A 320 Simulator Malfunctions

A320SIMULATOR MANUAL

SIMULATOR

A320 SIMULATED MALFUNCTIONS DESCRIPTION

This document must be usedfor training purpose only.

Under no circumstancesshould this document be used as a reference.

It will not be updated.

All rights reserved.No part of this manual may be reproduced in any form,

by photostat, microfilm, retrieval system, or any other means,without the prior written permission of Airbus Industrie.

Chapter 1 - ADIRS 1................................................................

Chapter 2 - Air Bleed 21.............................................................

Chapter 3 - Air Conditioning/Ventilation 29..........................................

Chapter 4 - Anti-Ice 47..............................................................

Chapter 5 - APU 57.................................................................

Chapter 6 - Attendant/Maint. Computer 65...........................................

Chapter 7 - Cabin Pressure 73.......................................................

Chapter 8 - DMC/FWC/SDAC 83....................................................

Chapter 9 - Doors 101...............................................................

Chapter 10 - EIS 107................................................................

Chapter 11 - Electrical Power 1 117..................................................

Chapter 12 - Electrical Power 2 131..................................................

Chapter 13 - Engine CFM 149.......................................................

Chapter 14 - Engine Parameters CFM 199...........................................

Chapter 15 - FAC 221...............................................................

Chapter 16 - FADEC CFM 231......................................................

Chapter 17 - Fire Protection/Smoke 241..............................................

Chapter 18 - Flight Computer 251...................................................

Chapter 19 - FMGC 259.............................................................

Chapter 20 - Fuel A320 287..........................................................

Chapter 21 - Hydraulic 301..........................................................

Chapter 22 - Instruments 325........................................................

Chapter 23 - Landing Gear 333......................................................

Chapter 24 - Pitch Control 349......................................................

Chapter 25 - Roll Control 375.......................................................

_A320 SIMULATOR MANUAL

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U6KSC00 TABLE OF CONTENTS Page

Page iDATE : NOV 1998 U6KSC99

Chapter 26 - Radio NAV 387........................................................

Chapter 27 - Tires/Brakes 403.......................................................

Chapter 28 - Yaw Control 419.......................................................

Chapter 29 - Engine IAE 423........................................................

Chapter 30 - Engines Parameters IAE 473............................................

Chapter 31 - FADEC IAE 499.......................................................


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U6KSC00 TABLE OF CONTENTS Page

Page iiDATE : NOV 1998 U6KSC99

CHAPTER 1 - ADIRS

CONTENTS:

IR 1 FAULT

IR 2 FAULT

IR 3 FAULT

ADIRS 1 FAULT

ADIRS 2 FAULT

ADIRS 3 FAULT

ADR 1 FAULT

ADR 2 FAULT

ADR 3 FAULT

IR 1 PITCH + 5 DEG

IR 1 HDG + 5 DEG

IR 1 HDG + 15 DEG

IR 2 ROLL + 5 DEG

AIRSPEED CHANNEL ADR 1 FAULT

AIRSPEED CHANNEL ADR 2 FAULT

ALTITUDE CHANNEL ADR 1 FAULT

ALTITUDE CHANNEL ADR 2 FAULT

ALPHA CHANNEL ADR 1&2 FAULT

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION ADIRS

DATE: SEP 1998 Page 1 UP01102


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CHAPTER 1: ADIRS

MALFUNCTION : IR 1 FAULT

MALFUNCTION DESCRIPTION :

CAUSE : IR1 FAILURE (OUTPUT ELECTRONICS:3 High Speed ARINC Bus fail)

CONSEQUENCE :

- All output data from IR1 will have a Signal Status Matrix (SSM) in failure warning

- If the ATT/HDG switching is in neutral position, the appropriate flags appear on concerned displays:

• 1. CAPT’s PFD doesn’t show the attitudes: ATT flag

• 2. CAPT’s ND doesn’t show the heading: HDG flag

- If the ATT/HDG switching is in CAPT/3 position, CAPT PFD and ND normal operations are restored

- ADIRS CDU ANNUNCIATOR of IR1 indicator “IR FAULT” comes on steady light

- Blank display when SYSTEM DISPLAY rotary switch is set to the inactive channel of IR1

- In Flight phases 1,2,3,6,9,10:

• ECAM WARNING: NAV IR1 FAULT (see sheet FWC 34260)

• LIGHT WARNING: Master Caution lights are on

• Audio warning: single chime

• It is impossible to have CAT 3 DUAL capability

- After successive action on “CLR” P/B (Ecam Control Panel), the STATUS page appears on the SYS CRT.

- Appropriate messages will be available on MCDU (CFDS function) (when CFDS maintenance option selected).

- Cancelling malfunction restores normal operation.

- Set all switching in neutral position.




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CHAPTER 1: ADIRS



CAUSE : IR 2 FAILURE (OUTPUT ELECTRONICS:3 High Speed ARINC Bus fail)

CONSEQUENCE :

- All output data from IR2 will have a Signal Status Matrix (SSM) in Failure Warning

- If the ATT/HDG switching is in neutral position, the appropriate flags appear on concerned displays:

• 1. F/O’s PFD doesn’t show the attitudes: ATT flag

• 2. F/O’s ND doesn’t show the heading: HDG flag

- If the ATT/HDG switching is in F/O/3 position, F/O PFD and ND normal operations are restored.

- ADIRS CDU ANNUNCIATOR of IR2 indicator “IR FAULT” comes on steady light

- Blank display when SYSTEM DISPLAY rotary switch is set to the inactive channel of IR2


• ECAM WARNING: NAV IR2 FAULT (see sheet 34270)


• AUDIO WARNING: Single Chime


- After successive actions on “CRL” P/B (Ecam Control Panel) the STATUS page appears on the SYS CRT.

- Appropriate messages will be available on MCDU (CFDS function)

- (when CFDS maintenance option selected).

- Cancelling malfunction restores normal operation





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CHAPTER 1: ADIRS



CAUSE : IR 3 FAILURE (OUTPUT ELECTRONICS:3 High Speed ARINC Bus fail)

CONSEQUENCE :

- All output data from IR3 will have a Signal Status Matrix (SSM) in Failure Warning

- Local warnings on ADIRS CDU:

• 1 - IR3 ANNUNCIATIOR “IR FAULT” comes on steady light

• 2 - Blank display when SYSTEM DISPLAY rotary switch is set to the inactive channel of IR3

- If the ATT/HDG switching is set to CAPT/3

• 1. CAPT’s PFD doesn’t show the attitudes: ATT flag

• 2. CAPT’s ND doesn’t show the heading: HDG flag

- If the ATT/HDG switching is set to F/O/3 the same flags appear on PFD’s F/O & ND’s

- In Flight phases 1,2,3,6,9,10 and ATT/HDG switching not on NORM position:

• ECAM WARNING: NAV IR3 FAULT (see sheet 34290)

• LIGHT WARNING: MASTER CAUTION light are on

• AUDIO WARNING: SINGLE CHIME


- After successive actions on “CLR” P/B (Ecam Control Panel), the STATUS page appears on the SYS CRT.







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CHAPTER 1: ADIRS

MALFUNCTION : ADIRS 1 FAULT


CAUSE : POWER SUPPLY FAILURES

CONSEQUENCE :

- No ARINC emission from IR1 and ADR1

- If the ATT/HDG switching is in neutral position and the Air Data switching is in neutral position, the appropriateflags appear:

• CAPT’s PFD and CAPT’s ND do not show all ADIRS 1 information

• Flag HDG on VOR/DME RMI

- If the ATT/HDG switching and the AIR DATA switching are in CAPT/3 position, CAPT PFD and ND normaloperations are restored

- All ADIRS CDU Annunciators from channel 1 are OFF

- Blank display when SYSTEM DISPLAY rotary switch is set to the inactive channel of ADIRS 1


• ECAM WARNING: NAV ADR 1 FAULT (see sheet 34200)

• LIGHT WARNING: MASTER CAUTION lights are on



- After successive actions on “CLR” P/B (Ecam Control Panel)

- The STATUS page appears on the SYS CRT.



- Cancelling malfunction then setting INSTANTANEOUS ALIGN on instruction station restores normal operation.





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CHAPTER 1: ADIRS




CONSEQUENCE :


- If the ATT/HDG switching is in neutral position and the Air Data switching is in neutral position, the appropriateflags appear:

• F/O’s PFD and F/O’s ND do not show all ADIRS 2 information

• All ADIRS CDU Annunciators from channel 2 are OFF

• Blank display when SYSTEM DISPLAY rotary switch is set to the inactive channel of ADIRS 2

- ECAM WARNING: NAV ADR 2 FAULT (see sheet 34210)

- LIGHT WARNING: MASTER CAUTION lights are on

- AUDIO WARNING: Single chime

- It is impossible to have CAT 3 DUAL capability


- Cancelling malfunction then setting INSTANTANEOUS ALIGN on instruction station restores normal operation





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CHAPTER 1: ADIRS




CONSEQUENCE :


- All ADIRS CDU Annunciators from ADIRU3 are off

- Blank display when SYSTEM DISPLAY rotary switch is set to the inactive channel of ADIRS3

- If the ATT/HDG switching is set to CAPT/3, the appropriate flags appear:

• The CAPT’s PFD doesn’t not show the attitude and the anemometric information (ATT flag)

• The CAPT’s ND doesn’t not show the heading and wind information (HDG flag)

• HDG flag appears on VOR/DME RMI

• ECAM WARNING: NAV ADR 3 FAULT (see sheet 34240)

• LIGHT WARNING: MASTER CAUTION lights are on




- Cancelling malfunction then setting INSTANTANEOUS ALIGN on instructor station restores normal operation.





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CHAPTER 1: ADIRS

MALFUNCTION : ADR 1 FAULT


CAUSE : ADR 1 INTERNAL FAILURE

CONSEQUENCE :

- If AIR DATA SWITCHING is in neutral position:

• All outputs data are in failure warning

• On CAPT PFD appropriate flags disable AIRSPEED AND ALTITUDE information

- On CAPT ND: TAS is not displayed

- If ECAM/ND XFR switching is on CAPT position:

• SAT and TAT are not displayed on SYS CRT.

- If AIR DATA SWITCHING is in CAPT/3 position, CAPT PFD and ND normal operations are restored. WithECAM/ND XFR swicthing in neutral position, SAT and TAT are normally displayed on SYS CRT.

- On ADIRS CDU FAULT ANN of ADR1 is ON

- In flight phases 2,3,5,6,7,9:

• ECAM warning: NAV ADR 1 FAULT (see sheet 34200)

• LIGHT warning: MASTER CAUTION lights are ON

• AUDIO warning: SINGLE CHIME

- After successive actions on “CLR” P/B (Ecam Control Panel).

- The STATUS page appears on the SYS CRT.

- The GPWS is no more operative: after approximately 4 seconds delay, the GPWS “FAULT” light comes on.

• Alarms generated by ECAM: report to FWC board 34610




- Set all switching in neutral position




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CHAPTER 1: ADIRS




CONSEQUENCE :

- If AIR DATA SWITCHING is in neutral position

• All outputs data are in failure warning

• On F/O PFD appropriate flags disable AIRSPEED and ALTITUDE information

• On F/O ND: TAS is not displayed

• On ADIRS CDU FAULT ANN of ADR2 is ON

• SAT and TAT are not displayed on SYS CRT

- If AIR DATA SWITCHING is in F/O/3 position, F/O PFD and ND normal operations are restored. SAT and TATare displayed on SYS CRT.

- In flight phases 2,3,5,6,7,9:

• ECAM warning: NAV ADR 2 FAULT (see sheet 34210)

• LIGHT warning: MASTER CAUTION light is ON



- After successive actions on “CLR” P/B (Ecam control Panel), the STATUS page appears on the SYS CRT.







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CHAPTER 1: ADIRS




CONSEQUENCE :



• ECAM warning: NAV ADR3 FAULT

- If AIR DATA SWITCHING is on CAPT/3

• On left PFD

- AIRSPEED & ALTITUDE FLAGS

• On left ND: TAS is not displayed


- In flight phases 2,3,6,9 :

• ECAM warning: NAV ADR3 FAULT (see sheet 34240)


• Audio warning: SINGLE CHIME

- If AIR DATA SWITCHING is on F/O/3

• On right PFD

- AIRSPEED & ALTITUDE FLAGS

• On right ND: TAS is not displayed


- In flight phases 2,3,6,9 :

• ECAM warning: NAV ADR3 FAULT










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CHAPTER 1: ADIRS

MALFUNCTION : IR 1 PITCH + 5 DEG


CAUSE : IR 1 INTERNAL DRIFT

CONSEQUENCE :

- If the ATT/HDG switching is in neutral position, the pitch displayed data on Captain’s PFD increases of 5 DEG (in1 second)

- The “CHECK ATT” message appears on both PFDs

- ECAM WARNING: NAV ATT DISCREPANCY (see sheet 34330)

- LIGHT WARNING: Master Caution lights are on

- AUDIO WARNING: Single Chime


- Cancelling malfunction on ATT/HDG switching setting on CAPT/3 restores the valid pitch displayed on CAPT’sPFD and the “CHECK ATT” message disappears on both PFD




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CHAPTER 1: ADIRS

MALFUNCTION : IR 1 HDG + 5 DEG



CONSEQUENCE :

- If the ATT/HDG switching is in neutral position, the displayed heading data on Captain’s PFD and ND increases of5 DEG (in 1 sec)

- The “CHECK HDG” flag appears on both PFDs and NDs

- In Flight phases 1,2,3,5,6,7,9,10 :

• ECAM WARNING: NAV HDG DISCREPANCY (see sheet 34300)




- Cancelling malfunction ATT/HDG switching setting on CAPT/3 restores the valid heading displayed on CAPT’sPFD and ND “CHECK HDG” message disappears on both PFDs and NDs.




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CHAPTER 1: ADIRS

MALFUNCTION : IR 1 HDG + 15 DEG



CONSEQUENCE :

- If the ATT/HDG switching is in neutral position, the displayed heading data on Captain’s ND increases of 15 DEG(in 3 sec)

- The “CHECK HDG” flag appears on both PFDs and NDs

- In Flight phases 1,2,3,5,6,7,9,10 :

• ECAM WARNING: NAV HDG DISCREPANCY (see sheet 34300)



- Appropriate messages will be available on MCDU (CFDS function) (when CFDS maintenace option selected).

- Cancelling malfunction or ATT/HDG switching setting on CAPT/3 restores the valid heading displayed on CAPT’sND and “CHECK HDG” message disappears on both ND




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CHAPTER 1: ADIRS

MALFUNCTION : IR 2 ROLL + 5 DEG



CONSEQUENCE :

- If the ATT/HDG switching is in neutral position, the roll displayed data on F/O’s ND increases of 5 DEG (in1 second)

- The “CHECK ATT” message appears on both PFDs

- ECAM WARNING: NAV ATT DISCREPANCY (see sheet 34330)

- LIGHT WARNING: Master Caution lights are on

- AUDIO WARNING: Single Chime


- (when CFDS maintenance option selected)

- Cancelling malfunction or ATT/HDG switching setting on F/O/3 restores the valid roll displayed on F/O’s PFD andthe “CHECK ATT” message disappears on both PFD




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CHAPTER 1: ADIRS

MALFUNCTION : AIRSPEED CHANNEL ADR 1 FAULT


CAUSE : Octal label 206 computed airspeed: BADTRANSMISSION

CONSEQUENCE :


• On left PFD Airspeed scale is not displayed and red flag SPD appears

• On left ND TAS is displayed

• The GPWS is no more operative: after approximately 4 seconds delay, the GPWS “FAULT” light comes on.

• Alarms generated by ECAM: report to FWC boards 34440 & 34610

- If AIR DATA SWITCHING is in CAPT/3 position, CAPT PFD normal operation is restored

- ECAM warning: NO WARNING






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CHAPTER 1: ADIRS

MALFUNCTION : AIRSPEED CHANNEL ADR 2 FAULT


CAUSE : Octal label 206 (computed airspeed) BADTRANSMISSION

CONSEQUENCE :


• On right PFD Airspeed scale is not displayed and red SPD flag appears

• On right ND, TAS is displayed

- If AIR DATA SWITCHING is in F/O/3 position, F/O PFD normal operation is restored







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CHAPTER 1: ADIRS

MALFUNCTION : ALTITUDE CHANNEL ADR 1 FAULT


CAUSE : Octal labels 203,204,220 (Altitude, BARO CORALT 1 & 2): BAD TRANSMISSION

CONSEQUENCE :


- In STD selection:

• On left PFD ALT flag appears

- In BARO SELECTION:

• On left PFD ALT flag appears

- The GPWS is no more operative (Mk III only): after approximately 4 seconds delay, the GPWS “FAULT” lightcomes on.

• Alarms generated by ECAM: report to FWC boards 34440 and 34610

- If AIR DATA SWITCHING is in CAPT/3 position, CAPT PFD normal operation is restored.







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CHAPTER 1: ADIRS

MALFUNCTION : ALTITUDE CHANNEL ADR 2 FAULT


CAUSE : Octals labels 203,204,220 (Altitude, BARO COR,ALT 1 & 2) BAD TRANSMISSION

CONSEQUENCE :


• In STD selection

- On right PFD ALTITUDE FLAG

• In Baro selection

- On right PFD ALTITUDE FLAG

- If AIR DATA SWITCHING is in F/O/3 position F/O PFD normal operation is restored







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CHAPTER 1: ADIRS

MALFUNCTION : ALPHA CHANNEL ADR 1 & 2 FAULT


CAUSE : RESOLVER NOT SCALED

CONSEQUENCE :

- Stall warning information is wrong on ADR1 & ADR2 output buses

• ECAM warning: NO MESSAGE

• LIGHT warning: NO WARNING

• Audio warning: NO WARNING






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THIS PAGE INTENTIONALLY LEFT BLANK




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CHAPTER 2 - AIR BLEED

CONTENTS:

ENG 1 BLEED FAULT (HP VALVE)

ENG 2 BLEED FAULT (IP VALVE)

ENG 1 BLEED LEAK

OXYGEN PRESS INC/DEC (psi)

R WING BLEED LEAK

APU BLEED LEAK

X BLEED FAULT

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION AIR BLEED



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CHAPTER 2: AIR BLEED

MALFUNCTION : ENG 1 BLEED FAULT (HP VALVE)


CAUSE : HP VALVE ENG1 stuck open or going to openposition (4000HA1)

CONSEQUENCE :

- If ENG1 BLEED P/B is on (panel 30VU)

• Temp outlet precooler increases (function of N2 ENG1)

- Then if temp outlet precooler 257degC, after delay:

• Bleed valve 1 closes and BLEED 1 FAULT light comes on

- If the aircraft is in flight phases 2, 6, 9 :

- Then:

• Single chime sounds

• Master caution light comes on

• Associated warning message appears on E/W CRT

• “Bleed” page appears on the SYS CRT

- When “ENG1 BLEED” P/B is switched OFF:

• “ENG 1 BLEED FAULT” light remains on as long as the failure is present

• “ENG1 BLEED OFF” light comes on

• The action is fed back on the E/W & SYS CRT

- After successive “CLR” (Ecam control panel)

• The appropriate STATUS page appears on the SYS CRT


- Cancelling the malfunction restores normal operation.




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MALFUNCTION : ENG 2 BLEED FAULT (IP VALVE)


CAUSE : Press regulating valve stuck in position

CONSEQUENCE :

- If ENG 2 BLEED P/B is on (panel 30VU),

- If engine 2 N2 increase

- Then: PRV outlet press 2 increases

- Then if PRV outlet pressure 57psi, after delay:

- “Bleed 2 valve Fault”light comes on

- If the aircraft is in flight phases 2, 6, 9:

- Then:








- The action is fed back on the E/W & SYS CRT


- The appropriate STATUS page appears on the SYS CRT






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MALFUNCTION : ENG 1 BLEED LEAK


CAUSE : PYLON DUCT LEAK (LH)

CONSEQUENCE :


- Then: Bleed valve 1, LH WING ANTI-ICE, X BLEED AND APU BLEED close and BLEED 1 FAULT light comeson

- If the aircraft is in flight phases 1, 2, 6, 9, 10:

- Then:








• The action is fed back on the E/W and SYS CRT








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MALFUNCTION : OXYGEN PRESS INC/DEC (psi)

PARAMETER : CREW OXYGEN CYLINDER PRESSURE

MIN VALUE : 1 psi MAX VALUE: 2500 psi CHANGE RATE:300 psi/s


CAUSE : INC → FILLING OF THE OXYGEN CYLINDER

CONSEQUENCE :

- INC: Pressure in the crew oxygen cylinder increases up to the value selected by the instructor.

- DEC: Pressure in the crew oxygen cylinder decreases up to the value slected by the instructor.

- The ECAM page displays:

- 1 - OXYGEN HIGH PRESSURE INDICATION:

• Green: When pressure is > 400 psi

• Amber: When pressure is < 400 psi

• An amber half frame appears when oxygen pressure is < 1500 psi.

- 2 - REGUL LO PR INDICATION:

• Appears amber in case of oxygen low pressure < 50 psi, detected on the low pressure circuit, if high pressure is< 50 psi, and at least one mask operated

• When the pressure in the cylinder reaches 1 psi then there is no more air supply in mask after some breathings.

- Cancelling the malfunction restores normal operation of the system.

- The pressure in the cylinder remains at its value at the time of cancellation.




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MALFUNCTION : R WING BLEED LEAK


CAUSE : WING DUCT LEAK (RH)

CONSEQUENCE :


- Then: BLEED valve 2, RH WING ANTI-ICE, X BLEED and APU BLEED close and BLEED 2 FAULT lightcomes on


- Then:





- When “ENG2 BLEED” P/B is switched OFF

• “ENG2 BLEED FAULT” light remains on as long as the failure is present



- After successive “CLR” (Ecam Control Panel)







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MALFUNCTION : APU BLEED


CAUSE : APU DUCT LEAK

CONSEQUENCE :

- If APU BLEED P/B is on (panel 30VU)

- Then: “APU BLEED VALVE” closes and “APU BLEED FAULT” light comes on


- Then:




• “Air Bleed” page appears on the SYS CRT

- When “APU BLEED” P/B is switched OFF

• “APU BLEED FAULT” light remains on until the failure disappears

• “APU BLEED ON” light goes out




- Cancelling the malfunction restores normal operation




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MALFUNCTION : X BLEED FAULT


CAUSE : X Feed stuck closed (auto control motor failure)

CONSEQUENCE :

- If APU BLEED on and X FEED sel sw on “AUTO” position

- Then:

• Cross feed valve stuck closed

• Engine 2 starting not possible

- After delay:

• Appropriate message appears on E/W CRT



• “AIR BLEED” page appears on E/W CRT.

- If X FEED sel sw on “OPEN” position

- Then:

• Cross feed valve opens






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CHAPTER 3 - AIR CONDITIONING/VENTILATION

CONTENTS:

PACK 1 FAULT (OVERHEAT)

PACK 2 FAULT (OVERHEAT)

PACK 1 TEMP CONTROLER FAILS

PACK 2 AUTO SHUT DOWN INOP FOR STARTING

VENT BLOWERS LOW FLOW

VENT EXTRACT LOW FLOW

OVBD VENT EXTRACT VALVE OPEN

COCKPIT HOT AIR OVERHEAT

FWD CARGO ISOL VALVES FAULT

AFT CARGO ISOL VALVES FAULT

FWD CARGO COM EXTRACT FAN FAIL

AFT CARGO HOT AIR FAULT

AUTO REGULATOR FAIL (ZONE CNTRL FAIL)

GRND COOL FAULT

CAB FANS FAULT

VALVE SKIN/HEAT EXCHANGER STUCK CLOSE

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION AIR CONDITIONING/VENTILATION



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CHAPTER 3: AIR CONDITIONING/VENTILATION

MALFUNCTION : PACK 1 FAULT (OVERHEAT)


CAUSE : Pack 1 compressor sensor overheat (T > 260degC)

CONSEQUENCE :

- If pack 1 P/B is on (panel 30VU)

- then:

• Compressor 1 outlet temperature increases

• “PACK VALVE 1 FAULT” light comes on (after delay)

- When compressor outlet temp is higher then 230 C, temp becomes amber (advisory mode)


- Then:




• “AIR BLEED” page appears on the SYS CRT

- When PACK 1 P/B is switched off:

• “PACK VALVE 1 FAULT” light stays on and “PACK VALVE 1 OFF” light comes on


• When temperature below 250 degC, PACK VALVE 1 FAULT light goes out

• Select pack valve 1 on

• If fault comes on again

• Select pack valve off

- After successive “CLR” (Ecam Control Panel), the appropriate status page appears on the SYS CRT

• PACK 1 PB switched off






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MALFUNCTION : PACK 2 FAULT (OVERHEAT)


CAUSE : Pack 2 compressor sensor overheat (T > 260degC)

CONSEQUENCE :

- If pack 2 P/B is on (panel 30VU)

- Then:

• When compressor outlet temp is higher than 230 degC, temp becomes amber, (advisory mode)

• Compressor 2 outlet temperature increase after delay:

• “PACK VALVE 2 FAULT” light comes on


- Then:





- When PACK 1 P/B is switched off:

• “PACK VALVE 2 FAULT” light remains on and

• “PACK VALVE 2 OFF” light comes on


• When temperature below 250 degC

• PACK VALVE 2 FAULT light goes out

• Select pack valve 2 on

• If fault comes on again

• Select pack valve off



- PACK 1 PB switched off







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MALFUNCTION : PACK 1 TEMP CONTRLER FAILS


CAUSE : Pack 1 controller internal failure

CONSEQUENCE :

- If PACK 1 is on (panel 30VU)

- Then:

• Pack 1 temperature is set at 15degC

- If the aircraft is in flight phases 1, 2, 6, 9, 10 :

- Then:








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MALFUNCTION : PACK 2 AUTO SHUT DOWN INOP FORSTARTING


CAUSE : Failure of close relay 12 HB of the flow control valveRH “FCV” remain open

CONSEQUENCE :

Aircraft on ground

- Electrical power supply connected

- Engines stopped

- APU on and APU BLEED VALVE PB on

- Pack 1 & 2 P/B on

- Start engine 2

- Pack 1 valve closes

- Pack 2 valve remains open

- After delay:

• “PACK VALVE 2 FAULT” light comes on

- Set pack 2 valve PB SW off

• “PACK VALVE 2 FAULT” light remains on

• “PACK VALVE 2 OFF” light comes on

- When ditching is selected, pack 2 valve remains open.




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MALFUNCTION : VENT BLOWERS LOW FLOW


CAUSE : BLOWER FAN FAULT (20HQ)

CONSEQUENCE :

- If “BLOWER” P/B is on “AUTO” position (22VU)

- Then: “BLOWER FAULT” light comes on

- If the aircraft is in flight phase 1, 2, 6, 10:

- Then:

• Maintenance horn sounds (except phase 6)




• “PRESS” page appears on the SYS CRT

- When “BLOWER FAN” P/B is switched OVRD

• “BLOWER FAULT” light goes out and

• “BLOWER OVRD” light comes on









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MALFUNCTION : VENT EXTRACT LOW FLOW


CAUSE : EXTRACT FAN FAULT (18HQ)

CONSEQUENCE :

- If “Extract Fan” P/B is on “Auto” position (panel 22VU)

- Then: “EXTRACT FAULT” light comes on


- Then:

• Maintenance horn sounds (except phase 6)





- When “Extract Fan” P/B is switched OVRD

• “EXTRACT FAULT” light goes out and

• “EXTRACT OVRD” light comes on

• The action is fed back on the E/W AND sys crt








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MALFUNCTION : OVBD VENT EXTRACT VALVE OPEN


CAUSE : Skin air outlet valve stuck open (22HQ)

CONSEQUENCE :

- Aircraft in flight


- Then:

• Extract valve stuck open





- Appropriate messages will be available on MCDU (CFDS function) (when CFDS maintenance option selected)





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MALFUNCTION : COCKPIT HOT AIR OVERHEAT


CAUSE : Excessive trim air open position order

CONSEQUENCE :

- If PACK 1 & 2 P/B are on (panel 30VU)

- If HOT AIR P/B is on (panel 30VU)

- Then:

• Cockpit trim air valve go to full heat

• Cockpit and duct temp increase

- When cockpit duct temp reaches 88 degC


- Then:

• HOT AIR FAULT light comes on

• HOT AIR VALVE closes




• “AIR COND” page appears on the SYS CRT

- When temperature < 70 degC to reset the system

• Select HOT AIR Pb OFF

• HOT AIR FAULT light goes out

• HOT AIR OFF light comes on





- If HOT AIR PB is switched on:

• HOT AIR FAULT light remains extinguished

• HOT AIR OFF light goes out




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MALFUNCTION : FWD CARGO ISOL VALVES FAULT


CAUSE : Valve position disagree

CONSEQUENCE :

• “FWD CARGO ISOL VALVES FAULT” light comes on


- Then:

• Warning message appears on the E/W CRT

- When “FWD CARGO ISOL VALVES” P/B is switched OFF:

- “FWD CARGO ISOL VALVES FAULT” light goes out







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MALFUNCTION : AFT CARGO ISOL VALVES FAULT


CAUSE : Valve position disagree

CONSEQUENCE :

• “AFT CARGO ISOL VALVES FAULT” light comes on


- Then:

• Associated warning message appears on the E/W CRT

- When “AFT CARGO ISOL VALVES” P/B is switched OFF:

• “AFT CARGO ISOL VALVES FAULT” light goes out

• “AFT CARGO ISOL VALVES OFF” light comes on




- Cancelling the malfunction restores normal position




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MALFUNCTION : FWD CARGO COM EXTRACT FAN FAIL


CAUSE : F/W FAN OVHT

CONSEQUENCE :

- ON GROUND or if P < 1psi


• Warning message appears on E/W CRT


• The appropriate STATUS page appears on the SYS CRT (FWD CRG VENT)


- Clear failure

- Trip then reset circuit breaker 1HN restores normal operation




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MALFUNCTION : AFT CARGO HOT AIR FAULT


CAUSE : Valve position disagrees (AFT)

CONSEQUENCE :

- If PACK 1 & 2 P/B are on (panel 30VU)

- If HOT AIR (CARGO HEAT) P/B is on (panel 22VU)

- Then:

• HOT AIR CARGO FAULT light comes on

- After STATUS page selection (Ecam Control Panel)







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MALFUNCTION : AUTO REGULATOR FAIL (ZONE CNTRL FAIL)


CAUSE : Internal ZONE CNTRL PRIMARY CH fail

CONSEQUENCE :

- In flight phases No 1, 2, 6, 9, 10

- If PACK 1 and 2 on (panel 30VU)

- Then:

• All ZONE temperature is set to 24 degC

• Associated messages appear on E/W CRT

• “AIR COND” page appears on DU-ECAM lower

• Zone trim valve close on real time.






