Air Conditioning/Pressurization/Ventilation I of XVIII
Q 01: Conditioned air is distributed to: A: B: C: D:
Cockpit, Cockpit, Cockpit, Cockpit,
cargo bays and cabin fwd and aft cabins avionics bay and cabin cabin and holds 1 and 2 only
Q 02: Hot air fault light illuminates on the air conditioning panel A: The hot air press reg valve opens and the tri! air valves close ": The hot air press reg valve closes and the tri! air valves open C: The hot air press. reg. valve closes and the trim air valves close. D: The hot air press reg valve opens and the tri! air valves open
Q 0!:"oes the trim air pro#ide the $arm air or the cold air to the air conditioning s%stem& A: Cold air B: Warm air
Q 0': (n case of zone controller primar% and secondar% channel failure $hat temperatures are maintained b% pac) one and pac) t$o& A: ": C: D:
1# 2# 20 2$
degC degC deg.C degC
both both for pack one and 10 deg.C for pack two for pack one and 1# degC for pack t%o
Q 0*: (n normal flight in closed circuit configuration the a#ionics #entilation s%stem controls the temperature of the cooling air b%: A:&Adding air conditioned air to the flo% ": '(tracting air overboard C: Adding avionics bay air : !assing air thro"gh a skin heat e#changer
Q 0+: ,o enable -am air to the mi.ture unit ,he -am air s$itch should be used: A: B: C: D:
At any ti!e $nl% when differential press"re is less than 1 psi. )hen press*re is greater than 1 psi diff +nly after o*tflo% valve is f*lly opened
Q 0: Pac) controller primar% channel failure &: ": C: D:
The secondar % comp"ter oper ates as a back"p mode and reg"la tion is not opt imi'ed The secondary co!p*ter takes over all f*nctions as nor!al.ack is lost .ack o*tlet te!perat*re is controlled at 1# degC
Q 0: Pac) controller secondar% channel failure &:(o effect on pack reg"lation back"p mode is lost ": .ack is lost C: /o effect all !odes still availableD: .ack o*tlet te!perat*re is controlled at 1# degC&
Q
00: Pac) controller primar% and secondar% channel failure
&: !ack o"tlet temperat"re is controlled to be tween ) and *0 d eg.C b% the ant i+ice valve ": The pack is closed C: The packs deliver a fi(ed te!perat*re of 20 degC
Q 10: Hot air press reg #al#e failed open: A: ": C: D:
+pti!ied reg*lation is lost The te!perat*re stays at the val*e selected (o effect Cabin te!perat*re %ill be controlled at the *pper li!it 0 degC
Q 11: 3leed air supplied from the AP4 5AP4 bleed #al#e open6 the pac) flo$ is automaticall% selected: &: ": C: D:
igh /or!al 3o% 'con 4lo%
Q 12: ,rim air #al#e each one optimizes the temperature b%: &: ": C: D:
&dding hot a ir Adding fresh air 5od*lating of pack flo% Adding re6circ*lated air
Q 1!: Hot air pressure regulating #al#e:
&: ": C: D:
-eg"lates th e press"re of h ot air tapped "p stream of the pa cks Is spring loaded open in the absence of air +pens a*to!atically in case of d*ct overheat +pens a*to!atically if the cabin tri! air valve fails
Q 1': Pac) flo$ control #al#e: &: ": C: D:
s pne"matic all% operated a nd electricall% controlled 'lectrically operated and pne*!atically controlled +pens a*to!atically d*ring engine starting Is spring loaded to open
Q 1*: 7ngine flo$ demand $hen the heating or cooling demand in one zone cannot be satisfied: A: B: C: D:
The !ini!*! idle !*st be increased !an*ally The minim"m idle is increased a"tomaticall% In any case, flight idle is s*fficient The A.7 !*st be *sed to s*pply additional air
Q 1+: 8hat is the 9orma. cabin altitude& &: ": C: D:
/,000 ft 8,##0 ft 96 #0 ft 1$,000 ft ;00 ft
Q 1: 8hat is the a. negati#e "iff pressure for the cabin& A: 0 psi B: 1 psi.
C: 2 psi ": + psi Q 1: (t is permissible to use simultaneousl% pac)s and ;p ground unit during long stops in a hot airfield A:
C:
'ngine 'ngine ngine 'ngine
bleed bleed bleed bleed
air air air air
and recirc*lated air only on gro*ndand recirc*lated air and recirc"lated air, or if selected, &! bleed air and recirc"lated air. only
Q 20: "uring the e.terior preflight on a $arm da% in $hat position $ould %ou e.pect to find the a#ionics #entilation s%stem (9;7, and 7=,-AC, #al#es to be in& A: B: C: D:
Closed $pen. Closed or open regarding of the A.7 bleed valve Closed or open
Q 21: 8hat happens to the pac) flo$ control #al#es during engine start& A: They !*st be selected off ": They !*st be selected off on cold days only C: They !*st be selected off on hot days only : The% a"tomaticall% close.
Q 22: ,he temperature of each aircraft zone is optimized b% means of: A: A <+T AI= valve ": A >+/' control valve C: A .AC? 43+) VA3V' D: A TRIM AIR valve.
Q 2!: 8hen does normal pressurization occur& A: ": C: D:
After second engine start .ress*riation occ*rs d*ring ta(i !ress"ri'ation occ"rs d"ring the takeoff roll. After rotation
Q 2': 8hen does normal depressurization occur& A: 100 feet A@3 above to*chdo%n B: t is complete 1 min"te after to"chdown. C: After flap retraction D: +n landing to*chdo%n
Q 2*: 4nder $hat conditions should the pac) flo$ controller be set to ;>& &: With a low p assenger load t o red"ce bleed a ir demand and im prove f"el effi cienc%. ": )ith a lo% passenger load to increase cabin te!perat*re
&: ": C: D:
-eg"lates th e press"re of h ot air tapped "p stream of the pa cks Is spring loaded open in the absence of air +pens a*to!atically in case of d*ct overheat +pens a*to!atically if the cabin tri! air valve fails
Q 1': Pac) flo$ control #al#e: &: ": C: D:
s pne"matic all% operated a nd electricall% controlled 'lectrically operated and pne*!atically controlled +pens a*to!atically d*ring engine starting Is spring loaded to open
Q 1*: 7ngine flo$ demand $hen the heating or cooling demand in one zone cannot be satisfied: A: B: C: D:
The !ini!*! idle !*st be increased !an*ally The minim"m idle is increased a"tomaticall% In any case, flight idle is s*fficient The A.7 !*st be *sed to s*pply additional air
Q 1+: 8hat is the 9orma. cabin altitude& &: ": C: D:
/,000 ft 8,##0 ft 96 #0 ft 1$,000 ft ;00 ft
Q 1: 8hat is the a. negati#e "iff pressure for the cabin& A: 0 psi B: 1 psi.
C: 2 psi ": + psi Q 1: (t is permissible to use simultaneousl% pac)s and ;p ground unit during long stops in a hot airfield A:
C:
'ngine 'ngine ngine 'ngine
bleed bleed bleed bleed
air air air air
and recirc*lated air only on gro*ndand recirc*lated air and recirc"lated air, or if selected, &! bleed air and recirc"lated air. only
Q 20: "uring the e.terior preflight on a $arm da% in $hat position $ould %ou e.pect to find the a#ionics #entilation s%stem (9;7, and 7=,-AC, #al#es to be in& A: B: C: D:
Closed $pen. Closed or open regarding of the A.7 bleed valve Closed or open
Q 21: 8hat happens to the pac) flo$ control #al#es during engine start& A: They !*st be selected off ": They !*st be selected off on cold days only C: They !*st be selected off on hot days only : The% a"tomaticall% close.
Q 22: ,he temperature of each aircraft zone is optimized b% means of: A: A <+T AI= valve ": A >+/' control valve C: A .AC? 43+) VA3V' D: A TRIM AIR valve.
Q 2!: 8hen does normal pressurization occur& A: ": C: D:
After second engine start .ress*riation occ*rs d*ring ta(i !ress"ri'ation occ"rs d"ring the takeoff roll. After rotation
Q 2': 8hen does normal depressurization occur& A: 100 feet A@3 above to*chdo%n B: t is complete 1 min"te after to"chdown. C: After flap retraction D: +n landing to*chdo%n
Q 2*: 4nder $hat conditions should the pac) flo$ controller be set to ;>& &: With a low p assenger load t o red"ce bleed a ir demand and im prove f"el effi cienc%. ": )ith a lo% passenger load to increase cabin te!perat*re
C: )ith a high passenger load to red*ce cabin te!perat*re D: In cold conditions to achieve a higher cabin te!perat*re range
Q 2+: 8hich statement is correct regarding illumination of the amber A?, (@>; VA;V7 fault light& A: A*to!atically closes the aft cargo co!part!ent isolation valves B: eans that either the inlet or o"tlet isolation valve3s4 disagrees with the switch position. C: Indicates that the e(tract fan has stopped D: All of the above
Q 2: Pressurization controllers recei#e inputs from: &:56C, &-, 768, and . ": 3@CI7s and the 5CD7 C: 3@CI7s and pitot static so*rces D: 5CD7 and 3@CI7s
Q 2: 8hat computers control the cabin and coc)pit conditioned air& A: T%o one controllers that pass infor!ation and reB*ests to t%o pack controllers ": T%o pack controllers that pass infor!ation and reB*ests to three one controllers C: Three one controllers that pass infor!ation and instr*ctions to t%o pack controllers for three ones : $ne 'one controller that passes information and instr"ctions to two pack controllers for three 'ones.
Q 2: 8hen $ould %ou select -A A(- >9& A: B: C: D:
If additional cooling is reB*ired on the gro*nd "al pack fail"re or smoke removal. )hen pack te!perat*res are too high )hen there is s!oke in the cabin
Q !0: 8hat happens $hen a temperature selector rotar% )nob is adusted& &: & signal is sent to the 'one con troller re9"est ing a different temperat"re. ": /othing as there is no relationship bet%een a te!perat*re selector knob and the tri! air valve C: The associated tri! air valve i!!ediately !oves to a different position
Q !1: 8ith AP4 3;77" >9 and engine 3;77" s$itches >9 $ith engines running $hat is the position of the engine bleed #al#es& &: Closed ": +pen C: Depends on the crossbleed selector
Q !2: Pressurization is normall% automatic
Can %ou interfere $ith it&
&: es, C&B( ! -88 $ 85 t o $;-- and &( ;<8 CT5 toggl e switch. ": es, !an*ally set landing elevation *sing the 3/D '3'V A7T+ selector C: "oth are correct
Q !!: 4nder $hat conditions should the pac) flo$ controller be set to H(& A: In cold conditions to achieve a higher cabin te!perat*re range ": )ith a lo% passenger load to increase cabin air flo% C: With a high passenger load in hot conditions in order to help red"ce the cabin temperat"re.
Q !': 8hat is the function of the ram air #al#e& A: B: C: D:
&Ventilation %hile on the gro*nd mergenc% smoke removal and ventilation in the event of d"al pack fail"re. Avionics cooling Cargo ventilation a!pE avionics cooling
Q !*: Placing the 7=,-AC, push button to o#erride: A: ": C: D:
De6energies the e(tract fan .laces the avionics ventilation syste! in the closed config*ration ns"res the e#tract fan will contin"e to be energi'ed. .laces the avionics ventilation syste! in the open config*ration
Q !+: ,he -am Air #al#e: A: ": C: :
Fho*ld be opened for increased ventilation %hile on the gro*nd )ill open a*to!atically after engine start Fho*ld be opened for increased ventilation %hile in flight "st be man"all% activated.
Q !: 8hat limitation is associated $ith the ram air #al#e& &: o not open if cabin press" re is greater th an 1 psi. ": +nly open %hile on the gro*nd C: )ill not open if the DITC
D: +peration is a*to!atic
Q !: 8ith the pressurization s%stem in the automatic mode $hich #al#es are closed $hen the ditching push button is selected on& &: &ll valves below the water line. ": A.7 inlet C: The engine bleed valves D: +nly the avionics cooling valves
Q !: 8hat is the ma.imum negati#e differential pressure for the cabin& A:0 psi B: 1 psi. C: 2 psi D: psi
Q '0: ,he H>, A(- #al#e push button controls: A: B: C: D:
The The The The
tri! air valve hot air manifold. engine bleed valves pack flo% control valves
Q '1: 3oth pressurization auto controllers are set b% the acti#e flight plan loaded in the C"4 ,he Q9H entr% on the C"4 Approach Performance page refines the depressurization schedule for the landing &: Tr"e. ": 4alse
Q '2: Aft cargo indications ma% be found on $hich 7CA page5s6& A: ": C: :
+nly the C=7IF' page +nly the "3''D page +nly the CA" .='FF page The C-8 page and the C$( page.
Q '!: A#ionics #entilation s%stem indications ma% be found on $hich 7CA page5s6& A: +nly the "3''D page B: $nl% the C&B !-88 page. C: The in6flight 'CA5 cr*ise page D: The in6flight 'CA5 cr*ise page and the CA" .='FF pages
Q '': 8hen AP4 is suppl%ing the pac)s the pac) controller sends a demand signal to increase airflo$ $hen a zone temperature cannot be satisfied ,his signal is sent to the: A: B: C: D:
.ack =a! Air Inlet 4lap &! CB. .ack +*tflo% Control Valve 'ngine interface *nits 'I7s&
Q '*: (n case of zone controller primar% and secondar% channel failure $hat temperatures are maintained b% Pac)s 1 and 2& A: ": C: D:
1# 2# 20 2$
degC for both degC both deg.C for !ack one and 10 deg.C for !ack two degC for .ack one and 1# degc for .ack t%o
Q '+: ,he PACB ?;>8 controller is set to 9>- and %et the 7CA displa% sho$s PACB ?;>8 to be high Ho$ is this possible& A: As the engines are not r*nning the .AC? 43+) indicators are at the position they %ere selected to at the last sh*t do%n ": As no bleed air is flo%ing the .AC? 43+) valves are spring loaded to the f*lly open position C: flow is a"tomaticall% selected regardless of !&C= 75$W selector position beca"se air is onl% being s"pplied b% the &!. D: )ith cold o*tside air conditions the .AC? 43+) is a*to!atically increased to help increase the cabin te!perat*re
Q ': 8hen $ould %ou select PACB ?;>8 to H(& &: ": C: D:
8moke remova l or hot
Q ': 8hich of the follo$ing statements is correct concerning conditioned air& A: Conditioned air and tri! air are !i(ed then distrib*ted to each one ": =ecirc*lated air, conditioned air and hot tri! air are !i(ed then distrib*ted to each one C:
: -ecirc"lating fans draw cabin air to a mi#ing "nit where conditioned air is added.
Q ': Ho$ man% temperature selectors are there on the A!20& Ho$ man% temperature zones are there& A: Three rotary te!perat*re selectors and one one B: Three rotar% temperat"re selectors, one each for the cockpit 'one, the forward cabin 'one, and the aft cabin 'one. C: T%o rotary te!perat*re selectors, one for the cockpit and first class one and one for the aft cabin one D: 4o*r rotary te!perat*re selectors and fo*r ones
Q *0: ,he temperature selectors are located in: &: ": C: D:
The cockpit The cabin "oth +nly on the CIDF panel
Q *1: "uring normal flight the a#ionics #entilation s%stem controls the temperature of the cooling air b%: A: ": C: :
Adding air conditioned air to the flo% '(tracting air over board Adding an avionics bay air !assing air thro"gh a skin heat e#changer.
Q *2: Placing the a#ionics #entilation s%stem in the smo)e configuration: A: +pens the G1 @3C ": +pens the cargo *nder6floor valve C: +pens the G2 @3C : e+energi'es the blower fan, e#tract fan r"ns, and opens the air conditioning e#tract valves.
Q *!: Ho$ can %ou change controllers during flight& A: Cycle the 3D@ '3'V A7T+ knob o*t of the A7T+ position then back to A7T+ B: C%cle the C&B( !-88 $ 85 p"shb"tton to the &( position then back to &T$. C: Cycle the cabin press*riation 5A/ VF CT3 s%itch
Q *': Hot air ?A4;,D light illuminates on the air conditioning panel A:The hot air press reg valve opens and the tri! air valves close ": The hot air press reg valve closes and the tri! air valves open C: The hot air press reg. valve closes and the trim air valves close.
Q **: Ho$ man% trim air #al#es are there& A: B: C: D:
+ne tri! air valve Three: one each for the cockpit 'one, the forward cabin 'one, and the aft cabin 'one. T%o: one for the cockpit and first class one, and one for the cabin one 4o*r: one each for the cockpit one, the first class one, and t%o for the aft one
Q *+: 8hat position do the pac) #al#es go to in the e#ent of a loss of the bleed s%stem pressure& A: ": C: :
They re!ain in their last position 4*ll open 5id position Closed.
Q *: ,he -A A(- s$itch should be used: A: B: C: D:
At any ti!e $nl% when differential press"re is less than 1 psi. )hen differential press*re is !ore than 1 psi +nly after o*tflo% valve is f*lly opened
Q *: 8hat is the function of the Pac) ?lo$ selector& A: Allo%s the pilot to increase pack flo% b*t %ill not allo% a !an*al decrease in flo% if needed by the aircraft de!ands ": Al%ays allo%s high flo% regardless of s%itch position %hen the A.7 is *sed for air conditioning C: Both are correct.
Q *: 8hich configuration is the a#ionics #entilation s%stem in $hile airborne $ith no abnormals present& A: ": C: :
+pen F!oke 4ire Closed.
Q +0: 8hat is the ma.imum altitude associated $ith the pressurization s%stem& &: *>,100 feet
": 8,#00 feet C: $1,000 feet D: $1,100 feet
Q +1: ,rim air #al#es are controlled b%: &: ": C: D:
The 'one con troller. Anti6ice valve
Q +2: 8hich statement is ,-47 concerning the cargo compartment #entilation& A: "oth cargo co!part!ents are press*ried and heated *sing both cabin air and hot tri! air ": =ecirc*lated air, conditioned air, and hot tri! air are !i(ed then distrib*ted to each cargo co!part!ent C: $nl% the aft cargo compartment is heated and ventilated. Cabin ambient air is mi#ed with hot trim air and drawn thro"gh isolation valves b% e#traction fans.
Q +!: ,he AP4 3;77" ?A4;, indicates that the main AP4 controller is in fault A: ,rue B: False.
59ote:
(t could mean E An AP4 lea) is detected alfunction or o#erheat
Q +': Aft cargo #entilation is controlled b%: A: B: C: D:
The The The The
aft cargo rotary selector knob cargo ventilation controller. one controller and the FDC7 cargo ventilation controller and the aft cargo rotary selector knob
Q +*: ,he #ent fan runs an% time there is a normal ships po$er and the isolation #al#es are open &: Tr"e. ": 4alse
Q ++: ,he cabin zone temperature sensors are #entilated b% the air e.tracted b% the la#ator% and galle% fans &: Tr"e. ": 4alse
Q +: Placing the 3;>87- push button to o#erride: A: ": C: D:
Ins*res the blo%er fan %ill contin*e to r*n .laces the avionics ventilation syste! in the open config*ration e+energi'es the blower fan. .laces the avionics ventilation syste! in the closed config*ration
Q +: Pressurization indications are found on $hich 7CA page5s6& A: ": C: D:
"3''D page +nly on the CA" .='FF page The in+flight C& cr"ise page and the C&B !-88 page. +n the CA" .='FF "3''D pages
Q +: Ho$ man% outflo$ #al#es are there& A: B: C: D:
+ne $ne T%o T%o
valve %ith one door valve with two doors. valves %ith only one door visible valves one !ain 9 one back6*p- %ith only t%o doors visible
Q 0: At $hat cabin altitude do %ou get an 7CA $arning& A: ": C: D:
;,;00 feet 8,000 feet >,))0 feet 1$,000 feet
Q 1: 8hen the pac) flo$ control )nob is positioned to H( air flo$ is: A: ": C: D:
;0H of nor!al rate 100H of nor!al rate 120? of normal rate. 1#0H of nor!al rate
Q 2: (f %ou select a position other than the A4,> detent on the ;"F 7;7V A4,> selector ho$ can %ou see the actual landing ele#ation #alue& A: +n the 'CA5 C=7IF' ": +n the .='FF page C: $n the C& C-8 or the !-88 page.
Q !: 8hat $ill cause the 79F 3;77" fault light to come on& A: >#erpressure 5do$nstream of bleed #al#e6
3: 3leed o#erheat C: 8ing or engine lea) on associated side Q ': 8hat does the CA-F> H7A, H>, A(- ?A4;, light indicate& A: ": C: :
A d*ct overheat is detected The Aft Cargo .ress*re =eg*lating valve closes The syste! %ill reset if the IF+3 VA3V' s%itch is +/ &ll of above.
Q *: "uring Fround function operation the outflo$ #al#e is: &: 7"ll% open. ": 4*lly closed C: .ositioned according to 45@F de!ands
Q +: ,he outflo$ #al#e is po$ered b%: A: +ne of t%o electric !otors B: $ne of three electric motors. C: Three !echanically linked electric !otors
Q : ,he purpose of the safet% #al#e is to a#oid: A: '(cessive positive press*re differential ": '(cessive negative differential C: Both are correct.
Q : 8hen landing ele#ation is set to A4,> the landing ele#ation is sent to the controller from: &: ": C: D:
768. 4C7 ADI=F Captain baro ref
Q : ,he mi.ing unit is connected to: &: ": C: D:
!acks, cabin air, emergenc% ram air inlet a nd 5p gro"nd con nector .acks, e!ergency ra! air inlet and 3p gro*nd connector .acks and cabin air .ack 1 and pack 2 only
Q 0: >nce set to >9D the air conditioning pac)s operate: &: ": C: D:
&"tomaticall % and independe ntl% of each oth er /or!ally, b*t the o*tp*t of one affects the other A*to!atically, pack one as a !aster, pack t%o as a slave A*to!atically, pack t%o as a !aster, pack one as a slave
Q 1: 7mergenc% ram air inlet 8hen set to >9D the ram air #al#e $ill open and suppl% airflo$: A: B: C: D:
In any case iff. press @ 1 psi, and ditching not selected .rovided ditching is not selected .rovided ditching is selected
Q 2: Cond Gone regulator fault 5primar% channel failed6: &: ": C: D:
Cabin 'one i s at fi#ed temp erat"re .acks are at fi(ed te!perat*re Fecondary channel operates as back *p and operation is as nor!al The packs deliver a fi(ed te!perat*re 20 degC for pack one and 10 degC for pack t%o
Q !: ,emperature control is automatic and is regulated b%: A: ": C: D:
>one controllers .ack 1 and 2 controllers Aone controllers, pack 1 and 2 controllers The pack flo% control valves only
Q ': (f a pac) controller fails 5primar% and secondar% channel failure6 the pac) outlet air temperature is controlled b%: A: ": C: D:
=a! Air Valve
Q *: ,he zone controller optimizes temperature b% action on: A: B: C: D:
.ack anti6ice valve Trim air valve .ack flo% control valve
Q +: 8hen using AP4 bleed to suppl% the pac)s $ith the pac) flo$ selector at ;> the pac) airflo$ is: A: ;0H of nor!al ": /or!al C: 120? of normal D: 110H of nor!al note: )hen A.7 bleed is *sed to s*pply the packs the flo% is high or 120H regardless of selection-
Q : ,he pac) flo$ control #al#e closed automaticall% in case of: A: ": C: :
.ack overheat, engine starting, or operation of the fire or ditching p*sh b*tton "leed valve fail*re, pack o*tlet press*re increase Tri! air valve fail*re &ll of the above.
Q : (n case of trim air s%stem fault 5zone controller primar% channel failure6 the secondar% channel of the zone controller regulated the zone temperature at: A: B: C: D:
1$ 2 1# 10
degC deg.C degC degC
Q : (n case of total zone controller failure: A:
air and air and air and air and
and tri! air valves open and packs deliver air at a fi(ed te!perat*re 1# degC 10 degpack2and tri! air valves close and packs deliver air at a fi(ed te!perat*re 1# degC 10 degpack2and trim air valves close and packs deliver air at a fi#ed temperat"re 320 deg.C 10 d eg.pack24 and tri! air valves open and packs deliver air at a fi(ed te!perat*re 20 degC 10 degpack2-
Q 0: "uring landing run -am Air (nlet flaps open $hen speed is less than: A: ": C: D:
JJ J0 0 ;#
kts kts kts kts
after after 3after after
0 seconds delay 1 !in*te delay20 seconds dela%4 20 seconds delay-
Q 1: ,he ditching s$itch $hen selected sends a closure signal to: A: +*tflo% valve ":=a! air inlet and ventilation e(tract valves C: The pack flo% control valves : &ll of the above
Q 2: (n flight $ith pressure controller 1 in use if it fails: A: B: C: D:
o* have to *se the !an*al control Transfers a"tomaticall% to controller 2 o* have to select !an*ally controller 2 o* have to set the landing elevation
Q !: (n normal operation pressurization is: &: ": C: D:
7"ll% a"toma tic 5an*ally controlled A*to!atic, b*t landing elevation !*st be !an*ally set =e!aining a*to!atic only %ith C.C 1 is in *se
Q ': "uring ground function operation the outflo$ #al#e is: &: ": C: D:
7"ll% open 4*lly closed .ositioned accordingly to 45@F de!ands +perating in abort !ode
Q *: ,o see the operation of the outflo$ #al#e it is necessar% to call 7CA: A: ": C: D:
Cond page "leed page !ress page Vent page
Q +: ,$o identical independent automatic digital pressurization controllers are used for s%stem control: A: One controller active, one in standby
3: 3oth controllers monitored b% ?FC C: 9o controller for climb phase and 9o2 controller in cruise and descent ": 9o1 controller for climb and 9o2 for descent
Q : 8hich controller generates e.cess cabin altitude and pressure signals for 7CA indication in manual mode: A: B: C: D:
"oth (o.1 /o2 /either
Q : ,he safet% #al#es are operated: A: ": C: D:
'lectrically
Q : ,he purpose of the safet% #al#es is to a#oid: A: '(cessive positive differential press*re ": '(cessive negative differential press*re C: &ll of the above
Q 100: 8hen mode selector is selected to manual the outflo$ #al#e is controlled b% signals sent #ia controller 1 or 2 A: Tr*e B: 7alse
Q 101: >n 7CA Cab press page the outflo$ #al#e indicator changes to amber if: A: ": C: D:
It It t It
is is is is
f*lly closed f*lly open on the gro*nd f"ll% open in flight not f*lly open on the gro*nd
Q 102: >n 7CA Cab press page the safet% #al#e indication changes to amber if: A: ": C: :
"oth safety valves are f*lly open "oth safety valves do not open "oth safety valves are f*lly closed $ne safet% valve is open.
Q 10!: >n 7CA Cab press page the cabin altitude indication changes to red $hen cabin altitude is: A: ": C: :
K 1$,000 ft K 12,#00 ft K 10,000 ft D>,))0 ft
Q 10': ?ollo$ing a s%stem 1 fault: A: ": C: :
5aster ca*tion is activated and 'CA5 actions !*st be taken by the cre% The cre% !an*ally operates the syste! Fyste! 2 !*st be selected by the cre% 8%stem 2 takes over a"tomaticall% witho"t an% crew action
Q 10*: ,he pressure safet% #al#e opens at: A: ;0L psi B: /.E psi C: 80 psi D: J0 psi
Q 10+: After the engine start the Pac) ?lo$ Control Val#es automaticall% open ho$e#er on the ground reopening of the #al#es is dela%ed for after the first engine start &: ": C: D:
*0 $# #0 L0
seconds seconds seconds seconds
Q 10: ,he -am Air (nlet ?laps remain open during ta)eoff and landing to allo$ e.tra airflo$ during high po$er situations A: Tr*e B: 7alse
Q 10: ,he temperature of the air that e.its the compressor section is displa%ed abo#e the Pac) ?lo$ (t normall% displa%s green but displa%s amber for temperatures o#er: A: ": C: D:
1;0 200 2*0 2#0
degC degC deg.C degC
Q 10: ,he trim air #al#es are controlled b% the zone controller &: lectricall% ": .ne*!atically
C:
Q 110: ,he a#ionics #entilation s%stem is not capable of using e.ternal air to pro#ide cooling airflo$ A: Tr*e B: 7alse
Q 111: "uring flight belo$ the -am Air Val#e can pro#ide an emergenc% source of conditioned air during nonEpressurized flight A: #,000 feet ": ;,000 feet C: 10,000 feet D: 12,#00 feet Posted b% - at @aturda% "ecember 2 201! 0 comments
;in)s to this post
Reactions: Question Bank - Airbus A320 Au.iliar% Po$er 4nit II of XVIII
Q 01: ,o start the AP4 the: &: B&T 1 and 2 p"sh b"ttons m" st be selected t o $(. ": "AT 1 and 2 p*sh b*ttons do not need to be selected +/ if e(ternal po%er is available C: "oth are correct
Q 02: ,he 7lectronic Control 3o. 57C36 is primaril% a full authorit% digital electronic controller that performs the AP4 s%stem logic for all modes of AP4 operation such as: A: ": C: :
FeB*ence and !onitoring of start Fpeed and te!perat*re !onitoring 5onitoring of bleed air and sh*t do%n &ll of the above.
