CAA of P ATR

When selected auto the EMER LOC XMTR will automatically activated when deceleration exceeds;. 5 G's. 6 G's. 6.5 G's.

The Radio Management System handles;. Radio communication and radio Navigation and TCAS. Radio communication and navigation and transponder function. Radio communication and transponder function and TCAS. Radio navigation, radio communication, transponder and TCAS.

RMS information is displayed and controlled thru;. VCP, MCDU, MCP. ICP, MCDU, VCP and MCP. MPC, MCDU, VCP.

RMA software applications are hosted respectively inside. DU1 and DU4. DU2 and DU4. DU1 and DU5.

IESI navigation and communication information source. VHF1 and XPDR1. V/ILS1 DME and VHF1. V/ILS 1 and VHF1.

It is used to modify communication and navigation frequency. Multi-purpose Control Panel - MCP. Multi Control panel, MCP. Multi-Function Control Panel.

Depressing the SURV button will access these two tab on the VCP. XPDR and TCAS tab. XPDR and ISA Temp page. XPDR and TERR / Wx Tab.

IDENT can be access by. Depressing SURV button to access XPDR tab on the VCP. Depressing NAV button to access Nav tab in VCP. On the MCDU communication page and thru XPDR tab on VCP.

During RCAU failure, FWS is activated and FAULT light illuminates on associated failed RCAU, what associated limitation does the failed RCAU side will experience?. PA and interphone capability inoperative. VHF transmission and PA capability can no longer be used. PA, Interphone and other VHF function can no longer be used.

ALTN pushbutton allows both crew to select alternate source in case of RCAU failure. CAPT affected side connects directly VHF1 and FO affected side connects to VHF2. FO affected side connects to VHF1 and CAPT affected side connects to VHF2. Both connects to VHF1in case of failure.

SQL function can be accessed by. MCDU communication page select VHF1 or VHF2 Page. COMM tab in VCP. MCDU navigation page select Nav1 or Nav2 page.

Navigation frequency display can be accessed thru. NAV pushbutton on the MCP and displayed in VCP NAV Tab. RMS pushbutton on the MCDU Navigation page. NAV pushbutton on MCP thru VCP NAV tab and thru RMS pushbutton on respective MCDU's Navigation page.

Auto-tuning is available and can be accessed thru. NAV pushbutton on MCP thru VCP NAV tab and by RMS pushbutton on respective MCDU•s Navigation page. NAV pushbutton on the MCP and displayed in VCP NAV Tab. RMS pushbutton on respective MCDUs and by selecting AUTO/MAN tune mode.

Navigation information is displayed in PFD available in different formats,. In standard configuration an HSI is displayed on the PFD. When pilot changes ND to system page, a mini ND is displayed on the PFD and can be changed in 3 formats being HIS, Mini-ND mode Arc and mini-ND mode Rose. In case changes in MFD other than ND, mini-ND is displayed on the PFD with available formats in mini-ND Arc and Rose mode.

Changes in ND page format is done thru. Selection of ND page (if MFD is previously other than ND) and rotating format knob on the MCP. Format knob located on the EFCP Electronic Flight Control Panel. Selection of format knob in the EFCP, formats available are ROSE, ARC, PLAN modes.

Calling up the NAV/ADF bearing information on the ND displays is done thru. Repetitive selection of either BRG 1/BRG2 pushbutton on the MCP displays VOR1/VOR2, ADF1/ADF2 and Bearing off. Selection on either BRG 1/BRG2 pushbutton on the EFCP cycles the display for VOR1/VOR2, ADF/ADF2 and bearing off. Bearing information may be manually called up thru MCDU Navigation page.

IESI navigation information source. V/ILS 1. V/ILS1 and DME1. VHF1.

TERRAIN background selection can be accessed by. Repetitive selection of NAV pushbutton on the EFCP to access OVLY tab on the VCP. Selection of NAV pushbutton on the MCP to access TERR tab on the VCP. Selection of RMS pushbutton on the MCDU navigation page Terrain selection.

Weather radar system detects atmospheric disturbance and provide crew with display of precipitation levels ranges up to. 250 NM. 300 NM. 350 NM.

SECT push button enables two different weather scanning of the weather radar;. Normal scan at 15 looks/mn in 120° scan and faster update 24 looks/mn 60° sector scan. Normal scan at 12 looks/mn in 120° scan and faster update 24 looks/mn, 60° sector scan. Neither of A and B is correct.

TCAS Above-Normal-Below function can be accessed thru. The selection of SURV pushbutton on the MCP and TCAS tab appears on the VCP. Repetitive selection of NAV pushbutton on the MCP until OVLY tab appears on the VCP. Selection of Nav pushbutton on the EFCP to display OVLY tab on the VCP.

Cabin Pressure indication can be manually called up in the MFD thru. SYS pushbutton on the EFCP, AIR SD Page;. AIR SD page on respective MFD, repetitive selection SYS pushbutton on MCP, SD page also includes oxygen distribution status;. SYS pushbutton on the MPC, AIR SD page;.

Dual air pack failure will generate. Master caution with associated single chime and 'Pack 1+2 Fault' message on EWD. 'Pack 1 and 2' message on EWD with associated MC + SC and Pack 1 and 2 fault on the OVHD panel and pack fault on the SD cabin page. MC + SC with 'PACK 1+ 2' message on the EWD, Pack fault on the OVHD Panel and Packs amber indication on the SD cabin Page.

RECIRC FAN Failure caution signal is sent by MFC to the FWS. MC and RECIRC 1 + 2 amber message appears on the EWD in case of dual failure, RECIRC FAN fault on the OVHD Panel and RECIRC FAN amber on SD cabin page. MC Flashing + SC, RECIRC FAN Fault on the OVHD panel, Amber _X'on associated RECIRC FAN on the SD cabin page. An amber message 'RECIRC 1(2)' appears on the EWD in case of dual failure, MC Flashing + SC, RECIRC FAN fault light illuminated on the OVHD panel and RECIRC amber on SD cabin page.

Air being bled out from the engine is done by. HP valve at high engine speed and LP valve at low engine speed. LP valve and HP valve depending on PL position. HP valve at low engine speed and LP valve at high engine speed.

Excessive cabin altitude is triggered when. Cabin altitude is greater 10,000 ft. and both outflow valves closes automatically. Cabin altitude reached 10,000 ft. and electropneumatic outflow valve closes automatically,. Cabin altitude is greater than 10,000 ft.

An 'EXCESS CAB ΔP' red message on the EWD is triggered with MW + CRC when. Differential pressure exceeds 6.75 PSI. A 6.35 PSI differential pressure is detected. Differential pressure exceeds 6.35 PSI.

When PACK 1 is selected OFF, an amber 'PACK 1' message appears on the EWD. OFF white display replaces PACK on the Cabin SD page. Associated PACK in white color display appears on the Cabin SD page. PACK amber color display appears on the cabin SD page.

During Auto Press Failure, air is being evacuated out of the cabin by. Two outflow valves -electropneumatic and pneumatic outflow valves. In manual mode, the electropneumatic valve remains closed, the pneumatic outflow valve controls the cabin outlet airflow. Only the automatic function is lost and both electropneumatic and pneumatic outflow valves controls the cabin outlet airflow through manual control knob.

In flight or on ground, OVBD valve normal operating position. Fully closed and green full closed indicator on Cabin SD page. Fully closed and full closed indicator on the Cabin SD page. Fully closed and CYAN full closed indicator on Cabin SD page.

AUTO PRESS Failure triggers a MC flashing + SC. An amber fault light on auto press panel and AUTO PRESS amber message on the EWD. Fault light illuminates on MODE SEL pushbutton on CAB PRESS and an amber _AIR AUTO PRESS'message on the EWD. An Amber message appears on the EWD 'AUTO PRESS FAULT'.

Maximum fuel imbalance. 700 kgs. 750 kgs. 730 kgs.

During fuel crossfeed operation, XFEED flashes CYAN on MEMO PANEL DISPLAY may mean. Electrical fuel pump 1(2) is OFF with fuel quantity of 1(2) is greater than fuel quantity of the opposite tank. Both Electrical fuel tank is OFF or both ON. A and B is correct.

XFEED steady amber on MEMO PANEL DISPLAY may mean. Fuel Imbalance is detected. Low fuel of 160 KG is detected. Electrical fuel pumps inoperative.

XFEED normal operation. CYAN XFEED appears on the MEMO PANEL DISPLAY. GREEN XFEED appears on the MEMO PANELDISPLAY and green in line appears on FUEL SD page. CYAN XFEED appears on MEMO PANEL DISPLAY and In line CYAN on FUEL SD page.

Fuel flow indications provide information to crew in following displays. KG/H or LB/H and can be changed in the UNITS INIT page on the MCDU. Combined Fuel flow 1+2 per hour consumption is also displayed on the FUEL SD page. KG/H or LB/MN and fuel flow1 + 2 per minute is displayed on the FUEL SD page.

When fuel deliver pressure drops below 4 PSI it triggers. FEED LO PR light on the fuel panel in the OVHD panel. FWS is activated and FEED LO PR amber message on the EWD with MC flashing + SC. A and B is correct.

ENG FUEL CLOG amber message will appear on the EWD when. Switch fuel pump outlet filter is greater than 40 PSI. Outlet filter pressure is greater than 25 PSI. Pressure on the fuel clog pressure switch exceeds 50PSI.

FUEL LO LVL detection. First low level detection when fuel gauged is less than 160kg, second when MFC detects feeder pump not full. A is correct, and second low level alert is triggered when feeder jet pump fails. A and B is correct, 'FUEL LOW LEVEL' amber message appears on EWD.

FUEL MISMATCH amber message will appear on the EWD when. A difference between fuel quantity computed by FMS and fuel quantity processed by the FCU is greater than 200KG. A is correct, difference during 10mins on ground and 30mins in flight. A and B is correct.

Electrical pump is automatically activated when fuel pressure drops below. 8.5 PSI. 5 PSI. 4 PSI.

Electrical fuel pump is automatically activated when. Low level detection 160kg remaining fuel in the relative tank. A is correct, when fuel pressure drops below 8.5 PSI. A is correct, when fuel pressure drops below 4.5PSI.

This allows DC BUS 1 and 2 to be on line when only one generator is operating. Bus tie relay BTR, and when aircraft is powered from EXT PWR. Bus tie contractor BTC, also available when aircraft is externally powered. B is correct, and only available when nominal voltage is reached.

DC 28V may be normally provided by. DC generators and EXT PWR. Emergency supply; one MAIN battery, one EMER battery and TRU. A and B is correct.

Its secondary role is to avoid power transient on critical equipment during engine starts and to ensure power when other battery has been completely discharged. 24V Ni-Cd battery 15 Ah (EMER BAT). 24V Ni-Cd battery 43 Ah (MAIN BAT). 24V Ni-Cd battery 20 Ah (EMER BAT).

When DC power is under emergency supply conditions (both DC generators failed) DC supply may be supplied by. ACW electrical system, through TRU _ transformer rectifier unit. AC electrical system and through TRU _ transformer rectifier unit. ACW 1 Electrical system, through TRU _ transformer rectifier unit.

DC generator comes online when engine reached a self-sustaining rotation. Engine reaches NH 61.5%. NH reaches 66%. NH spool reaches 70.1%.

When DC Generators reached 400A load it is limited to. 2 minutes time limit. None. 10 minutes time limit.

Single DC generator operation limitation. If OAT exceeds ISA + 25, FL must be limited to FL200. If OAT exceeds ISA + 15, flight must limited to FL200. None limiting.