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MALFUNCTION : GRND COOL FAULT


CAUSE : Ground cool valve stuck open

CONSEQUENCE :

- TBD. Lack of data




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MALFUNCTION : CAB FANS FAULT


CAUSE : Failure of the left fan motor stator (15HG)

CONSEQUENCE :

- If “CABIN RECIRCULATION FAN” P/B is on (22VU) and for flight phases 1, 2, 6, 9, 10

- Then:

• “FAN” appears on air cond page (if aircond page selected)

- When “CABIN RECIRCULATION FAN” P/B is switched off

• “Cabin recirculation fan off” light comes on



- Manual recycling of the corresponding CB is requird to reset this malfunction




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MALFUNCTION : VALVE SKIN/HEAT EXCHANGER STUCKCLOSE


CAUSE : AUX ISOL VALVE STUCK CLOSED (VALVE D)

CONSEQUENCE :

- AIRCRAFT IN FLIGHT

- If EXTRACT & BLOWER P/B SWS on “AUTO” position (22VU) then:

• EXTRACT & BLOWER FAULT light comes on


- Then after delay:











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CHAPTER 4 - ANTI ICE

CONTENTS:

CAPT PITOT PROBE FAULT

F/O PITOT PROBE FAULT

CAPT TAT PROBE FAULT

L WINDOW HEAT COMPUTER FAULT

WING ANTI-ICE FAULT

WING SUPPLY LO PRESSURE

ICE DETECTION OVERHEAT

ENG 2 NACELLE VALVE FAULT

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION ANTI ICE



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CHAPTER 4: ANTI ICE

MALFUNCTION : CAPT PITOT PROBE FAULT


CAUSE : Short circuit (detected by P.H.C)

CONSEQUENCE :

If the Probes/window P/B ON

The aircraft is in flight phases 1, 2, 6, 9, 10:

Or if the Probes/window P/B OFF and ENG running the aircraft is in flight phases 2, 6, 9:

Then: no local warning

But:


• Master caution lights on

• Associated anti-ice messages appear on E/W CRT

• “ANTI-ICE CAPT PITOT”

If ADC3 avail:

• Then message “AIR DATA SWITCHING... CAPT” appear on E/W CRT

Cancel anti-ice

Then after successive “CLR”

• Status messages appear

• “INOPS SYS

• CAPT PITOT"

Appropriate messages will be available on MCDU (CFDS function) (when CFDS maintenance option selected).

Cancelling malfunction restores normal operation




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CHAPTER 4: ANTI ICE

MALFUNCTION : F/O PITOT PROBE FAULT


CAUSE : Open circuit (detected by P.H.C.)

CONSEQUENCE :

- If the probes/window P/B ON the aircraft is in flight phases 1, 2, 6, 9, 10

- Or the probes/window P/B OFF and ENG running the aircraft is in flight phases 2, 6,


But:




• “ANTI-ICE CAPT PITOT”

If ADC3 avail:

• Then message “AIR DATA SWITCHING... CAPT” appear on E/W CRT

- Cancel anti-ice








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CHAPTER 4: ANTI ICE

MALFUNCTION : CAPT TAT PROBE FAULT


CAUSE : Open circuit (detected by P.H.C.)

CONSEQUENCE :

- If the aircraft is in flight phase 6:


But:




• No SYS page called

- Cancel anti-ice








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CHAPTER 4: ANTI ICE

MALFUNCTION : L WINDOW HEAT COMPUTER FAULT


CAUSE : Loss of ventilation around the computer in hottemperature configuration causing an overheat

CONSEQUENCE :

LOSS OF WINDOW HEAT COMPUTER


• The single chime sounds

• “CAUT” light illuminates

• A messages appears on DU-ECAM upper






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CHAPTER 4: ANTI ICE

MALFUNCTION : WING ANTI-ICE FAULT


CAUSE : Left valve blocked in open position

CONSEQUENCE :

Initial conditions

- Wing Anti-ice valve full open (Wings Anti-ice SW to ON)

Insert malfunction and set the wing Anti-ice SW to OFF.

(If A/C on ground, set anti-ice SW to on and wait 35 s)

Check that:

• “FAULT” light comes on, on 25VU

• If aircraft is in flight phase 1, 2, 3, 6, 9 or 10.

Then, after a delay:



• Appropriate messages appear on E/W CRT

• BLEED page appears on SYS CRT

- After successive “CLR”

- STATUS page appears with appropriate anti-ice messages






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CHAPTER 4: ANTI ICE

MALFUNCTION : WING SUPPLY LO PRESSURE


CAUSE : Right wing Anti-ice valve fault

CONSEQUENCE :

IF BLEED VALVE AND/OR X FEED OPEN

Then

If wing anti-ice selected on:

And aircraft in flight phases 1, 2, 6, 9 or 10

Then :

• “FAULT” comes on, on 25vu




Or:

If bleed valve and X FEED valve shut and wing anti-ice on and aircraft in phases 1, 2, 6, 9, 10

Then


• Fault comes on on 25VU

• Single chime and master caution are triggered

- After successive “CLR”

- STATUS messages appear






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CHAPTER 4: ANTI ICE

MALFUNCTION : ICE DETECTION OVERHEAT


CAUSE : NOT POSSIBLE

CONSEQUENCE :

(Ce système est prévu pour n’être monté que sur l’avion d’essais en vol).

En outre nous ne disposons d’aucune information).




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CHAPTER 4: ANTI ICE

MALFUNCTION : ENG 2 NACELLE VALVE FAULT


CAUSE : Disagree between valve position and position selected

CONSEQUENCE :

- When Eng 2 P/B is selected on

Then:

• Eng 2 anti-ice FAULT light comes on


- Then after a delay:




- When Eng 2 P/B is switched off

Then:

• Eng 2 anti-ice FAULT light goes out

• The action in fed back on the E/W CRT

- After successive CLR (Ecam Control Panel)

- The appropriate STATUS page appears on SYS CRT






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CHAPTER 5 - APU

CONTENTS:

EXTINGUISHABLE FIRE

UNEXTINGUISHABLE FIRE

APU FAULT

APU FAILS TO START (CONTACTOR STUCK

OIL QTY INC/DEC (1)

APU FLAP FAULT

APU FUEL ISOL VALVE STUCK

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION APU



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CHAPTER 5: APU

MALFUNCTION : EXTINGUISHABLE FIRE


CAUSE : FIRE IN APU COMPARTMENT

CONSEQUENCE :

• “APU FIRE” light illuminates on “FIRE” panel,

- On ground:

• Automatic APU shut-down occurs,

• “APU” fire extinguisher is automatically discharged,

• “FAULT” light illuminates on “APU” panel,

• “AVAIL” light goes out,

• Mechanical horn sounds

- For all Flight phases:

• Audio CRC sounds,

• Red “WARN” lights illuminate on glareshield,

• Appropriate messages (nature of failure and actions to be performed) appear on E/W CRT,

• “APU” page appears on SYS CRT.

- “APU” Fire goes out:

• “APU FIRE” light goes out,

• Audio CRC is stopped.

- External consequences: Electrical, Air conditioning, Fuel.




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CHAPTER 5: APU

MALFUNCTION : UNEXTINGUISHABLE FIRE


CAUSE : FIRE IN APU COMPARTMENT

CONSEQUENCE :

• “APU FIRE” light illuminates on “FIRE” panel,

- On ground:

• Automatic APU shut-down occurs,

• After 3s APU fire extinguisher is automatically discharged,

• “FAULT” light illuminates on “APU” panel,

• “AVAIL” light goes out,

• Mechanical horn sounds.

- For all Flight phases:

• Audio CRC sounds,

• Red “WARN” lights illuminate on glareshield,

• Appropriate messages (nature of failure and actions to be performed) appear on E/W CRT,


- APU Fire doesn’t go out:

• “APU FIRE” light remains ON,

• Audio CRC goes out when APU FIRE P/B pressed,

• Red “WARN” light remains on.

- External consequences: Electrical, Air conditioning, Fuel.






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CHAPTER 5: APU

MALFUNCTION : APU FAULT


CAUSE : FUEL SOLENOID FAILED SHORT-SHUT DOWNFROM E.C.B.

CONSEQUENCE :

- If APU is running:

• “FAULT” light illuminates on APU panel,

• Shut down occurs.

- If aircraft is in flight phases 1, 2, 6, 9, 10:

• Audio single chime sounds,

• Amber “Master Caution” lights flash on glareshield,

• Appropriate messages (nature of failure and action to be performed) appear on E/W CRT,

• “APU” page appears SYS CRT.

- When MASTER SW P/B is selected OFF:

• Action to be performed disappears on E/W CRT.

- If APU is not running and normal starting procedure carried out:

• Starting is impossible.

• “FAULT” light illuminates on APU panel.






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CHAPTER 5: APU

MALFUNCTION : APU FAILS TO START (CONTACTOR STUCK)


CAUSE : START CONTACTOR 5KA STUCK OPEN

CONSEQUENCE :

- If APU is not running and normal starting procedure is carried out:

• After approximately 30 seconds “slow start” is detected,


• Shut-down occurs.



• amber “Master Caution” lights flash on glareshied,








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CHAPTER 5: APU

MALFUNCTION : OIL QTY INC/DEC (1)

PARAMETER : OIL QTY

MIN VALUE : 01 MAX VALUE: 5.7 1 CHANGE RATE: 1 1/S


CAUSE : Decrease in oil quantity due to a leak in oil circuit

CONSEQUENCE :

- Oil level in tank reaches value selected by the instructor.

If oil low level then:

• Appropriate indication appears on SYS CRT

- Oil temp increases: (if APU running)

• “Fault” light illuminates on APU panel,

• Shut down occurs.

- If aircraft is in flight phases 1, 2, 6, 9, 10 then: (if APU running)


• Amber “Caution” lights flash on glareshield,








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CHAPTER 5: APU

MALFUNCTION : APU FLAP FAULT


CAUSE : INLET FLAP LOCKED IN POSITION

CONSEQUENCE :

- If APU is not running, normal starting procedure is carried out and inlet flap remains closed:


• Shut down occurs after 30 seconds.

• “FLAP OPEN” message doesn’t appear.

If aircraft is in flight phases 1, 2, 6, 9, 10:


• Amber “Master Caution” lights flash on glareshield,




- If APU is running, when the MASTER switch is switched OFF:

• NORMAL APU SHUT-DOWN occurs but “FLAP OPEN” flashes approximately

• 3 mn after MASTER SW OFF.

- Appropriate messages will be available on MCDU (CFDS function)(when CFDS maintenance option selected).





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CHAPTER 5: APU

MALFUNCTION : APU FUEL ISOL VALVE STUCK


CAUSE : LOSS OF C/B1QF AND C/B2QF

CONSEQUENCE :

- If APU is running, APU Fire P/B switched ON and APU Fuel isol valve stuck in open position:

If aircraft is in flight phases 1, 2, 6, 9, 10:


• Amber “Master caution” lights flash on glareshield,

• Appropriate message (nature of failure) appears on E/W CRT.

• FUEL page appears on SYS CRT.

• EMERGENCY APU SHUT-DOWN Occurs (because of APU FIRE P/B ON)

Cancelling malfunction restores normal operation.

- If APU is not running, normal starting procedure is carried out and APU Fuel isol valve stuck in closed position:

• Automatic SHUT-DOWN occurs 15 seconds after speed > 7 %.






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CHAPTER 6 - ATTENDANT/MAINT. COMPUTER

CONTENTS:

ACARS FAIL

CIDS FAIL

CFDIU FAULT

DFDR FAULT

QAR FAULT

DMU FAULT

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION ATTENDANT/MAINT. COMPUTER



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CHAPTER 6: ATTENDANT/MAINT. COMPUTER

MALFUNCTION : ACARS FAIL


CAUSE : Loss of ACARS MU electrical power

CONSEQUENCE :

- Messages sent to A/C by the ground are not acknowledged

- ACARS menus on MCDU are not available

- ECAM warning and messages are conformed to ’23060’ referenced independent failure






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MALFUNCTION : CIDS FAIL


CAUSE : Directors 1 and 2 power failure (CB140RH,CB150RH and CB151RH)

CONSEQUENCE :

- The Passenger address system is inoperative.

- The cabin and flight crew interphone system is inoperative (FWD, AFT and EMER CALLS).

- The Passenger lighted signs are inoperative (NO SMOKING and FASTEN SEAT BELT).

- The service interphone system is inoperative.

- The emergency evacuation signalling system is inoperative.

Consequences on ECAM:

Report to FWC boards 23030 and 23080.


ACTION: NIL





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MALFUNCTION : CFDIU FAULT


CAUSE : Loss of normal power supply

CONSEQUENCE :

CFDIU IN BACK UP MODE

Check that:

On ground, engines OFF or ON:

CFDS

BACK UP MODE

<SYSTEM REPORT/TEST

Access to “SYSTEM REPORT/TEST” item is possible through both MCDUs

In flight:

On both MCDUs, the “ CFDS” item is not displayed om MCDU MENU

Clear malfunction

Trip CFDIU supply breaker (CB 2TW - J18)

Trip CFDUY backup breaker (CB 8TW - J17)

After 1 sec reset CFDIU supply breaker (CB 2TW - J18) and CFDIU backup breaker (CB 8TW - J17)

CFDIU is fully operative after a delay (about 30 s)




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MALFUNCTION : CFDR FAULT


CAUSE : INTERNAL POWER FAILURE

CONSEQUENCE :

1 Automatic mode:

ECAM: (TBD)

2 Ground manual mode:

Engagement logic not affected

ECAM: (TBD)




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MALFUNCTION : QAR FAULT


CAUSE : Non traitee: Option

CONSEQUENCE :

Non traitee: Option




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MALFUNCTION : DMU FAULT


CAUSE : Non traitee: Option

CONSEQUENCE :

Non traitee: Option




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CHAPTER 7 - CABIN PRESSURE

CONTENTS:

CAB PRESS REGULATOR 1 FAULT

CAB PRESS REGULATOR 2 FAULT

STRUCTURE DAMAGE

EXCESSIVE ALTITUDE

CAB PRESS SYS 1 28V DC

CAB PRESS SYS 1 5V AC

NEGATIVE LO DP

REG VALVE STUCK

LDG ELEV ROTACTOR FAIL

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION CABIN PRESSURE



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CHAPTER 7: CABIN PRESSURE

MALFUNCTION : CAB PRESS REGULATOR 1 FAULT


CAUSE : Computer fail

CONSEQUENCE :

- If system 1 is selected

Then:

• Cabin pressure system switches to sys 2

- If the aircraft is in flight phases 1,2,6,9,10

Then:

• Associated warning messages appear on E/W crt

• Cab press page appears on the SYS CRT

Sys 1 is not displayed

Sys 2 is green








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MALFUNCTION : CAB PRESS REGULATOR 2 FAULT


CAUSE : Computer fail

CONSEQUENCE :


Then:


• Sys 2 becomes amber on pressu page

- If the aircraft is in flight phases 1, 2, 6, 9, 10

Then:

• Associated warning messages appear on E/W CRT

• Cabin press page appears on the SYS CRT

Sys 2 is amber

Sys 1 is green








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MALFUNCTION : STRUCTURE DAMAGE


CAUSE : Explosive decompression

CONSEQUENCE :

- If the aircraft is above 10000 ft

Then:

• The outflow valve moves to close

• High cabin vertical speed (about 12000 ft/min)

• dp decreases

• Cabin altitude increases

- If the aircraft is in flight phase 1, 6

• When cabin altitude reaches 9550 ft

Then:

• Continuous repetitive chime sounds

• Master warning light comes on

• Associated message appears on E/W CRT

• CABIN PRESS page appears on SYS CRT

- If cabin altitude reaches 11300ft then CIDS on MSP CRT operates Passenger Signs.


- After cancelling malfunction when cabin altitude decreases below 9550 ft, normal operation is restored.




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MALFUNCTION : EXCESSIVE ALTITUDE


CAUSE : Leakage rate of section

CONSEQUENCE :

- If the aircraft is above 10000 ft

Then

• The outflow valve attempts to regulate

• Cabin vertical speed increases (about 6000 ft/min)

• Dp decreases

• Cabin altitude increases

- If the aircraft is in flight phase 1, 6

When cabin altitude reaches 9550 ft

Then:





- If cabin altitude reaches 11300ft then CIDS on MSP CRT operates Passenger Signs.


- After cancelling malfunction, when cabin altitude is below 9550 ft normal operation is restored.




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MALFUNCTION : CAB PRESS SYS 1 28V DC


CAUSE : Loss of 28 V DC

CONSEQUENCE :


Then:


- If the A/C is in flight phases 1,2,6,9,10

Then:

• associated message appears on E/W CRT

• “CABIN PRESS” page appears on SYS CRT

Sys 1 is not displayed

Sys 2 is green

- After successive “CLR” (ECAM control panel)

• Appropriated STATUS page appears on the SYS CRT






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MALFUNCTION : CAB PRESS SYS 1 5V AC


CAUSE : Loss of 5V ACRelay box 7 LP - Connecteur A - pin 18

CONSEQUENCE :

- If light test SW on

Then:

• FAULT light stays off






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MALFUNCTION : NEGATIVE LO DP


CAUSE : False warning (threshold offset)

CONSEQUENCE :

- If system 1 or 2 is selected and if the aircraft is in flight phases 1, 6

Then:

• Single stroke chime sounds



• Cab press page appears on the SYS CRT






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MALFUNCTION : REG VALVE STUCK


CAUSE : Outflow valve flap mechanical stuck in position

CONSEQUENCE :

- If aircraft on ground and flight phase 9, 10

- If outflow valve not open ( < 5 %)

Then:

• 180s after: Single stroke chime sounds



• Cab press page appears on SYS CRT

- If flight phases 3, 6

- If system 1 selected

- If vertical speed less than (-2211 ft/min) and valve position less than 5ÿ%, or vertical speed greater than 2211 ft/minand valve position greater than 5 %.

Then:

• Cabin pressure switches to sys 2

• Cabin press fault light comes on


• Cab press page appears on SYS CRT

- If mode sel P.B. on MAN position

- If man V/S CTL SW on UP or DN position

Then:

• Outflow valve always stuck in position

- After successive CLR (Ecam Control Panel)

• The appropriate status page appears on CRT






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MALFUNCTION : LDG ELEV ROTACTOR FAIL


CAUSE : LDG ELEV ROTACTOR FAILURE

CONSEQUENCE :

• Set the A/C altitude to 35 000 ft

The selector position read by the CPC becomes wrong. Control of landing elevation switches from auto to manual modeand the CPC takes 14500 ft as landing elevation selection.

Cabin altitude varies according to a 14500 ft elevation selection.

If cabin altitude overrides 9500 ft and if aircraft is in flight phase 1, 6

Then:



• Associated message appears on E/W CRT.



Cancelling the malfunction restores normal operation.




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CHAPTER 8 - DMC/FWC/SDAC

CONTENTS:

DMC 1 FAULT

DMC 2 FAULT

DMC 3 FAULT

DMC 1 PITCH INC/DEC (DEG/S)

DMC 2 PITCH INC/DEC (DEG/S)

DMC 1 ROLL INC/DEC (DEG/S)

DMC 2 ROLL INC/DEC (DEG/S)

DMC 1 SPEED INC/DEC (KT/S)

DMC 2 SPEED INC/DEC (KT/S)

FWC 1 FAULT (ACQUISITION)

FWC 2 FAULT (ACQUISITION)

SDAC 1 FAULT

SDAC 2 FAULT

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION DMC/FWC/SDAC



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CHAPTER 8: DMC/FWC/SDAC

MALFUNCTION : DMC 1 FAULT


CAUSE : Power supply failure (115V AC CB 10WT1)

CONSEQUENCE :

- The display units driven by DMC1 (captain PFD and ND and upper ECAM DU) display a diagonal line.

- The Engine/Warning image is automatically displayed on the lower ECAM DU instead of the system page or statusmessage ("Mono" display configuration).

- Indications and warning symbols/messages generated by ECAM.


ACTION:

The Captain can switch over to DMC 3 by mean of the EIS DMC selector (CAPT/3 position).






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CONSEQUENCE :

- The display units driven by DMC2 (F/O PFD and ND and lower ECAM DU) display a diagonal line.

- Indications and warning symbols/messages generated by ECAM.


ACTION:

The first Officer can switch over to DMC3 by mean of the EIS DMC selector (F/O/3 position).






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CAUSE : Power supply failure (115V AC CB 10WT3 andCB 14WT1)

CONSEQUENCE :

- In normal operation, no change in present display configuration.

- If the DMC 1 and 2 are not simultaneously failed, the message DMC 3 appears on status page in section reserved formaintenance information.

- If Captain is switched over DMC3.

• Capt PFD, ND and upper ECAM DU display a diagonal line

• E/W is automatically displayed on the lower ECAM DU instead of the system page or status message.

- If F/O is switched over DMC3.

• F/O PFD, ND and lower ECAM DU display a diagonal line.

ACTION: NIL






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MALFUNCTION : DMC 1 PITCH INC/DEC (DEG/S)

PARAMETER : Drift rate of Pitch angle (Label 324 from ADIRS1)

MIN VALUE : 0.5 deg/s MAX VALUE: 20 deg/s CHANGE RATE:variable


CAUSE : VARIABLE PITCH DATA COMPUTED BYADIRS 1

CONSEQUENCE :

A drift is added to the true pitch angle

- If the ATT/HDG switching is in neutral position, the pitch data displayed on CAPT’s PFD is wrong

- When the discrepancy between the CAPT’s PFD pitch and F/O’s PFD pitch becomes greater than 5 ; the “CHECKATT” message appears

- In Flight phases 1,2,5,6,7,9,10:

• ECAM warning: NAV ATT DISCREPANCY

• LIGHT warning: MASTER CAUTION light are on

• AUDIO warning: Single Chime Sounds

- If the ATT/HDG switching is in CAPT/3 position, CAPT’s PFD normal operation is restored, the “CHECK ATT”flag and warnings disappear.

(If the drift becomes lower than 5, the “CHECK ATT” flag disappears and warnings disappear)




Complementary data: the pitch data will be limited to +/- 30 deg.




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MALFUNCTION : DMC 2 PITCH INC/DEC (DEG/S)

PARAMETER : Drift rate of Pitch angle (Label 324 from ADIRS2)



CAUSE : VARIABLE PITCH DATA COMPUTED BYADIRS 2

CONSEQUENCE :

A drift is added to the true pitch angle

- If the ATT/HDG switching is in neutral position, the pitch data displayed on F/O’s PFD is wrong

- When the discrepancy between the CAPT’s PFD pitch and F/O’s PFD pitch becomes grater than 5, the “CHECKATT” message appears

- In Flight phases 1,2,5,6,7,9,10:


• LIGHT warning: MASTER CAUTION lights are on


- If the ATT/HDG switching is in F/O/3 position, F/O’s PFD normal operation is restored, the “CHECK ATT” flagand warnings disappear.

(If the drift becomes lower than 5 the “CHECK ATT” flag disappears and warnings dispappear)




Complementary data: the pitch data will be limited to +/- 30 deg.




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MALFUNCTION : DMC 1 ROLL INC/DEC (DEG/S)

PARAMETER : Drift rate of Roll angle (Label 325 from ADIRS1)



CAUSE : VARIABLE ROLL DATA COMPUTED BYADIRS 1

CONSEQUENCE :

A drift is added to the true roll angle

- If the ATT/HDG switching is in neutral position, the roll data displayed on CAPT’s PFD is wrong

- When the discrepancy between the CAPT’s PFD roll and F/O’s PFD roll becomes greater than 5, the ’CHECK ATT’message appears

- In flight phases 1, 2, 5, 6, 7, 9, 10:




- If the ATT/HDG switching is in CAPT/3 position, CAPT’s PFD normal operation is restored, the “CHECK ATT”flag and warnings disappear.

(If the drift becomes lower than 5, the ’CHECK ATT’ flag dispappears and warnings disappear)




Complementary data: the roll data will be limited to +/- 60 deg.




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MALFUNCTION : DMC 2 ROLL INC/DEC (DEG/S)

PARAMETER : Drift rate of Roll angle (Label 325 from ADIRS2)



CAUSE : VARIABLE ROLL DATA COMPUTED BYADIRS 2

CONSEQUENCE :

A drift is added to the true roll angle

- If the ATT/HDG switching is in neutral position, the roll data displayed on F/O’s PFD is wrong

- When the discrepancy between the CAPT’s PFD roll and F/O’s PFD roll becomes greater than 5, the “CHECKATT” message appears

- In Flight phases 1, 2, 5, 6, 7, 9, 10:




- If the ATT/HDG switching is in F/O/3 position, F/O’s PFD normal operation is restored, the “CHECK ATT” flagand warnings disappear.

(If the drift becomes lower than 5, the “CHECK ATT” flag disappears and warnings disappear)

- Appropriate messages will be available on MCDU (CFDS function) (When CFDS maintenance option selected).



Complementary data: the roll data will be limited to +/- 60 deg.




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MALFUNCTION : DMC 1 SPEED INC/DEC (KT/S)

PARAMETER : Drift rate of Computed airspeed (from ADIRS)

MIN VALUE : 1kt/s MAX VALUE: 15 kt/s CHANGE RATE:variable


CAUSE : VARIABLE WRONG DATA SENT BY ADIRS 1

CONSEQUENCE :

A drift adjustable by the I.S. is added to the normal computed airspeed on arinc output parameter

- If AIR DATA switching is in neutral position on CAPT PFD, speed information is wrong, MACH and TASinformations are not modified

- If AIR DATA switching is in CAPT/3 position, CAPT’s PFD normal operation is restored.

- On ADIRS CDU: no warning

- ECAM warning: no warning

- Cancelling failure restores normal operation


Complementary data: the CAS data will be limited to 0/450 kt.




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MALFUNCTION : DMC 2 SPEED INC/DEC (KT/S)

PARAMETER : Drift rate of Computed airspeed (from ADIRS2)

MIN VALUE : 1 kt/s MAX VALUE: 15 kt/s CHANGE RATE:variable


CAUSE : VARIABLE WRONG DATA SENT BY ADIRS 2

CONSEQUENCE :

A drift adjustable by the I.S is added to the normal computed airspeed on arinc output parameter

- If AIR DATA switching is in neutral position on F/O PFD, speed information is wrong, MACH and TASinformations are not modified

- If AIR DATA switching is in F/O/3 position, F/O’s PFD normal operation is restored.

- On ADIRS CDU: no warning

- ECAM WARNING: no warning

- Cancelling failure restores normal operation


Complementary data: the CAS data will be limited to 0/450 kt.




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CHAPTER 8: EIS/DMC

MALFUNCTION : FWC 1 FAULT (ACQUISITION)


CAUSE : COMPUTER TOTAL FAILURE

CONSEQUENCE :

NOTE: The consequences described hereafter apply ONLY to a:“NO-OTHER-MALFUNCTION-INSERTED-A/C-CONFIGURATION”.

The consequences description of this malfunction’s introduction while (an) other malfunction (s) is(are) already present,should be derived from the combination of the other malfunction consequences description with the following one.

FFS/FBS/MTS:

If A/C is in flight phase 1 2 6 9 or 10

or

if A/C is in flight phase 3 4 5 7 or 8 and an action on ECP/RCL

switch has been performed to cancel automatic-flight-phase-inhibition, the following INDEPENDANT warning(s)appears on EW DU:

FWS FWC 1 FAULT

Clear (all) warning(s) presented on EW DU until STATUS page can be displayed on any ECAM - available DU(S, EW,... according to A/C configuration),

the following INOPERATIVE SYSTEM status is(are) displayed on STATUS page:

FWC 1

MTS (only):

The following ECAM message:

- 31 - 00 FWS FWC 1 FAULT

is registered by CFDIU, with adequate GMT and FLIGHT PHASE NUMBER, and displayed in LAST/CURRENTLEG ECAM REPORT item of CFDS MAIN MENU.

The following CFDS message:

NO DATA FROM FWC 1

is registered by CFDIU, with adequate GMT and ATA NUMBER, and displayed in LAST/CURRENT LEG REPORTitem of CFDS MAIN MENU.

It can also be displayed in AVIONICS STATUS item of CFDS MAIN MENU, if malfunction is still present at the timeof selection of this item.




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CHAPTER 8: EIS/DMC

The following FWC 2 BITE message:

- 31-53-34 FWC 2: NO DATA FROM OPPOSITE FWC

class II internal fault

is registered by FWC 2 BITE, with adequate GMT, and displayed in LAST LEG REPORT item of FWC 2 BITEMENU.

It can also be displayed, if reported by FWC 2 and registered by CFDIU, in LAST/CURRENT LEG REPORT of CFDSMAIN MENU.

The following CFDIU BITE message:

- NO DATA FROM FWC 1

external fault

is registered by CFDIU BITE, with adequate GMT, and displayed in LAST LEG REPORT item of CFDIU BITEMENU.

It can also be displayed in GROUND SCANNING item of CFDIU BITE MENU, if malfunction is still present at thetime of selection of this item.

FFS/FBS.MTS:

Cancelling the malfunction restores FWC 1 NORMAL OPERATION AND ECAM messages disappear from associatedDU.

MTS (only):

- but CFDIU or BITE memorized MAINTENANCE messages do NOT disappear.




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CHAPTER 8: EIS/DMC

MALFUNCTION : FWC 2 FAULT (ACQUISITION)



CONSEQUENCE :

NOTE: The consequences described hereafter apply ONLY to a:“NO-OTHER-MALFUNCTION-INSERTED-A/C-CONFIGURATION”.

The consequences description of this malfunction’s introduction while (an) other malfunction(s) is(are) already present,should be derived from the combination of the other malfunction consequences description with the following one.

FFS/FBS/MTS:


or

If A/C is in flight phase 3 4 5 7 or 8 and an action on ECP/RCL switch has been performed to cancelautomatic-flight-phase-inhibition, the following INDEPENDANT warning(s) appear(s) on EW DU

FWS FWC 2 FAULT

Clear (all) warning(s) presented on EW DU until STATUS page can be displayed on any ECAM-available DU(S, EW,... according to A/C configuration),

The following INOPERATIVE SYSTEM status is (are) displayed on STATUS page:

FWC 2

MTS (only):

- The following ECAM message:

31-00 FWS FWC 2 FAULT


The following CFDS message:

NO DATA FROM FWC 2

- Is registered by CFDIU, with adequate GMT and ATA NUMBER, and displayed in LAST/CURRENT LEGREPORT item of CFDS MAIN MENU.

- It can also be displayed in AVIONICS STATUS item of CFDS MAIN MENU.

If malfunction is still present at the time of selection of this item.




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CHAPTER 8: EIS/DMC

The following FWC 1 BITE message:

31-53-34 FWC 1: NO DATA FROM OPPOSITE FWC

Class II internal fault

- Is registered by FWC 1 BITE, with adequate GMT, and displayed in LAST LEG REPORT item of FWC 1 BITEMENU.

It can also be displayed, if reported by FWC 1 and registered by CFDIU, in LAST/CURRENT LEG REPORT of CFDSMAIN MENU.

The following CFDIU BITE message:

NO DATA FROM FWC 2

External fault

Is registered by CFDIU BITE, with adequate GMT, and displayed in LAST LEG REPORT item of CFDIU BITEMENU.

It can also be displayed in GROUND SCANNING item of CFDIU BITE MENU.

If malfunction is still present at the time of selection of this item.

FFS/FBS/MTS:

Cancelling the malfunction restores FWC 2 normal operation and ECAM messages disappear from associated DU,MTS (only)

But CFDIU or BITE memorized MAINTENANCE messages do NOT disappear.




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CHAPTER 8: EIS/DMC

MALFUNCTION : SDAC 1 FAULT



CONSEQUENCE :

CONSEQUENCES:

NOTE: The consequences described her(eafter apply ONLY to a:“NO-OTHER-MALFUNCTION-INSERTED-A/C-CONFIGURATION”.

The consequences description of this malfunction’s introduction while (an) other malfunction(s) is(are) already present,should be derived from the combination of the other malfunction consequences description with the following one.

