Limitations A320

Question 1

FLIGHT MANEUVERING LOAD ACCELERATION LIMITS

1. Clean configuration?
2. Other configurations?

Answer 1

FLIGHT MANEUVERING LOAD ACCELERATION LIMITS

1. Clean configuration is -1 to +2.5g
2. Other configurations is 0 to +2g

Question 2

AIRPORT OPERATION AND WIND LIMITATION

1. Runway slope (mean)?
2. Runway altitude?
3. Runway width nominal & minimal?

Answer 2

AIRPORT OPERATION AND WIND LIMITATION

1. Runway slope (mean) is +/- 2%
2. Runway altitude limits is 9200’
3. Runway width nominal & minimal is 45m & 30m

Question 3

AIRPORT OPERATION AND WIND LIMITATION

1. Maximum certified crosswind for takeoff?
2. Maximum demonstrated crosswind for landing?
3. Maximum tailwind for takeoff?
4. Maximum tailwind for landing?

Answer 3

AIRPORT OPERATION AND WIND LIMITATION

1. Maximum certified crosswind for takeoff is 35kts (gust included)
   Note: The maximum certified crosswind value for takeoff is an Airplane Flight Manual (AFM) limitation : It is an engine limitation. Airbus recommends that operators should not intentionally operate in crosswinds that exceed this value.
2. Maximum demonstrated crosswind for landing is 38kts (gust included)
   Note: The maximum demonstrated crosswind value at landing is not an Airplane Flight Manual (AFM) limitation : It is the maximum crosswind condition experienced during the aircraft certification campaign. intentionally operate in crosswinds that exceed this value.
3. Maximum tailwind for takeoff is 15kts
4. Maximum tailwind for landing is 15kts
   Note: For landing with a tailwind greater than 10 kt, FLAPS FULL is recommended.

Question 4

PASSENGER AND CARGO DOORS OPERATION

1. The maximum wind for passenger door operation is?
2. The maximum wind for FWD and AFT cargo door operation is ?
3. The FWD and AFT cargo doors must be closed before the wind speed exceeds?

Answer 4

PASSENGER AND CARGO DOORS OPERATION

1. The maximum wind for passenger door operation is 65 kt
2. The maximum wind for FWD and AFT cargo door operation is 40 kt (or 50 kt, if the aircraft nose is into the wind, or if the FWD and AFT cargo doors are on the leeward side)
3. The FWD and AFT cargo doors must be closed before the wind speed exceeds 65 kt

Question 5

COCKPIT WINDOW OPEN MAXIMUM SPEED

1. What is the cockpit widow open maximum speed?

Answer 5

COCKPIT WINDOW OPEN MAXIMUM SPEED

1. Maximum speed is 200kts

Question 6

MAXIMUM FLAPS/SLATS SPEEDS

What is the flaps/slat speed limits with given lever position and in relation to what flight phase?

1. POS 0?
2. POS 1?
3. POS 2?
4. POS 3?
5. POS FULL?

Answer 6

MAXIMUM FLAPS/SLATS SPEEDS

1. POS 0 limit is VMO/MMO in CRUISE
2. POS 1 limit is 230kt in HOLDING (NOTE: POS 1 + F is 215kt in TAKEOFF)
3. POS 2 limit is 200kt in TAKEOFF/APPROACH
4. POS 3 is 185kt in TAKEOFF/APPROACH/LANDING
5. POS FULL is 177kt in LANDING

Question 7

MAXIMUM OPERATING SPEED VMO/MMO

1. VMO limit is?
2. MMO limit is?

Answer 7

MAXIMUM OPERATING SPEED VMO/MMO

1. VMO 350 kt
2. MMO 0.82 M

Question 8

MAXIMUM SPEEDS WITH THE LANDING GEAR EXTENDED

1. Maximum speed with the landing gear extended (VLE)?
2. Maximum speed at which the landing gear may be extended (VLO extension)?
3. Maximum speed at which the landing gear may be retracted (VLO retraction)?

