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T-6B Texan II/Primary > EP Natops Questions > Flashcards

EP Natops Questions Flashcards

1
Q

What should determine your decision to eject, land, or attempt an airstart after an engine failure?

A

Altitude at which the engine fails. rule of thumb: above 6000’ Attempt PMU Norm airstart or controlled ejection Below 6000’ Perform immediate airstart or uncontrolled ejection Below 2000’ forced landing or eject

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2
Q

What are the initial indications of an engine failure/flameout?

A

loss of power and airspeed; rapid decay in N1, torque, and ITT; prop movement toward feather due to loss of oil pressure

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3
Q

Does N1 at 0% mean that the engine is seized?

A

No. N1 does not indicate speeds below 8%. Check oil and hydraulic pressure to determine if engine is seized.

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4
Q

What CAS messages will accompany an engine failure?

A

GEN, FUEL PX, OIL PX, followed by OBOGS FAIL. The PMU FAIL and CKPT PX warning may illuminate

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5
Q

Will gear and flaps operate normally after an engine failure?

A

No. They will have to be operated using the emergency system.

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6
Q

What should be the initial reaction to any malfunction at low altitude?

A

Trade excess airspeed for altitude

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7
Q

How is a zoom to eject accomplished?

A

Pull up to 20 degree climb angle. Eject before a sink rate develops.

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8
Q

How much extra altitude does a zoom to eject give you beyond a normal zoom climb?

A

200 ft

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9
Q

How do you perform a zoom climb after an engine failure?

A

If above 150 kts, climb using a 2g pull to 20 degree climb angle until approaching the desired glide speed (use approximately 20 knot lead point), then initiate a 0 to 0.5 G push-over to capture desired glide airspeed.

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10
Q

How much altitude can you expect to gain with a zoom climb at 200 and 250 knots respectively?

A

603 to 915 feet when started at 200 knots 1180 to 1576 feet when started at 250 knots

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11
Q

What are the three types of airstarts?

A

PMU NORM, PMU OFF, immediate air start

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12
Q

What is the airstart envelope?

A

125-200 KIAS for SL to 15,000’, or 135-200 KIAS for 15,001 to 20,000’

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13
Q

When is the PMU off airs tart recommended?

A

For PMU malfunctions

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14
Q

How much altitude should you expect to lose during an air start attempt?

A

1200’ for an air start attempt performed at 125 KIAS.

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15
Q

How much time is required to complete the air start sequence?

A

40 seconds

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16
Q

What factors will increase ITT during an air start?

A

Higher altitude, slower speed

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17
Q

After a successful air start, what action is necessary to get the generator online?

A

Starter switch to NORM

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18
Q

What should the pilots attention be focused on during an air start?

A

Fuel flow, ITT, N1

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19
Q

How soon should you see a rise in N1 after selecting starter switch to AUTO/RESET?

A

Within 5 seconds, otherwise discontinue air start.

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20
Q

How soon should you see a rise in ITT after fuel flow?

A

10 seconds

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21
Q

How long will it take for the prop to un-feather?

A

Approximately 20 seconds after N1 reaches 45%

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22
Q

What is the most critical action during the PMU OFF start?

A

PCL movement while monitoring fuel flow, ITT, and N1

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23
Q

When should an immediate airstart be performed?

A

The immediate airstart should be used following engine failure at low altitude when thrust requirements are critical, or when time and conditions do not permit completing a full airstart procedure.

24
Q

What may cause an uncommanded power change/loss of power/uncommanded prop feather?

A

PMU scheduling based on actual or faulty inputs to the PMU, oil/engine/fuel contamination, a prop dump solenoid failure, or loss of oil pressure to the prop pitch control mechanism from a momentary contact between the oil transfer sleeve and the propeller shaft (prop-sleeve touch down)

25
Q

What are indications of a rollback?

A

The most apparant indication of a rollback will be uncommanded reduction in power/thrust. If PMU remains online, secondary indications may include lower than expected fuel flow and uncommanded decrease in N1. If PMU does not remain on line, anticipate a step change in engine power as the FMU reverts to manual control.

26
Q

What are indications of oil/engine/fuel system contamination?

A

May have similar symptoms as an engine rollback. May also experience power surges or uncontrollable high power.

27
Q

What is a probably cause of uncommanded prop feather?

A

An errant signal to the feather dump solenoid causing reduction in oil pressure to the prop pitch change mechanism.

In this case, pulling the PROP SYS circuit breaker will remove power from the feather dump solenoid, allowing oil pressure to retun.

Prop should unfeather within 15-20 seconds.

28
Q

What are indications of uncommanded prop feather?

A

Rapid reduction in prop RPM (NP), high torque, increase in prop noise, a noticable loss of thrust, and possibly engine/airframe vibrations.

PMU FAIL and PMU STATUS messages will illuminate if the PMU drops off line.

29
Q

What happens during a prop sleeve touch down?

A

The propeller moves toward feather due to a temporary loss of oil pressure to the propeller pitch control mechanism.

30
Q

What are the indications of a prop sleeve touch down?

A

Fluctuations in NP, torque increasing, thrust decreasing, and engine vibrations.

