A320 ELECTRICAL SYSTEM CHAP-24

Q 01: The engine generators and APU generator are rated at _____ KVA.
A: 50
B: 70
C: 90
D: 110
Q 02: The number 1 AC bus channel normally supplies power to _____ and to the _____ bus which supplies power
to the ______ bus.
A: TR2 / AC ESS SHED / DC ESS SHED
B: TR1 / AC ESS SHED / DC ESS
C: TR1 / AC ESS / AC ESS SHED
D: TR1 / AC ESS / DC ESS SHED
Q 03: The normal priority for supplying electrical power to the AC busses is:
A: External power, engine generators then APU
B: External power, APU, then engine generators
C: APU, external power then engine generators
D: Engine generators, external power then APU
Q 04: The BATTERY BUS is normally powered by:
A: DC BUS 2
B: DC BUS 1 and DC BUS 2
C: DC bus 1 through a DC tie control relay.
D: DC bus 2 through a DC tie control relay.
Q 05: The A-320 has _______ batteries in its main electrical system.
A: 1
B: 2
C: 3
D: 3 (4 when ETOPS capable)
Q 06: When no other power is available in flight, the static inverter converts _____ power to AC power for the
______ bus; and ______ powers the _______ bus.
A: BAT1 DC / AC ESS bus / BAT2 / DC ESS
B: BAT1 DC / AC ESS SHED / BAT2 / DC ESS SHED
C: BAT1 DC / AC ESS bus / BAT2 / DC ESS SHED
D: BAT1 DC / AC ESS bus / DC ESS
Q 07: An AC ESS FEED switch located on the overhead panel shifts the power source for the AC ESS bus from:
A: AC bus1 to AC bus 2
B: AC bus 1 to AC Grnd/Flt bus
C: AC bus 2 to AC bus 1
Q 08: Which of the following AC busses can be powered by the emergency generator?
A: AC bus 1
B: AC bus 2
C: AC ESS bus / AC ESS SHED bus
Q 09: The RAT is connected directly (mechanically) to the Emergency Generator
A: True
B: False
Q 10: The emergency generator supplies power as long as:
A: The landing gear is down.
B: The RAT is deployed.
C: The RAT is deployed and the landing gear is down
D: The landing gear is up.
Q 11: After landing, in the emergency electrical configuration: the batteries automatically connect to the DC BAT
bus when speed decreases below _______ knots.
A: 50

B: 70
C: 90
D: 100
Q 12: The BAT FAULT light will illuminate when:
A: Battery voltage is low
B: Charging current increases at an abnormal rate
C: Charging current decreases at an abnormal rate.
Q 13: Do not depress the IDG DISCONNECT switch for more than _______ to prevent damage to the disconnect
mechanism.
A: 3 seconds
B: 7 seconds
C: 10 seconds
D: 15 seconds
Q 14: The IDG Fault light indicates:
A: An IDG oil overheat
B: IDG low oil pressure.
C: IDG low oil pressure or IDG oil overheat
D: IDG has been disconnected
Q 15: If normal electrical power is lost; essential cockpit lighting is maintained for the:
A: Captain’s instrument panel.
B: Standby compass
C: Right dome light (provided the dome selector is not off).
D: All of the above.
Q 16: You enter a dark cockpit, what action is necessary before checking the battery voltages?
A: You have to check that the external power is on.
B: You have to ensure that at least one battery is on.
C: You have to ensure that both batteries are on.
D: You have to verify that both batteries are off.
Q 17: Having started the APU, how can you get the APU generator to power the electrical system?
A: The APU generator must be switch on.
B: By pushing the EXT PWR pushbutton thus disconnecting the external power.
C: By pushing the BUS TIE pushbutton.
D: You are unable to as the APU power output is outside normal parameters.
Q 18: Are there any limitations associated with disconnecting an IDG?
A: Never disconnect an IDG in flight, or push the IDG disconnect push button for more than 30 seconds.
B: There is no limitation
C: Never disconnect an IDG in flight, or push the IDG disconnect push button for more than 5 seconds.
D: Never disconnect an IDG unless the engine is running, nor push the IDG disconnect push button for more
than 3 seconds.
Q 19: Which voltage requires recharging or replacing the batteries?
A: 20 volts or less.
B: 24 volts or less.
C: 25 volts or less.
D: 26 volts or less.
Q 20: The APU is supplying the electrical system. What is the order of priority for the different generators?
A: Engines, external power, APU.
B: APU, engines, external power.
C: External power, engines, APU.
D: APU, external power, engines.
Q 21: What is the significance of the green collared circuit breakers?
A: Green collared circuit breakers are pulled when flying on battery power only.
B: Green collared circuit breakers are monitored by the ECAM.
C: Green collared circuit breakers are not to be reset.

D: Green collared circuit breakers are AC powered.
Q 22: With the EMER EXIT LT selector in the ARM position, which situation will activate the emergency lights
and exit signs?
A: AC SHED bus unpowered
B: AC bus #1 unpowered
C: DC ESS SHED bus unpowered
D: DC bus #2 unpowered
Q 23: If batteries are the only source of power in flight, how long will battery power be available?
A: Between 22 and 30 minutes depending on equipment in use.
B: Until the APU is started.
C: Two hours and 30 minutes dependent on equipment in use.
D: 45 minutes dependent on equipment in use.
Q 24: What is the minimum voltage when conducting a BATTERY CHECK?
A: 28 volts.
B: Less than 60 amps in 10 seconds.
C: Greater than 24 volts.
D: Greater than 25 volts.
Q 25: A battery fault light will illuminate when:
A: The batteries have auto disconnected due to low voltage.
B: Battery voltage drops below a predetermined level.
C: Battery charging current increases at an abnormal rate.
Q 26: Which flight control computer will be inoperative with gear extension while in the Emergency Electrical
Configuration?
A: FAC 1 and ELAC 1.
B: SEC 1
C: SEC 1 and ELAC 1
D: FAC 1
Q 27: If the battery voltages are below the minimum, how do you charge them?
A: You have to call a mechanic because the batteries can only be charged by maintenance.
B: I have to check that the BAT pushbuttons are on and switch the external power on.
C: I have to switch the external power to ON and switch the batteries off.
D: I have to start the APU as the batteries can only be charged by the APU generator.
Q 28: What is the function of APU GEN push button located on the overhead electrical panel?
A: Push this button to automatically start the APU.
B: When selected to OFF the APU generator field is de-energized.
C: Both are correct.
Q 29: Is it possible to parallel generators?
A: Of course yes.
B: Only with the RAT deployed.
C: The electrical system will not allow “paralleling” of generators.
D: Only one engine generator may be paralleled with the APU.
Q 30: While operating on Emergency Electrical Power with the landing gear lowered which of the following
control laws is in effect?
A: Backup.
B: Direct.
C: Alternate.
D: Backup or alternate
Q 31: What cockpit lighting is available during an emergency electrical situation?
A: Emergency path lighting only.
B: Right side Dome light, main panel flood lights (left two columns only), and the standby compass light.
C: Located on normal circuit breaker panels.
D: Right side dome light, main panel flood lights, and the standby compass light.

