Airbus A330 - Navigation

ILS 1 and ILS 2 are available on:

ILS 1 on PFD 1 and ND2, ILS 2 on PFD 2 and ND 1.

ILS 1 on PFD 2 and ND1, ILS 2 on PFD 1 and ND 2.

ILS 1 on PFD 1 and ND1, ILS 2 on PFD 2 and ND 2.

Correct! Wrong!

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

NAV only.

ATT only.

NAV or ATT.

Correct! Wrong!

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

IR 1 is lost.

The attitude information and heading stabilization may be available in ATT mode.

Only attitude information may be available in ATT mode.

Correct! Wrong!

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

IR 1 is lost.

Only attitude information may be available in ATT mode.

The attitude information and heading stabilization may be available in ATT mode.

Correct! Wrong!

Using RMP for selecting NAVAID is allowed:

In case of a single FMGEC or a single MCDU failure.

In case of both FMGECs or both MCDUs failure.

Without any restrictions.

Correct! Wrong!

The ADIRU provides navigation information:

On an independent basis, without reference to ground stations or satellites.

By using ground stations signals.

By using satellites signals.

Correct! Wrong!

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

Flight guidance, flight management and flight envelope.

Flight guidance, EIS control and flight envelope.

Flight guidance, ECAM control and EIS control.

Correct! Wrong!

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.

True.

False.

Correct! Wrong!

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

Air data output disconnected.

Attitude information is not available anymore.

A fault is detected in the air data reference part.

Correct! Wrong!

In case of RA 1 failure:

RA 1 information is replaced by RA 2 information on PFD 1 automatically and GPWS is lost.

There is no more RA information on the PFD 1, but a red flag.

There is no more Height information on the PFD 1 but a red flag on both PFD.

Correct! Wrong!

The ADIRU 3 receives information from:

CAPT probes and F/O TAT.

F/O probes and CAPT TAT.

STBY probes and CAPT TAT.

Correct! Wrong!

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.

False.

True.

Correct! Wrong!

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

True.

False.

Correct! Wrong!

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

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.).

True.

False.

Correct! Wrong!

During normal operations:

The GPS receiver 1 supplies the ADIRU1, and the GPS receiver 2 supplies the ADIRU2 and ADIRU3

The GPS receiver 1 supplies the ADIRU1 and the ADIRU3, and the GPS receiver 2 supplies the ADIRU2.

The GPS receiver 1 supplies the ADIRU2 and the ADIRU3, and the GPS receiver 2 supplies the ADIRU1.

Correct! Wrong!

The loudspeaker announces 'RETARD':

At 20 ft, or at 10 ft if the autothrust is active and one autopilot is in LAND mode.

At 20 ft RA.

At 20 ft.

Correct! Wrong!

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

Altitude, attitude, aircraft position, airspeed, temperature and overspeed warning.

Altitude, airspeed, Mach, angle of attack, temperature and overspeed warnings.

Altitude, airspeed, ground speed, Mach, temperature and overspeed warnings.

Correct! Wrong!

The information produced by the ADIRUs:

Can never be seen by the flight crew.

Is only available when TRUE/MAG pb is set on TRUE.

Is displayed on the PFD, ND, DDRMI and supplied to other system.

Correct! Wrong!

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

No.

Yes, but only after stabilizing the aircraft.

Yes.

Correct! Wrong!

Should PITOT STBY and STATIC STBY probes fail:

ADIRU 3 receives wrong information.

Both statements are correct.

Stand-by Altitude and speed information are wrong.

Correct! Wrong!

In ELEC EMER configuration, DDRMI displays:

ADF 1, VOR 1.

ADF 1, VOR 2.

ADF 2, VOR 1.

Correct! Wrong!

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

By switching ADIRS selector on ATT, available data are:

Attitude information.

Attitude, heading and wind information.

Attitude and heading information.

Correct! Wrong!

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

Attitude, track, heading, accelerations, ground speed, vertical speed and aircraft position.

Attitude, flight path vector, track, heading, accelerations, angular rates, ground speed, vertical speed and aircraft position.

Altitude, airspeed, Mach, temperature and overspeed warnings.

Correct! Wrong!

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

The normal align sequence starts.

The fast align sequence starts.

The IR battery is discharged.

Correct! Wrong!

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.

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

True.

False.

Correct! Wrong!

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

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:

ADR 3.

DMC 3.

ADR 1.

Correct! Wrong!

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

By RMP 1 or 2.

By RMP 2 only.

By any RMP.

Correct! Wrong!

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

By RMP 1 only.

By any RMP.

By RMP 1 or 2.

Correct! Wrong!

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

It is possible to carry out a rapid re-alignment by turning all three ADIRS off momentarily.

There is no corrective action possible until the aircraft is completely shut down.

As the engines have been shut down, it is necessary to carry out a full re-alignment of ADIRS 1 and 2 only.

Correct! Wrong!

In normal operation, the NAVAIDS are tuned:

Manually through the RAD NAV page.

Manually through the RMP (Radio Management Panel).

Automatically by the FMGEC (Flight Management Guidance Envelope Computers).

Correct! Wrong!

Only one RMP can manage both ILS receivers:

Yes, but only if radio nav back up mode key is engaged on RMP 1 and RMP 2.

No, it is necessary to select the ILS on each RMP.

Yes, in any case.

Correct! Wrong!

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

RMP 1 controls VOR 1 and ADF 1, RMP 2 controls VOR 2 and ADF 2.

Only RMP 1 or 2 can switch independently every navaid.

The 3 RMPs can switch independently every navaid.

Correct! Wrong!

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

IR 3 data are available by switching the ATT HDG selector.

Emergency information must be used.

IR 3 data are available by switching the AIR DATA selector.

Correct! Wrong!

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

ADIRU 2.

ADIRU 1.

ADIRU 3.

Correct! Wrong!

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

IR 2.

IR 2 + ADR 2.

ADR 2.

Correct! Wrong!

What are the possible modes of FMGEC operation?

Dual, Independent, Single and Back-up.

Dual, Single, Automatic and Manual.

Dual, Single, Back-up and Manual.

Correct! Wrong!

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

Four.

Eight.

Six.

Correct! Wrong!

In case of ADR 2 failure:

AP 2 and FD 2 are lost.

All statements are correct.

Before any transfer, speed and altitude information are lost on PFD 2.

Correct! Wrong!

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

Emergency information must be used.

ADR 3 data are available by switching the AIR DATA selector.

ADR 3 data are available by switching the ATT HDG selector.

Correct! Wrong!

Airbus A330 – Navigation

Quiz

Airbus A330 - Navigation

ILS 1 and ILS 2 are available on:

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

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

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

Using RMP for selecting NAVAID is allowed:

The ADIRU provides navigation information:

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

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.

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

In case of RA 1 failure:

The ADIRU 3 receives information from:

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.

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

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.).

During normal operations:

The loudspeaker announces 'RETARD':

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

The information produced by the ADIRUs:

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

Should PITOT STBY and STATIC STBY probes fail:

In ELEC EMER configuration, DDRMI displays:

By switching ADIRS selector on ATT, available data are:

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

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

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

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:

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

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

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

In normal operation, the NAVAIDS are tuned:

Only one RMP can manage both ILS receivers:

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

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

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

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

What are the possible modes of FMGEC operation?

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

In case of ADR 2 failure:

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