A-330

Learning Objectives Document

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Guidance for Preparing for the Esv (-323 / -200 ONLY)

A330 Training Aids:

- LMS – Aircraft Systems Distance Learning (DeltaNet, Fleets, A330, A330 Reference Materials)
o Suggestion is to complete your Distance Learning while reviewing the LOD. This will
help focus what is required to understand from Distance Learning.

- LOD
o Esv is written from the LOD.
o Basically the Esv evaluates 3 areas:
 Facts of Aircraft Systems
 Examples: What causes the RAT to deploy? How many oxygen bottles
are on board and/or where is the general location of them? What causes
the emergency lights to illuminate automatically?
 Selector or Pushbuttons (pb’s)
 Be able to explain what their function(s) are.
o Example: What are the EMER CANC Key function(s).
o What are the function(s) of the selectors on the ECAM Switching
panel?
 Symbols
 What do the green, amber, or blue symbols represent?
 What is the difference of a solid arrow verses an open arrow?

- Volume II
o Volume II was written as a training manual. Most chapters have 2 sections. Section 1,
the “10” section is “System Description”. This section examples the system. Section 2,
the “20” section is “Controls and Indicators”, which explains switch or pushbutton
explanation, and symbols.

- Under A330, “TRAINING”, “Reference Material”:

o Esv Self-Assessment (farther down page)
o A330 Flashcards
o A330 Panels

- Under A330, “Initial Qualifications (IQ)”

o At the bottom of the page, “Module 100 Series Information”
 Module 101 Part 1 and Part 2 are Powerpoint presentations that we will review in
class on Day 1 of your training.

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ACGEN_1 Specify the recommended minimum pavement width for a 180 turn. VOL. II,
06.11
(-200)
Minimum width of pavement for 180° turn: 142 Feet

(-300)
Minimum width of pavement for 180° turn: 157 Feet
ACGEN_1 Describe the relationship of the nose, wing and tail during a turn. VOL. II,
06.11
The wing tip swings the largest arc during a turn and determines the minimum obstruction
path. All other portions of the plane remain within this arc.
ACGEN_3 Specify the number and locations of all normal and emergency exits (include VOL. II,
doors, windows, etc). 52.11,
56.11
The airplane has six cabin doors and two emergency exit doors in the cabin.

The flight deck sliding windows, one on the left and one on the right, can be opened by
the flight crew on the ground or in flight and can be used for emergency evacuation.
ACGEN_4 In relationship to the doors, discuss normal and abnormal indications on ECAM VOL. II,
DOOR/OXY page. 52.11

The exterior doors are displayed as:

 Open green - The door is closed and locked.
 Solid amber with an amber label - The door is
open.
 Amber X with a white label - Detection fault, the
status of the door is unknown.

SLIDE is displayed in white when the slide is armed. It

is not displayed when the slide is disarmed.

ACGEN_5 State emergency equipment available in the flight deck and cabin. VOL. II,
58.10
Cabin:
 Medical
o Expanded Medical Kit (XMK)
o Medical pouch
o Automated External Defibrillator (AED)
o First aid kits
o Portable oxygen bottles
 Fire fighting
o Fire extinguishers (Halon and H20)
o Protective Breathing Equipment (PBE)
 Flotation
o Personal Flotation Devices (PFDs)
o Passenger seat bottom cushions
 Signaling
o Emergency Locator Transmitter (ELT)
 Miscellaneous

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o Megaphones
o Flashlights
Flight Deck:
 Fire fighting
o Fire extinguishers (Halon)
o Protective Breathing Equipment (PBE)
 Flotation
o Personal Flotation Devices (PFDs)
 Signaling
o Emergency Locator Transmitter (ELT)
 Miscellaneous
o Escape ropes
o Crash axe
ACGEN_6 REMOVED
ACGEN_7 Identify available cabin lighting during emergency electrical configuration. VOL. II,
33.11
Emergency lighting consists of:
 EXIT Signs
 Escape path lights
 Overhead emergency lights
 Escape slide lights
ACGEN_8 Describe the function of the Flight Deck Emergency Light Switch & Emergency VOL. II,
Lights. Switch located on the Flight Attendant Panel Door 1L. 33.11

EMER EXIT LT switch

ON - The EXIT signs, escape path lights, and overhead
emergency lights illuminate.

ARM - The emergency lights are armed to illuminate if

certain aircraft electrical system power failures occur,
aircraft normal power, AC busses 1 and 2.

OFF - The emergency lights extinguish and an amber OFF light next to the switch
illuminates.

EMER pb
If the EMER pb on the forward attendant panel is
pushed, all of the emergency lights illuminate
regardless of the position of the EMER EXIT LT
switch.

ACGEN_9 Identify if the crew oxygen system has over-pressurized. VOL. II,
35.11
If an overpressure exists in the cylinder or the supply line, oxygen will be vented
overboard through an oxygen relief port on the right side of the forward fuselage. The
relief port is normally filled by a green disc which is blown out when an overpressure
discharge has occurred.

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ACGEN_10 Understand control functions and indications on the OXYGEN panel. VOL. II,
35.20

1. MASK MAN ON pb
AUTO (guarded) - The oxygen mask doors open automatically when the cabin
altitude exceeds approximately 14,000 feet.

Pushed (guard lifted) - Manually sends a signal to deploy the cabin oxygen
masks.

2. PASSENGER SYS ON Light

Illuminates white when either an automatic or manual signal has been sent to
deploy the masks.

3. CREW SUPPLY pb
On (lights out) - The crew oxygen low pressure supply valve is open and low
pressure oxygen is supplied to the masks.

Selected OFF - Illuminates white and the valve closes. The DOOR/OXY page
OXY indication becomes amber and REGUL LO PR is displayed as pressure in
the supply line becomes low.
ACGEN_11 Understand control functions and indications on the crew oxygen masks. VOL. II,
35.20

1. Mode Selector Knob

NORM - A mixture of cabin air and oxygen supply is delivered to the mask. The
mixture varies with cabin altitude.

100% - The mask delivers 100% oxygen.

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EMER - Continuous and positive oxygen pressure is supplied to the mask. This
position should be used if the mask regulator fails or the mask needs to be
purged of fog or contaminated air.

2. Blinker
The blinker opens to expose a yellow disk indicating that oxygen is flowing to the
mask.

3. TEST/RESET Button
With the right door closed, pushing the TEST/RESET button tests the operation
of the blinker and oxygen system integrity. When the button is released, the mask
microphone and the oxygen supply to the mask are disabled.

4. OXY ON Flag
If the right door is closed, but the mask oxygen and microphone are active, the
white OXY ON flag appears. The flag only appears with the door closed and
serves to indicate that the oxygen mask needs to be reset. Pressing the test/reset
button will turn off the mask oxygen supply, turn off the mask microphone, and
retract the flag.
ACGEN_12 In relationship to the oxygen system, discuss normal and abnormal indications on VOL. II,
ECAM DOOR/OXY page. 35.20

1. CKPT OXY
Normally white, becomes amber if any of the following
conditions are met:
 Oxygen cylinder pressure is less than [300] psi.
 The supply line pressure is low.
 OXYGEN CREW SUPPLY pb is OFF.

2. Numeric Value
Indicates the cylinder pressure and can be displayed as:
 Green - The pressure is at least [600] psi.
 Pulsing Green - The pressure is between [300]
and [600] psi.
 Amber numeric indication -The pressure is less
than [300] psi.
 Amber half frame around the value - The pressure is below [1,000] psi.

3. REGUL LO PR
Displayed in amber if pressure in the supply line is low.
ACGEN_13 State location and number of portable oxygen tanks. VOL. II,
58.11
Sixteen portable oxygen bottles, each with an attached yellow oxygen mask, are located
throughout the cabin.

If a bottle is missing or the pressure is below the FULL range, contact Dispatch for
possible MDM relief.
ACGEN_14 Identify if the APU fire suppression agent has been over-pressurized. VOL. I,
4.15,

VOL. II,

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An overpressure discharge indicator is provided for the APU fire extinguisher bottle. It 26.11
consists of a red disc located on the tail near the APU air intake flap. If the disc is
missing, the pressure relief device may have released the fire extinguisher agent.
AIR_1 Understand the control functions and indications on the AIR panel. VOL. II,
21.20,
36.20

1. RAM AIR pb
Selected ON (guard lifted) - The ram air inlet opens if differential pressure is less
than 1.0 psi and the DITCHING pb is not selected ON.

2. PACK 1(2) pbs

 On (lights out) - The respective pack operates normally.
 Selected OFF - The respective pack flow control valve closes.
 FAULT - Illuminates amber if the valve position disagrees with the
selected position or if a pack fault occurs. The respective pack flow
control valve closes automatically. It does not illuminate when the valve
closes under normal conditions (e.g., engine start).

3. PACK FLOW Selector

Used to exercise limited control over pack flow by requesting the desired flow via
the zone controller. Regardless of switch position, the zone controller commands
high flow when the APU is supplying bleed air or only one pack is operating.

4. COCKPIT and CABIN Temperature Selectors

Used to select the desired temperature in each zone. The positions of the
temperature selectors on the AIR panel correspond with the following
temperatures:
 COLD - [64°F]
 12 o’clock - [76°F]

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 HOT - [86°F]

Note: The cabin temp selector sets a reference temperature from which individual
cabin zone temperatures are adjusted on the forward attendant’s panel.

5. HOT AIR 1(2) Pbs

 On (lights out) - The hot air valves operate normally.
 OFF - The respective hot air valve closes.
 FAULT - Illuminates amber if the duct temperature exceeds
predetermined temperature. The respective hot air valve closes. The
FAULT light extinguishes if the pb is selected OFF and the overheat
condition no longer exists.

6. ENG 1(2) Bleed Pbs

On (lights out) - The respective engine bleed valve operates normally.
 OFF - The engine bleed valve and HP valve close.
 FAULT - Illuminates amber if any of the following occur:
o The bleed valve is not closed during engine start or when the
APU bleed valve is open.
o An overpressure is detected.
o A bleed leak is detected.
The FAULT light extinguishes when the pb is selected OFF, provided the
failure condition no longer exists.

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7. APU Bleed Pb
ON -
 The APU Bleed valve opens if APU N speed is greater than [95%],
altitude is less than 25,000 ft. (climbing) or 23,000 ft. (descending), and
no leak is detected in the APU or left side of the bleed system.
 The engine bleed and HP valves close.
 The crossbleed valve opens if the crossbleed selector is in the AUTO
position.
 The air conditioning packs go to high flow. Off (lights out) - The APU
bleed valve closes.

Off (lights out) - The APU bleed valve closes.

FAULT - Illuminates amber if an APU bleed leak is detected. The bleed valve
closes automatically.

8. Crossbleed Selector
 AUTO - The valve is normally closed and opens if the APU bleed valve is
open. The crossbleed valve opens after a [10] second delay. The valve
closes automatically if either BMC detects a bleed leak, unless an engine
start is in progress.
 OPEN - Overrides the automatic operation of the valve and manually
opens the valve.
 CLOSE - Overrides the automatic operation of the valve and manually
closes the valve.
AIR_2 Recall the normal preflight positions for the controls and indicators on the AIR, VOL. I,
CABIN PRESS, AIR CARGO, and VENTILATION panels. NP. 20.21
NP. 20.23
AIR Panel: Lights out and guarded, knobs at 12 o’clock. Exceptions: APU BLEED pb
may be selected if required, and PACK pbs may show FAULT if there is no pneumatic air.

CABIN PRESS: Lights out and guarded, knobs at 12 o’clock. V/S CTL switch in neutral
position.

AIR CARGO: Lights out and knobs at 12 o’clock.

VENTILATION: Lights out.

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AIR_3 Discuss normal and abnormal indications on the ECAM COND page. VOL. II,
21.20

1. Zone Temperatures
Displays the actual temperature in each zone of the cabin.

2. Zone Duct Temperatures

Displays the temperature of air in the supply duct for each cabin zone. Normally
green, becomes amber above predetermined temperature.

3. Trim Air Valves

Displays the positions of the trim air valves.
 Green - Normal
 Amber – Valve failure

4. Hot Air Cross Valve

Displays the position of the hot air cross valve. Valve opens automatically when
one HOT AIR supply has failed. Normally cross-line green, the valve position can
also be displayed:
 In-line green if the valve is open under normal conditions (not fully
closed).
 Cross-line or in-line amber if there is a disagreement between the valve
and the commanded position.

5. Hot Air Valves

Displays the position of the hot air valves.

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 In-line green if the valve is open under normal conditions (not fully
closed).
 Cross-line green if the valve is closed under normal conditions.
 Cross-line or in-line amber if there is a disagreement between the pb
selection and the valve position.

6. HOT AIR Label

Normally green, becomes amber if the respective pack flow control valve is
closed.

7. Forward Cargo Cold Air Valve

Displays the position of the forward cargo cold air valve. The valve is displayed:
 In-line green - Fully open
 In-line amber - Failed open
 Slant-line green - Partially open
 Slant-line amber - In transit or failed partially open
 Cross-line green - Fully closed
 Cross-line amber - Failed closed
 Cross-line amber, and line indication also amber - At least one pack off

8. Bulk Cargo Heater Status

Normally green, becomes amber if the heater fails. The arrow varies between C
(cold) and H (hot) with heater output which varies depending on the compartment
temperature and the selected temperature.

9. Cabin Fan Indications

FAN is displayed in amber on the COND page if a cabin fan fails or is selected
OFF.
AIR_4 Describe the function of the Hot Air system. VOL. II,
21.11
To maintain the selected zone temperatures, the zone controller adds hot air, via the trim
air valves, to the cool air supplied to the zones by the mixing unit. Hot air is only added to
the zones that require air warmer than that supplied by the mixing unit.
AIR_5 Recall the effect of a zone controller failure on the remainder of the air conditioning VOL. II,
system. 21.11

If both channels of the zone controller fail:

 The pack controllers control temperature at a fixed output of [68°F].
 Flight deck and forward attendant panel control of temperature and zone
temperature regulation is no longer possible.
 PACK FLOW selector is inoperative.

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AIR_6 Understand control functions and indications on the CABIN PRESS Panel. VOL. II,
21.20

1. VALVE SEL Switch

Used to select which outflow valves are controlled manually.
 AFT - Allows the aft outflow valve to be controlled manually.
 BOTH - Allows both outflow valves to be controlled manually.
 FWD - Allows the forward outflow valve to be controlled manually.

2. V/S CTL Switch

Used to control the position of the outflow valves in the manual mode. The switch
is spring loaded to the neutral position and must be held in the desired position to
move the selected outflow valve.
 UP - The selected outflow valves move toward the open position, cabin
altitude increases.
 DN - The selected outflow valves move toward the closed position, cabin
altitude decreases.
 Neutral - The selected outflow valves do not move

3. MODE SEL pb
 AUTO (lights out) - The pressurization system operates in automatic
mode.
 MAN - The selected outflow valves are controlled manually using the
MAN V/S CTL switch.
 FAULT - Illuminates amber if the pressure controllers fail.

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4. LDG ELEV Selector

 AUTO - The active controller uses landing elevation information from the
FMS.
 Manual (out of the AUTO position) - The active controller uses landing
elevation information from the LDG ELEV selector.

5. DITCHING pb
Selected ON:
 All exterior valves below the water line:
o The cabin fans shut off.
o Forward and aft outflow valves close.
o Avionics overboard extract valve closes.
o Pack flow control valves close.
o Ram air inlet closes.

Note: The outflow valves will not automatically close when the DITCHING pb is selected
ON if the MODE SEL pb is in MAN

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AIR_7 Discuss normal and abnormal indications on the ECAM CAB PRESS page. VOL. II,
21.20

1. Pressurization Mode
 AUTO - Displayed in green when the active controller uses landing
elevation information from the FMS, becomes amber if both FMGECs
fail.
 MAN - The active controller uses landing elevation selected using the
LDG ELEV selector on the overhead CABIN PRESS panel. The field is
blank if the MODE SEL pb is selected to MAN and the VALVE SEL
switch is in the BOTH position.

2. Landing Elevation
Displays the elevation of the landing airport as selected from the FMS (auto) or
the LDG ELEV selector. The value is displayed in green. It is not displayed if the

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MODE SEL pb is selected to MAN and the VALVE SEL switch is in the BOTH
position. Replaced by two amber Xs if both FMGECs fail.

3. Cabin Differential Pressure

Normally green, becomes amber if differential pressure is above or below a
predetermined pressure.

4. Cabin Vertical Speed

Normally green, pulses green if the cabin vertical speed exceeds a
predetermined rate. On the cruise page, the cabin vertical speed is normally a
digital display. If the MODE SEL pb is selected to MAN, an analog indication is
displayed. The cabin vertical speed is also displayed on the DOOR/OXY page (in
digital format) when the system is in the automatic mode.

5. Cabin Altitude
Normally green, pulses green if the cabin altitude exceeds a predetermined
altitude. Displayed in red if cabin altitude exceeds [9550] feet.

6. Pressure Controller Label

The active controller is displayed in green. The inactive controller is not
displayed. The respective controller is displayed in amber if a fault occurs.

7. VENT Label
Normally white, becomes amber if low extract air flow is detected.

8. Safety Valve
Normally the SAFETY label is white and the valve indication is green. They both
become amber if any safety valve is open.

9. EXTRACT Label
Normally white, becomes amber if the avionics extract valve is in an abnormal
position.

10. Pack Indications

The PACK 1(2) labels are white and the triangles are green if the pack flow
control valves are open. They become amber if the respective pack flow control
valve is closed.

11. Overboard Extract Valve

Displays the position of the avionics extract valve. Normally green, becomes
amber if the valve is in an abnormal position.

12. Forward and Aft Outflow Valve Indications

Displays the positions of the forward and aft outflow valves. Normally the FWD
(AFT) labels are white and the valve position indications are green. They become
amber if either of the following conditions are met:
The respective outflow valve opens more than [95%] in flight.
Automatic control of the respective outflow valve fails.

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If an outflow valve is under manual control, MAN is displayed in green above the
respective FWD (AFT) label.
AIR_8 Describe the six phases of the cabin pressurization system when operating VOL. II,
automatically. 21.12

There are six pressurization phases when the system is operating automatically:
 Ground - The aircraft is depressurized by fully opening the outflow valves during
ground operations. After landing, residual cabin pressure is released gradually
before the outflow valves are fully opened. An open signal is sent to the outflow
valves shortly thereafter.
 Takeoff - To avoid a pressure surge at rotation, the active controller pressurizes
the aircraft to [0.1] psi when takeoff power is applied.
 Climb - After lift-off, the active controller varies the cabin altitude with the actual
aircraft rate of climb.
 Cruise - At the top of climb, the active controller maintains the lowest cabin
altitude that is compatible with the maximum allowable differential pressure.
Cabin altitude will not exceed [8000] feet.
 Descent - The active controller optimizes the cabin descent to reach landing field
pressure altitude [+0.1] psi just prior to landing. The target cabin altitude for
landing is determined by information from either:
o The FMS for airport elevation and barometric reference information.
o The LDG ELEV selector on the overhead panel and the captain’s
barometric reference setting.
 Abort - Returns the cabin altitude to the takeoff elevation if the aircraft does not
climb after takeoff (begins a descent prior to climbing above [8000] feet msl or
does not climb more than [5000] feet). If a climb is subsequently initiated, the
normal pressurization scheduled is resumed.
AIR_9 Describe the effect of losing one pressure controller. Both controllers? VOL. II,
21.12
Two independent pressure controllers provide automatic operation of the pressurization
system. If one pressure controller fails, the other controller becomes active.

If both automatic pressure controllers fail, the outflow valves must be controlled directly
using the manual mode. Each outflow valve has a motor dedicated to manual operation.
The outflow valves can be operated manually, either together or independently.

AIR_10 Demonstrate ability to operate pressurization system manually. VOL. II,

21.12
Selecting the MODE SEL pb to MAN on the CABIN PRESS panel switches the
pressurization system to the manual mode. The VALVE SEL switch is used to select
which outflow valves are controlled manually. Both outflow valves can be controlled
simultaneously or the forward or aft outflow valve can be controlled independently.
Selecting only one outflow valve allows the active pressure controller, if available, to
control the other valve.

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Example: If both automatic motors for the FWD outflow valve fail, selecting the MODE
SEL pb to MAN and the VALVE SEL switch to FWD allows the crew to manually operate
the FWD outflow valve while the active controller operates the AFT.

The MAN V/S CTL switch is used to control the position of the outflow valves in the
manual mode. The switch is spring loaded to the neutral position and must be held in the
desired position to move the selected outflow valve.

AIR_11 Demonstrate ability to switch pressurization control systems. VOL. II,

21.12
The active controller switches if the MODE SEL pb is selected to MAN for at least three
seconds and then back to AUTO.
AIR_12 Understand the control functions and indications on the AIR CARGO and VOL. II,
VENTILATION panels. 21.20

1. FWD and BULK ISOL VALVES pbs

 On (lights out) - The forward (bulk) cargo ventilation system operates
normally.
 OFF - The forward (bulk) cargo inlet and outlet isolation valves close.
 FAULT - Illuminates amber if an inlet or outlet isolation valve is not in the
selected position or if smoke is detected in the respective cargo
compartment.

