THE ENGINE/WARNING DISPLAY (EWD) UNIT IS USED TO DISPLAY:
Essential data necessary to monitor engines and display warnings System pages and status page Navigation information.
IN CASE OF SLAT/FLAP CONTROL COMPUTER (SFCC) 2 FAILURE:
Slat and flap systems operate at half speed.
Only the flap system operates at half speed Only slat system operates at half speed.
TO DEACTIVATE THE WING ANTI-ICE VALVE IN THE CLOSED
LOCKED POSITION YOU HAVE TO: Check that the valve is closed and secure it with the locking screw or the locking clip Check that the valve is closed and secure it with the locking pin Set the manual override control to close and secure it with the locking pin.
.AUTOTHRUST DISCONNECTION IS NORMALLY MADE: Manually by pressing the A/THR instinctive disconnect P/B on the thrust levers or automatically
after a system failure Only automatically after a system failure Manually by pressing the A/THR P/B on the Flight Control Unit (FCU) only or automatically after
a system failure.
IF A FAILURE OF DISPLAY MANAGEMENT COMPUTERS (DMC) 1 AND 3
OCCURS The captain has to manually switch the EFIS and ECAM selectors to position 2, DMC 2 drives all
DUs DMC 2 is automatically selected to drive the EFIS and ECAM Display Units (DUs The crew has to monitor the overhead panel due to DMC 3 failure.
ON THE FUEL PANEL, WHEN THE T TK XFR P/BSW IS SET TO "FWD",
THE CENTER OF GRAVITY CONTROL FROM THE FUEL CONTROL AND
MONITORING COMPUTER IS: Overridden and the fuel flows to the inner tanks without high level protection. Overridden and the fuel flows to the center tank without high level protection. Still available and the fuel flows to the inner tanks with high level protection.
EACH CABIN AREA COMPRISES Three parts, each one corresponding to the supply from one recirculation fan A combination of several zones programmed in the Zone Controller (ZC) software A distribution duct split into two parts in the cabin, associated to a trim air valve.
.
THE ENGINE ANTI-ICE VALVES ARE CONTROLLED: By a general P/B switch. Automatically By a P/B switch for each engine.
TO DISPATCH THE AIRCRAFT, THE OVERBOARD EXTRACT VALVE
MUST BE DEACTIVATED WITH: The main flap open The main and auxiliary flaps closed. The auxiliary flap open.
THE PTU ( POWER TRANFER UNIT) IS ONE WAY BETWEEN GREEN AN YELLOW SYSTEM REVERSIBLE BETWEEN GREEN AND YELLOW SYSTEM REVERSIBLE BETWEEN BLUE AND YELLOW.
WITH ONE FLAP CONTROL UNIT (PCU) MOTOR INOPERATIVE, THE
FLAP SYSTEM: Operates at normal speed Operates at half speed Is locked by the Pressure-Off Brakes (POBs) on both wings.
.ON THE OVERHEAD HYDRAULIC PANEL, AN EDP (ENGINE DRIVEN
PUMP) WHITE "OFF" LEGEND IS ILLUMINATED: When the ENG P/BSW released out.
When the ENG P/BSW is pressed in. When the ENG P/BSW is pressed in.
FLAP DISCONNECTION IS MONITORED By torque limiters. By proximity sensors By position pick-off units (ppuis).
THE P/B THAT MUST BE PRESSED TO EVACUATE THE AVIONIC
EQUIPMENT SMOKE OVERBOARD IS THE CAB FANS P/B on the VENTILATION panel. EXTRACT P/B on the VENTILATION panel. COMMERCIAL P/B on the ELECTRIC panel.
THE EMERGENCY LOCATOR TRANSMITTER (ELT) CAN TRANSMIT
ON
Two frequencies, for civil and military.
One frequency, for militar Three frequencies, for civil, military and satellite system.
WHEN A FIRE SHUT-OFF VALVE (FSOV) IS CLOSED:
The related EDP is not affected. The related EDP is in depressurized mode The related Engine Driven Pump (EDP) is not supplied by hydraulic fluid.
THE BRAKE AND STEERING CONTROL UNIT (BSCU) CONTROLS AND
MONITORS: The manual and automatic braking modes only. The manual, automatic and in flight braking modes The manual braking mode only.
THE POTABLE WATER SYSTEM COMPRESSOR IS INHIBITED On ground. In flight When the potable Water System is being serviced.
