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The PTU (Power Transfer Unit) in the A320 transfers:
The PTU is a back-to-back hydraulic motor and pump connecting the Green and Yellow systems. When pressure differs between them by more than ≈50 bar, the high-pressure side drives the motor, which mechanically spins the pump on the low-pressure side and restores its pressure. Power crosses, fluid does not — the two systems remain hydraulically isolated. This lets either system continue to operate critical services (e.g. nosewheel steering, cargo doors) when the opposite engine’s pump fails.
The Airbus A320 type rating is the most sought-after type rating in Indian aviation. With IndiGo operating 300+ A320 family aircraft and Air India expanding its A320neo fleet, knowledge of A320 systems is essential for any pilot entering the Indian airline industry.
Type rating written exams test your understanding of all major aircraft systems organized by ATA (Air Transport Association) chapters. You need to know not just how each system works, but how systems interact, what happens when components fail, and what ECAM procedures to follow.
AvioQuiz covers 22 ATA chapter quizzes plus 4 procedures quizzes, with 1,374 questions spanning hydraulics, electrics, pneumatics, air conditioning, flight controls, auto-flight, fuel, fire protection, landing gear, ice protection, APU, engines, and more.
Beyond type rating exams, airline technical interviews in India heavily test A320 systems knowledge. The IndiGo JFO (Junior First Officer) selection includes a written technical test covering A320 systems, SOPs, and limitations.
Air India cadet pilot and direct-entry assessments also test systems knowledge, particularly for candidates joining on the A320 fleet. Understanding the depth required — from basic system descriptions to failure logic and ECAM actions — is critical for passing these assessments.
Our questions are written at the level tested in actual airline technical interviews. You will practice questions about valve logic, failure cascades, system degradation modes, and ECAM sequences — the same depth interviewers expect.
AvioQuiz covers 22 ATA chapter quizzes including Air Conditioning (21), Auto Flight (22), Communications (23), Electrical (24), Fire Protection (26), Flight Controls (27), Fuel (28), Hydraulic (29), Ice & Rain Protection (30), Indicating & Recording (31), Landing Gear (32), Navigation (34), Oxygen (35), Pneumatic (36), APU (49), Doors (52), Windows (56), and Engines (70).
Yes. The IndiGo JFO technical written test covers A320 systems at a detailed level. Our questions are written at airline interview depth — covering valve logic, failure modes, system interactions, and ECAM procedures.
DGCA CPL/ATPL exams test general aircraft systems, not A320-specific content. However, if you are preparing for airline interviews alongside your DGCA exams, studying A320 systems early gives you a significant advantage.
AvioQuiz currently has 1,374 A320 questions across 26 quizzes.
Every ATA chapter is a direct link into its written-questions quiz. Practice the chapter most relevant to your interview or type rating.
Join Indian pilots preparing for their exams with AvioQuiz.
Start A320 Practice →With both engines running, how many transformer rectifiers (TRs) are normally online?
In normal flight TR1 supplies DC BUS 1 and TR2 supplies DC BUS 2 — both online, both fed from their respective AC busses. The ESS TR is in standby and only comes online if a normal TR or its AC source is lost; it then powers the DC ESS BUS. The batteries are kept charged through the BCLs but do not feed the DC busses while normal AC generation is available.
In Normal Law, the A320 flight control system provides:
Normal Law in pitch is a load-factor demand law: a stick deflection commands a g, and the FCCs move the elevator and trim the THS to hold it. In roll it is a roll-rate demand law: a stick deflection commands a degrees-per-second roll rate. Inside this control architecture sit the protections that make Airbus FBW famous — high-AoA, high-speed, pitch attitude, bank-angle, and load-factor protection — which prevent the pilot from exceeding the aircraft’s envelope.
If both engine bleed valves fail closed, the APU bleed can supply air to:
The APU bleed feeds the left side of the bleed manifold. The crossbleed valve operates automatically in AUTO and opens whenever only one bleed source is available, so APU air is routed through the manifold to feed both Pack 1 and Pack 2. This is exactly why APU bleed is the standard fallback for air conditioning and engine-start when engine bleeds are lost.
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