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1. TRIM AIR VALVE, EACH ONE OPTIMIZES THE TEMPERATURE BY: . ADDING HOT AIR. ADDING FRESH AIR. MODULATION OF PACK FLOW.

. PACK CONTROLLERS, SECONDARY CHANNEL FAILURE: NO EFFECT ON PACK REGULATION BACK UP MODE IS LOST. PACK IS LOST. NO EFFECT.

DURING NORMAL FLIGHT THE AVIONICS VENTILATION SYSTEM CONTROLS THE TEMPERATURE OF THE COOLING AIR BY: ADDING AIR CONDITIONED AIR TO THE FLOW. EXTRACTING AIR OVER BOARD. ADDING AVIONICS BAY AIR. PASSING AIR THROUGH A SKIN HEAT EXCHANGER.

BLEED AIR SUPPLIED FROM THE APU (APU BLEED VALVE OPEN) THE PACK FLOW IS AUTOMATICALLY SELECTED: HIGH. NORMAL. LOW.

PACK CONTROLLERS, PRIMARY CHANNEL FAILURE: THE SECONDARY COMPUTER OPERATES AS A BACK UP MODE AND REGULATION IS NOT OPTIMIZED. THE SECONDARY COMPUTER TAKES OVER. PACK IS LOST.

WHEN THE APU IS RUNNING, THE APU FUEL PUMP: RUNS WHEN TANK PUMPS PRESSURE IS NOT SUFFICIENT. RUNS ALL THE TIME. RUNS ONLY IN FLIGHT. RUNS WHEN THE APU FUEL PUMP IS SELECTED ON.

ON GROUND APU PROVIDES. ELEC POWER + HYDRAULIC POWER. ELEC POWER + BLEED AIR. ELEC POWER + BLEED AIR + HYDRAULIC POWER.

WHAT ARE THE APU MANUAL SHUTDOWN POSSIBILITIES IN THE COCKPIT?. APU MASTER SWITCH PUSH BUTTON & APU FIRE PUSH BUTTON SWITCH. APU MASTER SWITCH PUSH BUTTON. APU FIRE PUSH BUTTON SWITCH & APU SHUT OFF PUSH BUTTON.

THE APU IS SUPPLIED FROM THE. LEFT FUEL FEED LINE. RIGHT FUEL FEED LINE.

APU AIR BLEED EXTRACTION FOR WING ANTI-ICE: IS PERMITTED. IS NOT PERMITTED.

YOU PUSH MECH TRANSMISSION KEY ON THE ACP PANEL: YOU CAN SPEAK TO GROUND MECH -THROUGH- THE HANDSET. YOU CAN SPEAK TO GROUND MECH VIA ACP INT P/B. YOU ARE ON LINE WITH GROUND MECH VIA ACP CAB P/B.

COCKPIT VOICE RECORDER IS ENERGIZED, ON GROUND AS SOON AS AIRCRAFT ELECTRICAL NETWORK IS SUPPLIED BUT ONLY FOR 5 MINUTES. IT STARTS AGAIN AS SOON AS: GND CTL IS ON. ONE ENGINE IS RUNNING. A OR B.

IF RMP 2 FAILS: THE WHOLE SYSTEM IS INOPERATIVE. VHF2 AND HF2 FREQUENCIES CAN NOT BE CONTROLLED. ALL COM SYSTEMS CAN BE CONTROLLED BY ANY OTHER RMP. ONLY VHF2 FREQUENCIES CAN NOT BE CONTROLLED.

IF YOU SELECT VHF2 ON RMP1, THE SEL LIGHT ILLUMINATES ON: RMP1 AND RMP2. RMP1, RMP2 AND RMP3. RMP1 ONLY. RMP2 ONLY.

YOU WANT TO ERASE THE CVR RECORDING: YOU PUSH THE ERASE P/B ONE TIME. YOU PUSH THE ERASE P/B FOR 2 SECONDS IN FLIGHT. YOU PUSH THE ERASE P/B MORE THAN 2 SECONDS AND CHECK THE PARKING BRAKE ON.

