Alaska Airlines System Study Slides

 Green are monitored by the ECAM, black are
not
Slide 3 of
186

 The Wing Tip Brake (WTB) C/Bs have red caps
on them to prevent them from being reset.
Slide 4 of
186

 To switch the Capt or FO to the 3rd ACP in the
event of failure or ACP 1 or 2
Slide 5 of
186

 Air Data and Inertial Reference System
consists of three Air Data and Inertial
Reference Units ADIRU’s which supply data to
the EFIS and other systems
Slide 7 of
186

 Baro Altitude
 Overspeed Warnings
 AOA
 Temperature
 Speed/Mach
Slide 8 of
186

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186
Flight Path
A/C position
Track
Heading
Attitude
Acceleration
Ground Speed

 Set IR rotary selector to NAV using the sequence IR1, IR2, IR3
 During a complete align, the ON BAT light illuminates for 5
seconds
 Do not need to wait the 5 seconds between switching each IR to
nav
Slide 10 of
186

 To ensure that the ADIRU can receive power
directly from the Acft battery
Slide 11 of
186

 IR alignment fault
 No present position entry within 10 minutes
 Difference between position at shutdown and
entered position exceeds 1° of latitude or
longitude
Slide 13 of
186

 Before the first flight of the day
 Crew change
 GPS is not available and the NAVAIDS coverage is
poor on the expected route.
 GPS is not available and the flight time is more than 3
hours.
 Any portion of the flight is conducted using Class II
Navigation.
Slide 14 of
186

 The ON BAT light illuminated
Slide 15 of
186

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186
ADIRS 2 and 3 will remain on battery power for 5 minutes to hold alignment
until a generator can be restored.
ADIRU 1 (ADIRU 3 if CA selected ATT HDG CAPT 3) will remain on battery
power until gen power is restored or battery #2 fails.

 The respective IR is lost
Slide 17 of
186

 The attitude and heading information may
be recovered in the ATT position
Slide 18 of
186

 To perform a complete alignment with Flaps 1 and
temp above 30C:
 a. Confirm the aircraft area is clear with ground
personnel prior to pressurizing the hydraulic system
 b. Once the area is clear, turn the Y ELEC Pump ON
 c. Raise the flaps to 0
 d. Turn the Y ELEC Pump OFF
 e. Perform the complete ADIRS alignment
 f. Confirm the aircraft area is clear with ground
personnel prior to pressurizing the hydraulic system
 g. Once the area is clear, turn the Y ELEC Pump ON
 h. Return the flaps to 1 if still in hot weather conditions
 i. Turn the Y ELEC Pump OFF
Slide 19 of
186

 A fast alignment must be performed:
 ‐ When the deviation of the IRS position from
the FMGC position is at or above 5 NM.
 (DATA/˂POSITION MONITOR [1L])
 PRO-NOR-SOP-06 P 5/24
Slide 20 of
186

 On the CA’s PFD, the Attitude and Navigation
would be missing.
Slide 21 of
186

 ATT HDG Switch to CAPT 3
Slide 22 of
186

 AIR DATA switch to CAPT 3
 ADR1 pb switch OFF
Slide 23 of
186

 Flight Control ALTN Law
 Landing Flaps 3
Slide 26 of
186

 Fly-by-wire
Slide 28 of
186

 Electrically controlled
 Hydraulically activated
Slide 29 of
186

 Flight control protection symbols (=) displayed
in green on the PFD’s at 67° bank left and
right, 15° pitch down and 30° pitch up
Slide 30 of
186

 The symbols described above will be displayed
as amber x’s
Slide 31 of
186

 USE MAN PITCH TRIM is displayed in amber on
the PFD
Slide 32 of
186

 MAN PITCH TRIM ONLY is displayed in red on the
PFD
Slide 33 of
186

 Side stick does not function
 Use pitch trim and rudder to control the airplane
Slide 34 of
186

 Pitch input commands a proportional load factor
 Roll input commands a roll rate
Slide 35 of
186

 Illuminates in front of the pilot who loses control
authority
Slide 36 of
186

 2 ELACs (Elevator Aileron Computer)
 3 SECs (Spoiler Elevator Computer)
 2 FACs (Flight Augmentation Computers)
Slide 37 of
186

