Airbus A320 Technical Knowledge Reviewer - PDF

AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY AIR CONDITIONING - PRESSURIZATION 1. HOT AIR "FAULT" LIGHT ILLUMINATES ON THE AIR CONDITIONING PANEL: A. THE HOT AIR PRESS REG. VALVE OPENS AND THE TRIM AIR VALVES CLOSE B. THE HOT AIR...

AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY AIR CONDITIONING - PRESSURIZATION 1. HOT AIR "FAULT" LIGHT ILLUMINATES ON THE AIR CONDITIONING PANEL: A. THE HOT AIR PRESS REG. VALVE OPENS AND THE TRIM AIR VALVES CLOSE B. THE HOT AIR PRESS REG. VALVE CLOSES AND THE TRIM AIR VALVES OPEN C. THE HOT AIR PRESS REG. VALVE CLOSES AND THE TRIM AIR VALVES CLOSE 2. IN CASE OF ZONE CONTROLLER PRIMARY AND SECONDARY CHANNEL FAILURE, WHAT TEMPERATURES ARE MAINTAINED BY PACK 1 AND 2? A. 15 DEGREES CELSIUS BOTH B. 25 DEGREES CELSIUS BOTH C. 20 DEGREES CELSIUS PACK 1 - 10 DEGREES CELSIUS PACK 2 D. 24 DEGREES CELSIUS PACK 1 - 15 DEGREES CELSIUS PACK 2 3. DURING NORMAL FLIGHT, THE AVIONICS VENTILATION SYSTEM CONTROLS THE TEMPERATURE OF THE COOLING AIR BY: A. ADDING AIR CONDITIONED AIR TO THE FLOW B. EXTRACTING AIR OVER BOARD C. ADDING AVIONICS BAY AIR D. PASSING AIR THROUGH A SKIN HEAT EXCHANGER 4 THE RAM AIR SWITCH SHOULD BE USED: 4. A. AT ANY TIME B. ONLY WHEN DIFF PRESS IS LESS THAN 1 PSI C. WHEN PRESS IS GREATER THAN 1 PSI DIFF D. ONLY AFTER OUTFLOW VALVE IS FULLY OPENED 5. PACK CONTROLLERS, PRIMARY CHANNEL FAILURE: A. THE SECONDARY COMPUTER OPERATES AS A BACK UP MODE AND REGULATION IS NOT OPTIMIZED B. THE SECONDARY COMPUTER TAKES OVER C. PACK IS LOST 6. PACK CONTROLLERS, SECONDARY CHANNEL FAILURE: A. NO EFFECT ON PACK REGULATION BACK UP MODE IS LOST B. PACK IS LOST C. NO EFFECT 7. PACKS CONTROLLERS, PRIMARY AND SECONDARY CHANNELS FAILURE: A. PACK OUTLET TEMPERATURE IS CONTROLLED AT 15 DEGREES CELSIUS BY THE ANTI-ICE VALVE B. THE PACK IS CLOSED DATE : AUGUST 2005 Page 1 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 8. HOT AIR PRESS REG VALVE FAILED OPEN: A. OPTIMISED REGULATION IS LOST B. THE TEMPERATURE STAYS AT THE VALVE SELECTED WHEN THE FAILURE OCCURS C. NO EFFECT 9. BLEED AIR SUPPLIED FROM THE APU (APU BLEED VALVE OPEN) THE PACK FLOW IS AUTOMATICALLY SELECTED: A. HIGH B. NORMAL C. LOW 10. TRIM AIR VALVE, EACH ONE OPTIMIZES THE TEMPERATURE BY: A. ADDING HOT AIR B. ADDING FRESH AIR C. MODULATION OF PACK FLOW 11. HOT AIR PRESSURE REGULATING VALVE: A. REGULATES THE PRESSURE OF HOT AIR TAPPED UPSTREAM OF THE PACKS B. IS SPRINGLOADED OPEN IN THE ABSENCE OF AIR C. OPENS AUTOMATICALLY IN CASE OF DUCT OVERHEAT 12. PACK FLOW CONTROL VALVE: A. PNEUMATICALLY OPERATED AND ELECTRICALLY CONTROLLED B. ELECTRICALLY OPERATED AND PNEUMATICALLY CONTROLLED C. OPENS AUTOMATICALLY DURING ENGINE STARTING 13. THE TEMPERATURE SELECTORS ARE LOCATED IN: A. THE COCKPIT B. THE CABIN C. BOTH 14. PACK FLOW MAY BE SELECTED FROM: A. THE COCKPIT B. THE CABIN C. BOTH 15. ENGINE FLOW DEMAND, WHEN THE HEATING OR COOLING DEMAND IN ONE ZONE CANNOT BE SATISFIED: A. THE MANIMUM IDLE MUST BE INCREASED MANUALLY B. THE MINIMUM IDLE IS INCREASED AUTOMATICALLY C. IN ANY CASE, FLIGHT IDLE IS SUFFICIENT DATE : AUGUST 2005 Page 2 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 16. WHAT IS THE MAX NORM CAB ALT: A. 8000' B. 9550' + 350' C. 14000' 17. WHAT IS THE MAX NEGATIVE DIFFERENTIAL PRESSURE FOR THE CABIN: A. 0 PSI B. 1 PSI C. 2 PSI 18. IS IT POSSIBLE TO USE SIMULTANEOUSLY PACKS AND LP GROUND UNIT DURING LONG STOPS IN A HOT AIRFIELD: A. YES B. NO C. YES, IF EXTERNAL TEMPERATURE IS >50' 19. TRIM AIR VALVES ARE MODULATED BY: A. THE ZONE CONTROLLER B. ANTI-ICE VALVE C. HOT AIR PRESSURE REGULATING VALVE 20. THE MIXING UNIT IS CONNECTED TO: A. PACKS, CABIN AIR, EMERGENCY RAM AIR INLET AND LP GROUND CONNECTOR B. PACKS, EMERGENCY RAM AIR INLET AND LP GROUND CONNECTOR C. PACKS AND CABIN AIR 21. ONCE SET TO "ON" THE AIR CONDITIONING PACKS OPERATE: A. AUTOMATICALLY AND INDEPENDENTLY OF EACH OTHER B. NORMALLY AND INDEPENDENTLY OF EACH OTHER C. AUTOMATICALLY, PACK 1 AS A MASTER, PACK 2 AS A SLAVE 22. EMERGENCY RAM AIR INLET, WHEN SET TO "ON" THE RAM AIR VALVE WILL OPEN: A. IN ANY CASE B. PROVIDED DITCHING IS NOT SELECTED C. P < 1 PSI AND DITCHING NOT SELECTED 23. COND ZONE REGULATOR FAULT (PRIMARY CHANNEL FAILED): A. CABIN ZONE AT FIXED TEMP (24 DEGREES CELSIUS) B. PACKS AT FIXED TEMP (15 DEGREES CELSIUS) C. SECONDARY CHANNEL REPLACES PRIMARY CHANNEL 24. CONDITIONED AIR IS DISTRIBUTED TO: A. COCKPIT, CARGO BAYS, AND CABIN B. COCKPIT, FORWARD AND AFT CABINS C. COCKPIT, AVIONICS BAY, CABIN DATE : AUGUST 2005 Page 3 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 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 DATE : AUGUST 2005 Page 4 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 33. IN CASEOF TOTAL ZONE CONTROLLER FAILURE: A. HOT AIR AND TRIM AIR VALVES OPEN AND PACKS DELIVER AIR AT FIXED TEMPERATURE - 15 DEGREES CELSIUS PACK 1, 10 DEGREES CELSIUS PACK 2 B. HOT AIR AND TRIM AIR VALVES CLOSE AND PACKS DELIVER AIR AT FIXED TEMPERATURE - 15 DEGREES CELSIUS PACK 1, 10 DEGREES CELSIUS PACK 2 C. HOT AIR AND TRIM AIR VALVES CLOSE AND PACKS DELIVER AIR AT FIXED TEMPERATURE - 20 DEGREES CELSIUS PACK 1, 10 DEGREES CELSIUS PACK 2 34. DURING LANDING RUN PACK AIR FLAPS OPEN WHEN SPEED IS LESS THAN: A. 77 KTS (AFTER 30 SEC DELAY) B. 70 KTS (AFTER 3 MINUTES) C. 70 KTS (AFTER 20 SEC DELAY) 35. WHEN APU IS SUPPLYING THE PACKS, THE PACK CONTROLLER SENDS A DEMAND SIGNAL TO INCREASE AIR FLOW WHEN A ZONE TEMPERATURE CANNOT BE SATISFIED: A. TO THE PACK RAM AIR INLET FLAP B. TO THE APU ECB C. PACK FLOW CONTROL VALVE 36. THE DITCHING SWITCH WHEN SELECTED ON SENDS A CLOSURE SIGNAL TO: A. OUTFLOW VALVE B. RAM AIR INLET AND VENTILATION EXTRACT VALVES C. THE PACK FLOW CONTROL VALVES D. ALL OF THE ABOVE 37. IN FLIGHT, WITH PRESS CONTROLLER 1 IN USE, IF IT FAILS: A. YOU HAVE TO USE THE MANUAL CONTROL B. TRANSFERS AUTOMATICALLY TO CONTROLLER 2 C. YOU HAVE TO SELECT MANUALLY CONTROLLER 2 D. YOU HAVE TO SET THE LANDING ELEVATION 38. IN NORMAL OPERATION, PRESSURIZATION IS: A. FULLY AUTOMATIC B. MANUALLY CONTROLLED C. BOTH A AND B 39. THE OUTFLOW VALVE IS POWERED BY: A. ONE OF TWO ELECTRIC MOTORS B. ONE OF THREE ELECTRIC MOTORS C. THREE MECHANICALLY LINKED ELECTRIC MOTORS 40. DURING GROUND FUNCTION OPERATION, THE OUTFLOW VALVE IS: A. FULLY OPEN B. FULLY CLOSED C. POSITIONED ACCORDING TO FMGS DEMANDS DATE : AUGUST 2005 Page 5 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 41. TO SEE THE POSITION OF THE OUTFLOW VALVE IT IS NECESSARY TO CALL ECAM: A. COND PAGE B. BLEED PAGE C. PRESS PAGE 42. TWO IDENTICAL, INDEPENDENT, AUTOMATIC DIGITAL PRESSURIZATION CONTROLLERS ARE USED FOR SYSTEM CONTROL: A. ONE CONTROLLER ACTIVE, ONE IN STANDBY B. BOTH CONTROLLERS MONITORED BY FMGC C. NO CONTROLLER FOR CLIMB PHASE AND N2 CONTROLLER IN CRUISE AND DESCENT 43. WHICH CONTROLLER GENERATES EXCESS CABIN ALTITUDE AND PRESSURE OUTPUTS FOR ECAM INDICATION IN MANUAL MODE: A. BOTH B. N1 C. N2 44. WHEN RAM AIR PB SET TO ON THE OUTFLOW VALVE WILL FULLY OPEN WHEN: A. > 1.5 PSI B < 3 PSI B. C. < 1 PSI 45. THE PURPOSE OF THE SAFETY VALVES IS TO AVOID: A. EXCESSIVE POSITIVE PRESSURE DIFFERENTIAL B. EXCESSIVE NEGATIVE DIFFERENTIAL C. BOTH A AND B ABOVE 46. THE SAFETY VALVES ARE OPERATED: A. ELECTRICALLY B. HYDRAULICALLY C. PNEUMATICALLY 47. WHEN LANDING ELEVATION IS SET TO AUTO, THE LANDING ELEVATION IS SENT TO THE CONTROLLER FROM: A. FMGS B. FCU C. ADIRS 48. WHEN MODE SEL IS SET TO MANUAL, THE OUTFLOW VALVE IS CONTROLLED BY SIGNALS SENT VIA CONTROLLER 1 OR 2: A. TRUE B. FALSE DATE : AUGUST 2005 Page 6 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 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 B. 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 DATE : AUGUST 2005 Page 7 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY AUXILIARY POWER UNIT 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 B. 