ON THE A320 EMER ELEC PWR PANEL, A FAULT LIGHT ILLUMINATES UNDER THE “RAT AND EMER GEN" LABEL. WHAT DOES IT MEAN?. RAT IS NOT EXTENDED. EMERGENCY GENERATOR IS NOT SUPPLYING WHEN AC BUS 1 AND 2 ARE NOT POWERED (ABOVE 100 KTS) OR DC BAT BUS IS NOT POWERED. EMERGENCY GENERATOR IS SUPPLYING BUT AC ESS BUS IS NOT POWERED. EMERGENCY GENERATOR IS NOT SUPPLYING.

DC BAT BUS CAN BE SUPPLIED BY: DC BUS 1 OR BATTERIES. DC BUS 1, DC BUS 2 OR BATTERIES. DC BUS 2 OR BATTERIES.

WHAT HAPPENS IN CASE OF TOTAL LOSS OF MAIN GENERATORS?. THE RAT IS AUTOMATICALLY EXTENDED AND POWERS THE YELLOW SYSTEM WHICH DRIVES THE EMERGENCY GENERATOR. THE RAT IS AUTOMATICALLY EXTENDED AND POWERS THE BLUE SYSTEM WHICH DRIVES THE EMERGENCY GENERATOR. THE RAT HAS TO BE MANUALLY EXTENDED. THE RAT IS EXTENDED AND MECHANICALLY CONNECTED TO THE EMERGENCY GENERATOR.

AC ESS BUS IS NORMALLY SUPPLIED BY: AC BUS 1. AC BUS 2. EMERGENCY GENERATOR. STATIC INVERTER.

IN NORMAL CONFIGURATION, HOW IS DC ESS BUS SUPPLIED?. FROM TR1. FROM ESS TR. FROM TR2. FROM BAT 2.

VLS INDICATION IS INHIBITED: DURING FIRST 10 SECONDS AFTER LIFT-OFF. WITH SPEED BRAKES EXTEND. IN THE BOTH CASE.

WHAT IS THE BASIC ROLE OF THE DMC'S?. THEY COMPUTE AND ELABORATE DISPLAYS. GENERATION OF AUDIO WARNINGS. GENERATION OF AMBER WARNINGS.

WHAT HAPPENS WHEN ND SHOWS RED CIRCLE WITH “MAP NOT AVAIL” MESSAGE?. MCDU FAILURE. ADIRS NOT ALIGNED. ENGINES NOT RUNNING.

F THE UPPER ECAM DISPLAY IS LOST, THE E/WD AUTOMATICALLY TRANSFERS TO LOWER ECAM DISPLAY. IF A SYSTEM DISPLAY IS REQUIRED: IT DISPLAYS AUTOMATICALLY. PRESS THE RCL BUTTON. SWITCH OFF THE CORRESPONDING ECAM DISPLAY SELECTOR. PRESS AND HOLD THE RELEVANT SYSTEM P/B.

WHAT IS THE MEANING OF A DIAGONAL LINE ON A CRT?. CORRESPONDING CRT IS NOT ENERGIZED. ELECTRICAL SUPPLY IS GOOD AND CORRESPONDING DMC FAILED. AS IN ANSWER B. PLUS IT IS POSSIBLE TO GET AN IMAGE ON AGAIN BY SWITCHING EIS DMC.

THE AGENT PUSHBUTTON IS ACTIVE WHEN: THE CORRESPONDING "DISCH" LIGHT IS ON. ENGINE FIRE PB ILLUMINATES. ENGINE FIRE PB IS PRESSED AND RELEASED.

HOW MANY FIRE DETECTOR DOES THE APU FIRE DETECTOR SYSTEM COMPRISE ? pfiou. THREE. TWO. ONE.

WHAT DOES THE FIRE TEST PB VERIFY ?. THE DETECTION SYSTEM LOOP CIRCUIT INTEGRITY. THE SQUIB CIRCUITS AND THE BOTTLE PRESSURE OF EXTINGUISHING SYSTEM. BOTH.

