PILOT NATOPS QUESTION BANK
	1.	PUSHING IN THE FEATHER BUTTON TO THE FEATHER POSITION:
	A.	CUTS OFF FUEL ELECTRICALLY.
	B.	ENERGIZES THE FEATHER VALVE SOLENOID.
	C.	ENERGIZES THE FEATHER PUMP MOTOR.
	X	D.	ALL OF THE ABOVE.
	#2	NATOPS 2-78
	2.	DURING A RESTART, THE FEATHER BUTTON LIGHT REMAINS ON FOLLOWING PCO.  YOU SHOULD:
	A.	ATTEMPT A NORMAL RESTART ENSURING THE PROP PUMP LIGHTS ARE OUT ABOVE 55%.
	B.	CYCLE THE PROP FEATHER CB AND THEN ATTEMPT A NORMAL RESTART.
	X	C.	PULL THE E-HANDLE.  IF THE LIGHT GOES OUT, PUSH THE E-HANDLE IN AND CONTINUE THE RESTART 
	PROCEDURE.
	D.	PULL THE E-HANDLE. PCO FOR 10 SECONDS WITH THE E-HANDLE OUT AND CONTINUE THE RESTART.
	#3	NATOPS 8-30
	3.	THE NEGATIVE TORQUE SENSING (NTS) SYSTEM:
	A.	IS A PURELY MECHANICAL SYSTEM WHICH LIMITS SHP TO -500.
	X	B.	LIMITS NEGATIVE TORQUE TO APPROXIMATELY -150 TO -500 SHP FOR THE OUTBOARD PROPELLERS.
	C.	LIMITS THE NEGATIVE TORQUE TO APPROXIMATELY -150 TO -500 SHP FOR THE INBOARD PROPELLERS.
	D.	CAUSES THE FEATHER VALVE TO MOVE RESULTING IN A DECREASE IN BLADE ANGLE.
	#4	NATOPS 2-76
	4.	FAILURE OF THE NTS LIGHT TO ILLUMINATE FOLLOWING ENGINE SHUTDOWN FROM LOW RPM  WITH THE FUEL AND 
	IGNITION SWITCH REQUIRES MAINTENANCE ACTION.
	X	A.	  TRUE
	B.	  FALSE
	#7	NATOPS 8-46
	5.	DURING THE INFLIGHT RESTART OF THE #1 ENGINE, PRESSING THE PCO CAUSED BLADE ANGLE/ROTATION.  YOU 
	SHOULD:
	X	A.	EXECUTE THE EMERGENCY SHUTDOWN PROCEDURE
	B.	CYCLE THE E-HANDLE AND CONTINUE WITH THE RESTART PROCEDURE WITHOUT PRESSING THE PCO AGAIN.
	C.	CYCLE THE E-HANDLE AND CONTINUE WITH THE RESTART PROCEDURE STARTING WITH PCO.
	D.	PULL OUT ON THE FEATHER BUTTON AND CONTINUE WITH THE RESTART PROCEDURE.
	#8	NATOPS 8-30
	6.	DURING A LOITER SHUTDOWN, RPM STABILIZES AT 8% AFTER THE E-HANDLE IS PULLED.  YOU SHOULD:
	A.	CALL FOR THE EMERGENCY SHUTDOWN CHECKLIST.
	X	B.	PERFORM THE PROPELLER FAILS TO FEATHER PROCEDURES.
	C.	CHECK THE FEATHER BUTTON LIGHT OUT.
	D.	PUSH THE E-HANDLE IN AND E-HANDLE AGAIN.
	#9	NATOPS 8-27
	7.	UNDER EXTREMELY COLD CONDITIONS YOU MAY OPERATE AN ENGINE WITH OIL TEMPERATURES BETWEEN 50 TO 
	60 DEGREES C PROVIDED:
	A.	RGB OIL PRESSURE IS IN LIMITS AT 100%.
	X	B.	ALL OIL PRESSURE LIMITATIONS ARE MAINTAINED.
	C.	30 MINUTES IS THE MAXIMUM TIME UNDER THESE CONDITIONS.
	D.	SHP DOES NOT EXCEED 1,000.
	#10	NATOPS 4-3
	Page 3 of 56

	8.	WITH AN ENGINE OIL TEMPERATURE OF +25 DEGREES C, THE MAXIMUM ALLOWABLE SHP IS:
	A.	MINIMUM.
	B.	0.
	C.	500.
	X	D.	1000.
	#11	NATOPS 4-3
	9.	THE MINIMUM RECOMMENDED AIRSPEED FOR A NORMAL INFLIGHT RESTART IS:
	X	A.	170 KIAS.
	B.	180 KIAS.
	C.	200 KIAS.
	D.	210 KIAS.
	#12	NATOPS 4-6
	10.	PITCHLOCK IS MECHANICALLY CAMMED OUT:
	A.	WHEN BLADE ANGLE IS LESS THAN 24 DEGREES.
	B.	BELOW 28 DEGREES COORDINATOR.
	C.	WHEN BLADE ANGLE IS ABOVE 10 DEGREES WITH POWER LEVER BELOW 28 DEGREES COORDINATOR.
	X	D.	BELOW 17 DEGREES BLADE ANGLE AND ABOVE 57 DEGREES BLADE ANGLE.
	#15	NATOPS 2-76
	11.	IF FORCED TO OPERATE A PITCHLOCKED PROPELLER WITH AN INOPERATIVE ELECTRONIC SYNC SYSTEM, ATTEMPT 
	TO:
	X	A.	MAINTAIN RPM IN THE UNDERPSPEED RANGE OF 96 TO 98 PERCENT TO REINFORCE PITCHLOCK.
	B.	MAINTAIN RPM IN THE RANGE OF 100 TO 103.5 PERCENT TO REINFORCE PITCHLOCK.
	C.	MAINTAIN A MINIMUM OF 230 KTAS UNTIL ENTERING THE TERMINAL ENVIRONMENT.
	D.	MAINTAIN THE ENGINE/PROPELLER COMBINATION ON THE FUEL TOPPING GOVERNOR RANGE OF 104.2 TO 
	#17	NATOPS 15-19
	12.	PITCHLOCK PROVIDES PROTECTION AGAINST AN UNCONTROLLABLE OVERSPEED BY PREVENTING AN INCREASE OR
	 DECREASE IN BLADE ANGLE.
	A.	  TRUE
	X	B.	  FALSE
	#18	NATOPS 2-76
	13.	PRIOR TO TURNING OFF THE FUEL/IGNITION SWITCH DURING PITCHLOCK PROP OPERATIONS, WHAT CAN BE DONE 
	TO INCREASE SHP?
	A.	INCREASE TAS TO ENSURE POSITIVE PITCHLOCK.
	X	B.	DECREASE TAS.
	C.	INCREASE ALTITUDE.
	D.	NOTHING WILL CHANGE SHP DUE TO THE FIXED PITCH PROPELLER.
	#19	NATOPS 15-20
	14.	AFTER FUEL CHOPPING A PITCHLOCKED PROPELLER, THE INSTRUMENTS INDICATIONS ARE:  RPM 35%, SHP -300 TO 
	-400, AND A FLASHING FEATHER VALVE LIGHT.   YOU MAY ASSUME YOU HAVE STABILIZED NTS AND THE 
	EMERGENCY SHUTDOWN HANDLE SHOULD BE PULLED.
	X	A.	  TRUE
	B.	  FALSE
	#20	NATOPS 15-21
	15.	THE PROPER PROCEDURE FOR HANDLING A PITCHLOCKED PROPELLER WITHOUT OVERSPEED IS TO FUEL CHOP 
	THE ENGINE IN THE TERMINAL AREA .  WITH STABILIZED NTS, PULL THE E-HANDLE.
	A.	  TRUE
	X	B.	  FALSE
	#21	NATOPS 15-23
	Page 23 of 56

	16.	CERTAIN MALFUNCTIONS OF THE PITCHLOCK REGULATOR CAN CAUSE A PROPELLER TO PITCHLOCK IN THE 
	NORMAL GOVERNING RANGE WITHOUT AN OVERSPEED CONDITION.  IF THIS CONDITION OCCURS:
	X	A.	CONTINUED OPERATION IS PERMISSIBLE, EXECUTE THE EMERGENCY SHUTDOWN PROCEDURE IN THE 
	TERMINAL AREA.
	B.	PERFORM OPERATION WITH A PITCHLOCKED PROPELLER PROCEDURE.
	C.	DO NOT ALLOW RPM TO DROP BELOW 95 PERCENT AND WHEN IN THE TERMINAL AREA, PLACE THE FUEL AND 
	IGNITION SWITCH OFF.
	D.	THE E-HANDLE SHALL BE PULLED IMMEDIATELY BEFORE THE CONDITION DETERIORATES.
	#22	NATOPS 15-22
	17.	DURING AN INFLIGHT RESTART, THE PROP PUMP #1 LIGHT GOES OUT AT 60 PERCENT RPM.  THE CREW SHOULD:
	A.	FEATHER THE PROPELLER AND DO NOT ATTEMPT A RESTART.
	B.	CONTINUE THE RESTART AND CONTINUE THE MISSION, AS THIS IS A NORMAL INDICATION.
	C.	CONTINUE HOLDING OUT THE FEATHER BUTTON AND PULL THE EMERGENCY SHUTDOWN HANDLE.
	X	D.	CONTINUE THE RESTART,  ABORT THE MISSION.
	#23	NATOPS 8-32
	18.	DURING INFLIGHT RESTART OF #1, YOU NOTICE BLADE ANGLE DECREASING WITH NO ROTATION.  ASSUMING A 
	STUCK PROP BRAKE, YOU SHOULD:
	A.	PUSH THE FEATHER BUTTON IN.
	B.	USE THE ENGINE STARTER UNTIL ROTATION BEGINS.
	C.	PULL THE EMERGENCY SHUTDOWN HANDLE.
	X	D.	BOTH A  AND B.
	#24	NATOPS 8-31
	19.	DURING TAKEOFF WITH ALL SYNC SERVOS ON AND THE SYNC MASTER OFF, ALLOWABLE MOMENTARY ENGINE RPM
	 OVERSHOOT/UNDERSHOOT WITH POWER LEVER ADVANCEMENT IS:
	A.	101 TO 99 PERCENT.
	B.	102.5 TO 97.5 PERCENT.
	X	C.	106 TO 96 PERCENT.
	D.	106 TO 94 PERCENT.
	#25	NATOPS 4-3
	20.	DURING POWER LEVER ADJUSTMENT INFLIGHT YOU ARE ALLOWED AN OVERSHOOT/UNDERSHOOT OF PLUS OR 
	MINUS _____ % RPM WITH THE SYNC SERVO ON AND PLUS OR MINUS _____ % RPM WITH IT OFF.
	A.	1 ; 1
	X	B.	1 ; 2
	C.	2 ; 1
	D.	2 ; 2
	#27	NATOPS 4-3
	21.	WHICH OF THE FOLLOWING  CRITERIA IS REQUIRED FOR THE AUTOFEATHER SYSTEM TO ELECTRICALLY SHUT 
	DOWN AN ENGINE:
	A.	SHP IS LESS THAN 500.
	B.	EMERGENCY SHUTDOWN CB'S SET
	C.	ENGINE RPM IS ABOVE 94%.
	X	D.	POWER LEVER IS ABOVE 60 DEGREES COORDINATOR.
	#30	NATOPS 2-78
	22.	ALL EMERGENCY EXITS ARE OPERABLE FROM INSIDE OR OUTSIDE THE AIRCRAFT.
	X	A.	TRUE
	B.	FALSE
	#32	NATOPS 12-8
	Page 8 of 56

	23.	AFTER DITCHING AT NIGHT YOU AND YOUR CREW HAVE BOARDED YOUR RESPECTIVE LIFE RAFTS.  YOU SIGHT A 
	MERCHANT SHIP IN THE DISTANCE AND WISH TO SIGNAL THEM WITH YOUR PENCIL FLARE GUN.  YOU SHOULD:
	X	A.	ENSURE PENCIL FLARE PROJECTOR IS IN THE COCKED POSITION PRIOR TO LOADING.
	B.	SCREW FLARE ON TO THE LAUNCHER.
	C.	HOLD LAUNCHER  AT ABOUT A 75 DEGREE ANGLE  AND PULL ON TRIGGER THEN RELEASE.
	D.	ALL OF THE ABOVE.
	#34	NATOPS 17-5
	24.	THE P-3 IS EQUIPPED WITH _____ PORTABLE FIRE EXTINGUISHERS.
	A.	2
	X	B.	3
	C.	4
	D.	5
	#35	NATOPS 17-1
	25.	THE AN/PRC-90 IS A HANDHELD, BATTERY OPERATED EMERGENCY RADIO WHICH OPERATES ON 243.0 MHZ AND 
	_____.
	X	A.	282.8 MHZ
	B.	281.2 MHZ
	C.	156.8 MHZ
	D.	8364 KHZ
	#37	NATOPS 17-10
	26.	ANY MOVEMENT OF THE FLAPS FROM THE LAND POSITION  WITH REVERSE THRUST APPLIED SHOULD BE AVOIDED 
	AS A FLAP ASYMMETRY MAY OCCUR.
	X	A.	TRUE
	B.	FALSE
	#41	NATOPS 8-44
	27.	UPON DESCENT FOR LANDING THE #3 RPM UNDERSPEEDS AUDIBLY TO 97%.  THE CREW SHOULD:
	A.	RETARD THE #3 POWER LEVER AND SEE IF RPM DECREASES BELOW 95%.
	B.	PULL THE E-HANDLE IF RPM HAS STABILIZED.
	X	C.	ADVANCE THE #3 POWER LEVER AND NOTE ENGINE INDICATIONS
	D.	CONTINUE OPERATION AND LAND IMMEDIATELY.
	#42	NATOPS 15-16
	28.	WHILE ONSTATION AT 300 FT WITH THE AUTOPILOT OFF YOU NOTICE EXCESSIVE FORCE IS REQUIRED TO CONTROL 
	THE ELEVATOR (AIRCRAFT IS STILL CONTROLLABLE AND IT DOES NOT SEEM TO BE A TRIM PROBLEM).  YOU SHOULD:
	A.	IMMEDIATELY GO BOOST OUT IN THE ELEVATOR.
	B.	ATTEMPT TO OVERRIDE WITH THE AUTOPILOT.
	X	C.	ATTEMPT TO OBTAIN A SAFE ALTITUDE, SET CONDITION FIVE AND PULL THE BOOSTER SHIFT HANDLES AFTER 
	CHECKING TRIM TAB POSITION
	D.	DO NOT ATTEMPT TO GO BOOST OUT  UNDER ANY CIRCUMSTANCES.
	#43	NATOPS 15-9
	29.	IF A PROP PUMP LIGHT ILLUMINATES AT 80 KNOTS ON THE TAKEOFF ROLL, THE CORRECT COURSE OF ACTION IS 
	TO:
	A.	FEATHER THE PROPELLER AND ABORT THE TAKEOFF AFTER THE PROP IS FEATHERED.
	B.	ABORT THE TAKEOFF AND PULL THE EMERGENCY SHUTDOWN HANDLE AS THE POWER LEVERS ENTER THE 
	BETA RANGE.
	X	C.	ABORT THE TAKEOFF AND PULL THE EMERGENCY SHUTDOWN HANDLE AS THE POWER LEVERS ARE 
	RETARDED TOWARD FLIGHT IDLE.
	D.	CONTIUE THE TAKEOFF AND TAKE CORRECTIVE ACTION ONCE SAFELY AIRBORNE.
	#44	NATOPS 14-2
	Page 2 of 56

	30.	IF WEATHER AT DESTINATION AIRPORT IS FORECAST TO BE ABOVE MINIMUMS, BUT LESS THAN 3000 FT. CEILING/3 
	MI VISIBILITY, MINIMUM WEATHER FOR THE ALTERNATE IS:
	A.	3,000 -3
	B.	PAR MINIMUMS PLUS 300 - 1, IF SINGLE PILOTED
	C.	PUBLISHED NON-PRECISION MINIMUMS PLUS 200 -1/2
	X	D.	ILS MINIMUMS PLUS 200 - 1/2
	#45	3710 4-7
	31.	ENGINE ANTI-ICE SHOULD BE TURNED ON:
	X	A.	PRIOR TO ENTERING ANY AREA WHERE STRUCTURAL ICING IS LIKELY TO EXIST.
	B.	WHEN STRUCTURAL ICING IS EVIDENT TO PREVENT OVERHEATING.
	C.	AS SOON AS POSSIBLE AFTER TAKEOFF IF ICING CONDITIONS PREVAIL ON THE GROUND OR WILL BE 
	ENCOUNTERED SHORTLY AFTER TAKEOFF.
	D.	WHEN VISIBLE MOISTURE IS PRESENT AND AMBIENT TEMPERATURE IS BELOW 0 DEGREES C.
	#46	NATOPS 2-113
	32.	DURING FLIGHT THE #1 OIL PRESS LIGHT ILLUMINATES.  GEARBOX AND POWER SECTION OIL PRESSURES ARE 
	WITHIN LIMITS.  THE FLIGHT CREW SHALL EXECUTE THE EMERGENCY SHUTDOWN CHECKLIST.
	A.	TRUE
	X	B.	FALSE
	#47	NATOPS 11-8
	33.	ANYTIME THE BOMB BAY DOORS ARE OPEN AND HYDRAULIC POWER IS REQUIRED, AN OUTSIDE OBSERVER SHALL 
	BE POSTED TO ENSURE THAT THE BOMB BAY DOOR AREA REMAINS CLEAR.
	X	A.	TRUE
	B.	FALSE
	#48	NATOPS 7-8
	34.	WHEN CONDUCTING AN ILS BACK-COURSE APPROACH (MANUAL PROCEDURE), SET THE ________ INTO THE HSI 
	COURSE WINDOW.
	A.	ILS BACK-COURSE INBOUND COURSE
	X	B.	ILS FRONT-COURSE INBOUND COURSE
	C.	EITHER A OR B SINCE CORRECT SENSING WILL RESULT ON THE HSI WITH EITHER COURSE SET.
	D.	NONE OF THE ABOVE
	#49	NATOPS 18-14
	35.	FOLLOWING  FUEL CHOP OF A PITCHLOCKED PROPELLER, INDICATION(S) THAT THE PROPELLER HAS REMAINED 
	COUPLED IS/ARE:
	A.	DECREASED RPM.
	B.	GEARBOX OIL PRESSURE NEAR ZERO.
	C.	POWER SECTION OIL PRESSURE NEAR NORMAL
	X	D.	BOTH A AND C ARE CORRECT.
	#51	NATOPS 15-20
	36.	WHEN OPERATING UNDER ADVERSE RUNWAY CONDITIONS (WATER, ICE, SLUSH, SNOW) PREDICTION OF FOUR-
	ENGINE ACCELERATION DISTANCES TO 80 KNOTS, REFUSAL SPEED,  ROTATE SPEED AND LIFTOFF SPEED ARE 
	MANDATORY.
	X	A.	TRUE
	B.	FALSE
	C.
	#54	NATOPS 29-5
	37.	IF THE #1 PROP PUMP LIGHT REMAINS ON IN LOW RPM AFTER THE INITIAL START, YOU SHOULD:
	X	A.	SECURE THE ENGINE WITH THE FUEL AND IGNITION SWITCH.
	B.	SHIFT THE ENGINE TO NORMAL RPM, IF THE LIGHT GOES OUT THIS IS ACCEPTABLE.
	C.	PULL THE EMERGENCY SHUTDOWN HANDLE
	D.	CONTINUE OPERATION PROVIDED THE LIGHT EXTINGUISHES AT 100% RPM.
	#55	NATOPS 8-7
	Page 7 of 56

	38.	WHEN COMPUTED REFUSAL SPEED IS 5 KNOTS ABOVE ROTATION SPEED OR LESS, FOUR-ENGINE ACCELERATION 
	DISTANCES TO ____ ARE MANDATORY.
	A.	80 KNOTS
	B.	REFUSAL, ROTATION AND LIFT-OFF SPEEDS
	C.	DECISION SPEED
	X	D.	BOTH A AND B  ARE CORRECT
	E.
	#56	NATOPS 29-5
	39.	PRIOR TO TWO-ENGINE LOITER OPERATIONS, YOU SHOULD DISCUSS:
	A.	SINGLE ENGINE/GENERATOR CONTINGENCIES.
	B.	SINGLE-ENGINE RATE OF DESCENT.
	C.	GEN 4 TRANS CONTROL, BUS A AND BUS B CONTROL CBS ARE SET.
	X	D.	ALL OF THE ABOVE.
	#57	NATOPS 8-26
	40.	PRIOR TO TWO-ENGINE LOITER OPERATIONS, ENSURE GEN 4 TRANSFER CONTROL, BUS A AND BUS B CONTROL 
	CIRCUIT BREAKERS ARE SET.
	X	A.	TRUE
	B.	FALSE
	C.
	#58	NATOPS 8-26
	41.	IN CASE OF ENGINE FAILURE DURING TWO ENGINE LOITER, WHICH ENGINE SHOULD BE RESTARTED FIRST?
	A.	RESTART THE NUMBER 1 ENGINE FIRST.  DUE TO THE LACK OF AN EDC OR GENERATOR, NUMBER 1 ENGINE 
	WILL COME ON LINE QUICKER.
	X	B.	RESTART THE NUMBER 4 ENGINE FIRST TO PROVIDE ADDITIONAL GENERATOR OUTPUT.
	C.	RESTART THE ENGINE WITH THE COOLER RESIDUAL TIT TO REDUCE THE POSSIBILITY OF A HOT START.
	D.	RESTART THE ENGINE WITH THE HIGHER ENGINE OIL TEMPERATURE TO PROVIDE POSITIVE SHP.
	#59	NATOPS 8-29
	42.	WHICH STATEMENT IS TRUE CONCERNING CROSSFEED OPERATIONS?
	A.	CROSSFEED IS PROHIBITED WITH LESS THAN 3000 LBS PER TANK IN THE PATTERN.
	X	B.	THE USE OF MULTIPLE CROSSFEED CONFIGURATIONS SHOULD BE SET UP ONLY WHEN NECESSITATED BY 
	KNOWN EMPTY TANK CONDITIONS.
	C.	IF A WING TANK IS EMPTY, ANY CROSSFEED OPERATION IS PROHIBITED.
	D.	THE OPENING OF CROSSFEED VALVES DURING LOW FUEL QUANTITY OPERATIONS PRESENTS NO 
	HAZARDOUS CONDITION.
	#60	NATOPS 8-28
	43.	ON THE GROUND, THE PROBABLE CAUSE OF A REFR OVHT LIGHT IS AN INOPERATIVE HEAT EXCHANGER BLOWER 
	FAN.
	X	A.	_______________________________________________________________________________________________	TRUE
	B.	_______________________________________________________________________________________________	FALSE
	#63	NATOPS 11-4
	44.	TO PROVIDE MORE COMFORTABLE CABIN RATES OF CHANGE, THE SYSTEM MAY BE MAINTAINED IN THE ISOBARIC 
	RANGE UNTIL THE TOP OF THE CLIMB.  WITH AFC-341, THE FORMULA USED TO DETERMINE THE CABIN PRESSURE 
	CONTROLLER SETTING IS (AIRCRAFT ALTITUDE/1000 -14) x 5.
	X	A.	TRUE
	B.	FALSE
	#64	NATOPS 2-130
	45.	FLAPS SHALL NOT BE LOWERED TO AN INTERMEDIATE POSITION UNLESS CLEARANCE EXISTS FOR FULL EXTENSION.
	X	A.	TRUE
	B.	FALSE
	#65	NATOPS 3-10
	Page 10 of 56

	46.	IF THE OUTSIDE OBSERVER INDICATES A CLEARANCE DANGER DURING FLAP MOVEMENT WHILE PREFLIGHTING:
	A.	IMMEDIATELY MOVE FLAP HANDLE TO PREVIOUSLY SELECTED POSITION.
	X	B.	FLAP TRAVEL SHALL BE STOPPED IMMEDIATELY BY SECURING HYDRAULIC POWER.
	C.	SECURE POWER TO THE AIRCRAFT IMMEDIATELY.
	D.	LET THE FLAPS ATTAIN THE SELECTED POSITION.
	#66	NATOPS 3-10
	47.	DURING GROUND OPERATIONS, SHOULD TIT REMAIN IN THE 1083C TO 1175C RANGE FOR MORE THAN 5 SECONDS 
	AN OVERTEMP INSPECTION IS REQUIRED.
	X	A.	TRUE
	B.	FALSE
	#67	NATOPS 4-4
	48.	WHEN EXECUTING ANY ENGINE SHUTDOWN OR RESTART PROCEDURE IN FLIGHT OR ON THE RUNWAY, THE FE 
	SHALL BE VISUALLY CHECKED AND VERBALLY CONFIRMED BY A PILOT PRIOR TO:
	A.	PULLING THE E-HANDLE.
	B.	MOVING THE FUEL AND IGNITION SWITCH.
	C.	ACTUATING THE FEATHER BUTTON.
	X	D.	ALL OF THE ABOVE.
	#68	NATOPS 7-1
	49.	FACTORS THAT MAY CAUSE OBSERVED AND PREDICTED TAKEOFF PERFORMANCE TO DIFFER FROM ACTUAL 
	PERFORMANCE ARE:
	A.	TIRE INFLATION.
	B.	ENGINE EFFICIENCIES LESS THAN 100%.
	C.	WING LEADING EDGE CONDITION.
	X	D.	ALL OF THE ABOVE.
	E.
	#70	NATOPS 8-16
	50.	DURING COMPLETION OF THE RESTART CHECKLIST PRIOR TO LOITER OPERATIONS, THE PCO SWITCH NEED ONLY 
	BE DEPRESSED MOMENTARILY TO ENSURE PROPER OPERATION OF THE AUXILIARY PUMP/FEATHER VALVE 
	X	A.	TRUE
	B.	FALSE
	#71	NATOPS 8-30
	51.	TO ENSURE CREW SAFETY, A CPA RANGE SHALL BE IDENTIFIED BY THE NAV/COMM AND PILOT PRIOR TO ENTERING
	 MOSA.
	X	A.	TRUE
	B.	FALSE
	C.
	#72	NATOPS 8-35
	52.	WHEN OPERATING WITH A HUNG STORE, WHICH OF THE FOLLOWING IS TRUE?
	A.	POSITIVE AND NEGATIVE G'S SHOULD NOT BE APPLIED.
	B.	IF THE HUNG STORE IS A BOMB BAY WEAPON, THE BOMB BAY DOORS SHALL BE CLOSED PRIOR TO 
	OVERFLIGHT OF LAND, POPULATION, OR FRIENDLY FORCES.
	C.	BOMB BAY JETTISON PULSES ARE ROUTED TO THE SAME LEMA RELEASE UNIT USED FOR NORMAL LAUNCH 
	AND MAY NOT RELEASE THE HUNG STORE.
	X	D.	ALL OF THE ABOVE ARE TRUE.
	#76	NATOPS 5-3
	Page 3 of 56

