P-3C Normal Procedures

Front 1

when does the FE need to get checked by the pilot

Back 1

- in flight or on the runway
- pulling an E handle, moving the FUEL AND IGNITION switch, or actuating the feather button
- visually checked and verbally confirmed by A pilot
(NATOPS 7.1)

Front 2

who needs to be on the plane during ground ops

Back 2

qualified operator (crew or maintenance) during APU or external power ops (NATOPS 7.5)

Front 3

minimum fuel for APU ops

Back 3

1,000 lbs fuel in tanks 2 and 3 (for hydraulic cooling) (NATOPS 7.5)

Front 4

what CBs need to be pulled prior to applying power to the aircraft

Back 4

EFDS: Pilot, Copilot, Nav HSI on the FECB panel; Pilot and Copilot ATTITUTDE on the FLC panel

ASN-179 INUs: intertial No. 1 and No. 2 RUN on AECB panel

(NATOPS 7.5)

Front 5

APU automatic shutdown

Back 5

- loss of APU oil pressure
- overspeed in excess of 106%
- APU compartment fire

(NATOPS 7.5)

Front 6

which ice systems don't need to be checked every preflight

Back 6

prop and emp deice (NATOPS 8.2)

Front 7

W: don't enter the bomb bay without first...

Back 7

verifying all hyd pumps are off, bomb bay safety lock access door is open, safety pin is installed, safety lock - door actuator cable is taught
(NATOPS 8.2)

Front 8

Warning on the front left side of the aircraft during preflight

Back 8

Personnel approaching the airflow multiplier intake when ground air
conditioning is on shall ensure the air intake does not become obstructed.
Structural failure of the air multiplier turbocompressor can cause extensive
equipment damage or injury to personnel in the vicinity. (NATOPS 8.2)

Front 9

on preflight, if the airflow multiplier impeller is

Back 9

scratched, scored, or corroded, maintenance inspection is required prior to use of ground air (NATOPS 8.2)

Front 10

ground prop test caution

Back 10

when decrease blade angle operations (unfeathering) is interrupted at blade angles above the Beta range, prop should be feathered prior to resuming unfeathering to prevent damage to pitchlock teeth (NATOPS 8.2)

Front 11

during preflight on CNS/ATM aircraft, consider leaving

Back 11

RINU-G's in GC ALIGN until as close to takeoff as possible; stationary RINU-G in NAV mode may drift; until "attitude sources / HSIs" on before start checklist (NATOPS 8.2, 8.3)

Front 12

caution about parking brake handle

Back 12

do not rotate it (NATOPS 8.3)

Front 13

"attitude sources / HSIs" checking for...

Back 13

- MHRS headings within 2 deg of each other
- RINU-G headings within 2 deg of each other
- all headings within 5 deg of wet compass
(NATOPS 8.3)

Front 14

if NAV/COMM data is out of limits on the "attitude sources / HSIs" check

Back 14

aircraft can still be flown, but NAV station may give wrong info (NATOPS 8.3)

Front 15

caution regarding radar on before start checklist

Back 15

turn off radar prior to power shifts changing the power to Bus A (messing with Gen 2) (NATOPS 8.3)

Front 16

on before start checklist, TD switches are cycled for how low

Back 16

5 seconds minimum (PJA 11.6)

Front 17

for engine starts, refer to chapter 18 if OAT is below

Back 17

0 C (NATOPS 8.4)

Front 18

are ground observers required for starts

Back 18

yes, must have visual contact with either pilot and give all clear signal before starts (NATOPS 8.4)

Front 19

brief observers (which one / ones?) on what prior to engine starts

Back 19

- both ground and aft observers
- notify pilot of torching in the tailpipe or excessive smoke
- notify pilot of fuel draining from fuel manifold drip valve drain
- keep ground crew clear of props
(NATOPS 8.4)

Front 20

if fuel is draining on engine start

Back 20

valve failed to close at 16% rpm (NATOPS 8.4)

Front 21

what radio checks are required before starting engines

Back 21

positive radio check with ground / tower and ICS comms established with aft observer (and ground observer if possible) (NATOPS 8.4)

Front 22

pilots should look where when starting engines

Back 22

one looks at lineman, one looks at instruments (NATOPS 8.4)

Front 23

if starting engines using external power or external air source...

Back 23

- start #2 first
- after starting #2, brief single generator contingencies
- ensure fuselage and / or engine bleed air valves are closed
- turn off external power switch
- signal lineman for disconnect
(NATOPS 8.4)

Front 24

minimum air pressure in the manifold for starting engines

Back 24

25 psi at 16% rpm and accelerating (NATOPS 8.5)

Front 25

if air pressure is not above 25 psi at 16% during engine start

Back 25

secure with the fuel and ignition switch and attempt another engine (NATOPS 8.5)

Front 26

engine start max allowable / normal acceleration time

Back 26

60 seconds from start of rotation to low rpm (71.0%); normal 35-45 seconds (NATOPS 8.5)

Front 27

caution regarding slow starting acceleration

Back 27

may cause flame damage to the turbine not reflected on the T.I.T. (NATOPS 8.5)

Front 28

if T.I.T. is above ___ C before engine starts...

