TKE 1: FLIGHT CONTROLS

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1. 180. THE PITCH DIRECT LAW IS: A. A LOAD FACTOR 6. 185. IF ELAC 1 AND 2 HAVE C. THE ELEVATOR AND
DEMAND WITH NO FAILED: PITCH TRIM ARE
A. A LOAD FACTOR DEMAND PROTECTION CONTROLLED BY SEC 1 OR
WITH NO PROTECTION A. PITCH CONTROL IS 2
B. A DIRECT SIDE STICK TO PROVIDED BY THE FAC's
ELEVATOR RELATIONSHIP B. PITCH CONTROL CAN
C. A DIRECT SIDE STICK TO ONLY BE ACHIEVED FROM
ELEVATOR RELATIONSHIP THE TRIM WHEEL
WITH AUTOTRIM OPERATION C. THE ELEVATOR AND
D. ACHIEVED THROUGH THE PITCH TRIM ARE
THS USING MANUAL TRIM CONTROLLED BY SEC 1 OR
CONTROL 2
2. 181. WHEN IS THE THS NOT B. AFTER YELLOW 7. 186. IF FAC 1 AND 2 HAVE A. THE RUDDER CAN
AVAILABLE? AND GREEN FAILED: ALWAYS BE CONTROLLED
SYSTEM FAILURE FROM THE PEDALS
A. AFTER BLUE HYDRAULIC A. THE RUDDER CAN
SYSTEM FAILURE ALWAYS BE CONTROLLED
B. AFTER YELLOW AND GREEN FROM THE PEDALS
SYSTEM FAILURE B. THE RUDDER CONTROL
C. NEVER LOST, ALWAYS IS LOST
AVAILABLE MANUALLY C. THE RUDDER CONTROL
D. AFTER LOSS OF FAC 1 AND 2 IS PROVIDED BY SEC 3
3. 182. WHICH SURFACES ARE B. AILERONS AND 8. 187. WHEN BOTH STICKS A. THE SURFACE
USED FOR THE LOAD SPOILERS 4 AND 5 ARE MOVED IN THE SAME MOVEMENT IS
ALLEVIATION FUNCTION (LAF)? OR OPPOSITE DIRECTION: PROPORTIONAL TO THE
ALGEBRAIC SUM OF THE
A. SPOILERS 1 TO 5 A. THE SURFACE DEFLECTIONS OF BOTH
B. AILERONS AND SPOILERS 4 MOVEMENT IS STICKS
AND 5 PROPORTIONAL TO THE
C. AILERONS AND SPOILERS 1 ALGEBRAIC SUM OF THE
AND 2 DEFLECTIONS OF BOTH
STICKS
4. 183. WHICH SURFACES ARE A. ALL SPOILERS
B. THE SURFACE
USED FOR LIFT DUMPING?
MOVEMENT IS
PROPORTIONAL TO THE
A. ALL SPOILERS
LAST STICK DEFLECTED
B. SPOILERS 1 TO 3
C. THE SURFACE
C. SPOILERS 1 TO 4
MOVEMENT IS
5. 184. WHICH SIGNALS CAUSE B. RUDDER TRIM PROPORTIONAL TO THE
RUDDER PEDAL MOVEMENT? SIGNALS FIRST STICK DEFLECTED
D. THE LEFT STICK HAS A
A. YAW DAMPING SIGNALS PRIORITY
B. RUDDER TRIM SIGNALS
C. TURN COORDINATION
SIGNALS
9. 188. ELEVATORS, AILERONS, C. HYDRAULICALLY 15. 194. HOW MANY HYDRAULIC A. 2
SPOILER ARE: ACTIVATED AND MOTORS DRIVE THE SCREW
ELECTRICALLY JACK OF THE STABILIZER:
A. HYDRAULICALLY CONTROLLED
ACTIVATED AND A. 2
MECHANICALLY B. 3
CONTROLLED
16. 195. HOW MANY ELECTRIC C. 3
B. ELECTRICALLY
MOTORS CAN CONTROL THE
ACTIVATED AND
HYDRAULIC MOTOR OF THE
HYDRAULICALLY
STABILIZER:
CONTROLLED
C. HYDRAULICALLY
A. 1
ACTIVATED AND
B. 2
ELECTRICALLY
C. 3
CONTROLLED
17. 196. IF NEITHER ELAC 1 NOR A. SEC 1 OR SEC 2
10. 189. RUDDER CONTROL IS A. YES
