Avionics Systems Quiz

When the landing gear is retracted, the NOSE and LANDING lights automatically switch off.

Pushbutton switches are color-coded to indicate their function. RED indicates immediate action, WHITE indicates temporary operation, GREEN indicates normal operation, and 2 Dots mean the part of the switch is 'not used'.

In case of a cabin pressure controller failure, an automatic transfer to the other controller occurs.

The Inlet and Extract Valves can be open during flight to regulate the flow of air in the avionics system.

When the FLO controller is switched to LO, the actual pack flow can be NORM or HI, depending on whether a single pack is operating.

The pressurization system has 2 Cabin Pressure Controllers, 1 Outflow Valve with 2 auto motors and 1 manual motor.

When the A/THR is displayed in blue on the FMA, it indicates that the A/THR is active and the actual thrust is limited by the TLA, while white indicates the A/THR is active but the actual thrust is always less than the TLA.

The APU (Auxiliary Power Unit) is a small jet engine that provides power to the aircraft on the ground and in some cases, during flight. It also provides bleed air for various systems like cabin pressurization and anti-icing.

The APU Intake Flap controls the flow of air into the APU by opening and closing. It opens to allow air to enter the APU and closes to shut off the air supply.

Selecting the 'ON' position on the APU MASTER switch initiates the APU start sequence. The APU Fuel Pump and the APU Intake Flap open to begin the start process.

When the APU MASTER switch is selected to ON, the APU Intake Flap opens first. Once the flap is fully open, the starter motor engages and attempts to start the APU. The starter motor engages immediately after the flap is fully open, not as soon as the switch is turned ON.

The CABIN CALLS EMER pushbutton switch is used to trigger an emergency call for assistance in the cabin. It activates a series of three HI/LO chimes and illuminates pink lights at the cabin area call panels to alert the crew.

If AC BUS 1 fails, the AC ESS (Essential) bus can be powered from AC BUS 2. It can't be powered by the APU or the emergency generator in this scenario.

Selecting the GEN 1 LINE switch to OFF on the EMER ELECT PWR panel de-energizes GEN 1 by opening the GEN 1 line contactor. It does not directly power the fuel pump or transfer its operation to the AC ESS bus.

Cabin signs and lighting illuminate when the cabin altitude exceeds approximately 11,000 feet. This occurs regardless of the position of the SEAT BELTS and NO SMOKING switches.

A fire warning is triggered when Loops A and B fail within 7 seconds of each other, regardless of whether it's an engine or the APU. The failure of a single loop does not trigger an alarm.

In Normal Law Configuration 0, the pitch limits are +30° (+25° at low speeds) and -15°. The roll limit is 67°.

During alpha protection, the sidestick movement between neutral and fully aft controls the angle of attack (alpha).

In ALTERNATE LAW, the indications on the speed scale change; the VLS (Visual Landing Speed) is replaced by a VSTALL WARNING. This change indicates that the aircraft is no longer protected from stalling. Alpha protection is also replaced by the VSTALL WARNING. It's important to remember that stalling is possible in ALTERNATE LAW.

If SFCC 1 (Slats and Flaps Control Computer) fails completely, the slats will be inoperative. The flaps will continue to operate at half speed and will be locked by the Wing Tip Brake until maintenance action is taken.

If asymmetrical flap travel occurs after selecting FLAPS 2 during flight, the Pressure Off Brakes will be applied to prevent further flap movement. The flaps will be locked in position by the Wing Tip Brake until maintenance action.

If a spoiler fails, the system compensates by inhibiting the symmetrical spoiler on the other wing. ELAC (Electronic Lateral Acceleration Control) turn co-ordination commands, F.A.C. commands, and automatic rudder trim are not used to compensate for the failure.

On an approach to land, at 100 feet, alpha floor is inhibited and the pitch trim is frozen. This causes the aircraft to pitch down. At 50 feet, the Flare Mode commences.

The minimum amount of fuel required to reach the destination alternate airport after a 30-minute holding pattern at 1500 feet above ground level (AGL) in clean configuration.

