Sorular

1.DC BAT BUS is supplied normally by which bus? (Chapter 24 Page 10)
Cevap: DC MAIN GENERATION
The DC main system is composed of 4 buses:
- DC BUS 1 supplied from AC BUS 1 via TR 1,
- DC BUS 2 supplied from AC BUS via TR 2,
- the DC BAT BUS is normally supplied from DC BUS 1. The DC BAT BUS can also be supplied
from DC BUS 2 in certain failure configurations.
DC ESSENTIAL SUPPLY
The DC ESS BUS is normally supplied by ESS TR from AC BUS 1,or AC BUS 2 with the loss of AC
BUS 1.
BAT 1, 2 AND APU BAT
With the loss of all AC power sources including the EMER GEN, BAT 1 and 2 supply the DC ESS
BUS. The aircraft BAT HOT BUSES are always supplied from the batteries. The APU BAT is used to
start the APU.

2.IDG Fault light illumination depends on …… (Chapter 24 Page 30)

Cevap:IDG CONTROL P/B
The IDG can be manually disconnected, from the engine gear box, with the IDG P/B, located on the
overhead ELEC panel (235VU). When the engine is running, above the under-speed set point value
(4900 RPM), action on this P/B immediately disconnects the IDG. During engine operation and upon
IDG fault (overheat or abnormal oil low pressure), the IDG FAULT legend on panel 235VU comes on.
NOTE: The IDG FAULT legend comes on, associated to an ECAM level 2 caution.
Action on the IDG P/B will lead IDG to disconnect and the OFF legend to illuminate. With engine
stopped, the IDG cannot be manually disconnected. An under-speed condition generated by the GCU
inhibits the disconnection.

3.What is the IDG OUTPUT RATE? (Chapter 24 Page 9)

Cevap: IDG Power: 115 KVA Voltage: 115 V Frequency: 400 Hz Phases: 3
Apu Generator Power: 115 KVA Voltage: 115 V Frequency: 400 Hz Phases: 3
External Power: 90 KVA Voltage: 115 V Frequency: 400 Hz Phases: 3
CSM/G Power: 8 KVA Voltage: 115 V Frequency: 400 Hz Phases: 3
Static inverter Power: 2.5 KVA Voltage: 115 V Frequency: 400 Hz Phases: 1

4.What is supplied to DC Essential Bus in case of the complete AC BUS power failures?
Cevap:MAIN DC GENERATION D/O (3) (Chapter 24 Page 116)
GENERAL
The DC main and ESSential generation consists of four identical and interchangeable Transformer
Rectifiers (TRs) and their related contactors.
TR1, supplied by AC BUS 1, and TR2, supplied by AC BUS 2, compose the DC main generation.
These TRs respectively supply DC BUS 1 and DC BUS 2.
The APU TR, supplied by AC BUS 2, is used to charge the APU BATtery and to start the APU.
DC ESS network is supplied by ESS TR, which is supplied by:
- AC BUS 1 in normal condition,
- AC BUS 2 in abnormal condition,
- EMERgency GENerator in emergency condition.(CSM/G)
Each TR contains: - a transformer part, - a rectifier part, - a monitoring card.
DC ESSENTIAL GENERATION SWITCHING (Chapter 24 Page 132)
This topic explains the control circuit of the DC ESS power. The DC ESS network consists of:
- DC ESS BUS 4PP,
- DC ESS SHED BUS 8PP.
The control circuit enables the DC ESS network to be supplied:
- from the ESS TR in normal operation,
- from the BAT BUS in abnormal operation,
- from the BATs in emergency operation.

5. Ground service bus is performed equal to by ……

Cevap: SERVICE BUSES (Chapter 24 Page 12)
In order to not supply the entire aircraft electrical network and still perform servicing of the aircraft
(Cabin cleaning, cargo loading...) only limited items of the aircraft can be supplied, from the AC and
the DC SERVICE BUSES. This ground service supply is performed via a direct connection from EXT
PWR A only. The MAINTenance BUS switch (in the cabin forward entry area - C/B panel 5001VE)
must be selected ON and EXT PWR A available, in order to supply the service buses.

REFUEL ON BATTERY D/O (3) (Chapter 24 Page 142)

GENERAL
The refueling ELECtrical network is normally supplied by the A/C network. If the A/C network is not
supplied, the BATteries can be used as a power source. The refueling operation can be made according
to 3 different configurations: - Normal configuration, - Ground service configuration, - Battery only
configuration.
NORMAL CONFIGURATION
In normal supply configuration, the refueling ELEC network is supplied either by the EXTernal
PoWeR, the APU GENerator or the main GENerators.
GROUND SERVICE CONFIGURATION
In ground service supply configuration, the refueling ELEC network is supplied by the EXT PWR A
only via the MAINTenance BUS P/BSW without energizing the whole A/C network.
BATTERY ONLY CONFIGURATION
In BATs only configuration, the ELEC network is supplied by the main BATs.

