The force that pilots need to move the rudder pedals is:

Created by pedal damper and friction unit( PDFU), and pedal feel and trim unit ( PFTU)

Controlled by PRIMs through PDFU and PFTU

De-trim function activated:

When auto trim THS lost, the pitch trim switches can control the elevators

To inhibit the controlling THS from pitch trim switches when A/C in flight

To enable pitch trim switches take over control THS from EMCUs( electric motor control unit)

When all PRIMs and SECs cannot control THS:

The signal from pitch trim switches sent to BCM to trim Elevator

The signal from pitch trim switches sent EMCU to trim THS

The signal from pitch trim switches sent directly to THS motor for pitch trim function

If one stabilizer electrical motor inoperative:

The THS actuator moving speed does not change

The THS actuator moves at haft speed

The THS actuator will be locked

Two Power Off Brake of electric motors that installed on gear box of THS actuator:

Both must be released for normal operation of THS

One released is enough for normal operation of THS

The speed brakes are automatically retracted:

If the thrust levers are applied above Maximum Continuous Thrust (MCT) or the stall protection is

If the thrust levers are applied above Maximum Continuous Thrust (MCT)

If the stall protection is activated

The operation modes of spoiler servo-controls:

The active mode, anti-extension mode, maintenance mode

The active mode, maintenance mode

If engine fan cowls were opened:

slat extension can be carried out with observation from ground

slat retraction happen normally

How does the EHA(electro hydraulic actuator) operate?

The EHAs generate their hydraulic pressure and are used when there is loss of the normal aircraft

The EHAs are used when loss of electric control from computer.

The EHAs are used as a conventional actuator

If the PRIM1 does not receive all the necessary data:

PRIM2 becomes the Master computer with the higher law available

The law master computer is lost

SEC1 will takes-over all functions of PRIM1 & takes control of associated actuators

The ADGBs are part of the flap actuation system. If necessary, they are used:

To operate the outboard flaps independently from the inboard flaps.

To operate the inboard flaps independently from the outboard flaps.

To operate the inboard and the outboard flaps together.

The rudder is powered by

Three hydraulic actuators operating in parallel

Three hydraulic actuators operating independently

To lock and to hold the system if there is specific failure and to enable the operation of the inboard and

To lock and to hold the system if there is specific failure

To enable the operation of inboard and outboard flaps independently

In PFCS backup system

Both BCM & BPS are Line Replaceable Units

Only BCM is a Line Replaceable Unit.

Only BPS is a Line Replaceable Unit.

Centre tank is designed with the forward extends out to engine ) (level 2)

To protect the Wing tank if the engine parts fall out during flight.

To create an aerodynamic shape. To enlarge its capacity.

To create an aerodynamic shape. To hold its capacity.

How the collector boxes maintain fuel for feeding the wing pumps (level 2)

The clack valves fitted in collector box let fuel only flow into Collector Box and prevent fuel move

Fuel from Wing Tank flows into collector box by gravity.

If fuel gets into the vent surge tank (level 2)

a) It drains back to wing tank through non-return valve .

a) It is sucked to wing tank by jet pump.

a) Air pressure on the surge tank will push the fuel back to wing tank.

If the tank venting system fail to work what can happen (level 2)

a) Damage to the tank and aircraft structure due to differential pressure between outside and inside the

The structure of fuel quantity management system

With in-tank equipment, TWDCs, IRP, software in CPIOMs

With the computer FQMS, it does the measurement, management and monitoring

Overflow and low level signal shown on CDS

Normally sent from FQMS software in CPIOMs to AFDX network then to CDS

Can be sent directly from TWDC to network then to CDS for back up

FQMS side one and side two change over

When condition of the active side becomes worse than the standby side

After landing gear lever moves away from the down position

When landing gears up and locked

The Tank Wall Data Concentrator has function

Calculate fuel quantity as back up and shown on IRP when GFLI function selected

Calculate fuel quantity and send to CDS

When A/C energized and IRP access panel is opened

A/C energized and refuel mode is selected from cockpit

When BAT1 pushbutton on Electrical panel is pushed

Water-scavenge jet pump operates

By using motive pressure from related engine feed pump

By using motive motion from related engine feed pump shaft

Water-scavenge jet pump function

To prevent large quantity of water at the bottom the tank

To keeps the unusable fuel in tank to a minimum

In-tank equipment, Tank Wall Data Concentrators, An Integrated Refuel Panel, FQMS software in 4

