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99 Cards in this Set

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IR LIGHTS

FAULT? (FLASHING/STEADY)
ALIGN?
Flashing FAULT: ATT & HDG may be recoverable.

Steady FAULT: Fault in IR unit, and is not recoverable.

ALIGN (flashing): Alignment fualt, no present position entered within 10 minutes or 1 degree LAT/LONG difference between known postion.
What happens with a dual IR failure?
Increased landing distance.

Because IRs supply antiskid with deceleration info, dual IR failure limits the deceleration rate.
NAV SELECTOR

NAV?
How long is alignment?
NAV: Normal position for alignment and navigation.

Fast alignment takes 3 minutes. Maybe be accomplished if IRs had already been aligned.

Accomplished by selected each IR to OFF and then ON within 5 seconds and entering new present position.
NAV SELECTOR

ATT?
Used to retain attitude and heading information when IR has failed.
ADR PUSHBUTTON

FAULT?
OFF?
FAULT: Failure of the Air Data Reference system.

OFF: When pressed to OFF, Air data output is disconnected.
GEN 1 LINE P/B

OFF?
SMOKE?
OFF: Generator 1 Line contactor opens. #1 fuel pump in each wing tank is powered from generator 1 feeder.

SMOKE: Smoke is detected in the avionics ventilation duct.
RAT/EMER GEN FAULT LIGHT
Emergency generator is not supplying power when:

AC Buses 1&2 are not powered and the nose landing gear is up.
EMERG GEN P/B

AUTO?
RAT extends when AC BUS 1&2 are not powered and airspeed is above 100 knots with the nose gear up.
RAT MAN ON
RAT is manually extended. Emergency generator coupling will occur if nose landing gear is retracted.
TERR P/B

FAULT?
OFF?
FAULT: Fault detected in the EGPWS terrain awareness display (TAD) and or terrain clearance floor (TCF) functions. TAD and TCF utilize FMGC 1 positions and offer no protections against position error.

OFF: EGPWS functions are disabled.
SYS P/B

OFF?
FAULT?
OFF: All GPWS warnings are inhibited.

FAULT: GPWS malfunction, all warnings inhibited.
G/S MODE P/B

OFF?
Mode 5 warning inhibited (Glideslope)
FLAP MODE P/B

OFF?
Mode 4 warning inhibited (Too Low Flaps)
LDG FLAP 3 P/B

ON?
Mode 4 warnings for Flaps 3 are inhibited. Used when selected flaps 3 for landing configuration.
(SE APP, Windshear, Direct Law APP)
What are the GPWS modes?
Mode 1: Excessive descent rate ("Sink Rate")
Mode 2: Excessive terrain closure ("Terrain, Terrain")
Mode 3: Altitude loss after T/O ("Don't Sink")
Mode 4: Unsafe Terrain clearance ("Too Low Flaps")
Mode 5: Excessive GS deviation ("Glideslope")
RCDR GND CTL p/b

AUTO?
ON?
AUTO: CVR and DFDR are energized automatically
- For 5 mins after initial power up
- after an engine is started
- In-flight

ON: CVR and DFDR are energized. The ON light will extinguish after engine start
- CVR/DFDR remain powered 5 mins after engine shutdown
CVR ERASE
Erases tape when:
-Aircraft is on ground
-Parking brake is set
CVR TEST
Test is activated if RCDR GRD CTL switch is ON and the parking brake is set. A low frequency tone is heard if a headset is plugged in to the CVR test jack on the overhead panel.
OXYGEN MASK p/b

AUTO?
MASK MAN ON?
AUTO: Masks deploy when cabin altitude exceeds 14,000' +/- 500' and a pre-recorded message plays in the cabin. Chemical O2 Generators supply PAX O2 for 13 minutes

MASK MAN ON: Manually deploys PAX O2 masks. No automatic pre-recorded cabin message will play
PASSENGER

SYS ON?
Illuminates when control of the O2 mask doors is actuated and remains on until the TMR RESET p/b on overhead panel is activated
CREW SUPPLY

ON?
OFF?
ON: Valve is open, low-pressure oxygen supplied to cockpit during preflight minimum of 1000PSI on door page.

