HYDRAULICS

1. G ELEC Pump AUTO :

A340 : a) in FLT for 25s with ENG (1/4) Fail for LDG GR retraction.
b) on GND with ENG (1+4) OFF for BRK/NWS.

A330 : a) in FLT for 25s with ENG 1 FAIL for LDG GR retraction.

2. Y ELEC Pump AUTO :

A340 : a) in FLT with ENG 3 FAILand a/c > 100kts for flap retraction.
b) on GND during cargo door operation.

A330 : a) in FLT with ENG 2 FAIL and a/c > 100kts for flap retraction.
b) on GND during cargo door operation.

3. ELEC pumps are about 18% of EDPs.

4. RAT is about 15% 45% of EDP.

5. A340 HP bleed air from ENG 2 pressurizes the HYDs.

A330 HP bleed air from ENG 1 or X-bleed duct pressurizes the HYDs.

6. RAT AUTO :

A340 : a) all ENG FAIL.

b) ENG (1+4) FAIL + AC BUS (1-1) + (2-4) FAIL.
c) HYD G+B RSVR LO LVL.

A330 : a) all ENG FAIL.

b) HYD G+B / G+Y LO LVL.

7. G 38l
B 29.5l
Y 19l

Suranga M. Samarasinghe 1
 ELECTRICS

1. 3 phase, 115/200 V, 400 Hz AC, 28 V DC.

EDG 75 kVA
APU GEN 115 kVA
EMER GEN 5.5 kVA (if RAT for G and a/c < 260kts 3.5 kVA)

2. LAND RECOVERY p/b :

1) AC/DC LAND RECOVERY buses powered

2) LGCIU 1
3) SFCC 1 (flap channel X if RAT)
4) ILS 1
5) BSCU 1 (A330)
6) LH WSHLD ANTI-ICE (A330)
7) LH LAND LT (A330)

3. Fuel pumps avail with EMER GEN :

A340 : P 1 + SP 4
A330 : LP 2 / RP 2

All pumps lost when LAND RECOVERY and a/c < 260kts.

Suranga M. Samarasinghe 2
 ENGINES

1. Start Faults :

1) Low N1 (GND)
2) Hung start
3) Stall
4) Hot start
5) IGN fault
6) Start Valve fault

2. MAN Start :

1) ENG stall
2) Hot start
3) Low start air PRESS (A340 < 21psi , A330 < 15psi)

Or when expecting an Aborted Start due to :

1) Degraded bleed (hot/high)

2) Reduced EGT margin (hot/high)
3) Marginal performance of external pneumatics

3. Difference between MAN/AUTO start : FADEC is passive monitoring and will only
control :

1) Start Valve OPEN/CLOSE

2) IGN cut-off (GND) at 50% N2 / N3
3) HP fuel valve and both igniters

4. Degraded N1 modes :

1) RATED N1 : EPR mode lost. FADEC computes EPR command based on

TLA, then converts to N1 command as a function of MACH.
2) UNRATED N1 : N1 defined as a function of TLA and attitude, and is limited
by FADEC to smaller of N1 max or N1 redline. In ELEC EMER CONF,
UNRATED N1.

5. Types of ENG IDLE :

1) Modulated idle (FLT and GND)

2) Approach idle (in FLT with Flaps 2/3/FULL or LDG DWN)
3) Reverse idle (slightly higher than forward idle)

Suranga M. Samarasinghe 3
 6. Thrust ratings :

1) Rolls Royce Trent 700 : 71,100 lbs

2) CFM 56 : 31,200 lbs / 32,500 lbs

7. AUTO Start sequence :

A340 A330
LP fuel valve open LP fuel valve open
Start valve open Start valve open
N2 > 16%, Igniter ON N3 > 25%, Igniter ON,
FF
N2 > 22%, FF
15s IGN 30s IGN
N2 > 50%, start valve N3 > 50%, start valve
close, Igniter OFF close, Igniter OFF
N1 20% EPR 1.015
N2 60% N1 22.7%
EGT 4000C N2 47%
FF 300 kghr-1 N3 63%
EGT 3800C
FF 820 kghr-1

8. RR Derate :

1) D1 : reduces CLB THR by 10% (200t 210t)

