Crj 200 Oral Test Bank

The LND ELEV knob on the pressurization control panel is used to set the landing elevation on the status page. This means that it adjusts the displayed elevation information on the status page, which is important for accurate altitude readings during landing. It does not set the elevation of the departing airport, as that is determined by other factors such as the airport's location and altitude.

The unpressurized takeoff procedure is found in the CFM (Continuous Flow Management) documentation. This documentation provides guidelines and procedures for managing the flow of air traffic and ensuring efficient operations. It is specifically designed to address the specific requirements and procedures for unpressurized takeoffs, which involve taking off without pressurizing the aircraft cabin. The CFM documentation is a comprehensive resource for pilots and air traffic controllers to ensure safe and efficient operations during unpressurized takeoffs.

The question asks about performing a terminating check if the plane will be unattended for a certain number of hours. The given answer of 1 hour suggests that the terminating check should be done if the plane will be unattended for 1 hour or more.

A takeoff alternate is a backup airport that an aircraft can divert to in case it is unable to continue its flight after takeoff. The requirement for a takeoff alternate is that it must be less than 1 hour away from the departing airport at normal cruising speed with one engine inoperative. This means that the alternate airport should be close enough to reach within 1 hour of flying time, considering that the aircraft may be operating with reduced engine power.

The DC ESSENTIAL TIE will not operate automatically.

The correct answer is Number 4 for takeoff, at least 2 minutes prior to takeoff. This is because starting the second engine early allows it to stabilize and reach the required operating parameters before takeoff. Starting the second engine too late may result in insufficient time for it to stabilize, which can affect the performance and safety of the aircraft during takeoff. Therefore, starting the second engine at least 2 minutes prior to takeoff ensures that both engines are fully operational and ready for takeoff.

After donating blood or receiving a transfusion, a crewmember is typically restricted from flying for 24 hours. This restriction is in place to ensure the safety of the crewmember and passengers, as donating blood or receiving a transfusion can temporarily affect the individual's physical condition and potentially compromise their ability to perform their duties effectively during a flight. By allowing a 24-hour recovery period, the crewmember can fully regain their strength and ensure that they are fit to operate an aircraft.

The correct answer is 1 because only one Firex bottle is provided for APU fire extinguishing.

The crew knows there is adequate hydraulic fluid and quantity by checking the hydraulic synoptic page and verifying that the fluid quantity is green. This page provides a visual representation of the hydraulic system and its components, including the fluid level. If the fluid quantity is green, it indicates that there is enough hydraulic fluid for normal operations. This allows the crew to ensure that the hydraulic system is functioning properly and that there is sufficient fluid to operate the aircraft's hydraulic systems.

During the APU shutdown, it is important to ensure that the APU RPM (Rotations Per Minute) is below 50% RPM before turning off the APU PWR FUEL switch light. This is necessary to prevent any potential damage or issues that may occur if the APU is abruptly shut down while still running at a higher RPM. By ensuring that the APU RPM is below 50% RPM, a safe and controlled shutdown process can be carried out.

The minimum fuel for takeoff includes the fuel burned during the flight (BURN), the fuel required to reach the alternate airport (ALT), and the reserve fuel (RESV) needed for any unforeseen circumstances or delays. Therefore, the correct answer is BURN + ALT + RESV.

In icing conditions or when the runway is covered in snow or slush, it is required to leave the flaps at 20 degrees when completing the After Landing Checklist. This flap setting helps to ensure that the aircraft maintains the necessary lift and control during landing and taxiing on slippery surfaces.

A Pinnacle crewmember is not allowed to engage in commercial flying outside of Pinnacle. This means that they are not permitted to work for any other airline or engage in any commercial flying activities outside of their employment with Pinnacle. Therefore, the statement is false.

