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Read the title of the failure on the E/WD.

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 Observe the amber IDG LO PR on the ECAM ELEC
page, and the amber IDG 1 FAULT light on the ELEC
panel.

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 These indications mean that there is
insufficient oil pressure in IDG 1.
ECAM action requires us to disconnect the
IDG

Begin ECAM action by raising the IDG

guard.

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The guard has been raised.
Now disconnect the IDG.

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 CAUTION
Press the IDG pb switch until the GEN FAULT
light comes on, but not more than 3 seconds to
avoid damage to the disengage solenoid.

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 Generator #2 has automatically taken over the
generator #1 load through the AC TIE BUS and is
now supplying the entire electrical system.

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 On the ECAM ELEC page, an amber DISC
has replaced the previous LO PR , signifying
that IDG #1 is now disconnected.

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 The IDG number is shown in
white to indicate that engine 1 is
still running.

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MENU
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 Let's look at GEN 1
indications for a moment.
• GEN in amber means
generator 1 has abnormal
parameters.
• 1 in white means engine 1
is still running.
• 0% load in green means
that the load is still within
the normal range.
• 0 volts in amber means
that the voltage is outside
normal parameters.
• Amber “X”s means that
there is no frequency
sensed.

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 The amber FAULT on the GEN 1 pb
switch means GEN 1 is not supplying the
system.

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 On the ECAM ELEC system page, GALLEY SHED in
white has illuminated indicating that the system has
automatically shed galley equipment to decrease the
load on the remaining generator.

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After review and confirmation

Clear ECAM.

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 The STATUS page is now displayed.

A green message advises us that the APU generator is

available as a backup up to FL 390. Using the APU would
restore the galley power.

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 In the INOP SYS column, GEN 1 and the MAIN GALLEY
are listed as inoperative.

After review and confirmation

Clear STATUS..

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 ECAM complete. Screens normal. The
System Display has reverted back to the
Cruise Page.

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MENU
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On the E/WD, read the title of the failure.

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 Observe:
• GEN and load indications in amber
on the ECAM ELEC page indicating
that the load is abnormal.
• GALLEY FAULT light illuminated on
the ELEC panel helping you locate the
proper switch. (The galley will be
switched off to reduce the load.)

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 Notice that there is no FAULT light in the
GEN 2 pb switch because the generator is
still powering the AC bus 2.

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The first ECAM action calls for the galley
power to be switched off.

Turn off The GALLEY power.

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 On the ECAM ELEC page, note that:

• GALLEY SHED indication has appeared

• GEN 2 load is back to a normal value.

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After review and confirmation...

Clear ELEC.

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 The STATUS page is displayed for review.
The only inoperative item is the galley.
.

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After review and confirmation

Clear STATUS.

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 ECAM complete. Screens normal. The
System Display has reverted back to the
Cruise Page.

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 This is a serious failure which results in a
Master Warning.
Normally, AC Bus 1 supplies the following:
• theAC ESS bus
• DC bus 1 which in turn feeds the DC BAT bus.
• The DC BAT bus which normally feeds DC ESS.

If AC Bus 1 is lost, these buses become

unpowered.

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 When power is lost to either DC bus, the DC TIE BUS
relay automatically closes and repowers the dead bus.
In this case, both DC 1 and the DC BAT bus are
repowered by TR 2 through DC2.

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 However, with the loss of AC Bus 1, AC ESS and DC ESS both remain
unpowered.

The most noticeable consequence is that the Captain’s PFD, ND and

the E/WD go blank.

Since the Captain has no instruments, he should give the aircraft to

the F/O and perform the ECAM himself.

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 The E/WD and the ECAM checklists are now displayed on
the lower ECAM. The first item is the autopilot. It can be
cleared either by clicking twice on the autopilot disconnect
on the sidestick, or by using the CLR key on the ECAM
control panel. For this exercise, use the CLR key.
Clear AUTO FLT.

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 The first item (autopilot) has disappeared.

Looking at the remaining lines, we can see

that the AC bus 1 fault has led to AC and DC
ESS bus failures.

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 The first blue line in the procedure tells
us to switch AC ESS bus from AC bus 1 to
AC bus 2. This will repower the AC ESS
bus. At that point, AC ESS will power the
ESS TR, which will in turn repower the DC
ESS bus.