6. Which computers we use EFIS function of the DMCs?

Cevap: EFIS (Chapter 31 Page 20)
The 3 DMCs can be considered as data concentrators. Throughout a flight, the DMCs collect and
process aircraft system data necessary for the aircraft handling operation and navigation. These data are
sent to the crew respectively on the PFD and ND. The PFD presents short term data and the ND
presents long term data. The DMC 1 normally drives the CAPT PFD and ND. The DMC 2 normally
drives the F/O PFD and ND. The DMC 3 is in standby and can be used in case of DMC 1 or/and 2
failure.
The EFIS reconfiguration (DMCs and LCD units) can be achieved either automatically or manually
through the EFIS switching panels. Three main types of reconfiguration are considered for EFIS:
- in case of single or multiple LCD units failure,
- in case of single or multiple DMC failure,
- in case of external computer information source failure.
LCD units also receive weather radar (WXR) signals, Enhanced Ground Proximity Warning System
(EGPWS) terrain image and video signals from taxi cameras.
ECAM (Chapter 31 Page 22)
The ECAM function is achieved by the SDACs and the FWCs. The Flight Warning System (FWS)
provides operational assistance during normal and abnormal configurations of the aircraft systems. The
ECAM is used for management purposes of these systems. The SDACs fulfill 3 main functions:
- data acquisition from the aircraft systems,
- data concentration,
- data digitizing to be sent to the DMCs for display on the SD.
The DMCs directly receives aircraft systems data for display on the upper part of the EWD. The
SDACs receive and digitize aircraft system information concerning amber cautions and transmit it to
the FWCs.
The FWCs fulfill 3 main functions:
- data acquisition from some main aircraft systems,
- data warning computation (all warnings, memos, status),
- flight phase computation according to the aircraft configuration.
The FWCs directly receive aircraft system data concerning red warnings and generate memos. They
generate all warning messages and activate attention getters (MASTER WARN/MASTER CAUT and
AUTOLAND) as well as audio signals and auto call outs (synthetic voices) broadcast by two
loudspeakers (no volume control for the audio signals). The DMC 3 normally drives the EWD and the
SD. The DMC 1 and DMC 2 are in standby and can be used in case of DMC 3 failure.
The ECAM reconfiguration (DMCs and LCD units) can be achieved either automatically or manually
through the ECAM switching panel. The SD also receives a video signal from the taxi cameras.

7.Which displays shown EFIS? (Chapter 31 Page 4)

Cevap:The Electronic Instrument System (EIS) presents data to the pilots on six identical and
interchangeable Liquid Crystal Display (LCD) units.
This EIS is divided into 2 parts:
- the Electronic Flight Instrument System (EFIS) composed of: 2 Primary Flight Displays (PFDs), and
2 Navigation Displays (Nds).
- the Electronic Centralized Aircraft Monitoring (ECAM) composed of: an Engine/Warning Display
(EWD), a System Display (SD) and attention getters.
EFIS (Chapter 31 Page 6)
The EFIS information is presented in front of each pilot on a PFD and a ND. The PFD displays the
basic flight information required for short-term flight. The ND displays the flight information required
for navigation. For each pilot, an EFIS control panel is supplied for the selection of display modes. An
EFIS switching panel for each pilot is also supplied for reconfiguration purposes.
ECAM (Chapter 31 Page 12)
The ECAM information is presented on the center instrument panel on an EWD and a SD. The EWD
displays engine parameters, Fuel On Board (FOB), slat and flap position, warnings and memo
messages. The SD displays synoptic giving the configuration of various aircraft systems. The ECAM
controls are provided by the ECAM Control Panel (ECP) for display and by the ECAM switching panel
for reconfiguration. The pilot's attention is drawn by:
- 2 MASTER CAUTion,2 MASTER WARNing, and 2 AUTOLAND warning lights.
- audio signals and auto call out (synthetic voices) are broadcast by 2 loudspeakers.

8.Flight Control Unit reset will be where ……. by the reset circuit breaker.
Cevap:MANUAL RESETS (Chapter 22 Page 16)
The reset function is available in the cockpit on the overhead panel. The FM reset SW resets only the
FM part. The FMGEC reset SW resets all the FG, FE and FM parts. Safety test will be run if the
aircraft is on ground with engines stopped. In flight, the FM or FMGEC reset SW reset leads to the
disconnection of the ownside autopilot (if it was engaged) with the resynchronization of both FMs. The
MCDUs are reset by the brightness knob (ON/OFF). A complete FCU reset is performed by pulling the
FCU reset SW longer than 5 min. The RESET is activated by sending a ground signal to the computer
or the function. When the RESET state is confirmed and as long as the RESET command is held, the
computer behaves as not powered or not active. The operational functioning of the computer is active
when the control signal is back to the NO RESET state.

9.Which Push Button (P/B) is used communication service interphone from cockpit?
Cevap:SERVICE INTERPHONE SYSTEM (Chapter 23 Page 5)
The service interphone system enables voice communications, on ground only, between the cockpit, the
cabin crew stations and the service interphone jacks located around and in the aircraft. In the cockpit,
the CABin key on the ACP must be pressed. In the cabin, the cabin crew has to press twice on the
INTerPHone key on the handset to activate the service interphone function. A display on the AIPs in the
cabin will indicate that the service interphone is in use. If on-ground information is not sent to the
Directors, the SerViCE INTerphone OVerRiDe pushbutton has to be set to ON to force the service
interphone to work.

10.In case of RMP is fail, which communication can be control?