Q 0!: 8hen the AP4 aster @$itch is released a normal AP4 shutdo$n occurs: A: )itho*t delay in all cases ": )ith a delay, in all cases C: With a dela% if the bleed air was in "se.
Q 0': 8hen selected on the AP4 @,A-, push button $ill: A: Connect the A.7 generator to the aircraft electrical syste! B: 8tart the &! if the &! &8T- 8W was previo"sl% selected $(. C: +pen the air intake flap and s*pply f*el press*re
Q 0*: ,he AP4 has an integral independent lubrication s%stem for lubrication and cooling &: Tr"e. ": 4alse
Q 0+: ,he 7C3 57lectronic Control 3o.6 controls the fuel flo$ &: Tr"e. ": 4alse
Q 0: 8hen the AP4 A@,7- @8 is selected >9: &: The &! comp "ter a"tomatica ll% completes a self+test, opens the air intake flap and s"pplies f"el press"re. ": The A.7 co!p*ter a*to!atically starts the A.7 C: Connects the A.7 generator to the aircraft electrical syste! D: The A.7 door opens
Q 0: ,he AP4 A@,7- @8 ?A4;, light $ill illuminate: A: B: C: D:
)hen A.7 lo% oil press*re is detected When an a"tomatic sh"tdown of the &! occ"rs. 4or an A.7 overheat or A.7 fire If the batteries are selected +44 %hile the A.7 is operating
Q 0: ,he AP4 ma% be started up to $hat altitude& &: ": ": D:
The The The The
&! A.7 A.7 A.7
can can can can
be be be be
started started started started
at *p *p *p
a n% altit"de "sin g normal aircraf t electrical po wer. to #,000 feet *sing only the aircraft batteries to 0,000 feet *sing only the aircraft batteries to 2#,000 feet *sing only the aircraft batteries
Q 10: ,he AP4 s%stem page $ill appear on the 7CA:
A: )hen selected by the cre% ": A*to!atically %henever the A.7 is started and AC po%er is available C: Both are correct.
Q 11: (f AP4 bleed $as used after a manual shut do$n seIuence the AP4: A: ": C: :
Ftops ?eeps ?eeps =eeps
i!!ediately r*nning for $ !in*tes r*nning for 2 !in*tes r"nning for E0 seconds
Q 12: 8ith the engines off if the AVA(; light is illuminated on both the AP4 @,A-, push button and the 7=, P8- push button $hat is the source of electrical po$er for the aircraft busses& A: ": C: D:
It is not possible to deter!ine %itho*t checking the 'CA5 The aircraft batteries The &!. '(ternal po%er
Q 1!: 3A, 1 and 2 push buttons do not need to be selected >9 if e.ternal po$er is a#ailable A: It is nor!ally left in the lights o*t position ": )hen selected +44, the A.7 generator is de6energied C: Both are correct.
Q 1': 8hat is the ma.imum altitude at $hich the AP4 ma% be started using the batteries onl%& A: ": C: D:
1#, 20, 2), 8,
000 000 000 000
ft ft ft ft
Q 1+ :8hen the AP4 is running the AP4 fuel pump: &: ": C: D:
-"ns =*ns =*ns =*ns
when ta nk p"mps press" re is not s"ffic ient. all ti!e only in flight %hen the A.7 f*el p*!p is selected on
Q 1: ,he AP4 3;77" #al#e is automaticall% closed abo#e feet descending b% the 7C3 &: ": C: D:
2*,000 2L,000 2;,000 28,000
feet feet feet feet
Q 1: 8ith nobod% in the coc)pit if %ou ha#e an AP4 ?(-7 $hich statement is correct& &: $n the gro"n d, an &! - sh"t down will o cc"r and the &! fire bottle wi ll be discharged a"tomaticall%. ": +n the gro*nd, yo* have to perfor! the 'CA5 actions to sh*t do%n the A.7 and e(ting*ish the fire fro! the cockpit C: +n the gro*nd an A.7 A7T+ sh*t do%n %ill occ*r b*t yo* have to discharge the A.7 fire bottle !an*ally D: In the air, an A.7 '5'= sh*t do%n %ill occ*r and the A.7 fire bottle %ill be discharged a*to!atically
Q 1: ,he basic element of the AP4 is a single shaft gas turbine $hich deli#ers po$er for dri#ing the accessor% gearbo. 5electrical generator6 and produces bleed air 5engine starting and pneumatic suppl%6 A: ": C: :
2nd stage co!pressor rd stage t*rbine 2nd stage t*rbine echanical shaft
Q 20: ?ire on ground or in flight $ill cause the AP4 A@,7- @8 pushbutton ?A4;, light to come on A: Tr*e B: 7alse.
Q 21: 8ith batter% po$er $hat $ould an AP4 fire test loo) li)e& A: A.7 4I=' p*shb*tton ill*!inated ": FM7I" and DIFC< lights ill*!inated C: Both are correct.
Q 22: ,he starter engages if the air inta)e is closed and the A@,7- @8 and the @,A-, pushbuttons are >9 A: Tr*e B: 7alse.
Q 2!: A ?;AP >P79 indication is displa%ed in amber $hen the AP4 air inlet flaps is full% open A: Tr*e
B: 7alse /ote: It is displayed in green-
Q 2': ,he AP4 ma% obtain po$er for starting from: A: ": C: :
@ro*nd services /or!al aircraft s*pply The aircrafts batteries or in co!bination %ith the e(ternal po%er &ll of the above.
Q 2*: ,he AP4 cannot be shut do$n from outside the aircraft A: Tr*e B: 7alse. /ote: A.7 F<7T +44 p*shb*tton on '(ternal .o%er .anel can be *sed to sh*t do%n A.7-
Q 2+: 8hat are some of the causes for an AP4 automatic shutdo$n& A: 4ire on gro*nd only-, '@T overte!perat*re, /o acceleration, lo% oil press*re ": 4ire on gro*nd only-, '@T overte!perat*re, 7nderspeed, +verspeed, lo% oil press*re, high oil press*re C: 4ire on gro*nd only-, '@T overte!perat*re, =everse flo%, +verspeed, lo% oil press*re, high oil press*re : 7ire 3on gro"nd onl%4, "nderspeed, overspeed, 6T overtemperat"re, -everse flow, 5ow oil press"re, C po wer loss. /ote A.7 a*to!atic sh*tdo%n occ*rs %hen 4ire on gro*nd only-, 6 7nderspeed and overspeed, 6 '@T overte!perat*re, 6 =everse flo%, 6 3o% oil press*re, 6 DC po%er loss,6 /o acceleration,6
Q 2: a.imum altitude for AP4 bleed operation is: A: ": C: D:
1#, 1;, 20, 22,
000 000 000 000
ft ft ft ft
Q 2: Can the AP4 ?(-7 test be performed $ith the AP4 running& &: es ": /o /ote 6 The a*to!atic sh*tdo%n of the A.7 on the gro*nd %ill not occ*r %hile the flight cre% is perfor!ing this test-
Q 2: ,he AP4 is supplied from the: &: 5eft f"el fe ed line. ": =ight f*el feed line C: 3eft or right f*el line
Q !0: >n ground the 9o 3rea) Po$er ,ransfer function is inhibited in case of AP4 shutdo$n generated b% $hich of the follo$ing conditions& A: ": C: :
A*to!atic A.7 sh*t do%n triggered by the 'C" A.7 sh*t do%n fro! the ='47'3D'47'3 panel or fro! the A.7 4I=' p*shb*tton A.7 sh*t do%n fro! e!ergency control provided on the e(ternal po%er panel &ll of the above.
Q !1: Can the AP4 be used $ith $ing antiEice on& A: /o B: es, b"t onl% for electrical power. The &! bleed valve sho"ld not be opened while "sing wing anti+ice. C: es, e(cept d*ring approach and go6aro*nd D: es, b*t the altit*de of *tiliation is li!ited to 1#, 000 ft
Q !2: >n ground can %ou start the AP4 using the aircraft batteries onl%& &: es ": /o
Q !!: 8hen starting the AP4 the ?47; ;> P- indication appears amber $hen an AP4 fuel lo$ pressure is detected &: Tr"e ": 4alse
Q !': ,he ;>8 >(; ;7V7; ad#isor% pulses in if the AP4 oil Iuantit% approaches its minimum #alue A: ": C: :
A!ber )hite =ed 6reen
Q !*: (f an AP4 start is initiated on batter% po$er onl% is fire protection a#ailable& &: es ": /o
Q !+: A!1/!20/!21 8ith the AP4 suppl%ing bleed air $hat $ill be the pac) flo$ if the PACB ?;>8 selector is ;>8& &: ": C: D:
&*1><*20 F 6 and &*21 F ($-&5 A1820 /+=5A3 and A21
Q !: 8hat is the ma.imum operating altitude of the AP4& A: ": C: :
2#,000 0,000 #,000 *>,000
feet feet feet feet
Q !: Ho$ man% AP4 fire e.tinguisher bottles are installed& &: $ne ": T%o C: +ne AC operated and one DC operated
Q !: 8ill the AP4 bleed #al#e close automaticall% during climb& 8ill it reopen during descent& A: es B: (o
Q '0: 8ith batter% po$er onl% $hat $ould an AP4 fire test loo) li)e& &: &! 7- pb ill"minated and 8GB H 8C l ights ill"minate d ": A.7 4I=' pb ill*!inated C: FM7I" 9 DIFC< lights ill*!inated
Automatic ?light III of XVIII
Q 01: ,he ?light anagement part of the ?FC includes the follo$ing elements: A: ": C: D:
/avigation, flight planning and AT<= co!!ands .erfor!ance opti!iation, AT<= and A. co!!ands (avigation, flight planning, performance optimi'ation and flight predictions A. and 4D co!!ands and flight envelope co!p*tation
Q 02: Ho$ can the present position of the aircraft be initialized& A: .resent position can be entered thro*gh the ADI=F CD7 ": .resent position can be entered on the I/IT page of the 5CD7 C: Both are correct.
Q 0!: 8hat are the correct positions for the P?" and 9"& &: ": C: D:
The The The The
!7 .4D .4D .4D
sho" ld sho*ld sho*ld sho*ld
be o"tboard and the ( sho"l d be inboard. be inboard and the /D sho*ld be o*tboard be to the left of the /D for both seat positions be inboard and the /D sho*ld be inboard
Q 0': 8hat information is supplied b% the (-Js and displa%ed on the P?"& A: B: C: D:
Q 0*: Ho$ long does a normal (- alignment ta)e& A: ": C: D:
Appro(i!ately Appro(i!ately &ppro#imatel% Appro(i!ately
!in*tes L !in*tes 10 min"tes. 1 !in*tes
Q 0+: ,he (- A;(F9 light is e.tinguished 8hat does this mean& &: &lignment ha s been complete d. ": Air data o*tp*t has been disconnected C: The respective I= is operating nor!ally
Q 0: An amber flashing (- ?A4;, light indicates that: A: .resent position needs to be reentered B: &ttit"de and heading information ma% be recovered in &TT mode. C: A co!plete fail*re of the respective I= has occ*rred
Q 0: 8hat action should be ta)en if (- K2 is lost: A: ": C: D:
5ove 5ove ove 5ove
the the the the
'IF ATT &TT ATT
D5C
rotary selector knob to 4+ rotary selector knob to CA.T rotar% selector knob to 7<$ *. rotary selector knob to 4+ 1
Q 0: A/,H- in $hite means that A/,H- is: A: Disconnected ": Ar!ed C: &ctive
Q 10: ,he $hite (- A;(F9 light is flashing 8hat does this mean& A: /o present position has been entered and ten !in*tes has elapsed since the I= %as selected +/ B: (o present position has been entered and ten min"tes has elapsed since the - was selected $(. &n alignment fa"lt ma% e#ist. C: Attit*de and heading infor!ation have been lost An align!ent fa*lt !ay e(ist
Q 11: 8hat message is displa%ed if the database effecti#e date does not match the cloc) date& &: ": C: D:
Check Check Check Check
ata B ase C%cle. Data "ase Date 'ffective Date the changeover date
Q 12: Placing one of the A"- push buttons >?? $ill accomplish $hat& &: ": C: D:
The $77 ligh t will ill"mina te and air data o"tp"t will disc onnect. The respective ADI=7 %ill beco!e deenergied "oth AD and I= infor!ation %ill be disconnected All of the above
Q 1!: 8hile inEflight operating in 9ormal la$ in the
Alpha prot range:
A: The flight controls revert to direct la% ": The flight controls re!ain in the load factor de!and la% C: The sidestick controller and flight controls revert to the &$& mode, and side stick deflection is proportional to &$&.
Q 1': 8hat is the difference bet$een E?"2 and 2?"E on the ?A& A: 1 inop, 2 engaged 2 engaged, 1 off B: 1 off, 2 engaged. 2 engaged, 1 inop.
Q 1*: 8hat does the ;>8 ACC4-AC< message mean& A: 45@C 1 2 position difference e(ceeds li!its B: 76C position I act"al radio position difference e#ceeds limits. C: 45C@ position I= position difference e(ceeds li!its
Q 1+: ,he thrust deli#ered b% A/,H- is alread% at A= C;3 thrust (s it possible to obtain some additional thrust& A: es, by setting a higher speed target B: es, b% moving the thr"st levers forward from the C5 detent. C: /o, beca*se the AT<= already delivers the !a(i!*! available thr*st
Q 1: 8hat information is supplied b% the Air "ata odules 5A"s6 and displa%ed on the P?"Js& A: B: C: D:
Q 1: Can the autopilot be used for a single engine approach and autoland&
&: es. ": /o
Q 1: "uring the ta)eoff phase: &: 8-8 mode wil l provide g"ida nce to maintain ;2H10 kts 3minim "m4 as a speed reference ": F=F !ode is available *p to 1#00 ft C: F=F !ode %ill not engage if T+@A is selected
Q 20: (f the (- mode rotar% selector is selected >??: A: ": C: :
AD and I= infor!ation %ill be disconnected AD infor!ation %ill be disconnected I= infor!ation %ill be disconnected The &- is not energi'ed: & and - information is lost.
Q 21: 8hich of the follo$ing statements is al$a%s true $hen operating in alternate la$& &: #tending th e landing gear will place the a ircraft in irec t law. ": '(tending the landing gear %ill place the aircraft in 5echanical back*p la% C: '(tending the landing gear %ill place the aircraft in 5echanical back*p la%
Q 22: 8hich protection is not a#ailable belo$ 100 feet AF;& A: ": C: :
.itch attit*de Vls A3.
Q 2!: 8hat does amber @P77" 3-AB7@ mean on lo$er 7CA& A: ": C: D:
Fpeed brakes have a fa*lt Fpeed brakes are e(tended and flap handle is not at 0 8peed brakes are e#tended and engines are not at idle. All of the above
Q 2': (f ;>8 ACC4-AC< message is displa%ed are there an% approach restrictions& A: /o ": es, I3F approach only C: es, both 5(&; and ;(&; approaches are forbidden.
Q 2*: ,he ""-( pro#ides the pilot $ith: A: ": C: :
"earing "earing "earing Bearing
only for V+= 1 and D5' infor!ation for V+= 1 and AD4 1 and D5' infor!ation for V+= 2 and AD4 2 onl% for ;$- 1 and ;$- 2.
Q 2+: ,he >9 3A, light $ill illuminate amber: A: )hen one or !ore I=s are operating on aircraft battery po%er ": 4or a fe% seconds at the beginning of the align!ent process C: Both are correct.
Q 2: (f both 7;ACs fail $hat controls the ele#ator and stabilizer& A: B: C: D:
4ACs 8Cs. 'levator and stabilier revert to !echanical back*p "ack*p !ode of '3ACs
Q 2: 8here is the information displa%ed b% "C K1 and "C K2& A: D5C G1 s*pplies data to .4D G2, /D G2 and 3+)'= 'CA5 D5C G2 s*pplies data for .4D G1, /D G1, and 7..'= 'CA5 ": AD5C G1 s*pplies data to .4D G1, /D G1 and 3+)'= 'CA5 D5C G2 s*pplies data for .4D G2, /D G2, and 7..'= 'CA5 C: C J1 s"pplies data to !7 J1, ( J1, and !!- C&. C J2 s"pplies data for !7 J2, ( J2, and 5$W- C&. D: D5C G1 s*pplies data to .4D G1, /D G1 and 3+)'= 'CA5 D5C G2 s*pplies data for .4D G2, /D G2, and 3+)'= 'CA5
Q 2: 8hile in flight operating in 9ormal la$ return to neutral $ill command:
mo#ement of the sidestic) and subseIuent
&: & load factor pr oportional to st ick deflection, then maintain one 6 flight cor rected for pitch attit"de. ": Control s*rface !ove!ents proportional to stick deflection, then ret*rn the aircraft to straight and level flight C: Control s*rface !ove!ents proportional to stick deflection, disconnect a*to tri!, and !aintain its c*rrent attit*de
Q !0: (n normal la$ all protections are acti#e $hich of the follo$ing lists is the most complete list& A: .rotections, B: !rotections, speed. C: .rotections, D: .rotections,
3oad 4actor, .itch attit*de,
Q !1: 8hen in alternate la$ all protections e.cept protection $ill be lost A: =oll ":.itch C: "ank : 5oad
attit*de attit*de angle factor.
Q !2: 8hen does the sideslip indicator change to a blue 3eta target& A: B: C: D:
4laps config*ration 1 &n% !- e#ceeds 1.2), and !-Ks differ b% more than 0.*0
Q !!: High and lo$ speed stabilities ma% be a#ailable in alternate la$ stabilities: A: )ill not allo% the pilot to stall the aircraft ": .rohibit steep bank angles C: .rohibit steep cli!b angles and bank angles : Can be overridden b% the pilot, and it is possible to e#ceed ;mo, mo and stall the aircraft.
Q !': 8hat is the function of the ?ACs& A: =*dder and ": =*dder and C: =*dder and : -"dder and protection
a% a% a% aw
da!ping inp*ts, 4light envelope and speed co!p*tations da!ping inp*ts da!ping inp*ts and %indshear protection damping inp"ts, 7light envelope and speed comp"tations, and windshear
Q !*: 8hat causes a "4 to displa% a blac) screen $ith a $hite diagonal line& A: The circ*it breaker for that partic*lar D7 has popped B: C fail"re. C: /o po%er
Q !+: (f the ;>87- 7CA "4 fails is there a $a% to retrie#e that information& A: .ressing and holding the related syste!s page pb on the 'CA5 control panelE the page %ill be displayed on the 7..'= 'CA5 ": =otating the 'CA5/D X4'= s%itch, the 3+)'= 'CA5 page %ill be transferred to either the Captain or 4irst +fficers "/D C: Both are correct.
Q !: Can the aircraft be controlled $ith a loss of all electrics& &: es. ": /o
Q !: ,he A,, H"F and A(- "A,A selectors on the s$itching panel in the 9>- position indicate that: A: ADI=7 1 is s*pplying infor!ation to .4D 1 and /D 2, and ADI=7 2 is s*pplying po%er to .4D 2 and /D 1 B: &- 1 is s"ppl%ing information to !7 1, ( 1 and the -L &- 2 is s"ppl%ing power to !7 2 and ( 2.
Q !: 8hat action should be ta)en if A"- K1 is lost& A: /othing ": 5ove the ATT
Q '0: Ho$ man% Air "ata/(nertial -eference 4nits 5A"(-4Js6 are installed& A: ": C: D:
+ne T%o Three 4o*r
Q '1: >n an autoland approach $ith both autopilots on $hich ?FC is master& &: 76C 1 ": 45@C 2 C: "oth
Q '2: After a single "C failure ho$ could a cre$member reco#er the displa% units& A: +nce a D5C has failed the infor!ation is *nrecoverable ": /o action is needed as recovery is a*to!atic C: -otate the 8 C switch on the switching panel to replace the failed C with C J*.
Communications IV of XVIII
Q 01: ,he audio management s%stem allo$s the flight cre$ to use: A: All the radio co!!*nication and radio navigation facilities installed on the aircraft in trans!ission and reception !ode ": The interphone syste! C: The call syste!s and .assenger Address .A- syste! : &ll of the above.
Q 02: Ho$ can %ou get the mechanics attention $hen he is outside the aircraft& &: ": C: D:
se the C p"shb"tton on the C&558 panel which so"nds an e#ternal horn.
Q 0!: (f the VH? ! transmission )e% illuminated amber sho$ing the $ord CA;;D A: B: C: D:
An ACA=F !essage is %aiting ndicates a 85C&5 The /N1 flight attendant is calling ATC is calling
Q 0': -P K1 is dedicated to $hich VH? radios& A: ": C: D:
V<4 V<4 ;7 All
1 and 2 2 and 1 and *.MMMMMMMMMMMMMMMMM ;71 onl% radios
Q 0*: >n -P the >9/>?? s$itch controls: &: The power s" ppl% to the -! . ": +nly the FT" /AV f*nction of the =5. C: +nly the C+5 f*nction of the =5.
Q 0+:
Q 0: (f %ou depress the guarded 9AV button the C"4 -A" 9AV pages are inhibited and the -P controls na#aid tuning
&: Tr"e. ": 4alse
Q 0: 8hich ACP s$itch configuration is correct for communication $ith other coc)pit cre$ members $hile $earing %our >.%gen as)& A: AC. I/T=AD s%itch selected to I/T, I/T reception knob on, lo*d speaker vol*!e *p ": I/T trans!ission key to on, I/T reception knob on, *se the sidestick p*sh6to6talk %hen speaking, lo*d speaker vol*!e *p C: Both are correct.
Q 0: ,he A4"(> @8(,CH(9F rotar% selector allo$s replacement of a failed K1 or K2 ACP $ith ACP K! A: True.
3: ?alse Q 10: 8hich statement is correct regarding the coc)pit #oice recorder& A: Is a*to!atically energied %hen the battery pbs are selected on ": Is al%ays active after DC electrical po%er is applied to the aircraft C: Is a*to!atically energied %hen the parking brake is set : s a"tomaticall% energi'ed after the first engine start or five min"tes after &C electrical power is applied to the aircraft. /ote 6 It is energied a*to!atically:6 on the gro*nd d*ring the first # !in*tes after the AC electrical net%ork is energied6 on the gro*nd %ith one engine r*nning6 in flight-
Q 11: Ho$ do %ou erase the CV-& &: !ress the C; - -&8 p"shb"t ton when the air craft is on the gro"nd with the parking brake set. ": .ress the CV= '=AF' p*shb*tton for 2 seconds %hen the aircraft is on the gro*nd %ith the parking brake set C: .ress the CV= '=AF' p*shb*tton and CV= T'FT p*shb*ttons for 2 seconds si!*ltaneo*sly D: .ress the CV= '=AF' p*shb*tton and CV= T'FT p*shb*ttons for 2 seconds si!*ltaneo*sly %ith the parking brake set-
Q 12: >n the ground CV- is stopped automaticall% after the last engine shutdo$n A: ": C: :
I!!ediately 1 !in*te !in*tes ) min"tes.
Q 1!: >n the ground the cre$ can energize the CV- manuall% b% pressing the F9" C,; pushbutton &: Tr"e. ": 4alse
Q 1': >nl% the last +0 minutes of recording are retained b% the CV- A: Tr*e B: 7alse. /ote 6 120 !in*tes of recording is retained by CV=-
Q 1*: ,o ma)e a PA announcement: A: Depress and hold the .A trans!ission key p*sh b*tton ": 7se the pedestal !o*nted headset C: Both are correct.
Q 1+: ,he ser#ice interphone has interphone ac)s and an >V-" s$itch located on the o#erhead panel A: 4ive B: 8even C: 'ight D: Ten /ote 6 The a*dio lines fro! the interphone Oacks are connected to both CDF directors-
Q 1: 8hen selecting the guarded -P 9AV )e%: A: 5an*al t*ning via the 5CD7 =AD /AV page is still possible
": 5an*al t*ning via the 5CD7 =AD /AV page is al%ays possible C: 76C a"to t"ning is inhibited. D: 5an*al t*ning via the 5CD7 =AD /AV page is only possible on the offside radio
Q 1: (f an -P fails the selected recei#er is no longer controlled b% this -P and freIuencies and bars disappear from this -P &: Tr"e. ": 4alse
Q 1:
&mber sign c all flashes on ;7 2 ke%. Three green bars co!e on )hite F'3CA3 appears on V<4 2 p*shb*tton and V<4 2 reception selector ill*!inates %hite All of the above
Q 20: (f VH? 1 is selected on -P 2 @7; light illuminates $hite: A: +n =5. 2 ": +n =5. 1 C: $n -! 1 and 2.
Q 21: (n case of -P 2 failure VH? 2 is lost A: Tr*e B: 7alse. /ote 6 V<4 2 can still be selected on =5. 1 or =5. -
Q 22: 8hen loo)ing at either -P ho$ is it possible to determine if an -P is selected to a VH? s%stem it is not dedicated to& &: The white 8 5 light will be ill"minated on both -!Ks. This is a normal oc c"rrence in+ flight. ": The %hite F'3 light is ill*!inated on the offside =5. C: The %hite F'3 light is ill*!inated on the onside =5.
Q 2!: (f -P na#igation tuning is currentl% in use for V>- tuning and A,C assigns a ne$ communication freIuenc% $hat must be done& A: The /AV key !*st be deselected and then press the transfer key ": T*ne the ne% freB*ency on the offside =5. C: 8elect the appropriate ;7 comm"nication radio transmission ke%, t"ne "sing the rotar% selector, press the transfer ke%.
Q 2': 8hen the aircraft is in the 7mergenc% 7lectrical Configuration: A: =5.s 1 and 2, and AC.s 1 and 2 are both operative B: -! 1 and &C!Ks 1 and 2 are operative. PC: =5. 1 and AC. 1 are operative D: =5. 2 and AC.s 1 and 2 are operative
Q 2*: 8ith the A4"(> @8(,CH(9F )nob in the CAP,! position the Captain uses his acoustic eIuipment on ACP! &: Tr"e. ": 4alse /ote 6 The Captain has to !ake all the selections on AC.-
Q 2+: ,o communicate $ith a mechanic for manual start #al#e operation at the engine: A: Felect the I/T=AD selector to I/T, and I/T a*dio selector on ": Felect the trans!ission key p*sh b*tton labeled I/T and the I/T a*dio selector C: 8elect the transmission ke% p"sh b"tton labeled C&B and the a"dio selector labeled C&B.
9ote label is A,, Q 2: ,he flashing amber 7CH light indicates that the interphone s%stem is fault% A: Tr*e B: 7alse.
Q 2: 8hat is the function of the Fuarded 77- push button on the o#erhead panel& A: To alert ATC of an in6flight e!ergency ": To alert the aft flight attendants of a ro*tine need to speak to the!
C: To alert all flight attendants of a pending "rgent need to speak to them.
Q 2: 8hich ACP transmission )e% $ill illuminate if the flight attendants are calling the coc)pit& A: B: C: D:
.A C&B. A3'=T V<4
Q !0: (s @,39AV tuning possible on -P ! A: es B: (o.
Q !1: 9ormall% ho$ should %ou call a ?light Attendant& A: ": C: D:
"y his or her first na!e 7sing the AC. CA" pb sing an overhead 7W or &7T call p"shb"tton. Felecting the ATT/D ADV p*shb*tton on
Q !2: ,he 3?> )e% enables the beat freIuenc% oscillator for listening to the (" signal &: Tr"e. ": 4alse
Q !!: Pressing the )e% on the audio control panel allo$s the cre$ to inhibit the audio na#igation signals &: ": C: D:
;$C ='F'T ATT "4+
Q !': (f A,C mode selector is at A4,>: &: 8elected &TC operates onl% in flight. ": Felected ATC operates %hen 43'X or T+@A po%er is selected for takeoff C: Felected ATC operates as soon as one engine is r*nning
Q !*: >n A,C Control Panel the ?A4;, light comes on if: &: 8elected Tra nsponder fails. ": Fyste! 1 or 2 has failed
Q !+: (n case of dual ?FC failure selection of radio na#igation freIuencies is possible $ith: A: =5. 1 only B: -! 1 and 2 onl%. C: =5. 1, 2 and
Q !: All communications radios are controlled: A: ?rom the audio control panels 5ACPs6 3: 3% the ?/> : Fro! any one o" t#e t#ree radio !ana$e!ent panels %RM&s'.
