Limitations A320 Flashcards

Question

OIL GENERAL 1. Min oil quantity? 2. Min. temp. prior t/o? 3. Min. oil temp. eng. start? 4. Max cont. temp? 5. Min. oil pressure? 6. Max. oil pressure? 7. Starter limitations?

Answer 1

OIL GENERAL 1. A) NEOMin 10,6qt or 8,9qt plus est. consumption. (0,45qt pr. hr.), whichever is higher. B) CEO Min 11qt + est consumption = 0.3qt/h 2. Min. temp. prior t/o: 19C (NEO) 3. Min. oil temp. eng. start is -40C 4. Max cont. temp is 140C (NEO) 5. Min. oil pressure: 17,4 PSI (NEO) 6. Max. oil pressure 29 PSI (Max cont. thrust) 7. Starter: 1 cycle is 3 consecutive start attempts. Each max. 2 min. and 60s pause in between. Hereafter cooling period: 15 min.

Answer 2

APU LIMITS 1. Elec. pwr: Max altitude for supplying elctrical power is 41.000ft 2. Battery restart: Max altitude for APU battery restart (elec emer config) is 25.000ft 3. Single pack operation: Max altitude for air conditioning and pressurization (single pack operation) is 22.500ft 4. Dual pack operation: Max altitude for air conditioning and pressurization (dual pack operation) is 15.000ft 5. Start assist: Max altitude to assist engine start is 20.000ft 6. Ground. operation: APU ground operation altitude limit is 14.500ft 7. APU Start limits? After 3 consecutive start attempts, crew must wait 60 min. before a new start due cooling. 8. Max. N limit: The max rotor speed is 107% 9. Max. EGT: Max 675c for APU running. For APU start it is 1090c. 10. Min/max start temp MSL: MSL envelope for start is -55c/+55c 11. Bleed air for anti-ice? Use of APU bleed air for wing anti-ice is not permitted.

Answer 3

BRAKES LIMITS 1. Hot brakes: - On ground, set parking brake to off if temp >300dg or >150dg with brake fans on. Make sure chocks are in place. In flight, max speed 250kts/.60 and gear down for cooling. Max retraction is 220kts/.54. 2. Maintenance action: Note: Check brake temperature for discrepancies and high temperature on the WHEEL SD page. Maintenance action is due in the following cases: a) The temperature difference between two brakes of a gear is more than 150 °C, and the temperature of one of these brakes is above or equal to 600 °C, or b) The temperature difference between two brakes of a gear is more than 150 °C, and the temperature of one of these brakes is below or equal to 60 °C, or The difference between the average temperature of the left gear brakes and right brakes is above or equal to 200 °C, or c) The temperature of one brake exceeds 900 °C. d) PM to set BRK FAN pb-sw - AS RQRD When the turnaround time is short or if the temperature of any brake is likely to exceed 500 °C, use the brake fans without delay. In other cases, the flight crew should delay brake fans selection to 5 min after landing, or approaching the gate, whichever occurs first. 3. MAX Brake temperature for take-off: is 300dg

Answer 4

RFFS 319/320 1. DEP & DEST: RFFS needs to be category 6 DEP. & DEST. 2. RFFS needs to be category 5 at ALTERNATE & Temp. downgrade of DEP. and DEST. 3. If adviced by NOTAM: Category 4

Answer 5

ETOPS & OEI 1. What is the A320 ETOPS dist. from Aerodrome: 379 NM. Speed .80/330 IAS. Note: There is no formal req to check the weather at these aerodromes for suitability. 2. What is the Takeoff ALTN dist: 379 (air) NM. OEI. Note: For SAS Connect A320 operations this means 60min flying time in still air standard conditions at the one-engine-inoperative cruising speed, at maximum continuous thrust, based on the actual take-off mass

