1. AUTO FLIGHT
QUIZ

2. Flight Management Guidance Envelope
The Flight Management part of the FMGEC includes the following elements:
Navigation, flight planning and A/THR
commands.
Flight
Management
Guidance
Envelope
Performance optimization, A/THR and AP
commands.
Navigation, flight planning, performance
optimization and flight predictions.
AP and FD commands and flight envelope
computation.
1 / 19

3. Flight Management Guidance Envelope
The Flight Management part of the FMGEC includes the following elements:
Navigation, flight planning and A/THR
commands.
Flight
Management
Guidance
Envelope
Performance optimization, A/THR and AP
commands.
Navigation, flight planning, performance
optimization and flight predictions.
AP and FD commands and flight envelope
computation.
No, that is not right. Try again.
1 / 19

4. Flight Management Guidance Envelope
The Flight Management part of the FMGEC includes the following elements:
Navigation, flight planning and A/THR
commands.
Flight
Management
Guidance
Envelope
Performance optimization, A/THR and AP
commands.
Navigation, flight planning, performance
optimization and flight predictions.
AP and FD commands and flight envelope
computation.
No, that is not right. We are talking about the Flight Management only here.
1 / 19

5. Flight Management Guidance Envelope
The Flight Management part of the FMGEC includes the following elements:
Navigation, flight planning and A/THR
commands.
Flight
Management
Guidance
Envelope
Performance optimization, A/THR and AP
commands.
Navigation, flight planning, performance
optimization and flight predictions.
AP and FD commands and flight envelope
computation.
Very good. That was the right answer.
1 / 19

6. This aircraft is following a track of 140.
True
False
2 / 19

7. This aircraft is following a track of 140.
True
False
Wrong, look at the FCU window, HDG V/S is displayed meaning that the aircraft is following a heading.
2 / 19

8. This aircraft is following a track of 140.
True
False
Good.
2 / 19

9. You are in cruise at FL 330. According to this FCU configuration, you can say that:
The SPD pb has been pushed and the
speed is selected.
The HDG is selected by the pilot.
The SPD and HDG pbs have been pushed.
The SPD pb has been pulled and the
speed is selected.
3 / 19

10. You are in cruise at FL 330. According to this FCU configuration, you can say that:
The SPD pb has been pushed and the
speed is selected.
The HDG is selected by the pilot.
The SPD and HDG pbs have been pushed.
The SPD pb has been pulled and the
speed is selected.
No, that is not right. Try again.
3 / 19

11. You are in cruise at FL 330. According to this FCU configuration, you can say that:
The SPD pb has been pushed and the
speed is selected.
The HDG is selected by the pilot.
The SPD and HDG pbs have been pushed.
The SPD pb has been pulled and the
speed is selected.
No, that is not right. The speed (280 kts) is selected by the pilot.
3 / 19

12. You are in cruise at FL 330. According to this FCU configuration, you can say that:
The SPD pb has been pushed and the
speed is selected.
The HDG is selected by the pilot.
The SPD and HDG pbs have been pushed.
The SPD pb has been pulled and the
speed is selected.
Very good. That was the right answer.
3 / 19

13. You are asked to overfly D141W at 2000 ft and then resume normal climb
You are asked to overfly D141W at ft and then resume normal climb. Which key will you use to insert this constraint?
LSK 4L.
LSK 5L.
LSK 5R.
4 / 19

14. You are asked to overfly D141W at 2000 ft and then resume normal climb
You are asked to overfly D141W at ft and then resume normal climb. Which key will you use to insert this constraint?
LSK 4L.
LSK 5L.
LSK 5R.
No. Try again.
4 / 19

15. You are asked to overfly D141W at 2000 ft and then resume normal climb
You are asked to overfly D141W at ft and then resume normal climb. Which key will you use to insert this constraint?
LSK 4L.
LSK 5L.
LSK 5R.
Not so good. A constraint is a vertical revision, and so is inserted using a right LSK.
4 / 19

16. You are asked to overfly D141W at 2000 ft and then resume normal climb
You are asked to overfly D141W at ft and then resume normal climb. Which key will you use to insert this constraint?
LSK 4L.
LSK 5L.
LSK 5R.
Excellent job.
4 / 19

