POWERPLANT AND PROPELLER

Question 1

WHAT IS THE PURPOSE OF THE “S” BEND OF THE AIR INTAKE DUCT?

Answer 1

A) TO PROVIDE UNIFORM INLET AIRFLOW TO THE COMPRESSOR

B) 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

Question 2

THE ACCESSORY GEAR BOX, WHICH IS DRIVEN BY THE “HP SPOOL” CONTAINS DRIVES FOR:

Answer 2

THE DC STARTER/GENERATOR, THE FUEL HP PUMP AND THE OIL PUMP

Question 3

THE PROPELLER REDUCTION GEAR BOX INCLUDES:

Answer 3

A) ACW GENERATOR, PROPELLER CONTROL UNIT (PCU), FEATHER PUMP AND AUXILIARY
FEATHER PUMP

B) OVERSPEED GOVERNOR AND FUEL COOLED OIL COOLER

Question 4

IS THE FUEL HEATED TO PREVENT ICING?

Answer 4

YES, BY AN AUTOMATIC FUEL-HEATER INSTALLED AT THE FILTER OUTLET, HEATED BY
ENGINE OIL

Question 5

HOW ARE THE OIL PRESSURE SURGES PREVENTED?

Answer 5

A) AIR/OIL COOLER AND PRESSURE FILTER ARE BOTH FITTED WITH BYPASSES

B) A “COLD RELIEF VALVE” BYPASSES THE OIL BACK TO THE TANK, DURING COLD WEATHER
START

Question 6

THE ENGINE ELECTRONIC CONTROL (EEC) REGULATES ENGINE POWER AS A FUNCTION OF:

Answer 6

A) THE POWER LEVERS (PL) AND PWR MGT SELECTOR POSITION

B) FLIGHT CONDITIONS AND BLEED AIR VALVES POSITION

Question 7

THE “EEC” REGULATES A GIVEN POWER BY CONTROLLING A STEPPER MOTOR TO OBTAIN A
PREDICTED TORQUE AS A FUNCTION OF:

Answer 7

POWER LEVER POSITION, PWR MGT SELECTOR, FLIGHT CONDITIONS AND POSITION
STATUS OF THE BLEED AIR VALVES

Question 8

THE HYDRO MECHANICAL UNIT (HMU) FUNCTIONS ARE:

Answer 8

A) TO METER THE FUEL FLOW DELIVERY TO THE ENGINE

B) TO PROVIDE THE MOTIVE FLOW TO THE FUEL TANK JET PUMP

C) TO PROVIDE THE FUEL SHUT-OFF FUNCTION (CONTROLLED BY CL)

Question 9

THE PROPELLER BRAKE IS POWERED BY:

Answer 9

A) HYDRAULIC BLUE PRESSURE

Question 10

WHAT IS THE LOGIC TO ENGAGE THE PROPELLER?

Answer 10

A) GEAR SHOCK ABSORBER COMPRESSED AND GUST LOCK LEVER ENGAGED

B) BLUE HYDRAULIC PRESSURE AVAILABLE (READY LT ILLUMINATES GREEN)

C) CONDITION LEVER (CL) IN FUEL SHUT-OFF OR FEATHER (NP SIGNAL BELOW 22%)

Question 11

WHAT HAPPENS IF THE BLUE HYD PRESSURE IS LOST DURING HOTEL MODE OPERATION?

Answer 11

A) PROPELLER BRAKE REMAINS ENGAGED

Question 12

IS IT POSSIBLE TO USE PROPELLER BRAKE IN FLIGHT?

Answer 12

NO

Question 13

ARE THE TORQUE, ITT, NP, NH FUEL FLOW/FUEL USED AND OIL PRESS/OIL TEMP GAUGES
ALL AVAILABLE ON A BATTERY START?

