Airbus 320 Technical Knowledge Reviewer

8/10/2019 Airbus 320 Technical Knowledge Reviewer

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AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY

1. HOT AIR "FAULT" LIGHT ILLUMINATES ON THE AIR CONDITIONING PANEL:A. THE HOT AIR PRESS REG. VALVE OPENS AND THE TRIM AIR VALVES CLOSEB. THE HOT AIR PRESS REG. VALVE CLOSES AND THE TRIM AIR VALVES OPENC. THE HOT AIR PRESS REG. VALVE CLOSES AND THE TRIM AIR VALVES CLOSE

2. IN CASE OF ZONE CONTROLLER PRIMARY AND SECONDARY CHANNEL FAILURE,WHAT TEMPERATURES ARE MAINTAINED BY PACK 1 AND 2?

A. 15 DEGREES CELSIUS BOTHB. 25 DEGREES CELSIUS BOTHC. 20 DEGREES CELSIUS PACK 1 - 10 DEGREES CELSIUS PACK 2D. 24 DEGREES CELSIUS PACK 1 - 15 DEGREES CELSIUS PACK 2

3. DURING NORMAL FLIGHT, THE AVIONICS VENTILATION SYSTEM CONTROLS THETEMPERATURE OF THE COOLING AIR BY:

A. ADDING AIR CONDITIONED AIR TO THE FLOW

B. EXTRACTING AIR OVER BOARDC. ADDING AVIONICS BAY AIRD. PASSING AIR THROUGH A SKIN HEAT EXCHANGER

4. THE RAM AIR SWITCH SHOULD BE USED:A. AT ANY TIMEB. ONLY WHEN DIFF PRESS IS LESS THAN 1 PSIC. WHEN PRESS IS GREATER THAN 1 PSI DIFFD. ONLY AFTER OUTFLOW VALVE IS FULLY OPENED

5. PACK CONTROLLERS, PRIMARY CHANNEL FAILURE:A. THE SECONDARY COMPUTER OPERATES AS A BACK UP MODE ANDREGULATIONIS NOT OPTIMIZEDB. THE SECONDARY COMPUTER TAKES OVERC. PACK IS LOST

6. PACK CONTROLLERS, SECONDARY CHANNEL FAILURE:A. NO EFFECT ON PACK REGULATION BACK UP MODE IS LOSTB. PACK IS LOSTC. NO EFFECT

7. PACKS CONTROLLERS, PRIMARY AND SECONDARY CHANNELS FAILURE:

A. PACK OUTLET TEMPERATURE IS CONTROLLED AT 15 DEGREES CELSIUS BYTHE

ANTI-ICE VALVEB. THE PACK IS CLOSEDAIR CONDITIONING - PRESSURIZATION


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8. HOT AIR PRESS REG VALVE FAILED OPEN:A. OPTIMISED REGULATION IS LOSTB. THE TEMPERATURE STAYS AT THE VALVE SELECTED WHEN THE FAILUREOCCURSC. NO EFFECT

9. BLEED AIR SUPPLIED FROM THE APU (APU BLEED VALVE OPEN) THE PACKFLOW IS

AUTOMATICALLY SELECTED:A. HIGHB. NORMALC. LOW

10. TRIM AIR VALVE, EACH ONE OPTIMIZES THE TEMPERATURE BY:A. ADDING HOT AIRB. ADDING FRESH AIRC. MODULATION OF PACK FLOW

11. HOT AIR PRESSURE REGULATING VALVE:A. REGULATES THE PRESSURE OF HOT AIR TAPPED UPSTREAM OF THE PACKSB. IS SPRINGLOADED OPEN IN THE ABSENCE OF AIRC. OPENS AUTOMATICALLY IN CASE OF DUCT OVERHEAT

12. PACK FLOW CONTROL VALVE:A. PNEUMATICALLY OPERATED AND ELECTRICALLY CONTROLLEDB. ELECTRICALLY OPERATED AND PNEUMATICALLY CONTROLLEDC. OPENS AUTOMATICALLY DURING ENGINE STARTING

13. THE TEMPERATURE SELECTORS ARE LOCATED IN:

A. THE COCKPITB. THE CABINC. BOTH

14. PACK FLOW MAY BE SELECTED FROM:A. THE COCKPITB. THE CABINC. BOTH

15. ENGINE FLOW DEMAND, WHEN THE HEATING OR COOLING DEMAND IN ONEZONE

CANNOT BE SATISFIED:A. THE MANIMUM IDLE MUST BE INCREASED MANUALLYB. THE MINIMUM IDLE IS INCREASED AUTOMATICALLYC. IN ANY CASE, FLIGHT IDLE IS SUFFICIENT


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16. WHAT IS THE MAX NORM CAB ALT:A. 8000'B. 9550' + 350'C. 14000'

17. WHAT IS THE MAX NEGATIVE DIFFERENTIAL PRESSURE FOR THE CABIN:A. 0 PSIB. 1 PSIC. 2 PSI

18. IS IT POSSIBLE TO USE SIMULTANEOUSLY PACKS AND LP GROUND UNITDURINGLONG STOPS IN A HOT AIRFIELD:

A. YESB. NOC. YES, IF EXTERNAL TEMPERATURE IS >50'

19. TRIM AIR VALVES ARE MODULATED BY:A. THE ZONE CONTROLLERB. ANTI-ICE VALVEC. HOT AIR PRESSURE REGULATING VALVE

20. THE MIXING UNIT IS CONNECTED TO:A. PACKS, CABIN AIR, EMERGENCY RAM AIR INLET AND LP GROUND CONNECTORB. PACKS, EMERGENCY RAM AIR INLET AND LP GROUND CONNECTORC. PACKS AND CABIN AIR

21. ONCE SET TO "ON" THE AIR CONDITIONING PACKS OPERATE:A. AUTOMATICALLY AND INDEPENDENTLY OF EACH OTHER

B. NORMALLY AND INDEPENDENTLY OF EACH OTHERC. AUTOMATICALLY, PACK 1 AS A MASTER, PACK 2 AS A SLAVE

22. EMERGENCY RAM AIR INLET, WHEN SET TO "ON" THE RAM AIR VALVE WILLOPEN:

A. IN ANY CASEB. PROVIDED DITCHING IS NOT SELECTEDC. P < 1 PSI AND DITCHING NOT SELECTED

23. COND ZONE REGULATOR FAULT (PRIMARY CHANNEL FAILED):A. CABIN ZONE AT FIXED TEMP (24 DEGREES CELSIUS)

B. PACKS AT FIXED TEMP (15 DEGREES CELSIUS)C. SECONDARY CHANNEL REPLACES PRIMARY CHANNEL

24. CONDITIONED AIR IS DISTRIBUTED TO:A. COCKPIT, CARGO BAYS, AND CABINB. COCKPIT, FORWARD AND AFT CABINSC. COCKPIT, AVIONICS BAY, CABIN


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25. THE CABIN ZONE TEMPERATURE SENSORS ARE VENTILATED BY THE AIREXTRACTEDBY THE LAVATORY AND GALLEYS FANS:

A. TRUEB. FALSE

26. TEMPERATURE CONTROL IS AUTOMATIC AND IS REGULATED BY:A. ZONE CONTROLLERSB. PACK 1 AND 2 CONTROLLERSC. BOTH A + B ABOVE

27. IF A PACK CONTROLLER FAILS, THE PACK OUTLET AIR TEMPERATURE ISREGULATEDTO:

A. 10 DEGREES CELSIUSB. 18 DEGREES CELSIUSC. 15 DEGREES CELSIUS

28. IN CASE OF PACK CONTROLLER FAILURE, THE PACK OUTLET AIRTEMPERATURE ISCONTROLLED BY:

A. PACK BY-PASS VALVEB. PACK ANTI-ICE VALVEC. PACK FLOW CONTROL VALVE

29. WHEN THE PACK FLOW CONTROL KNOB IS POSITIONED TO HI, AIR FLOW IS:A. 80% OF NORMALB. 150% OF NORMALC. 120% OF NORMAL

30. WHEN USING APU BLEED TO SUPPLY THE PACKS, WITH THE PACK FLOWSELECTOR

AT LO, THE PACK AIR FLOW IS:A. 80% OF NORMALB. NORMALC. 120% OF NORMAL

31. THE PACK FLOW CONTROL VALVE CLOSES AUTOMATICALLY IN CASE OF:A. PACK OVERHEAT, ENGINE FIRE PUSHBUTTON RELEASED, ENGINE START,DITCHING PB PRESSED

B. BLEED VALVE FAILURE, PACK OUTLET PRESSURE INCREASEC. BOTH A + B

32. IN CASE OF TRIM AIR SYSTEM FAULT THE SECONDARY CHANNEL ON THEZONECONTROLLER REGULATES THE ZONE TEMPERATURE AT:



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33. IN CASEOF TOTAL ZONE CONTROLLER FAILURE:A. HOT AIR AND TRIM AIR VALVES OPEN AND PACKS DELIVER AIR AT FIXEDTEMPERATURE - 15 DEGREES CELSIUS PACK 1, 10 DEGREES CELSIUS PACK 2B. HOT AIR AND TRIM AIR VALVES CLOSE AND PACKS DELIVER AIR AT FIXEDTEMPERATURE - 15 DEGREES CELSIUS PACK 1, 10 DEGREES CELSIUS PACK 2C. HOT AIR AND TRIM AIR VALVES CLOSE AND PACKS DELIVER AIR AT FIXEDTEMPERATURE - 20 DEGREES CELSIUS PACK 1, 10 DEGREES CELSIUS PACK 2

34. DURING LANDING RUN PACK AIR FLAPS OPEN WHEN SPEED IS LESS THAN:A. 77 KTS (AFTER 30 SEC DELAY)B. 70 KTS (AFTER 3 MINUTES)C. 70 KTS (AFTER 20 SEC DELAY)

35. WHEN APU IS SUPPLYING THE PACKS, THE PACK CONTROLLER SENDS ADEMANDSIGNAL TO INCREASE AIR FLOW WHEN A ZONE TEMPERATURE CANNOT BESATISFIED:

A. TO THE PACK RAM AIR INLET FLAPB. TO THE APU ECBC. PACK FLOW CONTROL VALVE

36. THE DITCHING SWITCH WHEN SELECTED ON SENDS A CLOSURE SIGNAL TO:A. OUTFLOW VALVEB. RAM AIR INLET AND VENTILATION EXTRACT VALVESC. THE PACK FLOW CONTROL VALVESD. ALL OF THE ABOVE

37. IN FLIGHT, WITH PRESS CONTROLLER 1 IN USE, IF IT FAILS:A. YOU HAVE TO USE THE MANUAL CONTROL

B. TRANSFERS AUTOMATICALLY TO CONTROLLER 2C. YOU HAVE TO SELECT MANUALLY CONTROLLER 2D. YOU HAVE TO SET THE LANDING ELEVATION

38. IN NORMAL OPERATION, PRESSURIZATION IS:A. FULLY AUTOMATICB. MANUALLY CONTROLLEDC. BOTH A AND B

39. THE OUTFLOW VALVE IS POWERED BY:A. ONE OF TWO ELECTRIC MOTORS

B. ONE OF THREE ELECTRIC MOTORSC. THREE MECHANICALLY LINKED ELECTRIC MOTORS

40. DURING GROUND FUNCTION OPERATION, THE OUTFLOW VALVE IS:A. FULLY OPENB. FULLY CLOSEDC. POSITIONED ACCORDING TO FMGS DEMANDS


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41. TO SEE THE POSITION OF THE OUTFLOW VALVE IT IS NECESSARY TO CALLECAM:

A. COND PAGEB. BLEED PAGEC. PRESS PAGE

42. TWO IDENTICAL, INDEPENDENT, AUTOMATIC DIGITAL PRESSURIZATIONCONTROLLERS ARE USED FOR SYSTEM CONTROL:

A. ONE CONTROLLER ACTIVE, ONE IN STANDBYB. BOTH CONTROLLERS MONITORED BY FMGCC. NO CONTROLLER FOR CLIMB PHASE AND N2 CONTROLLER IN CRUISE ANDDESCENT

43. WHICH CONTROLLER GENERATES EXCESS CABIN ALTITUDE AND PRESSUREOUTPUTS FOR ECAM INDICATION IN MANUAL MODE:

A. BOTHB. N1

C. N2

44. WHEN RAM AIR PB SET TO ON THE OUTFLOW VALVE WILL FULLY OPEN WHEN:A. > 1.5 PSIB. < 3 PSIC. < 1 PSI

45. THE PURPOSE OF THE SAFETY VALVES IS TO AVOID:A. EXCESSIVE POSITIVE PRESSURE DIFFERENTIALB. EXCESSIVE NEGATIVE DIFFERENTIALC. BOTH A AND B ABOVE

46. THE SAFETY VALVES ARE OPERATED:A. ELECTRICALLYB. HYDRAULICALLYC. PNEUMATICALLY

47. WHEN LANDING ELEVATION IS SET TO AUTO, THE LANDING ELEVATION ISSENT TOTHE CONTROLLER FROM:

A. FMGSB. FCUC. ADIRS

48. WHEN MODE SEL IS SET TO MANUAL, THE OUTFLOW VALVE IS CONTROLLEDBYSIGNALS SENT VIA CONTROLLER 1 OR 2:

A. TRUEB. FALSE


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49. ON ECAM CAB PRESS PAGE, THE OUTFLOW VALVE INDICATOR CHANGES TOAMBERIT:

A. FULLY CLOSEDB. FULLY OPEN IN FLIGHTC. FULLY OPEN ON GROUND

50. ON ECAM CAB PRESS PAGE, THE SAFETY VALVE INDICATION CHANGES TOAMBER IT:A. BOTH SAFETY VALVES ARE FULLY OPENB. ONE SAFETY VALVE IS OPENC. BOTH SAFETY VALVES ARE FULLY CLOSED

51. ON ECAM CAB PRESS PAGE, THE CABIN ALTITUDE INDICATION CHANGES TOREDWHEN CABIN ALTITUDE IS:

A. > 14,000 FT.

B. > 8,500 FTC. > 9,450 FT

52. FOLLOWING A SYS 1 FAULT:A. MASTER CAUTION IS ACTIVATED AND ECAM ACTIONS MUST BE TAKEN BY THECREWB. SYSTEM 2 MUST BE SELECTED BY THE CREWC. SYSTEM 2 TAKES OVER AUTOMATICALLY WITHOUT CREW ACTION

53. CABIN PRESSURIZATION STARTS AT:A. ENGINE STARTB. TAKE-OFF POWER SELECTION

C. LIFT-OFF

54. THE PRESSURE SAFETY VALVES OPEN AT:A. 8.06 PSIB. 8.6 PSIC. 9.0 PSID. 7.6 PSI

55. IN AUTOMATIC MODE, CABIN PRESSURIZATION IS OPTIMIZED BY USINGINFORMATIONFROM:

A. FMGS CRUISE LEVEL, TIME TO CLIMB AND STATIC PRESSURE INFORMATIONB. ACTUAL CRUISE LEVEL, CRUISE N, SETTING AND LANDING ELEVATION INPUTC. SELECTED CABIN ALTITUDE ROTARY SWITCH AND FMGS LANDING ELEVATION

56. WHEN THE APU MASTER SWITCH IS RELEASED, A NORMAL APU SHUT-DOWNOCCURS:

A. WITHOUT DELAY, IN ALL CASESB. WITH A DELAY, IN ALL CASESC. WITH A DELAY IF THE BLEED AIR WAS IN USE


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57. WHAT ARE THE APU MANUAL SHUT-DOWN POSSIBILITIES IN THE COCKPIT?A. APU MASTER SWITCH PUSHBUTTON / APU FIRE PUSHBUTTON SWITCHB. APU MASTER SWITCH PUSHBUTTONC. APU FIRE PUSHBUTTON SWITCH / APU SHUT-OFF PUSHBUTTON

58. NORMAL ELECTRICAL SYSTEM BEING AVAILABLE, YOU MAY RESTART THE APUUP TO:

A. 31,000 FTB. 20,000 FTC. 39,000 FT

59. WHEN THE APU IS RUNNING, THE APU FUEL PUMP:A. RUNS WHEN TANK PUMPS PRESSURE IS NOT SUFFICIENTB. RUNS ALL THE TIMEC. RUNS ONLY IN FLIGHTD. RUNS WHEN THE APU FUEL PUMP IS SELECTED ON

60. NORMAL APU ROTATION SPEED (N%) IS:A. 99% (101% FOR ENGINE START)B. STEADY AT 99%

61. APU MASTER SWITCH SELECTED ON:A. ON ILLUMINATES BLUE. APU SYSTEM IS SUPPLIED AND APU STARTS AT 95%,AVAILCOMES ONB. ON ILLUMINATES BLUE. APU SYSTEM IS SUPPLIED. APU STARTS AS SOON ASSTART P/B IS DEPRESSED AND INTAKE FLAP OPENS.

