MASTER QUESTIONS C-130

THE PROPELLER BRAKE IS DISENGAGED BY ______ AND HELD DISENGAGED DURING ENGINE OPERATION BY. gearbox oil pressure, 23% RPM. engine oil pressure, the safety coupling. gearbox oil pressure when RPM exceeds 23%, positive torque. starting torque, gearbox oil pressure when RPM exceeds 23%.

THE NTS SYSTEM OPERATES WHEN NEGATIVE TORQUE APPLIED TO THE REDUCTION GEAR EXCEEDS A PREDETERMINED VALUE OF ______ INCH-POUNDS. -6000. -1260. -6000 +/-650. -1260 +/-600.

THE NTS (SISTEMA DE TORQUE NEGATIVO) SYSTEM IS INOPERATIVE WHEN THE THROTTLES ARE BELOW THE FLIGHT IDLE POSITION. TRUE. FALSE.

WHEN A NEGATIVE TORQUE SIGNAL IS TRANSMITTED TO THE PROPELLER, THE PROPELLER __________ BLADE ANGLE TO RELIEVE THE NEGATIVE TORQUE CONDITION. increases. decreases.

THE ENGINE FUEL CONTROL WILL START TO REDUCE FUEL TO THE ENGINE, IN THE FLIGHT RANGE, AT APPROXIMATELY ____ % RPM. 102. 103. 103.5. 105.

THE 5TH AND 10TH STAGE BLEED AIR VALVES PROVIDE FOR COMPRESSOR UNLOADING DURING START AND IN LOW SPEED GROUND IDLE AND REMAIN OPEN ONLY WHEN ENGINE SPEED IS BELOW ______ % RPM. 65. 94. 96. 98.

THE TEMPERATURE DATUM VALVE CAN REDUCE FUEL FLOW UP TO ___ % DURING ENGINE START AND ___ % ABOVE 94 % RPM, BY RETURNING EXCESS TO THE FUEL PUMP. 30, 20. 15, 50. 50, 15. 50, 20.

WITH THE TEMPERATURE DATUM CONTROL SWITCH IN THE NULL POSITION: temperature limiting is accomplished by throttle adjustment. automatic temperature limiting circuits are inoperative. the TD valve remains in the null (20 % bypass) position. all of the above.

THE IGNITION CONTROL SYSTEM IS CONTROLLED BY THE SPEED-SENSITIVE CONTROL THROUGH THE IGNITION RELAY WHICH TURNS IT ON AT ____ % RPM AND OFF AT_____ % RPM DURING ENGINE START. 35, 65. 16, 94. 16, 65. 16, 35.

IN THE GROUND RANGE THE THROTTLE POSITION SELECTS A _____ AND A _______. rpm, corresponding rate of fuel flow. rate of fuel flow, TIT. TIT, corresponding blade angle. propeller blade angle, corresponding rate of fuel flow.

MAXIMUM REVERSE THRUST AT 100 KIAS WILL BE APPROXIMATELY: 30% of MAX power. 55% of MAX power. 60% of static takeoff power. cannot be determined.

IN THE FLIGHT (GOVERNING) RANGE, THROTTLE POSITION SELECTS THE RATE OF FUEL FLOW TO PRODUCE A SCHEDULED TIT AND THE PROPELLER GOVERNOR CONTROLS PROPELLER BLADE ANGLE. TRUE. FALSE.

THE RESULTS OF MOVING THE ENGINE CONDITION LEVER TO THE FEATHER POSITION ARE: A...the propeller auxiliary pump is turned on and the feather solenoid valve is energized. B...The fuel shutoff valve on the engine fuel control is closed both mechanically and electrically. a and b are incorrect. a and b are correct.

THE FUEL SHUTOFF VALVE IS CLOSED BOTH MECHANICALLY AND ELECTRICALLY WHEN THE CONDITION LEVER IS PLACED TO FEATHER. TRUE. FALSE.

THE NULL POSITION OF THE TEMPERATURE DATUM CONTROL IS USED TO DEACTIVATE THE ELECTRONIC TEMPERATURE DATUM CONTROL SYSTEM WHEN ERRATIC ELECTRONIC FUEL SCHEDULING IS SUSPECTED OR WHEN THE ENGINES ARE NOT OPERATING. TRUE. FALSE.

DURING ENGINE START, ALL OF THE FOLLOWING OCCUR AT 65% EXCEPT. ignition system is de-energized. enrichment valve is closed. paralleling valve is opened. manifold drip valve is de-energized.

A PITCHLOCKED PROPELLER CAN BE FEATHERED BECAUSE THE PITCH LOCK DOES NOT PREVENT AN INCREASE IN PITCH. TRUE. FALSE.

THE LOW-PITCH STOP IS LOCATED IN THE DOME AND MECHANICALLY STOPS BLADE ANGLE FROM DECREASING BELOW APPROXIMATELY ______ DEGREES IN FLIGHT. THE LOW-PITCH STOP IS RETRACTED TO ALLOW ______ BLADE ANGLES DURING GROUND OPERATIONS. 23, higher. 55, higher. 23, lower. 25, higher.

THE PITCH LOCK REGULATOR ASSEMBLY IS LOCATED WITHIN THE BARREL ASSEMBLY AND PREVENTS THE BLADES FROM DECREASING PITCH IF OVERSPEEDING OF APPROXIMATELY ______ % RPM OCCURS OR IF HYDRAULIC PRESSURE IS LOST. 102. 103. 103.5. 105.

A PITCHLOCKED PROPELLER CAN NEITHER INCREASE NOR DECREASE PITCH. TRUE. FALSE.

WHEN THE OIL QUANTITY FOR ANY PROPELLER DROPS APPROXIMATELY ______ BELOW NORMAL IN THE ______ SUMP, THE FLOAT ACTUATED SWITCH CLOSES AND ILLUMINATES THE PROPELLER LOW OIL WARNING LIGHT ON THE COPILOTS SIDE SHELF. 2 gallons, unpressurized. 2 quarts, pressurized. 4 gallons, pressurized. 4 quarts, unpressurized.

THE ENG LOW OIL QTY WARNING LIGHT WILL ILLUMINATE WHEN AN OIL TANK QUANTITY LEVEL DROPS TO APPROXIMATELY ______. 2 quarts. 2 gallons. 4 quarts. 4 gallons.

THE FUEL DUMPING SYSTEM ENABLES ALL FUEL TO BE DUMPED EXCEPT ______ POUNDS IN EACH OUTBOARD TANK AND ______ POUNDS IN EACH INBOARD TANK. 2000, 1500. 2100, 1800. 4000, 2000. none of the above.

IF ONLY ONE ENGINE DRIVEN GENERATOR IS OPERATING, IT WILL POWER ONLY THE ESSENTIAL AC BUS. TRUE. FALSE.

THE BOOSTER HYDRAULIC SYSTEM FURNISHES POWER TO A PORTION OF THE SURFACE CONTROL BOOST SYSTEM AND: the ramp system. emergency pressure for brake operation. nose gear emergency extension. none of the above.

WHENEVER ENGINE HYDRAULIC PUMP PRESSURE OUTPUT DROPS BELOW APPROXIMATELY______ PSI THE HYDRAULIC PUMP PRESSURE WARNING LIGHT WILL ILLUMINATE. THE PRESSURE WARNING LIGHT WILL ALSO ILLUMINATE WHEN THE ENGINE PUMP IS PLACED IN THE _______ POSITION. 1000, ON. 1300, OFF. 2000, ON. 1000, OFF.

HYDRAULIC PRESSURE AVAILABLE FOR RUDDER OPERATION AT FLAP SETTING FROM 0 TO 15 PERCENT IS APPROXIMATELY ______ PSI AS COMPARED TO APPROXIMATELY ______ PSI FOR FLAP SETTINGS FROM 15 TO 100 PERCENT. 1000, 3000. 1300, 3000. 2000, 3500. 1500, 3500.

THERE ARE NO PROVISIONS FOR EMERGENCY RETRACTION OF THE NOSE LANDING GEAR. TRUE. FALSE.

AFTER TAKEOFF, IF THE ______ IS NOT IN THE AIR POSITION OR ______ HAS FAILED, THE LOCK RELEASE FINGER LATCH MUST BE PULLED DOWN BEFORE THE LANDING GEAR LEVER CAN BE MOVED TO THE UP POSITION. bus tie switch, essential AC bus. touchdown switch, essential AC bus. touchdown switch, release solenoid. touchdown switch, landing gear control circuit.

A NOSE GEAR EMERGENCY RELEASE HANDLE IS LOCATED UNDER A HINGED PANEL BETWEEN THE COPILOT'S SEAT AND THE CONTROL PEDESTAL. THE HANDLE OPERATES A CABLE SYSTEM WHICH RELEASES THE NOSE LANDING GEAR UPLOCK AND PROVIDES UTILITY HYDRAULIC PRESSURE TO LOWER THE GEAR. TRUE. FALSE.

IF AN INDIVIDUAL LANDING GEAR POSITION INDICATOR BECOMES INOPERATIVE BECAUSE OF A FAULTY GROUNDING CIRCUIT, THE WARNING HORN AND WARNING LIGHT WILL INDICATE THE POSITION OF THE OTHER TWO GEARS ONLY. TRUE. FALSE.