The different types of hydroplaning are dynamic, viscous, and reverted rubber. Dynamic hydroplaning occurs when a layer of water separates the tires from the road surface, resulting in a loss of traction. Viscous hydroplaning happens when a thin film of water is present on the road, causing the tires to ride on top of it instead of making contact with the pavement. Reverted rubber hydroplaning occurs when the heat generated by the friction between the tires and the road surface causes the rubber to become sticky, reducing traction.

When a DC BUS TIE is closed, it connects two or more DC buses together. This can lead to an increase in the amount of power being transferred between the buses. If the Service TRU (Transformer Rectifier Unit) is already operating at its maximum capacity, the additional power from the utility bus can overload the TRU. To prevent this, the DC Utility Bus is shed or disconnected, ensuring that the Service TRU is not overloaded and can continue to operate within its limits.

needs motive flow to transfer (transfer ejectors)

The correct answer is "Crossflow / APU pump has failed." The amber PUMP FAIL light indicates that there is a failure in the crossflow or APU pump. This means that there is an issue with the pump that is responsible for transferring fuel between the fuel tanks or the auxiliary power unit.

When the left engine fails, ACMP 2B is load shed. This means that the load on ACMP 2B is removed or disconnected in order to prevent any further damage or imbalance caused by the failed engine. Load shedding is a safety measure to ensure the continued operation and stability of the aircraft in such situations.

When the EMER DEPR switchlight is pressed in the ON position, it activates the Cabin Pressure control system. This system opens the outflow valves fully, allowing the cabin pressure to equalize with the outside air pressure. As a result, the cabin climbs to an altitude of 14,250 ft with a tolerance of +/- 750 ft. This action ensures that the cabin pressure remains stable and comfortable for the passengers and crew onboard the aircraft.

The unpressurized landing procedure is found in the CFM (Crew Flight Manual).

The papers that must be onboard according to the Cleared to Start Check response are the Manual Load Manifest (FT451) as required, Dispatch flight release / flight plan, and Customs Clearance. These documents are necessary for ensuring the safety and legality of the flight. The Manual Load Manifest provides information about the cargo and its distribution in the aircraft. The Dispatch flight release / flight plan contains important details about the flight, such as the route, fuel requirements, and weather conditions. The Customs Clearance document is necessary for complying with customs regulations when crossing international borders.

The purpose of the Termination Check is to remove electrical power from the aircraft. This is important for safety reasons, as it ensures that all electrical systems are properly shut down and reduces the risk of any potential electrical hazards or malfunctions. By removing power, it also helps conserve energy and prevent any unnecessary drain on the aircraft's batteries.

A Flight Deck Inspection is required in three situations:
1) Aircraft's First Flight of the Day: This ensures that the flight deck is in proper working condition before the aircraft takes off for the first flight of the day.
2) Crew/Aircraft Change: Whenever there is a change in crew or aircraft, a Flight Deck Inspection is necessary to ensure that everything is in order and ready for the next flight.
3) Aircraft status is in question: If there are any doubts or concerns about the aircraft's status, a Flight Deck Inspection is required to assess and address any issues before proceeding with the flight.

To operate as a PIC (Pilot in Command), the individual must possess the following certificates: ATP (Airline Transport Pilot) with Type Rating, Airplane Multi-Engine Land Class Rating, First Class Medical certificate, Company Issued Photo ID, FCC (Federal Communications Commission) License, and a Valid Passport. Additionally, a Bachelor's Degree is not mentioned as a required certificate, so it is not necessary to have one to operate as a PIC.

Crewmembers are not permitted to consume alcohol, including beer and wine, within 8 hours prior to their duty during training events. This rule is in place to ensure the safety and well-being of the crewmembers and to maintain a professional and responsible environment during their duties.

A crewmember can be scheduled for a maximum of 100 hours in a calendar month. This implies that the crewmember's work schedule cannot exceed 100 hours within that specific month.

Upon completing their initial proficiency check or type rating, a pilot must fly 100 hours of line operations within 120 days for consolidation of knowledge. This means that they need to gain practical experience and apply their newly acquired skills in real-world flying situations. Flying for this duration will help the pilot become more proficient and confident in operating the specific aircraft type.

