Emc 3 TTM Level 1 Af

A319/A320/A321
TECHNICAL TRAINING MANUAL

T1+T2 Mechanical and Avionics A319/A320/A321 IAE
V2500
AIRFRAME (LEVEL1)
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,
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without the prior written permission of AIRBUS S.A.S.
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Please consider your environmental responsability before printing this document.
T1+T2 Mechanical and Avionics A319/A320/A321 IAE V2500
TP REV 7
A319/A320/A321 AIRFRAME (LEVEL1)
29 Hydraulic Power System Presentation................................2

32 Landing Gear Presentation...............................................12
27 Flight Controls Presentation..............................................32
51 Structure Presentation......................................................60
52 Doors Presentation...........................................................82
25 Equipment/Furnishings Presentation..............................112
35 Oxygen Presentation.......................................................160
38 Water and Waste Presentation.......................................176
TABLE OF CONTENTS Page 1

© AIRBUS SAS 2014 All rights reserved. Confidential and proprietary document.
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29 HYDRAULIC POWER SYSTEM PRESENTATION

It starts running at first engine start or it can be manually activated on
SYSTEM INTRODUCTION ground for maintenance tasks.
Blue and yellow electric pumps are interchangeable.
The aircraft has three independent hydraulic systems:
In an emergency, the blue system can be pressurized by the Ram Air
- green,
Turbine (RAT).
- yellow,
The RAT is deployed automatically or manually. It pressurizes the blue
- blue.
hydraulic system at 2500 psi. It can be retracted on ground only, following
The three hydraulic systems supply hydraulic power at 3000 psi to the
a specific maintenance procedure.
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 shut off Hydraulic fluid supply to the EDPs in case
of fire.
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.
UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 2

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SYSTEM INTRODUCTION

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ECAM HYDRAULIC PAGE
The items displayed on the ECAM hydraulic page are:
- reservoirs,
- fire shut-off valves,
- pumps,
- RAT,
- PTU,
- pressure indications.

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ECAM HYDRAULIC PAGE

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CONTROL AND INDICATING
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
tasks by the BLUE PUMP OVRD pushbutton on the HYD maintenance
panel.
The hydraulic leak measurement system is used for maintenance tasks
only.

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SAFETY PRECAUTIONS
When you work on the aircraft, 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 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.

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SAFETY PRECAUTIONS

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SAFETY PRECAUTIONS (continued)
RAT
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.

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SAFETY PRECAUTIONS - RAT

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32 LANDING GEAR PRESENTATION

LANDING GEAR
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.
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LANDING GEAR

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LANDING GEAR (continued)
LANDING GEAR DOORS
Doors are hydraulically operated and electrically controlled.
The mechanically operated doors are linked to the L/G struts and
move with the gear.

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LANDING GEAR - LANDING GEAR DOORS

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LANDING GEAR (continued)
WHEELS AND BRAKES
The MLG has:
- 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).

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LANDING GEAR - WHEELS AND BRAKES

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LANDING GEAR EXTENSION AND RETRACTION
The L/G extension and retraction is controlled from the L/G control lever
installed in the cockpit.
Two computers called Landing Gear Control and Interface Unit (LGCIU)
1 and 2 control the gear up and down sequence. 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 in the up and down position, the door in the close and open
position and the shock absorber compressed (ground signal) and in the
fully extended (flight signal) 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 from locking the
control lever in the down position when any shock absorber is compressed
(ground signal).
The Nose Wheel (N/W) is automatically centered when the shock absorber
is fully extended (flight signal).
The green hydraulic system powers the L/G. 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.

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LANDING GEAR EXTENSION AND RETRACTION

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To stop the MLG wheels rotation before entry into the L/G bay, a
BRAKING programmed brake pressure is sent to the normal brakes during gear
retraction.
There are two braking modes:
Optionally, the N/Ws are mechanically braked at the end of the gear
- Normal braking,
retraction with brake bands.
- Alternate braking.
The green hydraulic system powers the normal braking system. ALTERNATE BRAKING
The yellow hydraulic system powers the alternate brake system and a The yellow hydraulic system energizes the alternate brake system and
brake accumulator backs up the yellow hydraulic system. a brake accumulator is used as a back-up to this yellow hydraulic
The Braking/Steering Control Unit (BSCU) controls and monitors normal system.
braking functions. The Alternate Braking Control Unit (ABCU) electrically controls the
These functions are: alternate braking with A/SKID or without A/SKID.
- Braking pressure regulation and anti skid, The ABCU becomes active when the normal brake system is defective
- Automatic braking, and/or the green system has a low hydraulic pressure.
- Nose wheel steering control, The data comes from the BSCU. The brake pedals give braking inputs,
- Brake temperatures indication. which are transmitted through the Alternate Brake Pedal Transmitter
The Alternate Braking Control Unit (ABCU) controls and monitors the Unit to the ABCU. The ABCU will control the braking pressure.
alternate braking system with or without the anti-skid protection. The braking, wheel speed and aircraft speed data are sent to the BSCU
NORMAL BRAKING to calculate the A/SKID protection.
The braking pressure is read on the triple indicator.
In manual normal braking, electrical braking orders are sent by the
brake pedals to the BSCU. The BSCU regulates the pressure supplied PARKING BRAKE
to each brake. The yellow hydraulic pressure or the brake accumulator supplies the
To obey the manual braking orders and A/SKID regulation, the BSCU parking brake system.
regulates the pressure supplied to each brake through the normal servo Putting ON the parking brake deactivates the other braking modes
valves. and the A/SKID system.
Wheel rotating speed from the tachometer and braking pressure are The pressure delivered to the LH and RH brakes as well as the brake
supplied to the BSCU for braking and A/SKID computation. accumulator pressure are indicated on the triple pressure indicator.
Before landing, the crew can select one of the auto brake modes
MEDium or LOw, to get the best deceleration rate that agrees 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.