DIAGONAL STRIPES ON THE FACE OF A LANDING GEAR POSITION INDICATOR MEAN THAT THE LANDING GEAR REPRESENTED BY THAT INDICATOR IS: A. in transit. B. inoperative. C. a only. D. a or b is correct.

TWO THINGS WILL CAUSE THE LANDING GEAR WARNING HORN TO SOUND: RETARDING THE THROTTLE WITHIN ____ DEGREES FORWARD OF THE FLIGHT IDLE POSITION WITH THE LANDING GEAR NOT DOWN, AND EXTENDING THE FLAPS MORE THAN APPROXIMATELY _____ PERCENT WITH THE LANDING GEAR NOT DOWN. 10, 70. 5, 50. 10, 50. 5, 70.

THE WARNING HORN SILENCE SWITCH WILL NOT SILENCE THE LANDING GEAR WARNING HORN WHEN FLAPS ARE EXTENDED MORE THAN 70% WITH THE LANDING GEAR NOT DOWN. TRUE. FALSE.

THE ACCUMULATOR IN THE EMERGENCY BRAKE SYSTEM, HAVING ONE-HALF THE CAPACITY OF THE NORMAL BRAKE SYSTEM ACCUMULATOR, IS CAPABLE OF SUPPLYING PRESSURE FOR ABOUT ______ ADDITIONAL BRAKE APPLICATION(S). 1. 2. 3. 0.

THE ACCUMULATOR IN THE NORMAL BRAKE SYSTEM, WHEN FULLY CHARGED WITH HYDRAULIC FLUID, IS CAPABLE OF SUPPLYING PRESSURE FOR ABOUT ______ BRAKE APPLICATION(S) WITH THE ANTI-SKID SYSTEM OFF. ONLY ______ APPLICATION(S) MAY BE AVAILABLE WITH THE ANTI-SKID SWITCH ON. 4, 2. 3, 1. 2, 1. 3, 2.

THE FIRE DETECTION AND WARNING SYSTEM RECEIVES POWER FROM THE ______ BUS. ESS DC. BATT. ISO DC. ESS AC.

THE LIFE RAFT RELEASE HANDLES ARE LOCATED AS FOLLOWS: two below the flight station escape hatch, two aft of the right paratroop door, and two on the wing upper surface inboard of the life raft compartment. two below the flight station escape hatch, two at the center overhead escape hatch, one at each emergency exit, one at the navigator station. two below the flight station escape hatch and center overhead escape hatch, two on the wing. upper surface inboard of the life raft compartment.

NORMAL START IS WITH ENRICHMENT OFF. IF LIGHTOFF IS NOT ACHIEVED ON THE FIRST ATTEMPT, RECORD IT IN FORM 781. ONE RESTART IS PERMITTED WITH FUEL ENRICHMENT ON PROVIDED TIT IS BELOW 100 DEGREES C AND AN OVERTEMP WAS NOT EXPERIENCED ON A PREVIOUS START. TRUE. FALSE.

STARTING AN ENGINE WITH AN INOPERATIVE SUCTION BOOST PUMP MAY RESULT IN DAMAGE TO THE ENGINE-DRIVEN HYDRAULIC PUMP. TRUE. FALSE.

DURING ENGINE START, THE GROUND START SWITCH WILL BE RELEASED AT ______ PERCENT RPM: 35. 60. 65. 94.

POSITIVE HYDRAULIC PRESSURE MUST BE INDICATED DURING ENGINE START BY: 65% RPM. on speed. on speed plus 30 seconds. 35%.

IF THERE IS NO POSITIVE INDICATION OF OIL PRESSURE ON THE ENGINE AND REDUCTION GEAR BY ____, IMMEDIATELY DISCONTINUE THE START. on speed. 25 percent RPM. 35 percent RPM. 65 percent RPM.

DURING A "STOP START", AFTER MOVING A CONDITION LEVER TO GROUND STOP, DO NOT MOVE THE LEVER FROM THIS POSITION OR RE-ENGAGE THE STARTER UNTIL ENGINE ROTATION HAS COMPLETELY STOPPED. TRUE. FALSE.

DURING LOW DENSITY CONDITIONS, IF DURING START THE ENGINE CONTINUES TO ACCELERATE SMOOTHLY WITHOUT EXCEEDING STARTING TIT AND NO INDICATION OF A STALL, ALLOW A MAXIMUM OF ______ SECONDS FOR THE ENGINE TO COME ON SPEED. 50. 60. 70. 90.

IF DURING START, THE ENGINE LIGHTS OFF NORMALLY BUT DOES NOT ACCELERATE SMOOTHLY TO GROUND IDLE RPM AND/OR A RAPID INCREASE IN TIT IS INDICATED: A stalled start is occurring. Immediately discontinue the start. Before attempting another start, motor the engine to approximately 25%. Continue the start until 70 seconds has elapsed and record the maximum TIT in Form 781 if an over-temperature inspection is required. Place the condition lever in ground stop and continue to motor the engine to remove exhaust gases. A stalled start is occurring. Immediately feather the engine. Before attempting another start, motor the engine to approximately 25%.

During engine start, the engine should normally be on speed by: 35 seconds. 1 minute. 65 seconds. 70 seconds.

TURNS WITH BRAKES LOCKED ON ONE SIDE ARE PROHIBITED. WHEN POSSIBLE, AVOID BRAKING IN TURNS SINCE DAMAGE TO THE GEAR AND/OR SUPPORT STRUCTURES MAY RESULT. IF A STOP IN A TURN IS REQUIRED, RECORD IN FORM 781. TRUE. FALSE.

MINIMUM DISTANCE TURN FOR THE AIRPLANE IS APPROXIMATELY ___ FEET WITH THE NOSE GEAR TURNED TO THE MAXIMUM OF 60 DEGREES. 150. 160. 170. 180.

WHEN THE AIRPLANE IS ON THE GROUND, OPERATION OF THE PROPELLER ANTI-ICING OR DE-ICING IS PERMISSIBLE FOR AN ENGINE THAT IS NOT RUNNING. TRUE. FALSE.

WHEN TAKEOFF IS CONTINUED AFTER AN ENGINE FAILURE AND PRIOR TO REACHING MINIMUM CONTROL SPEED, NOSEWHEEL STEERING IS REQUIRED IN ADDITION TO AERODYNAMIC CONTROLS TO MAINTAIN DIRECTIONAL CONTROL. TRUE. FALSE.

THE MINIMUM FLAP RETRACTION SPEED FOR MAXIMUM EFFORT TAKEOFF IS: takeoff speed. takeoff speed + 10 knots. obstacle clearance speed. obstacle clearance speed + 10 knots.

DURING MAX EFFORT OPERATIONS, RATE OF DESCENT ON THE APPROACH SHOULD BE ADJUSTED TO ARRIVE OVER THE END OF THE RUNWAY AT MAX EFFORT THRESHOLD SPEED WITH APPROXIMATELY A _____ FPM RATE OF DESCENT. THE TOUCHDOWN AREA SHOULD NORMALLY BE SELECTED FROM ___ FEET TO ___ FEET DOWN FROM THE APPROACH END OF THE RUNWAY MARKERS. TOUCHDOWN WITHIN ___ FEET IS ESSENTIAL. 300, 100, 400, 500. 500, 100, 300, 500. 300, 200, 400, 500. 250, 100, 300, 500.

LEADING EDGE ANTI-ICING SHALL BE CHECKED THE FIRST FLIGHT OF THE DAY IN COORDINATION WITH THE PILOT. WHEN PRACTICAL IT IS RECOMMENDED THIS CHECK NOT BE PERFORMED UNTIL THE AIRPLANE HAS CLIMBED ABOVE ______ FEET AGL OR THE IOAT HAS DROPPED BELOW _____ DEGREES C. 2000, 20. 3000, 10. 5000, 20. 5000, 10.

NORMAL LANDING CONFIGURATION IS ___ PERCENT FLAPS. 0. 50. 100. not specified.

AT LIGHTER GROSS WEIGHTS AND HIGH CROSSWINDS/GUSTY CONDITIONS, IT IS ADVISABLE TO USE LESS THAN 100% FLAPS IN ORDER TO TOUCHDOWN THE MAIN GEAR FIRST SINCE THESE TOUCHDOWN SPEEDS ARE HIGHER THAN NORMALLY RECOMMENDED. TRUE. FALSE.

AN ENGINE OUT CONDITION MAY ADD DIFFICULTY TO A CROSSWIND APPROACH AND LANDING BY ADDING TO THE DRIFT AND WEATHER VANING. TRUE. FALSE.

DURING GUSTY WIND CONDITIONS, MAX EFFORT THRESHOLD SPEED WILL BE INCREASED BY THE FULL GUST INCREMENT, NOT TO EXCEED ___ KNOTS (ANY INCREASE IN TOUCHDOWN SPEED WILL INCREASE THE MINIMUM RUNWAY LENGTH REQUIRED). LANDINGS WILL BE CONDUCTED ONLY IF COMPUTED TOUCHDOWN SPEED IS IN THE ______ AREA OF THE LANDING CROSSWIND CHART. 10, recommended. 15, recommended. 10, caution. 15, caution.

