标题: AIRBUS A319/320/321 Technical Ground School Study Guide技术理论学习指南 [打印本页] 作者: 航空 时间: 2010-8-14 11:20:52 标题: AIRBUS A319/320/321 Technical Ground School Study Guide技术理论学习指南
作者: 航空 时间: 2010-8-14 11:21:13
2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net Technical Ground School Study Guide AIRBUS A319/320/321 2009 – 2010 Updated : 04/18/09 Send corrections/comments to: Bob Sanford, E-mail: busdriver@hky.com Part 1 (Prior to Class) Pneumatics/Air Conditioning/ Pressurization 1. When would the LO selection on the PACK FLOW selector be used? PACK FLOW Selector (A319/320) LO: if number of pax is less than 90 or for long haul flights. HI: for abnormally hot and humid conditions. NORM: for all other operating cases. ECON FLOW Selector (A321) ON: ECON FLOW if number of pax is less than 140. OFF: for normal flow 2. If bleed air is being supplied by the APU or if one pack fails, what will the pack flow rate be? During single pack operation or if the APU is supplying bleed air for air conditioning, pack controllers select high flow (A319/320) or normal flow (A321) automatically, regardless of selector position. 3. With the LDG ELEV selector in AUTO, what altitude is used for landing field pressurization reference? FMGS data is used. 4. When is the RAM AIR pushbutton used? During flight, if both packs fail, or in case of smoke in the cabin, a ram air inlet may be opened allowing ambient air to enter the mixing unit. 5. Can external air be used to supplement low APU bleed pressure? No 6. When operating pressurization in AUTO, if the pilot suspects the selected controller is malfunctioning, how can he swap controllers? Select the other system by switching the MODE SEL pb to MAN for at least 10 seconds, then return it to AUTO. 7. Is cargo heat provided to the forward cargo compartment? No, although a portion of the avionics cooling air is exhausted through the cargo underfloor. 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net Ice and Rain Protection 1. On approach, when should WING anti-ice be selected OFF? Wing anti-ice operation: Select WING ANTI-ICE ON after thrust reduction altitude Normally, WING ANTI ICE should be selected OFF at the FAF If in severe icing conditions, WING ANTI-ICE may be left ON for landing 2. When will probe heat automatically come on? On the ground, low power is applied to the heaters when at least one engine is operating. In flight, the heating system automatically changes to high. The probe heaters can be activated manually prior to engine start by placing the PROBE/WINDOW HEAT pb ON. Note: The TAT probes are not heated on the ground. 3. What part of each wing is anti-iced with pneumatic bleed air? The three outboard slats on each wing. 4. What happens to the heat at the drain masts when the aircraft is on the ground? On the ground, the heat is reduced to prevent injury to ground personnel. 5. What happens when Wing Anti-Ice is on and a bleed leak is detected? They close automatically: Upon touchdown, If a leak is detected, or If electrical power is lost. 6. What affect does Engine Anti-Ice have on engine performance? The N1 limit for that engine is automatically reduced, and if necessary, the idle N1 is automatically increased for both engines in order to provide the required pressure. Additionally, continuous ignition is activated for that engine. 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net Autoflight 1. What would cause a red AUTOLAND light to illuminate below 200'? The following situations, when occurring below 200’ RA with the aircraft in LAND mode, trigger the flashing AUTOLAND red warning, and a triple-click warning: Both APs OFF below 200’ RA Excessive deviation in LOC (1/4 dot above 15’ RA) or GLIDE (1 dot above 100’ RA). In addition, LOC and GLIDE scales flash on the PFD. Loss of LOC signal (above 15’ RA) or loss of GLIDE signal (above 100’). In addition, FD bars flash on the PFD. The LAND mode remains engaged. The difference between both radio altimeter indications is greater than 15’. Go-Around is mandatory during a CAT II/III approach if AUTO LAND caution light illuminates during the approach. 