The answer provided, "100,100 ft," suggests that the high minimums captain must increase the ceiling by 100,100 feet in order to commence an approach.

The power to the AC Essential Bus will automatically switch from AC Bus 1 to AC Bus 2 when AC Bus 1 is not powered. This means that if AC Bus 1 loses power or is turned off, the system will automatically transfer power to AC Bus 2 to ensure continuous power supply to the AC Essential Bus.

The benefits of the dual detection loop system include redundancy and dispatchability. Redundancy ensures that if one loop fails, there is a backup loop to continue detecting and alerting for fires. This increases the reliability and effectiveness of the system. Dispatchability refers to the ability to pinpoint the exact location of the fire, allowing for a quicker response from emergency services. This helps in minimizing damage and ensuring the safety of individuals.

The 14th stage bleed air is used to supply air to the wing anti-ice system and the thrust reversers. The wing anti-ice system is responsible for preventing ice from forming on the wings, which could affect the aircraft's performance. The thrust reversers, on the other hand, are used to redirect the engine's thrust forward, helping to slow down the aircraft during landing. Therefore, the 14th stage bleed air is crucial for ensuring the safety and efficiency of these systems.

The B pumps do not activate automatically after an engine shutdown.

The APU Green "AVAIL" light indicates that the APU (Auxiliary Power Unit) is available for bleed air extraction. Bleed air is used to power various aircraft systems such as air conditioning, pressurization, and engine starting. This light indicates that the APU is ready to provide this necessary air supply.

The documents that are required to be checked and ensured to be on board the aircraft include the Aircraft Maintenance Log (AML), Quick Reference Handbook (QRH), Minimum Equipment List (MEL), Configuration Deviation List (CDL) or Dispatch Deviation List (DDL), Speed Cards, Airworthiness Certificate, Registration, and Radio Station License. These documents are necessary for the safe operation and compliance of the aircraft with regulatory requirements. The inclusion of "Cell Phone" and "US today" in the list seems to be irrelevant and does not pertain to the required documents for the aircraft.

The correct answer is 25th. This is the day by which you must turn in your medical certificate to the chief pilot's office.

Crewmembers are not allowed to take Viagra within 12 hours prior to flying. This restriction is likely in place to ensure the safety and well-being of the crewmembers and passengers. Viagra is a medication that can cause side effects such as dizziness and changes in vision, which could potentially impair a crewmember's ability to perform their duties effectively during a flight. It is important for crewmembers to be in a clear state of mind and physically capable when operating an aircraft, hence the restriction on taking Viagra within 12 hours of flying.

A High Minimum Captain is not qualified to conduct a CAT II approach. A CAT II approach requires a minimum visibility of 1200 meters and a decision height of 100 feet, which can only be conducted by a CAT II qualified pilot. A High Minimum Captain is restricted to CAT I approaches, which have higher visibility and decision height requirements. Therefore, the correct answer is no.

The primary sources of electrical power are two engines and APU driven generators. Engines are typically used in vehicles and machinery to generate power, while APU (Auxiliary Power Unit) driven generators are commonly found in aircrafts to provide electrical power when the main engines are not running. These sources are reliable and efficient in producing electricity for various applications.

If low pressure is detected in the left engine fuel feed line, both the left and right boost pump ON lights will illuminate if either the left or right boost pump is selected on. This means that if either boost pump is turned on, both lights will come on to indicate that there is low pressure in the left engine fuel feed line.

Fuel is transferred from the center tank to the wing tanks through motive flow (transfer ejectors). Transfer ejectors are devices that use high-pressure fuel from the engine to create a vacuum and draw fuel from the center tank into the wing tanks. This method allows for efficient and controlled transfer of fuel between the tanks without the need for additional fuel pumps.

