Airbus A-320 (Flight Control) DGAC CHILE

1.- AILERON DROOP MAY BEST BE CONFIRMED BY CHECKING WHICH OF THE FOLLOWING?. THE POSITION OF THE AILERONS ON THE EXTERIOR PREFLIGHT INSPECTION. THE LOWER ECAM FLT/CTL PAGE. THE POSITION OF THE FLAP HANDLE.

2.- ARE THERE ANY CONTROL SURFACES WITH A MECHANICAL BACKUP?. YES, THE AIRLERONS. YES, THE SPOILERS. YES, THE THS AND THE RUDDER. NO, THERE ARE NO CONTROL SURFACES WITH MECHANICAL BACKUP.

3.- AUTOMATIC PITCH TRIM IS INHIBITED WHEN: A.- RADIO ALTITUDE IS BELOW 50 FEET (100 FEET WITH AUTOPILOT COUPLED). B.- BANK ANGLE IS GREATER THAN 33 DEGREES. C.- LOAD FACTOR IS LESS THAN 1G. D.- BOTH A AND B.

4.- CAN THE CREW MAKES A FLIGHT CONTROL INPUT THAT WILL OVER-STRESS THE AIRPLANE IN DIRECT LAW?. NO. THE SYSTEM IS DESIGNED TO AVOID SUCH AN ATTEMPT. YES, THERE ARE NO PROTECTIONS PROVIDED IN DIRECT LAW.

5.- CAN THE RUDDERS BE MOVED WITH BOTH FAC'S INOPERATIVE?. YES, IF BOTH FACS FAIL, MAXIMUM RUDDER DEFLECTION CAN BE OBTAINED WHEN THE SLATS ARE EXTENDED. YES, IF BOTH FACS FAIL, MAXIMUM RUDDER DEFLECTION CAN BE OBTAINED. YES, IF BOTH FACS FAIL, MAXIMUM RUDDER DEFLECTION CAN BE OBTAINED WHEN THE GEAR IS EXTENDED OR FLAPS EXTENDED AT 1 MINUMUM. NO.

6.- CAN YOU MANUALLY TRIM THE RUDDER WITH THE AUTOPILOT ENGAGED?. YES. NO.

7.- FAC GENERATED SLAT AND FLAP EXTENSION, RETRACTION, AND LIMITING SPEEDS ARE VISUALLY DISPLAYED ON WHICH OF THE FOLLOWING?. THE MCDU PERF PAGE. THE LOWER ECAM F/CTL PAGE. BOTH PILOT'S PFD AIRSPEED DISPLAYS. ALL OF THE ABOVE.

8.- FAILURE TO RETRACT THE FLAPS AFTER TAKEOFF WILL: ACTIVATE THE WING TIP BRAKES. RESULT IN AUTOMATIC FLAP AND SLAT RETRACTION AT 210 KTS. RESULT IN AUTOMATIC FLAP AND SLAT RETRACTION AT 220 KTS. RESULT IN AUTOMATIC FLAP RETRACTION AT 210 KTS.

9.- FOUR HYDRAULICALLY OPERATED WING TIP BRAKES ARE INSTALLED TO LOCK THE FLAPS OR SLATS IN CASE OF: ASYMMETRY AND OVERSPEED. SYMMETRICAL RUNAWAY. UNCOMMANDED MOVEMENT OF THE SURFACES. ALL THE ABOVE.

10.- HORIZONTAL STABILIZER TRIM AUTOMATICALLY RESETS TO ZERO DEGREES AFTER LANDING. TRUE. FALSE.

11.- HOW MANY ACTUATORS ARE PROVIDED TO CONTROL THE AILERONS AND HOW MANY HYDRAULIC SOURCES SUPPLY THESE ACTUATORS?. 2 HYDRAULIC SOURCES WITH 4 ACTUATORS. 1 HYDRAULIC SOURCE WITH 2 ACTUATORS. 4 HYDRAULIC SOURCES WITH 4 ACTUATORS. 3 HYDRAULIC SOURCES WITH 4 ACTUATORS.

12.- IF ANGLE OF ATTACK PROTECTION IS ACTIVE OR FLAPS ARE IN THE CONFIGURATION FULL: SPEED BRAKE EXTENSION IS INHIBITED. AILERON TRAVEL IS REDUCED. SPEED BRAKE EXTENSION TRAVEL IS REDUCED.

