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A320 EGPWS Mode 2 vs Mode 4: The Configuration Trap Pilots Miss
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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.

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 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 “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

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 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.

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 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.

None

How can a very reliable aircraft paradoxically make pilots more vulnerable to bad reactions after surprise?

Reliability extends maintenance intervals, so latent system faults accumulate undetected until they present as a sudden, unfamiliar event in flight.

Reliable aircraft tend to have simpler cockpit layouts, which means pilots spend less time scanning for indications and lose the habit of cross-checking when something does fail.

Reliability can build a conditioned expectation of normalcy, so novel or critical events generate greater surprise/startle and increase the risk of wrong action or no action.

Reliable aircraft generate fewer in-service occurrences, which means pilots accumulate less recurrent simulator time on the real failure modes they will eventually face.

None

With A/THR active, what are the thrust levers really doing?

They are decorative when A/THR is engaged; movement of the levers has no effect until A/THR is disconnected with the instinctive disconnect pushbutton. The actual thrust command originates from the FMGS and is sent directly to the FADEC. That is why Airbus emphasizes monitoring FMA rather than the lever positions.

They are not showing actual engine thrust in the way crews often intuitively think. With A/THR active, the thrust lever position sets the maximum thrust the A/THR is allowed to command, so the levers act as a thrust limiter or thrust-rating selector. That is why Airbus emphasizes monitoring FMA, speed trend, and N1/N1 command, not “where the levers are.”

They show the current commanded N1 in real time, mirroring the engine’s actual output to within one or two percent. This is why the lever position is the most reliable indication of thrust during A/THR operation, and why Airbus emphasizes monitoring lever position as the primary thrust reference.

They command a fixed thrust setting equal to the detent rating, so CL detent always equals MCT and TOGA detent always equals takeoff thrust. The A/THR layer modulates between these fixed settings using the engine FADEC, not the lever position. That is why crews should set the appropriate detent for the phase and leave the levers there.

None

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 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 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 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.

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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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