In the cockpit, on the doors control panel, if you depress the SW test pushbutton: It tests cabin a service doors microswitches It tests all cargo door microswitches It tests emer doors It tests the service door and cargo door only.
What is the important thing that you need to do before opening the cockpit emergency hatch? It is very important to disconnect the electrical connector and the water drain It is important to open the vent door on the cargo door It is important to switch off the door locking system It is important to open the side windows in the cockpit.
ATC transponder can be tuned through: MCP and MCDU only MCP only MCP and IESI only MCP, MCDU and IESI.
What is the purpose of the FDAU part of the MPC? The flight data recording, the APM, time and aircraft configuration management, maintenance functions, reports management Manage the ACMS function, the APM, data broadcast to CAC, communicate with ACARS and MCDU The flight data recording, the APM, data broadcast to CAC, communicate with ACARS and MCDU, reports management The flight data recording, the APM, Data broadcast to CAC, time and aircraft configuration management.
Concerning the normal check lists: They are always automatically popped up according to the different flight phases They are always automatically called according to the different flight phases They can only be called up manually from the EFCP left They are always automatically popped up according to the different flight phases or can be manually called.
The ALT SEL mode is automatically armed when the aircraft climbs (or descends) towards the selected altitude Incorrect: there is no arming phase in the ALT SEL mode This assertion is correct Incorrect: the STBY mode must be depressed to enable the new altitude to be selected Incorrect: the ALT SEL mode must be armed then engaged before selecting a new altitude.
With batteries only, AC BUS 1 and 2 are: Supplied when STBY BUS P/B is on OVRD Supplied only when the BAT switch is on OVRD Supplied when AC BTR is closed Never supplied.
With no external power, no engine running, and the battery switch OFF, which items dowse the GND HDLG BUS power? The refueling panel, the cargo door control panel, the cabin door The refueling panel, the cargo door control panel, the cabin door, the HYD AUX PUMP P/B The refueling panel, the cargo door control panel, the cabin door, the HYD AUX PUMP P/B, the hydraulic access panel The refueling panel, the cargo door control panel, the cabin and cockpit entrance light, the HYD AUX PUMP P/B.
The inverter 1 normal supplies: The AC BUS 1 and the AC BUS 2 The AC BUS 1 and the AC STBY BUS The AC BUS 2 and the AC STBY BUS The AC BUS 1.
One ACW generator offline: ACW SVCE BUS only is shed The ACW BUS 2 is lost The associated ACW BUS is lost All ACW busses remain supplied by the remaining generator.
The DISCH amber light indicates: The fire bottle is empty The fire bottle is discharging The right P/B to discharge a bottle A successful discharge head test.
Engine running “FEEL LO PR” associated with FWS activation means: Double pump failure (jet pump + electrical pump) Jet pump failure Double pump failure (jet pump + electrical pump) or a leak in the fuel circuit A leak in the fuel circuit.
When does the electrical fuel pump automatically stop? As soon as the het pump outlet pressure is above 8.5 psi When the pump is selected OFF 30 seconds after the het pump outlet pressure is above 8.5 psi When the pump is selected OFF and the het pump outlet pressure is above 8.5 psi.
The propeller brake is powered by: A separate accumulator Hydraulic blue pressure Hydraulic green pressure Either hydraulic blue or green pressure.
A *GATE* prevents PL angle reduction below FI: At take off as soon as landing gears are up and locked At take off as soon as the landing gear lever is selected up At take off as soon as one main landing gear absorbers released At take off as soon as both main landing gears absorbers are released .
During landing, when does the idle-gate move rearward to the ground idle position? Only after all gear shock absorbers are compressed Only after manual action from the pilot Only after both main gear shock struts are compressed As soon as one main landing gear absorber is compressed.
Is the fuel heated to prevent icing? Yes, by a heating resistor installed at the filter outlet No, it is not necessary Yes, by mean of self-monitoring EEC Yes, by a fuel heater installed at the filter outlet, heated by engine oil.
PROP BRK blue light is illuminated on the engine start panel and is displayed on the EWD when: Propeller brake is fully locked The propeller brake is nor locked in the fully locked or the fully released position Engagement or disengagement conditions are met Propeller brake is not released.
The yellow arrow on the speed scale indicates: The current aircraft speed The aircraft speed prediction 10 seconds ahead If the aircraft is climbing or descending The never to exceed speed.