Answer 6

ALTIMETERS 1. 20ft between PFD vs PFD (on ground) 2. 75ft between PFD vs AD elev (on ground). 3. 100ft between PFD vs ISIS (on ground) 4. 200ft between PFD vs PFD (in flight) (OMA) - FCOM states 90ft diff around FL200 see table. 5. 300ft between PFD vs Mech STBY ALT (on ground) Notes: RVSM Operating Procedures - Flight Preparation On the ground, the aircraft main and standby altimeters should be set to the QNH (atmospheric pressure at nautical height) of the airfield and should display a known altitude within the limits as specified in the aircraft FCOM. The two primary altimeters should also agree within limits specified in the FCOM. The maximum value of acceptable altimeter differences for these checks should not exceed 75 ft. - Prior RVSM A cross-check between the primary altimeters should be made. A minimum of two must be within 200 ft. Failure to meet this condition will require that the altimetry system be reported as defective and air traffic control (ATC) notified; - In RVSM At intervals of approximately 1 hour, cross-checks between the 2 primary altimeters should be made and need to agree within ±200 ft of each other. Failure to meet this condition will require that the altimetry system be reported as defective and ATC notified, or contingency procedures applied. The usual scan of flight deck instruments should suffice for altimeter cross-checking. There is no requirement to record the altimeter readings.

Answer 7

SEVERE ICING 1. Severe icing is defined as: airframe icing of 5mm and more.

Answer 8

OXYGEN PRESSURE 1. What is the min. oxygen pressure before consulting the books: Look at chart in limitations if PSI falls below 800.

Answer 9

TAXI WITH DEFLATED OR DAMAGE TIRES To vacate the runway or taxi at low speed with tire(s) deflated (not damaged), all of the following limitations apply: 1. If maximum one tire per gear i deflated (consider three gears), the maximum speed during turn is 7kts. 2. If two tires are deflated on the same main gear (maximum one main gear), the maximum taxi speed is 3kts. 3. For nosewheel steering (NWS) angle, the maximum NWS angle is 30degrees. NOTE: Performance impact of one burst tire is equivalent to one brake released (In flight performance), LDG DIST PROC - APPLY. NOTE: In some abnormal situations, after a rejected takeoff or after landing, the flight crew may need to vacate the runway and taxi the aircraft with deflated or damaged tires. The flight crew must ensure that the number and position of deflated or damaged tires are in accordance with the limitations provided in the FCOM. Refer to FCOM/Taxi with Deflated or Damaged Tires. In order to identify the number and position of the affected tires, the flight crew can use the tire pressure indication available on the WHEEL SD page. If the number or position of the affected tires is not in accordance with the limitations provided in the FCOM, the ground crew must change a sufficient number of wheels before taxi, in order to ensure compliance with the FCOM limitations. As indicated in the FCOM limitations, the nosewheel steering angle must be limited to a maximum of 30 °. In order to ensure that this limitation is not exceeded, the flight crew should use the graduations available on the steering handwheel. The 30 ° limitation for the nosewheel steering angle corresponds to either of the following: A steering handwheel position on the 3rd graduation, or   a steering handwheel position in the middle of the 2nd and 3rd graduation with pedals fully deflected in the same direction.

Answer 10

TAXI SPEEDS & BRAKING 1. On contaminated runways, the taxi speed should be limited to 10kts. (at speeds below 20kts, anti-skid deactivates) 2. On long, straight taxiways, and with no ATC or other ground traffic constraints, the PF should allow the aircraft to accelerate to 30 kt, and should then use one smooth brake application to decelerate to 10 kt. The PF should not ”ride” the brakes. The GS indication on the ND should be used to assess taxi speed. 3. A 90 degree turn is limited to 10 Knots.

