Delta D Flashcards
Maximum Operating Altitude
39,100 feet pressure altitude
Maximum Takeoff and landing tailwind component A319*320
10 knots or as permitted by the company pages
Maximum takeoff and landing tailwind component A321*NEO
15 knots or as permitted by the company pages
Note: flaps full recommended when landing with tailwinds greater than 10 knots
Delta crosswind limit for takeoff and landing
38 knots including gusts
Minimum altitude for use of autopilot
The minimum for takeoff and manual go around is 100 feet AGL and at least 5 seconds after liftoff
Flight Controls limit altitude
Do not extend flaps/slats above FL200
CAB PR Excess CAB ALT or Rapid Depressurization
- Oxygen masks: ON
2. Crew communications: establish
Unreliable Airspeed Indication
IF THE SAFE CONDUCT OF THE FLIGHT IS IMPACTED:
1. AP: off
2. A/THR: off
3. FD: off
4. PITCH/THRUST
-Below THR RED ALT: 15 degrees/TOGA
-Above THR RED ALT & Below FL100: 10 degrees/CLB
-Above THR RED ALT & Above FL100: 5 degrees/CLB
5. FLAPS:
-(if conf 0 (1)(2)(3): maintain current configuration
6. FLAPS
(if config full): select CONF 3 and maintain
7. Speedbrakes: check retracted
8. L/G: up
9. When at or above MSA or pattern altitude: level off for troubleshooting.
Abornomal Alpha Protection
If speed is above Vls, and the aircraft goes into a continuous nose down pitch rate, which cannot be stopped with side stick inputs:
- One ADR pb: keep on
2. Remaining two ADR pb(s): off
Loss of braking
- Thrust Levers: maximum reverse (as required)
- Brake pedals: release
- A/SKID & NWS switch: off
- Brake pedals: apply (max 1000 PSI)
- Parking brake (if required): use
Note: use short successive parking brake applications to stop the aircraft
Emergency Evacuation Flow/Philosophy
Stop
Configure
Shutdown
Evacuate
Pushback FO flow “ATC”
Apu-APU Bleed pb ON
Transponder-on
Cockpit Door-closed and locked
After Start/After delayed start FO
Norm-y BIAST-F
Norm- Eng Mode selector: norm
Y-yellow electric hyd pump ON if S/E taxi
B-bleed panel: set as required for taxi/2nd eng start
I-Eng anti-ice as required
A-APU master SW: off when not needed
S-ECAM status page: check if STS
T-verify stab trim set if WDR available and/or set time for engine warm up
F-set flaps to the SDR flap setting or the default of 2, if WDR not available
Before T/O flow
Lead, Bleed, Brakes, Config, Ignig, Squawk, Talk
Lead: make PA to flight attendants and receive acknowledgement
Bleed: APU bleed ON or packs off if required per WDR
Brakes: autobrakes MAX and brake temp less than or equal to 275 C
CONFIG: TO CONFIG pb
IGNIG: continuous ignition if required
SQUAWK: transponder RA/TA
Talk: navigation briefing if not already accomplished
After takeoff (flaps up) Pilot monitoring
Pilot monitoring "3 in a Row, Ice and APU to go" Flaps up Eng Mode Selector: norm Spoilers: disarm Anti Ice: as required APU Bleed pb/APU: as required
After Landing
First Officer: Five in a Row, Ice and APU to go (backward W)
Transponder: ON Flaps Up Eng Mode Selector: Norm Spoilers: verify disarmed Radar: off Ice: WAI off, EAI as required APU: as required
Taxi-In
First Officer: YIK-X like yikes after 3 minutes with captain concurrence and engine cooldown
Yellow electric pump: on (for SE taxi)
Ice: off (engine anti-ice)
Kill engine Eng 2 master sw: off (for SE taxi)
X bleed: open for SE taxi
One aircraft length from gate on taxi in
Bleed, Brake Fan ON (if required)
APU Bleed pb: on
Brake Fan: on (if required, A321 only)
After stopped at the gate and CA says Let ‘em up and shut ‘em down
FO: SIK
Seatbelt Sign: off
Ice: off (engine anti-ice)
Kill the engines after ensuring cooldown
Shutdown: after seat belt sign off, engine anti-ice off, APU avail, and engine master switch off: FO YFB ETE
Yellow electric pump: off
Fuel Pumps: off
Beacon: off
Engines: confirm shutdown via E/WD Upper ECAM
Transponder: STBY
Ext Pwr: on if available
Describe the roles of the elevator aileron computers ELAC1 and ELAC 2
- Provides control of the elevators, ailerons, and trimmable horizontal stabilizer THS
- Determines requirement for and activates spoiler assist during rolls, and rudder input for yaw
- Both ELAC’s are normally active. Should one fail, the remaining ELAC automatically assumes all ELAC related runctions.
