Aircraft Air Conditioning Systems Quiz

<p>24 deg.C for pack one and 15 deg.C for pack two (B)</p> Signup and view all the answers

<p>Adding air conditioned air to the flow (D)</p> Signup and view all the answers

<p>Only when differential pressure is less than 1 psi. (B)</p> Signup and view all the answers

<p>The secondary computer takes over (all functions as normal) (C)</p> Signup and view all the answers

<p>No effect on pack regulation backup mode is lost (A)</p> Signup and view all the answers

<p>Pack outlet temperature is controlled to between 5 and 30 deg.C by the anti-ice valve (A)</p> Signup and view all the answers

<p>Optimized regulation is lost (A)</p> Signup and view all the answers

<p>High (C)</p> Signup and view all the answers

<p>Modulating of pack flow (D)</p> Signup and view all the answers

<p>Regulates the pressure of hot air tapped upstream of the packs (A)</p> Signup and view all the answers

<p>Is pneumatically operated and electrically controlled (A)</p> Signup and view all the answers

<p>The minimum idle is increased automatically (A)</p> Signup and view all the answers

<p>9,550 ft +/- 350 ft (A)</p> Signup and view all the answers

<p>1 psi. (D)</p> Signup and view all the answers

<p>Yes, provided the airflow supplied by the ground cart is less than 1.2 kg/ s (C)</p> Signup and view all the answers

<p>Engine bleed air and recirculated air, or if selected, APU bleed air and recirculated air. (B)</p> Signup and view all the answers

<p>Closed. (D)</p> Signup and view all the answers

<p>They automatically close. (C)</p> Signup and view all the answers

<p>A ZONE control valve. (D)</p> Signup and view all the answers

<p>After rotation. (B)</p> Signup and view all the answers

<p>With a low passenger load to reduce bleed air demand and improve fuel efficiency. (D)</p> Signup and view all the answers

<p>Means that either the inlet or outlet isolation valve(s) disagrees with the switch position. (B)</p> Signup and view all the answers

<p>LGCIU, ADIRU, FMGS, and EIU. (B)</p> Signup and view all the answers

<p>Two zone controllers that pass information and requests to two pack controllers. (C)</p> Signup and view all the answers

<p>Dual pack failure or smoke removal. (C)</p> Signup and view all the answers

<p>The associated trim air valve immediately moves to a different position. (B)</p> Signup and view all the answers

<p>Depends on the crossbleed selector (C)</p> Signup and view all the answers

<p>Both are correct. (A)</p> Signup and view all the answers

<p>The hot air press. reg. valve opens and the trim air valves close. (C)</p> Signup and view all the answers

Conditioned air is circulated throughout various sections of the aircraft.

The 'HOT AIR FAULT' light illuminates on the air conditioning panel when there is a problem with the regulation of hot air in the cabin.

In normal flight, when the aircraft operates in a closed circuit configuration, the avionics ventilation system cools the cooling air by flowing it over a part that extracts heat from the aircraft's skin - the skin heat exchanger.

When the bleed air from the APU is being used to supply the air conditioning system, the pressure is automatically set to a high setting regardless of the pack flow selector position.

The zone controller uses the trim air valve to regulate the temperature in each zone of the aircraft.

The hot air pressure regulating valve controls the pressure of the hot air that is supplied to the air conditioning packs.

The pack flow control valve is operated pneumatically and controlled electrically.

If the heating or cooling demand in a specific zone can't be met, the auto thrust system will automatically increase engine/idle power to provide more air.

The normal maximum cabin altitude is 9,550 feet +/- 350 feet.

The maximum allowable negative differential pressure for the cabin is 2 psi.

Both the APU and ground units can supply air for both air conditioning and pressurization.

During an exterior preflight on a warm day, the avionics ventilation system inlet and extract valves are typically in the open position.

During engine start, the pack flow control valves automatically close to prevent the flow of bleed air.

Each zone's temperature is optimized by a trim air valve that regulates the amount of hot air added to the zone.

Normal pressurization begins after the aircraft has rotated during takeoff.

Normal depressurization is completed 1 minute after landing.

During cold conditions, the pack flow controller can be set to LO to achieve a higher cabin temperature range.

An amber AFT ISOL VALVE fault light indicates that either the inlet or outlet isolation valve(s) are not in the correct position.

Two zone controllers are responsible for communicating temperature information and requests to two pack controllers.

The ram air valve can be used for emergency smoke removal and ventilation in the event of dual pack failure, providing a source of fresh outside air.

Adjusting a temperature selector knob sends a signal to the zone controller, requesting a change in temperature.

With both APU BLEED and engine BLEED switches ON, the engine bleed valves are in the closed position.

The pressurization system can be overridden manually by selecting CABIN PRESS MODE SEL to OVERRIDE and using the MAN V/S CTL toggle switch.

The ram air valve is used for emergency situations like smoke removal and ventilation when dual packs fail.

Placing the EXTRACT push button to override places the avionics ventilation system in the closed configuration.

The ram air valve must be activated manually, and it should only be opened when the aircraft is on the ground.

With the pressurization system in the automatic mode, all valves below the waterline are closed when the ditching push button is selected.

The HOT AIR valve push button controls the hot air manifold, directing hot air to the mixing unit.

