2013 2014 TGS Study Guide ___________________________________________________________________________________________

Technical Ground School Study Guide

AIRBUS A319/320/321 2013 2014
Updated : 04/0 /13 Send correction!/co""ent! to: Bo# San$ord% &'"ail: #u!dri(er)h*y+co"

,neu"atic!
Scenario -1: The aircra$t i! de!cendin. /ith a hi.h #leed de"and0 pac*! are in hi.h $lo/ and the /in. / en.ine anti'ice i! !elected 12+ 1+ I$ the Bleed 3ana.e"ent 4o"puter 5B346 detect! that #leed air $ro" the I, !ta.e o$ the co"pre!!or i! in!u$$icient% ho/ i! the #leed de"and !ati!$ied7 Re$erence: T3 3+3+2 The BMCs select the compressor stage to use as a source depending on system demand. Bleed air temperature and pressure are regulated prior to introduction into the pneumatic system. The Pre-cooler, an air-to-air heat exchanger, utilizes fan air to precool the bleed air. Bleed air is normally bled from the Intermediate Pressure IP! stage of the high pressure compressor. "hen IP stage pressure and temperature are insufficient, a high pressure bleed #al#e opens to supply bleed air from the $igh Pressure $P! stage. 2+ I$ 8, air i! !till not !u$$icient to operate the air conditionin. and ice protection !y!te"!% ho/ /ould the de"and #e !ati!$ied7 Re$erence: T3 3+3+2 In flight, if the pressure is insufficient e#en %ith the $P stage #al#e open i.e., engine at idle!, the engine idle speed is automatically increased to pro#ide ade&uate air pressure. 3+ 9hich !ource ha! a hi.her priority on the pneu"atic !y!te"0 A,U #leed air or &n.ine #leed air7 Re$erence: T3 3+3+3 'ir from the 'P( load compressor is a#ailable both on the ground and in flight. The 'P( bleed air #al#e operates as a shutoff #al#e and is electrically controlled and pneumatically operated. "hen the 'P( B)**+ pb is ,- the BMCs command the crossbleed #al#e to open . B)**+ selector in '(T,!, and the engine bleed #al#es to close. The 'P( bleed air supplies the pneumatic system pro#ided 'P( speed is more than /01. The 'P( can be used to supply bleed air for air conditioning operation during ta2eoff, allo%ing additional thrust to be obtained from the engines. The maximum altitude for 'P( bleed operation is 34,444 feet. 'dditionally, 'P( air bleed for %ing anti-ice is not permitted. Scenario -2: A$ter le(el o$$ at an inter"ediate altitude% the &4A3 alert AIR : &2G B:&&; :&A< di!play!+ 4+ 9ill the le$t en.ine #leed (al(e clo!e auto"atically7 Re$erence: T3 3+3+= If a lea2 is detected in an engine pylon5 the bleed air valve closes on the affected side the associated *-6 B)**+ 7'()T light illuminates the crossbleed #al#e closes except during engine start!

+ 9hat other (al(e5!6 !hould auto"atically clo!e /hen an &2G #leed lea* i! detected7 Re$erence: T3 3+3+= The crossbleed #al#e closes except during engine start!

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________ >+ Bleed lea* detection i! a(aila#le in /hat other area! o$ the aircra$t7 Re$erence: T3 3+3+= The lea2 detection system senses high temperatures from air lea2s near the hot air ducts in the fuselage, engine pylons, and %ings. The sensing elements for the pylons and 'P( are connected in a single loop. The %ings are protected by a double loop. ' %ing lea2 is detected %hen both loops detect the lea2, or %hen one loop detects a lea2 %ith the other loop inoperati#e. If a lea2 If a lea2 is detected in the %ings5 the bleed air #al#e closes on the affected side the associated *-6 B)**+ 7'()T light illuminates the crossbleed #al#e closes except during engine start! the 'P( bleed #al#e closes except during engine start! if the lea2 in#ol#es the left %ing is detected in the 'P( ducting5 the 'P( bleed air #al#e closes the 'P( B)**+ 7'()T light illuminates the crossbleed #al#e closes except during engine start!

=+ 5True or ?al!e6 8ydraulic re!er(oir and /ater tan* pre!!uri@ation /ould #e lo!t+ Re$erence: T3 3+3+> The hydraulic reser#oir and %ater tan2 is pressurized from either side of the crossfeed #al#e.

