This document provides an overview of the engines on the Airbus A320 series aircraft. It describes the key components and systems, including the IAE V2500 high-bypass turbofan engines, Full Authority Digital Engine Control (FADEC), fuel system, and ignition system. It explains that the FADEC controls and monitors engine operation using EPR or N1 modes. It also discusses engine starts, idle settings, and protections provided during automatic starts on the ground.

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We will start this lesson with an
overview of the function and
capabilities of the engine
system.
Later in your training, you will
learn the relationship between
the engines, autothrust, and
the Flight Management System
(FMS).
These systems are highly
integrated and beyond the
scope of this lesson. An in
depth discussion of autothrust
operation and protections (e.g.,
Alpha Floor) will be discussed
in later training.
At the end of this lesson you
will understand how you
interact with and operate the
engines.
OVERVIEW

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A320 Series aircraft are
equipped with two IAE V2500-
A5 series high bypass turbofan
engines.
A319s are equipped with
V2524-A5 engines each
capable of producing up to
24,000 lbs of thrust. The A319
is a de-rated version of the
A321 engine.
A321s are equipped with
V2533-A5 engines each
capable of producing up to
32,500 lbs of thrust. A321
engines are covered in the
differences section.
V2524-A5 with 24,000 lbs of thrust
OVERVIEW

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Like most modern high bypass
turbofan engines, these
engines incorporate a:
 Fan
 Low Pressure Compressor
 High Pressure Compressor
 Combustion chamber with
two igniters.
 High Pressure Turbine
 Low Pressure Turbine
OVERVIEW
High Pressure Compressor
Combustion Chamber
High Pressure Turbine
FAN
Low Pressure Compressor
Low pressure Turbine

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After passing through the fan
section of the engine, a
majority of the airflow
bypasses the remaining
sections of the engine.
The low speed rotor (N1),
consists of the fan and a low
pressure compressor
connected to a low pressure
turbine.
The high speed rotor (N2),
consists of a high pressure
compressor connected to a
high pressure turbine.
N1
N2
OVERVIEW
Bypass Airflow
Bypass Airflow

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An accessory gearbox is
located at the bottom of the fan
case and is driven by the high
pressure rotor. Critical items
driven by the accessory
gearbox include the:
• Fuel pump
• Oil pump for engine
lubrication
 An alternator that
automatically provides power
when the engine reaches 10%
N2. This allows the engines
computers to have a source of
electrical power, when the
engine is running, independent
of the aircraft’s electrical
system.
Accessory Gearbox
• Fuel Pump
• Oil pump
• Alternator
OVERVIEW
N2

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Each engine is equipped with
two strakes (inboard and
outboard).
These strakes provide improved
airflow characteristics for the
wing.
OVERVIEW

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Full Authority Digital Engine Control
Each engine has an
independent Full Authority
Digital Engine Control
(FADEC) that provides
complete engine management.
The FADEC is sometimes
referred to as the Electronic
Engine Control (EEC). This is
important to remember when
communicating with
maintenance.
Each FADEC can be powered
by its own dedicated alternator
or by the aircraft’s electrical
system.
The FADECs are cooled using
ambient air.
OVERVIEW
CHANNEL
A
CHANNEL
B

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Full Authority Digital Engine Control
OVERVIEW
CHANNEL
A
CHANNEL
B
Each FADEC controls its
respective engine for maximum
fuel efficiency and surge free
operation.
Major functions that the
FADECs perform include:
 Fuel flow, thrust reverser, and
ignition control
 Protection from exceeding N1,
N2, and EPR limits at all times
 Protection from exceeding
EGT limits (during automatic
starts on the ground only)
 Protection for starter
engagement time and
re-engagement speed
 Computation of fuel used and
thrust limits
 Computation of thrust
penalties for the use of air
conditioning and ice protection
 Acceleration and deceleration
schedules
 Idle settings
 Providing engine information
for cockpit display and to other
aircraft systems.

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Full Authority Digital Engine Control
The engines can be started
either manually or automatically.
Most engine starts are
accomplished using the
automatic start procedure.
There are significant differences
not only between the two types
of starts but also whether or not
the start is being performed on
the ground or in flight.
OVERVIEW
CHANNEL
A
CHANNEL
B

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During an automatic start on the
ground, the FADEC controls the
start sequence and provides:
 Start valve and HP fuel valve
control
 Fuel flow and ignition
monitoring and control
 Protection from exceeding
EGT limits
 N1 and N2 monitoring
 Control of start aborts and
restart attempts
FADEC start abort authority and
EGT protection are only
provided during automatic starts
on the ground – NO OTHER
TIME.
In other words, EGT protection
is not provided during takeoffs,
go-arounds, manual starts, or
any start in flight.
OVERVIEW

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The crew controls the start
sequence during manual
engine starts.
The FADEC monitors manual
starts and provides warnings
and cautions if necessary, but
does not provide protections.
FADEC start abort authority is
never provided during a
manual engine start.
Manual engine starts are
discussed in detail in the
NORMAL OPERATION
section.
OVERVIEW

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Idle settings:
- Modulated Idle
- Approach Idle
- Reverse Idle
Three idle settings are
provided and automatically
controlled by the respective
FADEC:
• Modulated idle - used on the
ground, unless reverse thrust
is selected and in flight when
the slats are retracted.
• Approach idle - a higher idle
setting which provides more
rapid acceleration in the event
of a go-around. It is used in
flight when the slats are
extended.
• Reverse idle - slightly higher
than modulated idle. It is used
on the ground when the
respective thrust lever is in
REV IDLE position.
OVERVIEW

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The FADECs have two modes
of setting thrust, Engine
Pressure Ratio (EPR) and N1.
EPR mode is the normal mode
of thrust control. EPR is the
ratio low pressure turbine
exhaust (P5) to engine inlet
pressure (P2).
OVERVIEW
The desired EPR is set using
fuel flow. The FADEC
commands EPR as a function
of:
- Thrust Lever Angle (TLA)
- Altitude
- Mach number
- Ambient temperature
- Air inlet total temperature
- Air bleed demands
EPR Mode

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N1 Modes
If the EPR mode of a FADEC
is not available, the effected
FADEC automatically reverts to
N1 mode.
If this occurs, an equivalent
thrust to that achieved in EPR
mode is provided until thrust
lever position is changed.
Autothrust and Alpha Floor are
both lost. These functions are
discussed in later training.
Depending on the nature of the
failure that caused the loss of
EPR mode, the FADEC will
revert to either:
- Rated N1 mode or
- Unrated N1 mode.
OVERVIEW
Rated N1 Mode
Unrated N1 Mode
EPR Mode

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RATED N1 MODE
In rated mode, N1limits are
displayed on the E/WD and the
FADEC protections remain
unchanged.
The rated N1 mode can be
selected manually using an
ENG N1 MODE pb on the
overhead panel.
UNRATED N1 MODE
An automatic reversion to
unrated N1 mode occurs if
both EPR and rated N1 modes
are not available.
In unrated mode, N1 limits are
not displayed on the E/WD and
the FADEC overspeed
protections are reduced.
It is possible to exceed certain
engine limitations in unrated
N1 mode.
The N1 modes are discussed
in detail in the ABNORMAL
OPERATION section.
OVERVIEW
Rated N1 Mode
Unrated N1 Mode
EPR Mode

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EPR RECOVERY LOGIC
With the FADEC in either rated
or unrated N1 mode, selecting
an ENG N1 MODE pb ON then
off may recover the EPR mode
if the failure condition is no
longer present.
We will discuss the ENG N1
MODE pbs in more detail in the
ABNORMAL OPERATION
section.
OVERVIEW

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While the FADEC may be
considered the most significant
engine computer, it is not the
only computer.
There are many computers
and sensors that allow the
engine to operate properly.
OVERVIEW
FADEC
Engine
Interface
Unit
(EIU)
FMS (autothrust)
LGCIU
AIR CONDITIONING
SYSTEM
CONTROLER
ENGINE
SENSORS
ENGINE
COOLING
AND
STABILITY
CONTROL
IGNITION
SYSTEM
FUEL RETURN
VALVE
START VALVE
THRUST REVERSE
SYSTEM
THRUST LEVER ANGLE
(EEC) ECAM
E/WD SD
ADIRS

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If thrust is being set manually,
the pilot uses the thrust levers
to set the thrust and the FADEC
uses the thrust lever angle to
determine the appropriate thrust
output.
If autothrust is active, the Flight
Management System (FMS)
calculates the required thrust.
Regardless of whether the
required thrust is being set
manually or calculated by the
FMS, each FADEC controls the
thrust of its respective engine.
The functions of autothrust are
beyond the scope of this
lesson; however, a brief
description of the relationship
between the thrust levers and
autothrust will be discussed
later in this lesson.
OVERVIEW
FADEC
Engine
Interface
Unit
(EIU)
LGCIU
AIR CONDITIONING
SYSTEM
CONTROLER
ENGINE
SENSORS
ENGINE
COOLING
AND
STABILITY
CONTROL
IGNITION
SYSTEM
FUEL RETURN
VALVE
START VALVE
THRUST REVERSE
SYSTEM
THRUST LEVER ANGLE
(EEC) ECAM
E/WD SD
ADIRS
FMS (autothrust)