Back 28

- above 200 C
- check fuel and ignition switch off and motor over the engine
- allow it to coast to a stop before placing switch back on
(NATOPS 8.5)

Front 29

requirements to turn the fuel and ignition switch on

Back 29

- BETA light on
- T.I.T. below 200 C
- rpm 0%
- no rotation
- power lever at ground start
(PJA 11.6)

Front 30

do not use primer on start if

Back 30

previous start went over temperature or T.I.T. is above 100 C (NATOPS 8.5)

Front 31

if using an engine as an air source for starting

Back 31

do not move the power lever or the rpm switch for that engine (NATOPS 8.5)

Front 32

five items to be completed prior to each engine start

Back 32

- aft observer clear in the back
- pilot clear on the left
- copilot clear on the right
- lineman clear engine #__
- pilot direct FE to start #__
(PJA 11.7)

Front 33

selecting an engine opens the

Back 33

APU load and shutoff valve and the APU bleed air start valve (PJA 11.7)

Front 34

pushing the start button does what

Back 34

- energizes the start air solenoid
- air then opens the start valve
- start valve lights illuminate
- manifold pressure drops
- engine and prop start to rotate
(PJA 11.7)

Front 35

during starts, at 16% fuel flow rises to

Back 35

700 to 1200 pph (if primer is used) and drops to 500 pph in 2 seconds (NATOPS 8.5)

Front 36

engine lightoff occurs at what rpm

Back 36

between 16 and 33%, normally around 24% (NATOPS 8.5)

Front 37

during engine starts, what lights change and when

Back 37

- between 16 and 65%, normally around 35%, EDC PRESS LOW extinguishes and paralleling light illuminates
- paralleling light extinguishes at 65% rpm
- FUEL PRESS LOW light extinguishes by low rpm (71.0%)
(NATOPS 8.5)

Front 38

on engine starts, oil pressure must be rising by

Back 38

both by 35% rpm (NATOPS 8.5)

Front 39

during engine starts, at 16%...

Back 39

- minimum 25 psi manifold pressure
- speed sense control opens the fuel shutoff valve and energizes the ignition relay
- ignition relay energizes the ignitor plugs, paralleling valve solenoid, and fuel manifold drain valve solenoid
(PJA 11.7)

Front 40

speed sense control 16% switch does what

Back 40

opens the fuel shutoff valve and energizes the ignition relay (PJA 11.7)

Front 41

energizing the ignition relay (at 16%) does what

Back 41

- energizes the ignitor plugs
- energizes the paralleling valve solenoid
- energizes the fuel manifold drain valve solenoid
(PJA 11.7)

Front 42

digital shp gauges perform a BIT test during starts; when do they indicate accurate shp?

Back 42

passing 43% rpm (NATOPS 8.5)

Front 43

during starts, pull start button at

Back 43

57 to 64% rpm (NATOPS 8.5)

Front 44

if the starter button prematurely disengages

Back 44

- don't push it back in
- start may be continued if there is no stagnation
- you might not be able to start any other engines
(NATOPS 8.5)

Front 45

start valve fails to close indications and action during engine starts

Back 45

- start valve doesn't go out or air pressure doesn't rise immediately back to the original level after the button is pulled
- E handle the engine
(NATOPS 8.5)

Front 46

during engine starts, at 65%...

Back 46

- EDC PRESS LOW light should be out
- paralleling light should be on
- speed sense control deenergizes the ignition relay (deenergizes the igniter plugs, deenergizes the paralleling valve solenoid, and deenergizes the fuel manifold drain valve solenoid which stays held closed by fuel pressure)
(PJA 11.7)

Front 47

during engine starts, at 94%

Back 47

- speed sense control shifts TD from start limiting to temp limiting
- speed sense valve opens, allowing 14th stage bleed air to close the 5th and 10th stage bleed valves
(PJA 11.7)

Front 48

indications of a normal start

Back 48

- prop pump lights out (OK in low rpm if not the first start of the day)
- positive shp
- T.I.T. 445-645 C in normal, 410-730 C in low
- rpm 96.3-99.1% in normal, 71.0-73.8% in low
- Fuel PRESS LOW light out (by low rpm)
- RGB oil pressure 150-250 psi in normal, 50-250 psi in low
- PS oil pressure 100 psi start and warmup then 50-60 psi
- EDC PRESS LOW out (by 65%)
- GEN OFF light out
- paralleling light out (by 65%)
(PJA 11.7)

Front 49

11 reasons to discontinue engine starts

Back 49

1. Bleed air pressure below 25 psi at 16%
2. Acceleration from start of rotation to low rpm exceeds 60 seconds
3. Cold starts:
- peak T.I.T. 720-750C, continue and record
- peak T.I.T. below 720 C, discontinue and retry with TD in NULL; discontinue if it is still below 720 C
- cold weather starts with all four engine having similar low peak T.I.T. is normal and doesn't require a writeup
4. Hot starts:
- peak T.I.T. 830-850C, continue and record
- peak T.I.T. above 850 C, discontinue, investigate, and retry; discontinue if it is still above 850 C
- overtemp inspection is required if T.I.T. exceeds 965 C
5. RPM stagnates or decays (stagnates: reluctant to accelerate above 35-50%, T.I.T. does not rapidly rise to starting limit)
6. No start by 33% or max motoring, whichever occurs first
7. Either oil pressure not indicating by 35% rpm
8. Fuel spewing from the nacelle drain
9. Torching or excessive smoke; torching over 3 seconds requires maintenance
10. Abnormal vibration
11. Either PROP PUMP light remains on after low rpm is reached (initial start of the day)
(NATOPS 8.5)