2. What is Thrust Lock? The thrust lock function prevents thrust variations when the autothrust system fails and disengages. The thrust lock function is activated when the thrust levers are in the CL detent (MCT with one engine out) and: The pilot disengages A/THR by pushing the A/THR pushbutton on the FCA, or The A/THR disconnects due to a failure. When thrust lock is active: “THR LK” flashes amber on the FMA ECAM “ENG THRUST LOCKED” flashes every 5 seconds ECAM displays “THR LEVERS … MOVE” A single chime sounds and the MASTER CAUTION light flashes every 5 seconds. All warnings cease when the thrust levers are moved out of the detent. The thrust is locked or frozen at its level prior to disconnection. Moving the thrust levers out of the CL or MCT detent suppresses thrust lock and allows manual control by means of the thrust levers. 3. What is TOGA Lock? TOGA thrust is frozen and thrust lever movement will have no effect. To cancel TOGA LK, disconnect the autothrust. ALPHA FLOOR protection commands TOGA thrust regardless of the positions of the thrust levers. This protection is available from lift-off to 100 feet RA on approach. ALPHA FLOOR calls up the following indications: “A FLOOR” in green surrounded by a flashing amber box on the FMA and in amber on the E/WD as long as floor conditions are met. “TOGA LK” in green surrounded by a flashing amber box on the FMA when the aircraft leaves the floor conditions. TOGA thrust is frozen and thrust lever movement will have no effect. Note: ALPHA FLOOR is inhibited: Under alternate or direct flight control law. In case of engine failure with flaps extended 4. What should be done if GPS primary is lost during an RNAV approach? A go-around is mandatory. 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net 5. When is the predictive windshear detection available? The Predictive Windshear system operates when the aircraft is below 1,500’ AGL. It scans the airspace within 5 nm forward of the aircraft for windshears. When a windshear is detected, a warning, caution, or advisory message appears on the PFD and (depending on the range selected on the ND) an icon appears on the ND. Predictive windshear warning and caution are associated with an aural warning. During takeoff, both warnings and cautions are available within 3 nm. Alerts are inhibited above 100 knots and up to 50’. During landing, alerts are inhibited below 50’. When the WINDSHEAR switch is in AUTO, the Predictive Windshear function is activated. Windshear areas are detected by the antenna scanning below 2,300’ RA, even if the transceiver selector is set to OFF, and displayed on the ND if below 1,500’. Predictive windshear aural alerts have priority over TCAS, EGPWS, and other FWC aural warnings. They are inhibited by windshear detection by FAC (Reactive) and stall warning aural messages. The Airbus Reactive Windshear Detection function is available during takeoff from liftoff to 1,300 feet AGL, and on approach from 1.300 feet AGL to 50 feet AGL, when aircraft configuration is 1 or greater. When a FAC detects windshear conditions, it triggers a warning: “WINDSHEAR” in red on both PFD’s (for at least 15 seconds) An aural warning, “WINDSHEAR, WINDSHEAR, WINDSHEAR” 6. How do I confirm that I have actually ARMED the ILS approach for the flight director or autopilot to capture? FMA column 2 (second line): G/S (blue) FMA column 3 (second line): LOC (blue) 7. How is the Go Around mode engaged? When at least one thrust lever is placed in the TOGA detent, the slats/flaps lever is at least in position 1, and: the aircraft is airborne or the aircraft has been on the ground for less than 30 seconds. 8. Will the G/S mode engage without the LOC mode engaged? No 9. What is the speed referenced when the FMA displays SRS during a normal takeoff? Speed Reference System is a vertical mode which controls pitch to maintain a speed defined by SRS guidance (provided V2 is inserted in the MCDU PERF TO page, the slats are extended, and the aircraft is on the ground). It engages automatically when the thrust levers are set to TOGA or MCT/FLX detent. It disengages manually when another vertical mode is engaged, or automatically when the aircraft reaches acceleration altitude or an FCU selected altitude. The pitch guidance maintains airspeed at V2 + 10 knots. If an engine failure is detected, pitch guidance maintains the greater of V2 or current speed. Additionally, the mode protects against high pitch attitude and provides a minimum climb rate. 10. What is the speed referenced when the FMA displays SRS during a go-around? During go-around, the reference speed is Vapp or the speed which existed at go-around initiation, whichever is higher. Go-around mode combines the SRS vertical mode and the GA TRK lateral mode. 11. Can the autopilot be engaged with both flight directors off? If the autopilot is engaged when both flight directors are OFF, the autopilot will engage in either HDG V/S or TRK FPA mode depending on which mode is selected on the FCU. If an autopilot is engaged with at least one FD ON, the autopilot will engage in the active FD mode(s). 