MV-22 EPs Memory 43 Questions with Answers 2023,100% CORRECT

MV-22 EPs Memory 43 Questions with Answers 2023 Land Immediately - CORRECT ANSWER Executing a landing without delay. Continued operation of the aircraft is extremely hazardous. If over water, conduct a controlled ...

MV-22 EPs Memory 43 Questions with Answers 2023 Land Immediately - CORRECT ANSWER Executing a landing without delay. Continued operation of the aircraft is extremely hazardous. If over water, conduct a controlled ditching without delay. The primary consideration is to assure the survival of occupants. Land as soon as possible - CORRECT ANSWER Executing a landing at the nearest available site which a safe landing can be made. Land as soon as practical - CORRECT ANSWER Extended flight is not recommended. The landing site and duration of flight is at the discretion of the pilot-in-command. M.A.P. Execute - CORRECT ANSWER 1. Maneuver Severity - Reduce 2. Airspeed - Reduce below 200 KCAS 3. PFCS - Reset M.P. Execute - CORRECT ANSWER 1. Manuever Severity - Reduce 2. PFCS - Reset Airspeed is not a factor for aircraft control or executing a PFCS Reset. Note: Above 200 KCAS, certain swashplate and elevator actuator faults may inhibit PFCS RESET. If a PFCS RESET cannot be reset, reduce airspeed below 200 KCAS. PFCS RESET above 200 KCAS will not produce undesirable transients. Singel Engine Profile Threshold Config MIN PWR LDG - CORRECT ANSWER Flaps - AUTO Nac - 75 degrees ASPD - 75 kts Single Engine Profile Conv - CORRECT ANSWER Flaps - AUTO Nacelle - 60 Degrees ASPD - 90 kts Single Engine Profile APLN MAX CLIMB - CORRECT ANSWER Flaps - AUTO Nr-100% AOA - 80% Single Engine Profile EN ROUTE - CORRECT ANSWER Flaps - Auto Nr - 84% ASPD - As REQ Critical Faults - CORRECT ANSWER The PFCS RESET switch WILL illuminate upon detection of a PFCS critical fault; ONE additional related failure may result in a loss of the PFCS FUNCTION and AIRCRAFT control. If the fault is successfully reset using the switch, the PFCS RESET light will extinguish and any associated CMS cautions and advisories will clear. Note: It is possible for the PFCS reset light to illuminate without any associated WCAs. See emergency procedure for "PFCS RESET Illumination Without Associated WCA." Note: If the fault resets and immediately returns, or occurs three times during a single flight, the fault is considered non-resettable. Non-Critical Faults - CORRECT ANSWER The PFCS RESET light will NOT illuminate for FCS non-critical faults but the switch is used to reset the failed subsystem. If the fault is successfully reset using the switch, the associated CMS cautions and advisories will clear. If the fault resets and immediately returns, the fault is considered non-resettable. If a FCS non-critical fault cannot be reset, land in accordance with the appropriate procedure. CAUTION: If a component has indeed failed, an attempted PFCS reset could result in an undesirable aircraft transient before the flight control computer again detects the fault and shuts off that component. If a transient is observed upon PFCS RESET, Execute EP without further activation of the PFCS RESET switches. CAUTION: Do not attempt a PFCS RESET while rotor RPM is changing. Note: Rapid PFCS resets may disrupt FCS fault annunciations. Maintain at least 5 seconds b/w successive PFCS resets. Note: PFCS and AFCS RESET switch functionality has been combined within the FCS software. Depressing either will provide an identical response. FIRE, Engine, On Ground - CORRECT ANSWER #1. ECLs - OFF #2. T-handle (affected engine) - ARM If fire persists: #3. DISCHARGE button - Press #4. Emergency Shutdown - Execute Note: Bleed air or other hot gas leakage may trigger an engine fire warning without associated secondary indications. FIRE, Engine, In Flight - CORRECT ANSWER #1. Single engine profile - Establish If fire confirmed: #2. ECL (affected engine) - OFF #3. T-handle (affected engine) - ARM If fire persists: #4. DISCHARGE button - Press If fire Persists: #5. Land Immediately If fire extinguished: 6. ENG, Single, In Flight - Execute Note: Bleed air or other hot gas leakage may trigger an engine fire warning without associated secondary indications. Expect affected engine to be low power. Cockpit secondary indications my include increased fuel flow and elevated MGT with low engine torque. FIRE, Wing, In Flight - CORRECT ANSWER #1. TPUMP BOOST - VERIFIED OFF If fire persists: #2. Land immediately If fire is extinguished: 3. Land as soon as possible Note: A sustained MFD FIRE annunciation is indication of a persistent fire. The FIRE SUPPRESSION panel indicator light(s) may or may not provide positive indication of a sustained fire. FIRE, Wing, On Ground - CORRECT ANSWER #1. Emergency Shutdown - Execute ENG, Dual NAC ≥60° - CORRECT ANSWER Simultaneously (first 4) #1. TCL - Full Aft #2. Nacelles - Max rate to aft stop #3. Airspeed - 120 KCAS #4. FLAPS - 0° #5. APU - EMERG RUN/ENGAGE #6 Landing gear - Down At 150 ft AGL: #7. Cyclic - Flare, level prior to impact #8. TCL - Full Forward Warning: Dual Engine loss in CONV will result in a rapid Nr decay. If Nr decay is not arrested rapidly, autorotation is not recoverable. Conditions permitting, a flare should be executed with the objective of minimizing descent rate and resulting in a 60 KCAS ROL. Once stabilized, the aircraft will be in a 4500-5000 fpm descent, 10 degrees nose low attitude with a 2:1 glide ratio. ENG, Dual, NAC <60° - CORRECT ANSWER #1. TCl - Full aft #2. Nacelles - Max rate to downstop, then 84% Nr #3. Airspeed - 170 KCAS #4. FLAPS - AUTO Aircraft operating in a single engine condition can also fly the ELP to mitigate the risk of the remaining engine failing. FLAPS are set to 40 degrees and TCL full aft to approximate the glide characteristics of a dual engine failure condition. Once stabilized, the aircraft will be in a 3800-4000 fpm descent, 4 degrees nose low attitude with a 4.5:1 glide ratio. #5. APU - EMERG RUN/ENGAGE #6. ELP - Intercept Note: After configuring for glide, attempt engine restart if conditions permit. #7. Landing gear - EMERG DOWN (as required)(allow 20 seconds for extension) Warning: Extension of landing gear is recommended only if assured of landing on a prepared surface. Landing with gear extended on an unprepared surface may result in loss of aircraft control. Note: Expect 200 to 600 fpm increase in rate of descent with landing gear extended. At Approximately 400-200 ft AGL: #8. Mild Flare - EXECUTE, holding 8°-10° nose up. Expect airspeed to decay to 120-115 KCAS on touchdown. Note: Flaps FULL can be used on short final to slightly extend the flare. ELP Configuration and Profile - CORRECT ANSWER Dual Engine Failure: Flaps-AUTO Single Engine Failure: Flaps - 40 degrees 4 degrees Nose Low 3800-4000 fpm descent 4:.5:1 glide ratio High Key: 9000' AGL Low Key: 4500' AGL Base: 2300' AGL Short Final: 500' AGL ENG, Single, Hover - CORRECT ANSWER #1. TCL - Full Forward #2. Cyclic - Level attitude prior to touchdown Caution: Aft stick control margin significantly decreases as nacelles are rotated towards 70°. Consideration should be given to adjusting the nacelles aft prior to touchdown in order to achieve normal landing attitude. If a flyaway is to be attempted: #3. ENG, Single, In Flight - Execute Note: Aircraft vertical velocity is sensitive to nacelle beep rate. During climb out, ensure beep rate is slow enough to not induce an uncommanded sink rate. ENG, Single, In Flight - CORRECT ANSWER #1. TCL - As Required. #2. Single Engine profile - Establish Note: Full forward TCL may cause Nr droop and increased descent rate. If RPM LOW WARNING posts, reducing TCL tends to restore Nr and decrease descent rate. If level flight cannot be established: 3. Land as soon as possible (ROL recommended ASPD > 60 KCAS). If indication of drivetrain damage: 4. DRIVETRAIN, DEGRADED - Execute. Time permitting: 5. Gross weight - Reduce as required. If climbing flight can be established: 6. APLN - Transition. 