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􀁺 The overhead panel is “single slope” and one inch
higher than on previous Airbus aircraft.
􀁺 All controls on the overhead panel can be reached by
either pilot.
􀁺 Two main zones are separated by protective padding :
- Forward zone :
- for most frequently used functions at the front of
the panel
- for system controls : arranged in three main
rows :
center row for engine related systems
arranged in a logical way
lateral rows for other systems
- Aft zone, not used in flight, mainly :
- for circuit breakers corresponding to essential
systems necessitating segregation
- for a small maintenance panel corresponding to
some systems not linked to the Centralized
Fault and Display System (CFDS).
􀁺 The push-button philosophy is identical to that
already applied on existing Airbus aircraft.
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•

STL 945.7136/97
3. Electrical system
3.1
STL 945.7136/97 3.2
A319/A320/A321 electrical system architecture
STL 945.7136/97 3.3
A319/A320/A321 electrical system architecture
The electrical power generation comprises :
􀁺 Two engine-driven AC generators, nominal power
90kVA
􀁺 One auxiliary power unit (APU) AC generator
nominal power 90kVA
􀁺 One emergency generator nominal power 5kVA,
hydraulically driven by the Ram Air Turbine (RAT),
automatically deployed in case of main generators
loss
􀁺 One ground connector, power 90kVA.
􀁺 DC network supplied via three identical Transformer /
Rectifier Units (TRU) :
- two of them are normally used
- the third is used :
in emergency configuration (loss of main AC
generators)
in case of TR 1 or TR 2 failure
􀁺 Two batteries, nominal capacity 23Ah each
- on ground : to provide an autonomous source
mainly for APU starting
- in emergency configuration to feed some
equipment :
during RAT deployment
after landing gear extension (only for A320).
•
•
•
•
STL 945.7136/97 3.4
A319/A320/A321 normal electrical flight configuration
STL 945.7136/97 3.5
A319/A320/A321 normal electrical flight configuration
􀁺 In normal configuration, both normal AC systems are
split
􀁺 Each engine-driven generator supplies its associated
AC BUS via its Generator Line Contactor (GLC).
􀁺 AC ESS BUS is normally supplied from AC BUS via a
contactor.
􀁺 DC BAT BUS and the DC ESS BUS are normally
powered by the TR 1.
􀁺 Two batteries are connected to the DC BAT BUS via
the Battery Charge Limiter (BCL).
􀁺 Each battery has its own HOT BUS bar (engine / APU
firesquib, ADIRS, CIDS, ELAC 1, SEC 1, slide
warnings, parking brake etc).
STL 945.7136/97 3.6
A319/A320/A321 normal electrical flight configuration
Loss of main electrical generators – EMER GEN running
STL 945.7136/97 3.7
A319/A320/A321 normal electrical flight configuration
􀁺 In case of failure, the failed generator is automatically
replaced by :
- the APU generator if available
- the other main generator with automatic partial
galley load shedding.
􀁺 In case of total loss of all main generators, the RAT is
automatically extended and drives the emergency
generator via a hydraulic motor.
The EMER GEN supplies the AC ESS BUS and the
DC ESS BUS via the ESS TR.
The ECAM WD remains powered, with associated
procedures presented.
Alternate law is operative through ELAC 1 and SEC 1.
STL 945.7136/97 3.8
A319/A320/A321 electrical – control and display
System display :
ELEC system page
Normal configuration
Control panel
Batteries indication
Buses indication
Transformer / Rectifier
Generator indication
Integrate Drive
Generator indications
STL 945.7136/97 3.9
A319/A320/A321 cockpit circuit - breakers
Overhead panel
Emergency circuit breaker
Rear right panel
Secondary circuit breakers
(aircraft systems)
Primary circuit breakers
(electrical generation)
􀁺 Circuit breakers (C / Bs) are constantly monitored and the
tripping of a C / B will be clearly indicated :
either through - activation of a system warning
- a failure test
- an abnormal instrument configuration
or, for C / Bs monitored by the ECAM system :
- six zones have been defined
- each time a C / B trips, the corresponding zone is
identified

STL 945.7136/97
4. Hydraulic system
4.1
　
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