-1 Trivia

Question 1

Length

Answer 1

46’ 4”

Question 2

Wingspan

Answer 2

25’ 3”

Question 3

Height

Answer 3

12’ 11”

Question 4

Thrust of J85-GE-5R/S

Answer 4

2200 at MIL / 3300 at MAX

Question 5

At one fuel level will the fuel fall beneath the fuel boost pump upper inlet, reducing boost pump output by ___%

Answer 5

Less than 650 pounds;

40%

Question 6

What causes “UTILITY HYDRAULIC” or “FLIGHT HYDRAULIC” on the caution light panel to illuminate?

Answer 6

Low pressure condition - ~<1500 PSI detected; will go out once returned to above 1800 PSI.
Fluid overtemperature

Question 7

At less than what output will a TRU be “failed” and generate either a PFL or master caution if both fail?

Answer 7

25.5 Volts DC. (Equates to 108 +/- 2 VAC from generators)

Question 8

Landing gear normal extension/retraction time

Answer 8

6 seconds

Question 9

What triggers the landing gear warning system?

Answer 9

Gear is not down and locked, and all of the following:

a. Airspeed 210 KCAS or less
b. Altitude 10,000’ MSL or below
c. Both throttles below 96%

Question 10

Time for alternate gear extension

Answer 10

~15 seconds, but up to 35 seconds

Question 11

What does the rudder limiter do?

Answer 11

Nose gear extended <= 3/4, rudder deflection is limited to 6 degrees from neutral in either direction.
Nose gear extended > 3/4, full rudder deflection of 30 degrees from neutral in either direction is available.

Question 12

When does YSAS disengage automatically?

Answer 12

1. AC power failure (can be caused by crossover checks)
2. Transferring ICAO data from DTS to MDP
3. Certain system malfunctions

Question 13

What must be operative for Rudder Trim and/or YSAS operation?

Answer 13

1. L/R AC and R Esstl DC BUS
2. MDP
3. EGI
4. ADC
5. Utility Hydraulic Pressure

Question 14

Gearbox shift occurs in what range?

Answer 14

65-75% RPM

Question 15

What is a compressor stall?

Answer 15

Aerodynamic interruption of airflow through the compressor section.

Question 16

What are factors that can increase the compressor stall sensitivity and decrease the compressor stall margin?

Answer 16

Engine nozzle mis-scheduling (hysteresis): transition off of T5 control from MIL power to high MIL engine power settings, seen as, low nozzle position compared to MIL power and high EGT at indicated RPMS normally 94-97%
FOD
High AoA, low airspeed
Low Compressor Inlet Temperatures (CIT)
Maneuvering flight
Unusual flight attitudes
Atmospheric variation
Jet Wash
Temperature and pressure distortion
Ice formation on inlet ducts
Engine inlet guide vanes.

Can also be caused by other factors:
Engine component malfunction
Incorrect engine rigging
Incorrect RPM and fuel flow trim
Throttle burst to MIL or MAX power at high altitude and low airspeed
Hot gas ingestion

Question 17

Compressor stall recognition: Low v High Altitude

Flameout recognition

Answer 17

Low: pop/bang followed by audible buzzing sound and vibration, accompanied by RPM drop and high EGT.

High: audible chug or pop, rapid RPM drop and DECREASING EGT.

Flameout: Decreasing RPM and EGT.

Question 18

Without boost pumps, what can gravity flow provide?

Answer 18

Maintain MAX power up to 25,000 MSL.
Guaranteed only to 6,000’ MSL.
Flameouts have occurred as low as 7,000’ MSL.

Question 19

How long does placing either Fuel Shutoff Switch take to shut off fuel to the respective engine?

Answer 19

1 second

Question 20

When does the FUEL LOW caution light illuminate?

Answer 20

After 7.5” delay when fuel indicator reads below 250#.

Question 21

Why to not crossfeed low fuel with dual engines, but is it ok for single?

Answer 21

If the fuel supply in one system is depleted for pulled away from the pump by G-forces, and the the boost pump in the other system fails, air may be supplied to the engines causing dual engine-flamout.

Question 22

Generator cut-in range

Answer 22

43-48%

Question 23

What does the static inverter provide an alternative source of AC power for? (3 items)

Answer 23

First engine start on the ground or during flight
Operation of RIGHT engine autosyn instruments (fuel flow, oil pressure) and left and right fuel quantity sensors.
Oxygen quantity indicators.

Question 24

How is the static inverter activated on the ground with DC power only, or in flight? How is it checked even with AC power applied?

Answer 24

Either engine start button is pressed.
OXY/FUEL check switch is held in the GAGE TEST or QTY CHECK position.
In flight all the same AND when either throttle is moved in the MAX range.

Checked operationally with GAGE TEST

Question 25

What does the Flap-Slab Interconnect system provide as flaps are extended?

Answer 25

Horizontal tail repositioned to minimize pitch changes by flap movement.
Increases the amount of horizontal tail travel available in the nosedown direction.
Changes the pitch authority of control stick by increasing the amount of horizontal tail deflection per inch of stick travel.

Question 26

What does placing the Cabin Pressure switch in RAM DUMP deactivate?

Answer 26

Anti-g suit, canopy defog, cabin pressurization, A/C, canopy seal. Ram air enters cabin to ventilate.

Question 27

When is the anti-ice system always open or failed to ON?

Answer 27

Below 65% RPM, and complete loss of AC power

Question 28

How much thrust is lost with ANTI-ICE on?

Answer 28

180 +/- 10 lbs (8.5% loss in mil, 5.5% loss in MAX)

Question 29

What can occur on the ground when pitot heat operations exceed 30 seconds:

Answer 29

YSAS can disengage and not reengage until sufficient cooling airflow is generated (25 knots) or pitot heat is turned off and it cools sufficiently.
ADC PFL can be generated and all three AO indexer lights can illuminate due to vibration of the AOA vane transmitter.
TAS is not available for display

Question 30

Canopy

Answer 30

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