WHAT ADDITIONAL EXTERNAL WARNINGS ARE ACTIVATED IN CASE OF AN APU FIRE ON GROUND ONLY ?. APU FIRE LIGHT ACCOMPANIED BY AN EXTERNAL HORN WARNING. AN EXTERNAL HORN WARNING. A FIRE BELL WARNING.

WHEN THE ENG FIRE PUSH BUTTON IS RELEASED OUT WHAT AIRCRAFT SYSTEMS ARE ISOLATED ?. FUEL, ELECTRICITY, AIR. FUEL, HYDRAULIC, AIR. FUEL, AIR, ELECTRICITY, HYDRAULIC.

FLIGHT CONTROL COMPUTERS ARE : 2 ELAC’S – 2 SEC’S – 3 FAC’S. B. 2 ELAC’S – 3 SEC’S – 2 FAC’S. 3 ELAC’S – 2 SEC’S – 2 FAC’S.

THE PITCH DIRECT LAW IS: A LOAD FACTOR DEMAND WITH NO PROTECTION. . A DIRECT SIDE STICK TO ELEVATOR RELATIONSHIP. A DIRECT SIDE STICK TO ELEVATOR RELATIONSHIP WITH AUTOTRIM OPERATION. ACHIEVED THROUGH THE THS USING MANUAL TRIM CONTROL.

WHICH SURFACES ARE USED FOR LIFT DUMPING?. ALL SPOILERS. SPOILERS 1 TO 3. SPOILERS 1 TO 4.

ELEVATORS, AILERONS, SPOILER ARE. HYDRAULICALLY ACTIVATED AND MECHANICALLY CONTROLLED. ELECTRICALLY ACTIVATED AND HYDRAULICALLY CONTROLLED. HYDRAULICALLY ACTIVATED AND ELECTRICALLY CONTROLLED.

WHAT STATEMENT IS CORRECT?. GROUND SPOILER FUNCTION: ALL SPOILERS DEPLOY. SPEED BRAKE FUNCTION: SPOILERS 1.2.3. DEPLOY. ROLL FUNCTION: AILERONS + SPOILERS 4 AND 5 DEPLOY.

HOW MANY ELECTRIC MOTORS CAN CONTROL THE HYDRAULIC MOTOR OF THE STABILIZER?. 1. 2. 3.

WHEN IS THE THS NOT AVAILABLE?. AFTER BLUE HYDRAULIC SYSTEM FAILURE. AFTER YELLOW AND GREEN SYSTEM FAILURE. NEVER LOST, ALWAYS AVAILABLE MANUALLY. AFTER LOSS OF FAC 1 AND 2.

THE PITCH NORMAL LAW PROVIDES. MANEUVER PROTECTION + PITCH ATTITUDE PROTECTION + HIGH SPEED PROTECTION. MANEUVER PROTECTION + HIGH ANGLE OF ATTACK PROTECTION + HIGH SPEED PROTECTION. MANEUVER + HIGH ANGLE OF ATTACK + HIGH SPEED + PITCH ATTITUDE. MANEUVER PROTECTION + PITCH ATT. PROTECTION + LOW SPEED STABILITY.

IF ELAC 1 AND 2 HAVE FAILED: ITCH CONTROL IS PROVIDED BY THE FAC'S. PITCH CONTROL CAN ONLY BE ACHIEVED-FROM THE TRIM WHEEL. THE ELEVATOR AND PITCH TRIM ARE CONTROLLED BY SEC 1 OR 2.

IF ELAC 1 AND ELAC 2 HAVE FAILED: ROLL CONTROL IS PROVIDED BY AILERONS ONLY. ROLL CONTROL IS PROVIDED BY AILERONS AND SPOILERS. . ROLL CONTROL IS PROVIDED BY SPOILERS ONLY.

A HOLD HAS BEEN ENTERED IN THE F-PLN, SPEED AND NAV ARE MANAGED. YOU WANT TO LEAVE THIS HOLD: USE THE CLR KEY. HOLD IS AUTOMATICALLY CANCELLED WHEN OVERFLYING THE FIX. ACTIVATE « IMM EXIT* » PROMPT.