13.- IF BOTH FAC'S FAIL, WHAT HAPPENS TO THE RUDDER LIMITER?. IT IMMEDIATELY ASSUMES THE LOW SPEED POSITION. IT FREEZES AT ITS PRESENT POSITION AND ASSUMES THE LOW SPEED POSITION WHEN FLAPS 1 ARE SELECTED. MAXIMUM RUDDER DEFLECTION CAN BE OBTAINED AFTER SLATS EXTENDED. MAXIMUM RUDDER DEFLECTION CAN BE OBTAINED AFTER FLAPS EXTENDED.

14.- IF ELECTRICAL POWER TO A SEC FAILS: THE AFFECTED SPOILERS AUTOMATICALLY RETRACTS. ALL SPOILERS AUTOMATICALLY RETRACT. THE AFFECTED SPOILERS REMAINS IN THE LAST COMMANDED POSITION.

15.- IN NORMAL LAW, IF ONE STICK IS RAPIDLY PULLED FULL BACK, CAN THE AIRCRAFT'S MAXIMUM ALLOWABLE G LOAD BE EXCEEDED?. YES. RAPID SIDE STICK DEFLECTION MUST NEVER BE MADE. YES, UNTIL MAXIMUM PITCH ATTITUDE IS REACHED . NO. AT MAXIMUM G LOAD, THE SIDE STICKS ARE DE-ACTIVATED FOR 5 SECONDS. NO. THE LOAD FACTOR LIMITATION OVERRIDES SIDE STICK COMMANDS TO AVOID EXCESSIVE G LOADS.

16.- IN NORMAL LAW, WHAT ARE THE LIMITS OF PITCH ATTITUDE PROTECTIONS WITH FLAPS FULL. 30° NOSE UP. 35° NOSE UP PROGRESSIVELY REDUCED TO 20°. 25° NOSE UP, PROGRESSIVELY REDUCED TO 20° AT LOW SPEED. THERE IS NO LIMIT.

17.- IN NORMAL LAW, WHAT IS THE MAXIMUM BANK ANGLE YOU CAN REACH WITH THE SIDE STICK FULLY DEFLECTED?. 33°. 49°. 67°. 70°.

18.- IN PICH NORMAL LAW FLIGHT MODE, PITCH TRIM IS: MANUAL WITHOUT THE AUTOPILOT ENGAGED. AUTOMATIC AS LONG AS THE AUTOPILOT IS ENGAGED. AUTOMATIC WITH OR WITHOUT THE AUTOPILOT ENGAGED.

19.- IN PICH NORMAL LAW, THE ELEVATOR CONTROL CHANGES FROM THE NORMAL MODE TO A PROTECTION MODE WHEN THE ANGLE OF ATTACK IS GREATER THAN: ALPHA MAX. ALPHA PROT. ALPHA FLOOR.

20.- IN THE EVENT OF A COMPLETE LOSS OF ELECTRICAL FLIGHT CONTROL SIGNALS, THE AIRPLANE REVERTS TO A _________ MODE. MECHANICAL. ALTERNATE LAW. ABNORMAL ATTITUDE LAW.

21.- IS THERE ANY RUDDER PEDAL FEEDBACK FOR THE YAW DAMPING AND TURN COORDINATION FUNCTIONS?. YES. NO.

22.- LET'S ASSUME THE F/O PRESSES HIS TAKEOVER PUSHBUTTON AND RELEASES IT AFTER MORE THAN 40 SECONDS. THE CAPTAIN'S SIDE STICK IS DE-ACTIVATED UNLESS HE PRESSES HIS TAKEOVER PUSHBUTTON. THE CAPTAIN IS UNABLE TO RE-ACTIVATED HIS SIDE-STICK FOR THE REST OF THE FLIGHT. BOTH STICKS ARE ACTIVE. THE CAPTAIN'S SIDE STICK IS ACTIVE AS LONG AS THE F/O' SIDE STICK IS IN NEUTRAL POSITION.

23.- MECHANICALLY BACKUP CONTROL SURFACES: ARE MECHANICALLY CONNECTED TO THE COCKPIT CONTROLS AND DO NOT REQUIRE HYDRAULIC POWER. REQUIRE HYDRAULIC POWER FOR ACTUATION. NONE OF THE ABOVE.

24.- ROLL CONTROL IN NORMAL LAW IS ACHIEVED WITH: AILERONS AND SPOILERS. AILERONS, SPOILERS, AND RUDDER. AILERONS, SPOILERS 2-5, AND RUDDER.

25.- ROLL CONTROL IS ACHIEVED BY: AILERONS. AILERONS AND RUDDER. ONE AILERON AND FOUR SPOILERS ON EACH WING.