Answer 8

MAXIMUM SPEEDS WITH THE LANDING GEAR EXTENDED

1. Maximum speed with the landing gear extended (VLE) is 280 kt /0.67 M
2. Maximum speed at which the landing gear may be extended (VLO extension) is 250 kt /0.60 M
3. Maximum speed at which the landing gear may be retracted (VLO retraction) is 220 kt /0.54 M

Question 9

MAXIMUM TIRE SPEED

1. Maximum ground speed for tires?

Answer 9

MAXIMUM TIRE SPEED

1. Maximum ground speed is 195 kt

Question 10

WIPERS MAXIMUM OPERATING SPEED

1. Maximum wiper speed?

Answer 10

WIPERS MAXIMUM OPERATING SPEED

1. Maximum speed is 230 kt
   NOTE: This limitation is applicable when the wipers are sweeping. It is not applicable if the wipers are not sweeping for any reasons

Question 11

WEIGHT LIMITATIONS

1. Maximum taxi weight?
2. Maximum takeoff weight (brake release)?
3. Maximum landing weight?
4. Maximum zero fuel weight?
5. Minimum weight?

Answer 11

WEIGHT LIMITATIONS

1. Maximum taxi weight is 77400 kg (170637 lb)
2. Maximum takeoff weight (brake release) is 77000 kg (169755 lb)
3. Maximum landing weight is 67400 kg (148591 lb)
4. Maximum zero fuel weight is 64300 kg (141757 lb)
5. Minimum weight is 40600 kg (89508 lb)

In exceptional cases (in flight turn back or diversion), an immediate landing at weight above maximum landing weight is permitted, provided the pilot follows the overweight landing procedure.

Question 12

GENERAL LIMITS ON THE USE OF BLEED AIR & LP AIR CONDITIONING

1. GENERAL - What is the recommended limit without air conditioning supply on ground?
2. APU BLEED USE WITH HP AIR START UNIT - need to know?
3. PACKS USE WITH LP AIR CONDITIONING UNIT - need to know?

Answer 12

GENERAL LIMITS ON THE USE OF BLEED AIR & LP AIR CONDITIONING

1. GENERAL
   With passengers on board, it is not recommended to exceed 20 min without air conditioning supply. The lack of fresh air supply will significantly reduce the cabin’s air quality.
2. APU BLEED USE WITH HP AIR START UNIT
   The flight crew must not use bleed air from the APU BLEED and from the HP Air Start Unit at the same time, to prevent any adverse effect on the Bleed Air System.
3. PACKS USE WITH LP AIR CONDITIONING UNIT
   The flight crew must not use conditioned air from the packs and from the LP Air Conditioning Unit at the same time, to prevent any adverse effect on the Air Conditioning system.

Question 13

DIMENSIONS

1. Length?
2. Height?
3. Wingspan?

Answer 13

DIMENSIONS

1. Length: 37.57 m. (319: 33,84. 321: 44,51)
2. Height: 12.1 m.
3. Wingspan: 35,8m for NEO, 34.1 m CEO

Question 14

180 RUNWAY TURN

1. What is the min. runway width for a 180 turn?
2. How do you do you perform the turn?

Answer 14

MIN RUNWAY LIMIT FOR 180 TURN

1. What is the min. runway width for a 180 turn? 22.8 m. (320neo), with the wing being further fwd than nose
2. How do you do you perform the turn? If PF is CM1. Taxi on the right side of the runway maintaining a speed between 5-8ktsduring the entire procedure. Turn left, maintaining a 25 degree divergence from centerline. When CM1 is physically over the runway edge, turn right, up to full deflection, then align.

Question 15

TAILSTRIKE LIMIT

1. What is the maximum pitch attitude limit allowed in order to avoid a tailstrike?

Answer 15

TAILSTRIKE LIMIT

319 : 13,5 degrees

320 : 11.0 degrees

321 : 9,5 degrees

(Pitch att. at land w. gear compressed. conservative)

Question 16

MENTAL MATH NOTES

1. How do you calculate an estimated green dot speed?

Answer 16

GREENDOT CALCULATIONS

a) Blw. 20.000 ft: weight x 2 + 85

b) Abv. 20.000 ft: add 1 kts pr. 1000 ft.

Question 17

AUTOPILOT LIMITATIONS

1. Min. use height after T/O?
2. ILS (no cat2/3 in FMA)?
3. CAT2?
4. CAT3 single?
5. CAT3 dual?
6. Non-precision app?
7. LNAV/VNAV app?
8. Circling?
9. Go-around (AP or FD engaged)?
10. All other phases?

