A 320 Sys Fuel // Fight Controls

Selecting flaps 1 prior to takeoff will activate both slats and flaps, resulting in a configuration where both are deployed. This configuration provides the maximum lift and allows for a lower takeoff speed, which is beneficial for a safe and efficient takeoff.

The SFCCs obtain AOA (Angle of Attack) and air data information from ADIRU (Air Data Inertial Reference Unit).

In the event of a single ELAC failure, the functions of the failed ELAC will be taken over by the remaining ELAC. This means that the remaining ELAC will perform the tasks and operations that were originally assigned to the failed ELAC. This ensures that the aircraft's control system continues to function properly and maintains the necessary stability and control during flight.

The THS (Trimmable Horizontal Stabilizer) and rudder are control surfaces that can be mechanically controlled. The THS is used to adjust the pitch trim of the aircraft, while the rudder is used to control the yaw of the aircraft. Both of these control surfaces can be manipulated by mechanical means, such as cables or rods, to provide the necessary control inputs to the aircraft.

The correct answer is "Only on the ECAM fuel page." This means that the position of the wing fuel transfer valves can only be checked on the ECAM (Electronic Centralized Aircraft Monitor) fuel page. This page provides information and controls related to the fuel system of the aircraft.

Fuel can be transferred from tank to tank only on the ground. This means that during flight, fuel cannot be transferred from one tank to another. However, if the fuel XFEED push button is selected OPEN and the center tank MODE SEL push button is selected to MAN, fuel can be transferred from the center tank to the main tanks during flight.

When ground spoilers deploy automatically, all ten spoiler panels fully deploy. This means that all of the spoiler panels on the aircraft, including the four panels on each wing, extend fully to their deployed position. There is no mention of the spoiler panels deploying halfway or only four panels deploying, indicating that the correct answer is that all ten spoiler panels fully deploy.

The correct answer is THS and rudder. The THS (Trimmable Horizontal Stabilizer) and rudder are control surfaces that can be mechanically controlled. The THS is used to control the pitch of the aircraft, while the rudder is used to control the yaw. Speed brakes and flaps, on the other hand, are not mechanically controlled surfaces but are instead operated hydraulically or electrically.

The fuel transfer valves should open during normal operation when a low level is sensed in either inner wing cell. This means that when the fuel level in either of the inner wing cells becomes low, the valves will open to allow fuel transfer from other tanks to maintain a sufficient fuel supply. This ensures that the aircraft has a balanced and continuous fuel flow for optimal performance and safety.

The correct answer is "Max altitude for extension is FL 200." This means that the high lift devices on the aircraft can only be extended up to a maximum altitude of FL 200.

The rudder trim rates are -5 deg/sec when the autopilot is on and -1 deg/sec when the autopilot is off.

The correct answer is "Two slat flap control computers (SFCC's)". These computers are responsible for controlling and monitoring the flaps and slats on an aircraft. Flaps and slats are movable surfaces on the wings that help to increase lift and improve the aircraft's performance during takeoff and landing. The SFCC's receive inputs from various sensors and adjust the position of the flaps and slats accordingly to optimize the aircraft's aerodynamic characteristics. Having two SFCC's provides redundancy and ensures that the flaps and slats can still be controlled even if one of the computers fails.

Both conditions mentioned in the answer can cause the center tank fuel pumps to stop. When the slats are extended or when an overfill condition is detected in either wing inner cell, the center tank fuel pumps will stop to prevent any potential fuel transfer issues or safety hazards.

The correct answer is "Flaps 3." This is because the maximum flap setting for inflight use is typically limited to Flaps 3. Using full flaps during flight can increase drag and reduce the aircraft's performance, while spoilers are not designed for inflight use and are primarily used for reducing lift during landing and deceleration.

The correct answer is two computers which achieve normal and standby control of the elevators ailerons, and trimmable horizontal stabilizer. This means that there are two computers responsible for controlling the movement of the elevators and ailerons, as well as adjusting the trim of the horizontal stabilizer. These computers are capable of both normal operation and standby operation, providing redundancy in case one of them fails.

When gravity feeding fuel, it is important to operate the aircraft below 15,000 feet. This precaution is necessary because gravity feeding relies on the force of gravity to transfer fuel from the tank to the engine. At higher altitudes, the reduced atmospheric pressure can affect the fuel flow and potentially disrupt the gravity feeding process. Therefore, operating the aircraft below 15,000 feet ensures a consistent and reliable fuel transfer.

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The APU fuel system obtains fuel from the left fuel manifold via the left side fuel pumps or, if necessary, from the APU fuel pump. This means that the APU can draw fuel from the left fuel manifold, which is connected to the left side fuel pumps. However, if additional fuel is required or if there is a problem with the left side fuel pumps, the APU can also use its own dedicated DC powered fuel pump to obtain fuel.

The correct answer is "Green = s". In normal law, pitch and roll altitude limits are depicted on the Primary Flight Displays (PFDs) as green symbols in the shape of a circle. This indicates that the aircraft is within the safe operating limits for pitch and roll.

If the takeover push button is depressed for more than 40 seconds, the onside system will retain priority after the push is released. This means that if the button is held down for more than 40 seconds, the system will continue to prioritize the onside pilot even after the button is released. Additionally, the statement that the last pilot to depress the push button has priority is also correct. This means that whichever pilot presses the button last will have control over the aircraft. Therefore, both statements A and B are correct.

The correct answer is that there are three computers which achieve spoiler control and standby elevator and THS control. This means that there are three separate computers responsible for controlling the spoilers, the standby elevator, and the THS (Trimmable Horizontal Stabilizer) on the aircraft. These computers work together to ensure proper control and operation of these systems during flight.