12. An amber THR LK flashes on the FMA. What does this indicate? Thrust Lock function is active - See question 2 above. 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net Hydraulics 1. When will the YELLOW ELEC pump operate automatically? When the lever of the cargo door manual selector valve is moved to OPEN or CLOSE. 2. When will the RAT deploy automatically? If both AC bus 1 and 2 are lost and the airspeed is above 100 kts, the RAT automatically deploys and pressurizes the Blue hydraulic system, which drives the hydraulically driven emergency generator. Pressing the EMER ELEC PWR MAN ON pb has the same effect. 3. What is the purpose of the priority valve in the Blue Hydraulic System? The priority valve cuts off hydraulic power from the heavy load using units. 4. What system pressure is indicated on the Triple Pressure Indicator? ACCU PRESS – pressure in the yellow brake accumulators. BRAKES – yellow pressure delivered to the left and right brakes, as measured upstream of the servo valves. 5. The yellow system has an engine driven pump, what other means do we have to pressurize the yellow system? Yellow electric pump Power Transfer Unit Hand pump for cargo doors 6. What occurs to the yellow hydraulic system functions when a cargo door is being opened or closed? The other Yellow system functions are inhibited (except alternate braking and engine 2 reverser). 7. After emergency gear extension do the gear doors remain open? Yes 8. Can the RAT be deployed manually? The RAT MAN ON pb is used to deploy the RAT manually. Activating this pb will only pressurize the blue system, but will not activate the emergency generator. Landing Gear 1. What is the maximum gear extension speed VLO? 250 KIAS 2. Is nose wheel steering available after emergency gear extension? Non-enhanced: No Enhanced: Yellow hydraulic system is used by NWS and will be available after a landing gear manual extension. 3. What does the RED ARROW on the landing gear selector lever indicate? Illuminates if the landing gear is not locked down when the aircraft is in the landing configuration, and a red warning appears on the ECAM. 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net 4. Is it possible to extend the gear at any speed (high speed, for example)? A safety valve shuts off hydraulic power to the gear when indicated airspeed is above 260 knots. The valve opens again when the airspeed decreases below 260 knots, provided the gear lever is placed down. 5. What does the red UNLK light in the LDG GEAR indication panel mean? Illuminates red if the gear is not locked in the selected position. Illuminates green if the gear is locked down. 6. What is the maximum gear retraction speed VLO? 220 KIAS 7. What is the maximum gear extended speed VLE? 280 KIAS/0.67M 8. What is the maximum gear extension altitude? 25,000 feet 9. When using the rudder pedals for nose wheel steering during takeoff, the steering angle starts to reduce at what speed and progressively reduces to zero degrees at _130_ knots? The BSCU receives inputs from the captain's and F/O's steering handwheels (which are algebraically summed), rudder pedals, or autopilot. When using the handwheels, nosewheel steering angle is reduced above 20 knots ground speed. As speed increases, the angle decreases progressively to 0° at 70 knots. When using the rudder pedals, nosewheel steering angle is reduced above 40 knots ground speed. As speed increases, the angle decreases progressively to 0° at 130 knots. 10. When the towing control lever is in the tow position, a green NW STRG DISC message is displayed on ECAM. What happens to the message after the first engine is started? The message changes to amber. Brakes 1. What is the purpose of the brake check accomplished immediately after the aircraft starts moving? To check brake efficiency, That green pressure has taken over, and Yellow pressure is at zero on the brake pressure triple indicator. 2. After touchdown, with autobrakes selected, what control surface must move before autobraking will begin? Automatic braking is activated when the ground spoilers extend. Note: During a rejected takeoff below 72 knots, the autobrakes will not activate since the ground spoilers do not extend below that speed. 