ATA: 36

1) HOW IS THE CROSS-BLEED VALVE CONTROLLED DURING AN ENGINE CROSS START PROCEDURE

a) IT IS CONTROLLED AUTOMATICALLY TO OPEN

b) IT IS CONTROLLED CLOSED
c) IT IS MANUALLY SELECTED TO OPEN

2) WITH THE FAN-AIR VALVE IF THE TM IS DE-ENERGIZED, WHAT IS THE POSITION OF THE VALVE:

a) THE FAV MOVES TO THE FULLY OPEN POSITION

b) THE FAV MOVES TO THE FULLY CLOSED POSITION
c) THE FAV MOVES TO THE NEUTRAL POSITION

3) IF THE REMOTE SERVO TMS ARE DE-ENERGIZED, THE HPV AND MPV OPERATE IN.?

a) FOLLOW UP MODE
b) ELECTRIC ONLY MODE
c) PNEUMATIC MODE

4) IF THE MPV PRESSURE REGULATION FAILS, WHAT IS THE POSITION OF THE MPV?

a) IT IS FAIL SAFE OPEN

b) THE OVERPRESSURE SHUT-OFF VALVE LIMITS THE DOWNSTREAM PRESSURE TO A MAXIMUM
VALUE (90 PSI).
c) IT IS CLOSED

5) APU BLEED VALVE P/B SELECTED ON, CROSS-BLEED VALVE & ENGINE BLEED VALVES SELECTED
AUTO, ENGINES AND APU RUNNING,WHICH CONFIGURATION MUST BE OBTAINED

a) BLEED VALVES OPENED, CROSS-BLEED VALVE OPENED, APU BLEED VALVE CLOSED
b) BLEED VALVES CLOSED, CROSS – BLEED VALVE OPENED, APU BLEED VALVE OPENED
c) BLEED VALVES OPENED, CROSS-BLEED VALVE CLOSED, APU BLEED VALVE OPENED

ATA: 21

6) THE PACK FLOW CONTROL VALVE IS FITTED WITH

a) ONE PNEUMATIC MOTOR AND TWO SOLENOIDS

b) TWO ELECTRICAL MOTORS AND ONE SOLENOID
c) ONE TORQUE MOTOR AND ONE SOLENOID

7) WHEN IS A PACK FLOW CONTROL VALVE ELECTRICALLY CONTROLLED TO CLOSE

a) AT ENGINE START, FIRE PUSHBUTTON RELEASED OUT OR LEAK DETECTION

b) AT ENGINE START, FIRE PUSHBUTTON RELEASED OUT OR DITCHING SELECTION
c) AT ENGINE START, LEAK DETECTION OR DITCHING MODE

1
8) IN NORMAL CONDITION

a) PACK 1 CONTROLS THE COCKPIT TEMPERATURE AND PACK 2 CONTROLS THE CABIN
TEMPERATURE
b) PACK 1 CONTROLS THE CABIN TEMPERATURE AND PACK 2 CONTROLS THE COCKPIT
TEMPERATURE
c) PACK 1 AND PACK 2 ARE REGULATED BY THE LOWEST ZONE TEMPERATURE DEMAND EITHER
FROM THE COCKPIT OR THE CABIN ZONES

