A320 Vacbi

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AIRCONDITIONING

1. ON THE AIR CONDITIONING PANEL, WHEN HOT AIR ”FAULT” LIGHT COMES ON DUE TO
OVERHEAT:
A. THE HOT-AIR PRESSURE REGULATING VALVE CLOSES AND THE TRIM AIR VALVES
CLOSE
B. THE HOT-AIR PRESS REGULATING VALVE OPENS AND THE TRIM AIR VALVES CLOSE
C. THE HOT-AIR PRESS REGULATING VALVE CLOSES AND THE TRIM AIR VALVES OPEN
2. DURING NORMAL FLIGHT AND WITH SKIN TEMP BELOW + 35°C, THE AVIONICS VENTILATION
SYSTEM CONTROLS THE TEMPERATURE OF THE COOLING AIR BY :
A. ADDING AIR FROM THE COCKPIT
B. PASSING AIR THROUGH A SKIN HEAT EXCHANGER
C. ADDING CONDITIONED AIR TO THE FLOW
D. EXTRACTING AIR FROM OVERBOARD
3. THE RAM AIR SWITCH SHOULD BE USED:
A. AT ANY TIME
B. ONLY WHEN THE DIFFERENTIAL PRESSURE IS LESS THAN 1 PSI
C. WHEN THE DIFFERENTIAL PRESSURE IS GREATER THAN 1 PSI
D. ONLY WHEN THE OUTFLOW VALVE IS FULLY OPENED
4. WHAT HAPPENS IN CASE OF FAILURE OF THE PRIMARY CHANNEL OF THE PACK
CONTROLLERS
A. THE SECONDARY COMPUTER OPERATES IN BACK UP MODE AND REGULATION IS
NOT OPTIMIZED
B. THE SECONDARY COMPUTER TAKES OVER
C. PACK IS LOST
5. WHAT HAPPENS IN CASE OF FAILURE OF THE SECONDARY CHANNEL OF THE PACK
CONTROLLERS
A. NO EFFECT ON PACK REGULATION. BACK UP MODE IS LOST
B. PACK IS LOST
C. NO EFFECT
6. WHAT HAPPENS IN CASE OF FAILURE OF THE PRIMARY AND SECONDARY CHANNELS OF
THE PACK CONTROLLERS
A. PACK OUTLET TEMPERATURE IS CONTROLLED BY THE ANTI-ICE VALVE
C. THE PACK IS CLOSED
7. WHAT HAPPENS IF THE HOT AIR PRESS REGULATING VALVE FAILS OPEN:
A. OPTIMISED REGULATION IS LOST
B. THE TEMPERATURE STAYS AT THE VALUE SELECTED WHEN THE FAILURE
OCCURRED
C. NO EFFECT
8. BLEED AIR SUPPLIED FROM THE APU (APU BLEED VALVE OPEN), THE PACK FLOW IS
AUTOMATICALLY SELECTED:
A. HIGH
B. NORMAL
C. LOW
9. EACH TRIM AIR VALVE OPTIMIZES THE TEMPERATURE REGULATION BY :
A. ADDING HOT AIR
B. ADDING FRESH AIR
C. MODULATING PACK FLOW
10. THE HOT AIR PRESSURE REGULATING VALVE:
A. REGULATES THE PRESSSURE OF HOT AIR TAPPED UPSTREAM OF THE PACKS
B. IS SPRINGLOADED OPEN IN THE ABSENCE OF AIR

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AIRCONDITIONING
C. OPENS AUTOMATICALLY IN CASE OF DUCT OVERHEAT
11. THE PACK FLOW CONTROL VALVE IS:
A. PNEUMATICALLY OPERATED AND ELECTRICALLY CONTROLLED
B. ELECTRICALLY OPERATED AND PNEUMATICALLY CONTROLLED
C. OPENS AUTOMATICALLY DURING ENGINE STARTING
12. FOR ENGINE PRESSURE DEMAND, WHEN THE HEATING OR COOLING DEMAND IN ONE
ZONE OF CABIN CANNOT BE SATISFIED:
A. THE ENGINE IDLE MUST BE INCREASED MANUALLY
B. THE ENGINE IDLE IS INCREASED AUTOMATICALLY
C. IN ANY CASE, FILGHT IDLE IS SUFFICIENT
13. WHAT IS THE MAX NORM CAB AL T :
A. 8000 FT
B. 9550 ± 350 FT
C. 8800 FT
14. WHAT IS THE MAXIMUM NEGATIVE DIFFERENTIAL PRESSSURE FOR THE CABIN:
A. 0 PSI
B. -1PSI
C. -2 PSI
15. IS IT POSSIBLE TO SIMULTANEOUSLY USE PACKS AND LP GROUND AIR UNIT DURING
LONG STOPS IN HOT AIRFIELD
A. YES
B. NO
C. YES. IF EXTERNAL TEMPERATURE IS > 50ºC
16. THE TRIM AIR VALVES ARE MODULATED BY:
A. THE ZONE CONTROLLER
B. PACK CONTROLLERS
C. HOT AIR PRESSURE REGULATING VALVE
17. THE MIXING UNIT IS CONNECTED TO :
A. PACKS, CABIN AIR
B. PACKS. EMERGENCY RAM AIR INLET AND LP GROUND CONNECTOR
C. PACKS, CABIN AIR ,EMERGENCY RAM AIR INLET AND LP GROUND CONNECTOR
18. ONCE SET TO "ON”, THE AIR CONDITIONING PACKS OPERATE:
A. AUTOMATICALLY AND INDEPENDENTLY OF EACH OTHER
B. MANUALLY AND INDEPENDENTLY OF EACH OTHER
C. AUTOMATICALLY. PACK 1 AS A MASTER, PACK 2 AS A SLAVE
19. WHEN THE RAM AIR PUSH BUTTON IS SET TO “ON" THE EMERGENCY RAM AIR INLET VALVE
WILL OPEN:
A. IN ANY CASE
B. PROVIDED DITCHING IS NOT SELECTED
C. P < 1 PSI AND DITCHING IS NOT SELECTED
20. IN CASE OF ZONE CONTROLLER PRIMARY CHANNEL FAILURE, WHICH TEMPERATURE IS
DELIVERED BY THE PACKS?
A. PACK 1 CONTROLS THE COCKPIT TEMPERATURE AT 24°C (75°F).PACK 2 CONTROLS
THE FWD AND AFT CABINS TEMPERATURE AT 24°C (75F)
B. PACK 1 CONTROLS A FIXED TEMPERATURE AT 20°C (68°F), PACK 2 CONTROLS
FIXED TEMPERATURE AT 10°C
C. THE OUTLET TEMPERATURE FOR PACK 1 AND 2 IS FIXED AT 15°C (59°F)
21. CONDITIONED AIR IS DISTRIBUTED TO
A. COCKPIT, CARGO BAYS. AND CABIN
B. COCKPIT, FWD AND AFT CABIN
C. COCKPIT, AVIONICS BAY, CABIN
22. THE CABIN ZONE TEMPERATURE SENSORS ARE VENTILATED BY THE AIR EXTRACTED BY

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AIRCONDITIONING
THE LAVATORY AND GALLEY FANS:
A. TRUE
B. FALSE

23. TEMPERATURE CONTROL IS AUTOMATIC AND IS REGULATED BY :


A. ZONE CONTROLLERS
B. PACK 1 AND 2 CONTROLLERS
C. A + B
24. IN CASE OF PACK CONTROLLER FAILURE, THE PACK OUTLET TEMPERATURE IS
CONTROLLED BY :
A. PACK BY-PASS VALVE
B. PACK ANTI-ICE VALVE
C. PACK FLOW CONTROL VALVE

25. WHEN THE RAM AIR PUSH BUTTON IS SET TO ON, THE OUTFLOW VALVE:
A. CLOSES
B. OPENS EACH TIME
C. OPENS PARTIALLY ONLY WHEN DIFF PRESS IS LESS THAN 1 PSI
D. OPENS WHEN DIFF PRESS IS GREATER THAN 1 PSI
26. THE PACK FLOW CONTROL VALVE CLOSES AUTOMATICALLY IN CASE OF :
A. PACK OVERHEAT, ENGINE FIRE PUSH BUTTON RELEASED, ENGINE START,
DITCHING PUSH BUTTON PRESSED
B. BLEED VALVE FAILURE, PACK OUTLET PRESSSURE INCREASES
C. A + B.
27. IN CASE OF TRIM AIR SYSTEM FAILURE, THE SECONDARY CHANNEL OF THE ZONE
CONTROLLER REGULATES THE ZONE TEMPERATURE AT:
A. 14ºC (57ºF)
B. 24ºC (75ºF)
C. 15ºC (59ºF)
28. IN CASE OF TOTAL ZONE CONTROLLER FAILURE
A. HOT AIR AND TRIM AIR VALVES OPEN. PACK 1 DELIVERS FIXED TEMPERATURE OF
20ºC AND PACK 2 DELIVERS FIXED TEMPERATURE OF 10ºC
B. HOT AIR AND TRIM AIR VALVES CLOSE, BOTH PACKS DELIVER FIXED
TEMPERATURE OF 15ºC
C. HOT AIR AND TRIM AIR VALVES CLOSE. PACK 1 DELIVERS FIXED TEMPERATURE OF
20ºC AND PACK 2 DELIVERS FIXED TEMPERATURE OF 10ºC
29. DURING LANDING ROLL, THE PACK RAM AIR INLET FLAPS OPEN WHEN A/C SPEED IS LESS
THAN
A. 100 KT (AFTER 20S DELAY)
B. 70 KT (AFTER 55S DELAY)
C. 70 KT (AFTER 20S DELAY)
30. IN CASE OF ZONE CONTROLLER PRIMARY AND SECONDARY CHANNELS FAILURE WHICH
TEMPERATURE IS DELIVERED BY EACH PACK?
A. 25°C (59°F) BOTH
B. 20°C (68°F) - PACK 1 AND 10°C (50°F) - PACK 2
C. 24°C (75°F) - PACK 1 AND 15°C (59°F) - PACK 2
D. 15°C (59°F) BOTH
31. WHEN THE DITCHING SWITCH IS SET TO “ON”, A CLOSURE SIGNAL IS SENT TO :
A. OUTFLOW VALVE
B. PACK RAM AIR INLET AND VENTILATION INLET AND EXTRACT VALVES
C. THE PACK FLOW CONTROL VALVES
D. ALL ABOVE

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AIRCONDITIONING
32. IN FLIGHT, WITH PRESSURE CONTROLLER N°1 IN USE, IF IT FAILS:
A. YOU HAVE TO USE THE MANUAL CONTROL
B. CONTROLLER N°2 AUTOMATICALLY TAKES OVER
C. YOU HAVE TO MANUALLY SELECT CONTROLLER N°2
D. YOU HAVE TO SET THE LANDING ELEVATION
33. THE OUTLOW VALVE IS POWERED BY :
A. 1 OF 2 ELECTRIC MOTORS
B. 1 OF 3 ELECTRIC MOTORS
C. 3 MECHANICALLY LINKED ELECTRIC MOTORS
34. DURING GROUND OPERATION, THE OUTFLOW VALVE IS
A. FULL Y OPEN
B. FULLY CLOSED
C. POSITIONED ACCORDING TO PRESSURIZATION DEMAND
35. TWO IDENTICAL INDEPENDENT AUTOMATIC DIGITAL PRESSURIZATION CONTROLLERS
ARE USED FOR SYSTEM CONTROL
A. ONE CONTROLLER ACTIVE, ONE IN STANDBY
B. BOTH CONTROLLERS ACTIVE AT THE SAME TIME AND MONITORED BY FMGC
C. CONTROLLER N°1 FOR CLIMB AND CONTROLLER N°2 FOR CRUISE AND
DESCENT
36. WHICH CONTROLLER GENERATES EXCESSIVE CABIN ALTITUDE AND PRESSURE OUTPUTS
FOR ECAM INDICATION IN MANUAL MODE:
A. BOTH
B. Nº1
C. Nº2
37. WHEN THE RAM AIR PUSH BUTTON SET TO ON, THE OUTFLOW VALVE WILL PARTIALLY
OPEN WHEN:
A. ΔP > 1.5 PSI
B. ΔP < 3 PSI
C. ΔP < 1 PSI
38. THE PURPOSE OF THE SAFETY VALVES IS TO AVOID
A. EXCESSIVE POSITIVE DIFFERENTIAL PRESSURE
B. EXCESSIVE NEGATIVE DIFFERENTIAL PRESSURE
C. A + B
39. THE PRESSVRIZATION SAFETY VALVES ARE OPERATED:
A. ELECTRICALLY
B. HYDRAULICALLY
C. PNEUMATICALLY
40. WHEN LANDING ELEVATION IS SET TO AUTO, THE LANDING ELEVATION IS SENT TO THE
CONTROLLER FROM:
A. FMGS
B. FMGC BY INSERTING DA/MDA IN MCDU PERFORMANCE PAGE
C. ADIRS
41. WHEN PRESSURIZATION MODE SEL IS SET TO MANUAL, THE OUTFLOW VALVE IS
CONTROLLED BY SIGNAL SENT VIA CONTROLLER Nº1
A. TRUE
B. FALSE
42. ON ECAM CAB PRESS PAGE, THE OUTFLOW VALVE INDICATOR CHANGES TO AMBER IF:
A. IT IS FULLY CLOSED
B. IT IS FULL Y OPEN IN FLIGHT
C. IT IS FULL Y OPEN ON GROUND
43. ON ECAM CAB PRESS PAGE, THE SAFETY VALVE INDICATION CHANGES TO AMBER IF:
A. BOTH SAFETY VALVES ARE FULLY OPEN

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B. ONE SAFETY VALVE IS OPEN
C. BOTH SAFETY VALVES ARE FULLY CLOSED
44. ON ECAM CAB PRESS PAGE, THE CABIN ALTITUDE INDICATION CHANGES TO RED WHEN
A. CABIN ALTITUDE IS > 14.000 FT
B. CABIN ALTITUDE IS > 8.800 FT
C. CABIN ALTITUDE IS > 9.550 FT
45. WHEN PRESSURIZATION IS IN AUTO MODE, FOLLOWING FAILURE OF THE ACTIVE SYSTEM
A. MASTER CAUTION IS ACTIVATED AND ECAM ACTIONS MUST BE TAKEN BY CREW
B. THE OTHER SYSTEM MUST BE SELECTED BY CREW
C. THE OTHER SYSTEM TAKES OVER AUTOMATICALLY WITHOUT CREW ACTION
46. CABIN PRE-PRESSURIZATION STARTS
A. AFTER ENGINE START
B. AT TAKE-OFF POWER SELECTION
C. AT LIFT-OFF
D. AFTER CABIN DOORS CLOSED
47. THE PRESSURIZATION SAFETY VALVES OPEN WHEN DIFFERENTIAL PRESSURE IS ABOVE
A. 8.06 PSI
B. 8.6 PSI
C. 9.0 PSI
D. 7.6 PSI
48. AT TAKEOFF AND LANDING, CABIN IS PRESSURIZED AT ALTITUDE
A. 200FT BELOW THE AIRFIELD ELEVATION
B. 200FT ABOVE THE AIRFIELD ELEVATION
C. THE AIRFIELD ELEVATION
D. 100FT BELOW THE AIRFIELD ELEVATION

