-.

1 [ r

- -H
/

I
I
o
i
u J ft
4
* *
AJ8JLUS
A 320
i

-
*

A . _ .
1

_
"
HS*.
i

;
-J=: _ -=kS
With only a few passengers on the aircraft, the
pack flow control selector should be set to LO:

r> r --. t LI >

mm
i rJ 1

To decrease the BLEED AIR demand from

the engines and therefore to save fuel.
- : s
CO D . HCT DDL HOT D JLD
' HD

::
-
----
.
F T e
.
EHG 1 E iC
= = -
: T; i T
->1.1 mh

To decrease the BLEED AIR demand from

!
0
1 0
rj the APU.

M r

iF'< i>

m
N
X
V -
To decrease the cabin temperature.

== = =

2 ==
I

:
.---
'
'
T- "
I

I
>

n .
.r-I

-isairtsdr:
--
L .. .

ss
MpSi
n To decrease the HOT AIR 2 demand from
the engine bleeds. == ==
:

f
M
rSH
Have
H a look
l k att the
th ECAM
ECAM COND
COND
COND page : ALTN
ALTN
MODE
MODE is displayed.
What
What happened?
happened?

A
Channel 1 of ZONE CONTROLLER has COND TEMP : *C
failed and the pilot has closed the HOT ALTN MODE
AIR and TRIM AIR valves.
CKPT 24 FWD 26 i AFT 24
30 30 30
Cfe H Cfe H Cfc H
Channel 1 of ZONE CONTROLLER has
HOT
failed and channel 2 has taken over, thus
AIR
the HOT AIR and TRIM AIR valves have
closed automatically.

m Temperature regulation is completely lost.

GW
13 H 28
r
r
Looking at the ECAM BLEED page and AIR COND
overhead panel, what can be concluded?

J
n

5
z O

I-
S'

"

MT s
_
v

O
X

9
wv

The RAM AIR inlet has been opened.

!
H
K
v

L
I U
.
On the ECAM SD, the RAM AIR inlet valve
hi

should be amber if it is fully open in flight.

m
m
o
CD

>

D>

n
n

D|
n
o

>>
i

n
Aircraft is depressurized, but after the

jm
i

i
i

B
a

H
O

M
RAM AIR valve opens at least one pack

X
should be pressurized again.

i
:
..
M
a
i>

ro
i
-
,
i

LIJ Q
Aircraft is depressurized, but the X

H
*3

"
D

BLEED valve should be open since both

n
CJl CO
CO
> >.
-H
engines are running.

rJ
co
Lu
n:
->
CO

VJ
sJ
During 0
Durin taxi,
t i, with
ith a full
full load
lo d of
of passengers and
nd in
i a r.^ML
high temperature area, how should the pack flow -
CT

be
be set?
set?
mm 0
.so
r= O
C

&
SI F iil T
DB
o
0
To LO, in order to minimize the amount of
hot air sent to the cabin zones.

Vl- J To NORM, as the system is fully automatic

rj apart from temperature settings.

\
/
To HI, in order to help reduce the cabin i
temperature.

To HI and cockpit TEMP SELECTOR to > r

r
- J
'

n HOT in order to have maximum cooling

air to the cabin.
 In the AIR COND system what is the function of the
TRIM AIR valve?

To optimize the zone temperature by

A
i

k adding cold air.

c- Ji To optimize the zone temperature by COND TEMP *C

rj adding hot air.
ctcPT 24 FWO . 4 AFT . '4

i r. To regulate the hot air pressure. T

R

'A.
n To regulate the pack outlet pressure to
each zone.
For the Normal Operation of the CARGO COND
SYSTEM :

CARG HEAT

The pilot ensures that there are no lights

A illuminated on the pb sw and that the
temperature is set as required.
k

I. LLL .
n>

rI- J The system display will be found on the Forward

... F 'A' D
L Aft
LJ ECAM BLEED page.
Cargo ' * 03
T H
Cargo
Ventilation Ventilation
Controller Controller
E
TAT +25 0 GW
SAT +25 "C
f
r

r. The pilot has no control of the system

temperature.

n The system display will be found on the

ECAM PRESS page.
 Which of the following statements is correct?
PACK FLOW QQCKMI I A ll CAILIN AFT UAL:IN
fj:jiai

it JI Ji
HOT AIR
1

It v
r

cr
A
-.
I
F C4 1 FAC i
* .i
'
BLEED
"
FAC 1 F CH i III-
V * ST\
y
* O
o I l O
I
- E- LJEED *
[ TftHT n- AM AIR , ^ |l
^_ li-1
AaU E EEC .... ..
.
ALTD ^
.smsT 5MC. 2 EiffiD
i
Z

IJT
ENC UNUI1P JL
I - | S * JllJi Q
Crew should SWITCH OFF both packs just
i A before engines start. J
* *
RJT1

III BLEED

i -J Crew should SWITCH OFF both engine

bleed valves just before engine start.
iii

iii

M M

During engine start, all the current

I indications on ECAM BLEED page and
COND overhead panel are correct.
Fil

m aw
TAT +15 C GW
SAT +15 C 13 H 28
Crew should select X bleed valve selector
i
* n to SHUT position to pressurize the left
side first.
 Both
Both engines
i are runningin and
nd the
th APU
APU bleed
bl d has
h
been switched OFF.
Which
Which statement
statement is
is correct?
correct? PACK FLOW
fj:jiai
COCKT'II l AJ CAILIN Al T UAL:IN

mM m
HOT AIR

It v
r 1

cr
A
-.
I
F C4 1 FAC i
* X BLEED
"
FAC 1 PACK i III-
V * yT\
y
O
o
I J I + ,. . -l , I I V
* I l O

m
M I i - -
*T*"T riH *iu rUMU
AWTO
* ^ rEMC 2 E4 EED
T KT -
Z
- li 1

The X BLEED should have remained

C
ENC E LEED

I . '.LI I
i
in'
"
AaU E-LEEC'
I
S Iyi DPEN i i
Q

i A open. J
* + ll ML I I SHf 11 -L I
RJT1
A

III BLEED
A A

-J
l
All the indications are correct. 30 c - 20 c
Cl /N H PL
RAM c H
65 C AIR bV c
LO HI LO HI
k 1 j

_ GND
A KD-
r
I The crew should set X BLEED valve
selector to SHUT position.
35 PSI
135 c
APU
PSI 35
-c 155

1 O O 2
IP R HP HP IP

TAT +15 C GW 000

SAT +15 C 13 H 28

i
* n The ENGINE H.P valve must be closed
with the engine at idle power.
IfIf the
th PACK
PACK FLOW
FLOW CONTROL
CONTROL valves
l close,
lo what
h t
will be the subsequent position of the TRIM AIR
valves
valves and
and the
the HOT
HOT AIR
AIR valve?
valve?

Hot
HotAir
Air
Valve
Valve

- The TRIM AIR valves remain open.

HOT
- The HOT AIR valve closes. AIR
Mixing Unit

Pack Pack
- The TRIM AIR valves remain open. 1 2 Hot
- The HOT AIR valve remains open. Bleed Air

m - The TRIM AIR valves close.

- The HOT AIR valve remains open

- The TRIM AIR valves close.

D - The HOT AIR valve===closes.
Have
H a look
l k att the
th ECAM
ECAM COND
COND
COND page. Why
Wh are
two different temperature values displayed for each
zone
zone of
of the
the aircraft?
aircraft?

TEMP *C
The lower value is the pack outlet
temperature. The upper value is the actual
zone temperature monitored by the zone CKPT 18 FWD 22 AFT 25
control temperature.
22 25 29
C H C H C H
The lower value is the temperature of the HOT
air controlled by the HOT AIR -imi
valve. The
-- - - AIR
ism
upper value is the pack outlet air
temperature.
--

The lower value is the temperature of the

air entering a zone (DUCT INLET
temperature). The upper value is the
actual zone temperature monitored by the
zone control computer.

The lower value is the actual zone

n temperature. The upper value is the
selected zone temperature.
25=
What is the function of the CABIN AIR FANS?

HOT
Extracting air from the AVIONICS BAY. AIR
\
Mixing Unit

Pack Pack
Cabin 1 2 Cabin
Cabin Cabin
Fan
Fan Fan
Fan
Reducing the BLEED AIR requirement and
therefore saving fuel.

Accelerating the cabin zones

i
r pressurization.

r
D Accelerating the removal of cabin smoke.
In the CABIN PRESSURIZATION system, the
function of the safety valves is...
M
CAB PRESS LDG ELEV AUTO 5 0 0F T

AP V/ 5 F T / M N CAB ALT
P 5I UP FT

To provide backup pressure if the cabin 1150

pressure controllers should fail. 4.1 o 4150
DN

SYS 1 SAFETY

VENT
Monitor the function of the outflow valve. INLET EXTRACT -^
V
A A
PACK 1 PACK 2

C mill III
*C I 3 H 28
r
Protect against excessive cabin altitude.

n Protect against excessive differential

pressure.
On
O the
th CABIN
CABIN PRESS
PRESS panel
p l with
ith a LDG
LDG ELEV
ELEV sett
manually, is there still an automatic control of the
cabin
cabin altitude?
altitude?
CAB IN PRESS
LDG ELEV
AUT 0 DITCHING
MAN V/S CTL MODE SEL 1.
i
r UP
FAULT

No, in this case the cabin altitude has to

be controlled through the MAN V/S CTL.
N
MAN
k

4
Yes, SYS1 is still controlling the cabin CAB PRESS inn ELEV MAN 5300 FT
altitude through the outflow valve.
AP V/ S FT / MN CAB ALT
F 5I i ID FT

9 0
8.0 o 8000

Yes, SYS1 is still controlling the cabin
altitude through the safety valve.
valve. SYS 1 SAFETY

VENT
INLET EXTRACT
A A
PACK 1 PACK 2
No, in this case the cabin altitude has to
n be controlled through the LDG ELEV
selector. c 13 H 28
mill m
In the CABIN PRESSURIZATION system, what is the
maximum allowable differential pressure?

5.3 psi

CAB PRESS LDG ELEV AUTO 250 FT

AP V/ S FT / MN CAB ALT
P 5I UP FT
r *i 6.9 psi
u
z!LILI
LJ i
o 8500
??
SYS 1 SAFETY
L
VENT

7.6 psi
INLET EXTRACT ^
A A
PACK 1 PACK 2

25

n 8.6 psi
Regarding
R rdin the
th CABIN
CABIN PRESSURIZATION
PRESSURIZATION system, t
what should the differential pressure be on the
ground,
ground while
while at
at the
the gate?
gate?

0 psi

r *i 0.5 psi
LJ

1.0 psi

n 8.6 psi
On the CABIN PRESSURIZATION system, the
safety valves
valves.
1
e
:
i

FAULT
MAN
nn ri |
Are controlled with the MAN V/S CTL.

r *i Are controlled with the MODE SEL pb.

r k.
pb. CAB PRESS 250 FT
LJ LDG ELEV AUTO

AP
PSI .
V/ 5 FT / MN
c
CAB ALT
FT

0 6.5
5" - 300
o 8500
i

r Are controlled with the DITCHING pb.

pb.
SYS 1 SAFETY
L
VENT
INLET EXTRACT
A A
PACK 1 PACK 2

n Can not be controlled manually and are

fully automatic. 28
TriT IIIIII III
On
O the
th CABIN
CABIN PRESS
PRESS panel,l, the
th LDG
LDG ELEV
ELEV has
h
been set manually.
What
What is
is the
the approximate
approximate value
value ??

6 ft.

CABIN PRESS
r *i LDG ELEV 0
60 ft. AUTO 0 TCH NG
LJ MAH V/S CTL MODE SEL
zz
UP
VL FAULT 2

O
i

r 600 ft.

n 6000 ft.
On the CABIN PRESS panel, pushing on the MODE
SEL pb sw gives control over

The outflow valve.

r *i The air intake valve.

CABIN PRESS
LDG ELEV
AUTO
e
0 TCH HG
LJ MAH V/S CTL MODE SEL
.
r
UP
FAULT 12
BB
MAH
oi
i
r The air outlet valve.

n The safety valve.

On
O the
th ECAM
ECAM STATUS
STATUS page,
p as you can see cabin
bin
pressure control is manual. You want descend from
FL
FL 390
390 to
to FL
FL 330.
330 What
What is
is your
your target
target CABIN
CABIN ATL?
ATL?

M k
STATUS
0 ft.
MAN CAB PR CTL NOP SYS
TGT V /S : CL MB 500FTMN CAB PR 1 + 2
: DESC JOOFTIMN
A1C FL CAB ATL TGT
390 3000
5000 ft. 350 6500
300 5000
250 2500
<200
. DUR NG F NAL APPR :
- V ,S CTL FULL UP
'
5900 ft.

TAT -29 DC
SAT -49 DC 3 H 28

n 6500 ft.
On
O the
th CABIN
CABIN PRESS
PRESS panel,
p l, with
with the
th MODE
MODE SEL
SEL sett
to MAN and the MAN V/S CTL held in the DN
position,
position the
the outflow
outflow valve...
valve

Opens, the cabin altitude raises.

CAB N PRESS
LOG ELEV
r *i

m
Opens, the cabin altitude drops. AUTO DITCHING
LJ MAN V/ S CTL MODESEL -2
r

( J
UP

N
T
0
12

I'
1C
Vna
3
| ON |

r Closes, the cabin altitude raises.

n Closes, the cabin altitude drops.

What ventilation configuration is displayed on the
CAB PRESS page?

L
CAB PRESS LDG ELEV AUTO 500 FT
Open configuration (a/c on ground).
AP VfS FT / MN CAB ALT
PSI FT

0
O .o

Closed configuration (a/c in flight).

GND SYS 1 SAFETY
COOL

VENT
INLET EXTRACT -
A A
Intermediate configuration (a/c in flight, PACK 1 PACK 2
high skin temperature).
"C
"C 3 H 28
id id
What ventilation configuration is displayed on the
CAB PRESS page?

A L

Open configuration (a/c on ground). CAB PRESS LDG E L E V AUTO 250 F T

AP V S F T/ MN CAB ALT
PSI UP FT

6.0 a 6500
DN
Closed configuration (a/c in flight).
SYS 1 SAFETY

Intermediate configuration (a/c in flight, A

INLET
VENT
EXTRACT c A
PACK 1 PACK 2
high temperature).

"C 13 H 28
 Please indicate the position of the VENTILATION
panel.

- -
w
* T7
fZJ ~
c
>a

.= -IP Mr'30
>
. r
=
f
r
a l

,
a

i
T
*
* T:
Wit
1
1M K

* :\7t W*7* mtn .

V

lilf
.
T>
L f

r*m
1
!
L.

-
I V <*

, -
1 s
'
eg\T -
*
* pH
:* *

* frtW P
'

S r
:
v
Please indicate the ECAM E/WD screen.

A r r
D D
i
CBIPOTSIIH LI W TILLE mi
ni
-

J
a -
,-frrnI = vfiw
LE i
r [
1if
VV r A^
.'
..
v-fr -
% r, rCJ:1 T . * -L J

N . I -'

n .- =
' '
1 4
- 44
- --. ii iiu -1
'

C JL./ c v
i >
ifl i i

- .--r.- M V .4 .J

ENGINE
r ~r. -i 'l. .
i

: n: ft -
OIL - T l

-- "
I l .i-

AR
iT 1 7 - -.- i
_ . .-
L* " b i" " .
JL rt
i- i .- I*.
J -
- t- I If
JL -J
;f
II
I
IcJ
' I ..
> > FT

JLX
T T .-. -i.*
On
O the
th ECAM
ECAM E/WD E/WD page,
p after
ft r the
th engine
i
shutdown, you observe a pulsing STS message.
What
What does
does itit mean?
mean?

4
It is an indication that the aircraft has not
yet reached the shutdown status. 12
1.4
12
1.4
- IS
EPR
1.6
CL 1.3 C 2
.0 0 0 . 000

a 2
F .F [JLin / H
HE DODD
EG!
X rciQ : DODOO
r *i It is an indication that at least one system
LJ requires crew attention. H'
%
XX
N2
% XX
PARK 3RK
i

r It is an indication that there is at least one

inoperative system in the STS.
APU AVAIL

rr-
n It is an indication that an aircraft system
requires maintenance attention.
4
The upper ECAM DU failed. To see the different
system pages on the lower DU, you have to:

Press and hold the corresponding button

on the ECP.

r *i Switch the SD to one of the ND

NDs.
LJ 1.4 1 4

|1
1.6
2 0 0|
EPR
16 ^
\ C , 1.302

s
F.F /H

(S
ricioi
EGT
C [Tool FOB :
DODD

r Switch the SD to one of the PFD

PFDs. 4

90. o
/
:L

90. o
N2
92.0 % 92.0

SEAT BELTS
NO SMOKING
Both ECAM screens failed. What happens to the
E/WD indication?

A The E/WD is automatically transferred to

ft*
m
one of the ND
NDs.

- -- u
0 -
9

O
The E/WD is automatically transferred to
one of the PFD
PFDs. i
u 1
u r#
R
L
-
r
i
.
To get E/WD information, it must be
manually transferred to one of the ND
NDs.
*

n To get E/WD information, it must be

manually transferred to one of the PFD
PFDs.
On the ECAM SYSTEM in case of a double FWC
failure...

FWs FWC 1 + 2 FAULT WOT AVAIL

Only ECAM cautions are lost. - MONITOR SYS ECAM WARN
- MONITOR OVERHEAD PANEL ALTI ALERT
STATUS
AJCALL OUT
MEMO

r *i ECAM cautions and warnings and aural W

LJ warnings are lost.

MASTER CAUTION light, MASTER

WARNING light and aural warnings are
lost.

MASTER CAUTION light, MASTER

n WARNING light, aural warnings and
ECAM cautions and warnings are lost.
On the ECAM STATUS page , what does a
CANCELLED CAUTION mean?

STATUS 1
The failure message has been previously
cancelled with the EMER CANC pb.
pb.
INOP SYS

The failure message had occurred during

the previous flight.

The FWC is working in a degraded mode

and is not able anymore to detect this
CANCELLED CAUTION
failure. NAV ILS 1 FAULT

TAT +24 C GW
SAT +25 C 13 H 28
L
n Because it was a false warning,
maintenance inhibited it.
On the ECAM STATUS page, how can you remove
the CANCELLED CAUTION message?

By resetting the appropriate circuit STATUS 1

breaker.
INOP SYS

By pressing and holding any CLR pb for

more than 3 seconds.

Only maintenance can reset this function.

CANCELLED CAUTION
NAV ILS 1 FAULT

TAT +24 DC ow
SAT +25 C 13 H 28
L
n By pressing and holding the RCL pb for
more than 3 seconds.
The location of the DFDR (Digital Flight Data
Recorder) is :

A
i

k
Inside the Cockpit.

ci Installed in the tail Section of the aircraft, RECORDER

FLIGHTNOT OPEN
rj and the data is stored on a tape
Contained in fire and shock proof box. DO

i r. In the passenger Cabin for protection

reason.
> r - + *
When is the DFDR automatically energized?

The DFDR will be only energized after the

!
\ first engine start.

i- J The DFDR is energized during 5 minutes

rj and then after the first engine start.
B
r The DFDR will be energized at lift off.
When the GND CTL pb sw light is illuminated blue,
it will be automatically extinguished :

[X When aircraft lighting is selected OFF.

GND OTL

is On landing.
I
+
ON
+

I
*

i r
. After first engine start.

n When both engines are started.

On the pedestal the DFDR EVENT pb can be used to
mark an event on the DFDR tape.

!
\ False.

AIDS FDR
l- J PRINT GVGMT
rj True.
*
When a DFDR fault occurs, it will be signaled by :

[X A fault light illuminating amber on

overhead panel.

GND CTL

is An ECAM caution message.

1

QN
m
"
1
+

i r. A low frequency signal sounds through

the cockpit loud speaker.

n A MAINTENANCE message in the status

page.
 rr
f \
m

> JL.Lfl
T - r . : . :' .-
)
J iv

i i:.
1J H
T. I I" L
x n. .- J

IJfT f
. .- T =
l " 1
tv

.-rriJ..
= *- =- -
1
Tl T
-
Fl
-
i
TCI

. E H r f if.

A s 4 y
0 1 1
.

-r-
Va JCK 1 L jov

mn
.. I
\ ? iTr
"
* \ ?

LnflDC Ti -
11 >

aw* * Hz
*v
-
x -- /r
" ,1
_ w
'
v
"
-
IT .: V

I
. * ? 0 *
a i T ^
' I
MC .
T'h
l i?
d V I 14 3Till
** * h
Jl
Mil ril Dfil * >
i id 211(1 . JrK dll
-
VI 'WV
MtiltrxW * '

a a
r

f
7

Please indicate the PFD.

Please indicate the SD.

r
/
A r r
D D
* L
I
; '
- ',.,
i v 'H'

'- j :
j
r

^
m
\
'
V

'
1
'

n
*'

'- i w
*; 1
i::w
1
-
-- X VI

E IU ME --
i
- IMT
- ..-.. U.
i

lw
- T \
- Vi

AIK
.. 111
- r

il - - Hi '1 'i
- -- I .- H I
.11 ' A

JM

- --
Tr T >; i
ri " *i " H h"
Please indicate the ND 2.

A r. D
.-
la
- -- r -
i -
H *.
4 s'

M T
- *

d
.^ ? ' |' -
J? HI
1
LJV

Jiin rJi :
a-
. - *
:
c'i -
I3D .
+ i --
t.' It.

I I

ENG ME
.T ..-'Irn1 .

.
l
M
nIjfa l'
l ii ? %

~.s L.'
\T -- : ft r1 I -

AIR

: "" T *K
-.1
I I *" H l'l i*

.j -
.
I
"T

T. -n
.
j

ij
-
.-.T - .
Wi : II
.Hi.
Color coding on the ECAM screens: which color
indicates that crew awareness is required?

i
A k
Red.

*rm

i- J Amber.

r. Green.

n White.
Color coding on the ECAM screens: which color
indicates that there is immediate action required?

i
A
k
Red.

i-J Amber.

r . Green.

n White.
Color coding on the ECAM screens: which color
indicates a normal condition?

i
A
k
Red.

-J
i
Amber.

r . Green.

n White.
On the ECAM SD page, what does an advisory
message mean?

The parameter is about to reach a limit. ENGINE

F.U5ED
VIBCNl)
0000
0.2 1 0.4
OIL
nnn VIB (N2)
T
D L,D 1.1 5.1
The parameter is out of limits.
limits.
RSI

Dm
00 110

The parameter has a faulty indication.

13 H 28
You
Yo have
h an ENG
ENG 11 FIRE
FIRE warning.
i On
O the
th ECAM
ECAM
E/WD page, what does the green arrow at the
bottom
bottom of
of the
the page
page mean?
mean?

It indicates that there is a STS page ENG 1 FIRE

- THR LEVERS IDLE
behind.
. WHEN AfC STOPPED:
- PARKING BRK ON
- ENG 1 MASTER Of F
- ENG 1 FEE P PUSH
- AGENT 1+ 2 DISGH
It indicates that there is a system page
behind.

It means that there is more information

to be seen.
On
O the
th ECAM
ECAM ENGINE
ENGINE system
t page, you observe
b
the VIB (N2) indication. What is the name of such an
indication
indication pulsing?
pulsing?

Alert. ENGINE
F.U5ED
VIBCNl)
0000
0.2 1 0.4
OIL
nnn VIB (N2)
T
D L,D 1.1 5.1
Warning.
RSI

Dm
00 110

Caution.

13 H 28

Advisory.
On the PFD, what is the actual speed?

200
i
A 150 kt.
kt.

180
k

F
-J
i
160 kt.
kt. 160
<1
140
r . 169 kt.
kt.

120
n 185 kt.
kt.
In flight with the following display on the PFD
speed scale, which statement is correct?

The present speed is 250 kts selected by

A k
the crew and the MAX speed for lowering
landing gear is VLE 230 kts.
kts.