ISIS 28 VDC SUPPLY IS PROVIDED BY THE: ESS BUS or the HOT BAT BUS if ESS BUS is lost. HOT BAT BUS on ground or by the ESS BUS in flight ESS BUS on ground or by the HOT BAT BUS in flight.
WHEN AN AC BUS 1 HAS FAILED, THE AC ESSENTIAL BUS IS
AUTOMATICALLY SUPPLIED FROM: AC BUS 2.
EMERgency GENerator STATic INVerter.
WHEN THE PARKING BRAKE IS SET AND THE PRESSURE IS ON Alternate braking is inhibited Normal braking is inhibited All other braking modes are inhibited.
THE MAIN FUNCTION OF THE PACK FLOW CONTROL VALVE IS TO
REGULATE: Bleed air flow. Bleed air pressure Bleed air temperature.
THE FUNCTION WHICH HAS FULL AUTHORITY ON THE
AUTOTHRUST IS Alphafloor acquisition Aft Center of Gravity (CG) detection Windshear detection.
THE APU OIL QUANTITY CAN BE CHECKED ON THE: Sight glass of the APU oil reservoir APU ECAM page APU SERVICE DATA page of the MCDU.
EACH FAN COWL IS SECURED BY 3 hold-open rods. 2 hold-open rods
1 hold-open rod.
RADIO MANAGEMENT PANEL 3 (RMP 3) IS DEDICATED TO VDR 3, only. VDR 3, HF Data Radio 1 (HFDR 1) and HFDR 2 VHF Data Radio 1 (VDR 1), VDR 2 and VDR 3.
THE APU GENERATOR CAN SUPPLY THE ENTIRE AC ELECTRICAL
SYSTEM In flight only. On ground only In flight or on ground.
THE CHEMICAL OXYGEN GENERATORS Are not necessary for commercial flights Provide oxygen for pilots Provide oxygen for passengers.
A SINGLE-LOOP LEAK DETECTION SYSTEM MONITORS The wings The APU supply duct. The pylon.
WHEN AN ENGINE FIRE IS DETECTED ON GROUND Fire bottle 1 is discharged automatically.
No fire bottles are fired automatically Fire bottle 2 is discharged automatically.
THE ELECTRONIC INSTRUMENT SYSTEM (EIS) IS COMPOSED OF
(CEO) 3 Display Management Computers (DMCs), 2 System Data Acquisition Concentrators (SDACs), 2 Flight Warning Computers (FWCs) and 6 Cathode Ray Tubes (CRTs) 3 DMCs, 2 SDACs, 2 FWCs and 6 Liquid Crystal Display (LCD) units. 3 DMCs only.
IN THE LAVATORY, THE FLUORESCENT TUBE BALLAST UNIT IS
POWERED BY: 5V AC. 28V DC. 115V AC.
THE AC AND DC SERVICE BUSES ARE POWERED WITHOUT
ENERGIZING THE A/C ELECTRICAL NETWORK, WHEN THE MAINT BUS
SWITCH IS ON AND: EXT POWER A is connected EXT POWER A or B is connected. EXT POWER B is connected.
THE CONDITION REQUIRED TO OPEN THE HIGH PRESSURE (HP) FUEL
SHUT OFF VALVE IS HP Fuel solenoid de-energized. Both Command Upstream pressure from the FMV and HP Fuel solenoid de-energized. Command Upstream pressure from the Fuel Metering Valve (FMV).
.
THE SUBSYSTEMS OF THE OXYGEN SYSTEM ARE The crew, the passenger and the cargo compartment oxygen systems. The crew, the passenger and the portable oxygen systems The crew and the portable oxygen systems.
.THE ESCAPE ROPE IS LOCATED IN A STOWED COMPARTMENT: In the backrest of each pilot seat In the crew rest compartment Above each sliding window.
A PUSHBUTTON WITH AN AMBER ANNUNCIATOR LIGHT INDICATES
A: Failure needing immediate action Failure needing awareness but no immediate action Pushbutton in abnormal position or in maintenance operation.
.
IN CASE OF RADIO MANAGEMENT PANEL 1 (RMP 1) FAILURE RMP 3 is connected to the CMS through RMP 1 The BITE information is lost RMP 2 is connected to the Central Maintenance System (CMS).
THE FLIGHT CONTROL UNIT (FCU) POWER-UP TEST IS INITIATED Any time the FCU is switched off When the aircraft is on ground and the power supply is restored after a cut-off of more than 5
seconds.