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CHANNEL
A
CHANNEL
B
Each FADEC has two identical
and independent channels
(A and B).
Either channel is capable of
operating the engine. One
channel is active and the other
is in standby.
If the active channel fails, the
other becomes active
automatically.
ACTIVE ACTIVE
OVERVIEW
STANDBY

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When N2 is greater than 10%,
its FADEC is powered by an
alternator driven by the
accessory gearbox.
When an engine is not running,
or should the alternator fail,
each FADEC can be supplied
by the aircraft’s electrical
system.
OVERVIEW
Alternator
Aircraft’s
Electrical
System
CHANNEL
A
CHANNEL
B
ACTIVE STANDBY

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FROM FUEL TANKS
IDG and Engine
Oil Coolers
Fuel
Metering Unit
HP Fuel
Shut Off
LP Fuel Valve
The fuel system supplies fuel
to the combustion chambers at
the required rate and pressure
calculated by the FADEC.
The FADEC computes the fuel
flow necessary to maintain the
target thrust level.
Fuel pressure is supplied by
the accessory gear box driven
low pressure (LP) and high
pressure (HP) fuel pumps.
LP Pump
HP Pump
OVERVIEW

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FROM FUEL TANKS
IDG and Engine
Oil Coolers
Fuel
Metering Unit
HP Fuel
Shut Off
LP Fuel Valve
The fuel flows through two
shutoff valves that can be
controlled from cockpit.
Pushing and releasing an ENG
FIRE pb closes only the
respective LP fuel valve.
Selecting an ENG MASTER
switch OFF closes both the
respective HP and LP fuel
valves.
We will discuss these valves
again in the NORMAL
OPERATION section.
LP Pump
HP Pump
OVERVIEW

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FROM FUEL TANKS
IDG and Engine
Oil Coolers
TO
Actuators
LP Fuel Valve
Fuel is used to cool engine and
IDG oil.
Fuel pressure is also used to
open and close various valves
in the engine.
These functions are carried out
automatically and require no
pilot intervention.
LP Pump
HP Pump
OVERVIEW
Fuel
Metering Unit
HP Fuel
Shut Off

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CHANNEL
A
CHANNEL
B
Igniter Circuit B
Igniter Circuit A
Two identical independent
igniters (A & B) are installed in
each engine’s combustion
chamber. The ignition system
is controlled by the FADEC.
The ignition system is used for
engine starting on the ground,
restarts in flight, and as a
preventative against engine
flameout in certain conditions.
The ignition system can be
activated automatically or
manually.
We will look at manual
activation later in this lesson.
OVERVIEW

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The FADEC automatically
activates continuous ignition
(igniters A & B) on the
respective engine when the
engine is running and any of
the following occur:
• An ENG ANTI ICE pb is
selected ON
• Takeoff thrust selected
• The Engine Interface Unit
(EIU) fails
• Approach idle is active (i.e.,
slats extended in flight)
• A engine flameout or surge is
detected in flight.
• The ENG MASTER is cycled
from ON to OFF then back to
the ON position.
OVERVIEW

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Each engine is equipped with
hydraulically actuated thrust
reversers that are controlled
independently by the
respective FADEC.
Reverse thrust is achieved by
directing the flow of fan
(bypass) air forward.
Aft moving translating sleeves
are installed on each engine.
Pivoting blocker doors are
installed inside the cowl on
each engine.
When reverse thrust is
selected, the translating sleeve
moves aft and the blocker
doors pivot to deflect fan air
forward through a now
exposed cascade.
Only fan air is used for reverse
thrust, no core air is used.
OVERVIEW
Translating Sleeve
Blocker Doors
Translating Sleeve
Cascade

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SEC 1
SEC 2
SEC 3
CHANNEL
A
CHANNEL
B
The FADEC is programmed
with multiple safety features to
ensure the reversers only
deploy on the ground and only
when requested by the pilot.
Reverser deployment requires:
• At least one FADEC channel
is functioning normally and has
received a reverser signal from
that engine’s thrust lever.
• The aircraft is sensed on the
ground by at least one Landing
Gear Control and Interface Unit
(LGCIU).
• The thrust lever reverser
signal is further confirmed by at
least one Spoiler Elevator
Computer (SEC).
FADEC limits thrust to idle
reverse until the respective
engine’s reversers are fully
deployed.
If an uncommanded reverser
deployment occurs, the
FADEC automatically
commands idle thrust on the
respective engine.
OVERVIEW
LGCIU 1
LGCIU 2
On
ground

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In this section we will first
discuss the engine controls
available in the cockpit
followed by how the engine
information is presented on the
ECAM.
We will start with the controls
for engine start and shutdown
which are located on the center
pedestal, just behind the thrust
levers.
CONTROLS & INDICATORS

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FUEL
TANKS
HP Valve
LP Valve
Actuators
When the ENG 1 and ENG 2
MASTER switches are
selected OFF, both the LP and
HP fuel valves close, causing
both engines to shut down.
Moving these switches from
ON to OFF also resets both
channels of the respective
FADEC.
Advance to select both ENG
MASTER switches OFF.
CONTROLS & INDICATORS

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FUEL
TANKS
The FIRE lights, just aft of the
MASTER switches, are
warning lights not pushbuttons.
The FIRE light illuminates if a
fire is detected in the
respective engine.
It is a repeater of the light in
the ENG FIRE pb on the
overhead panel.
Engine fire detection is
covered in the Fire Protection
lesson.
CONTROLS & INDICATORS
HP Valve
LP Valve
Actuators

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The FAULT light illuminates
and an ECAM message is
displayed if any of the following
occur:
- An automatic start abort.
- A start valve fault.
- A disagreement between the
HP fuel valve position and its
commanded position.
In this example, there has
been an automatic start abort.
CONTROLS & INDICATORS
FUEL
TANKS
HP Valve
LP Valve
Actuators

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CONTROLS & INDICATORS
FUEL
TANKS
HP Valve
LP Valve
Actuators
In this example, the HP fuel
valve is in disagreement with
its commanded position.

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The ENG MODE selector has
three positions.
For most of the flight it is
usually left in the NORM
position.
In the NORM position, the
FADEC automatically activates
continuous ignition on the
respective engine (igniters A &
B) if the engine is running and
any of the conditions listed
here are met.
CONTROLS & INDICATORS
NORM POSITION
The FADEC automatically activates continuous ignition on the respective engine
(igniters A & B) the engine is running and any of the following occur:
• An ENG ANTI ICE pb is selected ON
• Takeoff thrust selected
• The Engine Interface Unit (EIU) fails
• Approach idle is active (i.e., slats extended in flight)
• An engine flameout or surge is detected in flight.
• The ENG MASTER is cycled from ON to OFF then back to the ON position.

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The IGN/START position has
two functions.
Manually selects continuous
ignition (igniters A & B) on both
engines simultaneously, if
running.
If an engine is not running, the
IGN/START position prepares
it for the start process.
The MODE selector must be
moved from IGN/START to
NORM and back to
IGN/START to manually select
continuous ignition after the
engines are started.
CONTROLS & INDICATORS
IGN/START POSITION
- Manually selects continuous ignition (igniters A & B) on both engines
simultaneously, if running.
- If an engine is not running, the IGN/START position prepares it for the start
process.

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The CRANK position is used
for those situations where
engine rotation is desired but
starting is NOT.
The CRANK position DOES
NOT crank the engine.
The CRANK position:
- Prepares the engine for dry
cranking by inhibiting ignition
and fuel flow.
- The starter will engage and
the engine will dry crank (no
ignition or fuel flow) when the
respective MAN START pb is
selected ON.
The basic dry cranking
procedure is to move the ENG
MODE selector to CRANK and
then select the respective MAN
START pb ON.
Refer to your aircraft manuals
for more details regarding the
dry cranking procedure.
CONTROLS & INDICATORS
CRANK POSITION
- Prepares the engine for dry cranking by inhibiting
ignition and fuel flow.
- The starter will engage and the engine will dry crank
(no ignition or fuel flow) when the respective MAN
START pb is selected ON.