Front 50

difference between stagnated and stalled start

Back 50

stagnated: engine is reluctant to accelerate above 35-50% but T.I.T. does not rapidly rise to the starting limit

stalled: engine is reluctant to accelerate above 35-50% and T.I.T. rapidly rises to the starting limit

(NATOPS 8.6)

Front 51

if propeller rotation is not noted upon air drop (on engine starts)

Back 51

immediately terminate start, engine starter disintegration may occur (NATOPS 8.6)

Front 52

hot start definition, procedures

Back 52

- hot start is over 830 C
- procedures are for over 850 C; fuel and ignition switch off, keep starter button in until T.I.T. is below 200 C, motor, investigate, restart if not above 965 C
(NATOPS 8.7)

Front 53

note concerning inboard engines and air conditioning on the ground

Back 53

When inboard engines are operating with all hatches, windows, and exits closed and with the exhaust fan on, the ground air conditioning system shall be turned on. (NATOPS 8.8)

Front 54

if #3 engine instruments are reading slightly different on the ground

Back 54

APU exhaust may affect rpm, fuel flow, and T.I.T. on #3 (NATOPS 8.9)

Front 55

wing and tail lights on when

Back 55

power is applied to the aircraft (NATOPS 8.10)

Front 56

wheel well lights on when

Back 56

all night ground operations (NATOPS 8.10)

Front 57

taxi lights on when

Back 57

- aircraft is in motion on the ground at night, unless it will blind maintenance or other pilots
- also in conjunction with landing lights below 10,000 ft
(NATOPS 8.10)

Front 58

landing lights on when

Back 58

- below 10,000 ft unless operational or meteorological conditions prohibit it
- taxi lights come on also at the same time
(NATOPS 8.10)

Front 59

caution about landing lights on the ground

Back 59

do not use for more than 30 seconds without cooling airflow (NATOPS 8.10)

Front 60

anti-collision lights on when

Back 60

propellers are rotating, unless needed off for meteorological conditions (NATOPS 8.10)

Front 61

during taxi, power in excess of ___ is not recommended

Back 61

beta range (NATOPS 8.11)

Front 62

rule on taxiing in low vs normal rpm

Back 62

Whenever practicable, ground ops should be conducted in low rpm to minimize small particle FOD and / or erosion to engine internal parts and for noise abatement purposes. (NATOPS 8.11)

Front 63

before moving the rpm selecter (low --> normal, normal --> low, or both?)

Back 63

- both
1. discontinue use of bleed air from that engine
2. as minimum power as required for taxi (ground start)
3. do not move power levers during shift
4. below 50 knots
(NATOPS 8.11)

Front 64

use of power levers in low rpm during taxi

Back 64

- power between GROUND START and MAX REVERSE in low rpm can cause engine rpm to decay
- advance the power lever, if decay continues shut down the engine
(NATOPS 8.11)

Front 65

PROP PUMP 1 light on the ground during taxi

Back 65

may come on in low rpm; OK as long as it goes out in normal rpm (NATOPS 8.11)

Front 66

locking brakes especially possible when

Back 66

low gross weights (NATOPS 8.11)

Front 67

do you have to set the parking brake

Back 67

yes; you might start rolling backwards if you're not careful (NATOPS 8.11)

Front 68

aft cg considerations for taxi

Back 68

high / gusty winds could lift the nose wheel off the deck
- taxi in normal rpm
- raise the flaps
- move crew forward
- reduce aft loading
- use power against brakes
(NATOPS 8.11)

Front 69

backing procedures

Back 69

- aft observers in ICS communication with the flight station
- flaps up
- engines in normal rpm
- wingwalkers if possible
- landing lights on and retracted at night
- forward thrust stops backward movement of the aircraft
- no brakes (feet on deck)
- crew forward for cg (PJA)
(NATOPS 8.11, PJA 11.7)

Front 70

how to do engine anti-ice checks

Back 70

- rpm switches - low or normal, normal is faster
- stable T.I.T.
- open the switches, observe T.I.T. rise, wait for ANTI ICE lights to illuminate
- close the switches, observe T.I.T. fall, wait for ANTI ICE lights to extinguish
(NATOPS 8.13)
-

Front 71

how to do wind deice checks

Back 71

- rpm switches - normal
- stable T.I.T.
- open engine bleed valve, note little or no T.I.T. change and no LE temp rise
- outboard wing deice switch on, 10 C rise in T.I.T., wing deice switch off
- check for LE temp rise
- repeat for center and inboard sections
- repeat for other wing if not done simultaneously
(NATOPS 8.14)

Front 72

if fuel valve shutoff valve CB is out on takeoff

Back 72

do not use autofeather (NATOPS 8.15)