OFF: Manually closes O2 supply valve
ENGINE FIRE p/b

Illuminated?
Push?
ILLUMINATED: Engine fire warning activated. Dual gas loops are located in the Pylon, Fan and Core sections. With an inoperative loop, the system will reconfigure to a signle loop operation. Losing both loops within 5 seconds will cause a FIRE warning.

PUSH:
- Cancels aural warning
- Arms squibs
- Closes LP fuel valve (included IDG cooling return line)
- Closes Hyd fire valve
- Closes Bleed valve
- Closes Pack valve
- Deactivates Generator
APU FIRE p/b

Illuminated?
Push?
ILLUMINATED: APU fire warning activated. Dual gas loops are located in the APU compartment.

On the ground, APU will automatically shutdown and discharge fire bottle in 10 seconds.

PUSH:
- APU auto shutdown
- Cancels aural warning
- Arms squibs
- Closes LP fuel valve
- APU fuel pump off
- APU bleed/crossbleed close
- APU Gen deactivated
AGENT p/b

SQUIB?
DISCH?
SQUIB: Corresponding FIRE p/b must be pushed to arm the AGENT p/b.

Pressed: Bottle discharges
Pushing #1 starts a 30 second timer on ECAM

DISCH: Fire bottle is depressurized. Addtionally for an APU thermal discharge, a blow out disc is located on the aft fuselage.
FIRE TEST p/b
Press: Tests respective fire detection and extinguishing systems.

Engine (7 lights):
- FIRE p/b
- 2 squib lights
- 2 master warnings
- ECAM
- Fire light on pedestal

APU (5 lights)
- FIRE p/b
- Squib light
- 2 master warnings
- ECAM
RAT MAN ON p/b
Extends RAT providing 2500 PSI to the Blue Hyd system.

The emergency generator is no powered.
PTU p/b

AUTO?
OFF?
FAULT?
AUTO: PTU is armed to run when a 500 PSI differential exists between the Green and Yellow Hyd systems.

PTU inhibited during first engine start and self-tests during the second start if park brake is set.

OFF: PTU is deactivated. Selecting OFF distinguishes fault light (Except for an overheat)

FAULT:
-Low Quantity
-Reservoir Overheat (93 Degrees)
-Reservior low air pressure (23 PSI)

May get a PTU fault on ECAM if failed to test properly
BLUE ELEC PUMP

AUTO?
OFF?
AUTO: If AC power is avail, the electric pump is energized:
- In flight
- On the ground with at least one engine running
- When the blue pump override switch on MX panel is selected ON

OFF: The pump is de-energized
BLUE ELEC PUMP

FAULT?
Where does it receive power?
FAULT:
- Low Quantity
- Reservior overheat - 93 degrees
- low air pressure - 23 psi

Receives power from AC Bus 1
- Low pump pressure - 1450 psi (Inhibited on ground with engines stopped)
- Pump overheat
YELLOW PUMP p/b

Where does it receive power?
ON?
OFF?
FAULT?
Receives power from AC Bus 2

ON: Yellow pump is energized

FAULT:
- Low Quantity
- Reservior overheat - 93 degrees
- Low air pressure - 23 psi
- Low pump pressure - 1450 psi
- Pump overheat

OFF: Pump is de-energized
ENGINE PUMP p/b

ON?
OFF?
FAULT?
ON: Pump pressurizes when engine is running (3000 PSI +/-200psi)

OFF: Pump is depressurized. Selecting OFF extinguishes fault light except for an overheat.

