QUESTIONS-P68 C

1. malfunction in cabin heat system, the overload switch should trip at--------- 350 F
2. p68c equipped with a forward right side door from opening while the right propeller is running
with a------- solenoid operated plunger..
3. to obtain maximum capacity------- fill one tank then the other tank and then return to first tank and
top up..
4. approved fuel anti ice additive for the aircraft is—isopropyl alcohol
5. additive in fuel should not be more than----- .1%
6. what maneuvers are not permitted for the a\c---- aerobatic maneuvers including spins are
prohibited
7. the datum location is at------ wing leading edge
8. aircraft is approved for------ the standard airplane is approved for day, night operations under vfr
conditions, and with proper optional equipment installed & operational the airplane is approved for
for day & night IFR
9. unusable fuel for each tank is 2.5 U.S Gal or 9 ltrs
10. the a\c is not not approved in icing condition since---- wing, horizontal stabilizer & vertical
stabilizer de-ice boots alone do not provide adequate protection for the entire a\c
11. total oil usable in ratio ---- 6 qts or 5.7 ltrs
12. wat is the power for all operations----- 2700rpm 200hp
13. maximum CHT ---- 485 f
14. maximum engine oil temp 245 f
15. minimum oil pressure for idle—25psi
16. total oil capacity—8 qts or 7.5 ltrs
17. total usable fuel each tank----- 68 us gallon or 260 ltrs
18. power for engine inoperative go around is 2700 rpm full throttle
19. procedure for restart in flight—-----fuel selector magneto switch auxiliary fuel pump on, throttle ½
inch forward propeller full forward, mixture rich, starter press when engine engine fires release
after cut off
20. maximum baggage capacity on aft cabin walls—400lbs ( 181kg)
21. one engine failure during take off---
22. in go around flap setting should be 15
23. during starting with battery what can enable to shut down--- if the oil pressure guage does not
show any indication, shut down the engine, if alternator output Is low shut down
24. maximum altitude loss if one engine is inoperative stall is ----- 600ft
25. design maneuvering speed for 2084kg category a\c is--- 137kts
26. C.g forward & aft limit is------ rearward- 0.481m(18.92”) aft of datum at all weights, forward-
0.328m(12.60”) aft of datum at maximum t\off weight of 2084 kg (4594 lbs)
27. maximum pitch angle with one engine inoperative stall is --- 30degrees
28. balked landing--- pg number 5-15 performance
29. best rate of climb speed--- 78kts
30. bendix 9/ king150 series FCS in wat condition disengages autopilot automatically--- pg number 2-
33 supplement D1 section 7
31. glideslope can capture autopilot--- from abovr or below the beam while operating the pitch alt hold
or alt hold modes..
32. while landing ILS—
33. on HIS glide slope in view indicates that --- a usuable glide slope signal is being received..
34. combustion heat located on cabin—
35. during autopilot operation action in land flaps to 15 and after airspeed stables flap extended to 35
36. correct statement regarding autopilot is---
37. if an autopilot malfunctions---
38. decoupling may be accomplished by--- disengage alt. mode switch radio couples to hdg mode,
disengage autopilot
39. maximum demonstrated crosswind velocity --- 25kts
40. maximum altitude loss in conventional stall is – 400ft
41. blue radial mark on asi is--- one engine inoperativre best rate of climb speed
42. maximum flap extended speed for 111kts 2084kg
43. the maximum weight stall speed with flap retratcted is indiacated by---- 69kts at 0degree angle of
bank
44. blade angle range) at30 in. station)---- low pitch: 14.2 degree_+ 0.2degree, feather:
81.2degree_+ 0.3degree--------- page number2-3 section 2 operating limitations
45. recovery for spin-------page number 3-5 section 3 emergency procedures
46. baggage compartment 6a. 15 ---- page number 6a-21 section 6a system description
47. positioning the surface de-ice switch to actuate will result in one complete inflation lasting
approx-------- 7 seconds
48. section 2 operating limitations ---------page 1of 8 section 7 supplement D
49. 4th & 5th point a,b & c ------ page number 2 of 8 section 7 supplement D
50. following conditions will cause the autopilot to disengage automatically ------ page number 2
of 33 section 7 supplement D1
51. 6th & 8th point ----- page number 5 of 33section 7 supplement D1
52. 15th point vertical trim control----- page 7 of 33 supplement D1 section 7
53. 24th & 25th point---- page 8of 33 section 7 supplement D1
54. 29 th point roll attitude scale page 12 of 33 section 7 supplement D1
55. page 1 of 2--- section 7 supplement E
56. air conditioning system section 1 general------- page number 1 of 2 section 7 supplement G
57. maximum take off weight 2084kg 4595 lbs
58. VNO 154kias
59. maximum flap extended speed 15degree flap 161 kias, maximum flap extended speed 35degree
flap 111 kias, single engine approach speed 92 kias, best rate of climb 92 kias, best angle of
climb speed 80 kias
60. noise level 77.7db (A) page number 9 of 34 section 7 supplement N