Air 4onditionin.
Scenario -1: The A $li.ht attendant reAue!t! another te"perature increa!e in the $or/ard ca#in+ Thi! i! already the /ar"e!t co"part"ent #ut the pilot! "a*e the adBu!t"ent+ 1+ ;oe! increa!in. the $or/ard @one te"perature chan.e the output te"perature o$ the pac*!7 Re$erence: T3 3+2+1 The zone controller is a dual-channel computer %hich regulates the temperature of the flight dec2 and t%o cabin zones. It recei#es information from #arious temperature and flo% sensors, compares these signals %ith the zone temperatures selected by the cre%, and then directs the pac2 controllers to deli#er air at the coolest demanded temperature to the mixing unit. 2+ 8o/ doe! the !y!te" increa!e te"perature in the $or/ard @one7 Re$erence: T3 3+2+1 Indi#idual zone temperature is ad8usted by mixing hot bleed air, through the trim air #al#es, into the zone distribution net%or2. The temperature selection range is from 9:;7 to <9;7 3+ I! there a /ay the cre/ could directly control the output te"perature o$ the pac*! indi(idually7 Re$erence: T3 3+2+1 -o

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________ 4+ I$ #oth ,A4< controller! $ailed 5#oth pac*! lo!t6% ho/ /ould the ca#in #e (entilated7 Re$erence: T3 3+2+1 The ram air #al#e is an air scoop at the bottom of the fuselage. It allo%s #entilation of the cabin in the e#ent of a dual pac2 failure or for smo2e remo#al. It is acti#ated by the ='M 'I= pb on the air conditioning panel. "hen the pb is selected ,-, the ram air inlet opens and ram air is directed to the mixing unit, pro#ided the +ITC$I-6 s%itch is not selected ,-. To enhance #entilation, the outflo% #al#e opens %hen the differential pressure is less than > psi, if the C'BI- P=*?? M,+* ?*) is in '(T,. If the differential pressure is greater than > psi, the chec2 #al#e located do%nstream %ill not open, e#en if the ram air door has been selected open, and no airflo% %ill be supplied. If the primary channel of the pac2 controller fails, the bac2up secondary channel automatically ta2es o#er. 7lo% modulation and optimized temperature regulation are no longer a#ailable and pac2 air flo% is fixed at the prefailure setting. If the secondary pac2 controller channel fails, %ith the primary pac2 controller channel functioning normally, pac2 regulation is not affected. The *C'M B)**+ page displays @..A for the failed component s!. If both channels of a pac2 controller fail, pac2 outlet temperature is controlled by the respecti#e pac2 anti-ice #al#e. *C'M signals related to the corresponding pac2 are lost. Scenario -2: Cu!t a$ter the aircra$t land! in <,8: hea(y rain !ho/er! #e.in+ The cre/ con!ider! the !i.ni$icance o$ the /eather on the a(ionic! (entilation !y!te"+ The a#ionics #entilation system pro#ides cooling for the a#ionics compartment, instrument and circuit brea2er panels. ?ystem operation is fully automatic and has three configurations depending on the phase of operation and ambient conditions. 'n a#ionics e&uipment #entilation computer controls the fans and #al#es. T%o electric fans operate continuously to circulate cooling air through the #arious a#ionics. ,ne fan acts as a blo%er, forcing cooling air in, and the other fan extracts dra%s! air from the a#ionics e&uipment and panels. ' s2in heat exchanger cools the air as it recirculates through the system. 'n air inlet #al#e allo%s ambient air to be dra%n into the system, and an extract #al#e allo%s o#erboard exhaust of the cooling air. ,pen configuration. This configuration is functional only during ground operations. 'mbient air is dra%n through the inlet #al#e by the blo%er fan, circulates through the a#ionics e&uipment and then exhausted o#erboard through the extract #al#e by the extract fan. The s2in heat exchanger is bypassed. Closed configuration. This is the normal in-flight configuration. It is functional during ground operations %ith lo% ambient temperatures. Both inlet and extract #al#es are closed. 'ir is dra%n from the a#ionics by the extract fan, circulates through the s2in heat exchanger and then forced bac2 into the a#ionics e&uipment by the blo%er fan. ' portion of the cooling air is exhausted through the cargo underfloor. Intermediate configuration. This configuration is functional only in flight %hen ambient temperatures are %arm. It is the same as the closed configuration, except the extract #al#e is partially open to allo% some o#erboard exhaust of cooling air.