FFS/FBS/MTS:


Or

If A/C is in flight phase 3 4 5 7 or 8 and an action on ECP/RCL

Switch has been performed to cancel automatic-flight-phase-inhibition, the following INDEPENDANT warning(s)appear(s) on EW-DU:

FWS SDAC 1 FAULT



SDAC 1

MTS (only):

- The following ECAM message:

31-00 FWS SDAC 1 FAULT


The following FWC 1 (and FWC 2 respectively) BITE message:

31-55-34 FWC 1 (2 resp.): NO DATA FROM SDAC 1

class II internal fault

is registered by FWC (2 resp.) BITE, with adequate GMT, and displayed in LAST LEG REPORT item of FWC (2 resp.) BITE MENU.




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CHAPTER 8: EIS/DMC

It can also be displayed, if reported by FWC 1 (2 resp.) and registered by CFDIU, in LAST/CURRENT LEG REPORTof CFDS MAIN MENU.

FFS/FBS/MTS:

Cancelling the malfunction restores SDAC 1 normal operation and ECAM messages disappear from associated DU,MTS (only):

but CFDIU or BITE memorized MAINTENANCE messages do NOT disappear.




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CHAPTER 8: EIS/DMC

MALFUNCTION : SDAC 2 FAULT



CONSEQUENCE :

NOTE: The consequences described hereafter apply ONLY TO A /"NO-OTHER-MALFUNCTION-INSERTED-A/C-CONFIGURATION".

The consequences description of this malfunction’s introduction while (an) other malfunction(s) is (are) already present,should be derived from the combination of the other malfunction consequences description with the following one.

FFS/FBS/MTS:


Or

If A/C is in flight phase 3 4 5 7 or 8 and an action on ECP/RCL

Switch has been performed to cancel automatic-flight-phase-inhibition, the following INDEPENDANT warning(s)appear(s) on EW DU:

FWS SDAC 2 FAULT



SDAC 2

MTS (only) :

The following ECAM message:

- 31-00 FWS SDAC 2 FAULT

Is registered by CFDIU, with adequate GMT and FLIGHT PHASE NUMBER, and displayed in LAST/CURRENTLEG ECAM REPORT item of CFDS MAIN MENU.

The following FWC: (and FWC 2 respectively) BITE message:

31-55-34 FWC 1 (2 resp.): NO DATA FROM SDAC 2

Class II internal fault

Is registered by FWC 1 (2 resp.) BITE, with adequate GMT, and displayed in LAST LEG REPORT item of FWC 1(2 resp.) BITE MENU.




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It can also be displayed, if reported by FWC 1 (2 resp.) and registered by CFDIU, in LAST/CURRENT LEG REPORTof CFDS MAIN MENU.

FFS/FBS/MTS:

Cancelling the malfunction restores SDAC 2 normal operation and ECAM messages disappear from associated DU,

MTS (only):

But CFDIU or BITE memorized MAINTENANCE messages do NOT disappear.




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CHAPTER 9 - DOORS

CONTENTS:

L FWD CABIN DOOR NOT CLOSED

FWD CARGO SWITCH FAULT

AFT CARGO DOOR NOT CLOSED

R AFT CABIN SLIDE AUTO/MAN

AFT EMERG EXIT OPEN

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION DOORS



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CHAPTER 9: DOORS

MALFUNCTION : L FWD CABIN DOOR NOT CLOSED


CAUSE : Door detected not closed - SW

CONSEQUENCE :

- If the aircraft is in flight phases 2, 3, 6, 9

Then:




• LH FWD cab door open on SYS CRT

• VZ cabin increases (in flight)


(when CFDS maintenance option selected).





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CHAPTER 9: DOORS

MALFUNCTION : FWD CARGO SWITCH FAULT


CAUSE : SW faulty

CONSEQUENCE :


Then:




• FWD cargo door open on SYS CRT

• No action on Vz cabin







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CHAPTER 9: DOORS

MALFUNCTION : AFT CARGO DOOR NOT CLOSED



CONSEQUENCE :


Then:




• VZ cabin increases (in flight)







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CHAPTER 9: DOORS

MALFUNCTION : R AFT CABIN SLIDE AUTO/MAN


CAUSE : Slide disarm

CONSEQUENCE :

- In all flight phases:

• Symbol “SLIDE” of RH aft cabin door disappears on SYS CRT





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CHAPTER 9: DOORS

MALFUNCTION : AFT EMERG EXIT OPEN



CONSEQUENCE :


Then:




• After emerg exit door open on SYS CRT

• VZ cabin increases







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CHAPTER 10 - EIS

CONTENTS:

CAPT PFD FAULT

F/O PFD FAULT

CAPT ND FAULT

F/O ND FAULT

CAPT PFD COLOR FAULT

F/O ND COLOR FAULT

ENG/WARNING DISPLAY FAIL

SYS/STATUS DISPLAY FAIL

SYS/STATUS COLOR FAULT

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION EIS



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CHAPTER 10: EIS

MALFUNCTION : CAPT PFD FAULT



CONSEQUENCE :

- Captain PFD screen blank

- There is an automatic transfert of the PFD image on the Captain’s display unit normally showing an ND image.

ACTION:

- Use Captain PFD/ND XFR push-button to select PFD or ND display on the Captain ND screen.







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CHAPTER 10: EIS

MALFUNCTION : F/O PFD FAULT



CONSEQUENCE :

- F/O PFD screen blank

- There is an automatic transfert of the PFD image on the F/O’s display unit normally showing an ND image.

ACTION:

- Use F/O PFD/ND XFR push-button to select PFD or ND display on the F/O ND screen.







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CHAPTER 10: EIS

MALFUNCTION : CAPT ND FAULT



CONSEQUENCE :

- Captain ND screen blank.

ACTION:

- Use Captain PFD/ND XFR push-button to select PFD or ND display on the Captain’s PFD screen.







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CHAPTER 10: EIS

MALFUNCTION : F/O ND FAULT



CONSEQUENCE :

- F/O ND screen blank.

ACTION:

- Use F/O PFD/ND XFR push-button to select PFD or ND display on the F/O’s PFD screen.







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CHAPTER 10: EIS

MALFUNCTION : CAPT PFD COLOR FAULT


CAUSE : Red channel inhibit (connector pin 53 to ground)

CONSEQUENCE :

- Red colour missing on Captain’s PFD screen.

ACTION: NIL





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CHAPTER 10: EIS

MALFUNCTION : F/O ND COLOR FAULT



CONSEQUENCE :

- Red colour missing on F/O’s ND screen.

ACTION: NIL





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CHAPTER 10: EIS

MALFUNCTION : ENG/WARNING DISPLAY FAIL


CAUSE : Power supply failure (115V AC CB 13 WT1)

CONSEQUENCE :

- Upper ECAM DU screen blank,

- The Engine/Warning image is automatically displayed on the lower ECAM DU instead of the system page or statusmessage ("Mono" display configuration).

ACTION:

- By means of the ECAM/ND XFR selector (position CAPT or F/O), each pilot can call on his “ND” DU an A/Csystem or status image instead of the ND image.

- The Engine/Warning image can be temporarily replaced by any A/C SYSTEM page or by the STATUS page, as longas the corresponding push-button switch is maintained pressed on the ECAM Control Panel.







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CHAPTER 10: EIS

MALFUNCTION : SYS/STATUS DISPLAY FAIL



CONSEQUENCE :

- Lower ECAM DU screen blank.

ACTION:

- By means of the ECAM/ND XFR selector (position CAPT or F/O), each pilot can call on his “ND” DU an A/Csystem or status image, or Engine/Warning image if both ECAM DUs are inoperative, instead of the ND image.

- The Engine/Warning image can be temporarily replaced by any A/C SYSTEM page or by the STATUS page, as longas the corresponding push-button switch is maintained pressed on the ECAM Control Panel.







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CHAPTER 10: EIS

MALFUNCTION : SYS/STATUS COLOR FAULT



CONSEQUENCE :

- Red colour missing on SYS/STATUS screen.

ACTION: NIL





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CHAPTER 11 - ELECTRICAL POWER 1

CONTENTS:

GEN 1 EXCITATION FAIL

GEN 2 EXCITATION FAIL

IDG 1 OIL OVERHEAT

IDG 2 OIL PRESS LO

GEN 2 VOLTAGE INC/DEC

APU GEN EXCITATION FAIL

APU GEN VOLTAGE INC/DEC

DUAL GEN FAIL

GEN 1 TRANSFER CONTACTOR OPEN

GEN 1 FREQUENCY INC/DEC

AC BUS TIE CONTACTOR 1 OPEN

GALLEY LOADS INC/DEC

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION ELECTRICAL POWER 1



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CHAPTER 11: ELECTRICAL POWER 1

MALFUNCTION : GEN 1 EXCITATION FAIL


CAUSE : GENERATOR 1 EXCITATION CIRCUIT FAIL

CONSEQUENCE :

- GEN 1 “FAULT” light indicator illuminates.



• “CAUT” light illuminates,

• ELEC PAGE appears on DU-ECAM lower,

• A message appears on DU-ECAM upper. (LA24000F)

• Voltage and Frequency become zero.

- When GEN 1 push-button is switched off:

• “FAULT” light goes out,

• “OFF” light comes on.


• The appropriate status page appears on SYS CRT.







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MALFUNCTION : GEN 2 EXCITATION FAIL


CAUSE : GENERATOR 2 EXCITATION CIRCUIT FAILS

CONSEQUENCE :

- GEN 2 “FAULT” light illuminates.


• The single chime sounds,


• ELEC page appears on DU-ECAM lower,


• Voltage and Frequency become zero.




- After successive “CLR” (ECAM Control Panel):








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MALFUNCTION : IDG 1 OIL OVERHEAT


CAUSE : Abnormal friction in IDG 1 constant speed drivemechanism

CONSEQUENCE :

When IDG 1 oil temperature is over 185 deg:

- IDG 1 “FAULT” light indicator illuminates.

- If the aircraft is in flight phase 1, 2, 3, 6, 9, 10:



• ELEC PAGE APPEARS ON DU-ECAM lower,

• A message appears on DU-ECAM upper.(LA24022C)

- After depressing IDG 1 push-button:

• “DISC” indication appears on ELEC ECAM page.

• when oil temperature is under 185deg “FAULT” light goes out.





- Normal operation is restored by cancelling fault and depressing “IDG reconnect” ("ISD reset") or “MASTERRESET” on Instructor’s Station.




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MALFUNCTION : IDG 2 OIL PRESS LO


CAUSE : CSD 2 faulty oil pressure switch

CONSEQUENCE :

- IDG 2 “FAULT” light illuminates.





• A message appears on DU-ECAM upper. (LA24030D)

- When IDG 2 push-button is depressed:

• “DISC” information appears on ELEC ECAM page

• “FAULT” light goes out.





- Normal operation is restored by cancelling fault and depressing “ISD reset” or “MASTER RESET”.




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MALFUNCTION : GEN 2 VOLTAGE INC/DEC

PARAMETER : GEN 2 VOLTAGE

MIN VALUE : 60 V MAX VALUE: 180 V CHANGE RATE: 6 V/s


CAUSE : Faulty GEN 2 excitation

CONSEQUENCE :

- Over 130 V or under 100 V after 4 seconds:

• GEN 2 “FAULT” light illuminates.





• A message appears on DU-ECAM upper (LA24010F)












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MALFUNCTION : APU GEN EXCITATION FAIL


CAUSE : Generator APU excitation circuit fails

CONSEQUENCE :

- APU GEN “FAULT” light illuminates.





• A message appears on DU-ECAM upper. (LA24040D1)

- When APU GEN push-button is switched off:











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MALFUNCTION : APU GEN VOLTAGE INC/DEC

PARAMETER : APU GEN VOLTAGE

MIN VALUE : 60 V MAX VALUE: 180 V CHANGE RATE: 6V/s


CAUSE : Faulty APU GEN excitation circuit

CONSEQUENCE :

- Over 130 V or under 100 V after 4 seconds:

• APU GEN “FAULT” light illuminates.





• A message appears on DU-ECAM upper.(LA24040D1)

- When APU GEN push-button is switched off:











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MALFUNCTION : DUAL GEN FAIL


CAUSE : Simultaneous failure of GEN 1 and GEN 2 excitationfailure

CONSEQUENCE :

- If APU is not running, main AC BUS BARS are lost, automatic extension of RAT. During few seconds no ACpower available except AC static inverter.

- Operation of emergency configuration is always available. (EMERG CONFIG)


- Cancelling malfunction and depressing “RAT RESET” restores normal operation.




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MALFUNCTION : GEN 1 TRANSFER CONTACTOR OPEN


CAUSE : Contactor BTC1 11XU1 coil failure

CONSEQUENCE :

- If AC BUS 1XP is powered by GEN 1 and AC BUS 2XP powered by GEN 2 or APU GEN: no effect. Normalconfiguration.

- If GEN 1 off and one of GEN 2 or APU GEN or EXT PWR ready: loss of AC BUS 1XP.& AC ESS BUS.

• AC ESS “FAIL” light is illuminated.

If the aircraft is in phase 1, 2, 3, 5, 6, 7, 9, 10:



• Messages appears on DU-ECAM upper.(LA24090E)

• CRT supply is lost on DU-ECAM upper

- If GEN 2 off and APU GEN off and ext-PWR off and GEN 1 ready: loss of AC BUS 2XP.

If the aircraft is in phase 1, 2, 3, 5, 6, 7, 9, 10:



• CRT supply is lost on DU-ECAM lower

• Messages appears on DU-ECAM upper. (LA24100E)


- Cancelling the malfunction and depressing MASTER RESET on Instructor station restores normal operation.




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MALFUNCTION : GEN 1 FREQUENCY INC/DEC

PARAMETER : GEN 1 FREQUENCY

MIN VALUE : 300 Hz MAX VALUE: 500 Hz CHANGE RATE:6 Hz/s


CAUSE : Faulty CSD speed regulation

CONSEQUENCE :

- Over 433 Hz or under 363 Hz after 3 seconds:

• GEN 1 “FAULT” light illuminates.

- If aircraft is in flight phase 1, 2, 3, 6, 9:


• “Caut” light illuminates,













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MALFUNCTION : AC BUS TIE CONTACTOR 1 OPEN


CAUSE : 9XU1 (GCL1) contactor coil failure andBTC1 11XU1 contactor coil failure

CONSEQUENCE :

Loss of AC BUS 1XP

- If the aircraft is in flight phase 1, 2, 3, 5, 6, 7, 9, 10:



• Messages appears on DU-ECAM lower, (LA24070D) and (LA24090E)

• CRT supply is lost on DU-ECAM upper.

• AC ESS FEED “FAIL” light comes on


- Cancelling the malfunction and depressing MASTER RESET on Instructor station restores normal operation.




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MALFUNCTION : GALLEY LOADS INC/DEC

PARAMETER : GALLEY LOAD

MIN VALUE : 0 kVA MAX VALUE: 200 kVA CHANGE RATE:15 kVA/s


CAUSE : Faulty galley supply cable

CONSEQUENCE :

- If generators are over loaded (current 277 A during 13 seconds)

- If the aircraft is in flight phase 1, 2, 6, 9, 10:

• Single chime sounds.

• Master caution comes on.

• Appropriate message appears on DU-ECAM upper. (LA24165D)

• “ELEC” page appears on DU-ECAM lower.

• Galley “FAULT” light illuminates.

- When Galley push-button is switched off:








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CHAPTER 12 - ELECTRICAL POWER 2

CONTENTS:

AC BUS 1 FAULT

AC BUS 2 FAULT

DC BUS 1 FAULT

DC BUS 2 FAULT

AC ESS BUS FAULT

AC ESS SHED BUS FAULT

AC ESS FEED CONTACTOR FAIL

DC ESS BUS FAULT

DC ESS SHED BUS FAULT

BAT 1 CHARGE UNIT

BAT 2 CONTACTOR STUCK

BAT OVERHEAT

ESS TR FAIL

EMERG GEN FAULT

EMERG GEN OVRD FAIL

EMERG GEN TEST FAIL




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MALFUNCTION : AC BUS 1 FAULT


CAUSE : Differential protection zone 2 leading to the openingof GLC and BTC by GCU.

CONSEQUENCE :

- AC BUS 1 is lost. (LA24070D) and (LA24090E).

- GEN 1 is lost.

- AC ESS BUS lost if AC ESS FEED p/b is in pushed position

If the aircraft is in flight phase 1, 2, 3, 5, 6, 7, 9, 10:



• Messages appears on DU-ECAM lower, (LA24090E)

• CRT supply is lost on DU-ECAM upper.


Cancelling malfunction and depressing “MASTER RESET” on instructor station restore normal operation.

Manual recycling of the corresponding CB is required to reset this malfunction.




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MALFUNCTION : AC BUS 2 FAULT


CAUSE : Differential protection zone 2 leading to the openingof GLC and BTC by GCU.

CONSEQUENCE :

- AC BUS 2 is lost.

- GEN 2 is lost.




• CRT supply is lost on DU-ECAM lower,

• Messages appear on DU-ECAM upper. (LA24100E)



Manual recycling of the corresponding CB is required to reset this malfunction




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MALFUNCTION : DC BUS 1 FAULT


CAUSE : Short circuit.

CONSEQUENCE :



• “caut” light illuminates,


• A message appears on DU-ECAM upper. (LA24120E)






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MALFUNCTION : DC BUS 2 FAULT


CAUSE : Short circuit.

CONSEQUENCE :



• “caut” light illuminates,


• A message appears on DU-ECAM upper. (LA24130E)






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MALFUNCTION : AC ESS BUS FAULT


CAUSE : Default of voltage detection on the AC ESS BUSleading to the opening of contactor 3XC.

CONSEQUENCE :

- AC ESS BUS 4XP and AC shed ESS 8XP are lost.


• AC ESS FEED “FAULT” light comes on

• the single chime sounds,


• DU-ECAM upper is lost.

• Appropriate message appears on ECAM lower (E/W PAGE) (LA24070D)






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MALFUNCTION : AC ESS SHED BUS FAULT


CAUSE : Contactor 8XH coil fail

CONSEQUENCE :











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MALFUNCTION : AC ESS FEED CONTACTOR FAIL


CAUSE : Contactor 3XC side 1 and 2 fail open.

CONSEQUENCE :

If emergency generator is not running:

Loss of AC ESS BUS 4XP and AC SHED BUS 8XP.




• Messages appears on DU-ECAM lower. (LA24070D)

• DU-ECAM upper is lost.






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MALFUNCTION : DC ESS BUS FAULT


CAUSE : Over current leading to the opening of contactor 4PC.

CONSEQUENCE :

DC 4PP and 8PP bus bars are lost.





• A message appears on DU-ECAM upper. (LA24150D).






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MALFUNCTION : DC ESS SHED BUS FAULT


CAUSE : Contactor 8PH stuck open.

CONSEQUENCE :











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MALFUNCTION : BAT 1 CHARGE UNIT


CAUSE : Ramdom short in BAT 1 charge control unit circuity

CONSEQUENCE :

- BAT 1 never comes in line. Its voltage decreases continuously





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MALFUNCTION : BAT 2 CONTACTOR STUCK


CAUSE : BAT 2 contactor stuck in position

CONSEQUENCE :

- If stuck open:

• BAT 2 never comes in line. Its voltage decreases slowly and continuously

- If stuck closed:

• If BUS BAR 3PP supplied by transformer-rectifier then BAT 2 is charged continuously else DC BUS BAR 3PP isalways supplied by BAT 2.





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MALFUNCTION : BAT OVERHEAT


CAUSE : Faulty BAT 1 overheat detection

CONSEQUENCE :

BAT “FAULT” light illuminates.

If the aircraft is in flight phase 1, 2, 6, 9, 10:





• Battery line contactor 1 is automatically lockout.

When BAT 1 is switched off:



After successive “CLR” (ECAM Control Panel):







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MALFUNCTION : ESS TR FAIL


CAUSE : Primary winding cut

CONSEQUENCE :

- IF DC ESS BUS and DC SHED BUS powered by ESS TR: (Los of AC BUS 1 for example)

Then loss of DC ESS 4PP and DC SHED 8PP

- If the aircraft is in flight phase 1, 2, 3, 5, 6, 7, 9, 10:


• “caut” light illuminates

• Messages appears on ECAM CRT powered (LA24150D)

• “ELEC” page appears on DU-ECAM lower.

- In other case malfunction has no effect


- Normal operation is restored by cancelling malfunction and depressing “MASTER RESET” pb on instructor station.




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MALFUNCTION : EMERG GEN FAULT


CAUSE : Failure of constant speed motor

CONSEQUENCE :

- If only emergency power available loss of total AC power except AC static inverter.

- If emergency Gen test sequence:

On Elec page: emergency Gend doesn’t appear.

• AC ESS BUS is supplied by battery via static inverter.

• Appropriate message appears on DU-ECAM upper.

• RAT & EMER GEN “FAULT” light comes on.






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MALFUNCTION : EMERG GEN OVRD FAIL


CAUSE : 24XE push-button fail EMR GEN “MAN” on ELEC

CONSEQUENCE :

- RAT manual extension is impossible. (see HYDRAULIC page)

- No electrical power is given by the CSM/G.






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MALFUNCTION : EMERG GEN TEST FAIL


CAUSE : Relay 21XE fail

CONSEQUENCE :

- On elec page “Emer Gen” doesn’t appear.

- Appropriate message appears on DU-ECAM upper.






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CHAPTER 13 - ENGINE CFM

CONTENTS:

BOTH ENGINES FLAME OUT

FLAME OUT #1

FLAME OUT #2

EXTINGUISHABLE FIRE #1

EXTINGUISHABLE FIRE #2

UNEXTINGUISHABLE FIRE #1

UNEXTINGUISHABLE FIRE #2

COMPRESSOR STALL #1

COMPRESSOR STALL #2

N2 ACCESSORY DRIVE LOST #1

N2 ACCESSORY DRIVE LOST #2

HOT START #1

HOT START #2

REVERSER STUCK #1

REVERSER STUCK #2

HUNG START #1

HUNG START #2

N1 ROTOR SEIZED #1

N1 ROTOR SEIZED #2

START VALVE STUCK #1

START VALVE STUCK #2

OIL FILTER CLOGGED (ENGINE 1) #1

INGNITION FAIL #1

REVERSER UNLOCKED # 1

CHAPTER 13 - ENGINE CFM (CONT’D)

SERIOUS ENG DAMAGE WITH EXTINGUISH. FIRE #1

SERIOUS ENG DAMAGE WITH EXTINGUISH. FIRE #2

SERIOUS ENG DAMAGE WITH UNEXTING FIRE #1

SERIOUS ENG DAMAGE WITH UNEXTING FIRE #2

SERIOUS ENG DAMAGE WITH PARTIAL PWR LOSS #1

SERIOUS ENG DAMAGE WITH PARTIAL PWR LOSS #2

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION ENGINE CFM



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THROTTLE INOPERATIVE (POWER STUCK) #1

THROTTLE INOPERATIVE (POWER STUCK) #2

ENGINE DETACHED #1

ENGINE DETACHED #2

FUEL HP VALVE INOPERATIVE #2

E.I.U. FAIL #2

FUEL FILTER CLOGGING #1

IDLE CONTROL FAIL #1

TLA RESOLVER INEQUALITY #1

MAN START FAULT #1

REVERSER DEPLOYED #1




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CHAPTER 13: ENGINE CFM

MALFUNCTION : BOTH ENGINES FLAME OUT


CAUSE : Engines 1 § 2 flame out

CONSEQUENCE :

As long as engines 1 § 2 are greater than 48 % FADEC 1 § 2 try to restart engines 1 §2, energizing both ignitors.

Engines 1 § 2 stop

On ground:

• Complete loss of electrical supply

In flight:

• CRC sounds


• Corresponding messages appear on the E/W CRT (LA77275)






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MALFUNCTION : FLAME OUT #1


CAUSE : Combustion stopped

CONSEQUENCE :

- As long as N2 is greater than 48 % , FADEC 1 tries to restart engine 1, energizing both ignitors

- Engine 1 stops

- Single chime sounds

- Master caution light comes on

- Appropriate messages appear on the E/W CRT (LA77240)

- Failure on, engine 1 can’t be restarted



- When CFDS is operating in MENU mode and BITE TSD (Trouble Shooting Data) function is selected, the snapshotdata corresponding to malfunction are displayed on the MCDU. (when BITE TSD maintenance option selected)





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MALFUNCTION : FLAME OUT # 2



CONSEQUENCE :

- As long as N2 is greater than 48 % , FADEC 2 tries to restart engine 2, energizing both ignitors.

- Engine 2 stops










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MALFUNCTION : EXTINGUISHABLE FIRE # 1


CAUSE : Engine 1 fire

CONSEQUENCE :

On ground with external power or in flight

- On fire panel, “ENG 1 FIRE” light comes on

- On central pedestal (115VU), Master ENG 1 “FIRE” light comes on

- Nacelle temperature increases until fire stops.

Ecam displays consequences

Whatever the flight phase is:

• Audio CRC sounds

• Master “Warn” light comes on

• Appropriate messages (nature of failure and actions to be performed) appear on E/W CRT

• “ENGINE” page appears on SYS CRT.

Actions

Push the ENGINE 1 FIRE P/B (FIRE PANEL)

• After a few seconds, engine 1 shuts down

• On fire panel, AGENTS ENG “SQUIB” lights come on

• All warnings remain on

• CRC stops

Push the AGENT 1 ENG 1 push button (FIRE PANEL)

• After 3 seconds, AGENT 1 “DISH” light comes on

• After 10 seconds, all fire warnings disappear

• Engine 1 is stopped

• If activated

Master “Warn” light goes out


- Release the “ENG 1 FIRE” push button (FIRE PANEL)

• On fire panel, ENG 1 AGENTS “SQUIB” lights go out

- On instructor station set the AGENT FIRE RESET

• On fire panel ENG 1 AGENT 1 “DISH” light goes out.




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MALFUNCTION : EXTINGUISHABLE FIRE #2



CONSEQUENCE :

ON GROUND WITH EXTERNAL POWER OR IN FLIGHT


- On central pedestal (115 VU), Master ENG 2 “FIRE” light comes on

- Nacelle temperature increases until fire stops





• Appropriate messages (nature of failure and actions to be performed) appear on E/W CRT (LA26020 then 77270)

• “ENGINE” page appears on SYS CRT

Actions



• On fire panel, AGENTS ENG2 “SQUIB” lights come on


• CRC stops

Push the AGENT1 ENG2 push button (FIRE PANEL)

• After 3 seconds, AGENT1 “DISH” light comes on

• After 10 seconds, all fire warnings remain on





• If activated

• Master “Warn” light goes out




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In order to recover normal operation:

- Cancel malfunction

- Release the “ENG2 FIRE” push button (FIRE PANEL)

• On fire panel, ENG2 AGENTS “SQUIB” lights go out


- On fire panel ENG2 AGENT1 1 and 2 “DISH” lights go out.




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MALFUNCTION : UNEXTINGUISHABLE FIRE #1



CONSEQUENCE :



- On central pedestal (115VU), Master ENG 1 “FIRE” light comes on

- Nacelle temperature increases until fire stops.





• Appropriate messages (nature of failure and actions to be performed) appear on E/W CRT (LA26010 then LA77260)

• ENGINE page appears on SYS CRT.

Actions

Push the ENGINE 1 FIRE push button (FIRE PANEL)




• CRC stops.


• After 3 seconds, AGENT 1 “SQUIB” lights come on










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• Release the “ENG 1 FIRE” push button (FIRE PANEL)

- On fire panel, ENG 1 AGENTS “SQUIB” lights go out

• On instructor station set the AGENT FIRE

- On fire panel ENG 1 AGENT 1 and 2 “DISH” light goes out.




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MALFUNCTION : UNEXTINGUISHABLE FIRE #2



CONSEQUENCE :


• On fire panel, “ENG 2 FIRE” light comes on

• On central pedestal (115VU), Master ENG 2 “FIRE” light comes on

• Nacelle temperature increases until fire stops.





• Appropriate messages (nature of failure and actions to be performed) appear E/W CRT (LA26020 then LA77270)


Actions



• On fire panel, AGENTS ENG “SQUIB” lights comes on


• CRC stops.












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• On fire panel ENG 2 AGENTS 1 and 2 “DISH” lights go out.




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MALFUNCTION : COMPRESSOR STALL #1


CAUSE : Compressor stall

CONSEQUENCE :

• If N1 > 80%: N1, N2, EGT & fuel flow move erractically lower or upper than in normal operation

• Engine 1 virbrations increase

• No warning

• If throttle 1 is reduced so that N1 < 60%, normal operation is restored

• Cancelling malfunction restores normal operation




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MALFUNCTION : COMPRESSOR STALL # 2



CONSEQUENCE :

- If N1 > 80%: N1, N2, EGT & Fuel Flow move erratically lower or upper than in normal operation

- Engine 2 vibrations increase

- No warning

- If throttle 2 is reduced so that N1 < 60%, normal operation is restored





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MALFUNCTION : N2 ACCESSORY DRIVE LOST #1


CAUSE : Engine 1 N2 accessory shaft breaking

CONSEQUENCE :

- The following equipments are no longer driven:

• Lubrification unit

• Hydraulic pump

• Fuel and oil pumps

• IDG

• FADEC alternator

- N2 indication drops to zero very quickly

- Oil pressure drops to minimum value

- Engine 1 stops



• Appropriate messages appear on the E/W CRT (LA77240)






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MALFUNCTION : N2 ACCESSORY DRIVE LOST #2


CAUSE : Engine 2 N2 accessory drive lost

CONSEQUENCE :



• Hydraulic pump


• IDG




- Engine 2 stops




• “ENGINE” page appears on the SYS CRT






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MALFUNCTION : HOT START #1


CAUSE : Faulty starter

CONSEQUENCE :

- During start sequence:

• N2 acceleration is slower than normal

• EGT acceleration is higher than normal

- As soon as too high EGT variation vs time is detected by FADEC, and if flight phase 1, 2, 6, 9 or 10:


• Master Caution light comes on

• Appropriate message appears on the E/W CRT (LA77080)


• Fuel HP shut off valve is closed for 6 seconds

- The FADEC attempts to restart three more times by alternately opening the fuel HP valve, and closing it for6 seconds as soon as start failure is detected:

• Appropriate message appears on the E/W CRT

- Start procedure is then aborted and the engine 1 “FAULT” light comes on.






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MALFUNCTION : HOT START #2


CAUSE : Higher initial fuel flow

CONSEQUENCE :


• Fuel flow is higher than normal


• EGT acceleration is higher than normal.

- As soon as a too high EGT variation vs time is detected by FADEC, and if flight phase 1,2,6,9 or 10:



• Appropriate message appears on the E/W CRT (LA77090)

• “ENGINE” page appears on the SYS CRT.

• Fuel HP shut off valve is closed for 6 seconds

- The FADEC attempts to restart three more times by altenately opening the fuel HP valve, and closing it for 6 secondsas soon as start failure is detected:


- Start procedure is then aborted and the engine 2 “FAULT” light comes on.






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MALFUNCTION : REVERSER STUCK #1


CAUSE : Failure of the reverser system

CONSEQUENCE :

1 - If the malfunction is inserted with reverse retracted, they can’t be deployed. If not flight phase 3,4,5:

Appropriate messages appear on the E/W CRT. (LA77500)

2 - If the malfunction is inserted with reverse deployed, they can’t be retracted. If not flight phase 3,4,5:

Appropriate message appears on the E/W CRT (LA77500)

3 - If the Malfunction is inserted during reverse deployment, Amber REV indication remain in view at N1 indication.

If not flight phase 3, 4, 5:







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CONSEQUENCE :


Appropriate messages appear on the E/W CRT (LA77510)

2 - If the malfunction is inserted with reverse deployed, they can’t be retracted. If not flight phase 3,4,5:


3 - If the malfunction is inserted during deployment, Amber REV indication remain in view at N1 indication.

