Airbus 320 Technical Knowledge Reviewer

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 CLOSE
B. THE HOT AIR PRESS REG. VALVE CLOSES AND THE TRIM AIR VALVES OPEN
C. 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 BOTH
B. 25 DEGREES CELSIUS BOTH
C. 20 DEGREES CELSIUS PACK 1 - 10 DEGREES CELSIUS PACK 2
D. 24 DEGREES CELSIUS PACK 1 - 15 DEGREES CELSIUS PACK 2
3. DURING NORMAL FLIGHT, THE AVIONICS VENTILATION SYSTEM CONTROLS THE
TEMPERATURE OF THE COOLING AIR BY:
A. ADDING AIR CONDITIONED AIR TO THE FLOW
B. EXTRACTING AIR OVER BOARD
C. ADDING AVIONICS BAY AIR
D. PASSING AIR THROUGH A SKIN HEAT EXCHANGER
4. THE RAM AIR SWITCH SHOULD BE USED:
A. AT ANY TIME
B. ONLY WHEN DIFF PRESS IS LESS THAN 1 PSI
C. WHEN PRESS IS GREATER THAN 1 PSI DIFF
D. ONLY AFTER OUTFLOW VALVE IS FULLY OPENED
5. PACK CONTROLLERS, PRIMARY CHANNEL FAILURE:
A. THE SECONDARY COMPUTER OPERATES AS A BACK UP MODE AND
REGULATION
IS NOT OPTIMIZED
B. THE SECONDARY COMPUTER TAKES OVER
C. PACK IS LOST
6. PACK CONTROLLERS, SECONDARY CHANNEL FAILURE:
A. NO EFFECT ON PACK REGULATION BACK UP MODE IS LOST
B. PACK IS LOST
C. NO EFFECT
7. PACKS CONTROLLERS, PRIMARY AND SECONDARY CHANNELS FAILURE:
A. PACK OUTLET TEMPERATURE IS CONTROLLED AT 15 DEGREES CELSIUS BY
THE
ANTI-ICE VALVE
B. THE PACK IS CLOSED
AIR CONDITIONING - PRESSURIZATION
8. HOT AIR PRESS REG VALVE FAILED OPEN:

A. OPTIMISED REGULATION IS LOST
B. THE TEMPERATURE STAYS AT THE VALVE SELECTED WHEN THE FAILURE
OCCURS
C. NO EFFECT
9. BLEED AIR SUPPLIED FROM THE APU (APU BLEED VALVE OPEN) THE PACK
FLOW IS
AUTOMATICALLY SELECTED:
A. HIGH
B. NORMAL
C. LOW
10. TRIM AIR VALVE, EACH ONE OPTIMIZES THE TEMPERATURE BY:
A. ADDING HOT AIR
B. ADDING FRESH AIR
C. MODULATION OF PACK FLOW
11. HOT AIR PRESSURE REGULATING VALVE:
A. REGULATES THE PRESSURE OF HOT AIR TAPPED UPSTREAM OF THE PACKS
B. IS SPRINGLOADED OPEN IN THE ABSENCE OF AIR
C. OPENS AUTOMATICALLY IN CASE OF DUCT OVERHEAT
12. PACK FLOW CONTROL VALVE:
A. PNEUMATICALLY OPERATED AND ELECTRICALLY CONTROLLED
B. ELECTRICALLY OPERATED AND PNEUMATICALLY CONTROLLED
C. OPENS AUTOMATICALLY DURING ENGINE STARTING
13. THE TEMPERATURE SELECTORS ARE LOCATED IN:
A. THE COCKPIT
B. THE CABIN
C. BOTH
14. PACK FLOW MAY BE SELECTED FROM:
A. THE COCKPIT
B. THE CABIN
C. BOTH
15. ENGINE FLOW DEMAND, WHEN THE HEATING OR COOLING DEMAND IN ONE
ZONE
CANNOT BE SATISFIED:
A. THE MANIMUM IDLE MUST BE INCREASED MANUALLY
B. THE MINIMUM IDLE IS INCREASED AUTOMATICALLY
C. IN ANY CASE, FLIGHT IDLE IS SUFFICIENT
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 PSI
B. 1 PSI
C. 2 PSI
18. IS IT POSSIBLE TO USE SIMULTANEOUSLY PACKS AND LP GROUND UNIT
DURING
LONG STOPS IN A HOT AIRFIELD:
A. YES
B. NO
C. YES, IF EXTERNAL TEMPERATURE IS >50'
19. TRIM AIR VALVES ARE MODULATED BY:
A. THE ZONE CONTROLLER
B. ANTI-ICE VALVE
C. HOT AIR PRESSURE REGULATING VALVE
20. THE MIXING UNIT IS CONNECTED TO:
A. PACKS, CABIN AIR, EMERGENCY RAM AIR INLET AND LP GROUND CONNECTOR
B. PACKS, EMERGENCY RAM AIR INLET AND LP GROUND CONNECTOR
C. 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 OTHER
C. AUTOMATICALLY, PACK 1 AS A MASTER, PACK 2 AS A SLAVE
22. EMERGENCY RAM AIR INLET, WHEN SET TO "ON" THE RAM AIR VALVE WILL
OPEN:
A. IN ANY CASE
B. PROVIDED DITCHING IS NOT SELECTED
C. 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 CABIN
B. COCKPIT, FORWARD AND AFT CABINS
C. COCKPIT, AVIONICS BAY, CABIN
25. THE CABIN ZONE TEMPERATURE SENSORS ARE VENTILATED BY THE AIR
EXTRACTED
BY THE LAVATORY AND GALLEYS FANS:
A. TRUE
B. FALSE
26. TEMPERATURE CONTROL IS AUTOMATIC AND IS REGULATED BY:
A. ZONE CONTROLLERS
B. PACK 1 AND 2 CONTROLLERS
C. BOTH A + B ABOVE
27. IF A PACK CONTROLLER FAILS, THE PACK OUTLET AIR TEMPERATURE IS
REGULATED
TO:
A. 10 DEGREES CELSIUS
B. 18 DEGREES CELSIUS
C. 15 DEGREES CELSIUS
28. IN CASE OF PACK CONTROLLER FAILURE, THE PACK OUTLET AIR
TEMPERATURE IS
CONTROLLED BY:
A. PACK BY-PASS VALVE
B. PACK ANTI-ICE VALVE
C. PACK FLOW CONTROL VALVE
29. WHEN THE PACK FLOW CONTROL KNOB IS POSITIONED TO HI, AIR FLOW IS:
A. 80% OF NORMAL
B. 150% OF NORMAL
C. 120% OF NORMAL
30. WHEN USING APU BLEED TO SUPPLY THE PACKS, WITH THE PACK FLOW
SELECTOR
AT LO, THE PACK AIR FLOW IS:
A. 80% OF NORMAL
B. NORMAL
C. 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 INCREASE
C. BOTH A + B
32. IN CASE OF TRIM AIR SYSTEM FAULT THE SECONDARY CHANNEL ON THE
ZONE
CONTROLLER REGULATES THE ZONE TEMPERATURE AT:
33. IN CASEOF TOTAL ZONE CONTROLLER FAILURE:

A. HOT AIR AND TRIM AIR VALVES OPEN AND PACKS DELIVER AIR AT FIXED
TEMPERATURE - 15 DEGREES CELSIUS PACK 1, 10 DEGREES CELSIUS PACK 2
B. HOT AIR AND TRIM AIR VALVES CLOSE AND PACKS DELIVER AIR AT FIXED
C. HOT AIR AND TRIM AIR VALVES CLOSE AND PACKS DELIVER AIR AT FIXED
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 A
DEMAND
SIGNAL TO INCREASE AIR FLOW WHEN A ZONE TEMPERATURE CANNOT BE
SATISFIED:
A. TO THE PACK RAM AIR INLET FLAP
B. TO THE APU ECB
C. PACK FLOW CONTROL VALVE
36. THE DITCHING SWITCH WHEN SELECTED ON SENDS A CLOSURE SIGNAL TO:
A. OUTFLOW VALVE
B. RAM AIR INLET AND VENTILATION EXTRACT VALVES
C. THE PACK FLOW CONTROL VALVES
D. 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 2
C. YOU HAVE TO SELECT MANUALLY CONTROLLER 2
D. YOU HAVE TO SET THE LANDING ELEVATION
38. IN NORMAL OPERATION, PRESSURIZATION IS:
A. FULLY AUTOMATIC
B. MANUALLY CONTROLLED
C. BOTH A AND B
39. THE OUTFLOW VALVE IS POWERED BY:
A. ONE OF TWO ELECTRIC MOTORS
B. ONE OF THREE ELECTRIC MOTORS
C. THREE MECHANICALLY LINKED ELECTRIC MOTORS
40. DURING GROUND FUNCTION OPERATION, THE OUTFLOW VALVE IS:
A. FULLY OPEN
B. FULLY CLOSED
C. POSITIONED ACCORDING TO FMGS DEMANDS
41. TO SEE THE POSITION OF THE OUTFLOW VALVE IT IS NECESSARY TO CALL

ECAM:
A. COND PAGE
B. BLEED PAGE
C. PRESS PAGE
42. TWO IDENTICAL, INDEPENDENT, AUTOMATIC DIGITAL PRESSURIZATION
CONTROLLERS ARE USED FOR SYSTEM CONTROL:
A. ONE CONTROLLER ACTIVE, ONE IN STANDBY
B. BOTH CONTROLLERS MONITORED BY FMGC
C. NO CONTROLLER FOR CLIMB PHASE AND N2 CONTROLLER IN CRUISE AND
DESCENT
43. WHICH CONTROLLER GENERATES EXCESS CABIN ALTITUDE AND PRESSURE
OUTPUTS FOR ECAM INDICATION IN MANUAL MODE:
A. BOTH
B. N1
C. N2
44. WHEN RAM AIR PB SET TO ON THE OUTFLOW VALVE WILL FULLY OPEN WHEN:
A. > 1.5 PSI
B. < 3 PSI
C. < 1 PSI
45. THE PURPOSE OF THE SAFETY VALVES IS TO AVOID:
A. EXCESSIVE POSITIVE PRESSURE DIFFERENTIAL
B. EXCESSIVE NEGATIVE DIFFERENTIAL
C. BOTH A AND B ABOVE
46. THE SAFETY VALVES ARE OPERATED:
A. ELECTRICALLY
B. HYDRAULICALLY
C. PNEUMATICALLY
47. WHEN LANDING ELEVATION IS SET TO AUTO, THE LANDING ELEVATION IS
SENT TO
THE CONTROLLER FROM:
A. FMGS
B. FCU
C. ADIRS
48. WHEN MODE SEL IS SET TO MANUAL, THE OUTFLOW VALVE IS CONTROLLED
BY
SIGNALS SENT VIA CONTROLLER 1 OR 2:
A. TRUE
B. FALSE
49. ON ECAM CAB PRESS PAGE, THE OUTFLOW VALVE INDICATOR CHANGES TO
AMBER
IT:
A. FULLY CLOSED
B. FULLY OPEN IN FLIGHT
C. FULLY OPEN ON GROUND
50. ON ECAM CAB PRESS PAGE, THE SAFETY VALVE INDICATION CHANGES TO
AMBER IT:
A. BOTH SAFETY VALVES ARE FULLY OPEN
B. ONE SAFETY VALVE IS OPEN
C. BOTH SAFETY VALVES ARE FULLY CLOSED
51. ON ECAM CAB PRESS PAGE, THE CABIN ALTITUDE INDICATION CHANGES TO
RED
WHEN CABIN ALTITUDE IS:
A. > 14,000 FT.
B. > 8,500 FT
C. > 9,450 FT
52. FOLLOWING A SYS 1 FAULT:
A. MASTER CAUTION IS ACTIVATED AND ECAM ACTIONS MUST BE TAKEN BY THE
CREW
B. SYSTEM 2 MUST BE SELECTED BY THE CREW
C. SYSTEM 2 TAKES OVER AUTOMATICALLY WITHOUT CREW ACTION
53. CABIN PRESSURIZATION STARTS AT:
A. ENGINE START
B. TAKE-OFF POWER SELECTION
C. LIFT-OFF
54. THE PRESSURE SAFETY VALVES OPEN AT:
A. 8.06 PSI
B. 8.6 PSI
C. 9.0 PSI
D. 7.6 PSI
55. IN AUTOMATIC MODE, CABIN PRESSURIZATION IS OPTIMIZED BY USING
INFORMATION
FROM:
A. FMGS CRUISE LEVEL, TIME TO CLIMB AND STATIC PRESSURE INFORMATION
B. ACTUAL CRUISE LEVEL, CRUISE N, SETTING AND LANDING ELEVATION INPUT
C. SELECTED CABIN ALTITUDE ROTARY SWITCH AND FMGS LANDING ELEVATION
56. WHEN THE APU MASTER SWITCH IS RELEASED, A NORMAL APU SHUT-DOWN
OCCURS:
A. WITHOUT DELAY, IN ALL CASES
B. WITH A DELAY, IN ALL CASES
C. WITH A DELAY IF THE BLEED AIR WAS IN USE
57. WHAT ARE THE APU MANUAL SHUT-DOWN POSSIBILITIES IN THE COCKPIT?
A. APU MASTER SWITCH PUSHBUTTON / APU FIRE PUSHBUTTON SWITCH
B. APU MASTER SWITCH PUSHBUTTON
C. APU FIRE PUSHBUTTON SWITCH / APU SHUT-OFF PUSHBUTTON
58. NORMAL ELECTRICAL SYSTEM BEING AVAILABLE, YOU MAY RESTART THE APU
UP TO:
A. 31,000 FT
B. 20,000 FT
C. 39,000 FT
59. WHEN THE APU IS RUNNING, THE APU FUEL PUMP:
A. RUNS WHEN TANK PUMPS PRESSURE IS NOT SUFFICIENT
B. RUNS ALL THE TIME
C. RUNS ONLY IN FLIGHT
D. 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%,
AVAIL
COMES ON
B. ON ILLUMINATES BLUE. APU SYSTEM IS SUPPLIED. APU STARTS AS SOON AS
START P/B IS DEPRESSED AND INTAKE FLAP OPENS.
62. APU BLEED AIR IS CONTROLLED:
A. BY ECB (N% ADJUSTMENT)
B. NOT CONTROLLED
C. 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 DEGREES
CELSIUS
(DURING APU START)
65. ON GROUND, APU PROVIDES:

A. ELEC POWER + HYDRAULIC POWER
B. ELEC POWER + BLEED AIR
66. AIR BLEED EXTRACTION FOR WING ANTI-ICE:
A. IS PERMITTED
B. IS NOT PERMITTED
67. CAN YOU START THE APU USING THE A/C BATTERIES:
A. YES
B. NO
68. THE APU IS SUPPLIED FROM THE:
A. LEFT FUEL FEED LINE
B. RIGHT FUEL FEED LINE
69. IF AIR BLEED WAS USED, AFTER A MANUAL SHUT-DOWN SEQUENCE THE APU:
A. STOPS IMMEDIATELY
B. KEEPS RUNNING FOR FOUR MINUTES
C. KEEPS RUNNING BETWEEN 60 SEC AND 120 SEC MAX
70. AVAIL LIGHT ILLUMINATES ON START PB WHEN:
A. EXTERNAL POWER IS DISCONNECTED
B. APU N REACHES 95%
C. APU ELECTRIC POWER IS USED
71. THE APU HAS ITS OWN LUBRICATION SYSTEM:
A. YES
B. NO
72. WHAT DETERMINES THE APU SPEED IN ACCORDANCE WITH AIR BLEED
DEMAND:
A. ELECTRONIC CONTROL BOX
B. AIR CONDITIONING SYSTEM
C. AIR INTAKE SYSTEM
73. BESIDES THE MASTER SWITCH ON THE COCKPIT APU PANEL, APU SHUTDOWN
IS
POSSIBLE BY:
A. SWITCHING OFF THE LEFT FUEL PUMPS
B. PUSHING THE APU FIRE PUSHBUTTON
C. PRESSING APU SHUTOFF PUSHBUTTON ON EXTERNAL INTERPHONE PANEL
D. EITHER B OR C
74. THE SUPPLY OF ELECTRICAL POWER HAS PRIORITY OVER BLEED AIR SUPPLY:
A. NO
B. YES
C. SOMETIMES
75. MASTER SWITCH ON, THE:

A. APU STARTS
B. ECB IS ELECTRICALLY SUPPLIED
C. AIR INTAKE FLAP CLOSES
76. IF RMP 2 FAILS:
A. THE WHOLE SYSTEM IS INOPERATIVE
B. VHF2 AND HF2 FREQUENCIES CANNOT BE CONTROLLED
C. ALL COM SYSTEMS CAN BE CONTROLLED BY ANY OTHER RMP
D. ONLY VHF2 FREQUENCIES CANNOT BE CONTROLLED
77. IN NORMAL OPERATION, RMP1 IS DEDICATED TO:
A. HF1 AND HF2
B. VHF1
C. VHF2
D. HF1
78. IF YOU SELECT VHF2 ON RMP1, THE SEL LIGHT ILLUMINATES ON:
A. RMP1 AND RMP2
B. RMP1, RMP2 AND RMP3
C. RMP1 ONLY
D. RMP2 ONLY
79. TO ACTIVATE THE VOICE RECORDER BEFORE ENGINE START YOU HAVE TO
PRESS:
A. THE CVR ERASE PB
B. THE GROUND CONTROL PB
C. THE CVR TEST PB
80. YOU PUSH MECH TRANSMISSION KEY ON THE ACP PANEL:
A. YOU CAN SPEAK TO GROUND MECH THROUGH THE HANDSET
B. YOU CAN SPEAK TO GROUND MECH VIA ACP INT P/B
C. 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 TIME
B. YOU PUSH THE ERASE P/B FOR 2 SECONDS IN FLIGHT
C. YOU PUSH THE ERASE P/B MORE THAN 2 SECONDS AND CHECK THE PARKING
BRAKE ON
82. INTERPHONE SYSTEM PERMITS YOU TO SPEAK TO:
A. THE CABIN ATTENDANTS
B. ALL OCCUPANTS IN THE COCKPIT
C. THE MECHANIC ON THE GROUND
D. ALL THE ABOVE
83. CAN YOU OBTAIN A "A M" GREEN LIGHT ON RMP2:

A. YES
B. NO
COMMUNICATIONS
84. HOW DO YOU RECEIVE ATIS INFORMATION USING THE VOR?
A. SELECTING ON VOICE PUSHBUTTON ON THE ACP AND VOR RECEPTION KNOB
B. SELECTING VOICE PUSHBUTTON ONLY
85. HOW DO YOU CANCEL ON VOICE GREEN LIGHT?
A. BY DEPRESSING AGAIN THE ON VOICE PUSHBUTTON
B. BY DEPRESSING THE VOR RECEPTION PUSHBUTTON
C. BOTH
86. WHAT IS THE FUNCTION OF THE RESET PUSHBUTTON ON THE ACP?
A. TO RESTART SYSTEM OPERATION
B. TO CANCEL THE PREVIOUS SELECTIONS
C. TO CANCEL ANY LIGHTED CALLS
87. WHEN USING THE OXY MASK OR BOOM HEADSET, IF THE INT/RAD KEY IS SET
TO INT,
WILL INTERPHONE BACKGROUND NOISE BE HEARD WHEN USING THE SIDESTICK
PTT
FOR RADIO TRANSMISSIONS?
A. YES
B. NO
88. YOU MAKE A STBY/NAV SELECTION ON A PEDESTAL RMP. CAN YOU CONFIRM
THAT
SELECTION ON MCDU-RAD/NAV PAGE:
A. YES
B. NO
89. IS STBY/NAV TUNING POSSIBLE ON RMP-3:
A. YES
B. NO
90. CAN YOU HEAR THE BEACON IDENTIFICATION SELECTED THROUGH THE
STBY/NAV:
A. YES, BY PRESSING CORRESPONDING RECEPTION KNOB
B. YES, BY PRESSING A LSK ON THE MCDU
91. CAN YOU HEAR THE VOICE RECORDER TEST SIGNAL THROUGH THE COCKPIT
LOUDSPEAKERS, WITH THE PARKING BRAKE RELEASED:
A. YES
B. NO
92. YOU RECEIVE A SELCAL ON VHF 2, WHAT HAPPENS ON YOUR ACP?

A. AMBER SIGN CALL FLASHES ON VHF 2 KEY
B. THREE GREEN BARS COME ON
C. WHITE SELCAL APPEARS ON VHF 2 P/B AND VHF 2 RECEPTION SELECTOR
ILLUMINATES WHITE
93. CAN YOU SPEAK ON VHF AND THE PA AT THE SAME TIME:
A. NEVER
B. YES BY PRESSING RAD TOGGLE SW AND PA KEY
C. 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 OCCUPANT
B. 3RD OCCUPANT USES CAPTAIN EQUIPMENT
C. THE CAPTAIN USES HIS ACOUSTIC EQUIPMENT AND THE 3RD OCCUPANT ACP
95. CAN YOU SELECT VOR 2 FREQUENCY WITH RMP 1?
A. YES
B. NO
96. IF VHF 1 IS SELECTED ON RMP 2, SEL LIGHT ILLUMINATES WHITE:
A. ON RMP 2
B. ON RMP 1
C. 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 2
B. BY USING OVERHEAD PANEL AUDIO SWITCHING : CAPT 3
98. IN CASE OF DUAL FMGC FAILURE, SELECTION OF RADIO NAVIGATION
FREQUENCIES
IS POSSIBLE WITH:
A. RMP 1 ONLY
B. RMP 1 AND 2 ONLY
C. RMP 1, 2 AND 3
99. FOR COMMUNICATION WITH GROUND MECHANIC AT THE ENGINE NACELLE
THE
CREW MUST USE THE FOLLOWING AUDIO SYSTEM SELECTION:
A. MECH + INT
B. ATT + CAB
C. ANY OF THE ABOVE
100. COCKPIT VOICE RECORDER IS ENERGIZED, ON GROUND AS SOON AS

AIRCRAFT
ELECTRICAL NETWORK IS SUPPLIED BUT ONLY FOR 5 MINUTES. IT STARTS AGAIN
AS
SOON AS:
A. GND CTL IS ON
B. ONE ENGINE IS RUNNING
C. A OR B
101. IF AN RMP FAILS, THE SELECTED RECEIVER IS NO LONGER CONTROLLED BY
THIS
RMP AND FREQUENCIES AND BARS DISAPPEAR FROM THIS RMP:
A. YES
B. NO
102. WHAT IS THE MAIN PURPOSE OF THE RMP:
A. TO SELECT RADIO FREQUENCIES
B. TO SELECT NAV AIDS WHEN THE MCDU HAS FAILED
C. BOTH
103. CAN YOU USE SERVICE INTERPHONE SYSTEM IN FLIGHT?
A. YES
B. NO
104. IF ATC MODE SELECTOR AT AUTO:
A. SELECTED ATC OPERATES ONLY IN FLIGHT
B. SELECTED ATC OPERATES WHEN FLEX OR TOGA POWER IS SELECTED FOR T/O
C. SELECTED ATC OPERATES AS SOON AS ONE ENGINE IS RUNNING
105. ON ATC CONTROL PANEL, THE FAULT LIGHT COMES ON IF:
A. SELECTED TRANSPONDER FAILS
B. SYSTEM 1 OR 2 HAS FAILED
106. ON RMP, THE ON/OFF SWITCH CONTROLS:
A. THE POWER SUPPLY TO THE RMP
B. ONLY THE STBY NAV FUNCTION OF RMP
C. 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 BE
USED
C. NAV KEY HAS NO EFFECT ON RADIO COM FREQUENCY SELECTION
108. IN NORMAL CONFIGURATION, HOW IS DC ESS BUS SUPPLIED?

A. FROM TR1
B. FROM ESS TR
C. FROM TR2
D. FROM BAT 2
109. WHAT HAPPENS IN CASE OF TOTAL LOSS OF MAIN GENERATORS?
A. THE RAT IS AUTOMATICALLY EXTENDED AND POWERS THE YELLOW SYSTEM
WHICH DRIVES THE EMERGENCY GENERATOR
B. THE RAT IS AUTOMATICALLY EXTENDED AND POWERS THE BLUE SYSTEM
WHICH
DRIVES THE EMERGENCY GENERATOR
C. THE RAT HAS TO BE MANUALLY EXTENDED
D. THE RAT IS EXTENDED AND MECHANICALLY CONNECTED TO THE EMERGENCY
GENERATOR
110. AC ESS BUS IS NORMALLY SUPPLIED BY:
A. AC BUS 1
B. AC BUS 2
C. EMERGENCY GENERATOR
D. STATIC INVERTER
111. DC BAT BUS CAN BE SUPPLIED BY:
A. DC BUS 1 OR BATTERIES
B. DC BUS 1, DC BUS 2 OR BATTERIES
C. 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 POWER
C. 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 EXTENDED
B. THE BLUE SYSTEM IS PRESSURIZED AND THE EMERGENCY GENERATOR
COMES
ON LINE
C. THE GREEN SYSTEM IS PRESSURIZED AND THE EMERGENCY GENERATOR
COMES
ON LINE, SUPPLIED BY HOT BUS 2
114. NORMAL MINIMUM BATTERY VOLTAGE BEFORE APU START IS:
A. 22 V
B. 25 V
C. 27.5 V
D. NO MINIMUM
ELECTRICAL SYSTEM
115. WHEN DISCONNECTING THE IDG, THE BUTTON SHOULD BE PRESSED:

A. FOR NO MORE THAN 3 SECS
B. FOR LONGER THAN 3 SECS
C. UNTIL FAULT LIGHT GOES OUT
D. FOR NO MORE THAN 5 SECS
116. ON THE EMER ELEC PWR PANEL, A FAULT LIGHT ILLUMINATES UNDER THE
"RAT AND
EMER GEN" LABEL. WHAT DOES IT MEAN?
A. RAT IS NOT EXTENDED
B. EMERGENCY GENERATOR IS NOT SUPPLYING WHEN AC BUS 1 AND 2 ARE NOT
POWERED (ABOVE 100 KTS) OR DC BATT BUS IS NOT POWERED
C. EMERGENCY GENERATOR IS SUPPLYING BUT AC ESS BUS IS NOT POWERED
D. EMERGENCY GENERATOR IS NOT SUPPLYING WHEN AC BUS 1 AND 2 ARE NOT
POWERED 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 IS
AUTOMATICALLY CONNECTED
B. AC BUS 1 IS POWERED BY THE GEN 2 BECAUSE THE GEN 1 IS DEACTIVATED
C. AC BUS 1 IS POWERED BY THE GEN 2 BECAUSE THE GEN 1 LINE CONTACTOR IS
OPENED
D. 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), WHERE
THE BATTERIES VOLTAGE CAN BE CHECKED?
A. ON THE ECAM ELEC PAGE
B. ON THE ELEC OVERHEAD PANEL
C. THERE IS NO INDICATION
119. IN FLIGHT, ON BATTERIES ONLY, THE AC ESS SHED BUS AND THE DC ESS
SHED BUS
ARE LOST:
A. YES
B. NO
120. THE STATIC INVERTER WORKS:
A. ALWAYS
B. 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 IS
PRESSED
IN":
A. THE RAT IS EXTENDED
B. THE EMERGENCY GENERATOR IS ACTIVATED
C. NOTHING
122. THE STATIC INVERTER TRANSFORMS THE DC VOLTAGE FROM THE BATTERY
BUS
INTO:
A. SINGLE PHASE 115 V - 400 HZ AC CURRENT
B. THREE PHASE 115/200 V - 400 HZ AC CURRENT
123. IN FLIGHT, IN CASE OF LOSS OF ALL MAIN GENERATORS, EMERGENCY
GENERATOR
NOT RUNNING, THE STATIC INVERTER SUPPLIES:
A. APU AND ENG START + AC ESS BUS
B. ENG START + AC ESS BUS + AC ESS SHED BUS
C. ENG START
124. THE EXTERNAL POWER HAS PRIORITY OVER THE APU GEN:
A. YES
B. NO
125. GEN 1 AND GEN 2, WHEN OPERATING, HAVE PRIORITY OVER APU GEN:
A. YES
B. NO
126. WITH APU AVAILABLE, IF ONE GENERATOR FAILS, THE FAILED GENERATOR IS
REPLACED BY:
A. THE APU
B. THE OTHER COMPUTER
127. THE ESS TR MAY BE USED TO REPLACE A FAULTY TR:
A. YES
B. NO
GENERATOR
NOT RUNNING, THE DC ESS BUS IS SUPPLIED BY:
A. HOT BUS 2
B. ESS TR
C. BOTH
GENERATOR
RUNNING, THE DC ESS BUS IS SUPPLIED BY THE :
A. HOT BUS
B. ESS TR
C. BOTH
130. THE IDG REGULATES THE:
A. SPEED
B. VOLTAGE
C. FREQUENCY OF THE GENERATOR
131. GENERATORS ARE SOMETIMES CONNECTED IN PARALLEL:

A. YES
B. NO
132. IF AC BUS 1 FAILS THE AC ESS BUS IS SUPPLIED BY:
A. EMER GEN
B. AC BUS 2
C. STATIC INVERTER
133. IN CASE OF TOTAL ELECTRICAL LOSS THE AC ESS BUS IS SUPPLIED BY:
A. STATIC INVERTER
B. EMER GEN
C. BOTH
134. IN EMERGENCY CONFIGURATION, ACC ESS SHED BUS IS AUTOMATICALLY:
A. SHED WITH L/G DOWN
B. SUPPLIED BY STATIC INVERTER WHEN L/G IS DOWN
135. ONLY ONE GENERATOR IS OPERATING IN FLIGHT:
A. MAIN GALLEY IS AUTOMATICALLY SHED
B. SECONDARY GALLEY IS AUTOMATICALLY SHED
C. ALL GALLEYS ARE SHED
136. CAN YOU RECONNECT THE IDG IN FLIGHT?
A. YES
B. 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/C
B. THE A/C NETWORK IS SUPPLIED
139. WHEN ARE THE BATTERIES SUPPLYING THE DC BATT BUS:
A. APU STARTING
B. LOSS OF AC BUS 1
C. LOSS OF AC BUS 1 + 2 (SPEED < 100 KTS)
D. A + C
140. WHEN YOU WANT TO CHECK BATTERY VOLTAGE, YOU MUST SET THE BATT
P/B TO:
A. AUTO POSITION
B. OFF POSITION
141. THE BATT FAULT LIGHT ILLUMINATES WHEN:

A. BATTERY VOLTAGE < 25
B. BATTERY PB SEE AT OFF IN FLIGHT
C. CHARGING CURRENT INCREASES AT AN ABNORMAL RATE
142. IN CERTAIN CASES, THE STATIC INVERTER IS SUPPLIED BY:
A. HOT BUS 1 AND HOT BUS 2
B. HOT BUS 1
C. DC BATT BUS
143. SELECT THE CORRECT STATEMENT:
A. DMC1 SUPPLIES DATA TO PFD1 - PFD2
B. DMC1 SUPPLIES DATA TO ND1 - ND2
C. DMC1 SUPPLIES DATA TO PFD1 - ND1 - EWDU
144. IN CASE OF PFDU FAILURE, THE PFD IMAGE IS TRANSFERED TO THE NDU:
A. MANUALLY
B. AUTOMATICALLY
C. EITHER MANUALLY OR AUTOMATICALLY
145. IF THE UPPER ECAM DISPLAY IS LOST, THE E/WD AUTOMATICALLY
TRANSFERS TO
LOWER ECAM DISPLAY, IF A SYSTEM DISPLAY IS REQUIRED:
A. IT DISPLAYS AUTOMATICALLY
B. PRESS THE RCL BUTTON
C. SWITCH OFF THE CORRESPONDING ECAM DISPLAY SELECTOR
D. PRESS AND HOLD THE RELEVANT SYSTEM P/B
146. WHICH COMPUTER PROCESSES THE RED WARNINGS:
A. SDAC
B. FWC
C. DMC
147. WHAT IS THE BASIC ROLE OF THE DMC'S:
A. THEY COMPUTE AND ELABORATE DISPLAYS
B. GENERATION OF AUDIO WARNINGS
C. 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 FAILED
C. AS IN ANSWER B. PLUS IT IS POSSIBLE TO GET AN IMAGE ON AGAIN, BY
SWITCHING EIS DMC
149. CAN YOU READ AMBER WARNINGS ON FMA PART OF YOUR PFD:
A. YES
B. NO
150. DO THE "CHECK ATT" MESSAGES APPEAR ON BOTH PFD'S AT THE SAME
TIME?
A. YES
B. NO
151. FAC'S CALCULATE SPEED TREND AND VLS. THE EXTREMITIES OF THE TREND
VECTOR OR ILS SEGMENT INDICATES: SPEED VALUE AT THE NEXT 10 SECONDS
AND
1,23 VS1G WITH PRESENT SETTING, IS IT CORRECT:
A. YES
B. NO
152. VLS INDICATION IS INHIBITED:
A. DURING FIRST 10 SECONDS AFTER LIFT-OFF
B. WITH SPEED BRAKES EXTEND
C. IN BOTH CASES
153. FAC'S COMPUTE VLS, F, S, SHOWN ON PFD ACCORDING TO THE POSITION OF
FLAP
SELECTOR. IS ABOVE STATEMENT CORRECT:
A. YES
B. NO
154. ALTITUDE AMBER WINDOW APPEARS, FLASHING:
A. WHEN A/C GOES BELOW MDA
B. WHEN A/C DEVIATES FROM ITS SELECTED ALTITUDE OR SELECTED FL
C. BOTH ANSWERS ARE CORRECT
155. R.A. GIVES HEIGHT ON PFD:
A. AT THE BOTTOM OF ATTITUDE SPHERE
B. ON THE ALTITUDE SCALE
C. BOTH INDICATIONS
156. ON THE HORIZON LINE YOU FIND A CYAN HDG OR TRK SYMBOL. IS YOUR FD
P/B
SWITCHED ON:
A. YES
B. NO
157. WHEN YOUR FD BARS FLASH:
A. REVISION TO THE AFS BASIC MODES HAS OCCURRED
B. ALT CAPTURE IS ACTIVE AND YOU SELECT ANOTHER FL
C. LOSS OF LOC OR G/S IN LAND MODE OR LOSS OF LAND MODE
D. A, B AND C ARE CORRECT
158. DURING TAKE-OFF FMA SHOW "SRS", WHAT IS THE ORDER OF HORIZONTAL
FD BAR:
A. CLIMB AT V2 + 10 KT WITH BOTH ENGINES RUNNING
B. CLIMB AT V2 WITH BOTH ENGINES RUNNING
159. TRK - FPA IS THE SELECTED MODE FOR AFS, THE INERTIAL FPV IS NORMALLY
ON THE
HORIZON LINE. COULD YOU SEE IT IN RED COLOUR:
A. YES
B. NO
160. COULD YOU FIND ON PFD HDG SCALE A SPACE BETWEEN GREEN DIAMOND
AND ILS
COURSE POINTER. IF YES, ARE ON LOC CENTER LINE?
A. YES; NO, NOT NECESSARILY
B. NO ; NO, NOT NECESSARILY
161. CAN YOU READ OPTIONAL DATA (WPT OR VOR.D, NDB), ON ROSE VOR OR
ROSE
ILS:
A. YES
B. NO
162. WITH RADAR SELECTED ON, WHAT CAN YOUR READ ON ND ABOUT ANTENNA
SETTING:
A. TILT ANGLE
B. TILT ANGLE + CALIBRATION MODE
163. WHAT HAPPENS WHEN ND SHOWS RED CIRCLE WITH "MAP NOT AVAIL"
MESSAGE:
A. MCDU FAILURE
B. ADIRS NOT ALIGNED
C. ENGINES NOT RUNNING
DATE : AUGUST 2005 Page 23 of 79 A-320/319 - Technical Knowledge Reviewer
s. ola
AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY

164. WHAT ADDITIONAL EXTERNAL WARNINGS ARE ACTIVATED IN CASE OF AN
APU FIRE
ON GROUND ONLY?
A. APU FIRE LIGHT ACCOMPANIED BY AN EXTERNAL HORN WARNING
B. AN EXTERNAL HORN WARNING
C. 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 CORE
C. ON THE CORE AND THE GEARBOX
166. THE AGENT PUSHBUTTON IS ACTIVE WHEN:
A. THE CORRESPONDING "DISCH" LIGHT IS ON
B. ENGINE FIRE PB ILLUMINATES
C. ENGINE FIRE PB IS PRESSED AND RELEASED
167. WHAT DOES THE TEST PB VERIFY?