2. COOLING Selector
Used to adjust the quantity of conditioned air mixed with inlet (cabin) air.
 OFF - The cold air valve closes and no cold air is added.
 NORM - The cold air valve partially opens.

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 MAX - The cold air valve fully opens and the maximum quantity of
conditioned air is provided.

3. BULK HOT AIR pb

 OFF - The heating element and the heater fan shut off.
 FAULT - Illuminates amber if a bulk cargo compartment inlet duct
overheat is detected. The FAULT light extinguishes if the pb is selected
OFF and the overheat condition no longer exists.

4. FWD and BULK Temperature Selectors

Used to select the desired temperature in the respective compartment.
 COLD - [41° F]
 12 o’clock - [59°F]
 HOT - [77°F]
Note: Aft cargo temperature control is not available.

5. VENTILATION EXTRACT pb
 AUTO (lights out) - The avionics ventilation system operates normally.
 OVRD - The overboard extract valve partially opens and the underfloor
extract valve closes.
 FAULT - Illuminates amber if low air flow is detected in the avionics
compartment (e.g., extract fan fault)

6. CAB FANS pb
 On (lights out) - The cabin fans operated normally.
 Selected OFF - The cabin fans shut off.
AIR_13 State the flow of avionics vent air during normal and abnormal situations. VOL. II,
21.11
Avionics ventilation air is vented overboard through either the underfloor extract valve to
the forward outflow valve area or through the overboard extract valve. The overboard
extract valve is located on the bottom of aircraft, aft of the nosewheel.

When the aircraft is on the ground with the engines shutdown, the overboard extract
valve opens, the underfloor extract valve closes, and air is vented overboard.

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When the aircraft is in flight, or an engine is
running, or if the DITCHING pb is selected ON,
the overboard extract valve closes and the
underfloor extract valve opens and air is
vented to the forward outflow valve area.

The FAULT light in the EXTRACT pb on the

VENTILATION panel illuminates if low air flow is
detected in the avionics compartment (e.g.,
extract fan fault). The FAULT light extinguishes if
the EXTRACT pb is selected to OVRD. If the
aircraft is on the ground, an external warning horn
sounds in the nose gear area after [5] minutes.

If the EXTRACT pb is selected to OVRD, the

overboard extract valve partially opens and the underfloor extract valve closes. In this
configuration differential pressure provides the airflow necessary for avionics ventilation.

AIR_14 Describe the operation of the lavatory and galley ventilation system. VOL. II,
21.11

Lav and galley ventilation is fully automatic. On the ground or when differential pressure
is less than [1.0] psi an electric extract fan draws cabin air from the lavs and galleys
through an extract duct and exhausts it overboard through a venturi at the rear of the
aircraft.

When the aircraft is pressurized, differential pressure forces air from the lavs and galleys
through the extract duct and out the venturi.
AIR_15 Recall which cargo compartments are suitable for live animals & plants. VOL. II,
21.11
The forward cargo compartment is ventilated, heated and cooled. The bulk cargo
compartment can be electrically heated but not cooled. The temperature in the aft cargo
compartment cannot be directly controlled. Therefore, live animals & plants can be
transported in either the forward or bulk compartments (300 only).
AIR_16 Recall how the bulk cargo compartment is heated. (-323 ONLY) VOL. II,
21.11

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An electric fan blows cabin air over an electric heating element, through an inlet isolation
valve, and into the cargo compartment. An extract fan draws air from the cargo
compartment, through an outlet isolation valve to the aft outflow valve area.

AIR_17 Recall how the forward cargo compartment is ventilated. (-200 AND -323 ONLY) VOL. II,
21.11
Air from the cabin and around the forward cargo compartment passes through two inlet
isolation valves and enters the forward cargo compartment. An electric extract fan draws
air through an outlet isolation valve to the forward outflow valve area.

To cool the compartment, cold air supplied by pack two, passes through a cold air valve
and is mixed with the inlet air. To warm the compartment, hot air supplied by HOT AIR 1
is mixed with inlet air through the forward cargo trim air valve.

The ventilation controller operates the inlet and outlet isolation valves and the extract fan.
If the inlet and outlet isolation valves are open, the extract fan runs and ventilation is
provided.

AIR_18 Discuss normal and abnormal indications on the ECAM BLEED page as they relate to the VOL. II,
air conditioning system. 21.20,
36.20

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1. High Pressure (HP) Bleed Valves

 In-line green - Valve open
 Cross-line green - Valve closed
 Cross-line amber - Valve closed and respective engine is not running or
valve disagreement in closed position.

2. Bleed Valves
Same as HP bleed valve (above) plus:
 In-line amber - Valve disagreement in the open position.

3. Bleed Air Temperature

Normally green, becomes amber if an overheat exists, or low temperature is
detected with wing anti-ice on.

4. Bleed Air Pressure

Normally green, becomes amber if the pressure is above or below a
predetermined pressure.

5. Engine Labels
Normally white but become amber when N2 of the corresponding engine is below
idle.

6. APU Bleed Valve

 In-line green - Valve open
 Cross-line green - Valve closed
 Cross-line amber - Valve not fully open with APU BLEED pb selected ON

7. GND Label
Displayed in white when the aircraft is on the ground to indicate where HP ground
air enters the crossbleed duct. It does not provide any indication of whether the
ground air connection is in use or not.

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8. Crossbleed Valve
 In-line green - Valve open
 Cross-line green - Valve closed
 Amber - In transit or valve disagreement with commanded position

9. Pack Outlet Temperature

Displays the temperature of conditioned air exiting the pack.
Normally green, becomes amber if the temperature exceeds a predetermined
temperature.

10. Temperature Control Valve

Displays the position of the pack’s temperature control valve. Valve position
varies between:
 C (Cold) - More bleed air passes through the main heat exchanger and
turbine resulting in a colder pack outlet temperature.
 H (Hot) - Less bleed air passes through the main heat exchanger and
turbine resulting in a hotter pack outlet temperature.

11. Pack Compressor Outlet Temperature

Displays the temperature of air within the pack at the compressor outlet. Normally
green, becomes amber if the temperature exceeds a predetermined temperature.

12. Pack Flow

Displays actual pack air flow rate.
The 12 o’clock position represents 100% airflow rate. Flow varies between:
 LO - [70%] airflow.
 HI - [130%] airflow.

13. Pack Flow Control Valve

Displayed in-line green if the valve is open (not fully closed). Displayed cross-line
amber if the valve is fully closed.

14. Ram Air Valve

Displays the position of the ram-air inlet valve.
Normally cross-line green (closed). Can also be displayed:
 In-line green - Open
 Slant-line amber - In-transit
 Cross-line amber - Failed closed
 In-line amber - Failed open

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15. Pack Bypass Valve
Displays the status of the pack bypass valve. An arrow is only displayed if the
valve is open. If the compressor/turbine section of the pack fails, the pack bypass
valve opens and the arrow is displayed in green. The arrow is displayed in amber
if it fails in the open position.
AIR_19 Understand the priority of pneumatic systems for pack operation. VOL II,
36.11
The APU bleed air has priority over engine bleed air. When the APU Bleed pb is selected
on:
 The APU bleed valve opens if APU N speed is greater than [95%]
 Altitude is less than 25,000 ft. (climbing) or 23,000 ft. (descending), and no leak is
detected in the APU or left side of the bleed system.
 The engine bleed and HP valves close.
 The crossbleed valve opens if the crossbleed selector is in the AUTO position.
AIR_20 Identify if high and/or low pressure ground supplied air is connected. VOL. II,
21.11,
The white GND indication on the bleed page is displayed when the aircraft is on the 36.11
ground to indicate where HP ground air enters the crossbleed duct. When HP ground air
is in use, the bleed air temperature and pressure indications on the BLEED page display
the temperature and pressure of the HP air if the engine bleed valves are closed. There
are no other indications that HP ground air is in use.

External sources may be used to supply low pressure (LP) conditioned air directly to the
mixing unit for aircraft heating and cooling. Two low pressure connections on the bottom
of the aircraft allow one or two ground air sources to be connected to the aircraft. There
are no direct flight deck indications that ground conditioned air is in use.
ICE_01 Discuss normal and abnormal indications on the ECAM BLEED page as they relate VOL. II,
to the ice/rain protection systems. 30.21

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1. Inner Wing Anti-ice Valves

Arrow is only displayed when the respective valve is open:
 Green - The respective valve is opened normally.
 Amber - The respective valve is open and any of the following conditions
are met:
o High or low air pressure is detected.
o The WING pb is selected off.
o The aircraft is on the ground and the valve has been open for
more than a predetermined time.

2. Outer Wing Anti-ice Valves

Same as inner wing anti-ice valves.

3. ANTI ICE Label

Only displayed when the WING pb is selected ON and both valves on the
respective side are open. It is normally white but becomes amber if any of the
following conditions are met:
 The position of a valve on the respective side disagrees with the selected
position.
 A valve symbol on the respective side is amber.
ICE_02 Understand the control functions and indications on the ANTI ICE, VOL. II,
PROBE/WINDOW HEAT, RAIN RPLNT, and WIPER panels. 30.20

ANTI ICE Panel

4. WING Pb
 Off (lights out) - Wing anti-ice is off.
 ON - The inner and outer wing anti-ice valves on each wing open. On the
ground they only remain on for [30] seconds.
 FAULT - Illuminates amber:

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o If the position of a valve disagrees with the commanded position
o If low pressure is detected.
o Briefly while the valves are in transit.

5. ENG 1(2) Pbs

 Off (lights out) - Engine anti-ice is off.
 ON - The respective engine’s anti-ice valve opens. FAULT - Illuminates
amber:
o If the position of the respective engine’s anti-ice valve disagrees
with the selected position.
o Briefly while the respective valve is in transit.

6. PROBE/WINDOW HEAT pb
AUTO (lights out) - The probe and window heat comes on automatically.
 In flight
 On the ground with at least one engine running (except TAT probe)
 Selected ON (momentary action) - The windows and exterior probes are
heated (except TAT probe on the ground).

7. RAIN RPLNT pbs

Pushed - Rain repellent is sprayed on the respective windshield.

8. WIPER Knobs
 OFF - The respective windshield wiper is selected OFF.
 SLOW - The respective windshield wiper operates slow.
 FAST - The respective windshield wiper operates fast.
ICE_03 Discuss the meaning of the ECAM memos as they relate to the ice/rain protection VOL. II,
system. 30.20

ENG A.ICE
Displayed in green if an engine anti-ice valve is open.

WING A.ICE
Displayed in green if a wing anti-ice valve is open.

ICE NOT DET

Displayed in green if wing or engine anti-ice is selected ON and ice has not been
detected for approximately [3] minutes.

ICE DETECTED caution message

Directs the crew to select engine anti-ice ON if either probe detects icing and all of the
following conditions are met:
 Aircraft altitude is greater than [1500] feet AGL.

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 Total Air Temperature (TAT) is less than 10°C.

 Engine anti-ice is selected off.

SEVERE ICE DETECTED caution message

Directs the crew to select wing anti-ice ON in addition to engine anti-ice if either probe
detects severe icing and all of the following conditions are met:
 Aircraft altitude is greater than [1500] feet AGL.
 Total Air Temperature (TAT) is less than 10°C.
 Wing anti-ice is selected off.
ICE_04 Describe the operation of the engine anti-ice system. VOL. II,
30.11
The engine anti-ice system prevents ice formation on the engine nacelle leading edges
by routing hot bleed air from the High Pressure (HP) compressor to the engine nacelle
leading edge. The bleed air supply for engine anti-ice is independent of other pneumatic
system components. The supply of hot air is controlled via engine anti-ice valves on
each engine. One engine anti-ice valve is installed on each engine. The position of the
valves is controlled using the ENG 1(2) pbs on the overhead ANTI ICE panel.

When an ENG 1(2) pb is selected ON:

 The blue ON light in the respective pb illuminates.
 The respective engine’s EPR limit is automatically reduced.
 The respective engine’s idle speed increases.
 ENG A ICE memo is displayed on the E/WD.

The engine anti-ice valves close automatically if there is no air supply and open
automatically in case of AC power loss. The amber FAULT light in the ENG 1(2) pb
illuminates if the position of the valve disagrees with the selected position. It also
illuminates briefly while the respective valve is in transit.

ICE_05 Describe the operation of the wing anti-ice system. VOL. II,
30.11
The wing anti-ice system prevents ice formation on the wings by ducting bleed air from
the crossbleed duct to the four outboard leading edge slats. The supply of hot air is
controlled using wing anti-ice valves. Two wing anti-ice valves are installed on each wing,
an inner and an outer. The position of all four valves is controlled using the WING pb
located on the overhead ANTI ICE panel and displayed on the BLEED page.

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Wing anti-ice is provided with the slats retracted or extended. The effectiveness of wing
anti-ice is reduced with the slats extended; therefore, prolonged flight in icing conditions
with the slats extended is not recommended.

If the WING pb is selected ON:

 The blue ON light in the WING pb illuminates.
 EPR limits are automatically reduced for both engines.
 Engine idle speeds increase.
 The HP valves on each engine open.
 A green WING A.ICE memo is displayed on the E/WD.

The respective wing anti-ice valves close automatically if a wing bleed leak is detected.
The amber FAULT light illuminates if the position of the valve disagrees with the
commanded position or low pressure is detected. It also illuminates briefly while the
valves are in transit.
AUTO_01 Describe the methods of autopilot engagement and disengagement. VOL. II,
22.11
An autopilot will not engage unless all of its required systems are operating within limits.
These systems include:
 The associated FMGEC
 Certain flight control surfaces
 At least two ADIRUs
 Flight control computers (at least one PRIM and one SEC)

Additionally, the aircraft must be within the bank and pitch limits, and between VLS and
VMAX.

The autopilots may operate with the flight controls in alternate law, depending on the
specific failure. The autopilots are inoperative when the flight controls are in direct law.

The autopilot(s) are engaged by pushing the AP 1 or AP 2 pb on the FCU. When an

autopilot is engaged:
 The sidesticks are held centered
 The AP pb light illuminates green

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 FMA Column 5 indicates AP engagement status in white as AP 1, AP 2, or AP 1+

2 if both autopilots are engaged.

Usually only one autopilot may be engaged at a time. If one AP is engaged and the other
AP pb is pressed, the second will engage and the first AP will disengage (no warnings or
messages are displayed). Engagement of two autopilots is only possible during an ILS
approach after the APPR pb has been pushed.

The autopilot may be disengaged manually or automatically.

Manual Disengagement
The preferred method for disengaging the autopilot is to push the autopilot
disconnect/takeover pb on a sidestick. This results in a MASTER WARN light, momentary
red AP OFF on the right side of the ECAM E/WD memo display, and a momentary aural
warning (cavalry charge).

Note: A second push of the disconnect pb immediately stops the aural warning,
extinguishes the MASTER WARN, and clears the ECAM.

As an alternate means, the autopilot can also be disengaged by either:

 Significantly moving a sidestick or a rudder pedal (as may be required for an
evasive maneuver)
 Pushing the illuminated FCU AP pb

Either of these actions is sensed as an AP fault and results in a master warning, a red
E/WD failure message, a continuous repetitive chime (CRC), and ECAM status message.

Automatic Disengagement
The autopilot disengages automatically if:
 APPR mode was engaged on a non-ILS approach and the aircraft descends to
50 ft. below the MDA, or at 400 ft. RA if no MDA was entered.
 Both thrust levers are set above the FLX/MCT detent with the aircraft on the
ground.
 This prevents a go around after touchdown with the autopilot engaged.
 Any of the previously listed engagement requirements are lost
 In normal law with all protections available and:
o High speed protection becomes active
o Alpha protection becomes active (speed at or below alpha prot)
o Pitch or bank limits are exceeded
 If both APs are used for an ILS approach, AP 2 disengages when SRS or GA
TRK disengages. No warnings or ECAM messages are displayed in this case.
 Rudder pedal displacement while on the ground.

Automatic disengagement results in a master warning, a red E/WD failure message, a

continuous repetitive chime (CRC), and an ECAM status message.
AUTO_02 Discuss the thrust lever “active range”. VOL. II,
22.11
The thrust levers must be in the active range and the autothrust system active for
autothrust to control thrust. When active, the FCU A/THR pb is illuminated and A/THR is
displayed in white in FMA column 5.

Autothrust can only be active when the thrust levers are within the active range.

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 With two engines operating, the active range is from just above idle up to and
including the CL detent.
 With one engine operating, the active range is from just above idle up to and
including the MCT detent.

When the autothrust system is active the thrust lever position defines the thrust limit. The
thrust limit is the maximum permissible thrust setting the autothrust system may use.
After takeoff and initial acceleration the thrust levers are normally placed in the CL detent.
This allows the autothrust to use any setting up to climb thrust to meet autoflight system
demands. If the thrust levers were retarded to a position below the CL detent, autothrust
would be limited by that thrust.
AUTO_03 Describe the different autothrust status. VOL. II,
22.11

Autothrust can be either disconnected, armed, or active.

 When the autothrust is disconnected it is off and not operational. If the autothrust
is disconnected it is neither armed nor active. Thrust is controlled manually using
the thrust levers.
 When the autothrust is armed it is ready to become active. It becomes active as
soon as the thrust levers are moved into the active range. While autothrust is
armed, thrust is set manually using the thrust levers.
 When the autothrust is active it is controlling the thrust. The thrust levers are in
the active range and the autothrust has the authority to control thrust between
idle and the current thrust lever setting.

Disarming:
Autothrust status can be changed from armed to disconnected by either:
• Pushing one of the instinctive disconnect pbs on the thrust levers.

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• Pushing the illuminated A/THR pb on the FCU.

AUTO_04 Understand the difference between fixed and variable autothrust modes. VOL. II,
22.11
When the flight guidance is using pitch to control airspeed, thrust is fixed.

When the flight guidance is using pitch to control the flight path (e.g., altitude hold or glide
slope), thrust is variable to control airspeed.

When flight guidance is off, thrust is variable to control airspeed.

AUTO_05 Discuss the Alpha Floor autothrust protection.

Alpha floor is a predictive autothrust function activated by the PRIMs to aid in the
recovery from high or potentially high angle of attack (alpha) conditions. Alpha floor’s
activation point depends on a variety of parameters, and is not indicated on the airspeed
display.

Alpha floor is available in normal law from lift off until 100 ft. RA on approach. It is not
available if the autothrust is inoperative or has been disabled by holding either instinctive
disconnect pb for 15 seconds.

Alpha floor is inhibited:

 In case of engine failure with either flaps extended or derated takeoff
 Below 100 ft. RA on landing
 Above [.53 M]

When alpha floor activates, the autothrust commands TOGA thrust, regardless of thrust
lever position. The following indications are provided:
 A green A FLOOR, boxed in amber, is shown in column 1 of the FMA and A
FLOOR in amber on the E/WD for as long as the alpha floor triggering conditions
are present.

AUTO_06 Discuss the FMA indications on the PFD. VOL. II,

22.11

The FMA is arranged in five columns, left to right displaying:

 Autothrust operation
 Vertical flight guidance modes
 Lateral flight guidance modes
 Approach capabilities and MDA/DH
 Autopilot, Flight Director, and Autothrust engagement status

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The active modes currently in use by the autopilot, flight directors, and autothrust
systems are depicted on the first line of columns 1, 2, and 3. Armed modes appear on the
second line, and flight control, flight management, and EFIS switching messages on the
third line.

The FMA uses color to further define the meaning of an indications in columns one
through three:
 Green - engaged modes
 Blue - armed modes
 Magenta - armed altitude constraints

Each new or changed annunciation is boxed in white or amber for 10 seconds as an

attention getter. Messages may appear in red, amber, or white to indicate warning,
caution, or advisory messages. Aircraft capabilities, engaged autoflight systems, flight
director status appear in white. A/THR appears in white when autothrust is active and in
blue when armed.
AUTO_07 Understand the control functions and indications on the FCU panel. VOL. II,
22.11

1. SPD/MACH Pb
Switches the value in the Speed/Mach window (if displayed) between IAS and
Mach.

2. Speed/ Mach Window

Displays the selected speed or Mach. When managed speed is active, the
window displays dashes unless the speed/Mach knob has been recently
adjusted.

3. Managed Speed Dot

The dot appears when managed speed is active.

4. Speed/Mach Knob
Turning the knob adjusts the speed or Mach (as selected with the speed/Mach
pb) displayed in the speed/Mach window. If managed speed remains active the
speed/Mach window will revert to dashes within [45] seconds.
 Pulled - Activates selected speed.
 Pushed - Activates managed speed.

5. Heading/Track Window

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Displays the selected heading or track. When managed lateral guidance is active
the window displays dashes unless the HDG/TRK knob has been recently
adjusted.

6. Managed Lateral Guidance Dot

The dot appears when managed lateral guidance is active (including LOC).

7. HDG/TRK Knob
Turning the knob adjusts the heading or track displayed in the HDG/TRK window.
If managed guidance remains active the window will revert to dashes within 45
seconds, except during takeoff and approach.
 Pulled - Activates selected heading or track mode. The aircraft will then
turn to the selected heading or track in the shortest direction. If the knob
is pulled and then turned, the aircraft will turn to follow the selection up to
359° from the current heading or track.
 Pushed - Arms managed lateral guidance.