	53.	DURING REFUELING, IF FUEL IS SEEN STREAMING FROM A WING TIP VENT:
	A.	DISCONTINUE FUELING.  WHEN THE VENTING STOPS, CONTINUE.  NO MORE FUEL MAY BE ADDED TO THAT 
	B.	CONTINUE FUELING.  THIS CONDITION IS ACCEPTABLE PROVIDED OAT IS INCREASING.
	X	C.	DISCONTINUE FUELING.   AN INSPECTION FOR INTERNAL WING STRUCTURAL DAMAGE IN REQUIRED.
	D.	CONTINUE FUELING.  THIS CONDITION IS ACCEPTABLE PROVIDED NO AIRCRAFT SHUDDER OR VIBRATION IS 
	DETECTED.
	#79	NATOPS 3-5
	54.	WHILE TRANSITING AT YOUR 925 TIT CRUISE CEILING, THE #3 ENGINE SUDDENLY LOSES 1000 SHP WITHOUT 
	POWER LEVER MOVEMENT.  THE PROPER PROCEDURE IS TO:
	A.	CONTINUE ENGINE OPERATION.  POWER LEVER MOVEMENT SHOULD BE SMOOTH AND DELIBERATE 
	THROUGHOUT THE REST OF THE FLIGHT.
	B.	NULL THE TD.  IF NO EFFECT, ADVANCE #3 POWER LEVER TO MATCH SHP ON THE OTHER ENGINES.
	C.	CROSSFEED FUEL FROM ANOTHER TANK AS POSSIBLE FUEL CONTAMINATION EXISTS.
	X	D.	E-HANDLE #3 AND COMPLETE THE EMERGENCY SHUTDOWN CHECKLIST.
	#80	NATOPS 15-4
	55.	EXCEEDING VNE CAN RESULT IN LOSS OF PITCH CONTROL AT HIGH ALTITUDE AND OVERSTRESSING THE 
	STRUCTURE AT LOW ALTITUDE.  LOSS OF THE AIRCRAFT CAN RESULT.
	X	A.	TRUE.
	B.	FALSE.
	#81	NATOPS 10-11
	56.	IN ATTITUDE REFERENCE MODE, THE RINU PROVIDES HEADING, PITCH AND ROLL INFORMATION, BUT NO 
	NAVIGATIONAL OR POSITIONAL INFORMATION.
	X	A.	TRUE
	B.	FALSE
	#82	NATOPS 22-16
	57.	IF WINDSHEAR IS ENCOUNTERED, THE CORRECT PROCEDURE IS TO:
	A.	APPLY MAXIMUM POWER.
	B.	SET AND MAINTAIN 10 DEGREES OF PITCH ATTITUDE.
	C.	SELECT GEAR UP.
	X	D.	ALL OF THE ABOVE.
	#83	NATOPS 16-5
	58.	DURING A TRANSIT, YOU HAVE ONE EDC INOPERATIVE AND THE CABIN EXHAUST FAN IS OPERABLE.  THE 
	TEMPERATURE IN THE CABIN BEGINS TO RISE EXCESSIVELY.   YOU SHOULD PERFORM WHICH OF THE FOLLOWING?
	A.	OPEN RACK DOORS FOR ADDITIONAL COOLING.
	B.	INCREASE YOUR AIRCRAFT ALTITUDE IN ORDER TO INCREASE COOLING EFFICIENCY.
	C.	PERFORM PNEUMATIC DEPRESSURIZATION PROCEDURES AND DECREASE YOUR AIRCRAFT ALTITUDE.
	X	D.	REDUCE ELECTRICAL LOAD TO ONLY THAT USED FOR NAVIGATION.
	#85	NATOPS 15-26
	59.	WHEN CONSIDERING FUEL PLANNING AND ON TOP REQUIREMENTS, A PLANE COMMANDER SHOULD USE P-3 ON 
	TOP MINIMUMS BUT IN NO CASE LESS THAN OPNAV INST 3710.7 SERIES MINIMUM REQUIREMENTS AS FOLLOWS:
	A.	IF ALTERNATE IS NOT REQUIRED, FUEL TO FLY FROM TAKEOFF TO DESTINATION AIRPORT PLUS  A RESERVE 
	OF 10% OF PLANNED FUEL REQUIREMENTS.
	B.	IF ALTERNATE IS REQUIRED, FUEL TO FLY FROM TAKEOFF TO THE APPROACH FIX SERVING DESTINATION AND
	 THEN TO THE ALTERNATE PLUS A RESERVE OF 10%.
	C.	IN NO CASE LESS THAN A MINIMUM RESERVE OF 20 MINUTES AT MAX ENDURANCE  AT 10,000 FEET.
	X	D.	ALL OF THE ABOVE  ARE CORRECT ACCORDING TO OPNAV 3710.7T.
	#86	3710 4-8
	Page 8 of 56

	60.	DURING AN APPROACH INTO NAS NORTH  ISLAND, YOU NOTICE A CHANGE IN AIRSPEED OF +/- 15 KNOTS AND A 
	VERTICAL SPEED CHANGE GREATER THAN 500 FEET PER MINUTE.  YOU SHOULD:
	A.	DISREGARD AIRSPEED INFORMATION AND FLY ANGLE OF ATTACK.
	B.	APPLY NORMAL RATED POWER.
	X	C.	APPLY MAX POWER, AND SET AND MAINTAIN APPROXIMATELY 10 DEGREES NOSE UP PITCH ON THE ATTITUDE 
	INDICATOR.
	D.	MAINTAIN AIRPSEED 5 TO 10 KNOTS HIGHER ON FINAL BUT, AT THE TOUCHDOWN POINT, SPEED SHOULD BE 
	DOWN TO NORMAL.
	#88	NATOPS 16-5
	61.	THE MINIMUM RECOMMENDED ALTITUDE FOR AN EMERGENCY BAILOUT IS:
	A.	1000 FEET.
	B.	2000 FEET.
	X	C.	3000 FEET.
	D.	THERE IS NO MINIMUM ALTITUDE.
	#89	NATOPS 12-18
	62.	IF THE DISTANCE TO LIFT-OFF WITH AN ENGINE FAILURE AT REFUSAL SPEED IS GREATER THAN THE AVAILABLE 
	RUNWAY, THE AIRCRAFT IS OVERWEIGHT FOR THE EXISTING TAKEOFF CONDITIONS.
	X	A.	TRUE
	B.	FALSE
	#90	NATOPS 29-6
	63.	IF A SPLIT FLAP OCCURS DURING THE FINAL APPROACH PHASE:
	A.	LAND IMMEDIATELY IN ALL CASES.
	B.	CLIMB TO A SUFFICIENT ALTITUDE IN ORDER TO DETERMINE MINIMUM APPROACH AND LANDING AIRSPEEDS.
	C.	RESET THE FLAP HANDLE TO THE PREVIOUS POSITION.
	X	D.	IF THE AIRCRAFT IS CONTROLLABLE, LAND WITH THE FLAP HANDLE IN THE SELECTED POSITION.
	#92	NATOPS 16-6
	64.	THE EMERGENCY LANDING BRIEF SHALL BE CONDUCTED PRIOR TO EXECUTING A NO-FLAP LANDING.
	X	A.	TRUE
	B.	FALSE
	#94	NATOPS 16-1
	65.	DURING FLIGHT, THE #1 ENGINE PROP PUMP LIGHT ILLUMINATES.  IF RPM IS BELOW 115%:
	A.	E-HANDLE THE ENGINE AND PERFORM THE EMERGENCY SHUTDOWN PROCEDURES.
	B.	CONDUCT AN NTS CHECK AND PERFORM A PRECAUTIONARY ENGINE SHUTDOWN.
	C.	PERFORM THE OPERATION WITH A PITCHLOCKED PROPELLER AND PLACE THE #1 FUEL GOVERNOR AND 
	PROP PITCHLOCK SWITCH TO TEST.
	X	D.	SMOOTHLY ADVANCE POWER LEVER(S) TOWARD CRUISE CONDITIONS AND INCREASE TAS, NOTING ENGINE 
	INDICATIONS.
	#95	NATOPS 15-17
	66.	THE LANDING RUNWAY IN USE UTILIZES A TACAN WITH MINIMUMS OF 500 FT AND 1 STATUTE MILE VISIBILITY AND 
	AN ILS WITH MINIMUMS OF 100 FT AND 1/4 STATUTE MILE VISIBILITY.  FOR A STANDARD INSTRUMENT RATING, 
	TAKEOFF IS AUTHORIZED PROVIDED THE WEATHER IS AT LEAST
	A.	500 FT AND 1 SM VISIBILITY.
	X	B.	200 FT AND 1/2 SM VISIBILITY.
	C.	100 FT AND 1/4 SM VISIBILITY.
	D.	300 FT AND 1 SM VISIBILITY.
	#96	3710 5-19
	Page 19 of 56

	67.	DURING LANDING, TAKEOFF, AND LOW FUEL QUANTITY OPERATIONS (LESS THAN 2000 POUNDS PER TANK), THE 
	USE OF MULTIPLE CROSSFEED CONFIGURATIONS SHOULD BE SET UP:
	A.	AT PPC DISCRETION.
	B.	ONLY WHEN A FUEL DIP HAS BEEN PERFORMED AND A FUEL LOG MAINTAINED.
	C.	ONLY WHEN EXCEEDING INBOARD OR OUTBOARD TANK IMBALANCE LIMITS.
	X	D.	ONLY WHEN NECESSITATED BY KNOWN EMPTY TANK CONDITIONS.
	#98	NATOPS 8-28
	68.	IN ACCORDANCE WITH OPNAV INST 3710.7 SERIES, THE REQUIRED EQUIPMENT FOR INSTRUMENT FLIGHT 
	INCLUDES:
	A.	TURN-AND-SLIP INDICATOR.
	B.	MAGNETIC COMPASS WITH CURRENT CALIBRATION CARD.
	C.	CLOCK DISPLAYING HOURS, MINUTES, AND SECONDS WITH A SWEEP-SECOND POINTER OR DIGITAL 
	X	D.	ALL OF THE ABOVE.
	#100	3710 5-18
	69.	DURING APPROACH YOU ELECT TO ADD 10 KTS TO YOUR APPROACH AND LANDING SPEEDS FOR HIGH WIND 
	GUSTS REPORTED AT THE FIELD.  YOU INADVERTENTLY CARRY 10 KTS EXCESS SPEED ALL THE WAY TO 
	TOUCHDOWN.  YOU CAN EXPECT YOUR STOPPING DISTANCE TO BE:
	A.	500 FT GREATER.
	X	B.	1000 FT GREATER.
	C.	TWICE THE NORMAL DISTANCE.
	D.	10 KNOTS WILL HAVE A NEGLIGIBLE EFFECT.
	#101	NATOPS 18-8
	70.	IF A PROPELLER FAILS TO FEATHER IN CONJUNCTION WITH AN ENGINE FIRE INDICATION, ONLY THE FIRST FOUR 
	ITEMS OF THE PROPELLER FAILS TO FEATHER PROCEDURES SHALL BE COMPLETED, THEN:
	A.	IF THE PROPELLER DOES NOT FEATHER, COMPLETE THE EMERGENCY SHUTDOWN CHECKLIST THROUGH ITEM
	 SIX (ALTERNATE HRD), THEN COMPLETE THE REMAINING ITEMS OF THE PROPELLER FAILS TO FEATHER 
	PROCEDURE.
	X	B.	IF THE PROPELLER DOES NOT FEATHER, COMPLETE THE REMAINING ITEMS OF THE EMERGENCY SHUTDOWN 
	CHECKLIST, THEN COMPLETE THE REMAINING ITEMS OF THE PROPELLER  FAILS TO FEATHER PROCEDURE.
	C.	IF THE PROPELLER FEATHERS, COMPLETE THE RESTART CHECKLIST IN PREPARATION FOR IMMEDIATE 
	RESTART IN THE EVENT OF ANOTHER ENGINE MALFUNCTION.
	D.	IF THE PROPELLER FEATHERS, COMPLETE THE EMERGENCY SHUTDOWN CHECKLIST AND ENSURE THE OIL 
	TANK SHUTOFF VALVE  CB IS LEFT OUT.
	#102	NATOPS 15-7
	71.	IF THE PROPELLER FAILS TO FEATHER DURING LOITER SHUTDOWN, YOU SHOULD:
	A.	DECREASE AIRSPEED TO 150 KIAS.  IF THE PROPELLER DOES NOT SUCCESSFULLY  FEATHER, CYCLE THE 
	EMERGENCY SHUTDOWN HANDLE AND COMPLETE THE EMERGENCY SHUTDOWN CHECKLIST.
	B.	ATTEMPT TO REPOSITION THE PROPELLER WITH THE FEATHER BUTTON.
	C.	PERFORM THE PROPELLER FAILS TO FEATHER PROCEDURES.  IF THE PROPELLER IS SUCCESSFULLY 
	FEATHERED, COMPLETE THE EMERGENCY SHUTDOWN CHECKLIST.
	X	D.	PERFORM THE PROPELLER FAILS TO FEATHER PROCEDURES.  IF THE PROPELLER DOES NOT SUCCESSFULLY
	 FEATHER IN THE FIRST FOUR STEPS, COMPLETE THE EMERGENCY SHUTDOWN CHECKLIST.
	#103	NATOPS 8-27
	72.	WHEN EXECUTING A CIRCLING APPROACH, MAINTAIN FINAL APPROACH SPEED (1.35Vs + 5 KNOTS) BUT NOT LESS 
	THAN _____ KNOTS.
	A.	130
	B.	135
	X	C.	140
	D.	145
	#105	NATOPS 18-18
	Page 18 of 56

	73.	THE AUTOPILOT EMERGENCY DISCONNECT HANDLE MUST BE STOWED IN THE HORIZONTAL POSITION.  FAILURE TO 
	DO SO MAY MAKE IT IMPOSSIBLE TO:
	A.	PULL THE HANDLE IN THE EVENT OF AN AUTOPILOT MALFUNCTION.
	X	B.	DISCONNECT THE SURFACE CONTROL BOOSTER PACKAGES.
	C.	PULL THE HANDLE FAR ENOUGH TO MAKE BOTH THE ELECTRICAL AND MECHANICAL AUTOPILOT EMERGENCY 
	DISCONNECTS.
	D.	MANUALLY RELEASE THE NOSE GEAR.
	#106	NATOPS 15-8
	74.	IF CONTROL OF THE ELEVATOR, RUDDER OR AILERON IS LOST (CONTROLS MOVE FREELY WITH NO EFFECT ON THE
	 AIRCRAFT ATTITUDE):
	A.	SHIFT BOOST OUT IN THE AFFECTED CHANNEL.
	X	B.	FLY USING THE AUTOPILOT.
	C.	SHIFT BOOST OUT IN ALL CHANNELS.
	D.	IMMEDIATELY CLIMB TO ALTITUDE AND BAILOUT.
	#107	NATOPS 15-10
	75.	DURING A DITCH, THE FLIGHT ENGINEER WILL PROVIDE THE PILOT WITH THE FOLLOWING AIRSPEED(S):
	A.	LAND FLAP DITCH SPEED
	B.	1.35VS
	C.	1.30VS
	X	D.	LAND FLAP DITCH SPEED, 1.35VS, OR 1.3VS, AS DIRECTED BY THE PILOT
	#109	NATOPS 12-15
	76.	DURING A NIGHT DITCH, IF LIMITED TO FLAPS AT APPROACH, THE PILOT MUST INCREASE THE MINIMUM DITCHING 
	SPEED BY _____ KNOTS.
	X	A.	5
	B.	10
	C.	20
	D.	NONE
	#110	NATOPS 12-15
	77.	TO ANNOUNCE AN IMMEDIATE DITCH TO CREW MEMBERS, THE FLIGHT STATION SHALL:
	A.	USE ICS SWITCH WITH PA SELECTED.
	B.	ANNOUNCE OVER PA UTILIZING ICS OVERRIDE.
	C.	USE THE COMMAND BELL WITH ONE LONG RING.
	X	D.	BOTH B AND C.
	#111	NATOPS 12-14
	78.	IN THE EVENT OF AN IMMEDIATE DITCH, EACH PERSON SHALL:
	A.	RETURN TO THE ASSIGNED DITCHING STATION AND CARRY OUT THE ASSIGNED DUTIES FOR THAT STATION.
	X	B.	TAKE THE NEAREST DITCHING STATION, BUT CARRY OUT THE DUTIES ASSIGNED DURING THE BRIEF.
	C.	RETURN TO THE ASSIGNED DITCHING STATION AND BOARD THE NEAREST RAFT.
	D.	TAKE THE NEAREST DITCHING STATION AND CARRY OUT THE DUTIES FOR THAT STATION.
	#113	NATOPS 12-8
	79.	DURING A DITCH, THE LIFERAFT PAINTER OR MPLR ACTUATING/RETAINING LINE:
	X	A.	REMAINS ATTACHED TO THE AIRCRAFT.
	B.	SHOULD BE USED TO TIE THE RAFTS TOGETHER AFTER LAUNCHING.
	C.	SHOULD BE ATTACHED TO THE LIFEVEST OF THE PERSON LAUNCHING THE RAFT.
	D.	AUTOMATICALLY BECOMES DETACHED FROM THE RAFT CARRYING CASE WHEN THE RAFT INFLATES.
	#115	NATOPS 12-16
	Page 16 of 56

	80.	DURING LANDING WITH  FAILURE OF ALL GENERATORS DO NOT MOVE POWER LEVERS INTO GROUND OPERATING 
	RANGE UNTIL SPEED IS LESS THAN ___________KNOTS.  THIS WILL ELIMINATE THE POSSIBILITY OF INADVERTENT 
	PITCHLOCK  CAUSED BY DEPLETED BATTERY POWER.
	A.	135
	X	B.	125
	C.	115
	D.	110
	#117	NATOPS 15-2
	81.	WHEN TURNING OFF THE ESSENTIAL BUS MONITORING SWITCH WHICH BUS OR BUSSES ARE SECURED?
	A.	FLIGHT ESS AC
	X	B.	MON ESS AC AND START ESS AC
	C.	MON ESS AC
	D.	MON ESS AC AND MON ESS DC
	#119	NATOPS FO-10
	82.	DURING FLIGHT, THE MASTER RACK OVHT LIGHT ILLUMINATES.  YOU SHOULD:
	A.	INITIATE FIRE OF UNKNOWN ORIGIN CHECKLIST/PROCEDURES.
	B.	LOCATE OVERHEATED ELECTRONIC BAY(S) BY ILLUMINATED INDIVIDUAL BAY OVERHEAT LIGHT(S).
	C.	PROVIDE REQUIRED COOLING OR MONITOR EQUIPMENT AS NECESSARY.
	X	D.	ALL OF THE ABOVE.
	#122	NATOPS 11-9
	83.	WHICH STATEMENT IS CORRECT CONCERNING THE GEN 4 AUX CONTROL CIRCUIT BREAKER?
	A.	IT IS LOCATED ON THE MON ESS DC BUS.
	B.	IF GEN 4 AUX CONTROL CIRCUIT BREAKER IS OUT INFLIGHT, LOAD MONITORING WILL AUTOMATICALLY 
	OCCUR IF GEN 2 OR 3 IS LOST.
	C.	A TRIPPED GEN 4 AUX CONTROL CIRCUIT BREAKER WILL CAUSE THE GEN 4 OFF LIGHT TO ILLUMINATE.
	X	D.	IN FLIGHT, POWER FROM GEN 4 AUX CONT CIRCUIT BREAKER ENABLES GENERATOR #4 TO POWER BUS B IF 
	GENERATOR #3 FAILS.
	#126	NATOPS FO-10
	84.	THE GEN MECHANICAL FAILURE LIGHT FOR ONE OF THE THREE ENGINE DRIVEN GENERATORS WILL ILLUMINATE 
	WHEN:
	A.	THE GENERATOR DRIVE SHAFT SHEARS.
	X	B.	THE AUXILIARY BEARING IS UNDER A LOAD.
	C.	THE REAR SUPPORT BEARING FAILS.
	D.	ANY OF THE MECHANICAL COMPONENTS WITHIN THE GENERATOR SHOULD FAIL.
	#128	NATOPS 2-5
	85.	14TH STAGE BLEED AIR FROM THE COMPRESSOR SECTION OF THE T-56-14 ENGINE IS USED TO PERFORM THE 
	FOLLOWING FUNCTIONS:
	A.	ENGINE STARTING  AND ENGINE ANTI-ICE.
	B.	WING DEICE AND OIL COOLER AUGMENTATION.
	C.	CLOSES 5TH AND 10TH STAGE BLEED PORTS ABOVE 94% RPM AND PROVIDES BOMB BAY HEAT.
	X	D.	ALL OF THE ABOVE.
	#129	NATOPS 2-82
	86.	DISCONTINUE THE ENGINE START  (PRIOR TO REACHING LOW RPM) ON THE GROUND IF:
	A.	ALL OF THE ABOVE.
	X	B.	THERE IS FUEL SPEWING FROM THE NACELLE DRAIN.
	C.	TIT EXCEEDS 830 DEG.
	D.	BOTH PROP PUMP LIGHTS ARE NOT OUT BY 55%.
	#130	NATOPS 8-7
	Page 7 of 56

	87.	WHEN THE E-HANDLE IS PULLED, THE FOLLOWING FUNCTION(S) OCCUR:
	A.	THIS MECHANICALLY POSITIONS THE FEATHER VALVE TO FEATHER.
	B.	THIS ELECTRICALLY ACTUATES THE FX SYSTEM.
	C.	THIS ELECTRICALLY CLOSES THE BLEED AIR SHUTOFF VALVE.
	X	D.	ALL THE ABOVE
	#131	NATOPS 2-88
	88.	THE 94% SWITCH ON THE SPEED SENSE CONTROL:
	A.	DEENERGIZES THE IGNITION RELAY.
	B.	CLOSES THE 5TH AND 10TH STAGE BLEEDS.
	X	C.	SWITCHES THE TEMPERATURE DATUM SYSTEM FROM START LIMITING TO TEMPERATURE LIMITING.
	D.	BOTH B AND C.
	#132	NATOPS 2-88
	89.	THE ELECTRICAL FUNCTIONS OF THE EMERGENCY SHUTDOWN HANDLE ARE CONTROLLED BY ELECTRICAL 
	SWITCHES (ACTIVATED BY THE E-HANDLE) WHICH ARE POWERED BY:
	A.	FLIGHT ESS DC.
	B.	MONITORABLE ESSENTIAL AC BUS.
	X	C.	MONITORABLE ESSENTIAL DC BUS.
	D.	EXTENSION MAIN DC BUS.
	#133	NATOPS 2-88
	90.	DURING AN ENGINE START ON THE GROUND, A TORCH (VISIBLE BURNING IN THE EXHAUST NOZZLE) DOES NOT 
	REQUIRE A FUEL CHOP IF IT'S LESS THAN 3 SECONDS IN DURATION.
	A.	TRUE
	X	B.	FALSE
	#136	NATOPS 8-7
	91.	WITH AN ENGINE ANTI-ICING ADVISORY LIGHT ON AND THE CONTROL SWITCH OFF IN FLIGHT, TURN ON THE ANTI-
	ICE CONTROL SWITCH.  IF A SHP DROP IS OBSERVED:
	X	A.	EXECUTE THE EMERGENCY SHUTDOWN PROCEDURE.
	B.	CONTINUE ENGINE OPERATION.
	C.	CHECK FOR ICE BUILD UP ON THE AIR INLET SCOOP.  IF EXCESSIVE, EXECUTE THE EMERGENCY SHUTDOWN 
	PROCEDURE.
	D.	MONITOR SHP, TIT AND FUEL FLOW.  IF ERRATIC, EXECUTE THE EMERGENCY SHUTDOWN PROCEDURE.
	#137	NATOPS 11-6
	92.	PRIME SHOULD NOT BE USED IF THE:
	A.	RESIDUAL TEMPERATURE OF THE TURBINE IS IN EXCESS OF 100 DEGREES C.
	B.	PREVIOUS START WENT OVERTEMPERATURE.
	C.	PREVIOUS START TIME TO LOW RPM EXCEEDED 60 SECONDS.
	X	D.	BOTH A AND B ARE CORRECT.
	#138	NATOPS 8-5
	93.	WHILE TAXIING BACK FOR TAKEOFF AFTER A PRACTICE 3-ENGINE, FULL STOP LANDING, THE #1 PROP PUMP LIGHT 
	ILLUMINATES (ASSUMING ENGINE IS IN LOW RPM).
	X	A.	THIS IS ACCEPTABLE AS LONG AS THE PROP PUMP LIGHT GOES OUT IN NORMAL RPM.
	B.	APPROPRIATE ACTION IS TO SECURE THE ENGINE WITH THE FUEL AND IGNITION SWITCH AND RETURN TO 
	THE LINE.
	C.	APPROPRIATE ACTION IS TO SHUTDOWN THE ENGINE AND RESTART, ENSURING THE LIGHT IS OUT ABOVE 55%
	 DURING THE RESTART.
	D.	SHIFT THE ENGINE TO NORMAL THEN BACK TO LOW RPM.  IF THE LIGHT GOES OUT AND REMAINS OUT, 
	CONTINUE OPERATION.  IF NOT, MISSION SHOULD BE ABORTED.
	#141	NATOPS 8-10
	Page 10 of 56

