✈️ AIRBUS A320 TYPE RATING
Professional Training Manual & Complete Systems Reference
Comprehensive Guide for Commercial Pilots
🎯 INTRODUCTION TO A320 TYPE RATING
About This Training Manual
This comprehensive guide is designed for pilots pursuing their Airbus A320 type rating. It covers all aircraft systems, normal and abnormal procedures, limitations, and operational considerations required for safe and efficient A320 operations. This manual should be used in conjunction with official Airbus documentation including the FCOM, FCTM, and QRH.
The A320 Family Overview
A318
The "Baby Bus"
- Length: 31.45 m
- Capacity: 107-132 pax
- Range: 3,100 nm
- MTOW: 68,000 kg
- Engines: CFM56-5B or PW6000
A319
Most Versatile
- Length: 33.84 m
- Capacity: 124-156 pax
- Range: 3,700 nm
- MTOW: 75,500 kg
- Engines: CFM56-5B or IAE V2500
A320
Standard Model
- Length: 37.57 m
- Capacity: 150-180 pax
- Range: 3,300 nm
- MTOW: 78,000 kg
- Engines: CFM56-5A/5B or V2500
A321
Largest Member
- Length: 44.51 m
- Capacity: 185-220 pax
- Range: 3,200 nm (A321-200), 4,000 nm (A321LR), 4,700 nm (A321XLR)
- MTOW: 93,500 kg (up to 101,000 kg for XLR)
- Engines: CFM56-5B, IAE V2500, PW1100G, or LEAP-1A
Airbus Design Philosophy
Key Design Principles
Revolutionary Features (1988)
- First full fly-by-wire civil aircraft - All flight control inputs processed by computers
- Side-stick controllers - Replacing traditional control columns
- Glass cockpit with ECAM - Electronic Centralized Aircraft Monitor
- Flight envelope protection - Prevents pilot from exceeding aircraft limits
- Dark cockpit philosophy - Warnings only displayed when needed
- Two-pilot crew - No flight engineer required
Operational Advantages
- Common Type Rating - One rating covers A318/319/320/321
- Cross Crew Qualification (CCQ) - Easy transition to A330/A350
- Reduced pilot workload - Highly automated systems
- Consistent handling - Similar characteristics across the family
- Lower training costs - Standardized procedures
- High dispatch reliability - 99%+ reliability
Technical Specifications Comparison
| Parameter | A318 | A319 | A320 | A321 |
|---|---|---|---|---|
| Length | 31.45 m | 33.84 m | 37.57 m | 44.51 m |
| Wingspan | 34.10 m | 35.80 m | 35.80 m | 35.80 m |
| Height | 12.56 m | 11.76 m | 11.76 m | 11.76 m |
| Wing Area | 122.6 m² | 122.6 m² | 122.6 m² | 122.6 m² |
| MTOW | 68,000 kg | 75,500 kg | 78,000 kg | 93,500 kg |
| MLW | 57,500 kg | 62,500 kg | 67,400 kg | 79,200 kg |
| MZFW | 54,500 kg | 58,500 kg | 64,500 kg | 75,500 kg |
| Fuel Capacity | 23,860 L | 23,860 L | 24,210 L | 30,190 L |
| Typical Range | 3,100 nm | 3,700 nm | 3,300 nm | 3,200 nm |
| Cruise Speed | M 0.78 (450 kt) | M 0.78 (450 kt) | M 0.78 (450 kt) | M 0.78 (450 kt) |
| Service Ceiling | 39,800 ft | 39,800 ft | 39,800 ft | 39,800 ft |
🎛️ COCKPIT LAYOUT & PANELS
Cockpit Design Philosophy
The A320 cockpit features a revolutionary "dark cockpit" design where systems operate silently in the background. Warnings and cautions only appear when crew action is required. The ECAM system provides centralized monitoring and guided troubleshooting for all aircraft systems.