If not flight phase 3, 4, 5:


Appropriate messages will be available on MCDU (CFDS function) (when CFDS maintenance option selected)





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MALFUNCTION : HUNG START #1


CAUSE : FUEL FLOW CONTROL FAILURE

CONSEQUENCE :


• N2 increases then remains below 50 %

• N1 increases then remains below 30 %

• Starter valve doesn’t close

- If starter valve has opened for more than 2 minutes during automatic start sequence:

If flight phases 1, 2, 6, 9, or 10:




- Appropriate messages will be available on MCDU (CFDS function) when CFDS maintenance option selected.





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MALFUNCTION : HUNG START #2



CONSEQUENCE :


• N2 increases then remains below 50%

• N1 increases then remains below 30%

• Starter valve doesn’t close

- If starter valve has opened for more than 2 minutes during automatic start sequence:




• Appropriate messages appear on E/W CRT (LA77185)

- Appropriate messages will be available on MCDU (CFDS function) when CFDS maintenance option selected.





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MALFUNCTION : N1 ROTOR SEIZED #1


CAUSE : N1 rotor seized during start up

CONSEQUENCE :

- Engine 1 N1 speed remains at zero

- Other parameter increase normally

- If flight phases 2, 3:










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MALFUNCTION : N1 ROTOR SEIZED # 2



CONSEQUENCE :


- Other parameters increase normally

- If flight phases 2, 3:










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MALFUNCTION : START VALVE STUCK #1


CAUSE : Start valve stuck in position

CONSEQUENCE :

1 - Insert failure before start procedure

• all engine 1 indications remain unchanged

• Whatever the start sequence is:

If flight phases 1, 2, 6, 9 or 10:





2 - Insert failure during start procedure

• Start sequence is normally proceeded until N2 reaches 50%

• The start valve remains opened







- Manual operation of the start valve can be carried out through Maintenance Service Panel (if MSP option selected).






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MALFUNCTION : START VALVE STUCK #2



CONSEQUENCE :


• All Engine 2 indications remain unchanged








• Start sequence is normally proceeded until N2 reaches 50%



If flight phases 1, 2, 6, 9 or 10





- Manual operation of the start valve can be carried out through Maintenance Service Panel (If MSP option selected)






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MALFUNCTION : OIL FILTER CLOGGED (ENGINE 1) #1


CAUSE : Clogging of oil filter

CONSEQUENCE :

If the aircraft isn’t in flight phases 4, 5, 7, 8,



• Appropriate messages will be available on MCDU (CFDS function) (when CFDS maintenance option selected).





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MALFUNCTION : IGNITION FAIL #1


CAUSE : Loss of electrical supply for system ignitor plugs

CONSEQUENCE :

If automatic start sequence, FADEC 1 tries to start engine 1 according to the following sequence:

- Take a top (TOP1) on the on-board clock as soon as starter valve is open.

- When N2 > 16 %, igniters A or B (alternative selection) are on,

• Appropriate message appears on the E/W CRT, (LA77850 or LA77852)

- Take a top (TOP2) on the on-board clock as soon as fuel is on (N2=22%).

- At (TOP2 +10s), igniters are off, and automatic dry crank is performed,

- At (TOP2 +25s) and if flight phase 1,2,6,9 or 10:

• Single chime sounds,

• Master caution comes on,

• Appropriate message appears E/W CRT, (LA77100)

• ENGINE page appears on the SYS CRT (if applying).

- At (TOP2 +35s), igniters systems A and B are on.

If flight phase 1,2,6,9 or 10:


• Master caution comes on



- At (TOP2 +40s), a new start attempt is performed,

• Appropriate message appears on E/W CRT,

- At (TOP2 +50s), igniters systems A and B are off, and automatic dry crank is performed,

• appropriate message appears on E/W CRT,

- At (TOP 2 +1mn15s), igniters systems A and B are on.

If flight phase 1,2,6,9 or 10:


• Master caution comes on






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- At (TOP 2+1mn20s), a new start attempt is performed,

• Appropriate message appears on E/W CRT,

- At (TOP2 +1mn30s), a new start attempt is performed,


- At (TOP2 +2mn) or (TOP2 +1mn55s), engine FAULT light comes on and start valve is closed,

• Appropriate message appears on the E/W CRT.



N.B. Failure on, engine 1 can’t be started

This procedure only applies for ground start



N.B. Failure on, engine 1 can’t be started




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MALFUNCTION : REVERSER UNLOCKED #1


CAUSE : Faulty switch operation

CONSEQUENCE :

- On ground:

• The amber REV indication comes on

• Engine 1 performances are set to idle

- In flight:

• The amber REV indication comes on flashing for 9 seconds then remains steady.

- If flight phases No 3, 6 or 7





• Appropriate messages will be available on MCDU (CFDS function) (when CFDS maintenance option selected).





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MALFUNCTION : SERIOUS ENG DAMAGE WITH EXTINGUIS.FIRE #1


CAUSE : Compressor stall + engine 1 fire

CONSEQUENCE :

As soon as the failure is inserted, N1, N2, EGT & Fuel flow move erratically lower or upper than in normal operation

3 seconds later:

- Engine 1 Fire


- On central pedestal (115 VU), master ENG 1 “FIRE” light comes on








Actions



• On fire panel, AGENTS ENG 1 “SQUIB” lights come on


• CRC stops







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If activated




- Release the “ENG1 FIRE” pushbutton (FIRE PANEL)





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CAUSE : Compressor stall + Engine 2 fire

CONSEQUENCE :

As soon as the failure is inserted, N1, N2, EGT & Fuel flow move erratically lower or upper than in normal operation

3 seconds later:

- Engine 2 Fire





Whateve the flight phase is:





Actions





• CRC stops







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If activated









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MALFUNCTION : SERIOUS ENG DAMAGE WITH UNEXTINGFIRE #1



CONSEQUENCE :

As soon as the failure is inserted, N1, N2, EGT & Fuel Flow move erratically

3 seconds later: Engine 1 flame out

Engine 1 fire

See failure “Engine 1 flame out”

Then failure “Engine 1 unextinguishable fire” for consequences.






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MALFUNCTION : SERIOUS ENG DAMAGE WITH UNEXTINGFIRE 2



CONSEQUENCE :

As soon as the failure is inserted, N1, N2, EGT & Fuel Flow move erratically lower or upper than in normal operation

3 seconds later: Engine 2 fire

- See failure “UNEXTINGUISHABLE FIRE #2" for consequences.






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MALFUNCTION : SERIOUS ENG DAMAGE WITH PARTIAL PWRLOSS #1



CONSEQUENCE :

- As soon as the failure is inserted, N1, N2, EGT & 1 fuel flow move erratically lower or upper than in normaloperation.


- No warning

- Sound effects

- 3 seconds later:

• Compressor stall disappears

• Engine performances remain lower than in normal operation

- If throttle 1 is reduced, normal vibrations value is restored.

- Cancelling malfunction restors normal operation.




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MALFUNCTION : SERIOUS ENG DAMAGE WITH PARTIAL PWRLOSS #2



CONSEQUENCE :

- As soon as the failure is inserted, N1, N2, EGT & Fuel Flow move erratically


- No warning

- Sound effects

- 3 seconds later:

• Compressor stall disappears

- If throttle 2 is reduced, normal vibrations value is restored





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MALFUNCTION : THROTTLE INOPERATIVE (POWER STUCK) #1


CAUSE : TLA signal frozen

CONSEQUENCE :

Engine 1 performances remain constant (at the values reached when the failure is inserted), whatever the throttleposition is.

• No warning





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MALFUNCTION : THROTTLE INOPERATIVE (POWER STUCK) #2



CONSEQUENCE :


• No warning





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MALFUNCTION : ENGINE DETACHED #1


CAUSE : Engine 1 detached

CONSEQUENCE :

N1 and N2 vibrations increase then flash (green) on the “CRUISE” or “ENGINE” page (if selected on the SYS CRT)

A few seconds later:

- All engine 1 indications become invalid on the upper Ecam display unit

- Engine 1 oil quantity and oil pressure drop to zero on the lower Ecam display unit

- Engine 1 oil temperature and nacelle temperature are replaced by amber crosses on the lower ECAM display unit.

- Aerodynamic, Fuel, Elec, Hydraulic effects

- If flight phases No 2, 3, 4, 5, 6, 7, 8 or 9:



• Appropriate messages appear on the E/W CRT (LA26010 and LA77240)







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MALFUNCTION : ENGINE DETACHED # 2



CONSEQUENCE :

- N1 and N2 vibrations increase then flash (green) on the “CRUISE” or “ENGINE” page (if selected on the SYSCRT). A few seconds later:

- All engine 2 indications become invalid on the upper Ecam display unit.

- Engine 2 oil quantity and oil pressure drop to zero on the lower ecam display unit

- Engine 2 oil temperature and nacelle temperature are replaced by amber crosses on the lower ecam display unit.Aerodynamic, Fuel, Elec, Hydraulic effects

- If flight phases 2, 3, 4, 5, 6, 7, 8 or 9:



• Appropriate messages appear on the E/W CRT (LA26020 and 77250)







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MALFUNCTION : FUEL HP VALVE INOPERATIVE # 2


CAUSE : HP valve locked

CONSEQUENCE :


If automatic start, engine 2 “FAULT” light comes on as soon as N2 reaches 22%.

If manual start, engine 2 “FAULT” light comes on as soon as master lever 2 is selected on.

- Whatever the start sequence is:






- Appropriate message will be available on MCDU (CFDS function) (when CFDS maintenance option selected).





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MALFUNCTION : E.I.U. FAIL #2


CAUSE : EIU 2 failure

CONSEQUENCE :

- Engine 2 can not be started if not running

- A/THR is desactivated if previously on

- Engine 2 reverser sequence can not be proceeded

- Continuous relight is selected on engine 2

- Only flight idle can be obtained on engine 2

- If flight idle can be obtained on engine 2

- If flight phases 2, 6 or 9:




• Engine 2 oil temperature and nacelle temperature are replaced by amber crosses on the “ENGINE” page







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MALFUNCTION : FUEL FILTER CLOGGING #1


CAUSE : Clogging of fuel filter

CONSEQUENCE :

If the aircraft isn’t in flight phases 4, 5, 7, 8








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MALFUNCTION : IDLE CONTROL FAIL #1



CONSEQUENCE :


- No warning





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MALFUNCTION : TLA RESOLVER INEQUALITY #1


CAUSE : TLA resolver failure

CONSEQUENCE :

On ground, whatever the throttle position is:


• Reverse is commanded to restow if previously deployed

In flight:

• In FLEX-TO or TO/GA modes, engine 1 performances don’t change.

• In other modes, MAX CONT mode is selected

• If A/THR is selected, thrust is managed between IDLE & MCT

On ground or in flight:

• Engine 2 stays in normal operating mode:



• Appropriate messages appear on the E/W CRT (LA77535 or 77540)


When CFDS is operating in MENU mode and BITE TSD (Trouble Shooting Data) function is selected, the snapshotdata corresponding to malfunction are displayed on the MCDU. (when BITE TSD maintenance option selected)





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MALFUNCTION : MAN START FAULT #1


CAUSE : Disagree between Master Switch position andHPSOV position

CONSEQUENCE :


If automatic start, engine 1 “FAULT” light comes on as soon as N2 reaches 22%.



If flight phases No 1, 2, 6, 9, 10:




• “ENGINE” page appears on the SYS crt



N.B. cf IGNITION A+B FAULT if FWC requests are not proceeded




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MALFUNCTION : REVERSER DEPLOYED #1


CAUSE : Reverser failure

CONSEQUENCE :

- On ground:

Engine 1 performances are set to idle

• If the A/C is in flight phase 3:


If throttle lever angle value is lower than zero, normal engine 1 reverser sequence is proceeded.

- In flight:

• The amber REV indication comes on flashing for 9 seconds then remains steady


If flight phases 6 or 7









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CHAPTER 14 - ENGINE PARAMETERS CFM

CONTENTS:

OIL PRESS INC/DEC # 1 (psi)

OIL PRESS INC/DEC # 2 (psi)

OIL QUANTITY INC/DEC # 1 (qt)

OIL QUANTITY INC/DEC # 2 (qt)

E G T INC/DEC # 1 (degC)

E G T INC/DEC # 2 (degC)

N 1 INC/DEC # 1 (%)

N 1 INC/DEC # 2 (%)

N 2 INC/DEC # 1 (%)

N 2 INC/DEC # 2 (%)

N 1 INDICATION FAULT # 1

N 2 INDICATION FAULT # 2

OIL TEMP INC/DEC # 1 (degC)

FUEL FLOW INC/DEC # 1 (kg/h)

NACELLE TEMP INC/DEC # 1 (degC)

VIBRATIONS N1 INC/DEC # 1 (U)

VIBRATIONS N2 INC/DEC # 2 (U)

VIBRATIONS N1 PEAK (# 1 (%/U))




SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION ENGINE PARAMETERS CFM



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CHAPTER 14: ENGINE PARAMETERS CFM

MALFUNCTION : OIL PRESS INC/DEC # 1 (psi)

PARAMETER : ENGINE 1 OIL PRESSURE

MIN VALUE : PSI MAX VALUE: 100 psi CHANGE RATE: 2 psi/s


CAUSE : Oil pump failure or oiljet clogging

CONSEQUENCE :

- Oil pressure indication is normally green

- As soon as oil pressure reaches 90 psi, oil pressure indication flashes (green) on the “ENGINE” page.

- Oil pressure advisory reset is possible if oil pressure decreases below 85 psi.

- As soon as oil pressure drops down 16 psi, oil pressure indication flashes (green) on the “ENGINE” page.

- Oil pressure advisory reset is possible if oil pressure increases above 18 psi.

- As soon as engine oil pressure drops down 13 psi, oil pressure indication turns red.





• “ENGINE” page appear on the SYS CRT


- Cancelling malfunction and/or engine oil pressure greater than 18 psi restore normal operation




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PARAMETER : ENGINE 2 OIL PRESSURE




CONSEQUENCE :




- As soon oil pressure drops down 16 psi, oil pressure indication flashes (green) on the “ENGINE” page.


- As soon as engine oil pressure drops down 13 psi, oil pressure indication turns red



• Master Warning light comes on


• “ENGINE” page appear on SYS CRT


- Cancelling malfunction and/or engine oil pressure greater than 18 psi restore normal operation




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MALFUNCTION : OIL QUANTITY INC/DEC # 1 (qt)

PARAMETER : ENGINE 1 OIL QUANTITY

MIN VALUE : 0 qt MAX VALUE: 22.5 qt CHANGE RATE:0.5 qt/s


CAUSE : Leak in oil circuit

CONSEQUENCE :

- Oil quantity indication is normally green

- As soon as engine oil quantity drops down 4 qt, oil quantity indication flashes (green) on the “ENGINE” page.

- Oil quantity advisory reset is possible if oil quantity increases above 6 qt

• Oil pressure decreases

• Oil temperature increases

- If oil pressure and/or oil temperature thresholds are reached:

• See corresponding failures



N.B. Oil quantity maximum values is limited to initial quantity.




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PARAMETER : ENGINE 2 OIL QUANTITY

MIN VALUE : 0 qt MAX VALUE: 22.5 qt CHANGE RATE:0.5 qt/s



CONSEQUENCE :


- As soon as engine oil quantity drops down 4 QT, oil quantity indication flashes (green) on the “ENGINE” page.

- Oil quantity advisory reset is possible if oil quantity increases above 6 QT







N.B. Oil quantity maximum value is limited to initial quantity.




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MALFUNCTION : E G T INC/DEC # 1 (degC)

PARAMETER : ENGINE 1 EXHAUST GAS TEMPERATURE

MIN VALUE : 0 degC MAX VALUE: 1000 degC CHANGERATE: 10 degC/s


CAUSE : Incorrect engine operation

CONSEQUENCE :

- EGT indication is normally green


- When 855 degC < EGT < 890 degC:

• The indication becomes amber

- If EGT > 890 degC:

• The indication becomes red




- EGT maximum value is memorized and a small red line is positioned at that value on the indicator.



N.B. EGT minimum value is limited to static air temperature.




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MIN VALUE : 0 degC MAX VALUE: 1000 degC CHANGERATE: 10 degC/s



CONSEQUENCE :


- If flight phases 1, 2, 3, 5, 6, 7, 9 or 10 :

- When 855 degC < EGT < 890 degC:


- If EGT > 890 degC:





- EGT maximum value is memorized and a small red line is positioned at that value on the indicator







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MALFUNCTION : N 1 INC/DEC # 1 (%)

PARAMETER : ENGINE 1 LOW TURBINE SPEED RATEE

MIN VALUE : 0 % MAX VALUE: 120 % CHANGE RATE: 10 %/s


CAUSE : Incorrect indication

CONSEQUENCE :

- N1 indication is normally green


- When N1LIM+1% < 1 < N1MAX+1%:

• The analog indication becomes amber

- If N1 > N1MAX+1%:

• The analog § digital indications become red

- If N1 > 102%:

• All indications stay red




- If N1 has overriden 102 %, N1 maximum value is memorized and a small red line is positioned at that value on theindicator.






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PARAMETER : ENGINE 2 LOW TURBINE SPEED




CONSEQUENCE :



- When N1LIM+1 < N1 < N1MAX+ 1%:


- If N1 > N1MAX+ 1 %

• The analog § digital indications become red

- If N1 > 102 %:

• All indication stay red




- If N1 has overridden 102 % , N1 maximum value is memorized and a small red line is positioned at that value on theindicator






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PARAMETER : ENGINE 1 HIGH TURBINE SPEED RATE




CONSEQUENCE :


- If flight phases 1, 2, 3, 5, 6, 7, 9 or 10

- When N2 >105 %:





- If N2 has overridden 105 %, a red cross appears near the N2 indication and remains all the flight.






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PARAMETER : ENGINE 2 HIGH TURBINE SPEED




CONSEQUENCE :



- When N2 >105 %:





- If N2 has overridden 105%, a red cross appears near the N2 indication and remains all the flight






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MALFUNCTION : N1 INDICATION FAULT # 1


CAUSE : Analog and Digital signals of N1 lost by ECAM

CONSEQUENCE :

- Engine 1 N1 analog indications are replaced by amber circles on the E/W CRT.

- Engine 1 N1 numerical indication is replaced by amber crosses on the E/W CRT.

- Cancelling the malfunction restors normal operation.




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CAUSE : Digital signal of N2 lost by ECAM

CONSEQUENCE :

- Engine 2 N2 numerical indication is replaced by two amber crosses on the E/W CRT





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MALFUNCTION : OIL TEMP INC/DEC # 1 (degC)

PARAMETER : ENGINE 1 OIL TEMPERATURE

MIN VALUE : -56 degC MAX VALUE: 200 degC CHANGERATE: 2 degC/s



CONSEQUENCE :

- Oil temperature indication is normally green

- As soon as engine oil temperature reaches 140degC, oil temperature indication flashes (green) on the “ENGINE”page

- Oil temperature advisory reset is possible if oil temperature decreases below 135 degC.

- If engine oil temperature advisory lasts more than 900 s (1/4 h) or if engine oil temperature exceeds 155 degC:

Oil indicaion becomes amber,

if flight phases 1, 2, 3, 6, 9 or 10:






- When CFDS is operating in MENU mode and BITE TSD (Trouble Shooting Data) function is selected, the snapshotdata corresponding to malfunction are displayed on the MCDU. (when BITE TSD maintenance option selected).


N.B. Oil temperature minimum value is limited to static air temperature




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MALFUNCTION : FUEL FLOW INC/DEC#1 (kg/h)

PARAMETER : ENGINE 1 FUEL FLOW

MIN VALUE : 0 kg/h MAX VALUE: 5000 kg/h CHANGE RATE:500 kg/h.s



CONSEQUENCE :

If fuel flow increases, all engine 1 parameters increase too

If fuel flow decreases, all engine 1 parameters decrease too





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MALFUNCTION : NACELLE TEMP INC/DEC # 1 (degC)

PARAMETER : NACELLE TEMPERATURE

MIN VALUE : SAT MAX VALUE: 250 degC CHANGE RATE:5 degC/s



CONSEQUENCE :

- Nacelle temperature is indicated only when value exceeds advisory threshold (240°C)


Complementary data: NACELLE TEMP minimum value is limited to SAT value.




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MALFUNCTION : VIBRATIONS N1 INC/DEC # 1 (U)

PARAMETER : ENGINE 1 LOW TURBINE SPEED VIBRATIONS

MIN VALUE : 0 U MAX VALUE: 10 U CHANGE RATE: 0.5 U/s



CONSEQUENCE :

- N1 vibrations indication is normally green

If N1 vibrations advisory level is reached:

- N1 vibrations indication flashes (green) on the “ENGINE” or “CRUISE” page if selected on the SYS CRT


N.B. N1 vibrations advisory level depends on N1 actual value and EVMU initial values.




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PARAMETER : ENGINE 2 HIGH TURBINE SPEED VIBRATIONS




CONSEQUENCE :


If N2 vibrations advisory level is reached:

- N2 vibrations indication flashes (green) on the “ENGINE” or “CRUISE” page if selected on SYS CRT






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MALFUNCTION : N1 VIBRATION PEAK ENGINE 1

PARAMETER/VALUES ::

SELECTED SPEED N1(%): 0 to 110%VIBRATION PEAK LEVEL: 0 to 10 cockpits units


CAUSE : Unbalanced LP rotor due to normal or abnormalengine degradation

CONSEQUENCE :

- An altered vibration profile on sensed LP vibration level is introduced.

- The degraded engine shows new vibration levels which include a vibration peak reaching the selected vibration value(cockpits units) at the selected speed (%).

- The unbalanced vibration signature appears only if the selected values allow the vibration signature to overshoot thevibration level of balanced engine.

- N1 vibrations indication is normally green.

If N1 vibrations advisory level is reached: (5U)

- N1 vibrations indication flashes (green) on the "ENGINE" or "CRUISE" page if selected on the SYS CRT.


N.B. All advisories are always functionnal but there is no real correlation with bite unbalance functions (ifavailable on simulators).




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PARAMETER/VALUES ::




CONSEQUENCE :








N.B.: All advisories are always functionnal but there is no real correlation with bite unbalance functions (ifavailable on simulators).




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PARAMETER/VALUES ::



CAUSE : Unbalanced HP rotor due to normal or abnormalengine degradation

CONSEQUENCE :

- An altered vibration profile on sensed HP vibration level is introduced.











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PARAMETER/VALUES ::




CONSEQUENCE :












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CHAPTER 15 - FAC

CONTENTS:

YAW DAMPER SYS 1 FAULT

YAW DAMPER SYS 2 FAULT

RUDDER TRIM SYS 1 FAULT

RUDDER TRIM SYS 2 FAULT

RUDDER TRAVEL SYS 1 FAULT

RUDDER TRAVEL SYS 2 FAULT

FAC 1 FAIL

FAC 2 FAIL

RUDDER TRIMS RESET INOPERATIVE

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION FAC



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CHAPTER 15: FAC

MALFUNCTION : YAW DAMPER SYS 1 FAULT


CAUSE : Electrical power failure of Actuator 1 (detected byFAC1)

CONSEQUENCE :

1 - If FAC 1 is not engaged

No consequence on the YAW DAMPER function

2 - If FAC 1 is engaged and FAC 2 not engaged

The YAW DAMPER function is inoperative

Alarm description:

• - aural warning

• - MASTER CAUTION light

• - Appropriate messages appears on the ECAM display (See sheets FWC A22420, A22430)

• - CAT 1 only is displayed

3 - If FAC 1 and FAC 2 are engaged


It is impossible to have CAT 3 DUAL capability

Alarm description:

• Appropriate messages appear on the ECAM display (See sheets FWC A22400, A22410)






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CHAPTER 15: FAC

MALFUNCTION : YAW DAMPER SYS 2 FAULT


CAUSE : The fault corresponds to a failure in the FAC 2

CONSEQUENCE :




The YAW DAMPER function is inoperative

Alarm description:

• - Aural warning


• - Appropriate messages appear on the ECAM display (See sheets FWC A22420, A22430)




It is impossible to have CAT 3 DUAL capability

Alarm description:







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CHAPTER 15: FAC

MALFUNCTION : RUDDER TRIM SYS 1 FAULT


CAUSE : Electrical power supply failure of side 1 motor(detected by FAC1)

CONSEQUENCE :


No consequence on the FAC functions

2 - If FAC 1 was engaged and FAC 2 not engaged

Rudder trim is inoperative, it remains to the rudder trim position indicated on the RUDDER TRIM control indicatorManual rudder trim and reset and inoperative AP1 or AP2 will disengage if it was engaged

Alarm description:

• - Aural warning


• - Appropriate message appears on the ECAM display (See sheets FWC A22460, A22470)


3 - If FAC 1 was engaged and FAC 2 was engaged


It is impossible to have CAT3 DUAL capability

Alarm description:







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CHAPTER 15: FAC

MALFUNCTION : RUDDER TRIM SYS 2 FAULT


CAUSE : Failure of the rudder trim function in FAC 2

CONSEQUENCE :




Rudder trim is inoperative, it remains to the rudder trim position indicated on the RUDDER TRIM control indicatorManual rudder trim and reset are inoperative

AP1 ou AP2 will disengage if it was engaged

Alarm description:

• - Aural warning




3 - If FAC 1 was engaged and FAC 2 was engaged



Alarm description:







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CHAPTER 15: FAC

MALFUNCTION : RUDDER TRAVEL SYS 1 FAULT


CAUSE : Electrical power supply failure of side 1 motor(detected by FAC1)

CONSEQUENCE :




Pedals rudder deflection limitations are no more function of flight conditions

Rudder travel system returns to low speed position if we are in approach configuration (SLAT OUT) within 30s

Alarm description:

• - Aural warning




No consequence on the pedal rudder deflection limitations

Alarm description:



- When CFDS is operating in MENU mode and BITE TSD (Trouble Shooting Data) function is selected, the snapshotdata corresponding to malfunction are displayed on the MCDU (when BITE TSD maintenance option selected)

- Cancelling malfunction restores normal operation on ground but in flight a reset by ON/OFF pushbutton FAC 1 isnecessary




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CHAPTER 15: FAC

MALFUNCTION : RUDDER TRAVEL SYS 2 FAULT


CAUSE : The fault corresponds to a failure in the FAC 2

CONSEQUENCE :




Pedals rudder deflection limitations are no more function of flight conditions

Rudder travel system returns to low speed position if we are in approach configuration (SLAT OUT) within 30s

Alarm description:

• - Aural warning


• - Appropriate messages appears on the ECAM display

(See sheets FWC A22510, A22520)


No consequence on the pedal rudder deflection limitations

Alarm description:

• Appropriate messages appear on the ECAM display (See sheets FWC A22500,A22517)






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CHAPTER 15: FAC

MALFUNCTION : FAC 1 FAIL


CAUSE : This fault corresponds to a detected failure in theFlight Augmentation computer 1

CONSEQUENCE :


FAC 1 can’t be engaged


Yaw damper, rudder trim, rudder travel system are inoperative

Manual rudder trim is inoperative

Rudder travel system returns to low speed position if we are in approach configuration (SLAT OUT)

FAULT light on the FAC 1 pushbutton appears

AP1 or AP2 will disengage if it was engaged

Alarm description:

• - Aural warning


• - Appropriate messages appear on the engines warning display (See sheets FWC A22390, A22392, A22397,A22420, A22430, A22460, A22470, A22510, A22520)

FAULT light on the FAC 1 pushbutton disappears when FAC 1 is OFF

3 - If FAC 1 and FAC 2 were engaged



Alarm description:

• Appropriate messages appear on the engines warning display (See sheets FWC A22390, A22392, A22397)


• FIDS function is not active for centralized maintenance system (CFDIU)


• Cancelling malfunction restores normal operation on ground but in flight a reset by ON/OFF pushbutton FAC 1 isnecessary




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CHAPTER 15: FAC

MALFUNCTION : FAC 2 FAIL


CAUSE : This fault corresponds to an internal hardware failurein the Flight Augmentation Computer 2

CONSEQUENCE :


FAC 2 can’t be engaged


Yaw damper, rudder trim, rudder travel system are inoperative

Manual rudder trim is inoperative

Rudder travel system returns to low speed position if we are in approach configuration (SLAT OUT)

Alarm description:

• - Aural warning

• - Master caution light

• - Appropriate messages appear on the engines warning display (see sheets FWC A22393, A22395, A22397, A22420,A22430, A22460, A22470, A22510, A22520)


3 - If FAC 1 and FAC 2 were engaged



Alarm description:

• Appropriate messages appear on the ECAM display (See sheets FWC A22393, A22395, A22397)



- Cancelling malfunction restores normal operation on ground but in flight a reset by ON/OFF pushbutton FAC 1 isnecessary




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CHAPTER 15: FAC

MALFUNCTION : RUDDER TRIMS RESET INOPERATIVE


CAUSE : This fault corresponds to an electrical cut betweenthe reset switch and the FAC

CONSEQUENCE :

1 - If one of the two FAC is engaged or if the two FAC are engaged

The reset is inoperative

Manual rudder trim is still operative

Alarm description:

• Rudder trim indicator on F/CTL page remains cyan



2 - Cancelling malfunction restores normal operation




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CHAPTER 16 - FADEC CFM

CONTENTS:

THROTTLE 1 INOP (IDLE POWER)


REVERSER CONTROL 1 FAIL


FADEC 1 FAIL

FADEC 2 FAIL

INCORR REV PWR ENG 1 (LOW)

INCORR REV PWR ENG 2 (HIGH)

THR TARGET NEEDLE FAIL

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION FADEC CFM



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CHAPTER 16: FADEC CFM

MALFUNCTION : THROTTLE 1 INOP (IDLE POWER)


CAUSE : Loss of FADEC fuel schedule

CONSEQUENCE :

- Engine 1 performances are set to idle whatever the throttle position is.





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CONSEQUENCE :






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MALFUNCTION : REVERSER CONTROL 1 FAIL


CAUSE : Reverser control failure

CONSEQUENCE :

- Reverser 1 can’t be deployed

- If flight phases 1,2,6,7,8,9 or 10



- When CFDS is operating in MENU mode and BITE TSD (Trouble Shooting Data) function is selected, the snapshotdata corresponding to malfunction are displayed on the MCD. (when BITE TSD maintenance option selected)





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CONSEQUENCE :


- If flight phases 1,2,6,7,8,9 or 10







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MALFUNCTION : FADEC 1 FAIL


CAUSE : Power supply lost

CONSEQUENCE :

- All engine 1 indications become invalid on the upper ecam display unit.

- Engine 1 stops

- If flight phases 1,2,3,6,9 or 10:



• Appropriate messages appear on E/W CRT (LA77980 and 77240)









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CONSEQUENCE :


- engine 2 stops

- If flight phases 1,2,3,6,9 or 10 :



• Appropriate messages appear on E/W CRT (LA77985 and 77250)








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MALFUNCTION : INCORR REV PWR ENG 1 (LOW)


CAUSE : Sensors failure

CONSEQUENCE :

- Engine 1 Reverse extends normally but engine 1 performances remain at low power during the whole reverse phasewhatever the throttle 1 position is.





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MALFUNCTION : INCORR REV PWR ENG 2 (HIGH)



CONSEQUENCE :

- Engine 2 reverse extends normally but engine 2 performances reached then remain at high power during the wholereverse phase whatever the throttle 2 position is.





