Mq-9 Pilot Mqf 6 Sq Feb 2016

If the EGI (Embedded GPS/INS) fails, the Ku SATCOM (Ku-band Satellite Communication) system will not be able to aim properly. This can result in the aircraft losing the Ku-band link and experiencing a lost link situation.

The transmission of the C-Band LOS datalink is referred to as the uplink and downlink, while the Ku-Band SATCOM transmissions are called the command link and return link.

The IR nose camera has its own heater and fan to prevent fogging, as stated in T.O. 1Q-9(M)A-1 Chap 1 Para 1.28.2. This means that the camera is equipped with a heating element and a fan that work together to keep the lens clear of fog, ensuring that the camera can capture clear images even in conditions where fogging may occur.

The correct answer is "Scan". According to the given reference, the Scan mode of the ARC-210 provides continuous scanning of four preset channels.

A yellow background on a VIT data element indicates an abnormal condition. This is because a yellow background generally indicates that the value is out of the normal operating parameters and should be monitored. This information is based on T.O. 1Q-9(M)A-1 Chap: 9 Para: 9.3.1.

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Precipitation, such as rain or snow, can have a negative impact on aircraft performance and visibility. Therefore, pilots should try to minimize their exposure to precipitation during all stages of the flight. If it is not possible to avoid precipitation, pilots should aim to climb or descend at the maximum rate possible in order to exit potential or actual icing conditions. This will help to maintain the safety and efficiency of the aircraft during flight.

When disengaging Altitude Hold with the throttle in the Full forward position, there is a possibility that the engine may exceed the maximum allowable Exhaust Gas Temperature (EGT). This information can be found in T.O. 1Q-9(M)A-1, Chapter 2, Paragraph 2.30, Step 8 Caution.

During an MCE gaining handover, the Ku command link is established when the "Ku Command Link Lost" warning message disappears. This indicates that the communication link between the MCE and the Ku command has been restored and is functioning properly. The disappearance of the warning message signifies that the handover process has been completed successfully and the system is now able to transmit and receive commands via the Ku command link.

The explanation for the given correct answer is that setting the airspeed, altitude, and heading hold in the autopilot ensures that valid parameters are established. This is important in case there is an inadvertent uplink, meaning an unintentional communication or data transfer, that could potentially affect the autopilot settings. By having the correct parameters set, the autopilot can continue to operate effectively and maintain the desired airspeed, altitude, and heading.

Upon successful hand-off, updating the datalink preset values in Section 1 is necessary to ensure that the aircraft does not retain the preset values for the losing Ground Control Station (GCS). If any of the preset values are changed in the HDD (Handheld Display Device), all preset values will be resent to the aircraft. However, entering an identical value in the HDD for any of these items will not update any values. This information is referenced from T.O. 1Q-9(M)A-1, Chapter 2, Paragraph 2.38, Step 51 Caution.

During descent, the actual nose camera lens inside the fuselage may become fogged. This fogging cannot be prevented by using nose lens heat. However, the Nose IR lens heater can be used to clear the nose EO camera. This information is stated in T.O. 1Q-9(M)A-1 Chap: 2 Para: 2.41 Step 3 Caution. Therefore, the statement is true.

According to T.O. 1Q-9(M)A-1 Chap: 3 Para: 3.68 Step 6, if power is shut off due to a GCS fire, the UPS batteries will still provide power if they were not turned off prior to evacuation. This means that even if the power is shut off, the UPS batteries will continue to supply power. Therefore, the statement "If power is shut off due to a GCS fire, the UPS batteries will still provide power if they were not turned off prior to evacuation" is true.

In the given statement, it is mentioned that in case of a left PSO rack failure or lock-up, the pilot can choose to send the aircraft lost link before following the PSO-1 Rack Lock-Up checklist. This means that the pilot has the option to inform about the lost link before taking further actions. The reference provided supports this statement. Therefore, the correct answer is True.

Loss of control may be indicated by a complete failure of the aircraft to respond to pilot control commands. This can be caused by various factors, including airspeed or pitot/static failure, catastrophic angle of attack (AOA) failure below 120 KIAS with stall protect on, SAS failure, autopilot sensor failure, structural failure, or airframe icing. Therefore, all of the above options can contribute to the loss of control in an aircraft.