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The ENG panel is used for
manual starts and abnormal
operations.
The MAN START pbs are used
in conjunction with the CRANK
position of the ENG MODE
selector to dry crank either
engine if necessary.
The MAN START pbs are also
used if performing a manual
engine start.
We will use this function in the
NORMAL OPERATION
section.
The N1 MODE pbs allow the
crew to revert thrust control
from EPR mode to N1 rated
mode.
This will be explained in the
ABNORMAL OPERATION
section.
CONTROLS & INDICATORS

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FADEC FADEC
The thrust levers are located
on the center pedestal.
Notice that they are referred to
as thrust levers, NOT throttles.
Also, unlike more conventional
aircraft, there is no mechanical
linkage between the thrust
levers and the engines. Thrust
lever angle is communicated
electronically to the FADECs.
The thrust levers never move
on their own. The thrust levers
only move as a result of pilot
action.
CONTROLS & INDICATORS

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When thrust is being operated
manually (autothrust off), thrust
corresponds to the position of
the thrust levers.
Pull them aft to decrease thrust
or push them forward to
increase thrust.
FADEC FADEC
CONTROLS & INDICATORS

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CONTROLS & INDICATORS
During forward thrust, the
thrust levers are moved
through an arc that is defined
by two stops:
 0 which signifies idle thrust
And…
IDLE stop

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During forward thrust, the
thrust levers are moved
through an arc that is defined
by two stops:
 0 which signifies idle thrust
And…
 TOGA (Take Off Go Around)
which provides maximum
available thrust and is limited
to 5 minutes.
CONTROLS & INDICATORS
TOGA stop
IDLE stop

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In between these two stops are
two detents.
The detent marked CL is the
climb detent.
- Selecting this detent requests
climb thrust is being controlled
manually.
-This detent is also the normal
position of the thrust levers
when autothrust is active.
More on this in a just a little bit.
CLIMB detent
CONTROLS & INDICATORS
TOGA stop
IDLE stop

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The other detent is FLX MCT,
which has two functions.
Selected on the ground, this
detent requests FLEX (reduced
thrust) for takeoff. This is similar
to derated thrust on other
aircraft.
Selected in flight, this detent
requests Max Continuous
Thrust (MCT). This is generally
only used during abnormal
operations (e.g., one engine
inoperative).
FLEX MCT detent
CLIMB detent
STOPS
• 0 (Idle)
• TOGA (Take Off / Go Around)
- Produces maximum thrust
- Limited to 5 minutes
DETENTS
• CL (Climb Thrust)
- Normal position throughout flight
• FLX / MCT (Flex / Max Continuous Thrust)
- On ground = Reduced thrust for takeoff
- In flight = Max Continuous Thrust
CONTROLS & INDICATORS
TOGA stop
IDLE stop

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The two thrust levers are also
used to control the reversers.
Two latching reverser levers
are used to select reverse
thrust.
When the trust levers are not at
the IDLE stop, the levers are
mechanically locked down.
CONTROLS & INDICATORS
Reverser levers are locked when the
thrust levers are not at idle.
Reverser levers are unlocked with
the thrust levers at the idle stop.

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CONTROLS & INDICATORS
IDLE stop
When the thrust levers are at
the IDLE stop, reverse can be
selected by lifting the reverser
levers.
This allows the thrust levers to
be pulled back beyond the
forward IDLE stop and into the
reverse idle detent.
Advance to lift the reverser
levers and move the thrust
levers to the reverse idle
detent.

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The thrust levers are now in
the reverse idle detent.
The reversers will deploy and
thrust will remain at reverse
idle which is slightly higher
than forward idle.
Once the reverser is fully
deployed, reverse thrust on the
respective engine increases as
the thrust levers are moved aft
of the reverse idle detent.
Max reverse thrust is achieved
by moving the thrust levers
fully aft to the FULL REV stop.
Advance to move the thrust
levers to the FULL REV stop.
CONTROLS & INDICATORS
REV IDLE detent
IDLE stop

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The thrust levers are now at
FULL REV stop.
If desired, the level of reverse
thrust my be varied by moving
the respective thrust lever
between reverse idle and max
reverse.
CONTROLS & INDICATORS
FULL REV stop
REV IDLE detent
IDLE stop

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Max reverse should not be
used below 70 knots under
normal circumstances.
To stow the reversers and
resume forward thrust
operations, simply push
forward on the thrust levers
until they move to the idle stop
and the reverser levers latch
down.
There is no requirement to stop
at the idle reverse detent.
Do not attempt to hold the
reverser levers while
attempting to move the thrust
levers to the idle stop.
Advance to move the thrust
levers to the idle stop.
CONTROLS & INDICATORS
REV IDLE detent
IDLE stop
FULL REV stop

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IDLE stop
The reversers are now stowed
and the thrust is at idle.
CONTROLS & INDICATORS
REV IDLE detent
FULL REV stop

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FLEX MCT detent
CLIMB detent
TOGA stop
The alternative to manual
thrust control is the aircraft’s
autothrust system.
The relationship between
autothrust, the thrust levers,
and the rest of the autoflight
system is quite complex.
For this reason, we will discuss
only the basic relationship
between autothrust, the thrust
levers, and the engines.
You will learn more about
autothrust during later training.
Autothrust can be either off or
engaged. When engaged,
autothrust has two modes:
armed or active.
Autothrust is automatically
armed during takeoff when the
thrust levers are moved to
TOGA or FLX.
Autothrust may also be
engaged by pushing the FCU
A/THR pb.
Advance to apply takeoff
power.
CONTROLS & INDICATORS
A/THR Off
IDLE stop

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The autothrust is now engaged
but merely armed. It is not yet
active. Notice that the A/THR
pb is illuminated.
Thrust remains under manual
control until autothrust is
active.
In this example, TOGA thrust
will continue to be provided
until the thrust levers are
moved into the autothrust
active range.
The autothrust active range is:
• From just above idle up to
and including the CL detent
with both engines operating.
or
• From just above idle up to
and including the FLX MCT
detent with one engine
operating.
Advance to move the thrust
levers to the CL detent and into
the active range.
CONTROLS & INDICATORS
FLEX MCT detent
TOGA stop
IDLE stop
CLIMB detent
Autothrust active range
with both engines
operating
JUST ABOVE IDLE
CLIMB detent
A/THR light indicates autothrust
is engaged and either:
ARMED
or
ACTIVE

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FLEX/MCT detent
TOGA stop
Now autothrust is engaged and
active. Autothrust will now
command the FADECs to
provide thrust as necessary.
When autothrust is active,
thrust lever position defines the
upper limit of available thrust.
The thrust levers become
thrust limiters; thrust will not
exceed the position of the
thrust levers.
Therefore, the thrust levers are
normally left in the CL detent
with autothrust active.
This gives autothrust its full
authority to command any
thrust level from idle up to and
including climb thrust.
CONTROLS & INDICATORS
FLEX MCT detent
IDLE stop
CLIMB detent
Autothrust active range
with both engines
operating
JUST ABOVE IDLE
NOTE: If Alpha Floor
activates, TOGA thrust is
commanded regardless of
thrust lever position.
Alpha Floor is not discussed
in this lesson.
A/THR light indicates autothrust
is engaged and either:
ARMED
or
ACTIVE

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If you look closely, you can
also see the “A/THR” label next
to the thrust levers indicating
the autothrust active range with
both engines running.
CONTROLS & INDICATORS
CLIMB detent
JUST ABOVE IDLE
A/THR active range
A/THR light indicates autothrust
is engaged and either:
ARMED
or
ACTIVE

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If an engine faliure is detected,
you will be prompted to move
the operating engine’s thrust
lever to the FLEX MCT detent.
This gives autothrust the
authority to command any
thrust level from idle up to and
including to max continuous
thrust on the operating engine.
More on this in later training.
CONTROLS & INDICATORS
IDLE stop
JUST ABOVE IDLE
TOGA stop
FLEX MCT detent
CLIMB detent Autothrust active
range with one
engine operating
A/THR light indicates autothrust
is engaged and either:
ARMED
or
ACTIVE

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Autothrust can be disengaged
using either of two red
instinctive disconnect pbs
located on the side of the
thrust levers.
These pbs allow you to quickly
revert to manual thrust control
if necessary.
If either of the instinctive
disconnect pbs are pushed,
thrust immediately changes to
match thrust lever position.
Normally, thrust lever position
is matched to the current thrust
output (displayed on the E/WD)
prior to disconnecting
autothrust to prevent an
unwanted thrust change.
Once again, keep in mind that
autothrust will be discussed in
detail during later training.
Advance to push either
instinctive disconnect pb.
CONTROLS & INDICATORS
Instinctive
disconnect pb
A/THR light indicates autothrust
is engaged and either:
ARMED
or
ACTIVE

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Autothrust is now disengaged
(off).
Thrust output now directly
corresponds to thrust lever
position.
Autothrust could be
re-engaged by ensuring the
thrust levers are in the active
range (normally the CL detent)
and pushing the FCU A/THR
pb.
CONTROLS & INDICATORS
A/THR disengaged (off)

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The most common method of
disengaging autothrust is
moving the thrust levers to the
idle stop during landing.
This action brings the thrust
levers out of the autothrust
active range and disengages
autothrust. Thrust operation
becomes manual at that point.
Advance to move the thrust
levers to idle and disengage
autothrust.
That concludes our discussion
of the cockpit engine controls.
Let’s move on to how engine
operation is monitored.
CONTROLS & INDICATORS
IDLE stop
CLIMB detent
A/THR light indicates autothrust
is engaged and either:
ARMED
or
ACTIVE
A/THR disengaged (off)

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During this section we will look
at indications on LCD style
displays. The CRT style
displays are slightly different
and will be discussed in the
DIFFERENCES section.
Several engine parameters are
displayed on the ENGINE
page.
It can be either manually or
automatically displayed on the
System Display (SD).
Critical engine information is
permanently displayed on the
Engine/Warning Display
(E/WD) which is normally
presented on the upper ECAM
display unit. We will discuss
the E/WD first.
CONTROLS & INDICATORS
NOTE: Even though the
“gauges” we will discuss
are actually computer
generated representations
of gauges, we will use
“gauge” when referring to
these indications.