Q 40: How many times can you reset a circuit breaker? A: Once. Q 34: When does the RAT automatically deploy? A: With the loss of two hydraulic systems. emergency lights. C: Both are correct. if authorized by the procedures. emergency lights. and escape path lighting. and one subsequently fails. main panel flood lights. B: False. B: Electrical power to both AC BUS #1 & #2 is lost and the aircraft speed is above 100 knots. but some loads are shed in both main galleys. C: When selected OFF generator # 1 is removed from all busses but continues to power one fuel pump in each wing. emergency lights. B: When selected OFF the #1 generator powers all AC busses. B: When the RAT is deployed using hydraulic RAT MAN ON push button. C: Both are correct. Q 39: If both engine generators are powering the system.Q 32: What is the function of the GEN 1 LINE push button? A: When selected OFF the avionics compartment isolation valves close. Q 35: During the five seconds it takes for the RAT to extend: A: The BATTERIES power both BATT HOT busses. B: No. What lights are associated with this switch? A: Exit signs. AC busses #1 & #2 are unpowered and the nose gear is up. D: They are mainly AC powered. D: The BATTERIES power both BATT HOT busses. and the standby compass light. and escape path lighting. C: Yes. Q 36: The purpose of the AUTO BUS TIE is to allow either engine-driven IDG to automatically power both main AC buses in the event of a generator loss until either ground power or the APU generator is activated. C: The STATIC INVERTER powers both BATT HOT busses. ESS DC. those associated with the failed generator. which of the following would result after the loss of Gen #2 and the subsequent start of the APU? A: The APU would now power both sides of the electrical system. B: All systems return to normal and the RAT must be restowed. C: Exit signs. and ESS AC SHED through the STATIC INVERTER. B: The BATTERIES power both BATT HOT busses. B: Once. A: True. C: They may be operational in the Emergency Electrical Configuration. there is a three position EMERGENCY EXIT Light switch. D: Twice. ESS DC. Q 33: During a routine flight. ESS DC SHED. Q 41: On the cockpit overhead panel. C: Eng gen #1 continues to power AC bus #1 and downstream systems. if authorized by the procedures. C: Twice. and ESS AC through the ESS AC SHED busses. Q 37: When will the RAT & EMER GEN red FAULT light illuminate? A: When the EMER GEN is not supplying electrical power. are any busses unpowered? A: Only the AC ESS shed bus. Q 42: Which flight control computers are operational in the Emergency Electrical Power configuration (gear down and batteries powering the system)? . B: Cannot be reset. dome lights. Q 38: What is the significance of the circuit breakers on the overhead panel? A: They are not monitored by ECAM. The APU powers AC bus #2 and downstream systems. and ESS AC through the STATIC INVERTER. main panel flood lights. B: Exit signs.

D: All radios are lost. B: DME 1. D: ELAC 1 and SEC 1. HF (if equipped). B: VHF 1. FAC 1. DDRMI. and ILS 1.A: All are operational. VHF 1. HF. Q 45: If during a normal flight the BUS TIE push button is depressed to “OFF”. D: ILS 2. C: No. B: ELAC 1. C: ELAC 1 and 2. and ADF. RMP 1. C: The external power panel door has been opened D: External power is supplying the aircraft systems Q 51: What does the blue EXT PWR ON light mean? A: External power is plugged in and parameters are normal B: External power is supplying the aircraft’s electrical system. C: On the ground at 100 knots. C: RMP #1 & #2. VOR 1. SEC 1. D: At 70 knots ESS AC is disconnected from the batteries. C: DC ESS BUS not powered. VOR #1 and ILS #1. and transponder 1. Q 50: What is the meaning of the green AVAIL light? A: External power is plugged in and parameters are normal. the DC BATTERY BUS automatically reconnects to the batteries allowing APU start. RMP 1. B: Yes. it is not possible. C: DME. VHF #1. Q 43: Which radios are inoperative with gear extension while in the emergency electrical configuration? A: DME 1 and transponder 1. Q 48: Which communication and navigation radios are operational in the Emergency Electrical Configuration with the EMER GEN powering the system? A: ACP 1 and 2. FAC #1 reset) which of the following control laws are in effect? A: Manual B: Alternate. and transponder 1. DME. . Q 46: While operating on Emergency Electrical Power (EMER GEN powering the system. ACP #1. Q 49: Which condition will automatically illuminate the escape lights? A: AC ESS SHED bus not powered. push and hold the IDG pb until the GEN fault light is no longer illuminated. but only after contacting maintenance control. B: The APU will not start until the aircraft has come to a complete stop and all power has been removed for 15 seconds. and FAC 1. B: All power would be lost and the aircraft would be powered by the batteries until the RAT was up to speed. You must push the external power to connect it B: External power is available to the batteries only. B: Loss of power to the AC bus 1. C: Backup D: Manual and backup Q 47: Can you reconnect an IDG in flight? A: Yes. C: The power transfer would switch to the opposite bus. VOR 1. C: There is a fault with the external power. SEC 1 and 2. Q 44: While operating on Emergency Electrical Power with the landing gear lowered which of the following statements is correct? A: If the APU is not operating it should be started at this time. what effect would this have on power to the busses? A: None. D: This is not possible as the bus tie contactors are locked out during flight. D: DC ESS SHED bus not powered.

The GALLEY FAULT light illuminates when any generator is exceeding 100% of its rated output. C: It is a reminder that the main galley has been shed automatically following the loss of one generator. B: The Main Galley has shed. D: The Aft Galley has shed. Q 62: Engine #1 has just been started and the APU is inoperative. Q 59: While operating on Emergency Electrical Power (EMER GEN powering the system) how is it possible to properly complete the ECAM checklist with only an upper display? A: Depress and hold the specific ECAM page push button on the ECAM control panel. Approximately how long does the charging process take? A: 10 minutes. Q 56: The GALLEY FAULT light illuminates when any generator is exceeding 80% of its rated output. The EXT PWR push button blue ON light is illuminated. Q 54: Both batteries are charged by the external power unit. C: The load on any generator is above 100% of its rated output. transfer is automatic. only if AUTO was selected on the AC ESS FEED push button. ESS DC and ESS AC through the STATIC INVERTER. ESS DC SHED. B: No it is not possible. D: Between 30 and 45 minutes. ESS AC and ESS AC SHED. C: The BUS TIE push button illuminates. press the ECAM ELEC push button and view the electrical schematic on the ECAM D: Only when operating in the Emergency Electrical Configuration. B: The green AVAIL light will illuminate on the EXT PWR push button. ESS DC and ESS AC through the ESS AC SHED busses. ESS DC. ESS DC SHED.Q 52: If EXTERNAL power is available and within limits: A: It will automatically close the bus tie contactors’s when connected by the ground crew. ESS AC and ESS AC SHED. Q 58: What would cause the GALLEY fault light to illuminate? A: The flight attendants have all the coffee makers and ovens on at once. Use the cockpit operating manual.) Q 57: If the source of power for the ESS AC bus is lost. B: Depress the guarded RMP NAV push button and tune the appropriate NAV facility and course for the approach to be accomplished. A: True. (Note . this must be done by the crew. B: False. D: ESS DC. B: Yes. B: Transfer occurs automatically. Which of the statements below is correct? . C: Yes. Q 53: Is it possible to determine the source of power for aircraft busses A: It is indicated on the electrical schematic overhead. C: Both are correct. C: This is not possible. B: 20 minutes. does another source of power automatically power the bus? A: Yes. Q 55: While operating on Emergency Electrical Power (EMER GEN powering the system) what should the crew accomplish prior to lowering the landing gear? A: Check to see that the FMGC has auto tuned the appropriate NAV facility for the approach to be accomplished. C: 30 minutes. Q 61: Which busses will be powered after the RAT is extended and the EMER GEN begins producing power? A: BATT HOT busses. B: It is a reminder to get the flight attendants to switch off galley equipment to decrease the load on the remaining generator. C: The BATTERIES would power both HOT BATT busses. B: The STATIC INVERTER would power both HOT BATT busses. Q 60: After IDG disconnection why do you get a GALLEY SHED indication on the SD? A: It is a reminder to push the GALLEY pushbutton to manually shed the main galley. C: No.

