A320 Class Notes

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CLASS NOTES FOR AIRBUS A320
PHASES OF FLIGHT
Takeoff
SRS,
Climb
N 85%, 90 IAS until THR Red Alt

(TO until 1000)
Acceleration ALT another Mode 1000

CRZ
Final Cruise ALT
DES
Out of CRZ Altitude within 200 NM of Destination
APPR circle D DECEL pt APPR is activated
Go Around
TOGA
Emer Gen Config., 8 sec while RAT deploys and powers up

APU START is inhibited
100 IAS BAT powers DC BAT Bus
50 IAS the AC ESS Bus quits
WING TIP BRAKES
ROAM
R -- Runaway
O -- Overspeed
A -- Asymmetry
M -- Movement uncommanded
What does the CRC NOT silence?
Gear NOT Down
Overspeed
However the EMER CANCEL will silence them What is the reset 3 sec??????
SPEEDS
Vls is the lowest achievable speed with A/TH engaged. Normal Law
Alpha Protection is the lowest speed regardless of A/TH.
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NAVIGATION SETUP
DIFSIP
If FLEX temps are the same, consider which gives lowest V1 call or what can lift the most weight
If a FLEX temperature is not entered in the PERF TAKEOFF page of the MCDU, and the Thrust Levers
are positioned in the FLEX Detent, a Warning will be generated. In this case, the flight crew should move
the Thrust Levers to the TOGA detent and execute a max thrust takeoff. When the Thrust Levers are moved
to the TOGA detent, the Warning will be cancelled.
What does SRS do for you?

It commands:
1. V2 if you are not yet there.
2. V2 + 10 with both engines
3. V2 is you are single engine, it will fly the existing speed if above V2
NOTE: At heavy takeoff weights, the S speed on the A321 may be higher than the MAX speed of CONF 1
+ F (225 knots). In this scenario, is it permissible to retract the flaps/slats at speeds below S speed?
No. At heavy takeoff weight, the S speed on the A321 may be higher than the MAX speed of CONF 1+F
(225 knots). In this case, continue to accelerate. On reaching 210 knots the automatic flap retraction will
occur and the MAX speed will move to 235 knots.
NORMAL FLARE
The aircraft will at 50 trim nose down 3 degrees over 8 seconds forcing the pilot to negotiate the landing.
Abnormal Law with Stability has the Flare Autotrim therefore no Direct Law required
Alternate Law presumes there is no Flare Autotrim and therefore is Direct Law for landing.
INFO SOURCES on the PFD
ADR
ADR
IRS
IRS
OR ADR
IRS
IRS
ADR VSD can be both: if digital display is boxed amber then it is BARO V/S
VSD not boxed amber is IRS and called the Instant (Inertial) V/S


AUTOLAND LIGHT
Both A/P OFF or fail below 200
LOC deviation .25 Dot above 15 RA
LOC flashes
G/S deviation 1 Dot above 100 RA
G/S flashes
Loss of Signal
FD flashes LAND remains engaged
Difference between pilots RAs > 15 RA
Go-Around is mandatory during a CAT II/III approach if AUTO LAND Light illuminates during an
approach.
FAC FUNCTIONS
FLYW
Flight envelope speed tape F S etc
Low energy warning: SPEED, SPEED, SPEED, -- 2000 200 Flaps 2, 3, F; and Normal Law
Yaw Dampening, Turn coordination, Travel limit (F-CTL ECAM), Trim
Windshear Reactive: 50 1300 (See next page)
(Predictive is based on the Radar: [ 0 TO 100 kts, then 50 to 2300 // out to 5 nm]
Low Energy Warning is available in CONF 2, 3, or FULL, between 100 and 2,000 AGL when TOGA not
selected. This will produce an aural SPEED, SPEED, SPEED when a change in flight path alone is
insufficient to regain a positive flight path. Thrust must be increased. During deceleration, the Low
Energy Warning is triggered before Alpha Floor, unless Alpha Floor is triggered by Side Stick deflection.
______________________________________________________________________________________
PFD: THRUST? SPEED? PITCH?
SPEED
THRUST maintains aircraft speed.
THR CLB
PITCH controls speed.
THR IDLE
MAN
TOGA
(nothing there) YOU control the speed.