26.- SELECTION OF FLAPS 1 IN FLIGHT WILL SELECT WHICH OF THE FOLLOWING CONFIGURATIONS?. SLATS 1 AND FLAPS 1 (1+F). SLATS 0 AND FLAPS 1 (0+F). SLATS 1 AND FLAPS 0 (1). SLATS 1 AND FLAPS 5 (1+F).

27.- SELECTION OF FLAPS 1 IN FLIGHT WILL SELECT WHICH OF THE FOLLOWING CONFIGURATIONS?. SLATS 1 AND FLAPS 1 (1+F). SLATS 0 AND FLAPS 1 (0+F). SLATS 1 AND FLAPS 0 (1). SLATS 1 AND FLAPS 5 (1+F).

28.- SELECTION OF FLAPS ONE PRIOR TO TAKEOFF WILL SELECT WHICH OF THE FOLLOWING?. SLATS 1 AND FLAPS 1 (1+F). SLATS 0 AND FLAPS 1 (0+F). SLATS 1 AND FLAPS 0 (1). SLATS 1 AND FLAPS 5 (1).

29.- SHOULD THE ACTIVE ELEVATOR ACTUATOR FAIL, ELEVATOR CONTROL IS: LOST. MAINTAINED BY THE OTHER ACTUATOR. REDUCED.

30.- SIDESTICKS PROVIDE ELECTRICAL SIGNALS TO THE FLIGHT CONTROL COMPUTERS, IF BOTH SIDESTICKS ARE OPERATED: THE INPUTS CANCEL EACH OTHER. BOTH INPUTS ARE ALGEBRAICALLY ADDED. THE F/O INPUT IS OVERRIDDEN BY THE CAP INPUT.

31.- THE A-320 FLIGHT CONTROL SUFACES ARE _______ CONTROLLED AND _______ ACTUATED. ELECTRICALLY, HYDRAULICALLY. MECHANICALLY, HYDRAULICALLY. ELECTRICALLY, ELECTRICALLY.

32.- THE FAC'S PRIMARILY CONTROL WHICH CONTROL SURFACE?. ELEVATOR. RUDDER. AILERON. ELEVATOR AND AILERON.

33.- THE FLAP LEVER SENDS SIGNAL TO SLAT FLAP CONTROL COMPUTER (SFCC) TO COMMAND MOVEMENT. TRUE. FALSE.

34.- THE GROUND MODE IS DIFFERENT IN ALTERNATIVE LAW. TRUE. FALSE.

35.- THE MESSAGE WING TIP BRK ON APPEARS ON THE E/WD. WHAT DOES IT MEAN?. A HYDRAULIC DEVICE LOCKS THE FLAPS IN THEIR PRESENT POSITION. TO REDUCE STRUCTURAL STRESS, THE SLATS MOVEMENT IS BEING SLOWED DOWN THROUGH THE WING TIP BRAKES. TO AVOID ASYMMETRY, THE OUTER STLATS ARE LOCKED IN THEIR PRESENT POSITION. BECAUSE OF THE LOCKED FLAPS, THE WING TIP BRAKES ALSO LOCK THE SLATS.

36.- THE SPOILER PANELS ARE THE ONLY FLIGHT CONTROL SURFACES WITH NO REDUNDANT CONTROL. TRUE. FALSE.

37.- THE WING TIP BRAKES ARE: PNEUMATICALLY ACTUATED. ELECTRIC BRAKES. HYDRAULICALLY ACTUATED. MECHANICALLY CONTROLLED, HYDRAULICALLY ACTUATED.

38.- THE WING TIP BRAKES, ONCE ACTIVATED: LOCK BOTH THE SLATS AND FLAPS IN THEIR CURRENT POSITION. LOCK ONLY THE FLAPS IN THEIR CURRENT POSITION. LOCK ONLY THE SLATS IN THEIR CURRENT POSITION. LOCK ONLY THE AFFECTED HIGH LIFT SYSTEM SURFACES WITH IN THEIR CURRENT POSITION.

39.- TOGA THRUST IS PROVIDED REGARDLESS OF THROTTLE POSITION WHEN ________ ENGAGES THE A/THR SYSTEM. ALPHA MAX. ALPHA PROT. ALPHA FLOOR.

40.- TO SELECT SPEED BRAKES INFLIGHT: PUSH DOWN ON THE SPEED BRAKE HANDLE AND MOVE IT FORWARD. PUSH DOWN ON THE SPEED BRAKE HANDLE AND MOVE IT AFT. PULL UP ON THE SPEED BRAKE HANDLE AND MOVE IT AFT.