AC electrical power is not required for engine starting. Engines can be started using DC electrical power or other means such as manual starting mechanisms. AC electrical power is typically used for powering electrical systems and devices once the engine is running.

At 50% RPM, the APU starter normally cuts out during the APU start. This means that once the APU reaches 50% of its maximum rotational speed, the starter motor disengages and stops assisting in starting the APU. This is a normal operating procedure and indicates that the APU is running smoothly and can continue to operate independently without the assistance of the starter motor.

The AHRS (Attitude and Heading Reference System) takes approximately 30 to 70 seconds to initialize in the MAG (Magnetic) mode. During this time, the system calibrates and aligns itself to accurately measure and display the aircraft's attitude and heading based on magnetic sensors. This initialization process is necessary to ensure the AHRS provides reliable and accurate information to the pilot.

The CRJ has five Transformer Rectifier Units (TRUs) as its normal source of DC power.

When the fuel level in one wing tank reaches 200 pounds, the automatic fuel transfer is initiated from that wing tank to the other wing tank.

The rudder system is powered by all three hydraulic systems, namely System 1, System 2, and System 3. This means that each hydraulic system contributes to the functioning of the rudder system, providing the necessary hydraulic power to control the movement of the rudder.

The APU Green "AVAIL" indication light illuminates when the APU reaches a speed of 95% and remains at that speed for 4 seconds. This indicates that the APU is available and ready to be used for various aircraft functions.

The AHRS alignment in DG mode can take up to 11 minutes. This process involves aligning the Attitude and Heading Reference System (AHRS) to the Directional Gyro (DG) in order to ensure accurate attitude and heading information. The alignment time may vary depending on factors such as the aircraft's equipment and the specific AHRS system being used. However, in this case, the maximum time it can take is 11 minutes.

The lowest reported braking action report that we are allowed to land with, unless an emergency exists, is "POOR".

If low pressure is detected in the left engine feed line, the boost pump detecting low pressure will activate itself and the cross-side boost pump if selected. This means that the boost pump will turn on to provide additional fuel pressure to the left engine, and if the cross-side boost pump is selected, it will also turn on to provide fuel pressure from the right engine to the left engine. Therefore, the correct answer is Left Boost Pump.

The secondary function of the APU is to provide bleed air. Bleed air is used to power various aircraft systems, such as air conditioning, anti-icing, and pressurization. It is taken from the compressor stage of the APU and directed to these systems, allowing them to operate efficiently. This helps to enhance the overall performance and safety of the aircraft during flight.

A takeoff alternate is needed when the weather at the departure airport is forecasted to be below certain visibility and cloud cover requirements (less than 3 miles visibility and 2000 overcast) and does not meet the C-55 requirements. In this case, the correct answer states that a takeoff alternate is needed whenever the weather at the departure airport allows for a return given the current weather conditions, airplane status, and crew qualifications. This means that if the weather is not suitable for a safe landing at the departure airport, a takeoff alternate must be identified before the flight can proceed.

If the AC ESS XFER switchlight is illuminated or pressed, bus number 2 is powering the AC ESS bus.

During APU start, the white status APU START and the START light in the START/STOP switchlight should go out at 50 RPM or when the APU reaches 50% of its maximum speed.

The purpose of the Exit Checklist is to leave the aircraft powered and unattended for short periods of time. This checklist ensures that all necessary systems and equipment are properly secured before leaving the aircraft, allowing for brief periods of unattended operation. It serves as a safety measure to prevent any potential accidents or malfunctions while the aircraft is temporarily unoccupied.

To operate as a Second in Command (SIC), the individual must possess the following certificates: Commercial Pilots + SIC Type Rating, Instrument Rating, Airplane Multi-engine Land Class Rating, Second Class Medical, Company Issued Photo ID, FCC License, and Valid Passport. These certificates are necessary to ensure that the SIC has the required training, skills, and qualifications to perform their duties effectively and safely. The Commercial Pilots + SIC Type Rating, Instrument Rating, and Airplane Multi-engine Land Class Rating demonstrate the pilot's ability to operate specific types of aircraft. The Second Class Medical ensures that the pilot meets the necessary health requirements. The Company Issued Photo ID, FCC License, and Valid Passport are necessary for identification and compliance purposes.

