Engines

Question 1

Oil is pressurized by an engine driven oil pump.
The oil pressure varies directly as a function of N2 (core) rotation speed, aircraft altitude, engine position (left wing or right wing), oil quantity and oil viscosity.
The engine oil pump (and associated scavenge pump) is driven by the N2 rotor through the accessory gearbox.

Answer 1

Oil is pressurized by an engine driven oil pump.
The oil pressure varies directly as a function of N2 (core) rotation speed, aircraft altitude, engine position (left wing or right wing), oil quantity and oil viscosity.
The engine oil pump (and associated scavenge pump) is driven by the N2 rotor through the accessory gearbox.

Question 2

The oil pressure varies inversely as a function of altitude.
It is not uncommon to see a 20 psi drop in oil pressure when climbing from 20,000 feet to 43,000 feet.

Answer 2

The oil pressure varies inversely as a function of altitude.
It is not uncommon to see a 20 psi drop in oil pressure when climbing from 20,000 feet to 43,000 feet.

Question 3

The oil pressure varies inversely as a function of altitude.
It is not uncommon to see a 20 psi drop in oil pressure when climbing from 20,000 feet to 43,000 feet.

Answer 3

The oil pressure varies inversely as a function of altitude.
It is not uncommon to see a 20 psi drop in oil pressure when climbing from 20,000 feet to 43,000 feet.

Question 4

Additionally, oil that is pooled in the engine sump is not shown on the quantity indicator as it is below the quantity sensor.
Typically, if the oil has been serviced prior to engine start, the left engine will have 24 quarts and the right engine will have 23 quarts.

Answer 4

Additionally, oil that is pooled in the engine sump is not shown on the quantity indicator as it is below the quantity sensor.
Typically, if the oil has been serviced prior to engine start, the left engine will have 24 quarts and the right engine will have 23 quarts.

Question 5

Minimum oil for dispatch is

Answer 5

22 quarts

Question 6

During the start sequence, the oil quantity may drop 4 to 6 quarts. This oil “gulping” is normal. The quantity should return to normal within 3 to 5 minutes.
If the oil quantity does not read at least 17 quarts after the engines are stabilized, the system should be investigated.
Normal oil consumption rates are typically .4 to .6 quarts an hour per engine.

Answer 6

During the start sequence, the oil quantity may drop 4 to 6 quarts. This oil “gulping” is normal. The quantity should return to normal within 3 to 5 minutes.
If the oil quantity does not read at least 17 quarts after the engines are stabilized, the system should be investigated.
Normal oil consumption rates are typically .4 to .6 quarts an hour per engine.

Question 7

Notice the normal oil consumption rate.

On a 15 hour flight, an engine may consume 9 qts.

Answer 7

Notice the normal oil consumption rate.

On a 15 hour flight, an engine may consume 9 qts.

Question 8

There is no minimum oil quantity limit (no amber or red line limit); however, a low oil quantity causes automatic display of the secondary engine display and reverses the display indication to show black numbers on a white background.

Answer 8

There is no minimum oil quantity limit (no amber or red line limit); however, a low oil quantity causes automatic display of the secondary engine display and reverses the display indication to show black numbers on a white background.

Question 9

While there are no operating limitations for in-flight engine oil quantity, don’t forget the on ground limitations we described earlier in this module.

Answer 9

While there are no operating limitations for in-flight engine oil quantity, don’t forget the on ground limitations we described earlier in this module.

Question 10

There are no operating limitations for the engine oil quantity; therefore, there are no flight crew procedures based solely on a response to low oil quantity.
Note: If the scavenge pump is slow in returning oil from the 3 different sumps, a low oil quantity (from the tank sensor) will be observed on the EICAS oil quantity indicator. The “gulped oil” will normally return to the tank during descent or when the scavenge pump is able to keep pace with the pressure pump output.

Answer 10

There are no operating limitations for the engine oil quantity; therefore, there are no flight crew procedures based solely on a response to low oil quantity.
Note: If the scavenge pump is slow in returning oil from the 3 different sumps, a low oil quantity (from the tank sensor) will be observed on the EICAS oil quantity indicator. The “gulped oil” will normally return to the tank during descent or when the scavenge pump is able to keep pace with the pressure pump output.

Question 11

The Fuel Control switches have 2 positions.
With a Fuel Control switch in CUTOFF; the associated fuel valves are closed, the ignitors are not armed, and the Fire switch is unlocked.

Answer 11

The Fuel Control switches have 2 positions.
With a Fuel Control switch in CUTOFF; the associated fuel valves are closed, the ignitors are not armed, and the Fire switch is unlocked.

Question 12

The Electronic Engine Control (EEC) Mode Switch has two positions.
The NORM position selects the normal control mode and the EEC sets engine thrust by using N1 RPM as the controlling parameter.