Cevap: RADIO MANAGEMENT D/O (3) ( Airbus Training Manual )
COMMUNICATION ARCHITECTURE
There are three Radio Management Panels (RMPs) used for frequency selection of the different HF and
VHF transceivers. The architecture of the radio management system enables the three RMPs to
permanently dialog between each other. Thus, each RMP can control any of the radio transceivers. If at
least one RMP is available, all HF and VHF transceivers can be controlled. The RMP1 and RMP2 are
directly connected to all the HF and VHF radio transceivers. The RMP3 is only connected to the RMP1
and RMP 2. Only the RMP 1 and RMP 2 can control the radio navigation systems in back-up mode
when the Flight Management Guidance and Envelope Computers (FMGECs) have failed. Each RMP is
normally dedicated to controlling a particular radio:
- RMP 1 is dedicated to the VHF Data Radio transceiver 1 (VDR 1),
- RMP 2 is dedicated to VDR 2,
- RMP 3 is dedicated to VDR 3 and the two HF Data Radio transceivers, HFDR 1 and HFDR 2. If an
RMP takes control of a non-dedicated transceiver, the SELector light will come on white on this RMP
and on the RMP dedicated to the selected transceiver.
OPERATION
NORMAL OPERATION In normal configuration, the RMP 3 sends frequencies to the radio
communication transceivers via its dialog buses and through RMP 1 and RMP 2. In normal operation,
RMP 1 and RMP 2 send frequencies to PORT A radio communication transceivers (except for VDR3).
ATSU is linked to the port A of the VDR3 for data mode and port B is used for voice mode.
RECONFIGURATION In case of failure of one RMP, the other RMPs control all the radio
communication transceivers via their dialog buses and through RMP 1 and RMP 2. When one RMP is
defective, the displays become blank. Switching it (the display) OFF can let the control of the onside
radio communication transceivers operate from the other RMPs. If RMP 1 and RMP 2 fail, RMP 3
controls all the radio communication transceivers (VHF and HF). In case of RMP 2 and RMP 3 failure,
RMP 2 PORT DISCRETE selects PORT B on the side 2 transceivers. In this case, RMP 1 controls all
the radio communication transceivers. In case of RMP 1 and RMP 3 failure, RMP 1 COM DISCRETE
selects PORT B on the side 1 transceivers.

11. Apu fire on ground is normally …….?

Cevap: APU FIRE PROTECTION (Chapter 26 Page 6)
The APU fire protection is done by two systems: the fire detection system and the fire extinguishing
system. The APU Fire Detection Unit (FDU) monitors two detector loops. Each loop has a detector
element located in the APU compartment. Warnings are generated according to an AND logic (both
loops detect a FIRE). There is one fire bottle located in the aft fuselage for APU FIRE extinguishing.
The APU fire can be extinguished manually or automatically. The APU fire protection system gives
aural and visual indications for FIRE and FAULT conditions. In case of a FIRE when the A/C is on the
ground, the Automatic Fire Extinguishing Control Unit (AFECU) initiates an auto shutdown of the
APU and discharges the extinguishing bottle if there is no manual operation from the cockpit within 3
seconds.

12. Which ADIRU is connect to DMC 1?

Cevap: OUTPUTS (Chapter 34 Page 6)
The ADIRUs provide information to many of the Line Replaceable Units (LRUs) as well as attitude
and heading information displayed on the PFD and ND via the Display Management Computers
(DMCs). ADIRU 1 and ADIRU 3 provide heading data to the Digital Distance and Radio Magnetic
Indicator (DDRMI). Displayed heading data is referenced to true or magnetic north, control of the type
of output is selectable by the flight crew via the true/MAGnetic pushbutton. The ADIRUs also provide
information to the Flight Management Guidance and Envelope Computer (FMGEC) for flight
management purposes.
SWITCHING
The ADIRU SWITCHING panel is located on the center pedestal. In normal configuration, ADIRU 1
supplies the CAPT EFIS (DMC 1), and heading to the DDRMI. ADIRU 2 supplies the F/O EFIS
(DMC 2) and ADIRU 3 is in standby. In case of failure of the ADR or IR function of ADIRU 1 or 2, the
affected instruments and displays can be manually switched to ADIRU 3 by turning the switch on the
SWITCHING panel.

13.How many instruments are displayed by the ISIS (Integrated Standby Instrument System)?
Cevap:ISIS GENERAL (Chapter 34 Page 8)
The ISIS replaces three conventional standby instruments: - the standby altimeter, - the standby horizon
indicator, - the standby airspeed indicator.
PRESENTATION
ISIS is composed of: - a pressure module with its associated pressure sensors, - an inertial module with
its associated gyroscopes and accelerometers, - a computation module for operational parameters
calculation (altitude, airspeed, attitude) and graphics generation, - a display module (color liquid crystal
display).
DISPLAY
ISIS can display:
- airspeed and Mach number,
- pitch and roll angles,
- lateral acceleration,
- altitude,
- ILS information,
- reference barometric pressure in Hpa.
Optionally, ISIS can also display:
- metric altitude,
- barometric correction in IN.HG,
- magnetic heading.
MAINTENANCE/TEST FACILITIES
ISIS is fitted with a BITE. Specific maintenance and test menus are directly accessible by using the
keys on the front face of the instrument. ISIS is connected to the Central Maintenance Computer
(CMC) for BITE status interrogation.

14.CMC (Central Maintenance Computer) changeover from active to standby, How does it
change over?
Cevap:CMS BACK-UP FUNCTIONS (2) (Chapter 45 Page 78)
CMS RECONFIGURATION
This part of the module describes the possible reconfigurations of the CMCs.
GENERAL
The A/C systems send their BITE information in parallel to the 2 CMCs which acquire and process
information in the same manner. In normal operation, CMC 1 is active; CMC 2 became active
(automatic switching) in case of CMC 1 failure or an action on the relevant P/BSW on the overhead
panel in the cockpit.
AUTOMATIC SWITCHING
The automatic switching occurs when the CMC 1 internal monitoring detects a hardware or software
failure. In this case, CMC 2 communicates with the type 1 systems via CMC 1 internal switching
stages and with the type 2 and 3 systems via discrete links. No information is provided to identify the
active CMC except "MAINTENANCE/CMC 1" message which is displayed on the SD/STATUS
PAGE.
MANUAL SWITCHING
CMC manual switching is possible via a CMC 1/AUTO-OFF P/B. This can be used in case of problem
(communication with a given system) or for maintenance purpose.

15.When is the interactive mode in the CMS available?