Answer 13

NO, FUEL FLOW/FUEL USED AND OIL PRESS/OIL TEMP REQUIRE DC ELECT PWR: THEY BECOME “ALIVE” AT 61.5% NH DURING ENGINE START

Question 14

DURING START SEQUENCE, THE CROSS START SYSTEM:

Answer 14

MAKES USE OF THE MAIN BAT UNTIL 10% NH, THEN USES MAIN BAT AND OPPOSITE DC
GEN (ON GROUND ONLY)

Question 15

THE HIGH ENERGY IGNITION SYSTEM CONSISTS OF:

Answer 15

TWO IGNITION EXCITERS (A & B), FOR EACH ENGINE, POWERED BY DC ESS BUS AND
TWO SPARK IGNITERS, ONE FOR EACH IGNITION EXCITER

Question 16

WHEN “ENG START” ROTARY SELECTOR IS IN START A OR B POSITION:

Answer 16

A) EXCITER IS POWERED WHEN FUEL SHUT-OFF VALVE IS OPEN (CL FEATHER)

B) STARTER AND EXCITER ARE AUTOMATICALLY DEACTIVATED WHEN NH REACHES 45%

Question 17

WHEN “ENG START” ROTARY SELECTOR IS IN “CRANK” POSITION THE EXCITERS ARE
ENERGISED:

Answer 17

NEVER

Question 18

THE EXCITERS A & B, FOR EACH ENGINE, ARE AUTOMATICALLY ACTIVATED:

Answer 18

IF NH DROPS BELOW 60%

Question 19

THE USE OF MANUAL IGNITION (MAN IGN PB ON) ENERGISES THE EXCITERS ON BOTH
ENGINES:

Answer 19

IN CASE OF ADVERSE WEATHER OPERATIONS OR EEC FAILURE

Question 20

ON GROUND WITH GUST LOCK ENGAGED, WHAT IS THE MAXIMUM POWER AVAILABLE?

Answer 20

A FEW DEGREES BELOW FLIGHT IDLE

Question 21

WHICH “ATPCS” FUNCTIONS ARE AVAILABLE WHEN IT HAS BEEN ARMED FOR TAKE-OFF?

Answer 21

UP TRIM AND AUTO FEATHER

Question 22

AIRCRAFT ON GROUND, “PWR MGT ON T.O.”, “ATPCS” PB ON, “ATPCS” IS ARMED IF:

Answer 22

BOTH PL ABOVE 49° AND BOTH TORQUE ABOVE 53%

Question 23

WHEN “PWR MGT” IS SET IN TAKE-OFF POSITION: WHAT IS INDICATED BY TWO “AMBER
TARGET BUGS” ON THE TORQUE GAUGES?

Answer 23

POWER MGT AMBER BUGS ARE SET BY FDAU (FLIGHT DATA ACQUISITION UNIT) TO THE
RESERVE TAKE-OFF POWER SETTING (UP TRIM VALUE)

Question 24

AFTER A NORMAL TAKE-OFF, HOW IS “ATPCS” USUALLY DISARMED?

Answer 24

WHEN THE PWR MGT SELECTOR IS MOVED FROM T.O. POSITION

Question 25

A “GATE” PREVENTS “PL” ANGLE REDUCTION BELOW FLIGHT IDLE:

Answer 25

IN FLIGHT AS SOON AS THE LANDING GEAR IS UP AND LOCKED

Question 26

THE PEC (PROPELLER ELECTRONIC CONTROL) IS A DUAL CHANNEL ELECTRONIC BOX, WHICH
PROVIDES:

Answer 26

A) THE SYNCHRO-PHASING BETWEEN THE TWO PROPELLERS BY A CLOSED LOOP CONTROL OVER THE PROPELLER PITCH CHANGE SYSTEM

B) TO DETECT, ISOLATE AND ACCOMMODATE SYSTEM FAULTS

Question 27

THE PROPELLER PITCH CHANGE IS HYDRO MECHANICALLY CONTROLLED BY:

Answer 27

PROPELLER VALVE MODULE (PVM)

Question 28

DURING GO-AROUND WITH TWO ENGINES OPERATING, THE “ATPCS”:

Answer 28

IS ARMED, PROVIDED THAT THE PWR MGT SELECTOR IS SET AT T.O. POSITION, BUT ONLY FOR AUTO FEATHERING

Question 29

DURING LANDING, WHEN DOES THE IDLE GATE MOVE REARWARD TO ALLOW THE “GROUND
IDLE” POSITION?

