Master Question File Revision 5 (01/01/2023) Flashcards

Question

EMER ELEC PWR Panel (Electrical) After deploying the RAT by pressing the RAT MAN ON pushbutton on the HYD panel it becomes necessary to also extract electrical power. How can this be accomplished?

Answer 1

By pressing the MAN ON pushbutton on the EMER ELEC PWR

Answer 2

Blue Hydraulic System pressure and the emergency electrical generator

Answer 3

Smoke detectors (particle detectors) in the avionics ventilation ducting

Answer 4

ECAM warning Amber FAULT lights in the EXTRACT and BLOWER pushbuttons on the VENTILATION panel.

Answer 5

Gen 1 line contactor opens (white OFF light illuminates) AC BUS 1 powered by GEN 2 through the Bus Tie Contactors Gen 1 powers one fuel pump directly in each wing tank

Answer 6

The alert may only be activated from the cockpit If one of the cabin CMD pushbuttons is pressed, only the cockpit horn sounds for 3 seconds

Answer 7

Make a PA announcement Press the EVAC COMMAND pushbutton

Answer 8

Fly-By-Wire system

Answer 9

Electrically Controlled and Hydraulically Activated

Answer 10

Green "=" for pitch, bank, and over speed limits Amber/black (ALPHA PROT) airspeed tape

Answer 11

Amber Xs (indicating lack of NORMAL LAW protections)

Answer 12

Amber "USE MANUAL PITCH TRIM" Amber Xs (indicating lack of NORMAL LAW protections)

Answer 13

Red "MAN PITCH TRIM ONLY" Amber Xs (indicating lack of NORMAL LAW protections)

Answer 14

Pitch - G load Bank - Roll rate

Answer 15

The other pilot has gained side stick authority

Answer 16

ELAC - Elevator Aileron Computer (2) SEC - Spoiler Elevator Computer (3) FAC - Flight Augmentation Computer (2)

Answer 17

Spoiler Control - one flight spoiler and one ground spoiler on each wing

Answer 18

Reset to zero

Answer 19

High Speed High Angle of Attack (AOA) Protection Load Factor Limitation (+2.5G / -1.0G (+2.0G / 0.0G With Flaps/Slats) Pitch Attitude Protections (30* UP / 15* DN) Bank Angle Protections (67*)

Answer 20

If VMO/MMO plus a predetermined factor is exceed, the system induces a pitch-up input to limit aircraft speed.

Answer 21

It is not possible to override a protection while still in NORMAL LAW. In this case, the aircraft would need to be forced into ALTERNATE LAW (by turning 2 ADRs off, for example).

Answer 22

The maximum angle of attack allowed in NORMAL LAW, indicated by the top of the red strip on the airspeed scale.

Answer 23

When the angle of attack exceeds ALPHA PROT, nose up pitch trim ceases and angle of attack is now proportional to side stick deflection, not to exceed ALPHA MAX even with full aft side stick deflection.

Answer 24

Load Factor High speed stability Low speed stability

Answer 25

There is no flare mode if operating in ALTERNATE LAW. The aircraft proceeds directly from ALTERNATE LAW to DIRECT LAW when the gear is selected down, and flare mode will not be available.

Answer 26

If the controls degrade to ALTERNATE LAW for any reason other than recovery from abnormal attitude, DIRECT LAW automatically becomes active with gear extension and autopilots not engaged. In this case, full use of autopilot is recommended until they must be disconnected.

Answer 27

When in DIRECT LAW On the ground (Ground Mode)

Answer 28

A good pilot will operate under the philosophy that anything can happen. Preventative systems such as (ALPHA PROT, ALPHA MAX, etc.) could interpret bad data as valid data and subsequently fail to recognize the actual angle of attack or flight path of the airplane. Therefore, it is hard to point to exact scenarios when the Airbus can stall in NORMAL LAW. We need to understand anything is possible and we should recognize stall indications and recover regardless of active control law.

Answer 29

By exceeding approximately double the NORMAL LAW limits.

Answer 30

Allows the aircraft to be recovered from an unusual attitude.

Answer 31

As airspeed decays, the THS adjusts the pitch attitude to maintain altitude. If the angle of attack increases to a threshold value, known as ALPHA PROT, the pitch function of the side stick changes. Stick movement commands a specific angle of attack instead of a G load change. Since nose up pitch trim ceases, the pilot must hold continuous back pressure in order to fly slower than the speed for ALPHA PROT.

Answer 32

The speed corresponding to ALPHA MAX With the stick full aft, the elevators will adjust the pitch attitude to maintain a maximum safe angle of attack (ALPHA MAX). This maximum angle of attack, induced by the pilot, is slightly lower than the stall angle of attack; therefore, the aircraft theoretically cannot be stalled in NORMAL LAW.

Answer 33

ALPHA FLOOR is a function of AUTOTHRUST. It will activate at any airspeed based on angle of attack and automatically apply TOGA thrust regardless of thrust lever position. ALPHA FLOOR is available if the AUTOTHRUST is functional (it does not need to be active), an engine is running (not both), and the aircraft is in NORMAL LAW. Angle of attack protection does not depend on ALPHA FLOOR to function. On NEO aircraft, ALPHA FLOOR is inhibited above M 0.6

Answer 34

Maneuver protection prevents a pilot from over stressing the aircraft by limiting flight control inputs. If G loads become greater than normal, they are displayed in amber on the lower ECAM above the digital clock. When the side stick is pushed forward, less than 1G is commanded. A given pitch input always results in the same pitch response regardless of airspeed. When the stick is returned to neutral, the new pitch is held constant regardless of airspeed changes.