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APU 1

1. WHAT ARE THE APU MANUAL SHUT DOWN POSSIBILITIES IN THE COCKPIT?
A. APU MASTER SWITCH PUSH BUTTON
APU FIRE PUSH BUTTON SWITCH
B. APU MASTER SWITCH PUSH BUTTON
C. APU FIRE PUSH BUTTON SWITCH
APU SHUT OFF PUSH BUTTON
2. 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
3. ON A320, NORMAL GROUND APU ROTATION SPEED (N%) WITHOUT
AIRCONDITIONING IS
A. 99% (101% FOR ENGINE START)
B. STEADY AT 99%
C. STEADY AT 101%
4. APU MASTER SWITCH SELECTED ON
A. APU SYSTEM IS SUPPLIED AND APU STARTS AT 95%
B. APU SYSTEM IS SUPPLlED APU STARTS AS SOON AS THE START PUSH
BUTTON IS PRESSED AND INTAKE FLAP OPENS
5. APU BLEED AIR IS CONTROLLED AND REGULATED
A. BY ECB (N% ADJUSTEMENT)
B. NOT CONTROLLED
C. BY APU BLEED VALVE WHICH OPERATES AS SHUT OFF VALVE
6. DURING APU START, THE EGT INDICATION BECOMES RED ON ECAM, WHEN
A. EGT>725ºC
B. EGT>1038ºC
C. EGT>750ºC
7. GROUND, APU PROVIDES
A. ELECTRIC POWER & HYDRAULIC POWER
B. ELECTRIC POWER & BLEED AIR
8. AIR BLEED EXTRACTION FOR WING ANTI-ICE
A. IS PERMITTED
B. IS NOT PERMIITED
9. CAN YOU START APU USING THE A/C BATTERY?
A. YES
B. NO
10. APU IS SUPPLIED FROM THE
A. LEFT FUEL FEED LINE
B. RIGHT FUEL FEED LINE
11. IF APU BLEED WAS USED, AFTER APU MANUAL SHUT DOWN, THE APU
A. STOPS IMMEDIATELY
B. KEEPS RUNNING FOR 4 MINUTES
C. KEEPS RUNNING BETWEEN 60 TO 120 SECONDS

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APU 1

12. “AVAIL” LIGHT ILLUMINATES ON APU START PUSH BUTTON WHEN


A. EXTERNAL POWER IS DISCONECTED
B. APU SPEED REACHES 95%
C. APU ELECTRIC POWER IS USED
13. APU HAS ITS OWN LUBRICATION SYSTEM
A. YES
B. NO
14. ON GROUND, IN ACCORDANCE WITH AIR BLEED SYSTEM DEMAND, APU SPEED IS
DETERMINED BY
A. ELECTRONIC CONTROL BOX
B. AIR CONDITIONING SYSTEM (ZONE CONTROLLER)
C. AIR INTAKE SYSTEM
15. BESIDES THE MASTER SWITCH ON THE COCKPIT APU PANEL, APU SHUT DOWN IS
POSSIBLE BY
A. SWITCHING OFF THE LEFT FUEL PUMPS
B. PUSHING THE APU FIRE PUSH BUTTON
C. PRESSING APU SHUT OFF PUSH BUTTON ON EXTERNAL INTER PHONE
PANEL
D. B OR C
16. WHEN THE APU MASTER SWITCH IS RELEASED OUT, A NORMAL APU SHUT DOWN
OCCURS
A. AFTER A TIME DELAY, IN ALLL CASES
B. AFTER A TIME DELAY IF THE APU BLEED AIR WAS IN USE
C. WITHOUT TIME DELAY, IN ALL CASES
17. APU MASTER SWITCH ON, THE
A. APU STARTS
B. ECB IS ELECTRICALLY SUPPLIED
C. AIR INTAKE FLAP CLOSES
18. IN NORMAL FLIGHT, APU CAN BE STARTED UP TO
A. 25000 FT
B. 20000 FT
C. 39000 FT
19. IN ELECTRIC EMERGENCY CONFIGURATION, APU CAN BE STARTED UP TO
A. 25000 FT
B. 20000 FT
C. 39000 FT
D. IN THIS CASE, APU CAN NOT BE STARTED
20. IN NORMAL FLIGHT, APU BLEED CAN BE USED FOR AIRCONDITIONING WITH
A. 2 PACKS UP TO 20000 FT
B. 1 PACK UP TO 20000 FT & 2 PACKS UP TO 15000 FT
C. 1 PACK UP TO 25000 FT & 2 PACKS UP TO 39000 FT
D. 1 PACK ONLY REGARDLESS OF A/C ALTITUDE

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AUTOFLIGHT 1
1. NORMAL ELECTRICAL POWER SUPPLIES THE A/C AND THE MCDU IS DARK, WITHOUT ANY
OTHER WARNING. IT MEANS
A. THE FMGC IS OFF
B. THE FMGC HAS FAILED
C. THE MCDU C/B IS PULLED
D. THE MCDU BRIGHTNESS KNOB IS DIMMED
2. MESSAGES “SELECT OFF SIDE RANGE/MODE” & "MAP NOT AVAILABLE" APPEAR ON
COPILOT ND.
A. THE IRS 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 WHEN THE TWO EFIS CONTROL PANELS ARE NOT SET
AT THE SAME RANGE & MODE
3. ENGINES RUNNING, MESSAGE "CHECK GW” APPEARS. ACCESS TO INIT B PAGE IS NO
LONGER AVAILABLE. ON WHICH PAGE IS IT POSSIBLE TO INSERT THE CORRECT GW ?
A. TAKEOFF PERFORMANCE PAGE
B. PROGRESS PAGE
C. FUEL PREDICTION PAGE
4. AIRCRAFT ON RWY CENTERLINE, READY FOR TAKE-OFF. TO PRESET A HDG OF 090, YOU
HAVE TO
A. PULL HDG KNOB TO DISARM NAV MODE, SET HDG 090 AND PRESS HDG KNOB TO
ENGAGE
B. TURN HDG KNOB, SET 090 AND PULL TO ENGAGE
C. TURN HDG KNOB, SET 090
5. ONE OF THE SRS DISENGAGEMENT CONDITIONS IS NOT TRUE
A. DISENGAGES AUTOMATICALLY AT ALTITUDE SELECTED ON FCU
B. DISENGAGES AUTOMATICALLY AT ACCELERATION ALTITUDE
C. DISENGAGES MANUALLY BY PULLING THE SPEED KNOB
D. DISENGAGED BY SETTING A NEW FCU ALTITUDE
6. A HOLD HAS BEEN ENTERED IN THE F-PLN, SPEED AND NAV ARE MANAGED. YOU WANT TO
LEAVE THIS HOLD, YOU HAVE TO
A. USE THE CLR KEY
B. HOLD IS AUTOMATICALLY CANCELLED WHEN OVERFLYING THE FIX
C. ACTIVATE “IMM EXIT” PROMPT
7. FOR A/C POSITION DETERMINATION, FMGC USES DATA FROM
A. DME, VOR OR ILS
B. CLOCKS + GROUND SPEED COMPUTATION
C. 3 ADIRS
D. A AND C.
8. 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 THE EXPD PUSH BUTTON AGAIN TO CANCEL THIS MODE
9. WHAT ARE THE BASIC MODES OF THE AP/FD
A. PITCH AND ROLL
B. V/S AND HDG
C. ALT HOLD AND NAV
D. SPEED AND HDG
10. DURING AN ILS APPROACH, THE ENGAGEMENT OF BOTH AUTOPILOT IS POSSIBLE
A. WHEN “LAND” ILLUMINATES GREEN ON FMA

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B. WHEN A/C IS STABILIZED AT G/S INTERCEPTION ALTITUDE
C. AS SOON AS THE LOC HAS BEEN INTERCEPTED
D. AFTER APPR PUSH BUTTON IS PRESSED AND ILLUMINATES GREEN
11. A/C IS IN CLEAN CONFIGURATION AND NORMAL LAW. WHEN THE FAC DETECTS TOO HIGH
ANGLE OF ATTACK
A. STALL WARNING IS ACTIVATED
B. “TOGA LK” FLASHES ON FMA
C. ALPHA FLOOR FUNCTION ACTIVATES
12. DURING AN ILS APPROACH THE NAV MODE WILL BE DISENGAGED AT
A. G/S CAPTURE
B. LOC CAPTURE
C. BOTH G/S & LOC CAPTURE
13. CAN YOU DISPLAY FD BARS AND FPV AT THE SAME TIME, FOR CROSS-CHECKING ON
DIFFERENT PFDs
A. YES
B. NO
14. SETTING THE THRUST LEVERS TO IDLE WILL DISENGAGE THE A/THR. A/THR WILL
REENGAGE
A. AS SOON AS THE THRUST LEVERS POSITION IS CHANGED
B. WHEN THE A/THR PUSH BUTTON IS PRESSED
C. PROVIDED THE LEVERS ARE SET IN CL DETENT
D. PROVIDED THE LEVERS ARE MOVED FROM IDLE POSITION AND A/THR PUSH
BUTTON IS PRESSED
15. IN ONE OF THE CASES LISTED BELOW, A/THR DOES NOT DISENGAGE
A. WHEN THE TWO THRUST LEVERS ARE SET TO 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
16. THE LOC MODE IS USED FOR
A. TRACKING THE LOCALIZER DURING A LOCALIZER APPROACH
B. TRACKING THE VOR BEAM DURING A VOR/DME APPROACH
C. TRACKING THE LOCALIZER DURING AN ILS APPROACH
D. A AND C
17. 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
18. FOLLOWING A DUAL ENGINE GENERATOR FAILURE, EMERGENCY GEN SUPPLIES THE A/C
A. ONLY FMGC1 IS AVAILABLE
B. ONLY FMGC2 IS AVAILABLE
C. BOTH FMGCs ARE AVAILABLE
D. NO FMGC IS AVAILABLE
19. 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
20. RUDDER TRAVEL LIMITATION IS A FUNCTION OF
A. FAC ONLY
B. FAC IN NORMAL LAW AND ELAC IN ALTERNATE LAW
C. ELAC ONLY

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D. ELAC IN NORMAL LAW AND FAC IN ALTERNATE LAW
21. WHEN THE TWO YAW DAMPERS ARE ENGAGED
A. YAW DAMPER 1 HAS PRIORITY. YAW DAMPER 2 IS SLAVED
B. YAW DAMPER 2 HAS PRIORITY. YAW DAMPER 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
22. THE FMGC INTERNAL TEST IS 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
23. 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
24. 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
25. THE AFS COMPUTERS ARE
A. FMGC AND ELAC
B. FMGC
C. FMGC AND FAC
D. ELAC AND SEC
26. WITH AP1 AND AP2 OFF, FD1 AND FD2 ENGAGED AND A/THR ACTIVE
A. FMGC1 CONTROLS A/THR
B. FMGC2 CONTROLS A/THR
C. A/THR IS CONTROLED BY BOTH FMGCs
27. IN NORMAL OPERATION, WITH 2 MCDUs 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
28. 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
29. 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
30. THE FLIGHT DIRECTOR IS ENGAGED
A. BY PRESSING THE FD PUSH BUTTON ON FCU IF IT WAS OFF
B. AUTOMATICALLY AT SYSTEM POWER UP
C. BY SELECTING A MODE ON FCU
D. A + B
31. WITH AUTOPIOT ENGAGED, THE RUDDER IS NORMALLY CONTROLLED BY

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A. THE FMGC
B. THE FAC
C. THE ELAC
D. THE SEC
32. THE NORMAL FMGC OPERATION IS
A. ONLY ONE FMGC CAN OPERATE AT A TIME
B. FMGC 1 HAS PRIORITY, FMGC 2 IS STANDBY
C. FMGCs OPERATE ACCORDING TO MASTER/SLAVE PRINCIPLE
D. FMGCs OPERATE INDEPENDENTLY
33. THE FCU ALLOWS
A. MODIFICATION OF THE FLIGHT PLAN OF FM PART
B. SELECTION OF FG FUNCTION MODES
C. SELECTION OF RADIO NAV FREQUENCIES
D. IRS ALIGNMENT
34. 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
35. AIRCRAFT IN FLIGHT, AP ENGAGED AND A/THR ACTIVE, THE A/THR MODE
A. CAN BE CHOSEN BY THE PILOT, USING A/THR PUSH BUTTON ON THE FCU
B. CAN BE CHOSEN ON THE MCDU BY THE PILOT
C. DEPENDS ON THE AP LATERAL MODE
D. DEPENDS ON THE AP VERTICAL MODE
36. AIRCRAFT IS CLIMBING WITH A/THR OFF, THRUST LEVERS ON CLB GATE, AN ALPHA FLOOR
TRIGGERING CONDITION IS DETECTED
A. A/THR DOES NOT ENGAGE 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 ENGINES WITH TOGA
THRUST
37. 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
38. 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
39. ON THE SECOND LINE OF FMA
A. ALT CAN BE ONLY IN GREEN OR MAGENTA
B. ALT IN BLUE INDICATES THAT ALT MODE IS ACTIVE
C. ALT IN BLUE INDICATES THAT ALT MODE IS ARMED
D. ALT IN BLUE INDICATES THAT ALT MODE IS ACTIVE OR AN FM ALTITUDE
CONSTRAINT
40. NORMALLY AT TAKEOFF
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

4/5
AUTOFLIGHT 1
BY THE THRUST LEVERS
D. A/THR DOES NOT AUTOMATICALLY ENGAGE
41. ADIRU 3 CAN SUPPLY INFORMATION TO
A. DMC 1 AND DMC 2 ONLY
B. DMC 1 AND DMC 3 ONLY
C. DMC 2 AND DMC 3 ONLY
D. DMC 1, DMC 2 AND DMC 3
42. AIR DATA MODULES (ADM) SUPPLY PRESSURE INFORMATION TO THE ADIRUs 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
43. IN ROSE NAV MODE WITH ONSIDE VOR SELECTED, WHAT VOR INFORMATION IS
DISPLAYED ON THE ND ?
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
44. ON ND, IN THE EVENT OF VOR RECEIVER FAILURE
A. THE RED VOR FLAG IS DISPLAYED. THE COURSE POINTER BECOMES RED
B. THE VOR BEARING BECOMES RED AND THE COURSE POINTER DISAPPEARS
C. THE VOR BEARING AND THE COURSE POINTER DISAPPEAR
D. THE VOR BEARING FLASHES AND THE COURSE POINTER DISAPPEARS
45. NORMALLY 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 DOT ARE ILLUMINATED WHITE: MANAGED SPEED SUCH AS V2 OR
MEMORIZED VAPP ARE AUTOMATICALLY USED BY THE FMGS
46. 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 NAV, LOC* , LOC, RWY, RWY TRK, GA TRK, LAND, ROLL OUT
47. ON GROUND, THE ENGAGEMENT OF THE AUTOTHRUST FUNCTION
A. IS AUTOMATIC AT TAKE OFF
B. MUST BE CARRIED OUT MANUALLY BY THE CREW BEFORE TAKE OFF
C. IS PERFORMED AUTOMATICALLY UPON THE SECOND ENGINE START
48. CLIMB AND DESCENT ARE ALWAYS RESTRICTED
A. BY THE ALTITUDE MANUALLY SELECTED ON THE FCU
B. BY THE AIRCRAFT WEIGHT CALCULATED BY THE FMGC
C. BY FLIGHT PLAN TOP-OF- LIMB AND TOP-OF-DESCENT POINTS