ON THE GROUND, WHEN ELECTRICAL POWER IS INITIALLY SUPPLIED TO THE A/C, THE MCDU WILL AUTOMATICALLY DISPLAY: AIRPORT PAGE. INIT A PAGE. DATA INDEX PAGE. A/C STATUS PAGE.

N THE PEDESTAL MOUNTED SWITCHING PANEL THE ATT HDG AND AIR DATA SELECTORS ARE AT NORM, MEANING: ADIRU 1 SUPPLIES DATA TO PFD1, ND1 ADIRU 2 SUPPLIES DATA TO PFD2, ND2. ADIRU 1 SUPPLIES DATA TO PFD1, ND1 AND RMI VOR/DME ADIRU 2 SUPPLIES DATA TO PFD2, ND2. ADIRU 1 SUPPLIES DATA TO PFD1 ADIRU 2 SUPPLIES DATA TO PFD2.

THE EXPEDITE MODE IS ACTIVE. TO DISENGAGE IT, ONE OF THESE STATEMENTS IS NOT CORRECT?. PULL THE V/S-FPA KNOB. PULL THE V/S-FPA KNOB. PULL THE ALT KNOB. PRESS AGAIN THE EXPED PB TO CANCEL THIS MODE.

WHAT DOES IT MEAN WHEN THE ADR FAULT LIGHT ILLUMINATES STEADY ON THE ADIRS CDU?. A FAULT IS DETECTED IN AIR DATA REFERENCE. NO PRESENT POSITION ENTRY AFTER 10 MN. ALIGNMENT HAS BEEN COMPLETED.

ONE OF THE SRS DISENGAGEMENT CONDITIONS IS NOT TRUE. DISENGAGES AUTOMATICALLY AT FCU ALT. DISENGAGES AUTOMATICALLY AT ACCELERATION ALTITUDE. DISENGAGES MANUALLY BY PULLING THE SPEED KNOB. DISENGAGED BY SETTING A NEW FCU ALTITUDE.

ENGINES RUNNING, READY TO TAXI, A MESSAGE APPEARS "CHECK GW". ACCESS TO INIT B PAGE IS NO LONGER AVAILABLE. ON WHICH PAGE IS IT POSSIBLE TO INSERT THE CORRECT GW?. . T/O PERFORMANCE PAGE. PROGRESS PAGE. FUEL PREDICTION PAGE.

NORMAL ELECTRICAL POWER SUPPLIES THE A/C AND THE MCDU CRT IS DARK, WITHOUT ANY OTHER WARNING. IT MEANS: THE FMGC IS OFF. THE FMGC HAS FAILED. THE MCDU CB IS PULLED. THE MCDU "BRT" KNOB IS DIMMED.

AIRCRAFT ON RWY CENTERLINE, READY FOR TAKE-OFF. TO PRESET A HDG OF 233°: PULL HDG KNOB TO DISARM NAV MODE SET 233° AND PRESS HDG KNOB TO ENGAGE. TURN HDG KNOB, SET 233° AND PULL TO ENGAGE. TURN HDG KNOB. SET 233° PULL HDG KNOB WHEN ATC CLEARS TO TURN TO 233°.

THESE MESSAGES APPEAR ON COPILOT SIDE ND "SELECT OFF SIDE RANGE/MODE" & "MAP NOT AVAILABLE": THE IRS'S HAVE NOT REACHED COMPLETE ALIGNMENT. THE F-PLN ENTERED IN CAPTAIN'S FMGC HAS NOT BEEN TRANSFERRED INTO COPILOT'S FMGC. SINGLE FMGC OPERATION AND THE TWO EFIS CONTROL PANELS ARE NOT SET AT THE SAME RANGE & MODE.

WHAT IS THE REFUELLING TIME AT NOMINAL PRESSURE ?. 30 MINUTES FOR ALL TANKS. 17 MINUTES FOR WING TANKS. 20 MINUTES FOR ALL TANKS OR 17 MINUTES FOR WING TANKS. . 20 MINUTES FOR ALL TANKS.