A Crewmember can be scheduled for a maximum of 30 hours in seven consecutive days. This implies that the maximum number of hours a Crewmember can work in a week is 30.

The PIC must make all takeoffs and landings under the conditions listed because when a SIC has less than 100 hours of flight time in revenue operations for the company as second-in-command in the type airplane being flown, and the PIC is not a check airman, the PIC is responsible for the safe operation of the aircraft. These conditions ensure that the PIC has the necessary experience and knowledge to handle potentially challenging situations, such as low visibility, adverse runway conditions, crosswinds, windshear, and any other conditions that the PIC deems appropriate.

The 10th stage bleed air supplies engine starting, air conditioning, pressurization, and avionics cooling. This means that it is responsible for providing the necessary air for starting the engine, cooling the avionics system, maintaining the desired cabin pressure, and regulating the temperature inside the aircraft.

The primary function of the APU (Auxiliary Power Unit) is to provide AC Electrical Power. The APU is a small gas turbine engine located at the rear of an aircraft, and it is responsible for generating electrical power to operate various systems and equipment on the aircraft, such as lighting, avionics, and cabin services. It acts as an independent power source, allowing the aircraft to operate without relying on external power sources, such as ground power units or the main engines. The APU also provides power during engine start-up.

System 1 and System 2 have both engine driven pumps and electric pumps. This means that these hydraulic systems can be powered by either the engine or electricity, providing flexibility and redundancy in case of any failure or maintenance issues with one of the pumps. Having both types of pumps ensures that the hydraulic system can continue to function even if one power source is unavailable or not functioning properly.

The FAIL light illuminated in an AUTO XFER switchlight along with the amber EICAS AUTO XFER FAIL indicate a bus fault or generator overcurrent condition. This means that there is a fault in the electrical bus or the generator is experiencing an overcurrent situation.

The APU generator can only power hydraulic pump 1B and 2B if the WOW (Weight on Wheels) is active and the pumps are turned on. This means that the aircraft must be on the ground and the pumps must be manually selected to the ON position for the APU generator to provide power to these hydraulic pumps.

The Before Start Check should be accomplished approximately 10 minutes prior to departure. This check is usually conducted by the flight crew to ensure that all necessary pre-flight tasks and inspections have been completed before the aircraft takes off. It involves verifying the aircraft's systems, instruments, controls, and other important components to ensure they are in proper working order and ready for flight. Completing this check 10 minutes before departure allows enough time for any necessary adjustments or corrections to be made before the aircraft begins its journey.

During the APR TEST, the indications that should be observed are the APR ICON illuminating on both N1 gauges and the APR TEST 1 OK (APR TEST 2 OK) advisory message. The other options mentioned, such as the N1 gauges turning amber and the ITT gauges turning red, are not the correct indications to be observed during the APR TEST.

The APU and Main Battery are NiCad batteries.

The LOOP A/B positions are used to test the individual loops of the 10th stage leak detection system for shorts or failure.

The green AVAIL light illuminating in the APU PWR FUEL switchlight indicates that the APU is ready for bleed air extraction. This means that the APU is capable of supplying bleed air to power various aircraft systems such as air conditioning and pressurization.

The COND AIR position of the CARGO switch provides recirculated cabin exhaust air mixed with fresh air that is warmed by a thermal heater to the cargo bay. This helps to maintain a controlled temperature in the cargo compartment, ensuring that the cargo is not exposed to extreme temperatures.

If the R FUEL LO PRESS caution message is not received after 20 seconds, it indicates that there is no issue with the fuel pressure in the left engine. Therefore, the correct course of action would be to proceed with initiating the right engine start as there is no indication of any fuel problem.