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MALFUNCTION : THR TARGET NEEDLE FAIL


CAUSE : Loss of N1 TARGET signal by ecam

CONSEQUENCE :

- No more indication of engine 1 N1 TARGET





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CHAPTER 17 - FIRE PROTECTION/SMOKE

CONTENTS:

ENG 1 LOOP A FAULT

ENG 1 LOOP B FAULT

APU LOOP A FAULT

APU LOOP B FAULT

AIR CONDITIONING SMOKE

AVIONIC SMOKE

FWD CARGO SMOKE

AFT CARGO SMOKE

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION FIRE PROTECTION/SMOKE



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CHAPTER 17: FIRE PROTECTION/SMOKE

MALFUNCTION : ENG 1 LOOP A FAULT


CAUSE : LOW PRESSURE IN THE LOOP A DETECTOR

CONSEQUENCE :

- On ground with batteries only connected

Press and hold the “ENG 1 FIRE TEST” push button, check that:

• The “ENG 1 FIRE” LIGHT (FIRE PANEL) is out

• The AGENT 1 ENG 1 lights come on

Release the push button, check that:

• All fire panel lights are out

- On ground with external power

- On ground with engines running

- In flight


- In flight phases 1, 2, 6, 9, 10

Associated warning messages appear on the E/W CRT

Test consequences

- Press and hold the ENG 1 FIRE TEST P/B (FIRE PANEL), check that:

• The “ENG 1 FIRE” light (FIRE PANEL) is on

• The AGENT 1 ENG1 “DISH” and “SQUIB” lights come on


• FIRE messages appear on E/W CRT

• CRC is triggered

• Master “WARN” light comes on

- Release the push button, check that:


• FIRE messages on E/W CRT disappear

• CRC stops

• Master “WARN” light goes out






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MALFUNCTION : ENG 1 LOOP B FAULT


CAUSE : LOW PRESSURE IN THE LOOP B DETECTOR

CONSEQUENCE :


Press and hold the “ENG 1 FIRE TEST” push button, check that:

• Half of “ENG 1 FIRE” lights are out (FIRE PANEL)

• The AGENT 1 ENG 1 lights come on

• ENG MASTER 1 “FIRE” light (115VU) comes on

Release the push button


• ENG MASTER 1 “FIRE” light is out


- On ground with external running

- In flight




Test consequences

- Press and hold the ENG 1 FIRE TEST P/B (FIRE PANEL), check that:

• The “ENG1 FIRE” light (FIRE PANEL) is on









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• CRC stops


Appropriate messages will be available on MCDU (CFDS function)






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MALFUNCTION : APU LOOP A FAULT


CAUSE : APU LOOP A FAIL

CONSEQUENCE :


Press and hold the “APU FIRE TEST” push button, check that:

• Half of “APU FIRE” light (FIRE PANEL) is ON

• The AGENT APU lights “DISH” and “SQUIB” come on

Release the push button, check that:




- In flight

Ecam displayed consequences



Test consequences

- Press and hold the APU FIRE TEST P/B (FIRE PANEL), check that:

• The “APU FIRE” light (FIRE PANEL) is on

• The AGENT “DISH” and “SQUIB” lights come on







• CRC stops







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MALFUNCTION : APU LOOP B FAULT


CAUSE : APU LOOP B FAIL

CONSEQUENCE :

- On ground with batteries connected

- Press and hold the “APU FIRE TEST” push button, check that:

• Half of “APU FIRE” lights (FIRE PANEL) are out

• The AGENT APU lights “DISH” and “SQUIB” come on - Release the push button, check that:




- In flight

Ecam displayed consequences


• Associated warning messages appear on the E/W CRT

Test consequences

- Press and hold the APU FIRE TEST P/B (FIRE PANEL), check that:

• The “APU FIRE” light (FIRE PANEL) is on

• The AGENT “DISH” and “SQUIB” lights come on







• CRC stops







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MALFUNCTION : AIR CONDITIONING SMOKE


CAUSE : A fire was started in pack 1

CONSEQUENCE :

- No warning

- Cockpit smoke generation (smoke generator is ready) if the pack 1 valve flow is on, smoke generation is activated

• On instructor station inhibite smoke generation:smoke is not generated

• On instructor station activate smoke generator:smoke appears by the air conditioning outlets

• On instructor station inhibite smoke generation or cancell malfunction:

• smoke generation stops

• smoke is extracted automatically (about 2 min).





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MALFUNCTION : AVIONIC SMOKE


CAUSE : EIS/PFD CAPT GENERATE SMOKE

CONSEQUENCE :

- Warnings consequences:

With blower FAN A or Extract FAN B active

• The GEN 1 LINE P/B (EMER ELEC PLUR 21VU) “SMOKE” light comes on

• The BLOWER AND EXTRACT (AUTO) P/B (22VU, VENTILATION PANEL) “FAULT” light comes on

- In flight phases 1, 2, 3, 6, 9, 10

• SC

• Master “CAUT” light comes on

• Associated warning messages appear on the E/W CRT

• “ELEC” page appears on SYS CRT

- Smoke generation: (smoke generator is ready)

On instructor station inhibit smoke generation

• Smoke is not generated

On instructor station activate smoke generation

• Smoke appears by the FLIGHT DECK FLOOR OUTLET

On instructor station inhibit smoke generation or cancel malfunction

• Smoke generation stops

• Smoke is extracted automatically (about 2 min).

Avionics smoke warning disappears a few seconds after the defective instrument is no longer powered (circuit breakerEIS PFD CAPT (49VU).

• Smoke extraction goes on as long as extraction is required



- The E/W CRT smoke warning is resetted in flight phase 10




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MALFUNCTION : FWD CARGO SMOKE


CAUSE : Fire in FWD cargo compartment

CONSEQUENCE :

If FWD lower cargo smoke detection option valid (modif No 20067)



- In flight

• CARGO FWD “SMOKE” (22VU, cargo smoke panel) light comes on

• ECAM displays consequences (in flight phases 1, 2, 3, 6, 9, 10)


• MASTER “WARN” light comes

• Associated warning messae appears on the E/W CRT

• The AIR COND page appears on the SYS CRT

- Actions:

• Push the FWD CARGO SMOKE DISCH P/B (22VU, cargo smoke panel)

• After 3 s, FWD/AFT CARGO SMOKE “DISH”

• Lights come on

• After 10 s all warnings disappear ("Fire is extinguished")



- On instructor station, set the AGENT FIRE RESET, if it is installed the “DISH” lights go out.




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MALFUNCTION : AFT CARGO SMOKE


CAUSE : Fire in AFT cargo compartment

CONSEQUENCE :

If AFT lower cargo smoke detection option valid (modif No 20069)



- In flight

• CARGO AFT “SMOKE” (22VU, cargo smoke panel) light comes on

• The 2 isolation valves of the cargo compartment heating and ventilation are shut off

• Ecam displays consequences (in flight phases 1, 2, 3, 6, 9, 10)


• MASTER “WARN” light comes on

• Associated warning message appears on the E/W CRT

• The AIR COND page appears on the SYS CRT

- Actions:

• Push the AFT CARGO SMOKE P/B (22VU, cargo smoke panel)

• After 3s, FWD/AFT CARGO SMOKE “DISH”Lights come on

• After 10 s all warnings disappear ("Fire is extinguished")



- On instructor station, set the AGENT FIRE RESET, if it is installed the “DISH” lights go out




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CHAPTER 18 - FLIGHT COMPUTER

CONTENTS:

SEC 1 FAIL

SEC 2 FAIL

SEC 3 FAIL

ELAC 1 FAIL

ELAC 2 FAIL

FCDC 2 FAIL

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION FLIGHT COMPUTER



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CHAPTER 18: FLIGHT COMPUTER

MALFUNCTION : SEC 1 FAIL


CAUSE : Failure of the SEC 1

CONSEQUENCE :

1) The FAULT light of the SEC 1 push button is illuminated on the overhead panel.

2) If flight phase 1, 2, 6, 9, 10:


• Amber master caution light comes on

• Appropriate messages appear on the Engines Warning Display (see sheet FWC A27310)

3) On the SYSTEM PAGES CRT:

F/CTL page:

• SPLR 3,R amber

• SEC 1 becomes amber

• LAF DEGRADED appears

STATUS page:

• Appropriate messages appear (see sheets FWC A27848,A27675)

4) ENGINES WARNINGS action requests:

when the SEC 1 push button on the overhead panel is set to OFF position, the FAULT light disappears and the OFFlight is illuminated.

5) Appropriate messages will be available on MCDU (CFDS function)


6) Cancelling the malfunction restores normal operation after reset of SEC 1 computer.




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MALFUNCTION : SEC 2 FAIL



CONSEQUENCE :


2) If flight phase 1, 2, 6, 9, 10:





F/CTL page:

• SPLR 5 amber



STATUS page:



when the SEC 2 push button on the overhead panel is set to OFF position, the FAULT light disappears and the OFFlight is illuminated.

5) Appropriate messages will be available on MCDU (CFDS function)(when CFDS maintenance option selected).





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MALFUNCTION : SEC3 FAIL



CONSEQUENCE :


2) If flight phase 1, 2, 6, 9, 10:





F/CTL page:

• SPLR 1 amber

• SPLR 2 amber




When the SEC 3 push button on the overhead panel is set to OFF position, the FAULT light disappears and the OFFlight is illuminated.






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MALFUNCTION : ELAC 1 FAIL


CAUSE : Failure of the ELAC 1

CONSEQUENCE :

1) The FAULT light of the ELAC 1 push button is illuminated on the overhead panel.

2) If flight phase 1, 2, 6, 9, 10:





F/CTL page:

• B.L AIL are amber boxed

• G.R AIL

• ELAC 1 becomes amber


STATUS page:

• Appropriate message appears (see sheet FWC A27620)

4) ENGINE WARNINGS action requests:

when the ELAC 1 push button on the overhead panel is set to OFF position, the FAULT light disappears and the OFFlight is illuminated.

5) Appropriate messages will be available on MCDU (CFDS function)


6) Cancelling the malfunction restores normal operation after reset of ELAC 1 computer.




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MALFUNCTION : ELAC 2 FAIL


CAUSE : Failure of the ELAC 2

CONSEQUENCE :

1) The FAULT light of the ELAC 2 push button is illuminated on the overhead panel.

2) If flight phase 1, 2, 6, 9, 10:





F/CTL page:

• G.L AIL are amber boxed

• B.R AIL

• ELAC 2 becomes amber


STATUS page:



when the ELAC 2 push button on the overhead panel is set to OFF position, the FAULT light disappears and the OFFlight is illuminated.


6) Cancelling the malfunction restores normal operation after reset of ELAC 2 computer.




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MALFUNCTION : FCDC 2 FAIL


CAUSE : Failure of the FCDC 2

CONSEQUENCE :

1) Data concentration is still achieved par FCDC 1

2) On the ENGINES WARNINGS CRT:

• Appropriate message appears (see that FWC A27557)


STATUS page


4) If FCDC 1 is not supplied, F/CTL page shows no information

5) Cancelling the malfunction restores normal operation




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CHAPTER 19 - FMGC

CONTENTS:

AP1 DISENGAGED (FD1 AVAILABLE)

AP2 DISENGAGED (FD2 AVAILABLE)

AP1 LOC CAPTURE FAIL

AP2 LOC CAPTURE FAIL

AP1 GLIDE CAPTURE FAIL

AP2 GLIDE CAPTURE FAIL

AP1 ALIGN FAIL

AP2 ALIGN FAIL

ATHR1 FAIL

ATHR2 FAIL

NO FLARE

LONG FLARE

DRIFT LOC BEAM (AUTOLAND)

LAND CAPABILITY CHANGE

RADIO ALTI DISCREPANCY (AUTOLAND)

LOC CAPT STUCK

LOC CAPT DRIFT

HUD COMPUTER FAIL

PVI FAIL

FMGC 1 FAIL

FMGC 2 FAIL

MCDU 1 FAIL

FLIGHT MANAGEMENT 1 FAIL

FCU SPEED SYNCHRO FAIL

FCU REDONDANCY LOST

FCU FAIL

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION FMGC



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CHAPTER 19: FMGC

MALFUNCTION : AP1 DISENGAGED (FD1 AVAILABLE)


CAUSE : Cut between AP INSTINCTIVE DISCONNETswitch and FMGC1

CONSEQUENCE :

1 - If AP1 was not engaged:

• AP1 can’t be engaged

- If AP1 only was engaged:

• AP1 will disengage

• Alarm signalled to the pilot

• AP1 can’t be reengaged

- If AP1 and AP2 were engaged:


• AP2 remains engaged

• AP1 can’t reengaged

• No alarm

2 - Alarm description

• The cavalry aural warning sounds during 3 s

• The red MASTER WARN light comes on the glareshield during 3 s

• Red message “AP OFF” appears on the ENGINES WARNING display during 9 s

Appropriate messages will be available on MCDU (CFDS function)(when CFDS maintenance option selected).

3 - Cancelling malfunction restores normal operation AP1 can be reengaged by pilot action on AP1 pushbutton.




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CHAPTER 19: FMGC

MALFUNCTION : AP2 DISENGAGED (FD2 AVAILABLE)


CAUSE : Cut between AP INSTINCTIVE DISCONNECTswitch and FMGC2.

CONSEQUENCE :

1 - If AP2 was not engaged:

• AP2 can’t be engaged

- If AP2 only was engaged:


• Alarm signalled to the pilot

• AP2 can’t be reengaged

- If AP1 and AP2 were engaged:


• AP1 remains engaged

• AP2 can’t reengaged

• No alarm


• The cavalry aural warning sounds during 3 s

• The red MASTER WARN light comes on the glareshield during 3 s

• Red message “AP OFF” appears on the ENGINES WARNING display during 9 s

Appropriate messages will be available on MCDU (CFDS function)(when CFDS maintenance option selected).

3 - Cancelling malfunction restores normal operation AP1 can be reengaged by pilot action on AP2 pushbutton.




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CHAPTER 19: FMGC

MALFUNCTION : AP1 LOC CAPTURE FAIL


CAUSE : LOC deviation sent by ILS1 and ILS2 to FMGC1 isfixed to a value of 250 microA.

CONSEQUENCE :

1 - If AP1 was engaged or FD1 without AP2 engaged, LOC CAPT MODE can be engaged but AP1 doesn’t follow LOCbeam


• No alarm



LOC deviation value is no more fixed.




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CHAPTER 19: FMGC

MALFUNCTION : AP2 LOC CAPTURE FAIL


CAUSE : LOC deviation sent by ILS1 and ILS2 to FMGC2 isfixed to a value of 250 microA.

CONSEQUENCE :

1 - If AP2 was engaged and AP1 or FD2 engaged without AP1 and FD1 engaged, LOC CAPT MODE can be engagedbut AP2 doesn’t follow LOC beam


• No alarm



LOC deviation value is no more fixed.




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CHAPTER 19: FMGC

MALFUNCTION : AP1 GLIDE CAPTURE FAIL


CAUSE : GLIDE deviation sent by ILS1 and ILS2 to FMGC1is fixed to a value of 80 microA.

CONSEQUENCE :

1 - If G/S CAPT MODE (G/S * green on FMA) wasn’t engaged

• If AP1 was engaged or FD1 without AP2 engaged, G/S CAPT MODE doesn’t engage in FMGC1, while conditionsare satisfied. AP1 or FD1 remains in G/S ARM mode (G/S blue on FMA).

- If G/S * green was on the FMA

• G/S CAPT MODE remains engaged but AP1 doesn’t follow GLIDE beam


• No alarm


3 - Cancelling malfunction restores normal operation GLIDE deviation value is no more fixed.




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CHAPTER 19: FMGC

MALFUNCTION : AP2 GLIDE CAPTURE FAIL


CAUSE : GLIDE deviation sent by ILS1 and ILS2 to FMGC2is fixed to a value of 80 microA.

CONSEQUENCE :

1 - IF G/S CAPT MODE (G/S * green on FMA) wasn’t engaged:

• IF AP2 was engaged and AP1 not engaged or FD2 engaged without AP1 and FD1 engaged, GLIDE CAPT MODEdoesn’t engage in FMGC2 while conditions are satisfied. AP2 or FD2 remains in G/S ARM (G/S blue on FMA).

- If G/S CAPT MODE was engaged:

• it remains engaged but AP2 doesn’t follow the Glide beam.


• No alarm



Glide deviation value is no more fixed.




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CHAPTER 19: FMGC

MALFUNCTION : AP1 ALIGN FAIL


CAUSE : Error on FMGC1 output sent to Flight controls: Bodyyaw rate orders are fixed during all ALIGN phase.

CONSEQUENCE :

1 - If AP1 is not engaged

• No effect

- If AP1 is not in ALIGN landing phase

• No effect

- If AP1 is in ALIGN landing phase:

• With crosswind the drift angle is not set to zero

• FD indicates the error on yaw order

• No alarm


• No purpose

3 - Engines warning action requests

• No purpose

4 - Engines warning action display

• No purpose

5 - Cancelling malfunction or ALIGN SUBMODE disengagement (loss of LAND TRACK MODE, AP1disengagement, ROLL OUT SUBMODE engagement). restores normal operation





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CHAPTER 19: FMGC

MALFUNCTION : AP2 ALIGN FAIL


CAUSE : Error on FMGC2 output sent to Flight controls: Bodyyaw rate orders are fixed during all ALIGN phase.

CONSEQUENCE :

1 - If AP2 is not engaged:

• No effect

- If AP2 is engaged

• No effect if AP2 is not in ALIGN landing phase

- If AP2 is in ALIGN landing phase

• With crosswind the drift angle is not set to zero

• FD indicates the error on yaw order

• No alarm


• No purpose

3 - Engines warning action requests

• No purpose

4 - Engines warning action display

• No purpose

5 - Cancelling malfunction or ALIGN SUBMODE disengagement (loss of LAND TRACK MODE, AP2 disengage,ROLL OUT SUBMODE engagement) restores normal operation





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CHAPTER 19: FMGC

MALFUNCTION : ATHR1 FAIL


CAUSE : Cut of A/THR Bus information between FMGC1 andEIU.

CONSEQUENCE :

1 - IF ATHR1 was not engaged:

• ATHR1 can’t be engaged

2 - IF ATHR1 was engaged:

• ATHR will disengage

• MASTER CAUTION light illuminates


• Amber message ’THR LK’ blinking on the FMA

• Amber message ’AUTO FLT A/THR OFF’ appears on the ENGINE WARNING display

• Amber message ’ENG THRUST LOCKED’ appears every 5 s on the Engine Warning Display

• Amber message ’EO CLR’ appears on MCDU

• A/THR appears on the ’INOP SYS’ colum on the ’STATUS’ page

3 - Cancelling malfunction restores normal operation ATHR1 can be reengaged by pilot action on ATHR pushbutton




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CHAPTER 19: FMGC

MALFUNCTION : ATHR2 FAIL


CAUSE : Cut of A/THR Bus information between FMGC2 andEIU.

CONSEQUENCE :

1 - IF ATHR2 was not engaged:

• ATHR2 can’t be engaged

2 - IF ATHR2 was engaged:

• ATHR will disengage

• MASTER CAUTION light illuminates


• Amber message ’THR LK’ on the FMA

• Amber message ’AUTO FLT A/THR OFF’ appears on the ENGINE WARNING display

• Amber message ’ENG THRUST LOCKED’ appears every 5 s on the Engine Warning Display

• Amber message ’EO CLR’ appears on MCDU

• A/THR appears on the ’INOP SYS’ colum on the ’STATUS’ page

3 - Cancelling malfunction restores normal operation ATHR2 can be reengaged by pilot action on ATHR pushbutton




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CHAPTER 19: FMGC

MALFUNCTION : NO FLARE


CAUSE : Error in the radio altitude transmitted by the Radioaltimeter 1 and 2 to FMGC1 and FMGC2(RA1 = RA2 = RAtrue + 55 ft).

CONSEQUENCE :

1 - The aircraft lands without flare phase (Neither Align, nor Roll Out modes are available).

• No alarm signalled to the pilot.


• No alarm


3 - Cancelling malfunction restores normal operation FMGC1 and FMGC2 receive the true radio altitude.




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CHAPTER 19: FMGC

MALFUNCTION : LONG FLARE


CAUSE : Error in the radio altitude transmitted by the Radioaltimeter 1 and 2 to FMGC1 and FMGC2(RA1 = RA2 = RAtrue - 25 Ft)

CONSEQUENCE :

1 - The aircraft remains at 25 ft above the runway

• FLARE indication appears on FMA


• No purpose






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CHAPTER 19: FMGC

MALFUNCTION : DRIFT LOC BEAM (AUTOLAND)


CAUSE : LOC Deviation sent by ILS1 and ILS2 to FMGC1and FMGC2 has a drift of 20 microA/s.

CONSEQUENCE :

1 - AP/FD doesn’t follow the localizer beam

• If Radio alti 200 ft, the FWC signalled an alarm as soon as loc deviation become greater than 20 microA.


• AUTOLAND WARNING light flashes on the pilot and copilot’s glareshied

• Alarm can be cancelled by engagement of GO AROUND MODE



FMGC1 and FMGC2 receive the true loc deviation




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CHAPTER 19: FMGC

MALFUNCTION : LAND CAPABILITY CHANGE


CAUSE : Error on the signal “Power supply split” (input ofFMGC1)

CONSEQUENCE :

1 - If both FMGC were already in CAT3 (CAT3 DUAL on both PFD’s)

• Alarm is sent to the pilot


• Three click sound

• CAT3 SINGLE ONLY appears on FMA






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CHAPTER 19: FMGC

MALFUNCTION : RADIO ALTI DISCREPANCY (AUTOLAND)


CAUSE : Radio altitudes delivered by RA1 and RA2 present adifference of 15 ft(RA2 delivers a wrong value = RA1 value + 15 ft)

CONSEQUENCE :

The radio altitude displayed on PFD2 is 15 ft greater than that on PFD1

When AP1, or AP1 and AP2 engaged, the FMGS uses radio altitude from transceiver RA1.

When only AP2 engaged, the FMGS uses radio altitude from transceiver RA2

Cancelling the malfunction restores normal operation




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CHAPTER 19: FMGC

MALFUNCTION : LOC CAPT STUCK


CAUSE : Bad coupling of the LOC antenna on the LOCreceiver part of the ILS 1 receiver

CONSEQUENCE :

- On the CAPT PFD screen, if the CAPT ILS pushbutton of the CAPT EFIS control panel is pressed, the LOC indexremains stuck to the position it had at the time of the malfunction’s insertion.

- The erroneous LOC information is also sent to FWC1, FWC2, GPWS, FMGC1, FMGC2 and CFDIU.

- The ILS1 call sign is still received.

ACTION: NIL






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CHAPTER 19: FMGC

MALFUNCTION : LOC CAPT DRIFT


CAUSE : Bad coupling of the LOC antenna on the LOCreceiver part of the ILS 1 receiver

CONSEQUENCE :

- On the CAPT PFD screen, if the CAPT ILS pushbutton of the CAPT EFIS control panel is pressed, the LOC indexdrifts at 2 dots per minute and then remains stuck at the end of the scale.

- Likewise, on the F/O ND screen, in ROSE-ILS mode, the LOC deviation bar drifts at 2 dots per minute and thenremains stuck at the end of the scale.

- The erroneous LOC information is also sent to FWC1, FWC2, GPWS, FMGC1, FMGC2 and CFDIU.

- The ILS 1 test is still valid.

- The ILS 1 call sign is still received.

ACTION: NIL

- Appropriate messages will be available on MCDU (CFDS function)(when CFDS maitenance option selected).





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CHAPTER 19: FMGC

MALFUNCTION : HUD COMPUTER FAIL


CAUSE : Loss of power supply to the HUD computer

CONSEQUENCE :

HUD computer is no more operational.

The Optical Head Unit displays a TBD picture.





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CHAPTER 19: FMGC

MALFUNCTION : PVI FAIL


CAUSE : Loss of power supply to the PVI

CONSEQUENCE :

PVI is no more operational and shows no information.




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CHAPTER 19: FMGC

MALFUNCTION : FMGC 1 FAIL


CAUSE : Circuit breaker 10 CA1 28VDC trips.

CONSEQUENCE :

1 - Loss of power to FMGC1

- AP1 and FD1 disengage if they were engaged

- AP1 can’t be reengaged

- Both PFD use FD2

- If AP2 wasn’t engaged:


• AP2 can be engaged


• The cavalry aural warning sounds

• The red MASTER WARN light comes on the glareshield

• The red message ’AUTO FLIGHT AP OFF’ appears

• On the ENGINES WARNING display

3 - Cancelling the malfunction and resetting circuit breaker restore normal operation




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CHAPTER 19: FMGC

MALFUNCTION : FMGC 2 FAIL


CAUSE : Loss of power supply 28VDC to the FMGC2.

CONSEQUENCE :

1 - Loss of power to FMGC2

- AP2 and FD2 disengage if they were engaged

- AP2 can’t be reengaged

- Both PFD use FD1

- If AP1 wasn’t engaged:


• AP1 can be engaged


• The cavalry aural warning sounds

• The red MASTER WARN light comes on the glareshield

• Red message ’AUTO FLT AP OFF’ appears

• On the ENGINES WARNING display






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CHAPTER 19: FMGC

MALFUNCTION : MCDU 1 FAIL


CAUSE : Loss of power supply 115VAC to MCDU1.

CONSEQUENCE :

MCDU1 is no more illuminated and its display shows no information.

• Any action on the MCDU1 has no effect.





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CHAPTER 19: FMGC

MALFUNCTION : FLIGHT MANAGEMENT 1 FAIL


CAUSE : NOT POSSIBLE

CONSEQUENCE :

NOT POSSIBLE




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CHAPTER 19: FMGC

MALFUNCTION : FCU SPEED SYNCHRO FAIL


CAUSE : NO TRANSMISSION OF THE SPEED FROM THEFCU TO THE FMGC1 AND 2.

CONSEQUENCE :

Using speed knob on the FCU, in Speed Manual control, new selected speed on the FCU is not displayed on bothPFD’s. ATS function does not follow new FCU speed selection and keeps as target the selected speed valid whenmalfunction breakdown.


Cancelling the malfunction on instructor station restores normal operation.




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CHAPTER 19: FMGC

MALFUNCTION : FCU REDONDANCY LOST


CAUSE : Cut between FCU and FMGC1 and FMGC2 of thesignal FCU1 HEALTHTY.

CONSEQUENCE :

- Message “AUTO FLT FCU1 FAULT

• BARO REF... CHECK" appears on the ENGINES WARNING Display

- Message “FCU1" as inoperative system appears on the Status page






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CHAPTER 19: FMGC

MALFUNCTION : FCU FAIL


CAUSE : Loss of power supply to FCU1 and 2.

CONSEQUENCE :

1 - FCU is no more illuminated

• Displays show no information

• If they were engaged, ATHR1 and ATHR2 disengaged, they can’t be reengaged

• If AP1 or AP2 were in GO AROUND MODE or LAND TRACK MODE:

• AP and FD remain engaged

• If AP1 and AP2 were not in GO AROUND MODE or LAND TRACK MODE, AP and FD disengaged they can’t bereengaged alarm AP OFF


• Amber message ’THR LK’ blinking on FMA.

• Cavalry aural warning sounds

• Red MASTER WARN light comes on the glareshield

• Red message ’AUTO FLT AP OFF’ appears

• on the ENGINES WARNING display

• Amber MASTER CAUTION light comes on the glareshield

• Message ’AUTO FLT FCU 1+2 FAULT’

PFD BARO REF: STD ONLY’ appears on the ENGINES WARNING Display


3 - Malfunction disengagement

On Instructor action

4 - Operational consequences

Normal operation




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CHAPTER 20 - FUEL A320

CONTENTS:

LEFT TANK PUMP 1 LO PR

CENTER TANK PUMP 1 LO PR

RIGHT TANK PUMP 1 LO PR

LEFT TANK PUMP 2 LO PR

CENTER TANK PUMP 2 LO PR

RIGHT TANK PUMP 2 LO PR

LEFT FUEL QTY INDIC INC/DEC (1)

RIGHT FUEL QTY INDIC INC/DEC (1)

LEFT TANK FUEL LEAK

RIGHT WING QTY PROBE FAILED

FUEL QTY INDICATION FAIL

X-FEED VALVE STUCK

REFUELLING FAIL

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION FUEL A320



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CHAPTER 20: FUEL A320

MALFUNCTION : LEFT TANK PUMP 1 LO PR


CAUSE : PUMP 21QA MECHANICALLY FAILED

CONSEQUENCE :

- “FAULT” light comes on FUEL panel,


• Appropriate messages (nature of the failure and action to be performed) appear on E/W CRT,

• “FUEL” page appears on SYS CRT.

- When pump is switched off:

• “FAULT” light goes out and “OFF” light comes on FUEL panel

• Action to be performed disappears on E/W CRT

- After pressing CLR P/B switch (CAPT or F/O):

• Appropriate STATUS page appears on SYS CRT.






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MALFUNCTION : CENTER TANK PUMP 1 LO PR



CONSEQUENCE :

- If pump is running:

• FAULT LIGHT comes on.


• SC sounds + MASTER CAUTION.

• Appropriate messages appear on E/WD CRT

• “FUEL” page appears on SYS CRT


• “FAULT” light remains out and “OFF” light comes on

• Action to be performed disappears on E/WD CRT

- After pressing CLEAR P/B switch:

• Appropriate STATUS page appears on SYS CRT





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MALFUNCTION : RIGHT TANK PUMP 1 LO PR



CONSEQUENCE :


- If aircraft is in flight phases 1,2, 6, 9, 10:




• “FAULT” light goes out and “OFF” light comes on FUEL panel,









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MALFUNCTION : LEFT TANK PUMP 2 LO PR



CONSEQUENCE :






• “FAULT” light goes out and “OFF” light comes on FUEL panel,









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MALFUNCTION : CENTER TANK PUMP 2 LO PR



CONSEQUENCE :

- In flight,CTR TK Feeding and Slats retracted


• Audio single chime sounds

• “Master Caution” amber light flash on glareshield

• Appropriate messages (nature of the failure and action to be performed) appear on E/W CRT

• “FUEL” page appears on SYS CRT


• “FAULT” light remains out and “OFF” light comes on FUEL panel








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MALFUNCTION : RIGHT TANK PUMP 2 LO PR



CONSEQUENCE :






• “FAULT” light goes out and “OFF light comes on FUEL panel,









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MALFUNCTION : LEFT FUEL QTY INDIC INC/DEC (1)

PARAMETERS : LEFT FUEL QUANTITY

MIN VALUE : 0 kg MAX VALUE: 5532 kg CHANGE RATE:20 kg/s


CAUSE : PROBE value is wrong (24QT1) and LABEL 257 isaffected

CONSEQUENCE :

- For all flight phases:

• Left inner cell fuel quatity displayed by ECAM varies in accordance with the quantity selected by the instructor andtotal fuel quantity displayed by ECAM is also affected.






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MALFUNCTION : RIGHT FUEL QTY INDIC INC/DEC (1)

PARAMETERS : RIGHT FUEL QUANTITY

MIN VALUE : 0 kg MAX VALUE: 5532 kg CHANGE RATE:20 kg/s


CAUSE : PROBE value is wrong (24QT2) and LABEL 261 isaffected

CONSEQUENCE :


• Right inner cell fuel quantity displayed by ECAM varies in accordance with the quantity selected by the instructorand total fuel quantity displayed by ECAM is also affected.






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MALFUNCTION : LEFT TANK FUEL LEAK


CAUSE : BREAK IN LH INNER CELL

CONSEQUENCE :

Left inner can fuel quantity decreases quickly.

