Руководство по летной эксплуатации ВС Airbus 319/320/321 (AFM/FCOM): вопросы и ответы

• B. 34.1m

• A. 35.8m

• A. 35,8 м

• C. 3.95m

• B. 7.59m

• B. 12,64m

• A. 44,51m

• B. Cockpit, fwd and aft cabins

• C. The AIR COND panel and the Forward Attendant Panel (FAP)

• A. The AIR COND panel only

• A. ± 2.5 °C

• A. automatically selected HI

• A. The minimum idle is increased automatically

• B. No

• C. They automatically close

• A. With a low passenger load to reduce bleed air demand and improve fuel efficiency

• A. Closed

• A. Yes, MODE SEL pushbutton to MAN and MAN V/S CTL toggle switch

• C. With a high passenger load in hot conditions in order to reduce the cabin temperature

• B. Emergency smoke removal and ventilation in the event of dual pack failure

• B. Places the avionics ventilation system in the closed configuration

• A. Do not open, if cabin pressure is greater than 1 psi

• A. the outflow valve, the emergency ram air inlet, the avionics ventilation inlet and extract valves, the pack flow control valves, and the FWD cargo outlet isolation valve

• A. at or above 8 800 ft

• A. Closed

• B. Three: one each for the cockpit zone, the forward cabin zone, and the aft cabin zone

• C. Closed

• C. Closed

• A. One

• B. Two

• B. No. It can lead to a bleed system damage

• A. 24 °C

• A. One

• A. Cockpit, cabin, avionic bay, cargo compartments

• A. 8 000 ft

• B. Two

• A. Remains closed during takeoff and landing to avoid ingestion of foreign matter

• A. going too high (8.6 PSI above ambient) or too low (1 PSI below ambient)

• A. Heading, attitude, and vertical speed

• C. Active

• A. The current date does not match the effective date of the active database

• B. FCU

• A. MCDU

• B. FMC and FAC GW differs by more than 7t in flight

• B. Yes, by moving the thrust levers forward from the CL detent

• C. 100 ft

• A. Yes

• A. Provides guidance to maintain speed target of V2+10kt up to acceleration altitude

• B. 160 ft

• A. The protection against aircraft stall and windshear. It has priority over all other protections

• A. TOGA / A. FLOOR

• A. At MDA -50 ft, if the AP is still engaged, DISCONNECT AP FOR LDG message pulses on the FMA to remind the flight crew that automatic landing is not available

• C. Disengage the A/THR (including Alpha Floor) for the remainder of the flight

• A. VLS

• B. Econ climb speed

• A. Four modes: Dual mode, Independent mode, Single mode, Back-up navigation mode

• A. FMGC1

• A. FMGC1

• A. FMGC1

• B. Single mode

• A. Both FMGCs are synchronized: each performs its own computations and exchanges data with the other through a crosstalk bus

• A. Both FMGCs work independently and are linked only to peripherals on their own sides of the flight deck (“onside” peripherals)

• B. Either associated FMGC has failed or delivered an invalid aircraft position

• A. When one FMGC changes the NAV accuracy from LOW to HIGH (or HIGH to LOW)

• A. Three ways: Automatically by FMGC; Manually via the MCDU RAD NAV page; manually via the RMP

• B. No

• A. The VOR or VOR/DME to be autotuned has previously been deselected by the flight crew

• C. The LS frequency entered on the RAD NAV page does not match the LS associated with the destination runway

• A. In SRS/GA TRK modes during go-around

• A. The NAV mode automatically reverts to the HDG (TRK) mode

• C. THR.IDLE | DES | NAV

• A. In RWY mode on takeoff, in FLARE and ROLL OUT modes at landing, below 30 ft RA and if a localizer signal is available