Main Instrument Panel (MIP)
Primary Flight Display (PFD) & Navigation Display (ND) Layout
Overhead Panel
Overhead Panel Layout - Critical Systems
Left Overhead Panel
- Electrical System Controls
- APU Master & Start
- External Power
- Generator Controls
- Battery Switches
- Hydraulic Pumps (Blue/Yellow)
Center Overhead Panel
- Engine Fire Pushbuttons
- APU Fire Pushbutton
- Pneumatic System
- Air Conditioning Packs
- Pressurization Controls
- Anti-Ice Systems
Right Overhead Panel
- Fuel System Controls
- External Lights
- Cabin Signs
- Oxygen System
- Evacuation Controls
- Emergency Equipment
Center Pedestal
Pedestal Layout (Top View)
Cockpit Design Note: The A320 cockpit is designed for maximum efficiency with minimal clutter. The "dark cockpit" philosophy means that switches are in the "ON" or "normal" position when pushed IN, and system pages only display when action is required. This reduces pilot workload and allows focus on flying the aircraft.
🕹️ FLIGHT CONTROL SYSTEM
⚠️ CRITICAL CONCEPT: Fly-By-Wire Architecture
The A320 has NO direct mechanical linkage between pilot controls and flight control surfaces. Every control input from the side-stick is:
- Converted to electrical signals
- Processed by flight control computers (ELACs, SECs, FACs)
- Modified according to current control law and flight envelope
- Transmitted to hydraulic actuators
- Executed by control surfaces
This means the aircraft cannot be overstressed by pilot input in NORMAL LAW.
Flight Control Computers Architecture
Complete Flight Control Computer System
Flight Control Computer Functions
ELAC (Elevator Aileron Computer)
2 computers: ELAC 1 & ELAC 2
Primary Functions:
- Normal elevator control
- Aileron control
- Horizontal stabilizer trim
- Autopilot servo interface
- Normal pitch law
- Normal roll law
Redundancy:
- ELAC 1 is master in normal ops
- ELAC 2 takes over if ELAC 1 fails
- Loss of both → Alternate law
SEC (Spoiler Elevator Computer)
3 computers: SEC 1, SEC 2, & SEC 3
Primary Functions:
- Ground spoiler control
- Flight spoiler control
- Speed brake control
- Backup elevator control
- Alternate pitch law (SEC 1 & 2)
- Direct pitch law (all SECs failed)
Spoiler Distribution:
- SEC 1: Spoilers 2, 3, 8, 9
- SEC 2: Spoilers 4, 5, 6, 7
- SEC 3: Spoilers 1, 10
FAC (Flight Augmentation Computer)
2 computers: FAC 1 & FAC 2
Primary Functions:
- Rudder control and trim
- Yaw damper function
- Turn coordination
- Rudder trim
- Rudder travel limitation
- Low energy warning
- Speed stability function
- Windshear detection
Protection Features:
- High angle of attack protection
- High speed protection
Control Laws - The Heart of Fly-By-Wire
🟢 NORMAL LAW - Maximum Protection
Active when: All flight control computers functioning normally
Pitch (Longitudinal) Control:
- Load Factor Demand: Side-stick commands load factor (g), not pitch rate
- Autotrim: Aircraft maintains trimmed speed hands-off
- Pitch attitude protection:
- Nose up: +30° (takeoff), +25° (clean config), +20° (other configs)
- Nose down: -15°
- High angle of attack protection: α-floor at αmax, cannot exceed αmax
- High speed protection: Nose-up demand at VMO/MMO +16 knots
Roll (Lateral) Control:
- Roll rate demand: Side-stick commands roll rate up to 67° bank
- Bank angle protection: 67° maximum, reduces to 45° when released
- Turn coordination: Automatic rudder coordination in turns
- Spiral stability: Aircraft returns to wings level when stick released