+ 8o/ /ould the pilot! pre(ent /ater $ro" enterin. the a(ionic! #ay throu.h the open !*in air inlet (al(e7 Re$erence: ,8 3+2+ "hen the aircraft is par2ed during hea#y rain, %ater can enter the a#ionics #entilation system #ia the open s2in air inlet #al#e. 'fter )anding5 >. *.T='CT Pushbutton ... ,B=+ 3. P'CC? > and 3 Pushbuttons ... Chec2 ,'dds air conditioning system air to the #entilation air! >+ 9ill the #lo/er $an continue to operate and pro(ide coolin. /ith the eDtract (al(e in 1ER;7 Re$erence: T3 3+ +2 5a#nor"al con$i.uration6 "hen the B),"*= or the *.T='CT pushbutton s%itch is set at the ,B=+ o#erride! position, the system is in closed-circuit configuration and adds air from the air conditioning system to the #entilation system. "hen the *.T='CT pushbutton s%itch is set at ,B=+, the extract fan is controlled directly from the pushbutton. Both fans continue to run.

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________ "hen the B),"*= pushbutton s%itch is set at ,B=+, the blo%er fan is stopped and the extract fan continues to run.

=+ I$ out!ide air te"perature /a! a#o(e 4 F4% /hat /ould #e the ti"e li"it in thi! con$i.uration7 Re$erence: ,8 3+2+ If bleed air is not a#ailable, this arrangement can function for a limited time as follo%s5 ,'T D E/;C5 no limit E/;C D ,'T D :0;C5 E hours OAT 45C 30 !inutes

,re!!uri@ation
Scenario -1: ;urin. the ?8,&; chec*% the cre/ note! SGS 1 i! the acti(e pre!!uri@ation controller+ The aircraft is e&uipped %ith t%o identical, independent controllers %hich regulate cabin altitude automatically. The system consists of a control panel, cabin pressure controllers CPCs!, an outflo% #al#e, and t%o safety #al#es to protect against excessi#e differential pressure. The outflo% #al#e is actuated by three +C motors. ,ne motor is primary, the second ser#es as bac2up, and the third is used for manual operation. The system operates in automatic, semi-automatic and manual modes. In normal operation, cabin pressurization is fully automatic. 1+ I$% durin. $li.ht% the pilot !u!pect! SGS 1 i! not per$or"in. properly% ho/ can SGS 2 #e !elected7 Re$erence: T3 3+H If the pilot suspects the operating pressurization system is not performing properly, attempt to select the other system by s%itching the M,+* ?*) pb to M'- for at least >4 seconds, then returning it to '(T,. 2+ 9hen do the pre!!uri@ation controller! nor"ally !/ap control o$ the !y!te"7 Re$erence: T3 3+4+2 In the automatic mode, one cabin pressure controller is acti#e and the other ser#es as bac2up. If the acti#e controller fails, the bac2up automatically assumes control. 'fter each landing, the t%o controllers s%ap roles. Scenario -2: ;ue to an in$li.ht e"er.ency% the aircra$t i! di(ertin. to an airport that i! not !tored in the ?3G4 data#a!e+ 3+ 9here /ould the pre!!uri@ation !y!te" recei(e de!tination airport ele(ation $ro" i$ not a(aila#le $ro" ?3G4!7 Re$erence: T3 3+4+2 The acti#e controller recei#es signals from the '+I=?, 7M6C, and other sources to optimize cabin pressurization by maintaining a predetermined profile. +eparture and destination ele#ations are recei#ed from the 7M6C. If 7M6C data are not a#ailable, the cre% must select the destination airport ele#ation on the )+6 *)*B selector. The pressurization system then uses the manually-selected landing field ele#ation for internal pressurization schedules.

Ice and Rain ,rotection

Scenario -1: The aircra$t ha! #een at ?:330 $or a prolon.ed period o$ ti"e% the cre/ note! the /in. inner $uel tan* te"perature ha! decrea!ed to '3=F+ 1+ 9hat option! !hould #e con!idered to increa!e $uel te"perature7 Re$erence: ,8 3+>+H The company normally uses fuel types %ith freeze point of F:4;C. +uring prolonged flight in #ery cold en#ironment, monitor fuel temperature. If %ing inner tan2 fuel temperature approaches the fuel freeze point plus E;C, consider the follo%ing5 change altitude into a %armer air mass change course into a %armer air mass increase Mach number, %hich results in higher T'T ___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________ Scenario -1 continued: 9ithout /arnin. the $li.htdec* /ind!hield crac*!+ The cre/ re$er! to the IR8 ?li.htdec* 9ind!hield or 9indo/ 4rac*ed procedure+ 2+ I$ the crac* i! 21T on the interior !ur$ace% !hould an i""ediate de!cent #e initiated 5per the procedure67 Re$erence: IR8 The interior %indo% surface is not affected. Therefore, the %indo%G %indshield is still able to sustain the maximum differential pressure at the current flight le#el and normal operation may be continued. 3+ I$ the crac* i! on the interior !ur$ace% the "aDi"u" $li.ht le(el i! ?:230% 9hy7 Re$erence: IR8 The maximum flight le#el is restricted to 7)3E4 to obtain H0 P?I %ithout excessi#e cabin altitude and *.C*?? C'B ')T %arning.