A. THE DETECTION SYSTEM LOOP CIRCUIT INTEGRITY
B. THE SQUIB CIRCUITS AND THE BOTTLE PRESSURE OF EXTINGUISHING SYSTEM
C. BOTH
168. THE ENGINE AND APU FIRE PROTECTION SYSTEM INCLUDES:
A. 1 FIRE AGENT BOTTLE FOR EACH ENGINE - 1 FIRE AGENT BOTTLE FOR THE APU
B. 2 FIRE AGENT BOTTLES FOR THE ENGINES - 2 FIRE AGENT BOTTLES FOR THE
APU
C. 2 FIRE AGENT BOTTLES FOR EACH ENGINE - 1 FIRE AGENT BOTTLE FOR THE
APU
169. IS THE EXTINGUISHING SYSTEM CONTROLLED BY THE FDU:
A. YES
B. NO
170. WHEN ENGINE FIRE PB IS RELEASED OUT WHICH CORRESPONDING VALVES
ARE
CLOSED:
A. FUEL CROSSFEED VALVE
B. LP FUEL AND HYDRAULIC FIRE VALVES
C. HP FUEL SOV
171. HOW IS AN APU FIRE ON GROUND NORMALLY EXTINGUISED:
A. FROM APU FIRE PANEL
B. AUTOMATICALLY
C. FROM EXTERNAL POWER PANEL
FIRE PROTECTION
172. HOW CAN A THERMAL DISCHARGE OF THE APU FIRE BOTTLE BE DETECTED
WHEN NO
ELECTRICAL POWER IS CONNECTED:
A. BY THE FDU
B. BY THE ECAM
C. BY THE RED DISC INDICATOR
173. HOW MANY FIRE DETECTOR DOES THE APU FIRE DETECTOR SYSTEM
COMPRISE:
A. THREE
B. TWO
C. ONE
174. WHAT SYSTEMS ARE ISOLATED WHEN APU FIRE PUSH BUTTON IS RELEASED
OUT:
A. FUEL, ELECTRICITY
B. AIR, ELECTRICITY
C. FUEL, AIR, ELECTRICITY
175. WHEN ENGINE FIRE PB IS RELEASED OUT, WHICH VALVE IS AFFECTED:

A. LP FUEL SHUT OFF VALVE + HYD + BLEED + PACK + ELEC GEN
B. HYDRAULIC FIRE SHUTOFF VALVE
C. FUEL VS ON LATER VALVE
176. WHEN THE APU FIRE PB IS RELEASED OUT, THE:
A. APU GENERATOR IS DEENERGIZED
B. APU GENERATOR IS DISCONNECTED
C. APU GENERATOR IS ENERGIZED
177. IS IT NECESSARY TO USE THE APU SHUTOFF SWITCH ON THE EXTERNAL
POWER
PANEL IN CASE OF APU FIRE AUTO EXTINGUISHING ON GROUND:
A. YES
B. NO
178. WHEN THE ENG FIRE PUSH BUTTON IS RELEASED OUT WHAT AIRCRAFT
SYSTEMS
ARE ISOLATED:
A. FUEL, ELECTRICITY, AIR
B. FUEL, HYDRAULIC, AIR
C. FUEL, AIR, ELECTRICITY, HYDRAULIC
179. WHEN AN ENG FIRE PB IS RELEASED OUT, THE SQUIB LIGHTS ARE
ILLUMINATED:
A. YES
B. NO
180. THE PITCH DIRECT LAW IS:
A. A LOAD FACTOR DEMAND WITH NO PROTECTION
B. A DIRECT SIDE STICK TO ELEVATOR RELATIONSHIP
C. A DIRECT SIDE STICK TO ELEVATOR RELATIONSHIP WITH AUTOTRIM
OPERATION
D. ACHIEVED THROUGH THE THS USING MANUAL TRIM CONTROL
181. WHEN IS THE THS NOT AVAILABLE?
A. AFTER BLUE HYDRAULIC SYSTEM FAILURE
B. AFTER YELLOW AND GREEN SYSTEM FAILURE
C. NEVER LOST, ALWAYS AVAILABLE MANUALLY
D. AFTER LOSS OF FAC 1 AND 2
182. WHICH SURFACES ARE USED FOR THE LOAD ALLEVIATION FUNCTION (LAF)?
A. SPOILERS 1 TO 5
B. AILERONS AND SPOILERS 4 AND 5
C. AILERONS AND SPOILERS 1 AND 2
183. WHICH SURFACES ARE USED FOR LIFT DUMPING?

A. ALL SPOILERS
B. SPOILERS 1 TO 3
C. SPOILERS 1 TO 4
184. WHICH SIGNALS CAUSE RUDDER PEDAL MOVEMENT?
A. YAW DAMPING SIGNALS
B. RUDDER TRIM SIGNALS
C. TURN COORDINATION SIGNALS
185. IF ELAC 1 AND 2 HAVE FAILED:
A. PITCH CONTROL IS PROVIDED BY THE FAC's
B. PITCH CONTROL CAN ONLY BE ACHIEVED FROM THE TRIM WHEEL
C. 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 LOST
C. 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 THE
DEFLECTIONS OF BOTH STICKS
B. THE SURFACE MOVEMENT IS PROPORTIONAL TO THE LAST STICK DEFLECTED
C. THE SURFACE MOVEMENT IS PROPORTIONAL TO THE FIRST STICK DEFLECTED
D. THE LEFT STICK HAS A PRIORITY
FLIGHT CONTROLS
188. ELEVATORS, AILERONS, SPOILER ARE:
A. HYDRAULICALLY ACTIVATED AND MECHANICALLY CONTROLLED
B. ELECTRICALLY ACTIVATED AND HYDRAULICALLY CONTROLLED
C. HYDRAULICALLY ACTIVATED AND ELECTRICALLY CONTROLLED
189. RUDDER CONTROL IS ELECTRICAL FOR YAW DAMPING AND TRIM:
A. YES
B. NO
190. WHAT STATEMENT IS CORRECT:
A. GROUND SPOILER FUNCTION : ALL SPOILERS DEPLOY
B. SPEED BRAKE FUNCTION : SPOILERS 1.2.3 DEPLOY
C. ROLL FUNCTION : AILERONS + SPOILERS 4 AND 5 DEPLOY
191. HOW MANY CONTROL MODES ARE THERE ON THE ELEVATORS SERVO
JACKS?
A. 2
B. 3
C. 4
192. WHAT ARE THE LIMITS FOR MANOEUVRE PROTECTION:

A. + 2, 5 G - 1 G CLEAN
B. + 2 G - 0 FLAPS EXTENDED
C. A AND B
193. WHICH ELAC NORMALLY CONTROLS THE ELEVATORS AND THE STABILIZER:
A. ELAC 1
B. ELAC 2
194. HOW MANY HYDRAULIC MOTORS DRIVE THE SCREW JACK OF THE
STABILIZER:
A. 2
B. 3
195. HOW MANY ELECTRIC MOTORS CAN CONTROL THE HYDRAULIC MOTOR OF
THE
STABILIZER:
A. 1
B. 2
C. 3
196. IF NEITHER ELAC 1 NOR ELAC 2 ARE AVAILABLE, PITCH CONTROL IS
AUTOMATICALLY
TRANSFERRED TO:
A. SEC 1 OR SEC 2
B. SEC 1 OR SEC 3
C. SEC 3
197. IN NORMAL LAW, THE FLIGHT MODE CHANGES TO THE LANDING MODE WHEN
PASSING:
A. 50 FT
B. 100 FT
198. AT LANDING WHEN PASSING 30 FT:
A. THE ATTITUDE IS MEMORIZED
B. 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 STICK
B. BY SIMULTANEOUS ACTION ON BOTH TAKE OVER PUSH BUTTONS
C. BY MOMENTARY ACTION ON TAKE OVER PUSH BUTTON OF DEACTIVATED
STICK
200. IN ROLL NORMAL LAW, THE BANK ANGLE PROTECTION IS ACTIVE WHEN BANK
ANGLE
IS:
A. > 45 DEGREES
B. > 33 DEGREES
C. > 67 DEGREES
201. IN ROLL NORMAL LAW PROVIDES COMBINED CONTROL OF THE:

A. AILERONS + SPOILERS 2 TO 5 + RUDDER
B. AILERONS + SPOILER 2 TO 5
202. IF ELAC 1 AND ELAC 2 HAVE FAILED:
A. ROLL CONTROL IS PROVIDED BY AILERONS ONLY
B. ROLL CONTROL IS PROVIDED BY AILERONS AND SPOILERS
C. ROLL CONTROL IS PROVIDED BY SPOILERS ONLY
203. IN FLIGHT, IF A WTB (WING TIP BRAKE) IS ACTIVATED, CAN YOU RELEASE IT:
A. YES
B. NO
204. WHAT HAPPENS WHEN SFCC 1 FAILS:
A. NOTHING
B. FLAPS AND SLATS OPERATE AT HALF SPEED
C. FLAPS SYSTEM LOST
205. FLAP ONE POWER CONTROL UNIT FAILS, WHAT HAPPENS:
A. NOTHING
B. FLAPS AT HALF SPEED
206. IF CONF. O IS NOT SELECTED AFTER TAKE-OFF, THE FLAPS AUTOMATICALLY
RETRACT AT:
A. > 180 KTS
B. 210 KTS
C. V2
207. AFTER AN AUTOMATIC RETRACTION OF THE FLAPS WITH CONF. 1, THE FLAPS
WILL
AUTOMATICALLY REEXTEND WHEN SPEED DECREASES:
A. YES
B. NO
208. IS IT POSSIBLE TO SELECT AN INTERMEDIATE POSITION WITH THE FLAPS
AND SLATS
SELECTOR:
A. YES
B. NO
209. IF YOU ARE FLYING AT AN ANGLE OF ATTACK MORE THAN ALPHA PROT WHAT
HAPPENS WHEN YOU RELEASE THE STICK:
A. SPEED RETURNS TO VLS
B. SPEED RETURNS TO ALPHA PROT
210. WHEN ALTERNATE LAW IS ACTIVE, THE HIGH SPEED AND HIGH ANGLE OF
ATTACK
PROTECTIONS ARE:
A. DEGRADED
B. LOST
211. WHEN ROLL DIRECT LAW IS ACTIVE, THE YAW DAMPING IS:
A. DEGRADED
B. LOST
212. LOAD ALEVIATION FUNCTION IS INHIBITED WHEN:
A. SPEED < 200 KTS OR SLAT/FLAP LEVER NOT AT 0 OR WTB ON OR ABOBE
VMO/MMO
B. SPEED < 200 KTS OR WTB ON
C. S/F LEVER NOT AT 0 OR WTB ON
213. HOW MANY HYDRAULIC SYSTEMS ACTIVATE THE RUDDER:
A. 1
B. 2
C. 3
214. LIFT AUGMENTATION IS ACHIEVED ON EACH WING BY:
A. 3 FLAP SURFACES + 4 SLAT SURFACES
B. 2 FLAP SURFACES + 5 SLAT SURFACES
215. SLAT RETRACTION FORM 1 TO 0 IS INHIBITED IF ANGLE OF ATTACK EXCEEDS
8 DEGREES 5 OR SPEED < 148 KTS:
A. YES
B. 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 DOWN
C. PASSING 50 FT
217. SLATS SYS 1 FAULT ON THE ECAM WARNING DISPLAY MEANS:
A. SFCC 1 HAS FAILED
B. THE SLAT CHANNEL IN ONE SFCC HAS FAILED
218. WITH HYDRAULIC BLUE SYSTEM REMAINING AND BEFORE LANDING GEAR
EXTENSION
THE FLIGHT CONTROL LAW IS:
A. ALTERNATE
B. NORMAL
C. DIRECT
219. IN FLIGHT CONTROL NORMAL, THE STALL WARNING IS ACTIVATED:

A. IF SLATS ARE NOT EXTENDED WHEN REACHING A SPEED OF 148 KNOTS
B. WHEN ALPHA MAX IS REACHED
C. WHEN ALPHA PROT IS REACHED
D. ANGLE OF ATTACK CORRESPONDING TO STALL WARNING CANNOT BE
REACHED
IN NORMAL LAW
220. THE PITCH NORMAL LAW PROVIDES:
A. MANOEUVRE PROTECTION + PITCH ATTITUDE PROTECTION + HIGH SPEED
PROTECTION
B. MANOEUVRE PROTECTION + HIGH ANGLE OF ATTACK PROTECTION + HIGH
SPEED
PROTECTION
C. MANOEUVRE + HIGH ANGLE OF ATTACK + HIGH SPEED + PITCH ATTITUDE
221. WHAT DOES IT MEAN WHEN THE ADR FAULT LIGHT ILLUMINATES STEADY ON
THE
ADIRS CDU?
A. A FAULT IS DETECTED IN AIR DATA REFERENCE
B. NO PRESENT POSITION ENTRY AFTER 10 MN
C. ALIGNMENT HAS BEEN COMPLETED
222. ON THE PEDESTAL MOUNTED SWITCHING PANEL THE ATT HDG AND AIR DATA
SELECTORS ARE AT NORM, MEANING:
A. ADIRU 1 SUPPLIES DATA TO PFD1, ND1 ; ADIRU 2 SUPPLIES DATA TO PFD2, ND2
B. ADIRU 1 SUPPLIES DATA TO PFD1, ND1 AND RMI/VOR DME ; ADIRU 2 SUPPLIES
DATA TO PFD2, ND2
C. 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 TUNING
B. AUTOMATIC TUNING, MANUAL TUNING
C. 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 RMP1
B. VOR, ILS AND ADF RECEIVERS 1 CAN BE TUNED THROUGH RMP1
C. 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 POSITION
HAS
NOT BEEN ENTERED
B. DURING THE ALIGNMENT PHASE IN CASE OF IRS ALIGNMENT ERROR
C. WHEN ALIGNMENT HAS BEEN COMPLETED
226. THE FMGS CONSISTS OF THE FOLLOWING MAIN COMPONENTS:

A. 2 FMGC - 2 MCDU - 2 FAC - 2 FCU CONTROL PANELS
B. 2 FMGC - 2 MCDU - 2 FAC - 1 FCU CONTROL PANEL
C. 2 FMGC - 2 MCDU - 2 FAC - 2 ECAM
D. 2 FMGC - 2 MCDU - 2 ECAM - 1 FCU CONTROL PANEL
227. NORMAL ELECTRICAL POWER SUPPLIES THE A/C AND THE MCDU CRT IS
DARK,
WITHOUT ANY OTHER WARNING. IT MEANS:
A. THE FMGC IS OFF
B. THE FMGC HAS FAIILED
C. THE MCDU CB IS PULLED
D. THE MCDU "BRT" KNOB IS DIMMED
FMGS NAVIGATION
228. ON THE GROUND, WHEN ELECTRICAL POWER IS INITIALLY SUPPLIED TO THE
A/C, THE
MCDU WILL AUTOMATICALLY DISPLAY:
A. AIRPORT PAGE
B. INIT A PAGE
C. DATA INDEX PAGE
D. A/C STATUS PAGE
229. YOU PRESS "ALIGN IRS" PROMPT ON INIT A PAGE. ON THE ADIRS CDU THE
ALIGN
LIGHTS FLASH BUT NO MESSAGE IS DISPLAYED ON THE CDU:
A. THE SYSTEM CAN ONLY BE USED IN ATT MODE
B. THE SYSTEM IS UNABLE TO ENTER NAV MODE TO COMPUTE COORDINATES :
SWITCH IT OFF
C. MAKE A SECOND "PRESENT POSITION" ENTRY
230. THESE MESSAGES APPEAR ON COPILOT SIDE ND: "SELECT OFF SIDE
RANGE/MODE" &
"MAP NOT AVAILABLE":
A. THE IRS'S HAVE NOT REACHED COMPLETE ALIGNMENT
B. THE F-PLN ENTERED IN CAPTAIN'S FMGC HAS NOT BEEN TRANSFERRED INTO
COPILOT'S FMGC
C. SINGLE FMGC OPERATION AND THE TWO EFIS CONTROL PANELS ARE NOT SET
AT
THE SAME RANGE & MODE
231. ENGINES RUNNING, READY TO TAXI, A MESSAGE APPEARS: "CHECK GW".
ACCESS TO
INIT B PAGE IS NO LONGER AVAILABLE. ON WHICH PAGE IS IT POSSIBLE TO
INSERT
THE CORRECT GW:
A. T/O PERFORMANCE PAGE
B. PROGRESS PAGE
C. FUEL PREDICTION PAGE
232. AIRCRAFT ON RWY CENTERLINE, READY FOR TAKE-OFF. TO PRESET A HDG