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% DATE : AUGUST 2005 Page 8 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 64. APU EGT INDICATION BECOMES RED ON ECAM SD, WHEN: A. EGT > 715 DEGREES CELSIUS (APU RUNNING) B. EGT > 1038 DEGREES CELSIUS (APU RUNNING) C. EGT > 711 DEGREES CELSIUS (APU RUNNING) OR EGT >1038 DEGREES CELSIUS (DURING APU START) 65. ON GROUND, APU PROVIDES: A. ELEC POWER + HYDRAULIC POWER B. ELEC POWER + BLEED AIR 66. AIR BLEED EXTRACTION FOR WING ANTI-ICE: A. IS PERMITTED B. IS NOT PERMITTED 67. CAN YOU START THE APU USING THE A/C BATTERIES: A. YES B. NO 68. THE APU IS SUPPLIED FROM THE: A. LEFT FUEL FEED LINE B. RIGHT FUEL FEED LINE 69. IF AIR BLEED WAS USED, AFTER A MANUAL SHUT-DOWN SEQUENCE THE APU: A. STOPS IMMEDIATELY B. KEEPS RUNNING FOR FOUR MINUTES C. KEEPS RUNNING BETWEEN 60 SEC AND 120 SEC MAX 70. AVAIL LIGHT ILLUMINATES ON START PB WHEN: A. EXTERNAL POWER IS DISCONNECTED B. APU N REACHES 95% C. APU ELECTRIC POWER IS USED 71. THE APU HAS ITS OWN LUBRICATION SYSTEM: A. YES B. NO 72. WHAT DETERMINES THE APU SPEED IN ACCORDANCE WITH AIR BLEED DEMAND: A. ELECTRONIC CONTROL BOX B. AIR CONDITIONING SYSTEM C. AIR INTAKE SYSTEM DATE : AUGUST 2005 Page 9 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 73. BESIDES THE MASTER SWITCH ON THE COCKPIT APU PANEL, APU SHUTDOWN IS POSSIBLE BY: A. SWITCHING OFF THE LEFT FUEL PUMPS B. PUSHING THE APU FIRE PUSHBUTTON C. PRESSING APU SHUTOFF PUSHBUTTON ON EXTERNAL INTERPHONE PANEL D. EITHER B OR C 74. THE SUPPLY OF ELECTRICAL POWER HAS PRIORITY OVER BLEED AIR SUPPLY: A. NO B. YES C. SOMETIMES 75. MASTER SWITCH ON, THE: A. APU STARTS B. ECB IS ELECTRICALLY SUPPLIED C. AIR INTAKE FLAP CLOSES COMMUNICATIONS 76 IF RMP 2 FAILS: 76. A. THE WHOLE SYSTEM IS INOPERATIVE B. VHF2 AND HF2 FREQUENCIES CANNOT BE CONTROLLED C. ALL COM SYSTEMS CAN BE CONTROLLED BY ANY OTHER RMP D. ONLY VHF2 FREQUENCIES CANNOT BE CONTROLLED 77. IN NORMAL OPERATION, RMP1 IS DEDICATED TO: A. HF1 AND HF2 B. VHF1 C. VHF2 D. HF1 78. IF YOU SELECT VHF2 ON RMP1, THE SEL LIGHT ILLUMINATES ON: A. RMP1 AND RMP2 B. RMP1, RMP2 AND RMP3 C. RMP1 ONLY D. RMP2 ONLY 79. TO ACTIVATE THE VOICE RECORDER BEFORE ENGINE START YOU HAVE TO PRESS: A. THE CVR ERASE PB B. THE GROUND CONTROL PB C. THE CVR TEST PB 80. YOU PUSH MECH TRANSMISSION KEY ON THE ACP PANEL: A. YOU CAN SPEAK TO GROUND MECH THROUGH THE HANDSET B. YOU CAN SPEAK TO GROUND MECH VIA ACP INT P/B DATE : AUGUST 2005 Page 10 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY C. YOU ARE ON LINE WITH GROUND MECH VIA ACP CAB P/B 81. YOU WANT TO ERASE THE CVR RECORDING: A. YOU PUSH THE ERASE P/B ONE TIME B. YOU PUSH THE ERASE P/B FOR 2 SECONDS IN FLIGHT C. YOU PUSH THE ERASE P/B MORE THAN 2 SECONDS AND CHECK THE PARKING BRAKE ON 82. INTERPHONE SYSTEM PERMITS YOU TO SPEAK TO: A. THE CABIN ATTENDANTS B. ALL OCCUPANTS IN THE COCKPIT C. THE MECHANIC ON THE GROUND D. ALL THE ABOVE 83. CAN YOU OBTAIN A "A M" GREEN LIGHT ON RMP2: A. YES B. NO 84. HOW DO YOU RECEIVE ATIS INFORMATION USING THE VOR? A SELECTING ON VOICE PUSHBUTTON ON THE ACP AND VOR RECEPTION KNOB A. B. SELECTING VOICE PUSHBUTTON ONLY 85. HOW DO YOU CANCEL ON VOICE GREEN LIGHT? A. BY DEPRESSING AGAIN THE ON VOICE PUSHBUTTON B. BY DEPRESSING THE VOR RECEPTION PUSHBUTTON C. BOTH 86. WHAT IS THE FUNCTION OF THE RESET PUSHBUTTON ON THE ACP? A. TO RESTART SYSTEM OPERATION B. TO CANCEL THE PREVIOUS SELECTIONS C. TO CANCEL ANY LIGHTED CALLS 87. WHEN USING THE OXY MASK OR BOOM HEADSET, IF THE INT/RAD KEY IS SET TO INT, WILL INTERPHONE BACKGROUND NOISE BE HEARD WHEN USING THE SIDESTICK PTT FOR RADIO TRANSMISSIONS? A. YES B. NO 88. YOU MAKE A STBY/NAV SELECTION ON A PEDESTAL RMP. CAN YOU CONFIRM THAT SELECTION ON MCDU-RAD/NAV PAGE: A. YES B. NO 89. IS STBY/NAV TUNING POSSIBLE ON RMP-3: DATE : AUGUST 2005 Page 11 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY A. YES B. NO 90. CAN YOU HEAR THE BEACON IDENTIFICATION SELECTED THROUGH THE STBY/NAV: A. YES, BY PRESSING CORRESPONDING RECEPTION KNOB B. YES, BY PRESSING A LSK ON THE MCDU 91. CAN YOU HEAR THE VOICE RECORDER TEST SIGNAL THROUGH THE COCKPIT LOUDSPEAKERS, WITH THE PARKING BRAKE RELEASED: A. YES B. NO 92. YOU RECEIVE A SELCAL ON VHF 2, WHAT HAPPENS ON YOUR ACP? A. AMBER SIGN CALL FLASHES ON VHF 2 KEY B. THREE GREEN BARS COME ON C. WHITE SELCAL APPEARS ON VHF 2 P/B AND VHF 2 RECEPTION SELECTOR ILLUMINATES WHITE 93. CAN YOU SPEAK ON VHF AND THE PA AT THE SAME TIME: A NEVER A. B. YES BY PRESSING RAD TOGGLE SW AND PA KEY C. YES BY USING STICK PTT COMMAND AND PA KEY 94. WHEN YOU SELECT CAPT 3 ON THE AUDIO SWITCHING PANEL: A. THE CAPTAIN USES HEADSET OF 3 RD OCCUPANT B. 3RD OCCUPANT USES CAPTAIN EQUIPMENT C. THE CAPTAIN USES HIS ACOUSTIC EQUIPMENT AND THE 3RD OCCUPANT ACP 95. CAN YOU SELECT VOR 2 FREQUENCY WITH RMP 1? A. YES B. NO 96. IF VHF 1 IS SELECTED ON RMP 2, SEL LIGHT ILLUMINATES WHITE: A. ON RMP 2 B. ON RMP 1 C. ON RMP 1 AND 2 97. IF RMP 1 FAILS THE CREW CAN ONLY USE RMP 2: A. BY SWITCHING OFF RMP 1, THEN USING RMP 2 B. BY USING OVERHEAD PANEL AUDIO SWITCHING : CAPT 3 98. IN CASE OF DUAL FMGC FAILURE, SELECTION OF RADIO NAVIGATION FREQUENCIES IS POSSIBLE WITH: A. RMP 1 ONLY B. RMP 1 AND 2 ONLY DATE : AUGUST 2005 Page 12 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY C. RMP 1, 2 AND 3 99. FOR COMMUNICATION WITH GROUND MECHANIC AT THE ENGINE NACELLE THE CREW MUST USE THE FOLLOWING AUDIO SYSTEM SELECTION: A. MECH + INT B. ATT + CAB C. ANY OF THE ABOVE 100. COCKPIT VOICE RECORDER IS ENERGIZED, ON GROUND AS SOON AS AIRCRAFT ELECTRICAL NETWORK IS SUPPLIED BUT ONLY FOR 5 MINUTES. IT STARTS AGAIN AS SOON AS: A. GND CTL IS ON B. ONE ENGINE IS RUNNING C. A OR B 101. IF AN RMP FAILS, THE SELECTED RECEIVER IS NO LONGER CONTROLLED BY THIS RMP AND FREQUENCIES AND BARS DISAPPEAR FROM THIS RMP: A. YES B. NO 102. WHAT IS THE MAIN PURPOSE OF THE RMP: A A. TO SELECT RADIO FREQUENCIES B. TO SELECT NAV AIDS WHEN THE MCDU HAS FAILED C. BOTH 103. CAN YOU USE SERVICE INTERPHONE SYSTEM IN FLIGHT? A. YES B. NO 104. IF ATC MODE SELECTOR AT AUTO: A. SELECTED ATC OPERATES ONLY IN FLIGHT B. SELECTED ATC OPERATES WHEN FLEX OR TOGA POWER IS SELECTED FOR T/O C. SELECTED ATC OPERATES AS SOON AS ONE ENGINE IS RUNNING 105. ON ATC CONTROL PANEL, THE FAULT LIGHT COMES ON IF: A. SELECTED TRANSPONDER FAILS B. SYSTEM 1 OR 2 HAS FAILED 106. ON RMP, THE ON/OFF SWITCH CONTROLS: A. THE POWER SUPPLY TO THE RMP B. ONLY THE STBY NAV FUNCTION OF RMP C. ONLY THE COM FUNCTION OF RMP 107. STBY NAV HAS BEEN SELECTED BY THE USE OF NAV KEY: A. VHF FUNCTION IS LOST ON THIS RMP B. VHF IS STILL AVAILABLE BUT ONLY THE LAST FREQUENCY SELECTED CAN BE USED DATE : AUGUST 2005 Page 13 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY C. NAV KEY HAS NO EFFECT ON RADIO COM FREQUENCY SELECTION ELECTRICAL SYSTEM 108. IN NORMAL CONFIGURATION, HOW IS DC ESS BUS SUPPLIED? A. FROM TR1 B. FROM ESS TR C. FROM TR2 D. FROM BAT 2 109. WHAT HAPPENS IN CASE OF TOTAL LOSS OF MAIN GENERATORS? A. THE RAT IS AUTOMATICALLY EXTENDED AND POWERS THE YELLOW SYSTEM WHICH DRIVES THE EMERGENCY GENERATOR B. THE RAT IS AUTOMATICALLY EXTENDED AND POWERS THE BLUE SYSTEM WHICH DRIVES THE EMERGENCY GENERATOR C. THE RAT HAS TO BE MANUALLY EXTENDED D. THE RAT IS EXTENDED AND MECHANICALLY CONNECTED TO THE EMERGENCY GENERATOR 110. AC ESS BUS IS NORMALLY SUPPLIED BY: A. AC BUS 1 B. AC BUS 2 C. EMERGENCY GENERATOR D. STATIC INVERTER 111. DC BAT BUS CAN BE SUPPLIED BY: A. DC BUS 1 OR BATTERIES B. DC BUS 1, DC BUS 2 OR BATTERIES C. DC BUS 2 OR BATTERIES 112. AC BUS TIE CONTACTORS ENABLE THE ELECTRICAL SYSTEM: A. TO BE CONNECTED IN PARALLEL B. TO BE SUPPLIED BY ANY GENERATOR OR EXTERNAL POWER C. TO BE SUPPLIED BY APU GEN OR EXT PWR ONLY 113. WHAT HAPPENS DURING THE EMER GEN TEST? A. THE RAM AIR TURBINE (RAT) IS EXTENDED B. THE BLUE SYSTEM IS PRESSURIZED AND THE EMERGENCY GENERATOR COMES ON LINE C. THE GREEN SYSTEM IS PRESSURIZED AND THE EMERGENCY GENERATOR COMES ON LINE, SUPPLIED BY HOT BUS 2 114. NORMAL MINIMUM BATTERY VOLTAGE BEFORE APU START IS: DATE : AUGUST 2005 Page 14 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY A. 22 V B. 25 V C. 27.5 V D. NO MINIMUM 115. WHEN DISCONNECTING THE IDG, THE BUTTON SHOULD BE PRESSED: A. FOR NO MORE THAN 3 SECS B. FOR LONGER THAN 3 SECS C. UNTIL FAULT LIGHT GOES OUT D. FOR NO MORE THAN 5 SECS 116. ON THE EMER ELEC PWR PANEL, A FAULT LIGHT ILLUMINATES UNDER THE "RAT AND EMER GEN" LABEL. WHAT DOES IT MEAN? A. RAT IS NOT EXTENDED B. EMERGENCY GENERATOR IS NOT SUPPLYING WHEN AC BUS 1 AND 2 ARE NOT POWERED (ABOVE 100 KTS) OR DC BATT BUS IS NOT POWERED C. EMERGENCY GENERATOR IS SUPPLYING BUT AC ESS BUS IS NOT POWERED D. EMERGENCY GENERATOR IS NOT SUPPLYING WHEN AC BUS 1 AND 2 ARE NOT POWERED AND THE GEAR IS RETRACTED (NOSE L/G IS UP) 117. WHAT HAPPENS WHEN THE GEN 1 LINE P/B SET TO OFF? A. AC BUS 1 AND 2 ARE NOT POWERED AND EMERGENCY GENERATOR IS AUTOMATICALLY CONNECTED B. AC BUS 1 IS POWERED BY THE GEN 2 BECAUSE THE GEN 1 IS DEACTIVATED C. AC BUS 1 IS POWERED BY THE GEN 2 BECAUSE THE GEN 1 LINE CONTACTOR IS OPENED D. AC BUS 1 IS NOT POWERED BECAUSE THE GEN 1 LINE CONTACTOR IS OPENED AND TRANSFER CONTACTOR IS NOT CLOSED. 