2) D2 : reduces CLB THR by 15% (up to 200t)

9. ENG FIRE p/b :

1) Alarm X
2) Extinguisher arm
3) HYD fire shut-off valve X
4) LP fuel valve X
5) Bleed valve X (related ENG and on A340, the adj. ENG also)
6) FADEC X
7) ENG fuel return valve X
8) Pack flow valve X
9) IDG X

Suranga M. Samarasinghe 4
 FUEL

1. FUEL F.USED / FOB DISAGREE if difference > 3500 kgs.

2. Jettison rate is 1000 kg min-1. 6000 is the minimum normal height (JEPP).

Jettison stops if :

1) Crew action
2) Both INNR TK LO LVL sensors are dry
3) a/c weight reaches target MCDU weight
4) Both INNR TK LVL < 10,000 kgs
5) CTR TK pumps OFF

3. Refueling time : 33 mts @ 50 psi for both types.

4. TRIM TK filled when selected fuel qty > 36,500 (64,000 for DA, DB and DC) kgs for
both types.

5. L/R or L+R WING TK LO LVL if level sensors dry for more than 60s and,

A340 : 2380 3380 kgs

A330 : 1100 2520 kgs

6. INNR TK SPLIT valve operation :

A340 :
A330 :

7. FUEL IMBALANCE Advisory is with a difference of > 3000kgs between L/R.

8. FUEL TXFR (Auto) :

1) CTR INNR : FULL 2000kgs

2) OTR INNR : cycles between (3500 to 4000 / A330) (4000 to 4500 /A340)
3) TRIM INNR : (INNR @ 4000 / A330) (INNR @ 5000 / A340) / CG CTL.

9. X FEED 2(3) AUTO (A340) : ELEC EMER CONF. Jettisoning. AFT TXFR from
INNR TKS.

Suranga M. Samarasinghe 5
 FMGS FAILURE

1. Single Latch : after 4 auto resets, the failing FMGEC will latch. Single mode ops.

1) Try reset with the C/B

2) Pull C/B and keep
3) FM source Both on 1(2)

2. Dual Latch : both FMGECs with FM+FG lost

1) Raw data BIRD ON

2) NAV AID tuning on RMP USE
3) Try reset with C/B (both FMGECs) (PRO/SUP 22>10>MAN)

If no reset

1) BIRD ON
2) FM source NORM
3) Select NAV B/UP on both MCDUs
4) Set LDG ELEV manually
5) Calculate speeds
6) Remember to SET QNH on DSC at TL since it will not flash on PFD

3. NAV B/UP : 150 waypoints in memory. On MCDU, F-PLN, PROG, DIR and B/UP
IRS 1,2,3 pages available.

Suranga M. Samarasinghe 6
 MEMORY ITEMS (call-outs in red)

1. LOSS OF BRAKING

LOSS OF BRAKING
Rev Max
BRK Release
A/Skid & NWS Off
BRK 1000 psi

If still no brakes
PARK BRK short and successive applications

2. PRED W/SHR

In RED

Before T/O Delay

T/O run Reject

If airborne
TOGA
AP Keep ON
SRS Follow
If no FD 17.50/12.50

Landing
GO-AROUND
AP Keep ON
If no FD - 17.50/12.50

3. W/SHR

W/SHR TOGA
TOGA
Rotate
SRS Follow (17.50/12.50)
AP If ON Keep
No change in a/c CONF (LDG / FLAPS / SLATS)

Suranga M. Samarasinghe 7
 4. UNRELIABLE SPEED

UNRELIABLE SPEED
AP/FD OFF
A/THR OFF
Below THR RED 150 / 12.5 0 / TOGA
THR RED to 10,000 100 / CLB
Above THR RED and 10,000 50 / CLB
FLAPS (if 0,1,2,3) Maintain
FLAPS (if FULL) Retract to CONF 3
SPD BRK RET
LDG GR UP
At or above MSA/circuit alt. Level-off

