Engine

Question 1

An engine flameout can be due to many reasons, for example:

Answer 1

‐ Fuel starvation ‐ Encounter with volcanic ash, sand or dust clouds ‐ Heavy rain, hail, or icing ‐ Bird strike ‐ Engine stall ‐ Engine control system malfunction.

Question 2

The flight crew can detect an engine flameout without damage by

Answer 2

a rapid decrease of EPR/N1, N2, N3, EGT and FF.

Question 3

The flight crew can suspect engine damage, if the flight crew observes two or more of the following symptoms:

Answer 3

‐ Rapid increase of the EGT above the red line ‐ Important mismatch of the rotor speeds, or absence of rotation ‐ Significant increase of aircraft vibrations, or buffeting, or both vibrations and buffeting ‐ Hydraulic system loss ‐ Repeated, or not controllable engine stalls.

Question 4

An engine stall can be due to any of the following reasons:

Answer 4

‐ An engine degradation (e.g. compressor blade rupture, or high wear) ‐ Ingestion of foreign objects (e.g. birds), or ice ‐ A malfunction of the bleed system ‐ A malfunction of the engine controls (e.g. fuel scheduling, or stall protection devices) ‐ A significant disturbance of the airflow (e.g. due to wake turbulence, non-appropriate use of the thrust reverser after landing, or lightning strike).

Question 5

Engine vibrations are usually caused by an imbalance of the engine that can be due to many reasons such as:

Answer 5

‐ A deformation of one or several blades due to Foreign Object Damage (FOD), or a bird strike ‐ A rupture or a loss of one or several blades ‐ An internal engine failure (e.g. engine stall) ‐ A fan icing

Question 6

The engines are turbofan engines that have:

Answer 6

• A high bypass ratio, ‐ A Full Authority Digital Engine Control (FADEC), ‐ A fuel system, ‐ An oil system, ‐ An air system, ‐ A thrust reverser system, ‐ An ignition system and a start system.

Question 7

The engine has: ‐ Two compressor turbine assemblies:

Answer 7

• The Low Pressure (LP) compressor turbine assembly, • The High Pressure (HP) compressor turbine assembly.

Question 8

The engine operates as follows:

Answer 8

1.The LP compressor, compresses the air. 2.Then, the air is divided into two flows: ‐ Most of the air flows out of the core engine, and provides most of the engine thrust. ‐ The remaining air enters the core engine. 3.The HP compressor compresses the air that enters the core engine. 4.The fuel is added to and mixed with the compressed air of the core engine. The mixture is ignited in the combustion chamber. 5.The gas that results from combustion drives the HP and the LP turbines.

Question 9

The rotation speed of the fan provides the

Answer 9

N1 engine parameter.

Question 10

The rotation speed of the HP rotor provides the

Answer 10

N2 engine parameter.

Question 11

The FADEC uses:

Answer 11

‐ The N1 engine parameter to compute the applicable engine thrust, ‐ The N1 and N2 engine parameters for engine control and monitoring.

Question 12

The LP compressor turbine assembly has:

Answer 12

‐ One LP compressor, ‐ L2 One LP shaft, ‐ L1 One LP turbine.

Question 13

The LP compressor has a fan and

Answer 13

3 stages, and the LP turbine has 7 stages.

Question 14

The HP compressor turbine assembly has:

Answer 14

‐ One HP compressor, ‐ L2 One HP shaft, ‐ L1 One HP turbine.

Question 15

The HP compressor has

Answer 15

10 stages, and the HP turbine has 2 stages.

Question 16

The accessory gearbox of each engine operates: ‐

Answer 16

The oil feed pump that provides the oil system with oil. ‐ The main engine fuel pump that provides the combustion chamber with fuel. ‐ The engine-driven hydraulic pumps that pressurize the GREEN and the YELLOW hydraulic systems. ‐ The engine-driven generators that are the primary source of electrical power. ‐ The FADEC alternator that provides the FADEC with electrical power. ‐ The pneumatic starter that enables the engine start.

Question 17

FADEC is a

Answer 17

digital control system that performs complete engine management.

Question 18

The Engine Interface Unit (EIU) transmits to FADEC

Answer 18

the data it uses for engine management.

Question 19

The FADEC has the following three idle modes :

Answer 19

Minimum idle, Approach idle, Reverse idle

Question 20

At the FLX/MCT detent, when TOGA was previously set in the case of soft go-around, the thrust target is one of the following:

Answer 20

‐ The thrust to target a vertical speed of approximately 2 300 ft/min, or ‐ The maximum thrust (TOGA) if the 2 300 ft/min target cannot be reached.

Question 21

The air bleed system of the engines uses the air for:

Answer 21

‐ The cooling of the engine compartment and the turbines ‐ The engine stability ‐ The engine start and the booster ice protection.

Question 22

The FADEC automatically limits the thrust to IDLE if it detects

Answer 22

an inadvertent deployment of the thrust reversers.

Question 23

On ground: During an automatic start: ‐ If the first attempt fails, the FADEC

Answer 23

automatically initiates a new start attempt with the same igniter energized ‐ If the second start attempt fails, the FADEC automatically initiates a third start attempt with both igniters energized.

Question 24

On ground: Manual start: • During a manual start

Answer 24

both igniters are supplied, when the ENG MASTER lever is ON • Both igniters are cut off when N2 reaches approximately 55 %.

Question 25

In case of start attempt in flight, when the ENG MASTER lever is ON,

Answer 25

both igniters are supplied.

Question 26

PROTECTION The FADEC: ‐ Detects a failed light up, an

Answer 26

EGT overlimit, a stall, a hot start, a starter time exceeded, a low start air pressure, a failed bowed rotor protection, a thrust lever not at idle and a starter shaft shear