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At the top of the E/WD are the
all important Engine Pressure
Ratio (EPR) gauges. They are
the primary indicators of thrust
output.
EPR is displayed in both digital
and analog format.
The amber tick mark
represents max EPR. This is
the maximum EPR that can be
obtained, given the current
conditions, with the thrust
levers in the TOGA position.
6 6
6
Max EPR
with thrust
levers in TOGA
CONTROLS & INDICATORS
Analog EPR needle
Digital EPR

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6 6
6
Max EPR
with thrust
levers in TOGA
CONTROLS & INDICATORS
Analog EPR needle
Digital EPR
The blue circle (often referred
to as a donut) indicates thrust
lever position.
• When thrust is controlled
manually, the EPR needle
moves to follow the blue circle
as thrust changes are made.
• When autothrust is active, the
blue circle remains fixed
(normally at the climb thrust
EPR value) and the green
needle moves to indicate the
autothrust commanded thrust
output.
Thrust lever position
- Manual thrust = EPR needle follows blue circle
- Autothrust = Blue circle remains fixed

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6 6
6
Max EPR
with thrust
levers in TOGA
CONTROLS & INDICATORS
Analog EPR needle
Digital EPR
Thrust lever position
- Manual thrust = EPR needle follows blue circle
- Autothrust = Blue circle remains fixed
- When at least one reverser is
unstowed
- When the reverser is fully deployed
- (flashing then steady) if reverser is
unstowed in flight
REV Indication
The REV indications are
displayed in amber when the
respective engine’s reverser is
unstowed or unlocked.
It changes to green when the
reverser is fully deployed,
assuming reverse thrust was
requested.
If a reverser is unstowed in
flight, the REV indication
flashes amber for a few
seconds and then remains
steady.
We will look at some additional
EPR gauge indications in the
NORMAL OPERATION
section.

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The thrust limit mode and EPR
limit are displayed to the right
of the EPR gauges.
The EPR limit reflects the
FADEC calculation of the max
EPR for various modes based
on current conditions.
The mode and EPR limit
displayed are based on thrust
lever position and whether the
aircraft is on the ground or in
flight.
When on the ground with at
least one engine running, the
TOGA EPR limit is shown,
regardless of thrust lever
position, with one major
exception, described next.
6 6
TO/GA
FLEX/MCT
CLIMB
IDLE
CONTROLS & INDICATORS

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If a FLEX temperature is
entered in the MCDU TAKE
OFF page prior to takeoff, the
FLX EPR limit and temperature
replace the TOGA limit.
This will be the achieved EPR
during takeoff when the thrust
levers are moved to the FLX
detent.
If the thrust levers are
advanced to TOGA, the FLX
limit will be ignored and thrust
will go to the TOGA limit and
the EPR limit will reflect the
new takeoff thrust setting.
You will learn more about
FLEX during later training.
TO/GA
FLEX/MCT
CLIMB
IDLE
- On the ground with engines running
or
- During takeoff
TOGA
FLEX
CONTROLS & INDICATORS
OR

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On the ground with the engines
NOT running or in flight (after
FLEX thrust is no longer in
use), the mode and EPR limit
are based on thrust lever
position.
• With the thrust levers
anywhere between 0 (idle) and
the CL detent, the climb thrust
limit is shown.
• With the thrust levers just
above the CL detent up to and
including the FLX / MCT
detent, the MCT limit is shown.
• With the thrust levers just
above the FLX / MCT detent
up to and including the TOGA
stop, the TOGA limit is shown.
TO/GA
CLIMB
IDLE
TOGA
MCT
CL
CONTROLS & INDICATORS
- On the ground with the engines NOT running
or
- In flight after FLEX thrust is no longer in use
FLEX/MCT

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6 6
The next set of gauges display
the Exhaust Gas Temperature
(EGT) for each engine.
The current EGT is displayed
in digital and analog formats.
The amber tick mark indicates
the current EGT limit. During
engine starts on the ground,
the tick mark represents the
start limit.
When the engine is running, it
indicates the continuous
operation limit.
The amber tick mark is NOT
displayed when any of the
following occur:
• Takeoff thrust is applied.
• Reverse thrust is selected.
• Alpha floor is active.
If the actual EGT reaches or
exceeds the current EGT limit,
the digital and analog
indications change to amber
and pulse.
Pulsing Amber – EGT exceeded MAX EGT
CONTROLS & INDICATORS
Analog EGT
Digital EGT
Current EGT limit, NOT displayed:
- When takeoff thrust is selected
- When reverse thrust is selected
- If Alpha Floor is active

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6 6
Pulsing Amber – EGT exceeded MAX EGT
Pulsing Red – EGT exceeded MAX permissible EGT
CONTROLS & INDICATORS
Analog EGT
Digital EGT
The beginning of the red arc
represents the max permissible
EGT.
If the actual EGT exceeds the
max permissible EGT:
• The digital and analog EGT
indications change to red and
pulse.
• A red tick mark is displayed
indicating the highest value
achieved.
The tick mark remains
displayed until the next engine
start on the ground or until
reset by maintenance.
Max permissible EGT
Highest EGT achieved, remains until either:
- Next engine start on the ground
- Reset by maintenance
Current EGT limit, NOT displayed:
- When takeoff thrust is selected
- When reverse thrust is selected
- If Alpha Floor is active

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6 6
Fuel flow to the respective
engines is displayed in green
on each side of the EGT
gauges.
Below that is the green digital
N2 speed indication. It is
normally green.
It changes to red and a red
cross is displayed if N2
exceeds 100%.
The red cross remains
displayed until the next takeoff
or reset by maintenance.
CONTROLS & INDICATORS
Fuel Flow
- Displayed in green
N2 Speed
- Normally green
N2 speed above 100%
Red + remains until:
- Next takeoff
- Reset by maintenance

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The N1 speed is displayed
below the EGT gauges in
digital and analog formats.
The needle and digital change
to red if N1exceeds 100%.
Just as with EGT, a red tick
mark is displayed indicating the
highest N1 achieved. It
remains displayed until the
next takeoff or until reset by
maintenance.
An amber CHECK message is
displayed near the respective
indication if there is a
discrepancy between actual
and displayed EGT, N1, N2, or
FF values.
6 6
CONTROLS & INDICATORS
Analog N1
- Green – Normal
- Red – If N1 exceeds 100%.
Highest N1achieved
Remains until:
- Next takeoff
- Reset by maintenance
Digital N1
- Green – normal
- Red – If N1 exceeds 100%

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Additional indications that may
be displayed on the E/WD are:
• A. FLOOR – indicates that
autothrust has automatically
applied TOGA thrust.
• IDLE – indicates that both
engines are at idle thrust. It
flashes for 10 seconds and
then remains steady.
CONTROLS & INDICATORS
A. FLOOR
- Autothrust has automatically
applied TOGA thrust
IDLE
- Alerts you that both engines are at
idle thrust (flashes for 10 seconds)

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We will now look at the
indications displayed on the
ENGINE page.
The fuel used for each engine
is displayed digitally in green.
The F. USED value is reset to
0 during engine start and is
repeated on the CRUISE and
FUEL pages.
Since this value is provided by
the FADEC independent of the
fuel system, it can be useful in
determining your fuel state if a
fuel quantity discrepancy
occurs.
F. USED
- Reset to 0 during engine start
- Repeated on the CRUISE & FUEL pages
- Provided by the FADEC
CONTROLS & INDICATORS

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Next are the engine oil system
indications.
A digital and analog display of
oil quantity is provided. Both
are normally green. They pulse
green (advisory) if the oil
quantity drops below
approximately 5 quarts.
A digital and analog readout of
oil pressure is provided. Again,
they are both normally green.
The digital indication pulses
(advisory) if the high pressure
limit is exceeded.
The analog and digital
indications change to amber if
the oil pressure drops below 80
psi and red below 60 psi.
CONTROLS & INDICATORS
Analog Oil Quantity
Digital Oil Quantity
Green – normal
Pulsing green – quantity below 5 quarts
Analog Oil Pressure
Digital Oil Pressure
Green – normal
Pulsing green – high pressure limit
exceeded
Amber – pressure below 80 psi
Red – pressure below 60 psi

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The digital oil temperature
indication is normally green.
It pulses green (advisory)
above approximately 155°C.
It is displayed in amber and an
ECAM message is generated if
the temperature exceeds
155°C for more than 15
minutes or if 165°C is
exceeded for any length of
time.
CONTROLS & INDICATORS
Digital Oil Temperature
Green – normal
Pulsing green – above 155°C
Amber – above 155°C for more than
15 minutes or above 165°C

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Digital vibration indications are
provided for both N1 and N2.
The respective indication
pulses green if it exceeds 5
units.
CONTROLS & INDICATORS
N1 & N2 Digital Vibration Indications
Green - normal
Pulsing green - above 5 units

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Nacelle temperature
indications are displayed at the
bottom of the ENGINE page in
analog format only.
The needles are normally
green. The small tick mark on
the arc represents 320°C.
The indication (needle) pulses
green if the temperature
exceeds 320°C.
400
400
CONTROLS & INDICATORS
Analog Nacelle Temp
Green - normal
The temperature indication (needle)
pulses green if the temp exceeds 320°C.