62. APU BLEED AIR IS CONTROLLED:

A. BY ECB (N% ADJUSTMENT)B. NOT CONTROLLEDC. BY APU BLEED VALVE WHICH OPERATES AS SHUT-OFF VALVE

63. APU N INDICATION BECOMES AMBER ON ECAM SD, WHEN:A. N > 107%B. N > 102%C. N > 99%

64. APU EGT INDICATION BECOMES RED ON ECAM SD, WHEN:A. EGT > 715 DEGREES CELSIUS (APU RUNNING)

B. EGT > 1038 DEGREES CELSIUS (APU RUNNING)C. EGT > 711 DEGREES CELSIUS (APU RUNNING) OR EGT >1038 DEGREESCELSIUS(DURING APU START)


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65. ON GROUND, APU PROVIDES:A. ELEC POWER + HYDRAULIC POWERB. ELEC POWER + BLEED AIR

66. AIR BLEED EXTRACTION FOR WING ANTI-ICE:A. IS PERMITTEDB. IS NOT PERMITTED

67. CAN YOU START THE APU USING THE A/C BATTERIES:A. YESB. NO

68. THE APU IS SUPPLIED FROM THE:A. LEFT FUEL FEED LINEB. RIGHT FUEL FEED LINE

69. IF AIR BLEED WAS USED, AFTER A MANUAL SHUT-DOWN SEQUENCE THE APU:

A. STOPS IMMEDIATELYB. KEEPS RUNNING FOR FOUR MINUTESC. KEEPS RUNNING BETWEEN 60 SEC AND 120 SEC MAX

70. AVAIL LIGHT ILLUMINATES ON START PB WHEN:A. EXTERNAL POWER IS DISCONNECTEDB. APU N REACHES 95%C. APU ELECTRIC POWER IS USED

71. THE APU HAS ITS OWN LUBRICATION SYSTEM:A. YESB. NO

72. WHAT DETERMINES THE APU SPEED IN ACCORDANCE WITH AIR BLEEDDEMAND:

A. ELECTRONIC CONTROL BOXB. AIR CONDITIONING SYSTEMC. AIR INTAKE SYSTEM

73. BESIDES THE MASTER SWITCH ON THE COCKPIT APU PANEL, APU SHUTDOWNISPOSSIBLE BY:

A. SWITCHING OFF THE LEFT FUEL PUMPS

B. PUSHING THE APU FIRE PUSHBUTTONC. PRESSING APU SHUTOFF PUSHBUTTON ON EXTERNAL INTERPHONE PANELD. EITHER B OR C

74. THE SUPPLY OF ELECTRICAL POWER HAS PRIORITY OVER BLEED AIR SUPPLY:A. NOB. YESC. SOMETIMES


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75. MASTER SWITCH ON, THE:A. APU STARTSB. ECB IS ELECTRICALLY SUPPLIEDC. AIR INTAKE FLAP CLOSES

76. IF RMP 2 FAILS:A. THE WHOLE SYSTEM IS INOPERATIVEB. VHF2 AND HF2 FREQUENCIES CANNOT BE CONTROLLEDC. ALL COM SYSTEMS CAN BE CONTROLLED BY ANY OTHER RMPD. ONLY VHF2 FREQUENCIES CANNOT BE CONTROLLED

77. IN NORMAL OPERATION, RMP1 IS DEDICATED TO:A. HF1 AND HF2B. VHF1C. VHF2D. HF1

78. IF YOU SELECT VHF2 ON RMP1, THE SEL LIGHT ILLUMINATES ON:A. RMP1 AND RMP2B. RMP1, RMP2 AND RMP3C. RMP1 ONLYD. RMP2 ONLY

79. TO ACTIVATE THE VOICE RECORDER BEFORE ENGINE START YOU HAVE TOPRESS:

A. THE CVR ERASE PBB. THE GROUND CONTROL PBC. THE CVR TEST PB

80. YOU PUSH MECH TRANSMISSION KEY ON THE ACP PANEL:A. YOU CAN SPEAK TO GROUND MECH THROUGH THE HANDSETB. YOU CAN SPEAK TO GROUND MECH VIA ACP INT P/BC. YOU ARE ON LINE WITH GROUND MECH VIA ACP CAB P/B

81. YOU WANT TO ERASE THE CVR RECORDING:A. YOU PUSH THE ERASE P/B ONE TIMEB. YOU PUSH THE ERASE P/B FOR 2 SECONDS IN FLIGHTC. YOU PUSH THE ERASE P/B MORE THAN 2 SECONDS AND CHECK THE PARKINGBRAKE ON

82. INTERPHONE SYSTEM PERMITS YOU TO SPEAK TO:A. THE CABIN ATTENDANTSB. ALL OCCUPANTS IN THE COCKPITC. THE MECHANIC ON THE GROUNDD. ALL THE ABOVE


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83. CAN YOU OBTAIN A "A M" GREEN LIGHT ON RMP2:A. YESB. NOCOMMUNICATIONS

84. HOW DO YOU RECEIVE ATIS INFORMATION USING THE VOR?A. SELECTING ON VOICE PUSHBUTTON ON THE ACP AND VOR RECEPTION KNOBB. SELECTING VOICE PUSHBUTTON ONLY

85. HOW DO YOU CANCEL ON VOICE GREEN LIGHT?A. BY DEPRESSING AGAIN THE ON VOICE PUSHBUTTONB. BY DEPRESSING THE VOR RECEPTION PUSHBUTTONC. BOTH

86. WHAT IS THE FUNCTION OF THE RESET PUSHBUTTON ON THE ACP?A. TO RESTART SYSTEM OPERATIONB. TO CANCEL THE PREVIOUS SELECTIONSC. TO CANCEL ANY LIGHTED CALLS

87. WHEN USING THE OXY MASK OR BOOM HEADSET, IF THE INT/RAD KEY IS SETTO INT,WILL INTERPHONE BACKGROUND NOISE BE HEARD WHEN USING THE SIDESTICKPTTFOR RADIO TRANSMISSIONS?

A. YESB. NO

88. YOU MAKE A STBY/NAV SELECTION ON A PEDESTAL RMP. CAN YOU CONFIRMTHATSELECTION ON MCDU-RAD/NAV PAGE:

A. YESB. NO

89. IS STBY/NAV TUNING POSSIBLE ON RMP-3:A. YESB. NO

90. CAN YOU HEAR THE BEACON IDENTIFICATION SELECTED THROUGH THESTBY/NAV:

A. YES, BY PRESSING CORRESPONDING RECEPTION KNOBB. YES, BY PRESSING A LSK ON THE MCDU

91. CAN YOU HEAR THE VOICE RECORDER TEST SIGNAL THROUGH THE COCKPITLOUDSPEAKERS, WITH THE PARKING BRAKE RELEASED:

A. YESB. NO


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92. YOU RECEIVE A SELCAL ON VHF 2, WHAT HAPPENS ON YOUR ACP?A. AMBER SIGN CALL FLASHES ON VHF 2 KEYB. THREE GREEN BARS COME ONC. WHITE SELCAL APPEARS ON VHF 2 P/B AND VHF 2 RECEPTION SELECTORILLUMINATES WHITE

93. CAN YOU SPEAK ON VHF AND THE PA AT THE SAME TIME:A. NEVERB. YES BY PRESSING RAD TOGGLE SW AND PA KEYC. YES BY USING STICK PTT COMMAND AND PA KEY

94. WHEN YOU SELECT CAPT 3 ON THE AUDIO SWITCHING PANEL:A. THE CAPTAIN USES HEADSET OF 3 RD OCCUPANTB. 3RD OCCUPANT USES CAPTAIN EQUIPMENTC. THE CAPTAIN USES HIS ACOUSTIC EQUIPMENT AND THE 3RD OCCUPANT ACP

95. CAN YOU SELECT VOR 2 FREQUENCY WITH RMP 1?

A. YESB. NO

96. IF VHF 1 IS SELECTED ON RMP 2, SEL LIGHT ILLUMINATES WHITE:A. ON RMP 2B. ON RMP 1C. ON RMP 1 AND 2

97. IF RMP 1 FAILS THE CREW CAN ONLY USE RMP 2:A. BY SWITCHING OFF RMP 1, THEN USING RMP 2B. BY USING OVERHEAD PANEL AUDIO SWITCHING : CAPT 3

98. IN CASE OF DUAL FMGC FAILURE, SELECTION OF RADIO NAVIGATIONFREQUENCIESIS POSSIBLE WITH:

A. RMP 1 ONLYB. RMP 1 AND 2 ONLYC. RMP 1, 2 AND 3

99. FOR COMMUNICATION WITH GROUND MECHANIC AT THE ENGINE NACELLETHECREW MUST USE THE FOLLOWING AUDIO SYSTEM SELECTION:

A. MECH + INT

B. ATT + CABC. ANY OF THE ABOVE


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100. COCKPIT VOICE RECORDER IS ENERGIZED, ON GROUND AS SOON ASAIRCRAFTELECTRICAL NETWORK IS SUPPLIED BUT ONLY FOR 5 MINUTES. IT STARTS AGAIN

ASSOON AS:

A. GND CTL IS ONB. ONE ENGINE IS RUNNINGC. A OR B

101. IF AN RMP FAILS, THE SELECTED RECEIVER IS NO LONGER CONTROLLED BYTHISRMP AND FREQUENCIES AND BARS DISAPPEAR FROM THIS RMP:

A. YESB. NO

102. WHAT IS THE MAIN PURPOSE OF THE RMP:A. TO SELECT RADIO FREQUENCIES

B. TO SELECT NAV AIDS WHEN THE MCDU HAS FAILEDC. BOTH

103. CAN YOU USE SERVICE INTERPHONE SYSTEM IN FLIGHT?A. YESB. NO

104. IF ATC MODE SELECTOR AT AUTO:A. SELECTED ATC OPERATES ONLY IN FLIGHTB. SELECTED ATC OPERATES WHEN FLEX OR TOGA POWER IS SELECTED FOR T/OC. SELECTED ATC OPERATES AS SOON AS ONE ENGINE IS RUNNING

105. ON ATC CONTROL PANEL, THE FAULT LIGHT COMES ON IF:A. SELECTED TRANSPONDER FAILSB. SYSTEM 1 OR 2 HAS FAILED

106. ON RMP, THE ON/OFF SWITCH CONTROLS:A. THE POWER SUPPLY TO THE RMPB. ONLY THE STBY NAV FUNCTION OF RMPC. ONLY THE COM FUNCTION OF RMP

107. STBY NAV HAS BEEN SELECTED BY THE USE OF NAV KEY:A. VHF FUNCTION IS LOST ON THIS RMP

B. VHF IS STILL AVAILABLE BUT ONLY THE LAST FREQUENCY SELECTED CAN BEUSEDC. NAV KEY HAS NO EFFECT ON RADIO COM FREQUENCY SELECTION


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108. IN NORMAL CONFIGURATION, HOW IS DC ESS BUS SUPPLIED?A. FROM TR1B. FROM ESS TRC. FROM TR2D. FROM BAT 2

109. WHAT HAPPENS IN CASE OF TOTAL LOSS OF MAIN GENERATORS?A. THE RAT IS AUTOMATICALLY EXTENDED AND POWERS THE YELLOW SYSTEMWHICH DRIVES THE EMERGENCY GENERATORB. THE RAT IS AUTOMATICALLY EXTENDED AND POWERS THE BLUE SYSTEMWHICHDRIVES THE EMERGENCY GENERATORC. THE RAT HAS TO BE MANUALLY EXTENDEDD. THE RAT IS EXTENDED AND MECHANICALLY CONNECTED TO THE EMERGENCYGENERATOR

110. AC ESS BUS IS NORMALLY SUPPLIED BY:

A. AC BUS 1B. AC BUS 2C. EMERGENCY GENERATORD. STATIC INVERTER

111. DC BAT BUS CAN BE SUPPLIED BY:A. DC BUS 1 OR BATTERIESB. DC BUS 1, DC BUS 2 OR BATTERIESC. DC BUS 2 OR BATTERIES

112. AC BUS TIE CONTACTORS ENABLE THE ELECTRICAL SYSTEM:A. TO BE CONNECTED IN PARALLEL

B. TO BE SUPPLIED BY ANY GENERATOR OR EXTERNAL POWERC. TO BE SUPPLIED BY APU GEN OR EXT PWR ONLY

113. WHAT HAPPENS DURING THE EMER GEN TEST?A. THE RAM AIR TURBINE (RAT) IS EXTENDEDB. THE BLUE SYSTEM IS PRESSURIZED AND THE EMERGENCY GENERATORCOMESON LINEC. THE GREEN SYSTEM IS PRESSURIZED AND THE EMERGENCY GENERATORCOMESON LINE, SUPPLIED BY HOT BUS 2

114. NORMAL MINIMUM BATTERY VOLTAGE BEFORE APU START IS:A. 22 VB. 25 VC. 27.5 VD. NO MINIMUMELECTRICAL SYSTEM


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115. WHEN DISCONNECTING THE IDG, THE BUTTON SHOULD BE PRESSED:A. FOR NO MORE THAN 3 SECSB. FOR LONGER THAN 3 SECSC. UNTIL FAULT LIGHT GOES OUTD. FOR NO MORE THAN 5 SECS

116. ON THE EMER ELEC PWR PANEL, A FAULT LIGHT ILLUMINATES UNDER THE"RAT ANDEMER GEN" LABEL. WHAT DOES IT MEAN?

A. RAT IS NOT EXTENDEDB. EMERGENCY GENERATOR IS NOT SUPPLYING WHEN AC BUS 1 AND 2 ARE NOTPOWERED (ABOVE 100 KTS) OR DC BATT BUS IS NOT POWEREDC. EMERGENCY GENERATOR IS SUPPLYING BUT AC ESS BUS IS NOT POWEREDD. EMERGENCY GENERATOR IS NOT SUPPLYING WHEN AC BUS 1 AND 2 ARE NOTPOWERED AND THE GEAR IS RETRACTED (NOSE L/G IS UP)

117. WHAT HAPPENS WHEN THE GEN 1 LINE P/B SET TO OFF?

A. AC BUS 1 AND 2 ARE NOT POWERED AND EMERGENCY GENERATOR ISAUTOMATICALLY CONNECTEDB. AC BUS 1 IS POWERED BY THE GEN 2 BECAUSE THE GEN 1 IS DEACTIVATEDC. AC BUS 1 IS POWERED BY THE GEN 2 BECAUSE THE GEN 1 LINE CONTACTOR ISOPENEDD. AC BUS 1 IS NOT POWERED BECAUSE THE GEN 1 LINE CONTACTOR IS OPENED

AND TRANSFER CONTACTOR IS NOT CLOSED.

118. IN COLD AIRCRAFT CONFIGURATION (NO AC AND NO DC SUPPLY), WHERETHE BATTERIES VOLTAGE CAN BE CHECKED?

A. ON THE ECAM ELEC PAGEB. ON THE ELEC OVERHEAD PANEL

C. THERE IS NO INDICATION

119. IN FLIGHT, ON BATTERIES ONLY, THE AC ESS SHED BUS AND THE DC ESSSHED BUS

ARE LOST:A. YESB. NO

120. THE STATIC INVERTER WORKS:A. ALWAYSB. WHEN A/C IS IN FLIGHT AND ON BATTERIES ONLY

C. WHEN ONE MAIN GENERATOR FAILS

121. ON GROUND, WHAT HAPPENS IF THE "RAT AND EMER GEN MAN ON P/B ISPRESSEDIN":

A. THE RAT IS EXTENDEDB. THE EMERGENCY GENERATOR IS ACTIVATEDC. NOTHING


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122. THE STATIC INVERTER TRANSFORMS THE DC VOLTAGE FROM THE BATTERYBUSINTO:

A. SINGLE PHASE 115 V - 400 HZ AC CURRENTB. THREE PHASE 115/200 V - 400 HZ AC CURRENT

123. IN FLIGHT, IN CASE OF LOSS OF ALL MAIN GENERATORS, EMERGENCYGENERATORNOT RUNNING, THE STATIC INVERTER SUPPLIES:

A. APU AND ENG START + AC ESS BUSB. ENG START + AC ESS BUS + AC ESS SHED BUSC. ENG START

124. THE EXTERNAL POWER HAS PRIORITY OVER THE APU GEN:A. YESB. NO

125. GEN 1 AND GEN 2, WHEN OPERATING, HAVE PRIORITY OVER APU GEN:A. YESB. NO

126. WITH APU AVAILABLE, IF ONE GENERATOR FAILS, THE FAILED GENERATOR ISREPLACED BY:

A. THE APUB. THE OTHER COMPUTER

127. THE ESS TR MAY BE USED TO REPLACE A FAULTY TR:A. YESB. NO

128. IN FLIGHT, IN CASE OF LOSS OF ALL MAIN GENERATORS, EMERGENCYGENERATORNOT RUNNING, THE DC ESS BUS IS SUPPLIED BY:

A. HOT BUS 2B. ESS TRC. BOTH

129. IN FLIGHT, IN CASE OF LOSS OF ALL MAIN GENERATORS, EMERGENCYGENERATORRUNNING, THE DC ESS BUS IS SUPPLIED BY THE :

A. HOT BUSB. ESS TRC. BOTH

130. THE IDG REGULATES THE:A. SPEEDB. VOLTAGEC. FREQUENCY OF THE GENERATOR


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131. GENERATORS ARE SOMETIMES CONNECTED IN PARALLEL:A. YESB. NO

132. IF AC BUS 1 FAILS THE AC ESS BUS IS SUPPLIED BY:A. EMER GENB. AC BUS 2C. STATIC INVERTER

133. IN CASE OF TOTAL ELECTRICAL LOSS THE AC ESS BUS IS SUPPLIED BY:A. STATIC INVERTERB. EMER GENC. BOTH

134. IN EMERGENCY CONFIGURATION, ACC ESS SHED BUS IS AUTOMATICALLY:A. SHED WITH L/G DOWNB. SUPPLIED BY STATIC INVERTER WHEN L/G IS DOWN