The correct answer is 5 because if the plane will be unattended for a period of time between 5 minutes and 1 hour, it is necessary to perform an exit check. This check ensures that everything is in order before leaving the plane unattended for an extended period of time.

According to the given information, no crewmember is allowed to consume alcohol, including beer and wine, within 10 hours prior to duty for non-training events. This rule is most likely in place to ensure that crewmembers are not under the influence of alcohol while performing their duties, as it can impair their judgment and ability to carry out their responsibilities safely and effectively.

The maximum Fuel on Board can be over the RELEASE FUEL without requiring an amendment to the release is 200 lbs.

When the white closed light is illuminated on the DC BUS TIE 1 or 2 switchlights, it indicates that the DC BUS has been automatically tied to the Service TRU.

The amber SOV FAIL light illuminated in the APU PWR FUEL switchlight indicates that the APU Fuel Feed SOV (Shut-Off Valve) has failed. This means that there is a problem with the valve responsible for shutting off the fuel supply to the APU.

When starting with DC power only, the right engine is started first. This is because the right engine is typically the "number one" engine, and it is common practice to start the engines in numerical order. Additionally, starting with the right engine allows for better control during the starting process, as the right engine provides better visibility from the cockpit.

Pressing the PRESS CONTROL switchlight twice switches the pressure controls. This means that it activates or changes the settings for controlling the pressurization. By pressing the switchlight twice, the user can adjust or toggle between different pressure control options, allowing for manual control over the pressurization process.

The maximum duty time a crewmember is allowed to work is 16 hours. This means that the crewmember can work continuously for a maximum of 16 hours before they are required to take a break or rest period. This limit is in place to ensure the safety and well-being of the crewmember, as working for extended periods without rest can lead to fatigue and impaired performance, which can be dangerous in certain industries such as aviation or transportation.

The WARN position of the TEST toggle switch simulates a fire or overheat condition. This means that when the switch is in the WARN position, it will mimic the effects and indications of a fire or overheat situation. This is likely used for testing and training purposes, allowing individuals to practice responding to such emergencies without actually putting themselves or the equipment at risk.

ACMP 3A is the correct answer because it is the only option that specifies a continuous operation. The other options (1B, 2B, and 3B) do not mention continuous operation, so they can be ruled out. ACMP 3A is likely a component or system that is designed to run continuously without interruption during normal operations.

During the deployment of the Aircraft Deployable Ground (ADG) system, the hydraulic pump that automatically operates from the ADG bus is 3B.

If a R FUEL LO PRESS caution message is not displayed during the right engine start, it indicates that there may be a problem with the fuel pressure in the right engine. This could potentially lead to a loss of fuel supply and cause the engine to malfunction. Therefore, it is necessary to discontinue the right engine start and contact maintenance to investigate and resolve the issue before proceeding further.

The fire and overheat detection system is designed to protect various areas of an aircraft. These areas include the engines, jetpipe, pylon, APU (Auxiliary Power Unit), and main landing gear. These components are critical for the safe operation of the aircraft, and the detection system helps to identify any potential fire or overheating issues in these areas. This ensures the safety of the passengers and crew on board and helps to prevent any catastrophic incidents that could occur due to fire or overheating in these important aircraft components.

The FAIL position of the TEST toggle switch simulates a "false fire" condition or a loop short. This means that when the switch is in the FAIL position, it will create a scenario where there is either a false indication of a fire or an electrical loop short. This allows for testing and simulation of these conditions without actually causing any harm or danger.

The correct answer is 1/2 mile. A high minimums captain must increase the visibility to commence the approach. This means that in order for the captain to begin the approach, the visibility must be at least 1/2 mile. The other options of 1.5 and 1.5 miles are incorrect as they do not meet the requirement for a high minimums captain.

Yes, the bus logic is working correctly, but because there is no AC power on AC Bus 1, the bus attempts to transfer to the alternate.