FAULT:
- Low Quantity
- Reservoir overheat - 93 degrees
- Low air pressure - 23 psi
- Low pump pressure - 1750 psi
X-FEED p/b

OFF?
ON?
OPEN?
OFF: The crossfeed valve closes

ON: The x-feed valve opens

OPEN: the x-feed valve is fully open. ON remains illuminated
FUEL PUMP p/b

ON?
OFF?
FAULT?
ON: Pump is energized. Main pump provides 25 psi, and are fitted with suction valves to allow gravity feeding of the wing tanks to the engine. The main boost pump pressure is lower than the center tank boost pump pressure, which helps to insure that the center tank fuel will be used first.

OFF: Pump is deactivated

FAULT: Low output pressure
MODE SEL p/b

AUTO?
MAN?
FAULT?
AUTO: Center tank pump control is automatic. The pumps will run for 2 minutes after engine start or any time slats are retracted.

Center pumps will be commanded OFF
- 5 minutes after the CTR tank low level is reached
- When the wing tank inner cells overfill is sensed. Will remain off until approx 1100 lbs of fuel burned from the wing tanks

MAN: The center tank pumps are manually controlled.

FAULT: The center tank contains more than 550 LBS of fuel and either wing tank has less than 11000 LBS. This fault light may illuminate when the center tank fuel is burned out of sequence or during refuel.
CTR TANK PUMP p/b

ON?
OFF?
FAULT?
ON: Pumps are armed if the Mode Select Switch is in AUTO. The pumps will also run if the Mode switch is in Manual. Pumps proved 32 psi and are not fitted with suction valve, making gravity feed from the ctr tank not possible.

OFF: Pump is deactivated

FAULT: Low output pressure, when pump is operating.
BATTERY p/b

AUTO?
OFF?
FAULT?
AUTO: Batteries are connected to the DC BAT bus when:
- On the ground with no other power sources
- APU Starting
- Batter voltage below 26.5V, BCL closes allowing batter to charge
- Below 100 knots during emergency electrical configuration

OFF: Battery contactors are open

FAULT: The batter contactors are open due to an abnormal increase in the charging current
GALLEY p/b

AUTO?
OFF?
FAULT?
AUTO: Main and Secondary galley buses are powered. All galley buses are powered on ground with either the APU or EXT power on line. The main galley bus is shed when one generator is operating.

OFF: The Main and Secondary galley buses are not powered.

FAULT: Load of any generator is over 100% rated output
GEN p/b

ON?
OFF?
FAULT?
ON: Field is engergized. GLC armed to close.

OFF:
- Generator field is de-energized
- Line contactor opens
- Fault circuit is reset

FAULT: Open GLC. GCU protection trip.
IDG p/b

FAULT?
IDG oil temperature above 185 degrees or low oil presure. The IDG will disconnect when the p/b is pressed for 3 seconds
AC ESS FEED

NORMAL?
ALTN?
FAULT?
NORMAL: The AC ESS Bus is supplied by AC Bus 1

ALTN: The AC ESS Bus is supplied by AC Bus 2

FAULT: The AC ESS Bus is not being powered.
BUS TIE p/b

AUTO?
OFF?
AUTO: The BTC will open or close automatically to maintain power to AC Bus 1&2

One contactor is closed when an engine generator supplied is respected AC Bus with the APU or EXT power supplying the other bus.

Both contactors will close for a single AC power source.

OFF: Both bus tie contactors are open. APU or EXT power cannot energize the aircraft's buses
EXT PWR p/b

AVAIL?
ON?
AVAIL: External power is connected and within limits.

The line contactor is open.

ON: The contactor is closed. AVAIL light extinguishes

Press momentarily: opens or closes the line contactor.
APU GEN p/b

ON?
OFF?
FAULT?
ON: The APU gen field is energized. The line contactor is armed to close.

OFF:
- The generator field is de-energized
- The line contactor opens
- The fault circuit is reset

FAULT: Protection trip. Opens line contactor. Inhibited when APU speed is too low or during EXT power/engine generator change over.
PACK FLOW SELECTOR

LO?
NORM?
HI?
LO: 80% of bleed air pressure (In LO if cooling demand is not being met, flow will automatically increase to NORM)

NORM (Auto): 100% (approx 44psi)

HI: 120%

HI is automatically selected (regardless of switch position) when one pack is off, or the APU is supplying bleed air.
TEMP CONTROLLER
Cold: 64 degrees F
Mid: 76 degrees F
Hot: 86 degrees F

Controls Temperature via the Zone Controller and trim valves.
How many channels does a Zone Controller have?

