converter (SDAC) digitizes the analog
signal of the linear accelerometer and sends it to the FDIU.
For maintenance and performance purposes, the optional Quick Access
Recorder (QAR) records the same parameters as the SSFDR. The
operation of the SSFDR is automatic.
On the overhead panel, there is a GrouND ConTroL P/B located on the
ReCorDeR panel. This P/B lets the SSFDR be supplied when the A/C is
on ground for preflight checks before engine start or for test and
maintenance purposes. On the center pedestal, there is a Digital Flight
Data Recorder (DFDR) EVENT P/B, which can be used to set an event
mark on the SSFDR memory.

PART 1 OUT OF 2
Sep 17, 2007

Page 82
U5F07351 - U0CT4T0 - UM31PZ000000002
DIGITAL FLIGHT DATA RECORDING

PART 1 OUT OF 2
Sep 17, 2007

Page 83
U5F07351 - U0CT4T0 - UM31PZ000000002
AIRCRAFT INTEGRATED DATA SYSTEM

The main functions of the Aircraft Integrated Data System (AIDS) are
to monitor engine condition, APU condition and A/C performance, and
to provide trouble shooting assistance.
The Data Management Unit (DMU) is the heart of the AIDS. It fulfils
the following functions:
- collection, processing and recording of various A/C parameters,
including the mandatory parameters given by the FDIU. The recording
is made in an internal memory of the DMU and on an optional external
recorder called Digital AIDS Recorder (DAR),
- generate various reports according to defined conditions. These reports
are stored in a non-volatile memory of the DMU.
A data loader is used to upload programmed data into the DMU and to
download recorded DMU data on a floppy disk for on ground analysis.
The printer is used to print reports generated by the DMU.
The printer can be automatically controlled by the DMU, manually
controlled from the MCDU or using the AIDS PRINT P/B on the center
pedestal.
The DMU and the FDIU are integrated in a single computer called
FDIMU.
The FDMIU has a PCMCIA card slot to upload DMU software and
download DMU data.
In the A/C, two MCDUs are connected to the DMU.
To initiate communication with the AIDS via either MCDU, the user has
to press the AIDS line select key from the MCDU MENU page. The
AIDS MCDU menu page is then displayed.
Some of the AIDS functions, including real time parameter read out, may
be controlled from this menu.

PART 1 OUT OF 2
Sep 17, 2007

Page 84
U5F07351 - U0CT4T0 - UM31PZ000000002
AIRCRAFT INTEGRATED DATA SYSTEM

PART 1 OUT OF 2
Sep 17, 2007

Page 85

ON BOARD MAINTENANCE FACILITIES
U5F07351 - U0CT4T0 - UM31PZ000000002
In this graphic all the indicating/recording systems can be seen together.

PART 1 OUT OF 2
Sep 17, 2007

Page 86
U5F07351 - U0CT4T0 - UM31PZ000000002
ON BOARD MAINTENANCE FACILITIES

PART 1 OUT OF 2
Sep 17, 2007

Page 87

COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM31PZ000000002
The EIS and the Centralized Fault Display System (CFDS) computers
are located in the aft avionics rack.
The DFDRS and AIDS computers are located in the aft avionics rack.
Concerning the QAR/DAR, there are several vendors and two different
storage media:
- either a magnetic tape,
- or an optical disk. The recorder is then called Optical QAR/DAR
(OQAR/ODAR).
The FDIMU computer is located in the aft avionics rack.
The SSFDR is installed, just above the Cockpit Voice Recorder (CVR),
in an unpressurized area of the rear fuselage.
The SSFDR stores, in a solid state memory located in a crash and fire
protected housing, the data of the last 25 hours collected by the FDIU.
The linear accelerometer is near the A/C center of gravity.
It sends the accelerations according to the 3 axis (pitch, roll and yaw) to
the DFDRS.

PART 1 OUT OF 2
Sep 17, 2007

Page 88
U5F07351 - U0CT4T0 - UM31PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 89
U5F07351 - U0CT4T0 - UM31PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 90
U5F07351 - U0CT4T0 - UM31PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 91
U5F07351 - U0CT4T0 - UM31PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 92
U5F07351 - U0CT4T0 - UM31PZ000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 93

MAINTENANCE/TEST FACILITIES
U5F07351 - U0CT4T0 - UM31PZ000000002
Using the MCDU, you can have access to the CFDS fault messages of
all the indicating/recording systems.
Specific BITE tests are available as well.
ECAM 1 and 2 gives access to FWC 1/2, SDAC 1/2 and ECAM control
panel.
EIS 1 gives access to DMC 1, PFD 1, ND 1 and EWD.
EIS 2 gives access to DMC 2 and PFD 2, ND 2 and SD.
EIS 3 gives access to DMC 3.

PART 1 OUT OF 2
Sep 17, 2007

Page 94
U5F07351 - U0CT4T0 - UM31PZ000000002
PART 1 OUT OF 2
Sep 17, 2007

Page 95

SAFETY PRECAUTIONS
U5F07351 - U0CT4T0 - UM31PZ000000002
Make sure that you obey all the Aircraft Maintenance Manual (AMM)
safety procedures during some Indicating test due to weather radar
operation.
Make sure that:
- all persons are more than 5 meters away from the weather radar antenna
in the area made by an arc of 135 degrees on each side of the A/C
centerline,
- all objects and obstacles are more than 5 meters away from the antenna
in the area made by an arc of 90 degrees on each side of the A/C
centerline.
Stop the fuel tanker 60 meters from the A/C nose while the weather radar
operates. Do not operate the fuel tanker/pump until you stop the operation
of the weather radar.

PART 1 OUT OF 2
Sep 17, 2007

Page 96
U5F07351 - U0CT4T0 - UM31PZ000000002
SAFETY PRECAUTIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 97
24 ELECTRICAL POWER SYSTEM PRESENTATION (1)
U5F07351 - U0CT4T0 - UM24PZ000000002
GENERAL
There are two identical engine driven generators called Integrated Drive
Generators (IDGs). They are used as the main power source to supply
the A/C electrical network.
The IDG basically contains, in a common housing, a generator and a
Constant Speed Drive (CSD). The CSD gives a constant input speed to
the generator, which is required for a constant output frequency.
Each generator supplies 115V 400Hz AC to its own bus:
- generator 1 supplies AC bus 1,
- generator 2 supplies AC bus 2.
This supply is known as split operation, which means that the AC power
sources are never connected in parallel.
Each AC bus supplies a Transformer Rectifier (TR):
- AC bus 1 supplies TR 1,
- AC bus 2 supplies TR 2.
The TRs convert 115V AC into 28V DC to supply their associated DC
buses, DC 1 and DC 2.
DC bus 1 then supplies the DC BAT bus.
The DC battery bus can charge the batteries or receive power from the
batteries as a backup supply, if no other power sources are available.
The electrical system also includes two ESSential (ESS) Buses. One is
the AC ESS bus fed by AC bus 1 and the other is the DC ESS bus fed
by DC bus 1. These buses are used to supply the most critical A/C
systems.
This is the basic electrical system. We will now introduce some other
components which also supply the system.
The entire electrical network can also be supplied by the APU generator.
On the ground, the aircraft electrical network can be supplied by an
external power source.
Any one of the power sources can supply the entire electrical network.
As no parallel connection is allowed on this A/C (split operation), we
PART 1 OUT OF 2
have to give priorities to the different power sources in supplying the bus
bars.
AC 1 and AC 2 buses are supplied in priority by their own side generator,
then the external power, then the APU generator and then by the opposite
generator.
Sep 17, 2007

Page 98
U5F07351 - U0CT4T0 - UM24PZ000000002
GENERAL
PART 1 OUT OF 2
Sep 17, 2007

Page 99

GENERAL (continued)
ABNORMAL CONFIGURATION
U5F07351 - U0CT4T0 - UM24PZ000000002
The electrical system has an ESS TR, which supplies the DC ESS
Bus in abnormal or emergency configuration.
In abnormal configuration (loss of TR1 or TR2) the ESS TR is
supplied by the AC ESS Bus.

PART 1 OUT OF 2
Sep 17, 2007

Page 100
U5F07351 - U0CT4T0 - UM24PZ000000002
GENERAL - ABNORMAL CONFIGURATION

PART 1 OUT OF 2
Sep 17, 2007

Page 101

GENERAL (continued)
EMERGENCY CONFIGURATION
U5F07351 - U0CT4T0 - UM24PZ000000002
The hydraulic power to drive the Emergency Generator (EMER GEN)

is given by a Ram Air Turbine (RAT) via the blue hydraulic system.
RAT located in belly fairing, extends automatically when AC BUS 1
and 2 are lost.
The RAT is in the belly fairing and extends automatically in case of
loss of AC BUS 1 and 2. Then, the EMER GEN supplies the DC ESS
through AC ESS directly TR. In emergency configuration (loss of AC
BUS 1 and AC BUS 2), the ESS TR is supplied by the EMER GEN.

PART 1 OUT OF 2
Sep 17, 2007

Page 102
U5F07351 - U0CT4T0 - UM24PZ000000002
GENERAL - EMERGENCY CONFIGURATION

PART 1 OUT OF 2
Sep 17, 2007

Page 103

GENERAL (continued)
BATTERY ONLY CONFIGURATION
U5F07351 - U0CT4T0 - UM24PZ000000002
In emergency configuration with emergency generator not available,

BAT 1 supplies the AC ESS BUS via the static inverter and BAT 2
supplies the DC ESS BUS.

PART 1 OUT OF 2
Sep 17, 2007

Page 104
U5F07351 - U0CT4T0 - UM24PZ000000002
GENERAL - BATTERY ONLY CONFIGURATION

PART 1 OUT OF 2
Sep 17, 2007

Page 105

CONTROL AND INDICATING/PANEL LOCATION
U5F07351 - U0CT4T0 - UM24PZ000000002
The ELEC panel is installed on the overhead panel.

For emergency cases, there is an EMER ELEC PWR panel on the LH
side of the overhead panel.

PART 1 OUT OF 2
Sep 17, 2007

Page 106
U5F07351 - U0CT4T0 - UM24PZ000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 107

(continued)
U5F07351 - U0CT4T0 - UM24PZ000000002
MAIN PANEL/ECAM PAGE

Here is the ELEC ECAM page in normal configuration with main
generators supplying the entire network.
The battery voltage can be monitored either on the overhead panel or
the ECAM page. Each battery is controlled by a P/B Switch (SW).
Both main generators and the APU generator are controlled by their
associated P/B SW.
The external power is also controlled by a P/B SW.
The AC ESS FEED P/B SW lets the pilots change the supply to the
AC ESS bus from AC bus 1 to AC bus 2.
When the BUS TIE P/B SW is in AUTO position, it lets the opening
or closing of the bus tie contactors in order to supply the AC 1 and
AC 2 buses according to the power supply priorities.
When OFF, both bus tie contactors open to isolate one side of the
network from the other (e.g.: smoke configuration).
In case of failure, the IDG P/B SWs disconnect the IDG from the
engine gearbox.
The GALY & CAB P/B SW lets galleys and some sub-buses be
manually shed.
The COMMERCIAL P/B SW is used for the shedding of all
commercial loads including the GALY & CAB related buses.

PART 1 OUT OF 2
Sep 17, 2007

Page 108
U5F07351 - U0CT4T0 - UM24PZ000000002
CONTROL AND INDICATING/PANEL LOCATION - MAIN PANEL/ECAM PAGE

PART 1 OUT OF 2
Sep 17, 2007

Page 109

(continued)
EMERGENCY PANEL
The EMER GEN TEST P/B is used on ground to test the EMERgency
GENerator or the Static Inverter.
In avionics smoke condition, the GEN 1 LINE P/B disconnects the
generator 1 from the busbar but the generator remains exited to supply
some fuel pumps.
When AC BUS 1 and 2 are no longer supplied, the RAT will extend
automatically to pressurize the blue hydraulic system, which powers
the EMER GEN, if the A/C speed is sufficient.
U5F07351 - U0CT4T0 - UM24PZ000000002
WARNING: ACTIVATION OF THE RED GUARDED MAN ON

PUSHBUTTON ON THE GROUND OR IN FLIGHT
WILL EXTEND THE RAM AIR TURBINE (RAT),
EVEN ON COLD AIRCRAFT.

PART 1 OUT OF 2
Sep 17, 2007

Page 110
U5F07351 - U0CT4T0 - UM24PZ000000002
CONTROL AND INDICATING/PANEL LOCATION - EMERGENCY PANEL

PART 1 OUT OF 2
Sep 17, 2007

Page 111
U5F07351 - U0CT4T0 - UM24PZ000000002
COMPONENT LOCATION
The AC generators provide a 115 VAC, 3-phase, 400 Hz AC supply. The
IDGs and the APU have a nominal 90 KVA power whereas the EMER
GEN has a 5 kVA output.
The static inverter converts the direct current from battery 1 into an AC
current if no other source is available.
The Battery Charge Limiters (BCLs) control the battery coupling and
uncoupling to the DC BATTERY BUS to ensure battery charging and
protection. Each battery is rated at 24 V with a capacity of 23 Ah. All
TRs are identical and interchangeable.
In the Electrical Power Generation System (EPGS), the GAPCU controls
the APU GEN and the external power. The Generator Control Units
(GCUs) protect and control the A/C network and generators and display
the AC electrical power parameters on ECAM. The main C/B panels are
located in the cockpit.
The ESS TR is identical to TR 1 and TR 2. It converts 115 VAC to 28
VDC at a rate of 200 A. The EMER GCU connects the EMER GEN to
the ESS network, if all conditions are met.
The Ground Power Control Panel and the external power receptacle are
installed in front of the nose landing gear. On this panel, 2 Lights indicate
the Ground Power Unit availability (AVAIL light) and connection to the
A/C network (NOT IN USE light). The Ground Power Unit should supply
400 Hz 3 phase 115 VAC rated at 90 kVA minimum.
The MAINTenance BUS SW, located on the forward cabin Circuit
Breaker (C/B) panel, lets the AC and DC service buses be supplied
without energizing the whole A/C electrical network.
The aft cabin C/B panel contains only C/Bs.

PART 1 OUT OF 2
Sep 17, 2007

Page 112
U5F07351 - U0CT4T0 - UM24PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 113
U5F07351 - U0CT4T0 - UM24PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 114
U5F07351 - U0CT4T0 - UM24PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 115
U5F07351 - U0CT4T0 - UM24PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 116
U5F07351 - U0CT4T0 - UM24PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 117
U5F07351 - U0CT4T0 - UM24PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 118
U5F07351 - U0CT4T0 - UM24PZ000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 119

U5F07351 - U0CT4T0 - UM24PZ000000002
The GAPCU is the interface between the GCUs and the Centralized Fault
Display Interface Unit (CFDIU) for test purposes and fault reporting on
the MCDUs. Both the BCLs and the EMER GCU communicate with the
CFDIU for the same purposes. The TRs are connected to the CFDIU so
that they can be reset via the MCDU.

PART 1 OUT OF 2
Sep 17, 2007

Page 120
U5F07351 - U0CT4T0 - UM24PZ000000002
PART 1 OUT OF 2
Sep 17, 2007

Page 121

SAFETY PRECAUTIONS
When you do any maintenance task on the electrical system, make sure
that no AC or DC power source is connected to the aircraft electrical
circuits.
Tell all the personnel on the A/C that the light will go off during the Static
Inverter test or before de-energizing the A/C.
Some components are heavy. You must make sure that you can hold the
component before its removal/installation. If it falls, it can cause injury
to personnel and damage to the equipment.
Before you connect/disconnect the ground power unit connector to the
external power receptacle of the aircraft, make sure that the external
electrical power is not energized, dangerous arcing can occur.
Be careful when you work on the engine components after the engine is
shutdown. The components can remain hot during one hour. Hot parts
can cause an injury and hot oil can burn your eyes and skin. Oil is
poisonous.
ENVIRONMENTAL PRECAUTIONS
U5F07351 - U0CT4T0 - UM24PZ000000002
Turn-off unused ground service equipment (GPU, Air conditioning

cart, etc...) if no work is being done or nobody is present on the
aircraft.

PART 1 OUT OF 2
Sep 17, 2007

Page 122
U5F07351 - U0CT4T0 - UM24PZ000000002
SAFETY PRECAUTIONS - ENVIRONMENTAL PRECAUTIONS

PART 1 OUT OF 2
Sep 17, 2007

Page 123
34 ADIRS AND STBY INSTRUMENTS PRESENTATION (1)
U5F07351 - U0CT4T0 - UM34PZ000000002
GENERAL SYSTEM
The Airbus Single Aisle aircraft family includes several different types
of navigation systems, each used for particular functions. The systems
will be explained in separate groups based on their functions. These
functions are broken down into 4 main groups. They will be presented
in separate modules:
- Air Data/Inertial Reference System (ADIRS) and standby instruments,
- dependent position determining systems,
- landing aids,
- independent position determining systems.
There are several subsystems within each group.
The first group includes:
- Air Data Inertial Reference Units (ADIRUs),
- Digital Distance and Radio Magnetic Indicator (DDRMI),
- Integrated Standby Instrument System (ISIS).
The second group (dependent position determining systems) includes:
- GPS,
- ATC/Traffic Alert and Collision Avoidance System (TCAS),
- DME,
- ADF,
- VOR.
The third group (landing aids) includes:
- ILS,
- marker receivers.
The fourth group (independent position determining systems) includes:
- Ground Proximity Warning System (GPWS),
- RAs,
- Weather Radar (WXR) and Predictive Windshear (PWS).