Answer 35

An over speed causes the flight control computers to provide a nose up input to reduce aircraft damage due to excess speed. This protection limits the maximum airspeed by increasing the pitch attitude even if full forward stick is held. The speed at which this protection activates is shown on the airspeed indicator as a green "=" sign. An over speed warning is generated as VMO is exceeded (specifically at VMO +4). This warning can only be silenced by the EMER CANCEL pushbutton. If the stick is released, the speed will return to VMO/MMO. The protection will allow a momentary increase in airspeed up to VMO+16/MMO+0.04 permit any necessary maneuvering but then the speed will again slow to the limit. Positive spiral static stability is introduced to 0 degrees bank angle (instead of 33 degree in normal law) so that with the side stick released the aircraft always returns to bank angle of 0 degrees. The bank angle limit is reduced from 67 degrees to 40. If high-speed protection is active, positive spiral stability occurs at all bank angles, and control pressure is required to hold any bank angle greater than zero. It is possible to over speed the aircraft. The computers merely limit the maximum attainable speed.

Answer 36

In "flight" mode of NORMAL LAW, roll control is a roll rate demand. Side stick inputs commands the ailerons, spoilers 2-5, and the rudder to achieve the commanded roll rate with bank angle protection, turn coordination, and Dutch roll damping. The roll rate demanded by the pilot is proportional to side stick deflection. When the side stick is neutral, the ailerons and spoilers are positioned to maintain the roll rate at 0* per second. This results in a constant bank angle. When the side stick is displaced laterally, increasing roll rates are commanded. At full deflection, a roll rate of 15* per second is commanded in NORMAL LAW. The ailerons and spoilers are positioned as necessary to achieve the commanded roll rate. The side stick position cannot be used as a reference to determine the actual positions of flight control surfaces. In normal turns (up to 33*) pitch trim is automatic and assists the pilot in maintaining altitude. If the bank is increased beyond 33* and the side stick is released, the aircraft would return to 33* of bank. This is known as positive spiral stability. Positive spiral stability is a characteristic programmed into the flight control computers, which returns the aircraft to a more stable condition (0* if high speed or angle-of-attack protection is active). Beyond 33* of bank, positive spiral stability is active and automatic pitch trim is inhibited. To maintain a bank angle greater than 33*, continuous side stick pressure must be used. Also, continuous back pressure will be needed to maintain altitude since automatic pitch trim is inhibited.

Answer 37

In most cases, a single system component failure will not cause a flight control degradation (jammed stabilizer causes a degradation). Indications would be amber Xs and an EW/D message. The ECAM states PROT LOST, but maneuver protection is still available. Autopilot availability in ALTERNATE LAW depends on the failures that caused the degradation. Generally speaking, if the failures DO NOT affect the primary flight control surface, the autopilot should be available. Pitch is the same as NORMAL LAW, roll is direct (not roll rate demand), and yaw loses turn coordination. Attitude, high speed, and angle of attack protections are lost. They are replaced by high speed stability and low speed stability, respectively. High speed stability activates just prior to the over speed warning. Nose down trim is inhibited. Low speed stability activates just prior to the stall warning. Nose up trim is inhibited. The pilot can override the stabilities and over speed or stall the aircraft. Instead of commanding a specific roll rate, there is a direct relationship between side stick position and control surface position. As a result, roll sensitivity now changes with aircraft speed and amount of side stick deflection. Bank angle protection is not available in ALTERNATE LAW. Roll commands are carried out directly without modification. Depending on the failure combination, the maximum roll rate may be as much as twice what it was in NORMAL LAW. Attitude protection is lost and the green "=" signs on the PFD are replaced with amber Xs. There are now no limits on how far a pilot can pitch or roll the aircraft. The aircraft can roll beyond the amber Xs. Positive spiral stability is also lost. In ALTERNATE LAW, turn coordination is always lost regardless of FAC status. Yaw dampening, rudder trim, and rudder limiting is available if a FAC is operational.

Answer 38

When in ALTERNATE LAW, there is no landing mode that would provide consistent control during landing for all possible failure combinations. Consequently, the flight controls transition to DIRECT LAW when the landing gear is extended and autopilot is off. DIRECT LAW is very unlikely in flight. It usually results from lowering the gear while in ALTERNATE LAW. An ECAM message is generated and says "PROT LOST". Unlike in ALTERNATE LAW, this is now true. There are no protections or stabilities available in DIRECT LAW. The message "USE MAN PITCH TRIM" in amber is displayed on the FMA because automatic pitch trim is lost. Pitch control is direct. Load factor demand is lost. Pitch sensitivity or control is a factor of airspeed and the amount flight control deflection. Roll control is the same as ALTERNATE LAW (direct relationship with no protections).

Answer 39

MECHANICAL BACKUP control is provided for the rudder and THS in the event of a complete loss of flight control computers or electrical power, provided that there is hydraulic pressure. Although the aircraft can be flown indefinitely in this condition, it is intended to be used only as long as it takes to restore the computers. Note the EW/D warning message and red "MAN PITCH TRIM ONLY" indication on the FMA. There isn't a specific mechanical backup ECAM message. The side sticks are inoperative. Pitch is controlled with the trim wheel via the mechanical connection to the pitch system. Roll and yaw are controlled through the rudder pedals and the mechanical connection to the rudder. In reality, the failure of only four flight control computers may result in mechanical backup: Both ELAC's and SEC 1 and 2 fail, all computerized pitch control is lost. In this case, because SEC 3 is still available, the side sticks can control roll using one spoiler on each wing, but pitch control is mechanical.