In!tru"ent!/2a(i.ation/4o""unication!
Scenario -1: ;epartin. <SA2% cli"#in. throu.h =000$t+% an air!peed di!crepancy i! noted #et/een the captain and $ir!t o$$icer! ,?;!+ Unrelia#le air!peed ha! #een identi$ied #y the cre/+ Re$erence i! "ade to the Unrelia#le Speed Indication / A;R 4hec* procedure in the IR8+ 1+ The initial pitch attitude i! J10K% thru!t !hould #e !et at J4:BJ Re$erence: IR8 I""ediate Action 2+ 9here could the cre/ "onitor an alternate !ource o$ !peed /hile ta*in. the ti"e to deter"ine the relia#le data !ource7 Re$erence: IR8 4on!ideration! $or unrelia#le !peed Considerations5 =espect ?tall "arning. To monitor speed, refer to I=? 6roundspeed, or 6P? 6roundspeed as installed! #ariations. If remaining altitude indication is unreliable5 o +o not use 7PB or BG?. o 'TC altitude is affected. -otify 'TC. o =efer to 6P? altitude as installed!. 'ltitude #ariations may be used to control le#el flight, and is an altitude cue. o =adio 'ltimeter indications can pro#ide #aluable short term information at lo% altitude. 3+ I! the attitude and headin. in$or"ation !till (alid /ith unrelia#le A;R data7 Re$erence: T3 1 +1+3 There are three identical '+I=(s installed on the airplane. *ach '+I=( consists of t%o parts5 an 'ir +ata =eference '+=! and a laser gyro Inertial =eference I=!. The '+= and I= parts of each '+I=( may operate independently and failure of one system does not render the other inoperati#e. Inertial =eference I=!5 ?upplies attitude, heading, trac2, acceleration, groundspeed, #ertical speeds, aircraft position, and flight path #ector. -a#igational computations are processed by the 7M6Cs based on position data supplied by the I=. 'ir +ata =eference '+=!5 ?upplies barometric altitude, speed, Mach number, angle of attac2, temperature, and o#erspeed %arnings and #ertical #elocity indicated %ith I= failure.

4+ 5True or ?al!e6 A;IRU -3 !upplie! data to the ISIS / STBG in!tru"ent !y!te"+ Re$erence: T3 1 +1+3 -o. '+=> and '+=3 information are displayed on the captainIs and 7G,Is P7+ and -+ respecti#ely. '+=E is used as bac2up and is selected through the *C'M s%itching panel.

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________ Scenario -2: Alon. the route o$ $li.ht there i! !i.ni$icant tra$$ic con.e!tion+ AT4 #e.in! reroutin. !e(eral aircra$t $or !pacin.+ 4urrently your aircra$t i! on a headin. o$ 3>0F% 300 "ile! $ro" de!tination+ + I$ the aircra$t /a! a!!i.ned to $ly the 1>0F radial to the neDt /aypoint 5LGM E1R6% /hat 34;U pa.e /ould #e u!ed to co"plete the "odi$ication7 Re$erence: T3 +4+4 ;IR T1 5;irect To6 (sing the +I= 2ey, the pilot may select the option of proceeding +irect To, %ith 'beam Points, or a =adial In or =adial ,ut of a reference %aypoint. "hen the pilot uses the +I= T, function, the present position PP,?! becomes the @7=,MA %aypoint and the 'CTIB* 7-P)- sho%s it as @T-PA turn point!. "hen a %aypoint option is inserted into a MC+( field, on a +I= T, page, a TMPJ 7-P)- page is created. ' dashed yello% line represents the pro8ected flight path route on the -+. -o re#isions are allo%ed to the TMPJ 7-P)- as long as a +I= T, is in process. If another re#ision is attempted on the TMPJ 7-P)- page a %hite @+I= T, I- P=,C*??A MC+( scratchpad message is triggered. The different capabilities of using the +I= T, page function are5 +I=*CT T,5 proceed directly to a reference fix 'B*'M PT?5 creation of abeam point along the +irect To leg "A#$A% $& 'roceed directl( to interce't a "adial TO a reference fi) ='+I') ,(T5 proceed directly to intercept a =adial 7=,M a reference fix >+ The neDt AT4 a!!i.n"ent ha! the aircra$t cro!!in. 20 "ile! north o$ the LGM E1R 5T1 /aypoint6 at ?:220% /hat "u!t #e entered into the !cratchpad to create thi! pilot de$ined /aypoint7 Re$erence: T3 +4+4 ,ilot de$ined 5,lace ;i!tance ,;6 9,T! $unction To enter a PB+ "aypoint5 *nter the desired +,T-B".-#$/T into the 0C#1 scratch'ad 2345-6207 ?elect using the )eft )?C! the desired PB+ "PT insertion point on the 7-P)- page. Insertion of the P)'C*GB=6G+I?T %aypoint %ill create a TMPJ 7-P)- and a +I?C,-TI-(ITJ after the insertion point of the PB+ "PT. Clear the 7-P)- +I?C,-TI-(ITJ that is created after inserting the PB+ "PT ?elect TMPJ *='?* or TMPJ I-?*=T 9) or 9=! 'ltitude constraints may be entered directly through the 7-P)- ' page. To enter or modify an altitude constraint at a %aypoint on the 7-P)- ' page5 *nter a slash G! then the desired altitude #alue 334! into the MC+( scratchpad. -ote5 If the slash is omitted, the #alue %ill be considered as a speed constraint if it is %ithin the range #alue! and not the desired altitude constraint. ?elect the right )?C at the desired constraint %aypoint =+ A$ter the (ertical con!traint o$ ?:220 i! entered in the $li.ht plan a "a.enta circle i! di!played around the ,; /aypoint on the 2;% /hat doe! the "a.enta circle indicate7 Re$erence: T3 +4+4 Eertical Guidance "aypoint s! are displayed %ith the associated altitude constraint #alue in magenta color. If the #ertical mode is M'-'6*+ mode, the affected %aypoint is displayed as5 Circled !a8enta 9hen entered altitude constraint is !atched Circled amber if the altitude constraint is missed If ,P*- mode is selected, the affected %aypoint s! is displayed as circled %hite and the constraint, %hile displayed, is ignored by the flight guidance. 'n 'ltitude Constraint ')T C?T=! is considered missed by the 7M? if the ')T *==,= is more than or e&ual to 304 ft. The altitude constraint remains missed until the ')T *==,= decreases to 344 ft.

