PIQ1 EPE examine

Question 1

Indications

1. Steady FIRE light illuminated
2. Excessively high/increasing Gtc EGT
3. External observation (load, crew chief)

Answer 1

Answer: Gtc Fire
Actions:
1. Fire Handle “Pulled” (E)
2. Agent “Discharged” (for fire) (E)
Considerations: (W) - If conditions persist, a break in the bleed air manifold may exist. Isolate by placing No. 1 and No. 2 bleed air switches to OFF and closing the divider valve. If the fire continues, discharge the remaining bottle.
- (C) H1- do not hold the agent discharge switch to the No. 1 or No. 2 position for more than 1 to 2 seconds. To do so may cause the FIRE EXT circuit breaker to open.
- (N) – The agent should be discharged when an indication continues after the fire handle has been pulled, or if any other indication or malfunction is suspected which requires fire extinguisher agent.
Considerations - If fire does not go out after both bottles, conduct emergency ground egress if on deck - Not necessary to wait for the AC to discharge the second bottle

Question 2

Indications:
1) If engine does not accelerate smoothly after light off to ground idle, and/or a rapid increase in
TIT is indicated - what is this?

Answer 2

Answer: Stalled Start
Action Required -
1) Immediately discontinue start. Before attempting another start on that engine, motor to approximately 25% RPM with the condition lever in ground stop to remove gases and unburned fuel from turbine and to ensure TIT is below 200 c prior to restart

Considerations:
1) Possible causes are nickel and dime valves are closed (controlled by speed sensitive valve)

Question 3

Indications

1) Lack of increase in TIT after fuel flow and prior to 35%

Answer 3

Answer: Negative Ignition

Action Required
(C) – If ignition does not occur before 35% RPM, discontinue the start. If fuel flow/enrichment was observed, before attempting another start on that engine, motor to approximately 25% RPM with the condition lever in ground stop to remove fuel from the turbine area

Considerations

1) Was F/F observed?
- No = bad16%switch orIgn C/B
- Yes = ask LM when fuel drained
- - Continuous = Ign relay or drip valve – call MX
- - After stop-start = igniters or spray pattern – try enrichment

Question 4

Indications

- No oil press increase for engine and/or gearbox by 35% RPM

Answer 4

Answer: Negative Oil Pressure

Action Required
(C) – if there is no positive indication of oil pressure on the engine and reduction gear by 35%
RPM, immediately discontinue the start

Considerations
- The engine and gearbox pressure gauge is 26 VAC – AC lies, check fuses etc.

Question 5

Indications

• START VALVE OPEN light does not illuminate within 5 seconds
• No rotation (RPM) within 5 seconds

Answer 5

Answer: Negative Rotation

Action Required
- (C) if the START VALVE OPEN light does not illuminate within five seconds after the
engine ground start is placed to START, discontinue the start
- (C) – if the engine does not rotate within five seconds after the engine ground start is actuated, discontinue the start by releasing the engine ground start switch. Repeated attempts to start may result in internal starter damage.
- (N) – in the event the engine will not rotate, reduce bleed air manifold pressure below 45 PSI and attempt another start. Place the engine bleed air switch to the ON position. The bleed air manifold pressure may be reduced by turning off the engine bleed air and using APU bleed air.

Considerations
- Check the Start Cont C/B, Oil C/B, and fire handle if START VALVE OPEN light does not
illuminate
- Check for manifold press drop or TIT increase on #3 to see if air is getting through the start
valve – can also open engine anti-ice system to verify air is getting to engine
- If the engine did not rotate (no RPM) you do not have to honor that starter cycle timing

Question 6

Indications

• Abnormal flame or torching coming from the engine tailpipe
• Normally reported by Amt or ground crew

Answer 6

Abnormal Torch

Action Required
- If reported before ground start switch is released, place condition lever to GROUND STOP
and motor with the starter to clear the engine of unburned fuel

-If flames spread beyond the tailpipe follow the ESP and inform ground crew so that they may use ground fire extinguishers if necessary

• If a tailpipe fire occurs during shutdown continue with engine shutdown and notify fire dept.
• (C) – Do not motor the engine when a tailpipe fire exists on engine shutdown

Considerations

• At night there may be sparks coming from the engine, normal ops
• More prone in cold weather at night with fuel enrichment

Question 7

Indications

720-750
o (W) – If max TIT observed on engine start is 720-750, perform a Temp Control CK prior to flight and record crossover TIT. Low starting temp may be caused by a faulty TIT indicating system or a low temperature datum start setting. If a TIT indication system malfunction is suspected, maintenance action is required prior to flight. If start TIT is below 720, maintenance action is required prior to flight.
o (N) – If a TIT malfunction exists, place the affected engine condition lever to GROUND STOP. Maintenance action is required prior to flight.