3. Does the alternate brake system have the same capabilities as normal brakes? Braking capability is the same as normal brakes, except autobraking is not available. 4. Where does the crew look to confirm that the parking brake is ON? The BRAKES pressure gauges on the triple indicator. 5. What is the maximum allowable brake temperature for takeoff? 300° C (Brake fans OFF) 150° C (Brake fans ON) 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net 6. How many brake systems are on the aircraft? Normal (Green) Alternate (Yellow) Parking Brake (Yellow system or accumulator) 7. What speed must be met or exceeded during rejected takeoff for Autobrakes to activate? 72 knots 8. Which hydraulic system does the parking brake use? Yellow hydraulic system or accumulators supply brake pressure. Flight Controls 1. What is the result if both side-sticks are moved at the same time and neither takes priority during flight with the autopilot OFF? Both green CAPT and F/O SIDE STICK PRIORITY lights flash and a “DUAL INPUT” audio voice message is given every 5 seconds as long as both pilots operate their sidesticks simultaneously. 2. When does full ground spoiler extension occur? Full ground spoiler extension automatically at touchdown of both main gear or in the case of a rejected takeoff (speed above 72 knots) when: Both thrust levers are at idle (if the ground spoilers are ARMED), or Reverse thrust is selected on at least one engine with the other thrust lever at idle (if the ground spoilers are not ARMED) 3. What is indicated by the low energy warning "SPEED, SPEED, SPEED"? When change in flight path alone is insufficient to regain a positive flight path (thrust must be increased). Available in CONF 2, 3, or FULL, between 100’ and 2,000’ RA when TOGA not selected. 4. In general, how do you recognize that you are in Mechanical Law and how does it affect you? A red “MAN PITCH TRIM ONLY” warning appears on the PFD. Pitch control is achieved through the horizontal stabilizer by using the manual trim wheel. Lateral control is accomplished through the rudder pedals. 5. When does partial ground spoiler extension occur? Partial ground spoiler extension occurs when: Reverse thrust is selected on at least one engine with the other at or near idle, and One main landing gear strut is compressed. 6. Can the rudder be manually trimmed with the autopilot engaged? The rudder trim rotary switch has no effect when the autopilot is engaged. 7. Explain, in general terms, High Angle of Attack protection. When the angle of attack exceeds alpha prot, elevator control switches to alpha protection mode in which angle of attack is proportional to sidestick deflection. However, alpha max will not be exceeded even if the pilot applies full aft deflection. 8. Is automatic pitch trim available in alternate law? In alternate law, automatic pitch trim is available and yaw damping (with limited authority) is also available. Turn coordination is lost. 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net 9. How can the aircraft be controlled in mechanical backup? Pitch control is achieved through the horizontal stabilizer by using the manual trim wheel. Lateral control is accomplished using the rudder pedals. Both controls require hydraulic power. 10. After touchdown, what should the stabilizer trim do? Stabilizer trim is automatically reset to zero as the pitch attitude becomes less than 2.5°. Instruments/Navigation/Communication 1. If a TERR pb FAULT light illuminated, would that affect the basic GPWS modes? This amber light illuminates, along with an ECAM caution, if the terrain detection function fails. The terrain is not shown on the ND. The basic EGPWS modes 1 to 5 are still operative. 2. With the RDCR GND CTL pushbutton in AUTO when does the CVR and Digital Flight Data Recorder (DFDR) energize? At the first engine start. 3. If ACP #1 (Captain's) should fail, how would the pilot restore communications? Select CAPT 3 on the Audio Switching panel. The captain uses his acoustic equipment and the third occupant’s ACP. 4. Is the radar display available in all modes of the ND selector on the EFIS Control Panel? Any ND mode except PLAN. 5. Does the EGPWS use radar signals to "ground map" terrain? The enhanced function is based on a worldwide terrain database. It provides Terrain Awareness Display (TAD) which predicts terrain conflict and displays the terrain on the ND, and Terrain Clearance Floor which triggers a warning. The TAD function computes a caution and warning envelope ahead of the aircraft and when the boundaries of this envelope conflict with the database terrain information, it generates alerts. 