17. Have a look at the FMA. Why are ALT and G/S on the same line but in different colors ?
ALT is in active mode and G/S is in
armed mode.
ALT is in armed mode and G/S is in
active mode.
ALT and G/S are in armed mode but ALT
has a constraint.
ALT and G/S are in armed mode but G/S
has a constraint.
5 / 19

18. Have a look at the FMA. Why are ALT and G/S on the same line but in different colors ?
ALT is in active mode and G/S is in
armed mode.
ALT is in armed mode and G/S is in
active mode.
ALT and G/S are in armed mode but ALT
has a constraint.
ALT and G/S are in armed mode but G/S
has a constraint.
No. Try again.
5 / 19

19. Have a look at the FMA. Why are ALT and G/S on the same line but in different colors ?
ALT is in active mode and G/S is in
armed mode.
ALT is in armed mode and G/S is in
active mode.
ALT and G/S are in armed mode but ALT
has a constraint.
ALT and G/S are in armed mode but G/S
has a constraint.
Wrong again. The FMA second line is dedicated to the armed modes. The magenta color indicates a constraint.
5 / 19

20. Have a look at the FMA. Why are ALT and G/S on the same line but in different colors ?
ALT is in active mode and G/S is in
armed mode.
ALT is in armed mode and G/S is in
active mode.
ALT and G/S are in armed mode but ALT
has a constraint.
ALT and G/S are in armed mode but G/S
has a constraint.
Very good. This is the right answer.
5 / 19

21. Have a look at the FMA. The functions displayed in green on the first line are ...
All in armed mode as indicated by the
GREEN color.
All in active mode as they are on the
first line and GREEN.
Either in armed or active mode
depending on the FMGC settings.
The titles of the columns with ALT, G/S
and LOC as the active modes.
6 / 19

22. Have a look at the FMA. The functions displayed in green on the first line are ...
All in armed mode as indicated by the
GREEN color.
All in active mode as they are on the
first line and GREEN.
Either in armed or active mode
depending on the FMGC settings.
The titles of the columns with ALT, G/S
and LOC as the active modes.
No, try again.
6 / 19

23. Have a look at the FMA. The functions displayed in green on the first line are ...
All in armed mode as indicated by the
GREEN color.
All in active mode as they are on the
first line and GREEN.
Either in armed or active mode
depending on the FMGC settings.
The titles of the columns with ALT, G/S
and LOC as the active modes.
Missed! The green color on the top line indicates an active mode.
6 / 19

24. Have a look at the FMA. The functions displayed in green on the first line are ...
All in armed mode as indicated by the
GREEN color.
All in active mode as they are on the
first line and GREEN.
Either in armed or active mode
depending on the FMGC settings.
The titles of the columns with ALT, G/S
and LOC as the active modes.
Good shot!
6 / 19

25. Have a look at the FMA. The blue LOC is an armed mode
True
False
7 / 19

26. Have a look at the FMA. The blue LOC is an armed mode
True
False
Wrong. The blue color indicates an armed mode.
7 / 19

27. Have a look at the FMA. The blue LOC is an armed mode
True
False
Correct.
7 / 19

28. A/THR in white means it is...
Disconnected.
Armed.
Active.
8 / 19

29. A/THR in white means it is...
Disconnected.
Armed.
Active.
No. Try again.
8 / 19

30. A/THR in white means it is...
Disconnected.
Armed.
Active.
Wrong again. The white color indicates an active A/THR.
8 / 19

31. A/THR in white means it is...
Disconnected.
Armed.
Active.
Very well done.
8 / 19

32. According to this display:
The active leg is defined from BENIP to
GURDO.
The TO WPT is TRO.
The active leg is defined by the FROM
WPT TRO and the TO WPT BENIP.
The TO WPT is GURDO.
9 / 19

33. According to this display:
The active leg is defined from BENIP to
GURDO.
The TO WPT is TRO.
The active leg is defined by the FROM
WPT TRO and the TO WPT BENIP.
The TO WPT is GURDO.
Wrong, try again.
9 / 19

34. According to this display:
The active leg is defined from BENIP to
GURDO.
The TO WPT is TRO.
The active leg is defined by the FROM
WPT TRO and the TO WPT BENIP.
The TO WPT is GURDO.
Wrong again. Remember the TO WPT is always indicated on the right hand upper corner of the ND.
9 / 19