Front 73

trim tab settings for takeoff

Back 73

elevator - 10 deg nose up
rudder - 3-4 deg right
aileron - neutral
(NATOPS 8.15)

Front 74

damage could occur during flight control check if

Back 74

full up elevator and full rudder applied simultaneously (NATOPS 8.15)

Front 75

if flight controls are jammed during flight control check

Back 75

hold light pressure and call for immediate inspection (NATOPS 8.15)

Front 76

Radios, HSIs, FMS step on takeoff checklist (EFDS aircraft)

Back 76

when navigating via FMS, both pilots and the NAV/COMM shall verify:
- FPLN page (flight plan)
- PERF page (performance data)
- RNAV page (FMS 1 & 2 navigation selections)
- CONFIG page (NAV only, on flights with tactical computer usage)
(NATOPS 8.15)

Front 77

when operating at heavy gross weight, what do you add to the takeoff brief

Back 77

- flap retraction airspeeds
- 3roc
- V503 speed
- max airspeed restrictions
- fuel dump considerations
(PJA 11.9)

Front 78

if takeoff brief remains the same, at least brief...

Back 78

power setting, refusal, and rotate (PJA 11.9)

Front 79

use max rated power for takeoff when

Back 79

a refusal speed is predicted using normal rated power or when deemed necessary for a safe takeoff (PJA 11.10)

Front 80

fuel boost pumps on takeoff

Back 80

all must be on (NATOPS 8.3)

Front 81

on takeoff, the power should be set by

Back 81

80 kts (NATOPS 8.16)

Front 82

explain flopover

Back 82

power levers are advanced too quickly, 5,300 shp was momentarily exceeded; engine shall be inspected as soon as practicable (NATOPS 8.16)

Front 83

rolling takeoff or brakes held?

Back 83

numbers figured for brakes held, but it's only required if field length is critical (you have a refusal) (NATOPS 8.16)

Front 84

release the nosewheel steering during takeoff when

Back 84

when rudder becomes effective at 50-60 kts (NATOPS 8.16)

Front 85

takeoff attitude

Back 85

5-7 deg nose up (PJA 11.10)

Front 86

wet runway takeoff

Back 86

use power for directional controllability rather than NWS until rudder becomes effective at 50-60 kts (NATOPS 8.17)

Front 87

crosswind takeoff

Back 87

- hold the upwind wing down
- hold the nosewheel on the runway
- lift off cleanly so you don't touch down in a crab
(NATOPS 8.18)

Front 88

who decides to abort

Back 88

anyone can call the malfunction, the pilot (at the controls I assume) calls ABORT (NATOPS 8.19)

Front 89

clean up schedule on takeoff

Back 89

normal:
safely airborne - gear up
140 kts min and positive rate - flaps maneuver (below 170 ft AGL will cause RAWS)
flaps at maneuver - flaps up

heavy weight, high altitude, or unusual environment including turbulence / windshear:
safely airborne - gear up
160 kts min and positive rate - flaps maneuver
180 kts and flaps at maneuver - flaps up

(NATOPS 8.20)

Front 90

lights that may come on during gear retraction

Back 90

No. 1 and 1A HYD press warning lights (up to 5 seconds) (NATOPS 8.20)

Front 91

four engine climb schedule airspeed

Back 91

220 kts to 10,000 ft, decreasing 2 kts per 1,000 ft (PJA 11.11)

Front 92

three engine climb schedule airspeed

Back 92

190 kts to 20,000 ft, decreasing 2 kts per 1,000 ft (PJA 11.11)

Front 93

two engine climb schedule airspeed

Back 93

180 kts (PJA 11.11)

Front 94

normal ops max climb and max cruise T.I.T.

Back 94

- 950 C climb (lower with reduced weights)
- 925 C cruise (or max range airspeed, whichever is less)
(PJA 11.11)

Front 95

fire warning on takeoff / departure could be caused by

Back 95

high T.I.T., low speed, and high AOA (PJA 11.11)

Front 96

if an NTS check is not successful...

Back 96

do not shut down the engine except for an emergency (NATOPS 8.23)

Front 97

pilot set up for NTS checks

Back 97

- get 1.52 Vs speed
- recommended 180 +/- 10 kts
- fly at climb scheduled airspeed for better climb performance (PJA: for heavy gross weights or unusual environment conditions)
- recommended 8,000 ft or less
- minimum 800 shp
- slightly yaw the aircraft to help if needed
(NATOPS 8.23, PJA 11.11)

Front 98

FE set up & procedures for NTS checks

Back 98

- NTS feather valve switch - feather valve
- sync master / sync servo (for engines being checked) - off
- wing deice switches - all three on
- engine anti-ice switch (for engines being checked) - on
- fuselage bleed valves - as required
- "taking engine #1" - minimum 800 shp
- engine bleed valve - open
- retard power lever to flight idle
- "stabilized below mechanical governing, flashing feather valve light, negative shp, noticeable yaw, restoring engine #1"
- engine bleed valve - close
- advance power to match others

clean up:
- engine bleed valve and fuselage bleed valves - close
- engine and wing deice - as required
- NTS feather valve switch - NTS
- sync system - as required
(NATOPS 8.23, PJA 11.11)
(NATOPS 8.23, PJA 11.11)