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BRAKING - NORMAL BRAKING ... PARKING BRAKE

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STEERING
The steering system uses the yellow hydraulic system to operate a steering
actuating cylinder, which changes the direction of the NLG wheels.
Orders from the steering hand wheels, the rudder pedals and the autopilot
are added algebraically.
The BSCU transforms the orders into N/WS angle. That angle has the
following limits:
- Rudder pedals and autopilot: 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.

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STEERING

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This section will highlight the control panels and indications for the
landing gear system.
LANDING GEAR / BRAKES CONTROL AND
INDICATING
The cockpit equipment related to the landing gear control and
indicating are :
- L/G control lever,
- L/G gravity extension lever,
- L/G panel, which includes:
- L/G position indication panel,
- Auto brake mode selection panel,
- Brake fan indication/selection panel,
- A/SKID & N/W STeeRinG selector.
- ECAM WHEEL page.

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CONTROL AND INDICATING - LANDING GEAR / BRAKES CONTROL AND INDICATING

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CONTROL AND INDICATING (continued)
INDICATOR, PARKING BRAKE HANDLE, RUDDER
PEDALS
The Cockpit equipment related to the landing gear brakes are:
- Triple pressure indicator for brake accumulator pressure and
alternate/parking brake pressure,
- Parking brake selector,
- Rudder/brake pedals.

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CONTROL AND INDICATING - INDICATOR, PARKING BRAKE HANDLE, RUDDER PEDALS

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NOSE WHEEL STEERING
N/WS controls are done with:
- Rudder/steering pedals,
- N/WS hand wheels.

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CONTROL AND INDICATING - NOSE WHEEL STEERING

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SAFETY PRECAUTIONS
When you work on the L/G system, make sure that you obey all the AMM
the aircraft. Here is an overview of main safety precautions relative to
the L/G system.
When you do 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.

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SAFETY PRECAUTIONS

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27 FLIGHT CONTROLS PRESENTATION

Roll orders and speed brake orders are added with priority given to
INTRODUCTION the roll function.
All flight control surfaces are made of composite materials except for GROUND SPOILERS
the slats which are made of aluminum alloy. The ground spoiler function is used to destroy the lift during landing
All flight control surfaces are electrically controlled and hydraulically and in case of aborted take-off. All spoiler panels are used.
operated.
As a back-up, the stabilizer and rudder is mechanically controlled and HIGH LIFT
hydraulically operated. The high lift function is achieved by slats and flaps.
Pilots use side sticks to fly the aircraft in pitch and roll. There are two flaps, inboard and outboard, and five slats on each wing,
numbered from wing root to wing tip.
FLIGHT CONTROL SURFACES The A321 is equipped with double slotted flaps.
The control is achieved through the following conventional surfaces. AILERON DROOP
PITCH The aileron droop function increases the lift on the part of the wing
Pitch control is achieved by two elevators and the Trimmable which is not equipped which flaps.
Horizontal Stabilizer (THS). The ailerons are deflected downwards when the flaps are extended.
Elevators are used for short-term activity.
The THS is used for long-term activity.
ROLL
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.
UM27PZ000000002_011 - 27 Flight Controls Presentation Page 32

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INTRODUCTION & FLIGHT CONTROL SURFACES

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FLY BY WIRE PRINCIPLE
The pilots use the side sticks to fly the aircraft in pitch and roll (and in
yaw indirectly through turn coordination). The pilot's side stick orders
are sent to the flight control computers. These computers convert the
orders into an aircraft objective. The computers send surface deflection
orders to the surfaces in order to achieve the aircraft objective. Then, the
computers monitor the position feedback of the surfaces. This loop is
called "inner loop". The computers also receive an aircraft response and
compare it to the demand (coming from the orders), this loop is called
an "outer loop". The fly by wire design requires the aircraft to be
servo-looped.
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.

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FLY BY WIRE PRINCIPLE

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FLIGHT CONTROLS ARCHITECTURE
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.

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FLIGHT CONTROLS ARCHITECTURE

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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).
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 the mechanical control of the pitch trim is available (all
computers inop), 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.

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SURFACES - ACTUATORS ... RECONFIGURATION PRIORITIES

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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.
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.

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FLIGHT CONTROL LAWS - NORMAL LAW ... DIRECT LAW

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MECHANICAL BACK-UP
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.

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MECHANICAL BACK-UP

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SLAT AND FLAP SYSTEM
The slats and flaps are electrically controlled and hydraulically operated.
Two SFCCs ensure control and monitoring.
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.
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).

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SLAT AND FLAP SYSTEM

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The rudder trim RESET switch resets the trim position to zero.
CONTROLS The rudder trim indicator displays rudder trim position in degrees.
All the flight controls are operated from the cockpit. FLAP CONTROL LEVER
SIDE STICK 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.
For the speed brake 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.
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.

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CONTROLS - SIDE STICK ... FLAP CONTROL LEVER

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INDICATING
Several indications are used for the flight controls operation.
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.
ECAM PAGES
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.

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INDICATING - FLIGHT CONTROL PANELS & ECAM PAGES

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ACTUATORS
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.