8. LOC Pb
Pushing the pb arms (or engages), or disengages the LOC mode. Illuminates
green when the LOC mode is armed or active.

9. HDG - V/S / TRK FPA Mode

 HDG V/S - Heading / vertical speed mode is active for selection of lateral
and vertical modes. Movement of the HDG/TRK knob selects headings.
The V/S - FPA knob selects vertical speeds.
 TRK FPA - Track / flight path angle mode is active for selection of lateral
and vertical modes. Movement of the HDG/TRK knob selects tracks. The
V/S - FPA knob selects flight path angles.

10. HDG - V/S / TRK - FPA Pb

Pressing the pb alternately switches:
 The flight director display between the HDG / V/S mode (cross hairs) and
the TRK / FPA mode (flight path vector).
 The heading / track window between heading and track values (if
displayed)
 The V/S - FPA window between vertical speed and flight path angle (if
displayed)

11. AP (1/2) Pbs

Pressing the pb turns on the respective autopilot. For ILS approaches, both
autopilots may be armed or engaged simultaneously after the APPR pb has been
pushed. Otherwise pressing one pb with the opposite autopilot engaged,
engages the selected autopilot and disengages the first autopilot. If illuminated,
pushing the pb disengages the autopilot. Illuminates green when the respective
autopilot is engaged.

Note: The autopilots will not engage on the ground with engines running

12. A/THR Pb
Pressing the pb arms, activates, or disengages the autothrust. Illuminates green
when A/THR is armed or active.

13. Altitude Window

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Displays the selected altitude at all times.

14. ALT Knob

 100 / 1000 selector (outer knob) - Determines selection increment of
inner knob.
 Inner knob - Selects the value in the altitude window at 100 or 1000 feet
per click as selected with the outer knob.
 Pulled - Selects an open climb or open descent toward the selected
altitude.
 Pushed - Engages managed climb or managed descent toward the
selected altitude if engagement criteria are met (e.g., managed lateral is
engaged).

15. ALT Pb
Pushed - Commands an immediate level off. Altitude hold mode will engage at
the altitude the aircraft levels off at (not the altitude the pb was pressed at).
Illuminates green when altitude hold is engaged (ALT, ALT CRZ, or ALT CST).

16. Managed Level Change Dot

The dot appears when managed vertical guidance is active.

17. METRIC ALT Pb

Alternately displays or removes the selected altitude (or constraint altitude if one
exists), and the current altitude in meters from the PFD altitude display. The FCU
altitude remains displayed in feet.

18. V/S FPA Window

Displays the selected vertical speed or flight path angle. If managed vertical is
active and a vertical speed or FPA is selected (but the knob it not pulled) the
window reverts to dashes after [45] seconds.

19. V/S - FPA Knob

Selects the vertical speed or flight path angle in the V/S - FPA window. The FCU
V/S FPA window may be preset with a V/S or FPA value for up to [45] seconds
before engaging. The FCU V/S FPA window clears if V/S (FPA) is not engaged
within this time.
 Pushed - Commands an immediate level off. When level the aircraft
remains in V/S - FPA mode with 0 vertical speed or 0° flight path angle.

20. APPR Pb
Arms, disarms, engages, or disengages the approach mode.

Arms LOC and G/S modes if an ILS type approach (ILS, LDA, SDF, etc.) has
been selected by:
 Inserting the approach to the destination airport in the flight plan.
 Tuning approach guidance raw data on the ILS line of the RAD NAV
page
 Tuned an ILS in STBY NAV (through an RMP - radio management panel)

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Arms approach-nav FINAL mode if a non-precision approach is selected in the
active flight plan.
AUTO_08 Describe how to engage, disengage, and reset the Flight Directors, as well as the VOL. II,
FMA indications during flight director usage. 22.11

Flight directors are engaged by pushing the FD pb on each pilot’s EFIS control panel.
When engaged, the green FD pb light illuminates.

Caution: Flight directors should both be engaged or both disengaged. Display of a FD on

only one side (e.g., PM) could result in the PF not satisfying FD guidance commands
required to keep the aircraft within airspeed limits. FMA column 5 indicates which flight
directors are on and which FMGEC is controlling each one. A number on each side of the
letters FD indicates the controlling FMGEC. A dash indicates the FD is selected off.

To reset the flight directors, both must be turned off, remain off for a few seconds, and
reselected on.

The normal flight director indication on the both FMAs is 1FD2. This indicates that the
captain’s FD is displaying commands from FMGEC 1, and the first officer’s FD is
displaying commands from FMGEC 2.

If one FMGEC fails, the remaining FMGEC provides both FD commands. 1FD1 (or 2FD2)
indicates that one FMGEC as failed and the other FMGEC is providing the FD commands
on both PFDs.
AUTO_09 Discuss the differences in landing capability shown in FMA Column 4. VOL. II
22.11
After an ILS approach is armed, the landing capability is displayed in FMA column 4. The
landing capability is based on the current status of aircraft systems and functions.

CAT 3 DUAL indicates a fail operational autoland capability. In a fail operational system,
a subsequent failure still allows an autoland with the remaining components.

CAT 3 SINGLE indicates a fail passive autoland capability. A subsequent failure will not
leave the aircraft in a significant out of trim condition, but an autoland may not be
possible.

CAT 1 or CAT 2 indicates that the system can track an ILS signal but an autoland is not
possible.

A downgrade in landing capability is accompanied by a triple click.

Below 200 ft. RA, the landing capability is frozen until the LAND mode is disengaged or
both autopilots are off. If a failure occurred below 200 ft. RA, the landing capability display
will not change.
FLTINST_01 Describe the normal Display Unit (DU) layout on the A330 flight deck. VOL. II
31.11

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The displays are divided into two categories:

1. Electronic Flight Instrument System (EFIS) displays present primary flight

instrument and navigation data to the pilots. This information is presented by the:
 Primary Flight Displays (PFDs), normally located on the outer DU
 Navigation Displays (NDs), normally located on the inner DU

2. Electronic Centralized Aircraft Monitor (ECAM) displays present information

related to primary engine data, checklists (both normal and abnormal), and
aircraft systems. This information is presented on the:
 Engine/Warning Display (E/WD), normally located on the upper DU
 Systems Display (SD), normally located on the lower DU
FLTINST_02 Describe the PFD/ND display switching logic as well as the usage of the PFD/ND VOL. II,
transfer pb. 31.11

In the event of failure, the PFD has priority over the ND and will be displayed on the inner
DU. If the outer DU fails or is turned OFF, the PFD will automatically transfer to the inner
DU. If the inner DU fails or is turned OFF, no automatic switching takes place, as the
higher priority PFD already occupies the outer DU.

The PFD and ND can be transferred manually from the outer to the inner DU and vice
versa by pressing the PFD/ND transfer pb on the EFIS DMC control panel. If both DUs
are operational the images are exchanged between displays. If one display was failed or
turned off, pushing the PFD/ND transfer pb will alternate PFD information and ND
information on the remaining DU.
FLTINST_03 Discuss the operation of the Display Management Computers and which DMCs are VOL. II,
used to display information on the flight deck. 31.11

Three identical Display Management Computers (DMCs) acquire and process the data
received from sensors and other computers and generate the images displayed on the
EFIS and ECAM display units. Each DMC has two independent channels; an EFIS
channel and an ECAM channel.

In normal operation:
 DMC 1 supplies EFIS data to the captain's PFD and ND.
 DMC 2 supplies EFIS data to the first officer's PFD and ND.
 DMC 3 supplies ECAM data to the E/WD and SD.

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The ECAM channels from DMCs 1 and 2 are normally not in use, and are available as
backup. The EFIS channel from DMC 3 is normally not in use, and is also available for
backup.
FLTINST_04 Discuss the difference between a DU failure and DMC failure. VOL. II,
31.11
DU failure
A blank screen indicates that a DU has failed or has been turned OFF.

DMC failure
An amber INVALID DATA message on a DU indicates that the DU is operational and the
EFIS or ECAM DMC channel supplying that unit has failed.

FLTINST_05 Understand the control functions and indications on the EFIS DMC Selectors. VOL. II,
31.11
EFIS DMC Selector
The EFIS DMC selector on each pilot’s EFIS DMC panel allows the selection of NORM,
3, or the opposite DMC (2 for the captain, and 1 for the first officer).

The switch in the NORM position selects the pilot’s on-side DMC for EFIS display
generation.

Selecting the opposite side DMC for EFIS display will present a copy of the opposite side
PFD and ND. Control of the PFD and ND displays is now through the opposite EFIS
control panel. Additionally, the message EFIS SINGLE SOURCE 1(2) will be displayed in
columns 2 and 3 of both FMAs.
FLTINST_06 Describe a basic overview of ISIS.

The Integrated Standby Instrument System

(ISIS) provides the following displays in a
single unit:
 Attitude indicator
 Altimeter
 Airspeed/Mach indicator
 ILS
 Slip Indicator

The ISIS has its own internal sensors for

attitude information. It is supplied directly with
pitot and static inputs from the standby pitot
and static ports. The ISIS is powered from the
DC essential bus and hot bus 1.

Five pbs and a knob on the front panel provide control of the instrument. Up to four
airspeed and two altimeter bugs can be set. The bugs appear in blue on the respective
scale. The altimeter is calibrated in hPa and inches.

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FLTMGT_01 Understand the control functions and indications on the ADIRS panel. VOL. II,
34.21

1. ON BAT Light
The ON BAT light illuminates when one or more IRs is supplied only by the
aircraft batteries. It also illuminates for a few seconds at the beginning of a full
alignment as part of the self test.

2. IR pbs
FAULT light - A fault is detected in the respective IR.
 Illuminated steady - The respective IR is lost.
 Flashing - Attitude and heading information may be recovered in ATT
mode.
OFF - If the pb is selected OFF, the OFF light illuminates and the respective IR is
selected off, without disabling the ADR portion of the ADIRU.

3. Mode Selectors
OFF - Both the IR and ADR of the respective IRU are unpowered.
NAV - The normal operating position.
ATT - Attitude mode. IR position information is lost. In flight alignment is only
possible in ATT mode.

4. ADR pbs
FAULT light illuminated - A fault is detected in the respective ADR.
OFF - If the pb is selected OFF, the OFF light illuminates and the respective ADR
is selected off, without disabling the IR portion of the ADIRU.
FLTMGT_02 Describe how to accomplish a full ADIRS alignment. VOL. II,
34.11
A green IRS IN ALIGN memo is displayed on the E/WD along with the approximate time
until alignment is complete and navigation is possible (e.g., IRS IN ALIGN > 7 MIN).

FLTMGT_03 Describe the errors that may be presented during an ADIRS alignment. VOL. II,
34.11
The IRS IN ALIGN along with the approximate time (e.g., IRS IN ALIGN > 7 MIN)
appears in amber if the engines are running.

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Alignment errors can occur due to excessive aircraft movement during alignment, or a
position disagreement. The green IRS IN ALIGN memo on the E/WD flashes during the
alignment process if an alignment problem exists:
 If excessive motion is detected, the alignment is automatically restarted.
 Each IRU memorizes the computed present position when it is shutdown. If a
significant difference exists between the position entered on INIT page A and the
last memorized position, the ALIGN IRS prompt is displayed again on INIT page
A and the position must be re-entered.
FLTMGT_04 Describe the EFIS data switching process. VOL. II,
31.11
Normally, ADIRU 1 supplies data for the Captain’s PFD, ND, DDRMI, and ATC
transponder 1. ADIRU 2 supplies data for the first officer’s PFD, ND, and ATC
transponder 2. ADIRU 3 normally does not provide information to the instrument system,
and serves as a backup for ADIRU 1 or 2.

Should a failure of either heading and attitude data, or air data be indicated on the EFIS,
ADIRU 3 can be selected as a backup for either pilot’s instruments by using the ATT
HDG and AIR DATA selectors.

Selecting CAPT on 3 or F/O on 3 will transfer the data source from the normal source to
ADIRU 3. In case of total failure of ADIRU 1 or 2, both the AIR DATA and ATT HDG
selectors will need to be selected to CA ON 3 or F/O ON 3 as appropriate.
FLTMGT_05 Recall what flight instrument data is AD information vs IR information. VOL. II,
34.11
Air Data
 PFD
o Indicated airspeed
o Mach
o Barometric altitude
o Backup vertical velocity (barometric)
 ND
o True Air Speed (TAS)
 SD
o Total Air Temperature (TAT) and Static Air Temperature (SAT)

Inertial Reference
 PFD
o Attitude
o Vertical velocity
o Flight path vector
o Heading (true or magnetic)
o Track

 ND
o Heading (true or magnetic)
o True wind direction and velocity
o Wind vector relative to the aircraft heading (displayed as an arrow on the
ND)

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o Track
o Ground speed
o Position (refined and provided via the FMS)
 DDRMI
o Heading (true or magnetic)
FLTMGT_06 Describe how GPS is integrated into the navigational systems. VOL. II,
34.11
The aircraft has two GPS receivers. Each GPS receiver is integrated, along with the ILS
receivers, in a modular avionics unit called the Multi Mode Receiver (MMR). Each MMR
processes the data received and transmits it to its associated ADIRU. The ADIRU then
calculates a combined GPS-IRS position (the GPIRS position). The FMS uses the GP-
IRS position whenever GPS information is available. In normal operation, ADIRU 1 and 3
are supplied by MMR 1 and ADIRU 2 is supplied by MMR 2. If one MMR receiver fails,
the remaining receiver automatically supplies all ADIRUs.

Note: Do not enter the gate coordinates unless GPS is inoperative. When GPS is
operative, the ADIRUs calculate a GPS-IR hybrid position which is more accurate than
the gate position.
FLTMGT_07 Describe the Polar navigation features. VOL. II,
34.14
Due to magnetic field anomalies, only true heading is available in the polar regions. True
heading may be selected for display at any time using the NORTH REF pb on the forward
instrument panel. If TRUE is not selected when approaching the polar regions, the
SELECT TRU REF message is displayed on the ND. If TRUE is not selected manually, a
switchover to TRUE will occur automatically accompanied by an ECAM message.

Caution: If the heading reference is allowed to switch over automatically, an autopilot

disconnect may occur. This is because a heading disagreement may occur if all IRUs do
not reach the switch over latitude simultaneously.

When selected heading references on the PFDs, NDs, and DDRMI are relative to true
north, TRU is displayed above the PFD and ND heading scales.

The heading reference will not automatically switch back to MAG when magnetic heading
information becomes available. Selection of MAG should be delayed until clear of the
polar region.
FLTMGT_08 Recall where to find the navigational accuracy level in the MCDU. VOL. II,
34.17
MCDU PROG Page

GPS PRIMARY: GPS PRIMARY is displayed when the FMS navigation mode is GPS
PRIMARY. When GPS PRIMARY is not available or navigation mode is not GPS/IRS, the
field is blank. The MCDU scratchpad and ND displays the message GPS PRIMARY
when the field first appears and GPS PRIMARY LOST when the field becomes blank.

REQUIRED: The REQUIRED field displays the default value for the Required Navigation
Performance (RNP) level in NM for the current area or procedure. The field can be
modified if a different RNP value is known for the particular area or procedure.

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ACCUR: The ACCUR field displays the evaluation of the ESTIMATED accuracy value as
compared to the REQUIRED accuracy level. If the ESTIMATED position error is equal to
or less than the REQUIRED value, the field displays HIGH. If the error is greater than the
REQUIRED value the field displays LOW.

ESTIMATED: The ESTIMATED field displays the current estimated position error in NM
as computed by the FMS.
COMM_01 Understand the control functions and indications on the RMP. VOL II,
23.20

1. Communication Radio Selection Keys

These keys allow the selection of the desired VHF or HF radio for frequency
display. The selected radio is identified by a green light next to the selection key.

2. ACTIVE Window
Displays the active frequency of the selected radio.

3. Transfer Key
When pushed, the active and standby frequencies are exchanged. The selected
radio is then tuned to the new active frequency. If the NAV key and a VOR or ILS
is selected, the transfer key alternately selects the frequency and course of the
selected radio in the STBY/CRS window.

4. STBY/CRS Window
Displays a standby frequency which can be made active by pushing the transfer
key, or changed by rotating the selector knob. The RMP STBY/CRS windows are
independent and retain the last frequency selected on that RMP.

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5. Selector Knobs
Two concentric knobs allow preselection of frequencies for communication or
navigation radios and the selection of courses for a VOR or ILS. When tuning, the
desired frequency or course is viewed in the STBY/CRS window. The outer knob
controls the digits to the left of the decimal, the inner knob those to the right of the
decimal.

6. ON/OFF Switch
Controls the power supply to the RMP.

7. NAV Key
When the NAV key is pushed (guard lifted):
 The green light next to the key illuminates
 The VOR, ILS, and ADF receivers are controlled by the RMP rather than
the FMGECs
 Back-up navigation tuning has been selected

Nav radio tuning may be returned to the FMGECs by deselecting the NAV key.

8. BFO Key
This key is used to select the Beat Frequency Oscillator (BFO) function on or off.
The key illuminates when BFO is selected on.

9. STBY NAV Keys

These keys allow for the selection of standby navigation radio tuning. When the
NAV key is pushed and an ILS, VOR, or ADF key is pushed:
 Frequencies can be tuned for the selected navigation radio
 Courses can be selected for an ILS or VOR
 The green light next to the selected navigation radio illuminates

Additionally, only one STBY NAV key can be selected at a time. When a STBY
NAV key is selected, any previously selected STBY NAV key is deselected.

10. AM Key
When selected, amplitude modulation is provided during HF communications.
When selected off, only single sideband is available.

11. SEL Indicator

Illuminates when the following radio combinations are selected on the RMPs:
 VHF1 is selected on RMP2 or 3
 VHF2 is selected on RMP1 or 3
 VHF3, HF1, or HF2 are selected on RMP1 or 2

COMM_02 Understand the control functions and indications on the ACP. VOL. II,
23.20

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1. Transmitter Selector Keys

A channel is selected for transmission by pushing its respective selection key.
Once selected, the pb illuminates green and connected SATCOM calls are
placed on hold. A flashing SAT 1(2) transmission key indicates that a SATCOM
call is on hold. Only one transmission channel can be selected at a time.

2. SELCAL
A SELCAL can be received when the appropriate frequency is tuned. CALL
illuminates in the corresponding key, accompanied by a buzzer. VHF and HF
radios can receive SELCALs. The SELCAL buzzer can only be silenced by
pushing the reset key on the ACP.

3. MECH
The MECH light on the ACP flashes amber, accompanied by a buzzer, when a
call is received from ground personnel at the nose gear. If not reset, the MECH
light extinguishes after a short time.

4. ATT
The ATT light on the ACP flashes amber, accompanied by a buzzer, when a call
is received from a flight attendant station. For a normal call, the ATT light
extinguishes after a short time if it is not reset using the RESET key. For an
emergency call the ATT light will only extinguish if the RESET key is pushed.

5. Reception Knobs
When pushed and released (knob extended), the respective channel audio is
selected, and the knob's white integral light illuminates. The knob can be rotated
to adjust the volume. When pushed (knob in), the respective channel audio is
switched off, and the white light extinguishes.

6. RESET Key
When pushed, the CALL, MECH, and ATT lights extinguish if a call has been
received. The MECH light and, for a normal call from a flight attendant, the ATT
light will automatically extinguish after a short time if the call is not cancelled by
the RESET key.

7. VOICE Key

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Used to inhibit the navaid morse code audio identifier signals. The recorded voice
navaid identifier will still be heard. When pushed, a green light above the key
illuminates and the morse code is filtered out. This configuration is used when
voice reception is desired through a navaid.

8. INT/RAD Switch
INT (“hot” microphone)
Hands-free ground and flight interphone transmission is available when using a
boomset or oxygen mask microphone. For reception, the INT reception knob
must be extended.
 Neutral
The boomset and oxygen mask microphones are disconnected for
ground and flight interphone transmission. Reception is not affected.
 RAD
The spring loaded RAD switch must be pushed and held to operate. It is
used as a push-to-talk the boomset or oxygen mask microphones
through the channel selected by the transmission key.
COMM_03 Understand the control function of the AUDIO Selector Knob, CVR Panel, & CALLS VOL. II,
Panel. 23.21

AUDIO Selector Knob

In case of a failure of the captain’s or first officer’s ACP, the AUDIO switching knob
permits replacement of the failed ACP with ACP3. Moving the switch from the NORM
deactivates the third occupant’s boomset and oxygen mask microphone.

NORM
Each crew member uses their dedicated ACP.

CAPT ON 3
Captain makes all ACP selections with ACP3.

F/O ON 3
First officer makes all ACP selections with ACP3.

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CVR Panel

GND CTL pb
AUTO (lights out) - The CVR and DFDR are automatically energized after first engine
start or for five minutes after electrical power is applied to the aircraft.

Selected ON (momentary action):

 The CVR is energized.
 The Digital Flight Data Recorder (DFDR) is energized.
 ON illuminates blue.