Front 99

NTS shp range

Back 99

Engines 1 & 4: -150 to -500 shp
Engines 2 & 3: -100 to -500 shp
(NATOPS 8.23)

Front 100

satisfactory NTS check indications

Back 100

stabilized rpm less than the mechanical propeller governing rpm (not below 95% rpm, normally no lower than 97% due to FCU) with the power lever at FLIGHT IDLE in addition to any one of the following:
- initial and / or continued flashing of the feather valve light
- initial and / or continued negative shp (as described above); do not exceed -500 shp
- noticeable aircraft yaw in synchronization with NTS operation
(NATOPS 8.23)

Front 101

during NTS check, if power lever movement becomes restricted and / or propeller overspeed occurs at the FLIGHT IDLE position

Back 101

clean up / speed up
- discontinue use of all bleed air from that engine and attempt to advance the power lever
- if unable, increase TAS and reattempt
- if unable, secure with the E handle
- if unable, secure with the feather button

- mission should be aborted
- Second NTS check shall not be attempted
- ensure positive shp on the engine during descent and landing



(NATOPS 8.23)

Front 102

cause of a stuck power lever / overspeed during NTS check

Back 102

overrotated alpha shaft
- feather and disarm cam rotated past flight idle, allowing linkage to shift up and block power lever movement forward
- speed set cam puts more pressure on the speeder spring causing decrease pitch signal and overspeed
(PJA 11.11)

Front 103

during NTS check, rpm drops off quickly
- what other indications do you expect
- what is the cause
- what is the action

Back 103

- rpm drops, shp goes positive, T.I.T. will start to rise rapidly as rpm passes 95%
- stuck NTS plunger
- E handle (quickly)
(PJA 11.11)

Front 104

if NTS hasn't occurred by -500 shp

Back 104

advance power, record, don't shut down and attempt restart unless an emergency exists (NATOPS 8.23)

Front 105

- if unable to obtain NTS action because of insufficient negative shp
- what is normally "sufficient" negative shp?

Back 105

- repeat with fuselage bleed air valves open or slightly yaw the aircraft (NATOPS 8.23)
- negative 300 shp should be plenty (PJA 11.11)

Front 106

how to fly max range

Back 106

Configurations A/B/C:
- 205 plus 1/2 GW minus altitude
Configurations D/E:
- 180 plus 1/2 GW minus 2x altitude

Adjust the TAS by:
- increase by 30% of HW (get through it faster)
- decrease by 25% of TW

Fly these airspeeds, but normally do not exceed 925 C T.I.T.

As shp decreases to maintain max range airspeed, climb 2,000 ft (Config A/B/C) when T.I.T. drops to:
- 900 C with a tailwind
- 890 C with no wind
- 880 C with a headwind

(PJA 11.11)

Front 107

should you climb higher to take advantage of winds?

Back 107

- need 4 kt increase per 1,000 ft near the 925 C cruise ceiling
- need 1 kt increase per 1,000 ft near the 1010 C cruise ceiling
(PJA 11.11)

Front 108

flight station duties if above FL250

Back 108

shall notify all personnel to ensure EEBDs or VRUs are readily available (NATOPS 8.24)

Front 109

when is a fuel log required

Back 109

- scheduled to operate >500 nm from the nearest suitable landing field
- scheduled for more than 6 hours duration
(NATOPS 8.26)

Front 110

how often do you have to figure fuels

Back 110

- fuel requirements calculated hourly between the flight station and the NAV/COMM
- IF A FUEL LOG IS REQUIRED, logs can be made either hourly or every 5,000 lbs
(NATOPS 8.26)

Front 111

requirements to loiter an engine

Back 111

- NTS check
- generators 2 and 3 normal, all electrical busses energized
- tachometer, T.I.T. gauge, and either shp or fuel flow gauge operative (swap gauges? engine operation is OK with a broken T.I.T., just not loiter / restart)
- no visible moisture with ambient temperature below 10 C
- should not have OAT less than 0 C; if necessary, see loiter time chart to prevent overcooling of the prop fluid
(NATOPS 8.31)

Front 112

loiter airspeed

Back 112

- GW + 90 kts
- airspeed can decay 15-20 kts in turns
- for infrequent and gentile maneuvers, you can maintain 15-20 kts below loiter (12 units AOA) (except 2 engine loiter)
(PJA 11.12)

Front 113

prior to loitering engine #4

Back 113

- ensure GEN 4 TRANS, BUS A CONT, and BUS B CONT are set
- discuss single generator ops
(NATOPS 8.31)

Front 114

if engines are to be loitered and a descent planned to on station

Back 114

engine should be shut down prior to the descent (NATOPS 8.31)

Front 115

considerations for deciding to loiter two engines

Back 115

- urgency of fuel conservation
- significance of two engine loiter vs. three engine loiter at high altitude
- range to the nearest suitable landing field
- range to homefield
- anticipated requirements for descent below 1,000 AGL
- single engine rate of descent at loiter airspeed
(PJA 11.12)

Front 116

2 engine loiter operations requirements (4)