REACTIVE WINDSHEAR (FAC based)

Reactive Windshear system: When a FAC detects Windshear conditions, it triggers a warning:
WINDSHEAR in red on both PFDs (for at least 15 seconds)
An aural warning, WINDSHEAR, WINDSHEAR, WINDSHEAR
PREDICTIVE WINDSHEAR (Radar based)

The Predictive Windshear system operates when the aircraft is below 1,500 AGL. It scans the airspace
within 5 nm forward of the aircraft for Windshears. When a Windshear is detected, a warning, caution, or
advisory message appears on the PFD and (depending on the range selected on the ND) an icon appears on
the ND. Predictive Windshear warning and caution are associated with an aural warning. During takeoff,
both warnings and cautions are available within 3 nm. Alerts are inhibited above 100 knots and up to 50.
During landing, alerts are inhibited below 50.
When the WINDSHEAR switch is in AUTO, the Predictive Windshear function is activated. Windshear
areas are detected by the antenna scanning below 2,300 RA, even if the transceiver selector is set to OFF,
and displayed on the ND if below 1,500.
Predictive Windshear aural alerts have priority over TCAS, EGPWS, and other FWC aural warnings. They
are inhibited by Windshear detection by FAC (Reactive) and stall warning aural messages.
Unless accompanied by a weather return. The icon only displays areas of moisture and may not display
more severe adjacent areas of Windshear. If maneuvering is accomplished, ensure that wings are level
approaching Windshear area to maximize aircraft performance.
What is the appropriate procedure if the predictive Windshear system generates a Warning
1. Takeoff: REJECT the takeoff.
2. After lift-off: TOGA. Follow SRS commands. Retract gear & flaps on schedule.
3.Approach: Execute a normal GO AROUND using TOGA thrust. Retract gear and flaps/slats on
schedule
Windshear is best handled by the Autopilot (suggestion: pre-brief Take Off for A/P ON at 100)
.


A319 / A320 FUEL TANK STUFF
Engine IDG Return Fuel

HIGH LEVEL
HIGH LEVEL
REFUEL FULL
REFUEL FULL
550
1650
1650
The difference between Refuel Full and High Level is: it is there for the IDG Fuel Return to fill up.
When the High Level is reached the Center Tanks stop sending Fuel to the Engines so that the Wing Tanks
will send some fuel to the Engines and make room for more IDG Return Fuel.
The Wing Tanks will do this until 1100 LBS has been burned off.
You will get an ECAM Advisory Message if:
1. the Fuel Tank difference between Wing Tanks is greater than 3307 Lbs.
2. Fuel Temperature is greater than 45 C in the Inner Cell
3. Fuel Temperature is greater than 55 C in the Outer Cell
4. Fuel Temperature is less than -40 C in any Cell
The goal is to burn the Center Tank fuel first:
Refueling sequence: Outer Inner Center.
Burn off sequence: Center Inner Outer.
MORE A319 / A320 FUEL TANK STUFF

AUTOMATIC SYSTEM CENTER TANK FUEL PUMPS OPERATION:
With Fuel in the Center Tanks
Without Fuel in the Center Tanks
ON -- at Engine START for two minutes to TEST it.
SAME.
ON -- On the ground when Pump Switches are ON
OFF.
OFF -- when Slats are extended.
ON -- when Slats are retract (e.g., after takeoff)
OFF when the Center Tank has been EMPTY for 5 minutes.
DIFFERENCE:
On the A319/A320 the CENTER Fuel Switches are PUMP Switches while on the A321 they are
TRANSFER VALVE Switches.


FOR A319 / A320 / A321 AIRCRAFT
FUEL FAULT LIGHT:
If the MODE SEL is in AUTO, and then
If the Center still has MORE than 550 LBS in it when there is LESS than 11,000 LBS in EITHER Wing
Tanks then we know the Automatic System has failed us
Wing Capacity: 27,000
Capacity 14,500
Tank Capacity: 13,500
>550
<11,000
< 11,000
and the FUEL MODE SELECT SWITCH FAULT Light comes ON.