The correct answer suggests that the amber FAIL light in the LCV switchlight indicates that the APU LCV (Low Cycle Valve) is stuck in the open position when it should be closed. This could be due to a malfunction or failure in the interlock protection system or the pilot's command. The amber FAIL light serves as a warning to alert the operator of this issue.

The correct answer is 55%. This means that above 55% RPM (Revolutions Per Minute), the starter will not be engaged. This indicates that the starter motor will not activate or turn the engine when it reaches or exceeds this RPM threshold.

The FAN position of the CARGO switch provides recirculated cabin exhaust air to the cargo compartment.

The galley, ceiling, and sidewall lights must be illuminated bright for 15 minutes before the first flight of the day in order to sufficiently charge the floors track photoluminescent lighting. This ensures that the photoluminescent lighting will have enough energy to emit light during the flight, providing visibility and safety for passengers and crew.

A crewmember who has exceeded a fifteen-hour duty period requires a minimum of 10 hours of rest. This is necessary to ensure that the crewmember gets sufficient time to rest and recover before their next duty period. Rest periods are crucial for maintaining the crewmember's alertness and overall performance, as fatigue can have serious implications for aviation safety. Therefore, a 10-hour rest period is necessary to comply with regulations and ensure the crewmember is adequately rested.

An IDG (Integrated Drive Generator) should automatically disconnect from the engine under the conditions of over temperature and over torque. Over temperature indicates that the IDG is operating at an excessively high temperature, which can lead to damage or failure if not addressed. Over torque refers to the IDG experiencing a torque load beyond its designed capacity, which can also cause damage or malfunction. Both of these conditions are critical and require the IDG to disconnect from the engine to prevent further damage and ensure safe operation. Over current, on the other hand, is not mentioned as a condition for automatic disconnection in this question.

When the fuel imbalance reaches 800 lbs, an amber FUEL BALANCE caution message is displayed. This indicates that there is an uneven distribution of fuel between the aircraft's fuel tanks, which could potentially affect the balance and stability of the aircraft during flight. It serves as a warning to the pilot to take corrective action to address the fuel imbalance and ensure safe operation of the aircraft.

The correct answer is all the mentioned items need to be checked. The After Start Check response states that the electrics should be checked and all buses should be powered. Additionally, loads, voltages, and frequencies should be within normal ranges. The flow lines should be green and there should be no abnormal messages displayed. Therefore, all of these items need to be checked.

A Crewmember can be scheduled to fly for a maximum of 8 hours between required rest periods. This is to ensure that they have adequate time to rest and recover before their next flight. It is important for crewmembers to have enough rest to maintain their alertness and ensure the safety of the flight.

The fuel check valves that are checked during the first flight of the day are not depicted on the FUEL synoptic page.

AC electrical power must be established within 5 minutes after the Battery Master switch has been turned on to prevent EICAS (Engine Indicating and Crew Alerting System) overheating. This is important because the EICAS is a critical system that provides essential information to the flight crew regarding the status and performance of the aircraft's engines and other systems. Delaying the establishment of AC electrical power beyond this timeframe could lead to overheating of the EICAS, potentially causing malfunctions or failures in the system, which could compromise the safety of the flight.

If the left engine fails or is shut down, the hydraulic pumps that will not be available are 1A and 2B.

The APU LCV (Auxiliary Power Unit Load Control Valve) will not open when the left 10th stage bleed switchlight is OPEN with the left engine running. The APU LCV is responsible for regulating the flow of air from the APU to the aircraft systems. When the left 10th stage bleed switchlight is OPEN, it means that the bleed air from the left engine is being used to power the aircraft systems. In this scenario, there is no need for the APU LCV to open as the left engine is already providing the necessary air supply. Therefore, the correct answer is "no."

The proper bleed switch positions when the APU is being used for air conditioning are: L & R 10th SOV Closed, APU LCV Open, and 10th ISOL Open. This configuration ensures that the bleed air from the APU is directed to the air conditioning system while preventing any leakage or cross-contamination of air from other sources.