Q '0: >nl% is functional in the emergenc% electrical configuration A: =5. B: -! 1 C: =5.1 and
Q '1: ,he Coc)pit Voice -ecorder $ill record: A: ": C: D: :
Direct conversations bet%een cre%!e!bers All a*ral cockpit %arnings Co!!*nications over radio and interco! .assenger address syste! anno*nce!ents as long as one .A reception knob is selected on- &ll of the above
Q '2: ,he coc)pit #oice recorder $ill automaticall% operate on the ground for minutes after electrical po$er is supplied to the airplaneL or $hen at least engine is operating
A: B: C: D:
L ) # $
F
2 1 2 1
Q '!: 8hen using the boom mi)e o.%gen mas) mi)e or hand mi)e: the PA )e% must be pressed and held to use the aircraft PA s%stem &: Tr"e ": 4alse
Q '': 8hen the >9 #oice )e% on an Audio Control Panel is pushed inL A"? and V>- ident signals are inhibited &: Tr"e ": 4alse
Q '*: 8ith the (9,/-A" s$itch of an Audio Control Panel 5ACP6 in the (9, position and the sidestic) ,ransmit @$itch in the ,ransmit position %ou are transmitting on the: A: Interco! at all ti!es B: -adio selected b% the transmission switch on the &"dio Control !anel. C: =adio selected by the reception knob on the A*dio Control .anel
Q '+: ,o transmit and recei#e on the ser#ice interphone the pilot must select the: &: C&B receptio n knob and the &TT transmission ke% on the &C!. ": CA" reception knob and the 5'C< trans!ission key on the AC. C: Fervice Int on the nose gear panel
Q ': (llumination of the @7; indicator on a -adio anagement Panel indicates: A: The =5. has failed ": The V<4 has failed C: The -! is being t"ned to a transceiver from another -!.
Q ': 8hen $ould a green A light illuminate on -P 1& A: B: C: D:
)o*ld not ill*!inate f & mode is re9"ired and crew has selected 71 and & If cre% has selected <41 and single side band !ode If A5 !ode is reB*ired and cre% has selected <4 2 and A5
Q ': A V>- is tuned on -P 1 using the @,3< 9AV function Can this selection be seen on the C"4 -A" 9AV page& &: ": C: D:
(o. nformat ion on -& (&; page is not avai lable when the ( &; pb on -! is pressed. es Infor!ation on =AD /AV page is al%ays available /o It is not possible to t*ne a V+= *sing FT" /AV f*nction es 5CD7 =AD /AV page sho%s V+=s t*ned *sing FT" /AV f*nction
Q *0: (s it possible to tune a na#aid $ith the @,3< 9AV function on -P !& A: B: C: D:
es (o. 8TB (&; f"nction is not available on -! * /o =5. is not available for cre% *se es b*t only on the gro*nd
Q +0: Ho$ can a na#aid tuned through the @,3< 9AV on -P 1 or 2 be identified& A: The ident appears on the /D ": "y pressing o*t the corresponding reception knob on the AC. C: &ll of the above.
Q +1: (f an -P fails: A: ": C: :
The The The &ll
selected receiver is no longer controlled by this =5. freB*ency displays disappear green V<4 or <4 lights go o*t of the above.
Q +2: 8ith the 7CH transmission )e% on the Audio Control Panel pressed: &: The flight i nterphone chann el is selected f or transmission via the &C! -& switch or the side stick radio selector.
": The cabin interphone channel is selected for trans!ission via the AC. =AD s%itch C: o* can speak to the gro*nd !echanic via the handset D: The !echanic %ill hear the e(ternal horn so*nd
Q +!: Ho$ could %ou recei#e A,(@ information from a V>-& A: .ressing the +/ voice key on the AC. B: !ressing and releasing o"t the ;$- reception knob and selecting the $( voice ke% on the &C! C: Voice facility is not available thro*gh the AC. D: /one of the above
Q +': Ho$ do %ou cancel the >9 V>(C7 green light& &: B% depressin g the on voice p
"oors V of XVIII
Q 01: Ho$ is it determined that the coc)pit sliding $indo$ is closed and loc)ed& A: ": C: :
The The The The
pin is engaged red ring belo% the release b*tton sho*ld not be in vie% locking pin %as placed in the for%ard position %hen the %indo% %as closed red ring below the release b"tton sho"ld be in view.
Q 02: >pening a passenger door from the outside disarms the door and the escape slide &: Tr"e. ": 4alse
Q 0!: 8hat does illumination of the red cabin pressure light represent on the main cabin door& A: B: be C:
This indicates that the evac*ation slide is ar!ed This indicates that the aircraft cabin is still press"ri'ed and the cabin door sho"ld not opened. "oth are correct
Q 0': ,he cargo doors are po$ered b%: A: The ": The engine C: The D: The start
bl*e electric p*!p yello% hydra*lic syste! before engine start and the green hydra*lic syste! after start %ellow h%dra"lic s%stem. bl*e hydra*lic syste! before engine start and the green hydra*lic syste! after engine
Q 0*: ,he for$ard and aft cargo doors can be opened from: A: The inside and the o*tside B: The o"tside onl%
Q 0+: >n the 7CA ">>-/>=< page the @;("7 indication appears $hen the slide is not disarmed &: ": C: D:
White. A!ber @reen =ed
Q 0: 7ach passenger door has one CA3(9 P-7@@4-7 $arning light that: &: Warns of res id"al press"re in the cabin. ": Fho%s a possible *nlocked door C: "oth are correct
Q 0: 8here does the "oor and @lide Control @%stem 5"@C@6 generate $arnings& A: +n 'CA5 ": +n the doors C: Both are correct.
Q 0: 8hat happens to the coc)pit door $ith electrical po$er failure& A: It operates nor!ally on <+T "AT b*s B: t a"tomaticall% "nlocks. C: It a*to!atically locks fro! o*tside b*t stays *nlock fro! inside
Q 10: ,he coc)pit $indo$s can be opened both from inside and outside A: Tr*e B: 7alse. /ote 6 4ro! inside onlyQ-
Q 11: 8hat does illumination of the $hite slide armed light represent on the main cabin door& A: This indicates that the slide has properly inflated and is safe for *se B: This indicates that the slide is armed and the slide will inflate if the door is opened from inside the aircraft. C: This indicates that the !ain cabin door has not been properly closed D: This indicates that the !ain cabin door has not been properly closed b*t the slide is properly ar!ed
Q 12: Can the flight compartment sliding $indo$s be used as emergenc% e.its& A: B: C: D:
es, in the cockpit coat closet is a rope ladder that can be *sed in s*ch an event es, there are escape ropes mo"nted above each window behind an access panel. /o They are not approved e!ergency e(its /o, they are too s!all
Q 1!: 8hen the electric pump is operating the ?8" or A?, cargo doors the onl% other %ello$ s%stem de#ices that can operate are bra)ing and engine 2 re#erse &: Tr"e. ": 4alse
Q 1': 8hen the slide arming le#er on the emergenc% opening s%stem is in the A-7" position $here is the slide connected& A: ": C: D:
To the To the To the All of
brackets on the *nderside of the f*selage brackets above the door floor brackets on both sides of the door. the above
Q 1*: 8hen the Cargo door s$itch for the %ello$ h%draulic pump is in use the flight controls are: A: B: C: D:
4*lly operational nhibited
Q 1+: ,he coc)pit door: A: ": C: D:
Can only be open into the cockpit Can only open into the cabin (ormall% opens into the cockpit b"t can be forced in either direction Flides in either direction
Q 1: 8hen opened in an emergenc% the passenger entr% doors: &: ": C: D:
!ne"maticall % assisted into the open positi on )ill need t%o cabin cre% to p*sh the! open Are assisted to the open position by slide inflation Are electrically assisted into the open position
Q 1: (f door handle is lifted and the $hite indicator illuminates $hat does this mean& &: The escape s lide is armed a nd if %o" go on lifting the hand le, door opens and slide will deplo%.
": .ne*!atic assistance of the door has failed C: The escape slide is in disar!ed config*ration D: The cabin is still press*ried
7lectricals VI of XVIII
Q 01: ,he engine generators and AP4 generator are rated at BVA A: ": C: D:
#0 J0 >0 110
Q 02: ,he number 1 AC bus channel normall% supplies po$er to and to the bus $hich supplies po$er to the bus A: ": C: D:
T=2 T=1 T-1 T=1
<
AC AC &C AC
'FF 'FF 88 'FF
F<'D F<'D < &C DC
DC 'FF F<'D DC 'FF 88 8 'FF F<'D
Q 0!: ,he normal priorit% for suppl%ing electrical po$er to the AC busses is: A: ": C: :
'(ternal po%er, engine generators then A.7 '(ternal po%er, A.7, then engine generators A.7, e(ternal po%er then engine generators ngine generators, e#ternal power then &!
Q 0': ,he 3A,,7-< 34@ is normall% po$ered b%: A: ": C: D:
DC DC C DC
"7F "7F b"s b*s
2 1 and DC "7F 2 1 thro"gh a C tie control rela%. 2 thro*gh a DC tie control relay
Q 0*: ,he AE!20 has batteries in its main electrical s%stem A: B: C: D:
1 2 $ %hen 'T+.F capable-
Q 0+: 8hen no other po$er is a#ailable in flight the static in#erter con#erts po$er to AC po$er for the busL and po$ers the bus &: ": C: D:
B&T1 "AT1 "AT1 "AT1
C DC DC DC
<
&C AC AC AC
88 'FF 'FF 'FF
b"s < B&T2 < C 88 F<'D "AT2 DC 'FF F<'D b*s "AT2 DC 'FF F<'D b*s DC 'FF
Q 0: An AC 7@@ ?77" s$itch located on the o#erhead panel shifts the po$er source for the AC 7@@ bus from: &: &C b"s1 to & C b"s 2 ": AC b*s 1 to AC @rnd4lt b*s C: AC b*s 2 to AC b*s 1
Q 0: 8hich of the follo$ing AC busses can be po$ered b% the emergenc% generator& A: AC b*s 1 ": AC b*s 2 C: &C 88 b"s < &C 88 8 b"s
Q 0: ,he -A, is connected directl% 5mechanicall%6 to the 7mergenc% Fenerator A: Tr*e B: 7alse
Q 10: ,he emergenc% generator supplies po$er as long as: A: The landing gear is do%n
": The =AT is deployed C: The =AT is deployed and the landing gear is do%n : The landing gear is "p.
Q 11: After landing in the emergenc% electrical configuration: the batteries automaticall% connect to the "C 3A, bus $hen speed decreases belo$ )nots A: ": C: :
#0 J0 80 100
Q 12: ,he 3A, ?A4;, light $ill illuminate $hen: A: "attery voltage is lo% B: Charging c"rrent increases at an abnormal rate C: Charging c*rrent decreases at an abnor!al rate
Q 1!: "o not depress the ("F "(@C>997C, s$itch for more than to pre#ent damage to the disconnect mechanism &: * seconds ": J seconds C: 10 seconds D: 1# seconds
Q 1': ,he ("F ?ault light indicates: A: ": C: D:
An ID@ oil overheat ID@ lo% oil press*re 6 low oil press"re or 6 oil overheat ID@ has been disconnected
Q 1*: (f normal electrical po$er is lostL essential coc)pit lighting is maintained for the: A: ": C: :
Captains instr*!ent panel Ftandby co!pass =ight do!e light provided the do!e selector is not off- &ll of the above.
Q 1+:
o* o* o* o"
have have have have
to to to to
check that the e(ternal po%er is on ens*re that at least one battery is on ens*re that both batteries are on verif% that both batteries are off.
Q 1: Ha#ing started the AP4 ho$ can %ou get the AP4 generator to po$er the electrical s%stem& A: B: C: D:
The A.7 generator !*st be s%itch on B% p"shing the NT !W- p"shb"tton th"s disconnecting the e#ternal power. "y p*shing the "7F TI' p*shb*tton o* are *nable to as the A.7 po%er o*tp*t is o*tside nor!al para!eters
Q 1: Are there an% limitations associated $ith disconnecting an ("F& A: /ever disconnect an ID@ in flight, or p*sh the ID@ disconnect p*sh b*tton for !ore than 0 seconds ": There is no li!itation C: /ever disconnect an ID@ in flight, or p*sh the ID@ disconnect p*sh b*tton for !ore than # seconds : (ever disconnect an 6 "nless the engine is r"nning, nor p"sh the 6 disconnect p"sh b"tton for more than * seconds.
Q 1: 8hich #oltage reIuires recharging or replacing the batteries& A: ": C: D:
20 2$ 2) 2L
volts volts volts volts
or or or or
less less less. less
Q 20: ,he AP4 is suppl%ing the electrical s%stem 8hat is the order of priorit% for the different generators& &: ": C: D:
ngines, e#t ernal power, &! . A.7, engines, e(ternal po%er '(ternal po%er, engines, A.7 A.7, e(ternal po%er, engines
Q 21: 8hat is the significance of the green collared circuit brea)ers& A: B: C: D:
@reen 6reen @reen @reen
collared collared collared collared
circ*it breakers are p*lled %hen flying on battery po%er only circ"it breakers are monitored b% the C&. circ*it breakers are not to be reset circ*it breakers are AC po%ered
Q 22: 8ith the 77- 7=(, ;, selector in the A- position $hich situation $ill acti#ate the emergenc% lights and e.it signs& A: B: C: D:
AC &C DC DC
F<'D b*s *npo%ered b"s J1 "npowered 'FF F<'D b*s *npo%ered b*s G2 *npo%ered
Q 2!: (f batteries are the onl% source of po$er in flight ho$ long $ill batter% po$er be a#ailable& &: ": C: D:
Between 22 a nd *0 min"tes d epending on e9"i pment in "se. 7ntil the A.7 is started T%o ho*rs and 0 !in*tes dependent on eB*ip!ent in *se $# !in*tes dependent on eB*ip!ent in *se
Q 2': 8hat is the minimum #oltage $hen conducting a 3A,,7-< CH7CB& A: ": C: :
2; volts 3ess than L0 a!ps in 10 seconds @reater than 2$ volts 6reater than 2) volts.
Q 2*: A batter% fault light $ill illuminate $hen: A: The batteries have a*to disconnected d*e to lo% voltage ": "attery voltage drops belo% a predeter!ined level C: Batter% charging c"rrent increases at an abnormal rate.
Q 2+: 8hich flight control computer $ill be inoperati#e $ith gear e.tension $hile in the 7mergenc% 7lectrical Configuration& A: ": C: :
4AC F'C F'C 7&C
1 and '3AC 1 1 1 and '3AC 1 1
Q 2: (f the batter% #oltages are belo$ the minimum ho$ do %ou charge them& A: B: C: D:
o* have to call a !echanic beca*se the batteries can only be charged by !aintenance have to check that the B&T p"shb"ttons are on and switch the e#ternal power on. I have to s%itch the e(ternal po%er to +/ and s%itch the batteries off I have to start the A.7 as the batteries can only be charged by the A.7 generator
Q 2: 8hat is the function of AP4 F79 push button located on
the o#erhead electrical panel&
A: .*sh this b*tton to a*to!atically start the A.7 B: When selected to $77 the &! generator field is de+energi'ed. C: "oth are correct
Q 2: (s it possible to parallel generators& A: ": C: D:
+f co*rse yes +nly %ith the =AT deployed The electrical s%stem will not allow OparallelingP of generators. +nly one engine generator !ay be paralleled %ith the A.7
Q !0: 8hile operating on 7mergenc% 7lectrical Po$er $ith the landing gear lo$ered $hich of the follo$ing control la$s is in effect& A: B: C: D:
"ack*p irect. Alternate "ack*p or alternate
Q !1: 8hat coc)pit lighting is a#ailable during an emergenc% electrical situation& A: '!ergency path lighting only B: -ight side ome light, main panel flood lights 3left two col"mns onl%4, and the standb% compass light. C: 3ocated on nor!al circ*it breaker panels D: =ight side do!e light, !ain panel flood lights, and the standby co!pass light
Q !2: 8hat is the function of the F79 1 ;(97 push button& A: )hen ": )hen C: When p"mp in
selected +44 the avionics co!part!ent isolation valves close selected +44 the G1 generator po%ers all AC b*sses selected $77 generator J 1 is removed from all b"sses b"t contin"es to power one f"el each wi ng.
Q !!: "uring a routine flight $hich of the follo$ing $ould result after the loss of Fen K2 and the subseIuent start of the AP4& A: The A.7 %o*ld no% po%er both sides of the electrical syste! ": All syste!s ret*rn to nor!al and the =AT !*st be resto%ed C: ng gen J1 contin"es to power &C b"s J1 and downstream s%stems. The &! powers &C b"s J2 and downstream s%stems.
Q !': 8hen does the -A, automaticall% deplo%& A: )ith the loss of t%o hydra*lic syste!s B: lectrical power to both &C B8 J1 I J2 is lost and the aircraft speed is above 100 knots. C: "oth are correct
Q !*: "uring the fi#e seconds it ta)es for the -A, to e.tend: A: The "ATT'=I'F po%er both "ATT <+T b*sses, 'FF DC F<'D, and 'FF AC F<'D thro*gh the FTATIC I/V'=T'= B: The B&TT-8 power both B&TT $T b"sses, 88 C, and 88 &C thro"gh the 8T&TC (;-T-. C: The FTATIC I/V'=T'= po%ers both "ATT <+T b*sses, 'FF DC, and 'FF AC thro*gh the 'FF AC F<'D b*sses D: The "ATT'=I'F po%er both "ATT <+T b*sses
Q !+: ,he purpose of the A4,> 34@ ,(7 is to allo$ either engineEdri#en ("F to automaticall% po$er both main AC buses in the e#ent of a generator loss until either ground po$er or the AP4 generator is acti#ated &: Tr"e. ": 4alse
Q !: 8hen $ill the -A, M 77- F79 red ?A4;, light illuminate& &: When the - 6( is not s" ppl%ing electric al power, &C b"s ses J1 I J2 are "npowered and the nose gear is "p. ": )hen the =AT is deployed *sing hydra*lic =AT 5A/ +/ p*sh b*tton C: "oth are correct
Q !: 8hat is the significance of the circuit brea)ers on the o#erhead panel& A: ": C: D:
They are not !onitored by 'CA5 Cannot be reset The% ma% be operational in the mergenc% lectrical Config"ration. They are !ainly AC po%ered
Q !: (f both engine generators are po$ering the s%stem and one subseIuentl% fails are an% busses unpo$ered& A: +nly the AC 'FF shed b*s B: (o, b"t some loads are shed in both main galle%s. C: es, those associated %ith the failed generator
Q '0: Ho$ man% times can %ou reset a circuit brea)er& A: B: C: D:
+nce $nce, if a"thori'ed b% the proced"res. T%ice T%ice, if a*thoried by the proced*res
Q '1: >n the coc)pit o#erhead panel there is a three position 77-F79C< 7=(, ;ight s$itch 8hat lights are associated $ith this s$itch& &: #it ": '(it C: '(it co!pass
signs, emergenc% light s, and escape pa th lighting. signs, e!ergency lights, !ain panel flood lights, and escape path lighting signs, e!ergency lights, do!e lights, !ain panel flood lights, and the standby light
Q '2: 8hich flight control computers are operational in the 7mergenc% 7lectrical Po$er configuration 5gear do$n and batteries po$ering the s%stem6& A: ": C: :
All are operational '3AC 1, F'C 1, and 4AC 1 '3AC 1 and 2, F'C 1 and 2, 4AC 1 5&C 1 and 8C 1.
Q '!: 8hich radios are inoperati#e $ith gear e.tension $hile in the emergenc% electrical configuration& &: ": C: D:
1 and tr ansponder 1. D5' 1, DD=5I, and transponder 1 D5', and transponder 1 I3F 2, D5', and AD4
Q '': 8hile operating on 7mergenc% 7lectrical Po$er $ith the landing gear lo$ered $hich of the follo$ing statements is correct& A: If the A.7 is not operating it sho*ld be started at this ti!e ": The A.7 %ill not start *ntil the aircraft has co!e to a co!plete stop and all po%er has been re!oved for 1# seconds C: $n the gro"nd at 100 knots, the C B&TT- B8 a"tomaticall% reconnects to the batteries allowing &! start. D: At J0 knots 'FF AC is disconnected fro! the batteries
Q '*: (f during a normal flight the 34@ ,(7 push button is depressed to >??D $hat effect $ould this ha#e on po$er to the busses& &: (one. ": All po%er %o*ld be lost and the aircraft %o*ld be po%ered by the batteries *ntil the =AT %as *p to speed C: The po%er transfer %o*ld s%itch to the opposite b*s D: This is not possible as the b*s tie contactors are locked o*t d*ring flight
Q '+: 8hile operating on 7mergenc% 7lectrical Po$er 577- F79 po$ering the s%stem ?AC K1 reset6 $hich of the follo$ing control la$s are in effect& A: B: C: D:
5an*al <ernate. "ack*p 5an*al and back*p
Q ': Can %ou reconnect an ("F in flight& A: es, b*t only after contacting !aintenance control ": es, p*sh and hold the ID@ pb *ntil the @'/ fa*lt light is no longer ill*!inated C: (o, it is not possible.
Q ': 8hich communication and na#igation radios are operational in the 7mergenc% 7lectrical Configuration $ith the 77- F79 po$ering the s%stem& &: ": C: D:
&C! V<4 =5. All
1 and 2, ;7 1, 7, -! 1, ;$- 1, and 58 1. 1, =5. 1, V+= 1 G1 G2, V<4 G1, <4 if eB*ipped-, AC. G1, V+= G1 and I3F G1 radios are lost
Q ': 8hich condition $ill automaticall% illuminate the escape lights&
A: ": C: D:
AC 'FF F<'D b*s not po%ered 3oss of po%er to the AC b*s 1 C 88 B8 not powered. DC 'FF F<'D b*s not po%ered
Q *0: 8hat is the meaning of the green AVA(; light& &: to ": C: D:
#ternal pow er is pl"gged i n and parameters are normal. o" m"st p"sh the e#ternal power connect it '(ternal po%er is available to the batteries only The e(ternal po%er panel door has been opened '(ternal po%er is s*pplying the aircraft syste!s
Q *1: 8hat does the blue 7=, P8- >9 light mean& A: '(ternal po%er is pl*gged in and para!eters are nor!al B: #ternal power is s"ppl%ing the aircraftKs electrical s%stem. C: There is a fa*lt %ith the e(ternal po%er
Q *2: (f 7=,7-9A; po$er is a#ailable and $ithin limits: A: It %ill a*to!atically close the b*s tie contactorss %hen connected by the gro*nd cre% B: The green &;&5 light will ill"minate on the NT !W- p"sh b"tton. C: The "7F TI' p*sh b*tton ill*!inates
Q *!: (s it possible to determine the source of po$er for aircraft busses A: ": C: D:
It is indicated on the electrical sche!atic overhead /o it is not possible es, press the C& 5C p"sh b"tton and view the electrical schematic on the C& +nly %hen operating in the '!ergency 'lectrical Config*ration
Q *': 3oth batteries are charged b% the e.ternal po$er unit Appro.imatel% ho$ long does the charging process ta)e& A: B: C: D:
10 !in*tes 20 min"tes. 0 !in*tes "et%een 0 and $# !in*tes
Q **: 8hile operating on 7mergenc% 7lectrical Po$er 577- F79 po$ering the s%stem6 $hat should the cre$ accomplish prior to lo$ering the landing gear& A: Check to see that the 45@C has a*to t*ned the appropriate /AV facility for the approach to be acco!plished B: epress the g"arded -! (&; p"sh b"tton and t"ne the appropriate (&; facilit% and co"rse for the approach to be accomplished. C: "oth are correct
Q *+: ,he FA;;7< ?A4;, light illuminates $hen an% generator is e.ceeding 0N of its rated output A: Tr*e B: 7alse. /ote 6 The @A33' 4A73T light ill*!inates %hen any generator is e(ceeding 100H of its rated o*tp*t-
Q *: (f the source of po$er for the 7@@ AC bus is lost does another source of po$er automaticall% po$er the bus& A: es, transfer is a*to!atic ": es, only if A7T+ %as selected on the AC 'FF 4''D p*sh b*tton C: (o, this m"st be done b% the crew.
Q *: 8hat $ould cause the FA;;7< fault light to illuminate& A: ": C: D:
The The The The
flight attendants have all the coffee !akers and ovens on at once 5ain @alley has shed load on an% generator is above 100? of its rated o"tp"t. Aft @alley has shed
Q *: 8hile operating on 7mergenc% 7lectrical Po$er 577- F79 po$ering the s%stem6 ho$ is it possible to properl% complete the 7CA chec)list $ith onl% an upper displa%&
&: epress and hold the specif ic C& page p"s h b"tton on the C& control pa nel. ": Transfer occ*rs a*to!atically C: This is not possible 7se the cockpit operating !an*al
Q +0: After ("F disconnection $h% do %ou get a FA;;7< @H7" indication on the @"& A: It is a re!inder to p*sh the @A33' p*shb*tton to !an*ally shed the !ain galley ": It is a re!inder to get the flight attendants to s%itch off galley eB*ip!ent to decrease the load on the re!aining generator C: t is a reminder that the main galle% has been shed a"tomaticall% following the loss of one generator.
Q +1: 8hich busses $ill be po$ered after the -A, is e.tended and the 77- F79 begins producing po$er& &: B&TT $T b"s ses, 88 C, 8 8 C 8, 88 & C and 88 &C 8 . ": The FTATIC I/V'=T'= %o*ld po%er both <+T "ATT b*sses, 'FF DC and 'FF AC thro*gh the 'FF AC F<'D b*sses C: The "ATT'=I'F %o*ld po%er both <+T "ATT b*sses, 'FF DC and 'FF AC thro*gh the FTATIC I/V'=T'= D: 'FF DC, 'FF DC F<'D, 'FF AC and 'FF AC F<'D
Q +2: 7ngine K1 has ust been started and the AP4 is inoperati#e ,he 7=, P8- push button blue >9 light is illuminated 8hich of the statements belo$ is correct& A: '(ternal po%er is s*pplying all electrical needs ": 'ngine @en G1 is s*pplying AC b*s G1 and the do%nstrea! syste!s, and AC b*s G2 thro*gh the b*s tie contactors C: 6en J1 s"pplies &C b"s J1 and 3generall%4 the downstream s%stemsL #t power s"pplies &C b"s J2 .
Q +!: (n cruise %ou ha#e suddenl% a aster 8arning and caution comes on $ith 7;7C 77- C>9?(F and APP >??
The The The The
- 6( is not %et s"p pl%ing the s%ste m. =AT has failed o* %ill have to t*rn the batteries to +44 4A73T light is al%ays on %hen are in '3'C '5'= C+/4I@ =AT has failed, yo* have to try to reconnect both ID@s
Q +': 8hen are the 7ssential @hed buses po$ered b% the batter%& &: (ever. The p "rpose of the s hed b"ses is to red"ce the load on the batterie s. ": In case of do*ble generator fail*re C: After every ID@ connection
Q +*: ,he AC 7ssential bus is po$ered b% the batter% at speed abo#e *0 )t &: Tr"e. ": 4alse /ote 6 "elo% #0 kt the 'ssential b*s is a*to!atically shed and the C=Ts are lost-
Q ++: (n normal electrical configuration ho$ is "C 7@@ bus supplied: &: ": C: D:
7rom 4ro! 4ro! 4ro!