A stall condition may be indicated by warnings on the pilot HUD, excessively high AOA, and unexpected loss of altitude. These indicators can help the pilot recognize that the aircraft is approaching or has entered a stall, which is a dangerous condition where the airflow over the wings becomes disrupted and lift is greatly reduced. By recognizing these indicators, the pilot can take appropriate actions to recover from the stall and regain control of the aircraft.

Pitot heat does not guarantee the absence of ice from the pitot/static system. Moisture can still freeze in the unheated areas, leading to various malfunctions. These malfunctions can be indicated by an FCA PPT sensor warning message, abnormal attitude, abnormal airspeed, or a combination of any of these. These conditions can result in aircraft pitch down or oscillations, loss of datalink, or loss of aircraft control. Therefore, all of the above options can occur as a result of this malfunction.

According to T.O. 1Q-9(M)A-1 Chap: 3 Para: 3.38 Step 2 Caution, if an aileron or tail servo enters the red region, it is necessary to land as soon as possible.

When the battery voltage drops below 22 volts, there is a risk of losing all electrical power. This information is stated in T.O. 1Q-9(M)A-1 Chapter 3, Paragraph 3.11, Step 6 Caution.

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Aircrews will not takeoff if forecast or reported severe turbulence for Light/Category I aircraft is present along the route of flight.

Maneuvering an aircraft with a weight greater than 10,500 lbs, at a bank angle greater than 30° in level flight, or greater than 25° while climbing, will cause the aircraft to pitch up and achieve a high angle of attack (AOA). This information is stated in ASI-09069, Chapter 1, Paragraph 1.8.3 as a warning. Therefore, the statement is true.

If any of the listed events occur during a mission, it is necessary to abort the mission. This includes a bird strike, over-G force, flight control system anomalies (such as uncommanded flight control inputs), or engine failure. Regardless of the apparent damage or subsequent normal operation, any of these events pose a significant risk and require the mission to be aborted.

According to AFI 11-2MQ-1&9V3, the PIC (Pilot in Command) has the ultimate authority to determine the number of people allowed in the GCS (Ground Control Station) during operations, including visitors. Therefore, the statement is true.

Aircrew will perform operations checks at least once per hour. This includes checking the fuel level, oil level, electrical systems, datalink, engine parameters, and emergency mission status. This frequency ensures that all necessary systems are functioning properly and any potential issues can be identified and addressed in a timely manner.

The correct answer is "incoming PIC". According to the given reference, the incoming Pilot in Command (PIC) is the final authority in determining if circumstances are safe to replace crews. This means that it is the responsibility of the incoming PIC to assess the situation and make the decision on whether it is safe to change out one crewmember at a time while ensuring continuous monitoring of the aircraft.

The DTV video will be degraded during the periods of approximately 1 hour after sunrise and 1 hour prior to sunset due to the lack of visible light. This means that the video quality will be lower during these times compared to other times of the day when there is sufficient visible light. The reference provided confirms this information.

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If the selected tank's solenoid on the fuel feed manifold fails closed, it means that the solenoid valve is stuck in the closed position and is not allowing fuel to flow into the header tank. As a result, the fuel level and pressure in the header tank will decrease because no fuel is being supplied to it.

Once a "KNOCK IT OFF" is called, all participating aircraft will acknowledge with call sign in roll call fashion, cease tactical maneuvering and end the scenario, and deconflict flight paths. This means that all aircraft will respond by stating their call sign in a specific order, stop any tactical movements they were engaged in, and ensure that their flight paths do not conflict with each other. Therefore, the correct answer is "All of the above."

The given correct answer is "All of the above". This means that all the points mentioned in the options are important to remember when dealing with a decreasing oil level. Minimizing maneuvering and avoiding excessive throttle movements is important to prevent further damage or loss of oil. Fluctuating oil pressure combined with fluctuating oil level may indicate a clogged oil vent line, which needs to be addressed. Additionally, oil leaking inside the engine compartment can be dangerous as it can ignite and result in the loss of the aircraft. Therefore, all the mentioned points are important considerations when faced with a decreasing oil level.

The Aircraft Component Currents Requirements chart provides typical amperage values for each device, but when a unit is first turned on, there can be a momentary in-rush current that is up to 2-3 times higher than the typical amperage. This means that when a device is initially powered on, it may draw a significantly higher amount of current than what is typically required for normal operation. This information is important to consider when designing electrical systems and selecting appropriate circuit protection devices to handle these momentary high currents.