280
The aircraft
aircrafts speed is 250 kts which is a
i-J managed speed. The symbol at 230 kts
represents the VFE corresponding to the
next flap lever position. 260
The present speed of 250 kts is selected
by the crew. The circle at the bottom of 240
r the scale represents green dot speed
which is the engine out operating speed =
in clean configuration.
220
The = symbol at 230 kts represents a

n speed constraint. The circle on the o

bottom represents green dot speed which
is the holding speed.
On the PFD, the magenta symbols on the speed
scale represent:

The ECON speed range during managed

descent.

360
------

The managed speed by the FMGS during

managed climb. 340

The upper magenta for high speed

320
r . protection, the lower for turbulence
operating speed.
300

n The lower magenta symbol represents

VLS.
.636
Is
I itit possible
ibl to
t change
h the
th baro
b reference
f display
di pl
from Hecto Pascals to inches of mercury and vice
versa?
versa?

17000
No, it is not possible because each airline
has its own configuration.

HVH

so , I I0?0
r *i Yes, by rotating the outer scale of baro iDl1
LJ reference selector on the EFIS panel. lm Ha

*
hfa

a p
i
r No, the crew should refer to a conversion
table.
1020

n Yes, but only the Captain side is equipped

with this conversion.
 On the PFD altimeter scale, which statement is
correct ?

The crew is pushing the baro reference

i
A selector to change from STD setting to
local QNH.

Crew is pushing the baro reference

i selector to change from local QNH to the
rj
STD setting.

O 9
The rate of descent is 240 FPM.
FL 70
STD

m
n Aircraft passing altitude is 8500 ft.
On the PFD, what is the maximum speed for the
present configuration?

250

220
i
A 180 kt.
kt.

200
k

S
-J
i
191 kt.
kt.
180

160
r . 215 kt.
kt.

140
n 250 kt.
kt.
On the PFD, what is the maximum speed to select
the next flap setting?

200
i
A 140 kt.
kt.
k

180 =

-J
i
155 kt.
kt. 160 I F

r . 175 kt.
kt.
140 <
120
n 185 kt.
kt.
On the PFD, what is the meaning of the blue ribbon
on the altitude scale?
9000

i
A k
It marks the landing elevation.

. 5 nSG
i - DO
i- J It marks the selected altitude.

055 ^
S "

-8
It marks the preselected altitude.

30.08
STD
n It marks the decision height.
QNH
On the PFD, what is the actual vertical speed?
9000

-
i
A 80 ft/min in climb. 060 -
5^! flO
ti .
-
'

i- J 800 ft/min in descent.

066-
8

r. 80 ft/min in descent.

30.08
STD
QNH
n 800 ft/min in climb.
On the PFD, what is the actual heading?

i
A
k
069.

-J
i
080. 6 7 8 ID

r . 084.
On the PFD, what is the selected heading?

i
Ak
069.

i- J 080.
6 7 8 Q ID

r . 084.
On the PFD, what is the actual aircraft track?

i
A
k
069.

i-J 080.
ri 1

6 7 8 Q ID

r . 084.
 On the PFD, which of the following statements is
true?

The aircraft is in a climb, drifting to the

i
Ak
left.

i- J The aircraft is in a climb, drifting to the

rj right.

A
r .
The aircraft is in a descent, drifting to the
left.

10 IQ

n The aircraft is in a descent, drifting to the 1620

right.
On the ND, which of the following statements is
true?

The heading to the next waypoint PAS is

108, it is at 28 NM, time left to the
waypoint is 9 minutes and 8 seconds. /
9
\
The heading to the next waypoint PAS is
-imi
108, it is at 28 NM, time to ism
the destination
-- - -

S
fry +
is 9 hours and 8 minutes.
--

o \
The track to the next waypoint PAS is
108, it is at 28 NM, elapsed time of this
flight is 9 minutes and 8 seconds.
$> >

0?
The track to the next waypoint PAS is
n 108, it is at 28 NM, it will be overflown at
9:08.
25=
 &
ATC LVL / CH
ATC cleared
l d you to
t FL
FL 150.
150 The
Th PF
PF sets
t the
th new
S PD HDG LAT ALT i i V/S
HDG V/S icnnn
altitude on the FCU. What will happen if he pulls the iJUUU
ALT
ALT selection
selection knob?
knob?

UP

PUSH
/
TO
A LEVEL
WJ
DN
OFF

AF' F' F:
a
The aircraft will stop the climb at FL 60
until passing the constraint then continue
climb to FL 150.
THR CLB CLB NAv API
ALT 1FD 2
A / THR
FL 60 27
The aircraft will disregard the constraint
3!
and climb to FL 150. * 280
20 20 050
260
482
DO
As soon as the aircraft passes FL 60, the 240 t
r.
i
target altitude on the PFD will change to
FL 150 and the aircraft continues to climb. 220
1

045

The aircraft will level off at FL 60. The PF

mm
n must pull the ALT selection knob a
second time to climb to FL 150.
? e 9 ID

*
The FCU target altitude is FL 150, you are climbing
toward
tow rd ann ALT
ALT constraint.
tr i t.
S PD HDG LAT
HDG V/S
ALT
i c n n n
. LVL/CH u/s
a
What will happen if the PF pushes the ALT iJUUU
selection
selection knob?
knob?

re
UP
HDG Vt S 100 1000
TRK FPA X" X
NOTE: The constraint alt is FL60. \ PUSH
TO
A r= ir METRIC LEVEL

Mil APjjB AP 2 I
ALT

DN
OFF

LOC A/THR EXPED APPR

3
The aircraft will level off at FL 60. The PF
must push or pull the ALT selection knob
a second time to climb to FL 150.

The aircraft will disregard the constraint

3!
and climb to FL 150. *

As soon as the aircraft passes FL 60, the j

r.
i
target on the PFD will change to FL 150
and the aircraft continues to climb.

liTDl
No change, the aircraft will stop the climb
n at FL 60 until passing the constraint then
continue climb to FL 150.
9 it)
J
The FCU target
rg altitude is FL 150,, you
y are climbingg
toward an ALT constraint.
What will happen if the PF pulls the HDG/TRK
selection knob now? &
SPD HDG LAT
HDG v / S
J 5 nnn

ALT

u u um
i

.
LUL /CH i V/S
.

t> / FPA PUSH

TO
A J= LEVEL

U A P JI
MACH OFF
API
The aircraft will continue on the present ^
rTHRJ- .
DM

heading, stop the climb at FL 60.

a A/ EXPEDJ 3
n APPRjl

The aircraft will stay on the present

heading, disregard the constraint
3! and
*
climb to FL 150.

The aircraft will follow the F-

F-PLN, stop the
r.
i
climb at FL 60 until passing the constraint
then continue climb to FL 150.

The aircraft will follow the F-

F-PLN,
n disregard the constraint and climb to
FL 150. 9 lo
BTDl

3
On
O the
th MCDU,
MCDU, you notice
oti that
th t some waypoints
int have
h
a small triangle behind the name. What does it
stand
stand for?
for?

It means these waypoints will be FROM A I B1 0 1 7
overflown.
overflown. E F0B WIND
LFPO08
C078
-B -R G. -0 7 8 *
* 4N M
D08GC --. -
C086 T RK086 * 4

Il- J It means these waypoints are compulsory

I D0804 A
C1 6 4
D164TA
C 209
D141 NA
*
.. . .
1 3
6
* /

DEST TIME D I S T EFOB

rj reporting points. HECA23R 1809

zaillllil
It indicates altitude constraints at these
r waypoints.
IH ID C E E E E
m J
*
OOOD L fltlH
OOODQQOD
4

n It indicates speed constraints at these

waypoints.
0 OOODDEIQQ
OOOBBB 3 Q

You get the message DECCELERATE on the FMA.
What does it mean?

The FMGC warns you about am

possible MACH ALT CRZ NAV API
overspeed.
overspeed. 1 FD 2
DECELERATE A VTHR

TCAS discovered a possible traffic

conflict and warns you to decelerate to
keep your separation.
mu

Due to some environmental

circumstances, the aircraft missed a
speed constraint.

You are advised to slow the aircraft to

n loose energy so that you will be able to
intercept the descent path.
 i
s
The
Th a/c / is
i climbing
limbi to
t FL250
FL250 as sett on
o the
th FCU,
FCU, an
altitude constraint has been inserted at FL90.
What
What isis the
the procedure
procedure when
when the
the a/c
a/c reaches
reaches FL90?
FL90?

r
L
J

The pilot flying must push the ALT knob.

*

The pilot flying must turn the ALT knob.

LM
I
No procedure, the a/c will automatically
resume the climb after having sequenced

Ll
the constrained waypoint.

'*
0 .1

v
-
.
|

^
LL
\ '>

v
'S*
LD

ID
A UJ
aFi

DA
ift

0J
mni m
I
*
Z I.I.

V
v
OJ

ns
<>

in
*
OJ
*

'
7

a> f
LL

V
<s>
w

uli ) u r. u N
I I U IL IU LL . 'J
_ _I E _-
rti
Ifl

ir on ;
AI AI ni

[71 1
*i

The a/c will not match the constraint, the

i

vi
-
J
w

a>
-

j
m

- ^
n

n
ta.

t
V W
. N

.-

pilot has to climb by using V/S mode.

Cl
i
w' W
j

T
IL
_ _ _
-w

mmm
L 'J I
Li

*
-
Q
l 111

- MI>*

- uM
^ min

sa
z Ul
IU

m
- i-S SI uiu
* 01

* allI
.ru-
MLTJV
o * ?
mn

-
In dual mode of operation, one FMGC is the master.
How is the master FMGC determined ?

It is the FMGC corresponding to the AP

i
Ak
engaged or FMGC1 when both AP
engaged.
^7

i- J
rj Randomly at power up.

r .
It is the FMGC corresponding to the Pilot
Flying side.

n It is always FMGC1.
The
Th autothrust
tothru t system
t m has
h two
tw channels.
h l Which
Whi h
FMGC controls the A/THR (both FMGCs being
operative)?
operative)?

i
A k
The FMGC1.

^7

i- J
rj The FMGC2.

r. The randomly chosen FMGC.

Setting
S ttin the
th thrust
thru t levers
l to
t TOGA
TOGA will
ill arm
rm the
th
A/THR. iLT
i LUL / CH
j

Where
Where dodo you
you check
check that
that the
the A/THR
A/THR is
is armed?
armed? u/ s M C M M MA
u u u

A
n
r F
Qrv . UP

PUSH
TO
LEVEL
OFF
AP 1 AP 2
J

LOCI EXPEDl APPRJ

9
On the FMA, in the Autothrust mode
J A column.

MAN R- T
TOGA
A / THR
On the FMA, in the AP/FD and A/THR
engagement status column.

r
k
On the thrust levers FLEX detent.

1013
QNH
V
rn On the MCDU takeoff page.
Dashes in the FCU window indicate the system
y has
enough information to manage the settings of the
targets.
Why is the altitude window not dashed?

The altitude window shows digits as the

i
A target altitude is always set manually by
the pilot.

up

The altitude selector knob has not been . PUSH

T

pushed.
SPD
MACH
A METRIC
ALT

1) LEVEL
OFF

.
DN

r
LOC | rEXPEDJI A APPRJ

The altitude selector knob has not been

pulled.

rn Both autopilots must be engaged.

The speed window on the FCU is dashed. What
does it mean?

J
SPD HDG LAT ALT i LUL / CH _i
_.
V /S

The target speed is managed by the aao HDG V/S

3 : nu nu Mu LI
J A FMGC. m.
QSPD A
i 4
\ffS |
FPA
100 1000

METRIC |
PUSH
T

ILEVEL
MACH ALT
& OFF

rL O C I A THRi EXPEDl APPRj

v' ^ o
*
A speed target is selected.

k
r. The pilot has pulled the speed selector
knob.

rn The autothrust mode is speed.

s--e-
You
Yo are inin managed
m d speedd mode.
m d IfIf you pullll the
th
speed selector knob, which speed value will appear
on
on the
the FCU
FCU window
window ??

SPD HDG LAT ALT . LVL / CH . V/S

The max limit speed according to the eao HDG U/ S

3 : U U U1
MMM

aircraft configuration.
oSPD
MACH
e vys
FPA
100
IwU uuu

METRIC
ALT
UP

\ PUSH
|
'
T

ILEVEL
/ OFF

DM

rL O C I
EXPEDJ APPRJ
rI- J VLS + 20 kt.
*
kt.
LJ

The current speed.

n VMO or MMO.
When can you engage autopilots 1+2 at the same
time?

SPD HDG LAT

HDG vis ,
I . ALT
mnn
LVL /CH i V /S

Never.
LsJ n
HDG
TRK PUSH
TO
SPD
MACH
AP1 AP2
LEVEL
OFF

^ DN
LOC Ai'THR EXPED APPR

For any kind of approach.

i
r. As soon as the APPR mode is armed for
an ILS approach.

As soon as the APPR mode is armed for a ::

non precision approach on managed

mode.
ALT magenta is displayed on the FMA.
What does it mean?

ALT is armed and an altitude constraint

has been inserted in the F-
F-PLN.

ALT is armed, the target altitude is given r SPEED DES NAV C A T 3 A P 1+ Z

1
by the ALT window in the FCU. ALT G /S LOG DUAL 1F D 2
DH 20 A / THR

The aircraft is on descent and the target

altitude is higher than the current aircraft
altitude.

The target altitude is above the glide

slope altitude capture.
What is the meaning of A/THR white?

A/THR is armed.

A/THR is disconnected.
r SPEED DES NAU C A T 3 A P 1+ 2
1
ALT G /S LOG DUAL 1F D 2
DH 20 A / THR

A/THR is available.

A/THR is active.
Have
H a look
l k att the
th MCDU
MCDU F--PLN page. Notice
FF-PLN Noti the
th
small white arrow shown on the right top. It
indicates
indicates that
that ::

0 0

We can move this page to the right. FROM A I B1 01 -> G

TIME SPD / ALT
m LFPO08
C078 *
/
BR G078 * 4NM
280 HI
D086C / +
C086 TRK 0 8 6 * 4
D0804 A /
C1 6 4 *
D G 4TA
C 09
/
1 3
6
II - r
l- J
DM W A /
I Another page is automatically displayed BEST TIME DIS T EFOB

rj in relation to the phase of the flight. H HECA23R 1808

0

Another page is available and can be

n m
i
r. displayed by selecting the NEXT PAGE S IQ
key. m DiDDD
oooaaaoa
OeODQBBB
OOOccccc
o o o B B B a g |'r
As soon as a CO RTE or a CITY PAIR is entered in
the INIT PAGE A, the displayed coordinates are:

<S> 0

The runway threshold position. CO RTE

INIT
FROH/ TO
e
m ORYCAI 1
AL TN RTE
LFPO / HECA
AL TN
HEAX
FL T NBR
AIB101 ALIGN IRS4
L
* T *1 N
4843.4
COST INDEX
.
LONG
00EEE 8E

Il- J 50 WIND >

rj The aircraft present position. H

CRZ FL / TEMP
FL330 / - 5 1
T R 0P 0
36890

DIP ..

SI
IL DU
'

F-PLh
NA.U
1EMIJ

r The airport reference point position.

AIR

DE3U3131
PORT

NEXT
I
-f
13 BID B El
I
I

OOOCCCCE
OOOBQDQO
r
n The alternate airport position OOODDQQQ
OQQE3 BQE3BI (3
3
 0
The F-
F-PLN page shown in the MCDU is :
FROM A IB1 0 1 ->
TIME SPD / ALT
LFPO 0S ---/ 280
C 0 7 8 B R G 0 7 8 HNII
D086C / + G 9 0
C 0 8 6 T R K 0 8 6
- D0804 A
C1 G A >
---/

D R 4 TA /
C 0 9 -
1
1 3
The F-
F-PLN page A. \ j \ A \ NA ---/
BEST TIME D I S T EFOE
HECA23R 1809

V PERF NT

The F-
F-PLN page B. FUEL SEC
F-PLN F-PLM

UP BBBHE9 ,0

oooi
OOOBBBBI3
3 cooSSSIS

ooo i
The
Th standard
t d rd instrument
i trum nt departure
d rtur is
i shown
h on the
th
navigation display, however an amber line can be r
so Stfi ddV 511 8 0 39800
^
seen:
seen:
\
ISfF \
t?080CT I
M
v oew
S'J
\
It is the secondary F-
F- PLN.
IfiHl
k
It is a temporary F-
F-PLN. * 1'
a
.. H i d
:J3 ] 3 MIH
rrer i ,
I - H
.VbfcHL
hS j
C - F'2
.
i " ft .
*
ii i -
.=-
. 11*
-vccnn
:HI ic c:
_ - K-r - H-H ri
- . .:.HL
It is the engine out standard instrument
-
* 0
departure.
SO
E
nm flBVBEIEI
BBBBBOOO
It is the standard departure for light
BBBBBOOO *
BBDBBOOO e e
airplanes. DBDOBOOO

Have a look at the MCDU, the ILS 23R is a currently _
selected approach, the green color means: ARRIVAL TO HECA
A P P R VIA S T A R
ILS33R
A P P R
< VIAS
T R A N S P .

k - -
A P P R A V A I L A B L E
k -
^ ILS05L 3300 M
0 <q s CRL/ 110.30
<- ILS05R U000M
This approach is inserted into the active 0 e ROT / 103.30
EILS^23L 4000M
F-PLN. 2 2 S LOT / 103.50
< RETURN

This approach is displayed in green

PROG PERF NT l C
IMOOL
before insertion in the F-
F-PLN.

^ 0 flU
AIR
PORT
FUEL SEC
F-PLN
^
MENU
T

NEXT
PAGE

This approach can not be selected.

i l l fq
 $
The ILS 23L has been selected. On the MCDU, what
is the meaning of the yellow font? ARRIVAL TO HECA
A P P R V I A S T A R
ILSE3L NONE NONE
APPR T R A N S
< VIAS NONE
S T A R S A V A I L A B L E T R A N S

The selection has been made on the

secondary FPLN.
<-ERASE INSERT *

DATA
This selection is definitely done and
cannot be erased.
fH IB 10I ! O
AIR
PORT
flHDfl
The selection is temporary (not yet
inserted).

The crew has made a wrong selection.

IO

(0

The lateral revision page from a F-
F-PLN waypoint
shows VIA/GO TO data field, it is used: LAT REV F R O M D0BEC
H 8 H H .1N/ 0 B e 2 7 . 0E
V I A / GO
[ 1/ Z
N E X T U
< HOLD [
E N A B L E NEW DE
<-ALTN [
To build-
build-up a F-
F-PLN waypoint by
waypoint.
< RETURN

PROG
O IQ Sl
To enter VIA a beacon TO a waypoint.
n PRED

AIR
PORT
H mmmmm ,

To build routes using airways. .I

Q
5
To enter VIA/GO TO a new airport. o 13
 0
After engines start, which page shall be used to
enter any weight modification?
T A X I Z FUC G / Z F U
0 . 5 . 0 / 56.6
T R I P / T I t l E B L O C K
1 0 . 5 / 0 4 0 2 13.3
R T E R 5 V /
- 0 . 5 / 5 . *0
A L T H / T I M E TOU
0 .0/ 0000 .
G 9 7
F I N A L / T I M E L U
The PROG page. 1 . /0030 .
5 9
E X T R A / T I M E
0 . S / 0 0 0

PERF I NT

The PERF takeoff page.

zi 01 FUEL

BBBBB ,
The A/C STATUS page.
OOOI
0000nEEia
OOOD

n The FUEL PRED page.

3 00c I I (n
Have a look at the PFD, the magenta digit value
displayed on the top of the speed scale is:

CLB NAv 1FDZ

V2 as manually set on the FCU. 138 8000

UP
060

040
ID 10 lx oos
r *i r -
L ^00
V1. U 30
LJ
000

0
i

r V2 as entered on the MCDU takeoff page.

1013
3 0 i 2 QNH
V

n V2 + 10.
What is the meaning of RWY green on the FMA ?

A
MAN SRS RUY
The lateral guidance during takeoff roll is FLX 49 CLB NAV 1FD 2
linked to the ILS localizer signal. A / THR
6000
140

120 H * r - n
in in 005
HU

The aircraft is automatically guided to ill

maintain the runway center line.

1013
The runway used for takeoff is confirmed QNH
r
by ATC.
 G

The
Th FCU
FCU selected
l t d altitude
ltitud isi FL150,
FL150, the
climbing toward FL60 as shown on PFD.
Why
Why is
is FL60
FL60 displayed
displayed inin magenta?
magenta?
th aircraft
ir ft is
i
nSPD
MACH
/
\ Q
API I

EXPEDj

This is an altitude constraint.

A speed constraint is entered.
--
-

A
j
:

r.
i
The active vertical mode is not OP CLB.
2
d

1T a
n The aircraft rate of climb is too------ low.
- i-
'
-----
-----

5=
S-- U
 THR CLB CLB NAV API
ALT 1FD 2
A / THR
Have a look at the ND. What is the meaning of the FL GO
highlighted magenta symbol? N

I
20 - 20 050
_
=Dm^r
^- 4Sffl
l in
'

"

DdS

The aircraft is in OP CLB mode.

The altitude constraint cannot be

satisfied. GS26 G TAs 2 GG ILS APR D 0804 OBS *
000 / 0 0- 8
.Q ^
11: 20

'S'
The aircraft will level off at that point to =Q1P*IT
/
/
^ -
satisfy the altitude constraint.
/
/ JJD0804 \
IRIN
00
*
CO

sec

$
10 PO 4'
n The aircraft will resume the climb at that
point. %
L5
8

.
L
On
O the
th climb
limb flight
fli ht path,
th 22 engines
i running,
i the
th SRS
SRS
(speed reference system) provides a pitch attitude
to
to maintain:
maintain:

MAN Y
FLK 49 V

V2. m 140

120

*
V2 + 10.

F speed. 1013
QNH
U

n Green dot speed.

In this situation, what will happen if you push the
HDG knob?
o
a 6
a m

Nothing will happen as PERUS is the

FROM WPT and as such, the active leg
cannot be intercepted.

G$455 TAS 475 PERUS 132

99 / 22 1 52 m
^
NAV will be armed (blue) and an intercept
point will be computed by the FM to
intercept the active leg.

The aircraft will follow the selected HDG

whatever the action on the FCU is.

The selected target will change from a

HDG to a TRK.
What is the meaning of GA TRK, displayed on the
FMA?

n AN
TOGA

The aircraft is guided by the autoflight

system along the programmed
m missed
approach navigation.

The aircraft is guided along a new route

level reverted
as the navigation accuracy
to low
low at the time of go around.

The aircraft maintains the track followed

at mode engagement.

n The aircraft proceeds on the fastest way

to come back for a new approach.
Any
A time
tim theth alpha
l h floor
fl protection
rot tion is
i triggered,
tri d,
TOGA thrust is automatically set by the autothrust.
autothrust.
When
When is
is this
this protection
protection available?
available?

A. F L O O R LOG

A / THR

Throughout the whole flight envelope.

d

Only available on configuration 2, 3 or full
(with flaps extended).
-

-
i
r. From lift off until 20 feet on approach.

0- 0

n From lift off until 100 feet on approach.

25
 Why must the pilot press the take over pushbutton
on the side stick twice to disconnect the autopilot?
QdS 9QH ivi iiw 1
Ho / n /n S/A
9QH S/ A wu
OOS
u 0G
a
ads j
HJVH
3 dV [
A first time to disconnect the autopilot
and a second time to confirm the
=1
30
Tj | I d H l/V f 03dX3
disconnection.
i A the first time to disconnect the autopilot
and a second time to get a definite priority
f_
nr
r on his side.
d
A first time to disconnect the autopilot
and a second time to reset all the related
ki
warnings.
A first time to disconnect the autopilot
and a second time to reset the master
a
r FMGC.
What does the AUTOFLT A/THR LIMITED
LIMITED message
mean?

The autothrust is still active but can

control the thrust to IDLE only.

AUTO FLT AiTHR LIMITED

r *i The autothrust is active but the thrust is - THR LEVERS MOVE
LJ limited by the thrust levers position.

r The autothrust is active but only one

L J
channel is operative.

n The maximum engine thrust has been

automatically reduced by the FADECs.
FADECs.
Both autopilots are engaged which FMGC is
master?

fcfcjKi
FMGC1.

