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AVIONICS

A320 - 200 MASTER QUESTIONS


ATA 28 - FUEL
1.

2.

3.

4.

THE FUEL CROSSFEED VALVE:A

Is normally open

Is normally closed

Is controlled from the refuel/defuel panel

DURING THE AUTOMATIC REFUELLING SEQUENCE, THE REFUEL


VALVES:A

May be opened by a HI level signal

May be closed by the FQIC when the proper quantity is reached

Are closed by setting the switch to the SHUT position only

IF ONE CHANNEL OF THE FQIC FAILS:A

FLSCUs take over

Half of the quantity indicating data is not available

FQIS operates normally ECAM warning and CDFS report will indicate the
failure

IF THE ENGINES ARE RUNNING AND FUEL OVERFLOWS INTO THE


VENT SURGE TANK:A

The fuel return valve closes and the IDG cooling recirculation stops

The fuel flow is reduced on the associated engine

The transfer valves open to allow fuel flow into the centre tank

5.

6.

7.

8.

THE FUEL LEVEL SENSING CONTROL UNITS (FLSCU):A

Monitor the fuel probes

Monitor all the level sensors and temperature sensors

Control the wing tank pumps in Auto mode

ONE OVERFLOW SENSOR IS LOCATED IN:A

Each vent/surge tank

The centre tank

Each wing tank

THE STATEMENT WHICH BEST DESCRIBES THE NORMAL


OPERATION OF THE WING TANK FUEL BOOST PUMPS IS:A

Continuously running and supplying the engines at all times

Continuously running as long as the centre tank pumps are OFF

Continuously running

TWO LOW LEVEL SENSORS ARE LOCATED IN EACH INNER CELL.


EACH SENSOR CONTROLS:A

One transfer valve

Two transfer valves, one in each wing

Four transfer valves, two in each wing

9.

10.

11.

12.

UNDER THE FOLLOWING CONDITIONS, AIRCRAFT ON GROUND SLATS EXTENDED - AUTO MODE - ALL PUMP PUSH-BUTTONS
PRESSED IN:A

Wing tank pumps are not running

Centre tank pump are running

Centre tank pumps are not running

THE FUNCTION OF THE HIGH LEVEL SENSOR INSTALLED IN THE


CENTRE TANK AND IN EACH INNER CELL IS:A

When immersed in fuel, the related boost pumps operate

When immersed in fuel, the related refuel valve closes.

When dry, the related refuel valve opens.

THE STATEMENT WHICH BEST DESCRIBES THE FUNCTION OF THE


IDG COOLING SYSTEM FUEL RETURN VALVE IS THAT :A

It returns fuel to the fuel tank outer cell

It mixes cold with hot fuel for return to the inner cell

Valve closure causes the return fuel to overflow into the vent surge tank.

THE PURPOSE OF THE FULL LEVEL SENSORS ARE:A

To start the wing tank pumps when fuel reaches the full level

To stop the centre tank pumps when fuel reaches the full level

To close the fuel return valve when fuel reaches the full level

13.

14.

15.

16.

THE AIRCRAFT IS ON THE GROUND, WHEN AN APU FIRE IS


DETECTED:A.

Only the APU FAULT message appears on the ECAM

The APU automatically shuts down

THE EXTERNAL FIRE pushbutton is pushed to discharge the fire bottle

WHEN THE FIRE DETECTION UNIT DETECTS A FIRE ON LOOP A AND


A FUALT ON LOOP B:A

The FIRE warnings are displayed

Loop B is disconnected

No FIRE warnings are displayed with only one Loop FAULT signal

THE APU FIRE BOTTLE PRESSURE IS CHECKED:A

On the ECAM APU page

On the ECAM FDU page

By a DISCH light on the Fire Control Panel

THE AVIONICS SMOKE DETECTOR IS TESTED:A

By a dedicated test pushbutton on the detector

Through the CFDS, AEVC BITE

By a manual test from the Cabin Intercommunications Data System

17.

18.

19.

20.

LAVATORY SMOKE DETECTION WARNINGS ARE SENT TO:A

The ECAM and CIDS

The ECAM only

The ECAM and CFDS

WHEN SMOKE IS DETECTED IN A CARGO COMPARTMENT, THE


AUTOMATIC ACTION IS THAT:A

A fire bottle is discharged

The associated cargo compartment isolation valves close

The avionics ventilation extract valve opens

TO CARRY OUT THE APU AUTO EXTINGUISHING GROUND TEST:A

Ensure APU is shut down and test button on the fire panel is pressed

Ensure APU is operating and APU fire push-button is released out

Confirm that APU is shut down and test button on the maintenance panel is
pressed

WHEN SMOKE IS DETECTED THE AVIONICS SMOKE DETECTOR


SENDS SIGNALS DIRECTLY TO THE :A

ECAM system, local warnings and avionic equipment ventilation computer


(AEVC).

