2012 – 2013 TGS Study Guide
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Technical Ground School Study Guide
AIRBUS A330
2012 – 2013
Updated : 04/30/12
Send corrections/comments to:
Bob Sanford, E-mail: busdriver@hky.com
Hydraulics.
Scenario #1: You started to perform the preflight inspection and discover maintenance is working on
the aircraft's hydraulic system.
1. How are the three hydraulic systems powered?
Reference: TM 7k.1.1 (Note - reference also 7k.1.2, 7k.1.3, 7k.1.4)
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Green System. Two pumps (one on each engine) pressurize the green system. An electric pump,
which can be manually or automatically controlled, and a ram air turbine (RAT) can also pressurize
the green system.
Yellow System. The yellow system is pressurized by the engine 2 pump or an electric pump that can
be manually or automatically controlled. A hand pump is provided for operation of the cargo doors
when electrical power is not available.
Blue System. The blue system is pressurized by the engine 1 pump or an electric pump that can be
manually controlled.
2. What is the purpose of the hand pump under the aircraft?
Reference: TM 7k.1.3
Operation of the cargo doors when electrical power is not available.
3. During the First Officer's Equipment Flow, what should be done if a flight crewmember notes the
spoiler, flap or other flight control surface position is not in agreement with the lever position?
Reference: PH 2a.3.4
Caution
If spoiler, flap, and flight control surface positions are not in agreement with control lever positions, check
with ground crew before applying hydraulic power.
4. Under normal conditions, when the aircraft is taxiing, what hydraulic system pressure is indicated on
the triple indicator?
Reference: TM 7m.1.10 (Note - reference also C&I 7m.2.2)
A triple brake and accumulator pressure indicator displays blue system left and right brake pressure, as
well as accumulator pressure
5. What happens in the yellow hydraulic system when a cargo door is being opened or closed?
Reference: PH 6.9 / TM 7k.2.1
It's pressurized. In Auto, the Hydraulic System Monitoring Unit (HSMU) automatically controls the pump
on the ground when the lever of the cargo door manual selector valve is set to the OPEN or CLOSE
position. In this case the yellow leak measurement valve closes and yellow flap motor operation is
inhibited.
Scenario #2: You are in level flight at FL 350 over the North Atlantic. You get an ECAM message for a
Hydraulic leak in the Green Hydraulic system. You have completed all the non-normal procedures.
6. Was there any automatic operation by the aircraft to preserve hydraulic pressure?
a. No, all non-normal functions must be performed by the Flight Crew
b. It depends, the priority only operates when the green electric pump is available.
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c. Yes, the priority valve will close to retain pressure for the normal braking and flight controls.
d. None of the above.
Reference: TM 7k.1.1
If the pressure of the green system is low, a priority valve cuts off power to the heavy load using units
(emergency generator, nose wheel steering, and landing gear) in order to retain pressure for normal
braking and flight controls. Pressure maintaining valves are installed on the flaps, slats, and trimmable
horizontal stabilizer (THS) actuators for the same purpose.
Scenario #2 continued: You have now lost all green hydraulic fluid and are diverting to Shannon. You
now get a new ECAM message showing you have lost pressure in the Blue Hydraulic system. As you
perform the non-normal you note that you are not to use the Blue System electric pump other than
temporarily for spoiler retraction.
7. (Yes or No) Did the RAT automatically deploy? (Note - assuming Blue pressure loss is due to low quantity)
Reference: TM 7k.1.2
The RAT is a propeller-driven pump powered by ram air. In flight, the RAT extends automatically and
pressurizes
the green system if:
— both engines fail,
— both green and yellow hydraulic quantities are low, or
— both green and blue hydraulic quantities are low.
8. When will the blue electric hydraulic pump operate automatically?
Reference: TM 7k.1.4
(A330-200). In the event of an engine 1 failure, in addition to a PRIM 1 or PRIM 3 loss : The BLUE ELEC
PUMP runs automatically in flight to ensure sufficient authority on the electrical rudder, thereby
counteracting the yaw sideslip induced by asymmetrical thrust.
9. Do you still have thrust reversers?
Reference: TM 7k.1.5 (Note - poor question because reference is not definitive. Also reference 7p.1.9)
Engine 2 Reverse only.
The reverser actuators of each engine are powered by an associated engine driven hydraulic pump (leftblue, right-yellow system.)
Landing Gear and Brakes.