Describe the roles of the Flight Augmentation Computers FAC1 and FAC 2
Provides control of the Rudder to include:
- turn coordination
- yaw damping
- high/low speed rudder limiting
- rudder trim
- only one FAC is active at a time with the other serving as a backup
Describe the roles of the spoiler elevator computers SEC 1-2-3
- SEC’s are responsible for specific pair, or pairs, of spoiler panels
- SEC 1 and SEC 2 can provide backup control of the elevators and THS in the event of dual ELAC failure
Normal Law:
- defines the flight control computers’ logic of the airplanes pitch, roll and yaw limits during normal operations
- ALL PROTECTIONS ARE AVAILABLE in order to prevent the airplane from exceeding its designed flight envelope. Active when all, or nearly all, systems are functioning correctly.
Alternate Law:
- defines the flight control computers logic of the airplanes pitch, roll, and yaw limits in response to multiple failures involving a flight control computer, hydraulic, or navigation system/s AIDRS
- maintains a high level of capability, through some flight control characteristics change, and SOME FLIGHT ENVELOPE PROTECTIONS ARE LOST.
Direct law:
- typically occurs as the results of the landing gear lowered while in Alternate law but, can also be the result of more significant system failures
- flight control feel, and response is like a conventional aircraft but, ALL PROTECTIONS ARE LOST
mechanical backup law
- occurs when all flight control computers have failed or there has been a total loss of electrical power
- side sticks are inoperative, and the airplane can only be controlled by manual pitch trim, rudder pedals and engine thrust
Abnormal attitude law
- provides sufficient control to recover from unusual attitudes as the result of extraordinary external event
- is a subset of alternate law
Describe load factor deman
- available in Normal AND alternate Law
- Flight Control computers interpret pitch change commands as G-load changes:
- climb commands (stick aft) result in a POSITIVE G-LOAD change
2. Descent commands (stick forward) result in NEGATIVE G-load change
3. Neutral stick results in ZERO G-load change
- climb commands (stick aft) result in a POSITIVE G-LOAD change
Describe automatic pitch trim during a roll
- automatic pitch trim is provided by the ELAC’s in normal AND alternate law
- pitch trim is automatically provided for bank angles up to and included 33 degrees!!
Describe maneuver protection
- available in normal AND alternate law
- Restrics flight control surface movement that would cause the airplane to exceed its designed structural G-load limits:
- clean configuration (flaps and slats retracted): -1.0g to +2.5g !!!
- Slats extended, and flaps retracted: -1.0g to +2.5g !!!
- Slats and flaps extended: 0.0 g to 2.0g !!
Describe Pitch Protection
- Available ONLY in normal law
- Prevents excessive nose up and nose down attitudes
- ELAC will allow attitudes no greater than 30 nose up or 15 nose down!!!, even if side stick is held full aft/forward
Describe High Speed Protection
- Available ONLY in normal law
- attempts to prevent airplane from exceeding VMO/MMO!!!!