C: Gen #1 supplies AC bus #1 and (generally) the downstream systems. and AC bus #2 through the bus tie contactors. You notice a red FAULT light on the RAT & EMER GEN pushbutton.5 Volts Q 70: When disconnecting the IDG the button should be pressed: A: For no more than 5 seconds B: Until the fault light goes out C: For longer than 3 seconds D: For no more than 3 seconds Q 71: Where can the battery voltage be checked? A: On the ECAM elec. Ext power supplies AC bus #2 . the AC ESS Shed bus and DC ESS Shed bus are lost. Page only B: On the elec. you have to try to reconnect both IDG’s. B: Engine Gen #1 is supplying AC bus #1 and the downstream systems. C: The FAULT light is always on when are in ELEC EMER CONFIG. You will have to turn the batteries to OFF. C: After every IDG connection Q 65: The AC Essential bus is powered by the battery at speed above 50 kt.) Q 66: In normal electrical configuration. The purpose of the shed buses is to reduce the load on the batteries. A: True. overhead panel only D: On the elec. overhead panel and ECAM E/WD C: On the elec. DC Bus 2 or batteries C: DC Bus 2 or batteries D: DC Bus 1 only Q 69: Normal minimum battery voltage before APU start is: A: No minimum B: 27. B: The RAT has failed.5 Volts C: 25. B: In case of double generator failure. A: Yes B: No C: Only A/C ESS Shed Bus is lost D: Only D/C ESS Shed Bus is lost . What do you think of this indication? A: The EMER GEN is not yet supplying the system. overhead panel and ECAM elec. Q 64: When are the Essential Shed buses powered by the battery? A: Never. Q 63: In cruise. B: False. Q 68: DC Bat Bus can be supplied by: A: DC Bus 1 or batteries B: DC Bus 1. D: The RAT has failed. Page Q 72: In flight on batteries only. you have suddenly a Master Warning and caution comes on with ELEC EMER CONFIG and APP OFF.Below 50 kt the Essential bus is automatically shed and the CRT’s are lost.5 Volts D: 22. (Note . how is DC ESS bus supplied: A: From TR 1 via DC Bus 1 and DC Bat Bus B: From ESS TR C: From TR 2 D: From Bat 2 Q 67: What happens in case of total loss of main generators? A: The RAT is automatically extended and powers the yellow system which drives the emergency generator B: The RAT is automatically extended and powers the blue system which drives the emergency generator C: The RAT has to be manually extended D: The RAT is extended and mechanically connected to the emergency generator.A: External power is supplying all electrical needs.

the DC ESS Bus is supplied by: A: Hot bus 2 B: ESS TR C: Hot Bus and ESS TR D: Hot Bus 1 Q 76: If AC Bus 1 fails the AC ESS bus is supplied by: A: Emer Gen. B: The RAT C: Static Inverter D: AC Bus 2 INDICATING AND REPORTING . Q 75: In flight in case of loss of all main generators. emergency generator not running.Q 73: The static inverter works: A: Always B: When aircraft speed is > 50 kt and on batteries only. C: When one main generator fails D: Only when generator 2 fails Q 74: If a TR fails: A: The other TR automatically replaces the faulty one and the ESS TR supplies the DC Ess Bus B: The static inverter replaces the faulty TR C: The DC Bus on the faulty side is lost D: The Emergency generator supplies DC power on the faulty side.

A: yellow B: amber C: red D: white Q 05: If a PFD fails. the parameter is out of the limits C: A MEMO. C: On the captain’s PFD and ND when the captain’s ILS push button is selected ON. does anything happen automatically? A: The ATT HDG switch must be used on the switching panel in order to recover PFD information. B: It indicates that there is a system page behind. or caution is received that the crew has determined to be false. B: An ADVISORY. Q 02: On a bottom of the STATUS page. Q 03: When should the EMER CANC push button be used? A: At the completion of an ECAM procedure for an abnormal procedure. B: Whenever a LEVEL 3 warning or LEVEL 2 caution occurs. D: It has to be manually activated. C: It means that there is more information to be seen.Q 01: What does a pulsing green engine parameter indicate? A: An ADVISORY. what does the green arrow mean? A: It is a reminder to land as soon as possible. C: The image automatically transfers to the UPPER ECAM. when the captain’s ND is selected to ILS ROSE. the parameter is about to reach the limit. B: The image automatically transfers to the display formerly occupied by the ND. the parameter has a faulty indication. D: The first two statements are correct . Q 04: The actual speed is indicated by the ______ reference line. C: Whenever a repetitive visual or aural warning. B: On the FO’s PFD when his ILS push button is selected on and on the captain’s ND. D: A level 3 failure requiring immediate crew action. Q 06: Course information from the #1 ILS receiver will be displayed: A: On the captain’s PFD when the captain’s ILS push button is selected ON.

C: Both are correct. and NDB raw data information is displayed on the ND in which of the following modes? A: VOR.Q 07: Information from the #1 VOR receiver will be displayed: A: On the capt’s PFD when the captain’s VOR bearing selector is selected to VOR. Q 11: VOR. C: It marks the transition altitude. Q 10: The maximum speed to select next higher flap setting is indicated by two amber dashes. Q 13: What is the meaning of “9000” in blue at the top of the altitude scale? A: It marks the FCU selected altitude. ILS. B: No power. D: The VOR station currently tuned is out of range. C: The # 1 VOR receiver is inoperative. Q 08: What causes a display unit (DU) to go blank? A: Loss of power. RMI and NDB information may be displayed in the ARC or ROSE NAV modes. Q 09: What causes a DU to display a black screen with a white diagonal line? A: DMC failure. C: VOR #1 course information is available on the captain’s PFD and ND when the captain’s ILS pb is selected ON. B: It marks the airfield elevation. B: The VOR station currently tuned is out of service. . B: On the capt ‘s ND when the capt ‘s VOR bearing selector is selected to VOR. Q 12: The presence of VOR1 in red on the ND indicates: A: The VOR station currently tuned is out of range. B: VOR and ILS information can be displayed in the ROSE VOR and ROSE ILS modes respectively C: Both are correct. C: Both are correct. B: False. B: Display unit internal failure. A: True.