The pressurization auto controllers are set by the flight plan load in the MCDU and the QNH setting refines the depressurization schedule for landing.

Aft cargo indications can be found on the CRUISE and COND pages of the ECAM.

The avionics ventilation system indications are on the in-flight ECAM cruise page and the CAB PRESS pages.

When the APU bleed is supplying the packs, a zone controller will send a demand signal to increase airflow to the APU ECB if a zone’s temperature cannot be met.

When using APU bleed air and the pack flow controller is set to NORM, the PACK FLOW indicator is typically displayed as HIGH.

The pack flow should be set to HIGH in situations like smoke removal, hot/humid conditions, and high passenger loads.

The mixing unit blends conditioned air with cabin air and/or hot trim air before it is distributed to different zones.

The temperature of each aircraft zone is optimized by means of a TRIM AIR valve.

When the APU is supplying the pack, if a predetermined zone temperature cannot be maintained, the pack controller signals increased airflow to the APU ECB.

Conditioned air and fresh air are combined with a trim air valve, and this mixed air is then distributed to each zone.

The A320 has a static inverter that converts DC battery power to AC power for the AC ESS bus. The DC ESS bus is powered by the DC ESS SHED bus.

The pack flow control valve automatically closes during engine starting, pack overheat, or operation of the fire or ditching push button.

Emergency ram air inlet provides airflow only when differential pressure is below 1 psi and the ditching switch is not selected.

The batteries are automatically connected to the DC BAT bus when speed decreases below 70 knots.

The IDG DISCONNECT switch should not be depressed for more than 3 seconds to prevent damage.

The IDG Fault light illuminates in the event of an IDG oil overheat or IDG low oil pressure.

The battery voltages must be checked after external power is switched ON and batteries are selected to ON.

Having started the APU, the APU generator can power the electrical system by pushing the EXT PWR push button to disconnect external power.

The APU BLEED valve will automatically close above 28,000 feet during descent. It will automatically reopen once the aircraft is below the 28,000-foot threshold.

The APU can be shut down from outside the aircraft using the APU SHUT OFF pushbutton on the external power panel.

Automatic shutdown of the APU on the ground will not happen during a fire test. The crew must manually perform a fire test.

The APU is supplied with fuel from either the left or right fuel feed line.

The No Break Power Transfer function is inhibited in case of an APU shutdown from the external power panel, from the REFUEL/DEFUEL panel or from the APU FIRE pushbutton.

The APU can be used with wing anti-ice, but the APU bleed valve should not be opened while using wing anti-ice.

The APU can be started on the ground using only the aircraft batteries.

There are two APU fire extinguisher bottles installed on the aircraft.

The APU bleed valve will automatically close during climb and will reopen during descent.

The Flight Management part of the FMGC includes Navigation, flight planning, and A/THR commands.

The present position of the aircraft can be entered through the ADIRS CDU or on the INIT page of the MCDU.

The PFD should be inboard and the ND should be outboard.

The IR’s provide heading, attitude, and altitude information which is displayed on the PFD.

A normal IR alignment process takes approximately 3 minutes.

The IR ALIGN light is extinguished once the alignment process is complete.

An amber flashing IR FAULT light indicates that the respective IR is faulty and a complete failure may have occurred.

If IR #2 is lost, move the ATT HDG rotary selector knob to F/O 3 to use the alternate IR for attitude and heading information.

A/THR in white indicates that the auto thrust system is armed and ready to be activated.

The LOW ACCURACY message is displayed when there is a difference in the position calculated by the FMGC and the position determined by the IR.

Setting a higher speed target in the auto thrust system might provide some additional thrust but it will not surpass the maximum available thrust at maximum climb.

The Air Data Modules (ADMs) provide airspeed, altitude, and vertical speed which is displayed on the PFD’s.

Autoland and single-engine approaches are possible with the autopilot, but autoland is only available with two operational engines.

The hot air pressure regulating valve closes and the trim air valves open.

The trim air provides cold air to the air conditioning system.

Zone controllers regulate temperature in each zone by controlling trim air flow. Pack controllers manage the primary airflow.

If both primary and secondary channels of the zone controller fail, the packs will maintain a fixed temperature of 20 deg.C for pack one and 10 deg.C for pack two.

In normal flight, with a closed-circuit configuration, the avionics ventilation system cools the air by passing it through a skin heat exchanger, extracting heat from the aircraft's surface.

The ram air switch should be used when the differential pressure is greater than 1 psi.

If the primary channel of the pack controller fails, the secondary channel will act as a backup, but the regulation may not be optimized.

The secondary channel of the pack controller would be lost, having no effect on pack regulation.

If the hot air pressure regulating valve fails open, optimized regulation is lost.

The pack flow is automatically selected to high when the APU bleed valve is open to meet the increased air demand.

Each trim air valve optimizes the temperature by adding hot air to the mixing unit depending on the zone's requirements.

The hot air pressure regulating valve regulates the pressure of hot air tapped upstream of the packs.

The engine/idle power is automatically increased by the auto thrust system if the heating or cooling demand in a specific zone cannot be met.

Both the engine bleed air and recirculated air, or, if selected, APU bleed air and recirculated air, are used for air conditioning and pressurization.