LED Indicator
The LED indicator consists of red and green lights to indicate the results of a CVR test. A
satisfactory test is indicated by illumination of at least one green light.

CVR TEST pb
Pushed and held:
 The test is activated provided the CVR is energized.
 A low frequency tone is heard through the two flight deck loudspeakers.
 The results are indicated on the LED indicator.

CVR ERASE pb
Pushed - Complete erasure of the tape occurs provided the aircraft is on the ground and
the parking brake is set.

CALLS Panel

MECH pb
Pushed and held - The blue COCKPIT CALL light on the external power panel illuminates
and an external horn sounds.

FLT REST
Pushed - Initiates a call to the flight deck crew rest area.

CAB REST
Pushed - Initiates a call to the cabin crew rest area (LDMCR).

ALL pb
Pushed:
 A pair of red lights illuminate at all of the attendant area call panels
 Calls are initiated to the flight deck and cabin crew rest areas
 The CALL ALL CAPTAIN message appears at all of attendant indicating panels

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 A single high/low chime sounds through all cabin speakers.

PURS, FWD, MID, EXIT, and AFT pbs

Pushed:
 A pair of red lights illuminate at the respective attendant area call panel
 The CAPTAIN CALL message appears at the respective attendant indicating
panel
 A single high/low chime sounds through all cabin speakers

Note: The PURS call chime begins with a higher tone than the FWD call.

EMER pb
Pushed - Initiates an emergency call from the flight deck:
 CALL illuminates amber.
 ON illuminates white.
 A pair of red lights at all attendant call panels illuminate.
 A CAPT PRIO CALL message appears at all the attendant indicating panels.
 Three high/low chimes sound through all cabin speakers.

If a flight attendant initiates an emergency call from the cabin:

 CALL illuminates amber.
 ON illuminates white.
 A buzzer sounds on the flight deck three times.
COMM_04 Discuss the meaning of the ECAM memos as they relate to communication system. VOL. II,
23.20
COMPANY MSG
Displayed in green when an AOC message is received.

COMPANY CALL
Displayed in green if an AOC message is received requesting voice communications.

COMPANY ALERT
Pulses green for two minutes then remains steady if an AOC alert message is received.
Accompanied by a buzzer that sounds for one second.

VHF3 VOICE
Pulses green for ten seconds, then remains steady if VHF 3 is switched from data mode
to voice mode.

AUDIO 3 XFRD
Displayed in green when the AUDIO switching knob has been selected to either CAPT
ON 3 or FO ON 3.

SATCOM CALL
Displayed in green if a SATCOM call is received with a PUBLIC priority level.

SATCOM ALERT
Displayed in green if a SATCOM call is received with a priority level of EMERGENCY,
SAFETY or NON-SAFETY.

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CABIN READY
Displayed in green when selected on the forward attendant panel. It disappears when
either the landing gear is retracted or a 5 minute timer expires, whichever comes first.
COMM_05 Recall which transmission channels the AOC utilizes. VOL. II,
23.13
AOC normally transmits using VHF3 and automatically switches to SATCOM when VHF3
is not available. The AOC VHF frequency for the communication network is automatically
tuned.
COMM_06 Describe the benefits of the ADS system, and recall if the crew is aware of when VOL. II,
reports are being sent. 23.12

Automatic Dependant Surveillance (ADS) automatically downlinks position, speed,

heading, altitude and other pertinent data to ATC in areas where no radar coverage
exists. ADS provides essentially the same information to ATC as they would have if the
aircraft was in radar contact.

The downlinks occur automatically and are transparent to the crew. ADS requires no
action from the crew, as it is initiated by ATC The content and the frequency of the
downlinks are defined by ATC to satisfy their operational needs. There is no way for the
crew to know when a downlink occurs.

COMM_07 Recall the function of the CPDLC system, and explain how the crew is aware that a VOL. II,
connection has been established. 23.12

Controller/Pilot DataLink Communications (CPDLC) is a digital communications function

of the information system. CPDLC is another ATC communication device in addition to
VHF, HF, and SATCOM voice communications. CPDLC augments ATC communications
in remote areas or oceanic zones. A CPDLC connection can be established with only one
ATC facility at a time. Messages are displayed to the crew on two Datalink Control
Display Unit (DCDU) Screens.

In airspace where CPDLC is available, notifying ATC does not mean that the connection
has been established. ATC must respond to complete the connection. Until the
connection is established, the green NO ACTIVE ATC message is displayed on the
DCDUs. ATC establishes the connection after they are notified. When the connection is
established the active ATC center is displayed on the DCDUs.

ELEC_01 Understand the control functions and indications on the ELEC Panel. VOL. II,
24.20

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1. BAT Select Switch

Selects the battery to display in the battery voltage LCD display.

2. Battery Voltage LCD Display

Displays voltage of the battery selected with the BAT select switch.

3. BAT 1/2 pbs

Controls the operation of the respective Battery Charge Limiter (BCL).
 On (lights out) - The BCL controls the connection of the battery to the DC
battery bus. During ground operations, batteries are automatically
disconnected when battery voltage drops below [23] V.
 OFF - The BCL is not operating and the battery is not connected to the
DC ESS bus (except in- flight in the emergency electrical configuration).
OFF illuminates white if the DC BAT BUS is powered (power source for
the light).
 FAULT - Illuminates amber when the charging current for the
corresponding battery is out of limits. The battery contactor opens
automatically.

4. APU BAT pb
Controls the operation of the APU BCL.
 On (lights out) - The APU BCL controls the connection of the APU battery
to the DC APU bus. The battery is connected for charging and when the
APU start sequence is initiated.

5. AC ESS FEED pb
 Normal (lights out) - The AC ESS bus is normally supplied by AC BUS 1.
It is automatically supplied by AC BUS 2 when AC BUS 1 is lost.
 ALTN - The AC ESS bus is supplied by AC BUS 2.
 FAULT - Illuminates amber if the AC ESS bus is not supplied.
 Note: In case of loss of both main generators, AC ESS bus is supplied by
the emergency generator or the static inverter.

6. GALLEY pb

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 AUTO - The galley busses are normally powered. One or more galleys
are shed if a generator fails or an overload is detected.
 OFF - All galleys are shed and the water/waste drain mast protection is
lost. OFF then AUTO will reset galleys lost due to overload protection.
 FAULT - Illuminates amber if an overload is detected and shedding did
not occur.

7. COMMERCIAL pb
OFF - COMMERCIAL OFF is displayed on the AC ELEC page and the following
equipment is shed:
 Galleys
 In-flight entertainment system
 Electrical outlets
 Water/waste drain mast ice protection
 Cabin and lavatory lights
 Water heaters
 Escape slide lock ice protection
 Cargo loading system

8. IDG 1/2 pb
 OFF - Disconnects the IDG from its drive shaft. It can only be
reconnected by maintenance personnel on the ground.
 FAULT - Illuminates amber for:
 IDG oil outlet temperature too high
 IDG oil pressure too low
The fault light extinguishes when the IDG is disconnected

Note: Press the IDG pb until the GEN FAULT light comes on but not for more
than 3 seconds.

9. GEN 1/2 pb
On (lights out) - The engine driven generators automatically come on line
whenever their electrical parameters are within limits.
FAULT - The pb is on and the generator is not being driven (e.g., the normal
preflight position). OFF/R - The generator field is de-energized, the line contactor
is opened, and the fault circuit is reset.

10. APU GEN pb

On (lights out) - The APU generator automatically comes on line whenever the
electrical parameters are within limits and a higher priority power source is not
already on line. FAULT - The pb is on and the generator is not being driven.
OFF/R - The generator field is de-energized, the line contactor is opened, and the
fault circuit is reset.

11. BUS TIE pb

AUTO - The three cross tie bus contactors open or close automatically according
to the priority logic, in order to maintain power to all AC busses.
OFF - The three cross tie bus contactors are opened

12. EXT B pb

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AVAIL - External power is available and within normal tolerances, but not
selected. When pressed, AVAIL extinguishes and AUTO illuminates.
AUTO - Closes the external B contactor if the APU is not available. The AUTO
light illuminates even if EXT B is not powering any AC busses (i.e. the APU is
supplying power to the AC system.)

13. EXT A pb
AVAIL - External power is available and within normal tolerances, but not
selected. When pressed, AVAIL extinguishes and ON illuminates.
ON - Closes the external A contactor.
ELEC_02 Understand the control functions and indications on the EMER ELEC PWR Panel. VOL. II,
24.20

1. EMER GEN TEST pb

Pressed and held - The emergency generator runs (provided the green hydraulic
system is pressurized), and supplies the DC ESS bus and AC ESS bus.

2. LAND RECOVERY pb
 ON - When pressed in the emergency electrical configuration the AC and
DC LAND RECOVERY busses are recovered while shedding other non-
essential equipment.

3. EMER GEN FAULT Light

FAULT - Illuminated if normal AC power is lost in flight and the emergency
generator is not supplying power.

4. MAN ON pb
 AUTO - The emergency generator is automatically started in case of loss
of normal AC power in flight.
 Pushed - The emergency generator runs and supplies the AC and DC
essential busses.

ELEC_03 Discuss normal and abnormal indications on the ECAM AC ELEC page. VOL. II,
24.20

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1. TR Indication Arrow
Normally white. Becomes amber if the TR fails or current is abnormal.

2. AC Bus Bars
The bus label is green when the bus is powered, and amber when the bus is not
powered.

3. Engine Generator Indications

 GEN - Normally white. Becomes amber if the generator fails, is selected
OFF, or the associated engine is not running.
 GEN Number (1/2) - White if the associated engine is running, amber if it
is not.
 Load (%) - Normally green. Becomes amber if the load is greater than
predetermined value for more than 10 seconds.
 GEN Voltage (V) - Normally green. Becomes amber if above or below a
predetermined value.
 Frequency (HZ) - Normally green. Becomes amber if above or below a
predetermined value.

4. IDG Indications
 IDG - Normally white. Becomes amber if:
o Oil outlet temperature is high.
o Oil pressure is low.
o IDG is disconnected.
 IDG Number (1/2) - White if the associated engine is running, amber if it
is not. Numbers also white if the respective FADEC is not powered.
 Oil Outlet Temperature - Normally green. Becomes amber if the
temperature is too high.
 LO PR (amber) - Low oil pressure in the IDG. Inhibited with N2 less than
a predetermined value.
 DISC (amber) - IDG has been disconnected.

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5. Shedding Indications
Indicates the current shed equipment in the following priority order:
 COMMERCIAL OFF
 GALLEY SHED
 GALLEY PARTIALLY SHED

6. APU Generator
 APU arrow indication – Green when APU is supplying one or more AC
busses, white otherwise.
 APU label, load, voltage, and frequency indications - Same as engine
driven generators.

7. External Power A/B

 EXT B and EXT A indications are only displayed on the ground.
 EXT (A/B) arrow indications - Green when supplying one or more AC
busses, white otherwise. EXT (A/B) load, voltage, and frequency
indications - Same as engine driven generators.

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8. Emergency Generator
 EMER GEN Label - Normally white. Becomes amber if the generator
fails.
 Arrow indication - Green when the EMER GEN contactor is closed, white
otherwise. EMER GEN voltage and frequency indications - Same as
engine driven generators.

9. SHED Indication
SHED (amber) - Indication appears when AC ESS SHED bus is not powered.

10. LND RCVRY Indication

LND RCVRY (green) - Indication appears when the LAND RECOVERY pb is
pushed.

11. Static Inverter

Same display logic as Emergency Generator.
ELEC_04 Discuss normal and abnormal indications on the ECAM DC ELEC page. VOL. II,
24.20

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1. Batteries
 BAT (1/2/APU) label - Normally white. Becomes amber if the battery is
faulted.
 Voltage (V) - Normally green. Becomes amber if voltage is above or
below a predetermined value.
 Current (A) - Indicates charge or discharge of battery in amps. Normally
green. Becomes amber with a discharge of more than a predetermined
value.
 Arrow indications - Indicates direction of current flow. Charging flow is
displayed in green. Discharging flow is displayed in amber. No arrow
indicates battery contactor open (the usual in- flight configuration).

2. DC Bus Bars
The bus label is green when the bus is powered and amber when the bus is not
powered.

3. TR
 TR (1/2/APU/ ESS) - Normally white. Becomes amber when the current
value is abnormal or a TR fault occurs (overheat, current, short circuit).
 Voltage - Displays the DC voltage delivered by the TR. Normally green.
Becomes amber if voltage is above or below a predetermined value.
 Current (A) - Displays the current draw in amps on the respective TR by
the DC system. Normally displayed in green, becomes amber if amps
value is less a predetermined value].

4. TR Power Supply
 For each TR the AC bus powering the TR is displayed. Normally
displayed in white. Becomes amber if the source AC bus is not powered.
 ESS TR indications - The essential TR may be supplied by AC 1, AC 2,
or the emergency generator
o AC1 - AC 1 bus is supplying the ESS TR
o AC 2 - AC 2 bus is supplying the ESS TR
o EMER GEN - The emergency generator is supplying the ESS
TR. Becomes amber if the emergency generator is connected to
the TR but is faulty.
o XX (amber) - ESS TR not powered or information not available.

5. DC BAT Bus / Battery Connection

Arrow indications - Indicates direction of current flow. Charging flow is displayed
in green. Discharging flow is displayed in amber. No arrow indicates battery
contactor open (the usual in-flight configuration).

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6. DC ESS Bus / Battery Connection

Amber arrow appears when battery contactor is closed (battery is supplying DC
ESS bus).

7. Static Inverter
STAT INV label - Normally white. Becomes amber when faulty.
ELEC_05 Discuss the meaning of the ECAM memos as they relate to electrical system. VOL. II,
24.20
EMER GEN
Displayed in green when the emergency generator is running.

ELEC EXT PWR

Displayed in green if external power is available. Becomes amber if both engines are
running.
ELEC_06 Recall the normal preflight positions for the controls and indicators on the EMER VOL. I,
ELEC PWR and ELEC Panel. NP. 20.21

EMER ELEC PWR Panel

Lights out and guarded

ELEC Panel
Lights out and guarded. Exceptions: GEN FAULT lights will be illuminated.
ELEC_07 Recall how to perform the battery check during the preflight. VOL. I,
SP. 6.2
Battery check
1. Place the BAT 1, BAT 2, and APU BAT pbs to OFF.
2. Check that the voltage of BAT 1, BAT 2 and APU BAT is 25.5 volts or above.
3. Select the EL/DC pb on the ECAM control panel.
4. Place BAT 1, BAT 2, and the APU BAT pbs to auto and check that the battery
current for each of the three batteries drops below 60 amps within 10 seconds.
5. Place/leave the BAT selector switch in the APU position.
ELEC_08 Recall the priority logic used by the ECMUs to establish the appropriate power source to VOL. II,
each of the AC buses. 24.11

AC BUS Power Supply Priority

Priority AC 1 Bus AC 2 Bus

1st ENG 1 GEN ENG 2 GEN
2nd APU EXT A
3rd EXT B APU
4th EXT A EXT B
5th ENG 2 GEN ENG 1 GEN

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ELEC_9 Discuss the Emergency Generator operation during the loss normal AC power. VOL. II,
24.11
If both the AC 1 and AC 2 busses are lost, the emergency generator automatically
activates. The emergency generator is driven by the green hydraulic system.

If both engines have also failed, the RAT extends automatically and powers the green
hydraulic system. The emergency generator supplies the AC ESS bus and the ESS TR.
The ESS TR supplies the DC ESS bus. If the green hydraulic system is powered by the
RAT the AC ESS SHED and DC ESS SHED busses are not powered due to limited RAT
capacity. This is displayed on the ELEC AC and DC system pages by the amber SHED
indications.

Once the emergency generator is activated, it continues to power the AC ESS and DC
ESS even if generators are restored until either:
 Slats are extended in flight (if only the RAT is powering the green hydraulic
system), at which point power switches to batteries only.
 On the ground with both engines shut down

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ELEC_10 Discuss the indications and effects of a single generator fault in-flight. VOL. II,
24.11
With the loss of one generator in flight, the remaining generator automatically supplies
AC 1 and AC 2 busses through the cross tie bus. Automatic load shedding takes some
galleys busses off line. The galleys cannot be restored in flight until a second generator
comes on line. GALLEY PARTIALLY SHED displays at the base of the display to indicate
the shedding of some galley busses.

ELEC_11 Understand how the crew will recognize a C/B trip. VOL. II,
24.11
Most circuit breakers are located in the avionics compartment. A circuit breaker
monitoring unit monitors the status of all circuit breakers in the avionics compartment and
displays the information to the ECAM C/B page. If no circuit breakers are tripped, the C/B
page displays NORMAL. If one or more circuit breakers are tripped, the C/B page
displays the circuit breaker’s name and location in white and a functional identification
number for maintenance purposes in blue.

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ELEC_12 Understand how to use the Main Generators Inop – Systems Remaining Chart. QRH 6
VOL II,
The chart lists components powered in different emergency electrical configurations. Any 24.11
systems not listed are not powered at any time during the emergency electrical
configurations.
ENG_01 Understand the control functions and indications on the APU panel. VOL. II,
49.20
1. MASTER SW
ON/R - Selecting the switch on results in the following:
 The blue ON/R light illuminates.
 The APU page is displayed on the lower DU, if AC
power is available.
 The APU computer performs its power-up test.
 Fuel is supplied to the APU.
 The APU is ready to start when the intake flap is
fully open.

Off (lights out) - Selecting the MASTER SW off while the

APU is running initiates the shut down process and
extinguishes the blue ON/R light.

FAULT - Illuminates amber when an APU fault causes an automatic shutdown.

2. APU START Pb
ON - Illuminates blue and the APU computer sequences the starter, fuel flow, and
ignition to start the APU.
AVAIL - Displayed in green, replaces ON when the start sequence is complete
and the APU is available to supply bleed air or electrical power.
ENG_02 Discuss normal and abnormal indications on the ECAM APU page. VOL. II,
49.20

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1. APU GEN Line

 The green arrow from the APU GEN represents the APU generator line
contactor. It is only displayed when the APU generator is supplying
aircraft electrical power.
 White - APU generator is not in use. APU MASTER is OFF, APU GEN pb
is off, or other power sources are supplying AC busses.
 Green - APU generator is supplying one or more AC busses.

2. APU GEN
The APU generator parameters depicted are:
 Generator load, in percent
 Voltage
 Frequency

For additional information on generator indications see Electrical chapter.

3. APU N Speed
N speed is displayed in green while in the normal operating range. It is displayed
in red when the rpm limitation is exceeded.

4. APU EGT
The APU temperature in degrees Celsius is displayed in green while in the
normal operating range. The temperature is displayed in red when a temperature
limitation is exceeded.

5. AVAIL
The AVAIL message is displayed when the APU N speed is sufficient for bleed
air or electrical use.

6. APU Bleed Valve

The symbol indicates the APU bleed valve position:
 In line and green - Valve open
 Cross line and green - Valve closed

7. APU Bleed
The APU bleed air pressure is displayed in green. The pressure indication is
replaced by amber Xs when ADIRU 1 is not available or is selected off.

8. FUEL LO PR

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FUEL LO PR displays in amber if APU low fuel pressure occurs.

9. FLAP OPEN
FLAP OPEN displays green when the APU air intake flap is fully open. The
message pulses, in green, if the APU intake flap fails to close following a
shutdown.

10. LOW OIL LEVEL

The LOW OIL LEVEL message pulses, in green, as an advisory in case of APU
low oil quantity.

ENG_03 Discuss the meaning of the ECAM memos as they relate to APU system. VOL. II,
49.20
APU AVAIL
Displayed in green when the APU is available for bleed air or electrical use.

APU BLEED
Displayed in green when APU bleed air is being used.

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ENG_04 State the purpose of the APU. VOL. II,

49.11
The Auxiliary Power Unit (APU) is a self-contained gas turbine engine that produces
bleed air (for starting engines, air conditioning, and other pneumatic system users) and
electrical power. The APU generator produces the same electrical output as an engine
generator, but does not require an IDG as it is a constant speed turbine.
ENG_05 Recall what power is required for an APU start and continuous operation. VOL. II,
49.11
To start the APU, BAT 1 and BAT 2 or AC power must be available to power the APU
computer. Once the APU is running, BAT 1, BAT 2, or the APU BAT may be selected
OFF without causing an APU shutdown. However, if the APU GEN is the only power
source, APU fire protection is not available with BAT 1 and 2 OFF.
ENG_06 Describe how an emergency shutdown of the APU may be initiated. VOL. II,
49.11
An emergency shutdown of the APU may be initiated either manually or automatically. A
manual emergency shutdown of the APU is initiated by:
 The flight crew pushing the APU FIRE pb on the overhead panel.
 The ground crew pushing the APU SHUT OFF pb on the external power panel
(located aft of the nose gear).
 The ground crew pushing an APU EMERGENCY SHUT DOWN pb on either of
the two refueling panels.

The APU computer will initiate an automatic emergency shutdown of the APU in the
event of an APU fire on the ground. The APU fire extinguisher is automatically
discharged; the warning horn sounds in the nose gear bay to alert ground personnel, and
the flight deck APU fire indications are presented. This feature permits APU ground
operation without supervision.

