Systems Flashcards
Fuel Quantity
~18.5 t
Wing span
34.1m / 35.8 sharklet
Length
A320 - 37.6m
A321 - 44.5m
Fuel burn per hour
A320/A321LR - 2400kg
A321C - 3000kg
Turn radius (standard 180 turn on RWY)
A320 - 24m
A321 - 30m
Fuel feed sequence
A320 - ACTs - center - inner (to 750kgs) - outer (transfers to inner)
A321 NEO - center (transfers to inner) - wing
Hydraulic operating pressure
3000psi
2500psi - RAT
Green hydraulic systems
(Engine 1)
Landing gear
Slats and Flaps
Rev engine 1
Normal brakes
Blue hydraulic systems
Emergency gen
Slats
Yellow hydraulic systems
(Engine 2)
Flaps
NWS
Alt/park brake
Rev engine 2
Accessory gearbox systems
Powered by HP shaft
Oil feed pump
Main engine fuel pump
Engine driven hydraulic pump
Engine driven generator (IDG)
FADEC alternator
Pneumatic starter
TCAS
Range - 30nm (up to 80nm longitudinally)
+- 9 900’
Proximate - <6nm and 1200’
TA - ~40secs
RA - ~25secs
TA inhibited below 600’ climb and 400’ descent
RA inhibited below 1100’ climb and 900’ descent
Descend RA inhibited below 1200’ climb and 1000’ descent
GPWS modes
Excessive RoD
Excessive terrain closure rate
Altitude loss after T/O or GA
Terrain clearance not sufficient (not in LDG config)
Excessive descent below glideslope
Terrain awareness and display (enhanced)
Passenger seats
A320 - 180/186
A321 CEO - 230
A3201 NEO - 232
Exped button
Climb:
Green Dot speed. There is no benefit to use the Expedite Climb mode above FL 250 because the Mach corresponding to green dot is too low to maintain an increased vertical speed. With slats/flaps extended, the targeted speed is S or F depending on the configuration.
Descent:
M 0.80/340 kt. FG orders a pitch rate that produces no more than 0.15g (normally 0.1g)
FADEC start protection CEO
Detects a hot start, a hung start, a stall, a failed light up, a low start air pressure and a thrust lever not at idle
Runs an abort sequence if a start aborts on the ground when N2 less than 50 %, and ensures an automatic dry crank cycle after the abort sequence in order to remove the fuel vapors
Ensures an automatic dry crank sequence of 30 s at maximum motoring speed.
FADEC start protection NEO
Detects a failed light up, an EGT overlimit, a stall, a hot start, a starter time exceeded, a low start air pressure, a failed bowed rotor protection, a thrust lever not at idle and a starter shaft shear
Runs an abort sequence if a start aborts on the ground, and ensures an automatic dry crank cycle after the abort sequence in order to remove the fuel vapors.
Controls any additional start attempts.
CEO auto dry cranking
If residual EGT > 250 °C, an auto-crank function motors the engine until EGT decreases below 250 °C. There is no crew awareness message to indicate the reason for the extended motoring.
NEO auto dry cranking
Depending on the engine thermal state, the FADEC can initiate a pre-start motoring (dry cranking) up to 60 s. Pre-start motoring is active during all ground starts and ground cranking procedures to limit the engine core speed below the bow rotor critical speed (bow rotor protection). The motoring time will vary depending on the residual thermal condition of the engine and depending on the engine vibration level. During the engine motoring, the FADEC logic limits the maximum N2 around 30 %.
Green dot speed
Engine-out operating speed in clean configuration.
Best lift-to-drag ratio speed.
Also corresponds to the final takeoff speed.
A321:
Below 15 000 ft AAL, equal to 1.5 × weight (metric tons) +110.
At or below 10 000 ft AAL limited to a maximum of 250 kt.
A320:
Below 20 000 ft equal to 2 × weight (metric tons) +80
Above 20 000 ft, add 1 kt per 1 000
Flight control surfaces
Flight control surfaces are all electrically-controlled and hydraulically-actuated.
The stabilizer and rudder can also be mechanically-controlled.
Flight control computers
2 ELACs (Elevator Aileron Computer) for Normal elevator and stabilizer control and aileron control.
3 SECs (Spoilers Elevator Computer) for spoilers control and standby elevator and stabilizer control.
2 FACs (Flight Augmentation Computer) for electrical rudder control.
Spoiler operation
Roll: 2, 3, 4, 5
Ground spoiler: all 5
Speed brake: 2, 3, 4
Normal law protections
Pitch attitude
Load factor
High speed
Angle of attack
Bank angle
Pitch attitude protection
30 nose up in conf 0 to 3 (progressively reduced to 25 ° at low speed).
25 nose up in conf FULL (progressively reduced to 20 ° at low speed).
15 nose down.
The flight director bars disappear from the PFD when the pitch attitude exceeds 25 ° up or 13 ° down. They return to the display when the pitch angle returns to the region between 22 ° up and 10 ° down.
Angle of attack protection
Without flight crew input, the F/CTL computers maintain the AOA equal to αPROT (top of amber/black range).
The AOA can be further increased by flight crew input, up to a maximum value equal to αMAX (top of red range). If the flight crew releases the sidestick, the AOA returns to αPROT and stays there. At αPROT the system inhibits further nose-up trim.
Between the αPROT and αMAX, αFloor protection may automatically set the go-around thrust. The αFloor will usually be triggered just after entering αPROT. αFloor should be cancelled by using the instinctive disconnect pushbutton on either thrust lever as soon as a safe speed is regained.
High speed protection
When high speed protection is activated, positive spiral static stability is introduced to 0 ° bank angle, so that with the sidestick released, the aircraft always returns to a bank angle of 0 °.
As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions.
The autopilot disconnects at VMO + 15 kt and MMO + 0.04.
Bank angle protection
The roll rate requested by the pilot during flight is proportional to the sidestick deflection, with a maximum rate of 15 °/s when the sidestick is at the stop.
If the pilot releases the sidestick at a bank angle greater than 33 °, the bank angle
automatically reduces to 33. Up to 33, the system holds the roll attitude constant when the sidestick is at neutral. If the pilot holds full lateral sidestick deflection, the bank angle goes to 67 and no further.
If Angle-of-Attack protection is active the bank angle will not go beyond 45 °. If High Speed Protection is active, the bank angle will not go beyond 40 °. If high speed protection is operative, the system maintains positive spiral static stability from a bank angle of 0 °, so that with the sidestick released, the aircraft always returns to a bank angle of 0 °.
If the bank angle exceeds 45 °, the autopilot disconnects and the FD bars disappear. The FD bars return when the bank angle decreases to less than 40 °.
Alternate law protections
Load factor
Low speed stability
High speed stability
Pitch attitude limitation A321LR only (20 sea level/8 at max operating alt)