A321 FUEL TANK STUFF
Wing
Capacity 27,000

Capacity 14,500
Remember: Sensor
Dry for 10 min gets
more fuel from ACT
Remember: 550# used

triggers more fuel IN
from Center Tank.
Capacity 10,500
The fuel transfer system controls the flow of fuel from the center tank to the wing tanks, which feed the
engines. The tanks empty in the following sequence:
Aft ACT transfers fuel into the center tank
Forward ACT transfers fuel into the center tank
Center tank transfers fuel into the wing tanks
Wing tanks
With the MODE SEL Pb in AUTO, the Fuel Level Sensing Control Unit (FLSCU) has automatic control of
the transfer valve. When the transfer valve is open, fuel from the wing tank pumps flows through the jet
pump and creates suction. This suction moves the fuel from the center tank to the related wing tank. The
FLSCU automatically closes the associated center tank transfer valve when the wing tank is full. The
transfer valve reopens the center tank transfer valve when the engines have used 550 lbs of wing tank fuel.
With the MODE SEL Pb in MAN, the center tank transfer valves open. Wing tank overflow must be
prevented by selecting the CTR TK XFR pbs OFF when the wing tanks are full. They must also be selected
OFF when the center tank is empty.
With the ACT pb in AUTO, automatic control of the transfer occurs after takeoff at slats retraction. It is
initiated if the center tank high-level sensor has been dry for 10 minutes and fuel remains in either ACT.
Fuel transfer from the ACTs to the center tank is made by pressurizing the ACT, closing the ACT vent
valves, and opening the air shutoff and inlet valves. ACT2 transfers first. During transfer, if the center tank
high level sensor gets wet, transfer from the ACT stops. The transfer valve opens when the center tank high
sensor is dry for 10 minutes.
DIFFERENCE: On the A319/A320 the CENTER Fuel Switches are PUMP Switches while on the A321
they are TRANSFER VALVE Switches.
To activate the ACT Transfer of fuel these conditions must be met:
1. In-flight
2. Slats = 0
3. Center Tank Float is dry
4. Fuel is in the Tank
5. Aircraft is pressurized (cabin pressure pressurizes the ACTs)
You will get an ECAM Advisory Message if:
1. the Fuel Tank difference between Wing Tanks is greater than 3307 Lbs.
2. Fuel Temperature is greater than 45 C in a Wing Tank
3. Fuel Temperature is less than -40 C in a Wing Tank


NORMAL LAW
PROTECTIONS
Pitch: == 30 and 15
High Speed: At Red Barber Pole the A/P disconnects
Overspeed Warning
Vmo + 6 kts // Mmo + .01 [ third A/P ]
Limits Bank to 45 degrees
High AOA: pushes over NOT override-able
Vls A/TH is ON lowest achievable speed
ALPHA PROT
A AOA commanded by Side Stick
S SB retracts (speed brake)
A A/P disconnects
P Pitch Up Trim is inhibited
Limits Bank Angle to 45 degrees
Between Alpha Prot and Alpha Max you
should expect ALPHA FLOOR to occur.
It will initiate TOGA, regardless of A/TH switch.
It is inhibited by:
1. Altitude is less than 100
2. Single Engine with Flaps
3. Malfunction
4. A/TH disconnected by holding longer than 15 seconds
This may cause TOGA LOCK:
To get out of it:
1. Advance Thrust Lever to TOGA and
2. Disconnect
3. return to CL detent.
4. Re-engage the A/TH via the pushbutton
Load (Gs)
VLS
ALPHA PROT
ALPHA MAX
2.5 to 1
2.0 to 0
Yaw: turn coordination

Bank (whiskers) -33 must hold the side Stick to maintain greater than this release returns to this
45 Flight Directors go away
and A/P will kick off, release will return to 33 (the other a/p )
67 maximum commanded bank
NOTE: If High Speed or High AOA Protections are active the Bank Angle Limit = 45 degrees
ABNORMAL LAW
LOAD PROTECTION to save the aircraft from an UNUSUAL ATTITUDE.
Recovers to Alternate Law with Stability.


ALTERNATE LAW
Multiple malfunctions of redundant systems.
PROTECTION:
Load Factors:
2.5 to 1
Flaps: 2 to 0
All envelopes are XX indicating Alternate Law
You may have Autotrim.
With Autopilot:
FLARE Mode operates
Yaw Damper remains without ADIRS you do NOT have Speed Stability and Yaw Dampening.
DIRECT LAW:
Roll envelope
Gear Down (if A/P is OFF)
VLS
STABILITY:
High Speed: aircraft pulls up you can override this
V STALL
WARNING
Low Speed: aircraft pushes over you can override this

The aircraft can be stalled.
DIRECT LAW
More malfunctions
Alternate Law + Gear Down (IF no A/P)
NO PROTECTIONS
ECAM: USE MAN PITCH TRIM
MECHANICAL BACKUP
Control the aircraft until something is restored.
(Example: loss of ELACs and SECs thus no Side Stick)
NO PROTECTIONS
ECAM: MAN PITCH TRIM ONLY
Rudder
Manual Pitch Trim Wheels
Engine Controls (remember the FADECs have their own generators, if lost, they revert to aircraft power).
Gravity Gear Extension


SPEEDBRAKES
SPOILERS
ETC
FIVE Panels on each wing.