5/5
COMMUNICATION 1
1. IF YOU SELECT VHF2 ON RMP1, THE “SEL” LIGHT ILLUMINATES ON
A. RMP1 ONLY
B. RMP2 ONLY
C. RMP1 AND RMP2
2. TO ACTIVATE THE COCKPIT VOICE RECORDER (CVR) BEFORE ENGINE START, YOU HAVE
TO PRESS
A. THE GROUND CONTROL PUSH BUTTON
B. THE CVR ERASE PUSH BUTTON
C. THE CVR TEST PUSH BUTTON
3. TO ERASE COCKPIT VOICE RECORDER (CVR) RECORDING
A. YOU PUSH THE ERASE PUSH BUTTON ONCE
B. YOU PUSH THE ERASE PUSH BUTTON FOR 2 SECONDS IN FLIGHT
C. YOU PUSH THE ERASE PUSH BUTTON ON GROUND FOR MORE THAN 2 SECONDS
AND CHECK THAT THE PARKING BRAKE IS ON
4. INTER PHONE SYSTEM PERMITS YOU TO SPEAK TO
A. CABIN ATTENDANTS
B. ALL OCCUPANTS IN THE COCKPIT
C. GROUND MECHANIC
D. ALL ABOVE
5. CAN YOU OBTAIN AN AMPLITUDE MODULATION (GREEN "AM" LIGHT) ON RMP 2
A. YES
B. NO
6. HOW DO YOU RECEIVE ATIS INFORMATION USING VOR?
A. ON THE ACP, SELECTING VOICE PUSH BUTTON ON AND VOR RECEPTION KNOB
B. SELECTING VOICE PUSH BUTTON ON
7. WHAT IS THE FUNCTION OF THE RESET PUSH BUTTON ON THE AUDIO CONTROL PANEL?
A. TO RESTART SYSTEM OPERATION
B. TO CANCEL THE PREVIOUS SELECTIONS
C. TO CANCEL ANY LIGHTED CALLS
8. IN FLIGHT, BOTH CREW ARE WEARING OXYGEN MASKS OR HEADSETS. THE INT/RAD
SWITCH IS IN “INT” POSITION. WILL THE INTERPHONE BACKGROUND NOISE BE HEARD
WHEN USING THE SIDESTICK PRESS TO TALK FOR RADIO TRANSMISSIONS?
A. YES
B. NO
9. CAN YOU HEAR THE BEACON IDENTIFICATION SELECTED THROUGH THE STBY/NAV
A. YES. BY PRESSING CORRESPONDING RECEPTION KNOB
B. YES. BY PRESSING LINE SELECT KEY ON THE MCDU
C. YES. BY SELECTING ON “VOICE” PUSH BUTTON
10. CAN YOU HEAR THE VOICE RECORDER TEST SIGNALTHROUGH THE COCKPIT
LOUDSPEAKERS
A. YES, WITH THE PARKING BRAKE RELEASED
B. YES, WITH THE PARKING BRAKE ON
11. IF RMP 2 FAILS
A. ALL COMMUNICATION SYSTEM CAN BE CONTROLLED BY ANY OTHER RMP
B. ONLY VHF2 FREQUENCY CAN NOT BE CONTROLLED
C. THE WHOLE SYSTEM IS INOPERATIVE
D. VHF2 AND HF2 FREQUENCIES CAN NOT BE CONTROLLED
12. YOURE RECEIVE A SELCAL ON VHF2, WHAT HAPPENS ON YOUR AUDIO CONTROLPANEL
A. AMBER SIGN “CALL” FLASHES ON VHF 2 KEY
B. THREE GREEN BARS (ON VHF2) COME ON
C. WHITE SELCAL APPEARS ON VHF2 P/B AND VHF2 RECEPTION SELECTOR
ILLUMINATES WHITE

1/2
COMMUNICATION 1
13. CAN YOU SPEAK ON VHF AND THE PASSENGER ADDRESS AT THE SAME TIME
A. NEVER
B. YES, BY PRESSING THE RAD TOGGLE SWITCH AND THE PASSENGER ADDRESS KEY
AT THE SAME TIME
C. YES, BY USING THE SIDESTICK PRESS TO TALK COMMAND AND THE PASSENGER
ADDRESS KEY
14. WHEN YOU SELECT CAPT3 ON THE AUDIO SWITCHING PANEL:
A. THE CAPTAIN USES THE 3-RD OCCUPANT’S HEADSET
B. THE 3-RD OCCUPANT USES CAPTAIN EQUIPMENT
C. THE CAPTAIN USES HIS ACOUSTIC EQUIPMENT AND THE 3-RD OCCUPANT’S ACP
15. IF VHF1 IS SELECTED ON RMP2, THE “SEL” LIGHT ILLUMINATES WHITE
A. ON RMP 2
B. ON RMP 1
C. ON RMP 1 AND 2
16. IF RMP 1 FAILS, THE CREW CAN TUNE RADIOFREQUENCY
A. USING RMP 2
B. USING RMP 2 AFTER SESECTING AUDIO SWITCHING ON THE OVERHEAD PANEL TO
“CAPT3” POSITION
17. FOR COMMUNICATION WITH THE GROUND MECHANIC AT THE ENGINE NACELLE, THE
CREW MUST USE THE FOLLOWING AUDIO SYSTEM SELECTION
A. MECHANIC (MECH) + INTERPHONE (INT)
B. ATTENDANT (ATT) + CABIN (CAB)
C. ANY OF THE ABOVE
18. THE COCKPIT VOICE RECORDER IS ENERGIZED ON GROUND AS SOON AS THE 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 + B
19. WHAT IS THE MAIN PURPOSE OF RMP
A. TO SELECT RADIO FREQUENCIES
B. TO SELECT NAV AIDS WHEN BOTH MCDU/FMGC FAILED
C. A + B
20. CAN YOU USE SERVICE INTERPHONE SYSTEM IN FLIGHT
A. YES
B. NO
21. IF THE ATC IS IN AUTO
A. SELECTED ATC OPERATES IN FLIGHT ON GROUND, ONLY ATC MODES IS
AVAILABLE
B. SELECTED ATC OPERATES WHEN FLEX OR TOGA POWER IS SELECTED FOR
TAKEOFF
C. SELECTED ATC OPERATES AS SOON AS ONE ENGINE IS RUNNING
22. ON ATC CONTROL PANEL, THE FAULT LIGHT COMES ON IF
A. SELECTED TRANSPONDER FAILS
B. SYSTEM 1 OR 2 HAS FAILED
23. STBY NAV HAS BEEN SELECTED BY USING 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 COMMUNICATION FREQUENCY SELECTION

2/2
ELECTRICAL 1

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


A. FROM TR1
B. FROM ESS TR
C. FROM TR2
D. FROM BAT 2
2. AC ESS BUS IS NORMALLY SUPPLIED BY
A. AC BUS 1
B. AC BUS 2
C. EMERGENCY GENERATOR
D. STATIC INVERTER
3. 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
4. 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, SUPPLYING HOT BUS 2
5. 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 BAT 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
6. WHAT HAPPENS WHEN THE GEN 1 LINE PUSHBUTTON IS 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 GEN 2 BECAUSE GEN 1 IS DEACTIVATED
C. AS BUS 1 IS POWERED BY GEN 2 BECAUSE GEN 1 LINE CONTACTORA IS
OPENED
D. AC BUS 1 IS NOT POWERED BECAUSE GEN 1 LINE CONTACTOR IS OPENED
AND THE TRANSFER CONTACTOR IS NOT CLOSED
7. IN COLD AIRCRAFT CONFIGURATION (NO AC AND NO DC SUPPLY), WHERE CAN THE
BATTERIES VOLTAGE BE CHECKED?
A. ON THE ECAM ELEC PAGE
B. ON THE ELEC OVERHEAD PANEL
C. THERE IS NO INDICATION
8. BUS TIE CONTACTORS WHEN CLOSED ENABLE AC BUS 1 AND 2
A. TO BE SUPPLIED BY ANY ONE OF THE MAIN GENERATORS OR EXTERNAL
POWER
B. TO BE SUPPLIED BY APU GENERATOR OR EXTERNAL POWER ONLY

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ELECTRICAL 1

C. TO BE CONNECTED IN PARALLEL
9. IN FLIGHT, ON BATTERIES ONLY, THE AC ESS SHED BUS AND THE DC ESS SHED
BUS ARE LOST ?
A. YES
B. NO
10. THE STATIC INVERTER WORKS
A. ALWAYS
B. WHEN A/C IS IN FLIGHT AND ON BATTIERIES ONLY
C. WHEN ONE MAIN GENERATOR FAILS
11. RECOMMENDED MINIMUM BATTERY VOLTAGE BEFORE APU START IS
A. 25V
B. 27.5V
C. 22V
D. NO MINIMUM
12. WHAT HAPPENS IF THE "RAT AND EMER GEN MAN ON” PUSH BUTTON IS PRESSED
IN ?
A. THE RAT IS EXTENDED
B. THE EMERGENCY GENERATOR IS ACTIVATED
C. NOTHING
13. 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
14. WITH APU AVAILABLE, IF ONE ENG GENERATOR FAILS, THE FAILED GENERATOR IS
REPLACED BY
A. THE APU
B. THE OTHER ENG GENERATOR
15. IN CASE OF TR FAILURE, DOES THE ESS TR SUPPLY THE DC ESS BUS
A. YES
B. NO
16. IN FLIGHT, IN CASE OF LOSS OF ALL ENGINE GENERATORS, EMERGENCY
GENERATOR IS NOT RUNNING, THE DC ESS BUS IS SUPPLIED BY
A. HOT BUS 2
B. ESS TR
C. BOTH
17. IN FLIGHT, IN CASE OF LOSS OF ALL MAIN GENERATORS, EMERGENCY GENERATOR
RUNNING, THE DC ESS BUS IS SUPPLIED BY
A. HOT BUS 2
B. ESS TR
C. BOTH
18. GENERATOR CONTROL UNIT (GCU) OF ELECTRICAL SYSTEM CONTROLS
A. OUTPUT VOLTAGE OF THE GENERATION
B. FREQUENCY OF THE GENERATOR
C. A + B
D. A +B AND SPEED OF THE GENERATOR
19. GENERATORS ARE SOMETIMES CONNECTED IN PARALLEL.

2/4
ELECTRICAL 1

A. YES
B. NO
20. WHAT HAPPENS IN CASE OF TOTAL LOSS OF MAIN GENERATORS?
A. RAT IS AUTOMATICALLY EXTENDED AND POWERS THE YELLOW HYDRAULIC
SYSTEM WHICH DRIVES THE EMERGENCY GENERATOR (PROVIDED NOSE
GEAR IS UP)
B. RAT IS EXTENDED AND MECHANICALLY CONNECTED TO THE EMERGENCY
GENERATOR
C. RAT IS AUTOMATICALLY EXTENDED AND POWERS THE BLUE HYDRAULIC
SYSTEM WHICH DRIVES THE EMEGENCY GENERATOR (PROVIDED NOSE
GEAR IS UP
D. RAT HAS TO BE MANUALLY EXTENDED
21. IF AC BUS 1 FAILS, AC ESS BUS IS SUPPLIED BY
A. EMER GEN
B. AC BUS 2
C. STATIC INVERTER
22. IN CASE OF TOTAL ELECTRICAL LOSS, THE AC ESS BUS IS SUPPLIED BY
A. STATIC INVERTER
B. EMER GEN
C. BOTH
23. IN EMERGENCY CONFIGURATION, AC ESS SHED BUS IS AUTOMATICALLY
A. SHED WITH LANDING GEAR DOWN
B. SUPPLIED BY STATIC INVERTER WHEN LANDING GEAR DOWN
24. WITH ONLY ONE MAIN ELECTRIC GENERATOR OPERATING IN FLIGHT,
A. MAIN GALLEY IS AUTOMATICALLY SHED
B. SECONDARY GALLEY IS AUTOMATICALLY SHED
C. ALL GALLEYS ARE SHED
25. ONCE DISCONNECTED, CAN YOU RECONNECT THE IDG IN FLIGHT ?
A. YES
B. NO
26. WHEN DISCONNECTING THE IDG, THE PUSH BUTTON SHOULD BE PRESSED
A. FOR NO MORE THAN 3 SECONDS
B. FOR NO MORE THAN 5 SECONDS
C. FOR LONGER THAN 3 SECONDS
D. UNTIL THE FAULT LIGHT GOES OUT
27. WHEN GEN 1 OR GEN 2 IS SELECTED OFF
A. THE GEN IS DE-ENERGIZED AND THE LINE CONTACTOR IS OPEN
B. THE GEN IS STILL ENERGIZED AND THE LINE CONTACTOR IS OPEN
28. THE GREEN “AVAIL” LIGHT IS ON, ON EXT PWR PUSH BUTTON. WHAT DOES IT
MEAN?
A. THE EXT PWR IS PLUGGED IN
B. THE A/C NETWORK IS SUPPLIED
29. WHEN DO THE BATTERIES SUPPLY THE DC BAT BUS ?
A. AT APU START
B. LOSS OF AC BUS 1
C. LOSS OF AC BUS 1 + 2 (SPEED < 100 KTS)

3/4
ELECTRICAL 1

D. A+C
30. WHEN YOU WANT TO CHECK BATTERY VOLTAGE, YOU MUST SET THE BATTERY
PUSHBUTTON TO
A. AUTO POSITION
B. OFF POSITION
31. THE BAT FAULT LIGHT COMES ON WHEN
A. BATTERY VOLTAGE < 25V
B. BATTERY PUSH BUTTON IS SET TO OFF IN FLIGHT
C. CHARGING CURRENT INCREASES AT AN ABNORMAL RATE
32. IN CERTAIN CASES, THE STATIC INVERTER IS SUPPLIED BY
A. HOT BUS 1 AND HOT BUS 2
B. HOT BUS 1
C. DC BAT BUS

4/4
FIRE PROTECTION 1

1. WHAT ADDITIONAL EXTERNAL WARNINGS ARE ACTIVATED IN CASE OF APU FIRE ON GROUND ?
A. AN EXTERNAL HORN WARNING
B. A FIRE BELL WARNING
C. APU FIRE LIGHT AND AN EXTERNAL HORN WARNING
2. WHICH SYSTEMS ARE TESTED THROUGH THE FIRE TEST PUSH BUTTON?
A. THE FIRE DETECTION SYSTEM
B. THE FIRE EXTINGUISHING SYSTEM
C. BOTH
3. ARE THE ENGINE AND APU EXTINGUISHING SYSTEMS CONTROLLED BY THE ASSOCIATED FIRE
DETECTION UNIT ?
A. NO
B. YES
4. THE FIRE AGENT DISCHARGE PUSH BUTTON IS ACTIVE WHEN
A. THE ENGINE FIRE PUSH BUTTON IS RELEASED OUT
B. THE CORRESPONDING "DISCH" LIGHT IS ON
C. ENGINE FIRE PUSH BUTTON SWITCH IS ON
5. ON GROUND, HOW IS APU FIRE NORMALLY EXTINGUISHED ?
A. FROM THE APU FIRE PANEL
B. AUTOMATICALLY
C. FROM THE EXTERNAL POWER PANEL
6. HOW CAN A THERMAL DISCHARGE OF THE APU FIRE BOTTLE BE DETECTED WHEN NO
ELECTRICAL POWER IS CONNECTED ?
A. BY THE FIRE DETECTION UNIT
B. BY THE ECAM
C. BY THE RED DISC INDICATOR
7. HOW MANY FIRE SENSING ELEMENTS DOES THE APU FIRE DETECTION SYSTEM COMPRISE ?
A. THREE
B. TWO
C. ONE
8. WHAT SYSTEMS ARE ISOLATED WHEN AN ENGINE FIRE PUSH BUTTON IS RELEASED OUT ?
A. FUEL, ELECTRICITY, AIR
B. FUEL, HYDRAULIC, AIR
C. FUEL, AIR, ELECTRICITY, HYDRAULIC
9. WHEN AN ENGINE FIRE PUSH BUTTON IS RELEASED OUT.
A. THE LP FUEL SHUT OFF VALVE,HYDRAULIC FIRE SHUT OFF VALVE, BLEED & PACK
VALVES, ENGINE GENERATOR ARE AFFECTED
B. ONLY THE HYDRAULIC FIRE SHUT OFF VALVE ARE AFFECTED
C. ONLY THE FUEL SHUT OFF VALVE ARE AFFECTED
10. WHEN THE APU FIRE PUSH BUTTON IS RELEASED OUT, THE
A. APU GENERATOR IS DE-ENERGIZED
B. APU GENERATOR IS DISCONNECTED
C. APU GENERATOR IS ENERGIZED
11. IS IT NECESSARY TO USE THE APU SHUT OFF SWITCH ON THE EXTERNAL POWER PANEL IN
CASE OF APU FIRE ON GROUND ?
A. YES
B. NO
12. WHERE ARE ENGINE FIRE DETECTORS LOCATED?
A. ON THE PYLON, THE FAN AND THE CORE SECTIONS
B. ON THE CORE AND THE GEARBOX

1/2
FIRE PROTECTION 1

C. ON THE FAN AND THE TURBINE


13. WHEN AN ENG FIRE PUSHBUTTON IS RELEASED OUT, ARE THE SQUIB LIGHTS ON ?
A. YES
B. NO
14. THE ENGINE AND APU FIRE PROTECTION SYSTEMS INCLUDE
A. 2 FIRE EXTINGUISHING BOTTLES FOR EACH ENGINE, 1 FIRE EXTINGUISHING BOTTLE FOR
THE APU
B. 1 FIRE EXTINGUISHING BOTTLE FOR EACH ENGINE, 1 FIRE EXTINGUISHING BOTTLE FOR
THE APU
C. 2 FIRE EXTINGUISHING BOTTLES FOR EACH ENGINE, 2 FIRE EXTINGUISHING BOTTLES
FOR THE APU