6. Why is it very important to maintain a 'lights out' condition on the ECAM control panel during flight? To ensure any current cautions or warnings are displayed immediately on the ECAM. 7. If the upper ECAM screen fails, will the crew still be able to see E/WD data? E/WD has priority over the SD. If the upper ECAM screen fails (or is selected off), E/WD data is automatically transferred to the lower screen. 8. If all systems were working normally, and a crewmember wanted to remotely tune a VOR through the RMP, would that have any effect on the FMGC NAV functions? The RMP NAV key engages the radio navigation backup mode. It takes control of the VOR, ILS, (MLS, and ADF not installed) receivers away from the FMGC and gives it to the RMP. 9. How do we know the ILS has been properly tuned and identified? ILS identification is decoded by the ILS receiver, and displayed in magenta on the lower left of the ND. 10. What does the amber "=" sign mean on the airspeed tape? This symbol shows the VFE corresponding to the next flap lever position. 11. Where is the information normally displayed by DMC #1? DMC #2? DMC 1: PFD 1, ND 1, upper ECAM DU DMC 2: PFD 2, ND 2, lower ECAM DU DMC 3: Spare which can replace DMC 1 or DMC 2 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net 12. Which RMP is functional in the emergency electrical configuration? Only RMP 1 is operational in EMER ELEC CONFIG. 13. What would a steady FAULT light in the #1 IR indicate? Non-Enhanced: FAULT Steady: The respective IR is lost. Flashing: Attitude and heading information may be recovered in ATT mode. ALIGN Steady: Respective IR is operating normally in align mode. Flashing Enhanced: IR pb: OFF: Inertial data output disconnected. FAULT Light: Illuminates amber ECAM caution triggered when a fault affects the respective IR. Steady: The respective IR is lost. Flashing: Attitude/heading information may be recovered in ATT mode. IR 1 (2) (3) Mode Rotary Selector OFF: The MSU is not energized. ADR and IR data are not available. NAV: Normal mode of operation Supplies full inertial data to aircraft systems. ATT: IR mode supplying only attitude and heading information when the system loses its ability to navigate. The heading must be entered through the MCDU and must be reset frequently (approximately every 10 minutes). 14. What would a flashing IR FAULT light indicate? Non-enhanced: Attitude and heading information may be recovered in ATT mode. Enhanced: Illuminates amber ECAM caution triggered when a fault affects the respective IR. 15. What is green dot speed? Engine-out operating speed in clean configuration. This green dot appears when the aircraft is flying in the clean configuration, showing the speed corresponding to the best lift-to-drag ratio. 16. The Inertial Reference (IR) provides what information to the PFD? Attitude Heading Track Flight Path Vector 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net Part 2 (On cycle - In Class) Electrical 1. What does the EMER GEN red FAULT light indicate when illuminated? This light illuminates red if the emergency generator is not supplying power when AC BUS 1 and AC BUS 2 are not powered. 2. What does the amber FAULT light in either BAT 1, BAT 2 pushbutton indicate? The charging current for the corresponding battery is outside limits. In this case the battery contactor opens. 3. What does the FAULT light indicate in the AC ESS FEED pushbutton? The AC ESS BUS is not electrically supplied. 4. Are there any procedures in the Pilot's Handbook, which direct us to use the EMER GEN TEST switch? None that I know of. 5. What is the purpose of the static inverter? In the event of total AC power loss, if the aircraft speed is above 50 kts, an inverter is connected to the HOT BAT 1 bus and inverts DC current to single phase AC current which is supplied to the ESS AC bus. This switching will occur regardless of the position of the BAT pbs. If the airspeed is less than 50 kts, both BAT pbs must be in auto position for the switching to occur. 6. What does the AVAIL light in the EXT PWR pb mean? AVAIL light illuminates green if: External power is plugged in, and External power parameters are normal. 