ELAC 2 ARE AVAILABLE,
ELECTRICAL FOR YAW
PITCH CONTROL IS
DAMPING AND TRIM:
AUTOMATICALLY
TRANSFERRED TO:
A. YES
B. NO
A. SEC 1 OR SEC 2
11. 190. WHAT STATEMENT IS A. GROUND SPOILER B. SEC 1 OR SEC 3
CORRECT: FUNCTION : ALL C. SEC 3
SPOILERS DEPLOY
18. 197. IN NORMAL LAW, THE A. 50 FT
A. GROUND SPOILER
FLIGHT MODE CHANGES TO
FUNCTION : ALL SPOILERS
THE LANDING MODE WHEN
DEPLOY
PASSING:
B. SPEED BRAKE FUNCTION :
SPOILERS 1.2.3 DEPLOY
A. 50 FT
C. ROLL FUNCTION :
B. 100 FT
AILERONS + SPOILERS 4 AND
5 DEPLOY 19. 198. AT LANDING WHEN B. THE ATTITUDE IS
PASSING 30 FT: PROGRESSIVELY
12. 191. HOW MANY CONTROL B. 3
REDUCED TO 2
MODES ARE THERE ON THE
A. THE ATTITUDE IS DEGREES NOSE
ELEVATORS SERVO JACKS?
MEMORIZED DOWN
B. THE ATTITUDE IS
A. 2
PROGRESSIVELY REDUCED TO
B. 3
2 DEGREES NOSE DOWN
C. 4
20. 199. HOW CAN A C. BY MOMENTARY
13. 192. WHAT ARE THE LIMITS C. A AND B (+ 2, 5 G - 1
DEACTIVATED STICK BE ACTION ON TAKE
FOR MANEUVER G CLEAN, + 2 G - 0
REACTIVATED: OVER PUSH BUTTON
PROTECTION: FLAPS EXTENDED )
OF DEACTIVATED
A. BY MOMENTARY ACTION STICK
A. + 2, 5 G - 1 G CLEAN
ON TAKE OVER PUSH BUTTON
B. + 2 G - 0 FLAPS EXTENDED
OF THE ACTIVE STICK
C. A AND B
B. BY SIMULTANEOUS ACTION
14. 193. WHICH ELAC B. ELAC 2 ON BOTH TAKE OVER PUSH
NORMALLY CONTROLS THE BUTTONS
ELEVATORS AND THE C. BY MOMENTARY ACTION
STABILIZER: ON TAKE OVER PUSH BUTTON
OF DEACTIVATED STICK
A. ELAC 1
B. ELAC 2
21. 200. IN ROLL NORMAL LAW, THE B. > 33 DEGREES 28. 207. AFTER AN AUTOMATIC B. NO
BANK ANGLE PROTECTION IS RETRACTION OF THE FLAPS
ACTIVE WHEN BANK ANGLE IS: WITH CONF. 1, THE FLAPS WILL
AUTOMATICALLY REEXTEND
A. > 45 DEGREES WHEN SPEED DECREASES:
B. > 33 DEGREES
C. > 67 DEGREES A. YES
B. NO
22. 201. IN ROLL NORMAL LAW A. AILERONS +
PROVIDES COMBINED CONTROL SPOILERS 2 TO 5 29. 208. IS IT POSSIBLE TO SELECT B. NO
OF THE: + RUDDER AN INTERMEDIATE POSITION
WITH THE FLAPS AND SLATS
A. AILERONS + SPOILERS 2 TO 5 + SELECTOR:
RUDDER
B. AILERONS + SPOILER 2 TO 5 A. YES
B. NO
23. 202. IF ELAC 1 AND ELAC 2 HAVE C. ROLL
FAILED: CONTROL IS 30. 209. IF YOU ARE FLYING AT AN B. SPEED
PROVIDED BY ANGLE OF ATTACK MORE THAN RETURNS TO
A. ROLL CONTROL IS PROVIDED SPOILERS ONLY ALPHA PROT WHAT HAPPENS ALPHA PROT
BY AILERONS ONLY WHEN YOU RELEASE THE STICK:
B. ROLL CONTROL IS PROVIDED
BY AILERONS AND SPOILERS A. SPEED RETURNS TO VLS
C. ROLL CONTROL IS PROVIDED B. SPEED RETURNS TO ALPHA
BY SPOILERS ONLY PROT
24. 203. IN FLIGHT, IF A WTB (WING B. NO 31. 210. WHEN ALTERNATE LAW IS B. LOST
TIP BRAKE) IS ACTIVATED, CAN ACTIVE, THE HIGH SPEED AND