5. TCAS

TCAS I HAVE CONTROLS

SIGNS ON

If RA
AP/FD OFF

When clear of conflict

FD ON
ALT PULL
AP ON
Manage FCU left to right

6. EMERGENCY DESCENT

EMERGENCY DESCENT
OXY ON
PF PNF
ALT 10,000 / MSA LIGHTS ON
HDG PULL and TURN SIGNS - ON
SPEED High or Low ENG - IGN
FMA Confirm XPNDR SET (7700 or SQK)
SPD BRK - FULL PA Attention Cabin Crew! We
are on an unscheduled descent
ATC MAYDAY / QNH / 9000
BARO REF SET QNH

Suranga M. Samarasinghe 8
 7. GPWS

PULL-UP TOGA
AP OFF
PITCH Full UP
THR TOGA
SPD BRK RET
WINGS LEVEL

When WARNING stops

PITCH REDUCE
Accelerate

When above VLS

a/c Clean up

8. STALL

STALL I HAVE CONTROLS

PITCH DOWN
WINGS LEVEL

When STALL warnings and indications stop

THR Increase
SPD BRK RET
FLT PATH Recover
Below 20,000 CONF 1 select

9. STALL AT LIFT-OFF

STALL TOGA 150 / 12.5 0

THR TOGA
PITCH 150 / 12.5 0
WINGS - LEVEL

Suranga M. Samarasinghe 9
 MISC

1. OEB colors :

1) RED Safety affected

2) White Operational

2. FMS :

1) 700 RA Data Lock. FMS frozen.

2) 400 RA FCU frozen.
3) 350 RA LAND Ensures correct final appr. guidance.

3. BRAKES :

1) DECEL light comes ON (LO or MED) when decel is 80% of the selected rate.
At MAX at 2.65 ms-2. A/c might achieve decel rate with REV only.
2) On RTO, with a/c < 72kts, no AUTO BRK engagement due to no GND SPLR
deployment.
3) LO 1s after GND SPLR. 1.8 ms-2
4) MED at GND SPLR. 3 ms-2

4. ADIRS (ADR + IR) :

1) ADR : Baro ALT, Airspeed, Mach, AoA, Temp., Ovspd warnings.

2) IR : Attitude, FPV, Track, HDG, Accelerations, Angular rates, Ground speed,
a/c position.
3) 02 GPS receivers connected to IR for GP/IR hybrid position.
4) 03 pitot probes, 06 static sensors, 03 AoA sensors, 02 TAT probes. All provide
data to 08 Air Data Modules (ADMs) which convert barometric/analog data to
numerical/digital.
5) IRS full alignment : IRS uses gravity to determine a/c attitude, and true HDG
to estimate a/c latitude. 5-10 mts.
6) IRS quick realignment : IRS resets the ground speed (>5kts) and some internal
filters to 0, but do not estimate a/c latitude. 30s.
7) IRS should not be realigned during ENG start or while ENGs running.

Suranga M. Samarasinghe 10
 5. GPS :

1) GPS 1/2 MMR 1/2. MMR ADIRU which gives a/c GP/IR hybrid
position.
2) GPS 1 / MMR 1 ADIRU 1+3.
GPS 2 / MMR 2 ADIRU 2.
3) MMR modes of MCDU/ DATA/GPS Monitor pages :
INT initialization
ACQ acquisition mode. After power-up or lost SAT. Uses initial
position/time/ALT from IRS for quick NAV.
NAV if > 04 SATs avail.
ALTAID if at least 04 SATs, GPS ALT + IR ALT for ALT bias.
If 03 SATs, ALT bias frozen and MMR calculates
ALTAID using IR ALT corrected with ALT bias.
FAULT if failure detected.

6. AUTO-FLIGHT :

1) A/THR arming conditions :

1 FMGEC
2 ADIRS
2 FADECs
1 FCU channel
1 LGCIU
A/THR disconnect p/b not pressed > 15s
2) Position Computation :
Each FMGEC computes a MIX IRS position from IRS1/2/3. Each IRS
computes a GPIRS position from GPS1/2. Each FMGEC computes a
RAD NAV position from onside NAV aids. FM position then
computed using MIX IRS and RAD/GPIRS position, and a BIAS
calculated and memorized in case of loss of RAD/GPIRS position.