Back 116

- minimum 1,000 AGL
- do not go below chart loiter airspeed during 2 engine loiter
- determine single engine rate of descent
- in case of engine failure, restart #4 first for the extra generator
(NATOPS 8.31, 8.33)

Front 117

if the propeller fails to feather during a loiter shutdown

Back 117

- perform the Propeller Fails to Feather procedure
- if the prop is successfully feathered during the first four steps, complete the Loiter Shutdown checklist
- if not, compete the entire Prop Fails to Feather procedure followed by the Emergency Shutdown Procedure
(NATOPS 8.31)

Front 118

after loiter shutdown, if the prop rotates backward

Back 118

- unfeather a little until it stops, then place the feather button in neutral
- ensure the feather button is pushed in prior to conducting a restart
(NATOPS 8.31)

Front 119

if you need to adjust the position of the prop on a loitered engine

Back 119

press the PCO for 10 seconds, then position using the feather button (NATOPS 8.31)

Front 120

crossfeed procedure

Back 120

1. Boost pumps on
2. Crossfeed valve open from supplying tank
3. Crossship crossfeed valve open if necessary; check for 15-30 psi
4. Crossfeed valve open from engine to be supplied
5. Fuel boost pump off from tank not being used
(NATOPS 8.32)

Front 121

During low fuel operations (below ___)

Back 121

- below 2000 lbs in each tank
- multiple crossfeed configurations should be set up only when necessitated by known empty tank conditions; main tank valve should also be closed
(NATOPS 8.32)

Front 122

can you restart a feathered engine if the malfunction has not been corrected?

Back 122

only if a more serious emergency exists (NATOPS 8.33)

Front 123

if range is critical, it is recommended that a loitered engine be restarted...

Back 123

- at the highest TAS as practical
- recommend at return cruise altitude in case it pitchlocks
- consider timing / temperature of prop fluid
- minimum recommened airspeed is 210 kts
- maximum is 345 kts minus 6 kts per 1,000 ft
- 210 kts will exceed max restart airspeed above 22,000 ft
(NATOPS 8.33)

Front 124

for engine restarts, 210 kts will exceed max restart airspeed above

Back 124

22,000 ft (NATOPS 8.33)

Front 125

PCO - push on the restart checklist

Back 125

- after loitering the engine - just needs to be depressed momentarily to test for proper operation of the aux pump / feather valve solenoid
- press and hold for 10 seconds prior to restart
- pilot monitor for rotation when FE presses the button
- E handle if rotation is noted
(NATOPS 8.33)

Front 126

before turning on the sync servo switch...

Back 126

select sync master to off (NATOPS 8.33)

Front 127

when does the FE give the restart brief

Back 127

should brief when engine is shut down with intent to restart and prior to restart (NATOPS 8.33)

Front 128

if the feather button is on following PCO

Back 128

- pull the E handle

if the light goes out
- push in the E handle and continue with the restart

if the light does not go out
- pull the prop feather control CB
- investigate (prop fluid leak, stuck PCO, malfunctioning PCO circuitry)
- reset the CB
- if system is normal, continue with restart
- if the system is not operating normally, pull the CB and complete the Emergency Shutdown procedure

(NATOPS 8.33)

Front 129

if blade angle / rotation is noted upon PCO push

Back 129

execute the Emergency Shutdown procedure (NATOPS 8.33)

Front 130

what if the PROP PUMP 1 light does not extinguish during PCO during restart

Back 130

following extended engine shutdown periods below -30 C OAT this is normal and you can continue the restart (NATOPS 8.33)

Front 131

when pulling the feather button during engine restart, if the feather valve light...

Back 131

- remains on steady after rpm has stabilized
- prop fluid leak may exist
- if fluid or any other abnormal indication exists, push in the feather button and execute the Emergency Shutdown procedure
(NATOPS 8.33)

Front 132

when pulling the feather button during engine restart, if the NTS INOPR light comes on...

Back 132

- continue holding the feather button out
- pull the E handle
- push in the feather button
- do not attempt a restart
(NATOPS 8.33)

Front 133

when pulling the feather button during engine restart, if the prop does not rotate...

Back 133

- push the feather button in
- use the starter to begin rotation
- continue with restart
(NATOPS 8.33)

Front 134

when pulling the feather button during engine restart, what should the feather valve light do

Back 134

- should cycle, indicating good NTS
- could cease cycling as rpm stabilizes
(NATOPS 8.33)

Front 135

digital shp gauges will show what range during restart when unfeathering / NTSing

Back 135

1000 to 2100 shp
(NATOPS 8.33)

Front 136

in the event of premature lightoff during engine restart

Back 136

- continue the restart
- turn on the fuel and ignition switch
- complete the in flight restart checklist
- THEN investigate
(NATOPS 8.33)

Front 137

if no oil pressure is indicated during unfeathering

Back 137

secure the engine with the feather button (NATOPS 8.33)

Front 138

when do you turn on the fuel and ignition switch during engine restart

Back 138

after rpm has stabilized (NATOPS 8.33)

Front 139

during restart, if there is no lightoff within ____ after turning on the fuel and ignition switch...

Back 139

- 10 seconds
- push in the feather button
- retry or execute the Emergency Shutdown procedure
(NATOPS 8.33)

Front 140

when do you release the feather button during restart

Back 140

at lightoff (NATOPS 8.33)

Front 141

after releasing the feather button during restart...