 Normal elevator and stabilizer control
 Aileron control
Slide 38 of
186

 Spoiler control
 Standby elevator and stabilizer control
Slide 41 of
186

 Inboard ground spoilers
Slide 42 of
186

 Electrical rudder control
 Yaw damper
Under Normal Law, what do the FACs provide (YAWL)? (FCOM-DSC-22-40-10)
 • Yaw Control – Damping and turn coordination, rudder limiter, rudder trim)
 • Airspeed Protection Computation (Alpha Prot, high / low limits,
maneuvering speed, PFD speed scale)
 • Wind-Shear protection
 • Low Energy Warning Protection
 (“Speed, speed, speed”)
Slide 43 of
186

 Automatically reset to zero
Slide 44 of
186

 Full extension
 Spoilers armed; both thrust levers are at idle, both main landing gears have touched down
 Not Armed; both main landing gear are down, at least one thrust lever in reverse with the other at idle.
 Partial extension (10°)
 One thrust lever at idle, with one in reverse and only one main gear strut compressed. This eases the
compression of the second main landing gear resulting in full ground spoiler extension
Slide 45 of
186

 One of two things;
- Wheel speed > 72 kts
Or
- RA of a strut < 6’
Slide 46 of
186

 Armed; Speed exceeds 72 Kts, with both thrust
levers set to idle.
 Not Armed; Speed exceeds 72 Kts, with reverse
thrust selected on at least one engine
Slide 47 of
186

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186
When do the brakes come on when the AUTO BRK is set to LO,
MED and MAX?
LO
MED
MAX
Activates 4 sec. after spoilers deploy
Activates 2 sec. after spoilers deploy
Activates as soon as spoilers deploy

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186
Describe the normal operational usage of the AUTO BRK
LO
MED
MAX
Used under normal landing circumstances
Used when landing on certain contaminated runway
situations
Used only for Takeoff

 The memorized pitch attitude is usually 3° or 4°
nose up
 Below 30 ft, this value washes out over eight
seconds to –2°.
 The result is that the pilot has to exert a
progressive pull to increase pitch gently in the
flare.
Slide 50 of
186

 Half speed brake lever deflection
Slide 51 of
186

 From liftoff to 100 ft RA on landing
Slide 52 of
186

 Illuminates when :
 the emergency generator is not supplying power while
 AC BUS 1 and AC BUS 2 are not powered
 and the airspeed is greater than 100 KTS
Slide 54 of
186

 On initial deployment of the RAT (8 seconds)
Slide 55 of
186

 Automatically
 AC BUS 1 and AC BUS 2 are not powered
 Acft speed is greater than 100 kts
 Manually
 Lift the guard and press the MAN ON pb switch (EMER ELEC
PWR panel or HYD panel)
Slide 56 of
186

 Blue hydraulic pressure
 Emergency electrical power
Slide 57 of
186

 AC ESS BUS and DC ESS BUS via the ESS TR
Slide 58 of
186

 Automatic deployment supplies both hydraulic pressure
and electric power while RAT MAN ON deployment
only supplies hydraulic pressure
Slide 59 of
186

 Lift the guard and press the MAN ON pb on the
EMER ELEC PWR panel
Slide 60 of
186

 Smoke detected in the avionics ventilation duct
Slide 61 of
186

 ECAM warning amber FAULT lights in the
EXTRACT and BLOWER pushbuttons on the
ventilation panel.
Slide 62 of
186

 System automatically replaces the GEN 1 with:
 APU GEN if available, or
 Gen 2, automatically shedding part of the galley load
Slide 63 of
186

 If smoke/fumes becomes the GREATEST
THREAT or AVNCS/ELECTRICAL SMOKE is
suspected, Emergency Electric Configuration
should be applied.
Slide 64 of
186

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186
On Batt power (during 8 sec RAT deployment) what will you have?
2 busses Ess AC & DC
CA PFD & Upper
Ecam
#1 RMP
Both ACP’s

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186
What do you have on RAT power?
4 Busses:
AC ESS, AC ESS Shed
DC ESS, DC ESS Shed
4 Screens
CA PFD
CA ND
Upper ECAM
#1 FMGC
RMP1
ACP 1 & @