Answer 40

Air Data and Inertial Reference System

Answer 41

Barometric altitude, airspeed, over speed warnings, temperature, angle of attack, mach.

Answer 42

Attitude, Flight Path Vector (FPV), track, heading, acceleration, angular rates, groundspeed and aircraft position.

Answer 43

ATT/HDG to Capt 3

Answer 44

AIR DATA to Capt 3

Answer 45

Switch from OFF to NAV ON BAT light illuminates and then extinguishes White ALIGN light illuminates for the duration of alignment (only on A319; 502-534) In A319; 535,536, A320s, and A321s, the EW/D memo section displays "IRS IN ALIGN" during alignment and replaces the ALIGN lights on the overhead panel.

Answer 46

An external horn sounds The ON BAT light comes on An ADIRU & AVNCS light illuminates in amber on the external power panel.

Answer 47

IR has failed and cannot be recovered

Answer 48

Navigation function is lost. Attitude and Heading may be recovered in ATT mode.

Answer 49

The pilot would lose barometric altitude, airspeed, Mach, angle of attack, temperature, and over speed warnings from that one ADR. The ECAM would instruct the pilot to select the AIR DATA SWTG to CAPT 3 or F/O 3 as appropriate. At that point the affected pilot's side would return to normal.

Answer 50

There are two ADIRS control panels installed on the fleet. On the older panel with a keypad and digital display, the pilot would lose the IR part (Inertial Reference) which supplies attitude, flight path vector, track, heading, accelerations, angular rates, ground speed, and aircraft position, along with all the ADR information. The ECAM instructs the pilot to select the ATT HDG SWTG to CAPT 3 or F/O 3 as appropriate. At that point affected pilot's side returns to normal. The newer panel with no keyboard and digital display allows the pilot to turn off only the IR, and in this case, only the IR information would be lost and the ADR information would still be available.

Answer 51

Complete Alignment: Before the first flight of the day When there is a crew change When the departure airport is located between latitudes 2* north and 2* south If GPS is not available and NAVAID coverage is poor on the expected route If GPS is not available and the expected flight time is more than 3 hours Fast Alignment: If a complete alignment is not necessary and the difference between the IRS position and the FMGC position is greater than 5nm.

Answer 52

PPOS not entered within 10 minutes of alignment or within 3 minutes of fast-alignment Large difference in LAT/LONG between shutdown position and entered position Aircraft movement during alignment -Differences- No align light on A320 - the EW/D memo section displays "IRS IN ALIGN" during alignment and replaces ALIGN lights on the overhead panel. This memo flashes in green for the same reasons as the ALIGN lights flash on the other aircraft.

Answer 53

The NOSE and RWY TURN OFF lights extinguish when the landing gear is retracted.

Answer 54

Separate bulbs.

Answer 55

When the main landing gear is not compressed.

Answer 56

Automatic APU shutdown has occurred.

Answer 57

APU is running above 99.5% or 2 seconds after N speed reaches 95%. In practical terms it is ready to accept and support ELEC and/or AIR load.

Answer 58

2 Avails = APU powering the aircraft

Answer 59

Pressing the APU MASTER SW pushbutton.

Answer 60

Switching the batteries off before the APU flap is closed may cause smoke in the cabin during the next flight.

Answer 61

All lights OFF Amber EMER EXIT LT OFF light illuminates

Answer 62

It allows the EMER EXT LT to charge their batteries.

Answer 63

Captain's instrument panel Right dome light (provided DOME switch set in DIM or BRT) Standby compass

Answer 64

Automatic = FMGC (LDG ELEV must be in AUTO) Semi-automatic = by LDG ELEV selector button Manual = By selecting the MODE SEL to MAN and then using the MAN V/S CTL toggle switch

Answer 65

Closes all openings below the waterline Note: If you lose both cabin pressure systems 1 + 2, you have to manually close the outflow valve.

Answer 66

When ditching When directed by the deicing checklist

Answer 67

Two, only one is used at a time and they swap roles after each landing.

Answer 68

Switch MODE SEL to MAN for 10 seconds, then back to AUTO

Answer 69

Both automatic pressure controllers are faulty.

Answer 70

Two pressure relief valves

Answer 71

The system will self-test for 30 seconds, and then the valves will close until the aircraft is airborne

Answer 72

Valve disagreement. (comes on momentarily when valve in transit) Low pressure

Answer 73

Valve disagreement (comes on momentarily when valve in transit)

Answer 74

Yes, so it can operate in the automatic mode

Answer 75

Outboard 3 slats.

Answer 76

Wing - valves CLOSE Engine - valves OPEN

Answer 77

The more swept the wing, the less time for the moisture to attach.

Answer 78

Select the PROBE/WINDOW HEAT on. This must be selected off prior to takeoff in order to regain normal system logic.

Answer 79

ENG anti ice after engine start.

Answer 80

WING anti ice can be used after the aircraft is in a clean wing and when conditions warrant its use.

Answer 81

Engine anti ice may be turned OFF in this scenario. Engine anti ice is required when icing conditions exist or are expected except during climb or cruise when the SAT is below -40*C.