7. A/THR SOFT MODE

1) In ALT CRZ; with AP-ON, A/THR in MACH mode, a/c speed within
+/- 3kts of target speed; A/THR SOFT MODE engages. Minimum to no
variation in THR. It is inhibited if SPD BRKs out, OEO, MACH target <
0.65M.

8. AUTO-PILOT OFF

1) NPA : MDA(H) 50
2) No MDA(H) : 400 AGL or MAP whichever comes first.

Suranga M. Samarasinghe 11
 9. SRS :

1) T/O V2 + 10kts or if OEO, highest of V2 or current speed; limited by

V2 + 15kts.
2) Go-Around Current speed at G/A engagement or Vapp , whichever is higher.
Limited to VLS + 25kts with all engines and VLS + 15kts with OEO.
3) Engagement conditions :
V2 inserted on PERF page
Slats are extended
A/c on ground for at least 30s
4) Provides :
A/c pitch attitude protection ( 17.50 or 22.50 for W/SHR)
FPA protection. Minimum CLB slope of 0.5%
Speed protection with V2 + 15kts

Suranga M. Samarasinghe 12
 FLIGHT CONTROLS

1. 03 PRIMs (FCPC / Flight Control Primary Computer) :

1) Commands for Normal, Alternate, Direct laws

2) SPD BRK / GND SPLR control
3) Protection speed computation
4) Can reset on ground and in flight
5) A333 Rudder travel limit

2. 02 SECs (Flight Control Secondary Computer) :

1) Direct laws including Yaw Damper function

2) Rudder trim / Rudder pedal and Travel Limit Unit (TLU)

3. P1 master P2 P3 S1 S2
If P1 cannot be master, then P2 and so on. If HYD G lost, P2 becomes master. If all
03 PRIMs X, each SEC is now it's own master and controls in Direct Law. 01 SEC
can fly the aircraft in Direct Law. 02 FCDCs (Flight Control Data Concentrator) get
data from PRIMs/SECs and send it to the EIS/CMC.

4. A333 BCM (Backup Control Module) :

1) In case of total ELEC FAIL or loss of rudder control due to PRIM/SEC failure,
BCM provides yaw damping and direct rudder command with pedals.
2) Dedicated ELEC GEN (BPS Backup Power Supply) driven by B or Y HYD
circuit.
3) Own sensors.
4) Control of B and Y HYD actuators.
5) When activated, as in yaw alternate law, there is no Turn Co-ordination.

5. PITCH CONTROL :

1) ELEV 300 , 150

2) THS - 140 , 20
3) P1 P2 S1 (elev) / (THS-manual)

Suranga M. Samarasinghe 13
 6. ROLL CONTROL :

1) 02 ailerons - 250 (droop function avail)

05 spoilers - 350 deflection
2) P1 P2 S1 S2 for INBD ail. (RH/LH)
P3 S1 S2 for OTBD ail. (RH/LH)
3) SECs control SPLRs 3 and 6
PRIMs control SPLRs 2, 4 and 5
a/c > 190kts in CONF 0 OTBD ail. to 00. But in some failure cases with
AP-ON, ail. used to 300kts. If EMER GEN by RAT, OTBD ail. in damping
mode.
4) Spoilers by PRIM/SEC. If fault or loss of ELEC, SPLRS to 0. If HYD loss,
they maintain deflection or get pushed down by aerodynamic forces (free
float). If one SPLR fails, symmetric one also disabled.

7. YAW CONTROL :

1) A333 ELEC rudder.

P1 HYD G servo.
P2 HYD B servo.
P3 HYD Y servo.
If all PRIMs X then, S1 HYD G servo. If total ELEC X then, PRIMs/SECs
X, and BCM HYD G Y or B servo.
2) A332/343 MECH rudder.
If total ELEC X, PRIMs/SECs X. BYDU (Backup Yaw Damper Unit)
becomes active for only yaw damping. BYDU also has a BPS.
3) Rudder Trim
A333 PRIM computes and SEC actuates.
A332/343 FMGEC computes trim order.