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ACTUATORS

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ACTUATORS

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THIS PAGE INTENTIONALLY LEFT BLANK

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MAINTENANCE TEST FACILITIES
All computers in the flight control systems can be tested via the MCDU.
NOTE: The FACs as Auto Flight System (AFS) computers are tested
via the AFS select key on the MCDU.

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MAINTENANCE TEST FACILITIES

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SAFETY PRECAUTIONS
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.

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SAFETY PRECAUTIONS

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DYNAMIC TESTS
When you perform operational tests, the flight control surfaces move.

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DYNAMIC TESTS

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STRUCTURE PRESENTATION
STRUCTURE ATA BREAKDOWN
The structure of the aircraft 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,
- ATA 57 for the wings.
UM51PZ000000002_003 - 51 Structure Presentation Page 60

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STRUCTURE ATA BREAKDOWN

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DOORS
The passenger/crew doors and the emergency exit doors are of same
aluminum alloy design.
There are three cargo compartment doors installed on the right side of
the fuselage. The forward and the aft cargo doors are also aluminum alloy
structures.
The bulk cargo door is of plug type design opening inside the fuselage
and is made of aluminum alloy.
The main landing gear doors are fitted at 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 two forward doors, two aft doors and
one fixed door. The fixed door is made of aluminum alloy, the other doors
are made of sandwich type CFRP composite.

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DOORS

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FUSELAGE
Within the technical documentation the fuselage is divided into five main
parts which are also divided into sections mainly for production purpose:
- the nose forward fuselage covered by chapter 53-10-00 and containing
sections 11 and 12,
- the forward fuselage covered by chapter 53-20-00 and containing the
sections 13, or 13/14, depending on A/C model,
- the center fuselage covered by chapter 53-30-00 which is also the section
15/21,
- the rear fuselage covered by chapter 53-40-00 and containing the
sections 16, 17 and 18,
- the rear/cone fuselage covered by chapter 53-50-00 and containing the
sections 19 and the tail cone, section 19.1.
The A321, A320, A319 and A318 have the same fuselage sections. The
A321 is a stretched version of the A320 with 8 frames added FWD of
the center section and 5 frames added AFT of the center section.
The A319 is a shortened version of the A320 with 3 frames removed
FWD of the center section and 4 frames removed AFT the of the center
section.
The A318 is a shortened version of the A319 with 1.5 frames removed
FWD of the center section and 3 frames removed AFT of the center
section.

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FUSELAGE

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PYLON FOR CEO
The pylon box is the primary structure of the pylon. The secondary
structure comprises the forward, the lower and the 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.

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PYLON FOR CEO

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PYLON FOR NEO
NEO Pylon Design: The new pylon for the A320 NEO retains high
commonality with the existing A320's pylon design, while also
incorporating more titanium as well as some advanced architectures
developed for the A380 pylon. In addition, the new component also
features an advanced 'aft-pylon-fairing' concept specifically tailored for
the more fuel efficient NEO engines.

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PYLON FOR NEO

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STABILIZERS - HORIZONTAL STABILIZER &
ELEVATORS
The horizontal stabilizer main structure includes center joint and two
outer spar boxes.
On each side, the horizontal stabilizer also includes a leading edge, a
trailing edge structure, both being mainly made from Carbon Fiber
Reinforced Plastic (CFRP) and a tip which is 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 from aluminum alloy.
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 monolithic
CFRP ribs, spars and side panels. The leading edge structure and the tip
are made of Glass Fiber Reinforced Plastic (GFRP). The trailing edge
panels and the rudder are CFRP sandwich parts. Aluminum alloys are
used in hinge and actuator fittings as well as in the trailing edge profile
of the rudder.

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STABILIZERS - HORIZONTAL STABILIZER & ELEVATORS

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WINDOWS
The ATA 56 chapter describes the cockpit, cabin and door windows.
The cockpit windows include the windshield, the sliding windows and
the side fixed windows.
The cabin windows include 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.

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WINDOWS

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WINGS FIXED PARTITION
The wings consist in a center wing box which is installed in the center
fuselage section and which provides the cantilever attachment of the outer
wings. The center wing box is an assembly of aluminum alloy parts,
located between frames 36 and 42. 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 or a sharklet.
The fixed leading edge structure has leading edge ribs, attached to the
main box front spar.
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.
The sharklets are mainly made from Carbon Fiber Reinforced Plastic
(CFRP).The junction between the wing and the sharklet is done through
Rib 27, which is reinforced to have a better resistance against increased
loads.

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WINGS MOVABLE SURFACE
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.

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WINGS MOVABLE SURFACE

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COMPOSITE APPLICATIONS
The illustration shows the main application of composite materials on
A320 (same materials for other aircrafts).

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COMPOSITE APPLICATIONS

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DOORS PRESENTATION
SYSTEM INTRODUCTION
The different doors are:
- passenger doors,
- emergency exits,
- cargo doors,
- avionics compartment doors,
- cockpit door.
UM52PZ000000002_009 - 52 Doors Presentation Page 82

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SYSTEM INTRODUCTION

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DOORS PRESENTATION
PASSENGER DOORS
The single aisle family is equipped with two forward and two aft
passenger doors.
The normal door operation is fully manual.
They are plug type doors, which open upward, outward and forward
parallel to the fuselage.
The door can be operated from inside or outside the aircraft.
Each door is equipped with an emergency opening system:
- an escape slide or slide raft stowed in a container attached to the inboard
lower side of the door,
- a door damping and emergency operation cylinder that assist normal
door operation, but in an emergency acts as an actuator for automatic
door opening,
- a slide ARMING/DISARMING lever.
When the slide arming lever is in the ARMED position, the slide is
connected to the floor.
When the door is opened, the escape slide inflates automatically.
Opening the door from the outside will disarm the door and the escape
slide.
The ECAM page indicates the door in the locking/unlocking position
and the escape slide/slide raft in the armed/disarmed condition (position).

