Powerplant.

What is the purpose of the S bend of the air intake duct?. To provide uniform inlet airflow to the compressor. To protect engine inlet in case of foreign object ingestion and to divide air flow in a primary flow direct to the engine and secondary flow directed to oil cooler. A and B are correct.

The accessory gear box, which is driven by the HP SPOOL, contains drives for: The DC STARTER/GENERATOR and ACW GENERATOR. The DC STARTER/GENERATOR, the fuel HP PUMP and OIL PUMP. The DC STARTER/GENERATOR, the ACW GENERATOR, the fuel HP PUMP and the OIL PUMP.

On the propeller reduction gear box are installed: The PROPELLER VALVE MODULE (PVM), the feather pump and over speed governor, the auxiliary feather pump and the ACW GEN. The ACW GEN, the FUEL PUMP, the PVM and the associated accessories. Answer A, plus PROP BREAK (RH engine) and the fuel cooled oil cooler.

Is the fuel heated before HP PUMP to prevent icing?. Yes, by means self monitoring ECU (electrical control unit). No, it is not necessary. Yes, by an automatic FUEL-HEATER installed at the filter outlet, heated by engine oil.

How are the oil pressure surges prevented?. Air/oil cooler and pressure filter are both fitted with bypasses. A cold relief valve bypasses the oil back to the tank, during cold weather start. A and B are correct.

The engine electronic control (ECC) regulates engine power as a function of: The power levers (PL) and PWR MGT selector position. Flight conditions and bleed air valves position. A+B are correct.

The ECC function is: To provide uptime power in case of engine failure during take off (ATPCS), and ensure, at a given engine rating, a constant PL position. To control a low thrust level, and low speed, a constant propeller speed (for instance on ground). A and B are correct.

The hydro-mechanical unit (HMU) functions are: To meter the fuel flow delivery to the engine. To provide the motive flow to the fuel tank JET PUMP. To provide the fuel shut-off function (controlled by CL). All the above are correct.

The propeller break is powered by: Hydraulic blue pressure. Hydraulic green pressure. A separate accumulator.

What is the logic to engage the propeller brake?. Gear shock absorber compressed and gust lock lever engaged. Blue hydraulic pressure available (ready LT illuminates green). Condition lever (CL) in fuel shut off or feather. All of the above are correct.

What happens if the blue HYD pressure is lost during hotel mode operation?. Propeller brake remains engaged. Propeller brake is released. Propeller brake is unsafe and PROP BRK UNLK WARNING is activated.

Is it possible to use propeller brake in flight?. Yes, always. No. Yes, but only in case of aver speed.

Are the TORQUE, ITT, NP, NH, FUEL FLOW/FUEL USED and OIL PRESS/OIL TEMP GAUGES all available on a battery start?. Yes, all. No,FUEL FLOW/FUEL USED and OIL PRESS/OIL TEMP require DC ELECT PWR, they become alive at 61.5 % NH during engine start. ITT and NH only.

During start sequence, the cross start system: Makes use of the opposite DC GEN to start. Makes use of the MAIN BAT up to 10% NH. Makes use of the MAIN BAT up to 10% NH, then uses MAIN BAT and opposite DC GEN (on ground only).

The high energy ignition system consists of: One ignition exciter and one spark igniter, for each engine, powered by DC BUS 1 or 2. Two ignition exciter (A and B), for each engine, powered by DC ESS BUS and two spark igniters, one for each ignition exciter. One ignition exciter, for each engine, powered by DC ESS BUS and 2 spark igniters, for each ignition exciter.

When ENG START rotary selector is in start A or B or A&B position: Exciter is powered when start P/B is depressed in. Starter is automatically deactivated when NH reaches 45%. A+B are correct.

When ENG START rotary selector is in CRANK position the exciters are energised: With CL at fuel shut-off position. With CL at a position different than fuel shut-off. Never.

The exciters A+B for each engine, are automatically activated: If TQ (torque) drops below 60%. If NH drops below 60%. If NH drops below 30%.

The use of manual ignition ( MAN IGN P/B ON) energizes the exciters on both engines: In case of adverse weather operations or EEC failure. If NH drops bellow 30% in one engine. After an ATPCS sequence.

On ground with gust lock engaged, what is the maximum power available?. Ground idle. Flight idle. A few degrees above flight idle. Max Take-off power.

Which ATPCS functions are available when it has been armed for take off?. Up-trim only. Auto-feather only. Up-trim and auto-feather.

Aircraft on ground, PWR MGT ON TO, ATPCS P/B ON, ATPCS is armed if?. Both PL above 49º and both torque above 46%. Both PL above 56% and both CL on max RPM. Both PL above 56º and both torque above 90%.