Local warnings, AEVC and the centralised fault display interface unit
(CFDIU)

Skin exchanger isolation valve, air conditioning inlet valve and AEVC

21.

22.

23.

24.

THE GEN 1 LINE SMOKE LIGHT AND THE BLOWER FAULT AND
EXTRACT FAULT LIGHTS ARE ACTIVATED BY A SIGNAL FROM THE:A

Smoke Detector

Avionic equipment ventilation computer (AEVC)

Centralised fault display interface unit (CFDIU)

LAVATORY SMOKE DETECTOR FAILURE IS INDICATED ON THE :A

Overhead panel on the flight deck

AFT attendants panel in the cabin

Cockpit and cabin

THE POWER UP TEST (PUT) IS PERFORMED BY THE ECB WHEN:A.

The master switch is set to ON

The START push-button is released out

THE START push-button is pressed in

THE APU STARTER AND IGNITION SYSTEM ARE DE-ENERGIZED AT:A

95% N and 99% N respectively

99% N

50% N

25.

26.

27.

28.

THE REQUIREMENT FOR AN APU START IS THAT:A

External power is connected to the electrical system

At least one battery installed and selected ON

Both batteries installed and selected ON

AN AUTO SHUTDOWN WILL OCCUR:A

When performing a self test through the MCDU

With Surge valve or bleed valve failure

With APU generator oil overtemp

WITH THE APU BLEED VALVE OPEN, RELEASING THE MASTER


SWITCH WILL CAUSE THE APU TO SHUTDOWN:A

Immediately

Only after the cool-down period has elapsed

Only if the START push-button is released

THE BLEED LOAD VALVE CHARACTERISTICS ARE:A

Pneumatically controlled and electrically operated via the ECB

Electrically controlled and pneumatically operated via bleed monitoring


computer (BMC) 1 and 2.

Pneumatically operated and electrically controlled via the ECB

29.

30.

31.

32.

THE ECB WILL CARRY OUT A PROTECTIVE SHUTDOWN FOR:A

Low oil level

High oil temperature

High oil pressure

THE APU FUEL PUMP IS CONTROLLED TO RUN WHEN THE:A

APU start switch push-button set to ON and sufficient fuel crossfeed line
pressure

APU master switch push-button set to ON and sufficient fuel crossfeed line
pressure

APU master switch push-button set to ON and insufficient fuel crossfeed line
pressure.

THE METHOD WHICH CAN BE USED FOR CHECKING THE APU OIL
QUANTITY IS BY:A

Sight glass on accessory gearbox, ECAM APU page and CFDS interrogation

ECAM replenishments page, CFDS interrogation and oil cooler sight glass.

ECB interrogation and accessory gearbox sight glass

THE APU PARAMETER DURING MAIN ENGINE START ARE:A

SPEED 101% and IGVs fully closed

Speed 99% and IGVs fully open

Speed 101% and IGVs fully open

33.

34.

35.

36.

RESOLVERS PROVIDE THRUST LEVER ANGLE SIGNAL TO:A.

The FMGC (Flight Management and Guidance Computer)

The EIU, then to ECU

ECU channel A and channel B

THE ENGINE CONTROL UNIT IS SUPPLIED BY A DEDICATED


ALTERNATOR ON THE ENGINE :A

Until the start sequence is completed

When N2 is greater than 12%

After A/C electrical power is lost

PRIOR TO PERFORMING MAINTENANCE ON THE THRUST


REVERSER:A

The yellow hydraulic system must be depressurized

Deactivate the thrust reverser by placing the lever in the inhibition position on
the Hydraulic Control Unit (HCU)

Deactivate the thrust reverser by disconnecting the hydraulic supply lines

WITH THE ENGINE MASTER LEVER IN THE OFF POSITION:A

The High Pressure and Low Pressure fuel valves are closed

The High Pressure fuel valve is closed and the Low Pressure fuel valve is

The High Pressure and Low Pressure fuel valves are open

open

37.

38.

39.

40.

DURING AN ENGINE AUTOMATIC START, IF ENGINE LIGHT-OFF IS


NOT OBTAINED WITHIN 15 SECONDS, THE ECU:A

Closes the start valve only

Closes the LP fuel valve and closes the start valve

Turns ignition and fuel OFF and dry cranks the engine for 30 seconds

DURING AN ENGINE MANUAL START, "AB" IGNITION IS INDICATED


ON ECAM:A

It means that ignition systems A and B have failed

It means that system B has failed but system A is operational

This is the normal indication during an engine manual start

WHEN THE MODE SELECTOR IS IN THE CRANK POSITION:A

Ignition is available up to 28%

Ignition is available only if the MAN START push-button is also selected ON

Ignition is inhibited

THE FADEC AUTOMATICALLY SELECTS A CONTINUOUS RELIGHT:A

In case of ECU failure

In case of detection engine anti-icing ON or EIU failure or engine flame-out

In case of EIU failure only

41.

42.

43.

44.