On the ATR600, the IESI (Integrated Electronic Stand-by Instrument): Combines the standby horizon, stand by airspeed and the standby altimeter Combines the stand by horizon, the stan by airspeed indicator, the stand by altimeter and the stand by compass Is ONLY a stand by horizon Combines the stand by horizon and the stand by altimeter.
The Pneumatic system is: Generally supplied by engine HP stage. If the air is not sufficient, air surge is switched to the Engine LP stage (descent, flight idle, ground operation) Always supplied by engine LP stage Always supplied by engine HP stage Generally supplied by engine LP stage, if the air is not sufficient, air surge is switched to the engine HP stage (descent, flight idle, ground operation).
The “FAULT” bleed light illuminates amber on the AIR BLEED control panel, on the SD CABIN page and FWS is activated when: There is a disagreement between the valve and the selected position There is an OVHT of air pressure There is a LEAK of air pressure or an OVHT of air pressure of a disagreement between the valve and the selected position There is a LEAK of air pressure.
Before landing to avoid a cabin pressure bump at touch down, the cabin altitude is automatically maintained at 300 ft below The theorical cabin LATITUDE The real AIRCRAFT ALTITUDE The selected LANDING ELEVATION The PRESSURE ALTITUDE of the DESTINATION airport.
In case of ADC 1 failure, the fully automatic digital controller uses as reference the aircraft static air pressure generated by? ADC 2 and CM1 altimeter baro setting ADC 2 and CM2 altimeter baro setting ADC 2 and 1013.25 Hpa ADC 2 and IESI altimeter baro setting.
The “EXESS CAB ALT” EWD message and MASTER WARNING are activated when the cabin altitude reaches: 11000 ft 6740 ft 10075 ft 9000 ft.
What happens in case of loss of electrical supply to the “DIGITAL CONTROLLER” in automatic mode? Both outflow valves go to “FULL CLOSE” Both outflow valves remain in the last position Both outflow valves go to “FULL OPEN” The electro-pneumatic valve goes to “FULL CLOSE” and the pneumatic valve remains in the last position.
On ground, the air supplied to the air conditioning system may come from: Engine 2 in hotel mode only or air ground conditioning unit Engines or air ground conditioning unit Engine 2 in hotel mode only Engines only.
If a pack valve is CLOSED or inoperative: Hot air is still available from that pack via the temperature control vale when TEMP SEL is in AUTO mode only The other pack supplies both compartments (flight compt & cabin) via the pneumatic cross feed Hot air is still available from that pack via the temperature control valve when TEMP SEL is in MAN mode only The other pack supplies both compartments (flight compt & cabin) through the mixing chamber.
RECIRCULATION FAN: <<FAULT>> is triggered when: FAN RPM below 500 RPM only FAN RPM below 500 RPM or FAN MOTOR OVERHEAT FAN RPM below 900 RPM only FAN RPM below 900 RPM or FAN MOTOR OVERHEAT.
On ground, engine 2 running (hotel mode or not) engine 1 shut down, OVBD valve guarded switch in AUTO position & EXHAUST mode P/B pressed in (extinguished): The OVBD valve is FULL CLOSED and the U/F is OPEN The OVBD valve is PARTIALLY OPEN and the U/F is OPEN The OVBD valve is FULL OPEN and the U/F is CLOSED The OVBD valve is FULL OPEN and the U/F is OPEN.
The overboard valve position can be manually set in FULL OPEN or FULL CLOSE position with the “OVBD VALVE” control switch: In case of AUTO MODE failure or for cold days (on ground) in order to expedite cabin heating by setting it in FULL CLOSE In case of AUTO MODE failure or for cold days (on ground) in order to expedite cabin heating by setting it in FULL OPEN For cold days (on ground) in order to expedite cabin heating by setting it in FULL CLOSE only In case of AUTO MODE failure only .
Which systems are supplied by the blue hydraulic circuit? Nose wheel steering, flaps, spoilers, propeller brake, normal brake Landing gear, emergency & normal brake Nose wheel steering, flaps, spoilers, propeller brake, emergency & parking brake Landing gear, normal brake.