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Start Valve
During engine start, the nacelle
temperature indications are
replaced by information
relating to ignition and start
valve operation.
The FADEC selected igniters
(A, B, or both [A &B] ) are
displayed when selected for
use.
The letter indicates that the
specific igniter, or igniters,
have been activated. It DOES
NOT indicate if they are
actually firing.
Start valve indications are
displayed below the igniters.
The start valves are displayed
either open or closed.
Below each start valve is a
digital indication of the bleed
pressure available to that start
valve.
The bleed pressure indication
is displayed in amber if the
minimum or maximum limits
are exceeded.
Valve Open
Valve Closed
CONTROLS & INDICATORS
FADEC selected igniter - indicates igniter is activated, NOT that the igniter is firing
Bleed Pressure
Green – normal
Amber – min or max pressure is exceeded

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Certain engines parameters
are repeated on the CRUISE
page using the same display
logic as the ENGINE page.
Total fuel used , which is
displayed on the CRUISE
page, is not provided on the
ENGINE page.
CONTROLS & INDICATORS
Total Fuel Used

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We will now look at normal
engine operations.
We will start with the
preliminary cockpit preparation.
The APU is running and is
providing electrical power and
bleed air.
NORMAL OPERATION

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FADEC
FADEC
AIRCRAFT
ELECTRICAL
SYSTEM
After 5 MINUTES - FADECs are unpowered
After AC power is established,
the FADECs are powered
automatically by the aircraft’s
electrical system and provide
engine indications on the
E/WD.
If engine start is not initiated
within 5 minutes of AC power
application, the FADECs shut
down automatically and all the
engine indications change to
amber XXs.
NORMAL OPERATION

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During the preflight, the
overhead ENG panel is
checked to ensure all four pbs
are off (lights out).
Later in the preflight, the
engine oil quantity is checked
on the ENGINE page.
Refer to your aircraft manuals
for specific oil requirements
NORMAL OPERATION

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When the pedestal is reached
during the preflight, verify that
the:
• Thrust levers are in the IDLE
position, with the reverser
levers stowed.
• ENG MASTER switches are
OFF.
• ENG 1 and 2 FIRE and
FAULT lights are extinguished.
• ENG MODE selector is in the
NORM position.
NORMAL OPERATION

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It is now time to start engines.
We will start the engines using
the automatic engine start
procedure.
One of three sources of air
could be used to start the
engines.
1. APU bleed air
2. Opposite engine bleed air
3. External high pressure air
NORMAL OPERATION

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Today we will use the APU
bleed air, which has already
been selected ON. We can see
this on the E/WD and on the
APU BLEED pb.
During the start sequence,
many of the engine parameters
are monitored, controlled and
protected by the FADECs.
In order to start the engines,
the ENG MODE selector must
be moved to the IGN/START
position.
Advance to move the ENG
MODE selector to the
IGN/START position.
NORMAL OPERATION

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When IGN/START is selected,
the FADECs are powered
again.
This is shown on the E/WD by
the indications changing from
amber to green (except N1 and
N2).
N1 and N2 will be displayed
after they reach a
predetermined rotation speed.
The ENGINE page replaces
the DOOR/OXY page and
displays all engine indications.
After 30 seconds, without any
movement of the ENG
MASTER switches, the
DOOR/OXY page would
replace the ENGINE page
automatically (until an ENG
MASTER switch is selected
ON).
NORMAL OPERATION

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We will start the engines using
the available APU bleed air to
operate the pneumatic starters.
We can see that the APU is
providing 32 psi of bleed
pressure at the engine start
valves.
NORMAL OPERATION
32 psi of bleed pressure is available
at the engine start valves.

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The normal procedure is to
start engine 2 first because the
yellow hydraulic system engine
driven pump is on engine 2
and the yellow system supplies
parking brake pressure.
Advance to move the ENG 2
MASTER switch to the ON
position.
NORMAL OPERATION

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The corresponding start valve
opens. This is indicated by the
start valve indication changing
from cross-line to in-line.
During the start sequence
(start valve open), if bleed air
pressure drops below the
normal range and N2 is 10% or
more, the bleed pressure
indication changes to amber.
We will now look at the engine
indications during the start
process.
NORMAL OPERATION
ENG 2 MASTER switch ON
• Start valve opens

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The fuel used is reset to zero.
NORMAL OPERATION
ENG 2 MASTER switch ON
• Start valve opens
• F. USED reset to zero

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On the E/WD, N2 increases. It
is displayed on a gray
background indicating that the
FADEC is involved in the start
process.
NORMAL OPERATION
ENG 2 MASTER switch ON
• Start valve opens
• F. USED reset to zero
• N2 increases

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On the ENGINE page the oil
pressure increases.
NORMAL OPERATION
ENG 2 MASTER switch ON
• Start valve opens
• F. USED reset to zero
• N2 increases
• Oil pressure increases

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Approximately 30 seconds
after the MASTER switch is
selected ON, an igniter is
powered and fuel flow
increases.
The active igniter is indicated
by a letter (A or B) on the
ENGINE page. In this example
the FADEC is using igniter B.
The active igniter alternates on
successive starts.
NORMAL OPERATION
ENG 2 MASTER switch ON
• Start valve opens
• F. USED reset to zero
• N2 increases
• Oil pressure increases
• Within 30 seconds an igniter is powered
• Fuel flow begins

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When light off occurs, EGT
increases.
NORMAL OPERATION
ENG 2 MASTER switch ON
• Start valve opens
• F. USED reset to zero
• N2 increases
• Oil pressure increases
• Within 30 seconds an igniter is powered
• Fuel flow begins
• After light off, EGT increases

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As N2 increases, N1 begins to
increase.
NORMAL OPERATION
ENG 2 MASTER switch ON
• Start valve opens
• F. USED reset to zero
• N2 increases
• Oil pressure increases
• Within 30 seconds an igniter is powered
• Fuel flow begins
• After light off, EGT increases
• N1 begins to increase

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When N2 is between 43 and
48%, the FADEC closes the
start valve and deactivates the
igniter.
Notice on the ENGINE page
the start valve is closed and
the igniter indication is
removed.
NORMAL OPERATION
ENG 2 MASTER switch ON
• Start valve opens
• F. USED reset to zero
• N2 increases
• Oil pressure increases
• Within 30 seconds an igniter is powered
• Fuel flow begins
• After light off, EGT increases
• N1 begins to increase
• N2 43-48%, start valve closes & ignition off

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The thrust limit mode changes
from CLB to TOGA, and today
the EPR rating limit for TOGA
is 1.456.
The rating would change to
FLX at this point if a FLEX
temperature was entered in the
MCDU.
NORMAL OPERATION
ENG 2 MASTER switch ON
• Start valve opens
• F. USED reset to zero
• N2 increases
• Oil pressure increases
• Within 30 seconds an igniter is powered
• Fuel flow begins
• After light off, EGT increases
• N1 begins to increase
• N2 43-48%, start valve closes & ignition off
• Thrust limit changes to TOGA

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At approximately 58% N2, N2
stabilizes and the gray
background is removed,
indicating that FADEC has
finished the start sequence.
Engine 2 is now running and all
parameters have stabilized.
ENG 2 MASTER switch ON
• Start valve opens
• F. USED reset to zero
• N2 increases
• Oil pressure increases
• Within 30 seconds an igniter is powered
• Fuel flow begins
• After light off, EGT increases
• N1 begins to increase
• N2 43-48%, start valve closes & ignition off
• Thrust limit changes to TOGA
• N2 continues to increase
• N2 stabilizes at 58%
ENG 2 is RUNNING
NORMAL OPERATION

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Now let’s start Engine 1.
Advance to select the ENG 1
MASTER switch ON.
NORMAL OPERATION

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ENG 1 MASTER switch ON
• Start valve opens
• F. USED reset to zero
• N2 increases
• Oil pressure increases
• Within 30 seconds, igniter is powered
• Fuel flow begins
• After light off, EGT increases
• N1 begins to increase
• N2 43-48%, start valve closes & ignition off
• N2 stabilizes at 58%
ENG 1 is RUNNING
Advance to observe each step
of the engine start process.
NORMAL OPERATION

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NORMAL OPERATION
At approximately 58% N2, N2
stabilizes and the gray
background is removed
indicating that the ENG 1 start
sequence is complete.
The last action is to move the
ENG MODE selector to the
NORM position.
Advance to move the ENG
MODE selector to the NORM
position.
ENG 1 MASTER switch ON
• Start valve opens
• F. USED reset to zero
• N2 increases
• Oil pressure increases
• Within 30 seconds, igniter is powered
• Fuel flow begins
• After light off, EGT increases
• N1 begins to increase
• N2 43-48%, start valve closes & ignition off
• N2 stabilizes at 58%
ENG 1 is RUNNING

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When the ENG MODE selector
is moved back to the NORM
position, the WHEEL page will
eventually replace the ENGINE
page (this can take up to 10
seconds).
If the ENG MODE selector is
not moved to the NORM
position, the ENGINE page will
remain displayed and override
the automatic ECAM page
display logic.
That concludes the automatic
engine start sequence.
REL REL
NORMAL OPERATION

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We will now look at another
normal operation, a manual
engine start.
NORMAL OPERATION

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There are several reasons why
a manual start may be
required.
They are listed at the
beginning of the manual
engine start procedure in your
manuals.
The main purpose of a manual
engine start is to allow the
engine to reach its max
motoring speed prior to ignition
and fuel flow.
During the manual start
procedure the MAN START pb
is used to allow the engine
RPM to increase and stabilize
at its max motoring speed (a
minimum of 15% N2) before
selecting an ENG MASTER
switch ON.
Selecting an ENG MASTER
switch ON activates BOTH
igniters (A & B) and
simultaneously initiates fuel
flow to the engine.
NORMAL OPERATION