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ENG_07 Understand the control functions and indications on the ENG MASTER and ENG VOL. II,
panels. 72.20

ENG MASTER PANEL

1. Engine Master Switches

ON - Initiates a start of the respective engine and all of the following occur:
 The LP fuel valve opens. During a manual start the HP valve also opens.
 The start valve opens and N2 increases.
 A grey background is displayed behind the respective engine’s N2
indication.
 Fuel used is reset to zero for the engine being started.
 (manual start only) Both igniters are activated immediately. For an
automatic start, ignition is initiated at 20% (PW) N2.

OFF - Shuts down the respective engine. The LP and HP fuel valves close.

2. FIRE/FAULT Lights
FIRE - Illuminates red if fire is detected in the respective engine cowl area.

FAULT - Illuminates amber if either of the following occur:

 An automatic start abort
 A disagreement between the HP fuel valve position and its commanded
position

3. ENG START Selector

CRANK - Used when engine dry cranking is desired. Causes both pack valves to
close for 30 seconds. Fuel flow and ignition are inhibited.

NORM - Engine start, continuous ignition, and dry cranking are not selected.

IGN/START For engine start

 Both FADECs are powered by the aircraft’s electrical system.
 The ENGINE page is displayed.
 The start valve and air pressure indications replace the NAC temperature
indications.

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 Both pack flow control valves close. They reopen after [30] seconds if an
ENG MASTER switch is not selected ON.
 When an engine is running - Manually selects continuous ignition.

Note: The igniters are automatically deactivated following an engine start, as part
of the start sequence. The ENG START selector must be moved to NORM and
then IGN/START to activate continuous ignition.

ENG PANEL

1. MAN START Pbs

Used when a manual engine start or engine dry cranking is desired.
ON - With the ENG START selector in the IGN/START or CRANK position:
 The start valve opens and N2 increases.
 A grey background is displayed behind the respective engine’s N2
indication.
 The pack valves close.
 The engine begins rotating.

2. N1 MODE Pbs
Off (lights out) - Thrust is controlled using EPR if available. Automatic reversion
to N1 mode is available.

Selected ON - Thrust control of the respective engine changes from EPR mode
to N1 rated mode. Following an automatic conversion to N1 rated or unrated
mode, selection of ON confirms the mode.

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ENG_08 Discuss normal and abnormal indications on the ECAM E/WD page as they relate VOL. II,
to the engine system. 72.20

1. EPR (PW ONLY)

 Needle and digital value displays Engine Pressure Ratio in green.
 Small needle with 4 green arcs - Autothrust target EPR.
 Small needle with single line green arc - EPR trend.
 Blue circle indicates thrust lever position.
 Amber tick mark - Maximum EPR (full forward limit of the thrust levers)

REV - Displayed in amber when at least one reverser cowl (on the respective
engine) is unstowed or unlocked. Displayed in green when reverse mode is
selected and both reverser cowls are fully deployed.

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AVAIL - Displayed in green after engine start is complete. Pulses green after
successful engine relight in flight.

2. EGT (PW ONLY)

Needle and digital value displays the current EGT.
 Amber tick mark - Indicates max continuous EGT limit, and ground start
limit. Not displayed when takeoff thrust selected, alpha floor is active, or
reverse selected.
 Red arc - Indicates the takeoff and maximum in flight start EGT.
 Red tick mark - Indicates the maximum temperature reached during an
overtemp event. Erased during next ground start.

3. N1
Needle and digital value displays N1. Normally displayed in green. Displayed in
amber if actual N1 exceeds 100%.
 Red arc - Indicates the maximum permissible N1.
 Red tick mark - Indicates the maximum N1 reached if 100% is exceeded.
Erased during next ground start.
Additional indications in N1 modes:
 N1 digital indication is surrounded by a gray box.
 Amber tick mark - Indicates the current N1 limit.
 Blue circle - N1 corresponding to the current thrust lever position.

4. IDLE
Displayed in flight only, when both engines are at idle power. Initially flashes for
10 seconds.

5. Thrust Limit
Thrust limit mode as selected by the thrust lever position. TOGA, FLX, CLB, or
MCT (displays only TOGA or FLX on the ground). If a FLX temperature has been
entered on the PERF TAKEOFF page (and validated by the FADEC), FLX is
followed by the entered temperature.

6. Fuel Flow
Fuel flow in lbs per hour for the respective engine. Displayed in green.

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7. N2
N2 rotor speed. Displayed in a filled gray box during engine start. Displayed in
red when N2 is above 100%. Erased during next ground start.

Last digit amber dashed - N2 value degraded due to sensor failure.

ENG_09 Discuss normal and abnormal indications on the ECAM ENGINE page. VOL. II,
72.20

1. Fuel Used
Fuel used by the respective engine as computed by the FADEC. If accuracy is
degraded the figure is crossed by two amber lines. Resets to zero at engine start.
CLOG appears below the fuel used figure in case of fuel filter clog.

2. Oil Quantity
Needle and digital value both Indicate oil quantity in green. Digital value pulses
green if oil quantity is less than a predetermined value.

3. Oil Pressure
Needle and digital value both indicate oil pressure, normally in green. Indications
are red when oil pressure is less than a predetermined value.

4. Oil Temperature
Normally displayed in green. During abnormals, may pulse green or appear in
amber if greater than a predetermined value.

5. N1 Vibration
Engine vibration for N1 spool, displayed in green. Pulses green above a
predetermined value.

6. N2 Vibration
Engine vibration for N2 spool, displayed in green. Pulses green above a
predetermined value.

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7. Nacelle Temperatures
Engine nacelle temperature displayed in green. Pulses green above a
predetermined value (indicated by tick mark). Not displayed during engine start.

8. Igniters
Letters IGN are displayed during engine start. A, B - Respective ignitor is
energized.

9. Start Valves
In-line green - Fully open
Cross-line green - Fully closed
In-line amber - Abnormally fully open
Cross-line amber - Abnormally fully closed

10. Starter Air Pressure

Normally displayed in green. Displayed in amber with low pressure, or in case of
overpressure.
ENG_10 Describe the FADEC system, its power source, and protections that it provides to VOL. II,
the engines. (PW ONLY) 72.11

Each engine has an independent, self-powered, Full Authority Digital Engine Control
(FADEC). Each FADEC interfaces with numerous aircraft systems to control engine
operation and performance.

Each FADEC has two channels. Either channel is capable of operating the engine. One
channel is active and the other is in standby. If one channel fails, the other becomes
active automatically.

Each FADEC can be powered by its own dedicated alternator or by the aircraft’s electrical
system. During engine start, the FADEC’s alternator takes over automatically when
engine speed is above [5%] N2. FADEC power reverts to aircraft electrical power if the
FADEC’s alternator fails. The FADECs are powered by the aircraft’s electrical system for
[15] minutes after the respective ENG MASTER switch is selected OFF. When a FADEC
is not powered, amber XXs replace the engine parameters for that engine on the E/WD
and ENGINE page.

Major functions that the FADECs perform include:

 Fuel flow control
 Ignition control
 Protection from exceeding N1, N2, and EPR limits
 Protection for starter engagement time and re-engagement speed
 Computation of fuel used and thrust limits
 Providing data for display on the E/WD and ENGINE page
 Computation of thrust penalties for the use of air conditioning and ice protection
 During automatic engine starts:
o Start valve and HP fuel valve control
o Identification of hung starts
o Protection from exceeding EGT limits (on the ground only)
o Control of start aborts and restart attempts (on the ground only)

Note: No sensors are installed in the tailpipe; therefore, the FADECs cannot identify
tailpipe fires.

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ENG_11 Recall when FADEC will provide ignition versus when the pilot is required to use VOL II,
ignition. 72.11
VOL I,
FADEC L 10.8
During automatic starts on the ground the respective FADEC automatically activates one
igniter. The igniter used alternates between starts. During restart attempts after a failed
start attempt, manual starts, and automatic starts in flight, the FADEC activates both
igniters. Ignition is automatically activated on each engine by the respective FADEC if an
in-flight flameout or surge is detected. FADEC may activate during engine anti-ice
operation when near idle, but this will not happen every time engine anti-ice is selected.

Pilot
Crew members are required to use ignition while operating in moderate (or greater) rain,
moderate (or greater) turbulence, or when standing water or slush exists on the runway.
ENG_12 Describe the indications and differences between operating in N1 rated versus VOL II,
unrated modes. (PW ONLY) 72.11

Rated
In rated N1 mode, thrust lever position and thrust limit indications transfer from the EPR
indicator to the N1 indicator. Also, the N1 MODE limit indications replace the EPR limit
indications on the E/WD.

Unrated
Thrust lever position and N1 limit indications are not displayed in unrated mode. Also, the
N1 MODE limit is not available and amber XXs are displayed below N1 MODE on the
E/WD.
ENG_13 Recall how the engine’s oil supply is cooled. VOL II,
72.11
Air and fuel are used to cool the oil supply.

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ENG_14 Recall the requirements for a reverser to deploy. VOL II,
72.11
For a thrust reverser to deploy, all of the following conditions must be met:
 At least one FADEC channel is operating.
 At least one LGCIU senses that the aircraft is on the ground.
 Reverse thrust is selected.
 The respective engine is running.
FIRE_01 Understand the control functions and indications on the FIRE, APU, CARGO VOL II,
SMOKE, and VENTILATION panels. 26.20

FIRE PANEL
ENG 1(2) FIRE Pbs
Illuminates red if any of the following conditions are met:
 Both loops sense a high temperature.
 One loop detects a fire and the other loop is faulty.
 Both loops fail within five seconds of each other.
Pushing and releasing out an ENG FIRE pb sends an electrical signal to:
 Silence the CRC.
 Arm the fire extinguisher squibs.
 Close the hydraulic fire valves.
 Close the Low Pressure (LP) fuel valve.
 Close the pack flow control valve.
 Close the engine bleed valve.
 Deactivate the engine generator.
 Cut off FADEC power.

AGENT 1(2) Pbs

SQUIB - Illuminates white to indicate that the respective squib is armed.
DISCH - Illuminates amber if the respective fire extinguisher bottle has discharged.

TEST Pb
Pushed and held:
 Both ENG FIRE pbs illuminate.
 The SQUIB and DISCH lights illuminate in all of the ENG FIRE AGENT pbs.
 The CRC sounds.
 The MASTER WARN lights flash.
 The engine fire warning message and ENGINE page is displayed on the ECAM.

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APU PANEL
APU FIRE Pb
Pushing and releasing out the APU FIRE pb sends an electrical signal to:
 Silence the CRC.
 Arm the fire extinguisher squib.
 Close the LP fuel valve.
 Shut the operating APU fuel pumps.
 Close the APU bleed valve and the cross bleed valve.
 Deactivate the APU generator.

AGENT Pb
SQUIB - Illuminates white to indicate that the respective squib is armed.
DISCH - Illuminates amber if the respective fire extinguisher bottle has discharged.

TEST Pb
Pushed and held:
 The APU FIRE pb illuminates.
 The SQUIB and DISCH lights illuminate in the APU FIRE AGENT pb.
 The CRC sounds.
 The MASTER WARN lights flash.
 The APU fire warning message and APU page is displayed on the ECAM.
Note: Pressing the TEST pb has no effect on a running APU.

CARGO SMOKE PANEL

FWD (AFT) AGENT Pbs
SMOKE - Illuminates red if smoke is detected in the respective compartment.
SQUIB - Illuminates white briefly if the respective AGENT pb is pushed.

DISCH Indicator
BTL 1(2) - Illuminates white when the respective bottle is completely discharged, and
during a cargo smoke system test.

TEST Pb
Pushed and held - Tests the cargo and avionics smoke detection and fire protection
systems.

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VENTILATION PANEL
AVNCS SMOKE Light
Illuminates red if smoke is detected in the avionics compartment.
FIRE_02 Recall the indications of a fire warning (Engine, APU, Cargo, Avionics, & Lavs). VOL II,
26.11
Engine
 The Continuous Repetitive Chime (CRC) sounds.
 The MASTER WARN lights flash.
 The engine fire warning message is displayed on the E/WD.
 The ENGINE page is displayed automatically.
 The red ENG 1(2) FIRE pb illuminates.
 The red FIRE light next to the respective ENG MASTER switch illuminates.
 The respective engine NAC (nacelle) temperature indicator on the ENG page
pulses green if the temperature exceeds a predetermined value.

APU
 The CRC sounds.
 The MASTER WARN lights flash.
 The APU fire warning message is displayed on the E/WD.
 The APU page is displayed automatically.
 The red APU FIRE pb illuminates.
 The amber FAULT light in the APU MASTER SW pb illuminates.
 The external warning horn sounds near the nose gear bay (on the ground only).
 The APU FIRE light illuminates on the external power panel (on the ground only).

CARGO
 The CRC sounds.
 The MASTER WARN lights flash.
 A forward or aft/bulk cargo smoke warning message is displayed on the E/WD.
 The red SMOKE light in the respective red guarded AGENT pb on the CARGO
SMOKE panel illuminates.

AVIONICS
 Avionics smoke warning message is displayed on the E/WD.
 Red AVNCS SMOKE light on the VENTILATION panel illuminates.
 CRC sounds.
 MASTER WARN lights flash.

LAVATORIES
 The CRC sounds.
 The MASTER WARN lights flash.
 The lavatory smoke warning message is displayed on the E/WD.

Note: Recall that the lavatory smoke message will NOT display the affected lavatory. This
information is available to the FA on their indicating panel.

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FIRE_03 Describe the Engine Fire Detection and Extinguishing System. (PW ONLY) VOL II,
26.11
The fire detection system for the engine consists of two gas-filled loops. Each engine fire
detection loop (A and B) consists of three sensing elements, one located in the pylon and
one on each side of the engine core. All signals from the fire detection loops are
processed by the respective fire detection unit. If either loop senses a high temperature, a
signal is sent to the fire detection unit which determines if a fire exists. An ECAM caution
message is displayed if one or both loops fail or the fire detection unit fails. If one loop
fails the remaining loop will continue to provide fire detection.

The fire detection unit will activate a fire warning if any of the following occur:
 Both loops sense a high temperature.
 One loop detects a fire and the other loop is faulty.
 Both loops fail within five seconds of each other.

Engine fire extinguishing is controlled by FIRE pbs controlling dedicated fire extinguisher
bottles. Two halon fire extinguishers are provided for each engine
FIRE_04 Describe the APU Fire Detection and Extinguishing System. VOL II,
26.11
The fire detection system for the APU is identical to the design of the engine fire detection
system. Each APU fire detection loop has one sensing element, located in the APU
compartment.

APU fire extinguishing is controlled by a APU FIRE pb controlling the one halon
extinguisher. If an APU fire is detected while the aircraft is on the ground, this bottle
discharges automatically.

An overpressure discharge indicator is provided for the APU fire extinguisher bottle. It
consists of a red disc located on the tail near the APU air intake flap. If the disc is
missing, the pressure relief device may have released the fire extinguisher agent.
FIRE_05 Describe the Cargo Compartment Smoke Detection and Fire Extinguishing System. VOL. II,
26.11
The cargo smoke detectors detect smoke particles, not heat. Each detector is connected
independently to a Smoke Detection Control Unit (SDCU). Smoke detectors are installed
in pairs. Each smoke detector in the pair is monitored by a different channel of the SDCU.
Normally both detectors in a pair must detect smoke for the SDCU to activate a smoke
warning; however, if one smoke detector fails, the SDCU will activate the warning if the
operable detector in the pair senses smoke.

A total of five pairs of smoke detectors are installed in the cargo compartments. There are
two pairs of detectors in both the forward and aft cargo compartments, and one pair in the
bulk cargo compartment. The smoke detectors are housed in cavities in the ceiling of
each cargo compartment. Each cavity contains two smoke detectors, each monitored by
a different SDCU channel.

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Two halon fire extinguishers are installed for cargo fire extinguishing. The complete
discharge of bottle 1 takes approximately 60 seconds. A flow meter installed on bottle 2
allows it to discharge slowly into the respective compartment to provide sufficient agent
concentration for 4 hours.

Note: Because the affected compartment is not ventilated and the smoke detectors are
particle detectors, the smoke warning may remain after agent discharge even if the
smoke source is eliminated.
FIRE_06 Describe the Avionics Smoke Detection and Fire Extinguishing System. VOL. II,
26.11
The avionics smoke detectors detect smoke particles, not heat. Each detector is
connected independently to a Smoke Detection Control Unit (SDCU).

Smoke detectors are installed in pairs. Each smoke detector in the pair is monitored by a
different channel of the SDCU. Normally both detectors in a pair must detect smoke for
the SDCU to activate a smoke warning; however, if one smoke detector fails, the SDCU
will activate the warning if the operable detector in the pair senses smoke.

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If avionics smoke is detected, the ECAM directs the crew to place the avionics ventilation
system in the smoke configuration by selecting the EXTRACT pb on the VENTILATION
panel to OVRD. In the smoke configuration, the underfloor extract valve is closed and the
overboard extract valve is partially open. This allows the smoke to be ventilated
overboard.

FIRE_07 Describe the Lavatory Smoke Detection and Fire Extinguishing System. VOL. II,
26.11
Smoke detectors are installed in the ceiling of each lavatory in the ventilation extract duct.

Heat detectors, connected to halon-filled fire extinguishers, are installed in the cabinet
next to the waste bins in all lavatories.

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FLTCTR_01 Discuss normal and abnormal indications on the F/CTL page, PFD, and E/WD. VOL. II,
27.20

F/CTL PAGE

1. Spoiler and Speed Brake Indications

Spoiler status is depicted as:
 Green Line - Spoiler operational and retracted
 Green Triangle - Spoiler operational and extended
 Amber Triangle - Spoiler faulted and extended
 Amber Number - Spoiler faulted and retracted. The number of the
affected spoiler is displayed in amber.
 Amber XXs - The flight control computer cannot determine the position of
the spoiler surface or the corresponding flight control computer is
inoperative.

2. Aileron Position Indication

The aileron position indicator consists of a white scale showing the range of
aileron deflection and a green position indicator for each aileron.
Aileron position indicators depicted:
 Green - Normal operation
 Amber - Both servos for the aileron are inoperative
 Amber XXs - The flight control computers cannot determine the position
of the aileron.

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Droop Positions
 A white box on the position indicator scale depicts the current drooped
aileron neutral position. A box only appears when the following
configurations are selected:
 First droop level - Flaps 1 + F
 Second droop level - Flaps 2, 3, or FULL

Note: Ailerons do not droop in the flaps 1 position (slats only).

3. Hydraulic System Pressure Indications

The hydraulic system letters positioned adjacent to the flight control symbols
indicate the hydraulic systems powering each of the flight control surfaces.
 G - Green system
 B - Blue system
 Y - Yellow system

The letters are displayed in either:

 Green - Normal hydraulic system pressure
 Amber - Low hydraulic system pressure

Note: Amber half box - The flight control computer controlling that servo has
failed or is selected off. The servo is inoperative.

4. Pitch Trim Position Indication

 PITCH TRIM label - Normally white
 Amber - THS electrical control lost.

Pitch Trim Position Indication - Normally green:

 The numeric value indicates the pitch trim setting.
 UP or DN - The selected setting produces aircraft nose up or nose down
trim.
 Amber - B + Y hydraulic low pressure. Pitch trim is not available.

5. Elevator Position Indication

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The elevator position indicators depicted:
 Green - Normal operation
 Amber - Both the green and blue hydraulic system pressures are low.
 Amber XX - The flight control computers cannot determine the position of
that elevator.

6. Rudder Indications
The scale shows the full range of rudder travel. Rudder position indicator
depicted:
 Green – Normal
 Amber rudder symbol and scale - All three hydraulic systems have low
pressure.

Rudder travel limiter indicator

Shows the rudder deflection limits.
 Green – Normal
 Amber - Rudder travel limit function is unavailable

Rudder trim position indicator depicted

 Blue – Normal
 Amber - Rudder trim systems 1 and 2 are inoperative.

NORM CTL - Not normally displayed. Appears in amber when normal rudder
control is lost and the Backup Control Module (BCM) is in operation.

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PFD
Protection Limit Symbols
Green equal signs symbolize attitude and speed limits. Limit indications are replaced by
amber XXs when in alternate or direct law. Limit symbols are placed at:
 67° bank
 30° nose up
 15° nose down
 VMO +4

Sidestick Position Indicator

The sidestick position indicator is displayed on both PFDs while on the ground with an
engine running. It indicates the summed captain/first officer sidestick positions.

Note: Sidestick position is not an indication of flight control surface positions.

Sidestick Limit Marks

The white box corners represent the maximum sidestick deflections.

E/WD
Flap Position Display

S and F
The S indicates the slat side of the display and the F indicates the flap side. The letter
and slat/flap symbol display are depicted:
 White - Normal operation (S and F not displayed in clean configuration)
 Amber - Respective surface is inoperative, either due to a loss of hydraulic
pressure or computer control.

A LOCK (replaces S) - Pulses green, alpha/speed lock function is active (slats at 1 but
selected up).