H
FMGC 1 FMGC 2
FMGC2.

:
8-
b
b

D
DJ

L -J e
It depends on the active flight phase.

(iranraoo SB

BDDBBH IB
OOOOQQBfl
oooo a a m u

nsDotata ga


ggggiBSB
IS
E3 Q Q D B Q S B
EtEmataa ge
222210 QBO

^
BB 5 QSE3
*

0000 =
BDDBBQ
flBBQnn.

'
None as the two FMGC
FMGCs are acting
independently.
FD1 +2 are ON, no AP is engaged, which FMGC is
master?
The switching occurs at every FMGC
power up.

H
.
FMGC 1 FMGC 2
It depends on which ATHR channel is
engaged.

DidliAil.il u *

:
8-
?
n
D
nirib
FMGC2.

mi ms SB
li
nnnnras gQ
ggggBBSB
ttnntoton S 3

IB
gg

EDBBBH
BBBBBta
BBQQBEI
BDDBBH
DDDOtata

nn
QC3 P. P
FMGC1.
 A

In independent operation mode which FMGC is

master?
.
k

'fe
FMGC1. FMGC 1 FMGC 2

J
*

*
FMGC2.
h

IEINIEIN

n
i r III
oooogQutj

IB
ggggBOBO
SB
SB

IB
ggggaoao
ooooggyfl

SB HU
DOtatlBID nn

BBBDBDH
i

QBBBBB
BII1BBBB
BBBDBD
(i r a n H H O
BBB 9 BJB

DBQBBI

DBBDBB
BBBBBB
oranaao
OranrSHO
None, the two FMGC
FMGC s are acting

independently.

*J u

in
l

JI
It depends on which FMGC was the
master at the time of dual mode failure.
What
Wh t is
i the
th meaning
ni ofof OPP
OPP FMGC
FMGC ININ PROCESS
PROCESS
PROCESS,,
the message displayed here in the scratchpad of
MCDU1?
MCDU1?
0 < 0
)

F R U r1
U T c s P n/ A L T
ROCCA 16IP . 7 3 / FL332
BR G 1 3 H - 5 ll c H
TOP 1 2 A9 .79/ F L 37 8
TRK1 20 * 6 0
m GEN 1 57 " /
5 7
MCDU1 is driven by FMGC2. B BEROK 1 3 0 A " / "
3
FRZ 1308 11
/ 11

D E S T UTC D I S T E F O E
B HECA23R 1605 1477
OPR FMGC IN PROCESS
2.1
0
BRT

The FMGC2 is now master.

L .J
SH
BB ElEl 13
The FMGC2 performance became better
, F 0QDC
than the FMGC1. OOQBDKH3
CCOODOE3 %
OODDDQO 0

Ml CLR

P
 H O Bf BBSS

What is the meaning of SET OFFSIDE RNG/MODE
RNG/MODE
which appears on ND1?
a C c
o
BB

The selection of the offside range mode

4
will allow the display of the navigation GS TAS
map on this side. / 13 . 1J
O'
If
The selection of the offside range mode
will make the FMGC
FMGCs resynchronization
shorter.

riAR. NfrT AVAIL

^

The selection of the offside range mode

will make the return on FMGC dual mode v\
1>
easier.
%

The selection of the offside range mode

-t
n will reduce the FMGC1 reset duration at
one minute.
SET OFFSIDE RNG/MODE
W
Bid
The FCU1 has failed, how can we use the FCU now?

r S I 1
FCU 1 failure has no consequences on the
FCU utilization, as the second channel
has automatically taken over.
:
^^
1
: tal -H 0
" " 9 I ~G ~ -$

AUTO FLT FCU 1 FAULT

-BARO REF X CHECK

The FCU is totally unserviceable.

Only the lateral modes can be set from the

FCU panel.

n Some FCU functions LOC and APP

pushbuttons are not available.
The FCU 1 and 2 have failed, how the pilot can
control the vertical and lateral modes?

,
L

o
m
m
n

|
J

oCDra
m

Both AP
APs are lost but the FCU controls

a
and indications are still available.

i i

L
Only the FD1 and 2 are available.

il
i
The vertical and lateral modes cannot be
controlled from the FCU. Only the manual

o
flight on raw data is possible.

The pilot can control the lateral and

Cl
vertical modes using the MCDU.
What does INDEPENDENT OPERATION
OPERATION,
displayed in both MCDU scratchpads, mean?

1
J

d D i m DI D i m ;

-
:

*:
.
U
The pilot can engage both AP in all

3
-ss

j
r. :-r - :
. eTiwunr
T:

1"
phases of flight.

v -"

I,
'

Ic
f
-L.
m HI m m n

D
i

.
i

J
J
77 X 77
y HT
j
. .
1
i
j
j

Ti TI TI
J

L L L
j
$

1 I
^ j

Er -n :

-.
^ T

% 11
7' .

E2 -
I

i i
J .n3
T* *

=
IT -
i!

.
'

^-- ZI

=
Ti

?'

J
T

1
1

:
:

r
f|j
The cross talk function is lost, each

B B 1
ioaQ

QQDBDOQB
u
OOOO D Q i a o

gggggg IS
R

IS
OOOO 0 EI 0 Q
QCAN
h1

nonrang
FMGC will work independently, the same

=
v

entry has to be made on both MCDUs.

MCDUs.

BBBBBB

B
BBBBBB
v
^

4
Dn

EBBS
0000
oooo

Dn

2222
Qa
There is no more radio updating of the

- t
I

FMGC position and only the mix IRS

k

coordinates are provided for the

navigation.
The
Th FMGC1
FMGC1 failed
f il d andd OPP
OPP FMGC
FMGC IN
IN PROCESS
PROCESS is
PROCESS i
displayed on the MCDU1. The FMGC2 has taken
over
over automatically
automatically ::

-i
The entry can be done from either MCDU. FMGC 1 FMGC 2
The entry can be done from MCDU 1 only.

I
a

The entry can be done from MCDU 2 only.

sissiiSl
00
tun aana 0 0
mm

00
00
mm
iliioDll
ura & Htm ra

gg
BBBBHB
HEnatmm
nrsBBBB

BBE9 BBB
QBQQQQ
tsaanna
aaBaaa
BEiEBEa
a
You
Yo are in in THR
THR IDLE/DES
IDLE/DES
IDLE/DES modes
mod with
with autopilot
ut ilot 11
engaged and the FCU 1 fails.
What
What is
is the
the action
action required?
required?

As the autopilot 1 disengages, engage

autopilot 2.

The PFD barometric reference is now only

available on standard and the pilot must
set the current baro setting on the
standby altimeter.

The FCU2 has taken over automatically

and the baro reference must be cross
checked.
What happens if the HDG selector knob is pushed?
4
ALT
i LVL/CH u/ s
HDG V/S M nm
3 3 u nu um
OI/a
JP

OvO
PUSH
\ METRIC
TO
SPD

^
LEVEL
MACH
AP 2 J
1 ALT OFF

i
A The aircraft reverts to TRK.
. LOC I A THRl
' EXPEDJ APPRJ

The HDG/TRK target changes. m

Nothing, the aircraft follows indefinitely

the selected HDG/TRK.
'
0

** *

ip

rn The aircraft continues to follow

the current HDG until F-
F-PLN interception.
am
What happens if the HDG selector knob is pulled?

&
SPD HDG LAT iLT
nnn
. LVL / CH y/s

The aircraft reverts to the original F-

IH HDG y/S
3 3 U U U
*
F-PLN.
HDG
TRK
WS
FPA

A
API |
J
r
fi
A/ THRJ EXPEDJ APPRJ
I- J
rj The HDG target changes to TRK.

The aircraft follows the selected HDG until

intercepting the lateral F-
F-PLN.

n Nothing, the aircraft continues on HDG

140 indefinitely.
Please indicate the position of the two FLIGHT
DIRECTOR (FD) controls.

\ //
' ? 1- /^
: - .
_ = _ - iV ?
" = - wS ?
i - - .

~~

A
\
v
: !
*. -- S J
- A !

Far:
,u u

f
r .* 1
A
*

r -.
e v* a

-
*
a
T - -
:

D
I
Is the aircraft following a track or a heading?

iL T r LVL / CH
r< n *
uuuv
M
/A
A Track

SPD
MACH (b
/
A
AP> 2 |
METRIC LEVEL

rLOC
i -J
j 1
AP

rj Heading
Look at the FMA. LOC in blue is...

The active lateral mode which is a 1

SPEED DES NAV C A T 3 A P 1+ 2
constraint.
ALT G /S LOG DUAL 1F D 2
D H 20 A / T H R

The armed lateral mode.

The armed lateral mode which is a

constraint.

The active lateral mode.

Look at the FMA. NAV in green is...

The active lateral mode which is a

SPEED DES NAU CAT 3 AP 1+ 2
constraint. ALT G /S LOG DUAL 1FD 2
DH 20 A / THR

The armed lateral mode.

The armed lateral mode which is a

constraint.

The active lateral mode.

A/THR in blue means it is...
I MAN
[CLB
5 RS I RN V
TOGA NAV 1FD 2
A / THR
138 13000
137
080
disconnected. r in
- in
n ,
005
040
no
M

L I 000
armed.

1013
S 7 8 9 Id QNH
active. r
c
The yaw bar, when displayed on the PFD instead of
the flight director roll bar, is used to :

I MAN SRS II RUY

TOGA CLB NAV 1FD 2
A / THR
Provide guidance, if a localizer is
138 13000
available for take-
take-off and roll-
roll-out phases.
137
060
r - n in in
:
006
IJ 4 IJ
Provide guidance after take-
take-off up to 1000
feat AGL to maintain the runway center
=0 T tF ^ gS
line. I ooo

Confirm that the aircraft is well I |

established in the glide slope on ILS final 6 ? s 9 u QNH
r
approach.

n Change over automatically in case of

localizer failure on ILS final approach.
What does MAN TOGA indicate on the FMA
M lJ lJ L I *
column? Baffl
o
00 o
co 30
A
as
a
o

H o o

The thrust has been manually set to

TOGA. n
X

\\ \
The autothrust system is inoperative.
MAN
TOGA
A / THR

The FMGC guidance autothrust command

is unserviceable.

II

n The pilot has disconnected the autothrust

system.
With all engines operative and A/THR armed, how
does a pilot activate the autothrust?
autothrust?
'
-
pi -r-p pi COOE :
The autothrust will be automatically a a s
activated by the FMGC without any pilot o p Hi r
action when crossing the thrust reduction ss o o 0 a o o
altitude.
The autothrust will become active when
the pilot sets the thrust levers in the climb
detent.
cj The thrust levers must be set to idle and
then in the climb detent to activate the
autothrust.
autothrust.
\
LVR CLB
CLB white flashing on the FMA indicates :

@ "T " i 300 E3 *

igffl
We have crossed the thrust reduction
altitude. a o
t
o3
>
* o o o u
E? 0 m

The autothrust levers are stuck and can

not be put in the climb detent. iii

:i

The pilot has forgotten to enter the FLEX

temperature on the MCDU take-
take-off page
before taking off.

_
The thrust levers will automatically move
D to the climb detent.
You are established in climb, THR CLB mode is
active:
r
B

o a H H B c
Q O 00

The speed is controlled by the thrust and

J
the rate of climb by the autopilot.
r
\
\ \\
\N
k \
The constant rate of climb is maintained
V
by the autopilot.
i

III v
:

A/THR commands CLB thrust and AP

maintains the target speed by using pitch
adjustments.

n The speed and the rate of climb are

controlled by the thrust.
The
Th aircraft
ir ft has
h leveled
l l d off
off att 13000
13000 feet,
f t, ALT
ALT is
i
green on the FMA and the autothrust is in SPEED
mode:
mode:

tj t tjj Ei
*

O
t t ,
The target speed and the altitude are
maintained by the autopilot.
u
00
/
o
.
o
3
0
J C9
c EL

The target speed is maintained by the

autopilot and the altitude is controlled by N y
*
the autothrust.
autothrust.

The autothrust system controls the thrust

to maintain the target speed and the
autopilot maintain the altitude by
adjusting the pitch.

n The altitude and speed are maintained by

the A/THR.
Why do you set the thrust levers to IDLE for
landing?

E 1 IS - - 'ESIE
.

^
To engage the manual mode of the
autothrust.
autothrust.
/ I:
X
L

To be prepared in case of touch and go.

r
FLARE

To disconnect the A/THR.

Hill

J
 SPD HDG LAT ALT LVL/CH v/s
HDG U/ S
esoo
According to these indications, what is the correct
statement? SPD
MACH r ir ,
APlIW AP2 |
METRIC:
J
LOCI
^1
A/ THRJ EXPEDj APPRj

FLARE CAT 1
1FD 2
A k
The A/THR is armed. MDA 600

2500

160 ' c
20 20
*o
140 10 10 QOSfe
4 oo
:k

-J
.

i
rj The A/THR is active.

CRR
110.30 1013
21 22 QNH
L. B

r. The A/THR has failed.

\

f:
/
K jt
/' M

n The A/THR is disconnected.

r- .

F yW
*y
^T
r
r-
 __ __ =
A L. 1."
1

uu
= /
mjl 'b
- _
;-r JLr_
t;
i:
It

-
. i
BLN
-
al
Ji
ILL'%
MI

ALT mode is engaged, MCDU PERF page indicates %

it i

^
CLB. Why? X
ffHlF

f
$ X ", V,

lfi 17
rn
The FMGS is unable to control the climb.

0 0
A

ACT MODE
CLE!
UTC BEST EF0B
.
k

e
r ll
^ ECON
CI
1531 2.5 HI
50 P R E D T O C ]
, } ECON UTC D I ST
FL290 is above the initial2CRZ
=2gggFL.
- 31 0 a
5 s
s EXPEDITE -
ACTIVATE
a ^APPR PHASE NEXT
PHASE > m0

r
i
. The FMGS 1 has failed. snO O 0
aaaia
0O B B C C C
coODcaoia
OOOCEOBB H
n FL290 is the FCU selection, and is below
the CRZ FL.
O O ESI Cl ClCl cl
5l OOOBflDBB (G
w
s--e-
 I FT.
'-
ALT
ALT mode
m d is i engagedd att FL290,
FL290, MCDU
MCDU PERF
PERF page
p
indicates CLB. How do you obtain ALT CRZ on the
FMA
FMA at
at that
that flight
flight level
level (FL290)
(FL290) ??

rn
ie 17

Set the new altitude clearance FL290 on

the MCDU PROG page. 0 0
W

r
A
CLE! L
ACT MODE U T C D E S T EF 0 B
ECON 1531 2.5
C I
- 50
ECON
FRED
UTC
T 0
D I ST
B"
l
31 0

Hi
Set the new altitude clearance
2=2ggg on the FCU.

5 EXPEDITE B
ACTIVATE
<-APPR PHASE
NEXT
PHASE > a
0
0 I

PCI

Push the altitude selector knob to Z9 IliOl

' i
If!iJfl
'

r.
i
continue the climb as programmed
before.
OD I
OIOS
dl IEX t)

OOOEIBCCC
oooiaaiafl T

0 COODDODD 0

31 QOOBBQSQ ffl
We are in OP DES and THR IDLE modes :

A
THR IDLE OP DES NAV API
ALT 1 FD 2
A / THR
The autothrust maintain the thrust at idle
and the auto pilot adjust the pitch to
maintain the target speed.
3GO
i 10 10 li
340
The autothrust adjust the thrust to
^nn
maintain the target speed and the
autopilot control the descent flight path.

The autothrust maintain the thrust at idle

and the autopilot control the vertical
speed.

u u

The autothrust control the target speed

and the rate of descent.
 GS 257 TAS 257 I L S APR EPX 106
00 /
_ . 11
11 G . 2 Mi
9 14: 35

The approach phase activation can be done:

t f

Automatically when the aircraft overfly the tin t $

"t /

deceleration point or manually by the pilot '*O <,

on the PERF page
f / ;
-
' 1V3CI 23L

Only manually by the pilot through the

MCDU PERF. Page.

DES
A C T
ECON
CI
N O D E UTC
1418
D E S T E F O E
8 . 1 -F JJ
'

50 FRED TO L ] - -
Only automatically at the deceleration E C O N U T C BIST
L
point. . 4 4 / 2 5 0
L

EXPEDITE -
A C T I V A T E N E X T
EAPPR PHASE PHASE > - F
As soon as the approach phase is activated, the
managed speed will depend on:

SPEED ALT NAV API

1FD 2
MD A 635 A / THR

035
Which autopilot is engaged.
m ' C
3D 20
T
k
10 10
30'oo
2D

The vertical mode previously flown.

1013
325 QNH
Which FMGC is the master.

n The aircraft configuration.

At 400 feet RA the LAND mode engages.
How can this mode be disengaged:

M
SPEED LAND CAT 3 AP 1+ 2
DUAL 1FD 2
DH 250 A / THR

By pulling the heading selector knob. 2500

2D 2G
lbU s 010
ID 10
4=^0 7 -
^
"
By pulling the V/S - FPA knob. -

120 T * 005H
10 10 ^

By pressing the approach mode

pushbutton.

y y

By setting TOGA to engage the go around

mode.
What is the meaning of the small magenta dot
displayed by the altitude scale?

A
THR IDLE DES NAV API
ALT 1FD 2
MDA 7 G0 A / THR
It warns the pilot about a possible wrong
altitude setting on the FCU.
300
A 10
T
10 |f 366
280
It highlights any vertical deviation of the 4U
aircraft from the computed descent 260
profile. 1C -- 1 0
360
240 20 20

It warns the pilot that the speed must be

FL 110
reduced to regain the computed descent
profile.

y y

It indicates that the expedite mode must

be engaged.
You
Yo wantt to
t speak
eak to
to the
th mechanic.
h ni . He
H is
i
somewhere around the aircraft but you cancant see
him.
him How
How do
do you
you get
get his
his attention?
attention? /

I open the side window and try to

:f
get his attention. CAULS
EWER
MECM P i D l
::

J yj

I use the MECH pb sw on the CALLS

panel. ASH

! E' E, GSO
*+ !03.300
Hr I -
V TJ iT r
l '
i
,4
'
ETEY MW
J!
k-

i
r. I use VHF 3 to call him.

n I select the MECH transmission------ key

on the ACP.
-
' =5 = :
Si=S WO
*3 =?1TOH2
tTUIBE

MKr?
ILuL

13

S--
During Preflight, check of the CVR operation is
performed as follow.

The system being operative as soon as RCDR

aircraft Elec Power network is powered, C -iNn CTI CVRERASE CVR TEST
A
on the RCDR Control panel, press the * * U
CVR TEST pb, you get an audio signal for I ON | T
correct operation.

On the RCDR control panel, press the

r *i GND CTL pb to switch the CVR ON, then J. 'i
G BRK
LJ press the CVR TEST pb. PULL & TURfJ
OFf

The CVR TEST can only be performed

c

-
X IIHI
i
PARK BRK
r after one engine is started then B
answer is applied.

n Be sure the PARKING BRK is ON then

repeat B answer.
After landing, to erase the CVR...

RCDR
The aircraft must be on the ground with A GND CTL CVR ERASE CVR TEST
the parking brake set.
J

'//, ;
Ml
The aircraft must be on the ground with
LJ at least one engine running.

i r. The aircraft must be off the ground.

n The engines must be shut down for at

least 5 minutes.
On the RMP control panel, what does the white SEL
light mean?

RMP 1 * a

0
3.3
n
nn
uu
*
1 nn
uu

It is an indication for a SELCAL. D VHH?

Si
S1:

It is an indication that the VHF used on

RMP 2 is not the standard one.

.
RMP 2 ST6 Y CRS

nn
303 uu
It indicates that RMP1 is configured to a
tune VFH2. YHH!

Q
j

n It indicates that RMP2 is configured to

tune VHF2.
^
4 NAV AT
How do you extinguish the white SEL light?

RMP 1 * a

0
3.3
n
nn
uu
*
1 nn
uu

Pressing the SEL pb on RMP 1. D VHH?

Si
S1:

Pressing the VHF 1 and SEL pb on RMP 1.

.
RMP 2 ST6 Y CRS

nn
303 uu
Pressing the SEL pb on RMP 2. a
YHH!

Q
j

n Pressing the VHF 2 on RMP 2. ^

4 NAV AT
On the VHF system, in case of RMP 1 failure, VHF 1
is lost.

ACTIVE STGYfCRS
& a o 0
True. yj
a
C3 a
* *
a
VHM

r *i False. m
LJ
With the AUDIO SWITCHING knob in the CAPT 3
position, the captain substitutes ACP 3 for ACP 1.

AUDIO SWITCHING
True.
NOKM
CART HO
3 3
False.

0
>o
On
O the
th communication
i tion control
ontr l panel,l, the
th amber
mb
CALL light indicates that somebody is trying to
reach
reach you
you via
via VHF
VHF 3.
3.

Ijl
/ CALL X CALL X CALL X CALL CALL J MECHJ ATT
True. VHF1 VHF2 VHF3 HFl
^
HF2
^
INT CA &

- - - -

r *i
INT
mi
PAD
VOR:
ON
VOICE
J
RESET
- paQ
False. VOEI MKK IL$ MLS ADFI ADFZ
LJ
sTiItlt
You are in an ELECTRICAL EMERGENCY
CONFIGURATION,
CONFIGURATION, shortly
hortl after
ft r the
th fault
f ult occurred,
d,
you notice the red FAULT light on the RAT & EMER
GEN
GEN pushbutton.
pushbutton.
How do you interpret this indication ? EMER ELEC PWR
EMER GEN TEST MAN
A
GEN 1 LINE
RAT
&
EMER GEN
.
|
^
ll A
u
|
J T

The EMER GEN is not supplying the

system.

o G
0
H EaUl o
The fault light on the RAT & EMER GEN
pb will extinguish by depressing it.

m?
" MIITI ..IIITI
m s
G

The FAULT light is always on when you

are in ELEC EMER CONFIG.

MIN RAT SPEED 140KT

-GEN 1+2 OFF THEN ON
FUNSUCCESSFUL : AUTO FLT
BUS TIE OFF CAB PRESS
-
GEN 1+2 OFF THEN ON
ENG MODE SEL IGN
You are in an ELECTRICAL EMERGENCY
CONFIGURATION,
CONFIGURATION, on ELEC ELEC panell you haveh
depressed the GEN 1 and GEN 2 pb for reset.
The
The reset
reset was
was unsuccessful.
unsuccessful.
Why must you push the BUS TIE pb sw to OFF ?
EMER ELEC PWR
EMER GEN TEST RAT MAN ON

*_ GEN 1 LINE EMER GEN ;

SMOKE FAULT

To separate both sides of the electrical

system.
-
tf' i
o i.o 0

@1
To connect both generators directly to the
AC ESS BUS. 0 l :;
r: -

To connect both sides of the electrical

system.
IEMER CONFIG I LAND ASAP
MlNRAT SPEED 140KT NAV
- UNSLS ESSFL. FAST L
-BUS TIE OFF AUTQFLT
- GEN 1 +2 OFF THEN ON *CABPRESS
n To switch both generators to the opposite
side AC BUS.
-ENG MODE SEL
-VHF1HF1/ATC1
ION
USE
H ri

"FUEL r
In an ELECTRICAL EMERGENCY CONFIGURATION,GURATION,
after performing the initial ECAM procedure, you
have separated both sides of the electrical system.
Why do you have to try another generator reset ?
EMER ELEC PWR
EMER GEN TEST RAT MAN ON &
I GEN 1 LINE
& !
EMER GEN '

m
I II

If there was a short circuit, you might

recover one generator now.
L-
,'
Q

Because the generators had time to cool <ri> B 0

n '
I
down and now a reset might be ifl
successful.

You should always try two resets if you

IN RAT SPEED 140k 7 WAV
have a generator failure. .IF UNSUCCESSFUL F /CTL
GEN 1 + 2 OFF THEN ON AUTO FLT
-ENG MODE 5EL GN CAB PRESS
- VHF1 JHF1FATCl USE
APPR NAVA . JN RMP 1
The purpose of the Integrated Drive Generator (IDG)
pb sw is to:

Disconnect the corresponding generator

from its drive shaft.
SB
r. HHBUXin

I - -' 1 ' L 1
Reconnect the generator to its drive * *

mechanism.