DURING TOUCH AND GO OPERATIONS WHEN MOVING THE FLAPS AT LOW AIRSPEED, AN ASYMMETRICAL FLAP MAY GO UNDETECTED UNTIL NEAR OR ABOVE ______. refusal speed. one engine out minimum control speed in ground effect. takeoff speed. ground minimum control speed.

DURING A GO AROUND, RETRACTING THE FLAPS FROM 100% TO 50% WILL ______ STALL SPEED. IF PROPER POWER AND ATTITUDE CORRECTIONS ARE NOT MADE, SINK RATE WILL ALSO______. IF SAFE ALTITUDE AND AIRSPEED ARE NOT ATTAINED, INADVERTENT TOUCHDOWN AND/OR STALL MAY OCCUR. increase, decrease. decrease, increase. decrease, decrease. increase, increase.

ENGINE SHUTDOWN SHOULD NOT BE ACCOMPLISHED WHEN TAXI SPEED, WIND VELOCITY, OR A COMBINATION OF WIND VELOCITY AND TAXI SPEED ARE GREATER THAN ___ KNOTS. ENGINE SHUTDOWN UNDER THESE CONDITIONS MAY DAMAGE THE ______. 30, propeller brake. 20, engine and propeller seals. 30, engine and propeller seals. 20, safety coupling.

DURING THE ENGINE SHUTDOWN CHECKLIST, THE ENGINE HYDRAULIC PUMP SWITCHES ARE LEFT ON TO PRECLUDE FAILURE OF THE HYDRAULIC FIREWALL SHUTOFF VALVE DUE TO PRESSURE BUILDUP AND THERMAL EXPANSION OF THE HYDRAULIC FLUID. TRUE. FALSE.

HOW MANY HAND-HELD FIRE EXTINGUISHERS ARE THERE ON THE AIRPLANE?. 1. 2. 3. 4.

PORTABLE OXYGEN BOTTLES ARE LOCATED AT: copilots side, pilots side, aft of FS 245, aft of right wheel-well. forward and aft of FS 245, aft of left wheel-well, aft of right paratroop door. forward or aft of FS 245, aft of right paratroop door. forward and aft of FS 245, aft of right wheel-well, aft of left paratroop door.

REGARDLESS OF SPECIFIC EMERGENCY ENCOUNTERED: maintain airplane control. analyze the situation. take coordinated corrective action. all of the above.

IF TIME AND CIRCUMSTANCES DO NOT PERMIT ISSUANCE OF VERBAL EMERGENCY NSTRUCTIONS, THE EMERGENCY ALARM BELL WILL BE USED AS FOLLOWS FOR A DITCHING/CRASH LANDING. prepare for ditching or crash landing - five short rings; brace for impact - one long sustained ring. prepare for ditching or crash landing - four short rings; brace for impact - one long sustained ring. prepare for ditching or crash landing - six short rings; brace for impact - one long sustained ring. prepare for ditching or crash landing - three short rings; brace for impact - one long sustained ring.

IF AN ENGINE HAS BEEN SHUT DOWN FOR A FIRE OR NACELLE OVERHEAT, ONE FIRE XTINGUISHER HAS BEEN DISCHARGED AND THE INDICATION STILL PERSISTS, YOU SHOULD NEXT: discharge the remaining fire extinguisher. isolate the wing by closing the ENGINE BLEED AIR switch for the other engine on that wing and closing the Bleed Air Divider Valve. isolate the manifold by placing all BLEED AIR VALVE switches to OFF. Recycle the fire emergency control handles.

WHEN PULLING A CONDITION LEVER TO FEATHER, IF THE LEVER IS LEFT AT MIDPOSITION AND NTS IS INOPERATIVE, AN ENGINE DECOUPLING IS POSSIBLE. TRUE. FALSE.

THE AGENT WILL ALWAYS BE DISCHARGED AFTER THE FIRE HANDLE HAS BEEN PULLED FOR A FIRE OR NACELLE OVERHEAT. TRUE. FALSE.

FOR AN ENGINE FIRE, DISCHARGING THE AGENT AFTER PULLING THE FIRE HANDLE IS LWAYS REQUIRED EVEN THOUGH NO FURTHER INDICATION OF A FIRE EXISTS. TRUE. FALSE.

FOR AN APU EMERGENCY SHUTDOWN, IF THE CONDITION PERSISTS AFTER DISCHARGING HE FIRST AGENT, YOU MAY HAVE A BREAK IN THE BLEED AIR MANIFOLD. ISOLATE BY PLACING NO 1 AND NO 2 BLEED AIR SWITCHES AND CLOSING THE DIVIDER VALVE. IF THE FIRE CONTINUES, DISCHARGE THE REMAINING BOTTLE. TRUE. FALSE.

IF DIRECTIONAL CONTROL PROBLEMS ARE ENCOUNTERED ON THE GROUND BELOW REFUSAL SPEED, A TAKEOFF MAY BE ATTEMPTED. TRUE. FALSE.

IF DIRECTIONAL CONTROL PROBLEMS ARE ENCOUNTERED ON LANDING, AN IMMEDIATE GO AROUND WILL BE EXECUTED. TRUE. FALSE.

IN THE CASE OF ASYMMETRIC THRUST CONDITIONS, IMMEDIATE AND POSITIVE ACTION IS REQUIRED TO PREVENT AN UNCONTROLLABLE SITUATION. TRUE. FALSE.

FOR MALFUNCTIONS WHICH RESULT IN ASYMMETRIC THRUST, THE AIRPLANE WILL TTEMPT TO TURN ______ THE MALFUNCTIONING POWER PLANT DURING AIRPLANE ACCELERATION AND WILL GENERALLY TURN ______ THE MALFUNCTIONING POWER PLANT DURING AIRPLANE DECELERATION. away from, toward. toward, away from.

THE NO.1 ENGINE NACELLE OVERHEAT WARNING LIGHT COMES ON DURING A PROPELLER REVERSING CHECK WHILE TAXING DOWNWIND WITH NO.1 AND NO.4 IN REVERSE. WHAT ACTION IS REQUIRED?. No action is required if the light does not come on while taxing into the wind with No.1 and No.4 engines in reverse. No action is required if the light goes out when the throttles are brought back to ground idle. Move all throttles to GROUND IDLE, place the condition lever to GROUND STOP for the affected engine. Move all throttles to GROUND IDLE, and proceed with ENGINE SHOUTDOWN PROCEDURE for the affected engine.

WITH INFLIGHT LOSS OF ENGINE OIL ACCOMPANIED BY HEAVY SMOKE FROM THE TAILPIPE, THE PILOT SHOULD: direct that the engine be monitored during flight and direct the engine shutdown procedure prior to landing. direct the flight engineer to pull the oil firewall shutoff valve circuit breaker and monitor oil quantity. direct the copilot to close the oil cooler flap for the affected engine and monitor. none of the above.

IF A TAILPIPE FIRE OCCURS DURING ENGINE SHUTDOWN. A. discontinue the engine shutdown and immediately advance the throttle(s). B. continue with the engine shutdown and notify the fire department. C. continue the engine shutdown and motor the engine to remove unburned fuel and gases. D. b and c only.

ACTION FOR TURBINE OVERHEAT ON THE GROUND IS AS FOLLOWS: Move all throttles to GROUND IDLE and proceed with ENGINE SHUTDOWN PROCEDURE for the affected engine. Move the throttle for the affected engine towards GROUND IDLE. If condition persists, proceed with the ENGINE SHUTDOWN PROCEDURE. Move the throttle for the engine towards GROUND IDLE, TD valve to NULL position. If condition persists, proceed with ENGINE SHUTDOWN PROCEDURE. Move all throttles to GROUND IDLE and place the condition lever to GROUND STOP for the affected engine.

IF A MAIN WHEEL WELL FIRE EXISTS, THE AREA ON BOTH SIDES OF THE WHEEL WILL BE CLEARED OF PERSONNEL AND EQUIPMENT FOR AT LEAST ____ FEET. 200. 300. 400. 500.

ACTION FOR HIGH TURBINE INLET TEMPERATURE ON THE GROUND IS: Move all throttles to GROUND IDLE and place the condition lever to GROUND STOP for the affected engine. Move all throttles to GROUND IDLE and proceed with ENGINE SHUTDOWN PROCEDURE for the affected engine. Move the throttle for the engine toward GROUND IDLE, TD valve to NULL. If condition persists, place the condition lever to GROUND STOP. Proceed with ENGINE SHUTDOWN PROCEDURE.

THE AUXILIARY HYDRAULIC SYSTEM HAND PUMP MAY BE USED FOR STOPPING THE AIRPLANE IN AN EMERGENCY BY: pumping the brake pedals while operating the hand pump. holding the brake pedals down while operating the hand pump. pumping the system up to a minimum of 2250 PSI, then applying the brakes. pumping the system up to a minimum of 500 PSI, then applying the brakes.