Cevap:CMS GENERAL DESCRIPTION (3) (Chapter 45 Page 12)
OPERATION MODES
The CMS operates in two modes, a normal mode and an interactive mode. In normal mode, the CMS
records fault messages from the system BITE and warnings from the FWCs. In interactive mode, which
is available on the ground only, the CMS allows the operator to retrieve trouble-shooting data and to
initiate tests.

16.CMS Power up test, What is the meaning?

Cevap:CMS GENERAL DESCRIPTION (3) (Chapter 45 Page 8)
TESTS
The test function, performed by the BITE, can be divided in 4 groups: power-up tests, which are safety
tests. They check the system integrity. They are carried out on the ground after a power cut. The typical
tasks of a power-up test are: test of the microprocessor, of the memories, of ARINC 429 links,
input/output circuits and configuration test. - cyclic tests, which are executed in flight and do not
disturb system operation. It is a permanent monitoring of the system. The typical tasks are: watchdog
test, RAM test. - system tests, which enable the maintenance staff to check that the systems are safe for
flight and enable troubleshooting. They are carried out on the ground. - specific tests, which are
available for some systems. They generate stimuli to various command devices such as actuators or
valves. They can have major effects on the A/C, like automatic moving of slats or flaps, and engine dry
cranking. System tests and specific tests are initiated manually via the CMCs.
17.Which CMC failure class in available during flight?
Cevap: CMS MESSAGE DESCRIPTION (3) (Chapter 45 Page 16)
FAILURE CLASSES
Failures are divided into three classes depending on their operational and safety consequences on the A/
C.
CLASS 1 FAILURES
Class 1 failures are the failures that have an operational consequence on the current flight. Some of
them are displayed as a warning in real time on the ECAM and available on the MCDU.
CLASS 2 FAILURES
Class 2 failures are the failures that have no operational consequence on the current flight. Some
affected systems are identified on the ECAM STATUS page. As for class 1 failures, the maintenance
team can identify them on the post-flight report.
CLASS 3 FAILURES
Class 3 failures have neither operational nor safety consequences on the A/C. They are not indicated to
the flight crew during flight. They are only available on ground through the MCDU class 3 report.

18.Which light is automaticly activate cockpit door open position?

Cevap: FWD entry light (Fwd galley light)

19.Which units are connect to ATSU (Air Traffic Service Unit)?

Cevap:ATIMS DESCRIPTION (Chapter 46 Page 14)
The ATIMS consists of: 1ea ATSU: It’s a modular hosting platform that: Centralizes all data
communication-related functions: - ATC datalink, - Airline data communication. Manages the
dedicated Human Machine Interface for datalink. Hosts software developed by several suppliers: - ATC
software controlled and managed by Airbus/Aerospatiale, - Customizable AOC software open to
competition between ACARS vendors (Rockwell Collins and Allied Signal); Communicates initially
via ACARS networks: –Is upgradable to communicate over ATN (Aeronautical Telecommunication
Network). The main functions performed by the ATSU are: # to host the various datalink applications,
including Airline Operational Control and Air Traffic Services, # to provide management and access to
the different datalink services available, # to provide management and access to the various datalink
networks available. 2ea Datalink Control and Displays Units (DCDUs) which provide the flight crew
with display capabilities and control resources, allowing the display of data received from ATC and the
sending of answers and messages to ATC. 2ea ATC MSG attentions getters: P/Bs used for visual alert
in case of ATC messages reception. NOTE:The two DCDUs are not fitted in Pre-FANS configuration
and the ATC MSG pushbuttons switches are not operational.
The ATSU is connected to the following units and uses the services of these multipurpose devices for
interface needs:
# the Multipurpose Control and Display Units (MCDUs)
# the Printer
# the Flight Warning Computers (FWCs)
# the Radio Management Panels (RMPs).

20.ATIMS (Air Traffic Information Management System) maintenance menu accessible has 3
selection ……
Cevap: MAINTENANCE PAGE (Chapter 46 Page 56)
The MAINTENANCE page in the ATSU COMM MENU gives access to TEST, STATISTICS and
AUDIT pages.
TEST page
This page is used to test the link between the aircraft and the ground through a specific communication
media. Pressing the related line key causes the ATSU to send a downlink message to the ground and
wait for the answer: # the IN PROGRESS indication is displayed instead of the REQUEST indication
during the link test # Then, the result of the test is shown: OK or FAILED indication. - REQUEST
VHF3 LINK (1L) This line key enables to activate the link test and to display the status of the
connection between VDR3 and the ground center. - REQUEST SAT LINK (1R) This line key enables
to activate the link test and to display the status of the connection between the SDU1 and the ground
center. - REQUEST HF LINK (3R) (if HFDR system installed) This line key enables to activate the
link test and to display the status of the connection between the HFDR1 and the ground center.

STATISTICS page
The STATISTICS page is used to display and print the statistics reports on each communication media:
# VHF3 STATS page (1L) # SATCOM STATS page (2L) # HF STATS page (4L) # ROUTER STATS
page (3L) Statistics are representative of the state of each media at the time when the line key
corresponding to this media is pressed. On the VHF3 STATS, SATCOM STATS and HF STATS pages,
the XXX indication is comprised between 0 and 999 and indicates the number of blocks transmitted,
received and failed through the concerned media and also the number of retries.
The ROUTER STATS page shows the statistics for different communication means, and for different
types of messages (ATC, peripherals...).This page displays the global statistics for uplink and downlink
messages and gives access to three specific pagesfor more details: # the ATC STATS page gives the
number of uplink and downlink ATC messages, OK and failed # the PERIPHERALS STATS page
gives the number of uplink and downlink messages, OK and failed, coming from the ATSU peripherals
(FMGEC1 and 2, CMC, DMU, Cabin Terminal1 and 2) # the OTHERS STATS page gives the number
of uplink and downlink messages, OK and failed, exchanged between the hosted AOC applications and
the router.

