8 - FMGS / Navigation

Question 1

1. (DSC-34-10) What does it mean when the ADR fault light illuminates steady on the ADIRS CDU ;
   (a) The respective IR is lost
   (b) No present position entry after 10 mins.
   (c) Alignment has been completed.
   (d) A fault is detected in air data reference.

Answer 1

(d) A fault is detected in air data reference.

Question 2

2. (DSC-34-10) On the pedestal mounted switching panel the ATT HDG and AIR DATA selectors are at NORM, meaning ;
   (a) ADIRU 1 supplies data to PFD 1, ND 1. ADIRU 2 supplies data to PFD 2, ND 2.
   (b) ADIRU 1 supplies data to PFD 1, ND 1 and RMI / VOR DME. ADIRU 2 supplies data to PFD 2, ND 2.
   (c) ADIRU 1 supplies data to PFD 1. ADIRU 2 supplies data to PFD 2.
   (d) ADIRU 1 supplies data to PFD 1 & ND 2. ADIRU 2 supplies data to PFD 2 & ND 1.

Answer 2

(b) ADIRU 1 supplies data to PFD 1, ND 1 and RMI / VOR DME. ADIRU 2 supplies data to PFD 2, ND 2.

Question 3

3. (DSC-34-30) Tuning of VOR / DME and ILS is provided by;

(a) Automatic tuning / Manual tuning / Back up tuning.
(b) Automatic tuning / Manual tuning.
(c) Automatic tuning / Back up tuning.
(d) Manual tuning / back up tuning.

Answer 3

(a) Automatic tuning / Manual tuning / Back up tuning.

Question 4

4. (DSC-34-30) In case of failure of FMGC 1 & 2 (Back up tuning) ;
   (a) VOR, ILS and ADF receivers 1 & 2 can be tuned through RMP 1.
   (b) VOR, ILS and ADF receivers 1 can be tuned through RMP 1.
   (c) RMP1 controls VOR, ILS DME and ADF receivers 1. RMP 2 controls VOR, ILS DME and ADF receivers 2.
   (d) VOR, ILS and ADF receivers 1 and 2 can be tuned through either RMP.

Answer 4

(c) RMP1 controls VOR, ILS DME and ADF receivers 1. RMP 2 controls VOR, ILS DME and ADF receivers 2.

Question 5

5. (DSC-34-10) the align light flashes ;
   (a) Within 5 mins. of Nav. mode selection when present position has not been entered.
   (b) IR alignment fault, or no present position entry after 10 mins or difference between position at shut down and entered position exceeds 1 deg. of lat. or long.
   (c) When alignment has been completed.
   (d) When the ADIRS switches are off.

Answer 5

(b) IR alignment fault, or no present position entry after 10 mins or difference between position at shut down and entered position exceeds 1 deg. of lat. or long.

Question 6

6. (DSC-22-10) The FMGS consists of the following main components ;
   (a) 2 FMGC - 2 MCDU - 2 FAC - 2 FCU control panels.
   (b) 2 FMGC - 2 MCDU - 2 FAC - 1 FCU control panel.
   (c) 2 FMGC - 2 MCDU - 2 FAC - 2 ECAM.
   (d) 2 FMGC - 2 MCDU - 2 ECAM - 1 FCU control panel.

Answer 6

(b) 2 FMGC - 2 MCDU - 2 FAC - 1 FCU control panel.

Question 7

7. (DSC-22-10) Normal electrical power supplies the aircraft, and the MCDU CRT is dark, without any other warning or message , it means ;
   (a) The FMGC has been switched off with the On / Off key on the key-pad.
   (b) The FMGC has failed.
   (c) The MCDU CB is pulled.
   (d) The MCDU ‘BRT’ knob is dimmed.

Answer 7

(d) The MCDU ‘BRT’ knob is dimmed.

Question 8

8. (PRO-NOR-SOP-06) On the ground, when electrical power is initially supplied to the aircraft, the MCDU will normally automatically display ;
   (a) Airport page.
   (b) Init. A page.
   (c) Data index page.
   (d) A/C status page ( for database validity check).

Answer 8

(d) A/C status page ( for database validity check).