The primary control surface controlled by the FAC (Flight Augmentation Computer) is the rudder. The rudder is an aircraft control surface located on the vertical tail fin and is responsible for controlling the yaw motion of the aircraft. The FAC, which is a computer system, provides inputs to the rudder to ensure proper aircraft stability and control during flight.

Once the wing tip brakes are activated, they can only be reset on the ground by ground personnel. This means that the brakes cannot be reset while the aircraft is in flight. Additionally, activating the wing tip brakes will lock the flap selector handle in its current position.

Failure to retract the flaps after takeoff will result in automatic flap retraction at 210 Kts. This means that if the flaps are not manually retracted after takeoff, the aircraft's system will automatically retract the flaps when the aircraft reaches a speed of 210 knots. This is an important safety feature to prevent damage to the flaps and maintain optimal aerodynamic performance during the flight.

The correct answer is both pilots PFD airspeed displays. The slat and flap extension, retraction, and limiting speeds are visually displayed on both pilots' primary flight display (PFD) airspeed displays. This allows the pilots to easily monitor and ensure that the correct speeds are being maintained during the operation of the slats and flaps.

To confirm aileron drop, the best method is to check the lower ECAM/F/CTL page. This page provides detailed information about the control surfaces, including the ailerons. By referring to this page, one can easily identify any abnormalities or discrepancies in the aileron position, which would indicate aileron drop. Checking the position of the ailerons on the exterior preflight inspection or the position of the flap handle may not provide direct information about aileron drop.

The wing tip brakes are active for slat and flap overspeed, as well as for asymmetry or symmetrical runaway. This means that the brakes are engaged in these situations to prevent any further issues or damage. Additionally, the wing tip brakes may also be active for high altitude protection, although this is not explicitly mentioned in the given options.

Fuel gravity feed occurs from the outer cell of the wing tanks and the inner cell of the wing tanks. This means that fuel can flow naturally from these tanks without the need for a pump or additional assistance. The center tank is not mentioned as being part of the fuel gravity feed system, so it does not contribute to the flow of fuel in this manner.

The correct answer is "Required hydraulic power for actuation." Mechanically backed up control surfaces are control surfaces that can be operated manually in case of hydraulic system failure. This means that they are mechanically connected to the cockpit controls and do not rely solely on hydraulic power for actuation. Therefore, option A, "Are mechanically connected to the cockpit controls," is incorrect. Option B, "Required hydraulic power for actuation," is the correct answer as it accurately describes the function of mechanically backed up control surfaces.

The correct answer is 41,285 lbs. This is the total fuel capacity of the A320n.

If fuel is being burned out of sequence, it means that the fuel is not being burned in the correct order or sequence. This can lead to issues with the engine performance and can potentially cause damage to the engine. The fault light on the MODE SEL push button would illuminate to indicate that there is a problem with the fuel burning process.

The correct answer is "Require hydraulic power for action." This means that the control surfaces, which are mechanically backed up, need hydraulic power in order to move or function properly. This suggests that the control surfaces are not solely reliant on mechanical connections to the cockpit controls, but also require hydraulic power for their operation.

The THS (Trimable Horizontal Stabilizer) is a control surface on an aircraft that can be adjusted to change the pitch trim. It is designed to automatically reset to a neutral position after landing. On the other hand, the rudder trim is used to adjust the yaw trim and it does not automatically reset after landing. Therefore, the correct answer is THS.

If the takeover push button is depressed for more than 40 seconds, the onside system will retain priority after the push button is released. This means that even after releasing the push button, the system that was initially in control will continue to have priority. The second statement states that the last pilot to depress the push button has priority. This means that whichever pilot was the last to press the button will have control over the system. Both statements A and B are correct.

The alpha speed lock function will prevent the slats from retracting if there is an accidental movement of the flap selector at high angle of attack (AOA) or low speeds. This feature ensures that the slats remain extended in these critical flight conditions, providing the necessary lift and maintaining the aircraft's stability and control.

The wing tip brakes are hydraulic actuated, meaning they are operated by hydraulic pressure. Hydraulic actuation is a common method used in aircraft braking systems as it provides a reliable and efficient way to control the brakes. The hydraulic pressure is generated by hydraulic pumps and transmitted through the hydraulic lines to actuate the brakes. This allows for precise control and modulation of the braking force, ensuring the aircraft can safely slow down or come to a stop during landing or taxiing.

When both FACs (Flight Augmentation Computers) fail, the rudder limiter freezes at its current position. This means that it will remain in its current position and will assume the low-speed position when flaps 1 are selected. The rudder limiter is a safety feature that limits the maximum deflection of the rudder based on the aircraft's speed and configuration. In the event of a FAC failure, the rudder limiter will not be able to adjust its position dynamically and will remain in its current position until flaps 1 are selected, at which point it will assume the low-speed position.

When the wing tip brakes are activated, they only lock the affected high lift system surfaces in their current position. This means that the slats and flaps are not affected and can still move freely. The purpose of locking the high lift system surfaces is to ensure that they remain in the position they were in when the brakes were activated, providing stability and control to the aircraft during maneuvers or landing.

The wing fuel transfer valves are electrically held closed, meaning that they are kept closed by an electrical mechanism. This implies that they will remain closed unless an electrical signal is received to open them. The other options mentioned, manual control and automatic opening during refueling, are not applicable to the wing fuel transfer valves in this case.

The correct answer is "Alpha prot and Alpha max." In normal law, Mmo and Vmo limits are depicted on each Primary Flight Display (PFD) as Alpha prot and Alpha max. These limits represent the maximum angle of attack and maximum speed, respectively, that the aircraft can safely operate at. By displaying these limits on the PFD, pilots can easily monitor and adhere to the aircraft's operational limitations, ensuring safe and efficient flight operations.