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________

H+ AT4 chan.e! their "ind $or the $inal ti"e% the ne/ (ertical clearance i! to cro!! LMG AT or B&:19 ?:220% de!cend to ?:200+ 8o/ i! an AT or B&:19 con!traint entered in the ?3S7 Re$erence: T3 +4+4 Buildin. an altitude con!traint To enter or modify an altitude constraint at a %aypoint5 Press the 7-P)- 2ey ?elect B*=T =*B page by using the right )?C at the desired %aypoint on the 7-P)- page *nter the ne% constraint altitude in the scratchpad then select ')T C?T= E=! o for @'TA altitude constraints, enter the altitude or 7light )e#el 7)! o for @'T ,= 'B,B*A altitude constraints, enter the altitude or 7) preceded or follo%ed by a plus @KA sign o for :AT O" B*%O+; altitude constraints< enter the altitude or =% 'receded or follo9ed b( a !inus :; si8n 262007 Scenario -3: The aircra$t eDperience! a dual ?3G4 $ailure and the $li.ht i! di(ertin. to an alternate airport+ 9eather condition! are E34 #ut the cre/ /ould li*e to tune the I:S approach $or !ituational a/arene!!+ 9+ 8o/ i! the I:S re"otely tuned7 Re$erence: T3 >+2+1 -'B 2ey %ith transparent s%itch guard!5 The pilot presses this 2ey to select na#igation recei#ers and courses through the =MP. 10+ ;oe! re"ote tunin. a$$ect co""unication capa#ilitie!7 Re$erence: T3 >+2+1 It does not affect the selection of communication radios and their fre&uencies. 11+ Since the ?3G4! $ailed to autore!et% i! there a "anual re!et procedure and /here /ould you $ind that procedure7 Re$erence: IR8 7M6C =esets 6eneral!5 The system is #ery reliable and in the e#ent of an interruption of the operational soft%are processing each unit %ill attempt up to 0 auto-resets and resychronization %ith the operating 7M6C. In nearly all cases a reset does not normally re&uire pilot action, ho%e#er5 7M6C ?ingle 7ailure - after three or more successi#e resets of one 7M6C, although the 7-P)'- is not lost, to reco#er predictions the CI Cost Index! must be reentered. 7M6C +ual 7ailure - 'fter three or more successi#e resets of both 7M6CLs %ithout result, all pilot entered data 7-P)-, 6", C=M 7), CI etc.! is lost and must be reentered. In the rare case of a fifth reset of either one or both 7M6CLs, pilot action is re&uired to reset the 7M6C Ns! by recycling the associated circuit brea2er s!. ?ee #arious reset procedures in O=$.