Answer 17

AUTOPILOT LIMITATIONS

1. Min. height T/O: 100ft (earliest 5s after lift off)
2. ILS (no CAT2/3 in FMA): 160ft (Steep GS. 4,5dg and abv. Not approved)
3. CAT2: 100 DH (300 m. RVR) Minimum use height 80’ (See note)
4. CAT3 single: 50 DH (200 m. RVR)
5. CAT3 dual: No DH (75 m. RVR) (Roll-out guidance: 75 m. relevant seg)
6. Non-precision app: applicable MDA
7. LNAV/VNAV app: applicable DA (250 ft for NEO)
8. Circling: minimum 500ft.
9. Go-around (AP or FD engaged): 100ft
10. All other phases: 500ft

NOTE: In the event of autopilot failure, it is imperative that the PF assumes manual control immediately. When a manual landing is intended, if the autopilot or the primary approach radio aid failure occurs below 1000 RA the approach may be continued manually, to the appropriate DA. When an autoland is intended, if autopilot failure occurs below 1000 RA such that an autoland is no longer possible, the go-around procedure will be initiated unless the remainder of the approach and landing can be completed solely by visual reference and the RVR is greater than Cat I limits.

Question 18

AUTO-LAND LIMITATIONS

1. What are the altitude limits using auto-land?
2. What weight limits?
3. With what glide-slope angel?
4. What configurations is allowed?
5. Is it allowed on narrow runways?
6. Is auto-land available on contaminated runways?
7. What is the wind limits for auto roll out guidance?

Answer 18

AUTO-LAND LIMITATIONS

1.Altitude limits between -2000ft to +9200ft

2.Weight should be at or above 44000kg

3. Glide-slope angel between 2,5 - 3,25 dg
4. Only config 3 or full is allowed
5. No, it is not allowed on narrow rwys
6. No auto roll-out on contaminated rwys.
7. Auto roll-out wind limits: HWC: 30, TWC: 10, XWC: 20
   Note:

• (XWC max 15kts if OEI or 1 rev inop and not more than idle reverse used).
• For ILS autoland, 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, and the configuration must be CONF 3 or CONF FULL.
  Performance of ROLL OUT mode has been demonstrated on dry and wet runways.

Question 19

CABIN PRESSURE LIMITATIONS

1. Max. positive diff?
2. Max. negative diff?
3. Safety relief valve setting?
4. Max. cabin altitude?
5. Max time with pax onboard and no air-conditioning supply?

Answer 19

CABIN PRESSURE LIMITATIONS

1. Max. positive diff: 9.0 psi
2. Max. negative diff: -1.0 psi
3. Safety relief valve setting: 8.6 psi
4. Max. cabin altitude: 8000ft norm. Warning at 9550ft (+/- 350).
5. Max 20 min. with pax onboard and no air-condition supply.

Question 20

GENERAL ELECTRICAL

1. Max. load per generator?
2. Battery AH?
3. Max. load per TRU?

Answer 20

GENERAL ELECTRICAL

1. Max. load per generator: 90 kva (100%)
2. Battery AH: 23
3. Max. load per TRU: 200 amp.

Question 21

GENERAL HYDRAULIC

1. Normal pressure?
2. PTU kicks in with what psi diff between G and Y?

Answer 21

GENERAL HYDRAULIC

1. Normal pressure: 3.000 psi (+/- 200)
2. PTU kicks in with 500 psi diff between G and Y.

Question 22

THRUST

1. Max. Reverse should not be used below what speed?
2. Idle reverse allowed to what speed?
3. What is the max flex on LEAP ENG?

Answer 22

THRUST

1. Max. Reverse should not be used below 70 kts.
2. Idle reverse is allowed to A/C stop, but normally used down to taxi speed.
3. Max flex: ISA+55 on LEAP ENG.

Question 23

GENERAL FUEL

1. What is the total tank capacity?
2. T/O fuel not blw.?
3. Is T/O allowed on center tank feeding?
4. Low fuel?
5. Imbalance at TO?
6. Imbalance in flight or landing?

Answer 23

GENERAL FUEL

1. Total tank capacity: 18.728 kg.
2. T/O fuel not blw. 1500 kg.
3. T/O not allowed on center tank feeding.
4. Low fuel: <750 kg in wing tank.
5. Imbalance TO:
   INNER: Look at limitations if imbalance more than 500 kg in inner tanks.
   OUTER: tanks: max 370 kg (1/2 tank) and inner tanks balanced.
6. Imbalance in flight:
   Inner 1500 kg. if more, check limitations
   Outer: max 690 kg

NOTE:
In exceptional conditions (i.e. fuel system failure), the above-mentioned values for maximum fuel imbalance may be exceeded without significant effect to the aircraft handling qualities. The aircraft remains fully controllable in all flight phases

Question 24

ENGINE LIMITS

1. Eng name?
2. Amount of thrust?
3. Max EGT starting?
4. Max EGT T/O, G/A?
5. Max EGT MCT?
6. Max XWC for start?

Answer 24

ENGINE LIMITS

1. The engine is a CFM-LEAP 1A26 engine.
2. It produces 35.000 lb thrust.
3. Max EGT starting is 750C (NEO)
4. Max EGT T/O, G/A is 1060C (NEO)
5. Max EGT MCT is 1025 (NEO)
6. Max XWC for start is 45 kt. (35kt CEO)

Question 25

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 25

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.

