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 Off at FAF during approach
Engine Anti-ice (TM 70-1.3) – Engine A-I ducting is independent of wing A-I.
Engine A-I valves will open automatically on loss of electrical power. They close
with air pressure available. Engine limits are automatically reset when Engine A-I
selected. Engine Ignition will come on automatically when Engine Anti-Ice is
selected ON on IAE engine aircraft and CFM non-upgraded FADEC aircraft. On
CFM aircraft with new upgraded FADEC’s the ignition will only come on when
FADEC detects certain parameters being exceeded.
Probe and Mast Heat / Window Heat / Rain Removal
All heat is turned on at low power on ground after the first engine start. In flight
all heat automatically goes to High. Can turn on manually on ground before
engine start by pressing pb to ON. Deselect to Auto after second engine start.
Note: when on ground a windshield (or window) heat fault may be given due to
heating by the sun. Cool the cockpit (or stow shades) and reset the WHC circuit
breaker.
Rain repellant is inhibited on the ground with engines shut down.
US Airways Airbus A319, A320, A321 Notes
8
Electrical (TM 7-24.x)
All normal electrical power shifts automatically except the External Power which
must have the EXT PWR pushbutton selected to supply power to the AC bus tie.
The External Power (EXT PWR) pb will show green AVAIL when power is
connected and OK. The pilot must press the pb to manually select external.
Once pressed the EXT PWR pb will show blue ON indicating that external is now
powering the aircraft. When you wish to switch to ships power first ensure that a
power source is available, normally the APU. Then press the EXT PWR pb. It will
change from blue ON to green AVAIL as the APU (or engines) begin to supply
power. Once the external power has been deselected and the green AVAIL is
showing in the pb you may disconnect the external power.
New Airbus pilots will sometimes find it hard to remember that the green AVAIL
does NOT mean that it is powering the aircraft. Blue ON indicates that external is
powering the aircraft.
 Airbus Gotcha: Just to make things interesting Airbus has used the same pb’s
for the APU Start pb as the External Power pb. However the APU blue ON is the
“Master Switch” and just indicates the APU is prepared to start. The blue ON for
the Start pb means the APU is starting. The green AVAIL in the Start pb shows
that the APU is available for use and power is OK and the APU will automatically
pick up the electrical load unless you are on external (remember, EXT PWR
requires a manual power shift). So for the APU green AVAIL can be showing in
the pb when powering the aircraft, the opposite of the EXT PWR pb. This is just
a reminder as the APU panel is not part of the Electrical panel.
Normal priority for AC power is: (work across ELEC panel from GEN 2)
1) On side engine generator
PH doesn’t use the On / Off side terms, below is
the official PH version of the Electrical priorities:
2) External Power 1) Engine Generators
3) APU 2) External Power
4) Off side engine generator 3) APU
5) Emergency Generator (RAT) 4) Emergency Generator (RAT)
6) Batteries 5) Batteries
The only way to power both AC busses from a single power source is through
the AC BUS TIE. The APU and EXT PWR both feed the AC BUS TIE. Both AC
busses connect to the AC BUS TIE as needed. APU will automatically power AC
unless the EXT PWR or ENG GEN is on. If both IDG’s are available then the AC
busses will not be connected to the AC BUS TIE. If only one ENG GEN (no APU
or EXT PWR) is available the opposite AC bus will connect to it through the AC
BUS TIE.
The Electrical system is divided into two main branches. Both AC and DC are
normally separated into two branches with Engine 1 driving IDG (integrated drive
US Airways Airbus A319, A320, A321 Notes
9
generator) 1 and IDG 1 feeding AC BUS 1. AC BUS 1 then feeds DC BUS 1
through TR 1 (transformer rectifier). The same happens on side 2.
As long as each engine IDG is available then the two sides remain electrically
isolated. If there is a loss of power on an AC bus then the remaining powered
bus will automatically power the unpowered AC bus through the AC BUS TIE. If
the APU is then started it will automatically power the bus tie and the failed AC
bus. The AC BUS TIE will then be isolated from the normal powered bus. IDG
should not be disconnected when engine not turning (operating or windmilling)
and the IDG disconnect should not be pressed more than 3 seconds. IDG can
only be reconnected on the ground.
In case of TR failure the DC busses can be automatically connected through the
　
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