- Autopilot automatically disengages
- ELAC automatically pitch the airplane up to limit further acceleration, even if the sidestick is held full forward
Describe Alpha Protection (Alpha Prot)
-Available ONLY in normal law
-Flight control computers prevent the airplane’s angle of attack from exceeding a predetermined threshold at low airspeeds
0autopilot automatically disengages and speed brakes, if deployed, automatically retract
-flight control computers logic changes from load factor demand to direct sidestick pitch control
-pilot sidestick input CAN OVRRIDE the flight control computers and further degrade the AOA
Describe the indication of Alpha Prot on the airspeed indicator
- Alpha Prot is represented by the position of the top of the AMBER AND BLACK BAND
- is available ONLY in normal law
- it CAN BE OVERRIDDEN with aft side stick movement
Describe Alpha Max and how it is indicated on the airspeed indicator
- Alpha max is the highest angle of attack that the flight control computers will allow:
1. Available ONLY in normal law
2. It CANNOT be overridden by the pilot even with full aft sidestick pressure
-it is represented by the top of the red band on the airspeed indicator
Describe roll rate in normal law
- full side stick deflection yields the maximum allowable roll rate of 15 degrees per second!!!!, regardless of airspeed or configuration
- deflecting a sidestick only halfway yields a roll rate half of the maximum allowable rate
- neutral side stick commands a zero change in roll rate
Describe bank angle hold and positive spiral static stability
-Both are only available in normal law
Bank angle hold: at commanded BANK ANGLES OF GREATER THAN 33 DEGREES, the bank angle is maintained with automatic pitch trim when side stick is released
Positive spiral static stability: at commanded bank angles of LESS THAN 33 DEGREES, if the sidestick is released, bank angle returns to and maintains 33 degrees
Continuous pressure must be applied to the sidestick to hold bank angles exceeding 33 degrees as well as pitch
Describe the role of automatic pitch trim during turns
- available in normal and alternate law
- at bank angles LESS THAN OR EQUAL TO 33 DEGREES, the ELAC automatically introduce the necessary back pressure through automatic pitch trim
- at bank angles above 33 degrees!!!, this feature becomes inhibited, and the aft sidestick will be necessary to maintain a level turn
Describe bank angle protection
- available only in normal law
- ELAC restrict bank angle to a maximum of 67 degrees!!!, even in full left or right side stick is maintained
Recall the indications of normal law on the pfd
- Green equal signs displayed at:
- 67 degree bank angle limit
- +30 degree and -15 degree pitch attitude limits
- high speed protection limit
Ground Mode
- active when airplane is on the ground
- direct relationship between the side sticks and flight control surfaces
- permits pilot to perform a flight control check and rotate the airplane on takeoff
Flight Mode
- active shortly after takeoff
- all flight control computer protections and flight characteristics take effect
Flare (landing) mode
- becomes active as the airplane descends through 50 FEET RA!!, at which point the ELACS “memorize” the pitch attitude
- beginning at 30 FEET RA!!!, the ELACS add a gentle nose down pitch command
- Instinctively, the pilot counters this nose down action with aft sidestick input, resulting in a landing flare maneuver much like a conventional airplane
- shortly after landing, the airplane returns to ground mode and then THS resets to 0
Explain how roll control is maintained while in alternate law
- Direct relationship exists between sidestick deflection and elevator/aileron deflection
- All roll control fight characteristics and protections are lost
High speed stability
- becomes active slightly below VMO/MMO
- ELACS command the elevators to increase the pitch, attempting to prevent an increase in airspeed
NOTE: high speed stability CAN BE overridden by sidestick input
Low speed stability
- Becomes active at airspeed slightly higher than stall speed
- Flight control computers command the elevators to decrease pitch, attempting to increase speed
NOTE: low speed stability CAN BE overridden by sidestick input
Recall the stall warning speed indication on the PFD speed scale when in Alternate or direct law
-stall warning speed is represented by the top of the black/red barber pole on the pfd speed scale
Recall the indications of alternate law
- all green equal signs on the PFD associated with normal law are replaced with amber X’s
- F/CTL ALTN LAW (PROT LOST)!!!! message in the E/WD memo section
Note: contrary to the ECAM message, SOME flight control computer protections remain active
Recall the indications of direct law
- the amber X’s present in alternate law remains in view
- USE MAN PITCH TRIM (in yellow) appears above the artificial horizon on the PFD
- F/CTL DIRECT LAW (PROT LOST)…in yellow : message in the E/WD memo section
Note: in this case, the ECAM message is correct and ALL PROTECTIONS are lost
Describe mechanical backup law
- provides mechanical control of the airplane in the event all flight control computers have failed or there is total electrical failure
- it is intended to be used only for as long as it takes to restore flight control computers or electrical power
Recall which flight control surfaces are operational when in mechanical backup law
- rudder
- trimmable horizontal stabilizer THS
- mechanical cable connections to these flight controls permit continued use ONLY if hydraulic power to the respective servos is available
Recall the PFD indications of mechanical backup law
- amber X’s present in alternate and direct law remain
- MAN PITCH TRIM ONLY (all in red) appears above the artificial horizon on the PFD
Note: PFD displays are predicated on electrical power being available
Describe Abnormal Attitude Law.