	94.	IF THE PROP FAILS TO FEATHER DURING LOITER SHUTDOWN, YOU SHOULD:
	A.	COMPLETE THE EMERGENCY SHUTDOWN CHECKLIST.
	X	B.	PERFORM THE FAILS TO FEATHER PROCEDURES.  IF THE PROPELLER IS SUCCESSFULLY FEATHERED IN THE 
	FIRST 4 STEPS, COMPLETE THE LOITER SHUTDOWN CHECKLIST.
	C.	PUSH THE E-HANDLE IN.  AT STABILIZED NTS AND BELOW 150 DEG TIT, RELIGHT THE ENGINE.  ABORT THE 
	MISSION.
	D.	PERFORM THE FAILS TO FEATHER PROCEDURES.  IF THE PROPELLER IS SUCCESSFULLY FEATHERED, 
	COMPLETE THE EMERGENCY SHUTDOWN CHECKLIST.
	#142	NATOPS 8-27
	95.	IF ENGINE RPM INDICATIONS ARE LOST IN FLIGHT BUT ALL OTHER INSTRUMENTS ARE NORMAL, CONTINUED 
	OPERATION IS PERMITTED PROVIDED:
	A.	THE SYNC SERVO SWITCH FOR THAT ENGINE IS TURNED OFF.
	B.	PRACTICE LANDINGS ARE NOT PERFORMED.
	C.	POWER LEVER MOVEMENTS ARE SMOOTH AND CAUTIOUS.
	X	D.	ALL OF THE ABOVE.
	#143	NATOPS 15-24
	96.	WITH A COMPLETE LOSS OF CONTROLLING OIL PRESSURE, WHICH OF THE FOLLOWING PROPELLER PROTECTIVE 
	DEVICES IS LOST?
	A.	PITCHLOCK
	B.	DECOUPLE
	X	C.	 BETA FOLLOW-UP
	D.	LOW PITCH STOP
	#144	NATOPS 2-75
	97.	FOR A FEATHERED PROPELLER THAT ROTATES BACKWARD:
	X	A.	PUSH THE E-HANDLE IN AND MOMENTARILY PULL THE FEATHER BUTTON TO THE UNFEATHER POSITION.  
	WHEN ROTATION HAS BEEN STOPPED, PULL THE PROP FEATHER CB, THEN PULL THE SHUTDOWN HANDLE.
	B.	INITIATE PROP FAILS TO FEATHER PROCEDURES.
	C.	PUSH THE E-HANDLE IN AND PULL THE PROP FEATHER CB.
	D.	USE THE STARTER TO POSITION THE BLADES SO THEY DO NOT PARALLEL THE WING LEADING EDGE.
	#145	NATOPS 15-5
	98.	AFTER SECURING THE FUEL AND IGNITION SWITCH FOR A PITCHLOCKED PROP, THE EMERGENCY SHUTDOWN 
	HANDLE SHOULD BE PULLED:
	A.	_______________________________________________________________________________________________	THE EMERGENCY SHUTDOWN HANDLE SHOULD NEVER BE PULLED AFTER THE PROP PITCHLOCK 
	PROCEDURES HAVE BEEN PERFORMED.
	B.	_______________________________________________________________________________________________	IF THE NTS LIGHT ILLUMINATES AS THE FUEL AND IGNITION SWITCH IS PLACED OFF.
	X	C.	_______________________________________________________________________________________________	IF A STABILIZED NTS CONDITION IS ATTAINED.
	D.	_______________________________________________________________________________________________	IF THE PROP IS STILL COUPLED  AND NEITHER PUMP LIGHT IS ON.
	#147	NATOPS 15-21
	99.	DURING AN INFLIGHT RESTART THE PROP PUMP #1 CAUTION LIGHT DOES NOT EXTINGUISH AS RPM ACCELERATES 
	THROUGH 55%.  AS A RESULT:
	A.	LET THE ENGINE ACCELERATE UP TO SPEED AND THEN PERFORM THE PITCHLOCK PROP PROCEDURES.
	B.	LET THE ENGINE ACCELERATE UP TO SPEED AND THEN PULL THE E-HANDLE IF NOT ACCOMPANIED BY PROP 
	PUMP CAUTION LIGHTS.
	X	C.	CONTINUE THE RESTART.  THE MISSION SHOULD BE ABORTED.
	D.	ENSURE THERE ARE NO FLUID LEAKS AND IMMEDIATELY REFEATHER WITH THE E-HANDLE.
	#150	NATOPS 8-32
	Page 32 of 56

	100.	AFTER THE #4 ENGINE IS SHUTDOWN FOR LOITER, THE LIGHT IN THE FEATHER BUTTON REMAINS ON WITH THE E-
	HANDLE OUT, THE CORRECTIVE ACTION IS:
	X	A.	PULL THE PROP FEATHER CONTROL CB ON THE MON ESS DC BUS AND EXECUTE THE EMERGENCY 
	SHUTDOWN PROCEDURE.
	B.	CYCLE THE E-HANDLE.
	C.	PULL THE PROP FEATHER CB ON THE EXTENSION MAIN DC BUS AND INVESTIGATE.
	D.	PULL THE APPROPRIATE PROP CONTROL CB AND CONTINUE THE LOITER SHUTDOWN CHECKLIST.
	#151	NATOPS 11-3
	101.	THE STANDBY ATTITUDE INDICATOR (PEANUT GYRO) ON THE PILOT'S INSTRUMENT PANEL SHOULD NOT BE 
	RECAGED INFLIGHT UNLESS:
	A.	AIRCRAFT ATTITUDE IS WINGS LEVEL.
	B.	LARGE ERRORS (GREATER THAN 10 DEGREES) ARE PRESENT.
	C.	THE POWER CIRCUIT BREAKER HAS BEEN CYCLED.
	X	D.	BOTH 1 AND 2 ARE CORRECT.
	#152	NATOPS 23-32
	102.	THE RUNWAY 25 ASR MINIMUMS AT NAS WHIDBEY  ARE 600-3/4.  THE STANDARD INSTRUMENT CARD WEATHER 
	MINIMUMS FOR A RUNWAY 25 DEPARTURE (PAR NOT AVAILABLE) ARE:
	A.	300-3/4.
	B.	200-1/2.
	X	C.	600-1.
	D.	600-3/4
	#154	3710 5-19
	103.	THE RUNWAY 32 ASR MINIMUMS AT NAS JACKSONVILLE ARE 500-1 1/4.  THE STANDARD INSTRUMENT CARD 
	WEATHER MINIMUMS FOR A RUNWAY 32 DEPARTURE (PAR NOT AVAILABLE) ARE:
	A.	_______________________________________________________________________________________________	300-1
	B.	_______________________________________________________________________________________________	200-1/2
	X	C.	_______________________________________________________________________________________________	500-1 1/4
	D.	_______________________________________________________________________________________________	1000-3
	#155	3710 5-19
	104.	WHICH STATEMENT IS CORRECT CONCERNING THE AIR CONDITIONING SYSTEM?
	A.	WITH ONE EDC INOPERATIVE AND THE CABIN EXHAUST FAN OPERABLE, CLIMBING TO A HIGHER ALTITUDE 
	WILL INCREASE EDC EFFICIENCY.
	B.	IF THE OUTFLOW VALVE HAS FAILED OPEN, DUMP BOTH EDC'S AND OPEN THE AUX VENT.
	X	C.	WITH ONE EDC INOPERATIVE AND THE CABIN EXHAUST FAN OPERABLE,  CLIMBING TO A HIGHER ALTITUDE 
	WILL DECREASE EDC EFFICIENCY.
	D.	BOTH A AND B ARE CORRECT.
	#156	NATOPS 15-26
	105.	THE #2 EDC PROVIDES CONDITIONED AIR TO THE:
	X	A.	FLIGHT STATION AND THE CABIN.
	B.	FLIGHT STATION ONLY.
	C.	CABIN ONLY.
	D.	PORT AIR CYCLE COOLING UNIT.
	#157	NATOPS 2-124
	106.	IMMEDIATELY AFTER TAKEOFF YOUR FLIGHT ENGINEER INFORMS YOU THAT BOTH EDC'S INDICATE A LOSS OF 
	INLET/DISCHARGE NEEDLE SPREAD.  YOU SHOULD:
	A.	VERIFY THAT THE AUX VENT CONTROL CIRCUIT BREAKER IS SET.
	X	B.	 PERFORM THE PROCEDURES FOR RAPID DECOMPRESSION.
	C.	CYCLE THE GROUND AIR CONDITIONING SWITCH, AS HOT AIR FROM THE LEFT HAND HEAT EXCHANGER MAY 
	HAVE CAUSED THE AIR CONDITIONING TO AUTOMATICALLY TERMINATE.
	D.	VERIFY THAT THE GROUND AIR SENSING CIRCUIT BREAKER IS SET.
	#159	NATOPS 12-7
	Page 7 of 56

	107.	AFTER ENGINE STARTS, THE FLIGHT ENGINEER SECURES THE APU AND NOTES THAT THE NUMBER 3 EDC HAS AN 
	OIL PRESS LOW LIGHT (LOW RPM). THE PROPER PROCEDURE WOULD BE TO:
	A.	CHECK THE GROUND-AIR SENSING CIRCUIT BREAKER ON MAIN DC.
	X	B.	 SHIFT TO NORMAL RPM AND DISCONNECT THE EDC.
	C.	PULL THE E-HANDLE.
	D.	CYCLE THE GROUND AIR CONDITIONING SWITCH OFF, THEN BACK ON.
	#160	NATOPS 11-4
	108.	SELECT THE CORRECT RESPONSE CONCERNING THE GROUND AIR CONDITIONING SYSTEM OPERATION.
	A.	DO NOT OPERATE THE SYSTEM IN THE MANUAL MODE FULL HOT FOR MORE THAN ONE MINUTE AS SYSTEM 
	COMPONENT DAMAGE MAY OCCUR.
	B.	REPEATEDLY CHANGING TEMPERATURE SELECTIONS WILL INCREASE THE TIME REQUIRED FOR SYSTEM 
	STABILIZATION IN THE AUTO MODE.
	C.	IF THE TEMPERATURE CONTROL SYSTEM DOES NOT STABILIZE IN THE AUTO MODE WITHIN 30 MINUTES, 
	MAINTAIN THE CONDITIONED AIR DUCT TEMPERATURE ABOVE 5 DEGREES C IN THE MAN MODE AND REPORT 
	THE DISCREPANCY.
	X	D.	ALL THE ABOVE.
	#163	NATOPS 7-6
	109.	IF ON THE DECK DURING PREFLIGHT YOU LOSE GROUND AIR CONDITIONING AND OPERATIONAL REQUIREMENTS 
	MAKE IT NECESSARY TO CONTINUE TO OPERATE THE AVIONICS GEAR, YOU SHOULD:
	A.	CLOSE CABIN DOOR AND HATCHES.
	B.	OPEN DOORS ON AVIONICS RACKS INVOLVED.
	C.	KEEP CABIN EXHAUST FAN RUNNING.
	X	D.	ALL OF THE ABOVE.
	#164	NATOPS 7-6
	110.	DO NOT ALLOW CONDITIONED AIR DUCT TEMPERATURE TO DECREASE BELOW _______  AS TURBINE HOWL CAUSED
	 BY ICE FORMATION ON BLADE TIPS AND WATER SEPARATOR ICING MAY OCCUR.
	A.	0 DEG C
	B.	27 DEG C
	C.	10 DEG C
	X	D.	5 DEG C
	#166	NATOPS 7-5
	111.	THE OUTFLOW VALVE SWITCH HAS FOUR POSITIONS:  OPEN, CLOSE, AUTO, AND OFF (CENTER ).  THE SWITCH 
	CONTROLS THE OUTFLOW VALVE AS FOLLOWS:
	A.	OPEN - ELECTRICALLY DRIVES THE OUTFLOW VALVE TO THE FULL-OPEN POSITION, RELEASING CABIN 
	EXHAUST AIR AND DEPRESSURIZE THE AIRCRAFT.
	B.	CLOSE - ELECTRICALLY DRIVES THE OUTFLOW VALVE TO THE FULL-CLOSED POSITION, DECREASING CABIN 
	ALTITUDE.
	C.	AUTO - ELECTRICALLY DRIVES THE OUTFLOW VALVE TO A MIDRANGE POSITION, ALLOWING THE CABIN 
	PRESSURE CONTROLLER TO PNEUMATICALLY CONTROL THE POSITION OF THE OUTFLOW VALVE IN EITHER 
	ISOBARIC OR DIFFERENTIAL RANGE.
	X	D.	ALL OF THE ABOVE ARE CORRECT.
	#167	NATOPS 2-131
	112.	PRIOR TO TAKEOFF THE OUTFLOW VALVE SWITCH IS INADVERTENTLY LEFT IN THE OFF (CENTER) POSITION.   AS A 
	RESULT:
	X	A.	CABIN AND AIRCRAFT ALTITUDE WILL REMAIN THE SAME AS LONG AS THE OUTFLOW VALVE SWITCH IS NOT 
	MOVED FROM THE CENTER POSITION.
	B.	THE AIRCRAFT WILL START TO PRESSURIZE NORMALLY AS SOON AS THE AIRCRAFT IS AIRBORNE.
	C.	THE OUTFLOW VALVE WILL TRAVEL TO THE MID RANGE POSITION AND REMAIN THERE FOR THE DURATION OF 
	THE FLIGHT.
	D.	SCISSORS SWITCH ACTIVATION WILL CAUSE THE OUTFLOW VALVE TO TRAVEL TO THE CLOSED POSITION 
	AFTER TAKEOFF.
	#168	NATOPS 2-131
	Page 131 of 56

	113.	WHICH OF THE FOLLOWING VALVES PREVENT CABIN PRESSURE FROM DECREASING BELOW OUTSIDE AMBIENT 
	PRESSURE?
	A.	CABIN PRESSURE RELIEF
	X	B.	NEGATIVE PRESSURE RELIEF
	C.	OUTFLOW VALVE
	D.	AUXILIARY VENTILATION VALVE
	#169	NATOPS 2-128
	114.	WHILE ENROUTE TO ON-STATION, THE RIGHT REFR OVHT LIGHT ILLUMINATES, YOU SHOULD:
	A.	NO ACTION REQUIRED. THE NUMBER 3 EDC WILL AUTOMATICALLY DUMP UNTIL THE OVERHEAT CONDITION 
	DISAPPEARS
	B.	SECURE ENGINE BLEED AIR.  IF THE LIGHT DOES NOT EXTINGUISH, ABORT THE MISSION
	X	C.	DUMP THE NUMBER 3 EDC.  AFTER LIGHT IS OUT, OPERATION IS PERMITTED IN THE MANUAL MODE AT THE 
	TWO-DOT POSITION OR WARMER
	D.	DISCONNECT THE #3 EDC. MONITOR FOR A LOSS OF SPREAD AND DUMP.
	#172	NATOPS 11-4
	115.	AFTER USING THE BRAKES HEAVILY FOR A MID-FIELD TURN OFF, YOU DECIDE TO COOL THEM DURING THE TAXI 
	BACK. THE PROPER PROCEDURE IS TO:
	A.	STOP THE AIRCRAFT, REQUEST FIRE-FIGHTING EQUIPMENT AND  CALL FOR THE BRAKE FIRE CHECKLIST.
	B.	SET A MINIMUM OF 1000 SHP ON ENGINES #2 AND #3, USING #1 AND #4 TO CONTROL TAXI SPEED.
	X	C.	ADJUST #2 AND #3 POWER LEVERS FORWARD OF THE GROUND START POSITION USING NORMAL RPM.
	D.	USE SYMMETRICAL REVERSE ON ALL FOUR ENGINES, TAXIING FAST ENOUGH TO PROVIDE COOLING 
	#176	NATOPS 8-42
	116.	A SPLIT FLAP OCCURS DURING FLAP EXTENSION, IF THE AIRCRAFT IS CONTROLLABLE:
	A.	RESET THE FLAP HANDLE TO THE PREVIOUS SELECTED POSITION.
	X	B.	LAND WITH THE FLAP HANDLE IN THE SELECTED POSITION.
	C.	CLIMB STRAIGHT AHEAD TO TWO-THOUSAND FEET AND PERFORM A SLOW FLIGHT CONTROLABILITY CHECK.
	D.	PLACE THE FLAP HANDLE IN POSITION BEST CORRESPONDING TO FLAP POSITION.
	#177	NATOPS 16-6
	117.	DURING WING FLAP EXTENSION FROM MANEUVER TO APPROACH THE FLAP ASYM LIGHT ILLUMINATES AND THE 
	FLAPS STOP AT APPROXIMATELY 50% EXTENSION. AS A RESULT:
	A.	DO NOT MOVE THE FLAP LEVER AND CONTINUE THE APPROACH.
	B.	WITH NO CHANGE IN FLIGHT CHARACTERISTICS, LEAVE THE FLAP HANDLE IN THE SELECTED POSITION
	C.	PULL THE RUDDER BOOST SHUTOFF VALVE CB TO APPLY BOTH SYSTEMS TO THE FLAPS.
	X	D.	WITH NO CHANGE IN FLIGHT CHARACTERISTICS, REPOSITION THE FLAP HANDLE BACK TO 50% EXTENSION.
	#178	NATOPS 11-11
	118.	RESETTING THE FLAP HANDLE TO THE PREVIOUS POSITION DURING A SPLIT FLAP CONDITION IS DEPENDENT UPON:
	A.	THE FLAP ASYMMETRY LIGHT BEING ON.
	B.	AIRSPEED.
	X	C.	AIRCRAFT CONTROLLABILITY.
	D.	WHETHER THE FLAPS ARE BEING EXTENDED OR RETRACTED.
	#179	NATOPS 16-6
	119.	DURING AN OPERATIONAL MISSION, THE RUDDER TRIM JAMMED AT 12 DEGREES RIGHT.  YOU SHOULD:
	A.	SHIFT BOOST OUT IN THE RUDDER.
	B.	NOT SHIFT BOOST OUT IN THE RUDDER.
	C.	USE THE PRIMARY FLIGHT CONTROL, REALIZING THAT ABNORMALLY HIGH FORCES MAY BE REQUIRED 
	DEPENDING ON THE POSITION OF THE MALFUNCTIONING TAB.
	X	D.	BOTH B AND C ARE CORRECT.
	#180	NATOPS 15-9
	Page 9 of 56

	120.	INCREASED AIRFRAME FATIGUE WILL RESULT FROM OPERATING THE AIRCRAFT AT GROSS WEIGHTS IN EXCESS OF:
	A.	114,000 LBS.
	X	B.	135,000 LBS.
	C.	139,760 LBS.
	D.	103,880 LBS.
	#181	NATOPS 4-12
	121.	EACH LANDING IN EXCESS OF ______ REQUIRES AN OVERWEIGHT INSPECTION.
	A.	91,320 LBS.
	B.	103,880 LBS.
	X	C.	114,000 LBS.
	D.	127,500 LBS.
	#182	NATOPS 4-12
	122.	MAXIMUM PERMISSIBLE INDICATED AIRSPEED FOR RETRACTING THE LANDING GEAR IS:
	A.	  300 KNOTS.
	X	B.	  190 KNOTS.
	C.	  170 KNOTS.
	D.	  260 KNOTS.
	#183	NATOPS 4-6
	123.	AFTER TOUCHDOWN YOU HEAR A LOUD "BANG" AND THE AIRCRAFT SWERVES TO THE LEFT.  YOU SUSPECT A 
	BLOWN PORT MAINMOUNT TIRE.  YOU SHOULD AVOID THE USE OF REVERSE PITCH PAST THE _______ POSITION ON 
	THE PORT SIDE.
	A.	GROUND START
	X	B.	GROUND IDLE
	C.	FLIGHT IDLE
	D.	FLIGHT START
	#185	NATOPS 16-13
	124.	IF THE APU FIRE EXTINGUISHING MANUAL RELEASE SWITCH IS ACTIVATED, THE FOLLOWING EVENTS OCCUR:
	A.	THE EXTINGUISHING AGENT IS DISCHARGED INTO THE APU COMPARTMENT UPON ACTIVATION.
	X	B.	THE APU FUEL VALVE CLOSES, AND THE HRD EXTINGUISHING AGENT IS DISCHARGED AFTER THE EXHAUST 
	DOOR IS FULLY CLOSED.
	C.	THE INTAKE AND EXHAUST DOORS CLOSE FIFTEEN SECONDS AFTER THE FIRE EXTINGUISHER SWITCH IS 
	ACTIVATED.
	D.	THE HRD EXTINGUISHING AGENT IS DISCHARGED AND THEN THE APU COMPARTMENT DOORS CLOSE TO 
	PREVENT FURTHER SPREADING OF THE FIRE.
	#187	NATOPS 2-2
	125.	YOU HAVE STARTED THE APU AND TURNED ON THE APU GENERATOR AFTER SHUTTING DOWN A #4 ENGINE FIRE 
	AND A #3 FUEL LEAK.  YOUR MAXIMUM AIRSPEED IS:
	A.	  170 KIAS.
	B.	  190 KIAS.
	X	C.	  225 KIAS.
	D.	  405 KIAS.
	#188	NATOPS 4-4
	126.	THE APU IS CAPABLE OF STARTING ANY SINGLE ENGINE AT FIELD ELEVATIONS UP TO _________ FEET.
	A.	4000
	B.	2000
	C.	8000
	X	D.	6000
	#189	NATOPS 4-4
	Page 4 of 56

	127.	THE INDICATOR LIGHT ADJACENT TO THE BOMB BAY  LOCAL/REMOTE SWITCH LOCATED IN THE FUSELAGE FLOOR 
	AT THE TACCO POSITION INDICATES:
	A.	LOCAL IS SELECTED.
	B.	REMOTE IS SELECTED.
	C.	DOORS ARE IN TRANSIT.
	X	D.	DOORS ARE OPEN.
	#191	NATOPS 12-23
	128.	DURING ASW OPERATIONS, YOUR IFT REPORTS A SONOBUOY VENTING SULPHUR DIOXIDE GAS. YOU SHOULD
	A.	EXECUTE THE SMOKE AND FUME ELIMINATION PROCEDURE.
	B.	DISPOSE OF THE VENTING SONOBOUY IN A SAFE AREA THROUGH A PRESSURIZED SONOCHUTE.
	C.	DISPOSE OF THE VENTING SONOBOUY IN A SAFE AREA THROUGH THE FREEFALL CHUTE.
	X	D.	BOTH A AND C ARE CORRECT
	#192	NATOPS 5-8
	129.	AFTER EACH ATTEMPTED RELEASE OF STORES, THE ORDNANCE STATION MUST BE VISUALLY INSPECTED TO 
	ENSURE AGAINST A  HUNG STORE.
	X	A.	TRUE
	B.	FALSE
	#193	NATOPS 5-1
	130.	THE WING JETTISON CYCLE IS COMPLETED IN APPROXIMATELY  8 SECONDS AND THE SWITCH DOES NOT NEED TO 
	BE HELD FOR THAT LENGTH OF TIME.
	A.	TRUE
	X	B.	FALSE
	#194	NATOPS 23-41
	131.	LEAVING THE JETTISON SWITCH ON PRIOR TO TAKEOFF WILL:
	X	A.	JETTISON KILL STORES IN A SAFE CONDITION.
	B.	JETTISON KILL STORES IN THE BOMB BAY FIRST, FOLLOWED BY THE WING STORES.
	C.	JETTISON WING STORES ONLY.
	D.	DO NOTHING.  IT MUST BE CYCLED.
	#195	NATOPS 23-42
	132.	DURING FLIGHT, THE NUMBER 2 PRIMARY FUEL PUMP (PARALLEL) LIGHT CAME MOMENTARILY ON THEN OFF.  YOU 
	SHOULD:
	A.	PERFORM AN OVERHEAD PANEL LIGHTS CHECK AND ENSURE THE FUEL SHUTOFF VALVE CB IS SET.  
	OPERATION MAY BE CONTINUED.
	B.	MONITOR FUEL FLOW AND FUEL QUANTITY, CHECK FOR VISIBLE LEAKS.  IF ERRATIC INDICATIONS OR 
	VISIBLE LEAK, SHUTDOWN THE ENGINE.
	C.	PULL THE FUEL SHUTOFF VALVE CB.  IF THE LIGHT REMAINS OUT, LEAVE THE CB OUT AND ASSUME THE 
	PRIMARY PUMP HAS FAILED.
	X	D.	PULL THE FUEL SHUTOFF VALVE CB.  IF THE LIGHT REMAINS OUT, LEAVE THE CB OUT AND ASSUME A FAILURE
	 OF THE SPEED SENSE CONTROL.
	#198	NATOPS 11-2
	133.	PRIOR TO THE DELIBERATE SHUTDOWN OF ANY ENGINES FOR LOITER OPERATION, THE FOLLOWING ITEM(S) MUST 
	BE CONSIDERED:
	A.	AT LEAST 2 GENERATORS NORMAL; ALL ELECTRICAL BUSES ENERGIZED.
	B.	TWO- OR THREE-ENGINE LOITER SHOULD NOT BE USED WHEN VISIBLE MOISTURE IS PRESENT.
	X	C.	TWO- OR THREE-ENGINE LOITER OPERATIONS SHOULD NOT BE PERFORMED WHEN THE OAT IS BELOW 0 
	DEGREES C.
	D.	ALL OF THE ABOVE.
	E.
	#199	NATOPS 8-27
	Page 27 of 56

	134.	NOISE SENSITIVE OR WILDERNESS AREAS SHALL BE AVOIDED AT ALTITUDES OF LESS THAN _____ EXCEPT WHEN IN 
	COMPLIANCE WITH AN APPROVED TRAFFIC OR APPROACH PATTERN, VFR OR IR ROUTE, OR SPECIAL USE 
	X	A.	3000 FEET AGL
	B.	1000 FEET AGL
	C.	5000 FEET AGL
	D.	500 FEET AGL
	#200	3710 5-22
	135.	DISRUPTION OF POWER TO THE MEAC BUS WILL CAUSE AN AUTOMATIC POWER SWITCH-OVER TO THE FEAC BUS IN
	 ORDER TO PROVIDE POWER FOR:
	X	A.	THE PILOT AND COPILOT RED INSTRUMENT LIGHTS.
	B.	PILOT AND COPILOT HSIs.
	C.	THE STANDBY ATTITUDE INDICATOR (PEANUT GYRO).
	D.	ALL OF THE ABOVE.
	#203	NATOPS 15-1
	136.	THE MAXIMUM PERMISSIBLE INDICATED AIRSPEED FOR AN INFLIGHT RESTART AT 10,000 FEET IS:
	A.	345 KNOTS.
	B.	315 KNOTS.
	C.	295 KNOTS.
	X	D.	285 KNOTS.
	#205	NATOPS 8-29
	137.	AFTER SELECTING GEAR UP, THE LANDING GEAR SELECTOR VALVE CB POPS AND THE LANDING GEAR FREE FALL 
	BACK DOWN.  IF THE CB WILL NOT RESET, NOSE WHEEL STEERING:
	A.	CAN BE REGAINED BY LOWERING THE LANDING GEAR HANDLE.
	B.	IS NOT POSSIBLE TO REGAIN.
	C.	IS NOT AFFECTED BY THE LANDING GEAR SELECTOR VALVE CB AND WORKS NORMALLY.
	X	D.	CAN BE REGAINED BY MANUALLY POSITIONING THE LANDING GEAR SELECTOR VALVE TO THE DOWN 
	#207	NATOPS 16-9
	138.	THE FLIGHT ENGINEER SHOULD STANDBY TO SHUTDOWN THE ENGINE WITH THE E-HANDLE DURING INFLIGHT 
	RESTART IF THE FOLLOWING OCCURS AFTER LIGHTOFF:
	A.	NO OIL PRESSURE RISING BY 35% IN THE EVENT OF PREMATURE LIGHT-OFF
	B.	TIT EXCEEDS 850 DEGREES.
	C.	ENGINE RPM STAGNATES OR BEGINS TO DECAY.
	X	D.	ALL OF THE ABOVE
	E.
	#211	NATOPS 8-32
	139.	THE PPCP FULFILLS THE REQUIREMENTS FOR THIRD PILOT IN ACCORDANCE WITH OPNAV 3710.7.
	X	A.	TRUE
	B.	FALSE
	#212	NATOPS 24-4
	140.	THE COPILOT IS RESPONSIBLE FOR NOTIFYING THE PILOT  ____ FEET PRIOR TO  ASSIGNED ALTITUDE.
	A.	100
	B.	500
	X	C.	1000
	D.	2000
	#213	NATOPS 18-11
	Page 11 of 56