• A. Only displayed if the lateral guidance mode is HDG or TRACK

• C. THR.CLB | CLB | NAV

• A. The required distance to land

• A. 15deg/10kts

• A. Guides the A/C through autopilot in case of a TCAS RA

• B. It automatically engages when a Resolution Advisory (RA) is triggered

• C. By checking the FMA to have TCAS mode armed in blue in case of TA

• A. 3 VHF, 1 HF

• A. VHF and HF system

• C. Up to 3

• B. False

• A. True

• A. Use MECH pushbutton on the overhead CALLS panel which sounds an external horn

• C. Both voice and data channels

• A. True

• A. True

• B. The SELCAL system indicates a call

• C. VHF 1 is selected on RMP 2

• A. load an VHF frequency to the STBY/CRS window from the ATC CPDLC message

• B. False

• C. RMP is inoperative

• C. On RMP 1 and 2

• B. RMP 1 and VHF 1 operative

• A. True

• A. On frequency 121.5, 243 and 406 MHz

• C. Engine generators, external power then APU

• A. AC

• A. 2 engine generators and 1 APU generator

• A. three phase 115/200V 400Hz

• A. three phase 115/200 V 400 Hz

• A. BLUE

• A. three phase 115/200V 400Hz

• A. AC BUS

Буквы вариантов приведены к A, B, C… по порядку; исходные буквы сохранены отдельно.

• A. via TR

• A. Other engine generator or APU GEN

• B. False, The RAT powers the blue hydraulic system, which drives the Emergency generator by means of a hydraulic motor

• B. The RAT is deployed, and the aircraft speed is greater than 100kt

• B. The battery charge limiter is in fault

• C. You have to verify that both batteries are off

• B. By pushing the EXT PWR pushbutton, thus disconnecting the external power

• A. True

• C. Never disconnect an IDG unless the engine is running, nor push the IDG disconnect pushbutton for more than 3 seconds

• B. Green circuit breakers are monitored by the ECAM

• A. The EMER GEN is not supplying electrical power when AC BUS 1 and AC BUS 2 are not powered

• B. Once, if authorized by the procedures

• B. Wait 5 sec before pushing it back

• C. No, it is not possible

• A. at or below 25.5V

• A. VHF 1, HF1, RMP 1, RMP 1, VOR 1/ILS 1, DME 1 and MMR 1

• B. The green AVAIL light will illuminate on the EXT PWR push button

• A. External power

• C. Silences the cockpit horn

• B. Disarm the slide

• B. The slide is still armed

• B. The strips are photoluminescent. No action is required

• A. The hood collapses to the point that it touches your face or by a flashing red light in addition to flashing green light

• C. Green, White, Red, Amber, White

• B. These pushbuttons do not remain pressed in when pressed

• B. That corresponding part of the pushbutton is not used

• A. True

• A. True

• B. Must be shut down manually and the agent manually discharged

• A. Two fire bottles supplying multiple nozzles (nozzle quantity depends on the option)

• C. The engine fire switch is released out

• C. The APU bleed and crossbleed valves are closed, the APU generator is deactivated

• B. The extinguisher bottle has been discharged

• A. Yes, the APU will initiate an auto shutdown and discharge the extinguishing agent

• A. One

• A. Yes, it is correct for APU fire test with BATT ON only

• A. Yes

• A. APU and lavatory waste bins

• B. Two smoke detectors and a two-channel smoke detection control unit

• A. Six smoke detectors and a two-channel smoke detection control unit

• B. An APU fire agent thermal discharge has occurred

• C. Warnings will be generated in the cockpit and in the cabin

• C. Yes, the external fire warning horn will sound and the APU red fire light will illuminate on the external power panel

• A. Each engine has two fire extinguishers

• C. The crew must depress the appropriate agent DISCH switch

• A. On the ground only

• A. Extending the landing gear will place the aircraft in direct law

• A. Yes

• C. Speed brakes are extended and engines are not at idle

• C. ELAC 2

• B. Both inputs are algebraically added

• C. Droop 5 degrees

• B. Droop 10 degrees

• B. THS and rudder

• A. True

• A. Flaps or slats will be locked by wing tip brakes

• C. Automatic, regardless of autopilot status

• C. Alpha Floor

• A. FAC

• A. FMGC

• A. 50 ft RA for A320, 100 ft RA for A321

• A. the system begins to reduce the pitch attitude to 2 ° nose down over a period of 8s