Cut the corresponding generator supply

to AC bus 1 or 2.

n Cut the corresponding generator supply

to the ESS AC bus.
 The engine driven generators are running.

At the engine RPM trough their gearbox

A
i

k connection.
i

L .
i

c- Ji At constant speed by a drive mechanism

rj between the generator and ENG gearbox.

i r. At a intermediate speed controlled by an

electronic computer.
GEN 1 GEN 2

No necessity to control the generator

'A.
n speed because the AC network operates
under variable frequency.
IDG 1 IDG 2
The
Th Electrical
El tri l System
S t includes
in l d two
two buses:
b AC
AC ESS
ESS
BUS and DC ESS BUS.
In
In normal
normal configuration
configuration ::

& 9
AC ESS bus is fed by AC bus 1.
J A DC ESS bus is fed by DC bus 1.

-.
S I "iJ-LT
0 " 'L
I UI

1 ) AC ESS bus is fed by AC bus 2.
DC ESS bus is fed by DC bus 1.

k
r. To balance the Elec load GEN 1 is directly
supplying the AC ESS BUS. Hi
TR 1 TR 2
28 v
6A

0% AF' U GEN EXT PWR o%

0 V 115 v oV
0 HZ 400 HZ l | 0 HZ
IDG 1 *C 21 26 *C IDG 2

rn
TAT +15 *c GW
To balance the Elec load GEN 2 is directly SAT +15 *c 13 H 28
w
supplying the AC ESS bus.
25=
 L1 JU 1

The purpose of AC ESS FEED pb sw is to enable .

L ALY f l A f i,

the pilot to switchover the supply of AC ESS bus.

mi -

by] hI
From AC bus 2 to AC bus 1. BAT1 BAT 2
23 V 28 V
OA OA

TR 1 A TR 2
From AC bus 1 to AC bus 2. 28 V ESS TR EMER GEN 28 V
12 A V 10 A

From the APU generator. PU GEN

IDG 1 "C 110 115 nC IDG 2

TAT +15 DC GW

D From ESS DC bus. I SAT +15 "C 13 H 28

Please indicate the position of the ELEC panel.

r
r?
'
ryr >
- m
3
*ii
n ' n
57 M
ii*
T
WmmZ

,
' 1 .
A
1

f V
R > II
f

* *
pit j ar, ^ jk
*
-

uw- - - -
I * l .I - . - - *
/

,-

V 'J
car.l *
'
:+
J

*l

1
r
*
fj
/ mm n -.
.
 X
i

PWR panel.
Please indicate the position of the EMERG ELEC
{'

W T -
**

a
I!3<l
;
1 VI
i.

1 ; II ' -
P 'l

igimtfj
H
01
*
mr
US '

Ik

S
' J:1111 mu
1 ;

ir lira
t!

* mm
--
*
!
m I l

ii

i')'.h *'
>
: '
I

I 1 1

' if

if:
I
i 2i *
The emergency electrical generator used as a back
up is
i hydraulically
h dr uli ll driven
di by
b theth RAT
RAT which
hich
automatically extends when both AC BUS 1 and AC
BUS
BUS 22 are
are lost
lost and
and the
the aircraft
aircraft speed
speed is
is above
above
100kts.

fT

True.

.
.

l- J
rj False.
pr
From ECAM ELEC page, the APU GEN box
information indicates that:

1 -
:i' T : Fi'
DC BUS

~r ~-
^.i.Llll

The APU GEN does not have priority over

' 1.0 T~ ill
"FJL I
|
- LL'
..T
I {
the external power.
L t
-=-= e.c L h n' H

Q
ce 1 CL

''ml

B 0
| i
CT| II

The APU GEN pb SW on overhead panel
is off.
J
V
A

TR 1 TR 2

r.
JU iJ '
1

i fi A
The APU is not fully available yet.

Ml .1- : L"J J
'

- H -
I nn

n There is defect on the APU GEN out put.

 0) CJ
T
r.r FJ .

Looking at the ECAM ELEC Page, to connect APU

GEN:

T
:
* u
o
r
^ iit 0 fra-
H o

Push APU GEN pb sw located overhead

panel.
BAT 1 2
28 v V
0 A

Wait until 1st Engine is Started. TR 1 TR 2

28 v 28 v
6A 6A

GEN 1
8% APUGEN E>d PWR
"

Deselect EXT PWR.

8 V 8 % 115 V
8 HZ 116 V 400 HZ
IDG 1 X 21 408 HZ 26 X IDG 2

TAT +15 x GW
SAT +15 x 13 H 28
n SWITCH OFF BAT 1+2. w
 0) CJ
T
r.r FJ .

What does the APU GEN % indication mean ?

T
:s u
o
r
^ iit 0
H o
APU GEN shares 36% of the elec network
load, the remaining 64% being taken by
the external power. BAT 1 2
28 v V
0 A

APU GEN is supplying the network at 36% TR 1 TR 2

of its maximum load. 28 V 28 V
6 A 6A

GEN 1
The external power is supplying the 8% APUGEN E>!T PWR
network. 8 V 36 % 115 V
8 HZ 116 V 400 HZ
IDG 1 X 21 408 HZ 26 X IDG 2

TAT +15 x GW
SAT +15 x 13 H 28
w
During preliminary procedure to check the battery
voltage, the associated BATT pb sw should be:

B."*T -
E -.T j

J
< ..
II r JL T
:o * *
LH on
J A Switched ON. L 'J 'J UJi:

.'.' ' j L

Jtr 1 J -- -
i Lt H ICFMB t=
0
0
EDI
G
1 )
Switched OFF.

r. Any position, the voltage indication being

m
TR 1 ESS TR EMER GEN TR 2
k
V
all time available.

0 % APU GEN EXT PWR g%

ov 115 V
||
g v
0 HZ 400 HZ Q HZ
IDG 1 *021 26 *C IDG 2
TAT +15 *c GU
SAT +15 *c 13 H 28 w
The minimum battery voltage for normal operation
should be:

24V.

r *i 25,5V.
LJ

28V.
 The EXT PWR AVAIL illuminated green on the
overhead panel means that :
ii
-a kr - S
- q
tiea
11IT
The ground cart is supplying the aircraft
v
r
network.
JJ
:MdV
& ill: 0
ITiVJ I
<3 ujTi L I
The external power is plugged in and V
delivers bleed air.
nr
r
The connected ground cart voltage and
J
frequency are normal.
l

rbSi
On EXT PWR pb sw,
sw, the illuminated cyan light
means that:

I DC &.S 1 -
B. T
= -.T 2
_cJ -a- --
B. T

r .
j

y ES 3 F
s
n

The ground cart is supplying the aircraft Iu LES

in L i
i
A k electrical network.
-
t L:

r JU
0
&
"
T o

i-J External power is plugged in but not
/ r
supplying the network.

JL

r. External power is plugged in and delivers

bleed air only.
Sj r
Cj

i y
vrm Tjfcni
 0) CJ
T
r.r FJ .

After starting engine n

n2, is the present ECAM
ELEC page a correct configuration?
T
:s u

r
^ iit 0
H 0

No. ENG GEN n n2 should power all

aircraft network.
BAT 1 BAT 2
28 v DC BAT [ 28 v
0 A I 0^
ESS
No. The APU GEN should continue TR 1
A
TR 2
powering all aircraft network. ESS TR EMER GEN
28 V
V
28 V
6 A 6A

AC ESS
GEN 1 GEN 2
Yes. ENG GEN n
n2 is now powering its 8% APU GEN 26 %
own side. 8 V 26 % 116 V
8 HZ 116 V 401 HZ
IDG 1 X 21 400 HZ 115 X IDG 2

TAT +15 x GW
SAT +15 x 13 H 28
w
r 1
As you
y enter in the dark cockpit
pit you
y first check the
battery voltages.
What are the necessary checks before checking the
voltages?
si f
<A i J!

F
- *-
* H
T
g3g

You must check that the external power is

available and then switch it on.
>
m

-J
I You can read the battery voltages
LJ immediately. No actions are required.
;i y_ +
f

(T
J

i
r You have to switch each battery on by its
associated pb sw to check the voltage.
Q
. L lj? '' 0
H "I F'

t
LJI
H
CL 1
i 9
1 9
1 0 Q
In flight, following an AC BUS 1 FAULT, AC ESS
FEED pb sw must be depressed in order to: i

n
i

O H U i

i

I
Recover AC ESS FEED from AC BUS 2.

I-J Recover AC1 bus.

rj

El EC | AC ESS BUS FAULT I *AVNCS VENT

AC ESS FEED ALTN , *HYO
AC BUS 1 FAULT TUEL
-8L0WER OVRD T /CTL
Recover AC2 bus.
AC BUS 1 FAULT will definitively lead to the DC
and AC ESS buses loss:

B.- T B.- T

EEBI
j
DC BLS 1

6 ES5 , E
E1S * EES * "
J A Yes.

[ rJ
If
"

l
F: c T F

Q
r
t
U
71 '
Q II
. -_
^
No. Only AC ESS bus is recoverable.
m -
-
^J 'i

o *
*
* rrirji

k
r.
No. DC and AC ESS buses will be
recovered by pushing on the AC ESS
FEED pb sw.
sw.
EJ
AC BUS 1 FAULT

wm
Following an AC BUS 1 fault, pushing the AC ESS
FEED pb sw on ELEC overhead panel allows you:

k Li * AVNCS VENT
H Y U
' FUEL
To recover the AC ESS BUS power only.
'FiCTL

'

To recover the DC ESS BUS power only. BAT 1 BAT 2

28 v 28 v
0 A 8 A

TR 1 ESS TR EMER GEN

8v 28 V V
0A 6A
To recover AC and DC ESS buses.

GEN 1 GEN 2
8 % APU GEN 68 %
115 V 116 V
488 HZ 481 HZ
IDG 1 X 110 115 X IDG 2

n To recover AC BUS 1 power.

13 H 28
GW

w
Followingg the RAT extension due to ELEC EMER
CONF, the RAT and EMER GEN FAULT light is
illuminated.
What does it mean?

J A We had an ELEC EMER configuration, the

nTm O
V

n
RAT is extended. * U
- .

u
i
'r m
-
r
i

i- J The fault stays illuminated even after

rj emergency generator connection. EMER ELEC PWR
EMER GEN TEST RAT MAH ON

a
GEN L E EMER GEN

r
j The emergency generator is not
connected.
SMOKE
0 y_ -
IFAULTI A
II
T
0
In
I case of
of ELEC
ELEC EMER
EMER CONF,
CONF LAND
LAND ASAP
ASAP in
i redd is
i
displayed on the E/WD.
This
This message
message will
will stay:
stay:

As long as the Red warning ELEC EMER

CONF persists. '

o
y

Even after having reset one generator

successfully.

.ft aBill 3 it .
.

Even if BUS TIE pb sw is pushed. MIN RAT SPEED 140KT WAV

-GEN 1+2 OFF THEN ON FiCTL
.IF UNSUCCESSFUL : AUTO FLT
-BUS TIE OFF -CAB PRESS
-GEN 1+2 OFF THEN ON 1
HYD

n Even if APU is started.

-ENG MODE SEL
i
GN VUEL
V
In
In case of
of an ELEC
ELEC EMER EMER CONFIG
CONFIG situation,
itu tio how
h
can the two sides of the electrical system be
segregated
segregated e.g
e g to
to isolate
isolate aa short
short circuit
circuit ??

0 0
Push BUS TIE pb SW located on ELEC
system overhead panel.

^ S
p1
'
s
1CJ
Reset each AC generator.

MM RAT SPEED . 140KT - WAV

FUNSUCCESSFUL FJCTL
Manually lower RAT by pushing its pb SW -BUS TIE OFF AUTO FLT
GENT + 2 OFF THEN ON "CABPFES:
-ENG MODE SEL K3N I "HYD
-Vrf1/HF1 /ATC1 usel jFUEL
w

n Nothing has to be done because the

segregation is done automatically.
Being in an EMER ELEC configuration what is
happening when A/C speed drops below 140 kts?
kts?

mst a

o
-

AC generators are less powerful due to

1
A u

n
k RAT speed decrease. '

i
n ,

i J - Electrical network is automatically

rj transferred to the batteries.

i r. You have to stop AC generator by

pressing the MAN ON-
ON-AUTO
AUTO pb switch.

n You have to switch ON the both batteries.

In
I ELEC
ELEC EMER
EMER CONF,
CONF, you are inin single
i l display
di pl
mode on the ECAM.
Can
Can you
you manually
manually call
call an
an ECAM
ECAM system
system page
page ??

0 e
[ : c.:1

No. The upper ECAM screen is only used
c1 i .b V

I
for E/WD display.
.
F* Li 11


b= Jll --

Yes, by pressing and holding its

rj associated pb SW on the ECAM control
panel.
====
: s
+ +
* HI r -
Tfcf ' v

MN RAT SPEED 140KT NAV

F UNSUCCESSFUL : F :TL
*
a +
s +
-DU: IL

-ENCMooesa
-
G N 1* 2
OFF
CFF THEN ON
. IONI
AUTO FLT
CAB PRESS
HYD
* -VHF1 F1/ATC1
* - -USEI
> 'FUEL
In
I EMER
EMER ELEC
ELEC CONF,
CONF when
wh n the
th RAT
RAT stalls
t ll due
d tot
A/C speed decreasing, the static inverter will
become
become active
active in
in order
order to
to supply:
supply:

A k
The DC ESS.

r- JI
The complete DC network. '
Ii '
*
it

LJ I
i
i '
i

$
, *
i

ii

r
i . The AC ESS.

n The AC and DC ESS.

 In
I case of
of avionics
i i bay
b smoke,
ke GEN
GEN 11 LINE
LINE pbb is
i
selected OFF.
What
What will
will happen?
happen?

EMER ELEC PWR

EMER GEN TEST RAT MAN ON
0
A
i

k
All warnings will be reset.
GEN L NE
&
EMER GEN

c- Ji The smoke in the avionic bay will be

rj evacuated.

i r. GEN1 will be disconnected from the

network.

'A.
n Fire extinguisher bottle will be armed.
r 1
According to these indications, which statement is
true ?

si f
<A i J!

F T
g3g

Both battery voltages are above the

minimum of 20 V.
/
0

-J
I Both battery voltages are below the
LJ minimum of 25.5 V.
;i y _ +
f

/F
J

i
r I can only check the battery voltages on
the ECAM ELEC page.
0 ,p
L L? v 0
.
H "I F'

t
LJI
n I can only check the battery voltages, with
batteries on.
H
CL 1

1 9
i
1 0 9
Q
You want to recharge the batteries.
How do you proceed?

*. 1
b ..
b-
: i
External power is available. I only have to 0
i
A switch the batteries to on and they will be .ihi rr

k
charged. :n ua
Q
'
0 OS 1 h
I have to switch the external power and
i- J the batteries to on and the batteries will
be charged.

r I have to switch the external power to ON

and the batteries will be charged.

I have to call a mechanic because the

n batteries can only be charged by
maintenance.
What is the meaning of the green AVAIL light ?

*. 1
b ..
b-
: i
The external power is plugged in and the 0
i
A voltage and frequency parameters are .ihi rr

k
normal. :n ua
Q
'
0 OS 1 h
i- J The external power is plugged in.

r The external power panel door has been

opened.

n The AVAIL light always illuminates on

ground.
After havingg switched the external power
p to ON,,
you get the following indications. How do you
interpret the amber generator parameters and the
generator fault lights ?

V a

You have to switch the generators to ON.

H

1

A failure has been detected. The

r~ )
generators will not be able to supply the
electrical system after engine start
Ml
m 24

There is an internal self test in progress. 1 Ess TR EMER GEN

i
r. The fault lights and the amber indications
should disappear after 30 seconds.
I
APU GEN EXT PWR
115 V
400 HZ
IDG 1 ' M2 1
C IDG 2

TAT +15 *c GW
SAT +15 *c 13 H 28 w

n On ground these indications are normal

when the engines are not running.
Both batteries are now beingg charged
rg byy the
external power unit.
Approximately how long does the charging process
take ?

.
IT UL J t

| " |I
:

F .-' UL

10 minutes
& 0
0

r~ )
One hour
l

il

1 7j

i
r. 20 minutes
0% APU GEN EXT PWR o%
0 V 115 V 0 v
0 HZ 400 HZ 11 Q HZ
IDG 1 *C 21 26 *C IDG 2

TAT +15 c * GW
SAT +15 *c 13 H 28

n Several hours
After
Aft 2020 minutes
minut you check h ck the
th ECAM
ECAM ELEC
ELEC page
p
again.
Which
Which statement
statement is
is true
true ??

.
IT UL J t

| " |I
:

F .-' UL

Both battery voltages are still below the

minimum voltage.
& 0
0

r~ ) To check the battery voltages I have to

switch them OFF first. l

il

1 7j

i
r. To check the battery voltages I have to
disconnect external power first.
0% APU GEN EXT PWR o%
0 V 115 V 0 v
0 HZ 400 HZ 11 Q HZ
IDG 1 *C 21 26 *C IDG 2

TAT +15 c * GW
SAT +15 *c 13 H 28

n Both battery voltages are now above the

minimum voltage.
You have started the APU.
Observe ECAM ELEC page !
Why is the electrical system still supplied by
external power only ?
.
Q g i.5 v I .
JJL I
-
T |
External power was connected first.

F -. I T ' -1
G
r *i External power has priority over the APU
LJ generator.

ELEC BAT 1 BAT 2

28 v 28 v
0 A 0 A
DC 1

r The APU generator is still switched off.

TR 1
28 v
6A
[ '
P EMER GEN TR 2
28 v
6A

GEN 1 i
1
GEN 2
0% APU GEN EXT PWR g%
0 v 0 % 115 V oy
DHZ 116 V 400 HZ o HZ
400 HZ

n The external power voltage is more stable.

IDG 1 *C 21

TAT
SAT
+15
+15 *c
*C
18 H 28
GW
26 *C IDG 2
The APU
APU generator
g is supplying
upp y g the electrical
system.
By the way, do you know the order of priority for
the different generators ?

F: -,T Fi- T
luv I
Q
engines, external power, APU. f -i.1. i =.1=:1!
i
[ \
IYi"-iL I
"* L E I J!

F -. I T "1 T T =/ l
|
T
-
I I ji

0
-J
l
APU, engines, external power.
rj

BAT 1
28 V pm I 28 V
0 A 1 n A

DC ESc

r
i
external power, engines, APU.
TR 1
28 v
ESSTR
^ Er
EMER GEN
V
1
ywia

N
0 APU GEN I I EXT PWR
0 115 V
0 400 HZ

n APU, external power, engines.

IDG 1 X 21

TAT
SAT
+15 *C
+15 *c
26 X IDG 2
On
On the
th ELEC
ELEC Panel,
P l, you have
h lifted
lift d the
th IDG
IDG red
ed
guard.
How
How do
do you
you disconnect
disconnect the
the IDG
IDG now
now ?? ^1 T
- ||

I r
.:
Fr
r
I push the disconnect button and release
r> UL- |
I
- TI
. J.
-
EJ 0 0
-3

it immediately in order to prevent the

disconnect mechanism from being
damaged.

Ofr

I push the disconnect button until the

l- J GEN FAULT light comes on and then for
rj at least 3 more seconds in order to ensure
the disconnection.
B T* BAT 2
ELEC
LLLU
*28 v 28 v
0 A 0A

r
i I push the disconnect button for at least
10 seconds to ensure the disconnection.
TR 1
28
6
V
A
ESS TR
A
EMER GEN
V
TR 2
28 V
6A

GEN 1 GEN 2
60 % AF' U GEN 40 %
115 V 116 V
I push the disconnect button until the 400 HZ 401 HZ

n GEN FAULT light comes on but not more

than 3 seconds otherwise the disconnect
mechanism may be damaged. L
IDG 1 *C 110

TAT
SAT
-35 *c
-52 *c 13 H 28
GW
20 rc IDG 2
Is the ELEC ECAM system page in accordance with
the both engines running electrical configuration ?
0
T
.-T L ..: I
1
*' i L
rip_
.
I- LJJ l .'.
.
. ^ - i
I -;: <\\$ j
0

tVj I-

>
: i

o m m 0

Yes. .
h

ELEC BAT 1 BAT 2

28 v DC BAT 28 v
0 A \ 0 A
DC ESS
No. The APU should continue powering TR 1
A
TR 2
the aircraft until crew switch it off. ESS TR EMER GEN
28 v V
28 v
6A 6A

AC ESS
GEN 1 GEN 2
26 % APU GEN 26 %
No. GEN1 should supply AC1 and AC2.
115 V 0 % 116 V
408 HZ 116 V 401 HZ
IDG 1 *cno 400 HZ 115 *C IDG 2

TAT +15 *c GW

n No. GEN2 should supply AC1 and AC2.

SAT +15 *c 13 H 28
w
o 0

H k

=1 > I fN
rsi
o CO CD ff ; CD CD CD O
Q
DC CN o
<
S 9
0
OJ UO
- (N

^-
h r LD 3
L 2 :S'
GQ LU
o
01
LU
W
> m 23
m &>y
E0 LU H

-
w co cm co
B - LJ < O
13
H < D m o

i *

3
I
GQ
OO Q |
01
"
J' I
ij' i
LU
"

r -j
(j
LD
I

c
*
15
+
O > < # > Nr
LJ
LJ
CO
CL r- j
H
CQ O
< SDOCDQ
e?
< SAT
IS * I
liLJ
o aa
The crew should shut down one engine at

The crew should select EXT POWER ON.

At the gate, with both engines shut down, is this

a time to reach this configuration.

ECAM ELEC page configuration correct ?

Yes.

No.

i i
i i] u
You are at the gate,
g , APU
APU GEN
GEN is
i supplying
pp y g the

na

o
i
jJ
network, the EXT POWER is plugged in.

0
nj
CD
-I 1J
What will happen when EXT POWER is selected
ON?

E
05

fsH
e
The APU GEN will be disconnected and
will stop.

CD

> <w
o oo >I

M
NJ

> <

ii - i
The EXT POWER will supply the A/C

>
roco ^
ro g

r-o g
-

-
h

m
TO
m
network.

> <

> <
0
i

*
o z
ci

m
5{? hO
The APU and ground power will both

^
^

OUnl
supply the A/C network .

^
N <

<
^
NJ

f J
*

-
_

The transfer between APU supply and
i

UJ
ground power will take place only after
depressing the APU/GEN pb sw to stop
the APU supply.
 9 ? IA *
GEN 1 is now inoperative
p due to the ECAM
procedure application following an IDG OIL LO PR
caution.
Is the associated AC BUS still available? 9 9
U 9 H
C .

ELEC loc 1 OIL 10 PR

Yes. AC ESS is supplying the AC 1.

Yes. GEN 2 has taken over. i BAT 2

28 v
0 A

A
ESS TR EMER GEN TR 2
V
28 v
No. GEN 2 will be disconnected from AC
BUS 2 within 10 minutes.
-
GEN 1 GEN 2
0 % GALLEY APU GEN 60 %
0 V SHED 116 V
XX HZ | 401 HZ
IDG 1 Y 110 115 *C IDG 2

n No. APU must be started to recover AC

BUS 1.
DISC

3 H 28
w,
 9
When
Wh executinguting ECAM
ECAM action
tion following
f ll i an IDG
IDG OIL
OIL
LO PR, the crew will have to hold IDG pb sw
pressed
pressed for:
for: 9 9
M 9 H
C .

ELEC IDG 1 OIL LO PF

-D01 OFF
Minimum 3 seconds.

Maximum 3 seconds. 1 1

Until fault amber light goes out.

