Systems Test Flashcards
APU Bleed ON, Single Pack operation
- Pack control valve position disagreement
- Compressor outlet overheat
- Pack outlet overheat
Sends a “close” signal to the inlets and valves below the water line.
- Outflow valve
- Emergency Ram inlet
- Avionics inlet and extract valves
- Pack flow control valves.
Both automatic pressurization controllers have failed.
GEN 1 LINE SMOKE, BLOWER FAULT, and EXTRACT FAULT
To Disconnect:
- Press either instinctive disconnect button
- Retard both thrust levers to idle
- Push A/THR pb on FCU - Will cause thrust lock
Move the thrust levers
Normal: SRS gives pitch guidance to maintain V2 + 10
Runway mode is engaged. This mode provides steering guidance during the takeoff roll and initial climb (30 feet RA) if a localizer signal is available.
Armed
A/Thr is active (white A/THR on FMA) after the thrust is moved to the CLB detent
CLB = Managed Climb mode is engaged. The FMGS target altitdue is higher than the actual altitude. This mode is used to climb towards the FCU selected altitude along the vertical flight path (NAV must be engaged). Pitch guidance is given to hold the airspeed target. FMGS programmed altitude constraints are taken into account.
OP CLB = Open climb mode is engaged. The FCU selected altitdue is higher than the actual altitdue. This mode is used to climb towards the FCU selected alttidue at a constant airspeed. FMGS programmed altitude constraints are ignored. Pitch guidance is given to hold the airspeed target.
Altitude Hold (Cruise) Mode is engaged and pitch guidance is given to hold cruise altitude. The altitude is permitted to vary +- 50 feet from the selected altitude to minimize thrust variations.
Soft Altitude: Upon reaching planned cruise altitude, ALT CRZ engages and A/THR maintains the Speed/Mach target. Two minutes after ALT CRZ engages, if the Mach mode is operative, SOTF ALTITUDE mode engages. This allows the aircraft to deviate +/- 50 feet from the target altitude, thereby minimizing thrust variations and reducing fuel consumption.
DES = (NAV must be engaged) Managed Descent mode is engaged and the FMGS target altitude is lower than the actual altitude. FMS-programmed altitude constraints are taken into account. Pitch guidance is given to acquire and track a vertical profile.
OP DES = Open Descent mode is engaged and the FCU selected altitude is lower than the actual altitude. This mode is used to descend directly to the FCU selected altitude at a constant airspeed. FMGS-programmed altitude constraints are ignored. Pitch guidance is given to maintain target airspeed.
Cyan 1 = V1, 135
Cyan circle = Vr, 142
Magenta triangle = V2, 147
During Acceleration, S Speed is defined as Minimum Flap Retraction speed when the Flap Handle is in position 1. During acceleration it is the lowest speed to select Flaps 0.
Green Dot Speed is best lift over drag speed. Green Dot is also the minimum maneuvering speed in the clean configuration. (Green Dot speed appears when the aircraft is flying in the clean configuration. )
Amber “=“ sign represents Vfe next (the maximum speed corresponding to the next flap lever position)
Minimum Maneuvering speed with the Flaps in 2 or 3.
During Deceleration, Green dot, S-speed, and F-speed represent the minimum maneuvering speed for the associated configuration. (Green dot=clean, S=Flaps 1, F=Flaps 2 or 3). With ‘managed speed’ and Auto-Thrust on, it is also the lowest speed the A/Thr will allow the aircraft to slow to (assuming the target speed is lower).
- Vls (lowest selectable)
- Alpha Prot (speed at which AOA Protection becomes active)
- Alpha Max (max obtainable AOA in normal law)
Normal Law
- Vls (same as previous ques)
- Vsw (stall warning)
Alternate or direct law.
The signal will only be apparent in the Flight Deck and the alert will only sound in the Flight Deck for 3 seconds, the EVAC light flashes.
- EVAC light flashes and the horn sounds for 3 seconds.
Switch to CAPT3 or FO3, utilize your own acoustic equipment and the third occupants ACP.
Yes.
AC BUS 2.
AC ESS BUS is not powered.
HOT/LOP
High oil outlet temperature / Low oil pressure
AC BUS 1 = GEN 1
AC BUS 2 = EXT PWR
CRC, MASTER WARN lights flash, ENG FIRE 1(2) warning appears on ECAM, ENG FIRE pushbutton illuminates red, SQUIB lights illuminate white, DISCH lights illuminate amber, FIRE light on ENG panel illuminates red.
Automatic Shutdown and Automatic Extinguisher activation (on ground only)
Bottle 1 has low pressure
Power is removed from the aft avionics rack.
Student does not need to recite: WADL, CSS (CMVC), Live TV & XM Radio systems completely shut off.
Elevator, Aileron, and Horizontal Stabilizer control
Spoiler control, and Standby Elevator and Horizontal Stabilizer control
FLEW: Flight Envelope Protection…Low Energy Warning…Electrical Rudder Control…Windsher Detection
-Load Factor (neutral equals 1.0g) until slowed to the Alpha Protection range, then angle of attack (AOA)
Roll rate
Dual input. Both sidesticks are being used simultaneously
The FO is holding the takeover pushbutton and inputs are being commanded on the CA’s side stick – would be accompanied by the aural “PRIORITY RIGHT”
Press and hold the Auto-Pilot Disconnect / Takeover red button.
40 seconds
Yes
Alternate law
Direct law, no protections, conventional airplane
Fuel is being supplied from the Wing Tanks, when there is fuel in the Center Tank (>550 in CTR, < 11,000 in a wing).
Green system reservoir overheat
Position of anti-ice valve is not in the required position, or low pressure is detected
CA’s PFD and ND will be lost. (On NON LCD a/c, the E/WD will also be lost. On LCD equipped A/C, the E/WD and SD are both driven by DMC 1 however they are automatically picked up by DMC 2 after a failure of DMC 1)
Yellow accumulator pressure is displayed on top. Yellow system pressure being applied to brakes displayed on bottom.
Landing gear is not locked in the selected position
IR
ADR
Alignment fault. No presesnt position entry after 10 minutes. Difference between position at shut down and entered position exceeds 1 deg of latitude or longitude. A/C movement
Fault in IR3, but attitude and heading information may be recovered in ATT mode
Select X BLEED to open or start the APU and select APU BLEED On
APU Bleed leak
APU starter energized
APU start sequence is complete (N is above 99.5% or seconds after reaching 95%), and the APU is available for use
Amber APU FAULT light
Cockpit door system failure has been identified (ex: Latch, pressure sensor, control unit)
Over wing exit doors closed and slides armed
Flex/ TOGA thrust set, engine anti-ice on, engine surge or stall in flight, flap or handle other than 0 in flight
Auto thrust and Alpha Floor protections are not available
Automatic start abort
Start valve fault
Disagreement between the HP fuel valve position and its commanded position
