Autoflight 320

3.1. The Flight Management part of the FMGC includes the following elements: "A: Navigation, flight planning and A/THR commands. B: Performance optimization, A/THR and AP commands ". C: Navigation, flight planning, performance optimization and flight predictions. D: AP and FD commands and flight envelope computation.

3.2. How can the present position of the aircraft be initialized?. "A: Present position can be entered through the ADIRS CDU. B: Present position can be entered on the INIT page of the MCDU. .". C: Both are correct.

3.3. What are the correct positions for the PFD and ND?. "A: The PFD should be outboard and the ND should be inboard. B: The PFD should be inboard and the ND should be outboard. C: The PFD should be to the left of the ND for both seat positions. D: The PFD should be inboard and the ND should be inboard.".

3.4. How long does a full IR alignment take?. A: Approximately 3 minutes. B: Approximately 6 minutes. C: Approximately 10 minutes. D: Approximately 13 minutes.

3.5. The IR ALIGN light is extinguished. What does this mean?. "A: Alignment has been completed. Air data output has been disconnected. The respective IR is operating normally".

3.6. An amber flashing IR FAULT light indicates that: "A: Present position needs to be reentered. B: Attitude and heading information may be recovered in ATT mode. C: A complete failure of the respective IR has occurred.".

3.7. What action should be taken if IR #2 is lost: A: Move the EIS DMC rotary selector knob to F/O 3. B: Move the ATT HDG rotary selector knob to CAPT 3. C: Move the ATT HDG rotary selector knob to F/O 3. D: Move the ATT HDG rotary selector knob to F/O 1.

3.8. In the PFD, A/THR in white means that A/THR is: "A: Disconnected. B: Armed. C: Active".

3.9. The white IR ALIGN light is flashing. What does this mean?. "A: No present position has been entered and ten minutes has elapsed since the IR was selected ON. B:No present position has been entered and ten minutes has elapsed since the IR was selected ON. An alignment fault may exist. C: Attitude and heading information have been lost. An alignment fault may exist.".

3.10. What does the LOW ACCURACY message mean?. "A: FMGC 1 & 2 position difference exceeds limits. B: FMGC position & actual radio position difference exceeds limits. C: FMCG position & IR position difference exceeds limits.".

"3.11. The thrust delivered by A/THR is already at MAX CLB thrust. Is it possible to obtain some additional thrust?". "A: Yes, by setting a higher speed target. B: Yes, by moving the thrust levers forward from the CL detent. C: No, because the A/THR already delivers the maximum available thrust.".

3.12. Can the autopilot be used for a single engine approach and autoland?. "A: Yes. B: No.".

3.13. During the takeoff phase: "A: SRS mode will provide guidance to maintain V2+10 kts (minimum) as a speed reference. B: SRS mode is available up to 1500 ft. C: SRS mode will not engage if TOGA is selected.".

3.14. If the IR mode rotary selector is selected OFF: "A: ADR and IR information will be disconnected. B: ADR information will be disconnected. C: IR information will be disconnected. D: The ADIRU is not energized: ADR and IR information is lost.".

"3.15. Which of the following statements is always true when operating in alternate law?". "A: Extending the landing gear will place the aircraft in Direct law. B: Extending the landing gear will place the aircraft in Mechanical backup law. C: Extending the landing gear will place the aircraft in Mechanical backup law.".

3.16. Which protection is not available below 100 feet AGL?. "A: Pitch attitude. B: VLS. C: ALPHA SPD (alpha speed). D: Alpha floor.".

3.17. What does amber SPEED BRAKES mean on lower ECAM?. "A: Speed brakes have a fault. B: Speed brakes are extended and flap handle is not at 0. C: Speed brakes are extended and engines are not at idle. D: All of the above.".

3.18. If LOW ACCURACY message is displayed, are there any approach restrictions?. "A: No. B: Yes, ILS approach only. C: Yes, both LNAV and VNAV approaches are forbidden.".