PART 1 OUT OF 2
Sep 17, 2007

Page 124
U5F07351 - U0CT4T0 - UM34PZ000000002
GENERAL SYSTEM
PART 1 OUT OF 2
Sep 17, 2007

Page 125

AIR DATA/INERTIAL REFERENCE SYSTEM
U5F07351 - U0CT4T0 - UM34PZ000000002
The aircraft has three identical and interchangeable ADIRUs.

Each ADIRU combines computers that carry out two functions in a single
unit with a shared power supply. Those computers are:
- an Air Data Reference (ADR) unit,
- a strapdown Inertial Reference (IR) unit, using laser gyros and
accelerometers.
The ADR and IR systems of each ADIRU operate independently, and
failure of one system does not affect the other one.

PART 1 OUT OF 2
Sep 17, 2007

Page 126
U5F07351 - U0CT4T0 - UM34PZ000000002
AIR DATA/INERTIAL REFERENCE SYSTEM

PART 1 OUT OF 2
Sep 17, 2007

Page 127

AIR DATA/INERTIAL REFERENCE SYSTEM (continued)
AIR DATA INPUTS
U5F07351 - U0CT4T0 - UM34PZ000000002
The ADIRS systems have peripheral components connected to the

LRUs. These components are an integral part of the Air Data
portion. The components are:
- pitot probes,
- static ports,
- Angle of Attack Sensors (AOA),
- Total Air Temperature Probe (TAT).

PART 1 OUT OF 2
Sep 17, 2007

Page 128
U5F07351 - U0CT4T0 - UM34PZ000000002
AIR DATA/INERTIAL REFERENCE SYSTEM - AIR DATA INPUTS

PART 1 OUT OF 2
Sep 17, 2007

Page 129

AIR DATA SECTION
U5F07351 - U0CT4T0 - UM34PZ000000002
The ADR part supplies various air data parameters to the EFIS
instruments and other users:
- airspeed, mach number, barometric altitude to the PFD and overspeed
to the Flight Warning Computer (FWC),
- TAT, Static Air Temperature (SAT), and AOA sensors to other
indicators and users.

PART 1 OUT OF 2
Sep 17, 2007

Page 130
U5F07351 - U0CT4T0 - UM34PZ000000002
AIR DATA/INERTIAL REFERENCE SYSTEM - AIR DATA SECTION

PART 1 OUT OF 2
Sep 17, 2007

Page 131

INERTIAL REFERENCE SECTION
U5F07351 - U0CT4T0 - UM34PZ000000002
The IR part of the ADIRU uses laser gyros and accelerometers. They
give inertial data to the EFIS, Flight Management and Guidance
Computers (FMGCs) and other users. Each ADIRU
- attitude, heading, Vertical Speed (V/S), flight path vector to the PFD,
- heading, ground speed to the ND,
- IR position to FMGCs for A/C position computation. This
information is available on the MCDU DATA page.

PART 1 OUT OF 2
Sep 17, 2007

Page 132
U5F07351 - U0CT4T0 - UM34PZ000000002
AIR DATA/INERTIAL REFERENCE SYSTEM - INERTIAL REFERENCE SECTION

PART 1 OUT OF 2
Sep 17, 2007

Page 133

ADIRS CONTROL AND INDICATING
U5F07351 - U0CT4T0 - UM34PZ000000002
The three ADIRUs are controlled through the single ADIRS Control
and Display Unit (CDU) located on the overhead panel.
The initialization of the ADIRUs is normally done through either one
of the two MCDUs installed on the center pedestal.
The Digital Distance Radio Magnetic Indicator (DDRMI) is installed
on the main instrument panel below the standby instruments.
It supplies digital DME distance information, as well as heading
coming from ADIRS, and VOR/ADF bearing information.

PART 1 OUT OF 2
Sep 17, 2007

Page 134
U5F07351 - U0CT4T0 - UM34PZ000000002
AIR DATA/INERTIAL REFERENCE SYSTEM - ADIRS CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 135

PFD AND ND INDICATING
U5F07351 - U0CT4T0 - UM34PZ000000002
ADIRU 1 supplies the CAPT PFD and ND, and ADIRU 2 supplies
the F/O PFD and ND.
ADIRU 3 is used as a hot spare, and can be switched via the switching
panel to replace either ADIRU 1 or ADIRU 2.

PART 1 OUT OF 2
Sep 17, 2007

Page 136
U5F07351 - U0CT4T0 - UM34PZ000000002
AIR DATA/INERTIAL REFERENCE SYSTEM - PFD AND ND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 137

STANDBY INSTRUMENTS
U5F07351 - U0CT4T0 - UM34PZ000000002
In case of EFIS system failures, there is standby instrument that can be

used. The standby instrument called ISIS is installed on the instrument
panel near the ECAM. The inputs to the airspeed indication and the
altimeter come directly from the air source (pitot tube and static ports).
The standby horizon is self-contained. ISIS is also capable of displaying
heading and ILS information. The standby compass is installed just bellow
the overhead panel.
The standby compass is installed just below the overhead panel.

PART 1 OUT OF 2
Sep 17, 2007

Page 138
U5F07351 - U0CT4T0 - UM34PZ000000002
STANDBY INSTRUMENTS
PART 1 OUT OF 2
Sep 17, 2007

Page 139

INTEGRATED STANDBY INSTRUMENT SYSTEM (Option)
U5F07351 - U0CT4T0 - UM34PZ000000002
The enhanced standby instruments, called ISIS, is installed on the

instrument panel. It replaces the 3 conventional standby instruments. ISIS
is also capable of displaying heading and ILS information.

PART 1 OUT OF 2
Sep 17, 2007

Page 140
U5F07351 - U0CT4T0 - UM34PZ000000002
INTEGRATED STANDBY INSTRUMENT SYSTEM (OPTION)

PART 1 OUT OF 2
Sep 17, 2007

Page 141

COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM34PZ000000002
Here is the location of the 3 ADIRUs.

PART 1 OUT OF 2
Sep 17, 2007

Page 142
U5F07351 - U0CT4T0 - UM34PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 143

U5F07351 - U0CT4T0 - UM34PZ000000002
All the navigation systems can be tested from the MCDUs.

ISIS additional tests and other data are available from its display front
face.

PART 1 OUT OF 2
Sep 17, 2007

Page 144
U5F07351 - U0CT4T0 - UM34PZ000000002
PART 1 OUT OF 2
Sep 17, 2007

Page 145

SAFETY PRECAUTIONS
U5F07351 - U0CT4T0 - UM34PZ000000002
When you work on A/C, make sure that you obey all the Aircraft
Maintenance Manual (AMM) procedures. This will prevent injury to
persons and/or damage to the A/C.
Before you do the test of the probes, remove the protective covers. Do
not continue the test for more than one minute to prevent damage.
Do not touch the probes immediately after the test, they are hot.

PART 1 OUT OF 2
Sep 17, 2007

Page 146
U5F07351 - U0CT4T0 - UM34PZ000000002
SAFETY PRECAUTIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 147
34 DEPENDENT POS DETERMINING SYS & LAND AIDS (1)

LANDING AIDS
U5F07351 - U0CT4T0 - UM34PY000000002
The navigation systems that require external inputs of the aircraft to

operate are: the landing aids systems and the dependent position
determining systems. They include:
- ILS,
- marker system,
- GPS,
- ATC/Traffic Collision Avoidance System (TCAS),
- DME,
- ADF,
- VOR.

PART 1 OUT OF 2
Sep 17, 2007

Page 148
U5F07351 - U0CT4T0 - UM34PY000000002
LANDING AIDS
PART 1 OUT OF 2
Sep 17, 2007

Page 149

LANDING AIDS (continued)
ILS AND MARKER SYSTEM
U5F07351 - U0CT4T0 - UM34PY000000002
The ILS sends to the flight crew or Autopilot (AP) signals for optimum
descent path for landing. The ILS signal reception is done in part by
the Multi-Mode Receiver (MMR). The system provides lateral
guidance and vertical guidance to the aircraft approaching the runway.
The marker beacon system is a radio navigation aid that, in conjunction
with an instrument landing system, indicates the distance between the
A/C and the runway threshold. The marker function is done inside
the VOR receivers, but it is only active in VOR 1. There are three
types of marker beacons on an ILS:
- the outer marker,
- the middle marker,
- the inner marker.
When the aircraft goes over the beacons, the marker beacon
information is displayed flashing on the PFDs, with related audio
signals.

PART 1 OUT OF 2
Sep 17, 2007

Page 150
U5F07351 - U0CT4T0 - UM34PY000000002
LANDING AIDS - ILS AND MARKER SYSTEM

PART 1 OUT OF 2
Sep 17, 2007

Page 151

LANDING AIDS (continued)
LANDING AIDS CONTROL AND INDICATING
U5F07351 - U0CT4T0 - UM34PY000000002
The ILS information is displayed on the PFDs as 2 scales. One

horizontal scale for the localizer signal and one vertical scale for the
Glide Slope (G/S) signal.
Note that for redundancy:
- ILS 1 is displayed on PFD 1 and ND 2,
- ILS 2 is displayed on PFD 2 and ND 1.

PART 1 OUT OF 2
Sep 17, 2007

Page 152
U5F07351 - U0CT4T0 - UM34PY000000002
LANDING AIDS - LANDING AIDS CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 153

RADIO NAVIGATION SYSTEM
The A/C has the following equipment installed:
- two VOR/marker receivers,
- two DMEs interrogators,
- two MMRs: ILS and GPS,
- two ADFs receivers.
NORMAL TUNING
U5F07351 - U0CT4T0 - UM34PY000000002
The Flight Management and Guidance Computers (FMGCs) contain

the navigation computer function that calculates the aircraft position.
The FMGCs tune the radio navigation receivers automatically and
use the navigation info from these receivers for display and also in
background for A/C position computation. The Jeppesen database is
loaded in the FMGCs. This information includes: station identifiers,
and specific information (frequency, identification and coordinates)
about the station.
Access to the MCDU RADIO NAV page lets the crew manually tune
the radio navigation receivers, via the FMGCs for display. However,
FMGC auto tuning continues normally in the background for A/C
position computation.

PART 1 OUT OF 2
Sep 17, 2007

Page 154
U5F07351 - U0CT4T0 - UM34PY000000002
RADIO NAVIGATION SYSTEM - NORMAL TUNING

PART 1 OUT OF 2
Sep 17, 2007

Page 155

RADIO NAVIGATION SYSTEM (continued)
BACKUP TUNING
U5F07351 - U0CT4T0 - UM34PY000000002
Radio Management Panel (RMP) 1 and 2 are capable of tuning the

own side Navigation receivers in backup mode if both FMGCs have
failed or both MCDUs have failed and manual tuning is needed by
the crew.

PART 1 OUT OF 2
Sep 17, 2007

Page 156
U5F07351 - U0CT4T0 - UM34PY000000002
RADIO NAVIGATION SYSTEM - BACKUP TUNING

PART 1 OUT OF 2
Sep 17, 2007

Page 157

RADIO NAVIGATION CONTROL and INDICATING
U5F07351 - U0CT4T0 - UM34PY000000002
The EFIS control panel mode switches control what type of

information is shown to the flight crew on the ND. They are located
on both sides of the glareshield. The toggle switches on the EFIS
control panel enable the display of the VOR or ILS pointers on the
ND. RMPs are located on the center pedestal.

PART 1 OUT OF 2
Sep 17, 2007

Page 158
U5F07351 - U0CT4T0 - UM34PY000000002
RADIO NAVIGATION SYSTEM - RADIO NAVIGATION CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 159

ND MODES
U5F07351 - U0CT4T0 - UM34PY000000002
There are five different ND modes that can be selected via the EFIS
control panels. These modes are the PLAN, ARC, NAV, VOR, and
ILS modes.

PART 1 OUT OF 2
Sep 17, 2007

Page 160
U5F07351 - U0CT4T0 - UM34PY000000002
RADIO NAVIGATION SYSTEM - ND MODES

PART 1 OUT OF 2
Sep 17, 2007

Page 161

MMR (GPS PART) SYSTEM
U5F07351 - U0CT4T0 - UM34PY000000002
The GPS receiver uses data sent by 24 satellites.

PART 1 OUT OF 2
Sep 17, 2007

Page 162
U5F07351 - U0CT4T0 - UM34PY000000002
MMR (GPS PART) SYSTEM

PART 1 OUT OF 2
Sep 17, 2007

Page 163

MMR (GPS PART) SYSTEM (continued)
NETWORK ARCHITECTURE
U5F07351 - U0CT4T0 - UM34PY000000002
GPS data may be processed and used by anyone. The satellite system
transmits precise phase, and time signals. These signals are decoded,
synchronized and triangulated by the receivers.
There are four monitor stations:
- Hawaii,
- Ascension Island,
- Diego Garcia,
- Kwajelein.
There is also a master control station at Colorado Springs. The master
control station transmits orbital decay information (Ephemerid data)
back to the satellite so that these distance errors can be compensated
for the user receiver. The system gives accurate positional altitude
and time information. This information is supplied to the FMGCs to
help you with the calculation of the aircraft present position.

PART 1 OUT OF 2
Sep 17, 2007

Page 164
U5F07351 - U0CT4T0 - UM34PY000000002
MMR (GPS PART) SYSTEM - NETWORK ARCHITECTURE

PART 1 OUT OF 2
Sep 17, 2007

Page 165

MMR (GPS PART) SYSTEM (continued)
GPS CONTROL AND INDICATING
U5F07351 - U0CT4T0 - UM34PY000000002
The GPS data is accessible on the MCDU. Selecting DATA page P/B
on the MCDU and then the GPS monitor line select key, will give the
information related to the GPS receivers.
GPS when receiving adequate signals to calculate a present position
will be annotated at the bottom of the ND. This is displayed as "GPS
PRIMARY".

PART 1 OUT OF 2
Sep 17, 2007

Page 166
U5F07351 - U0CT4T0 - UM34PY000000002
MMR (GPS PART) SYSTEM - GPS CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 167

ATC/TCAS SYSTEM
U5F07351 - U0CT4T0 - UM34PY000000002
The Single Aisle family has two ATC transponders, which respond to
the ATC secondary surveillance radar and TCAS interrogations.

PART 1 OUT OF 2
Sep 17, 2007

Page 168
U5F07351 - U0CT4T0 - UM34PY000000002
ATC/TCAS SYSTEM
PART 1 OUT OF 2
Sep 17, 2007

Page 169

ATC/TCAS SYSTEM (continued)
TCAS PRINCIPLE
U5F07351 - U0CT4T0 - UM34PY000000002
The TCAS gives traffic information and warnings of potential conflicts

to the crew, with vertical avoidance instructions. TCAS can only
detect and indicate intruders that have at least one operative ATC
transponder.

PART 1 OUT OF 2
Sep 17, 2007

Page 170
U5F07351 - U0CT4T0 - UM34PY000000002
ATC/TCAS SYSTEM - TCAS PRINCIPLE

PART 1 OUT OF 2
Sep 17, 2007

Page 171

ATC/TCAS SYSTEM
U5F07351 - U0CT4T0 - UM34PY000000002
In normal operation Air Data Reference (ADR) 1 supplies barometric

information to ATC 1, ADR 2 supplies ATC 2.
The ATC transponder is an integral part of the ATC radar beacon
system. The transponder is interrogated by the ground station and
replies with a series of pulses. These reply pulses are coded to supply
identification MODE A and altitude reporting MODE C, and selective
call and flight data MODE S on the Air Traffic Controllers (ATCs)
radar scope.
This information enables the controller to distinguish the A/C and to
maintain effective ground surveillance of the air traffic.

PART 1 OUT OF 2
Sep 17, 2007

Page 172
U5F07351 - U0CT4T0 - UM34PY000000002
ATC/TCAS SYSTEM - ATC/TCAS SYSTEM

PART 1 OUT OF 2
Sep 17, 2007

Page 173

ATC/TCAS CONTROL AND INDICATING
U5F07351 - U0CT4T0 - UM34PY000000002
The single control panel on the center pedestal is used for the controls
of the ATC and TCAS systems.

PART 1 OUT OF 2
Sep 17, 2007

Page 174
U5F07351 - U0CT4T0 - UM34PY000000002
ATC/TCAS SYSTEM - ATC/TCAS CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 175

TCAS INDICATING
U5F07351 - U0CT4T0 - UM34PY000000002
Here are the different indications that are given by the TCAS computer
linked to audio warnings.

PART 1 OUT OF 2
Sep 17, 2007

Page 176
U5F07351 - U0CT4T0 - UM34PY000000002
ATC/TCAS SYSTEM - TCAS INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 177

COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM34PY000000002
Let's see the location of the different navigation systems LRUs.

