Hydraulic system A remains available, but during landing-gear retraction the left engine drops below 50 percent N2 while one Main Landing Gear is still not up. The aircraft is airborne and the landing-gear lever is not DOWN. What should occur if hydraulic system B pressure is available?, The landing-gear transfer valve remains in its normal position because hydraulic system A is still supplying pressure., The Proximity Switch Electronics Unit commands the landing-gear transfer valve to its alternate position so hydraulic system B supplies retraction pressure., The selector valve moves to bypass and allows the landing gear to free-fall to the down position., During Main Landing Gear retraction, a damaged tire remains rotating and contacts the frangible fitting as it enters the wheel well. What protection sequence is intended?, The frangible fitting removes up pressure from the Main Landing Gear actuator and increased hydraulic flow causes the associated fuse to close, limiting hydraulic-fluid loss., The frangible fitting immediately applies alternate braking pressure while the hydraulic fuse opens the Main Landing Gear actuator return line., The transfer cylinder redirects hydraulic system B pressure to the downlock actuator, forcing the gear back to the extended position., A nose-wheel steering command has rotated the nose wheels to the demanded angle. What causes hydraulic flow to the steering actuators to stop without the pilot returning the steering control to neutral?, The steering actuators mechanically close their own hydraulic shutoff valves when commanded travel is reached., Nose-wheel movement provides feedback to the summing mechanism, which returns the steering metering valve toward neutral when actual wheel position agrees with the commanded position., The Proximity Switch Electronics Unit removes electrical power from the steering metering valve once the selected steering angle is reached., Why can either side of the Proximity Switch Electronics Unit continue supporting both internal systems after loss of one of its normal electrical power sources?, System 1 and system 2 are permanently connected in parallel to both aircraft direct-current buses., The Proximity Switch Electronics Unit normally powers system 1 and system 2 from different sources, but either source can supply both systems following loss of the other source., An internal battery automatically supplies the failed Proximity Switch Electronics Unit channel until normal aircraft power returns., Maintenance needs to command an Air/Ground Override through the Proximity Switch Electronics Unit Built-In Test Equipment. Which requirement distinguishes this special function from normal continuous monitoring?, The aircraft must be airborne so the Proximity Switch Electronics Unit can compare the commanded state with real air/ground inputs., The Ground Test switch on panel P61-4 must be in ENABLE before the special function can be performed., Both Proximity Switch Electronics Unit channels must first be depowered and restarted in maintenance mode., One landing gear is not down and locked, the trailing-edge flaps are between 0 and 10 units, one thrust lever is at idle, and radio altitude is 150 feet. What is significant about the resulting landing-gear aural warning?, The continuous horn operates and cannot be silenced with the horn reset switch., The continuous horn operates but can be silenced because trailing-edge flaps are below 10 units., No warning occurs until radio altitude decreases below 100 feet., Following a significant tail strike on an aircraft equipped with the fixed tail skid, inspection shows that the green portion of the frangible-cartridge warning placard is no longer visible. What does this indicate?, The wear shoe has reached its allowable wear limit but the frangible cartridge remains serviceable., The fuse pin has sheared and the complete tail-skid assembly must automatically be replaced., The frangible cartridge has been crushed to its limit and must be replaced., All normal and alternate hydraulic brake-system pressure sources are unavailable. What capability remains when the brake accumulator is fully charged?, It can supply six or more full brake applications or maintain parking-brake pressure for approximately eight hours., It can provide only one emergency brake application because the accumulator is isolated from the normal brake system., It supplies pressure only to the parking brake and cannot provide normal brake applications., The parking-brake lever is released, but the Parking Brake Shutoff Valve fails to move to its commanded open position. Why can this fault produce an ANTISKID INOP indication?, The Proximity Switch Electronics Unit interprets any parking-brake fault as a wheel-speed sensor failure., The Antiskid/Autobrake Control Unit monitors agreement between parking-brake command and valve position and identifies the disagreement as an antiskid-system fault., The Parking Brake Shutoff Valve mechanically blocks the wheel-speed transducers whenever it remains closed., During a rejected takeoff, the Rejected Takeoff autobrake function is armed and average wheel speed has increased above 88 knots. Both thrust levers are subsequently moved to idle, normal antiskid remains serviceable, and both normal metered brake pressures are below 750 pounds per square inch. What response should occur?, The autobrake system applies only sufficient pressure to achieve the selected landing-deceleration rate., The Antiskid/Autobrake Control Unit commands full hydraulic brake pressure through the autobrake pressure-control system., The autobrake system waits until wheel speed decreases below 60 knots before brake application begins.

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