AIRCRAFT GENERAL – AIRCRAFT OVERVIEW

Page 2: Introduction
The Airbus A320 is a short to medium range transport jet.
The A320 family of aircraft consists of the A319, A320, and A321.
Minor differences exist between the series.

Page 3: Flight Crew

The aircraft requires a flight crew of 2 pilots.
The required in flight staff is determined by your airline and is shown on this frame.

Page 4: A/C Configuration

This frame shows the series of aircraft and the cabin configuration in your fleet.
Actual layout of the cabin and operation of the doors will be described in other modules.

Page 5: Service Equip Location

Notice the location of service equipment when the aircraft is at the gate.

Page 6: Operating Limitations

Here we show some operating Limitations of the aircraft.
Notice the maximum flight altitude and the takeoff and landing weight limits.
Always refer to your FCOM for up to date, detailed information.
For the remainder of this module, we'll provide an overview of the aircraft features.

Page 7: AC External Power Receptacle

The AC External Power Receptacle is located as shown.
It is equipped with a Flight Interphone jack that allows the ground crew to communicate with the pilots during pushback or
tow.

Page 8: Electrical System Diagram

On this frame, we show the Electrical System diagram as it appears when powered by External Power.
Notice the other available sources of AC power are the Engine Driven generators and the APU generator.

Page 9: Air Data Ports

Pitot probes, Static ports, and Angle of Airflow sensors are installed.
A Total Air Temperature probe is installed as well.
These items provide air data and angle of attack information to the ADIRU.
A separate standby Pitot probe and Static port provide information to the Integrated Standby Instrument System (ISIS).

Page 10: ADIRU's

The ADIRUs provide Air Data and Inertial Reference data to the aircraft systems.
Much of this information is constantly displayed on the flight instruments.

Page 11: Weather Radar Antenna

The weather radar antenna is located behind the radome in the nose section of the aircraft.
The antenna is a flat dish type - typical for a color radar display.

Page 12: Antenna Locations

This frame shows the location of various antenna on the aircraft.

Page 13: Landing Gear Control

Control of the Landing Gear is provided by the Landing Gear Lever.
The Landing Gear normally retract and extend hydraulically, but can also extend by freefall.
When the gear is retracted, they are completely enclosed by doors.
Page 14: Nosewheel Steering
Nosewheel steering is hydraulically operated and can be controlled by the Steering Hand Wheel or the rudder pedals.
The Steering Hand Wheel provides a maximum steering angle of 75 degrees, while the Rudder pedal steering provides a
maximum steering angle of 6 degrees.

Page 15: Main Gear

Each of the main Landing Gear has two wheels.
The Main Gear wheels have hydraulically operated brakes, with Anti-skid protection.
Also, an Autobrake System is installed and is used both for rejected takeoff and landing.

Page 16: Flight Crew Oxygen

Flight Crew oxygen is provided by a gaseous bottle.
The Oxygen Blow Out disc is located as shown.
If this disc is missing - the crew oxygen bottle requires servicing before flight.

Page 17: Cabin Oxygen

Cabin oxygen is provided by oxygen generating canisters.
Additionally, the cabin is equipped with Portable Oxygen Bottles (POBs).

Page 18: Cargo Compartments

The aircraft is equipped with a pressurized Forward, Aft, and Bulk cargo compartment.
The Forward and Aft cargo doors are normally operated with hydraulic pressure.
Some aircraft cargo compartments may be heated and ventilated. Check your FCOM.
The compartments have smoke detection and fire extinguishing systems.

Page 19: A/C Packs

Two air conditioning packs are installed to provide environmental control.

Page 20: A/C Packs Air Source

On the ground, the packs can receive compressed air from a Ground Source, the APU, or the engines.
During flight operations, the pneumatic air is normally supplied by the engines.

Page 21: V2500 Engine

The V2500 engine operates at Stage 3 noise levels - allowing the aircraft to meet or exceed the noise requirements that were
set for the year 2000.

Page 22: Autothrust System

The Autothrust system is normally used to set the power in flight.
Autothrust is normally engaged after takeoff by moving the thrust levers back to Climb detent.
With Autothrust active, the thrust levers do not move, but the thrust is automatically set according to the phase of flight.
At anytime, the pilot can manually move the thrust levers to control the power setting.

Page 23: Thrust Reverser System

The engine is equipped with a thrust reverse system, which is hydraulically operated.
The Fan airflow provides reverse thrust, and the primary thrust continues to flow normally.
Note: The A320 does not perform powerbacks.

Page 24: Engine Fire Detection

The Engine Fire Detection system detects fire conditions.
Engine Fire Protection is controlled from the flight deck, and is provided by two extinguishing Agent bottles for each engine.

Page 25: Wing Anti-Ice

Wing Anti-ice is applied to the 3 outboard slats of each wing.
Wing Anti-ice is operated in flight when required by icing conditions, but can also be operated for 30 seconds on the ground for
testing purposes.