QUESTIONS-P68 C

1 VMO in KCAS is 153 KCAS (158 KIAS)

2 ICAO Annex 16 permits a maximum sound level for the a/c is 80dB
3 The best ROC & Angle of climb speed is 90 KIAS & 76 KIAS
4 During a trim failure the indications are Trim warning Light & Audio (only TRIM wng on
power off or pre-flight test not done)
5 The disengagement of autopilot is indicated by AP annunciator flashing 12 times + aural
alert for two seconds.
6 Flying into icing conditions is prohibited because de-ice boots do not provide adequate
protection for entire aircraft.
7 Combustion heater is located on aft fuselage behind cabin baggage compartment.
8 Single engine take off is permitted only when spd > 62KIAS, no runway available.
9 The spin recovery procedure for P-68C are:
- Retard both throttles to idle position.
- Apply full rudder in the opposite direction to the spin.
- Push control wheel full forward.
- Maintain controls in this position until the spin stops. Then neutralize rudder.
- Recover from dive with smooth backward pressure on the control wheel. No abrupt
control movement should be used during recovery from dive, as the mano speed
and positive limit mano load factor may be exceeded.
10 De coupling (glide slope) may be accomplished by any of the following
- Disengage Altitude Mode
- Switch Radio coupler to HDG mode
- Disengage autopilot
11 Cabin heat disengage cut off temperature is 350° C
12 The gyro instruments are electrically driven except A/H & DG (vaccum driven)
13 Anti ice additives should not be more than 1% by volume of total fuel quantity.
14 The blade angle range is Low – 14.2° + 0.2°, feather 81.2° + 0.3°
15 The maximum maneuvering speed of a/c is 130 KIAS
16 Maximum cross wind for t/o is 25 Kts
17 When cargo doors are open flaps must not be operated
18 Maximum flaps extended speed for various ranges are (KIAS/KCAS)
- 0-17° - 157/152
- 17-30° - 143/138
- 30-35° - 101/99
19 The maximum baggage capacity is 400 lbs (181 Kgs)
20 P 68 C incorporates fire detection system (True/False)
21 Should fire die out after a failed start, do not attempt to relight.
22 Which circumstances will result in an engine shut down?
23 What is the procedure to start the engine with external power source? Do not switch on
Battery and alternator
24 The max RPM for go around is 2700 RPM
25 The balked landing procedure is
- Power 2700 RPM and FULL THROTTLE
- Baulked landing transition spd 76 KIAS
- Flaps – reduce to 15°
- Trim – Adjust for climb
- Flaps – RETRACT when all obstacles are cleared and a safe altitude and air speed
are obtained.
26 Lateral leveling is done by using spirit level on seat rail?
27 The maximum T/o wt is 4387 lbs (1990 Kgs)
28 The maximum A/P speed is 180 KCAS (Mitchell Century III) 170 KIAS (King 150)
29 Blue radial on ASI indicates 92 KIAS – one engine inoperative best ROC speed.
30 The minimum Height for A/P operation is
- 500ft AGL during climb, cruise and descent. (for King 150 – 170 KIAS)
- 200ft AGL during coupled approach.
31 The bank and altitude loss in A/P malfunction is
- With 3 second reaction - 60° bank & 300 ft ht loss
- With 1 second reaction - 20° bank & 100 ft ht loss
32 The procedure for operation of cabin heat is
 - CABIN air handle – OPEN
- Cabin temp handle – INCREASE
- Heater switch – HEATER
- Cabin temp – adjust as required
33 A/P will disengage during a
- Power failure
- Internal Flight control system failure
- Roll rate in excess of 16°/sec (except when CWS is held depressed)
- Pitch rate in excess of 8°/sec (except when CWS is held depressed)
- With KCS 55A compass system , loss of compass valid (HDG Flag) when a mode
using heading information is engaged. With HDG flag present the autopilot may be
re-engaged in the basic wings level mode alongwith any vertical mode.
34 A/P will disengage when except (see 35 above)
35 The vertical trim control limit with A/P is +15°/-10° @ 0.7°/sec
36 What are the functions of the split switch?
- Left half provides power to engage trim servo clutch and
- Right half provides power to control the direction of motion of trim servo motor.
- Both must be actuated in order for manual trim to operate in desired direction.
37 The markings on the roll indicators are 0,10, 20, 30, 60 & 90°
38 A/P is prohibited with >15° flaps
39 The right hand side door is protected from opening when the RH engine is running by
solenoid operated locking plunger
40 The maximum altitude loss in conventional stall is 400 ft
41 The procedure for fuelling operation is done in order to have maximum fuel quantity – fill
one tank, then other tank and then return to first tank and top up.
42 The duration of the operation of De-icing boots is 7 seconds
43 The single engine approach speed is 92 Kts
44 The exhaust of the air conditioning system is bled out through a hole on the left skin of
fuselage rear cone section
45 CWS switch helps the pilot to control manually without disengaging the selected modes.
46 Who is responsible for ensuing that the a/c is correctly loaded PILOT
47 The longitudinal leveling is achieved by _______________
48 The a/c is allowed for night flying on the conditions that _______________
49 Air conditioning is no approved for use during takeoff, landing, single alternator operation,
ground operation with engine RPM < 1500
50 One engine inoperative stall – altitude loss is 600ft with pitch down of upto 30°
51 Cabin forced Air Heating System is not approved for use during takeoff, landing and single
alternator operation.
52 Engine – IO-360-A1B6, 4 cylinder direct drive, 200hp @ 2700 RPM. Max CHT 475°F, max
engine oil temp 245°F
53 Oil Pressure Min idle 25 PSI, Max 90 PSI. Quantity 8 Qts (7.5 lts) per engine. Usable 6 Qts
(5.7 lts) per engine
54 Glide slope capture is indicated by lighting of the green Glide Slope engage annunciator
Lamp and by a Slight Pitch down of the aircraft.
55 Hydraulic fluid reservoir is connected to LH Side Brake pedals
56 Max fuel pressure 12 PSI
P68C TC Performance
Engine: Lycoming TIO-360-C1A6D (210 HP)
Max Ramp Weight 2100 Kg 4630 lbs
Max Take-Off Weight 2084 Kg 4594 lbs
Max Landing Weight 1980 Kg 4365 lbs
Std. Empty Weight (std equipped w/ avg
1420 Kg 3130 lbs
optionals)
Max Zero Fuel Weight 1967 Kg 4336 lbs
Max Useful Load 680 Kg 1499 lbs
177U.S.
Max Usable Fuel (with aux tanks) 670 lt
gal
Number of Seats 6 6
0,56
Luggage Capacity in Luggage Compartment 20 cu ft
cu.m
Max Luggage Weight 181 Kg 400 lbs
315
Cruise Speed @ 75%, ISA, FL 80 170 Ktas
Km/h
Rate of Climb, 2 engines MTOW 7,6 m/s 1500 fpm
Single Engine Rate of Climb (MTOW, s.l.) 1,1 m/s 220 fpm
106
Stall Speed, 35 deg. Flaps, MTOW 57 Kcas
Km/h
Max Altitude 6100 m 20000 ft
SE Service Ceiling 3350 m 11000 ft
Range, FL 100, 55% Pwr. (Incl 45' Res.) 2280 Km 1230 nm
Take-Off Distance over 50ft, MTOW, ISA 390 m 1279 ft
Landing Distance over 50ft, MLW 520m 1706 ft
Take-Off Ground Run 230 m 755 ft
Landing Ground Run 200 m 656 ft
Max Endurance, FL 100, 65% Pwr, ISA 8h 8h