There is a warning and the result of the test is available on the ground report.
THE EMERGENCY LIGHTS SYSTEM IS ACTIVE IN CASE OF: Storm conditions Cabin depressurization Complete loss of electrical power.
DURING NORMAL MAIN TRANSFER FROM THE CENTER TANK THE
FUEL FLOWS TO THE: Trim tank. Outer tanks Inner tanks.
THE DEDICATED CHANNELS MANAGED BY THE SATELLITE DATA
UNIT (SDU) ARE 3 channels dedicated to data transmission and 3 channels dedicated to audio transmission 1 channel dedicated to data transmission, 2 channels dedicated to cockpit voice and 3 channels
dedicated to cabin voice/data communications 2 channels dedicated to data transmission, 2 channels dedicated to cockpit voice and 2
channels dedicated to cabin voice/data communications.
IN CASE OF ELECTRICAL POWER LOSS, THE ENGINE ANTI-ICE
VALVE MOVES TO THE: Open position. Closed position for 30 seconds. Closed position.
.IF BOTH CENTER TANK TRANSFER PUMPS FAIL, THE MAIN
TRANSFER FROM CENTER TANK TO INNER TANKS IS: Still possible via the AFT transfer pumps No longer possible Still possible using the SPLIT P/B switches.
AFTER PRESELECTION ON THE REFUEL/DEFUEL PANEL WITH THE
MODE SELECT SWITCH SET TO REFUEL, AN AUTOMATIC REFUELING
STARTS AND THE FCMC OPENS THE INVOLVED TANK INLET AND
TRANSFER VALVES: Simultaneously with no HIGH LEVEL protection. In sequence with HIGH LEVEL protection Simultaneously with HIGH LEVEL protection.
THE BITE INFORMATION RELATIVE TO THE AIRCRAFT CONDITION
MONITORING SYSTEM (ACMS) IS ISSUED FROM THE: Flight Data Interface Unit (FDIU) BITE, part of the Flight Data Interface and Management Unit
(FDIMU). Data Management Unit (DMU) BITE, part of the FDIMU Central Maintenance Computers (CMCs.
THE NUMBER OF ELECTRIC PUMP HYDRAULIC 5 2 4.
THE AC ESSENTIAL BUS IS NORMALLY SUPPLIED FROM The EMERgency GENerator AC BUS 1 AC BUS 2.
WHEN THE DOOR IS OPENED IN THE ARMED MODE AND THE
SLIDE/RAFT FAILS TO INFATE Pull the manual inflation handle Re-arm the system Use another door.
.
THE ENGINE BLEED SYSTEM IS OF: Electrical type Pneumatic type. Electro-pneumatic type.
.THE RUDDER SURFACE IS POWERED BY: One servo control actuator. Three servo control actuators. Two servo control actuators.
THE DIGITAL FLIGHT DATA RECORDER (DFDR) STATUS IS
MONITORED:
By the System Data Acquisition Concentrators (SDACs) due to a DFDR discrete signal By the Flight Data Interface Unit (FDIU) due to a DFDR discrete signal Directly by the Centralized Maintenance Computers (CMCs) through one ARINC 429 bus.
THE WINDOW HEATING SYSTEM IS CONTROLLED: Automatically only Manually only Automatically or manually.
.THE RAM AIR TURBINE (RAT) IS INSTALLED ON THE: Blue hydraulic system Green hydraulic system Yellow hydraulic system.
.THE EXTERNAL GEARBOX IS DRIVEN MECHANICALLY BY THE Intermediate (IP) rotor via the internal gearbox High Pressure (HP) rotor via the internal gearbox Low Pressure (LP) rotor.
THE LEAK DETECTION SYSTEM IS COMPOSED OF Single detection loops along the bleed ducts and monitored by the Bleed Monitoring
Computers (BMCs) Dual detection loops, except along the engine pylons where single loops are used, which are
monitored by the Bleed Monitoring Computers (BMCs).
Dual detection loops, except in the APU where single loops are used, and monitored by the
Bleed Monitoring Computers (BMCs).
THE WING ICE PROTECTION SYSTEM CONSISTS OF SUPPLYING HOT
AIR TO THE Slats and flaps Slats only 3,4 and 5 slats.
THE AVIONICS SMOKE DETECTORS ARE CONNECTED TO THE: Avionics Equipment Ventilation Computer (AEVC) Smoke Detection Control Unit (SDCU). Fire Detection Unit (FDU).