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________

A,U
/cenario >1 ,rior to de'arture an A,1 start is atte!'ted? 1+ I$ un!ucce!!$ul% ho/ "any additional !tart atte"pt! can #e "ade7 Re$erence: ,8 1+13+1 'fter E starter motor duty cycles, %ait 94 minutes before attempting E more cycles. 2+ The A,U !hut! do/n al"o!t i""ediately a$ter co"in. up to !peed% the !hutdo/n i! acco"panied #y a $ault li.ht in the 3a!ter !/itch p#% an &4A3% and a !in.le chi"e+ 9hat are !o"e po!!i#le cau!e! $or the !hutdo/n7 Re$erence: T3 4+2+1 7ire on ground only! 'ir inlet flap not open ,#erspeed -o acceleration ?lo% start *6T o#ertemperature -o flame =e#erse flo% )o% oil pressure $igh oil temperature *CB failure )oss off o#erspeed protection (nderspeed +C po%er loss

Scenario -2: 3aintenance repaired the A,U+ In $li.ht% a dual #leed $ault occur!+ The IR8 procedure direct! u!e o$ the A,U $or a #leed !ource+ 3+ 9hat i! the "aDi"u" altitude $or A,U #leed operation!7 Re$erence: ,8 1+13+3 Maximum altitude for 'P( bleed operation is 34,444 feet. 'ir bleed extraction for %ing anti-icing is not permitted. 4+ ;urin. the Securin. 4hec*li!t the A,U i! !hutdo/n and only #attery po/er re"ain!% ho/ lon. /ill it ta*e $or the A,U $lap to $ully clo!e7 Re$erence: ,8 2h+10 +o not select the batteries to ,77 less than 3 minutes after the 'P( 'B'I) light extinguishes to allo% for proper 'P( oil sca#enging and the 'P( flap to close.

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________

&lectrical
Scenario -1: At crui!e altitude the &4A3 &:&4 I;G 1 1E8T i! i!!ued% acco"panyin. thi! "e!!a.e i! the ?AU:T li.ht in the I;G p#+ 1+ ,er &4A3 a di!connect o$ the I;G i! reAuired% ho/ lon. !hould the I;G p# #e held7 Re$erence: T3 =+2+1 $olding this pb in for more than approximately E seconds may damage the disconnection mechanism. +o not disconnect the I+6 %hen the engine is not operating or not %indmilling! because starting the engine after ha#ing done so %ill damage the I+6. 2+ In $li.ht /ith the lo!! o$ G&2 1% /hat i! no/ po/erin. A4 Bu! 17 Re$erence: T3 =+1+2 6en 3. +uring normal operation if an engine dri#en generator fails, The BTC closes and the other generator supplies the entire system. "hen a#ailable 'P( or external %ill automatically supply po%er to the side of the failed generator. In flight 'E>/GE34!, %ith one generator supplying the entire system, part of the galley load is shed. In flight 'E3>!, %ith one generator supplying po%er to the entire system, all the galleys load is shed. Scenario -2: Addin. to the a#o(e !cenario% G&2 2 $ail!+ 3+ 9hen /ill the RAT auto"atically eDtend7 Re$erence: T3 =+1+= If both 'C bus > and 3 are lost and airspeed is abo#e >44 2ts the =am 'ir Turbine ='T! automatically deploys. The ='T pressurizes the blue hydraulic system %hich dri#es the emergency generator. *mergency generator output 0 2#a! is considerably lo%er than the main generators /4 2#a!. ,nce up to speed the emergency generator supplies po%er to the 'C *?? B(? and +C *?? B(? #ia the *?? T=. +uring ='T deployment prior to emergency generator coupling < sec! the batteries supply po%er to the *?? buses. 'fter landing the +C B'T bus is automatically connected to the batteries %hen airspeed drops belo% >44 2nots. "hen the airspeed decreases belo% 04 2nots the 'C *?? bus is automatically shed, and po%er is lost to the C=Ts. The ='T can be deployed manually by pressing the *M*= *)*C P"= M'- ,- pb on the o#erhead panel. The ='T can only be sto%ed on the ground. In flight %ith normal electrical supply, and the ='T deployed the emergency generator %ill supply the 'C and +C *?? and *?? ?$*+ buses. 'll other buses continue to be po%ered by their normal channels. The ='T can be extended by depressing the ='T M'- ,- pb, on the hydraulic panel. This pb causes pressurization of the blue hydraulic system and does not pro#ide emergency electrical po%er. 4+ ;urin. the approach /hen the landin. .ear i! eDtended /ill the electrical !y!te" re(ert to #attery po/er only7 Re$erence: T3 =+1+= ,n some 'E34 aircraft %hen the landing gear is extended the emergency generator is no longer po%ered. The emergency batteries supply po%er and the system automatically sheds 'C ?$*+ *?? and +C ?$*+ *?? buses. ,n the remaining 'E>/G'E34G'E3> aircraft the ='T remains po%ered do%n to >:4 2ts minimum.