May be erratic, but should be temporary.

May be accompanied by a CHIP detector warning.

31
Q

Why might the NP indication have a red X after a PSTD?

A

If the rate of change of the prop RPM, due to a rapid feather, exceeds the PMU sensor validity check limit, the PMU will assume a sensor failure has occured. The PMU will switch to manual mode and a red X will be displayed for the RPM and torque values.

May be reset by turning the PMU switch back to NORM then OFF.

32
Q

How can a compressor stall be identified?

A

Abnormal engine noise, increasing ITT, decreasing N1 and torque, possibly followed by fluctuations in these indications.

Audible indications, which may include loud bangs, backfires, or engien sputtering, represent a major difference between a stall and an uncommanded power change/loss of power/uncommanded prop feather.

Flames or smoke may come from the exhaust.

33
Q

What are some possible causes of compressor stall?

A

Damaged or degraded compressor/turbine blades, disrupted airflow into the engine, or compressor bleed valve malfunctions.

May occur during either engine acceleration or deceleration.

Severe compressor stalls may cause engine damage or flameout.

34
Q

What are possible causes of departure from controlled flight?

A

Improper or overly aggressive control inputs near stall, mechanical failures, atmospheric conditions, or a combination thereof.

35
Q

How does power setting effect out of control flight?

A

Power setting has a strong influence on inducing or recovering from out of control conditions.

Reducing power immediately may allow the aircraft to recover with no other pilot intervention or action.

36
Q

What are the indications of a PMU failure?

A

Simultaneous PMU FAIL, PMU STATUS messages, as well as a possible power step change.

37
Q

What is lost when PMU is off line?

A

Automatic control of torque, ITT, and N1

38
Q

Will you still have prop overspeed protection in the case of a PMU failure?

A

Yes. Prop governing including overspeed protection will be provided by the mechanical overspeed governor.

39
Q

What does a PMU STATUS message without the PMU FAIL warning message indicate in flight?

A

Discrepincy with the weight on wheels (WOW) switch. Plan for an increased landing rollout.

40
Q

If the PMU detects a fault but remains on line during flight when will the pilot get an indication?

A

PMU status message will illuminate 1 minute after landing.

Notify maintenance if PMU status caution remains illuminated after resetting PMU.

41
Q

What does the CHIP warning indicate?

A

Possible metal contamination in the oil.

The engine may fail with little or no further warning.

42
Q

What consequences does loss of generator have?

A

Loss of systems powered by the generator bus if bus tie is open, and loss of battery charging.

43
Q

Besides the GEN switch, which switch must be set correctly for the generator to come on line?

A

The Starter switch must be in the NORM position.

44
Q

What should you do if the generator cannot be restored?

A

Reduce electrical load to provide maximum battery endurance.

45
Q

Which MFDs will you lose if the generator bus is lost? battery bus?

A

GEN bus: LH MFD

BAT bus: RH MFD, center MFD

46
Q

What systems, if any, will still be operative if the generator fails and the main battery is depleted?

A

Backup Flight Instrument (BFI), fire detection system 1, IRU, and VHF radio (tuned by the standby VHF control head)

47
Q

What will cause a FUEL PX warning message?

A

Fuel pressure drops below 10 psi and the boost pump fails to engage automatically.

48
Q

What could cause a FUEL PX warning or cycling BOOST PUMP advisory?

A
  • Blocked fuel line
  • low pressure fuel pump failure
  • fuel leak
  • low pressure switch failure
  • failure of the oil scavange pump
49
Q

What causes the FUEL BAL caution to illuminate?

A

Fuel probe failure, EDM failure, or fuel gages indicate greater than 30 lbs difference between left and right tanks for more than 2 minutes.

50
Q

What does the L or R FUEL LO caution indicate?

A

approximately 110 lbs of usable fuel remain in the affected wing tank

51
Q

When should you consider normal operation of landing gear, flaps, speed brake and NWS to be unavailable?

A
  • HYD FL LO caution illuminated and pressure is below 1800 psi
  • hydraulic pressure is rapidly decreasing toward or reads 0 psi.
52
Q

What should be considered inoperataive if the EHYD PX LO caution illuminates?

A

Emergency landing gear and flap extension system.

53
Q

What are rudder binding/jamming incidents characterized by?

A

Sudden restriction to rudder movement, in varying degrees of severity ranging from full rudder movement with resistance (binding) to a jammed rudder with minimal rudder movement.

54
Q

What could be mistaken as a rudder system malfunction?

A

Out of trim rudder, caused by pilot input or TAD input.

55
Q

If a rudder trim pushrod fails, will the trim indicator respond to trim inputs?

A

Yes, the trim indicator will respond to trim inputs, but will have no effect on rudder pedal forces or actual trim tab position.

56
Q

What should be considered if landing with a jammed rudder?

A

Landing difficulty increases proportionally with an increase in crosswinds.

57
Q

What is the purpose of a controllability check?

A

To determine whether the aircraft can be saely landed, and if so, what configuration is best in the event of a bird strike, structural damage, or a flight control malfunction

T-6B Texan II/Primary (20 decks)

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