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F RELIEF (replaces F) - Pulses green, flap load relief function is active. Flap load relief is
only available in position 2, 3, or FULL. The flap load relief system commands a flap
position of one position less than selected.

Selected Slat/Flap Position

Selected slat and flap position symbols appear in blue until the respective surface is in
the commanded position.

Actual and Selected Position Indications

The slat and flap symbols depicted:
 Green - Actual slat or flap positions in normal operation.
 Amber - A failure has occurred causing the respective slats or flaps to be
inoperative.

When a clean configuration is reached, only a ‘side view’ of the wing is displayed. The
position symbols are not displayed.

FLAPS Lever Selection

Indicates the commanded flap configuration. The indications are depicted in green when
the commanded slat/flap position has been reached and blue while in transit.
Blank - Position 0 is selected (slats and flaps up).
 1 + F - Slats and flaps are selected to 1.
 1 - Slats only (position 1 selected from 0 inflight).
 2 - Slats and flaps selected to 2.
 3 - Slats set to 3 (fully extended) and flaps selected to 3.
 FULL - Slats and flaps fully extended.

Selectable Position Indications

The small white squares indicate a selectable slat or flap position. They are not shown
when the airplane is in the clean configuration.
FLTCTR_02 Discuss the meaning of the ECAM memos as they relate to flight control system. VOL. II,
27.20

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SPEED BRK
If the speed brakes are extended, the message is displayed in green. The message
becomes amber
in flight if one or both engines are not at idle thrust for more than [50] seconds.

GND SPLRS ARMED

If the ground spoilers are armed the message is displayed in green.

TURB DAMP OFF

TURB DAMP pb is selected OFF

FLTCTR_03 Describe the indications on the PFD when in normal, alternate, & direct law as well VOL. II,
as backup flight control. 27.12

NORMAL
On the PFD, green equal signs are present at [67°] of bank, at [30° & -15°] of pitch, and
a few knots above VMO/MMO. The range where alpha protection is active is displayed on
the airspeed indicator as a black and amber band.

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ALTERNATE
To indicate the loss of protections, amber XXs replace the green equal signs on the PFD.
Alpha prot and alpha max are replaced by a red and black striped stall warning indication
(VSW).

DIRECT

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If direct law is active, an amber USE MAN PITCH TRIM message is displayed on the
PFD. This is a reminder of the loss of automatic pitch trim.

BACKUP FLIGHT CONTROL

If a loss of control of both elevators is detected, a red MAN PITCH TRIM ONLY message
is displayed on the PFD. This is a warning that the THS is the only flight control surface
available for pitch control.
FLTCTR_04 Describe the flight characteristics provided in normal law. VOL. II,
27.12
Normal law is the flight control law in use during normal conditions when all, or nearly all
aircraft systems are operational. Normal law provides the highest level of automation,
flight envelope protection, and computer enhanced handling characteristics, including
automatic pitch trim. The autopilot is almost always available in normal law.

Pitch Control
In flight, pitch is controlled by demanding changes in g load (load factor demand). Normal
law provides automatic pitch trimming and flight envelope protections. Forward or aft
sidestick displacement controls pitch by demanding a change in g load. The g load
demanded determines the rate of pitch change. Returning the sidestick to neutral
maintains the current pitch attitude.

Pitch demands are routed to the flight control computers, which then command elevator
servo movement. At the same time, commands are also sent to the THS to begin trim
movement. The THS automatically trims until the elevators are streamlined behind the
THS. Traditional aircraft are trimmed to maintain a speed; therefore, if thrust is changed
the aircraft changes pitch to stay close to the trimmed speed. However, the A-330
maintains its current pitch even if thrust or speed is changed. For bank angles up to 33°,
normal changes in g load during turns are compensated for automatically. Beyond 33°,
aft sidestick must be held in order to maintain altitude.

Roll Control
In normal law, roll control is roll rate demand. Left and right sidestick displacement
demands a roll rate proportional to the sidestick displacement, independent of speed,
with a maximum value of [15°]/ second. When the sidestick is neutral, a zero roll rate is
commanded and the current bank angle (up to 33°) is maintained. At bank angles greater
than 33°, normal law has positive spiral stability and sidestick deflection must be held to
maintain bank angles greater than 33°. If the bank angle is greater than 33°, releasing the
sidestick to neutral will result in the bank angle reducing to 33°.

Yaw Control
In normal law full turn coordination and yaw damping are provided. When an autopilot is
on, rudder trim is automatic and manual rudder trim and the trim RESET pb are inhibited.

Ground Mode
Ground mode is active when the aircraft is sensed on the ground. In ground mode:

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 The sidestick commands control surface deflection (elevators, ailerons, spoilers)

directly proportional to sidestick deflection.
 Maximum elevator, aileron, and spoiler deflection is limited depending on aircraft
speed.
 Pitch trim is automatically set to 4 units up after landing.

Flight Mode
Flight mode is progressively blended in over a period of [5] seconds after takeoff. Flight
mode provides the normal law pitch, roll, and yaw characteristics previously discussed.

Landing Mode
Landing mode gives the flare and touchdown a conventional feel. It becomes active when
descending below 100 feet RA, and only affects pitch handling characteristics. In landing
mode, the sidestick commands a direct sidestick to elevator relationship. Additionally, at
50 feet RA a slight pitch down elevator input is applied so that an aft stick movement is
required to maintain the same pitch. Shortly after touchdown the flight controls transition
to ground mode.
FLTCTR_05 Describe the protections provided in normal law. VOL. II,
27.12
Maneuver Protection
Maneuver protection prevents exceeding g load limits. If a demand would result in
exceeding a g limit, the flight control computers restrict the control surface movement.
When the slats are retracted the g limits are +2.5 and -1.0 g. When the slats are extended
the g limits are +2.0 and 0 g.

Pitch Attitude Protection

Pitch attitude protection prevents excessive aircraft pitch. These attitude limits are
displayed on the PFDs as green equal signs at 30° nose up and 15° nose down. If a limit
is reached, further sidestick displacement in that direction produces no effect.

High Speed Protection

High speed protection prevents aircraft damage due to excessive speed. High speed
protection activates slightly above VMO/MMO, at the speed depicted by a green equal
sign.

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When high speed protection activates:

 The autopilot(s) disconnect.
 Nose down pitch trim is inhibited.
 The flight control computers attempt to limit further acceleration by commanding
a gentle pitch up. This protection limits maximum airspeed by automatically
increasing the aircraft’s pitch attitude even if the sidestick is held full forward.
 Positive spiral stability becomes active at all bank angles (instead of the usual
33° in normal law). Therefore, the sidestick must be held to maintain any bank
angle. If the sidestick is released the aircraft returns to a bank angle of 0°.
 The CRC and MASTER WARN lights activate and an O/SPEED (overspeed)
warning is displayed on the E/WD. The CRC can only be silenced by slowing
down or pushing the EMER CANC pb.

High speed protection is deactivated when the aircraft decreases below VMO/MMO.

Alpha Protection
Alpha protection limits the aircraft’s angle of attack (alpha). This allows the pilot to safely
command a maximum angle of attack for critical maneuvers such as windshear recovery
and GPWS “pull up” maneuvers without the danger of stalling the aircraft. The range
where alpha protection is active is displayed on the airspeed indicator as a black and
amber band. The top of the band is referred to as alpha prot (alpha protection), and the
base of the band as alpha max (alpha maximum). Alpha max is an angle of attack slightly
less than the stall angle of attack. If at alpha max, the aircraft will not stall but will have
nearly the maximum allowable lift for the current weight and configuration. If the angle of
attack exceeds alpha prot, the autopilot(s) disconnect, the speedbrakes retract (the
handle does not move), and the sidestick control switches from g load demand to angle
of attack demand. Between alpha prot and alpha max, sidestick pitch displacement
directly and proportionally commands angle of attack. If the sidestick is held full aft, the
aircraft will vary pitch to maintain alpha max. If the sidestick is released to neutral the
aircraft will vary pitch to maintain alpha prot. Sidestick movement forward of neutral is
required to leave alpha protection mode and return back to the normal g load demand
mode.

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Bank Angle Protection

Bank angle protection prevents pilot or autopilot demands from producing excessive bank
angles. Bank angle protection limits bank angles to 67° or less.

Low Energy Warning

Normal law also provides an aural low energy warning of “SPEED SPEED SPEED.” The
warning is repeated every [5] seconds and indicates that the aircraft’s energy state would
require additional thrust to attain a positive rate of climb. The PRIMs compute the low
energy warning according to the aircraft configuration, speed deceleration rate, and flight
path angle. The warning is normally generated before alpha floor activates. However, in
some cases of rapid aft sidestick movement, alpha floor may activate without first
triggering the low energy warning.

The low energy warning is only available:

 In normal law.
 In configuration 2, 3, or FULL.
 Between 100 and 2000 feet RA.

The warning is inhibited if:

 TOGA is selected.
 Alpha floor is active.
 A GPWS alert is triggered.

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FLTCTR_06 Describe the flight characteristics provided in alternate law. VOL. II,
27.20
Alternate law is the flight control law in use following failures or combinations of failures
that do not permit the flight control computers to maintain normal law. Alternate law
provides reduced automation, protections, and handling characteristics. Depending on
the degree of failure, the autopilot may or may not be available.

Pitch Control
Alternate law pitch control is similar to normal law. Alternate law has maneuver
protection, automatic pitch trim, and ground and landing modes identical to normal law.
Pitch attitude protection, alpha protection, and high speed protection are replaced by low
and high speed stabilities.

Low Speed Stability

In alternate law, low speed stability replaces alpha protection and is activated by
speed instead of angle of attack. At [5-10] knots above stall speed, a nose down
command is produced to avoid a further decrease in airspeed. Low speed
stability can be overridden by the pilot. If sufficient aft sidestick is applied, the
aircraft can be stalled. If a stall is approached, audio stall warning “crickets” and a
synthesized voice “STALL STALL” are activated.

High Speed Stability

In alternate law high speed stability replaces high speed protection. Above
VMO/MMO an overridable nose up command is produced to avoid an increase in
airspeed. The overspeed warning above VMO/MMO remains operational.

Roll Control
Alternate law roll control can operate in one of two modes depending on the failure(s).
The visual indications are the same for both modes.

ALT 1
In ALT 1, roll control is similar to normal law. The sidestick commands a roll rate,
and bank angle is limited to [67°]. Even though bank angle protection is still
available, amber XXs are displayed on the PFD at [67°]. Positive spiral stability
(above 33°) is also functional.

ALT 2
In ALT 2, roll control is a direct sidestick to control surface relationship. Bank
angle protection is lost. The maximum roll rate can be almost double the roll rate
in normal and ALT 1 laws, depending on the speed and configuration. The higher
than normal roll responses are the best indication of ALT 2 being active.

Yaw Control
When roll alternate law ALT 1 is in effect, yaw control is identical to normal law. Turn
coordination and yaw damping are functional.

When roll alternate law ALT 2 is in effect, turn coordination is lost when slats and flaps
are up. Pilot rudder application is required for turn coordination. Yaw damping remains
functional.

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FLTCTR_07 Describe the flight characteristics and protections provided in direct law. VOL. II,
27.12
Direct law is a direct relationship between sidestick and rudder pedal deflection and flight
control surface movement. All protections and stabilities are lost in direct law.

Aircraft pitch, roll, and yaw rates for any given flight control input will change depending
on the speed and configuration of the aircraft (just as in non fly-by-wire aircraft).

Though pitch control provides for a direct sidestick to elevator relationship, the maximum
elevator deflection is automatically limited depending on CG. This allows for adequate
controllability at forward CGs, yet prevents overly sensitive controls at aft CGs.
Automatic pitch trim is inoperative and the THS must be trimmed manually using the pitch
trim wheels.

Overspeed and stall warnings are still available.

FLTCTR_08 Describe the flight characteristics provided in backup flight control. VOL. II,
27.12
Backup flight control allows control of the aircraft during a complete loss of electrical
power or all flight control computers.

Pitch
In backup control, sidestick pitch demands are inoperative. Pitch is controlled using the
pitch trim wheels through a mechanical connection to the THS hydraulic jackscrew.

Yaw & Roll

In almost all cases, if MAN PITCH TRIM ONLY is displayed on the PFD, sidestick roll
control is inoperative. However, in some limited scenarios, sidestick roll control may be
possible (e.g., only PRIM 3 operational).
If sidestick roll control is not possible, yaw and roll are controlled using the rudder
pedals. Rudder demands are sent to the backup control module which commands the
rudder’s hydraulic servos. When the g load increases due to bank the pilot must add nose
up pitch control to hold altitude.

Note: Asymmetric or differential engine thrust changes can result in significant

yaw/roll rates.
FLTCTR_9 Discuss the flap and slat protections. VOL. II,
27.11
Automatic Flap Retraction (1+F)
If the wing configuration is CONF 1 + F and the airspeed increases to 200 knots,
the flaps automatically retract to 0, and slats will remain at 1. The flaps remain
retracted, and will not automatically re-extend if speed is reduced.

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Flap Load Relief System (FLRS) (2, 3, and FULL)
The Flap Load Relief System (FLRS) is an automatic protection that moves the
flaps to one position less than the selected configuration. The FLRS is only
available with selected positions of 2, 3 and FULL. Slat position is not affected.
When the FLRS is activated, the F on the flap position indicator is replaced by F
RELIEF pulsing in green.

Automatic Retraction
If the airspeed is allowed to increase to VFE + 2.5 knots, the flaps will retract to one
position less than selected. If the speed is reduced to 2.5 knots below VFE, the flaps will
automatically re-extend to the selected position.

Delayed Extension
If flap position 2, 3, or FULL is selected when the airspeed is greater than VFE -2.5 knots,
the flaps will remain at one position less than selected until the speed is less than VFE -
2.5 knots.

Two VFE NEXT speeds are published for CONF 2 (205 and 196). The higher speed
(205) considers the activation of FLRS and a resulting actual configuration of slats 2, and
flaps 1.

When selecting flaps 2 from flaps 1 or 1+F:

 Slats extend to 2.
 Flaps:
o If between 205 and 193.5 knots, the flaps extend to (or remain at) 1 and
F RELIEF is displayed.
o If less than 193.5 knots, the flaps extend to 2.

Slats Alpha/Speed Lock

The Slat Alpha/Speed lock function inhibits slat retraction at high angles of attack (alpha)
and/or low speed. If the flaps lever is selected to 0 when in excess of a certain angle of
attack or below a certain speed, the slats remain at position 1. When the angle of attack
is no longer excessive and speed exceeds a certain speed, the slats will automatically
retract to 0 as previously selected.

When activated, the S on the slat position indicator is replaced by A LOCK pulsing in
green. This function only inhibits retraction if the excessive alpha or low airspeed values
are already present at selection of CONF 0. It does not automatically extend the slats.

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FLTCTR_10 Discuss the operation of sidesticks. VOL. II,
27.11
Manual flying demands to the flight control computers are made via sidesticks, located
outboard of each pilot seat. The sidesticks are spring loaded to the neutral position.

There are no mechanical connections from one sidestick to the other, or from the
sidesticks to the flight control surfaces. Each sidestick includes a red dual function
autopilot disconnect/takeover pb.

Normally only one pilot is operating a sidestick (hand flying the airplane) at any one time.
If both sidesticks are operated simultaneously their demands are summed by the
computers. If both sidesticks are displaced in the same direction the demands are
summed up to a maximum of one sidestick’s full deflection.

Example: If both sidesticks are moved to 3/4 deflection right, the summed demanded roll
rate would be the same as one sidestick at full right deflection. If the sidesticks are moved
equally in opposite directions, the commands will cancel.
FLTCTR_11 Describe the sidestick priority design logic. VOL. II,
27.11
A sidestick priority system allows either pilot to take sole control of the aircraft in the
event of failure of the other sidestick, or if the other pilot is displacing the other sidestick.

Either pilot can take sole control of the aircraft by pushing and holding the red autopilot
disconnect/takeover pb on the sidestick. The last pilot to push and hold the takeover pb
has control.

When a takeover pb is pushed the autopilot(s) will disconnect. When the pb is held in,
demands produced by the other sidestick are ignored by the flight control computers.

Holding a takeover pb for approximately 40 seconds latches the priority and deactivates
the other sidestick. The pilot taking control may then release the takeover pb without
losing sole control. A deactivated sidestick may be reactivated at anytime by pushing its
takeover pb, even if the other takeover pb continues to be held. Therefore, the last pilot to
push a takeover pb has control, even if the opposite takeover pb is continuously held.

When a takeover pb is pushed:

 A synthesized voice states “PRIORITY LEFT” or “PRIORITY RIGHT”, as
appropriate.
 A red arrow, pointing towards the pilot with control, is illuminated in front of the
pilot losing control. The red arrow indicates that the sidestick is currently
deactivated.
 A green CAPT or F/O light illuminates in front of the pilot in control if the
deactivated sidestick is not sensed in neutral.

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Both green CAPT and F/O lights will flash when both sidesticks are displaced from the
neutral position. Additionally, on some aircraft, a synthesized voice stating “Dual Inputs”
will be announced.
FLTCTR_12 Discuss the purpose of the Flight Control Computers. VOL. II,
27.11
Five flight control computers process pilot and autopilot demands according to flight
control laws. There are three Flight Control Primary Computers (FCPC, referred to as
PRIM 1, 2 or 3) and two Flight Control Secondary Computers (FCSC, referred to as SEC
1 and 2). Any one computer is capable of controlling the aircraft.

Each flight control computer receives inputs from the flight deck controls and other
sensors and computers. Each flight control computer is wired to specific hydraulic servos
on the aircraft’s control surfaces. For redundancy, all surfaces, except spoilers, have
multiple hydraulic servos, each of which is controlled by different flight control computers.
If one computer is unable to move the flight control surface as desired, another computer
will take over command of that control surface (except spoilers).

Note: All flight control surfaces are hydraulically actuated.

FLTCTR_13 Discuss trim capabilities for all three axes. VOL. II,
27.11
Pitch Trim
In flight, pitch trim is normally automatic. Manual control of the THS is available at any
time (provided blue or yellow system pressure is available) by using the pitch trim wheels.
Shortly after landing the PRIMs automatically set the THS to 4° UP.

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Rudder Trim
Rudder trim is achieved by repositioning a centering spring. Two trim motors commanded
by the SECs position the centering spring to provide rudder trim. The spring also provides
artificial feel.

There is no feedback to the rudder pedals from yaw damping and turn coordination.

In manual flight (autopilot off) the trim is adjusted with the RUD TRIM knob on the center
pedestal. Rudder trim may be reset to zero by momentarily pushing the RESET pb next
to the trim knob.

When an autopilot is on, the trim knob and RESET button are deactivated and the
FMGEC computes the rudder trim orders. Manual pedal inputs can override autopilot
inputs and disconnect the autopilot(s).

Rudder trim position is displayed on the indicator next to the RUD TRIM knob. Trim is
indicated in degrees left or right. Dashes are displayed for invalid data or a failure of
power-up test.

Aileron Trim
It is not possible for the pilot to make aileron trim inputs.
FLTCTR_14 Recall when the speedbrakes are inhibited. VOL. II,
27.11
Speedbrakes are inhibited if any of the following conditions exist:
 At least one thrust lever is above MCT.
 Alpha (angle of attack) protection is active.
 Low speed stability is active.
 Alpha floor protection is active.
 Maneuver Load Alleviation (MLA) is active.

If the speedbrakes are extended when an inhibition condition occurs, the speedbrakes
automatically retract and stay retracted until the inhibition condition no longer exists and
the speedbrake lever has been reset to RET (retract). If the inhibition condition no longer
exists, the speedbrakes may be extended again five seconds after the speedbrake lever
is reset to RET.
FLTCTR_15 Describe the conditions necessary for full and partial ground spoiler extension. VOL. II,
27.11
Ground Spoiler Extension
Ground spoilers automatically extend during an aborted takeoff or on landing. Ground
spoiler extension cannot be commanded manually. Initiation of ground spoiler extension
depends upon whether the ground spoilers are armed or not. Pulling the speed brake
handle up, when in the RET position, arms the ground spoilers. When armed, a green
GND SPLRS ARMED memo is displayed on the E/WD.

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Ground spoilers will automatically extend when wheel speed is 72 knots or greater with
both main gear on the ground if one of the following conditions are met:
 The ground spoilers are armed and both thrust levers are retarded to idle.
 The ground spoilers are not armed and at least one thrust lever is in reverse (with
the other thrust lever at idle).

If a slippery runway prevents wheel speed from reaching 72 knots upon landing,
automatic deployment of the ground spoilers will occur as described above if the radio
altimeters and strut compression of both main landing gear confirm that the aircraft is on
the ground.

If the aircraft leaves the ground (e.g., aircraft bounce or liftoff after the initiation of a
rejected takeoff) the ground spoilers remain deployed so long as the thrust levers remain
in idle. They retract if thrust is increased above idle (e.g., for go-around) and extend again
after the next touchdown.