7. ECL (affected engine) - OFF. Note: Within one minute of the engine shutting off, the appropriate ECL should be placed in CRANK to prevent thermal lock-up and then to OFF to reset the start logic. If engine restart is to be attempted: 8. Engine Restart in Flight - Execute. 9. TPUMP BOOST - ON. 10. XFER VALVE - OPEN. 11. Land as soon as possible. (ROL recommended ASPD > 60 KCAS). CAUTION: If there is a risk of losing the remaining engine, intercept and fly the ELP. Consideration should be given to starting the APU. Note: If it is desired to restart the affected engine on the ground. ECL of running engine must first be pulled out of FLY to reset TCRS and prevent transients. Return the running engine to FLY prior to second engine start. ELEV - CORRECT ANSWER *1. Cyclic - Roll toward 60° AOB *2. VTOL - Convert 3. PFCS - RESET 4. Land as soon as practical Warning: If the elevator fails trailing edge down, unrecoverable loss of longitudinal control may occur above 40 KCAS with nacelles less then 85° ICDS - CORRECT ANSWER *1. M.A. - Execute Warning: Single engine with an ICDS failure is unrecoverable below 170 to 175 KCAS. Caution: Flapping controller is lost. Extended operations between 10° and 75° nacelle should be avoided due to heat buildup and possible elastomeric bearing failure. Transition/convert according to the following to minimize potential for damage. NAC KCAS 0 180 30 150 60 100 Note: The ICDS Failure warning will post in the event of a triple Nr sensor failure on one side. Note:Average rotor speed will increase to 104% 60 nacelle to preserve lateral control authority. Note: Interim Power must still be selected to access higher mast torque levels within the normal Interim Power envelope. Note: Consideration should be given to reducing gross weight and DA. 2. Interim Power - As Required. 3. Land as soon as possible (ROL recommended) If continued flight is required: 4. APLN - Transition (100% Nr) If high vibration levels are present: 5. Nacelles - 10 degrees Once on ground: 6. Emergency Shutdown - Execute (simultaneous - no rotor brake) PRGB or TAGB - CORRECT ANSWER If secondary indications confirm impending gearbox failure: *1. Land Immediately If no secondary indications exist: 2. Land as soon as possible SINK - CORRECT ANSWER If VRS is suspected: *1. Nacelles - Beep forward (max rate for 2sec/<15°) *2. Cyclic - Forward to accelerate *3. TCL - Fixed (alt permitting) Caution: TCL power application within VRS may cause uncontrollable roll. STALL - CORRECT ANSWER *1. Maneuver Severity - Reduce to decrease angle of attack and load factor *2. TCL - Forward If unable to complete steps 1 and 2: *3. CONV - Convert, max rate *4. TCL - As required ECL NOT IN FLY - CORRECT ANSWER If committed to flight: *1. ECLs - FLY (immediately) If still on deck: *2. TCL - Full aft CAUTION: Inadvertent movement of ECLs prior to WOW may result in Nr overspeed and an uncommanded takeoff when ECLs are returned to FLY. *3. Hover Nacelle - Set WARNING: Failure to reset hover nacelle prior to returning ECLs to FLY may result in aircraft forward movement. 4. No. 1 ECL - FLY. 5. Nr - Stabilize. 6. No. 2 ECL - FLY. EMERGENCY LUBE FAIL - CORRECT ANSWER *1. If PRGB PRESS LOST posts - Land immediately If the caution does not clear: 2. Land as soon as practical FEATHERING HIGH HOT - CORRECT ANSWER *1. Maneuver Severity - Reduce 2. APLN - Transition If unable to transition to APLN: 3. Rotor condition/airspeed - Reduce (FFR in green or yellow) If caution fails to clear: 4. Land as soon as possible (ROL recommended) Caution: CONV operations may not clear the caution. APLN at low angle of attack or VTOL at low airspeed (<40 KCAS) is recommended. Destructive heat buildup may occur in as little as 5 minutes after caution posts if heat build up is allowed to continue. Note: Once the condition has been alleviated, the FEATHERING HIGH HOT condition may take