9) WHAT WILL CAUSE THE “FAULT” LIGHT ON THE “PACK” PUSHBUTTON TO COME “ON” AMBER

a) PUSHBUTTON IN “OFF” POSITION ONLY

b) DISAGREEMENT OR PACK OVERHEAT
c) CABIN ZONE DUCT OVERHEAT

10) WHAT WILL CAUSE THE “FAULT” LIGHT ON THE “HOT AIR “PUSHBUTTON TO COME “ON” AMBER

a) ENGINE START PUSHBUTTON “OFF” OR DITCHING

b) PACK OUTLET TEMPERATURE AT 80 C
c) DUCT TEMPERATURE REACHES 88 C

11 THE ASCU SENDS A DOOR OPEN/CLOSE SIGNAL TO:

a) THE ACTUATOR THROUGH A PSCU

b) THE ACTUATOR DIRECTLY
c) ONLY IN FLIGHT

12) TO RESTORE HOT AIR SUPPLY TO ALL DUCTS IN CASE OF TRIM AIR PRESSURE REGULATING VALVE
(TAPRV) FAILED CLOSED

a) TRIM AIR SHUT OFF VALVE (TASOF) WILL OPEN

b) RECIRCULATION VALVES WILL OPEN
c) NO HOT AIR FLOW IS AVAILABLE IN THE RESPECTIVE DUCT

13) WHERE DOES SACU GET DATA FROM

a) INTERNAL SENSOR
b) ACS
c) CPCP

14) WHEN WILL THE EMERGENCY RAM AIR INLET FLAP OPEN?

a) TWO PACKS LOSS, DITCHING P/B NORMAL POSITION, RAM AIR P/B SET TO ON
b) DITCHING ON AND PACKS OFF
c) PACK1 AND PACK 2 P/B’S OFF AND RAM AIR P/B RELEASED OUT

2
15) IN THE AIR CONDITIONING BAY VENTILATION SYSTEM, THE TURBOFAN SUPPLY VALVE SOLENOID
IS CONTROLLED BY THE LGERS:

a) DE-ENERGIZED ON GROUND TO OPEN THE VALVE

b) ENERGIZED ON GROUND TO OPEN THE VALVE
c) THE VALVE IS MAINTAINED CLOSED BY ANEROID CAPSULE BELOW 15000 FT

16) CONCERNING THE FWD CARGO COMPARTMENT TEMPERATURE CONTROL, WHEN THE ISOLATION
VALVES PUSHBUTTON SWITCH IS PRESSED IN, AND SMOKE IS DETECTED

a) THE VALVES POSITION WILL BE ACCORDING TO COCKPIT SELECTION

b) THE P/B HAS NO EFFECTS ON THE VALVE AND ON THE FAN IN SMOKE CONDITION
c) THE ISOLATION VALVES WILL CLOSE, AND THE EXTRACTION FAN WILL STOP

17) HEATING OF BULK CARGO IS PERFORMED BY

a) RECIRCULATED CABIN AIR

b) HOT AIR BLEED THROUGH THE HOT AIR TRIM VALVE
c) ELECTRIC HEATER CONTROLLED BY THE CRDCs

18) ON THE “CAB PRESS” PANEL THE “MAN” ILLUMINATES WHEN

a) SYSTEM 1 OR SYSTEM 2 FAILS

b) A MANUAL SELECTION IS MADE AND IS CONTROLLED BY THE SACU
c) NO LANDING ELEVATION SIGNAL FROM FMGEC

19) VCRU CONTROL BY?

a) SCS
B) AVS
C) ACU

20) VCRU CONDENSOR SIDE COOLING BY?

A) RAM AIR
B) VCRU IT SELF
C) PACK BAY VENTILATION

21) FLIGHT PROFILE INFORMATION IS PROVIDED TO THE CPCS FROM:

a) FMS
b) ADIRS
c) MCDU

3
22) WHICH INTERFACES ARE USED FOR PRESSURIZATION AND DEPRESSURIZATION SEQUENCES

a) EIVMU AND LGERS

b) LGCIU AND FMGEC
c) LGERS AND DSCS

23) IN THE AIR CONDITIONING BAY VENTILATION SYSTEM, THE TURBOFAN SUPPLY VALVE SOLENOID
IS CONTROLLED BY:
a) ASCU’S TO OPEN THE VALVE ON THE GROUND
b) ASCU’S TO CLOSE THE VALVE ON THE GROUND
c) THE VALVE IS MAINTAINED CLOSED BY ANEROID CAPSULE BELOW 15000 FT