This DC BUS is automatically de-energized during flight. DC UTILITY BUS. DC GRD HDLG BUS. DC SVCE BUS.

DC BUSSES installed in the aircraft. 10 DC BUSSES. 12 DC BUSSES. 11 DC BUSSES.

During both DC generator failure FWS is activated. MC + SC, 'ELEC DC 1+2' amber message on the EWD, DC BUS 1 and 2 OFF on the electrical SD page, DC GEN FAULT amber on the electrical SD page, DC fault light on the OVHD panel and DC BUS OFF caution light amber in the overhead panel. MW + CRC, DC BUS OFF and DC GEN FAULT light on the OVHD panel, 'ELEC DC 1(2)' amber message on the EWD, DC 1 and 2 OFF on the electrical SD page. MW + CRC, DC GEN FAULT + DC BUS OFF on the OVHD panel, 'ELEC DC 1 + 2' amber message on the EWD, DC BUS 1 + 2 OFF legend on electrical SD page and DC GEN FAULT amber on the electrical SD page.

It is associated on each DC generator and monitors point regulation, where the voltage is maintained constant as the load varies and provides fault detection and numerous system protection. BPCU _ Bus Power Control Unit. GCU _ Generator Control Unit. BTR _ Bus Tie Relay.

During emergency supply (both DC generator failure) and TRU inoperative DC EMER BUS and DC ESS BUS are supplied by. HOT MAIN BAT. HOT EMER BAT. Respective HOT BAT BUS.

This bus supplies non-essential loads and are supplied by the associated main DC BUS. GND HDLG BUS. UTLY BUS 1 and 2. DC Service BUS.

When DC SVCE/UTLY BUS SHED light illuminates on the OVHD panel it may mean. Load shed condition is controlled by the BPCU. A is correct, and at least one UTLY BUS is disconnected from the main DC BUS. A and B is correct, and FWS is activated.

BAT CHG Pbs and respective contractor is closed in normal operation, it opens under these conditions. Thermal runaway of battery. Under-voltage of DC MAIN BUS (<28V). A is correct, and when OVRD signal on BAT switch.

Bleed valve is pneumatically operated electrically controlled. Regardless of electrical power supply it will automatically be closed in absence air. Other conditions which lead to bleed valve closure are. BLEED OVHT and BLEED LEAK ONLY. BLEED OVHT, BLEED LEAK,ACTUATION OF FIRE HANDLE and when UPTRIM is triggered. Bleed LEAK but not BLEED OVHT. None.

During engine starting sequence. Bleed valve will be opened ONLY if it is selected ON(PB depressed in). Bleed valve will be opened EVEN if it is selected OFF(PB OUT). BLEED valve will be closed ONLY if it is selected OFF(PB OUT). BLEED valve opening is inhibited regardless of PB position.

If BLEED 1 FAULT encountered during flight, RESET unsuccessful, maximum altitude with BLEED 2 ONLY is. FL200 if OAT exceeds ISA+25. FL200 if OAT exceeds ISA+20. FL200 regardless of OAT. FL170 regardless of OAT.

Left PACK supplies cabin and cockpit with conditioned air, Right PACK supplies only to cabin. If PACK1 is inoperative then. Cockpit won’t get conditioned air. Cabin won’t get conditioned air. Either cabin or cockpit won't get conditioned air depending on AUTO or MAN mode selection. Both cockpit and cabin will be supplied through mixing chamber.

In case of BLEED LEAK or OVHT. PACK affected side will be closed automatically in both case. Only Bleed valve will be closed but not Pack valve in both case. Bleed valve will be closed in both LEAK OR/AND OVHT but PACK valve will be close only in OVHT. Bleed valve will be closed in both LEAK OR /AND OVHT but PACK valve will be closed only in LEAK.

Air cooling is performed by two ground turbofan through shut off valve or by RAM air depending on IAS, position of landing gear and engine oil low press. Incorrect position of turbofan shut off valve with respect to conditions will lead to. Bleed fault. Pack fault. Bleed or Pack fault. No indication in cockpit.

Temperature selector OVHT caution is triggered when Duct temp exceeds 92°C. in AUTO mode only. in MAN mode only. AUTO or MAN mode. C and when cabin temperature exceeds 22°C.

As soon OAT exceeds 22c and aircraft has remained exposed to direct sun pre-conditioning becomes necessary for pax comfort prior to boarding. If for any reason it hasn't possible to bring cabin temperature down to comfortable values following technique can be applied. PACK operation during taxi should be performed with high flow. Air flow should be set to NORM before takeoff and bleeds ON unless performance limited. Airflow should be selected to HIGH as soon as climb power is selected. All of the above.

If you are flying in MAN MODE (Pressurization) which of the function is /are lost. Ditch. Dump. Both. None.

When press test on AUTO PRESS displays 18800 and +8800 alternately with Fault in MAN pb. On ground only. On air only. On ground and on air. None.

What is the indication of extract fan failure in cockpit. Fault light in exhaust mode PB. Fault light on exhaust mode PB and Avionics vent fault. Fault light on exhaust mode PB and TEMP selector. No specific indication.

In ATR 72-600 which of the following is/are true regarding bleed symbol in relevant SD page. GREEN engine bleed: Bleed ON, NO fault. WHITE engine bleed: Bleed OFF,NO fault. AMBER engine BLEED : Bleed Fault. All of the above.

In ATR 72-600 regarding compartment temperature reading which of the following is TRUE. Temperature reading in CABIN SD page displays Temperature of cabin or flight deck compartment depending on selection of compartment selector toggle switch in overhead panel. Temperature reading in CABIN SD always displays temperature of cabin regardless of position of toggle switch. Temperature reading on Cabin SD always displays temperature of flight deck regardless of toggle switch selection. It always displays reading of can duct temperature.

Which of the following is true regarding display of pressurization in relevant SD page in ATR 72-600?. Cabin altitude GREEN and Target altitude Magenta in AUTO mode. Cabin altitude GREEN only in AUTO mode and Target cabin Altitude Magenta only in MAN mode. Cabin altitude GREEN only in AUTO mode and Cabin altitude GREEN as well as target altitude Magenta in MAN mode. None.

In ATR 72 600 if pressurization is being operated in MAN mode then Both cabin altitude(GREEN) and Target altitude(MAGENTA) is displayed. Target altitude will be displayed as TARGET LDG ELEVATION (MAGENTA) when. NO Landing elevation is set. When cruising at higher than FL140. When no destination is set on FMS and cruising below FL140. NONE.

Weather radar system is designed for weather impediment detection up to. 100 NM. 250 NM. 300 NM. 200 NM.

Tilt control in weather radar control panel is used to adjust the antenna pitch from. 15 degree up & 10 degree down. 10 degree up & 15 degree down. 15 degree up & 15 degree down. 10 degree up 10 degree down.

RCT activates or deactivates the REACT mode. Areas where further compensation is not possible will be displayed as. CYAN. BLACK. MAGENTA. RED.

FAULT on TERR guarded PB indicates. All BASIC modes arc lost. Some or ALL basic modes are Lost. Some enhanced modes are lost. Some or all enhanced modes are lost.

Selection of GPWS selector guarded switch to FLAP OVER position. Inhibits mode 4 alert caused by flap extension in landing configuration. Inhibits mode 4 alert caused by flap extension in climb configuration. Inhibits mode 4 alert caused by flap extension in any configuration.

TWO elevation numbers displayed in terrain display indicates. Highest & Lowest terrain in hundreds of feet. Highest & Lowest terrain in thousands of feet. Highest & Lowest terrain in thousands of feet. Highest & second highest terrain in thousands of feet.

Radio Altimeter provides information to. MFC, TCAS, AFCS & TAWS. TCAS, AFCS & TAWS only. TCAS, MFC &TAWS only. AFCS, MFC & TCAS only.

In ATR 72-600 IESI Navigation information source is. V/ILS 1. V/ILS 2. V/ILS 1 OR V/ILS 2 depending on selection. None if the above.

In ATR 72-600 is it possible to have simultaneously display of VOR information on PFD & MFD. True. False.

In ATR 72-600, how many channels. 1. 2. 3. 4.

In ATR 72-600 AUTO tuning function is available. On ground only. In flight only. In flight only when flying above 10000 feet or Trans level whichever is higher. On ground &/ or in flight.

In ATR 72-600 How are Nav frequencies displayed in VCP. Active CYAN, Stdby AMBER. Active AMBER, Stdby CYAN. Active WHITE, Stdby WHITE. Active CYAN, Stdby CYAN.

In ATR 72-600 Bearing information are shown. Only when source is V/ILS1 in FGCP. Only when source is V/ILS2 in FGCP. Only when source is FMS 1/FMS2 in FGCP. Always when selected ON regardless of source selection in FGCP.

RAD/INT SELECTOR ON neutral position (on Audio control panel). Is it possible to communicate between flight deck crews using headset. YES by depressing PTT on control wheel but it will also be transmitted to ATC. YES by selecting PTT to forward position and it will not be transmitted to ATC. NO it is not possible.

Which is recommended procedures regarding position of RAD/ INT selector while using oxygen mask. Put it on INT position and you won't hear breathing noise. Put it on Neutral position but you need to depress PTT on control wheel to communicate with other flight desk crew. Put it on Neutral position but you need to put PTT forward position to communicate with other flight deck crew to avoid breathing noise.

To make emergency to call cabin attendant from cockpit. Press the EMER CALL BUTTON ON overhead panel once. Press Normal call button ON overhead panel five times. Press Normal call button on overhead panel three times. There is no way to make EMER call from flight deck. Only cabin crew can make EMER call to flight deck.

If you press voice only key in audio control panel, voice only light illuminates Amber on audio control panel which is used to. Inhibit squelch function. Inhibit Nav receiver identification audio. Inhibit PA system. Inhibit ACARS message.

When fault is encountered in audio SEL PB, By releasing the affected PB(ALT) affected station can be directly connected to VHF1 OR VHF2 depending on station affected. Only PA can't be used anymore on affected side. Only interphone function side. Other VHF can't be used any longer on affected side. PA, Interphone and other VHF can't be used any longer on affected side.

Which is true regarding EMER LOC XMTER. When IN auto position, transmission is made automatically when deceleration exceeds 5gs. TEST must not be performed in manual mode. Mechanical horn will be generated when A/C is on ground electrically supplied when emergency beacon is triggered for more than 30 sec. All of the above.

TCAS _TA' triggers when the intruder is. Within 6 NM and plus minus 1200 feet. With 12 NM and plus minus 600 feet. Within 20 to 48 sec from collision area. 3 min from collision area.

Which is true regarding TCAS. All aural alerts are inhibited below 1100 feet AGL when A/C is climbing. All aural alerts are inhibited below 900 feet AGL when A/C is descending. Both a and b are correct. Both a and b are incorrect.

RA _increase climb' on TCAS is inhibited in. ICING condition regardless of aircraft configuration and altitude. ICING condition depending in A/C configuration and altitude. NEVER.

How many RMS are in ATR 72-600. 1. 2. 3. 4.

In ATR 72-600, RMS radio management system handles. Radio communication, radio navigation but not TCAS/XPONDER. Radio communication ,TCAS/XPONDER but not radio navigation. Radio communication, radio navigation and TCAS/XPONDER. Radio communication only.

In ATR 72-600 IESI displays. VHF1 frequency. VHF 2 frequency. VHF 1 OR VHF2 depending on pilots selection. NO VHF frequencies are displayed.