Answer 82

Engine anti-ice must be ON during the descent in icing conditions even if SAT is below -40*C.

Answer 83

Turn on the WING anti ice. WING anti ice may either be used to prevent or remove ice accumulation from the wing leading edges. After takeoff, WING anti ice can be used after the aircraft is in a clean wing configuration. Ice accumulation can be detected by observing the ice indicator located between the two cockpit windshields or by observing the windshield wiper blades.

Answer 84

Yes, but it should only be considered in severe icing because second segment climb performance could be affected if a go-around is performed.

Answer 85

Total Air Temperature is also called Indicated Air Temperature (IAT) or Ram Air Temperature (RAT)

Answer 86

Static Air Temperature is also called: Outside Air Temperature (OAT) or True Air Temperature

Answer 87

Remember TAT indicates when to turn anti ice ON. SAT indicates when it may be able to be turned OFF.

Answer 88

HIGH flow rate, since the flow rate function is automatic.

Answer 89

All trim air valves close and PACK 1 controls the cockpit temperature to the selected value. PACK 2 controls the cabin to the averages selected by the FWD and AFT CABIN temperature selector knobs.

Answer 90

Electrically controlled and pneumatically operated.

Answer 91

Valve position disagrees with selected Compressor outlet overheat Pack outlet overheat

Answer 92

Bleed overpressure Bleed overheat Wing or engine leak on the related side Bleed valve NOT closed during engine start Bleed valve NOT closed with the APU BLEED ON

Answer 93

SHUT = the valve is closed. AUTO = open if the APU bleed valve is open; closed if APU bleed valve is closed or there is a wing, pylon or APU leak (except during an engine start). OPEN = the valve is open.

Answer 94

APU bleed leak.

Answer 95

Ram air inlet opens if the differential pressure is less than 1 PSI.

Answer 96

Smoke/fumes removal in cabin Ventilation of cabin with a dual pack failure

Answer 97

If a Bleed Air Monitoring Computer (BMC) fails on NEO airplane, over temperature protection is lost on the affected side. Has no effect on CEO.

Answer 98

On the 319, when the number of passengers is below 138. On the 320, when the number of passengers is below 141. On the 321, select ON ECON FLOW when the number of passengers is below 168.

Answer 99

Charge the batteries with external power by selecting BAT pushbuttons to AUTO

Answer 100

20 minutes, then recheck the voltage

Answer 101

Select ELEC on ECAM Turn BAT 1 & 2 OFF then ON Check BAT charge current is < 60 amps and decreasing within 10 seconds If it fails the test, wait until the end of the charging cycle, and repeat the test

Answer 102

The electrical power system consists of a three-phase 115/200-volt 400-hertz constant frequency AC system and a 28-volt DC Normally, the system produces alternating current, some of which is then transformed into direct current for certain applications. Each of the aircraft's three generators can supply the whole network. If all normal AC generation is lost, an emergency generator can supply AC power. If all AC generation is lost, the sytem can transform DC power from the batteries into AC power.

Answer 103

DC power from the batteries is converted into AC.

Answer 104

FAULT indication.

Answer 105

Integrated Drive Generator Takes variable engine output and gives a constant output.

Answer 106

Lift the red guard and push the IDG pushbutton, being careful no to hold the pushbutton for longer than three seconds.

Answer 107

This cannot be done by the flight crew - it is a maintenance function.

Answer 108

Allows a single source to Power AC BUS 1 and 2 Allows connection of the APU GEN or EXT power to system Inhibits multiple sources connected simultaneously

Answer 109

Gen 2 (or APU GEN if available) powers the system through the bus tie.

Answer 110

From AC bus 1

Answer 111

AC bus 2 automatically feeds the AC ESS bus.

Answer 112

AC ESS FEED ALTN light illuminated only if the switch is manually selected.

Answer 113

At least one generator load is above 100% rated output.

Answer 114

Sheds main galley if only 1 GEN is available

Answer 115

DC BUS 1 through the DC tie contactor

Answer 116

AC ESS BUS AC ESS SHED DC ESS BUS by the ESS TR DC ESS SHED

Answer 117

Battery charging current outside limits. BAT contactor opens.

Answer 118

APU start Battery charging AC BUS 1 & 2 not powered and airspeed below 100 knots

Answer 119

42,000 lbs (41,285)

Answer 120

The fuel can expand by 2% without venting overboard

Answer 121

There are seven total fuel pumps: two center tank pumps, four wing tank pumps, (two in each wing) and one APU fuel pump. On some aircraft, the center tank pumps are jet pumps, which transfer fuel from the center tank into the wing tanks. The APU pump is used when fuel feed pressure is low (due to loss of tank pumps or loss or normal AC electrical supply)

Answer 122

At engine start the fuel is fed from the wing tanks After an engine is started, the center tank pumps turn on and continue to run for 2 minutes. If slats are selected within those 2 minutes, the center tank pumps will continue to run until the time has elapsed, then they will stop. If the slats are extended at any other time, the center pumps will shut off. At takeoff, the engines feed fuel from their respective wing tanks. When slats are retracted to zero, the fuel is fed from the center tank. When the center tank runs low, the pumps continue to run for 5 min.

Answer 123

CTR TK Pumps are identical to the main tank fuel pumps. The CTR TK XFR are jet pumps that transfer center tank fuel to the main L (R) pumps.