ATA: 32

24) ON ECAM WHEEL PAGE, “UPLOCK” FAULT APPEARS ON ECAM CAUTION, IN CASE OF:

a)DISAGREEMENT BETWEEN LANDING GEAR CONTROL LEVER AND A DOOR POSITION

b) ANY L/G DOOR IN TRANSIT WITH LANDING GEAR CONTROL LEVER IN UP POSITION
c)IF AN UPLOCK ASSEMBLY IS DETECTED IN THE UP POSITION WITH THE CORRESPONDING L/G
IN THE DOWN POSITION

25) WHAT HAPPENS IF BOTH STEERING HANDWHEELS ARE OPERATED SIMULTANEOUSLY IN THE
SAME OR OPPOSITE DIRECTION

a) CAPTAIN’S HAND WHEEL ALWAYS HAS PRIORITY

b) STEERING ORDERS WILL BE ALGEBRAICALLY ADDED
c) STEERING WILL BE MOMENTARILY LOST AND A FAULT WARNING IS GENERATED ON ECAM

26) MAXIMUM NOSE WHEEL STEERING ANGLE WHEN USING HANDWHEELS:

a) 10 DEGREES DURING TOWING AND PUSH BACK

b) 65 DEGREES DURING TOWING AND PUSH BACK
c) 72 DEGREES DURING TOWING AND PUSH BACK

27) WHAT IS THE PURPOSE OF THE DISCONNECT PUSHBUTTON ON THE STEERING HAND WHEELS

a) TO DISCONNECT THE SIDE STICK FOR FLIGHT CONTROL CHECK ON GROUND

b) TO DISCONNECT THE PEDALS FROM THE NOSE WHEEL STEERING SYSTEM DUE TO FLIGHT
CONTROL CHECK ON GROUND
c) TO DISCONNECT THE HAND WHEELS FOR NOSE STEERING SYSTEM TEST

28 THERE ARE TWO WHEEL GROUPS THAT ARE OPERATED BY.

a) ELECTRICALLY, BY A TORQUE MOTOR OPERATED BY A SIGNAL FROM BSCU

b) THE FORWARD GROUP (BRAKES 1 TO 4) IS SUPPLIED BY THE BLUE HYDRAULIC SYSTEM. THE
REAR GROUP (BRAKES 5 TO 8) IS SUPPLIED BY THE GREEN HYDRAULIC SYSTEM.
c) THE FORWARD GROUP (BRAKES 1 TO 4) IS SUPPLIED BY THE YELLOW HYDRAULIC SYSTEM. THE
REAR GROUP (BRAKES 5 TO 8) IS SUPPLIED BY THE GREEN HYDRAULIC SYSTEM.

4
29) DURING LANDING GEAR RETRACTION AND EXTENSION:

a) THE LGCIS WILL MAKE SURE THAT WHEN THE AIRCRAFT IS IN FLIGHT (MORE THAN 260 KTS) AND
ON THE GROUND DURING TAKE-OFF AND LANDING THE SYSTEM CAN ALWAYS BE PRESSURISED
b) THE LGCIS WILL MAKE SURE THAT WHEN THE AIRCRAFT IS IN FLIGHT (MORE THAN 260 KTS)
AND ON THE GROUND DURING TAKE-OFF AND LANDING THE SYSTEM CAN NOT BE
PRESSURISED
c) THERE IS NO MLG BRAKING TO REDUCE WHEEL SPIN

30) IF THE ANTI-SKID SWITCH IS SET TO OFF,

a) ALL BRAKES CHANGE TO THE EMERGENCY MODE

a) THERE IS NO EFFECT ON NORMAL BRAKING
b) IN FLIGHT BRAKING IS INHIBITED

31) WHAT IS INDICATED BY THE GREEN “BRAKE RTO” LIGHT ON THE PFD?

a) THE AUTO BRAKE FUNCTION IS DEACTIVATED

b) A LOSS OF PARKING BRAKE FUNCTION
c) AIRCRAFT DECELERATION RATE REACHES THE SELECTED VALUE

32) IN WHICH BRAKING MODE(S) IS ANTI-SKID AVAILABLE?

