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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.

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 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.

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.

None

What is the practical difference between ALPHA FLOOR and TOGA LK?

ALPHA FLOOR is the automatic protection that commands TOGA thrust when angle of attack exceeds the threshold, regardless of thrust lever position. TOGA LK is what follows after the angle of attack reduces again: the TOGA thrust remains locked until the crew disconnects A/THR with the instinctive disconnect. The subtle point is that recovering from the low-speed event is not the same as recovering the thrust logic.

ALPHA FLOOR and TOGA LK are the same event labelled differently depending on whether the aircraft is in normal or abnormal law. Both command TOGA thrust automatically and both release thrust automatically once the angle of attack returns below the threshold. The subtle point is that the crew need not intervene in either case.

ALPHA FLOOR is the predictive protection that commands TOGA thrust when angle-of-attack trend exceeds the threshold, regardless of current AoA. TOGA LK is the reactive protection that engages only after AoA has actually exceeded the threshold. The subtle point is that ALPHA FLOOR may engage before TOGA LK in dynamic maneuvers.

ALPHA FLOOR is the crew action of moving the thrust levers to the TOGA detent in response to a low-speed warning. TOGA LK is the autoflight logic that follows, holding thrust at TOGA until the crew moves the levers back to CL. The subtle point is that ALPHA FLOOR is a procedure and TOGA LK is an automatic response.

None

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

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 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.

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 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.

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 “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 “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 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 “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

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 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.

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.

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