Scenario #1: It is January in Philadelphia. The weather is 400' overcast, OAT is 1°C, ¾ mile visibility
and wet snow is falling. You have completed the flight deck prep flow.
1. What ECAM message is displayed when the towing control lever is in the tow position?
Reference: TM 7m.1.5
When the lever is in the tow position, the green “NW STRG DISC” message is displayed on ECAM. The
message changes to amber after the first engine is started.
2. Which hydraulic system supplies the parking brake?
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Reference: TM 7m.1.11
blue hydraulic system or accumulators supply brake pressure
3. Where does the crew look to confirm that the parking brake is ON?
Reference: PH 2.5.16
The captain will reference the triple indicator whenever the PARK BRK is set ON or OFF.
ON: Accumulator in the green band. Brake pressure is applied to both left and right brakes.
4. How long will the accumulator maintain adequate parking brake pressure?
Reference: TM 7m.1.11
Accumulators maintain adequate parking brake pressure for at least 12 hours
Scenario #1 continued: During taxi out.
5. What is the purpose of the brake check accomplished immediately after the aircraft starts moving?
Reference: PH 2c.3.6
The purpose of the brake check is to check brake efficiency, that green hydraulic pressure has taken over,
and that blue hydraulic pressure is at zero on the brake pressure triple indicator.
6. Before takeoff when the F/O selects the Autobrakes to MAX, what precautions should be taken?
Reference: PH 2c.9.3
Press the pushbutton firmly for at least 1 second to ensure the autobrake system arms. Arming of the
AUTOBRK must not take place until after the flight control checks have been accomplished.
7. The ramp area is extremely wet and slippery due to the heavy snow. You decide to keep your taxi
speed low. Below what speed is antiskid automatically deactivated?
a. 3 knots
b. 5 knots
c. 10 knots
d. 15 knots
Reference: TM 7m.1.8
The antiskid system is automatically deactivated when groundspeed is less than 10 knots.
8. When will the Autobrakes activate?
Reference: TM 7m.1.9
Automatic braking is activated when the ground spoilers extend
Scenario #2: You are in level flight at FL 350 over the North Atlantic. You get an ECAM message for a
Hydraulic leak in the Green Hydraulic system. You have completed all the non-normal procedures.
9. How did the loss of the green system affect normal braking?
a. You no longer have autobrakes
b. Anti skid is always available regardless of any system loss
c. Anti skid is available as long as you are not limited to accumulator pressure only.
d. Answers a and b
e. Answers a and c
Reference: TM 7k.1.5 / TM 7m.1.7 / TM 7m.1.10
Autobrake System. The system can be armed by pressing the LO, MED or, MAX mode if:
— green hydraulic pressure is available,
— the antiskid has electrical power,
— no failures exist in the braking system,
— at least two PRIMs are available, and
— at least one ADIRU is functioning.
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During alternate braking, the antiskid system becomes inoperative:
— with electrical power failure,
— with BSCU failure,
— if the A/SKID & N/W STRG switch is selected OFF, or
— if the brakes are supplied by the blue accumulators only.
10. When is the use of autobrake the normal procedure for landing?
Reference: PH 2g.12.8
Use of the autobrake system, if available, in MED or LOW is normal procedure for:
• All landings on wet and slippery runways
• When landing rollout distance is limited
• When aircraft configuration requires use of higher than normal approach speeds
• A crosswind component greater than 10 knots
• All CAT II/III landings
11. What happens to the gear doors and nose wheel steering after emergency gear extension?
Reference: TM 7m.1.4
The gear doors remain open and nose wheel steering is deactivated.
Flight Controls.
Scenario #1: You are in flight, on vectors around weather, climbing through FL250 and in moderate
turbulence. You get an ECAM indicating you have a PRIM fault
1. How many PRIM computers do we have, and what are their functions?
Reference: TM 7h.1.1
Three flight control primary computers (PRIMs) for normal, alternate, and direct control laws, as well as
speedbrake and ground spoiler control, and protection speed computation
2. How many SEC computers are there and what are their functions?
Reference: TM 7h.1.1
Two flight control secondary computers (SECs) for direct control laws including yaw damper function, as
well as rudder trim, rudder travel limit and (A330-300) pedal tavel limit.
3. What is the significance of the /R on the FLT CTL PRIM & SEC pushbuttons?
Reference: TM 7h.2.3
Switching OFF then on resets it.
Scenario #1-continued: you have completed the non-normal procedures and, you are becoming
concerned that the turbulence is increasing.