Question 9

9. (DSC-34-10) What does a steady align light indicate on an ADIRU
   (a) The system can only be used in ATT mode.
   (b) The system is unable to enter Nav. mode to compute co-ordinates, switch it off.
   (c) The respective IR is operating normally in align mode
   (d) The system has not aligned and must be reset.

Answer 9

(c) The respective IR is operating normally in align mode

Question 10

10. (DSC-22-10-30) These messages appear on the co-pilot side ND ; ‘Select offside range/mode’ & ‘Map not available’.
    (a) The IRS’s have not reached complete alignment.
    (b) The flight plan entered in captains FMGC has not been transferred into co-pilots FMGC.
    (c) Single FMGC operation and the two EFIS control panels are not set at the same range and mode.
    (d) The FMGCs are in independent mode of operation.

Answer 10

(c) Single FMGC operation and the two EFIS control panels are not set at the same range and mode.

Question 11

11. (PRO-SUP-22) Engines running, ready to taxi, a message appears ; ‘Check GW’ ,access to init ‘B’ page is no longer available , On which page is it possible to insert the correct GW
    (a) T/o performance page.
    (b) Progress page.
    (c) Fuel prediction page.
    (d) Init ‘A’ page.

Answer 11

(c) Fuel prediction page.

Question 12

12. (PRO-NOR-SRP-01 FMS-30) Aircraft on runway centerline, ready for take off ; To preset a heading of 233 deg. ;
    (a) Pull Hdg. knob to disarm Nav. mode, set 233 deg. and press Hdg. knob to engage.
    (b) Turn Hdg. knob, set 233 deg. and pull to engage.
    (c) Turn Hdg. knob, set 233 deg., pull Hdg. knob when ATC clears to turn to 233 deg.
    (d) Write H233 onto MCDU ‘scratchpad’ and when cleared by ATC perform a lateral revision at the current waypoint to turn onto Hdg. 233 deg.

Answer 12

(c) Turn Hdg. knob, set 233 deg., pull Hdg. knob when ATC clears to turn to 233 deg.

Question 13

13. (DSC-22-30) One of the SRS disengagement conditions is not true;
    (a) Disengages automatically at FCU alt.
    (b) Disengages automatically at acceleration alt.
    (c) Disengages manually by pulling the speed knob.
    (d) Disengaged by setting a new FCU altitude.

Answer 13

(d) Disengaged by setting a new FCU altitude.

Question 14

14. (DSC-22-10) Control of the aircraft can be automatic or manual. Guidance of the aircraft can be managed or selected. How do you understand the following situation; Managed Guidance - Manual Control – Selected Speed.
    (a) FMGC computes and sends steering orders for navigation purpose, the pilot flies through the side stick, speed is adjusted in the FCU window.
    (b) The autopilot follows the flight plan, the pilot sets the necessary data for longitudinal and lateral control of the aircraft, the target speed is computed and displayed by the FMGC.
    (c) Managed guidance means the autopilot is engaged.
    (d) Selected guidance means the pilot is flying through the side stick.

Answer 14

(a) FMGC computes and sends steering orders for navigation purpose, the pilot flies through the side stick, speed is adjusted in the FCU window.

Question 15

15. (DSC-22-20-30-10-15) A hold has been entered in the flight plan, speed and Nav. are managed, You want to leave this hold ;
    (a) Use the CLR key.
    (b) Hold is automatically cancelled when overflying the holding fix.
    (c) Activate the ‘Imm EXIT’ prompt.
    (d) Clear any discontinuity after the holding fix and the aircraft will leave the hold next time over the holding fix.

Answer 15

(c) Activate the ‘Imm EXIT’ prompt.

Question 16

16. (DSC-22-20) For aircraft position determination, FMGC uses data from ;
    (a) GPS only.
    (b) Clocks and Ground speed computation.
    (c) ADIR 1 only.
    (d) DME, VOR, GPS or ILS systems and 3 ADIRS.

Answer 16

(d) DME, VOR, GPS or ILS systems and 3 ADIRS.

Question 17

17. (DSC-22-20-30-10-15) In flight, following a manual position updating of the FMGC ;
    (a) It is also necessary to update the IRS position.
    (b) An IRS cannot be updated during a/c motion.
    (c) It is also necessary to realign the ADIRs at the new position ( full align).
    (d) It is necessary to realign the ADIRs using the quick align method.