T- 1 vi a C B"s 1 and C Bat B"s 'FF T= T= 2 "at 2
Q +: 8hat happens in case of total loss of main generators& A: The =AT generator B: The -&T generator C: The =AT D: The =AT
is a*to!atically e(tended and po%ers the yello% syste! %hich drives the e!ergency
is a"tomaticall% e#tended and powers the bl"e s%stem which drives the emergenc% has to be !an*ally e(tended is e(tended and !echanically connected to the e!ergency generator
Q +: "C 3at 3us can be supplied b%: A: DC "*s 1 or batteries B: C B"s 1, C B"s 2 or batteries C: DC "*s 2 or batteries
D: DC "*s 1 only
Q +: 9ormal minimum batter% #oltage before AP4 start is: A: ": C: D:
/o !ini!*! 2J# Volts 2).) ;olts 22# Volts
Q 0: 8hen disconnecting the ("F the button should be pressed: A: ": C: :
4or no !ore than # seconds 7ntil the fa*lt light goes o*t 4or longer than seconds 7or no more than * seconds
Q 1: 8here can the batter% #oltage be chec)ed& A: ": C: :
+n +n +n $n
the the the the
'CA5 elec .age only elec overhead panel and 'CA5 ')D elec overhead panel only elec. overhead panel and C& elec. !age
Q 2: (n flight on batteries onl% the AC 7@@ @hed bus and "C 7@@ @hed bus are lost &: ": C: D:
es /o +nly AC 'FF Fhed "*s is lost +nly DC 'FF Fhed "*s is lost
Q !: ,he static in#erter $or)s: A: B: C: D:
Al%ays When aircraft speed is D )0 kt and on batteries onl%. )hen one !ain generator fails +nly %hen generator 2 fails
Q ': (f a ,- fails: &: ": C: D:
The The The The
other T- a"tomaticall% replaces the fa" lt% one and the 88 T- s"pplies the C ss B"s static inverter replaces the fa*lty T= DC "*s on the fa*lty side is lost '!ergency generator s*pplies DC po%er on the fa*lty side
Q *: (n flight in case of loss of all main generators emergenc% generator not running the "C 7@@ 3us is supplied b%: &: ": C: D:
ot 'FF
b"s 2 T= "*s and 'FF T= "*s 1
Q +: (f AC 3us 1 fails the AC 7@@ bus is supplied b%: A: '!er @en ": The =AT C: Ftatic Inverter
: &C B"s 2
7ngine VII of XVIII
Q 01: ,he ?ull Authorit% "igital 7ngine Control 5?A"7C6 controls $hich of the follo$ing functions: A: ": C: :
4*el !etering 'ngine li!its A*to!atic and !an*al starting &ll of the above.
Q 02: ,he ?A"7C is normall% po$ered b%:
A: The =AT B: ts own magnetic alternator C: The nor!al aircraft electrical syste!
Q 0!: "uring an automatic start seIuenceL selecting the 79F A@,7- s$itch to on: A: ": C: :
Closes the pack valves Initiates the start seB*ence Displays the 'CA5 engine page 7irst two statements are correct
Q 0': ,he ?A"7C has control during a manual engine start seIuence e.cept for: A: The high press*re f*el valve ": The start valve C: &n a"tomatic abort.
Q 0*: Continuous ignition is automaticall% pro#ided during the follo$ing: A: ": C: :
4le( or T+@A thr*st is selected on the gro*nd '/@ A/TI IC' s%itch is +/ 'ngine s*rge on stall occ*rs in flight &n% of the above.
Q 0+: ,he A/,H- is armed on the ground pro#ided at least one ?" is on b%: &: 8etting the throttles to T$ <6&. ": A*to!atically at engine start C: )ith engines r*nningE pressing the AT<= pb !an*ally
Q 0: (f a throttle is set bet$een t$o detentsL the ?A"7C selects the rating limit: A: Deter!ined by the throttle position B: Corresponding to the higher mode. C: Corresponding to the lo%er !ode
Q 0: 8hen the A/,H- s%stem is in use: A: The throttles !ove a*to!atically according to 4AD'C co!!ands B: The throttles can onl% be moved man"all%. C: The throttles %ill !ove %hen the AT<= pb is *sed
Q 0: A/,H- engagement is confirmed $hen A/,H-D is displa%ed in in the right column of the ?A A: @reen ": "l*e C: White
Q 10: (f an A/,H- disconnect s$itch is pushed and held for more than secondsL the A/,H- s%stem is disconnected for the remainder of the flightL including the A: ": C: D:
10 12 1) 1;
Feconds Feconds 8econds Feconds
6 6 + 6
Alpha Alpha &lpha Alpha
floor .rotection floor .rotection floor !rotection floor .rotection
Q 11: ,a)eoff can be performed using $hich po$er settings& A: ": C: :
Any !an*al setting 43'X and 5CT C3I5" and T+@A 75N<CT and T$<6&.
Q 12: 8hen is ,> (9H(3(, and ;"F (9H(3(, acti#e& A: ": C: D:
T+ T+ T$ T+
J#0 feet A@3, 3/D belo% 1#00 feet A@3 1000 feet A@3, 3/D belo% 1000 feet A@3 1)00 feet &65, 5( below )0 feet &65. 1#00 feet A@3, 3/D belo% 1000 feet A@3
Q 1!: Ho$ man% thrust le#er positions are there and ho$ are the% labeled& A: There are L thr*st levers positions: T+@A, 5CT, 43'X, C3, ID3' and ='V ID3' B: There are E thr"st levers positions: T$<6&, 75N<CT, C5, 5, -; 5 and -;.
C: There are $ thr*st levers positions: T+@A, 43X5CT, C3, ID3' D: There are # thr*st levers positions: T+@A, 43X5CT, C3, ID3' and ='V ID3'
Q 1':
es, by setting the thr*st levers to the C3I5" detent es, by setting the thr*st levers to the 43'X5CT detent es, b"t onl% "sing the T$<6& detent. /ot *ntil a 43'X te!perat*re is inserted
Q 1*: "uring an engine start seIuence the gra% bac)ground on 92 disappears at about *N 8hat does this indicate& A: B: C: D:
That That That That
the igniters are no longer being the start se9"ence has finished the start valve air press*re has there is a start fa*lt and a dry
po%ered and all engine parameters have stabili'ed. dropped crank is in progress
Q 1+: 8hat does the ?;7= represent in the ?;=/C, detent& &: This ": This C: This aro*nd D: This
is a re d"ced thr"st se tting "sed for t akeoff. is the !a(i!*! contin*o*s thr*st setting for single6engine operations is the thr*st setting that sho*ld be chosen in the case of a single6engine go6 is a derated thr*st according the gro*nd te!perat*re of the day
Q 1: Ho$ man% ?A"7CJs are installed in the aircraft& &: ": C: D:
Two, one per engine. +ne, %ith t%o 'ngine Control 7nits 'C7- T%o per engine T%o, one is the active 4AD'C and the other is a standby
Q 1: 8hat is reIuired for the ?A"7C to compute a reduced thrust setting& A: A 43'X te!perat*re !*st be entered on the I/IT page of the 5CD7 ": /othing, it is an a*to!atic f*nction of the 4AD'C C: & 75N temperat"re m"st be entered on the T&= $77 !-7 page of the C.
Q 1: 4sing manual thrust the thrust le#er position $ill determine the thrust setting for the engine &: Tr"e. The% w ill operate lik e conventional t hrottles. ": Tr*e, b*t care !*st be taken not to overspeed the engines C: 4alse, the ne(t higher detent %ill be the thr*st li!it
Q 20: 8hat is considered to be the acti#e range of the A/,H- s%stem& A: D*ring single engine operations fro! O*st above the ID3' stop to the 43X5CT detent ": D*ring t%o engine operations fro! O*st above the ID3' stop to the C3 detent C: Both are correct.
Q 21: (f the thrust le#ers are set in the idle detent is Alpha floor protection still a#ailable& &: es Thr"st l ever position i s disregarded. ": es, as long as RAT<=S appears in Col*!n five C: /o, beca*se the ID3' detent is o*t of the AT<= active range
Q 22: (s there an% mechanical lin)age bet$een the thrust le#ers and the engines& A: ": C: :
There is a fiber optic back*p There is a !echanical linkage in case the 'C7 fails /o, it is electrically po%ered and hydra*lically act*ated (o, it is totall% electrical.
Q 2!: 8hat is Alpha floor protection& &: t helps pre vent the aircra ft from stalling and protects agains t windshear enco "nters d"ring takeoff and approach. ": It is a f*nction of the flight control la%s to prevent the aircraft fro! stalling C: It helps prevent the aircraft fro! stalling by li!iting the angle of bank at lo% airspeeds
D: It helps prevent the aircraft fro! stalling by airspeeds
li!iting the angle of cli!b at high
Q 2': Alpha floor protection is a#ailable: &: ": C: D:
7rom 4ro! 4ro! 4ro!
lift lift lift lift
of f off off off
and and and and
down do%n do%n do%n
to to to to
1 00 feet radio al tit"de in the la nding config"ra tion. #0 feet radio altit*de in the landing config*ration #00 feet radio altit*de in the landing config*ration J#0 feet radio altit*de in the landing config*ration
Q 2*: Ho$ do %ou arm the A/,H- in flight& A: AT<= s%itch +/ %hen throttles are in the engage!ent !ode B: &
Q 2+: 8hat is the difference bet$een #ariable thrust and the speed mode& &: n the fi#ed thr"st mode, t hr"st is fi#ed a nd the elevator controls the sp eed. ": In the variable thr*st !ode, thr*st is fi(ed and speed is controlled by the elevator C: In the fi(ed thr*st !ode, thr*st is variable and speed is controlled by the elevator
Q 2: ,he left column first line of the ?A is used to indicate: A: B: C: D:
If AT<= is off, ar!ed, or active The mode of the &
Q 2: 8hat are the t$o basic modes of the A/,H- s%stem& A: ": C: D:
Thr*st and 5ach Thr*st and speed ;ariable thr"st and fi#ed speed. 5ach and speed
Q 2: (s an% thrust le#er action reIuired if an engine failed at rotation $hile using ?;7= ta)eoff po$er& &: es. ": /o
Q !0: Can the engines be o#erboosted in the ,>FA position& A: es, if the a*tothr*st f*nction is not active B: (o, beca"se the C provides engine protection limit b% monitoring (1, (2, and f"el flow adQ"stments. C: /o, beca*se the 'I7 is responsible for !onitoring /1 and /2
Q !1: Ho$ can A/,H- be A-7" automaticall%& A: )henever a takeoff or go6aro*nd is initiated %ith at least one flight director +/ ": )hen Alpha floor protection is activated C: Both are correct.
Q !2: "uring a manual start ho$ is the start #al#e opened& A: It is a*to!atic once the '/@ 5AFT'= is placed to the +/ position ": "y depressing the '/@ 5A/ FTA=T p*shb*ttons on the overhead panel C: B% depressing the (6 &( 8T&-T p"shb"ttonKs on the overhead panel while the (6 $ selector is o"t of the ($- position.
Q !!: 8hen does oil Iuantit% indication begin to pulse& &: ecreasing b elow ) 9ts. ": D*ring engine start C: +il B*antity detector or press*re fa*lt
Q !': "oes the ?A"7C pro#ide 7F, limit protection constantl%& A: es, in all phases of flight B: (o, 6T limit protection is onl% available d"ring gro"nd a"to starts. C: /o, '@T li!it protection is only available d*ring gro*nd a*to starts and single6engine operations
Q !*: Auto ,hrust @%stem: 8hen are the throttles in the engagement range&
A: "oth throttles are above idle b*t not above the C3" detent %hen both engines are r*nning ": A single throttle of an operating engine is above idle b*t not above the 5CT detent %hen one engine is r*nning C: &ll of the above.
Q !+: ,he idle setting on the aircraft is capable of modulating due to certain conditions "uring descent $hat might cause the (";7 91 setting to increase& A: The slats are e(tended ": 4or a higher than nor!al bleed air de!and or %ar!er than nor!al engine oil te!p in flight C: Both are correct.
Q !: Verification that Autothrust 5A/,H-6 is acti#e can be made b%: A: )atching the a*to!atic !ove!ent of the thr*st levers ": +nly %hen the thr*st levers are set at T+@A C: $nl% b% looking at col"mn five of the 7&.
Q !: 8hen Alpha floor is acti#ated $hat po$er setting is automaticall% commanded and $hat ?A annunciation $ould appear in Column one& &: ": C: D:
T$6& < &. 75 $$- C3" C3" 5CT T<= 3? T<= 3?
Q !: Holding the instincti#e disconnect push buttonJs for more than fifteen seconds $ill: A: Disengage the flight ": Disengage the flight C: Disengage : isengage
the AT<= incl*ding Alpha 4loor- *ntil belo% 1000 feet A@3 for the re!ainder of the AT<= incl*ding Alpha 4loor- *ntil belo% #00 feet A@3 for the re!ainder of the AT<= e(cl*ding Alpha 4loor- for the re!ainder of the flight the &
Q !: "uring the automatic start seIuence of 79F 2 %ou notice that onl% igniter 3 is po$ered (s it normal& A:
Q '0: As far as ?A annunciations are concerned $hat $ould indicate that the A/,H- s%stem is acti#e& A: RF.''DS appears in green in col*!n one, line one B: O&
Q '1: (f a thrust le#er is set bet$een t$o detents the ?A"7C selects the rating limit corresponding to the higher limit &: Tr"e. This l imit is displa% ed on the "pper C&. ": 4alse 4or safety reasons, it al%ays selects the rating li!it corresponding to the lo%er li!it
Q '2: 8hat $ould happen during the ta)eoff roll if the thrust le#ers $ere set to the ?;=/C, detent $ithout ?;7= temperature being entered& A: /othing, the thr*st setting %o*ld be at 43'X since 4AD'C a*to!atically calc*lates a red*ced thr*st setting ": The thr*st setting %o*ld be 5CT and there %o*ld be no corresponding %arnings C: & 5;5 TW$ warning wo"ld so"nd along with the appearance of an C& message.
Q '!: 8hat abnormals $ould cause the ?A"7C to automaticall% abort a start& &: ": C: D:
& hot start, an overtemp, a stalled start o r no lightoff. An engine overspeed A hot start, a stalled start, an overte!p or A.7 *nderspeed A hot start, an overte!p or an engine overspeed
Q '': "uring an inEflight start or a manual start $ill the ?A"7C auto abort for an abnormal& A: es It %ill for an in6flight start b*t not ": es C: (o.
for a !an*al start-
Q '*: ?or re#erser actuation the left engine uses h%draulic s%stem pressure and the right engine uses h%draulic s%stem pressure &: ": C: D:
6reen + ell ow. ello% 6 "l*e ello% 6 @reen "l*e 6 @reen
Q '+: 8hile fl%ing the airplane $ith A/,H- acti#e the speed )nob is pulled and turned to a selected speed that happens to be slo$er than Alpha prot 8hat speed $ill the airplane slo$ to& &: ": C: D:
;ls. @reen Dot 9 # kts @reen dot @reen dot 9 10 kts
Q ': 8here is the thrust reduction altitude found and is the number al$a%s the same& A: B: C: D:
Col*!n fo*r, ro% three of the 45A It %ill al%ays be 1#00 ft A@3 T&= $77 !-7 page of the C 3it can be modified4. .=+@ page of the 5CD7 It can be !odified in order to !eet constraints TA?' +44 .'=4 page of the 5CD7 It cannot be !odified
Q ': "uring a manual start $hat function does the ?A"7C perform& &: !assive moni toring of the s tart se9"ence, t o close the star t valve and c"t off the ignition on the gro"nd. ": To control the start seB*ence and take corrective action in case of a fail*re or !alf*nction C: The 4AD'C does not perfor! any f*nction d*ring a !an*al start and all actions have to be carried o*t by the pilots
Q ': "uring normal operation in $hat detent are the thrust le#ers positioned once the thrust reduction altitude has been reached& &: ": C: D:
C5 5CT 43X C=>
Q *0: After ta)e off the A/,H- $ill not become acti#e until: &: ": C: D:
The The The The
thr"st l evers are place d in the C5B p osition. thr*st levers are !oved o*t of the T+@A or 43'X5CT detents a*topilot is engaged AT<= p*shb*tton is !an*ally selected +/
Q *1: Continuous ignition is pro#ided automaticall% $hen: A: '/@ A/TI IC' is selected +/ andor engine fla!eo*t is detected in flight ": '/@ A/TI IC' is selected +/ C: (6 &(T C is selected $( and
Q *2: (s it possible to disconnect Alpha floor& A: /o, Alpha floor protection is al%ays available ": es, by placing the thr*st levers to ID3' C: es, b% depressing the a"tothrottle p"sh b"tton on the 7C.
Q *!: ,he ?A"7C $ill automaticall% abort an abnormal start thereb% pro#iding engine limit protection but $ill the ?A"7C also automaticall% dr% cran) the engine& A: /o, that is %hy there is a C=A/? selection on the '/@ 5+D' selector ": es, even if the cre% interr*pts the start by placing the '/@ 5AFT'= s%itch to +44 C: es, as long as the (6 &8T- switch remains in the $( position.
Q *': 8hat $ould happen in flight if the ?A"7CJs alternator failed& A: ": C: D:
A*to!atic control of the engine %o*ld be lost The standby channel of the 'C7 %o*ld take over The 7&C wo"ld now be powered "sing shipKs power. The 4AD'C %o*ld no% be po%ered *sing ships battery po%er
Q **: 9& A: ": C: D:
The The The The
f*el f*el f"el f*el
*sed flo% "sed *sed
is is is is
reset, f*el flo% is indicated and I@/ITI+/ reset, an igniter is po%ered and f*el *sed reset, both igniters are powered and f"el reset, both igniters are po%ered and /2 is
!essage on the ')D is indicated flow is indicated. increasing
Q *+: 7ach ?A"7C is a dual channel 5AM36 computer pro#iding full engine management &: Tr"e. ": 4alse
Q *: (n addition to $hen the engine is operating $hen else $ill the ?A"7C be po$ered& A: )hen the 4AD'C @/D .)= pb on the !aintenance panel is depressed, or the '/@ 5AFT'= s%itch is placed to +/ ": )hen the 4AD'C control s%itch is placed to the I@/FTA=T position C: 7or five min"tes after electrical power is applied to the aircraft, when the 7&C 6( !W- pb on the maint enance panel is depressed, or w hen the (6 $ control switch is placed to 6(<8T&-T position. D: As long as electrical po%er is established on the aircraft, the 4AD'C is po%ered
Q *: "uring an automatic start the ?A"7C controls: A: ": C: :
The The The The
start valves, igniters and f*el flo% start valves, igniters, <. and 3. f*el valves igniters and f*el flo% start valves, igniters, ! and 5! f"el valves,
and f"el flow.
Q *: Ho$ is manual arming of the A/,H- s%stem accomplished& &: B% pressing the &
Q +0:
)henever )henever )henever Whenever
the thr*st levers are !oved o*t of the C3I5" position there is a po%er change in !an*al thr*st there is a po%er change %ith the a*topilot engaged there is power change with a"to thr"st engaged.
Q +1: A fe$ seconds after selecting re#erse the amber -7V indication changes to green 8hat does this mean& A: B: C: D:
The The The The
reversers have been re6sto%ed reversers are now f"ll% deplo%ed. reverse thr*st selection has been ackno%ledged reversers are *nlocked
Q +2: "uring engine start the amber ?A4;, light on the 79F A@,7- panel illuminates ,his indicates: &: & fail"re in the a"tomatic start se9"ence. ": A fail*re of the '/@ 5+D' F'3'CT+= C: A fail*re in the engine fire e(ting*ishing syste!
Q +!: 8hich steps of a manual start are being ta)en care of b% the ?A"7C& &: ": C: D:
8tarter Ftarter Ftarter Ftarter
valv e valve valve valve
clos"re and i gnition c"t off. opening and ignition start clos*re and ignition start opening and ignition c*t off
Q +': Can AlphaEfloor be disengaged $hile in Alpha Protection& &: es, b% man" all% disengagin g the a"to throt tles. ": /o, the syste! is designed to avoid s*ch a disengage!ent C: es, by red*cing at idle one of the throttles for !ore than # seconds-
7Iuipment VIII of XVIII
Q 01:
There is resid*al press*re in the cabin The ra!p is not correctly positioned The slide is still armed. Fo!ebody is trying to open the door fro! o*tside
Q 02: 8hich situation $ill automaticall% illuminate the escape path lighting& &: ": C: D:
The The The The
loss loss loss loss
of of of of
power po%er po%er po%er
to the C 88 8 b"s an d The loss of po wer to the &C b "s J1 to the AC 'FF F<'D b*s and The loss of po%er to the AC b*s G1 to the AC 'FF F<'D and the loss of po%er to the DC 'FF F<'D to the AC 'FF F<'D
Q 0!: 8hen the door arming le#er is in the A-7" $ill:
position opening the door from the outside
A: A*to!atically deploy and inflate the evac*ation slide B: isarm the door. C: The po%er assist %ill rapidly open the door
Q 0': 8ith the 77- 7=(, ;, selector in the A- position if AC bus K1 is unpo$ered: A: The escape path !arkings %ill a*to!atically ill*!inate B: The emergenc% lights and e#it signs will ill"minate a"tomaticall%. C: "oth are correct
Q 0*: >pening an emergenc% o#er$ing e.it $ill: A: Inflate the slide at the leading edge of the %ing B: &"tomaticall% inflate the do"ble lane slide off the trailing edge of the wing. C: +nly ar! the over%ing slide
Q 0+: Although no busses are unpo$ered illumination of emergenc% e.it lights in the cabin is desired 8hich of the follo$ing ans$ers are correct& A: The e!ergency lights, e(it signs and the floor paths !arkings %ill ill*!inate if the g*arded '5'= 'XIT 3T pb on the flight attendant CIDF panel is selected +/ ": The e!ergency lights, e(it signs and the escape path !arkings %ill ill*!inate if the cockpit '5'= 'XIT 3T s%itch is +/ C: Both are correct.
Q 0: ,he P37 pro#ides a breathable atmosphere for appro.imatel% minutes A: B: C: D:
10 1) 1L 1;
Q 0: 8hat are the indications that the P37 o.%gen suppl% has depleted& &: The hood col lapses to the p oint that it to" ches %o"r face or b% a flashing red light in addition to the flashing green light. ": The so*nd of the o(ygen flo% stops and flashing red and green lights appear C: /o 02 s*pply indications, lights only indicate ti!e D: All of the above
Q 0: Ho$ is cre$ o.%gen pro#ided& &: 7rom a singl e bottle.
": There is one bottle per cre% !e!ber e(cept for O*!pseaters C: +(ygen generator D: +ne o(ygen bottle %ith an o(ygen generator
Q 10: 8hat coc)pit lighting is a#ailable during an 7mergenc% 7lectrical Configuration 577C6& A: All lights are f*lly f*nctional ": Do!e lights, !ain panel flood lights, and the standby co!pass light C: Do!e light right side only-, !ain panel flood vlights, and the standby co!pass light : ome light3right side onl%4, main panel flood lights 3left two col"mns onl%4, and the standb% compass light.
Q 11: >n the coc)pit o#erhead panel there is a three position 77-F79C< 7=(, ;, s$itch 8hat lights are associated $ith this s$itch& &: #it ": '(it C: '(it co!pass D: '(it
signs, emergenc% light s, and floor pat h lights. signs, e!ergency lights, !ain panel flood lights, and floor path lights signs, e!ergency lights, do!e lights, !ain panel flood lights, and the standby light signs, and the standby co!pass light
Q 12: 8hat is Cre$ >.%gen minimum pressure $here can it be read& A: ": C: :
;#0 .FI, 'CA5 D++=+X page 8#0 .FI, ga*ge on the bottle 1000 .FI, ga*ge on the bottle 1*00 !8, C& $$-<$N page.
Q 1!: ,here is no other $a% of deplo%ing the o#er$ing escape slide if it fails to deplo% automaticall% on opening the emergenc% e.it A: Tr*e B: 7alse. /ote 6 If it fails to deploy a*to!atically the over%ing escape slide can be deployed *sing the red !an*al inflation handle in the over%ing e(it-
Q 1': 8hat does H>-9 @H4,>?? on the 7VAC panel do& A: ": C: :
Cancels the 'VAC alert Filences 'VAC signals thro*gho*t the cabin Filences
and cockpit
Q 1*: ,he HA;>9 fire e.tinguisher should be used on A: ": C: D:
'lectrical 'lectrical lectrical 'lectrical
$hat t%pe fires&
fires only and b*rning !etals and flammable li9"id fires. and ordinary co!b*stibles
Q 1+: 8ith the 77- 7=(, ;, selector in the A- position if "C shed bus K1 is unpo$ered: &: The escape p ath markings wi ll a"tomaticall% ill"minate. ": The e!ergency lights and e(it signs %ill ill*!inate a*to!atically C: "oth are correct
Q 1: >nce acti#ated ho$ can %ou cancel the 7VAC alert from the coc)pit& A: +44 s%itch ": +nly able to deactivate fro! cabin G1 4light attendant- C: C+55A/D s%itch D: <+=/ F<7T +44
?ire Protection IX of XVIII
Q 01: ,he a#ionics compartment is the onl% area $here there is no fire e.tinguishing s%stem installed &: Tr"e.
": 4alse
Q 02: 7ngine fire loops are installed in the: A: ": C: :
.ylon nacelle Core 4an &ll the above
Q 0!: (f a brea) in both engine fire loops occurs $ithin seconds of each other a $ill occur A: ": C: :
; sec a 4I=' %arning J sec a 4I=' D'T 4A73T !essage on 'CA5 10 sec a 4I=' D'T 4A73T !essage on 'CA5 ) sec.< a 7- warning
Q 0': ,he aircraft has dual fire detector loops to ensure that a fault in one fire loop $ill not affect fire detection capabilities &: Tr"e ": 4alse
Q 0*: (f there is an AP4 fire in flight the AP4: A: )ill a*to!atically sh*t do%n and the fire bottle %ill discharge B: "st be sh"t down man"all% and the agent man"all% discharged. C: 5*st be sh*t do%n !an*ally b*t the fire bottle %ill discharge a*to!atically
Q 0+: ?ire protection for the cargo compartments includes: A: T%o fire bottlesE one for each co!part!ent ": +ne single shot fire e(ting*isher for the aft co!part!ent only C: $ne single shot fire e#ting"isher agents which can be discharged to either compartment.
Q 0: ,he engine e.tinguishing agent s$itch is armed $hen: A: The DIFC< light is on ": The engine fire s%itch ill*!inates C: The engine fire switch is released o"t.
Q 0: ,he AP4 test s$itch on the AP4 Auto 7.ting panel $hen pushed $ill: &: ": C: D:
Test &! fir e warning. Test a*to e(ting*ishing Test a*to sh*tdo%n circ*it and sh*t do%n an operating A.7 All the above
Q 0: 8hen the AP4 ?(-7 @8(,CH is released out: A: The 4ire bottle is discharged ": The 4*el <. valve is closed C: The &! bleed and crossbleed valves are closed.
Q 10: "(@CH light on either the engine or AP4 fire agent s$itches indicates: A: The A.7 or engine 4I=' s%itch has been p*shed B: The e#ting"isher bottle has been discharged. C: A fa*lt has occ*rred in the respective fire bottle
Q 11: ,he F79 1 ;(97 smo)e light indicates: A: A fire ca*sed by n*!ber 1 generator B: 8moke in the avionics ventilation s%stem. C: F!oke in the cargo ventilation syste!
Q 12: Can the AP4 ?(-7 test be performed using batter% po$er onl%&O &: es. ": /o /ote 6 The A.7 and engine 4I=' test can be perfor!ed %ith battery po%er only-
Q 1!: 8hen the aircraft is on the ground and the AP4 is started on batter% po$er onl% is fire protection a#ailable& &: es, the &! will initiate an a"to sh"tdown and discharge t he e#ting"ishin g agent.
": /o, b*t the A.7 %ill initiate an a*to sh*tdo%n C: /o, a*to!atic fire protection is only available if AC po%er is available
Q 1': Ho$ man% fire e.tinguishing bottles are a#ailable for fighting an AP4 fire& &: ": C: D:
$ne. T%o +ne cylinder shared %ith the aft cargo co!part!ent T%o cylinders shared %ith the aft cargo co!part!ent
Q 1*: AP4 fire detection is accomplished b%: A: B: C: D:
A t%o channel FDC7 located in the A.7 co!part!ent Two parallel fire detection loops. +ne fire detection loop A three channel FDC7 located in the A.7 co!part!ent
Q 1+: 7ngine heat sensing are located in p%lon nacelle engine core and fan section &: Tr"e. ": 4alse
Q 1: After an AP4 fire has been detected ho$ long $ill the chime continue to sound& A: 7ntil the cre% p*shes the red 5AFT'= )A=/ p*sh b*tton ": 7ntil the cre% p*shes and releases the g*arded red A.7 4I=' p*sh b*tton C: Both are correct.