In ATR 72-600 EMERGENCY XPDR code 7700 can be set. By using MCP. By using MCDU ( type 7700 on scratch pad and insert on communication page). By pressing EMER using LSK XPNDER page in MCDU. ALL OF THE ABOVE.

In ATR 72-600, VHF EMITTING amber message triggers on EWD with MC+SC when. VHF is emitting for more than 30 sec. VHF is emitting for more than 29 sec. VHF is emitting for more than 25 sec. VHF is emitting for more than 20 sec.

In ATR 72-600 which caution is generated when XPDR fault is detected. MC+ SCT + XPDR ON EWD. MC,SC,XPDER ON EWD, Amber display on VCP PAGE. B and AMBER FAIL OR communication page of MCDU. There will be no caution message generated.

for single DC GEN operation, FL is limited to. FL200 regardless of OAT. FL 200 if OAT exceeds ISA+25. FL200 if ISA exceeds OAT+25. FL250 if OAT exceeds ISA+20.

after performing load shedding for weak GPU operation if DC EXT PWR Voltage on lateral panel shows 27 V then. GPU is completely unusable. GPU may be used for ground operation to maintain battery but not usable for engine start. GPU may be used for ground operation as well as engine start. None of the above are correct.

After starting one engine using GPU ,When NH reaches 61.5% DC starter generator acts as generator and. It supplies the DC power to network provided EXT PWR is deselected. EXT PWR will still supply power to DC network if it is not deselected even though NH reaches 61.5%. GEN will provide DC PWR regardless of GPU selected ON or OFF. BOTH a and b are correct.

DC BTC PB Controls connection and isolation of. DC BUS1 and DC BUS2 only. DC BUS1 &DC BUS2 AND AC BUS1&AC BUS2. AC BUS1 and AC BUS2 only. DC BUS1 &DC BUS2 as well as ACWBUS1 & ACW BUS2.

DC EXT PWR AVAIL BUT NOT ON, BATT switch to OFF. Cargo door operation will drain the main battery if DC SVC in CABIN ATTENDANT panel is ON. Cargo door operation will drain the main battery if DC SVC in CABIN ATTENDANT panel is SHED. Cargo door operation will drain the main battery regardless of position of DC SVC in CABIN ATTENDANT panel. DC SVC bus is supplied by EMER battery.

Toilet Flush is supplied by DC Service BUS, Toilet can be flushed with. Battery power only, No GPU connected. Battery ON, GPU AVAIL BUT NOT ON, DC GND SVC BUS in cabin attendant panel ON. Battery ON,GPU AVAIL BUT NOT ON. BATTERY ON ,GPU AVAIL BUT NOT ON regardless of position of GND SVC BUS in cabin attendant panel.

BPCU provides protection for overvoltage, undervoltage , incorrect polarity for EXT PWR. For EXT PWR AVAIL illuminates green in EXT PWR PB when. GPU connected and EXT PWR PB OUT only. GPU connected EXT PB IN OR OUT. GPU connected and EXT PB IN only. None.

Aircraft on air encountered DUAL DC GEN loss, When TRU comes online. DC BUS1, DC BUS2, DC STDBY BUS,DC ESS BUS and DC EMER BUS are supplied. DC ESS BUS, DC EMER BUS,DC STDBY BUS, GRND HANDLING BUS are supplied. DC ESS BUS,DC EMER BUS, DC STDBY BUS and DC SVC BUS are supplied. DC ESS BUS,DC EMER BUS and DC STDBY BUS are supplied.

LH Stick shaker and stick pusher is powered by DC BUS1 and RH Stick shaker is powered by DC BUS2.In case of DUAL DC GEN loss which of the following function is/are lost. Only Stick pusher function is lost. RH stick shaker is lost but LH stick shaker is operative. RH stick shaker is operative but LH stick shaker is lost. Neither stick shaker nor stick pusher function is available.

both LOOP A and LOOP b are powered by DC EMER BUS. Both LOOP functioning properly in case of DUAL GEN loss. FIRE Detection is available only if TRU is selected ON. FIRE Detection is available only with battery toggle switch to OVRD position. FIRE Detection is available only when OVRD PB in DC ELCETRICAL OVERHEAD PANEL. FIRE Detection is available as long as DC EMER battery is capable of supplying electrical power.

which of following BUSES are supplied when TRU is selected on. DC BUS1 ,DC EMER BUS, DC STDBY BUS,INV1, DC ESS BUS. DC BUS2, DC EMER BUS,DC STDBY BUS,INV1,DC ESS BUS. DC EMER BUS, DC STDBY BUS,INV2, DC ESS BUS. DC EMER BUS,DC STDBY BUS,INV1,DC ESS BUS.

In case of MAN BATTERY OVHT with main BAT CHG FAULT what happens to the busses powered by that battery?. HOT MAIN BAT BUS is lost, DC ESS BUS is powered by DC BUS1. HOT MAIN BAT BUS and DC ESS BUS are powered by DC BUS1. HOT MAIN BAT BUS and DC ESS BUS are automatically transferred to EMER BAT. HOT MAIN BAT BUS and DC ESS BUS are powered by DC BUS 2.

Where can you check the battery voltage in ATR 72-600. LH lateral maintenance panel only. LH lateral maintenance panel and relevant SD page only. LH lateral maintenance panel,relevant SD page and overhead panel. LH lateral maintenance panel and overhead panel only.

In ATR 72-600, UNDV LIGHT illuminates to indicate DC STDBY BUS voltage is below 19.5V then OVRD may be used as necessary by pressing OVRD PB. OVRD illuminates GREEN in OVRD PB and OVRD CYAN illuminates in ELEC SD page. OVRD GREEN illuminates in OVRD PB and OVRD GREEN illuminates in ELEC SD page. OVRD illuminates CYAN in OVRD PB and OVRD GREEN illuminates in ELEC SD page. OVRD illuminates WHITE in OVRD PB and OVRD AMBER illuminates in ELEC SD page.

In ATR 72-600 when battery is being discharged FWS generates ELECT BATT DISCHARGE will appear in EWD and respective. Amber arrow illuminates in overhead panel. a. and amber arrow illuminates in ELEC SD page. b . and DC AMP indicator in overhead panel discharge of selected battery. None.

Which is true. Fuel quantity displayed in fuel quantity indicator is only usable fuel. Fuel quantity displayed is fuel quantity indicator is total (usable plus unusable) fuel. Lo LVL light illuminates when Fuel on each tank < 200kg (160 L). Both a & c are correct.

When can accurate fuel quantity readings be made on ground. A/C static fuel pump running for more than 4 min. A/C taxing, fuel pump running for more than 4 min. A/C static, fuel pump ON or OFF. Just after refuelling is completed with fuel pump OFF.

Fuel pump PB controls. Electrical pump only. Electrical pump & motive flow valves. Electrical pump & engine fed jet pump. Electrical fuel pump & LP valve.

Which of the following statement is true?. Each electrical pump is able to supply one engine in whole flight envelope. One electrical pump & associated jet pump are able to supply both engine in whole flight envelope. Both are correct. None.

When condition lever is brought from FTR to FSO position it closes. HP valve only on ground & inflight. HP valve and LP valve on ground and inflight. HP valve inflight and LP valve on ground. HP valve on ground and LP valve inflight.

FEED LO PR light illuminates when fuel delivery pressure is less than 4 psi. In flight if you encounter FEED LO PR. Pump failure. Fuel starvation. pump failure and or fuel starvation. cross feed is automatically inhibited.

NO 1 FUEL TANK has both electrical and jet pump running NO 2 Tank has both pumpfailed, is it possible to perform X-feed. Yes. No. No & flow Will not illuminate steady. Yes & no flow bar illuminated.

JET PUMP IS ACTIVATED BY. HP Fuel from electrical pump. HP fuel from engine HMU. Both a & b are correct.

FUEL RECEIPT shows a/c is refuelled with 1500L. How many kilograms of fuel refuelled. (Specific gravity 0.785). 1178 kg. 1910 kg. 1500 kg. 2500 kg.

During fuel cross feed flow bar in cross feed PB illuminates green. But during transient phase (opening or closing) flow bar is extinguished. Permanent extinguishing of flow bar indicated. Valve fault. Electrical pump failure. Jet pump failure. All of the above.

In ATR 72-600 FUEL MISMATCH caution is triggered when. Fuel quantity computed by FMS and Fuel quantity processed by FCU is greater than 200 kg during more than 10 sec in flight and 60 sec on ground. Fuel quantity computed by FMS and Fuel quantity processed by FCU is greater than 160 kg during more than 10 secon ground and 60 sec in flight. Fuel quantity computed by FMS and Fuel quantity processed by FCU is greater than 200 kg during more than 10 sec on ground and 60 sec in flight. As soon as Fuel quantity computed by FMS and Fuel quantity processed by FCU is greater than 200 kg on ground or in flight regardless of time.

In ATR 72-600, fuel temperature measuring device is installed in left feeder compartment, the temperature measured is displayed in. Relevant SD page only. OVHD panel only. Both OVHEAD panel and SD page. OVHEAD panel SD page & LH lateral maintenance panel.

in ATR 72-600 X-feed indication is displayed in MEMO PANEL BY CYAN X FEED LIGHT IN NORMAL OPERATION ( if correct X feed procedure is applied). What will be the indication if X FEED on and both fuel pumps are OFF. X FEED IN MEMO PANEL STEADY AMBER. X FEED IN MEMO PANEL FLASHING AMBER. X FEED IN MEMO PANEL STEADY CYAN. X FEED IN MEMO PANEL FLASHING CYAN.

In ATR 72-600, in which of the following SD page Refuelling information is provided. Fuel SD page. CABIN SD page. Electrical SD page.

WHERE IS THE REFUEL/DEFUEL PANEL?. RH main landing gear fairing. LH main landing gear fairing. Below captain's window.

WHAT POWER SOURCE SUPPLIES THE REFUEL/DEFUEL PANEL?. DC SVCE BUS. DC GROUND HANDLING TRANSFER BUS. DC BUS 1 from HOT MAIN BAT BUS.

WITH THE BAT SWITCH OFF AND NO EXTERNAL POWER, WHAT IS REQUIRED TO POWER THE REFUEL/DEFUEL SYSTEM?. Turn the BAT SW ON. DC SVCE BUS push-button, on the cabin attendant panel. Open the refuel/defuel panel door.

REFUEL/DEFUEL SYSTEM. In case of FQI failure detection, the high level is achieved by a level sensor installed at the bottom of each surge tank. The wing tanks can also be refueled by gravity. The system may be use to defuel the A/C by applying a 0.77 BAR (11 PSI) suction to the connector and opening the tank refuel valves. A + B + C are correct.

WITH THE REFUEL/DEFUEL PANEL MODE SELECTOR SWITCH AT REFUEL POSITION, HOW ARE THE REFUEL VALVES OPERATED?. By automatic logic if the refuel valves switches are set on NORM. By manual selection of the refuel valves switches to OPEN or SHUT. A + B are possible.

HOW MANY MAGNETIC LEVEL INDICATORS ARE LOCATED AT THE BOTTOM OF EACH FUEL TANK?. One. Two. There is no magnetic level indicator in fuel tank.

FUEL QUANTITY INDICATORS DISPLAY. Fuel mass remaining on board. Total consumption since engines start. Fuel volume remaining on board.

THE ELECTRICAL PUMP AND THE JET PUMP ARE LOCATED. Both in a feeder compartment, to avoid uncovering the pumps in case of vertical or lateral loads. Both in each main wing tank, lower position. Electrical pump in lower position, jet pump in upper position of the main wing tank.

