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AMICROPHONE IS CONNECTED TO THE SELECTED TRANSCEIVER: When the transmission key is pressed an the ACP and the PTT is activated. As soon as the transmission key is pressed in on one Audio Control Panel. When the corresponding transceiver is selected on one Radio Management Panel.

THE COCKPIT LOUDSPEAKER AMPLIFICATION FUNCTIONS IS PERFORMED IN THE: Audio Management Unit. Loudspeakers themselves. Flight Warning Computer.

A “COMM CIDS 1 + 2” FAULT MESSAGE IS DISPLAYED ON THE E/W DISLAY UNIT: Because the PA system is lost in the director 1 and 2. When more than 50% of type A and B DEUs have failed. When director 1 and 2 are lost.

AN AUDIO LINK BETWEEN THE COCPIT AND ONE ENGINE POSITION IS ACHIVE BY: Pressing the CAB key on one ACP. Pressing the INT key on one ACP. No action, the SERVICE INTERPHONE system is connected to the acoustic equipment on ground.

A “COM VHF1 EMITTING” MESSAGE IS DISPLAYED ON E/W DISPLAY UNIT: The VHF1 key is selected on the CAPT ACP. The VHF1 system is emitting. When the VHF1 key on ACP1 is selected and the CAPT PTT is activated more than one minute.

IF THE AFT ATTENDANT CALLS THE COCKPIT: A call light comes on on the Cockpit Call Panel. Only the Aft attendant light comes on, on the captain ACP and the buzzer sounds. The “ATT” light comes on, on all ACPs and the buzzer sounds.

CABIN LOUDSPEAKERS ARE CONNECTED DIRECTLY TO: Type A Decoder/Encoder Units (DEUs). Both directors. Type B DEUs.

TO COMMUNICATE USING THE SERVICE INTERPHONE FROM THE COCKPIT : Selecting INT on Audio Control Panel and press the SERV INT p/b on the overhead panel. Press the CAB Keys on the Audio Control Panel (ACP) (transmission + reception). Press the SERV INT p/b on the overhead maintenance panel.

THE SELCAL DECODING FUNCTION: Is ensured by an independent SELCAL decoder. Is integrated inside the Audio Management Unit. Is performed inside each VHF/HF transceiver.

WHEN DIRECTOR 1 FAILS: The CAUTION light on the FAP comes on to indicate to the purser that Director 2 must be energized. Director 2 takes over automatically all the CIDS functions. Director 2 takes over and provides the EVAC, PA and interphone functions only.

The altitude window on the FCU : Can never dashes; the altitude target is selected by crew. Is god.

The FCU is normally used for : A short term order selection . Pikachu.

When a FD failure is detected , the switching is performed by : FMGEC self-monitoring and automatic switching indicated on FD. charmander.

If MCDU 1 and 2 have failed, back up NAV function is : Not available from MCDU 3. novita.

The “CLIMB” or “DES” mode is engaged : When the Altitude or V/S knob is pulled. megamind.

The action or event which do not disengage theA/THR is: Setting a thrust lever into “CLB-MCT “ area. chancla.

An Alpha floor detection leads to : Engagement of the autothrust, in active mode , to TO/GA. toga.

The effect of a double RA failure is : Disengagement of AP in land mode. bulbasur.

To control the A/C surfaces, the FMGECs provide output to: FCPCs directly only. ,.

The “AFT CG LIMIT” warning and computation is active : In clean configuration, above 20.000 ft. ,.

The a/c weight and CG , used in performance computation comes : FCMC. ,.

Back-up weight, back-up center of gravity are computed by: FE. ,.

To perform the autothrust function, the FG communicate via: FCU, EIVMUs and FADECs. ,.

Both APs can be engaged at the same time: When approach mode has been selected on the FCU. ,.

In normal operation, the A/THR is active if thrust levers are: Between the IDLE and CLB detents. ,.

On the FCU, in the lateral window, dashes and white dot illuminated mind that : HAEDING is in managed mode. ,.