135. ONLY ONE GENERATOR IS OPERATING IN FLIGHT:A. MAIN GALLEY IS AUTOMATICALLY SHEDB. SECONDARY GALLEY IS AUTOMATICALLY SHEDC. ALL GALLEYS ARE SHED

136. CAN YOU RECONNECT THE IDG IN FLIGHT?A. YESB. NO

137. WHEN GEN 1 OR GEN 2 IS SELECTED TO OFF:A. THE GEN IS DEENERGIZED AND LINE CONTACTOR IS OPEN

B. THE GEN IS STILL ENERGIZED AND LINE CONTACTOR IS OPEN

138. WHEN THE EXT PWR P/B GREEN AVAIL IS ILLUMINATED, MEANS:A. THE EXT PWR IS CONNECTED TO THE A/CB. THE A/C NETWORK IS SUPPLIED

139. WHEN ARE THE BATTERIES SUPPLYING THE DC BATT BUS:A. APU STARTINGB. LOSS OF AC BUS 1C. LOSS OF AC BUS 1 + 2 (SPEED < 100 KTS)D. A + C

140. WHEN YOU WANT TO CHECK BATTERY VOLTAGE, YOU MUST SET THE BATTP/B TO:

A. AUTO POSITIONB. OFF POSITION


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141. THE BATT FAULT LIGHT ILLUMINATES WHEN:A. BATTERY VOLTAGE < 25B. BATTERY PB SEE AT OFF IN FLIGHTC. CHARGING CURRENT INCREASES AT AN ABNORMAL RATE

142. IN CERTAIN CASES, THE STATIC INVERTER IS SUPPLIED BY:A. HOT BUS 1 AND HOT BUS 2B. HOT BUS 1C. DC BATT BUS

143. SELECT THE CORRECT STATEMENT:A. DMC1 SUPPLIES DATA TO PFD1 - PFD2B. DMC1 SUPPLIES DATA TO ND1 - ND2C. DMC1 SUPPLIES DATA TO PFD1 - ND1 - EWDU

144. IN CASE OF PFDU FAILURE, THE PFD IMAGE IS TRANSFERED TO THE NDU:A. MANUALLY

B. AUTOMATICALLYC. EITHER MANUALLY OR AUTOMATICALLY

145. IF THE UPPER ECAM DISPLAY IS LOST, THE E/WD AUTOMATICALLYTRANSFERS TOLOWER ECAM DISPLAY, IF A SYSTEM DISPLAY IS REQUIRED:

A. IT DISPLAYS AUTOMATICALLYB. PRESS THE RCL BUTTONC. SWITCH OFF THE CORRESPONDING ECAM DISPLAY SELECTORD. PRESS AND HOLD THE RELEVANT SYSTEM P/B

146. WHICH COMPUTER PROCESSES THE RED WARNINGS:

A. SDACB. FWCC. DMC

147. WHAT IS THE BASIC ROLE OF THE DMC'S:A. THEY COMPUTE AND ELABORATE DISPLAYSB. GENERATION OF AUDIO WARNINGSC. GENERATION OF AMBER WARNINGS

148. WHAT IS THE MEANING OF A DIAGONAL LINE ON A CRT:A. CORRESPONDING CRT IS NOT ENERGIZED

B. ELECTRICAL SUPPLY IS GOOD AND CORRESPONDING DMC FAILEDC. AS IN ANSWER B. PLUS IT IS POSSIBLE TO GET AN IMAGE ON AGAIN, BYSWITCHING EIS DMC

149. CAN YOU READ AMBER WARNINGS ON FMA PART OF YOUR PFD:A. YESB. NO


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150. DO THE "CHECK ATT" MESSAGES APPEAR ON BOTH PFD'S AT THE SAMETIME?

A. YESB. NO

151. FAC'S CALCULATE SPEED TREND AND VLS. THE EXTREMITIES OF THE TRENDVECTOR OR ILS SEGMENT INDICATES: SPEED VALUE AT THE NEXT 10 SECONDS

AND1,23 VS1G WITH PRESENT SETTING, IS IT CORRECT:

A. YESB. NO

152. VLS INDICATION IS INHIBITED:A. DURING FIRST 10 SECONDS AFTER LIFT-OFFB. WITH SPEED BRAKES EXTENDC. IN BOTH CASES

153. FAC'S COMPUTE VLS, F, S, SHOWN ON PFD ACCORDING TO THE POSITION OFFLAPSELECTOR. IS ABOVE STATEMENT CORRECT:

A. YESB. NO

154. ALTITUDE AMBER WINDOW APPEARS, FLASHING:A. WHEN A/C GOES BELOW MDAB. WHEN A/C DEVIATES FROM ITS SELECTED ALTITUDE OR SELECTED FLC. BOTH ANSWERS ARE CORRECT

155. R.A. GIVES HEIGHT ON PFD:

A. AT THE BOTTOM OF ATTITUDE SPHEREB. ON THE ALTITUDE SCALEC. BOTH INDICATIONS

156. ON THE HORIZON LINE YOU FIND A CYAN HDG OR TRK SYMBOL. IS YOUR FDP/BSWITCHED ON:

A. YESB. NO

157. WHEN YOUR FD BARS FLASH:

A. REVISION TO THE AFS BASIC MODES HAS OCCURREDB. ALT CAPTURE IS ACTIVE AND YOU SELECT ANOTHER FLC. LOSS OF LOC OR G/S IN LAND MODE OR LOSS OF LAND MODED. A, B AND C ARE CORRECT

158. DURING TAKE-OFF FMA SHOW "SRS", WHAT IS THE ORDER OF HORIZONTALFD BAR:

A. CLIMB AT V2 + 10 KT WITH BOTH ENGINES RUNNINGB. CLIMB AT V2 WITH BOTH ENGINES RUNNING


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159. TRK - FPA IS THE SELECTED MODE FOR AFS, THE INERTIAL FPV IS NORMALLYON THEHORIZON LINE. COULD YOU SEE IT IN RED COLOUR:

A. YESB. NO

160. COULD YOU FIND ON PFD HDG SCALE A SPACE BETWEEN GREEN DIAMONDAND ILSCOURSE POINTER. IF YES, ARE ON LOC CENTER LINE?

A. YES; NO, NOT NECESSARILYB. NO ; NO, NOT NECESSARILY

161. CAN YOU READ OPTIONAL DATA (WPT OR VOR.D, NDB), ON ROSE VOR ORROSEILS:

A. YESB. NO

162. WITH RADAR SELECTED ON, WHAT CAN YOUR READ ON ND ABOUT ANTENNASETTING:

A. TILT ANGLEB. TILT ANGLE + CALIBRATION MODE

163. WHAT HAPPENS WHEN ND SHOWS RED CIRCLE WITH "MAP NOT AVAIL"MESSAGE:

A. MCDU FAILUREB. ADIRS NOT ALIGNEDC. ENGINES NOT RUNNINGDATE : AUGUST 2005 Page 23 of 79 A-320/319 - Technical Knowledge Reviewer

s. olaAIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY

164. WHAT ADDITIONAL EXTERNAL WARNINGS ARE ACTIVATED IN CASE OF ANAPU FIREON GROUND ONLY?

A. APU FIRE LIGHT ACCOMPANIED BY AN EXTERNAL HORN WARNINGB. AN EXTERNAL HORN WARNINGC. A FIRE BELL WARNING

165. WHERE ARE THE ENGINE FIRE DETECTORS LOCATED?A. ON THE FAN AND THE TURBINE

B. ON THE PYLON, THE FAN AND THE COREC. ON THE CORE AND THE GEARBOX

166. THE AGENT PUSHBUTTON IS ACTIVE WHEN:A. THE CORRESPONDING "DISCH" LIGHT IS ONB. ENGINE FIRE PB ILLUMINATESC. ENGINE FIRE PB IS PRESSED AND RELEASED


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167. WHAT DOES THE TEST PB VERIFY?A. THE DETECTION SYSTEM LOOP CIRCUIT INTEGRITYB. THE SQUIB CIRCUITS AND THE BOTTLE PRESSURE OF EXTINGUISHING SYSTEMC. BOTH

168. THE ENGINE AND APU FIRE PROTECTION SYSTEM INCLUDES:A. 1 FIRE AGENT BOTTLE FOR EACH ENGINE - 1 FIRE AGENT BOTTLE FOR THE APUB. 2 FIRE AGENT BOTTLES FOR THE ENGINES - 2 FIRE AGENT BOTTLES FOR THE

APUC. 2 FIRE AGENT BOTTLES FOR EACH ENGINE - 1 FIRE AGENT BOTTLE FOR THE

APU

169. IS THE EXTINGUISHING SYSTEM CONTROLLED BY THE FDU:A. YESB. NO

170. WHEN ENGINE FIRE PB IS RELEASED OUT WHICH CORRESPONDING VALVES

ARECLOSED:

A. FUEL CROSSFEED VALVEB. LP FUEL AND HYDRAULIC FIRE VALVESC. HP FUEL SOV

171. HOW IS AN APU FIRE ON GROUND NORMALLY EXTINGUISED:A. FROM APU FIRE PANELB. AUTOMATICALLYC. FROM EXTERNAL POWER PANELFIRE PROTECTION

172. HOW CAN A THERMAL DISCHARGE OF THE APU FIRE BOTTLE BE DETECTED

WHEN NOELECTRICAL POWER IS CONNECTED:

A. BY THE FDUB. BY THE ECAMC. BY THE RED DISC INDICATOR

173. HOW MANY FIRE DETECTOR DOES THE APU FIRE DETECTOR SYSTEMCOMPRISE:

A. THREEB. TWOC. ONE

174. WHAT SYSTEMS ARE ISOLATED WHEN APU FIRE PUSH BUTTON IS RELEASEDOUT:

A. FUEL, ELECTRICITYB. AIR, ELECTRICITYC. FUEL, AIR, ELECTRICITY


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175. WHEN ENGINE FIRE PB IS RELEASED OUT, WHICH VALVE IS AFFECTED:A. LP FUEL SHUT OFF VALVE + HYD + BLEED + PACK + ELEC GENB. HYDRAULIC FIRE SHUTOFF VALVEC. FUEL VS ON LATER VALVE

176. WHEN THE APU FIRE PB IS RELEASED OUT, THE:A. APU GENERATOR IS DEENERGIZEDB. APU GENERATOR IS DISCONNECTEDC. APU GENERATOR IS ENERGIZED

177. IS IT NECESSARY TO USE THE APU SHUTOFF SWITCH ON THE EXTERNALPOWERPANEL IN CASE OF APU FIRE AUTO EXTINGUISHING ON GROUND:

A. YESB. NO

178. WHEN THE ENG FIRE PUSH BUTTON IS RELEASED OUT WHAT AIRCRAFT

SYSTEMSARE ISOLATED:A. FUEL, ELECTRICITY, AIRB. FUEL, HYDRAULIC, AIRC. FUEL, AIR, ELECTRICITY, HYDRAULIC

179. WHEN AN ENG FIRE PB IS RELEASED OUT, THE SQUIB LIGHTS AREILLUMINATED:

A. YESB. NO

180. THE PITCH DIRECT LAW IS:

A. A LOAD FACTOR DEMAND WITH NO PROTECTIONB. A DIRECT SIDE STICK TO ELEVATOR RELATIONSHIPC. A DIRECT SIDE STICK TO ELEVATOR RELATIONSHIP WITH AUTOTRIMOPERATIOND. ACHIEVED THROUGH THE THS USING MANUAL TRIM CONTROL

181. WHEN IS THE THS NOT AVAILABLE?A. AFTER BLUE HYDRAULIC SYSTEM FAILUREB. AFTER YELLOW AND GREEN SYSTEM FAILUREC. NEVER LOST, ALWAYS AVAILABLE MANUALLYD. AFTER LOSS OF FAC 1 AND 2

182. WHICH SURFACES ARE USED FOR THE LOAD ALLEVIATION FUNCTION (LAF)?A. SPOILERS 1 TO 5B. AILERONS AND SPOILERS 4 AND 5C. AILERONS AND SPOILERS 1 AND 2


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183. WHICH SURFACES ARE USED FOR LIFT DUMPING?A. ALL SPOILERSB. SPOILERS 1 TO 3C. SPOILERS 1 TO 4

184. WHICH SIGNALS CAUSE RUDDER PEDAL MOVEMENT?A. YAW DAMPING SIGNALSB. RUDDER TRIM SIGNALSC. TURN COORDINATION SIGNALS

185. IF ELAC 1 AND 2 HAVE FAILED:A. PITCH CONTROL IS PROVIDED BY THE FAC'sB. PITCH CONTROL CAN ONLY BE ACHIEVED FROM THE TRIM WHEELC. THE ELEVATOR AND PITCH TRIM ARE CONTROLLED BY SEC 1 OR 2

186. IF FAC 1 AND 2 HAVE FAILED:A. THE RUDDER CAN ALWAYS BE CONTROLLED FROM THE PEDALS

B. THE RUDDER CONTROL IS LOSTC. THE RUDDER CONTROL IS PROVIDED BY SEC 3

187. WHEN BOTH STICKS ARE MOVED IN THE SAME OR OPPOSITE DIRECTION:A. THE SURFACE MOVEMENT IS PROPORTIONAL TO THE ALGEBRAIC SUM OF THEDEFLECTIONS OF BOTH STICKSB. THE SURFACE MOVEMENT IS PROPORTIONAL TO THE LAST STICK DEFLECTEDC. THE SURFACE MOVEMENT IS PROPORTIONAL TO THE FIRST STICK DEFLECTEDD. THE LEFT STICK HAS A PRIORITYFLIGHT CONTROLS

188. ELEVATORS, AILERONS, SPOILER ARE:A. HYDRAULICALLY ACTIVATED AND MECHANICALLY CONTROLLED

B. ELECTRICALLY ACTIVATED AND HYDRAULICALLY CONTROLLEDC. HYDRAULICALLY ACTIVATED AND ELECTRICALLY CONTROLLED

189. RUDDER CONTROL IS ELECTRICAL FOR YAW DAMPING AND TRIM:A. YESB. NO

190. WHAT STATEMENT IS CORRECT:A. GROUND SPOILER FUNCTION : ALL SPOILERS DEPLOYB. SPEED BRAKE FUNCTION : SPOILERS 1.2.3 DEPLOYC. ROLL FUNCTION : AILERONS + SPOILERS 4 AND 5 DEPLOY

191. HOW MANY CONTROL MODES ARE THERE ON THE ELEVATORS SERVOJACKS?

A. 2B. 3C. 4


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192. WHAT ARE THE LIMITS FOR MANOEUVRE PROTECTION:A. + 2, 5 G - 1 G CLEANB. + 2 G - 0 FLAPS EXTENDEDC. A AND B

193. WHICH ELAC NORMALLY CONTROLS THE ELEVATORS AND THE STABILIZER:A. ELAC 1B. ELAC 2

194. HOW MANY HYDRAULIC MOTORS DRIVE THE SCREW JACK OF THESTABILIZER:

A. 2B. 3

195. HOW MANY ELECTRIC MOTORS CAN CONTROL THE HYDRAULIC MOTOR OFTHESTABILIZER:

A. 1B. 2C. 3

196. IF NEITHER ELAC 1 NOR ELAC 2 ARE AVAILABLE, PITCH CONTROL ISAUTOMATICALLYTRANSFERRED TO:

A. SEC 1 OR SEC 2B. SEC 1 OR SEC 3C. SEC 3

197. IN NORMAL LAW, THE FLIGHT MODE CHANGES TO THE LANDING MODE WHEN

PASSING:A. 50 FTB. 100 FT

198. AT LANDING WHEN PASSING 30 FT:A. THE ATTITUDE IS MEMORIZEDB. THE ATTITUDE IS PROGRESSIVELY REDUCED TO 2 DEGREES NOSE DOWN

199. HOW CAN A DEACTIVATED STICK BE REACTIVATED:A. BY MOMENTARY ACTION ON TAKE OVER PUSH BUTTON OF THE ACTIVE STICKB. BY SIMULTANEOUS ACTION ON BOTH TAKE OVER PUSH BUTTONS

C. BY MOMENTARY ACTION ON TAKE OVER PUSH BUTTON OF DEACTIVATEDSTICK

200. IN ROLL NORMAL LAW, THE BANK ANGLE PROTECTION IS ACTIVE WHEN BANKANGLEIS:

A. > 45 DEGREESB. > 33 DEGREESC. > 67 DEGREES


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201. IN ROLL NORMAL LAW PROVIDES COMBINED CONTROL OF THE:A. AILERONS + SPOILERS 2 TO 5 + RUDDERB. AILERONS + SPOILER 2 TO 5