830-850
o Excluding momentary overshoot at 94%, record in 781

> 850
Excluding momentary overshoot at 94%, discontinue start and record in 781 o One restart is permitted after cool below 2000C TIT. If TIT exceeds 850 on second
start discontinue start and record. Restart is not recommended.

> 965
Discontinue start and record in 781. An overtemp inspection is required.

Answer 7

Considerations

• ­‐ During stop-start the condition lever normally leads the starter unless directed otherwise
• ­‐ Temp cont check is to check the thermocouples
• ­‐ If it is really cold out and all engines read low TIT it is probably atmospheric – normal ops

Question 8

Indications

• Loss of utility system (1 & 2 engines)
• Loss as felt by brake pedals

Answer 8

Answer: Loss of Normal Brakes

Action Required
1) Brake select switch – EMERGENCY (CP)
­(N) – The aux system hand pump may be used to stop the plane in an emergency by holding
the pedals down while the hand pump is being operated

Considerations
-­ Don’t pump the brakes if using the hand pump – hold brakes and set
- ­If pilot side brakes are lost have CP try, if switching to EMER does not fix it
-­ For total brake failure use reverse to slow and stop the aircraft
– insert chocks

Question 9

Indications

• ­Suction BP light illuminates (<20 psi)
• ­May have a loss of 100-200 psi in the static system

Answer 9

Action Required

• ­ Turn off BP (if light comes on, turn it off)
• ­ Check sys pressure and reservoir level
• • If static press >2500 psi and fluid level is normal, leave suction BP switch off and use minimal hydraulics
• • If static press <2500 psi or fluid level is decreasing, follow Loss of Sys Press Proc.

Question 10

Indications

• ­ Engine Hydraulic Pump light illuminates (<1,000 psi)
• ­Abnormal pressure drops when placing a load on the system

Answer 10

Engine Driven Hydraulic Pump Failure

Action Required
- ­Hyd Eng Pump switch – OFF
­‐ Hyd reservoir level – checked
o If level is normal no further action is required o If level is decreasing follow Loss of System Pressure Proc.

• ­If Hyd pressure >3,900 psi (loss of relief valve and failed compensator)
• Cruise engine shutdown an engine on that system
• • If pressure is normal you found the bad pump
• • If pressure is not normal, airstart that engine and ESP the other

Considerations
- An actual pump failure can be a fire hazard; approx 1 gallon of hyd fluid is in the runaround
circuit and if the line or pump ruptures it can dump the fluid into the engine nacelle
-­ (W) – The engine driven pump is geared into the engine and if the shear neck or spline does not separate the pump can disintegrate causing a fire hazard. Pilot’s discretion for continued operation of the engine.
-­ (C) – if Utility or Boost pressure exceeds 3,450 psi, (failed compensator) do not turn off the individual pump switches. Doing so may allow pressure locked in the lines to build and rupture, dumping fluid into the nacelle.
-­ (N) – Hyd system temp stabilizes below 1350C when one pump has a failed compensator and is dumping it’s full output through the relief valve. This poses no safety hazard.
-­ When actuating the gear keep an eye on the utility press – significant drop may indicate a leak in the landing gear control valve –place the gear handle up and pull the landing gear control C/B to set the valve back to neutral

Question 11

Indications

• ­ First indications normally erratic or decreasing FF, torq, and TIT
• ­ RPM would remain steady until torq is at zero or negative, then would decrease
• ­ As engine winds down Gen Out light will illuminate

Answer 11

FOD/Flameout on Takeoff

Action Required
-­ 1. Temperature Datum Control Valve Switches – NULL (E)

(N) – Placing the TD sys to NULL removes the start limiting parameter of 8300C and permits the fuel control to meter fuel based on engine inlet air temp and pressure,RPM and throttle position (DIRT)

(N) – due to the hydromechanical operation of the fuel control unit, continuous movement of the throttles for an engine being started from a stall is not recommended. If the engine is stalled (low RPM and low torq) or flamed out, place the throttle(s) no more than an inch above flight idle until RPM is within normal range.

2. Propeller Governor Control Switches – MECH GOV (CP/E)
3. Synchrophaser master switch – OFF (E)
4. Engine bleed air switches – OFF/CLOSED (E)

(W) – With loss of ESS DC power, the engine bleed air valves close. Restoring power with the bleed air valves in ON or OVRD will place a bleed air draw on the engine.

(W) – When ESS DC power is removed the engine bleed air valves close, shutting off airflow to the AC units, and depressurizing the aircraft.

(W) – When ESS DC power is removed the AC control valves close and depressurize the aircraft.

5. DC bus tie switch – TIED (E)

(W) – with no power to the ESS DC bus, all engine inlet air duct anti-icing valves will de-energize open and may prevent the recovery of a stalled engine or the restart of an engine that flamed out. o

(N) – the igniters run on 28VDC from the ESS DC bus. When the switch is tied the battery RCR provides DC power from the airplane battery to the ESS DC bus.

Question 12

Indications
-­ Fire Warning light
-­ Erratic operation of engine instruments
-­ Lower than charted torq (normally a marked and even reduction)
(N) – This torq drop may be transitory followed by near normal values
-­ Erratic operation of electrical equipment
-­ A wing overheat may occur without an accompanying leading edge over temp caution light due to possible wiring damage
-­ Reduced bleed air manifold pressure

Answer 12

There are two types of bleed air system failures:

a) An uncontrollable loss of bleed air
b) failure of an engine bleed air regulator

Required Action

• ­Bleed air being lost from system – Engineer does the following
• • Engine bleed air switches on the affected wing OFF
• • Bleed air divider switch – CLOSED

If uncontrollable loss cannot be isolated
- All engine bleed air switches – OFF
(W) – with all bleeds off no airflow to AC, thus depressurizing
(C) – If an engine bleed cannot be closed and the system is leaking you may have to shut down the engine
(C) – do not open the APU bleed air valve after landing. If the uncontrolled loss of bleed air cannot be isolated, operation of the APU bleed air would
depressurize the area where the failure has occurred.

Land as soon as possible

Question 13

Loss of System Pressure

Answer 13

Required Action
- Check System Pressure and Resevoir Level

• • If static press <2500 psi or fluid level is decreasing, follow Loss of Sys Press Proc.
• – Hyd Eng Pump switches – OFF (affected system only)
• – Hyd Suction BP switch – OFF (affected system only)
• – Reservoir fluid level – Checked

If level is low look for fluid loss at units supplied by the sys
(N) – due to inaccessibility to access some hydraulic lines, it may not be able to locate the leak

(N) – fluid loss could be from the MLG up-line. In this case, if gear is up, landing gear control C/B must be pulled to deactivate the control valve to the neutral position
Isolate units causing problems if able – re-service reservoir and return to normal operation. If not possible leave pump switches OFF.

Question 14

Egress Signals

Answer 14

If time/circumstances permit, notify personnel verbally about emergency via interphone/PA

If not, use the alarms
- Ground Evac § Abandon airplane
– one long ring

o Bailout
– Prepare to abandon
-– three short rings
Bailout – one long ring

o Ditching or Crash Ldg
– Prepare for ditch/crash
– six short rings
– Brace for impact – one long ring

Question 15

Emergency Egress

Answer 15

Emergency Egress
Action Required
1. Set Parking Brake (P)
(W) – If hot brake is suspected or fire exists in wheel well, set opposite brake only

2. Notify Tower (CP)
   o Chaff/Flares o Hazardous cargo o SOB
3. DC bus tie switch – TIED (E)
4. Place all conditions levers to FEATHER and pull all fire handles (CP)
5. Notify crew/pacs to evacuate (interphone/PA/Bell) (P)
   (W) – Do not lock Eng and Nav seats in position to block egree route. Make sure the galley
   floor is up and locked
   (W) – If main Wheel well fire or hot brakes is suspected, everyone but fire dept should
   evacuate immediate area.