When left inner cell quantity approximately falls below 750 kg (1650 lb).

Check that:

- Left intercell transfer valves open,

- Consequently, left outer cell fuel quantity decreases and left inner cell fuel quantity is affected.

- If left wing fuel LO level is detected during at least 30 seconds and if aircraft is in flight phases 1, 2, 6, 10 then:


• “Master caution” amber lights flash or glareshield,

• Appropriate message (nature of failure) appears on E/W CRT.


- After pressing CLR/B switch (CAPT or F/O):


- Appropriate messages will be available on MCDU (MENU MODE, CFDS function)(when CFDS maintenance option selected).





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MALFUNCTION : RIGHT WING QTY PROBE FAILED


CAUSE : PROBE 21QT2 and 33QT2 failed

CONSEQUENCE :


• Right outer cell Fuel quantity and total fuel quantity displayed by ECAM are downgraded (the two least significantdigits of the indication are forced to zero with an amber line across).






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MALFUNCTION : FUEL QTY INDICATION FAIL


CAUSE : F.Q.I. COMPUTER FAILED

CONSEQUENCE :


• Fuel quantities and fuel temperature indications displayed by ECAM are replaced by amber XX.

• On MCDUs, on FUEL PRED page, cyan FQ indication disappears.






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MALFUNCTION : X-FEED VALVE STUCK


CAUSE : VALVE STUCK IN POSITION

CONSEQUENCE :

- Whether X-FEED P/B pressed “ON” and X-FEED valve is stuck in close position or X-FEED P/B released “OFF”and X-FEED valve is stuck in open position, then:


• Appropriate message (nature of failure) appears on E/W CRT,









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MALFUNCTION : REFUELING FAIL


CAUSE : LOSS OF D.C. POWER SUPPLY AFTER C/B 2QU

CONSEQUENCE :

- If refuel is in progress:

• Refuel operation aborts,

• Indicator light AUTO REFUEL “END” flashes on the refueling control panel

- If refuel is not running and starting procedure is being carried out:

• Refuel is impossible.





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CHAPTER 21 - HYDRAULIC POWER

CONTENTS:

RSVR FLUID QTY INC/DEC # G (1)

RSVR FLUID QTY INC/DEC # B (1)

RSVR FLUID QTY INC/DEC # Y (1)

RSVR OVERHEAT # G

RSVR OVERHEAT # B

RSVR OVERHEAT # Y

RSVR LO AIR PRESS # G

RSVR LO AIR PRESS # B 22 PSI

RSVR LO AIR PRESS # B 35 PSI

RSVR LO AIR PRESS # Y

HYD PRESS INC/DEC # G (psi)

HYD PRESS INC/DEC # B (psi)

HYD PRESS INC/DEC # Y (psi)

ELEC PUMP FAIL # B

ELEC PUMP FAIL # Y

PUMP FAIL # G

PTU FAIL # Y

RAT PUMP FAIL # B

RAT NO AUTOMATIC EXTENSION # B

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION HYDRAULIC POWER



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CHAPTER 21: HYDRAULIC POWER

MALFUNCTION : RSVR FLUID QTY INC/DEC # G (1)

PARAMETERS : Green reservoir quantity

MIN VALUE : 01 MAX VALUE: 18 1 CHANGE RATE l/s


CAUSE : Green reservoir quantity varies according to thequantity selected by the instructor.

CONSEQUENCE :

- If tank level is below 31(0.8 gal)

• If green Eng 1 pump P/B (40 VU) is on, its “FAULT” light comes on.

• If PTU (AUTO) P/B (40 VU) is on, its “FAULT” light comes on

- In flight phases 1, 2, 3, 6, 9, 10 and in normal hydraulic conditions

Then



• Associated warning message appears on E/W CRT (29090)

• HYD page appears on the SYS CRT

- When green Eng 1 pump P/B is switched off

• Green system pressure decreases (except if PTU comes on)

• The Eng 1 pump “FAULT” light goes off

• The Eng 1 pump “OFF” light comes on

• The action is fed back on the E/W and SYS CRT’s

- When PTU (AUTO) P/B is switched off

• Green system pressure decreases down to 0 psi

• The PTU (AUTO) P/B “FAULT” light goes off

• The PTU (AUTO) P/B “OFF” light comes on


- After successive actions on “CLR” P/B (Ecam Control Panel), the STATUS page appears on the SYS CRT




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EXTERNAL CONSEQUENCES:

- When green system pressure decreases, if active, following hydraulic users are affected:

• YAW DAMPER, PITCH TRIM, ENGINE 1 REVERSE, SPOILER 1, RUDDER, ELEVATOR, AILERONS,SPOILER 5, NORMAL BRAKES

• NOSE WHEEL STEERING, LANDING GEARS, SLATS, FLAPS


- Cancelling malfunction restores normal operations.




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MALFUNCTION : RSVR FLUID QTY INC/DEC # B (1)

PARAMETERS : Blue reservoir quantity

MIN VALUE : 01 MAX VALUE: 8 1 CHANGE RATE: 1 l/s


CAUSE : Blue reservoir quantity varies according to thequantity selected by the instructor

CONSEQUENCE :

If tank level is below 21(0.5 gal).

- If blue elec. pump P/B (40 VU) is in normal AUTO configuration its “FAULT” light comes on.

- If the aircraft is in flight phases 1, 2, 3, 6, 9, 10 in normal hydraulic conditions.

Then



• Associated warning message appears on the E/W CRT (29110)


- When blue elec. pump P/B is switched OFF

• Blue sys. pressure decreases (except if RAT supplies the blue sys.)

• The blue elec. pump P/B “FAULT” light goes off

• The blue elec. pump P/B “OFF” light comes on

• The action is fed back on the E/W and SYS CRT’s (HYD and STATUS pages)

- After successive actions on CLR" P/B (Ecam Control Panel), the STATUS page appears on the SYS CRT.


When blue system pressure decreases,

if active, following hydraulic users are affected:

• SPOILER 3, ELEVATOR, AILERONS, RUDDER

• EMERGENCY GENERATOR, SLATS






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MALFUNCTION : RSVR FLUID QTY INC/DEC # Y (1)

PARAMETERS : Yellow reservoir quantity

MIN VALUE : 01 MAX VALUE: 18 l CHANGE RATE: 2 l/s


CAUSE : Yellow reservoir quantity varies according to thequantity selected by the instructor.

CONSEQUENCE :

If tank level is below 31(0.8 gal).

- If yellow ENG 2 pump P/B is on, its “FAULT” light comes on

- If PTU (AUTO) P/B is on, its “FAULT” light comes on

- If yellow Elec. pump P/B is on, its “FAULT” light comes on

- If the aircraft is in flight phases 1, 2, 3, 6, 9, 10 in normal hydraulic conditions.

Then





- When yellow Eng 2 pump P/B is switched off

• Yellow system pressure decreases except if PTU or Elec pump comes on

• The Eng 2 pump P/B “FAULT” light goes off

• The Eng 2 pump P/B “OFF” light comes on

• The action is fed back on the E/W and SYS CRT’s (HYD and STATUS pages)

- When PTU (Auto) P/B is switched off

• PTU is not supplie by Fluid, then it is inactive

• The PTU (Auto) P/B “FAULT” light goes off

• The PTU (Auto) P/B “OFF” light comes on

• The action is fed back on the E/W and SYS CRT’s (HYD and status pages)




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- When yellow elec. pump P/B is switched off

• Yellow system pressure decreases down to O psi

• Yellow elec. pump P/B “FAULT” light goes off

• Yellow elec. pump P/B “ON” light goes off

• The action is fed back on the E/W and SYS CRT units (HYD and STATUS pages)

- After successive actions on “CLR” P/B (Ecam Control Panel) the STATUS page appears on the SYS CRT


When Yellow system pressure decreases,

if active, following hydraulic users are affected

• YAW DAMPER, PITCH TRIM, ENGINE 2 REVERSE, SPOILER 2, RUDDER, ELEVATOR, SPOILER 4

• FLAPS






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MALFUNCTION : RSVR OVERHEAT # G


CAUSE : Temp switch failed (Green reservoir temp > 95degC)

CONSEQUENCE :

- Whatever the Green Eng 1 pump P/B (40 VU) position, its “FAULT” light comes on, and remains on until overheatdisappears

- Whatever the PTU (AUTO) P/B (40 VU) position, its “FAULT” light comes on, and remains on until overheatdisappears

- If the aircraft is in flight phases 1, 2, 6, 9, 10 in normal hydraulic conditions.

Then



• Associated warning message appears on the E/W CRT and SYS CRT

• HYD’s page appears on the SYS CRT

- When green Eng 1 pump P/B is switched off


• The Eng 1 pump “FAULT” light remains on

• The eng 1 pump “OFF” light comes on


- When PTU (AUTO) P/B (40 VU) is switched off


• The PTU (AUTO) P/B “FAULT” light remains on


• The action is fed back on the E/W and SYS CRT’s unit (HYD’s AND STATUS page)







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MALFUNCTION : RSVR OVERHEAT # B


CAUSE : Temp switch failed (blue reservoir temp > 95degC)

CONSEQUENCE :

- Whatever the blue elec. pump P/B (40VU) position is, its “FAULT” light comes on, and remains on as long as themalfunction is active.


Then:



• Associated warning message appears on the E/W CRT and SYS CRT


- When blue elec. pump P/B is switched off.

• Blue elec. pump pressure decreases

• Blue sys. pressure decreases (except if RAT supplies the blue sys.)

• The blue elec. pump P/B “FAULT” remains on

• The blue elec. pump P/B “OFF” light comes on.

• The action is fed back on the E/W and SYS CRT’s (HYD’s and status pages)







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MALFUNCTION : RSVR OVERHEAT # Y


CAUSE : Temp switch failed (reservoir temp > 95degC)

CONSEQUENCE :

- Whatever the yellow Eng 2 pump P/B (40VU) position, its “FAULT” light comes on, and remains on untilOVERHEAT disappears

- Whatever the PTU (AUTO) P/B (40 VU) position, its “FAULT” light comes on, and remains until overheatdisappears

- Whatever the yellow elec. pump P/B (40 VU) position, its “FAULT” light comes on, and remains on untilOVERHEAT disappears


Then



• Associated warning message appears on E/W CRT and SYS CRT


- When yellow Eng 2 pump P/B is switched off

• Yellow system pressure decreases except if PTU or Elec pump comes on

• The Eng 2 pump P/B “FAULT” light remains on, until overheat disappears

• The eng 2 pump P/B “OFF” light comes on

• The action is fed back on the E/W and SYS CRT’s UNIT (HYD’s and STATUS pages)

- When PTU (AUTO) P/B is switched off

• PTU is not supplied by fluid, so it is inactive

• The PTU (AUTO) P/B “FAULT” light remains on, until overheat disappears


• The action is fed back on the E/W and SYS CRT’s unit (HYD’s and STATUS pages)




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- When yellow elec. pump P/B is switched off

• Yellow system pressure decreases to 0 psi

• Yellow elec. pump P/B “FAULT” light remains on, until overheat disappears

• Yellow elec. pump P/B “On” light goes off

• The action is fed back on the E/W and SYS CRT’s unit (HYD’s and STATUS pages)







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MALFUNCTION : RSVR LO AIR PRESS # G


CAUSE : Air pressure in green reservoir lower than 22 psi

CONSEQUENCE :

- If the Green Eng 1 Pump P/B is on, its “FAULT” light comes on

- If the PTU (Auto) P/B is on, its “FAULT” light comes on

- If the aircraft is in flight phases 1, 2, 6, 9, 10 in normal hydraulic conditions

Then



• Associated warning message appears on E/W and SYS CRT’s (29010)


- When Green Eng 1 Pump P/B is switched OFF


• Eng 1 pump “OFF” light comes on

• The Eng 1 pump “FAULT” light goes off

• The action is fed back on the E/W and SYS CRT’s (HYD and status pages) (29120)

- WHEN PTU (auto) P/B is switched OFF


• PTU (AUTO) “OFF” light comes on

• The PTU (AUTO) “FAULT” light goes off




- Cancelling the malfunction restores normal operations.




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MALFUNCTION : RSVR LO AIR PRESS # B 22 PSI


CAUSE : Air pressure in blue reservoir lower than 22 psi

CONSEQUENCE :

- If Blue Elec Pump P/B (40 VU) is in normal “Auto” configuration its “FAULT” light comes on

- If the aircraft is in flight phases 1, 2, 6, 9, 10 in normal hydraulic conditions

Then:




• “HYD” page appears on the SYS CRT (29030)

- When Blue Elec Pump P/B is switched OFF

• Blue system pressure decreases (except if RAT supplies the blue sys.)

• The “FAULT” light goes off

• “OFF” Blue Elec Pump P/B light comes on

• The action is fed back on the E/W and SYS CRT (HYD’s and status pages) (29190)



- Cancelling the malfunction restores normal operations




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MALFUNCTION : BLUE RSVR LO AIR PRESS # B 35 PSI


CAUSE : Air pressure in blue reservoir lower than 45 psi(35 psi)

CONSEQUENCE :

- If the aircraft is in flight phases 5, 6, 7 in normal hydraulic conditions

Then:

• Low pressure detection memorized

• No alarm appears

• Alarms display after landing below 80 kts (phases 8, 9, 10)

- After memorisation of this failure you can delete the failure

- If the aircraft is in flight phases 1, 2, 3, 4 in normal hydraulic conditions

Then:

• No detection and warning

- When the aircraft arrive in flight phases 8, 9, 10 (after landing/below 80 kts)

Then:




• “HYD” page appears on the SYS CRT

- When Blue Elec Pump P/B is switched OFF

• Blue system pressure decreases (except if RAT supplies the blue sys.)

• The “FAULT” light goes off

“OFF” Blue Elec Pump P/B light comes on

- If the failure deleted

• The action is fed back on the E/W CRTand SYS CRT

- When Blue Elec Pump P/B is switched ON

• Blue system pressure increases until 3000 psi

• Message and warning reappear on SYS CRT but not on E/W CRT




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- It’s impossible to reset message on SYS CRT.The only solution is to lose busbar 1PP e.g. losing electrical power.

- If the failure did not delete

- When Blue Elec Pump P/B is switched ON

• Blue system pressure increases until 3000 psi

• Message and warning reappear on SYS CRT and E/W CRT

- To delete message you must lose electrical power




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MALFUNCTION : RSVR LO AIR PRESS # Y


CAUSE : Air pressure in yellow reservoir lower than 22 psi

CONSEQUENCE :

- If the Yellow Eng 2 Pump P/B is on, its “FAULT” light comes on

- If the PTU (Auto) P/B is on, its “FAULT” light comes on

- If the Yellow Elec Pump P/B is on, its “FAULT” light comes on


Then

• Single chime sound


• Associated warning message appears on E/W and SYS CRT’s (29020)


- When Yellow Eng 2 Pump P/B is switched off

• Yellow system pressure decreases except if PTU or Elec Pump comes on

• The Eng 2 pump P/B “FAULT” light goes off

• The Eng 2 pump “OFF” light comes on


- When PTU (Auto) P/B is switched off

• PTU is not supplied by Fluid, so it is inactivated

• The PTU (Auto) P/B “FAULT” light goes off

• The PTU (Auto) P/B “OFF” light comes on


- When Yellow Elec Pump P/B is switched off

• Yellow system pressure decreases down to 0 psi

• Yellow Elec Pump P/B “FAULT” light goes off

• Yellow Elec Pump P/B “ON” light goes off

• The action is fed back on the E/W and SYS CRT’s Units (HYD and status pages)



- Cancelling the malfunction restores normal operations.




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MALFUNCTION : HYD PRESS INC/DEC # G (psi)

PARAMETERS : Green system pressure (psi)

MIN VALUE : 0 MAX VALUE: 3600 psi CHANGE RATE:200 psi/s


CAUSE : Green system pressure switch and transmitter arefailed

CONSEQUENCE :

- Pressure indicated on the HYD page (SYS CRT) and low pressure detected by the switch (system) are according tothe value generated by the indicator.

- But the real system pressure is not changed and the system working is correct, so no physical consequences but onlywarning consequences.

NOTE: The system pressure value is constantly refreshed on the HYD page and to the ELAC (elevator andaileron computer)

- The system pressure warnings don’t affect any “FAULT” light

- When pressure decreases and goes down below 1450 psi

• If Eng 1 running and aircraft is in flight phases 1, 2, 3, 6, 9, 10

Then





- When pressure increases up to 1750 psi the next sequence is erased.


When green system pressure decreases,

if active, following hydraulic users are affected:

• YAW DAMPER, PITCH TRIM, ENGINE 1 REVERSE, SPOILER 1, RUDDER, ELEVATOR, AILERONS,SPOILER 5, NORMAL BRAKES

• NOSE WHEEL STEERING, LANDING GEARS, SLATS, FLAPS






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MALFUNCTION : HYD PRESS INC/DEC # B (psi)

PARAMETERS : Blue system pressure (psi)



CAUSE : Blue elec. pump regulation failed

CONSEQUENCE :

Blue elec. pump pressure value varies according to the pressure selected by the instructor.

- When blue elec. pump pressure decreases and reaches 1450 psi

• In flight or on ground with one engine running if the blue elec pump P/B (40 VU) is in normal auto configuration its“FAULT” light comes on.

• On ground with both engines stopped and with blue pump OVRD P/B (50 VU) in ON position and the blue elec.

• pump P/B (40 VU) in normal “AUTO” configuration, then the same “FAULT” light comes on.

• If the aircraft is in flight phases 2, 3, 6, 9 and the AC BUS supplying the blue elec. pump is on.

Then



• Associated warning message appears on the E/W CRT (29140, 29190)


- When blue elec. pump P/B is switched OFF



• The blue elec. pump shuts down

• On HYD’s page, blue system pressure decreases down to blue tank pressure (except if RAT supplies the blue system)






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MALFUNCTION : HYD PRESS INC/DEC # Y (psi)

PARAMETERS : Yellow system pressure (psi)



CAUSE : Yellow system pressure switch and transmitter arefailed

CONSEQUENCE :

- Pressure indicated on the HYD’s page (SYS CRT) and low pressure detected by the switch (system) are according tothe value generated by the instructor.

- But the real system pressure is not changed and the system working is correct, so no physical but only warningconsequences.

NOTE: The system pressure value is constantly refreshed on the HYD page and to the ELAC (elevator andaileron computer)

- The system pressure warnings don’t affect any “FAULT” light

- When pressure decreases and goes down below 1450 psi

• If Eng 2 is running and aircraft is in flight phases 1, 2, 3, 6, 9, 10

Then



• Associated warning message appears on E/W CRT (29130,29180)


- When pressure increases up to 1750 psi the next sequence is erased.


When yellow system pressure decreases,

if active, following hydraulic users are affected

• YAW DAMPER, PITCH TRIM, ENGINE 2 REVERSE , SPOILER 2, RUDDER, ELEVATOR,

• SPOILER 4

• FLAPS






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MALFUNCTION : ELEC PUMP FAIL # B


CAUSE : The three-phases AC bus control unit is failed, anddeenergizes the blue elec. pump actuator relay.

CONSEQUENCE :

- Blue elec. pump goes off, and its pressure decreases down to 0 psi

- Blue system pressure decreases except if RAT is extended and running

- If pump pressure goes below 1450 psi

• On ground with one engine running or in flight if the blue elec. pump P/B (40 VU) is in normal AUTO configurationits “FAULT” light comes on.

• On ground with both of the engines stopped and with blue pump OVRD P/B (50 VU) in ON position and the blueelec. pump P/B (40 VU) in normal “AUTO” configuration. Then the same “FAULT” light comes on.

• If the aircraft is in flight phases 2, 3, 6, 9 in normal hydraulic conditions.

Then





- When blue elec. pump P/B is switched off




- If blue system pressure goes below 1450 psi with one engine running (on ground) in flight phases 1, 2, 3, 6, 9, 10





- After successive actions on the “CLR” (Ecam Control Panel) the STATUS page appears on the SYS CRT






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MALFUNCTION : ELEC PUMP FAIL # Y


CAUSE : The three phases AC bus control unit is failed anddeenergizes the yellow elec. pump actuator relay.

CONSEQUENCE :

- Yellow elec. pump remains ON

- Yellow system pressure decreases, except if PTU transfers the green hydraulic power or yellow engine pump isoperating

- If decreasing, yellow system pressure goes down 1450 psi

- With eng 2 running, in flight phases 1, 2, 3, 6, 9, 10

Then





• With yellow elec. pump ’ON’ light on

• Yellow elec. pump “FAULT” light comes on







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MALFUNCTION : PUMP FAIL #G


CAUSE : Pump stuck

CONSEQUENCE :

- Green system pressure decreases, and increases when PTU comes active.

- When decreasing ENG 1 pump pressure goes below 1750 psi

• In flight or on ground with engine 1 running, green ENG 1 PUMP P/B (40VU) “FAULT” light comes on

• If ENG 1 RUNNING, in flight phases 1, 2, 3, 6, 9, 10

Then





- If green system pressure decreases ang goes below 1450 psi and Eng 1 running

- In flight phases 1, 2, 3, 6, 9, 10

Then





REM:

• If PTU be comes active then pressure increases

• If green pressure increasing reaches 1750 psi, then these warnings disappear.

- When Green Eng 1 pump P/B (40 VU) is switched off

• Its “FAULT” light disappears

• Its “OFF” light comes on


- Appropriate messages will be available on MCDU (CFDS function)(when CFDS maitenance option selected).





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MALFUNCTION : PTU FAIL #Y


CAUSE : One PTU cylinder is stuck

CONSEQUENCE :

- If PTU is inhibited (aircraft on ground and parking brake on and engine master levers 1 and 2 not in same positions):

• no consequences

• on HYD page, PTU is not armed

- If green and yellow systems are in normal hydraulic conditions, and PTU is not inhibited:

• no consequences

• on HYD page, PTU is armed

- If pressure difference between yellow and green system goes above 500 psi, PTU doesn’t pressurise the low system(PTU not inhibited).

• On HYD page, PTU is shown active if the low system has a pressure greater than 1450 psi, else PTU is shown armed.

- If green and yellow systems pressure difference goes above 650 psi, only one engine is running, park brake on,ENG’s PUMPS P/B on, PTU (auto) P/B on and aircraft in flight phases 1, 2

Start the second engine, then check that:





In order to reset these warnings, check that yellow elec pump is off and the two engines master levers are off, andchange one of these conditions.

- After successive actions on “CLR” P/B (Ecam Control Panel), the STATUS page appears on the SYS CRT


- Cancelling malfunction restores normal operations




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MALFUNCTION : RAT PUMP FAIL #B


CAUSE : Rat pump is broken

CONSEQUENCE :

Rat pump is extended, locked and running with A/C speed greater than 146 Kts

- If blue elec. pump is off:

• RAT pump and blue system pressure decrease down to 0 psi

If blue system pressure goes below 1450 psi and one engine running (on ground)

In flight phases 1, 2, 3, 6, 9, 10











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MALFUNCTION : RAT NO AUTOMATIC EXTENSION #B


CAUSE : Rat deployement solenoid 1 failed

CONSEQUENCE :

RAT can only be extended by electrical deployment system





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CHAPTER 22 - INSTRUMENTS

CONTENTS:

STAND BY ASI FAIL

STAND BY HORIZON FAIL

STAND BY ALTI FAIL

VOR/DME RMI FAIL

ADF RMI FAIL

PRINTER FAIL

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION INSTRUMENTS



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CHAPTER 22: INSTRUMENTS

MALFUNCTION : STAND BY ASI FAIL


CAUSE : Mechanical failure

CONSEQUENCE :

• The airspeed indication is frozen on stand by air speed indicator

ACTION: NIL





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MALFUNCTION : STAND BY HORIZON FAIL


CAUSE : Power loss

CONSEQUENCE :

- Red flag on the stand by horizon.

- During 5 minutes, all the indications are normal.

- After 5 minutes, roll and pitch drift slowly but follow the evolutions of the aircraft.

- Roll and pitch indications are fixed 10 minutes after inserting the malfunction.





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MALFUNCTION : STAND BY ALTI FAIL


CAUSE : Mechanical failure

CONSEQUENCE :

• The altitude indication is frozen on stand by altimeter.

ACTION: NIL





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MALFUNCTION : VOR/DME RMI FAIL


CAUSE : VOR/DME RMI power supply failure

CONSEQUENCE :

On VOR/DME RMI:

- Heading flag appears

- VOR 1 and VOR 2 flag appears

- Heading information remains fixed

- VOR 1 and VOR 2 bearing needles remain fixed

- DME 1 and DME 2 distances disappear from windows.

ACTION: NIL





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MALFUNCTION : ADF RMI FAIL


CAUSE : ADF RMI power supply failure

CONSEQUENCE :

On RMI ADF:

- Heading flag appears

- ADF 1 and ADF 2 flags appear

- Heading information remains fixed

- ADF 1 and ADF 2 bearing needles remain fixed.

ACTION: NIL





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MALFUNCTION : PRINTER FAIL


CAUSE : Printer power failure

CONSEQUENCE :

- The printer is inactive. If a document was just being printed, the listing operating stops.

- The printer pushbutton control (SLEW) is not illuminated and is inactive.


- Cancelling the malfunction restores normal operation, after 30 seconds of printer initialization. But, if a documentwas just being printed, before the malfunction, the listing is lost.




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CHAPTER 23 - LANDING GEAR

CONTENTS:

LEFT L/G NOT DOWN LOCKED

RIGHT L/G NOT DOWN LOCKED

NOSE L/G DEFINITIVELY RETRACTED

RIGHT L/G DEFINITIVELY RETRACTED

L/G DEFINITIVELY RETRACTED

L/G LEVER LOCKED

NOSE L/G NOT UP LOCKED

L/G SYSTEMS FAULT (LGCIU 1 + 2)

L/G SYSTEM 1 FAULT (LGCI 1)

LEFT L/G MAIN DOOR STAYS OPEN

L/G PANEL INDICATOR FAIL

ABNORMAL VIBRATION FROM NOSE L/G (DOWN)

CAPT NOSE WHEEL STEERING FAIL

RUDDER STEERING FAIL

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION LANDING GEAR



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CHAPTER 23: LANDING GEAR

MALFUNCTION : LEFT L/G NOT DOWN LOCKED


CAUSE : LH gear does not lock in down positionLH gear down lock inoperative Nota: Malfunction is active only when set before L/G is locked down

CONSEQUENCE :

- During gear extension sequence, the LH gear red light remains illuminated and the LH gear green light does notilluminate. All doors remain open.

- The WHEEL page with amber doors and the red arrow on LH gear appears on the ECAM lower D.U.

- If gravity extension is performed, the LH gear red light goes out, the LH gear green light illuminates, otherwise LHgear retract at landing.

- ECAM warning and messages are conformed to ’32245’ referenced primary failure.





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MALFUNCTION : RIGHT L/G NOT DOWN LOCKED


CAUSE : RH gear does not lock in down positionRH gear down lock inoperativeNota: malfunction is active only when set before L/G is locked down

CONSEQUENCE :

- During gear extension sequence, the RH gear red light remains illuminated and, the RH gear green light does notilluminate. All doors remain open.

- The WHEEL page with amber doors and the red arrow on RH gear appears on the ECAM lower D.U.

- If gravity extension is performed, the RH gear red light goes out, the RH gear green light illuminates, otherwise RHgear retract at landing.






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MALFUNCTION : NOSE L/G DEFINITIVELY RETRACTED


CAUSE : Gear actuator does not operate: mechanicallystuck gear locking actuatorNota: Malfunction is active only when set beforeL/G unlocked in UP position

CONSEQUENCE :

- The nose gear does not extend in normal or in emergency mode. All doors remain open.

- During extension operation the nose gear red light remains illuminated and the green light remains out.

- The WHEEL page with amber doors and red arrow on nose gear appears on the ECAM lower D.U.






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MALFUNCTION : RIGHT L/G DEFINITIVELY RETRACTED


CAUSE : Gear actuator does not operate: mechanically stuckgear locking actuatorNota: Malfunction is active only when set before L/Gunlocked in UP position

CONSEQUENCE :

- The RH gear does not extend in normal or in emergency mode. All doors remain open.

- During extension operation the RH gear red light remains illuminated and the green light remains out.

- The WHEEL page with amber doors and red arrow on RH gear appears on the ECAM lower D.U.






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MALFUNCTION : L/G DEFINITIVELY RETRACTED


CAUSE : The 3 gear actuators do not operate:Mechanically stuck gear locking actuatorsNota: Malfunction is active when set before L/G unlocked in UP position

CONSEQUENCE :

- The LG gear does not extend in normal or in emergency mode. All doors remain open.

- During operation the 3 red lights remain illuminated and the 3 green lights remain out.

- The WHEEL page with amber doors and red arrows on each gear appears on the ECAM lower D.U.






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MALFUNCTION : L/G LEVER LOCKED


CAUSE : Internal interlock prevents to set landing gear lever toup position, on system 1 and 2.

CONSEQUENCE :

- L/G cannot be retracted.

- Motion vibrations will increase rapidly above 240 knots.





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MALFUNCTION : NOSE L/G NOT UP LOCKED


CAUSE : Nose L/G does not lock in up position,Nose L/G up lock inoperative Nota: Malfunction is active only when set before L/Gis locked up

CONSEQUENCE :

- During gear retraction sequence, the Nose gear red light remains illuminated, all doors remain open.

- Motion vibrations increase rapidly above 250 knots.

- The WHEEL page with amber doors and the red arrow on nose gear appears on the ECAM lower D.U.

- ECAM warning and messages are conformed to ’32235’ referenced independent failure.





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MALFUNCTION : L/G SYSTEMS FAULT (LGCIU 1 + 2)


CAUSE : Failure of both LGCIU

CONSEQUENCE :

- The L/G selector lever is inoperative and locked if in down position.

- It is impossible to use landing gear by selector lever, gravity extension is only possible but without any indicatorlight.

- ECAM WHEEL page information: All gears and doors indicators are amber crosses.

- ECAM warning and messages are conformed to ’32450’ and ’32460’ referenced independent failures.






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MALFUNCTION : L/G SYSTEM 1 FAULT (LGCIU 1)


CAUSE : Failure of LGCIU1

CONSEQUENCE :

- The L/G indicator lights remain off, whatever is the state of the landing gear.

- LGCIU2 keeps or takes the control of landing gear operation.

- ECAM WHEEL page information: All gears indicators from system 1 are amber crosses.







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MALFUNCTION : LEFT L/G MAIN DOOR STAYS OPEN


CAUSE : LH door actuator jams in open position (duringretraction or extension)

CONSEQUENCE :

- Motion vibrations will rapidly increase above 240 knots.

- The WHEEL page with LH amber door appears on the ECAM lower D.U.






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MALFUNCTION : L/G PANEL INDICATOR FAIL


CAUSE : Circuit breaker 1GA trips

CONSEQUENCE :

- The indicator lights and the control lever down arrow light remain off, whatever is the state of the landing gear. Thelight test remains operative.




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MALFUNCTION : ABNORMAL VIBRATION FROM NOSE L/G(DOWN)


CAUSE : Tire retread of nose L/G unsticks

CONSEQUENCE :

- Vibration of the cabin during taxi-ing (motion, visual effect on visual according to approved data).

- With A/C speed increasing, vibrations disappear 15s after nose wheel lift off.





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MALFUNCTION : CAPT NOSE WHEEL STEERING FAIL


CAUSE : Failure coming from the signal in the BSCU

CONSEQUENCE :

- It is impossible to use nose wheel steering function by the captain’s nose wheel tiller.