2/2
FLIGHT CONTROL 1

1. THE PITCH DIRECT LAW IS


A. LOAD FACTOR DEMAND WITH NO PROTECTION
B. DIRECT SIDE STICK TO ELEVATOR RELATIONSHIP
C. DIRECT SIDE STICK TO ELEVATOR RELATIONSHIP WITH AUTOTRIM OPERATION
D. ACHIEVED THROUGH THE THS, USING MANUAL TRIM CONTROL
2. FLIGHT CONTROL COMPUTERS ARE
A. 2 ELACs, 2 SEC, 3 FACs
B. 2 ELACs, 3 SECs, 2 FACs
C. 3 ELACs, 2 SECs, 2 FACs
3. WHICH SURFACES ARE USED FOR LIFT DUMPING?
A. ALL SPOILERS
B. SPOILERS 1 TO 3
C. SPOILERS 1 TO 4
4. IF ELAC 1 AND 2 HAVE FAILED
A. ELEVATORS AND PITCH TRIM ARE CONTROLLED BY SEC 1 OR 2
B. PITCH CONTROL IS PROVIDED BY FACs
C. PITCH CONTROL CAN ONLY BE ACHIEVED FROM THE TRIM WHEEL
5. 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
6. ELEVATORS, AILERONS, SPOILERS ARE
A. HYDRAULICALLY ACTUATED AND MECHANICALLY CONTROLLED
B. ELECTRICALLY ACTUATED AND HYDRAULICALLY CONTROLLED
C. HYDRAULICALLY ACTUATED AND ELECTRICALLY CONTROLLED
7. RUDDER CONTROL IS ELECTRICAL FOR YAW DAMPING AND TRIM.
A. YES
B. NO
8. 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
9. HOW MANY CONTROL MODES ARE THERE FOR THE ELEVATOR SERVO JACKS?
A. 2
B. 3
C. 4
10. WHAT ARE THE LIMITS FOR MANOEUVRE PROTECTION ?
A. + 2.5 G TO - 1 G, CLEAN CONFIG
B. + 2 G TO – 0 G, FLAPS EXTENDED
C. A AND B.
D. + 2.5 G TO - 1 G, ALWAYS
11. WHICH ELAC NORMALLY CONTROLS ELEVATORS AND HORIZONTAL STABILIZER ?
A. ELAC 1
B. ELAC 2
12. WHEN IS THE THS NOT AVAILABLE?
A. AFTER YELLOW AND GREEN HYDRAULIC SYSTEMS FAILURE
B. NEVER LOST. ALWAYS AVAILABLE MANUALLY
C. AFTER BLUE HYDRAULIC SYSTEM FAILURE
D. AFTER LOSS OF FAC 1 AND 2
13. HOW MANY HYDRAULIC JACKS DRIVE EACH HORIZONTAL STABILIZER ?
A. ONE. GREEN FOR LEFT STABILIZER AND YELLOW FOR RIGHT STABILIZER

1/4
FLIGHT CONTROL 1

B. TWO. GREEN AND YELLOW FOR EACH STABILIZER


14. HOW MANY ELECTRIC MOTORS CONTROL EACH HORIZONTAL STABILIZER ?
A. THREE ELECTRIC MOTORS AT THE SAME TIME
B. TWO OF THREE ELECTRIC MOTORS
C. ONE OF THREE ELECTRIC MOTORS
15. IF NEITHER ELAC 1 NOR ELAC 2 ARE AVAILABLE, PITCH CONTROL IS AUTOMATICALLY
TRANSFERED TO
A. SEC 1 OR SEC 2
B. SEC 1 OR SEC 3
C. SEC 3
16. IN NORMAL LAW, THE FLIGHT MODE CHANGES TO THE FLARE MODE AT LANDING WHEN
PASSING
A. 50 FT
B. 100 FT
C. 30 FT
17. AT LANDING WHEN PASSING 30 FT
A. THE A/C ATTITUDE IS MEMORIZED
B. THE A/C ATTITUDE IS PROGRESSIVELY REDUCED TO 2° NOSE DOWN
18. HOW CAN A DEACTIVATED SIDESTICK BE REACTIVATED ?
A. BY MOMENTARY ACTION ON TAKE OVER PUSH BUTTON OF THE DEACTIVATED
STICK
B. BY MOMENTARY ACTION ON TAKE OVER PUSH BUTTON OF THE ACTIVE STICK
C. BY SIMULTANEOUS ACTION ON BOTH TAKE OVER PUSH BUTTONS
D. A OR B
19. IN ROLL NORMAL LAW, THE BANK ANGLE PROTECTION IS ACTIVE WHEN BANK ANGLE IS
A. > 45º
B. > 33º
C. > 67º
20. THE ROLL NORMAL LAW PROVIDES COMBINED CONTROL OF THE
A. AILERONS, SPOILERS 2 TO 5, RUDDER
B. AILERONS, SPOILER 2 TO 5
21. IF ELAC 1 AND ELAC 2 HAVE FAILED, ROLL CONTROL IS PROVIDED BY
A. AILERONS ONLY
B. AILERONS AND SPOILERS
C. SPOILERS ONLY
22. IN FLIGHT, IF A WTB (WING TIP BRAKE) IS ACTIVATED, CAN YOU RELEASE IT ?
A. YES
B. NO
23. WHICH SIGNALS CAUSE RUDDER PEDAL MOVEMENT?
A. TURN COORDINATION SIGNALS
B. YAW DAMPING SIGNALS
C. RUDDER TRIM SIGNALS
24. WHAT HAPPENS WHEN SLAT FLAP CONTROL COMPUTER (SFCC) Nº1 FAILS ?
A. NOTHING
B. FLAPS AND SLATS OPERATE AT HALF SPEED
C. FLAP SYSTEM IS LOST, SLAT SYSTEM IS AVAILABLE
D. SLAP SYSTEM IS LOST, FLAT SYSTEM IS AVAILABLE
25. IF CONF 0 IS NOT SELECTED AFTER TAKE-OFF, THE FLAPS AUTOMATICALLY RETRACT
FROM 1 TO O AT
A. 230 KTS
B. 210 KTS

2/4
FLIGHT CONTROL 1

C. 215 KTS
26. AFTER AUTOMATIC FLAPS RETRACTION, THE FLAPS WILL AUTOMATICALLY RE-EXTEND
WHEN SPEED DROPS BELLOW
A. 215 KT
B. 210KT
C. 230 KT
D. NEVER. THE FLAPS WILL NOT AUTOMATICALLY RE-EXTEND
27. IS IT POSSIBLE TO SELECT AN INTERMEDIATE POSITION WITH THE FLAPS AND SLATS
SELECTOR?
A. YES
B. NO
28. IF YOU ARE FLYING AT AN AOA OF MORE THAN ALPHA PROTECTION AOA, WHAT HAPPENS
WHEN YOU RELEASE THE SIDESTICK ?
A. A/C SPEED RETURNS TO VLS
B. A/C SPEED RETURNS TO THE SPEED ASSOCIATED WITH ALPHA PROTECTION AOA
C. A/C SPEED RETURNS TO THE SELECTED SPEED ON FCU
29. IN ALTERNATE LAW, THE HIGH SPEED AND HIGH ANGLE OF ATTACK PROTECTIONS ARE
A. DEGRADED
B. LOST
C. AVAILABLE, AS IN NORMAL LAW
30. WHEN ALTERNATE LAW IS ACTIVE, THE YAW DAMPING IS
A. AVAILABLE (DAMPER AUTHORITY IS LIMITED TO ± 5° R UDDER)
B. LOST
31. WHEN BANK ANGLE PROTECTION IS ACTIVE, IS AUTO TRIM OPERATIVE?
A. YES
B. NO
32. HOW MANY HYDRAULIC SYSTEMS ACTIVATE THE RUDDER ?
A. 1
B. 2
C. 3
33. WHICH SURFACES ARE USED AS GROUND SPOILERS?
A. SPOILERS 1 TO 4
B. ALL SPOILERS
C. SPOILERS 1 TO 3
34. IS SLAT RETRACTION FROM 1 TO 0 INHIBITED IF ANGLE OF ATTACK EXCEEDS 8°6 OR
SPEED < 148 KTS ?
A. YES. IT IS ENSURED BY SFCC ALPHA/SPEED LOCK FUNCTION
B. NO
C. YES. IT IS ENSURED BY FMGC ALPHA/SPEED LOCK FUNCTION
D. YES. IT IS ENSURED BY ALPHA FLOOR PROTECTION
35. IN ALTERNATE LAW, THE CHANGE TO DIRECT LAW OCCURS WHEN
A. LANDING GEAR DOWN AND PASSING 700 FT
B. LANDING GEAR DOWN
C. LANDING GEAR DOWN AND PASSING 50 FT
36. WITH ONLY HYDRAULIC BLUE SYSTEM REMAINING AND BEFORE LANDING GEAR
EXTENSION THE FLIGHT CONTROL LAW IS
A. ALTERNATE
B. NORMAL
C. DIRECT
37. IN FLIGHT CONTROL NORMAL LAW, THE STALL WARNING IS ACTIVATED
A. WHEN A/C SPEED DROPS BELLOW 148 KTS IF SLATS ARE NOT EXTENDED

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FLIGHT CONTROL 1

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
38. THE PITCH NORMAL LAW PROVIDES
A. MANOEUVRE, HIGH ANGLE OF ATTACK, HIGH SPEED, PITCH ATTITUDE
PROTECTIONS
B. MANOEUVRE, PITCH ATTITUDE PROTECTIONS AND LOW SPEED STABILITY
C. MANOEUVRE, HIGH SPEED, PITCH ATTITUDE, PROTECTIONS
D. MANOEUVRE, HIGH ANGLE OF ATTACK, HIGH SPEED PROTECTIONS

4/4
FUEL 1

1. HOW MANY PUMPS ARE THERE IN EACH WING FUEL TANK?


A. TWO FUEL PUMPS IN EACH WING TANK
B. THERE IS NO FUEL PUMP BECAUSE TANKS ARE AIR PRESSURIZED
C. ONE FUEL PUMP IN EACH TANK
D. TWO FUEL PUMPS ONLY FOR ALL TANKS
2. NORMALLY, WHERE CAN YOU CHECK THE FUEL QUANTITY OF EACH TANK ?
A. ON ECAM UPPER DISPLAY, ON FUEL PAGE
B. ON FUEL PAGE ONLY (ECAM LOWER DISPLAY)
C. ON ECAM UPPER DISPLAY
D. ON ECAM UPPER DISPLAY, OR ON REFUELING CONTROL PANEL
3. LOW LEVEL WARNING IS TRIGGERED ON ECAM WHEN A TANK FUEL QUANTITY IS
A. BELOW 500 KG
B. ABOVE 900 KG
C. BELOW 750 KG
D. BELOW 250 KG
4. MINIMUM FUEL QUANTITY FOR TAKEOFF IS
A. 750 KG
B. 1500 KG
C. 2250 KG
D. 1200 KG
5. WHERE IS THE VENT SURGE TANK LOCATED?
A. OUTBOARD OF EACH WING TANK
B. IN THE WING TANK
6. MAXIMUM FUEL IMBALANCE BETWEEN WING INNER TANKS IS
A. 1200 KG
B. 1500 KG
C. 2250 KG
D. 750 KG
7. HOW CAN YOU CHECK THAT FUEL QUANTITY INDICATION (FQI) IS IN DEGRADED MODE?
A. FUEL QUANTITY INDICATION IS BOXED AMBER
B. FUEL QUANTITY INDICATION IS DASHED ACROSS THE LAST TWO DIGITS BUT IT IS
IMPOSSIBLE TO DETERMINE WHICH SIDE IS AFFECTED
C. FUEL QUANTITY INDICATION IS DASHED ACROSS THE LAST TWO DIGITS ON THE
UPPER ECAM AND ECAM FUEL PAGE MUST BE CALLED TO CHECK WHICH TANK IS
AFFECTED
D. FUEL QUANTITY INDICATION OF THE AFFECTED TANK FLASHES ON ECAM FUEL
PAGE
8. AT NOMINAL REFUELING PRESSURE, WHAT IS REFUELING TIME (APPROX) ?
A. 20 MINUTES FOR ALL TANKS
B. 17 MINUTES FOR WING TANKS
C. 30 MINUTES FOR ALL TANKS
D. A OR B
9. IN CASE OF SINGLE ENGINE OPERATION (FUEL CROSS FEED VALVE IS OPEN), IF FUEL LOW
LEVEL IS REACHED,
A. CROSS FEED VALVE MUST BE KEPT OPEN
B. CROSS FEED VALVE MUST BE CLOSED
C. CROSS FEED VALVE IS AUTOMATICALLY OPENED
10. THE FUEL RETURN VALVE IS CONTROLLED BY
A. FMGC
B. FADEC
C. FQI

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FUEL 1

11. AMBER FAULT LIGHT ILLUMINATES ON WING TANK PUMP PUSH BUTTON WHEN
A. THE DELIVERY FUEL PRESSURE DROPS
B. PUMP IS NOT ENERGIZED
C. PUSH BUTTON IS SET TO OFF WITHOUT FAILURE
D. WING TANK FUEL QUANTITY IS BELOW 750 KG
12. AMBER FAULT LIGHT ILLUMINATES ON MODE SEL PUSH BUTTON (ON OVERHEAD FUEL
PANEL) WHEN
A. THE DELIVERY FUEL PRESSURE DROPS
B. CENTER TANK HAS MORE THAN 250 KG AND ANY WING TANK HAS LESS THAN 5000
KG
C. THE TWO CENTER TANK PUMPS ARE SELECTED OFF
13. FOB (FUEL ON BOARD) HALF-BOXED AMBER ON E/WD MEANS
A. THE QUANTITY SHOWN IS NOT FULLY USABLE
B. FUEL QUANTITY INDICATOR IS DEGRADED
14. THE PURPOSE OF FUEL CAPACITANCE PROBES IS
A. TO MEASURE THE FUEL LEVEL
B. TO MEASURE THE FUEL TEMPERATURE
C. A AND B
15. BESIDE FEEDING THE ENGINES, THE FUEL IS USED
A. TO COOL THE IDG OIL
B. TO COOL THE ENGINE OIL
C. TO COOL THE IDG OIL AND TO COOL THE ENGINE OIL
16. APU IS SUPPLIED BY
A. TANK FUEL PUMP(S)
B. APU FUEL PUMP
C. TANK FUEL PUMP(S) OR APU FUEL PUMP IF TANK PUMP PREESURE IS TOO LOW
17. WHY THERE IS 2% ADDITIONAL SPACE PROVIDED IN EACH FUEL TANK?
A. IT IS FOR COOLING PURPOSE
B. IT IS TO ALLOW FUEL EXPANSION, WHEN HEATED, WITHOUT SPILLAGE
18. ENGINE FUEL LOW PRESSURE (LP) VALVES ARE CLOSED BY
A. THE ENGINE FIRE PUSH BUTTON OR CENTER TANK TRANSFER VALVE CONTROL
LOGIC
B. THE ENGINE FIRE PUSH BUTTON OR FUEL MODE SELECTOR PUSH BUTTON
C. THE ENGINE FIRE PUSH BUTTON OR THE ENGINE MASTER SWITCH
19. WHEN FUEL WING TANK PUSH BUTTON IS SET TO “OFF”, THE FAULT LIGHT IS
A. INHIBITED
B. ILLUMINATED WHEN DELIVERY PRESSURE DROPS
C. A OR B
20. ARE ENGINES STILL SUPPLIED IN CASE OF FUEL FILTER CLOG ?
A. YES, BY USING THE FUEL COMING FROM THE lDG COOLING AND OUTER TANK LINE
B. NO
C. YES,BY BYPASSING THE FUEL FILTER (BYPASS VALVE)
21. ON THE CROSSFEED PUSH BUTTON, WHAT IS THE MEANING OF "ON" WHITE LIGHT?
A. THE VALVE IS FULLY OPEN
B. THE VALVE IS CLOSED
C. THE VALVE IS IN TRANSIT