Answer 17

(b) An IRS cannot be updated during a/c motion.

Question 18

18. (PRO-SUP-34) How long does a normal IR alignment take ;
    (a) Approximately 7 minutes
    (b) Approximately 2 minutes
    (c) Approximately 10 minutes
    (d) Approximately 5 minutes

Answer 18

(c) Approximately 10 minutes

Question 19

19. (DSC-22-30) What are the basic modes of the AP/FD (Flight engagement) ;
    (a) Pitch and roll.
    (b) V/S and HDG.
    (c) ALT and NAV.
    (d) SPD and HDG.

Answer 19

(b) V/S and HDG.

Question 20

20. (DSC-22-30) The engagement of both autopilots is possible ;
    (a) When ‘Land’ illuminates in green on the FMA.
    (b) When A/C is stabilised at G/S interception altitude.
    (c) As soon as the Loc. has been intercepted.
    (d) After appr. Pb. switch is pressed and illuminates.

Answer 20

(d) After appr. Pb. switch is pressed and illuminates.

Question 21

21. (DSC-31-40) Can you read the heading on the PFD ;
    (a) Yes.
    (b) No.
    (c) Only in ‘Plan’ mode.
    (d) Only when not in ‘Plan’ mode.

Answer 21

(a) Yes.

Question 22

22. (DSC-27-20-10) A/C is in clean configuration and normal law, when the FAC detects a too high angle of attack ;
    (a) Stall warning is activated.
    (b) THR LK flashes on FMA.
    (c) Alpha floor function operates.
    (d) LAF load alleviation function becomes active.

Answer 22

(c) Alpha floor function operates.

Question 23

23. (PRO-NOR-SRP-01 FMS-70) During ils approach, land 3 fail passive (also called Cat III single) , one engine fails below 100 ft. RA ; Will this cause a landing capability downgrade and require a go-around ;
    (a) Yes, a downgrade will occur and you must go-around.
    (b) No , a downgrade will not occur and you may continue to land.
    (c) Yes, a downgrade will occur BUT a go-around is not required.
    (d) Yes, a downgrade will occur, and you may land or go-around.

Answer 23

(b) No , a downgrade will not occur and you may continue to land.

Question 24

24. (DSC-22-30) During an ils approach the NAV mode will be deactivated at ;
    (a) Glide slope capture.
    (b) Localizer capture.
    (c) Loc. & glide must be captured.
    (d) MDA.

Answer 24

(b) Localizer capture.

Question 25

25. (DSC-22-30) Can you display FD bars and FPV at the same time, for cross checking on different PFDs ; (a) Yes, Capt. and F/o can each have HDG/Vs or Trk/Fpa. (b) No, the FD presentation on both PFDs will always be the same. (c) Yes, different presentations are possible but standard operating procedure requires both to be the same. (d) Yes, both presentations are possible and standard operating procedure permits both at the same time.

Answer 25

(b) No, the FD presentation on both PFDs will always be the same.

Question 26

26. (LIM-22) Certified FMGS limitations, max wind conditions for CAT III automatic approach, performed in managed speed guidance and with autothrust Head wind Tail wind X-wind (a) 30 kt 10 kt. 20 kt. (b) 40 kt. 10 kt. 15 kt. (c) 20 kt. 10 kt. 20 kt. (d) 40 kt. 10 kt. 20 kt.

Answer 26

(a) 30 kt 10 kt. 20 kt.

Question 27

27. (DSC-22-30) The continuous cavalry charge audio identifies only one of the following situations ; (a) Over speed for the actual A/c configuration. (b) Fire or oil low pressure on one engine. (c) Autopilot disengagement. (d) Excess cabin altitude.

Answer 27

(c) Autopilot disengagement.

Question 28

28. (DSC-22-30) Setting the thrust levers at idle will disengage the auto thrust mode, auto thrust will re-engage and become active :- (a) As soon as the thrust levers position is changed. (b) When the A/thr push button is pressed and the levers are back in the climb detent. (c) As soon as the levers are back in the climb detent. (d) Provided the levers are moved form the idle position.

