CFM56-5B

A red cross adjacent to the N2 digital information will indicate: Ideal value to put Master Control switch ON. Value was exceeded. A reference thrust.

Fuel flow primary discharge in the combustion chamber is reached by: BSV. Internal component inside of the nozzle. HMU.

What station identify the temp obtained at exist of LPT?. T3. T 4.9. T5.

Among others, after which action the FADEC power supply remains supplied for five minutes. FADEC ground power P/B pressed. AUTO start procedure performed. Engine to shutdown.

What provides passage for the Vib. Sensor, N1 sensor, TGB, Oil drain line. OGBs. Fan Frame. Fan Case Struts.

The fuel bypassed from HMU is used: To cool the IDG OIL, (IDG Oil Cooler). To actuate the VSVs and VBVs. To Fuel Flow meter information.

If an amber REV indication appears above N1 digital indication: All stow switches detect reverse unlocked. At least one pivoting door is unlocked. The HCU pressure switch did not detect hydraulic pressure.

The engine Anti-Ice system warms the nose cowl lip with: 4th stage source. 5th stage source. 9th stage source.

The normal FADEC power come from. Control alternator. IDG. Aircraft A/C bus.

The master power indication used is?. N2 Speed. EPR. N1 Speed.

The Tº sensor in the lubrication units is to: Indication ECAM. ECU calculations. Condition monitoring.

The start valve is: Electrically actuated by the ECU. Pneumatically controlled by the EIU. Pneumatically operated.

After ATO/MAN start, the IGN selection is back to NORM position: Manually. Automatically. Or it must remain on IGN/START position.

The HCU is located: In the pylon. In the right reverse cowl, upper side. In the left reverse cowl, lower side.

Which position of the ENG. Mode selector can not active the ignition system?. IGN/START. CRANK. ON.

During MAN START, the start valve is opened: Automatically at 50% of N2 speed. When manual P/B pressed. When the master control switch goes to ON.

What airflow station identify the HP compressor discharge position?. Sta. 3. Sta. 4.9. Sta. 5.

The amber crosses in the F/F will indicate information: Degraded. Lost. Exceeded.

The reverse system is operated with: The same hydraulic source. Independent hydraulic source. A proper pneumatic source+ The.

The scavenge oil to servo fuel heater is monitored by?. A electric Master Chip Detector that send its signal to ECAM. A clogging indicator. An electric Master Chip Detector and must be monitored localy.

Which of the following conditions is not an inhibit to FRV operation: TOGA. A/I selected. IDLE.

The big connector of the N1 speed sensor is to: Send speed information to ECAM. Take angular phase of N1 shaft to EVMU. Take speed information to the EIU.

The purpose of the HPTACC is: To cool each rotor disk blade of high turbine. To warm the four rotor disks of the lower pressure compressor?. To cool the external case of the high pressure turbine.

The manual start Push bottom controls: The Starter. The igniters in manual. The Start valve.

The open signal to FRV is: Hydraulic. Pneumatic. Electrically.

The CFM56-5B engine can obtain the maximum thrust up to: 15ºC. 20ºC. 30ºC.

What happens if FRV is commanded by V1 solenoid?. HRFF. NRFF. LRFF.

The HPT rotor disk is cooled by: CDP. HPTCC. LPTCC.

An “AB” indication as start parameters on SD means: Auto start condition. Manual start condition. Both ignition systems inoperative.

The ECU is cooled by: Fan airflow. Intermediate airflow. Dedicated cooling blower.

The forward bearing for N2 shaft is: 1B. 5R. 3B-3R.

Which condition will activate manually the continuous ignition?. Master control switch to ON during auto start. Flame out detected by the ECU. ENG. Mode selector to ING/START after engine is running.

The forward sump in the Fan frame is the location of: Bearings Nr 1 and Nr 2 only. Bearing Nr 4 to Nr 5. Bearing Nr 1, Nr 2 and Nr 3.

The frozen Fuel Flow value at Engine Shut down is reset. At the new Start (master Sw ON). When post flight report is Printed. At airplane power down.

If the wash filter in the main pump is clogged, what happens with the burned fuel?. Bypass inside the filter is activated. Nothing, because the fuel burned is free flow. Fuel burned is stopped and the engine shutdowns.