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HYDRAULIC 1
1. NORMAL HYDRAULIC POWER IS PROVIDED BY
A. ENGINE DRIVEN PUMPS (FOR ALL SYSTEMS)
B. ENGINE DRIVEN PUMPS (FOR GREEN AND YELLOW) AND ELECTRIC PUMPS (FOR
BLUE AND YELLOW )
C. ELECTRIC PUMPS (FOR BLUE AND YELLOW), ENGINE DRIVEN PUMPS (FOR GREEN)
D. ENGINE DRIVEN PUMPS (FOR GREEN AND BLUE), ELECTRIC PUMP (FOR YELLOW)
2. IN FLIGHT, IF BLUE HYDRAULIC ELECTRIC PUMP FAILS, THE BLUE SYSTEM
A. IS LOST
B. CAN BE RECOVERED BY THE RAT
C. CAN BE RECOVERED BY THE PTU
D. B AND C
3. WITH BOTH ENGINES STOPPED. HOW IS IT POSSIBLE TO PRESSURIZE THE GREEN
HYDRAULIC SYSTEM?
A. BY SWITCHING ON GREEN ENGINE PUMP
B. BY SWITCHING ON YELLOW ENGINE PUMP AND PTU
C. BY SWITCHING ON YELLOW ELECTRIC PUMP
4. ON GROUND, THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED WHEN
A. APU IS RUNNING
B. ONE ENGINE IS RUNNING
C. EXTERNAL POWER IS AVAILABLE
5. ENGINE 2 PRESSURIZES
A. BLUE HYDRAULIC SYSTEM
B. GREEN HYDRAULIC SYSTEM
C. YELLOW HYDRAULIC SYSTEM AND GREEN HYDRAULIC SYSTEM (VIA PTU)
6. YELLOW HYDRAULIC SYSTEM COMPRISES
A. ONE ENGINE DRIVEN PUMP, ONE ELECTRIC PUMP, ONE HAND PUMP
B. ONE ENGINE DRIVEN PUMP, ONE ELECTRIC PUMP
C. ONE ENGINE DRIVEN PUMP, ONE HAND PUMP AND THE RAT
7. IN FLIGHT, BLUE HYDRAULIC SYSTEM CAN BE SUPPLIED BY
A. THE RAT AND THE BLUE ELECTRIC PUMP
B. THE BLUE ENGINE DRIVEN PUMP
C. THE PTU (POWER TRANSFER UNIT)
8. THE RAT IS AUTOMATICALLY EXTENDED IN CASE OF
A. LOSS OF AC BUS 1 AND 2 , A/C SPEED ABOVE 100 KNOTS
B. BLUE HYDRAULIC PUMP FAILURE
C. CAN ONLY BE EXTENDED MANUALLY
D. BLUE PUMP DELIVERY PRESSURE DROPPING BELOW 1750 PSI
9. THE HYDRAULIC 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
10. HYDRAULIC FIRE SHUT OFF VALVES OPERATE IN
A. BLUE AND YELLOW SYSTEMS
B. YELLOW AND GREEN SYSTEMS
C. GREEN AND BLUE SYSTEMS
11. IN CASE OF BLUE ELECTRIC PUMP FAILURE, WHEN THE RAT MAN ON PUSH BUTTON IS
PRESSED
A. BLUE HYDRAULIC SYSTEM IS PRESSURIZED BY THE RAT
B. EMERGENCY GENERATOR SUPPLIES ELECTRIC POWER
C. BLUE HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GENERATOR
RUNS
12. HYDRAULIC RESERVOIRS ARE PRESSURIZED

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HYDRAULIC 1
A. FROM THE PNEUMATIC SYSTEM
B. FROM PACKS 1 AND 2
C. FROM THE ENGINE 1 OR THE PNEUMATIC SYSTEM
13. IN FLIGHT, ENGINE 1 HYDRAULIC PUMP FAULT LIGHT COMES ON AMBER IN CASE OF
A. THE RESERVOIR LOW LEVEL
THE RESERVOIR OVERHEAT
B. THE RESERVOIR LOW AIR PRESSURE,
THE PUMP LOW PRESSURE
C. THE RESERVOIR LOW LEVEL,
THE RESERVOIR OVERHEAT,
THE RESERVOIR LOW AIR PRESSURE,
THE PUMP LOW PRESSURE
D. THE RESERVOIR LOW LEVEL,
THE RESERVOIR OVERHEAT,
THE RESERVOIR LOW AIR PRESSURE,
THE PUMP LOW PRESSURE,
THE RESERVOIR OVERPRESSURIZED
14. ON GROUND WITH ENGINE 1 STOPPED, DOES THE ENG 1 PUMP FAULT LIGHT COME ON
AMBER DUE TO GREEN HYDRAULIC PUMP LOW PRESS ?
A. YES
B. NO
15. IN CASE OF A HYDRAULIC RESERVOIR OVERHEAT, THE FAULT LIGHT OF THE FAULTY
SYSTEM STAYS ON
A. FOR 30 SECONDS
B. CONTINUOUSLY
C. AS LONG AS THE OVERHEAT IS DETECTED
16. ON GROUND AND BEFORE ENGINE START, WITH HYDRAULIC BLUE PUMP AUTO AND AC
POWER AVAILABLE, THE BLUE PUMP IS
A. AUTOMATICALLY ENERGIZED
B. ENERGIZED WHEN THE BLUE PUMP OVRD PUSH BUTION IS PRESSED
17. THE HYDRAULIC BLUE SYSTEM INCLUDES OPERATION OF
A. FLAPS
B. SLATS
C. FLAPS AND SLATS
18. THE POWER TRANSFER UNIT (PTU) IS
A. REVERSIBLE BETWEEN BLUE AND YELLOW SYSTEMS
B. ONE WAY BETWEEN GREEN AND YELLOW SYSTEMS
C. REVERSIBLE BETWEEN GREEN AND YELLOW SYSTEMS
D. REVERSIBLE BETWEEN ALL THREE SYSTEMS
19. WHEN EXTENDED IN FLIGHT, THE RAT PRESSURIZES
A. THE GREEN HYDRAULIC SYSTEM
B. THE YELLOW AND THE GREEN HYDRAULIC SYSTEM VIA PTU
C. THE BLUE HYDRAULIC SYSTEM
20. YELLOW HYDRAULIC SYSTEM INCLUDES OPERATION OF
A. LEFT AND RIGHT ELEVATORS
B. LEFT ELEVATOR ONLY
C. RIGHT ELEVATOR ONLY
21. YELLOW HYDRAULIC SYSTEM MAY BE POWERED BY
A. ENG 1 HYDRAULIC PUMP
B. ENG 2 HYDRAULIC PUMP, YELLOW ELECTRIC PUMP OR PTU
C. ENG 2 HYDRAULIC PUMP, THE YELLOW ELECTRIC PUMP OR RAT
22. THE YELLOW SYSTEM INCLUDES OPERATION OF:

2/5
HYDRAULIC 1
A. THE FLPAS
B. THE FLAPS AND SLATS
C. THE SLATS
23. DURING FIRST ENGINE START THE PTU IS:
A. AUTOMATICALLY RUNNING
B. TESTED
C. INHIBITED
24. THE RAT CAN BE RESTOWED:
A. IN FLIGHT
B. ON GROUND ONLY
C. ON GROUND AND IN FLIGHT
25. IN FLIGHT THE RAT CAN BE EXTENDED
A. MANUALLY ONLY
B. MANUALLY OR AUTOMATICALLY
C. AUTOMATICALLY ONLY
26. IN FLIGHT WHEN THE RAT IS AUTOMATICALLY EXTENDED
A. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED BUT THE EMERGENCY
GENERATOR DOES NOT RUN
B. THE GREEN HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY
GENERATOR RUNS
C. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GEN RUNS
27. IS IT POSSIBLE TO INTERCHANGE HYDRAULIC FLUID BETWEEN GREEN AND YELLOW
SYSTEMS ?
A. NO
B. YES, THROUGH THE PTU
C. YES IN CASE OF LEAKAGE
28. HYDRAULIC FIRE SHUT OFF VALVE CLOSES WHEN
A. THE ENGINE MASTER SWITCH IS SELECTED OFF
B. THE ENGINE FIRE PUSH BUTTON IS RELEASED OUT
C. AUTOMATICALLY IF FIRE IS DETECTED
29. IF GREEN HYDRAULIC SYSTEM IS LOST, SLAT OPERATION IS
A. NORMAL
B. SLOW
C. LOST
30. IF GREEN HYDRAULIC SYSTEM IS LOST, FLAP OPERATION IS
A. SLOW
B. NORMAL
C. LOST
31. THE GREEN SYSTEM OPERATES:
A. SPOILERS 3
B. SPOILERS 2 AND 4
C. SPOILERS 1 AND 5
32. THE GREEN SYSTEM OPERATES:
A. THE RIGHT ELEVATOR
B. THE LEFT ELEVATOR
C. BOTH
33. THE GREEN SYSTEM OEPRATES:
A. THE LEFT AILERON
B. THE RIGHT AILERON
C. BOTH
34. GREEN HYDRAULIC SYSTEM OPERATES
A. REVERSER 1

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HYDRAULIC 1
B. REVERSER 2
C. A + B
35. YELLOW HYDRAULIC SYSTEM OPERATES
A. REVERSER 1
B. REVERSER 2
C. A + B
36. ON GROUND WITH HYDRAULIC BLUE ELECTRIC PUMP PUSH BUTTON SET TO AUTO, THE
BLUE SYSTEM IS PRESSURIZED IF
A. ONE BATTERY IS ON AUTO
B. GROUND ELECTRIC POWER IS ON
C. ONE ENGINE IS RUNNING OR THE BLUE PUMP OVRD PUSH BUTTON HAS BEEN
PRESSED
37. IF BLUE HYDRAULIC SYSTEM IS LOST, SLAT OPERATION IS
A. SLOW
B. NORMAL
C. LOST
38. IF BLUE HYDRAULIC SYSTEM IS LOST, FLAP OPERATION IS
A. SLOW
B. NORMAL
C. LOST
39. BLUE HYDRAULIC SYSTEM OPERATES
A. SPOILERS 2 AND 4
B. SPOILERS 3
C. SPOILERS 1 AND 5
40. THE RAT CAN BE EXTENDED
A. AUTOMATICALLY IN CASE OF LOSS OF AC BUS 1 AND 2
B. MANUALLY FROM THE OVERHEAD PANEL
C. A + B
41. BLUE HYDRAULIC SYSTEM OPERATES
A. LEFT AILERON
B. RIGHT AILERON
C. LEFT AND RIGHT AILERONS
D. LEFT AND RIGHT AILERONS, AND THS
42. CAN YOU OPERATE A CARGO DOOR WHEN NO ELECTRICAL POWER IS AVAILABLE
A. YES
B. NO
43. WITH YELLOW ELECTRIC PUMP PUSH BUTTON SET TO OFF AND CARGO DOOR MANUAL
SELECTOR VALVE SET TO OPEN OR CLOSE, THE PTU AND THE FLIGHT CONTROLS ARE
A. OPERATIVE
B. INHIBITED
44. IF YELLOW HYDRAULIC SYSTEM IS LOST, SLAT OPERATION IS
A. NORMAL
B. SLOW
C. LOST
45. IF YELLOW HYDRAULIC SYSTEM IS LOST, FLAP OPERATION IS
A. NORMAL
B. SLOW
C. LOST
46. ENGINE 2 FIRE SHUTOFF VALVE IS BETWEEN YELLOW HYDRAULIC RESERVOIR AND
A. ENG 2 HYDRAULIC PUMP
B. YELLOW ELECTRIC PUMP
C. THE YELLOW HAND PUMP

4/5
HYDRAULIC 1
47. YELLOW HYDRAULIC SYSTEM OPERATES
A. SPOILERS 3
B. SPOILERS 2 AND 4
C. SPOILERS 1 AND 5
48. IN CASE OF SINGLE HYDRAULIC SYSTEM LOW PRESSURE
A. THE MASTER WARNING LIGHT COMES ON
B. THE MASTER CAUTION LIGHT COMES ON AND THE SINGLE CHIME SOUNDS
C. THERE IS NO WARNING
49. IN CASE OF HYDRAULIC RESERVOIR LOW AIR PRESSURE, THE HYDRAULIC SYSTEM
AFFECTED IS
A. DEFINITELY LOST
B. MAY BE RECOVERED AFTER DESCENDING TO A LOWER ALTITUDE
50. WITH A SINGLE HYDRAULIC SYSTEM FAILURE, THE FLIGHT CONTROL LAW IS
A. NORMAL
B. ALTERNATE
C. DIRECT
51. 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
52. WITH GREEN HYDRAULIC SYSTEM LOST
A. THE NOSE WHEEL SREERING (NWS) IS LOST
B. THE NWS IS OPERATIVE
C. THE NWS OPERATES IN ALTERNATE LAW
53. WITH GREEN HYDRAULIC SYSTEM LOST, THE BRAKING SYSTEM IS
A. NORMAL
B. ALTERNATE
C. LOST
54. WITH GREEN HYDRAULIC SYSTEM LOST, THE ANTI-SKID IS
A. LOST
B. OPERATIVE ON THE YELLOW HYDRAULIC ACCUMULATOR
C. OPERATIVE ON THE YELLOW HYDRAULIC SYSTEM
55. PTU AT AUTO, THE PTU AUTOMATICALLY RUNS
A. IF THE BLUE HYDRAULIC SYSTEM IS LOST
B. WHEN DIFFERENTIAL PRESSURE BETWEEN GREEN AND YELLOW HYDRAULIC
SYSTEM IS MORE THAN 500 PSI
C. AS SOON AS THE DIFFERENTIAL PRESSURE BETWEEN GREEN AND YELLOW
HYDRAULIC SYSTEM IS DETECTED
56. WITH ONLY GREEN HYDRAULIC SYSTEM REMAINING, THE AUTO PILOT FUNCTION IS
A. AVAILABLE WITH AP 1
B. LOST
C. AVAILABLE WITH AP 2
57. WITH ONLY GREEN HYDRAULIC SYSTEM REMAINING, THE HORIZONTAL STABILIZER IS
A. AVAILABLE
B. LOST
58. WITH GREEN AND YELLOW HYDRAULIC SYSTEMS LOST, MANUAL PITCH TRIM IS
A. AVAILABLE
B. LOST
59. WITH ONLY GREEN HYDRAULIC SYSTEM REMAINING, THE AUTO BRAKE IS
A. LOST
B. AVAILABLE
C. ALTERNATE

5/5
HYDRAULIC 1
60. WITH ONLY BLUE HYDRAULIC SYSTEM REMAINING
A. THE BRAKING SYSTEM IS LOST
B. SEVEN FULL BRAKE APPLICATIONS ARE AVAILABLE
C. THE BRAKING SYSTEM IS AVAILABLE