IF TAKEOFF IS CONTINUED AFTER ENGINE FAILURE, IT IS IMPORTANT: to obtain two-engine VMCA as soon as possible after take off and prior to positioning the flaps lever to less than 15 percent. to remember that flap retraction should be accomplished in 5 percent increments with airspeed increases of approximately 10 knots. positioning the flap lever above 15 percent will increase VMCA due to an increase in available hydraulic pressure. all of the above.

DURING TAKEOFF CONTINUED AFTER ENGINE FAILURE IT IS IMPORTANT TO OBTAIN ______ AS SOON AS POSSIBLE AFTER TAKEOFF AND PRIOR TO POSITIONING THE FLAP LEVER TO LESS THAN ___ PERCENT DUE TO THE _____. one engine VMCA (out of ground effect), 15, reduction in available hydraulic pressure. two engine VMCA, 15, reduction in available hydraulic pressure. two engine VMCA, 20, reduction in lifting forces. flap retraction speed, 15, reduction in available hydraulic pressure.

PLACING A THROTTLE BELOW FLIGHT IDLE, WHILE IN FLIGHT, MAY RESULT IN: propeller going to feather. fuel control shutoff valve closing. engine controls binding. immediate loss of aircraft control.

TWO-ENGINE OPERATION ABOVE _______ POUNDS OR AT HIGH ALTITUDE/LOW DENSITY ALTITUDE IS MARGINAL. 110,000. 115,000. 120,000. 130,000.

IF THE AIRPLANE IS ALLOWED TO FLY IN AN EXTREME OUT OF RUDDER TRIM CONDITION: engine failure(s) due to fuel starvation may occur. the rudder may be damaged. an immediate loss of control will occur. rudder trim circuit breaker may pop open.

IF A PROP MALFUNCTION PERSISTS AFTER PLACING THE PROP GOVERNOR CONTROL SWITCH TO MECH GOV, ACCELERATE TO AND MAINTAIN AS NEAR ____ AS POSSIBLE. 150 KIAS. 150 KTAS. 180 KIAS. 180 KTAS.

AT OR NEAR VMCA, SUDDEN APPLICATIONS OF POWER WITH ONE OR TWO ENGINES INOPERATIVE OR SIMULATED INOPERATIVE (FLIGHT IDLE TORQUE) MAY PRODUCE A RAPID ROLL DUE TO LIFT IMBALANCE BETWEEN WINGS. THIS CHARACTERISTIC IS MORE PRONOUNCED AT ______ GROSS WEIGHTS WITH FLAPS ______. lighter, retracted. lighter, extended. heavier, extended. heavier, retracted.

WITH PROPELLER MALFUNCTIONS DURING TAKEOFF NOT ACCOMPANIED BY INDICATIONS OF FIRE, IT IS RECOMMENDED THAT THE ENGINE BE ALLOWED TO RUN UNTIL AT LEAST ______ IS REACHED. 400 feet AGL. 150 KIAS. two-engine VMCA. flap retraction speed.

IF AN UNCONTROLLED OVERSPEED (ABOVE ___ PERCENT RPM) OCCURS, REDUCE AIRSPEED TO THE SPEED AT WHICH SAFE CONTROL OF THE AIRPLANE CAN BE MAINTAINED BUT NOT LESS THAN ______. 105, 150 KTAS. 103.5, one-engine VMCA out of ground effect. 103.5, flap retraction speed. 105, two-engine VMCA.

BELOW TWO-ENGINE INOPERATIVE AIR MINIMUM CONTROL SPEED IT MAY BE NECESSARY TO REDUCE POWER ON THE SYMMETRICALLY OPPOSITE ENGINE TO HELP MAINTAIN DIRECTIONAL CONTROL. TRUE. FALSE.

IF RPM IS OUT OF LIMITS IN MECH GOV, PERFORM THE PITCHLOCK CHECK PROCEDURE EXCEPT WHEN AN IMMEDIATE LANDING IS FEASIBLE. IF AN IMMEDIATE LANDING IS FEASIBLE THE ENGINE WILL BE SHUT DOWN PRIOR TO LANDING. TRUE. FALSE.

IN NEARLY ALL CASES AFTER AN INFLIGHT PITCHLOCK, THE PROPELLER CAN BE UTILIZED TO PROVIDE SOME POSITIVE THRUST. RPM WILL BE DETERMINED BY ENGINE POWER AND TRUE AIRSPEED. TRUE. FALSE.

WHEN DETERMINATION OF A PITCHLOCK IS MADE, IT IS DESIRABLE TO OPERATE THE PROPELLER IN AN ______ CONDITION. overspeed. underspeed. onspeed. underspeed (94-96 % RPM).

DURING PITCHLOCKED PROPELLER OPERATION, IF AT LEAST ___ PERCENT RPM CANNOT BE MAINTAINED BY THROTTLE ADVANCEMENT WHEN SLOWING TO ______, IT CAN BE ASSUMED THAT BLADE ANGLE IS HIGH AND SHUTDOWN AT HIGHER AIRSPEED WILL PRODUCE AN ACCEPTABLE WINDMILLING DRAG AND RPM. 98, 150 KIAS. 96, 150 KIAS. 98, 150 KTAS. 96, 150 KTAS.

A PITCHLOCKED PROPELLER WILL NEVER FEATHER. TRUE. FALSE.

DURING THE PITCHLOCK CHECK PROCEDURE WITH RPM OUT OF LIMITS IN MECH GOV AND RPM DOES NOT FOLLOW THE THROTTLE/TAS, ______. follow the ENGINE SHUTDOWN PROCEDURE. follow the RE-INDEXING PROCEDURE. the propeller is not pitchlocked, continue operation in MECH GOV. continue to operate with PITCHLOCKED PROPELLER OPERATION PROCEDURE.

DURING PITCHLOCKED OPERATION, IF RPM CAN BE MAINTAINED AT 150 KTAS, BLADE ANGLE IS PROBABLY AT OR NEAR THE LOW PITCH STOP. IN THIS CASE, SHUTDOWN AT HIGHER TRUE AIRSPEED WOULD PRODUCE EXCESSIVE DRAG OR OVERSPEED. TRUE. FALSE.

WITH A WINDMILLING PROPELLER, MAINTAIN AIRSPEED ABOVE TWO-ENGINE VMCA UNTIL LANDING IS ASSURED. A GO-AROUND SHOULD NOT BE ATTEMPTED IF AIRSPEED IS BELOW TWO-ENGINE VMCA. A GO-AROUND WITH A WINDMILLING PROPELLER MAY BE MARGINAL. TRUE. FALSE.

EXTREMELY LOW TIT AND FUEL FLOW FOR A GIVEN THROTTLE POSITION, ACCOMPANIED BY FLUCTUATING AND NEAR ZERO TORQUE, MAY BE AN INDICATION OF A DECOUPLING IN WHICH THE ENGINE HAS CONTINUED TO OPERATE. TRUE. FALSE.

WHEN A DECOUPLING IS OBSERVED. follow the ENGINE SHUTDOWN PROCEDURE and do not restart the engine. immediately select MECH GOV for the affected power plant. the first step is to check rpm within limits. perform the PITCHLOCKED PROPELLER CHECK.

THE PROCEDURES FOR MULTIPLE ENGINE POWER LOSS/RPM ROLLBACK SHOULD CORRECT PROPULSION SYSTEM MALFUNCTIONS ARISING FROM FUEL SYSTEMS PROBLEMS, LOSS OF RPM DUE TO LOW VOLTAGE ON THE ESSENTIAL A/COR ESSENTIAL AVIONICS A/C BUS. NO OTHER PROBLEMS CAN CAUSE LOSS OF ENGINE POWER.WHEN THE PROCEDURE HAS BEEN COMPLETED, NO OTHER ACTIONS BY THE CREW ARE NECESSARY BEYOND LANDING AS SOON AS PRACTICAL. TRUE. FALSE.

THROTTLE CONTROL FAILURE MAY BE INDICATED BY THE FOLLOWING CONDITIONS EXCEPT: throttle moves independently of pilot inputs. throttle frozen or binding. propeller decoupling. power indications unrelated to throttle position.

A SHEARED SHAFT ON THE SPEED SENSITIVE CONTROL WITH THE THROTTLE ABOVE 65 DEGREES MAY BE INDICATED BY: momentary illumination of the SECONDARY FUEL PUMP PRESSURE light (H1) or the SEC FUEL PUMP PRESS light (H2). illumination of the ELECTRONIC FUEL CORRECTION light. TIT will not exceed start limiting temperature of 830 degrees C. all of the above.

A SHEARED SHAFT ON THE SPEED SENSITIVE CONTROL WITH THE THROTTLE BELOW 65 DEGREES MAY BE INDICATED BY MOMENTARY ILLUMINATION OF THE ______. A. SECONDARY FUEL PUMP PRESSURE light (H1) or the SEC FUEL PUMP PRESS pressure light (H2). B. ELECTRONIC FUEL CORRECTION light. C. Both a and b. D. None of the above.

THE INDICATIONS OF AN ENGINE OIL SYSTEM FAILURE THAT MAY DIRECTLY LEAD TO ENGINE FAILURE ARE: loss of oil pressure. oil temperature increase. low oil quantity. all of the above.