Page 26: Engine Anti-Ice

Engine Anti-ice is applied to the engine cowl.
Engine Anti-ice may be operated on the ground or inflight when required by icing conditions.

Page 27: Electrical Anti-Ice Windows

Electrical Anti-ice is applied to some of the flight deck windows.
Electrical anti-ice is operated for all flight operations to inhibit ice build up.

Page 28: Electrical Anti-Ice Probes

Electrical Anti-ice is applied to the air sensing probes.
Electrical anti-ice is operated for all flight operations to inhibit ice build up.

Page 29: Fuel System

The standard fuel system consists of three fuel tanks, with fuel capacities shown on this frame.
The aircraft is equipped with fuel tanks that provide fuel to operate the engines and APU as shown above.

Page 30: Fuel Pressure

Fuel pressure is normally delivered to the engines/APU by the use of electrically powered boost pumps.

Page 31: Wing Tanks

Each wing tank directly feeds its own engine.
However either wing tank can feed any engine or the APU - by opening the Fuel Crossfeed Valve.

Page 32: APU Fuel

The Center tank can feed both engines, and the APU; however, the APU is normally supplied fuel from the Left Wing Tank.

Page 33: Pressurized Refueling

Pressurized refueling is accomplished at the right wing.
Note the location of the fueling manifold and the refueling panel.

Page 34: Hydraulic System

The aircraft is equipped with three hydraulic systems.
They are Green, Blue, and Yellow systems.

Page 35: Green/Yellow Systems

The Green and Yellow hydraulic systems are normally pressurized by an engine driven pump.

Page 36: Power Transfer Unit

A Power Transfer Unit (PTU) can provide pressure from the Green system to the Yellow system, or vice versa, when necessary.

Page 37: Yellow System

The Yellow system also has an electric motor driven pump, which is normally used during ground operations.

Page 38: Blue System

The Blue system is normally pressurized by an electric motor driven pump but can also be pressurized by a Ram Air Turbine
(RAT).
The Blue system can operate an Emergency Generator to provide electrical power in flight when no other source of AC power is
available.

Page 39: Primary Flight Controls

All Primary Flight Controls are hydraulically operated.
Control is provided by 2 Elevator Aileron Computers (ELACs), 3 Spoilers Elevator Computers (SECs), and 2 Flight Augmentation
Computers (FACs).

Page 40: Flight Control Laws

The Flight Control systems operate under "Laws" which provide different levels of automated protection against overspeed,
bank, wing loading, stall and other adverse conditions.
The Normal Law, Alternate Law, and Direct Law operating modes are available and are described in the Flight Control Modules.
In general, the flight controls require hydraulic operation and require computer signals. We’ll now provide a brief overview of
all flight controls.

Page 41: Aileron/Elevator Control

The ailerons and elevators are normally controlled by the ELACs.
Movement of these flight controls are a computerized response to a side stick or autopilot request.

Page 42: Rudder Control

Rudder is controlled mechanically via the rudder pedals, however electrical control for yaw damping, turn coordination and
rudder trim is provided by FACs.

Page 43: Secondary Flight Controls

The Secondary Flight Controls require hydraulic pressure to operate. These controls include the Spoilers, High Lift Devices, and
Trimmable Horizontal Stabilizer (THS). The THS may also be controlled mechanically by manual control of the pitch trim wheel.

Page 44: Spoilers

The Spoilers are controlled by the SECs, and the SECs also provide a backup control for the Elevators.

Page 45: Spoiler/Aileron Mixing

Four of the Spoilers automatically augment the Aileron lateral commands.

Page 46: Speedbrakes

Spoilers 2, 3, and 4 can be extended inflight as speedbrakes - by use of the Speedbrake Lever.
As speedbrakes, they destroy lift and induce drag to decelerate the aircraft or increase descent rates.

Page 47: Ground Spoilers

Spoilers 1 to 5 operate as Ground Spoilers and are normally armed for automatic deployment during an RTO or during landing.
The Ground Spoilers aid in deceleration during rejected takeoffs and landings.
The Ground Spoilers can only extend when there is weight on the main gear.

Page 48: Trimmable Horizontal Stabilizer

The Trimmable Horizontal Stabilizer (THS) is normally controlled by one of three electrical motors which are signaled by the
ELACs or SECs.
The actual drive operation of the THS is provided by the Green or Yellow Hydraulic system. If the Green and Yellow systems are
not available, mechanical control of the THS is lost.

Page 49: Slat Flap Control Computers

The Slat Flap Control Computers (SFCCs) provide control for the hydraulically operated slats and flaps.
There are 5 slat segments on the leading edge on each wing and inner and outer flap panels the trailing edge of each wing.
The FLAP lever on the Pedestal has 5 detent positions to control the position of the Slats and Flaps.