What happens with channel failures?
Primary and Secondary

Failure of primary channel causes the hot air and trim valves to close. Secondary controller then provides zone temp of 76 Degrees

Failure of only the secondary channel has no effect on temperature regulation.

Dual channel failure, the packs provide a tixed temp of 70 degrees for pack 1 and 50 degrees for pack 2.
PACK p/b

ON?
OFF?
FAULT?
ON: Pack valve is armed to open. Will close for:
- Low pneumatic pressure - 8 psi
- Pack overheat - compressor outlet 260 degrees
- FIRE p/b is pressed
- Engine Start
- DITCHING p/b is selected

OFF: Pack valve is closed

FAULT:
-Pack valve disagrees with the commanded position or compressor outlet temp exceeds 230 degrees C four times in flight.
- Pack outlet temperature above 95 degrees C
RAM AIR

ON?
OFF?
ON: The ram air inlet opens. Once the differential pressure is below 1 psi, and the DITCHING p/b is normal, the outflow falve will open to approximately 50% (if not in manual)

OFF: The ram air inlet closed
HOT AIR p/b

ON?
OFF?
FAULT?
ON: Valve regulates hot air pressure

OFF: The valve closes, Trim Air valves close, and the fault circuit is reset.

FAULT: Duct overheat is detected at 88 degrees C or 80 degrees C is exceeded four times in one flight. The HOT AIR and TRIM valves close. The Fault light extinguises when the duct temp cools below 70 degrees C and OFF has been selected.
APU BLEED AIR

ON?
OFF?
FAULT?
ON: APU Bleed valve armed. Valve opens with APU RPM above 95% and no leak detected on the APU or left side bleed. When the APU bleed valve opens, the engine bleed valves are commanded closed.

OFF: APU bleed valve is closed

FAULT: APU Leak is detected
ENG BLEED p/b

ON?
FAULT?
ON: Bleed valve is armed to open.
Will close for:
- If supply pressure is < 8 psi
- If the APU bleed valve is open
- There is a bleed leak
- Over temperature
- Over pressure
- Start valve is open
- The FIRE p/b is pressed
- Wing/Eng anti-ice overheat

FAULT:
- Overpressure downstream of pressure relieve valve.
- Bleed overheat/wing/engine anti-ice overheat
- Bleed air leak
- Bleed valve not closed during engine start
X BLEED SELECTOR

SHUT?
AUTO?
OPEN?
SHUT: Cross bleed valve closed

AUTO: The valve will open when the APU bleed air valve is used.
The valve will close when:
- Air is supplied by the engines
- Any leaks are detected
- The APU fire switch is pushed

OPEN: Valve is open
WING ANTI-ICE p/b

ON?
OFF?
FAULT?
ON: Valves open in flight if pneumatic pressure is available. Bleed air is sent to the outboard slats 3, 4, & 5. Wing anti-ice may be tested on the ground, the valves will open for a 30 second test sequence after a successful test, valves will close and re-arm the system.

OFF: Valves are closed.

FAULT:
-Valve position disagreement
-Low pressure - 13 psi
-A leak is detected
-On the ground, a Wing anti-ice test sequence of more than 35 seconds.

When a leak is detected, the wing anti-ice valves close automatically.

Wing anti-ice valves are fail safe closed.
ENG ANTI-ICE p/b

ON?
OFF?
FAULT?
ON: Valve opens if engine is running. Coninuous ignition is turned on.

OFF: Valve is closed.

FAULT: Valve/switch disagreement.