Answer 11

ENGINE COOLING TIME 1. NEO - Idle time before takeoff is 3min (warm up time) to reduce and avoid thermal shock. CEO - After a shutdown period greater than 2 h, to avoid thermal shock, the pilot should operate the engine at idle or near idle for at least 5 min before advancing the thrust lever to high power. Taxi time at idle may be included in the warm-up period. The last engine started must run for at least 2 min before takeoff initiation, to ensure that takeoff is not initiated before the center tank pumps test is finished, since takeoff on center tank is prohibited. 2. Cooling time after landing is 3min. Note: The flight crew must operate the engines at or near idle thrust for a cooling period of 3 min before engine shutdown, in order to thermally stabilize the engines. Idle reverse thrust and normal thrust to maneuver during taxi (i.e. at or near idle), are not considered as high thrust operations. Therefore, both of the following applies: a. If the flight crew uses idle reverse thrust for landing and normal thrust to maneuver during taxi after landing, the cooling period starts when the flight crew retards the thrust lever during the flare    b. If the flight crew uses maximum reverse for landing, the cooling period starts when the flight crew sets the thrust lever to idle reverse during the landing rollout.     Before engine shutdown, routine cooling periods that last less than the required time, can result in engine degradation

Answer 12

THRUST SETTING & SIDESTICK-TECHNIQUE TAKE-OFF 1. If the crosswind is at or below 20kts and there is no tailwind? a. TAKEOFF - ANNOUNCE b. THRUST - 50% N1 c. SIDESTICK - HALF FORWARD (Hold untill 80kts, then gradually release to resch neutral at 100kts) d. BRAKES - RELEASE e. TRUSTLEVERS - FLX/TOGA 2. In the case of tailwind, or if the crosswind is above 20kts? a. TAKEOFF - ANNOUNCE b. THRUST - 50% N1 c. SIDESTICK - FULL FORWARD (To counter the nose-up effect of setting engine takeoff thrust, apply full forward sidestick until the airspeed reaches 80 kt. Release the sidestick gradually to reach neutral at 100 kt.) d. BRAKES - RELEASE e. THRUST LEVERS - FLX/TOGA (Increase thrust rapidly to about 70 % N1 then, above 15 kt ground speed, progressively increase thrust to reach takeoff thrust by 40 kt ground speed    Once the thrust levers are set to FLX or TOGA detent, the Captain maintains the hand on the thrust levers until the aircraft reaches V1)

Answer 13

ECAM ADVISORY CONDITION - APU 1. EGT > EGT MAX -33 °C - (inhibited during APU start) 2. OIL QTY - (message LOW OIL LEVEL pulsing) - If there is no oil leak, then the remaining oil quantity allows normal APU operation for about 10 h

Answer 14

ECAM ADVISORY CONDITION - CAB PR 1. CAB VERTICAL SPEED V/S > 1 800 ft/min - CPC changeover is recommended: a. MODE SEL: MAN   b. Wait 10 s   c. MODE SEL: AUTO   (If unsuccessful): d.MODE SEL: MAN   e. Manual pressure control   2. CAB ALTITUDE altitude ≥ 8 800 ft - a. PACK FLOW: HI b. CPC changeover is recommended: c. MODE SEL: MAN   d. Wait 10 s   e. MODE SEL: AUTO   (If unsuccessful): f. MODE SEL: MAN   g. Manual pressure control  3. ΔP ≥ 1.5 PSI in phase 7 (800' - touchdown) - a. LDG ELEV: ADJUST (If unsuccessful) b. MODE SEL: MAN   c. Manual pressure contro

Answer 15

ECAM ADVISORY CONDITION - ELEC 1. IDG OIL TEMP ≥ 147 °C - An IDG oil temperature increase could be related to the IDG oil cooling system. To reduce IDG oil temperature increase before limits are reached, the following is recommended: 1 - Low speed: Increase engine speed to increase fuel flow, and thereby cool IDG oil.   2 - High speed: Reduce IDG load, if possible (GALLEY or GEN OFF). If required, restore when the temperature has dropped. Restrict generator use to a short time, if the temperature rises again excessively

Answer 16

ECAM ADVISORY CONDITION - ENG (PART 1) 1. A) If the oil pressure indication pulses green, continue normal engine operation. B) If the oil pressure indication becomes red without the ENG 1(2) [OIL LO PR] alert, continue normal engine operation (it can be assumed that the oil pressure transducer is faulty). NOTE: In both cases, monitor other engine parameters, particularly oil temperature and oil quantity. 2. Closely monitor other engine parameters for symptoms of engine malfunction. If a high oil pressure is not accompanied by other abnormal indications, operate the engine normally for the remainder of the flight. Record high oil pressure, and corresponding N2 readings, for maintenance action