Answer 124

Low delivery pressure

Answer 125

Failure of the AUTO mode Center tank has more than 550 lbs and either wing tank has less than 11,000 lbs

Answer 126

REFUELG message appears on the ECAM. This does not mean the fuel is entering the tanks, merely that the refueling door is open.

Answer 127

Some of the fuel supplied to each engine goes from the high-pressure fuel line in that engine, through the integrated drive generator (IDG) heat exchanger (where it absorbs heat), to the fuel return valve, and back to either the wing tank or outer tank, depending on aircraft. This operation ensures IDG cooling when the oil temperature is high or when at low engine power. The FADEC controls the fuel return depending on the temperature of the IDG - the higher the temperature, the higher the flow.

Answer 128

The center tank pumps will cut off until the wing tank quantity is reduced by 1,100 lbs in the inner tanks

Answer 129

Approximately 1,500 lbs

Answer 130

When the inner tank quantity reaches approximately 1,650 lbs.

Answer 131

All four transfer valves open.

Answer 132

Automatically at the next refueling operation as long as there is AC power on the aircraft.

Answer 133

The fuel tank layout depends on the specific aircraft. Fuel is stored in a center tank and wing tanks: -On 319s and 320s, the wing tanks are divided into inner tanks, outer tanks, and vent tanks. - Differences- - On 321s, the wing tanks are not divided into inner and outer tanks, but still have vent tanks.

Answer 134

GREEN, BLUE and YELLOW Systems

Answer 135

GREEN - engine driven BLUE - electrically driven YELLOW - engine or electrically driven

Answer 136

After the first engine is started

Answer 137

The RAT must be deployed. It does not deploy automatically upon BLUE system loss of pressure, so if needed, it must be manually deployed with the RAT MAN ON pushbutton.

Answer 138

On the ground, coordinate with ground personnel and turn on the YELLOW ELEC pump

Answer 139

By using a hand pump

Answer 140

Differential pressure of 500 psi between GREEN and YELLOW systems

Answer 141

On the ground with ENG MASTER levers split and either the nose wheel steering disconnected or the parking brake ON For 40 seconds after cargo door is operated

Answer 142

Landing gear Normal brakes Slats and flaps ENG 1 thrust reverser

Answer 143

Emergency generator Slats

Answer 144

Flaps Nose wheel steering Alternate brakes

Answer 145

Remove hydraulic power from the heavy users and protects the flight controls.

Answer 146

Pump low pressure Over temp in reservoir Low air pressure in reservoir Low quantity

Answer 147

ECAM will display the reason

Answer 148

Pylon nacelle Engine core Fan section

Answer 149

Two (Loop A and B)

Answer 150

Pushing to release the ENG FIRE pushbutton.

Answer 151

FIRE warning will be issued (if the failure occurs within 5 seconds)

Answer 152

Bottle has lost its pressure either by a fault or pilot selection

Answer 153

ENG 1 and 2 FIRE pb-sw checked in and guarded AGENT 1 and 2 light checked off ENG 1 and 2 TEST pb press and maintain to check: - ENG FIRE pb lighted read + SQUIB and DISCH lights on - CRC + MASTER WARN lights - ENG 1(2) FIRE warning on ECAM ENG SD page displayed - FIRE light (on ENG panel) on

Answer 154

On the ground, APU EMER shut down and bottle discharge In the air, - no automatic functions

Answer 155

The crew must abort the start if something goes wrong

Answer 156

The FADEC provides full monitoring during a manual start and will provide appropriate ECAM cautions and procedures to follow in the event of a start fault Automatic start interruption and auto-crank are not available

Answer 157

The start valve opens Both pack flow control valves close

Answer 158

The NEO PW1100G engine includes a Fan Drive Gear System (FDGS) which allows the low pressure turbine to operate at higher rotational speeds for peak efficiency while the engine's fan can operate at lower speeds for optimum propulsion efficiency and lower noise levels.

Answer 159

The ground crew reports a tail pipe fire, Accomplish the COM Abnormal/Emergency Procedures "Engine Tailpipe Fire" procedure. In the case of electrical power supply interruption during the start sequence (indicated by loss of the ECAM DUs), COM supplemental procedure Engine Ventilation (Dry Cranking).

Answer 160

IAE V2500 = Approximately 30 seconds PW1100G = Approximately 2 minutes

Answer 161

Heavy Rain on the ground When directed to by the ECAM

Answer 162

Low blower pressure Duct overheat Computer power supply failure Smoke warning activated

Answer 163

Low extract pressure Computer power supply failure Smoke warning activated

Answer 164

BLOWER FAULT or EXTRACT FAULT on the ground with both engines stopped.

Answer 165

It is a fully automated system that considers the skin temperature and adjusts inlet and outlet flaps to optimize cooling and airflow. During normal operations, the AIR COND INLET VALVE remains closed - OPEN CIRCUIT CONFIGURATION - Both the inlet and the outlet flaps are fully open (aircraft is on ground and the skin temperature is above a set threshold) - CLOSED CIRCUIT CONFIGURATION - Both the inlet and outlet flaps are fully closed. The SKIN EXCHANGE INLET BYPASS VALVE and SKIN EXCHANGE ISOLATION VALVE is open, allowing air to the cargo under floor, eventually exiting via the outflow valve (aircraft is on the ground or in-flight and the skin temperature below a set threshold). - INTERMEDIATE CIRCUIT CONFIGURATION - The inlet flap is fully closed, the outlet small flap is open (aircraft is in-flight and the skin temperature is above a set threshold). During abnormal operations, the AIR COND INLET VALVE always opens providing fresh ventilation air. -BLOWER or EXTRACT FAULT - Both inlet and outlet flaps are fully closed, SKIN EXCHANGE INLET BYPASS VALVE closed. SMOKE CONFIGURATION - Once the BLOWER and EXTRACT pushbuttons have been selected to OVRD, the blower fan will stop, the extract fan will continue to run. The inlet flap closes, the small outlet flap opens, the SKIN EXCHANGE ISOLATION VALVE closes and the SKIN EXHANGE INLET BYPASS VALVE closes.

