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A320 EGPWS Mode 2 vs Mode 4: The Configuration Trap Pilots Miss
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A320 EGPWS Mode 2 vs Mode 4: The Configuration Trap Pilots Miss
A320 Dual Hydraulic Failure: The PTU Mirage That Catches Every Crew
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The Five Quiet Computers: Why SECs and FACs Finish A320 Oral Exams

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Aviation Knowledge Quiz

Welcome to the Aviation Knowledge Quiz

Put your aviation knowledge and decision-making skills to the test. Complete all 5 questions to receive your discount coupon.

Why can V/S in climb be more dangerous than it first looks?

Because V/S takes precedence over speed. If you select an aggressive V/S the aircraft may be unable to maintain both that V/S and target speed, so it can decelerate toward VLS. When VLS is reached, the AP pitches down to maintain a sustainable V/S, and you get a triple click. That is a beautifully Airbus way of telling you that you asked for too much.

Because V/S engages alpha floor automatically if speed decays below VLS, the aircraft will apply TOGA thrust and lock the climb until the crew disconnects A/THR with the instinctive disconnect pushbutton. The triple click is the warning that TOGA LK is active, not that V/S has become unsustainable.

Because V/S above FL250 is inhibited by the FMGS, the system reverts to OP CLB regardless of the FCU selection. The autopilot then climbs at managed speed until the selected altitude, and the triple click sounds to confirm the mode reversion to the crew.

Because speed takes precedence over V/S, the aircraft will trade vertical rate for airspeed and may level off short of the target altitude. When V/S becomes unsustainable, the FMA reverts to OP CLB automatically and the crew sees a green capture, which is a quiet way of telling you the climb has been re-managed.

None

OPT FL and REC MAX FL are both on the page. Which one is the bigger trap to misunderstand?

REC MAX FL. OPT FL is a function of cost index. REC MAX FL is the level that still gives at least a 0.3 g buffet margin. The FMGS may accept a level above that, but only down to a 0.2 g margin. So “the box accepted it” does not mean it is tactically wise.

Neither, because both are advisory only and the limiting factor in cruise is always the certified MMO of 0.82. The buffet margin is computed against MMO rather than against OPT FL or REC MAX FL, so the crew should plan climbs by reference to MMO and disregard the F-PLN advisories above FL300.

OPT FL. It is computed from gross weight and cost index only, so it ignores wind, temperature, and turbulence in the climb profile. The FMGS will refuse any level above OPT FL, so a level entered above OPT FL is automatically replaced with REC MAX FL on the F-PLN page.

OPT FL. It is updated continuously by the FMGS, so the displayed value becomes invalid the moment the cost index or weight changes mid-flight. REC MAX FL is fixed at takeoff and therefore more reliable, even though it shows a higher altitude than current performance can sustain.

None

If both pilots grab the sidesticks together, what does the aircraft do, and what is the disciplined takeover method?

The captain’s sidestick has hardwired priority over the first officer’s, so simultaneous inputs default to the captain’s. The DUAL INPUT aural warning sounds whenever both sidesticks are deflected. The correct takeover method is for the captain to announce “I have control” verbally, with no pushbutton action required unless the first officer’s sidestick is jammed.

The sidestick orders are added together. That makes simultaneous inputs hazardous because the airplane is responding to the algebraic sum, not to whichever pilot “means it more.” The correct takeover method is to press the sidestick takeover pushbutton and announce “I have control”; for a jammed or held sidestick, the other pilot holds the takeover pushbutton for at least 40 seconds to deactivate the affected sidestick.

The sidestick with the larger deflection takes priority, and the smaller input is automatically suppressed. This protects against accidental dual input but does not protect against intentional opposing input. The correct takeover method is to depress the priority pushbutton momentarily and announce “I have control”; latched priority is reserved for incapacitation cases only.

The sidestick inputs are averaged rather than added, so simultaneous inputs produce a softened combined response. This is why dual input is undesirable but not immediately hazardous. The correct takeover method is to press and release the takeover pushbutton; a continuous hold is required only when the priority indication does not extinguish.

None

A reactive windshear starts on the takeoff roll. What is the core decision logic before V1 versus after V1?

Before V1, the decision is captain’s discretion, with no specific airspeed-trend criterion published. After V1, set TOGA, hold the current pitch attitude until the shear is exited, and avoid backstick inputs because aggressive rotation reduces lift in a downburst.

Before V1, if there are significant airspeed and airspeed-trend variations and there is sufficient runway to stop, reject the takeoff. After V1, set TOGA, rotate at VR, follow SRS, and if necessary use full backstick to minimize height loss.

Before V1, set TOGA and continue the takeoff because rejecting in a windshear is more hazardous than flying through it. After V1, level off at the published acceleration altitude, retract gear and flaps to clean configuration, then climb at green dot speed.

Before V1, the crew may reject only if airspeed drops below V1 minus 10 knots and the runway remaining exceeds the accelerate-stop distance. After V1, set TOGA, rotate at VR plus 10 knots to build a margin, and retract gear immediately to reduce drag through the shear.

None

You are in managed DES and NAV drops out. What has the automation really taken away from you besides lateral guidance?

NAV loss in managed DES causes the aircraft to revert to OP DES on the current FCU altitude, which discards all flight-plan altitude constraints but preserves speed management. The trap is that the speed limit also disappears, so below 10,000 ft the aircraft may accelerate beyond 250 kt unless the crew intervenes manually on the speed window.

More than track guidance is lost. If NAV disengages, managed vertical modes are no longer valid, so DES reverts to V/S or FPA on the current value, and the FMGS stops honoring the flight-plan speed and altitude constraints, although the speed limit is retained. The trap is that the pitch behavior does not suddenly “save” you; the crew must recognize the reversion and actively manage the vertical path.

NAV disengagement triggers an immediate autopilot disconnect, forcing the crew into raw-data flying with FD bars removed. Vertical modes remain valid but cannot be displayed without FD. The trap is that pilots reach for the FD switch instead of returning the FCU to a basic selected mode such as V/S, which delays recovery of usable guidance.

Only lateral guidance is affected. Managed DES continues to honor the flight-plan vertical profile, the altitude constraints, and the speed constraints, because the FMGS retains its full vertical computation even when NAV is unavailable. The trap is that the crew may assume lateral guidance has reverted to HDG when in fact it has reverted to TRK with the present heading captured.

None

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© 2026 Custom GPT Solutions LLC
8 The Green # 18910, Dover, DE 19901, USA Powered by OpenAI GPT Technology • Payments processed securely via Dodo Payments, our Merchant of Record.

Disclaimer: Not affiliated with OpenAI or any airline mentioned. “OpenAI” and “GPT” are trademarks of their respective owners. Airline names are used for identification purposes only and do not imply endorsement.

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Welcome to the Aviation Knowledge Quiz