Partial Ground Spoiler Extension

The ground spoilers will partially extend on landing when only one landing gear strut has
compressed, and at least one thrust lever is selected into reverse. This feature is
designed to help the aircraft settle after crosswind landings or landings on wet or
contaminated runways. Subsequent compression of the second strut will result in full
ground spoiler extension. The selection of reverse thrust is mandatory for this feature to
operate.
FUEL_01 Understand the control functions and indications on the FUEL and FUEL Split VOL. II,
panels. 28.20

FUEL PANEL

1. Main Pump Pbs

 On (lights out) - The pump is operating
 OFF - The pump is selected OFF.
 FAULT - Pump output pressure is low. The FAULT light is inhibited with
the pb selected OFF.

2. STBY Pump Pbs

 On (lights out) - The pump operates when the one of the associated main
pumps is failed or selected OFF.
 OFF - The pump is selected OFF
 FAULT - Pump output pressure is low. The FAULT light is inhibited with
the pb selected OFF, or if the associated main pumps are running (i.e.
the standby pump is normally off in this condition).

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3. WING X FEED Pb
 AUTO (lights out) - The cross feed valve automatically opens in the
emergency electrical configuration.
 ON - The cross feed valve is selected open.
 OPEN light - Illuminates green when the cross feed valve is fully open.

4. T TANK MODE Pb
 AUTO - The FCMC controls the transfer between the trim tank and the
inner or center tank.
 FWD - Selecting the pb in, initiates a manual forward transfer to the
center tank (-200) or the inner tanks (-323) by:
o Opening the trim tank isolation valve and aux forward transfer
valve.
o Closing the trim line isolation valve and aft transfer valves.
o Operating the trim tank forward transfer pump.
 FAULT - The FAULT light illuminates for any of the following reasons:
o The FMGEC detects an excessive aft CG (based on the THS
position).
o The FCMC is unable to carry out a forward transfer.
o A FUEL LO TEMP warning has been triggered.

5. T TANK FEED Switch (-200)

 AUTO - The FCMC (or the T TANK MODE pb) controls the transfer
between the trim tank and the inner or center tank. Forward transfers are
stopped before the trim line is drained.
 ISOL - The transfer line is isolated by stopping the trim tank forward
transfer pump and closing:
o The trim tank isolation valve.
o The trim tank inlet valve.
o The aux forward transfer valve.
o The trim line isolation valve.
 OPEN - The valves used for a manual forward transfer (see T TANK
MODE pb above), plus the trim tank inlet valve open.
Note: The APU cannot operate when the trim line is drained of fuel.

6. OUTR TK XFR Pb
 AUTO - The FCMC controls the outer to inner tank transfer.
 ON - Initiates the outer to inner tank transfer by opening the:
o Outer transfer valves.
o Outer inlet valves.
o Inner inlet valves.
 FAULT - The FAULT light illuminates for any of the following reasons:
o The inner tank low level is reached and the outer tank is not
empty.
o The FCMC is unable to carry out the transfer to the inner tanks.
o A FUEL LO TEMP warning has been triggered.

NOTE: The maximum imbalance between the outer tanks is 3,300 pounds.

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7. CTR TANK Fuel Pump Pbs (-200 and -323 Only)

 On (lights out) - The center tank pump runs when there is fuel in the
center tank and automatically stops when the center tank is empty.
 OFF - The pump is selected OFF
 FAULT - The Fault light illuminates when the center tank pumps need to
be shutoff for any of the following reasons:
o The pump output pressure is low.
o The trim line isolation valve is failed open.
o A manual transfer from the center tank is required and both inner
tank quantities are above [37500] lbs.
o One or more outer or inner inlet valves is failed open and both
inner tank quantities are above [37500] lbs.

8. CTR TANK XFR Pb (-200 Only)

 AUTO - The FCMC controls the center to inner tank transfer.
 MAN - Initiates a center to inner tank transfer, by commanding the inner
tank inlet valves open.
 FAULT - The FAULT light illuminates when either of the following
conditions occur, indicating that a center to inner transfer should have
taken place but has not.
o The inner tank low level is reached and the center tank is not
empty.
o The FCMC is unable to carry out the transfer to the inner tanks.

FUEL SPLIT PANEL

INR TK SPLIT Pbs

 ON (pb selected in) - The selected inner tank split valve is selected closed (fuel
may be used from either tank division).
 Off - The inner tank split valve is open (normal position).
 SHUT - Illuminates when the inner tank split valve is closed.

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FUEL_02 Discuss normal and abnormal indications on the ECAM FUEL page. VOL. II,
28.20

1. Engine Number
Indicates the engine number and status:
 White - Engine is running.
 Amber - Engine is not running.

2. Fuel Used Indication per engine

Indicates the fuel used for each engine, normally green. Value crossed with
amber bars - Fuel flow detection system has failed and a FADEC calculated
value is considered inaccurate. Values are reset to zero at engine start.

3. Total Fuel Used Indication

Indicates the total fuel used, normally green. Value crossed with amber bars -
Total fuel used value is considered inaccurate due to status of at least one
engine fuel used value. Value is reset to zero at engine start.

4. Engine LP Valves Indication

Indicates the position of each engines low pressure fuel valve.
 In-line green - Valve is open.
 Cross-line amber - Valve is closed.
 In-line amber - Valve is jammed open.
 Diagonal line amber - Valve is in transit.

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5. X FEED Valve
Indicates the position of the cross feed valve.
 Cross-line green - Valve is closed.
 In-line green - Valve is open.
 Cross-line amber - Valve is jammed closed.
 In-line amber - Valve is jammed open.
 Diagonal line amber - Valve is in transit.

6. Fuel Quantity Indications

Indicates the quantity of fuel in pounds in the respective tank. Normally displayed
in green, becomes amber in case of:
 Over flow.
 Low level (inner tank only).
 Pulsing green (inner and outer tank quantities) - An imbalance exists
between the left and right wing tanks.

Amber box around fuel value - Fuel in the tank is unusable (trim and outer tanks
only). Partial amber box around fuel value (center tank only) - Center tank fuel
below 33,000 lbs is unusable.

Last two digits crossed with amber bars - Indication considered inaccurate.

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7. Collector Cell Fuel Quantity Indication

Displays the quantity of fuel in each collector cell. Collector cell quantity is
included in the inner tank quantity display. Last two digits crossed with amber
bars - Indication considered inaccurate.

8. Fuel on Board Indication

Partial box around FOB indication - Some fuel is unusable. Refer to tank with box
or half box indication. Last two digits crossed with amber bars - Indication
considered inaccurate.

9. Fuel Temperature Indications

Indicates the fuel temperature in the left and right inner tanks, left outer tank, and
the trim tank only. It is normally displayed in green. Fuel temperature in amber -
Abnormally high or low fuel temperature.

10. Trim Tank Fuel Valves Indication

Indicates the combined condition of the trim tank isolation valve and the trim tank
inlet valve.
 In-line green - One valve is open.
 Cross-line green - Both valves are closed.
 In-line amber - One valve is abnormally open.
 Cross-line amber - Both valves are jammed closed.

11. APU LP Valve Indication

Indicates the status of the APU LP valve.
 APU letters
o White - Normal valve operation
o Amber - Valve failed in position

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 Arrow indication
o White open arrow - Valve is closed
o Green open arrow - Valve is open, fuel provided to APU
o Amber solid arrow - Valve is failed open
o No arrow - Valve is failed closed

12. Gross Weight Indication

Displays the aircraft gross weight as computed by either the FCMC (primary) or
the FMGEC (backup).
 Last two digits crossed with amber bars - Indication considered
inaccurate.
 Displayed as blue dashes when the gross weight is not computed.

13. Center of Gravity

Displays the aircraft center of gravity as computed by either the FCMC (primary)
or the FMGEC (backup).
 Displayed in red - The FMGEC has detected an excessive aft CG.
 Displayed as blue dashes when the CG is not computed.

14. Wing tank Pumps

 In-line green - Pump is running.
 In-line amber - Pump is abnormally running.
 Cross-line amber - Pump is not running.
 LO - Pump is on and output pressure is low.

15. Center and Standby Pumps

The center and standby pumps can display the following additional indications:
 Cross-line green - Pump not running (normally).
 Cross-line amber - Pump not running (abnormally).

16. Transfer Indications

Transfer indications for center to inner, center to trim, inner to trim, trim to center,
trim to inner, and outer to inner have the following indications in common: Arrows
indicate the direction of transfer and the receiving tank.
 No arrow - No transfer is taking place.
 Open green arrow - Automatic transfer
 Solid amber arrow - Abnormal transfer
 Solid green arrow - Manual transfer (manual transfer to the trim tank is
not possible)

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FUEL_03 Discuss the meaning of the ECAM memos as they relate to fuel system. VOL. II,
28.20
REFUEL IN PROCESS
Displayed in green when both engines are shut down and either refuel panel is not set for
flight.

REFUEL PNL
Displayed in amber after engine start when either refuel panel is not set for flight.

TRIM TK XFR
Displayed in green during trim tank transfer.

T TK XFRD
Displayed in green from cruise to engine shutdown when the trim tank has been emptied
following a forward transfer.

OUTR TK XFR
Displayed in green during an outer tank transfer.

OUTR TK XFRD
Displayed in green when the outer tank has been transferred to the inner tank.

FUEL X FEED
Displayed when the X FEED valve is open (automatically or manually).
 Normally green
 Amber if the X FEED valve is open during takeoff
FUEL_06 Discuss the maximum usable fuel on both the -200 and -300 models and describe VOL. I,
the normal fuel loading process on a -300 model. SP 12.2

Maximum Usable Fuel

(-200) 245,000 lbs
(-300) 172,000 lbs
FUEL_07 Recall whether the A330 has defueling or fuel dumping capabilities. VOL. II,
28.10
It is possible to defuel the inner wing tanks only.
Fuel dumping capability is not provided.
FUEL_08 Recall how to determine your fuel consumption and current fuel on board after a QRH
FCMC 1+2 FAULT. 12.11

If resetting of the FCMCs is not successful, determine the FOB by subtracting the FUEL
USED from the fuel quantity at engine start.
FUEL_09 Discuss the gravity feed capabilities from the different fuel tanks. VOL. II,
28.11
INNER
All of the fuel in the wing tanks can be gravity fed to the engines if necessary.

OUTER

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Outer transfer valves, one in each wing, allow fuel to gravity feed from each outer tanks
to its respective inner tank. They are normally controlled automatically but may be
manually selected open.

CENTER
If both center tank pumps fail, only center tank fuel in excess of 33,000 lbs can be gravity
fed into the inner tanks. The remainder will be unusable.

TRIM TANK
If the trim tank forward transfer pump has failed, the transfer must be accomplished by
gravity. This may be done using either an automatic or manual transfer method,
depending on the failure.

FUEL_10 Describe the normal fuel usage process. VOL. II,

28.11
Fuel is always fed to the engines from the inner tanks. Fuel is transferred into the inner
tanks in the following sequence:
 Center tanks transfer into the inner tanks (-200 only)
 The inner tank empties down to approximately 8800 lbs.
o The trim tank fuel transfers to the inner tanks.
 The inner tank empties down to approximately 7700 lbs.
o Outer tank fuel transfers to the inner tanks.
FUEL_11 Recall the normal trim tank transferring process. VOL. II,
28.11
AFT
Once above FL 255, if the actual CG is forward of the target CG by more than [0.5%] an
aft transfer occurs. Normally only one aft transfer per flight is accomplished.

Fuel for aft transfer is provided by:

 (-200) The center tank pumps if it contains fuel, or by the inner tanks if the center
tank is empty.
 (-300) The inner tanks.

To perform the aft transfer the FCMC opens the trim line isolation valve, which allows fuel
from the fueling manifold to flow to the trim tank. The aft transfer automatically stops
when:
 The actual CG is [0.5%] forward of the target CG.
 The trim tank is full.
 The inner tanks quantity decreases to [13,700] lbs.
 A manual forward or outer-to-inner fuel transfer is selected.
 A center to inner tank transfer is taking place.
 Any wing tank pump fails or is selected OFF.
 Manual aft transfers are not possible.

FWD
Once above FL 255, if the CG is aft of the target CG or the CG moves aft to the target
CG due to fuel burn, a forward transfer is initiated. Fuel is transferred forward only until
the actual CG is at [0.5%] forward of the target CG.

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When fuel in either inner tank decreases to 8800 lbs, a forward transfer is performed until
the fuel level in the inner tanks is restored to [11,000] lbs or the trim tank is empty.

(-200 and -323 with Fuel in the Center Tank)

If there is fuel in the center tank, the forward transfer will be directed to the center tank
instead.

A continuous forward transfer is performed prior to landing. The transfer begins at the
earliest of either:
 The aircraft descending below FL 245.
 The FMS time to destination is less than 35 minutes (75 minutes if the forward
transfer pump has failed).

Forward manual transfers may be accomplished by selecting the T TANK MODE Pb.

The forward transfer will automatically stop when the landing gear is extended.
HYD_01 Understand the control functions and indications on the HYD panel. VOL. II,
29.20

1. ELEC ON Pbs
 AUTO (green and yellow) (lights out) - Electric hydraulic pump runs
automatically:
o Green - One engine failure when the landing gear is selected up
(runs for 25 seconds).
o Yellow - Engine 2 failed and flaps lever not at zero and green
electric pump not running (runs until shut off). Yellow pump also
runs automatically during cargo door operation.
 STBY (blue) (lights out) - Blue pump runs automatically with engine 1
failure together with a PRIM 1 or PRIM 3 fault.
 ON - Illuminates blue if the respective electric pump is activated
automatically or manually.

2. ELEC OFF Pbs

 Lights out - Manual and automatic operation of the respective pump is
available.
 OFF - Manual and automatic operation of the respective pump is
inhibited.
 FAULT - Illuminates amber if any of the following conditions are met:
o The reservoir fluid level is low.
o Reservoir air pressure is low.
o Pump pressure is low.

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o The reservoir overheats.
o The pump overheats.

3. ENG 1(2) Pbs

 On (lights out) - The respective engine driven pump operates normally.
 OFF - The pump continues to be turned by its respective engine but is
depressurized and does not provide hydraulic power.
 FAULT - Illuminates amber if any of the following conditions are met:
o The reservoir fluid level is low.
o The reservoir overheats.
o Reservoir air pressure is low.
o Pump pressure is low (inhibited on the ground when the engine
is stopped).
The FAULT light extinguishes when the pb is selected OFF. However, in
the case of a reservoir overheat, the FAULT light will remain illuminated
as long as the overheat condition exists.

4. RAT MAN ON Pb
Pushed (guard lifted) - Extends the RAT manually.
HYD_02 Discuss normal and abnormal indications on the ECAM HYD page. VOL. II,
29.20

1. Distribution Triangles
Displayed in open green when hydraulic pressure rises above a predetermined
pressure. Becomes amber if the pressure in the respective system decreases
below a predetermined pressure.

2. System Labels
Displayed in white when hydraulic pressure rises above a predetermined
pressure. Becomes amber if the pressure in the respective system decreases
below a predetermined pressure.

3. Hydraulic Pressures
Displayed in green if the pressure is at or above a predetermined pressure and
amber if it is below. An exception to these presentations is when the yellow
electric pump is running during cargo door operation. The hydraulic pressure

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indication will be normal (green) while the pump is running; however, the
YELLOW system label and distribution triangle will be displayed in amber. This
indicates that the yellow system is only partially powered.

4. Electric Pump Indications

The triangle’s fill and color indicate the status of the pump:
 Open white triangle - The pump is not commanded to run.
 Solid green triangle - The pump is ON.
 Solid amber triangle - The pump is ON and the system has low pressure.
 Open amber triangle - The pump is selected OFF.

5. Engine Driven Pump Indications

 In-line green - The respective ENG 1(2) pb is on and hydraulic pressure
is normal.
 Cross-line amber - The respective ENG 1(2) pb is OFF.
 Amber LO - The respective ENG 1(2) pb is on and hydraulic pressure is
low.

6. Fire Shutoff Valves

 In-line green - Fire shutoff valve is open.
 Cross-line amber - Fire shutoff valve is fully closed.

7. Reservoir Indications
The reservoir fill range is indicated in white. The normal fill level is indicated by a
green box that is corrected for changes in fluid temperature. If temperature
correction is lost, the box changes to white.

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The low fill level is indicated by an amber box. If the fluid level falls to the low
level:
 The fluid level pointer changes from green to amber.
 The reservoir fill range changes from white to amber.

The green fluid level indication and normal fill level increase slightly when the
landing gear is retracted. A white mark on the green system’s reservoir fill range
indicates the minimum fill level for landing gear extension. If the fluid level is
below the minimum fill level, the single white mark changes to two amber marks.

8. OVHT
OVHT is displayed in amber next to the affected reservoir if a reservoir overheat
is detected.

9. LO AIR PRESS
LO AIR PRESS is displayed in amber next to the affected reservoir if reservoir
low air pressure is detected.

10. RAT
The RPM is displayed if the RAT is extended and its RPM is greater than [100].
The table below outlines the different RAT indications on the HYD page.

Condition RAT Triangle

RAT Stowed White Outlined White
RAT Not Stowed and RPM>[3000] White Solid Green

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RAD Not Stowed and RPM <[3000] Amber Solid Amber

RAT Not Properly Stowed Amber Outlined White

11. Engine Labels

Normally white but becomes amber when N2 of the corresponding engine is
below idle.
HYD_03 Discuss the meaning of the ECAM memos as they relate to hydraulic system. VOL. II,
29.20
HYD ELEC PUMP
Displayed in green when an electric pump is activated, either manually or automatically.

RAT OUT
Displayed in green if the RAT is not fully stowed. It is displayed in amber before takeoff.
HYD_04 Describe the hydraulic system design. VOL. II,
29.11
Hydraulic power is provided by three independent hydraulic systems. They are
designated green, blue, and yellow. Transfer of fluid or pressure from one system to
another is not possible.

Each hydraulic system has its own reservoir. Fluid is drawn from the reservoirs and
supplied to hydraulic distribution lines by four engine driven hydraulic pumps.

Fluid drawn from the reservoirs passes through engine fire shutoff valves before being
supplied to the pumps. Each engine driven pump has its own fire shutoff valve.

The blue Engine hydraulic pump is driven by Engine #1. The yellow Engine hydraulic
pump is driven by Engine #2. Engine #1 and #2 drive individual hydraulic pumps for the
green system. Normal system pressure is 3000 psi.

Electric pumps in each system can provide normal pressure, but at less volume than
engine driven pumps. In flight they are only intended to assist in retraction of gear
(green), retraction of flaps (yellow), or rudder control (blue) after an engine failure. A hand
pump is provided in the yellow system to allow for cargo door operation when electrical
power is not available.

A pump driven by a Ram Air Turbine (RAT) can pressurize the green system in case of
an emergency. The RAT can be extended manually or automatically. The RAT is
extended manually by pushing the red, guarded RAT MAN ON pb on the HYD panel. In
flight, the RAT extends automatically in case of either:
 A dual engine failure
 A green and blue, or green and yellow reservoir low level. The RAT may be able
to continue supplying hydraulic power using the small quantity of fluid remaining
in the green system after automatic fire shutoff valve closure.

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HYD_05 Describe the effects of low fluid in each of the respective hydraulic reservoirs. VOL. II,
29.11
If the fluid level falls to the low level:
 The fluid level pointer changes from green to amber.
 The reservoir fill range changes from white to amber.
 An ECAM caution is generated.
 The HYD page is displayed.

The green system fill level indication provides information unique to the green system. A
white mark is displayed on the green system’s reservoir fill range to indicate the minimum
fill level for landing gear extension. If the fluid level is below the minimum fill level, the
single white mark changes to two amber marks.

The associated ECAM steps will direct you to turn off the associated engine driven
pumps and electric pumps.
LDGGR_01 Understand the control functions and indications on the LND GEAR panel. VOL II.,
32.20
1. UNLK Lights
Illuminates red if there is a disagreement between the selected gear position and
the actual position of the gear.

2. Green Triangles
Illuminates green when LGCIU 1 detects that the respective gear is downlocked.

3. Landing Gear Lever

 UP - The landing gear are selected up.
 DOWN - The landing gear are selected down.
 Red Arrow
Illuminates red if the gear are not downlocked and either:
o The aircraft is below [750] ft. RA and flaps full, or
o The aircraft is below [750] RA with flaps 2 or 3, and engines not
at TOGA power, or

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o Both radio altimeters are failed
and the flaps are selected to
position 2, 3, or FULL.

4. LDG GEAR GRVTY EXTN Selector

 OFF - Landing gear gravity extension is
not selected.
 DOWN - Isolates the landing gear from
the green hydraulic system, electrically
unlocks the landing gear doors, and
allows the landing gear to extend by
gravity. Nosewheel steering is also lost.
 RESET (momentary action) - Resets
the landing gear system. If the
malfunction that required the gravity
extension is no longer present,
selecting RESET:
o Closes the gear doors
o Recovers normal gear
extension and retraction
o Recovers nosewheel steering
 Red Selector Guards - Prevent
inadvertent movement of the LDG
GEAR GRVTY EXTN selector. Hinged so they can be moved if landing
gear gravity extension is desired.

5. DECEL Lights
 Illuminates green if the respective autobrake setting is active and actual
aircraft deceleration reaches [80%] of the target rate for LO or MED or a
fixed rate for MAX.
 ON Lights - Illuminates blue when the respective setting has been armed.