Page 50: Takeoff and Landing Settings

This frame displays the normal FLAP settings for Takeoff and Landing.

Page 51: Outflow Valve

The Outflow Valve provides control over cabin pressurization.
The Pressurization System operates in either the AUTO, or MANUAL modes.
Page 52: Pressure Safety Valves
Over Pressure Relief and Negative Pressure Relief are provided by the Safety Valves.

Page 53: APU

The APU is located in the tail section of the aircraft, and provides electrical power and bleed air.

Page 54: APU Inlet/Exhaust

Inlet Air for APU combustion enters through an automatic flap on the lower side of the fuselage.
APU Exhaust is delivered straight out the aft end of the aircraft.

Page 55: APU Power

With an inoperative engine driven generator, the aircraft can dispatch with the APU as the second source of electrical power.
Certain restrictions apply and are noted in the MEL.
The APU can provide electrical power to the maximum flight altitude.
The APU can operate two packs up to 15,000’, but can only operate one pack between 15,000’ and 20,000'.

Page 56: APU Fire Protection

APU Fire Protection is provided from one agent bottle.
Controls for this bottle are provided on the Overhead Panel and on the External APU Control Panel.

Page 57: Auto Flight System

The aircraft is equipped with an advanced Auto Flight System.
Inputs to the Auto Flight are made through the Flight Control Unit (FCU) or the Multifunction Control Display Units (MCDUs).

Page 58: FCU

The FCU provides a means to select vertical and lateral modes and speed control.
When the FCU is used to control the Auto Flight, the system is said to be operating in a “selected mode”.

Page 59: MCDUs

The MCDUs provide a means to control the Flight Management System to fly an automated route.
When an MCDU is used to control the Auto Flight, the system is said to be operating in a “managed mode”.
As you can imagine, we’ll learn much more of the Auto Flight system in this course.

Page 60: Completed

This completes our overview of the A320 systems.
You will receive detailed information on all systems later in this course.
For now, let’s answer some questions on what you've learned.

Dimension and Ground Maneuvering Distances

Page 2: Introduction to Dimensions
This module describes the A320 principal dimensions and required ground maneuvering distances.
Additionally, we will identify the location of compartments, ground servicing panels and connections, and the location of
various antennas.
Let's begin with dimensions.

Page 3: Fuselage Width

The overall width of the fuselage is 3.95m (or 12 feet, 11 inches).
The cabin is designed to be wide and comfortable compared to other aircraft this size.
Therefore, the cabin is described as a "Single Aisle" cabin, and not a "narrow body".

Page 4: Overall Length

The overall length of the aircraft is 37.57m (or 123 feet, 3 inches).
The height of the Vertical Stabilizer is 11.75m (or 38 feet, 7 inches).

Page 5: Nose to Nose Gear

The distance from the nose to the nose gear is 5.07m (or 16 feet, 7 inches).
The nose gear is located approximately at the location of the cabin entrance door.
Keep this in mind when making tight taxi turns.

Page 6: Nose Gear to Main Gear

The distance from the nose gear to the main gear is 12.64m (or 41 feet, 6 inches).
The distance from the aircraft nose to the main gear is 17.71m (or 58 feet, 1 inch).

Page 7: Ground to Pilot Eye Level

The distance from the ground to the eye level of the pilots is 4.56m (or 14 feet, 11 inches).
Also, we show the distance from the ground to the bottom of the cabin doors.
OK. We've covered all the dimensions for the side view, here they are again for your review.

Page 8: Wing Span

The Wing span is 34.1 meters (or 111 feet, 10 inches) and the span of the Horizontal Stabilizer is 12.45m (or 40 feet, 10 inches).
The distance from the hub of one main gear to the other is 7.59m (or 24 feet, 11 inches).

Page 9: Engine Clearance

The bottom of each engine is only .75m (or 2 feet, 2 inches) from the ground.
The distance from the nose cone of one engine to the other is 11.51m (or 37 feet, 9 inches).

Page 10: Turning Radius

The Ground Maneuvering diagram is shown on this frame. The "Minimum Theoretical Pavement Width for a 180 degree Turn"
is listed on the chart at 22.8m (or 75 feet).
You should note that this width assumes the turn is started with the outboard main gear on the edge of the pavement and a
maximum effort turn is accomplished.
The maximum steering angle is 75 degrees but the effective turn is a maximum of 70.2 degrees.

Page 11: Turning Arcs

Become familiar with the dimensions, including the turning arc for the wing and tail - which is larger than the arc required for
the aircraft nose.

Page 12: Unpressurized Compartments

This frame shows the unpressurized compartments.
Starting at the front is the Radome that holds the weather radar antenna. Next is the Nose Gear Bay.
Then the Air Conditioning Compartment and the Main Gear Bay, followed last by the Tail Cone area, which holds the APU.
All other areas of the fuselage are pressurized areas.