GEN 1 GEN 2
60 % APU OEN 40 %
115 V 116 V
400 HZ 401 HZ
IDG 1 "Cl 10 115 *C IDO 2

n No time limit.
LO PR

3 H 28
m
 -
o Q ? I.G *
Pi' "

0
fp

In case of GEN 2 OVERLOAD ECAM caution, how

do you off load the generator?
0 0
DE mm3 0 H
If

ELEC GEW 2 OVERLOAD

-GALLEY OFF
By starting the APU to connect a third
generator to share the load.

L
By switching OFF the galley. BAT 1 BAT 2
28 v 28 v
0 A 0 A

A
TR 1 ESS TR EMER GEN TR 2
28 v V
28 v
By transferring load on GEN1 in order to 6A 6A
keep the galley operating.
GEN 1 GEN 2
26 % APU GEN 108 %
115 V 116 V
400 HZ 401 HZ
-
IDG 1 Clin 115 -
C IDG 2

w,
13 H 28
Following a GEN 2 OVERLOAD and the shedding of
the galley is the ELEC page correct?

ELEC GEN 2 OVERLOAD

Yes. w
iJ

BAT1 BAT 2
28 V 28 V
OA OA

No. The GEN overload should stay amber.

TR 2
ESS TR EMER GEN 28 V
V Itill A

No. The GALLEY SHED message should GEN 1 GEN 2

be removed. 51 %
GALLEY APU GEN
43 %
116 V 116 V
SHED
400 HZ 400 HI
IDG 1 "C 10 15 "C IDG 2

"C GW D0D0DD
"C 13 H 28
r
j
 1

Which of those area, has NO fire extinguishing

system installed?

4
m Cabin.
mm mm
mm --
:

f
t "

SI mm k, *

9 C
Avionic bay.
D Engine / APU.

-j
i
Cargo compartments.
LJ
-\
-
 1

Please identify which of those area has a FIRE and

OVERHEAT DETECTION system installed.

4
m Cabin.
mm mm
mm --
:

f
t "

SI mm k, *

9 C
Avionic bay.
D Engine / APU.

-j
i
Cargo compartments.
LJ
-\
-
ItIt is
i the
th first
fir t flight
fli ht of
of the
th day.
d
Before performing the APU fire test, you have to
check
check that...
that...

The APU FIRE pb is in and guarded and

k

i
A AC power is supplied.
b

I i- J The APU FIRE pb is in and guarded and

rj the APU is running.

The APU FIRE pb is in with the guard in

k
r. the UP position and the AGENT light is
extinguished.

ENG 2
I vi r

The APU FIRE pb is in and guarded rrn

rn and the AGENT light is extinguished.
i

SOLIE
mm

Q a 9 V 0
25
The aircraft is not yet supplied with AC power.
Can you perform the APU FIRE test?

Yes.

n
-

r *i No.
*
LJ
 ENG 2
EEHF
In
I this
thi case,, during
duri the
th preliminary
limin cockpit
ck it IlLTiUM |
|

preparation the APU FIRE test will trigger the

following
following indications:
indications: *

II .
AG rr ?i rcCu

WLV iCA&
djy i EH iUO , .
fK U ' : L

On the FIRE Control Panel, the APU FIRE EJJ! TIE

light, the SQUIB and DISCH lights will M U GEH

illuminate. Additionally, APU FIRE

warning will
::S
be triggered on ECAM. -
On the FIRE Control Panel, the APU FIRE
red light and SQUIB light will illuminate. WARN

) But the APU FIRE warning will not be

triggered on ECAM. I *

CAJUT
:

J No test is possible until AC power is

connected on the Electrical network.
PARK BRK

V
The APU FIRE test is successful.

APU
U

J A True.
H _rxm E
H
L:

irl o
Q
i

JIJ:|

False. :::::
|VSP.
N
Does the APU fire test on battery trigger the CRC
and MASTER WARN?

ENG 1 0
g WUIJ
1 ~ ~-H 1 -H
"

Yes. :
-
. n-
:
@
3 IHIV 0

4
r~ )
No.

nP ^
With the following indication on ECAM, what is the FDU
FIRE DETECTION status?
. .

m
One fire detection loop has failed.
Fire detection for bothmengines is still
available.

Both fire detection loops of engine 1 have ENGINE

failed. Fire detection for engine 1 is -
II] Ti T CLCLD "
v TF "41:

-:rf -u_
'

inoperative. TF I r.' -
'

vl ^
r
I IV
-UJ '

AR
ui PEI
==
LC*> L V AJK U
_ LI =
One fire detection loop of engine 1 has =T ht. /

failed. Fire detection for engine 1 is still

:WT
LL
-
rc J rr
UJ U
_ O Pi ;u
' i

E6C3
available. Ki -ii :: L*V r 11

* * +
*
One fire detection loop of engine 1 has
n failed. Fire detection for engine 1 is
inoperative. s
ES H @ Q HQ
* * +
According to this ECAM E/WD page, the associated
procedure is

GO SMOKE

TEST AFT

An indication presenting the FWD CARGO ||DISCH

SMOKE condition only.

r *i To press the illuminated red FWD SMOKE

LJ DISCH pb.

SMOKE FWD CARGO SMOKE LAND ASAP

- AGENT DISCH

r To lift the red guard and press the DISCH

pb.

n This is an automatic fonction and you

have to press FWD SMOKE pb to confirm.
On the CARGO SMOKE control PANEL both DISCH
lights illuminated mean that:

.
j
I

SMOKE SMOKE
There is only one fire bottle which has D SCH si D SCH
i
A been discharged into both cargo
compartments.
k

The FWD and AFT fire bottles have both

i-
J
rj been discharged into their associated
compartment.

Now there is no longer any available

r. agent which can be discharged in either
the FWD or the AFT cargo compartment.

The FWD and AFT fire bottles have both

n been discharged into the FWD compart-
ment.
ment.
compart-
According to these indications, which flight control
law is active ?

i
A
k
Normal Law

i-J Alternate Law

r . Direct Law

n Mechanical Back Up
According to these indications, which flight control
law is active ?

i
A
k
Normal Law

i-J Alternate Law

i

r . Direct Law

n Mechanical Back Up
Observe the PFD.
Without any sidestick inputs...

Ik
i
A k
The aircraft
aircrafts attitude will stay constant. SPEED

A / THR

IS F F L1 0 0

280
N
i- J The pitch will stay constant, the
bank angle will slowly decrease. 260 A<\ 0
v-
0
I 065

6 3 JO
240 a

060
r. The bank angle will stay constant,
constant, the
pitch will slowly decrease.
220
.
i

v
5 6 7 8 9

n The aircraft
aircrafts attitude will slowly tend
towards wings level
level and pitch 0
0.
According to the following indications...

The High Angle Of Attack protection has

been triggered.

250

30 30
r *i The Alpha Floor protection has been 160 H
IF
LJ triggered.
n

120
A

^
20

in
za.
-5- i n
20
r
=- ^ 59 oo
*
j1- r a f e i "
-
065
i
r The Load Factor Limitation has been
triggered.
100

1013
QNH
s G

n There is no protection triggered yet.

Let
L ts assume, you have
Let h sett idle
idl power andd pulled
ll d
the sidestick back to maintain altitude. Observe the A Ik
PFD.
PFD. IfIf you
you release
release the
the sidestick
sidestick now...
now

260 l 3Z r
065
160
i
Ak
The aircraft will descend at 135 kts.
kts.
140
2D 2D

ID 3 D
60 DO
120
, .> n

l- J
rj The aircraft will descend at 150 kts.
kts.

r .
The aircraft will maintain altitude until
120 kts are reached .

n The aircraft will maintain altitude until a

stall occurs.
According to these indications...

x7

The High Angle Of Attack protection has

J A been triggered.
60
a

The Alpha Floor protection has been

E
triggered.

r
k
.
The Load Factor Limitation has been
triggered.

rn There is no triggered protection.

s--e-
According to these indications, if the sidestick is
held in the full back position...

The speed will fall below 120 kts.

kts.
i
A k The airplane might stall.

The speed will fall below 120 kts.

kts.
-J
l
To avoid a stall, climb power will be
automatically set.

The High Angle Of Attack protection will

override the sidestick input. The pitch will
be lowered to maintain 120 kts.
kts.

The speed will fall further.

n At 114 kts the pitch will be lowered to
maintain 114 kts.
kts.
Observe the PFD.
Which statement is true ?

The Alpha Floor protection has

automatically set CLB power. A
88= A. FLOOR

250 "
5
The Alpha Floor protection has tpif
automatically set TO/GA power. 160

140 10
.<.
m =

;
20

iii
$5555::
- 065-

,,,,

'

jl - --
rv
1::
80 oo
The Alpha Floor protection will override 120 Tl
'

sidestick inputs. The nose will be

lowered. 100
1 Q: 2- O
Qo 5

V
5 e
n A stall is detected.
To fly a coordinated turn...

X7

i
A k
No rudder inputs are required.

You have to center the sideslip indicator 6 7 8 9

with the rudder pedals.

Only small rudder inputs are required.

In Normal Law, is there a maximum pitch attitude ?

i
A k
Yes, indicated by the green dashes (A).
THR CL &

i- J Yes, indicated by the green dashes (B).

r. No.

n Yes, pitch is limited to 20

20 nose up.
In Normal Law, is there a maximum bank angle ?

L
i
A No. FD2
b
k
/ THR

j n
kI d
*
i-
- \
J Yes, indicated by the green dashes (b).
rj
.

r. Yes, indicated by the white dashes (a).

n Yes, bank is limited to 80

80.
How do you interpret the amber crosses on the
PFD ?

The autotrim is lost. You have to use

i
A k manual pitch trim. V

-
i J The ailerons are controlled directly by the
rj sidesticks.
sidesticks.

r. The bank angle limit protection is lost.

125
r?

n The bank angle protection is active.

 The CPT
CPTs sidestick is deflected fullyy left and the
FO
FOs sidestick is simultaneously deflected fully
right.
Which indications do you expect ?

A m D
Q 0 0 0 0 0 C HROrJQ

SIDE STICK PRlORlTr SIDE STICK PRlORlTr SIDE STICK PR OR IT T

mu a L
[M]

M
F7CTL

-_ -- J i l l
-
i
I I D on '
_
." L
LL -
[:

r
- H h A

ILLS
>!.![ "
r:
CL:V
V w y -
I
+' n 'C
'
?

=:a- 'K v
+ H Ld
J
 ^
*
If both pilots deflect their sidesticks fully back... k >
-
1
A'S

The pitch up
up order is twice as great as
A
i

k compared only one stick deflected.

c- Ji The pitch up
up order is 1.5 times greater
rj as compared to only one stick deflected.

No inputs are sent to the flight control

i r. computers unless one pilot presses the
take over pb on his stick.

'A.
n The pitch up
up order is equal to a single
stick fully deflected.
 A

If the FO presses the take over pb...

pb...
The CPT is unable to re-
re-activate his
sidestick.
sidestick.

A*
\

A*
<
\
\
.
'
The CPT
CPTs sidestick is still active. It will

i
\

h1

be de-
de-activated after 40 secs.
secs.

i
I

The CPT can re-

re-activate his sidestick by
k
Q

pressing the take over pb for more than

40 secs.
secs.
CPT
CPT FO
FO
I
s

The CPT can re-

re-activate his sidestick
c
S5

immediately by pressing his take over pb.

pb.
 Let
Lets assume the FO presses his take over pb and
releases it after more than 40 secs...
secs...

40 sec

The CPT
CPTs sidestick is de-
de-activated unless
i
A k he presses his take over pb.
pb.

c-J i The CPT is unable to re-re-activate his

rj sidestick for the rest of the flight.

I Both sidesticks are active.

CPT
CPT FO
FO

*
n The CPT
CPTs sidestick is active as long as
the FO
FOs sidestick is in neutral position
With either AP engaged, which statement is true ?
MACH HDG ALT , LVL /CH ,VJS
HDG V /S nnn
uuu

G> 0
^
PU bH
Vy
SPD
MACH
p A
TO
LEVEL
OFF
VP1 I /

Both sidesticks are locked in neutral LOCI

A
A/ THRj
J 9

position. The lock can not be overridden

Both sidesticks are de-

de-activated until
the AP is disengaged.

Both sidesticks are locked in neutral

k
r. position. By applying a certain force, the
lock can be overridden but the AP X
remains engaged.

Both sidesticks are locked in neutral

rn position. By applying a certain force, the
lock can be overridden and the AP is
disengaged.
What will happen next ?

The left SPLR 3 will be retracted, the right

SPLR 3 will be inhibited to prevent F / CTL
asymmetry.
3 - - - - 3 _
-
SPDBRK

AIL 3<1 4 AIL

ELAC ll SEC JJ -|
2
I- J The right SPLR 3 will be extended to
PITCH TRIM GY
rj prevent asymmetry. .... - 5.0 UP

Run
L R
ELEV ELEV

Left SPLR 3 remains extended, spoiler TAT -35 *C GW

operation is not possible anymore. SAT -52 Cl 13 H 28
After a turn, you have the following message. What
happened ?
FYCTL SPLR FAULT

The left SPRL 3 failed to extend.

F / CTL

' SPD BRK 1

=
I- J
AIL 4 AIL
rj The right SPRL 3 failed to extend. J
ELAC 1
21 SEC jy
2l

PITCH TRIM GY
- 5.0" UP ...
L
1
RUD J
R
ELEV ELEV

The left SPRL 3 failed to retract.

TAT -35 *C I GW
SAT -52 *CI 13 H 28

n The right SPRL 3 failed to retract.

What will happen just before the speed reaches VFE
Speed (red barber pole)? THR C L B CLB NAV API
ALT 1FD 2
A / THR
25 J 4000
12
J3
rN
2P
200 \P
. ^ GO
Auto flap retraction at 210 kts.
kts. :i

Auto flap and slat retraction at 210 kts.

kts.

High Speed protection will become active,

the autopilot will increase the pitch.
y 1 +F
SEAT BELTS
NO SMOKING

n High Speed protection will become active,

the autothrust will reduce thrust. n
The message WING TIP BRK ON appears on the
E/WD. What does it mean?

FLAP
A hydraulic device locks the flaps in their F/CTL FLAPS LOCKED
i
A k present position.
S F

-WING TIP BRK ON F LOCKED

MAX SPEED . . . . . . . .

To reduce structural stress, the slats

movement is being slowed down through
the wing tip brakes. /A I STS I r
'- A
its
i

To avoid asymmetry, the outer slats are

locked in their present position.

n Because of the locked flaps, the wing tip

brake also lock the slats.
Which control surfaces are used for the mechanical
backup?

A Ailerons and rudder.

i- J
THS and rudder.

i m Elevator and ailerons.

D THS and elevator.

How
How many
m actuators
tu tor are provided
id d to
t control
ont l the
th
ailerons and how many hydraulic sources supply
these
these actuators?
actuators?

2 hydraulic sources with 4 actuators

Si
1 hydraulic source with 2 actuators
gii

4 hydraulic sources with 4 actuators

TAT +15 *c GW
SAT +16 x 3 H 28
1

n 3 hydraulic sources with 4 actuators

What does the white cross indicate?

A
It is an indicator for the sidestick
deflections during the flight control CLB WAV 1FD 2
check.
132 5000
131 010
060
I 10
-
^
10
I
It is an indicator for the control surfaces
r *i 040
so
deflections during the flight control 5'-TO
LJ check.
L Hr J
G 000

It is an indication for the rudder pedals

r
i
deflections during the flight control
check. 3S o i \
1013
QNH
r
 In
I Normal
Norm l Law,
L ifif one sidestick
id ti k is
i rapidly
pidl pulled
ll d
fully back, can the airplane
airplanes maximum allowable
G
G load
load be
be exceeded
exceeded ??

Yes. Rapid sidestick deflection must

A
i

k never be made.

c- Ji Yes, until maximum pitch attitude is 4 7

rj reached.

A
>

0
i r. No. At maximum G load, the sidesticks
are de-
de-activated for 5 seconds.

No. The load factor limitation overrides

'A.
n sidestick commands to avoid excessive
G loads.
 A k

With the sidestick fully forward, what will be the 360

maximum airspeed indication?

10 10

340

320
=D -

Hiig
10 10 i
20 2 0
300 -h
150 .
LXOO

A
*
According to these indications, if you release the
sidestick now...

The bank angle will automatically return

i
A k to 33
33.

i- J The bank angle will not change.

r. The bank angle will return to wings level,

because the bank protection is active.

6 7 8 9

n The bank angle will return to 20

20.
In Normal Law, what is the maximum bank angle
you can reach with the sidestick fully deflected ?

i
Ak
33
33

M
--

:
:

i- J
rj There is no bank limitation.
0

r . 80 6 7 8 9

n 67
According to these indications, which flight control
law is active ?

i
A k
Normal Law.

i- J
rj Alternate Law.

*
r. Direct Law.

n Mechanical Back Up.

According to these indications, which flight control
law is active ?

i
Ak
Normal Law

i- J
rj Alternate Law

r . Direct Law

n Mechanical Back Up
Which ECAM FUEL page corresponds to this
E/WD?

B/iIj B33
m
v - IIIII " Mill

~
RF

fciij iJUU bUUL

D
 a UU i F :
'
_

rn ^ 7
1 IIII lr rn ^ 7

7 Hi I
= ^ nand
:-

.
a iJU i FJ * a i i' 1 r l *

33109801? : aoJ rn ^ 7
1 IIII lr lUBUli rn ^ 7

09 Z 091
H/sai J J

- zlilL .- nsy U 'z !:! L , niv

nr. -
-.
Hud
3 r fi ~ 1
= ^ nand
:-

E/WD?
Which ECAM FUEL page corresponds to this
 X FEED
APU ENG 2
OPEN
You
Yo are in
in cruise
rui andnd according
ordi tot those
tho EJ!
indications, a failure occurred in the fuel system.
Why
Why didn't
didn't you
you get
get aa master
master caution
caution or
or aa chime?
chime?
. PUMP 1
-
CTR TK
MQDESEL
CTR TKJ
PUMP 2
RTK PUMPS

FAULT $ FAULT
rw]
FAULT FAULT 0
[ OFF] 15 rwi roFTi

The fuel system is not connected to the FUEL RTK PUMP 1 LO PR

-RTK PUMP 1 .OFF
Flight Warning Computer.

J
w

Due to redundancy, loss of one pump is

only level 1 caution.
III
12000
i
0
Inner tank pump failures never trigger a
warning because the fuel can be used by
gravity feeding. inn m
Kitij 4300 1000 4800
-4
^c iiM-
* 8

TAT -24 *c GW 54040 KG

SAT -30 *c r
 K FEEQ
AiPU ENG a
OPEN
You
Yo are in
in cruise
rui andnd according
ordi tot those
tho r if : 1
indications, a failure occurred in the fuel system. 1 : R TK PUMPS

Why
Why didn't
didn't you
you get
get aa master
master caution
caution or
or aa chime?
chime?
u SiULT FAULT FAIJLI n 0 f '-
OFF ' JFF
0

The fuel system is not connected to the FUEL R TK PUMP 1 LO PR

-R TK PUMP 1 .OFF
Flight Warning Computer.

Due to redundancy, loss of one pump is

only level 1 caution. F . USED 1 FUEL LBS
F. USED 2
5500 FOB 5700
APU TQQnf

CD
Inner tank pump failures never trigger a CTR RIGHT
LEFT
warning because the fuel can be used by
gravity feeding. I N
1550 12000 2800 12000 1550
-8 X -4 -4 X -8

TAT -10 x GW 1 Z:! 3 IJII LBS

SAT - 20 x I 13 H 28
w
 In case of R TK PUMP 1 + 2 LO PR, can you still use
fuel out of the right inner tank?

S ?i r

OPEN
Yes, the fuel of this tank is available by mn
gravity feeding.

FAULT FAULT FAULT F A U L TI IF A U L T

0 ri
[M2 MAN MB

A. I- J
rj No, the fuel of this tank is lost.
FUSED 1 FUEL KG
F . USED 2
3000 FOB 3000
APU 1
12000

0
Yes, the fuel flows via transfer valves to CTR RIGHT
the outer tank.

700
mm
4800 i l l 4800 ii

_ 4 *c -8

n Yes, the fuel flows via spill valves to the

center tank.
TAT -24 *c
SAT -30 *c
GW
^4040 K G
In case of R TK PUMP 1 + 2 LO PR, can you still use
fuel out of the right inner tank?

^ [ ^1
OPEN
Yes, the fuel of this tank is available by ram
gravity feeding.
mi
f
J
MB

I- J
rj No, the fuel of this tank is lost.
FUSED 1 FUEL LBS
F. USED 2
5500 FOB 5700
A\ APU I 29900
O

Yes, the fuel flows via transfer valves to
LEFT CTR RIGHT
the outer tank.

IT1550
P Im mI12000 2800 12000 155 o 1
-8 *C -4 -4 X -8

n Yes, the fuel flows via spill valves to the

center tank. TAT -10 *c
SAT - 20 *c I 13 H 28
GW 123300 LBS
According to this SD FUEL page indications, only
the Center Tank Pumps are feeding the engines.

A k

F . USED 1 FUEL KG
F . USED 2
1500 FOB 1500
AFU I 14800
True.

LEFT CTR RIGHT

False. I
ml39 5200 3000 5200 |BI

TAT -14 *c GW 57040 KG

SAT -20 *c 13 H 28
v
According to this SD FUEL page indications, only
the Center Tank Pumps are feeding the engines.

True.

40860

False.

3760 2000
4 *c + 14 + 14 x +14

H 28
According to this FUEL SD page indications, which
pumps are feeding the engines?

The Center Tank Pumps alone.

3000

The Center Tank Pumps and the-imi

inner
O
CTR
-- - -

tank pumps. ism

--

MIBI 5300 000 5300

-O x -4 -4 4
c -8
The inner Tank Pumps alone.

TAT -24 c GW 55040 KG

SAT -30 c 13 H 28
1
According to this FUEL SD page indications, which
pumps are feeding the engines?

The Center Tank Pumps alone.

40860

The Center Tank Pumps and the inner CTR

tank pumps.
QB
12000 13760 12000
+ 14 c + 14 + 14 *c +14
The inner Tank Pumps alone.

13 H 28
Why has the fuel been transferred from the outer to
the inner tanks?
F. F t:H
1000 10UC
FOB : 2900 KO

The temperature in the outer tank was too

low.
.
OUIm IK FUB XFRD

The center tank quantity is 0.

F USED 1 FUEL KG

7550 FOB 7550

APU 2900 I
o
I
( )
The temperature in the inner tank was too CTR RIGHT
LEFT
low.
ddii pi p ddii
1450
-2 *c -2

n The quantity in the

approaching low level.
inner tanks is
JS
Why has the fuel been transferred from the outer to F.F LBS/H
2950 2340
the inner tanks?
A
F06 8520 uss

.iI
The temperature in the outer tank was too
low.

The center tank quantity is 0. A

FUSED 1 FUEL LBS

F. USED 2
16280 FOB 16300
APU 8520
cb
0
The temperature in the inner tank was too LEFT CTR RIGHT
low.
m BB m
4 26U
-2 *c -2

n The quantity in the

approaching low level.
inner tanks is
.
On the ECAM E/WD page the message REFUELG
appears in the MEMO. What does it mean?

1 F.r IHifH
The aircraft systems are ready to start XX
. XX
refueling. FOB: 18000 K6

The refueling control panel door is not

closed. REFUELC

Refueling is completed, the required

amount of fuel has been pumped into the 1
tanks.

n A reminder that you still have to refuel.

=
25
On the ECAM E/WD page the message REFUELG
appears in the MEMO. What does it mean?

i F.F LBS/H
The aircraft systems are ready to start
A k refueling.
1
XX XX
1
FOB : 4 t 100 LES

rI- J The refueling control panel door is not

LJ closed.
REFUELG

Refueling is completed, the required

r. amount of fuel has been pumped into the
tanks.

J
n A reminder that you still have to refuel.
On this ECAM FUEL SD page what does an amber-
amber-
boxed FOB indication mean?

Not all the fuel on board is useable

anymore.

The fuel temperature exceeds a limit.

A fuel imbalance has been detected.

13 H 28

A disagreement between fuel measured

and fuel entered on the MCDU has been
detected.
On this ECAM FUEL SD page what does an amber-
amber-
boxed FOB indication mean?