7. If an IDG is disconnected in flight, can it be re-connected? Pressing the IDG pb disconnects the IDG from its driveshaft. Only maintenance personnel can reconnect it. 8. What is the normal source of power for the AC ESS BUS? The AC ESS bus is normally powered by AC BUS 1 through the AC essential feed contactor. The AC ESS FEED pb allows the pilot to transfer the AC ESS bus power source from AC BUS 1 to AC BUS 2. Note: In case of total loss of main generators, the AC ESS BUS is automatically supplied by the emergency generator or by the static inverter if the emergency generator is not available. 9. What is the AUTO function of the GALLEY pb? Main galley, secondary galley, and in-seat power supply are supplied. The main galley (A319/320), all galleys (A321), and in-seat power supply are shed automatically when: In flight: only one generator is operating On the ground: only one generator is operating (All galleys are available when the APU GEN or EXT PWR is supplying power) 10. Can the APU generator power all busses on the ground? The APU can supply the entire electrical system on the ground. 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net Fire Protection 1. If a cargo smoke detector fails, does that render the system inoperative? If one smoke detector fails, the system remains operational with the other detector. 2. When are the cargo fire bottle squibs armed? When the Smoke Detection Control Unit issues a smoke warning. 3. If an APU fire occurs on the ground, what must be done to shut down the APU and extinguish the fire? On the ground, detection of an APU fire causes automatic APU shutdown and extinguisher discharge. In flight, there is no automatic APU shutdown, and the extinguisher must be manually discharged. 4. How many fire extinguisher bottles are available for fighting an engine fire? Two 5. How many cargo smoke detectors must sense smoke to issue a warning? Both cargo compartments are equipped with smoke detector loops. The forward compartment contains two smoke detectors in the A319/320 and four smoke detectors in the A321. In the A319/320, the aft compartment contains two loops with two detectors each. In the A321, the aft compartment contains three loops with two smoke detectors in each. A Smoke Detection Control Unit issues a smoke warning when two smoke detectors of one loop detect smoke. If one smoke detector fails, the system remains operational with the other detector. Cargo smoke is indicated by an aural CRC, the illumination of the MASTER WARN and CARGO SMOKE light on the CARGO SMOKE panel. One extinguisher bottle supplies one nozzle in the forward compartment and two nozzles in the aft compartment. The agent is discharged by pressing either the FWD or AFT DISCH pb. If the cargo smoke warning is activated in either compartment, the associated isolation valves close and the extraction fan stops. 6. What is required for a fire warning to be indicated in an engine or APU? Each engine is equipped with two identical detection loops (A & B) each of which contain three heat sensing elements and a computer (Fire Detection Unit). The sensing elements are located in the pylon nacelle, engine core, and fan section. The FDU issues a fire warning when both loops detect an overheat in a particular area. If one loop fails, the fire warning system remains operational with the other loop. A fire warning is also issued if both loops fail within 5 seconds of each other. The ECAM will issue appropriate messages if any component of the detection system fails. An engine fire is indicated by an aural CRC, the illumination of the ENG FIRE pb, and MASTER WARN lights. Each engine is equipped with two fire extinguishers which are discharged by pressing the associated AGENT DISCH pb on the respective engine FIRE panel. 7. What external indications may be received in the event of an APU fire while on the ground? The red APU FIRE light illuminates and an external warning horn sounds The APU fire extinguisher discharges automatically 3 seconds after the appearance of the fire warning. The light extinguishes when the fire has been extinguished. 8. In case of lavatory smoke, would you get a warning in the cockpit? Lavatory smoke is indicated by: Aural CRC Illumination of MASTER WARN light Red ECAM SMOKE LAVATORY SMOKE 9. How do you know when the engine fire extinguisher bottle has discharged? 