FOLLOWING A NEGATIVE G CONDITION, CLOSELY MONITOR GEARBOX AND ENGINE OIL PRESSURE FOR ___ MINUTE(S). IF LOSS OF OIL PRESSURE OCCURS AND DOES NOT RETURN TO NORMAL WITHIN ___ SECONDS, SHUTDOWN THE ENGINE. 1, 30. 2, 30. 1, 10. 2, 10.

A TACHOMETER GENERATOR FAILURE MAY BE INDICATED BY: A. decrease or fluctuation of torque. B. decrease or fluctuation of RPM. C. a and b. D. none of the above.

A NEGATIVE "G" CONDITION MAY ALLOW AIR TO ENTER THE ENGINE OIL SUPPLY LINE RESULTING IN LOSS OF OIL PRESSURE APPROXIMATELY ______ TO ______ SECONDS LATER DUE TO PUMP CAVITATION. 60, 90. 20, 30. 30, 90. 10, 20.

FOLLOWING A FUEL BOOST PUMP FAILURE, THE FUEL BOOST PUMP SWITCH SHOULD NOT BE TURNED ON OR THE CIRCUIT BREAKERS RESET UNTIL PROPER INSPECTION AND REPAIRS HAVE BEEN MADE. RESETTING OF THE CIRCUIT BREAKER(S) AND TURNING THE SWITCH ON SHOULD BE CONSIDERED ONLY TO PREVENT FUEL STARVATION OF THE ENGINES WHEN A LANDING CANNOT BE MADE WITHIN THE RANGE OF AVAILABLE FUEL. TRUE. FALSE.

ONE ENGINE INOPERATIVE AIR MINIMUM CONTROL SPEED MUST BE INCREASED TO MAINTAIN DIRECTIONAL CONTROL IF THE FAVORABLE BANK ANGLE IS REDUCED. A WINGS LEVEL ATTITUDE REQUIRES AN INCREASE OF 9 TO 13 KIAS (DEPENDING ON WEIGHT) ABOVE CHARTED ONE ENGINE INOPERATIVE VMCA. A 5 DEGREE BANK INTO THE INOPERATIVE ENGINE REQUIRES AN INCREASE OF 20 TO 37 KIAS (DEPENDING ON WEIGHT). TRUE. FALSE.

WHEN OPERATING IN TANK-TO-ENGINE POSITION WITH AN INOPERATIVE BOOST PUMP, AVOID RAPID ACCELERATION OR NOSE ______ ATTITUDES. IF A HIGH RATE OF ______ IS REQUIRED, IT IS ADVISABLE TO SELECT CROSSFEED OPERATION. high, climb. low, descent. low, climb. high, descent.

DO NOT DUMP FUEL UNDER ______. THIS WILL PREVENT THE POSSIBILITY OF A GROUND SOURCE IGNITING THE FUEL VAPORS. 5000 feet MSL. 3000 feet MSL. 5000 feet above the terrain. 3000 feet above the terrain.

IF A GENERATOR FAILURE IS CONFIRMED DURING TAXI, SHUTDOWN THE ENGINE BY PLACING THE CONDITION LEVER TO: FEATHER. GROUND STOP. either of the above is acceptable.

THE BUS OFF LIGHT WILL ILLUMINATE IF: any phase voltage of a generator is below approximately 90 volts. the average phase voltage of a generator is below approximately 90 volts. any phase voltage drops to 70 volts (airplanes without GCU), 95 volts (airplanes with GCU), for more than 4 seconds. all of the above.

THE FIRST STEP FOR ILLUMINATION OF A GENERATOR OUT LIGHT IS TO: turn the generator switch to OFF. reset the generator. check frequency, voltage and load of the affected generator and monitor. check frequency, voltage and load of the affected generator.

INFLIGHT FAILURE OF THE REVERSE CURRENT RELAY CONNECTING THE ESSENTIAL AND ISOLATED DC BUSES WILL BE INDICATED BY ILLUMINATION OF THE ISOL DC ON BATT/BATT DISCH LIGHT AND/OR A BATTERY VOLTMETER INDICATION OF 24 VOLTS OR LESS. TRUE. FALSE.

LOSS OF THE ESS AC BUS MAY BE INDICATED BY ONE OF THE FOLLOWING CONDITIONS: failure of normal brakes (if on the ground). auxiliary hydraulic pump failure. Illumination or flickering of the No. 2 fuel boost pump LOW PRESS warning light. All the above.

ANY TIME THE MAIN AND ESSENTIAL AC BUS TR CIRCUIT BREAKERS HAVE BEEN PULLED AS A METHOD OF ISOLATING A DC BUS, THE BATTERY IS POWERING THE REMAINING DC BUSSES AND IS NOT BEING CHARGED FROM THE AC BUSSES. TRUE. FALSE.

THE BATTERY BUS IS POWERED ANYTIME THE BATTERY IS CONNECTED. THERE IS NO ISOLATION PROCEDURE FOR THE BATTERY BUS. TRUE. FALSE.

A BLEED AIR LEAK MAY BE INDICATED BY ONE OR MORE OF THE FOLLOWING CONDITIONS EXCEPT: dump valve switches open. reduced bleed air manifold pressure. illumination of any fire warning lights. erratic operation of electrical equipment.

FOLLOWING AN UNCONTROLLED LOSS OF BLEED AIR WHICH COULD NOT BE ISOLATED, DO NOT OPEN THE APU BLEED AIR VALVE AFTER LANDING. OPERATION OF THE APU BLEED AIR WOULD REPRESSURIZE THE AREA(S) WHERE THE FAILURE HAS OCCURED. TRUE. FALSE.

IT IS NOT RECOMMENDED ANY BLEED AIR VALVE BE OPENED, ONCE IT HAS BEEN CLOSED, FOR AN OVERHEAT CONDITION. TRUE. FALSE.

IN THE EVENT A FIRE IS NEAR AN OXYGEN COMPONENT OR THERE IS A POSSIBILITY THAT THE OXYGEN COULD INCREASE THE FIRE, CONSIDERATION SHOULD BE GIVEN TO CLOSING THE OXYGEN MANUAL SHUTOFF VALVE. TRUE. FALSE. TRUE, provided portable oxygen bottles are adequate for the situation. FALSE, there are no circumstances that warrant rendering the oxygen system unusable.

IF A FIRE DEVELOPS IN THE WING, THE FIRST STEP IS TO: sideslip the airplane to keep the fire away from the fuselage. proceed with the ENGINE SHUTDOWN PROCEDURE. set ENGINE BLEED AIR switches OFF for the affected wing. pull the ignition and oil control circuit breakers so the affected engine fire handle can be pulled and agent discharged without feathering the prop.

IN THE EVENT OF A PRESSURIZATION SYSTEM MALFUNCTION WHERE THE AIRPLANE CANNOT MAINTAIN PRESSURE AND A STRUCTURAL LEAK IS SUSPECTED, DO NOT ATTEMPT TO LOCK OR UNLOCK ANY WINDOW, DOOR, OR HATCH WHILE THE AIRPLANE IS STILL PRESSURIZED. FIRST, DEPRESSURIZE THE AIRPLANE, AND THEN TURN THE AIR CONDITIONING MASTER SWITCH TO AUX VENT. TRUE. FALSE.

IF THE PRESSURIZATION SYSTEM FAILS AT FL 220 CAUSING THE INABILITY TO PRESSURIZE OR MAINTAIN PRESSURIZATION IN EITHER AUTOMATIC OR MANUAL CONTROL, THE FIRST STEP IS TO: A. descend to or maintain an altitude where oxygen is not required. B. check for excessive cabin leakage by checking doors, windows, hatches, and the safety valve. C. don oxygen masks immediately while instituting a descent. D. a or c.

IF FLAMMABLE FUMES ARE PRESENT, ELECTRICAL EQUIPMENT NOT REQUIRED TO COMPLETE THE FUSELAGE FIRE/SMOKE AND FUME ELIMINATION PROCEDURE SHOULD NOT BE TURNED ON OR OFF UNTIL THE FUMES ARE ELIMINATED. TRUE. FALSE.

SMOKE DEVELOPED IN THE CARGO COMPARTMENT WILL MOVE FORWARD INTO THE FLIGHT STATION. THE HATCH MUST BE OPENED TO EFFECTIVELY ELIMINATE SMOKE AND FUMES DURING ALL ELIMINATION EMERGENCIES. TRUE. FALSE.

THE FIRST STEP FOR ILLUMINATION OF THE INFLIGHT DOOR WARNING LIGHT IS: to begin depressurizing the aircraft if necessary. to descend if necessary. the pilot will direct all crewmembers to don oxygen/smoke masks and select 100% on their oxygen regulators if necessary. select AUX VENT on the air-conditioning master switch.

WITH AN INFLIGHT RELEASE OF A LIFERAFT WHICH CANNOT BE REMOVED, EXERCISE EXTREME CAUTION AND USE MINIMAL REVERSING ON LANDING. TRUE. FALSE.