Not all the fuel on board is useable

anymore.

The fuel temperature exceeds a limit.

-4
A fuel imbalance has been detected.

3 H 28

A disagreement between fuel measured

and fuel entered on the MCDU has been
detected.
On the ECAM FUEL SD page what does this
indication of a Center Tank Pump mean?

It is switched on with the Mode SEL pb in A L

MAN and CTR TK pump not supplying F . USED 1 FUEL

- ==
! sii t KG
F . USED 2
fuel. 2500 FOB 2500
AFU I 13000 I A

It is switched on with the Mode SEL pb in LEFT CTR RIGHT
AUTO and supplying fuel

iii| S3! /1000 5300

-4 -4 *c -8

It is switched on with the Mode SEL pb in

MAN and supplying fuel.
Si /
T -24 ->c GW 55040 KG
T -30 c 13 H 28

n It is switched on with the Mode SEL pb in

AUTO but not supplying fuel.
On the ECAM FUEL SD page what does this
indication of a Center Tank Pump mean?

It is switched on with the Mode SEL pb in

MAN and CTR TK pump not supplying
fuel.

It is switched on with the Mode SEL pb in

AUTO and supplying fuel

II
WS3BrnHS
It is switched on with the Mode SEL pb in
MAN and supplying fuel.

It is switched on with the Mode SEL pb in

AUTO but not supplying fuel.
This
Thi is
i your
our ECAM
ECAM FUEL
FUEL page afterft engine
ngi
shutdown. You notice the transfer valves are open.
What
What are
are your
your actions
actions to
to close
close them?
them?

You have to switch the inner tank pumps

off.

2900

You have to push the MODE SEL pb sw to CTR

manual.

B
1450
+ 14 *c + 14 + 14 *c +14
You have to open and then close the
crossfeed valve again.
4 *c
4 *c 13 H 28

There are no actions required. The valves

will close automatically during the next
refueling.
This
Thi is
i your
our ECAM
ECAM FUEL
FUEL page afterft engine
ngi
shutdown. You notice the transfer valves are open.
What
What are
are your
your actions
actions to
to close
close them?
them?

You have to switch the inner tank pumps

off. F . USED 1 EUiL LBS
-
18050 FOB 18070
A APU 4980 I A

You have to push the MODE SEL pb sw to

manual. CTR RIGHT
LEFT

RB
2480
You have to open and then close the
crossfeed valve again. + 14 *c + 14 + 14 *c +14

There are no actions required. The valves

will close automatically during the next
refueling.
13 H 28
GW

I
On the ECAM, the message OUTER TK FUEL XFRD
appears in the MEMO. What does it mean? F..F KG /H
1000 1000
FOB : 2900 m

Fuel is transferred from the inner tank to OUIBUKFUELXFRD

the outer tank.

Fuel is transferred from the outer tank to A

the inner tank. 1 FUEL KG

FUSED
7550 FOB 7550
APU 2900
T 0 ^
0
Fuel is transferred from the inner tank to LEFT CTR RIGHT
the center tank.
SP Em
450
-2 *c -2

n Fuel is transferred from the center tank to

the inner tank. Jo
On the ECAM, the message OUTER TK FUEL XFRD
appears in the MEMO. What does it mean?

Fuel is transferred from the inner tank to

the outer tank.

Fuel is transferred from the outer tank to

the inner tank. r FUEL LBS
FUSED 1 F . USED 2
16280 FOB 16300
I APU 8520

0
Fuel is transferred from the inner tank to LEFT CTR RIGHT
the center tank.
B

n Fuel is transferred from the center tank to

the inner tank. L
TAT - 2 X
SAT - 4 *c
GW I : 1920 LBS
What
Wh t is
i the
th reason the
th center
nt r tank
t k pumps switch
wit h
automatically off when the slats are extended for
take-
take -off?
take-off? V
. I

Vilin MWlfJll "' '

1 1

To keep the center of gravity as low as

possible.

r *i During take-
take-off, the center tank fuel is
LJ pumped to the rear to trim the aircraft. F . USED 1 FUEL
= -
L SSJ i KC F . USED 2
FOB 60
APU 17880

(I)
LEFT CTR RIGHT
To feed the 2 engines from 2 different
sources ( the inner tanks ). ED Ed n m LU
m
700 5300 5880 5300 700
+14 *c +14 +14 *c +14

TAT +14 *c GW 59820 KG

SAT +14 *c 13 H 28
What
Wh t is
i the
th reason the
th center
nt r tank
t k pumps switch
wit h
automatically off when the slats are extended for
take-
take -off?
take-off?

To keep the center of gravity as low as

possible.

*
1
\ .
r

r *i During take-
take-off, the center tank fuel is
LJ pumped to the rear to trim the aircraft.

F USED 1 FUEL LBS

F USED 2
120 FOB 120
"h
(
APU | 40860 | A\
To feed the 2 engines from 2 different
sources ( the inner tanks ). CTR RIGHT

Itaj 12000 12 7 blJ 12000

+14 x +14 + 14 *c +14

+14 *c
TAT GW 2 GI LBS

SAT +14 *c Jo
 What is the minimum fuel quantity for take-
take-off?

'
I

.
i
A k
1000 kg. ^ 7 ,
# :: r*Sf

=
5

1500 kg. ^=
5

Irrmnnir
*
-
I r. 2000 kg.

'A.
n -
:
2500 kg.
 What is the minimum fuel quantity for take-
take-off?

'
I

.
i
A k
2400 lbs. ^ 7 ,
# :: r*Sf

=
5

3300 lbs. ^=
5

Irrmnnir
*
-
I r. 4700 lbs.

'A.
n -
:
5300 lbs.
The normal pressure for the hydraulic system is
2000 psi

4 k
HYD
True. GREEN BLUE YELLO

3000
t PSI 3000
t PSI
t
3000

PTU
RAT [
> <]ELEC
False. ELEC

TAT +25 c -
SAT +25 <-c 13 H 28
GW

w
What is the normal pressure in the hydraulic
system?

r HYD
GREEN BLUE VELLO
500 psi
t t t
3000 PSI 3000 PSI 3000

PTU >
RAT
> < ELEC

1000 psi -
-- - - imi ELEU
ism
--

2000 psi TAT +25 X GW

SAT +25 x 3 H 28
L v

n 3000 psi

25=
According to this indication, the BLUE system is
powered by...

A
HYD
GREEN BLUE YELLO
The ELEC pump.
t
3000 PSI
t
3000 PSI
t
3000

PTU \>
RAT[> <]ELEC
The RAT. ELEC

LOAIR
PRESS

The PTU.
TAT -35 *C GW
SAT -52 c 13 H 28

n Both the GREEN and YELLOW systems.

systems.
We
W have
h completed
ompl t d the
th procedure
dur for
for HYD
HYD Y
Y RSVR
RSVR
LO AIR PR, what does the YELLOW indication in
o 0 m
m
- E.LZij

0
amber
amber mean?
mean? a r AII I

YELLOW is amber because ENG 2 is not HYP YRSVRLQ AIR PR

running. Y ENG 2 PUMP LO PR

Vs r
Vl- J
rj The ELEC pump has been switched off.

A A

III

Users connected to the YELLOW system

are no longer supplied with hydraulic
pressure.
o
You
Yo gett a YY RSVR
RSVR LOLO AIR
AIR PR
PR message.
m
The first step of the procedure asks you to switch
o a Q

the
the PTU
PTU off.
off Why?
Why? .
c Hn i I
. n
I '- IBiG
II orr 'ill
I - iLIT I
I I
a
HYP Y RSVR LO AIR PR
Because it is faulty. IF PRESS FLUCTUATES

YELLOW ENG 2 PUMP

l-J You want to unpressurize the BLUE

rj system.

III III II

<i a. =::i PTU :

RAT ELEC
You want to increase the air pressure by
isolating the YELLOW system. ELEC

LOAIR
PRESS

You want to avoid the pressurization of

n the yellow system by the PTU after you
switch the ENG 2 pump off.
TAT -35 *C
SAT -52 *c 13 H 28
GW
Which statement is true?

The GREEN system is supplied by the

BLUE system.

The YELLOW system is supplying

-imi
the
-- --

ism
BLUE and the GREEN system.
--

The BLUE and the YELLOW systems are

supplying the GREEN system.
TAT -35 "C GW
SAT -52 "C 13 H 28
J
r

n The YELLOW system is supplying the

GREEN system.
 As
A part rt of
of the
th cockpit
ckpit preparation,
pr tion you mustt check
h k
the hydraulic fluid level. What should the indication
look
look like?
like?

i k k
What is the meaning of the RAT indication, as
displayed on this HYD ECAM page?

r HYD
The RAT is faulty. GREEN BLUE YELLO

3000
t PSI
t
3000 PSI
t
3000

PTU >
RAT
Si <]ELEC
The RAT is deployed.
gii ELEC

The RAT is pressurizing the BLUE

system. TAT -35 :c GW
SAT -52 :c 13 H 2u
L J
 What is the correct PTU indication if it is delivering
power to the GREEN system?

YELLOW YELLOW YELLOW

III III

O O

TAT -35 C GW TAT -35 "C GW TAT -35 "C GW

SAT -52 "C 28 SAT -52 C 2t SAT -52 C 21:
On the ECAM BLEED SD page, what is the normal
indication in flight with WING ANTI-
ANTI-ICE on?

BLEED ,
You are in flight. According to these indications
indications.
ANTI ICE
J
f WING LNG 1 ENG 2

FAULT FAULT
|~Wl |~Wl

The right wing anti-

anti-ice valve failed to
open.

The left wing anti-

anti-ice valve failed to close.

o
Both wing anti-
anti-ice valves failed to open. PSI 55

"C GW

n Both wing anti-

anti-ice valves failed to close.
SAT -25 C 13 H 28

J
 FAULT FAULT FAULT
rnj I OH | I ON |

In flight the ECAM SD page displays the following

indications. What does it mean?

:i

PVTij im i:

The right wing anti-

anti-ice valve failed to
open.
WING A .ICE L VALVE OPEN
-WING ANTI-ICE AS RQRD
THRUST LIMIT PENALTY

I- J
rj The left wing anti-
anti-ice valve failed to close.

r
BLEED A

Both wing anti-

anti-ice valves failed to open.
>
3 O

n Both wing anti-

anti-ice valves failed to close.
Concerning the PROBE/WINDOW HEAT pb, which
one of the following statements is true?

When pushed on after take-

take-off, the
A windows are heated only when necessary.
HEAT
k

rI- J When in AUTO mode, the windows are

LJ only heated on ground.
ON
*
When pushed on, window heating will
r. perform a 30 seconds test on ground and
then switch off until take-
take-off.

n When pushed prior to engine start, the

windows are manually heated.
Which sources are used for ice and rain protection?

Electrical heating only.

r *i Hot air only.

LJ

Electrical heating and warm air from the

cabin.

n Electrical heating and hot air.

If one engine anti-
anti-ice system fails, the second one
takes over and provides anti-
anti-icing for both engines.

NT CE
0'
k
i
A k
True.
Cl

WNG ENG ENG 2

ON ON ON

i- J False.
When
Wh flying
fl i in
i icing
i i conditions,
diti what
h t will
ill be
b the
th
correct ECAM BLEED system page indication with
both
both WING
WING andand ENG
ENG anti-
anti-ice systems
anti-ice systems ON?
ON?

BLEED A \
r
BLEED Li

0 :

c '^ -
w . X

h' J
-
l f7
%

-
i C- H T C

u'
I-

LO
.- j-nr
r -A HE - ill 11) r^i .i
ds
*i J
A
nni
A1P

: D- ': -,r
..
vr
rsz
JU PEI I' L "l . l TT P'T W..
ISO : c 2C 0 I SC C 200
-
A 'U APJ
C

1
O
.T; -
r -i 2 1
o
_ ' L- . o 2

i- / 11 r " i 1- - ip K H= - -l
lF T=
TAT -X i ? V IICDDD
'
i H A :- AI Y: n H ?n

FAULT
ON
FAULT
I ON | I
FAULT
ON |
t
ELEED
A BLEED A

TC u :
1 I J J i:
C ' %
I ,/ ' 'X
Y
_cv -<
H
-
-
T. k' M f7
_ L- v .'.Tn
LO HI r

a.
/ r, . :
i L'? , , T rdl1
' "

.- -nr1 . TT

n
j
- H : C- 4 1 v 'JjV
V
.: - .10 -
7T;
/ T Z

*
00 r N! PrT >

.
PEI OL
ISO c ICO Iv 'J i: Jij 'J

1
o
,V'II
ri z
AP I
TT
i - J; .

Tl '1 .

.
Ii P "
-1-
i
w
- -

i
IP
iA
T= \ 11 ' 1
in 'X -p 1

MINI nnn
'
H -6 "
-f i :
* '
-
! I t .T l
 FAULT FAULT FAULT

In
I flight,
fli ht after
ft switching
wit hi wing i g Anti
Anti Icing
I i System
S t m ON,
ON m
the ECAM E/WD page displays WING A.ICE SYS
FAULT
FAULT
FAULT. . What
What does
does itit mean?
mean? k

89.2 N1
89.2 CL 93.3 %
%

O 10 I \ 10
640 I EGT \ I 640 I F0B :
X

N2
91.8 91.8
The right wing Anti Ice failed to open. %

FF .

ANTI ICE SEVERE ICE DETECTED

WING A .ICE SYS FAULT
-WING ANTI-ICE OFF
AVOID UNO CONDITIONS

I- J
rj Both wing Anti Ice failed to open.

BLEED A A A

C ^ 'H _T
RAM
C ONH
Both wing Anti Ice failed to closed. LO OS HI
AIR
LO
' ( )J
T
^HI
ANTI ANTI
ICE
- 0- [ > ICE
50 PSI PSI 60
150 c c 200
APU
1 /T\

n The left wing Anti Ice failed to OPEN.

TAT
IF 1

-5
(EH HF
X
1
HP r0
GW
IF'

SAT -25 XI 13 H 28
In case of Icing condition, the engine Anti-
Anti-Ice
system...

0 i

Operates only in flight and is fully

automatic in case of icing conditions.
FAULT FAULT FAULT

Operates automatically after engine start,

r *i the pilots can have manual control
LJ through the ENG1 and ENG2 anti-
anti-ice pb.
pb.

Cannot be used simultaneously with the

i

r wing anti-
anti-ice system due to engine
limitations.

n Is controlled manually by the pilot

through the ENG1 and ENG2 anti-
anti-ice pb.
pb.
 According to the ECAM Memo Page these
indications mean:

IGNITION
A
i

k
The ENG A.ICE system is inoperative. ENG A .ICE

c- Ji The ENG A.ICE has automatically started A

rj without any crew action.

i r. Because of ice detection, the system asks

the pilot to switch the A.ICE system on.

'A.
n At least one ENG A.ICE switch is in the
ON position.
After a disagreement
gr on landingg gear
g r position,
po , you
y
have recycled the L/G but there are still indications
as shown.
How do you perform the next ECAM action?

According to the procedure L/G GRAVITY

A EXTENSION which is found in the Quick
LJG GEAR NOT DOWN LOCKED
.IF
-L /G
UNSUCCESSFULL
GRVTY EXTN
Reference Hand book (QRH).

i- J Recycle the L/G a second time. This time WHEEL

7 V
rj the gear will free fall automatically.
165 PSI 165

w
L /G CTL

--
COkVN
20 c 20 20 C 20
1 - -
REL 2 3 REL 4 -
i
r. Pull the GRAVITY GEAR EXTN handcrank
and turn it clockwise 3 turns.
195 PSI 195 195 PSI 195

TAT +20 C GW
SAT +13 c 13 H 28

n Pull the GRAVITY GEAR EXTN handcrank

and turn it counterclockwise 3 turns.
After a disagreement on landing gear position, you
have
h performed
form d the
th L/G
L/G GRAVITY
GRAVITY EXTENSION
EXTENSION
procedure.
According
According to
to these
these indications,
indications which
which statement
statement is
is
true ?
RRK FAN

HOT
ran
AUTQ ERH
'

A
LQ JE J
*
VlA
The gear is in the downlock position.
S ranL'JLLL

kIKi

i- J
rj The gear is down but not locked.
WHEEL

ana
:
165 PSI 165
m yjm

After GRAVITY EXTENSION the gear

i
r. indications on the ECAM WHEEL page
are not reliable.

TAT +20 C TIT

SAT +13 C

.
You perform
p a landingg with AUTO/BRK selected to
MED. After touch down you observe the following
indications.
At this moment, which statement is true ?

J - C3 GEAR H RK FAN

LN_ U|_ K
- i
K H :I: T
r t i i t i l
** \/ V |ojg

The ANTI/SKID system is increasing brake

'
L - AU TOT3P0K

A
L
i 2 'j UEJ VIA)!

r I11 I ' LLI 1.1. ...I

pressure for wheels 2 and 4. HH . HI

rI- J The ANTI/SKID system is releasing brake

A
WHEEL

LJ pressure for wheels 2 and 4.

165 PSI 165

w
- - - 195
30 c 35 30 C 30
1 - - 1952
REL = = 3 REL 4

The ANTI/SKID system for wheels 1 and 195 PSI

AUTO BRK
195 PSI

3 is inoperative. MED

tiif t ittit
TAT +24 C GW
SAT +24 C

rn The AUTO/BRK is applying pressure to

brake 2 and 4 only.
You
Yo have
h just
ju t sett the
th parking
kin brake
brake handle
h ndl to
to ON.
ON.
Which indication CONFIRMS that the parking brake
is
is actually
actually set
set ?? PARK NG BRK OFF
PULLfiTURN

ON

w
DO

m m
0
TO

j.
O

PARK
PARK BRK
BRK

t t in
On this E/WD, what does the NW STRG DISC
DISC
memo mean?

The nose wheel steering has been PARK BRK

disconnected by ground personnel. NW STRG DISC

A failure in the nose wheel steering

system has been detected.
r

One of the pilots has pushed the PEDALS

DISC pushbutton located on the steering
handwheel.
handwheel.

The nose wheel steering computer has

n finished it
its self test.
Nose wheel steering is now available.
During
Durin pushh back,
back enginei n
n 22 is
i started,
t t d, leading
l din to
t
the NW STRG DISC
DISC memo.
What
What is
is the
the correct
correct statement?
statement?

NW STRG DISC
The NW STRG disconnect mechanism has APU BLEED
!
\ failed.

The yellow hydraulic system has build up

-J
i pressure which might damage the NW
rj STRG system when set to towing
position.

The nose wheel steering has been re-

re-
r connected by ground personnel.
The amber indication will disappear as
soon as you start taxi.

The nose wheel steering is still

n disconnected. The memo has become
amber because one engine is running.
 After starting to taxi you perform the brake check.
While
Whil pressinging on top
t off the
th rudder
dd pedals
d l youu feel
f l
the airplane decelerating but the BRAKES pressure
indication
indication remains
remains 0.0.
Which statement is true ?

t
The BRAKES pressure indicator has
WJM *
failed. ~

i
J Ml
W
' //
IL_ *

A. I- J
rj
The indication is normal because the
BRAKES
BRAKES press indicator is active on
brake system alternate mode (yellow
supply).
ACCU

,
K - V
BRAKES
^
PRES

,
^
PSIX 10GC
L
"

. ._
iiiv

You must perform the check again and

press harder on the brakes until you get
an indication.

_ The indication is normal because with

n manual braking you are not able to apply

enough pressure to be displayed on the
BRAKES indicator.
According to these indications, the AUTO/BRAKE is
active.
'

-
i
Hi

LDG GEAR BRK FAN

1. V
:
::
ji 7

True. UNLK UNLK UNLK

V V 7
V 7
. mmmmm
AVSKID &
N/W STRG v

lealI [ca
cal I I
i
False.
LJ
WHEEL

mi
165 PSI 165

mx gull

1 - -
REL
195 PSI 195
2 3 - - REL
195 PSI 195
4

TAT +25 c GW
SAT +25 "C
What
Wh t is
i the
th meaning
ni ofof the
th 22 triangles,
tri ngl appearing
ring
below each landing gear, on the WHEEL ECAM
page?
page?

WHEEL
Each triangle represents one tire.

65 PSI 65

There are two computers providing

information on the gear position. Each
triangle represents the position detected 25 "C 25 25 "C 25
by its associated computer. 1 - -
REL 2
195 PSI 195
3 - -
REL 4
195 PSI 195

Each triangle represents one braking

system (normal/alternate) available for
the associated gear.
"C GW
c 13 H 28
r
id
The front triangle indicates that

n AUTO/BRK is available and the one in the

back means that ANTI/SKID is available
for that gear.
 1

You have just set the L/G selector to the DOWN

position. According to these indications...

A
j _ UCi UtAh'

H_K JK
\/
- -
U'LK
V ELU

The L/G is locked.

A The L/G doors are jammed open. m g

i- J
rj
The computers providing gear position
information have failed.
WHEEL
/ \
:
180 PSI 180

1 - -
REL 2 3 - -
REL 4

i
r. The L/G is up and not locked in the
selected position. The L/G doors are open
195 PSI 195 195 PSI 195

TAT +15 C GW
SAT +13 C

n The L/G computer has failed.

The gear will not extend.
How do you interpret the following indications?

_ L3 tt GfcAhi

LN_ K U|_ K
V"'
./ '
V

AUTOfERtt I AffiiHD &

The nose gear is in transit. I

LO UED

I IL - .LL I I
***
I
-
I NM FTHC -
Izd

Il- J WHEEL
rj All gears are down and locked.
WF
165 PSI 165

w I
--
COkVN
25 c 25 25 C 25
1 - -
REL 2 3 REL 4 -
i
r. One L/G control system is inoperative.
The nose landing gear is not downlocked.
downlocked.
195 PSI 195 195 PSI 195

TAT +25 C GW
SAT +25 c 13 H 28

r
n The nose gear is down and locked.
The nose gear doors are open.
What is the meaning of the green arc appearing
over wheel #2?

It marks the hottest brake with a WHEEL

temperature of more than 100 Celsius.

65 PSI 65

It indicates an abnormal high temperature. 95 105 95 95

"C "C
- -
= 1= REL = 2=
195 PSI 195
- -
=3 = REL = 4=
195 PSI 195

The ANTI/SKID system is automatically

releasing the pressure of that brake. f ttf I it lit
GW
13 H 28
r
id

n The L/G control system has detected a

low tire profile.
The
Th pilot
ilot flying
fl i asks
asks you to
to perform
rform ECAM
ECAM actions.
tio
What are your actions according to the first line of
the
the ECAM
ECAM procedure
procedure ??

I must put the L/G selector to the UP

A position.
LJG GEAR NOT DOWN LOCKED
-LfO RECYCLE
IF UNSUCCESSFULL
-UO GRVTY EXTN

The system is trying to recycle the gear

-J
i
automatically. I must wait until the first
WHEEL
7 V
rj
line disappears.
165 PSI 165

w
LA3 CTL

--
COkVN
20 c 20 20 C 20
I must put the L/G selector to the UP 1 - -
REL 2 3 REL 4 -
i
r. position and immediately to the DOWN
position again.
195 PSI 195 195 PSI 195

TAT +20 C GW
SAT +13 c 13 H 28

I must put the L/G selector to the UP

n position, wait until the gear has retracted,
and then to the DOWN position again.
During your walk-
walk-around, you see that one light
needs a new bulb. What is the purpose of this light?

/
/
Landing light.
* 1
\
r
r *i RWY turnoff light.
5 *
"
/
'
J
J

LJ
a X
L r

k
r T/O light.
M

n Taxi light.
L.
Where is the location of the exterior light panel?
i -\
-
3L^d MS
'/ ^
pfe
*

:
-^
/
# :

^
AT - ^.-
* 1k 11
/
'
"

^
-
,
* > I
ft .
. i

AM
i

s iwiy J> A
Jftf
T
.

I>
1
YVfc
A
*

[ "
.;r.* .