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The manual engine start
procedure is in your manuals
and is not a memory item.
Unlike an automatic engine
start, during a manual start
FADEC ONLY provides
passive monitoring of start
faults. FADEC does NOT have
start abort authority during a
manual start.
It is the responsibility of the
crew to prevent the engine
from exceeding limits.
NORMAL OPERATION

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We will assume a normal
automatic start has already
been attempted but failed due
to low bleed pressure.
The decision has been made
to attempt a manual start.
Before attempting a second
start of the same engine, the
ENG MODE selector should be
recycled to the NORM position
then back to IGN/START. This
resets FADEC and prepares it
for another start attempt.
Advance to move the ENG
MODE selector back to the
NORM position.
NORMAL OPERATION

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Now that the FADEC has been
reset, let’s move it back to
IGN/START.
NORMAL OPERATION

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The ENG MODE selector is
now in the IGN/START
position.
The FADECs are energized
and the engine parameters are
displayed on the E/WD.
The ENGINE page is displayed
automatically.
NORMAL OPERATION

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We will start engine 2 using
APU bleed. Other bleed
sources could be used as the
situation requires.
The ENG MAN START pbs are
used to open the respective
start valve.
Advance to lift the guard and
push the ENG 2 MAN START
pb.
NORMAL OPERATION

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The engine 2 start valve
opened, the engine has
reached its maximum motoring
speed, and FADEC is
monitoring the start process.
Now that the engine has
reached its maximum motoring
speed (15% minimum), you
can select the ENG 2
MASTER switch ON.
Advance to select the ENG 2
MASTER switch ON.
NORMAL OPERATION

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Selecting the MASTER switch
ON:
• Resets fuel used to zero
• Activates both igniters (A & B)
• Initiates fuel flow
Notice also that N1 has started
to increase.
The FADEC automatically uses
both igniters (A & B) for a
manual start.
Observe these indications, then
advance to continue with the
manual start process.
NORMAL OPERATION

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When N2 is between 43 and
48%, FADEC automatically
closes the start valve and
deactivates both igniters.
Advance to select the ENG 2
MAN START pb off.
NORMAL OPERATION

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Selecting the MAN START pb
off simply makes the pb agree
with the automatic closure of
the start valve by the FADEC.
N2 continues to increase. At
about 58%, N2 stabilizes and
the gray background is
removed.
Engine 2 is now running and all
its parameters are stabilized.
You would then proceed to
start engine 1 but we will move
on taxiing the aircraft.
NORMAL OPERATION

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Only a small increase in thrust
is typically needed to get the
aircraft moving on the ground.
Once it’s moving, idle thrust is
usually sufficient to maintain
taxi speed.
On the ground, thrust control is
entirely conventional. Thrust
output corresponds directly to
thrust lever position.
NORMAL OPERATION

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During taxi out, the E/WD
should be checked to ensure
the correct thrust mode is
displayed (TOGA or FLX).
Today, we will be making a
FLX takeoff with a pilot entered
flex temperature of 35°C.
This means that with the thrust
levers in the FLX detent the
engines will provide the thrust
equivalent to that produced
using TOGA with a 35°C
ambient air temperature.
FLX takeoffs significantly
extend engine life, use less
fuel, and should be considered
the normal takeoff power
setting.
Flex takeoffs will be discussed
in more detail during later
training.
NORMAL OPERATION

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When on the ground at low
speed, the FADEC protects
against fan flutter by
preventing the engine from
being stabilized in a range of
60 - 74% N1.
Therefore, during engine
acceleration on the ground you
may notice a non-linear thrust
response to thrust lever
movement.
REL REL
NORMAL OPERATION

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Today we will make a FLX
takeoff since this is what you
will do on the majority of your
takeoffs.
The first step is to move the
thrust levers from idle to
approximately 1.1 EPR.
Keep in mind that thrust lever
position is indicated by the blue
circles on the outside of the
EPR gauges.
Advance to move the thrust
levers to 1.1 EPR.
NORMAL OPERATION
6 6

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Pausing the thrust levers at 1.1
EPR during the takeoff
provides you with an
opportunity to ensure that the
engines are producing thrust
symmetrically and that
everything is normal.
As both EPR needles
approach 1.1 EPR, the thrust
levers may be moved to the
desired takeoff thrust setting, in
this case FLX.
It is not necessary to hold the
brakes while the engines
accelerate to 1.1 EPR or to
wait until the thrust actually
achieves 1.1 EPR before
moving the thrust levers to a
takeoff position.
Advance to move the thrust
levers to the FLX detent.
NORMAL OPERATION
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When takeoff thrust is applied,
the ENGINE page replaces the
WHEEL page on the SD.
Moving the thrust levers to a
takeoff position (FLX or TOGA)
on the ground automatically
arms the autothrust.
During takeoff roll, the EPR
gauges should be checked to
ensure both engines have
achieved the EPR displayed in
the upper right corner of the
E/WD.
TOGA thrust is always
available by moving the thrust
levers to the TOGA position.
NORMAL OPERATION
6 6

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At thrust reduction altitude
(normally 1500’ AGL), we will
move the thrust levers aft to the
CL detent.
Advance to move the thrust
levers to the CL detent.
NORMAL OPERATION
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When the levers are in the CL
detent:
• Autothrust automatically
changes from armed to active.
• The thrust limit mode
changes to CLB with the
corresponding change in EPR
rating limit.
• After a short delay, the
CRUISE page replaces the
ENGINE page on the SD.
P
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F. USED
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16.5 16.5
ENG
AIR
2.9
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FWD
71 72
63
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/ MIN
FT
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NORMAL OPERATION
6 6

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We are now in cruise flight, the
thrust levers are in the CL
detent, and autothrust is active.
To maintain the desired speed
in level flight the autothrust
system is commanding an EPR
of 1.210.
NORMAL OPERATION
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7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
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Assume you have just begun a
long descent to a lower
altitude. With inputs from the
FMS, the autothrust has
determined that idle thrust is
required for the descent.
Advance now to see EPR
move to idle.
Let’s look at this in more detail.
NORMAL OPERATION
P
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°C H
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LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
2000
-100
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6 6

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0
-7
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LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
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When autothrust is active,
green arcs are displayed
between the actual EPR and
the autothrust commanded
EPR value.
The green triangle indicates
the direction of EPR tendency.
When the new EPR value is
reached, all these indications,
except for the actual EPR,
disappear.
These indications are only
displayed when autothrust is
active.
Autothrust and the associated
indications are covered in more
detail in later training.
NORMAL OPERATION
6 6
EPR Actual
EPR Commanded
EPR Trend

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0
-7
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F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
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During cruise, descent and
approach phases, autothrust is
normally active and the thrust
levers remain in the CL detent. CRUISE
DESCENT
APPROACH
NORMAL OPERATION
CLIMB

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0
-7
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F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
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In heavy rain, turbulence, or in
other situations it may be
advisable to manually activate
continuous ignition.
Refer to your aircraft manuals
for more details.
Moving the ENG MODE
selector to the IGN/START
position when the engines are
running activates both igniters
in each engine.
Advance to move the ENG
MODE selector to the
IGN/START position.
NORMAL OPERATION

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P
TAT
SAT
0
-7
°C
°C H
10
F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
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The IGNITION memo is
displayed on the E/WD when
continuous ignition is activated.
NORMAL OPERATION

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We are now ready to land.
During landing the pilot will
move the thrust levers to IDLE.
There is a RETARD auto
callout to remind the crew if
this has not been done.
Advance to move the thrust
levers to idle.
NORMAL OPERATION

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Moving the thrust levers to idle
disengages the autothrust and
returns the thrust to manual
operation.
Select reverse thrust after main
gear touchdown.
Advance to select reverse
thrust.
NORMAL OPERATION

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REV is displayed in amber
when the reversers are
unstowed.
REV is displayed in green
when the reversers are fully
deployed.
Notice that the thrust limit
mode on the E/WD now
displays MREV.
Except on slippery runways, if
one reverser fails to deploy
properly the good reverser can
still be used.
Advance to select FULL
reverse thrust.
NORMAL OPERATION

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Both engines are now
producing the max reverse
thrust setting of 1.180 EPR.
Max reverse thrust is available
down to 70 Knots.
No later than 70 knots you
should move the thrust levers
to reverse idle and then to the
idle stop.
Advance to move the thrust
levers to the reverse idle
position.
NORMAL OPERATION

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The thrust levers are now in
the reverse idle detent.
Advance to move the thrust
levers to the forward idle stop.
NORMAL OPERATION

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The thrust levers are now at
the idle stop and the reversers
are stowed.
NORMAL OPERATION

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We are now at the gate. It’s
time to shut down the engines.
To do that, the corresponding
ENG MASTER switches must
be selected OFF.
If unable to shut down an
engine using the ENG
MASTER switch, the engine
could (in usual circumstances)
be shut down using the
respective ENG FIRE pb on
the overhead, which closes the
LP fuel valve.
If an ENG FIRE pb is used to
shut down an engine, there is a
delay of approximately 40
seconds before the engine
shuts down.
This is because it takes time to
burn the fuel remaining
between the LP fuel valve and
the engine.
NORMAL OPERATION

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Let’s take a look at some
abnormal operations.
In this section we will cover the
indications of specific failures
and detail their consequences.
As you perform the steps
required to deal with these
selected failures you will gain a
better understanding of the
system.
ABNORMAL OPERATION