• C. Significantly overshoot VMO/MMO. At approximately VMO+16 / MMO+0.04, the pitch nose- down authority smoothly reduces to zero

• B. From liftoff during takeoff until Flare Mode engages at landing

• C. Ailerons and spoilers 2,3,4,5 on each wing

• B. 67°

• A. True

• B. LO SPEED

• A. 5

• C. 2

• A. two double-slotted flap surfaces

• B. 3 (spoilers 2, 3 and 4)

• A. ½ for A320, full for A321

• A. All ground spoilers will extend partly

• B. All ground spoilers will fully deploy

• A. 5

• B. Mechanical Back-up

• C. Direct law

• A. Amber crosses (X) will replace green double bars “=” on the PFD. Va prot and Va max indications are replaced by Stall Warning Speed (Vsw), which is defined by the top of a red and black strip along the speed scale

• C. Normal law

• B. SECs

• A. CONF 1, 2 or 3 is selected, and any engine N1>80%, and the difference between the engines N1’s exceeds 35%

• A. True

• B. False, applying force on either sidestick beyond predetermined threshold will cause the autopilot(s) to disengage

• B. From 70kt during takeoff roll until 10s after liftoff and pitch attitude is above 8°

• B. minimize risk of a tailstrike during takeoff

• A. the wing structure loads

• A. in Clean configuration and in Normal Law

• A. two ailerons only, or two ailerons associated to the spoilers 4 and 5

В PDF отсутствуют буквы вариантов; они восстановлены по порядку строк.

• A. True

• B. Run for two minutes after both engines are running

• C. To reduce the flammability in the center tank

• B. Right and left wings

• A. True

• A. To protect the system against overpressure and thermal expansion

• B. It is impossible

• A. The inner compartment quantity decreases to 750 kg

• B. Automatically at engine start on the ground

В PDF отсутствуют буквы вариантов; они восстановлены по порядку строк.

• A. The center tank, the inner tanks, the outer tanks

• C. At least one center tank pump is energized

• A. Fuel quantity indication is inaccurate

• A. True

• C. To ensure that the engines are fed from the wing tanks for takeoff (feeding segregation)

• C. No action is required. The valves will close automatically during the next refueling

• C. Fuel is transferring from the outer tank to the inner tank

• C. The transfer valve is opened automatically by the low-level sensor in the inner tank

• A. The fuel transfers automatically or manually to Center Tanks, then to Wing tanks

• A. ACT, Center Tank, Wing tanks

• C. wing tanks and vent surge tanks

• A. the center tank, wing tanks and additional center tanks

• B. Green and Yellow

• A. Blue

• C. Cargo doors

• A. The green and yellow system to pressurize each other automatically

• C. Green

• A. Two engine driven pumps and one electric pump

• C. Blue

• C. 3000PSI

• A. 2500PSI

• B. False

• A. True

• A. engine 1

• A. cavitation

• A. BLUE HYD system

• A. An engine driven pump, an electric pump, the PTU using the green system and a hand pump for the cargo doors

• C. It can be stowed only when the aircraft is on the ground

• C. B+Y

• A. Hot air & electrical heating

• A. Three outboard leading-edge slats of each wing and engine air intakes

• B. Idle N1 is automatically increased, if necessary

• C. When at least one engine is running

• C. Yes, the flight crew can push the PROBE/WINDOW HEAT p/b

• C. Starts at a low level. The changeover to normal power occurs automatically in flight

• A. WAI control valves open for 30 seconds (test sequence)