. -A
f Y-v-Y *
""L!* I('
1

\
<3# ' \ i

r ~Z
k
/
L.
Where are the controls for the seat belts and no
smoking signs located? i -\
-
3L^d MS
'/ ^
pfe
*

:
-^
/
# :

^
AT - ^.-
* 1k 11
/
'
"

^
-
,
* > I
ft .
. i

AM
i

s iwiy J> A
Jftf
T
.

I>
1
YVfc
A
*

[ "
.;r.* .

. -A
f Y-v-Y *
""L!* I('
1

\
<3# ' \ i

r ~Z
k
/
On
O the
th EXT
EXT LT
LT control
ntrol panel,l the
th STROBE
STROBE light
li ht
selector is set to AUTO. In this position, when do
they
they stop
stop flashing?
flashing?

1
A
k
When the aircraft touches down.
T
r
ON
_
STROBE

A
U
BEACON
ON
EXT I T

c
i

OFF OFF
* *
RWY TURN OFF LAND
i- J ON L
When the first reverser is opened.
rj

tlrg
ON
*
w r OFF

TETRAD
r r
*

i r. When the landing lights are switched off.

n When the last engine has been shut

down.
According to these panels, which lights are actually
illuminated?

EXT LT
STROBE, BEACON, NAV, LAND, T.O. STROBE BEACON
ON ON
and RWY TURN OFF lights.

OFF OFF
RYVY TURN OFF LAND -
NAV, BEACON, T.O. and LAND lights.
if 'J
* if 'J J

y
RETRACT

BEACON,LAND, STROBE, T.O. and NAV

r lights. LDG GEAR BRK FAN

IESI
n STROBE, BEACON, NAV and LAND lights.
Which of these buttons control IR and ADR?

NADIRS

TEST 0FF u
ENT CLR

FAULT FAULT FAULT

A D F: 1 A D R : -: ADR2
FAULT FAULT FAULT
UFF OFF UFF
On the ND.
What does the MAN indication mean?

rm
It is an indication that at least one navaid es 409 TAS424 ILS APP BENIP 157 *
has been manually tuned. 149 / 16 IS u . ?l Hf
- 29

V
fig - i
u Wkin

It is an indication that the WX RADAR Tilt 9 y < ,

has been manually adjusted. ^

2=2iS *:
i *

* i V, .-
r

.
r
/ r

$ ^

i
r. It is an indication that the WX RADAR
Gain has been manually adjusted.
i
*

MAN

r
What is the meaning of the magenta color of some
radar returns?

Mountains. m
*
MMRMe
Turbulences. >

i
r. Water.

r
What is the meaning of the black color on the radar
image?

k
e s 403 TAS 424 ILS APR BENIP 157 *
Mountains. 71 m
143 / 15 15 lie ,
i m7 : 28

vr
Turbulences.
S
/

V
'
;? , \
\
10 \

No precipitations or water. ,'Vo . ^ \
\
C\
TILT
i
i
x -10.00

1 V
r r
On
O the
th GNADIRS
GNADIRS control
ontrol panel,l during
duri the
th IRS
IRS
alignment, the ALIGN lights start flashing.
What
What is
is wrong?
wrong?

R R3 1 R2
FAULT FAULT FAULT
System discovered a discrepancy
between the position in the database and
the position entered on the MCDU. OFF ATT OFF i ATT OFF ATT

ADR A D R3 ADR2
Vl- J At least one of the IR lost the NAV FAULT FAULT FAULT

m I
rj capability.
^I OFF OFF

The system is performing a test before the

final alignment.

The alignment process stopped at 1

n minute of the end and is waiting for the
coordinates to be inserted.
 A
GS 421 TAs 4SS 1LS APP PASAS 108'k
54 Ml
Between the ND and MCDU you are performing a 082 / 48 _
uO , 11
NAV ACCUR check. Does it satisfy you?
9 -
Z?
'-
< 12: 22

-
'
. SHS
JfBV V

Yes, raw data and FMGS position are the

fi V
same or the difference is within p W < >V
acceptable limits. <0
'O
'
/

.. ^^ <

iWORl U0R2
TSPR M
No, there is a major discrepancy between 69 Ml Ml
V
*
raw data and FMGS positions.

No, the accuracy is displayed LOW on the CRZ

EGON LRZ
OPT REC MAX
e
MCDU PROG page. FL330 FL373 FL330

UPDATE AT
*[ ]
ERG /D IST
8S V 6 9 TO SPR
PREDICTIVE
< GPS
REQUIRED ACCUR ESTIMATED
. 0 N M LOW 3. 5 H M

jr
One of the IR has an attitude problem. Please
perform the correct action.

MACH ALT CRZ NAV API

1FD 2
A / THR
MACH ALT CRZ NAV API
1FD 2
A / THR 335H -
335 i
r
300 $
20
" .
j
20 Mi |
efEOCTMU 10 - - 10 j H- ia
300
- 1
io T
+
10
Mi I
i i
2S L L - ,
m
260
10 10

26 : io -- 10 240 325

240 32SH - . 77 S0
8 9 io li 12
77
8 q 10 u I?
10 W

\ " D =J1
/

NAV ATT DISCREPANCY \ /

X ^ -X ^^ ^
WITCHING
\1

, sjjj
-ATT
V ATT HDG V AJR DATA EIS DMC
.X CHECK #f NORM 1 NORM 1 NORM

m- | m*
-ATT HOC SWTG AS RQRO CAPT Jl F /0 CAPT JU F /0 CAPT JL F>
: s

\m
On
O the
th GNADIRS
GNADIRS control
ontrol panel,l what
h t is
i the
th position
iti
for the DATA selector to see the remaining time for
alignment?
alignment?

GNADIRS

PPOS.

_J JL _
w | nr rn
? TEST 0FF 4 5 6

HDG. =
11

Hr FI
FAULT FAULT FAULT
ALIGN ALIGN ALIGN

STS.

A. DR3 ADR 2
FAULT FAULT FAULT

I I
n
OFF OFF OFF

TEST.
What does the indication TTN 10 on the GNADIRS
panel mean?

GNADIRS

It is an indication that IR3 has calculated a

heading of 10 degrees to True North.

mmm
It is an indication that it will take 10
\ TEST 0FF
W
4
H
5
E
6

minutes to complete the alignment.

FF
1 1
FAULT FAULT FAULT
ALIGN ALIGN ALIGN

It is an indication that the heading

calculated by IR3 differs by 10 degrees
from the average.

A. DR3 ADR 2
FAULT FAULT FAULT

I I I I
n
OFF OFF OFF
It is an indication that the time to the next
waypoint is 10 minutes.
An ILS approach is selected. Please indicate the
displays with information about ILS 2.

A PFD 1 and ND 1.

-
L:ia H 40 H
Lr:L
PFD 2 and ND 2.

:

i :
o <*>

I
I I ND 2 PFD 2

r.
i
PFD 1 and ND 2.

n PFD 2 and ND 1.
Is it possible to get information about ILS 2 on the
CAPT side?

Yes, on the PFD 1.

I
I
m ,. i-*
*
#

. N"
IU
" ~ L
L:

Yes, on the ND 1. o u fhV

.
-
a
** '
* / *
;

PFD 1 ND 1 ru
F @ ND 2 PFD 2
m.
W
r
i . No, it is not possible.
Which Nav-
Nav-aids are displayed on the DDRMI?

VOR 1 and VOR 2.

1EJB - -- -
ME-L
T
ADF 1 and ADF 2.

--
rJ

v&/ &&
V *
0

VOR 1 and ADF 2. VMIMM

I> -
0 LF

VOR 2 and ADF 1.

 Please indicate the location of the GPWS panel.
k .

jy

fis-
\ 7j.

. aim
> TI
fj r
-
;
-
-
- RWK jagyaa
;54B5 Z >5
~ ^
"
'

r
rj
^ * - *
.
.:

KI /
SifSffirJSara
* . w r xr

'nas
f 2
ppqj \ \j i m /
:-
-
^
^. '
--ilWL
,-
-Ji
*
.,
^9* -
'

!> 5
_ _S
*

^
:
-
St !

-
t

- r:
J
*
-
;:*

**
'
. *
<

Me

3
n .-.
Ss 5*
i>
VM !523
v
r

-
* *
"-
'.V
- TT
 Please indicate the location of the ATC and TCAS
panel.

mp
'

*
. rrr

*
-
"Jt
r
ry ry r? r r
s m
* * * 7
& &m
.
i >
* . n i -
*

w r r"
3Snr;
#
-T

*
- V, s vWN
d - j gir :SW
' . & MIMVi* -
I v ' fi" bMb!1i
mi
' TA' ft
1

[77 ) / T>

r I. t fl I
Q,
II

< >
-
*

L
K
/

Vi r 'I
J <r
* PUB*
mm * lij

*
.
tsata

* .v
L ~ v
*
V

=
s *?SS
-*
% i
r

r * v-r.
Which situation corresponds to the WX RADAR
settings?
.A ,
iU
- SYS

O"
GAIN
<

WX / TURB

* W

MAP
WX RADAR

UP
5
TILT
10

5
m
0
ON .. .--

5
i '
AUTO *MAX m
5 10
*
r

- ..^*2
% wH
"
11

- y,
-
 A
ENGINE
VIB (Nl)
F.U5ED
-
" o '"- 0.3 T 0.2
What is the appropriate ECAM page to get
information about the oxygen system? OIL
VIB (N2J
T
0.2 0.2

AR
LDG ELEV AUTO 5800 FT
AP 1.5 PSI
CAB V /S FT / MM
CKFT FHD AFT

CAB ALT FT
5600
TAT -5 * C GW
SAT -25 28

\ D
\
I * T.O. r
r
LJ CONFIG

ENG BLEED PRESS ELEC HYD FUEL

A.PU COND DOOR HI HEEL F / CTL ALL

CLR
D RCL CLR

r
 In
In case of
of an ECAM
ECAM procedure
dur calling
lli for
f a Manual
M l
deployment of the masks, indicate which control pb
has
has to
to be
be pressed.
pressed.

SYS OH

CAB PR EXCESS CAB ALT

- ATC NOTFY
.IF CAB ALT>14000 FT:
-PAX OXY MASKS MAN ON

1
r
On the passenger OXYGEN control panel, which
indication confirms the deployment of the masks?

OXYGEN
MASK MAN ON
PASSENGER CREW

e
SUPPLY

SYS ON

* *

SYS ON
On
O the
th crew
w OXYGEN
OXYGEN MASK
MASK Regulator
R gul tor Panel,
P l which
hi h
statement best reflects the function of the N/100%
supply
supply selector?
selector?

[X The 100% position provides the maximum

pressure, N provides the normal pressure,
which is lower.

OXYGEN
MASK

is The N position provides an air/oxygen

mixture, 100% delivers pure oxygen.
PRESS
TO
TES

i r. N position cuts the oxygen supply, 100%

position enables normal oxygen supply.

The N/100% selector is to be used during

n the preflight check to check the oxygen
supply to the mask.
The
Th cockpit
ckpit CREW
CREW OXYGEN
OXYGEN being
b i operative,
ti
A
which pb has to be pressed to switch the system
OFF?
OFF?

SYS OH

* t
a

100 % OXYGEN
MASK

m
PRESS
TO
TEST
AND
RESET

r
'
1

D
 W)
J
After switching the cockpit CREW OXYGEN OFF,
which ECAM indication would you see? DOOR/OXY OXY 1850 PSi DOOR/OXY OXY 1850 PSi
=\\
1 1 REGULLOPR

-r
-i -r
-i

" "
SLIDE U J SLIDE SLIDE U J SLIDE

TAT +25 C OW TAT +25 C GW

SAT +25 C 13 H 28 SAT +25 C 13 H 28
m m

OXYGEN
MASK MAN QN
CREW DOOR/OXY OXY 1850 PSi DOOR/OXY OXY 1480
|PSI
PASSENGER SUPPLY
-r
-i -r
-i
iTn\
SYS ON

" "
SLIDE U J SLIDE SLIDE U J SLIDE

TAT +25 C iII iII

SAT +25 C 13 H 28 13 H 28
On
O the
th ECAM
ECAM control
ontrol panel,l please
l select
l t the
th
appropriate ECAM page to get information about
the
the PNEUMATIC
PNEUMATIC system.
system.

O1

L
L
I

a
L
Both
Both engines
i are running
i and
nd APU
APU BLEED
BLEED has
h
been switched OFF. Is the ECAM BLEED page
display
display correct
correct ??

I 1
- <m

m
No, APU bleed closed, but X bleed valve
!

A has to stay open. ' 1

k
_
r ^
-
V

J '

v.
=
S EJ
H :

__
=HL
r
x :: :tL

T I
'

o
No, the crew should select X bleed valve e 0
rI- J selector to (shut) position to close the
LJ valve manually after one engine is started.
i

r. No, IP HP valves should be closed.

A H
i

Yes, all the indications are correct, HP

n valves open because of high air demand
with engine at low RPM.
An
An ENG
ENG 11 BLEED
BLEED fault
f ult has
h occurredd and
nd is
indicated by the related ECAM E/WD failure
i =1r J . *?
! m
ifw*
i
message. k
message -*
.. .
* 1

.' i l l

FT .

B 9 9 0

The ENG 1 BLEED valve has been

automatically closed.

-
r J
The left hand Bleed can
cant be recovered. BLEED
LJ

o
r APU bleed can never supply the left side. U
24 c
PSI

APU
PSI
c 200
40

CLH HP HP nCD IP
+ 1 *C GW
On ground, on the ECAM SD BLEED
BLEED page the
GND symbol is always displayed.

A k
BLEED
True.

False.
|GND|
0 PSI PSI 0
15 -c c 15
APU

IP 0n HP HP r IP
TAT +15 X GW
SAT +15 X 13 H 28

According to the ECAM BLEED page message and
AIR COND
COND control panel indications.

The engines are running and supplying

bleed air.

-.
' ML" r
-.'
. L'

a
Vl- J The engines are not running, the APU is
rj supplying bleed air.

The engines are running, the APU is

supplying bleed air.
A

::

o
n The engines are not running, a GND HP
air unit is supplying bleed air.
After
Aft starting
t rtin both
b th engines
i and
nd according
ordi to to those
tho
AIR COND panel and ECAM BLEED page

indications, . -.^
indications which
which source(s)
source(s) provide
provide the
the bleed
bleed air?
HACK HOW . kir w .
air?
' ft i M T 0F j
. r.
Jr

n HnT r.n n HHT

4ft
.
rjr n urn
[ 1

The engines.

BLEED

The APU.

35 F'SI F'SI 35

The engines and the APU together.

180 c - AF'U
DC 180

IP
(CM HP HP i
0 IP

TAT +15 nC GW
SAT +15 nC 13 H 28
What is the engine power according to this ECAM
indication?

BLEED
At or close to take-
take-off power.

The engines are not running. A

GND
-
CD -

40 PSI
210 c
y PSI
c 200
40
APO
1 2
C) C)
rr
'
)
IP \ n HP HP IP
At or slightly above idle power. TAT +15 X GW
SAT +15 *C 13 H 28
Accordingg to the present
pr AIR COND control panel
p
switch positions and ECAM BLEED page
indications, which source(s) will supply bleed air
when the APU BLEED pb is pressed.

The APU supplies both sides of the

:>>
'
.oiii Ksv :-:
'
l
!!!!!lll ::SE

Rjafi.
S JJMSWK:
o:oo
^
Fils
>: n
A k system. .
V'-
vff
.
-
SSvjw : ifv

,
A.
I
R
v .
HI'ICM I FACK a : y /' ;
;<r
o
w 4 a
EMC ' CLUED
& T#Wr r<iiiii riPir 4PU BLEED . ^ JTO -
ST ifiT

*MU
|y
-.
It- A LI '

r
>.

= *
i- J The APU supplies the left side of the
rj system only.
BLEED ,
- -
I |pi
| | p 0 III
I Cili! H X c
pH
r. The APU supplies left side and engine 2 e
:ffiC i
I m L0
T
HI

the right side of the system.

A
GND
CD
"

ClPSI
15 C
9 i

n There will be no bleed air supplied.

1
,? (D
TAT +15 GC
i HP
APU

-
HP I

GW
t . 2

SAT +15 C 13 H 28
The
Th APU
APU BLEED
BLEED pbb has
h just
j t been
b switched
wit h d ON.
ON.
On the ECAM BLEED page what do the related
indications
indications mean?
mean?

4 k
BLEED
The X BLEED valve has failed to open.

LO HI LO

The X BLEED valve has failed to close.

GND
35 PSI PSI 18
180 - c c 55
APU

The X BLEED valve is in transit.

IP On HP HP KD IP
TAT +15 *C GW
SAT +15 X 13 H 28
w

n The X BLEED valve is open.

Followingg an ENG 1 BLEED fault,, the ECAM E/WD
procedure has been applied; on the ECAM status
PACK FLOW
NOW
COCK 1
- Vl L1 '..I t N Ah I LAfcOT

mmw
H : IT ' ilh

page how do we interpret the STATUS information

message in green?
A

R
ILC

! K '
HI

r. rju n
n irtir
iHOT r. rj r
r* PM n. irtir
iHOT r.
p rv
rj n
n iurv
HUT
H
VM K . J
.
H
X - LL-~
X CM LLL'
| IV. - UL
jr j J-LT MACK I t
E!i l
| ~
o
ZO - * 1 HTAST . .', JL X nUTO .
Jn7 KT *
o

r
| P AU jin i
N
Q
SSC SLEED 5 ( iW MM
1
*. aU GLEED JL ENC- 2 BLEEP
u
h j > 11 * 8 -.
h* I I I h ".
nn . ::F =
One pack has been automatically
== -

switched off because one ENG BLEED

-- -

system cannot supply WAI and 2 packs.

STATUS
One pack has to be switched OFF if WING ONE PACK ONLY F WA ON INOP SYS
ENG 1 BLEED

ANTI ICE (WAI) is used because one ENG
BLEED system cannot supply WAI and 2
packs together.
-

5= 5=
If WAI, has to be used, the X BLEED valve
k
r. is automatically closed. Therefore, pack 1
will no longer be supplied.

TAT +1 C I GW
SAT -28 C 13 H 28
 .

What
Wh t is
i the
th normall APU
APU Fire
Fir extinguisher
tingui h
overpressure indication, and how do you interpret
it?
it?

A red disc, which means the APU FIRE

EXTING BOTTLE has been discharged \
due to an APU fire.

I- J A pressure gage visible from outside

W
rj which indicates the bottle pressure.

r A green disc, which means the bottle

pressure is normal.

_
w

A red disc, which means the APU FIRE

n
r
EXTING BOTTLE has not been discharged
overboard.
I
a
*
To use the APU bleed system, the crew will select: COCKP T
0

0
The APU BLEED pb on AIR COND
overhead panel.

m FAULT
rOFTl

r *i The bleed rotary selector on AIR COND

LJ overhead panel.

imn
AF' U G E N

o x
116 v BLEED

400 Hz 35 P 5I
The ENG1 and ENG2 BLEED pbs.
pbs.

FLAP OPEN

n This is an automatic sequence initiated

when second or Eng starting is selected.
TAT
SAT
-5
-10
*C

-c 2F
GW 120000 LBS
The APU provides:

1 -
* & W-
On ground and in flight, electric power for '.
'i i

the aircraft electric system and bleed air

1

for engine start. ; Vv

r
I *,
?

L

I
i HP 1V
Il- J Bleed air for engine start on ground and - J
L w -

rj air conditioning in flight only.

-
1

r
i
.
Electric Power only for electric system on
ground and in flight.

r - On ground: bleed air for engine start

n - On ground and in flight: electric power
and bleed air for air conditioning.
The Electric Power supplied from the APU
generator is

r
Q g i.5 v I .
JJL 1

Jill
-
A

Available as soon as APU is running, even

if APU GEN is not selected ON.

9
H
c
Only available if the ground External
r *i Power is already connected to the a/c
LJ Electric network .

0
i v
?:
A
DC BAT

DC ESS
Si
:

A
i

r Available as soon as engines are shut

down.
1 ESS TR
V
1
EMER GEN

AC ESS

1
IDG 1 *021
II
26 *C IDG 2

n Available when APU is running, APU GEN

is ON and EXT PWR is not ON. TAT +15 *C
SAT +15 *c 1 H Co
cw
You
Yo have
h just
ju t sett the
th APU
APU MASTER
MASTER SW
SW to
t OFF.
OFF. COCKr T FWU CAB N AFT CABIN

You notice you still have APU AVAIL indications. -:

HOTi ^in
nw If 0
What
What is
is the
the reason
reason for for that
that ??
/
mm
COIO
# u
HOT Ml II
COLD

0
HOT COLD

A BLEED
HOT
BH999 FAULT

PACT l
PACT

FAULT
.

w~
[

R AM A R

The APU has shut down but the AIR

INLET FLAP is not fully closed yet. m FAULT

The APU is still running. It is in the cool

rI- J down period because you have used APU 0 i

LJ bleed before. 1.4 ^ 1 4

12 1 1.2 i.o * CL 1.256
ERR
998 998
FAULT F.F LB&H
ON 840 900
EOT
420 FOB : 19000 LBS

The APU is still running because it always START 10 y N1 10

needs a cool down period after the APU AVAIL 0.5
. %
20.6
MASTER SW has been switched off. ON IN 2
59.5 % 59.0
SEAT BELTS APU AVAIL
NO SMOKING

The APU is still running. You have to

n push the START SW to initiate the shut
down sequence. V
After the engines
g have been switched off,, you
y
realize that there is no external power available.
According to the indications can you still interrupt COCKPIT FWD CABIN AFT CABIN
0
the APU shut down sequence?

iff LI AT r ni
ai
0
u AT rni

E .EE:
PA.O -
FAULT
EsEI

PACK 2

FAULT

No, I have to wait until the APU AIR INLET

i
A FLAP is fully closed and then start the
APU again. H
0

rI- J Yes, I simply push the APU MASTER SW

LJ back to ON.
0 r
1.4 ^ 1i
12 16 12 CL 1.256
EPR
998 . 998
F.F LBSfM

IBSBI EGT
4
8 0 0
0 FOB : 19000 LBS
FLAP
T?
Yes, I simply push the APU START
switch to ON.
C
L0 o.o
NI
%

N2

L/ o.o ^
O.o % O. o
SEAT BELTS APIJ AVAIL
NO SMOKING

No, I have to wait until the AVAIL

rn indications disappear and then start the
APU again.
 FWD CABIN AFT CABIN
HOT AIR

FAUL1

MASTER SW I OFF |
Which ECAM APU page corresponds to these
indications on the overhead panel ? RTTT
IESI
Pd
X BLEED
PACK 2
PACK 2

START
B
Ka3
START
P APU BLEED ENG 2 BLEED
EH
Ed

Ell
Ed B
Ed

AF'IJ GEN AF'IJ GEN

BLEED BLEED BLEED

11 11

N N
7 %
:i
%
D 100 0 99
FLAP OPEN FLAP OPEN
f , EGT EGT
1 10' C 7 10' C
465 465

TAT +25 C GW TAT +25 C GW TAT +25 C GW

SAT +25 C SAT +25 C SAT +25 C
You are attempting
mpting to start the APU.
After 20 seconds you get the following indications x
that you didn
didnt get during the last APU start.
Can you continue the APU start?

FAULT

I ON
I
PARK BRK
NW STRG D SC
No. A low oil level has been detected and
any start attempt will damage the APU. AVAIL

I ON
I

Yes, you simple have to wait 20 sec until

L
the LOW OIL LEVEL advisory disappears
.

APU
and then go ahead with the APU start.
ftPU SEN
H
BLEED
Any start attempt with a detected LOW HZ 0 PSI
OIL LEVEL will lead to an AUTO
SHUTDOWN to prevent the APU to be
damaged.
FLAP OPEN
EGT
*C
WQK? OL
Yes. The APU will run for another 60 mm
n hours after the LOW OIL LEVEL has been
detected.
/ 5

i ii n in

13 H 28
r
 '
rlfiVI< VTI I
After
Aft engine
i shut
hut down,
d APU
APU running
i but
but APU
APU 0
bleed has not been used, when you select APU
MASTER
MASTER SWSW pb
pb off.
off.