Fuel Pumps, Tank Wall Data Concentrators, An Integrated Refuel Panel, FQMS software in 4

Transfer valve, crossfeed valve, Tank Wall Data Concentrators, An Integrated Refuel Panel, FQMS

The refuel/defuel inlet valves can be controlled:

manually in flight to do a gravity transfer from the wing fuel tanks to the center fuel-tank

automatically by FQMS on ground for refueling and in flight to do a gravity transfer from the wing

manually on ground by switches on IRP only

Can the center pumps run independently from FQMS

Yes with center pump pushbutton and center pump manual override pushbutton are pushed

Yes if The flaps/slats control lever is set to the ZERO position

The cross feed valves open automatically when

A/C in electric emergency configuration which lets to shut off right wing pumps for saving electrical

The A/C altitude higher than a specific value at which the air resistance is low

Indication on cross feed valve pushbutton when they are selected open automatically.

The ON lights are off and OPEN lights are green

The ON light are on and the OPEN lights are off

The ON lights are one and OPEN lights are green

The cross feed valve can be deactivated

Either in close or open position

Standby pumps are designed to run automatically

When main fuel pump changes to low pressure

5 minutes auto running for testing on ground when pushbutton are pushed in

Fuel scavenge valve will close in cases

Fuel in Wing tanks are above low level

APU is running, the APU fuel pump will be off

When fuel pressure from engine gallery insufficient

When fuel pressure from engine gallery sufficient

With the APU "feed line damage wires" damaged

The APU isolation valve, low pressure valve will close and APU pump will stop

The APU isolation valve and low pressure valve will close

The APU fuel pump is not affected, it continues running

The " Ready to refuel" light, adjacent to refuel/defuel coupling comes on

When the cockpits refuel is selected

When the mode selector is selected to auto refuel position

When the IRP access panel is opened

The refuel isolation valve

Electrical controlled and fuel pressure operated

Controlled from a manual override button and operated by fuel pressure

Gravity fuel transfer from wing tank to center tank

By opening inlet valves of wing tank and center tank

By opening the inlet valve of center tank and keep inlet valve of wing tank close

By releasing the L(R) TK XFR pushbutton

151- 300

Authored by Thu NguyenHongMinh

English

University

Used 16+ times

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MULTIPLE CHOICE QUESTION

30 sec • 1 pt

All PRIMs are available and PRIM1 is master:

Only PRIM1 make the computation for orders and sends to other flight control computers.

All flight control computers make the computation but only PRIM1 sends order to other control

Flight control computers do not in charge of computing order.

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

How PRIMs consolidate data from ADIRU:

They make comparison data from ADIRU with ISIS and RGAUs

They make comparison data from ADIRU with ISIS and 4th AOA probe, RGAUs

They make comparison data from ADIRU with ISIS and 4th AOA probe

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

The roll control is performed by:

The ailerons, the spoilers 4 to 7

The ailerons, the rudder, the spoiler 4 to 7

The ailerons, the spoiler 3 to 7

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

In normal operation each outboard aileron is actuated:

By two servo controls in active mode at the same time

By two servo controls, one servo control in active mode and the other in soft damping mode

By two servo controls, one servo control in active mode and the other in hard damping mode

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

In normal operation, the inboard aileron is operated by:

The servo-control in active mode, the EHA in hard damping mode

The servo-control in active mode, the EHA in soft damping mode

The servo-control in hard damping mode, the EHA in active mode

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

If one servo-control actuator of rudder fails:

Both servo-control actuators operate in the damping mode, The EHA becomes active

The fail one will in damping mode, the remain servo and EHA are in active mode

EHA is in active mode, both servo-control actuators operate in hard damping during cruise, soft

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

PDFU is linked to the rudder pedals:

Provides pilot feel with resistance related to A/C speed

Provides pilot feel with resistance related to pedals moving speed

Provides pilot feel with resistance related to A/C altitude

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151- 300

All PRIMs are available and PRIM1 is master:

How PRIMs consolidate data from ADIRU:

The roll control is performed by:

In normal operation each outboard aileron is actuated:

In normal operation, the inboard aileron is operated by:

If one servo-control actuator of rudder fails:

PDFU is linked to the rudder pedals:

The force that pilots need to move the rudder pedals is:

The computers control the trim motors inside PFTU:

The rudder trim control panel (selector and reset pushbutton) is inhibited:

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