Answer 29

AS SOON AS ONE LANDING GEAR SHOCK ABSORBER IS COMPRESSED

Question 30

STARTER FAULT LIGHT ILLUMINATES WHEN:

Answer 30

A) A GCU FAILURE IS DETECTED

B) ON RIGHT ENGINE, ENG START SELECTOR IS ON START, PROPELLER BRAKE IS ON, BUT
GUST LOCK IS NOT ENGAGED

C) STARTER REMAINS ENGAGED AFTER 45% NP

Question 31

AT TAKE-OFF WHAT HAPPENS IF AN “EEC” FAULT OCCURS?

Answer 31

POWER REMAINS VIRTUALLY UNCHANGED DUE TO A FAIL FIX DEVICE, EEC FAULT LIGHT
FLASHES AND EEC DESELECTION IS STRICTLY PROHIBITED

Question 32

IN CASE OF AN “EEC” FAULT?

Answer 32

A) WHEN PL IS RETARDED BELOW 52° EEC FAULT LIGHT ILLUMINATES STEADY

B) WITH PL BELOW 52°, AFTER EEC DESELECTION, PL IS ACTIVE AGAIN AND IT FOLLOWS
HMU BASE LAW

Question 33

HOW IS A FAILED ENGINE DETECTED BY THE “ATPCS”?

Answer 33

WHEN ONE TORQUE GAUGE DROPS BELOW 18%

Question 34

UPTRIM LIGHT ILLUMINATES, DURING TAKE-OFF WHEN ONE ENGINE FAILS, TO INDICATE:

Answer 34

THAT THE ATPCS HAS AUTOMATICALLY INCREASED TORQUE (10% OF POWER) ON THE LIVE ENGINE

Question 35

AUTO FEATHERING OCCURS:

Answer 35

AFTER 2.15 SECONDS FOLLOWING A TORQUE DROP BELOW 18%

Question 36

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 TO BENEFIT FROM
SOME REVERSING ACTION ON THE FAILED ENGINE

Answer 36

TRUE

Question 37

IF AN ENGINE FAILURE OCCURS BEFORE V1 AND BOTH PL ARE RETARDED WITHIN 2.15
SECONDS, WHEN DOES “ATPCS” DISARM?

Answer 37

AT LEAST ONE PL IS RETARDED BELOW 49°, OR BOTH TORQUE READING ARE BELOW
53%

Question 38

DURING AN “ATPCS” ENGINE FAIL SEQUENCE, WHEN DOES THE “ARM” LIGHT EXTINGUISH?

Answer 38

IT DOESN’T EXTINGUISH UNLESS THE PWR MGT SELECTOR IS OUT OF T.O. POSITION

Question 39

HOW IS A FAILED ENGINE’S PROPELLER FEATHERED BY THE “ATPCS”?

Answer 39

VIA AN ELECTRICAL SIGNAL TO THE ELECTRIC FEATHERING PUMP

Question 40

SEQUENCE AFTER ATPCS TRIGGERING:

Answer 40

A) THE TRIGGER CANCELLATION CAN ONLY RESULT FROM, PWR MGT OTHER THAN TO,
ATPCS PB SET TO OFF, BOTH PL RETARDED

B) IF THE ENGINE IS RESTARTED IT WILL BE NECESSARY TO SELECT PWR MGT AT MCT

Question 41

IN THE EVENT OF A FAILURE OF PRIMARY CHANNEL IN PEC SYSTEM:

Answer 41

THE CONTROL OF THE PROPELLER SYSTEM WILL BE AUTOMATICALLY TRANSFERRED TO
THE BACK-UP

Question 42

THE CORRECT WORKING OF THE BACK-UP CHANNEL IS CONFIRMED:

Answer 42

ON GROUND, AT EACH PROPELLER UNFEATHERING BY SGL CH LIGHT ON FOR 2 SECONDS

Question 43

WHEN THE PEC FAULT LIGHT ILLUMINATES AMBER, SELECTING THE RELEVANT PB OFF:

Answer 43

PEC IS DEACTIVATED AND NP IS BLOCKED AT 102.5% WHEN PL IS SUFFICIENT