 To record cockpit checklist activity and preflight
announcements
Slide 69 of
186

The recording system is automatically active:
 ‐ On the ground, during the first five minutes after the aircraft electric
network is energized.
 ‐ On the ground, after the first engine start.
 ‐ In flight (whether the engines are running or not).
 On the ground, the recording system stops automatically five minutes
after the second engine shuts down.
Slide 70 of
186

The recording system is automatically active:
 ‐ On the ground, during the first five minutes after electrical power is
supplied to the aircraft.
 ‐When at least one engine is operating
 -Stops 5 minutes after the last engine is shut down
Slide 71 of
186

 PA rotary knob pulled out and set to the three
o’clock position on ACP3
Slide 72 of
186

 When control for the oxygen mask door is
activated
Slide 74 of
186

 The oxygen mask doors open automatically
when cabin altitude reaches 14,000 ft.
Slide 76 of
186

 Chemical generators produce oxygen
 Each generator feeds 2, 3 or 4 masks grouped at each
oxygen mask door
 Generation of oxygen begins when one mask in the
group is pulled toward the seat
 Oxygen generation lasts for about 15 minutes
Slide 77 of
186

 A solenoid valve is opened supplying low
pressure oxygen to each of the masks on the
flight deck
Slide 78 of
186

 Pylon nacelle
 Engine core
 Engine fan
section
Slide 80 of
186

 Fire warning appears when both loops fail
within five seconds of each other
Slide 81 of
186

 A fire extinguisher bottle has lost pressure
Slide 82 of
186

 Silence the fire warning
 Arms extinguisher squibs
 Closes hydraulic fire shutoff valve
 Closes low-pressure fuel valve
 Deactivates the IDG
 Closes the engine bleed valve
 Closes the pack flow control valve
 Cuts off the FADEC power supply
 **resets the ECAM system to detect other
failures
Slide 84 of
186

 Continuous repetitive chime sounds
 The MASTER WARN lights flash
 ECAM, ENGINE FIRE warning appears
 On the FIRE panel:
 The ENG FIRE pb illuminates red
 The lights illuminate white
 The lights illuminate amber
 On the ENG panel:
 The FIRE light illuminates red
Slide 85 of
186

 On the ground:
 APU shuts down
 Extinguishing agent is discharged
 In flight:
 APU FIRE warning on ECAM
 APU FIRE pb lights up red
Slide 86 of
186

 Green, Blue and Yellow
Slide 88 of
186

 Green
 Eng 1 pump
 Yellow system through PTU
 Blue
 Blue Elec pump
 RAT
 Yellow
 Eng 2 pump
 Yellow Elec pump
 Green system through PTU
 Hand pump for cargo door operation when power is not available
Slide 89 of
186

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186
Landing Gear
Slats and Flaps
Rev Eng 1
Normal Brakes

 Slats
 Emergency Gen (RAT)
 Flap/Slats WTB
Slide 91 of
186

 NWS
 ALT/Park Brakes
 Rev Eng 2
 Cargo Door
Slide 92 of
186

 If AC power is available it will operate in flight
 On the ground
 One engine running
 BLUE PUMP OVRD pb on maintenance panel
pressed
Slide 93 of
186

 Turn on the yellow ELEC PUMP (always clear
with personnel around acft before turning on
pump)
Slide 95 of
186

 Yes, yellow ELEC PUMP through the PTU
Slide 96 of
186

With ELEC power
 Cargo door switch
Without ELEC power
 A hand pump
Slide 97 of
186

 When differential pressure between green and
yellow systems is greater than 500 psi
Slide 98 of
186

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186
When PTU pb is selected off
During first engine start
During cargo door operation and for 40 sec after door ops
On Ground, when only one engine master switch is on and the nose
wheel steering is in the towing position (NWS deactivated) and/or the
parking brake is on.
In flight when green or yellow hyd. Sys. low pressure condition is
detected for more than 6 sec.

