FLIGHT CONTROL A320

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

2.- ARE THERE ANY CONTROL SURFACES WITH A MECHANICAL BACKUP?. A - YES, THE AIRLERONS. B - YES, THE SPOILERS. C - YES, THE THS AND THE RUDDER. D - 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?. A - NO. THE SYSTEM IS DESIGNED TO AVOID SUCH AN ATTEMPT. B - YES, THERE ARE NO PROTECTIONS PROVIDED IN DIRECT LAW.

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

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

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

8.- FAILURE TO RETRACT THE FLAPS AFTER TAKEOFF WILL: A - ACTIVATE THE WING TIP BRAKES. B - RESULT IN AUTOMATIC FLAP AND SLAT RETRACTION AT 210 KTS. C - RESULT IN AUTOMATIC FLAP AND SLAT RETRACTION AT 220 KTS. D - 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: A - ASYMMETRY AND OVERSPEED. B - SYMMETRICAL RUNAWAY. C - UNCOMMANDED MOVEMENT OF THE SURFACES. D - ALL THE ABOVE.

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

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

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

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

14.- IF ELECTRICAL POWER TO A SEC FAILS: A - THE AFFECTED SPOILERS AUTOMATICALLY RETRACTS. B - ALL SPOILERS AUTOMATICALLY RETRACT. C - 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?. A - YES. RAPID SIDE STICK DEFLECTION MUST NEVER BE MADE. B - YES, UNTIL MAXIMUM PITCH ATTITUDE IS REACHED. C - NO. AT MAXIMUM G LOAD, THE SIDE STICKS ARE DE-ACTIVATED FOR 5 SECONDS. D - 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. A - 30° NOSE UP. B - 35° NOSE UP PROGRESSIVELY REDUCED TO 20°. C - 25° NOSE UP, PROGRESSIVELY REDUCED TO 20° AT LOW SPEED. D - THERE IS NO LIMIT.

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

18.- IN PICH NORMAL LAW FLIGHT MODE, PITCH TRIM IS: A - MANUAL WITHOUT THE AUTOPILOT ENGAGED. B - AUTOMATIC AS LONG AS THE AUTOPILOT IS ENGAGED. C - 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: A - ALPHA MAX. B - ALPHA PROT. C - ALPHA FLOOR.

20.- IN THE EVENT OF A COMPLETE LOSS OF ELECTRICAL FLIGHT CONTROL SIGNALS, THE AIRPLANE REVERTS TO A _________ MODE. A - MECHANICAL. B - ALTERNATE LAW. C - 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. A - THE CAPTAIN'S SIDE STICK IS DE-ACTIVATED UNLESS HE PRESSES HIS TAKEOVER PUSHBUTTON. B - THE CAPTAIN IS UNABLE TO RE-ACTIVATED HIS SIDE-STICK FOR THE REST OF THE FLIGHT. D - THE CAPTAIN'S SIDE STICK IS ACTIVE AS LONG AS THE F/O' SIDE STICK IS IN NEUTRAL POSITION. C - BOTH STICKS ARE ACTIVE.

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

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

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

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

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

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

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

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

C - THE F/O INPUT IS OVERRIDDEN BY THE CAP INPUT. A - ELECTRICALLY, HYDRAULICALLY. B - MECHANICALLY, HYDRAULICALLY. C - ELECTRICALLY, ELECTRICALLY.

32.- THE FAC'S PRIMARILY CONTROL WHICH CONTROL SURFACE?. A - ELEVATOR. B - RUDDER. C - AILERON. D - 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 - A HYDRAULIC DEVICE LOCKS THE FLAPS IN THEIR PRESENT POSITION. B - TO REDUCE STRUCTURAL STRESS, THE SLATS MOVEMENT IS BEING SLOWED DOWN THROUGH THE WING TIP BRAKES. C - TO AVOID ASYMMETRY, THE OUTER STLATS ARE LOCKED IN THEIR PRESENT POSITION. D - 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. A - TRUE. B - FALSE.

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

38.- THE WING TIP BRAKES, ONCE ACTIVATED: A - LOCK BOTH THE SLATS AND FLAPS IN THEIR CURRENT POSITION. B - LOCK ONLY THE FLAPS IN THEIR CURRENT POSITION. C - LOCK ONLY THE SLATS IN THEIR CURRENT POSITION. D - 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. A - ALPHA MAX. B - ALPHA PROT. C - ALPHA FLOOR.

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

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

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

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

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

46.- WHAT CONTROL SURFACES DO THE FACS CONTROL?. A - THE ELEVATORS. B - THE SPOILERS. C - THE RUDDER. D - ALL THE ABOVE.

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

48.- WHAT HAPPENS IN THE EVENT OF AN SINGLE ELAC FAILURE?. A - ELAC FUNCTIONS ARE TRANSFERRED THE SEC'S. C - SEC FUNCTIONS ARE TRANSFERRED THE ELAC'S. C - SEC FUNCTIONS ARE TRANSFERRED THE ELAC'S. D - 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?. A - VMO IS REDUCED TO 320 KT AND MMO MINUS 10 KT. B - VMO IS REDUCED TO 330 KT AND MMO MINUS 10 KT. C - VMO IS REDUCED TO 320 KT AND MMO DOES NOT CHANGE. D - THERE IS NO CHANGE.

50.- WHAT HAPPENS TO THE RUDDER LIMITS IF BOTH FAC'S FAULT?. A - THE LIMIT FREEZES AT THE FAULT CONDITION UNTIL FLAPS 1 IS SELECTED. B - THE LIMIT FREEZES AT THE FAULT CONDITION UNTIL FLAPS 5 IS SELECTED. C - 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?. A - NEVER. IT GOES DIRECTLY FROM ALTERNATE LAW TO DIRECT LAW WHEN THE GEAR IS SELECTED DOWN. B - WHEN SELECTING FLAPS 1. C - AT GLIDE SLOPE INTERCEPTION.

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

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

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

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

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

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

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

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

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

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

64.- WHICH OF THE FOLLOWING WILL AUTOMATICALLY RESET AFTER LANDING?. A - THS. B - RUDDER TRIM. C - 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?. AILERON AND RUDDER. THS AN RUDDER. ELEVATORS AN AILERONS. THS AND ELEVATOR.

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