202. IF ELAC 1 AND ELAC 2 HAVE FAILED:A. ROLL CONTROL IS PROVIDED BY AILERONS ONLYB. ROLL CONTROL IS PROVIDED BY AILERONS AND SPOILERSC. ROLL CONTROL IS PROVIDED BY SPOILERS ONLY

203. IN FLIGHT, IF A WTB (WING TIP BRAKE) IS ACTIVATED, CAN YOU RELEASE IT:A. YESB. NO

204. WHAT HAPPENS WHEN SFCC 1 FAILS:A. NOTHINGB. FLAPS AND SLATS OPERATE AT HALF SPEEDC. FLAPS SYSTEM LOST

205. FLAP ONE POWER CONTROL UNIT FAILS, WHAT HAPPENS:A. NOTHINGB. FLAPS AT HALF SPEED

206. IF CONF. O IS NOT SELECTED AFTER TAKE-OFF, THE FLAPS AUTOMATICALLYRETRACT AT:

A. > 180 KTSB. 210 KTSC. V2

207. AFTER AN AUTOMATIC RETRACTION OF THE FLAPS WITH CONF. 1, THE FLAPS

WILLAUTOMATICALLY REEXTEND WHEN SPEED DECREASES:A. YESB. NO

208. IS IT POSSIBLE TO SELECT AN INTERMEDIATE POSITION WITH THE FLAPSAND SLATSSELECTOR:

A. YESB. NO

209. IF YOU ARE FLYING AT AN ANGLE OF ATTACK MORE THAN ALPHA PROT WHATHAPPENS WHEN YOU RELEASE THE STICK:A. SPEED RETURNS TO VLSB. SPEED RETURNS TO ALPHA PROT


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210. WHEN ALTERNATE LAW IS ACTIVE, THE HIGH SPEED AND HIGH ANGLE OFATTACKPROTECTIONS ARE:

A. DEGRADEDB. LOST

211. WHEN ROLL DIRECT LAW IS ACTIVE, THE YAW DAMPING IS:A. DEGRADEDB. LOST

212. LOAD ALEVIATION FUNCTION IS INHIBITED WHEN:A. SPEED < 200 KTS OR SLAT/FLAP LEVER NOT AT 0 OR WTB ON OR ABOBEVMO/MMOB. SPEED < 200 KTS OR WTB ONC. S/F LEVER NOT AT 0 OR WTB ON

213. HOW MANY HYDRAULIC SYSTEMS ACTIVATE THE RUDDER:

A. 1B. 2C. 3

214. LIFT AUGMENTATION IS ACHIEVED ON EACH WING BY:A. 3 FLAP SURFACES + 4 SLAT SURFACESB. 2 FLAP SURFACES + 5 SLAT SURFACES

215. SLAT RETRACTION FORM 1 TO 0 IS INHIBITED IF ANGLE OF ATTACK EXCEEDS8 DEGREES 5 OR SPEED < 148 KTS:

A. YESB. NO

216. IN ALTERNATE LAW, THE CHANGE TO DIRECT LAW OCCURS WHEN:A. LANDING GEAR DOWN OR AT THE SELECTION OF FLAPS 2 (LGCIU 1 + 2 FAULT)B. LANDING GEAR DOWNC. PASSING 50 FT

217. SLATS SYS 1 FAULT ON THE ECAM WARNING DISPLAY MEANS:A. SFCC 1 HAS FAILEDB. THE SLAT CHANNEL IN ONE SFCC HAS FAILED

218. WITH HYDRAULIC BLUE SYSTEM REMAINING AND BEFORE LANDING GEAR

EXTENSIONTHE FLIGHT CONTROL LAW IS:A. ALTERNATEB. NORMALC. DIRECT


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219. IN FLIGHT CONTROL NORMAL, THE STALL WARNING IS ACTIVATED:A. IF SLATS ARE NOT EXTENDED WHEN REACHING A SPEED OF 148 KNOTSB. WHEN ALPHA MAX IS REACHEDC. WHEN ALPHA PROT IS REACHEDD. ANGLE OF ATTACK CORRESPONDING TO STALL WARNING CANNOT BEREACHEDIN NORMAL LAW

220. THE PITCH NORMAL LAW PROVIDES:A. MANOEUVRE PROTECTION + PITCH ATTITUDE PROTECTION + HIGH SPEEDPROTECTIONB. MANOEUVRE PROTECTION + HIGH ANGLE OF ATTACK PROTECTION + HIGHSPEEDPROTECTIONC. MANOEUVRE + HIGH ANGLE OF ATTACK + HIGH SPEED + PITCH ATTITUDE

221. WHAT DOES IT MEAN WHEN THE ADR FAULT LIGHT ILLUMINATES STEADY ON

THEADIRS CDU?A. A FAULT IS DETECTED IN AIR DATA REFERENCEB. NO PRESENT POSITION ENTRY AFTER 10 MNC. ALIGNMENT HAS BEEN COMPLETED

222. ON THE PEDESTAL MOUNTED SWITCHING PANEL THE ATT HDG AND AIR DATASELECTORS ARE AT NORM, MEANING:

A. ADIRU 1 SUPPLIES DATA TO PFD1, ND1 ; ADIRU 2 SUPPLIES DATA TO PFD2, ND2B. ADIRU 1 SUPPLIES DATA TO PFD1, ND1 AND RMI/VOR DME ; ADIRU 2 SUPPLIESDATA TO PFD2, ND2C. ADIRU 1 SUPPLIES DATA TO PFD1 ; ADIRU 2 SUPPLIES DATA TO PFD2

223. TUNING OF VOR/DME AND ILS IS PROVIDED BY:A. AUTOMATIC TUNING, MANUAL TUNING, BACKUP TUNINGB. AUTOMATIC TUNING, MANUAL TUNINGC. AUTOMATIC TUNING, BACK UP TUNING

224. IN CASE OF FAILURE OF FMGC1 AND 2:A. VOR, ILS AND ADF RECEIVERS 1 AND 2 CAN BE TUNED THROUGH RMP1B. VOR, ILS AND ADF RECEIVERS 1 CAN BE TUNED THROUGH RMP1C. RMP1 CONTROLS VOR, ILS DME AND ADF RECEIVERS 1 ; RMP2 CONTROLS VOR,ILS DME AND ADF RECEIVERS 2

225. THE ALIGN LIGHT FLASHES:A. WITHIN FIVE MINUTES OF NAV MODE SELECTION WHEN PRESENT POSITIONHASNOT BEEN ENTEREDB. DURING THE ALIGNMENT PHASE IN CASE OF IRS ALIGNMENT ERRORC. WHEN ALIGNMENT HAS BEEN COMPLETED


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226. THE FMGS CONSISTS OF THE FOLLOWING MAIN COMPONENTS:A. 2 FMGC - 2 MCDU - 2 FAC - 2 FCU CONTROL PANELSB. 2 FMGC - 2 MCDU - 2 FAC - 1 FCU CONTROL PANELC. 2 FMGC - 2 MCDU - 2 FAC - 2 ECAMD. 2 FMGC - 2 MCDU - 2 ECAM - 1 FCU CONTROL PANEL

227. NORMAL ELECTRICAL POWER SUPPLIES THE A/C AND THE MCDU CRT ISDARK,WITHOUT ANY OTHER WARNING. IT MEANS:

A. THE FMGC IS OFFB. THE FMGC HAS FAIILEDC. THE MCDU CB IS PULLEDD. THE MCDU "BRT" KNOB IS DIMMEDFMGS NAVIGATION

228. ON THE GROUND, WHEN ELECTRICAL POWER IS INITIALLY SUPPLIED TO THEA/C, THEMCDU WILL AUTOMATICALLY DISPLAY:

A. AIRPORT PAGEB. INIT A PAGEC. DATA INDEX PAGED. A/C STATUS PAGE

229. YOU PRESS "ALIGN IRS" PROMPT ON INIT A PAGE. ON THE ADIRS CDU THEALIGNLIGHTS FLASH BUT NO MESSAGE IS DISPLAYED ON THE CDU:

A. THE SYSTEM CAN ONLY BE USED IN ATT MODEB. THE SYSTEM IS UNABLE TO ENTER NAV MODE TO COMPUTE COORDINATES :SWITCH IT OFFC. MAKE A SECOND "PRESENT POSITION" ENTRY

230. THESE MESSAGES APPEAR ON COPILOT SIDE ND: "SELECT OFF SIDERANGE/MODE" &"MAP NOT AVAILABLE":

A. THE IRS'S HAVE NOT REACHED COMPLETE ALIGNMENTB. THE F-PLN ENTERED IN CAPTAIN'S FMGC HAS NOT BEEN TRANSFERRED INTOCOPILOT'S FMGCC. SINGLE FMGC OPERATION AND THE TWO EFIS CONTROL PANELS ARE NOT SET

ATTHE SAME RANGE & MODE

231. ENGINES RUNNING, READY TO TAXI, A MESSAGE APPEARS: "CHECK GW".ACCESS TOINIT B PAGE IS NO LONGER AVAILABLE. ON WHICH PAGE IS IT POSSIBLE TOINSERTTHE CORRECT GW:

A. T/O PERFORMANCE PAGEB. PROGRESS PAGEC. FUEL PREDICTION PAGE


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232. AIRCRAFT ON RWY CENTERLINE, READY FOR TAKE-OFF. TO PRESET A HDGOF 233DEGREES:

A. PULL HDG KNOB TO DISARM NAV MODE, SET 233 DEGREES AND PRESS HDGKNOBTO ENGAGEB. TURN HDG KNOB, SET 233 DEGREES AND PULL TO ENGAGEC. TURN HDG KNOB, SET 233 DEGREES, PULL HDG KNOB WHEN ATC CLEARS TOTURN TO 233 DEGREES

233. ONE OF THE SRS DISENGAGEMENT CONDITIONS IS NOT TRUE:A. DISENGAGES AUTOMATICALLY AT FCU ALTB. DISENGAGES AUTOMATICALLY AT ACCELERATION ALTITUDEC. DISENGAGES MANUALLY BY PULLING THE SPEED KNOBD. DISENGAGED BY SETTING A NEW FCU ALTITUDE

234. CONTROL OF THE A/C CAN BE AUTOMATIC OR MANUAL. GUIDANCE OF THE

A/C CANBE MANAGED OR SELECTED. HOW DO YOU UNDERSTAND THIS SITUATION:MANAGEDGUIDANCE - MANUAL CONTROL - SELECTED SPEED:

A. FMGC COMPUTES AND SENDS STEERING ORDERS FOR NAVIGATION PURPOSE.THE PILOT FLIES THROUGH THE SIDE STICK. SPEED IS ADJUSTED IN THE FCUWINDOW.B. THE AUTOPILOT FOLLOWS THE F-PLN. THE PILOT SETS THE NECESSARY DATAFOR LONGITUDINAL AND LATERAL CONTROL OF THE A/C. THE TARGET SPEED ISCOMPUTED AND DSPLAYED BY THE FMGC.

235. A HOLD HAS BEEN ENTERED IN THE F-PLN, SPEED AND NAV ARE MANAGED.

YOUWANT TO LEAVE THIS HOLD:

A. USE THE CLR KEYB. HOLD IS AUTOMATICALLY CANCELLED WHEN OVERFLYING THE FIXC. ACTIVATE IMM "EXIT*" PROMPT

236. FOR A/C POSITION DETERMINATION, FMGC USES DATA FROM;A. DME, VOR OR ILS SYSTEMSB. CLOCKS + GROUND SPEED COMPUTATIONC. 3 ADIRSD. A AND C

237. IN FLIGHT, FOLLOWING A MANUAL POSITION UP-DATING OF THE FMGC:A. IT IS ALSO NECESSARY TO UPDATE THE IRS POSITIONB. AN IRS CANNOT BE UPDATED DURING A/C MOTION


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238. THE EXPEDITE MODE IS ACTIVE. TO DISENGAGE IT, ONE OF THESESTATEMENTS ISNOT CORRECT:

A. PULL THE V/S-FPA KNOBB. PULL THE SPD KNOBC. PULL THE ALT KNOBD. PRESS AGAIN THE EXPD PB TO CANCEL THIS MODE

239. WHAT ARE THE BASIC MODES OF THE AP/FD:A. PITCH AND ROLLB. V/S AND HDGC. ALT AND NAVD. SPD AND HDG

240. THE ENGAGEMENT OF BOTH AUTOPILOTS IS POSSIBLE:A. WHEN "LAND" ILLUMINATES GREEN ON FMAB. WHEN A/C IS STABILIZED AT G/S INTERCEPTION ALTITUDE

C. AS SOON AS THE LOC HAS BEEN INTERCEPTEDD. AFTER APPR PB SWITCH IS PRESSED AND ILLUMINATES

241. CAN YOU READ THE HDG ON THE PFD:A. YESB. NO

242. A/C IS IN CLEAN CONFIGURATION AND NORMAL LAW. WHEN THE FACDETECTS ATOO HIGH ANGLE OF ATTACK:

A. STALL WARNING IS ACTIVATEDB. THE LK FLASHES ON FMA

C. ALPHA FLOOR FUNCTION OPERATES

243. DURING ILS APPROACH, LAND 3 FAIL PASSIVE (ALSO CALLED CAT 3 SINGLE)ONEENGINE FAILS BELOW 100 FEET RA: THIS CAUSES A LANDING CAPABILITY DOWNGRADING AND YOU MUST GO AROUND:

A. TRUEB. FALSE

244. DURING AN ILS APPROACH THE NAV MODE WILL BE DEACTIVATED AT:A. GLIDE SLOPE CAPTURE

B. LOCALIZER CAPTUREC. A AND B

245. CAN YOU DISPLAY FD BARS AND FPV AT THE SAME TIME, FOR CROSS-CHECKING ONDIFFERENT PFD'S:

A. YESB. NO


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246. CERTIFIED FMGS LIMITATIONS, MAX WIND CONDITIONS FOR CAT IIIAUTOMATICAPPROACH, PERFORMED IN MANAGED SPEED GUIDANCE AND WITH A/THR:A. HEAD WIND 30 KT; TAIL WIND 10 KT ; CROSS WIND 20 KTB. HEAD WIND 40 KT; TAIL WIND 10 KT ; CROSS WIND 15 KTC. HEAD WIND 20 KT; TAIL WIND 10 KT ; CROSS WIND 20 KT

247. THE CONTINUOUS CAVALRY CHARGE AUDIO IDENTIFIES ONLY ONE OF THEFOLLOWING SITUATIONS:

A. OVER SPEED FOR THE ACTUAL A/C CONFIGURATIONB. FIRE OR OIL LOW PRESS ON ONE ENGINEC. AUTOPILOT DISENGAGEMENTD. EXCESS CABIN ALTITUDE

248. SETTING THE THRUST LEVERS AT IDLE WILL DISENGAGE THE A/THR MODE.A/THRWILL REENGAGE:

A. AS SOON AS THE THRUST LEVERS POSITION IS CHANGEDB. WHEN A/THR PUSH BUTTON IS PRESSEDC. PROVIDED THE LEVERS ARE SET IN CLB GATED. PROVIDED THE LEVERS ARE MOVED FROM IDLE POSITION AND A/THR PUSHBUTTON IS PRESSED

249. IN ONE OF THE CASES LISTED BELOW, A/THR DOES NOT DISENGAGE:A. WHEN THE TWO THRUST LEVERS ARE SET AT IDLE POSITIONB. PRESSING THE A/THR PUSH BUTTON ON THE FCUC. WHEN THE AURAL WARNING ANNOUNCES "RETARD!"D. PRESSING THE INSTINCTIVE DISCONNECT BUTTON

250. THE LOC PB, ON THE FCU, IS PRESSED TO ARM LOC MODE. THIS MODE ISUSED FOR:

A. PERFORMING A PUBLISHED LOCALIZER APPROACHB. PERFORMING THOSE NON-PRECISION APPROACHES : VOR-ADF-R NAVC. APPROACHING ON AN ILS WITH NO G/SD. A AND C

251. WHAT DOES A TRIPLE CLICK MEAN, DURING AN ILS APPROACH:A. A LEVEL 3 WARNING TO THE CREWB. A PRIMARY FAILURE IS OCCURING, PREPARE FOR A GO AROUNDC. FLAPS ARE SET AT 3 AND THE LANDING GEAR IS NOT DOWN

D. LANDING CAPABILITY DOWN GRADING WARNING

252. THE ACTIVE F-PLN IS ERASED WHEN:A. THE PILOT CALLS THE A/C STATUS PAGEB. THE WHEELS TOUCH THE RUNWAY AT LANDINGC. THE A/C HAS BEEN ON GROUND FOR 30 SECONDS FOLLOWING THE LANDINGD. ONE ENGINE IS SHUT DOWN AT PARKING PLACE


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253. FOLLOWING A DUAL ENGINE GENERATOR FAILURE, EMERGENCY GENSUPPLIES THE