118. IN COLD AIRCRAFT CONFIGURATION (NO AC AND NO DC SUPPLY), WHERE THE BATTERIES VOLTAGE CAN BE CHECKED? A. ON THE ECAM ELEC PAGE B. ON THE ELEC OVERHEAD PANEL C. THERE IS NO INDICATION 119. IN FLIGHT, ON BATTERIES ONLY, THE AC ESS SHED BUS AND THE DC ESS SHED BUS ARE LOST: A. YES B. NO 120. THE STATIC INVERTER WORKS: A. ALWAYS B. WHEN A/C IS IN FLIGHT AND ON BATTERIES ONLY C. WHEN ONE MAIN GENERATOR FAILS DATE : AUGUST 2005 Page 15 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 121. ON GROUND, WHAT HAPPENS IF THE "RAT AND EMER GEN MAN ON P/B IS PRESSED IN": A. THE RAT IS EXTENDED B. THE EMERGENCY GENERATOR IS ACTIVATED C. NOTHING 122. THE STATIC INVERTER TRANSFORMS THE DC VOLTAGE FROM THE BATTERY BUS INTO: A. SINGLE PHASE 115 V - 400 HZ AC CURRENT B. THREE PHASE 115/200 V - 400 HZ AC CURRENT 123. IN FLIGHT, IN CASE OF LOSS OF ALL MAIN GENERATORS, EMERGENCY GENERATOR NOT RUNNING, THE STATIC INVERTER SUPPLIES: A. APU AND ENG START + AC ESS BUS B. ENG START + AC ESS BUS + AC ESS SHED BUS C. ENG START 124. THE EXTERNAL POWER HAS PRIORITY OVER THE APU GEN: A. YES B. NO 125. GEN 1 AND GEN 2, WHEN OPERATING, HAVE PRIORITY OVER APU GEN: A. YES B. NO 126. WITH APU AVAILABLE, IF ONE GENERATOR FAILS, THE FAILED GENERATOR IS REPLACED BY: A. THE APU B. THE OTHER COMPUTER 127. THE ESS TR MAY BE USED TO REPLACE A FAULTY TR: A. YES B. NO 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 DATE : AUGUST 2005 Page 16 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 130. THE IDG REGULATES THE: A. SPEED B. VOLTAGE C. FREQUENCY OF THE GENERATOR 131. GENERATORS ARE SOMETIMES CONNECTED IN PARALLEL: A. YES B. NO 132. IF AC BUS 1 FAILS THE AC ESS BUS IS SUPPLIED BY: A. EMER GEN B. AC BUS 2 C. STATIC INVERTER 133. IN CASE OF TOTAL ELECTRICAL LOSS THE AC ESS BUS IS SUPPLIED BY: A. STATIC INVERTER B. EMER GEN C. BOTH 134 IN EMERGENCY CONFIGURATION 134. CONFIGURATION, ACC ESS SHED BUS IS AUTOMATICALLY: A. SHED WITH L/G DOWN B. SUPPLIED BY STATIC INVERTER WHEN L/G IS DOWN 135. ONLY ONE GENERATOR IS OPERATING IN FLIGHT: A. MAIN GALLEY IS AUTOMATICALLY SHED B. SECONDARY GALLEY IS AUTOMATICALLY SHED C. ALL GALLEYS ARE SHED 136. CAN YOU RECONNECT THE IDG IN FLIGHT? A. YES B. NO 137. WHEN GEN 1 OR GEN 2 IS SELECTED TO OFF: A. THE GEN IS DEENERGIZED AND LINE CONTACTOR IS OPEN B. THE GEN IS STILL ENERGIZED AND LINE CONTACTOR IS OPEN 138. WHEN THE EXT PWR P/B GREEN AVAIL IS ILLUMINATED, MEANS: A. THE EXT PWR IS CONNECTED TO THE A/C B. THE A/C NETWORK IS SUPPLIED 139. WHEN ARE THE BATTERIES SUPPLYING THE DC BATT BUS: A. APU STARTING B. LOSS OF AC BUS 1 C. LOSS OF AC BUS 1 + 2 (SPEED < 100 KTS) D. A + C DATE : AUGUST 2005 Page 17 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 140. WHEN YOU WANT TO CHECK BATTERY VOLTAGE, YOU MUST SET THE BATT P/B TO: A. AUTO POSITION B. OFF POSITION 141. THE BATT FAULT LIGHT ILLUMINATES WHEN: A. BATTERY VOLTAGE < 25 B. BATTERY PB SEE AT OFF IN FLIGHT C. CHARGING CURRENT INCREASES AT AN ABNORMAL RATE 142. IN CERTAIN CASES, THE STATIC INVERTER IS SUPPLIED BY: A. HOT BUS 1 AND HOT BUS 2 B. HOT BUS 1 C. DC BATT BUS ELECTRONIC INSTRUMENT SYSTEM 143. SELECT THE CORRECT STATEMENT: A DMC1 SUPPLIES DATA TO PFD1 - PFD2 A. B. DMC1 SUPPLIES DATA TO ND1 - ND2 C. DMC1 SUPPLIES DATA TO PFD1 - ND1 - EWDU 144. IN CASE OF PFDU FAILURE, THE PFD IMAGE IS TRANSFERED TO THE NDU: A. MANUALLY B. AUTOMATICALLY C. EITHER MANUALLY OR AUTOMATICALLY 145. IF THE UPPER ECAM DISPLAY IS LOST, THE E/WD AUTOMATICALLY TRANSFERS TO LOWER ECAM DISPLAY, IF A SYSTEM DISPLAY IS REQUIRED: A. IT DISPLAYS AUTOMATICALLY B. PRESS THE RCL BUTTON C. SWITCH OFF THE CORRESPONDING ECAM DISPLAY SELECTOR D. PRESS AND HOLD THE RELEVANT SYSTEM P/B 146. WHICH COMPUTER PROCESSES THE RED WARNINGS: A. SDAC B. FWC C. DMC 147. WHAT IS THE BASIC ROLE OF THE DMC'S: A. THEY COMPUTE AND ELABORATE DISPLAYS B. GENERATION OF AUDIO WARNINGS C. GENERATION OF AMBER WARNINGS DATE : AUGUST 2005 Page 18 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 148. WHAT IS THE MEANING OF A DIAGONAL LINE ON A CRT: A. CORRESPONDING CRT IS NOT ENERGIZED B. ELECTRICAL SUPPLY IS GOOD AND CORRESPONDING DMC FAILED C. AS IN ANSWER B. PLUS IT IS POSSIBLE TO GET AN IMAGE ON AGAIN, BY SWITCHING EIS DMC 149. CAN YOU READ AMBER WARNINGS ON FMA PART OF YOUR PFD: A. YES B. NO 150. DO THE "CHECK ATT" MESSAGES APPEAR ON BOTH PFD'S AT THE SAME TIME? A. YES B. NO 151. FAC'S CALCULATE SPEED TREND AND VLS. THE EXTREMITIES OF THE TREND VECTOR OR ILS SEGMENT INDICATES: SPEED VALUE AT THE NEXT 10 SECONDS AND 1 23 VS1G WITH PRESENT SETTING 1,23 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: DATE : AUGUST 2005 Page 19 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 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, A. 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 FIRE PROTECTION 164. WHAT ADDITIONAL EXTERNAL WARNINGS ARE ACTIVATED IN CASE OF AN APU FIRE ON GROUND ONLY? A. APU FIRE LIGHT ACCOMPANIED BY AN EXTERNAL HORN WARNING B. AN EXTERNAL HORN WARNING DATE : AUGUST 2005 Page 20 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY C. A FIRE BELL WARNING 165. WHERE ARE THE ENGINE FIRE DETECTORS LOCATED? A. ON THE FAN AND THE TURBINE B. ON THE PYLON, THE FAN AND THE CORE C. ON THE CORE AND THE GEARBOX 166. THE AGENT PUSHBUTTON IS ACTIVE WHEN: A. THE CORRESPONDING "DISCH" LIGHT IS ON B. ENGINE FIRE PB ILLUMINATES C. ENGINE FIRE PB IS PRESSED AND RELEASED 167. WHAT DOES THE TEST PB VERIFY? A. THE DETECTION SYSTEM LOOP CIRCUIT INTEGRITY B. THE SQUIB CIRCUITS AND THE BOTTLE PRESSURE OF EXTINGUISHING SYSTEM C. BOTH 168. THE ENGINE AND APU FIRE PROTECTION SYSTEM INCLUDES: A. 1 FIRE AGENT BOTTLE FOR EACH ENGINE - 1 FIRE AGENT BOTTLE FOR THE APU B. 2 FIRE AGENT BOTTLES FOR THE ENGINES - 2 FIRE AGENT BOTTLES FOR THE APU C. 2 FIRE AGENT BOTTLES FOR EACH ENGINE - 1 FIRE AGENT BOTTLE FOR THE APU 169. IS THE EXTINGUISHING SYSTEM CONTROLLED BY THE FDU: A. YES B. NO 170. WHEN ENGINE FIRE PB IS RELEASED OUT WHICH CORRESPONDING VALVES ARE CLOSED: A. FUEL CROSSFEED VALVE B. LP FUEL AND HYDRAULIC FIRE VALVES C. HP FUEL SOV 171. HOW IS AN APU FIRE ON GROUND NORMALLY EXTINGUISED: A. FROM APU FIRE PANEL B. AUTOMATICALLY C. FROM EXTERNAL POWER PANEL 172. HOW CAN A THERMAL DISCHARGE OF THE APU FIRE BOTTLE BE DETECTED WHEN NO ELECTRICAL POWER IS CONNECTED: A. BY THE FDU B. BY THE ECAM DATE : AUGUST 2005 Page 21 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY C. BY THE RED DISC INDICATOR 173. HOW MANY FIRE DETECTOR DOES THE APU FIRE DETECTOR SYSTEM COMPRISE: A. THREE B. TWO C. ONE 174. WHAT SYSTEMS ARE ISOLATED WHEN APU FIRE PUSH BUTTON IS RELEASED OUT: A. FUEL, ELECTRICITY B. AIR, ELECTRICITY C. FUEL, AIR, ELECTRICITY 175. WHEN ENGINE FIRE PB IS RELEASED OUT, WHICH VALVE IS AFFECTED: A. LP FUEL SHUT OFF VALVE + HYD + BLEED + PACK + ELEC GEN B. HYDRAULIC FIRE SHUTOFF VALVE C. FUEL VS ON LATER VALVE 176. WHEN THE APU FIRE PB IS RELEASED OUT, THE: A. APU GENERATOR IS DEENERGIZED B. APU GENERATOR IS DISCONNECTED C. APU GENERATOR IS ENERGIZED 177. IS IT NECESSARY TO USE THE APU SHUTOFF SWITCH ON THE EXTERNAL POWER PANEL IN CASE OF APU FIRE AUTO EXTINGUISHING ON GROUND: A. YES B. NO 178. WHEN THE ENG FIRE PUSH BUTTON IS RELEASED OUT WHAT AIRCRAFT SYSTEMS ARE ISOLATED: A. FUEL, ELECTRICITY, AIR B. FUEL, HYDRAULIC, AIR C. FUEL, AIR, ELECTRICITY, HYDRAULIC 179. WHEN AN ENG FIRE PB IS RELEASED OUT, THE SQUIB LIGHTS ARE ILLUMINATED: A. YES B. NO FLIGHT CONTROLS 180. THE PITCH DIRECT LAW IS: A. A LOAD FACTOR DEMAND WITH NO PROTECTION DATE : AUGUST 2005 Page 22 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY B. A DIRECT SIDE STICK TO ELEVATOR RELATIONSHIP C. A DIRECT SIDE STICK TO ELEVATOR RELATIONSHIP WITH AUTOTRIM OPERATION D. ACHIEVED THROUGH THE THS USING MANUAL TRIM CONTROL 181. WHEN IS THE THS NOT AVAILABLE? A. AFTER BLUE HYDRAULIC SYSTEM FAILURE B. AFTER YELLOW AND GREEN SYSTEM FAILURE C. NEVER LOST, ALWAYS AVAILABLE MANUALLY D. AFTER LOSS OF FAC 1 AND 2 182. WHICH SURFACES ARE USED FOR THE LOAD ALLEVIATION FUNCTION (LAF)? A. SPOILERS 1 TO 5 B. AILERONS AND SPOILERS 4 AND 5 C. AILERONS AND SPOILERS 1 AND 2 183. WHICH SURFACES ARE USED FOR LIFT DUMPING? A. ALL SPOILERS B. SPOILERS 1 TO 3 C. SPOILERS 1 TO 4 184. WHICH SIGNALS CAUSE RUDDER PEDAL MOVEMENT? A. YAW DAMPING SIGNALS B. RUDDER TRIM SIGNALS C. TURN COORDINATION SIGNALS 185. IF ELAC 1 AND 2 HAVE FAILED: A. PITCH CONTROL IS PROVIDED BY THE FAC's B. PITCH CONTROL CAN ONLY BE ACHIEVED FROM THE TRIM WHEEL C. THE ELEVATOR AND PITCH TRIM ARE CONTROLLED BY SEC 1 OR 2 186. IF FAC 1 AND 2 HAVE FAILED: A. THE RUDDER CAN ALWAYS BE CONTROLLED FROM THE PEDALS B. THE RUDDER CONTROL IS LOST C. THE RUDDER CONTROL IS PROVIDED BY SEC 3 187. WHEN BOTH STICKS ARE MOVED IN THE SAME OR OPPOSITE DIRECTION: A. THE SURFACE MOVEMENT IS PROPORTIONAL TO THE ALGEBRAIC SUM OF THE DEFLECTIONS OF BOTH STICKS B. THE SURFACE MOVEMENT IS PROPORTIONAL TO THE LAST STICK DEFLECTED C. THE SURFACE MOVEMENT IS PROPORTIONAL TO THE FIRST STICK DEFLECTED D. THE LEFT STICK HAS A PRIORITY 188. ELEVATORS, AILERONS, SPOILER ARE: A. HYDRAULICALLY ACTIVATED AND MECHANICALLY CONTROLLED B. ELECTRICALLY ACTIVATED AND HYDRAULICALLY CONTROLLED DATE : AUGUST 2005 Page 23 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY C. HYDRAULICALLY ACTIVATED AND ELECTRICALLY CONTROLLED 189. RUDDER CONTROL IS ELECTRICAL FOR YAW DAMPING AND TRIM: A. YES B. NO 190. WHAT STATEMENT IS CORRECT: A. GROUND SPOILER FUNCTION : ALL SPOILERS DEPLOY B. SPEED BRAKE FUNCTION : SPOILERS 1.2.3 DEPLOY C. ROLL FUNCTION : AILERONS + SPOILERS 4 AND 5 DEPLOY 191. HOW MANY CONTROL MODES