A hold has been entered in the F-PLN. Speed and NAV are managed . You want to leave this hold:

A/C is in clean configuration and in Normal Law. When the FAC detects a too high angle of attack:

ADIRU 3 can supply information to:

ADIRU 3 receives TAT information from:

Air data modules (ADM) supply pressure information to the ADIRUs from:

Aircraft on RWY centerline, ready for take-off. To preset a HDG of 233°:

Can you display FD bars and FPV at the same time, for cross-checking on different PFDs;

Can you read the HDG on the PFD:

Certified FMGS limitations. Max wind conditions for CAT III automatic approach performed in managed speed guidance with A/THR: Headwind - Tailwind - Crosswind

Climbs and descents are always limited:

Control of the A/C can be automatic or manual. Guidance of the A/C can be managed or selected.. How do you understand this situation? Managed guidance - manual control - selected speed:

During ILS approach, LAND 3 Fail Passive (also called CAT 3 single), one engine fails below 100 feet RA: This causes a landing capability downgrading and you must go around:

During Take-Off and Go Around with managed speed, the speed window on the FCU displays:

Each ADIRU receives two analogue inputs. They are:

Engines running, ready to taxi. This message appears: CHECK GW. Access to INIT B page is no longer available, on which page is it possible to insert the correct GW:

Following a dual engine generator failure, emergency generator supplies the A/C:

For A/C position determination, FMGC uses data from:

If ADIRU 2 fails, the correct action is:

In ROSE ILS mode, the ND displays what ILS information?

In ROSE NAV mode with VOR 1 selected, the ND displays what VOR information?

In ROSE VOR mode, in the event of VOR receiver failure:

In case of failure of FMGC 1 and 2:

In cruise, lateral AP orders are executed by:

In flight, following a manual position up-dating of the FMGC:

In flight, in case of temporary loss of electrical power on FAC 2, FAC 2 pb "FAULT" comes on and:

In flight, the FMGS position is automatically updated:

In normal operation the ADIRUs aligned using information from:

In normal operation with the two MCDU’s showing the same page, a modification made by the pilot on MCDU 1 is sent to MCDU 2:

In normal operation, ADIRU 1 supplies information to:

In one of the cases listed below, A/THR does not disengage:

In the event of no ADF1 reception, with ADF1 selected on ND:

In which case are AP/FD, A/THR and auto landing capabilities totally lost?

Normal electrical power supplies the A/C and the MCDU CRT is dark, without any other warning. It means:

On approach, LAND illuminates green on FMA when radio altitude is:

On the ND, in the event of VOR receiver failure:

On the ground, the engagement of the autothrust function:

On the ground, when electrical power is initially supplied to the A/C, the MCDU will automatically display:

On the pedestal mounted switching panel, the ATT HDG and AIR DATA selectors are at NORM, meaning:

One of the SRS disengagement conditions is not true:

Rudder travel limitation is a function of:

Setting the thrust levers at idle will disengage the A/THR mode. A/THR will re engage:

The AFS (Auto Flight System) main computers are:

The ALIGN light flashes:

The Expedite mode is active. To disengage it, one of these statements is not correct:

The FAC computes rudder travel limit:

The FCU allows:

The FMGC functions are:

The FMGS consist of the following main components:

The Flight Director is engaged:

The LOC pushbutton on the FCU is pressed to arm LOC mode. This is used for:

The active F-PLN is erased when:

The autopilot does not disengaged in case of override on: in flight

The baro correction or reference selected is sent to each ADIRU from:

The continuous cavalry charge audio identifies only one of the following:

The engagement of both autopilots is possible:

The flight guidance function are:

The following AP/FD lateral modes are managed:

The mandatory parameter used by the alpha floor detection is:

The normal FMGC operation is:

The position of the aircraft, used in the flight plan is computed by:

The safety tests are automatically performed:

The trim function of the FAC is:

These messages appear on copilot side ND: SELECT OFF SIDE RANGE/MODE and MAP NOT AVAILABLE:

Tuning of VOR/DME and ILS is provided by:

What are the basic modes of the FD:

What does an aural triple click mean during an ILS approach:

What does it mean when the ADR fault light illuminates steady on then ADIRS CDU?

When TAKE-OFF mode is engaged (Thrust levers at the FLX or TOGA detent):

When the two YAW damper functions are engaged:

When the two rudder trim functions are engaged:

With AP engaged in LAND mode, the YAW damper actuator is controlled by:

With AP1 and AP2 not engaged, FD1 and FD2 engaged and A/THR active:

With autopilot engaged, the rudder is normally controlled by:

With the aircraft in flight, A/THR not engaged, thrust levers in CLB gate, an ALPHA-FLOOR is detected:

With the thrust levers in the CLB gate, A/THR disengages. The engine thrust:

You press the "ALIGN IRS" prompt on INIT A page. On the ADIRS CDU the ALIGN lights flash but no message is displayed on the CDU: