ATC cleared you to FL 150. The PF sets the new altitude on the FCU. What will happen if he pulls the ALT selection knob?

The aircraft will disregard the constraint and climb to FL 150.

The aircraft will stop the climb at FL 60 until passing the constraint then continue climb to FL 150.

As soon as the aircraft passes FL 60, the target altitude on the PFD will change to FL 150 and the aircraft continues to climb.

The aircraft will level off at FL 60. The PF must pull the ALT selection knob a second time to climb to FL 150.

The FCU target altitude is FL 150, you are climbing toward an ALT constraint. What will happen if the PF pushes the ALT selection knob? NOTE: The constraint alt is FL60.

No change, the aircraft will stop the climb at FL 60 until passing the constraint then continue climb to FL 150.

The aircraft will level off at FL 60. The PF must push or pull the ALT selection knob a second time to climb to FL 150.

The aircraft will disregard the constraint and climb to FL 150.

As soon as the aircraft passes FL 60, the target on the PFD will change to FL 150 and the aircraft continues to climb.

The FCU target altitude is FL 150, you are climbing toward an ALT constraint. What will happen if the PF pulls the HDG/TRK selection knob now?

The aircraft will stay on the present heading, disregard the constraint and climb to FL 150.

The aircraft will continue on the present heading, stop the climb at FL 60.

The aircraft will follow the F-PLN, stop the climb at FL 60 until passing the constraint then continue climb to FL 150.

The aircraft will follow the F-PLN, disregard the constraint and climb to FL 150.

On the MCDU, you notice that some waypoints have a small triangle behind the name. What does it stand for?

It means these waypoints will be overflown.

It means these waypoints are compulsory reporting points.

It indicates altitude constraints at these waypoints.

It indicates speed constraints at these waypoints.

You get the message DECCELERATE on the FMA. What does it mean?

You are advised to slow the aircraft to loose energy so that you will be able to intercept the descent path.

The FMGC warns you about a possible overspeed.

TCAS discovered a possible traffic conflict and warns you to decelerate to keep your separation.

Due to some environmental circumstances, the aircraft missed a speed constraint.

The a/c is climbing to FL250 as set on the FCU, an altitude constraint has been inserted at FL90. What is the procedure when the a/c reaches FL90?

No procedure, the a/c will automatically resume the climb after having sequenced the constrained waypoint.

The pilot flying must push the ALT knob.

The pilot flying must turn the ALT knob.

The a/c will not match the constraint, the D pilot has to climb by using V/S mode.

In dual mode of operation, one FMGC is the master. How is the master FMGC determined ?

It is the FMGC corresponding to the AP engaged or FMGC1 when both AP engaged.

It is the FMGC corresponding to the Pilot Flying side.

Setting the thrust levers onto TOGA will arm the A/THR. Where do you check that the A/THR is armed?

On the FMA, in the AP/FD and A/THR engagement status column.

On the FMA, in the Autothrust mode column.

On the thrust levers FLEX detent.

Dashes in the FCU window indicate the system has enough information to manage the settings of the targets. Why is the altitude window not dashed?

The altitude window shows digits as the target altitude is always set manually by the pilot.

The altitude selector knob has not been pushed.

The altitude selector knob has not been pulled.

Both autopilots must be engaged.

The speed window on the FCU is dashed. What does it mean?

The target speed is managed by the A FMGC.

The pilot has pulled the speed selector knob.

You are in managed speed mode. If you pull the speed selector knob, which speed value will appear on the FCU window ?

The current speed or mach that is used by the FMGC.

The max limit speed according to the aircraft configuration.

When can you engage autopilots 1+2 at the same time?

As soon as the APPR mode is armed for an ILS approach.

As soon as the APPR mode is armed for a non precision approach on managed mode.

ALT magenta is displayed on the FMA. What does it mean?

ALT is armed, a constraint has been inserted in the F-PLN.

ALT is armed, the target altitude is given by the ALT window in the FCU.

The aircraft is on descent and the target altitude is higher than the current aircraft altitude.

The target altitude is above the glide slope altitude capture.

The yaw bar when displayed on the PFD instead of the flight director roll bar is used to :

Provide guidance, if a localizer is available for take-off and roll-out phases.

Provide guidance after take-off up to 1000 feat AGL to maintain the runway center line.