Page 13: Antenna

This frame shows the location of the various antenna for Communications, Navigation and other guidance receivers.
Some of the antenna locations may not apply to all aircraft, as certain radios (like HF) are optional.

Page 14: Service Panels and Connections

To complete this module, we show the various service panels and connection areas for ground operations.
Many of these are for maintenance, but you should know where the panels are located so that you can check that they are
closed during your preflight inspection.
AIRCRAFT GENERAL – FLIGHT DECK LAYOUT
Page 2: Flight Deck Layout
This frame shows the Flight Deck layout and seating arrangement.

Page 3: Pilot Seats and Controls

The pilot seats are electrically operated.
Controls are provided for the adjustment of forward/aft/outboard/inboard, up/down, and recline with an adjustable lumbar
support.

Page 4: Jumpseats
There are two forward-facing foldable jumpseats; one fixed jumpseat on the bulkhead to the left of the cabin door and one
moveable jumpseat that is stowed away from the cockpit entrance while not in use.

Page 5: Armrest Adjustments

The outboard armrest of each pilot seat is enlarged and has enhanced position controls to enable specific positioning of the
armrest for use of the Side Stick.
Note the controls for this armrest.

Page 6: Sliding Table

A Sliding Table can be pulled out for use by the pilot.

Page 7: Primary Flight Instruments

The Primary Flight Instruments are provided on 4 Display Units.
The Primary Flight Display (PFD), and Navigation Display (ND) normally appear as shown here.
While the PFD displays all primary attitude and flight information, the ND has various display modes that may be selected by
the pilot.

Page 8: ECAM
The Electronic Centralized Aircraft Monitor (ECAM) displays on an upper and a lower Display Unit, and is controlled by the
ECAM control panel.
The upper DU shows the Engine Warning Display (E/WD), which provides a display of engine parameters, and also provides
abnormal and emergency checklists and warnings.
The lower DU shows various System Displays (SD) as selected on the ECAM Control Panel.

Page 9: Stby Flight Instruments

To the left of the ECAM are the Standby Flight Instruments or Integrated Standby Instrument System (ISIS) .
To the right of the ECAM are the controls for Landing Gear and Brakes.

Page 10: Glareshield

The glareshield holds the Master Caution/Warning lights, EFIS Control Panels, and the Flight Control Unit (FCU).
The Master Caution/Warning lights are called “attention getters” as they (along with aural sounds) alert the crew to situations
that require immediate crew awareness or immediate crew action.

Page 11: EFIS Ctl Panels

The EFIS Control Panels allow the pilot to select various display modes on the ND and to control the Altimeter setting that is
displayed on the PFD.

Page 12: FCU

The Flight Control Unit (FCU) is used to provide selected inputs to the Auto Flight System.

Page 13: Overhead Panel

The Overhead Panel holds system panels to control and monitor the aircraft systems.
On this frame, click the hotwords to identify the systems panels.
Page 14: Pedestal
The Pedestal holds various items to include the Ecam Control Panel, the Multifunction Control Display Units (MCDUs), Engine
Controls, Communication Controls, Flap Lever, and the Speedbrake Lever.
Click the hotwords to identify the items on the pedestal.

Page 15: Loudspeakers

Loudspeakers are installed in the Flight Deck to provide crew alerts and to hear ATC communication.

Page 16: Lights Out Concept

We’ll now describe the operating philosophy of the flight deck switches and lights.
The flight deck is designed with a “lights out” concept.
Therefore, for normal operation, the white lights in the overhead panel pushbutton switches should be extinguished.

Page 17: FAULT Lts

The illumination of a white light normally indicates the pushbutton is not in the normal position.
The illumination of the FAULT light indicates there is an abnormal condition.

Page 18: Blue Lts

Some switches illuminate a blue light when they are selected ON, to advise the crew that they are selected on and operating.
Blue lights are for normal operation of a system used temporarily.

Page 19: Green Lts

Additionally, a green light may be used to advise the crew of a normal operation, such as when the APU is available.
Green lights indicate a normal condition.

Page 20: Phases of Flight

System information is provided to the crew only when there is a “need to know”. The “need to know” situation is based upon
the particular phase of flight.
This frame shows the phases of flight that are considered.
While some indications are available in one phase of flight, you will find they are inhibited in other phases.
We will discuss the flight phases as we train the particular systems.

Page 21: Flt Deck Emergency Equipment

To finish this module, note the locations of emergency equipment in the flight deck.
Click the hotwords as desired to identify all items on this frame.

WATER AND WASTE SYSTEMS

Page 2: Potable Water

This module describes the: Potable Water System, Waste Water System, and Toilet System.
The Potable Water system provides fresh water to the galleys and lavatory sinks.
This water is also delivered to toilets as a rinse during toilet flushing.
The water is stored in a 200 liter (or 53 gallon) tank, that is located just behind the forward cargo compartment.

