Conocimiento Intelectual

1. Status: >Airplane for maintenance. >In Lh engine the Fan cowls open during maintenance. > The forward telescoping rod has a locking collar to lock the hold open rod when extended. > When you can see: A Red marking in the collar, the hold open rod is locked and a Green marking in the collar, the hold open rod is not locked. A Yellow marking in the collar, the hold open rod is not locked and a Green marking in the collar, the hold open rod is locked. A Red marking in the collar, the hold open rod is not locked and a Yellow marking in the collar, the hold open rod is locked.

2. When servicing the PDOS system make sure: The Fan cowls and T/R halves are closed before you fill the reservoir and the wing leading edges remain in last position before servicing. The Fan cowls and T/R halves are open before you fill the reservoir and deactivate the wing leading edges after servicing. The Fan cowls and T/R halves are closed before you fill the reservoir and deactivate the wing leading edges after servicing.

3. The Drains Collector Tank has the capacity to hold fuel for: One normal shutdown and then 3 failed starts. Two normal shutdown and then 2 failed starts. Three normal shutdown and then 1 failed starts.

4. The engine has 3 rotating assemblies using concentric shafts: (select correct answer). 1 stage LP compressor - driven by a 6 stages LP Turbine with the inner shaft, 6 stage IP compressor - driven by a 1 stage IP turbine with the intermediate shaft, 8 stage HP compressor - driven by a 1 stage HP turbine with the outher shaft. 1 stage LP compressor - driven by a 6 stages LP Turbine with the inner shaft. 6 stage IP compressor- driven by a 2 stago IP turbine with the intermediate shaft. 8 stage HP compressor - driven by a 1 stage hp turbine with the outher shaft. 1 stage LP compressor - driven by a 6 stages LP Turbine with the inner shaft 8 stage IP compressor- driven by a 1 stage IP turbine with the intermediate shaft, 6 stage HP compressor - driven by a 1 stage hp turbine with the outher shaft.

5. The compressor / turbine assemblies turn in these directions (looking forward): LP (N1) - counter clockwise. IP (N2) - clockwise HP (N3) - clockwise. LP (N1) — clockwise. IP (N2) - clockwise HP (N3) - counter clockwise. LP (N1) - counter clockwise IP (N2) - counter clockwise HP (N3) - clockwise.

6. The white spiral gives an indication of: The Vibration in LP compressor rotor. Control for EMCU. The movement of the LP compressor rotor during dim lighting condition.

7. The LP Pump gets fuel from airplane fuel supply, increase the fuel pressure and sends the fuel to: HP pump. Fuel / oil heat exchanger (FOHE). HMU.

8. The ENG FUEL FILTER L (R) message alert of impending filter blockage in: LP fuel filter differential pressure transducer on the downstream of the LP pump. HP fuel filter differential pressure transducer, upstream HMU. LP fuel filter differential pressure transducer on the body of the FOHE.

9. The HP pump are primary & secondary, these provides and support: The primary provides fuel to satisfy descent and hi power power settings, the secondary pump support the primary pump to provide more fuel for reverser and engine start. The primary provides fuel to provide more fuel for acceleration and high power satisfy idle and cruise power settings, the secondary pump satisfy idle and cruise power settings. The primary provides fuel to satisfy idle and cruise power settings, the secondary pump support the primary pump to provide more fuel for acceleration and high power.

10. The NRV change position (close or open), is cause for: The PDCV sense pressure change across the FMV as the throttle command changes. The FMV change position when sense pressure is high or low. The CSV sense pressure change across the PDCV as the throttle command changes.

11. In HMU, The EEC has to control over the CSV and PDCV when the HP fuel flow change. False. True.

12. The Thrust control malfunction accommodation (TCMA) is an automatic software function in: (REVISAR). The protection side of each EEC channel A or channel B. only on ground. The protection side of each EEC channel A or channel B. only during aproach. The protection side of each EEC channel A or channel B. during approach and landing.

13. The Reset signal for each channel in EEC change comes from: Fuel cutoff switch being moved to RUN. Engine Control Panel select start switch to START position. Fuel cutoff switch being moved to CUTOFF.

14. The TPR calculation is made for ECC and gets pressure in: P20 √T20 / P30 √T44. P30 √T42 / P20 √T24. P30 √TGT / P20 √T20.