Answer 28

(b) When the A/thr push button is pressed and the levers are back in the climb detent.

Question 29

29. (DSC-22-30) In one of the cases listed below, A/thr does not disengage ; (a) When the two thrust levers are set at the idle position. (b) Pressing the A/thr pushbutton on the FCU. (c) When the aural warning announces ‘Retard’. (d) Pressing the instinctive disconnect button.

Answer 29

(c) When the aural warning announces ‘Retard’.

Question 30

30. (DSC-22-30) The LOC Pb on the FCU is pressed to arm LOC mode, this mode is used for (a) Performing a published localizer approach. (b) Tracking a VOR beam during an approach. (c) Performing Non Precision Approaches VOR / ADF / RNAV. (d) Performing a published Localizer approach or approaching on an ils before intercepting the glideslope.

Answer 30

(d) Performing a published Localizer approach or approaching on an ils before intercepting the glideslope.

Question 31

31. (PRO-NOR-SRP-01 FMS-70) What does a triple click mean during an ils approach ; (a) A level 3 warning to the crew. (b) A primary failure is occurring, prepare for go-around. (c) Flaps are set at 3 and the landing gear is not down. (d) Landing capability down grade warning. .

Answer 31

(d) Landing capability down grade warning. .

Question 32

32. (PRO-ABN-24) Following a dual engine generator failure, emergency gen. supplies the A/C. (a) FMGC 1 only is available (Nav. function only). (b) FMGC 2 only is available. (c) Both FMGCs are available. (d) No FMGC is available.

Answer 32

(a) FMGC 1 only is available (Nav. function only).

Question 33

33. (PRO-ABN-34) In which case are AP/FD, ATS and Landing capacities totally lost ; (a) 2 IRS’s failure or 2 ADR’s failure. (b) 2 RA’s failure. (c) 2 ILS’s failure. (d) Both FAC’s failure.

Answer 33

(a) 2 IRS’s failure or 2 ADR’s failure.

Question 34

34. (DSC-27-20-10) The mandatory parameter used by the Alpha Floor detection is ; (a) A/C minimum speed. (b) A/C weight. (c) A/C maximum speed. (d) A/C angle of attack.

Answer 34

(d) A/C angle of attack.

Question 35

35. (DSC-27-10) Rudder travel limitation is a function of ; (a) FAC only. (b) FAC in normal and ELAC in alternate. (c) ELAC only. (d) ELAC in Normal and FAC in alternate.

Answer 35

(a) FAC only.

Question 36

36. (DSC-34-10) The Display Data Selector on the ADIRU id placed in the HDG position and the display SYS selector knob is selected to 1. What information is shown on the ADIRU CDU display window (a) Aircraft heading and track in relation to magnetic north, based on the average of the inputs from all three IR’s (b) Aircraft heading and track in relation to true north, based on the average of the inputs from all three IR’s (c) Aircraft heading in relation to true north as determined by IR 1 (d) Aircraft heading in relation to magnetic north as determined by IR 1

Answer 36

(c) Aircraft heading in relation to true north as determined by IR 1

Question 37

37. (DSC-27-20-30) The ELAC safety tests (power up test) are automatically performed (a) On ground at computer power up. (b) In case of discrepancy between two computers. (c) In flight when a failure occurs. (d) In flight at autopilot engagement.

Answer 37

(a) On ground at computer power up.

Question 38

38. (DSC-34-20) The electric standby horizon normally draws current from; (a) The AC ESS BUS. In case of total electrical failure, the horizon remains unusable for 5 minutes. (b) The DC ESS BUS. In case of total electrical failure, the horizon remains usable for 5 minutes (c) The DC ESS BUS. In case of total electrical failure, the horizon remains unusable for 10 minutes (d) The DC ESS BUS. In case of total electrical failure, the horizon remains unusable for 5 minutes

Answer 38

(b) The DC ESS BUS. In case of total electrical failure, the horizon remains usable for 5 minutes

Question 39

39. (DSC-22-10) The FMGC functions are ; (a) Flight guidance and flight envelope protection. (b) Flight management and flight envelope protection. (c) Flight management and flight guidance. (d) Flight envelope protection and yaw axis control.