AUDIT page
The AUDIT page enables automatic printing of all downlink and/or uplink datalinkmessages that pass
through the ATSU. Specific communication media can be audited separately by pressing the line key
adjacent to the YES/NO indicationto display YES (for activation) or NO (for de-activation) next to: #
VHF3 (1L) # SATCOM (1R) # HF (2R) (optional) # UPLINKS (3L) # DOWNLINKS (4L) NOTE :
The AUDIT mode is de-activated by default (all toggles set to NO).

21.Which are submenus of ATIMS on MCDU?

Cevap:ATSU DATALINK APPLICATIONS (Chapter 46 Page 30)
Three menus are available:
Air/Ground communication menu
The COMM MENU is available in pre-FANS and FANS A configurations and gives access to: # the
COMM INIT page to initialize the datalink communications # the VHF3 DATA MODE page to select
the ground station (Service Provider) for datalink communications # the VHF3 VOICE DIRECTORY
page to select the mode VOICE or DATA and the VOICE frequency # the COMM STATUS page to
display the availability of the VHF3 and SATCOM networks # the COMPANY CALL page to display
the message content and to validate a VOICE-GO-AHEAD # the MAINTENANCE page which
comprises a TEST part and an AUDIT part
Airline company menu
The AOC menu is comprised in pre-FANS and FANS A configurations and is specific to the airline.
Generally it hosts these applications: # configuration/initialization. # downlink message entry/selection/
transmission. # uplink message display
Controller-Pilot Data Link Communication Menu
The ATC menu is only comprised in FANS A configuration and gives access to: # the LAT REQ page
for request of lateral trajectory changes to the ATC center # the WHEN CAN WE page for time
estimation request to the ATC center # the MSG LOG page to display any message closed and stored
on the DCDU # the NOTIFICATION page to initialize the ATS Facilities Notification with an ATC
center and establish contact # the VERT REQ page for request of vertical trajectory changes to the ATC
center # the OTHER REQ page for miscellaneous request such as voice contact request with ATC
center # the TEXT page to send justifications to negative replies to the ATC center # the REPORTS
page to generate automatically position reports at each ATC waypoint # the CONNECTION STATUS
page to display the status of the CPDLC connections and to activate/deactivate the ADS applications #
the EMERGENCY page to generate emergency messages to the ATC center.

22. Category B areas refer for which areas?

Cevap:STRUCTURE PROTECTIONS & AWARENESS D/O (3) (Chapter 51-57 Page 186)
SURFACE PROTECTIONS
Protective treatments prevent corrosion and damage by aggressive fluids and provide erosion protection
to metallic structures. Composite structures have a surface treatment to protect them against the effects
of lightning strike, ultra violet rays, erosion and fluids. The type of the surface protection of the
components depends on: - the material, - the function, - the location.
PROTECTIVE TREATMENTS AREAS - FUSELAGE
All external areas have a surface protection. The following areas are an exception: - leading edges of
slats and engine inlet cowl, - external surfaces of the pylon made of corrosion resistant materials
(stainless steel/titanium), - scuff plates on passenger and cargo doors, - APU exhaust, - equipment
components, for example angles of an attached sensor, static port areas.
The internal area of an aircraft is divided into three main zones. Each zone has a different surface
protection. These zones are divided as follows:
- Category A: areas in contact with air and water,
- Category B: areas in contact with fuel (including pipes),
- Category C: areas where corrosion can be expected due to: - contact with hydraulic fluids, lubricants
and/or waste water, - high condensation, - difficult access, and/or high risk of accidental damage.

23.Where is the location of ATSU?

Cevap:COMPONENT LOCATIONS (Chapter 46 Page 42)
The ATSU 1TX1 is installed in the rack 80VU in the Avionics Compartment (only A320 family)
The ATSU 1TX1 is installed in the rack 821VU in the Avionics Compartment (only A330/A340)

24.Cargo door has ….. actuator.

Cevap:CARGO DOORS (Chapter 52 Page 10)
The FWD and aft cargo doors open outwards and upwards from the fuselage and are manually
locked/unlocked and hydraulically operated. The door system comprises:
- a cargo door selector to select the opening or closing of the door,
- a green indicator light to indicate that the door is fully open and locked,
- a hydraulic actuator to open and close the door and to lock it mechanically when the door is fully
open,
- a locking handle to lock the door when the door is fully closed,
- a latching handle to control latching/unlatching of the door in the fuselage,
- 10 indicator flags to indicate the correct locking of the door.
25.Where is the section 15 of the fuselage?
Cevap:FUSELAGE D/O (3) (Chapter 51-57 Page 18)
GENERAL ARRANGEMENT
The fuselage is divided into five main parts:
- the nose forward fuselage (section 11/12),
- the forward fuselage (section 13/14 and 14A for A330-300/A340-300),
- the center fuselage (section 15),
- the rear fuselage (sections 16/17,18),
- And the cone/rear fuselage (section 19/19.1).
CENTER FUSELAGE (Chapter 51-57 Page 34)
SECTION LAYOUT
The center fuselage (section 15) extends from Fr 38 to 54. It includes the emergency exit doors. The
pressurized zones extend from Fr 38 to 54 in the upper fuselage, and from Fr 38 to 40 and Fr 53.2 to 54
in the lower fuselage. The unpressurized zones extend from Fr 40 to 53.2 in the lower fuselage.

26.What is the function Air chiller unit on Galley?