Back 141

standby to pull the E handle if:
- T.I.T. exceeds 850 C
- no oil pressure rising by 35% in the event of premature lightoff
- engine rpm stagnates or decays
(NATOPS 8.33)

Front 142

- during restart, PROP PUMP lights may come on...
- if they are not out by ___, then...

Back 142

- may come on when the feather button is released
- if not out by 55% rpm, continue the restart
- the mission should be aborted
(NATOPS 8.33)

Front 143

the pilot at the controls should notify the crew of a descent

Back 143

prior to starting the descent (NATOPS 8.34)

Front 144

plan your descent to use what configuration

Back 144

clean (don't plan on using flaps or gear to get down) (NATOPS 8.34)

Front 145

2000 fpm descent can be obtained by

Back 145

setting FLIGHT IDLE power and 250-260 kts (NATOPS 8.34)

Front 146

normal depressurization rate to set

Back 146

300-500 fpm (NATOPS 8.34)

Front 147

aircraft should be completely depressurized by

Back 147

800 AGL (NATOPS 8.34)

Front 148

oxygen use at night

Back 148

Whenever practicable, 100% oxygen should be used at night by the P, CP, and FE, one at a time, for 15 min of the last 45 min of flight prior to commencing the approach to a field or descent to an operating area when flying at an en route cabin altitude exceeding 5,000 ft. (NATOPS 8.34)

Front 149

RAWS AC CBs on descent checklist

Back 149

pull for at least 10 seconds and reset pasing 4,000 ft (NATOPS 8.34)

Front 150

NAV/COMM shall make MSA calls on departure and arrival; can be waived if

Back 150

- on a published departure or approach
- on ATC radar vectors
- if PIC can maintain safety in VMC
(NATOPS 8.35)

Front 151

threat standoff calls

Back 151

- ICS updates required at 10 nm, 5 nm, and each mile inside 5
- includes range / bearing, opening or closing, and safe heading
(NATOPS 8.35)

Front 152

low altitude operations requirements

Back 152

- below 1,000 AGL
- pilot shall announce over PA that lifevests are required if over water
- brief minimum altitude, airspeed, AOB, and max rate of descent
- no pilot seat swaps
- 500 AGL minimum for immediate FE seat swaps
(NATOPS 8.35)

Front 153

descent and approach checklist should be done by

Back 153

before entering the traffic pattern (NATOPS 8.36)

Front 154

when to cancel the wheels warning horn

Back 154

only at the direction of the pilot flying (NATOPS 8.36)

Front 155

best two types of descents

Back 155

Operational descent schedule
>20,000 ft: 275 KIAS and 550 fpm
20,000 - 10,000 ft: 275 KIAS and 800 shp
10,000 - 3,000 ft: 275 KIAS and 0 shp
<3,000 ft: FLIGHT IDLE and 1,200 fpm

Flight idle descent at 250 KIAS:
- results in 2,000-2,500 fpm
- dist = (alt to lose x 2) +10

(PJA 11.14)

Front 156

during descent and landing, pilots and FEs should look out for

Back 156

pitchlock, shown as higher than normal shp and rpm decreasing as power is reduced (NATOPS 8.36)

Front 157

when to add airspeed to 1.35 and 1.3 speeds due to configuration

Back 157

when WING STORES put you in configuration D or E, add 5 kts (NATOPS 8.36)

Front 158

airspeeds in the pattern

Back 158

160 kts on downwind, descending / decelerating base turn to final with airspeed tapering to 1.35 or 1.3 speed as the flare is established (NATOPS 8.36)

Front 159

who is included in the approach brief

Back 159

flight station and NAV/COMM (NATOPS 8.36)

Front 160

min runway length for landing

Back 160

less than 5,000 ft requires CO approval (NATOPS 8.36)

Front 161

minimum runway length for touch an go

Back 161

6,000 ft (NATOPS 8.37)

Front 162

reverse thrust is more effective at what speed and should be initiated ASAP after

Back 162

- more effective above 80 kts
- ASAP after nosewheel touches down
(NATOPS 8.36)

Front 163

you can start to use nosewheel steering on landing rollout below __ kts

Back 163

60 kts (NATOPS 8.36)

Front 164

maximum speed to go into beta on landing rollout

Back 164

135 kts or 125 kts with no electrical power (NATOPS 8.36)

Front 165

if a BETA light does not come on after moving the power levers into BETA on landing rollout

Back 165

- FE calls it
- if there's a swerve, pull the E handle and continue 3 engine reverse
- if no swerve, continue 4 engine reverse with caution
(NATOPS 8.36)

Front 166

PROP PUMP 1 light on landing

Back 166

PROP PUMP 1 light may come on momentarily when entering the beta range as a result of pitchlock reset actuation (NATOPS 8.36)

Front 167

when can you do the brake check for landing

Back 167

after the gear is down and locked (PJA 11.3)

Front 168

landing on wet runway

Back 168

- slowly apply reverse thrust
- after a substantial decrease in airspeed use intermittent brakes, lightly at first and then increasing as weight comes onto the wheels
(NATOPS 8.36)

Front 169

max crosswind

Back 169

35 kts (flight tested) (NATOPS 8.36)

Front 170

when crosswind is above __ kts...