Both sides of wheel will be cleared to 300’
(600’ for pyrotechnics).

Do not approach wheel well if extreme temps are expected; if conditions require proximity approach from fore or aft only.

6. DC power switch – OFF (E) -­‐
7. SCNS power switch – OFF (N/E) -­‐
   Chock Aircraft if time and conditions permit (LM)

(W) – if main wheel well fire exists or hot brakes suspected, chock nose only

Question 16

Indications:

• A prop malfunction may be caused by electrical or synchrophaser malfunction, and will be indicated by one or more of the following
• Prop Low Oil Quantity light or visible oil leak o And overspeed or underspeed o RPM surge or fluctuation
• Failure of prop to feather

Answer 16

Prop Malfunctions:

(N) – A tach generator failure will give a false indication of a prop malfunction when underspeeding or fluctuations of speed occur. Refer to tach generator failure.

(N) – Other indications such as audile beat, periodic minor changes in RPM (hunting) etc, are considered minor trim or adjustment problems and may be handled by following reindexing procedures in Sec 1.

(W) If RPM uncontrolled above 105% - reduce airspeed but not less than Vmca2. Do not adjust affected throttle until malfunction can be analyzed.

(N) ESP is usually desired if in the traffic pattern. The engine is still producing positive thrust and consideration should be given prior to shutdown.

Question 17

Indications
-­ Prop Low Oil light on right side of engine stack
– Should correspond to engine number on the CP’s right side.

Answer 17

Prop Low Oil Light After Takeoff

Action Required
- ­Before Refusal Speed – Abort
- Throttles FLIGHT IDLE, condition lever FEATHER for bad engine, now throttles GROUND IDLE
- After Refusal Speed – Take it airborne
(N) – Prop malfunctions during takeoff may be difficult to analyze. If engine is shutdown and prop does not feather, higher min control speed may result. When fire is not indicated it is recommended the engine be allowed to run until at least two- engine inop Vmca is reached

• Continue the takeoff, maintaining directional control with flight controls and power o (W) – Below two-engine Vmca you may have to reduce power on the symmetrical engine to maintain directional control
• When safely airborne raise the gear and accelerate to two-engine Vmca o If RPM is out of limits place prop gov control switch to MECH GOV
• If this corrects it continue operation in MECH GOV - If not corrected, accelerate to 150 KTAS
• If you can land perform ESP
• If you can’t land follow Prop Malfunctions During Flight Proc.

Question 18

Indications
- ­Prop low oil light illuminates
– Look to right of co-pilot to see which engine affected
- Illuminates when 2qts low in pressurized sump (6.5qts press sump/26qts total)

Answer 18

Answer: Prop Low Oil Light Flight

Actions Required

• Check and monitor RPM
• Within limits - continued operation permissible – monitor.
• Out of limits – MECH GOV (CP/E)
  – perform pitchlock check if RPM remains out
  of limits unless an immediate landing is feasible then ESP.

Considerations
-­ Strong consideration to ESP prior to landing o Desirable to maintain 150 KTAS prior to ESP in order to decouple if prop fails to
feather (allows enough torq to decouple but also prevents overspeed potential)

-­ Quantity of oil unknown
– Prop may not feather. - especially if a leak is present

• Prop requires oil pressure to feather. The longer you wait to feather the higher the risk of a windmilling prop.
  -­ Pitchlock should occur when prop oil pressure is lost or overspeed >103%
  -­ Landing with pitchlocked prop is undesirable. If not pitchlocked, a pitchlock may occur at any
  time without warning

– Prop cannot move out of flight range – directional control probs

Question 19

Indications

• ­ RPM outside of 98%-102% or fluctuation greater than +/- 0.5%
• ­ Cross check generator frequency to confirm actual RPM if suspected Tach Gen failure

Answer 19

Under/Overspeed

Action Required

• ­ MECH GOV (CP/E)
• If RPM stabilizes within limits - continued flight is permissible
• Consider Re-indexing if time permits
• If RPM remains out of limits perform Pitchlock Check except when an immediate landing if feasible. If an immediate landing if feasible the engine will be shutdown prior to landing.
  Considerations
• Overspeed >103% should result in pitchlock (sustained)
• Overspeed >103.5% should result in fuel topping governor o Going Mech Gov will illuminate any problems from the synchrophaser
• The higher the overspeed, the flatter the blade angle