ND#2. ND#2. DMC #2 supplies data to PFD#2. is there a way to retrieve that information? A: By pressing and holding the related systems page push button on the ECAM control panel. ND#1. B: DMC#1 supplies data to PFD#1. ND#2. B: Engines and Warning page (E/WD) C: Status page. DMC #2 supplies data to PFD#2. what will be displayed on the lower unit? A: System display page. the page will be displayed on the UPPER ECAM. ND#1. Q 14: How many DMC’s are there? A: 1 B: 2 C: 3 D: 4 Q 15: After a single DMC failure. Q 19: Weather radar can be displayed in what modes on the ND? A: ARC and ROSE NAV modes only. and upper ECAM. ND#1. . how could a crew member recover the display units? A: It is done automatically. Q 17: If the lower ECAM DU fails. and lower ECAM. PFD#2. C: DMC#1 supplies data to PFD#1. Q 16: Where is information displayed by DMC #1 and DMC#2? A: DMC#1 supplies data to PFD#1. C: Rotate the EIS DMC switch on the switching panel to replace the failed DMC with DMC #3. the information is unrecoverable. C: Both are correct. B: By rotating the ECAM/ND XFR switch on the switching panel. DMC #2 supplies data to ND#1. and lower ECAM. Q 18: If the UPPER ECAM DU fails. B: Once a DMC has failed. ND#2. and lower ECAM. DMC #2 supplies data to PFD#2. and upper ECAM. D: DMC#1 supplies data to PFD#1. and upper ECAM. the lower ECAM page will be transferred to either the Captain or FO’s ND. and upper ECAM. and lower ECAM.D: It marks the decision height.

It must be manually transferred to one of the NDs. What does it mean? A: It is an indication that at least one system requires crew attention. C: ARC. The E/WD is lost until the aircraft can be repaired. D: All modes except plan. How can you see it? A: You have to press and hold the DOOR key on the ECP B: You have to switch the EIS DMC to CAPT3 C: You have to press and hold the RCL key on the ECP. . the E/WD is automatically transferred to one of the NDs. D: Press twice CLR on the ECAM control panel. Q 25: How are the FMAs displayed on the PFD? A: There are 5 columns and 3 rows. what is the correct procedure for clearing the screen and returning it to a normal presentation? A: Press the respective system push button again. ROSE and PLAN modes. D: Yes. E/WD information is automatically transferred to the the F/O’s PFD in the event of an ECAM warning. B: No. you observe a pulsing STS message. B: ROSE VOR and ROSE ILS modes. Q 5: RNAV position information is displayed on the ND in which of the following modes? A: ARC and ROSE NAV modes only. C: Yes. You want to see the DOOR/OXY page. B: It is an indication that the aircraft has not been shut down correctly. B: It goes away by itself C: Press CLR on the ECAM control panel. Q 24: Both ECAM screens have failed. Q 23: The upper ECAM Display Unit (DU) has failed. to get E/WD information. D: ROSE VOR mode. Is it possible to get E/WD indications? A: Yes.B: ROSE VOR and ROSE ILS modes. Q 21: Once the crewmember has completed viewing a specific system. Q 22: After the engine shutdown. C: It is a reminder that the status page holds a maintenance message. C: ROSE VOR and ROSE ILS modes.

C: By pressing the EMER CAN pushbuttton for more than 3 seconds. master warning light. (Note: VLS information is inhibited from touchdown until 10 seconds after liftoff. Q 26: In case of a double FWC failure master caution light.2g buffet margin D: All of the above. . A: 5 seconds. B: By pressing and holding any CLR key for more than 3 seconds. Q 27: How did the PNF cancel the caution for the NAV ILS 1 FAULT before calling the STATUS page on the ECP? A: By pressing the EMER CANC pushbutton. C: There are 3 columns and 2 rows. B: 8 seconds C: 10 seconds D: 13 seconds. A: True. B: With speedbrake extension. B: False. A: VLS will change with wing configuration change. Q 29: VLS is the lowest speed that the autoflight system (autopilot or A/THR) will fly the aircraft.) Q 30: The Speed Trend Arrow is a dynamic information displaying the speed t which the aircraft will be in _____.B: There are 3 columns and 5 rows. VLS will provide a 0. D: There are 4 columns and 2 rows. D: By pressing and holding the RCL key for more than 3 seconds. VLS will increase C: Above FL200. B: By pressing the CLR key C: By pressing the STS key D: By pressing the ALL key. This is a dynamic speed corresponding to an Angle Of Attack (AOA). aural warnings and ECAM cautions and warnings are lost. Q 28: How can the ILS 1 FAULT be restored from being a CANCELLED CAUTION? A: By resetting the appropriate circuit breaker.

D: As you approach within 900 ft of FCU selected altitude and stop when it is within 200 ft. below FL80 D: Only when flap handle is the zero position. B: Only when flap handle is the zero position. above FL80 C: Only when flap handle is the zero position. which one has the lowest priority? A: The ND B: The PFD ?C: The SED Q 32: As you approach a selected altitude. it indicates the aircraft’s flight path angle A: True. it indicates the aircraft’s track. C: The next flap extend (VFE) max speed D: The flap extend min speed from clean configuration (Note: It shows the speed corresponding to the best lift-to-drag ratio. C: As you approach within 500 ft of FCU selected altitude and stop when it is within 150 ft. when will the yellow altitude window start flashing? A: As you approach within 750 ft of FCU selected altitude and stop when it is within 250 ft. Q 33: The Flight Path vector (FPV) represents the lateral and vertical trajectory of the aircraft with respect to the ground. Q 34: When does the Side Stick Order indicator display? A: After first engine start and disappears when passing 400 feet RA B: After first engine start and disappears after rotation C: After second engine start and disappears when passing 400 feet RA D: After second engine start and disappears when passing 400 feet RA Q 35: When is the ‘Green Dot’ displayed? A: Only when flap handle is the zero position. below FL85 Q 36: What does Green Dot represent? A: Maneuvering speed in clean configuration B: Maneuvering speed in clean configuration when speed is managed. B: False. B: As you approach within 1000 ft of FCU selected altitude and stop when it is within 150 ft.Q 31: Of the three types of EIS displays.) . On the vertical scale. On the lateral scale.

B: No. C: All of the above. it turns blue when it becomes a beta target (displaying optimum side slip for a given configuration) C: No. B: When loss of LOC or G/S signal in LAND mode. . B: Left. Q 40: When will the Flight Directors bars flash? A: When a reversion occurs. B: Maintaining FL. A: True B: False. C: Climbing. Q 38: When will the PFD Heading tape revert to TRUE heading? A: North of 73° North or South of 60° South B: South of 73° North or North of 60° South. B: False. It is only displayed when the flap handle position is in position 1 A: True. C: North of 80° North or South of 73°South D: North of 78° North or South of 78°South Q 39: Is the Side Slip indicator always yellow? A: Yes. where is the wind coming from? A: Right. (Note: When bank angle exceeds 45° (will return when bank is < 40° Q 42: If the FPV (Flight Path Vector) symbol is right of center. C: It depends of the Track followed Q 43: If the FPV is above the horizon line.Q 37: The green ‘S’ of the speedtape is the Minimum Slat Retraction Speed. Q 41: The Flight Director bars are out of view when Bank angle exceeds 67°. it turns orange when it becomes a beta target . what is the aircraft actually doing? A: Descending.