Page 3: Potable Water Pressure

Water pressure is provided when bleed air is applied to pressurize the tank.
The bleed air may be applied from the operating APU, an operating engine, when a ground source of compressed air is applied
to the pneumatic system, or the air boost system consisting of an electric compressor that comes on automatically when bleed
air is insufficient or unavailable. An alternate method of pressurizing the water tank on the ground is to directly connect an air
pressure source to the service panel pressure port on the water service panel.

Page 4: Water Heaters

There is an electrically powered water heater for each basin.
Page 5: Manual Shut Off Valves
There is a manual shut off valve for each washbasin and galley area.
The valve is marked with an OPEN and SHUT legend to identify the two positions of the valve.
While flight crews will not normally operate these valves, it may be necessary to close a valve in the event of a leak during
flight.

Page 6: Tank - Refill and Drain

The tank may be refilled or drained from the Service Panel located on the bottom of the fuselage.

Page 7: Water Quantity Indications

The water quantity indications are displayed on the Service Panel and on the Forward Attendant’s panel.

Page 8: Waste Water

The Waste Water from the lavatory sinks and galley areas is drained overboard through electrically heated drain masts.
The waste water drain force is provided by cabin differential pressure when the aircraft is in flight or by gravity when the
aircraft is on the ground.
An Air Stop Valve is used to inhibit the overflow of air unless the sink is intentionally drained.

Page 9: Sink Drains

The forward lavatory sink and galley areas drain through the forward drain mast.
The aft lavatory sink and galley areas drain through the aft drain mast.

Page 10: Toilet Flushing

The aircraft is equipped with a single 170 liter (or 45 gallon) waste storage tank.
The tank is maintained at a negative pressure in order to forcibly draw waste from the toilet when the toilet flush valve is
opened.
Waste tank negative pressure is provided by cabin differential pressure when the aircraft is above 16,000 ft.
When the aircraft is below 16,000 ft. a vacuum generator provides the negative pressure.

Page 11: Flush Sequence

The flush sequence activates both a rinse valve and a flush valve.
The valves are electrically operated.
The rinse valve applies fresh water from the potable water system to the toilet bowl and the flush valve opens to evacuate the
contents of the bowl.

Page 12: Manual Flush Control Handle

If a flush valve fails to operate, a manual operated flush control handle is located under the toilet bowl.
A flush valve that remains open will allow cabin air to be continuously discharged overboard and produces a loud noise.

Page 13: Ground Personnel Flushing

Ground personnel can rinse and flush this system through a Service Panel under the fuselage.

Page 14: Waste Level Display

The Waste level of the tank is displayed on the forward attendant’s panel.

EXTERIOR LIGHTNING

Page 2: Introduction
This module describes the location and operation of the Exterior Lighting.

Page 3: Light Switch Panel

The controls for the Exterior Lighting are located on the EXT LT Overhead Panel.
Notice the layout of the switches and their position on this panel.
Page 4: STROBES
There are 3 synchronized strobe lights installed, one on each wing tip and one below the tailcone.
These lights are controlled by the 3 position STROBE switch.
The ON and OFF positions manually turn on or off the strobe lights.
The AUTO position will cause the strobe lights to operate automatically when the main gear strut is not compressed. Thus,
AUTO operates the strobes when the aircraft is in flight.

Page 5: STROBE LT OFF Memo

If the strobe lights are OFF in flight, the green STROBE LT OFF memo message displays on the Engine/Warning Display (E/WD).

Page 6: Beacons
There are two flashing red beacon lights, one on top and one on the bottom of the fuselage.
They are controlled by the 2 position BEACON switch.
The Beacon lights are turned on before aircraft movement or before engine start.

Page 7: Wing Lights

There are two wing lights on each side of the fuselage.
The lights are turned on to illuminate the leading edge of the wing and the engine air intake when a visual inspection of icing is
desired.
The two wing lights are controlled by the 2 position WING switch.

Page 8: Navigation Lights

There are two sets of navigation lights on each wing tip and in the APU tail cone.
This provides a full backup set of navigation lights to be selected by the crew when necessary.
Both sets of navigation lights are controlled by the three position NAV & LOGO switch.

Page 9: NAV & LOGO Switch

The OFF position turns all navigation and logo lights off.
Position-1 turns on the logo lights and the first set of navigation lights, while Position-2 turns on the logo lights and the second
set of navigation lights.

Page 10: Logo Lights

Logo lights are installed in the upper surface of each horizontal stabilizer to illuminate the logo on the vertical stabilizer.
The Logo lights are controlled by the NAV & LOGO switch in addition to some automatic sensors.
Logo lights can operate only when the main gear strut is compressed or when the slats are extended.
Thus, the LOGO lights only operate on the ground, or after takeoff until slat retraction, or prior to landing with slats extended.