a) DURING NORMAL AND ALTERNATE BRAKING

b) ONLY DURING NORMAL BRAKING
c) WHEN THE AUTO BRAKE SYSTEM HAS FAILED

33) WHAT OPERATES THE HYDRAULIC FUSES IN THE BRAKE SYSTEM LINES

a) THE RATE OF FLOW DOWNSTREAM OF THE SERVO VALVES

b) A LEAKAGE UPSTREAM OF THE SERVO VALVES
c) VERY HIGH FLOW IN THE BRAKE RETURN LINES

ATA: 49

34) IN CASE OF OVERPRESSURE INSIDE THE APU COMPARTMENT.

a. THERE IS NO AFFEXCT THIS IS NORMAL FOR THE A350

b. THE APU WILL SHUT DOWN
c. THE OVERPRESSURE DOOR OPENS

35) WHICH OF THE FOLLOWING STATEMENTS IS CORRECT, WHEN THE APU REACHES 70% RPM:

a) THE FLAP DOOR CLOSES

b) THE FLAP DOOR OPENS
c) IGNITION IS TERMINATED

5
36) IN FLIGHT IN THE EVENT OF A TOTAL ENGINE FLAME OUT (TEFO)?
a) THE APU WILL BE STARTED BY CREW ACTION ONLY
b) AUTOMATICALLY WITHOUT ANY CREW ACTION THE APU WILL BE STARTED
c) THE APU CAN NOT BE STARTED IN FLIGHT

37) WHEN A NORMAL APU SHUTDOWN IS REQUESTED?

a) THE APUGCU DECREASES THE APU SPEED (FROM 100% TO 25%) FOR A COOL DOWN PERIOD OF
APPROXIMATELY 180 SECONDS. THE APU IS THEN SHUTDOWN BY CUTTING OFF THE FUEL
SUPPLY
b) THE ECB DECREASES SLOWLY THE APU SPEED (FROM 100% TO 70%) FOR A COOL DOWN
PERIOD OF APPROXIMATELY 90 SECONDS. THE APU IS THEN SHUTDOWN BY CUTTING OFF THE
FUEL SUPPLY
c) THE APU IS SHUTDOWN IMMEDIATELY WITHOUT COOLING PERIOD

38) THE PURPOSE OF THE DE-OIL SOLENOID IS:

a) TO UNLOAD THE OIL PRESSURE PUMP DURING COLD STARTS

b) TO DUMP OIL MIST IN THE EXHAUST AREA
c) TO DRAIN THE GEARBOX AND GENERATOR VENTS

39) THE DATA MEMORY MODULE (DMM) IS:

a) NOT USED ON THE A350 INSTALLATIONOF THIS APU

b) A NON-VOLATILE MEMORY DEVICE USED TO STORE INFORMATION REGARDING THE HEALTH
MONITORING AND LIFE DATA OF THE APU, THE SERIAL NUMBER, OPERATING HOURS, START
CYCLES, FAULT HISTORY, AND PERFORMANCE PARAMETERS. THE SAME INFORMATION ARE
ALSO STORED INSIDE THE ECB MEMORY
c) A NON-VOLATILE MEMORY DEVICE USED TO STORE INFORMATION REGARDING THE HEALTH
MONITORING AND LIFE DATA OF THE APU, THE SERIAL NUMBER, OPERATING HOURS, START
CYCLES, FAULT HISTORY, AND PERFORMANCE PARAMETERS. THE SAME INFORMATION IS NOT
STORED IN ANY OTHER UNIT

40) THE APU EGT SYSTEM:

a) SHOWS THE COOLEST TEMPERATURE OR 6 THERMOCOUPLES

b) THE EGT THERMOCOUPLES ARE CONNECTED TO THE ECB AND EGT VALUE IS
DISPLAYED ON ECAM APU SD PAGE.
c) THE EGT THERMOCOUPLES ARE CONNECTED TO THE ECB AND EGT VALUE IS
DISPLAYED ON ECAM APU SD PAGE.