• LAND REC PB is used to: - Shed non necesary loads for landing such as FUEL PUMPs / RADAR1 / HF1 - Feed SFCC1 / ILS1 / LGCIU1 / BSCU1 / P2

SYSTEMS Flashcards by laurent Bacqueville

Situations that can inhibit speedbrake extension or cause them to automatically retract

Manoeuver Load Alleviation (MLA)
Low Speed Stability
Alpha Prot
Alpha Floor
1 thrust lever above MCT

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Speedbrakes inhibited in flight

How can they be re-deployed

• Once the inhibiting condition disappears:

Speedbrake lever stowed
Wait 5 seconds
Try again

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ECAM EXCESS CAB ALT

At what cabin altitude is it triggered

9,550 ft

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Protections for the Flaps/Slats system

Flap Load relief
Auto retract
Alpha Lock

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Difference between GPWS and EGPWS

• Enhanced GPWS incorporates basic GPWS functions with added features:

Terrain Awareness Display (TAD):
Computes a Caution and a Warning Envelope ahead of the flight path using aircraft altitude, range to the nearest runway and its altitude, ground speed, and turn rate.
When these envelopes conflict with terrain memorized in the database, an alert is generated.
Terrain Clearance Floor (TCF)
An Envelope is stored in the database for each runway where terrain data exist, TCF warns of a premature descent below this floor, regardless of the aircraft’s configuration.
Runway Field Clearance Floor (RFCF)
Provides an Envelope protection for runways that are significantly higher than the surrounding terrain.

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Computers used by the ECAM

DMC: Drive Display Units
SDAC:
Acquire data and send signals to display synoptics
Sends data to the FWCs to generate ECAM msg
FWC:
Acquire data from SDACs and A/C sensors to generate ECAM and aural alerts, flight phases, RA - DH/MDA call outs

Red Warnings are processed directly by FWCs
Amber Cautions are processed by FWCs through SDACs

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ECP failure which keys work

CLR, RCL, STS, ALL and EMER CANCEL are hard wired to the FWC/DMC. They are the only one operating if ECP fails

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EIVMU failure, what do you lose

• If EIVMU fails, the following functions are lost:

Manual start
N1, N2 and N3 Vibration indications
A/THR on affected engine
Reverser
Modulated Idle (only Approach Idle)
FLX and Derated T/O

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Land Recovery

• LAND REC PB is used to:

Shed non necesary loads for landing such as FUEL PUMPs / RADAR1 / HF1
Feed SFCC1 / ILS1 / LGCIU1 / BSCU1 / P2

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Landing Gear gravity extension, consequences

• Gear doors stay down:
- Speed limit 200 kts
- NWS not available, Tug needed after landing
- Missed approach:
   .  No Gear retraction
   .  Speed selected 200 kts
   .  Keep Flaps 1 for the speed

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Emergency Electrical Configuration

Systems remaining with Green powered by 1 EDP or by the RAT ?

• Green Powered by 1 Engine Driven Pump:
- FMGC1, MCDU1, FD1 and AP1 available
- Use Land Recovery:
. FD1, AP1, both RA are lost
. ILS Raw data approach, plan a long final, PM make RA calls
. Full SFCC1 available
. Manoeuvring speeds displayed on PFD
. Gear Gravity extension
. Direct law , USE MAN PITCH TRIM 15 sec after LDG down

• Powered by the RAT:
- FMGC1, MCDU1, AP1, FD1, Pitch and Rudder Trim are lost
- RMP1 RNAV mode to tune VOR1 and DME1
- Use Land Recovery:
. Red Speed Limit on PFD, compute F, S, VApp with QRH
. ILS Raw data approach, plan a long final, PM make RA calls
. SFCC1, Slat channel only, Landing Flaps 0 / Slats 2
. CSM-G disconnects at Slats extension, BAT only
. Gear Gravity extension
. Direct law, no pitch/rudder trim: smooth flying required

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Aircraft Gross Weight and CG, how is it computed?