OF 233
DEGREES:
A. PULL HDG KNOB TO DISARM NAV MODE, SET 233 DEGREES AND PRESS HDG
KNOB
TO ENGAGE
B. TURN HDG KNOB, SET 233 DEGREES AND PULL TO ENGAGE
C. TURN HDG KNOB, SET 233 DEGREES, PULL HDG KNOB WHEN ATC CLEARS TO
TURN TO 233 DEGREES
233. ONE OF THE SRS DISENGAGEMENT CONDITIONS IS NOT TRUE:
A. DISENGAGES AUTOMATICALLY AT FCU ALT
B. DISENGAGES AUTOMATICALLY AT ACCELERATION ALTITUDE
C. DISENGAGES MANUALLY BY PULLING THE SPEED KNOB
D. DISENGAGED BY SETTING A NEW FCU ALTITUDE
234. CONTROL OF THE A/C CAN BE AUTOMATIC OR MANUAL. GUIDANCE OF THE
A/C CAN
BE MANAGED OR SELECTED. HOW DO YOU UNDERSTAND THIS SITUATION:
MANAGED
GUIDANCE - 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 FCU
WINDOW.
B. THE AUTOPILOT FOLLOWS THE F-PLN. THE PILOT SETS THE NECESSARY DATA
FOR LONGITUDINAL AND LATERAL CONTROL OF THE A/C. THE TARGET SPEED IS
COMPUTED AND DSPLAYED BY THE FMGC.
235. A HOLD HAS BEEN ENTERED IN THE F-PLN, SPEED AND NAV ARE MANAGED.
YOU
WANT TO LEAVE THIS HOLD:
A. USE THE CLR KEY
B. HOLD IS AUTOMATICALLY CANCELLED WHEN OVERFLYING THE FIX
C. ACTIVATE IMM "EXIT*" PROMPT
236. FOR A/C POSITION DETERMINATION, FMGC USES DATA FROM;
A. DME, VOR OR ILS SYSTEMS
B. CLOCKS + GROUND SPEED COMPUTATION
C. 3 ADIRS
D. A AND C
237. IN FLIGHT, FOLLOWING A MANUAL POSITION UP-DATING OF THE FMGC:
A. IT IS ALSO NECESSARY TO UPDATE THE IRS POSITION
B. AN IRS CANNOT BE UPDATED DURING A/C MOTION
238. THE EXPEDITE MODE IS ACTIVE. TO DISENGAGE IT, ONE OF THESE

STATEMENTS IS
NOT CORRECT:
A. PULL THE V/S-FPA KNOB
B. PULL THE SPD KNOB
C. PULL THE ALT KNOB
D. PRESS AGAIN THE EXPD PB TO CANCEL THIS MODE
239. WHAT ARE THE BASIC MODES OF THE AP/FD:
A. PITCH AND ROLL
B. V/S AND HDG
C. ALT AND NAV
D. SPD AND HDG
240. THE ENGAGEMENT OF BOTH AUTOPILOTS IS POSSIBLE:
A. WHEN "LAND" ILLUMINATES GREEN ON FMA
B. WHEN A/C IS STABILIZED AT G/S INTERCEPTION ALTITUDE
C. AS SOON AS THE LOC HAS BEEN INTERCEPTED
D. AFTER APPR PB SWITCH IS PRESSED AND ILLUMINATES
241. CAN YOU READ THE HDG ON THE PFD:
A. YES
B. NO
242. A/C IS IN CLEAN CONFIGURATION AND NORMAL LAW. WHEN THE FAC
DETECTS A
TOO HIGH ANGLE OF ATTACK:
A. STALL WARNING IS ACTIVATED
B. THE LK FLASHES ON FMA
C. ALPHA FLOOR FUNCTION OPERATES
243. DURING ILS APPROACH, LAND 3 FAIL PASSIVE (ALSO CALLED CAT 3 SINGLE)
ONE
ENGINE FAILS BELOW 100 FEET RA: THIS CAUSES A LANDING CAPABILITY DOWN
GRADING AND YOU MUST GO AROUND:
A. TRUE
B. FALSE
244. DURING AN ILS APPROACH THE NAV MODE WILL BE DEACTIVATED AT:
A. GLIDE SLOPE CAPTURE
B. LOCALIZER CAPTURE
C. A AND B
245. CAN YOU DISPLAY FD BARS AND FPV AT THE SAME TIME, FOR CROSSCHECKING ON
DIFFERENT PFD'S:
A. YES
B. NO
246. CERTIFIED FMGS LIMITATIONS, MAX WIND CONDITIONS FOR CAT III
AUTOMATIC
APPROACH, PERFORMED IN MANAGED SPEED GUIDANCE AND WITH A/THR:
A. HEAD WIND 30 KT; TAIL WIND 10 KT ; CROSS WIND 20 KT
B. HEAD WIND 40 KT; TAIL WIND 10 KT ; CROSS WIND 15 KT
C. HEAD WIND 20 KT; TAIL WIND 10 KT ; CROSS WIND 20 KT
247. THE CONTINUOUS CAVALRY CHARGE AUDIO IDENTIFIES ONLY ONE OF THE
FOLLOWING SITUATIONS:
A. OVER SPEED FOR THE ACTUAL A/C CONFIGURATION
B. FIRE OR OIL LOW PRESS ON ONE ENGINE
C. AUTOPILOT DISENGAGEMENT
D. EXCESS CABIN ALTITUDE
248. SETTING THE THRUST LEVERS AT IDLE WILL DISENGAGE THE A/THR MODE.
A/THR
WILL REENGAGE:
A. AS SOON AS THE THRUST LEVERS POSITION IS CHANGED
B. WHEN A/THR PUSH BUTTON IS PRESSED
C. PROVIDED THE LEVERS ARE SET IN CLB GATE
D. PROVIDED THE LEVERS ARE MOVED FROM IDLE POSITION AND A/THR PUSH
BUTTON 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 POSITION
B. PRESSING THE A/THR PUSH BUTTON ON THE FCU
C. 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 IS
USED FOR:
A. PERFORMING A PUBLISHED LOCALIZER APPROACH
B. PERFORMING THOSE NON-PRECISION APPROACHES : VOR-ADF-R NAV
C. APPROACHING ON AN ILS WITH NO G/S
D. A AND C
251. WHAT DOES A TRIPLE CLICK MEAN, DURING AN ILS APPROACH:
A. A LEVEL 3 WARNING TO THE CREW
B. A PRIMARY FAILURE IS OCCURING, PREPARE FOR A GO AROUND
C. 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 PAGE
B. THE WHEELS TOUCH THE RUNWAY AT LANDING
C. THE A/C HAS BEEN ON GROUND FOR 30 SECONDS FOLLOWING THE LANDING
D. ONE ENGINE IS SHUT DOWN AT PARKING PLACE
253. FOLLOWING A DUAL ENGINE GENERATOR FAILURE, EMERGENCY GEN

SUPPLIES THE
A/C:
A. FMGC 1 IS AVAILABLE (NAV FUNCTION ONLY) INSTEAD OF: FMGC 1 ONLY IS
AVAILABLE
B. FMGC 2 ONLY IS AVAILABLE
C. BOTH FMGCs ARE AVAILABLE
D. 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 FAILURE
B. 2 RA'S FAILURE
C. 2 ILS'S FAILURE
D. BOTH FAC'S FAILURE
255. THE MANDATORY PARAMETER USED BY THE ALPHA FLOOR DETECTION IS:
A. A/C MINIMUM SPEED
B. A/C WEIGHT
C. A/C MAXIMUM SPEED
D. A/C ANGLE OF ATTACK
256. RUDDER TRAVEL LIMITATION IS A FUNCTION OF:
A. FAC ONLY
B. FAC IN NORMAL AND ELAC IN ALTERNATE
C. ELAC ONLY
D. 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 SLAVED
C. YAW DAMPER 1 AND 2 ARE ACTIVE, THE TWO ACTUATORS PRESSURIZED
D. A HYDRAULIC DEVICE GIVES PRIORITY TO YAW DAMPER 1
258. THE SAFETY TESTS ARE AUTOMATICALLY PERFORMED:
A. ON GROUND, AT COMPUTER POWER UP
B. IN CASE OF DISCREPANCY BETWEEN 2 COMPUTERS
C. IN FLIGHT WHEN A FAILURE OCCURS
D. IN FLIGHT AT AUTOPILOT ENGAGEMENT
259. WHEN THE TWO RUDDER TRIM FUNCTIONS ARE ENGAGED:
A. RUDDER TRIM 1 AND 2 CONTROL THEIR MOTORS TOGETHER
B. RUDDER TRIM 1 CONTROLS THE SINGLE TRIM MOTOR
C. RUDDER TRIM 1 CONTROLS ITS MOTOR, RUDDER TRIM 2 IS IN STANDBY
D. A MECHANICAL DEVICE GIVES PRIORITY TO RUDDER TRIM 1
260. THE FMGC FUNCTIONS ARE:

A. FLIGHT GUIDANCE AND FLIGHT ENVELOPE PROTECTION
B. FLIGHT MANAGEMENT AND FLIGHT ENVELOPE PROTECTION
C. FLIGHT MANAGEMENT AND FLIGHT GUIDANCE
D. FLIGHT ENVELOPE PROTECTION AND YAW AXIS CONTROL
261. THE TRIM FUNCTION OF THE FAC IS:
A. A PITCH TRIM
B. A RUDDER TRIM
C. AN AILERON TRIM
D. A PITCH TRIM AND A RUDDER TRIM
262. IN FLIGHT, IN CASE OF TEMPORARY LOSS OF ELECTRICAL POWER ON FAC 2,
FAC 2
P/B "FAULT" COMES ON AND:
A. IT WILL BE AUTOMATICALLY RESET
B. IT CAN BE MANUALLY RESET AND THE SAFETY TESTS ARE PERFORMED
C. IT CAN BE MANUALLY RESET AND THE SAFETY TESTS ARE NOT PERFORMED
D. THERE IS NO WAY TO REENGAGE FAC 2
263. THE AFS COMPUTERS ARE:
A. FMGC AND ELAC
B. FMGC AND SEC
C. FMGC AND FAC
D. ELAC AND SEC
264. WITH AP1 AND AP2 NOT ENGAGED, FD1 AND FD2 ENGAGED AND A/THR
ACTIVE:
A. FMGC1 CONTROLS ENGINE 1, FMGC2 CONTROLS ENGINE 2
B. FMGC1 CONTROLS BOTH ENGINES
C. FMGC2 CONTROLS BOTH ENGINES
D. 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 ROLL
B. THE SIDESTICK IN PITCH
C. THE RUDDER PEDALS
D. 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. DIRECTLY
B. VIA FMGC1
C. VIA FMGC1 AND FMGC2
D. VIA FMGC1, FMGC2 AND RMP2
267. THE FLIGHT GUIDANCE FUNCTIONS ARE:

A. AUTOPILOT, FLIGHT PLAN, AUTOTHRUST
B. AUTOPILOT, PERFORMANCE, FLIGHT PLAN
C. AUTOPILOT, FLIGHT DIRECTOR, AUTOTHRUST
D. FLIGHT MANAGEMENT, AUTOPILOT, AUTOTHRUST
268. THE POSITION OF THE AIRCRAFT, USED IN THE FLIGHT PLAN IS COMPUTED
BY:
A. FG PART OF THE FMGC
B. FM PART OF THE FMGC
C. THE DMC
D. THE MCDU
269. THE FLIGHT DIRECTOR IS ENGAGED:
A. BY PRESSING THE FD P/B ON THE FCU
B. AUTOMATICALLY AT SYSTEM POWER UP
C. 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 FMGC
B. THE FAC
C. THE ELAC
D. THE SEC
271. THE NORMAL FMGC OPERATION IS:
A. ONLY ONE FMGC CAN OPERATE AT A TIME
B. FMGC 1 HAS PRIORITY, FMGC 2 IS IN STANDBY
C. 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 PART
B. SELECTION OF FG FUNCTIONS MODES
C. SELECTION OF RADIO-NAV FREQUENCIES
D. IRS ALIGNMENT
273. IN CRUISE, LATERAL AP ORDERS ARE EXECUTED BY:
A. AILERONS AND SPOILERS
B. AILERONS AND RUDDER
C. RUDDER AND SPOILERS
D. AILERONS, SPOILERS AND RUDDER
274. WITH THE AIRCRAFT IN FLIGHT, AP ENGAGED AND A/THR ACTIVE, THE A/THR
MODE:
A. CAN BE CHOSEN BY THE PILOT ON THE FCU
B. CAN BE CHOSEN BY THE PILOT ON THE MCDU
C. DEPENDS ON THE AP LATERAL MODE
D. DEPENDS ON THE AP LONGITUDINAL MODE
275. WITH THE AIRCRAFT IN FLIGHT, A/THR NOT ENGAGED, THRUST LEVERS ON
CLB
GATE, AN ALPHA-FLOOR IS DETECTED:
A. A/THR DOES NOT GET ENGAGED BECAUSE THE ENGINES ARE ALREADY IN CLB
THRUST
B. A/THR AUTOMATICALLY ENGAGES, BUT IS NOT ACTIVE
C. A/THR AUTOMATICALLY ENGAGES AND CONTROLS THE ENGINES WITH CLB
THRUST
D. A/THR AUTOMATICALLY ENGAGES AND CONTROLS THE ENGINE WITH TO/GA
THRUST
276. THE FAC COMPUTES RUDDER TRAVEL LIMIT:
A. ONLY WHEN AP IS ENGAGED
B. ONLY AT LOW SPEED
C. ONLY IN CASE OF ELAC FAILURE
D. AT ANY TIME
277. WITH AP ENGAGED IN LAND MODE, THE YAW DAMPER ACTUATOR IS
CONTROLLED
BY:
A. A YAW ORDER COMPUTED BY THE FAC
B. A DUTCH ROLL DAMPING ORDER COMPUTED BY THE FAC
C. A TURN COORDINATION ORDER COMPUTED BY THE FAC
D. 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 MAGENTA
B. ALT IN CYAN INDICATES THAT ALT MODE IS ACTIVE
C. ALT IN CYAN INDICATES THAT ALT MODE IS ARMED
D. ALT IN CYAN INDICATES THAT ALT MODE IS ACTIVE OR AN FM ALTITUDE
CONSTRAINT
279. WITH THE THRUST LEVERS IN THE CLB GATE, A/THR DISENGAGES; THE
ENGINES
THRUST:
A. EQUALS CLB THRUST LIMIT
B. IS FROZEN AT THE EXISTING THRUST
C. CORRESPONDS TO THE THRUST LEVERS POSITION
D. PROGRESSIVELY BECOMES EQUAL TO THE THRUST LEVERS POSITION
280. WHEN TAKE-OFF MODE IS ENGAGED:
A. A/THR AUTOMATICALLY ENGAGES AND IS ACTIVE
B. A/THR AUTOMATICALLY ENGAGES BUT IS NOT ACTIVE
C. A/THR DOES NOT AUTOMATICALLY ENGAGE AND THE ENGINES ARE
CONTROLLED
BY THE THRUST LEVERS
D. A/THR DOES NOT AUTOMATICALLY ENGAGE AND THE ENGINES ARE
CONTROLLED
BY THE LAST THRUST TARGET
281. ADIRU 3 CAN SUPPLY INFORMATION TO:

A. DMC 1 AND DMC 1 ONLY
B. DMC 1 AND DMC 2 ONLY
C. DMC 2 AND DMC 3 ONLY
D. DMC 1, DMC 2 AND DMC 3
282. AIR DATA MODULES (ADM) SUPPLY PRESSURE INFORMATION TO THE
ADIRU'S FROM:
A. ALL PITOT PROBES AND STATIC PORTS
B. THE PITOT PROBES ONLY
C. THE STATIC PORTS ONLY
D. THE CAPTAIN AND FIRST OFFICER PITOT PROBES AND STATIC PORTS ONLY
283. ADIRS 3 RECEIVES TAT INFORMATION FROM:
A. THE CAPTAIN'S TAT SENSOR
B. THE FIRST OFFICER'S TAT SENSOR
C. 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 ADIRU
VIA:
A. THE MASTER FMGC
B. THE FCU
C. THE RMPS
D. 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 REFERENCE
D. FMGC STATUS AND BARO CORRECTION OR REFERENCE
286. IN NORMAL OPERATION THE ADIRU'S ALIGNED USING INFORMATION FROM:
A. THE ADIRS CDU
B. THE CFDS
C. THE FCU
D. 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/3
C. SET ATT HDG SELECTORS TO CAPT/3, AIR DATA SELECTOR TO F/O/3
D. 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 ND
B. THE CAPTAIN'S ND AND THE FIRST OFFICER'S PFD
C. THE CAPTAIN'S PFD AND ND
D. THE FIRST OFFICER'S PFD AND ND
289. IN ROSE NAV MODE WITH VOR 1 SELECTED, THE ND DISPLAYS WHAT VOR
INFORMATION:
A. DEVIATION BAR, SELECTED COURSE AND THE BEARING POINTER
B. BEARING POINTER ONLY
C. DEVIATION BAR AND SELECTED COURSE ONLY
D. DEVIATION BAR AND BEARING POINTER ONLY
290. IN ROSE ILS MODE, THE ND DISPLAYS WHAT ILS INFORMATION:
A. G/S AND LOC SCALES
B. DEVIATION BAR AND SELECTED COURSE
C. DEVIATION BAR, SELECTED COURSE AND G/S SCALE
D. 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 DISPLAYED
B. THE BEARING POINTER GOES OUT OF VIEW AND STATION ID IS REPLACED BY
RED
CROSSES
C. THE BEARING POINTER GOES RED AND STATION ID IS REPLACED BY
FREQUENCY
D. THE BEARING POINTER GOES OUT OF VIEW AND STATION ID IS REPLACED BY
FREQUENCY
292. IN ROSE VOR MODE, IN THE EVENT OF VOR RECEIVER FAILURE:
A. THE VOR INFORMATION AND THE COURSE POINTER BECOME RED
B. THE VOR INFORMATION BECOMES RED AND THE COURSE POINTER
DISAPPEARS
C. THE VOR INFORMATION AND THE COURSE POINTER DISAPPEAR
D. THE VOR INFORMATION FLASHES AND THE COURSE POINTER DISAPPEARS
293. DURING TAKE-OFF AND GO AROUND,THE SPEED WINDOW ON THE FCU
DISPLAYS:
A. THE SPEED MANUALLY INSERTED BY THE CREW INTO THE FCU AND THE LIGHT
IS
OUT
B. THE SPEED MANUALLY INSERTED BY THE CREW INTO THE MCDU AND THE
LIGHT
IS ILLUMINATED
C. DASHES AND THE LIGHT IS ILLUMINATED: MANAGED SPEED SUCH AS V2 OR
MEMORIZED VAPP ARE AUTOMATICALLY USED BY THE FMGS
294. THE FOLLOWING AP/FD LATERAL MODES ARE MANAGED:
A. NAV, HDG, APPR, LOC, RWY, RWY TRK
B. HDG, NAV, APPR, LOC, GA TRK
C. NAV, APPR, LOC, RWY, RWY TRK, GA TRK
295. IN APPROACH , "LAND" ILLUMINATES GREEN ON FMA WHEN RADIO ALTITUDE

IS:
A. 700 FEET
B. 400 FEET
C. 1,000 FEET
D. 200 FEET
296. ON THE GROUND, THE ENGAGEMENT OF THE AUTOTHRUST FUNCTION:
A. MUST BE CARRIED OUT MANUALLY BY THE CREW BEFORE TAKE OFF
B. IS PERFORMED AUTOMATICALLY UPON THE SECOND ENGINE START
C. IS PERFORMED AUTOMATICALLY AT THE ENGAGEMENT OF THE TAKE OFF
MODES
297. CLIMBS AND DESCENT ARE ALWAYS LIMITED:
A. BY FLIGHT PLAN (T/C) AND (T/D) POINTS
B. BY THE ALTITUDE MANUALLY SELECTED ON THE FCU
C. 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 PILOT
B. USING DATA FROM THE SELECTED NDB, VOR OR DME STATIONS
C. 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 TANK
B. TWO FUEL PUMPS IN EACH TANK
C. THERE IS NO FUEL PUMP BECAUSE TANKS ARE AIR PRESSURIZED
D. 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 PAGE
B. ON FUEL PAGE ONLY, ON ECAM LOWER DISPLAY
C. ON ECAM UPPER DISPLAY
D. ON ECAM UPPER DISPLAY, OR ON REFUELLING CONTROL PANEL
301. WITH ALL FUEL PUMPS SWITCHES ON, ARE WING TANK PUMPS RUNNING
WHILE
CENTER TANK IS SUPPLYING?
A. YES, WING TANK PUMPS ARE ALWAYS RUNNING
B. NO, ONLY WHEN CENTER TANK IS EMPTY
C. NO, BECAUSE OF CENTER TANK PUMP PRIORITY
302. HOW MANY CELLS IN EACH WING TANK:
A. TWO
B. THREE
303. WHERE IS THE VENT SURGE TANK LOCATED?

A. IN THE OUTER SECTION OF EACH WING
B. 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. SINGLE
B. DOUBLE
306. WHERE ARE THE TRASFER VALVES LOCATED?
A. IN EACH OUTER CELL
B. IN EACH INNER CELL
C. 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 TANK
B. WHEN ALL PUMPS ARE RUNNING, CENTER PUMPS WILL DELIVER FUEL
PREFERENTIALLY
FUEL SYSTEM
308. IN NORMAL OPERATION, EACH ENGINE IS SUPPLIED BY:
A. ONE WING TANK PUMP AND ONE CENTER TANK PUMP
B. TWO WING TANK PUMPS AND TWO CENTER TANK PUMPS
C. 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 SWITCHES
B. ENGINE MASTER SWITCHES AND FIRE P/B'S
C. FIRE P/B'S
311. THE NORMAL TANK FILLING ORDER IS:
A. WING TANKS THEN CENTER TANK
B. CENTER TANK THEN WING TANKS
312. AMBER FAULT LIGHT ILLUMINATES ON TANK PUMP P/B WHEN:
A. PUMP IS NOT ENERGIZED
B. P/B AT OFF WITHOUT FAILURE
C. THE DELIVERY FUEL PRESSURE DROPS
313. AMBER FAULT LIGHT ILLUMINATES ON MODE SEL. P/B WHEN:

A. THE DELIVERY FUEL PRESSURE DROPS
B. CENTER TANK HAS MORE THAN 100 KG AND ANY WING TANK HAS LESS THAN
5000
KG
C. THE TWO CENTER TANK PUMPS ARE SELECTED OFF
314. THE MAXIMUM FUEL UNBALANCE IS (TAKE OFF & LANDING):
A. 1500 KG
B. 1800 KG
C. 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 INNER
CELL
IS AT LOW LEVEL
B. ONE TRANSFER VALVE FAILS TO OPEN WHEN INNER CELL IS AT LOW LEVEL
C. FQI (FUEL QUANTITY INDICATOR) IS DEGRADED
317. FOB (FUEL ON BOARD) HALF-BOXED AMBER ON EWD MEANS:
A. THE QUANTITY SHOWN IS NOT FULLY USABLE
B. FUEL QUANTITY INDICATOR IS DEGRADED
318. IF OPEN, WHEN WILL THE TRANSFER VALVES CLOSE AGAIN?
A. WHEN THE CELL IS EMPTY
B. TRANSFER VALVES CLOSE AUTOMATICALLY AT THE REFUELING SELECTION
319. FOR WHAT PURPOSE IS FUEL USED BY ELECTRICAL SYSTEM?
A. TO COOL THE IDG OIL
B. TO COOL THE ENGINE OIL
320. APU FUEL IS SUPPLIED BY:
A. ENGINE FUEL PUMP(S) ONLY
B. APU FUEL PUMP ONLY
C. EITHER ONE
321. WITH SLATS EXTENDED, THE CENTER TANK PUMPS RUN ON GROUND:
A. ALWAYS
B. NEVER
C. YES, AFTER ENGINE START FOR 2 MN
322. WHAT DOES THE MODE SEL. P/B CONTROL:

A. CENTER TANK AND WING TANK PUMPS
B. CENTER TANK PUMPS ONLY
C. WING TANK PUMPS ONLY
323. WHEN THE CENTER TANK IS EMPTY (MODE AUTO), CENTER TANK PUMPS:
A. MUST BE MANUALLY SWITCHED OFF
B. STOP AUTOMATICALLY AND WING TANK PUMPS START RUNNING
C. STOP AUTOMATICALLY 5 MN AFTER LO LEVEL REACHED IN CENTER TANK
324. WHAT HAPPENS TO THE IDG COOLING FUEL WHEN THE OUTER CELLS ARE
FULL:
A. FUEL RETURNS TO THE ENGINE FEEDING LINE
B. 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 LINE
C. THE SYSTEM SELECT CTR TK PUMPS OFF, WING TK PUMPS FEED APPROX. 500
KG.THE CTR TK PUMPS RUN AGAIN.
326. SUCTION VALVES ARE:
A. ALWAYS OPEN REGARDLESS OF PUMPS STATUS
B. NORMALLY CLOSED BY PUMPS PRESSURE
C. 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 PURPOSE
B. FOR FUEL EXPANSION WITHOUT SPILLAGE INTO THE VENT SURGE TANK
328. DURING TAKE OFF, CENTER TANK FUEL IS:
A. SUPPLYING TO BOTH ENGINES
B. NOT SUPPLIED WHILE SLATS ARE EXTENDED
C. NOT SUPPLIED WITH THE MODE SELECT AT AUTO
D. 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 TANK
B. FROM THE OUTER CELLS AND INNER CELLS THEN THE CENTER TANK
C. FROM THE CENTER TANK, THEN THE OUTER CELLS, THEN INNER CELLS
D. FROM THE CENTER TANK, THEN FROM INNER CELLS TO A PREDETERMINED
LEVEL
WHEN OUTER CELL FUEL COMBINES WITH INNER CELL FUEL
330. IN NORMAL OPERATION THE CROSS FEED VALVE IS:

A. CLOSED FOR TAKE OFF
B. AUTOMATICALLY OPENED WHEN THE CENTER TANK HAS MORE THAN 100 KG
OF
FUEL AND EITHER WING TANKS HAS LESS THAN 5000 KG
C. OPEN FOR TAKE OFF
D. 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 TANK
LINE
B. NO
C. YES BY PASSING THE FUEL FILTER (BYPASS VALVE)
332. WHAT IS THE MAXIMUM TOTAL FUEL CAPACITY?
A. 19,087 KG
B. 20,829 KG
C. 23,666 KG
333. NORMAL HYDRAULIC POWER IS PROVIDED BY:
A. ENGINE DRIVEN PUMPS FOR ALL SYSTEMS
B. ENGINE DRIVEN PUMPS FOR GREEN AND YELLOW, ELEC PUMP FOR BLUE,
ELEC
PUMP FOR YELLOW (GROUND OPERATION ONLY)
C. ELECTRIC PUMPS FOR BLUE AND YELLOW, ENGINE DRIVEN PUMPS FOR GREEN
D. 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 YELLOW
C. REVERSIBLE BETWEEN ALL THREE SYSTEMS
D. REVERSIBLE BETWEEN BLUE AND YELLOW
335. IN FLIGHT, IF BLUE ELEC PUMP FAILS BLUE SYSTEM:
A. IS LOST
B. CAN BE RECOVERED BY RAT
C. CAN BE RECOVERED BY PTU
D. BOTH B AND C
336. WITH BOTH ENGINES STOPPED, HOW IS IT POSSIBLE TO PRESSURIZE THE
GREEN
SYSTEM?
A. BY THE GREEN ENGINE PUMP
B. BY THE YELLOW ENGINE PUMP AND THE PTU
C. BY THE YELLOW ELECTRIC PUMP AND THE PTU
337. THE RAT IS AUTOMATICALLY EXTENDED IN CASE OF:

A. BLUE PUMP FAILURE
B. BLUE PUMP DELIVERY PRESSURE DROPPING BELOW 1750 PSI
C. LOSS (ENG. AND APU) MAIN GENERATORS
D. CAN ONLY BY DEPLOYED MANUALLY
338. ON GROUND THE BLUE SYSTEM IS PRESSURIZED WHEN:
A. THE APU IS RUNNING
B. ONE ENGINE IS RUNNING
C. EXT POWER IS AVAILABLE
339. ENGINE 2 ENERGIZES:
A. THE BLUE SYSTEM
B. THE GREEN SYSTEM
C. THE YELLOW SYSTEM PUMP AND THE GREEN SYSTEM VIA THE PTU SHOULD
GREEN SYSTEM PUMP FAIL
HYDRAULIC SYSTEM
340. THE YELLOW SYSTEM COMPRISES:
A. ONE ENGINE DRIVEN PUMP, ONE ELECTRIC PUMP, ONE HAND PUMP
B. ONE ENGINE DRIVEN PUMP, TWO ELECTRIC PUMP
C. ONE ENGINE DRIVEN PUMP, ONE HAND PUMP AND THE RAT
341. THE LOAD ALLEVIATION FUNCTION ACCUMULATORS OPERATE IN CASE OF
HIGH
DEMANDS ON:
A. THE YELLOW AND BLUE POWERED SPOILERS
B. THE BLUE AND GREEN POWERED SPOILERS
C. 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 SYSTEM
B. LOW HYDRAULIC PRESSURE
C. HIGH HYDRAULIC PRESSURE IN THE GREEN AND YELLOW SYSTEMS
343. THE FIRE SHUTOFF VALVES SHUT OFF:
A. THE BLUE AND YELLOW SYSTEMS
B. THE YELLOW AND GREEN SYSTEMS
C. 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 RAT
B. THE EMERGENCY GEN SUPPLYING ELECTRICAL POWER
C. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GEN IS
RUNNING
345. THE HYDRAULIC RESERVOIRS ARE PRESSURIZED:
A. FROM THE PNEUMATIC SYSTEM
B. FROM THE PACKS 1 AND 2
C. FROM THE LH ENGINE OR THE PNEUMATIC SYSTEM

346. IN FLIGHT THE ENG 1 PUMP FAULT LIGHT ILLUMINATES AMBER IN CASE OF: A
RESERVOIR LOW LEVEL, OR A RESERVOIR OVERHEAT, OR A RESERVOIR LOW AIR
PRESS, OR A PUMP LOW PRESS
A. YES
B. NO
347. IF ON GROUND WITH ENGINE 1 STOPPED; DOES THE ENG 1 PUMP FAULT
LIGHT
ILLUMINATE AMBER DUE TO GREEN PUMP LOW PRESS:
A. YES
B. NO
348. IN CASE OF RESERVOIR OVERHEAT THE FAULT LIGHTS OF THE FAULTY
SYSTEM STAY
ON:
A. FOR 30 SECONDS
B. CONTINUOUSLY
C. AS LONG AS THE OVERHEAT IS DETECTED
349. ON GROUND AND BEFORE ENGINE START, WITH BLUE PUMP AUTO AND AC
POWER
AVAILABLE, THE BLUE PUMP IS:
A. AUTOMATICALLY ENERGIZED
B. ENERGIZED WHEN THE BLUE PUMP OVRD P/B IS PRESSED
350. THE BLUE SYSTEM INCLUDES OPERATION OF:
A. THE FLAPS
B. THE SLATS
C. THE FLATS AND THE SLATS
351. THE RAT, WHEN EXTENDED IN FLIGHT, PRESSURIZES:
A. THE GREEN SYSTEM
B. THE YELLOW SYSTEM AND THE GREEN SYSTEM VIA THE PTU
C. THE BLUE SYSTEM
352. THE YELLOW SYSTEM INCLUDES OPERATION OF:
A. THE LEFT AND RIGHT ELEVATOR
B. THE LEFT ELEVATOR ONLY
C. THE RIGHT ELEVATOR ONLY
353. THE YELLOW SYSTEM MAY BE POWERED BY:
A. ENG 1 HYDRAULIC PUMP
B. ENG 2 HYDRAULIC PUMP, OR THE YELLOW ELECTRIC PUMP, OR THE PTU
C. ENG 2 HYDRAULIC PUMP, THE YELLOW ELECTRIC PUMP, THE RAT
354. THE YELLOW SYSTEM INCLUDES OPERATION OF:

A. THE FLAPS
B. THE FLAPS AND SLATS
C. THE SLATS
355. DURING FIRST ENGINE START THE PTU IS:
A. AUTOMATICALLY RUNNING
B. TESTED
C. INHIBITED
356. THE RAT CAN BE RESTORED:
A. IN FLIGHT
B. ON GROUND ONLY
C. ON GROUND AND IN FLIGHT
357. IN FLIGHT THE RAT IS EXTENDED:
A. MANUALLY ONLY
B. MANUALLY OR AUTOMATICALLY
C. AUTOMATICALLY ONLY
358. IN FLIGHT WHEN THE RAT IS AUTOMATICALLY EXTENDED:
A. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED BUT THE EMERGENCY GEN IS
NOT RUNNING
B. THE GREEN HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GEN
RUNS
C. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GEN
RUNS
359. IS IT POSSIBLE TO INTERCHANGE HYDRAULIC FLUID FROM GREEN TO
YELLOW OR
YELLOW TO GREEN SYSTEM:
A. NO
B. YES THAN THE PTU
C. YES IN CASE OF LEAKAGE
360. THE FIRE SHUT OFF VALVE CLOSES WHEN:
A. THE MASTER SWITCH IS SET TO OFF
B. THE FIRE PB IS RELEASED OUT
C. AUTOMATICALLY IF A FIRE IS DETECTED
361. IF THE GREEN SYSTEM IS LOST, SLAT OPERATION IS:
A. NORMAL
B. SLOW
C. LOST
362. IF THE GREEN SYSTEM IS LOST, FLAP OPERATION IS:
A. SLOW
B. NORMAL
C. LOST
363. THE GREEN SYSTEM OPERATES:

A. SPOILERS 3
B. SPOILERS 2 AND 4
C. SPOILERS 1 AND 5
A. THE RIGHT ELEVATOR
B. THE LEFT ELEVATOR
C. BOTH
A. THE LEFT AILERON
B. THE RIGHT AILERON
C. BOTH
A. THE REVERSER 1
B. THE REVERSER 2
C. BOTH
367. THE YELLOW SYSTEM OPERATES:
A. THE REVERSER 1
B. THE REVERSER 2
C. BOTH
368. ON GROUND, BLUE ELEC PUMP P/B AT AUTO, THE CIRCUIT IS ENERGIZED IF:
A. ONE BATTERY IS ON AUTO
B. GROUND ELECTRICAL POWER IS ON
C. ONE ENGINE IS RUNNING OR BLUE PUMP OVRD P/B HAS BEEN PRESSED
369. IF BLUE SYSTEM IS LOST, THE SLATS ARE:
A. NORMAL
B. SLOW
C. LOST
370. IF BLUE SYSTEM IS LOST, THE FLAPS ARE:
A. NORMAL
B. SLOW
C. LOST
371. THE BLUE SYSTEM OPERATES:
A. SPOILERS 2 AND 4
B. SPOILER 3
C. 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 2
B. MANUALLY FROM THE OVERHEAD PANEL
C. BOTH
373. THE BLUE SYSTEM OPERATES:

A. THE LEFT AILERON
B. THE RIGHT AILERON
C. BOTH
374. CAN YOU OPERATE A CARGO DOOR WHEN NO ELECTRICAL POWER IS
AVAILABLE:
A. YES
B. NO
375. YELLOW ELEC PUMP P/B SWITCH OFF AND CARGO DOOR MANUAL SELECTOR
VALVE
SET AT OPEN OR CLOSE POSITION, THE PTU AND THE FLIGHT CONTROLS ARE:
A. OPERATIVE
B. INHIBITED
376. IF YELLOW SYSTEM IS LOST, THE SLATS ARE:
A. NORMAL
B. SLOW
C. LOST
377. IF YELLOW SYSTEM IS LOST, THE FLAPS ARE:
A. NORMAL
B. SLOW
C. LOST
378. THE ENGINE 2 FIRE VALVE IS BETWEEN THE YELLOW RESERVOIR AND :
A. THE ENG 2 HYDRAULIC PUMP
B. THE YELLOW ELECTRIC PUMP
C. THE YELLOW HAND PUMP
379. THE YELLOW SYSTEM OPERATES:
A. THE SPOILER 3
B. THE SPOILERS 2 AND 4
C. THE SPOILERS 1 AND 5
380. IN CASE OF SINGLE HYDRAULIC SYSTEM LOW PRESS:
A. THE MASTER WARN LIGHT ILLUMINATES
B. THE MASTER CAUTION LIGHT ILLUMINATES AND THE SINGLE CHIME SOUNDS
C. THERE IS NO WARNING
381. IN CASE OF RSVR LO AIR PR THE HYDRAULIC SYSTEM AFFECTED IS:
A. DEFINITIVELY LOST
B. MAY BE RECOVERED AFTER DESCENDING TO A LOWER ALTITUDE
382. WITH A SINGLE HYDRAULIC SYSTEM FAILURE THE FLIGHT CONTROL LAW IS:
A. NORMAL
B. ALTERNATE
C. DIRECT
383. WITH GREEN HYDRAULIC SYSTEM LOST:

A. THE LANDING GEAR EXTENSION IS NORMAL
B. THE LANDING GEAR RETRACTION IS NORMAL
C. THE LANDING GEAR MUST BE EXTENDED BY GRAVITY
384. WITH GREEN HYDRAULIC SYSTEM LOST:
A. THE NWS IS LOST
B. THE NWS IS OPERATIVE
C. THE NWS OPERATES IN ALTERNATE
385. WITH GREEN HYDRAULIC SYSTEM LOST, THE BRAKING SYSTEM IS:
A. NORMAL
B. ALTERNATE
C. LOST
386. WITH GREEN HYDRAULIC SYSTEM LOST, THE ANTI-SKID IS:
A. LOST
B. LIMITED TO 2000 PSI BRAKE PRESSURE
C. OPERATIVE ON THE YELLOW HYDRAULIC SYSTEM
387. PTU AT AUTO, THE PTU AUTOMATICALLY RUNS:
A. IF THE BLUE HYDRAULIC SYSTEM IS LOST
B. WHEN DIFFERENTIAL PRESSURE BETWEEN GREEN AND YELLOW SYSTEM IS
MORE
THAN 500 PSI
C. AS SOON AS A DIFFERENTIAL PRESSURE BETWEEN GREEN AND YELLOW
SYSTEM
IS DETECTED
388. PTU RUNNING, THE PRESSURE DELIVERED BY THE PTU IS:
A. STABLE AT 3000 PSI
B. FLUCTUATING BETWEEN 2500 AND 3000 PSI
389. HYDRAULIC GREEN SYSTEM ONLY REMAINING, THE AUTO PILOT FUNCTION
IS:
A. AVAILABLE WITH AP 1
B. LOST
C. AVAILABLE WITH AP 2
390. HYDRAULIC GREEN SYSTEM ONLY REMAINING, THE HORIZONTAL STABILIZER
IS:
A. AVAILABLE
B. LOST
391. WITH GREEN AND YELLOW HYDRAULIC SYSTEMS LOST, MANUAL PITCH TRIM
IS:
A. AVAILABLE
B. LOST
392. HYDRAULIC GREEN SYSTEM ONLY REMAINING, THE AUTO BRAKE IS:
A. LOST
B. AVAILABLE
C. ALTERNATE
393. WITH HYDRAULIC BLUE SYSTEM ONLY REMAINING:
A. THE BRAKING SYSTEM IS LOST
B. SEVEN FULL BRAKE APPLICATIONS ARE AVAILABLE
C. THE ANTISKID IS STILL AVAILABLE
394. WHAT HAPPENS WHEN YOU SET THE WING ANTI-ICE PUSHBUTTON TO ON,
ON THE
GROUND?
A. THE WING ANTI-ICE VALVES DO NOT OPEN
B. THE WING ANTI-ICE VALVES OPEN FOR 30 SECONDS
C. THE WING ANTI-ICE VALVES REMAIN OPEN
395. THE ON LIGHT ILLUMINATES ON THE WING ANTI-ICE PUSHBUTTON:
A. WHEN THE ANTI-ICE VALVES OPEN
B. WHEN THE PUSH BUTTON SWITCH IS SET TO ON
C. WHEN THE FAULT LIGHT GOES OUT
396. IN CASE OF LOSS OF ELECTRICAL POWER SUPPLY, THE ENGINE ANTI-ICE
VALVE:
A. OPENS WHEN THE ENGINE IS STOPPED
B. OPENS WHEN THE ENGINE IS RUNNING
C. 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 OFF
B. NOT HEATED ON THE GROUND, HEATS AUTOMATICALLY AT LIFT OFF
C OPERATES IN HIGH HEAT AFTER ENGINE START
D. OPERATES IN LOW HEAT UNTIL MANUALLY SELECTED TO HIGH
398. IN CASE OF WINDOW HEAT COMPUTER FAILURE, THE OTHER COMPUTER
CAN
REPLACE THE FAILED ONE:
A. YES
B. NO
399. WINDOW HEATING COMES ON AUTOMATICALLY WHEN ONE ENGINE IS
STARTED:
A. YES
B. NO
400. THE WINDOW HEAT COMPUTER PROVIDES TWO HEATING LEVELS FOR THE
WIND
SHIELD:
A. HIGH LEVEL WHEN ABOVE 20,000 FT ; LOW LEVEL BELOW 20,000 FT
B. HIGH LEVEL IN FLIGHT ; LOW LEVEL ON GROUND
C. HIGH LEVEL IN ICING CONDITIONS ; LOW LEVEL IN OTHER CONDITIONS
401. PITOT HEATING OPERATES:
A. AT LOW ON GROUND AND NORMAL POWER IN FLIGHT
B. IN FLIGHT ONLY
C. ON GROUND ABOVE 80 KTS
402. WINDOW HEATING CAN BE SELECTED ON MANUALLY AT ANY TIME BY THE
PROBE
WINDOW HEAT PUSHBUTTON:
A. WRONG
B. RIGHT
403. ELECTRICAL HEATING IS PROVIDED FOR THE PROTECTION OF:
A. PITOTS AND AOA
B. PITOTS AND TAT
C. PITOTS, STATIC, PORTS, TAT, AOA
404. THE ENGINE NACELLE IS ANTI-ICED BY:
A. AIR BLEED FROM HIGH PRESSURE COMPRESSOR
B. AIR BLEED FROM LOW PRESSURE COMPRESSOR
C. 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 DECREASES
B. N2 INCREASES AND N1 LIMIT IS AUTOMATICALLY REDUCED
C. THERE IS NO CHANGE IN N1 LIMIT OR N2
407. THE ENGINE ANTI-ICE VALVE CLOSES IN CASE OF LOW AIR PRESSURE:
A. RIGHT
B. 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 ECAM
MEMO DISPLAY
B. WITH ON LIGHT ON THE ASSOCIATED ENGINE PB+ENGINE ANTI ICE ON THE
ECAM
ENGINE PAGE
409. THE MAXIMUM SPEED TO USE THE WINDSHIELD WIPERS IS:

A. 200 KTS
B. 250 KTS
C. 230 KTS
410. ON A DRY WINDSHIELD, RAIN REPELLENT SYSTEM:
A. MAY BE USED AS WINDSHIELD WASHER
B. MUST NOT BE USED
411. THE RAIN REPELLENT SYSTEM IS INHIBITED:
A. WHEN BOTH ENGINES ARE SHUT DOWN
B. ON GROUND BELOW 80 KTS
C. ABOVE FL 150
412. THE RAIN REPELLENT BOTTLE SHOULD BE REPLACED:
A. WHEN THE PRESSURE INDICATOR NEEDLE IS IN THE YELLOW SECTOR
B. AFTER EACH FLIGHT
C. WHEN REFILL FLOAT IS IN VIEW ON QUANTITY INDICATOR
D. A AND C ABOVE
413. THE ELECTRIC WIPERS ARE CONTROLLED BY 2 INDIVIDUAL ROTARY
SELECTORS:
A. YES
B. NO
414. THE WIPERS CAN OPERATE AT DIFFERENT SPEEDS:
A. LOW SPEED AND HIGH SPEED
B. ONLY ONE SPEED
C. LOW, MEDIUM, HIGH SPEED
415. THE RAIN REPELLENT BOTTLE IS LOCATED:
A. IN THE REAR COCKPIT ON THE LEFT SIDE
B. IN THE AVIONIC BAY
C. IN THE COCKPIT ON THE RIGHT SIDE
416. THE TIMER SUPPLIES A MEASURED QUANTITY OF RAIN REPELLENT TO THE
WINDSHIELD: TO REPEAT THE CYCLE THE PUSHBUTTON MUST BE PRESSED
AGAIN:
A. NO
B. YES
417. WHEN NOT USED, THE WIPERS ARE OUT OF VIEW?
A. RIGHT
B. WRONG
418. THE WING ANTI-ICE SHUTOFF VALVES CLOSE AUTOMATICALLY IN CASE OF:
A. ENGINE FAILURE
B. LOSS OF ELECTRICAL POWER SUPPLY OR LEAK DETECTION
C. CROSS-BLEED VALVE FAULT WHEN WING ANTI-ICE IS USED
419. SLATS PROTECTED BY HOT AIR SUPPLIED FROM THE PNEUMATIC SYSTEM
ARE:
A. SLATS 1.2.4
B. SLATS 2.3.4
C. THE THREE OUTBOARD LEADING EDGE SLATS
420. THE WING ANTI-ICE SHUTOFF VALVES ARE CONTROLLED BY:
A. 1 WING ANTI-ICE PUSHBUTTON
B. 2 WING ANTI-ICE PUSHBUTTONS
C. 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 SYSTEM
B. "ANTI-ICE" APPEARS IN WHITE ON THE ECAM BLEED PAGE WHEN THE WING
ANTIICE
PUSHBUTTON IS DEPRESSED
C. A GREEN TRIANGLE APPEARS IN THE ECAM BLEED PAGE WHEN THE WING
ANTIICE
PUSHBUTTON IS DEPRESSED
422. LANDING GEAR CAN BE EXTENDED BY:
A. GREEN SYSTEM OR YELLOW IN STANDBY
B. GREEN SYSTEM OR MECHANICAL GRAVITY EXTENSION
C. GREEN SYSTEM FOR UNLOCKING, GRAVITY EXTENSION AND GREEN SYSTEM
FOR
DOWNLOCKING
D. BLUE SYSTEM OR MECHANICAL GRAVITY EXTENSION
423. THE BRAKING MODES ARE:
A. GREEN WITH ANTI-SKID, YELLOW WITHOUT ANTI-SKID, PARKING BRAKE
B. GREEN OR YELLOW WITH ANTI-SKID, YELLOW WITHOUT ANTI-SKID, PARKING
BRAKE
C. GREEN WITH OR WITHOUT ANTI-SKID, YELLOW WITHOUT ANTI-SKID, PARKING
BRAKE
424. THE ANTI-SKID AND NOSE WHEEL SWITCH IS SET TO OFF:
A. ANTI-SKID ONLY IS DEACTIVATED
B. NOSE WHEEL STEERING ONLY IS DEACTIVATED
C. ANTI-SKID AND NOSE WHEEL STEERING ARE DEACTIVATED
D. ANTI-SKID PROVIDES A FIXED AIRCRAFT DECELERATION
425. L/G POSITION IS INDICATED BY:
A. ONE PANEL ON CENTER INSTRUMENT PANEL; ONE PANEL ON OVERHEAD
PANEL
B. ECAM ONLY
C. ONE PANEL ON CENTER INSTRUMENT PANEL, ECAM
D. ONE PANEL ON CENTER INSTRUMENT PANEL, ECAM, VISUAL MEANS ON THE
WING
426. WHEN AUTO BRAKE OPERATES, IT CAN BE DISARMED BY:

A. PRESSING THE PUSHBUTTON OR LOSING AN ARMING CONDITION
B. DEPRESSING 1 PEDAL IF MED OR LO OR BOTH PEDALS IF MAX
C. GROUND SPOILERS RETRACTION
D. ANY A, B OR C
427. MAXIMUM SPEED FOR LANDING GEAR RETRACTION IS:
A. 200 KTS
B. 220 KTS
C. 250 KTS
D. 280 KTS
428. THE NOSE WHEEL STEERING IS POWERED:
A. BY HYDRAULIC SYSTEM
B. BY ELECTRIC SYSTEM
C. A OR B
LANDING GEAR
429. NOSE WHEEL STEERING IS AVAILABLE WHEN:
A. GEAR DOORS OPEN
B. NOSE GEAR DOORS CLOSED
C. ALL GEAR DOORS CLOSED
430. NOSE WHEEL STEERING IS POWERED BY:
A. YELLOW HYDRAULIC SYSTEM
B. GREEN HYDRAULIC SYSTEM
C. 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 SHUT
DOWN
OR AIRCRAFT SPEED IS ABOVE 80 KTS
B. DURING GROUND TOWING WITH ONE ENGINE SHUT DOWN OR WHEN AIRCRAFT
SPEED IS ABOVE 60 KTS
432. THE HANDWHEELS IN THE COCKPIT PROVIDE A WHEEL STEERING ANGLE OF:
A. 85 DEGREES
B. 70 DEGREES
C. 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 PRIORITY
C. ARE MATHEMATICALLY ADDED
434. NOSE WHEEL STEERING BY RUDDER PEDALS IS LIMITED TO:
A. 2 DEGREES TO 6 DEGREES UNDER ALL CIRCUMSTANCES
B. 2 DEGREES TO 6 DEGREES DEPENDING ON A/C SPEED
435. HANDWHEEL AND PEDALS ARE OPERATED SIMULTANEOUSLY:

A. HANDWHEEL HAS PRIORITY
B. 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 NORMAL
POSITION
A/C ON GROUND
B. A/C SPEED BELOW 80 KTS BOTH ENG RUNNING TOWING LEVER NORMAL
POSITION
A/C ON GROUND OR IN THE AIR
C. A/C SPEED BELOW 80 KTS ONE ENG RUNNING TOWING LEVER NORMAL
POSITION
A/C ON GROUND
437. HYDRAULIC PRESSURE TO THE LANDING GEAR IS SUPPLIED UP TO:
A. 280 KTS
B. ANY SPEED
C. 260 KTS
438. AFTER T/O THE LEFT MAIN GEAR SHOCK ABSORBER IS STUCK IN
COMPRESSED
POSITION:
A. THE GEAR CAN BE RETRACTED UNDER ALL CIRCUMSTANCES (SAFETY)
B. THE GEAR CAN BE RETRACTED PROVIDED THE NOSE GEAR IS CENTERED
C. 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. YES
B. NO
440. SYSTEM PAGE "WHEEL": L/G POSITION INDICATORS (TRIANGLES), FIRST LINE
SHOWS
GREEN TRIANGLES (GEAR DOWN)? SECOND LINE BEHIND NO TRIANGLES ARE
SHOWN. THE L/G IS DOWN:
A. YES
B. NO
441. DURING AN APPROACH YOU GET MASTER WARNING AND ECAM: "GEAR NOT
DOWN!"
THE REASON IS:
A. L/G NOT DOWN LOCKED AND FLAPS AT FULL
B. L/G NOT DOWN LOCKED, FLAPS AT 3 AND RADIO HEIGHT LOWER THAN 750 FT
C. A OR B
442. THE BRAKES ARE ACTUATED BY TWO INDEPENDENT SYSTEMS,