Ensures flight characteristics and protections associated with Normal Law do not interfere with recovery from an
abnormal flight attitude.
Essentially it is Alternate Law with no automatic pitch trim or yaw damping. After the recovery has been made,
the aircraft remains in Alternate Law for the remainder of the flight!!!!
NOTE: Law will NOT degrade to Direct Law once the landing gear is extended.
Describe the Rudder and Rudder Trim displays on the ECAM F/CTL page.
The rudder is depicted in green and represents actual rudder position.
Commanded rudder trim is represented by the cyan (blue) tick mark.
Recall the meaning of a pulsing A-LOCK (blue) on the E/WD.
A-LOCK is displayed as an indication that leading-edge slat retraction has been inhibited due to excessively low airspeed
or high angle of attack.
Once airspeed and/or angle of attack corrections have been made, the slats will respond to flap lever commands
and retract, and A-LOCK indication disappears.
Describe the sidestick priority system.
The sidestick priority system allows either pilot’s sidestick to have sole control of the aircraft in the event of an opposing
sidestick’s failure.
Pressing and holding the Autopilot Disconnect/Priority pb:
• Disengages the autopilot/s, if engaged.
• Temporarily deactivates the opposite sidestick.
• Generates respective “Priority Left” or “Priority Right” voice message
• A red arrow illuminates only on the SIDE STICK PRIORITY indicator of the pilot whose sidestick has been
deactivated.
• If the deactivated sidestick is sensed not to be in the neutral position, CAPT or F/O (both green) illuminates only on
the SIDE STICK PRIORITY indicator of the pilot who has taken priority.
Example of: Capt. has taken priority, but the FO’s side stick is not in neutral position.
After 40 seconds of pressing the sidestick Autopilot Disconnect/Priority pb, it may be released, and the opposing
sidestick will remain temporarily deactivated.
NOTE: A deactivated sidestick may be reactivated at any time by simply be pressing its Autopilot Disconnect/Priority pb.
Explain what occurs should both sidesticks be simultaneously moved.
DUAL INPUT is heard over the flight deck loudspeakers.
- if moved in the same direction: ELAC will SUM THEIR INPUTS, up to a maximum of one sidestick’s full deflection
- if moved in opposite directions ELACs cancels both inputs
Describe the indications on the ECAM F/CTL page of hydraulic system power sources.
G indicates controls powered by the Green hydraulic system.
Y indicates controls powered by the Yellow hydraulic system.
B indicates controls powered by the Blue hydraulic system.
NOTE: The system’s letter appears in amber if the respective hydraulic system has failed.
Describe the indications of the Flight Control Computers on the ECAM F/CTL page.
The two ELACs and the three SECs are depicted.
The respective computer’s number is shown in green when functioning normally.
If a flight control computer fails or has been selected OFF, the computer’s number and the half-box surrounding it
both turn amber.
NOTE: The two FACs are not depicted on the ECAM F/CL page.
Describe the indications of Pitch Trim on the ECAM F/CTL page.
- A digital readout for PITCH TRIM is presented on the F/CTL page:
- it displays the angle of the THS for nose UP or nose DN trimming.
For example -.6 UP indicates the THS is set at -.6 for aircraft nose up trimming
1.2 DN indicates the THS is set at 1.2 for aircraft nose down trimming
Note: pitch trim must be manually set for takeoff. Once airborne pitch trim is automatically positioned per flight control computer logic
Recall the two references on the ECAM F/CTL page which represent the neutral aileron positions.
- the two WHITE TICK MARKS represent the ailerons neutral position when the flaps are retracted
- the WHITE SQUARE represents the ailerons neutral position when the flaps are extended. This is referred to as AILERON DROOP and provides additional aerodynamic lift when the flaps are extended
Describe the indication on the E/WD memo section of Speed Brake deployment.
- appear in GREEN when the speed brakes are deployed, and the engines are at IDLE
- appears in AMBER when the speed brakes are deployed, and the engines are ABOVE IDLE
Explain speed brake deployment limits with Autopilot engagement.