Load Factor Limits:
- Clean configuration: +2.5g to -1g
- Configuration 1/2/3/FULL: +2.0g to 0g
🟡 ALTERNATE LAW - Reduced Protection
Engaged when: Multiple computer failures or specific system failures
Alternate Law 1 (with protections):
- Load factor protection: +2.5g / -1g or +2.0g / 0g
- High angle of attack protection (α-prot)
- No high speed protection
- No bank angle protection
- Low speed stability
Alternate Law 2 (without protections):
- Direct relationship: stick position → surface deflection
- Load factor demand in pitch
- Roll rate demand in roll
- No protections active
- Manual trim required
Triggers for Alternate Law:
- Multiple ADR (Air Data Reference) failures
- Multiple IR (Inertial Reference) failures
- Loss of both ELACs
- Certain hydraulic failures
- Some slat/flap asymmetry conditions
🔴 DIRECT LAW - Manual Flying
Engaged when: Severe system failures or specific failure combinations
Characteristics:
- Direct stick-to-surface relationship
- NO flight envelope protections
- NO autotrim - manual trim required
- NO turn coordination
- Can overspeed, overstress, or stall aircraft
When Active:
- Pitch: Loss of all ELACs and SECs, or specific severe failures
- Roll: Loss of all ELACs
- Yaw: Always in Direct Law (rudder)
Pilot Actions Required:
- Monitor all flight parameters closely
- Use manual trim constantly
- Maintain safe speeds and attitudes manually
- Anticipate larger control forces
- Be aware of no stall or overspeed protection
Flight Envelope Protection Diagram
Control Surface Details & Redundancy
| Surface | Quantity | Computer Control | Hydraulic Power | Backup |
|---|---|---|---|---|
| Ailerons | 2 (one per wing) | ELAC 1 & 2 | Green (left), Blue (right) | Roll via spoilers if ailerons lost |
| Elevators | 2 (one per side) | ELAC 1, 2, SEC 1, 2 | Green, Blue, Yellow | Horizontal stabilizer trim |
| Rudder | 1 (3 independent sections) | FAC 1 & 2 | Green (upper/lower), Yellow (lower), Blue (upper) | Mechanical backup (limited authority) |
| Spoilers | 10 (5 per wing) | SEC 1, 2, 3 | Green, Blue, Yellow (distributed) | Progressive degradation |
| Horizontal Stabilizer | 1 (trimmable) | ELAC 1, 2, SEC 1, 2 | Green, Yellow | Manual trim wheel |
| Slats | 10 (5 per wing) | SFCC 1 & 2 | Green, Blue | Alternate extension via gravity |
| Flaps | 4 (2 per wing) | SFCC 1 & 2 | Green, Yellow | Asymmetry protection |
🎓 MEMORY ITEM: In NORMAL LAW, the A320 CANNOT be stalled, cannot exceed structural limits, and cannot be flown outside the safe flight envelope by pilot input. The computers will limit control authority to keep the aircraft safe. This is the revolutionary aspect of Airbus fly-by-wire technology.
🔥 ENGINE SYSTEMS & APU
Engine Options - A320 Family
The A320 family can be equipped with engines from different manufacturers:
- CFM International CFM56-5A/5B - Joint venture between GE and Safran
- International Aero Engines (IAE) V2500-A1/A5 - Consortium of P&W, RR, JAEC, MTU
- Pratt & Whitney PW1100G - Geared turbofan (neo only)
- CFM International LEAP-1A - Latest generation (neo only)
CFM56-5B Engine Architecture
CFM56-5B Cutaway Diagram
Full Authority Digital Engine Control (FADEC)
FADEC System Overview
Each engine has a dual-channel FADEC (Full Authority Digital Engine Control) that provides complete engine management without pilot intervention. The FADEC eliminates the need for manual mixture control, propeller pitch adjustment, or fuel scheduling.