4. In normal law what are the pitch and bank limits?
a. 30 degrees nose up and 15 degrees nose down 67 degrees bank.
b. 30 degrees nose up and 15 degrees nose down 76 degrees bank.
c. 15 degrees nose up and 30 degrees nose down 67 degrees bank.
d. 30 degrees nose up and 25 degrees nose down 76 degrees bank.
Reference: TM h.1.5
Attitude protection. Pitch is limited to 30° up, 15° down, and 67° of bank. These limits are indicated by
green “=” signs on the PFD. Bank angles in excess of 33° require constant sidestick input. If the input is
released, the aircraft returns to and maintains 33° of bank
5. When are the Wing Tip Brakes activated?
Reference: TM 7h.1.4
Four Wingtip Brakes (WTBs) are activated in case of asymmetry, overspeed, or symmetrical runaway. The
WTBs lock the flap or slat surfaces and prevent further movement. They cannot be released in flight.
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• Note •
If the flap WTBs are on, the pilot can still operate the slats; if the slat WTBs are on, he can still
operate the flaps.
Scenario #1-continued: You have just sustained a lightning strike and have lost the remaining PRIMS
and one SEC. After completing all the non-normals and are unable to recover the computers.
6. What protections are available in direct law?
Reference: TM 7h.1.5
There are no protections provided in direct law; however, overspeed and stall aural warnings are
provided. The PFD airspeed scale remains the same as in alternate law.
7. (Yes or No) Can the pilot make a flight control input that will over-stress the airplane in direct law?
Reference: TM 7h.1.5
Pilot control inputs are transmitted unmodified to the control surfaces, providing a direct relationship
between sidestick and control surface.
8. In the case of complete loss of electrical flight control signals how can the aircraft be controlled in
backup mode?
Reference: TM 7h.1.6 and 1.7
(A330-300). In case of a complete loss of electrical flight control signals, the aircraft can be temporarily
controlled by mechanical mode. Pitch control is achieved through the horizontal stabilizer by using the
manual trim wheel(s). Lateral control is accomplished using the rudder pedals. Yaw damping is provided
by the back up yaw damper unit. Both controls require hydraulic power. A red “MAN PITCH TRIM ONLY”
warning appears on the PFDs.
(A330-200). Backup Control Module (BCM) Computer provides yaw damping, and direct rudder command
with pedals, via an independent unit, in case of:
— Total electrical failure, or
— Loss of rudder control due to a flight control computer (PRIM and SEC) failure
9. Can the rudder be moved with a complete loss of flight control signals?
Reference: TM h.1.3 (better reference 7h.1.6. Note - poor question because reference does not definitely answer
question and mislabeled h.1.3, not 7h.1.3)
Yes. The rudder is electrically controlled by trim motors, or mechanically controlled by the rudder pedals.
It is hydraulically actuated by either system. Rudder deflection is limited according to airspeed. If both
SECs fail, maximum rudder deflection can be obtained when the slats are extended.
In case of a complete loss of electrical flight control signals, the aircraft can be temporarily controlled by
mechanical mode. Pitch control is achieved through the horizontal stabilizer by using the manual trim
wheel(s). Lateral control is accomplished using the rudder pedals
Scenario #2: You are in level flight at FL 350 over the North Atlantic. You get an ECAM message for a
Hydraulic leak in the Green Hydraulic system. You have completed all the non-normal procedures.
10. When a speedbrake surface (on one wing) fails, what happens to the symmetric surface on the
other wing?
Reference: TM 7h.1.3
If a fault is detected or if electrical power is lost, the affected spoiler(s) automatically retracts. If hydraulic
pressure is lost, the spoiler(s) either remains at the existing deflection, or at a lesser deflection if forced
down by aerodynamic forces. If a spoiler fails on one wing, the symmetrical panel on the other wing is
inhibited (except for spoilers 4 and 6).
11. When does full ground spoiler extension occur?
Reference: TM 7h.1.3
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Full Ground Spoiler Extension. The spoilers extend automatically at touchdown of both main gear or in
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)
The spoiler roll function is inhibited when the spoilers are used for the ground spoiler function.
12. Which control surfaces will no longer function?
Reference: TM 7h.2.6 (Note - poor question because you must interpret diagrams)
Assuming loss of Green system, Spoilers 1 and 5. All other surfaces have redundancy. -200 is similar.