Q 1: @,A,4@ page: (9>P @<@ indicates 79F1 ;>>P 3D A: +ne fire detection loop has failed 4ire detection for both engines is not available B: $ne detection loop for engine 1 has failed. 7ire detection for both engines is still available. C: +ne fire detection loop of engine 1 has failed 4ire detection for engine 1 is inoperative D: "oth fire detection loops of engine 1 have failed 4ire detection for engine 1 is inoperative
Q 1: 8hich of the follo$ing ha#e automatic fire e.tinguishing s%stems& &: ": C: D:
&!, A.7, A.7, A.7,
and lav ator% waste bin s. lavatory %aste bins and avionics bay aft cargo, for%ard cargo, lavatory %aste bins and avionics bay for%ard and aft cargo, lavatory and %aste bins
Q 20: ,he aft cargo compartment smo)e detection s%stem consists of: A: A d*al loop s!oke detector B: 7o"r smoke detectors and a two channel smoke detection control "nit. C: +ne s!oke detector, one s!oke detection control *nit and t%o a*to!atically discharging fire e(ting*ishers D: Three s!oke detectors, one s!oke detection control *nit and t%o a*to!atically discharging fire e(ting*ishers
Q 21: (f an engine fire is detected $hen $ill the pedestal mounted red ?(-7 annunciator light e.tinguish& A: )hen the cre% p*shes the red 5AFT'= )A=/ p*sh b*tton B: $nl% after the fire warning no longer e#ists. C: +nly after the cre% selects the adOacent '/@ 5AFT'= s%itch to off
Q 22: Ho$ long $ill the red AP4 ?(-7 pb on the o#erhead be illuminated& A: 7ntil the cre% p*shes and releases the g*arded red A.7 4I=' p*sh b*tton B: 7or as long as the fire warning is present. C: 7ntil the cre% p*shes the red 5AFT'= )A=/ p*sh b*tton
Q 2!: 8ith reference to cargo compartment fire e.tinguishing $hich statement is true& A: There are t%o fire bottles, one for the 4)D co!part!ent and one for the A4T ": There is only one fire bottle, pressing either DIFC< p*shb*tton discharges it into both co!part!ents C: There is onl% one fire bottle, when it is discharged both amber 8C lights come on.
D: There are t%o fire bottles, %hen the DIFC< p*shb*tton is pressed, they are both discharged into the appropriate co!part!ent P/ote 6The fire bottle can only be *sed once on either the 4)D or A4T co!part!ent
Q 2': @hould %ou lose both loops or ?"4 fire detection is no longer a#ailable for the respecti#e engine or the AP4 &: Tr"e ": 4alse
Q 2*: 8hat is indicated b% a missing red AP4 thermal plug during an e.terior preflight& A: is B: C:
This is nor!al indication, the red A.7 ther!al pl*g only appears if the A.7 halon cylinder lo% &n &! fire agent thermal discharge has occ"rred. An e(ternal fire discharge has been activated
Q 2+: (f an engine fire is detected $hen $ill the guarded red 79F ?(-7 push button light e.tinguish& &: $nl% after t he fire ": )hen the cre% p*shes C: )hen the cre% p*shes D: )hen the cre% p*shes 4I=' p*shb*tton
warning no longer e#ist s. and releases the g*arded red '/@I/' 4I=' p*shb*tton the red 5AFT'= )A=/ p*shb*tton the red 5AFT'= )A=/ p*shb*tton and then releases the g*arded '/@I/'
Q 2: (n the e#ent a la#ator% smo)e detector detects smo)e: A: )arnings %ill be generated only in the cockpit ": )arnings %ill be generated only on the flight deck C: warnings will be generated in the cockpit and in the cabin.
Q 2: Are there an% $arnings to alert ground personnel $hen there is a fire in the AP4 compartment& A: es, b*t only if previo*sly selected to a*to!atic by the gro*nd personnel ": /o, A.7 fire indications are only present in the cockpit C: es, the e#ternal fire warning horn will so"nd and the &! red fire light will ill"minate.
Q 2: 8hat s%stems are affected $hen the guarded red 79F(97 ?(-7 push button is pushed and released& A: The 5aster )arning and the chi!e %ill be canceled and the A@'/T pbs %ill be ar!ed ": All fl*ids, pne*!atics and electrics relating to that engine are sh*t off C: Both are correct.
Q !0: ,he a#ionics smo)e detection s%stem consists of the follo$ing: A: B: C: D:
A & A A
s!oke smoke s!oke s!oke
detector, detector, detector, detector,
s!oke detection control *nit and one halon cylinder and smoke detection control "nit. heat detector, s!oke detection control *nit and one halon cylinder s!oke detection control *nit and t%o halon cylinders
Q !1: 8ill an AP4 fire test shut do$n the AP4& A: B7 light indicates: A: ": C: D:
A fire has been detected in the avionics co!part!ent A satisfactory test of the avionics co!part!ent s!oke detection control *nit 8moke has been detected in the avionics compartment ventilation d"ct. A fire has been detected in the electronics co!part!ent
Q !!: (n the e#ent an aft cargo compartment smo)e detector detects smo)e: A: '(ting*ishing is a*to!atic ": '(ting*ishing is a*to!atic only %hile on the gro*nd C: The crew m"st depress the appropriate 8C switch.
Q !': Ho$ man% halon fire e.tinguishing c%linders are there per engine& &: ach engine has two fire e# ting"ishers.
": 'ach engine has its o%n dedicated fire e(ting*isher and has the capability to share the other engines cylinder C: 'ach engine has its o%n dedicated fire e(ting*isher and has the capability to share one centrally located halon cylinder D: 'ach engine has one fire e(ting*isher
Q !*: ,he AP4 pro#ides for automatic fire e.tinguishing: &: $n the gro"n d onl%. ": +n the gro*nd and in flight C: +nly %hen selected to a*to!atic by gro*nd personnel
Q !+:
Q !: After depressing the CA-F> @>B7 ,7@, push button once a satisfactor% test of the aft cargo compartment smo)e detector consist of: &: ": C: D:
Two complete c%cles with as sociated warning s. /ot needed as this syste! self6tests d*ring the first engine start +ne co!plete cycle %ith associated %arnings Three co!plete cycles %ith associated %arnings
Q !: (n conunction $ith illumination of the F79 1 ;(97 @>B7 light and A@,7- CA4, light: &: The B5$W- a nd NT-&CT p"sh b"tton 7&5T li ghts will be ill "minated. ": +nly the "3+)'= 4A73T light %ill be ill*!inated C: +nly the 'XT=ACT 4A73T light %ill be ill*!inated
Q !: (f %ou perform the AP4 ?(-7 ,7@, $ith onl% "C po$er a#ailable %ou get the A@,7- 8A-9 on the 7CA A: Tr*e B: 7alse.
Q '0: (n the e#ent an aft cargo compartment smo)e detector detects smo)e: A: ": C: D:
+nly an 'CA5 !essage %ill be generated +nly a 5AFT'= )A=/ and a C=C %ill be generated & &8T- W&-(, C-C and an C& message will be generated. A C=C and an 'CA5 !essage %ill be generated
Q '1: Ho$ does the AP4 fire test on batter% po$er differ from the AP4 fire test $ith all busses po$ered& A: There is no difference B: While on batter% power, onl% the red &! 7- and &6(T<8C p"sh b"tton C: It is not possible to test the A.7 fire protection %hile on battery po%er
will ill"minate.
Q '2: "uring the $al)Earound %ou ha#e to chec) that the AP4 ?ire e.tinguisher o#erpressure indication 5green disc6 is in place ,his is an indication that the fire bottle has not been discharged A: Tr*e B: 7alse. P/ote 6The disc is red There is no s*ch indication for the engine fire bottles
Q '!: ,he A?, @>B7 light closes the aft cargo inlet and outlet isolation #al#es and shuts off the aft cargo e.traction fan A: ,rue 3: ?alse Q '': 7ach la#ator% is eIuipped $ith: A: T%o s!oke detectors and one s!oke detection control *nit ": +ne s!oke detector and one s!oke detection control *nit C: $ne smoke detector, and for lavator% waste bins, an a"tomaticall% discharging fire e#ting"isher.
D: T%o s!oke detectors and t%o a*to!atically discharging fire e(ting*ishers
Q '*: 7ach engine nacelle and p%lon area is eIuipped $ith: &: ": C: D:
Two fire det ection loops. A single fire detection loop T%o s!oke detectors and t%o fire detection loops A single fire detection loop and a single s!oke detector
Q '+: (n addition to the C-C and red A@,7- 8A-9 light a good engine fire test $ill displa% $hich of the follo$ing 5AC po$er a#ailable6& A: The C=C and red 5AFT'= )A=/ light indicate a positive engine fire test ": 3o%er 'CA5 engine page, pedestal !o*nted red 4I=' ann*nciator, red '/@ 4I=' p*sh b*tton and the A@'/T FM7I"DIFC lights ill*!inate C:
Q ': (f an AP4 fire is detected on the ground the AP4 shuts do$n automaticall% and the agent is discharged after the $arning is acti#ated A: I!!ediately ": 1 second C: * seconds. D: L seconds
?light Controls X of XVIII
Q 01: ,he flight control surfaces are controlled and actuated &: lectricall% < h%dra"licall % ": 5echanically hydra*lically C: 'lectrically electrically
Q 02: 8hat computer normall% commands the operation of the ele#ators and horizontal stabilizer& A: F'C 1 ": 4AC 1 C: 5&C 2
Q 0!: @idestic)s pro#ide electrical signals to the flight control computersL if both sidestic)s are operated: A: The inp*ts cancel each other B: Both inp"ts are algebraicall% added. C: The 4+ inp*t is overridden by the CA. inp*t
Q 0': -oll control is achie#ed b%: A: ": C: D:
Ailerons Ailerons and r*dder $ne aileron and fo"r spoilers on each wing. Ailerons, r*dder and spoilers
Q 0*: 8hen the flaps are e.tended the ailerons: A: @o to the centering !ode ": .itch *p # degrees C: roop ) degrees.
Q 0+: (f electrical po$er to a @7C fails: &: The affected spoilers a"tom aticall% retract . ": All spoilers a*to!atically retract C: The affected spoilers re!ains in the last co!!anded position
Q 0: (f angle of attac) protection is acti#e or flaps are in the configuration ?ull: &: 8peed brake e#tension is in hibited. ": Aileron travel is red*ced
C: Fpeed brake e(tension travel is red*ced
Q 0: @hould the acti#e ele#ator actuator fail ele#ator control is: A: 3ost B: aintained b% the other act"ator. C: =ed*ced
Q 0: ,$o control surfaces that ha#e mechanical bac)up are: A: 'levator and r*dder ":
Q 10: Horizontal stabilizer trim automaticall% resets to zero degrees after landing &: Tr"e ": 4alse
Q 11: @hould both ?ACs fail ma.imum rudder deflection can be obtained after the are e.tended A: 4laps B: 8lats C: @ear
Q 12: Automatic rudder trim is pro#ided at the rate of $hile the manual rudder trim rate is up to a ma.imum of A: B: C: D:
# ) ; ;
degsec deg
6 + 6 6
2 1 2 #
degsec 6 20 degs deg
Q 1!: ?our h%draulicall%Eoperated $ing tip bra)es are installed to loc) the flaps or slats in case of: A: ": C: D:
Asy!!etry and overspeed only Asy!!etry, overspeed and slo% !ove!ent &s%mmetr%, overspeed, s%mmetrical r"nawa% and "ncommanded movement All of the above
Q 1': 8hile on the ground in -oll 9ormal ;a$ there is a direct relationship bet$een sidestic) deflection and the corresponding aileron and spoiler deflection &: Tr"e ": 4alse
Q 1*: (n Pitch 9ormal ;a$ ?light odeL pitch trim is: A: 5an*al %itho*t the a*topilot engaged ": A*to!atic as long as the a*topilot is engaged C: &"tomatic with or witho"t the a"topilot engaged.
Q 1+: Automatic pitch trim is inhibited $hen: A: ": C: :
=adio altit*de is belo% #0 feet 100 feet %ith a*topilot co*pled- "ank angle is greater than degrees 3oad factor is less than 1@ 7irst two statements are correct
Q 1: (n pitch normal la$ the ele#ator control changes from the normal mode to a protection mode $hen the angle of attac) is greater than: A: Alpha 5a( B:&lpha !rot C: Alpha 4loor
Q 1: ,>FA thrust is pro#ided regardless of throttle position $hen engages the autothrottle s%stem A: Alpha 5a( ": Alpha .rot C: &lpha 7loor
Q 1: -oll control in 9>-A; ;A8 is achie#ed $ith: A: Ailerons and spoilers ": Ailerons, spoilers and r*dder C: &ilerons, spoilers 2+) and r"dder.
Q 20: ,he purpose of the ;oad Alle#iation ?unction is to: A: ": C: :
=elieve %ing str*ct*re loads by !oving the ailerons =elieve %ing str*ct*re loads by e(tending spoilers $ and #
Q 21: 8ith the aircraft in Pitch Alternate ;a$ roll is in ;a$ &: irect ": /or!al C: Alternate
Q 22: 8hen the landing gear is e.tended pitch alternate la$: A: =e!ains the sa!e B: egrades to pitch direct law. C: Degrades to pitch back*p la%
Q 2!: (n Pitch Alternate ;a$L the lo$ @peed stabilit% 5nose do$n command6 can be o#erridden b% the sidestic) &: Tr"e ": 4alse
Q 2': (n the e#ent of a complete loss of electrical flight control signals the airplane re#erts to a mode &: ": C: D:
echanical Alternate 3a% Alternate la% Abnor!al Attit*de la%
Q 2*: ,o select speed bra)es inflight: A: .*sh do%n on the speed brake handle and !ove it for%ard B: !"sh down on the speed brake handle and move it aft. C: .*ll *p on the speed brake handle and !ove it aft
Q 2+: 8hich of the follo$ing statements is correct concerning the spoiler ele#ator computers 5@7CJs6& A: T%o co!p*ters %hich achieve spoiler control and standby elevator and T
Q 2: ,he autopilot $ill disconnect if the side stic) ta)eo#er push button is depressed &: Tr"e. ": 4alse
Q 2: 8hich of the follo$ing statements are correct concerning the side stic) ta)eo#er push button& A: The last ": If the a %ill retain C: Both are
pilot to depress the p*sh b*tton has priority takeover p*sh b*tton is depressed for !ore than $0 seconds, the onside syste! priority after the p*sh b*tton is released correct.
Q 2: Are there an% control surfaces $ith a mechanical bac)up& A: ": C: D:
es, the ailerons es, the spoilers es, the T8 and the r"dder. /o, there arent any control s*rfaces %ith !echanical back*p
Q !0: 8hat control surfaces do the ?ACs control& A: The elevators ": The spoilers
C: The r"dder. D: All of the above
Q !1: 8hich of the follo$ing $ill automaticall% reset after landing& &: T8. ": =*dder tri! C: "oth are correct
Q !2: 8hat happens in the e#ent of an single 7;AC failure& A: ": C: :
'3AC f*nctions are transferred the F'Cs '3AC f*nctions are transferred to 4ACs F'C f*nctions are transferred the '3ACs The f"nctions of the failed 5&C will be ass"med b% the remaining 5&C.
Q !!: ,he alpha speed loc) function: A: )ill inhibit flap retraction d*ring an inadvertent !ove!ent of the flap selector at high A+A or lo% speeds B: Will inhibit slat retraction d"ring an inadvertent movement of the flap selector at high &$& or low spee ds. C: A*to!atically raises the flaps if retraction has not been acco!plished by 210kts
Q !': (n normal la$ if one stic) is rapidl% pulled full% bac) can the aircraftJs ma.imum allo$able FD load be e.ceeded& A: ": C: :
&es =apid side stick deflection !*st never be !ade es, *ntil !a(i!*! pitch attit*de is reached /o At 5a(i!*! R@S load, the side sticks are de6activated for # seconds (o. The load factor limitation overrides side stick commands to avoid e#cessive O6P loads.
Q !*: 8hich controls are used for the mechanical bac)up& A: B: C: D:
Ailerons and r*dder T8 and r"dder. 'levators and airlerons T
Q !+: echanicall% bac)edEup control surfaces: &: -e9"ire h%dr a"lic power for act"ation. ": Are !echanically connected to the cockpit controls C: "oth are correct
Q !: @election of flaps one prior to ta)eoff $ill select $hich of the follo$ing& &: ": C: D:
8lats Flats Flats Flats
1 0 1 1
and and and and
flaps 1 31H74. flaps 1 094- flaps 0 1- flaps # 1-
Q !: 8hich of the follo$ing statements best describes the ;oad Alle#iation function5;A?6& A: B: CE D:
Q !: 8hen ground spoilers deplo% automaticall%: &: ": C: D:
&ll ten spoi ler panels f"ll % deplo%. 4o*r spoiler panels on each %ing deploy All ten spoiler panels deploy half %ay Fi( spoiler panels on each %ing deploy
Q '0: ,he ?ACJs primaril% control $hich control surface& A: B: C: D:
'levator -"dder. Aileron 'levator and aileron
Q '1: 8hich altitude limitation is associated $ith high lift de#ices&
&: ": C: D:
a# 5a( 5a( 5a(
altit"de altit*de altit*de altit*de
for for for for
e#tension is 20, 000 ft. e(tension is 22, 000 ft e(tension is 2#, 000 ft e(tension is 2J, 000 ft
Q '2: ,he message 8(9F ,(P 3-B >9 appears on the 7/8" 8hat does it mean& &: & h%dra"lic device locks th e flaps in their present positio n. ": To red*ce str*ct*ral stress, the slats !ove!ent is being slo%ed do%n thro*gh the %ing tip brakes C: To avoid asy!!etry, the o*ter slats are locked in their present position D: "eca*se of the locked flaps, the %ing tip brakes also lock the slats
Q '!: 8here does the @?CCs obtain A>A and air data information from& A: ": C: D:
F'C '3AC &- ADC
Q '': Ho$ man% actuators are pro#ided to control the ailerons and ho$ man% h%draulic sources suppl% these actuators& &: ": C: D:
2 1 $
h%dra"lic hydra*lic hydra*lic hydra*lic
so"rces with act"ators. so*rce %ith 2 act*ators so*rces %ith $ act*ators so*rces %ith $ act*ators
Q '*: (f both ?ACJs fail $hat happens to the rudder limiter& A: It i!!ediately ass*!es the lo% speed position B: t free'es at its present position and ass"mes selected. C: 5a(i!*! r*dder deflection can be obtained after D: 5a(i!*! r*dder deflection can be obtained after P/ote: 4C+5 Fays RIf both 4ACs fail, f*ll r*dder are e(tendedS
the low speed position when flaps 1 are slats e(tended flaps e(tended deflection is available, %hen the slats
Q '+: 8hich of the follo$ing statements is correct concerning the ele#ator aileron computers 57;ACJs6&: A: Three co!p*ters %hich achieve nor!al elevator, stabilier, and aileron control B: Two comp"ters which achieve normal and standb% control of the elevators, ailerons, and trimmable hori'ontal stabili'er. C: Three co!p*ters %hich achieve nor!al and standby control of the elevators, ailerons, and T
Q ': ,he $ing tip bra)es once acti#ated: A: ": C: :
3ock 3ock 3ock 5ock
both only only onl%
the the the the
slats and flaps in their c*rrent position flaps in their c*rrent position slats in their c*rrent position affected high lift s%stem s"rfaces in their c"rrent position,
Q ': 8hich of the follo$ing controls and monitors flaps and slats& A: ": C: :
T%o '3ACs )ing tip brakes +ne slat flap control co!p*ter F4CC- Two slat flap control comp"ters 387CCKs4.
Q ': ,he spoiler panels are the onl% flight control surfaces $ith no redundant control &: Tr"e. ": 4alse
Q *0: 8hat happens in the side stic)Eneutral high speed protection mode& A: The a*topilot disengages, bank angle li!it is 0N and the aircraft is 2#N roll li!ited ": The a*topilot disengages, bank angle li!it is $#N and the aircraft is 2#N roll li!ited C: The a"topilot disengages, bank angle limit is 0R and the aircraft rolls wings level and pitches "p to s low down to ;$ <$.
D: The a*topilot disengages, bank angle li!it is #N and the aircraft rolls %ings level and pitches to 10N to slo% do%n to V5+55+ 6 20 kt
Q *1: 8hat is the ma.imum flap setting for inEflight A: B: C: D:
use of the spoilers&
4laps 4733 7laps *. Fpoilers are not approved for in6flight *se 4laps 10
Q *2: 8hat are the rudder trim rates& &: ": C: D:
&
Q *!: la$&
on on on on
+ 6 6 6
) 2 #
d eg
Can the cre$ ma)e a flight control input that $ill o#erEstress the airplane in direct
A: /o The syste! is designed to avoid s*ch an atte!pt B: es, there are no protections provided in direct law.
Q *': Can %ou manuall% trim the rudder $ith the autopilot engaged& A: es B: (o.
Q **: 8hen is the ?light ode acti#e& A: ": C: D:
4ro! 4ro! 7rom 4ro!
takeoff liftoff liftoff takeoff
*ntil *ntil "ntil *ntil
landing landing flare mode engages at )0 ft -&. passing #0 kts on landing !ain shock absorbers depressed-
Q *+: Automatic pitch trim is pro#ided both on ground and in flight A: Tr*e B: 7alse. P/ote 6 It is only active %here aircraft is in flight
Q *: ,he Fround ode is different in Alternate ;a$ A: Tr*e B: 7alse. P/ote 6 It is the sa!e as in /or!al 3a%
Q *: (n normal la$ $hat is the ma.imum ban) angle %ou can reach $ith the side stic) full% deflected& A: ": C: D:
N $8N ER J0N
Q *: ?ailure to retract the flaps after ta)eoff $ill: A: ": C: :
Activate the %ing tip brakes =es*lt in a*to!atic flap and slat retraction at 210 kts =es*lt in a*to!atic flap and slat retraction at 220 kts -es"lt in a"tomatic flap retraction at 210 kts.
Q +0: ?AC generated slat and flap e.tension retraction and limiting speeds are #isuall% displa%ed on $hich of the follo$ing& A: ": C: D:
The 5CD7 perf page The lo%er 'CA5 4CT3 page Both pilotKs !7 airspeed displa%s. All of the above
Q +1: Aileron droop ma% best be confirmed b% chec)ing $hich of the follo$ing& A: The position of the ailerons on the e(terior preflight inspection B: The lower C& 75T
Q +2: ,he $ing tip bra)es are: A: ": C: D:
.ne*!atically act*ated 'lectric brakes %dra"licall% act"ated. 5echanically controlled, hydra*lically act*ated
Q +!: @election of flaps 1 in flight $ill select $hich of the follo$ing configurations& A: ": C: D:
Flats Flats 8lats Flats
1 0 1 1
and and and and
flaps flaps flaps flaps
1 1 0 #
194- 094- 314. 194-
Q +': ,he aircraft rudder can be manuall% trimmed $ith the autopilot engaged A: Tr*e B: 7alse.
Q +*: 8hat happens if %ou release the stic) at '0 degrees of ban)& A: ": C: D:
The The The The
bank stays at $0N aircraft rolls back to 2#N aircraft rolls back to **R and res"mes flight path stabilit%. aircraft rolls back to a bank angle less than 28N
Q ++: 8hen is alpha floor not a#ailable& A: ": C: :
+*t of nor!al la% "elo% 100 feet =A in landing config*ration If the AT<= is deactivated or *navailable &ll of the above.
Q +: 8hat )ind of protections are pro#ided if the aircraft is in Alternate ;a$& A: ": C: :
@6load protection %ith a red*ced factor Fpeed Ftability 4*ll @ load protection and speed stability 6+load protection and speed stabilit% if the &-8 and elevators are working.
Q +: (n 9ormal ;a$ $hat are the limits of Pitch Attitude protections $ith flaps ?ull A: ": C: D:
0N nose #N nose 2)R nose There is
*p *p progressively red*ced to 20N "p, progressivel% red"ced to 20R at low speed. no li!it
Q +:
Q 0: 8hen do %ou get ?;A-7 ode in Alternate ;a$& &: (ever. t go es directl% fro m <ernate 5aw to irect 5aw wh en the gear is selected down. ": )hen selecting 4laps 1 C: At glide slope interception
Q 1: ,urn coordination is a#ailable in Alternate ;a$ A: Tr*e B: 7alse. P/ote 6 o* get ya% da!ping only
Q 2: (f both pilots deflect their side stic)s full% bac): A: The Rpitch *pS order is t%ice as high as %ith only one stick deflected ": The Rpitch *pS order is 1# ti!es higher as high as %ith only one stick deflected C: /o inp*ts are sent to the flight control co!p*ters *nless one pilot presses the takeover p*shb*tton on his stick : The Opitch "pP order is e9"al to a single stick deflection.
Q !: ,o disable a sideEstic) %ou ha#e to depress the red ta)eEo#er button on the acti#e stic) Holding the button do$n for '0 seconds $ill electricall% loc) the other stic) out until its o$n red ta)eEo#er button is pushed again &: Tr"e. ": 4alse
Q ': ;etJs assume the ?/> presses his ta)eo#er pushbutton and releases it after more than '0 seconds &: ": C: D:
The CaptainK s side stick is de+activated "n less he presses his takeover p" shb"tton. The Captain is *nable to re6activate his side6stick for the rest of the flight "oth sticks are active The Captains side stick is active as long as the 4+s side stick is in ne*tral position
Q *: 8hat condition $ill cause auto flap retraction& &: ": C: D:
#ceed '(ceed '(ceed '(ceed
210 180 18# 180
k ts at 7laps 1 kt at 4laps 1 kt at 4laps 1 kt %ith 4laps 1 %hile e(tending the speedbrake lever
Q +: 8hat happens to the rudder limits if both ?ACJs fault& A: The li!it freees ": The li!it freees C: The limit free'es low speed limits for
at the fa*lt condition *ntil 4laps 1 is selected at the fa*lt condition *ntil 4laps # is selected at the fa"lt condition "ntil 7laps 1 is selected. Then it resets to the increased control.
Q : 8hat happens to high speed 5V>/>6 $hen %ou are in Alternate ;a$& A: ": C: D:
V5+ is red*ced to 20 kt and 55+ !in*s 10 kt V5+ is red*ced to 0 kt and 55+ !in*s 10 kt ;$ is red"ced to *20 kt and $ does not change. There is no change
Q : Can the rudders be mo#ed $ith both ?ACJs inoperati#e& &: es, if both 7&Cs fail, ma# im"m r"dder defl ection can be ob tained when the slats are e#tended ": es, if both 4ACs fail, !a(i!*! r*dder deflection can be obtained C: es, if both 4ACs fail, !a(i!*! r*dder deflection can be obtained %hen the gear is e(tended or flaps e(tended at 1 !ini!*! D: /o,
Q : ,he ?;AP le#er sends signal to @lat ?lap Control Computer 5@?CC6 to command mo#ement &: Tr"e. ": 4alse
Q 0: (s there an% rudder pedal feedbac) for the %a$ damping and turn coordination functions& A: es
B: (o.
?@ and 9a#igation XI of XVIII
Q 01: 8hat are the different t%pes of flight guidance& A: ": C: D:
Flaved and !anaged A*to!atic and !an*al anaged and selected. 5anaged and !an*al
Q 02: >ne A/P can be engaged on the ground if the engines are not running A: This A. %ill disengage %hen both engines are started B: This &
Q 0!: 8hen the thrust le#ers are mo#ed to the ta)eoff position the ?F@ updates its position at ta)eoff using: A: ": C: D:
I=FD5'D5' positioning I=FI3FD5' positioning The navigation database and the takeoff r"nwa% entered into the C b% the pilot. The V+=D5' c*rrently t*ned
Q 0': ,he ta)eoff bias is: &: -eplaced whe n a bias is com p"ted based on r adio position. ": =etained for the re!ainder of the flight C: "lended o*t over the ne(t 0 !in*tes
Q 0*: 8ith the "A,A selector set to H"F the time remaining until the completed (-@ alignment is displa%ed on the control displa% Ho$ long does it ta)e normall%& A: ": C: :
Appro(i!ately Appro(i!ately Appro(i!ately &ppro#imatel%
1 !in*te !in*tes J !in*tes 10 min"tes
Q 0+: Ho$ does the ?F@ deri#e Vapp& &: ": C: D:
;appS;lsH)H3 1<* s"rface hea dwind component4 . VappVls91091 s*rface head%ind co!ponent VappVls9#912 s*rface head%ind co!ponent VappVls910912 s*rface head%ind co!ponent
Q 0: 8hen fl%ing at cruise altitude the aircraft na#igates using radio na#aids onl% A: Tr*e B: 7alse.
Q 0: ,he (- alignment count do$n stops one minute prior to accomplishment and the A;(F9 lights are flashing 8h% does it happen& A: It is an indication that there is a disagree!ent bet%een the I=s and the align!ent !*st be restarted ": It is an indication that the align!ent is co!plete b*t !*st be ackno%ledged C: t is an indication that alignment has stopped as the present position data has not been entered from the 768.