THE FIRST STEP FOR LOSS OF HYDRAULIC SYSTEM PRESSURE IS: suction boost pump switch - OFF (affected system only). hydraulic pump switch - OFF (CP). hydraulic pump switches - OFF (affected system only). hydraulic pump switches - OFF (both systems until the malfunctioning system has been isolated).

- IF AN ENGINE-DRIVEN HYDRAULIC PUMP FAILURE IS INDICATED, THE FIRST STEP IS: hydraulic SUCTION BOOST PUMP switches - OFF (affected system only) (CP). hydraulic ENGINE PUMP switches - OFF (affected system only) (CP). hydraulic ENGINE PUMP switch - OFF (CP). hydraulic reservoir level - CHECKED (E/LM).

IN THE EVENT UTILITY OR BOOST HYDRAULIC PRESSURE IN EXCESS OF ______ PSI IS INDICATED (FAILED HYDRAULIC PUMP COMPENSATOR) DO NOT SHUT OFF THE INDIVIDUAL HYDRAULIC PUMP SWITCHES. TO DO SO, ISOLATES THE PRESSURE LINE BETWEEN THE HYDRAULIC PUMP AND THE SHUTOFF VALVE FROM ITS MEANS OF PRESSURE CONTROL CAUSING A BUILDUP IN PRESSURE UNTIL THE HYDRAULIC PUMP OR LINES RUPTURE. 3350. 3400. 3450. 3900.

IN THE UNLIKELY EVENT OF HYDRAULIC PRESSURE EXCEEDING ______ PSI (LOSS OF SYSTEM PRESSURE RELIEF VALVE AND A FAILED HYDRAULIC PUMP COMPENSATOR) SHUT DOWN AN ENGINE SUPPLYING PRESSURE TO THE AFFECTED HYDRAULIC SYSTEM USING THE ______ PROCEDURE. IF HYDRAULIC PRESSURE REMAINS HIGH, PERFORM AN AIRSTART ON THE SHUTDOWN ENGINE. 3450, CRUISE ENGINE SHUTDOWN. 3450, ENGINE SHUTDOWN. 3900, CRUISE ENGINE SHUTDOWN. 3900, ENGINE SHUTDOWN.

IF A HYDRAULIC SUCTION BOOST PUMP FAILS, A ____ TO ____ PSI DROP IN THE STATIC SYSTEM PRESSURE MAY ALSO BE INDICATED. 50, 100. 125, 155. 100, 200. 300, 500.

FOR AN ELECTRIC SUCTION BOOST PUMP FAILURE, IF SYSTEM STATIC PRESSURE IS LESS THAN ______ PSI OR FLUID LEVEL IS DECREASING, AFTER THE SUCTION BOOST PUMP HAS BEEN TURNED OFF, FOLLOW LOSS OF SYSTEM PRESSURE PROCEDURE. 2800 - 3200. 3300. 2500. 2250.

WHEN LANDING WITH A COMPLETE LOSS OF HYDRAULIC ASSISTANCE FOR A FLIGHT CONTROL, PROCEED AS FOLLOWS: reduce the weight and speed of the airplane as much as possible. make a long, flat approach to reduce the amount of flare necessary and fly the airplane onto the ground. use normal trim and engine power to reduce control forces. all of the above.

THE ELEVATOR TAB SWITCHES ON THE CONTROL WHEELS WILL NOT OPERATE THE EMERGENCY SYSTEM. EMERGENCY OPERATION IS CONTROLLED ONLY BY THE PEDESTAL-MOUNTED SWITCH. TRUE. FALSE.

IF AN ______ FLAP FAILS, IT IS POSSIBLE THAT CONTACT BETWEEN THE FLAP AND AILERON WILL RESULT IN BINDING AND RESTRICTION OF MOVEMENT OF THE AILERON. inboard. outboard.

PROTECTION AGAINST ASYMMETRIC FLAP OPERATION IS PROVIDED DURING NORMAL AND EMERGENCY HYDRAULIC FLAP OPERATION. TRUE. FALSE.

IF ELECTRICAL CONTROL OF THE FLAPS IS LOST, USING THE FLAP SELECTOR VALVE, RAISE OR LOWER THE FLAPS INTERMITTENTLY IN APPROXIMATELY 10 PERCENT INCREMENTS UNTIL THEY ARE FULLY LOWERED OR RAISED, OR UNTIL DIRECTED BY THE PILOT TO STOP. IT IS IMPORTANT THAT THE CREWMEMBER ACCOMPLISHING THIS OPERATION REMAIN IN COMMUNICATION WITH THE FLIGHT STATION. TRUE. FALSE.

IF A MALFUNCTION IS ENCOUNTERED IN LOWERING THE LANDING GEAR, ONCE THE LANDING GEAR IS DOWN AND LOCKED, IT WILL NOT BE MOVED FROM THIS POSITION. TRUE. FALSE.

DO NOT RELEASE THE MANUAL OVERRIDE ON THE EMERGENCY FLAP BRAKE VALVE WHILE THE AIRPLANE IS IN FLIGHT. THIS MANUAL OVERRIDE IS FOR GROUND USE ONLY. TRUE. FALSE.

IF ONE OR MORE LANDING GEAR WILL NOT RETRACT, DO NOT ATTEMPT TO OBTAIN AN UP AND LOCKED CONDITION BY RECYCLING THE GEAR. EXTEND THE GEAR AND ATTEMPT TO OBTAIN A DOWN AND LOCKED CONDITION. TRUE. FALSE.

DO NOT ATTEMPT TO TAKEOFF WITH A KNOWN OR SUSPECTED LANDING GEAR MALFUNCTION. TRUE. FALSE.

IF NO CHANGE IN FLAP POSITION IS SHOWN ON THE WING FLAP POSITION INDICATOR AFTER MOVEMENT OF THE FLAP LEVER, THE TROUBLE MAY BE____________RATHER THAN IN THE FLAP SYSTEM. failure of the wing flap electrical control. a hydraulic leak in the wing flap system. an inoperative wing flap indicator. any of the above.

IF PRESSING AND HOLDING THE LANDING GEAR SELECTOR VALVE DOWN BUTTON IS REQUIRED FOR LANDING GEAR EXTENSION, HYDRAULIC PRESSURE WILL NOT BE AVAILABLE FOR ______. normal brakes. nose wheel steering. auxiliary hydraulic system operation. emergency brakes.

IN THE EVENT THE RAMP LOCKS FAIL TO LOCK THE RAMP IN THE CLOSED POSITION, AIRCRAFT PRESSURIZATION MAY BE ACCOMPLISHED UP TO THE POINT WHERE THE DOOR WARNING LIGHT ILLUMINATED. TRUE. FALSE.

IT IS RECOMMENDED THAT PALLETS WEIGHING LESS THAN _____ POUNDS NOT BE JETTISONED. THERE IS A POSSIBILITY THAT LIGHTWEIGHT PALLETS COULD STRIKE THE AIRPLANE DUE TO THEIR LIGHT WEIGHT AND LARGE SURFACE AREA. 2500. 1500. 2000. 1000.

THE ORDER OF PREFERENCE FOR BAILOUT EXITS IS: forward crew entrance door, paratroop doors, cargo door and ramp. cargo door and ramp, forward crew entrance door, paratroop doors. cargo door and ramp, paratroop doors, forward crew entrance door. any of the above order.

DURING THE BAILOUT PROCEDURE, LOWERING THE RAMP ABOVE _____ KNOTS MAY CAUSE SEVERE BUFFETING. IF AIRSPEED CANNOT BE REDUCED TO _____ KNOTS, OPEN ONLY THE AFT CARGO DOOR. 185, 150. 150, 185. 150, 150. 185, 185.

IT MAY NOT BE POSSIBLE TO JETTISON THE CREW ENTRANCE DOOR AT A PRESSURE DIFFERENTIAL GREATER THAN ______ INCHES OF MERCURY DUE TO THE LOAD ON THE DOOR HINGE AND THE LATCHING MECHANISM. -1.2. 0.76. 2.1. 3.1.

BAILOUT FROM THE ______ IS NOT RECOMMENDED AT AIRSPEEDS ABOVE 150 KNOTS OR WITH THE LANDING GEAR EXTENDED. ramp and door. paratroop doors. crew entrance door. any of the above.

WITH STRUCTURAL DAMAGE THERE IS A POSSIBILITY OF A SPLIT FLAP CONDITION OCCURRING WHEN THE FLAPS ARE LOWERED. TRUE. FALSE.

WHEN LANDING WITH TWO ENGINES INOPERATIVE: a go-around is not recommended after flaps have been lowered. do not extend full flaps until landing is assured. assure firm nose wheel contact before reversing and use reverse thrust only as needed. all of the above are true for two-engine operations.

IF A TWO-ENGINE, NO-FLAP APPROACH IS TO BE FLOWN, HIGH RUDDER BOOST CAN BE OBTAINED BY PULLING THE ______ CIRCUIT BREAKER AND POSITIONING THE FLAP LEVER TO MORE THAN ______ PERCENT. ignition control, 20. wing flap control, 20. wing flap control, 15. booster control, 15.