Question 26

APU LIMITS

1. Elec. pwr?
2. Battery restart?
3. Single pack operation?
4. Dual pack operation?
5. Start assist?
6. Ground. operation?
7. APU Start limits?
8. Max. N limit?
9. Max. EGT?
10. Min/max start temp MSL?
11. Bleed air for anti-ice?

Answer 26

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.

Question 27

BRAKES LIMITS

1. Hot brakes?
2. Maintenance action?
3. MAX Brake temperature for take-off?

Answer 27

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

Question 28

RFFS 319/320

1. DEP & DEST?
2. ALT & Temp downgrade of DEP. & DEST.?
3. If adviced by NOTAM?

Answer 28

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

Question 29

ETOPS & OEI

1. What is the A320 ETOPS dist. from Aerodrome?
2. What is the Takeoff ALTN dist?

Answer 29

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

Question 30

ALTIMETERS

1. Between PFD vs PFD (on ground)?
2. Between PFD vs AD elev (on ground)?
3. Between PFD vs ISIS (on ground)?
4. Between PFD vs PFD (in flight)?
5. Between PFD vs Mech STBY ALT (on Ground)?

Answer 30

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.

Question 31

SEVERE ICING

1. Severe icing is defined as?

Answer 31

SEVERE ICING

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

Question 32

OXYGEN PRESSURE

1. What is the min. oxygen pressure before consulting the books?

Answer 32

OXYGEN PRESSURE

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

Question 33

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), what is the maximum speed during turn?
2. If two tires are deflated on the same main gear (maximum one main gear), what is the maximum taxi speed?
3. For nosewheel steering (NWS) angle, what is the maximum NWS angle?

Answer 33

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. RefertoFCOM/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 WHEELSD 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.

Question 34

TAXI SPEEDS & BRAKING

What is to be noted?

1. Regarding contaminated runways?
2. Taxi speeds and braking in general?
3. 90 degree turns?

Answer 34

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.

Question 35

ENGINE COOLING TIME

1. Idle time before takeoff?
2. Cooling time after landing?

Answer 35

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 2h, to avoid thermal shock, the pilot should operate the engine at idle or near idle for at least 5min 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 2min 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 3min 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

Question 36

THRUST SETTING & SIDESTICK-TECHNIQUE TAKE-OFF

1. If the crosswind is at or below 20kts and there is no tailwind?
2. In the case of tailwind, or if the crosswind is above 20kts

Answer 36

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 80kt. Release the sidestick gradually to reach neutral at 100kt.)
d. BRAKES - RELEASE
e. THRUST LEVERS - FLX/TOGA
(Increase thrust rapidly to about 70% N1 then, above 15kt ground speed, progressively increase thrust to reach takeoff thrust by 40kt 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)

Question 37

ECAM ADVISORY CONDITION - APU

1. EGT > EGT MAX -33°C
   (inhibited during APU start)?
2. OIL QTY
   (message LOW OIL LEVEL pulsing)?

Answer 37

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 10h

Question 38

ECAM ADVISORY CONDITION - CAB PR

1. CAB VERTICAL SPEED
   V/S > 1800ft/min?
2. CAB ALTITUDE
   altitude ≥ 8800ft?
3. ΔP ≥ 1.5PSI in phase 7 (800’ - touchdown)?