The radio navigation receiver antennae are located on the upper and lower
fuselage:
- DME,
- ATC,
- TCAS,
- ADF,
- VOR,
- MMR.

PART 1 OUT OF 2
Sep 17, 2007

Page 178
U5F07351 - U0CT4T0 - UM34PY000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 179

COMPONENT LOCATION (continued)
NAVIGATION ANTENNAS LOCATION (1/3)
U5F07351 - U0CT4T0 - UM34PY000000002
The MMR, ADF and VOR antennae are installed on the upper and
lower portion of the fuselage.

PART 1 OUT OF 2
Sep 17, 2007

Page 180
U5F07351 - U0CT4T0 - UM34PY000000002
COMPONENT LOCATION - NAVIGATION ANTENNAS LOCATION (1/3)

PART 1 OUT OF 2
Sep 17, 2007

Page 181

U5F07351 - U0CT4T0 - UM34PY000000002
The marker antenna and DME antennae are installed on the lower
portion of the fuselage. There are also two TCAS antennae, (1 at the
top, 1 at the bottom).

PART 1 OUT OF 2
Sep 17, 2007

Page 182
U5F07351 - U0CT4T0 - UM34PY000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 183

U5F07351 - U0CT4T0 - UM34PY000000002
The four ATCs antennae are located on the upper and lower portion
of the fuselage.
The G/S and Localizer (LOC) dual antennae are located in the radome.

PART 1 OUT OF 2
Sep 17, 2007

Page 184
U5F07351 - U0CT4T0 - UM34PY000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 185

U5F07351 - U0CT4T0 - UM34PY000000002
All navigation systems can be tested from the MCDUs.

PART 1 OUT OF 2
Sep 17, 2007

Page 186
U5F07351 - U0CT4T0 - UM34PY000000002
PART 1 OUT OF 2
Sep 17, 2007

Page 187

SUMMARY
U5F07351 - U0CT4T0 - UM34PY000000002
This picture lists the navigation systems that are installed on the Single
Aisle A/C.

PART 1 OUT OF 2
Sep 17, 2007

Page 188
U5F07351 - U0CT4T0 - UM34PY000000002
SUMMARY
PART 1 OUT OF 2
Sep 17, 2007

Page 189
34 INDEPENDENT POS DETERMINING SYS PRES. (1)

GENERAL
U5F07351 - U0CT4T0 - UM34PX000000002
The Independent Position determining systems include:

- Ground Proximity Warning System (GPWS),
- Radio Altimeters (RAs),
- Weather Radar (WXR) and Predictive Windshear (PWS).
These systems do not rely on external sources to provide the flight crew
with position determination.

PART 1 OUT OF 2
Sep 17, 2007

Page 190
U5F07351 - U0CT4T0 - UM34PX000000002
GENERAL
PART 1 OUT OF 2
Sep 17, 2007

Page 191

GPWS
U5F07351 - U0CT4T0 - UM34PX000000002
The purpose of the GPWS is to generate aural and visual warnings if the
A/C adopts a potentially hazardous configuration of Controlled Flight
Into Terrain (CFIT).
This system has five basic Ground Proximity Warning System (GPWS)
modes and has 2 TERRAIN modes called TERRAIN Clearance Function
(TCF) and the TERRAIN Awareness and Display (TAD).

PART 1 OUT OF 2
Sep 17, 2007

Page 192
U5F07351 - U0CT4T0 - UM34PX000000002
GPWS
PART 1 OUT OF 2
Sep 17, 2007

Page 193

GPWS (continued)
SYSTEM ARCHITECTURE
U5F07351 - U0CT4T0 - UM34PX000000002
The GPWS computer processes the data from:

- RA 1,
- Air Data/Inertial Reference Unit (ADIRU) 1,
- Multi-Mode Receiver (MMR) 1 (Instrument Landing System (ILS)
part),
- Flight Management and Guidance Computer (FMGC) 1,
- Landing Gear Control and Interface Unit (LGCIU) 1,
- WXR/PWS (for ND image source selection between both systems).

PART 1 OUT OF 2
Sep 17, 2007

Page 194
U5F07351 - U0CT4T0 - UM34PX000000002
GPWS - SYSTEM ARCHITECTURE

PART 1 OUT OF 2
Sep 17, 2007

Page 195

GPWS (continued)
GPWS PANEL
U5F07351 - U0CT4T0 - UM34PX000000002
The GPWS control panel is located on the overhead panel and enables
the deactivation of:
- TERRAIN mode,
- complete or partial basic GPWS mode in specific approach
configuration.

PART 1 OUT OF 2
Sep 17, 2007

Page 196
U5F07351 - U0CT4T0 - UM34PX000000002
GPWS - GPWS PANEL

PART 1 OUT OF 2
Sep 17, 2007

Page 197

GPWS (continued)
CONTROL AND INDICATING
U5F07351 - U0CT4T0 - UM34PX000000002
GPWS visual warnings are shown on the instrument panels. The

system can be tested by pressing either of the GPWS Glide Slope
(G/S) P/Bs.
In addition, two loudspeakers installed on each lower side of the main
panel broadcast GPWS aural warnings, even if loudspeaker knobs are
turned off.
Terrain information will be automatically displayed on the ND if there
is any danger within the proximity of the A/C. The terrain elevation
surrounding the A/C is color coded. The TERRain ON ND P/B is
used to display the terrain information on the ND all the time on
request.

PART 1 OUT OF 2
Sep 17, 2007

Page 198
U5F07351 - U0CT4T0 - UM34PX000000002
GPWS - CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 199

RADIO ALTIMETER
U5F07351 - U0CT4T0 - UM34PX000000002
The RAs supply accurate measurement of the A/C height above the
ground during initial climb, landing and approach phases.

PART 1 OUT OF 2
Sep 17, 2007

Page 200
U5F07351 - U0CT4T0 - UM34PX000000002
RADIO ALTIMETER
PART 1 OUT OF 2
Sep 17, 2007

Page 201

RADIO ALTIMETER (continued)
U5F07351 - U0CT4T0 - UM34PX000000002
RA data is supplied to several users and is displayed on both PFDs at

all times below 2500 feet Above Ground Level (AGL).
In normal operation, the RA 1 height is displayed on the CAPT PFD
and RA 2 height on the F/O PFD.

PART 1 OUT OF 2
Sep 17, 2007

Page 202
U5F07351 - U0CT4T0 - UM34PX000000002
RADIO ALTIMETER - CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 203

WXR/PWS
U5F07351 - U0CT4T0 - UM34PX000000002
WXR is installed to detect precipitation. The displayed returns are shown

on the ND.
The weather radar supplies PWS detection. A wind shear event is a sudden
change of wind speed and/or direction over a short distance with a
downwards and/or upwards movement of the air very dangerous during
take off and approach phases.

PART 1 OUT OF 2
Sep 17, 2007

Page 204
U5F07351 - U0CT4T0 - UM34PX000000002
WXR/PWS
PART 1 OUT OF 2
Sep 17, 2007

Page 205

WXR/PWS (continued)
WXR/PWS PANEL
The WXR control panel is installed on the center pedestal. The
information is displayed on the CAPT or F/O ND.
U5F07351 - U0CT4T0 - UM34PX000000002
CAUTION: when the WXR is "ON":

- personnel should not be within 1.5 meters of the
radome,
- no metallic obstacle should be within 5 meters,
- no refueling within 100 meters.
The weather radar can operate in autotilt mode (automatic tilt angle):
the use of the automatic tilt function is recommended in WX and
TURB modes. The autotilt function uses the terrain altitude
information of the Enhanced GPWS. Based on the aircraft altitude
above the terrain and on terrain conditions in the area, the Enhanced
GPWS determines the optimum tilt angle for the radar
Automatic tilt is selected by setting the MULTISCAN SW to AUTO
on the weather radar control unit.
- switch to AUTO: Tilt setting for weather scans is automatic,
- switch to MAN: Tilt is controlled with the manual tilt control knob.

PART 1 OUT OF 2
Sep 17, 2007

Page 206
U5F07351 - U0CT4T0 - UM34PX000000002
WXR/PWS - WXR/PWS PANEL

PART 1 OUT OF 2
Sep 17, 2007

Page 207

COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM34PX000000002
Here is the location of the:

- GPWS computer,
- WXR.
The RAs are located in the bulk cargo compartment.
The various antennae are located on the lower portion of the fuselage.
The WXR antenna is located in the radome.

PART 1 OUT OF 2
Sep 17, 2007

Page 208
U5F07351 - U0CT4T0 - UM34PX000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 209
U5F07351 - U0CT4T0 - UM34PX000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 210
U5F07351 - U0CT4T0 - UM34PX000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 211

U5F07351 - U0CT4T0 - UM34PX000000002
All navigation systems can be tested from the MCDUs.

PART 1 OUT OF 2
Sep 17, 2007

Page 212
U5F07351 - U0CT4T0 - UM34PX000000002
PART 1 OUT OF 2
Sep 17, 2007

Page 213

SAFETY PRECAUTIONS
U5F07351 - U0CT4T0 - UM34PX000000002
When you work on A/C, make sure that you obey all the Aircraft
Maintenance Manual (AMM) procedures. This will prevent injury to
persons and/or damage to the A/C.
Make sure that:
- all persons are more than 5 meters (16.4 feet) away from the antenna,
- nobody is in the area made by an arc of 135 degrees on each side of the
A/C centerline.
Make sure that there is no sign of corrosion or damage and no foreign
objects in the test equipment.

PART 1 OUT OF 2
Sep 17, 2007

Page 214
U5F07351 - U0CT4T0 - UM34PX000000002
SAFETY PRECAUTIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 215
22 AUTO FLIGHT SYSTEM PRESENTATION (1)

GENERAL
U5F07351 - U0CT4T0 - UM22PZ000000001
The Auto Flight System (AFS) is divided into four main parts:
- Flight Management (FM),
- Flight Guidance (FG),
- Flight Augmentation,
- Fault Isolation and Detection System (FIDS).
The first two functions are accomplished by the Flight Management and
Guidance Computers (FMGCs). The other two functions are accomplished
by the Flight Augmentation Computers (FACs).
The AFS calculates the position of the aircraft using several aircraft
sensors.
In addition, the system has the capability of storing flight plans in its
memory, which are predetermined by the airline. A flight plan describes
a complete flight from departure to arrival, it includes vertical information
and all intermediate waypoints. Knowing the position of the aircraft and
the desired flight plan (chosen by the pilot), the AFS is able to compute
the orders sent to the flight controls and engines so that the aircraft can
follow the flight plan.

PART 1 OUT OF 2
Sep 17, 2007

Page 216
U5F07351 - U0CT4T0 - UM22PZ000000001
GENERAL
PART 1 OUT OF 2
Sep 17, 2007

Page 217
U5F07351 - U0CT4T0 - UM22PZ000000001
GENERAL
PART 1 OUT OF 2
Sep 17, 2007

Page 218
U5F07351 - U0CT4T0 - UM22PZ000000001

PART 1 OUT OF 2
Sep 17, 2007

Page 219

FLIGHT MANAGEMENT/FLIGHT GUIDANCE
U5F07351 - U0CT4T0 - UM22PZ000000001
The FM part has several functions linked to the flight plan such as lateral
and vertical guidance associated with performance computation.
The FG part has 3 functions:
- Autopilot (AP),
- Flight Director (FD),
- Autothrust (A/THR).
The FMGC functions, FM and FG are controlled from the MCDUs and
the Flight Control Unit (FCU).
Basically, the MCDUs provide the long term interface between the crew
and the FMGCs (e.g. flight plan selection and modification) while the
FCU provides the short term interface (e.g. engagement of the autopilot,
flight director and A/THR functions).
Besides the MCDUs and the FCU, the main displays presenting Flight
Management and Guidance information are the EFIS displays.

PART 1 OUT OF 2
Sep 17, 2007

Page 220
U5F07351 - U0CT4T0 - UM22PZ000000001
FLIGHT MANAGEMENT/FLIGHT GUIDANCE

PART 1 OUT OF 2
Sep 17, 2007

Page 221

FLIGHT MANAGEMENT/FLIGHT GUIDANCE (continued)
AUTOPILOT/FLIGHT DIRECTOR
U5F07351 - U0CT4T0 - UM22PZ000000001
The main AP and FD functions are:

- stabilization of the aircraft around its center of gravity when the
AP/FD system holds vertical speed or flight path angle and heading
or track,
- acquisition and holding of a flight path,
- guidance of the aircraft at take off,
- automatic landing and go around.
The AP function gives orders to control:
- the position of the control surfaces on the three axes (pitch, roll and
yaw),
- the nose wheel steering.
The FD function generates optimum guidance orders used in manual
controls. The FD is also used to monitor the AP when it is engaged.
The FD symbols are displayed on the PFDs.

PART 1 OUT OF 2
Sep 17, 2007

Page 222
U5F07351 - U0CT4T0 - UM22PZ000000001
FLIGHT MANAGEMENT/FLIGHT GUIDANCE - AUTOPILOT/FLIGHT DIRECTOR

PART 1 OUT OF 2
Sep 17, 2007

Page 223

FLIGHT MANAGEMENT/FLIGHT GUIDANCE (continued)
AUTOTHRUST
U5F07351 - U0CT4T0 - UM22PZ000000001
The A/THR system fulfills the following functions through the control
of the thrust:
- speed or mach hold (either FMGCs computed or from throttle levers
position),
- thrust hold (either FMGS computed or from throttle lever position),
- thrust reduction during descent and during flare in final approach,
- protection against insufficient speed linked to excessive angle of
attack.
To fulfill the A/THR functions, the FMGCs communicate with the
Full Authority Digital Engine Control (FADEC) via the FCU and the
Engine Interface Units (EIUs).

PART 1 OUT OF 2
Sep 17, 2007

Page 224
U5F07351 - U0CT4T0 - UM22PZ000000001
FLIGHT MANAGEMENT/FLIGHT GUIDANCE - AUTOTHRUST

PART 1 OUT OF 2
Sep 17, 2007

Page 225

FLIGHT AUGMENTATION
U5F07351 - U0CT4T0 - UM22PZ000000001
The flight augmentation part fulfills the following functions:

- rudder trim,
- yaw damper,
- rudder travel limitation,
- flight envelope protection,
- FIDS.
For flight envelope protection, the FAC computes:
- the various speeds for aircraft operation (e.g. flaps limit speed),
- the excessive angle of attack and windshear detection,
- the low energy warning, indicating to the crew that the aircraft is quickly
decelerating and that thrust will have to be increased to recover a positive
flight path angle through pitch control.
The FIDS function is only active in FAC 1. FAC 1 is connected to the
BITE of all the AFS computers and communicates to the Centralized
Fault Display System (CFDS).

PART 1 OUT OF 2
Sep 17, 2007

Page 226
U5F07351 - U0CT4T0 - UM22PZ000000001
FLIGHT AUGMENTATION
PART 1 OUT OF 2
Sep 17, 2007

Page 227

PANEL LOCATION/CONTROL AND INDICATING
The different panels used for AFS control and indicating are described
in this topic.
MCDUs
U5F07351 - U0CT4T0 - UM22PZ000000001
Two MCDUs are located on the center pedestal.

The MCDU is the primary entry/display interface between the pilot
and the FM part of the FMGC.
The MCDUs exchange information not directly but via the FMGCs.

PART 1 OUT OF 2
Sep 17, 2007

Page 228
U5F07351 - U0CT4T0 - UM22PZ000000001
PANEL LOCATION/CONTROL AND INDICATING - MCDUS

PART 1 OUT OF 2
Sep 17, 2007

Page 229

(continued)
FLIGHT CONTROL UNIT
U5F07351 - U0CT4T0 - UM22PZ000000001
A FCU is installed on the glareshield.

The FCU front face includes an AFS control panel between two EFIS
control panels.
The AFS control panel allows and displays the AP and A/THR
engagement, and the selection of guidance modes and flight
parameters.
Each pilot has an EFIS control panel to select the display on his related
EFIS screens.
Speed, lateral guidance and level change can be selected by the pilot
after a "pull" action or managed by the flight management after a
"push" action. In that case, the parameter window shows dashes (- - -) and a white dot will indicate that the reference is managed.
An exception to this rule is when the V/S - FPA knob is pushed, a
level off is immediately commanded.

PART 1 OUT OF 2
Sep 17, 2007

Page 230
U5F07351 - U0CT4T0 - UM22PZ000000001
PANEL LOCATION/CONTROL AND INDICATING - FLIGHT CONTROL UNIT

PART 1 OUT OF 2
Sep 17, 2007

Page 231

(continued)
EFIS DISPLAYS
U5F07351 - U0CT4T0 - UM22PZ000000001
Four EFIS displays, i.e. two PFDs and two NDs, are located on the
main instrument panel.
Flight parameters are displayed on the PFDs while the flight plan and
navigation data are displayed on the NDs.