PRESSURIZED BY
THE:
A. BLUE AND GREEN HYDRAULIC SYSTEM
B. YELLOW AND GREEN HYDRAULIC SYSTEM
C. BLUE AND YELLOW HYDRAULIC SYSTEM
443. THE ALTERNATE BRAKE SYSTEM USES:
A. THE YELLOW HYDRAULIC SYSTEM
B. THE HYDRAULIC ACCUMULATOR
C. A + B
444. BRAKE PRESSURE FROM THE HYDRAULIC ACCUMULATOR IS STILL
AVAILABLE :
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 + 3
B. ADIRS 2 + 3
C. ADIRS 1
446. THE PRINCIPLE OF THE ANTI-SKID IS:
A. COMPARING THE SPEED DIFFERENCE BETWEEN THE FOUR WHEELS
B. COMPARING WHEEL SPEED WITH A/C REFERENCE SPEED
C. 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. YES
B. NO
448. GREEN HYDRAULIC SYSTEM AVAILABLE, YOU FIND THE A/SKID AND N/W STG
SW IN
OFF POSITION:
A. BRAKING IS NORMAL, NOSEWHEEL STEERING LOST
B. BRAKING IS ALTERNATE, NOSEWHEEL STEERING NORMAL
C. BRAKING IS ALTERNATE, NOSEWHEEL STEERING LOST
449. ALTERNATE BRAKING USING THE YELLOW SYSTEM, AUTOBRAKE IS:
A. STILL AVAILABLE WITH ANTI-SKID
B. LOST
C. STILL AVAILABLE WITHOUT ANTI-SKID
450. SETTING THE PARKING BRAKE ON DEACTIVATES ALL BRAKING MODES,

EXCEPT THE
ANTI-SKID:
A. TRUE
B. FALSE
451. SETTING THE PARKING BRAKE TO ON DEACTIVATES THE AUTO BRAKE:
A. TRUE
B. FALSE
452. AUTO BRAKING IS INITIATED BY:
A. REVERSE THRUST SELECTION
B. GROUND SPOILERS EXTENSION
C. A + B
453. AFTER LANDING YOU RETRACT THE GROUND SPOILERS BY BRINGING
THRUST
LEVERS FROM REVERSE TO IDLE. THE AUTO BRAKE IS NOW DISARMED:
A. NO
B. YES
454. THE BRAKE AND ACCUMULATOR PRESSURE GAUGE SHOWS PRESSURE:
A. FROM YELLOW HYDRAULIC SYSTEM
B. FROM ACCUMULATOR ONLY
C. FROM BOTH YELLOW BRAKE SYSTEM AND BRAKE ACCUMULATOR
455. MAX BRAKING HAS BEEN SELECTED: TAKE-OFF BEING ABORTED, ENGINES IN
REVERSE, YOU HAVE FORGOTTEN TO ARM THE GROUND SPOILERS, IS
AUTOBRAKE
ACTIVATED:
A. YES
B. NO
456. THE HOT LIGHT ON THE BRK FAN PUSHBUTTON ILLUMINATES WHEN BRAKE
TEMPERATURE REACHES:
457. ON WHEEL PAGE OF ECAM, AUTO BRK IS FLASHING GREEN:
A. AUTO BRAKE IS DISENGAGED
B. AUTO BRAKE FAILURE
C. ANTI-SKID FAILURE
458. ON WHEEL PAGE OF ECAM, A GREEN ARC APPEARS ON ONE WHEEL

INDICATOR
MEANING THE BRAKE TEMPERATURE IS ABOVE:
459. AFTER LIFT OFF, IS BRAKES HOT WARNING ON ECAM STILL AVAILABLE:
A. YES, GEAR DOWN OR UP
B. YES, GEAR DOWN ONLY
C. NOT
460. ON THE RAMP WITH APU RUNNING, PARK BRK IS SET ON. MESSAGE ON
ECAM,
SHOWS PARK BRK:
A. IN GREEN
B. NOT AT ALL
C. IN YELLOW (BECAUSE OF ACCU PRESS)
461. AFTER A LANDING GEAR GRAVITY EXTENSION, IS IT POSSIBLE TO RESTORE
NORMAL
LANDING GEAR OPERATION IF GREEN HYDRAULIC PRESSURE IS AVAILABLE:
A. YES
B. NO
462. THE LANDING GEAR INDICATOR PANEL RECEIVES THE INFORMATION FROM
MICROSWITCHES AND PROXIMITY DETECTORS CONNECTED TO:
A. L G C I U 1
B. 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 RETRACTION
C. LANDING GEAR IS IN ABNORMAL POSITION
464. LDG GEAR INDICATOR PANEL UNLK LT ILLUMINATES RED IF:
A. GEAR IS NOT LOCKED IN SELECTED POSITION
B. GEAR IS EXTENDED BY GRAVITY AND DOORS ARE NOT CLOSED
C. GEAR IS EXTENDED NORMALLY AND DOORS ARE NOT CLOSED
465. THE MAX SPEED WITH LANDING GEAR EXTENDED (VLE) IS:
A. 300 KTS / M.70
B. 280 KTS / M.67
C. 260 KTS / M.60
466. THE MAX SPEED AT WHICH THE LANDING GEAR MAY BE EXTENDED IS:
A. 260 KTS
B. 250 KTS
C. 240 KTS
467. WHICH ADIR'S CLOSE THE SAFETY VALVE OF THE GREEN HYDRAULIC
SUPPLY WHEN
SPEED > 260 LETS:
A. ADIR'S 1 AND 2
B. ADIR'S 1 AND 3
C. ADIR'S 2 AND 3
468. WHAT IS THE MAX TIRE SPEED:
A 205 KTS
B. 195 KTS
C. 185 KTS
469. ARE THERE ANY VISUAL GEAR DOWN LOCK INDICATORS:
A. YES
B. NO
470. HOW MANY TURNS ARE NECESSARY TO EXTEND THE LANDING GEAR BY
GRAVITY
USING THE HANDCRANK:
A. TEN TURNS CLOCKWISE
B. FIVE TURNS CLOCKWISE
C. 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 DEMAND
B. MASK IS SUPPLIED WITH INDILUTED OXYGEN ON DEMAND
C. 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 ECAM
B. GREEN BLOW OUT DISC MISSING
C. RED BLOW OUT DISC MISSING
D. NO INDICATION OF THERMAL DISCHARGE PROVIDED
473. IN THE PASSENGER OXYGEN SYSTEM, A GENERATOR, ONCE ACTIVATED,
DELIVERS
OXYGEN FOR:
A. 5 MINUTES, IF ALL MASKS ARE USED
B. 30 MINUTES, IF ONLY ONE MASK IS IN USE
C. 13 MINUTES. SAME DISTRIBUTION TO EACH MASK
474. IF IN THE COCKPIT THE MASTER SELECTOR OF THE EVAC COMMAND PANEL
IS IN
"CAPT" POSITION AND THE PURSER PRESSES HIS EVAC "COMD" PUSHBUTTON,
WHAT
WILL HAPPEN?
A. EVAC SIGNALS ARE ENERGIZED IN THE CABIN ONLY
B. ALL EVAC SIGNALS ARE ENERGIZED
C. 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 PANEL
B. AUTOMATICALLY BY CABIN PRESSURE AND/OR ACTION
C. AUTOMATICALLY BY CABIN PRESSURE AND/OR FLIGHT DECK ACTION
476. THE CAPTAIN MAY CALL ALL CABIN ATTENDANTS AT THE SAME TIME:
A. TRUE
B. FALSE
477. WHERE ARE THE EVAC SIGNALS LOCATED?
A. IN THE COCKPIT AND NEXT TO FORWARD LEFT AND AFT LEFT CABIN DOOR
B. IN THE COCKPIT AND NEXT TO EACH CABIN DOOR
C. IN THE COCKPIT AND NEXT TO EACH CABIN DOOR AND EMERGENCY
OVERWING
EXIT
478. STATE THE LOCATION OF THE "EVAC COMMAND" SWITCH:
A. PURSER STATION AND C/A AFT LEFT
B. PURSER STATION AND PILOT OVERHEAD PANEL
C. 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 THE
LEFT OR RIGHT WINDOW
B. 2 ESCAPE ROPES - EACH OF THEM MUST BE USED THROUGH THE WINDOW TO
WHICH IT CORRESPONDS
C. 3 ESCAPE ROPES FOR THE 2 COCKPIT CREW MEMBERS. THE EXTRA ONE IS TO
BE
USED BY SOME PARTICULARLY BIG PEOPLE.
480. WITH ENGINES AND APU RUNNING AND APU BLEED VALVE SELECTED ON,
SELECT
THE CORRECT STATEMENT:
A. ENGINE BLEED VALVES OPEN, X BLEED VALVE OPENS, APU BLEED VALVE
CLOSES
B. ENGINE BLEED VALVES CLOSE, X BLEED VALVE OPENS, APU BLEED VALVE
OPENS
C. ENGINE BLEED VALVES OPEN, X BLEED VALVE CLOSES, APU BLEED VALVE
OPENS
D. ENGINE BLEED VALVES CLOSE, X BLEED VALVE CLOSES, APU BLEED VALVE
OPENS
481. TO PROVIDE EXTERNAL AIR FOR ENG START THE FOLLOWING SWITCHING IS
REQUIRED:
A. PNEUMATIC X-BLEED AUTO
B. PNEUMATIC X-BLEED OPEN
C. 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 SYSTEMS
B. COOLED IN A HEAT EXCHANGER BY COOLING AIR BLEED FROM FAN SECTION
C. COOLED USING AMBIENT AIR
D. ONLY COOLED IN AIR CONDITIONING PART
483. HIGH PRESSURE AIR IS SUPPLIED FROM:
A. ENGINE 1 AND 2 BLEED SYSTEMS, APU LOAD COMPRESSOR, HP GROUND
CONNECTION
B. 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 COMPUTER
B. TWO BLEED VALVE COMPUTERS
C. TWO BLEED MONITORING COMPUTERS
485. WHICH SOURCE OPERATES THE BLEED VALVE?
A. PNEUMATIC
B. ELECTRIC
C. BOTH
486. WHAT HAPPENS WHEN PRESSURE AND TEMPERATURE ARE NOT SUFFICIENT
TO
SUPPLY THE CORRESPONDING ENGINE BLEED VALVE:
A. IP VALVE CLOSED
B. HP VALVE OPENED, IF STAGE CLOSED
C. HP VALVE OPENED, IP STAGE REMAINS IN THE SAME CONFIGURATION
PNEUMATIC SYSTEM
487. CAN YOU CONTROL THE HP VALVE POSITION THROUGH THE AIR BLEED
COCKPIT
PANEL?
A. YES
B. NO
488. IF THE BLEED VALVE CLOSES, THE HP VALVE:
A. OPENS AUTOMATICALLY
B. CLOSES AUTOMATICALLY
489. TEMPERATURE REGULATION IS ACHIEVED BY THE PRECOOLER WHICH
REGULATES
AND LIMITS THE TEMPERATURE AT:
A. 150 DEGREES
B. 85 DEGREES
C. 200 DEGREES
490. WHICH SOURCE CONTROLS THE CROSSBLEED VALVE?
A. PNEUMATIC
B. ELECTRIC
491. CROSSBLEED VALVE IS PROVIDED WITH 2 ELECTRICAL MOTORS:
A. ONE FOR THE AUTOMATIC MODE, THE OTHER ONE FOR THE MANUAL MODE
B. TWO FOR THE AUTOMATIC MODE
C. TWO FOR THE MANUAL MODE
492. ON GROUND THE START SEQUENCE IS AUTOMATICALLY ABORTED:
A. THERE IS NO AUTOMATIC ABORT SEQUENCE
B. ONLY IN CASE OF HOT START OR HUNG START
C. ONLY IN CASE OF NO LIGHT UP
D. IN CASE OF HOT START, HUNG START, STALL OR NO LIGHT UP
493. DURING AN AUTOMATIC START ON GROUND, THE SEQUENCE IS:
A. IGNITION BY N2>16%, HP FUEL VALVE OPENING BY N2>22%; START VALVE
CLOSURE BY N2>50%
B. IGNITION AND HP FUEL VALVE OPENING BY N2>16% - START VALVE CLOSURE
BY
N2>50%
C. IGNITION AND HP FUEL VALVE OPENING BY N2 22% - START VALVE CLOSURE
BY
N2>50%
D. IGNITION BY N2>16% - HP FUEL VALVE OPENING BY N2>22% - START VALVE
CLOSURE BY SETTING MODE SELECTOR TO NORM
494. THRUST REVERSERS ARE ACTUATED BY:
A. HYDRAULIC ACTUATORS : GREEN FOR ENGINE 1 - YELLOW FOR ENGINE 2
B. HYDRAULIC ACTUATOR : GREEN FOR BOTH ENGINES
C. HYDRAULIC ACTUATORS : BLUE FOR ENGINE 1, YELLOW FOR ENGINE 2
D. PNEUMATIC ACTUATORS
495. THE FADEC IS ELECTRICALLY SUPPLIED BY:

A. AIRCRAFT ELECTRICAL SYSTEM ONLY
B. BATTERIES IF A/C ELECTRICAL POWER FAILS
C. SELF POWERED ABOVE 12% N2
D. AIRCRAFT ELECTRICAL SYSTEM OR SELF POWERED IN AN EMERGENCY
496. IN MANUAL MODE, WHEN THE THRUST LEVERS ARE BETWEEN THE CLIMB
DETENT
AND IDLE:
A. EACH POSITION OF THE LEVERS CORRESPOND TO N1
B. N1 IS CLIMB N1
C. N1 IS IDLE N1
D. 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 ENGINES
RUNNING
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:
499. THE MAX CONTINUOUS OIL TEMP LIMIT MAY BE EXCEEDED. WHAT IS THE
LIMIT, AND
UNDER WHAT CONDITIONS:
A. 155 DEGREES CELSIUS FOR LESS THAN 15 MN
B. 155 DEGREES CELSIUS FOR LESS THAN 15 MN IF ONE ENGINE FAILED
C. THE MAX CONTROL OIL TEMP MUST NOT BE EXCEEDED
500. WHAT IS THE MINIMUM STARTING OIL TEMPERATURE:
C. 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 PSI
B. 10 PSI
C. VARIABLE WITH OIL TEMPERATURE
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 OPERATION
B. 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 MN
B. 5 MN COOLING TIME AFTER 4 CYCLES OF 2 MN
C. 2 MN COOLING TIME AFTER 4 CYCLES OF 8 MN
508. THE MAXIMUM REVERSE THRUST MAY BE USED DOWN TO:
A. A/C STOP ACCORDING TO EGT LIMIT
B. 70 KNOTS (IDLE REVERSE DOWN TO A/C STOP)
C. 40 KNOTS (IDLE REVERSE DOWN TO A/C STOP)
509. WHAT IS THE MAXIMUM ALLOWABLE FLEX TEMPERATURE:
A. ISA + 29 DEGREES CELSIUS
B. ISA + 53 DEGREES CELSIUS
C. ISA + 46 DEGREES CELSIUS
510. REDUCED THRUST IS NOT PERMITTED:
A. IF OUTSIDE AIR ETMP IS LOWER THAN CORRECTED TEMP
B. ON CONTAMINATED RUNWAY OR WITH ONE (OR MORE) REVERSER INOP.
C. IF OUTSIDE AIR TEMP IS HIGHER THAN TREF (ISA + 15 DEGREES CELSIUS)
511. IN MANUAL THRUST, IN CRUISE, THE PILOT SHOULD LIMIT THE N1. WHAT IS
THIS
LIMIT:
A. DISPLAYED MAX CLB N1, MINUS 2.4%
B. DISPLAYED MAX CLB N1
C. DISPLAYED MCT N1
512. IS THE MAX CRUISE N1 DISPLAYED ON UPPER ECAM:
A. NO
B. YES
513. AT TOULOUSE (500FT) : TREF IS 29 DEGREES CELSIUS, OUTSIDE AIR TEMP, IS