 Landing Gear
 Normal Brakes
 Slats and Flaps
 Eng 1 reverser
Slide 100
of 186

 Cut off hydraulic power to heavy load users if
hydraulic pressure in a system is low
Slide 101
of 186

 Reservoir level is low
 Reservoir overheats
 Reservoir air pressure is low
 Pump pressure is low
Slide 102
of 186

 Pump overheat
Slide 103
of 186

 Reference ECAM actions and HYD SYSTEMS
page
Slide 104
of 186

 Two outer wing tanks
 Two inner wing tanks
 One center tank
Slide 106
of 186

 41,000 lbs (41,285 lbs)
Slide 107
of 186

 A 2% allowance for expansion due to temp rise
without spilling
Slide 108
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 Within the fuel tanks
Slide 109
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 Wing tank pumps are fitted with pressure relief
sequence valves giving preference to the center pumps
when all pumps are operating
 Center tank pumps are not fitted with suction valves.
Gravity feeding is not possible from the center tanks.
Slide 110
of 186

 Center tank pumps run for two minutes after engine
start
 Center tank pumps off for takeoff
 Center tank pumps back on after takeoff, with the slats
retracted.
Slide 111
of 186

 Delivery pressure has dropped in an active
pump
Slide 112
of 186

 Center tank has more than 550 lbs of fuel and the left or right wing
tank has less than 11,000 lbs
 Failure of the AUTO mode
Slide 113
of 186

 The crew controls the center tank pumps manually with the center
tank pumps pb.
Slide 114
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 REFUELING indication on the upper ECAM
Slide 115
of 186

 Using fuel
Slide 116
of 186

 A return line to the respective outer wing tank (with spill
over to inner tank when outer tank is full)
Slide 117
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 Center pump to that side automatically shuts off
Slide 118
of 186

 Charge batteries for 20 minutes
 BAT 1 & 2 ….. AUTO
 EXT PWR ………ON
Slide 121
of 186

 With batteries off and EXT power on, battery voltage must be
above 25.5 v
 Select the ELEC page on the ECAM and select BAT 1 & 2 OFF
then On
 Verify the battery charging current is < 60A and decreasing
within 10 sec.
Slide 122
of 186

 The RAT will extend providing emergency AC
power
If the emergency AC power was also lost:
 The batteries will supply limited AC power
through the static inverter to part of the AC
ESS BUS
Slide 124
of 186
Click for visual display

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What is the FAULT light on the IDG indicate?
1. The IDG oil outlet overheats
2. The IDG oil pressure is low
When will the fault light disappear?
When the IDG is disconnected

 Integrated Drive Generator, supplies normal AC
power to the ACFT electrical system
Slide 127
of 186

 Takes variable engine input and converts it to
constant output speed
Slide 128
of 186

 Pressing the IDG pb for more than three seconds may
damage the IDG mechanism
 Disconnect the IDG only when the engine is running or
windmilling
Slide 129
of 186

 The IDG can only be reconnected on the
ground.
Slide 130
of 186

 The bus tie contactors (BTC) open or close automatically to maintain
power supply to both AC BUS 1 & 2
 Both BTC’s are closed with only a single power supply: one engine
generator, APU generator, or external power
 One BTC is closed when one engine generator supplies power to its
associated AC BUS and the APU generator or external power supplies
power to the other AC BUS
Slide 131
of 186

 Both BTC’s close and AC BUS 1 receives power from engine 2 generator
 If APU generator or external power is available one BTC closes to supply
power to AC Bus 1
Slide 132
of 186

 Automatically from AC BUS 2
 Or with the AC ESS FEED pb in the ALTN
position
Slide 134
of 186

 The AC ESS FEED pb will display ALTN
Slide 135
of 186

 The load on any generator is more than 100%
of rated output
Slide 136
of 186

 Main galley, in-seat power and the IFE system
are all auto shed when:
 In flight: only one generator is operating
 On the ground: only one generator is operating
(except, all galley and cabin power is available with
APU or external power)
Slide 137
of 186

AC ESS BUS
and
DC ESS BUS via
the ESS TR
Slide 139
of 186
Click for more EMER
GEN

 Charging current for corresponding battery is
outside limits
Slide 140
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What does the commercial pb look like during normal flight? It is off
What happens when you push the Commercial pb off?
Off, (white) Switches off all aircraft commercial electrical loads

 Two Bleed Monitoring Computers (BMC)
Slide 143
of 186

* Yes, they are interconnected, if BMC 1 fails;
1. APU and ENG 1 Leak detection are not monitored
2. ECAM APU BLEED LEAK warning is lost
Slide 144
of 186

 Select LO:
 A320 less than 115 pax
 A321 less than 140 pax
 During Smoke/Fumes removal, slect HI per
procedure.
Slide 145
of 186