After the APU is started, you must wait for 2 minutes before applying bleed air loads, except when the APU is used for emergencies or abnormal conditions. This waiting period allows the APU to stabilize and reach its optimal operating conditions before any additional loads are applied. Applying bleed air loads too soon could potentially disrupt the APU's operation and cause issues with the aircraft's systems.

The white START light illuminated in the APU PWR FUEL switchlight indicates that the APU Start motor is engaged. This means that the APU (Auxiliary Power Unit) is in the process of starting up and its start motor is currently active.

Both ignition systems will be activated regardless of switch position when the CONT IGNITION switchlight is selected on. Additionally, the stall warning system will also activate the ignition systems. However, the engine start and dual engine flameout restart do not necessarily activate both ignition systems.

The engine oil check is done 3 minutes to 2 hours after the engine shutdown is complete. This is likely because it takes some time for the oil to settle and for any potential issues or leaks to become apparent. Waiting for a few minutes to a couple of hours allows for a more accurate assessment of the engine oil level and condition.

The correct answer includes several factors that determine whether an "Alternate" is needed at a non-Cat II airport. These factors include the forecasted visibility and cloud cover within +/- 1 hour from ETA, with less than 3 miles visibility and 2000 overcast. Additionally, the decision to have an alternate can be made by the Captain or Dispatcher, especially if there are poor or nil Braking Action reports. Furthermore, if the X-Wind component exceeds 25 kts, it is also necessary to have an alternate.

In this scenario, it is not normal for the AC Essential Bus switchlight to be illuminated while on battery power only, such as when at the gate prior to APU start. The AC Essential Bus is not being powered in this situation.

The power source priority for AC Bus 2 is IDG 2, APU, IDG 1, and then External Power. This means that the second Integrated Drive Generator (IDG 2) is the primary power source for AC Bus 2. If IDG 2 is not available, the next priority is the Auxiliary Power Unit (APU). If both IDG 2 and APU are not available, the first Integrated Drive Generator (IDG 1) is used. Finally, if none of the previous sources are available, External Power is used as the last resort.

If the right 10th stage bleed switchlight is pressed OPEN with the ISOL valve CLOSED, the APU LCV (Airframe Bleed Control Valve) will open. This means that the air from the 10th stage bleed will be allowed to flow into the APU (Auxiliary Power Unit) for various purposes such as starting the APU or providing air conditioning.

A GCU (Generator Control Unit) will remove its associated IDG/Generator from the bus system under various conditions such as under voltage, over voltage, over frequency, under frequency, and generator or bus overcurrent. These conditions indicate potential issues or abnormalities in the electrical system, and removing the IDG/Generator helps to prevent further damage or malfunction. By disconnecting the generator from the bus system, the GCU ensures the safety and stability of the overall electrical system.

The power source priority for AC Bus 1 is IDG 1, APU, IDG 2, Ext Pwr. This means that the primary power source for AC Bus 1 is the Integrated Drive Generator (IDG) 1. If IDG 1 is not available, the next priority is the Auxiliary Power Unit (APU). If both IDG 1 and APU are not available, the power source switches to IDG 2. And if none of these sources are available, the last priority is External Power (Ext Pwr).

The individual components that make up an IDG are a 30-kVA AC generator, a constant speed drive, and a variable speed drive. The 30-kVA AC generator is responsible for producing the electrical power, while the constant speed drive ensures that the generator operates at a consistent speed. The variable speed drive, on the other hand, allows for the adjustment of the generator's speed as needed. These components work together to provide a reliable and adjustable source of electrical power.

The APU SOV (APU Shut-off Valve) will close automatically under the following conditions: when a fire is detected, when the PWR FUEL switch is pressed, and when the APU FIRE PUSH switch is pressed. These actions are taken to ensure the safety of the aircraft and to prevent any further damage or spread of fire.