8. SPD BRK / GND SPLR CONTROL :

1) Inhibited if :
MLA
AoA protection
Low speed stability
One THR LVR > MCT
-floor active
If inhibited, can be extended again 5s after the LVR has been reset.
2) RTO > 72kts Extend when THR LVR to IDLE (armed).
RTO < 72kts Extend when at least one THR REV selected (unarmed).
3) LDG :
Armed : If THR LVR IDLE @ main LDG GR touch
Unarmed : If REV selected on one ENG @ main LDG GR touch
SPD BRK OUT : If THR LVR IDLE @ main LDG GR touch
4) SPLR 1 14 0/ 350

Suranga M. Samarasinghe 14
 5) SPLR 2-6 200 / 500
9. GND MODE :

1) Direct relationship between stick and elev. deflection, without auto-trim. Full
authority.
2) THS set automatically to 40 (green band).
A333 PRIM computes THS setting according to ZFWCG on MCDU
and fuel distribution, and sets trim for T/O as soon as all three HYDs
are avail. Done only once and can be overridden by the crew.
A332/343 THS is set manually.
3) Rotation maneuver is flown in Direct law.

10. FLT MODE : (T/OPitch > 80, 2s (lat), 8s (pitch)) (LDG 100kts, <2.50,
2.50/2s(lat)

1) Progressively blended in after GND MODE or before.

2) Load factor demand law is Normal Law, with auto-trim and full FE (flight
envelope) protection.
3) Bank 330 maintains 1g turn
4) Auto-trim Pitch is frozen if :
Manual trim order
RA 100 for flare
Load factor < 0.5g
High speed protection
5) If AoA protection active, THS limited between entry value and 20 . No
further trim. If load factor > 1.3g or if bank > 330, THS between actual and
20 .

11. FLARE MODE :

1) a/c 100 RA, THS is frozen and flare law is progressively blended in.
2) Direct stick to elev. relationship with some damping provided in load factor
and pitch rate feedback.
3) At 50 RA, a slight PITCH elev. order is applied.

12. LOAD FACTOR PROTECTION :

Slats in +2.5g -1g.

Slats out +2g 0g.

13. PITCH ATT PROTECTION :

300 (slowly reduced to 250 at low speed)

150

Suranga M. Samarasinghe 15
 14. AoA PROTECTION :

1) Can pull AoA to -MAX but not beyond. Logic will not allow. If stick is
released, pitch will reduce to -PROT.
2) AP disconnects if this protection is active.
3) -PROT and -MAX are computed by PRIM.
4) -FLOOR activation logic by PRIM.
5) At T/O, -PROT = -MAX for 8s.
6) -FLOOR activated by A/THR when :
> threshold based on a/c CONF, GND speed (GS) variation and
difference of GS and IAS.
Stick deflection > 140 and PITCH > 250 or AoA protection active.
7) -FLOOR inhibited when :
1 ENG / OUTER ENG FAIL with flaps out.
2 ENG on same wing FAIL.
100 RA at LDG.
> 0.53M
A/THR FAIL.
8) AoA protection is disabled if stick > 80 or, > 00 for at least 1s when <
-MAX or, stick neutral or for at least 0.5s when < -PROT.

15. HIGH SPEED PROTECTION :

1) + spiral static stability at 00 BANK instead of 330. When stick released,

wings LEVEL. BANK limited from 670 to 450.
2) When VMO / MMO is busted, nose-down is reduced and a gradual,
permanent, nose-up order is applied for recovery.
VMO + 16kts / MMO + 0.04 nose-down PITCH reduced to 0.
3) ECAM at VMO + 4kts / MMO + 0.006.
4) AP disconnects if active.

16. TURB DAMPING :

PRIMs send command to elev. and yaw damper when a/c > 200kts.

Suranga M. Samarasinghe 16
 17. MLA (Maneuver Load Alleviation) :

Side stick pulled > 80 and load factor > 2g, ailerons and spoilers 4/5/6 are deflected
to redistribute load over wings.

1) a/c speed > 250kts

2) FLAPS = 0
3) NORMAL / ALT law

18. LOW ENRGY WARNING :

1) Repeated every 5s.

2) CONF 2/3/FULL between 100 2000 RA.
3) By PRIM with a/c CONF, decel rate and FPA.
4) Inhibited when :
TOGA
100 RA.
2000 RA.
When -FLOOR / GPWS.
ALT or DIR law.
RA 1+2 FAULT.