6/5
ICE PROTECTION

1. IN CASE OF LOSS OF ELECTRICAL POWER SUPPLY IN FLIGHT, 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
2. IN CASE OF ONE WINDOW HEAT COMPUTER FAILURE, THE OTHER COMPUTER CAN
REPLACE THE FAILED ONE.
A. YES
B. NO
3. WINDOW HEATING COMES ON AUTOMATICALLY WHEN ONE ENGINE IS STARTED.
A. YES
B. NO
4. THE WINDOW HEAT COMPUTER PROVIDES TWO HEATING LEVELS FOR THE WIND SHIELD .
A. HIGH POWER IN FLIGHT, LOW POWER ON GROUND
B. HIGH POWER WHEN ABOVE 20000 FT, LOW POWER BELOW 20000 FT
C. HIGH POWER IN ICING CONDITION, OTHER WISE LOW POWER
5. PITOT HEATING OPERATES
A. AT LOW POWER ON GROUND AND NORMAL POWER IN FLIGHT
B. IN FLIGHT ONLY
C. ON GROUND ABOVE 80 KTS AND IN FLIGHT
6. THE WING ANTI-ICE PUSH BUTTON SWITCH “ON” LIGHT COMES ON
A. WHEN THE ANTI-ICE VALVE OPEN
B. WHEN THE PUSH BUTTON SWITCH IS SET TO ON
C. WHEN THE FAULT LIGHT GOES OFF
7. WINDOW HEATING CAN BE SELECTED ON MANUALLY AT ANY TIME BY THE PROBE
WINDOW HEAT PUSH BUTTON.
A. WRONG
B. RIGHT
8. ELECTRICAL HEATING IS PROVIDED FOR
A. PITOTS AND AOA
B. PITOTS AND TAT
C. PITOTS, STATIC PORTS, TAT, AOA
9. ON THE GROUND, WHAT HAPPENS WHEN YOU SET THE WING ANTI-ICE PUSH BUTTON TO
“ON” ?
A. THE WING ANTI-ICE VALVES OPEN FOR 30 SECONDS THEN CLOSE
B. THE WING ANTI-ICE VALVES DO NOT OPEN
C. THE WING ANTI-ICE VALVES OPEN
10. THE ENGINE NACELLE IS ANTI-ICED BY
A. AIR BLEED FROM HIGH PRESSURE COMPRESSOR
B. AIR BLEED FROM LOW PRESSURE COMPRESSOR
C. ELECTRICALLY
11. WHEN ENGINE ANTI-ICE IS SELECTED ON
A. CONTINUOUS IGNITION MUST BE SELECTED ON BY CREW
B. CONTINUOUS IGNITION MAY AUTOMATICALLY COMES ON (DEPENDING ON
SOFTWEAR)
12. WHEN AN ENGINE ANTI-ICE VALVE IS OPEN
A. THE N1 AUTOMATICALLY INCREASES
B. THE N1 LIMIT IS AUTOMATICALLY REDUCED
C. THERE IS NO CHANGE IN N1 LIMIT
13. THE ENGINE ANTI-ICE VALVE CLOSES IN CASE OF LOW AIR PRESSURE
A. RIGHT
B. WRONG

1/3
ICE PROTECTION

14. HOW CAN YOU CHECK THAT ENGINE ANTI-ICE HAS BEEN SELECTED ?
A. “ON” LIGHT ON THE ASSOCIATED ENGINE PUSH BUTTON AND “ENG ANTI ICE”
MESSAGE ON THE ECAM MEMO DISPLAY
B. WITH THE “ON” LIGHT ON THE ASSOCIATED ENGINE PUSH BUTTON AND “ENGINE
ANTI ICE” MESSAGE ON ECAM ENGINE PAGE
15. THE MAXIMUM SPEED TO USE THE WIND SHIELD WIPERS IS
A. 200 KTS
B. 250 KTS
C. 230 KTS
16. THE PROBE HEATING PUSH BUTTON IS IN AUTO POSITION, PROBE HEATING OPERATES
A. AUTOMATICALLY AFTER LIFT OFF
B. AUTOMATICALLY AFTER ENGINE START, AT LOW OR NORMAL LEVEL DEPENDING
ON OUTSIDE AIR TEMPERATURE
C. AT LOW LEVEL UNTIL MANUALLY SELECTED TO HIGH
D. AT LOW LEVEL AFTER ENGINE START AND THEN NORM LEVEL AFTER LIFT OFF
17. ON A DRY WINDSHIELD, RAIN REPELLENT SYSTEM
A. MAY BE USED AS WINDSHIELD WASHER
B. MUST NOT BE USED
18. THE RAIN REPELLENT SYSTEM IS INHIBITED
A. WHEN BOTH ENGINES ARE SHUT DOWN
B. ON GROUND BELOW 80 KTS
C. ABOVE FL150
19. THE ELECTRIC WIPERS ARE CONTROLLED BY 2 INDIVIDUAL ROTARY SELECTORS
A. YES
B. NO
20. THE WIPERS CAN OPERATE AT DIFFERENT SPEEDS.
A. LOW SPEED AND HIGH SPEED
B. ONLY ONE SPEED
C. LOW, MEDIUM, HIGH SPEED
21. WHEN NOT USED, WIPERS ARE OUT OF VIEW.
A. RIGHT
B. WRONG
22. WING ANTI-ICE SHUT OFF 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
23. THE SLATS PROTECTED BY HOT AIR SUPPLIED FROM THE PNEUMATIC SYSTEM ARE
A. SLATS 1, 2,4
B. SLATS 2,3,4
C. SLATS 3,4,5
24. THE WING ANTI-ICE VALVES ARE CONTROLLED BY
A. SINGLE WING ANTI-ICE PUSH BUTTON FOR BOTH WINGS
B. 2 INDEPENDENT WING ANTI-ICE PUSH BUTTONS, ONE FOR EACH WING
C. AUTOMATICALLY
25. WHERE DO THE WING ANTI-ICE INDICATIONS APPEAR ON THE ECAM ?
A. THERE IS NO INDICATION ON ECAM BLEED PAGE FOR THE WING ANTI-ICE SYSTEM
B. "ANTI-ICE" APPEARS IN WHITE ON THE ECAM BLEED PAGE WHEN THE WING ANTI
ICE PUSH BUTTON IS PRESSED
C. A GREEN ARROW APPEARS ON THE ECAM BLEED PAGE WHEN THE WING ANTI-ICE
PUSH BUTTON IS PRESSED AND THE VALVE IS OPEN.
D. B AND C

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ICE PROTECTION

26. WHERE IS EXTERNAL VISUAL ICE INDICATOR LOCATED ?


A. BETWEEN COCPIT WINDSHIELDS
B. ON THE WING LEADING EDGE
C. ON A/C NOSE SECTON BELLY

3/3
INDICATING-RECORDING

1. IN CASE OF PFD FAILURE, THE PFD IMAGE WILL BE TRANSFERRED TO THE ND


A. AUTOMATICALLY
B. MANUALLY ONLY
2. WHAT IS THE BASIC ROLE OF THE DMCs?
A. GENERATION OF AUDIO WARNINGS
B. GENERATION OF AMBER WARNINGS
C. GENERATION OF THE IMAGES TO BE DISPLAYED ON DUs
3. 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. AND IT IS POSSIBLE TO GET AN IMAGE ON AGAIN BY
SWITCHING EIS DMC
4. IN CASE OF AN ENGINE FAILURE DURING TAKEOFF (FD IS IN “SRS” MODE), WHAT IS
THE ORDER OF HORIZONTAL FD BAR?
A. CLIMB AT V2 + 10 KT
B. CLIMB AT V2 + 10 KT AND A/C PITCH IS LIMITED AT 18º
C. CLIMB AT V2 OR AT SPEED WHEN ENGINE FAILURE OCCURRED AND A/C
PITCH IS LIMITED AT 18º
D. CLIMB AT V2 OR AT SPEED WHEN ENGINE FAILURE OCCURRED AND A/C
PITCH IS LIMITED AT 22.5º
5. DO THE "CHECK ATT" MESSAGES APPEAR ON BOTH PFDs AT THE SAME TIME?
A. YES
B. NO
6. DURING APPROACH, FACs CALCULATE SPEED TREND. THE EXTREMITY OF THE
TREND VECTOR INDICATES SPEED VALUE AT THE NEXT
A. 10 SECONDS
B. 15 SECONDS
C. 5 SECONDS
7. VLS INDICATION IS INHIBITED
A. DURING FIRST 10 SECONDS AFTER LIFT-OFF
B. WHEN SPEED BRAKES EXTENDED
C. A+B
8. FACs COMPUTE VLS, SHOWN ON PFDs ACCORDING TO THE POSITION OF
SLATS/FLAPS.
A. CORRECT
B. INCORRECT
9. ON PFD, THE AMBER ALTITUDE WINDOW FLASHING
A. WHEN A/C GOES BELOW DA/MDA
B. WHEN A/C DEVIATES FROM ITS SELECTED ALTITUDE/FLIGHT LEVEL
C. A+B
D. A+B AND WHEN TWO BARROMETRIC WINDOWS ARE NOT ON THE SAME
SETTING
10. IF THE UPPER ECAM DISPLAY IS LOST, THE ENGINE WARNING DISPLAY IS
AUTOMATICALLY TRANSFERRED TO THE LOWER ECAM DISPLAY. IF THE SYSTEM
DISPLAY IS REQUIRED, YOU MUST

1/3
INDICATING-RECORDING

A. SWITCH OFF THE CORRESPONDING ECAM DISPLAY SELECTOR


B. PRESS AND HOLD THE RELEVANT SYSTEM PUSH BUTTON
C. IT IS DISPLAYED AUTOMATICALLY
11. SELECT CORRECT STATEMENT.
A. ILS1 INFORMATION IS DISPLAYED ON PFD1 & ND1
ILS2 INFORMATION IS DISPLAYED ON PFD2 & ND2
B. ILS1 INFORMATION IS DISPLAYED ON PFD1 & ND2
ILS2 INFORMATION IS DISPLAYED ON PFD2 & ND1
C. ILS1 INFORMATION IS DISPLAYED ON PFD1 & PFD2
ILS2 INFORMATION IS DISPLAYED ON ND1 & ND2
D. THERE IS ONLY 1 ILS RECEIVER
12. ON THE HORIZON LINE YOU FIND A BLUE HDG/TRK SYMBOL, IS YOUR FD PUSH
BUTTON SWITCHED ON?
A. YES
B. NO
13. SELECT THE CORRECT STATEMENT.
A. DMC1 SUPPLIES DATA TO PFD1 & PFD2
B. DMC1 SUPPLIES DATA TO PFD1, ND1 & E/WD
C. DMC1 SUPPLIES DATA TO ND1 & ND2
14. YOUR FD BARS FLASH WHEN
A. REVERSION TO THE AFS BASIC MODES HAS OCCURRED
B. ALTITUDE CAPTURE IS ACTIVE AND YOU SELECT ANOTHER ALTITUDE ON
FCU
C. A+B
D. A+B AND LOSS OF LOC OR G/S IN LAND MODE OR LOSS OF LAND MODE
15. DURING NORMAL TAKEOFF, FMA SHOWS “SRS”. WHAT IS THE ORDER OF
HORIZONTAL FD BAR?
A. CLIMB AT V2 + 10 KT
B. CLIMB AT V2 + 10 KT AND A/C PITCH IS LIMITED AT 18º
C. CLIMB AT V2 AND A/C PITCH IS LIMITED AT 18º
D. CLIMB AT V2
16. CAN YOU READ OPTIONAL DATA (WPT OR VOR.D, NDB...), WHEN ND IS ON ROSE
VOR OR ROSE ILS?
A. YES
B. NO
17. WITH RADAR SELECTED ON, WHAT CAN YOU READ ON ND ABOUT ANTENNA
SETTING?
A. TILT ANGLE
B. CALIBRATION MODE
C. TILT ANGLE & CALIBRATION MODE
18. WHICH COMPUTER GENERATES THE RED WARNINGS?
A. FWC
B. DMC
C. SDAC
19. WHAT HAPPENS WHEN ND SHOWS RED CIRCLE WITH "MAP NOT AVAIL" MESSAGE?
A. MCDU FAILURE

2/3
INDICATING-RECORDING

B. A/C POSITION DELIVERED BY FMGC IS NOT VALID


C. ENGINES NOT RUNNING
D. THE DMC CAN NOT MANAGE THE DISPLAY BECAUSE THERE IS TOO MUCH
INFORMATION TO BE DISPLAYED
20. IN CASE OF AN ENGINE FAILURE IN FLIGHT, ß (BETA) TARGET APPEARS ON BOTH
PFD WHEN
A. ANY ENGINE N1>80% (OR EPR>1.25) AND THE N1 (OR EPR) DIFFRENCE
BETWEEN ENGINES EXCEEDS 35% (OR 0.25)
A/C IN CONFIG 1, 2 OR 3
B. ANY ENGINE N1>80% (OR EPR>1.25) AND THE N1 (OR EPR) DIFFRENCE
BETWEEN ENGINES EXCEEDS 35% (OR 0.25)
C. ANY ENGINE N1>80% (OR EPR>1.25)
A/C IN CONFIG 1, 2 OR 3

3/3
LANDING GEAR – BRAKE

1. THE ANTI-SKID & NOSE WHEEL STEERING SWITCH IS IN OFF POSITION,


A. ONLY NOSE WHEEL STEERING IS DEACTIVATED
B. ANTI-SKID & NOSE WHEEL STEERING IS DEACTIVATED
C. ANTI-SKID WORKS IN BASIC MODE
D. ONLY ANTI-SKID IS DEACTIVATED
2. MAXIMUM SPEED FOR LANDING GEAR RETRACTION IS
A. 200 KTS
B. 220 KTS
C. 250 KTS
D. 280 KTS
3. THE NOSE WHEEL STEERING IS POWERED
A. BY THE HYDRAULIC SYSTEM
B. BY THE ELECTRIC SYSTEM
C. A OR B (IN CASE OF THE HYDRAULIC SYSTEM FAILURE)
4. NOSE WHEEL STEERING IS AVAILABLE WHEN
A. GEAR DOORS ARE OPEN
B. NOSE GEAR DOORS ARE CLOSED
C. ALL GEAR DOORS ARE CLOSED
5. NOSE WHEEL STEERING IS POWERED BY
A. YELLOW HYDRAULIC SYSTEM
B. GREEN HYDRAULIC SYSTEM
C. A+B
6. ON GROUND, HYDRAULIC PRESSURE IN NOSE WHEEL STEERING SYSTEM IS CUT OFF
A. WHEN THE TOWING LEVER IN THE TOWING POSITION OR BOTH ENGINE ARE
SHUTDOWN OR A/C SPEED IS MORE THAN 130 KTS
B. WHEN THE TOWING LEVER IN THE TOWING POSITION OR BOTH ENGINE ARE
SHUTDOWN OR A/C SPEED IS MORE THAN 60 KTS
7. THE HANDWHEELS IN THE COCKPIT PROVIDE A WHEEL STEERING ANGLE OF
A. 85º
B. 70º
C. 75º
8. WHEN BOTH HANDWHEELS IN THE COCKPIT ARE OPERATED SIMULTANEUOSLY, THE
SIGNALS
A. FROM THE FIRST PILOT ACTING ON HIS HADWHEEL HAVE PRIORITY
B. COMING FROM CAPTAIN HAVE PRIORITY
C. ARE ALGE BRAICALLY ADDED
9. THE BRAKING MODES ARE
A. NORMAL WITH OR WITHOUT ANTI-SKID
ALTERNATE WITHOUT ANTI-SKID
PARKING BRAKE
B. NORMAL WITH ANTI-SKID
ALTERNATE WITHOUT ANTI-SKID
PARKING BRAKE
C. NORMAL OR ALTERNATE WITH ANTI-SKID
ALTERNATE WITHOUT ANTI-SKID