ARE THERE ON THE ELEVATORS SERVO JACKS? A. 2 B. 3 C. 4 192. WHAT ARE THE LIMITS FOR MANOEUVRE PROTECTION: A. + 2, 5 G - 1 G CLEAN B. + 2 G - 0 FLAPS EXTENDED C. A AND B 193. WHICH ELAC NORMALLY CONTROLS THE ELEVATORS AND THE STABILIZER: A. ELAC 1 B. ELAC 2 194. HOW MANY HYDRAULIC MOTORS DRIVE THE SCREW JACK OF THE STABILIZER: A. 2 B. 3 195. HOW MANY ELECTRIC MOTORS CAN CONTROL THE HYDRAULIC MOTOR OF THE STABILIZER: A. 1 B. 2 C. 3 196. IF NEITHER ELAC 1 NOR ELAC 2 ARE AVAILABLE, PITCH CONTROL IS AUTOMATICALLY TRANSFERRED TO: A. SEC 1 OR SEC 2 B. SEC 1 OR SEC 3 C. SEC 3 197. IN NORMAL LAW, THE FLIGHT MODE CHANGES TO THE LANDING MODE WHEN PASSING: A. 50 FT DATE : AUGUST 2005 Page 24 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY B. 100 FT 198. AT LANDING WHEN PASSING 30 FT: A. THE ATTITUDE IS MEMORIZED B. THE ATTITUDE IS PROGRESSIVELY REDUCED TO 2 DEGREES NOSE DOWN 199. HOW CAN A DEACTIVATED STICK BE REACTIVATED: A. BY MOMENTARY ACTION ON TAKE OVER PUSH BUTTON OF THE ACTIVE STICK B. BY SIMULTANEOUS ACTION ON BOTH TAKE OVER PUSH BUTTONS C. BY MOMENTARY ACTION ON TAKE OVER PUSH BUTTON OF DEACTIVATED STICK 200. IN ROLL NORMAL LAW, THE BANK ANGLE PROTECTION IS ACTIVE WHEN BANK ANGLE IS: A. > 45 DEGREES B. > 33 DEGREES C. > 67 DEGREES 201. IN ROLL NORMAL LAW PROVIDES COMBINED CONTROL OF THE: A. AILERONS + SPOILERS 2 TO 5 + RUDDER B. AILERONS + SPOILER 2 TO 5 202. IF ELAC 1 AND ELAC 2 HAVE FAILED: A. ROLL CONTROL IS PROVIDED BY AILERONS ONLY B. ROLL CONTROL IS PROVIDED BY AILERONS AND SPOILERS C. ROLL CONTROL IS PROVIDED BY SPOILERS ONLY 203. IN FLIGHT, IF A WTB (WING TIP BRAKE) IS ACTIVATED, CAN YOU RELEASE IT: A. YES B. NO 204. WHAT HAPPENS WHEN SFCC 1 FAILS: A. NOTHING B. FLAPS AND SLATS OPERATE AT HALF SPEED C. FLAPS SYSTEM LOST 205. FLAP ONE POWER CONTROL UNIT FAILS, WHAT HAPPENS: A. NOTHING B. FLAPS AT HALF SPEED C. FLAPS ARE LOST 206. IF CONF. O IS NOT SELECTED AFTER TAKE-OFF, THE FLAPS AUTOMATICALLY RETRACT AT: A. > 180 KTS DATE : AUGUST 2005 Page 25 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY B. 210 KTS C. V2 207. AFTER AN AUTOMATIC RETRACTION OF THE FLAPS WITH CONF. 1, THE FLAPS WILL AUTOMATICALLY REEXTEND WHEN SPEED DECREASES: A. YES B. NO 208. IS IT POSSIBLE TO SELECT AN INTERMEDIATE POSITION WITH THE FLAPS AND SLATS SELECTOR: A. YES B. NO 209. IF YOU ARE FLYING AT AN ANGLE OF ATTACK MORE THAN ALPHA PROT WHAT HAPPENS WHEN YOU RELEASE THE STICK: A. SPEED RETURNS TO VLS B. SPEED RETURNS TO ALPHA PROT 210. WHEN ALTERNATE LAW IS ACTIVE, THE HIGH SPEED AND HIGH ANGLE OF ATTACK PROTECTIONS ARE: A. DEGRADED B. LOST 211. WHEN ROLL DIRECT LAW IS ACTIVE, THE YAW DAMPING IS: A. DEGRADED B. LOST 212. LOAD ALEVIATION FUNCTION IS INHIBITED WHEN: A. SPEED < 200 KTS OR SLAT/FLAP LEVER NOT AT 0 OR WTB ON OR ABOVE 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 DATE : AUGUST 2005 Page 26 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY B. NO 216. IN ALTERNATE LAW, THE CHANGE TO DIRECT LAW OCCURS WHEN: A. LANDING GEAR DOWN OR AT THE SELECTION OF FLAPS 2 (LGCIU 1 + 2 FAULT) B. LANDING GEAR DOWN C. PASSING 50 FT 217. SLATS SYS 1 FAULT ON THE ECAM WARNING DISPLAY MEANS: A. SFCC 1 HAS FAILED B. THE SLAT CHANNEL IN ONE SFCC HAS FAILED 218. WITH HYDRAULIC BLUE SYSTEM REMAINING AND BEFORE LANDING GEAR EXTENSION THE FLIGHT CONTROL LAW IS: A. ALTERNATE B. NORMAL C. DIRECT 219. IN FLIGHT CONTROL NORMAL, THE STALL WARNING IS ACTIVATED: A. IF SLATS ARE NOT EXTENDED WHEN REACHING A SPEED OF 148 KNOTS B. WHEN ALPHA MAX IS REACHED C WHEN ALPHA PROT IS REACHED C. D. ANGLE OF ATTACK CORRESPONDING TO STALL WARNING CANNOT BE REACHED IN NORMAL LAW 220. THE PITCH NORMAL LAW PROVIDES: A. MANOEUVRE PROTECTION + PITCH ATTITUDE PROTECTION + HIGH SPEED PROTECTION B. MANOEUVRE PROTECTION + HIGH ANGLE OF ATTACK PROTECTION + HIGH SPEED PROTECTION C. MANOEUVRE + HIGH ANGLE OF ATTACK + HIGH SPEED + PITCH ATTITUDE D. MANOEUVRE PROTECTION + PITCH ATT. PROTECTION + LOW SPEED STABILITY FMGS NAVIGATION DATE : AUGUST 2005 Page 27 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 221. WHAT DOES IT MEAN WHEN THE ADR FAULT LIGHT ILLUMINATES STEADY ON THE ADIRS CDU? A. A FAULT IS DETECTED IN AIR DATA REFERENCE B. NO PRESENT POSITION ENTRY AFTER 10 MN C. ALIGNMENT HAS BEEN COMPLETED 222. ON THE PEDESTAL MOUNTED SWITCHING PANEL THE ATT HDG AND AIR DATA SELECTORS ARE AT NORM, MEANING: A. ADIRU 1 SUPPLIES DATA TO PFD1, ND1 ; ADIRU 2 SUPPLIES DATA TO PFD2, ND2 B. ADIRU 1 SUPPLIES DATA TO PFD1, ND1 AND RMI/VOR DME ; ADIRU 2 SUPPLIES DATA TO PFD2, ND2 C. ADIRU 1 SUPPLIES DATA TO PFD1 ; ADIRU 2 SUPPLIES DATA TO PFD2 223. TUNING OF VOR/DME AND ILS IS PROVIDED BY: A. AUTOMATIC TUNING, MANUAL TUNING, BACKUP TUNING B. AUTOMATIC TUNING, MANUAL TUNING C. AUTOMATIC TUNING, BACK UP TUNING 224. IN CASE OF FAILURE OF FMGC1 AND 2: A. VOR, ILS AND ADF RECEIVERS 1 AND 2 CAN BE TUNED THROUGH RMP1 B. VOR, ILS AND ADF RECEIVERS 1 CAN BE TUNED THROUGH RMP1 C RMP1 CONTROLS VOR C. VOR, ILS DME AND ADF RECEIVERS 1 ; RMP2 CONTROLS VOR, VOR ILS DME AND ADF RECEIVERS 2 225. THE ALIGN LIGHT FLASHES: A. WITHIN FIVE MINUTES OF NAV MODE SELECTION WHEN PRESENT POSITION HAS NOT BEEN ENTERED B. DURING THE ALIGNMENT PHASE IN CASE OF IRS ALIGNMENT ERROR C. WHEN ALIGNMENT HAS BEEN COMPLETED 226. THE FMGS CONSISTS OF THE FOLLOWING MAIN COMPONENTS: A. 2 FMGC - 2 MCDU - 2 FAC - 2 FCU CONTROL PANELS B. 2 FMGC - 2 MCDU - 2 FAC - 1 FCU CONTROL PANEL C. 2 FMGC - 2 MCDU - 2 FAC - 2 ECAM D. 2 FMGC - 2 MCDU - 2 ECAM - 1 FCU CONTROL PANEL 227. NORMAL ELECTRICAL POWER SUPPLIES THE A/C AND THE MCDU CRT IS DARK, WITHOUT ANY OTHER WARNING. IT MEANS: A. THE FMGC IS OFF B. THE FMGC HAS FAIILED C. THE MCDU CB IS PULLED D. THE MCDU "BRT" KNOB IS DIMMED DATE : AUGUST 2005 Page 28 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 228. ON THE GROUND, WHEN ELECTRICAL POWER IS INITIALLY SUPPLIED TO THE A/C, THE MCDU WILL AUTOMATICALLY DISPLAY: A. AIRPORT PAGE B. INIT A PAGE C. DATA INDEX PAGE D. A/C STATUS PAGE 229. YOU PRESS "ALIGN IRS" PROMPT ON INIT A PAGE. ON THE ADIRS CDU THE ALIGN LIGHTS FLASH BUT NO MESSAGE IS DISPLAYED ON THE CDU: A. THE SYSTEM CAN ONLY BE USED IN ATT MODE B. THE SYSTEM IS UNABLE TO ENTER NAV MODE TO COMPUTE COORDINATES : SWITCH IT OFF C. MAKE A SECOND "PRESENT POSITION" ENTRY 230. THESE MESSAGES APPEAR ON COPILOT SIDE ND: "SELECT OFF SIDE RANGE/MODE" & "MAP NOT AVAILABLE": A. THE IRS'S HAVE NOT REACHED COMPLETE ALIGNMENT B. THE F-PLN ENTERED IN CAPTAIN'S FMGC HAS NOT BEEN TRANSFERRED INTO COPILOT'S FMGC C. SINGLE FMGC OPERATION AND THE TWO EFIS CONTROL PANELS ARE NOT SET AT THE SAME RANGE & MODE 231. ENGINES RUNNING, READY TO TAXI, A MESSAGE APPEARS: "CHECK GW". ACCESS TO INIT B PAGE IS NO LONGER AVAILABLE. ON WHICH PAGE IS IT POSSIBLE TO INSERT THE CORRECT GW: A. T/O PERFORMANCE PAGE B. PROGRESS PAGE C. FUEL PREDICTION PAGE 232. AIRCRAFT ON RWY CENTERLINE, READY FOR TAKE-OFF. TO PRESET A HDG OF 233 DEGREES: A. PULL HDG KNOB TO DISARM NAV MODE, SET 233 DEGREES AND PRESS HDG KNOB TO ENGAGE B. TURN HDG KNOB, SET 233 DEGREES AND PULL TO ENGAGE C. TURN HDG KNOB, SET 233 DEGREES, PULL HDG KNOB WHEN ATC CLEARS TO TURN TO 233 DEGREES 233. ONE OF THE SRS DISENGAGEMENT CONDITIONS IS NOT TRUE: A. DISENGAGES AUTOMATICALLY AT FCU ALT B. DISENGAGES AUTOMATICALLY AT ACCELERATION ALTITUDE C. DISENGAGES MANUALLY BY PULLING THE SPEED KNOB D. DISENGAGED BY SETTING A NEW FCU ALTITUDE DATE : AUGUST 2005 Page 29 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 234. CONTROL OF THE A/C CAN BE AUTOMATIC OR MANUAL. GUIDANCE OF THE A/C CAN BE MANAGED OR SELECTED. HOW DO YOU UNDERSTAND THIS SITUATION: MANAGED GUIDANCE - MANUAL CONTROL - SELECTED SPEED: A. FMGC COMPUTES AND SENDS STEERING ORDERS FOR NAVIGATION PURPOSE. THE PILOT FLIES THROUGH THE SIDE STICK. SPEED IS ADJUSTED IN THE FCU WINDOW. B. THE AUTOPILOT FOLLOWS THE F-PLN. THE PILOT SETS THE NECESSARY DATA FOR LONGITUDINAL AND LATERAL CONTROL OF THE A/C. THE TARGET SPEED IS COMPUTED AND DSPLAYED BY THE FMGC. 235. A HOLD HAS BEEN ENTERED IN THE F-PLN, SPEED AND NAV ARE MANAGED. YOU WANT TO LEAVE THIS HOLD: A. USE THE CLR KEY B. HOLD IS AUTOMATICALLY CANCELLED WHEN OVERFLYING THE FIX C. ACTIVATE IMM "EXIT*" PROMPT 236. FOR A/C POSITION DETERMINATION, FMGC USES DATA FROM; A. DME, VOR OR ILS SYSTEMS B. CLOCKS + GROUND SPEED COMPUTATION C. 3 ADIRS D. A AND C 237. IN FLIGHT, FOLLOWING A MANUAL POSITION UP-DATING OF THE FMGC: A. IT IS ALSO NECESSARY TO UPDATE THE IRS POSITION B. AN IRS CANNOT BE UPDATED DURING A/C MOTION 238. THE EXPEDITE MODE IS ACTIVE. TO DISENGAGE IT, ONE OF THESE STATEMENTS IS NOT CORRECT: A. PULL THE V/S-FPA KNOB B. PULL THE SPD KNOB C. PULL THE ALT KNOB D. PRESS AGAIN THE EXPD PB TO CANCEL THIS MODE 239. WHAT ARE THE BASIC MODES OF THE AP/FD: A. PITCH AND ROLL B. V/S AND HDG C. ALT AND NAV D. SPD AND HDG 240. THE ENGAGEMENT OF BOTH AUTOPILOTS IS POSSIBLE: A. WHEN "LAND" ILLUMINATES GREEN ON FMA