13. (True or False) The speed of operation of the flaps and slats will not be affected with the loss of only
one hydraulic system.
Reference: TM 7h.1.4
The slats are powered by both the green and blue hydraulic systems. The flaps are powered by both the
green and yellow hydraulic systems. If one hydraulic system fails, the associated surfaces extend and
retract at half speed. If one SFCC fails, all flaps and slats operate at half speed.
Scenario #2 continued: You have now lost all green hydraulic fluid and are diverting to Shannon. You
now get a new ECAM message showing you have lost pressure in the Blue Hydraulic system. As you
perform the non-normal you note that you are not to use the Blue System electric pump other than
temporarily for spoiler retraction.
14. How did the loss of the blue system effect braking?
Reference: TM 7m.1.10
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No antiskid, 7 full brake applications using accumulators.
If green hydraulic pressure is insufficient, the blue hydraulic system is automatically selected to provide
alternate brakes.
During alternate braking, the antiskid system becomes inoperative:
— with electrical power failure,
— with BSCU failure,
— if the A/SKID & N/W STRG switch is selected OFF, or
— if the brakes are supplied by the blue accumulators only.
If neither normal nor alternate braking is available, the brake accumulators can provide at least seven full
brake applications.
15. Will Anti-Skid still function?
Reference: TM 7m.1.10
No, see previous question.
16. Neither Autopilot will engage in this hydraulic configuration. What are some other actions that
would result in auto pilot(s) disengagement?
Reference: TM 7d.1.5
The autopilot(s) will disengage if one of the engagement criteria is lost, or:
— The takeover switch or the corresponding AP switch is pressed
— The sidestick is moved beyond the load threshold (Disengagement through rudder pedals is only active
on the ground.)
— The other autopilot is engaged, except when LOC G/S modes are armed or engaged, or ROLL OUT and
GA modes are engaged
— Both thrust levers are set to TOGA detent on the ground (prevents takeoff with autopilot engaged
following a touch and go.)
— Reaching DA - 50' with APPR engaged on a NON-ILS (RNAV) approach
The autopilot(s) will also disengage in normal law when:
— high speed protection is activated
— angle of attack protection is active (alpha prot + 1°)
— bank angle exceeds 45° or pitch attitude exceeds 25° up or down
17. These non-normals have resulted in Alternate law. What protections have we lost?
Reference: TM 7h.1.5
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Most protections except for load factor maneuvering protection are lost. Amber Xs replace the
green “=” attitude limits on the PFD.
The load factor limitation is similar to that under normal law.
A low speed stability function replaces the normal angle of attack protection (not available with
loss of two ADRs). The system introduces a progressive nose-down command which attempts to
keep the speed from slowing further. This command can be overridden by sidestick input. The
airplane can be stalled in alternate law. An audio stall warning consisting of “crickets” and a
“STALL” aural message is also activated. The alpha floor function is inoperative.
Certain failures cause the system to revert to alternate law without speed stability. When this
occurs, the control laws are identical to alternate law; however, the low and high speed stability
functions are lost. Only the load factor protection is provided.
In alternate law, the PFD airspeed scale is modified. While VLS remains displayed, V alpha prot
and V alpha max are removed. They are replaced by a red and black barber pole. The top of the
pole indicates the stall warning speed (VSW).
A nose-up command is introduced any time the airplane exceeds VMO/MMO to keep the speed
from increasing further. This command can be overridden by sidestick input.
Bank angle protection is lost in ALT 2.
Autoflight.
Scenario #1: During a normal taxi out.
1. If maintenance were to arm autothrust on the ground (using green pb) and it was not detected until
after engine start, how would you know and how would you disarm it?
Reference: PH 2a.7.3
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• Note •
Under no circumstances should the autothrust be armed (using the green pushbutton) or autopilots
engaged while at the gate or on the ground. These are not normal procedures and will generate ECAM
messages that are appropriate aircraft responses. (Example: If maintenance were to arm autothrust, after
engine start the AUTO FLT A/THR OFF ECAM message would be generated. This indicates the aircraft has
disarmed the autoflight system during engine start. Same would apply for autopilot.) Simply clear the
ECAM message, then press an instinctive disconnect on thrust levers for autothrust or sidestick
A/P disconnect for autopilot. System operation will be normal. If the normal disconnect methods are not
used, a reoccurring ECAM message will appear at each subsequent engine start.
2. What color are the Armed Vertical Modes displayed in on the Flight Mode Annunciator in column
two?