ENGINE FEED DESCRIPTION. Neither the electrical pump nor the jet pump can circulate fuel in reverse direction through the other. EXCESS FLOW (fuel not able to flow through the LP VALVE towards the HMU) from either the electrical pump or jet pump, returns to an inlet supplying the feeder compartment insuring that it is always full. A and B are correct.

IN NORMAL OPERATION, THE ELECTRICAL PUMP IN EACH TANK IS USED ONLY TO. Start the engine, which pressurizes the jet pump via its HMU HP fuel pump for subsequent pressurization of the fuel system. Pressurize the jet pump, which pressurizes the fuel system for engine start and subsequent normal operation. Provide the additional flow required for take-off, since the jet pump alone is incapable of maintaining such a high rate of flow.

THE TWO FUEL PUMP PUSH-BUTTONS CONTROL WHICH OF THE FOLLOWING?. Automatic starting and stopping function of the related electrical pump when selected in (depressed). Closure of the related motive flow valve, thus shut-off of the related jet pump when selected OFF (released). A + B are correct.

THE ELECTRICAL PUMP NORMALLY RUNS ANYTIME THE RELATED PUMP PB IS IN (DEPRESSED) AND: Return pressure from the HMU is below 5 PSI (500mb). During crossfeed operation, X-FEED push-button IN (depressed). Both A and B are correct.

WHEN DOES THE 'MOTIVE FLOW VALVE' OPEN?. Anytime the related PUMP PUSH-BUTTON is IN (depressed). Anytime the related PUMP PUSH-BUTTON is IN (depressed), and pressure from the HMU is sufficient to open it. Whenever the electric pump is weak.

JET PUMP IS ACTIVATED BY. HP fuel from electrical pump. HP fuel from engine HMU. Both A and B are correct.

IN THE WHOLE FLIGHT ENVELOPE, HOW MANY ENGINES CAN ONLY ONE ELECTRIC FUEL PUMP SUPPLY. Only one. Both engines. Jet pump supply is necessary for take-off.

JET PUMP FAILURE IS DETECTED BY: Illumination of FEED LO PR and CCAS activation. Illumination of RUN green light in the related electrical fuel pump PUSH-BUTION. A + B are correct.

ENGINE RUNNING, THE ILLUMINATED LIGHT 'FEED LO PR' ASSOCIATED WITH 'CCAS' ACTIVATION CAN MEANS: Pressure drops below 4 PSI or fuel starvation. Electrical pump failure. Jet pump failure.

TO FEED ENGINE N1 WITH TANK N2, LH AND RH FUEL PUMPS RUNNING, YOU MUST: Open the crossfeed valve only. Open the crossfeed valve, and select engine n1 FUEL PUMP PB OFF. Select engine n1 FUEL PUMP PB OFF, and open the crossfeed valve.

DURING CROSSFEED OPERATION, HOW MANY PUMPS ARE RUNNING. One, the jet pump in the side with the most fuel. Two, elect. and jet pumps on the side with the most fuel. Three, both electrical pumps and the jet pump on the side with the most fuel.

IF NO GREEN 'FLOW BAR' IS VISBLE IN THE 'X-FEED' PUSH-BUTION, WHAT DOES IT MEAN. Crossfeed valve is closed. Crossfeed valve is open, but no fuel is being transferred. Crossfeed valve is in transit, or a fault exist.

HOW IS THE 'LP VALVE' AT THE OUTLET OF EACH TANK CONTROLLED?. Mechanically by the related fire handle. Electrically by the related fire handle (DC BUS 1 or 2 for the motor 1, DC EMER BUS or HOT EMER BAT BUS for the motor 2). By the related CONDITION LEVER.

PACK VALVES FUNCTIONS ARE: Air pressure control only. Shut off, pressure control and hence flow control. Shut off, flow control, and temperature control.

PACKS PUSH-BUTTON 'ON', MEANS THAT. Pack valve is fully open in all the cases. Pack valve is opened if the opening conditions are met or encountered. Pack valve regulates pressure and airflow in all the cases.

AIR CONDITIONING PACKS ARE INSTALLED: Both in the left landing gear fairing. Both in. the RH landing gear fairing. One each landing gear fairing.

WHICH PACK IS THE PRIMARY SUPPLIER OF COCKPIT AIR?. LEFT. RIGHT. There is no priority.

WHAT HAPPENS TO EXCESS AIR FROM THE LEFT PACK?. It is vented overboard. It is used to supply the cabin. It is used for cargo ventilation.

WHAT IS THE ELECTRICAL POWER SUPPLY FOR THE PACKS?. DC ESS BUS. DC BUS 1 and 2. ACW BUS 1 and 2.

PACK VALVES ARE. Electrically operated and electrically controlled. Pneumatically operated and pneumatically controlled. Pneumatically operated and electrically controlled.

AIR FLOW LEVEL IS CONTROLLED. Automatically, according to the bleed air pressure. Manually, by a single NORMAL/HIGH push-button. A + B are correct.

THE SELECTION OF AIRFLOW 'NORMAL/HIGH' FROM PACKS IS: Automatic, depending of PL position. Automatic, depending of cabin air temperature. Manual, in any case.

WHAT HAPPENS WHEN THE 'PACK FLOW' PUSH-BUTTON IS 'IN', HIGH ILLUMINATES. The recirculation fans start (if the PB are depressed). The recirculation fans continue to run, but at higher speed. Both pack valves are controlled to allow a higher regulated pressure (30 instead of 22 PSI).

PROVIDED THAT THE RELATIVE PACK VALVES ARE NOT CLOSED, THE COOLING FANS ARE RUNNING: Automatically, on ground. Automatically, in flight speed below 150Kts and landing gear is retracted for less than 10 minutes. A + B are correct.

THE COMPT TEMPERATURE SELECTOR: When in manual, the TEMP CTL VALVE is directly controlled by the COMP TEMP SELECTOR. When in auto, the TEMP CTL VALVE is controlled by the COMP TEMP SELECTOR through the ELECTRONIC TEMP CONTROLLER. A + B are correct.

WITH THE TEMP SEL PUSH.BUTTON IN AUTO, THE ELECTRONIC TEMPERATURE CONTROLLER COMPUTES TEMPERATURE CONTROL VALVE POSITION TAKING IN TO ACCOUNT: Zone temperature demand only. (COMP TEMP SELECTOR position). Duct outlet temperature and associated compartment temperature only. Both of the above plus A/C skin temperature.

THE COMPT TEMPERATURE SELECTOR IS OPERATIVE. In automatic mode. In manual mode. In both cases.

TEMP SELECTOR PB IN MANUAL MODE: Overheat alarm is inhibited. Overheat alarm is not inhibited. Overheat alarm depends on temperature control selector position.

THE 'COMPT TEMP' INDICATOR DISPLAYS: Only the compartment temperature of the selected side. The pack and duct temperatures of the selected side. The compartment and duct temperatures of the selected side.

THE RECIRCULATION FANS: Are used to improve cooling of heat exchanger on the ground. Are used to increase pack valve airflow when in HIGH MODE. Are used to recirculate a part of the cabin air, to increase fresh air supply.

ON GROUND, THE AIR SUPPLIED TO THE AIR CONDITIONING SYSTEM MAY COME FROM: Engines only. Right engine in HOTEL MODE only. Engines or a ground conditioning unit.

PACK VALVE FAULT MEANS: Actual valve positions disagree with the selected position. Overheat downstream of the compressor (T +204°C\393°F). A + B are correct.

IF A PACK VALVE IS CLOSED OR INOPERATIVE. Hot air is still available from that pack via the TEMP CONTROL VALVE. The other pack supplies both compartments (cockpit, cabin) through the mixing chamber. The other pack supplies both compartments via PNEUMATIC CROSSFEED.

WHEN THE BLEED VALVES ARE SELECTED 'ON' PACK VALVE PB PRESSED IN: Both pack valves open immediately. Pack 1 valve opens immediately; pack 2 valve opens after 6sec. delay. Both pack valves open after 10s delay.

IF THE RELATED ELECTRICAL SUPPLY (OR AIRFLOW) IS LOST, THE PACK VALVES. Remain in the last position. Are spring-loaded closed. Go in full open position.

IN CASE OF PACK OVERHEAT DOWNSTREAM OF THE COMPRESSOR. The pack valve on the faulty side closes. Both pack valves close. No pack valve closes.

IN CASE OF DUCT OVERHEAT DOWNSTREAM OF THE MIXING CHAMBER. The pack valve on the faulty side closes. Both pack valves close. No pack valve closes.

TEMP SELECTOR OVHT CAUTION IS TRIGGERED WHEN: Duct temperature exceeds 92°C. Cabin temperature exceeds 35°C. Compressor temperature exceeds 204°C.

WHAT IS THE MEANING OF A RECIRCULATION FAN 'FAULT' LIGHT?. Fan RPM too low only. Fan motor overheats only. A + B are correct.

BLEED VALVE PB OFF, PACK VALVE PB IN: The pack valve automatically closes and button pops out. Pack valve is closed but FAULT it is inhibited. Pack valve is open and FAULT is illuminated.

HOW MANY OUTFLOW VALVES ARE THERE?. Two: one electro-pneumatic and one pneumatic outflow valves. Two electro-pneumatic outflow valves. Two pneumatic outflow valves.

THE PNEUMATIC OUTFLOW VALVE. Is always slaved to the electro-pneumatic outflow valve. Operates in manual mode only. Is slaved to the electro-pneumatic outflow valve in automatic mode only.

IN NORMAL OPERATION, WITHOUT FAILURE, THE DIGITAL CONTROLLER USES AS REFERENCE THE AIRCRAFT STATIC AIR PRESURE GENERATED BY: ADC 1 and CM 1 altimeter BARO setting. ADC 2 and CM 1 altimeter BARO setting. ADC 1 and 1013 HPa.

IF AUTOMATIC PRESSURIZATION CONTROL IS DESIRED, IN WHICH POSITION SHOULD THE 'MAN RATE KNOB' BE PLACE. NORM. AUTO. 9 o'clock position.

WHAT DO YOU SET IN 'AUTO PRESS PANEL' BEFORE EACH FLIGHT?. Departing airport field elevation, using QNH or zero if using QFE. Landing airport field pressure altitude. Landing airport field elevation, using QNH or zero if using QFE.

HOW HIGH ABOVE TAKE OFF ELEVATION CAN THE AIRCRAFT BE OPERATED WITHOUT CANCELING THE 'AUTOMATIC RETURN' FEATURE?. 500 feet above landing field elevation. 2 500 feet on QNE (1013). 3 500 feet above take off field elevation.

THE MAX CABIN RATE OF CLIMB, UP TO 20000 FT IN AUTO MODE IS: +550 ft/min. +400 ft/min. +500 ft/min.

WHAT IS THE MAXIMUM CABIN DIFFERENTIAL PRESSURE?. Positive 6.35 PSI, limited by a manometric capsule. Negative 0.5 PSI, limited by a non return valve. A + B are correct.

WHAT IS THE MAXIMUM CABIN ALTITUDE (FL250 DIFF. PRESS. 6 PSI)?. 10 000 ft. 6740 ft. 7640 ft.

HOW IS THE SYSTEM PROTECTED AGAINST EXCEEDING THE MAXIMUM CABIN. Both outflow valves incorporate an electrically driven torque motor designed to fully open the valve. Both outflow valves incorporate a manometric capsule (aneroid) to hold the valve open sufficiently to prevent overpressure. Only the electro-pneumatic valve incorporates a manometric capsule to hold the valve open sufficiently to prevent overpressure.