THE APU FUEL PUMP IS CONTROLLED ON WHEN THE Engine 1 feed pumps are running Fuel pressure is below 22 psi and the APU MASTER SWitch is ON and no damage is detected
along the fuel line Fuel pressure is below 22 psi bar and the APU FIRE P/B is OFF.
THE ENGINE THRUST REVERSER IS ACTUATED Hydraulically Pneumatically Electrically.
A "COMMERCIAL OFF" MESSAGE DISPLAYED ON THE ELEC AC
ECAM PAGE INDICATES: All galleys and service buses are no longer supplied All galleys are no longer supplied Only non essential cabin system have been loadshed.
.THE HYDRAULIC RESERVOIRS ARE PRESSURIZED WITH AIR IN
ORDER TO Supply the brakes. Prevent pump cavitation. Prevent overheat.
WHEN THE DOOR IS OPENED FROM THE OUTSIDE IN ARMED MODE,
THE:
Slide is deployed. Door is disarmed Red light flashes.
THE SPEED OF THE LOW PRESSURE (LP) ROTOR IS INDICATED AS: N3. N2 N1.
THE ENGINE 2 HYDRAULIC FIRE SHUT OFF VALVE (FSOV) CAN: Shut automatically following a Ram Air Turbine (RAT) extension Only be closed by the overhead fire pushbutton Shut automatically following a blue reservoir low level.
ALL PROTECTIONS FLIGHT ARE AVAILABLE IN: Flight mode Ground mode. Flare mode.
.
AIRCRAFT ON GROUND, AN APU GENERATOR OIL OVERHEAT
CAUSES: An immediate APU shutdown performed by the Electronic Control Box (ECB) Illumination of the FAULT legend on the APU GEN P/B SW and automatic isolation of the APU
generator. Illumination of the FAULT legend on the APU GEN P/B SW requiring manual isolation of the
APU Generator.
8.ON THE GROUND, THE LANDING GEAR CONTROL LEVER Can be selected to the UP position thanks to the override mechanism Can be selected to the UP position because the shock absorbers are compressed Cannot be selected to the UP position as it is locked by the baulk solenoid.
ON A FLAP OR SLAT POWER CONTROL UNIT (PCU), THE FOUR
SOLENOID VALVES CONTROL: Extension, retraction, high speed, pressure off brake (POB) Extension, retraction, high speed, torque limiter Extension, retraction, high speed, wing tip brake (WTB).
THE CENTER TANK IS VENTED TO THE:
RH wing surge tank. LH inner tank LH wing surge tank.
THE TIRE PRESSURE INDICATING SYSTEM (TIPS) CONSISTS OF A Sensor and a Tire Pressure Indicating Computer (TPIC) only Sensor, a transmitter unit and a TPIC Transmitter unit and a TPIC only.
EXTERNAL POWER OVERVOLTAGE IS DETECTED BY THE: GAPCU at CTs (Current Transformers) Electrical Contactor Management Units (ECMUs) at POR Ground and auxiliary Power Unit (GAPCU).
THE AUTOBRAKE IS AVAILABLE In the normal braking mode only In the alternate braking mode only In all the braking modes.
.THE ACTIONS TO BE PERFORMED APPEAR ON THE: ECAM WHEEL page ECAM CRUISE page EWD.
ON THE OVERHEAD CARGO SMOKE CONTROL PANEL "DISCH"
ANNUNCIATOR LIGHT, THE BTL 1 LIGHT COMES ON IF: A fire is detected. The bottle is discharged. The bottle is fired.
THE EMERGENCY POWER SUPPLY UNIT (EPSU) SUPPLIES The exit sign lights. The ceiling lights All the emergency lights.
WICH HYDRAULIC SYSTEMS ARE USED FOR BRAKING Blue or green Green or yellow Blue or yellow.
IN CASE OF A FIRE DETECTOR LOOP A FAULT, THE FIRE DETECTION
SYSTEM Will be lost. Will operate in single loop operation.
Will generate a fire warning.
WHEN THE APU INLET FLAP IS DEACTIVATED CLOSED: The APU operation is limited to 10 days The APU is operational. The APU is not operational.
1.IN NORMAL OPERATION, VHF DATA RADIO (VDR) TRANSCEIVER
FREQUENCY CONTROL IS PERFORMED BY
RMPs and the Air Traffic Service Unit (ATSU) for all VDRs Radio Management Panels (RMPs) only RMPs for all VDRs, and the ATSU for VDR3.