3.19. The ON BAT light will illuminate amber: "A: When one or more IR’s are operating on aircraft battery power. ". B: For a few seconds at the beginning of the alignment process. C: Both are correct.

3.20. If both ELACs fail, what controls the elevator and stabilizer?. "A: FACs. B: SECs. C: Elevator and stabilizer revert to mechanical backup. D: Backup mode of ELAC’s".

"3.21. In normal operation, where is the information displayed by DMC #1 and DMC #2?". "A: DMC #1 supplies data to PFD #2, ND #2 and LOWER ECAM. DMC #2 supplies data for PFD #1, ND #1, and UPPER ECAM. B: DMC #1 supplies data to PFD #1, ND #1, UPPER ECAM and LOWER ECAM. DMC #2 supplies data for PFD #2 and ND #2.". "C: DMC #1 supplies data to PFD #1, ND #1, and UPPER ECAM. DMC #2 supplies data for PFD #2, ND #2, and LOWER ECAM. D: DMC #1 supplies data to PFD #1, ND #1 and LOWER ECAM. DMC #2 supplies data for PFD #2, ND #2, and LOWER ECAM.".

"3.22. In normal law all protections are active, which of the following lists is the most complete list?". "A: Protections, Load Factor, Pitch attitude, High AOA, and High speed. B: Protections, Load Factor, Pitch attitude, High AOA, Alpha floor, angle of bank, and High speed. C: Protections, Load Factor, Pitch attitude, High AOA, VLS, Alpha floor, and High speed. D: Protections, Load Factor and Pitch attitude.".

"3.23. While in flight operating in Normal law, movement of the sidestick and subsequent return to neutral will command:". "A: A load factor proportional to stick deflection, then maintain one G flight corrected for pitch attitude. B: Control surface movements proportional to stick deflection, then return the aircraft to straight and level flight. C: Control surface movements proportional to stick deflection, disconnect auto trim, and maintain its current attitude.".

3.24. When in alternate law, all protections except                protection will be lost. "A: Roll attitude. B: Pitch attitude. C: Bank angle. D: Load factor.".

3.25. The sideslip target is blue if: "A: Flaps configuration 1. B: Any ENG N1> 80%, or one Thrust lever >MCT and difference between the ENG N1’s exceeds35%. C: Heading differs from track by 20 deg or more. D: Flaps Full.".

3.26. What is the function of the FACs?. "A: Rudder and Yaw damping inputs, Flight envelope and speed computations. B: Rudder and Yaw damping inputs. C: Rudder and Yaw damping inputs and windshear protection. D: Rudder and Yaw damping inputs, Flight envelope and speed computations, and windshear protection".

3.27. What causes a DU to display a black screen with a white diagonal line?. "A: The circuit breaker for that particular DU has popped. B: DMC failure. C: No power.".

"3.28. The ATT HDG and AIR DATA selectors on the switching panel in the NORM position indicate that:". "A: ADIRU 1 is supplying information to PFD 1 and ND 2, and ADIRU 2 is supplying power to PFD 2 and ND 1. B: ADIRU 1 is supplying information to PFD 1, ND 1 and the DDRMI; and VOR/DME and ADIRU 2 is supplying power to PFD 2 and ND 2.".

3.29. What action should be taken if ADR #1 is lost?. "A: Nothing. B: Move the ATT HDG knob on the switching panel to CAPT 3. C: Move the AIR DATA knob on the switching panel to CAPT 3.".

3.30. How many Air Data/Inertial Reference Units (ADIRU’s) are installed?. A: One. B: Two. C: Three. D: Four.

3.31. On an autoland approach, with both autopilots on, which FMGC is master?. "A: FMGC 1. B: FMGC 2. C: Both".

3.32. After a single DMC failure, how could a crewmember recover the display units?. "A: Once a DMC has failed the information is unrecoverable. B: No action is needed as recovery is automatic. C: Rotate the EIS DMC switch on the switching panel to replace the failed DMC with DMC #3.".