IN AUTO, WHAT IS THE HIGHEST CABIN RATE OF DESCENT AVAILABLE WITH THE DESCENT RATE PUSH- BUTTON RELEASED (NORM)?. -400 ft/min. -500 ft/min. -550 ft/min.

IN AUTO, WHAT IS THE HIGHEST CABIN RATE OF DESCENT AVAILABLE WITH THE DESCENT RATE PB DEPRESSED (FAST)?. -400 ft/min. -500 ft/min. -550 ft/min.

BEFORE LANDING TO AVOID A CABIN PRESSURE BUMP AT TOUCH DOWN, THE CABIN ALTITUDE IS AUTOMATICALLY MAINTAINED AT 300 IT BELOW: Aircraft altitude. Theoretical cabin altitude. Selected landing elevation.

AFTER LANDING, THE CABIN DEPRESSURIZATION RATE IS: +450 ft/min. +550 ft/min. +300 ft/min.

IN CASE OF 'ADC 1' FAILURE, THE DIGITAL CONTROLLER USES AS REFERENCE AIRCRAFT STATIC AIR PRESSURE GENERATED BY: ADC 2 and CM 1 altimeter BARO setting. ADC 2 and CM 2 altimeter BARO setting. ADC 2 and 1013 HPa.

WHAT IS THE CORRECT WAY TO SWITCH FROM AUTOMATIC TO MANUAL OPERATION?. Select MAN the CABIN PRESS PB turn the MAN RATE KNOB to 9 o'clock position and operate the MAN RATE KNOB as required. Turn the MAN RATE KNOB to 9 o'clock position, select MAN the CABIN PRESS PB and operate the MAN RATE KNOB as required. Select MAN the CABIN PRESS PB and operate the MAN RATE KNOB as required.

IN 'MAN MODE', WHAT IS THE HIGHEST CABIN RATE OF DESCENT AND CLIMB AVAILABLE?. -1500 ft/min; +2500 ft/min. -2500 ft/min; +1500 ft/min. -500 ft/min; +1000 ft/min.

WHAT IS THE CORRECT WAY TO SWITCH FROM MANUAL TO AUTOMATIC OPERATION?. Select to AUTO MODE the CABIN PRESS PB and turn the MAN RATE KNOB smoothly to normal position. Turn the MAN RATE KNOB to NORM position and select to AUTO MODE the CABIN PRESS PB. It is not possible.

WHAT HAPPENS IN CASE OF LOSS OF ELECTRICAL SUPPLY TO THE –DIGITAL CONTROLLER”, IN AUTOMATIC MODE?. Both outflow valves remain in the last position. Both outflow valves go to full open. Both outflow valves go to full open.

IN CASE OF TOTAL DC ELECTRICAL POWER LOST: AUTO PRESS mode is lost. MANUAL PRESS mode and CABIN PRESS IND are still available. A. + B are correct.

WHEN IS THE 'DUMP' FUNCTION AVAILABLE?. On ground only, MAN or AUTO PRESS mode. It only works in AUTO PRESS mode. It only works in AUTO PRESS mode, if differential pressure is below 1 PSI.

HOW MANY OUTFLOW VALVES ARE OPENED IN 'DUMP' FUNCTION?. Only the pneumatic valve. Only the electro-pneumatic valve. Both.

SELECTING THE 'DITCH MODE' WITH THE 'DITCH PB': Two electrical motors maintain both outflow valves in closed position, regardless of AUTO or MANUAL PRESS mode use. In addition to the white light on DITCH PB, MASTER CAUTION flashes amber and AIR amber light illuminates on CAP. A + B are correct.

HOTEL MODE NORMAL OPERATION, THE VENTILATION PANEL BEING IN AUTO CONFIGURATION: The OVBD valve is closed, the UIF valve is opened. The OVBD valve is opened, the UIF valve is closed. Both valves are opened.

THE OVERBOARD VALVE POSITION CAN BE SELECTED MANUALLY, USING –OVBD VALVE'OVERRIDE CTL SWITCH: After AUTO mode failure. On ground for cold days use, in order to accelerate cabin heating selecting full close position. A + B are correct.

WHEN LH ENGINE START SEQUENCE IS INITIATED: Extract fan stops during 10 seconds. Extract fan stops during 120 seconds, to avoid pressure shocks, and exhaust mode FAULT illuminates. Extract fan stops during 120 seconds, to avoid pressure shocks, and exhaust mode FAULT doesn't illuminate.

THE OVBD VALVE CTL SWITCH ON AUTO, THE OVBD VALVE POSITION IS FUNCTION OF. The exhaust mode PB position. The aircraft condition (flight or ground, ENG 1 running or not). A + B are correct.

WHEN SHOULD THE AVIONICS VENT SYSTEM EXTRACT FAN STOP?. For 120 seconds after ENG I start. When OVBD is selected on the EXHAUST MODE PB. A + B are correct.

AIRCRAFT IN FLIGHT, OR ON GROUND TWO ENGINES RUNNING, WHAT ARE THE NORMAL POSITIONS OF THE –OVBD'AND –UNDERFLOOR VALVES?. OVBD fully closed, UNDERFLOOR fully closed. OVBD fully closed, UNDERFLOOR fully open. OVBD fully open, UNDERFLOOR fully closed.

PB 'IS ON –OVBD”, ACTING ON THE –OVBD'VALVE CONTROL SWITCH: You can change the position of the valve. You cannot change the position of the valve. You can only open the valve.

–EXHAUST MODE'FAULT PB IS ILLUMINATED IN CASE OF: OVBD valve position disagreement with associated control. Fan failure or over temperature and CCAS is activated. U/F valve position disagrees with associated control.

WHEN SHOULD THE EXHAUST MODE PB BE SET ON –OVBD”?. In case of an extract fan failure on ground. In case of an extract fan failure in flight. For all ground operations.

IN FLIGHT WITH AN EXTRACT FAN FAILURE, AVIONICS VENTILATION CAN BE PERFORMED BY SELECTING – OVBD'EXHAUST MODE PUSH-BUTTON: This assertion is correct, regardless of the OVBD valve position. Correct assertion, providing the OVBD valve is on auto position. Correct assertion, providing differential pressure is below 1 PSI.

IN FLIGHT, THE EXHAUST MODE PB ON –OVBD'POSITION, AND THE CONTROL SWITCH ON –AUTO'MODE. Extract fan is off, U/F valve is close, OVBD valve is partially open. Extract fan is off, U/F valve is partially close, OVBD valve is partially open. Extract fan is on, U/F valve is close, OVBD valve is partially open.

ILLUMINATION OF THE AVIONICS VENT PANEL EXHAUST MODE PUSH-BUTTON –OVBD'LIGHT, CAUSES THE GROUND MECHANIC CALL HORN TO SOUND: Always on ground. When differential pressure is < 1 PSI. On ground and in flight.

ON THE AVIONICS VENT PANEL, THE –FAULT'LIGHT ILLUMINATES AMBER WHEN: On ground engine 1 not running, OVBD valve is not fully open, (except with OVBD VALVE on full close position). In flight or on ground 2 engines running, OVBD valve is not fully close, (except with OVBD VALVE on full open position). There is any disagreement between the valve and the switch. A + B + C are correct.

WHAT IS THE MAX DIFF. PRESS. ALLOWED TO SELECT THE –OVBD VALVE'TO FULL OPEN POSITION?. 1 PSI. .5 PSI. 2 PSI.

UNDERFLOOR AND OVBD VALVES ARE FULLY OPEN. THIS IS A POSSIBLE NORMAL CONFIGURATION. Yes. No. Yes on ground only.

AVIONICS VENT PANEL, FAULT ILLUMINATED MEANS. On ground engine 1 not running, OVBD valve is not fully open. On ground or in flight, 2 engines running, OVBD valve not fully closed. A + B are correct.

THE OVBD VALVE IS SET TO FULL CLOSE. To accelerate cabin heating on ground during cold days. During passenger boarding, until door is closed and engine 1 has been started (if no cockpit communication hatch). A + B are correct.

THE DC GND HDLG XFR BUS CAN BE POWERED BY: HOT MAIN BAT BUS on the ground only (with the battery switch ON or even OFF, if certain doors or panels are open). HOT MAIN BAT BUS on the ground or in flight (with the battery switch ON, or even OFF, if certain doors or panels are open). External power.

BAT SW SELECTOR OFF, NO ENGINE RUNNING MEANS THAT: Batteries are isolated from their respective HOT BAT BUSSES. DC ESS BUS, DC STBY BUS, INV 1 and AC STBY BUS are isolated from the HOT MAIN BAT BUS. DC EMER BUS is isolated from the HOT EMER BAT BUS. B and C are correct.

NO EXTERNAL POWER, NO ENGINE RUNNING, AND BAT SW OFF, WHICH ITEMS DOES THE DC GND HDLG XFR BUS POWER: Refuel and defuel system, cargo door and cockpit/cabin entrance lighting (2 minutes when selected with the main door open). The DC auxiliary hydraulic pump, via pedestal push button(PB). A + B are correct.

BAT SW SELECTED ON, NO ENGINE RUNNING, ALLOWS: The complete DC and ACW systems supply for ground operation. Only the complete DC system supply for ground operation. EXT PWR operation, or a reduced DC supply for a quick Preliminary Cockpit Preparation in order to start the right engine in HOTEL MODE.

THE NORMAL VOLTAGE READING FOR A BATTERY IS: For a battery without load 25-28 Volt. For a battery under load 23-28 Volt. 115 V (+1- 4 V). A and B are correct.

WHAT ARE THE CAPACITIES OF THE BATTERIES?. MAIN BAT 24 V /43 Ah, EMER BAT 24 V /15 Ah. MAIN BAT 28.5 V /43 Ah, EMER BAT 28.5 V /15 Ah. Both batteries 24 V I 43 Ah.

A/C ON GROUND, 'EXTPWR' LIGHT 'AVAIL' ILLUMINATED, TO POWER THE DC DISTRIBUTION SYSTEM YOU MUST: THE DC DISTRIBUTION SYSTEM YOU MUST:. Reset the DC GEN 1 and DC GEN 2. Place BAT SW selector ON and press the EXT PWR PB.

THE DC SVCE BUS CAN BE POWERED BY?. Battery only by pressing the DC SVCE UTL Y BUS push-button in the cockpit and on the cabin attendant panel. DC EXT PWR, only the DC SVCE push-button on the cabin attendant panel has control, even with BAT. SW OFF. DC BUS 1 if the DC SVCE/UTLY BUS push-buttons in the cockpit and on the cabin attendant panel are ON. B and C are correct.

HOW MANY BUS TIE CONTACTORS (BTC) AND BUS TIE RELAY (BTR), ARE CONTROLLED BY THE MAIN ELEC. PWR PANEL 'BTC' PUSH-BUTTON?. One, between DC BUS 1 and DC BUS 2. One, between AC BUS 1 and AC BUS 2. Two, one between DC BUS 1 and DC BUS 2; one between AC BUS 1 and AC BUS 2.

A/C ON GROUND, DC EXT PWR ON, DC BTC ON 'ISOL': DC BUS 1 and DC BUS 2 are isolated. DC BUS 2 and AC BUS 2 are Isolated. Batteries are isolated from their DC ESS/DC EMER BUS.

WHEN THE DC GENERATOR IS FUNCTIONING AS A STARTER DURING A BATTERY START: It is electrically supplied by the HOT MAIN BAT BUS and controlled from the DC ESS BUS. It is electrically supplied from the DC EMER BUS by the HOT EMER BAT BUS. It is electrically supplied from the DC BUS 1 or DC BUS 2.