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We will begin with a
demonstration of an abnormal
engine start.
We are at the gate with all the
flows and checklists complete
up to engine start.
Advance to rotate the ENG
MODE selector to IGN/START.
ABNORMAL OPERATION

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Continue the procedure by
selecting ENG 2 MASTER
switch ON.
ABNORMAL OPERATION

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Initially you see all the
indications you have observed
before, including:
• Fuel used reset to zero
• The start valve opens
• N2 increases
• Oil pressure increases
• Within 30 seconds, an igniter
is displayed, in this case igniter
B, and fuel flow begins.
ABNORMAL OPERATION

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You hear a single chime and
the MASTER CAUT light
illuminates.
We have extinguished the
MASTER CAUT for you.
On the ENG panel, the ENG 2
FAULT light illuminates
indicating that the automatic
start has been aborted.
The ECAM message confirms
this. The NEW START IN
PROGRESS message is NOT
an action step.
It indicates that the FADEC
has detected a problem during
an automatic start and is taking
steps to attempt to correct the
problem and accomplish a
successful start.
ABNORMAL OPERATION

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The FADEC will abort an
automatic start on the ground
for many reasons.
It is not necessary for you to
memorize them, but it is
important that you understand
that the FADEC is watching for
numerous abnormalities during
start, including:
• Starter time exceeded
• Impending EGT overtemp
• No light off
• Lower than normal N1
• Starter failure
• Hung start
The ECAM will display the
same START FAULT message
if any these start problems
occur.
The FADEC can abort an automatic start on
the ground if any of the following occur:
• Starter time exceeded
• Impending EGT overtemp
• No light off
• Lower than normal N1
• Starter failure
• Hung start
ABNORMAL OPERATION

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Watch what FADEC does to
attempt to get the engine
started.
Automatically the FADEC shuts
off the fuel and turns off the
ignition.
After 30 seconds of dry crank,
a new start is launched.
Advance to observe the next
start attempt.
30 SECONDS
ABNORMAL OPERATION

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Both igniters A and B are now
activated and the fuel flow
begins.
If the FADEC is successful in
getting the engine started, the
ECAM message will be
removed and the FAULT light
will extinguish.
ABNORMAL OPERATION

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If the second start attempt is
unsuccessful, or if FADEC
makes no further attempts to
start the engine, the ECAM will
reflect that the start was
aborted.
Notice that the igniters have
been deactivated and the start
valve has closed.
On the ECAM a secondary
message is displayed
indicating that the start fault is
due to NO LIGHT UP.
An action step is now
displayed directing you to
select the ENG MASTER OFF.
The display of this action step
confirms that FADEC has given
up trying to start the engine.
Advance to select the ENG 2
MASTER switch OFF.
ABNORMAL OPERATION

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At this point you would seek
assistance from maintenance.
Now let’s look at another
abnormal.
ABNORMAL OPERATION

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Here we have a loss of EPR
mode in flight.
If EPR mode is lost, the
effected FADEC automatically
reverts to N1 mode.
During cruise you hear a single
chime and the MASTER CAUT
lights illuminate.
We have extinguished the
MASTER CAUT light for you.
P
TAT
SAT
0
-7
°C
°C H
10
F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
2000
-100
°F
ISA -16 °C
GW 111400 LBS
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0.2 0.1
0.4
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ABNORMAL OPERATION

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The first message relates to
the loss of autothrust.
Autothrust is lost if EPR mode
is lost on either engine.
If autothrust fails for any
reason, thrust is locked at the
current setting. The thrust will
remain locked at the current
setting until a thrust lever is
moved or autothrust is
restored.
When you accomplish the
action step and move the
thrust levers out of the CL
detent you transition to manual
thrust operation.
Before we take that step, let’s
look at how the other
indications on the E/WD have
changed.
P
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0
-7
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°C H
10
F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
2000
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A/THR
THRUST LOCK
MODE
ABNORMAL OPERATION

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NOTE: The REV indications, both green and
amber, remain available when needed.
The engine 1 EPR gauge is
amber. The EPR needle is
removed and the digital
readout is replaced by amber
XXs. All these indications show
that engine 1 EPR mode is
lost.
Changes have also occurred
on the engine 1 N1 gauge.
The blue circle representing
thrust lever position is now
displayed on the N1 gauge. A
gray box now surrounds the
digital N1 indication.
An amber tick mark now
appears on the N1 gauge
indicating the N1 TOGA limit.
The amber tick mark will move
to indicate the max reverse N1
limit when reverse thrust is
used.
Reverser status is still
indicated on the EPR gauges.
ABNORMAL OPERATION
EPR FAILURE
GRAY BOX (added)
THRUST LEVER POSITION (added)
N1 TOGA LIMIT (added)

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P
TAT
SAT
0
-7
°C
°C H
10
F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
2000
-100
°F
ISA -16 °C
GW 111400 LBS
CRUISE
1 + 2
14400
VIB N1
N2
0.2 0.1
0.4
CKPT
We have now moved the thrust
levers and are controlling
thrust manually.
We are now ready to perform
the next ECAM actions items.
Advance to push the ENG 1
N1 MODE pb.
The ON light in the N1 MODE
pb is now illuminated.
Advance to push the ENG 2
N1 MODE pb.
ABNORMAL OPERATION

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P
TAT
SAT
0
-7
°C
°C H
10
F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
2000
-100
°F
ISA -16 °C
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N2
0.2 0.1
0.4
CKPT
The engine 2 EPR gauge turns
amber indicating that the EPR
MODE is lost. The N1
indications are now the same
for both engines.
Once both engines are
operating in N1 mode, the EPR
limit mode is replaced by the
N1 limit mode and the current
N1 limit.
It indicates that both engines
are now controlled using N1.
Display of the N1limit mode
and the current limit indicates
that the engines are operating
in RATED N1 mode.
As the remaining blue action
step indicates, it is now
necessary to control thrust
manually for the rest of the
flight.
ABNORMAL OPERATION
The amber EPR gauges indicates that
EPR mode is now lost for both
engines.
The N1 indications are now the same
for both engines.
Display of the N1 limit mode and
current limit indicates that both engines
are operating in rated N1 mode.

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P
TAT
SAT
0
-7
°C
°C H
10
F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
2000
-100
°F
ISA -16 °C
GW 111400 LBS
CRUISE
1 + 2
14400
VIB N1
N2
0.2 0.1
0.4
CKPT
What you have just seen is an
example of loss of EPR mode
that results in using rated N1
mode.
Depending on the nature of the
malfunction that caused the
loss of EPR mode, the system
may revert to UNRATED N1
mode, shown here.
Notice that the max N1 tick
mark is not displayed on the
N1 gauge.
In unrated N1 mode, the N1
limit mode and the current limit
are replace by amber XXs.
FADEC overspeed protections
are reduced in the UNRATED
N1 mode of operation.
It is possible to exceed certain
engine limitations in unrated
N1 mode.
UNRATED N1 MODE
ABNORMAL OPERATION
N1 limit removed

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Let’s briefly look at some other
abnormal engine indications
you might see.
Here we have an a clog in
engine 1 oil filter.
Notice that there are no action
items to perform.
On the ENGINE page, which is
displayed automatically, an oil
filter CLOG indication is
displayed.
You would clear the ECAM and
refer to your aircraft manuals.
P
TAT
SAT
0
-7
°C
°C H
10
F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
2000
-100
°F
ISA -16 °C
GW 111400 LBS
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N2
0.2 0.1
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CKPT
ABNORMAL OPERATION
Oil filter clog

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The same type of problem can
occur with the engine fuel
system.
Here we have an engine 2 fuel
filter clog.
Again, you would clear the
ECAM and refer to your aircraft
manuals.
ABNORMAL OPERATION
Fuel filter clog

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149 of 154
Low oil pressure has been
detected in engine 1.
The CRC sounds and the
MASTER WARN lights flash.
We have cancelled them for
you.
The associated message and
checklist are displayed on the
E/WD.
The ENGINE page is displayed
automatically. Notice that the
engine 1 oil pressure is
displayed in red indicating that
the oil pressure is too low.
The procedure is to verify the
low oil pressure by checking
the ENGINE page and then
shut down the engine.
Low oil pressure
ABNORMAL OPERATION

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P
TAT
SAT
0
-7
°C
°C H
10
F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
2000
-100
°F
ISA -16 °C
GW 111400 LBS
CRUISE
1 + 2
14400
VIB N1
N2
0.2 0.1
0.4
CKPT
Next, we will demonstrate an
engine EGT overlimit in cruise.
The engine 2 EGT has
increased above the normal
range.
Notice the amber EGT
indications.
Engine EGT overlimit
ABNORMAL OPERATION

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P
TAT
SAT
0
-7
°C
°C H
10
F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
2000
-100
°F
ISA -16 °C
GW 111400 LBS
CRUISE
1 + 2
14400
VIB N1
N2
0.2 0.1
0.4
CKPT
The EGT has continued to
increase and the EGT
indication is now red.
The only ECAM action is to
move the thrust lever until the
EGT is within limits.
Advance to reduce the engine
2 thrust lever.
ABNORMAL OPERATION
Engine EGT overlimit