Engine anti-ice valves are fail safe open.
PROBE/WINDOW HEAT p/b

AUTO?
ON?
AUTO: Probes and windows are heated in-flight. On the ground, low heat is applied if one or more engines are running. Windows will go from Low to High when T/O power is set. TAT probes are not heated on the ground.

ON: Probes and windows are heated.
DITCHING p/b

NORMAL?
ON?
NORMAL: Normal system operations.

ON: Closes the following:
-Outflow valve (in auto only)
-RAM air inlet
-Avionics vent inlet & extract valves
-Pack control valves
LANDING ELEV

AUTO?
MANUAL?
AUTO: FMGS data is used for pressurization

MANUAL: Landing elevation can be selected between -2000 to 14000 feet.
MODE SEL p/b

AUTO?
MAN?
FAULT?
AUTO: The outflow falve is controlled by one system at a time. There are two independent controller/systems. Max cabin pressure differential is 8.6 psid, safety relieve 8.9 psid. Cabin Warning at 9550' +/- 350'

System automatically changes CPCs:
-Due to a failure of the active system
-70 seconds after each landing
-Selecting MAN for 10 seconds then going back to AUTO

MAN: The MAN V/S CTL switch control the position of the outflow valve using the backup portion of the #1 CPC

FAULT: Failure of both automatic systems
MAN V/S CONTROL sw

UP?
DOWN?
UP: Opens the outflow valve (Mode select in MAN)

DN: Closes the outflow valve (Mode select in MAN)
APU MASTER sw

ON?
OFF?
FAULT?
ON: Power supplied to the APU system; air intake flap opens, fuel isol valve opens, the AC powered APU fuel pump will operate (if fuel is not supplied via aircraft fuel pumps), the APU page on the ECAM appears (not during battery start). APU fuel pump is powered through the static inverter during a battery start

OFF: ON and AVAIL lights extinguish, RPM goes to 75% for a 60-120 second cool down period, at 7% rpm the inlet flap closes.

FAULT: Automatic shutdown for:
- Fire (ground only)
- ECB sensor fail
- Start/running malfunction
APU START p/b

ON?
AVAIL?
ON: The APU ECB sequence APU START:
- Starter engaged
- 7% ignition is supplied
- 50% starter cuts out, ignition off
- 95% AVAIL light comes on APU is available for electric and pneumatic loads

AVAIL: The on light extinguishes. The APU can now supply bleed and electrical power

(MAX start EGT: 1038)
SEAT BELT sw

ON?
OFF?
ON: Seat Belt signs illuminate

OFF: Signs extinguish
NO SMOKING sw

ON?
AUTO?
OFF?
ON: No Smoking and Exit signes illuminate.

AUTO: No Smoking and Exit signs illuminate with gear down.

OFF: No Smoking and Exit signs extinguish. Exit signs control system is reset.

NOTE: No smoking, fasten seat belts, and exit sign illuminate automatically with excessive cabin altitude 11,300' +/-350' regardless of switch positions.
EMERG EXIT OFF
OFF: Emergency Exit lights are not armed.
EMERG EXIT LT sw

ON?
ARM?
OFF?
ON: Emergency lights, Exit signs and floor path lights illuminate

ARM: Emergency lights and Exit signs illuminate if AC Bus 1 fails. Floor path markins illuminate if the DC ESS SHED bus fails.

OFF: Lights, signs extinguish

NOTE: If the associated bus fails, internal batteries will power the lights. Internal batteries always power the floor path lights.

Internal batteries last for approximately 12 minutes
TMR RESET p/b

ON?
FAULT?
ON: Passenger system ON light extinguishes

FAULT: Time delay failure (Over 30 seconds) to de-energize the unit door latches.
AVIONICS COMPT LT p/b

AUTO?
ON?
AUTO: Avionics compartment lights controlled by door.

ON: Compartment lights on.
SERVICE INT OVRD p/b

OFF?
ON?
OFF: Communications via service interphone jacks possible on ground, 10 seconds after landing. ON illuminates to indicate service interphone availability. Service interphones are disable to prevent interference through interphone system and are controls by the LGCIUs.

