Systems

Question 1

Fuel Quantity

Answer 1

~18.5 t

Question 2

Wing span

Answer 2

34.1m / 35.8 sharklet

Question 3

Length

Answer 3

A320 - 37.6m
A321 - 44.5m

Question 4

Fuel burn per hour

Answer 4

A320/A321LR - 2400kg
A321C - 3000kg

Question 5

Turn radius (standard 180 turn on RWY)

Answer 5

A320 - 24m
A321 - 30m

Question 6

Fuel feed sequence

Answer 6

A320 - ACTs - center - inner (to 750kgs) - outer (transfers to inner)
A321 NEO - center (transfers to inner) - wing

Question 7

Hydraulic operating pressure

Answer 7

3000psi
2500psi - RAT

Question 8

Green hydraulic systems

Answer 8

(Engine 1)
Landing gear
Slats and Flaps
Rev engine 1
Normal brakes

Question 9

Blue hydraulic systems

Answer 9

Emergency gen
Slats

Question 10

Yellow hydraulic systems

Answer 10

(Engine 2)
Flaps
NWS
Alt/park brake
Rev engine 2

Question 11

Accessory gearbox systems

Answer 11

Powered by HP shaft
Oil feed pump
Main engine fuel pump
Engine driven hydraulic pump
Engine driven generator (IDG)
FADEC alternator
Pneumatic starter

Question 12

TCAS

Answer 12

Range - 30nm (up to 80nm longitudinally)
+- 9 900’
Proximate - <6nm and 1200’
TA - ~40secs
RA - ~25secs

TA inhibited below 600’ climb and 400’ descent
RA inhibited below 1100’ climb and 900’ descent
Descend RA inhibited below 1200’ climb and 1000’ descent

Question 13

GPWS modes

Answer 13

Excessive RoD
Excessive terrain closure rate
Altitude loss after T/O or GA
Terrain clearance not sufficient (not in LDG config)
Excessive descent below glideslope

Terrain awareness and display (enhanced)

Question 14

Passenger seats

Answer 14

A320 - 180/186
A321 CEO - 230
A3201 NEO - 232

Question 15

Exped button

Answer 15

Climb:
Green Dot speed. There is no benefit to use the Expedite Climb mode above FL 250 because the Mach corresponding to green dot is too low to maintain an increased vertical speed. With slats/flaps extended, the targeted speed is S or F depending on the configuration.

Descent:
M 0.80/340 kt. FG orders a pitch rate that produces no more than 0.15g (normally 0.1g)

Question 16

FADEC start protection CEO

Answer 16

Detects a hot start, a hung start, a stall, a failed light up, a low start air pressure and a thrust lever not at idle

Runs an abort sequence if a start aborts on the ground when N2 less than 50 %, and ensures an automatic dry crank cycle after the abort sequence in order to remove the fuel vapors

Ensures an automatic dry crank sequence of 30 s at maximum motoring speed.

Question 17

FADEC start protection NEO

Answer 17

Detects a failed light up, an EGT overlimit, a stall, a hot start, a starter time exceeded, a low start air pressure, a failed bowed rotor protection, a thrust lever not at idle and a starter shaft shear

Runs an abort sequence if a start aborts on the ground, and ensures an automatic dry crank cycle after the abort sequence in order to remove the fuel vapors.

Controls any additional start attempts.

Question 18

CEO auto dry cranking

Answer 18

If residual EGT > 250 °C, an auto-crank function motors the engine until EGT decreases below 250 °C. There is no crew awareness message to indicate the reason for the extended motoring.

Question 19

NEO auto dry cranking

Answer 19

Depending on the engine thermal state, the FADEC can initiate a pre-start motoring (dry cranking) up to 60 s. Pre-start motoring is active during all ground starts and ground cranking procedures to limit the engine core speed below the bow rotor critical speed (bow rotor protection). The motoring time will vary depending on the residual thermal condition of the engine and depending on the engine vibration level. During the engine motoring, the FADEC logic limits the maximum N2 around 30 %.

Question 20

Green dot speed

Answer 20

Engine-out operating speed in clean configuration.
Best lift-to-drag ratio speed.
Also corresponds to the final takeoff speed.
A321:
Below 15 000 ft AAL, equal to 1.5 × weight (metric tons) +110.
At or below 10 000 ft AAL limited to a maximum of 250 kt.
A320:
Below 20 000 ft equal to 2 × weight (metric tons) +80
Above 20 000 ft, add 1 kt per 1 000

Question 21

Flight control surfaces

Answer 21

Flight control surfaces are all electrically-controlled and hydraulically-actuated.
The stabilizer and rudder can also be mechanically-controlled.

Question 22

Flight control computers

Answer 22

2 ELACs (Elevator Aileron Computer) for Normal elevator and stabilizer control and aileron control.
3 SECs (Spoilers Elevator Computer) for spoilers control and standby elevator and stabilizer control.
2 FACs (Flight Augmentation Computer) for electrical rudder control.

Question 23

Spoiler operation

Answer 23

Roll: 2, 3, 4, 5
Ground spoiler: all 5
Speed brake: 2, 3, 4

Question 24

Normal law protections

Answer 24

Pitch attitude
Load factor
High speed
Angle of attack
Bank angle

Question 25

Pitch attitude protection

Answer 25

30 nose up in conf 0 to 3 (progressively reduced to 25 ° at low speed). 25 nose up in conf FULL (progressively reduced to 20 ° at low speed). 15 nose down. The flight director bars disappear from the PFD when the pitch attitude exceeds 25 ° up or 13 ° down. They return to the display when the pitch angle returns to the region between 22 ° up and 10 ° down.

Question 26

Angle of attack protection

Answer 26

Without flight crew input, the F/CTL computers maintain the AOA equal to αPROT (top of amber/black range). The AOA can be further increased by flight crew input, up to a maximum value equal to αMAX (top of red range). If the flight crew releases the sidestick, the AOA returns to αPROT and stays there. At αPROT the system inhibits further nose-up trim. Between the αPROT and αMAX, αFloor protection may automatically set the go-around thrust. The αFloor will usually be triggered just after entering αPROT. αFloor should be cancelled by using the instinctive disconnect pushbutton on either thrust lever as soon as a safe speed is regained.

Question 27

High speed protection

Answer 27

When high speed protection is activated, positive spiral static stability is introduced to 0 ° bank angle, so that with the sidestick released, the aircraft always returns to a bank angle of 0 °. As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions. The autopilot disconnects at VMO + 15 kt and MMO + 0.04.

Question 28

Bank angle protection

Answer 28

The roll rate requested by the pilot during flight is proportional to the sidestick deflection, with a maximum rate of 15 °/s when the sidestick is at the stop. If the pilot releases the sidestick at a bank angle greater than 33 °, the bank angle automatically reduces to 33. Up to 33, the system holds the roll attitude constant when the sidestick is at neutral. If the pilot holds full lateral sidestick deflection, the bank angle goes to 67 and no further. If Angle-of-Attack protection is active the bank angle will not go beyond 45 °. If High Speed Protection is active, the bank angle will not go beyond 40 °. If high speed protection is operative, the system maintains positive spiral static stability from a bank angle of 0 °, so that with the sidestick released, the aircraft always returns to a bank angle of 0 °. If the bank angle exceeds 45 °, the autopilot disconnects and the FD bars disappear. The FD bars return when the bank angle decreases to less than 40 °.

Question 29

Alternate law protections

Answer 29

Load factor Low speed stability High speed stability Pitch attitude limitation A321LR only (20 sea level/8 at max operating alt)