PART 1 OUT OF 2
Sep 17, 2007

Page 232
U5F07351 - U0CT4T0 - UM22PZ000000001
PANEL LOCATION/CONTROL AND INDICATING - EFIS DISPLAYS

PART 1 OUT OF 2
Sep 17, 2007

Page 233

(continued)
PRIMARY FLIGHT DISPLAY
U5F07351 - U0CT4T0 - UM22PZ000000001
As the main guidance instrument, the PFD displays various speeds

and reference parameters used for short term flight guidance.
The Flight Mode Annunciator (FMA) is the top part of the PFD and
indicates:
- the AP, FD and A/THR engagement status,
- the AP/FD and A/THR modes,
- the landing category.

PART 1 OUT OF 2
Sep 17, 2007

Page 234
U5F07351 - U0CT4T0 - UM22PZ000000001
PANEL LOCATION/CONTROL AND INDICATING - PRIMARY FLIGHT DISPLAY

PART 1 OUT OF 2
Sep 17, 2007

Page 235

(continued)
SIDE STICKS
U5F07351 - U0CT4T0 - UM22PZ000000001
Two side sticks are respectively located on the CAPT lateral panel
and F/O lateral panel.
When the AP is engaged, the side sticks are locked in the neutral
position, by solenoids.
The AP is disengaged, and the side sticks become free, when the red
TAKEOVER & PRIORITY pushbutton on any side stick is pressed
or when a force above a certain threshold is applied on any side stick.

PART 1 OUT OF 2
Sep 17, 2007

Page 236
U5F07351 - U0CT4T0 - UM22PZ000000001
PANEL LOCATION/CONTROL AND INDICATING - SIDE STICKS

PART 1 OUT OF 2
Sep 17, 2007

Page 237

(continued)
THROTTLE LEVERS
U5F07351 - U0CT4T0 - UM22PZ000000001
The engines are manually controlled by throttle levers, which are

located on the center pedestal, or automatically controlled by the
A/THR system. Two red INSTINCTIVE DISCONNECT pushbuttons,
located on the throttle levers, allow the A/THR function to be
disengaged (push either one). Note that the throttle levers never move
automatically.

PART 1 OUT OF 2
Sep 17, 2007

Page 238
U5F07351 - U0CT4T0 - UM22PZ000000001
PANEL LOCATION/CONTROL AND INDICATING - THROTTLE LEVERS

PART 1 OUT OF 2
Sep 17, 2007

Page 239

(continued)
FLIGHT CONTROL PANELS
U5F07351 - U0CT4T0 - UM22PZ000000001
On the two flight control (FLT CTL) panels, located on the overhead
panel, there is a pushbutton to respectively disengage FAC 1 and 2.

PART 1 OUT OF 2
Sep 17, 2007

Page 240
U5F07351 - U0CT4T0 - UM22PZ000000001
PANEL LOCATION/CONTROL AND INDICATING - FLIGHT CONTROL PANELS

PART 1 OUT OF 2
Sep 17, 2007

Page 241

COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM22PZ000000001
The AFS computers are located in the aft avionics rack (80VU).

PART 1 OUT OF 2
Sep 17, 2007

Page 242
U5F07351 - U0CT4T0 - UM22PZ000000001
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 243

U5F07351 - U0CT4T0 - UM22PZ000000001
Using the MCDU, you can have access to the CFDS fault messages of
the AFS.
The BITE of each AFS computer including FCU and MCDUs, can be
interrogated via the FAC 1. AFS TEST and LAND TEST can be launched
from the MCDUs.

PART 1 OUT OF 2
Sep 17, 2007

Page 244
U5F07351 - U0CT4T0 - UM22PZ000000001
PART 1 OUT OF 2
Sep 17, 2007

Page 245

SAFETY PRECAUTIONS
U5F07351 - U0CT4T0 - UM22PZ000000001
Make sure that all circuits in maintenance are isolated before you apply
electrical power to the aircraft.
Before you pressurize/depressurize a hydraulic system:
- make sure that the travel ranges of the flight control surfaces are clear,
- check that the Flap/Slat lever agrees with the actual flap and slat surface
position,
- make sure that the Speed brake Selector is retracted and disarmed.
Put safety devices and warning notices before you start a task on or near:
- the flight controls,
- the flight control surfaces,
- the landing gear and the related doors,
- components that move.
Put warning notices in the cockpit to identify systems undergoing
maintenance work.

PART 1 OUT OF 2
Sep 17, 2007

Page 246
U5F07351 - U0CT4T0 - UM22PZ000000001
SAFETY PRECAUTIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 247
46 AIR TRAFFIC INFO MANAGEMENT SYS PRES. (1)
U5F07351 - U0CT4T0 - UM46PZ000000001
GENERAL
The Air Traffic Information Management System (ATIMS) complies
with the future developments of the Communication, Navigation,
Surveillance and Air Traffic Management (ATM) also known as Future
Air Navigation System (FANS). It covers the evolution of the way the
airspace will be used in the years to come.
It will be used in different operational environments and is designed to
be easily configured to the airlines needs.
ATIMS enables data-link communication: VHF Data Radio (VDR), HF
Data Radio (HFDR) and SATCOM (if installed) and the exchange of
complex data or specific reports between the aircraft and the ground
centers:
- controller pilot data-link communications (HF voice in backup) for air
traffic management,
- automatic reporting (position, intention) for air traffic surveillance,
o specific airline/aircraft communications (operational control) to improve
airline operational costs and flexibility.
Standard AOC functionalities are basically provided but airlines can
customize these functions and the way they are accessed by the crew.
On the ground, the different existing networks dispatch the messages.
These networks are operated by private companies such as ARINC, SITA
and others, which are known as service providers.

PART 1 OUT OF 2
Sep 17, 2007

Page 248
U5F07351 - U0CT4T0 - UM46PZ000000001
GENERAL
PART 1 OUT OF 2
Sep 17, 2007

Page 249

GENERAL (continued)
PRE-FANS, FANS
U5F07351 - U0CT4T0 - UM46PZ000000001
There are three stages of FANS development.

- Pre-FANS (Communications (COM) and AOC functions),
- FANS A (pre-FANS + ATC functions) and
- FANS B (FANS A + improved ground network + Traffic Alert and
Collision Avoidance System (TCAS)).
Today, the pre-FANS allow the AOC function.
It provides the crew with Aircraft Communication Addressing and
Reporting System (ACARS) equivalent functions and more, as for
instance:
- NOtice To AirMen (NOTAM), weather, winds aloft requests,
- free text message exchanges,
- diversion, delay, refueling, flight reports,
- aircraft data from Centralized Fault Display System (CFDS), Aircraft
Integrated Data System (AIDS), cabin terminal...etc.

PART 1 OUT OF 2
Sep 17, 2007

Page 250
U5F07351 - U0CT4T0 - UM46PZ000000001
GENERAL - PRE-FANS, FANS

PART 1 OUT OF 2
Sep 17, 2007

Page 251

ARCHITECTURE
U5F07351 - U0CT4T0 - UM46PZ000000001
The ATIMS pre-FANS configuration mainly has an Air Traffic Service

Unit (ATSU).
The ATSU is used:
- to manage communications (air/ground data-links),
- to manage applications (on board data routing).
The ATSU is configured in pre-FANS to do:
- the management of air/ground communication,
- Airline Operational Control applications.
The communication devices include:
- the SATCOM, if installed,
- the VDR.
The Pre FANS crew interfaces include:
- the ECAM, and,
- the MCDU.
For FANS-A and FANS-B equipped aircraft there are:
- two Data Communication Display Units (DCDUs),
- two attention getter pushbuttons, marked "ATC MSG",
- the MCDU "ATC COM" key operative.
The ATSU manages the communication message exchanges to and from
the peripheral computers (on-board routing function).

PART 1 OUT OF 2
Sep 17, 2007

Page 252
U5F07351 - U0CT4T0 - UM46PZ000000001
ARCHITECTURE
PART 1 OUT OF 2
Sep 17, 2007

Page 253

We will now have a look at the control and indicating of the system.
PRE-FANS
The ATSU line key from the MCDU MENU gives access to:
- AOC MENU line key and,
- COMM line key.
MCDU "ATC COM" key is inoperative.
The COMM line key gives access to the COMM MENU, which is
used for the management and control of the air/ground router.
The AOC line key gives access to the AOC MENU page, which is
used for the management of AOC functions (equivalent to ACARS
functions).
The content of this menu depends on the AOC applications selected
by the airline.
Messages related to the pre-FANS status are displayed on the EWD.
U5F07351 - U0CT4T0 - UM46PZ000000001
NOTE: The wording ACARS is still retained in the different

messages even if, now, it refers to the ATSU.
The "ATC MSG" pushbutton is inoperative.

PART 1 OUT OF 2
Sep 17, 2007

Page 254
U5F07351 - U0CT4T0 - UM46PZ000000001
PANEL LOCATION/CONTROL AND INDICATING - PRE-FANS

PART 1 OUT OF 2
Sep 17, 2007

Page 255

(continued)
FANS
In FANS configuration the "ATC MENU" prompt is available to get
access to ATC pages. The "ATC COMM" key gives the same access
but as a shortcut.
Two attention getter pushbuttons are operative and indicate ATC
incoming messages.
Two DCDUs give full time accessibility and readability for messages
exchanged with the ATC and both crew, which require only limited
head-down time.
Text messages instead of voice communication reduce the risk of
misunderstanding.
U5F07351 - U0CT4T0 - UM46PZ000000001
NOTE: Note: The DCDUs are the interfaces for ATC messages
only.

PART 1 OUT OF 2
Sep 17, 2007

Page 256
U5F07351 - U0CT4T0 - UM46PZ000000001
PANEL LOCATION/CONTROL AND INDICATING - FANS

PART 1 OUT OF 2
Sep 17, 2007

Page 257

(continued)
MCDU MENU
U5F07351 - U0CT4T0 - UM46PZ000000001
The COMM MENU is used for communication settings, as selection

of the Service provider and frequency.
The AOC MENU line key gives access to the AOC MENU which is
equivalent to ACARS functions.
The content of this menu depends on the AOC applications selected
by the airline.
The ATC MENU gives access to the least frequent ATC operations,
which are:
- data entry for message preparation,
- access to previously exchanged messages (MSG LOG).
Note that the ATC COMM key has the same functions as ATC MENU
but provides quick access to the page whatever the MCDU menus
displayed.

PART 1 OUT OF 2
Sep 17, 2007

Page 258
U5F07351 - U0CT4T0 - UM46PZ000000001
PANEL LOCATION/CONTROL AND INDICATING - MCDU MENU

PART 1 OUT OF 2
Sep 17, 2007

Page 259

COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM46PZ000000001
The ATSU is in the 81VU in the avionics compartment.

PART 1 OUT OF 2
Sep 17, 2007

Page 260
U5F07351 - U0CT4T0 - UM46PZ000000001
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 261

U5F07351 - U0CT4T0 - UM46PZ000000001
The ATIMS BITE information and test request are available through
MCDU menus which communicate with the ATSU BITE.
The ATIMS maintenance menu is accessible using the "ACARS MU"
prompt from the COM SYSTEM REPORT/TEST page.

PART 1 OUT OF 2
Sep 17, 2007

Page 262
U5F07351 - U0CT4T0 - UM46PZ000000001
PART 1 OUT OF 2
Sep 17, 2007

Page 263
23 COMMUNICATIONS SYSTEM PRESENTATION (1)

GENERAL
U5F07351 - U0CT4T0 - UM23PZ000000002
The single aisle aircraft communication system has two sub-systems:

- radio communication,
- on-board communication.
The radio communication systems are used for communications to and
from the aircraft.
The on-board internal communication system is divided into 4 functions:
- service interphone (on ground only) for maintenance technician
communication with cockpit or cabin thanks to several jack connectors
around the A/C.
- Flight interphone for cockpit internal communication and also with the
ground mechanic,
- Passenger Address (PA) from the cockpit or from cabin crew stations
for passenger announcements,
- cabin interphone for cabin crew or cabin crew/pilots communication.

PART 1 OUT OF 2
Sep 17, 2007

Page 264
U5F07351 - U0CT4T0 - UM23PZ000000002
GENERAL
PART 1 OUT OF 2
Sep 17, 2007

Page 265
U5F07351 - U0CT4T0 - UM23PZ000000002
GENERAL
PART 1 OUT OF 2
Sep 17, 2007

Page 266
U5F07351 - U0CT4T0 - UM23PZ000000002
GENERAL
PART 1 OUT OF 2
Sep 17, 2007

Page 267

RADIO COMMUNICATION SYSTEM
U5F07351 - U0CT4T0 - UM23PZ000000002
The radio communications system lets the crew communicate with ground
stations through VHF, VHF Data Radio (VDR), HF, High Frequency
Data Radio (HFDR) and SATCOM if installed.
The VHF transceivers are fully identical and interchangeable, as are the
HF transceivers. VHF1 and VHF 2 are normally used by the flight crew
for voice communications. VDR 3 is used for Aircraft Communication
Addressing and Reporting System (ACARS) information, and is used as
back-up voice communications in case of system 1 or 2 failure.
The HF transceivers are used when the aircraft is beyond the useful range
of the VHF radios.

PART 1 OUT OF 2
Sep 17, 2007

Page 268
U5F07351 - U0CT4T0 - UM23PZ000000002
RADIO COMMUNICATION SYSTEM

PART 1 OUT OF 2
Sep 17, 2007

Page 269

RADIO COMMUNICATIONS CONTROL AND INDICATING
Different panels are used for control and indicating.
RMP
U5F07351 - U0CT4T0 - UM23PZ000000002
The Radio Management Panels (RMPs) give the capability of tuning

all communication radios. The frequencies are tuned by using the 2
concentric knobs.
There are two RMPs located on the center pedestal and a third optional
one on the overhead panel.
Any RMP can tune any communication radio but each one is normally
dedicated to a particular radio.
- RMP 1 is dedicated to VHF 1,
- RMP 2 is dedicated to VHF 2,
- RMP 3 is dedicated to VHF 3 and HF 1/HF 2 (if installed).

PART 1 OUT OF 2
Sep 17, 2007

Page 270
U5F07351 - U0CT4T0 - UM23PZ000000002
RADIO COMMUNICATIONS CONTROL AND INDICATING - RMP

PART 1 OUT OF 2
Sep 17, 2007

Page 271

RADIO COMMUNICATIONS CONTROL AND INDICATING
(continued)
ACP
U5F07351 - U0CT4T0 - UM23PZ000000002
There are three Audio Control Panels (ACPs) located next to an RMP.
The ACPs control the channel and volume of transmition/reception.
Two are located on the center pedestal, a third one on the overhead
panel.
The third occupant ACP can be used by the CAPT or F/O to replace
a faulty ACP. A manual switching is then required.

PART 1 OUT OF 2
Sep 17, 2007

Page 272
U5F07351 - U0CT4T0 - UM23PZ000000002
RADIO COMMUNICATIONS CONTROL AND INDICATING - ACP

PART 1 OUT OF 2
Sep 17, 2007

Page 273

ON-BOARD COMMUNICATIONS
U5F07351 - U0CT4T0 - UM23PZ000000002
The on-board communication system is divided into 4 functions.

The two Cabin Intercommunications Data System (CIDS) directors
manage the following functions:
- PA system for passenger announcements (from the cockpit or from
cabin crew stations),
- cabin interphone system for crew communication (cabin together or
with cockpit),
- service interphone on ground only.
Only the flight interphone is not managed by the CIDS directors.

PART 1 OUT OF 2
Sep 17, 2007

Page 274
U5F07351 - U0CT4T0 - UM23PZ000000002
ON-BOARD COMMUNICATIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 275

ON-BOARD COMMUNICATION CONTROL AND
INDICATING
Different panels are used for control and indicating.
ACP
U5F07351 - U0CT4T0 - UM23PZ000000002
The ACPs also give to the flight crew the ability to communicate with
ground personnel and cabin crew and annunciate calls to the flight
deck.
Calls to the flight deck can be made from any of the cabin attendant
handsets. Mechanic calls can also be made from the External Power
Panel. This will cause a buzzer to sound and a CALL light to come
on, on the ACPs.

PART 1 OUT OF 2
Sep 17, 2007

Page 276
U5F07351 - U0CT4T0 - UM23PZ000000002
ON-BOARD COMMUNICATION CONTROL AND INDICATING - ACP

PART 1 OUT OF 2
Sep 17, 2007

Page 277

INDICATING (continued)
FLIGHT INTERPHONE
U5F07351 - U0CT4T0 - UM23PZ000000002
The flight interphone function makes interphone links between pilots

themselves and the ground mechanic at the jack connection on the
external power panel 108 VU.

PART 1 OUT OF 2
Sep 17, 2007

Page 278
U5F07351 - U0CT4T0 - UM23PZ000000002
ON-BOARD COMMUNICATION CONTROL AND INDICATING - FLIGHT INTERPHONE

PART 1 OUT OF 2
Sep 17, 2007

Page 279

AMU
U5F07351 - U0CT4T0 - UM23PZ000000002
The heart of the audio system is the Audio Management Unit (AMU).
It routes the signals generated by the crew and directs the signals to
and from the appropriate radio or interphone system.
The AMU has a decoding unit called Selective Calling (SELCAL).
It lets aural and visual indications on the ACP with an amber CALL
indication to alert the flight crew for calls from ground stations. When
the PA function is used from cockpit the audio signal is routed via
the AMU to the CIDS director and from the director to the Decoder
Encoder Units (DEUs) for distribution in the cabin.