Answer 17

ECAM ADVISORY CONDITION - ENG (PART 2) 1. An oil temperature increase during normal steady-state operations indicates a system malfunction, and should be closely monitored for other symptoms of engine malfunction. NOTE: If the OIL TEMP increase follows thrust reduction, increasing thrust may reduce oil temperature. In addition, an oil temperature increase could be related to the IDG oil cooling system. In order to reduce oil temperature increases before limits are reached, the following is recommended: A) Low Speed - Increase engine speed to increase fuel flow, and thereby cool IDG oil. B) High Speed - Reduce generator load, or turn off generator. If the oil temperature continues to rise, disconnect mechanically IDG.

Answer 18

ECAM ADVISORY CONDITION - FUEL 1. Difference between wing fuel quantities greater than 1 500 kg (3 307 lb) - a. FUEL MANAGEMENT (CHECK) If a fuel leak is suspected, Refer to Fuel Leak 2. Fuel temp greater than 45 °C in inner cell, or 55 °C in outer cell a. GALLEY (OFF) 3. Fuel temp lower than -40 °C in inner or outer cell a. Consider descending to a lower altitude and/or increasing Mach to increase TAT

Answer 19

ECAM ADVISORY CONDITION - OXY 1. If mask is not being used, check if it is correctly stowed.

Answer 20

APPROACH A&B 1. A Type A approach is an instrument approach with a MDH or a DH at or above 250'. 2. A Type B approach is an instrument approach with a DH below 250'. Type B Instrument approach operations are categorized as: CAT 1: A DH not lower than 200' and with either a viz not less than 800m or an RVR not less than 550m. CAT 2: A DH lower than 200', but not lower than 100', and an RVR not less than 300m. CAT 3: A DH lower than 100' or noDH, and an RVR less than 300m or no RVR limitation

Answer 21

MAXIMUM OPERATING ALTITUDE 1. 39.800' (slats & flaps retracted) 2. 20.000' Slats and/or flaps extended?

Answer 22

ICING CONDITIONS DEFINITION 1. lcing conditions exist when the OAT on the ground and for takeoff, or when TAT in flight, is 10 °C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet and ice crystals). Icing conditions also exist on the ground and for takeoff when the OAT is 10 °C or below when operating on ramps, taxiways, or runways where surface snow, standing water, or slush may be ingested by the engines or freeze on engines, nacelles, or engine sensor probes.

Answer 23

CATEGORY II AUTOMATIC APPROACH WITHOUT OR WITHOUT AUTOMATIC LANDING 1. Minimum decision height: 100 ft 2. One autopilot at least must be engaged in APPR mode and CAT 2 or CAT 3 SINGLE or CAT 3 DUAL capability must be displayed on FMA. 3. Minimum height for AP disconnection: 80 ft (without automatic landing)

Answer 24

FUEL TEMPERATURE LIMITS 1. Minimum temp is -54 degrees. 2. Maximum is +55 degrees.

Answer 25

GO-AROUND SOFT MODE Soft go-around is prohibited with one engine inoperative.

Answer 26

CATEGORY III FAIL PASSIVE (SINGLE) AUTOMATIC APPROACH AND AUTOMATIC LANDING 1. Minimum decision height: 50 ft 2. One autopilot at least must be engaged in APPR mode and CAT 3 SINGLE or CAT 3 DUAL capability must be displayed on FMA.