– the higher the drag

• Within limits – continued flight permissible & monitor
• Out of limits - Pitchlock check
• Not pitchlocked - ESP

Question 20

Operation
-­ Operate the pitchlocked motor in an undersped condition (96%-98%) with throttle and/or
airspeed adjustment
- This ensures positive pitchlock if intermittent governing experienced
- Maintain >94% because acceleration bleed valves will open and flame out engine
-­ ESP upon reaching 150 KTAS or 96% RPM cannot be maintained with throttle

(W) - Do not allow airspeed to decrease below Vmca2

Answer 20

Pitchlock Check -­‐ MECH GOV (CP/E) -­‐ TD – LOCKED (E)

(N) - prevents crossover bump at 65° if throttle is moved through crossover -­‐ Slowly move throttle (until TIT change is noted) while maintaining constant TAS.

(N) - If no TIT change and RPM is high, may be on fuel topping governor (103.5%) and there isn’t sufficient take of gas to reduce RPM

Reduce TAS (not below two engine min control) to verify pitchlock -­‐	If RPM follows throttle/TAS prop is probably pitchlocked
-­‐	If RPM does not follow throttle or TAS - ESP

Considerations
- Pitchlocked prop may not feather
– try to decouple if unable to feather (150 KTAS) o Prop still produce positive thrust
– be in no hurry to shut down if cruising at 97% o If an RPM of at least 96% cannot be maintained when slowing to 150 KTAS it can be assumed the prop is pitchlocked at high blade angle
– associated with prop malfunctions at cruise speeds o If RPM can be maintained at 150 KTAS blade angle is near low pitch stop.

• Shutdown at higher speeds would create excessive drag or overspeed

Question 21

Indication

• ­ Prop rotation continues after feather (clockwise, not confused with prop brake failure)
• ­ Landing can be made with windmilling prop

– Drag significantly higher (6X) if not decoupled
and may experience high RPM and noise

• (W) - Min safe airspeed must be maintained. If below Vmca2 it may be necessary to reduce
  power on the symmetrically opposite engine

Answer 21

Prop Fails to Feather

Action Required
- Reset Fire Handle if no fire

(C) – Pull ignition control circuit breaker if throttle cable malfunction to prevent inadvertent ignition

(C) – Critical to restore oil to reduction gearbox of windmilling prop ASAP

• Hold prop feather override button for 30 sec and then pull out
• ­ Attain 150 KTAS if possible

(W) – use caution when applying asymmetrical power
‐ Land as soon as practical

-­ (W) – Maintain airspeed > Vmca2 until landing assured.

Go around should not be attempted below Vmca2. Go around with windmilling prop may be marginal

Question 22

Indications
-­ There may be increased yaw prior to decoupling -­ If engine flames out

• • Torque, TIT, Fuel flow, will decrease to near zero with drop in engine oil px.
• • Near normal RPM, hydraulic px, generator output and reduction gearbox oil px

If engine continues to run
– Extremely low TIT, fuel flow, and Torque for throttle setting with near normal RPM

Answer 22

Answer: In flight decoupling

Action Required
-­‐ ESP – Do not attempt restart

Question 23

Indication

- Flashing fire handle (top 2 lights) and master fire warning light

Answer 23

Answer: Turbine overheat

Action Required

• ­ On Ground
• Move all throttles to GROUND IDLE and the affected condition lever to GROUND Considerations
• ­ Do not discharge agent (no plumbing to turbine section)
• Retard throttle towards FLIGHT IDLE (does not necessarily mean to flight idle)
• ESP if condition persists

Considerations:

• ­4 thermal-switch detectors units mounted in the hot section of the nacelle aft of firewall
• ­ Will give warning at approximately 700°F

Question 24

Indication
- Steady illumination of the applicable numbered nacelle overheat warning light and/or placard
light on the copilot’s instrument panel.