A/C:A. FMGC 1 IS AVAILABLE (NAV FUNCTION ONLY) INSTEAD OF: FMGC 1 ONLY ISAVAILABLEB. FMGC 2 ONLY IS AVAILABLEC. BOTH FMGCs ARE AVAILABLED. NO FMGC IS AVAILABLE

254. IN WHICH CASE ARE: AP/FD, ATS AND LANDING CAPACITIES TOTALLY LOST:A. 2 IRS'S FAILURE OR 2 ADR'S FAILUREB. 2 RA'S FAILUREC. 2 ILS'S FAILURED. BOTH FAC'S FAILURE

255. THE MANDATORY PARAMETER USED BY THE ALPHA FLOOR DETECTION IS:A. A/C MINIMUM SPEED

B. A/C WEIGHTC. A/C MAXIMUM SPEEDD. A/C ANGLE OF ATTACK

256. RUDDER TRAVEL LIMITATION IS A FUNCTION OF:A. FAC ONLYB. FAC IN NORMAL AND ELAC IN ALTERNATEC. ELAC ONLYD. ELAC IN NORMAL AND FAC IN ALTERNATE

257. WHEN THE TWO YAW DAMPER FUNCTIONS ARE ENGAGED:A. YAW DAMPER 1 HAS PRIORITY, YAW DAMPER ACTUATOR 2 IS SLAVED

B. YAW DAMPER 2 HAS PRIORITY, YAW DAMPER ACTUATOR 1 IS SLAVEDC. YAW DAMPER 1 AND 2 ARE ACTIVE, THE TWO ACTUATORS PRESSURIZEDD. A HYDRAULIC DEVICE GIVES PRIORITY TO YAW DAMPER 1

258. THE SAFETY TESTS ARE AUTOMATICALLY PERFORMED:A. ON GROUND, AT COMPUTER POWER UPB. IN CASE OF DISCREPANCY BETWEEN 2 COMPUTERSC. IN FLIGHT WHEN A FAILURE OCCURSD. IN FLIGHT AT AUTOPILOT ENGAGEMENT

259. WHEN THE TWO RUDDER TRIM FUNCTIONS ARE ENGAGED:

A. RUDDER TRIM 1 AND 2 CONTROL THEIR MOTORS TOGETHERB. RUDDER TRIM 1 CONTROLS THE SINGLE TRIM MOTORC. RUDDER TRIM 1 CONTROLS ITS MOTOR, RUDDER TRIM 2 IS IN STANDBYD. A MECHANICAL DEVICE GIVES PRIORITY TO RUDDER TRIM 1


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260. THE FMGC FUNCTIONS ARE:A. FLIGHT GUIDANCE AND FLIGHT ENVELOPE PROTECTIONB. FLIGHT MANAGEMENT AND FLIGHT ENVELOPE PROTECTIONC. FLIGHT MANAGEMENT AND FLIGHT GUIDANCED. FLIGHT ENVELOPE PROTECTION AND YAW AXIS CONTROL

261. THE TRIM FUNCTION OF THE FAC IS:A. A PITCH TRIMB. A RUDDER TRIMC. AN AILERON TRIMD. A PITCH TRIM AND A RUDDER TRIM

262. IN FLIGHT, IN CASE OF TEMPORARY LOSS OF ELECTRICAL POWER ON FAC 2,FAC 2P/B "FAULT" COMES ON AND:

A. IT WILL BE AUTOMATICALLY RESETB. IT CAN BE MANUALLY RESET AND THE SAFETY TESTS ARE PERFORMED

C. IT CAN BE MANUALLY RESET AND THE SAFETY TESTS ARE NOT PERFORMEDD. THERE IS NO WAY TO REENGAGE FAC 2

263. THE AFS COMPUTERS ARE:A. FMGC AND ELACB. FMGC AND SECC. FMGC AND FACD. ELAC AND SEC

264. WITH AP1 AND AP2 NOT ENGAGED, FD1 AND FD2 ENGAGED AND A/THRACTIVE:A. FMGC1 CONTROLS ENGINE 1, FMGC2 CONTROLS ENGINE 2

B. FMGC1 CONTROLS BOTH ENGINESC. FMGC2 CONTROLS BOTH ENGINESD. FLIGHT CONTROLS AND ENGINES ARE CONTROLLED BY ONLY ONE FMGC

265. THE AUTOPILOT DOES NOT DISENGAGE IN CASE OF OVERRIDE ON:A. THE SIDESTICK IN ROLLB. THE SIDESTICK IN PITCHC. THE RUDDER PEDALSD. THE THREE AXIS

266. IN NORMAL OPERATION, WITH THE TWO MCDU SHOWING THE SAME PAGE, A

MODIFICATION MADE BY THE PILOT ON MCDU1 IS SENT TO MCDU2:A. DIRECTLYB. VIA FMGC1C. VIA FMGC1 AND FMGC2D. VIA FMGC1, FMGC2 AND RMP2


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267. THE FLIGHT GUIDANCE FUNCTIONS ARE:A. AUTOPILOT, FLIGHT PLAN, AUTOTHRUSTB. AUTOPILOT, PERFORMANCE, FLIGHT PLANC. AUTOPILOT, FLIGHT DIRECTOR, AUTOTHRUSTD. FLIGHT MANAGEMENT, AUTOPILOT, AUTOTHRUST

268. THE POSITION OF THE AIRCRAFT, USED IN THE FLIGHT PLAN IS COMPUTEDBY:

A. FG PART OF THE FMGCB. FM PART OF THE FMGCC. THE DMCD. THE MCDU

269. THE FLIGHT DIRECTOR IS ENGAGED:A. BY PRESSING THE FD P/B ON THE FCUB. AUTOMATICALLY AT SYSTEM POWER UPC. BY SELECTING A MODE ON THE FCU

D. BY SELECTING THE INIT PAGE ON THE MCDU

270. WITH AUTOPILOT ENGAGED, THE RUDDER IS NORMALLY CONTROLLED BY:A. THE FMGCB. THE FACC. THE ELACD. THE SEC

271. THE NORMAL FMGC OPERATION IS:A. ONLY ONE FMGC CAN OPERATE AT A TIMEB. FMGC 1 HAS PRIORITY, FMGC 2 IS IN STANDBYC. FMGC'S OPERATE ACCORDING TO MASTER/SLAVE PRINCIPLE

D. FMGC'S OPERATE INDEPENDENTLY

272. THE FCU ALLOWS:A. MODIFICATION OF THE FLIGHT PLAN OF FM PARTB. SELECTION OF FG FUNCTIONS MODESC. SELECTION OF RADIO-NAV FREQUENCIESD. IRS ALIGNMENT

273. IN CRUISE, LATERAL AP ORDERS ARE EXECUTED BY:A. AILERONS AND SPOILERSB. AILERONS AND RUDDER

C. RUDDER AND SPOILERSD. AILERONS, SPOILERS AND RUDDER

274. WITH THE AIRCRAFT IN FLIGHT, AP ENGAGED AND A/THR ACTIVE, THE A/THRMODE:

A. CAN BE CHOSEN BY THE PILOT ON THE FCUB. CAN BE CHOSEN BY THE PILOT ON THE MCDUC. DEPENDS ON THE AP LATERAL MODED. DEPENDS ON THE AP LONGITUDINAL MODE


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275. WITH THE AIRCRAFT IN FLIGHT, A/THR NOT ENGAGED, THRUST LEVERS ONCLBGATE, AN ALPHA-FLOOR IS DETECTED:

A. A/THR DOES NOT GET ENGAGED BECAUSE THE ENGINES ARE ALREADY IN CLBTHRUSTB. A/THR AUTOMATICALLY ENGAGES, BUT IS NOT ACTIVEC. A/THR AUTOMATICALLY ENGAGES AND CONTROLS THE ENGINES WITH CLBTHRUSTD. A/THR AUTOMATICALLY ENGAGES AND CONTROLS THE ENGINE WITH TO/GATHRUST

276. THE FAC COMPUTES RUDDER TRAVEL LIMIT:A. ONLY WHEN AP IS ENGAGEDB. ONLY AT LOW SPEEDC. ONLY IN CASE OF ELAC FAILURED. AT ANY TIME

277. WITH AP ENGAGED IN LAND MODE, THE YAW DAMPER ACTUATOR ISCONTROLLEDBY:

A. A YAW ORDER COMPUTED BY THE FACB. A DUTCH ROLL DAMPING ORDER COMPUTED BY THE FACC. A TURN COORDINATION ORDER COMPUTED BY THE FACD. AN AP YAW ORDER COMPUTED BY THE FMGC, VIA THE FAC

278. ON THE FMA, ON THE SECOND LINE OF THE LONGITUDINAL ZONE:A. ALT CAN BE ONLY IN GREEN OR MAGENTAB. ALT IN CYAN INDICATES THAT ALT MODE IS ACTIVEC. ALT IN CYAN INDICATES THAT ALT MODE IS ARMED

D. ALT IN CYAN INDICATES THAT ALT MODE IS ACTIVE OR AN FM ALTITUDECONSTRAINT

279. WITH THE THRUST LEVERS IN THE CLB GATE, A/THR DISENGAGES; THEENGINESTHRUST:

A. EQUALS CLB THRUST LIMITB. IS FROZEN AT THE EXISTING THRUSTC. CORRESPONDS TO THE THRUST LEVERS POSITIOND. PROGRESSIVELY BECOMES EQUAL TO THE THRUST LEVERS POSITION

280. WHEN TAKE-OFF MODE IS ENGAGED:A. A/THR AUTOMATICALLY ENGAGES AND IS ACTIVEB. A/THR AUTOMATICALLY ENGAGES BUT IS NOT ACTIVEC. A/THR DOES NOT AUTOMATICALLY ENGAGE AND THE ENGINES ARECONTROLLEDBY THE THRUST LEVERSD. A/THR DOES NOT AUTOMATICALLY ENGAGE AND THE ENGINES ARECONTROLLEDBY THE LAST THRUST TARGET


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281. ADIRU 3 CAN SUPPLY INFORMATION TO:A. DMC 1 AND DMC 1 ONLYB. DMC 1 AND DMC 2 ONLYC. DMC 2 AND DMC 3 ONLYD. DMC 1, DMC 2 AND DMC 3

282. AIR DATA MODULES (ADM) SUPPLY PRESSURE INFORMATION TO THEADIRU'S FROM:A. ALL PITOT PROBES AND STATIC PORTSB. THE PITOT PROBES ONLYC. THE STATIC PORTS ONLYD. THE CAPTAIN AND FIRST OFFICER PITOT PROBES AND STATIC PORTS ONLY

283. ADIRS 3 RECEIVES TAT INFORMATION FROM:A. THE CAPTAIN'S TAT SENSORB. THE FIRST OFFICER'S TAT SENSORC. THE CAPTAIN AND FIRST OFFICER'S TAT SENSORS

D. THE STAND-BY TAT SENSOR

284. THE BARO CORRECTION OR REFERENCE SELECTED IS SENT TO EACH ADIRUVIA:

A. THE MASTER FMGCB. THE FCUC. THE RMPSD. THE DMCS

285. EACH ADIRU RECEIVES TWO ANALOGUE INPUTS. THEY ARE:A. ANGLE OF ATTACK (AOA) AND TOTAL AIR TEMPERATURE (TAT)B. ANGLE OF ATTACK (AOA) AND BARO CORRECTION OR REFERENCE

C. TOTAL AIR TEMPERATURE (TAT) AND BARO CORRECTION OR REFERENCED. FMGC STATUS AND BARO CORRECTION OR REFERENCE

286. IN NORMAL OPERATION THE ADIRU'S ALIGNED USING INFORMATION FROM:A. THE ADIRS CDUB. THE CFDSC. THE FCUD. THE MCDU

287. IF ADIRU 2 FAILS, THE CORRECT ACTION IS:A. SET ATT HDG AND AIR DATA SELECTORS TO CAPT/3

B. SET ATT HDG AND AIR DATA SELECTORS TO F/O/3C. SET ATT HDG SELECTORS TO CAPT/3, AIR DATA SELECTOR TO F/O/3D. SET ATT HDG SELECTORS TO F/O/3, AIR DATA SELECTOR TO CAPT/3

288. IN NORMAL OPERATION ADIRU 1 SUPPLIES INFORMATION TO:A. THE CAPTAIN'S PFD AND THE FIRST OFFICER'S NDB. THE CAPTAIN'S ND AND THE FIRST OFFICER'S PFDC. THE CAPTAIN'S PFD AND NDD. THE FIRST OFFICER'S PFD AND ND


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289. IN ROSE NAV MODE WITH VOR 1 SELECTED, THE ND DISPLAYS WHAT VORINFORMATION:

A. DEVIATION BAR, SELECTED COURSE AND THE BEARING POINTERB. BEARING POINTER ONLYC. DEVIATION BAR AND SELECTED COURSE ONLYD. DEVIATION BAR AND BEARING POINTER ONLY290. IN ROSE ILS MODE, THE ND DISPLAYS WHAT ILS INFORMATION:

A. G/S AND LOC SCALESB. DEVIATION BAR AND SELECTED COURSEC. DEVIATION BAR, SELECTED COURSE AND G/S SCALED. DEVIATION BAR, SELECTED COURSE, G/S AND LOC SCALES

291. IN THE EVENT OF NO ADF1 RECEPTION, WITH ADF1 SELECTED ON ND:A. THE BEARING POINTER GOES OUT OF VIEW AND ADF FLAG IS DISPLAYEDB. THE BEARING POINTER GOES OUT OF VIEW AND STATION ID IS REPLACED BYREDCROSSES

C. THE BEARING POINTER GOES RED AND STATION ID IS REPLACED BYFREQUENCYD. THE BEARING POINTER GOES OUT OF VIEW AND STATION ID IS REPLACED BYFREQUENCY

292. IN ROSE VOR MODE, IN THE EVENT OF VOR RECEIVER FAILURE:A. THE VOR INFORMATION AND THE COURSE POINTER BECOME REDB. THE VOR INFORMATION BECOMES RED AND THE COURSE POINTERDISAPPEARSC. THE VOR INFORMATION AND THE COURSE POINTER DISAPPEARD. THE VOR INFORMATION FLASHES AND THE COURSE POINTER DISAPPEARS

293. DURING TAKE-OFF AND GO AROUND,THE SPEED WINDOW ON THE FCUDISPLAYS:

A. THE SPEED MANUALLY INSERTED BY THE CREW INTO THE FCU AND THE LIGHTISOUTB. THE SPEED MANUALLY INSERTED BY THE CREW INTO THE MCDU AND THELIGHTIS ILLUMINATEDC. DASHES AND THE LIGHT IS ILLUMINATED: MANAGED SPEED SUCH AS V2 ORMEMORIZED VAPP ARE AUTOMATICALLY USED BY THE FMGS

294. THE FOLLOWING AP/FD LATERAL MODES ARE MANAGED:A. NAV, HDG, APPR, LOC, RWY, RWY TRKB. HDG, NAV, APPR, LOC, GA TRKC. NAV, APPR, LOC, RWY, RWY TRK, GA TRK


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295. IN APPROACH , "LAND" ILLUMINATES GREEN ON FMA WHEN RADIO ALTITUDEIS:

A. 700 FEETB. 400 FEETC. 1,000 FEETD. 200 FEET

296. ON THE GROUND, THE ENGAGEMENT OF THE AUTOTHRUST FUNCTION:A. MUST BE CARRIED OUT MANUALLY BY THE CREW BEFORE TAKE OFFB. IS PERFORMED AUTOMATICALLY UPON THE SECOND ENGINE STARTC. IS PERFORMED AUTOMATICALLY AT THE ENGAGEMENT OF THE TAKE OFFMODES

297. CLIMBS AND DESCENT ARE ALWAYS LIMITED:A. BY FLIGHT PLAN (T/C) AND (T/D) POINTSB. BY THE ALTITUDE MANUALLY SELECTED ON THE FCUC. BY THE AIRCRAFT WEIGHT CALCULATED BY THE FMGC`

298. IN FLIGHT, THE FMGS POSITION CAN BE UPDATED:A. WHENEVER A DME STATION IS SELECTED BY THE PILOTB. USING DATA FROM THE SELECTED NDB, VOR OR DME STATIONSC. AUTOMATICALLY WITH THE DME'S THROUGH THE AUTOTUNING FUNCTION

299. HOW MANY PUMPS ARE THERE IN EACH FUEL TANK?A. ONE FUEL PUMP IN EACH TANKB. TWO FUEL PUMPS IN EACH TANKC. THERE IS NO FUEL PUMP BECAUSE TANKS ARE AIR PRESSURIZEDD. TWO FUEL PUMPS ONLY FOR ALL TANKS

300. NORMALLY, WHERE CAN YOU CHECK THE FUEL QUANTITY OF EACH TANK?A. ON ECAM UPPER DISPLAY, ON FUEL PAGEB. ON FUEL PAGE ONLY, ON ECAM LOWER DISPLAYC. ON ECAM UPPER DISPLAYD. ON ECAM UPPER DISPLAY, OR ON REFUELLING CONTROL PANEL