	141.	FOR TAKEOFFS AND LANDINGS WITH PASSENGERS EMBARKED, THE COPILOT MUST  _______________________ AND 
	BE AT LEAST A DESIGNATED NATOPS-QUALIFIED COPILOT.
	X	A.	OCCUPY CREW STATION ONE OR TWO
	B.	OCCUPY CREW STATION ONE
	C.	OCCUPY CREW STATION TWO
	D.	REMAIN IN THE COCKPIT
	#216	NATOPS 6-3
	142.	THE USE OF RADIO TRANSMITTING EQUIPMENT DURING FUELING OPERATIONS:
	A.	IS LIMITED TO UHF TRANSMISSIONS ONLY.
	B.	IS LIMITED TO VHF TRANSMISSIONS ONLY.
	X	C.	SHOULD BE AVOIDED.
	D.	IS PERMITTED PROVIDED THE FUEL TRUCK IS AT LEAST 75 FEET FROM THE AIRCRAFT.
	#219	NATOPS 3-1
	143.	THE OXYGEN REGULATORS IN THE FLIGHT STATION SHOULD BE LEFT IN THE FOLLOWING POSITION WHEN NOT IN 
	USE:
	A.	SUPPLY - OFF, OXYGEN - NORMAL, EMERGENCY/TEST - NORMAL
	B.	SUPPLY - ON, OXYGEN - 100%, EMERGENCY/TEST - NORMAL
	X	C.	SUPPLY - OFF, OXYGEN - 100%, EMERGENCY/TEST - NORMAL
	D.	SUPPLY - ON, OXYGEN - NORMAL, EMERGENCY/TEST - NORMAL
	#220	NATOPS 7-8
	144.	WHILE TAXIING, YOU MAKE A SHARP TURN AND PIVOT AROUND THE STARBOARD MAIN MOUNT.  THE TURN RADIUS 
	OF THE MAD BOOM IS:
	X	A.	GREATER THAN THE WINGTIP RADIUS.
	B.	SHORTER THAN THE WINGTIP RADIUS.
	C.	EQUAL TO THE WINGTIP RADIUS.
	D.	NOT A CONSIDERATION BECAUSE IT IS TOO HIGH TO HIT ANYTHING ANYWAY.
	#221	NATOPS 3-12
	145.	AN OPERATING PROCEDURE, PRACTICE, OR CONDITION, ETC., WHICH MAY RESULT IN DAMAGE TO EQUIPMENT IF 
	NOT CAREFULLY OBSERVED OR FOLLOWED IS A:
	A.	CHANGE.
	B.	WARNING.
	X	C.	CAUTION.
	D.	NOTE.
	#224	NATOPS PREFACE-67
	146.	AN OPERATING PROCEDURE, PRACTICE, OR CONDITION, ETC., WHICH MAY RESULT IN INJURY OR DEATH, IF NOT 
	CAREFULLY OBSERVED OR FOLLOWED IS A _______.
	A.	CAUTION
	B.	NOTE
	X	C.	WARNING
	D.	NONE OF THE ABOVE
	#225	NATOPS PREFACE-67
	147.	THE WORD _______ HAS BEEN USED ONLY WHEN APPLICATION OF A PROCEDURE IS RECOMMENDED.
	A.	SHALL
	X	B.	SHOULD
	C.	MAY
	D.	WILL
	#226	NATOPS PREFACE-68
	Page 68 of 56

	148.	WHENEVER PRACTICAL AT NIGHT WITH THE CABIN ALTITUDE ABOVE _______ FT THE PILOT, COPILOT, AND FLIGHT 
	ENGINEER SHOULD USE 100% OXYGEN FOR ______ MINUTES OUT OF THE LAST ______ MINUTES PRIOR TO 
	COMMENCING AN APPROACH TO A FIELD OR LETDOWN TO DESCENT ONSTA.
	A.	 3000 ; 10 ; 30
	B.	3000 ; 15 ; 45
	C.	5000 ; 10 ; 30
	X	D.	5000 ; 15 ; 45
	E.
	#227	NATOPS 8-32
	149.	NOSE WHEEL STEERING IS POWERED BY THE #1 HYDRAULIC SYSTEM. THIS HYDRAULIC PRESSURE IS SHUT OFF 
	WHEN:
	A.	THE LANDING GEAR IS IN THE DOWN AND LOCKED POSITION.
	B.	WEIGHT OF THE AIRCRAFT IS OFF THE LANDING GEAR.
	X	C.	THE LANDING GEAR SELECTOR VALVE IS IN ANY POSITION EXCEPT DOWN.
	D.	THE LANDING GEAR IS BEING EXTENDED.
	#228	NATOPS 2-147
	150.	WHAT IS THE MINIMUM FUEL REQUIRED IN TANKS 2 AND 3 FOR PROPER COOLING OF THE HYDRAULIC FLUID?
	A.	1,000 GALLONS
	B.	300 GALLONS
	C.	500 LBS. EACH
	X	D.	1,000 LBS. EACH
	#231	NATOPS 7-5
	151.	A HIGH SPEED, HIGH POWER APPROACH AND LANDING WITH FLAP HANDLE ABOVE LAND POSITION MAY NEGATE 
	THE OPERABILITY OF WHICH OF THE FOLLOWING SYSTEMS?
	A.	PITCHLOCK RESET
	X	B.	LANDING GEAR WARNING
	C.	GROUND AIR SENSING
	D.	NONE OF THE ABOVE
	#233	NATOPS 8-37
	152.	ON APPROACH FOR LANDING  WITH FLAPS AT MANEUVER, YOU CALL FOR APPROACH FLAPS AND THE FLAP 
	ASYMMETRY LIGHT ILLUMINATES (NO CHANGE IN FLIGHT CHARACTERISTICS).  YOU SHOULD:
	A.	IMMEDIATELY RESET FLAP HANDLE TO MANEUVER POSITION.
	X	B.	INSPECT THE FLAP POSITION AND PLACE THE FLAP HANDLE IN POSITION BEST CORRESPONDING TO FLAP 
	POSITION.
	C.	ASSUME A SPLIT FLAP MALFUNCTION AND WAVEOFF USING ASYMMETRICAL POWER, RUDDER AND AILERON 
	TO MAINTAIN DIRECTIONAL CONTROL.
	D.	ASSUME A CONTROLLABLE SPLIT FLAP, CONTINUE THE APPROACH AND LEAVE THE FLAP HANDLE IN THE 
	APPROACH POSITION.
	#234	NATOPS 11-11
	153.	DO NOT SET PARKING BRAKES IF:
	A.	THE BRAKES ARE OVERHEATED.
	B.	FREEZING WEATHER EXISTS.
	C.	HIGH WINDS EXISTS.
	X	D.	BOTH A AND B ARE CORRECT.
	#235	NATOPS 18-9
	154.	IF THE CABIN EXHAUST FAN IS INOPERATIVE:
	A.	_______________________________________________________________________________________________	OPEN EQUIPMENT DOORS FOR ADDITIONAL COOLING
	B.	_______________________________________________________________________________________________	USE MINIMUM ELECTRONIC EQUIPMENT
	C.	_______________________________________________________________________________________________	IF EDC'S ARE INOPERATIVE, OPEN AUX VENT
	X	D.	_______________________________________________________________________________________________	ALL OF THE ABOVE
	#238	NATOPS 11-3
	Page 3 of 56

	155.	THE CABIN PRESSURE RELIEF VALVE PREVENTS A DANGEROUS BUILDUP OF CABIN PRESSURE IN THE EVENT OF A 
	MALFUNCTION OF THE:
	X	A.	DIFFERENTIAL SYSTEM.
	B.	ISOBARIC SYSTEM.
	C.	NEGATIVE PRESSURE RELIEF VALVE.
	D.	RATE CONTROL KNOB.
	#239	NATOPS 2-128
	156.	WHICH STATEMENT IS TRUE CONCERNING AN AUX VENT VALVE THAT IS STUCK CLOSED?
	A.	THE AIRCRAFT WILL NOT PRESSURIZE IN FLIGHT.
	B.	GROUND AIR CONDITIONING WILL BE INOPERATIVE.
	C.	THE AIRCRAFT WILL NOT DEPRESSURIZE AFTER LANDING.
	X	D.	IT WOULD PROBABLY GO UNNOTICED SINCE THE AIR CONDITIONING AND PRESSURIZATION WOULD OPERATE
	 NORMALLY.
	#240	NATOPS 2-124
	157.	WHEN THE AUX VENT SWITCH IS PLACED TO THE OPEN POSITION THE FOLLOWING OCCURS:
	A.	AUX VENT OPENS, OUTFLOW VALVE CLOSES, AND EDC'S DUMP.
	B.	AUX VENT OPENS, OUTFLOW VALVE OPENS, EDC'S DUMP, AND FIREWALL SHUTOFF VALVES REMAIN OPEN.
	X	C.	AUX VENT OPENS, OUTFLOW VALVE OPENS, EDC'S DUMP, AND FIREWALL SHUTOFF VALVES CLOSE.
	D.	AUX VENT OPENS, OUTFLOW VALVE OPENS, EDC'S DUMP, AND BLOWER MOTORS RUN.
	#241	NATOPS 2-130
	158.	WHILE TAXIING BACK TO THE HOLD SHORT FOLLOWING A LANDING, THE LEFT REFR OVHT LIGHT ILLUMINATES (APU 
	OFF). YOU SHOULD:
	A.	DUMP THE LEFT EDC. AFTER  LIGHT IS OUT, OPERATION  IS PERMITTED IN THE MANUAL MODE AT THE 2 DOT 
	POSITION OR WARMER.
	B.	DUMP BOTH EDC'S. START THE APU TO PROVIDE GROUND AIR CONDITIONING.
	C.	TURN OFF GROUND AIR CONDITIONING SWITCH. AFTER  LIGHT IS OUT,  OPERATION IS PERMITTED  IN THE 
	MANUAL MODE AT THE  2 DOT POSITION OR COOLER.
	X	D.	TURN OFF GROUND AIR CONDITIONING SWITCH.  INVESTIGATE BY CHECKING THE BLOWER FAN CIRCUIT 
	BREAKERS.  IF CB'S ARE SET AND THE  LIGHT IS OUT, OPERATION IS PERMITTED IN THE MANUAL MODE AT THE
	 2 DOT POSITION OR WARMER.
	#242	NATOPS 11-4
	159.	DURING FLIGHT, THE #3 EDC INDICATES A LOSS OF INLET/DISCHARGE NEEDLE SPREAD  WHICH IS NOT 
	ACCOMPANIED BY AN EDC PRESSURE LOW LIGHT.  YOU SHOULD:
	A.	CHECK THE GEAR BOX OIL PRESSURE. IF OUT OF LIMITS, DISCONNECT THE EDC.
	X	B.	DISCONNECT THE EDC AND MONITOR FOR A PRESS LOW LIGHT. IF THE PRESSURE LOW LIGHT DOES NOT 
	ILLUMINATE, EXECUTE THE EMERGENCY SHUTDOWN PROCEDURE.
	C.	EXECUTE THE EMERGENCY SHUTDOWN PROCEDURE.
	D.	DUMP THE EDC AND NOTE THE PRESSURE LOW LIGHT.  CONTINUE ENGINE OPERATION.
	#243	NATOPS 15-16
	160.	DURING SOME CONDITIONS, HOT AIR FROM THE LEFT HEAT EXCHANGER FAN DISCHARGE DUCT MAY ENTER THE 
	AIR MULTIPLIER INLET, CAUSING THE AIR MULTIPLIER DUCT TEMPERATURE SENSING SWITCH TO AUTOMATICALLY 
	TERMINATE GROUND AIR-COND.  TO REACTIVATE GROUND AIR
	X	A.	THE GRD AIR COND SWITCH MUST BE PLACED TO OFF AND BACK TO ON.
	B.	AFTER THE HOLDING RELAY  TURNS OFF THE GRD AIR COND SWITCH, PLACE IT BACK  TO ON.
	C.	CALL MAINTENANCE FOR AN INSPECTION OF THE HEAT EXCHANGER FANS PRIOR TO PLACING THE GRD AIR 
	COND SWITCH TO ON.
	D.	DECREASE CABIN TEMPERATURE TO REMOVE ICE BUILDUP FROM TURBINE BLADES, NORMALLY CAUSED BY 
	DIRTY WATER SEPARATOR BAGS, AND PLACE GRD AIR COND SWITCH TO ON.
	#244	NATOPS 7-6
	Page 6 of 56

	161.	WHAT IS THE FIRST STEP FOR RESTORING PRESSURIZATION INFLIGHT (CABIN ALT REMAINS BELOW 10,000 FT) 
	AFTER A MALFUNCTION OF THE LANDING GEAR SCISSOR SWITCH (RAPID DECOMPRESSION)?
	X	A.	PRESSURIZATION GROUND CHECK SWITCH TO TEST.
	B.	PULL THE G.O.B. CIRCUIT BREAKER.
	C.	PULL THE GROUND AIR SENSING CIRCUIT BREAKER.
	D.	PLACE THE OUTFLOW VALVE SWITCH TO THE CLOSED POSITION.
	#248	NATOPS 12-7
	162.	TO PREVENT OVERHEAT DAMAGE TO EQUIPMENT, DO NOT OPERATE THE INTEGRATED AVIONICS SYSTEM WITHOUT 
	MAINTAINING THE CABIN TEMPERATURE BELOW _______ DEGREES C.
	A.	15
	B.	18
	C.	23
	X	D.	27
	#249	NATOPS 7-6
	163.	THE ASW-31 AUTOPILOT SHALL NOT BE USED BELOW A MINIMUM ALTITUDE OF _____ FEET ABOVE THE LOCAL 
	SURFACE.
	A.	1000
	B.	500
	C.	300
	X	D.	200
	#250	NATOPS 8-23
	164.	THE ASW-31 AUTOPILOT SHOULD BE DISCONNECTED:
	A.	PRIOR TO AN APPROACH IF ONLY SINGLE CHANNEL OPERATION IS AVAILABLE.
	B.	PRIOR TO FINAL APPROACH WITH DUAL CHANNEL OPERATION.
	C.	WHEN OPERATING AT LESS THAN 200 FEET AGL.
	X	D.	ALL OF THE ABOVE.
	#254	NATOPS 8-22
	165.	WHILE FLYING IN ICING CONDITIONS, THE MASTER DE-ICING LIGHT ILLUMINATES. THE FE ADVISES THAT THE EMP 
	DE-ICE LIGHT HAS ALSO ILLUMINATED.  THE CORRECT PROCEDURE TO FOLLOW IS:
	X	A.	TURN THE SWITCH OFF THEN ON.  IF THE LIGHTS REMAIN OFF YOU CAN ASSUME A TEMPORARY OVERHEAT 
	EXISTED AND CONTINUE OPERATION.
	B.	IMMEDIATELY ACCELERATE ABOVE 200 KNOTS AND VACATE ICING AREA BEFORE  TROUBLE SHOOTING.
	C.	THE EMP DE-ICE OVERIDE SWITCH MUST BE USED TO RESET THE INFLIGHT LOCKOUT CIRCUITRY PRIOR TO 
	ATTEMPTING TO RESTORE THE SYSTEM.
	D.	BOTH B AND C ARE CORRECT.
	#255	NATOPS 11-5
	166.	WHAT CONDITION WILL BRING ON THE EMP DE-ICE LIGHT WHICH MAY BE CORRECTED BY CYCLING THE SWITCH 
	TO OFF THEN ON?
	A.	THE PARTING STRIP POWER RELAY DE-ENERGIZED.
	B.	THE CYCLING STRIP POWER RELAY DE-ENERGIZED.
	C.	THE TIMER MOTOR FAILED.
	X	D.	A TEMPORARY OVERHEAT CONDITION EXISTED.
	#256	NATOPS 11-5
	167.	NORMALLY A _____ DEGREE RISE ON THE LEADING EDGE TEMPERATURE INDICATOR IS SUFFICIENT TO REMOVE ICE
	 FROM THE WINGS. THIS TEMPERATURE RISE NORMALLY REQUIRES APPROXIMATELY ___TO___ SECONDS.
	A.	20, 60 TO 70
	B.	10, 60 TO 90
	X	C.	10, 20 TO 30
	D.	20, 20 TO 30
	#257	NATOPS 18-7
	Page 7 of 56

	168.	THE ADVISORY LIGHTS FOR THE ENGINE ANTI-ICE SYSTEM WILL ILLUMINATE WHEN:
	A.	BOTH ANTI-ICING VALVES ARE OPEN.
	X	B.	14TH STAGE AIR OF SUFFICIENT TEMPERATURE TO MELT ICE HAS ENTERED THE TORQUE-METER SHROUD 
	AND THE INLET SCOOP.
	C.	EITHER ANTI-ICING VALVE IS OPEN.
	D.	THE TEMPERATURE IN THE LINES HAS REACHED 100 DEGREES F.
	#258	NATOPS 11-5
	169.	IF EITHER FRONT WINDSHIELD HEAT SYSTEM IS INOPERATIVE IT IS PERMISSIBLE FOR THE AIRCRAFT TO BE FLOWN 
	AS LONG AS:
	A.	THE FLIGHT IS CONDUCTED UNDER DAYLIGHT VMC.
	B.	ONLY IF YOU DO NOT EXCEED 240 KNOTS BELOW 10,000 FEET.
	C.	THE AIRCRAFT MUST NOT BE DISPATCHED INTO KNOWN OR ANTICIPATED ICING CONDITIONS.
	X	D.	BOTH B AND C ARE CORRECT.
	#259	NATOPS 2-122
	170.	HOW MUCH ICE SHOULD BE ALLOWED TO BUILD UP ON THE WINGS PRIOR TO ITS REMOVAL BY USE OF THE WING 
	DEICE SYSTEM?
	A.	1/4 INCH
	X	B.	1/2 INCH
	C.	3/4 INCH
	D.	1 INCH
	#261	NATOPS 18-7
	171.	THE WINDSHIELD HEAT MUST BE WARMED UP IN LOW FOR ____ MINUTES PRIOR TO SELECTING HIGH.
	A.	 2
	B.	5
	X	C.	10
	D.	15
	#263	NATOPS 2-122
	172.	PRIOR TO ENTERING AN AREA WHERE STRUCTURAL ICING IS LIKELY TO EXIST, WHICH OF THE FOLLOWING ANTI-
	ICING / DEICING SYSTEMS SHOULD BE TURNED ON?
	A.	EMPENNAGE AND WING
	X	B.	ENGINE
	C.	ENGINE, EMPENNAGE AND WING
	D.	ENGINE AND PROP
	#264	NATOPS 18-8
	173.	IF THE LW HOT LIGHT COMES ON DURING WING DEICING IN FLIGHT, THE CREW SHOULD:
	A.	ISOLATE THE AFFECTED AREA AND MODULATE THE DEFECTIVE VALVE MANUALLY.
	B.	LOCATE THE DEFECTIVE AREA WITH THE TEMPERATURE SELECTOR AND CONTROL THE SYSTEM MANUALLY.
	X	C.	SECURE WING DE-ICING, GET OUT OF ICING.  IF THE LIGHT REMAINS ON, DUMP APPROPRIATE EDC.
	D.	SECURE BLEED AIR TO THE AFFECTED AREA AND TO THE SYMMETRIC PANEL ON THE OPPOSITE WING.
	#265	NATOPS 11-5
	174.	WINDSHEAR CAN BE RECOGNIZED BY A RAPID CHANGE IN AIRSPEED AND/OR VERTICAL SPEED.  ANY TYPE OF 
	WINDSHEAR ENCOUNTERED SHALL BE REPORTED TO THE CONTROLLER.
	X	A.	TRUE
	B.	FALSE
	#266	NATOPS 16-4
	Page 4 of 56

	175.	THE ICING LIGHT ON THE VERTICAL ANNUNCIATOR PANEL INDICATES:
	A.	AN ALERT OR FAULT IN DEICING SYSTEM OR BOMB BAY HEATING SYSTEM.
	X	B.	THE ICE DETECTOR PROBE IS ACCUMULATING ICE.  THE FREQUENCY OF THE LIGHT INDICATES THE AMOUNT 
	OF ICE BUILDUP.
	C.	THE BOMB BAY IS COLD.
	D.	A FAULT IN EITHER THE PROPELLER, EMPENNAGE, OR WING DEICE/ANTIICE SYSTEM.
	#267	NATOPS 11-12
	176.	DURING FLIGHT ENGINE ANTI-ICE IS TURNED ON, BUT THE #1 ANTI-ICING ADVISORY LIGHT FAILS TO ILLUMINATE.  A
	 LESS THAN NORMAL HORSEPOWER DROP WAS OBSERVED.  THE CORRECT PROCEDURE IS TO:
	A.	EXECUTE THE EMERGENCY SHUTDOWN PROCEDURE.
	X	B.	CHECK FOR ICE BUILDUP ON AIR INLET SCOOP.  IF EXCESSIVE, EXECUTE THE EMERGENCY SHUTDOWN 
	CHECKLIST.
	C.	CHECK FOR ICE BUILDUP ON AIR INLET SCOOP.  IF NONE IS OBSERVED, FEATHER. IT WILL BE IMPOSSIBLE TO
	 DETECT ICE FORMATION ON COMPRESSOR INLET GUIDE VANES.
	D.	BOTH B AND C ARE CORRECT.
	#268	NATOPS 11-5
	177.	THE RECOMMENDED PROCEDURE FOR THE LE HOT LIGHT IS:
	A.	NO IMMEDIATE ACTION REQUIRED.
	B.	SECURE WING DEICING AND GET OUT OF THE ICING AREA.
	C.	SECURE WING DEICING ON THE AFFECTED WING ONLY.
	X	D.	LOCATE THE DEFECTIVE AREA WITH TEMPERATURE SELECTOR AND CONTROL MANUALLY.
	#269	NATOPS 11-5
	178.	________ VOLTS MINIMUM SHOULD BE AVAILABLE WHEN PLACING THE INVERTER BATTERY TEST SWITCH TO TEST 
	PRIOR TO STARTING THE APU ON THE GROUND.
	A.	18
	B.	20
	X	C.	22
	D.	24
	#272	NATOPS 7-4
	179.	AUTOMATIC SHUTDOWN  OF THE APU WILL OCCUR WITH:
	A.	A LOSS OF APU OIL PRESSURE.
	B.	AN APU OVERSPEED IN EXCESS OF 106%.
	C.	AN APU COMPARTMENT FIRE.
	X	D.	ALL OF THE ABOVE.
	#273	NATOPS 7-5
	180.	WHAT IS ACCOMPLISHED BY PLACING THE APU INFLIGHT ARM SWITCH TO ARM?
	A.	ENERGIZE THE GOB ONLY.
	B.	DISABLES THE BLEED AIR START VALVE ONLY.
	C.	DISABLES THE ENGINE START CONTROL VALVE ONLY.
	X	D.	ENERGIZE THE GOB AND DISABLE THE APU LOAD CONTROL VALVE.
	#274	NATOPS 2-2
	181.	IN THE EVENT OF A FIRE IN THE APU COMPARTMENT THE FIRE DETECTOR SYSTEM WILL AUTOMATICALLY:
	A.	SHUTDOWN THE APU.
	B.	CLOSE THE DOORS.
	C.	DISCHARGE THE HRD AGENT.
	X	D.	ALL OF THE ABOVE ARE CORRECT.
	#276	NATOPS 2-3
	Page 3 of 56

	182.	DURING GROUND OPERATION OF THE APU THE #2 FUEL BOOST PUMP SHOULD BE ON OR CROSSFEED SET UP:
	A.	ANYTIME THE APU IS OPERATING.
	X	B.	AS REQUIRED TO MAINTAIN RPM WITHIN LIMITS.
	C.	AS REQUIRED TO MAINTAIN EGT WITHIN LIMITS.
	D.	ANYTIME GROUND AIR CONDITIONING IS SELECTED.
	#277	NATOPS 7-4
	183.	IF THE APU GENERATOR CONTROL CIRCUIT BREAKER (GOB) IS OUT, THE APU GENERATOR WILL:
	A.	CONTINUE TO HOLD A LOAD WITH NO GEN OFF LIGHT, HOWEVER, UNDERVOLTAGE AND FEEDER FAULT 
	LOCKOUT PROTECTION IS LOST.
	B.	NOT HOLD A LOAD WITH THE APU GEN OFF LIGHT ON.
	C.	ASSUME THE LOAD WITH THE APU GEN OFF LIGHT ON.  AUTOMATIC LOAD MONITORING WILL IMMEDIATELY BE 
	INITIATED.
	X	D.	ASSUME THE LOAD WITH APU GEN OFF LIGHT ON.  AUTOMATIC APU LOAD MONITORING ABOVE 8000 FEET WILL
	 BE DISABLED.
	#278	NATOPS 11-1
	184.	TO CONTROL BOMB BAY DOOR OPERATION WITHOUT ELECTRICAL POWER,  THE LOCAL/REMOTE SWITCH MUST BE 
	IN THE _________ POSITION.
	A.	MANUAL
	B.	AUTOMATIC
	X	C.	LOCAL
	D.	REMOTE
	#279	NATOPS 12-23
	185.	WHAT PREVENTS JETTISONING ON THE DECK?
	A.	MICRO SWITCHES IN THE GEAR HANDLE.
	B.	ARMAMENT SAFETY SWITCH T-414.
	X	C.	SCISSOR SWITCHES ON BOTH MAIN GEAR.
	D.	POWER SENSING CIRCUIT ON MON ESS DC BUS.
	#280	NATOPS 23-39
	186.	HOW IS THE COMMAND GIVEN TO EXECUTE BAILOUT ?
	A.	VERBALLY AND FOUR SHORT RINGS.
	B.	VERBALLY ONLY.
	X	C.	VERBALLY AND ONE LONG RING, 10 SECONDS OR LONGER.
	D.	ONE LONG RING ONLY.
	#282	NATOPS 12-18
	187.	GENERATOR 4 AND THE APU GENERATOR CANNOT CONCURRENTLY SUPPLY POWER TO THE AIRCRAFT 
	ELECTRICAL SYSTEM.  TRANSFER RELAY______ GIVES GENERATOR 4 PRIORITY OVER THE APU.
	A.	4
	B.	5
	C.	6
	X	D.	7
	#284	NATOPS FO-10
	188.	IF THE GEN #4 TRANSFER CONTROL CB WERE OUT, IT WOULD:
	X	A.	NOT ALLOW GENERATOR #3 TO POWER MAIN AC BUS A.
	B.	NOT ALLOW GENERATOR #4 TO POWER MAIN AC BUS A OR B.
	C.	ALLOW THE APU GENERATOR TO HAVE PRIORITY OVER #4 GENERATOR.
	D.	NOT ALLOW THE APU GENERATOR TO POWER MAIN AC BUS A OR B.
	#285	NATOPS FO-10
	Page 10 of 56