WHAT IS THE FUNCTION OF THE EMER BAT WHILE THE ENG START ROTARY SELECTOR IS SET TO START OR CRANK?. During a battery start only, it provides backup starter power if the MAIN BAT is weak. During a battery start or when using the opposite GEN for a cross-start (on ground only), it provides backup starter power if the MAIN BAT is weak. It provides positive power to protect critical items from power transient. It never powers the starters.

ONCE THE STARTER GENERATOR HAS STARTED THE ENGINE, IT OPERATES IN THE GENERATOR MODE WHEN PASSING: NH 35 %. NH 61.5 %. NH 70 %.

WHAT IS THE NOMINAL VOLTAGE OF THE DC GENERATORS?. 115 Volts. 26 Volts. 30 Volts.

A/C ON GROUND, ENGINES RUNNING, DC EXT PWR AVAILABLE AND ON LINE: DC EXT PWR has no priority over ENG DC GEN. DC EXT PWR has priority over ENG DC GEN. The first on line has priority.

ASSUMING NORMAL OPERATION IN FLIGHT, HOW IS THE CONSTANT AC PWR FREQUENCY OBTAINED: From each ACW GEN. From DC busses through two inverters. Directly from the batteries.

ASSUMING NORMAL OPERATION IN FLIGHT, WHEN ARE THE HOT EMER BUS AND HOT MAIN BAT BUS CONNECTED TO THEIR RESPECTIVE BATTERIES?. Always. Only in case of both DC GEN failure. Never.

ASSUMING NORMAL OPERATION IN FLIGHT, WHEN ARE THE DC EMER BUS AND DC ESS BUS CONNECTED TO THE DC BUS 1 AND/OR DC BUS 2?. Always directly. Only when the respective battery needs charging. Always through BAT CHG and its respective HOT EMER or HOT MAIN BAT BUS.

INVERTER 1 NORMALLY SUPPLIES?. AC BUS 1 only. AC BUS 1 and AC STBY BUS. AC BUS 1 and AC BUS 2 in the event of both DC BUS power lost.

DC SVCE AND UTILITY BUS SHED AMBER LIGHT COMES ON WHEN: UTILITY BUS 1 and UTILITY BUS 2 are shed. At least one UTILITY BUS is disconnected from associated main DC BUS. The corresponding DC SVCE and UTILITY BUS push-button is switched off.

THE 'EMER BAT CHG' FAULT LIGHT COMES ON WHEN: Battery overheat, detected by MFC (automatic disconnection). A failure of the charge contactor. A + B are correct.

FOLLOWING AN INVERTER FAILURE, 'INV' LIGHT ILLUMINATED: Associated AC BUS is lost. Associated AC BUS is supplied through the AC STBY BUS. Associated AC BUS is supplied through the AC BTR by the other INVERTER.

IN CASE OF MAIN BAT OVHT WITH MAIN BAT CHG FAULT LIGHT ON, WHAT HAPPENS TO THE BUSSES POWERED BY THAT BATTERY?. The HOT MAIN BAT BUS is lost and DC ESS BAT BUS is powered by DC BUS 1. They automatically transfer to EMER BAT. They will loose power when the battery goes below 19.5 V.

IN FLIGHT WITH ONE ENGINE OPERATING, WHICH INDICATION WOULD BE DISPLAYED ON THE SHUTDOWN ENGINE'S DC GEN PUSH-BUTTON?. White OFF if PB. is released. White OFF if PB is depressed (IN). Amber FAULT if PB is depressed (IN). A and C are correct.

ENGINE RESTART WITH THE DC GEN PUSH-BUTION IN (DEPRESSED), WHAT SHOULD HAPPEN TO THE PUSH-BUTTON LIGHT WHEN THE GENERATOR CAME UP TO NORMAL OPERATING SPEED?. GEN fault amber light should go out. It would go out, but only after the button was cycled. White OFF light remains illuminated.

IN FLIGHT ONE ARROW ILLUMINATED ON THE EMERGENCY SUPPLY SHOWS: The supply of DC STBY BUS from DC EMER BUS, according to one illuminated. The supply of DC ESS or DC EMER BUS from the corresponding HOT BATTERY BUS and battery discharging. The supply of DC EMER BUS from DC BUS 1 or DC BUS 2.

THE 'DC BTC' IS AUTOMATICALLY CLOSED AND THE FLOW BAR IS ILLUMINATED IN CASE OF: EXT PWR operation only. HOTEL MODE operation only. EXT PWR operation, HOTEL MODE operation, or single engine operation.

IN THE EVENT OF BOTH DC BUS 1 AND DC BUS 2 SUPPLY LOST: INV 1 is automatically supplied by DC SVCE BUS. INV 1 is automatically supplied by the HOT MAIN BAT BUS or by the HOT EMER BAT BUS in OVRD configuration.(or by TRU if equipped and selected on). INV I is not supplied.

NOT COUNTING UTILITY AND SERVICE BUSSES, WHICH DC/AC BUSSES CANNOT BE SUPPLIED WHEN ON BATIERIES ONLY?. DC1 - DC2 _ AC1 - AC2. DC1 - DC2 - AC1 - AC2 - AC STBY. DC1 - DC2 - DC STBY - AC1 - AC2 - AC STBY.

AIRCRAFT EQUIPPED WITH TRU (TRANSFORMER RECTIFIER UNIT) IN CASE OF DUAL DC GEN LOSS: Automatically the ACW BUS 1 via TRU supplies the MAIN and the ENIER BATTERIES. With TRU PB ON, the ACW BUS 2 is connected to DC EMER BUS, DC STBY BUS, INV 1 (AC STBY BUS only). With TRU PB ON, the ACW BUS 2 is connected to DC BUS 2 to recuperate the total DC ELECTRICAL SYSTEM.

WITH BATTERIES ONLY, AC BUS 1 AND AC BUS 2 ARE: Never supplied. Supplied only when BAT selector is on OVRD. Supplied when STBY BUS push-button is on OVRD.

BAT SELECTOR TOGGLE 'SW' ON 'OVRD' MEANS THAT: DC/AC STBY BUSSES are transferred from DC ESS BUS to DC EMER BUS. No changing about the supply, each EMER, ESS and STBY BUS are forced to be connected to their respective batteries, overriding all other logics and protections. Each BAT continues to be charged by its respective DC BUS.

THE UNDV LIGHT ILLUMINATES AMBER WHEN: DC STBY BUS voltage is lower than 19.5 Volts. Battery voltage is below 26.5 Volts. voltage is below 115 Volts.

STBY BUS OVRD PUSH-BUTTON SET ON OVRD MEANS THAT: DC STBY BUS and AC STBY BUS through INV 1 are supplied from DC HOT EMER BUS. DC STBY BUS and AC STBY BUS through INV 1 are supplied from DC BUS 2. DC STBY BUS and AC STBY BUS through INV 1 are supplied from DC HOT MAIN BAT BUS.

NO EXT PWR AVAILABLE, DOES OPERATION IN HOTEL MODE PROVIDE POWER FOR THE ACW SYSTEM?. Yes. No. Yes with ENG 2 CL at MAX RPM.

HOW CAN THE ACW SVCE BUS BE POWERED BY ACW EXT PWR. Directly from ACW EXT PWR, green AVAIL light illuminated. EXT PWR, green AVAIL light illuminated, but the attendant panel ACW SVCE BUS SWITCH must be ON (light illuminated). From ACW BUS 1 regardless of attendant panel ACW SVCE BUS SWITCH position.

WHAT IS THE MINIMUM NP (PROP. SPEED ROTATION), TO INSURE ACW GEN OPERATION?. 45 % (range of 341 to 488 Hz). 61.5 % (range of 341 to 488 Hz). 70 % (range of 341 to 488 Hz).

A/C ON GROUND AND ACW EXT PWR SELECTED ON, STARTING LH ENGINE AND PUTTING LH CL MAX RPM: ACW BUS 1 and ACW BUS 2 are supplied by RH ACW GEN. ACW BUS 1 and ACW BUS 2 are still supplied by ACW EXT PWR. ACW BUS 1 is still supplied by ACW EXT PWR ACW BUS 2 is supplied by F68ACW 2 GEN.

IN THE ACW SYSTEM, HOW MANY BTC (BUS TIE CONTACTORS) ARE USED?. One BTC and one BTC PB. Two BTC and one BTC PB. Four BTC and two BTC PB.

THE BUS TIE CONTACTOR (BTC) IN THE ACW ELECTRICAL SYSTEM PERMITS: If one ACW GEN fails, the other provides power to both ACW busses. To provide power to both ACW busses when EXT PWR is used. A and B are correct.

A/C ON GROUND, ENGINES RUNNING, EXT ACW PWR SUPPLYING THE BUSSES, WE SELECT ACW BTC ON ISOL: ACW BUS 1 is supplied by EXT PWR, ACW BUS 2 is supplied by ACW GEN 2. ACW BUS 1 is supplied by EXT PWR. ACW BUS 2 is lost. ACW BUS 1 and 2 are lost.

WITH ALL 4 AIRCRAFT GENERATORS PUSH-BUTION IN (DEPRESSED), AND EXT PWR SUPPLYING BOTH ACW AND DC, WHICH LIGHT SHOULD BE ILLUMINATED IN THE FOUR SHIP'S GENERATOR PUSH-BUTTON?. Amber FAULT, to show an opening generator contactor. White OFF. Nothing.

A/C IN FLIGHT, ACW GEN 1 FAILS: All ACW busses remain supplied by ACW GEN 2. ACW SVCE BUS only is shed. ACW BUS 1 is lost.

WHEN THE ACW SVCE BUS IS SHED, WHAT INDICATION(S) IS/ARE GIVEN?. None. SHED amber light on attendant panel ACW SVCE BUS push-button. SHED amber light in overhead MAIN ELECT PANEL DC SVCE/UTL Y push-button.

ENG. RUNNING AT MAN RPM, ACW EXT PWR AVAIL/ ON, ACW BTC TO ISOL: ACW BUS 1 is supplied by 'EXT PWR ACW' ACW BUS 2 is supplied by GEN 2. ACW BUS 1 is supplied by 'EXT PWR ACW' ACW BUS 2 is lost. ACW BUS 1 and 2 are lost.

AIRCRAFT ICE PROTECTION IS PROVIDED BY: Pneumatic system only. Electrical heating only. Electrical heating and pneumatic system.

ANTI ICING ELECTRICAL HEATING IS PROVIDED MAINLY BY ACW CURRENT FOR: Propeller blades, windshields and probes only. Propeller blades, windshields, probes, flight control horns. Propeller blades, windshields, probes, engine air intakes.

ON THE DE-ICING PANEL, THE AIR FRAME AIR BLEED PB: Must be IN, no OFF light, in order to operate engine and wing stabilizer boots. Can be OFF, OFF light on, in order to operate engine boots (engine de-icing selected ON). A + B are correct.

THE PURPOSE OF 'AIR FRAME AIR BLEED' IS?. To control DE ICE and ISOLATION VAL YES normal operation, PB pressed both DE ICE and ISOLATION VALVES are open. To permit a detection of an ENGINE or AIR FRAME DE ICE SYSTEM failure. A + B are correct.

BOTH, AIR FRAME AND ENGINE DE ICING SELECTED ON, THEY ARE: De iced simultaneously. De iced sequentially. Totally independent one from each other.