Cevap:GALLEY COOLING SYSTEM D/O (3) (Chapter 25 Page 98)
GENERAL
The galley cooling system keeps galley trolley and/or galley compartment food and beverages cold.
The system has several air chiller units that operate independently. The air chiller units are located in
the underfloor, cut-outs are made on the floor panels for the connection of the galley to the galley
cooling system.
SYSTEM DESCRIPTION
The air chiller units supply cooled air for the trolleys or the trolley compartment in the connected
galley. The insulated supply and return chilled air unit ducting to the galley interface has standard parts
and individual connections to the galley. To cover most galley configurations various installation
positions are specified and the air chiller units are available with different cooling capacities. The air
chiller is composed of: - air chiller units, - water drain, - condenser discharge air duct, - chilled air
ducting with a standard part and a customized part.
SYSTEM OPERATION
The cooled air is supplied to the galley through insulated ducts. The air returning from the galley goes
through an evaporator, is chilled, and returned to the galley in a closed loop. The condenser discharge
air blows out of the air chiller through a duct. The drain water of the air chiller unit drains into the
aircraft wastewater drain system of the galley.

27.Cross bleed valve has how many motors for mods?

Cevap:BLEED AIR DISTRIBUTION AND SUPPLY D/O (3) (Chapter 36 Page 10)
CROSSBLEED SYSTEM
The crossbleed valve is an electrically controlled butterfly shut-off valve. Two electrical motors, which
work independently, are used for manual or automatic operation. A Fully Open (FO) or Fully Close
(FC) position of the valve is sent to the two BMCs by 2 micro switches. Either automatic or manual
control can be selected using the crossbleed valve selector of the AIR panel.

28.TAT (Total air temperature) probe heated when is operational …..

Cevap:Engine is running.
PROBE ICE DETECTION
Ice protection of the static ports, Angle Of Attack (AOA) sensors, pitot and Total Air Temperature
(TAT) probes is achieved by electrical heating. Three Probe Heat Computers (PHCs) control the
heating elements. Probe heating system is automatically or manually controlled. In case of severe icing
conditions on ground, automatic operation can be overridden with the PROBE/WINDOW HEAT
P/BSW.

29.What depends passenger oxygen rate of flow?

Cevap:PASSENGER GASEOUS OXYGEN SYSTEM D/O (3) (Chapter 35 Page 4)
GENERAL
The passenger gaseous oxygen system supplies oxygen to each oxygen container in case of an
emergency. The rate of the oxygen flow depends on the altitude, down to zero at 10.000 ft (3050 m).
With the gaseous oxygen system, the oxygen supply can be stopped at 10.000 ft (3050 m) and then be
re-started if the aircraft has to climb to clear another obstacle. The gaseous oxygen system has no
characteristic flight profile. Since the flow is greater with the altitude, the lower the flight is performed
the longer the oxygen supply lasts.
OPERATION
When the cabin pressure decreases to a pressure equivalent to 14.000 ft (4300 m) the altitude switch
(SW) closes. This starts the automatic operation of the oxygen system. If the altitude SW fails, the
MASK MANual ON P/B can be pushed at any time to start the operation of the oxygen system. The
altitude SW or the MASK MAN ON P/B send a signal to open the system shutoff valves and low
pressure oxygen is supplied. The bleed/vent valve first bleeds the remaining air in the lines and then
closes to let the system fill with oxygen. The SYStem ON ligh

30.During electrical emergency condition, Which fuel pumps supply to engine?

Cevap:ENGINE FEED ABNORMAL OPERATION
If a main pump becomes defective or is set to OFF, the fuel pressure from the pump decreases. When
the pressure is 0.41 bar (6 psi) the fuel pump pressure switch removes the ground to the standby fuel
pump automatic-control 1 relay. The relay connects a 28 VDC supply to the standby fuel pump control
contactor which connects a 115 VAC supply to energize the standby pump. Following the failure
detection, an ECAM message is triggered and the FUEL SD page is displayed. If the main and standby
pumps do not operate, engine gravity feed is still available through the pumps. The engine causes a
suction that pulls fuel through the fuel pump inlet, through the outlet check valve and into the engine
feed line. In case of emergency electrical configuration, only the left main pump 2 is electrically
supplied from the Constant Speed Motor/Generator (CSM/G), in order to restart or supply fuel to any
of the two engines. If the left main pump 2 is set to OFF or FAULT, the right main pump 2 will operate.
If the LAND RECOVERY P/BSW is pushed, the running pump stops automatically and the two
engines are then gravity fed.

31.Outer tank to inner tank fuel transfer possible …..