301. WITH ALL FUEL PUMPS SWITCHES ON, ARE WING TANK PUMPS RUNNINGWHILECENTER TANK IS SUPPLYING?

A. YES, WING TANK PUMPS ARE ALWAYS RUNNINGB. NO, ONLY WHEN CENTER TANK IS EMPTY

C. NO, BECAUSE OF CENTER TANK PUMP PRIORITY

302. HOW MANY CELLS IN EACH WING TANK:A. TWOB. THREE


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303. WHERE IS THE VENT SURGE TANK LOCATED?A. IN THE OUTER SECTION OF EACH WINGB. IN THE WING TANK

304. WHERE IS THE FUEL REMAINING IN THE SURGE TANK SCAVANGED:A. INNER CELL.B. OUTER CELL.

305. WHICH TYPE OF MOTOR CONTROLS THE FUEL CROSS-FEED:A. SINGLEB. DOUBLE

306. WHERE ARE THE TRASFER VALVES LOCATED?A. IN EACH OUTER CELLB. IN EACH INNER CELLC. ON EACH SEALED RIB OF EACH WING TANK

307. WHAT IS THE PURPOSE OF THE PRESSURE RELIEF SEQUENCE VALVES?A. ALLOWS THE TRANSFER FROM WING TANKS TO CENTER TANKB. WHEN ALL PUMPS ARE RUNNING, CENTER PUMPS WILL DELIVER FUELPREFERENTIALLYFUEL SYSTEM

308. IN NORMAL OPERATION, EACH ENGINE IS SUPPLIED BY:A. ONE WING TANK PUMP AND ONE CENTER TANK PUMPB. TWO WING TANK PUMPS AND TWO CENTER TANK PUMPSC. TWO WING TANK PUMPS AND ONE CENTER TANK PUMP

309. IS GRAVITY FEEDING FROM CENTER TANK POSSIBLE:A. YES

B. NO

310. THE LP VALVES ARE CONTROLLED TO OFF POSITION BY:A. ENGINE MASTER SWITCHESB. ENGINE MASTER SWITCHES AND FIRE P/B'SC. FIRE P/B'S

311. THE NORMAL TANK FILLING ORDER IS:A. WING TANKS THEN CENTER TANKB. CENTER TANK THEN WING TANKS

312. AMBER FAULT LIGHT ILLUMINATES ON TANK PUMP P/B WHEN:A. PUMP IS NOT ENERGIZEDB. P/B AT OFF WITHOUT FAILUREC. THE DELIVERY FUEL PRESSURE DROPS


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313. AMBER FAULT LIGHT ILLUMINATES ON MODE SEL. P/B WHEN:A. THE DELIVERY FUEL PRESSURE DROPSB. CENTER TANK HAS MORE THAN 100 KG AND ANY WING TANK HAS LESS THAN5000KGC. THE TWO CENTER TANK PUMPS ARE SELECTED OFF

314. THE MAXIMUM FUEL UNBALANCE IS (TAKE OFF & LANDING):A. 1500 KGB. 1800 KGC. 2000 KG

315. THE MAXIMUM REFUELING PRESSURE IS:A. 50 PSI (3.5 BARS)B. 36 PSI (2.5 BARS)C. 11 PSI (0.75 BARS)

316. FOB (FUEL ON BOARD) BOXED AMBER ON ECAM FUEL PAGE MEANS:A. BOTH TRANSFER VALVES IN EITHER WING TANK FAIL TO OPEN WHEN INNERCELLIS AT LOW LEVELB. ONE TRANSFER VALVE FAILS TO OPEN WHEN INNER CELL IS AT LOW LEVELC. FQI (FUEL QUANTITY INDICATOR) IS DEGRADED

317. FOB (FUEL ON BOARD) HALF-BOXED AMBER ON EWD MEANS:A. THE QUANTITY SHOWN IS NOT FULLY USABLEB. FUEL QUANTITY INDICATOR IS DEGRADED

318. IF OPEN, WHEN WILL THE TRANSFER VALVES CLOSE AGAIN?

A. WHEN THE CELL IS EMPTYB. TRANSFER VALVES CLOSE AUTOMATICALLY AT THE REFUELING SELECTION

319. FOR WHAT PURPOSE IS FUEL USED BY ELECTRICAL SYSTEM?A. TO COOL THE IDG OILB. TO COOL THE ENGINE OIL

320. APU FUEL IS SUPPLIED BY:A. ENGINE FUEL PUMP(S) ONLYB. APU FUEL PUMP ONLYC. EITHER ONE

321. WITH SLATS EXTENDED, THE CENTER TANK PUMPS RUN ON GROUND:A. ALWAYSB. NEVERC. YES, AFTER ENGINE START FOR 2 MN


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322. WHAT DOES THE MODE SEL. P/B CONTROL:A. CENTER TANK AND WING TANK PUMPSB. CENTER TANK PUMPS ONLYC. WING TANK PUMPS ONLY

323. WHEN THE CENTER TANK IS EMPTY (MODE AUTO), CENTER TANK PUMPS:A. MUST BE MANUALLY SWITCHED OFFB. STOP AUTOMATICALLY AND WING TANK PUMPS START RUNNINGC. STOP AUTOMATICALLY 5 MN AFTER LO LEVEL REACHED IN CENTER TANK

324. WHAT HAPPENS TO THE IDG COOLING FUEL WHEN THE OUTER CELLS AREFULL:

A. FUEL RETURNS TO THE ENGINE FEEDING LINEB. FUEL OVERFLOWS INTO THE INNER CELL THROUGH A SPILL PIPE

325. WHAT HAPPENS TO THE IDG COOLING FUEL WHEN THE WING TANK IS FULL:A. FUEL GOES DIRECTLY INTO THE CENTER TANK

B. FUEL RETURNS TO THE ENGINE FEEDING LINEC. THE SYSTEM SELECT CTR TK PUMPS OFF, WING TK PUMPS FEED APPROX. 500KG.THE CTR TK PUMPS RUN AGAIN.

326. SUCTION VALVES ARE:A. ALWAYS OPEN REGARDLESS OF PUMPS STATUSB. NORMALLY CLOSED BY PUMPS PRESSUREC. OPEN AUTOMATICALLY WHEN FUEL X-FEED IS SELECTED ON

327. WHY HAS A 2% ADDITIONAL SPACE BEEN PROVIDED IN EACH FUEL TANK?A. FOR COOLING PURPOSEB. FOR FUEL EXPANSION WITHOUT SPILLAGE INTO THE VENT SURGE TANK

328. DURING TAKE OFF, CENTER TANK FUEL IS:A. SUPPLYING TO BOTH ENGINESB. NOT SUPPLIED WHILE SLATS ARE EXTENDEDC. NOT SUPPLIED WITH THE MODE SELECT AT AUTOD. REQUIRED TO BE DESELECTED BY THE PILOT

329. WITH FUEL IN ALL TANKS, IN FLIGHT, FUEL IS USED:A. FROM THE INNER CELLS AND OUTER CELLS THEN THE CENTER TANKB. FROM THE OUTER CELLS AND INNER CELLS THEN THE CENTER TANKC. FROM THE CENTER TANK, THEN THE OUTER CELLS, THEN INNER CELLS

D. FROM THE CENTER TANK, THEN FROM INNER CELLS TO A PREDETERMINEDLEVELWHEN OUTER CELL FUEL COMBINES WITH INNER CELL FUEL


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330. IN NORMAL OPERATION THE CROSS FEED VALVE IS:A. CLOSED FOR TAKE OFFB. AUTOMATICALLY OPENED WHEN THE CENTER TANK HAS MORE THAN 100 KGOFFUEL AND EITHER WING TANKS HAS LESS THAN 5000 KGC. OPEN FOR TAKE OFFD. AUTOMATICALLY OPENED BY THE MODE SEL PUSHBUTTON SWITCH

331. ARE THE ENGINES STILL SUPPLIED IN CASE OF FUEL FILTER CLOG:A. YES BY USING THE FUEL COMING FROM THE IDG COOLING AND OUTER TANKLINEB. NOC. YES BY PASSING THE FUEL FILTER (BYPASS VALVE)

332. WHAT IS THE MAXIMUM TOTAL FUEL CAPACITY?A. 19,087 KGB. 20,829 KG

C. 23,666 KG

333. NORMAL HYDRAULIC POWER IS PROVIDED BY:A. ENGINE DRIVEN PUMPS FOR ALL SYSTEMSB. ENGINE DRIVEN PUMPS FOR GREEN AND YELLOW, ELEC PUMP FOR BLUE,ELECPUMP FOR YELLOW (GROUND OPERATION ONLY)C. ELECTRIC PUMPS FOR BLUE AND YELLOW, ENGINE DRIVEN PUMPS FOR GREEND. ENGINE DRIVEN PUMPS FOR GREEN AND BLUE ELECTRIC PUMP FOR YELLOW

334. THE POWER TRANSFER UNIT IS:A. REVERSIBLE BETWEEN GREEN AND YELLOW

B. ONE WAY BETWEEN GREEN AND YELLOWC. REVERSIBLE BETWEEN ALL THREE SYSTEMSD. REVERSIBLE BETWEEN BLUE AND YELLOW

335. IN FLIGHT, IF BLUE ELEC PUMP FAILS BLUE SYSTEM:A. IS LOSTB. CAN BE RECOVERED BY RATC. CAN BE RECOVERED BY PTUD. BOTH B AND C

336. WITH BOTH ENGINES STOPPED, HOW IS IT POSSIBLE TO PRESSURIZE THE

GREENSYSTEM?A. BY THE GREEN ENGINE PUMPB. BY THE YELLOW ENGINE PUMP AND THE PTUC. BY THE YELLOW ELECTRIC PUMP AND THE PTU


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337. THE RAT IS AUTOMATICALLY EXTENDED IN CASE OF:A. BLUE PUMP FAILUREB. BLUE PUMP DELIVERY PRESSURE DROPPING BELOW 1750 PSIC. LOSS (ENG. AND APU) MAIN GENERATORSD. CAN ONLY BY DEPLOYED MANUALLY

338. ON GROUND THE BLUE SYSTEM IS PRESSURIZED WHEN:A. THE APU IS RUNNINGB. ONE ENGINE IS RUNNINGC. EXT POWER IS AVAILABLE

339. ENGINE 2 ENERGIZES:A. THE BLUE SYSTEMB. THE GREEN SYSTEMC. THE YELLOW SYSTEM PUMP AND THE GREEN SYSTEM VIA THE PTU SHOULDGREEN SYSTEM PUMP FAILHYDRAULIC SYSTEM

340. THE YELLOW SYSTEM COMPRISES:A. ONE ENGINE DRIVEN PUMP, ONE ELECTRIC PUMP, ONE HAND PUMPB. ONE ENGINE DRIVEN PUMP, TWO ELECTRIC PUMPC. ONE ENGINE DRIVEN PUMP, ONE HAND PUMP AND THE RAT

341. THE LOAD ALLEVIATION FUNCTION ACCUMULATORS OPERATE IN CASE OFHIGHDEMANDS ON:

A. THE YELLOW AND BLUE POWERED SPOILERSB. THE BLUE AND GREEN POWERED SPOILERSC. THE YELLOW AND GREEN POWERED SPOILERS 4 + 5 AND AILERONS

342. THE PRIORITY VALVES OPERATE IN CASE OF:A. HIGH HYDRAULIC PRESSURE IN THE GREEN SYSTEMB. LOW HYDRAULIC PRESSUREC. HIGH HYDRAULIC PRESSURE IN THE GREEN AND YELLOW SYSTEMS

343. THE FIRE SHUTOFF VALVES SHUT OFF:A. THE BLUE AND YELLOW SYSTEMSB. THE YELLOW AND GREEN SYSTEMSC. THE GREEN AND BLUE SYSTEMS

344. IN CASE OF BLUE ELEC PUMP FAILURE, WHEN THE RAT MAN ON P/B IS

PRESSED:A. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED BY THE RATB. THE EMERGENCY GEN SUPPLYING ELECTRICAL POWERC. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GEN ISRUNNING

345. THE HYDRAULIC RESERVOIRS ARE PRESSURIZED:A. FROM THE PNEUMATIC SYSTEMB. FROM THE PACKS 1 AND 2


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C. FROM THE LH ENGINE OR THE PNEUMATIC SYSTEM346. IN FLIGHT THE ENG 1 PUMP FAULT LIGHT ILLUMINATES AMBER IN CASE OF: ARESERVOIR LOW LEVEL, OR A RESERVOIR OVERHEAT, OR A RESERVOIR LOW AIRPRESS, OR A PUMP LOW PRESS

A. YESB. NO

347. IF ON GROUND WITH ENGINE 1 STOPPED; DOES THE ENG 1 PUMP FAULTLIGHTILLUMINATE AMBER DUE TO GREEN PUMP LOW PRESS:

A. YESB. NO

348. IN CASE OF RESERVOIR OVERHEAT THE FAULT LIGHTS OF THE FAULTYSYSTEM STAYON:

A. FOR 30 SECONDS

B. CONTINUOUSLYC. AS LONG AS THE OVERHEAT IS DETECTED

349. ON GROUND AND BEFORE ENGINE START, WITH BLUE PUMP AUTO AND ACPOWER

AVAILABLE, THE BLUE PUMP IS:A. AUTOMATICALLY ENERGIZEDB. ENERGIZED WHEN THE BLUE PUMP OVRD P/B IS PRESSED

350. THE BLUE SYSTEM INCLUDES OPERATION OF:A. THE FLAPSB. THE SLATS

C. THE FLATS AND THE SLATS

351. THE RAT, WHEN EXTENDED IN FLIGHT, PRESSURIZES:A. THE GREEN SYSTEMB. THE YELLOW SYSTEM AND THE GREEN SYSTEM VIA THE PTUC. THE BLUE SYSTEM

352. THE YELLOW SYSTEM INCLUDES OPERATION OF:A. THE LEFT AND RIGHT ELEVATORB. THE LEFT ELEVATOR ONLYC. THE RIGHT ELEVATOR ONLY

353. THE YELLOW SYSTEM MAY BE POWERED BY:A. ENG 1 HYDRAULIC PUMPB. ENG 2 HYDRAULIC PUMP, OR THE YELLOW ELECTRIC PUMP, OR THE PTUC. ENG 2 HYDRAULIC PUMP, THE YELLOW ELECTRIC PUMP, THE RAT


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354. THE YELLOW SYSTEM INCLUDES OPERATION OF:A. THE FLAPSB. THE FLAPS AND SLATSC. THE SLATS

355. DURING FIRST ENGINE START THE PTU IS:A. AUTOMATICALLY RUNNINGB. TESTEDC. INHIBITED

356. THE RAT CAN BE RESTORED:A. IN FLIGHTB. ON GROUND ONLYC. ON GROUND AND IN FLIGHT

357. IN FLIGHT THE RAT IS EXTENDED:A. MANUALLY ONLY

B. MANUALLY OR AUTOMATICALLYC. AUTOMATICALLY ONLY

358. IN FLIGHT WHEN THE RAT IS AUTOMATICALLY EXTENDED:A. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED BUT THE EMERGENCY GEN ISNOT RUNNINGB. THE GREEN HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GENRUNSC. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GENRUNS

359. IS IT POSSIBLE TO INTERCHANGE HYDRAULIC FLUID FROM GREEN TO

YELLOW ORYELLOW TO GREEN SYSTEM:

A. NOB. YES THAN THE PTUC. YES IN CASE OF LEAKAGE

360. THE FIRE SHUT OFF VALVE CLOSES WHEN:A. THE MASTER SWITCH IS SET TO OFFB. THE FIRE PB IS RELEASED OUTC. AUTOMATICALLY IF A FIRE IS DETECTED

361. IF THE GREEN SYSTEM IS LOST, SLAT OPERATION IS:A. NORMALB. SLOWC. LOST

362. IF THE GREEN SYSTEM IS LOST, FLAP OPERATION IS:A. SLOWB. NORMALC. LOST


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363. THE GREEN SYSTEM OPERATES:A. SPOILERS 3B. SPOILERS 2 AND 4C. SPOILERS 1 AND 5

364. THE GREEN SYSTEM OPERATES:A. THE RIGHT ELEVATORB. THE LEFT ELEVATORC. BOTH

365. THE GREEN SYSTEM OPERATES:A. THE LEFT AILERONB. THE RIGHT AILERONC. BOTH

366. THE GREEN SYSTEM OPERATES:A. THE REVERSER 1

B. THE REVERSER 2C. BOTH

367. THE YELLOW SYSTEM OPERATES:A. THE REVERSER 1B. THE REVERSER 2C. BOTH

368. ON GROUND, BLUE ELEC PUMP P/B AT AUTO, THE CIRCUIT IS ENERGIZED IF:A. ONE BATTERY IS ON AUTOB. GROUND ELECTRICAL POWER IS ONC. ONE ENGINE IS RUNNING OR BLUE PUMP OVRD P/B HAS BEEN PRESSED

369. IF BLUE SYSTEM IS LOST, THE SLATS ARE:A. NORMALB. SLOWC. LOST

370. IF BLUE SYSTEM IS LOST, THE FLAPS ARE:A. NORMALB. SLOWC. LOST

371. THE BLUE SYSTEM OPERATES:A. SPOILERS 2 AND 4B. SPOILER 3C. SPOILERS 1 AND 5

372. THE RAT CAN BE EXTENDED:A. AUTOMATICALLY IN CASE OF LOSS OF POWER TO AC BUS 1 AND AC BUS 2B. MANUALLY FROM THE OVERHEAD PANELC. BOTH


