Airbus 320 Technical Knowledge Reviewer
Airbus 320 Technical Knowledge Reviewer
Airbus 320 Technical Knowledge Reviewer
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:
A. 14 DEGREES CELSIUS
B. 24 DEGREES CELSIUS
C. 15 DEGREES CELSIUS
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)
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
128. IN FLIGHT, IN CASE OF LOSS OF ALL MAIN GENERATORS, EMERGENCY
GENERATOR
NOT RUNNING, THE DC ESS BUS IS SUPPLIED BY:
A. HOT BUS 2
B. ESS TR
C. BOTH
129. IN FLIGHT, IN CASE OF LOSS OF ALL MAIN GENERATORS, EMERGENCY
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
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
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
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
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
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
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
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
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
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
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
s. ola