Answer 38

ECAM ADVISORY CONDITION - CAB PR

1. CAB VERTICAL SPEED
   V/S > 1800ft/min -

CPC changeover is recommended:
a. MODE SEL: MAN


b. Wait 10s


c. MODE SEL: AUTO


(If unsuccessful):
d.MODE SEL: MAN


e. Manual pressure control



2. CAB ALTITUDE
   altitude ≥ 8800ft -

a. PACK FLOW: HI
b. CPC changeover is recommended:
c. MODE SEL: MAN


d. Wait 10s


e. MODE SEL: AUTO


(If unsuccessful):
f. MODE SEL: MAN


g. Manual pressure control


3. ΔP ≥ 1.5PSI in phase 7 (800’ - touchdown) -

a. LDG ELEV: ADJUST
(If unsuccessful)
b. MODE SEL: MAN


c. Manual pressure contro

Question 39

ECAM ADVISORY CONDITION - ELEC

1. IDG OIL TEMP ≥ 147°C?

Answer 39

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

Question 40

ECAM ADVISORY CONDITION - ENG (PART 1)

1. OIL PRESS P < advisory threshold value?
2. OIL PRESS P > advisory threshold value?

Answer 40

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

Question 41

ECAM ADVISORY CONDITION - ENG (PART 2)

1. OIL TEMP T > 140 °?

Answer 41

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.

Question 42

ECAM ADVISORY CONDITION - FUEL

1. Difference between wing fuel quantities greater than 1500kg (3307lb)?
2. Fuel temp greater than 45°C in inner cell, or 55°C in outer cell?
3. Fuel temp lower than -40°C in inner or outer cell?

Answer 42

ECAM ADVISORY CONDITION - FUEL

1. Difference between wing fuel quantities greater than 1500kg (3307lb) -

a. FUEL MANAGEMENT (CHECK)
If a fuel leak is suspected, RefertoFuel 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

Question 43

ECAM ADVISORY CONDITION - OXY

1. CKPT OXY Pulsing green: When pressure is < 500 PSI. & Amber: When pressure is < 200 PSI.

What to do?

Answer 43

ECAM ADVISORY CONDITION - OXY

1. If mask is not being used, check if it is correctly stowed.

Question 44

APPROACH A&B

1. What is a type A approach?
2. What is a type B approach?

Answer 44

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

Question 45

MAXIMUM OPERATING ALTITUDE

1. What is the maximum operating altitude (slats & flaps retracted)?
2. Slats and/or flaps extended?

Answer 45

MAXIMUM OPERATING ALTITUDE

1. 39.800’ (slats & flaps retracted)
2. 20.000’ Slats and/or flaps extended?

Question 46

ICING CONDITIONS DEFINITION

1. When does icing conditions exist?

Answer 46

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.

Question 47

CATEGORY II AUTOMATIC APPROACH WITHOUT OR WITHOUT AUTOMATIC LANDING

1. What is the minimum decision height (CAT II)
2. What should should be displayed in the FMA and how many autopilots must be angaged?
3. What is the minimum use height if not doing an autoland?

Answer 47

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)

Question 48

FUEL TEMPERATURE LIMITS

1. What is the minimum fuel temperature?
2. What is the maximum fuel temperature?

Answer 48

FUEL TEMPERATURE LIMITS

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

Question 49

GO-AROUND SOFT MODE

When is a soft go-around prohibited?

Answer 49

GO-AROUND SOFT MODE

Soft go-around is prohibited with one engine inoperative.

Question 50

CATEGORY III FAIL PASSIVE (SINGLE) AUTOMATIC APPROACH AND AUTOMATIC LANDING

1. What is the minimum decision height (CAT III SINGLE)
2. What should should be displayed in the FMA and how many autopilots must be angaged?

Answer 50

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.

Question 51

MAXIMUM WIND CONDITIONS FOR CAT II OR CAT III AUTOMATIC APPROACH OR AUTOMATIC LANDING

What is the maximum Head, tail and crosswind:

1. Without automatic rollout
   With all engines operative (AEO) or with one engine?
2. With automatic rollout
   With all engines operatives (AEO)?
3. With one engine inoperative (OEI) or one thrust reverser inoperative?

Answer 51

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

Question 52

CATEGORY III FAIL OPERATIONAL (DUAL) AUTOMATIC APPROACH AND AUTOMATIC LANDING

1. What is the alert height?
2. What should should be displayed in the FMA and how many autopilots must be angaged?
3. What is the minimum RVR?

Answer 52

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

Question 53

ECAM ADVISORY CONDITION - ENG (PART 3)

1. OIL QTY < 1.35 QTY?
2. NAC TEMP ≥ 280 °C?

Answer 53

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.

Question 54

SLATS & FLAPS SYSTEM

1. Draw the slats & flaps system.
2. Show the order of slats & flaps extension.
3. Note the Vfe flaps/slats speeds with regard to lever position.