Answer 24

Nacelle Overheat

Action Required
-­ On Ground
– Move all throttles to GROUND IDLE and proceed with ESP
- In Flight
– ESP
(N) Agent discharged if indication continues after fire handle pulled or if any other indication or malfunction is suspected which requires agent
(W) If condition persists – Isolate Wing from bleed air. If fire continues discharge remaining bottle on command of pilot

Consideration:

• ­ Six (seven on AF85-0035 and up) thermal-switch detector units mounted in the nacelle forward of firewall.
• ­ Warns of an overheat around the engine compressor section
• Likely an early indication of fire or bleed air leak -­ Will give warning at approximately 300°F

Question 25

Indications
-­ Steady illumination in the respective fire control handle (bottom 2 lights) and the master fire
warning light on the pilots instrument panel
- Any visual indications from the crew

Answer 25

Engine Fire
Action Required
-­ ­On Ground – move all throttles to GROUND IDLE and ESP for affected engine In Flight - ESP

(N) Agent discharged if indication continues after fire handle pulled or if any other indication or malfunction is suspected which requires agent
(W) If condition persists – Isolate Wing from bleed air. If fire continues discharge remaining bottle on command of pilot
(W) – when pulling a condition lever to FEATHER, pull it all the way to the detent to assure it is fully feathered when the engine fuel is shut off. If binding occurs or condition lever will not move, immediately pull the fire handle. If the lever is left at mid-position, and NTS is inoperative, an engine decoupling is possible.

(C) – On H1’s do not hold the switch in the No. 1 or 2 position for longer than 1-2 seconds, or you may blow the FIRE EXT C/B.

(N) – The agent should be discharged when indications continue after the handle has been pulled, or anything other indications requiring the bottle are present.

Considerations
-­‐ Continuous loop detector detects rapid rise in temp
-­‐ Fully analyze as a crew
– FEVER check for secondaries
-­‐ Consider ground egress only if needed; you can taxi back and park

Question 26

Indications

• ­ 1083° C Max allowable
• ­Exceeds 1083° for more than 5 seconds or exceeds 1175° momentarily
• reduce power and 781/overtemp inspection

Answer 26

High TIT
Actions Required
-­ ­On Ground
– Retard throttle to GROUND IDLE and place the temp datum control valve switch to NULL. If this fails to correct it place the condition lever to GROUND STOP

In Flight

• Retard throttle towards FLIGHT IDLE
• TD control valve – NULL
• ESP if condition persists

Considerations:

• ­ Look for abnormal secondary indication of TD/thermocouple failures
• ­ With all 4 throttle aligned TIT/Fuel Flow should be close
• Don’t fixate on TIT alone
• cross check fuel flow etc.

Question 27

Indications

-­ Oil Temp 85° - 100°C 5-minute maximum in flight

Answer 27

Oil Overtemp

Actions Required

• ­ Oil cooler fails to function in AUTOMATIC
• ­ Hold oil cooler switch in OPEN and operate manually
• ESP if temp cannot be maintained within limits

Considerations
- Oil Cooler flaps full open 78-82°

Question 28

Indications

• Throttle moves independently of pilot input
• Throttle frozen or binding
• Power indication unrelated to throttle position
• – Goes to Max - High TIT, TORQUE (1083°C limited by TD)
• – Goes towards reverse - falling TIT, TORQUE

Answer 28

Actions Required
- ESP – FIRE HANDLE ONLY!
(W) – Do not move the throttle prior to engine shutdown. Could cause prop to go into reverse
pitch or to full power
(W) – Due to possible cable fouling, do not move the condition lever of affected engine

Considerations
-­ Be careful with analyzing
– easy to move throttle trying to align torques
– DON’T DO IT!
-­ Throttle cable and condition cable attached to engine coordinator. All 4 engines have cables
running in close proximity to each other

• ­ If you notice 100% RPM with falling torque and TIT unrelated to throttle it probably failed to
  reverse. You must pull fire handle prior to the prop reaching reverse in flight.

Question 29

Indications

• ­ Above 65° travel
• Momentary illumination of the SECONDARY FUEL PUMP PRESSURE light, ELECTRONIC FUEL CORRECTION light, and TIT below 830°C (Temp Limiting above crossover)
• ­ Below 65° travel – momentary illumination of the SECONDARY FUEL PUMP PRESSURE light.