B. WHEN A/C IS STABILIZED AT G/S INTERCEPTION ALTITUDE C. AS SOON AS THE LOC HAS BEEN INTERCEPTED D. AFTER APPR PB SWITCH IS PRESSED AND ILLUMINATES DATE : AUGUST 2005 Page 30 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 241. CAN YOU READ THE HDG ON THE PFD: A. YES B. NO 242. A/C IS IN CLEAN CONFIGURATION AND NORMAL LAW. WHEN THE FAC DETECTS A TOO HIGH ANGLE OF ATTACK: A. STALL WARNING IS ACTIVATED B. THE LK FLASHES ON FMA C. ALPHA FLOOR FUNCTION OPERATES 243. DURING ILS APPROACH, LAND 3 FAIL PASSIVE (ALSO CALLED CAT 3 SINGLE) ONE ENGINE FAILS BELOW 100 FEET RA: THIS CAUSES A LANDING CAPABILITY DOWN GRADING AND YOU MUST GO AROUND: A. TRUE B. FALSE 244. DURING AN ILS APPROACH THE NAV MODE WILL BE DEACTIVATED AT: A. GLIDE SLOPE CAPTURE B. LOCALIZER CAPTURE C. A AND B 245. CAN YOU DISPLAY FD BARS AND FPV AT THE SAME TIME, FOR CROSS-CHECKING CROSS CHECKING ON DIFFERENT PFD'S: A. YES B. NO 246. CERTIFIED FMGS LIMITATIONS, MAX WIND CONDITIONS FOR CAT III AUTOMATIC APPROACH, PERFORMED IN MANAGED SPEED GUIDANCE AND WITH A/THR: A. HEAD WIND 30 KT; TAIL WIND 10 KT ; CROSS WIND 20 KT B. HEAD WIND 40 KT; TAIL WIND 10 KT ; CROSS WIND 15 KT C. HEAD WIND 20 KT; TAIL WIND 10 KT ; CROSS WIND 20 KT 247. THE CONTINUOUS CAVALRY CHARGE AUDIO IDENTIFIES ONLY ONE OF THE FOLLOWING SITUATIONS: A. OVER SPEED FOR THE ACTUAL A/C CONFIGURATION B. FIRE OR OIL LOW PRESS ON ONE ENGINE C. AUTOPILOT DISENGAGEMENT D. EXCESS CABIN ALTITUDE 248. SETTING THE THRUST LEVERS AT IDLE WILL DISENGAGE THE A/THR MODE. A/THR WILL REENGAGE: A. AS SOON AS THE THRUST LEVERS POSITION IS CHANGED B. WHEN A/THR PUSH BUTTON IS PRESSED C. PROVIDED THE LEVERS ARE SET IN CLB GATE D. PROVIDED THE LEVERS ARE MOVED FROM IDLE POSITION AND A/THR PUSH BUTTON IS PRESSED DATE : AUGUST 2005 Page 31 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 249. IN ONE OF THE CASES LISTED BELOW, A/THR DOES NOT DISENGAGE: A. WHEN THE TWO THRUST LEVERS ARE SET AT IDLE POSITION B. PRESSING THE A/THR PUSH BUTTON ON THE FCU C. WHEN THE AURAL WARNING ANNOUNCES "RETARD!" D. PRESSING THE INSTINCTIVE DISCONNECT BUTTON 250. THE LOC PB, ON THE FCU, IS PRESSED TO ARM LOC MODE. THIS MODE IS USED FOR: A. PERFORMING A PUBLISHED LOCALIZER APPROACH B. PERFORMING THOSE NON-PRECISION APPROACHES : VOR-ADF-R NAV C. APPROACHING ON AN ILS WITH NO G/S D. A AND C 251. WHAT DOES A TRIPLE CLICK MEAN, DURING AN ILS APPROACH: A. A LEVEL 3 WARNING TO THE CREW B. A PRIMARY FAILURE IS OCCURING, PREPARE FOR A GO AROUND C. FLAPS ARE SET AT 3 AND THE LANDING GEAR IS NOT DOWN D. LANDING CAPABILITY DOWN GRADING WARNING 252. THE ACTIVE F-PLN IS ERASED WHEN: A. THE PILOT CALLS THE A/C STATUS PAGE B. THE WHEELS TOUCH THE RUNWAY AT LANDING C. THE A/C HAS BEEN ON GROUND FOR 30 SECONDS FOLLOWING THE LANDING D. ONE ENGINE IS SHUT DOWN AT PARKING PLACE 253. FOLLOWING A DUAL ENGINE GENERATOR FAILURE, EMERGENCY GEN SUPPLIES THE A/C: A. FMGC 1 IS AVAILABLE (NAV FUNCTION ONLY) INSTEAD OF: FMGC 1 ONLY IS AVAILABLE B. FMGC 2 ONLY IS AVAILABLE C. BOTH FMGCs ARE AVAILABLE D. NO FMGC IS AVAILABLE 254. IN WHICH CASE ARE: AP/FD, ATS AND LANDING CAPACITIES TOTALLY LOST: A. 2 IRS'S FAILURE OR 2 ADR'S FAILURE B. 2 RA'S FAILURE C. 2 ILS'S FAILURE D. BOTH FAC'S FAILURE 255. THE MANDATORY PARAMETER USED BY THE ALPHA FLOOR DETECTION IS: A. A/C MINIMUM SPEED B. A/C WEIGHT C. A/C MAXIMUM SPEED D. A/C ANGLE OF ATTACK DATE : AUGUST 2005 Page 32 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 256. RUDDER TRAVEL LIMITATION IS A FUNCTION OF: A. FAC ONLY B. FAC IN NORMAL AND ELAC IN ALTERNATE C. ELAC ONLY D. ELAC IN NORMAL AND FAC IN ALTERNATE 257. WHEN THE TWO YAW DAMPER FUNCTIONS ARE ENGAGED: A. YAW DAMPER 1 HAS PRIORITY, YAW DAMPER ACTUATOR 2 IS SLAVED B. YAW DAMPER 2 HAS PRIORITY, YAW DAMPER ACTUATOR 1 IS SLAVED C. YAW DAMPER 1 AND 2 ARE ACTIVE, THE TWO ACTUATORS PRESSURIZED D. A HYDRAULIC DEVICE GIVES PRIORITY TO YAW DAMPER 1 258. THE SAFETY TESTS ARE AUTOMATICALLY PERFORMED: A. ON GROUND, AT COMPUTER POWER UP B. IN CASE OF DISCREPANCY BETWEEN 2 COMPUTERS C. IN FLIGHT WHEN A FAILURE OCCURS D. IN FLIGHT AT AUTOPILOT ENGAGEMENT 259. WHEN THE TWO RUDDER TRIM FUNCTIONS ARE ENGAGED: A. RUDDER TRIM 1 AND 2 CONTROL THEIR MOTORS TOGETHER B. RUDDER TRIM 1 CONTROLS THE SINGLE TRIM MOTOR C. RUDDER TRIM 1 CONTROLS ITS MOTOR, RUDDER TRIM 2 IS IN STANDBY D. A MECHANICAL DEVICE GIVES PRIORITY TO RUDDER TRIM 1 260. THE FMGC FUNCTIONS ARE: A. FLIGHT GUIDANCE AND FLIGHT ENVELOPE PROTECTION B. FLIGHT MANAGEMENT AND FLIGHT ENVELOPE PROTECTION C. FLIGHT MANAGEMENT AND FLIGHT GUIDANCE D. FLIGHT ENVELOPE PROTECTION AND YAW AXIS CONTROL 261. THE TRIM FUNCTION OF THE FAC IS: A. A PITCH TRIM B. A RUDDER TRIM C. AN AILERON TRIM D. A PITCH TRIM AND A RUDDER TRIM 262. IN FLIGHT, IN CASE OF TEMPORARY LOSS OF ELECTRICAL POWER ON FAC 2, FAC 2 P/B "FAULT" COMES ON AND: A. IT WILL BE AUTOMATICALLY RESET B. IT CAN BE MANUALLY RESET AND THE SAFETY TESTS ARE PERFORMED C. IT CAN BE MANUALLY RESET AND THE SAFETY TESTS ARE NOT PERFORMED D. THERE IS NO WAY TO REENGAGE FAC 2 DATE : AUGUST 2005 Page 33 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 263. THE AFS COMPUTERS ARE: A. FMGC AND ELAC B. FMGC AND SEC C. FMGC AND FAC D. ELAC AND SEC 264. WITH AP1 AND AP2 NOT ENGAGED, FD1 AND FD2 ENGAGED AND A/THR ACTIVE: A. FMGC1 CONTROLS ENGINE 1, FMGC2 CONTROLS ENGINE 2 B. FMGC1 CONTROLS BOTH ENGINES C. FMGC2 CONTROLS BOTH ENGINES D. FLIGHT CONTROLS AND ENGINES ARE CONTROLLED BY ONLY ONE FMGC 265. THE AUTOPILOT DOES NOT DISENGAGE IN CASE OF OVERRIDE ON: A. THE SIDESTICK IN ROLL B. THE SIDESTICK IN PITCH C. THE RUDDER PEDALS D. THE THREE AXIS 266. IN NORMAL OPERATION, WITH THE TWO MCDU SHOWING THE SAME PAGE, A MODIFICATION MADE BY THE PILOT ON MCDU1 IS SENT TO MCDU2: A. DIRECTLY B. VIA FMGC1 C. VIA FMGC1 AND FMGC2 D. VIA FMGC1, FMGC2 AND RMP2 267. THE FLIGHT GUIDANCE FUNCTIONS ARE: A. AUTOPILOT, FLIGHT PLAN, AUTOTHRUST B. AUTOPILOT, PERFORMANCE, FLIGHT PLAN C. AUTOPILOT, FLIGHT DIRECTOR, AUTOTHRUST D. FLIGHT MANAGEMENT, AUTOPILOT, AUTOTHRUST 268. THE POSITION OF THE AIRCRAFT, USED IN THE FLIGHT PLAN IS COMPUTED BY: A. FG PART OF THE FMGC B. FM PART OF THE FMGC C. THE DMC D. THE MCDU 269. THE FLIGHT DIRECTOR IS ENGAGED: A. BY PRESSING THE FD P/B ON THE FCU B. AUTOMATICALLY AT SYSTEM POWER UP C. BY SELECTING A MODE ON THE FCU D. BY SELECTING THE INIT PAGE ON THE MCDU DATE : AUGUST 2005 Page 34 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 270. WITH AUTOPILOT ENGAGED, THE RUDDER IS NORMALLY CONTROLLED BY: A. THE FMGC B. THE FAC C. THE ELAC D. THE SEC 271. THE NORMAL FMGC OPERATION IS: A. ONLY ONE FMGC CAN OPERATE AT A TIME B. FMGC 1 HAS PRIORITY, FMGC 2 IS IN STANDBY C. FMGC'S OPERATE ACCORDING TO MASTER/SLAVE PRINCIPLE D. FMGC'S OPERATE INDEPENDENTLY 272. THE FCU ALLOWS: A. MODIFICATION OF THE FLIGHT PLAN OF FM PART B. SELECTION OF FG FUNCTIONS MODES C. SELECTION OF RADIO-NAV FREQUENCIES D. IRS ALIGNMENT 273. IN CRUISE, LATERAL AP ORDERS ARE EXECUTED BY: A. AILERONS AND SPOILERS B. AILERONS AND RUDDER C. RUDDER AND SPOILERS D. AILERONS, SPOILERS AND RUDDER 274. WITH THE AIRCRAFT IN FLIGHT, AP ENGAGED AND A/THR ACTIVE, THE A/THR MODE: A. CAN BE CHOSEN BY THE PILOT ON THE FCU B. CAN BE CHOSEN BY THE PILOT ON THE MCDU C. DEPENDS ON THE AP LATERAL MODE D. DEPENDS ON THE AP LONGITUDINAL MODE 275. WITH THE AIRCRAFT IN FLIGHT, A/THR NOT ENGAGED, THRUST LEVERS ON CLB GATE, AN ALPHA-FLOOR IS DETECTED: A. A/THR DOES NOT GET ENGAGED BECAUSE THE ENGINES ARE ALREADY IN CLB THRUST B. A/THR AUTOMATICALLY ENGAGES, BUT IS NOT ACTIVE C. A/THR AUTOMATICALLY ENGAGES AND CONTROLS THE ENGINES WITH CLB THRUST D. A/THR AUTOMATICALLY ENGAGES AND CONTROLS THE ENGINE WITH TO/GA THRUST 276. THE FAC COMPUTES RUDDER TRAVEL LIMIT: A. ONLY WHEN AP IS ENGAGED B. ONLY AT LOW SPEED C. ONLY IN CASE OF ELAC FAILURE D. AT ANY TIME DATE : AUGUST 2005 Page 35 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 277. WITH AP ENGAGED IN LAND MODE, THE YAW DAMPER ACTUATOR IS CONTROLLED BY: A. A YAW ORDER COMPUTED BY THE FAC B. A DUTCH ROLL DAMPING ORDER COMPUTED BY THE FAC C. A TURN COORDINATION ORDER COMPUTED BY THE FAC D. AN AP YAW ORDER COMPUTED BY THE FMGC, VIA THE FAC 278. ON THE FMA, ON THE SECOND LINE OF THE LONGITUDINAL ZONE: A. ALT CAN BE ONLY IN GREEN OR MAGENTA B. ALT IN CYAN INDICATES THAT ALT MODE IS ACTIVE C. ALT IN CYAN INDICATES THAT ALT MODE IS ARMED D. ALT IN CYAN INDICATES THAT ALT MODE IS ACTIVE OR AN FM ALTITUDE CONSTRAINT 279. WITH THE THRUST LEVERS IN THE CLB GATE, A/THR DISENGAGES; THE ENGINES THRUST: A. EQUALS CLB THRUST LIMIT B. IS FROZEN AT THE EXISTING THRUST C. CORRESPONDS TO THE THRUST LEVERS POSITION D. PROGRESSIVELY BECOMES EQUAL TO THE THRUST LEVERS POSITION 280. WHEN TAKE-OFF MODE IS ENGAGED: A. A/THR AUTOMATICALLY ENGAGES AND IS ACTIVE B. A/THR AUTOMATICALLY ENGAGES BUT IS NOT ACTIVE C. A/THR DOES NOT AUTOMATICALLY ENGAGE AND THE ENGINES ARE CONTROLLED BY