	189.	WHAT ARE THE PROPER PRIORITIES FOR THE MONITORABLE ESSENTIAL AC BUS ?
	X	A.	BUS A, GEN 2, EXT POWER, GEN 4, APU, GEN 3
	B.	GEN 2,EXT POWER, GEN 4, APU, GEN 3, BUS A
	C.	GEN 2, EXT POWER, GEN 4, GEN 3, APU, BUS A
	D.	GEN 2, BUS B, GEN 3, APU, GEN 4
	#288	NATOPS FO-10
	190.	DURING FLIGHT, THE ESSENTIAL DC FEEDER #3 CIRCUIT BREAKER HAS TRIPPED.  AS A RESULT:
	A.	START ESSENTIAL DC HAS FAILED BUT MAY BE REGAINED BY SELECTING AN ENGINE.
	X	B.	START ESSENTIAL DC HAS FAILED BUT MAY BE REGAINED BY SELECTING INVERTER BATTERY TEST.
	C.	START ESSENTIAL DC IS BEING POWERED BY THE BATTERY.
	D.	START ESSENTIAL DC HAS FAILED AND CANNOT BE REGAINED.
	#289	NATOPS FO-10
	191.	WHILE OPERATING ON THE APU GENERATOR ONLY ABOVE 8,000 FEET YOU ENCOUNTER ICING WHICH REQUIRES 
	THE USE OF EMPENNAGE DEICE.  WHAT EQUIVALENT EQUIPMENT LOADS MUST BE MANUALLY MONITORED?
	X	A.	CABIN EXHAUST FAN, THREE FUEL BOOST PUMPS, NO.1 AND NO.2 HYDRAULIC PUMPS (BOOST OUT).
	B.	CABIN EXHAUST FAN, THREE FUEL BOOST PUMPS, NO.1A AND NO.2 HYDRAULIC PUMPS (BOOST OUT).
	C.	PROPELLER DEICE, ANY NON-ESSENTIAL CREW LIGHTING.
	D.	NONE OF THE ABOVE.
	#290	NATOPS 15-4
	192.	WHAT ARE THE PROPER PRIORITIES FOR THE FLIGHT ESSENTIAL AC BUS?
	A.	BUS A, GEN 2, GEN 3, GEN 4.
	B.	GEN 2, BUS A, GEN 4, APU, GEN 3, EXT PWR.
	X	C.	GEN 2, EXT PWR, GEN 4, APU, GEN 3, BUS A.
	D.	GEN 3, GEN 4, APU, GEN 2, EXT PWR, BUS A.
	#291	NATOPS FO-10
	193.	THE PRIMARY FUNCTION OF THE RUNAROUND RELAYS ARE TO:
	A.	PROVIDE POWER TO MAIN AC BUS A AND MAIN AC BUS B IN THE EVENT THEIR PRIMARY GENERATOR FAILS.
	X	B.	ENSURE A SOURCE OF POWER TO THE FLIGHT ESSENTIAL  AC AND MONITORABLE ESSENTIAL  AC BUSES.
	C.	ENSURE FLIGHT ESSENTIAL AC IS POWERED BY MONITORABLE ESSENTIAL AC BUS IF GENERATOR #2 FAILS.
	D.	ALL OF THE ABOVE ARE CORRECT.
	#292	NATOPS 2-5
	194.	LOSS OF INSTRUMENT BUS #1 WILL AFFECT THE FOLLOWING INSTRUMENTS:
	X	A.	FLAP POSITION AND NORMAL BRAKE PRESSURE INDICATORS.
	B.	FLAP POSITION AND EMERGENCY BRAKE PRESSURE INDICATORS.
	C.	OIL PRESSURE (1 & 4) AND FUEL CROSSFEED PRESSURE INDICATORS.
	D.	OIL PRESSURE (2 & 3) AND RIGHT EDC AIR PRESSURE INDICATOR.
	#294	NATOPS 2-17
	195.	IF MEAC IS LOST AND MEDC IS STILL ENERGIZED,  WHAT MUST BE DONE TO REGAIN TIT INDICATIONS?
	A.	SELECT AN ENGINE WITH THE START SELECTOR.
	B.	PULL THE GOB CB ON FEDC.
	X	C.	PULL THE POWER SENSING CB ON MEDC AND SELECT AN ENGINE WITH THE START SELECTOR.
	D.	BOTH A AND B.
	#295	NATOPS 15-1

	196.	IF AUTOMATIC LOAD MONITORING (APU GENERATOR ONLY ABOVE 8000 FT) HAS OCCURRED, FULL LOAD 
	MONITORING WILL CONTINUE DURING DESCENT THROUGH 8000 FEET DUE TO A HOLDING RELAY UNTIL:
	A.	EQUIVALENT LOADS CONSISTING OF NO. 1 AND NO. 2 HYDRAULIC PUMPS, CABIN EXHAUST FAN AND THREE 
	FUEL BOOST PUMPS ARE SECURED.
	B.	THE ESSENTIAL BUS MONITORING SWITCH IS PLACED IN THE OFF POSITION MOMENTARILY.
	X	C.	THE PROPELLER AND EMPENNAGE DEICE SWITCHES ARE BOTH PLACED TO THE OFF POSITION MOMENTARILY.
	D.	TRANSFORMER RECTIFIER NUMBER 3 MEAC CB IS PULLED.
	#296	NATOPS 15-4
	197.	DURING FLIGHT, THE #2 GEN MECH FAILURE LIGHT ILLUMINATES. THE PROPER PROCEDURE IS TO:
	X	A.	CONTINUE ENGINE OPERATION; THE MISSION SHOULD BE ABORTED.
	B.	E-HANDLE #2 ENGINE.
	C.	TURN OFF THE ASSOCIATED GENERATOR CONTROL SWITCH AND ABORT THE MISSION.
	D.	IF ACCOMPANIED BY AN UNCORRECTABLE GENERATOR MALFUNCTION, TURN OFF THE ASSOCIATED 
	GENERATOR CONTROL SWITCH, CONTINUE ENGINE OPERATION.
	#297	NATOPS 11-8
	198.	IF THE GENERATOR SWITCH MUST BE LEFT IN THE OFF POSITION BECAUSE OF A GENERATOR MALFUNCTION AND 
	THE GENERATOR MECHANICAL FAILURE LIGHT FLICKERS INTERMITTENTLY, YOU SHOULD:
	X	A.	PERFORM THE EMERGENCY SHUTDOWN PROCEDURE.
	B.	CONTINUE ENGINE OPERATION AND LAND AS SOON AS PRACTICABLE.
	C.	ABORT THE MISSION BUT CONTINUE ENGINE OPERATION.
	D.	PERFORM  A PRECAUTIONARY ENGINE SHUTDOWN AND RESTART PRIOR TO LANDING.
	#300	NATOPS 15-1
	199.	WITH A FLAP ASYM LIGHT ON:
	A.	THE FLAPS MAY STILL BE MOVING.
	B.	THE FLAP ASYMMETRY SYSTEM HAS TRIPPED.
	C.	THERE MAY BE A MULTIPLE FLAP COMPONENT FAILURE.
	X	D.	ALL OF THE ABOVE.
	#301	NATOPS 11-11
	200.	IF THE FLIGHT STATION CONTROLS MOVE FREELY BUT HAVE NO AFFECT ON AIRCRAFT ATTITUDE:
	A.	ATTEMPT TO SHIFT TO BOOST OFF.
	B.	SHIFT MALFUNCTIONING CONTROL TO BOOST OFF AND ENGAGE THE AUTOPILOT.
	C.	SHIFT ALL CONTROLS TO BOOST OFF AND ENGAGE THE AUTOPILOT.
	X	D.	ATTEMPT TO CONTROL THE AIRCRAFT WITH THE AUTOPILOT.
	#302	NATOPS 15-10
	201.	IN THE EVENT OF A  STUCK FUEL QUANTITY INDICATOR:
	A.	CHECK SYSTEM OPERATION WITH THE  FUEL GAUGE TEST SWITCH.
	B.	LIGHTLY TAP THE FUEL QUANTITY INDICATOR.
	C.	CHECK CB'S ON MEAC AND BUS A, START A FUEL LOG.
	X	D.	PERFORM ALL OF THE ABOVE.
	#304	NATOPS 15-11
	202.	IN THE TEMPERATURE DATUM SYSTEM, START LIMITING IS CHANGED TO TEMP LIMITING AT _____ .
	A.	66 DEGREES COORDINATOR
	B.	65% RPM
	C.	60 DEGREES COORDINATOR
	X	D.	94% RPM
	#305	NATOPS 2-111
	Page 111 of 56

	203.	IF A FUEL QUANTITY INDICATOR FLUCTUATES  ABNORMALLY OR GOES OFF SCALE (HIGH OR LOW), PERFORM THE 
	FOLLOWING:
	A.	PULL THE RESPECTIVE CIRCUIT BREAKER ON THE MEAC BUS ONLY.
	B.	CYCLE THE RESPECTIVE CIRCUIT BREAKER THEN TEST THE GAUGE WITH THE TEST BUTTON.
	C.	CHECK THE GAUGE WITH THE TEST SWITCH,  TAP THE INDICATOR, THEN CHECK THE CIRCUIT BREAKER.
	X	D.	PULL THE RESPECTIVE CIRCUIT BREAKERS ON MEAC AND BUS A.
	#306	NATOPS 15-12
	204.	LOSS OF A FUEL BOOST PUMP AFTER YOU HAVE STABILIZED FOR 30 MINUTES AT YOUR ENROUTE TRANSIT 
	ALTITUDE REQUIRES:
	A.	IMMEDIATE CROSSFEED OPERATION.
	X	B.	AVOIDANCE OF NOSE DOWN ATTITUDES AND EXCESSIVE YAWING WITH LOW TANK QUANTITIES.
	C.	DETERMINATION OF NEW ZERO FUEL WEIGHT.  IF MAXIMUM ZERO FUEL WEIGHT IS NOT EXCEEDED, ADJUST 
	THE MISSION AS NECESSARY.
	D.	CROSSFEED OPERATION FOR ALL ANGLES OF BANK IN EXCESS OF THIRTY DEGREES.
	#307	NATOPS 15-13
	205.	THE FUEL DUMP SYSTEM IS PROVIDED FOR TANK 5 ONLY.  THE DUMP PUMP IS POWERED BY:
	X	A.	BUS A
	B.	BUS B, MAIN DC
	C.	MON AC, MON DC
	D.	BUS B, MON DC
	#310	NATOPS 2-96
	206.	THE USE OF A FUEL LOG ENABLES THE FLIGHT ENGINEER TO DETECT MALFUNCTIONING _____ AND ENTRIES IN THE
	 LOG MAY BE ENTERED _____.
	X	A.	FUEL QUANTITY INDICATORS OR FUEL FLOW GAUGES; HOURLY OR IN 5,000 LB INCREMENTS.
	B.	FUEL TOTALIZER; HOURLY OR IN 10,000 LB. INCREMENTS.
	C.	FUEL QUANTITY INDICATORS ONLY; HOURLY.
	D.	FUEL QUANTITY INDICATORS OR FUEL FLOW GAUGES; IN 10,000 LB INCREMENTS.
	#311	NATOPS 8-19
	207.	FUELING MUST BE HALTED IF DURING THE PRESSURE FUELING CYCLE:
	A.	WING TANK OVER-FILLED.
	B.	FUEL SPILLAGE FROM A WING TIP VENT.
	C.	LOUD OR UNUSUAL NOISE ACCOMPANIED BY WING VIBRATION.
	X	D.	ALL OF THE ABOVE.
	#313	NATOPS 3-5
	208.	ALL RAWS WARNINGS ARE INHIBITED:
	A.	500 TO 1000 FEET ABOVE BAROMETRIC REFERENCE ALTITUDE.
	B.	WHEN NOSE LANDING GEAR IS DOWN AND LOCKED.
	C.	WHEN FLAP HANDLE IS BELOW MANEUVER.
	X	D.	EITHER B OR C.
	#314	NATOPS 2-72
	209.	IN NORMAL RPM, REDUCTION GEAR BOX OIL PRESSURE LIMITS ARE:
	A.	50-250 PSI
	B.	50-60 PSI
	X	C.	150-250 PSI
	D.	130-250 PSI
	E.
	#318	NATOPS 4-3
	Page 3 of 56

	210.	INFLIGHT RPM LIMITS FOR THE APU ARE:
	A.	97-102%
	B.	98-102%
	X	C.	98-103%
	D.	99-101%
	#319	NATOPS 4-2
	211.	THE MAXIMUM PERMISSIBLE INDICATED AIRSPEED WITH THE GEAR EXTENDED IS:
	A.	190 KNOTS.
	B.	275 KNOTS.
	X	C.	300 KNOTS.
	D.	VNE.
	#321	NATOPS 4-6
	212.	OPERATIONS AT WEIGHTS GREATER THAN 135,000 POUNDS, BUT NOT TO EXCEED 139,760 POUNDS, MAY BE 
	UNDERTAKEN ONLY WHEN AUTHORIZED BY THE ________.
	A.	PLANE COMMANDER
	B.	MISSON COMMANDER
	X	C.	COMMANDING OFFICER
	D.	MAINTENANCE CONTROL
	#323	NATOPS 4-12
	213.	THE #1 HYDRAULIC SYSTEM NORMAL PRESSURE LIMITS ARE:
	A.	2900 - 3100 PSI.
	B.	2950 - 3200 PSI.
	X	C.	2960 - 3200 PSI.
	D.	3000 - 3250 PSI.
	#327	NATOPS 4-2
	214.	DURING A MAX POWER TAKEOFF, IF TIT EXCEEDS 1175 DEGREES C, YOU SHOULD:
	A.	CONTINUE THE TAKEOFF BUT REDUCE POWER UNTIL TIT IS 1010 DEGREES C OR BELOW.  RECORD AND CALL 
	FOR MAINTENANCE PRIOR TO NEXT FLIGHT.
	B.	REDUCE POWER AND SHUTDOWN.   A RESTART MAY BE ATTEMPTED AFTER TIT IS BELOW 200 DEGREES C.
	C.	INITIATE AN ABORT WHILE CALLING FOR THE EMERGENCY SHUTDOWN HANDLE.
	X	D.	REDUCE POWER UNTIL TIT IS 1077 DEGRESS C OR BELOW.   RECORD  AND CALL FOR MAINTENANCE PRIOR 
	TO NEXT FLIGHT.
	#329	NATOPS 4-4
	215.	INDICATED AIRSPEED MAY NOT EXCEED _____ KNOTS WITH THE FLAPS SET AT THE MANEUVER POSITION.
	A.	225
	B.	257
	C.	260
	X	D.	275
	#330	NATOPS 4-6
	216.	WITH LOW RPM SELECTED, A PROPERLY ADJUSTED FUEL CONTROL WILL MAINTAIN ENGINE RPM BETWEEN WHICH 
	OF THE FOLLOWING LIMITS?
	A.	96.3 TO 99.1%.
	B.	72.0 + OR - 1%.
	X	C.	71.0 TO 73.8%.
	D.	57.0 TO 64.0%.
	#331	NATOPS 4-3
	Page 3 of 56

	217.	THE AIRCRAFT IS AT 7,000 FEET ON APU GENERATOR OPERATION ONLY AND THE PILOT ELECTS TO CLIMB TO 10,000 
	FEET.   WHAT EFFECT WILL THIS HAVE ON THE LOAD MONITORING SYSTEM?
	A.	THERE WILL BE NO AFFECT.
	B.	PASSING THROUGH 8,000 FEET, FULL LOAD MONITORING WILL OCCUR ONLY IF BOTH THE PROP AND 
	EMPENNAGE ICE CONTROL SWITCHES ARE ON.
	C.	PASSING THROUGH 8,000 FEET, FULL LOAD MONITORING WILL OCCUR ONLY IF THE PROP OR EMPENNAGE 
	ICE CONTROL SWITCHES ARE ON.
	X	D.	PASSING THROUGH 8,000 FEET, FULL LOAD MONITORING WILL AUTOMATICALLY OCCUR.
	#333	NATOPS 2-9
	218.	IF THE MAIN DC BUS FAILS, THE MASTER RACK OVHT LIGHT WILL ILLUMINATE WITHOUT THE EXISTENCE OF AN 
	OVERHEAT CONDITION.
	X	A.	TRUE
	B.	FALSE
	#334	NATOPS 11-9
	219.	39 VAC PMG POWER IS SUPPLIED TO A GENERATOR'S RESPECTIVE SUPERVISORY PANEL ANYTIME THE GENERATOR
	 IS TURNING (PROP ROTATING).  IT CAN BE STOPPED BY:
	A.	PLACING RESPECTIVE GENERATOR SWITCH OFF.
	B.	PLACING THE ESSENTIAL BUS SWITCH OFF.
	X	C.	COMPLETING THE EMERGENCY SHUTDOWN CHECKLIST.
	D.	ANY OF THE ABOVE.
	#338	NATOPS 2-4
	220.	THE RACK OVHT LIGHT IN THE COCKPIT MAY BE EXTINGUISHED BY:
	A.	PUSHING THE MASTER RESET BUTTON.
	B.	COOLING DOWN THE AFFECTED ELECTRONICS BAY.
	C.	ACTUATING THE RESET SWITCH AT THE OVERHEATED ELECTRONICS BAY
	X	D.	BOTH B AND C ARE CORRECT.
	#339	NATOPS 2-132
	221.	THE CIRCUIT BREAKER FOR TRANSFORMER RECTIFIER #3 IS PULLED INFLIGHT.  MON ESS DC BUS IS POWERED BY:
	A.	MON ESS AC BUS.
	X	B.	EXTENSION MAIN DC BUS THROUGH A BLOCKING DIODE.
	C.	MAIN AC BUS A THROUGH A BLOCKING DIODE.
	D.	GENERATORS 2, 4, & 3, IN THAT ORDER, THROUGH THE RUNAROUND RELAYS.
	#340	NATOPS FO-10
	222.	WHAT CIRCUIT BREAKER, IF OUT, WILL DEENERGIZE TRANSFER RELAY 7 AND PREVENT GENERATOR 4 FROM 
	POWERING ANY BUS WITHOUT BRINGING ON A GENERATOR 4 OFF LIGHT?
	A.	GEN 4 TRANSFER CONTROL CB
	B.	BUS A CONTROL CB
	C.	BUS B CONTROL CB
	X	D.	GEN 4 AUX CONTROL CB
	#341	NATOPS 15-1
	223.	TORQUEMETER "FLOPOVER" CAN OCCUR WITH TOO RAPID AN APPLICATION OF POWER.  THIS MEANS THAT AT 
	LEAST ______ SHP HAS BEEN MOMENTARILY EXCEEDED AND THE ENGINE SHALL BE ______.
	A.	4,600 / SHUT DOWN.
	B.	5,300 / SHUT DOWN.
	C.	4,600 / INSPECTED AS SOON AS PRACTICABLE.
	X	D.	5300 / INSPECTED AS SOON AS PRACTICABLE.
	#344	NATOPS 8-15
	Page 15 of 56

	224.	THE ENGINE ACCESSORY DRIVE PAD IS MOUNTED ON THE BOTTOM OF THE COMPRESSOR AIR INLET HOUSING AND 
	IS DRIVEN BY A COMPRESSOR EXTENSION SHAFT VIA A BEVEL GEARING ASSEMBLY.  THE FOLLOWING EQUIPMENT 
	IS MOUNTED ON THE ACCESSORY SECTION:
	A.	GENERATOR (ENGINES 2,3, AND 4), EDC (ENGINES 2 AND 3), AND TACHOMETER GENERATOR.
	X	B.	ENGINE FUEL PUMP, FUEL CONTROL UNIT, SPEED SENSITIVE CONTROL AND SPEED SENSITIVE VALVE, MAIN 
	OIL PUMP, OIL FILTER, AND SCAVENGE OIL PUMP.
	C.	OIL PUMP, OIL FILTER, AND ENGINE STARTER.
	D.	FUEL NOZZLE, IGNITOR, AND EXCITER.
	#345	NATOPS 2-82
	225.	ENGINE SPEED IN LOW RPM IS CONTROLLED BY THE:
	A.	PROP GOVERNOR.
	X	B.	FUEL CONTROL.
	C.	PROP GOVERNOR IF THE POWER LEVER IS AT MAX REVERSE.
	D.	TEMP DATUM SYSTEM.
	#346	NATOPS 2-110
	226.	IF DECOUPLING OCCURS DUE TO A DECOUPLER FAILURE, THE ENGINE WILL CONTINUE TO RUN ON ITS FUEL 
	TOPPING GOVERNOR AND THE INDICATIONS WILL BE:
	A.	TIT, F/F AND SHP WILL GO TO ZERO, RPM SHOULD STABILIZE AT 100%.
	B.	TIT, F/F AND SHP WILL BE LOW, RPM ABOVE 100%.
	C.	TIT DECREASING TOWARD AMBIENT, F/F APPROXIMATELY 600 PPH, SHP 0 INITIALLY AND THEN MAY WANDER, 
	RPM WELL IN EXCESS OF 100%.
	X	D.	TIT APPROXIMATELY 550 C, F/F APPROXIMATELY 600 PPH, SHP 0 INITIALLY AND THEN MAY WANDER, RPM 
	SHOULD STABILIZE AT 100%.
	#347	NATOPS 15-23
	227.	MAXIMUM POWER MAY BE APPLIED FOR TAKEOFF PROVIDED:
	A.	OIL TEMPERATURE IS 50 DEGREES C.
	X	B.	OIL TEMPERATURE IS 40 DEGREES C AND RISING WITH NO FLUCTUATIONS IN THE GEARBOX OIL PRESSURE.
	C.	OUTSIDE AMBIENT TEMPERATURE IS ABOVE 0 DEGREES C.
	D.	OIL PRESSURE FLUCTUATIONS ARE STABILIZED WITHIN 15 SECONDS.
	#348	NATOPS 4-3
	228.	AFTER EXECUTING A MAX POWER TAKEOFF (TIT 1077 DEGREES C.). YOU MUST RETARD THE POWER WITHIN:
	A.	  3 MINUTES.
	X	B.	  5 MINUTES.
	C.	  30 MINUTES.
	D.	  NO TIME LIMIT.
	#349	NATOPS 4-2
	229.	WHILE CONDUCTING AN NTS CHECK, IF NTS ACTION IS ATTAINED PRIOR TO REACHING FLIGHT IDLE, FURTHER AFT 
	MOVEMENT OF THE POWER LEVER IS NOT REQUIRED.
	A.	TRUE
	X	B.	FALSE
	#350	NATOPS 8-18
	230.	IF ENGINE OR RGB OIL PRESSURE REMAINS AT ZERO LONGER THAN A MOMENTARY TRANSIENT FOLLOWING A 
	NEGATIVE G CONDITION, THE PROPELLER SHOULD BE FEATHERED.
	X	A.	TRUE
	B.	FALSE
	#351	NATOPS 4-3
	Page 3 of 56

	231.	PROVIDED PRESSURE REMAINS WITHIN LIMITS, MAXIMUM ALLOWABLE OIL PRESSURE FLUCTUATION IN THE 
	REDUCTION GEAR BOX AT 100% RPM IS:
	A.	+ / - 5 PSI.
	X	B.	+ / - 10 PSI.
	C.	+ / - 15 PSI.
	D.	+ / - 20 PSI.
	#352	NATOPS 4-3
	232.	AFTER RETURNING TO A POSITIVE G CONDITION, FOLLOWING NEGATIVE G FLIGHT, SHUT DOWN THE ENGINE IF OIL 
	PRESSURE FLUCTUATES FOR MORE THAN ________ SECONDS.
	A.	5
	B.	10
	X	C.	15
	D.	20
	#353	NATOPS 4-3
	233.	ENGINE POWER SECTION OIL PRESSURE MAY FLUCTUATE _____ PSI BEFORE A SHUTDOWN IS REQUIRED.
	X	A.	+/- 5
	B.	+/- 10
	C.	+/- 20
	D.	THERE IS NO LIMITATION
	#355	NATOPS 4-3
	234.	OIL PRESSURE LIMITS IN THE POWER SECTION IN FLIGHT ARE:
	X	A.	  50-60 PSI.
	B.	  60-90 PSI.
	C.	  150-250 PSI.
	D.	  130-250 PSI.
	#356	NATOPS 4-3
	235.	IF AN OIL TANK SHUTOFF VALVE CB (MON DC) IS RESET WITH THE EMERGENCY SHUTDOWN HANDLE PULLED:
	A.	THE OIL TANK SHUTOFF VALVE WILL OPEN.
	B.	THE OIL TANK SHUTOFF VALVE WILL CLOSE AND WILL NO LONGER OPEN IN FLIGHT.
	C.	THE OIL TANK SHUTOFF VALVE WILL CLOSE.  PULLING THE OIL TANK SHUTOFF VALVE CB WITH THE E-HANDLE 
	PULLED WILL REOPEN THE OIL TANK SHUTOFF VALVE.
	X	D.	THE OIL TANK SHUTOFF VALVE WILL CLOSE.  PUSHING IN THE E-HANDLE WILL OPEN THE OIL TANK SHUTOFF 
	VALVE WITH THE CIRCUIT BREAKER SET.
	#357	NATOPS 2-93
	236.	AFTER SHIFTING TO NORMAL RPM, AND AT 15 DEGREE COORDINATOR, THE ENGINE RPM SHOULD INDICATE:
	A.	96.7 TO 104.9% RPM.
	X	B.	96.3 TO 99.1% RPM.
	C.	71.0 TO 73.8% RPM.
	D.	94.5 TO 98.4% RPM.
	#359	NATOPS 4-3
	237.	AN INDICATION OF A FAILED SPEED SENSITIVE CONTROL WOULD BE:
	A.	THE ENGINE WOULD FLAMEOUT AS THE 16% SWITCH OPENED AND CUT OFF FUEL.
	B.	THE ENGINE WOULD OVERTEMP DUE TO THE 5TH AND 10TH STAGE BLEED AIR VALVES OPENING.
	X	C.	THE TIT WOULD BE LIMITED TO 830 DEGREES C WITH THE TD IN NORMAL.
	D.	THE PARALLELING LIGHT WOULD COME ON STEADY.
	#360	NATOPS 15-6
	Page 6 of 56