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 Note the amber FAULT light in the AC ESS
FEED SWITCH. This amber light is also telling us
to operate the switch.
Perform ECAM action.

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 The amber FAULT light has now been
replaced by a white ALTN light.

This means that the AC ESS bus is now

powered by its alternate source, AC bus 2.

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 After a few seconds, the Captain’s PFD and
ND, and the E/WD are recovered.

The ECAM ELEC page is then automatically

redisplayed on the lower ECAM.

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 Both essential buses are now recovered. AC bus
2 is now supplying the AC ESS bus which in turn is
powering the ESS TR. The ESS TR then powers
The DC ESS bus.

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 In normal operation, the ESS TR is
unpowered. Although it is labeled, the box
symbol has no parameters listed. Now that it
is in use, it’s showing both Volts and Amps.
As long as these parameters are in the
normal range, they will be displayed in
green. Should one or both become
abnormal, the display will change to amber.

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 The only bus which remains unpowered is
AC bus 1.

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 Listed on the right side of the E/WD, in the
MEMO area, are those systems affected by
the loss of AC bus #1. At this point, you will
clear the ELEC page.

Clear ELEC.

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 Normally, at this point you will start to review the ECAM
pages relative to the secondary failures--AVNCS VENT, HYD,
FUEL and F/CTL pages.

However, we will bypass the rest of the procedure since

those pages relate to different systems.

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MENU
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 We will now study the ELECTRICAL EMERGENCY
CONFIGURATION.

As there are a lot of events which happen at the

same time in the aircraft, we will present them in a
sequential order.

Let’s assume we are in flight and no previous faults

have occurred.

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 The RAT automatically extends if both AC Busses 1
& 2 lose electrical power above 100 knots, unless the
aircraft is on the ground.

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 As you can see, the first consequence is that the
power supply for the First officer’s PFD and ND, the
Captain’s ND and the lower ECAM is lost.

The SOPs recommend, in such a case, that the

Captain will fly the aircraft while the First Officer does
the ECAM action.

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 First, let’s look at the sequence of events regarding
the various electrical configurations during RAT
operation on the A320.

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 During RAT extension, BAT 1 powers AC ESS through the Static Inverter. BAT 2
powers DC ESS directly. The Shed busses are NOT powered.

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 After the RAT has extended, and the nose gear is up and locked, AC and DC ESS,
and AC and DC ESS SHED busses are powered.

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 On the 320 only, when the gear is extended, the RAT generator drops off line
and the batteries again power AC and DC ESS. The Shed busses again are
NOT powered.

NOTE: On the 319 and the newer 320s, the RAT generator remains powered
even after gear extension, down to 125 kts on the ground.

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 On the ground, below 100 kts, both
batteries automatically connect to the DC
BAT Bus.

Below 50 kts, AC ESS is no longer

powered, and the CRTs are lost. Only DC
ESS remains powered, providing
communication capability.

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 We will now look at cockpit and ECAM indications during the
Emergency Electrical Configuration.

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 Observe that the red RAT & EMER GEN fault light on the EMER ELEC PWR panel
is illuminated. This means that the emergency generator is not yet on line.

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 The light has extinguished, and the emergency generator is now supplying the
system. Notice that the Captain’s ND has been restored. Several important items are
restored with the operation of the emergency generator: the Captain’s ND, MCDU,
DME, ADF, and the transponder.

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 The first line on the E/WD deals with the
autopilot. To continue with the procedure,
you must first clear this line.

Clear AUTO FLT.

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 Read the title of the failure.

The red EMER CONFIG title means

that you are in an ELECTRICAL
EMERGENCY CONFIGURATION.

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 Note the red message in the MEMO portion of the
ECAM: LAND ASAP. Both generators have been lost;
the only electrical power available right now is the RAT
and the batteries. Therefore, it is recommended that a
landing be made with reasonable haste.

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 Note the minimum speed of 140 kts with the
RAT extended.

Below this speed, the RAT will stall, leading

to the aircraft being supplied by batteries only.

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 The first action is an attempt to reset the
generators.

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 The reset has not been successful.

Before continuing, let’s review the ECAM system.