35. According to this display:
The active leg is defined from BENIP to
GURDO.
The TO WPT is TRO.
The active leg is defined by the FROM
WPT TRO and the TO WPT BENIP.
The TO WPT is GURDO.
That is good!
9 / 19

36. In this situation, what will happen if you push the HDG knob?
NAV will be armed (blue) and an intercept
point will be computed by the FM to
intercept the active leg.
Nothing will happen as LEKLA is the
FROM WPT and as such, the active leg
cannot be intercepted.
The aircraft will follow the selected HDG
whatever the action on the FCU is.
The selected target will change from a
HDG to a TRK.
10 / 19

37. In this situation, what will happen if you push the HDG knob?
NAV will be armed (blue) and an intercept
point will be computed by the FM to
intercept the active leg.
Nothing will happen as LEKLA is the
FROM WPT and as such, the active leg
cannot be intercepted.
The aircraft will follow the selected HDG
whatever the action on the FCU is.
The selected target will change from a
HDG to a TRK.
Wrong, try again.
10 / 19

38. In this situation, what will happen if you push the HDG knob?
NAV will be armed (blue) and an intercept
point will be computed by the FM to
intercept the active leg.
Nothing will happen as LEKLA is the
FROM WPT and as such, the active leg
cannot be intercepted.
The aircraft will follow the selected HDG
whatever the action on the FCU is.
The selected target will change from a
HDG to a TRK.
Wrong again. If you push the HDG/TRK selector knob, the aircraft will revert to managed NAV.
10 / 19

39. In this situation, what will happen if you push the HDG knob?
NAV will be armed (blue) and an intercept
point will be computed by the FM to
intercept the active leg.
Nothing will happen as LEKLA is the
FROM WPT and as such, the active leg
cannot be intercepted.
The aircraft will follow the selected HDG
whatever the action on the FCU is.
The selected target will change from a
HDG to a TRK.
Right answer.
10 / 19

40. According to this display:
The lateral F-PLN is managed by the FM.
The speed is selected by the pilot.
The speed is managed by the FM.
11 / 19

41. According to this display:
The lateral F-PLN is managed by the FM.
The speed is selected by the pilot.
The speed is managed by the FM.
No, that is not right. Try again.
11 / 19

42. According to this display:
The lateral F-PLN is managed by the FM.
The speed is selected by the pilot.
The speed is managed by the FM.
No. Look carefully at your FCU and PFD… The SPD window is dashed and the speed target symbol is magenta.
11 / 19

43. According to this display:
The lateral F-PLN is managed by the FM.
The speed is selected by the pilot.
The speed is managed by the FM.
Very good. That’s the way to do it.
11 / 19

44. There is a discontinuity in your F-PLN. CLR key has been selected.
Please carry on, clear the discontinuity ...
12 / 19

45. There is a discontinuity in your F-PLN. CLR key has been selected.
Please carry on, clear the discontinuity ...
No. Try again.
12 / 19

46. There is a discontinuity in your F-PLN. CLR key has been selected.
Please carry on, clear the discontinuity ...
Wrong again. To clear a F-PLN discontinuity, you have to select the CLR key then the LSK in front of the discontinuity.
12 / 19

47. There is a discontinuity in your F-PLN. CLR key has been selected.
Please carry on, clear the discontinuity ...
Right answer.
12 / 19

48. ATC cleared you to FL 150. The PF set the new altitude on the FCU
ATC cleared you to FL 150. The PF set the new altitude on the FCU. What will happen if he pulls the ALT selection knob?
The aircraft will stop the climb at FL 60,
pass the constraint and then continue
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 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
has to pull the ALT selection knob a
second time to climb to FL 150.
13 / 19

49. ATC cleared you to FL 150. The PF set the new altitude on the FCU
ATC cleared you to FL 150. The PF set the new altitude on the FCU. What will happen if he pulls the ALT selection knob?
The aircraft will stop the climb at FL 60,
pass the constraint and then continue
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 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
has to pull the ALT selection knob a
second time to climb to FL 150.
No. What is the philosophy of the FCU knobs? Try again.
13 / 19