During a forced landing, the aircraft may be operating on battery power. Once the landing gear is lowered, it uses up battery life. If the battery life is not sufficient, there may not be enough power left for another full landing gear cycle before successfully touching down. Therefore, the statement is true.

The maximum allowable EGT in flight is 675°C. This information can be found in T.O. 1Q-9(M)A-1, Chapter 5, Figure 5-1.

The Green Route corridor is located within the WSMR Restricted Airspace perimeter at a distance of 1/2 NM. This information can be found in reference HAFB 11-250, specifically in paragraph A9.3.4.1.

During periods of lightning within 5 NM of the airfield area, the aircraft will not takeoff, land, or fly approaches at HAFB. This is stated in HAFB 11-250 Para: 2.27.3.2.3.

According to T.O. 1Q-9(M)A-1, Chapter 6, Paragraph 6.12, even if the forward center of gravity (CG) imbalance is at its most extreme, it should not cause any flight control problems.

According to T.O. 1Q-9(M)A-1, Chapter 7, Paragraph 7.2.1, when penetrating areas of turbulence, the maneuvering airspeed (VA) or lower should be used. This is because maneuvering airspeed is the maximum speed at which abrupt control inputs can be made without exceeding the aircraft's structural limits. Using a lower airspeed helps to ensure the safety and stability of the aircraft in turbulent conditions.

The drag configuration index refers to the amount of drag produced by a particular configuration. In this case, the propeller unfeathered (not rotating, worst case) would have the greatest drag configuration index because it would create the most drag compared to the other items listed.

In altitude preference mode, changes to the power setting will impact the aircraft's airspeed. The aircraft pitch will then adjust in order to achieve the commanded altitude. If, for some reason, the aircraft is unable to maintain the set speed and altitude, it will prioritize maintaining the commanded altitude and achieve the fastest possible airspeed. This means that even if the aircraft cannot maintain the desired speed, it will still maintain the commanded altitude.

A warning indicates operating procedures, techniques, etc., which could result in personal injury and loss of life if not carefully followed.

The term "shall" expresses a provision that is binding. In legal and contractual contexts, "shall" is often used to indicate a mandatory requirement or obligation. It implies that the action or condition described must be followed or fulfilled without exception.

According to the given reference, RPA aircrew will deconflict their Emergency Missions over Last Six in 1000' increments. This means that if there is a need to change the altitude due to weather or airspace restrictions, the Operations Supervisor(s) will coordinate either 500' altitude stacks or direct the RPA to return to base (RTB) as necessary. Therefore, the statement "RPA aircrew will deconflict their Emergency Missions over Last Six in 1000' increments" is true.

If unable to glide back to HAFB using LOS link, the recommended action is to avoid populated areas and glide to the nearest uninhabited, undeveloped site. This means that the site should not have any human population and should also not have any existing infrastructure or development. This ensures that there is minimal risk to human life and property in case of an emergency landing.

The EFIU monitors engine RPM received from the tach generator. If RPM drops below 78%, it automatically performs an inflight restart.

In the event of a "DCPS over current" warning, crews should turn off unnecessary equipment and refer to the DDBA FAILURE (Section 3) checklist. This means that the statement "DC+DDBA In the event of a 'DCPS over current' warning crews should turn off unnecessary equipment and refer to the DDBA FAILURE (Section 3) checklist" is true.

The return manifold receives excess fuel from the header tank.

If both electric fuel pumps fail, the engine will only continue to run until the fuel in the header tank is depleted and it is not possible to jettison fuel. This means that once the fuel in the header tank is used up, the engine will no longer receive fuel and will stop running. Additionally, since it is not possible to jettison fuel, there is no way to remove excess weight from the aircraft to prolong the engine's operation. Therefore, both statements A and B above are correct.

The given answer is true because according to the reference T.O. 1Q-9(M)A-1, batteries cannot be charged in flight for the MQ-9 Block 1. This means that the batteries of the MQ-9 Block 1 cannot be recharged while the aircraft is in the air.

The CRM program goals are to maximize operational effectiveness and combat capability, as well as to preserve personnel and material resources.