15. There are 3 procedures to give power to go to the ECC: Fuel switch to RUN, Start switch to START, EEC MAIN selection on the MISC SYSTEM CTRLS page to TEST. Fuel switch to RUN, Start switch to NORMAL, EEC MAIN selection on the MISC SYSTEM CTRLS page to TEST. Fuel switch to RUN, Start switch to START, ECC control switch in ALTN position.

16. Status: Airplane: Airborne Phase of flight: Climb Status message: ENG EEC C1 L(R) to be shown. The Cause of this fault is: Failure of one element of the fuel temperature sensor. Failure of some Engine Vibration sensor. Failure of FMV via ECC channel Control.

17. The permanent magnet alternator (PMA) independently supplies the usual source of electricall power to the ECCwhen: N3 speed is > 6%. N2 speed is < 6%. N2 speed is > 6%.

18. The ECC also uses this air temperature to identify the effect of bad weather condition (such as heavy rain or hail) to prevent the engine flame out. This data is: T 30. T 44. T 25.

19. There are 3 ECC modes: Normal ECC mode sw in NORMAL shows, Soft alternate ECC mode sw in NORMAL and ALT light flashed, Hard alternate ECC mode sw manually unlatched out ALT shows. Normal ECC mode sw in NORMAL shows, Soft alternate ECC mode sw in NORMAL light flashed and ALT show, Hard alternate ECC mode sw manually unlatched out ALT shows. Normal ECC mode sw in NORMAL shows, Soft alternate ECC mode sw in NORMAL and ALT show, Hard alternate ECC mode sw manually unlatched out ALT shows.

20. The ECC in ALT mode thrust command are calculated from: Throttle resolver angle (TRA) and N1. P20 / T20 probe. P30 / P20signal.

21. The Engine Oil surface Coolers have Engine oil cooler Bypass Valve, If the oil is cool, the bypass valve: A- Open and most of the oil bypasses the surface coolers. B- Close to make all the oil flow through the coolers. C- The Engine Oil surface Coolers don't have Bypass valve.

22. The_____supplies oil quantity data to EICAS. EEC. ODS signal conditioner. MEDC.

23. For oil servicing procedures you must be: A- Wait at least 10 minutes after engine shutdown to do a check of oil quantity. B- Wait at least 30 minutes after engine shutdown to do a check of oil quantity. C- Wait at least 45 minutes after engine shutdown to do a check of oil quantity.

24. For oil servicing procedures, if it has been more than 6 hours since engine shutdown, you have: A- To Run the engine before you do a check of oil quantity. B- Make immediate service. C- Check oil quantity, and inform to Maintenance Control and give service in the destination airport.

25. Status: Airplane: On ground, Normal Start: Rh Engine, APU: Not available, 3 external power are available: 2 in fwd receptacle, 1 in aft receptacle During start: EEC monitors various start parameters, and follow progress of start at 46 % N2 the ECC: Stop the Dual ignition system, Stops torque command to the CMSC to maintain driving the VFSGs, Sends signal that the engine is running over CDN (Common Data Network), Release the Start switch back to the normal position. A- False. B- True.

26. Status: Airplane: In Flight N1: Send signal to EEC for Turbine Overspeed Each EEC channel receive the following information: N1 C1______N1 T1 N1 C3______N1 T3 N1 C2 N1 T2 Channel A N1 C4 N1 T4 Channel B. N1 C1______TCAF N1 C3______TCAF N1 C2 TCAR Channel A N1 C4 TCAR Channel B. N1 C1______ N1 C3______N1 N1 C2 N1 T2 Channel A N1 C4 N1 T4 Channel B.

27. Status: Airplane: In Flight N1 sensors: Send signal to EEC for Turbine Overspeed. A- HBV: OPEN VISV /VSV: CLOSE For protection: The EEC Energize the PRSOV in HMU to stop the fuel. HBV: CLOSE VISV /VSV: OPEN For protection: The EEC Energize the PRSOV in HMU to stop the fuel. HBV: OPEN VISV /VSV: CLOSE For Control: The EEC Energize the PRSOV in HMU to stop the fuel.

28. The 2 solenoid banks supply the high pressure servo (muscle) air that operates various valves, There is a pneumatic input connection on each solenoid bank that gets: 6th stage high pressure compressor (HP6) air. 6th Stage inter pressure compressor (IP6) air. 8th stage inter pressure compressor (IP8) air.