The breather of the oil system is vented to ambient through: Shaft and center body tube. AGB direct to the ambient. TGB direct to the ambient.

The efficiency of the compressor is reached by: LPTACC. VSV. HPTACC.

What does “OIL FILTER CLOG” indication mean?. Main oil filter is clogged. Backup filter is clogged. Any scavenge filter is clogged.

What controls the FUEL RETURN VALVE. The GCU depending on IDG temp. The HMU. The ECU.

In normal operation what reference uses the ECU to control the FRV?. The IDG temp. The two FRV solenoids. The engine oil temp.

(CFM56-5B) The EIU data bus is not available: When the ECU can not start the engine. The EIU goes to trial mode. The ECU uses an alternate start ignition.

(CFM56-5B) The “CHECK” ambar message is displayed when: There is discrepancy between values on ECU and DMC. There is discrepancy between values on ECU and EIU. There is discrepancy between values on ECU and ZONE CONTROLLER.

(CFM56-5B) N1 speed sensor sends signal to: ECU and EIU. ECU and FADEC. ECU and EVMU.

(CFM56-5B) N1 Exceedance will disappear after: A new start on ground or maintenance action via MCDU. A new start on ground or ECU self test. Engine re-light.

(CFM56-5B) N1 rating limit is computed by: FADEC. FWC. EIU.

(CFM56-5B) The LPTACC system uses: HPC bleed air. LPC bleed air. Fan air.

(CFM56-5B) What is the LPTACC system fail safe position. Closed. It does not have fail safe. open.

(CFM56-5B) which are the operation modes of the fuel return valve (FRV)?. Zero flow, secondary flow, high flow. Primary flow, secondary flow, tertiary flow. Zero flow, low flow, high flow.

(CFM56-5B) The servo fuel heater unit: Does not have a bypass valve. Has a bypass valve. Has a bypass and relief valve.

(CFM56-5B) the engine oil temperature is used as reference by: EIU. ECU. FWC.

(CFM56-5B) The bypass fuel from HMU goes to: The main pump directly. The IDG oil Cooler. The fuel tank directly.

(CFM56-5B) The fuel return valve is electrically controlled by: ECU. EIU. EVMU.

(CFM56-5B) The oil quantity transmitter sends a signal to: ECU and FWC. EIU and SDAC. FWC and SDAC.

(CFM56-5B) The oil pressure transmitter sends a signal to: EIU and ECU. EIU and SDAC. ECU and SDAC.

(CFM56-5B) The low oil pressure switch (LOP) send a signal to: EIU and FWC. ECU and FWC. FWC and SDAC.

(CFM56-5B) The oil/fuel heat exchanger has: One bypass valve only for the oil system. One bypass valve only for the fuel system. Two bypass valve for oil and fuel respectively.

(CFM56-5B) The lubrication unit provides: Oil under pressure only. Scavenge before lubrication and oil under press after the scavenge. Oil under pressure for lubrication, scavenge after lubrication and return to oil tank.

(CFM56-5B) when the engine is running the oil quantity decreases due to: Oil leaks controlled by FADEC. Gulping effect of the engine. Fuel leaks into the accessory gearbox.

(CFM56-5B) The engine oil system clogg switch sends a signal to: ECU. EIU. EVMU.

(CFM56-5B) The air/oil separator in the forward sump provides: An increase of the oil consumption. A decrease of the oil consumption. A decrease of the oil temperature.

(CFM56-5B) The EGT (T49,5) thermocouples are installed: At the LPT stage 2 nozzle assy. At the LPT exit. Between LPT and HPT.

(CFM56-5B) the diffuser between HPC and Combustion chamber: Converts pressure (Ps) energy into velocity energy. Converts axial flow into radial flow. Converts velocity energy into pressure (Ps) energy.

(CFM56-5B) the Burner Staging Valve (BSV) is controlled by: FADEC. EVMU. EIU.

(CFM56-5B) The purpose of the VSV system is: To optimize HPC efficiency and improve stall margin. To optimize HPT efficiency. To optimize LPC efficiency and improve stall margin.

(CFM56-5B) The VSV system is actuated by: One actuator. Two actuators and two bellcrancks. One actuator and two bellcranks.

