Airbus A320 Technical Exam 1

• The Airbus A320 Technical Exam 1 consists of multiple-choice questions where only one answer is correct.
• A minimum of 75% is required in each section to pass the Airbus A320 Technical Exam 1.

Aircraft Structure and Equipment, Normal Operation of System and Malfunctions

• Both engines are running, and the APU BLEED pb-sw is set to OFF.
• Selecting corresponding engine thrust at idle requires closing the corresponding HP valve.
• CABIN FANS function to recycle air from the cabin zones.
• With the MODE SEL pb-sw set to MAN, use the MAN V/S CTL sw to adjust cabin V/S and stop cabin altitude descent.
• Initiate descent from FL350 to FL300.
• The avionics ventilation system is in a closed configuration because the skin temperature is below the ground threshold with thrust levers not at takeoff.
• With the HDG/TRK selector knob pushed and the lateral managed mode armed, no INTERCEPT WAYPOINT is computed because of lateral deviation from the flight plan leg.
• The lateral guidance has reverted to TRK mode.
• With the target altitude at 15,000 ft and altitude constraint (FL60) on PFD, pulling the HDG/TRK selector knob will make the aircraft continue on the current heading/track and stop the climb at FL60.
• On the MCDU F-PLN page, the green triangle on some waypoints indicates they have an altitude constraint.
• Dashes with a white dot showing on the SPD/MACH window of the FCU indicate the corresponding speed target is being managed by the FMGS.
• If both APs are engaged while arming the APPR mode for an ILS approach, it is possible.
• When the A/THR mode status is white, it means the mode is armed.
• After lift-off +5 seconds, with the indications shown, one AP can be engaged because the minimum height is 100 ft AGL.
• As soon as a CO RTE number or a FROM/TO city pair has been entered, LAT and LONG coordinates are displayed on the IRS INIT page, and it refers to aircraft's present position.
• The magenta value displayed on the top of the speed scale on the PFD corresponds to the V2 speed manually inserted on the FCU.
• At takeoff power application, the RWY mode is activated on the FMA meaning the lateral guidance (yaw bar) is managed automatically.
• A magenta arrow is displayed on the ND unit which represents the estimated top of climb point at which the altitude constraint (here FL60) will be reached.
• Alpha floor protection is available throughout the entire flight envelope.
• ECAM E/WD amber caution message repeats every 5 seconds when engines are running; indicates A/THR being active but thrust is limited accordingly.
• If INDEPENDENT OPERATION is shown on the MCDU, it depends on which FMGC was the master at the time of independent operation.
• Captain uses ACP selections for transmission/reception from his acoustic equipment as AUDIO SWITCHING selector is in the NORM position.
• Select PA transmission key and hold sidestick trigger to make passenger announcement using boom mike.
• After a call from the EXT PWR panel, releasing COCKPIT CALL pb stops buzzer and MECH light after acknowledgement from ground or pressing RESET key.

Limitations

• Check the battery voltage windows are supplied to check voltage after long stop and before connecting AC power.
• In case of an emergency electrical configuration, the two sides of the electrical network should be segregated.
• Emergency generator isn't yet supplying the electrical network; red FAULT light on EMER ELEC PWR panel indicates a major electrical problem.
• Integrated Drive Generator (IDG) pbs on the ELEC panel should be used to disconnect the associated IDG from its engine driveshaft.
• Setting AC ESS FEED pb-sw to ALTN enables manual force of AC ESS bus supply from AC bus 1 to AC bus 2.
• A charging cycle is only required when the voltage is below 25.5V during battery voltage check, if aircraft is not electrically supplied for 6+ hours.
• Due to an emergency electrical configuration and RAT stall due to low speed, the electrical network works with only the DC ESS bus.
• With smoke detected in the avionics compartment and by EMER ELEC PWR panel indication, GEN 1 LINE pb-sw is OFF and all warnings/indications can be viewed as the GEN 1 supply is fully isolated.
• According to SOP, for the first flight of the day, the position of the APU FIRE PUSH button should be in, and guarded.
• Lights must be off on the AGENT pb as the steps before APU fire test happen.
• The given ECAM cautions show only one fire detection loop that is inoperative.

Performance, Flight Planning and Monitoring

• According to these PFD indications, the white cross indicates the rudder pedals deflections.
• In normal law and with the active sidestick maintained fully forward, the speed will increase towards to a maximum, where the high speed protection will become active - point 340.
• Upon releasing the sidestick in the flight control normal law, the normal law will slowly decrease the bank angle.
• According to these speed indications, the Alpha Floor (a Floor) protection has been triggered.
• Under the PFD indications and with idle thrust, if side stick is held back, the speed reduces to 120 knots.
• Green dashes on PFD indicate maximum pitch attitude in normal law for nose down limit or nose up limit.
• Captain keeping takeover pb pressed deactivates first officers side stick and to reactivate, the first officer can immediately do so by pressing his takeover pb too.
• When either AP is engaged, both sidesticks are locked in a neutral position that can be overridden disconnecting the AP.
• After takeoff in CONF 1+F above acceleration altitude, if the flaps lever is not set to '0', reaching VFE (bottom of the red barber pole) causes the flaps/slats retracting to zero.
• Amber half box Fuel on Board (FOB) on the ECAM E/WD related ECAM FUEL page means the amount is not totally usable.
• The ECAM FUEL on display corresponds to the fuel, valves and pumps on the Airbus A320 Series aircraft.
• Upon ECAM caution and fuel pumps of the left inner tank switch off, the available fuel can be then used by gravity.
• The normal operating pressure be modulated for the hydraulic systems is 3000 PSI.
• After ECAM yellow reservoir low air pressure, amber YELLOW label indicates related hydraulic system users no longer available, due to low pressure.
• Switching off the PTU (Power Transfer Unit) - which would also avoid starting the yellow electric after engine 2 driven pump shut off helps avoid low air pressure.
• According to the ECAM HYD page, the Green hydraulic system hydraulic fluid the yellow hydraulic fluid transfer unit is directly pressurized
• On HYD page, the blue hydraulic system correctly pressurized by the RAT (Ram Air Turbine) driven pump.
• According to the indications shown on the ECAM HYD page, the PTU has automatically started means the given PTU indication and function are correct.
• Given ECAM HYD page - after procedure completion the amber PTU indicates that PTU is not hydraulically driven.
• As long as the parking brake is off, the nose wheel steering is not towing position and differential pressure is greater than 500 PSI .