Confirm that the aircraft is well established in the glide slope on ILS final approach.

Change over automatically in case of localizer failure on ILS final approach

What does MAN TOGA indicate on the FMA column?

The thrust has been manually set to TOGA.

The autothrust system is inoperative.

The FMGC guidance autothrust command is unserviceable.

The pilot has disconnected the autothrust system.

A/THR is armed. What does it mean?

The autothrust will become active when the pilot sets the thrust levers in the climb detent

The autothrust will be automatically activated by the FMGC without any pilot action when crossing the thrust reduction altitude.

The thrust levers must be set to idle and then in the climb detent to activate the autothrust.

"LVR CLB" white flashing on the FMA indicates :

We have reached the thrust reduction altitude.

The autothrust levers are stuck and can not be put in the climb detent.

The pilot has forgotten to enter the FLEX temperature on the MCDU take-off page before taking off.

The thrust levers will automatically move to the climb detent.

You are established in climb, THR CLB mode is active :

The climb is controlled by the thrust and the target speed is maintained by the autopilot which adjust the pitch.

The speed is controlled by the thrust and the rate of climb by the autopilot.

The speed and the rate of climb are maintained by the autopilot.

The speed and the rate of climb are D controlled by the thrust.

The aircraft levels off at 13000 feet ALT green on the FMA, the autothrust is in SPEED mode:

The autothrust system controls the thrust to maintain the target speed and the autopilot maintain the altitude by adjusting the pitch.

The target speed and the altitude are maintained by the autopilot.

The target speed is maintained by the autopilot and the altitude is controlled by the autothrust.

The altitude and speed are maintained by the A/THR.

Why do you set the thrust levers to IDLE for landing?

To engage the manual mode of the autothrust.

To be prepared in case of touch and go.

According to FCU and FMA indications, what happened?

The pilot flying has set the thrust levers to IDLE to reduce the thrust for landing.

The autothrust is now disconnected.

The autothrust manual mode is engaged.

Have a look at the MCDU F-PLN page. Notice the small white arrow shown on the right top. It indicates that :

We can access to another page by acting on NEXT PAGE key.

We can move this page to the right.

Another page is automatically displayed in relation to the phase of the flight.

As soon as a CO RTE or a CITY PAIR is entered in the INIT PAGE A, the displayed coordinates are:

The airport reference point position.

The standard instrument departure is shown on the navigation display, however an amber line can be seen:

It is the engine out standard instrument departure.

It is the standard departure for light airplanes.

Have a look at the MCDU, the ILS 23R is a currently selected approach, the green color means:

This approach is inserted into the active F-PLN.

This approach is displayed in green before insertion in the F-PLN.

This approach can not be selected.

The ILS 23L has been currently selected, the yellow fonts means:

The selection is temporary and must be inserted to become active or erased to be rejected.

The selection has been made on the secondary FPLN

This selection is definitely done and cannot be erased

The crew has made a wrong selection.

The lateral revision page from a F-PLN waypoint shows VIAGO/TO data field, it is used:

To build-up a F-PLN waypoint by waypoint.

To enter VIA a beacon TO a waypoint.

To enter VIAGO/TO a new airport.

Which data do you need to enter in MCDU in order to obtain the operating speed computation?

The flaps lever moving onto the take off setting.

Have a look at the PFD, the magenta digit value displayed on the top of the speed scale is:

V2 as entered on the MCDU takeoff page by the PF

V2 as manually set on the FCU by the pilot flying.

What is the meaning of RWY green on the FMA?

The lateral guidance during takeoff roll is linked to the ILS localizer signal.

The aircraft is automatically guided to maintain the runway center line.

The runway used for takeoff is confirmed by ATC.

FCU clearance is FL150, the aircraft is climbing toward FL60 as shown on PFD. Why is FL60 displayed in magenta?

This is an altitude constraint.

The active vertical mode is not OP CLB.

The aircraft rate of climb is too low.

Have a look at the ND, ahead of the aircraft symbol and along the F-PLN, a small magenta arrow is shown. What does it mean?

The aircraft will level off at that point to satisfy the altitude constraint.

The aircraft is in OP CLB mode.

The altitude constraint cannot be satisfied.

The aircraft will resume the climb at that point.