Answer 27

MAXIMUM WIND CONDITIONS FOR CAT II OR CAT III AUTOMATIC APPROACH OR AUTOMATIC LANDING 1. Without automatic rollout With all engines operative (AEO) or with one engine inoperative (OEI): -Headwind: 30 kt -Tailwind: 10 kt -Crosswind: 20 kt 2. With automatic rollout With all engines operatives (AEO): -Headwind: 30 kt -Tailwind: 10 kt -Crosswind: 20 kt 3. With one engine inoperative (OEI) or one thrust reverser inoperative: -Headwind: 30 kt -Tailwind: 10 kt -Crosswind: 15 kt -No more than idle reverser thrust is used

Answer 28

CATEGORY III FAIL OPERATIONAL (DUAL) AUTOMATIC APPROACH AND AUTOMATIC LANDING 1. Alert height: 100 ft 2. Two autopilots must be engaged in APPR mode and CAT 3 DUAL capability must be displayed on FMA. 3. Minimum Runway Visual Range (RVR): 75 m

Answer 29

ECAM ADVISORY CONDITION - ENG (PART 3) 1. The oil quantity in the tank can decrease at high thrust setting due to the effect of oil gulping. In that case, the indicated oil quantity will increase after thrust reduction. Monitor the affected engine oil parameters and crosscheck with the other engine - As long as the oil temperature and the oil pressure of the affected engine remain within limits, normal engine operation is not affected. If the oil quantity continues to decrease, the ENG 1(2) OIL LO PR alert can be triggered ( Refer to PRO-ABN-ENG ENG 1(2) OIL LO PR (Warning) - ANNUNCIATION) 2. Monitor engine parameters and crosscheck with other engine.

Answer 30

SLATS & FLAPS SYSTEM SE IMAGE FOLDER IPHONE: SAS/AIRBUS/SLATS&FLAPS

Answer 31

NARROW RUNWAY OPERATION 1. Company Cross wind limitation For runways that are less than 45m wide (to a minimum of 30m) the maximum authorised cross wind component is reduced to 75% of the airbus narrow runway limitation for the runway condition. 2. Take-Off 25 kts (10 kts on contaminated) Landing 25 kts (10 kts on contaminated) "These are to be considered the maximum cross wind limitations– the commander may, at their discretion, impose a more restrictive limit if they believe that the combination of factors on the day warrant it". IN FLIGHT UNSERVICEABILITY? AFFECTS LANDING DISTANCE OR CONTROLLABILITY? DIVERSION TO A NORMAL 45 M WIDTH RUNWAY MUST BE MADE

Answer 32

NARROW RUNWAY OPERATION 1. No AUTO LAND if width < 45 m

Answer 33

A) Experienced F/Os (1000 hours+ factored flying experience, including 500+ hours on heavy aircraft) has 2/3 of the appropriate AFM or Company cross-wind limit. B) Any F/O under the supervision of a Training Captain, provided that the Training Captain is occupying either the left or right hand pilot’s seat has full AFM or Company cross-wind limit at the discretion of the Training Captain.

Answer 34

CABIN - COCKPIT CALL "Brace for impact" At around 30sec or 500' AAL. Prior this call, the announcement "attention, attention. two minutes to landing" may have been heard.

Answer 35

CABIN - COCKPIT CALL "Attention crew at stations"

Answer 36

CABIN - COCKPIT CALL "This is the captain. Evacuate, evacuate"

Answer 37

CABIN - COCKPIT CALL "Cabin crew and passengers, remain seated"

Answer 38

CABIN - COCKPIT CALL “EMERGENCY DESCENT, EMERGENCY DESCENT” Subsequently followed by: "This is the captain, descent complete, descent complete"

Answer 39

CABIN - COCKPIT CALL "This is the captain, purser to the flight deck"

Answer 40

CABIN - COCKPIT CALL "Cabin crew to the flight deck immediately"

Answer 41

MEMORY ITEMS "LOSS OF BRAKING" (CALL OUT) IF NO BRAKING 1. REV - MAX 2. BRAKE PEDALS - RELEASE 3. A/SKID OFF - ORDER (SET A/SKID & N/W STRG OFF) 4. BRAKE PEDALS - PRESS (MAX 1000 PSI) IF STILL NO BRAKING 5. PARK BRAKE - USE

Answer 42

MEMORY ITEMS "EMERGENCY DESCENT" (CALL OUT) MCD 1. CREW OXY MASKS - USE 2. SIGNS - ON 3. EMER DESCENT - INITIATE * IF A/THR NOT ACTIVE 4. THR LEVERS - IDLE 5. SPD BRK - FULL QRH - PROCEDURE NOTE: CABIN - COCKPIT CALL "Cabin crew emergency descent" Subsequently followed by: "This is the captain, descent complete, descent complete"