Page 11: Taxi and Takeoff Lights

The Taxi and Takeoff lights are installed on the nose landing gear as shown.
They are normally controlled by the 3 position NOSE switch and can be turned ON only when the landing gear is extended.

Page 12: NOSE Light Switch

The OFF position turns off both the Taxi and Takeoff lights.
The TAXI position turns on only the Taxi light.
The T.O. position turns on both the Taxi and Takeoff lights.
Note: the Taxi and Takeoff lights automatically extinguish when the landing gear is retracted, regardless of the switch position.

Page 13: RWY TURN OFF Lights

The Runway Turn Off lights are located just below the Taxi and Takeoff lights on the nose landing gear.

Page 14: RWY TURN OFF Switch

The Runway Turn Off lights are normally controlled by the 2 position RWY TURN OFF switch.
The ON position turns on both lights when the landing gear is extended and the OFF position turns them off.
Just like the Taxi and Takeoff lights, the Turn Off lights will automatically extinguish when the landing gear is retracted,
regardless of the switch position.

Page 15: LAND Lights and Switch

There is one retractable landing light located under each wing.
There is a 3 position control switch for each landing light.
The RETRACT position is selected to turn off and retract the associated landing light.
The ON position extends the associated landing light. The light illuminates when fully extended.
The OFF position turns off the associated landing light, but leaves the light assembly extended.

Page 16: LDG LT Memo

When the landing lights are extended, the green LDG LT memo message displays on the E/WD.

EMERGENCY LIGHTNING

Page 2: Emergency Lights

The Emergency Lighting system provides lighting for an emergency evacuation.
Lights controlled by the EMER EXIT LT selector in the cockpit or by the EMER Lights pushbutton on the purser panel are
provided in three basic groups: EXIT signs, aisle escape path lights, and overhead lighting.

Page 3: Emergency Light Power Supplies

Electrical power for these emergency lights is provided either by the DC SHED ESS Bus or by internal batteries in the light
assemblies.
The expected time of operation from battery power is 12 minutes.

Page 4: OFF
The EMER EXIT LT selector is a 3 position switch with ON, ARM, and OFF positions.
When the selector is not in the ON position and the EMER Lights pushbutton at the forward attendants panel has not been
pressed, the DC SHED ESS BUS will charge the internal batteries.

Page 5: ON
The ON and OFF positions are used to manually control the lights.
When the switch is in OFF, the EMER EXIT LT OFF light illuminates amber.

Page 6: ARM
The ARM position is normal for flight operations.
With the selector in the ARM position, the aisle escape path lights and EXIT lights come on if normal electrical power has failed
or the DC SHED ESS Bus fails.
The overhead emergency lights will come on for the same conditions, and will also come on if only AC BUS 1 fails.

Page 7: F/A EMER Pushbutton

Pressing the EMER LIGHTS pushbutton on the forward attendant panel will cause all of these lights to come on.

Page 8: Lavatory Lighting

The Emergency Lighting system also provides lavatory auxiliary lights, that are constantly illuminated and are powered by the
28V DC ESS Bus.

Page 9: Overwing Exit Lighting

The overwing escape route lighting, and escape slide lighting illuminates when the door slide is armed and the door or
emergency exit is opened.
These lights are supplied by internal batteries.
FLIGHT DECK LIGHTNING

Page 2: Location of Controls

This module identifies the Flight Deck lighting and associated controls.

Page 3: Integral Light Panel

The switches and knobs on the INT LT panel from left to right.

Page 4: OVHD INTEG LT

On the left side of the INT LT panel, is the variable intensity control knob for the OVHD INTEG LT.

Page 5: Stby Compass Lt

To the right of the OVHD INTEG LT switch is the ICE IND & STBY COMPASS light switch.

Page 6: Dome Lts

Next is the 3 position control switch for DOME lights.
On the Flight Deck ceiling, two dome lights are installed to provide shadow free flood lighting.
When on battery power, only the righthand dome light can operate.

Page 7: Annunciator Light Test

To the right of the DOME light switch is the switch for the ANN LT's. This switch allows the crew to select the annunciator lights
to DIM, BRIGHT, or TEST.
When the switch is moved to TEST, all flight deck annunciator lights illuminate, a display of 8’s appears in all liquid crystal
displays (LCDs), all flags are displayed on the Electronic Instrument System (EIS) and Standby Instruments, and the CRUISE page
will appear on the System Display (SD) . This test is normally done by maintenance because Data transfer between the ECAM
and the ND is inhibited during the test; additionally, switching between the EIS and the DMCs are not allowed.

Page 8: Flood Lt Pedestal

Further aft on the overhead panel we find the flood light for the Pedestal.
This light is controlled by the FLOOD LT - PED knob on the right side of the Pedestal.