Answer 39

(c) Flight management and flight guidance.

Question 40

40. (DSC-27-10) The trim function of the FAC is ; (a) Pitch trim. (b) Rudder trim. (c) Aileron trim. (d) Pitch trim and Rudder trim.

Answer 40

(b) Rudder trim.

Question 41

41. (DSC-22-10) The AFS computers are ; (a) FMGC and ELAC. (b) FMGC and SEC. (c) FMGC and FAC. (d) ELAC and SEC.

Answer 41

(c) FMGC and FAC.

Question 42

42. (DSC-22-10) With AP 1 and AP 2 not engaged, FD 1 and FD 2 engaged and A/Thr active ; (a) FMGC 1 controls engine 1, FMGC 2 controls engine 2. (b) FMGC 1 controls both engines. (c) FMGC 2 controls both engines. (d) Flight controls and engines are controlled by only one FMGC.

Answer 42

(b) FMGC 1 controls both engines.

Question 43

43. (DSC-22-30) Which of the following will NOT cause the autopilot to disengage ; (a) Side stick deflection in roll. (b) Side stick deflection in pitch. (c) Rudder pedal deflection. (d) Deflection of NWS tiller.

Answer 43

(d) Deflection of NWS tiller.

Question 44

44. (DSC-22-10) In normal operation, with the two MCDU showing the same page, a modification made by the pilot on MCDU 1 is sent to MCDU 2 ; (a) Directly. (b) Via FMGC 1. (c) Via FMGC 1 and FMGC 2. (d) Via FMGC 1, FMGC 2 and RMP 2.

Answer 44

(c) Via FMGC 1 and FMGC 2.

Question 45

45. (DSC-22-10) The flight guidance functions are ; (a) Autopilot, flight plan, autothrust. (b) Autopilot, performance, flight plan. (c) Autopilot, flight director, autothrust. (d) Flight management, autopilot, autothrust.

Answer 45

(c) Autopilot, flight director, autothrust.

Question 46

46. (DSC-22-20) The position of the aircraft, used in the flight plan is computed by ; (a) FG part of the FMGC. (b) FM part of the FMGC. (c) The DMC. (d) The MCDU.

Answer 46

(b) FM part of the FMGC.

Question 47

47. (DSC-22-30) The flight director is engaged ; (a) By pressing the FD P/b on the FCU. (b) Automatically at system power up. (c) By selecting a mode on the FCU. (d) By selecting the Init page on the FCU.

Answer 47

(b) Automatically at system power up.

Question 48

48. (DSC-27-10) With autopilot engaged, the rudder is normally controlled by; (a) The FMGC. (b) The FAC. (c) The ELAC. (d) The SEC.

Answer 48

(b) The FAC.

Question 49

49. (DSC-22-10) The normal FMGC operation is ; (a) Only one FMGC can operate at a time. (b) FMGC 1 has priority, FMGC 2 is in standby. (c) FMGC’s operate according to a master slave principle. (d) FMGC’s operate independently.

Answer 49

(c) FMGC’s operate according to a master slave principle.

Question 50

50. (DSC-22-10) The FCU allows ; (a) Modification of the flight plan. (b) Selection of flight guidance functions / modes. (c) Selection of radio nav frequencies. (d) IRS alignment.

Answer 50

(b) Selection of flight guidance functions / modes.

Question 51

51. (DSC-27-20-10) In cruise lateral AP orders are executed by ; (a) Ailerons and spoilers. (b) Ailerons and rudder. (c) Rudder and spoilers. (d) Ailerons spoilers and rudder.

Answer 51

(d) Ailerons spoilers and rudder.

Question 52

52. (DSC-22-30) With the aircraft in flight, AP engaged and A/Thr active, The A/Thr mode ; (a) Can be chosen by the pilot on the FCU. (b) Can be chosen by the pilot on the MCDU. (c) Depends on the AP lateral mode. (d) Depends on the AP vertical mode.

Answer 52

(d) Depends on the AP vertical mode.