	238.	WITH A FAILURE OF THE SPEED SENSE VALVE WHICH OF THE FOLLOWING WILL BE CORRECT?
	A.	THE ENGINE WILL BE IN THE START LIMITING RANGE.
	X	B.	A POWER LOSS WILL OCCUR AND POSSIBLE ENGINE OVERTEMP AND/OR FLAME OUT DUE TO THE OPENING 
	OF THE 5TH AND 10TH STAGE BLEEDS.
	C.	TIT WILL BE LIMITED TO 830 DEGREES C UNTIL THE TD SWITCH IS PLACED TO THE NULL POSITION.
	D.	THE ENGINE WILL BE IN THE TEMPERATURE LIMITING RANGE.
	#361	NATOPS 2-88
	239.	A SLOW STARTING TIME (SLOW ACCELERATION RATE) DURING ENGINE START MAY CAUSE:
	A.	COMPRESSOR AIR INLET HOUSING DAMAGE.
	B.	A FAULTY ENGINE FIRE INDICATION DUE TO EXCESSIVE HEAT BUILDUP IN THE COMPRESSOR SECTION.
	X	C.	FLAME PROPAGATION AND COMPONENT DAMAGE IN THE SECOND AND THIRD  STAGES OF THE TURBINE.
	D.	ALL OF THE ABOVE.
	#362	NATOPS 8-4
	240.	DURING GROUND ENGINE START, YOU ARE REQUIRED TO HAVE LIGHT OFF BY ______ PERCENT RPM OR MAXIMUM 
	STARTER MOTORING RPM, WHICHEVER OCCURS FIRST.
	A.	16%
	X	B.	33%
	C.	38%
	D.	65%
	#363	NATOPS 8-5
	241.	DURING AN INFLIGHT RESTART OF #1 YOUR FLIGHT ENGINEER TURNS ON THE FUEL AND IGNITION SWITCH AFTER 
	ACHIEVING STABILIZED RPM AND DOES NOT HAVE LIGHT OFF WITHIN 10 SECONDS.  YOU SHOULD:
	A.	PUSH IN THE FEATHER BUTTON.
	B.	IF DESIRED, ATTEMPT ANOTHER RESTART.
	C.	PULL THE EMERGENCY SHUTDOWN HANDLE AND DO NOT ATTEMPT ANOTHER RESTART.
	X	D.	BOTH A AND B ARE CORRECT.
	#364	NATOPS 8-32
	242.	AN ENGINE HAS BEEN SECURED FOR AN ENGINE FIRE WARNING. CONTINUED OR INTERMITTENT ACTUATION OF 
	THE FIRE WARNING SYSTEM ALONE DOES NOT CONSTITUTE A CONFIRMED FIRE.
	X	A.	TRUE
	B.	FALSE
	C.
	D.
	#366	NATOPS 13-2
	243.	DURING A STEP CLIMB, THE FE NOTICES THE #3 ENGINE TIT IS LIMITED TO APPROXIMATELY 830 DEGREES C. YOU 
	SHOULD:
	X	A.	ASSUME A FAILURE OF THE SPEED SENSE CONTROL.  PLACE THE AFFECTED TD SWITCH TO NULL AND PULL 
	THE FUEL SHUTOFF VALVE C/B.
	B.	E-HANDLE THE ENGINE AND COMPLETE THE EMERGENCY SHUTDOWN CHECKLIST.
	C.	CHECK FUEL FLOW AND MONITOR ENGINE INSTRUMENTS.  IF CONDITION DETERIORATES, E-HANDLE.
	D.	INSPECT NACELLE FOR VISIBLE FUEL.  IF NO FUEL IS VISIBLE, CONTINUE OPERATION OBSERVING ENGINE 
	CLOSELY.
	#367	NATOPS 15-6
	244.	MAXIMUM RESIDUAL TIT FOR RESTART WITHOUT USING PRIME ON THE GROUND IS _____ DEG C.
	A.	  100
	B.	  150
	X	C.	  200
	D.	  250
	#369	NATOPS 8-4
	Page 4 of 56

	245.	THE FUEL MANIFOLD DRAIN IS CLOSED:
	X	A.	ELECTRICALLY AT 16% AND IS HELD CLOSED BY FUEL PRESSURE ABOVE 65% RPM.
	B.	HYDRAULICALLY BY FUEL PRESSURE AS SOON AS THE GENEVA LOCK OPENS AT APPROXIMATELY 16% RPM.
	C.	ELECTRICALLY AT 65%.
	D.	HYDRAULICALLY AT LIGHT-OFF.
	#372	NATOPS 2-87
	246.	WHEN DUMPING FUEL, THE FLAPS SHALL NOT BE EXTENDED BEYOND:
	X	A.	TAKEOFF/APPROACH.
	B.	MANEUVER.
	C.	FULL UP.
	D.	NO RESTRICTION.
	#374	NATOPS 4-12
	247.	DURING FUELING OPERATIONS ENSURE THAT FUELING PRESSURE DOES NOT EXCEED _____ PSI IN ORDER TO 
	PREVENT STRUCTURAL DAMAGE TO THE AIRCRAFT.
	A.	15
	B.	32
	X	C.	55
	D.	150
	#375	NATOPS 3-5
	248.	THE MAXIMUM FUEL IMBALANCE FOR TAKEOFF FOR TANKS 2 AND 3 IS:
	A.	1400 LBS.
	B.	4389 LBS.
	X	C.	5025 LBS.
	D.	NO LIMIT FOR TAKEOFF.
	#376	NATOPS 4-9
	249.	IF THERE IS MAXIMUM INBALANCE IN ONE SET OF SYMMETRICAL FUEL TANKS, THE OTHER SET MUST BE IN 
	BALANCE.  ASYMMETRIC WING LOADING (WEAPONS, PODS, ETC.)  SHOULD BE TAKEN INTO CONSIDERATION FOR 
	LATERAL INBALANCE.
	X	A.	TRUE
	B.	FALSE
	#377	NATOPS 4-9
	250.	THE LATERAL INBALANCE LIMITATION FOR FUEL TANKS #1 AND #4  INFLIGHT IS:
	A.	1,400 LBS.
	X	B.	4,389 LBS.
	C.	5,025 LBS.
	D.	THERE IS NO RESTRICTION.
	#378	NATOPS 4-9
	251.	THE MAXIMUM ALLOWABLE LATERAL IMBALANCE IN FUEL TANKS 1 AND 4 FOR TAKEOFF IS:
	A.	4389 LBS.
	X	B.	1400 LBS.
	C.	5025 LBS.
	D.	NO RESTRICTIONS APPLY.
	#380	NATOPS 4-9
	252.	THE PRIMARY FUEL PUMP LIGHT REMAINS OFF DURING START BETWEEN 16% AND 65%.  THIS IS AN INDICATION OF:
	A.	PRIMARY FUEL PUMP FAILURE.
	X	B.	SECONDARY FUEL PUMP FAILURE.
	C.	BOOST PUMP FAILURE.
	D.	CENTRIFUGAL FUEL PUMP FAILURE.
	#384	NATOPS 11-2
	Page 2 of 56

	253.	WHEN TESTING THE FUEL QUANTITY GAUGES WITH THE PRESS TO TEST SWITCH ON THE FUEL MANAGEMENT PANEL
	 DO NOT ALLOW THE GAUGES TO DRIVE ALL THE WAY TO ZERO OR DAMAGE TO GAUGE CALIBRATION MAY RESULT.
	X	A.	TRUE
	B.	FALSE
	#386	NATOPS 15-11
	254.	THE SECONDARY FUEL PUMP WILL PROVIDE POSITIVE FUEL PRESSURE TO THE FUEL CONTROL IN THE EVENT OF A 
	PRIMARY PUMP FAILURE.
	X	A.	TRUE
	B.	FALSE
	#388	NATOPS 2-108
	255.	EACH ENGINE FUEL TANK HAS AN EMERGENCY SHUTOFF VALVE WHICH MAY BE OPERATED BY:
	A.	THE FUEL AND IGNITION SWITCH.
	B.	ELECTRICAL POWER WHEN THE FUEL TANK SHUTOFF VALVE IS CLOSED.
	C.	SWITCHES ON THE REFUELING PANEL.
	X	D.	THE EMERGENCY SHUTDOWN HANDLE.
	#389	NATOPS 2-88
	256.	THE FIRST TWO STEPS OF THE PROCEDURE FOR THE FAILURE OF ONE TANK 5 TRANSFER PUMP ARE:
	A.	(1)  REDUCE TANK 5 FUEL TO 3,000 LBS. WITH THE OPERATING  PUMP. (2)  CLOSE THE TRANSFER VALVES AND 
	ALLOW THE FUEL QUANTITY  IN EACH TANK TO DROP 2,500 LBS.
	B.	(1)  TURN BOTH TANK 5 TRANSFER PUMPS OFF. (2)  DETERMINE NEW ZERO FUEL WEIGHT.
	C.	(1)  CLOSE THE TRANSFER VALVES AND ALLOW THE FUEL QUANTITY  IN EACH TANK TO DROP 2,500 LBS. (2)  
	OPEN ALL THE TRANSFER VALVES AND LOWER THE FUEL QUANTITY-  IN TANK 5 BY 1,000 LBS.
	X	D.	(1)  INOPERATIVE TRANSFER PUMP SWITCH OFF. (2)  INOPERATIVE TRANSFER PUMP CIRCUIT BREAKERS 
	#391	NATOPS 15-14
	257.	NORMAL FUEL CROSSFEED OPERATION MAY BE SELECTED FROM ANY WING TANK EVEN IF ITS RESPECTIVE 
	EMERGENCY SHUTOFF VALVE IS CLOSED.
	X	A.	TRUE
	B.	FALSE
	#392	NATOPS FO-11
	258.	WHEN EXECUTING THE EMERGENCY SHUTDOWN PROCEDURE, THE ASSOCIATED CROSSFEED VALVE AND BOOST 
	PUMP SHALL BE CHECKED.  IF THE ENGINE WAS SHUT DOWN FOR A FIRE OR FUEL LEAK:
	A.	SET UP AN IMMEDIATE CROSSFEED TO PREVENT ANY FUEL IMBALANCE.
	X	B.	CLOSE THE ASSOCIATED CROSSFEED VALVE AND SECURE THE BOOST PUMP.
	C.	BOTH THE ASSOCIATED CROSSFEED VALVE AND THE MAIN TANK VALVE SHALL BE CLOSED.
	D.	MONITOR BOOST PUMP OUTPUT PRESSURE ON THE FUEL CROSSFEED PRESSURE GAGE.
	#394	NATOPS 15-7
	259.	WITH 4,000 LBS OF FUEL TRAPPED IN TANK 5 DUE TO TWO FAILED TRANSFER PUMPS, ACTUAL ZERO FUEL WEIGHT 
	IS EXCEEDED.  MAXIMUM ALLOWABLE LOAD FACTOR IS NOW:
	A.	+1.0 G.
	X	B.	+2.1 G.
	C.	+2.5 G.
	D.	THIS HAS NO EFFECT ON G LOADING.
	#395	NATOPS 15-14
	260.	DURING ENGINE START, THE BOMB BAY HEAT SYSTEM IS AUTOMATICALLY MONITORED AND IT IS NOT NECESSARY 
	TO TURN OFF THE BOMB BAY HEAT SWITCH.
	A.	TRUE
	X	B.	FALSE
	#396	NATOPS 2-132
	Page 132 of 56

	261.	THE EMPENNAGE ICE CONTROL SYSTEM SHOULD BE USED:
	A.	PRIOR TO ENTERING AN AREA WHERE STRUCTURAL ICING IS LIKELY TO EXIST.
	X	B.	WHENEVER STRUCTURAL ICING CONDITIONS ARE ENCOUNTERED IN-FLIGHT, IN CONJUNCTION WITH WING 
	DEICE.
	C.	WHENEVER THE ENGINE ANTI-ICE SYSTEM IS ACTIVATED.
	D.	ANYTIME ABOVE 10000 FEET IN IMC.
	#397	NATOPS 18-7
	262.	THE EMP DEICE MONITOR SWITCH MUST BE POSITIONED TO OVRD WHEN THAT SYSTEM IS REQUIRED DURING 
	OPERATION WITH:
	A.	ANY SINGLE AC GENERATOR AT ANY ALTITUDE.
	X	B.	THE APU GENERATOR ONLY ABOVE 8,000 FT.
	C.	THE APU GENERATOR ONLY BELOW 8,000 FT.
	D.	BOTH B AND C ARE CORRECT.
	#398	NATOPS 2-14
	263.	THE ENGINE ANTI-ICING SOLENOID VALVE:
	A.	MUST RECEIVE POWER FROM THE MON ESSENTIAL DC BUS TO ALLOW ANTI-ICING AIR FLOW TO THE ENGINE.
	X	B.	IS SPRING LOADED OPEN SO AS TO ENSURE ANTI-ICING AIR FLOW IN THE EVENT ELECTRICAL POWER IS LOST.
	C.	MODULATES 14TH STAGE AIR TO THE INLET SCOOP TO MAINTAIN THE PROPER DEICING TEMP.
	D.	MODULATES 5TH AND 10TH STAGE AIR TO THE SCOOP FOR DEICING.
	#399	NATOPS 2-112
	264.	AN ENGINE ANTI-ICE CHECK MAY BE PERFORMED:
	A.	INFLIGHT ONLY.
	B.	IN NORMAL RPM ONLY.
	X	C.	IN EITHER LOW OR NORMAL RPM.
	D.	ONLY WHEN THE OAT IS 10 DEGREES C OR BELOW WITH VISIBLE MOISTURE.
	#402	NATOPS 8-12
	265.	ENGINE ANTI-ICE IS RECOMMENDED FOR USE DURING TAXI AND TAKEOFF IN CONDITIONS OF HIGH ATMOSPHERIC 
	MOISTURE CONTENT AT TEMPERATURES OF _____ DEGREES C OR LOWER.
	A.	0
	X	B.	8
	C.	10
	D.	15
	#403	NATOPS 18-5
	266.	A LE HOT LIGHT ON INDICATES:
	A.	AIR TEMPERATURE IN THE PLENUM AREA EXCEEDS SAFE LIMITS, DUE TO A BROKEN DUCT.
	X	B.	THE WING LEADING EDGE SKIN TEMPERATURE HAS INCREASED IN EXCESS OF 110 DEGREES C, DUE TO A 
	MODULATING VALVE EITHER STUCK OPEN OR IMPROPERLY MODULATING.
	C.	EITHER A PARTING OR CYCLING STRIP POWER RELAY HAS DEENERGIZED.
	D.	THAT THE MODULATING VALVES ARE SIMPLY IN TRANSIT FROM THE OPEN TO CLOSED POSITION OR VICE 
	#404	NATOPS 11-5
	267.	IF ICING CONDITIONS EXIST AT OR NEAR GROUND LEVEL, WHICH OF THE FOLLOWING AIRCRAFT ANTI-ICE/DE-ICE 
	SYSTEM(S) SHOULD BE USED FOR TAKEOFF?
	X	A.	ENGINE ANTI-ICE
	B.	PROP/EMPENNAGE DE-ICE
	C.	WING DE-ICE
	D.	BOTH A AND B
	#405	NATOPS 18-6
	Page 6 of 56

	268.	A _____ FUEL FLOW INCREASE MAY BE EXPECTED IF THE PREVIOUS POWER SETTING IS MAINTAINED DURING USE 
	OF ENGINE ANTI-ICE.
	A.	1%
	X	B.	5%
	C.	9%
	D.	10%
	#406	NATOPS 2-113
	269.	BY WHAT AMOUNT IS FLIGHT PLAN FUEL INCREASED AS COMPENSATION FOR EACH HOUR OF ANTICIPATED 
	CONTINUOUS USE OF WING AND ENGINE ANTI-ICING?
	A.	5%
	B.	9%
	X	C.	500 LBS.
	D.	600 LBS.
	#407	NATOPS 2-118
	270.	PROPELLER AND EMPENNAGE ICE CONTROL SYSTEM CHECKS SHOULD BE PERFORMED:
	A.	DURING EVERY PREFLIGHT.
	X	B.	PRIOR TO FLIGHT IN ANTICIPATED ICING CONDITIONS.
	C.	ONLY AFTER MAINTENANCE HAS BEEN PERFORMED ON THE SYSTEM.
	D.	NEVER, AS DAMAGE MAY RESULT FROM A LACK OF COOLING AIRFLOW.
	#408	NATOPS 18-5
	271.	TAKEOFFS ON RUNWAYS HAVING MORE THAN  _____  INCHES OF SNOW ARE NOT RECOMMENDED.
	A.	0.75
	B.	2
	C.	THERE IS NO LIMIT.
	X	D.	5
	#410	NATOPS 18-6
	272.	DURING TAXI, IF A SNOWBANK OR OTHER OBSTRUCTION IS INADVERTENTLY CONTACTED BY A PROP TIP, YOU 
	SHOULD:
	A.	SHIFT THE ENGINE TO LOW RPM, TURN OFF THE FUEL AND IGNITION SWITCH AND RETURN TO THE LINE.
	B.	OBSERVE INDICATIONS AND CONTINUE ENGINE OPERATION.
	C.	SECURE THE ENGINE IMMEDIATELY WITH THE E-HANDLE.
	X	D.	SECURE THE ENGINE IMMEDIATELY WITH THE FUEL AND IGNITION SWITCH.
	#412	NATOPS 18-5
	273.	A COLD FRONT HAS JUST PASSED THROUGH NAS BRUNSWICK.  YOU ARE 50 MILES OUT WHEN YOU RECEIVE ATIS 
	INFORMATION REPORTING RWY 1 IS IN USE AND WINDS OF 030 AT 15 GUSTS TO 34.  YOUR SPEEDS ON FINAL MAY 
	BE MAINTAINED ____ TO ____ KNOTS HIGHER, _____.
	A.	5, 10, AND TOUCHDOWN SLIGHTLY FASTER.
	X	B.	5, 10, TOUCHDOWN SPEED SHOULD BE NORMAL.
	C.	10, 15, AND TOUCHDOWN 5 KNOTS ABOVE NORMAL.
	D.	10, 15, TOUCHDOWN SPEED SHOULD BE NORMAL.
	#413	NATOPS 18-8
	274.	AFTER TAKEOFF FROM A SNOW OR SLUSH COVERED RUNWAY, YOU SHOULD CYCLE THE GEAR AND FLAPS TO 
	PREVENT SLUSH FREEZING ON THE GEAR AND FLAPS.
	X	A.	  TRUE
	B.	  FALSE
	#414	NATOPS 18-6
	Page 6 of 56

	275.	AFTER LANDING ON A SLUSH OR SNOW COVERED RUNWAY, THE WING FLAPS SHOULD:
	A.	NOT BE RETRACTED ABOVE MANEUVER UNTIL THE FLAP TRACKS CAN BE VISUALLY INSPECTED FOR ICE.
	X	B.	NOT BE RETRACTED BEYOND TAKEOFF/APPROACH POSITION UNTIL THE FLAP MECHANISM CAN BE 
	INSPECTED AND CLEANED.
	C.	BE FULLY RETRACTED PRIOR TO TAXI TO AVOID FLAP DAMAGE WHILE TAXIING.
	D.	BE FULLY RETRACTED TO PREVENT SNOW OR SLUSH FROM COLLECTING IN THE FLAP WELL DURING TAXI.
	#415	NATOPS 18-9
	276.	WHICH OF THE FOLLOWING TECHNIQUES IS/ARE RECOMMENDED FOR LANDING ON WET OR SLIPPERY RUNWAYS?
	A.	APPLY REVERSE POWER AS SOON AS POSSIBLE AFTER TOUCHDOWN TO MAXIMIZE REVERSE THRUST.
	B.	MAINTAIN STEADY BRAKE PRESSURE ONCE AIRSPEED DROPS BELOW 120 KNOTS.
	X	C.	APPLY REVERSE THRUST SLOWLY, THEN AFTER SUBSTANTIAL DECREASE IN AIRSPEED, USE THE BRAKES 
	LIGHTLY AND INTERMITTENTLY.
	D.	BOTH A AND B ARE CORRECT
	#416	NATOPS 8-40
	277.	DURING HEAVY WEIGHT, HIGH ALTITUDE, OR UNUSUAL ENVIRONMENT INCLUDING TURBULENCE ASSOCIATED 
	WITH WINDSHEAR CONDITIONS, THE FLAPS SHOULD BE RETRACTED TO MANEUVER AFTER ATTAINING _____ KIAS, 
	AND THEN FULLY UP AFTER ATTAINING _____ KIAS.
	A.	140, 160
	B.	150, 170
	X	C.	160, 180
	D.	170, 190
	#418	NATOPS 8-16
	278.	THE MINIMUM AIRSPEED FOR RAISING THE FLAPS ABOVE TAKEOFF/ APPROACH DURING CLIMB OUT (3 OR 4 
	ENGINES OPERATING) IS _____ KNOTS.
	A.	130
	X	B.	140
	C.	145
	D.	160
	#420	NATOPS 8-16
	279.	DURING FLIGHT, NO MORE THAN ONE FLIGHT STATION CREWMEMBER MAY BE ABSENT FROM HIS/HER SEAT AT ANY 
	GIVEN TIME.
	X	A.	TRUE
	B.	FALSE
	#421	NATOPS 8-19
	280.	CANCELLING OF THE WHEELS WARNING SYSTEM SHALL BE DONE ONLY AT THE DIRECTION OF THE:
	A.	AIRCRAFT COMMANDER.
	B.	MISSION COMMANDER.
	X	C.	PILOT AT THE CONTROLS.
	D.	COPILOT.
	#423	NATOPS 8-37
	281.	DURING NIGHT GROUND TAXI OPERATIONS, WHEELWELL LIGHTS:
	X	A.	SHALL BE ON.
	B.	SHALL BE USED AT PPC'S DISCRETION.  THEY MAY BE USED TO AID TAXI DIRECTOR IN PLACEMENT OF 
	AIRCRAFT ON PARKING SPOT.
	C.	SHALL BE ON, UNLESS UNDER THE DIRECTION OF TAXI DIRECTOR.
	D.	SHALL BE ON BELOW 10,000 FT MSL.
	E.
	#424	NATOPS 8-9
	Page 9 of 56

	282.	TWO OR THREE ENGINE LOITER OPERATIONS SHOULD NOT BE PERFORMED WHEN OAT IS BELOW:
	A.	-26 C.
	X	B.	0 C.
	C.	-54 C.
	D.	NO LIMIT.
	#425	NATOPS 8-27
	283.	THE MINIMUM OPERATIONAL SAFE ALTITUDE (MOSA) IS DEFINED AS:
	A.	500 FEET ABOVE THE SURFACE WITHIN 22 NM OF LAND.
	X	B.	1000 FEET ABOVE THE HIGHEST OBSTACLE WITHIN 30 NM OF THE AIRCRAFT.
	C.	500 FEET ABOVE THE SURFACE UNLESS MISSION REQUIREMENTS DICTATE IAW OPNAV 3710.
	D.	1000 FEET ABOVE THE HIGHEST OBSTACLE WITHIN 20 NM OF THE AIRCRAFT.
	#430	NATOPS 8-34
	284.	RADAR SHALL BECOME THE PRIMARY AID FOR OBSTACLE AVOIDANCE WHEN THE AIRCRAFT IS BELOW MINIMUM 
	OPERATIONAL SAFE ALTITUDE (MOSA) AND  WITHIN ____ NM OF LAND.
	A.	20
	X	B.	30
	C.	35
	D.	40
	E.
	#431	NATOPS 8-33
	285.	DURING NTS CHECKS ON CLIMBOUT, THE #1 ENGINE OVERSPEEDS TO 103% RPM WHEN THE POWER LEVER IS 
	RETARDED TO FLIGHT IDLE.  THE PROPER PROCEDURE IS TO:
	A.	TURN THE #1 SYNC SERVO SWITCH OFF.
	B.	DETERMINE IF PITCHLOCKED.
	C.	ATTEMPT TO CORRECT WITH THE SYNC SYSTEM.
	X	D.	DISCONTINUE USE OF ALL BLEED AIR FROM THE #1 ENGINE AND ATTEMPT TO ADVANCE THE POWER LEVER.
	#433	NATOPS 8-18
	286.	DURING AN NTS CHECK, THE FLIGHT ENGINEER SHOULD ENSURE A MINIMUM OF ____ SHP PRIOR TO OPENING THE 
	ENGINE BLEED AIR VALVE.
	A.	400
	B.	600
	X	C.	800
	D.	1000
	#434	NATOPS 8-18
	287.	TWO ADDITIONAL CREWMEMBERS MAY REMAIN IN THE FLIGHT STATION DURING TAKEOFFS AND LANDINGS AT THE 
	DISCRETION OF THE PILOT IN COMMAND TO INCREASE SAFETY OF FLIGHT.  THESE CREWMEMBERS SHALL HAVE 
	IMMEDIATE DITCHING STATIONS AVAILABLE.
	X	A.	TRUE
	B.	FALSE
	#436	NATOPS 24-3
	288.	IT IS ACCEPTABLE FOR THE PROP PUMP 1 LIGHT OF ANY PROPELLER TO COME ON MOMENTARILY WHEN THE 
	POWER LEVER IS PULLED INTO THE BETA RANGE  (AS A RESULT OF PITCHLOCK RESET).
	X	A.	  TRUE
	B.	  FALSE
	#438	NATOPS 8-40
	Page 40 of 56

	289.	WHILE PERFORMING AN IN-FLIGHT RESTART, THE PROPELLER DOES NOT ROTATE AS BLADES UNFEATHER.  THIS 
	MAY BE CAUSED BY:
	X	A.	A STUCK PROP BRAKE.
	B.	A FAILURE OF THE FEATHER VALVE SOLENOID.
	C.	A FAILURE OF THE AUX PUMP.
	D.	STUCK PROP FEATHER LATCHES.
	#440	NATOPS 8-31
	290.	DURING A GROUND START OF THE #2 ENGINE, THE TIT RISES TO 860 DEGREES C PRIOR TO REACHING LOW RPM.  
	THE CREW SHOULD:
	A.	CONTINUE THE START AND RECORD PEAK TIT.
	B.	PLACE THE FUEL AND IGNITION SWITCH OFF AND RECORD THE PEAK TIT.  DO NOT ATTEMPT ANOTHER START.
	C.	PULL THE EMERGENCY SHUTDOWN HANDLE AND RECORD THE PEAK TIT.
	X	D.	PLACE THE FUEL AND IGNITION SWITCH OFF, RECORD PEAK TIT.  IF THE TIT DID NOT EXCEED 965 DEGREES 
	C, ANOTHER START MAY BE ATTEMPTED.
	#442	NATOPS 8-6
	291.	DURING STARTS, IF THE ENGINE DOES NOT ACCELERATE TO LOW RPM WITHIN 60 SECONDS, YOU SHOULD:
	A.	RECORD START TIME AND ENSURE MAINTENANCE IS PERFORMED PRIOR TO NEXT START.
	X	B.	DISCONTINUE START.
	C.	PULL THE APPROPRIATE E-HANDLE
	D.	CONTINUE START, NO CORRECTIVE ACTION REQUIRED.
	#444	NATOPS 8-6
	292.	DISCONTINUE ENGINE START ON THE GROUND IF:
	A.	STARTING BLEED AIR MANIFOLD PRESSURE IS LESS THAN 35 PSI AT APPROXIMATELY 16 PERCENT RPM.
	X	B.	ACCELERATION TIME FROM START OF ROTATION TO LOW RPM EXCEEDS 60 SECONDS.
	C.	START TIT EXCEEDS 830 DEGREES C.
	D.	EITHER PROP PUMP LIGHT IS NOT EXTINGUISHED BY 55 PERCENT RPM.
	#445	NATOPS 8-4
	293.	NORMAL TAKEOFF REJECTION CRITERIA MAY OR MAY NOT APPLY DURING A TOUCH-AND-GO LANDING.  CAREFUL 
	CONSIDERATION SHOULD BE GIVEN TO AIRCRAFT SPEED, ENGINES AVAILABLE, RUNWAY CONDITION, AND 
	RUNWAY REMAINING PRIOR TO REJECTING A TOUCH-AND-GO TAKEOFF.
	X	A.	  TRUE
	B.	  FALSE
	C.
	#446	NATOPS 8-43
	294.	THE RECOMMENDED AIRSPEED FOR PENETRATION INTO MODERATE TO EXTREME TURBULENCE IS:
	A.	190 KIAS (1.52 Vs ABOVE 120,000 LBS).
	B.	210 KIAS.
	X	C.	220 KIAS.
	D.	240 KIAS.
	#447	NATOPS 18-10
	295.	WHEN FLYING IN CONDITIONS OF MODERATE TURBULENCE, DO NOT DELIBERATELY EXCEED ____ IN MANEUVERS.
	X	A.	+2.0 G's
	B.	+1.0 G
	C.	+2.5 G's
	D.	+3.0 G's
	#448	NATOPS 10-14
	Page 14 of 56