THE THRUST LEVERS D. A/THR DOES NOT AUTOMATICALLY ENGAGE AND THE ENGINES ARE CONTROLLED BY THE LAST THRUST TARGET 281. ADIRU 3 CAN SUPPLY INFORMATION TO: A. DMC 1 AND DMC 1 ONLY B. DMC 1 AND DMC 2 ONLY C. DMC 2 AND DMC 3 ONLY D. DMC 1, DMC 2 AND DMC 3 282. AIR DATA MODULES (ADM) SUPPLY PRESSURE INFORMATION TO THE ADIRU'S FROM: A. ALL PITOT PROBES AND STATIC PORTS B. THE PITOT PROBES ONLY C. THE STATIC PORTS ONLY D. THE CAPTAIN AND FIRST OFFICER PITOT PROBES AND STATIC PORTS ONLY 283. ADIRS 3 RECEIVES TAT INFORMATION FROM: A. THE CAPTAIN'S TAT SENSOR B. THE FIRST OFFICER'S TAT SENSOR C. THE CAPTAIN AND FIRST OFFICER'S TAT SENSORS D. THE STAND-BY TAT SENSOR DATE : AUGUST 2005 Page 36 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 284. THE BARO CORRECTION OR REFERENCE SELECTED IS SENT TO EACH ADIRU VIA: A. THE MASTER FMGC B. THE FCU C. THE RMPS D. THE DMCS 285. EACH ADIRU RECEIVES TWO ANALOGUE INPUTS. THEY ARE: A. ANGLE OF ATTACK (AOA) AND TOTAL AIR TEMPERATURE (TAT) B. ANGLE OF ATTACK (AOA) AND BARO CORRECTION OR REFERENCE C. TOTAL AIR TEMPERATURE (TAT) AND BARO CORRECTION OR REFERENCE D. FMGC STATUS AND BARO CORRECTION OR REFERENCE 286. IN NORMAL OPERATION THE ADIRU'S ALIGNED USING INFORMATION FROM: A. THE ADIRS CDU B. THE CFDS C. THE FCU D. THE MCDU 287. IF ADIRU 2 FAILS, THE CORRECT ACTION IS: A. SET ATT HDG AND AIR DATA SELECTORS TO CAPT/3 B. SET ATT HDG AND AIR DATA SELECTORS TO F/O/3 C. SET ATT HDG SELECTORS TO CAPT/3, AIR DATA SELECTOR TO F/O/3 D. SET ATT HDG SELECTORS TO F/O/3, AIR DATA SELECTOR TO CAPT/3 288. IN NORMAL OPERATION ADIRU 1 SUPPLIES INFORMATION TO: A. THE CAPTAIN'S PFD AND THE FIRST OFFICER'S ND B. THE CAPTAIN'S ND AND THE FIRST OFFICER'S PFD C. THE CAPTAIN'S PFD AND ND D. THE FIRST OFFICER'S PFD AND ND 289. IN ROSE NAV MODE WITH VOR 1 SELECTED, THE ND DISPLAYS WHAT VOR INFORMATION: A. DEVIATION BAR, SELECTED COURSE AND THE BEARING POINTER B. BEARING POINTER ONLY C. DEVIATION BAR AND SELECTED COURSE ONLY D. DEVIATION BAR AND BEARING POINTER ONLY 290. IN ROSE ILS MODE, THE ND DISPLAYS WHAT ILS INFORMATION: A. G/S AND LOC SCALES B. DEVIATION BAR AND SELECTED COURSE C. DEVIATION BAR, SELECTED COURSE AND G/S SCALE D. DEVIATION BAR, SELECTED COURSE, G/S AND LOC SCALES DATE : AUGUST 2005 Page 37 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 291. IN THE EVENT OF NO ADF1 RECEPTION, WITH ADF1 SELECTED ON ND: A. THE BEARING POINTER GOES OUT OF VIEW AND ADF FLAG IS DISPLAYED B. THE BEARING POINTER GOES OUT OF VIEW AND STATION ID IS REPLACED BY RED CROSSES C. THE BEARING POINTER GOES RED AND STATION ID IS REPLACED BY FREQUENCY D. THE BEARING POINTER GOES OUT OF VIEW AND STATION ID IS REPLACED BY FREQUENCY 292. IN ROSE VOR MODE, IN THE EVENT OF VOR RECEIVER FAILURE: A. THE VOR INFORMATION AND THE COURSE POINTER BECOME RED B. THE VOR INFORMATION BECOMES RED AND THE COURSE POINTER DISAPPEARS C. THE VOR INFORMATION AND THE COURSE POINTER DISAPPEAR D. THE VOR INFORMATION FLASHES AND THE COURSE POINTER DISAPPEARS 293. DURING TAKE-OFF AND GO AROUND,THE SPEED WINDOW ON THE FCU DISPLAYS: A. THE SPEED MANUALLY INSERTED BY THE CREW INTO THE FCU AND THE LIGHT IS OUT B. THE SPEED MANUALLY INSERTED BY THE CREW INTO THE MCDU AND THE LIGHT IS ILLUMINATED C. DASHES AND THE LIGHT IS ILLUMINATED: MANAGED SPEED SUCH AS V2 OR MEMORIZED VAPP ARE AUTOMATICALLY USED BY THE FMGS 294. THE FOLLOWING AP/FD LATERAL MODES ARE MANAGED: A. NAV, HDG, APPR, LOC, RWY, RWY TRK B. HDG, NAV, APPR, LOC, GA TRK C. NAV, APPR, LOC, RWY, RWY TRK, GA TRK 295. IN APPROACH , "LAND" ILLUMINATES GREEN ON FMA WHEN RADIO ALTITUDE IS: A. 700 FEET B. 400 FEET C. 1,000 FEET D. 200 FEET 296. ON THE GROUND, THE ENGAGEMENT OF THE AUTOTHRUST FUNCTION: A. MUST BE CARRIED OUT MANUALLY BY THE CREW BEFORE TAKE OFF B. IS PERFORMED AUTOMATICALLY UPON THE SECOND ENGINE START C. IS PERFORMED AUTOMATICALLY AT THE ENGAGEMENT OF THE TAKE OFF MODES 297. CLIMBS AND DESCENT ARE ALWAYS LIMITED: A. BY FLIGHT PLAN (T/C) AND (T/D) POINTS B. BY THE ALTITUDE MANUALLY SELECTED ON THE FCU C. BY THE AIRCRAFT WEIGHT CALCULATED BY THE FMGC` DATE : AUGUST 2005 Page 38 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 298. IN FLIGHT, THE FMGS POSITION CAN BE UPDATED: A. WHENEVER A DME STATION IS SELECTED BY THE PILOT B. USING DATA FROM THE SELECTED NDB, VOR OR DME STATIONS C. AUTOMATICALLY WITH THE DME'S THROUGH THE AUTOTUNING FUNCTION FUEL SYSTEM 299. HOW MANY PUMPS ARE THERE IN EACH FUEL TANK? A. ONE FUEL PUMP IN EACH TANK B. TWO FUEL PUMPS IN EACH TANK C. THERE IS NO FUEL PUMP BECAUSE TANKS ARE AIR PRESSURIZED D. TWO FUEL PUMPS ONLY FOR ALL TANKS 300. NORMALLY, WHERE CAN YOU CHECK THE FUEL QUANTITY OF EACH TANK? A. ON ECAM UPPER DISPLAY, ON FUEL PAGE B. ON FUEL PAGE ONLY, ON ECAM LOWER DISPLAY C. ON ECAM UPPER DISPLAY D. ON ECAM UPPER DISPLAY, OR ON REFUELLING CONTROL PANEL 301 WITH ALL FUEL PUMPS SWITCHES ON 301. ON, ARE WING TANK PUMPS RUNNING WHILE CENTER TANK IS SUPPLYING? A. YES, WING TANK PUMPS ARE ALWAYS RUNNING B. NO, ONLY WHEN CENTER TANK IS EMPTY C. NO, BECAUSE OF CENTER TANK PUMP PRIORITY 302. HOW MANY CELLS IN EACH WING TANK: A. TWO B. THREE 303. WHERE IS THE VENT SURGE TANK LOCATED? A. IN THE OUTER SECTION OF EACH WING B. IN THE WING TANK 304. WHERE IS THE FUEL REMAINING IN THE SURGE TANK SCAVANGED: A. INNER CELL. B. OUTER CELL. 305. WHICH TYPE OF MOTOR CONTROLS THE FUEL CROSS-FEED: A. SINGLE B. DOUBLE 306. WHERE ARE THE TRANSFER VALVES LOCATED? A. IN EACH OUTER CELL B. IN EACH INNER CELL C. ON EACH SEALED RIB OF EACH WING TANK DATE : AUGUST 2005 Page 39 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 307. WHAT IS THE PURPOSE OF THE PRESSURE RELIEF SEQUENCE VALVES? A. ALLOWS THE TRANSFER FROM WING TANKS TO CENTER TANK B. WHEN ALL PUMPS ARE RUNNING, CENTER PUMPS WILL DELIVER FUEL PREFERENTIALLY 308. IN NORMAL OPERATION, EACH ENGINE IS SUPPLIED BY: A. ONE WING TANK PUMP AND ONE CENTER TANK PUMP B. TWO WING TANK PUMPS AND TWO CENTER TANK PUMPS C. TWO WING TANK PUMPS AND ONE CENTER TANK PUMP 309. IS GRAVITY FEEDING FROM CENTER TANK POSSIBLE: A. YES B. NO 310. THE LP VALVES ARE CONTROLLED TO OFF POSITION BY: A. ENGINE MASTER SWITCHES B. ENGINE MASTER SWITCHES AND FIRE P/B'S C. FIRE P/B'S 311. THE NORMAL TANK FILLING ORDER IS: A. WING TANKS THEN CENTER TANK B. CENTER TANK THEN WING TANKS 312. AMBER FAULT LIGHT ILLUMINATES ON TANK PUMP P/B WHEN: A. PUMP IS NOT ENERGIZED B. P/B AT OFF WITHOUT FAILURE C. THE DELIVERY FUEL PRESSURE DROPS 313. AMBER FAULT LIGHT ILLUMINATES ON MODE SEL. P/B WHEN: A. THE DELIVERY FUEL PRESSURE DROPS B. CENTER TANK HAS MORE THAN 100 KG AND ANY WING TANK HAS LESS THAN 5000 KG C. THE TWO CENTER TANK PUMPS ARE SELECTED OFF 314. THE MAXIMUM FUEL UNBALANCE IS (TAKE OFF & LANDING): A. 1500 KG B. 1800 KG C. 2000 KG 315. THE MAXIMUM REFUELING PRESSURE IS: A. 50 PSI (3.5 BARS) B. 36 PSI (2.5 BARS) C. 11 PSI (0.75 BARS) DATE : AUGUST 2005 Page 40 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 316. FOB (FUEL ON BOARD) BOXED AMBER ON ECAM FUEL PAGE MEANS: A. BOTH TRANSFER VALVES IN EITHER WING TANK FAIL TO OPEN WHEN INNER CELL IS AT LOW LEVEL B. ONE TRANSFER VALVE FAILS TO OPEN WHEN INNER CELL IS AT LOW LEVEL C. FQI (FUEL QUANTITY INDICATOR) IS DEGRADED 317. FOB (FUEL ON BOARD) HALF-BOXED AMBER ON EWD MEANS: A. THE QUANTITY SHOWN IS NOT FULLY USABLE B. FUEL QUANTITY INDICATOR IS DEGRADED 318. IF OPEN, WHEN WILL THE TRANSFER VALVES CLOSE AGAIN? A. WHEN THE CELL IS EMPTY B. TRANSFER VALVES CLOSE AUTOMATICALLY AT THE REFUELING SELECTION 319. FOR WHAT PURPOSE IS FUEL USED BY ELECTRICAL SYSTEM? A. TO COOL THE IDG OIL B. TO COOL THE ENGINE OIL 320. APU FUEL IS SUPPLIED BY: A ENGINE FUEL PUMP(S) ONLY A. B. APU FUEL PUMP ONLY C. EITHER ONE 321. WITH SLATS EXTENDED, THE CENTER TANK PUMPS RUN ON GROUND: A. ALWAYS B. NEVER C. YES, AFTER ENGINE START FOR 2 MN 322. WHAT DOES THE MODE SEL. P/B CONTROL: A. CENTER TANK AND WING TANK PUMPS B. CENTER TANK PUMPS ONLY C. WING TANK PUMPS ONLY 323. WHEN THE CENTER TANK IS EMPTY (MODE AUTO), CENTER TANK PUMPS: A. MUST BE MANUALLY SWITCHED OFF B. STOP AUTOMATICALLY AND WING TANK PUMPS START RUNNING C. STOP AUTOMATICALLY 5 MN AFTER LO LEVEL REACHED IN CENTER TANK 324. WHAT HAPPENS TO THE IDG COOLING FUEL WHEN THE OUTER CELLS ARE FULL: A. FUEL RETURNS TO THE ENGINE FEEDING LINE B. FUEL OVERFLOWS INTO THE INNER CELL THROUGH A SPILL PIPE 325. WHAT HAPPENS TO THE IDG COOLING FUEL WHEN THE WING TANK IS FULL: A. FUEL GOES DIRECTLY INTO THE CENTER TANK DATE : AUGUST 2005 Page 41 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY B. FUEL RETURNS TO THE ENGINE FEEDING LINE C. THE SYSTEM SELECT CTR TK PUMPS OFF, WING TK PUMPS FEED APPROX. 500 KG. THE CTR TK PUMPS RUN AGAIN. 326. SUCTION VALVES ARE: A. ALWAYS OPEN REGARDLESS OF PUMPS STATUS B. NORMALLY CLOSED BY PUMPS PRESSURE C. OPEN AUTOMATICALLY WHEN FUEL X-FEED IS SELECTED ON 327. WHY HAS A 2% ADDITIONAL SPACE BEEN PROVIDED IN EACH FUEL TANK? A. FOR COOLING PURPOSE B. FOR FUEL EXPANSION WITHOUT SPILLAGE INTO THE VENT SURGE TANK 328. DURING TAKE OFF, CENTER TANK FUEL IS: A. SUPPLYING TO BOTH ENGINES B. NOT SUPPLIED WHILE SLATS ARE EXTENDED C. NOT SUPPLIED WITH THE MODE SELECT AT AUTO D. REQUIRED TO BE DESELECTED BY THE PILOT 329. WITH FUEL IN ALL TANKS, IN FLIGHT, FUEL IS USED: A. FROM THE INNER CELLS AND OUTER CELLS THEN THE CENTER TANK B FROM THE OUTER CELLS AND INNER CELLS THEN THE CENTER TANK B. C. FROM THE CENTER TANK, THEN THE OUTER CELLS, THEN INNER CELLS D. FROM THE CENTER TANK, THEN FROM INNER CELLS TO A PREDETERMINED LEVEL WHEN OUTER CELL FUEL COMBINES WITH INNER CELL FUEL 330. IN NORMAL OPERATION THE CROSS FEED VALVE IS: A. CLOSED FOR TAKE OFF B. AUTOMATICALLY OPENED WHEN THE CENTER TANK HAS MORE THAN 100 KG OF FUEL AND EITHER WING TANKS HAS LESS THAN 5000 KG C. OPEN FOR TAKE OFF D. AUTOMATICALLY OPENED BY THE MODE SEL PUSHBUTTON SWITCH 331. ARE THE ENGINES STILL SUPPLIED IN CASE OF FUEL FILTER CLOG: A. YES BY USING THE FUEL COMING FROM THE IDG COOLING AND OUTER TANK LINE B. NO C. YES BY PASSING THE FUEL FILTER (BYPASS VALVE) 332. WHAT IS THE MAXIMUM TOTAL FUEL CAPACITY? A. 19,087 KG B. 20,829 KG C. 23,666 KG HYDRAULIC SYSTEM 333. NORMAL HYDRAULIC POWER IS PROVIDED BY: DATE : AUGUST 2005 Page 42 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY A. ENGINE DRIVEN PUMPS FOR ALL SYSTEMS B. ENGINE DRIVEN PUMPS FOR GREEN AND YELLOW, ELEC PUMP FOR BLUE, ELEC PUMP FOR YELLOW (GROUND OPERATION ONLY) C. ELECTRIC PUMPS FOR BLUE AND YELLOW, ENGINE DRIVEN PUMPS FOR GREEN D. ENGINE DRIVEN PUMPS FOR GREEN AND BLUE ELECTRIC PUMP FOR YELLOW 334. THE POWER TRANSFER UNIT IS: A. REVERSIBLE BETWEEN GREEN AND YELLOW B. ONE WAY BETWEEN GREEN AND YELLOW C. REVERSIBLE BETWEEN ALL THREE SYSTEMS D. REVERSIBLE BETWEEN BLUE AND YELLOW 335. IN FLIGHT, IF BLUE ELEC PUMP FAILS BLUE SYSTEM: A. IS LOST B. CAN BE RECOVERED BY RAT C. CAN BE RECOVERED BY PTU D. BOTH B AND C 336. WITH BOTH ENGINES STOPPED, HOW IS IT POSSIBLE TO PRESSURIZE THE GREEN SYSTEM? A. BY THE GREEN ENGINE PUMP B. BY THE YELLOW ENGINE PUMP AND THE PTU C. BY THE YELLOW ELECTRIC PUMP AND THE PTU 337. THE RAT IS AUTOMATICALLY EXTENDED IN CASE OF: A. BLUE PUMP FAILURE B. BLUE PUMP DELIVERY PRESSURE DROPPING BELOW 1750 PSI C. LOSS (ENG. AND APU) MAIN GENERATORS D. CAN ONLY BY DEPLOYED MANUALLY 338. ON GROUND THE BLUE SYSTEM IS PRESSURIZED WHEN: A. THE APU IS RUNNING B. ONE ENGINE IS RUNNING C. EXT POWER IS AVAILABLE 339. ENGINE 2 ENERGIZES: A. THE BLUE SYSTEM B. THE GREEN SYSTEM C. THE YELLOW SYSTEM PUMP AND THE GREEN SYSTEM VIA THE PTU SHOULD GREEN SYSTEM PUMP FAIL 340. THE YELLOW SYSTEM COMPRISES: A. ONE ENGINE DRIVEN PUMP, ONE ELECTRIC PUMP, ONE HAND PUMP DATE : AUGUST 2005 Page 43 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY B. ONE ENGINE DRIVEN PUMP, TWO ELECTRIC PUMP C. ONE ENGINE DRIVEN PUMP, ONE HAND PUMP AND THE RAT 341. THE LOAD ALLEVIATION FUNCTION ACCUMULATORS OPERATE IN CASE OF HIGH DEMANDS ON: A. THE YELLOW AND BLUE POWERED SPOILERS B. THE BLUE AND GREEN POWERED SPOILERS C. THE YELLOW AND GREEN POWERED SPOILERS 4 + 5 AND AILERONS 342. THE PRIORITY VALVES OPERATE IN CASE OF: A. HIGH HYDRAULIC PRESSURE IN THE GREEN SYSTEM B. LOW HYDRAULIC PRESSURE C. HIGH HYDRAULIC PRESSURE IN THE GREEN AND YELLOW SYSTEMS 343. THE FIRE SHUTOFF VALVES SHUT OFF: A. THE BLUE AND YELLOW SYSTEMS B. THE YELLOW AND GREEN SYSTEMS C. THE GREEN AND BLUE SYSTEMS 344. IN CASE OF BLUE ELEC PUMP FAILURE, WHEN THE RAT MAN ON P/B IS PRESSED: A. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED BY THE RAT B. THE EMERGENCY GEN SUPPLYING ELECTRICAL POWER C. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GEN IS RUNNING 345. THE HYDRAULIC RESERVOIRS ARE PRESSURIZED: A. FROM THE PNEUMATIC SYSTEM B. FROM THE PACKS 1 AND 2 C. FROM THE LH ENGINE OR THE PNEUMATIC SYSTEM 346. IN FLIGHT THE ENG 1 PUMP FAULT LIGHT ILLUMINATES AMBER IN CASE OF: A RESERVOIR LOW LEVEL, OR A RESERVOIR OVERHEAT, OR A RESERVOIR LOW AIR PRESS, OR A PUMP LOW PRESS A. YES B. NO 347. IF ON GROUND WITH ENGINE 1 STOPPED; DOES THE ENG 1 PUMP FAULT LIGHT ILLUMINATE AMBER DUE TO GREEN PUMP LOW PRESS: A. YES B. NO 348. IN CASE OF RESERVOIR OVERHEAT THE FAULT LIGHTS OF THE FAULTY SYSTEM STAY ON: DATE : AUGUST 2005 Page 44 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY A. FOR 30 SECONDS B. CONTINUOUSLY C. AS LONG AS THE OVERHEAT IS DETECTED 349. ON GROUND AND BEFORE ENGINE START, WITH BLUE PUMP AUTO AND AC POWER AVAILABLE, THE BLUE PUMP IS: A. AUTOMATICALLY ENERGIZED B. ENERGIZED WHEN THE BLUE PUMP OVRD P/B IS PRESSED 350. THE BLUE SYSTEM INCLUDES OPERATION OF: A. THE FLAPS B. THE SLATS C. THE FLATS AND THE SLATS 351. THE RAT, WHEN EXTENDED IN FLIGHT, PRESSURIZES: A. THE GREEN SYSTEM B. THE YELLOW SYSTEM AND THE GREEN SYSTEM VIA THE PTU C. THE BLUE SYSTEM 352. THE YELLOW SYSTEM INCLUDES OPERATION OF: A. THE LEFT AND RIGHT ELEVATOR B. THE LEFT ELEVATOR ONLY C. THE RIGHT ELEVATOR ONLY 353. THE YELLOW SYSTEM MAY BE POWERED BY: A. ENG 1 HYDRAULIC PUMP B. ENG 2 HYDRAULIC PUMP, OR THE YELLOW ELECTRIC PUMP, OR THE PTU C. ENG 2 HYDRAULIC PUMP, THE YELLOW ELECTRIC PUMP, THE RAT 354. THE YELLOW SYSTEM INCLUDES OPERATION OF: A. THE FLAPS B. THE FLAPS AND SLATS C. THE SLATS 355. DURING FIRST ENGINE START THE PTU IS: A. AUTOMATICALLY RUNNING B. TESTED C. INHIBITED 356. THE RAT CAN BE RESTORED: A. IN FLIGHT B. ON GROUND ONLY C. ON GROUND AND IN FLIGHT 357. IN FLIGHT THE RAT IS EXTENDED: A. MANUALLY ONLY DATE : AUGUST 2005 Page 45 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY B. MANUALLY OR AUTOMATICALLY C. AUTOMATICALLY ONLY 358. IN FLIGHT WHEN THE RAT IS AUTOMATICALLY EXTENDED: A. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED BUT THE EMERGENCY GEN IS NOT RUNNING B. THE GREEN HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GEN RUNS C. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GEN RUNS 359. IS IT POSSIBLE TO INTERCHANGE HYDRAULIC FLUID FROM GREEN TO YELLOW OR YELLOW TO GREEN SYSTEM: A. NO B. YES THAN THE PTU C. YES IN CASE OF LEAKAGE 360. THE FIRE SHUT OFF VALVE CLOSES WHEN: A. THE MASTER SWITCH IS SET TO OFF B. THE FIRE PB IS RELEASED OUT C. AUTOMATICALLY IF A FIRE IS DETECTED 361. IF THE GREEN SYSTEM IS LOST, SLAT OPERATION IS: A. NORMAL B. SLOW C. LOST 362. IF THE GREEN SYSTEM IS LOST, FLAP OPERATION IS: A. SLOW B. NORMAL C. LOST 363. THE GREEN SYSTEM OPERATES: A. SPOILERS 3 B. SPOILERS 2 AND 4 C. SPOILERS 1 AND 5 364. THE GREEN SYSTEM OPERATES: A. THE RIGHT ELEVATOR B. THE LEFT ELEVATOR C. BOTH 365. THE GREEN SYSTEM OPERATES: DATE : AUGUST 2005 Page 46 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY A. THE LEFT AILERON B. THE RIGHT AILERON C. BOTH 366. THE GREEN SYSTEM OPERATES: A. THE REVERSER 1 B. THE REVERSER 2 C. BOTH 367. THE YELLOW SYSTEM OPERATES: A. THE REVERSER 1 B. THE REVERSER 2 C. BOTH 368. ON GROUND, BLUE ELEC PUMP P/B AT AUTO, THE CIRCUIT IS ENERGIZED IF: A. ONE BATTERY IS ON AUTO B. GROUND ELECTRICAL POWER IS ON C. ONE ENGINE IS RUNNING OR BLUE PUMP OVRD P/B HAS BEEN PRESSED 369. IF BLUE SYSTEM IS LOST, THE SLATS ARE: A. NORMAL B. SLOW C. LOST 370. IF BLUE SYSTEM IS LOST, THE FLAPS ARE: A. NORMAL B. SLOW C. LOST 371. THE BLUE SYSTEM OPERATES: A. SPOILERS 2 AND 4 B. SPOILER 3 C. SPOILERS 1 AND 5 372. THE RAT CAN BE EXTENDED: A. AUTOMATICALLY IN CASE OF LOSS OF POWER TO AC BUS 1 AND AC BUS 2 B. MANUALLY FROM THE OVERHEAD PANEL C. BOTH 373. THE BLUE SYSTEM OPERATES: A. THE LEFT AILERON B. THE RIGHT AILERON C. BOTH DATE : AUGUST 2005 Page 47 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 374. CAN YOU OPERATE A CARGO DOOR WHEN NO ELECTRICAL POWER IS AVAILABLE: A. YES B. NO 375. YELLOW ELEC PUMP P/B SWITCH OFF AND CARGO DOOR MANUAL SELECTOR VALVE SET AT OPEN OR CLOSE POSITION, THE PTU AND THE FLIGHT CONTROLS ARE: A. OPERATIVE B. INHIBITED 376. IF YELLOW SYSTEM IS LOST, THE SLATS ARE: A. NORMAL B. SLOW C. LOST 377. IF YELLOW SYSTEM IS LOST, THE FLAPS ARE: A. NORMAL B. SLOW C. LOST 378. THE ENGINE 2 FIRE VALVE IS BETWEEN THE YELLOW RESERVOIR AND : A THE ENG 2 HYDRAULIC PUMP A. B. THE YELLOW ELECTRIC PUMP C. THE YELLOW HAND PUMP 379. THE YELLOW SYSTEM OPERATES: A. THE SPOILER 3 B. THE SPOILERS 2 AND 4 C. THE SPOILERS 1 AND 5 380. IN CASE OF SINGLE HYDRAULIC SYSTEM LOW PRESS: A. THE MASTER WARN LIGHT ILLUMINATES B. THE MASTER CAUTION LIGHT ILLUMINATES AND THE SINGLE CHIME SOUNDS C. THERE IS NO WARNING 381. IN CASE OF RSVR LO AIR PR THE HYDRAULIC SYSTEM AFFECTED IS: A. DEFINITIVELY LOST B. MAY BE RECOVERED AFTER DESCENDING TO A LOWER ALTITUDE 382. WITH A SINGLE HYDRAULIC SYSTEM FAILURE THE FLIGHT CONTROL LAW IS: A. NORMAL B. ALTERNATE C. DIRECT DATE : AUGUST 2005 Page 48 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 383. WITH GREEN HYDRAULIC SYSTEM LOST: A. THE LANDING GEAR EXTENSION IS NORMAL B. THE LANDING GEAR RETRACTION IS NORMAL C. THE LANDING GEAR MUST BE EXTENDED BY GRAVITY 384. WITH GREEN HYDRAULIC SYSTEM LOST: A. THE NWS IS LOST B. THE NWS IS OPERATIVE C. THE NWS OPERATES IN ALTERNATE 385. WITH GREEN HYDRAULIC SYSTEM LOST, THE BRAKING SYSTEM IS: A. NORMAL B. ALTERNATE C. LOST 386. WITH GREEN HYDRAULIC SYSTEM LOST, THE ANTI-SKID IS: A. LOST B. LIMITED TO 2000 PSI BRAKE PRESSURE C. OPERATIVE ON THE YELLOW HYDRAULIC SYSTEM 387. PTU AT AUTO, THE PTU AUTOMATICALLY RUNS: A. IF THE BLUE HYDRAULIC SYSTEM IS LOST B. WHEN DIFFERENTIAL PRESSURE BETWEEN GREEN AND YELLOW SYSTEM IS MORE THAN 500 PSI C. AS SOON AS A DIFFERENTIAL PRESSURE BETWEEN GREEN AND YELLOW SYSTEM IS DETECTED 388. PTU RUNNING, THE PRESSURE DELIVERED BY THE PTU IS: A. STABLE AT 3000 PSI B. FLUCTUATING BETWEEN 2500 AND 3000 PSI 389. HYDRAULIC GREEN SYSTEM ONLY REMAINING, THE AUTO PILOT FUNCTION IS: A. AVAILABLE WITH AP 1 B. LOST C. AVAILABLE WITH AP 2 390. HYDRAULIC GREEN SYSTEM ONLY REMAINING, THE HORIZONTAL STABILIZER IS: A. AVAILABLE B. LOST 391. WITH GREEN AND YELLOW HYDRAULIC SYSTEMS LOST, MANUAL PITCH TRIM IS: A. AVAILABLE B. LOST DATE : AUGUST 2005 Page 49 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 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 ICE AND RAIN 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: 395. 