- ECAM warning and messages are conformed to ’32070’ referenced independent failure if only one BSCU system isvalid.

- Appropriate messages will be available on MCDU (CFDS function)(when CFDS maintenance option selected)if nose wheel steering arming conditions are available when malfunction occurs.





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MALFUNCTION : RUDDER STEERING FAIL


CAUSE : The order coming from the pedals fails beforecoming in the BSCU

CONSEQUENCE :

- It is impossible to use nose wheel steering function by the pedals.






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CHAPTER 24 - PITCH CONTROL

CONTENTS:

CAPT SIDE STICK PITCH FAIL

F/O SIDE STICK PITCH FAIL

CAPT SIDE STICK INOP

F/O SIDE STICK INOP

ERRONEOUS CAPT PITCH UP ORDER

ERRONEOUS F/O PITCH UP ORDER

ERRONEOUS CAPT PITCH DOWN ORDER

ERRONEOUS F/O PITCH DOWN ORDER

PITCH TRIM RWY UP (FAST)

PITCH TRIM RWY DOWN (SLOW)

STABILIZER JAM

SLATS/FLAPS HANDLE INOP

SLATS STUCK BY TIP BRAKE

FLAPS STUCK BY TIP BRAKE

STAB YELLOW SERVO JAM

LEFT ELEVATOR GREEN SERVO JAM

LEFT ELEVATOR BLOCKED

RIGHT ELEVATOR BLOCKED

FLAPS & SLATS POS NCD

SLATS FAULT

FLAPS FAULT

THS MOTOR 1 FAIL

THS MOTOR 2 FAIL

THS MOTOR 3 FAIL

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION PITCH CONTROL



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CHAPTER 24: PITCH CONTROL

MALFUNCTION : CAPT SIDE STICK PITCH FAIL


CAUSE : Failure in the transducer box used for Pitch Control(Potentiometers associated to ELACS and SECs)

CONSEQUENCE :

1) The CAPT side-stick pitch order remains frozen.

2) No message on the ENGINES WARNINGS display.

3) Cancelling the malfunction restores normal operation.




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MALFUNCTION : F/O SIDE STICK PITCH FAIL


CAUSE : Failure in the transducer box used for Pitch Control(Potentiometers associated to ELACS and SECs)

CONSEQUENCE :

1) The F/O side-stick pitch order remains frozen.






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MALFUNCTION : CAPT SIDE STICK INOP


CAUSE : CAPT side stick wiring is disconnected (pitch androll axis)

CONSEQUENCE :

1) CAPT side stick pitch and roll orders remain frozen

2) If flight phase 1, 2, 3, 6, 9, 10:



• Appropriate messages appear on the Engines Warning Display (see sheets FWC A27198, A25795, A27200, A27210)

3) On PFD:

Green symbols ’=’ are replaced by ’x’ amber symbols


F/CTL page:

LAF DEGRADED appears

STATUS page:

- Appropriate messages appear (see sheets FWC A27817, A27819, A27821, A27823, A27825, A27645, A27640,A27815)

5) Appropriate messages will be available on MCDU (CFDS function) (when CFDS maintenance option selected).





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MALFUNCTION : F/O SIDE STICK INOP


CAUSE : F/O side stick wiring is disconnected (pitch and rollaxis)

CONSEQUENCE :

1) F/O side stick pitch and roll order remain frozen

2) If flight phase 1, 2, 3, 6, 9, 10:



• Appropriate messages appear on the Engines Warning Display (see sheets FWC A27197,A27595,A27200,A27210)

3) On PFD:

Green symbols ’=’ are replaced by ’x’ amber symbols


F/CTL page:

LAF DEGRADED appears

STATUS page:







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MALFUNCTION : ERRONEOUS CAPT PITCH UP ORDER


CAUSE : Erroneous potentiometers order in Pitch to ELACsand SECs

CONSEQUENCE :

1) The CAPT side stick Pitch order is blocked to up deflection






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MALFUNCTION : ERRONEOUS F/O PITCH UP ORDER



CONSEQUENCE :

1) The F/O side stick Pitch order is blocked to up deflection.






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MALFUNCTION : ERRONEOUS CAPT PITCH DOWN ORDER



CONSEQUENCE :

1) The CAPT side stick Pitch order is blocked to down deflection.






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MALFUNCTION : ERRONEOUS F/O PITCH DOWN ORDER



CONSEQUENCE :

1) The F/O side stick Pitch order is blocked to down deflection.






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MALFUNCTION : PITCH TRIM RWY UP (FAST)


CAUSE : THS RUNAWAY UP

CONSEQUENCE :

1) THS and control wheel runway up at speed of 0.225deg/s

2) ELAC 2, then ELAC 1 then SEC2 detect the runaway and stop the THS. If flight phase 1, 2, 6, 9, 10:



Appropriate messages appear on the Engines Warning Display (see sheets FWC A27550,A27540 for a short time,replaced after by sheets FWC A27480, A27595)

On the PFD, the pitch and roll attitude limit green lines change to amber crosses


F/ CTL page:

PITCH TRIM message amber

STATUS page:

- Appropriate messages appear (see sheets FWC A27817, A27819, A27821, A27823, A27825, A27815)






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MALFUNCTION : PITCH TRIM RWY DOWN (SLOW)


CAUSE : THS RUNAWAY DOWN

CONSEQUENCE :

1) THS and control wheel runaway down at speed of 0.1125deg/s

2) ELAC 2, then ELAC 1, then SEC 2 detect the runaway and stop the THS.

If flight phase 1, 2, 6, 9, 10:



Appropriate messages appear on the Engines Warning Display (see sheets FWC A27550, A27540 for a short time,replaced after by sheets FWC A27480, A27595)



F/CTL page:

PITCH TRIM message amber

STATUS page:







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MALFUNCTION : STABILIZER JAM


CAUSE : THS screw jack blocked

CONSEQUENCE :

1) THS remains blocked

THS is no more controlled by ELAC 2, ELAC 1, SEC 1, SEC 2 computers Manual trim wheel is blocked

2) After a large pitch demand, using side stick:




• Appropriate messages appear on the Engines Warning Display (see sheets FWC A27550, A27540, A27595)

• 15 seconds after, A27480 message replace A27550 and A27540 messages



F/CTL page:

PITCH TRIM amber

STATUS page:







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MALFUNCTION : SLATS/FLAPS HANDLE INOP


CAUSE : Slat/flap handle order fails before coming to theSFCCs (failure of the transducer box)

CONSEQUENCE :

1) It is impossible to move slats and flaps, they remain frozen in position

2) If flight phase 1, 2, 3, 6, 7, 9, 10:



• Appropriate messages appear on the engines Warning Display (see sheets FWC A27050, A27060)

3) On the ECAM upper display:

• S FLAP F indications become amber

• Actual positions become amber


STATUS page:

- Appropriate messages appear (see sheets FWC A27140, A27130)


When CFDS is operating in MENU mode and BITE TSD (Trouble Shooting Data) function is selected, the snapshotdata corresponding to malfunction are displayed on the MCDU. (when BITE TSD maintenance option selected).





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MALFUNCTION : SLATS STUCK BY TIP BRAKE


CAUSE : The SFCCs detect asymmetric slats movement aftercontrol handle order

CONSEQUENCE :

1) Slats are blocked immediately after control handle order

2) If flight phase 1, 2, 3, 6, 7, 9, 10:



• Appropriate message appears on the Engines Warning Display (see sheet FWC A27070)

3) On the ECAM upper display:

• S FLAP indications become amber

• S LOCKED amber message appears

• Actual position becomes amber


STATUS page:

- Appropriate message appears (see sheet FWC A27130)






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MALFUNCTION : FLAPS STUCK BY TIP BRAKE


CAUSE : The SFCCs detect asymmetric flaps movement aftercontrol handle order

CONSEQUENCE :

1) Flaps are blocked immediately after control handle order

2) If flight phase 1, 2, 3, 6, 7, 9, 10:




3) On the ECAM upper display

• FLAP F indications become amber

• F LOCKED amber message appears

• Actual position becomes amber


STATUS page:



When CFDS is operating in MENU mode and BITE TSD (Trouble Shooting Data) function is selected, the snapshotdata corresponding to malfunction are displayed on the MCDU. (when BITE TSD maintenance option selected)





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MALFUNCTION : STAB YELLOW SERVO JAM


CAUSE : Jamming of the THS yellow hydraulic motor controlvalve in neutral position

CONSEQUENCE :

1) THS is no more controlled by ELAC 2, ELAC 1, SEC 1, SEC 2 computers


• If flight phase 1, 2, 6, 9, 10:



• Appropriate messages appear on the Engines Warning Display (see sheets FWC A27550,A27540,A27595)

• 15 seconds after, A27480 message replace A27550 and A27540 messages

On the PFD, the pitch and roll attitude limit green lines change to ambe crosses


F/CTL page:

PITCH TRIM amber

STATUS page:







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MALFUNCTION : LEFT ELEVATOR GREEN SERVO JAM


CAUSE : Jamming of a slide in the left elevator servo fed bythe green hydraulic circuit.

CONSEQUENCE :

1) According to the flight phase:

If flight phase 1, 2, 6, 7, 8, 9, 10:


2) Control laws remain normal


F/CTL page:

G.L ELEV ! becomes amber boxed






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MALFUNCTION : LEFT ELEVATOR BLOCKED


CAUSE : Jamming of left elevator.

CONSEQUENCE :

1) The left elevator remains blocked in position and can’t be actionned by side sticks or by FMGCs orders.

2) After a large pitch demand, using side stick

If flight phase 1, 2, 3, 6, 7, 8, 9, 10:



• Appropriate messages appear on the Engines Warning Display (see sheet FWC A27540,A27550,A27595)

On the PFD, the pitch and roll altitude limit green line change to amber crosses

3) After another large pitch demand, using side stick



F/CTL page:

B.L ELEV! becomes amber boxed

G.L ELEV!

Left ELEV index becomes amber

STATUS page:

- Appropriate messages appear (see sheets FWC A27817, A27819, A27821, A27823, A27825, A27730, A27815)






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MALFUNCTION : RIGHT ELEVATOR BLOCKED


CAUSE : Jamming of right elevator

CONSEQUENCE :

1) The right elevator remains blocked in position and can’t be actionned by side sticks or by FMGCs orders?


If flight phase 1, 2, 3, 6, 7, 8, 9, 10:



• Appropriate messages appear on the Engines Warning Display (see sheet FWC A27540, A27550, A27595)


3) After a other large pitch demand, using side stick



F/CTL page:

Y.R ELEV! becomes amber boxed

B.R ELEV!

Right ELEV index becomes amber

STATUS page:

• Appropriate messages appear (see sheets FWC A27817, A27819, A27821, A27823, A27825, A27831, A27815)






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MALFUNCTION : FLAPS & SLATS POS NCD


CAUSE : Loss of power supply to IPPUs

CONSEQUENCE :

1) The slats and flaps are still operating normally - but the position informations are no more received by the FWC.

2) Slat/flap positions are no more displayed on the ECAM upper display





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MALFUNCTION : SLATS FAULT


CAUSE : Failure of the slats channel in the SFCC 1

CONSEQUENCE :

1) The slats speed is half the nominal speed.

2) If flight phase 1, 2, 6, 9, 10:

• No aural warning

• No master caution light

• Appropriate message appears on the Engines Warning display (see sheet FWC A27030)


STATUS page:



When CFDS is operating in MENU mode and BITE TSD (Trouble Shooting Data) function is selected, the snapshotdata corresponding to malfunction are displayed on the MCDU.(when BITE TSD maintenance option selected)





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MALFUNCTION : FLAPS FAULT


CAUSE : Failure of the flaps channel in the SFCC 2

CONSEQUENCE :

1) The flaps speed is half the nominal speed

2) If flight phase 1, 2, 6, 9, 10:





STATUS page:







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MALFUNCTION : THS MOTOR 1 FAIL


CAUSE : Failure of the electric trim motor 1

CONSEQUENCE :

1) THS is no more controlled by ELAC 2 via the No 1 electrical motor



• Appropriate message appear on the Engines Warning Display (see sheet FWC A27550)

3) Automatic pitch trim is still available (controlled by ELAC 1 on THS motor 2)






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CONSEQUENCE :

1) THS is no more controlled by the ELAC 1 and SEC 1 via the No 2 electrical motor

2) Set ELAC 2 in off position:






F/CTL page:

ELAC 2 becomes amber

G.L AIL becomes amber boxed

B.R AIL becomes amber boxed

LAF DEGRADED appears in amber


Alarm description

- Appropriate messages appear on the Engines Warning Display (see sheets FWC A27540, A27595)



STATUS page:

- Appropriate messages appear (see sheets FWC A27817, A27819, A27821, A27823, A27825, A27625, A27815)


7) Set SEC 2 OFF and check that THS does not move anymore

8) Cancelling the malfunction and resetting circuit breaker restore normal operation after reset of ELAC 2 computer.




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CONSEQUENCE :

1) THS is no more controlled by the SEC 2 via the No 3 Electrical motor.

2) Set ELAC 1 and ELAC 2 in off position:

• THS does not move anymore.




• Appropriate messages appear on the Engines Warning Display (see sheets FWC A27200, A27210, A27480, A27595)



F/CTL page:

ELAC 1 and 2 become amber

B.L AIL and G.L AIL become amber boxed

G.R AIL and B.R AIL become amber boxed

Right and Left AIL index become amber cross and LAF DEGRADED appears in amber

STATUS page:



F/CTL page:

PITCH TRIM message becomes amber


6) Cancelling the malfunction restores normal operation after reset of ELAC 1 and ELAC 2 computers.




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CHAPTER 25 - ROLL CONTROL

CONTENTS:

CAPT SIDE STICK ROLL FAIL

F/O SIDE STICK ROLL FAIL

ERRONEOUS CAPT ROLL LEFT ORDER

ERRONEOUS F/O ROLL LEFT ORDER

ERRONEOUS CAPT ROLL RIGHT ORDER

ERRONEOUS F/O ROLL RIGHT ORDER

LEFT SPOILER 5 RUNAWAY

RIGHT SPOILER 3 RUNAWAY

LEFT SPEED BRAKE 3 NOT RETRACTED

RIGHT SPEED BRAKE 2 & 3 NOT RETRACTED

LEFT AILERON BLUE SERVO JAM

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION ROLL CONTROL



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CHAPTER 25: ROLL CONTROL

MALFUNCTION : CAPT SIDE STICK ROLL FAIL


CAUSE : Failure in the transducer box used for Roll control(Potentiometers associated to ELACs and SECs)

CONSEQUENCE :

1) The CAPT side stick roll order remains frozen.






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MALFUNCTION : F/O SIDE STICK ROLL FAIL


CAUSE : Failure in the transducer box used for Roll control(Potentiometers associated to ELACs and SECs)

CONSEQUENCE :

1) The F/O side stick roll order remains frozen.






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MALFUNCTION : ERRONEOUS CAPT ROLL LEFT ORDER


CAUSE : Erroneous potentiometers order in Roll to ELACsand SECs

CONSEQUENCE :

1) The CAPT side stick roll order is blocked to left deflection.






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MALFUNCTION : ERRONEOUS F/O ROLL LEFT ORDER



CONSEQUENCE :

1) The F/O side stick Roll order is blocked to left deflection.






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MALFUNCTION : ERRONEOUS CAPT ROLL RIGHT ORDER



CONSEQUENCE :

1) The CAPT side stick roll order is blocked to right deflection.






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MALFUNCTION : ERRONEOUS F/O ROLL RIGHT ORDER



CONSEQUENCE :

1) The F/O side stick roll order is blocked to right deflection.






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MALFUNCTION : LEFT SPOILER 5 RUNAWAY


CAUSE : Left spoiler 5 runaway

CONSEQUENCE :

1) Left spoiler 5 runaways then stops

2) If flight phase 1, 2, 6, 8, 9, 10:





F/CTL page:

• left spoiler 5:5 becomes amber (with arrow)

• right spoiler 5:5 becomes amber


STATUS page:


4) Appropriate messages will be available on MDCU (CFDS function) (when CFDS maintenance option selected).





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MALFUNCTION : RIGHT SPOILER 3 RUNAWAY


CAUSE : Right spoiler 3 runaway

CONSEQUENCE :

1) Right spoiler 3 runaways then stops

2) If flight phase 1, 2, 6, 8, 9, 10:





FLT/CTL page:

• left spoiler 3:3 becomes amber

• right spoiler 3:3 becomes amber (with arrow)

STATUS page:







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MALFUNCTION : LEFT SPEED BRAKE 3 NOT RETRACTED


CAUSE : The left speed brake 3 fails to retract for mechanicalreasons

CONSEQUENCE :

1) The left speed brake 3 can extend but not retract.

2) If flight phase 1, 2, 6, 8, 9, 10:





FLT/CTL page:

• left speed brake 3:3 becomes amber (with arrow)

• right speed brake 3:3 becomes amber

STATUS page:







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MALFUNCTION : RIGHT SPEED BRAKE 2 & 3 NOT RETRACTED


CAUSE : The right speed brakes 2 & 3 fail to rectract formechanical reasons

CONSEQUENCE :

1) The right speed brakes can extend but not retract

2) If flight phase 1, 2, 6, 8, 9, 10:





F/CTL page:

• left SPLR 2:2 becomes amber

• right SPLR 2:2 becomes amber (with arrow)

• left SPLR 3:3 becomes amber

• right SPLR 3:3 becomes amber (with arrow)

STATUS page:







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MALFUNCTION : LEFT AILERON BLUE SERVO JAM


CAUSE : Jamming of a slide in the left aileron servo fed by theblue hydraulic circuit

CONSEQUENCE :

1) Left aileron is blocked

2) If flight phase 1, 2, 6, 9, 10:





F/CTL page:

• B.L AIL amber boxed







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CHAPTER 26 - RADIO NAV

CONTENTS:

DME 1 RECEIVER FAIL

DME 2 RECEIVER FAIL

ILS 1 RECEIVER FAIL

ILS 2 RECEIVER FAIL

VOR 1 RECEIVER FAIL

VOR 2 RECEIVER FAIL

R/A 1 FAIL

R/A 2 FAIL

ADF 1 RECEIVER FAIL

ADF 2 RECEIVER FAIL

MLS 1 RECEIVER FAIL

MLS 2 RECEIVER FAIL

RMP 1 FAIL

RMP 2 FAIL

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION RADIO NAV



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CHAPTER 26: RADIO NAV

MALFUNCTION : DME 1 RECEIVER FAIL


CAUSE : DME 1 receiver power supply failure

CONSEQUENCE :

- On VOR/DME RMI, DME 1 displayed data is cleared.

- DME 1 call signs are no longer received.

- In the case of ILS/DME on the CAPT PFD screen, if the CAPT ILS push button of the CAPT EFIS control panel ispressed, a DME1 red message is displayed.

- In the case of VOR/DME or DME alone, if the AFD1-OFF-VOR1 switch is in VOR1 position, a DME red messageis displayed in the LH lower corner of the CAPT and F/O ND screens.

ACTION: NIL






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MALFUNCTION : DME 2 RECEIVER FAIL


CAUSE : DME 2 receiver power supply failure

CONSEQUENCE :

- On VOR/DME RMI, DME 2 displayed data is cleared.

- DME 2 call signs are no longer received.

- In the case of ILS/DME on the F/O PFD screen, if the F/O ILS push button of the F/O EFIS control panel is pressed,a DME2 red message is displayed.

- In the case of ILS/DME on the F/O PFD screen, if the F/O ILS push button of the F/O EFIS control panel is pressed,a DME2 red message is displayed.

- In the case of VOR/DME or DME alone, of the ADF2-OFF-VOR2 switch is in VOR2 position, a DME2 redmessage is displayed in the RH lower corner of the CAPT and F/O ND screens.

ACTION: NIL






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MALFUNCTION : ILS 1 RECEIVER FAIL


CAUSE : ILS 1 receiver power supply failure

CONSEQUENCE :

- On the CAPT PFD screen, if the CAPT ILS push button of the CAPT EFIS control panel is pressed, all the ILS 1informations disappear and an ILS 1 red message is displayed.

- On the F/O ND screen, in ROSE-ILS mode, all the ILS 1 informations disappear and G/S and LOC red messages aredisplayed.

- ILS 1 call signs are no longer received

- If the GPWS is in use, mode 5 warning messages are inhibited.

- On the PFD, in the FMA part, the message CAT 1 is displayed.

- If the aircraft is in flight phase 1,6 or 7, and if an upper level landing capability is engaged (i.e. CAT3 dual or CAT3single or CAT2 or LAND green), 3 clicks sound to announce the change of category.

- Indications and warning symbols/messages generated by ECAM: report to FWC boards 34340 + 34570.

- GPWS (only on ground MARK V) is no more operative:

• the GPWS fault light comes on

• Alarms generated by ECAM: report to FWC board 34610

ACTION: NIL






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MALFUNCTION : ILS 2 RECEIVER FAIL


CAUSE : ILS 2 receiver power supply failure

CONSEQUENCE :

- On the F/O PFD screen, if the F/O ILS push-button of the F/O EFIS control panel is pressed, all the ILS 2informations disappear and an ILS 2 red message is displayed.

- On the CAP ND screen, in ROSE-ILS mode, all the ILS 2 informations disappear and G/S and LOC red messagesare displayed.

- ILS 2 call signs are no longer received.


- If the aircraft is in flight phase 1, 6 or 7, and if an upper level landing capability is engaged (i.e. CAT3 dual or CAT3single or CAT2 or LAND green), 3 clicks sound to announce the change of category.


ACTION: NIL






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MALFUNCTION : VOR 1 RECEIVER FAIL


CAUSE : VOR 1 receiver power supply failure

CONSEQUENCE :

- On VOR/DME RMI

• VOR 1 flag appears

• VOR 1 bearing needle shows a bearing of 90x.

- VOR 1 and MKR call signs are no longer received.

- Marker informations are no longer displayed when the aircraft overflies the beacons.

- If the CAPT and F/O ADF1/OFF/VOR1 switches are on VOR 1 position, on both ND screens, in ROSE-ILS,ROSE-VOR, ROSE-NAV or ARC mode, the VOR 1 informations displayed in the left lower corner and theassociated pointers disappear and a VOR 1 red message is showing.

- On the CAPT ND screen, in ROSE-VOR mode, all the VOR 1 informations disappear and a VOR red message isshowing above the A/C symbol.

ACTION: NIL






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MALFUNCTION : VOR 2 RECEIVER FAIL


CAUSE : VOR 2 receiver power supply failure

CONSEQUENCE :

- On VOR/DME RMI

• VOR 2 flag appears

• VOR 2 bearing needle shows a bearing of 90deg

- VOR 2 call signs are no longer received.

- If the CAPT and F/O ADF2/OFF/VOR2 switches are on VOR 2 position, on both ND screens, in ROSE-ILS,ROSE-VOR, ROSE-NAV or ARC mode, the VOR 2 informations displayed in the right lower corner and theassociated pointers disapper and a VOR 2 red message is showing.

- On the F/O ND screen, in ROSE-VOR mode, all the VOR 2 informations disappear and a VOR red message isshowing above the A/C symbol.

ACTION: NIL






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MALFUNCTION : R/A 1 FAIL


CAUSE : R/A 1 receiver power supply failure

CONSEQUENCE :

- The radio height information (RA2) is still showing on CAPT and F/O PFD screens.

- If the GPWS is in use, all the warning messages stop and the FAULT light illuminates.


- If the aircraft is in flight phase 1, 6 or 7, if the category 3 is engaged, 3 clicks sound to announce the change ofcategory.


ACTION: NIL






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MALFUNCTION : R/A 2 FAIL


CAUSE : R/A 2 receiver power supply failure

CONSEQUENCE :

- The radio height information (RA1) is still showing on CAPT and F/O PFD screens.


- If the aircraft is in flight phase 1, 6 or 7, if the category 3 is engaged, 3 clicks sound to announce the change ofcategory.

- Indications and warning symbols/messages generated by ECAM: report to FWC board 34370 + 34600.

ACTION: NIL






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MALFUNCTION : ADF 1 RECEIVER FAIL


CAUSE : ADF 1 receiver power supply failure

CONSEQUENCE :

- If the ADF RMI optional equipment is installed, on ADF RMI:

• ADF1 flag appears

• ADF1 bearing needle shows a bearing of 90 deg

- ADF 1 call signs are no longer received

- If the CAPT and F/O ADF 1/OFF/VOR 1 switches are on ADF 1 position, on both ND screens, in ROSE-ILS,ROSE-VOR, ROSE-NAV or ARC mode, the ADF 1 informations displayed in the left lower corner and theassociated pointers disappear and an ADF 1 red message is showing.

ACTION: NIL

- Appropriate messages will be available on MDCU (CFDS function) (when CFDS maintenance option selected).





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MALFUNCTION : ADF 2 RECEIVER FAIL


CAUSE : ADF 2 receiver power supply failure

CONSEQUENCE :

- If the ADF RMI optional equipment is installed, on ADF RMI:

• ADF2 flag appears

• ADF2 bearing needle shows a bearing of 90 deg

- ADF 2 call signs are no longer received

- If the CAPT and F/O ADF 2/OFF/VOR 2 switches are on ADF 2 position, on both ND screens, in ROSE-ILS,ROSE-VOR, ROSE-NAV or ARC mode, the ADF 2 informations displayed in the left lower corner and theassociated pointer disappear and an ADF 2 red message is showing.

ACTION: NIL






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MALFUNCTION : MLS 1 RECEIVER FAIL


CAUSE : OPTION

CONSEQUENCE :

OPTION




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MALFUNCTION : MLS 2 RECEIVER FAIL


CAUSE : OPTION

CONSEQUENCE :

OPTION




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MALFUNCTION : RMP 1 FAIL


CAUSE : RMP 1 power supply failure

CONSEQUENCE :

- The displayed frequencies disappear from RMP 1.

- Radionavigation:

• In normal operation, there is no consequence: frequencies are always selected by FMGC 1.

• If “ON NAV” is selected.the frequencies are now selected by the FMGC1 if it works or by FMGC2 if the FMCG1 isalso failed.

- Radiocommunication:

- When RMP3 is applicable:

• If RMP 3 is switched ON, VHF 1, VHF 3 and HF 1 frequencies are selected by RMP 3.

• If RMP 3 is switched OFF, VHF 1, VHF 3 and HF 1 frequencies are selected by RMP 2.

ACTION: NIL






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MALFUNCTION : RMP 2 FAIL


CAUSE : RMP 2 power supply failure

CONSEQUENCE :

- The displayed frequencies disappear from RMP 2.

- Radionavigation:

• In normal operation, there is no consequence: frequencies are always selected by FMGC 2.

• If “ON NAV” is selected, the frequencies are now selected by the FMGC2 if it works or by the FMGC1 if theFMGC2 is failed.

- Radiocommunication:

- When RMP3 is applicable:

• If RMP 3 is switched ON, VHF 2 and HF 2 frequencies are selected by RMP 3.

• If RMP 3 is switched OFF, VHF 2 and HF 2 frequencies are selected by RMP 1.

ACTION: NIL






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CHAPTER 27 - TIRES/BRAKES

CONTENTS:

BRAKE EXCESSIVE TEMP (WHEEL 3)

BRAKES EXCESSIVE TEMP (WHEELS 1,2,4)

ALL LEFT TIRES BLOWN ON GROUND

ALL RIGHT TIRES BLOWN ON GROUND

TIRE 1 PRESS LOW

TIRE 1 BLOWN

TIRE 2 BLOWN ON GROUND

PARTIAL ANTI SKID FAIL (BSCU SYS 1)

BSCU SYSTEM 2 FAIL

ANTI SKID FAIL

AUTO BRAKE FAIL

ACCU PRESS INDICATOR FAILURE

BRAKES EXCESSIVE TEMP (WHEEL 8)

BRAKES FAN INOP

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION TIRES/BRAKES



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CHAPTER 27: TIRES/BRAKES

MALFUNCTION : BRAKE EXCESSIVE TEMP (WHEEL 3)


CAUSE : Brake dragging on wheel 3

CONSEQUENCE :

- The wheel 3 brake temperature increases according to speed, gross weight and time.

- If the temperature of the wheel 3 is greater than 300degC the BRK HOT light comes on.

- The WHEEL page appears with the wheel 3 temperature in amber.

- ECAM warning and messages are conformed to ’32020’ referenced independant failure.


Wheel 3 temperature returns immediately to the coldest wheel value.




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MALFUNCTION : BRAKES EXCESSIVE TEMP (WHEELS 1,2,4)


CAUSE : Brake dragging on wheels 1, 2 and 4

CONSEQUENCE :

- The wheels 1, 2, 4 brake temperatures increase according to speed, gross weight and time.

- If the temperature of the wheels 1, 2, 4 is greater than 300degC the BRK HOT light comes on.

- The WHEEL page appears with the wheels 1, 2, 4 temperature in amber.



Wheel 1, 2, 4 temperatures return immediately to the coldest wheel value.




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MALFUNCTION : ALL LEFT TIRES BLOWN ON GROUND


CAUSE : At touch down, the wheel’s tires on left L/G burst

CONSEQUENCE :

- Rolling in abnormal configuration will induce all secondary effects concerning motion, braking.

If Tire Pressure Indicating System option is available:

When tire pressures become lower than 74% nominal value:

ECAM warning and messages are conformed to ’32030’ referenced independent failure.

The WHEEL page appears on ECAM lower D.U. with tire 1 and 2 indications in amber.






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MALFUNCTION : ALL RIGHT TIRES BLOWN ON GROUND


CAUSE : At touch down, the wheel’s tires on right L/G burst

CONSEQUENCE :



When tire pressures become lower than 74% nominal value:


The WHEEL page appears on ECAM lower D.U. with the tire 3 and 4 indications in amber.






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MALFUNCTION : TIRE 1 PRESS LOW


CAUSE : Wheel 1 tire puncture

CONSEQUENCE :


- Wheel 1 tire will deflate slowly.


When WHEEL 1 pressure becomes lower than 79% WHEEL 2 pressure:


The WHEEL page appears on ECAM lower D.U. with tire 1 indication in amber.

Appropriate message will be available on MCDU (CFDS fonction) (when CFDS maintenance option selected).





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MALFUNCTION : TIRE 1 BLOWN


CAUSE : The wheel tire No 1 bursts

CONSEQUENCE :


If tire pressure indicating system option is available:

When tire 1 pressure becomes lower than 74% nominal value:








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MALFUNCTION : TIRE 2 BLOWN ON GROUND


CAUSE : At touch down, the wheel’s tire 2 bursts

CONSEQUENCE :


If Tire Pressure Indication System option is available:

When tire 2 pressure becomes lower than 74% nominal value:








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MALFUNCTION : PARTIAL ANTI SKID FAIL (BSCU SYS 1)


CAUSE : Failure of BSCU sys. 1

CONSEQUENCE :

- All the functions of BSCU sys. 1 are taken by BSCU sys. 2 and there is no system lost.

Appropriate messages will be available on MCDU (CFDS function) (When CFDS maintenance option selected).





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MALFUNCTION : BSCU SYSTEM 2 FAIL


CAUSE : Power supply of BSCU sys. 2 is lost

CONSEQUENCE :

- All the functions of BSCU sys. 2 are taken by BSCU sys. 1 and there is no system lost.






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MALFUNCTION : ANTI SKID FAIL


CAUSE : Failure of antiskid switch, it is forced to OFF position

CONSEQUENCE :

- Antiskid function is completely lost.

- The braking mode is alternate braking without antiskid.

- Nose wheel steering is inoperative.

