411A,
No, that won't help you on the A310 I'm afraid. There's no such named breaker on the -200's I flew (vintage 77'.) There's an audio CB but then you'd be lost com and no fire warning, no GPWS, no mask mic, no alt alerter or system warnings or anything (was strictly not allowed.) The A310-200 doesn't have an engineer despite what some have posted here, so without fuel alerts that's a real good way to flame out engines. There is a warning override button that only affects the lower level alerts and then there's the ground prox which on your old L1011 you wouldn't think twice about pulling. Not so on the Mother Airbus first glass airplane. If you do this, you will dick up all kinds of systems, possibly loose pressurization, window and probe heat, etc, etc.
I flew a lot of the American designs 747, 727, DC-10, 737 and they are designed around the pilot and your old school technique worked great; whereas the airbus transfers fuel and goes into a 90 degree straight up deck angle without telling the pilots why it wants these things (unless you're lucky and you happen to be staring at the FMA or the Fuel Page when it gets these great ideas.) It just doesn't know that you can't possibly have a stick shaker followed by a clacker in less than a second.... All it knows is that it will prevent overspeed at all costs.... And it doesn't happen slow and obvious like a lumbering tristar; the power to weight ratio is so much better with the composite airframe it can get away from you rather quickly; hence the type's high "tail slide/Bob Hoover incident/accident rate.
411A, watch the movie "2001" and you will have some idea what happens when you design a computer with higher authority than a crewmember. But understanding this is power. You can step in early and be "Dave Bowman" and disconnect "Hal" early on before he gets you killed.
So, the moral of the story is A310 crewmembers learned not to be a test pilot never pull CB's not called for in the checklist: or else you stood an excellent chance of making your problems even worse. Experienced computer guys understood: Disconnect all the flight automation and hand fly body angel and N1, ignore all the haywire pandemonium and let the Pilot-not-handling go through the checklist and if that doesn't apply or work then you're a test pilot.
Or just play it safe, and let the crappy 186 code try to cool down and sort itself out. This bird was created with singular failures in mind. The automation can't handle multiple probes/static ports frozen.
All JMHO's.