Cevap:AUTOMATIC TRANSFER: OUTER TANKS TO INNER TANKS
Gravity is used to move fuel from the outer tanks to the inner tanks under the automatic control of the
master FCMC when the OUTR TK XFR P/B is not in the MANual position. Outer tank to inner tank
transfer is activated by the FCMC via 2 inter-tank transfer valves, opening and closing at the same
time, depending on the fuel level of the inner tanks. The operation is displayed on the ECAM FUEL
page.
MANUAL TRANSFER: OUTER TANKS TO INNER TANKS
If any failure is detected during automatic transfer from outer tanks to inner tanks, the FCMCs trigger
a FAULT light on the OUTR TK XFR P/B, and a message on the ECAM requesting outer tank to inner
tank selection. When the OUTR TK XFR P/B is set to, the inter-tank transfer valves, the outer tank
inlet valves and the inner tank inlet valves will be controlled to open.
32.What control the engine low pressure fuel valve by the?
Cevap:LP VALVE OPERATION
There is one LP valve for each engine, and each engine has an equivalent circuit. Thus as each LP valve
circuit is the same, only the operation of the No. 1 engine circuit is described here. Each actuator has
two motors, which get their power supply from different sources:
- the 28 VDC ESS bus supplies motor 1,
- the 28 VDC bus 2 supplies motor 2.
The engine LP fuel shut-off system is controlled manually. When the ENG 1 FIRE P/BSW is in and
guarded, the ENG 1 MASTER switch selection to ON disconnect the 28VDC supply from the master
switch slave ENG 1 relay. The relay de-energizes and connects a 28 VDC supply (through the ENG 1
FIRE P/BSW) to the LP valve actuator. The actuator then opens the LP valve. When the No. 1 ENG
MASTER switch is set to OFF, it connects a 28 VDC supply to the relay. The relay energizes and
connects a 28 VDC supply through the ENG 1 FIRE P/BSW to the LP valve actuator. The actuator then
closes the LP valve. The ENG 1 FIRE P/BSW position, master switch slave ENG 1 relay and engine 1
LP valve actuator positions are sent to the FCMCs for indication on the ECAM FUEL page and for LP
system fault reporting.
LP VALVE OPERATION IN CASE OF ENGINE FIRE If the ENG 1 FIRE P/BSW is released when
the master switch is on: - it disconnects the 28 VDC supply from the 'open' side of the actuator, - it
connects a 28 VDC supply to the 'close' side of the actuator, the LP valve moves to the closed position.
Operation of the ENG 1 FIRE P/BSW always overrides an ON selection and closes the valve.

33.Fuel quantity monitoring is standby, what is the computer?

Cevap:FCMC (Fuel Control and Monitoring Computer) MEASUREMENT
,The 2 FCMCs receive:
- fuel data from the quantity and temperature probes,
- attitude, acceleration and pitch and roll angles from the 3 Air Data and Inertial Reference Units
(ADIRUs).
With this data, each FCMC performs all fuel quantity and temperature measurements and indications.
Each FCMC contains the command and monitor processors. Each processor concurrently computes
fuel quantity and temperature measurements using different software and different information sources
to provide reliable data. The FCMCs measure the temperature changes in resistance and transmit the
temperature data from the sensors in the inner tanks to the ECAM FUEL page and to the refuel/defuel
panel indicator. The refuel/defuel panel indicator is slaved to the FCMCs displaying the ARINC 429
received data.

34.What pressure is water tank possible?

Cevap: AIR SUPPLY SYSTEM D/O (3)
GENERAL
Water tank pressurization is required to deliver water under pressure to the lavatories and galley
faucets. The water tanks are pressurized between 25 psi and 30 psi (1.7 bar and 2.1 bar) using different
sources: - the engines, - the APU, - an electrical compressor, - a ground air supply system.
AIR SUPPLY SYSTEM
The shuttle valve lets the tanks be pressurized either by the pneumatic system or the ground air supply
system. The air filter makes sure that unwanted material and dirt do not get into the system. If the air-
supply line is more than 34 psi (2.3 bar) the pressure-reducing valve opens and lets the air bleed out of
the system. The air check-valves let the pressurized air flow only in the direction of the water tanks to
prevent: - a decrease of the pressure in the water tanks, - an airflow between the tanks, - a water flow in
the direction of the air supply system. You can activate the depressurization system to prevent
waterflow from the heated under floor area to the unheated overflow area. Two depressurization valves
are installed above the potable water tanks, and a Shut-Off Valve (SOV) is installed below the FWD
tank. The system is activated by a P/BSW installed on the C/B panel. The valves remain open until the
P/BSW is pushed again or the A/C leaves the ground. This system is only for operation when the A/C is
on ground.
AIR SUPPLY BOOST SYSTEM
The compressor power supply is a 115 VAC three-phase current. One air filter is installed on the inlet
line and on the outlet line of the compressor. A thermal-overload protection circuit protects the motor
from overheating. Depending on the pressure detected by the pressure switch (between 25 and 28 psi)
at the overflow line of the water tanks, the relay energizes the electrical motor of the compressor. The
compressor supplies clean compressed air at 28 psi (1.9 bar) to the Potable Water System (PWS).
GROUND AIR SUPPLY SYSTEM
On ground, the water tanks can be pressurized. The ground-air pressure connection is installed on the
potable water service panel.
WASTE TANK
VACUUM
A differential pressure is necessary to move the waste from the toilet bowl to the tank. The generators
give the necessary differential pressure in the applicable Waste Holding Tank when the A/C is on
ground, and up to 16000 feet +/ - 700 ft, creating a differential pressure between 4 psi (0.28 bar) and 9
psi (0.62 bar) below the cabin pressure. The Waste Level Transmitter monitors the level in the Waste
Holding Tank and sends a signal to the VSC. The VSC uses the Differential Pressure Sensors, and
energizes the motor start relay of the Vacuum Generator when necessary. The VSC monitors the
thermal switch circuit on the Vacuum Generator. If a Vacuum Generator becomes too hot, the thermal
switch opens and the VSC de-energizes the Vacuum Generator.

