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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.

You manually tune an ILS while a non-precision approach remains selected in the F-PLN, and the airplane tells you CHECK APPR SELECTION. What is the real lesson?

The lesson is that the F-PLN approach selection always overrides any raw-tuned navaid, so the displayed guidance will follow the non-precision profile regardless of the manually tuned ILS frequency. The message is advisory and does not require crew action. APP arming will engage the F-PLN approach when conditions are met.

The lesson is that the ILS receiver fails to lock when an FMGS approach is already active, because the receivers default to the F-PLN-selected approach type. The CHECK APPR SELECTION message indicates that no localizer or glideslope signal is being received. The crew must deselect the F-PLN approach to allow the ILS to capture.

The lesson is that raw tuning and FMGS intent are not the same thing. That message is a reminder that the tuned landing system does not match the selected approach, so the crew must verify which guidance modes will actually arm or engage. This is exactly the sort of automation mismatch that catches confident pilots.

The lesson is that raw tuning automatically updates the F-PLN to match the tuned ILS frequency, but only if the ILS is in the navigation database. The CHECK APPR SELECTION message confirms the update has been accepted. The crew can therefore continue the approach without further F-PLN modification.

None

What is the subtle trap in a go-around started very close to the ground?

The trap is that flap retraction must begin immediately at TOGA selection to prevent a tailstrike from the high pitch attitude SRS commands. If the crew delays the F retraction, the aircraft accelerates past F-speed before reaching acceleration altitude. This compresses workload at exactly the wrong moment in the maneuver.

The trap is believing the airplane will instantly climb just because TOGA is selected. High-bypass engines need time to spool up, so a low go-around may initially lose altitude, especially if starting from near idle thrust or below VAPP. The crew must decide early, complete the maneuver once started, and avoid excessive rotation that could create a tailstrike.

The trap is that the autopilot disconnects when TOGA is selected below 1,000 ft, requiring the crew to fly the go-around manually at low altitude. High-bypass engines respond quickly enough that thrust is rarely the issue. The real risk is that SRS guidance cannot engage without autopilot, so pitch must be controlled by reference to attitude alone.

The trap is that TOGA simultaneously commands maximum climb thrust and disconnects autothrust, leaving the crew flying manual thrust at the worst possible moment. Engine acceleration is symmetric and predictable, so the real hazard lies in the loss of A/THR protection. The crew must reselect A/THR before completing the maneuver to avoid an overspeed or undershoot.

None

During a CAT II approach, alpha floor activates below 1 000 ft. What is the meaningful pilot question, and what is the answer?

The meaningful question is not “Can I salvage this?” but “Do I have sufficient visual references?” If alpha floor occurs below 1 000 ft and visual references are not sufficient, go around.

The meaningful question is “Am I above the published decision height?” If alpha floor occurs above DH, continue to DH and apply normal CAT II rules; if alpha floor occurs below DH, the autopilot will execute an automatic go-around without crew action.

The meaningful question is “Is the aircraft still in normal law?” If alpha floor activates, normal law is by definition still engaged, so the protections will recover the energy state and the approach can be continued to a normal landing.

The meaningful question is “Has TOGA LK engaged?” If TOGA LK has engaged, the thrust will hold automatically through the rest of the approach, so the crew can continue to a landing once the angle of attack returns to normal values.

None

When is rudder use smart, and when can it become structurally dangerous?

Rudder is used in all phases of flight for coordinated turns and adverse-yaw correction, the same as in conventional aircraft. It becomes structurally dangerous only at speeds above VA, where the travel limiter electronically restricts pedal deflection. Below VA the airframe is certified to absorb full opposite rudder inputs without damage.

Rudder is for directional control on the ground, crosswind landing use, engine-failure asymmetry, and certain abnormal cases. It should not be used in flight to induce roll or to counter turbulence-induced roll. Aggressive full or nearly full opposite rudder inputs can create loads beyond limit values, and the rudder travel limiter is not there to save the structure from that kind of misuse.

Rudder is reserved for ground steering and engine-failure asymmetry only. In flight, the FAC mechanically disconnects pedal authority above 100 ft AGL, so structural overload is not possible in normal operation. The hazard only arises if the FACs are degraded, in which case the crew must restrict rudder inputs by judgment.

Rudder is used to coordinate turns at high bank angles and to counter Dutch-roll oscillation when the yaw damper degrades. It becomes structurally dangerous only when applied at full deflection during stall recovery, because the resulting sideslip can damage the vertical stabilizer. The travel limiter protects against this within published flight envelopes.

None

In an ECAM-driven abnormal in cruise, what is the smartest division of labor between PF and PM, and what is one thing the PM must never do?

Both pilots action the ECAM together in a cross-check loop: PF reads, PM confirms, PF actions, PM verifies. Flight path is delegated to the autopilot for the duration of the abnormal. The PF must never depart the published lateral or vertical track without coordinated PM acknowledgment.

The PM takes over flying duties so the PF can focus entirely on the ECAM, including reading, actioning, and clearing items. The PF retains thrust lever authority because thrust management is part of the ECAM response. The PM must never accept ATC clearances during the abnormal without PF confirmation.

The PF reads the ECAM aloud and the PM actions each item, with confirmation requested before any irreversible action such as engine shutdown or fuel transfer. The PF retains overall command and may delegate thrust lever movement to the PM if workload demands. The PM must never silence the master warning without PF approval.

The PF keeps control of flight path, speed, configuration, engines, navigation, and communications, while initiating ECAM actions and monitoring their completion. The PM reads the ECAM, performs actions on PF command, requests confirmation before clearing items, and supports the PF. The PM must never touch the thrust levers.

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