On ground without electrical power (no ACW GPU & BAT SW ON), at the first flight of the day, we should read: 1.500 PSI on gas pressure gauges in the hydraulic bay only 1.500 PSI on gas pressure gauges in the hydraulic bay and 0 PSI of hydraulic pressure in the cockpit 0 PSI in the cockpit and 0 PSI on the pressure gauges in the hydraulic bay 0 PSI of hydraulic pressure in the cockpit only.
With the aircraft on ground, the right engine is running and the condition lever is set in AUTO position (NP > 66%) the following main pumps are electrically supplied: Blue only Green only Both Neither .
In case of “LO LVL” alert, cross feed valve is automatically closed: And inhibited That is wrong, in case of “LO LVL”, cross feed valve has to be closed manually But we can open it after gear extension That is wrong, in case of “LO LVL”, cross feed valve is automatically opened, and inhibited.
What is the purpose of the N/100% rocker on the flight crew oxygen mask? It enables to reset the hot mike communication It is to choose between diluted or pure oxygen delivery It is to choose the level of oxygen pressurization in the mask It allows to shut off the oxygen delivery or not.
At least one horn is ON: Icing AOA illuminate on FMA only Icing AOA illuminates on FMA and on ICE detector control panel Icing amber message illuminates on the EWD Icing yellow message start flashing on the FMA.
You can use the windshield wipers: Below 150 kts Below 180 kts At any speed Below 160 kts .
ANTI ICING panel allows ice protection control which consist of: Probes and windshields heating control Propellers, horns, side windows and windshields heating control Propellers, horns and side windows heating control Propellers, horns and engines air intakes heating control.
It is possible to supply the airframe de-icing boots when the AFR AIR BLEED P/B is OFF? Yes No Yes, if the DE-ICING MODE SEL is on OVRD position Yes, if a fire handle is not pulled.
The pneumatic de-icing system is supplied by air, bled from: External air directly The engine high- and low-pressure compressors The engine low pressure compressors The engine high pressure compressors.
What the MODE SEL AUTO P/B fault amber light illumination means: The de-icing and anti-icing MODE SEL P/B’s are operative and the low power cycle is automatically activated MODE SEL AUTO P/B must be set to MAN and the anti-icing and de-icing MODE SEL P/B’s must be selected according to the SAT The de-icing and anti-icing MODE SEL P/B’s are inoperative and the normal mode is automatically activated The de-icing and anti-icing MODE SEL P/B’s are operative and the slow mode is automatically for the de-icing.
Roll control is achieved by actuating: Mechanically the spoilers and the ailerons Mechanically the ailerons and hydraulically the spoilers Hydraulically the ailerons and the spoilers Mechanically the spoilers and hydraulically the ailerons.
What protects the rudder from excessive travel speed caused by wind gusts when on ground? No protection is necessary A hydraulic damper The RCU The TLU.
The anti-skid test is available for wheels speeds greater than: 10 kt 35 kt 40 kt 25 kt.
In case of total hydraulic failure, the parking and emergency brake accumulator allows: Six complete braking applications with ANTI-SKID protection Differential braking for aircraft control One brake application with full braking pressure Six complete braking application without ANTI-SKID protection.
For prediction computation, an accurate and a simplified wind model is available, what are the ways to insert the two types of wind profiles? The simplified wind model is inserted through the CRUISE page and the accurate one through each waypoint’s vertical revision The simplified or accurate wind models are inserted through the CRUISE page The simplified or accurate wind models are inserted through the PROG page The simplified wind model is inserted through each waypoint’s lateral revision page and the accurate one through each waypoint’s vertical revision page.
How to insert a HOLD? The HOLD is inserted via the vertical revision keys, via the next waypoint only The HOLD is inserted via the lateral revision keys, via the next waypoint only The HOLD is inserted via the lateral revision keys, whichever the waypoint The HOLD is inserted via the vertical revision keys, whichever the waypoint.
In an emergency situation, if the pilot wants to call the flight attendant: The pilot has to depress the CALLS / ATTND P/B successively three times The pilot has to depress the CALLS / MECH P/B successively three times The pilot has to depress the CALLS / ATTND P/B The pilot has to depress the CALLS / MECH P/B .
TCAS is controlled through the MCDU: In the TCAS page available in the MENU In the TCAS page available in the NAVIGATION page In the TCAS page available in the COMMUNICATION page In the TCAS page available in the SURV page.
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