TO GAIN ACCES TO THE PSUs. The ceilings panels have to be removed. No panels have to be removedas the PSUs are mounted below the overhead storage compartment. The overhead stowage have to be partially removed to gain acces to the PSUs.

The door sill latch release lever must be operated: During loading and unloading. During unloading. Before cargo door closing.

IN THE CARGO LOADING SYSTEM, ONE OF THE FOLLOWING ITEMS IS NOT PART OF THE TRANSPORT COMPONENTS. Door sill latch. Ball mat. Roller track.

THE SEATS FITTED AT THE CABIN ATTENDANT POSITIONS ARE: Folding seats, wall or floor mounted. Fixed seats, wall mounted. Folding seats, floor mounted only.

IN CASE OF AN EMERGENCY, IT IS POSSIBLE TO OPEN THE LAVATORY DOR FROM OUTSIDE. Yes, and special tool is required. No, the door can only be opened from inside. Yes and no especial tool is required.

RAPID DECOMPRESSION PANELS ARE FITTED TO THE: Lower side wall panels and cargo compartment linings. Cargo compartment floor. Cabin upper sidewall panels.

ON AN ELECTRICALLY UNPOWERED AIRCRAFT, IT IS POSSIBLE TO MOVE THE PILOT SEAT: No, electrical power is necessary. Yes, but only back rest recline is possible. Yes, by using the manual controls.

WHEN A CARGO CONTAINER IS LOCKED IN POSITION, THE ASSOCIATED POWER DRIVE UNIT IS: Selected off by the power switch. De-energized by its associated latch. Electrically inhibited by the sill lock.

THEAPU AUTO EXTINGUISHINGISCONTROLLED BY : The APU Fire Detection Unit (FDU). TheAutomatic Fire Extinguishing Control Unit (AFECU). The AlC wiring only.

A TESTOFTHE AVIONICSEQUIPMENTSMOKEDETECTIONSYSTEMCAN BE DONEFROM: The Cargo Smoke panel only. The MCDU only. The Cargo Smoke panel and the MCDU.

ON GROUND,WHEN THE APU AUTOEXTINGUISHING IS TRIGGERED: The Electronic Control Box (ECB) automatically tires the APU bottle. The Automatic Fire Extinguishing Control Unit (AFECU) directly shuts down the APU. The ECB shuts off the Fuel Solenoid Valve and the AFECU tires the APU bottle.

THE ENGINEFIRE-DETECTINGELEMENTIS: Continually tested by the FDUas soon as the FDUis powered.. Only tested trom the engine tire panel. Only tested trom the MCDU.

IFSMOKE IS DETECTED IN THE FWD CARGO COMPARTMENT, PRESSING THE FWD AGENT P/B CAUSES: The SMOKEWARNINGto be reset. Both BOTTLES to be discharged simultaneously in the FWD cargo compartment. BOTTLE1and then BOTTLE 2 to be discharged in the FWD cargo compartment.

THE SQUIB LlGHT IN ANY ENGINE FIRE CONTROL PANEL AGENT SWITCH COMES ON IF: The bottle is fired. The bottle is fully discharged. The extinguishing system is armed.

DURINGTEST,THE SQUIB LlGHT INDICATES: The correct operation of the fire detectors. The continuity ot the squib circuit. The correct pressure of the bottle.

A FIRE BOTTLE DISCHARGE CARTRIDGE IS SAFETIED: By releasing out the respective fire P/B. By installing a shunt plug or a shorting clip. By insuring that the fire P/B is not released.

WHEN THE BATTERY PUSH BUTTON IS SET TO AUTO,THE AMBER FAULT LlGHT COMES ON IN CASE OF: Complete discharge of the battery. Battery thermal runaway or short circuit. Battery overvoltage or undervoltage.

THE BATTERY CHARGE LlMITERS 1+ 2 (BCL) CONTROL ANO MONITOR. Battery charge only (including protection against thermal runaway). Connection/disconnection of battery to the AlC network and failure signals from the emergency generator and battery. Protection against thermal runaway and failure signals from battery and the emergency generator.