ON: Communication possible without landing gear compression
LEAK MEASUREMENT VALVE p/b

OFF?
OFF: MX Function. The respective valves close, hydraulic fluid is shut off to the components of that system.
BLUE PUMP OVRD p/b

ON?
ON: The blue electric pump is energized provided the blue electric pump switch is in AUTO
FADEC GND PWR
ON: The FADEC is electrically supplied on the ground.
APU AUTO EXTING TEST p/b
TEST: MX Function. The ON light illuminates. The APU master switch must be on, the APU FIRE warning, extinguishing and auto shutdown circuits are tested for 10 seconds. The APU will shut down if it is running.
RESET p/b
Pressed: APU test circuit is reset
FLT CTL p/b

ON?
OFF?
FAULT?
ON: Corresponding computer is active.

OFF: Corresponding computer is not active. Selecting OFF for 10 seconds then ON resets computer.

FAULT: Failure of a computer is detected. Extinguishes when OFF is selected. Note: ELAC FAULT is normally displayed for 8 secs after initial power up or power interuption.


CARGO HEAT HOT AIR p/b (if installed)

ON?
OFF?
FAULT?
ON: The cargo hot air pressure-regulating valve regulates hot air

OFF: Closes cargo hot air valve.

FAULT: Duct overheat. The cargo hot air valve closes. The Fault light extinguishes when the duct temperature cools and OFF is selected.
CARGO HEAT AFT ISOL VALVE p/b (if installed)

ON?
OFF?
FAULT?
ON: The cargo inlet and outlet isolation valves open and extraction fan runs. Provided there is no smoke in the aft cargo compartment.

OFF: The inlet and outlet isolation valves close, extraction fan stops.

FAULT: Valve(s) not in agreement with selected postions.
CARGO HEAT AFT SELECTOR
(If installed)
Cold: 40 degrees F
Mid: 60 degrees F
Hot: 80 degrees F
FWD/AFT p/b
Discharges the selected fire bottle and arms the other bottle for the same cargo bay. DISCH 2 light illuminates 60 minutes after the first bottle is discharged as a reminder to fire the second bottle.
CARGO SMOKE FWD/AFT

SMOKE?
DISCH?
SMOKE: Smoke is detected by both channels in one of the two identical modules (Or one channel if the other is faulty)

DISCH: Indicates the fire bottle has been discharged
CARGO SMOKE TEST
Smoke detectors are tested in sequence, the SMOKE light illuminates twice, the DISCH light illuminates and the cargo heat isolation valve closes
BLOWER & EXTRACT p/b

AUTO
When both switches are in AUTO:
On the ground before T/O power is applied the ventilation system is in the open circuit configuration. (Close circuit if skin temp is <40 degrees F)

When both switches are in AUTO:
On the ground after T/O power is applied or in-flight, the vent system will go to the intermediate circuit if skin temp is above 90 degrees F, then as the skin temp cools the system will go to the closed circuit.
BLOWER & EXTRACT p/b

OVRD
With either switch in OVRD, the system goes to the closed circuit, and air conditioning air is added to the ventilation air. Blower fan stops if BLOWER in OVRD.

With both switches in OVRD, air is provided from the air-conditions system and is extracted overboard. The skin heat exchanger is not used. The extract fan remains energized.
BLOWER & EXTRACT p/b

BLOWER FAULT?
EXTRACT FAULT?
BLOWER FAULT: Smoke in the avionics vent duct, blower pressure low or duct overheat. An external horn will sound if engines are not running.

EXTRACT FAULT: Smoke in the avvionics duct, Extract Pressure Low. An external horn will sound if engines are not running.
CABIN FANS p/b

ON?
OFF?
ON: The 2 cabin fans run

OFF: The 2 fans stop
ENG MAN START p/b

ON?
OFF?
ON: The start valve opens if the mode select is in either the CRANK or IGN/START postion. Both pack valves close. When engine master switch is set to ON, both A&B igniters fire, and the LP/HP fuel valves open.