several minutes to clear. FLAPPING HIGH HOT - CORRECT ANSWER *1. Maneuver Severity - Reduce 2. APLN - Transition If unable to transition to APLN: 3. Rotor condition/airspeed - Reduce (FFR in green or yellow) If caution fails to clear: 4. Land as soon as possible (ROL recommended) CAUTION: Operations b/w 35 and 75 degrees nacelle may not clear the caution. Flapping is most critical near 60 degrees nacelle, high GW, forward CG, and high DA. Destructive heat buildup may occur in as little as 1 minute after caution posts if heat buildup is allowed to continue. NOTE: Once the condition has been alleviated, the FLAPPING HIGH HOT condition may take several minutes to clear. PLT NAC CONTR FAIL - CORRECT ANSWER Uncommanded Nacelle Movement - Execute. PRGB CHIPS - CORRECT ANSWER If abnormal secondary indications exist (oil pressure/temperature, noises, vibrations): *1. Land immediately Otherwise: 2. Land as soon as possible PRTR VIBRATION HIGH - CORRECT ANSWER *1. Maneuver Severity - Reduce If severe vibration levels are present and rotor system failure seems imminent: *2. Land immediately (ROL recommended) If vibration levels do not appear to be severe: 3. Nacelles - 10° 4. Land as soon as possible (ROL recommended) Warning: -Excessive pitch link wear can lead to catastrophic failure without initially feeling severe vibration levels. Nacelle pitching motion may provide the best indication of increasing vibration levels. -With high vibration levels, 0° nacelle may cause catastrophic failure of the nacelle downstop. Warning: Delay conversion until immediately prior to landing due to possible damaged elastomeric bearings or pitch links. ROTOR LOAD HIGH - CORRECT ANSWER Indicates excessive oscillatory loads in critical rotor components. The intent of the EP is to minimize angle-of-attack and utilize the FFR to reduce critical rotor loading conditions. Note: Once the condition has been alleviated, the caution should clear within seconds. *1. Maneuver Severity - Reduce 2. APLN - Transition If unable to transition to APLN: 3. Rotor condition/airspeed - Reduce (FRR in green or yellow) If caution fails to clear: 4. Land as soon as possible (ROL recommended) EMERGENCY SHUTDOWN - CORRECT ANSWER *1. ECLs - OFF (Simultaneously) *2. T-Handles - ARM *3. ROTOR BRAKE - ON *4. APU - STOP (As required) *5. BATTERY - OFF *6. Egress - As required Caution: If the reason for the emergency shutdown is due to a ICDS Fail or midwing fire or midwing accessories, do not use the ROTOR BRAKE for shutdown. Cockpit or Cabin Fire In Flight - CORRECT ANSWER *1. EMERGENCY OXYGEN/Masks - ON Note: The emergency oxygen system is designed to provide approximately 3 minutes of 100% oxygen for a crew of 4. *2. TPUMP BOOST - OFF *3. Portable fire extinguishers - Employ If fire persists: *4. Land immediately If fire extinguished: 5. Smoke and Fume Elimination - Execute Low Speed Uncommanded Nose Down - CORRECT ANSWER In VTOL and CONV extreme aft longitudinal stick position indicates reduced pitch up control authority. Uncommanded pitch down and altitude loss may be imminent. This may be caused by low nacelle incidence at low airspeed, extreme forward cg, aggressive control application and/or gust upsets. If the longitudinal stick approaches the aft stop, control authority may be restored by beeping nacelles aft. Steps should be executed simultaneously. *1. Nacelles - Max rate aft, as required *2. Pedals and Lateral stick - Neutral Main Landing Gear Bay Fire - CORRECT ANSWER If fire persists: $1. Land Immediately If fire is Extinguished: $2. Land as soon as possible Note: -There are no cockpit indications associated with a MLG bay fire and activation of the MLG bay FSS -Potential indication or effects of MLG bay fire may be noticed in-flight or during landing, which may or may not include: LAND GEAR ABORT and/or LAND GEAR FAULT, inability to extend landing gear, failed tires, or tire failure upon touchdown, loss of wheel brake function on