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There are ADMs (Air Data Modules) which convert pneumatic data from PITOT and STAT probes into numerical data for the ADIRUs.

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ILS 1 and ILS 2 are available on:

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Ground Speed and TAS shown on ND 2 are supplied by:

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The aircraft has two radio altimeters (RA). CAPT PFD displays the RA1 height, and the F/O PFD displays the RA2 height. If one RA fails, both PFDs display the height from the remaining RA.

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ADIRS panel - If the IR 1 FAULT flashing light comes on:

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Each ADIRU is divided in two parts. The ADR (Air Data Reference) and the IR (Inertial Reference). The ADR part supplies:

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When the NAV key is on and the flight crew presses one of these STBY NAV keys, the ACTIVE window displays the frequency/channel to which that receiver is tuned. The green monitor light on the selected key comes on, and the one on the previously selected STBY NAV or COM key goes out.

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In case of ADR 2 failure:

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ADR 1 sends aerodynamic data to CAPT instruments and ADR 2 to F/O instruments. In case of ADR 1 or ADR 2 failure:

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The 'ON BAT' light comes on for a few seconds. What does it mean?

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The ON BAT light also comes on for a few seconds at the beginning of a complete IRS alignment. The light does not come on in the case of a fast alignment.

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The DME1 and DME2 displays are dashed when a fault is detected or data invalid.

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The DME1 and DME2 displays are blanked or dashed when a fault is detected or data invalid.

The Radio Navigation Tuning may be automatic (FMGEC), manual (MCDU) or stand-by mode (RMP). What is the true statement about RMP:

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In normal operation, PFD 2 and ND 2 receive their data from the ADIRU 2. With the AIR DATA switch on F/O ON 3, displayed data come from:

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In normal operation, the NAVAIDS are tuned:

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What are the possible modes of FMGEC operation?

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In case of both FMGECs failure, ILS may be tuned on:

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During normal operations:

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IR 1 sends inertial data to captain instruments and IR 2 to F/O instruments. In case of IR 1 or IR 2 failure:

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Inertial data (TK/GS, PPOS, WIND, HDG) are available if ADIRS selector is on:

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In flight, an IR selector set on ATT, may we use again the NAV function?

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The information produced by the ADIRUs:

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In case of both FMGECs failure, VOR 2 may be tuned on:

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Each ADIRU is divided in two parts. The ADR (Air Data Reference) and the IR (Inertial Reference). The IR part supplies:

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ADIRS panel - If the IR 1 FAULT light comes on steady:

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In case of RA 1 failure:

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The ADIRU provides navigation information:

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The Flight Management Guidance Envelope Computers (FMGECs) have three functions:

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Using RMP for selecting NAVAID is allowed:

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The loudspeaker announces 'RETARD':

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The ADIRU 3 receives information from:

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The Air Data and Inertial Reference System (ADIRS) supplies temperature, anemometric, barometric and inertial parameters to the EFIS system (PFD and ND) and to other user systems (FMGEC, FADEC, PRIM, SEC, FWC, SFCC, ATC, GPWS, etc.).

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The reference altitude for callouts is always the radio height for both precision and non precision approaches.

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The reference altitude for callouts is the radio height for precision approaches (DH) and baro altitude (MDA/MDH) for non precision approaches.

During a turnaround, you notice that there is a residual groundspeed on both NDS. How do you correct this?

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Should PITOT STBY and STATIC STBY probes fail:

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In normal operation, heading information on the DDRMI, is coming from:

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ADIRS panel - If the ADR 2 FAULT light comes on steady. What does it mean?

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By switching ADIRS selector on ATT, available data are:

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Only one RMP can manage both ILS receivers:

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In ELEC EMER configuration, DDRMI displays:

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In EMER ELEC configuration, only the VOR1 or ADF1 are available, according to the position of the VOR1/ADF1 selector.

Airbus A330 – Navigation