"3.33. CHECK WEIGHT message appears en el MCDU, when the Gross Weight (GW) computed by FMGC and the GW computed by FAC disagree by more than:". "A: 1 t. B: 5 t. C: 7 t. D: 4 t".

"3.34. The message ENTER DEST DATA appears when the crew has not entered wind, QNH or temperature, and the aircraft is:". "A: at TOD. B: 100 NM out. C: 120 NM out. D: 180 NM out".

"3.35. DISCONNECT AP FOR LDG message is displayed during a non-precision approach when the AP/FD remains engaged at:". "A: 400 ft RA. B: 250 ft RA. C: 150 ft RA. D: Minimum".

"3.36. DISCONNECT AP FOR LDG message is displayed during an ILS approach (CAT1) when the AP/FD remains engaged at:". "A: FLARE mode. B: 150 ft RA ". C: LAND mode. D: 200 ft RA.

3.37. During descent when EXP pb is pressed, the aircraft will fly at. "A: M 0.80 / 320 Kt. B: M 0.80 / 340 Kt. C: M 0.78 / 300 Kt. D: M 0.82 / 350 Kt".

3.38. If the pilot pushes the rudder more than        out of trim, it disengages the AP. "A: 5°. B: 20°. C: 15°. D: 10°".

"3.39. LOW ENERGY AURAL ALERT, is available in: A: Green Dot Speed. B: Configuration 1+F. C: Configuration 2, 3 and Full. D: Configuration 3 and Full".

3.40. The windshear detection function is provided by: "A: A/THR. B: FDs. C: ELACs. D: FACs".

3.41. The Flight Management Guidance System (FMGS) contains the following units: "A: 01 FMGC, 01 MCDU, 01 FCU and 01 FAC. B: 02 FMGC, 02 MCDU, 01 FCU and 02 FAC. C: 02 FMGC, 01 MCDU, 01 FCU and 02 FAC. D: 01 FMGC, 02 MCDU, 01 FCU and 01 FAC".

"3.42. Each Flight Management Guidance Computer (FMGC) is divided in two main parts:". "A: Flight Management and Flight Guidance. B: AutoThrust and Flight Director. C: Auto Flight and Flight Guidance. D: Autopilot and Flight Director".

3.43. The FMGS has four modes of operation: "A: Couple Mode, Independent mode, Single Mode & Back up nav mode. B: Dual Mode, Independent mode, Single mode & Back up nav mode. C: Dual Mode, Single mode, One mode & Back up nav mode. D: Couple Mode, One mode, Independent mode & Back up nav mode.".

3.44. If no AP/FD is engaged, A/THR is controlled by: A: FMGC2. B: MCDU1. C: FMGC1. D: FCU.

3.45. The Flight Control Unit (FCU) has            channels: "A: 04. B: 03. C: 02. D: 01".

3.46. GPS IS DESELECTED message is displayed on the MCDU. "A: at T/D. B: Only at approach phase transition. C: 120 NM before T/D. D: 80 NM before T/D or at approach phase transition".

3.47. A normal alignment takes           , a fast alignment           . "A: 30 min, 30 sec. B: 30 min, 10 sec. C: 10 min, 30 sec. D: 10 min, 10 sec.

3.48. Each flight plan can contain up to         ". "A: 150 legs. B: 200 legs. C: 250 legs. D: 300 legs".

"3.49. The crew will modify the entered winds and temperaturas in flight, if a significant difference is expected". "A: Greater than 20KT or 20° for the wind data and greather than 5°C for temperature. B: Greater than 25KT or 25° for the wind data and greather than 10°C for temperatura. C: Greater than 10KT or 10° for the wind data and greather than 5°C for temperature. D: Greater than 30KT or 30° for the wind data and greather than 5°C for temperature".

3.50. The OFFSET (lateral offset distance) may be between. A: 1 and 30 NM left or right. B: 1 and 50 NM left or right. C: 1 and 80 NM left or right. D: 1 and 90 NM left or right.