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Top 25 A320 Type Rating Questions (FCOM-Sourced Answers)

LAST UPDATED: 7 OCTOBER 2026

Published Oct 2026~15 min readFCOM sourcedSystems & limitations

An A320 type rating starts in the ground school, and the ground school ends with a technical test on the aircraft's systems and limitations. The same material comes back in the simulator briefings and in airline technical interviews. These 25 questions cover the points candidates meet most often: the limitations every crew is expected to know, the three hydraulic systems, the electrical network and its emergency configuration, the flight control laws and protections, and the fuel, bleed, engine, fire and ice protection systems.

Each question is taken from v1prep's A320 bank with its four options, the correct answer marked, a short explanation and the FCOM reference it comes from. Choose your answer before you read the one under it. Figures that depend on the variant, such as the bleed stages, are given for the engine the question names.

Sections: 5 questions each
  1. Limitations
  2. Hydraulics, brakes & landing gear
  3. Electrical system & APU
  4. Flight controls & auto flight
  5. Fuel, bleed, engines, fire & ice

Limitations

Speeds, wind, pressure, altitude
Question 1
Maximum demonstrated crosswind for takeoff and landing:
  1. A45 kt (gust included)
  2. B30 kt (gust included)
  3. C25 kt (gust excluded)
  4. D38 kt (gust included) ✓
Answer: D. 38 kt, gust included. This is not an AFM limitation: it is the strongest crosswind met during the certification campaign, and Airbus recommends that operators do not intentionally operate beyond it.Source: Airbus A320 FCOM, LIM-AG-OPS, Demonstrated Crosswind
Question 2
Maximum operating speed VMO and MMO:
  1. AVMO 340 kt; MMO M 0.80
  2. BVMO 320 kt; MMO M 0.78
  3. CVMO 380 kt; MMO M 0.85
  4. DVMO 350 kt; MMO M 0.82 ✓
Answer: D. VMO is 350 kt and MMO is M 0.82.Source: Airbus A320 FCOM, LIM-AG-SPD, VMO/MMO
Question 3
Maximum speed at which the landing gear may be extended (VLO extension):
  1. A220 kt / M 0.54
  2. B280 kt / M 0.67
  3. C250 kt / M 0.60 ✓
  4. D200 kt / M 0.50
Answer: C. The landing gear may be extended at up to 250 kt / M 0.60. It may be retracted at up to 220 kt / M 0.54, and once extended it may be flown at up to 280 kt / M 0.67 (VLE).Source: Airbus A320 FCOM, LIM-AG-SPD, VLO Extension
Question 4
Cabin pressure differential limits:
  1. AMaximum positive differential 7.5 PSI; maximum negative -1.5 PSI; safety relief valve setting 7.2 PSI (tolerance ± 0.1 PSI)
  2. BMaximum positive differential 8.5 PSI; maximum negative -0.5 PSI; safety relief valve setting 8.1 PSI (tolerance ± 0.1 PSI)
  3. CMaximum positive differential 10.0 PSI; maximum negative -2.0 PSI; safety relief valve setting 9.6 PSI (tolerance ± 0.1 PSI)
  4. DMaximum positive differential 9.0 PSI; maximum negative -1.0 PSI; safety relief valve setting 8.6 PSI (tolerance ± 0.1 PSI) ✓
Answer: D. Maximum positive differential pressure 9.0 PSI, maximum negative differential pressure −1.0 PSI, safety relief valve setting 8.6 PSI. The maximum differential pressure and the safety valve setting have a tolerance of ±7 hPa (0.1 PSI).Source: Airbus A320 FCOM, LIM-AIR, Cabin Pressure
Question 5
Maximum operating altitude with slats and/or flaps extended:
  1. A10 000 ft
  2. B15 000 ft
  3. C25 000 ft
  4. D20 000 ft ✓
Answer: D. 20 000 ft is the maximum operating altitude with slats and/or flaps extended.Source: Airbus A320 FCOM, LIM-F_CTL, Max Alt Flaps