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6. A/SKID & N/W STRG Switch

 ON - Both channels of the Brake Steering Control Unit (BSCU) are
available.
 OFF - Both channels of the BSCU are off. As a result:
o Normal braking is lost.
o Antiskid is lost.
o Nosewheel steering is lost.
o Autobrakes lost

7. BRAKES Indicator
Provides indications of blue hydraulic system brake pressure if normal braking is
unavailable or the parking brake is set. The top of the green arcs indicate the
maximum recommended brake pressure of [1000] psi to prevent locking the
brakes if the antiskid is inoperative.

8. ACCU PRESS Indicator

Provides indications of remaining blue hydraulic accumulator pressure. Normal
accumulator pressure is indicated by the green band. If the indicator is in the
amber band, accumulator pressure is critically low.
LDGGR_02 Understand the control functions of the Parking Brake Handle. VOL II.,
32.20
Parking Brake Handle
 ON - Pull up while turning clockwise
to engage parking brake. Normal and
alternate braking systems are
deactivated and braking pressure is
applied by the blue system or brake
accumulator. PARK BRK memo
message is displayed.
 OFF - Parking brake is released.

LDGGR_03 Understand the control functions of the Steering Handwheels. VOL II.,
32.11

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Steering handwheels are located on each pilot's outboard side console. The handwheels
command a nosewheel angle that corresponds to the angles printed on their base. Full
authority is [72°] L/R and gradually decreases as ground speed increases. As the angle
of the handwheel increases, additional steering inputs result in a larger change in
nosewheel angle (i.e., nosewheel steering using the handwheels is more sensitive as the
angle of the handwheel increases).

The handwheels are not interconnected. Inputs made with one handwheel do not affect
the position of the other handwheel. If an input is made with both handwheels
simultaneously, the combined input is summed by the BSCU up to the maximum
authority for one handwheel.

The rudder pedals can be disconnected from nosewheel steering (e.g., for checking
rudder travel during taxi) by pushing and holding the PEDALS DISC pushbutton in the
center of the steering handwheel. Releasing the pushbutton returns steering control to
the rudder pedals.
LDGGR_04 Discuss normal and abnormal indications on the ECAM WHEEL page. VOL II.,
32.20

1. Spoiler Indications
Indicate the position of the spoilers.

2. Gear Door Indications

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The door indications provide a graphical representation of the gear door position,
locked up (green), in transit (amber), or open (amber). An UPLOCK indication
appears above the gear door if the uplock is engaged when the landing gear is
downlocked.

3. Landing Gear Indications

Two triangles indicate the landing gear position. The left triangle from LGCIU 1,
the right triangle from LGCIU 2.
 Green Triangle - Landing gear downlocked
 Red Triangle - Landing gear in transit
 No symbol - Landing gear uplocked
 XX (amber) - LGCIU failure

4. Brake Temperatures
Indicates brake temperature on the respective wheel. Normally green, minimum
display temperature [0°]C. Amber at 300° C and above. An arc appears above
the wheel with the hottest brakes (min temp [100°C]), if that temperature is
greater than 300°, the arc is amber.

5. Tire Pressures
Indicates the tire pressure in psi for each wheel. Normally green, the pressure
indication is amber for low tire pressure. The low pressure indication also
considers tire pressure difference between two wheels on the same axle.

6. Messages
 NORM BRK (amber) - Normal braking is lost
 ANTI-SKID (amber) - Anti-skid function is lost
 AUTO BRK
o Green - Auto brake is armed, followed by selected setting LO,
MED, or MAX
o Amber - Auto brake is lost

7. Antiskid Indications
Vertical bars indicate the anti-skid system. The “R” is permanently displayed to
indicate the bars refer to the brake release.
 Green - Brakes are released: (in flight with gear extended, or released
due to antiskid activation during braking)
 Amber - Residual brake pressure exists when a release command is
given, or brake release fault is detected.

8. N/W STRG

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N/W STRG appears in amber if nosewheel steering is lost due to:
 Failure detected by BSCU
 A/SKID & N/W STRG switch OFF
 Failure of both BSCU channels
LDGGR_05 Discuss the meaning of the ECAM memos as they relate to landing gear/brakes VOL II.,
system. 32.20

N/W DISC
Displayed in green when the towing lever on the nose gear is in the TOWING position. It
is displayed in amber if an engine is running.

PARK BRK
Displayed in green when the parking brake is set. It is displayed in amber if the parking
brake is set in flight.

AUTO BRK LO
Displayed in green when autobrakes LO is armed and the aircraft is below [800] feet.

AUTO BRK MED

Displayed in green when autobrakes MED is armed and the aircraft is below [800] feet.
LDGGR_06 Recall which hydraulic system is needed for the landing gear and nosewheel VOL II,
steering operations. 32.11

The green hydraulic system is required for all landing gear and nosewheel steering
operations.
LDGGR_07 Describe the autobrake system design. VOL II.,
32.12
The autobrakes are armed using the pbs on the center instrument panel. The blue ON
light in the pb indicates that the respective setting has been armed. The autobrakes can
be armed provided all of the following conditions are met:
 Green hydraulic pressure is available.
 Antiskid is available.
 At least two PRIMs are available.
 At least one ADIRU is available.
 No failure in the brake system.

When armed, each of the three settings activate at different times and provide different
rates of deceleration. The activation of the autobrakes is dependent on the deployment of
the ground spoilers:
 LO - Used for landing. The brakes are applied starting one second after ground
spoiler deployment.
 MED - Used for landing. The brakes are applied starting at ground spoiler
deployment. The deceleration rate is higher than LO.
 MAX - Used for takeoff only. In case of an aborted takeoff, maximum antiskid
braking is used starting when the ground spoiler extension signal is sent.

In order for MAX autobrakes to activate:

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 The nose gear strut must be compressed.

 An aborted takeoff must be initiated with wheel speed at least 72 knots (ground
spoilers do not deploy if wheel speed is below 72 knots).

If the autobrakes are active a green DECEL light illuminates in the respective pb when
actual aircraft deceleration reaches a target rate for LO and MED and a fixed rate for
MAX. If reverse thrust is added during deceleration while LO or MED is active, less
braking is applied resulting in the same deceleration rate and little change in stopping
distance.

Note: On a slippery runway, the predetermined deceleration rate may not be reached due
to antiskid operation. In this case the DECEL light will not illuminate. This does not mean
that the autobrakes are not working.
LDGGR_08 Discuss the normal, alternate, and parking brake operations. VOL. II,
32.12
NORMAL
Normal braking uses green hydraulic pressure and is available if all of the following
conditions are met:
 Green hydraulic pressure is available.
 The main landing gears are on the ground.
 At least one channel of the BSCU is available (A/SKID & NWS switch is ON).
 The PARK BRK is OFF.

When normal braking is active, the alternate system is depressurized and the brake
pressure gauge indicates zero.

In normal braking, antiskid and autobrakes are available. The loss of normal braking is
indicated by an amber NORM BRK message on the WHEEL page.

ALTERNATE
The alternate brake system uses blue hydraulic pressure. The autobrakes are inoperative
if the alternate system is active.

If green hydraulic pressure is low, the alternate system takes over automatically. The
automatic selector valve senses the loss of green hydraulic pressure and allows the blue
system to take over braking.

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The brake system will degrade to
alternate braking, and antiskid
may be available, if green
hydraulic pressure is low and any
of the following conditions are
met:
 Blue hydraulic pressure
is available.
 One channel of the
BSCU is available
(A/SKID & NWS switch is
ON).
 The PARK BRK is OFF.

The BRAKES indicator, installed

on the center instrument panel,
provides indications of current
brake pressure if the alternate
system is active.

Antiskid will not be available if

alternate braking is active due to
either:
 A failure of both channels
of the BSCU or the A/SKID & NWS switch selected OFF.
 Low green and blue hydraulic pressure (only accumulator pressure is available).

A hydraulic accumulator, within the alternate brake system, provides a backup source of
blue hydraulic pressure to the alternate brake system in case of low green and blue
hydraulic pressure. Antiskid is not available when accumulator braking is in use. This
prevents premature exhaustion of accumulator pressure. The accumulator will provide a
minimum of seven full brake applications. The ACCU PRESS indicator, installed on the
center instrument panel, provides indications of remaining accumulator pressure.

PARKING BRAKE
An electrically controlled parking brake, when set, applies brake pressure from the blue
hydraulic system or the accumulator to the brakes. The parking brake is operated by a
control handle located on the left side of the pedestal.

Placing the PARK BRK handle to ON deactivates normal and alternate braking modes
and the antiskid system. Parking brake pressure is supplied by blue hydraulic system
pressure or the brake accumulator and displayed on the BRAKES indicator.
WRNG_01 Discuss the three levels of ECAM malfunction notifications. VOL. II,
31.13
The ECAM provides three levels of system malfunction notifications:
 Warnings
 Cautions
 Advisories

Warnings require immediate action. The aircraft is in a dangerous condition or exceeding

limit conditions (e.g., fire, stall, or overspeed condition). Warnings will be accompanied by

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the Continuous Repetitive Chime (CRC) or other failure specific sound or synthetic voice,
as well the following visual references:
 Red MASTER WARN lights or other specific red light
 Red warning message on E/WD
 Relevant system page on SD

Level 2 cautions require crew awareness of the configuration or failure, but immediate
action is not necessary. This includes system failures with no direct effect on flight safety
(e.g., hydraulic system low pressure). Level 2 cautions will be accompanied by a single
Chime, as well as the following visual references:
 Amber MASTER CAUT light
 Amber ECAM caution message
 Relevant system page on SD

Level 1 cautions include system failures that lead to a loss of redundancy and only
require crew monitoring (e.g., single channel failure on some computers). There are no
aural warnings for level 1 cautions, and are only displayed with an amber ECAM caution
message.

Advisories draw attention to less serious system degradations which require crew
monitoring. They are associated with systems that are still within limits but which are
degrading. This may be indicative of a pending failure. Visual references typically include
the associated System page on SD, with affected parameter pulsing in green.

WRNG_02 Describe the purpose of the EMER CANC and RCL pbs. VOL. II,
31.13

1. EMER CANC
The EMER CANC (emergency cancel) key can be used to cancel spurious fault
indications or a recurring fault message as a result of operations with inoperative
equipment (i.e., MEL). Pushing the EMER CANC key for warnings will:
 Cancels the aural warning for as long as the condition exists
 Extinguishes the MASTER WARN lights
 Does not affect the ECAM display (the message remains displayed)

Pushing the EMER CANC key for cautions will:

 Cancels any present caution for the rest of the flight (including chime,
MASTER CAUT lights, and ECAM message). The ECAM message is
moved to the STATUS page, under CANCELLED CAUTION.

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 Automatically calls up the STATUS page which displays CANCELLED

CAUTION and the title of the failure that is inhibited.

2. RCL
The RCL (recall) key allows the crew to call up warning messages, caution
messages, and the status page that may have been suppressed by the activation
of the CLR key or flight phase related inhibition.

If there are no suppressed warnings or cautions the E/WD displays NORMAL for
a few seconds. Holding the RCL key down for more than 3 seconds will
reactivate any caution messages that were suppressed by the EMER CANC key.

WRNG_03 Describe the purpose of TO CONFIG pb. VOL II,

31.13

The T.O. CONFIG (takeoff configuration) key is used simulate the application of takeoff
power. If the aircraft is not in the takeoff configuration when the T.O. CONFIG key is
pushed or takeoff power is applied:
 A takeoff configuration warning is displayed on the E/WD.
 The MASTER WARN lights flash.
 The CRC sounds.

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If the configuration is acceptable, the T.O. memo on the E/WD displays T.O. CONFIG
NORMAL.

Items checked using the T.O. CONFIG key include:

 Slats/flaps in takeoff range (config 1+F, 2, or 3)
 Pitch trim in takeoff range
 Rudder trim in takeoff range
 Speed brakes retracted
 Sidestick takeover not engaged
 Brakes not hot
 Doors closed (not checked with the engines shut down)

When takeoff power is applied two additional checks are performed:

 Parking brake released
 That a FLEX temp setting has been entered on the PERF TAKE OFF page if
thrust is set to FLEX.
WRNG_04 Recall the purpose of the checklists and inhibit memos on the E/WD. VOL. II,
31.13
Takeoff and Landing Memos
Memo checklists are automatically displayed for takeoff and landing. The item names
appear in green on each checklist. Dot leaders and the action step appear in blue if the
action is not complete. The dot leaders disappear and the action item changes to green
when the step is completed. When the checklist is complete the entire message is
displayed in green.

The T.O. (takeoff) memo appears [2] minutes after the second engine start or when the
TO CONFIG key on the ECAM control panel is pushed, provided at least one engine is
running. The message disappears at takeoff power application.

The LDG (landing) memo appears when below [2000] feet AGL and disappears after
touchdown.

Inhibit memos
Inhibit memos appear in magenta to indicate that, during the takeoff and landing phases
of the flight, certain non-critical cautions are inhibited to prevent distracting the crew.

The T.O. INHIBIT memo is displayed between application of takeoff power and [1500]
feet. The LDG INHIBIT memo is displayed between [800] feet and [80] knots.

These messages are only a reminder that should certain failures occur during these
critical phases of flight, the associated caution message will be inhibited. They do not
indicate that a caution is currently being inhibited.

If a failure occurred prior to the inhibition phase, the warning or caution indications
continue to be displayed and are not inhibited. If the failure occurs during the inhibition
phase, the indications are displayed as soon as the inhibition no longer applies.
WRNG_05 Recall what information can be found on the STATUS page. VOL. II,
31.13

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Status Page
The status page can be accessed at any time and displays an operational summary of
the aircraft status. Additionally, the STATUS page is the last page to auto-display
following the completion of an ECAM abnormal procedure. Included on the status page
are:
 Limitations in blue
 Approach procedures in white, red or amber
 Corrections procedures to apply for landing in blue
 Supplemental information in green
 Cancelled cautions
 Inoperative systems
 Maintenance status
 Overflow symbol

Status Reminder
If any messages exist on the STATUS page, the letters STS appear boxed at the base of
the E/WD.
WRNG_06 Describe the different type of ECAM warning/caution message indications on the VOL. II,
E/WD. 31.13

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There are three types of failures:

 Independent - A failure that affects an isolated system with no degrading
performance on other aircraft systems or equipment.
 Primary - A failure that results in the loss or degradation of other aircraft systems
or equipment.
 Secondary - A failure or degradation resulting from a primary failure.

The lower portion of the E/WD is divided into two sections. The left side of the display
lists independent and primary failures, and any associated checklists. The right side of
the display lists the title of systems affected by other failures that cannot fit on the left side
due to overflow. The right side also lists secondary system titles affected by primary
failures and special messages such as LAND ASAP and AP OFF.

All failure messages are preceded by the affected system name underlined. This section
of the message corresponds to the appropriate QRH chapter. (e.g., HYD) The next part
of the message depicts the title of the failure and the corresponding QRH checklist
reference. (e.g., G+Y SYS LO PR)

A primary failure has a boxed title. The other systems affected by that failure are depicted
on the right side of the display, preceded by an asterisk. Independent and secondary
failures are not boxed.

Action steps depicted below the title are in blue, and are to be completed by the pilot.
When an action step has been completed, the step usually disappears.

Note: Action steps that cannot be monitored by the FWCs (e.g., ATC NOTIFY), do not
automatically clear from the E/WD

A green overflow symbol is displayed at the base of the E/WD when there is not enough
room, on the left side of the display, to list all of the independent or primary failures.
Systems affected by independent or primary failures that are not displayed on the left are
shown on the right of the display (with no asterisk). As actions are performed, and higher
priority abnormals are dealt with and cleared, room for the additional abnormals becomes
available on the left. The abnormals will automatically appear on the left side once there
is room for them, and the overflow symbol will eventually disappear.

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WRNG_07 Describe the ECAM display switching logic as well as the usage of the ECAM/ND VOL. II,
selector. 31.11

The E/WD is normally depicted on the upper DU, and the SD is normally depicted on the
lower DU. If only one DU is available, the E/WD has priority over the SD.

If the upper DU fails or is turned OFF, the E/WD will automatically be displayed on the
lower DU. If the lower DU fails or is turned OFF, no automatic switching takes place, as
the higher priority E/WD is already displayed on the upper DU.

The SD can be regained by either:

 Pushing and holding the desired system page pb on the ECAM control panel. In
this case, the selected page will replace the E/WD on the operable ECAM DU.
 Selecting the ECAM/ND transfer switch to CAPT or FO. In this case, the SD is
transferred to the selected inner DU (CAPT or FO), and the E/WD remains
displayed on the upper DU.
If both ECAM DUs fail, the E/WD can be displayed by selecting the ECAM/ND transfer
switch to CAPT or F/O. In this case, the E/WD is transferred to the selected inner DU
(CAPT or F/O). The SD may be viewed on the inner DU by pushing and holding the
desired system page pb on the ECAM control panel. In this case, the selected SD page
will replace the E/WD on the operable inner DU for as long as the system page pb is held
down.

If both ECAM DUs are operating normally, selecting CAPT or F/O will transfer the SD to
the respective pilot’s inner DU.
WRNG_08 Understand the control functions and indications on the VOL. II,
ECAM SWITCHING Selector. 31.11

ECAM SWITCHING Selector

Normally DMC 3 supplies data to the ECAM DUs. The DMC
selector on the ECAM SWITCHING panel allows the selection of
AUTO, 1, 2, or 3.

In AUTO, DMC 3 normally supplies the ECAM DUs. If the ECAM

channel of DMC 3 fails, DMC 1 will automatically take over the
ECAM display on the ECAM DUs. The DMC selector also allows
for the manual selection of any DMC’s ECAM channel (bypassing
the automatic switching) by placing the switch in the 1, 2, or 3 position.

WRNG_09 Understand the control functions and indications on the GPWS panel. VOL. II,
85.11,
85.20

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The GPWS has two modes, a basic mode and a terrain mode, which are mostly
independent of each other. Most failures affecting the basic mode will not affect the
terrain mode and vice versa. However, the loss of certain inputs may cause both modes
to fail. Each mode can be controlled independently using pbs located on the overhead
GPWS panel.

TERR Pb
 Selected OFF - The terrain mode is off.
 FAULT - A fault has occurred the effects the terrain mode.

SYS Pb
 Selected OFF - The GPWS basic mode is off.
 FAULT - A fault has occurred that affects the GPWS basic mode.

G/S MODE Pb
 Selected OFF - The “GLIDE SLOPE” warning is inhibited.

FLAP MODE Pb
 Selected OFF - The “TOO LOW, FLAPS” warning is inhibited.
WRNG_10 Recall what will occur on the ND when a terrain alert is generated. VOL. II,
85.11
The terrain display is automatically displayed on the NDs if a terrain mode terrain alert is
generated. If terrain is displayed on an ND, either automatically of manually, the terrain
display inhibits the display of weather radar returns.

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WRNG_11 Understand the control functions and indications on the ATC/TCAS panel as they VOL. II,
relate to the TCAS system. 85.20

ATC/TCAS Panel

1. Mode Selector
 STBY - TCAS is on standby.
 TA - TCAS does not generate any vertical commands, only TAs are
generated.
 TA/RA - TCAS can generate vertical commands and all RAs, TAs,
proximate, and other traffic can be displayed.
Note: Operation of TCAS in either TA/RA or TA mode requires that the ALT
RPTG switch is ON and the active transponder is selected to AUTO or ON.

2. Traffic Selector
 THRT (threat) - Other traffic and proximate traffic within [2700] feet are
only displayed if a TA or RA is generated.
 ALL - Other traffic and proximate traffic within [2700] feet are always
displayed.
 ABV (above) - Other traffic and proximate traffic from [9900] feet above
to [2700] feet below are always displayed.
 BLW (below) - Other traffic and proximate traffic from [2700] feet above
to [9900] feet below are always displayed.
WRNG_12 Describe the different TCAS traffic types and their symbology on the ND. VOL. II,
85.12

The four types of traffic are:

 Other - The aircraft is displayed but does not pose a collision threat (maximum
range of other aircraft for display: 80 NM)
 Proximate - The aircraft does not currently pose a collision threat but is within [6]
NM.

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 Traffic Advisory (TA) - The intruder aircraft does not pose an immediate collision
threat but is in close proximity to the aircraft. An aural warning to alert the crew to
the close proximity of the intruder aircraft is annunciated.
 Resolution Advisory (RA) - The intruder aircraft poses an immediate collision
threat. An aural warning commanding vertical evasive maneuvers to avoid
collision with the intruder aircraft is annunciated (e.g., “CLIMB, CLIMB”). A
recommended vertical speed range is displayed on the PFDs.

Additionally, TCAS traffic displayed on the NDs includes the relative altitude of the traffic
and its vertical trend, if greater than [500] feet per minute. The location of the traffic on
the NDs indicates its relative position. The shape and color indicates the type of traffic
and level of threat.
 Other - Hollow white diamond
 Proximate - Solid white diamond
 Traffic Advisory - Solid amber circle
 Resolution Advisory - Solid red square

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