• Before engine start:
- FMGC computes GW and Cg

• After engine start:

FCMC computes GW and Cg displayed on ECAM SD
FE computes GW and CG for ECAM warnings

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Flap Load Relief System

• FLRS is activated when IAS reaches VFE with Flaps at 2,3 or FULL:

Flaps automatically retract to next retracted lever position
PFD VFE displayed remains in accordance with lever position
“RELIEF” displayed on E/WD Flap/Slat indication
When IAS decreases below VFE, Flaps extend back

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Automatic Retract system

• ARS is activated in Conf 1+F when IAS reaches 200 kts:

Flaps are automatically retracted to 0
PFD VFE displayed change from 215 to 240 kts
If IAS decreases below 200kt, flaps will not extend back to 1+F

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Alpha Lock

• Slats Alpha Lock prevent high AOA, low speed slat retraction:
- Flap lever moved from 1 to 0
“A. LOCK” pulses on E/WD Slat indication
- When AOA and speed are normal, Slats retract to 0

• If Alpha Lock function is triggered, accelerate to allow slats retraction.

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Air Conditioning, describe the system

The A330 is separated into 4 different zones
1 zone Controller regulates the temperature of each zone by ordering air flow from:
The Packs via the Pack flow control valve for cold air
The Trim air valves in each zone duct for hot air
The Packs and 2 recycling cabin fans supply air to a Mixing Unit.
The Mixing Unit and the Trim air valve supply each zone.

ADR/IR, what information do they provide

• ADR (Air Data Reference):

Barometric altitude
Airspeed
Mach
AOA
Temperature
Overspeed warnings

• IR (Inertial Reference):

Attitude
Flight path vector
Track
Heading
Accelerations
Angular rates
Ground speed
Position

MORA displayed on ND, what terrain does it cover

MORA displayed on ND is the highest MORA value within a circle of 40 nm radius around the aircraft.

Nav Back-Up mode, how do you modify the Flight Plan

• FM NAV data base is lost

• Available revisions : 
‐ WPT insertion/deletion 
‐ OVERFLY insertion/deletion 
‐ DIR TO 
‐ CLR waypoints/discontinuities

• Waypoint identification:

3 letters (PUD) only if present in the MCDU active F-PLN
LAT/LONG, IDENT/LAT/LONG coordinates

One Engine Inoperative, Autopilot and Flight Director bank angle limits during takeoff and approach phases

Speed below maneuvering Speed (F,S,GD) -10 kt : 15°
Speed above maneuvering speed -3 kt : 25°
Linear increase from 15 to 25° with speed increasing from maneuvering - 10kt to -3 kt

1 Engine Fails during Climb above ACC ALT, what speed is managed by the FMGEC

• BELOW EO REC MAX
Green Dot: Speed change is gradual to prevent a thrust reduction

• ABOVE EO REC MAX
Engine-Out Long Range Cruise speed at EO REC MAX: Speed change is gradual to prevent a thrust reduction

Basic modes of the EGPWS

EGPWS generates aural and visual warnings below 2 450ft RA (RA, means EGPWS is available in Cruise)
5 basic modes:
1. Excessive descent rate: “SINK RATE” “PULL UP”
1. Excessive terrain closure rate: “TERRAIN” “PULL UP”
1. Altitude loss in take off or Go Around: “DON’T SINK”
1. Unsafe terrain clearance: “TOO LOW TERRAIN”, “TOO LOW GEAR”, “TOO LOW FLAPS”
1. Excessive deviation below Glide : “GLIDESLOPE”

SRS mode, During Take Off Speed/Pitch target computed by FMGC

• Speed:

AEO, V2+10
OEI, IAS at the time of failure (mini V2, maxi V2+15)

• Pitch:
- AEO:
. Pitch to fly V2+10 limited to a maximum of 17.5°
. Pitch to achieve a minimum 0.5º climb gradient limited to 22.5°

SRS mode, During Go Around, Speed target computed by FMGC

• Max of VLS, VAPP, IAS at time of Go Around limited to:

AEO, VAPP + 25
OEI, V2 + 15

Maneuver Load Alleviation system

``` • MLA system is available when : ‐ Normal or Alternate law ‐ Aircraft speed above 250 kt. ‐ FLAPS lever in position 0 - Load factor is more than 2 g ``` • MLA redistributes lift over the wing to relieve structural loads on outer wing surface (bending moment): ‐ Spoilers 4, 5, 6 and ailerons are symmetrically deflected upwards ‐ Elevator is simultaneously applied to compensate for the pitching moment induced by spoilers and ailerons.

Automatic RAT extension, what are the conditions

- Dual engine failure - G + B HYD Low level - G + Y HYD Low level

Flight Envelope part of FMGEC, What are the functions

- Characteristic speeds computation - Backup weight and CG computation - Aft CG monitoring (backup of FCMCs) - Reactive Windshear detection (Lift-off to 1,300' and 1,300' to 50' with at least CONF 1)

Trim Tank Transfer for Automatic CG control, when does it start and does it finish

Automatic CG control - Begins on climb at FL255 - Ends on descent at FL245 or time to destination is 35' (75' with trim forward transfer pump failure).

Trim Tank Transfer, what are the conditions for the Aft Transfer to take place

- Landing gear and slats retracted - Trim tank not full - Inner tank fuel quantity above 6250 kg - Aircraft above FL255 - Aircraft CG not on target

Trim Tank Transfer, when does the Aft Transfer stops

- Computed CG = target CG - 0.5% - Trim tank full - Inner tank fuel quantity reaches 6250 kg - T Tank pb selected FWD - Manual transfer from outer to inner tanks takes place

Trim Tank Transfer, when does the Forward Transfer starts and stops

- Starts when CG=target, Stops when CG=target-0.5% - Starts when 1 inner tank reaches 4000 kg, Stops when it reaches 5000 kg - Starts with Time to destination signal or descent below FL245

Fuel Transfer from Outers to Inners, how does it work

When inner tank quantity is below 3,500 kg and Trim tank is empty, the outer tank transfer valves open to keep inner tank quantity between 3,500 kg and 4,000 kg. The transfer is done by gravity. If the transfer is done manually, it continues until the outer tanks are empty. Outer tank transfer valves close automatically when outer tanks are empty for 5 min. During a manual transfer, aft transfer is inhibited.

Fuel Transfer Sequence

Fuel is always fed to the engines from the inner tanks. 1. Each inner tank empties down to 4 000 kg 2. Trim tank fuel transfers to the inner tanks 3. Each inner tank empties down to 3 500 kg 4. Outer tank fuel transfers to the inner tanks Note: If required for CG control, the trim tank may be emptied earlier.

Speed measurement system, how does it work

• Speed is deduced from measurement of 2 pressures: - Total pressure (Pt) by 3 Pitot probes fitted with drains and heating to remove water and prevent icing - Static pressure (Ps) by 6 Static pressure sensors. * 8 ADMs (Air Data Module) convert pneumatic measures into electrical signals * 3 ADRs use ADM signals to compute independent speeds - ADR 1 uses Captain ADM - ADR 2 uses FO ADM - ADR 3 uses Standby ADM • ISIS elaborates speed directly from pneumatic inputs. It uses same static and total pressure sensors as ADR3.

Spoilers, which pairs are used for speedbrake / turn

- Spoilers 1 to 6 act as ground spoiler and speedbrake | - Spoilers 2 to 6 are used for roll, roll function has priority over speedbrake

Roll Control

* 2 ailerons and 5 spoilers on each wing control the aircraft on the roll axis * Ailerons extend when flaps are extended (aileron droop) * At high speed (above 190 kt, in CONF 0), outboard ailerons are controlled to 0 deflection

Grounds spoiler Logic on Rejected Take off

* Ground spoilers armed and speed exceeds 72 kt, Ground spoilers automatically extend when all thrust levers are set to idle * Ground spoilers not armed and speed exceeds 72 kt, Ground spoilers automatically extend when reverse is selected on at least 1 engine (remaining engine at idle)

Ground Spoiler logic for Landing

• Ground spoilers armed and all thrust levers are at idle, Ground spoilers automatically extend as soon as both main landing gears have touched down • Ground spoilers not armed and both main landing gears have touched down, Ground spoilers automatically extend when reverse is selected on at least 1 engine (remaining engine at idle) • Speedbrakes not retracted and all thrust levers at idle, Ground spoilers automatically extend as soon as both main landing gears have touched down