Hydraulics, brakes & landing gear

Green, yellow, blue, PTU, RAT
Question 6
Across the three hydraulic systems, normal pressure sources are:
  1. AGreen: electric; Yellow: ENG 1; Blue: ENG 2
  2. BAll three from engine 1 with cross-distribution
  3. CGreen: ENG 1 pump; Yellow: ENG 2 pump (+ electric, hand); Blue: electric pump (+ RAT) ✓
  4. DAll three hydraulic systems are driven directly by the APU, with no engine-driven pumps in use
Answer: C. Green is pressurised by the engine 1 driven pump. Yellow is pressurised by the engine 2 driven pump, plus an electric pump for use on the ground and a hand pump that operates the cargo doors when there is no electrical power. Blue is pressurised by an electric pump, with a RAT-driven pump for emergencies.Source: Airbus A320 FCOM, DSC-29-10-20, System Sources Summary
Question 7
The PTU comes into action automatically when the differential pressure between the green and yellow systems is:
  1. AGreater than 200 PSI
  2. BGreater than 1 000 PSI
  3. CGreater than 500 PSI ✓
  4. DGreater than 1 450 PSI
Answer: C. The PTU comes into action by itself when the green to yellow differential pressure exceeds 500 PSI. It transfers hydraulic power between the two systems in either direction, but never fluid.Source: Airbus A320 FCOM, DSC-29-10-20 PTU, Auto-Activation Threshold
Question 8
The Ram Air Turbine (RAT) extends automatically when:
  1. AEither AC BUS is lost regardless of speed
  2. BAC BUS 1 and AC BUS 2 are both lost and aircraft speed is above 100 kt ✓
  3. CBattery voltage drops below 25 V
  4. DAircraft speed drops below 50 kt with engines failed, provided EMER GEN is already running
Answer: B. With AC BUS 1 and AC BUS 2 both lost and the aircraft above 100 kt, the RAT extends automatically. The blue hydraulic system it pressurises then drives the emergency generator through a hydraulic motor.Source: Airbus A320 FCOM, DSC-24-10-30-30 EMER Gen, RAT Auto-Extension
Question 9
The alternate brake system uses:
  1. AGreen hydraulic system with blue backup during single-engine ops
  2. BYellow hydraulic system backed up by the hydraulic accumulator ✓
  3. CBlue hydraulic system only, with no backup available
  4. DYellow hydraulic only: no accumulator backup
Answer: B. Alternate braking uses the yellow hydraulic system, backed up by the hydraulic accumulator. Normal braking is supplied by the green system.Source: Airbus A320 FCOM, DSC-32-30-10 Brakes, Alternate Source
Question 10
During gravity extension, the gears are helped to lock down by:
  1. ACrew action with a separate handpump
  2. BHydraulic accumulator pressure stored during normal gear retraction
  3. CPneumatic blow-down assistance from the emergency air bottle
  4. DLocking springs (main gear) and aerodynamic forces (nose gear) ✓
Answer: D. When the crew cranks the gear down, locking springs help the main gear into the locked position, and aerodynamic forces help lock the nose gear.Source: Airbus A320 FCOM, DSC-32-10-10 Gravity Extension, Locking Assistance