Answer 43

MEMORY ITEMS "STALL, I HAVE CONTROL" (CALL OUT) 1. NOSE DOWN PITCH CONTROL - DOWN 2. BANK - WINGS LEVEL * WHEN OUT OF STALL (NO LONGER STALL INDICATION): 3. THRUST - INCREASE SMOOTHLY AS NEEDED 4. SPEEDBRAKES - CHECK RETRACTED 5. FLIGHT PATH - RECOVER SMOOTHLY * IF IN CLEAN CONFIGURATION AND BELOW 20.000' A) FLAPS 1 - SELECT

Answer 44

MEMORY ITEMS "STALL, TOGA 15" (CALL OUT) 1. THRUST - TOGA * AT THE SAME TIME 2. PITCH ATTITUDE - 15° 3. BANK - WINGS LEVEL

Answer 45

MEMORY ITEMS "UNRELIABLE SPEED" (CALL OUT) * IF THE SAFE CONDUCT OF THE FLIGHT IS IMPACTED 1. AP - OFF 2. A/THR - OFF 3. FD - OFF PITCH/THRUST AS FOLLOWS 4A. BELOW THRUST RE ALT - 15°/TOGA 4B. ABOVE THRUST RED ALT & BELOW FL100 - 10°/CLB 4C. ABOVE THRUST RED ALT & ABOVE FL100 - 5°/CLB FLAPS (IF IN CONF 0,1,2,3) - MAINTAIN FLAPS (IF IN CONF FULL) - SELECT CONFIG 3 AND MAINTAIN. * WHEN AT SAFE ALTITUDE - LEVEL OFF FOR TROUBLESHOOTING... QRH

Answer 46

MEMORY ITEMS GPWS/EGPWS CAUTIONS "TERRAIN, TERRAIN" - "TOO LOW TERRAIN" - "TERRAIN AHEAD" - "OBSTACLE AHEAD" DURING NIGHT OR IMC: "PULL UP TOGA" (CALL OUT) 1. AP - OFF 2. PITCH - PULL UP (FULL AFT) 3. THRUST LEVERS - TOGA 4. SPEED BRAKES LEVER - CHECK RETRACTED 5. DO NOT CHANGE CONFIGURATION, UNTIL CLEAR OF OBSTACLE MISSING REST. "TOO LOW GEAR" - TOO LOW FLAPS GO AROUND - PERFORM

Answer 47

MEMORY ITEMS "PULL UP TOGA" (CALL OUT) IF: "PULL UP" - TERRAIN AHEAD PULL UP" - "OBSTACLE AHEAD PULL UP" - "AVOID TERRAIN" - "AVOID OBSTACLE" PERFORM: 1. AP - OFF 2. PITCH - PULL UP (FULL AFT) 3. THRUST LEVERS - TOGA 4. SPEED BRAKES LEVER - CHECK RETRACTED 5. DO NOT CHANGE CONFIGURATION, UNTIL CLEAR OF OBSTACLE

Answer 48

MEMORY ITEMS "TCAS BLUE" OR "TCAS, I HAVE CONTROL" (CALL OUT) 1. TCAS MODE - CHECK ARMED 2. A/THR - ON

Answer 49

MEMORY ITEMS TCAS WARNINGS - RA 1. FD ORDERS - FOLLOW 2. VS - MONITOR *NOTE ANY CLIMB RA DURING APPROACH IN CONFIG 3 OR FULL.. GO AORUND - PERFORM

Answer 50

MEMORY ITEMS WINDSHEAR WARNING - REACTIVE WINDSHEAR IF AFTER V1: THR LEVERS - TOGA REACHING VR - ROTATE SRS ORDERS - FOLLOW (IF MISSING 17,5°) AIRBORNE: THR LEVERS AT TOGA - SET OR CONFIRM AP - IF ENGAGED - KEEP ON SRS ORDERS - FOLLOW