50. ATC cleared you to FL 150. The PF set the new altitude on the FCU
ATC cleared you to FL 150. The PF set the new altitude on the FCU. What will happen if he pulls the ALT selection knob?
The aircraft will stop the climb at FL 60,
pass the constraint and then continue
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 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
has to pull the ALT selection knob a
second time to climb to FL 150.
Wrong again. If you pull the ALT selection knob, the aircraft will disregard the constraint.
13 / 19

51. ATC cleared you to FL 150. The PF set the new altitude on the FCU
ATC cleared you to FL 150. The PF set the new altitude on the FCU. What will happen if he pulls the ALT selection knob?
The aircraft will stop the climb at FL 60,
pass the constraint and then continue
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 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
has to pull the ALT selection knob a
second time to climb to FL 150.
Good.
13 / 19

52. ATC cleared you to FL 150. What selections should you make to ensure that the aircraft complies with the constraints?
Dial in the new cleared level FL 150 and
push the ALT control knob.
Dial in the new cleared level FL 150 and
pull the ALT control knob.
Pull the HDG control knob and then dial
in the new cleared level FL 150 and pull
the ALT control knob.
Pull the HDG control knob and then dial
in the new cleared level FL 150 and push
the ALT control knob.
14 / 19

53. ATC cleared you to FL 150. What selections should you make to ensure that the aircraft complies with the constraints?
Dial in the new cleared level FL 150 and
push the ALT control knob.
Dial in the new cleared level FL 150 and
pull the ALT control knob.
Pull the HDG control knob and then dial
in the new cleared level FL 150 and pull
the ALT control knob.
Pull the HDG control knob and then dial
in the new cleared level FL 150 and push
the ALT control knob.
No. Try again.
14 / 19

54. ATC cleared you to FL 150. What selections should you make to ensure that the aircraft complies with the constraints?
Dial in the new cleared level FL 150 and
push the ALT control knob.
Dial in the new cleared level FL 150 and
pull the ALT control knob.
Pull the HDG control knob and then dial
in the new cleared level FL 150 and pull
the ALT control knob.
Pull the HDG control knob and then dial
in the new cleared level FL 150 and push
the ALT control knob.
Wrong again. The aircraft will only comply with constraints in managed NAV.
14 / 19

55. ATC cleared you to FL 150. What selections should you make to ensure that the aircraft complies with the constraints?
Dial in the new cleared level FL 150 and
push the ALT control knob.
Dial in the new cleared level FL 150 and
pull the ALT control knob.
Pull the HDG control knob and then dial
in the new cleared level FL 150 and pull
the ALT control knob.
Pull the HDG control knob and then dial
in the new cleared level FL 150 and push
the ALT control knob.
Right answer.
14 / 19

56. Due to ATC constraints, you started the descent later than planned
Due to ATC constraints, you started the descent later than planned. What information can you anticipate on your PFD and ND?
The managed target speed will go to the
lower limit of the target speed range.
DES mode will revert to OPEN DES mode.
indicates where you need to increase
the speed to comply with the descent
profile.
indicates that you are above the
descent profile. The managed target speed
will go to the higher limit of the range.
15 / 19

57. Due to ATC constraints, you started the descent later than planned
Due to ATC constraints, you started the descent later than planned. What information can you anticipate on your PFD and ND?
The managed target speed will go to the
lower limit of the target speed range.
DES mode will revert to OPEN DES mode.
indicates where you need to increase
the speed to comply with the descent
profile.
indicates that you are above the
descent profile. The managed target speed
will go to the higher limit of the range.
No. Try again.
15 / 19

58. Due to ATC constraints, you started the descent later than planned
Due to ATC constraints, you started the descent later than planned. What information can you anticipate on your PFD and ND?
The managed target speed will go to the
lower limit of the target speed range.
DES mode will revert to OPEN DES mode.
indicates where you need to increase
the speed to comply with the descent
profile.
indicates that you are above the
descent profile. The managed target speed
will go to the higher limit of the range.
Wrong again. The aircraft will accelerate and the thrust will go to idle in order to regain the descent profile.
15 / 19

59. Due to ATC constraints, you started the descent later than planned
Due to ATC constraints, you started the descent later than planned. What information can you anticipate on your PFD and ND?
The managed target speed will go to the
lower limit of the target speed range.
DES mode will revert to OPEN DES mode.
indicates where you need to increase
the speed to comply with the descent
profile.
indicates that you are above the
descent profile. The managed target speed
will go to the higher limit of the range.
Good.
15 / 19