IF THE "MAN ON" P/B SWITCH IS OPERATED IN FLlGHT. Nothing happens ifat least one IDG supplies the corresponding network. The emergency generator takes over the essential buses. If a generator fails, the emergency generator takes over the corresponding network.

THE ESS TRANSFORMER RECTIFIER (TR) CAN BE RESET: Byusing the TR front face reset P/Bonly. Bythe CMSor using the reset P/B. By depowering the A/C electrical network.

THE APU BATTERY AND THE APU TR (TRANSFORMER RECTIFIER)ARE LOCATED IN THE: Avionics compartment. Bulk cargo compartment. APU compartment.

THE EMERGENCY GENERATOR IS LOCATED: In the avionics compartment above the batteries. In the APU compartment. In the main wheel well.

THE BUS BAR(s) THAT CAN BE SUPPLlED BY THE STATIC INVERTER IS (ARE): The AC ESS and AC ESS SHED buses. The AC ESS bus only. The AC ESS SHED bus only.

THE ESS TR HAS ANINTERFACE WITH: THE SDAC, CMS AND ECMU. THE SDAC and ECMU. THE SDAC AND CMS.

THE APU TR MONITORING CARD IS SUPPLlED BY: Internal 28 Volts DC only. External 28 Volts DC only. Internal or external 28 Volts DC.

THE APU GCU BITE SIGNALS ARE TRANSMITTED: Directly to the Central Maintenance Computer(CMC). Via the Electronic Control Box(ECB) to the CMC. Via the Ground Power control Unit(GPCU) to the CMC.

GENERATOR LINE CONTACTOR 2 (GLC 2) IS CONTROLLED BY: GCU 2 and ECMU 2. GPCU and GCU 2. GCU 2 only.

IFA HIGH APU GENERATOR OIL TEMPERATURE DETECTION OCCURS: An immediate APU shutdown is commanded and the APU generator is de-energized. The APU generator is disconnected only. The APU generator FAULT light comes on only.

THE AC SERVICE BUSES CAN BE SUPPLlED FROM: The ground power connector B, only. The static inverter and the Ground Power Units (GPUs). AC BUS 1 and AC BUS 2 or via ground power connector A.

THE GALLEY SUPPLY SYSTEM IS MAINLY CONTROLLED BY: Circuit breakers and a dedicated control box. Remote Control Circuit Breakers and the Electrical Contactor Management Units. Generator Control Units and shedding relays.

IDG OIL PRESSURE WARNING IS INHIBITED BY THE: Low oil level. Low IDG input speed. Cold oil condition.

TtiE LRU WHICH CONTROLS THE BATTERY CONTACTOR IS THE: Electrical Contactor Management Unit (ECMU). Battery Charge Limiter (BCL). Generator Control Unit(GCU).

THE GREEN SYSTEM ENGINE DRIVEN PUMPS ARE LOCATED: On engine 1. On engines 1 and 2. On engine 2.

IN FLIGHT, THE RAT WILL DEPLY AUTOMATICALLY IF: Engines 1 and 2 fail at CAS>100kt. Green and blue system low pressure. Green reservoir low level or blue reservoir low level.

AN HYDRAULIC SYSTEM PRESSURE SWITCHES ON THE HIGH PRESSURE MANIFOLDS: Transmit data to the FWC. Activate electric pump low pressure warnings. Cause the fire shut of valves to close.

AN HYDRAULIC SYSTEM OVERHEAT IS INDICATED ON THE ECAM PAGE WHEN THE TEMPREATURE REACHES;. 95ºC. 100ºC. 105ºC.

THE YELLOW ELECTRIC PUMP AUTOMATICALLY RUNS: When the engine 2 failure, CAS>100kt and the slat handle not in "0" position. In flight with CAS>100kt and failure of engine 1. In flight with CAS>100k and low air pressure in yellow reservoir.