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P
TAT
SAT
0
-7
°C
°C H
10
F. USED
LBS
QT
7200 7200
OIL
16.5 16.5
ENG
AIR
2.9
AFT
70
FWD
71 72
63
CAB V/S
CAB ALT
FT
/ MIN
FT
PS
I
LDG ELEV AUT
O F
T
100
2000
-100
°F
ISA -16 °C
GW 111400 LBS
CRUISE
1 + 2
14400
VIB N1
N2
0.2 0.1
0.4
CKPT
The EGT has now decreased
and indication has changed
from red to green.
The highest EGT achieved is
indicated by a red tick mark on
the gauge.
That concludes the
ABNORMAL OPERATION
section.
ABNORMAL OPERATION
Engine EGT overlimit
Red tick mark indicates the
highest EGT achieved, remains
until either:
- Next engine start on the ground
- Reset by maintenance

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153 of 154
Let’s take a look at some of the
A321 engine differences.
Remember that both the A319
and A321 are equipped with
IAE V2500-A5 series engines.
The A319 engine is simply a
de-rated version.
A319s are equipped with
V2524-A5 engines capable of
producing up to 24,000 lbs of
thrust.
A321s are equipped with
V2533-A5 engines capable of
producing up to 32,500 lbs of
thrust.
You will also notice differences
in EGT limits on an A319 vs.
an A321. Refer to your aircraft
manuals for this information.
DIFFERENCES

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You will also notice some
differences on aircraft
equipped with LCD style
displays vs. CRT style
displays.
The information displayed is
nearly identical, but the
locations and appearance are
slightly different.
You might also notice that the
thrust lever position is a blue
“donut” on the LCD style
displays and white on the CRT
style.
DIFFERENCES
LCD style E/WD and ENGINE page
CRT style E/WD and ENGINE page

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Any manual setting.
Takeoffs can be performed using
which power settings?
FLEX or TOGA.
CLIMB and TOGA.
Only MCT.

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Any manual setting.
Takeoffs can be performed using
which power settings?
FLEX or TOGA.
CLIMB and TOGA.
Only MCT.

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You are about to perform a takeoff.
You have not inserted a FLEX
temperature.
Can you still take-off?
Yes, but only using the TOGA detent.
Yes, by setting the thrust levers to the
FLEX/MCT detent.
Yes, by setting the thrust levers to the
CLIMB detent.
Not until a FLEX temperature
is inserted.

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You are about to perform a takeoff.
You have not inserted a FLEX
temperature.
Can you still take-off?
Yes, but only using the TOGA detent.
Yes, by setting the thrust levers to the
FLEX/MCT detent.
Yes, by setting the thrust levers to the
CLIMB detent.
Not until a FLEX temperature
is inserted.

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Yes, igniters are used alternatively for
engine start, in this case B.
Yes, igniter B is always used for ENG 2
start.
No, normally both igniters are used for
all engine starts.
Yes, igniter A is only used for engine
anti ice.
During the automatic start sequence
of ENG 2, you notice that only igniter
B is powered. Is this normal?

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Yes, igniters are used alternatively for
engine start, in this case B.
Yes, igniter B is always used for ENG 2
start.
No, normally both igniters are used for
all engine starts.
Yes, igniter A is only used for engine
anti ice.
During the automatic start sequence
of ENG 2, you notice that only igniter
B is powered. Is this normal?

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You are performing a takeoff with the
thrust levers in the FLEX detent.
Is autothrust now active?
Yes
No

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In the FLEX detent autothrust is armed
but not active.
You are performing a takeoff with the
thrust levers in the FLEX detent.
Is autothrust now active?
Yes
No

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After takeoff the autothrust will not
become active until…
The A/THR pb is manually selected on.
An autopilot is engaged.
The thrust levers are moved out of the
TO/GA or FLEX/MCT detents.
The thrust levers are placed in the
active range (e.g., CL detent).

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After takeoff the autothrust will not
become active until…
The A/THR pb is manually selected on.
An autopilot is engaged.
The thrust levers are moved out of the
TO/GA or FLEX/MCT detents.
The thrust levers are placed in the
active range (e.g., CL detent).

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You are at the start of a descent and
the EPR gauges look like you see
here. When does this occur?
Whenever there is a power change with
autothrust engaged.
Whenever there is a power change with
the autopilot engaged.
Whenever there is a power change in
manual thrust.
Whenever the thrust levers are moved
out of the CL detent.

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You are at the start of a descent and
the EPR gauges look like you see
here. When does this occur?
Whenever there is a power change with
autothrust engaged.
Whenever there is a power change with
the autopilot engaged.
Whenever there is a power change in
manual thrust.
Whenever the thrust levers are moved
out of the CL detent.

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After landing you select reverse
thrust and the following indications
are displayed. What is happening?
This is the normal indication while the
reversers are in transit.
The reversers are stuck.
This is the normal indication when the
reversers are fully deployed.
The reversers are faulty and must be
de-selected.

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After landing you select reverse
thrust and the following indications
are displayed. What is happening?
This is the normal indication while the
reversers are in transit.
The reversers are stuck.
This is the normal indication when the
reversers are fully deployed.
The reversers are faulty and must be
de-selected.

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A few seconds after selecting reverse
thrust, the amber REV indication
changes to green. What does this
mean?
The reversers are unlocked.
The reverse thrust selection has been
acknowledged.
The reversers are now fully deployed.
The reversers have been re-stowed.

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A few seconds after selecting reverse
thrust, the amber REV indication
changes to green. What does this
mean?
The reversers are unlocked.
The reverse thrust selection has been
acknowledged.
The reversers are now fully deployed.
The reversers have been re-stowed.

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Under normal circumstances, which
of the following crew actions
energizes the FADECs?
Selecting an ENG MASTER switch ON
Selecting the ENG MODE selector
to IGN/START
Selecting a N1 MODE pb ON
Selecting a MAN START pb ON

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Under normal circumstances, which
of the following crew actions
energizes the FADECs?
Selecting an ENG MASTER switch ON
Selecting the ENG MODE selector
to IGN/START
Selecting a N1 MODE pb ON
Selecting a MAN START pb ON

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Both igniters are always used for every
start.
Engine anti-ice has been selected on
Prior to engine start.
This is a manual start. Both igniters
are always used for a manual start.
The FADEC is testing both igniters
before selecting the one to be used.
Why are both igniters powered during
this ENG 2 start sequence?

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Both igniters are always used for every
start.
Engine anti-ice has been selected on
Prior to engine start.
This is a manual start. Both igniters
are always used for a manual start.
The FADEC is testing both igniters
before selecting the one to be used.
Why are both igniters powered during
this ENG 2 start sequence?

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That there is a failure in the engine fire
extinguishing system.
That there is a failure of
the ENG MODE selector.
That there is a failure in the automatic
start sequence.
During engine start the amber FAULT
light on the ENG panel illuminates.
This indicates...

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That there is a failure in the engine fire
extinguishing system.
That there is a failure of
the ENG MODE selector.
That there is a failure in the automatic
start sequence.
During engine start the amber FAULT
light on the ENG panel illuminates.
This indicates...

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You are in the middle of a manual
engine start. Which of the following
will occur when you select ENG
MASTER 2 ON?
The fuel used is reset, one igniter
is powered and fuel flow is indicated.
The fuel used is reset, both igniters are
powered and fuel flow is indicated.
The fuel used is reset, fuel flow is
indicated, and the IGNITION message
is displayed on the E/WD.
The fuel used is reset, both igniters are
powered and EPR increases.

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You are in the middle of a manual
engine start. Which of the following
will occur when you select ENG
MASTER 2 ON?
The fuel used is reset, one igniter
is powered and fuel flow is indicated.
The fuel flow is reset, both igniters are
powered and fuel used is indicated.
The fuel used is reset, fuel flow is
indicated, and the IGNITION message
is displayed on the E/WD.
The fuel used is reset, both igniters are
powered and EPR increases.

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During a manual start, what function
does the FADEC perform?
The FADEC doesn’t perform any
function during a manual start. All
actions must be carried out by the crew.
To control the start sequence and take
corrective action in case of a failure or
malfunction.
Passive monitoring of the start
sequence, to close the start valve and
cut off the ignition on the ground.

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During a manual start, what function
does the FADEC perform?
The FADEC doesn’t perform any
function during a manual start. All
actions must be carried out by the crew.
To control the start sequence and take
corrective action in case of a failure or
malfunction.
Passive monitoring of the start
sequence, to close the start valve and
cut off the ignition on the ground.

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During an engine start sequence the
gray background on N2 the indication
disappears at about 58%. What does
this indicate?
That the start valve air pressure has
dropped.
That the start sequence is complete.
That the igniters are no longer being
powered.
That there is a start fault and a
dry crank is in progress.

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During an engine start sequence the
gray background on N2 the indication
disappears at about 58%. What does
this indicate?
That the start valve air pressure has
dropped.
That the start sequence is complete.
That the igniters are no longer being
powered.
That there is a start fault and a
dry crank is in progress.

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Which steps of a manual start are
being taken care of by the FADEC?
Starter valve closure
and ignition start.
Starter valve opening
and ignition start.
Starter valve closure
and ignition cut off.
Starter valve opening and
ignition cut off.

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Which steps of a manual start are
being taken care of by the FADEC?
Starter valve closure
and ignition start.
Starter valve opening
and ignition start.
Starter valve closure
and ignition cut off.
Starter valve opening and
ignition cut off.

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You have completed the
Engines lesson.
QUIZ
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exit to the main menu.