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PASSENGER DOORS

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DOORS PRESENTATION
EMERGENCY EXITS
The A318 and A319 have two overwing emergency exits (one on each
side). The A319 can also have four overwing emergency exits optionally
(two on each side).
The A320 has four overwing emergency exits (two on each side).
The A321 aircraft has four emergency exits doors (two on each side)
installed forward and aft of the wing.
On the A318, A319 and A320 aircraft, for emergency evacuation the exit
can be opened from inside or outside the cabin to activate the evacuation
system.
For normal operation, they are always armed.
To open the exit for maintenance work, authorized personnel must disarm
it from inside the cabin.
The A321 exit can be opened from inside or outside.
These emergency exits are armed in flight but disarmed on ground.

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EMERGENCY EXITS

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DOORS PRESENTATION
EMERGENCY EXITS (continued)
ESCAPE SLIDE AND SLIDING WINDOWS
On the A318, A319 and A320, each overwing escape slide is stowed
in a compartment at the wing root.
On the A321, an escape slide is packed in a container.
The slide is deployed automatically as soon as a door is opened in
armed configuration.
The ECAM page indicates the emergency exit in the locked/unlocked
position or condition and the escape slide in the armed/disarmed
condition or position.
The two cockpit sliding windows provide emergency exit from the
cockpit.

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EMERGENCY EXITS - ESCAPE SLIDE AND SLIDING WINDOWS

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DOORS PRESENTATION
CARGO DOOR
The cargo compartment doors give access to the forward and aft cargo
compartments. They open outwards and upwards from the fuselage.
They are manually locked and unlocked by a locking handle on the door.
The operation of the door is hydraulically powered by the yellow electric
pump.
In case of electrical failure the door can be opened manually by using a
hand pump.
The optional bulk cargo door installed for the A320 and A321 gives
access to the bulk cargo compartment.
This door is manually operated and opens into the bulk cargo
compartment.
The ECAM page indicates cargo doors in the closed/locked and unlocked
condition or position.

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CARGO DOOR

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DOORS PRESENTATION
AVIONICS COMPARTMENT DOORS
There are four avionics compartment doors in the lower fuselage around
the nose landing gear bay.
These doors are manually operated and open inward.
The locking mechanism is identical on each door.
Each avionics compartment door is monitored by a proximity switch,
which sends a signal to the ECAM system.

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AVIONICS COMPARTMENT DOORS

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DOORS PRESENTATION
COCKPIT DOOR
The cockpit door separates the cockpit from the cabin.
GENERAL
It is an armored and bulletproof door made to prevent a hijacking
attempt and protect the flight compartment against an intrusion.
A Cockpit Door Lock System (CDLS) controls its electrical release
and prevents an unwanted access into the cockpit.
The door also has a door escape hatch, with two pip-pins which keep
the hatch in position.

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COCKPIT DOOR - GENERAL

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DOORS PRESENTATION
COCKPIT DOOR (continued)
DOOR ELEMENTS
The door has an escape hatch which has the same structure as the
door. The hatch is manually operable only from the flight deck for
pilot emergency exit in case of cockpit door jamming.
Three mechanical latches engage in electrical release strikes actuated
by solenoids. The door is always locked when closed and the A/C is
powered.
During maintenance activity there is a magnetic door stop to keep the
door fully open.

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COCKPIT DOOR - DOOR ELEMENTS

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DOORS PRESENTATION
COCKPIT DOOR (continued)
COCKPIT DOOR LOCK SYSTEM
The CDLS controls the locking and unlocking of the cockpit door. It
also monitors the door locking and unlocking system for faults. The
system has different parts:
- the control unit on the overhead panel with an integrated pressure
sensor part for cockpit decompression detection and integrated
maintenance lights,
- the cockpit door panel on the center pedestal with a toggle switch
to control the cockpit door and a fault indicator,
- the buzzer on the overhead panel,
- improved keypad in the cabin to indicate correct function of entry
code for cockpit access authorization,
- three electrical release strikes,
- an optional back-up system may be installed to override an
inadvertent mal function of the CDLS. It has an additional control
unit, and a back-up control panel with a back-up switch and a fault
light.

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COCKPIT DOOR - COCKPIT DOOR LOCK SYSTEM

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DOORS PRESENTATION
In this topic the door control and indication will be shown.
PASSENGER DOORS
The two different indicating systems are:
- a mechanical indicating system,
- an electrical indicating system.
The mechanical indicating are:
- a visual indicator on the top of the door shows if the door is
LOCKED or UNLOCKED,
- a visual indicator on the slide arming lever shows if the slide is
ARMED or DISARMED.
The electrical indicating is:
- two warning lights,
they are visible from the inside and the outside.
When a person tries to open the door the white SLIDE ARMED light
indicates that the escape slide is in the ARMED mode.
The red CABIN PRESSURE light flashes when there is a residual
pressure in the cabin with the slide disarmed.
WARNING: Do not open a door when the aircraft is pressurized. This

will cause explosive decompression, and kill or cause
injury to persons and material.
NOTE: Note: The A321 emergency exit doors have the same control
indicating as the passenger doors.