IN CASE OF SINGLE ENGINE OPERATION, IF LOW LEVEL (LO.LVL) IS REACHED : THE FUEL OF THE OPPOSITE SIDE OF ENGINE RUNNING IS LOST. CROSS FEED VALVE MUST BE CLOSED. CROSS FEED VALVE MUST BE KEPT OPEN. CROSS FEED VALVE IS AUTOMATICALLY KEPT OPEN.

HOW MANY PUMPS ARE THERE IN EACH FUEL TANK?. ONE FUEL PUMP IN EACH TANK. TWO FUEL PUMPS IN EACH TANK. THERE IS NO FUEL PUMP BECAUSE TANKS ARE AIR PRESSURIZED. TWO FUEL PUMPS ONLY FOR ALL TANKS.

THE FUEL RETURN VALVE IS CONTROLLED BY : FADEC. FQI. FLSCU. FMGC.

HOW CAN YOU CHECK THAT THE FUEL QUANTITY INDICATION (FQI) IS IN DEGRADED MODE ?. FQ INDICATION FLASHES ON ECAM FUEL PAGE ON THE AFFECTED TANK. FQ INDICATION IS DASHED ACROSS THE LAST TWO DIGITS ON THE UPPER ECAM AND ECAM FUEL PAGE MUST BE CALLED TO CHECK WHICH TANK IS AFFECTED. FQ INDICATION IS BOXED AMBER. FQ INDICATION IS DASHED ACROSS THE LAST TWO DIGITS BUT IT IS IMPOSSIBLE TO DETERMINE WHICH SIDE IS AFFECTED.

FOR WHAT PURPOSE IS FUEL USED BY ELECTRICAL SYSTEM?. TO COOL THE IDG OIL. TO COOL THE ENGINE OIL. TO COOL THE IDG AND ENGINE OILS.

AMBER FAULT LIGHT ILLUMINATES ON FUEL MODE SEL. P/B WHEN: THE DELIVERY FUEL PRESSURE DROPS. CENTER TANK HAS MORE THAN 250 KG AND ANY WING TANK HAS LESS THAN 5000 KG. THE TWO CENTER TANK PUMPS ARE SELECTED OFF.

FUEL CAN BE TRANSFERRED FROM TANK TO TANK : ONLY ON GROUND. IN FLIGHT IF THE FUEL CROSS FEED BUSH BUTTON IS SELECTED OPEN. IN FLIGHT IF THE FUEL CROSS FEED BUSH BUTTON IS SELECTED OPEN AND CENTER TANK MOD SEL PUSH BUTTON IS SELECTED TO MAN. FUEL CAN NEVER BE TRANSFERRED.

APU FUEL IS SUPPLIED BY: ENGINE FUEL PUMP (S) ONLY. APU FUEL PUMP ONLY. EITHER ONE.

IN NORMAL OPERATION THE CROSS FEED VALVE IS: CLOSED FOR TAKE OFF. AUTOMATICALLY OPENED WHEN THE CENTER TANK HAS MORE THAN 100 KG OF FUEL AND EITHER WING TANKS HAS LESS THAN 5000 KG. OPEN FOR TAKE OFF. AUTOMATICALLY OPENED BY THE MODE SEL PUSH BUTTON SWITCH.

NORMAL HYDRAULIC POWER IS PROVIDED BY: ENGINE DRIVEN PUMPS FOR ALL SYSTEMS. ENGINE DRIVEN PUMPS FOR GREEN AND YELLOW, ELEC PUMP FOR BLUE, ELEC PUMP FOR YELLOW (GROUND OPERATION ONLY). ELECTRIC PUMPS FOR BLUE AND YELLOW, ENGINE DRIVEN PUMPS FOR GREEN. ENGINE DRIVEN PUMPS FOR GREEN AND BLUE ELECTRIC PUMP FOR YELLOW.

THE BLUE SYSTEM INCLUDES OPERATION OF: THE FLAPS. THE SLATS. THE FLAPS AND THE SLATS.