You are flying a selected HDG target. How do you proceed to resume the normal F-PLN?

I maintain the present heading and I push the heading selector knob to arm the NAV mode.

I turn right to intercept the F-PLN after the TO waypoint.

I maintain the present heading waiting for the automatic interception.

You are flying a selected heading target. A white dot is displayed on the FCU beside the selected HDG. What does it mean?

The lateral managed mode has been selected and is armed.

The lateral selected mode is not satisfactory.

The selected mode is not engaged.

ALT mode is engaged, MCDU PERF page indicates CLB. Why?

The FMGS is unable to control the climb.

FL290 is the FCU selection, and is below the CRZ FL.

The FMGS assumes that you will continue the CLB higher than 290.

ALT mode is engaged at FL290, MCDU PERF page indicates CLB. How do you obtain ALT CRZ on the FMA at that altitude (FL290) ?

Set the new altitude clearance FL290 on the MCDU PROG page.

Set the new altitude clearance on the FCU.

Push the altitude selector knob to continue the climb as programmed before.

We are in OP DES and THR IDLE modes:

The autothrust maintain the thrust at idle and the auto pilot adjust the pitch to maintain the target speed.

The autothrust adjust the thrust to maintain the target speed and the autopilot control the descent flight path.

The autothrust maintain the thrust at idle and the autopilot control the vertical speed.

The autothrust control the target speed and the rate of descent.

The approach phase activation can be done:

Automatically when the aircraft overfly the deceleration point or manually by the pilot on the PERF page

Only manually by the pilot through the MCDU PERF. Page.

Only automatically at the deceleration point.

As soon as the approach phase is activated, the managed speed will depend on:

The vertical mode previously flown.

A320 Auto FLT

Authored by Iz Man

Professional Development

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MULTIPLE CHOICE QUESTION

30 sec • 1 pt

You are climbing to the altitude set in FCU.
What happens if the V/S-FPA selector knob is pushed?

The aircraft immediately levels off.

The V/S-FPA target is unchanged.

The aircraft follows the selected V/S-FPA.

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

What happens if the HDG selector knob is pushed?

The aircraft reverts to TRK.

The HDG/TRK target changes.

Nothing, the aircraft follows indefinitely

the selected HDG/TRK.

The aircraft continues to follow the current HDG until F-PLN interception.

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

What happens if the HDG selector knob is pulled?

The aircraft reverts to the original F-PLN.

The HDG target changes to TRK.

The aircraft follows the selected HDG until

intercepting the lateral F-PLN.

Nothing, the aircraft continues on HDG 140 indefinitely.

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

Is the aircraft following a track or a heading?

Track

Heading

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

Look at the FMA. LOC in blue is ....

The active lateral mode which is a

constraint.

The armed lateral mode.

The armed lateral mode which is a constraint.

The active lateral mode.

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

Look at the FMA. NAV in green is .......

The active lateral mode which is a constraint.

The armed lateral mode.

The armed lateral mode which is a constraint.

The active lateral mode.

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

A/THR in blue means it is ....

Disconnected

Armed

Active

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A320 Auto FLT

You are climbing to the altitude set in FCU.What happens if the V/S-FPA selector knob is pushed?

What happens if the HDG selector knob is pushed?

What happens if the HDG selector knob is pulled?

Is the aircraft following a track or a heading?

Look at the FMA. LOC in blue is ....

Look at the FMA. NAV in green is .......

A/THR in blue means it is ....

ATC cleared you to FL 150. The PF sets the newaltitude on the FCU. What will happen if he pulls theALT selection knob?

The FCU target altitude is FL 150, you are climbing toward an ALT constraint.What will happen if the PF pushes the ALT selection knob?NOTE: The constraint alt is FL60.

The FCU target altitude is FL 150, you are climbing toward an ALT constraint. What will happen if the PF pulls the HDG/TRK selection knob now?

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You are climbing to the altitude set in FCU.
What happens if the V/S-FPA selector knob is pushed?

ATC cleared you to FL 150. The PF sets the new
altitude on the FCU. What will happen if he pulls the
ALT selection knob?

The FCU target altitude is FL 150, you are climbing toward an ALT constraint.
What will happen if the PF pushes the ALT selection knob?
NOTE: The constraint alt is FL60.