PART 1 OUT OF 2
Sep 17, 2007

Page 280
U5F07351 - U0CT4T0 - UM23PZ000000002
ON-BOARD COMMUNICATION CONTROL AND INDICATING - AMU

PART 1 OUT OF 2
Sep 17, 2007

Page 281

CALLS PANEL
U5F07351 - U0CT4T0 - UM23PZ000000002
The CALL panel lets the cockpit crew gain the attention of a ground
mechanic or the cabin crew by triggering visual and audio signals.
For mechanic call the horn will sound, for cabin crew a high low
chime will be broadcast on respective areas.
The EVAC panel is located on the overhead panel in the cockpit. It
allows the evacuation command to be activated from the cockpit only
or from the cockpit and the pursers station.

PART 1 OUT OF 2
Sep 17, 2007

Page 282
U5F07351 - U0CT4T0 - UM23PZ000000002
ON-BOARD COMMUNICATION CONTROL AND INDICATING - CALLS PANEL

PART 1 OUT OF 2
Sep 17, 2007

Page 283

COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM23PZ000000002
Several peripherals and acoustic equipment are installed in the cockpit.

PART 1 OUT OF 2
Sep 17, 2007

Page 284
U5F07351 - U0CT4T0 - UM23PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 285

ANTENNAS
U5F07351 - U0CT4T0 - UM23PZ000000002
All the antennas are located on the outer skin of the aircraft.

PART 1 OUT OF 2
Sep 17, 2007

Page 286
U5F07351 - U0CT4T0 - UM23PZ000000002
COMPONENT LOCATION - ANTENNAS

PART 1 OUT OF 2
Sep 17, 2007

Page 287

TRANSCEIVERS, AMU, SELCAL CODE PANEL
U5F07351 - U0CT4T0 - UM23PZ000000002
The SELCAL panel, AMU, HF and VHF Line Replaceable Units

(LRUs) are located in the aft avionics compartment.

PART 1 OUT OF 2
Sep 17, 2007

Page 288
U5F07351 - U0CT4T0 - UM23PZ000000002
COMPONENT LOCATION - TRANSCEIVERS, AMU, SELCAL CODE PANEL

PART 1 OUT OF 2
Sep 17, 2007

Page 289

SATCOM
U5F07351 - U0CT4T0 - UM23PZ000000002
The SATellite COMmunication system (SATCOM) is composed of:

- the Satellite Data Unit (SDU),
- the High Power amplifier (HPA),
- the Beam Steering Unit (BSU).
The SATCOM is a multi channel aviation satellite communication
system. It supplies worldwide mobile radio communications that can
handle voice and Data. Its LRUs are located in the rear of the aircraft
in the bulk cargo compartment. The function is selected through the
ACP.

PART 1 OUT OF 2
Sep 17, 2007

Page 290
U5F07351 - U0CT4T0 - UM23PZ000000002
COMPONENT LOCATION - SATCOM

PART 1 OUT OF 2
Sep 17, 2007

Page 291

SOLID STATE COCKPIT VOICE RECORDER-SSCVR
The cockpit voice recorder records the last 2 hours of the flight crew
conversations and communications and aural warnings. It records
automatically in flight and on ground when at least 1 engine is running
and for 5 minutes after the last engine is shut down.
SSCVR CONTROL AND INDICATING
U5F07351 - U0CT4T0 - UM23PZ000000002
The Cockpit Voice Recorder (CVR) control panel gives CVR controls
for manual erasure and test of the recording.
The CVR microphone is located at the bottom of the overhead panel on
the flight deck.

PART 1 OUT OF 2
Sep 17, 2007

Page 292
U5F07351 - U0CT4T0 - UM23PZ000000002
SOLID STATE COCKPIT VOICE RECORDER-SSCVR & SSCVR CONTROL AND INDICATING
PART 1 OUT OF 2
Sep 17, 2007

Page 293

SSCVR COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM23PZ000000002
The CVR is located in the rear fuselage.

PART 1 OUT OF 2
Sep 17, 2007

Page 294
U5F07351 - U0CT4T0 - UM23PZ000000002
SSCVR COMPONENT LOCATION

PART 1 OUT OF 2
Sep 17, 2007

Page 295

U5F07351 - U0CT4T0 - UM23PZ000000002
All the communication sub-systems can be tested through the MCDU

except the CVR system.

PART 1 OUT OF 2
Sep 17, 2007

Page 296
U5F07351 - U0CT4T0 - UM23PZ000000002
PART 1 OUT OF 2
Sep 17, 2007

Page 297

SAFETY PRECAUTIONS
U5F07351 - U0CT4T0 - UM23PZ000000002
When you work on aircraft, make sure that you obey all the Aircraft
Maintenance Manual (AMM) safety procedures.
This will prevent injury to persons and/or damage to aircraft. Here is an
overview of main safety precautions related to the communications
system.
electrical power to the aircraft. Unwanted electrical power can be
dangerous.
Although the HF antenna is mounted near the vertical stabilizer, the RF
energy generated during transmissions can cause an explosion if being
used during refueling. DO NOT TRANSMIT during refueling.
When working on the aircraft make sure that you focus on the tasks.
Interruptions can lead to errors. These errors can lead to an accident. To
avoid these interruptions it is prudent to advise the flight crew, ground
crew and cabin crew of your progress. This will relieve anxiety of the
passengers, and crew members. They will not interrupt you as often,
leaving you the time to focus on your tasks.

PART 1 OUT OF 2
Sep 17, 2007

Page 298
U5F07351 - U0CT4T0 - UM23PZ000000002
SAFETY PRECAUTIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 299
23 CIDS SYSTEM PRESENTATION (1)

GENERAL
U5F07351 - U0CT4T0 - UM23PY000000002
The Cabin Intercommunication Data System (CIDS) is used for the control
and management of all the cabin systems presented in the graphic.

PART 1 OUT OF 2
Sep 17, 2007

Page 300
U5F07351 - U0CT4T0 - UM23PY000000002
GENERAL
PART 1 OUT OF 2
Sep 17, 2007

Page 301

CABIN INTERCOMMUNICATION DATA SYSTEM
U5F07351 - U0CT4T0 - UM23PY000000002
There are currently 2 CIDS systems on the single aisle fleet. The CIDS
will be explained here. The CIDS includes two directors, a touch-screen
Flight Attendant Panel (FAP), and the DEUs. The touch screen FAP
controls and indicates the status of the CIDS. Integrated within the FAP
are Cabin Assignment Module (CAM), On Board Replaceable Module
(OBRM) and Prerecorded Announcement and Music (PRAM) in flash
card format.

PART 1 OUT OF 2
Sep 17, 2007

Page 302
U5F07351 - U0CT4T0 - UM23PY000000002
CABIN INTERCOMMUNICATION DATA SYSTEM

PART 1 OUT OF 2
Sep 17, 2007

Page 303

PASSENGER ENTERTAINMENT AND SIGNS
U5F07351 - U0CT4T0 - UM23PY000000002
"No smoking" and "fasten seat belt" signs are controlled from the cockpit.
The FAP audio page provides controls and displays for the PRAM. The
PRAM can be a flash card type, directly plugged into the FAP. An audio
cassette/compact disc audio reproducer can also be installed.

PART 1 OUT OF 2
Sep 17, 2007

Page 304
U5F07351 - U0CT4T0 - UM23PY000000002
PASSENGER ENTERTAINMENT AND SIGNS

PART 1 OUT OF 2
Sep 17, 2007

Page 305

EVACUATION COMMAND SYSTEM
U5F07351 - U0CT4T0 - UM23PY000000002
The emergency evacuation command may be activated from the cockpit,

from the purser station, and optionally from the Additional Attendant
Panel (AAP).
The EVAC signal can be reset from cockpit, FAP, AAP, or switch panel.
On the FAP, EVAC CMD and EVAC RESET P/Bs are located on the
hard key panel to be available at any time whatever the FAP page
presented. The CAPT/CAPT & PURS selector switch, selects who is
able to activate an EVAC ALERT.
On the EVAC panel located in the cockpit, the CAPT/CAPT & PURS
selector switch, selects who is able to activate an EVAC ALERT.

PART 1 OUT OF 2
Sep 17, 2007

Page 306
U5F07351 - U0CT4T0 - UM23PY000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 307
U5F07351 - U0CT4T0 - UM23PY000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 308
U5F07351 - U0CT4T0 - UM23PY000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 309

AIRCRAFT DATA MANAGEMENT
U5F07351 - U0CT4T0 - UM23PY000000002
On the CIDS, the FAP displays the current cabin status on the CABIN
STATUS page. The CIDS and related cabin systems are controlled and
monitored from the FAP by its associated page.

PART 1 OUT OF 2
Sep 17, 2007

Page 310
U5F07351 - U0CT4T0 - UM23PY000000002
AIRCRAFT DATA MANAGEMENT

PART 1 OUT OF 2
Sep 17, 2007

Page 311

In this topic are described the purser station, the cabin crew station, and
the area call panel.
PURSER STATION
The purser station is equipped with the FAP.
On the CIDS system, the functions are ensured by:
- the FAP for control,
CABIN CREW STATION
U5F07351 - U0CT4T0 - UM23PY000000002
Each crew station is equipped with:

- a handset,
- an Additional Attendant Panel (AAP),
- an Attendant Indication Panel (AIP),
- a switch panel, installed adjacent to the middle RH (A321) and exit
RH (A318/319/320) attendant station.

PART 1 OUT OF 2
Sep 17, 2007

Page 312
U5F07351 - U0CT4T0 - UM23PY000000002
CONTROL AND INDICATING - PURSER STATION & CABIN CREW STATION

PART 1 OUT OF 2
Sep 17, 2007

Page 313

CONTROL AND INDICATING (continued)
AREA CALL PANEL
U5F07351 - U0CT4T0 - UM23PY000000002
The Area Call Panel (ACP) indicates:

- crew calls (pink steady or flashing),
- passenger call (blue steady),
- lavatory call (amber steady),
- lavatory smoke detection (amber flashing).
The ACPs are installed in the cabin ceiling at both ends of the
passenger compartment.

PART 1 OUT OF 2
Sep 17, 2007

Page 314
U5F07351 - U0CT4T0 - UM23PY000000002
CONTROL AND INDICATING - AREA CALL PANEL

PART 1 OUT OF 2
Sep 17, 2007

Page 315

COMPONENT LOCATION
We will now have a look at the components location.
CIDS DIRECTORS
U5F07351 - U0CT4T0 - UM23PY000000002
The main components of the CIDS are the directors. Director 1 is

active and director 2 is in hot standby, in normal operation.
The directors manage the Vacuum System Control (VSC) function
and the Smoke Detection Function (SDF).

PART 1 OUT OF 2
Sep 17, 2007

Page 316
U5F07351 - U0CT4T0 - UM23PY000000002
COMPONENT LOCATION - CIDS DIRECTORS

PART 1 OUT OF 2
Sep 17, 2007

Page 317

PASSENGER ENTERTAINMENT SYSTEM
U5F07351 - U0CT4T0 - UM23PY000000002
The passenger entertainment system is composed of the audio

reproducer, the Digital Interface Unit (DIU) and the main multiplexer.

PART 1 OUT OF 2
Sep 17, 2007

Page 318
U5F07351 - U0CT4T0 - UM23PY000000002
COMPONENT LOCATION - PASSENGER ENTERTAINMENT SYSTEM

PART 1 OUT OF 2
Sep 17, 2007

Page 319

DECODER/ENCODER UNITS
U5F07351 - U0CT4T0 - UM23PY000000002
DEUs type A and B are located behind the cabin ceiling panels. The
number of DEUs installed depends on fuselage length and
configuration of passenger entertainment systems. On the A321 for
example, up to 32 DEU-A and 8 DEU-B may be installed.

PART 1 OUT OF 2
Sep 17, 2007

Page 320
U5F07351 - U0CT4T0 - UM23PY000000002
COMPONENT LOCATION - DECODER/ENCODER UNITS

PART 1 OUT OF 2
Sep 17, 2007

Page 321

U5F07351 - U0CT4T0 - UM23PY000000002
The CFDS CIDS MENU page is accessible from the MCDU and from
the FAP.

PART 1 OUT OF 2
Sep 17, 2007

Page 322
U5F07351 - U0CT4T0 - UM23PY000000002
PART 1 OUT OF 2
Sep 17, 2007

Page 323

SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the Aircraft
maintenance Manual (AMM) safety procedures.
This will prevent injury to persons and/or damage to aircraft. Here is an
overview of main safety precautions relative to the CIDS system.
electrical power to the aircraft. Unwanted electrical power can be
dangerous.
U5F07351 - U0CT4T0 - UM23PY000000002
NOTE: Note: You must be careful when you open the panels 2000VU
or 2001VU as these are in a high voltage area.
Make sure that the warning notices are in position.
When you finish the work make sure that the work area is clean and clear
of tools and other items.
Do not touch the lamp glass with your fingers. The oils from your skin
will quickly cause deterioration of the lamp. If you accidentally touch
the lamp glass, clean it with a lint-free cloth.

PART 1 OUT OF 2
Sep 17, 2007

Page 324
U5F07351 - U0CT4T0 - UM23PY000000002
SAFETY PRECAUTIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 325
33 LIGHTS SYSTEM PRESENTATION (1)

GENERAL
U5F07351 - U0CT4T0 - UM33PZ000000002
The lighting system includes:

- cockpit lighting,
- cabin lighting and signs,
- emergency lighting,
- cargo and service compartment lighting,
- exterior lighting.

PART 1 OUT OF 2
Sep 17, 2007

Page 326
U5F07351 - U0CT4T0 - UM33PZ000000002
GENERAL
PART 1 OUT OF 2
Sep 17, 2007

Page 327

COCKPIT LIGHTS SYSTEM
The cockpit lighting system include:
- panel and instrument lighting,
- general cockpit lighting (dome light),
- ambient lighting.
U5F07351 - U0CT4T0 - UM33PZ000000002
COCKPIT LIGHTS CONTROL

The cockpit panels and instrument lighting controls are located:
- on three different panels,
- and underneath the glareshield.
The Captain and First Officer reading lights contain a potentiometer
for brightness control and a slider for beam control.
The internal light panel contains the controls for the overhead panel
integral lighting, standby compass integral light, the dome lights, and
the annunciator lights.
Two potentiometers underneath the glareshield control the integral
lighting of the glareshield and Flight Control Unit (FCU) displays.
The FLOOD LT potentiometers control the flood lights of their
respective areas and the INTEG LT potentiometer, the main panel
and pedestal lighting.
The side console light controls are on panels located on the left and
right sides of the main instrument panel.

PART 1 OUT OF 2
Sep 17, 2007

Page 328
U5F07351 - U0CT4T0 - UM33PZ000000002
COCKPIT LIGHTS SYSTEM - COCKPIT LIGHTS CONTROL

PART 1 OUT OF 2
Sep 17, 2007

Page 329

COCKPIT LIGHTS SYSTEM (continued)
COCKPIT LIGHTS
U5F07351 - U0CT4T0 - UM33PZ000000002
The ambient lighting is supplied by:

- two reading lights installed on each side of the upper part of the
overhead panel. Each reading light potentiometer controls the
brightness of the corresponding supplementary reading light.
- Side console lights bring light to:
- the side consoles,
- briefcase areas,
- the floor around the pilot seats.
- Two map lights are also installed, one on each side of the cockpit.

PART 1 OUT OF 2
Sep 17, 2007

Page 330
U5F07351 - U0CT4T0 - UM33PZ000000002
COCKPIT LIGHTS SYSTEM - COCKPIT LIGHTS

PART 1 OUT OF 2
Sep 17, 2007

Page 331

CABIN LIGHTS
In this topic will be presented the cabin lights system.
CABIN LIGHTS THROUGH CIDS
U5F07351 - U0CT4T0 - UM33PZ000000002
Various cabin light and sign systems are controlled, tested, and
monitored by the Cabin Intercommunication Data System (CIDS).
The CIDS includes two directors, the Flight Attendant Panel (FAP),
and the DEUs. The touch screen FAP controls and indicates the status
of the CIDS. Integrated within the FAP are Cabin Assignment Module
(CAM), On Board Replaceable Module (OBRM) and Prerecorded
Announcement and Music (PRAM) in flash card format.
The director communicates through Decoder Encoder Units (DEUs)
with the cabin, passenger and crew systems.

PART 1 OUT OF 2
Sep 17, 2007

Page 332
U5F07351 - U0CT4T0 - UM33PZ000000002
CABIN LIGHTS - CABIN LIGHTS THROUGH CIDS

PART 1 OUT OF 2
Sep 17, 2007

Page 333

CABIN LIGHTS (continued)
CABIN LIGHTS AND SIGNS
U5F07351 - U0CT4T0 - UM33PZ000000002
The CIDS controls and monitors the cabin lights through the FAP.
The CIDS also controls:
- the passenger lighted signs,
- the passenger reading lights,
- the passenger calls.