Answer 51

ENGINE FAILURE DURING CRUISE A) The standard strategy (unless specified) 1. All thrust levers - set MCT 2. A/THR - OFF 3. HDG - SET & PULL 4. Drift down cieling - Determine 5. ATC - Notify * Descent SPD - M.78/300kts pull FCU ALT - Set & pull * When V/S becomes less than 500'/min 8. Set V/S -500 9. A/THR - ON B) The obstacle strategy 1. All thrust levers - set MCT 2. A/THR - OFF 3. HDG - SET & PULL 4. Drift down cieling - Determine 5. ATC - Notify * Descent SPD - SET GD Speed and pull FCU ALT - SET and pull * When clear of obstacle - revert to standart C) The fixed speed strategy Same as standart, but with predefined speeds.

Answer 52

SYSTEM KNOWLEDGE FAC 1. Flight Augmentation Computers 2. 2, FAC 1 and 2 3. Yaw function , Flight envelope function , Low-Energy Aural Alert function, Windshear detection function    NOTE: GENERAL The aircraft has two flight augmentation computers (FACs) that perform four main functions: 1) Yaw function     ▪ Yaw damping and turn coordination ▪ Rudder trim   ▪ Rudder travel limitation   2) Flight envelope function  - PFD speed scale management  ▪ Minimum/maximum speed computation   ▪ Maneuvering speed computation   - Alpha-floor protection   3) Low-Energy Aural Alert function    4) Windshear detection function   In performing these functions the FAC uses independent channels : a) Yaw damper   b) Rudder trim   c) Rudder travel limit   d) Flight envelope   Each FAC interfaces with the elevator aileron computers (ELACs) when the APs are disengaged, or with the FMGS when at least one AP is engaged. Both FACs engage automatically at power-up. The pilot can disengage or reset each FAC (in case of failure) by means of a pushbutton on the flight control overhead panel. When a FAC is disengaged (FAC pushbutton set off) but still valid, the flight envelope function of the FAC remains active. If both FACs are valid, FAC1 controls the yaw damper, turn coordination, rudder trim, and rudder travel limit, and FAC2 is in standby. FAC1 keeps the aircraft within the flight envelope through FD1 ; FAC2 performs this function through FD2. If a failure is detected on any channel of FAC1, FAC2 takes over the corresponding channel. // END

Answer 53

SYSTEM KNOWLEDGE ADR 1. Air data reference 2. 3, ADR 1, 2 and 3 3. The ADR part (Air Data Reference) which supplies barometric altitude, airspeed, Mach, angle of attack, temperature and overspeed warnings.   NOTE: GENERAL The Air Data and Inertial Reference System (ADIRS) supplies temperature, anemometric, barometric and inertial parameters to the EFIS system (PFD and ND) and to other user systems (FMGC, FADEC, ELAC, SEC, FAC, FWC, SFCC, ATC, GPWS, CFDIU, CPC). The system includes: - Three identical ADIRUs (Air Data and Inertial Reference Units).   Each ADIRU is divided in two parts, either of which can work separately in case of failure in the other:  * The ADR part (Air Data Reference) which supplies barometric altitude, airspeed, Mach, angle of attack, temperature and overspeed warnings.   * The IR part (Inertial Reference) which supplies attitude, flight path vector, track, heading, accelerations, angular rates, ground speed and aircraft position.   - One ADIRS control panel on the overhead panel for selection of modes (NAV, ATT, OFF) and indications of failures.   - Four types of sensors:  * Pitot probes (3)   * Static pressure probes (STAT) (6)   * Angle of attack sensors (AOA) (3)  * Total air temperature probes (TAT) (2)   These sensors are electrically heated to prevent from icing up.  - Eight ADMs (Air Data Modules) which convert pneumatic data from PITOT and STAT probes into numerical data for the ADIRUs.   - A switching facility for selecting ADR3 or IR3 for instrument displays in case of ADIRU1 or 2 failure

Limitations A320 Flashcards

(77 cards)