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373. THE BLUE SYSTEM OPERATES:A. THE LEFT AILERONB. THE RIGHT AILERONC. BOTH

374. CAN YOU OPERATE A CARGO DOOR WHEN NO ELECTRICAL POWER ISAVAILABLE:A. YESB. NO

375. YELLOW ELEC PUMP P/B SWITCH OFF AND CARGO DOOR MANUAL SELECTORVALVESET AT OPEN OR CLOSE POSITION, THE PTU AND THE FLIGHT CONTROLS ARE:

A. OPERATIVEB. INHIBITED

376. IF YELLOW SYSTEM IS LOST, THE SLATS ARE:

A. NORMALB. SLOWC. LOST

377. IF YELLOW SYSTEM IS LOST, THE FLAPS ARE:A. NORMALB. SLOWC. LOST

378. THE ENGINE 2 FIRE VALVE IS BETWEEN THE YELLOW RESERVOIR AND :A. THE ENG 2 HYDRAULIC PUMPB. THE YELLOW ELECTRIC PUMP

C. THE YELLOW HAND PUMP

379. THE YELLOW SYSTEM OPERATES:A. THE SPOILER 3B. THE SPOILERS 2 AND 4C. THE SPOILERS 1 AND 5

380. IN CASE OF SINGLE HYDRAULIC SYSTEM LOW PRESS:A. THE MASTER WARN LIGHT ILLUMINATESB. THE MASTER CAUTION LIGHT ILLUMINATES AND THE SINGLE CHIME SOUNDSC. THERE IS NO WARNING

381. IN CASE OF RSVR LO AIR PR THE HYDRAULIC SYSTEM AFFECTED IS:A. DEFINITIVELY LOSTB. MAY BE RECOVERED AFTER DESCENDING TO A LOWER ALTITUDE

382. WITH A SINGLE HYDRAULIC SYSTEM FAILURE THE FLIGHT CONTROL LAW IS:A. NORMALB. ALTERNATEC. DIRECT


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383. WITH GREEN HYDRAULIC SYSTEM LOST:A. THE LANDING GEAR EXTENSION IS NORMALB. THE LANDING GEAR RETRACTION IS NORMALC. THE LANDING GEAR MUST BE EXTENDED BY GRAVITY

384. WITH GREEN HYDRAULIC SYSTEM LOST:A. THE NWS IS LOSTB. THE NWS IS OPERATIVEC. THE NWS OPERATES IN ALTERNATE

385. WITH GREEN HYDRAULIC SYSTEM LOST, THE BRAKING SYSTEM IS:A. NORMALB. ALTERNATEC. LOST

386. WITH GREEN HYDRAULIC SYSTEM LOST, THE ANTI-SKID IS:A. LOST

B. LIMITED TO 2000 PSI BRAKE PRESSUREC. OPERATIVE ON THE YELLOW HYDRAULIC SYSTEM

387. PTU AT AUTO, THE PTU AUTOMATICALLY RUNS:A. IF THE BLUE HYDRAULIC SYSTEM IS LOSTB. WHEN DIFFERENTIAL PRESSURE BETWEEN GREEN AND YELLOW SYSTEM ISMORETHAN 500 PSIC. AS SOON AS A DIFFERENTIAL PRESSURE BETWEEN GREEN AND YELLOWSYSTEMIS DETECTED

388. PTU RUNNING, THE PRESSURE DELIVERED BY THE PTU IS:A. STABLE AT 3000 PSIB. FLUCTUATING BETWEEN 2500 AND 3000 PSI

389. HYDRAULIC GREEN SYSTEM ONLY REMAINING, THE AUTO PILOT FUNCTIONIS:

A. AVAILABLE WITH AP 1B. LOSTC. AVAILABLE WITH AP 2

390. HYDRAULIC GREEN SYSTEM ONLY REMAINING, THE HORIZONTAL STABILIZER

IS:A. AVAILABLEB. LOST391. WITH GREEN AND YELLOW HYDRAULIC SYSTEMS LOST, MANUAL PITCH TRIMIS:

A. AVAILABLEB. LOST


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392. HYDRAULIC GREEN SYSTEM ONLY REMAINING, THE AUTO BRAKE IS:A. LOSTB. AVAILABLEC. ALTERNATE

393. WITH HYDRAULIC BLUE SYSTEM ONLY REMAINING:A. THE BRAKING SYSTEM IS LOSTB. SEVEN FULL BRAKE APPLICATIONS ARE AVAILABLEC. THE ANTISKID IS STILL AVAILABLE

394. WHAT HAPPENS WHEN YOU SET THE WING ANTI-ICE PUSHBUTTON TO ON,ON THEGROUND?

A. THE WING ANTI-ICE VALVES DO NOT OPENB. THE WING ANTI-ICE VALVES OPEN FOR 30 SECONDSC. THE WING ANTI-ICE VALVES REMAIN OPEN

395. THE ON LIGHT ILLUMINATES ON THE WING ANTI-ICE PUSHBUTTON:A. WHEN THE ANTI-ICE VALVES OPENB. WHEN THE PUSH BUTTON SWITCH IS SET TO ONC. WHEN THE FAULT LIGHT GOES OUT

396. IN CASE OF LOSS OF ELECTRICAL POWER SUPPLY, THE ENGINE ANTI-ICEVALVE:

A. OPENS WHEN THE ENGINE IS STOPPEDB. OPENS WHEN THE ENGINE IS RUNNINGC. CLOSES WHEN THE ENGINE IS RUNNING

397. PROBE HEATING STARTS AUTOMATICALLY WHEN THE SWITCH IS IN AUTO

POSITION:A. IN LOW HEAT AFTER ENGINE START AND THEN HIGH HEAT AFTER LIFT OFFB. NOT HEATED ON THE GROUND, HEATS AUTOMATICALLY AT LIFT OFFC OPERATES IN HIGH HEAT AFTER ENGINE STARTD. OPERATES IN LOW HEAT UNTIL MANUALLY SELECTED TO HIGH

398. IN CASE OF WINDOW HEAT COMPUTER FAILURE, THE OTHER COMPUTERCANREPLACE THE FAILED ONE:

A. YESB. NO

399. WINDOW HEATING COMES ON AUTOMATICALLY WHEN ONE ENGINE ISSTARTED:

A. YESB. NO


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400. THE WINDOW HEAT COMPUTER PROVIDES TWO HEATING LEVELS FOR THEWINDSHIELD:

A. HIGH LEVEL WHEN ABOVE 20,000 FT ; LOW LEVEL BELOW 20,000 FTB. HIGH LEVEL IN FLIGHT ; LOW LEVEL ON GROUNDC. HIGH LEVEL IN ICING CONDITIONS ; LOW LEVEL IN OTHER CONDITIONS

401. PITOT HEATING OPERATES:A. AT LOW ON GROUND AND NORMAL POWER IN FLIGHTB. IN FLIGHT ONLYC. ON GROUND ABOVE 80 KTS

402. WINDOW HEATING CAN BE SELECTED ON MANUALLY AT ANY TIME BY THEPROBEWINDOW HEAT PUSHBUTTON:

A. WRONGB. RIGHT

403. ELECTRICAL HEATING IS PROVIDED FOR THE PROTECTION OF:A. PITOTS AND AOAB. PITOTS AND TATC. PITOTS, STATIC, PORTS, TAT, AOA404. THE ENGINE NACELLE IS ANTI-ICED BY:

A. AIR BLEED FROM HIGH PRESSURE COMPRESSORB. AIR BLEED FROM LOW PRESSURE COMPRESSORC. ELECTRICALLY

405. WHEN ENGINE ANTI-ICE IS SELECTED ON:A. CONTINUOUS IGNITION IS SELECTED ON

B. THE ASSOCIATED PACK IS CLOSED

406. WHEN AN ENGINE ANTI-ICE VALVE IS OPEN:A. THE N2 OF THE ASSOCIATED ENGINE DECREASESB. N2 INCREASES AND N1 LIMIT IS AUTOMATICALLY REDUCEDC. THERE IS NO CHANGE IN N1 LIMIT OR N2

407. THE ENGINE ANTI-ICE VALVE CLOSES IN CASE OF LOW AIR PRESSURE:A. RIGHTB. WRONG

408. HOW CAN YOU CHECK THAT ENGINE ANTI-ICE HAS BEEN SELECTED:A. WITH ON LIGHT ON THE ASSOCIATED ENGINE PB+ENG ANTI ICE ON THE ECAMMEMO DISPLAYB. WITH ON LIGHT ON THE ASSOCIATED ENGINE PB+ENGINE ANTI ICE ON THEECAMENGINE PAGE


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409. THE MAXIMUM SPEED TO USE THE WINDSHIELD WIPERS IS:A. 200 KTSB. 250 KTSC. 230 KTS410. ON A DRY WINDSHIELD, RAIN REPELLENT SYSTEM:

A. MAY BE USED AS WINDSHIELD WASHERB. MUST NOT BE USED

411. THE RAIN REPELLENT SYSTEM IS INHIBITED:A. WHEN BOTH ENGINES ARE SHUT DOWNB. ON GROUND BELOW 80 KTSC. ABOVE FL 150

412. THE RAIN REPELLENT BOTTLE SHOULD BE REPLACED:A. WHEN THE PRESSURE INDICATOR NEEDLE IS IN THE YELLOW SECTORB. AFTER EACH FLIGHTC. WHEN REFILL FLOAT IS IN VIEW ON QUANTITY INDICATOR

D. A AND C ABOVE

413. THE ELECTRIC WIPERS ARE CONTROLLED BY 2 INDIVIDUAL ROTARYSELECTORS:

A. YESB. NO

414. THE WIPERS CAN OPERATE AT DIFFERENT SPEEDS:A. LOW SPEED AND HIGH SPEEDB. ONLY ONE SPEEDC. LOW, MEDIUM, HIGH SPEED

415. THE RAIN REPELLENT BOTTLE IS LOCATED:A. IN THE REAR COCKPIT ON THE LEFT SIDEB. IN THE AVIONIC BAYC. IN THE COCKPIT ON THE RIGHT SIDE

416. THE TIMER SUPPLIES A MEASURED QUANTITY OF RAIN REPELLENT TO THEWINDSHIELD: TO REPEAT THE CYCLE THE PUSHBUTTON MUST BE PRESSED

AGAIN:A. NOB. YES

417. WHEN NOT USED, THE WIPERS ARE OUT OF VIEW?A. RIGHTB. WRONG

418. THE WING ANTI-ICE SHUTOFF VALVES CLOSE AUTOMATICALLY IN CASE OF:A. ENGINE FAILUREB. LOSS OF ELECTRICAL POWER SUPPLY OR LEAK DETECTIONC. CROSS-BLEED VALVE FAULT WHEN WING ANTI-ICE IS USED


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419. SLATS PROTECTED BY HOT AIR SUPPLIED FROM THE PNEUMATIC SYSTEMARE:A. SLATS 1.2.4B. SLATS 2.3.4C. THE THREE OUTBOARD LEADING EDGE SLATS

420. THE WING ANTI-ICE SHUTOFF VALVES ARE CONTROLLED BY:A. 1 WING ANTI-ICE PUSHBUTTONB. 2 WING ANTI-ICE PUSHBUTTONSC. AUTOMATICALLY

421. WHERE DO THE WING ANTI-ICE INDICATIONS APPEAR ON THE ECAM?A. THERE IS NO INDICATION ON ECAM BLEED PAGE FOR WING ANTI-ICE SYSTEMB. "ANTI-ICE" APPEARS IN WHITE ON THE ECAM BLEED PAGE WHEN THE WING

ANTIICEPUSHBUTTON IS DEPRESSEDC. A GREEN TRIANGLE APPEARS IN THE ECAM BLEED PAGE WHEN THE WING

ANTIICEPUSHBUTTON IS DEPRESSED

422. LANDING GEAR CAN BE EXTENDED BY:A. GREEN SYSTEM OR YELLOW IN STANDBYB. GREEN SYSTEM OR MECHANICAL GRAVITY EXTENSIONC. GREEN SYSTEM FOR UNLOCKING, GRAVITY EXTENSION AND GREEN SYSTEMFORDOWNLOCKINGD. BLUE SYSTEM OR MECHANICAL GRAVITY EXTENSION

423. THE BRAKING MODES ARE:

A. GREEN WITH ANTI-SKID, YELLOW WITHOUT ANTI-SKID, PARKING BRAKEB. GREEN OR YELLOW WITH ANTI-SKID, YELLOW WITHOUT ANTI-SKID, PARKINGBRAKEC. GREEN WITH OR WITHOUT ANTI-SKID, YELLOW WITHOUT ANTI-SKID, PARKINGBRAKE

424. THE ANTI-SKID AND NOSE WHEEL SWITCH IS SET TO OFF:A. ANTI-SKID ONLY IS DEACTIVATEDB. NOSE WHEEL STEERING ONLY IS DEACTIVATEDC. ANTI-SKID AND NOSE WHEEL STEERING ARE DEACTIVATEDD. ANTI-SKID PROVIDES A FIXED AIRCRAFT DECELERATION

425. L/G POSITION IS INDICATED BY:A. ONE PANEL ON CENTER INSTRUMENT PANEL; ONE PANEL ON OVERHEADPANELB. ECAM ONLYC. ONE PANEL ON CENTER INSTRUMENT PANEL, ECAMD. ONE PANEL ON CENTER INSTRUMENT PANEL, ECAM, VISUAL MEANS ON THEWING


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426. WHEN AUTO BRAKE OPERATES, IT CAN BE DISARMED BY:A. PRESSING THE PUSHBUTTON OR LOSING AN ARMING CONDITIONB. DEPRESSING 1 PEDAL IF MED OR LO OR BOTH PEDALS IF MAXC. GROUND SPOILERS RETRACTIOND. ANY A, B OR C

427. MAXIMUM SPEED FOR LANDING GEAR RETRACTION IS:A. 200 KTSB. 220 KTSC. 250 KTSD. 280 KTS428. THE NOSE WHEEL STEERING IS POWERED:

A. BY HYDRAULIC SYSTEMB. BY ELECTRIC SYSTEMC. A OR BLANDING GEAR

429. NOSE WHEEL STEERING IS AVAILABLE WHEN:

A. GEAR DOORS OPENB. NOSE GEAR DOORS CLOSEDC. ALL GEAR DOORS CLOSED

430. NOSE WHEEL STEERING IS POWERED BY:A. YELLOW HYDRAULIC SYSTEMB. GREEN HYDRAULIC SYSTEMC. BOTH A AND B

431. WHEN IS PRESSURE IN THE NOSE WHEEL STEERING SYSTEM SHUT OFF:A. WITH TOWING LEVER IN TOWING POSITION OR BOTH ENGINES ARE SHUTDOWN

OR AIRCRAFT SPEED IS ABOVE 80 KTSB. DURING GROUND TOWING WITH ONE ENGINE SHUT DOWN OR WHEN AIRCRAFTSPEED IS ABOVE 60 KTS

432. THE HANDWHEELS IN THE COCKPIT PROVIDE A WHEEL STEERING ANGLE OF:A. 85 DEGREESB. 70 DEGREESC. 75 DEGREES

433. WHEN BOTH HANDWHEELS ARE OPERATED SIMULTANEOUSLY, THE SIGNALS:A. FROM THE FIRST PILOT ACTING ON HIS HANDWHEEL HAVE PRIORITY

B. COMING FROM THE CAPTAIN HAVE PRIORITYC. ARE MATHEMATICALLY ADDED

434. NOSE WHEEL STEERING BY RUDDER PEDALS IS LIMITED TO:A. 2 DEGREES TO 6 DEGREES UNDER ALL CIRCUMSTANCESB. 2 DEGREES TO 6 DEGREES DEPENDING ON A/C SPEED


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435. HANDWHEEL AND PEDALS ARE OPERATED SIMULTANEOUSLY:A. HANDWHEEL HAS PRIORITYB. PEDALS HAVE PRIORITY (DEPENDING ON SPEED)C. SIGNALS ARE MATHEMATICALLY ADDED

436. NOSE WHEEL STEERING IS AVAILABLE:A. A/C SPEED BELOW 80 KTS BOTH ENG RUNNING TOWING LEVER NORMALPOSITION

A/C ON GROUNDB. A/C SPEED BELOW 80 KTS BOTH ENG RUNNING TOWING LEVER NORMALPOSITION

A/C ON GROUND OR IN THE AIRC. A/C SPEED BELOW 80 KTS ONE ENG RUNNING TOWING LEVER NORMALPOSITION

A/C ON GROUND

437. HYDRAULIC PRESSURE TO THE LANDING GEAR IS SUPPLIED UP TO:A. 280 KTSB. ANY SPEEDC. 260 KTS

438. AFTER T/O THE LEFT MAIN GEAR SHOCK ABSORBER IS STUCK INCOMPRESSEDPOSITION:

A. THE GEAR CAN BE RETRACTED UNDER ALL CIRCUMSTANCES (SAFETY)B. THE GEAR CAN BE RETRACTED PROVIDED THE NOSE GEAR IS CENTEREDC. THE GEAR CANNOT BE RETRACTED, GEAR LEVER IS BLOCKED