35.Priorty Valve given operate of flight control system, when landing gear extend position…….
Cevap:NORMAL BRAKING MANUAL MODE
In manual mode, the aircraft on ground, with the braking pedals operating, the related braking inputs
are sent to the Braking and Steering Control Unit (BSCU), which energizes the normal selector valve to
connect the green hydraulic power to the system. A pressure switch measures the HYDraulic pressure
in the system and supplies the data to the BSCU. The automatic selector, operated by the hydraulic
pressure, lets the green system supply the normal brakes and cuts the blue HYD pressure. When both
hydraulic systems are available, by its internal design, the automatic selector gives priority to the green
system. The servo valve, controlled by the BSCU, modulates the HYD pressure sent to the brakes
according to the pedals demand and the Anti-Skid (A/SKID) protection. Wheel rotation speed and
braking pressure values are fed back to the BSCU for braking and A/SKID computation. The BSCU
sends data to the WHEEL page.
BRAKE MANIFOLD
The brake manifold supplies the user equipment of the brakes and flap/slat motors. A priority valve can
isolate the supply of the landing gear and Constant Speed Motor/Generator (CSM/G) during a possible
drop of pressure in the system. The HP filter manifold supplies the user equipment of the landing gear
and CSM/G.
USERS The blue system supplies the thrust reverser 1 and the yellow system supplies the thrust
reverser 2. The flight controls supply, which is evenly divided between the three hydraulic systems, is
done through the leak measurement valves. These valves can be closed for maintenance operation. The
hydraulic supplied to the heavy users is taken before the leak measurement valves, and the green
system includes a priority valve which cuts the supply to the L/G, nose wheel steering and emergency
generator in case of green low pressure.
36.Hydraulic reservoir Air pressure, How many pressure?
C:GREEN HYDRAULIC SYSTEM D/O (3)
SYSTEM DESCRIPTION
The green hydraulic system is pressurized via different components which will be described.
RESERVOIR The green reservoir supplies hydraulic fluid to the engine pumps, the electric pump and
the Ram Air Turbine (RAT). The reservoir is air-pressurized to 50 psi (in flight or ground) in order to
avoid cavitation of the hydraulic pumps. It is designed to remain pressurized for at least 12 hours.
Various accessory components are installed on the reservoir. On the top of each reservoir, an air
pressure switch monitors the air pressure inside the reservoir. A low level switch is installed on the
middle of each reservoir and monitors the fluid quantity to activate a low level caution at 8 l remaining.
An analog system, based on capacitive transmitters, permanently monitors the fluid level. A
temperature transmitter installed on the return port of the reservoir, sends fluid temperature indications
to the Hydraulic System Monitoring Unit (HSMU).

37.Hydraulic system overheat on Ecam page shows temperature?

Cevap:GREEN HYDRAULIC SYSTEM D/O (3)
RESERVOIR
The air pressure switch sends a discrete signal to the HSMU and System Data Acquisition
Concentrators (SDACs), when the air pressure in the reservoir decreases to 22 psi. The HSMU uses this
signal to elaborate its internal logic and controls the FAULT legends on the P/BSW. The same signal is
used by the SDACs for the ECAM indication and associated warning. When the air pressure increases
to 25 psi, the FAULT legend goes off. A quantity transmitter elaborates a 1 to 9 V analog signal which
corresponds to the level of fluid in the reservoir. When a low level is detected, the low level switch
sends a discrete signal to the HSMU and SDACs. The HSMU uses this signal to elaborate its internal
logic and to control the FAULT legend on the P/BSW. The same signal is used by the SDACs for the
ECAM indication and associated warning. The temperature transmitter sends its analog information to
the HSMU. The computer converts the received signal into a voltage, which is between 1 to 9 V. This
signal is used for temperature compensation of the ECAM fluid level fill band and overheats detection
(1 V corresponding to -60ºC, 9 V corresponding to +120ºC). When the fluid temperature reaches 95ºC,
the HSMU generates an overheat signal and the FAULT legend comes on, on the yellow HYD P/BSW.
A copy of this overheat signal is also sent to the SDACs for the ECAM indication and associated
warning.
NOTE: Note: The amber OVHT message stays on as long as the sensor detects the overheat. From the
fluid temperature and level gage signals, the HSMU elaborates a 1 to 9 V analog signal, which
corresponds to the reservoir filling correction to execute. These signals are sent to the filling correction
indicator located on the green ground service panel, via the filling selector valve.

38.

39.What is the function of landing gear system safety valve?

Cevap: The L/G system is equipped with an isolation safety valve. The isolation safety valve is
energized closed when the A/C airspeed is more than 280 Kts. As a consequence, the L/G is isolated
from the green hydraulic system and cannot be extended.
40.Which aileron panel performed droop function?
Cevap:AILERON DROOP
The aileron droop function is provided by all the ailerons. The ailerons are deflected downwards when
the flaps are extended to follow the contours of the wing. The aileron droop function increases the lift
on the part of the wing, with no flaps.
AILERON DROOP FUNCTION This function consists in deflecting the inboard and outboard ailerons
downwards, depending on the flap and slat position. The aileron droop function can be engaged on the
ground or in flight.

41.Function of Rudder pedal feel and trim unit .

Cevap:YAW
The rudder fulfills the yaw control. The rudder is controlled by the flight control computers, which
receive command orders from the rudder pedals, side sticks, and RUDDER TRIM control panel or
autopilot and aircraft response. The Pedal Feel and Trim Unit (PFTU) gives rudder pedal artificial feel,
trim function and feedback movement.
Artificial feel and trim forces are generated through the Pedal Feel and Trim Unit (PFTU). The unit
includes two springs to provide the artificial feel and the increased loading in Autopilot (AP) mode.
The unit also includes two trim motors each controlled by one FCSC. The Pedal Damper and Friction
Unit (PDFU) improves the pilot feeling, by generating resisting torques into the Co-Pilot pedals. In
manual trimming, when the crew operates the RUD TRIM control switch, orders are sent to the FCSCs.
These computers signal the active trim motor, which produces a mechanical feedback to the rudder
pedals. The pedal RVDTs will send signals to the FCPCs and FCSC1 to operate the rudder
servocontrols for rudder trim. Trim RVDTs, located in the PFTU, send the trim position to the FCSCs
for the servoing of the trim motors and for display on the RUD TRIM control panel. Lever RVDTs,
located in the PFTU, send the pedal positions to FCPC2 and FCPC3 for monitoring purposes.

42.