Back 170

above 30 kts crosswind, maintain 130 kts minimum until touchdown for directional control and minimized sideslip (NATOPS 8.36)

Front 171

crosswind landings

Back 171

- land on the upwind gear first
- hold aileron into the wind throughout the landing
- lower the nosewheel and hold forward yoke pressure
- use rudder and asymmetrical power to maintain directional control
- do not exceed 9 deg AOB at touchdown to avoid a prop strike
(NATOPS 8.36)

Front 172

the ___ position provides __% of the aerodynamic braking of MAX REVERSE

Back 172

GROUND IDLE provides 90% reversing capability (NATOPS 8.36)

Front 173

short field landing

Back 173

- land flaps, slow to 1.3 Vs
- come in low and land in the first 500-1,000 ft
- GROUND IDLE as soon as main mounts touch down, then into MAX REVERSE
- use elevator to prevent nosewheel slamming down
- max braking: after reverse is applied, partly apply brakes and increase to maximum possible without sliding the tires; avoid hard braking above 120 kts
- release brakes immediately and use sparingly during taxi; see hot brakes if necessary
(NATOPS 8.36)

Front 174

brake cooling (after takeoff, while taxiing, while parked)

Back 174

- after takeoff, delay gear retraction for 2 minutes
- during taxi, move #2 and #3 above GROUND START in normal rpm for 5 minutes
- while parked, chock the wheels and use 1,000 shp on #2 and #3; if not chocked set the parking brake only on the good side and use normal rpm power on the other
(NATOPS 8.37)

Front 175

can you do no flap touch and goes

Back 175

only with an IP (NATOPS 8.37)

Front 176

waveoff procedure

Back 176

- set power and positive rate of climb
- flaps - APPROACH
- landing gear up with confirmed positive rate of climb
- continue normal takeoff
(NATOPS 8.39)

Front 177

during engine rpm shifts (which direction or both?), monitor ___ and shut down if...

Back 177

- during DOWNSHIFTS from normal to low rpm
- shut down immediately if T.I.T. exceeds 850 C or rpm drops below 71.0%
(NATOPS 8.40)

Front 178

moving flaps with reverse thrust

Back 178

could get flap assym if you move flaps from LANDING with reverse thrust (NATOPS 8.40)

Front 179

- configuration for washrack useage
- shall not be used if...

Back 179

- flaps TAKEOFF and APU doors closed
- do not use with external stores (except sonobouys), with chaff / flares loaded, or when OAT is below 40 F / 5 C
(NATOPS 8.40)

Front 180

allow engines to run for ___ at low rpm prior to shutdown

Back 180

2 minutes (NATOPS 8.41)

Front 181

if the engine fails to shutdown with the fuel and ignition switch

Back 181

pull the E handle (NATOPS 8.41)

Front 182

if using external power or battery during shutdown (no APU)

Back 182

select an engine to ensure SEAC / SEDC power in the event of external power failure (NATOPS 8.41)

Front 183

five steps to engine shutdown

Back 183

1. GROUND START
2. LOW rpm for 2 minutes
3. fuel and ignition switch OFF
4. Ground power as desired
5. Check NTS lights on
(NATOPS 8.41)

Front 184

pilot procedures for parachute ops (bailout)

Back 184

- 150 KIAS max
- slower is better
- recommend 25 kts above figured stall speed
- min SHP on #2
(NATOPS 8.46)

Front 185

can you hold a checklist and resume where you left off

Back 185

yes, but not the landing checklist; answering a radio call doesn't constitute holding the checklist, but any other holds requires resuming it at the beginning (PJA 11.3)

Front 186

power lever movement during the abort

Back 186

Note: Abrupt power lever movements (on abort) may result in engine rpm decay. (NATOPS 8.19)

Front 187

prior to takeoff, the flight station personnel shall ensure the following:

Back 187

- takeoff brief given
- takeoff checklist complete
- takeoff clearance received
- runway heading checked
(PJA 11.10)

Front 188

define MESA and MOSA

Back 188

MESA - Min Enroute Safe Altutude - 1000 ft above the highest obstacle within 30 nm of planned route

MOSA - Min Operational Safe Altitude - 1000 ft above the highest obstacle within 30 nm of the aircraft

(NATOPS 8.35)

Front 189

when are MOSA ICS calls required and when can they be waived

Back 189

- required any time you descend below MOSA on operational or crew training flights
- 2P shall have 1:500,000 (sectional) or 1:1,000,000 scale chart out
- waived by PIC if safety can be maintained visually in VMC
(NATOPS 8.35.4)

Front 190

Caution should be used when taxiing at low gross weights because

Back 190

moderate to heavy braking action can result in locking the wheels with resultant damage to tires (NATOPS 8.11)

Front 191

on landing, reverse thrust is most effective above __ kts

Back 191

>80 kts (NATOPS 8.36.2)

Front 192

when to use 160 and 180 as flap retraction airspeeds

Back 192

heavy weight, high altitude, or unusual environment including turbulence / windshear (NATOPS 8.20)