41.- TURN COORDINATION IS AVAILABLE IN ALTERNATE LAW. TRUE. FALSE.

42.- TWO CONTROL SURFACES THAT HAVE MECHANICAL BACKUP ARE: ELEVATOR AND RUDDER. HORIZONTAL STABILIZER AND RUDDER. SPEED BRAKES AND RUDDER.

43.- WHAT ARE THE RUDDER TRIM RATES?. A/P ON - 5 DEG/SEC, A/P OFF - 1 DEG/SEC. A/P ON - 2 1/5 DEG/SEC, A/P OFF - 5 DEG/SEC. A/P ON - 3 DEG/SEC, A/P OFF - 6 DEG/SEC. A/P ON - 5 DEG/SEC, A/P OFF - 6 DEG/SEC.

44.- WHAT COMPUTER NORMALLY COMMANDS THE OPERATION OF THE ELEVATORS AND HORIZONTAL STABILIZER?. SEC 1. FAC 1. ELAC 2.

45.- WHAT CONDITION WILL CAUSE AUTO FLAP RETRACTION?. EXCEED 210 KTS AT FLAPS 1. EXCEED 190 KT AT FLAPS 1. EXCEED 195 KT AT FLAPS 1. EXCEED 190 KT WITH FLAPS 1 WHITE EXTENDING THE SPEEDBRAKE LEVER.

46.- WHAT CONTROL SURFACES DO THE FACS CONTROL?. THE ELEVATORS. THE SPOILERS. THE RUDDER. ALL THE ABOVE.

47.- WHAT HAPPENS IF YOU RELEASE THE STICK AT 40 DEGREES OF BANK?. THE BANK STAYS AT 40°. THE AIRCRAFT ROLLS BACK TO 25°. THE AIRCRAFT ROLLS BACK TO 33° AND RESUMES FLIGHT PATH STABILITY. THE AIRCRAFT ROLLS BACK TO A BANK ANGLE LESS THAN 29°.

48.- WHAT HAPPENS IN THE EVENT OF AN SINGLE ELAC FAILURE?. ELAC FUNCTIONS ARE TRANSFERRED THE SEC'S. ELAC FUNCTIONS ARE TRANSFERRED THE FAC'S. SEC FUNCTIONS ARE TRANSFERRED THE ELAC'S. THE FUNCTIONS OF THE FAILED ELAC WILL BE ASSUMED BY THE REMAINING ELAC.

49.- WHAT HAPPENS TO HIGH SPEED (VMO/MMO) WHEN YOU ARE IN ALTERNATE LAW?. VMO IS REDUCED TO 320 KT AND MMO MINUS 10 KT. VMO IS REDUCED TO 330 KT AND MMO MINUS 10 KT. VMO IS REDUCED TO 320 KT AND MMO DOES NOT CHANGE. THERE IS NO CHANGE.

50.- WHAT HAPPENS TO THE RUDDER LIMITS IF BOTH FAC'S FAULT?. THE LIMIT FREEZES AT THE FAULT CONDITION UNTIL FLAPS 1 IS SELECTED. THE LIMIT FREEZES AT THE FAULT CONDITION UNTIL FLAPS 5 IS SELECTED. THE LIMIT FREEZES AT THE FAULT CONDITION UNTIL FLAPS 1 IS SELECTED. THEN RESETS TO THE LOW SPEED LIMITS FOR INCREASED CONTROL.

51.- WHEN DO YOU GET FLARE MODE IN ALTERNATE LAW?. NEVER. IT GOES DIRECTLY FROM ALTERNATE LAW TO DIRECT LAW WHEN THE GEAR IS SELECTED DOWN. WHEN SELECTING FLAPS 1. AT GLIDE SLOPE INTERCEPTION.

52.- WHEN GROUND SPOILERS DEPLOY AUTOMATICALLY: ALL TEN-SPOILER PANELS FULLY DEPLOY. FOUR SPOILER PANELS ON EACH WING DEPLOY. ALL TEN-SPOILER PANELS DEPLOY HALF WAY. SIX SPOILER PANELS ON EACH WING DEPLOY.

53.- WHEN IS ALPHA FLOOR NOT AVAILABLE?. OUT OF NORMAL LAW. BELOW 100 FEET RA IN LANDING CONFIGURATION. IF THE A/THR IS DEACTIVATED OR UNAVAILABLE. ALL THE ABOVE.