Answer 166

The SMOKE light and associated ECAM warning may remain illuminated due to the halon concentration present in the cargo compartment.

Answer 167

Only one that has ducting to both FWD and AFT compartments, but the discharge can only be directed to one compartment.

Answer 168

Enables Captain or First Officer to utilize the overhead Audio Control Panel in case of individual ACP failure.

Answer 169

If an MEL requires its use. If the engine oil quantity does not appear on the ENG SD page. Set the ENG 1 and 2 FADEC GND PWR pbs on the overhead maintenance panel to ON.

Answer 170

Only if an MEL required pressurization of the BLUE system on the ground with the engines OFF. If the engine oil quantity indication does not appear on the ENG SD page. Set the ENG 1 and 2 FADEC GND PWR pbs on the overhead maintenance panel to ON.

Answer 171

The BLUE PUMP OVRD pushbutton

Answer 172

The APU would shut down.

Answer 173

Green - monitored by ECAM Black - not monitored by ECAM

Answer 174

The flight crew should not pull or manipulate these collared circuit breakers.

Answer 175

Managed guidance Selected guidance

Answer 176

Long-term lateral, vertical, and speed profiles as determined by the FMGS.

Answer 177

Temporary lateral, vertical, and speed commands as selected with the FCU.

Answer 178

Selected guidance

Answer 179

Allows autothrust and speed target to follow a predetermined schedule, based on flap selection: - F0 = green dot - F1 = S speed - F2 = F speed - F3 = F speed or Vapp (depending on landing flap selection) - Full = Vapp If using managed speed, GSmini is available. If using selected speed, GSmini is not available.

Answer 180

Once you manage speed, the autothrust system will target 250 kts below 10,000 ft.

Answer 181

The crew has limited ability to create pilot stored navigational data.

Answer 182

On the A/C STATUS page.

Answer 183

A hybrid IRS/GPS position.

Answer 184

Dual mode, with one FMGS as master and the other FMGS as slave

Answer 185

If one autopilot is engaged, the respective FMGS is master If both autopilots are engaged, FMGS 1 will be the master If no autopilot is engaged FMGS 1 is the master

Answer 186

An FMGS has failed and both NDs must be set to the same mode and range. The full procedure can be found in the COM.

Answer 187

The AP2 would takeover, and AP1 would disengage. It is only possible to engage both autopilots in the approach phase after selection of the APPR pushbutton while conducting a ILS approach.

Answer 188

Large - Pilot entries and modifiable data Small - Default or computed, non-modifiable data

Answer 189

A ECAM CAUTION will be generated Thrust levers should be moved into the TOGA detent and continue the takeoff.

Answer 190

Excessive LOC or GS deviation or signal failure Radio altimeter difference of greater than 15 feet Both autopilots fail

Answer 191

Normally only one side stick should be operated at any given time. Should there be dual inputs, an aural "DUAL INPUT" will be annunciated over the speaker and the SIDE STICK PRIORITY green CAPT and F/O lights will flash. Side stick inputs are algebraically summed. Any time a pilot monitoring has to assume control, it MUST be verbally annunciated ("I HAVE CONTROL"). An aural alert "PRIORITY LEFT (RIGHT)" will be annunciated over the speaker and the SIDE STICK PRIORITY red arrow light will illuminate in front of the pilot losing authority If the pilot previously flying does not relinquish control (or if there is a malfunction present) the light in front of the pilot with priority lights up it will go out when the other pilot returns the stick to the neutral position, the side stick can be rendered inoperative by holding the takeover push button for 40 seconds. The pilot having lost side stick authority can regain it by momentarily pressing the takeover pushbutton Red Arrow light is illuminated on the pilot losing authority The Green CAPT / FO lights flash when both pilots move the side stick simultaneously.

Answer 192

A/THR | VERTICAL | LATERAL | APPCH CAPABILITY, DH/MDA | AP, FD, A/THR ENGAGEMENT STATUS

Answer 193

A white box is temporarily displayed around the new indication.

Answer 194

Blue - armed Magenta - armed because of a constraint Green - engaged

Answer 195

The Pilot should move the thrust levers into the TOGA detent. When AP/FD is in approach vertical mode and aircraft is below 1000 ft RA, this message is displayed if all thrust levers are moved to or above the MCT detent, but below the TOGA detent.

Answer 196

Displayed when the first engine is started Disappears at liftoff

Answer 197

Pitch attitude of +30*

Answer 198

ILS frequency and course ILS identifier (once in range and identified) LOC and GS scales

Answer 199

In case of an engine failure during takeoff/go-around, it becomes a blue beta target.

Answer 200

The speed the aircraft will reach in 10 seconds if acceleration/deceleration remains constant.