Page 9: Flood Lt - Main Pnl and Ped

Flood lights for the Main panel and Integral lights for the Main panel and Pedestal are controlled by the FLOOD LT-MAIN PNL,
and INTEG LT-MAIN PNL & PED knobs - on a panel on the left side of the pedestal.

Page 10: Reading Lt

On each side of the aft Overhead panel, there is a READING LT knob for the pilot’s reading lights.

Page 11: Pillar Reading Lt and Ctls

Outboard of each pilot seat, on the pillar of the Lateral Window, there is another Reading Light.
The Reading Light has an ON/OFF switch and a brightness knob installed on the light housing.

Page 12: FCU Lt Controls

There are two knobs located just under the Flight Control Unit (FCU).
The knob on the left controls the intensity of the integral lighting on the glareshield and also the intensity of the LED’s on the
FCU.
The knob on the right controls the brightness of the FCU displays.

Page 13: Table and Map Holder Lts

There is a light under each side of the glareshield that illuminates the sliding table and map holder.
The knob that controls the brightness of this light is located just outboard of the light itself.

Page 14: Console Floor Lt

CONSOLE/FLOOR lighting is controlled by a 3 position switch on each pilots Instrument Panel.
DOORS AND EXITS

Page 2: Cabin Doors

The A320 has four cabin doors.
The left forward door is normally used by passengers, and the other doors are for aircraft service.
All 4 doors can be used as emergency exits, and are equipped with inflatable escape slides.

Page 3: Over Wing Emergency Exits

Over wing emergency exits are located on each side of the aircraft.
There is one over wing escape slide on each side.
The over wing escape slide is stowed inside a compartment in the fuselage, close to the wing root.

Page 4: Cargo Doors

The A320 has three cargo doors, designated Forward, Aft, and Bulk.
All three doors are located on the right side of the aircraft.

Page 5: Avionics Access Doors

There are four small doors in the bottom of the fuselage, close to the aircraft nose, that provide access to the avionics
compartment.

Page 6: ECAM DOOR Page

The status of the aircraft doors is shown on the ECAM DOOR/OXY page. This page is the default Systems Display when the
aircraft is parked.
A generic symbol for each door and escape slide is displayed.
A door that is not closed and locked, displays in amber and is labeled.
A door that is closed and locked, displays in green with no label.

Page 7: Flight Deck Sliding Windows

There is a sliding window on each side of the flight deck that can be used for emergency exit.
Escape ropes (normally stowed in compartments aft of the window) can be tossed out the window and used to lower one self
to the ground during emergency exit.
Ensure the rope is firmly attached before you exit through the window.

Page 8: Escape Ropes

Above and aft of each cockpit sliding window is a stowage compartment for the escape ropes. This knotted rope is for
emergency cockpit egress, and if needed, is long enough to extend across the cockpit for escape out the opposite sliding
window.

Page 9: Cockpit Entry Door

The bullet-proof cockpit entry door opens forward, into the cockpit. It has three electric locking points, called strikes, that are
controlled by the pilots. The door is unlocked automatically if cockpit decompression is sensed, allowing the door to blow open
into the cockpit. It has a quick-release escape panel near the bottom for cockpit emergency egress. A viewing port in the door
allows observation of the cabin. A manual D-Ring shaped handle on the cockpit side of the door can always open the door.

Page 10: Cockpit Door Panel

The cockpit Door panel is located on the center pedestal. When cockpit entry has been requested, the pilots can unlock the
door by selecting Unlock with the Cockpit Door switch. If the decision is to deny entry, the LOCK position is selected. When
unlocked, the door remains closed until pushed open. The OPEN light illuminates whenever the door is open or is not locked.
The FAULT light illuminates for a system fault, or for an emergency entry request.

Page 11: Flight Deck Access Panel

A routine entry request can be keyed into the keypad that is located near the Forward Attendant Panel in the cabin. A code of
one plus the pound sign causes a cockpit buzzer to sound for a few seconds. The red LED illuminated indicates that the door is
still locked. When the red LED extinguishes and the green LED illuminates, the door is unlocked.
Page 12: Emergency Entry Access
If emergency cockpit access is needed, such as if pilot incapacitation is suspected, the cabin crew will input the company
selected emergency access code followed by the pound sign. The cockpit buzzer sounds for approximately 30 seconds, the
green LED in the keypad flashes and the OPEN light on the Cockpit door panel flashes. If there is no response from the pilots,
after 20 seconds the door will unlock for 5 seconds to allow cockpit access. If the door is not opened within that 5 seconds, the
door will lock again.

Page 13: Emergency Entry Access Cont.

If, during an emergency access request, the pilot selects the Cockpit Door switch to the momentary LOCK position, the access
request is denied. The cockpit buzzer silences, the flashing OPEN light extinguishes and the green flashing LED on the keypad
extinguishes. The cockpit door remains locked and no further access request can be made for 20 minutes.