 All trim valves close.
 Pack 1 controls the cockpit temp to the last selected value
 Pack 2 controls the cabin to the average of the FWD & AFT
cabin knobs.
Slide 150
of 186

 The pack flow control valves are electrically
controlled and pneumatically operated
Slide 151
of 186

 Pack flow control valve disagrees with the selected position
 Compressor outlet overheat
 Pack outlet overheat
Slide 152
of 186

 Overpressure downstream of the bleed valve
 Bleed air overheat
 Wing or engine leak on the related side
 Bleed valve is not closed during engine start
 Bleed valve not closed with APU bleed on
Slide 153
of 186

 Crossbleed valve open if the APU bleed valve is open
 Crossbleed valve closed if APU bleed valve is closed or, in case of
a wing, pylon, or APU leak (except during engine start)
Slide 154
of 186

 APU bleed leak
Slide 155
of 186

of 186
Upstream pressure below minimum
Pack Overheat
Engine Start Sequence
Engine FIRE pushbutton on the related side
DITCHING pushbutton selected

If the DITCHING pb is in the normal position
 The RAM air inlet opens when cabin pressure is < 1 psi
 If Δp ≥ 1 psi: The outflow valve remains normal. No emergency RAM
air flows in
 If Δp < 1 psi: The outflow valve opens to about 50% when under
automatic control.
 It does not automatically open when it is under manual control.
 Emergency RAM airflow is directly supplied to the mixer unit.
Slide 157
of 186

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Outboard 3 Slats

 Initiation of a 30-second test sequence
Slide 161
of 186

 Control valve disagreement with switch position
 Low pressure detected
 Valves are in transit
Slide 162
of 186

 On landing
 Bleed leak
 Loss of electrical power
Slide 163
of 186

 Anti-ice valve disagrees with switch position
(illuminates briefly in transit)
Slide 164
of 186

 Wing valves default Close
 Engine valves default Open
Slide 165
of 186

 Probes/windows are heated automatically in flight
 Probes/windows are heated on the ground with
one engine running
 Pitot heat operates at a low level on the ground
 TAT probes are not heated on the ground
Slide 166
of 186

 Switches to the other pressure control system
Slide 169
of 186

 Automatic: Field elevation from the FMGS
 Semi-automatic: Landing elevation selected on the LDG ELEV knob on the CABIN
PRESS panel
 Manual: With MODE SEL pb in MAN, outflow valve is controlled by the MAN V/S
CTL (UP closes the valve and DOWN opens the valve)
Slide 170
of 186

Sends a ‘”close” signal to:
 Outflow valve (will not close if in manual mode)
 RAM air inlet
 Avionics vent inlet and extract valves
 Pack flow control valves
Slide 171
of 186

 Automatic APU shutdown
Slide 173
of 186

 APU is available to supply electrical power
Slide 174
of 186

 The APU start is inhibited for 45 seconds
Slide 176
of 186

 Duct overheat detected
Slide 178
of 186

 Either inlet or outlet valve is not in the selected
position
Slide 179
of 186

 Amber discharge lights and red smoke lights
illuminate, ECAM warning is displayed, and
CRC is heard. This test repeats itself
Slide 183
of 186

 Within 60 seconds the amber DISCH light
comes on indicating the bottle has fully
discharged
Slide 184
of 186

 Blower pressure is low
 Computer power supply fails
 Smoke warning is activated
 Duct overheats
Slide 191
of 186

 Extract pressure is low
 Computer power supply fails
 Smoke warning is activated
Slide 193
of 186

 The system goes to a closed configuration
 Air from the AC system is added to ventilation air.
 When the BLOWER pushbutton switch is set at OVRD, the blower
fan is stopped and the extract fan continues to run.
Slide 195
of 186

 When the EXTRACT pushbutton switch is set at OVRD, the
extract fan is controlled directly from the pushbutton. Both fans
continue to run.
Slide 196
of 186

 Air flows from the AC system then overboard. The extract fan
continues to operate.
 BLOWER fan OFF
 EXTRACT fan ON
Slide 197
of 186

 On the ground with engines stopped, one of
the following:
 blower pressure low,
 extract pressure low
 duct overheats
Slide 199
of 186

 Open-circuit: On the ground with skin temp above on ground threshold
(12°C and rising or 9°C and decreasing)
 Both fans operate and inlet and extract valves are open
Slide 200
of 186