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________

,o/erplant
Scenario -1: The aircra$t i! departin. ;&2 enroute to 4:T+ It i! an A321 5IA& en.ine!6 that ha! Bu!t pu!hed #ac* $ro" the .ate and ha! #een .i(en clearance to !tart+ 1+ ;urin. the !tart procedure /ith the &2G 31;& !elector in IG2/START /hen /ill the &2G "a!ter !/itch #e !elected 127 Re$erence: ,8 2#+11+2 I'*5 +o not place the *-6 master s%itch ,- before all amber crosses except -> and -3! and messages ha#e disappeared on engine parameters. The -> and -3 indications sho% amber crosses, until the actual -> and -3 reach bet%een E.01 and 91. C7M5 +o not place the *-6 master s%itch ,- before all amber crosses and messages ha#e disappeared on engine parameters.

/cenario >2 #ue to a tail9ind of 8reater than 10 @nots the cre9 elects to acco!'lish the 0anual *n8ine /tart 'rocedure? 2+ Gi(e eDa"ple! o$ other condition! that "ay reAuire a 3anual &n.ine Start+ Re$erence: ,8 4+H+4 'fter aborting a start because of5 *ngine stall *ngine *6T o#erlimit -o -> rotation $ung start I'* only! )o% start air pressure I'* only! "hen anticipating a li2ely automatic start abort because of5 +egraded bleed performance, due to hot conditions, or at a high altitude airfields. 'n engine %ith a reduced *6T margin, in hot conditions, or at a high altitude airfields. Marginal performance of the external pneumatic po%er unit. Tail%ind greater than >4 2t. 'utomatic starting may fail in tail%ind due to -> counter-rotation and hot gas bac2 flo%. 3+ A$ter pu!h#ac* the 4aptain !tate! N!tart nu"#er oneO+ 9hich pilot i! reAuired to per$or" the 3anual &n.ine Start procedure7 Re$erence: ,8 4+H+4 The captain %ill start the engines %hen using this procedure. 4+ ?inal 9/B i! recei(ed+ :ine = o$ the 9/BS indicate! B3,+ 9hat doe! B3, indicate and /hat action! "u!t #e acco"pli!hed7 Re$erence: ,8 2c+H+3 If performance re&uires the use of thrust bump, depress either pushbutton to acti#ate. -ote5 +o not engage thrust bump until both engines are running. *nsure @BA is illuminated in upper *C'M.

?ire ,rotection
Scenario -1: The aircra$t i! at the .ate0 it i! the $ir!t $li.ht o$ the day eDternal po/er i! not a(aila#le+ 1+ The Sa$ety and ,o/er 12 4hec*li!t reAuire! an A,U $ire te!t% /hat indication! /ill #e !een7 Re$erence: ,8 2a+=+3 'P( 7I=* pushbutton illuminated. ?O(IB and +I?C$ lights illuminated. M'?T*= "'=- lights illuminated, C=C, 'P( 7I=* %arning on *G"+, and 'P( page on ?+. ,nly a#ailable %ith 'C po%er!

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________

2+ 9hen the captain acco"pli!he! the $li.ht dec* preparation $lo/% /ill a $ull A,U ?IR& te!t #e reAuired7 Re$erence: ,8 2a+=+3 If 7ull> 'P( 7I=* T*?T PPP done in con8unction %ith the ?afety Q Po%er ,n Chec2list ... %as Then this chec2 is considered ...

complete and not done during the 7lightdec2 Preparation 7lo%. %as not not accomplished and must be done no%. > 'C po%er must be a#ailable to accomplish a full 'P( 7I=* T*?T. Scenario -2: In $li.ht at ?: 3 0 an &4A3 appear!+ &2G 1 ?IR& :11, A ?AU:T+ 3+ I$ a $ire occurred in en.ine nu"#er 1% /ill the cre/ recei(e $ire /arnin.!7 Re$erence: T3 H+1+2 *ach engine is e&uipped %ith t%o identical detection loops ' Q B!. *ach loop contains three heat sensing elements and a 7ire +etection (nit 7+(!. The sensing elements are located in the pylon nacelle, engine core, and fan section. The 7+( issues a fire %arning %hen both loops detect an o#erheat ? $f one loo' fails< the fire 9arnin8 s(ste! re!ains o'erational 9ith the other loo'? 'n engine fire is indicated by an aural C=C and illumination of the *-6 7I=* pb, M'?T*= "'=- lights, and 7I=* light on the pedestal engine panel. *ach engine is e&uipped %ith t%o fire extinguishers. They are discharged by pressing the associated '6*-T +I?C$ pb on the respecti#e o#erhead engine 7I=* panel. 4+ I$ &2G 1 ?IR& :11, B /ere to $ail /ithin Re$erence: T3 H+1+2 !econd! o$ :11, A% /hat indication! /ould the cre/ !ee7

