Emergency and Multiengine Operations practice questions

Answer: D) Don oxygen masks

• AIncorrect. Oxygen first.
• BIncorrect. Oxygen first.
• CIncorrect. Oxygen first.
• DCorrect. Then begin an emergency descent.

Answer: A) Opening the crossfeed valve to correct the fuel imbalance

With a suspected engine fuel leak, crews keep the crossfeed closed (and shut down the leaking engine if it is identified), because crossfeeding can send fuel from the good tanks out through the leak.

• ACorrect. Opening the crossfeed can feed the leak with fuel from the other wing's tanks, which would otherwise stay isolated. In the Air Transat A330 event, crossfeeding drained fuel from the good tank through the leaking engine.
• BIncorrect. When the leak is traced to an engine, the fuel leak procedure calls for shutting that engine down to stop the fuel loss.
• CIncorrect. Cross-checking fuel used against fuel on board is the main way crews detect and confirm a leak, so procedures encourage it.
• DIncorrect. A confirmed fuel leak threatens the fuel reserves, so diverting to land at the nearest suitable airport is an appropriate response.

Answer: A) Aft

• ACorrect. The rudder's moment arm shortens.
• BIncorrect. Forward CG lowers VMC.
• CIncorrect. Aft CG raises VMC.
• DIncorrect. It varies with CG.

Answer: C) Whether staying aboard poses a greater hazard than the injury risk of evacuating

An evacuation decision compares the danger of staying aboard (fire, smoke, structural damage) with the injury risk of an emergency evacuation itself. The certificate holder assigns the crew's evacuation functions under 14 CFR 121.397.

• AIncorrect. ARFF information is helpful, but a fire or other immediate hazard may call for evacuating before ARFF arrives. Waiting for them is not the basis of the decision.
• BIncorrect. Exit availability affects how the evacuation is carried out, for example by redirecting passengers away from blocked exits. An evacuation can still be ordered when some exits are unusable.
• CCorrect. Slide evacuations themselves cause injuries. The crew orders one when conditions such as fire, smoke or structural damage make staying aboard more dangerous than leaving.
• DIncorrect. Where the airplane stopped does not decide whether evacuation is needed. The hazard to the occupants does.

Answer: B) At least V2

• AIncorrect. That's an approach speed.
• BCorrect. It provides the required climb gradient.
• CIncorrect. That's a maximum speed.
• DIncorrect. That's a stall speed.

Answer: C) Put on oxygen masks at 100% and smoke goggles, then establish crew communication

At the first sign of flight deck smoke or fumes, crews put on oxygen masks (100%) and smoke goggles and establish communication. Only then do they run the smoke/fire checklist.

• AIncorrect. FAA guidance says masks and goggles go on before any abnormal or emergency procedure for eliminating smoke or fumes.
• BIncorrect. Waiting exposes the crew to incapacitating smoke and fumes. Protection comes first, at the first sign of smoke.
• CCorrect. FAA guidance says the first step is to put on oxygen masks with the regulator at 100% and smoke goggles, then establish flight deck communication before working the checklist.
• DIncorrect. A diversion or descent may follow, but protecting the crew with masks and goggles comes before any other action.

Answer: A) Continue, then handle the fire once safely airborne

• ACorrect. Stopping after V1 risks overrunning.
• BIncorrect. Rejecting after V1 may not stop on the runway.
• CIncorrect. A climb to safe altitude comes first.
• DIncorrect. Only the affected engine is shut down.

Answer: B) Assess brake temperatures and fire indications, and decide whether evacuation is needed

After a high-energy rejected takeoff, brake heat keeps moving into the wheels after the stop and can cause fires or fuse-plug tire deflation. The crew should assess brake temperatures and fire indications and decide whether to evacuate before moving the airplane.

• AIncorrect. Taxiing needs more braking, which adds heat to brakes already near their energy limit. Fuse plugs may release or a fire may start while the airplane is moving or parked near people.
• BCorrect. A high-energy stop can lead to wheel/brake fires or fuse-plug tire deflation in the minutes after stopping. The crew should check brake heat and fire indications, coordinate with ARFF, and decide whether to evacuate.
• CIncorrect. Accelerate-stop brake energy limits apply to takeoff. Hot brakes may not be able to absorb a second rejected takeoff, so the required cooling time must pass first.
• DIncorrect. Brake heat moves into the wheels and tires after the stop. That is why 14 CFR 25.735(g) evaluates fire hazards for at least 5 minutes after stopping, and fuse plugs often release some time later.

Answer: A) Apply max thrust and pitch up

• ACorrect. Without changing configuration.
• BIncorrect. Keep the configuration.
• CIncorrect. Pitch up per guidance.
• DIncorrect. Use maximum thrust.

Answer: A) Apply maximum thrust, roll wings level, and pitch to the escape attitude

An EGPWS "PULL UP" warning calls for an immediate vertical escape maneuver: maximum thrust, wings level, and pitch to the escape attitude, continued until the alerts stop. Turns are generally limited to VMC.

• ACorrect. The terrain escape maneuver is immediate: maximum thrust, autopilot off, wings level, and pitch up toward the escape attitude while respecting stick shaker. The climb continues until the alerts stop.
• BIncorrect. In IMC, FAA guidance recommends vertical escape maneuvers only. A level turn based on the display doesn't ensure terrain clearance.
• CIncorrect. A warning calls for an immediate response. Delaying to check the display uses up the little time available to clear the terrain.
• DIncorrect. The escape maneuver calls for disconnecting the autopilot and applying maximum thrust. A modest autopilot climb at current thrust may not clear the terrain.