- The WHEEL page appears on the ECAM lower DU with ANTISKID, STEERING, AUTO BRK and ALTN BRKindications displayed.


Appropriate messages will be available on MCDU (CFDS function) (When CFDS maintenance option selected)





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MALFUNCTION : AUTO BRAKE FAIL


CAUSE : Failure of Normal selector valve which remains inclosed position

CONSEQUENCE :

- Autobrake and normal brake is lost.

- The AUTO BRK amber and ALTN BRK green indications appear on the WHEEL page of the ECAM lower DU, ifL/G is downlocked.

- ECAM warning and messages are conformed to ’32050’ and ’32125’ referenced independent failures.






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MALFUNCTION : ACCU PRESS INDICATOR FAILURE


CAUSE : Failure of ACCU PRESS indicator circuit

CONSEQUENCE :

- The ACCU PRESS indication is 0 Psi.

- Braking is always available in normal or alternate mode according to hydraulic conditions and A/SKID switch.





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MALFUNCTION : BRAKES EXCESSIVE TEMP (WHEEL 8)


CAUSE : Brake dragging on wheel 8

CONSEQUENCE :

(only if boggie versus is simulated)

- The wheel 8 brake temperature increases according to speed, gross weight and time.

- If the temperature of the wheel 8 is greater than 300 degC, the BRK HOT light comes on.

- The WHEEL system page appears with the wheel 8 temperature in amber.


Cancelling the malfunction restores normal operation. Wheel 8 temperature return immediately to the coldest wheelvalue.




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MALFUNCTION : BRAKES FAN INOP


CAUSE : Brake fan P/B 4 GS is inoperative

CONSEQUENCE :

- Brake fan relays 5GS and 6GS are not energized.

- Brakes are not ventilated.

- If brake fan P/B was ON, the "ON" light disapears.





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CHAPTER 28 - YAW CONTROL

CONTENTS:

RUDDER PEDALS BLOCKED

RUDDER GREEN SERVO JAM

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION YAW CONTROL



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CHAPTER 28: YAW CONTROL

MALFUNCTION : RUDDER PEDALS BLOCKED


CAUSE : Jamming of the rudder control channel

CONSEQUENCE :

1) CAPT and F/O pedals are blocked (within the maximum force of the simulator servo jack: 100 daN).





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CHAPTER 28: YAW CONTROL

MALFUNCTION : RUDDER GREEN SERVO JAM


CAUSE : Jamming of a slide in the rudder servo fed by thegreen hydraulic circuit

CONSEQUENCE :

1) An additional force is felt on the rudder pedals





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CHAPTER 29 - ENGINES IAE

CONTENTS:

BOTH ENGINES FLAME OUT

FLAME OUT # 1

FLAME OUT # 2

EXTINGUISHABLE FIRE # 1

EXTINGUISHABLE FIRE # 2

UNEXTINGUISHABLE FIRE # 1

UNEXTINGUISHABLE FIRE # 2

COMPRESSOR STALL # 1

COMPRESSOR STALL # 2

N2 ACCESSORY DRIVE LOST # 1

N2 ACCESSORY DRIVE LOST # 2

HOT START # 1

HOT START # 2

REVERSER STUCK # 1

REVERSER STUCK # 2

HUNG START # 1

HUNG START # 2

N1 ROTOR SEIZED # 1

N1 ROTOR SEIZED # 2

START VALVE STUCK # 1

START VALVE STUCK # 2

OIL FILTER CLOGGED (ENGINE 1) # 1

IGNITION FAIL # 1

REVERSER UNLOCKED # 1

SERIOUS ENG DAMAGE WITH EXTINGUIS. FIRE # 1

SERIOUS ENG DAMAGE WITH EXTINGUIS. FIRE # 2

SERIOUS ENG DAMAGE WITH UNEXTING FIRE # 1

SERIOUS ENG DAMAGE WITH UNEXTING FIRE # 2

SERIOUS ENG DAMAGE WITH PARTIAL PWR LOSS # 1

SERIOUS ENG DAMAGE WITH PARTIAL PWR LOSS # 2

THROTTLE INOPERATIVE (POWER STUCK) # 1

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION ENGINES IAE



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ENGINE DETACHED # 1

ENGINE DETACHED # 2

FUEL HP VALVE INOPERATIVE # 2

E.I.U. FAIL # 2

FUEL FILTER CLOGGING # 1

IDLE CONTROL FAIL # 1

TLA RESOLVER INEQUALITY # 1

MAN START FAULT # 1

REVERSER DEPLOYED # 1

AUTOMATIC REVERSION TO N1 RATED MODE # 1

AUTOMATIC REVERSION TO N1 UNRATED MODE # 2




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CHAPTER 29: ENGINES IAE



CAUSE : Engines 1 & 2 flame out

CONSEQUENCE :

As soon as engines 1 & 2 N2 are lower than 50% and if in flight, FADEC 1 & 2 try to restart engines 1 & 2 energizingboth ignitors.

Engines 1 & 2 stop.

On ground:

• Complete loss of electrical supply (if APU not available and GROUND elec not connected).

If ELEC power available (APU, EXTERNAL GROUND):


• Master caution light comes on.

• Corresponding messages appear on the E/W CRT.

In flight:

• CRC sounds.

• Master warning light comes on.

• Corresponding messages appear on the E/W CRT





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CONSEQUENCE :

- As soon as N2 is lower than 50% and if in flight, FADEC 1 tries to restart engine 1, energizing both ignitors.

- Engine 1 stops.

- Single chime sounds.

- Master caution light comes on.

- Appropriate messages appear on the E/W CRT.

- Failure on, engine 1 can’t be restarted.





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CONSEQUENCE :

- As soon as N2 is lower than 50% and if in flight, FADEC 2 tries to restart engine 2, energizing both ignitors.

- Engine 2 stops



- Appropriate messages appear on E/W CRT






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CONSEQUENCE :


• On fire panel “ENG 1 FIRE” light comes on - On central pedestal (115VU), Master ENG 1 “FIRE” light comes on


• Ecam displays consequences






Actions





• CRC stops.


• After 3 seconds, AGENT 1 “DISH” light comes on.

• After 10 seconds, all fire warnings disappear.

• Engine 1 is stopped.

• If activated: Master “Warn” light comes on.

Cancelling malfunction restores normal operation:

- Release the “ENG 1 FIRE” push button (FIRE PANEL).

• On fire panel, ENG 1 AGENTS “SQUIB” lights go out.

- On instructor station set the AGENT FIRE RESET.

• On fire panel, ENG 1 AGENT 1 “DISH” light goes out.




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CONSEQUENCE :



• On central pedestal (115VU), Master ENG2 “FIRE” light comes on

• Nacelle temperature increases until fire stops







Actions





• CRC stops








• If activated: Master “Warn” light goes out




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- Realease the “ENG2 FIRE” push button (FIRE PANEL)

• On fire panel, ENG 2 AGENTS “SQUIB” lights goes out


- On fire panel ENG 2 AGENT 1 and 2 “DISH” lights goes out




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MALFUNCTION : UNEXTINGUISHABLE FIRE # 1



CONSEQUENCE :


• On fire panel, “ENG1 FIRE” light comes on








• ENGINE page appears on SYS CRT.

Actions





• CRC stops.












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- On instructor station set the AGENT FIRE

• On fire panel ENG 1 AGENT 1 and 2 “DISH” light goes out




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MALFUNCTION : UNEXTINGUISHABLE FIRE # 2



CONSEQUENCE :









• Appropriate messages (nature of failure and actions to be performed) appear E/W CRT


Actions:





• CRC stops.



• After 10 seconds, all fire warnings remain on.




• After 10 seconds, all fire warnings remain on.





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Cancelling malfunction restore normal operation:




• On fire panel, ENG 2 AGENTS 1 and 2 “DISH” lights go out.




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CONSEQUENCE :

- If N1 > 80%: EPR, N1, N2 EGT & fuel flow move erraticall lower or upper than in normal operation


- No warning






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CONSEQUENCE :

- If N1 > 80%: EPR, N1, N2 EGT & Fuel Flow move erratically lower or upper than in normal operation


- No warning






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MALFUNCTION : N2 ACCESSORY DRIVE LOST # 1


CAUSE : Engine 1 N2 accessory shaft breaking

CONSEQUENCE :

Engine 1 is previously running.After malfunction activation:



• Hydraulic pump


• IDG




- Engine 1 stops



• Appropriate message appear on the E/W CRT





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MALFUNCTION : N2 ACCESSORY DRIVE LOST # 2


CAUSE : Engine 2 N2 accessory drive lost

CONSEQUENCE :

Engine 2 is previously running. After malfunction activation:



• Hydraulic pump


• IDG




- Engine 2 stops



• Appropriate messages appear on the E/W CRT





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MALFUNCTION : HOT START # 1



CONSEQUENCE :




- As soon as a too high EGT variation vs time is detected by FADEC, and if flight phase 1, 2, 6, 9 or 10:





- Engine “FAULT” light comes on

- FADEC automatically shuts-off the HP fuel valve and stops ignition.

- FADEC starts a dry crank on engine 1 for 45 seconds, then aborts start procedure.

Cancelling malfunction restore normal operation.




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MALFUNCTION : HOT START # 2


CAUSE : Higher initial fuel flow

CONSEQUENCE :


• Fuel flow is higher than normal



- As soon as a too high EGT variation vs time is detected by FADEC, and if flight phase 1,2,6,9 or 10:





- Engine “FAULT” light comes on.

- FADEC automatically shuts-off the HP fuel valve and stops ignition.

- FADEC starts a dry crank on engine 2 for 45 seconds, then aborts start procedure.





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MALFUNCTION : REVERSER STUCK # 1



CONSEQUENCE :

1 - If the malfunction is inserted with reverse retracted, they can’t be deployed. If not flight phase 3, 4, 5:

• Appropriate messages appear on the E/W CRT.

• Engine is set automatically to reverse idle.

2 - If the malfunction is inserted with reverse deployed, they can’t be retracted. If not flight phase 3, 4, 5:



3 - If the malfunction is inserted during reverse deployment Amber REV indication remain in view at EPR indication. Ifnot flight phase 3, 4, 5:

• Appropriate message appears on the E/W CRT.

- Engine stays to reverse idle.





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MALFUNCTION : REVERSER STUCK # 2



CONSEQUENCE :




2 - If the malfunction is inserted with reverse deployed, they can’t be retracted. If not flight phases 3, 4 or 5:



3 - If the malfunction is inserted during deployment, amber REV indication remain in view at EPR indication. If notflight phase 3, 4 or 5:


- Engine stays at reverse idle.





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MALFUNCTION : HUNG START # 1


CAUSE : Fuel flow control failure

CONSEQUENCE :


• As soon as engine is ignited (EGT increasing), FADEC checks dN2/dt value and detects a hung start when this valueis considered as insufficient to insure a correct start.







• Ignition is stopped, HP fuel valve is closed and engine “FAULT” light is lit on.

• Then a dry crank is performed during 45 seconds, and at last starter valve is closed.





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MALFUNCTION : HUNG START # 2



CONSEQUENCE :


• As soon as engine is ignited (EGT increasing), FADEC checks dN2/dt value and detects a hung start when this valueis considered as insufficient to insure a correct start.







• Ignition is stopped, HP fuel valve is closed and engine “FAULT” light is lit on.

• Then a dry crank is performed during 45 seconds, and last starter valve is closed.





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CONSEQUENCE :


- Other parameter increase normally.

- Engine “FAULT” light comes on when N2 > 33%.

- If flight phases 2, 3, 6:





- Dry crank is automatically performed during 45 seconds, then starter valve is closed.





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CONSEQUENCE :


- Other parameters increase normally.

- Engine “FAULT” light comes on when N2 > 33%.

- If flight phase 2, 3, 6:





- Dry crank is automatically performed during 45 seconds, then starter valve is closed.





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MALFUNCTION : START VALVE STUCK # 1



CONSEQUENCE :


• All engine 1 indications remain unchanged








Start sequence is normally proceeded until N2 reaches 43%








Cancelling malfuntion restores normal operation.




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MALFUNCTION : START VALVE STUCK # 2



CONSEQUENCE :


• All Engine 2 indications remain unchanged








Start sequence is normally proceeded until N2 reaches 43%.

• The start valve remains opened.











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MALFUNCTION : OIL FILTER CLOGGED (ENGINE 1) # 1


CAUSE : Clogging of oil filter

CONSEQUENCE :

If the aircraft isn’t in flight phases 4, 5, 7, 8:

- Appropriate messages appear on the E/W CRT.

- “ENGINE” page appears on the SYS CRT.






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MALFUNCTION : IGNITION FAIL # 1


CAUSE : Loss of electrical supply for system ignitor plugs

CONSEQUENCE :

If automatic start sequence, FADEC 1 tries to start engine 1 according to the following sequence:

- Igniter indication A or B (alternate selection) comes on the ENGINE page when N2 = > 15%. (A TOP is to be takenon the on board clock when N2=15%).

- At (top + 20 sec): (*)

• Engine 1 “FAULT” light comes on ; dry crank is started.

• If flight phases 1, 2, 6, 9 or 10:





- At (TOP + 65 sec), dry crank stops. (**)


N.B. Failure on, engine 1 can’t be started.

(*) TOP + 30 sec in flight.

(**) TOP + 75 sec in flight.




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MALFUNCTION : REVERSER UNLOCKED # 1


CAUSE : Faulty switch operation

CONSEQUENCE :

- On ground:

• The amber REV indication comes on

- In flight:


- If flight phases NO 2, 3, 4, 5, 6 or 7:








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MALFUNCTION : SERIOUS ENG DAMAGE WITH EXTINGUIS.FIRE # 1



CONSEQUENCE :

As soon as the failure is inserted, EPR, N1, N2, EGT & Fuel flow move erratically lower or upper than in normaloperation

3 seconds later:

• Engine 1 Fire

• Engine flame out.










Actions





• CRC stops







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• If activated: Master “Warn” light goes out


- Cancel malfuntion


On instructor station set the AGENT FIRE RESET




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CAUSE : Compressor stall + Engine 2 fire

CONSEQUENCE :

As soon as the failure is inserted, EPR, N1, N2, EGT & Fuel flow move erratically lower or upper than in normaloperation

3 seconds later:

• Engine 2 Fire

• Engine flame out.










Actions





• CRC stops







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• If activated: Master “Warn” light goes out.



- Release the ENG2 FIRE" pushbutton (FIRE PANEL)

On instructor station set the AGENT FIRE RESET




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MALFUNCTION : SERIOUS ENG DAMAGE WITH UNEXTINGFIRE # 1



CONSEQUENCE :

As soon as the failure is inserted, EPR, N1, N2, EGT & Fuel Flow move erratically

3 seconds later:

• Engine 1 flame out

• Engine 1 fire

- See failure “Engine 1 flame out”

- Then failure “Engine 1 unextinguishable fire” for consequences.





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MALFUNCTION : SERIOUS ENG DAMAGE WITH UNEXTINGFIRE # 2



CONSEQUENCE :

As soon as the failure is inserted, N1, N2, EGT & Fuel Flow move erratically lower or upper than in normal operation

3 seconds later:

• Engine 2 fire

- See failure “UNEXTINGUISHABLE FIRE # 2" for consequences.





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MALFUNCTION : SERIOUS ENG DAMAGE WITH PARTIAL PWRLOSS # 1



CONSEQUENCE :

As soon as the failure is inserted, EPR, N1, N2, EGT & fuel flow move erratically lower or upper than in normaloperation.

• Engine 1 vibrations increase.

• No warning

• Sound effects.

3 seconds later:

• Compressor stall disappears.

• Engine performances remain lower than in normal operation.






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MALFUNCTION : SERIOUS ENG DAMAGE WITH PARTIAL PWRLOSS # 2



CONSEQUENCE :

As soon as the failure is inserted, EPR, N1, N2, EGT & Fuel Flow move erratically

• Engine 2 vibrations increase

• No warning

• Sound effects

3 seconds later:

• Compressor stall disappears.






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MALFUNCTION : THROTTLE INOPERATIVE (POWER STUCK) # 1



CONSEQUENCE :


• No warning.





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CONSEQUENCE :

N1 and N2 vibrations increase then flash (green) on the “CRUISE” or “ENGINE” page (if selected on the SYS CRT)

A few seconds later:

• All engine 1 indications become invalid on the upper Ecam display unit

• Engine 1 oil quantity and oil pressure drop to zero on the lower Ecam display unit

• Engine 1 oil temperature and nacelle temperature are replaced by amber crosses on the lower Ecam display unit.

• Aerodynamic, Fuel, Elec, Hydraulic effects.

If flight phases 2, 3, 4, 5, 6, 7, 8 or 9:





- Appropriate messages will be available on MCDU (CFDS function) (when CFDS maintenance option selected)





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CONSEQUENCE :

N1 and N2 vibrations increase then flash (green) on the “CRUISE” or “ENGINE” page (if selected on the SYS CRT). Afew seconds later:

• All engine 2 indications become invalid on the upper Ecam display unit.

• Engine 2 oil quantity and oil pressure drop to zero on the lower ecam display unit

• Engine 2 oil temperature and nacelle temperature are replaced by amber crosses on the lower ecam displayunit.Aerodynamic, Fuel, Elec, Hydraulic effects











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MALFUNCTION : FUEL HP VALVE INOPERATIVE # 2


CAUSE : HP valve locked

CONSEQUENCE :


If automatic start, engine 2 “FAULT” light comes on 2 seconds after N2 reaches 15%.












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MALFUNCTION : EIU FAIL # 2



CONSEQUENCE :

- Engine 2 can not be started if not running

- A/THR is desactivated if previously on

- Engine 2 reverser sequence can not be proceeded

- Continuous relight is selected on engine 2 if mach 0.18


If flight phase 2, 6 or 9:




• Engine 2 oil temperature and nacelle temperature are replaced by amber crosses on the “ENGINE” one





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MALFUNCTION : FUEL FILTER CLOGGING # 1


CAUSE : Clogging of fuel filter

CONSEQUENCE :

If the aircraft isn’t in flight phases 4, 5, 7, 8







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MALFUNCTION : IDLE CONTROL FAIL # 1



CONSEQUENCE :


- No warning





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MALFUNCTION : TLA RESOLVER INEQUALITY # 1


CAUSE : TLA resolver failure

CONSEQUENCE :

On ground, whatever the throttle position is:


• Reverse is commanded to restow if previously deployed

In flight:

• In FLEX-TO or TO/GA modes, engine 1 performances don’t change.

• In other modes, MAX CONT mode is selected

• If A/THR is selected, thrust is managed between IDLE & MCT

On ground or in flight and if flight phase 1, 2, 3, 6, 7, 9 or 10:

• Engine 2 stays in normal operating mode.








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MALFUNCTION : MAN START FAULT # 1


CAUSE : Disagree between Master Switch position andHPSOV position

CONSEQUENCE :

During start sequence:

If automatic start, engine 1 “FAULT” light comes on 2 seconds after N2 reaches 15 %.


Whatever the start sequence is:

If flight phases 1, 2, 6, 9, 10:









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MALFUNCTION : REVERSER DEPLOYED # 1


CAUSE : Reverser failure

CONSEQUENCE :

- On ground:


• If the A/C is in flight phase 3 or 4:


• If throttle lever angle value is lower than zero, normal engine 1 reverser sequence is proceeded.

In flight:


• Engine 1 performances are set to idle.

If flight phases 5, 6 or 7:



• Appropriate message appear on the E/W CRT





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MALFUNCTION : AUTOMATIC REVERSION TO N1 RATEDMODE # 1


CAUSE : FADEC loss of P2 information

CONSEQUENCE :

- On the E/W CRT:

• All ENG 1 EPR indications are lost

• N1 MAX and N1 TLA indications come on ENG 1 N1 indicator

• N1 limit is available on THR limit indicator

- A/THR functions are lost.

- Alpha floor protection is lost.

- Flexible take off is no more allowed.

- If the aircraft is in flight phase 1, 2, 3, 6, 7, 8, 9 or 10:


• Master caution light illuminates

• Appropriate message appears on the E/W CRT (refer to FWC sheet)

- Cancelling the malfunction restores normal operation providing ENG 1 N1 MODE P/B has been depressed on theoverhead panel.

- Appropriate messages will be available on MCDU (CMC function when CMC maintenance option selected).




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MALFUNCTION : AUTOMATIC REVERSION TO N1 UNRATEDMODE # 2


CAUSE : FADEC loss of P2 and T2 informations.

CONSEQUENCE :

- On the E/W CRT:

• All ENG 2 EPR indications are lost

• N1 MAX and N1 TLA indications doesn’t come ENG 2 N1 indicator

• N1 limit is available on THR limit indicator (ENG 1 still valid or operating in N1 rated mode)

- A/THR functions are lost.

- Alpha floor protection is lost.

- Flexible take off is no more allowed.

- If the aircraft is in flight phase 1, 2, 3, 6, 7, 8, 9 or 10:


• Master caution light illuminates

• Appropriate message appears on the E/W CRT(refer to FWC sheet)

- Cancelling the malfunction restores normal operation providing ENG 2 N1 MODE P/B has been depressed on theoverhead panel.

- Appropriate messages will be available on MCDU (CMC function when CMC maintenance option selected).




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CHAPTER 30 - ENGINES PARAMETERS IAE

CONTENTS:

OIL PRESS (INC/DEC # 1 (psi))

OIL PRESS (INC/DEC # 2 (psi))

OIL QUANTITY (INC/DEC # 1 (qt))

OIL QUANTITY (INC/DEC # 2 (qt))

E G T (INC/DEC # 1 (degC))

E G T (INC/DEC # 2 (degC))

N 1 (INC/DEC # 1 (%))

N 1 (INC/DEC # 2 (%))

N 2 (INC/DEC # 1 (%))

N2 (INC/DEC # 2 (%))

N1 (INDICATION FAULT # 1)

N2 (INDICATION FAULT # 2)

OIL TEMP (INC/DEC # 1 (degC))

FUEL FLOW (INC/DEC # 1 (kg/h))

NACELLE TEMP (INC/DEC # 1 (degC))

E P R (INDICATION FAULT # 1)

E P R (INDICATION FAULT # 2)

E P R (INC/DEC # 1)

E P R (INC/DEC # 2)

VIBRATIONS N1 (INC/DEC # 1 (U))

VIBRATIONS N2 (INC/DEC # 2 (U))





SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION ENGINES PARAMETERS IAE



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CHAPTER 30: ENGINES PARAMETERS IAE


PARAMETER : PARAMETER: ENGINE 1 OIL PRESSURE

MIN VALUE : MIN VALUE: 0 psi MAX VALUE: 400 psiCHANGE RATE: 10 psi/s



CONSEQUENCE :




- As soon as oil pressure drops down 80 psi, oil pressure indication turns on the “ENGINE” page.


- As soon as engine oil pressure drops down 60 psi, oil pressure indication turns red.





• “ENGINE” page appear on the SYS CRT

Cancelling malfunction and/or engine oil pressure greater than 85 psi restore normal operation




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PARAMETER : PARAMETER: ENGINE 2 OIL PRESSURE

MIN VALUE : MIN VALUE: 0 psi MAW VALUE: 400 psiCHANGE RATE: 10 psi/s



CONSEQUENCE :




- As soon as oil pressure drops down 80 psi, oil pressure indication turns (amber) on the “ENGINE” page.


- As soon as engine oil pressure drops down 60 psi, oil pressure indication turns red



• Master Warning light comes on


• “ENGINE” page appear on SYS CRT

Cancelling malfunction and/or engine oil pressure greater than 85 psi restore normal operation




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PARAMETER : PARAMETER: engine 1 OIL QUANTITY

MIN VALUE : MIN VALUE: 0 qt MAX VALUE: 23.5 qtCHANGE RATE: 0.5 qt/s



CONSEQUENCE :


- As soon as engine oil quantity drops down 5 qt, oil quantity indication flashes (green) on the “ENGINE” page.



- Oil quantity advisory reset is possible if oil quantity increases above 7 qt




N.B. Oil quantity maximum values is limited to initial quantity.




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PARAMETER : PARAMETER: ENGINE 2 OIL QUANTITY

MIN VALUE : MIN VALUE: 0 qt MAX VALUE: 23.5 qtCHANGE RATE: 0.5 qt/s



CONSEQUENCE :


- As soon as engine oil quantity drops down 5 QT, oil quantity indication flashes (green) on the “ENGINE” page.



- Oil quantity advisory reset is possible if oil quantity increases above 7 QT




N.B. Oil quantity maximum value is limited to initial quantity.




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CONSEQUENCE :



- When 610 °C < EGT < 635 °C:


- If EGT > 635 C°:





- EGT maximum value is memorized and a small red line is positioned at that value on the indicator.






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CONSEQUENCE :



- When 610 °C < EGT < 635 °C:


- If EGT > 635 C°:





- EGT maximum value is memorized and a small red line is positioned at that value on the indicator






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PARAMETER : ENGINE 1 LOW TURBINE SPEED RATEE

MIN VALUE : 0 % MAX VALUE: 120 % CHANGE RATE: 10%



CONSEQUENCE :



- When N1LIM+1% < N1< 100% and if N1 backup mode (rated) is active:


- If N1 > 100%, whatever the mode is (EPR or N1):

• The analog & digital indications become red

- If N1 > 100 %:

• All indications stay red




- If N1 overrides 100 %, N1 maximum value is memorized and a small red line is positioned at that value on theindicator.





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PARAMETER : ENGINE 2 LOW TURBINE SPEED

MIN VALUE : 0 % MAX VALUE: 120 % CHANGE RATE: 10%/s



CONSEQUENCE :



- when N1LIM+1% < N1<100%, and if N1 backup mode (rated) is active:


- If N1 > 100%, whatever the mode is (EPR or N1):

• The analog & digital indications become red

- If N1 > 100%:

• All indication stay red




- If N1 overrides 100%, N1 maximum value is memorized and a small red line is positioned at that value on theindicator





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PARAMETER : ENGINE 1 HIGH TURNBINE SPEED RATE




CONSEQUENCE :


- If flight phases 1, 2, 3, 5, 6, 7, 9 or 10

- When N2 >100 %:





- If N2 has overridden 100%, a red cross appears near the N2 indication and remains all the flight.





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PARAMETER : ENGINE 2 HIGH TURBINE SPEED




CONSEQUENCE :



- When N2 > 100%:





- If N2 has overridden 100%, a red cross appears near the N2 indication and remains all the flight





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CAUSE : Analog and Digital signals of N1 lost by ECAM

CONSEQUENCE :

- Engine 1 N1 analog indications are replaced by amber circles on the E/W CRT.

- Engine 1 N1 digital indication is replaced by amber crosses on the E/W CRT.





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CAUSE : Digital signal of N2 lost by ECAM

CONSEQUENCE :

- Engine 2 N2 digital indication is replaced by two amber crosses on the E/W CRT.





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MALFUNCTION : OIL TEMP INC/DEC # 1 (degC)

PARAMETER : ENGINE 1 OIL TEMPERATURE




CONSEQUENCE :

- Oil temperature indication is normally green

- As soon as engine oil temperature reaches 156 °C, oil temperature indication flashes (green) on the “ENGINE” page

- Oil temperature advisory reset is possible if oil temperature decreases below 150 °C.

- If engine oil temperature advisory lasts more than 900 s (1/4 h) or if engine oil temperature exceeds 170 °C:

- Oil indication becomes amber,

If flight phases 1, 2, 3, 6, 9 or 10:








N.B. Oil temperature minimum value is limited to static air temperature




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MALFUNCTION : FUEL FLOW INC/DEC # 1 (kg/h)

PARAMETER : ENGINE 1 FUEL FLOW

MIN VALUE : 0 kg/h MAX VALUE: 5000 kg/h CHANGE RATE:500 kg/h/s



CONSEQUENCE :

If fuel flow increases, all engine 1 parameters increase too

If fuel flow decreases, all engine 1 parameters decrease too





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MALFUNCTION : NACELLE TEMP INC/DEC # 1 (degC)

PARAMETER : NACELLE TEMPERATURE




CONSEQUENCE :

- Nacelle temperature is indicated only when value exceeds advisory thresold (320°C)


Complementary data: NACELLE TEMP minimum value is limited to SAT value.




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MALFUNCTION : E P R INDICATION FAULT # 1


CAUSE : Analog and Digital signals of EPR lost by ECAM

CONSEQUENCE :

- Engine 1 EPR analog indications are replace by amber circle on the E/W CRT

- Engine 1 EPR numerical indication is replaced by amber crosses on the E/W CRT


N.B. This malfunction have no effect when the N1 backup mode is selected.




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MALFUNCTION : E P R INDICATION FAULT # 2


CAUSE : Analog and digital signals of EPR lost by ECAM

CONSEQUENCE :

- Engine 2 EPR analog indications are replaced by amber circle on the E/W CRT

- Engine 2 EPR numerical indication is replaced by amber crosses on the E/W CRT






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MALFUNCTION : E P R INC/DEC # 1

PARAMETER : ENGINE 1 PRESSURE RATIO

MIN VALUE : 0.6 MAX VALUE: 1.8 CHANGE RATE: 0.1/s



CONSEQUENCE :

- EPR indication is always green, and limited to 1.65 (high) 0.95 (low)


N.B. This malfunction have no effect when N1 backup mode is selected.




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MALFUNCTION : E P R INC/DEC # 2

PARAMETER : ENGINE 2 PRESSURE RATIO

MIN VALUE : 0.6 MAX VALUE: 1.8 CHANGE RATE: 0.1/s



CONSEQUENCE :

- EPR indication is always green and limited to 1.65 (high) 0.95 (low)






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CONSEQUENCE :


If N1 vibrations advisory level is reached:(5U)







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CONSEQUENCE :









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PARAMETER/VALUES ::




CONSEQUENCE :












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PARAMETER/VALUES ::




CONSEQUENCE :












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PARAMETER/VALUES ::




CONSEQUENCE :












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PARAMETER/VALUES ::




CONSEQUENCE :












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CHAPTER 31 - FADEC IAE

CONTENTS:





FADEC 1 FAIL

FADEC 2 FAIL

INCORR REV PWR ENG 1 (LOW)

INCORR REV PWR ENG 2 (HIGH)

THR TARGET NEEDLE FAIL

SIMULATORA320 SIMULATED MALFUNCTIONS DESCRIPTION FADEC IAE



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CHAPTER 31: FADEC IAE




CONSEQUENCE :






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CONSEQUENCE :






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CONSEQUENCE :


If flight phases 1,2,6,7,8,9 or 10






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CONSEQUENCE :


If flight phases 1, 2, 6, 7, 8, 9 or 10






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CONSEQUENCE :


• Engine 1 stops

If flight phases 1,2,3,6,9 or 10:










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CONSEQUENCE :


• Engine 2 stops

If flight phases 1,2,3,6,9 or 10:










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MALFUNCTION : INCORR REV PWR ENG 1 (LOW)



CONSEQUENCE :

- Engine 1 Reverse extends normally but engine 1 performances remain at low power during the whole reverse phasewhatever the throttle 1 position is.





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MALFUNCTION : INCORR REV PWR ENG 2 (HIGH)



CONSEQUENCE :

- Engine 2 revese extends normally but engine 2 performances reached then remain at high power during the wholereverse phase whatever the throttle 2 position is.





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MALFUNCTION : THR TARGET NEEDLE FAIL


CAUSE : Loss of EPR TARGET signal by ecam

CONSEQUENCE :

- No more indication of engine 1 EPR TARGET





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A 320 Simulator Malfunctions

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Transcript of A 320 Simulator Malfunctions