Wing span 12.00 m 39.37 ft

Wing area 18.60 m2 200.23 ft2
Overall length 9.55 m 31.33 ft
Overall height 3.40 m 11.15 ft

POWERPLANT AND PROPELLER

Engines:
Two Textron Lycoming TIO-360-C1A6D 210HP @ 2575 RPM
Turbocharged version Dual Ignition w/ Pressurised Magnetos and Shielded Ignition, Two

Engine Mounts:
Dynafocal Type, Two
Engine shock absorber, Two
Oil System:
Oil Filters Cartridge Type, Two
Oil Coolers Full Flow, Two

Air Intake System:

Air Filter, Two
Alternate source w/Manual Control, Two

Geared Starter: Two

Propeller:
Hartzell, Two Blade, Constant Speed Full Feathering Propellers, Two
Polished Propeller Spinners, Two
Hydraulic Propeller Governor, LH
Hydraulic Propeller Governor, RH

Cross-over Exhaust System with Muffler: Two

FLIGHT INSTRUMENTS AND INDICATORS

DIGITALPRIMARY DISPLAY GARMIN GDU 1040, One
DIGITAL MULTIFUNCTION DISPLAY GARMIN GDU 1040, One
Magnetic Compass (Illuminated)
Stand-by Altimeter , 3 inch
Stand-by Airspeed Indicator, 3 inch
Stand-by Electric Attitude Indicator, one , 3 inch, with internal back up battery
1st Heated Pitot System
Fuel Quantity LH/RH Gauge
Chronometer
Outer Temperature
ELT switch remote controller
Engine Hour-Meter

Avg. Cruise Speed @ 75% 170 Ktas

Rate of Climb (2 eng.@MTOW) 1500 pm
Rate of Climb (1 eng. @MTOW) 220 fpm
Stall Speed (full flaps) 57 Kcas
Service Celling (2 engines) 20000 ft
Service Celling (1 engine) 1100 ft
Range, FL 100, 55% Pwr. (incl 45’ Res) 1230 nm
Take-Off Run 755 ft
Landing Run 656 ft
Max Endurance, FL 100, 65% Pwr, ISA 8h
Load Factor +3.80 g/ - 1.52g