A320 Master Question Bank PDF

A320 Master Question Bank Category Question Question No 1 2 186 If ELAC (elevator aileron computer) 1 and 2 have failed: Pitch control is automatically transferred to SEC 1 or SEC 2 Pitc...

A320 Master Question Bank Category Question Question No 1 2 186 If ELAC (elevator aileron computer) 1 and 2 have failed: Pitch control is automatically transferred to SEC 1 or SEC 2 Pitch control is automatically transferred to SEC 1 or SEC 3 Pitch control is automatically transferred to SEC 3 Pitch control is automatically transferred to ELAC 3 187 If FAC 1 and 2 have failed: The rudder can still be controlled by the rudder pedals (b) Rudder control is lost Rudder control is provided by SEC 3 (d) Rudder control is provided by FMGC 1 Control surface movement is proportional to the algebraic sum of the deflections of both sticks (b) Control surface movement is proportional to the last stick deflected Control surface movement is proportional to the first stick deflected (d) The left stick has priority 189 Mechanically controlled and hydraulically actuated Hydraulically controlled and electrically actuated Electrically controlled and electrically actuated Electrically controlled and hydraulically actuated Electrical Hydraulic Pneumatic Ground spoiler function: all spoilers deploy (b) Speedbrake function: spoilers 1, 2 and 3 deploy Roll function: ailerons and spoilers 4 & 5 deploy (d) Speedbrake function: all spoilers deploy 192 2 - active and damping 3 - active, damping and centering 3 - active, standby and damping 193 +2.5g and -1g in all configurations (b) +2.0g and 0g in all configurations +2.5g and -1g: limits apply only in clean configuration (d) +2.5g and -1g clean; +2.0g and 0g in other configurations 3 194 ELAC 1 ELAC 2 SEC 1 SEC 2 195 (a) 2 (b) 0 (d) 3 196 One of two electric motors for auto trim An electrical trim wheel One of two electric motors One of three electric motors for auto trim and a mechanical trim wheel 197 When the aircraft passes 50ft RA Passing 30ft RA Passing 50ft RA Passing 350ft RA 198 At landing, as the aircraft descends through 30ft: The pitch attitude is memorised The attitude is set as an initial reference for pitch attitude control The pitch attitude is reduced to 2˚ nose down over 8 seconds (d) The pitch attitude is increased by 2˚ 199 By momentarily pressing the takeover P/B on the active stick (b) By simultaneously pressing the takeover P/B on both sticks By momentarily pressing the takeover P/B on the deactivated stick (d) By momentarily pressing the takeover P/B on either stick Roll attitude constant when stick is neutral, up to 45° bank Maximum bank angle of 45°, provided no other protections are active Maximum bank angle of 45° with full lateral sidestick deflection (d) Roll attitude constant when stick is neutral, up to 33° bank 4 201 Ailerons, spoilers 2-5 and rudder in the sidestick Ailerons and all spoilers in the sidestick Ailerons and speedbrake in the sidestick Ailerons and spoilers 2 & 4 in the sidestick If ELAC 1 and 2 are inoperative, roll control is provided by: Ailerons only through the SECs Ailerons and spoilers 2-5 through the SECs Spoilers 2 4 only Spoilers 2-5 through the SECs In flight, if a wing tip brake (WTB) is activated: It cannot be released and the corresponding surface cannot be operated (b) It can be released after applying the ECAM procedure It can be released if hydraulic system pressure is available (d) It can be released provided there is no asymmetry What happens when SFCC1 fails? Slat and flap operation remains normal Flaps and slats operate at half speed Flaps are lost Slats are lost 1, Flaps automatically retract at 180 kts Flaps and slats automatically retract at 210kts Flaps automatically retract at 210kts There is no automatic retraction feature for slats or flap Flaps automatically re-extend when speed decreases Flaps do not automatically re-extend Flaps do not re-extend unless speed decreased below VLS Flaps automatically re-extend when speed decreases below green dot Yes, the flap lever can be placed in any position Yes, but only for certain failure situations No, only slats can be selected to an intermediate position No, only positions 0, 1, 2, 3 and full can be selected Speed returns to VLS Angle of attack reduces to alpha prot Cannot fly at an angle greater than alpha prot Angle of attack remains the same 5  When alternate law is active: (a) High speed and high angle of attack protections are lost (b) High speed protection is available (c) High angle of attack protection is available (d) Protections are degraded 210 When the aircraft is in direct law: The pilot controls yaw with the rudder pedals, while the yaw damping and turn coordination functions are lost (b) The pilot controls yaw with the rudder pedals, while the yaw damping and turn coordination functions remain The autopilot controls yaw with the rudder pedals, while the yaw damping and turn coordination functions remain (d) The autopilot controls yaw with the rudder pedals, while the yaw damping and turn coordination functions are lost Prevents runaway slats Prevents slats retracting when the airspeed is too low or angle of attack is too high Allows you to fly at any angle of attack Extends the slats when slats or flaps are 0 and speed < 200 kts 212 Blue and Green Green, Blue and Yellow Blue and Yellow 213 3 flap surfaces and 4 slat surfaces 2 flap surfaces and 5 slat surfaces 5 spoiler panels LAF, using ailerons and spoilers 4 & 5 214 Slat retraction from 1 to 0 is inhibited on A320 if: Not inhibited Speed > 210 kts Angle of attack is greater than alpha prot Angle of attack > 8.6˚ or speed < 148 kts 215 Landing gear down (or when Flap 2 selected if LGCIU 1+2 fault) (b) (d) Flap 3 selected 6 216 SFCC 1 has failed The slat channel in SFCC 1 has failed The slat channel in one SFCC has failed Both slat channels have failed 217 Alternate, after landing gear extension Direct, before landing gear extension Normal, before landing gear extension Direct, after landing gear extension 218 At 148kts if slats are not extended When alpha max is reached When alpha prot is reached Angle of attack corresponding to stall warning cannot be reached in normal law 219 Load factor limitation, pitch attitude protection and high speed protection (b) Load factor limitation, high angle of attack and high speed protection Load factor limitation, high angle of attack, and high speed and pitch attitude protection (d) Load factor limitation, pitch attitude protection and low speed stability 7