Question 53

53. (DSC-22-30) With the aircraft in flight, A/Thr not engaged, Thr levers on CLB detent, an Alpha floor is detected ; (a) A/Thr does not get engaged because the engines are already in CLB. Thrust. (b) A/Thr automatically engages but is not active. (c) A/Thr automatically engages and controls the engines with CLB thrust. (d) A/Thr automatically engages and controls the engines with TOGA thrust.

Answer 53

(d) A/Thr automatically engages and controls the engines with TOGA thrust.

Question 54

54. (DSC-27-10) The FAC computes rudder travel limit ; (a) Only when AP is engaged. (b) Only at low speed. (c) Only in case of ELAC failure. (d) At any time.

Answer 54

(d) At any time.

Question 55

55. (DSC-22-30) On the FMA, on the second line of the longitudinal zone ; (a) ALT can be only in green or magenta. (b) ALT in cyan indicates that ALT mode is active. (c) Alt in cyan indicates that ALT mode is armed. (d) ALT in cyan indicates that ALT mode is active or a FM altitude constraint.

Answer 55

(c) Alt in cyan indicates that ALT mode is armed.

Question 56

56. (DSC-22-30) With the thrust levers in the climb gate, A/Thr disengages ; the engines thrust ; (a) Equals the Climb thrust limit. (b) Is frozen at the existing thrust. (c) Corresponds to the thrust lever position. (d) Progressively becomes equal to the thrust lever position.

Answer 56

(b) Is frozen at the existing thrust.

Question 57

57. (DSC-22-30) When Take off mode is engaged ; (a) A/Thr automatically engages and is active. (b) A/Thr automatically engages but is not active. (c) A/Thr does not automatically engage and the engines are controlled by the thrust levers. (d) A/Thr does not automatically engage and the engines are controlled by the last thrust target.

Answer 57

(b) A/Thr automatically engages but is not active.

Question 58

58. (DSC-34-10) ADIRU 3 can supply information to ; (a) DMC 1 and DMC 2 only. (b) DMC 1 and DMC 3 only. (c) DMC 2 and DMC 3 only. (d) DMC 1, DMC 2 and DMC 3.

Answer 58

(d) DMC 1, DMC 2 and DMC 3.

Question 59

59. (DSC-34-10) Air data modules (ADM) supply pressure information to the ADIRU’s from ; (a) All pitot probes and static ports. (b) The pitot probes only. (c) The static ports only. (d) The captain and F/o pitot probes and static ports only.

Answer 59

(a) All pitot probes and static ports.

Question 60

60. (DSC-34-10) ADIRS 3 receives TAT information from ; (a) The captains TAT sensor. (b) The F/O’s TAT sensor. (c) The Captain and F/o’s TAT sensors. (d) The stand- by TAT sensor.

Answer 60

(a) The captains TAT sensor.

Question 61

61. (DSC-34-10) The baro. correction or reference selected is sent to each ADIRU via ; (a) The Master FMGC. (b) The FCU. (c) The RMPs. (d) The DMCs.

Answer 61

(b) The FCU.

Question 62

62. (DSC-34-10) Each ADIRU receives two analogue inputs ; They are ; (a) Angle of attack (AOA) and total air temperature (TAT). (b) Angle of attack (AOA) and Baro correction or reference. (c) Total Air Temperature (TAT) and Baro correction or reference. (d) FMGC status and Baro correction or reference.

Answer 62

(a) Angle of attack (AOA) and total air temperature (TAT).

Question 63

63. (DSC-34-10) In normal operation the ADIRUs are aligned using information from (a) The ADIRS CDU. (b) The CFDS. (c) The FCU. (d) The MCDU.

Answer 63

(d) The MCDU.

Question 64

64. (DSC-34-10) If ADIRU 2 fails, the correct action is ; (a) Set ATT HDG and AIR DATA selectors to CAPT/3. (b) Set ATT HDG and AIR DATA selectors to F/O/3. (c) Set ATT HDG selectors to CAPT/3, AIR DATA selector to F/O/3. (d) Set ATT HDG selectors to F/O/3, AIR DATA selector to CAPT/3.

Answer 64

(b) Set ATT HDG and AIR DATA selectors to F/O/3.