54.- WHEN IS THE FLIGHT MODE ACTIVE?. FROM TAKEOFF UNTIL LANDING. FROM LITOFF UNTIL LANDING. FROM LITOFF UNTIL FLARE MODE ENGAGES AT 50 FT RA. FROM TAKEOFF UNTIL PASSING 50 KTS ON LANDING (MAIN SHOCK ABSORBERS DEPRESSED).

55.- WHEN THE FLAPS ARE EXTENDED, THE AILERONS: GO TO THE CENTERING MODE. PICH UP 5 DEGREES. DROOP 5 DEGREES.

56.- WHEN THE LANDING GEAR IS EXTENDED, PITCH ALTERNATE LAW: REMAINS THE SAME. DEGRADES TO PITCH DIRECT LAW. DEGRADES TO PITCH BACKUP LAW.

57.- WHEN THE LANDING GEAR IS EXTENDED, PITCH ALTERNATE LAW: REMAINS THE SAME. DEGRADES TO PITCH DIRECT LAW. DEGRADES TO PITCH BACKUP LAW.

58.- WHERE DO THE SFCCS OBTAIN AOA AND AIR DATA INFORMATION FROM?. SEC. ELAC. ADIRU. ADC.

59.- WHICH OF THE FOLLOWING CONTROLS AND MONITORS FLAPS AND SLATS?. TWO ELAC'S. WING TIP BRAKES. ONE SLAT FLAP CONTROL COMPUTER (SFCC). TWO SLAT FLAP CONTROL COMPUTER (SFCC'S).

60.- WHICH OF THE FOLLOWING STATEMENTS ARE CORRECT CONCERNING THE SIDE STICK TAKEOVER PUSH BUTTON?. THE LAST PILOT TO DEPRESS THE PUSH BUTTON HAS PRIORITY. IF THE TAKEOVER PUSH BUTTON IS DEPRESSED FOR MORE THAN 40 SECONDS, THE ONSIDE SYSTEM WILL RETAIN PRIORITY AFTER THE PUSH BUTTON IS RELEASED. BOTH ARE CORRECT.

61.- WHICH OF THE FOLLOWING STATEMENTS ARE CORRECT CONCERNING THE SIDE STICK TAKEOVER PUSH BUTTON?. A.- IF THE TAKEOVER PUSH BUTTON IS DEPRESSED FOR MORE THAN 40 SECONDS, THE ONSIDE SYSTEM WILL RETAIN PRIORITY AFTER THE PUSH BUTTON IS RELEASED. B.- THE LAST PILOT TO DEPRESS THE PUSH BUTTON HAS PRIORITY. C.- BOTH A AND B. D.- NONE OF THE ABOVE.

62.- WHICH OF THE FOLLOWING STATEMENTS IS CORRECT CONCERNING THE ELEVATOR AILERON COMPUTERS (ELAC'S)?. THREE COMPUTERS WHICH ACHIEVE NORMAL ELEVATOR, STABILIZER, AND AILERON CONTROL. TWO COMPUTERS WHICH ACHIEVE NORMAL ELEVATOR AND AILERON CONTROL. TWO COMPUTERS WHICH ACHIEVE NORMAL AND STANDBY CONTROL OF THE ELEVATORS, AILERONS, ANDS THS.

63.- WHICH OF THE FOLLOWING STATEMENTS IS CORRECT CONCERNING THE SPOILER ELEVATOR COMPUTERS (SEC'S)?. TWO COMPUTERS WHICH ACHIEVE SPOILER CONTROL AND STANDBY ELEVATOR AND THS CONTROL. THREE COMPUTERS WHICH ACHIEVE SPOILER CONTROL AND NORMAL ELEVATOR AND THS CONTROL. THREE COMPUTERS WHICH ACHIEVE SPOILER CONTROL AND STANDBY ELEVATOR AND THS CONTROL.

64.- WHICH OF THE FOLLOWING WILL AUTOMATICALLY RESET AFTER LANDING?. THS. RUDDER TRIM. BOTH ARE CORRECT.

65.- WHILE ON THE GROUND IN ROLL NORMAL LAW THERE IS A DIRECT RELATIONSHIP BETWEEN SIDESTICK DEFLECTION AND THE CORRESPONDING AILERON AND SPOILER DEFLECTION. TRUE. FALSE.

66.- WICH CONTROLS ARE USED FOR THE MECHANICAL BACKUP?. AILERONS AND RUDDER. THS AND RUDDER. ELEVATORS AND AIRLERONS. THS AND ELEVATOR.

67.- WITH THE AIRCRAFT IN PITCH ALTERNATE LAW, ROLL IS IN _______ LAW. DIRECT. NORMAL. ALTERNATE.