Q 0: 8hat is managed climb speed belo$ 10000 feet& A: ": C: D:
@reen dot 210 knots 2)0 knots. "est rate of cli!b speed
Q 10: ,he selected database date has e.pired 8hen
must the acti#e data base be changed&
&: !rior to ent ering the prefl ight data. ": Anyti!e prior to takeoff C: The follo%ing calendar day
Q 11: 8hich of the follo$ing na#aids can be autotuned& A: I3F and AD4 for /D" data base approaches- ": V+= and D5' C: Both are correct.
Q 12: Cost (nde. 0 5zero6 corresponds to: &: ": C: D:
inim"m f"el cons"mption 3m a# range4 5ini!*! ti!e "est ratio bet%een the flight ti!e cost and the f*el cost 3=C 3ong =ange Cr*ise-
Q 1!: 8hile ta.iing on the ground the ?F@ displa%s the position of the aircraft using: A: B: C: D:
I=F and D5'D5' -8 onl%. I=F and V+=D5' D5'D5' and V+=D5'
Q 1': 8ith the autopilot engaged either sidestic) can be mo#ed freel% A: Tr*e B: 7alse, moving either sidestick will ca"se the a"topilot3s4 to disengage C: 4alse, only the ./4s sidestick %ill freely !ove
Q 1*: 8hen the aircraft is in the anaged Fuidance mode it is: A: @*ided by the pilot selecting the specific flight !odes and para!eter target val*es on the 4C7 ": =esponding to pilot inp*ts of speed, altit*de, and heading selected on the 4C7 C: 4ollo%ing lateral, vertical and speed profiles as deter!ined by the I=FF : 7ollowing lateral, vertical and speed profiles as determined b% the 768.
Q 1+: 8hat is managed climb speed abo#e 10000 feet& A: ": C: :
@reen dot 2#0 knots 2;0 knots con climb speed.
Q 1: An amber bo. on the C"4 screen indicates: A: B: C: D:
An optional data entry & mandator% data entr%. A co!p*lsory reporting point The %aypoint indicated %ill be overflo%n
Q 1: 8hen can managed #ertical na#igation be engaged& &: ": C: D:
$nl% after At anyti!e +nly after +nly after
m anaged speed ha s been engaged. regardless of the engage!ent stat*s of lateral navigation or speed !anaged lateral navigation and !anaged speed have been engaged !anaged lateral navigation has been engaged
Q 1: anaged guidance is engaged b%: A: .*lling on the desired 4C7 selector knob B: !"shing on the desired 7C selector knob. C: =otating 80N the desired 4C7 selector knob
Q 20: 8hat speed $ill the ?F@ use in an 7.pedite climb& &: ": C: D:
6reen dot sp eed. 'C+/ cli!b speed 2#0 knots belo% 10,000 feet A!ber dot speed
Q 21: ,he $eather radar image can be displa%ed on $hich modes of the 9"& A: ": C: :
=ose /AV or V+= =ose V+= or =ose I3F =ose /AV or A=C &ll modes e#cept !lan.
Q 22: Ho$ does the ?FC compute radio position& A: ": C: D:
I=F only I=F and V+=D5' -8, <. V+=D5' and D5'D5'
Q 2!: C push button on the ?C4 (f all necessar% data has been entered in the C"4 can %ou no$ engage both autopilots& A: /o, the 3+C !*st capt*re before both a*topilots %ill engage ": es C: (o, the &!!- p"shb"tton m"st be p"shed.
Q 2': 8hat does pushing the APP- push button do& A: Ar!s !anaged navigation
": Ar!s the 4light @*idance syste! to capt*re a localier and glide slope if the infor!ation has been entered into the 5CD7 C: Allo%s the aircraft to slo% to green dot speed : &rms managed vertical navigation.
Q 2*: 8hat does pushing the APP- push button do& &: &rms the 7li ght 6"idance s% stem to capt"re a locali'er and g lide slope if th e information has been entered into the C. ": Allo%s the aircraft to slo% to green dot speed C: Ar!s !anaged navigation D: Ar!s !anaged vertical navigation
Q 2+: "uring a turnaround %ou notice that there is a residual ground speed on both 9"s Ho$ do %ou correct this& A: As the engines have been sh*t do%n, it is necessary to carry o*t a f*ll re6align!ent ": There is no corrective action possible *ntil the aircraft is co!pletely electrically sh*t do%n C: t is possible to carr% o"t a rapid alignment b% t"rning off all * &-8 momentaril%.
Q 2: @-@ $ill command: A: V2 9 10 %ith both engines operating B: ;2 or c"rrent aircraft speed 3whichever is higher4 in the case of an engine fail"re. C: "est rate of cli!b taking into acco*nt act*al %ind co!ponent
Q 2: (n flight either the AP/?" pitch control or autothrust ma% acIuire and hold a target speed or ach number depending on the engaged modes @peed control is anagedD $hen the target comes from the @P"/ACH ?C4 $indo$ A: Tr*e B: 7alse. P/ote 6 Fpeed control is: 6 5anaged, %hen the target co!es fro! the 45@F 6 Felected, %hen the target co!es fro! the F.D5AC< 4C7 %indo%
Q 2: ,he ?F@ data base contains: A: .erfor!ance infor!ation, s*ch as engine f*el flo%, engine thr*st, green dot data 3D data-, etc ": /avigation infor!ation, s*ch as navaids, %aypoints, air%ays, airports, r*n%ays, etc C: Both are correct.
Q !0: (f one FP@ recei#er fails the three A"(-4s automaticall% select the onl% operati#e FP@ recei#er &: Tr"e. ": 4alse
Q !1: ?FC 1 is not $or)ing ,o enter data into the ?FC $hich C"4 $ould %ou use& A: 5CD7 1 on the Captains side ": 5CD7 2 on the 4irst +fficers side C: ither C 1 or C 2.
Q !2: ,he pilot interfaces $ith the ?F@ using the: A: ": C: :
4C7 Thr*st 3evers 5CD7 &ll of the above.
Q !!: 8hen is the @-@ acti#e& A: D*ring a @o Aro*nd after the thr*st levers are placed in the T+@A position- *p to the acceleration altit*de ": At T+, %hen T+@A or 43X po%er is set, F=F is displayed on the 45A and provides g*idance *p to the acceleration altit*de C: Both are correct.
Q !': ,he energ% circle is a green arc centered on the aircraftJs position and oriented to$ards the current trac) line (t is displa%ed on the 9"s during descent $hen H"F or ,-B mode is selected &: Tr"e.
": 4alse
Q !*: Can the cre$ depress the -P >9 9AV pushbutton and use the -P for na#igation simultaneousl% $ith ?FC autotuning& A: es, beca*se the opposite 45@C %ill contin*e to a*tot*ne navaids B: (o, -! back"p t"ning s"persedes the a"tot"ning f"nction of both 76CKs.
Q !+: ,he CaptainJs ?A indicates E ?"2 in column fi#e
line t$o 8hat does this mean&
A: 45@C G1 has Rti!ed o*tS and flight g*idance is lost ": The 4irst +fficer has p*shed the priority takeover p*shb*tton C: 76C J1 has Otimed o"tP and 76C J2 is now providing flight g"idance for both pilots. D: The Captains 4D p*shb*tton on the 4C7 has not been selected R+/S and 4D2 has a*to!atically crossed over
Q !: 8hat do the $hite round lights on the ?C4 displa% mean& A: Felected g*idance has been engaged ": A*to!atic g*idance has been engaged C: anaged g"idance has been armed or engaged.
Q !: "uring descent if %ou push the 7.pedite 57=P7"6 aircraft tr% to maintain& A: B: C: D:
push button $hat speed $ill the
@reen dot *0 knots ,000 fp! vertical speed standard 0 degrees angle of descent
Q !: >P79 C;(3 5>P C;36 is a anaged mode A: Tr*e B: 7alse. P/ote 6 It *ses the A.4D pitch !ode to !aintain a F.D5AC<, %hile the a*tothr*st 6 if active 6 !aintains !a(i!*! cli!b thr*st
Q '0: (f %ou ha#e depressed the 7=P7" push button and $ant to this be accomplished& A: B: C: D:
cancel this function ho$ could
.*sh the 'X.'D p*sh b*tton again !"ll the altit"de, vertical speed, or speed knob. =etard the thr*st levers to ID3' A red R)I/D F<=S lightE an a*ral R)I/DF<'A=, )I/DF<'A=, )I/DF<'A=S
Q '1: ,he ;>C mode disengages $hen: A: Another lateral !ode is engaged ": The pilot presses the 3+C p*shb*tton again engaging the
Q '2: 8ill the aircraft capture and na#igate #ia the (;@ signals if the (;@ push button on the ?C4 is not pushed& &: es ": /o
Q '!: ,he 7lectronic ?light (nstrument @%stem 57?(@6 consists of identical displa% units A: ": C: D:
$ # E ;
Q '': ,he three "ispla% anagement Computers 5"C@6 acIuire and process all input from airplane sensors and computers to generate the displa% images &: Tr"e ": 4alse
Q '*: ,he aircraft has Air "ata (nertial -eference 4nits 5A"(-4Js6 A: 2 B: *
C: $
Q '+: FP8@ aural and #isual $arnings cannot be inhibited A: Tr*e B: 7alse
Q ': @election of the correct ta)eoff run$a% on the ?FC prior to each flight is necessar% because: A: The 4AD'C needs it to kno% ho% !*ch to red*ce the thr*st for takeoff ": Felection of the correct r*n%ay ins*res proper press*riation C: 8election of the correct r"nwa% permits the 76C to "pdate its position at takeoff.
Q ': ,he t$o basic modes of flight guidance are: A: Flaved and co*pled B: anaged and selected. C: 5an*al and co*pled
Q ': 3oth autopilots can be engaged and acti#e in an% phase of flight A: Tr*e B: 7alse
Q *0: All na#aids are normall% autotuned b%: &: The 76C ": 5CD7 C: ADI=7
Q *1: V>- data can be displa%ed on: A: "oth /Ds ": The DD=5I C: 7irst two statements are correct
Q *2: 8hat is the preferred method of radio position updating for the ?F@& A: V+=D5' ": I3FD5' C: <
Q *!: ,he $indshear function of the ?ACJs is independent of the flight director on/off s$itch &: Tr"e ": 4alse
Q *': All P?" displa%s e.cept attitudeL speedL headingL altitudeL and #ertical speed are remo#ed $hen pitch attitude e.ceeds 2* degrees nose up or 1! degrees nose do$n &: Tr"e ": 4alse
Q **: @idestic) position and ma. sidestic) deflection are displa%ed on the ground on the P?": A: Contin*o*sly after aircraft po%er is applied B: &fter the first engine start. C: +n takeoff roll %hen po%er is applied
Q *+: ,he airspeed indication on the P?" starts at: A: ": C: :
100 kts ;0 kts #0 kts *0 kts.
Q *: ,he speed trend arro$ on the P?" airspeed scale indicates the speed #alue that $ill be attained in seconds if the acceleration remains constant A: ": C: D:
# ; 10 1#
Q *: -adio Height is displa%ed on the P?":
&: Below 2)00 f eet. ": )hen the 3+C or A..= pb is pressed C: )hen a Decision
Q *: ,he Armed Vertical odes are displa%ed on the ?light ode Annunciator on the second line in: &: Bl"e or mage nta. ": "l*e or green C: )hite
Q +0: ,he 7ngaged Vertical odes are displa%ed on the ?light ode Annunciator on the first line in: &: 6reen or Bl" e ": @reen or 5agenta C: "l*e
Q +1: (;@ 1 information is displa%ed on $hen operating in the rose (;@ mode: A: .4D 2 /D 1 ": .4D 1 /D 1 C: !7 1 I ( 2
Q +2: ,he >9 3A, light on the A"(-@ C"4 illuminates: A: +nly %hen all I=7s are on battery po%er ": )hen an I=7 fa*lt is detected C: When one or more &-KsL are s"pplied b% airplane batter% onl%.
Q +!: (n the e#ent of failure of the A(- "A,A function of A"(-4 1 or 2L the affected displa%s can be manuall% selected o#er to A"- ! b% the: A: 'CA5/D transfer selector B: &- &T& selector. C: ATT
Q +': 8hen a double entr% is needed on the C"4 5eg $ind direction/speed: 20/1106 the separating slash must be used ,he trailing entr% of a pair must be preceded b% a slash if it is entered alone &: Tr"e ": 4alse
Q +*: 3o. prompts on the C"4 indicate data: A: 'ntry is optional for 45@F operation B: ntr% is re9"ired for minim"m 768 operation. C: %ill be filled in by the 45@F
Q ++: An ?F@ message $hich reIuires immediate attention is displa%ed in: A: =ed B: &mber C: 5agenta
Q +: (f the ?;7= ,7P is not entered on the ,a)eoff Page of the C"4: A: A 43X takeoff is still availableE set po%er %ith the thr*st levers ": The 45@F %ill enter it for yo* based on TAT C: & 75N takeoff is not available.
Q +: Gero ?uel 8eight is entered on: &: nit B page. ": .rog page C: .erf page
Q +: (f the @P"/ACH )nob on the ?C4 is not pulled $ithin a predetermined time to engage selected speed: A: The selection can be !ade at any ti!e B: The selection is lost and dashes are re+displa%ed. C: The selection is lost and the display goes blank
Q 0: 8hen the altitude )nob on the ?C4 is pulled: A: The altit*de is ar!ed ": The c*rrent altit*de is canceled C: $!( C5B or 8C(T engages.
Q 1: ,he @tandb% Attitude indication $ill remain a#ailable for minutes after total electrical failure &: ": C: D:
) J 10 22
?uel XII of XVIII
Q 01: -efueling is possible if the aircraft batteries are the onl% source of po$er &: Tr"e ": 4alse
Q 02: 8ith the center tan) pump mode @7; s$itch in A4,>L the center tan) pumps: A: ": C: :
=*n for t%o !in*tes after both engines are r*nning )ill not restart *ntill slats are retracted in flight Contin*e to r*n *ntil five !in*tes after the center tank is e!pty &ll the above.
Q 0!: ?uel transfer from the outer compartment to the inner compartment of the $ing tan)s occurs $hen the inner compartment Iuantit% decreases to: A: ": C: D:
2#0 kilogra!s $#0 kilogra!s )0 kilograms #000 kilogra!s
Q 0': 8hat indication $ill %ou see on the o#erhead fuel panel if the center tan) has more than 2*0 )ilograms of fuel and the left or right $ing tan) ha#e less than *000 )ilograms A: A*to ": 4*el C: ode D: 4*el P/ote 6
feed fa*lt i!balance select fa"lt. 6 A*to feed fa*lt The Center tank is s*pposed to be e!ptied before the %ing tanks
Q 0*: ,he ?uel 4sed indication on 7CA is reset: A: 5an*ally by the pilot B: &"tomaticall% at engine start on the gro"nd. C: A*to!atically at electric po%er *p of the aircraft
Q 0+: ,he fuel Iuantit% indication on 7CA for the outer cell is bo.ed amber if: A: +ne transfer valve fails to open ": +*ter cell f*el te!perat*re is high C: Both transfer valves fail to open when inner cell is at low level.
Q 0: An amber line appears across the last t$o digits of the 7CA ?>3 indication $hen: &: 7"el 9"antit % is "nreliable . ": The center tank p*!ps are s%itched off C: The center tank p*!ps have failed
Q 0: ,he fuel crossfeed #al#e is controlled b% 2 motors &: Tr"e ": 4alse
Q 0: 8hich of the follo$ing $ould cause the fault light to illuminate on the >"7 @7; push button&
&: ": C: DE
7"el is bein g b"rned o"t of se9"ence. Crossfeed p*sh b*tton is +/ Center tank p*!ps do not stop after slat e(tension Center tank p*!ps do not stop # !in after center tank lo% level reached
Q 10: ,he message C,- ,B ?77"F appears in the 7> 8hat does this mean& A: ": C: D:
The center tank f*el !ode selector is +44 The center tank p*!ps are +44 &t least one center tank p"mp is energi'ed. A re!inder to s%itch the center tank p*!ps +44
Q 11: ?rom $hich tan)s $ill fuel gra#it% feed& A: ": C: D:
+*ter cell Inner cell $"ter cell The center
of the %ing tanks, inner cell of the %ing tanks, andor center tank of the %ing tanks, and center tank of the wing tanks, and inner cell of the wing tanks. tank only
Q 12: Center tan) pumps do not stop * min after center tan) lo$ le#el reached A: es, only on the ref*eling panel ": It is not possible to deter!ine their position C: $nl% on the C& 7"el page.
Q 1!: "uring normal operations $hen should the fuel transfer #al#es open& A: )hen a lo% level is sensed in the center tank ": )hen a lo% level is sensed in either o*ter %ing cell C: When low level is sensed in either inner wing cell.
Q 1': 8hat does an amber line across the last t$o digits of the fuel Iuantit% mean& &: ": C: D:
The f"el 9"a ntit% indicatio n is inacc"rate. The f*el B*ality is not good and sho*ld be checked A disagree!ent bet%een f*el !eas*red and f*el entered on the 5CD7 has been detected /ot all the f*el aboard is *seable
Q 1*: ,he AP4 fuel s%stem: A: 7ses its o%n ": +btains f*el C: $btains f"el &! f"el p"mp. D: +btains f*el
dedicated DC po%ered f*el p*!p fro! either center tank p*!p from the left f"el manifold via the left side f"el p"mps or if needed, the fro! the left f*el !anifold via the right side f*el p*!ps
Q 1+: 8ith fuel in the center tan) the C,- ,B >"7 @7; push button selected to A4,> and C,- ,B P4P push buttons >9 5lights out6 $hich of the follo$ing conditions cause the center tan) fuel pumps to stop& &: #tension of the slats 3aft er completion of the short test c%cl e4. ": Anyti!e the slats are e(tended or an overfill condition is detected in either %ing inner cell C: 4or a short test period after the first 'ngine 5aster F%itch is selected R+/S %hen the slats are e(tended
Q 1: 8ith fuel in the center tan) the C,- ,B >"7 @7; push button selected to A4,> and the C,- ,B P4P push buttons >9 5lights out6 the center tan) pumps: A: )ill operate for a short period after the first engine 5AFT'= s%itch is selected +/ and %hile slats are retracted ": They %ill contin*e to r*n *ntil the center tank is e!pty or slats are e(tended C: Both are correct.
Q 1: After engine start center tan) fuel pumps run for minutes regardless of slat position A: B: C: D:
1 2 #
!in*te min"tes. !in*tes !in*tes
Q 1: ,he message >4,7- ,B ?47; =?-" appears in the 7> 8hat does this mean& &: ": C: D:
t is a 4*el is It is a 4*el is
remi nder to show th at a transfer va lve is open. transferring fro! the center tank to the inner tank re!inder to open the o*ter tank transfer valve transferring fro! the inner tank to the o*ter tank
Q 20: ,he $ing fuel transfer #al#es are: A: 5an*ally controlled and open %hen the 5+D' F'3 p*sh b*tton is selected to 5A/ B: &re electricall% held closed. C: +pen a*to!atically at the start of ref*eling D: A*to!atically close if a lo% level is sensed in either !ain %ing tank, they a*to!atically close at the ne(t f*eling
Q 21: 8h% do the center tan) pups stop automaticall% $hen then slats are e.tended for ta)eoff& A: ": C: D:
To keep the center of gravity as lo% as possible D*!ping takeoff, the center tank f*el is p*!ped to the rear to tri! aircraft To ens"re that the engines are fed from the wing tanks for takeoff 3feeding segregation4 D*ring takeoff, the center tank f*el is gravity fed only
Q 22: 8hat precaution should %ou obser#e $hen gra#it% feeding fuel& &: ": C: D:
$perate the aircraft below 1),000 feet. 7se center tank first +pen the crossfeed %hen above 432#0 /o preca*tions are necessary
9ote R -ead the gra#it% feed procedure )R*T( F+- FDIN) Applicable to: A--
79F >"7 @7;(F9 AV>(" 97FA,(V7 F ?AC,> DTRMIN )RA*IT( FD I-IN): Consult the follo$ing table to determine the flight altitude limitation Fli$#t conditions a t ti!eo" $ravity "eedin$
?light time abo#e ?;!00 more than !0 min 5?ueldeaerated6 ?light time abo#e ?;!00 less than !0 min 5?uel nonEdeaerated6 Aircraft flight le#elne#er e.ceeded ?; !00 5?uel nonEdeaerated6 1-
)ravity "eedceilin$
Current ?; 1?;!00 1?; 1*0 1- or 000 ft abo#eta)eoff airport$hiche#er ishigher
4or U'T ", gravity feed ceiling is 43 100 in allcases
"7@C79" ,> F-V,< ?77" C7(;(9F 5if applicable6 /N RA/IN) ) R*T( FD I-I N): ?47; = ?77">?? IF NO F+- -A0 AND FOR AIRRAFT /AND-IN): (f no fuel lea) and for flight $ith onl% one engine running 5this engine being fed b% gra#it%6 appl% the follo$ing : ?47; = ?77" >9 3A9B A9F;7 1S 8(9F ">89 >9 ;(V7 79F(97 @("7 The f*el fro! the %ing tank on the engine r*nning side is *sed
-4""7- ,-(4@7 7se r*dder tri! to !aintain constant co*rse and ne*tral stick
/N F+- IMBA- AN RA/ 1 222 3$ %4 422 lb ': 3A9B A9F;72S or !S 8(9F ">89 >9 ;(V7 79F @("7 7se f*el fro! the opposite %ing tank, *ntil f*el i!balance is red*ced to 0
Q 2!: -efueling time at normal pump pressure is minutes for the $ing tan)s and minutes for all tan)s A: 1# 2# B: 1 I 20.
C: 1# 20 D: 2# #
Q 2': After engine shutdo$n $hat are %our actions to close the fuel transfer #al#es& A: o* have to s%itch the inner tank p*!ps off ": o* have to call !aintenance to close the valves C: (o action is re9"ired. The valves will close a"tomaticall% d"ring the ne#t ref"eling.
Q 2*: ?uel can be transferred from tan) to tan): &: $nl% on the gro"nd. ": In flight if the f*el X 4''D p*sh b*tton is selected +.'/ C: In flight if the f*el X 4''D p*sh b*tton is selected +.'/ and center tank 5+D' F'3 p*sh b*tton is selected to 5A/ D: 4*el can never be transferred
Q 2+: Ho$ has the fuel been transferred from the outer to the inner tan)s& A: "y setting the 5+D' F'3 p*shb*tton to 5A/ ": The transfer valve has been opened a*to!atically by the lo% lever sensor in the center tanks C: "y setting the 5+D' F'3 ." to A7T+ : The transfer valve has been opened a"tomaticall% b% the low level sensor in the inner tank.
Q 2: 8hat is the minimum fuel Iuantit% for ta)eoff& A: 1,000 kg ": 1,200 kg C: 1,)00 kg D: 2,000 kg P/ote )I/@ T? 3+ 3V3 %arning !*st not be displayed on 'CA5 for Takeoff
Q 2: ,he AC po$ered au.iliar% fuel boost pump for the AP4 operates $hene#er the AP4 is operating and no other pump is on it has an alternate po$er source on the AC @tatic (n#erter bus for batter%Eonl% starts &: Tr"e. ": 4alse
H%draulic XIII of XVIII
Q 01: ?luid can be transferred bet$een h%draulic s%stems A: Tr*e B: 7alse
Q 02: 8hich h%draulic s%stems ha#e engine dri#en pumps& A: @reen and bl*e B: 6reen and %ellow. C: "l*e and yello%
Q 0!: ,he ;oad Alle#iation ?unction 5;A?6 accumulators are pressurized b% $hich h%draulic s%stems& A: @reen and bl*e B: 6reen and %ellow. C: "l*e and yello%
Q 0': ,he -A, pressurizes the 3lue h%draulic s%stem to appro.imatel% psi A: B: C: D:
1#00 2)00 000 #00
Q 0*: Ho$ man% pumps has the %ello$ s%stem to pro#ide pressure 5not counting the P,46& A: ": C: D:
1 2 * $
Q 0+: ,he hand pump supplies %ello$ s%stem pressure to the: A: ": C: :
/or!al brakes Alternate brakes .assenger doors Cargo doors.
Q 0: (t is possible to pressurize the green h%draulic s%stem on the ground #ia the P,4 $hen the par)ing bra)e is set &: Tr"e ": 4alse
Q 0: ,he 7ng Pump ?ault light e.tinguishes $hen the engine pump s$itch is selected to off e.cept for: A: =eservoir lo% level ": .*!p lo% press*re C: &n overheat. P/ote The fa*lt light !onitors overheat and stays on *ntil the overheat condition e(ists
Q 0: 8ith the airplane on the ground and the blue electric pump s$itch in A4,>L the blue pump $ill be energized $hen: A: +ne engine is r*nning ": The "37' .75. +V=D s%itch has been pressed C: 7irst two statements are correct.
Q 10: ,he P,4 ?ault light illuminates $hen the: A: .T7 is inoperative B: 6reen or %ellow reservoir has low air press"re. C: .T7 p*!p has overheated
Q 11: ,he P4P identification number on the 7CA H<" page becomes amber $hen: A: Fyste! press*re is belo% 1$#0 psi B: (2 is below idle. C: The reservoir level is lo%
Q 12: ,he h%draulic s%stem pro#ides po$er for gear e.tension/retraction A: ello% ": "l*e C: 6reen
Q 1!: As long as the landing gear le#er is up a h%draulic safet% #al#e closes to cut off the h%draulic suppl% to the gear $hen the airspeed is: &: ": C: D:
6reater than 2E0 =&8. @reater than 20 ?IAF 3ess than 2L0 ?IAF 3ess than 20 ?IAF
Q 1': Autobra)ing is initiated b%: A: Ftr*t co!pression ": =everser action C: 6ro"nd spoiler e#tension command.
Q 1*: ,he alternate bra)e s%stem has the same capabilities as normal bra)es e.cept: A: Anti6skid is inoperative ": A*tobrakes are inoperative C: Both first statements are correct
9ote R ,here are t$o modes of Alternate bra)ing $ith AntiEs)id 5
Q 1: ,he ma.imum degrees of nose$heel steering a#ailable $hen using the hand$heel is A: B: C: D:
96 H<+ 96 96
L0 ) 8# 10#
Q 1: ,he green "7C7; light on the Autobra)e s$itch illuminates $hen the actual airplane deceleration corresponds to N of the selected rate &: ": C: DE
/0 8# 100 110
Q 1: ,he bra)es pressure indication on ,-(P;7 P-7@@4-7 (9"(CA,>- reads $hich s%stem pressure& &: ellow ": "l*e C: @reen
Q 20: ,o e.tend the landing gear $ith the Fra#it% 7.tension Handcran) reIuires turns of the handle A: co*nter6clock%ise ": 2 co*nter6clock%ise C: * clockwise
Q 21: ,he aircraftJs three h%draulic s%stems are normall% pressurized b%: &: ": C: D:
Two T%o T%o T%o
engine d riven electric p*!ps electric p*!ps electric p*!ps
p"mps and one electric p" mp. and one .T7 and one engine driven p*!p and t%o engine driven p*!ps
Q 22: 8hen $ill the %ello$ s%stem electric pump operate& 5AC po$er is a#ailable6 A: D*ring the second engine start ": )hen the first engine 5AFT'= s%itch is !oved to the +/ position C: If any /2 =.5 is less than $#H : When the %ellow electric s%stem 5C !! p"sh b"tton is selected to $( or the gro"nd crew activates a cargo door switch.
Q 2!: 8hat are the maor eIuipment losses $ith loss of Freen s%stem& A: Fpeed "rakes B: (osewheel steering, &"tobrakes. C: Alternate "rakes D: The *pper and lo%er r*dders P/ote A*tobrakes %ill be lost ho%ever /)F and Anti Fkid is available thro*gh yeallo% hydra*lic syste!
Q 2': ,he h%draulic P,4 $ill acti#ate if: A: A significant press*re loss occ*rs in any of the three hydra*lic syste!s B: & significant press"re loss occ"rs in the green or %ellow h%dra"lic s%stem. C: "oth are correct P/ote .ress*re difference K #00.FI bet%een @reen and ello%
Q 2*: After e.tending the -A, is it possible to chec) its position and status& A: Check to see if the bl*e syste! '3'C .75. 4A73T light is not ill*!inated
": es, select the 'CA5 '3'C page C: es, select the C& page. D: /o It is not possible
Q 2+: ,he -A, is capable of po$ering a pump $hich $ill pressurize: &: ": C: D:
$nl% the bl" e s%stem. All syste!s The bl*e and yello% syste! The bl*e and green syste!