.
.THE HP GROUND CONNECTORS ARE CONNECTED TO THE LH and RH bleed manifolds LH bleed manifold RH bleed manifold.
THE ENGINE PRIMARY INDICATIONS ARE FOUND ON THE:
ECAM System Display (SD) ENGINE page. ECAM System Display (SD) CRUISE page ECAM Engine/Warning Display (EWD).
ONE FUNCTION OF EACH AIR CONDITIONING PACK IS TO PROVIDE:
A fine temperature regulation according to a demand from the pach controllers. A temperature regulation of air coming from the recirculation fans.. A basic temperature regulation according to a demand from the zone controller.
THE AUDIO MANAGEMENT UNIT (AMU) COMPRISES AUDIO CARDS And a SELCAL/BITE card. Three cockpit amplifier cards, a SELCAL/BITE card, a flight interphone card and an emergency
function And three cockpit amplifier cards.
THE ENGINE FUEL SYSTEM IS DESIGNED TO PROVIDE METERED
FUEL TO THE COMBUSTION CHAMBER Only. To cool the engine oil and to operate the Turbine Case Cooling (TCC) actuators. To cool engine oil and to operate the Variable Stator Vanes (VSV) actuators.
THE FLIGHT CONTROL SURFACES ASSOCIATED TO THE DROOP
FUNCTION ARE THE Elevators.
Flaps. Ailerons.
.THE BRAKE COOLING SYSTEM IS USUALLY USED: In flight On ground. At take off.
THE MAIN FUNCTION OF THE AUXILIARY POWER UNIT (APU) IS TO
PRODUCE: Electrical and hydraulic power Pneumatic and hydraulic power Pneumatic and electrical power.
.
.IF A SPOILER ACTUATOR IS MANUALLY EXTENDED BY SELECTED
MAINTENANCE POSITION "M Install a safety collar around the the spoiler actuator piston. No additional safety protections are required. A leak test must be performed.
FOR THE NORMAL BRAKING OPERATION: The auto brake mode must be selected manually. The auto brake system arms automatically The anti-skid system must be selected manually.
THE WAVE GUIDE SWITCHING IS CONTROLLED BY The weather radar Control Unit (CU) The transceivers (XCVR's) when needed. Alternatively by both XCVR's.
.THE WATER INDICATION IS DISPLAYED ON THE: Flight Attendant Panel (FAP) and on the potable water service panel. Potable water service panel only MCDU.
.THE INTEGRATED STANDBY INSTRUMENT SYSTEM (ISIS) REPLACES
THREE CONVENTIONAL STANDBY INSTRUMENTS:
The standby altimeter, the standby horizon and the standby airspeed indicator The standby altimeter, the standby horizon and the standby vertical speed indicator.
The standby altimeter, the standby compass and the standby vertical speed indicator.
.THE AIR WHICH SUPPLIES THE AVIONICS EQUIPMENT VENTILATION
COMES FROM:
External air. The cargo ventilation. The cabin air recirculation.
THE FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC) IS MADE
OF THE: EIVMU EEC and engine control and sensors. Engine Interface Vibration Monitoring Unit (EIVMU) and the Engine Electronic Controller (EEC).
THE APU IS DESIGNED TO DELIVER THROUGHOUT THE ENTIRE
FLIGHT ENVELOPE, ELECTRICAL POWER: Below Flight Level (FL) 230 and bleed air And bleed air above Flight Level (FL) 230. And bleed air below Flight Level (FL) 230.
THE ENGINE BACK UP PARAMETER TO COMPUTE THE THRUST (IF
THE ENGINE PRESSURE RATIO REFERENCE FAILS) IS: N1 N3. N2.
FAILURES AND MALFUNCTIONS RELATED TO CAUTION SITUATIONS
ARE ACQUIRED BY THE System Data Acquisition Concentrator (SDAC).
Flight Warning Computer (FWC) Display Management Computer (DMC).
A TYPE B DECODER/ENCODER UNIT (DEU B) IS FAULTY. THE
CONSEQUENCES ARE The AIP is inoperative, and A DEU B XX fault message is displayed on the post flight report and
CIDS test results The associated Attendant Indication Panel (AIP) is inoperative. A DEU B XX fault message is displayed on the post flight report and Cabin Intercommunication
Data System (CIDS) test results.
EMERGENCY EXITS ARE LOCATED: Above the wing Forward. AFT.
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