When the PWR MGT is set in take-off position, what is indicated by the two amber target bugs on the torque gauges?. PWR MGT amber bugs are set by FDAU (flight data acquisition unit) to the reserve take-off power setting (up-trim value). PWR MGT amber bugs are set by FDAU (flight data acquisition unit) to the normal take-off power setting (take-off value). PWR MGT amber bugs are not indicating with PWR MGT in TO position.

After a normal take-off, how is ATPCS usually disarmed?. When the PL are retarded for climb. When the CL are retarded for clim. When the PWR MGT selector is moved from TO position.

A gate prevents PL angle reduction below flight idle: In flight as soon as both main landing gear absorbers are released. In flight as soon as the landing gear lever is selected up. In flight as soon as the landing gear is up and locked.

The PEC (propeller electronic control) is a dual channel electronic box, which provides: The synchro-phasing between the 2 propellers by a closed loop control over the propeller pitch change system. To detect, isolate and accommodate systems fault. A and B are correct.

The propeller pitch change is hydro-mechanically controlled by: Propeller valve module (PVM). Propeller control unit (PCV). Propeller electronic control (PEC). Answer A,B,C depending of aircraft version.

During go around with 2 engines operating, the ATPCS: Is armed because torque gages are above 46%. Is armed, provided that the PWR MGT selector is set at TO position, but only for auto-feathering. Is not armed.

During landing, when does the idle-gate move rearward to allow the ground idle position?. As soon as one landing gear shock absorber is compressed. Only after both main landing gear shock absorbers are compressed. Only after all landing gear shock absorbers are compressed.

Starter fault light illuminates when: A ACU failure is detected. On right engine, ENG START selector is on START, propeller brake is on, but gust lock is not engaged. Starter remains engaged after 45% NH. A+B+C are correct.

At take off, what happens if an EEC fault occurs: Power is drastically reduced, unless the power lever of the related engine is moved forward. Power remains virtually unchanged due to a fail-fix device, EEC fault light flashes and EEC deselection is strictly prohibited. The related engine may surge beyond torque limits.

In case of EEC fault: When PL is retarded below 52º EEC fault light illuminates steady. With PL below 52º, after EEC deselection, PL is active again and it follows HMU base law. Both A and B are correct.

How is a failed engine detected by the ATPCS?. When one torque gage drops below 18%. When one oil pressure falls below 8 PSI. When NP goes below 60% with the related power lever above flight idle.

Uptrim light illuminates during take-off when one engine fails to indicate: That you have to call the maintenance. That the pilot has to increase torque on the other engine. That the PWR MGT selector gas to be set on MCT. That the ATPCS has automatically increased torque (10% of power) on the live engine.

Auto-feathering occurs: Immediately when torque drops below 18%. Only when PL is retarded. After 2.15 seconds following a torque drop below 18%.

The delay from the time an engine failure is sensed, until the initiation of auto-feathering, allows the accelerate-stop phase of a take-off benefit from some drag on the failed engine: True. False.

If an engine failure occurs before V1 and both PL are retarded within 2.15 seconds, when does ATPCS disarm?. At the initiation of uptrim. At least on PL is retarded below 49º, or both torque reading are below 46%. At the initiation of auto-feathering.

During an ATPCS engine failure sequence, when does the ARM light extinguish?. At uptime. Auto-feather signal triggered on failed engine. It does not extinguish unless the PWR MGT selector is out of TO position.

How is a failed engine´s propeller feathered by the ATPCS?. Via an electrical signal to the electric feathering pump. By an electrical motor that drives the blades to the feather stop. A propeller can only be feather by ATPCS, if the related CL is in feather position.

Sequence after ATPCS triggering: The trigger cancellation can only result from, PWR MGT other then TO, ATPCS P/B set to off, both PL retarded. If the engine is restarted, it will be necessary to select PWR MGT at MCT position after relight, in order to unfeather the propeller. A+B are correct.

In the event of a failure of primary channel in PEC system: The propeller electronic control is lost. The control of the propeller system will be automatically transferred to the back-up channel. The control of the propeller system will be transferred by using PEC FAULT PB.

The correct working of the back-up channel is confirmed: On ground, at each propeller unfeathering by SGL CH light on for 2 seconds. On ground, at each propeller unfeathering by LO PITCH light illumination. By selecting off the primary channel for test.

When the PEC fault light illuminates amber, selecting off the relevant P/B: The control of the propeller system will be automatically transferred to the back-up channel. PEC is deactivated and NP depends on PWR MGT position. PEC is deactivated and NP is blocked at 102.5% when PL is sufficient.