Q 2: Ho$ is the %ello$ h%draulic s%stem pressurized& &: &n doors ": An doors C: An
engine dr iven p"mp, an e lectric p"mp, th e !T "sing the green s%stem an d, for the cargo onl%, a hand p"mp. engine driven p*!p, electric p*!p, the .T7 *sing the bl*e syste! and, for the cargo only, a hand p*!p engine driven p*!p, an electric p*!p, and the .T7 *sing the green syste!
Q 2: 8hen $ill normal operation of the 3;47 s%stem h%draulic pump begin& &: ": C: D:
"ring the f irst engine sta rt. )hen the first engine 5AFT'= s%itch is !oved to the +/ position +nly %hen the =AT is deployed After both engines are started
Q 2: ,he P,4 comes into action automaticall% $hen the differential pressure bet$een the F-779 and the <7;;>8 s%stems is greater than psi A: B: C: D:
00 )00. L#0 J00
Q !0: 8hen $ill the %ello$ s%stem electric pump operate& 5AC po$er is a#ailable6O A: D*ring the second engine start B: When the %ellow electric s%stem 5C !! p"sh b"tton is selected to $( or the gro"nd crew activates a cargo door switch. C: If any /2 =.5 is less than $#H D: )hen the first engine 5AFT'= s%itch is !oved to the +/ position
Q !1: 8hat is the normal pressure in the h%draulic s%stem& A: ": C: D:
#00 psi 1,000 psi *,000 psi. 2,000 psi
Q !2:
Q !!: VH, message 8h% does the 7CA procedure as) %ou to s$itch the P,4 off first& A: ": C: :
To To To To
prevent the hot hydra*lic fl*id fro! being transferred to the '33+) syste! depress*rie the '33+) and @=''/ syste!s prevent the "37' syste! fro! press*riing the @=''/ syste! prevent the !T from press"ri'ing the 6-( s%stem
Q !': ?or h%draulic s%stem malfunctions $hen $ill the -A, deplo%& A: A*to!atically %ith the fail*re of both the green and bl*e hydra*lic syste!s ": A*to!atically %ith the fail*re of both the green and yello% hydra*lic syste!s C: $nl% when the g"arded -&T &( $( p"sh b"tton is selected b% the crew. D: )hen airspeed drops belo% 100 knots %ith the gear *p P/ote The =AT %ill also drop if AC "7F 192 lose po%er,
Q !*: 8hat does the -A, A9 >9 s$itch do&
A: '(tends =AT, press*ries "37' syste!, starts '!ergency @enerator ": '(tends =AT, !*st p*sh =AT 5A/ +/ again to press*rie "37' syste! C: '(tends =AT, press*ries @=''/ syste!, starts '!ergency @enerator : #tends -&T, press"ri'es B5 s%stem, does not start mergenc% 6enerator. P/ote The =AT 5A/ +/ does start the generator ho%ever does not connect to the electrical net%ork That option is not incl*ded here therefore D is the best option
Q !+: "escribe the P,4 status $ith a green s%stem reser#oir o#erheat lo$ pressure or lo$ fluid le#el A: ": C: be C:
The .T7 %ill be inhibited The cre% !*st select the .T7 +/ The !T fa"lt light will remain ill"minated as long as the problem e#ists. The !T sho"ld selected $77. The cre% !*st select the .T7 +44 then +/
Q !: "uring engine start up $hen is the 3;47 h%draulic s%stem pressurized& A: ": C: D:
As soon as the .T7 is t*rned on As soon as the "37' electric p*!p is !an*ally t*rned on &"tomaticall% after first engine start. As soon as the engine !aster s%itch is set to I@/FTA=T
Q !: (f %ou lost the F-779 s%stem $hat eIuipment is lost& A: =everser 1 and gear retraction B: -everser 1, gear retraction and nose wheel steering. C: =everser 2, gear retraction, cargo doors and nose %heel steering D: =everser 2 and gear retraction P/ote /)F is not lost %hen green hydra*lic fails The ello% syste! provides press*re for /)F A*to brakes are lost The follo%ing syste! %o*ld be rendered I/+. Fpoilers 19# CAT D*al A*to "rakes /or!al "rakes 3anding @ear =etraction =everser 1 a% Da!per 1
Q !: Cre$ members can use a hand pump to pressurize the <7;;>8 s%stem in order to operate the cargo doors $hen no electrical po$er is a#ailable &: Tr"e. ": 4alse
Q '0: (f %ou lost the <7;;>8 s%stem $hat eIuipment is lost& A: =everser 2 ": .arking brake acc*!*lator recharging C: Cargo door : &ll of the above. P/ote ello% hydra*lic fail*re the follo%ing syste!s are I/+.: Fpoilers 29$ CAT D*al /)F =evereser 2 Cargo Door a% Da!per 2
Q '1: >n the h%draulic Iuantit% indicator $hat does the amber le#el indicate& &: ": C: D:
The The The The
warning level. reservoir contents nor!al filling level te!perat*re of the hydra*lic fl*id
Q '2: 8hat does a P,4 ?A4;, light indicate& A: @=''/ or '33+) reservoir overheat ": @=''/ or '33+) reservoir lo% air press*re
C: @=''/ or '33+) reservoir lo% level : &ll of the above.
Q '!: (f %ou lost the 3;47 s%stem $hat eIuipment is lost& &: The mergenc % generator. ": Cargo door C: /ose %heel steering D: All of the above P/ote A loss of "l*e
Q '': All h%draulic s%stems ha#e a fire shutoff #al#e A: Tr*e B: 7alse. /ote 6 'ach of the @=''/ and '33+) syste!s has a fire sh*toff valve in its *pstrea! of its engine driven p*!p
Q '*: 8hat is the signification of an amber -A, indicator 57CA H<" page6& A: The =AT is incorrectly sto%ed ": The =AT is not sto%ed C: !ress"re for stowing the -&T has been applied, or the -&T p"mp is not available. Pd*nno if that is even possible
Q '+: Ho$ can the pilot s$itch off the ?ire @hut >ff Val#es& A: "y de6pressing the
(ce and -ain XIV of XVIII
Q 01: ,he on each $ing are antiEiced $ith pneumatic bleed air A: Flats ": 4laps CL Three o"tboard slats P /ote 6The three o*tboard slats ,$,#- are protected by hot air
Q 02: 7lectrical heating is pro#ided for the protection of: A: ": C: D:
.itots and Angle +f Attack A+A- probes .itots, static ports and TAT probes !itots, static ports, &$& probes, and T&T probes. .itots and static ports
Q 0!: 8hen a pneumatic lea) is detected the $ing antiEice #al#es: &: Close a"toma ticall%. ": +pen a*to!atically C: =e!ain in position
Q 0': 8hen either engine antiEice #al#e is open: A: 5a(i!*! /1 is increased B: inim"m idle rpm is increased. C: 5ini!*! idle rp! is red*ced
Q 0*: 8indo$ heat operates at $hat po$er le#el in flight& A: 3o% B: igh
Q 0+: Probe heat comes on automaticall% $hen: A: The AC 'FF b*s is po%ered ": 'lectrical po%er is applied to the aircraft
C: When at least one engine is r"nning. P/ote 6
Q 0: >n the ground the $ing antiEice #al#es $ill: &: $pen d"ring a test se9"ence 3*0 seconds4L p rovided pne"mati c s"ppl% is ava ilable. ": /ot open at anyti!e C: +pen any ti!e the s%itch is p*shed R+/S
Q 0: 8here do the $ing antiEice indications appear on 7CA& A: There is no indication on 'CA5 bleed page for %ing anti6ice ": An a!ber triangle appears on the 'CA5 bleed page C: )I/@ AIC' appears on 'CA5 stat*s page : &(T+C appears in white on the C& bleed page and W &.C appears in green on the C& memo when the w ing !
Q 0: ,he ?ault light on the engine antiEice s$itches indicates the #al#e: A: Is closed B: !osition disagrees with switch position. C: Is open
Q 10: 8hat is the difference bet$een the engine and $ing antiEice fault lights& &: Both indicat e valve in tran sit, or valve po sition disagrees with selected position. Wing light also co"ld indicate low press"re. ": "oth indicate lo% press*re, or valve position disagrees %ith selected position )ing light !ight indicate valve in transit C: "oth indicate valve in transit, or lo% press*re )ing light also co*ld indicate valve position disagrees %ith selected position D: "oth indicate valve in transit, or overheat
Q 11: 8ith reference to the P->37/8(9">8 H7A, pushbutton $hich of the follo$ing is true& A: ": C: :
The syste! sho*ld only be selected +/ in icing conditions )hen in A7T+ !ode, the %indo%s are heated only %hen necessary The syste! sho*ld only be selected +/ after first engine start Window heating comes on a"tomaticall% after first engine start.
Q 12: (f one engine antiEice s%stem fails the second one ta)es o#er and pro#ides antiEicing for both engines A: Tr*e B: 7alse. P/ote 6 "oth engine anti6ice are independent
Q 1!: 8hat happens $hen either engine antiEice is open& A: 5a(i!*! /1 is li!ited, contin*o*s ignition is provided, !a(i!*! idle =.5 is increased B: a#im"m (1 is limited, contin"o"s ignition is provided, minim"m -! is increased. C: 5ini!*! /1 is li!ited, contin*o*s ignition is provided, !ini!*! idle =.5 is increased
Q 1': (n the e#ent of loss of electrical suppl% the engine antiEice #al#e: A: ": C: D:
+pens %hen the engine is sh*t do%n Closes %hen the engine is r*nning $pens when the engine is r"nning. +pen %hen the +AT is 10 degC %ith the engine r*nning
Q 1*: 8ith the loss of electrical po$er the $ing antiEice #al#es: A: 4ail in their c*rrent position ": 4ail to the open position C: 7ail to the closed position.
Q 1+: ,he drain masts are heated after first engine start A: Tr*e B: 7alse. P/ote 6 The drain !asts are heated any ti!e the electrical syste! is po%ered
Q 1: 8hat is the speed limit to operate the $indscreen $ipers& A: 1;# kts
": 200 kts C: 2*0 kts. D: 2#0 kts
Q 1: (n the e#ent of an electrical po$er loss: &: ": C: DE
The The The The
engine engine engine engine
a nti+ice anti6ice anti6ice anti6ice
valves will open a"toma ticall%, anti+ic ing is ens"red. valves %ill close a*to!atically, anti6icing is lost valves %ill be controlled by the %ing anti6ice controls valves re!ain in the position they %ere before
Q 1: At $hat po$er le#el does $indo$ heat operate $hile airborne& &: ": C: D:
igh power w hile airborne. Fhifts fro! lo% to high as %indo% te!perat*re reB*ires 3o% po%er above 1;,000 ft 3o% po%er above 2#,000 ft
Q 20: 8hat happens to engine -P $hen either engine antiEice #al#e is open& A: There is a fi(ed =.5 increase ": The /1 li!it for that engine is a*to!atically increased C: The (1 limit for that engine is a"tomaticall% red"ced D: There is a fi(ed =.5 increase H of no!inal /1P/ote 6 If necessary, the idle /1 is a*to!atically increased for both engines in order to provide the reB*ired press*re
Q 21: 8indo$ heat operation begins: A: A*to!atically after the first engine start ": if the .=+"')I/D+) <'AT p*sh b*tton is selected +/ by the cre% prior to engine start C: Both are correct.
Q 22: -ain protection is pro#ided b%: A: )ar! bleed air blo%ing across the %indshield B: -ain repellent and Windshield wipers. C: "oth are correct
Q 2!: Can the $ing antiEice be tested on the ground& &: es, with va lves onl% open for *0 seconds. ": esValves stay open till selected off C: /o
Q 2': AntiEice and deEicing protection is pro#ided for: &: The engine ": The engine C: The engine o*tboard %ing
n acelleKs and th ree o"tboard win g slats. nacelles, the horiontal stabilier, and three o*tboard %ing slats nacelles, the horiontal stabilier, the vertical stabilier and three slats
Q 2*: ,he probe heaters can be acti#ated manuall% prior to engine start b% placing the P->37/8(9">8 H7A, pushbutton &: Tr"e. ": 4alse
Q 2+: 8hat happens to the heat at the drain masts $hen the aircraft is on the ground& A: /othing B: The heat is red"ced to prevent inQ"r% to gro"nd personel. C: Fo!e of the! are a*to!atically s%itched off pitot, A+A-
Q 2: ,he -A(9 -P;9, 5rain repellent6 pushbutton is inhibited on the ground $hen the engines stopped &: Tr"e. ": 4alse
Q 2: ,A, probes are heated on the ground A: Tr*e B: 7alse.
Q 2: ,he >9 light illuminates on the $ing antiEice P/3 : A: B: C: D:
)hen When )hen )hen
the the the the
anti6ice valves open !
Q !0: Ho$ is $indo$ heating regulated& A: ": C: :
5an*ally by flight cre% )indo% heat is not reg*latedQ +ne )indo%
Q !1: ,he 8indo$ Heat Computer pro#ides t$o po$er le#els for the $indshield: A: ": C: DE
po%er po%er power po%er
%hen above 20,000 ft, lo% po%er %hen belo% 20,000 ft %hen +AT 10 degC, lo% po%er %hen +ATK 10 degC in flight, low power on the gro"nd in icing conditions flight only-, lo% po%er in other conditions
Q !2: ,he engine nacelle is antiEiced b%: &: ": C: D:
&ir bleed Air bleed AC syste! DC syste!
fr om the high pre ss"re compressor fro! lo% press*re co!pressor and air bleed fro! lo% press*re co!pressor and air bleed fro! lo% press*re co!pressor
Q !!: 8hen an engine antiEice #al#e is open: &: ": C: D:
(1 limit is a"tomaticall% r ed"ced and the i dle (1 is a"toma ticall% increas ed /2 of the associated engine is a*to!atically decreased /2 li!it is a*to!atically red*ced and /1 li!it is a*to!atically increased There is no change in the /1 and /2 li!its
Q !': (n the e#ent of a lo$ air pressure: A: The engine anti6ice valve opens a*to!atically ": There is no effect on the anti6ice valve position C:The engine anti6ice valve !*st be !an*ally closed : The engine anti+ice valve closes a"tomaticall%
Q !*: Ho$ can %ou chec) that engine antiEice has been selected on& A: o* can observe the +/ light on the associated engine anti6ice ." and the '/@I/' A/TI6IC' !essage on the 'CA5 engine page ": o* can observe the a!ber %arning on the 'CA5 !e!o display and the a!ber anti6ice light on the overhead panel C: o* can observe the '/@I/' A/TI6IC' !essage on the 'CA5 FTAT7F page : o" can observe the bl"e $( light on the associated engine anti+ice !
Q !+: ,he electric $indshield $ipers are controlled: A: ": C: :
A*to!atically %hen in heavy rain "y t%o individ*al p*shb*ttons "y one rotary selector for both %indshields B% two individ"al rotar% selectors
Q !: ,he $ipers can operate at different speeds: &: ": C: D:
5ow speed an d high speed Fpeed 1 and speed 2 3o%, !edi*! and high speed Fpeed is a*to!atically adO*sted depending on rain intensity
Q !: 8hen the $iper is turned off: A: The .A=? position !*st be selected to sto% the %iper ": It contin*es to r*n for appro(i!ately L seconds C: The %iper !ay stop in the pilots vie%
: The wiper stops o"t of view
(ndicating and -eporting XV of XVIII
Q 01: 8hat does a pulsing green engine parameter indicate& &: ": C: D:
&n &;8$-, the parameter is abo"t to reac h the limit. An ADVIF+=, the para!eter is o*t of the li!its A 5'5+, the para!eter has a fa*lty indication A level fail*re reB*iring i!!ediate cre% action
Q 02: >n a bottom of the @,A,4@ page $hat does the green arro$ mean& A: It is a re!inder to land as soon as possible ": It indicates that there is a syste! page behind C: t means that there is more information to be seen.
Q 0!: 8hen should the 77- CA9C push button be used& A: At the co!pletion of an 'CA5 proced*re for an abnor!al proced*re ": )henever a 3'V'3 %arning or 3'V'3 2 ca*tion occ*rs C: Whenever a repetitive vis"al or a"ral warning, or ca"tion is received that the crew has determined to be false.
Q 0': ,he actual speed is indicated b% the reference line &: ": C: D:
%ellow a!ber red %hite
Q 0*: (f a P?" fails does an%thing happen automaticall%& A: The ATT
Q 0+: Course information from the K1 (;@ recei#er $ill be displa%ed: &: $n the capta inKs !7 when t he captainKs 58 p"sh b"tton is selected $(. ": +n the 4+s .4D %hen his I3F p*sh b*tton is selected on and on the captains /D, %hen the captains /D is selected to I3F =+F' C: +n the captains .4D and /D %hen the captains I3F p*sh b*tton is selected +/ D: The first t%o state!ents are correct
Q 0: (nformation from the K1 V>- recei#er $ill be displa%ed: A: B: C: pb
+n the capts .4D %hen the captains V+= bearing selector is selected to V+= $n the capt Us ( when the capt Us ;$- bearing selector is selected to ;$-. V+= G1 co*rse infor!ation is available on the captains .4D and /D %hen the captains I3F is selected +/
Q 0: 8hat causes a displa% unit 5"46 to go blan)& A: 3oss of po%er ": Display *nit internal fail*re C: Both are correct.
Q 0: 8hat causes a "4 to displa% a blac) screen $ith a $hite diagonal line& &: C fail"re. ": /o po%er C: "oth are correct
Q 10: ,he ma.imum speed to select ne.t higher flap setting is indicated b% t$o amber dashes &: Tr"e. ": 4alse
Q 11: V>- (;@ and 9"3 ra$ data information is displa%ed on the 9" in $hich of the follo$ing modes& A: V+=, =5I and /D" infor!ation !ay be displayed in the A=C or =+F' /AV !odes ": V+= and I3F infor!ation can be displayed in the =+F' V+= and =+F' I3F !odes respectively C: Both are correct.
Q 12: ,he presence of V>-1 in red on the 9" indicates: A: ": C: D:
The The The The
V+= V+= J 1 V+=
station c*rrently t*ned is o*t of range station c*rrently t*ned is o*t of service ;$- receiver is inoperative. station c*rrently t*ned is o*t of range
Q 1!: 8hat is the meaning of 000D in blue at the top of the altitude scale& &: ": C: D:
t It It It
marks !arks !arks !arks
the the the the
7C selected a ltit"de. airfield elevation transition altit*de decision height
Q 1': Ho$ man% "CJs are there& A: ": C: D:
1 2 * $
Q 1*: After a single "C failure ho$ could a cre$ member reco#er the displa% units& A: It is done a*to!atically ": +nce a D5C has failed, the infor!ation is *nrecoverable C: -otate the 8 C switch on the switching panel to replace the failed C with C J*.
Q 1+: 8here is information displa%ed b% "C K1 and "CK2& A: D5CG1 s*pplies and *pper 'CA5 ": D5CG1 s*pplies and lo%er 'CA5 C: CJ1 s"pplies and lower C&. D: D5CG1 s*pplies and *pper 'CA5
data to .4DG1, /DG1, and lo%er 'CA5 D5C G2 s*pplies data to .4DG2, /DG2, data to .4DG1, .4DG2, and *pper 'CA5 D5C G2 s*pplies data to /DG1, /DG2,
data to !7J1, (J1, and "pper C&. C J2 s"pplies data to !7J2, (J2, data to .4DG1, /DG2, and lo%er 'CA5 D5C G2 s*pplies data to .4DG2, /DG1,
Q 1: (f the lo$er 7CA "4 fails is there a $a% to retrie#e that information& A: "y pressing and holding the related syste!s page p*sh b*tton on the 'CA5 control panel, the page %ill be displayed on the 7..'= 'CA5 ": "y rotating the 'CA5/D X4= s%itch on the s%itching panel, the lo%er 'CA5 page %ill be transferred to either the Captain or 4+s /D C: Both are correct.
Q 1: (f the 4PP7- 7CA "4 fails $hat $ill be displa%ed on the lo$er unit& A: Fyste! display page B: ngines and Warning page 3
Q 1: 8eather radar can be displa%ed in $hat modes on the 9"& A: ": C: :
A=C and =+F' /AV !odes only =+F' V+= and =+F' I3F !odes =+F' V+= and =+F' I3F !odes &ll modes e#cept plan.
Q *: -9AV position information is displa%ed on the 9" in $hich of the follo$ing modes& &: ": C: D:
&-C and -$8 (&; modes onl% . =+F' V+= and =+F' I3F !odes A=C, =+F' and .3A/ !odes =+F' V+= !ode
Q 21: >nce the cre$member has completed #ie$ing a specific s%stem $hat is the correct procedure for clearing the screen and returning it to a normal presentation& &: ": C: D:
!ress the re spective s%stem p"sh b"tton aga in. It goes a%ay by itself .ress C3= on the 'CA5 control panel .ress t%ice C3= on the 'CA5 control panel
Q 22: After the engine shutdo$n %ou obser#e a pulsing @,@ message 8hat does it mean& A: It is an indication that at least one syste! reB*ires cre% attention ": It is an indication that the aircraft has not been sh*t do%n correctly C: t is a reminder that the stat"s page holds a maintenance message.
Q 2!: ,he upper 7CA "ispla% 4nit 5"46 has failed >-/>=< page Ho$ can %ou see it& &: o" have to press and hold the $$- ke% on the C! ": o* have to s%itch the 'IF D5C to CA.T C: o* have to press and hold the =C3 key on the 'C.
Q 2': 3oth 7CA screens ha#e failed (s it possible to get 7/8" indications& A: es, the ')D is a*to!atically transferred to one of the /Ds ": /o The ')D is lost *ntil the aircraft can be repaired C: es, to get
Q 2*: Ho$ are the ?As displa%ed on the P?"& &: ": C: D:
There There There There
are are are are
) $
col"mns and * r ows. col*!ns and # ro%s col*!ns and 2 ro%s col*!ns and 2 ro%s
Q 2+: (n case of a double ?8C failure master caution light master $arning light aural $arnings and 7CA cautions and $arnings are lost &: Tr"e. ": 4alse
Q 2: Ho$ did the P9? cancel the caution for the 9AV (;@ 1 ?A4;, before calling the @,A,4@ page on the 7CP& &: ": C: D:
B% "y "y "y
pressing pressing pressing pressing
the the the the
- C&(C p "shb"tton. C3= key FTF key A33 key
Q 2: Ho$ can the (;@ 1 ?A4;, be restored from being a CA9C7;;7" CA4,(>9& A: ": C: :
"y "y "y B%
resetting the appropriate circ*it breaker pressing and holding any C3= key for !ore than seconds pressing the '5'= CA/ p*shb*ttton for !ore than seconds pressing and holding the -C5 ke% for more than * seconds.
Q 2: V;@ is the lo$est speed that the autoflight s%stem 5autopilot or A/,H-6 $ill fl% the aircraft ,his is a d%namic speed corresponding to an Angle >f Attac) 5A>A6 A: V3F %ill change %ith %ing config*ration change ": )ith speedbrake e(tension, V3F %ill increase C: Above 43200, V3F %ill provide a 02g b*ffet !argin : &ll of the above. /ote: V3F infor!ation is inhibited fro! to*chdo%n *ntil 10 seconds after liftoff-
Q !0: ,he @peed ,rend Arro$ is a d%namic information displa%ing the speed t $hich the aircraft $ill be in A: ": C: D:
# seconds ; seconds 10 seconds 1 seconds
Q !1: >f the three t%pes of 7(@ displa%s $hich one has the lo$est priorit%& &: The ( ": The .4D WC: The F'D
Q !2: As %ou approach a selected altitude $hen $ill the %ello$ altitude $indo$ start flashing& &: ": C: D:
&s As As As
%o" yo* yo* yo*
appro ach approach approach approach
within )0 ft of 7C select ed altit"de and stop when it is within 2)0 ft. %ithin 1000 ft of 4C7 selected altit*de and stop %hen it is %ithin 1#0 ft %ithin #00 ft of 4C7 selected altit*de and stop %hen it is %ithin 1#0 ft %ithin 800 ft of 4C7 selected altit*de and stop %hen it is %ithin 200 ft
Q !!: ,he ?light Path #ector 5?PV6 represents the lateral and #ertical traector% of the aircraft $ith respect to the ground >n the lateral scale it indicates the aircraftJs trac) >n the #ertical scale it indicates the aircraftJs flight path angle &: Tr"e. ": 4alse
Q !': 8hen does the @ide @tic) >rder indicator displa%& A: B: C: D:
After &fter After After
first engine start and disappears %hen passing $00 feet =A first engine start and disappears after rotation second engine start and disappears %hen passing $00 feet =A second engine start and disappears %hen passing $00 feet =A
Q !*: 8hen is the TFreen "otJ displa%ed& &: ": C: D:
$nl% +nly +nly +nly
when %hen %hen %hen
fl ap flap flap flap
handle handle handle handle
is is is is
th e 'ero position. the ero position, above 43;0 the ero position, belo% 43;0 the ero position, belo% 43;#
Q !+: 8hat does Freen "ot represent& A: 5ane*vering speed in clean config*ration B: ane"vering speed in clean config"ration when speed is managed. C: The ne(t flap e(tend V4'- !a( speed D: The flap e(tend !in speed fro! clean config*ration /ote: It sho%s the speed corresponding to the best lift6to6drag ratio-
Q !: ,he green T@J of the speedtape is the inimum @lat -etraction @peed (t is onl% displa%ed $hen the flap handle position is in position 1 &: Tr"e. ": 4alse
Q !: 8hen $ill the P?" Heading tape re#ert to ,-47 heading& &: ": C: D:
(orth Fo*th /orth /orth
of of of of
*R JN ;0N J;N
(orth or 8o"th of E0R 8o"th /orth or /orth of L0N Fo*th /orth or Fo*th of JNFo*th /orth or Fo*th of J;NFo*th
Q !: (s the @ide @lip indicator al$a%s %ello$& A: es B: (o, it t"rns bl"e when it becomes a beta target 3displa%ing optim"m side slip for a given config"ration4 C: /o, it t*rns orange %hen it beco!es a beta target
Q '0: 8hen $ill the ?light "irectors bars flash& A: )hen a reversion occ*rs ": )hen loss of 3+C or @F signal in 3A/D !ode C: &ll of the above.
Q '1: ,he ?light "irector bars are out of #ie$ $hen 3an) angle e.ceeds +S A: Tr*e B: 7alse. /ote: )hen bank angle e(ceeds $#N %ill ret*rn %hen bank is $0N
Q '2: (f the ?PV 5?light Path Vector6 s%mbol is right of center $here is the $ind coming from& A: =ight B: 5eft. C: It depends of the Track follo%ed
Q '!: (f the ?PV is abo#e the horizon line $hat is the aircraft actuall% doing& A: ": C: D:
Descending 5aintaining 43 Climbing. Cannot say
Q '': ,he Flide slope inde. $ill flash continuousl% $hen the de#iation e.ceeds abo#e O A: B: C: D:
12 dot belo% 120 feet =A 1 dot above 100 feet -& 1 dot above L0 ft =A 12 dot belo% 100 feet =A
Q '*: 3oth ;>C and glideslope $ill flash if after capture the signal is lost &: Tr"e. ": 4alse
Q '+: ,he lo$er end of a red and blac) strip along the speed scale defines the VA= speed &: t is the lo west of the fol lowing ;$ 3or $4, ;5, ;7 ": It is the speed corresponding to the stall %arning VF)C: It represents the speed corresponding to the angle of attack at %hich alpha protection beco!es active
Q ': ,he @" displa%s the Fross 8eight 5F86 in green as soon as the second engine is started A: Tr*e B: 7alse. /ote: As soon as the first engine is started The last t%o digits are dashed if acc*racy is degraded +n gro*nd, the indication is replaced by bl*e dashes, if no co!p*ted data is available-
Q ': (n case of P?"4 failure the P?" image is transferred to the 9"4: A: B: C: D:
5an*ally &"tomaticall% 'ither !an*ally or a*to!atically The .4D i!age cannot be displayed on the /D
Q ': 8hat is the basic role of the "Cs: &: ": C: D:
The% comp"te and elaborate displa%s @eneration of a*dio %arnings @eneration of a!ber %arnings @eneration of synthetic voice !essages
Q *0: "o the Chec) A,, essages appear on both P?"s at the same time& &: ": C: D:
es /o 5essage only appears on the ')D 5essage only appears on 'CA5
Q *1: ?ACs calculate speed trend and V;@ ,he e.tremities of the trend #ector and V1s segment indicate respecti#el%L speed #alue at the ne.t 10 seconds and 12! Vs 1 g $ith present configuration (s this correct& &: ": C: D:
es 3for bot h cases4 /o for both cases/o beca*se V3F is not 12 Vs 1g /o beca*se the tip of the speed arro% is not the speed in 10 seconds ti!e
Q *2: 8ith radar selected on $hat can %ou read on 9" about antenna setting& A: Tilt angle
B: Tilt angle and gain mode C: =oll angle and tilt angle D: /othing
;anding gear XVI of XVIII
Q 01: 8hich h%draulic s%stem5s6 suppl% pressure to the landing gear s%stem& &: ": C: D:
6reen "l*e ello% and "l*e @reen and "l*e
Q 02: ,he bra)ing modes are: A: @reen %ith anti6skid, ello% %itho*t anti6skid, .arking brake B: 6reen or ellow with anti+skid, ellow witho"t anti+skid, parking brake C: @reen %ith or %itho*t anti6skid, "l*e %itho*t anti6skid
Q 0!: (f the bra)e s%stem automaticall% transitions to alternate bra)es $ith the A/@B(" M 9/8 @,-F s$itch in the >9 position $hich of the follo$ing $ill be a#ailable& A: ": C: :
A*to brakes and anti6skid +nly a*to brakes "rakes, a*to brakes, anti6skid &nti+skid.