With an autopilot engaged, the range of speed brake deployment is limited to half the maximum possible deployment
range. Placing the speed brake lever beyond the ½ position will yield no further deployment.
Should autopilot failure occur with the speed brake lever beyond the ½ position, the speed brakes will immediately
deploy further to meet the lever’s commanded position.
Recall the method/s of monitoring Speed Brake and Ground Spoiler deployment.
Vertical pointing arrows (green) appear on both ECAM F/CTL and WHEEL pages.
On landing, the ground spoilers are monitored on the WHEEL page, which is automatically displayed
with landing gear extension
Recall the conditions that will cause Speed Brakes to automatically retract if deployed in-flight.
FLAPS FULL selected.
Airspeed decreases to Alpha Prot.
Thrust Levers placed in TOGA.
Recall the requirements for automatic Ground Spoilers deployment during landing or rejected takeoff.
- both main gear struts must be compressed
- main gear wheel speed must be at 72 knots or greater
- if the spoilers are ARMED: spoilers deploy when BOTH THRUST LEVERS are placed at idle stop.
- if the spoilers are NOT ARMED: spoilers deploy when AT LEAST ONE THRUST LEVER is in the REV range and the other is at the IDLE stop
Recall the function of each position of the X BLEED selector.
o SHUT:
Commands cross bleed valve closed, overriding auto logic.
o AUTO:
Auto logic controls opening and closing of the cross bleed valve
• cross bleed valve commanded open when the APU bleed valve is open.
• cross bleed valve commanded closed when APU bleed valve is closed.
• cross bleed valve commanded closed when a bleed leak is detected.
o OPEN:
Commands the cross bleed valve open, overriding the auto logic.
Recall the indications of external high-pressure air being applied to the pneumatic system.
-With NO internal air source being provided (ie APU or engine bleed air) a PSI value is displayed on the left side of the ECAM BLEED page. By default the air source must be an external high-pressure air cart
Recall the indications of the engine bleed valves and HP valves on the ECAM bleed page
Engine bleed vales are depicted next to the respective engine’s number 1 and 2 on lower portion on the page
HP valves are depicted on the lower portion of the page to the white HP designator
Recall the indications when APU bleed air is in use
APU bleed valve indicates open on the ECAM bleed page
APU bleed is displayed in green on the memo section of the E/WD
Recall the areas of the aircraft where a bleed air leak can be detected
Wings: each wing’s bleed air duct
Engine pylons: area from the engine to the respective wing bleed duct
Aft fuselage: area surrounding the APU bleed air duct
Recall the indications and effects of Zone controller channel failures: Primary channel failure:
ALTN MODE appears at the top of the ECAM COND page.
-secondary channel operates as backup
- flow setting function and optimized temp function are not available
- HOT AIR and TRIM AIR valves close
Recall the indications and effects of Zone controller channel failures: Secondary channel failure
Has no effect on zone temperature regulation
-backup mode is lost. Temperature indications are lost.
Recall the indications and effects of Zone controller channel failures: Primary and secondary channel failure:
PACK REG appears at the top of the ECAM COND page.
- Removes all information from the ECAM COND page.
- optimized and backup temperature regulation lost.
- Packs deliver a fixed temperature
Recall the effect of air condition Pack Controller channel failure: primary channel failure
- secondary channel operates as backup
- pack flow is fixed at previous setting
Recall the effect of air condition Pack Controller channel failure: secondary channel failure
- has no effect on pack flow regulation
- backup mode is lost
- ECAM indications related to corresponding pack are lost
Recall the effect of air condition Pack Controller channel failure: primary and secondary failure
- pack outlet temperature is controlled by the anti-ice valve
- outlet temperature is stabilized
- ECAM indications related to the pack are lost
Recall which cargo compartment is heated and ventilated
- only the aft cargo compartment is temperature controlled, using the controls located on the overhead CARGO HEAT panel.
- Temperature of the aft cargo compartment can be monitored by referencing the ECAM COND or CRUISE pages.
How many cabin pressure controllers are installed and where the active system is displayed on the ECAM?
- two
- designated as SYS1 and SYS2, the current active system can be viewed on the ECAM CAB Press page.