FADEC Channel A & B
- Redundancy: Two independent channels per engine
- Automatic switchover: If one channel fails, other takes over seamlessly
- Permanent power: Powered whenever aircraft battery is on
- Self-test: Continuous monitoring and fault detection
- No manual intervention: Pilot cannot override FADEC logic
FADEC Functions:
- Engine starting sequence
- Thrust management & optimization
- Fuel flow control
- Variable stator vanes scheduling
- Bleed valve control
- Start valve sequencing
- Ignition control
- Thrust reverser interface
Engine Protection Features
- Overspeed protection: Limits N1 and N2 to maximum values
- Overtemperature protection: Limits EGT to safe values
- Surge protection: Prevents compressor stall
- Flameout protection: Automatic relight
- Abnormal start protection: Aborts unsafe starts
Thrust Rating Modes:
| Mode | Duration | Use |
|---|---|---|
| TOGA | 5 min | Takeoff / Go-around |
| FLX | 5 min | Reduced takeoff thrust |
| MCT | Continuous | Max continuous (one engine out) |
| CLB | Continuous | Normal climb |
| CRZ | Continuous | Cruise |
Thrust Lever Position and Detent System
🎓 MEMORY ITEM - Engine Start Parameters:
- N2 rotation starts: FADEC initiates fuel and ignition at 16% N2
- Maximum EGT during start: 725°C for 5 seconds, 700°C continuous
- Starter cutout: Automatic at 50% N2 (manual cutout at 55% N2)
- Idle N1: Approximately 15-20% (varies with conditions)
- Start cycle time: Approximately 90 seconds from N2 rotation to stable idle
Engine Instrumentation & Monitoring
| Parameter | Indication | Normal Range | Caution Range | Maximum Limit |
|---|---|---|---|---|
| N1 (Fan Speed) | Percentage % | 15-20% (idle) to 100% | 100-104% | 104.5% (red line) |
| N2 (Core Speed) | Percentage % | 59-63% (idle) to 100% | 100-104% | 105% (FADEC limit) |
| EGT (Exhaust Gas Temp) | Degrees Celsius °C | 400-850°C (cruise/climb) | 900-950°C | Start: 725°C / T/O: 950°C (5 sec), 915°C (10 min) |
| Fuel Flow (FF) | kg/hour | 240 kg/h (idle) to 3,600 kg/h (T/O) | N/A | FADEC controlled |
| Oil Pressure | PSI | 25-65 PSI (min 13 PSI idle) | <13 PSI or >110 PSI | 110 PSI maximum |
| Oil Temperature | Degrees Celsius °C | 40-85°C | 85-140°C | 140°C (155°C warning) |
| Oil Quantity | Quarts (qt) | 14-23 qt | 10-14 qt | Minimum 9.5 qt dispatch |
| Vibration | Units (0-7) | 0-4 units | 4-6.5 units | 6.5 units (maintenance required) |
Auxiliary Power Unit (APU)
APU Functions & Capabilities
The APU (Auxiliary Power Unit) is a small gas turbine engine located in the tail cone that provides:
- Electrical power: 90 kVA generator (115/200V 400Hz AC)
- Pneumatic power: Bleed air for engine starting and air conditioning
- Independence: Operates on ground and in flight (up to 41,000 ft emergency)
- Automatic starting: Can auto-start in flight if both generators fail
APU System Schematic
APU Start Sequence
APU MASTER SW - ON (overhead panel)
APU START pb - Press (light illuminates)
Monitor ECAM APU page automatically displays
APU N% increases to 100% (~45 seconds)
APU AVAIL light illuminates (APU GEN and BLEED available)
APU running - Ready for use
Note: APU can be started using battery power only. However, if using battery alone, monitor battery voltage and consider starting main engines as soon as APU is available.
APU Limitations
- Maximum altitude: 41,000 ft (emergency only above FL 250)
- Maximum electrical load: 90 kVA
- Bleed air supply: Up to 20,000 ft for pneumatic engine start
- EGT limits:
- Start: 1090°C (5 seconds max)
- Running: 680°C continuous
- Number of start attempts: 3 consecutive (15 min cooldown after)
- Low oil pressure: 7 PSI minimum
APU Fire Protection: The APU has an automatic fire extinguishing system. If APU fire detected, the APU auto-shuts down and fire bottle discharges automatically on ground (manual in flight).
💧 HYDRAULIC SYSTEM
A320 Hydraulic Philosophy
The A320 features THREE completely independent hydraulic systems, each coded by color for easy identification. Each system operates at a nominal pressure of 3,000 PSI and powers different combinations of flight control surfaces and systems to ensure redundancy.
Complete Hydraulic System Architecture
🎓 MEMORY ITEM - Hydraulic System Summary:
- GREEN: Engine 1 pump (primary) + Electric pump + PTU (receives from Yellow)
- YELLOW: Engine 2 pump (primary) + Electric pump + PTU (supplies Green) + RAT
- BLUE: Electric pump ONLY + RAT (emergency only)
- Operating pressure: 3,000 PSI ±200
- PTU: Transfers power from Yellow to Green ONLY (one direction)
- RAT: Powers Blue hydraulics + Emergency generator (5 kVA electrical)