Q 0': 8hat is indicated b% the autobra)e "7C7; lights& A: ": C: :
Airplane Airplane Airplane &irplane
deceleration deceleration deceleration deceleration
is 2#H of selected rate is #0H of selected rate is 100H of selected rate is /0? of selected rate.
Q 0*: >n the 7/8" %ou notice the 98 @,-F "(@C memo 8hat does it mean& &: ": C: D:
The nose whe el steering has been disconnect ed b% gro"nd per sonnel. A fail*re in the nose %heel steering syste! has been detected There is a discrepancy bet%een the t%o nose %heel steering hand%heel positions The nose %heel steering co!p*ter has finished its self test
Q 0+: "uring pushbac) %ou start engine K2
Q 0: ;anding Fear position is indicated b%: A: ": C: D:
+ne panel on center instr*!ent panel, one panel on overhead panel 'CA5 only $ne panel on center instr"ment panel and C& +ne panel on center instr*!ent panel, 'CA5, vis*al !eans on the %ing
Q 0: (f the landing gear $as gra#it% e.tended using the hand cran) on the center pedestal landing gear position must be #erified through: A: The landing gear vie%ers B: The landing gear indications depicted on the C& and, if available, the center panel 56 6&- indicator panel lights. C: "oth are correct
Q 0: ;anding gear operation is inhibited at speeds: A: "elo% 100 knots
B: &bove 2E0 knots H<+ ) knots. C: belo% 100 knots and above 2L0 knots D: Above 2#0 knots
Q 10: Can the gear be e.tended abo#e 2+0 )ts if necessar%& A: /ever B: es, b"t onl% man"all% C: es, b*t the *lti!ate li!it is 2;# kt CAF
Q 11: Ho$ can the bra)e accumulator be reEpressurized& &: With the %el low electric h% dra"lic p"mp. ": )ith the bl*e electric hydra*lic p*!p C: "oth are correct
Q 12:
Q 1!: 8hich h%draulic s%stem supplies pressure to the nose $heel steering& &: ": C: D:
6reen "l*e @reen and "l*e ello%
Q 1': ,he anti deacti#ates $hen ground speed is less than A: B: C: D:
10 20 2# 0
kts kts. kts kts
Q 1*: (f the 3@C4 detects a bra)e s%stem malfunction in flight $ith the A/@B(" M 9/8 @,-F s$itch in the >9 position: A: The cre% %ill be notified %ith an 'CA5 !essage after to*chdo%n if the brake syste! does !alf*nction B: The crew will be notified with an C& message. C: The cre% !*st !an*ally select alternate brakes D: All of the above
Q 1+: 8hat is reIuired to arm the auto bra)es& &: 6reen h%dra" lic press"re av ailable, anti+sk id, no fail"res in the braking ": 3anding gear lever selected do%n and selection of an a*tobraking rate C: "oth are correct
s%stem.
Q 1: 8hat does each turn of the gra#it% gear e.tension handle do& A: ": C: D:
+pen gear doors, *nlock gear, drop gear +pen gear doors, drop gear, sh*t doors 8h"toff h%dra"lic press"re, open doors, "nlock gear. +pen gear doors, sh*toffs hydra*lics, *nlock gear, drop gear
Q 1: Ho$ man% turns are reIuired on the gra#it% e.tension hand cran) to e.tend the landing gear& A: B: C: D:
2 * # L
Q 1: Ho$ do %ou manuall% e.tend the landing gear& A: 3ift the red handle and t*rn anticlock%ise $ t*rns
": 3ift the red handle and t*rn anticlock%ise a !ini!*! of 2 t*rns C: 3ift the red handle and t*rn clock%ise a !ini!*! of $ t*rns : 5ift the red handle and t"rn clockwise a * t"rns.
Q 20: (f the ;anding Fear $as gra#it% e.tended using the hand cran) on the center pedestal $hat other s%stems $ill be inoperati#e& A: B: C: D:
/ose %heel steering and a*to braking (ose wheel steering onl%. Anti6skid and a*to braking /ose %heel steering and anti6skid
Q 21: Auto bra)e ma% be armed $ith the par)ing bra)e on &: Tr"e. ": 4alse
Q 22: Can normal landing gear operation be restored after a gra#it% e.tension if green h%draulic pressure is a#ailable& A: =estoration is al%ays possible B: t ma% be possible if the gravit% e#tension was not ca"sed b% a fail"re of the landing gear mechanism. C: /o, only !aintenance can restore nor!al operation
Q 2!: 8hen the landing gear is gra#it% e.tended $ill nose $heel steering be a#ailable& A: +nly if the AF?ID /) FT=@ s%itch is selected +/ B: (o. C: 3i!ited nose %heel steering is available only thro*gh the captains r*dder pedals
Q 2': Auto bra)es if selected $ill onl% be acti#ated b%: A: ": C: :
The The The The
%heels spinning *p str*ts being co!pressed brake pedals being depressed gro"nd spoiler e#tension command.
Q 2*: ,here are t$o triangles for each gear on the 7CA 8H77; page 8hat do the% represent& A: 'ach triangle represents one %heel on the gear B: ach triangle represents the position detected b% one of the two comp"ters s%stems. C: 'ach triangle represents one of the braking syste!s available for that gear D: The front triangle indicates the position of that gear and the back triangle indicates the stat*s of the brakes for that gear
Q 2+: 8hat s%stem pressure does the ACC4 P-7@@ and 3-AB7@ pressure indicator indicate& &: ellow brake acc"m"lator an d %ellow brake s %stem press"re t o the left and right brakes. ": ello% brake acc*!*lator and green brake syste! press*re to the left and right brakes C: ello% brake acc*!*lator and green or yello% brake syste! press*re to the left and right brakes D: "l*e brake acc*!*lator and green brake syste! press*re to the left and right brakes
Q 2: ,he normal bra)e s%stem uses h%draulic pressure and the alternate bra)e s%stem uses h%draulic pressure bac)ed up b% the h%draulic bra)e accumulator A: ": C: :
@reen "l*e ello% "l*e ello% @reen 6reen + ellow.
Q 2: 8heel page of 7CA: if %ou see a green arc sho$n o#er a $heel indication: &: ": C: D:
t marks the hottest brake with a temperat" re of more than 100RC. It indicates an abnor!al high te!perat*re The AF?ID syste! is a*to!atically releasing the press*re of that brake The 3@ control syste! has detected a lo% tire profile
Q 2: 9ose $heels and main $heels ha#e fusible plugs that pre#ent the tires from bursting if the% o#erheat A: Tr*e B: 7alse.
/ote: +nly the !ain %heels-
Q !0: 8ith the A/@B(" M 9/8 @,-F s$itch in the >9 position if the 3@C4 detects a bra)e s%stem malfunction and/or normal bra)ing is not a#ailable A: The cre% %ill be notified %ith an 'CA5 !essage only if after to*chdo%n the brake syste! does act*ally !alf*nction B: Transition to the alternate brake s%stem is a"tomatic.
Q !1: 9 (s it still possible to chec) the main bra)e s%stem using the toe bra)es& A: es As soon as yo* press the brake pedals the "=A?'F indicator %ill read !ain syste! press*re ": /o It is not possible to press hard eno*gh to obtain an acc*rate reading MMMC: (o. When the !&-= B-= is set, the other braking modes are deactivated.
Q !2: (f the accumulator on the alternate bra)e s%stem is %our onl% source pressure $hich of the follo$ing $ill be a#ailable& A: ": C: D:
A*to brakes and antiskid Antiskid 8even applications of the brake pedals. Three applications of the brake pedals
Q !!: ,he gear doors remain open after a manual e.tension &: Tr"e. ": 4alse /ote: o* have to e(pect decreased perfor!ance in the event of a go6aro*nd
Q !': ,he steering hand$heels $hich are interconnected can steer the nose $heel up to in either direction A: ": C: D:
##N L#N )R 80N
Q !*: ,he green "7C7; light on the autobra)e pushbutton illuminates $hen the actual airplane deceleration corresponds to $hat percentage of the selected rate& &: ": C: D:
/0? 80H 82H 8#H
Q !+: 7ach main $heel has an antis)id bra)e &: Tr"e. ": 4alse
Q !: ,he par)ing bra)e accumulator is designed to maintain the par)ing pressure for at least A: B: C: D:
L ho*rs 12 ho"rs. 1; ho*rs 2$ ho*rs
Q !: ,he autobra)e $ill arm if at least one A"(-@ is functioning &: Tr"e. ": 4alse /ote: The syste! needs also:6 @reen press*re available6 electric po%er on antiskid6 /o fail*re in the braking syste!-
Q !: 8hat happens to the other bra)e modes $hen par)ing bra)es are applied& A: There is no change B: &ll other braking modes and antiskid are deactivated. C: Antiskid !ode only is deactivated
Q '0: a.imum speed for landing gear retraction is:
A: B: C: D:
200 220 2# 2#0
kts kts kts kts
Q '1: 9ose $heel steering is a#ailable $hen: A: ": C: :
@ear doors open All gear doors closed The .*sh b*tton on either steering hand %heel is depressed (ose gear doors closed
Q '2: 9ose $heel steering is controlled b%: A: B: C: D:
3@CI7 1 B8C 3@CI7 2 3@CI7 1 or 2
Q '!: 8hen is pressure in the nose $heel steering s%stem shut off& &: With towing lever in towing position or bot h engines are sh "t down or the &<8= I (
Q '': Hand $heel and pedals are operated simultaneousl%: A:
Q '*: 9ose $heel steering b% rudder pedals is limited to: A: ": C: :
96 L degrees *nder all conditions 96 J# degrees 96 80 degrees a#im"m H<+ E degrees depending on aircraft speed
Q '+: 8hen both hand $heels are operated simultaneousl% the signals: A: ": C: D:
4ro! the first pilot acting on his hand %heel have priority Co!ing fro! the captain have priority &re algebraicall% added 4ro! the 4+ have priority
Q ': 9ose $heel steering is a#ailable: A: Aircraft speed belo% J0 kts, both engines reB*ired to be- r*nning, To%ing lever in nor!al position, aircraft on gro*nd ": Aircraft speed belo% J0 kts, both engines reB*ired to be- r*nning, To%ing lever in nor!al position, aircraft on gro*nd or in the air C: &ircraft speed below 0 kts, one engine 3re9"ired to be4 r"nning, Towing lever in normal position, aircr aft on gro"nd. D: Aircraft speed belo% J0 kts, both engines reB*ired to be- r*nning-, To%ing lever in standby position, aircraft on gro*nd
Q ': After ,/> the left main landing gear shoc) absorber is stuc) in the compressed position A: ": C: D:
The The The The
gear gear gear gear
can be cab be cannot can be
retracted *nder all circ*!stances retracted provided the nose gear is centered be retracted, gear lever is blocked 3interlock mechanism4 retracted once the nose %heel steering is centered
Q ': (s it possible 5s%stem $ise6 to lo$er the gear b% gra#it% abo#e 2+0 )ts& &: ": C: D:
es /o es, b*t only if green hydra*lics available es, b*t only if yello% hydra*lic available
Q *0: @%stem page 8heelD ;/F position indicators 5triangles6 first line sho$s green triangles second line behind sho$s amber crosses (s the landing gear do$n& &: ": C: D:
es /o =ight hand gear only is do%n 3eft hand gear only is do%n
Q *1: "uring the approach %ou get master $arning and 7CA Fear 9ot "o$nD ,he reason is: A: ": C: D:
3anding gear is not do%n locked and flaps or f*ll and both radio alti!eters failed 3anding gear is not do%n locked, flaps at and radio height lo%er than J#0 ft &ll of the above /one of the above
Q *2: ,he alternate bra)e s%stem uses: A: The ello% hydra*lic syste! ": The hydra*lic acc*!*lator C:The ellow h%dra"lic s%stem and the h%dra"lic acc"m"lator D: The "l*e electric p*!p
Q *!: ,he antis)id s%stem gets its reference speed from: &: ": C: D:
The &-8 A %heel tacho!eter The 3@CI7s The "FC7s
Q *': ,he principle of the antiEs)id is: A: B: C: D:
Co!paring Comparing Co!paring Co!paring
the speed difference bet%een the fo*r %heels wheel speeds with aircraft reference speed %heel speeds bet%een left and right landing gear left and right %heel speeds on the sa!e landing gear
Q **: ?ollo$ing failure of all ! A"(-@ is antis)id a#ailable& &: ": C: D:
es /o +nly %ith ello% hydra*lics +nly %ith @reen hydra*lics
Q *+: Alternate bra)ing using the
5ost Ftill available %ith anti6skid Ftill available %itho*t anti6skid Ftill available provided ello% syste! hydra*lic press*re is available
Q *: Autobra)ing is initiated b%: A: ": C: :
=everse thr*st selection /ose gear oleo co!pression 5ain gear oleo co!pression 6ro"nd spoilers e#tension
Q *: ,he bra)e M Accumulator pressure gauge sho$s pressure from: A: ": C: :
The ello% hydra*lic syste! The Acc*!*lator only The @reen hydra*lic syste! Both ellow brake s%stem and the Brake &cc"m"lator
Q *: a. bra)ing has been selected ,a)eoff being aborted engines in re#erse %ou ha#e forgotten to arm the ground spoilers (s autobra)e acti#ated& PA: P": PC: PD:
/o beca*se spoilers %ill not deploy if not ar!ed es, provided speed is less than J2 knots es, b*t only if ello% hydra*lic press*re is available es, beca*se spoilers %ill still deploy
Q +0: ,he Hot light on the bra)e fan pushbutton illuminates $hen bra)e temperature reaches: A: 2#0 degC
B: *00 deg.C C: #0 degC D: $00 degC
Q +1: >n $heel page of 7CA Autobra)e is flashing green 8hat does it mean& &: ": C: D:
&"tobrake A*tobrake Anti6skid A*tobrake
is disengaged fail*re fail*re in operation
Q +2: >n the ramp $ith AP4 running par) bra)e is set on message on 7CA memo sho$s Par) 3ra)e &: ": C: D:
n In In In
6reen ello% )hite )hite or ello%
Q +!: ,he landing gear indicator panel recei#es the information from micro s$itches and pro.imit% detectors connected to: A: ": C: D:
"FC7 3@CI7 2 56C 1 "FC7 and 3@CI7 2
Q +': ,he red arro$ near the landing gear le#er illuminates $hen: A: ": C: :
3anding 3anding 3anding 5anding
gear gear gear gear
is is is is
not *p locked after retraction in abnor!al position in transit not down locked in approach config"ration
Q +*: ;anding gear indicator panel 49;B light illuminates red if A: ": C: D:
@ear @ear 6ear @ear
is is is is
e(tended by gravity and doors are not closed e(tended nor!ally and doors are not closed not locked in selected position not selected do%n by 1,000 ft =A
Q ++: ,he ma.imum speed $ith landing gear e.tended 5V;76 is: A: B: C: D:
2L0 2/0 00 20
kts kts kts kts
<
5L# .E 5J0 5J2
Q +: 8hich A"(-@ close the safet% #al#e of the green h%draulic suppl% $hen speed is U 2+0 )ts A: B: C: D:
ADI=F 1 2 &-8 1 I * ADI=F 2 ADDI=F 2 or
Q +: 8hat is the ma.imum t%re speed& A: 1;# kts B: 1>) kts C: 20# kts D: 22# kts
>.%gen XVII of XVIII
Q 01: >n $hich 7CA page could the flight cre$ chec) the e.act pressure of the o.%gen c%linder& A: The .='FF page
B: The $$-8 page. C: The C+/D page D: The FTAT7F page
Q 02: 8hat is indicated b% a missing green thermal plug during an e.terior preflight& &: &n o#%gen s% stem overpress" re or thermal di scharge. ": This is nor!al indication, the green ther!al pl*g only appears if the o(ygen cylinder is lo% C: The cre% o(ygen bottle is e!pty D: An e(ternal fire discharge has been activated
Q 0!: Appro.imatel% ho$ long are the passenger o.%gen generators able to produce o.%gen& &: 1) min"tes. ": 20 !in*tes C:2# !in*tes D: 0 !in*tes
Q 0': 8hat is the main difference bet$een the cre$ and the passenger o.%gen s%stem& A: There is no difference: both are served by o(ygen cylinders B: Crew is s"pplied from an o#%gen c%linderL passengers are s"pplied b% chemical o#%gen generators . C: "oth the cre% and passengers are s*pplied %ith o(ygen fro! che!ical o(ygen generators D: The cre% has an o(ygen bottle for an e!ergency back6*p s*pply
Q 0*: 8hat is the purpose of the C-78 @4PP;< push button& A: )hen selected to +/, it s*pplies o(ygen to the Captain 4+ only O*!pseats are not s*ppliedB: When selected to $(, it allows the flow of low press"re o#%gen to the crewKs masks. C: In case of lo% cylinder press*re it allo%s the cre% to tap into the passenger o(ygen syste!
Q 0+: 8hat happens $hen the mas) is used $ith the selection at 100N position& A: B: C: D:
5ask ask 5ask 5ask
is is is is
s*pplied s"pplied s*pplied s*pplied
%ith with %ith %ith
dil*ted o(ygen on de!and "ndil"ted o#%gen on demand. *ndil*ted o(ygen contin*o*s flo% dil*ted o(ygen on de!and
Q 0: At appro.imatel% $hat cabin altitude should the passenger o.%gen mas)s drop& A: ": C: D:
10,000 12,#00 1,000 1#,000
feet 9100, 6 #00 ftfeet 9 or 6 #00 ftfeet 3H0, + )00 ft4 feet
Q 0: 8hat does an amber >=< on the 7CA "oors mean& &: ": C: D:
The crew s"p pl% The cre% s*pply +(ygen press*re +(ygen press*re
switch is t "rned off and
Q 0: (llumination of the @<@ >9 light is an indication that: A: B: C: D:
The cre% !*st depress the 5AF? 5A/ +/ pb in order to deploy the !asks lectrical power has been sent to deplo% the masks, either man"all% or a"tomaticall%. The cre% o(ygen cylinder is e!pty All of the passenger !asks have deployed
Q 10: ,here are o.%gen generators in each aircraftJs galle% &: Tr"e. ": 4alse
Q 11: 8hat $ill depressing the guarded A@B A9 >9 pb accomplish& A: A signal is sent to the che!ical o(ygen generators to start the flo% of o(ygen to the !asks B: t man"all% sends a signal to open the o#%gen mask doors. C: "oth are correct
Q 12: 8hen does passenger o.%gen flo$ start& &: When the mas k is p"lled tow ard the seat. ": )hen the o(ygen doors open C: )hen the o(ygen b*tton is p*shed D: )hen cabin altit*de e(ceeds 1$,000 ft&
Pneumatic XVIII of XVIII
Q 01: 7ngine bleed air temperature is controlled b%: A: 'ngine oil B: & pre+cooler that "ses fan air. C: Conditioned air fro! the !i(ing *nit
Q 02: (f 3C1 fails 3C2 ta)es o#er all monitoring functions e.cept: &: ngine 1 and &! leak detec tion. ": +verheat detection C: A*to!atic crossbleed valve control
Q 0!: 3leed air normall% comes from the of the engine A:
Q 0': (n flight if the air pressure is insufficient e#en $ith the HP #al#e open: &: The engine s pools "p a"toma ticall%. ": 'ngine po%er has to be increased by the pilot C: .*sh the
Q 0*: ,he pressure regulating and shutoff #al#e $ill close if pressure is or airflo$ occurs A: Do%nstrea! lo% reverse ": Do%nstrea!
Q 0+: ,he crossbleed #al#e has t$o electric motorsL one for the automatic mode and one for the manual mode: &: Tr"e ": 4alse
Q 0: ,he o#erheat detection s%stem uses a single loop for: &: The p%lons a nd &!. ": The %ings and pylons C: The %ings and f*selage
Q 0: ,he AP4 3;77" ?A4;, light illuminates amber for an AP4: A: +verheat ": 5alf*nction C: Bleed leak.
Q 0: ,he A4,> position of the = 3;77" selector opens the crossbleed if: A: An engine bleed valve is open B: The &! bleed valve is open. C: )hen engine start is selected
Q 10: -ecirculation fans in the air conditioning s%stem direct filtered cabin air to $hich area& A: The pne*!atic d*ctE *pstrea! of the packs ": The avionics co!part!ent C: The i#ing "nit.
Q 11: ,emperature regulation for the A!20 is controlled b%: &: $ne 'one con troller and two pack controller s. ": T%o pack controllers and the "5Cs C: The "5Cs
Q 12: @hould both channels fail in a zone controller: A: Te!perat*re opti!iation is still available for that one fro! another controller B: Temperat"re optimi'ation and the back"p mode are lost. C: The pack is not affected
Q 1!: ,he la#ator%/galle% e.tract fan operates: A: +nly on the gro*nd ": +nly in flight C: Contin"o"sl% when electrical power is available.
Q 1': (f bleed air is being supplied b% the AP4 or if one pac) failsL pac) flo$ $ill go to $hat rate& A: 3o% ": 5edi*! C: igh.
Q 1*: 8hat happens to the outflo$ #al#e $hen the -A A(- s$itch is selected >9& A: The o*tflo% valve opens i!!ediately B: The o"tflow valve opens if cabin differential press"re is less than 1 psi. C: /or!al o*tflo% valve control is !aintained
Q 1+: 8hen either the 3;>87- or 7=,-AC, s$itches are in >V-"L air from the air conditioning s%stem is added to #entilation air &: Tr"e. ": 4alse
Q 1: Ho$ man% motors are a#ailable for the outflo$ #al#e& A: 1 ": 2 C: *
Q 1: ,ransfer bet$een the t$o cabin pressure controllers is: A: Acco!plished %ith a s%itch overhead B: &"tomatic after landing or in case the operating controller fails. C: A*to!atically at each takeoff
Q 1: ,he ma.imum cabin descent rate is limited in automatic to: A: 00 ft!in B: )0 ft
Q 20: ,he third motor 5manual6 in the pressurization s%stem is acti#ated: A: A*to!atically if both a*to!atic !otors fail ": In seB*ence after each landing C: When the C&B( !-88 $ 85 switch is positioned to &(.
Q 21: 8hen the cabin #ertical speed e.ceeds fpmL the #ertical speed displa% on 7CA A: ;00 flashes green ": 2;00 flashes green C: 1/00 < flashes green
Q 22: ,he pneumatic s%stem supplies high pressure air for: A: ": C: :
Air Conditioning, %ater press*riation and engine starting )ing anti6icing
Q 2!: High pressure air has sources A: 2 B: * C: $ D: # /ote: Three Fo*rces of <. air are 6'ngine bleed syste!s, A.7 load co!pressor and <. gro*nd connection-
Q 2': 8ith both engines operating an 79F 3;77" pb ?A4;, light $ill illuminate $hen: &: ": C: D:
The The The The
valve po sition differs from X "3''D selector is selected X "3''D selector is selected X "3''D selector is selected
that of the p"sh b"tton. to F<7T to +.'/ to +.'/ or to F<7T
Q 2*: Air bleed from the engines is: A: B: C: D:
/ot cooled prior to being *sed by the syste!s Cooled in a heat e#changer b% cooling air bleed from 7an section. Cooled *sing a!bient air +nly cooled in air conditioning part
Q 2+: (f a 3leed onitoring Computer 53C6 fails: A: All syste!s associated %ith the failed "5C also fail ": The associated bleed valves close C: The remaining BC will a"tomaticall% ass"me most of the failed BCKs f"nctions.
Q 2: A lea) detection s%stem detects an% o#erheating in the #icinit% of hot air ducts &: Tr"e. ": 4alse
Q 2: 8hen engine and $ing antiEice are in use and a 3C detects a bleed lea): A: +nly the engine anti6ice on the associated side %ill be lost ": The %ing and engine anti6ice on the associated side %ill be lost C: The wing anti+ice on the associated side will be lost, and the engine anti+ice on the associated side will contin"e to f"nction.
Q 2: 7ach bleed #al#e is electricall% operated and controlled pneumaticall% b% its associated 3C A: Tr*e B: 7alse. /ote 6 'ach bleed valve is pne*!atically operated and controlled electrically by its associated "5C-
Q !0: (f a 3C detects a bleed lea): A: The cre% !*st isolate the affected leak B: &ll valves that co"ld s"ppl% pne"matic air to the area of the bleed leak will a"tomaticall% close. C: All pne*!atic valves close a*to!atically
Q !1: (f one 3C fails the adacent 3C ta)es o#er the monitoring of the bleed s%stem to issue the follo$ing 7CA $arnings if necessar%: A: ": C: :
+verpress*re +verte!perat*re )ing leak &ll of the above.
Q !2: 3leed lea) protection for the AP4 pneumatic duct is pro#ided b%: &: ": C: D:
etection lo ops associated with BC J1. Detection loops associated %ith "5C G2 The A.7 "5C All of the above
Q !!: 8ith the loss of pneumatic s%stem pressure the engine bleed #al#e $ill: A: =e!ain in its c*rrent position ": Ass*!e the !id position
C: Ass*!e the open position : &ss"me the closed position.
Q !': Pneumatic s%stem operation is controlled and monitored b%: A: +ne bleed !onitoring co!p*ter ": T%o bleed valve co!p*ters C: Two bleed monitoring comp"ters.
Q !*: 7CA 3;77" page: $hen is the F9" s%mbol displa%ed& &: Whenever the aircraft is on the gro"nd. ": All the ti!e C: +nly %hen a gro*nd air s*pply is connected
Q !+: (n automatic mode the crossbleed #al#e opens $hen the s%stem is using AP4 bleed air &: t closes if the s%stem det ects an air leak 3e#cept d"ring engine start4. ": It closes if the syste! detects an air leak e(cept in flight- C: It closes a*to!atically if the syste! detects an air leak
Q !: 8hat happens $hen pressure and temperature are not sufficient to suppl% the corresponding engine bleed #al#e& A: <. valve closes ": <. valve opens, if stage closed C: ! valve opens, ! stage remains in the same config"ration.
Q !: 8hen additional pneumatic air is reIuired for antiEice engine starting or air conditioning: &: &dditional p ne"matic air wi ll be re9"ested b% the BC to th e 7&Cs or the &!. ": The cre% !*st observe !ini!*! /1 li!its C: "oth are correct
Q !: 8hen selected AP4 bleed air: A: B: C: D:
)ill s*pply bleed air only if the '/@ "3''D pbs are selected +44 as priorit% over engine bleed air. )ill s*pply bleed air only if the X "3''D selector is selected +.'/ Does not have priority over engine bleed air
Q '0: 8ith the AP4 running the AP4 3;77" push button selected >9 and the = 3;77" selector to A4,> the AP4 $ill: A: +nly s*pply bleed air B: 8"ppl% pne"matic air a"tomaticall% opens. C: )ill s*pply bleed air D: +nly s*pply bleed air
to the left side to both sides of the aircraft beca"se the pne"matic crossbleed valve only to the left side *nless the X "3''D selector is selected +.'/ to the right side
Q '1: 8hich source controls the crossbleed #al#e& A: .ne*!atic B: lectric.
Q '2: ,he cre$ ma% directl% control the follo$ing bleed #al#es: A: ": C: D:
'ngine, engine high press*re, A.7 'ngine, inter!ediate press*re, A.7 ngine, &!, crossbleed. Crossbleed
Q '!: AP4 bleed air supplies the pneumatic s%stem if the AP4 speed is abo#e : A: ": C: :
;0H ;#H 82H >)?
Q '': A chec) #al#e near the crossbleed duct protects the AP4 $hen bleed air comes from another source: &: Tr"e. ": 4alse