IN FLIGHT, IF BLUE ELEC PUMP FAILS BLUE SYSTEM: IS LOST. CAN BE RECOVERED BY RAT. CAN BE RECOVERED BY PTU. BOTH B AND C.

IN CASE OF BLUE ELEC PUMP FAILURE, WHEN THE RAT MAN ON P/B IS PRESSED: THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED BY THE RAT. THE EMERGENCY GEN IS SUPPLYING ELECTRICAL POWER. THE BLUE HYDRAULIC SYSTEM IS PRESSURIZED AND THE EMERGENCY GEN IS RUNNING.

ON THE GROUND THE BLUE SYSTEM IS PRESSURIZED WHEN: THE APU IS RUNNING. ONE ENGINE IS RUNNING. EXT POWER IS AVAILABLE.

PITOT HEATING OPERATES: AT LOW ON GROUND AND NORMAL POWER IN FLIGHT. IN FLIGHT ONLY. ON GROUND ABOVE 80 KNOTS.

WHEN AN ENGINE ANTI-ICE VALVE IS OPEN: THE N2 OF THE ASSOCIATED ENGINE DECREASES. N2 INCREASES AND N1 LIMIT IS AUTOMATICALLY REDUCED. THERE IS NO CHANGE IN N1 LIMIT OR N2.

THE ON LIGHT ILLUMINATES ON THE WING ANTI-ICE PUSHBUTTON: WHEN THE ANTI-ICE VALVES OPEN. WHEN THE PUSH BUTTON SWITCH IS SET TO ON. WHEN THE FAULT LIGHT GOES OUT.

PROBE HEATING STARTS AUTOMATICALLY WHEN THE SWITCH IS IN AUTO POSITION: IN LOW HEAT AFTER ENGINE START AND THEN HIGH HEAT AFTER LIFT OFF. OT HEATED ON THE GROUND, HEATS AUTOMATICALLY AT LIFT OFF. OPERATES IN HIGH HEAT AFTER ENGINE START. OPERATES IN LOW HEAT UNTIL MANUALLY SELECTED TO HIGH.

IN CASE OF LOSS OF ELECTRICAL POWER SUPPLY, THE ENGINE ANTI-ICE VALVE: OPENS WHEN THE ENGINE IS STOPPED. OPENS WHEN THE ENGINE IS RUNNING. CLOSES WHEN THE ENGINE IS RUNNING.

THE BRAKING MODES ARE: GREEN WITH ANTI-SKID, YELLOW WITHOUT ANTI-SKID, PARKING BRAKE. GREEN OR YELLOW WITH ANTI-SKID, YELLOW WITHOUT ANTI-SKID, PARKING BRAKE. GREEN WITH OR WITHOUT ANTI-SKID, YELLOW WITHOUT ANTI-SKID, PARKING BRAKE.

NOSE WHEEL STEERING IS AVAILABLE WHEN: GEAR DOORS OPEN. NOSE GEAR DOORS CLOSED. ALL GEAR DOORS CLOSED.

WHEN BOTH HANDWHEELS ARE OPERATED SIMULTANEOUSLY, THE SIGNAL: FROM THE FIRST PILOT ACTING ON HIS HANDWHEEL HAVE PRIORITY. COMING FROM THE CAPTAIN HAVE PRIORITY. ARE MATHEMATICALLY ADDED.

THE ANTI-SKID AND NOSE WHEEL SWITCH IS SET TO OFF: ANTI-SKID ONLY IS DEACTIVATED. NOSE WHEEL STEERING ONLY IS DEACTIVATED. ANTI-SKID AND NOSE WHEEL STEERING ARE DEACTIVATED. ANTI-SKID PROVIDES A FIXED AIRCRAFT DECELERATION.

. BRAKE PRESSURE FROM THE HYDRAULIC ACCUMULATOR IS STILL AVAILABLE: IN NORMAL (WITH ANTI-SKID). . IN ALTERNATE (WITH ANTI-SKID). IN ALTERNATE (WITHOUT ANTI-SKID).