VFE B: It is the speed corresponding to the stall warning (VSW) C: It represents the speed corresponding to the angle of attack at which alpha protection becomes active. if no computed data is available. The last two digits are dashed if accuracy is degraded. A: True.D: Cannot say. (Note: As soon as the first engine is started. Q 44: The Glide slope index will flash continuously when the deviation exceeds ______ above ______'. Q 47: The SD displays the Gross Weight (GW) in green as soon as the second engine is started. B: False. On ground. Q 46: The lower end of a red and black strip along the speed scale defines the VMAX speed. A: 1/2 dot below 120 feet RA B: 1 dot above 100 feet RA C: 1 dot above 60 ft RA D: 1/2 dot below 100 feet RA. A: True. A: It is the lowest of the following VMO (or MMO). the signal is lost.) Q 48: In case of PFDU failure. the PFD image is transferred to the NDU: A: Manually B: Automatically C: Either manually or automatically D: The PFD image cannot be displayed on the ND. VLE. Q 49: What is the basic role of the DMCs: A: They compute and elaborate displays B: Generation of audio warnings C: Generation of amber warnings D: Generation of synthetic voice messages . B: False. Q 45: Both LOC and glideslope will flash if. the indication is replaced by blue dashes.. after capture.

Is this correct? A: Yes (for both cases) B: No (for both cases) C: No because VLS is not 1. The extremities of the trend vector and V1s segment indicate respectively.Q 50: Do the Check ATT. what can you read on ND about antenna setting? A: Tilt angle B: Tilt angle and gain mode C: Roll angle and tilt angle D: Nothing .23 Vs 1 g with present configuration.23 Vs 1g D: No because the tip of the speed arrow is not the speed in 10 seconds time Q 52: With radar selected on. speed value at the next 10 seconds and 1. Messages appear on both PFDs at the same time? A: Yes B: No C: Message only appears on the EWD D: Message only appears on ECAM Q 51: FACs calculate speed trend and VLS.

2. 7. C Only the LAST or CURRENT LEG REPORT A TYPE 3 SYSTEM IS LINKED TO THE CFDIU BY: A An ARINC 429 inputs bus and an ARINC 429 output bus B A discrete input and an ARINC 429 output bus C A discrete input and a discrete output THE CFDS FUNCTIONS WHICH ARE AVAILABLE IN FLIGHT ARE:A LAST LEG REPORT and LAST LEG ECAM REPORT B CURRENT LEG REPORT and CURRENT LEG ECAM REPORT C AVIONICS STATUS and SYSTEM REPORT/TEST THE FUNCTION "GMT / DATE INIT": A Is always presented on the MCDU B Enables the main clock to be reset through MCDU C Is presented only after a main clock failure A TYPE 1 SYSTEM IS LINKED TO THE CFDIU BY: A An ARINC 429 input bus and an ARINC 429 output bus B A discrete input and a discrete output C A discrete input and ARINC 429 output bus THE PURPOSE OF THE "GROUND SCANNING" FUNCTION IS:A To establish the avionics status while the system is on ground B To list the faulty systems of the A/C while on ground C To force the operation of the BITE in system normal mode IN CASE OF FAILURE OF TWO (2 ) DMCs A The ECAM SYSTEM/STATUS display is no longer available B The ECAM SYSTEM/STATUS display is still automatically presented C The ECAM SYSTEM/STATUS display can be presented only by manual selection . 3. The LAST LEG REPORT B The TEST (RESET) C CLASS 3 THE FAILURES WHICH CAN BE LEFT UNCORRECTED UNTIL THE NEXT SCHEDULED MAINTENANCE CHECK ARE:A Class 1 failures B Class 2 failures C Class 3 failures THE CFDS BACK-UP MODE ALLOWS:A The whole CFDS Menu is available but restricted to the main aircraft systems B Only the SYSTEM REPORT/TEST functions. THE ONLY FUNCTION AVAILABLE IN A TYPE 3 SYSTEM IS: A. 8. 5. but restricted to the main aircraft systems.EIS/CFDS 1.A320 MASTER QUESTIONS ATA 31 . 9. 6. 4.

3 IS BROUGHT INTO USE: A By manual switching B Automatically on failure of DMC 1 or DMC 2 C DMC 3 cannot be brought into use FAILURE OF BOTH SYSTEM DATA ACQUISITION CONCENTRATORS WOULD CAUSE: A No operational consequence due to the redundancy of the electronic instrument system . ND AND UPPER/LOWER ECAM DISPLAY) IS ACHIEVED BY THE: A Flight warning computer B System data acquisition concentrator C Display management computer DISPLAY MANAGEMENT COMPUTER NO. 12. 16. EMER CNCL and STS keys remain available C The ECAM SYSTEM keys remain available THE INFORMATION FOR THE SYSTEM SYNOPTICS ARE ACQUIRED BY: A The SDAC and FWC B The FWC only C The DMC only IF BOTH ECAM DISPLAY UNITS FAIL: A The E/W Displays are no longer available B The E/W Display can still be presented on the ND Display when switched. 15. CLR. using the "ECAM/ND TRANSFER" switch C Only the SYSTEM Display can be presented instead of the ND Display.10. RCL. 18. 11. WHEN THE ECAM CONTROL PANEL HAS FAILED: A No function remains available B The ALL. 13. 20. 14. 17. when the "ECAM/ND TRANSFER" switch is used EACH DMC PROCESSES SIMULTANEOUSLY: A 1 display B 2 displays C 3 displays THE TEXT MESSAGES ARE DELIVERED TO THE DMC FROM THE FWC BY: A A Dedicated Serial Data Link (DSDL) bus B An RS 422 bus C AN ARINC 429 bus THE DMC 3 TRANSFER IS PERFORMED: A Through an external switching relay B Inside DMC 3 C Inside DMC 2 or DMC 1 THE EFIS or ECAM DISPLAYS CAN BE TRANSFERRED AUTOMATICALLY: A On initial application of electrical power B If a system failure is detected C 60 seconds after touchdown THE ECAM CONTROL PANEL IS LOCATED: A Next to the PFD/ND transfer push button B On the centre instrument panel C On the centre pedestal PROCESSING THE THREE DISPLAYS (IE PFD. 19.

28. GMT ETC. A FAILURE OF DMC 3 WILL BE INDICATED BY: A An ECAM message only B Both E/WD and SYS display going blank C An ECAM message with an automatic transfer of all ECAM functions to DMC 1 WITH THE ECAM/ND TRANSFER SELECTOR SET TO FIRST OFFICER.21. 25..) IS DISPLAYED: A At the top of the system display page B At the bottom of the lower ECAM display unit C At the bottom of the engine/warning display THE SYSTEM PAGES CAN BE DISPLAYED ON THE LOWER ECAM DISPLAY UNIT IF THE ECAM CONTROL PANEL HAS FAILED: A By using the 'recall' push-button B By using the ECAM/ND transfer switch C By using the 'all' push-button SYSTEM FAILURES (HYDRAULIC. 22. ND 2 and ECAM E/WD B PFD 1. ND 1 and ECAM upper display WITH ALL EIS AND ECAM SWITCHES IN THEIR NORMAL POSITION. 24. C The status page is not available THE PERMANENT DATA (EG GROSS WEIGHT. 26. FUEL ETC. 29. 27. B Loss of text messages on the engine/warning display. WHICH DMC PROVIDES THE SYS DISPLAY IMAGE ON ND 2 A DMC 1 B DMC 2 C DMC 3 THE AIRCRAFT SYSTEMS COMPUTERS SEND FAILURE MESSAGES DIRECTLY TO: A The multi-purpose control and display unit (MCDU) B The centralised fault display interface unit (CFDIU) C The electronic centralised aircraft monitoring (ECAM) ACCESS TO THE CENTRALISED FAULT DISPLAY SYSTEM (CFDS) FUNCTIONS IS AVAILABLE VIA: A The flight warning computer (FWC) B The ECAM display unit C The multi-purpose control and display unit (MCDU) . 23. ND 2 and ECAM SYS display C PFD 1. C Loss of amber warnings THE 'BOXED' LETTERS STS LOCATED ON THE ENGINE/WARNING DISPLAY INDICATE: A The ECAM is in mono display B The status page is not empty..) ARE INDICATED A A failure title shown on the engine/warning display B Illumination of the system push-button on the ECAM control panel C A failure title shown on the system page display TO THE FLIGHT CREW BY: DMC 1 NORMALLY PROVIDES INFORMATION TO: A PFD 1.