affected side, UTIL SYSTEMS INOP, LDG GEAR/UTIL INOP and/or HYD 3 FAIL. -One or more Fuel system operations may be negatively impacted (during a MLG bay fire) including fuel transfer, all refuel operations, refuel manifold purge, once per flight heck (OPFC), and fuel jettison. Out of Control Recovery Procedures - CORRECT ANSWER The departure from controlled flight paragraph in CH 11 addresses some of the possible characteristics of a V-22 departure from controlled flight. This procedure addresses those departures and provides a means of recovery from other out of control situations. *1. Controls - Neutral *2. Pedals - Cancel yaw *3. AOA - Assess 4. Execute unusual attitude recovery Formation Flight Roll-off - CORRECT ANSWER Failure to maintain adequate aircraft separation and step-up during VTOL and CONV formation flight may result in a wake induced roll-off resulting in a departure from intended flight path including significant altitude loss. *1. Lateral Cyclic - Opposite Roll, As Required *2. TCL - Increase, As Required *3. Pedals - Relax *4. Nacelles - Fixed Caution: -Opposing the directional backdrive via large or rapid pedal inputs may cause FLAPPING CRITICAL with no measurable improvement in roll-off recovery. -Executing this recovery procedure may result in proprotor gearbox overtorques. Smoke and Fume Elimination - CORRECT ANSWER Note: The emergency oxygen system is designed to provide approximately 3 minutes of 100% oxygen for a crew of 4. *1. EMERGENCY OXYGEN/Masks - ON 2. Cockpit door - As required 3. Cockpit side window vents - Open 4. Utility Isolation valve - OPEN 5. RAMP/DOOR - As required If ECS is suspected source: 6. ECS - OFF If battery venting is suspected (putrid sulfur [rotten egg] smell) 7. BATTERY switch - OFF 8. Land as soon as practical. Uncommanded Nacelle Movement - CORRECT ANSWER A failure of a nacelle thumbwheel may result in an uncommanded nacelle movement without a WCA. * 1. NAC CONTR thumbwheel (BOTH SIDES) - Attempt to override nacelle motion. * 2. NAC CONTR DSBL switches - DSBL. 3. PFCS - RESET. 4. NAC CONTRL DSBL switches - Individually select NAC CONTR one at a time to isolate. Note: AUTO NAC may provide an alternate means of nacelle control. Drivetrain, Degraded, In Flight - CORRECT ANSWER Note: All or some of these indications may result from an engine surge or engine failure. In some rare events, HCE has been indicated without an engine malfunction. *1. MP - Execute. *2. TCL- As required to preserve Nr. *3. Single engine profile - Establish. *4. Nacelle Blower - Verify function. WARNING: High power settings may cause further engine surge or Nr decay and increased rate of descent. In severe cases, Nr may not be recoverable. CAUTION: Indications of HCE may include one or more of the following: ENG OVERTORQUE, PRTR OVERTORQUE, ENG CTRL DEGRADED on the side opposite that of the surged/failed engine, NAC BLOWER FAIL, TORQUE SENSOR FAIL, with STRL LOAD LIMIT FAIL, and SDC FAIL. CAUTION: Indications of torquemeter shaft damage may include poor Nr management and RPM LOW warning with associated Nr decay at high power deman. If RPM LOW WARNING posts, reducing TCL tends to restore NR and may reduce rate of descent. *5. Land as soon as possible (ROL recommended). If continued flight to a suitable landing is required with a nacelle blower failure: 6. Airspeed - >170KCAS If both engines are operating, and the affected engine continues to exhibit erratic behavior or compressor stall: 7. Surging Engine - Shutdown. CAUTION: If there is a risk of losing the remaining engine, intercept and fly the ELP. Consideration should be given to starting the APU. Time permitting: 8. Gross weight - Reduce as required. Single Engine Wave-off - CORRECT ANSWER *1. TCL - Full Forward *2. Single Engine Profile - Establish Note: Aircraft vertical velocity is sensitive to nacelle beep rate. Ensure Beep rate is slow enough to command an acceleration without inducing an uncommanded sink rate.