The maximum runway length usable for landing with an abnormal landing is 80% of the available runway length.

The ratio between VS1G and V2 is approximately 1.13.

The Maximum Take Off Weight (MTOW) is determined by the lower value between the certified limit takeoff weight and the performance limited takeoff weight.

The allowed traffic load with the given information in the loadsheet is 19000 kg.

The index correction for 15 passengers in cabin section C is -10.

The index effect of 3000 kg in CPT 4 is +5.

The correction for passengers in CO is NIL (no correction required).

The ground electrical power receptacle is located in the nose section, forward of the nose gear bay.

The maximum refueling pressure is 50 psi.

The APU oil filling point is located at the rear of the fuselage.

The refueling/defueling panel is located on the underside of the fuselage, forward of the nose gear.

The maximum allowable acceleration during flight, with the aircraft in a clean configuration, is -1g to +2.5g.

The maximum allowable acceleration during flight, with the aircraft in a clean configuration but with slats extended, is -1g to +2.5g.

In case of loss of braking, maintain brake pressure, ensure A/SKID and NWS steering are off, and use brakes with care, keeping the pressure below 1000 psi.

In an emergency descent, immediately put on crew oxygen masks, descend with autopilot engaged, select a lower altitude, adjust speed/Mach, and use speedbrakes.

The maximum allowable acceleration during flight, with the aircraft in a clean configuration, with flaps extended, is -1g to +2g.

Following a TCAS 'CLIMB' message, immediately turn off the autopilot and flight director (FDs), select vertical speed (V/S) to the green band, and engage TOGA power.

The maximum allowable acceleration during flight, with the aircraft with both slats and flaps extended, is 0g to +2.5g.

The maximum speed at which the starter can engage the engine is 20% N1.

The SRS (Flight Management System) indication changes from "SRS" to "CLB" (Climb) when the aircraft reaches a certain altitude.

The minimum speed required to use full reverse thrust is 60 knots.

The ECAM (Electronic Centralized Aircraft Monitor) will show the "REFUELG" message when the refuelling process is initiated and the re-fuelling control panel door is opened.

The maximum speed for operating the aircraft with FLAP 3 is 185 knots.

When the first inner tank level reaches 750 kg, the transfer valve on the associated wing will open, allowing fuel to transfer from the inner tanks to the centre tank.

With all tanks full and the MODE selector set to AUTO, the centre tank pumps will stop when the slats are extended.

The maximum allowed cabin pressure differential is positive 8.6 psi and negative 1.2 psi.

The cabin differential pressure must be at or below 1 psi for the Ram Air Valve to open.

The PTU (Power Transfer Unit) is used as a backup hydraulic system. It operates if the Green or Yellow hydraulic system pressure falls below 2600 PSI.

The maximum continuous load that each generator can handle is 75%.

After a hydraulic pump overheats and shuts down, the FAULT light on the overhead panel will remain illuminated until maintenance action is taken.

The Green and Yellow hydraulic systems have fluid shutoff valves operated by switches on the OHP (Overhead Panel). These valves allow isolation of the systems in case of a PTU failure.

In the MEL, if the Remarks or Exceptions column has a (0), this means the aircraft may be flown back to base for rectification.

"Icing conditions" are defined as: Before Takeoff: OAT (Outside Air Temperature) of 10°C or below, visible moisture, and visibility less than a mile. In Flight: TAT (Total Air Temperature) of 10°C down to SAT (Static Air Temperature) minus 30°C.

The maximum allowable tailwind for takeoff is 15 or 20 knots, but always refer to the FCOM (Flight Crew Operating Manual).

If the W.A.I. (Wing Anti-Ice) switch is left ON after a ground test, the anti-ice valves will close automatically after a 30-second test cycle.

The landing gear can be extended at a maximum altitude of 2500 feet.

You can do 4 consecutive start cycles, with each cycle lasting a maximum of 2 minutes and a pause of 20 seconds between each attempt.