. IN THE A320 PASSENGERS OXYGEN SYSTEM, A GENERATOR, ONCE ACTIVATED, DELIVERS OXYGEN FOR: 5 MINUTES, IF ALL MASKS ARE USED. 30 MINUTES, IF ONLY ONE MASK IS IN USE. 13 MINUTES, SAME DISTRIBUTION TO EACH MASK.

WHAT HAPPENS WHEN THE MASK IS USED WITH THE SELECTOR AT 100% POSITION?. MASK IS SUPPLIED WITH DILUTED OXYGEN ON DEMAND. MASK IS SUPPLIED WITH UNDILUTED OXYGEN ON DEMAND. MASK IS SUPPLIED WITH UNDILUTED OXYGEN CONTINUOUS FLOW.

A THERMAL DISCHARGE OF THE CREW OXYGEN BOTTLE IS INDICATED BY: “THERMAL DISCHARGE” MESSAGE ON ECAM. GREEN BLOW OUT DISC MISSING. RED BLOW OUT DISC MISSING. NO INDICATION OF THERMAL DISCHARGE PROVIDED.

WHERE ARE THE EVAC SIGNALS LOCATED?. IN THE COCKPIT AND NEXT TO FORWARD LEFT AND AFT LEFT CABIN DOOR. IN THE COCKPIT AND NEXT TO EACH CABIN DOOR. IN THE COCKPIT AND NEXT TO EACH CABIN DOOR AND EMERGENCY OVERWING EXIT.

IF CABIN ALTITUDE RISES ABOVE 14,000 FT, OXYGEN MASKS WILL DROP OUT: ONLY BY ACTUATION OF A SWITCH ON THE CAPTAIN PANEL. AUTOMATICALLY BY CABIN PRESSURE AND/OR CA ACTION. AUTOMATICALLY BY CABIN PRESSURE AND/OR FLIGHT DECK ACTION.

PNEUMATIC SYSTEM OPERATION IS CONTROLLED AND MONITORED BY: ONE BLEED MONITORING COMPUTER. TWO BLEED VALVE COMPUTERS. TWO BLEED MONITORING COMPUTERS.

IN CASE OF LOW UPSTREAM PRESSURE, THE HIGH PRESSURE VALVE (HP) IS : ELECTRICALLY CLOSED. . ELECTRICALLY OPENED. OPEN. PNEUMATICALLY CLOSED.

WITH ENGINES AND APU RUNNING AND APU BLEED VALVE SELECTED ON, SELECT THE CORRECT STATEMENT: ENGINE BLEED VALVES OPEN, X BLEED VALVE OPENS, APU BLEED VALVE CLOSES. ENGINE BLEED VALVES CLOSE, X BLEED VALVE OPENS, APU BLEED VALVE OPENS. ENGINE BLEED VALVES OPEN, X BLEED VALVE CLOSES, APU BLEED VALVE OPENS. ENGINE BLEED VALVES CLOSE, X BLEED VALVE CLOSES, APU BLEED VALVE OPENS.

WHICH SOURCE OPERATES THE BLEED VALVE?. PNEUMATIC. ELECTRIC. BOTH.

HIGH PRESSURE AIR IS SUPPLIED FROM: ENGINE 1 AND 2 BLEED SYSTEMS, APU LOAD COMPRESSOR, HP GROUND CONNECTION. ENGINE 1 AND 2 BLEED SYSTEMS. ENGINE 1 AND 2 BLEED SYSTEMS AND APU LOAD COMPRESSOR.

WHAT IS THE FADEC?. AN ENGINE CONTROL BOX. A THRUST CONTROL UNIT. THE ELECTRONIC ENGINE CONTROL AND ITS PERIPHERAL SENSORS AND COMPONENTS.

WHAT IS THE EGT LIMIT AT TOGA POWER SETTING: 635°$C ONE ENGINE OR 610C BOTH ENGINES RUNNING. 610°C DURING 5 MN (1 MN ON 1 ENGINE). 635°C DURING 5 MN (10 MN ON 1 ENGINE).