' fire %arning is issued if both loops fail %ithin fi#e seconds of each other. Scenario -3: The aircra$t par*ed at the .ate and car.o i! #ein. o$$ loaded+ UneDpectedly% the 4R4 !ound!% the 3a!ter 9arnin. li.ht! illu"inate and &4A3 di!play! S31<& 5?9;6 4ARG1 S31<&+ + 9ill the !tep! di!played on &4A3 #e $ollo/ed7 Re$erence: IR8 #ac* co(er -o F This is an *C'M *xception.

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net

2013 2014 TGS Study Guide ___________________________________________________________________________________________

?uel
Scenario -1: The captain i! acco"pli!hin. the ?li.htdec* ,reparation $lo/+ 9hen the ?uel i! chec*ed it i! noted that the :e$t 1uter 9in. Tan* i! $ull and the Ri.ht 1uter 9in. Tan* i! e"pty+ :e$t /in. and ri.ht /in. tan*! are eAual and there i! 3000 l#!+ o$ $uel in the center tan*+ 1+ I! thi! con!idered BA:A24&;7 Re$erence: ,8 1+>+3 Maximum 'llo%ed "ing 7uel Imbalance - 'E>/GE34 ,uter Tan2s ,uter Tan2 maximum allo%ed imbalance is >,>9< lbs. *xception5 The maximum outer %ing tan2 imbalance one fullGone empty! is allo%ed pro#ided5 The fuel content of one side outer K inner! is e&ual to the content of the other side outer K inner!, or ,n the side of the lighter outer tan2, the inner tan2 fuel &uantity is higher than the opposite inner tan2 &uantity, up to a maximum of 9,9>: lbs. higher. The 'E>/GE34 %ing tan2 &uantity is >E,R04 lb. This &uestion does not gi#e the actual fuel &uantity in either of the inner tan2s. 'lthough the percei#ed assumption here is since there is E444 lb in the center tan2 the mains must be full, this is not al%ays the case. If these #alues %ere 2no%n it %ould be possible to determine if the second clause of the assumption %ould apply. 2+ A$ter en.ine !tart% /ill the center $uel pu"p! run7 Re$erence: T3 11+1+9 +ith the fuel 0O#* /*% 'b in A1TO the center tan@ 'u!'s o'erate for t9o !inutes after an en8ine is started. "ith the fuel M,+* ?*) pb in M'-, the center tan2 fuel pumps operate continuously. The cre% must select the CT= TC P(MP pbs ,77 %hen the center tan2 is empty. The center tan2 pumps operate for fi#e minutes after fuel lo% le#el is sensed by the auto shut off. 3+ A$ter ta*eo$$% N4TR T< ?&&;GO appear! on the &/9;+ 9hen did the center tan* $uel #e.in $eedin. the en.ine!7 Re$erence: T3 11+1+9 +uring ta2eoff and approach %hen slats are extended fuel feed is %ing tan2 to respecti#e engine. 'fter ta2eoff the center tan2 pumps restart %hen the slats are retracted 4+ ;urin. the de!cent N1UT&R T< ?U&: L?;RO appear!+ 9hat cau!e! thi! "e"o to appear7 Re$erence: T3 11+1+9 / T3 11+2+3 &4A3 Upper ;i!play The %ing tan2 transfer #al#es automatically latch open %hen the %ing inner tan2 fuel &uantity drops to >,904 lbs allo%ing the outer tan2 fuel to drain into the inner tan2. The transfer #al#es open simultaneously in both %ings and remain open until the next refueling operation. +uring steep descents and accelerationGdeceleration, the transfer #al#es may open prematurely and trigger a ), )B) %arning. + 4hec*in. the ?U&: pa.e% an a"#er line acro!! the la!t t/o di.it! o$ a $uel Auantity indicator i! di!played+ 9hat doe! that indicate7 Re$erence: T3 11+2+3 7uel on board 7,B! indication5 It is normally green 'n amber line appears across the last t%o digits %hen the 7OI is inaccurate. The indication is boxed amber if5 o center tan2 pumps failed or s%itched off o both transfer #al#es fail to open %hen %ing inner tan2 at lo% le#el.

___________________________________________________________________________________________ _ Unofficial Airbus Study Site www.airbusdriver.net