Answer 54

SLATS & FLAPS SYSTEM

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

Question 55

NARROW RUNWAY OPERATION

(Company Cross wind limitation)

1. For runways that are less than 45m wide (to a minimum of 30m) the maximum authorised cross wind component is reduced to whats percentage of the airbus narrow runway limitation for the runway condition?
2. And what does that mean in terms of actual cross wind?

Answer 55

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

Question 56

NARROW RUNWAY OPERATION

1. Is AUTO LAND allowed on narrow runways?

Answer 56

NARROW RUNWAY OPERATION

1. No AUTO LAND if width < 45 m

Question 57

X-WIND LIMITS

1. What limits apply to the FO in terms of X-WIND?

Answer 57

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.

Question 58

CABIN - COCKPIT CALL

Where possible, the command for cabin crew to instruct passengers to adopt the brace position will be given by the FO over PA system, at approximately 30 sec to landing at approximately 500’. What is the call?

Answer 58

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.

Question 59

CABIN - COCKPIT CALL

When cabin crew should remain at their station and await further instruction. What is the call to the cabin crew?

Answer 59

CABIN - COCKPIT CALL

“Attention crew at stations”

Question 60

CABIN - COCKPIT CALL

On hearing this command, the crew shall initiate an evacuation. What’s the command?

Answer 60

CABIN - COCKPIT CALL

“This is the captain. Evacuate, evacuate”

Question 61

CABIN - COCKPIT CALL

This call will be understood by the crew that the CDR has decided that an evacuation is NOT required. On hearing this command, crew shall remain at their stations, instruct passengers to remain seated and remain high alert. What is the call?

Answer 61

CABIN - COCKPIT CALL

“Cabin crew and passengers, remain seated”

Question 62

CABIN - COCKPIT CALL

What is the call from the cockpit, that the cabin crew expect hear in case of an emergency descent?

Answer 62

CABIN - COCKPIT CALL

“Cabin crew emergency descent”

Subsequently followed by:

“This is the captain, descent complete, descent complete”

Question 63

CABIN - COCKPIT CALL

SCCM reports to the flight deck to receive the NITS briefing. Remaining crew discretely disengage from cabin duties and go to their stations. What call from the flight deck initiates this?

Answer 63

CABIN - COCKPIT CALL

“This is the captain, purser to the flight deck”

Question 64

CABIN - COCKPIT CALL

The crew member nearest the flight deck will go to the flight deck and implement the pilot incapacitation drill. What call initiates this?

Answer 64

CABIN - COCKPIT CALL

“Cabin crew to the flight deck immediately”

Question 65

MEMORY ITEMS

LOSS OF BRAKING

Answer 65

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

Question 66

MEMORY ITEMS

EMERGENCY DESCENT

Answer 66

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”

Question 67

MEMORY ITEMS

STALL RECOVERY

Answer 67

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

Question 68

MEMORY ITEMS

STALL WARNING AT LIFT OFF

Answer 68

MEMORY ITEMS

“STALL, TOGA 15” (CALL OUT)

1. THRUST - TOGA
   * AT THE SAME TIME
2. PITCH ATTITUDE - 15°
3. BANK - WINGS LEVEL

Question 69

MEMORY ITEMS

UNRELIABLE SPEED INDICATION

Answer 69

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

Question 70

MEMORY ITEMS

GPWS/EGPWS CAUTIONS

Answer 70

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

Question 71

MEMORY ITEMS

GPWS/EGPWS WARNINGS

Answer 71

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

Question 72

MEMORY ITEMS

TCAS CAUTIONS - TA

Answer 72

MEMORY ITEMS

“TCAS BLUE” OR “TCAS, I HAVE CONTROL” (CALL OUT)

1. TCAS MODE - CHECK ARMED
2. A/THR - ON

Question 73

MEMORY ITEMS

TCAS WARNINGS - RA

Answer 73

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

Question 74

MEMORY ITEMS

WINDSHEAR WARNING - REACTIVE WINDSHEAR

Answer 74

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

Question 75

ENGINE FAILURE DURING CRUISE

Name the procedures in case of engine failure during cruise, and how they work.

Answer 75

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.

Question 76

SYSTEM KNOWLEDGE

FAC

1. Whats does it stand for?
2. How many do we have?
3. Whats is its primary functions?

Answer 76

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

Question 77

SYSTEM KNOWLEDGE

ADR

1. Whats does it stand for?
2. How many do we have?
3. Whats is its primary functions?

Answer 77

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