Reference: TM 7d.2.2
In the three left columns:
— The first line shows the engaged modes in green.
— The second line shows the armed modes in blue or magenta. (Magenta indicates that the modes are
armed or engaged because of a constraint.)
— The third line displays special messages:
• Messages related to flight controls have first priority:
— “MAN PITCH TRIM ONLY” in red, flashing for 9 seconds, then steady
— “USE MAN PITCH TRIM” in amber, pulsing for 9 seconds, then steady
3. On the ground with slats extended, when is the SRS Mode automatically engaged?
Reference: TM 7d.2.2 (Note - better reference is 7d.1.3
SRS Mode. This vertical mode 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 a speed is selected while in SRS mode. It automatically disengages
when the aircraft reaches acceleration altitude or an FCU selected altitude.
4. What happens if the instinctive disconnect pushbuttons are pushed and held for more than 15
seconds?
Reference: TM 7d.1.11
Caution
If an autothrust instinctive disconnect pb is pressed and held for more than 15 seconds, the
autothrust system is disconnected for the remainder of the flight, including alpha floor protection. The
autothrust system can only be reset during the next FMGEC power-up (on the ground).
Scenario #2: During a normal descent.
5. Altitude constraints are presented as a small circle in white, amber or magenta. What does each
color represent?
Reference: TM 7i.2.7
Altitude Constraints
• Magenta constraint is predicted to be met when the aircraft is in managed lateral and vertical modes.
• Amber constraint is predicted to be missed. In this situation the aircraft is in the managed lateral and
vertical modes; however, the FMGC will not be able to meet the altitude constraint.
• White constraint is not being considered by the FMGC.
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6. Will the G/S mode engage without the LOC mode engaged and why?
Reference: TM 7d.1.3 (Note - poor question because reference does not say why)
No. The G/S mode does not engage unless the LOC mode is engaged or if the aircraft is above the G/S
and its trajectory does not intercept the G/S.
Pneumatics.
Scenario #1: The weather is 400' overcast, OAT is 1°C, ¾ mile visibility and wet snow has just begun to
fall. There is at least ¼" of snow covering the aircraft. You have been pushed back from the gate and
are ready for engine start.
1. What effect will the Engine Start Sequence have on the pack flow control valves?
Reference: TM 7p.2.2
Both pack valves close automatically during the crank or start sequence
2. What is the relationship between the ENG and APU bleed air valves with the Cross-Bleed valve in
AUTO?
Reference: TM 7b.1.1 (Note - poor question because reference does not provide definitive answer)
When the APU BLEED pb is ON the BMCs command the crossbleed valve to open (with the X BLEED
selector in AUTO), and the engine bleed valves to close. Note - basically if APU bleed air valve is open,
ENG bleed air valves are closed.
3. How is avionics ventilation accomplished?
Reference: TM 7b.7.1
The avionics ventilation system provides cooling for electronic and electrical components in the avionics
compartment and flight deck. System operation is fully automatic. Two computers, the avionics equipment
ventilation computer and the ventilation controller, control the associated fans and valves.
Three electric fans operate continuously to circulate cooling air through the various avionics. The two
cabin recirculation fans, in addition to directing cabin air into the air conditioning mixer unit, direct
recirculated cabin air into the avionics ventilation ducting. The extract fan draws air from the avionics
equipment and panels and blows it through either the under floor extract or the overboard extract valve.
Scenario #2: You are on the track over the North Atlantic at FL 360
4. What does an illuminated amber FAULT light indicate in the Pack pb?
Reference: TM 7b.4
FAULT:Amber light, associated with ECAM caution, illuminates when pack flow control valve position
disagrees with selected position or in case of compressor outlet overheat or pack outlet overheat.
Air Conditioning.
Scenario #1: You are on the track over the North Atlantic at FL 360
1. How is temperature in the flight deck and cabin controlled?
Reference: TM 7b.3.1
Temperature regulation is achieved through one zone controller and two pack controllers. Two
temperature selectors on the air conditioning panel allow the crew to set desired temperature for the flight
deck and the cabin.
2. When is the RAM AIR pushbutton used?
Reference: TM 7b.3.1
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When directed by QRH. It allows ventilation of the cabin in the event of a dual pack failure or for smoke
removal.
3. What happens when the Bulk ISOL VALVE is selected OFF?
Reference: TM 7b.8.1
The inlet and outlet isolation valves close and the extraction fan stops
Pressurization.