Describe how to active and standby CPC’s switch roles:
Auto: shortly after each landing
-in the event the active failed
Manual: placing the MODE SEL pb to Man for 10 seconds, the returning it back to AUTO (lights out) mode
Recall the Avionics Compartment’s venting and cooling configuration which is not automatic and requires pilot action.
The AVIONICS SMOKE configuration requires pilot action in order to vent smoke within the avionics
compartment overboard.
Placing the BLOWER and EXTRACT pbs to OVRD (white):
• allows additional air from the air conditioning system to enter the compartment
• forces all air within the compartment overboard
NOTE: FAULT appears on the BLOWER and EXTRACT pb as the result of smoke being detected in the avionics compartment
Describe the function of the manual pressurization controls.
MODE SEL pb:
▪ selecting MAN (light on) enables the use of the
MAN V/S CTL toggle switch to manually control the outflow valve.
▪ Deactivates the AUTO pressurization mode.
o MAN V/S CTL toggle switch:
▪ UP commands the outflow valve open, reducing cabin pressure – increasing cabin’s altitude- “taking the cabin
up”.
▪ DN commands the outflow valve close, increasing cabin pressure – decreasing cabin’s altitude- “taking the cabin
down”.
NOTE: Pressurization system performance can be monitored on either the ECAM CAB PRESS or Cruise page.
Recall, in the event the flight must return to the departure airport immediately after takeoff, what pressurization system
action must be taken by the pilot.
No pilot action is required. The pressurization system will automatically return the cabin to match the takeoff altitude.
This is referred to as the system’s Abort Mode.
Describe the function of the DITCHING pb.
Placing the DITCHING pb to ON commands the following openings to close:
▪ Outflow valve (if the MODE SEL pb is AUTO)
▪ Emergency Ram Air Inlet
▪ Avionics ventilation inlet and outlet valves
▪ Pack flow control valves
NOTE: Each valve listed above is located below the aircraft’s flotation line
Recall the Avionics Compartment’s venting and cooling configuration which is not automatic and requires pilot action.
▪ The AVIONICS SMOKE configuration requires pilot action in order to vent smoke within the avionics
compartment overboard.
▪ Placing the BLOWER and EXTRACT pbs to OVRD (white):
• allows additional air from the air conditioning system to enter the compartment
• forces all air within the compartment overboard
NOTE: FAULT appears on the BLOWER and EXTRACT pb as the result of smoke being detected in the avionics compartment.
Recall the indications for an APU fire.
▪ Continuous Repetitive Chime (CRC)sounds.
▪ Red MASTER WARN lights flash.
▪ Red guarded APU FIRE light illuminates on the overhead FIRE panel.
▪ APU FIRE message and associated action steps appear in the E/WD memo section.
▪ APU page appears on the SD.
Recall the number of halon fire bottles available for each engine, the APU, and the cargo compartments.
▪ Each engine has 2 bottles.
▪ APU has 1 bottle.
▪ The Forward and Aft cargo compartments share 1 bottle.
Describe the APU’s automatic fire protection function.
▪ The APU master computer automatically performs an APU EMER SHUTDOWN and discharges the APU fire
extinguisher.
NOTE: APU automatic shutdown due to a fire and Fire Bottle discharge is only available when the aircraft is on the ground.
Recall the type of smoke detection system available in the avionics compartment.
▪ Smoke detectors which only sense particulates.
▪ Heat sensing is not available.
Recall the location where the Aft Cargo compartment’s temperature is displayed and can be monitored.
▪ Aft Cargo compartment temperature is displayed and can be monitored from either:
Recall the exterior aircraft indications of an APU fire.
▪ External warning horn sounds.
▪ Red APU FIRE light illuminates on the External Power Panel.
Explain the meaning of the FLAP OPEN and LOW OIL LEVEL indications on the ECAM APU page.
FLAP OPEN:
▪ APU air intake flap is fully open.
▪ Flap is commanded open when APU MASTER SW pb is selected to ON.
▪ APU starter motor is inhibited until flap is fully open.
LOW OIL LEVEL:
▪ APU’s oil tank quantity is sensed to be low.
▪ Indication would appear immediately when the APU MASTER SW pb is selected to ON and the aircraft is on the
ground.