29. Status: Airplane: On Ground Both Engines: Running TRA: T/O When the engine operate a Higher speed the EEC send the signal to the solenoid bank and the following occurs: A- The EEC de-energize related SAS valve solenoid in Rh solenoid bank.. This opens the servo air supply to the SASV. Servo air then goes from stage 6 of the HP compressor (HP6) to the valve. This pneumatically operates the valve to the open position. -In this position HP3 compressor air used for cooling and sealing. B-The EEC energize related SAS valve solenoid in Rh solenoid bank. This close the servo air supply to the SASV. Servo air then goes from stage 6 of the HP compressor (HP6) to the valve. This pneumatically operates the valve to the open position. -In This position IP 8 compressor air used for cooling and sealing. C- The EEC de-energizes related SAS valve solenoid in Rh solenoid bank.. This closes the solenoids and stops the servo air supply to the SASV. The unwanted servo air then goes into the internal IP compressor airflow.. At the same time, HP air goes into the valve and close the valve. -In this position IP compressor air is used for cooling and sealing.

30. Status: Airplane: On Ground Both Engines: Running TRA: Idle. A- When the T/R is at 10 percent deployed, the EEC sends the REV to show on the EICAS. B- When the T/R is at 30 percent deployment, The EEC commands to energize and remove interlock and reverser lever restriction. C- When the T/R is more than 90 percent deployed, the EEC permits maximum reverse thrust power (maximum TR power is restricted to proximately 80 turbofan pressure ratio (TPR). The EEC sends the green REV to show on the EICAS. D- All of the above condition for T/R system are true.

Q2-5. In Low pressure compressor have a rubber point, the main purpose of this is: Start a white spiral mark on the black surface. Prevent ice on the point. Give an indication of vibration in. LP compressor spool.

Q2- 12. Which Fuel spray nozzle (FSN) open early for starting fuel flow pressure: All 18 FSN. 16 FSN (1 to 7, 9, 10, 11, 13 to 18). 2 FSN (8 and 12).

Q2- 13. The Thrust control malfunction accommodation (TCMA) is an automatic software function in: The protection side of each EEC channel A: N1C1 - N1C2 - N1T1 or channel B: N1C3 - N1C4 - N1T3. The protection side of each EEC channel A: N1C1 - N1C2 - TCAF or channel B: N1C3 - N1C4 - TCAR. The protection side of each EEC channel A: N1C1 - N1C2 - N1T2 or channel B: N1C3 - N1C4 - N1T4.

Q2- 23. The_____supllies the oil temperature, pressure, and filter condition to EICAS. MEDC. ODS signal conditioner. EEC.

Q2- 20. The ECC also uses this air temperature to identify the effect of bad weather condition (such as heavy rain or hail) to prevent the engine flame out. This data is: T30. T26. T25.

Q2- 21. The oil pump and pressure filter housing contains: A pressure pump element, 10 scavenge pump element, two pressure oil filter. Two pressure pump element, 10 scavenge pump element, two pressure oil filter. A pressure pump element, 10 scavenge pump element, pressure oil filter.

Q2- 25. Status: Airplane: on ground For maintenance check is necessary start the Lh Engine APU not available, 3 external power are available, 2 in forward receptacle, Is possible to Lh Main Engine Start?. A- It is not possible. B- The Lh main engine start is normal.

Q2- 30. The engine section stator (ESS) anti-ice valve controls warm air from: Stage 8 of the IP compressor (IP8) to the ESS distribution manifold. Stage 6 of the HP compressor (HP6) to the ESS distribution manifold. Stage 3 of the HP compressor (HP3) to the ESS distribution manifold.

Q2- 32. IP and HP Bleed Valves: At higher engine speeds, the EEC de-energizes the solenoids. -This closes the solenoids and stops the HP6 servo air to the bleed valves -Air from the engine compressors goes into each bleed valve to close the valve. False. True.

Q2- 31. The Left solenoid bank supplies the servo air that operates the: Related HP Bleed Valve (HP3,3) Related IP Bleed Valves (IP8,3)(IP8,4). Related HP Bleed Valve. (HP3,2) Related IP Bleed Valves (IP8,1) (IP8,4). Related HP Bleed Valve. (HP8,3) Related IP Bleed Valves (IP3,3)(IP3,4).