• B. WING A. ICE appears on the ECAM MEMO page in green. In addition for NEO aircraft WAI green memo comes on top of EWD when the thrust levers are in TOGA or FLX/MCT detent

• B. Ice is no longer detected after period of 190s

• B. False

• C. When at least one engine is running

• C. Starts at a low level. The changeover to normal power occurs automatically in flight

• B. Electrical heating

• C. 230 kts

• A. Air bleed from the high-pressure compressor

• B. That Hot Air is provided to the booster to prevent ice crystal formation

• C. Fail to close position

• A. The parameter is pulsing green

• A. The parameter is about to reach the limit

• A. 1- Vα MAX; 2- Vα PROT; 3- VLS; 4- VFE NEXT

• C. All modes except Plan

• A. The image automatically transfers to the display formerly occupied by the ND

• C. All modes except Plan

• A. 1- VLS; 2- VSW

• A. 1- Normal law; 2- Alternate \ Direct law

• A. On CM1 PFD and CM2 ND provided that both LS pushbuttons are selected ON

• A. Associated DMC failure

• B. The VOR1 receiver is inoperative

• C. 3

• C. Rotate the EIS DMC switch on the switching panel to replace failed DMC with DMC3

• A. By pressing and holding related systems page push button on the ECAM control panel, the page will be displayed on the UPPER ECAM

• B. Engines and Warning Display (E/WD)

• B. On the CM1 ND when the CM1 VOR bearing selector is selected to VOR

• C. It is a reminder that the status page holds a maintenance message

• A. You have to press and hold the DOOR key on the ECP

• C. Yes. Use the ECAM/ND XFR, on the SWITCHING panel, to display the E/WD page on a navigation display

• A. True

• A. Dynamic speed corresponding to the Angle of Attack (AOA)

• C. 10 seconds

• A. True

• B. After first engine start and disappears after rotation

• A. Only when flap handle is in the zero position

• C. Climbing

• B. 45°

• B. 25 ° up or 13 ° down

• B. 22 ° up or 10 ° down

• A. Minimum and maximum elevations ahead of the aircraft, within the selected ND range

• A. When a reversion to the HDG V/S occurs or loss of LOC or G/S signal

• C. The localizer or glideslope receiver fails

• A. From 800ft AGL down to 80kt on landing roll

• A. As soon as thrust levers set in the TOGA or FLEX detent up to reaching 1500 ft AGL or 2 minutes after lift off

• A. True

• A. the antenna beam centerline and the horizon

• B. RTA is inserted in the MCDU and aircraft is in managed speed and NAV mode

• A. HZD mode is selected on WX radar

• A. REACT function indicates areas where the ability of the radar system to evaluate the weather is reduced due to severe signal attenuation

• A. Green

• A. inboard

• C. forward

• B. 2

• B. twin wheels

• A. each main wheel

• A. twin wheels

• A. No. When the aircraft is flying faster than 260 kt, a safety valve automatically cuts off hydraulic supply to the landing gear system

• A. hydraulic systems or electrical power

• B. remain open

• A. not locked down when the aircraft is in the landing configuration

• A. Airplane deceleration is 80% of selected rate

• B. Nothing as this is normal. The BRAKES pressure indicator only indicates alternate (yellow) brake pressure

• A. With the yellow electric hydraulic pump

• A. Disengage the autobrake before 20kt to avoid some brake jerks at low speed. The antiskid is deactivated when ground speed is less than 20 kt

• C. Yellow

• C. 75°

• B. 20kt

• A. Green hydraulic pressure available, anti-skid electrically powered, no failure in the braking system and at least one ADIRU is available