	296.	IF LOW ALTITUDE WINDSHEAR IS ANTICIPATED ON APPROACH DUE TO CONVECTIVE THUNDERSTORM ACTIVITY AND
	 MICROBURSTS IN THE VICINITY OF THE FIELD (YOU ARE UNABLE TO DELAY YOUR APPROACH), YOUR BEST 
	COURSE OF ACTION WOULD BE TO:
	A.	MAINTAIN AIRSPEED 5 TO 10 KNOTS FASTER.
	B.	USE APPROACH FLAPS.  DO NOT EXTEND FLAPS TO LAND UNTIL RUNWAY IS MADE.
	C.	ATTAIN A STABILIZED AIRSPEED APPROACH BEFORE PASSING 1000 FEET AGL .
	X	D.	ALL OF THE ABOVE.
	#449	NATOPS 16-5
	297.	MAINTAIN AT LEAST ________ PRIOR TO TOUCHDOWN WITH A CROSSWIND COMPONENT GREATER THAN 30 KNOTS 
	TO ENSURE ADEQUATE DIRECTIONAL AND ALLOW RUNWAY LINEUP WITHOUT EXCEEDING 15 DEGREES OF 
	A.	1.35 VS
	B.	145 KNOTS
	X	C.	130 KNOTS
	D.	LANDING WITH A CROSSWIND OF 30 KNOTS IS NOT RECOMMENDED
	E.
	#450	NATOPS 8-40
	298.	WHILE CONDUCTING AN NTS CHECK ON THE #4 ENGINE, THE FE ENCOUNTERS BINDING OF THE #4 POWER LEVER 
	AT FLIGHT IDLE.   AFTER SECURING ALL BLEED AIR, THE #4 POWER LEVER STILL BINDS.  YOU SHOULD:
	A.	PULL THE E-HANDLE AND COMPLETE THE EMERGENCY SHUTDOWN CHECKLIST.
	X	B.	INCREASE TAS AND REATTEMPT TO ADVANCE THE POWER LEVER.  IF SUCCESSFUL, A SECOND NTS CHECK  
	SHALL NOT BE ATTEMPTED.
	C.	INCREASE TAS AND REATTEMPT TO ADVANCE THE POWER LEVER.  IF SUCCESSFUL, ANOTHER NTS CHECK 
	MAY BE ATTEMPTED.
	D.	PUSH THE FEATHER BUTTON IN AND ABORT THE MISSION.
	#451	NATOPS 8-18
	299.	A PITOT  L OR R HTR OUT LIGHT INDICATES THAT ELECTRICAL CURRENT FLOW TO THE HEATER ELEMENT HAS BEEN 
	INTERRUPTED OR:
	A.	THE CURRENT FLOW DETECTOR IS INOPERATIVE.
	B.	THE CONTROL SWITCH IS OFF.
	C.	THE CIRCUIT BREAKER HAS TRIPPED WITH THE CONTROL SWITCH ON.
	X	D.	BOTH A AND C ARE CORRECT.
	#452	NATOPS 11-6
	300.	IN FLIGHT, THE R HTR OUT (PITOT HEAT) LIGHT ILLUMINATES.  YOU SHOULD:
	X	A.	CHECK THE RH PITOT HTR CIRCUIT BREAKER ON THE 28V AC FLB AND THE 28 V XFMR (MON ESS AC).
	B.	CHECK THE RH PITOT HTR CIRCUIT BREAKER ON FLIGHT ESS AC.
	C.	CHECK THE INST BUS XFMR NO. 1 CIRCUIT BREAKER ON MON ESS AC
	D.	CHECK THE CIRCUIT BREAKER.  IF IT WILL NOT RESET, TURN THE PITOT HEAT SWITCH OFF AND MONITOR 
	THE COPILOT AIRSPEED INDICATOR FOR PROPER OPERATION.
	#454	NATOPS 11-6
	301.	THE MINIMUM PRESSURE FOR THE EMERGENCY AIR BRAKE BOTTLE IS _____ PSI.
	A.	800
	X	B.	1900
	C.	2200
	D.	3000
	#456	NATOPS 3-16
	302.	WHEN OPENING THE BOMB BAY DOORS (GROUND OPERATION), YOU ARE NOT REQUIRED TO POST A LOOKOUT.
	A.	TRUE
	X	B.	FALSE
	#457	NATOPS 7-8
	Page 8 of 56

	303.	THE AILERONS, ELEVATORS, AND RUDDER ARE CONVENTIONAL EXCEPT FOR HYDRAULIC BOOSTER UNITS BUILT 
	INTO THE THREE SYSTEMS TO ASSIST CONTROL MOVEMENT. THE TRIM TABS ARE ________________ OPERATED AND 
	MOVEMENT IS CONTROLLED FROM THE FLIGHT STATION.
	A.	HYDRAULICALLY
	B.	ELECTRICALLY
	X	C.	CABLE
	D.	BOTH A AND B ARE CORRECT
	E.
	#458	NATOPS 2-138
	304.	A CONTROL BOOSTER HYDRAULIC LEAK _____ BE STOPPED BY PULLING THE APPROPRIATE BOOSTER HANDLE 
	BECAUSE THIS ACTION:
	X	A.	CAN; SHUTS OFF FLUID TO THE BOOSTER PACKAGE AND BYPASSES FLUID AROUND THE ACTUATING 
	B.	CAN; RETURNS PRESSURE TO THE #1 SYSTEM RETURN LINE.
	C.	CANNOT; HAS NO AFFECT ON THE FLUID ROUTING.
	D.	CANNOT; WILL RESULT IN A LOSS OF THE MECHANICAL ADVANTAGE.
	E.
	#460	NATOPS 2-138
	305.	THE PILOT SHOULD SELECT BOOST OFF FLIGHT CONTROL OPERATION IF:
	X	A.	FLIGHT STATION CONTROLS SEEM TO BE IMMOVABLE OR REQUIRE ABNORMALLY HIGH FORCE.
	B.	THE #1 HYDRAULIC SYSTEM FAILS.
	C.	FLIGHT STATION CONTROLS MOVE FREELY BUT HAVE NO EFFECT ON CONTROL SURFACES.
	D.	A TRIM TAB MALFUNCTION OCCURS.
	#461	NATOPS 15-8
	306.	THE FLAPS MAY BE LOWERED WITH A LOSS OF HYDRAULIC SYSTEM #1 PRESSURE.
	X	A.	  TRUE
	B.	  FALSE
	#462	NATOPS 2-143
	307.	A FLAP ASYMMETRY PROTECTION SYSTEM IS PROVIDED TO:
	A.	PROVIDE SYMMETRICAL TRAVEL OF THE FLAPS WHEN POWERED BY ONLY ONE HYDRAULIC SYSTEM.
	B.	LIMIT A SKEWED FLAP CONDITION DURING EXTENSION OR RETRACTION
	C.	STOP FLAP OPERATION SHOULD THE FLAP PANEL ON ONE WING TRAVEL AHEAD OF THE OTHER.
	X	D.	BOTH B AND C ARE CORRECT.
	#463	NATOPS 2-143
	308.	WHEN THE AIRCRAFT IS ON THE GROUND, INADVERTENT GEAR RETRACTION IS PREVENTED BY THE
	A.	GROUND AIR SENSING SYSTEM.
	X	B.	MECHANICAL SAFETY DOWN LOCK.
	C.	DOWN LOCK BUNGEE SPRINGS.
	D.	PORT WEIGHT ON WHEELS SWITCH.
	#465	NATOPS 2-144
	309.	THE LANDING GEAR SELECTOR VALVE IS IN THE NEUTRAL POSITION. WHICH OF THE FOLLOWING IS/ARE  NOT 
	AVAILABLE?
	A.	NORMAL BRAKES
	X	B.	NOSE WHEEL STEERING
	C.	EMERGENCY BRAKES
	D.	BOTH A AND C ARE CORRECT
	#466	NATOPS 16-9
	Page 9 of 56

	310.	IMMEDIATELY AFTER TAKEOFF AND AT A SPEED OF 135 KIAS, THE LANDING GEAR IS SELECTED UP. WHAT 
	PREVENTS THE LANDING GEAR WARNING SYSTEM  FROM ACTIVATING AT THIS TIME ?
	A.	48 DEGREE COORDINATOR SWITCH
	B.	142 KNOT SWITCH
	X	C.	60 DEGREE COORDINATOR SWITCH
	D.	153 KNOT SWITCH
	#467	NATOPS 2-145
	311.	THE LANDING GEAR WARNING LIGHTS AND HORN WILL BE ACTIVATED WHEN ANY OF THE LANDING GEAR IS NOT 
	DOWN AND LOCKED AND:
	A.	THE AIRSPEED IS BELOW 153 (+ / - 3) KIAS AND ANY OF THE POWER LEVERS ARE BELOW 48 DEGREES 
	COORDINATOR.
	B.	THE AIRSPEED IS BELOW 142 (+ / - 3) KIAS AND ANY OF THE POWER LEVERS ARE BELOW 60 DEGREES 
	COORDINATOR.
	C.	THE FLAP HANDLE IS MOVED TO LAND.
	X	D.	ALL OF THE ABOVE.
	#468	NATOPS 2-145
	312.	THE 153 KIAS WHEELS WARNING SWITCH SOUNDS WHILE YOU ARE IN THE LANDING PATTERN.  THE WARNING:
	A.	WILL CEASE IF THE POWER LEVERS ARE ADVANCED PAST THE 48 DEGREE COORD POSITION.
	B.	SHALL BE CANCELLED ONLY AT THE DIRECTION OF THE PILOT AT THE CONTROLS.
	C.	WILL CEASE WITH FLAPS SELECTED TO LAND FLAP POSITION.
	X	D.	BOTH A AND B ARE CORRECT.
	#469	NATOPS 2-145
	313.	A HYD OIL HOT LIGHT MAY BE CAUSED BY:
	A.	EXCESSIVE HYDRAULIC OIL TEMPERATURE.
	B.	RESTRICTED COOLANT FLOW.
	C.	LESS THAN 1000 LBS. FUEL IN OUTBOARD TANKS.
	X	D.	BOTH A AND B ARE CORRECT.
	#470	NATOPS 11-12
	314.	THE CORRECTIVE ACTION FOR A HYD OIL HOT LIGHT IS TO:
	A.	CHECK THE ENGINE OIL TEMPERATURE.  IF HIGH, ADJUST THE OIL COOLER FLAP.
	B.	CHECK THE FUEL QUANTITY IN TANKS 2 AND 3 TO ENSURE THERE IS AT LEAST 1,000 LBS IN EACH TANK.
	X	C.	TURN OFF THE RESPECTIVE PUMP.
	D.	CHECK THE QUANTITY IN THE RESPECTIVE SYSTEM.  IF LOW SECURE THE PUMP.
	#471	NATOPS 11-12
	315.	DURING FLIGHT WITH THE FLAPS EXTENDED TO THE MANEUVER POSITION, THE RUDDER POWER LIGHT COMES ON. 
	 IF THE #1 HYDRAULIC SYSTEM PRESSURE IS NORMAL:
	A.	THE ADVISORY LIGHT IS MALFUNCTIONING AND NO ACTION IS REQUIRED.
	B.	THE RUDDER BOOST SHUTOFF VALVE HAS PROBABLY CLOSED, WHICH WILL CAUSE THE LIGHT TO COME ON 
	IN THIS CONFIGURATION.
	C.	SHIFT THE RUDDER BOOST TO OFF.  THE RUDDER POWER LIGHT SHOULD EXTINGUISH.
	X	D.	THE RUDDER BOOST SHUTOFF VALVE MAY HAVE OPENED OR IS LEAKING.
	#472	NATOPS 2-140
	316.	RETURNING FROM A  FLIGHT DUE TO THE LOSS OF HYDRAULIC PUMPS 1 AND 1A, WHICH OF THE FOLLOWING 
	COMPONENTS WILL BE COMPLETELY INOPERATIVE?
	A.	LANDING GEAR, NOSEWHEEL STEERING, NORMAL BRAKES
	B.	NOSEWHEEL STEERING, NORMAL BRAKES, FLAPS, ELEVATOR BOOSTER
	C.	WING FLAPS, AILERON BOOSTER, BOMB BAY DOORS, AND LANDING GEAR
	X	D.	NOSE WHEEL STEERING ONLY
	#473	NATOPS 2-147
	Page 147 of 56

	317.	IMMEDIATELY AFTER TAKEOFF YOUR AIRSPEED INDICATORS DROP OFF TO ZERO, YOU SHOULD:
	A.	CHECK PITOT HEAT ON.
	B.	FLY KNOWN COMBINATIONS OF ATTITUDE AND POWER.
	C.	USE THE AUTOPILOT WITH ALTITUDE HOLD AS NECESSARY TO MAINTAIN SAFE ATTITUDES.
	X	D.	ALL OF THE ABOVE.
	#474	NATOPS 15-25
	318.	P-3 FLIGHT STATIONS ARE EQUIPPED WITH TWO ALTIMETER ENCODERS.  THE PILOT'S ALTIMETER ENCODER:
	A.	ENCODES ALTITUDE INFORMATION FOR TRANSMISSION ON MODE C.
	B.	ENCODES ALTITUDE INFORMATION FOR THE TACTICAL COMPUTER.
	C.	IS ALWAYS REFERENCED TO 29.92 INCHES OF HG.
	X	D.	BOTH A AND C ARE CORRECT.
	#475	NATOPS 2-64
	319.	WHEN THE LOCAL BAROMETRIC PRESSURE IS SET IN THE ALTIMETER ENCODER, ALTITUDE READOUT SHOULD 
	AGREE WITHIN ____ FEET OF FIELD ELEVATION.
	A.	+/- 50
	B.	+/- 65
	X	C.	+/- 75
	D.	+/- 85
	E.
	#476	NATOPS 2-64
	320.	THE NORMAL SOURCE OF POWER FOR THE PILOT'S FDI IS DRAWN FROM WHICH OF THE FOLLOWING BUSES?
	A.	MAIN AC BUS A.
	B.	MON ESS DC.
	C.	FLT ESS AC.
	X	D.	MON ESS AC.
	#478	NATOPS 15-1
	321.	SELECT THE CORRECT STATEMENT CONCERNING THE FLIGHT DIRECTOR INDICATOR (FDI):
	A.	IF EITHER INS FAILS, ATTITUDE INFORMATION FROM THE VERTICAL GYRO WILL AUTOMATICALLY SWITCH 
	OVER AT THE RESPECTIVE CONTROL PANEL.
	B.	IF POWER IS LOST TO THE MON ESS AC BUS, THE FDIS WILL NOT TRANSFER TO THE FLT ESS AC BUS UNTIL 
	THE ESS BUS SWITCH IS TURNED OFF.
	X	C.	STANDBY GYRO SHOULD NEVER BE SELECTED BY BOTH PILOTS UNLESS BOTH INS SOURCES ARE 
	COMPLETELY UNUSEABLE.
	D.	BOTH B AND C ARE CORRECT.
	#480	NATOPS 23-2
	322.	SELECT THE CORRECT STATEMENT CONCERNING THE VERTICAL (STANDBY) GYRO:
	A.	IT IS AUTOMATICALLY POWERED BY THE FLIGHT ESSENTIAL AC BUS IF THE MONITORABLE ESSENTIAL AC BUS 
	BECOMES DEENERGIZED.
	B.	IF THE MONITORABLE ESSENTIAL DC BUS BECOMES DEENERGIZED, VERTICAL GYRO ATTITUDE INFORMATION 
	IS DISPLAYED ON PILOT AND COPILOT FDIs REGARDLESS OF THE POSITION OF ATTITUDE SELECT SWITCHES.
	C.	IT IS LOCATED IN THE "C" RACK.
	X	D.	ALL OF THE ABOVE.
	#481	NATOPS 15/23-1/30
	323.	WITH A LOSS OF THE MON ESS AC BUS, INFORMATION DISPLAYED ON THE COPILOT'S FDI WILL BE ACCURATE IF 
	INS-2 IS SELECTED.
	A.	  TRUE
	X	B.	  FALSE
	C.
	#484	NATOPS 15-1

	324.	WITH A FAILURE OF THE MON ESS AC BUS, POWER FOR THE FOLLOWING LIGHTS TRANSFER TO FLT ESS AC:
	A.	PILOT, COPILOT, AND CENTER PANEL INSTRUMENT LIGHTING.
	B.	PILOT AND COPILOT RED FLOODLIGHTS.
	X	C.	PILOT AND COPILOT RED INSTRUMENT LIGHTING.
	D.	BOTH B AND C ARE CORRECT.
	#485	NATOPS 15-1
	325.	WHICH OF THE FOLLOWING FLIGHT INSTRUMENTS USE BOTH PITOT AND STATIC PRESSURE FOR OPERATION?
	A.	ALTIMETER
	B.	RATE OF CLIMB INDICATOR
	C.	TURN AND BANK INDICATOR
	X	D.	AIRSPEED INDICATOR
	#486	NATOPS 2-62
	326.	AT AN ON STATION ALTITUDE OF 500 FEET, THE RAWS AC CIRCUIT BREAKERS ARE OUT.   WHICH OF THE 
	FOLLOWING IS CORRECT?
	A.	LOW ALTITUDE WARNINGS ARE AVAILABLE, BUT UNRELIABLE RADAR ALTIMETER WARNINGS ARE INHIBITED.
	B.	LOW ALTITUDE WARNINGS ARE AVAILABLE BUT WILL BE MISINDEXED.
	C.	AFCS ALTITUDE DEVIATION WARNINGS ARE LOST.
	X	D.	ALL RAWS WARNINGS WILL BE UNAVAILABLE.
	#488	NATOPS 2-72
	327.	THE RAWS SYSTEM GIVES A ______ WARNING WHEN DESCENDING THROUGH 380 (+/- 20) FEET.
	A.	2 SECOND
	X	B.	3 SECOND
	C.	5 SECOND
	D.	CONTINUOUS
	#489	NATOPS 2-72
	328.	YOU ARE DESCENDING FROM FL260 TO AN ONSTATION ALTITUDE OF 1,000 FEET AND BELOW.   PASSING 4,000 FEET 
	YOU FAIL TO CYCLE THE RAWS AC CIRCUIT BREAKER.   WHICH OF THE FOLLOWING IS CORRECT (ASSUMING A 
	LARGE PRESSURE DROP FROM TAKEOFF TO ONSTATION)?
	A.	NO LOW ALTITUDE OR UNRELIABLE WARNINGS ARE AVAILABLE.
	B.	ONLY LOW ALTITUDE WARNINGS ARE LOST.
	X	C.	ONLY UNRELIABLE WARNINGS ARE LOST.
	D.	NONE OF THE ABOVE ARE CORRECT AS THE RAWS WILL BE INOPERATIVE IN THIS INSTANCE.
	#491	NATOPS 2-72
	329.	WHEN FLYING A NON-PRECISION APPROACH,  AIRSPEED SHOULD BE TAPERED TO 1.35 VS + 5 KNOTS,  APPROACH 
	FLAPS, BUT NOT LESS THAN 130 KNOTS, NO LATER THAN ________.
	A.	THE INITIAL APPROACH FIX.
	B.	THE OUTBOUND LEG.
	C.	INTERCEPTING THE FINAL APPROACH COURSE.
	X	D.	THE FINAL APPROACH FIX OR AT LEAST 3 MILES FROM THE FIELD.
	#494	NATOPS 18-18
	330.	WHILE STARTING THE NUMBER 2 ENGINE, THE BLEED AIR MANIFOLD GAUGE INDICATES 20 PSI AT 16 PERCENT RPM.
	  THE CREW SHOULD:
	A.	NULL THE NUMBER 3 TD AND REATTEMPT THE START.
	B.	CONTINUE THE START.
	C.	SECURE THE ENGINE WITH THE E-HANDLE.
	X	D.	SECURE THE ENGINE WITH THE FUEL AND IGNITION SWITCH.
	#498	NATOPS 8-6
	Page 6 of 56

	331.	CIRCLING APPROACHES ARE NOT RECOMMENDED UNLESS THE AIRCRAFT CAN SAFELY MANEUVER WITHIN _____ 
	NAUTICAL MILES OF THE AIRPORT AT APPROACH CATEGORY D MINIMUMS.  THIS WILL NORMALLY PROVIDE _____ 
	FEET OBSTRUCTION CLEARANCE.
	A.	10; 250
	X	B.	2.3; 300
	C.	5; 500
	D.	1.7; 200
	E.
	#499	NATOPS 18-18
	332.	DURING AN APPROACH THE PILOT DIRECTS THE COPILOT TO SELECT THE GEAR DOWN. THE COPILOT SHALL 
	REPEAT THE APPROACH/ LANDING SPEEDS AND THE DH/MDA (AS APPLICABLE).
	X	A.	  TRUE
	B.	  FALSE
	#501	NATOPS 18-11
	333.	WHICH OF THE FOLLOWING SPECIFIC DUTIES IS REQUIRED OF THE COPILOT DURING AN INSTRUMENT APPROACH:
	A.	REPEAT THE APPROACH/LANDING SPEEDS AND DH/MDA WHEN THE LANDING GEAR IS EXTENDED.
	B.	CALL OUT ANYTIME AIRSPEED IS SLOWER THAN SPECIFIED.
	C.	CALL OUT RATE OF DESCENT IN EXCESS OF 1000 FPM DURING FINAL APPROACH.
	X	D.	ALL OF THE ABOVE.
	#502	NATOPS 18-11
	334.	A SPECIFIC DUTY OF A COPILOT IS TO REVIEW THE LANDING CHECKLIST COMPLETE AT 500 FEET AGL.
	X	A.	  TRUE
	B.	  FALSE
	#503	NATOPS 18-11
	335.	THE PILOT AT THE CONTROLS SHOULD NOTIFY THE CREW OF A DESCENT:
	X	A.	PRIOR TO STARTING THE DESCENT.
	B.	WHEN CALLED FOR ON THE CHECKLIST.
	C.	PRIOR TO CHANGING CABIN ALTITUDE.
	D.	AFTER DESCENT IS INITIATED.
	#504	NATOPS 8-32
	336.	WHILE PREFLIGHTING THE COPILOT'S SMOKE MASK, YOU NOTICE AN EXPOSED WIRE INSIDE THE MASK 
	(CONNECTED TO THE MICROPHONE). YOU SHOULD:
	X	A.	UNPLUG COPILOT'S MASK FROM ICS SYSTEM.
	B.	ENSURE ICS MIKE SWITCH IS IN NORMAL PRIOR TO USING SYSTEM.
	C.	USE SYSTEM ONLY AFTER SELECTING ICS ALT ON ICS SEL PANEL.
	D.	USE SYSTEM NORMALLY.
	E.
	#507	NATOPS 7-7
	337.	DURING A CROSS COUNTRY FLIGHT , SMOKE AND FUMES ARE ENCOUNTERED REQUIRING THE USE OF OXYGEN.  A
	 PERSON NOT INVOLVED IN THE FOUO (LITTLE OR NO PHYSICAL EXERTION, 100% OXYGEN) SHOULD EXPECT ______ 
	MINUTES OF AVAILABLE OXYGEN FROM A PORTABLE OXYGEN BOTTLE.
	A.	5 TO 10 MINUTES
	X	B.	22 MINUTES
	C.	15 MINUTES
	D.	30 MINUTES
	#508	NATOPS 2-133
	Page 133 of 56

	338.	DURING LANDING ROLLOUT, PLACING THE POWER LEVERS TO THE GROUND IDLE POSITION PROVIDES 
	APPROXIMATELY ____ OF THE MAXIMUM AVAILABLE AERODYNAMIC BRAKING.
	A.	  10%
	B.	  15%
	C.	30-45%
	X	D.	90%
	#510	NATOPS 8-42
	339.	AN AIRCRAFT LOADING OF ___ G  IS REQUIRED FOR A LEVEL 60-DEGREE ANGLE-OF BANK-TURN.  AN AIRCRAFT 
	LOADING OF ___ IS REQUIRED FOR A LEVEL 70-DEGREE ANGLE-OF-BANK TURN.
	A.	1, 2
	B.	1.5, 2.5
	X	C.	2, 3
	D.	2.5, 3.5
	#512	NATOPS 10-15
	340.	THE DISTANCE REQUIRED TO ACCELERATE AND STOP ON AN ICE COVERED RUNWAY MAY BE ____ THAT REQUIRED
	 ON A DRY RUNWAY.
	A.	1000 FEET MORE THAN
	X	B.	TWICE
	C.	THREE TIMES
	D.	90 PERCENT OR GREATER
	#513	NATOPS 18-6
	341.	DURING MAXIMUM RANGE CRUISE, IF MORE THAN ONE HOUR OF TRANSIT TIME REMAINS AND YOU HAVE A 
	TAILWIND, CLIMB 2,000 FEET WHEN ENGINE TIT HAS DECREASED TO _____ DEGREES C.
	X	A.	900
	B.	890
	C.	880
	D.	925
	#515	NATOPS 32-2
	342.	WHEN FUEL PLANNING FOR A MINIMUM OF 6000 LBS RESERVE ON TOP OF DESTINATION (OR ALTERNATE, IF 
	REQUIRED), THE MINIMUM FUEL RESERVE SHOULD BE CONSIDERED ADEQUATE ONLY WHEN:
	A.	A HYDROSTATIC FUEL GAGE HAS BEEN USED TO VERIFY THE DIP.
	B.	THE FLIGHT IS SCHEDULED TO REMAIN IN THE LOCAL AREA.
	C.	A FUEL SYSTEM CALIBRATION CHECK SHOWS NO DISCREPANCY BETWEEN TANK INDICATION AND THE DIP.
	X	D.	A PREFLIGHT FUEL DIP IS OBTAINED AND A FUEL LOG IS MAINTAINED.
	#516	NATOPS 32-1
	343.	DURING OPERATION WITH A PITCHLOCKED PROPELLER, A DECREASE IN AIRSPEED WILL:
	A.	INCREASE SHP, INCREASE RPM.
	B.	DECREASE SHP, DECREASE RPM.
	X	C.	INCREASE SHP, DECREASE RPM.
	D.	DECREASE SHP, INCREASE RPM.
	#517	NATOPS 15-17
	344.	ON TAKEOFF FROM RUNWAY 32 AT NAS JAX, THE NUMBER 4 ENGINE FAILS AND AUTOFEATHERS AFTER REFUSAL. 
	THERE ARE OBSTACLES 130 FEET IN HEIGHT AT APPROXIMATELY 1700 FT FROM THE DEPARTURE END OF THE 
	RUNWAY.  YOUR INITIAL TARGET AIRSPEED  AFTER ROTATE SHOULD BE:
	A.	  V 50 (FOUR ENGINE)
	X	B.	  V 50 (THREE ENGINE)
	C.	  160 KNOTS
	D.	  190 KNOTS
	#519	NATOPS 29-1