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LANDING GEAR – BRAKE

PARKING BRAKE
10. NOSE WHEEL STEERING BY RUDDER PEDALS IS LIMITED TO
A. 2° TO 6° UNDER ALL CIRCUMSTANCES
B. 2° TO 6° DEPENDING ON A/C SPEED
11. LANDING GEAR POSITION IS INDICATED
A. ON THE CENTER INSTRUMENT PANEL, ECAM AND BY VISUAL MEANS ON THE
WING
B. ON THE CENTER INSTRUMENT PANEL AND OVERHEAD PANEL
C. ON ECAM ONLY
D. ON THE CENTER INSTRUMENT PANEL AND ECAM
12. NOSE WHEEL STEERING IS AVAILABLE FROM THE HANDWHEELS WHEN
A. A/C ON GROUND, A/C SPEED IS BELOW 70 KTS, BOTH ENGINES RUNNING AND
THE TOWING LEVER IS IN NORMAL POSITION
B. A/C ON GROUND, A/C SPEED IS BELOW 130 KTS, AT LEAST ONE ENGINE RUNNING
AND THE TOWING LEVER IS IN NORMAL POSITION
C. A/C ON GROUND, A/C SPEED IS BELOW 70 KTS, AT LEAST ONE ENGINE RUNNING
AND THE TOWING LEVER IS IN NORMAL POSITION
13. HYDRAUUC PRESSURE TO THE LANDING GEAR IS SUPPLIED UP TO
A. 280 KTS
B. ANY SPEED
C. 260 KTS
14. AFTER TAKEOFF,THE LEFT MAIN GEAR SHOCK ABSORBER IS STUCK IN COMPRESSED
POSITION
A. THE GEAR CAN BE RETRACTED UNDER ALL CIRCUMSTANCES
B. THE GEAR CAN BE RETRACTED PROVIDED THE NOSE GEAR IS CENTERED
C. THE GEAR CAN NOT BE RETRACTED. GEAR LEVER IS BLOCKED
15. IS IT POSSIBLE TO LOWER THE GEAR BY GRAVITY ABOVE 260 KTS
A. YES
B. NO
16. DURING APPROACH YOU GET MASTER WARNING AND ECAM "GEAR NOT DOWN". THE
REASON IS
A. LANDING GEAR NOT DOWN LOCKED, FLAPS AT FULL AND BOTH RADIO
ALTIMETERS FAILED
B. LANDING GEAR NOT DOWN LOCKED, FLAPS AT 3 AND RADIO HEIGHT LOWER
THAN 750 FT
C. A. OR B
17. THE BRAKES ARE ACTUATED BY 2 INDEPENDENT SYSTEMS, PRESSURIZED BY
A. BLUE AND GREEN HYDRAULIC SYSTEMS
B. YELLOW AND GREEN HYDRAULIC SYSTEMS
C. BLUE AND YELLOW HYDRAULIC SYSTEMS
18. THE ALTERNATE BRAKE SYSTEM USES
A. YELLOW HYDRAULIC POWER
B. YELLOW HYDRAULIC ACCUMULATOR POWER
C. A+B
19. IN FLIGHT, IF PARKING BRAKE IS SET ON, ON ECAM “PARK BRK” MESSAGE APPEARS IN
A. GREEN

2/5
LANDING GEAR – BRAKE

B. AMBER
C. WHITE
D. RED
20. THE PRINCIPLE OF 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 GEARS
21. FOLLOWING FAILURE OF ADIRS 1 AND ADIRS 3, IS THE ANTI-SKID STILL AVAILABLE?
A. YES
B. NO
22. WITH THE GREEN HYDRAULIC SYSTEM AVAILABLE, YOU FIND THE “ANTI-SKID AND N/W
STRG” SWITCH IN OFF POSITION
A. BRAKING IS NORMAL, NOSE WHEEL STEERING IS LOST
B. BRAKING IS ALTERNATE, NOSE WHEEL STEERING IS NORMAL
C. BRAKING IS ALTERNATE WITHOUT ANTI-SKID, NOSE WHEEL STEERING IS LOST
23. IN ALTERNATE BRAKING, AUTOBRAKE IS
A. STILL AVAILABLE, WITH ANTI-SKID
B. LOST
C. STILL AVAILABLE, WITHOUT ANTI-SKID
24. THE LANDING GEAR CAN BE EXTENDED BY
A. GREEN HYDRAULIC SYSTEM OR MECHANICAL GRAVITY EXTENSION
B. GREEN HYDRAULIC OR YELLOW HYDRAULIC SYSTEM IN STAND-BY
C. GREEN HYDRAULIC SYSTEM FOR UNLOCKING, GRAVITY EXTENSION AND GREEN
HYDRAULIC SYSTEM FOR DOWNLOCKING
D. BLUE HYDRAULIC SYSTEM OR MECHANICAL GRAVITY EXTENSION
25. SETTING THE PARKING BRAKE ON
A. DEACTIVATES ALL BRAKING MODES AND THE ANTI-SKID.
B. DEACTIVATES ALL BRAKING MODES, EXCEPT THE ANTI-SKID.
26. ON GROUND WITH PARKING BRAKE ON, IS IT POSSIBLE TO ARM THE AUTO BRAKE?
A. YES
B. NO
27. AUTOMATIC BRAKING IS INITIATED BY
A. REVERSE THRUST SELECTION
B. GROUND SPOILERS EXTENSION
C. A+B
28. AFTER LANDING YOU RETRACT THE GROUND SPOILERS. THE AUTO BRAKE IS NOW
DISARMED?
A. NO
B. YES
29. THE BRAKE AND ACCUMULATOR PRESSURE INDICATOR SHOWS PRESSURE
A. FROM YELLOW HYDRAULIC SYSTEM
B. FROM YELLOW ACCUMULATOR ONLY
C. FROM BOTH YELLOW BRAKE SYSTEM AND BRAKE ACCUMULATORS
30. MAX AUTOBRAKE HAS BEEN SELECTED. TAKE-OFF IS ABORTED JUST BEFORE V1,
ENGINE REVERSERS ARE DEPLOYED, YOU HAVE FORGOTTEN TO ARM THE GROUND
SPOILERS. IS AUTOBRAKE ACTIVATED?

3/5
LANDING GEAR – BRAKE

A. YES
B. NO
31. ON ECAM WHEEL PAGE, AUTO BRK MESSAGE IS FLASHING GREEN.
A. AUTO BRAKE IS DISENGAGED
B. AUTO BRAKE FAILS
C. ANTI-SKID FAILS
32. ON ECAM WHEEL PAGE, A GREEN ARC APPEARS ON A WHEEL NUMBER IDENTIFICATION
MEANS THAT THE BRAKE TEMPERATURE IS ABOVE
A. 300ºC
B. 100ºC
C. 75ºC
33. WHILE AUTOBRAKE OPERATES, IT CAN BE DEACTIVATED BY
A. GROUND SPOILERS RETRACTION
B. PRESSING THE MODE PUSH BUTTON OR LOOSING AN ARMING CONDITION
C. ACTION ON ONE BRAKE PEDAL
D. ANY A OR B OR C
34. AFTER LIFT OFF, IS BRAKES HOT WARNING ON ECAM STILL AVAILABLE?
A. YES.
B. YES WITH GEAR DOWN ONLY
C. NO
35. 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
36. THE LANDING GEAR INDICATOR PANEL RECEIVES INFORMATION FROM MICROSWITCHES
AND PROXIMITY DETECTORS CONNECTED TO
A. LGCIU 1
B. LGCIU 2
C. A+B
37. THE RED ARROW, NEAR THE LANDING GEAR LEVER COMES ON WHEN
A. THE LANDING GEAR IS NOT DOWN LOCKED IN LANDING CONFIGURATION
B. THE LANDING GEAR IS NOT UPLOCKED AFTER RETRACTION
C. THE LANDING GEAR IS IN ABNORMAL POSITION
38. ON LANDING GEAR INDICATOR PANEL, “UNLK” LIGHT COMES ON RED IF
A. THE GEAR IS NOT LOCKED IN THE SELECTED POSITION
B. THE GEAR IS EXTENDED BY GRAVITY AND THE DOORS ARE NOT CLOSED
C. THE GEAR IS EXTENDED NORMALLY AND THE DOORS ARE NOT CLOSED
39. THE MAXIMUM SPEED WITH LANDING GEAR EXTENDED (VLE) IS
A. 300 KTS
B. 280 KTS
C. 260 KTS
40. THE MAXIMUM SPEED, AT WHICH THE LANDING GEAR CAN BE EXTENDED IS
A. 260 KTS
B. 250KTS
C. 220KTS
41. WHICH ADIR CLOSES THE HYDRAULIC SAFETY VALVE OF THE LANDING GEAR SYSTEM

4/5
LANDING GEAR – BRAKE

WHEN SPEED> 260 KTS?


A. ADIR 1 AND 2
B. ADIR 1 AND 3
C. ADIR 2 AND 3
42. WHAT IS THE MAXIMUM TIRE SPEED?
A. 215 KTS
B. 205KTS
C. 195 KTS
43. ARE THERE ANY VISUAL GEAR DOWN-LOCK INDICATOR?
A. YES
B. NO
44. HOW MANY TURNS ARE NECESSARY TO EXTEND THE LANDING GEAR BY GRAVITY USING
THE HANDCRANK?
A. 10 TURNS, CLOCKWISE
B. 5 TURNS, CLOCKWISE
C. 3 TURNS, CLOCKWISE

5/5
NAVIGATION

1. ON THE ADIRS CDU, THE ADR FAULT LIGHT COMES ON. WHAT DOES IT MEAN?
A. A FAULT IS DETECTED IN THE AIRDATA REFERENCE PART
B. THE AIRDATA OUTPUT IS DISCONNECTED
C. THE PITOT TUBE HEATING SYSTEM IS NOT SUPPLIED
2. WHAT HAPPENS WHEN THE ATT/HDG AND AIRDATA SELECTORS (ON THE
PEDESTALMOUNTED SWITCHING PANEL) ARE SET TO “NORM” ?
A. ADIRU1 SUPPLIES DATA TO PFD1 & ND1, ADIRU2 SUPPLIES DATA TO PFD2 &
ND2
B. ADIRU1 SUPPLIES DATA TO PFD1, ND1 AND RMI/VOR DME
ADIRU2 SUPPLIES DATA TO PFD2, ND2
C. ADIRU1 SUPPLIES DATA TO PFD1 AND ADIRU2 SUPPLIES DATA TO PFD2
3. YOU PRESS "ALIGN IRS" PROMPT ON MCDU 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.
YOU HAVE TO SWITCH IT OFF
C. MAKE A SECOND “PRESENT POSITION" ENTRY
4. IN CASE OF FAILURE OF FMGC1 AND 2, AFTER NAV SELECTION ON BOTH RMPs
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/DME, ILS AND ADF RECEIVERS1
RMP2 CONTROLS VOR/DME, ILS AND ADF RECEIVERS 2 (IF INSTALLED)
5. IN FLIGHT, FOLLOWING A MANUAL POSITION UP-DATING OF THE FMGS
A. IT IS ALSO NECESSARY TO UP-DATE THE IRS POSITION
B. IRS CANNOT BE UP-DATED DURING FLIGHT
6. THE ALIGN LIGHT FLASHES
A. IF NO PRESENT POSITION ENTRY 10 MINUTES AFTER ADIRS ARE SWITCHED
ON OR DIFFERENCE BETWEEN POSITION AT SHUTDOWN AND NEW
ENTERED POSITION EXCEEDS 10ºC OF LATITUDE OR LONGTITUDE
B. IN CASE OF IR ALIGNMENT FAULT
C. WHEN ALIGNMENT HAS BEEN COMPLETED
D. A AND B
7. 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 STANDBY TAT SENSOR.
8. IN FLIGHT, THE FMGS POSITION IS AUTOMATICALLY UPDATED
A. USING DATA FROM THE SELECTED NDB, VOR OR DME STATIONS
B. WHENEVER A DME STATION IS SELECTED BY THE PILOT
C. BY THE DMEs THROUGH THE AUTOTUNING FUNCTION
9. EACH ADIRU RECEIVES TWO ANALOG 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

1/2
NAVIGATION

10. IN NORMAL OPERATION THE ADIRUs ARE ALIGNED USING INFORMATION FROM
A. THE ADIRS CDU
B. THE CFDS
C. THE CFU
D. THE MCDU
11. 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
12. 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
13. YOU MAKE A STBY NAV SELECTION ON RMP. CAN YOU CONFIRM THAT SELECTION
ON MCDU RADNAV PAGE
A. YES
B. NO
14. CAN YOU SELECT VOR 2 FREQUENCY WITH RMP1
A. YES
B. NO
15. IS STBY/NAV TUNING POSSIBLE ON RMP3
A. YES
B. NO
16. 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
17. TUNING OF VOR/DME AND ILS ARE PROVIDED BY
A. AUTOMATIC TUNING,MANUAL TUNING AND BACK UP TUNING
B. AUTOMATIC TUNING AND MANUAL TUNING
C. AUTOMATIC TUNING AND BACK UP TUNING

2/2
OXYGEN

1. WHAT HAPPENS WHEN CREW OXYGEN MASK IS USED WITH THE SELECTOR AT
100% POSITION?
A. MASK IS SUPPLIED WITH DILUTED OXYGEN ON DEMAND
B. MASK IS SUPPLIED WITH UNDILUTED OXYGEN ON DEMAND
C. MASK IS SUPPLIED WITH UNDILUTED OXYGEN CONTINUOUS FLOW
2. A THERMAL DISCHARGE OF THE CREW OXYGEN BOTTLE IS INDICATED BY
A. A "THERMAL DISCHARGE" MESSAGE ON ECAM
B. MISSING OF THE GREEN OVERBOARD DISCHANGE INDICATOR
C. THE RED OVERBOARD DISCHARGE INDICATOR MISSING
D. NO INDICATION OF THERMAL DISCHARGE IS PROVIDED
3. IN THE PASSENGER OXYGEN SYSTEM, A CHEMICAL OXYGEN GENERATOR, ONCE
ACTIVATED, DELIVERS OXYGEN FOR
A. 30 MINUTES, IF ONLY ONE MASK IS IN USE
B. 5 MINUTES, IF ALL MASKS ARE USED
C. 13 MINUTES, REGARDLESS OF THE NUMBER OF THE MASKS USED
4. IN THE COCKPIT, THE MASTER SELECTOR OF THE EVAC COMMAND IS IN “CAPT"
POSITION AND THE PURSER PRESSES HIS/HER EVAC "COMD" PUSH BUTTON. WHAT
WILL HAPPEN?
A. EVACUATION SIGNALS ARE ACTIVATED IN THE CABIN ONLY
B. ALL EVACUTION SIGNALS ARE ACTIVATED
C. ONLY HORN SOUNDS IN THE COCKPIT. EVACUATION SIGNAL IS NOT
ACTIVATED
5. THE CAPTAIN MAY CALL ALL CABIN ATTENDANTS AT THE SAME TIME?
A. TRUE
B. FALSE
6. IF THE CABIN ALTITUDE RISES ABOVE 14.000 FT, PASSENGER OXYGEN MASKS WILL
DROP OUT
A. ONLY BY ACTUATION OF A SWITCH ON THE CAPTAIN PANEL
B. AUTOMATICALLY BY CABIN PRESSURE
C. AUTOMATICALLY BY CABIN PRESSURE OR FLIGHT CREW ACTION
7. STATE THE LOCATION OF THE “EVAC COMMAND" SWITCHES.
A. PURSER STATION AND CABIN ATTENDANT AFT LEFT
B. PURSER STATION AND PILOT OVERHEAD PANEL
C. PILOT OVERHEAD PANEL AND ALL CABIN ATTENDANT STATION
8. EXCESSIVE CABINE ALTITUDE RED WARNING IS ACTIVATED ON ECAM IF CABINE
ALTITUDE RISES ABOVE
A. 9950 FT
B. 8800 FT
C. 10000 FT
D. 14000 FT
9. WHEN CABINE ALTITUDE RISES ABOVE 14000 FT
A. PASSENGER OXYGEN MASKS WILL AUTOMATICALLY DROP OUT
B. PASSENGER OXYGEN MASKS WILL AUTOMATICALLY DROP OUT
SAFETY ANNOUNCEMENT IS AUTOMATICALLY BROADCASTED THROUGH PA
C. COCKPIT CREW HAS TO MANUALLY RELEASE PASSENGER OXYGEN MASKS