• B. Audio Indicator “Auto Brake Off, Auto Brake Off” made by Synthetic Voice

• A. GREEN – YELLOW

• C. The ground spoilers are commanded to extend

• B. Each triangle represents the gear position detected by LGCIU 1 or 2

• B. False

• B. Speed of each main gear wheel is compared to the aircraft reference speed

• A. 7

• B. 12

• A. The hottest brake with a temperature of more than 100°C

• B. 220kt

• C. The pushbutton on either steering handwheel is pressed

• C. Maximum +/- 6 degrees depending on aircraft speed

• C. Are algebraically added

• A. Nothing. It is normal indication, normal operation

• C. Ground spoilers are commanded to extend and the aircraft speed is above 40 kt

• B. Yes

• B. Yes, during ground roll and after ground spoiler extension you can select MAX mode but it is not recommended

• A. Yellow hydraulic system

• C. 2

• B. 1

• B. 1

• C. 2

• B. False

• A. True

• A. One on top and one on the bottom of the fuselage

• B. The leading edge of the wing and the engine intake to monitor ice accumulation

• A. The STROBE switch is in AUTO position

• B. 11 300 ft (+/-350ft)

• A. In each wing tips and just below APU exhaust

• A. In each wing tips and just below APU exhaust

• A. At least one ADIRU is supplied by Batteries or for a few seconds at the beginning of a complete IRS alignment

• B. ADIRU1 is supplying data to PFD1 and ND1; ADIRU2 is supplying data to PFD2 and ND2

• C. Switching the AIR DATA knob on the switching panel to CAPT 3

• C. The Navigation Database and the Takeoff Runway entered into the MCDU by the pilot

• A. Minimum fuel consumption (max range)

• C. It is possible to carry out a fast alignment by turning off and on all 3 ADIRs within 5 seconds

• B. The enhanced modes of EGPWS are automatically deactivated, while 5 GPWS basic modes remain active

• C. DME/DME, VOR/DME, LOC, and their combinations

• C. 2500 feet

• B. No, RMP backup tuning supersedes the autotuning function of both FMGCs

• A. Yes

• C. Selection of the correct runway permits the FMGC to update its position at takeoff

• B. False

• C. Three ADRs failure

• B. FMGC

• C. PFD 1 & ND 2

• A. 1- RA, 2 - TA, 3 - proximate, 4 – other

• B. Below 1000ft AGL

• A. Intruders are displayed only if a TA or RA is present, and they are within 2700ft above and 2700ft below the aircraft

• A. 20 feet

• C. 75 feet

• A. dry and wet runway

• C. must perform a go-around

• B. can disregard the message

• B. must perform a go-around

• A. True

• C. to display enhanced information on the surrounding traffic

• C. 30 NM on either side

• B. 100 NM longitudinally

• C. 9 900 ft (above and below the aircraft)

• A. When the mask is pulled toward the seat

• A. The crew oxygen system overpressure or thermal discharge

• B. 15 minutes or 22 minutes

• B. Crew is supplied by an oxygen cylinder while passengers by chemical generators

• B. Push CREW SUPPLY push button on the overhead panel

• A. Crew mask supplies pure oxygen

• A. Depressurization or smoke and fumes with selection to 100% position

• B. Depressurization only

• C. 14 000 feet (+250, -750ft)

• B. Crew mask supplies mixed oxygen

• B. The control of passenger mask doors activated, either manually or automatically

• B. It manually sends a signal to open the oxygen mask doors

• B. 15 minutes

• B. Yes

• B. Close the mask stowage box and press “RESET/TEST” control slide button

• B. The APU bleed valve is open

• B. Engine bleed system, APU and external high pressure ground power unit

• C. IP or HP stage. It is automatically controlled by the system

• B. Passes through precooler heat exchanger, then distributed

• C. High

• A. APU

• A. Whenever the aircraft is on the ground

• B. Cooling air bleed from the engine fan section

• C. Fuselage, pylons and wings

• B. Two

• C. The other one takes over most of the monitoring functions

• C. The crossbleed valve is open if the APU bleed valve is open

• A. On the forward cabin attendant panel

• A. True

• C. Under the fuselage

• A. True

• C. drains to the common tank and services on the ground via a single service panel, located under the fuselage