OFF: The start valves are closed unless a start cycle is in progress.
N1 MODE p/b

ON?
OFF?
ON: Thrust control reverts from EPR mode to rated N1 mode. Following an automatic reversion to N1, rated or unrated mode, pressing the p/b confirms the mode.

OFF: If available, EPR mode is selected.
WIPER SWITCH
Rotary switch controls the on side wiper to the desired speed. There is a speed limit of 230 knots to prevent damage to motor.
RAIN REPELLANT
When pressed, provides a measured application of rain repellant to the windshield. Most system are deactivated.
What are the two main parts to the MCDU and what do they control?
Flight Management:
Controls:
- Navigation
- Flight Planning
- Performance Predection and Optimization
- Navigation Radio management

Flight Guidance:
Controls:
- Autopilot command
- Flight director command
- Autothrust command
SWITCHING

ATT HDG?
AIR DATA?
ATT HDG:
NORM: ADIRU1 supplies data to PFD 1, ND 1, and RMI/VORDME

ADIRU2: Supplies data to PFD2, ND2

CAPT3: IR3 replaces IR1

FO3: IR3 replaces IR2

IR supplies HDG, ATT, VS to PFDs


AIR DATA:
NORM: ADIRU1 supplies data to PFD1, ND1 and RMI/VORDME


ADIRU2: supplies data to PFD2, ND2

CAPT3: ADR3 replaces ADR1

FO3: ADR3 replaces ADR2

ADR supplies AS, ALT, and backup VS to PFD

SWITCHING

EIS DMC?
ECAM ND?
EIS DMC:
NORM: DMC1 supplies data to PFD1, ND1 and upper ECAM

CAPT3: DMC3 replaces DMC1

FO3: DMC3 replaces DMC2

ECAM ND: Allows transfer of SD to either the CAPT or FO ND
RMP
2 RMPs are installed on the pedestral and 1 on the overhead panel. Each RMP can control any VHF radio, #1 and #2 are connected directly to the transceivers. #3 is connected via #1 or #2 only. The #1 RMP is available during Emergency Electric Configuration.
ACP
The audio control panels provide the mean to select each com/nav radio, interphone, and PA system. #3 ACP should always have PA selected so the CVR can record the PA announcements.
WX RADAR
Two WX radar systems are installed. Only one transceiver may be used at a time. WX images may be displayed in any mode except the Plan Mode.
ENGINE MASTER 1 & 2

ON?
OFF?
ON: LP fuel valve will open.

During an automatic start, the HP valve will open provided the ENG MODE selector is in IGN/START and N2 is between 10-16%.

During a manual start, the MAN START p/b must be on and the ENG MODE selector must be in the IGN/START for the HP valve to open

OFF: Closes both the LP and HP fuel valves. Resets both channels of the FADEC
FIRE/FAULT light

FIRE?
FAULT?
FIRE: Aids the pilot in selecting the correct master switch to turn off in the event of a fire.

FAULT: Illuminates for an automatic start abort. A disagreement between the HP valve and the FADEC commanded position.
ENG MODE SELECTOR

CRANK?
NORM?
CRANK: With the Manual Start p/b selected on, the start valve will open, if N2 is less than 10%.

NORM: Continuous ignition of both A&B igniters are automatically selected on when:

1) Engine anti-ice is selected ON
2) Takeoff phase (TOGA/Flex power until 1500')
3) Approach idle selected (Flaps/Slats extended)
4) In-flight sub idle or surge
IGN/START
If a master switch is on and the N2 is greater than idle, continuous ignition is selcted.

During an automatic start, A or B igniter will be selected when N2 is between 10-16%

During a Manual Start both igniters are utilized. On the ground during a normal engine start ignition is automatically cut off at 43% N2.
Transponder
Two Transponders are installed, wired through the LGCIUs. TX inhibited on the ground when in AUTO. No automatic switching between 1 and 2 ocurrs