439. IS IT POSSIBLE (SYSTEM WISE) TO LOWER THE GEAR BY GRAVITY ABOVE 260

KTS?A. YESB. NO

440. SYSTEM PAGE "WHEEL": L/G POSITION INDICATORS (TRIANGLES), FIRST LINESHOWSGREEN TRIANGLES (GEAR DOWN)? SECOND LINE BEHIND NO TRIANGLES ARESHOWN. THE L/G IS DOWN:

A. YESB. NO

441. DURING AN APPROACH YOU GET MASTER WARNING AND ECAM: "GEAR NOTDOWN!"THE REASON IS:

A. L/G NOT DOWN LOCKED AND FLAPS AT FULLB. L/G NOT DOWN LOCKED, FLAPS AT 3 AND RADIO HEIGHT LOWER THAN 750 FTC. A OR B


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442. THE BRAKES ARE ACTUATED BY TWO INDEPENDENT SYSTEMS,PRESSURIZED BYTHE:

A. BLUE AND GREEN HYDRAULIC SYSTEMB. YELLOW AND GREEN HYDRAULIC SYSTEMC. BLUE AND YELLOW HYDRAULIC SYSTEM

443. THE ALTERNATE BRAKE SYSTEM USES:A. THE YELLOW HYDRAULIC SYSTEMB. THE HYDRAULIC ACCUMULATORC. A + B

444. BRAKE PRESSURE FROM THE HYDRAULIC ACCUMULATOR IS STILLAVAILABLE :A. IN NORMAL (WITH ANTI-SKID)B. IN ALTERNATE (WITH ANTI-SKID)C. IN ALTERNATE (WITHOUT ANTI-SKID)

445. THE ANTI-SKID SYSTEM GETS ITS REFERENCES SPEED FROM:A. ADIRS 1 + 3B. ADIRS 2 + 3C. ADIRS 1

446. THE PRINCIPLE OF THE ANTI-SKID IS:A. COMPARING THE SPEED DIFFERENCE BETWEEN THE FOUR WHEELSB. COMPARING WHEEL SPEED WITH A/C REFERENCE SPEEDC. COMPARING WHEEL SPEEDS BETWEEN LEFT AND RIGHT LANDING GEAR

447. FOLLOWING FAILURE OF ADIRS 1 AND ADIRS 3, IS THE ANTI-SKID STILL

AVAILABLE?A. YESB. NO

448. GREEN HYDRAULIC SYSTEM AVAILABLE, YOU FIND THE A/SKID AND N/W STGSW INOFF POSITION:

A. BRAKING IS NORMAL, NOSEWHEEL STEERING LOSTB. BRAKING IS ALTERNATE, NOSEWHEEL STEERING NORMALC. BRAKING IS ALTERNATE, NOSEWHEEL STEERING LOST

449. ALTERNATE BRAKING USING THE YELLOW SYSTEM, AUTOBRAKE IS:A. STILL AVAILABLE WITH ANTI-SKIDB. LOSTC. STILL AVAILABLE WITHOUT ANTI-SKID


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450. SETTING THE PARKING BRAKE ON DEACTIVATES ALL BRAKING MODES,EXCEPT THE

ANTI-SKID:A. TRUEB. FALSE

451. SETTING THE PARKING BRAKE TO ON DEACTIVATES THE AUTO BRAKE:A. TRUEB. FALSE

452. AUTO BRAKING IS INITIATED BY:A. REVERSE THRUST SELECTIONB. GROUND SPOILERS EXTENSIONC. A + B

453. AFTER LANDING YOU RETRACT THE GROUND SPOILERS BY BRINGINGTHRUST

LEVERS FROM REVERSE TO IDLE. THE AUTO BRAKE IS NOW DISARMED:A. NOB. YES

454. THE BRAKE AND ACCUMULATOR PRESSURE GAUGE SHOWS PRESSURE:A. FROM YELLOW HYDRAULIC SYSTEMB. FROM ACCUMULATOR ONLYC. FROM BOTH YELLOW BRAKE SYSTEM AND BRAKE ACCUMULATOR

455. MAX BRAKING HAS BEEN SELECTED: TAKE-OFF BEING ABORTED, ENGINES INREVERSE, YOU HAVE FORGOTTEN TO ARM THE GROUND SPOILERS, IS

AUTOBRAKE

ACTIVATED:A. YESB. NO

456. THE HOT LIGHT ON THE BRK FAN PUSHBUTTON ILLUMINATES WHEN BRAKETEMPERATURE REACHES:


457. ON WHEEL PAGE OF ECAM, AUTO BRK IS FLASHING GREEN:

A. AUTO BRAKE IS DISENGAGEDB. AUTO BRAKE FAILUREC. ANTI-SKID FAILURE


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458. ON WHEEL PAGE OF ECAM, A GREEN ARC APPEARS ON ONE WHEELINDICATORMEANING THE BRAKE TEMPERATURE IS ABOVE:


459. AFTER LIFT OFF, IS BRAKES HOT WARNING ON ECAM STILL AVAILABLE:A. YES, GEAR DOWN OR UPB. YES, GEAR DOWN ONLYC. NOT

460. ON THE RAMP WITH APU RUNNING, PARK BRK IS SET ON. MESSAGE ONECAM,SHOWS PARK BRK:

A. IN GREENB. NOT AT ALL

C. IN YELLOW (BECAUSE OF ACCU PRESS)

461. AFTER A LANDING GEAR GRAVITY EXTENSION, IS IT POSSIBLE TO RESTORENORMALLANDING GEAR OPERATION IF GREEN HYDRAULIC PRESSURE IS AVAILABLE:

A. YESB. NO

462. THE LANDING GEAR INDICATOR PANEL RECEIVES THE INFORMATION FROMMICROSWITCHES AND PROXIMITY DETECTORS CONNECTED TO:

A. L G C I U 1B. L G C I U 2

C. BOTH

463. THE RED ARROW, NEAR THE LANDING GEAR LEVER ILLUMINATES WHEN:A. LANDING GEAR IS NOT DOWN LOCKED IN APPROACH CONFIG.B. LANDING GEAR IS NOT UPLOCKED AFTER RETRACTIONC. LANDING GEAR IS IN ABNORMAL POSITION

464. LDG GEAR INDICATOR PANEL UNLK LT ILLUMINATES RED IF:A. GEAR IS NOT LOCKED IN SELECTED POSITIONB. GEAR IS EXTENDED BY GRAVITY AND DOORS ARE NOT CLOSEDC. GEAR IS EXTENDED NORMALLY AND DOORS ARE NOT CLOSED

465. THE MAX SPEED WITH LANDING GEAR EXTENDED (VLE) IS:A. 300 KTS / M.70B. 280 KTS / M.67C. 260 KTS / M.60


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466. THE MAX SPEED AT WHICH THE LANDING GEAR MAY BE EXTENDED IS:A. 260 KTSB. 250 KTSC. 240 KTS

467. WHICH ADIR'S CLOSE THE SAFETY VALVE OF THE GREEN HYDRAULICSUPPLY WHENSPEED > 260 LETS:

A. ADIR'S 1 AND 2B. ADIR'S 1 AND 3C. ADIR'S 2 AND 3

468. WHAT IS THE MAX TIRE SPEED:A 205 KTSB. 195 KTSC. 185 KTS

469. ARE THERE ANY VISUAL GEAR DOWN LOCK INDICATORS:A. YESB. NO

470. HOW MANY TURNS ARE NECESSARY TO EXTEND THE LANDING GEAR BYGRAVITYUSING THE HANDCRANK:

A. TEN TURNS CLOCKWISEB. FIVE TURNS CLOCKWISEC. THREE TURNS CLOCKWISE

471. WHAT HAPPENS WHEN THE MASK IS USED WITH THE SELECTOR AT 100%

POSITION?A. MASK IS SUPPLIED WITH DILUTED OXYGEN ON DEMANDB. MASK IS SUPPLIED WITH INDILUTED OXYGEN ON DEMANDC. MASK IS SUPPLIED WITH UNDILUTED OXYGEN CONTINUOUS FLOW

472. A THERMAL DISCHARGE OF THE CREW OXYGEN BOTTLE IS INDICATED BY:A. "THERMAL DISCHARGE" MESSAGE ON ECAMB. GREEN BLOW OUT DISC MISSINGC. RED BLOW OUT DISC MISSINGD. NO INDICATION OF THERMAL DISCHARGE PROVIDED

473. IN THE PASSENGER OXYGEN SYSTEM, A GENERATOR, ONCE ACTIVATED,DELIVERSOXYGEN FOR:

A. 5 MINUTES, IF ALL MASKS ARE USEDB. 30 MINUTES, IF ONLY ONE MASK IS IN USEC. 13 MINUTES. SAME DISTRIBUTION TO EACH MASK


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474. IF IN THE COCKPIT THE MASTER SELECTOR OF THE EVAC COMMAND PANELIS IN"CAPT" POSITION AND THE PURSER PRESSES HIS EVAC "COMD" PUSHBUTTON,WHATWILL HAPPEN?

A. EVAC SIGNALS ARE ENERGIZED IN THE CABIN ONLYB. ALL EVAC SIGNALS ARE ENERGIZEDC. EVAC SIGNALS ARE ENERGIZED IN THE COCKPIT ONLY

475. IF CABIN ALTITUDE RISES ABOVE 14,000 FT, OXYGEN MASKS WILL DROP OUT:A. ONLY BY ACTUATION OF A SWITCH ON THE CAPTAIN PANELB. AUTOMATICALLY BY CABIN PRESSURE AND/OR ACTIONC. AUTOMATICALLY BY CABIN PRESSURE AND/OR FLIGHT DECK ACTION

476. THE CAPTAIN MAY CALL ALL CABIN ATTENDANTS AT THE SAME TIME:A. TRUEB. FALSE

477. WHERE ARE THE EVAC SIGNALS LOCATED?A. IN THE COCKPIT AND NEXT TO FORWARD LEFT AND AFT LEFT CABIN DOORB. IN THE COCKPIT AND NEXT TO EACH CABIN DOORC. IN THE COCKPIT AND NEXT TO EACH CABIN DOOR AND EMERGENCYOVERWINGEXIT

478. STATE THE LOCATION OF THE "EVAC COMMAND" SWITCH:A. PURSER STATION AND C/A AFT LEFTB. PURSER STATION AND PILOT OVERHEAD PANELC. PILOT OVERHEAD PANEL AND ALL C/A STATION

OXYGEN - EMERGENCY EQUIPMENT

479. HOW MANY ESCAPE ROPES ARE IN THE COCKPIT?A. 2 ESCAPE ROPES - 1 OVER EACH WINDOW THEY CAN BE USED THROUGH THELEFT OR RIGHT WINDOWB. 2 ESCAPE ROPES - EACH OF THEM MUST BE USED THROUGH THE WINDOW TOWHICH IT CORRESPONDSC. 3 ESCAPE ROPES FOR THE 2 COCKPIT CREW MEMBERS. THE EXTRA ONE IS TOBEUSED BY SOME PARTICULARLY BIG PEOPLE.


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480. WITH ENGINES AND APU RUNNING AND APU BLEED VALVE SELECTED ON,SELECTTHE CORRECT STATEMENT:

A. ENGINE BLEED VALVES OPEN, X BLEED VALVE OPENS, APU BLEED VALVECLOSESB. ENGINE BLEED VALVES CLOSE, X BLEED VALVE OPENS, APU BLEED VALVEOPENSC. ENGINE BLEED VALVES OPEN, X BLEED VALVE CLOSES, APU BLEED VALVEOPENSD. ENGINE BLEED VALVES CLOSE, X BLEED VALVE CLOSES, APU BLEED VALVEOPENS

481. TO PROVIDE EXTERNAL AIR FOR ENG START THE FOLLOWING SWITCHING ISREQUIRED:

A. PNEUMATIC X-BLEED AUTOB. PNEUMATIC X-BLEED OPENC. ENGINE BLEED SWITCHES OFF

D. APU BLEED SWITCH OFF

482. AIR BLEED FROM THE ENGINES IS:A. NOT COOLED PRIOR TO BEING USED BY THE SYSTEMSB. COOLED IN A HEAT EXCHANGER BY COOLING AIR BLEED FROM FAN SECTIONC. COOLED USING AMBIENT AIRD. ONLY COOLED IN AIR CONDITIONING PART

483. HIGH PRESSURE AIR IS SUPPLIED FROM:A. ENGINE 1 AND 2 BLEED SYSTEMS, APU LOAD COMPRESSOR, HP GROUNDCONNECTIONB. ENGINE 1 AND 2 BLEED SYSTEMS

C. ENGINE 1 AND 2 BLEED SYSTEMS AND APU LOAD COMPRESSOR

484. PNEUMATIC SYSTEM OPERATION IS CONTROLLED AND MONITORED BY:A. ONE BLEED MONITORING COMPUTERB. TWO BLEED VALVE COMPUTERSC. TWO BLEED MONITORING COMPUTERS

485. WHICH SOURCE OPERATES THE BLEED VALVE?A. PNEUMATICB. ELECTRICC. BOTH

486. WHAT HAPPENS WHEN PRESSURE AND TEMPERATURE ARE NOT SUFFICIENT

TOSUPPLY THE CORRESPONDING ENGINE BLEED VALVE:

A. IP VALVE CLOSEDB. HP VALVE OPENED, IF STAGE CLOSEDC. HP VALVE OPENED, IP STAGE REMAINS IN THE SAME CONFIGURATIONPNEUMATIC SYSTEM


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495. THE FADEC IS ELECTRICALLY SUPPLIED BY:A. AIRCRAFT ELECTRICAL SYSTEM ONLYB. BATTERIES IF A/C ELECTRICAL POWER FAILSC. SELF POWERED ABOVE 12% N2D. AIRCRAFT ELECTRICAL SYSTEM OR SELF POWERED IN AN EMERGENCY

496. IN MANUAL MODE, WHEN THE THRUST LEVERS ARE BETWEEN THE CLIMBDETENT

AND IDLE:A. EACH POSITION OF THE LEVERS CORRESPOND TO N1B. N1 IS CLIMB N1C. N1 IS IDLE N1D. N1 IS FROZEN

497. WHAT IS THE EGT LIMIT AT TOGA POWER SETTING:A. 890 DEGREES CELSIUS ON 1 ENGINE OR 850 DEGREES CELSIUS BOTH ENGINESRUNNING

B. 790 DEGREES CELSIUS DURING 5MN (1 MN ON 1 ENGINE)C. 890 DEGREES CELSIUS DURING 5MN (10 MN ON 1 ENGINE)POWERPLANT

498. WHAT IS THE MAXIMUM CONTINUOUS OIL TEMPERATURE:A. 150 DEGREES CELSIUSB. 140 DEGREES CELSIUSC. 155 DEGREES CELSIUS

499. THE MAX CONTINUOUS OIL TEMP LIMIT MAY BE EXCEEDED. WHAT IS THELIMIT, ANDUNDER WHAT CONDITIONS:

A. 155 DEGREES CELSIUS FOR LESS THAN 15 MN

B. 155 DEGREES CELSIUS FOR LESS THAN 15 MN IF ONE ENGINE FAILEDC. THE MAX CONTROL OIL TEMP MUST NOT BE EXCEEDED

500. WHAT IS THE MINIMUM STARTING OIL TEMPERATURE:A. 40 DEGREES CELSIUSB. 10 DEGREES CELSIUSC. 0 DEGREE CELSIUS

501. WHAT IS THE MINIMUM OIL QUANTITY (ECAM INDICATIONS):A. 5 QTS + ESTIMATED CONSUMPTION (0.6 QTS/H)B. 11 QTS + ESTIMATED CONSUMPTION (0.6 QTS/H)

C. 11 QTS + ESTIMATED CONSUMPTION BEFORE ENGINE START OR 5 QTS +ESTIMATED CONSUMPTION AT IDLE POWER

502. WHAT IS THE MINIMUM OIL PRESSURE AT GROUND IDLE:A. 13 PSIB. 10 PSIC. VARIABLE WITH OIL TEMPERATURE


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503. WHAT IS THE MAXIMUM N1:A. 105%B. 102%C. 100%504. WHAT IS THE MAXIMUM N2:

A. 105%B. 102%C. 100%

505. WHAT IS THE MAXIMUM N2 FOR STARTER ENGAGEMENT:A. 0%B. 25%C. 20%

506. WHAT IS THE MAXIMUM STARTER OPERATING TIME:A. 8 MN FOLLOWED BY 15 MN OF NO OPERATIONB. 5 MN FOLLOWED BY 20 SEC OF NO OPERATION

C. 2 MN FOLLOWED BY 20 SEC OF NO OPERATION

507. STARTER COOLING TIME REQUIREMENTS ARE:A. 15 MN COOLING TIME AFTER 4 CYCLES OF 2 MNB. 5 MN COOLING TIME AFTER 4 CYCLES OF 2 MNC. 2 MN COOLING TIME AFTER 4 CYCLES OF 8 MN

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