NOTE: With LOW OIL LEVEL indicated, the APU START pb should not be selected to ON. Contact maintenance for assistance.
Recall the indications when the APU is “On-Speed”.
AVAIL appears on the:
▪ APU START pb
▪ ECAM APU page
APU AVAIL appears on ECAM Memo Section
Recall the function of the APU MASTER SW pb.
ON :
▪ APU computer is enabled and performs a self-test.
▪ Air intake flap is commanded open.
Light out – the APU computer is deactivated, and the APU shuts down.
FAULT– an automatic shutdown or failed start has occurred.
NOTE: Selecting the APU MASTER SW to OFF (light out) will accomplish a normal shutdown sequence.
Explain why the aircraft batteries must be on for all APU starts and when the APU generator is the sole source of
electrical power.
- Turning the batteries ON permits the APU starter motor to connectto the aircraft Battery Buses, which are the only power
source available to the starter motor. - On the ground, in the event of an APU fire while the APU generator is the sole source of power, the batteries being on
ensure a power source for proper APU shutdown and extinguisher discharge.
Recall the function of the APU BLEED pb and APU GEN pb.
o APU BLEED pb: ▪ ON - commands the APU bleed valve open o APU GEN pb: ▪ Light out – APU generator will automatically energize once the APU is on speed ▪ OFF - APU generator is de-energized
Recall the uses of APU bleed air.
APU bleed air CAN be used for: ▪ Engine starts. ▪ Air conditioning pack operation. APU bleed air MAY NOT be used for: ▪ Wing anti-icing.
Recall which start malfunction a FADEC cannot sense and therefore cannot automatically abort.
▪ Tailpipe fire
NOTE: This start malfunction requires the pilot to manually abort the start by placing the respective ENG MASTER
switch to OFF.
Recall how Continuous Ignition can be manually activated.
Following an engine start, cycle the ENG MODE selector from NORM back to IGN/START .
NOTE: appears in the memo section of the E/WD whenever continuous ignition is active. This is the only
indication that the system is active.
Recall the engine igniter displays on the ECAM ENGINE page.
▪ Engine igniters are displayed as A and B.
▪ During engine start, A or B, appears at the lower portion of the ECAM ENGINE page, indicating an active igniter.
▪ AB indicates that both igniters are being used for that engine’s start or continuous ignition is active.
NOTE: FADECs independently alternate which igniter is used with each start. For example, if igniter A was used for the first
start, then igniter B would be used for the next start. FADECs do not match each other’s igniter selection.
Recall the E/WD N1 gauge’s indications.
▪ Green digital numeric N1 speed and analog green line N1 speed.
▪ Amber tick mark – FADEC computed maximum N1 for current ambient conditions.
▪ Red arc – maximum permissible.
▪ Circle – current position of the associated thrust lever.
▪ Blue arc – indicates the difference between actual N1 and the thrust commanded by the auto thrust system.
▪ Boxed amber REV – one or more of the reverser blocker doors is not stowed or not locked.
▪ Boxed green REV – all four reverser blocker doors are fully deployed.
Recall the meaning of the grey background of an N2 display on E/WD.
An engine start sequence is in progress. When the start sequence is complete or aborted, the grey background is removed.
Recall the functions of the controls and indicators on the ENG panel.
o ENG MASTER 1(2)switches:
▪ ON – initiates the automatic start sequence when ENG MODE selector is set to IGN/START
▪ OFF – shuts down the engine or aborts the start sequence
o ENG MODE selector:
▪ NORM – normal operations following engine start
▪ IGN/START – selected prior to all engine starts:
• Displays the ECAM ENGINE page on the SD
• Activates both FADECs
• Commands both pack valves to close for 30 seconds
• Increases APU speed (If being used)
• Following an engine start, continuous ignition is activated when cycled from the NORM position
▪ CRANK – selected to Dry Crank / Ventilate the engine.
• No fuel or ignition will be supplied
• Displays the ECAM ENGINE page on the SD
• Activates both FADECs
o FIRE – illuminates when an engine fire has been detected.
o FAULT – illuminates when
• Automatic start has been aborted (FADEC start fault)
• There is a disagreement between the actual position of the HP fuel valve and its commanded
position.
NOTE: There is no relationship between the FIRE and FAULT indications. They are separate indications
