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selector to IGN/START
US Airways Airbus A319, A320, A321 Notes
60
Normal Start Sequence:
Note: start ENG 1 first to pressurize Green Hydraulics
 ENG Mode selector to IGN/START
 ENG Master switch to ON (after amber X’s go away)
At 16 % ignition ON
At 22% starts fuel flow
At 50% start valve closes, ignition off
Engine idle should stabilize at about 58%
 ENG mode selector to NORM
Normal Idle – 2,4,6,6 – Approx. 20% N1, 400° C EGT, 60% N2, 600 lbs/hr FF
Manual Start Sequence:
 ENG Mode selector to IGN/START
 ENG MAN START pb ON
 At Max Motoring (min. 20% N2) select ENG Master switch ON
Fuel and ignition will begin when ENG Master selected ON
At 50% start valve closes, ignition off
 At idle, about 58%, ENG MAN START pb OFF
 ENG mode selector to NORM
N2 background “grays out” during start, returns to normal when stabilized at idle
Ignition A or B will show on SD during normal start, A & B during manual start
Note: (PH 2b.11.5/2h.4.3) For first flight of day run engines for at least 5 mins.
before applying takeoff thrust, for subsequent flights (with 1 ½ hrs shut down or
less) warm up engines at least 3 mins. Run 3 mins. at idle after landing, but that
may be reduced to 1 min. for operational considerations.
APU (PH 16.3.x, 7.1.x)
APU can supply can electrical up to 39,000’ and supply full electrical load up to
25,000’ and bleed air up to 20,000’. Electrical takes precedence over bleed air.
APU bleed is NOT permitted for Wing anti-ice. The APU is fed fuel from left fuel
manifold. If no other fuel boost is available the APU will activate a separate
dedicated APU fuel pump. In flight (above 100 kts.) on bat only the APU will not
start (RAT failed). With RAT (loss of GEN 1 & 2) the APU is allowed 3 minutes
for a start attempt.
The APU can supply the entire electrical system on the ground. In the air the
APU will not supply the main galley shed busses.
The APU will auto shutdown and fire the extinguisher bottle on the ground but
not in-flight. In-flight the APU must be manually shut down and extinguished for
fire. If the APU SHUT OFF pushbutton on the external panel or the APU FIRE pb
US Airways Airbus A319, A320, A321 Notes
61
on the overhead FIRE panel is pressed the APU will shutdown but the
extinguisher will not automatically fire. Note: APU will auto shutdown in-flight for
reasons other than fire.
The APU generator will automatically come online if engine gens. or external is
not already online. The APU is ready for bleed and electrics when reaching 95%
for two seconds or 99.5%. The AVAIL light will show in the APU start pb and
green APU AVAIL will show on EWD display when APU gen is available for use.
APU bleed may be selected on whenever needed and APU will allow bleed to
come online after allowing time for EGT to stabilize. On shutdown the APU
Master is pushed off. The APU will continue to run for cooling period before
shutting down. If the APU Master is pressed back on before the APU shuts down
the APU will continue to run. When shutting the APU down for the Parking &
Securing checklist wait 2 mins. after APU Avail light goes out or until APU flap
shows fully closed on ECAM APU page before switching batteries off. If APU is
left running, leave batteries on for fire protection.
APU “Bleed” is actually supplied by APU load compressor.
The Line method for starting the APU and putting it “online”:
 Press APU Master Switch pb ON
 Wait about 5 seconds then press APU Start pb ON
 Press APU Bleed pb ON
That’s it! If EXT PWR is not already established online the APU GEN will
automatically come online followed by APU bleed air after the proper interval
which will automatically turn on the packs assuming their pb’s are in the normal
on (switch blank) position. Isn’t technology wonderful! You can start the APU
before your walk around and the APU will be heating the cabin and have air
pressure available for the coffee maker by the time you get back!
US Airways Airbus A319, A320, A321 Notes
62
FMS (PH 17.x.x)
A little general theory: All FMS systems that I have used function or think in a
“Mode” pattern. This is to say that the FMS must always be in a mode or phase
and be aware of what the aircraft is doing to “know” what mode it should be in.
The FMS will have many different ways to identify a mode change but it will need
to change modes during every flight. The pilot should be aware of the modes
and their changes (this is starting to sound like marriage counseling…). The
　
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