PART 1 OUT OF 2
Sep 17, 2007

Page 334
U5F07351 - U0CT4T0 - UM33PZ000000002
CABIN LIGHTS - CABIN LIGHTS AND SIGNS

PART 1 OUT OF 2
Sep 17, 2007

Page 335

CABIN LIGHTS (continued)
PURSER STATION
U5F07351 - U0CT4T0 - UM33PZ000000002
The FAP is located at the purser station. The FAP display structure
is made of different pages related to the different systems connected
to the CIDS.
The FAP is used for control and monitoring and the MCDU for test.

PART 1 OUT OF 2
Sep 17, 2007

Page 336
U5F07351 - U0CT4T0 - UM33PZ000000002
CABIN LIGHTS - PURSER STATION

PART 1 OUT OF 2
Sep 17, 2007

Page 337

EMERGENCY LIGHTS
Emergency lights are installed in the cabin and on the exterior fuselage
for overwing emergency exits.
The cabin emergency lights are lamps located on the cabin ceiling panels.
In order to provide sufficient lighting of the aisle, exits and emergency
exits, lights are installed on the left aisle seats and near the passenger
doors and wing exits.
The exterior emergency lights come on automatically whenever the escape
slide is deployed. The lights are supplied from the cabin emergency power
supply units.
U5F07351 - U0CT4T0 - UM33PZ000000002
The emergency - lighting system can be controlled by the control

switch EMER EXIT LT installed on the overhead cockpit control
panel.
The red EMERgency pushbutton has the same function as the cockpit
EMER EXIT LT switch in the ON position.

PART 1 OUT OF 2
Sep 17, 2007

Page 338
U5F07351 - U0CT4T0 - UM33PZ000000002
EMERGENCY LIGHTS - CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 339
U5F07351 - U0CT4T0 - UM33PZ000000002
EMERGENCY LIGHTS - CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 340
U5F07351 - U0CT4T0 - UM33PZ000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 341

EMERGENCY LIGHTS (continued)
COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM33PZ000000002
Emergency lights in the cabin include EMERGENCY EXIT signs,

Ceiling EMERGENCY lights, ESCAPE PATH lighting, The
emergency lights are supplied by several Emergency Power Supply
Units (EPSUs).
Housed in the fuselage, there are 4 exterior emergency lights. These
lights are automatically activated when an overwing emergency exit
door is opened in the armed configuration. The lights come on all
along the escape route leading to the aft wing slide. Each escape slide
has integrated lighting strips.

PART 1 OUT OF 2
Sep 17, 2007

Page 342
U5F07351 - U0CT4T0 - UM33PZ000000002
EMERGENCY LIGHTS - COMPONENT LOCATION

PART 1 OUT OF 2
Sep 17, 2007

Page 343
U5F07351 - U0CT4T0 - UM33PZ000000002
EMERGENCY LIGHTS - COMPONENT LOCATION

PART 1 OUT OF 2
Sep 17, 2007

Page 344
U5F07351 - U0CT4T0 - UM33PZ000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 345

CARGO AND SERVICE COMPARTMENT LIGHTS
U5F07351 - U0CT4T0 - UM33PZ000000002
The graphic shows the different cargo and avionics compartment lights.

PART 1 OUT OF 2
Sep 17, 2007

Page 346
U5F07351 - U0CT4T0 - UM33PZ000000002
CARGO AND SERVICE COMPARTMENT LIGHTS

PART 1 OUT OF 2
Sep 17, 2007

Page 347

EXTERIOR LIGHTS
In this topic the exterior lights system will be presented.
CONTROLS
U5F07351 - U0CT4T0 - UM33PZ000000002
The controls for all these lights are on the EXT LT panel located on
the overhead panel.

PART 1 OUT OF 2
Sep 17, 2007

Page 348
U5F07351 - U0CT4T0 - UM33PZ000000002
EXTERIOR LIGHTS - CONTROLS

PART 1 OUT OF 2
Sep 17, 2007

Page 349

EXTERIOR LIGHTS (continued)
COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM33PZ000000002
The exterior lighting system include:

- taxi, turn off lights,
- navigation, strobe, beacon, wing lights,
- take off and landing lights.

PART 1 OUT OF 2
Sep 17, 2007

Page 350
U5F07351 - U0CT4T0 - UM33PZ000000002
EXTERIOR LIGHTS - COMPONENT LOCATION

PART 1 OUT OF 2
Sep 17, 2007

Page 351

U5F07351 - U0CT4T0 - UM33PZ000000002
The CIDS related lights system can be monitored and tested via the
MCDU.
The CIDS BITE is accessible from the MCDU through the Centralized
Fault Display Interface Unit (CFDIU) or from the FAP, like it is possible
on the MCDU in the cockpit. This page is protected by a password.

PART 1 OUT OF 2
Sep 17, 2007

Page 352
U5F07351 - U0CT4T0 - UM33PZ000000002
PART 1 OUT OF 2
Sep 17, 2007

Page 353
U5F07351 - U0CT4T0 - UM33PZ000000002
SAFETY PRECAUTIONS
When you work on the lights system, make sure that you obey all the
Aircraft maintenance Manual (AMM) safety procedures. This will prevent
injury to persons and/or damage to the aircraft. Here is an overview of
main safety precautions related to the lights system.
Isolate the electrical circuits from the related equipment and the
environment to prevent injury to persons and/or aircraft damage.
Do not disconnect the electrical connections for at least two minutes after
you de-energize the electrical circuits.
When you change a lamp, do not touch the glass with your fingers. The
oils from your skin will quickly cause deterioration of the lamp. If you
accidentally touch the lamp glass, clean it with a lint-free cloth.
Do not look directly towards the lights without eyes protection. Their
intensity can be high enough to cause permanent damage to your eyes.
Make sure that there are no signs of fuel contamination in the landing
light assembly. If you find fuel contamination, no person must operate
the landing light until:
- you repair the fuel leak,
- you replace the landing light assembly.
If you do not obey this precaution, ignition of the remaining fuel in the
landing light can occur.
Put the safety devices and the warning notices in position before you start
a task on or near:
- the flight controls,
- the flight control surfaces,
- the landing gear and the related doors,
- components that move.
Do not remove a strobe light for at least ten minutes after you de-energize
the electrical circuits. The high voltage electrical current in the capacitor
of the strobe light is dangerous.

PART 1 OUT OF 2
Do not touch the strobe lights for at least 5 minutes after operation. The
strobe light will still be hot. Use gloves when removing lamps, oils from
your skin can deteriorate the life of the bulbs.
Be careful if you touch the strobe light with the cover removed and the
power on. Some components have dangerous voltages.
Sep 17, 2007

Page 354
U5F07351 - U0CT4T0 - UM33PZ000000002
SAFETY PRECAUTIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 355
51 STRUCTURE PRESENTATION (1)

STRUCTURE ATA BREAKDOWN
U5F07351 - U0CT4T0 - UM51PZ000000001
The structure of the A/C is broken down as follows:

- ATA 52 for the doors,
- ATA 53 for the fuselage,
- ATA 54 for the pylons,
- ATA 55 for the stabilizers,
- ATA 56 for the windows,
- and ATA 57 for the wings.

PART 1 OUT OF 2
Sep 17, 2007

Page 356
U5F07351 - U0CT4T0 - UM51PZ000000001
STRUCTURE ATA BREAKDOWN

PART 1 OUT OF 2
Sep 17, 2007

Page 357

DOORS
This topic presents the passenger, cargo and landing gear doors.
U5F07351 - U0CT4T0 - UM51PZ000000001
PASSENGER AND CARGO DOORS

The passenger/crew doors and the emergency exit doors are of the
same design.
The passenger/crew door aluminum alloy structure has:
- skins,
- edge members,
- horizontal beams,
- and vertical frames.
There are three cargo compartment doors installed on the left hand
side of the fuselage. The forward and aft cargo doors are also
aluminum alloy structures. This structure has:
- skins,
- edge members,
- corner pieces,
- horizontal beams,
- and vertical frames.
The bulk cargo door is of plug type design, opening inside the fuselage.
The bulk cargo door primary structure is made of aluminum alloy.
This structure has:
- skins,
- edge members,
- and horizontal beams.

PART 1 OUT OF 2
Sep 17, 2007

Page 358
U5F07351 - U0CT4T0 - UM51PZ000000001
DOORS - PASSENGER AND CARGO DOORS

PART 1 OUT OF 2
Sep 17, 2007

Page 359

DOORS (continued)
LANDING GEAR DOORS
U5F07351 - U0CT4T0 - UM51PZ000000001
The main landing gear doors are located in the lower part of the center
fuselage.
They have:
- two main doors, hinged to the two longitudinal boxes of the keel
beam,
- two hinged door,
- and two leg fairing doors.
All doors are of composite construction, including carbon fiber skins.
The nose landing gear doors have the two forward doors and two aft
doors. Both doors are of sandwich construction, including carbon
fiber skins.

PART 1 OUT OF 2
Sep 17, 2007

Page 360
U5F07351 - U0CT4T0 - UM51PZ000000001
DOORS - LANDING GEAR DOORS

PART 1 OUT OF 2
Sep 17, 2007

Page 361

FUSELAGE
U5F07351 - U0CT4T0 - UM51PZ000000001
Within the technical documentation, the fuselage is divided into five main
part, which are also divided into sections, mainly for production purpose:
- the nose forward fuselage, covered by chapter 53-10-00 and containing
sections 11/12,
- the forward fuselage, covered by chapter 53-20-00 and containing
sections 13 or 13/14, depending on the A/C model,
- the center fuselage, which is also the section 15/21, covered by chapter
53-30-00,
- the rear fuselage, covered by chapter 53-40-00 and containing sections
16/17 and 18,
- the cone/rear fuselage, covered by chapter 53-50-00 and containing the
section 19 and the tailcone, section 19.1.

PART 1 OUT OF 2
Sep 17, 2007

Page 362
U5F07351 - U0CT4T0 - UM51PZ000000001
FUSELAGE
PART 1 OUT OF 2
Sep 17, 2007

Page 363

PYLONS
U5F07351 - U0CT4T0 - UM51PZ000000001
The pylon box is the primary structure of the pylon.

The secondary structure has the forward, lower and aft fairings and the
pylon to wing center fillets.
The pylon box is an assembly of titanium alloy and steel parts which
includes spars, ribs, side panels, engine attachment, pylon to wing
attachment fittings and spigot fittings as main elements.

PART 1 OUT OF 2
Sep 17, 2007

Page 364
U5F07351 - U0CT4T0 - UM51PZ000000001
PYLONS
PART 1 OUT OF 2
Sep 17, 2007

Page 365

STABILIZERS
This topic presents the horizontal stabilizer, the elevators, the vertical
stabilizer and the rudder.
HORIZONTAL STABILIZER AND ELEVATORS
U5F07351 - U0CT4T0 - UM51PZ000000001
The horizontal stabilizer main structure has a center joint and two
outer spar boxes.
On each side, the horizontal stabilizer also has:
- a leading edge and a trailing edge structure, both being mainly made
from Carbon Fiber Reinforced Plastic (CFRP),
- and a tip, made of aluminum alloy.
The elevators are basically CFRP structure, including top and bottom
skin panels, ribs and front spar. The hinge and actuator fittings and
the trailing edge profile are made of aluminum alloy.

PART 1 OUT OF 2
Sep 17, 2007

Page 366
U5F07351 - U0CT4T0 - UM51PZ000000001
STABILIZERS - HORIZONTAL STABILIZER AND ELEVATORS

PART 1 OUT OF 2
Sep 17, 2007

Page 367

STABILIZERS (continued)
VERTICAL STABILIZER AND RUDDER
U5F07351 - U0CT4T0 - UM51PZ000000001
The vertical stabilizer structure has:

- the main spar box,
- the leading edge,
- the tip,
- and the trailing edge.
The main box is an assembly of CFRP ribs, spars and side panels.
The vertical stabilizer structure has also:
- a leading edge made of Glass Fiber Reinforced Plastic (GFRP),
- a tip made from aluminum alloy,
- a trailing edge structure made of aluminum alloy,
- and trailing edge panels made of CFRP.
The rudder structure has:
- two side panels made of CFRP,
- a front spar made of CFRP,
- leading edge panels made of CFRP,
- hinge and actuator fittings made of aluminum alloy,
- and the trailing edge profile made of aluminum alloy.

PART 1 OUT OF 2
Sep 17, 2007

Page 368
U5F07351 - U0CT4T0 - UM51PZ000000001
STABILIZERS - VERTICAL STABILIZER AND RUDDER

PART 1 OUT OF 2
Sep 17, 2007

Page 369

WINDOWS
U5F07351 - U0CT4T0 - UM51PZ000000001
The ATA 56 chapter describes the cockpit, cabin and door windows.
The cockpit windows have:
- the windshields,
- the sliding windows
- and the side fixed windows.
The cabin windows have an inner and an outer pane installed in a seal.
This assembly is installed in the window frame from inside the fuselage
and held in position by a retainer ring.
The door windows are of the same design principle as for the cabin
windows.

PART 1 OUT OF 2
Sep 17, 2007

Page 370
U5F07351 - U0CT4T0 - UM51PZ000000001
WINDOWS
PART 1 OUT OF 2
Sep 17, 2007

Page 371

WINGS
U5F07351 - U0CT4T0 - UM51PZ000000001
The wings are composed of a center wing box and two outer wings. The
center wing box is installed in the center fuselage section, and provides
the cantilever attachment of outer wings.

PART 1 OUT OF 2
Sep 17, 2007

Page 372
U5F07351 - U0CT4T0 - UM51PZ000000001
WINGS
PART 1 OUT OF 2
Sep 17, 2007

Page 373

WINGS (continued)
CENTER WING BOX
U5F07351 - U0CT4T0 - UM51PZ000000001
The center wing box is an assembly of aluminum alloy parts, which

are:
- top and bottom skin panels,
- spars,
- the main frames 36 and 42,
- longitudinal beams, on which the cabin floor structure is installed,
- and the right and the left hand side ribs 1. The internal rods are made
of aluminum alloy.

PART 1 OUT OF 2
Sep 17, 2007

Page 374
U5F07351 - U0CT4T0 - UM51PZ000000001
WINGS - CENTER WING BOX

PART 1 OUT OF 2
Sep 17, 2007

Page 375

WINGS (continued)
OUTER WING
U5F07351 - U0CT4T0 - UM51PZ000000001
Each outer wing has a main box (outer wing box), which is the main
load carrying structure. The main box supports a fixed leading edge
structure, a fixed trailing edge structure and a wing tip.
Each outer wing box is an assembly of machined aluminum alloy
parts, having:
- top and bottom skin panels,
- the front, center and rear spars,
- and internal ribs.
The fixed leading edge structure has leading edge ribs, attached to the
main box front spar, and which support the "D-nose" structure.
The fixed trailing edge structure includes hinge fittings and actuator
fittings for the movable surfaces, and intermediate ribs. The access
panels are made of CFRP.

PART 1 OUT OF 2
Sep 17, 2007

Page 376
U5F07351 - U0CT4T0 - UM51PZ000000001
WINGS - OUTER WING

PART 1 OUT OF 2
Sep 17, 2007

Page 377

WINGS (continued)
OUTER WING MOVABLE SURFACES
U5F07351 - U0CT4T0 - UM51PZ000000001
Each outer wing is fitted with:

- five slats made of aluminum alloy,
- an inboard flap and an outboard flap with a CFRP structure and a
sandwich aluminum trailing edge structure,
- five CFRP spoilers,
- and one aileron, mainly made from CFRP.

PART 1 OUT OF 2
Sep 17, 2007

Page 378
U5F07351 - U0CT4T0 - UM51PZ000000001
WINGS - OUTER WING MOVABLE SURFACES

PART 1 OUT OF 2
Sep 17, 2007

Page 379

COMPOSITE APPLICATIONS
U5F07351 - U0CT4T0 - UM51PZ000000001
The following illustration shows the main applications of composite

materials on the A320 (same materials for the other A/C).

PART 1 OUT OF 2
Sep 17, 2007

Page 380
U5F07351 - U0CT4T0 - UM51PZ000000001
COMPOSITE APPLICATIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 381
29 HYDRAULIC POWER SYSTEM PRESENTATION (1)
U5F07351 - U0CT4T0 - UM29PZ000000001
SYSTEM INTRODUCTION
The aircraft has three independent hydraulic systems:
- green,
- yellow,
- blue.
The three hydraulic systems supply hydraulic power at 3000 psi to the
users:
- flight controls,
- landing gear,
- brakes,
- nose wheel steering,
- cargo doors,
- thrust reverser operation,
- Constant Speed Motor / Generator (CSM/G).
Hydraulic fluid cannot be transferred from one system to another.
A reservoir in each hydraulic system is pressurized with air to prevent
cavitation.
The green and yellow hydraulic systems are each pressurized by an Engine
Driven Pump (EDP) 1 and 2.
The yellow hydraulic system can also be pressurized by an electric pump.
It is mainly used on ground for maintenance and cargo door operation.
If no electric power is available, a hand pump in the yellow system can
be used to operate the cargo doors.
A Power Transfer Unit (PTU) enables the green system to be pressurized
by the yellow system and vice versa. It transfers the hydraulic power but
does not transfer the hydraulic fluid.
Fire shut-off valves are located between the reservoirs and the EDPs.
They isolate the systems in case of an engine fire.
The blue hydraulic system is pressurized by an electric pump.
The electric pump is the main pump for the blue system.
It starts running at first engine start or it can be manually activated on
ground for maintenance purpose.
PART 1 OUT OF 2
Blue and yellow pumps are interchangeable.