Suranga M. Samarasinghe 17
 19. NORMAL LAW :

Roll max rate 150 s-1.

Pitch rate at low speed.
G-load / Flight Path at high speed.
SIDE-SLIP by PRIM.

450 330 If AoA prot / high speed or negative pitch prot.

330 670 Pilot input required to maintain BANK and Alt.

20. ALT 1 LAW :

1) Low Speed Stab at low speed, small nose-down demand is introduced to IAS
instead of AoA. DIR LAW engages. Available irrespective of CONF.
STALL STALL triggered. V-PROT / V-MAX lost, VSW avail., -FLOOR lost.
2) High Speed Stab above VMO / MMO, nose-up demand introduced. Protection
symbol (VMO + 4) lost. OVSPD warning avail.
3) Pitch ATT lost
4) Lateral Control similar to normal law but no alteration of spiral static stability.
But lateral protection symbols on PFD show xx xx for simplicity.

21. ALT 2 LAW :

1) Low Speed Stab if 2 ADRs X X

2) High Speed Stab if 3 ADRs X X
3) Lateral Control no bank angle protection. Roll DIR LAW. 200 250 s-1 max roll
rate.

Yaw ALT LAW. Dutch roll damping avail. Turn Co-ordination also avail. At high alt.
DSC 4000 below REC MAX, to increase coffin-corner margin.

Suranga M. Samarasinghe 18
 22. DIR LAW :

1) Direct stick-surface relationship. Only manual trim avail. No protections.

2) Triple failure cases. Minimum turn co-ordination.
3) DSC 4000 below REC MAX.
4) USE MAN PITCH TRIM

23. MECHANICAL B/UP :

1) During temporary, complete loss of ELEC.

2) Pitch by THS.
3) Lateral control :
A332/343 Mech. rudder. Dutch roll damping by BYDU.
A333 ELEC rudder by BCM and yaw damping.
4) MAN PITCH TRIM ONLY

24. SLATS / FLAPS :

1) 2 flaps and 7 slat surfaces. Electrically signaled and hydraulically operated.

2) 2 SFCCs. 1 Power Control Unit (PCU) with 2 independent hydraulic motors
coupled to a differential gear box. Motors supplied by G+B for slats and G+Y for
flaps. Pressure Off Brakes (POB) lock the transmission when the slats or flaps
have reached the required position or HYD power failure.
3) 2 APPU (Asymmetry Position Pick-off Units) measure wing asymmetry (L/R).
4) 1 flap disconnect detection system. Detects excessive differential movement
between inner and outer flaps via a sensor. Detest attachment failure and inhibits
flap operation to prevent further damage.
5) WTB in case of asymmetry, over speed or symmetrical runaway. G+B for slats
and G+Y for flaps. SLATS LOCKED or FLAPS LOCKED.
6) Feedback Position Pick-off Units (FPPU) provide position feed back to SFCC.
7) Instrumentation Position Pick-off Units (IPPU) provide position feed back to
ECAM.
8) If one SFCC X, slats and flaps at half speed.
9) If one HYD X, corresponding slat/flap surface at half speed.

AUTO RETRACTION SYSTEM (ARS)

In CONF 1+F, a/c > 200kts, before VFE (215kts), Flaps retracted to 0.

FLAP LOAD RELIEF SYSTEM (FLRS)

In CONF 2,3 or FULL, when activated, system retracts flaps to the next retracted
lever position at VFE exceedance ( VFE + 2.5kts). When ( VFE 2.5kts), flaps return to
the lever position. If FLRS is active, ECAM shows F RELIEF message.
If a/c > VFE + 4kts, an OVSPD ECAM warning is generated.

SLAT ALPHA / SPEED LOCK FUNCTION

Inhibits slat retraction at > 8.50 or a/c < 148kts. SFCC uses corrected AoA and speed
information from ADIRUs. Retraction from CONF 1 to CONF 0 inhibited.

Suranga M. Samarasinghe 19
 When > 8.20 or a/c > 154kts, slats auto retract to 0. A LOCK

Suranga M. Samarasinghe 20