Electrical system & APU

IDGs, bus tie logic, static inverter
Question 11
Two A/C generators may not be:
  1. AUsed to supply different busbars simultaneously
  2. BSelected ON at the same time
  3. CConnected in parallel ✓
  4. DCombined with the APU GEN on different sides
Answer: C. The generators are never connected in parallel. The bus tie contactors open and close automatically to share the load between separate sources.Source: Airbus A320 FCOM, DSC-24-10-30-10 Operations, No Parallel Operation
Question 12
If one engine-driven generator fails, the system automatically replaces it by:
  1. AThe static inverter on the affected side, drawing DC from BAT 2
  2. BExternal power, regardless of state
  3. CThe APU GEN if available, otherwise the other engine GEN ✓
  4. DThe emergency generator until the RAT is stowed, coupled directly to GEN 1
Answer: C. On loss of one engine generator the system replaces it automatically with the APU generator if it is available, otherwise with the other engine generator, through the bus tie contactors.Source: Airbus A320 FCOM, DSC-24-10-30-30 Single GEN Failure, Substitution Logic
Question 13
Once the IDG pb-sw is pressed and the IDG is disconnected, the IDG can be reconnected:
  1. ABy the crew via the OVHD reset
  2. BAutomatically after the engine is shut down
  3. COnly by maintenance personnel ✓
  4. DBy cycling the GEN pb-sw OFF then ON
Answer: C. Pressing the IDG pushbutton disconnects the IDG from its drive shaft. Only maintenance personnel can reconnect it.Source: Airbus A320 FCOM, DSC-24-20 Controls, IDG Reconnect Restriction
Question 14
Above 50 kt, the static inverter is automatically activated when:
  1. ABoth engine generators have failed but APU GEN is still on, and the RAT begins to extend
  2. BBAT 1 is OFF and the EMER GEN has failed
  3. COnly the batteries are supplying power, regardless of BAT pb position ✓
  4. DThe crew presses the EMER GEN TEST pb, which also disconnects the static inverter
Answer: C. Above 50 kt the static inverter comes on automatically whenever only the batteries are supplying power, whatever the position of the BAT 1 and BAT 2 pushbuttons. It turns DC from BAT 1 into AC for part of the AC ESS BUS.Source: Airbus A320 FCOM, DSC-24-10-20 Generation, Static Inverter Auto Activation (>50 kt)
Question 15
When an APU fire is detected on ground, the APU fire extinguisher:
  1. ADischarges only on crew action (AGENT pb)
  2. BDischarges automatically ✓
  3. CIs disabled if the MASTER SW is OFF
  4. DDischarges only if the parking brake is on
Answer: B. On the ground an APU fire shuts the APU down and the extinguisher discharges automatically, 3 s after the fire warning appears. In flight there is no automatic discharge: the crew discharges the agent.Source: Airbus A320 FCOM, DSC-49-10-20 Ground Safety, Auto Discharge

Flight controls & auto flight

Laws, protections, alpha floor
Question 16
Which control surfaces can also be mechanically controlled?
  1. AOnly the spoilers and the slats
  2. BOnly the elevators and the flaps
  3. COnly the ailerons and the trim tabs
  4. DThe stabiliser (THS) and the rudder ✓
Answer: D. The stabiliser (THS) and the rudder can also be controlled mechanically, through the pitch trim wheels and the rudder pedals. All other surfaces are controlled electrically only.Source: Airbus A320 FCOM, DSC-27-10-10 General, Mechanical Backup
Question 17
The four pitch protections of normal law are:
  1. ALoad factor, bank angle, high-AOA, and stall warning
  2. BLoad factor, pitch attitude, high-AOA, and high-speed ✓
  3. CPitch attitude, bank angle, alpha-floor, and high-Mach
  4. DEngine, hydraulic, electrical, and flight envelope
Answer: B. Load factor limitation, pitch attitude protection, high angle of attack protection and high-speed protection. Bank angle protection, the other normal law protection, belongs to the lateral axis.Source: Airbus A320 FCOM, DSC-27-20-10-20 Protections, General
Question 18
If the pilot holds full lateral sidestick deflection in normal law, the bank angle reaches a maximum of:
  1. A75° and no further
  2. B60° and no further
  3. C67° and no further ✓
  4. D45° and no further
Answer: C. With full lateral sidestick held, normal law lets the bank angle reach 67° and no further. With the stick released, the system holds the bank angle up to 33°.Source: Airbus A320 FCOM, DSC-27-20-10-30 Bank, Maximum Bank
Question 19
The three levels of reconfiguration of the flight control system are:
  1. AAutomatic law (with/without reduced protections), Manual law, and Backup
  2. BNormal law (with/without reduced protections), Alternate law, and Direct law
  3. CAlternate law (with/without reduced protections), Direct law, and Mechanical ✓
  4. DPitch degraded, Roll degraded, and Yaw degraded (with/without reduced protections)
Answer: C. Depending on the failures, the flight control system reconfigures to alternate law (with or without reduced protections), direct law, or mechanical backup.Source: Airbus A320 FCOM, DSC-27-20-20 Reconfiguration, Levels
Question 20
Alpha floor commands TOGA thrust automatically and is available:
  1. AFrom lift-off to 100 ft RA on approach ✓
  2. BFrom 100 ft RA after takeoff to landing
  3. COnly when A/THR is engaged
  4. DFrom 1,000 ft AGL to 200 ft RA
Answer: A. Alpha floor sets TOGA thrust whatever the thrust lever position and whether or not the A/THR is engaged. It is available from lift-off until 100 ft RA on approach.Source: Airbus A320 FCOM, DSC-22_30-50-50 A/THR, A.FLOOR Availability Window