60. During the takeoff phase:
SRS mode will provide guidance to
maintain V kt (minimum) as a speed
reference up to the acceleration altitude.
SRS mode is available up to 1500 ft AGL.
SRS mode will not engage if TOGA is
selected.
16 / 19

61. During the takeoff phase:
SRS mode will provide guidance to
maintain V kt (minimum) as a speed
reference up to the acceleration altitude.
SRS mode is available up to 1500 ft AGL.
SRS mode will not engage if TOGA is
selected.
Something wrong somewhere. Try again.
16 / 19

62. During the takeoff phase:
SRS mode will provide guidance to
maintain V kt (minimum) as a speed
reference up to the acceleration altitude.
SRS mode is available up to 1500 ft AGL.
SRS mode will not engage if TOGA is
selected.
Wrong. The blue color indicates an armed A/THR.
16 / 19

63. During the takeoff phase:
SRS mode will provide guidance to
maintain V kt (minimum) as a speed
reference up to the acceleration altitude.
SRS mode is available up to 1500 ft AGL.
SRS mode will not engage if TOGA is
selected.
Good answer.
16 / 19

64. According to this FMA:
The speed is managed, LOC is armed and
the aircraft is on the glide slope.
The A/THR is off, the aircraft is on the
localizer and G/S is armed.
The speed is selected and G/S and LOC
are both engaged.
The A/THR is off, the aircraft is on the
localizer and AP1 is on.
17 / 19

65. According to this FMA:
The speed is managed, LOC is armed and
the aircraft is on the glide slope.
The A/THR is off, the aircraft is on the
localizer and G/S is armed.
The speed is selected and G/S and LOC
are both engaged.
The A/THR is off, the aircraft is on the
localizer and AP1 is on.
No. Try again.
17 / 19

66. According to this FMA:
The speed is managed, LOC is armed and
the aircraft is on the glide slope.
The A/THR is off, the aircraft is on the
localizer and G/S is armed.
The speed is selected and G/S and LOC
are both engaged.
The A/THR is off, the aircraft is on the
localizer and AP1 is on.
Wrong again. Remember that GREEN is engaged and BLUE is armed.
17 / 19

67. According to this FMA:
The speed is managed, LOC is armed and
the aircraft is on the glide slope.
The A/THR is off, the aircraft is on the
localizer and G/S is armed.
The speed is selected and G/S and LOC
are both engaged.
The A/THR is off, the aircraft is on the
localizer and AP1 is on.
Well done!
17 / 19

68. According to this FMA:
FD1 is not engaged.
FD1 has failed.
FD1 has been replaced by FD2.
18 / 19

69. According to this FMA:
FD1 is not engaged.
FD1 has failed.
FD1 has been replaced by FD2.
You should try again!
18 / 19

70. According to this FMA:
FD1 is not engaged.
FD1 has failed.
FD1 has been replaced by FD2.
I think, you are wrong. -FD2 means that FD1 is not engaged while FD2 is.
18 / 19

71. According to this FMA:
FD1 is not engaged.
FD1 has failed.
FD1 has been replaced by FD2.
Right answer.
18 / 19

72. An AP can be disengaged using the following procedures:
- by using the AP take-over pb
on the side stick,
- by moving a side stick harder than a given threshold.
- by using the AP pb on the FCU,
But only one of the above procedures is approved.
True
False
19 / 19

73.  An AP can be disengaged using the following procedures:
- by using the AP take-over pb
of a side stick,
- by moving a side stick harder than a given threshold.
- by using the AP pb on the FCU,
But only one of the above procedures is approved.
True
Wrong, only the use of the take-over pb is approved. The others can be used in case of emergency.
False
19 / 19

74.  An AP can be disengaged using the following procedures:
- by using the AP take-over pb
of a side stick,
- by moving a side stick harder than a given threshold.
- by using the AP pb on the FCU,
But only one of the above procedures is approved.
True
Good, the use of the AP take-over pb is
the approved procedure.
False
19 / 19

75. MENU EXIT AUDIO GLOSSARY RETURN Question 1 Question 11 Question 2