THE HYDRAULIC RESERVOIR FILLING POINT IS LOCATED: On the yellow ground service panel. On the blue pressurization manifold. On the green ground service panel.

WHEN THE LOW LEVEL IS DETECTED IN THE GREEN RESERVOIR IN FLIGHT: The CSM/G automatically runs. The green FIRE shut-off valves automatically close. The HSMU automatically extends RAT.

FOR HYDRAULIC RESERVOIR FILLING, THE HYDRAULIC RESERVOIR HAS TO BE: Depressurized. Pressurized. Depressurized or pressurized.

AN AFT TRANSFER 15 INITIATED, AS AIRCRAFT PASSES FL 255, IF: CG is forward of Target CG - 0.5%. CG>Target CG by more than 0.5%. The trim tank quantity is less than 3750Kg.

WHEN THE TRIM TANK MANUAL TRANSFER 15 SELECTED,THE TRIM TO CENTER TANK TRANSFER STARTS IF THE: Center tank quantity is below high level. Aircraft is in flight. Trim tank quantity is above low level.

THE TRIM TANK TRANSFER PUMP 15 CONTROLLED BY: The FCMC or TRIM TANK MODE P/B. The FCMC only. The TRIM TANK MODE P/B only.

THE PURPOSE OF THE FUELCONTROL AND MONITOR ING SYSTEM (FCMS) 15 THAT: The FCMS controls refuel, transfers, CG, fuel quantity indicating and level sensing. The FCMS calculates ZFW, ZFCG and indicates aft CG warning. The FCMS only measures fuel quantity and gives related indications.

WHEN SELECTED ON, ALL FUEL BOOSTER PUMPS RUN TOGETHER: Yes, all engine fuel booster pumps run together. No, only the main pumps run. Standby pump runs first, then main pump runs at engine start.

AUTOMATIC FUEL TRANSFER FROM THE CENTER TO THE INNER TANKS STARTS WHEN THE: Inner tank quantity decreases below the high level. Inner tank quantity decreases below the underfull level. Inner tank quantity is less than 17000 KGs.

THE TRIM TANK COULD RECEIVE FUEL WITHOUT OVERBALANCE PROTECTION: During defuelling. During manual refuelling. During control through the FCMCfuel valve test on the MCDU.

THE REFUEL ISOLATION VALVE 15 CONTROLLED OPEN: By energization of a solenoid and application of fuel pressure. Only by pressing in the manual command button. Automatically by the fuel or suction pressure.

FOR AN AUTOMATIC REFUELlNG, WHEN THE PRESELECTED QUANTITYIS REACHED: AII high levellights always iIIuminate. END light flashes. END light iIIuminates steady.

MANHOLE PANELS GIVE ACCESS: Outer and inner tanks. The surge vent tanks only. All fuel tanks.

WHEN THE FUEL VENT PUSHBUTTON IS PRESSED IN: The two APU pumps operate simultaneously. Normally only the forward APU pump operates. The APU pumps do not operate, only valves do.

WHEN FUEL JETTISON IS SELECTED, THE JETTISON VALVES OPEN: Immediately, whatever the FOB is. In flight with the landing gear extended. If the inner tank quantity is above low level and at least one FCMC powered.

EACH LEVEL SENSOR OF A "PAIR OF THE SAME TYPE" SENDS ITS SIGNAL TO: Fuel Control and Monitoring Computer 1 (FCMC1) only. To a different FCMC. To both FCMCs.

WHENTHE OUTER TANK MANUAL TRANSFER IS SELECTED, FUEL IS TRANSFERRED THROUGH: 3 valves in each wing. 1 valve in each wing as in automatic transfer. 1 valve in each wing, if the related inner tank quantity is below high level.

FROM THE REFUEL/DEFUEL PANEL, FUEL CAN BE TRANSFERED TO: All tanks except trim tank. All tanks except inner tanks. All tanks except outer tanks.

EACH INNER TANK MAIN PUMP IS CONTROLLED BY: The FCMC (Fuel Controland Monitoring Computer). The corresponding push button. The ENG MASTER switch.