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CONTROL AND INDICATING - PASSENGER DOORS

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DOORS PRESENTATION
EMERGENCY EXITS
Accidental opening of the cover flap for access to the inner control
handle will automatically activate the white indication light beside
the exit.
The ARMED/DISARMED condition of the exit is indicated on the
ECAM DOOR/OXY Page (DISARMED position only for maintenance
work).

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CONTROL AND INDICATING - EMERGENCY EXITS

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DOORS PRESENTATION
CARGO DOORS
There are two different indicating systems:
- a mechanical indicating system,
- an electrical indicating system.
In the access panel at the bottom of the door, there are indication
windows to check if the door is correctly locked:
- red marks: door not correctly locked,
- green marks: door correctly locked.
When the door is fully open and locked, a green indicator light comes
on, on the cargo door control panel.

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CONTROL AND INDICATING - CARGO DOORS

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DOORS PRESENTATION
ECAM DOOR/OXY PAGE
The ECAM page - DOOR/OXY monitors the status of all the doors
and the escape slide/slide raft.
The indications on the ECAM page are:
- green when the door is closed and locked,
- amber when the door is unlocked.
The white SLIDE indications on the ECAM DOOR page means that
the slides are armed.
When the slide is disarmed on any door no indication is displayed.

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CONTROL AND INDICATING - ECAM DOOR/OXY PAGE

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DOORS PRESENTATION
MAINTENANCE/TEST FACILITIES
The MCDU is used to trouble shoot the monitored components through
the INST and L/G keys. The proximity sensors, which monitor the status
of the doors, are connected to the ECAM system or Landing Gear Control
Interface Units (LGCIUs).

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DOORS PRESENTATION
SAFETY PRECAUTIONS
When you work on the aircraft, make sure that you obey all the AMM
safety procedures. This will prevent injury to personnel and/or damage
to the aircraft. Here is an overview of main safety precautions about the
door system.
Be careful before opening a cabin door. Make sure that the red warning
light does not flash. If it flashes, it means a residual pressure remains in
the cabin. When you open in this configuration a door it could kill or
cause serious injury to persons and cause damage to the aircraft.
Make sure that when you work on a cabin door the emergency control
handle is in the disarmed position with the safety pin installed. Check
that the percussion lever of the door damper and emergency operation
cylinder is in disarmed position with the safety pin installed.
Install a safety barrier or an access platform before opening any cabin
door. When opening or closing a cargo door, make sure that the access
platform is at the correct height.
When the wind speed is expected to exceed 40 knots do not open the
forward or aft cargo door and if open close the doors immediately.
Stay beside the cargo door during opening or closing. Use protective
clothes Use solvents/cleaning agents, sealants and other special materials
only with a good flow of air through the work area. Put on protective
clothing, rubber gloves, goggles and mask. Obey the manufacture's
instructions when you use these materials.

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SAFETY PRECAUTIONS

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EQUIPMENT/FURNISHINGS PRESENTATION
GENERAL
The equipment and furnishings are installed in different compartments:
- The cockpit,
- The passenger compartment,
- The cargo compartments.
UM25PZ000000002_011 - 25 Equipment/Furnishings Presentation Page 112

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GENERAL

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COCKPIT SEATS
The CAPT and F/O seats are symmetrical and their operation identical.
They are electrically or manually operated.
They are not interchangeable.
The seats are secured onto the cockpit floor.
The Third Occupant seat is a folding seat attached to the right rear panel
in the cockpit.
Position adjustment is only possible in lateral direction.
The Fourth Occupant seat is a folding seat installed against the left rear
partition in the cockpit.
This seat is optionally installed and is not adjustable.

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COCKPIT SEATS

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CABIN LAYOUTS
Here are shown the typical cabin layouts.

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CABIN LAYOUTS

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CABIN LAYOUTS

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PASSENGER SEATS
The passenger seats are mounted on standard tracks, which allow quick
removal and installation.
CABIN ATTENDANT SEATS

Cabin attendant seats are attached to partitions or lavatory walls.
Depending on the cabin configuration, the number and position of cabin
attendant seats can vary.
All are folding seats.

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PASSENGER SEATS & CABIN ATTENDANT SEATS

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GALLEYS
There are two types of galley locations, fixed and flexible. The fixed
galleys are at forward and after passenger/crew/service doors. Flexible
galley locations in forward emergency exit door area (only A321).
The number and position of the galleys vary with the cabin configuration
and the aircraft utilization.
There are dry galleys and wet galleys installed.

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GALLEYS

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LAVATORIES
The number and position of the lavatories change with the cabin
configuration.
Lavatories are available on fixed positions and flexible lavatories units
are installed in assigned flexibility areas.

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LAVATORIES

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CURTAINS AND PARTITIONS
Classes and zones are divided with floor mounted partitions and ceiling
mounted curtains.

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CURTAINS AND PARTITIONS

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CABIN PANEL LAYOUT
The cabin interior has removable panels. The lining design customizes
the cabin interior.

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CABIN PANEL LAYOUT

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CABIN SPACE FLEX ARRANGEMENT (OPTIONAL)
The Space-Flex is an innovative A320 Family option maximizing the
cabin revenue space, and equipped with lavatory accessible to Persons
with Reduced Mobility (PRM).
The optional Space-Flex concept provides a better usage of the cabin
area aft of door 4, in order to gain additional revenue space in front of
door 4:
- Freeing-up space for six more revenue generating passenger seats.
- Offering two lavatories, each of them comparable size to the existing
A320's.
- Providing one of the lavatories with a full access for PRM where a
wheelchair can conveniently be manoeuvred.