MODE SEL AUTO IN 'MAN' ON THE DE ICING PANEL; WHEN SHOULD THE 'MODE SEL PB' BE 'ON'?. If SAT above -20 C; causes a cycle length of 60 sec. If SAT below -20 C; causes a cycle length of 60 sec. If SAT below -20 C; causes a cycle length of 180 sec.

WITH ONE ENGINE INOPERATIVE, ARE BOTH SIDES OF THE 'AIR FRAME DE ICING SYSTEM' SUPPLIED?. No. Yes. Yes, provide that fire handle has been pulled.

AIRCRAFT IN FLIGHT, IF THE 'AAS' SYSTEM DETECTS ICE WHILE ICING 'AOA' GREEN LIGHT IS EXTINGUISHED: The amber ICING light illuminates steady, MASTER CAUTION and single chime. The amber ICING light illuminates flashing, MASTER CAUTION and single chime. The green ICING AOA illuminates.

FAULT LIGHT IN AIRFRAME AIR BLEED 'PB' ILLUMINATES AMBER AND 'CCAS' IS ACTIVATED WHEN: Air pressure downstream of the de-ice valves stays below 14 PSI, more than 10 sec., or air temperature upstream of the de-ice valves exceeds 230degrees C. Inflation sequence of AIRFRAME BOOTS A or B is not correct. A + B are correct.

DE ICING OVERRIDE 'PB' IN 'OVRD' POSITION: By-passes the MFC modules logic and a timing cycle of 60 sec is selected. It is used only when associated fault light is illuminated. A + B are correct.

MODE SEL AUTO PB IN 'MAN' POSITION: The DE ICING MODE SEL pb is inoperative, (FAST mode is automatically activated). DE ICING MODE SEL pb is operative and allows the crew to select the appropriate timing cycle, depending on SAT. Is used when ADC + MFC failure occurs, in this case the FAST mode is automatically activated.

NORMAL OPERATION, WHEN IS IT POSSIBLE TO USE PROPELLER ANTI ICING?. Only when NP are above 63 %. Only when both engines are running. Only when SAT is below zero.

PROPELLER ANTI ICING MODE SELECTOR, SELECTED 'ON': Blades heating is 20 sec. long according to a cycle of 80 sec. Blades heating is 10 sec. long according to a cycle of 70 sec. Blades heating duration is the same but more frequent.

STALL ALERT THRESHOLD IS REDUCED FROM NORMAL OPERATION TO ICING OPERATION AS SOON AS: Ice accretion is detected. Propellers and horns anti icing are selected ON. At least one horn anti icing is selected ON.

WHEN DOES THE GREEN LIGHT'AOA' DISAPPEAR?. Automatically, at the end of ice accretion, ICING amber light OFF. Automatically, after horns anti ice OFF selection. Manually by depressing AOA green light PB, after it is visually confirmed that the aircraft is clear of any residual ice.

TO PREVENT THE FORMATION OF ICE ON AIR DATA SENSORS, ELECTRICAL PROBE HEATING IS PROVIDED FOR: CAPT, F/O, STBY pitot tubes (3) and static ports (6) only. CAPT, F/O, STBY pitot tubes (3) and static ports (6), CAPT and FIO angle of attack probes (2), plus TAT (total air temperature) probes (2) in flight only. B is correct, but TAT probe is heated on ground and in flight.

PITOTS, PROBES AND STATIC PORTS ARE: Heated and monitored by CCAS on ground and in flight (except static ports monitored by CCAS on ground only). Heated on ground and in flight but not monitored by CCAS. Heated and monitored in flight only.

PROBES HEATING AND WINDSHIELD HEATING PB'ON' IN HOTEL MODE OPERATION: Pitots, TAT, angle of attack, probes are heated. Windshields are heated. Static ports and STBY pitot are heated.

YOU CAN USE WINDSHIELD WIPERS: Below 180 Kt. Below 160 Kt. At any speed.

IS IT POSSIBLE TO USE PROPELLER ANTI ICING ON GROUND: Yes, only if Np > 63%. Yes, but only when both engines are running. No.

NO EXT. PWR. ENG. STOPPED, TO PRESSURIZE BRAKE ACCUMULATOR: Switch ON BAT and depress GREEN PUMP Pb. Switch ON BAT, AUX PUMP start automatically. Press AUX HUD PUMP on pedestal.

EACH HYDRAULIC SYSTEM IS MAINLY PRESSURIZED BY MEANS OF: An engine driven pump. An ACW electrical pump. An alternate pump.

AN AUXILIARY DC ELECTRICAL PUMP IS LOCATED: In the BLUE HYD SYSTEM. In the GREEN HYD SYSTEM. In both HYD SYSTEM.

THE NORMAL HYDRAULIC PRESSURE OF THE BLUE AND GREEN SYSTEM IS: 1500 PSI. 2000 PSI. 3000 PSI.

THE HYDRAULIC FLUID IS CONTAINED IN: Two separated tanks (BLUE in the LH landing gear fairing, GREEN in the RH landing gear fairing). A single common pressurized tank located in the hydraulic bay (LH landing gear fairing). A single common not pressurized tank, divided in two compartments BLUE and GREEN, located in the hydraulic bay (LH landing gear fairing).

WHAT IS THE NORMAL ACCUMULATOR PRE-CHARGE PRESSURE ON THE THREE GAGES NEAR THE LEFT MAIN GEAR BAY: 800 PSI. 1500 PSI. 3000 PSI.

THE USERS OF THE BLUE HYDRAULIC SYSTEM ARE: Nose wheel steering, flaps, spoilers, propeller brake. Nose wheel steering, flaps, spoilers, propeller brake, emergency and parking brake. Landing gear, emergency and parking brake.

THE USERS OF THE GREEN HYD SYSTEM ARE: Landing gear and normal brakes. Nose wheel steering, landing gear and normal brakes. Landing gear, normal brakes and parking brake.

ON GROUND WITHOUT ELECTRICAL POWER (BAT SW OFF), WE CAN READ: Hydraulic pressure or gas pressure gage on the hydraulic bay (LH landing gear fairing). Hydraulic pressure or gas pressure gage in the cockpit. A + B are correct.

ON GROUND, PUSHING THE 'AUX PUMP PB' ON THE PEDESTAL, ALLOWS: To energize the AUX PUMP, providing BAT SW 'ON' position. To energize the AUX PUMP, which pressurize the BLUE HYDRAULIC SYSTEM, regardless BAT SW 'ON' or 'OFF' position. To pressurize the GREEN HYDRAULIC SYSTEM.

WITH THE AIRCRAFT ON GROUND AND RIGHT ENGINE RUNNING AT MAX RPM, THE FOLLOWING MAIN PUMPS ARE ACTIVATED: Only BLUE. BLUE and GREEN. Only GREEN.

WHEN PROPELLER BRAKE LOCKING SEQUENCE IS INITIATED (ENGINE ONE STOPPED, ENGINE TWO RUNNING): AUX PUMP runs automatically for two minutes. AUX PUMP stops to run when propeller brake is engaged. AUX PUMP pedestal switch has to be pressed, to pressurize the BLUE SYSTEM.

THE 'AUX PUMP' RUNS AUTOMATICALLY (PB PRESSED): In flight: low pressure in the BLUE SYSTEM, landing gear lever is selected down, at least one engine running. On ground: low pressure in the BLUE SYSTEM, propeller brake not engaged, at least one engine running. A + B are correct.

WHEN A 'LOW PRESSURE' AMBER LIGHT ON GREEN HYDRAULIC PUMP PB COMES ON, THE CROSS-FEED VALVE AUTOMATICALLY OPENS: TRUE. FALSE. Depending of the Blue Pressure only.

HYDRAULIC MAIN PUMP LO PRESS' ALERT (IN FLIGHT GEAR UP): AUX PUMP takes over automatically. AUXPUMP takes over automatically, if GREEN PRESSURE is not available. AUX PUMP does not take over automatically.

WITH BOTH 'BLUE HYD PUMPS OFF', AND 'GREEN HYD PUMP' RUNNING, CROSSFEED ALLOWS PRESSURIZATION OF: BLUE system, except braking accumulator. Both, BLUE system and braking accumulator. Only the braking accumulator.

ON FINAL APPROACH, GEAR DOWN, NORMAL CONDITIONS, AN AMBER 'LO PRESS' LIGHT ILLUMINATES ON THE BLUE MAIN PUMP: You lose both, the BLUE MAIN PUMP and the AUX PUMP and you must open the CROSSFEED to restore the BLUE pressure. Automatically the AUX PUMP restores BLUE pressure. Automatically the CROSS-FEED restores the BLUE pressure.

THE 'OVHT' ALERT INDICATES: Overheat of the hydraulic fluid reservoir. Overheat in the return line. Overheat of the pump case drain line.

IN CASE OF LOW LEVEL ALERT: CROSS-FEED VALVE is automatically closed, but can be open after gear extension. CROSS-FEED VALVE is automatically closed and inhibited. CROSS-FEED VALVE has to be closed manually.

IN CASE OF DUAL DC GENERATORS LOSS: DC AUX PUMP only is lost. DC AUX PUMP and GREEN MAIN HYD PUMP are lost. DC AUX PUMP and CROSS-FEED VALVE are lost.

WITH BLUE PUMP OFF AND GREEN PUMP RUNNING, CROSS-FEED ALLOWS PRESSURIZATION OF: BLUE system, except braking accumulator. BLUE system and brake accumulator. Only brake accumulator.

IF LO LVL LIGHT ILLUMINATES, YOU MUST: Avoid opening CROSS-FEED VALVE to preserve HYD fluid. Switch OFF corresponding pump. Open CROSS-FEED VALVE to restore pressure system.

THE LANDING GEAR POSTION INDICATIONS ARE CONTROLLED BY: One system which controls two position indicators. Two isolated systems, SYSTEM 1 and SYSTEM 2 and two separated position indicators. Two isolated systems, SYSTEM 1 and SYSTEM 2 controlling one position indicator.

AIRCRAFT IS SUPPLIED BY BATTERIES ONLY: (LANDING GEAR). SYSTEM 1 only is supplied (central panel). SYSTEM 2 only is supplied (overhead panel). Both SYSTEM 1 and SYSTEM.2 are supplied.

LANDING GEAR NOT DOWN, THE ALARM IS GENERATED: By MFC 2 associated to the overhead panel (SYSTEM 2). By MFC 1 associated to the central panel (SYSTEM 1). A + B are correct.

AN ANTI RETRACTION LATCH PREVENTS SELECTION OF THE LANDING GEAR LEVER TO THE 'UP' POSITION AS LONG AS: Nose landing gear shock absorbers sense weight on wheels. The three landing gear shock absorbers are not extended. One of the main gear shock absorbers sense weight on wheels.

THE 'LANDING GEAR SELECTOR VALVE' IS LOCATED IN THE LH MAIN GEAR FAIRING, AND IS CONTROLLED ELECTRICALLY FROM WHICH BUS?. ACWBUS 1. DC STBY BUS. DC BUS 2.

LANDING GEAR NORMAL OPERATIONS: The main gear wheels are braked automatically as soon as the lever is selected up. As soon as the gear is locked at it selected position, hydraulic pressure is released. A and B are correct.

TO CONSIDER THE GEAR DOWN, 3 GREEN LIGHTS MUST BE ILLUMINATED ON: Both, overhead and central instrument panels. Either, overhead or central instrument panel. One panel only, the central instrument panel.

ON THE LANDING GEAR PANELS, 'UNLK' LIGHT ILLUMINATES TO INDICATE: Uplock device has failed. Downlock device has failed. Respective gear not seen locked in lever selected position, or on the ground, the uplock box not in the opened position.