1/2
OXYGEN

AND THEN SAFETY ANNOUNCEMENT IS AUTOMATICALLY BROADCASTED


THROUGH PA

2/2
PNEUMATIC

1. WITH ENGINES AND APU RUNNING AND APU BLEED VALVE SELECTED ON, WHAT IS THE
CORRECT STATEMENT ?
A. ENGINE BLEED VALVES CLOSED, X-BLEED VALVE CLOSED, APU BLEED VALVE OPEN
B. ENGINE BLEED VALVES OPEN, X-BLEED VALVE OPEN, APU BLEED VALVE CLOSED
C. ENGINE BLEED VALVES CLOSED, X-BLEED VALVE OPEN, APU BLEED VALVE OPEN
D. ENGINE BLEED VALVES OPEN, X-BLEED VALVE CLOSED, APU BLEED VALVE OPEN
2. HIGH PRESSURE AIR IS SUPPLIED FROM
A. ENGINE1 AND/OR ENGINE 2 BLEED SYSTEMS, APU LOAD COMPRESSOR, HP
GROUND CART
B. ENGINE 1 AND ENGINE 2 BLEED SYSTEMS
C. ENGINE 1 AND ENGINE 2 BLEED SYSTEMS OR APU LOAD COMPRESSOR
3. PNEUMATIC SYSTEM OPERATION IS CONTROLLED AND MONITORED BY
A. ONE BLEED MONITORING COMPUTER
B. TWO BLEED VALVE COMPUTERS
C. TWO BLEED MONITORING COMPUTERS
4. ENGINE BLEED VALVES ARE OPERATED
A. PNEUMATICALLY
B. ELECTRICALLY
C. A OR C
5. WHAT HAPPENS WHEN BLEED AIR PRESSURE AND TEMPERATURE ARE NOT SUFFICIENT
TO SUPPLY THE CORRESPONDING ENGINE BLEED VALVE ?
A. BLEED AIR IS SUPPLIED FROM IP STAGE (HP VALVE CLOSED) AND ENGINE POWER
IS AUTOMATICALLY INCREASED
B. BLEED AIR IS SUPPLIED FROM HP STAGE (HP VALVE OPENS) AND ENGINE POWER
IS AUTOMATICALLY INCREASED
C. BLEED AIR IS SUPPLIED FROM HP STAGE (HP VALVE OPENS) AND ENGINE POWER
IS NOT AUTOMATICALLY INCREASED
6. CAN YOU CONTROL THE HP VALVE POSITION THROUGH THE AIR BLEED COCKPIT PANEL ?
A. YES
B. NO
7. IF THE BLEED VALVE CLOSES, THE HP VALVE
A. OPENS AUTOMATICALLY
B. CLOSES AUTOMATICALLY
8. IN CASE OF LOW UPSTREAM AIR PRESSURE, THE HIGH PRESSURE VALVE (IN PNEUMATIC
SYSTEM) IS
A. PNEUMATICALLY CLOSED
B. PNEUMATICALLY OPEN
C. ELECTRICALLY CLOSED
D. ELECTRICALLY OPEN
9. ENGINE BLEED PRECOOLER REGULATES AND LIMITS THE BLEED AIR TEMPERATURE AT
A. 150ºC
B. 185ºC
C. 200ºC
10. BLEED AIR FROM ENGINES IS
A. COOLED IN AN AIR-TO-AIR HEAT EXCHANGER BY USING COLD AIR BLEED FROM THE
ENGINE FAN SECTION
B. NOT COOLED PRIOR TO BEING USED BY THE SYSTEMS
C. ONLY COOLED IN AIR CONDITIONING PART
D. COOLED USING AMBIENT AIR

1/2
PNEUMATIC

11. THE CROSSBLEED VALVE IS CONTROLED


A. PNEUMATICALLY
B. ELECTRICALLY
12. THE CROSSBLEED VALVE IS PROVIDED WITH 2 ELECTRICAL MOTORS.
A. ONE FOR AUTOMATIC MODE, THE OTHER ONE FOR MANUAL MODE
B. TWO FOR AUTOMATIC MODE
C. TWO FOR MANUAL MODE
13. THE PNEUMATIC SYSTEM SUPPLIES HIGH PRESSURE AIR FOR
A. AIR CONDITIONING, ENGINE STARTING, WING ANTI-ICING
B. AIR CONDITIONING, ENGINE STARTING, WING ANTI-ICING, WATER RESERVOIR
PRESSURIZATION, HYDRAULIC RESERVOIR PRESSURIZATION
C. AIR CONDITIONING, ENGINE STARTING, WING ANTI-ICING, ENGINE ANTI-ICING,
WATER RESERVOIR PRESSURIZATION, HYDRAULIC RESERVOIR PRESSURIZATION
14. X-BLEED VALVE SELECTOR IS IN AUTO POSITION.
A. THE X-BLEED VALVE AUTOMATICALLY OPENS IF APU BLEED VALVE OPENS
B. THE X-BLEED VALVE AUTOMATICALLY OPENS IF ONE OF ENGINE BLEED VALVES
CLOSES (THE OTHER ONE IS OPEN)
C. A + B
15. HYDRAULIC RESERVOIRS ARE PRESSURIZED BY HP AIR FROM
A. ENGINE 1
B. ENGINE 1 OR ENGINE 2 (IF ENGINE 1 BLEED AIR PRESSURURE IS TOO LOW)
C. THE PNEUMATIC SYSTEM
D. ENGINE 1 OR THE PNEUMATIC SYSTEM (IF ENGINE 1 BLEED AIR PRESSURURE IS
TOO LOW)

2/2
POWERLANT

1. ON GROUND, AUTOMATIC START SEQUENCE IS ABORTED


A. AUTOMATICALLY ONLY IN CASE OF HOT START OR HUNG START
B. AUTOMATICALLY ONLY IN CASE OF NO LIGHT UP
C. THERE IS NO AUTOMATIC START ABORT
D. AUTOMATICALLY IN CASE OF HOT START, HUNG START, STALL OR NO LIGHT UP
2. FADEC IS ELECTRICALLY SUPPLIED BY
A. THE AIRCRAFT ELECTRICAL SYSTEM ONLY
B. BATTERIES IF A/C ELECTRICAL POWER FAILS
C. AIRCRAFT ELECTRICAL CIRCUIT BELOW 15% (0R 10%)N2 AND SELF-POWERED ABOVE
15% (0R 10%)N2
D. AIRCRAFT ELECTRICAL SYSTEM OR SELF-POWERED IN ELECTRIC EMERGENCY
3. FOR CFM56 ENGINE, THE EGT STARTING LIMIT IS
A. 915ºC
B. 715ºC
C. 725ºC
4. ON GROUND, ENGINE CFM56 AUTOMATIC START SEQUENCE IS
A. START VALVE OPENS, FUEL LP VALVE OPENS
WHEN N2 > 16 %, IGNITION STARTS
WHEN N2 > 22 % ,HP FUEL VALVES OPENS
WHEN N2 > 50 %, START VALVE CLOSES AND IGNITION STOPS
B. START VALVE OPENS
WHEN N2 > 16 % , IGNITION STARTS
WHEN N2 > 22 % , LP & HP FUEL VALVES OPEN
WHEN N2 > 50 %, START VALVE CLOSES AND IGNITION STOPS
C. START VALVE AND HP FUEL VALVE OPEN
WHEN N2 > 22 %, LP FUEL VALVE OPENS AND IGNITION STARTS
WHEN N2 > 50 %, START VALVE CLOSES AND IGNITION STOPS
D. START VALVE OPENS
WHEN N2 > 16 % ,IGNITION STARTS
WHEN N2 > 22 %, LP AND HP FUEL VALVES OPEN
WHEN ENGINE MODE SELECTOR IS SET TO NORM, START VALVE CLOSES
AND IGNITION STOPS.
5. FOR CFM56 ENGINE, WHAT IS THE MAXIMUM N2 FOR STARTER ENGAGEMENT ?
A. 10 %
B. 20 %
C. 22 %
6. FOR CFM56 ENGINE, WHAT IS THE MAXIMUM STARTER OPERATING TIME ?
A. 8MINUTES FOLLOWED BY 15 MINUTES OF NO OPERATION
B. 5 MINUTES FOLLOWED BY 20 SECONDS OF NO OPERATION
C. 2 MINUTES FOLLOWED BY 20 SECONDS OF NO OPERATION
7. FOR CFM56 ENGINE, STARTER COOLING TIME REQUIREMENTS ARE ?
A. 15 MINUTES COOLING TIME AFTER 4 CYCLES OF 2 MINUTES
B. 5 MINUTES COOLING TIME AFTER 4 CYCLES OF 2 MINUTES
C. 2 MINUTES COOLING TIME AFTER 4 CYCLES OF 8 MINUTES
8. NORMALLY THE MAXIMUM REVERSE THRUST MAY BE USED DOWN TO
A. A/C STOP ACCORDING TO EGT LIMIT

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B. 70 KTS (IDLE REVERSE DOWN TO A/C STOP)


C. 40 KTS (IDLE REVERSE DOWN TO A/C STOP)
9. REDUCED THRUST IS NOT PERMITTED
A. IF OAT IS LOWER THAN FLEX TEMPERATURE
B. ON CONTAMINATED RUNWAY
C. IF OAT IS HIGHER THAN TREF
10. IN MANUAL THRUST, IN CRUISE, THE PILOT SHOULD LIMIT THE N1 AT
A. DISPLAYED MAX CLB N 1, MINUS 2.4 %
B. DISPLAYED MAX CLB N1
C. DISPLAYED MCT N1
11. TREF IS 29°C, OAT IS 36°C AND YOU FOUND A CORRECTED FLEX TEMPERATURE OF 33°C. IS IT
POSSIBLE TO USE FLEX THRUST FOR TAKE-OFF ?
A. YES
B. NO
12. IN MANUAL THRUST MODE, WHEN THE THRUST LEVERS ARE POSITIONED BETWEEN
THE CLIMB DETENT AND IDLE
A. EACH POSITION OF THE LEVERS CORRESPONDS TO AN N1 VALUE
B. N1 VALUE IS CLIMB N1
C. N1 VALUE IS IDLE N1
13. WHAT DEVICE PROVIDES DIRECT CLOSURE OF FUEL HP SHUT-OFF VALVE ?
A. THE MASTER SWITCH AT OFF POSITION
B. THE ECU
C. THE HMU
14. WHICH VALVE ENSURES AN ADEQUATE FUEL FLOW ?
A. THE HP FUEL SHUT OFF VALVE
B. THE BURNER STAGING VALVE (BSV)
C. THE FUEL METERING VALVE (FMV) OF THE HYDROMECHANICAL UNIT (HMU)
15. IS THE ENGINE STILL SUPPLIED IN CASE OF FUEL FILTER CLOGGED ?
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
16. ENGINE CRANKING MAY BE MANUALLY SELECTED BY SETTING
A. THE ENGINE MODE SELECTOR TO “CRANK” AND THE MASTER SWITCH TO “ON”
B. ENGINE MASTER SWITCH TO “OFF”, ENG MODE SELECTOR TO “CRANK” AND ENGINE
MAN START PUSH BUTTON TO “ON”
C. ENGINE MASTER SWITCH TO “ON”, ENG MODE SELECTOR TO “CRANK” AND ENGINE
MAN START PUSH BUTTON TO “ON”
17. DURING AN AUTOMATIC STARTING SEQUENCE, PACK VALVES CLOSE WHEN
A. ENGINE MODE SELECTOR AT IGN/START POSITION
B. APU BLEED IS ON AND ENGINE MODE SELECTOR AT IGN/START POSITION
C. ENGINE MASTER SWITCH IS ON AND ENGINE MODE SELECTOR AT IGN/START POSITION
18. DURING AN AUTOMATIC STARTING SEQUENCE (ON CFM56 ENGINE)
A. START VALVE CLOSES AT N2 > 22 %
B. START VALVE CLOSES AT N2 > 15 % (IN FLIGHT) OR N2 > 22 % (ON GROUND)
C. START VALVE CLOSES AT N2 > 50 %
19. THRUST REVERSERS ARE ACTUATED BY

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A. HYDRAULIC ACTUATORS: GREEN FOR ENGINE1, YELLOW FOR ENGINE 2


B. HYDRAULIC ACTUATORS: GREEN FOR BOTH ENGINES
C. HYDRAULIC ACTUATORS: BLUE FOR ENGINE1, YELLOW FOR ENGINE 2
D. PNEUMATIC ACTUATORS
20. FOR CFM56 ENGINE, MAXIMUM EGT DURING TAKEOFF/GO-AROUND IS
A. 915ºC
B. 950ºC
C. 725ºC
D. 925ºC
21. 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. ENGINE FLAME OUT OR EIU FAILURE OR ENGINE ANTI-ICE ON (DEPENDING ON
SOFTWARE)
22. HOW IS ENGINE OIL COOLED ?
A. BY THE SERVO FUEL HEATER AND THE ENGINE FUEL OIL HEAT EXCHANGER
B. BY OIL RECIRCULATION
C. BY THE AIR/OIL HEAT EXCHANGER
23. IN NORMAL FLIGHT WITH A/THR ON, THE THRUST DELIVERED BY ENGINES IS LIMITED
A. BY THE THRUST LEVERS POSITION (TLA)
B. BY THE MODE ENGAGED ON THE FCU
C. BY THE MASTER FMGC
D. A OR B
24. THE THRUST REVERSER ACTIVATION CONDITIONS ARE
A. A/C ON THE GROUND (LH + RH MAIN LDG COMPRESSED), THRUST LEVER BETWEEN
REVERSE IDLE DETENT AND MAX REVERSE AND ONE CORRESPONDING FADEC
CHANNEL OPERATING
B. SPOILERS ARMED AND THRUST LEVERS ON THE REVERSE SECTOR
C. THRUST LEVERS IN FULL REVERSE POSITION
25. “REV” APPEARS GREEN ON THE N1 INDICATOR WHEN
A. THE THRUST LEVERS ARE SET TO FULL REVERSE SECTOR
B. THE REVERSE DOORS ARE FULLY DEPLOYED
C. THE THRUST LEVER POSITION IS IN THE IDLE REVERSE SECTOR
26. A/THR CAN BE ARMED
A. MANUALLY ON GROUND (ENGINE RUNNING), AUTOMATICALLY AFTER TAKE-OFF
B. IN FLIGHT, MANUALLY OR AUTOMATICALLY IF THERE IS ALPHA FLOOR DETECTION
C. AUTOMATICALLY WHEN PILOT INITIATES TAKE-OFF OR GO-AROUND OR IF THERE IS
ALPHA FLOOR DETECTION (FROM LIFT OFF TO 100 FT RA IN APPROACH)
27. IN FLIGHT, THE A/THR FUNCTIONS INCLUDING ALPHA FLOOR ARE DEFINITIVELY LOST IF THE
INSTINCTIVE DISCONNECT PUSH BUTTON IS PRESSED FOR MORE THAN
A. 15 SECONDS
B. 40 SECONDS
28. AT TAKE OFF, AS SOON AS THE POWER IS SET (FLEX OR TOGA)
A. THE A/THR IS ARMED PROVIDED THE A/THR PUSH BUTTON ON FCU IS PRESSED IN
B. THE A/THR IS ACTIVE
C. THE A/THR IS ARMED BUT NOT ACTIVE

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29. AFTER A FLEX TAKE OFF, YOU HAVE AN ENGINE FAILURE AND YOU WANT TO SELECT MCT
A. MCT SELECTION IS AUTOMATIC AS YOU HAVE THE THRUST LEVERS IN FLXEX/MCT
DETENT
B. YOU HAVE TO MOVE THE THRUST LEVERS OUT OF THE FLEX/MCT DETENT THEN BACK
TO FLX/MCT DETENT
30. PRESSING THE ENGINE FIRE PUSH BUTTON (ON THE ENGINE FIRE PANEL) CAUSES THE
CLOSURE OF
A. THE ENGINE LP FUEL VALVE
B. THE ENGINE LP AND HP FUEL VALVES
C. THE ENGINE HP FUEL VALVE
31. WITH BOTH ENGINE RUNNING AND A/THR ACTIVE, “LVR ASYM” AMBER MESSAGE (ON FMA)
MEANS
A. ONLY ONE THRUST LEVER IS SET OUT OF CLIMB DETENT
B. ASYMETRIC POWER IS DELIVERED DUE TO FADEC MALFUNCTION
C. ASYMETRIC POWER IS DELIVERED DUE TO TLA RESOLVER MALFUNCTION
32. AFTER AN ENGINE FAILURE IN FLIGHT, “LVR MCT” AMBER MESSAGE (ON FMA) MEANS
A. THRUST LEVER OF LIVE ENGINE IS NOT IN MCT POSITION
B. THRUST LEVER OF LIVE ENGINE IS NOT IN MCT POSITION WHEN SPEED IS ABOVE
GREEN DOT
33. WITH BOTH ENGINES RUNNING, IF THE THRUST LEVERS ARE NOT IN CL POSITION, “LVR CLB”
FLASHES AMBER ON FMA WHEN
A. THE A/C IS ABOVE THRUST REDUCTION ALTITUDE
B. THE A/C GETS AIRBORNE
C. THE LANDING GEAR IS RETRACTED AFTER TAKEOFF

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