Load Balance and Servicing

• If the Engine Anti-Ice panel shows that the Engine 1 anti-ice system indicates it's faulty, it means that the related engine anti-ice valve position disagrees with the related engine anti-ice pb-sw selection.
• The ECAM SD Unit is the unit where all aircraft systems pages, such as ENGINE, BLEED, etc. get displayed.
• A color coding on the ECAM screens indicates that crew awareness is required - color is amber.
• The presence of a Green arrow on the ECAM E/WD unit indicates it has to be used to display the next cautions.
• On ECAM SD Unit; the ENGINE page displays and pulsing green parameter indicates ECAM WARNING mode, which is classified as Level 2.
• Flight crew can remove the white cancelled caution message by pressing any CLR pb for at least 3 seconds.
• The amber caution message is triggered with no Master Caution lights and no Single Chime because the fault is classified as a level 0, and only requires crew awareness.
• If the STATUS page displays green "NORMAL" message the statement will indicate if ECAM is self tested and has carried-out the test.
• If aircraft parameter exceeds, can be displayed on associated ECAM SYSTEM page - trigger a Level 1 or Level 2 caution.
• If a box surrounds an amber caution or a red warning message it indicates that a primary failure has affected more than one system.
• Caution message on right part with star indicates second failures is due to box primary failure.

Emergency Procedures

• On the PFD's attitude indicator the aircraft could be drifting.
• Displaying a 360-degree image w/ VOR in the FO ND can be achieved when using the EFIS control panel, by setting the ND MODE selector to ROSE VOR.
• With the flaps lever set to 1, the PFD speed scale indications read red band indicating the flap limiting speed, and a green 'S' representing the minimum speed to set FLAPS 0.
• Once the flaps lever is set to FULL, the PFD speed scale indications will read 130 knots for the selected VAPP.
• Aircraft with vertical speed indicator is descending at x ft/min and the top of the brown ribbon is the radio altitude.
• Given heading indications, current track is 080 when checking the location/direction/heading of an aircraft (ex PFD/MFD).
• The magenta dagger represents the ILS course shown on the PFD to determine the heading of another aircraft.
• Using the CAPT EFIS CONTROL PANEL and ILS indications this screen refers to ND panel of Capt. The location where the autopilot disengages from the ground is when the green dashes refer to a specific flight condition, is when the direct law is active.
• During push back and engine start, the "NW STRG DISC" memo indicates the the NW STRG disconnect mechanism has failed.
• The statement which is true after an L/G GRAVITY EXTENSION green hydraulic issue gears down and locked gear doors are kept open.

Glass Cockpit – EFIS

• You have to use EXT LT panel and after locating it and the indication and lights on, RWY TURN OFF and LAND lights are on (exterior).
• With indication, strobes, beacons, NAV 1's and landing logo are the main active ones.
• Given ADIRS system there is no Amber light staying on for too long - It normal behaviour. While carrying out NAV ACCUR check discrepancies of raw data and FMGS data needs.

Flight Management System – FMS

• Doors indication with crew supply/passenger control oxygen masks have been activated through a remote operation.
• An indication while at the gate and according to the signs on OXY/door are open is when wing edges disarmed.
• If prepared to perform a take-off without temperature on hand, determine temperature needed with lever configuration used.
• A Flex Takeoff operation with thrust leavers configuration and FLEX/MCT determines if/when A/THR is needed.
• As soon for Thrust levers configurations, (moving toward and back) A/THR becomes active, the lever gets automatically configured again to make action done (manual action/feedback used).
• Thrust levers setting, reverse idle position: the amber REV markings means the reversers are unlocked.
• During engine 2 manual start, that IGN both A and B is together used is not a normal start as another ignition alternative may be taken in consideration.
• If the Amber fault light to display has an automatic start abort (automatic state) that states there is HP in the situation, therefore the command position is disagreed on.
• The FADEC states does no response/ or can’t have the need to take corrective measures (passive state/ monitoring state).
• Fuel flow Start is the main function that is taken over by FADEC (full-state or complete state).
• Using Barcelona LEBL operations for departure (one hour before takeoff run) to check max take off weight during decrease of temperature will result with greater take-off weight.
• Check of thrust configuration to TOGA versus FLEX will show speeds increase during cockpit preparation.
• Before adding all Reversers used in the Barcelona Ops, the load destination has to be determined.