In an emergency, the blue system can be pressurized by the Ram Air
Turbine (RAT).
The RAT is deployed automatically or manually. It pressurizes the blue
hydraulic system at 2500 psi. It can be retracted on ground only, following
a specific maintenance procedure.
Sep 17, 2007

Page 382
U5F07351 - U0CT4T0 - UM29PZ000000001
SYSTEM INTRODUCTION
PART 1 OUT OF 2
Sep 17, 2007

Page 383

ECAM HYDRAULIC PAGE
U5F07351 - U0CT4T0 - UM29PZ000000001
The items displayed on the ECAM hydraulic page are:

- reservoirs,
- fire shut-off valves,
- pumps,
- RAT,
- PTU,
- pressure indications.

PART 1 OUT OF 2
Sep 17, 2007

Page 384
U5F07351 - U0CT4T0 - UM29PZ000000001
ECAM HYDRAULIC PAGE

PART 1 OUT OF 2
Sep 17, 2007

Page 385

PANEL LOCATION
U5F07351 - U0CT4T0 - UM29PZ000000001
On the ENG FIRE panel (20VU), the fire shut-off valve pushbuttons
ENG 1 (2) released out will close the fire shut-off valves.
The EDPs, electric pumps, PTU and the RAT are operated from the HYD
control panel and monitored on the HYD ECAM page.
The blue electric pump can also be operated on ground for maintenance
purpose by the BLUE PUMP OVRD push button on the HYD
maintenance panel.
The hydraulic leak measurement system is used for maintenance purpose
only.

PART 1 OUT OF 2
Sep 17, 2007

Page 386
U5F07351 - U0CT4T0 - UM29PZ000000001
PANEL LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 387

COMPONENT LOCATION
PTU/ELEC PUMPS/RAT
U5F07351 - U0CT4T0 - UM29PZ000000001
The PTU is located in the main landing gear bay. The blue electric
pump and the RAT are located in the blue hydraulic bay and the yellow
electric pump is located in the yellow hydraulic bay.

PART 1 OUT OF 2
Sep 17, 2007

Page 388
U5F07351 - U0CT4T0 - UM29PZ000000001
COMPONENT LOCATION - PTU/ELEC PUMPS/RAT

PART 1 OUT OF 2
Sep 17, 2007

Page 389

ENGINE PUMP
The EDPs 1 and 2 are located on the accessory gearbox of engine 1
(EDP 1 green system) and engine 2 (EDP 2 yellow system).
RESERVOIR
U5F07351 - U0CT4T0 - UM29PZ000000001
The green reservoir is located inside the main landing gear bay. The
blue reservoir is located aft of the main landing gear bay on the LH
side. The yellow reservoir is located inside the yellow hydraulic bay.

PART 1 OUT OF 2
Sep 17, 2007

Page 390
U5F07351 - U0CT4T0 - UM29PZ000000001
COMPONENT LOCATION - ENGINE PUMP & RESERVOIR

PART 1 OUT OF 2
Sep 17, 2007

Page 391

SERVICING PANELS
U5F07351 - U0CT4T0 - UM29PZ000000001
The hydraulic servicing panels are located aft of the main landing
gear bay; the green and the blue panels on the LH side, and the yellow
panel on the RH side.

PART 1 OUT OF 2
Sep 17, 2007

Page 392
U5F07351 - U0CT4T0 - UM29PZ000000001
COMPONENT LOCATION - SERVICING PANELS

PART 1 OUT OF 2
Sep 17, 2007

Page 393

SAFETY PRECAUTIONS
U5F07351 - U0CT4T0 - UM29PZ000000001
When you work on aircraft, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the
aircraft. Her is an overview of main safety precautions relative to the
Hydraulic Power System.
Make sure that the hydraulic system you work on is isolated before you
pressurize the other hydraulic systems.
Make sure that the travel ranges of the flight controls are clear. Movement
of the flight controls can cause injury to persons and/or damage to the
aircraft.
Do not get hydraulic fluid or hot gas from hydraulic reservoir on your
body. Use protective clothing to prevent risk of poisoning and burns. Use
solvents, cleaning agents, sealants and other special materials in a
ventilated area. To prevent inadvertent breathing or contact with your
body, use applicable gloves, eye protections and face mask.
Install safety devices and warning before working on or near landing
gear and related doors.

PART 1 OUT OF 2
Sep 17, 2007

Page 394
U5F07351 - U0CT4T0 - UM29PZ000000001
SAFETY PRECAUTIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 395

SAFETY PRECAUTIONS (continued)
RAT
U5F07351 - U0CT4T0 - UM29PZ000000001
Activation of the RAT MAN ON switch on the ground or in flight

will extend the RAT. Install the safety device when you work near
the RAT.

PART 1 OUT OF 2
Sep 17, 2007

Page 396
U5F07351 - U0CT4T0 - UM29PZ000000001
SAFETY PRECAUTIONS - RAT

PART 1 OUT OF 2
Sep 17, 2007

Page 397

U5F07351 - U0CT4T0 - UM29PZ000000001
Do not discharge products such as oil, fuel, solvent, lubricant either in

trash bins, soil or into the water network (drains, gutters, rain water, waste
water, etc...).
Sort waste fluids and use specific waste disposal containers.
Each product must be stored in an appropriate and specific cabinet or
room such as a fire-resistant and sealed cupboard.

PART 1 OUT OF 2
Sep 17, 2007

Page 398
U5F07351 - U0CT4T0 - UM29PZ000000001
PART 1 OUT OF 2
Sep 17, 2007

Page 399
32 LANDING GEAR PRESENTATION (1)

LANDING GEAR
U5F07351 - U0CT4T0 - UM32PZ000000002
The A320 aircraft family has a LH and RH dual wheel Main Landing
Gear (MLG) and a dual wheel Nose Landing Gear (NLG).
The MLG retracts inboard into the MLG wheel well and the NLG retracts
forward into the NLG wheel well. The Landing Gears (L/Gs) are
hydraulically operated and electrically controlled. Each L/G has
hydraulically and mechanically operated doors. Each L/G has a shock
absorber.

PART 1 OUT OF 2
Sep 17, 2007

Page 400
U5F07351 - U0CT4T0 - UM32PZ000000002
LANDING GEAR
PART 1 OUT OF 2
Sep 17, 2007

Page 401

LANDING GEAR (continued)
LANDING GEAR DOORS
U5F07351 - U0CT4T0 - UM32PZ000000002
Doors are hydraulically operated and electrically controlled.

The mechanically operated doors are linked to the L/G struts and
moves with the gear.

PART 1 OUT OF 2
Sep 17, 2007

Page 402
U5F07351 - U0CT4T0 - UM32PZ000000002
LANDING GEAR - LANDING GEAR DOORS

PART 1 OUT OF 2
Sep 17, 2007

Page 403

LANDING GEAR (continued)
WHEELS AND BRAKES
U5F07351 - U0CT4T0 - UM32PZ000000002
The MLG have:

- wheels,
- carbon brakes,
- brake fans (optional),
- Tire Pressure Indicating System (TPIS) sensor (optional),
- gear jacking pad for wheel change.
The NLG has:
- a Nose Wheel Steering (N/WS) system,
- a jacking pad for wheel change,
- a TPIS sensor (optional).

PART 1 OUT OF 2
Sep 17, 2007

Page 404
U5F07351 - U0CT4T0 - UM32PZ000000002
LANDING GEAR - WHEELS AND BRAKES

PART 1 OUT OF 2
Sep 17, 2007

Page 405

LANDING GEAR EXTENSION AND RETRACTION
U5F07351 - U0CT4T0 - UM32PZ000000002
The L/G extension and retraction is controlled from the L/G control lever
located in the cockpit.
The gear up and down sequence is controlled by two computers called
Landing Gear Control and Interface Unit (LGCIU) 1 and 2. Only one
LGCIU is in command while the other LGCIU is in standby. With any
up selection the LGCIU in command will change and control a complete
gear cycle.
The gear up and down position and the door close and open position are
monitored by proximity detectors.
In case of failure of a LGCIU or a proximity detector, the other LGCIU
will be in command.
An interlock mechanism prevents unsafe retraction by locking the control
lever in the down position when any shock absorber is not extended.
The Nose Wheel (N/W) is automatically centered when the shock absorber
is extended.
The L/G is powered by the green hydraulic system. At high air speed a
safety valve cuts hydraulic supply to the L/G system.
In case of failure, the gear can be extended mechanically from the cockpit
by means of a free fall extension handle. During free fall extension, a
cut-out valve will close to cut the L/G hydraulic supply.

PART 1 OUT OF 2
Sep 17, 2007

Page 406
U5F07351 - U0CT4T0 - UM32PZ000000002
LANDING GEAR EXTENSION AND RETRACTION

PART 1 OUT OF 2
Sep 17, 2007

Page 407

BRAKING
There are two braking modes:
- normal braking,
- alternate braking.
The normal braking system is powered by the green hydraulic system.
The alternate brake system is powered by the yellow hydraulic system
and backed up by a brake accumulator.
All braking functions are controlled by the Braking/Steering Control Unit
(BSCU).
These functions are:
- normal and alternate braking,
- Anti-Skid (A/SKID) control,
- auto braking,
- brake temperature indication.
U5F07351 - U0CT4T0 - UM32PZ000000002
NORMAL BRAKING
In manual normal braking, electrical braking orders are sent by the
brake pedals to the BSCU. The BSCU energizes the normal brake
selector valve allowing green pressure to supply the brakes trough the
automatic selector and normal servo valves.
Depending on manual braking orders and A/SKID regulation, the
BSCU regulates the pressure delivered to each brake through the
normal servo valves.
Wheel rotating speed from the tachometer, aircraft speed data and
braking pressure are supplied to the BSCU for braking and A/SKID
computation.
Before landing, the crew can select one of the auto brake modes
MAXimum, MEDium or LOw, to obtain the optimal deceleration rate
compatible with the length of the runway.
Before take-off, MAXimum mode must be selected in case of an
aborted take-off.
Braking starts when the ground spoilers deploy.
PART 1 OUT OF 2
Depending on the deceleration rate and the A/SKID regulation, the

BSCU regulates the pressure delivered to each brake trough the normal
servo valves.
When the aircraft deceleration reaches a given value, the DECELerate
green light on the L/G panel comes on.
In order to stop the MLG wheels rotation before entry into the L/G
bay, a programmed brake pressure is sent to the normal brakes during
gear retraction. The N/Ws are mechanically braked at the end of the
gear cycle using brake bands.
When there is no bracking order, the servo valve is fully closed
ALTERNATE BRAKING
The alternate brake system is powered by the yellow hydraulic system
and backed up by a brake accumulator.
The alternate braking with A/SKID is electrically controlled by the
Alternate Braking Control Unit (ABCU) via the BSCU.
The ABCU becomes active when the normal brake system is faulty
and/or low hydraulic pressure in the green system. The information
comes from the BSCU.
Braking inputs are given by the brake pedals and transmitted through
the Alternate Brake Pedal Transmitter Unit to the ABCU which will
control the braking pressure.
The braking data are sent to the BSCU for A/SKID protection.
The braking pressure is read on the triple indicator.
The A/SKID regulation is disconnected, either electrically by setting
OFF the A/SKID & N/W STeeRinG switch, BSCU failure or hydraulic
low pressure (brakes being supplied by the brake accumulator only).
The pilot must refer to the triple pressure indicator to limit brake
pressure in order to avoid locking a wheel.
With the accumulator pressure only, a maximum of 7 full brake pedal
applications can be done.
Sep 17, 2007

Page 408

PARKING BRAKE
U5F07351 - U0CT4T0 - UM32PZ000000002
The parking brake system is supplied either by the yellow hydraulic

pressure or by the brake accumulator via the shuttle valves.
Putting ON the parking brake, the other braking modes and the
A/SKID system are deactivated.
With the parking brake handle in ON position, the parking brake
control valve is open and the yellow pressure goes through the parking
brake control valve, reaching the dual shuttle valves. The BSCU will
deactivate the other braking modes.
The pressure delivered to the LH and RH brakes as well as the brake
accumulator pressure are indicated on the triple pressure indicator.

PART 1 OUT OF 2
Sep 17, 2007

Page 409
U5F07351 - U0CT4T0 - UM32PZ000000002
BRAKING - NORMAL BRAKING ... PARKING BRAKE

PART 1 OUT OF 2
Sep 17, 2007

Page 410
U5F07351 - U0CT4T0 - UM32PZ000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 411

STEERING
U5F07351 - U0CT4T0 - UM32PZ000000002
The steering system uses the yellow hydraulic system to operate a steering
actuating cylinder, which changes the direction of the NLG wheels.
The steering system is controlled by the BSCU, which receives order
from:
- the steering hand wheels (orders added algebraically),
- the rudder pedals,
- the autopilot.
The BSCU transforms the orders into N/WS angle. That angle has the
following limits:
- Ruder pedals: max 6 degrees,
- Hand wheels: max 74 degrees.
The steering system receives hydraulic pressure in the following
conditions:
- A/SKID & N/W STeeRinG switch in ON,
- towing control lever in normal position,
- at least one ENG MASTER switch ON,
- aircraft is on ground.

PART 1 OUT OF 2
Sep 17, 2007

Page 412
U5F07351 - U0CT4T0 - UM32PZ000000002
STEERING
PART 1 OUT OF 2
Sep 17, 2007

Page 413

This section will highlight the control panels and indications for the
landing gear system.
LANDING GEAR / BRAKES CONTROL AND

INDICATING
U5F07351 - U0CT4T0 - UM32PZ000000002
Cockpit panel location:

- L/G control lever,
- L/G gravity extension handle,
- L/G panel which includes:
- L/G position indication panel,
- auto brake mode selection panel,
- brake fan indication/selection panel, and
- A/SKID & N/W STeeRinG selector.
- ECAM WHEEL page.

PART 1 OUT OF 2
Sep 17, 2007

Page 414
U5F07351 - U0CT4T0 - UM32PZ000000002
CONTROL AND INDICATING - LANDING GEAR / BRAKES CONTROL AND INDICATING

PART 1 OUT OF 2
Sep 17, 2007

Page 415

INDICATOR, PARKING BRAKE HANDLE, RUDDER
PEDALS
U5F07351 - U0CT4T0 - UM32PZ000000002
Cockpit panel location:

- triple pressure indicator for brake accumulator pressure and
alternate/parking brake pressure,
- parking brake selector,
- rudder/brake pedals.

PART 1 OUT OF 2
Sep 17, 2007

Page 416
U5F07351 - U0CT4T0 - UM32PZ000000002
CONTROL AND INDICATING - INDICATOR, PARKING BRAKE HANDLE, RUDDER PEDALS

PART 1 OUT OF 2
Sep 17, 2007

Page 417

NOSE WHEEL STEERING
U5F07351 - U0CT4T0 - UM32PZ000000002
N/WS control:
- rudder/steering pedals,
- N/WS hand wheels.

PART 1 OUT OF 2
Sep 17, 2007

Page 418
U5F07351 - U0CT4T0 - UM32PZ000000002
CONTROL AND INDICATING - NOSE WHEEL STEERING

PART 1 OUT OF 2
Sep 17, 2007

Page 419

COMPONENT LOCATION
U5F07351 - U0CT4T0 - UM32PZ000000002
The L/G computers are located in the forward avionics bay.

Note that the Tire Pressure Indication Unit (TPIU) is an option.

PART 1 OUT OF 2
Sep 17, 2007

Page 420
U5F07351 - U0CT4T0 - UM32PZ000000002
COMPONENT LOCATION
PART 1 OUT OF 2
Sep 17, 2007

Page 421

SAFETY PRECAUTIONS
U5F07351 - U0CT4T0 - UM32PZ000000002
When you work on the L/G system, make sure that you obey all the AMM
safety procedures. This will prevent injury to persons and/or damage to
the aircraft. Here is an overview of main safety precautions relative to
the L/G system.
When you perform any maintenance task, make sure that all circuits are
isolated. Unwanted electrical or hydraulic power can be dangerous.
Make sure that the L/G ground safety locks are installed.
Let the brakes and the wheels become cool before you go near the L/G.
Do not apply a liquid or gas fire extinguisher directly on a hot wheel or
brake unit. This could cause an explosion.
Use only nitrogen for tire inflation. If the brakes overheat, other gases
can cause an explosion.
During L/G servicing, do not let high pressure gas get in contact with
your skin. Gas bubbles in your blood can kill you.
Make sure that the controls agree with the position of the items they
operate before you pressurize a hydraulic system.