Center THREE are Speedbrakes in-flight.
Outer FOUR assist in rolling the aircraft.
ALL are Ground Roll Spoilers.
Speedbrake is INHIBITED:
SEC 1 and 3 have failed

An elevator (L or R) has failed (only spoilers 3 and 4 are inhibited)
Angle of attack protection is active
Flaps are in configuration FULL (A319/320) or
Flaps are in configuration 3 or FULL (A321)
Thrust levers are above MCT position, or
Alpha floor is active
If an inhibiting condition occurs, the Speedbrakes retract automatically. To regain control of the
Speedbrakes, the inhibiting condition must be corrected and the SPEED BRAKE lever must be moved to
the RET position for ten seconds.
Ground Spoilers:
Takeoff with them ARMED:
DEPLOY when:
RTO > 72 kts
Both Thrust Levers IDLE
AUTOBRAKES
Lets say you takeoff with them Disarmed.
When will they deploy during a RTO?
RTO occurs > 72 kts
Thrust Levers both IDLE
One or both Reversers selected
Then AUTOBRAKES
Landing Deploy:
Weight on Wheels
Main(s) spin up


CARGO HEAT
HOT AIR FAULT is a OVERHEAT Light.
ISOL VALVE FAULT is a disagreement Light. Two valves on AIR COND ECAM Page
OFF Inlet and Outlet Valves CLOSE and Extraction Fan STOPS.
CARGO SMOKE
FWD CARGO
AFT CARGO
Loop [FIRST TEST]
Loop [FIRST TEST]
Loop [SECOND TEST]
Loop [SECOND TEST]
A319 / A320 SENSORS
A321 SENSORS
ALTHOUGH THIS IS THE WAY MANY PHs TEACH IT, THERE ARE NO LOOPS
at least not in the way you think of Engine fire Loops, etc..
THERE ARE LOGIC CIRCUITS.
SEE THE VISUAL ORAL SWITCH LIGHT GUIDE FOR THE ACTUAL SYSTEM DATA.
Two Channels per LOOP.
ONE Bottle but two Discharge Lights.
If you discharge once, both Light will come on.
The Smoke Light will probably remain as it senses the smoke and Halon optically.
From the US Airways PH: Both cargo compartments are equipped with smoke detector loops. The forward
compartment contains 2 smoke detectors in the A319/320 and 4 smoke detectors in the A321. In the
A319/320, the aft compartment contains 2 loops with two detectors each. In the A321, the aft
compartment contains 3 loops with 2 smoke detectors in each. A Smoke Detection Control Unit (SDCU)
issues a smoke warning when 2 smoke detectors of one loop detect smoke. If 1 smoke detector fails, the
system remains operational with the other detector.
Cargo smoke is indicated by an aural CRC, the illumination of the MASTER WARN and CARGO SMOKE light
on the CARGO SMOKE panel.
1 extinguisher bottle supplies one nozzle in the forward compartment and 2 nozzles in the aft
compartment. The agent is discharged by pressing either the FWD or AFT DISCH pb.
If the cargo smoke warning is activated in either compartment, the associated isolation valves close
and the extraction fan stops.
Note:


VENTILATION
BLOWER FAULT
Low pressure
Computer power fails
Smoke
Duct overheat
EXTRACT FAULT
Low pressure
Computer power fails
Smoke
OVERRIDE:
BLOWER forced to STOP
EXTRACT forced to RUN
CONFIGURATIONS:
OPEN
Ground operations:
Flow is straight through;
If it gets too COLD, then CLOSED is used.
CLOSED
Normally in-flight and on the ground when it is cold;
Flow circulates through Skin-Heat Exchanger
If in-flight it gets too warm, then INTERMEDIATE is used.
INTERMEDIATE
Outlet Valve is partially Open.
ABNORMAL
Either or both BLOWER or EXTRACT FAULT Lights
Blower STOPS Extract RUNS
CLOSED configuration plus Air Conditioned Air
SMOKE
SMOKE Light (Gen 1 Line @ Emer Elec Pnl)
Blower STOPS Extract RUNS
INTERMEDIATE without Skin-Heat Exchanger plus Air Conditioned Air
ELECTRICAL CONFIGURATIONS
What Electrical Configurations are there?
Normal
Abnormals
Emergency Electrical Configuration
Battery only


THRUST LEVERS
To ARM:
Thrust Levers are ARMED in the TOGA, FLX MCT positions.
TOGA is a manual setting.
If you are there unnaturally you will get messages: every 5 seconds
LVR CL
MAN THRUST [ on the FMA ]
MCT is a manual setting (except in single engine)
It is ENGAGED when placed to CL upon LVR CL message.
To DISENGAGE:
Pull to IDLE
Use the Instinctive pb
You will get messages: every 5 seconds
LVR CL
AUTO FLT AUTO THRUST LIMITED [ on ECAM ]
To RE-ENGAGE:
A/TH push
Place Thrust Levers to CL
If A/TH is OFF
AUTO THRUST
THRUST LOCK:
The Thrust Lock function prevents thrust variations when the Autothrust System fails and disengages. How
should the crew suppress the thrust lock condition?
Moving the Thrust Levers out of the CL or MCT detent suppresses the Thrust Lock and allows manual
control by means of the Thrust Levers.
The Thrust Lock function is activated when the Thrust Levers are in the CL Detent (MCT Detent when
Single Engine) and:
The pilot disengages A/THR by pushing the A/THR pb on the FCU, or
The A/THR disconnects due to a failure
The Thrust is locked or frozen at its level prior to disconnection.
When Thrust Lock is active:
THR LK flashes amber on the FMA
ECAM ENG THRUST LOCKED flashes every 5 seconds
ECAM displays THR LEVERS MOVE
A Single Chime sounds and the MASTER CAUTION Light flashes every 5 seconds. All Warnings cease
when the Thrust Levers are moved out of the Detent.


TOGA LOCK:
TOGA LK will annunciate in GREEN on the FMA after the aircraft leaves Alpha Floor conditions.
Questions: Is Auto Thrust active? How is TOGA LK cancelled?
To cancel ALPHA FLOOR or TOGA LK thrust, disconnect the Auto Thrust.
ALPHA FLOOR protection commands TOGA Thrust regardless of the positions of the Trust Levers. This
protection is available from lift-off to 100 feet RA on approach.
ALPHA FLOOR calls up the following indications:
A FLOOR in GREEN surrounded by a flashing AMBER BOX on the FMA and in AMBER on
the E/WD as long as Alpha Floor conditions are met.
TOGA LK in GREEN surrounded by a flashing AMBER BOX on the FMA when the aircraft
leaves the Alpha Floor conditions. TOGA Thrust is frozen and Thrust Lever movement will have
no effect.
Note: ALPHA FLOOR is inhibited:
1.
2.
under Alternate or Direct Law.

in case of Engine failure with Flaps EXTENDED
ICING -- ENGINES AND WINGS

Ground and takeoff:
Outside Air Temperature (OAT) is 10C (50F) or below and
visible moisture in any form is present (i.e., clouds, fog with visibility of 1 mile or less, rain,
snow, sleet, or ice crystals), or
when operating on ramps, taxiways, or runways where surface snow, standing water, or slush may
be ingested by the engines or freeze on engines, nacelles, or engine sensor probes.
In flight:
Total Air Temperature (TAT) is 10C (50F) or below and
visible moisture in any form is present (i.e., clouds, fog with visibility of 1 mile or less, rain,
snow, sleet, or ice crystals).
Engine Anti-Ice operation:
Engine anti-ice must be ON during all ground and flight operations when icing conditions exist or
are anticipated (except during climb and cruise when the temperature is below -40C SAT).
Engine anti-ice must be ON prior to and during descent in icing conditions (including temps below
-40 SAT).
Wing Anti-Ice operation:
Select WING ANTI ICE ON after thrust reduction altitude
Normally, WING ANTI ICE should be selected OFF at the FAF
If in severe icing conditions, WING ANTI ICE may be left ON for landing
Wing anti-ice is not permitted on the ground, or in flight when the TAT exceeds 10C.
The wing anti-ice valves close automatically:
1. Upon touchdown
2. If a leak is detected, or
3. If electrical power is lost