RECORDERS 1. WHICH OF THE FOLLOWING IS A CORRECT STATEMENT: A Class 2 . 2.no consequence on aircraft safety B Class 1 .operational consequence C Class 3 . 3. 34. 32.no immediate operational consequence CENTRALISED FAULT DISPLAY SYSTEM 'MENU MODE' IS AVAILABLE: A Only on the ground B Only in flight C Both A. 2 OR 3. RESULTS IN THE PRODUCTION OF: A Previous legs report B Post Flight report C ACARS print programme FAILURES ARE CLASSIFIED ACCORDING TO THEIR IMPORTANCE. 35. FUEL ETC. THE MAIN FUNCTIONS OF THE AIDS ARE RELATED TO: A. A TYPE 3 SYSTEM: A Cannot memorise failure messages B Can memorise failures which occurred in the last 64 flight legs C Can only memorise failures from the last flight leg.INDICATING/RECORDING SYSTEMS . 31. C Affected by class 1 failures only ATA 31 . AIRCRAFT SYSTEMS (EG FIRE PROTECTION. 33. and B. WHEN DOES THE CURRENT LEG REPORT BECOME THE LAST LEG REPORT: A During operation of the multi-purpose control and display unit B On the ground C On selection of the mainframe system BITE check THE AVIONICS STATUS PAGE ON THE MCDU PRESENTS THE LIST OF SYSTEMS: A Currently affected by a failure. 2 or 3 B Not affected by failures. COMBINATION OF THE LAST LEG REPORT AND THE LAST LEG ECAM REPORT. Mandatory recording of flight data requested by Airworthiness authorities B Transmission of Digital Data to the ground stations C Engine condition. APU condition and aircraft performance monitoring THE TOPIC OF THE AIDS MENU THAT MUST YOU SELECT ON THE MCDU TO GET THE VALUE OF A PARAMETER IN ENGINEERING UNITS:A PARAM LAB B PARAM ALPHA C SPECIAL REP THE DATA MANAGEMENT UNIT IS USED TO:A Interface between the BITE and the MCDU systems .) ARE CATEGORISED AS A TYPE 1. either class 1.30.

4. GMT DATA IS:A Provided by a separate time base integrated in the FWC B Provided by the CFDIU internal clock C Provided the FDIU internal clock THE DFDRS IS DESIGNED:A To collect. 8. 5. process and record data from the Engine. and aircraft systems condition monitoring B To collect BITE information from the aircraft systems for troubleshooting C To collect and process data from aircraft systems and store it in a crashproof recorder THE DFDR IS LOCATED:A In the Avionics Rack 80VU B In the Bulk Cargo Compartment C Between the Rear Press. THIS ENABLES:A The DFDR and the CVR to be supplied when the aircraft is on the ground and before starting the Engine B The DAR to be supplied. Bulkhead and APU Compartment PRESSING THE EVENT PUSH-BUTTON ON THE PEDESTAL:A Initiates the recording of flight parameters on the QA5R should an event occur B Generates a PRE-PROGRAMMED report should an event occur C Marks the DFDR tape should an event occur THE "GND CTL" PUSH-BUTTON IS PRESSED ON THE OVERHEAD PANEL. to send to the DFDR C Collect parameters from the various aircraft computers and store them for internal processing and data analysis THE PROGRAMMABLE REPORTS CONTAIN ONLY:A ENGINE PARAMETERS for engine condition monitoring B PARAMETERS chosen by the operator for system troubleshooting C APU PARAMETERS for monitoring APU conditions THE DFDR STARTS RUNNING AS SOON AS:A The aircraft electrical network is not supplied B One Engine is started C After the second Engine is started IN THE CASE OF AIRCRAFT CLOCK FAILURE. 9. 6. 7. 10. APU. when the aircraft is on the ground C The DAR to record the same parameters at those recorded on the DFDR but only on the ground . B Acquire the various flight parameters and system data.

3 IS BROUGHT INTO USE: A By manual switching B Automatically on failure of DMC 1 or DMC 2 C DMC 3 cannot be brought into use FAILURE OF BOTH SYSTEM DATA ACQUISITION CONCENTRATORS WOULD CAUSE: A No operational consequence due to the redundancy of the electronic instrument system B Loss of text messages on the engine/warning display. ND AND UPPER/LOWER ECAM DISPLAY) IS ACHIEVED BY THE: A Flight warning computer B System data acquisition concentrator C Display management computer DISPLAY MANAGEMENT COMPUTER NO. 3. 2. 7. 6. THE SYSTEM PAGES CAN BE DISPLAYED ON THE LOWER ECAM PANEL HAS FAILED: A By using the 'recall' push-button B By using the ECAM/ND transfer switch C By using the 'all' push-button DISPLAY UNIT IF THE ECAM CONTROL . 4. C Loss of amber warnings 8.1. 5. EACH DMC PROCESSES SIMULTANEOUSLY: A 1 display B 2 displays C 3 displays THE TEXT MESSAGES ARE DELIVERED TO THE DMC FROM THE FWC BY: A A Dedicated Serial Data Link (DSDL) bus B An RS 422 bus C AN ARINC 429 bus THE DMC 3 TRANSFER IS PERFORMED: A Through an external switching relay B Inside DMC 3 C Inside DMC 2 or DMC 1 THE ECAM CONTROL PANEL IS LOCATED: A Next to the PFD/ND transfer push button B On the centre instrument panel C On the centre pedestal PROCESSING THE THREE DISPLAYS (IE PFD.

12. 14. FUEL ETC. C Only the LAST or CURRENT LEG REPORT THE CFDS FUNCTIONS WHICH ARE AVAILABLE IN FLIGHT ARE:A LAST LEG REPORT and LAST LEG ECAM REPORT B CURRENT LEG REPORT and CURRENT LEG ECAM REPORT C AVIONICS STATUS and SYSTEM REPORT/TEST THE FUNCTION "GMT / DATE INIT": A Is always presented on the MCDU B Enables the main clock to be reset through MCDU C Is presented only after a main clock failure A TYPE 1 SYSTEM IS LINKED TO THE CFDIU BY: A An ARINC 429 input bus and an ARINC 429 output bus B A discrete input and a discrete output C A discrete input and ARINC 429 output bus . 10.. 16. The LAST LEG REPORT B The TEST (RESET) C CLASS 3 THE CFDS BACK-UP MODE ALLOWS:A The whole CFDS Menu is available but restricted to the main aircraft systems B Only the SYSTEM REPORT/TEST functions. WHICH DMC PROVIDES THE SYS DISPLAY IMAGE ON ND 2 A DMC 1 B DMC 2 C DMC 3 THE ONLY FUNCTION AVAILABLE IN A TYPE 3 SYSTEM IS: A. ND 2 and ECAM SYS display C PFD 1.) ARE INDICATED TO THE FLIGHT CREW BY: A A failure title shown on the engine/warning display B Illumination of the system push-button on the ECAM control panel C A failure title shown on the system page display DMC 1 NORMALLY PROVIDES INFORMATION TO: A PFD 1. 13. SYSTEM FAILURES (HYDRAULIC.9. ND 1 and ECAM upper display WITH THE ECAM/ND TRANSFER SELECTOR SET TO FIRST OFFICER. ND 2 and ECAM E/WD B PFD 1. 15. but restricted to the main aircraft systems. 11.