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 DATE : AUGUST 2005 Page 50 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 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 A. 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 DATE : AUGUST 2005 Page 51 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY B. WITH ON LIGHT ON THE ASSOCIATED ENGINE PB+ENGINE ANTI ICE ON THE ECAM ENGINE PAGE 409. THE MAXIMUM SPEED TO USE THE WINDSHIELD WIPERS IS: A. 200 KTS B. 250 KTS C. 230 KTS 410. ON A DRY WINDSHIELD, RAIN REPELLENT SYSTEM: A. MAY BE USED AS WINDSHIELD WASHER B. MUST NOT BE USED 411. THE RAIN REPELLENT SYSTEM IS INHIBITED: A. WHEN BOTH ENGINES ARE SHUT DOWN B. ON GROUND BELOW 80 KTS C. ABOVE FL 150 412 THE RAIN REPELLENT BOTTLE SHOULD BE REPLACED: 412. A. WHEN THE PRESSURE INDICATOR NEEDLE IS IN THE YELLOW SECTOR B. AFTER EACH FLIGHT C. WHEN REFILL FLOAT IS IN VIEW ON QUANTITY INDICATOR D. A AND C ABOVE 413. THE ELECTRIC WIPERS ARE CONTROLLED BY 2 INDIVIDUAL ROTARY SELECTORS: A. YES B. NO 414. THE WIPERS CAN OPERATE AT DIFFERENT SPEEDS: A. LOW SPEED AND HIGH SPEED B. ONLY ONE SPEED C. LOW, MEDIUM, HIGH SPEED 415. THE RAIN REPELLENT BOTTLE IS LOCATED: A. IN THE REAR COCKPIT ON THE LEFT SIDE B. IN THE AVIONIC BAY C. IN THE COCKPIT ON THE RIGHT SIDE 416. THE TIMER SUPPLIES A MEASURED QUANTITY OF RAIN REPELLENT TO THE WINDSHIELD: TO REPEAT THE CYCLE THE PUSHBUTTON MUST BE PRESSED AGAIN: A. NO B. YES DATE : AUGUST 2005 Page 52 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 417. WHEN NOT USED, THE WIPERS ARE OUT OF VIEW? A. RIGHT B. WRONG 418. THE WING ANTI-ICE SHUTOFF VALVES CLOSE AUTOMATICALLY IN CASE OF: A. ENGINE FAILURE B. LOSS OF ELECTRICAL POWER SUPPLY OR LEAK DETECTION C. CROSS-BLEED VALVE FAULT WHEN WING ANTI-ICE IS USED 419. SLATS PROTECTED BY HOT AIR SUPPLIED FROM THE PNEUMATIC SYSTEM ARE: A. SLATS 1.2.4 B. SLATS 2.3.4 C. THE THREE OUTBOARD LEADING EDGE SLATS 420. THE WING ANTI-ICE SHUTOFF VALVES ARE CONTROLLED BY: A. 1 WING ANTI-ICE PUSHBUTTON B. 2 WING ANTI-ICE PUSHBUTTONS C. AUTOMATICALLY 421. WHERE DO THE WING ANTI-ICE INDICATIONS APPEAR ON THE ECAM? A. THERE IS NO INDICATION ON ECAM BLEED PAGE FOR WING ANTI-ICE SYSTEM B. "ANTI-ICE" APPEARS IN WHITE ON THE ECAM BLEED PAGE WHEN THE WING ANTI- ICE PUSHBUTTON IS DEPRESSED C. A GREEN TRIANGLE APPEARS IN THE ECAM BLEED PAGE WHEN THE WING ANTI- ICE PUSHBUTTON IS DEPRESSED LANDING GEAR 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: DATE : AUGUST 2005 Page 53 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY A. ANTI-SKID ONLY IS DEACTIVATED B. NOSE WHEEL STEERING ONLY IS DEACTIVATED C. ANTI-SKID AND NOSE WHEEL STEERING ARE DEACTIVATED D. ANTI-SKID PROVIDES A FIXED AIRCRAFT DECELERATION 425. L/G POSITION IS INDICATED BY: A. ONE PANEL ON CENTER INSTRUMENT PANEL; ONE PANEL ON OVERHEAD PANEL B. ECAM ONLY C. ONE PANEL ON CENTER INSTRUMENT PANEL, ECAM D. ONE PANEL ON CENTER INSTRUMENT PANEL, ECAM, VISUAL MEANS ON THE WING 426. WHEN AUTO BRAKE OPERATES, IT CAN BE DISARMED BY: A. PRESSING THE PUSHBUTTON OR LOSING AN ARMING CONDITION B. DEPRESSING 1 PEDAL IF MED OR LO OR BOTH PEDALS IF MAX C. GROUND SPOILERS RETRACTION D. ANY A, B OR C 427. MAXIMUM SPEED FOR LANDING GEAR RETRACTION IS: A. 200 KTS B. 220 KTS C 250 KTS C. D. 280 KTS 428. THE NOSE WHEEL STEERING IS POWERED: A. BY HYDRAULIC SYSTEM B. BY ELECTRIC SYSTEM C. A OR B 429. NOSE WHEEL STEERING IS AVAILABLE WHEN: A. GEAR DOORS OPEN B. NOSE GEAR DOORS CLOSED C. ALL GEAR DOORS CLOSED 430. NOSE WHEEL STEERING IS POWERED BY: A. YELLOW HYDRAULIC SYSTEM B. GREEN HYDRAULIC SYSTEM C. BOTH A AND B 431. WHEN IS PRESSURE IN THE NOSE WHEEL STEERING SYSTEM SHUT OFF: A. WITH TOWING LEVER IN TOWING POSITION OR BOTH ENGINES ARE SHUT DOWN OR AIRCRAFT SPEED IS ABOVE 80 KTS B. DURING GROUND TOWING WITH ONE ENGINE SHUT DOWN OR WHEN AIRCRAFT SPEED IS ABOVE 60 KTS DATE : AUGUST 2005 Page 54 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 432. THE HANDWHEELS IN THE COCKPIT PROVIDE A WHEEL STEERING ANGLE OF: A. 85 DEGREES B. 70 DEGREES C. 75 DEGREES 433. WHEN BOTH HANDWHEELS ARE OPERATED SIMULTANEOUSLY, THE SIGNALS: A. FROM THE FIRST PILOT ACTING ON HIS HANDWHEEL HAVE PRIORITY B. COMING FROM THE CAPTAIN HAVE PRIORITY C. ARE MATHEMATICALLY ADDED 434. NOSE WHEEL STEERING BY RUDDER PEDALS IS LIMITED TO: A. 2 DEGREES TO 6 DEGREES UNDER ALL CIRCUMSTANCES B. 2 DEGREES TO 6 DEGREES DEPENDING ON A/C SPEED 435. HANDWHEEL AND PEDALS ARE OPERATED SIMULTANEOUSLY: A. HANDWHEEL HAS PRIORITY B. PEDALS HAVE PRIORITY (DEPENDING ON SPEED) C. SIGNALS ARE MATHEMATICALLY ADDED 436. NOSE WHEEL STEERING IS AVAILABLE: A. A/C SPEED BELOW 80 KTS BOTH ENG RUNNING TOWING LEVER NORMAL POSITION A/C ON GROUND B. A/C SPEED BELOW 80 KTS BOTH ENG RUNNING TOWING LEVER NORMAL POSITION A/C ON GROUND OR IN THE AIR C. A/C SPEED BELOW 80 KTS ONE ENG RUNNING TOWING LEVER NORMAL POSITION A/C ON GROUND 437. HYDRAULIC PRESSURE TO THE LANDING GEAR IS SUPPLIED UP TO: A. 280 KTS B. ANY SPEED C. 260 KTS 438. AFTER T/O THE LEFT MAIN GEAR SHOCK ABSORBER IS STUCK IN COMPRESSED POSITION: A. THE GEAR CAN BE RETRACTED UNDER ALL CIRCUMSTANCES (SAFETY) B. THE GEAR CAN BE RETRACTED PROVIDED THE NOSE GEAR IS CENTERED C. THE GEAR CANNOT BE RETRACTED, GEAR LEVER IS BLOCKED 439. IS IT POSSIBLE (SYSTEM WISE) TO LOWER THE GEAR BY GRAVITY ABOVE 260 KTS? A. YES B. NO DATE : AUGUST 2005 Page 55 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 440. SYSTEM PAGE "WHEEL": L/G POSITION INDICATORS (TRIANGLES), FIRST LINE SHOWS GREEN TRIANGLES (GEAR DOWN)? SECOND LINE BEHIND NO TRIANGLES ARE SHOWN. THE L/G IS DOWN: A. YES B. NO 441. DURING AN APPROACH YOU GET MASTER WARNING AND ECAM: "GEAR NOT DOWN!" THE REASON IS: A. L/G NOT DOWN LOCKED AND FLAPS AT FULL B. L/G NOT DOWN LOCKED, FLAPS AT 3 AND RADIO HEIGHT LOWER THAN 750 FT C. A OR B 442. THE BRAKES ARE ACTUATED BY TWO INDEPENDENT SYSTEMS, PRESSURIZED BY THE: A. BLUE AND GREEN HYDRAULIC SYSTEM B. YELLOW AND GREEN HYDRAULIC SYSTEM C. BLUE AND YELLOW HYDRAULIC SYSTEM 443. THE ALTERNATE BRAKE SYSTEM USES: A. THE YELLOW HYDRAULIC SYSTEM B. THE HYDRAULIC ACCUMULATOR C. A + B 444. BRAKE PRESSURE FROM THE HYDRAULIC ACCUMULATOR IS STILL AVAILABLE : A. IN NORMAL (WITH ANTI-SKID) B. IN ALTERNATE (WITH ANTI-SKID) C. IN ALTERNATE (WITHOUT ANTI-SKID) 445. THE ANTI-SKID SYSTEM GETS ITS REFERENCES SPEED FROM: A. ADIRS 1 + 3 B. ADIRS 2 + 3 C. ADIRS 1 446. THE PRINCIPLE OF THE ANTI-SKID IS: A. COMPARING THE SPEED DIFFERENCE BETWEEN THE FOUR WHEELS B. COMPARING WHEEL SPEED WITH A/C REFERENCE SPEED C. COMPARING WHEEL SPEEDS BETWEEN LEFT AND RIGHT LANDING GEAR 447. FOLLOWING FAILURE OF ADIRS 1 AND ADIRS 3, IS THE ANTI-SKID STILL AVAILABLE? A. YES B. NO DATE : AUGUST 2005 Page 56 of 71 A-320/319 - Technical Knowledge Reviewer  AIRBUS TECHNICAL KNOWLEDGE REVIEWER - FOR TRAINING PURPOSES ONLY 448. GREEN HYDRAULIC SYSTEM AVAILABLE, YOU FIND THE A/SKID AND N/W STG SW IN OFF POSITION: A. BRAKING IS NORMAL, NOSEWHEEL STEERING LOST B. BRAKING IS ALTERNATE, NOSEWHEEL STEERING NORMAL C. BRAKING IS ALTERNATE, NOSEWHEEL STEERING LOST 449. ALTERNATE BRAKING USING THE YELLOW SYSTEM, AUTOBRAKE IS: A. STILL AVAILABLE WITH ANTI-SKID B. LOST C. STILL AVAILABLE WITHOUT ANTI-SKID 450. SETTING THE PARKING BRAKE ON DEACTIVATES ALL BRAKING MODES, EXCEPT THE ANTI-SKID: A. TRUE B. FALSE 451. SETTING THE PARKING BRAKE TO ON DEACTIVATES THE AUTO BRAKE: A. TRUE B. FALSE 452. AUTO BRAKING IS INITIATED BY: A. REVERSE THRUST SELECTION B. GROUND SPOILERS EXTENSION C. A + B 453. AFTER LANDING YOU RETRACT THE GROUND SPOILERS BY BRINGING THRUST LEVERS FROM REVERSE TO IDLE. THE AUTO BRAKE IS NOW DIS