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CABIN SPACE FLEX ARRANGEMENT (OPTIONAL)

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PIVOTING OVERHEAD STOWAGE COMPARTMENT
(OPTIONAL)
The pivoting Overhead Stowage Compartment allows faster luggage
loading and increases stowage capacity.

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PIVOTING OVERHEAD STOWAGE COMPARTMENT (OPTIONAL)

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PASSENGER DOOR AND ESCAPE SLIDE
The aircraft has two forward and two aft passenger doors.
Three assist handles enhance safety during door operation.
The two forward and the two aft cabin doors have either a standard single
lane escape slide (as shown on the picture) or wide slide (for MaxPax
configuration) or a slide raft.
The inflation and deployment is automatically done when the cabin door
is opened in the armed mode. If the escape slide does not inflate
automatically, the red manual inflation handle must be pulled.

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EMERGENCY EXITS
The A318 and A319 have two overwing emergency exits (one on each
side).
The A320 (and the A319 as an option) has four overwing exits (two on
each side).
The A321 has four emergency exits, two in front and two aft the wing.

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EMERGENCY EXITS

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EMERGENCY EXIT ESCAPE SLIDE
A dual lane escape slide will deploy automatically with the opening of
a left hand or right hand overwing exit.
If the automatic inflation fails, a red handle installed at each exit frame,
when pulled, activates the manual inflation.

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EMERGENCY EXIT ESCAPE SLIDE

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PURSER STATION
The Flight Attendant Panel (FAP) used for control & programming.

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PURSER STATION

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AFT CREW STATION
The Aft Attendant Panel also called Additional Attendant Panel (AAP)
is installed at the rear left crew station. It controls some cabin systems.
The AAPs have different number of buttons depending on different
aircraft configurations.
The Attendant Indication Panel (AIP) is part of the communication system
and is installed near each main cabin crew station. It displays
communication and system related messages.

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AFT CREW STATION

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LOWER DECK CARGO COMPARTMENT
The lower deck is divided into three cargo compartments:
- The FWD cargo compartment,
- The AFT cargo compartment,
- The bulk cargo compartment.
FWD AND AFT CARGO COMPARTMENT
The forward and aft cargo compartment is basically equipped to be
loaded with bulk and loose baggage.

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LOWER DECK CARGO COMPARTMENT - FWD AND AFT CARGO COMPARTMENT

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LOWER DECK CARGO COMPARTMENT (continued)
CARGO LOADING
The optional semi-automatic cargo loading system transports pallets
and containers and is operated from a control panel installed on the
cargo door.
BULK CARGO COMPARTMENT
The bulk cargo compartment can only be loaded with bulk and loose
baggage.
A divider net with a screen separates the bulk cargo compartment
from the AFT cargo compartment.

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LOWER DECK CARGO COMPARTMENT - CARGO LOADING & BULK CARGO COMPARTMENT

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LOWER DECK CARGO COMPARTMENT (continued)
SLIDING CARPET LOADING SYSTEM
The optional Sliding Carpet Loading system (SLC) has a conveyor
belt (carpet), on which the loading personnel puts the cargo.
The control box is installed in the ceiling of the cargo door area.

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LOWER DECK CARGO COMPARTMENT - SLIDING CARPET LOADING SYSTEM

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LOWER DECK CARGO COMPARTMENT - SLIDING CARPET LOADING SYSTEM

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EMERGENCY EQUIPMENT
The function of emergency equipment is to give to crew and passengers
efficient means to handle safely hazardous situations that could occur in
the aircraft.
COCKPIT EMERGENCY EQUIPMENT LIST
The standard cockpit emergency equipment components are:
- Flash light,
- Portable Halon fire extinguisher,
- Life vest for flight crew,
- Protective Breathing Equipment (PBE),
- Crash axe,
- Fire proof gloves.

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EMERGENCY EQUIPMENT - COCKPIT EMERGENCY EQUIPMENT LIST

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EMERGENCY EQUIPMENT (continued)
CABIN EMERGENCY EQUIPMENT LIST
The standard cabin emergency equipment components are:
- Portable Halon extinguisher,
- Portable oxygen cylinder and portable oxygen mask,
- PBE,
- First aid kit,
- Megaphone,
- Portable ELT survival beacon,
- Flash light,
- Manual release tool,
- Demo kit,
- Life vest for infant,
- Spare life vest,
- Life vest for passenger (one stowed under each seat),
- Life vest for cabin crew (one stowed under each cabin attendant
seat).

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EMERGENCY EQUIPMENT - CABIN EMERGENCY EQUIPMENT LIST

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SAFETY PRECAUTIONS
When you do work on the aircraft, make sure that you obey all the AMM
the aircraft. Here is an overview of the main safety precautions related
to the Equipment/Furnishing system.
Use only the specified materials and obey the instructions from the
manufacturers. Other materials can cause damage to the surface protection
of components and related areas.
Use solvents/cleaning agents, sealant and other special materials only
with a good flow of air through the work area. Do not smoke and do not
breathe the gas. Those materials are poisonous, flammable and skin
irritants. Put on protective clothing, rubber gloves, goggles and mask.
If you get one of these materials on your skin, in your mouth or in your
eyes, flush it away with a flow of clean water. Get medical help if your
skin or eyes become irritated.
Before you start to do work on the escape slide, make sure that the slide
and door are safetied. This prevents sudden movement of the door and
accidental deployment of the escape slide when you open the door.