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net AGENT DISCH illuminates amber when its fire extinguisher bottle has lost pressure. APU 1. What are the altitude limits for APU generator and bleed air? APU generator – 100% load up to 25,000 feet (Note: APU GEN is available up to 39,000 feet). APU Bleed – Maximum altitude for APU bleed operation is 20,000 feet. 2. When would the APU MASTER SW pb FAULT light illuminate? This amber light illuminates and a caution appears on the ECAM when an automatic APU shutdown occurs. 3. If an APU fire occurs in flight will the APU shut down automatically? APU will automatically shut down due to fire on the ground only. 4. The APU START pb green AVAIL light signifies that what? This light illuminates when N is above 99.5% or 2 seconds after N reaches 95%. 5. Will the APU bleed valve close automatically during climb? Will it reopen during descent? No 6. With battery power only, what would an APU fire test look like? APU FIRE pb illuminated SQUIB and DISCH lights illuminated 7. Can the APU be shut down from outside the aircraft? APU SHUT OFF pb on External Power Panel. 8. Can you name some of the possible reasons for an APU auto shutdown? Fire (on ground only) Air inlet flap not open Overspeed No acceleration Slow start EGT overtemperature No flame Reverse flow Low oil pressure High oil temperature ECB failure Loss off overspeed protection Underspeed DC power loss Powerplant 1. How is autothrust disconnected to avoid thrust surges? Autothrust instinctive disconnect pb. 2. How is the FADEC powered? The system has its own alternator rendering it independent of the aircraft electrical system when N2 is above a set value. If this alternator fails, the FADEC automatically switches over to aircraft electrical power. 3. Continuous ignition is provided automatically when: 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net ENG ANTI ICE is selected ON Engine flameout is detected in flight The EIU fails 4. Name some reasons that a manual start may be required? After aborting a start because of: Stall EGT overlimit Low start air pressure When expecting a start abort because of: Degraded bleed performance due to a hot condition or at a high altitude airfield. A mature engine in hot condition or at a high altitude airfield. Marginal performance of external pneumatic power. Tailwind greater than 10 knots. 5. What takes place when we push the MAN START button? The start valve opens if the ENG MODE selector is set to CRANK or IGN/START and N2 < 20%. Both pack valves close during the start sequence. The blue ON light illuminates. Note: The start valve closes automatically when N2 ≥ 50%. 6. What is an indication that the start sequence is complete? At ISA sea level (2-4-6-6): N1 approximately 19.5% EGT approximately 390°C N2 approximately 58.5% FF approximately 600 lb/hr Gray background on N2 indication disappears. 7. What is the minimum oil quantity for dispatch? 13 quarts 8. Operationally, which engine do we start first? Why? Engine 1 is started first under the assumption it will be a single engine taxi. This will ensure engine driven Green hydraulic pump pressure will be available for normal brakes and nosewheel steering. 9. If the #1 ENG MAN START pb is depressed, will the engine begin to motor? The start valve opens if the ENG MODE selector is set to CRANK or IGN/START and N2 < 20%. 10. Is there a mechanical connection between the thrust levers and the engines? There is no mechanical connection between the levers and engines. The position of each lever (TLA) is electronically measured and transmitted to the FADEC, which computes the thrust rating limit. Fuel 1. Can fuel be suction fed to the engines? If the wing tank pumps fail, suction feeding is possible only from the inner wing cells (A319/320), or the wing tank (A321). 2. The outer wing tank transfer valves (A319&320) automatically open when the wing inner cell fuel quantity drops to _1,650_ pounds? 3. When and how is fuel normally transferred from the outer to inner wing tanks? 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net The wing tank transfer valves automatically latch open when the wing inner cell fuel quantity drops to 1,650 lbs thus allowing the outer cell fuel to drain into the inner cell. The transfer valves open simultaneously in both wings and remain open until the next refueling operation. During steep descents and acceleration/deceleration, the transfer valves may open prematurely and trigger a LO LVL warning. 