 Closed-circuit: On the ground with skin temp below the on-ground
threshold or In flight with skin temp below in flight threshold
(35°C and rising or 32°C and decreasing)
 Both fans operate and inlet and extract valves are closed
Slide 201
of 186

 Intermediate configuration: In flight with skin temp above in flight
threshold
 Both fans operate, inlet valve open, and extract valve partially
open
Slide 202
of 186

 RA goes below 200 feet and aircraft gets too
far off the LOC or GLIDE beam
 Autopilot fails
 Both LOC transmitters or receivers fail
 Both glide slope transmitters or receivers fail
 Difference between both radio altimeter
indicators is > 15 feet
Slide 205
of 186

 Go-around
Slide 206
of 186

 When one pilot moves the sidestick, a control signal is sent to the
computers. If both side sticks are moved in the same or opposite
direction, the control signals are algebraically added and neither
side stick has priority although a dual input alert will be activated
 A pilot can deactivate and take priority over the other sidestick
input by pressing and holding the priority takeover pushbutton.
Holding the pushbutton for more than 40 seconds will latch the
priority to that side and the bushbutton can then be released
without losing priority. Priority can be unlatched by pressing the
pushbutton on either sidestick.
 If both pilots press their priority takeover pushbuttons, the pilot
who presses last will get priority.
 A red arrow illuminates in front of the pilot losing control authority
 The green CAPT and FO lights
 Flash when both sidesticks are moved simultaneously
 Illuminates in front of the pilot with priority when the other sidestick is out of
the neutral position
Slide 207
of 186

 Current altimeter setting in inHG
 FD pb selected
 CSTR pb selected
 ND mode set to ARC
 ND range set to minimum
 ADF/VOR selected as required
Slide 208
of 186

 NAV mode will be disarmed and RWY TRK will
be active until another mode is selected
Slide 209
of 186

 Move the sidestick
 Press the disconnect button on the sidestick
 Press the illuminated AP1 or AP2 pb
Slide 211
of 186

 Preliminary flight deck prep
 RECALL – check for warnings that need MX service
 DOOR – If oxygen is half amber boxed, check “MIN FLT CREW OXY” chart
 HYD – Check quantity in normal range
 ENG – Check oil quantity 9.5 qts + 0.5 qt/hr
 Flight deck prep
 STS – Status should be normal or display INOP SYS compatible with MEL
 PRESS – Displays LDG ELEV AUTO
Slide 213
of 186

 CLR, RCL, STS, EMER CANC, and ALL
Slide 214
of 186

 Warnings
 Cancel an aural warning for as long as the failure condition
exists
 Extinguishes the MASTER CAUTION lights
 Does not affect the ECAM message display
 Cautions
 Cancel any present caution for the remainder of the flight
 Automatically calls up the STATUS page, which
displays “CANCELLED CAUTION” and the title of the
inhibited failure
Slide 215
of 186

 RCL pb
 If the flight crew pushes the RCL pb , the E/WD displays:
 ‐ All warning, caution messages, and status pages that have been
suppressed by the activation of the CLR pb, and
 ‐ All the alerts that are still active but inhibited in the whole active
flight phase.
 If there are no suppressed warnings or cautions, the E/WD shows
“NORMAL” for 5 s.
 If the flight crew holds this pushbutton down for more than 3 s, the
E/WD displays any caution
 messages that were suppressed by the EMER CANC pb.
Slide 216
of 186

 STS pb
 The pilot pushes this pushbutton to display the STATUS page on the lower SD. The pushbutton
 remains lit, as long as the SD displays the STS page. If the system has no status messages,
 the status page displays “NORMAL” for 5 s.
 The pilot can clear the STATUS page by pushing the CLR pb, or by pushing the STS pb a
 second time.
 When only one ECAM display is on :
 ‐ It displays the STATUS page only when the pilot pushes the STATUS pushbutton and holds
 it. He can display the next STATUS page, if any, by releasing the pushbutton and pushing it
 again (before 2 s have elapsed). The new page then appears after a short delay.
 ‐ The pilot can keep the STS pb pressed to display the STATUS page for a maximum of
 3 min, after which the ECAM automatically displays the engine/warning page.
Slide 217
of 186

 T.O CONFIG pb ?
 This pushbutton simulates the application of takeoff power. This
is a test that triggers a warning, if the aircraft is not in takeoff
configuration. (Refer to DSC-31-15 Configuration Warnings).
 If the configuration is correct, the E/WD displays the “TO
CONFIG NORMAL” message in the TO MEMO section.
 Note: If the ECAM control panel fails, the CLR, RCL, STS,
EMER CANC, and ALL pushbuttons remain operative, because
their contacts are directly wired to the flight warning and display
management computers.
Slide 218
of 186

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What does the TO CONFIG button check?
What does T/O power check then?