Answer 29

Speed Sensitive Control Fail

Actions Required

• TD – NULL (E)
• Ignition control CB – Pull (E)

Considerations
- After landing, use normal ground idle only.
- Reset breaker and Condition lever to GROUND
STOP for shutdown
- Speed Sensitive Control regulates start
— 16, 65, 94% switch

Question 30

Electrical system failures

Answer 30

(W) – Use extreme care around FS245
(W) – Prior to performing any procedure which involves removing all AC power, configure the fuel system for tank to engine

(W) – Difficult to access CB with armor installed – use spatula to remove armor in electrical emergency
(N) – Never use CB as switches unless directed by flight manual. Should be pulled only in emergencies or by maintenance. Any open CB will be check unless recorded in 781

Question 31

Indications

• ­ GEN OUT light illuminates
• ­ Fluctuating/out of limits voltage and frequency (normal 380-420hz, 110-125V)
• ­ Illumination of a BUS OFF light
• • If Avg phase voltage drops below 90 volts, BUS OFF light will illuminate.
• • Any phase 130V for 5 secs give GEN OUT light

Answer 31

Gen Failure

Actions Required
-­ If no volts, freqs or load reset it
– if still nothing shut it down on ground
(N) if gen failure confirmed during taxi, shut down engine by GROUND STOP

• ­ If freq, voltage, and load are normal, leave Generator ON
• If Freq and voltage are normal but no load
• – Leave Gen On and monitor
• If no freq, voltage, or load
  – Place Gen OFF/RESET and then ON If freq, voltage and load normal
  – resume normal ops If no freq, voltage, or load – Off, Disconnect
  Considerations -­‐ Disconnect procedures
  o Can be mechanically disconnected by holding the switch to DISC for 2 seconds. Firing of the mechanism is indicated by the illumination of the GEN DISC light
  o If unable to disconnect a faulty GEN – ESP
  o Don’t disconnect generator on the ground – GROUND STOP

Question 32

Indications

• ­ AC BUS OFF light illuminates
• ­ Failure of any AC BUSES

Answer 32

AC bus light off

Actions Required
- If affect GEN OUT light is also illuminated – OFF/RESET
- If no GEN OUT light and systems associated with failed bus are normal, verify normal
voltage, frequency, and load indications for affected Gen
— If normal – continue ops (failed bus off indicator relay)
— Monitor affected bus/gen for any further indication of failure

-­‐ If GEN OUT light illuminated with failed bus and cannot be restored:
— Check FS 245 for failed current limiters or open CBs.
(W) - Use extreme caution in or around FS 245 – electrical shock hazard

Question 33

Indications
-­A loss of one phase of essential AC bus may occur with or without illumination of the AC BUS OFF light. One of the following may occur: (#2 BAAATH NVSS)

• • No 2 fuel boost pump LOW PRESS warning light – Normal Brakes
• • AC BUS OFF light (another generator does not assume the bus load)
• • Erratic AP
• • Aux Hydraulic pump failure
• • Loss of normal Trim tab operation o Loss/malfunction of Heading indication

Answer 33

LOSS OF ESSENTIAL AC BUS

Actions Required 
(W) – when modified by TO 1C-130-1486, when essential AC bus power is not available, the
INUs cannot provide pitch, roll, or heading signals to flight instruments 
- Restore	power - A VIM
--- Antiskid switch – OFF (CP) 
--- VG – (P) (CP) 
--- Inverter switches – DC BUS (E) 
--- MECH GOV (E/CP)

(N) – if all four props not placed in MECH GOV a significant power fluctuation may be experienced

• Reduce load to the minimum – FAST
• FBP #2 off
• Aux Hydraulic pump – off
• Suction Boost pumps – off
• TR CB (6 of them) – pulled
• Land as soon as practical

Question 34

Indications
-­ Illumination of the ISOL DC ON BAT light and/or bat voltages reads 24V or less
- Caused by failure of the RCR which connects the ESS DC and ISO DC buses
(N) – Illumination of the light for a max of 25 secs is normal when items with high electrical starting loads are placed on the ESS AC or DC bus.

Answer 34

Isolated DC On Battery Light

Action Required
-­‐ Initiate battery power conservation measures
-­‐ Asses the flight conditions and electrical requirements and determine what items can be
turned off on the battery bus and isolated DC bus -­‐ Select INS BUS pos with the STBY ATTD switch (some aircraft)
-­‐ Land as soon as possible

Considerations
-­‐ If the battery is run dead you have no fire suppression capabilities to the engines