YOU RELEASE IT: HIGH ANGLE OF ATTACK
PROTECTIONS ARE:
A. YES
B. NO A. DEGRADED
B. LOST
25. 204. WHAT HAPPENS WHEN SFCC B. FLAPS AND
1 FAILS: SLATS OPERATE 32. 211. WHEN ROLL DIRECT LAW IS A. DEGRADED
AT HALF SPEED ACTIVE, THE YAW DAMPING IS:
A. NOTHING
B. FLAPS AND SLATS OPERATE AT A. DEGRADED
HALF SPEED B. LOST
C. FLAPS SYSTEM LOST
33. 212. LOAD ALEVIATION A. SPEED < 200
26. 205. FLAP ONE POWER CONTROL B. FLAPS AT FUNCTION IS INHIBITED WHEN: KTS OR
UNIT FAILS, WHAT HAPPENS: HALF SPEED SLAT/FLAP LEVER
A. SPEED < 200 KTS OR NOT AT 0 OR WTB
A. NOTHING SLAT/FLAP LEVER NOT AT 0 OR ON OR ABOBE
B. FLAPS AT HALF SPEED WTB ON OR ABOBE VMO/MMO VMO/MMO
C. FLAPS ARE LOST B. SPEED < 200 KTS OR WTB ON
C. S/F LEVER NOT AT 0 OR WTB
27. 206. IF CONF. O IS NOT SELECTED B. 210 KTS
ON
AFTER TAKE-OFF, THE FLAPS
AUTOMATICALLY RETRACT AT: 34. 213. HOW MANY HYDRAULIC C. 3
SYSTEMS ACTIVATE THE
A. > 180 KTS RUDDER:
B. 210 KTS
C. V2 A. 1
B. 2
C. 3
35. 214. LIFT AUGMENTATION IS
ACHIEVED ON EACH WING
BY:
A. 3 FLAP SURFACES + 4 SLAT
SURFACES
B. 2 FLAP SURFACES + 5 SLAT
SURFACES
36. 215. SLAT RETRACTION FORM
1 TO 0 IS INHIBITED IF
ANGLE OF ATTACK EXCEEDS
8 DEGREES 5 OR SPEED < 148
KTS:
A. YES
B. NO
37. 216. IN ALTERNATE LAW,
THE CHANGE TO DIRECT
LAW OCCURS WHEN:
B. 2 FLAP SURFACES + 41.
5 SLAT SURFACES
A. YES
A. LANDING GEAR
DOWN OR AT THE
SELECTION OF FLAPS
2 (LGCIU 1 + 2 FAULT)
220. THE PITCH NORMAL C. MANOEUVRE +
LAW PROVIDES: HIGH ANGLE OF
ATTACK + HIGH
A. MANOEUVRE PROTECTION SPEED + PITCH
+ PITCH ATTITUDE ATTITUDE
PROTECTION + HIGH SPEED
PROTECTION
B. MANOEUVRE PROTECTION
+ HIGH ANGLE OF ATTACK
PROTECTION + HIGH SPEED
PROTECTION
C. MANOEUVRE + HIGH
ANGLE OF ATTACK + HIGH
SPEED + PITCH ATTITUDE
D. MANOEUVRE PROTECTION
+ PITCH ATT. PROTECTION +
LOW SPEED STABILITY

B. LANDING GEAR DOWN

C. PASSING 50 FT
38. 217. SLATS SYS 1 FAULT ON B. THE SLAT CHANNEL
THE ECAM WARNING IN ONE SFCC HAS
DISPLAY MEANS: FAILED

A. SFCC 1 HAS FAILED

B. THE SLAT CHANNEL IN
ONE SFCC HAS FAILED
39. 218. WITH HYDRAULIC BLUE A. ALTERNATE
SYSTEM REMAINING AND
BEFORE LANDING GEAR
EXTENSION THE FLIGHT
CONTROL LAW IS:

A. ALTERNATE
B. NORMAL
C. DIRECT
40. 219. IN FLIGHT CONTROL D. ANGLE OF ATTACK
NORMAL, THE STALL CORRESPONDING TO
WARNING IS ACTIVATED: STALL WARNING
CANNOT BE REACHED
A. IF SLATS ARE NOT IN NORMAL LAW
EXTENDED WHEN
REACHING A SPEED OF 148
KNOTS
B. WHEN ALPHA MAX IS
REACHED
C. WHEN ALPHA PROT IS
REACHED
D. ANGLE OF ATTACK
CORRESPONDING TO STALL
WARNING CANNOT BE
REACHED IN NORMAL LAW