 To suppress spurious MASTER CAUTIONS
Slide 220
of 186

 VHF 1 can be used on RMP 2 or RMP 3
Slide 221
of 186

 Setting thrust levers to FLEX or TOGA on TO
will arm the autothrust
Slide 222
of 186

 MAN FLEX, SRS, RWY, ,A/THR (blue)
(temp)
Slide 223
of 186

 MAN TOGA, SRS, RWY, ,A/THR blue
(or blank)
Slide 224
of 186

 Retard thrust levers so that the green donut
matches the green pointer on the N1 gauges
 Press the instinctive disconnect button on the
side of the thrust levers
Slide 225
of 186

 When the angle-of-attack exceeds the ALPHA FLOOR
threshold, A/THR activates automatically and orders TOGA
thrust, regardless of the thrust lever position, as long as A/THR
is available.
 When the aircraft recovers and accelerates, the angle-of-attack
drops below the ALPHA FLOOR threshold, TOGA thrust is
maintained or locked. This tells the flight crew to reduce thrust
to complete the recovery. TOGA LK appears on the FMA to
indicate that TOGA thrust is locked.
Slide 226
of 186

 The desired thrust can only be recovered by
setting A/THR to off, with the instinctive
disconnect pushbutton.
 Essentially you would do the same as you
would when you disconnect the A/THR,
which is
 Match the thrust lever’s with the current thrust
setting, which is TOGA, then press the Instinctive
Disconnect Buttons (IDB’s), or bring the Thrust
Levers to Idle, Press the IDB’s, then after either of the
above steps, re-set the Thrust Levers back into the
Climb detent and turn the A/THR back on with the
button on the glare shield.
Slide 227
of 186

 Thrust levers – TOGA
 Instinctive disconnect – Press
 Thrust levers - CLIMB
 A/THR pb – Press
OR
 Thrust levers – Idle
 Thrust levers – Stand up
 A/THR pb – Press
 Trust Levers - Climb
Slide 228
of 186

 Move the thrust levers
Slide 229
of 186

 0 to FLX/MCT
Slide 231
of 186

 Idle reverse thrust unless required
Slide 232
of 186

 CONFIG 1 + F
Slide 233
of 186

 Retract one step
Slide 234
of 186

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High Speed Protection, Vmo +6 kts, Mmo +.01

of 186
Vmax, Vmo, Mmo, Vle, Vfe, whichever is lower.

of 186
Econ Decent Range, Decent Mode,
In the MCDU = Managed Speed.
+/- 20 kts of MCDU speed
if a limit’s set, then +/- 5 kts

of 186
“Green Dot” Best L/D, best drift down, (must
be in clean config), ICAO holding speed

of 186
Vfe next, next max flap extend speed

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S speed, minimum Slat Retraction Speed during
takeoff.
If APP has been activated, aircraft will slow to it.

of 186
F speed, minimum flap retraction speed

of 186
Magenta Bug = Managed Speed

of 186
Speed Trend Arrow, Speed in 10 sec if acceleration
remains constant. Appears when acceleration
>2kts per sec.

of 186
Indicated speed on tape. The speed the aircraft
is at.

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The Blue 1, = V1 for takeoff

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Selected Speed

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VLs, Minimum Selectable Speed. You can
select and fly a speed slower, but the AP will
not allow you to fly below VLs.