Page 14: Cockpit Door Control Panel

The Cockpit Door Control panel is located on the overhead panel. It indicates the condition of the cockpit door strikes (or
latches) and the status of the cockpit pressure differential sensors. An amber strike light, top, middle or bottom, will illuminate
whenever a strike is faulty. Two good strikes can adequately secure the door. Two amber Channel lights monitor the condition
of the two pressure differential channels.

Page 15: Free Play Doors

On this frame, you can click all doors and watch the symbols indicate their open or closed status.

Page 16: Over Wing Exit Slides

The overwing escapes are equipped with slides.
The slides are always armed unless disarmed by maintenance, therefore a white label normally appears beside the associated
door.

Page 17: Cabin Door Slides

Each cabin door is equipped with a slide that must be armed after the door is closed and locked.
This frame shows all doors closed and locked, but none of the door slides are armed.
When a door slide is armed, a white label appears beside the associated door. All slides are now armed.
Ok. We’ve finished with the description of the door indications, now let’s learn how to operate the doors.

Page 18: Height of Doors

Before we describe the door operation, notice the height of these doors from the ground.
Assist handles are located close to the door frame and there is also an assist handle on the door.
Hold on to the appropriate handle when operating a door to protect yourself from a gust of wind or other condition that could
pull you off balance.

Page 19: Door Control Handle

The 4 cabin doors are manually operated and are locked and unlocked by use of a control handle.
An indicator displays the locked or unlocked condition of the door.

Page 20: Normal or Emergency Modes

The doors can be opened in the normal (dis-armed) or emergency (armed) mode.
Opening the door in the normal mode will not cause the slide to deploy, but the opening the door in the emergency mode will
cause the slide to automatically deploy and inflate.

Page 21: Close the Door

To close the door, a gust lock (on top of the support arm) must be pressed to unlock the door from the open position.
Swing the door until it is closed, then move the control lever to lock the door.

Page 22: Arming Control Lever

The control lever arms the slide, and a small window displays the arming status of the slide.
The slide must be disarmed before the door is opened, so as not to activate the emergency mode.

Page 23: Door Indicators

Each door has an observation window equipped with a sun-shield. Near the window, there are two electrical indicators which
can be viewed through the window or from outside.
- one indicator illuminates white when the slide is armed and the door handle is moved up,
- one indicator flashes red (if the cabin remains pressurized) when both engines are off and the door is disarmed.

Page 24: Interior Door Controls

A door is normally opened by moving the control lever to disarm the slide and unlock the door.
The door is then moved full open until the gust lock is engaged.
Before we leave this frame, notice the door support arm holds the emergency opening cylinder and the slide pressure gauge.

Page 25: Armed Indication

We'll now describe opening the door in the emergency mode.
When the door is opened with the slide armed, the door emergency opening cylinder provides the pressure for fast opening of
the door.
With the slide armed, the slide will deploy and inflate automatically when the cabin door is opened.

Page 26: Red Manual Inflation Handle

In the event that the escape slide does not automatically inflate, a red manual inflation handle can be pulled.

Page 27: Slide Lights

Each slide is equipped with emergency lights that automatically illuminate when the slide is deployed.
The lights are electrically powered by a battery in the slide pack itself.

Page 28: Exterior Door Controls

The cabin doors can also be closed and opened from the outside, however the arming and disarming of the slide can only be
performed from inside.
This completes our description of the operation of the cabin doors.

Page 29: Interior Over Wing Exit Controls

The overwing emergency exits can be opened from outside and inside.
Inside opening instructions are placarded on the exit frame and on the passenger seatbacks.
A cover flap protects the control handle.
A slide armed indication illuminates white and a handle light comes on when the cover flap is removed.

Page 30: Over Wing Slide and Lights

Overwing slides are stowed in a stowage compartment on either side of the fuselage.
This respective overwing escape slide is automatically deployed when an overwing emergency exit is opened.
Two emergency lights underneath the wing exits illuminate the escape way leading to the escape slide.
If the automatic sequence fails, a red handle (in each exit frame) can be pulled to manually inflate the slide.

Page 31: Forward and Aft Cargo Doors

The Forward and Aft Cargo compartments are capable of holding containerized cargo.
The doors on the Forward and Aft compartment open outward and upward.
They are operated with Yellow hydraulic system pressure.
The doors are manually locked and unlocked, but hydraulic pressure is required to open or close them.

Page 32: Yellow Hydraulic System

The yellow system electric pump normally provides the pressure, but a hand pump is installed at the hydraulic maintenance
panel when the electric pump is not operative.
Note: When the electric pump is operating the FWD or AFT cargo doors, the only other yellow system items that can operate
are the braking and engine 2 reverser.
Page 33: Bulk Cargo Door
The Bulk Compartment door is manually operated, and can be opened from inside or outside.
It is a plug type door that opens inward and upward.

Page 34: Summary

This completes our description of the door operation and indications.