Question 65

65. (DSC-34-10) In normal operation ADIRU 1 supplies information to ; (a) The Captains PFD and the First Officers ND. (b) The Captains ND and the First Officers PFD. (c) The Captains PFD and ND. (d) The First Officers PFD and ND.

Answer 65

(c) The Captains PFD and ND.

Question 66

66. (DSC-31-45) In Rose Nav mode with VOR 1 selected, the ND displays what VOR information : (a) Deviation Bar, selected course and the bearing pointer. (b) Bearing pointer only. (c) Deviation bar and selected course only. (d) Deviation bar and bearing pointer only.

Answer 66

(b) Bearing pointer only.

Question 67

67 (DSC-31-45) In Rose Ils mode, the ND displays what ils information : (a) G/S and LOC scales. (b) Deviation bar and selected course. (c) Deviation bar, selected course and G/S scale. (d) Deviation bar, selected course, G/S and LOC scales.

Answer 67

(d) Deviation bar, selected course, G/S and LOC scales.

Question 68

68. (DSC-31-45) In the event of no ADF 1 reception, with ADF 1 selected on ND; (a) The bearing pointer goes out of view and ADF flag is displayed. (b) The bearing pointer goes out of view and station ID is replaced by red crosses. (c) The bearing pointer goes red and station ID is replaced by frequency. (d) The bearing pointer goes out of view and station ID is replaced by frequency.

Answer 68

(d) The bearing pointer goes out of view and station ID is replaced by frequency.

Question 69

69. (DSC-31-45) In Rose Vor mode, in the event of VOR receiver failure ; (a) The VOR flag flashes red for nine seconds then remains steady. (b) The VOR flag becomes red and the course pointer rotates (c) The VOR flag flashes red for nine seconds then disappears (d) The VOR information flashes and the course pointer disappears.

Answer 69

(a) The VOR flag flashes red for nine seconds then remains steady.

Question 70

70. (DSC-22-30) During Take-Off and Go-Around, The speed window on the FCU Displays ; (a) The speed manually inserted by the Crew into the FCU and the light is out. (b) The speed manually inserted by the crew into the MCDU and the light is illuminated. (c) Dashes and the light is illuminated ; Managed speed such as V2 or memorised Vapp are automatically used by the FMGS. (d) The target Vapp if the speed is managed for approach.

Answer 70

(c) Dashes and the light is illuminated ; Managed speed such as V2 or memorised Vapp are automatically used by the FMGS.

Question 71

71. (DSC-22-30) The following AP/FD lateral modes are managed ; (a) NAV, HDG, APPR, LOC, RWY, RWY TRK. (b) HDG, NAV, APPR, LOC, GA TRK. (c) NAV, APPR, LOC, RWY, RWY TRK, GA TRK. (d) HDG, LOC, APPR.

Answer 71

(c) NAV, APPR, LOC, RWY, RWY TRK, GA TRK.

Question 72

72. (DSC-22-30) In Approach, ‘LAND’ illuminates green on FMA when radio altitude is ; (a) 700 ft. (b) 400 ft. (c) 1,000 ft. (d) 200 ft.

Answer 72

(b) 400 ft.

Question 73

73. (DSC-22-30) On the ground, the engagement of the autothrust function ; (a) Must be carried out manually by the crew before take off. (b) Is performed automatically upon the second engine start. (c) Is performed automatically at the engagement of the take off modes. (d) Is performed manually by pressing the A/THR buttons in the thrust levers.

Answer 73

(c) Is performed automatically at the engagement of the take off modes.

Question 74

74. (DSC-22-30) Climbs and descents are always limited ; (a) By flight plan (T/C) and (T/D) points. (b) By the altitude manually selected on the FCU. (c) By the aircraft weight calculated by the FMGC. (d) By the CRZ altitude manually inserted on the MCDU.

Answer 74

(b) By the altitude manually selected on the FCU.

Question 75

75. (DSC-22-20) In flight the FMGS position can be updated ; (a) Whenever a DME station is selected by the pilot. (b) Using data from the selected NDB, VOR or DME stations. (c) Automatically with the DMEs through the auto tuning function. (d) Using BRG/BRG information from two manually selected NDBs.

Answer 75

(c) Automatically with the DMEs through the auto tuning function.