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SAFETY PRECAUTIONS

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OXYGEN PRESENTATION
GENERAL
The oxygen system supplies crew and passengers with oxygen in case
of cabin depressurization.
The oxygen system has three different subsystems:
- cockpit Crew Oxygen System: the oxygen is supplied from a high
pressure oxygen cylinder to quick donning masks in the cockpit (For
NEO aircraft, two segregated oxygen systems supplied by a high-pressure
oxygen cylinder for each),
- passenger Oxygen System: the passenger and cabin attendant oxygen
system is supplied by chemical oxygen generator units,
- portable Oxygen System: it has a high pressure portable cylinders with
continuous flow type masks and smoke hoods.
UM35PZ000000002_004 - 35 Oxygen Presentation Page 160

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GENERAL

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OXYGEN PRESENTATION
COCKPIT CREW OXYGEN SYSTEM
The cockpit crew oxygen system supplies oxygen to the flight crew, in
case of a sudden decrease in cabin pressurization or if there are smoke
or dangerous gases in the cockpit.
CREW OXYGEN SUPPLY FOR CEO
The cockpit crew oxygen system has a high-pressure oxygen cylinder
that can be isolated for maintenance by an ON/OFF valve. A pressure
regulator reduces the high pressure to a supply low pressure to the
masks via a supply valve.
The supply valve can be switched off from the cockpit for maintenance
action as well as in ground configuration. The system is protected if
an overpressure occurs in a high or low-pressure circuit. The
overpressure is vented overboard. The oxygen pressure condition is
indicated on the DOOR/OXY page of the ECAM system.

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COCKPIT CREW OXYGEN SYSTEM - CREW OXYGEN SUPPLY FOR CEO

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OXYGEN PRESENTATION
COCKPIT CREW OXYGEN SYSTEM (continued)
CREW OXYGEN SUPPLY FOR NEO
The cockpit crew oxygen system has two segregated oxygen systems,
each supplied by a high-pressure oxygen cylinder.
Each oxygen cylinder can be isolated for maintenance by an ON/OFF
valve. Each system is equipped with a pressure regulator which reduces
the high pressure to supply low pressure to the masks, via a supply
valve.
The supply valves can be switched off from the cockpit for
maintenance action as well as in ground configuration. The systems
are protected if an overpressure occurs in high or low-pressure circuits.
The overpressure is vented overboard. Both oxygen systems pressure
condition are indicated on the DOOR/OXY page of the ECAM system.

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COCKPIT CREW OXYGEN SYSTEM - CREW OXYGEN SUPPLY FOR NEO

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OXYGEN PRESENTATION
COCKPIT CREW OXYGEN SYSTEM (continued)
CREW OXYGEN MASKS
To use the mask the crew member squeezes the red grips to pull the
mask out of the box, and this action causes the mask harness to inflate
to put the mask on. With the mask in position and the red grips
released, the oxygen mask will be supplied with oxygen.
A mask-mounted regulator supplies a mixture of air and oxygen or
pure oxygen, or gives emergency pressure control.
With the regulator set to NORMAL, the user breathes a mixture of
cabin air and oxygen up to the cabin altitude at which the regulator
supplies 100% oxygen.
The user can select 100%, in that case the regulator supplies pure
oxygen at all cabin altitudes.
Depending on the situation, the user can use the emergency rotating
knob and receive a maximum of oxygen or with the button pressed,
the oxygen system can be tested.
A microphone is installed in the mask. A flow blinker flashes when
there is an oxygen flow.
The TEST AND RESET control enables the oxygen flow to be tested
as well as to reset the oxygen system.

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COCKPIT CREW OXYGEN SYSTEM - CREW OXYGEN MASKS

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OXYGEN PRESENTATION
CABIN OXYGEN SYSTEM
The fixed oxygen system in the cabin supplies oxygen to passengers and
cabin crew in case of cabin depressurization.
It has containers with two to four masks and a chemical oxygen generator.
The oxygen containers contain the chemical oxygen generator and the
masks.
In case of cabin depressurization the container doors open automatically
and the oxygen masks drop out.
The container doors can also be opened from the cockpit or manually
with a special tool placed in the cabin crew workstation.
By pulling the mask the oxygen generator is activated and produces pure
oxygen to the masks for a limited time.

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CABIN OXYGEN SYSTEM

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OXYGEN PRESENTATION
PORTABLE OXYGEN SYSTEM
A portable oxygen bottle and Portable Breathing Equipment (PBE) are
installed in the cockpit.
Portable oxygen bottles and PBE are installed in the cabin.

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PORTABLE OXYGEN SYSTEM

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OXYGEN PRESENTATION
The oxygen control panel, for crew and passengers, is part of the cockpit
overhead panel.
The CREW SUPPLY P/B in OFF position shuts off the supply from the
oxygen cylinder(s) to the crew masks.
The MASK MAN ON P/B electrically controls the opening of the oxygen
container doors. This will be indicated by the SYS ON light.
To reset the passenger oxygen system the TMR RESET P/B has to be
pressed. The P/B also indicates a fault in the system.

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OXYGEN PRESENTATION
SAFETY PRECAUTIONS
When you work on the oxygen 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 relative to the oxygen system.
Clean the tools and make sure that your hands are clean (no grease) to
prevent risk of contamination of the oxygen system. Be sure that any
unwanted particles get into the oxygen system they can cause damage to
the system.
Be carefully during removal / installation or transportation of the oxygen
chemical generator. Do not pull the safety pin, which will activate the
oxygen chemical generator (when activated the generator becomes very
hot).