PART 1 OUT OF 2
Sep 17, 2007

Page 422
U5F07351 - U0CT4T0 - UM32PZ000000002
SAFETY PRECAUTIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 423
27 FLIGHT CONTROLS PRESENTATION (1)

INTRODUCTION
All flight control surfaces are made of composite materials except for
the slats which are made of aluminum alloy.
All flight control surfaces are electrically controlled and hydraulically
operated.
As a back-up, the stabilizer and rudder is mechanically controlled and
hydraulically operated.
Pilots use side sticks to fly the aircraft in pitch and roll.
Roll orders and speed brake orders are added with priority given to
the roll function.
GROUND SPOILERS
The ground spoiler function is used to destroy the lift during landing
and in case of aborted take-off. All spoiler panels are used.
HIGH LIFT
FLIGHT CONTROL SURFACES
The high lift function is achieved by slats and flaps.

There are two flaps, inboard and outboard, and five slats on each wing,
numbered from wing root to wing tip.
The A321 is equipped with double slotted flaps.
The control is achieved through the following conventional surfaces.
AILERON DROOP
PITCH
Pitch control is achieved by two elevators and the Trimmable
Horizontal Stabilizer (THS).
Elevators are used for short-term activity.
The THS is used for long-term activity.
The aileron droop function increases the lift on the part of the wing
which is not equipped which flaps.
The ailerons are deflected downwards when the flaps are extended.
ROLL
U5F07351 - U0CT4T0 - UM27PZ000000002
Roll control is achieved by one aileron and spoilers 2 to 5 on each

wing, numbered from wing root to wing tip.
YAW
Yaw control is fulfilled by the rudder.
The rudder is used during cross wind take-off and landing, and in case
of engine failure (thrust asymmetry).
The yaw damper function controls the rudder for Dutch roll damping
and turn coordination.
SPEED BRAKES
The speed brake function is used in flight to increase the aircraft drag.
Spoilers 2 to 4 are used.
PART 1 OUT OF 2
Sep 17, 2007

Page 424
U5F07351 - U0CT4T0 - UM27PZ000000002
INTRODUCTION & FLIGHT CONTROL SURFACES

PART 1 OUT OF 2
Sep 17, 2007

Page 425

CONTROLS
All the controls for the flight controls are located in the cockpit.
SIDE STICK
The rudder trim indicator displays rudder trim position in degrees.
FLAP CONTROL LEVER

The flap control lever selects simultaneous operation of slat and flap.
It has five positions.
The two side sticks are used for manual pitch and roll control.
They are spring loaded to neutral position.
Each side stick has a push button used for autopilot disconnection and
to take priority over the other side stick.
SPEED BRAKE LEVER

The speed brake lever controls the position of the speed brake surfaces
and pre selection of the ground spoiler function.
The lever has to be pushed down and placed in the required position.
To arm the ground spoilers for automatic extension, the lever must
be pulled UP when in the retracted position.
U5F07351 - U0CT4T0 - UM27PZ000000002
THS CONTROL
The THS is automatically trimmed during flight.
After touch down, the THS is automatically trimmed to neutral
position.
The THS mechanical control is used to set the pitch trim before
take-off or when the automatic pitch trim is not available.
Trim position is indicated in degrees on a scale adjacent to each trim
wheel.
RUDDER PEDALS
Two sets of pedals enable the rudder mechanical control.
The pedals can be individually adjusted.
RUDDER TRIM
The rudder trim control switch operates the electrical trim actuator to
move the rudder to a new neutral position.
The rudder trim RESET switch resets the trim position to zero.
PART 1 OUT OF 2
Sep 17, 2007

Page 426
U5F07351 - U0CT4T0 - UM27PZ000000002
CONTROLS - SIDE STICK ... FLAP CONTROL LEVER

PART 1 OUT OF 2
Sep 17, 2007

Page 427

INDICATING
All the indications for the flight controls are located in the cockpit.
FLIGHT CONTROL PANELS

The computer push buttons are used to energize, de-energize and reset
the flight control computers.
FAULT or OFF can be indicated.
SIDE STICK PRIORITY LIGHTS

The side stick priority lights in front of each pilot, indicate who has
taken and who has lost priority.
ECAM PAGES
U5F07351 - U0CT4T0 - UM27PZ000000002
The flight control system uses three ECAM pages:

- Flight control ECAM page for primary surface indication,
- WHEEL ECAM page for ground spoiler indication,
- Engine/Warning Display for slat/flap indication.

PART 1 OUT OF 2
Sep 17, 2007

Page 428
U5F07351 - U0CT4T0 - UM27PZ000000002
INDICATING - FLIGHT CONTROL PANELS ... ECAM PAGES

PART 1 OUT OF 2
Sep 17, 2007

Page 429

FLY BY WIRE PRINCIPLE
U5F07351 - U0CT4T0 - UM27PZ000000002
The pilots use the side sticks to fly the aircraft in pitch and roll (and in
yaw indirectly through turn coordination).
Computers interpret the pilot's inputs and move the flight control surfaces
to follow their orders.
However, regardless of the pilot's inputs, the computer prevents:
- excessive maneuvers,
- flight outside the safe flight envelope.
Autopilot commands are given directly to the computers.

PART 1 OUT OF 2
Sep 17, 2007

Page 430
U5F07351 - U0CT4T0 - UM27PZ000000002
FLY BY WIRE PRINCIPLE

PART 1 OUT OF 2
Sep 17, 2007

Page 431

FLIGHT CONTROLS ARCHITECTURE
U5F07351 - U0CT4T0 - UM27PZ000000002
A computer arrangement permanently controls and monitors the flight

control surfaces, it also records and stores faults.
This arrangement includes:
- 2 Elevator Aileron Computers (ELAC) for pitch and roll control,
- 3 Spoiler Elevator Computers (SEC) for pitch and roll control,
- 2 Flight Augmentation Computers (FAC) for yaw control,
- 2 Flight Control Data Concentrators (FCDC) for indication and
maintenance tests,
- 2 Flight Management Guidance Computer (FMGC) for autopilot
commands,
- 2 Slat Flap Control Computers (SFCC) for slat and flap control.

PART 1 OUT OF 2
Sep 17, 2007

Page 432
U5F07351 - U0CT4T0 - UM27PZ000000002
FLIGHT CONTROLS ARCHITECTURE

PART 1 OUT OF 2
Sep 17, 2007

Page 433

SURFACES
All the flight control surfaces are hydraulically operated by actuators
which receive electrical signals from the computers. The rudder and the
Trimmable Horizontal Stabilizer (THS) can also be mechanically
controlled.
ACTUATORS
All the actuators are hydraulically powered by one of the three
hydraulic circuits, except the rudder trim actuator, the rudder travel
limitation actuator and the THS servo-motors which are electrically
driven.
COMPUTERS
The relationship between actuators and computers is indicated on the
schematic. The left or right elevator actuators are connected to two
computers, one ELevator Aileron Computer (ELAC) and one Spoiler
Elevator Computer (SEC).
U5F07351 - U0CT4T0 - UM27PZ000000002
ACTIVE SERVO CONTROLS

There are two servo controls for each aileron, for each elevator and
for the yaw damping function. In normal configuration, one servo
control actuates the surface. It is called active servo control. The
second, which follows the surface deflection, is in damping mode.
When only manual pitch trim is available, the centering mode is
applied to the elevators. The actuators are hydraulically maintained
in neutral position.
RECONFIGURATION PRIORITIES
In normal configuration, the following computers ensure the servoloop
control. The arrows indicate the actuation reconfiguration priorities
in case of computer failure or loss of hydraulic circuits.

PART 1 OUT OF 2
Sep 17, 2007

Page 434
U5F07351 - U0CT4T0 - UM27PZ000000002
SURFACES - ACTUATORS ... RECONFIGURATION PRIORITIES

PART 1 OUT OF 2
Sep 17, 2007

Page 435

FLIGHT CONTROL LAWS
The Electrical Flight Control System (EFCS) computers convert pilot
inputs into aircraft control objectives.
The computers calculate the control laws that are used to compute the
surface deflections.
The system has a high degree of redundancy and it will reconfigure itself
when failures occur.
NORMAL LAW
In normal condition, the normal law is used to compute the surface
deflection orders.
Normal laws provide full flight phase envelope protection. This means
that the aircraft will be protected from excessive maneuvers during
all flight phases.
ALTERNATE LAW
The alternate law is automatically introduced as soon as the normal
law is lost due to system failures.
The alternate law gives reduced protection.
U5F07351 - U0CT4T0 - UM27PZ000000002
DIRECT LAW
The direct law is automatically introduced when further failures occur.
In direct law all protections are lost. There is a direct relationship
between the side stick orders and the surface.
The direct law is automatically activated on ground.

PART 1 OUT OF 2
Sep 17, 2007

Page 436
U5F07351 - U0CT4T0 - UM27PZ000000002
FLIGHT CONTROL LAWS - NORMAL LAW ... DIRECT LAW

PART 1 OUT OF 2
Sep 17, 2007

Page 437

MECHANICAL BACK-UP
U5F07351 - U0CT4T0 - UM27PZ000000002
The mechanical back-up lets the aircraft be controlled during a temporary

complete loss of electrical power or flight controls computers.
Longitudinal control is achieved using the trim wheels to control the
THS, as the elevators are kept at zero deflection.
Lateral control is achieved from the rudder pedals.
Hydraulic power is still needed to operate the surfaces of the THS and
the Rudder.

PART 1 OUT OF 2
Sep 17, 2007

Page 438
U5F07351 - U0CT4T0 - UM27PZ000000002
MECHANICAL BACK-UP
PART 1 OUT OF 2
Sep 17, 2007

Page 439
U5F07351 - U0CT4T0 - UM27PZ000000002
SLAT AND FLAP SYSTEM

The slats and flaps are electrically controlled and hydraulically operated.
Two SFCCs ensure control and monitoring. Each computer has one slat
and one flap channel.
The slat and flap systems are similar.
Each system is driven by a Power Control Unit (PCU) with two hydraulic
motors coupled by a differential gearbox.
Then torque shafts and gearboxes transmit the mechanical power to the
actuators which drive the surfaces.
Each motor is powered by a different hydraulic system and has its own
valve block and Pressure Off Brake (POB).
Valve blocks control the direction of rotation and the speed of their related
PCU output shaft.
The POB locks the transmission when the slat and flap surfaces have
reached the selected position or if hydraulic power fails.
Wing Tip Brakes (WTBs) are provided in order to stop and lock the
system when major failures are detected. They are hydraulically activated
and can only be reset on ground.
Position Pick-Off Units (PPUs) send slat and flap position feedback to
the SFCCs and ECAM.
Flap sensors installed between inboard and outboard flaps inhibit further
flap operation when a flap attachment failure is detected.
The signal is sent to the SFCCs via the Landing Gear Control and
Interface Units (LGCIU)
To prevent an aircraft stall, slats cannot be fully retracted at high angles
of attack or low speeds (Alpha/speed lock function).

PART 1 OUT OF 2
Sep 17, 2007

Page 440
U5F07351 - U0CT4T0 - UM27PZ000000002
SLAT AND FLAP SYSTEM

PART 1 OUT OF 2
Sep 17, 2007

Page 441

COMPUTERS
U5F07351 - U0CT4T0 - UM27PZ000000002
All the flight control computers are located in the avionics compartment.

PART 1 OUT OF 2
Sep 17, 2007

Page 442
U5F07351 - U0CT4T0 - UM27PZ000000002
COMPUTERS
PART 1 OUT OF 2
Sep 17, 2007

Page 443

ACTUATORS
U5F07351 - U0CT4T0 - UM27PZ000000002
The Aileron surface is powered by two servo controls.

Each Spoiler surface is powered by a single servo control.
The Flaps and Slats surfaces are powered by their dedicated PCU.
The Rudder surface is powered by 3 servo controls.
The THS is moved by one actuator.
The Elevator surface is powered by two servo controls.

PART 1 OUT OF 2
Sep 17, 2007

Page 444
U5F07351 - U0CT4T0 - UM27PZ000000002
ACTUATORS
PART 1 OUT OF 2
Sep 17, 2007

Page 445
U5F07351 - U0CT4T0 - UM27PZ000000002
ACTUATORS
PART 1 OUT OF 2
Sep 17, 2007

Page 446
U5F07351 - U0CT4T0 - UM27PZ000000002

PART 1 OUT OF 2
Sep 17, 2007

Page 447

MAINTENANCE TEST FACILITIES
U5F07351 - U0CT4T0 - UM27PZ000000002
All computers in the flight control systems can be tested via the MCDU.

PART 1 OUT OF 2
Sep 17, 2007

Page 448
U5F07351 - U0CT4T0 - UM27PZ000000002
MAINTENANCE TEST FACILITIES

PART 1 OUT OF 2
Sep 17, 2007

Page 449

SAFETY PRECAUTIONS
U5F07351 - U0CT4T0 - UM27PZ000000002
When you work on flight controls, make sure that you obey all the AMM
safety procedures. This will prevent injury to persons and /or damage to
the aircraft.
Put safety devices and warning notices in position before you start a task
on or near flight controls.
Make sure that the controls agree with the position of the flight control
surfaces before you pressurize hydraulic system.
Make sure that the travel ranges of the flight control surfaces are clear.
Movement of flight controls can cause injury to persons and/or damage
to the aircraft.

PART 1 OUT OF 2
Sep 17, 2007

Page 450
U5F07351 - U0CT4T0 - UM27PZ000000002
SAFETY PRECAUTIONS
PART 1 OUT OF 2
Sep 17, 2007

Page 451

SAFETY PRECAUTIONS (continued)
DYNAMIC TESTS
U5F07351 - U0CT4T0 - UM27PZ000000002
When you perform operational tests, the flight control surfaces move.

PART 1 OUT OF 2
Sep 17, 2007

Page 452
U5F07351 - U0CT4T0 - UM27PZ000000002
SAFETY PRECAUTIONS - DYNAMIC TESTS

PART 1 OUT OF 2
Sep 17, 2007

Page 453
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U5F07351
SEPTEMBER 2007
PRINTED IN FRANCE
AIRBUS S.A.S. 2007
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY
WITH BAE SYSTEMS

Level 1 Part 1

Uploaded by

Copyright:

Available Formats

Level 1 Part 1

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Level 1 Part 1

Uploaded by

Copyright:

Available Formats

Single Aisle

TECHNICAL TRAINING MANUAL

This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

Single Aisle TECHNICAL TRAINING MANUAL

00 Family Ties Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500)

Sep 12, 2007

Single Aisle TECHNICAL TRAINING MANUAL

00 FAMILY TIES PRESENTATION (1)

U5F07351 - U0CT4T0 - UM00PZ000000001

For passengers, this means an aircraft that is comfortable and convenient

00 FAMILY TIES PRESENTATION (1)

Sep 17, 2007

U5F07351 - U0CT4T0 - UM00PZ000000001

Single Aisle TECHNICAL TRAINING MANUAL

00 FAMILY TIES PRESENTATION (1)

Sep 17, 2007

U5F07351 - U0CT4T0 - UM00PZ000000001

Single Aisle TECHNICAL TRAINING MANUAL

00 FAMILY TIES PRESENTATION (1)

Sep 17, 2007

Single Aisle TECHNICAL TRAINING MANUAL

U5F07351 - U0CT4T0 - UM00PZ000000001

This Page Intentionally Left Blank

GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500)

00 FAMILY TIES PRESENTATION (1)

Sep 17, 2007

Single Aisle TECHNICAL TRAINING MANUAL

00 FAMILY TIES PRESENTATION (1)

U5F07351 - U0CT4T0 - UM00PZ000000001

GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500)

00 FAMILY TIES PRESENTATION (1)

Sep 17, 2007

U5F07351 - U0CT4T0 - UM00PZ000000001

Single Aisle TECHNICAL TRAINING MANUAL

00 FAMILY TIES PRESENTATION (1)

Sep 17, 2007

Single Aisle TECHNICAL TRAINING MANUAL

00 SA FAMILY PRESENTATION (1)

U5F07351 - U0CT4T0 - UM00PY000000001

The picture shows the main dimensions for the A320.

GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500)

00 SA FAMILY PRESENTATION (1)

Sep 17, 2007

U5F07351 - U0CT4T0 - UM00PY000000001

Single Aisle TECHNICAL TRAINING MANUAL

AIRCRAFT GENERAL - AIRCRAFT DIMENSIONS

00 SA FAMILY PRESENTATION (1)

Sep 17, 2007

U5F07351 - U0CT4T0 - UM00PY000000001

Single Aisle TECHNICAL TRAINING MANUAL

AIRCRAFT GENERAL - AIRCRAFT DIMENSIONS

00 SA FAMILY PRESENTATION (1)

Sep 17, 2007

Single Aisle TECHNICAL TRAINING MANUAL

U5F07351 - U0CT4T0 - UM00PY000000001