IF BOTH NO.3 AND NO.4 ENGINES ARE INOPERATIVE, ADDITIONAL TIME IS REQUIRED TO EXTEND GEAR AND FLAPS. TRUE. FALSE.

DURING AN ENGINE OUT GO-AROUND, ATTEMPTING TO FLY WINGS LEVEL INCREASES VMCA AS MUCH AS ______ KNOTS. 5. 10. 20. 25.

FAILURE TO MAINTAIN FIVE DEGREES OF BANK AWAY FROM THE INOPERATIVE ENGINE WILL: decrease minimum control speed. increase minimum control speed. have no effect on minimum control speed. is not important.

WITH COMPLETE UTILITY SYSTEM HYDRAULIC FAILURE, DO NOT USE NOSE WHEEL STEERING ON LANDING ROLL. INADVERTENT USE OF THE NOSE WHEEL STEERING MAY ALLOW HYDRAULIC FLUID TO BE BLED FROM THE SHIMMY DAMPER ALLOWING THE WHEEL TO SHIMMY OR TURN FROM CENTER. TRUE. FALSE.

RECOMMENDED NORMAL POWER-ON DITCHING CONFIGURATION AND AIRSPEED IS: 100 % flaps and 10 KIAS above power off stall speed. 100% flaps and 20 KIAS above stall speed. 50% flaps and 10 KIAS above stall speed. 50% flaps and 20 KIAS above stall speed.

PRIOR TO ATTEMPTING A BUDDY START BECAUSE OF A DEFECTIVE STARTER, ASSURE THAT THE STARTER SHAFT IS REMOVED AS IT MAY REMAIN ENGAGED RESULTING IN DAMAGE TO THE STARTER, ENGINE, OR AIRPLANE. TRUE. FALSE.

PRIOR TO RESTARTING AN ENGINE THAT WAS SHUTDOWN USING THE CRUISE ENGINE SHUTDOWN PROCEDURE, ALLOW THE TIT TO DECREASE TO RESTART TIT OF ______ DEGREES C. 100. 200. 150. 220.

PRIOR TO AIRSTART OF AN ENGINE ON WHICH THE NTS IS INOPERATIVE, REDUCE THE AIRSPEED TO _____ KIAS AND ALTITUDE BELOW ______ FEET. 180, 5000. 150, 3000. 130, 5000. 30, 3000.

RECOMMENDED AIRSPEED FOR AIRSTART IS ______ OR LESS. 180 KIAS. 150 KTAS. 130 KIAS. 150 KIAS.

NORMAL FUEL PUMP PRESSURE LIMITS FOR THE AUXILIARY TANK PUMPS ARE ____ PSI. 28-40. 15-24. 15-40. 24-40.

LIMITATIONS ON THE AUXILIARY HYDRAULIC SYSTEM PRESSURE ARE: A. 2900 - 3200. B. 3500 maximum allowable. C. 2900 - 3300. D. b and c.

THE NORMAL HYDRAULIC PRESSURE RANGE IS BASED ON THE FOLLOWING CONDITION(S): 100 percent rpm. all flight controls in neutral. suction boost pumps ON and no system actuation. all of the above.

WITH THE FLAP LEVER SET BETWEEN 0 AND 15 PERCENT, RUDDER BOOST (UTILITY AND BOOST) SHOULD BE ____ TO ____ PSI IN THE NORMAL RANGE. 1400, 1600. 1100, 1400. 2900, 3200. 1000, 1500.

THE RANGE MARK ON THE NORMAL BRAKE PRESSURE GAUGE OF 2250 PSI INDICATES: minimum pressure with inoperative suction boost pump. one brake application remaining with anti-skid OFF. maximum accumulator preload pressure. two brake applications remaining.

FOR H MODEL AIRPLANES, NOSE WHEEL TURN LIMIT IS ____ DEGREES WHEN GROSS WEIGHT EXCEEDS ______ POUNDS OR TAXI SPEED IS ___ KNOTS OR HIGHER REGARDLESS OF RUNWAY TERRAIN CONDITIONS. 60, 150,000, 20. 20, 155,000, 20. 0, 155,000, 20. not specified.

NORMAL SPEED GROUND IDLE RPM LIMITS ARE: 94 - 102. 96 - 106. 92.5 - 100.5. 92 - 100.5.

IF ENGINE OIL TEMPERATURE EXCEEDS 85 DEGREES C BUT IS LESS THAN 100 DEGREES C DURING GROUND OPERATIONS, WHAT ACTION MUST THE PILOT TAKE?. continue operation and monitor the engine. shutdown the engine if the oil temperature cannot be brought back into limits within 5 minutes. shutdown the engine if the oil temperature cannot be brought back into limits within 30 minutes. shutdown the engine immediately for uncontrollable rise in oil temperature.

REDUCTION GEARBOX PRESSURE OF 250 PSI MAY BE EXCEEDED DURING START AND WARMUP. TRUE. FALSE.

LOW SPEED GROUND IDLE RPM LIMITS ARE: 96 - 106. 2.5 - 100.5. 69 - 75.5. 94 - 102.

MAXIMUM RPM DURING TAKEOFF IS: not specified. 102. 103. 103.5.

MAXIMUM ALLOWABLE TURBINE INLET TEMPERATURE FOR C-130H MODELS IS ____ DEGREES CELSIUS. 1083. 1010. 1049. 1067.

NORMAL FLIGHT IDLE RPM LIMITS ARE: 96.5 - 100.5. 98 - 102. 94 - 102. 92.5 - 100.5.

NORMAL GEARBOX OIL PRESSURE LIMITS FOR FLIGHT OPERATIONS ARE: 130 - 250. 150 - 250. 85 - 100. 50 - 60.

THE MAXIMUM TORQUE THAT CAN BE APPLIED WITH AN OIL TEMPERATURE OF BETWEEN 0 AND 40 DEGREES IS: minimum. 4500 inch pounds. 0 inch pounds. 2000 inch pounds.

THE MAXIMUM ALLOWABLE REDUCTION GEARBOX AND ENGINE POWER SECTION OIL SYSTEM FLUCTUATIONS ARE: +/-10 PSI, +/-5 PSI. +/-20 PSI, +/-10 PSI. +/-5 PSI, +/-10 PSI. +/-15 PSI, +/-25 PSI.

THE MAXIMUM REDUCTION GEARBOX OIL PRESSURE IN LOW SPEED GROUND IDLE IS: 150 PSI. 250 PSI. 100 PSI. 85 PSI.

MAXIMUM CONTINUOUS ENGINE OIL TEMPERATURE IN FLIGHT IS: 60 degrees C. 85 degrees C for 5 minutes. 100 degrees C. 85 degrees C.

THE DASH ONE LIMITS MAXIMUM CONTINUOUS TIT TO______. USE OF MAXIMUM CONTINUOUS TIT DURING CRUISE WILL ________ ENGINE TURBINE LIFE. 932, reduce. 977, increase. 1010, reduce. 1083, reduce.

USE OF MAXIMUM CONTINUOUS TIT DURING CRUISE WILL REDUCE ENGINE TURBINE LIFE. TRUE. FALSE.

POWER SECTION OIL PRESSURE UP TO ____ PSI IS ALLOWABLE DURING START AND WARMUP. 50. 85. 60. 100.

WHAT ACTION IS REQUIRED IF THE TIT DURING ENGINE START REACHES 845 (EXCLUDING INITIAL MOMENTARY OVERSHOOT OR PEAK AT 94% RPM)?. record in AFTO Form 781. discontinue the start and record in AFTO Form 781. discontinue the start and record in AFTO Form 781 (An overtemperature inspection is required). none of the above.

ON START, IF TIT EXCEEDS _____ (EXCLUDING MOMENTARY PEAK AT 94% RPM), DISCONTINUE THE START AND RECORD MAX TIT IN FORM 781. ONE RESTART IS PERMITTED AFTER COOLING TO BELOW _____ DEGREES C TIT. 830, 200. 850, 200. 830, 100. 850, 100.

THE DASH-ONE LIMITS ON THE ENGINE STARTER ARE: one minute on, one minute off, one minute on, 30 minutes off. one minute on, one minute off, not to exceed 2 minutes operation in any 30 minute period. one minute on, one minute off, one minute on, 5 minutes off, one minute on, 30 minutes off. one minute on, one minute off, one minute on, one minute off, one minute on, 30 minutes off.

DO NOT EXCEED STARTER DUTY CYCLE LIMITS. ANY STARTER ENGAGEMENT OF LESS THAN 60 SECONDS DOES NOT CONSTITUTE THE EQUIVALENT OF A ONE MINUTE DUTY CYCLE. TRUE. FALSE.

ALLOWABLE CYCLIC VARIATION IS +/-_____ PERCENT RPM, EITHER SIDE OF A STABLE RPM, IN PROPELLER GOVERNING. 0.5. 1.0. 2.0. 0.0.

DISCONTINUE THE START AND RECORD IN THE AFTO FORM 781, AND AN OVERTEMPERATURE INSPECTION IS REQUIRED WHEN TIT EXCEEDS: 830. 850. 965. 977.

MAXIMUM FLAP SETTING AT 210 KIAS: 10%. 20%. 30%. 40%.