A RED LIGHT INCORPORATED IN THE LANDING GEAR LEVER WILL ILLUMINATE AND 'CCAS' WILL BE ACTIVATED WHENEVER ANY GEAR IS NOT SEEN DOWN AND LOCKED: Flaps 30degrees and Zra below 500 ft. At least one POWER LEVER at FI, and Zra below 500 ft. A + B are correct.

LANDING GEAR NOT LOCKED DOWN ON OVERHEAD PANEL, ONE 'PL' AT 'FI', THE OTHER ONE BELOW TAKE OFF POSITION AND Zra BELOW 500 FT, THE AURAL ALERT MAYBE SILENCED BY: The retraction of at least one landing gear for 150 seconds or depressing MASTER WARNING light if flaps are not in 30degrees position. Using EMERGENCY AUDIO CANCEL if the flaps are in 30degrees position. A + B are correct.

IF THE NORMAL GEAR EXTENSION FAILS, EMERGENCY EXTENSION HANDLE ALLOWS MECHANICAL UNLOCKING, THEN: Landing gear extends because of a spring device. Landing gear extends because of gravity, aerodynamic forces and gas actuator. Main landing gear is assisted by gas actuators and integrated springs, nose landing gear by a mechanical device. Landing gear extends because of a pneumatic device.

HOW MANY VALVES IN THE NOSE WHEEL STEERING SYSTEM MUST BE OPEN BEFORE NOSE WHEEL STEERING IS AVAILABLE: Only the SOLENOID VALVE, which is controlled by a combination of shock absorber (MFC) and the NOSE WHEEL STEERING CONTROL SWITCH. Only the SWIVEL VALVE, which is controlled by nose gear extension and retraction. Both of the valves must be open to obtain a maximum LH or RH deflection of 60degrees.

THE NOSE WHEEL STEERING OPERATIONS: Before take off, it will be maintained as soon as one gear stays on ground. At landing, it will work with nose gear locked down, nose and main shock absorbers compressed. A + B are correct.

HOW LONG SHOULD THE ANTI-SKID 'F' LIGHTS ILLUMINATE DURING A TEST OF A NORMAL SYSTEM?. As long as the TEST push-button is depressed. 10 seconds. 6 seconds on the ground, 3 seconds in flight.

THE ANTI-SKID TEST IS INHIBITED AT WHEEL SPEEDS ABOVE: 10 kt. 17 kt. Never.

THE ANTI-SKID PROTECTION IS OPERATIVE AT SPEEDS OVER: 10 kt. 23 kt. 25 kt.

IF AN ANTI-SKID CHANNEL FAILS, THE ANTI-SKID TEST SHOWS: Related F light does not illuminate. Related F light does not extinguish after the test. Related F light flashes.

WHEN 'F' LIGHT ILLUMINATES ON THE ANTI-SKID PANEL: ANTI-SKID is lost on associated wheel. ANTI-SKID system is not activated. ANTI-SKID electrical supply is lost.

THE ANTI-SKID SYSTEM USES WHICH ELECTRICAL BUSSES?. AC BUS 1. DC BUS 1 for inboard wheels, DC BUS 2 for outboard wheels. DC ESS BUS for inboard wheels, DC EMER BUS for outboard wheels.

IN CASE OF TOTAL HYDRAULIC SYSTEMS FAILURE, THE BRAKE ACCUMULATOR ALLOWS VIA THE PARKING EMERGENCY BRAKE 'HANDLE: One application of braking force at full braking pressure. At least 6 application of braking force at full emergency braking pressure without ANTISKID protection. At least 6 application of braking force at full emergency braking pressure with ANTI-SKID protection.

THE BRAKE AND TIRE HIGH TEMPERATURE PROTECTIONS CONSIST OF: The HOT light on the central panel indicating a brakes temperature of 160degreesC or more. Fuse plugs designed to release internal tire pressure at high temperature (177degreesC or more) on the main wheels. A + B are correct.

GEAR WHEELS ARE BRAKED AFTER TAKE OFF: All automatically, as soon as the pilot selects UP landing gear control lever. Automatically main gear only, as soon as the pilot selects UP landing gear control lever. By the pilot using brake pedals.

THE ANTI SKID SYSTEM IS PROVIDED FOR: Locked wheel protection, to preclude tire scuffing for wheels speed more then 23 Kt. Touch down protection, to preclude inadvertent brake application when spin up is below 35 Kt or for 5 sec., whichever occurs first. A + B are correct.

LANDING GEAR NOT DOWN, ALARM IS GENERATED (BELOW 500degrees): As soon as one system detected a landing gear not down. By system one associated to central panel. By system two associated to central panel.

THE "MFC" SYSTEM CONSISTS OF. One computer. Two independent computers with two modules A and B. Two computers with four independent modules lA IB 2A 2B.

EACH "MFC" MODULE PROCESSES DATA RECEIVED FROM SEVERAL SYSTEMS AND: The signals are taken into account by one or more modules, depending on the degree of reliability/safety required for the system. Each module is equipped with a self test system, monitoring correct operation of that module. Each module is supplied by two separate electrical sources (28VDC), primary and secondary. A + B + C are correct.

AN INTERNAL COMMUTATION ALLOWS AN AUTOMATIC SWITCHING FROM "NORMAL" TO "ALTERNATE" ELECTRICAL SUPPLY, IF SOURCE VOLTAGE FALLS BELOW: 19 VDC. 22 VDC. 28 VDC.

THE "MFC" IS OPERATIVE AS SOON AS CARGO DOOR CONTROL PANEL IS CLOSED AND: Battery is switched ON. Battery is switched ON and the modules self test is completed. DC BUS 1 or 2 are powered.

THE "MFC" AMBER LIGHT COMES "ON" FLASHING IN "tA" AND "2A" . MODULES TO INDICATE: Electrical supply fault is detected. Self-test of these modules. A malfunction.

WHEN A MODULE FAILURE IS DETECTED BY ITS INTERNAL MONITORING SYSTEM: Fault light only, on "MFC" panel, illuminates. Single chime sound is triggered, MASTER CAUTION light flashes, MFC illuminates on CAP and associated amber fault light on overhead panel. Single chime sound is not triggered, MASTER CAUTION light illuminates steady and MFC illuminates on CAP.

IN FLIGHT, ROLL CONTROL IS ACHIEVED BY: Two ailerons. Two ailerons each one with a servo tab. Two ailerons each one with a servo tab and two spoilers.

ROLL CONTROL OPERATION IS ACHIEVED BY ACTUATING: Mechanically the ailerons and hydraulically the spoilers. Mechanically the spoilers and hydraulically the ailerons. Mechanically the ailerons and the spoilers.

ROLL TRIM CONTROL IS PERFORMED USING: Only right aileron tab. Only left aileron tab. Both left and right aileron tabs.

SPLR LIGHTS ILLUMINATE TO INDICATE: Associated spoiler has failed. Associated spoiler is in the retracted position. Associated spoiler is not in the retracted position.

EACH OF THE TWO ROLL SPOILERS HAS AN HYDRAULIC ACTUATOR WHICH IS CONTROLLED: Mechanically, by the related aileron linkage. Mechanically, by control of aileron deflection. Electrically, by control of WHEEL position.

AIRCRAFT EQUIPPED WITH SPRING TAB: A spring tab provides a flexible compensation in the left aileron only. A spring tab provides a flexible compensation, which automatically increase with the aerodynamic load on the aileron. A spring tab provides a fixed compensation on the aileron.

AIRCRAFT EQUIPPED WITH ELECTROMECHANICAL LOCKING DEVICE: Each aileron is immobilized by an electro mechanical locking device. Each locking device is electrically actuated through switches installed on the gust lock lever. An AIL LOCK light, installed on the pedestal, will illuminate with CCAS activation whenever one of the locking actuators is in disagreement with the gust lock lever position. A + B + C are correct.

SPOILERS START TO MOVE AFTER A GIVEN AILERON DEFLECTlON (2.5degrees): At low speeds (after landing gear extension). At low speeds (flaps fully extended). At all speeds.

PITCH CONTROL IS ACHIEVED BY: Two hydraulic elevators. Two mechanical drive elevators, each fitted with an automatic tab. One mechanical drive elevator.

PITCH TRIM IS OBTAINED BY: Off setting both automatic tab neutral position. Off setting left automatic tab neutral position. Off setting right automatic tab neutral position.

PITCH TRIM ACTUATION: Both, NORMAL TRIM (control column) and STBY TRIM (pedestal) disconnect AUTO PILOT if engaged. Simultaneous action on NORMAL TRIM and STBY TRIM is not recommended. A + B are correct.

IF ONE CONTROL COLUMN IS JAMMED: Pitch uncoupling procedure allows the other channel to operate one elevator. Pitch uncoupling procedure allows the other channel to operate the two elevators. An automatic pitch uncoupling allows the other channel to operate the two elevators.

IN THE YAW AXIS, PILOT'S INPUTS ACT DIRECTLY ON THE: Rudder. Rudder tab and through a spring on the rudder itself. Rudder via an HYDRAULIC ACTUATOR.

FUNCTION REDUCES PILOT'S EFFORT ON THE PEDAL: At high speed only. When airload is present on rudder surface. At low speed only.

THE RELEASABLE "CENTERING UNIT" (RCU), LOCATED BETWEEN THE RUDDER AND THE LINKAGE TO THE PILOT'S PEDALS: Enables a stabilization of the rudder position, when no action is applied on the pedals. As soon as the yaw trim is moved, disengages to allow trim setting. A + B are correct.

THE YAW TRIM IS ACTUATED BY: An electrical trim actuator, shifting the trim tab zero position. An hydraulic trim actuator, shifting the rudder zero position. An electrical trim actuator, shifting the rudder zero position.

THE YAW TRIM POSITION INDICATOR SHOWS: Units of trim motor displacement from neutral. Rudder. Tab.

THE YAW TRIM POSITION INDICATOR SHOWS: Limits pedals stroke and rudder clearance (unlimited until 195 Kt in acceleration, limited until 190 Kt in deceleration). Can by controlled manually in case of MFC 1A and 2A or two ADC failure. A + B are correct.

'LO SPD "LIGHT ASSOCIATED TO ''TLU'': Illuminates green when rudder travel is not limited. Illuminates amber when rudder travel is not limited. Illuminates green when rudder travel is limited.

THE GUST LOCK SYSTEM ACTS ON: Roll control, pitch control and rudder control. Roll control and pitch control. Roll control and rudder control.

HOW IS THE RUDDER PROTECTED, ON GROUND, FOR EXCESSIVE MOVEMENT GENERATED BY GUST?. No protection is necessary. By an hydraulic damper. By the TLU.

THE FLAPS ARE CONTROLLED BY ACTUATORS POWERED BY THE BLUE HYD SYSTEM, HOW IS THE FLAP HYD VALVE BLOCK CONTROLLED?. Electrically by DC STBY BUS. Mechanically. Electrically by DC BUS 1.

THE STICK PUSHER ACTUATOR IS ATTACHED TO THE LINKAGE OF: CAPT’s control column. F/O’s control column. CAPT’s and F/O’s control columns.

STICK SHAKER ADVICE IS ACTIVATED BY: One STICK SHAKER ACTUATOR, attached directly on F/O's control column. One STICK SHAKER ACTUATOR, attached directly on CAPT’s control column. Two STICK SHAKER ACTUATORS, each one attached directly on F/O's and CAPT's control columns.