Scenario #1: The weather is 400' overcast, OAT is 1°C, ¾ mile visibility and wet snow has just begun to
fall. There is at least ¼" of snow covering the aircraft. You are taxiing to the de-ice area.
1. What occurs when the DITCHING pushbutton is selected ON?
Reference: TM 7b.6
The operating system sends a “close” signal to the outflow valves, emergency ram air inlet, avionics
ventilation overboard valve, cargo compartment isolation valves, and pack flow control valves
• Note •
The outflow valve(s) will not close automatically if it is under manual control.
2. What is the Caution about pressing the DITCHING pushbutton ON while on the ground with low
pressure conditioned air connected?
Reference: TM 7b.6
If on ground, with low pressure conditioned air connected, all doors closed, and the DITCHING pb is
switched ON, a differential pressure will build up.
3. When will the door CABIN PRESSURE light flash red?
Reference: TM 7a.2.2
CABIN PRESSURE warning light to indicate a residual pressure in the cabin.
Scenario #2: You are on the track over the North Atlantic at FL 360
4. What is indicated if the Cabin Vertical Speed digital presentation is pulsing?
Reference: TM 7b.6.1, TM 7b.6.2, QRH ECAM Advisory Pages
On the ECAM CAB PRESS page the digital presentation pulses when V/S is greater than +/- 1800
feet/minute.
On the ECAM CRUISE page, on the lower AIR portion, the cabin absolute altitude value and its respective
climb/descent arrow will pulse green for values greater than +/-1800 feet/minute.
5. If required, how does the crew manually control the pressurization system?
Reference: TM 7b.5.3
Manual Operation. If both automatic systems fail, the pilot may control the pressurization manually by
positioning the CABIN PRESS MODE SEL to MAN. According to the VALVE SEL position, the pilot manually
controls only one, or both outflow valves. If only one outflow valve is selected, the other one remains
under automatic control. The automatic pressurization motors for the selected valve(s) are deactivated,
and the MAN V/S CTL switch is energized and controls the outflow valve(s) through the third actuator
motor(s).
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• Note •
Due to the slow operation of the outflow valves in the manual mode, and the limited resolution of
the outflow valves’ position on the ECAM, the visual ECAM indication of an outflow valve position change
can take up to five seconds. Since the pressurization system is manually controlled, the outflow valves do
not automatically open at touchdown.
6. (Yes or No) Is the LDG ELEV knob used when operating manual pressurization?
Reference: TM 7b.6 (Poor question because reference does not directly answer the question)
To leave the AUTO position, pull and turn the selector. Other positions: The pressurization schedule does
not use the landing elevation from the FMGEC, but instead uses the landing elevation selected with this
selector (from – 2,000' to + 14,000') as its reference.
MAN: Illuminates white, and FAULT is not illuminated. The flight crew must use the MAN V/S CTL switch to
control the system.
Ice and Rain Protection.
Scenario #1: It is the middle of January in Philadelphia. The weather is 400' overcast, OAT is 1°C, ¾
mile visibility and wet snow has just begun to fall. The aircraft has been sitting for at least 8 hours.
While performing the Preflight Inspection you see at least ¼" of snow covering the aircraft.
1. When is electrical heat applied to the galley/lavatory drain masts?
Reference: TM l.1.4 (Note - reference should be 7l.1.4)
The drain masts are electrically heated any time the electrical system is powered. On the ground, the heat
is reduced to prevent injury to ground personnel.
2. Is it permissible to have frost adhering to the underside of the wings?
Reference: PH 3.6.2
Frost on the underside of wings is permitted if frost layer does not extend outside of the fuel tank area,
and the thickness does not exceed 3 mm (approximately 1/8 inch).
3. Why should the pilot be concerned with small amounts of ice accumulation on the wing leading
edge?
Reference: PH 3.6.8
Small accumulations of ice on the wing leading edge can change the stall speed and stall characteristics or
warning margin provided by the stall protection system.
Scenario #1 continued: You are now back on the flight deck, the engines have been started and you are
taxiing to the de-ice area.
4. When should engine anti-ice be used?
Reference: PH 1.5.2 (Note - reference for Definition of Icing Conditions 1.5.1)
Engine anti-ice must be on during all ground and flight operations when icing conditions exist or are
anticipated, except during climb and cruise when the temperature is below - 40° C SAT.
Engine anti-ice must be on prior to and during descent in icing conditions, including temperatures below 40 °C SAT.