(CFM56-5B) The Variable Bleed Valve (VBV) system provides …. A proper operation of the LPC in all speed. A proper operation of the LPC in some speed. A proper operation of the LPT in all speed.

(CFM56-5B) Where are the balancing screws installed?. On the spinner front cone. On the tan disk. On the spinner rear cone.

(CFM56-5B) How are the fan blades designed?. Titanium alloy; mid- span shrouded. Inconel alloy; shroud less. Titanium alloy; shroud less.

(CFM56-5B) The forward sump in the location of: Bearing 1 - 2 - 3B. Bearing 1 - 2 - 3B and 3R. Bearing 1 -2 - 3 and 4.

During normal operations the ECU power comes from…. Control alternator. Directly from IDG to ensure the proper operation during flight. Aircraft A/C bus.

The reverse pivoting doors are deployed in order to obstruct…. The fan duct and the fan flow. Both fan flow and primary flow. The engine primary duct and flow.

What controls the FUEL RETURN VALVE. The GCU depending on IDG temp. The HMU. The ECU.

In the Engine mode selector, the CRANK position allow: Motoring and Ignition. Dry & Wet motoring without ignition. Crank ignition and no fuel.

The HPT rotor disk is cooled by: CDP through internal passages. HPT Clearance Control system. LPT Clearance Control System.

The Fuel Nozzles contain both primary and secondary fuel flow passages. How are they activated?. They are activated because pressure rises in the flow divider valve. They are activated by ECU control. The are activated at the same time during engine start.

The purpose of the thermocouple T5 (sensor) is: To be used just for trend motoring, optional sensor. To show on ECAM the EGT of the engine. To control the operation of the HPTCC system.

A white circle outside the N1 analog indication means. The IDG temp. The two FRV solenoids. The engine oil temp.

The eng. Anti-ace system uses compressor 5th stage to warms the nose cowl lip. What stage provide the motive (muscule) pressure to the valve. 9th stage source. 5th stage source. 4th stage source.

(CFM56-5B) The HPT ACC system uses HPC bleed from: Stages 4 and 9. Stages 5 and 9. Stages 3 and 8.

The efficiency of the HP compressor is reached by: LPTACC. VSV. HPTACC.

What happens in case of missing or invalid ID plug information to the ECU?. The ECU uses the FMGEC information. The ECU uses the value stored for the previous plug configuration. The ECU is degradated on both channels.

What is the purpose of V1 and V2 Solenoids inside of FRV?. To permit that GCU control the IDG oil temperature, (Low Flow Return, high Flow Return). They are designed to select No fuel Return by EIU. They re-configurate internal valves under ECU control to select rates of flow return.

Which ENG. mode selector position must be set in order perform a wet motoring?. CRANK. IGN/START. Normal.

In FADEC, when the ECU send an order, the electrical signal goes to: The component that is necessary to move/actuate. The HMU. The EIU then to the component.

What system limits the N2 to a max. of 106%. The ECU by moving the VSV. The governor inside of HMU. The Fuel nozzles reducing the fuel to combustion chamber.

(CFM56-5B) The anti-siphon device prevents: Oil from system gallery draining by gravity to the tank. Oil from tank draining by gravity to the oil pump. Oil from aft sump draining by press to oil pump.

The ECU is cooled by: Ram airflow. Intermediate airflow. Dedicated cooling blower.

The thrust reverser are maintained in the stowed position by means of: The isolation valve located in the HCU. Four primary locks and internal mechanical locks in the actuators. Hydraulic pressure controlled by the isolation and directional valves, located in the HCU.

About the reverser system. What happens if at least one pivoting door is detected unlocked?. The engine power can not be increased. The auto restow mechanism will close the pivoting door. An amber REV indication appears above N1 digital indication.

The forward bearing for N2 shaft is:,. 1B. 5R. 3B-3R.

What provides a proper operation of the low pressure compressor in all speeds?. The VSVs and IGV. VBVs (12). The HPT Nozzle Guide Vane.

In the FADEC architecture, what signals go directly from ECU to DMCs ECAM?. N1 - N2 - T5 - EGT. N1 - N2 - OIP - F/F. N1 - N2 - EGT - F/F.

The breather of the oil system is vented to ambient through. Shaft and center body tube. AGB direct to the ambient. TGB direct to the ambient.