Answer 201

Magenta - Managed speed computed by the FMGC Blue - Selected speed on the FCU

Answer 202

Represents lowest selectable speed providing an appropriate margin to the stall speed Defined by the top of the amber strip along the airspeed scale In approach mode, it is equivalent to Vref

Answer 203

It is the lowest of Vmo/Vmmo, Vle or Vfe Defined by the bottom of a red and black strip along the speed scale

Answer 204

Engine out operating speed in clean configuration Appears when the aircraft is in the clean configuration Corresponds to the best lift-over-drag ratio

Answer 205

Calculated groundspeed at the runway Protects against actual groundspeed dropping below this calculated groundspeed

Answer 206

GSmini has increased speed due to a higher headwind component at the present location.

Answer 207

TWR wind = the MAG WIND entered in the PERF approach page (no gusts) TWR headwind component = the component of the MAG WIND projected on the runway axis (landing runway entered in the flight plan). Current Headwind Component = the actual wind measured by the ADIRS is projected on the aircraft axis to define the current headwind component. The current headwind component is used to compute the variable speed target during final (IAS target).

Answer 208

The aircraft has descended below the MDA/DH entered into the FMGC.

Answer 209

Below 2,500 feet

Answer 210

Captains PFD First Officer's ND

Answer 211

Flashes amber when APPR mode is armed and the ILS pb is not selected.

Answer 212

Non NEO Aircraft = No visual indication NEO Aircraft = STALL warning indication on PFD

Answer 213

Active - continuous green line Secondary - continuous white line Temporary - dashed yellow line Alternate - dashed blue line Missed approach - continuous blue line Flight Plan Capture - continuous green line with intercept path computed Data base EOSID - continuous yellow line

Answer 214

Top of Descent - Always white (never armed) Continue Descent - Blue indicates armed, white indicates NOT armed

Answer 215

White - constraint is not taken into account Magenta - constraint is predicted to be satisfied Amber - constraint is predicted to be missed

Answer 216

After a failure is displayed on the SD and all failure items have been cleared Display will reappear when the slats are extended

Answer 217

Level 3: WARNINGS - Associated with the red MASTER WARN light, CRC, red E/WD message, and require immediate action Level 2: CAUTIONS - Associated with the amber MASTER CAUTION light, single chime, amber E/WD message, and require crew awareness Level 1: CAUTIONS - Associated with amber E/WD message, no aural signal, and requires crew monitoring

Answer 218

A Level 3 WARNING has priority over a Level 2 CAUTION, which has priority over a Level 1 CAUTION.

Answer 219

Information has overflowed off the screen and the pilot must scroll down using the CLR pushbutton on the ECAM panel.

Answer 220

Most warnings and cautions are inhibited to avoid unnecessary distractions during critical phases of flight.

Answer 221

ENGINE FIRE APU FIRE ENG FAIL ENG OIL LO PR L+R ELEV FAULT A/P OFF CONFIG FWC 1+2 FAULT

Answer 222

No. As long as the flap handle is in 1, 2, or 3, no warning will be generated.

Answer 223

Two minutes after the 2nd engine is started or when the T.O. CONFIG TEST pushbutton is pressed with one engine running Memo is removed when takeoff power is applied

Answer 224

The memo appears below 2,000 feet RA After a go-around, if the aircraft does not climb above 2,200 feet RA, the landing memo appears only below 800 ft RA during the subsequent approach The memo disappears after touchdown (80 knots)

Answer 225

The STATUS page holds messages other than CANCELLED CAUTIONS Flashes after engine shutdown to alert maintenance of any other applicable messages

Answer 226

Provide sequencing, operation, monitoring, and indications for the landing gear. Provide aircraft "In Flight" or "On the Ground" signals to other aircraft systems

Answer 227

Below 750 feet RA, when the aircraft is in the landing configuration and the landing gear is not locked down.

Answer 228

Nothing. A safety valve shuts off hydraulic power to the landing gear system when airspeed is above 260 knots.

Answer 229

The landing gear is not in the selected position.

Answer 230

Yes, as long as it is still powered.

Answer 231

The Brake and Steering Control Unit (BSCU)

Answer 232

Loss of nose wheel steering Braking is powered by the YELLOW system Anti-skid is deactivated ABCU takes over

Answer 233

Normal brakes - GREEN Alternate brakes - YELLOW backed up by a hydraulic accumulator

Answer 234

When the ground spoilers deploy.

Answer 235

LOW - progressive pressure applied to brakes 4 seconds after ground spoilers deploy in order to decelerate the aircraft at a rate of 5.6 ft./s2 MED - progressive pressure applied to brakes 2 seconds after ground spoilers deploy in order to decelerate the aircraft at a rate of 9.8 ft./s2

Answer 236

Actual rate of deceleration is within 80% of the selected rate.

Answer 237

Airspeed above 72 knots, and Thrust levers at IDLE, and Ground spoiler extension

Answer 238

The Auto Brake function is lost, because the aircraft is now relying on the alternate brake system.

Answer 239

At least 1 channel of the BSCU

Answer 240

The would still deploy, even if they were not armed

Answer 241

Approximately 7 full applications

Answer 242

YELLOW hydraulic pressure delivered to the left and right brakes YELLOW system brake accumulator pressure

Answer 243

Three Display Management Computers (DMC)

Answer 244

If DMC 1 fails (or DMC 3 if “CAPT 3” was selected), DMC 2 automatically drives the ECAM.