	345.	VMC AIR IS AFFECTED BY:
	A.	THE POSITION OF THE FAILED ENGINE.
	B.	DENSITY ALTITUDE.
	C.	BANK ANGLE.
	X	D.	ALL OF THE ABOVE.
	#522	NATOPS 29-2
	346.	REFUSAL SPEED IS BASED ON:
	A.	GROUND IDLE THRUST AND MODERATE BRAKING.
	X	B.	GROUND IDLE THRUST AND MAXIMUM BRAKING.
	C.	MAX REVERSE THRUST AND MODERATE BRAKING.
	D.	MAX REVERSE THRUST AND MAXIMUM BRAKING.
	#523	NATOPS 29-9
	347.	NATOPS LANDING WEIGHT LIMITATIONS FOR HEAVY WEIGHT AIRCRAFT SPECIFY THAT:
	A.	THE MAXIMUM LANDING WEIGHT IS 103,880 LBS.
	X	B.	A LANDING IN EXCESS OF 114,000 LBS. REQUIRES AN OVERWEIGHT LANDING INSPECTION PRIOR TO THE NEXT
	 FLIGHT.
	C.	LANDING IN EXCESS OF 114,000 LBS. REQUIRES THE C.0.'S APPROVAL.
	D.	A LANDING IN EXCESS OF 103,880 LBS. REQUIRES AN OVERWEIGHT LANDING INSPECTION PRIOR TO THE NEXT
	 FLIGHT.
	#524	NATOPS 4-12
	348.	LANDING AT GROSS WEIGHTS IN EXCESS OF 103,880 LBS SHALL BE MADE AT A MINIMUM RATE OF DESCENT.  EACH 
	LANDING AT A GROSS WEIGHT IN EXCESS OF 103,880 LBS.:
	A.	SHOULD BE CONDUCTED ONLY IN AN EMERGENCY.
	X	B.	SHALL BE DOCUMENTED.
	C.	REQUIRES AN OVERWEIGHT LANDING INSPECTION.
	D.	ALL OF THE ABOVE.
	#525	NATOPS 4-12
	349.	THE BETA FOLLOW-UP SYSTEM WAS DESIGNED TO:
	A.	PREVENT THE BLADE ANGLE FROM DECREASING BELOW 13 DEGREES DURING FLIGHT WITH THE POWER 
	LEVERS AT FLIGHT IDLE.
	X	B.	PROVIDE A SECONDARY VARIABLE HYDRAULIC LOW PITCH STOP AS SET BY POWER LEVER POSITION.
	C.	BE USED ONLY DURING A FUEL GOVERNOR, PITCHLOCK, REVERSE SHP CHECK.
	D.	SERVE AS THE PRIMARY SAFETY FEATURE TO PREVENT BLADE ANGLE DECREASE DURING PROPELLER 
	OVERSPEED DUE TO LOSS OF CONTROL OIL PRESSURE.
	#526	NATOPS 2-75
	350.	DURING LANDING ROLLOUT, THE FE CALLS OUT "NO BETA LIGHT, #4" AS POWER LEVERS ARE MOVED INTO GROUND
	 OPERATING RANGE.  THE CORRECT PROCEDURE IS TO:
	X	A.	 IF A SWERVE OCCURS, PULL THE E-HANDLE ON THE AFFECTED ENGINE.
	B.	 SECURE THE ENGINE WITH THE E-HANDLE TO PREVENT A SWERVE ON ROLLOUT.
	C.	USE MINIMUM REVERSAL ON THE AFFECTED PROPELLER, BRINGING THE AIRCRAFT TO A FULL STOP WITH THE
	 OTHER ENGINES AND BRAKES.
	D.	BE ALERT FOR SWERVE.  IF A SWERVE OCCURS, SECURE THE ENGINE WITH THE FUEL AND IGNITION SWITCH.
	#527	NATOPS 16-14
	351.	DURING FLIGHT THE #1 ENGINE HAS THE FOLLOWING INDICATIONS: 0 SHP, 600 LB/HR FUEL FLOW AND 115% RPM. 
	THE MOST PROBABLE CAUSE IS:
	A.	AN OVERSPEED DUE TO A MIS-ADJUSTED PITCHLOCK REGULATOR.
	B.	FUEL CUTOFF TO THE ENGINE (OR ENGINE FAILURE) RESULTING IN A DECOUPLE.
	C.	A DECOUPLER FAILURE.
	X	D.	A DECOUPLE DUE TO A PROP MALFUNCTION.
	#528	NATOPS 15-23
	Page 23 of 56

	352.	DURING FLIGHT, YOU OBSERVE THE FOLLOWING INDICATIONS ON THE #4 ENGINE INSTRUMENTS:  RPM 100%, SHP 
	0, TIT 550, F/F 600 LBS/HR.  YOU SHOULD:
	X	A.	PULL THE EMERGENCY SHUTDOWN HANDLE.
	B.	INITIATE THE OPERATION WITH A PITCHLOCK PROPELLER PROCEDURES.
	C.	SMOOTHLY ADVANCE POWER LEVERS TOWARD CRUISE CONDITIONS AND INCREASE TAS, NOTING ENGINE 
	INDICATIONS.
	D.	INCREASE ALTITUDE AND/OR TAS, AND CONTINUE OPERATION. FUEL CHOP IN THE TERMINAL AREA.
	#529	NATOPS 15-23
	353.	EXTENDED OPERATION WITH A WINDMILLING PROPELLER IN A DECOUPLED STATE WILL RESULT IN INADEQUATE OIL
	 SCAVENGE AND SUBSEQUENT DEPLETION OF OIL QUANTITY FOR THAT ENGINE/ REDUCTION GEAR BOX.
	X	A.	  TRUE
	B.	  FALSE
	#531	NATOPS 2-81
	354.	A PROP MALFUNCTION RESULTING IN THE LOSS OF PROP FLUID RELIABILITY MAY PROHIBIT WHICH OF THE 
	FOLLOWING PROP PROTECTIVE DEVICES:
	A.	45 DEGREE AIRSTART PROTECTION
	B.	BETA-FOLLOWUP
	C.	NTS
	X	D.	ALL OF THE ABOVE
	#533	NATOPS 2-75
	355.	AFTER RPM HAS STABILIZED DURING AN INFLIGHT RESTART, THE FEATHER VALVE LIGHT REMAINS ON STEADY.  A 
	PROPELLER FLUID LEAK MAY EXIST.  IF FLUID IS VISIBLE OR ANY OTHER ABNORMAL INDICATIONS EXIST, THE 
	RESTART SHOULD BE:
	X	A.	SECURED BY PUSHING IN THE FEATHER BUTTON AND EXECUTING THE EMERGENCY SHUTDOWN PROCEDURE.
	B.	SECURED BY PUSHING IN THE FEATHER BUTTON.  A SUBSEQUENT RESTART MAY BE ATTEMPTED.
	C.	DISCONTINUED BY HOLDING OUT ON THE FEATHER BUTTON AND PULLING THE E-HANDLE.
	D.	CONTINUED.  A LIGHT-OFF SHOULD BE ATTEMPTED, PAYING SPECIAL ATTENTION TO POSSIBLE 
	MALFUNCTIONS OCCURRING AFTER LIGHT-OFF.
	#536	NATOPS 8-31
	356.	IN A DITCHING SITUATION, AFTER SUCCESSFULLY LAUNCHING AND BOARDING THE LIFE RAFTS, THE CREW 
	SHOULD REMAIN IN THE VICINTY OF THE AIRCRAFT AS LONG AS IT REMAINS AFLOAT.
	X	A.	TRUE
	B.	FALSE
	#537	NATOPS 12-16
	357.	THE NATOPS PROCEDURE FOR A WING FIRE IS TO:
	X	A.	EXECUTE THE EMERGENCY SHUTDOWN CHECKLIST.
	B.	BAILOUT.
	C.	SECURE ALL ELECTRICAL POWER TO THE RESPECTIVE WING.
	D.	DITCH.
	#538	NATOPS 15-25
	358.	IF IT IS NECESSARY TO TAKEOFF OR FLY WITH FUEL IN TANK 5, BUT LESS THAN FULL WING TANKS:
	A.	THE AIRCRAFT DESIGN LOAD FACTOR IS REDUCED FROM 3.0 G'S TO 2.1 G'S.
	X	B.	THE WEIGHT OF THE FUEL IN TANK 5 MUST BE ADDED TO THE ZERO FUEL WEIGHT TO ASCERTAIN THAT THE 
	MAXIMUM ZERO FUEL WEIGHT HAS NOT BEEN EXCEEDED.
	C.	NO ACTION IS REQUIRED, ONLY THE WEIGHT OF WING STORES ADDS TO THE ZERO FUEL WEIGHT.
	D.	FUEL IN TANK 5 NEED NOT BE CONSIDERED IN DETERMINING THE ZERO FUEL WEIGHT.
	#539	NATOPS 4-9
	Page 9 of 56

	359.	THE _________CONTROLS ENGINE AND PROPELLER SPEED BEYOND THE LIMIT  OF PROPELLER GOVERNOR 
	OPERATION, INCLUDING REVERSE THRUST, LOW AND NORMAL RPM CONDITIONS, AND ENGINE OVERSPEED.
	A.	TD SYSTEM
	X	B.	FUEL CONTROL SYSTEM
	C.	SPEED SENSE SYSTEM
	D.	SPEED BIAS MOTOR
	#540	NATOPS 2-110
	360.	A STAGNATED START IS EVIDENT WHEN:
	A.	THE RPM IS RELUCTANT TO ACCELERATE ABOVE 35 TO 50% RPM AND THE TIT RAPIDLY RISES TO THE 
	STARTING LIMIT.
	X	B.	THE RPM IS RELUCTANT TO ACCELERATE ABOVE 35 TO 50% RPM AND THE TIT DOES NOT RAPIDLY RISE TO THE
	 STARTING LIMIT.
	C.	THE RPM IS RELUCTANT TO RISE ABOVE THE STARTER MOTORING RPM AND THE TIT RAPIDLY RISES TO THE 
	STARTING LIMIT.
	D.	THE RPM IS RELUCTANT TO RISE ABOVE THE STARTER MOTORING RPM AND EXCESSIVE TORCHING IS EVIDENT.
	#541	NATOPS 8-7
	361.	WHAT CRM SKILL IS DEFINED AS, "COGNIZANCE OF WHAT IS HAPPENING IN THE COCKPIT AND IN THE MISSION, 
	AND KNOWLEDGE OF HOW THAT COMPARES WITH WHAT IS SUPPOSED TO BE HAPPENING."
	X	A.	_______________________________________________________________________________________________	SITUATIONAL AWARENESS
	#552	NATOPS 24-1
	362.	ON AN EFDS EQUIPPED AIRCRAFT, THE STANDBY ATTITUDE INDICATOR (PEANUT GYRO) IS POWERED BY?
	A.	MEDC/FEAC
	B.	MEAC/FEAC
	X	C.	MEDC/FEDC
	D.	BUS A/MDC
	#555	NATOPS 23-30
	363.	ON AN EFDS EQUIPPED AIRCRAFT, THE STANDBY ATTITUDE INDICATOR (PEANUT GYRO) SWAPS TO ITS BACKUP 
	POWER SOURCE WHEN
	A.	POWER TO MEAC IS LOST.
	B.	THERE IS NOT A BACKUP POWER SOURCE, IT'S ALWAYS POWERED BY FEAC.
	X	C.	THE ESSENTIAL BUS MONITORING SWITCH IS PLACED IN THE OFF POSITION.
	D.	EITHER ELECTRONIC DISPLAY LOSES POWER.
	#556	NATOPS 23-30
	364.	FOR CONDITIONS OF MODERATE TO EXTREME TURBULENCE, THE NATOPS RECOMMENDED AIRSPEED IS
	A.	180 KIAS
	B.	200 KIAS
	X	C.	220 KIAS
	D.	240 KIAS
	#558	NATOPS 18-10
	365.	WHEELWELL LIGHTS SHALL BE ON DURING ALL NIGHT GROUND OPERATIONS.
	X	A.	TRUE
	B.	FALSE
	#560	NATOPS 8-9
	366.	"WILLINGNESS TO ACTIVELY PARTICIPATE AND THE ABILITY TO STATE AND MAINTAIN YOUR POSITION, UNTIL 
	CONVINCED BY THE FACTS (NOT THE AUTHORITY OR PERSONALITY OF ANOTHER) THAT YOUR POSITION IS 
	WRONG" IS THE DEFINITION OF WHICH CRM SKILL?
	A.	_______________________________________________________________________________________________	ASSERTIVENESS
	#561	NATOPS 24-1

	367.	ACCORDING TO NATOPS, TOUCH AND GO LANDINGS SHALL NOT BE PERFORMED ON RUNWAYS LESS THAN _____ 
	FEET IN LENGTH.
	A.	7000
	B.	NATOPS DOESN'T PROVIDE THIS GUIDANCE.
	C.	5000
	X	D.	6000
	E.
	#562	NATOPS 8-43
	368.	SHORTLY AFTER LOWERING THE LANDING GEAR FOR AN EMERGENCY DESCENT, HYDRAULIC PUMP 1A WAS 
	SECURED DUE TO A "1A HYD PRESS" LIGHT.  WHEN THE GEAR IS RETRACTED
	A.	NO ABNORMAL INDICATIONS SHOULD BE SEEN.  TWO HYDRAULIC PUMPS ARE STILL OPERATING.
	B.	HEAVY SYSTEM DEMAND MAY CAUSE INDICATIONS OF UNSAFE GEAR.
	C.	HEAVY SYSTEM DEMAND MAY CAUSE INDICATIONS OF HYDRAULIC SYSTEM FAILURE.
	X	D.	BOTH B AND C.
	#571	NATOPS 11-10
	369.	THE FIRST TWO STEPS FOR THE SPLIT FLAP PROCEDURES ARE:
	A.	_______________________________________________________________________________________________	IF UNCONTROLLABLE, RESET THE FLAP HANDLE TO THE PREVIOUS POSITION.
	B.	_______________________________________________________________________________________________	IF CONTROLLABLE, LAND WITH THE FLAP HANDLE IN THE SELECTED POSITION.
	#586	NATOPS 16-6
	370.	WEAPONS DATA IN CHAPTER 5 OF NATOPS IS COPIED FROM THE P-3 NATIP.  IF ANY CONFLICT EXISTS BETWEEN 
	THE DATA CONTAINED IN THE NATOPS AND THE DATA IN THE NATIP, THE NATIP IS THE FINAL AUTHORITY.
	X	A.	TRUE
	B.	FALSE
	#589	NATOPS 5-6
	371.	IN THE EVENT OF A BAILOUT, IT IS THE COPILOT'S RESPONSIBILITY TO ANNOUNCE THE AIRCRAFT ALTITUDE OVER 
	PA/ICS OVERRIDE.
	X	A.	TRUE
	B.	FALSE
	#591	NATOPS 12-25
	372.	MOSA ICS CALLS MAY BE WAIVED AT THE DISCRETION OF THE PILOT IN COMMAND WHEN:
	X	A.	IN HIS/HER JUDGEMENT, THE SAFETY OF THE AIRCRAFT CAN BE MAINTAINED VISUALLY IN VMC.
	B.	GPS IS AVAILABLE AS AN EXTERNAL FIXING SOURCE.
	C.	A SUPPLEMENTAL FIXING SOURCE CAN BE USED FOR TACTICAL POSITIONING.
	D.	ESTABLISHED PROCEDURES IMPEDE MISSION REQUIREMENTS.
	#593	NATOPS 8-36
	373.	FOR OPERATIONS IN HOT WEATHER CONDITIONS, IF OIL COOLER SYSTEMS ARE FUNCTIONING NORMALLY, 
	TAKEOFFS ARE PERMITTED WITH ONE OR MORE OIL HOT LIGHTS ILLUMINATED.
	X	A.	TRUE
	B.	FALSE
	#604	NATOPS 18-10
	374.	DIGITAL SHP GAUGES WILL START INDICATING ACTUAL ENGINE SHP ABOVE ________.
	A.	-500 SHP
	B.	50 KNOTS
	X	C.	43% RPM
	D.	65% RPM
	#605	NATOPS 8-31
	Page 31 of 56

	375.	WHEN SETTING CONDITION V- TAKEOFF / LANDING. THE FLIGHT STATION SHALL
	A.	DON GLOVES AND HARDHAT WITH VISOR DOWN WHEN DEEMED NECESSARY BY THE PPC/MC.
	X	B.	DON GLOVES.  HELMET WITH VISOR DOWN WHEN DEEMED NECESSARY BY THE PPC/MC.
	C.	GLOVES AND HELMET OPTIONAL WITH PPC DISCRETION.
	D.	ENSURE CREW WEARS HELMET WHILE FLIGHT STATION DONS NOTHING.
	#606	NATOPS 8-39
	376.	FOR OPERATIONS BELOW 1000 FT AGL, THE FOLLOWING SHALL BE BRIEFED BY THE PILOT:
	A.	ANNOUNCE OVER ICS THAT LIFEVESTS ARE REQUIRED OVER LAND, MINIMUM ALTITUDE, MINIMUM AIRSPEED, 
	MAXIMUM ANGLE OF BANK, AND MAXIMUM RATE OF DESCENT.
	B.	MINIMUM ALTITUDE, MINIMUM AIRSPEED, MAXIMUM ANGLE OF BANK, AND MAXIMUM RATE OF DESCENT.
	C.	ANNOUNCE OVER PA THAT LIFEVESTS ARE REQUIRED OVER WATER, MINIMUM ALTITUDE, MAXIMUM AIRSPEED,
	 MAXIMUM ANGLE OF BANK, AND MAXIMUM RATE OF DESCENT.
	X	D.	ANNOUNCE OVER PA THAT LIFEVESTS ARE REQUIRED OVER WATER, MINIMUM ALTITUDE, MINIMUM AIRSPEED,
	 MAXIMUM ANGLE OF BANK, AND MAXIMUM RATE OF DESCENT.
	#607	NATOPS 8-37
	377.	FOR EFDS AIRCRAFT, PILOT, COPILOT, NAV HSI CIRCUIT BREAKER _______ BE PULLED ON THE FECB PANEL.  PILOT 
	ATTITUDE AND CO-PILOT ATTITUDE  CIRCUIT BREAKERS SHALL ALSO BE PULLED ON THE ________.
	A.	SHOULD /  MLC
	X	B.	SHALL / FLC
	C.	SHOULD / FLC
	D.	SHALL / MLC
	#608	NATOPS 4-1
	378.	A TORN VACUUM SEAL ON A THIN PACK PARACHUTE DOES NOT DEGRADE PARACHUTE PERFORMANCE.
	X	A.	TRUE
	B.	FALSE
	#609	NATOPS 17-7
	379.	THE USE OF THE FOLLOWING WHEN BACKING THE AIRCRAFT MAY RESULT IN DAMAGE:
	A.	NOSEWHEEL STEERING
	B.	REVERSE THRUST
	C.	FORWARD THRUST
	X	D.	BRAKES
	#646	NATOPS 8-11
	380.	THE SDRS SYSTEM IS POWERED BY THE _________ BUS.
	A.	MEDC
	B.	EMDC
	X	C.	MDC
	D.	APU ESS DC
	#661	NATOPS 23-48
	381.	THE MLR-2020A-1 MULTIMODE RECEIVERS (MMR) ARE LOCATED (WHEN INSTALLED IN PLACE OF THE ARN-87 VOR 
	RECEIVERS) IN RACK J-2.  THESE MULTIMODE RECEIVERS
	X	A.	PROVIDE FM-IMMUNE (PILS) VHF RECEPTION IN THE 108.00 -117.95 MHZ FREQUENCY RANGE
	B.	CAN RECEIVE LOCALIZER, GLIDESLOPE, TACAN, AND ADF NAVIGATION SIGNALS
	C.	HAVE A VHF RADIO COMMUNICATION CAPABILITY
	D.	NONE OF THE ABOVE
	#662	NATOPS 22-1
	382.	WHAT CRM BEHAVIORAL SKILL IS DEFINED AS THE ABILITY TO MAKE LONG-TERM AND CONTINGENCY PLANS AND TO
	 COORDINATE, ALLOCATE, AND MONITOR CREW AND AIRCRAFT RESOURCES?
	X	A.	_______________________________________________________________________________________________	MISSION ANALYSIS
	#664	NATOPS 24-1

	383.	THE ADDU ALERT LIGHT WILL ILLUMINATE WHEN THE AIRCRAFT ALTITUDE IS WITHIN A CAPTURE WINDOW OF 1000 
	FT OF THE SELECTED ALTITUDE. THE ALERT LIGHT GOES OUT WITHIN _______ FT OF THE SELECTED ALTITUDE.  
	AFTER ALTITUDE CAPTURE, IF THE AIRCRAFT DEVIATES MORE THAN _______FT THE ALERT LIGHT WILL ILLUMINATE.
	A.	1000/500
	X	B.	200/200
	C.	200/1000
	D.	100/200
	#667	NATOPS 2-65
	384.	THE ADDU IS POWERED BY ________ WITH AN AUTOMATIC _______ BACKUP.
	A.	EMDC/FEDC
	X	B.	MEDC/FEDC
	C.	EMDC/FEAC
	D.	MEDC/FEAC
	#668	NATOPS 2-65
	385.	THE RINU-G ________________ ARE/IS CERTIFIED FOR UTILIZING THE GPS AS THE PRIMARY MEANS OF NAVIGATION 
	FOR OCEANIC, EN ROUTE, TERMINAL, APPROACH (RNP 0.3) OPERATIONS AND AS AN EXTERNAL FIXING SOURCE.
	A.	BLENDED NAVIGATION SOLUTION
	B.	SMOOTH NAVIGATION SOLUTION
	X	C.	BOTH A AND B
	D.	NONE OF THE ABOVE
	#669	NATOPS 23-97
	386.	THE COPILOT SHALL CALL "APPROACH ACTIVE" DURING FMS APPROACHES WHEN RNP VALUE SEQUENCES TO 
	____________ AND APPROACH IS DISPLAYED ON THE CDU-7000.
	A.	RNP 1.0
	X	B.	RNP 0.3
	C.	RNP 2.0
	D.	RNP 0.15
	#670	NATOPS 18-11
	387.	THE DAS REQUIRES REMOVAL OF STATIC PLUGS, PITOT COVERS, AND INERTIAL ALIGNMENT TO PASS A 
	SUCCESSFUL IBIT.
	X	A.	TRUE
	B.	FALSE
	#671	NATOPS 2-42
	388.	AFTER POWER TO THE DAS, WAIT APPROXIMATELY ________ SECONDS BEFORE ENGAGING THE AUTOPILOT TO 
	ENSURE THE STARTUP BIT (SBIT) IS COMPLETE.
	X	A.	20
	B.	30
	C.	60
	D.	90
	#672	NATOPS 2-43
	389.	THE MAXIMUM SYMMETRICAL G LIMIT FOR GROSS WEIGHTS ABOVE 125,OOO LBS IS:
	A.	1.5
	X	B.	2.0
	C.	2.5
	D.	3.0
	#675	NATOPS 4-7
	Page 7 of 56

	390.	IF OUT OF CONTROLLED FLIGHT IS ENCOUNTERED EXECUTE THE FOLLOWING PROCEDURES:
	A.	_______________________________________________________________________________________________	POWER LEVERS-FLIGHT IDLE
	B.	_______________________________________________________________________________________________	FLIGHT CONTROLS- NEUTRALIZE
	C.	_______________________________________________________________________________________________	AIRSPEED, AOA, TURN NEEDLE- CHECK
	D.	_______________________________________________________________________________________________	RUDDER- FULL OPPOSITE TURN NEEDLE
	E.	_______________________________________________________________________________________________	POWER LEVERS- FLIGHT IDLE
	F.	_______________________________________________________________________________________________	UNUSUAL ATTITUDE- RECOVER
	#683	NATOPS 15-28
	391.	OVERSPEEDING OF THE GEAR OR FLAPS, IF EXTENDED, IS LIKELY TO OCCUR DURING OUT OF CONTROL FLIGHT 
	RECOVERY PROCEDURES.  IF OVERSPEED OCCURS, FURTHER MOVEMENT OF THE FLAPS OR LANDING GEAR MAY 
	_________ ADDITIONAL _________.
	A.	RESULT IN  /DAMAGE
	B.	CAUSE / MOVEMENT
	C.	RESULT IN / MOVEMENT
	D.	CAUSE / OUT OF CONTROL CHARACTERISTICS
	#684	NATOPS 15-28
	392.	THE INDICATIONS OF A SPIN ARE:
	X	A.	STALLED AOA, PEGGED TURN NEEDLE, AND STABALIZED AIRSPEED
	B.	NOSE HIGH ATTITUDE, PEGGED TURN NEEDLE, AIRSPEED INCREASING TOWARD Vne
	C.	AOA BETWEEN 19-22 UNITS, BUFFET OF AIRFRAME, NAV/COM VOMITTING
	D.	GEAR ADRIFT, NEGATIVE G's, SLIGHTLY ELEVATED PUCKER FACTOR
	#685	NATOPS 15-28
	393.	TEMPERATURES BELOW 0 DEGREES CELCIUS CAN RESULT IN ERRONEOUS ALTIMETER READINGS.  TO ENSURE 
	OBSTACLE CLEARANCE DURING APPROACH PHASE OF FLIGHT WHEN TEMPERATURES ARE BELOW 0 DEGREES 
	CELCIUS REFER TO FLIGHT INFORMATION HANDBOOK (FIH) SECTION D FOR CORRECTIONS TO  ________________,   
	_______________,  AND _____________ INSIDE THE FINAL APPROACH FIX.
	A.	HAT, HAA, STEP DOWN ALTITUDES
	X	B.	DECISION HEIGHT, MDA, STEP DOWN FIXES
	C.	HAA, MDA, STEP DOWN ALTITUDES
	D.	DECISION HEIGHT, MDA, MISSED APPROACH ALTITUDES
	#686	NATOPS 18-8
	Page 8 of 56