18. 25. THE PURPOSE OF THE "GROUND SCANNING" FUNCTION IS:A To establish the avionics status while the system is on ground B To list the faulty systems of the A/C while on ground C To force the operation of the BITE in system normal mode ACCESS TO THE CENTRALISED FAULT DISPLAY SYSTEM (CFDS) FUNCTIONS IS AVAILABLE VIA: A The flight warning computer (FWC) B The ECAM display unit C The multi-purpose control and display unit (MCDU) COMBINATION OF THE LAST LEG REPORT AND THE LAST LEG ECAM REPORT. 24. 20.no immediate operational consequence CENTRALISED FAULT DISPLAY SYSTEM 'MENU MODE' IS AVAILABLE: A Only on the ground B Only in flight C Both A. RESULTS IN THE PRODUCTION OF: A Previous legs report B Post Flight report C ACARS print programme FAILURES ARE CLASSIFIED ACCORDING TO THEIR IMPORTANCE. and B. 21.operational consequence C Class 3 . 23. either class 1. C Affected by class 1 failures only THE SUPPLY PRIORITIES FOR AC BUS 1(2) ARE: . 22. 19.) ARE CATEGORISED AS A TYPE 1. WHEN DOES THE CURRENT LEG REPORT BECOME THE LAST LEG REPORT: A During operation of the multi-purpose control and display unit B On the ground C On selection of the mainframe system BITE check THE AVIONICS STATUS PAGE ON THE MCDU PRESENTS THE LIST OF SYSTEMS: A Currently affected by a failure. 2 OR 3.no consequence on aircraft safety B Class 1 . FUEL ETC. 2 or 3 B Not affected by failures. WHICH OF THE FOLLOWING IS A CORRECT STATEMENT: A Class 2 . A TYPE 3 SYSTEM: A Cannot memorise failure messages B Can memorise failures which occurred in the last 64 flight legs C Can only memorise failures from the last flight leg. AIRCRAFT SYSTEMS (EG FIRE PROTECTION.17.

27. External Power. A. 32. no Engine Driven Generators connected and an overload of the APU Generator occurs B In Flight and a Generator overload condition occurs C In Flight and a Generator is disconnected due to a fault THE STATIC INVERTER OPERATES: A When the Emergency Generator is supplying the ESS BUS B During RAT extension or battery operation only C When one Engine Generator fails THE AC ESS BUS IS NORMALLY SUPPLIED BY: A AC BUS 1 B AC BUS 2 C The Emergency Generator THE BAT BUS CAN BE SUPPLIED BY: A DC BUS 1 or Batteries B DC BUS 1.26. then opposite IDG and then External Power and the APU Generator C The onside IDG. then the opposite IDG B The onside IDG. DC BUS 2 or Batteries C DC BUS 1. then External Power. then the onside IDG. APU Generator or External Power C The AC BUSES to be supplied by any Generator or Static Inverter AUTOMATIC SHEDDING OF BOTH GALLEY SUPPLY SYSTEMS OCCURS WHEN THE AIRCRAFT IS: A On the Ground with no External Power. the Blue Pump OVRD pushbutton must be pressed to pressurise the Blue Hydraulic System B The Blue Hydraulic Pump is automatically supplied by the BAT BUS . then the APU Generator and then opposite IDG THE MAIN FUNCTION OF THE ELECTRICAL GENERATION INTERFACE UNIT (EGIU) IS: A To provide an interface between CGUs and GPCU B To allow GCUs and the GPCU to be tested C To convert analog and discrete signals from the GCUs/GPCU to ARINC 429 data to SDAC 1 and 2 (ECAM system) THE BUS TIE CONTACTORS (BTC) ENABLE:A The AC BUSES to be supplied in parallel by more than one Generating source at the same time B The AC BUSES to be supplied by any Main Generator. then the APU Generator. 31. THE ACTIVATION OF THE EMERGENCY GENERATOR "MAN ON" PUSHBUTTON CAUSES: A The CSM/G Control Unit to reset B RAT extension C Nothing to happen WHEN PERFORMING AN EMER GEN TEST: A First. 28. 30. 33. 29. WITH THE AIRCRAFT NOT ELECTRICALLY SUPPLIED. Essential BUS or Batteries ON GROUND.

36. 40. THE DISPLAYED:A On the ECAM B On the ELEC PWR control panel C There is no indication BATTERY INDICATION(S) ARE . 37. the remainder of the DC Network is supplied by TR 1 B DC BUS 2 is lost. PRESSING GEN 1 LINE PUSHBUTTON ON THE EMER. 41. Essential BUSES are supplied by Essential TR. 35. 39. ELEC. the remainder of the DC Network is supplied by TR 1 THE POWER SOURCES REQUIRED TO POWER BOTH MAIN AND SECONDARY GALLEY FEEDERS ON THE GROUND ARE: A Either Engine Driven Generator B The APU Generator with no overload. The MAN ON Switch must also be pressed WITH THE TRANSFORMER RECTIFIER 2 (TR 2) LOST: A DC Essential BUSES are supplied by the Essential TR. PANEL: A Opens Gen Line Contactor 1 and the left and right Fuel Pumps # 1 are supplied directly by Generator 1 B Opens Gen Line Contactor 1 and the left and right Fuel Pumps are supplied by AC BUS 2 C Opens Gen Line Contactor 1 and the left and right Fuel Pumps are not supplied WHAT UNIT DETECTS AN OVERLOAD TO TRIGGER THE GALLEY FAULT LIGHT: A The GCU B The GPCU C The EGIU THE PURPOSE OF THE DIFFERENTIAL PROTECTION CIRCUIT IS: A To maintain the Point of Regulation (POR) at 115 V B To ensure that two Generators cannot supply the same BUS C To protect the Generators and aircraft Feeder Cables IF AN APU GENERATOR OIL HIGH TEMPERATURE DETECTION OCCURS: A An immediate APU shut down is commanded B The APU Generator is disconnected only C The APU Generator Fault Light comes on only IN COLD AIRCRAFT CONFIGURATION (NO AC AND DC SUPPLY).C 34.PWR. External Power or two Engine Driven Generators C DC Normal BUS and DC Essential BU IF AC BUS 1 FAILS AND AC BUS 2 IS AVAILABLE: A The AC Essential is supplied by AC BUS 2 automatically B The AC Essential BUS can be supplied by AC Bus 2 but only after Manual selection C AC Essential BUS will be supplied by the Emergency Generator AVIONICS SMOKE HAS OCCURED. the remainder of the DC Network is supplied by TR 1 C The BAT BUS is supplied by Batteries. 38.