• B. Differential Pressure

• A. Gravity

• A. BAT 1 and 2 pushbuttons must be selected to ON

• C. With a delay if the bleed air was in use

• B. Energize the starter, the ignition turns ON. When N = 60% the starter is de-energized and the ignition turns OFF

• A. True

• A. Electric power goes to the APU system, the ECB performs a power-up test, air intake flap opens, the fuel isolation valve opens, if no fuel tank pump is running the fuel pump operates

• B. If a fuel spill occurs, perform a normal APU shutdown

• C. a single-shaft gas turbine

• A. N = 95%

• A. True

• A. If the ENG 1 FIRE pb-sw is pushed

• B. False

• B. Fire on ground only

• B. 20 000 ft

• A. Within aircraft operational envelop

• A. Within aircraft operational envelop

• A. After three consecutive APU start attempts, the flight crew must wait 60 min before a new start attempt

• B. Electric power goes to the APU system; the ECB performs a power-up test

• C. The red ring below the release button should be in view

• B. This indicates that the cabin is still pressurized and the cabin door should not be opened

• A. True

• C. The yellow hydraulic system

• A. This is escape panel which enables the flight crew to evacuate the cockpit in case of emergency, when the door is jammed

• A. True

• B. Pressure sensors which unlock the cockpit door in case of decompression

• B. It automatically unlocks

• B. outside only

• C. The yellow hydraulic system

• A. Are driven by the damper actuator for the automatic opening

• B. Automatically inflate the slide off the trailing edge of the wing

• B. Its own magnetic alternator

• B. Initiates the start sequence

• B. ENG MODE START selector is set to IGN/START position

• A. By setting the thrust levers to TO/GA or FLEX for takeoff

• A. Determined by the thrust levers position

• B. Minimum (Modulated) Idle, Approach Idle, Reverse Idle

• B. Yes, but only using the TOGA detent

• B. That the start sequence has finished and all engine parameters have stabilized

• C. A FLEX temperature must be entered on the MCDU TAKE OFF PERF page

• A. True. They will operate like conventional throttles

• A. No, the linkage is totally electrical

• B. By depressing the ENG MAN START pushbuttons on the overhead panel while the ENG MODE SELECTOR is in IGN/START position

• A. 1 - Fan, 3 - Combustion chamber, 5 - LP turbine, 7 - Accessory gearbox

• A. Engine stall, EGT overlimit, low start air pressure

• A. 2 - LP compressor, 4 - HP turbine, 6 - HP compressor

• A. At or above 9.5qt + estimated consumption (average estimated consumption ~ 0.5 qt/h)

• A. Highest value of 10.6qt or 8,9 + estimated consumption (max estimated consumption~ 0.45qt/h)

• B. No, EGT overlimit protection is only available on CFM LEAP-1A engines

• B. Turbofan engines

• A. Fan / forward

• C. The green circuit powers the doors on ENG 1, the yellow on ENG 2

• C. No, both main gears must be compressed in order to activate thrust reversers

• C. Yes, igniters are used alternately for engine start

• A. An engine stall, tail pipe fire, electrical power supply is interrupted during the start sequence (indicated by the loss of ECAM DUs)

• B. 20% (CFM56) or 63% (CFM LEAP-1A)

• A. 3

• A. 20s (CFM56) or 60s (CFM LEAP-1A)

• B. 15 min / four (CFM56) or 15 min / three (CFM LEAP-1A)

• C. Below 70kt

• B. Aircraft stop

• A. Not allowed, unless required due to an emergency

• C. The distortion of the airflow, caused by gases reentering the compressor, can cause engine stalls that may result in excessive EGT

• A. 25 kt

• B. The engine is able to start in crosswind up to 45kt

• C. Engine crosswind limit at takeoff is 35kt (gust included)

• B. False

• B. Either the thrust to target a V/S of approximately 2300 ft/min or TOGA, if the 2300 ft/min target cannot be reached