THE COMPONENT WHICH CONTROLS THE SWITCHING OF AIRCRAFT


ELECTRIC POWER SUPPLY TO THE ECU IS:A

The ECU, with signals from the engine mode selector, the engine MASTER
switch and the FADEC GND PWR switch

The EIU, with signals from the engine mode selector, the engine MASTER
switch and the FADEC GND PWR switch

The EIU, with signals from the MAN START switch, the engine MASTER
switch and the FADEC GND PWR switch

THE PRIMARY PARAMETERS WHICH ARE SENT DIRECTLY TO THE


ECAM BY THE ECU ARE:A

N1, N2, oil pressure, fuel used

N, N2, EGT, fuel flow

N1, N2, EGT, fuel used

THE START IS VALVE OPENED:A

By the ECU with the master lever set to ON

By the EIU with the master lever set to ON

By the ECU with the master lever set to OFF

THE SELECTION OF THE IGNITER (A OR B) IS ACHIEVED:A

Automatically by the ECU at each start

Manually via the master lever at each start

Automatically by the EIU on landing (WOW)

45.

46.

47.

48.

THE FUNCTION WHICH IS NOT AVAILABLE WHEN USING ENGINE


MANUAL START PROCEDURES IS:A

Automatic ignition shut off

Automatic fuel flow regulation

Automatic shutdown

THE SYSTEMS WHICH COMPRISE THE ENGINE COMPRESSOR


AIRFLOW CONTROL ARE:A

Rotor active clearance control (RACC) and variable bleed valves (VBV)

High and low pressure turbine active clearance control (HPTACC and
LPTACC)

Variable stator vanes (VSV) and variable bleed valves

AS N2 INCREASES THE VARIABLE BLEED VALVES (VBV) WILL:A

Open

Close

Modulate about the mid position

THE FUNCTIONS OF THE THRUST LEVERS ARE:A

To act as an N1 upper limit in autothrust and direct N1 control in manual

To act as direct N2 control in autothrust and N1 upper limit in manual

To act as an N2 upper limit in manual and direct N1 control in autothrust

49.

50.

51.

52.

THE VIBRATION SENSOR WHICH IS CLASSIFIED AS THE PRIMARY


ACCELEROMETER IS LOCATED AT:A

Turbine rear frame (TRF)

Fan frame compressor case vertical (FFCCV)

No.1 bearing

THE BASIC CONDITIONS WHICH ARE REQUIRED PRIOR TO THRUST


REVERSER OPERATION ARE:A

Thrust lever angle (TLA), aircraft on ground and N1 input

Hydraulic control unit (HCU) armed, N2 input and inhibition relay disarmed

N2 input, aircraft on ground and thrust lever angle

NO. 1 ENGINE THRUST REVERSER SYSTEM IS NORMALLY POWERED


BY:A

Blue system hydraulics

Green system hydraulics

Yellow system hydraulics

THE DIRECTIONAL AND PRESSURISING SOLENOID VALVES ARE


CONTROLLED:A

Electrical signal from the EIU

Mechanically from the thrust reverse lever

Electrically from the ECU

53.

54.

55.

56.

DURING A DEPLOY SEQUENCE WHEN DOES THE COCKPIT REV


INDICATION CHANGE TO GREEN:A

When the four pivoting doors arrive at 95% angular travel

When one pivoting door arrives at 95% angular travel

When the four pivoting doors arrive at 100% angular travel

THE RESULT IF ONE OF THE FOUR LATCHES IS NOT UNLOCKED


DURING REVERSER OPERATION IS THAT:A

Automatic re-selection by the ECU

Thrust reverse is not available

Three doors are deployed

THE ECU OIL TEMPERATURE SENSOR IS USED FOR:A

Fuel return valve operation

Fuel/oil heat exchanger operation

Oil to tank return

THE FAN COWL HOLD OPEN RODS ARE STOWED:A

On the pylon

On the engine

On the fan cowl door

57.

58.

59.

60.

DURING MANUAL OPENING OF A PIVOTING DOOR, HOW IS THE


THRUST REVERSER SYSTEM MADE SAFE:A

By the hydraulic control unit de-activation lever

Manual unlocking knob on the hydraulic latch

Manual unlocking square on the hydrualic actuator

THE FADEC PROVIDES TWO IDLE MODE SELECTIONS:A

Flight idle and approach idle

Approach idle and landing idle

Approach idle and minimum idle

THE VARIABLE STATOR VANES & VARIABLE BLEED VALVES ARE:A

Fuel-operated and controlled by the ECU

Electronically controlled by the EIU

Mechanically controlled with a push-pull cable

THE FUNCTION OF THE ENGINE FADEC GROUND POWER


PUSH-BUTTONS IS:A

To restore electrical power to the FADEC systems, aircraft on ground


and engines running

To restore electrical and hydraulic power to the FADEC systems, engines not
running

To restore electrical power to the FADEC systems, aircraft on ground and


engines not running