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SAFETY PRECAUTIONS

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38 WATER AND WASTE PRESENTATION

SYSTEM INTRODUCTION
The water and waste system has:
- a potable water system,
- a waste water system,
- a toilet system.
POTABLE WATER SYSTEM

The potable water system supplies water from the water tank through a
distribution system to the users.
The users are the water faucets in the galleys and lavatories and the
vacuum toilet units.
A water heater is installed under the washbasin in each toilet unit to
supply hot water to the water tap.
The potable water system is pressurized by the bleed air system.
A compressor (optional) can be installed to pressurize the water system
with air on the ground.
Manual shut off valves are installed to isolate any galley or lavatory.
A320
The potable water system can be serviced with or without electrical
power available.
The A320 has one water servicing panel and due to water tank position,
two drain servicing panels.
UM38PZ000000002_012 - 38 Water and Waste Presentation Page 176

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SYSTEM INTRODUCTION & POTABLE WATER SYSTEM

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POTABLE WATER SYSTEM (continued)
A318/A319/A321
The A/C is serviced from a water servicing panel and a single drain
servicing panel.

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POTABLE WATER SYSTEM - A318/A319/A321

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WASTE WATER SYSTEM
The waste water drain system collects the waste water from the lavatory
washbasins and the galley sinks.
The waste water is discarded outside through the drain valve (air stop
valve) and the heated drain mast.
Air stop valves avoid constant cabin depressurization by opening only
when a certain amount of water is collected.

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WASTE WATER SYSTEM

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VACUUM TOILET SYSTEM
During toilet flushing, the waste from the toilet bowl is sent under the
effect of cabin differential pressure to the under floor waste holding tank.
Waste holding tank servicing is done from the toilet servicing panel.
On ground and in flight below 16,000 ft, a vacuum generator is used to
generate the necessary delta pressure.
The overall toilet system operation, monitoring and fault indication are
controlled by the Vacuum System Controller Function (VSCF) integrated
in the Cabin Intercommunication Data System (CIDS).
FLUSHING
When the flush switch is pressed, the Flush Control Unit (FCU) starts
the flush sequence.
The rinse valve and the flush valve open in sequence, controlled by
the FCU, to evacuate the waste material.
At the same time the FCU sends a signal to the VSCF, which will
operate the vacuum generator.
The vacuum generator creates the necessary differential pressure
between the cabin and the waste holding tank to move the waste from
the toilet bowl.
Above 16,000 ft, the vacuum generator will not be started by the
VSCF as the differential pressure is sufficient.

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VACUUM TOILET SYSTEM - FLUSHING

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The water and waste indications are displayed on the Flight Attendant
Panel (FAP).

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Each FCU monitors the operation of a toilet and transmits any fault to
the VSCF.
The VSCF sends the failure data, concerning the vacuum toilet system
to the Centralized Fault Display System (CFDS).
The CFDS fault messages of the toilet system are accessible by using the
MCDU.

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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 the aircraft. Here is
an overview of main safety precautions relative to the water and waste
system.
Before you start a task make sure that the warning notices are in position.
When you complete the work procedure, clean your hands with soap and
water. This will prevent infection (toilet waste is dangerous for health).
Do not work on the waste system and the portable water system at the
same time. This will prevent contamination of the potable water system.
When you remove a component of the toilet waste system, always put it
in a plastic bag, then seal the bag.
Do not put documents into the plastic bag. Seal the bag first, then attach
the document to it.
When you work on the potable water system make sure that the equipment
you use for the procedure is clean and approved for this system. If not it
can cause contamination.
Do not touch the water heater until it is sufficiently cool to prevent burns
when you do the maintenance tasks.

TP REV 7
SAFETY PRECAUTIONS

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A319/A320/A321

TECHNICAL TRAINING MANUAL

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AIRBUS Environmental Recommendation.

29 Hydraulic Power System Presentation................................2

TABLE OF CONTENTS Page 1

29 HYDRAULIC POWER SYSTEM PRESENTATION

UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 2

UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 3

29 HYDRAULIC POWER SYSTEM PRESENTATION

UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 4

ECAM HYDRAULIC PAGE

UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 5

29 HYDRAULIC POWER SYSTEM PRESENTATION

UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 6

CONTROL AND INDICATING

UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 7

29 HYDRAULIC POWER SYSTEM PRESENTATION

UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 8

UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 9

29 HYDRAULIC POWER SYSTEM PRESENTATION

UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 10

SAFETY PRECAUTIONS - RAT

UM29PZ000000001_013 - 29 Hydraulic Power System Presentation Page 11

32 LANDING GEAR PRESENTATION

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 12

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 13

32 LANDING GEAR PRESENTATION

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 14

LANDING GEAR - LANDING GEAR DOORS

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 15

32 LANDING GEAR PRESENTATION

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 16

LANDING GEAR - WHEELS AND BRAKES

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 17

32 LANDING GEAR PRESENTATION

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 18

LANDING GEAR EXTENSION AND RETRACTION

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 19

32 LANDING GEAR PRESENTATION

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 20

BRAKING - NORMAL BRAKING ... PARKING BRAKE

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 21

32 LANDING GEAR PRESENTATION

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 22

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 23

32 LANDING GEAR PRESENTATION

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 24

CONTROL AND INDICATING - LANDING GEAR / BRAKES CONTROL AND INDICATING

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 25

32 LANDING GEAR PRESENTATION

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 26

CONTROL AND INDICATING - INDICATOR, PARKING BRAKE HANDLE, RUDDER PEDALS

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 27

32 LANDING GEAR PRESENTATION

UM32PZ000000002_010 - 32 Landing Gear Presentation Page 28

CONTROL AND INDICATING - NOSE WHEEL STEERING