Should any one ECAM screen be lost, the priority is to the
E/WD. Let’s review how to access an ECAM page when the
lower ECAM is not available.

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 An ECAM page can be displayed on the upper ECAM by
pressing and holding its associated pb switch on the
ECAM control panel. The switch MUST be held;
otherwise, the display will revert to the E/WD.

Call the ECAM ELEC page.

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 On the ELEC page, note that the EMER GEN
supplies the AC ESS bus, the ESS TR, and the DC
ESS bus.

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 By releasing the ECAM ELEC pb, the E/WD is
again displayed on the upper ECAM.

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 Because the generator reset was not successful,
we must continue with the procedure. The next item
requires us to switch off the BUS TIE.

Continue ECAM action.

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 Switching the BUS TIE off segregates the two sides
of the system. In this manner, a short circuit can be
isolated, thus allowing at least one generator to be
reset.
The procedure then calls for another reset of the
generators.

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 Again, the reset of the generators has not been
successful.

Since the next steps concern other systems, we

will stop here and look at the indications on the
right side of the E/WD.

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 Notice the amber NAV, F/CTL and AUTO
FLT system titles.

These systems are also affected by the

failure. Their related procedures are
stacked after the current one and will
appear with the completion of the EMER
CONFIG procedure.

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 Notice also the secondary failures concerning CAB PRESS,
HYD and FUEL systems. There may be other secondary
failures that are not yet displayed since there is an overflow
indication (green arrow).

We will now jump to the end of the EMER ELEC procedure to

show how the secondary failures can be viewed.

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 The list of secondary failures is visible. Since the lower
ECAM is not available, you must manually call the ECAM
pages associated with the secondary failures on the E/WD.

Press and hold the related key on the Ecam Control

Panel (ECP) in the same way that you previously called the
ECAM ELEC page.

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 We will now assume that all the ECAM pages of the
secondary failures have been reviewed. When you cleared
the last failure, the MEMO section was restored to normal.
Note that there are now 5 MEMOs that serve as reminders
about systems that do not normally operate in this manner.

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 In particular, the green RAT OUT memo message confirms
that the RAT is no longer stowed, and the green EMER GEN
memo message indicates that the emergency generator is
supplying the system.

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MENU
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 If the RAT should stall, for example, at low speed during the
approach, the emergency generator is no longer powered and
the supply is automatically transferred to the batteries. Note
that the EMER GEN indications have disappeared.

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 Because the battery discharge current is high,
the indications are displayed in amber.

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 The batteries feed the DC ESS bus and, via the static
inverter, the AC ESS bus. Note that both busses are labeled in
green, indicating that they are powered.

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 Both SHED ESS buses are automatically depowered,
indicated by the amber SHED indications below their
respective buses.

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 RAT does not extend

If a dual electrical failure occurs, the RAT is automatically

deployed. During the RAT extension (about 5 seconds), the
electrical system is powered from the batteries. The
approximate flight time on batteries only is 30 minutes.

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 If the RAT fails to extend, a specific message
appears in the EMER ELEC procedure telling you to
manually extend the RAT on the EMER ELEC PWR
panel.
First, raise the guard.

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The guard is up. Now extend the RAT.

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 After a RAT extension, if the
emergency generator is not working,
the red FAULT light stays illuminated
on the RAT & EMER GEN indicator.

This failure causes the aircraft to

be powered only from the batteries.
The approximate flight time on
batteries only is 30 minutes.

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 Should smoke be detected
in the avionics bay, the amber
SMOKE light illuminates on the
GEN 1 LINE pb sw.

A Master caution and an

ECAM procedure are also
triggered.

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 When the GEN 1 LINE pb switch is
pressed, generator 1 is disconnected from
AC Bus #1, and is connected directly to a
“Fuel Pumps” bus which powers the #1
fuel pump in each main tank.

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 The avionics smoke ECAM procedure
leads to the shedding of the main buses.

In this case, the electrical system

configuration is the same as in
Emergency except for the fuel pumps
which remain supplied.

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LIST OF SUBJECTS

IDG Low Oil Pressure Fault

Generator #2 Overload
AC Bus #1 Fault
Electrical Emergency Configuration
RAT Failures

Other Failures

RETURN TO PROGRAM

EXIT PROGRAM

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