Definition of Icing Conditions.
• OAT (on the ground and for takeoff) or TAT (inflight) 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 cystals, or
• when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may
be ingested by engines, freeze on engines, nacelles, or engine sensor probes.
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5. After takeoff, when should WING ANTI-ICE be selected ON, if needed?
Reference: PH 3.6.8
If required, wing anti-ice is normally selected on after the first thrust reduction; therefore, no wing antiice takeoff weight penalty is required
6. Which part of each wing is anti-iced with pneumatic bleed air?
Reference: TM 7l.1.2
The four outboard slats on each wing are anti-iced by engine bleed air
7. (Yes or No) Is it permissible to use APU bleed extraction for wing anti-ice?
Reference: PH 1.13.3
Air bleed extraction for wing anti icing is not permitted
8. If similar conditions exist at your destination, when should WING anti-ice be selected OFF during the
approach?
Reference: PH 3.6.8
If required, wing anti-ice is normally selected off at the FAF; therefore, no wing anti-ice landing weight
climb penalty is required. If in severe icing conditions, wing anti-ice may be left on for landing.
9. When will the ICE DETECTED ECAM cautions be operational?
Reference: TM 7l.1.6
A.ICE DETECTED and SEVERE ICE DETECTED ECAM cautions are only operational in flight (altitude
>1,500' and TAT < 10°C).
Instruments/Navigation/Communication.
Scenario #1: While in flight, on vectors around weather, climbing through FL250 and in moderate
turbulence you have sustained a lightning strike resulting in the loss of several systems.
1. Is the radar display available in all modes of the ND selector on the EFIS Control Panel?
Reference: TM 7i.2.7 (Note - poor question because reference does not answer, better reference is 7n.2.5)
No
When TERR ON ND function of the EGPWS is selected, the weather radar display is inhibited
The ND presents the weather radar image when the radar is operating and the ND is not in PLAN mode
Note - not available in ENG
2. Name some of the information lost on the #1 PFD with a #1 IR fault?
Reference: TM 7n.1.2 (Note - poor question because alternate source is available)
Inertial Reference (IR). Supplies attitude, heading, track, acceleration, groundspeed, vertical speed,
aircraft position, and flight path vector. Navigational computations are processed by the FMGECs based on
position data supplied by the IR. Normally the ADIRU provides magnetic heading. However, in latitudes
exceeding 82° North or 60° South it provides true heading.
3. (Yes or No) If a TERR pb FAULT light illuminated, would that affect the basic GPWS modes?
Reference: TM 7n.2.6
The basic GPWS modes 1 to 5 are still operative (if the SYS pb lights, OFF or FAULT, are not
illuminated).
4. On the CALLS panel, what can be expected if the CALLS EMER pushbutton is pressed?
Reference: TM 7e.2.5
Pink light illuminates at all area call panels.
CALL PRIO CAPT message appears on all attendant indication panels and a red light illuminates.
High-low chime (repeated 3 times) sounds through all loudspeakers.
ATT amber lights flash on ACPs.
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5. If a crewmember remotely tunes a VOR through the RMP, is there any effect on any other FMGEC
NAV function?
Reference: TM 7n.2.2
Setting one RMP to NAV backup mode removes navaids tuning from both FMGECs
6. How can a system page be displayed when only the EW/D (UPPER ECAM) display is on and the SD
(LOWER ECAM) DU has failed?
Reference: TM 7i.1.3
If the lower ECAM screen fails (or is switched off), SD information can be temporarily displayed by:
— using the ECAM/ND XFR switch on the ECAM SWITCHING panel to display it on the applicable ND, or
— pressing and holding (for a maximum of 3 minutes) the applicable system key on ECAM control panel to
temporarily display it on the upper ECAM DU.
7. When is the windshear detection function available?
Reference: TM 7d.1.10 / 7n.1.5
When the aircraft configuration is 1 or more, the windshear detection function is operative during:
— Takeoff: from lift-off up to 1,300'
— Approach: from 1,300' to 50'
8. When configuring for approach and landing, how is the max speed for the next flap selector position
depicted?
Reference: TM 7i.2.6 (Note - poor question because reference does not site on approach with config 1, 196 is
not displayed for config 2's VFE)
Maximum Flap Extension Speed
The amber “=” indicates VFE next, the maximum speed corresponding to the next flap lever position. It
appears when the aircraft is below a preselected altitude.
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