36 DEGREES CELSIUS AND YOU FOUND A CORRECTED FLEX TEMP OF 33
DEGREES
CELSIUS. IS IT POSSIBLE TO USE FLEX THRUST FOR TAKE-OFF:
A. YES
B. NO
514. EGT INDICATION BECOMES RED ON E/W DISPLAY WHEN EGT IS HIGHER
THAN:
515. WHAT IS THE FADEC:
A. AN ENGINE CONTROL BOX
B. A THRUST CONTROL UNIT
C. THE ELECTRONIC CONTROL UNIT AND ITS PERIPHERAL SENSORS AND
COMPONENTS
516. THE FADEC SYSTEM IS:
A. ALWAYS POWERED BY AC ELECTRICAL CIRCUIT
B. SELF POWERED
C. SELF POWERED ABOVE 12% N2 WITH AC POWER WHEN N2 IS BELOW 12%
517. WHAT DEVICE PROVIDES DIRECT CLOSURE OF THE HP SHUT-OFF VALVE:
A. THE MASTER SWITCH AT OFF POSITION
B. THE ECU
C. HMU
518. WHICH VALVE ENSURES AN ADEQUATE FUEL FLOW:
A. THE HP FUEL SOV
B. THE BSV (BURNER STAGING VALVE)
C. THE FUEL METERING VALVE OF THE HMU
519. IS THE ENGINE STILL SUPPLIED IN CASE OF FUEL FILTER CLOG:
A. YES. BY USING THE FUEL COMING FROM THE IDG COOLING TANK LINE
B. YES. BY BY-PASSING THE FUEL FILTER (BY-PASS VALVE)
C. NO. THE ENGINE STOPS
520. CRANKING MAY BE MANUALLY SELECTED BY SETTING:
A. THE MODE SELECTOR TO CRANK AND THE MASTER SWITCH TO ON
B. WITH MASTER SWITCH TO OFF THE MODE SELECTOR TO CRANK AND MAN
START
PB TO ON
C. SAME AS B. WITH MASTER SWITCH ON
521. DURING AN AUTOMATIC STARTING SEQUENCE, THE PACK VALVES CLOSE

WHEN:
A. IGN START IS SELECTED
B. APU BLEED IS SELECTED TO ON AND IGN/START IS SELECTED
C. THE MASTER SWITCH IS SELECTED ON WITH IGN/START SELECTED
522. DURING AN AUTOMATIC STARTING SEQUENCE:
A. START VALVE CLOSES AT N2>43%
B. START VALVE CLOSES AT N2>45%
C. START VALVE CLOSES AT N2>50%
523. MAXIMUM EGT DURING ENGINE START IS:
524. THE FADEC AUTOMATICALLY SELECTS CONTINUOUS IGNITION IN THE
FOLLOWING
CASES:
A. WING ANTI-ICE ON OR ENGINE FLAME OUT
B. IN FLIGHT RESTART OR ENGINE FLAME OUT OR EIU FAILURE
C. IN FLIGHT AUTOMATIC RESTART OR ENGINE FLAMEOUT EIU FAILURE OR
ENGINE
ANTI-ICE ON
525. HOW IS THE OIL COOLED:
A. BY THE ENGINE FUEL/OIL HEAT EXCHANGER AND THE SERVO FUEL HEATER
B. BY OIL RECIRCULATION
C. BY THE AIR/OIL HEAT EXCHANGER
526. OIL PRESSURE INDICATOR BECOMES RED WHEN PRESSURE IS LOWER THAN:
A. 16 PSI
B. 200 PSI
C 13 PSI
527. IN AUTOTHRUST MODE THE THRUST COMPUTED BY THE FMGC IS LIMITED:
A. BY THE ECU (WITH THE TLA)
B. BY THE MODE ENGAGED ON THE FCU
C. BY THE FMGC ITSELF
528. THE THRUST REVERSER ACTIVATION CONDITIONS ARE:
A. AIRCRAFT ON THE GROUND AND THRUST LEVER BETWEEN REVERSE IDLE
DETENT AND MAX REVERSE
B. SPOILERS ARMED AND THRUST LEVERS ON THE REVERSE SECTOR
C. THRUST LEVERS IN FULL REVERSE SECTOR
529. REV GREEN APPEARS ON THE N1 INDICATOR WHEN:
A. THE THRUST LEVERS ARE SELECTED TO FULL REVERSE SECTOR
B. THE REVERSE DOORS ARE FULLY DEPLOYED
C. THE THRUST LEVER POSITION IS IN THE IDLE REVERSE SECTOR
530. REVERSE DEPLOYMENT REQUIRES TLA - 3 SIGNAL FROM THE SEC's. ONE
REVERSE
WILL BE LOST IF:
A. SEC's 1 + 2 ARE LOST
B. SEC's 1 + 3 ARE LOST
C. A OR B
531. THE LOW PRESSURE ROTOR (N1) CONSISTS OF:
A. A FRONT FAN - 2 STAGE BOOSTER - 5 STAGE LP TURBINE
B. A FRONT FAN (1 STAGE) - 3 STAGE BOOSTER - 4 STAGE LP TURBINE
532. A/THR CAN BE ENGAGED:
A. MANUALLY ON GROUND (ENG. RUNNING), AUTOMATICALLY AFTER TAKE-OFF
B. IN FLIGHT, MANUALLY OR AUTOMATICALLY IF THERE IS AN ALPHA FLOOR
DETECTION
C. AUTOMATICALLY WHEN PILOT INITIATES A TAKE-OFF OR A GO AROUND OR IF
THERE IS AN ALPHA FLOOR DETECTION AFTER T/O AND DOWN TO 100 FT (RA) ON
LANDING
533. IN FLIGHT, IF THE INSTINCTIVE DISCONNECT PUSH-BUTTON IS PRESSED FOR
MORE
THAN 15 SEC, THE A/THR INCLUDING ALPHA FLOOR IS DEFINITIVELY LOST:
A. RIGHT
B. WRONG
534. AT TAKE-OFF, AS SOON AS THE POWER IS SET (FLEX OR TOGA):
A. ATS FUNCTION IS ENGAGED PROVIDED A/THR PB ON FCU IS PRESSED IN
B. ATS FUNCTION IS ACTIVE
C. ATS FUNCTION IS ENGAGED BUT NOT ACTIVE
535. AFTER A FLEX TAKE OFF, YOU HAVE AN ENGINE FAILURE AND YOU WANT TO
SELECT
MCT:
A. YOU HAVE THE THROTTLE LEVER IN FLX : MCT SELECTION IS AUTOMATIC
B. YOU SET THE THROTTLE LEVERS OUT OF THE FLX/MCT DETENT THEN BACK TO
FLX/MCT POSITION
536. PRESSING THE ENG FIRE PB SWITCH (ON THE ENG FIRE PANEL) CAUSES THE
CLOSURE OF:
A. FUEL LP VALVE
B. FUEL LP VALVE AND HP VALVE (DUE TO LP VALVE CLOSURE)
C. FUEL HP VALVE
537. ASYM AMBER MESSAGE (FMA) MEANS:
A. ONE THRUST LEVER IS SET OUT OF CLIMB NOTCH (BOTH ENGINES RUNNING)
B. ASYMETRIC POWER IS ESTABLISHED DUE TO FADEC MALFUNCTION
C. ASYMETRIC POWER IS ESTABLISHED DUE TO TLA RESOLVER FAULT
538. MCT AMBER MESSAGE (IN THE LEFT PART OF THE FMA) MEANS:
A. THROTTLES ARE NOT IN MCT POSITION AFTER ENGINE FAILURE IN FLIGHT
B. THROTTLES ARE NOT IN MCT POSITION AFTER ENGINE FAILURE WHEN SPEED
IS
>GREEN DOT (VFTO)
539. CLB FLASHES AMBER ON FMA IF THE THROTTLES ARE NOT IN CL POSITION
WHEN:
A. THE A/C IS ABOVE THE ALTITUDE OF THRUST REDUCTION
B. THE A/C IS AT LIFT-OFF
C. THE LANDING GEAR IS RETRACTED
540. THE THRUST LIMIT IS COMPUTED BY:
A. THE FMGC ACCORDING TO THE AP/FD MODE
B. THE ECU ACCORDING TO THE THRUST LEVER POSITION
C. THE ECU ACCORDING TO THE AP/FD MODE
D. THE FMGC ACCORDING TO THE ECU ORDER
541. THE FASTEN SEAT BELT, NO SMOKING AND EXIT SIGNS ILLUMINATE:
A. THE APPROPRIATE SWITCHES ARE ON AND/OR EXCESSIVE CABIN ALTITUDE IS
DETECTED
B. THE APPROPRIATE SWITCHES ARE OFF AND/OR EXCESSIVE CABIN ALTITUDE IS
DETECTED
C. ALL OF THE ABOVE
542. WITH THE SWITCH IN THE ARM POSITION, EMERGENCY LIGHTING IS
PROVIDED
WHEN:
A. AC BUS 2 FAILS
B. AC ESSENTIAL BUS FAILS
C. AC BUS 1 OR DC SHED ESSENTIAL BUS FAILS
D. DC BUS FAILS
543. THE COCKPIT DOOR:
A. CAN ONLY OPEN INTO THE COCKPIT
B. CAN ONLY OPEN INTO THE CABIN
C. NORMALLY OPENS INTO THE COCKPIT BUT CAN BE FORCED OPEN IN EITHER
DIRECTION
544. THE AIRCRAFT IS FITTED WITH EMERGENCY EVACUATION SLIDES AT:
A. THE 4 ENTRY DOORS
B. THE OVERWING EXITS
C. THE 4 ENTRY DOORS AND THE OVER WING EXITS
545. IF A SLIDE FAILS TO INFLATE AUTOMATICALLY:
A. IT CANNOT BE INFLATED
B. IT MUST BE INFLATED BY MANUAL ACTIVATION
C. IT MAY BE USED AS A MANUALLY HELD ESCAPE SLIDE
D. B + C
546. WHEN OPENED IN AN EMERGENCY THE PASSENGER ENTRY DOORS:

A. ARE PNEUMATICALLY ASSISTED INTO THE OPEN POSITION
B. WILL NEED 2 FLIGHT ATTENDANTS TO PUSH THEM OPEN
C. ARE ASSISTED TO THE OPEN POSITION BY SLIDE INFLATION
547. EVACUATION COMMAND BUTTON AT THE FORWARD FLIGHT ATTENDANT
POSITION:
A. CAN ONLY BE ACTIVATED, PROVIDED THE COCKPIT SWITCH IS AT THE CAPT
AND
PURS POSITION
B. CAN BE ACTIVATED AT ANY TIME
C. CAN ONLY BE ACTIVATED ON GROUND
D. OVERRIDES ALL OTHER SIGNALS
SAFETY
548. EMERGENCY LIGHTING USING THE INTEGRAL BATTERIES WILL PROVIDE
LIGHTING
FOR:
A. 30 MINUTES
B. 24 MINUTES
C. 60 MINUTES
D. 12 MINUTES
549. SMOKE DETECTION SYSTEMS ARE INSTALLED IN:
A. AVIONICS BAY AND CARGO BAY
B. AVIONICS BAY, CARGO BAY AND LAVATORIES
C. AS IN B. PLUS THE GALLEYS
550. WITH "AVIONICS SMOKE" WARNING ACTIVATED THE "SMOKE" LIGHT
ILLUMINATES
ASSOCIATED WITH THE:
A. BUS TIE PUSHBUTTON
B. GEN 1 PUSHBUTTON
C. GEN 1 LINE PUSHBUTTON
551. THE AVIONICS BAY SMOKE DETECTOR IS LOCATED IN THE:
A. AVIONICS BAY
B. VENTILATION EXTRACT DUCT
C. SKIN HEAT EXCHANGER
552. WITH THE BLOWER + EXTRACT P/Bs IN OVERRIDE THE VENTILATION GETS
AIR FROM
THE:
A. INLET VALVE
B. SKIN HEAT EXCHANGER BY-PASS VALVE
C. AIR CONDITIONING INLET VALVE
553. AVIONICS SMOKE WARNING IS INHIBITED DURING TAKE-OFF FROM:

A. 80 KTS TO LIFT-OFF
B. 80 KTS TO 1500 FT
C. NOT INHIBITED
554. LAVATORY SMOKE DETECTORS ARE SITUATED IN EACH LAVATORY AIR
EXTRACTION
DUCT:
A. TRUE
B. FALSE
555. AT ACTIVATION OF "LAVATORY SMOKE" WARNING THE FIRE EXTINGUISHING
SYSTEM
IS AUTOMATICALLY DISCHARGED:
A. TRUE
B. FALSE
556. LAVATORY SMOKE DETECTORS SEND WARNINGS TO:
A. ECAM AND NOSE INTERPHONE PANEL
B. ECAM AND CIDS
C. ECAM, EIDS AND NOSE INTERPHONE PANEL
SMOKE
557. SMOKE DETECTION IN FWD AND AFT CARGO BAYS (NOT VALID FOR DLH)
CONSISTS
OF :
A. 2 SMOKE DETECTORS AND A SDCU
B. 2 SMOKE DETECTORS IN FWD BAY, 4 DETECTORS IN AFT BAY AND A SDCU
C. 4 SMOKE DETECTORS IN EACH BAY AND A SDCU
558. AIR CONDITIONING SMOKE WARNING IS ACTIVATED IF (NOT FOR DLH) SMOKE
DETECTED IN:
A. AIR CONDITIONING DUCT
B. HOT AIR MANIFOLD
C. PACK OUTLET DUCTS
D. NO WARNING SYSTEM IS INSTALLED
559. IN CASE OF CARGO BAY SMOKE WARNING, THE AGENT (NOT FOR DLH)
BOTTLE
SHOULD BE EMPTY IN LESS THAN:
A. 10 SECONDS
B. 3 MINUTES
C. 1 MINUTE
560. WHEN PRESSING THE CARGO SMOKE TEST PB THE SMOKE DETECTORS ARE
TESTED
BY SDCU, THE RED SMOKE LIGHT COMES ON TWICE ASSOCIATED WITH ECAM
AND
THE ISOLATION VALVES CLOSE:
A. TRUE
B. FALSE
DATE : AUGUST 2005 Page 79 of 79 A-320/319 - 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:

8. HOT AIR PRESS REG VALVE FAILED OPEN:

16. WHAT IS THE MAX NORM CAB ALT:

33. IN CASEOF TOTAL ZONE CONTROLLER FAILURE:

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

65. ON GROUND, APU PROVIDES:

75. MASTER SWITCH ON, THE:

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

92. YOU RECEIVE A SELCAL ON VHF 2, WHAT HAPPENS ON YOUR ACP?

100. COCKPIT VOICE RECORDER IS ENERGIZED, ON GROUND AS SOON AS

108. IN NORMAL CONFIGURATION, HOW IS DC ESS BUS SUPPLIED?

115. WHEN DISCONNECTING THE IDG, THE BUTTON SHOULD BE PRESSED:

131. GENERATORS ARE SOMETIMES CONNECTED IN PARALLEL:

141. THE BATT FAULT LIGHT ILLUMINATES WHEN:

AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY

167. WHAT DOES THE TEST PB VERIFY?

175. WHEN ENGINE FIRE PB IS RELEASED OUT, WHICH VALVE IS AFFECTED:

183. WHICH SURFACES ARE USED FOR LIFT DUMPING?

192. WHAT ARE THE LIMITS FOR MANOEUVRE PROTECTION:

201. IN ROLL NORMAL LAW PROVIDES COMBINED CONTROL OF THE:

219. IN FLIGHT CONTROL NORMAL, THE STALL WARNING IS ACTIVATED:

226. THE FMGS CONSISTS OF THE FOLLOWING MAIN COMPONENTS:

232. AIRCRAFT ON RWY CENTERLINE, READY FOR TAKE-OFF. TO PRESET A HDG

238. THE EXPEDITE MODE IS ACTIVE. TO DISENGAGE IT, ONE OF THESE

253. FOLLOWING A DUAL ENGINE GENERATOR FAILURE, EMERGENCY GEN

260. THE FMGC FUNCTIONS ARE:

267. THE FLIGHT GUIDANCE FUNCTIONS ARE:

281. ADIRU 3 CAN SUPPLY INFORMATION TO:

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

303. WHERE IS THE VENT SURGE TANK LOCATED?

313. AMBER FAULT LIGHT ILLUMINATES ON MODE SEL. P/B WHEN:

322. WHAT DOES THE MODE SEL. P/B CONTROL:

330. IN NORMAL OPERATION THE CROSS FEED VALVE IS:

337. THE RAT IS AUTOMATICALLY EXTENDED IN CASE OF:

C. FROM THE LH ENGINE OR THE PNEUMATIC SYSTEM

354. THE YELLOW SYSTEM INCLUDES OPERATION OF:

363. THE GREEN SYSTEM OPERATES:

373. THE BLUE SYSTEM OPERATES:

383. WITH GREEN HYDRAULIC SYSTEM LOST:

409. THE MAXIMUM SPEED TO USE THE WINDSHIELD WIPERS IS:

426. WHEN AUTO BRAKE OPERATES, IT CAN BE DISARMED BY:

435. HANDWHEEL AND PEDALS ARE OPERATED SIMULTANEOUSLY:

442. THE BRAKES ARE ACTUATED BY TWO INDEPENDENT SYSTEMS,

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

458. ON WHEEL PAGE OF ECAM, A GREEN ARC APPEARS ON ONE WHEEL

495. THE FADEC IS ELECTRICALLY SUPPLIED BY:

503. WHAT IS THE MAXIMUM N1:

513. AT TOULOUSE (500FT) : TREF IS 29 DEGREES CELSIUS, OUTSIDE AIR TEMP, IS

521. DURING AN AUTOMATIC STARTING SEQUENCE, THE PACK VALVES CLOSE

546. WHEN OPENED IN AN EMERGENCY THE PASSENGER ENTRY DOORS:

553. AVIONICS SMOKE WARNING IS INHIBITED DURING TAKE-OFF FROM:

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