SIDE STICKS
LOGIC:
When only one pilot operates the Side Stick, it sends control signals to the computers
When the other pilot operates his Side Stick in the same or opposite direction, the system adds the
signals of both pilots algebraically. The total is limited to the signal that would result from the
maximum deflection of a single Side Stick.
Both green CAPT and F/O SIDE STICK PRIORITY lights flash and a DUAL INPUT audio
voice message is given every 5 seconds as long as both pilots operate their Side Sticks
simultaneously.
A pilot can deactivate the other Side Stick and take full control by keeping his Priority Takeover
pb depressed.
To LATCH the priority condition, press the Takeover pb for more than 40 seconds. This allows the
pilot to release his Takeover pb without losing priority. However, a pilot can at any time reactivate
a deactivated Side Stick by momentarily pressing the Takeover pb on either Side Stick.
If both pilots press their Takeover pbs, the pilot that presses LAST gets priority.
In a priority situation:
A) A RED light illuminates in front of the pilot whose Side Stick is deactivated.
B) A GREEN light illuminates in front of the pilot who has taken control, if the other Side
Stick is not in the neutral position (indicates a potential and unwanted control demand).
This Light Flashes as long as the other Side Stick is NOT in neutral position.
C) A PRIORITY LEFT or PRIORITY RIGHT audio message is given each time priority
is taken.
RAM AIR TURBINE (RAT)

EMER ELEC PWR MAN ON pb Extends the RAT and powers the Emergency Generator by
pressurizing the BLUE System.
RAT MAN ON pb Will only pressurize the BLUE System, but not activate the Emergency Generator.
If both AC bus 1 and 2 are lost and the airspeed is above 100 kts, the RAT automatically deploys and
pressurizes the BLUE Hydraulic System, which drives the hydraulically-driven Emergency Generator. A
Generator Control Unit controls Generator output, which is considerably lower than that of the main
Generators.
Once the Emergency Generator is up to speed it will supply power to the AS ESS BUS and DC ESS BUS
(via the ESS TR). During RAT deployment and Emergency Generator coupling (approximately 8 seconds),
the Batteries supply power to these buses.
After landing, the DC BAT bus is automatically connected to the Batteries when airspeed drops below 100
knots. When the speed decreases below 50 knots, the AC ESS Bus is automatically SHED, and power is
lost to the CRTs.
The RAT can also be deployed manually by pressing the EMER ELEC PWR MAN ON pb on the overhead
panel. The RAT can only be stowed on the ground.
The RAT can also be extended by depressing the RAT MAN ON pb, on the Hydraulic Panel. This pb will
cause only the pressurization of the BLUE Hydraulic System and will not provide emergency electrical
power.


A320 Class Notes

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A320 Class Notes

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N 85%, 90 IAS until THR Red Alt

Acceleration ALT another Mode 1000

Emer Gen Config., 8 sec while RAT deploys and powers up

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What does SRS do for you?

INFO SOURCES on the PFD

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THRUST maintains aircraft speed.

PITCH controls speed.

PITCH controls speed.

PITCH controls speed.

(nothing there) YOU control the speed.

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REACTIVE WINDSHEAR (FAC based)

WINDSHEAR in red on both PFDs (for at least 15 seconds)

An aural warning, WINDSHEAR, WINDSHEAR, WINDSHEAR

PREDICTIVE WINDSHEAR (Radar based)

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Engine IDG Return Fuel

Burn off sequence: Center Inner Outer.

MORE A319 / A320 FUEL TANK STUFF

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Wing Capacity: 27,000

Tank Capacity: 13,500

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Engine IDG Return Fuel

Remember: 550# used

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Yaw: turn coordination

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Low Speed: aircraft pushes over you can override this

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FIVE Panels on each wing.

SEC 1 and 3 have failed

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Loop [FIRST TEST]

Loop [FIRST TEST]

Loop [SECOND TEST]

Loop [SECOND TEST]

A319 / A320 SENSORS

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under Alternate or Direct Law.

ICING -- ENGINES AND WINGS

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RAM AIR TURBINE (RAT)

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