NORMAL OPERATION OF THE APU GENERATOR PUSHBUTTON (PUSHED IN) WILL: A Energise APU generator and open the external power line contactor B Close the APU line contactor and energise the APU generator C De-energise the APU generator and open the APU line contactor THE GENERATOR 1. IF BOTH BTCs ARE OPEN:A APU GEN supplies AC BUSS 1 and EXT PWR supplies AC BUS 2 B APU GEN supplies AC BUS 1 and GEN 2 supplies AC BUS 2 C GEN 1 supplies AC BUS 1 and GEN 2 supplies AC BUS 2 IF BOTH BTCs ARE CLOSED:A GEN 1 supplies AC BUS 1 and GEN 2 supplies AC BUS 2 B APU GEN or EXT PWR or one GEN supplies AC BUS 1 and AC BUS 2 C EXT PWR supplies AC BUS 1 and APU GEN or GEN 2 supplies AC BUS 2 THE CONFIGURATION OF THE ELECTRICAL NETWORK WHEN A ZONE 1 DIFFERENTIAL PROTECTION HAS OCCURRED ON GEN 1 IS:A The whole electrical network is still operational B AC BUS 1 is lost C The BTCs are locked to an open position SUPPLY OF THE AC AND DC GROUND/FLIGHT BUSES WITHOUT ENERGISING ALL THE AIRCRAFT NETWORK IS ACHIEVED BY: A Maintenance bus switch B Bus tie contactors C External power push-button BUS TIE CONTACTORS ALLOW THE AC BUSES: A To be supplied by APU generator or external power only B To be supplied by any generator or external power C To be connected in parallel IF ELECTRICAL PARAMETERS ARE CORRECT. 43. WHAT IS THE PROBLEM: A An external power parameter is not correct B The maintenance bus switch has been selected C Bus tie contactor 1 or 2 has not operated . 45. 47. GENERATOR 2 AND APU GENERATOR PARAMETERS ARE MONITORED BY: A The Generator Control Unit (GCU) B The Generator Line Contactor (GLC) C The Centralised Fault Display Interface Unit THE GROUND POWER UNIT IS CONNECTED TO THE AIRCRAFT BUT THE INDICATOR LIGHTS ARE NOT ILLUMINATED. 44. 46. 49.42. 48.

53. WITH BOTH BTCs CLOSED: A APU GEN or EXT PWR or one GEN supplies AC BUS 1 and AC BUS 2 B GEN 1 supplied AC BUS 1 and GEN 2 supplies AC BUS 2 . 52. INFORMATION FROM: THE SIGNIFICANCE OF A 'GREEN CAP' CIRCUIT BREAKER IS THAT IT IS: A Monitored by the aircraft warning system B Only use during ground test operations C utilised during green hydraulic system functions NORMAL SUPPLY TO THE AC ESS BUS IS FROM THE: A AC BUS 1 B AC BUS 2 C Emergency generator NORMAL SUPPLY TO THE DC ESS BUS IS FROM THE : A DC BUS 1 B DC BAT BUS C ESS transformer/rectifier TO ENABLE THE CSM/G TO OPERATE THE FOLLOWING CONDITIONS MUST BE ENABLED: A AC BUS 1 and AC BUS 2 failed with landing gear down B AC ESS BUS failed. 55. 51. 56. THE ELECTRICAL GENERATION INTERFACE UNIT (EGIU) TRANSMITS THE MAIN PARAMETERS FROM: A The generator control units to the system data acquisition concentrators B Channel 1 to channel 2 of the ground power control unit C IDG 1 and 2 to the generator control unit (ECAM SYSTEM). >100 kts CAS and landing gear up THE GEN 1 LINE PUSH-BUTTON IS USED: A As a backup in case of failure of GLC 1 push-button on panel 35 VU B To enable GEN 1 to come on line C To allow GEN 1 to supply 1LH and 1 RH fuel pumps directly. <180 kts CAS and landing gear up C AC BUS 1 and AC BUS 2 failed. 54. 57. A BATTERY CHARGE LIMITER IS CONTROLLED BY: A The corresponding battery contactors B The corresponding battery push-button switch C The corresponding generator push-button switch THE GROUND POWER CONTROL UNIT RECEIVES FAULT A The Electrical Generation Interface Unit (EGIU) B The Multi-purpose Control and Display Units (MCDU) C The Generator Control Units. 58.50.

C 59. AC static inverter BUS and DC BAT BUS C AC ESS BUS. EXT PWR supplies AC BUS 1 and APU GEN supplies AC BUS 2 IN EMERGENCY CONFIGURATION. AC static inverter BUS and DC BAT BUS THE ILLUMINATION OF THE GALLEY FAULT LIGHT INDICATES A The main galley has been shed B Automatic galley shedding has failed C A generator overload has been detected THAT: . AIRCRAFT SPEED < 50KTS. DC ESS BUS and AC static inverter BUS B DC ESS BUS. 60. THE AIRCRAFT BUSES SUPPLIED ARE: A AC ESS BUS.

8. 5. 4. 2.A320 MASTER QUESTIONS ATA 33 . WHICH COCKPIT LIGHTS REMAIN ON:A CAPT dome light and RH CENTER lighting instrument panel B F/O dome light and LH CENTRE lighting instrument panel C F/O dome light and RH CENTRE lighting instrument panel WITH ENGINES RUNNING AND THE COCKPIT DOOR OPEN.LIGHTS 1. 6. THE AVIONICS . THE ESSENTIAL TRANSFORMERS FOR THE ANNUNICATOR LIGHTS ARE LOCATED:A. 3. 9. 7. In the Avionics Compartment B In the lower rear CB panel 120 VU C Above in the Overhead Panel of the Cockpit THE CABIN LIGHTING IS CONTROLLED FROM:A The CB panel 2000 VU B The Forward Attendant Panel C The Light Panel in the cockpit THE TAXI AND TAKE-OFF LIGHTS ARE ON WHEN:A The NOSE switch is in TO position B The NOSE switch i in TO position and Nose Gear is down and locked C The NOSE switch is in TO or Taxi position and MLG is down THE EMERGENCY LIGHTING SYSTEM CAN BE TESTED:A Only by the test switch located on the Emergency Power Supply Unit (EPSU) B From the Sign Panel in the Cockpit C From the CIDS Programming and Test Panel THE EMERGENCY LIGHTS WILL BE SUPPLIED FROM THE EPSU BATTERIES:A When the EMER Lightswitch is in the ON position and the DC Essential Bus is supplied B When the EMER Light switch is in the ARM position and the DC Essential Bus fails C When the EMER push-button on the Forward Attendant's Panel is pressed IN ELECTRICAL EMERGENCY CONFIGURATION. THE FWD LEFT ENTRY LIGHT:A Does not change B Dims to 50% (DIM 1) C Dims to 10% (DIM 2) WHEN THE LAVATORY DOOR IS LOCKED:A Lavatory lighting intensity increases to 100% B Lavatory lighting dims to 50% C Lavatory lighting dims to 10% WITH THE "AVIONICS COMPARTMENT LIGHT" SWITCH IN THE COMPARTMENT LIGHTS WILL COME ON WHEN:- "AUTO" POSITION.

A Any compartment switch is set to ON B Any Avionics Compartment access door is opened C Any light assembly is turned Clockwise THE LIGHTING WHICH INCLUDES FLUORESCENT LAMPS AND INTEGRAL BALLAST UNITS ARE:A Passenger reading and work attendant lighting B Cabin lighting.10. entrance lighting and lavatory lighting C Lavatory lighted signs .