4. Can either wing tank feed either or both engines? The crossfeed valve permits one engine to be fed by both sides, or both engines to be fed from one side. The valve is operated by two electric motors. 5. What is the normal fuel feed sequencing? A319/320: Normal fuel feed sequencing is automatic. When there is fuel in all tanks, the center tank feeds the engines first (even though the wing tank pumps operate continuously). With the fuel MODE SEL pb in AUTO, the center tank pumps operated for two minutes after both engines are started to confirm center tank pump operation prior to takeoff. After takeoff, the center tank pumps restart when the slats are retracted and continue to operate for five minutes after the center tank is empty or until the slats are extended. With the MODE SEL pb in MAN, the center tank pumps operate continuously. The crew must select the CTR TK PUMP pbs OFF when the center tank is empty. A321: The fuel transfer system controls the flow of fuel from the center tank to the wing tanks, which feed the engines. The tanks empty in the following sequence: 1. ACT transfers fuel into the center tank 2. Center tank transfers fuel into the wing tanks 3. Wing tanks With the MODE SEL pb in AUTO, the Fuel Level Sensing Control Unit (FLSCU) has automatic control of the transfer valve. When the transfer valve is open, fuel from the wing tank pumps flows through the jet pump and creates suction. This suction moves the fuel from the center tank to the related wing tank. The FLSCU automatically closes the associated center tank transfer valve when the wing tank is full. The transfer valve reopens the center tank transfer valve when the engines have used 550 lbs of wing tank fuel. With the ACT pb in AUTO, automatic control of the transfer occurs after takeoff at slats retraction. It is initiated if the center tank high level sensor has been dry for 10 minutes and fuel remains in either ACT. Fuel transfer from the ACTs to the center tank is made by pressurizing the ACT, closing the ACT vent valves, and opening the air shut-off and inlet valves. ACT2 transfers first. With the MODE SEL in MAN, the center tank transfer valves open. Wing tank overflow must be prevented by selecting the CTR TK XFR pbs OFF when the wing tanks are full. They must also be selected OFF when the center tank is empty. During transfer, if the center tank high level sensor gets wet, transfer from the ACT stops. The transfer valve opens when the center tank high sensor is dry for ten minutes. IDG cooling is accomplished by fuel. Some fuel from the high pressure pump passes through the IDG heat exchanger and returns to the respective wing outer cell (A319/320) or wing tank (A321) through a fuel return valve. The fuel return valve is controlled by the FADEC which regulates IDG temperature. A319/320: If the outer cell is full, the recirculated fuel overflows to the inner cell. To prevent wing tank overflow when the center tank is supplying fuel, the center tank pumps automatically stop when the wing inner cell is full. This allows the wing tanks to feed the engines until approximately 1,100 lbs of fuel has been used from the applicable wing tank(s); at which time the center tank pumps resume operation. MODE SEL FAULT (A319/A320/A321): Amber light illuminates, and ECAM caution appears when center tank has more than 550 lbs of fuel and the left or right wing tank has less than 11,000 lbs. ACT FAULT (A321): Amber light illuminates and ECAM caution appears when the center tank has less than 6,614 lbs of fuel and one ACT has more than 550 lbs of fuel. 6. What is the maximum fuel imbalance between the left and right wing tanks (outer + inner)? 2009 – 2010 TGS Study Guide ___________________________________________________________________________________________ ____________________________________________________________________________________________ Unofficial Airbus Study Site www.airbusdriver.net Outer Tank maximum allowed imbalance is 1,168 lbs Exception: The maximum outer wing tank imbalance (one full/one empty) is allowed provided: The fuel content of one side (outer + inner) is equal to the content of the other side (outer + inner), or On the side of the lighter outer tank, the inner tank fuel quantity is higher than the opposite inner tank quantity, up to a maximum of 6,614 lbs. higher. 7. How can you know when the crossfeed valve is fully open? The X FEED pb OPEN light illuminates green when the valve is fully open.作者: 超子 时间: 2010-8-21 20:16:44