Fuel, bleed, engines, fire & ice

Outer tanks, FADEC, bottles, slats
Question 21
Outer tank fuel is retained for the purpose of:
  1. ACounter-balancing the APU fuel feed
  2. BReserve gravity feed during cruise
  3. CLateral stability augmentation
  4. DWing bending and flutter relief ✓
Answer: D. Fuel is kept in the outer tanks for wing bending and flutter relief, which is why the outer tanks are the last to empty.Source: Airbus A320 FCOM, DSC-28-10-10 General, Outer Tank Purpose
Question 22
On a CFM56-powered A320, from which HP compressor stages is engine bleed air taken?
  1. AFan stage only
  2. B5th and 9th stage ✓
  3. COnly the high-pressure stage at all times
  4. D6th stage low pressure only
Answer: B. On CFM56-5 engines bleed air is normally taken from the 5th (intermediate pressure) stage of the HP compressor. At low engine power, when that pressure is too low, the HP valve opens and air is taken from the 9th stage. IAE V2500 engines use the 7th and 10th stages instead.Source: Airbus A320 FCOM, DSC-36 Pneumatic, Bleed Air Extraction Points
Question 23
If a thrust lever is set between two detents on the A320, which thrust limit does the FADEC apply?
  1. AThe limit corresponding to the higher detent ✓
  2. BThe thrust freezes at the last detent position
  3. CThe limit corresponding to the lower detent
  4. DA computed interpolated limit between the two detents
Answer: A. Between two detents the FADEC applies the rating limit of the higher detent, so the crew always has the higher available rating at that lever position.Source: A320 FCOM 1.70 p. 11, Thrust Lever Between Detents, Higher Rating Selected
Question 24
Each engine has how many fire extinguisher bottles?
  1. ATwo (with electrically-operated squibs) ✓
  2. BOne (with backup squib)
  3. CThree (one per nacelle zone)
  4. DFour (in pylon, core, fan, and engine bay)
Answer: A. Two bottles per engine. Each is discharged by an electrically fired squib, and each squib has a dual electrical supply.Source: Airbus A320 FCOM, DSC-26-20-10 Extinguishing, Engine Bottles
Question 25
The A320 wing anti-ice system heats which part of the wing?
  1. AThe leading edge of the three outermost slats per wing ✓
  2. BThe full leading edge including all slats
  3. CThe upper wing surface only, the lower surface and slat trailing edges are not heated
  4. DThe entire wing leading edge
Answer: A. Hot bleed air heats the leading edges of slats 3, 4 and 5, the three outermost slats on each wing. The two inboard slats are not anti-iced.Source: Airbus A320 FCOM, DSC-30 Ice and Rain Protection, Wing Anti-Ice System

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