THE FADEC IS ELECTRICALLY SUPPLIED BY: AIRCRAFT ELECTRICAL SYSTEM ONLY. BATTERIES IF A/C ELECTRICAL POWER FAILS. SELF POWERED ABOVE 10% N2. AIRCRAFT ELECTRICAL SYSTEM OR SELF POWERED IN AN EMERGENCY.

DRY CRANKING MAY BE MANUALLY SELECTED BY SETTING: THE MODE SELECTOR TO CRANK AND THE MASTER SWITCH TO ON. WITH MASTER SWITCH TO OFF THE MODE SELECTOR TO CRANK AND MAN START PB TO ON. SAME AS B WITH MASTER SWITCH ON.

DURING AN AUTOMATIC STARTING SEQUENCE, THE PACK VALVES CLOSE WHEN: . IGN START IS SELECTED. APU BLEED IS SELECTED TO ON AND IGN/START SELECTED. THE MASTER SWITCH IS SELECTED ON WITH IGN/START SELECTED.

THE COCKPIT DOOR: CAN ONLY OPEN INTO THE COCKPIT. CAN ONLY OPEN INTO THE CABIN. NORMALLY OPENS INTO THE COCKPIT BUT CAN BE FORCED OPEN IN EITHER DIRECTION.

WHEN OPENED IN AN EMERGENCY THE PASSENGER ENTRY DOORS: ARE PNEUMATICALLY ASSISTED INTO THE OPEN POSITION. WILL NEED 2 FLIGHT ATTENDANTS TO PUSH THEM OPEN. ARE ASSISTED TO THE OPEN POSITION BY SLIDE INFLATION.

WITH THE EMER EXIT LIGHT SWITCH IN THE ARM POSITION, EMERGENCY LIGHTING IS PROVIDED WHEN: AC BUS 2 FAILS. AC ESSENTIAL BUS FAILS. AC BUS 1 OR DC SHED ESSENTIAL BUS FAILS. DC BUS FAILS.

EVACUATION COMMAND BUTTON AT THE FORWARD FLIGHT ATTENDANT POSITION: CAN ONLY BE ACTIVATED, PROVIDED THE COCKPIT SWITCH IS AT THE CAPT AND PURS POSITION. CAN BE ACTIVATED AT ANY TIME. CAN ONLY BE ACTIVATED ON GROUND. . OVERRIDES ALL OTHER SIGNALS.

HOW MANY ESCAPE ROPES ARE IN THE COCKPIT?. 2 ESCAPE ROPES, - 1 OVER EACH WINDOW THEY CAN BE USED THROUGH THE LEFT OR RIGHT WINDOW. 2 ESCAPE ROPES – EACH OF THEM MUST BE USED THROUGH THE WINDOW TO WHICH IT CORRESPONDS. 3 ESCAPE ROPES FOR THE 2 COCKPIT CREWMEMBERS. THE EXTRA ONE IS TO BE USED BY SOME PARTICULARLY BIG PEOPLE.

LAVATORY SMOKE DETECTORS SEND WARNINGS TO: ECAM AND NOSE INTERPHONE PANEL. ECAM AND CIDS. ECAM, CIDS AND NOSE INTERPHONE PANEL.

WITH “AVIONICS SMOKE” WARNING ACTIVATED THE “SMOKE” LIGHT ILLUMINATES ASSOCIATED WITH THE: BUS TIE PUSH BUTTON. GEN 1 PUSH BUTTON. GEN 1 LINE PUSH BUTTON.

IN CASE OF CARGO BAY SMOKE WARNING, THE AGENT (NOT FOR DLH) BOTTLE SHOULD BE EMPTY WITHIN: 10 SECONDS. 3 MINUTES. 60 SECONDS.

AVIONICS SMOKE WARNING IS INHIBITED DURING TAKE-OFF FROM: 80 KTS TO LIFT OFF. . 80 KTS TO 1500 FT. NOT INHIBITED.

SMOKE DETECTION SYSTEMS ARE INSTALLED: AVIONICS BAY AND CARGO BAY. AVIONICS BAY, CARGO BAY, AND LAVATORIES. AS IN B PLUS GALLEYS.