If electrical control to the Wing Anti-Ice and Engine Anti-Ice is lost, the default situation is both systems will be OFF.

The autobrake system is triggered by the weight of the aircraft on the wheels after landing.

Following a Gravity Extension of the landing gear on a fully serviceable aircraft, braking will remain normal, but nosewheel steering will be lost.

With the aircraft on the ground, the gear lever can be selected up, but retraction is inhibited by the shock absorber being compressed.

A red UNLK light on the Landing Gear Indicator Panel indicates that the associated gear leg is not locked in the selected position.

RMP No. 1 can tune any radio communication equipment and any on-side radio navigation receivers.

The ADIRS displays attitude information when the IR Mode rotary selector is set to ATT, providing independent attitude indications.

The FADEC system becomes self-powered when the engine N1 exceeds 5%, meaning it's active during engine operation.

Igniters are automatically activated for takeoff when the aircraft's weight leaves the wheels.

The ATHR (Auto Throttle) system is armed on selection of TOGA or FLX power, ready to take over throttle control during takeoff.

The engine master switch should be selected ON during a manual start when the IGN A & B lights appear on the engine display, indicating both igniters are ready.

The illuminated FAULT light on the engine panel indicates a fault in the engine fire detection system, requiring immediate investigation.

The FUEL USED indication on the SD is reset to zero when the associated engine master switch is selected OFF, regardless of whether the aircraft is on the ground or in the air.

The maximum permissible EGT is 1000 degrees Celsius. If this limit is exceeded, a red mark will appear, requiring immediate action to avoid engine damage.

During an auto start, the loss of the N2 grey background signals the end of the start sequence, indicating the engine has reached a stable operating condition.

Passenger oxygen supply lasts for 15 minutes after the mask is pulled towards the passenger seat, providing an adequate timeframe for descent and emergency procedures.

The Autopilot will disconnect if the bank angle exceeds 45 degrees or if the speed reaches Alpha Prot + 1 degree, ensuring safety during flight.

The “ILS APPR” display on the ND indicates that the aircraft has captured the ILS localizer and glide slope, signifying a successful ILS approach.

The illuminated FIRE light on the pedestal indicates a fault in the fire detection system, requiring immediate investigation and potential shutdown of the affected engine.

The maximum tyre speed is 200 knots, exceeding this limit can lead to tyre failure.

The maximum wind speed for passenger door operation is 65 knots, exceeding this limit can compromise safety during door operation.

When a "WINDSHEAR" warning occurs, apply TOGA power and follow the Flight Director's pitch guidance. Maintain the aircraft's current gear and flap configuration.

The lower ECAM Display Unit (DU) can display system information by pressing and holding the corresponding ECAM Control Panel push-button switch.

The 'LDG INHIBIT' message appears in magenta on the E/WD memo when the landing gear is selected down.

Pressing the ECAM control panel RCL push-button switch for more than 3 seconds will recall any message in CANCELLED CAUTIONS.

If the ELECTRICS page appears automatically with no other caution or warning, a PRIMARY failure has occurred.

The STATUS page always displays permanent data, including the Gross Weight.

Primary failures are identified by a star (*) against them on the ECAM.

When the gear is selected down on the approach, the STS page appears on the LOWER ECAM display if there is a malfunction showing on the STS page.

The Selected speed is represented by a Magenta speed bug on the PFD.

During an approach, in managed speed, the speed bug may go higher than VAPP indicated on the MCDU PERF page due to a sudden tailwind component.

The FMA (lateral) will immediately show G/A TRK (The actual track at the time of selecting TOGA power) in the event of a Go-Around.

ALPHA FLOOR is available at all times in flight, regardless of whether the ATHR is on or off.

To increase your rate of descent during a managed descent, push the altitude knob on the FCU.

The "LAND" FMA engages at 400' RA, and to leave this mode before FLARE is annunciated, you must select a HDG or V/S on the FCU.

With FLAPS and SLATS retracted and ATHR ON, selecting a speed of 100 kts will make the aircraft fly at the Alpha Prot speed.