of 186
Alpha Prot – Maximum bank angle is limited to
45 degrees. At Alpha Prot 4 things happen;
What 4 things happens at or below Apha Prot?
A – AOA is commanded instead of Load Factor
S - Speed Brakes Retract
A – Autopilot Disengages
P - Pitch Up trim is inhibited

of 186
Alpha Floor, This is an Auto Thrust Function which
will TOGA thrust when a predetermined AOA is
exceeded.
-Available only when in Normal Law
and the A/Thr system’s available.
-A/Thr does NOT need to be engaged
prior to Alpha Floor Engangment.
-Alpha Floor is not available <100’ RA
when in Landing Config.
-It may be deactivated for entire flight by
pressing the instinctive disconnect switches
for 15 sec.
(although Alpha Floor is generally discussed to occur
between Alpha Prot and Alpha Max, it can occur at any
airspeed, well above Vls, (ie. 300 kts, roll and pull))

of 186
Alpha Max, Maximum AOA, if you hold the stick
full aft, the aircraft will pitch up +30 degrees to +20
degrees, depending on config and energy until you
slow to Alpha Max. If you continue to hold full aft
stick, the aircraft will vary the pitch to fly whatever
speed Alpha Max indicates.

An aural low energy alert, repeated every 5 sec.
Warns that the energy is such that the only way to
regain a positive flight path is by increasing
thrust.
Slide 251
of 186
Aircraft Systems, Auto Flight, Flight Augmentation Flight Envelope
Function. Pg 1,083 of 5,434

It’s available in
-Config 2, 3 and Full
Slide 252
of 186
When is the alert inhibited?
It’s inhibited when
-TOGA is selected
- Below 100’ RA
- Above 2,000’ RA
- Alpha-floor or EGPWS alert is triggered
- In alternate or direct law
- Both radio altimeters fail

of 186
EMER GEN stalls or
fails
On ground speed < 50
kts
Return to study guide

of 186
Back to EMER GEN
On ground speed < 50
kts

of 186
Back to EMER GEN
EMER GEN stalls or
fails

of 186

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AOA will not exceed Vα max
Vα prot – elevator control switches from normal
mode (load factor) to protection mode (AOA
proportional to side stick deflection)
VLS – Minimum selectable speed
Vα Floor – TOGA thrust commanded and FMA shows TOGA LK

of 186
Vmo/Mmo – Maximum
operating speed
HSP – Pitch trim freezes(A319)
or limited (A320) and positive nose-up
G demand added to side stick order
At approximately VMO +16 / MMO +0.04
the pitch nose-down authority smoothly
reduces to zero

of 186
Load Factor Limitation (Clean +2.5 / -1.0; Dirty +2 / 0)
Pitch attitude (30º UP / 15º DN)
Bank Angle (67º)
High Speed
High Angle of Attack (AOA Alpha Protection)

of 186
If Vmo/Mmo plus a predetermined factor is exceeded, the system induces a
pitch up input to limit aircraft speed
Can the pilot overide this pitch up?
No, not in normal law

of 186
The maximum angle of attack allowed in Normal Law, indicated by the top
of the red strip on the airspeed scale.

of 186
When the angle of attack exceeds α prot, pitch trim ceases and
angle of attack is now proportional to sidestick deflection, not to
exceed α max even with full aft sidestick deflection.

of 186
< 33° = bank angle is maintained
> 33° = rolls to 33° auto trim stops >33°
> 45° = FD’s & AP kick off
In high speed proteciton, pilot commands a bank angle greater than 45° the AC rolls wings level
to protect from an over G
Low speed, let go at 45° and it just rolls back to 33° , no G problem

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Protection:
Load Factor
Stability:
High speed Stability (nose up command)
Low Speed Stability (nose down command)
Yaw damping only

of 186
Alternate Law

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Mechanical Backup

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When in Direct Law
When Below 100’
*Both of these are what happens in Flare Mode

of 186
The NOSE and RWY TURN OFF lights extinguish when the landing gear is
retracted.

of 186
When the main landing gear is not compressed

 N/W steering deactivated
 Brake P. is supplied by the yellow hyd. Sys.
 Anti-Skid is deactivated
 BSCU and ABCU are depowered
 A 1,000 psi P. limiting valve prevents wheel lock up
Slide 286
of 186

 Normal Brakes – Green
 Alternate Brakes – Yellow, backed up by the
accumulator
Slide 287
of 186

 Airspeed above 72 kits
 Thrust levers at idle
 Ground spoiler extension
Slide 288
of 186

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Speed Greater than 72 kts
Thrust Reversers at IDLE
Ground Spoiler extension

of 186
Tiller allows 75˚ of travel
Rudder pedals allow 6˚travel (this slowly reduces at
40kts and reduces to zero by 130kts)

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