Answer 245

“INVALID DATA” will be displayed in the respective EFIS/ECAM display.

Answer 246

The E/WD automatically replaces the SD on the lower DU display.

Answer 247

By selecting the ECAM/ND XFR switch to CAPT or FO

Answer 248

The E/WD display would automatically transfer to the “lower” display.

Answer 249

Press and hold the appropriate system button on the ECAM CONTROL panel. The information selected will be available for 30 seconds.

Answer 250

Displays ALL the system pages successively in 3-second intervals when held down Release the pushbutton to maintain display of the selected page

Answer 251

Allows the flight crew to review any warning or caution messages that the CLR pushbutton or flight phase inhibition may have suppressed If held longer than 3 seconds, the E/WD will show any caution messages suppressed by the EMER CANC pushbutton

Answer 252

“NORMAL” for 5 seconds

Answer 253

The systems simulates the application of takeoff power and checks certain systems for proper configuration A warning is displayed if a system is not configured properly “TO CONFIG NORMAL” is displayed in the TO MEMO section if the configuration is correct

Answer 254

Cancels the audio for warning messages (without removing any ECAM message) Cancels the present caution for the rest of the flight Calls up the STATUS page, which displays “CANCELLED CAUTION” and the TITLE of the failure Inhibited message can be recalled by holding RCL for more than three seconds

Answer 255

Used to cancel spurious MASTER CAUTIONS

Answer 256

The THS is jammed.

Answer 257

The trim automatically resets to zero

Answer 258

FADECs (Full Authority Digital Engine Controls)

Answer 259

The system has its own alternator making it independent of the aircraft electrical system when N2 is above 10% If this alternator fails, the FADEC automatically switches to aircraft electrical power.

Answer 260

There is no crew intervention necessary. The FADEC will discontinue the start, dry crank to clear the fuel from the engine, and attempt a restart (if warranted) automatically.

Answer 261

One igniter with the other serving as a backup The FADEC automatically alternates the igniters (A or B) at each start

Answer 262

Two, both A and B

Answer 263

By setting the thrust levers in the TOGA or FLEX gate (with a FLEX temperature inserted in the MCDU) At least one FD must be ON for A/THR to arm during takeoff

Answer 264

Just above IDLE to the CL detent (2 engines) Just above IDLE to the MCT detent (1 engine)

Answer 265

The thrust lever angle

Answer 266

A/THR pushbutton Instinctive disconnect pushbuttons Thrust levers to IDLE

Answer 267

Set the thrust lever angle to the existing EPR and push the instinctive disconnect pushbuttons

Answer 268

Press and hold the instinctive disconnect pushbutton for 15 seconds. The A/THR cannot be re-engaged once this is done. ALPHA FLOOR is also lost if this is done.

Answer 269

Thrust - TOGA FMA - “A.FLOOR”

Answer 270

Upon reaching a lower angle of attack. The FMA changes to “TOGA LK”

Answer 271

Push the instinctive disconnect pushbuttons and move the THRUST LEVERS to the CL detent, if not already in the climb detent Afterwards re-engage the autothrust

Answer 272

When the aircraft reaches a high AOA

Answer 273

Thrust levers in CL detent and A/THR pushbutton on the FCU is pushed, or A/THR disconnects due to a failure

Answer 274

By advancing the thrust levers to TOGA or FLX

Answer 275

MAN FLX, SRS, RWY, A/THR (blue)

Answer 276

MAN TOGA, SRS, A/THR (blue)

Answer 277

SRS, RWY Continuing the takeoff is a safe option, but the thrust levers must be moved to the climb detent at thrust reduction altitude and the crew must manually engage A/THR.

Answer 278

Match the blue thrust lever angle indicators to the present thrust setting on the EWD and push the instinctive disconnect pushbuttons or move the THRUST LEVERS to IDLE.

Answer 279

Move it out of the climb detent

Answer 280

Engine MASTER switch ENGINE FIRE pushbutton

Answer 281

The position of the HP fuel shut off valve is abnormal, or Automatic start sequence of the associated engine aborts, or There is a malfunction of thrust control.

Answer 282

PW1100G -Engine flame out detected -Surge detected -Thrust control malfunction detected -Ignition delay during start IAE V2500 -Engine anti-ice PB switch at ON -Max TO thrust selected (EPR or Rated N1 mode) -Flex to thrust selected (EPR mode) -EIU data failed (ignition and/or bleed config data) -Approach idle selected -inflight unscheduled sub idle or surge -Master lever cycled from ON to OFF then back to ON position

Answer 283

IAE V2500/PW1100G Shutdown < 2hrs = 3 Mins IAE V2500/PW1100G Shutdown >= 2hrs = 5 Mins

Answer 284

3 Mins for all aircraft

Answer 285

It’s displayed when an auto dry crank is required to cool the engines before engine start.

Answer 286

IAE V2500 = Accelerate to Minimum of 50% N1 at intervals not more than 15 minutes apart PW1100G = Accelerate to Minimum of 60% N1 at intervals not more than 30 minutes apart

Answer 287

PW1100G = Abort the engine start sequence, Maintenance action is Required

Answer 288

Non-NEO Minimum Approach Idle Speed occurs when: -Aircraft is in flight and the flaps are extended (flap lever not at 0 position) NEO Minimum Approach Idle Speed occurs when: -Aircraft is in flight and the flaps are at CONF 3 or FULL or when the landing gear is down.