The APU will keep on running to cool
down and then shutdown.
m
0
0
nr The APU will shutdown right away.
nrivH
NO
APU will shutdown only if external power
is connected.
1 VAV
NO
Nothing happen because air conditioning
is selected on.
a
In flight APU starting limitation is

15 000 ft

I- J
39 000 ft

m 20 000 ft
 What is the maximum altitude the APU may be used ALTITUDE
ALTITUDE (Ft)
(Ft)
for bleed air supply with 1 pack operating ? 39 000
39 000

25
25 000
000
20
20 000
000
15
15 000
000
i
A
k
15 000 ft

T V

c-J i
20 000 ft
rj
- m
V

'

i r. 25 000 ft [,V

'A.
n 39 000 ft
According to the ECAM APU page indications :

A
The APU is running and available. It is APU
providing bleed air and electrical power.

APU GEN
26 %
116 V BLEED

400 HZ 2 RSI
The APU is running and available. It is
providing bleed air only.

The APU is running and available. It is

providing electrical power only.
X GW
x 13 H 26
w
The APU is running and available . It is
n providing neither electrical power nor
bleed air.
On the ground,
g , duringg APU
A start,
rt, the
th master
caution and single chime come ON and you notice
on the ECAM, that the APU won
wont exceed 53% N1.
Which statement is true?

An APU AUTO SHUT DOWN will occur

A
because of APU failure to reach 90% N1. APU
1

APU GEN

BLEED
0 PSI
You have to abort the start by pushing the FAULT
HZ

APU MASTER SW to off. I OH I

START FLAP OPEN

EGT
f < (-.
AVA L
An APU EMER SHUT DOWN will occur I OH I 530
because APU EGT overheating may cause
an APU fire. w
3 H 28

n The FLAP will remain open after APU

shutdown to vent the APU compartment.
You
Yo are performing
rformin the
th walk
lk aroundd with
ith the
th APU
APU
running and nobody is in the cockpit.
What
What will
will happen
happen in
in case
case of
of an
an APU
APU FIRE?
FIRE?

An APU EMER shut down will occur and

the APU fire bottle will be discharged
automatically.
i

-J You have to perform the ECAM actions to

I
rj shut down the APU and extinguish the fire
from the cockpit. v

An APU AUTO shut down will occur but

r you have to discharge the APU fire bottle
from the cockpit manually.
m - -r I - :c-
tog?
.
-
r sa
-

i
An EMER AUTO shut down will occur but

n you have to discharge the APU fire bottle

manually either from the cockpit or by
pushing the APU SHUT DOWN switch on
the external power panel.
Please indicate the stowingg place
p
for the escape ropes. \
l
/
X
...
mi*
/
= -

'

v 3

4Ti - II l o L
'

I i
I *
A r:::fffi
_ r:

* T

\
&

1
i

i .
On the ECAM DOOR/OXY page, what does an
amber door indication mean?

DOOR/OXY OXY 1850 PSI

The door is fully open.

SLDE SLIDE

CARGO

The door is fully closed.

SLDE SLDE

SLDE SLDE
The door is unlocked.

GW
13 H 28
w

n The door is inoperative.

According to this indication, the Cargo door is
inoperative.

DOOR/OXY OXY 1850 PSI

True.

SLDE SLIDE

CARGO

False.
SLDE SLDE

SLDE SLDE

GW
13 H 28
w
You
Yo have
h reached
h d the
th gate.
t . Somebody
Som bod is
i about
bout to
t
open the left forward door from the outside. What
will
will happen
happen in
in this
this case?
case?

r 1
DOOR/OXY OXY 2000 PSI
The slide will be deployed. /\
10 0
SLIDE 1D 0
CD

r *i Nothing. The door can't be open from SLIDE ]D] 0

0
SLIDE

LJ outside as long as the slide is armed.

0

? j
TAT +16 *C I lew
r Nothing. Opening from outside disarms I
'
i
SAT +16 *C 13 H 2(3
the slide. J
On the ECAM SD DOOR/OXY page this indication
means.

Overwing exits and right rear door slides M k

are armed, left forward cabin door and DOOR /OXY GXY 2000 PSI
forward cargo door indicate a I I

malfunction. 0 0
CABIN
CD

The left forward cabin door and the CARGO

forward cargo door are unlocked, the
overwing exits and the right rear door SLIDE g g SLIDE
slides are armed.

The left forward cabin door and the 0 SLIDE

forward cargo door are unlocked, the
overwing exits and the right rear door
slides are not armed. III
!

13 H 28

Overwing exits and right rear door slides

n are not armed, left forward cabin door and

forward cargo door indicating a
malfunction.
You are at the gate, according to this DOOR/OXY
ECAM page, the EMERGENCY EXITs are disarmed.

DOOR/OXY OXY 1850 PSI

True.

CAB N

CARGO

False.
SLDE SLDE

13 H 28
 Regarding engine THRUST LEVERS position, which
detent(s)
detent(s) can be used for take-
take-off?

i
A FULL.

CLIMB and FLEX/MCT. &

i r. CLIMB and TO/GA.

r
A
r
'A.
n FLEX/MCT and TO/GA.
What is the meaning of an amber FAULT light on
the ENG panel?

r MASTER 1 ENG F
It indicates a failure in the automatic start OH I ENG ] OH
sequence.
MODE
OFF CPP
NORM
mt
CRAFK START

r *i
LJ
It indicates an engine failure.
FIRE
FAULT

1
wh m
- , wBm% P i
*
2

It indicates a failure in the engine fire

r
i

extinguishing system.
On the ECAM E/WD page, what is the meaning of
the amber CHK indication?

h
It is an indication that the EGT of ENG 1 is
out of the normal range. 5 N1 10

JBH T 1 %
I 89.s|
FUK 89 . S
*. 3S " C

C EGT
H 10 FOB : 17000 KG

K [ 6981 [M]
r *i It is an indication of a discrepancy FLAP

LJ between EGT of ENG1 and ENG2. 96.4 % 96 5

. F .F .
2980 KG/H 2960 1 +F

ENG 1 EGT DISCREPANCY

It is an indication of a discrepancy
i

r between the digital EGT indication and

the value indicated by the needle.

It is an indication of a discrepancy
n between the value shown on the ECAM
and the real value.
On the ECAM E/WD page, what is the meaning of
the amber CHK indication?

d
It is an indication that the EGT of ENG 1 is 1.4 1.4
out of the normal range. 1.6
ERR
1.6
CL 1.284
1.284 1 .2 8 4
F. F LBS / FI

K
(E
msl
EGT
"C 14181 FOB
2800
:
2800
17200 LBS

It is an indication of a discrepancy N1
%
between EGT of ENG1 and ENG2. 83.3 83.3
N2
90.9 % 90.9

ENG 1 EGT DISCREPANCY

It is an indication of a discrepancy
between the digital EGT indication and
the value indicated by the needle.

It is an indication of a discrepancy
n between the value shown on the ECAM
and the real value.
You are in the middle of the engine start procedure.
Is this an automatic start or a manual start?

I= IH

I I!
[ i'll EE
ENG 96.4
N2
% 96.5
- MN START - . F .F .
1 2 .
KG 'H

Automatic.
B
E9

Manual.
rj wm ENGINE
F.USED
VIB (Nil)
5540 " LBr'

Oil
QT
VIB (N2)
o 23.0

CRANK

o
rgjiMi

TAT +25 C 0s
SAT +25 C 13 H 28
You are in the middle of the engine start procedure.
Is this an automatic start or a manual start?

R r. CL 1.302
F. F LBS / H
0 0
FOB : 10570 LBS
Automatic.

11
PARK BRK
APU BLEED
H1

I- J
rj Manual. r

ENGINE
F.USED
5540 ^ LBS ^ 5520 VIB (Nl)
0.OT 0.O
A %L fV. 23 VIB (N2)
D 23.O O .O 0.OT 0.O
O PSI
30
0 85
i X
25 25

( IH IGN
SUB irju i PSI 35 35 psi
^
0 3 H 28
During a manual start, what is the role of the
FADEC?

nn I 89. s|
1 _
FL K 89.5 % 35 c -
FOB : 17000 KG
m . UM FLAP
N2
96.4 96.5
It has a passive monitoring role, the crew
%
. F .F .
n . 1 +F
has to monitor the start carefully to take
KG 'H

corrective actions in case of

malfunctions. 11
11 m El

There is no difference between

-
Vl J automatic and normal start, FADEC
rj monitors and reacts to possible failures
ENGINE
during the start sequence. F.USED
5540 '" LBS " 5520 vTB ( Nl)
O.o O.o
1

OIL
QT
VIB (N2)
0 23.0 0 23.0 0 . OT 0.O
FADEC does not monitor the manual &
start at all. All steps and possible
fa ~ SJZ
PS i

V 0 o 85
corrective actions have to be performed :s 25

by the pilots.
-|
isami VJH( PSI 35 35 psi

Q TAT +25 C
SAT +25 DC
I
LB
During a manual start, what is the role of the
FADEC?

It has a passive monitoring role, the crew

has to monitor the start carefully to take
A k corrective actions in case of
malfunctions. t

11
There is no difference between
rI- J automatic and normal start, FADEC
LJ monitors and reacts to possible failures
during the start sequence.

ENGINE
FADEC does not monitor the manual 5540 -
F.USED
^ LRS ^ 5520 VIBCN1)
0 . OT 0 . O

r. start at all. All steps and possible

corrective actions have to be performed LJ MASTER 1 ENG MASTER 2 0 23.0
OIL
QT
o 23.0
VIB CN2)
0 . OT 0 . O

by the pilots. ON ON PSI

30
ENC ^ MODE EM G"1 0 o 85
OFF OFF

. IGJUJ
X
U N0RM
START
25 25

FIRE ION
|FAULT| PSI 35 35 PSI

a --
s
- i 2 r TAT +25
SAT +25
X
X
GW LBS

Which step of a manual start is taken over by the
FADEC?

A
10 N1
J Ignition start. KB
LX 89.5 % 35 C

FOB : 17000 KG
QED H03 3
ENG
I MAN START 1 I |
1 2 1 9b

I |* | I T O INHIBIT

i -J Ignition cut-
cut-out. B IGNITION

rj

ENGINE
Fuel flow start. F.USED
VIBCNl :
5540 5520
O.o O.o
OIL VIB(N2)
3> MASTER 1 ENG . . MASTER 2 n 23.0
QT
o 23.0 0 . OT 0 . O

A *
^
PSI
ON ON
?
30

MODE o 85
OFF , MUUt
i OFF c
1 NORM 2 25 25

n Starter engagement. FIRE

FAULT]
CR ANl:
GNV
START

| 0
PSI
-

35
|
' ON
35 PSI

2 -
Which step of a manual start is taken over by the
FADEC?

r. r.

]
Ignition start.
4
*I
ENG
MAN START +
U u t

II
ii
Vl- J
rj Ignition cut-
cut-out.

ENGINE
F.USED
-
5540 ''"TBS"'" 5520 VIB CN1)
0 . oT 0 . o

Fuel flow start. A (Vo 23.0 /s VIB CN2)

o 23 . o 0 . OT 0 . O
PSI ~

*i
^ ^s^
J
tr
30

L.
25 25

n Starter engagement.
s
E2!I51 M
On35
PSI
\ < y -\

35 psi

0 TAT +25 C I
SAT +25 C I
3 2
From
From ECAM
ECAM E/WD
E/WD and
nd SD
SD engine
i pages
determinate which step of a manual start is taken
over
over by
by the
the FADEC?
FADEC?

J A Starter valve closure.

/C
^ 10
EGT /
/
f 10 Mil
f *r
vdU vE o
0.0
_
N2
%
^
n F.F,
LBSJH 80

i- J
rj Starter valve engagement. IS n
PARK BRK
APU BLEED

ENGINE
F.USED
Fuel flow start. 5540 ^ LBS ^ 5520 VIB(Nl)
0.oT 0 0
OIL VIB(N2)
QT
ENG . 0.OT 0 . O

^
MASTER 1 MASTER 2 XI 0 23.0 0 23.0

ON F'bl
ON

| U ENG {
OFF

U
ENG MODE

Nr IGJLJ
>
IGN H
* ^
OFF
:
25
LI
C
^25
85

n Ignition start.
CRANK START

n
w) -
FIRE IGN
|FAULT| PSI 35 35 PSI
,
-

TAT +25 C LBS

i 2 E SAT +25 "C 13 H 28
w
From
From ECAM
ECAM E/WD
E/WD and
nd SD
SD enginei page determinate
d t rmin t
which step of a manual start is taken over by the
FADEC.
FADEC.

1
'
12
1.4
* '
1 -2
1.4
*
- 1.6 1.6
ERR CL 1.302
000 000
F.F LBS / H

i
A Starter valve closure. & & EGT
*C
0
FOB : 11240 LBS
0

D
N1
%

N2
%
Q

rI- J
Starter valve engagement.
n B
PARK BRK
APU BLEED

LJ

ENGINE
F.USED
5540 ^ LBS ^ 5520 VIB (Nl)
0.OT 0.O
Fuel flow start. A Z (V. 23/s VIB (N2)
o 23.o O .O 0.OT 0.O
O PSI
30
0 85
i X
25 25

( IH
rn
IGN
iaami PSI 35 35 psi
Ignition start.
0 3 H 28
 You
Yo are about
bout to
t perform
rform a take-
take-off.
take ff. You
Y don
d tt have
don h
inserted a FLEX temperature.
Which
Which thrust
thrust lever
lever detent
detent shall
shall be
be used
used for
for take-
take -off?
take-off?

i
A FULL.

CLIMB.
Mi

i r. FLEX/MCT.

'A.
n TO/GA.
During
Durin the th automatic
ti start
t rt sequence of
of ENG
ENG 2,
2 you /f l\
Is
Is this
ut
notice that only igniter B is powered.
this normal?
normal?
^ ^^l
(
iFa
1 N1
% J
vFizol
CL 94.1 %

/ *
f ID .c
EGT
f 10 FOB : 18200 LBS
VOU WT20I
"

n
0.0
0 ''LBSaT'' 80

No, normally igniter A is used for the PARK BRK

engine start. APU BLEED

Il- J No, normally both igniters are used for

rj engine start.
ENGINE
F.USED
4450 '"T BS^~ 0 VIBCNl)
0 OT 0. O
ru
,

OIL

r Yes, igniter B is always used for the Co 17.0

QT
Co
17.0
VIB (N2J
0 . oT 0 . o

engine start. psi

W 0 17 *
26

25 25

Q-| TH| B 35r 0 ~

r
n Yes, igniters are used alternatively for
engine start, in this case B.
PSI 35 psi

2o
LB

P
During
Durin the th automatic
ut ti start
t rt sequence of
of ENG
ENG 2,
2 you
notice that only igniter B is powered.
Is
Is this
this normal?
normal? CL .302
HE
^ F.F LBS / H
0 0
FOB : 18000 LBS
] Mi]

No, normally igniter A is used for the *

engine start. PARK BRK
APU BLEED

V
r
l- J No, normally both igniters are used for
rj engine start.

ii

A Z ( /
{
VIB(N2)
o 23.o Vo 23.0 0.oT0.o
Yes, igniter B is always used for the RSI
engine start.

x
/ 30u 30
U 50

25

On35 t
35 PSI
n Yes, igniters are used alternatively for
engine start, in this case B.
PSl
TAT +25 C
SAT +25 C
 ?

/10
-L .. 1
N1

You are performing a take-

take-off with the thrust levers
r
I 89 - s|1
% r
y I 89.5 1
FLX 89.5 % 35 C

in the FLEX position. Is A/THR now active? EGT %

10
*c 10 FOB : 17000 KG
16981
96.4
.N%2 _ 96.5
S FLAP F

2980
. F.F
KGJH
. 2960 1 +F

GND SPLOILER ARMED T .O . INHIBIT

CABIN READY IGNITION
SEAT BELTS
NO SMOKING

J A Yes.

i
Y . X;
-
rj No.

A
f

i
H
H

j'lL

i j
You are performing a take-
take-off with the thrust levers A k

' 1.4
*e ^ 1.4 >
in the FLEX position. Is A/THR now active? 1 -2
11
i.

360|
EPR
1 -2
i.
l .f i

1|1 360|
|* FLX. 1.360 35 C
F.F LBS / H

Ck 14501
EGT
*C (5
14501
3200
FOB : 16000 LBS
3200

FL F'
N1
%
83.3 83.3
N2 1 +F
90.5 % 90.5

GND SPOILER ARMED TO INHIBIT

CABIN READY IGNITION

J A Yes.
SEAT BELTS
NO SMOKING

K Ss

i No.
rj

B-

run
You are performing a take off with thrust levers in I 89 . s|
FLX 89.5 % 35 C

FLEX position. When does A/THR become active?

mil
N2
i I 702 I
FOB : 17000 KG

FLAP
96.4 % 96.5
. F.F. 1 +F
2930 KG 4H vynij

GND SPLOILER ARMED T O INHIBIT

CABIN READY IGNITION
SEAT BELTS
NO SMOKING
As soon as the thrust levers are pulled
J A back into the CLIMB position.

i J - As soon as you pass the thrust reduction

rj altitude.

BM W
=J
As soon as you engage the autopilot.

n As soon as you push the A/THR pb

manually on.
You are performing a take off with thrust levers in
FLEX position. When does A/THR become active? iEHT KmT7

in
LMu LMO

GND SPOILER ARMED TO INHIBIT

CABIN READY IGNITION
As soon as the thrust levers are pulled
J A back into the CLIMB position.
SEAT BELTS
NO SMOKING

>0 (X X?

i- J As soon as you pass the thrust reduction

rj altitude.

As soon as you engage the autopilot.

n As soon as you push the A/THR pb

manually on.
X X
 N , / 10

You are performing a take-

take-off with TOGA power. m* %
I 89 5|
I FLX 89.5 % 35 C

When does the A/THR become active?

EGT
C FOB : 17000 KG
|698| I702I FLAP
N2
96.4 % 96.5
2980 29601 1 +F

GND SPLOILER ARMED T O INHIBIT

CABIN READY IGNITION
SEAT BELTS

As soon as the thrust levers are pulled NO SMOKING

A back into the FLEX position.

ll

X X
As soon as you push the A/THR pb
manually on. h rl

r.
i
As soon as you engage the autopilot.

n As soon as the thrust levers are pulled

back into the CLIMB position.

X
You are performing a take-
take-off with TOGA power.
When does the A/THR become active? EEUE
i : ii

i l l
ERA ERA

GND SPOILER ARMED TO INHIBIT

CABIN READY IGNITION
As soon as the thrust levers are pulled
A
SEAT BELTS
NO SMOKING
back into the FLEX position.
r

X (m

i- J As soon as you push the A/THR pb

rj manually on.
*
i
r. As soon as you engage the autopilot.

II
1.
V
& -4

n As soon as the thrust levers are pulled

back into the CLIMB position.
X
What does an amber REV indication mean?

The reversers are faulty.

0

19 2
E REV
9.2
MREV

EGT r
1i j *C U Ei : LBS
r *i | 460 | 14601 FUR
The reversers are fully deployed.
LJ N2
59.5
30D
&
%
F F _ 59.5
300 r FULL 1
LBSH

NO SMOKING
SEAT BELTS
i

r The reversers are stuck.

n The reversers are unlocked.

What does an amber REV indication mean?

ji k

The reversers are faulty. 1.4 1.4

ERR MREV (
. 5384 . &S 4
F . F LBS ! H
S 51 Fl 81 8
EGT
[ 8821 % [ 3821 Fas ? LBS

r *i The reversers are fully deployed. 0

FUR
N
LJ %
21.0 \ 2TB P
/
N2 FULL
58.7 % 58.7

NO SMOKING
SEAT BELTS
i

r The reversers are stuck.

n The reversers are unlocked.

On
O the
th ECAM
ECAM E/WD,
E/WD, with
with thrust
thru t levers
l reverserr to
to
reverse position. What does a green REV indication
mean?
mean?

The reversers are faulty.

" f gv70.5
0
[REvf
5

70.5 ^ 1 5
MREV

EGT r
1i j *C U El : LBS
r *i [ 534 ] [ 534 ] FUR
The reversers are fully deployed.
LJ N2
88.9
820
&
%
F F _ 88 3
820 P FULL 1
LBSH

NO SMOKING
SEAT BELTS
i

r The reversers are stuck.

n The reversers are unlocked.

On
O the
th ECAM
ECAM E/WD,
E/WD, with
with thrust
thru t levers
l reverserr to
to
reverse position. What does a green REV indication
mean?
mean?

4 ,
I
i
A k
The reversers are faulty.
ERR MREV XX
ill . 3 9 9 1 1.399
F.F LBS / H
8 1750 1750
EGT
382 *C 382
FOB : 8200 LBS
i- J S FLAP r
The reversers are fully deployed. 4
ID N1 4
Li
%
73.5 73.5 i

N2 P FULL -
1
37.5 % 37.5

NO SMOKING
SEAT BELTS

r. The reversers are stuck.

n The reversers are unlocked.

Before
B for enginein starting
t rting the
th EngEn FADEC
FADEC should
h ld be
b
energized: which control do you activate in order to A

energize
energize the
the FADEC
FADEC prior
prior to
to engine
engine start?
start?
\ N1
Of. ( 1 xx XX %
vDHJ
%
IS
I N EGT
*c
/
( non
\k

FOB : 1 0 0 0 0 KG

-; non
A i
XX
N2
XX

XX "'^ KG/H ''"' XX

PARK BRK
HI
'
APU BLEED

mm
"

mm [pm! "

mm
W- ' D _eED ! .
o
r
i
DOOR / OXY / \

ii ASTER MASTER 2
SLIDE SLIDE

SLIDE E 9 SLIDE
CRANK

i
FAULT laaim
SLIDE SLIDE

TAT +25 "C O ,' "./ KG

SAT +25 "C 13 H 05
w
Before
B for enginein starting
t rting the
th EngEn FADEC
FADEC should
h ld be
b
energized: which control do you activate in order to
energize
energize the
the FADEC
FADEC prior
prior to
to engine
engine start?
start?

ERR XX
F.F LBS / H

A r ^ EGT
XX XX

V cm C cn FOB : 11 tillIJ LBS

::

D B PARK BRK
APU BLEED

! jjO [$J Jep

DOOR / OXY

*
MASTER ! MASTER 2

CRANK
\
laaim
During
Durin the th manuall start
t rt sequence off ENG
ENG 2,
2 you l1 fC^ N1

^
notice that both igniters are powered. % '
3 OGA 94.1 %
Is
Is this
this normal?
normal? |
/T ^ /? ^
1 CEU
EGT

Cdf
7
D
' C

o.o
o ^LBSJH^ 200

No, normally igniter A is used for the PARK BRK

engine start. APU BLEED

1L

Il- J Yes, for manual start both igniters are
rj always used. ll
ETvIGINE
F.USED
2650 -" LBS "' 0 VIBCN1)
0. oT 0. o

rVo P a-
17.0
(
Vo 15.0
P VIBCN2)
0. oT 0. o
No, normally igniter B is used for the
r 1 sn
engine start.
V c <*7 ?

V 35
*
25 25

G) | IGN AB 1 O
r
n Yes, both igniters are used for every start. PSl 35
TAT +25 "C
35 PSI

LB:
SAT +25 "C 28
During
Durin the th manuall start
t rt sequence off ENG
ENG 2,
2 you A

notice that both igniters are powered. ^ 1.4 >>

1.2 1.6
' 1.4 ^
1 2 1.6
Is
Is this
this normal?
normal? 000
ERR
000
CL 1.302
F.F LBS / H

& <k EGT

X

N1
%
FOB :
0 100
12010 LBS

A
7.3
N2
XX %
No, normally igniter A is used for the PARK BRK
engine start. APU BLEED

Il- J Yes, for manual start both igniters are

rj always used.
ENGINE
F.USED
5540 0 VIB ( Nl)
0. OT 0.O
A z r /s VIB ( N2)
0 . OT 0.O

r.
o 23. o VO 23.0
i No, normally igniter B is used for the
PSI
engine start. 30

o 85
:
C
25 25

CLH35
r
n Yes, both igniters are used for every start.
PSI 35 psi