DO NOT EXCEED ______ KIAS WITH THE RAMP UP AND LOCKED AND THE CARGO DOOR OPEN. 150. 165. 180. 185.

WITH ANY FLAP EXTENSION, THE MAXIMUM MANEUVER LOAD FACTOR IS _____ G'S IN SYMMETRICAL MANEUVERS AND _____ G'S IN UNSYMMETRICAL MANEUVERS. 2.5, 1.5. 2.0, 1.5. 2.0, 1.0. 2.5, 1.0.

THE FOLLOWING ARE PROHIBITED MANEUVERS: Aerobatics of any kind, intentional spins, excessive nose high stalls. steep dives, any maneuvers resulting in excessive acceleration, hard rudder kicks that result in large angles of yaw. exceeding 60 degrees of bank, exceeding 45 degrees of bank with flaps extended. all of the above.

MAX EFFORT OPERATIONS SHOULD BE PLANNED NOT TO EXCEED NORMAL LANDING GROSS WEIGHT OF ______ POUNDS ON E/H MODEL AIRPLANES WITH A MAXIMUM SINK RATE OF ____ FPM. 115,000, 540. 130,000, 300. 130,000, 540. 115,000, 300.

THE GREATEST STALL WARNING AIRSPEED MARGIN EXISTS IN THE TAKEOFF AND APPROACH CONFIGURATIONS AND LESS MARGIN EXISTS IN THE LANDING AND CRUISE CONFIGURATIONS. TRUE. FALSE.

IF CONDUCTING A SERIES OF FULL ANTI-SKID BRAKED LANDINGS, THE MINIMUM AIRBORNE COOLING INTERVAL BETWEEN LANDINGS IS ______ MINUTES. IN ORDER TO OPERATE AT THIS MINIMUM INTERVAL, GROSS WEIGHT IS LIMITED TO ______ POUNDS OR LESS, LANDING GEAR MUST REMAIN EXTENDED DURING THE TRAFFIC PATTERN, AND NO TAILWIND FACTOR IS PERMISSIBLE. 30; 120,000. 10; 130,000. 15; 130,000. 5; 120,000.

AFTER ANY FULL ANTI-SKID BRAKING OPERATION ABOVE 130,000 POUNDS (ABORTED TAKEOFF, ENGINE-OUT/FLAPS UP LANDING, ETC.) ASSURE EDEQUATE BRAKE/TIRE COOLING TIME PRIOR TO FURTHER AIRPLANE OPERATION. APPROXIMATE GROUND COOLING TIME IS _____ MINUTES FOR MULTIPLE DISK BRAKES. 10. 30. 65. not specified.

RECOMMENDED AIRSPEED FOR PENETRATION INTO THUNDERSTORMS IS ____ KIAS ABOVE POWEROFF STALL SPEED FOR THE OPERATING WEIGHT NOT TO EXCEED ____ KIAS. 65, 180. 60, 185. 55, 200. 35, 190.

DO NOT ATTEMPT TO TAKEOFF WITH ICE, SNOW OR FROST ON THE WINGS, EMPENNAGE, OR FUSELAGE AS AERODYNAMIC EFFICIENCY IS LOST RESULTING IN ________ . increased takeoff run and stall speed. reduced rate of climb. unpredictable stall characteristics. all of the above.

IN COLD WEATHER, PRIOR TO ENTERING THE AIRPLANE, ENSURE THAT ALL ICE, SNOW, AND HEAVY FROST ARE REMOVED FROM THE ENTIRE AIRPLANE AND NO MOISTURE IS ALLOWED TO REMAIN IN CRITICAL AREAS WHERE IT MAY REFREEZE. TRUE. FALSE.

DURING COLD WEATHER OPERATIONS, IF A PROPELLER LOW OIL WARNING LIGHT ILLUMINATES DURING ENGINE START, DO NOT FEATHER THE PROPELLER TO SHUT THE ENGINE DOWN AS DAMAGE TO THE PROPELLER SEALS MAY RESULT. PLACE THE CONDITION LEVER TO GROUND STOP. TRUE. FALSE.

ON B MODEL AIRPLANES, FAILURE TO WAIT ______ BEFORE TURNING THE AUX PUMP BACK ON WILL OVERLOAD THE MOTOR AND OPEN THE PUMP CIRCUIT BREAKERS. 2 seconds. 5 seconds. 10 seconds. until pressure reads zero.

DURING A SELF-CONTAINED START, SHOULD THE BATTERY RELAY OPEN OR THE GTC STOP AT LOW ENGINE RPM: the first step is to bring the condition lever to GROUND STOP. the first step is to turn off the battery switch. the first step is to bring the condition lever to FEATHER. none of the above.

FOLLOWING AN UNCONTROLLED LOSS OF BLEED AIR WHICH COULD NOT BE ISOLATED, DO NOT OPERATE THE GTC AFTER LANDING. OPERATION OF THE GTC MAY PRESSURIZE THE AREA(S) WHERE THE FAILURE HAS OCCURRED. TRUE. FALSE.

WHILE PERFORMING THE FUSELAGE FIRE/SMOKE AND FUME ELIMINATION PROCEDURE, IF THE ATM GENERATOR IS POWERING THE ESSENTIAL AC BUS, SHUTTING OFF ALL ENGINE BLEED AIR WILL ELIMINATE THE PNEUMATIC AIR SOURCE FOR THE ATM. THE RESULTING UNDERSPEED CONDITION AND GENERATOR DISCONNECT MAY CAUSE ESSENTIAL AC POWER LOSS. TRUE. FALSE.

MAXIMUM ALLOWABLE TURBINE INLET TEMPERATURE FOR C-130B MODELS IS ____ DEGREES CELSIUS. 977. 1010. 932. 961.

MAXIMUM CONTINUOUS TIT FOR THE T56-A-7 ENGINE IS: 932. 977. 1010. 1028.

IF CRITICAL FIELD LENGTH IS LONGER THAN RUNWAY AVAILABLE, FOR NORMAL OPERATION, THE TAKEOFF GROSS WEIGHT SHOULD BE REDUCED UNTIL CRITICAL FIELD LENGTH IS EQUAL TO OR LESS THAN RUNWAY AVAILABLE. TRUE. FALSE.

THE TOTAL RUNWAY DISTANCE REQUIRED TO ACCELERATE ON ALL ENGINES TO CRITICAL ENGINE FAILURE SPEED, LOSE AN ENGINE, AND THEN CONTINUE THE TAKEOFF OR STOP IS: Refusal distance. Minimum field length for normal takeoff. Critical field length. Ground minimum control distance.

THE MAXIMUM SPEED TO WHICH THE AIRPLANE CAN ACCELERATE WITH ENGINES AT TAKEOFF POWER AND THEN STOP WITHIN THE REMAINDER OF THE AVAILABLE RUNWAY, WITH TWO SYMMETRICAL ENGINES IN REVERSE, ONE ENGINE IN GROUND IDLE, ONE PROPELLER WINDMILLING, AND MAXIMUM ANTI-SKID BRAKING IS: Critical engine failure speed. Refusal speed. Minimum control speed. Ground minimum control speed.

FOR NORMAL OPERATIONS, PLANNING A TAKEOFF AND CLIMB-OUT OVER AN OBSTACLE SHOULD BE DONE ON THE BASIS OF 3-ENGINE PERFORMANCE TO ALLOW FOR ENGINE FAILURE. TRUE. FALSE.

FOR NORMAL TAKEOFF, ROTATION SPEED IS 5 KNOTS LESS THAN TAKEOFF SPEED BUT NEVER LESS THAN: one engine inoperative VMCG. one engine inoperative VMCA in ground effect. one engine inoperative VMCA out of ground effect. Refusal speed.

IF VMCG IS HIGHER THAN VR, THE AIRPLANE GROSS WEIGHT SHALL BE REDUCED TO THE POINT WHERE VMCG AND VR ARE EQUAL, OR MAX EFFORT TAKEOFF PROCEDURES WILL BE USED. TRUE. FALSE.

ONE-ENGINE OUT VMCA IS THE MINIMUM SPEED AT WHICH DIRECTIONAL OR LATERAL CONTROL CAN BE MAINTAINED FOR A GIVEN AIRPLANE CONFIGURATION. THE FOLLOWING CONFIGURATIONS AFFECT ONE-ENGINE OUT VMCA: Normal bleed, max power on all operating engines, No.1 engine inoperative with the propeller windmilling on NTS. Max available rudder deflection, five degrees favorable bank angle away from the inoperative engine. Landing gear down flaps 50%. All of the above.

FOR THE T-56A-7, THE MAXIMUM ALLOWABLE TORQUE IS _______ IN/LBS AND THE MAXIMUM CONTINUOUS TORQUE IS _______ IN/LBS. FOR THE T-56A-15, THE MAXIMUM ALLOWABLE TORQUE IS _______ IN/LBS AND THE MAXIMUM CONTINUOUS TORQUE IS _______ IN/LBS. 18000, 18000, 19600, 19600. 19600, 18000, 19600, 19600. 18600, 18600, 19600, 18000. 19000, 18600, 19000, 18600.