Answer 12

The Electronic Engine Control (EEC) Mode Switch has two positions.
The NORM position selects the normal control mode and the EEC sets engine thrust by using N1 RPM as the controlling parameter.

Question 13

If the EEC switch is selected off, ALTN is visible in the switch.
The alternate engine control mode is engaged and (like in the Normal mode) thrust is set using N1 RPM as the controlling parameter.

Answer 13

If the EEC switch is selected off, ALTN is visible in the switch.
The alternate engine control mode is engaged and (like in the Normal mode) thrust is set using N1 RPM as the controlling parameter.

Question 14

The amber EEC Alternate (ALTN) light illuminates if the alternate control mode is automatically selected as a result of normal mode failure, or manually selected.

Answer 14

The amber EEC Alternate (ALTN) light illuminates if the alternate control mode is automatically selected as a result of normal mode failure, or manually selected.

Question 15

Here are the conditions: The Automatic continuous ignition operates if low N2 is detected and also if PS3 compressor discharge pressure drops below a preset level. Next…

Answer 15

Here are the conditions: The Automatic continuous ignition operates if low N2 is detected and also if PS3 compressor discharge pressure drops below a preset level. Next…

Question 16

For an Autostart, you’ll move this switch to START and immediately move the Fuel Control switch to RUN; and the ignition and fuel are automatically introduced.

For a Manual Start, you’ll move this switch to START and then will move the Fuel Control switch to RUN at Maximum Motoring N2.
Therefore, you will manually control the introduction of ignition and fuel for a Manual Start.

Answer 16

For an Autostart, you’ll move this switch to START and immediately move the Fuel Control switch to RUN; and the ignition and fuel are automatically introduced.

For a Manual Start, you’ll move this switch to START and then will move the Fuel Control switch to RUN at Maximum Motoring N2.
Therefore, you will manually control the introduction of ignition and fuel for a Manual Start.

Question 17

In the CONtinuous position, both ignitors operate continuously in flight, or on the ground above 60% N1 with takeoff flaps set (if the FUEL CONTROL switch is in RUN).

Answer 17

In the CONtinuous position, both ignitors operate continuously in flight, or on the ground above 60% N1 with takeoff flaps set (if the FUEL CONTROL switch is in RUN).

Question 18

The 2 position AUTOSTART switch is normally in the ON position to arm the Autostart system.
If the switch is selected to OFF, the amber OFF light illuminates, the Autostart system is disabled and the engine start is manually performed by the crew.

Answer 18

The 2 position AUTOSTART switch is normally in the ON position to arm the Autostart system.
If the switch is selected to OFF, the amber OFF light illuminates, the Autostart system is disabled and the engine start is manually performed by the crew.

Question 19

Note that an EICAS message also displays when the AUTOSTART switch is selected to OFF.

Answer 19

Note that an EICAS message also displays when the AUTOSTART switch is selected to OFF.

Question 20

The Engine Fire switches are normally locked in the down position.
A switch may be manually unlocked by pressing the lock down, or is automatically unlocked when the Fuel Control switch is in CUTOFF or a fire is detected.

Answer 20

The Engine Fire switches are normally locked in the down position.
A switch may be manually unlocked by pressing the lock down, or is automatically unlocked when the Fuel Control switch is in CUTOFF or a fire is detected.

Question 21

ENG FIRE SWITCH PULLED OUT:

• Arms both engine fire extinguishers
• Closes the associated engine and spar fuel valves
• Closes the associated engine bleed air valves
• Trips the associated engine generator field and generator breaker
• Shuts off hydraulic fluid to the associated engine-driven hydraulic pump
• Depressurizes the associated engine-driven hydraulic pump
• Removes power from the thrust reverser isolation valve.

Answer 21

ENG FIRE SWITCH PULLED OUT:

• Arms both engine fire extinguishers
• Closes the associated engine and spar fuel valves
• Closes the associated engine bleed air valves
• Trips the associated engine generator field and generator breaker
• Shuts off hydraulic fluid to the associated engine-driven hydraulic pump
• Depressurizes the associated engine-driven hydraulic pump
• Removes power from the thrust reverser isolation valve.

Question 22

The Secondary engine indications consist of N2, fuel flow, oil pressure, oil temperature, oil quantity, and engine vibration.
The secondary engine indications can be displayed on the operating MFD by pushing the ENG switch on the Display Select Panel (DSP). Normally the lower center DU is used.

Answer 22

The Secondary engine indications consist of N2, fuel flow, oil pressure, oil temperature, oil quantity, and engine vibration.
The secondary engine indications can be displayed on the operating MFD by pushing the ENG switch on the Display Select Panel (DSP). Normally the lower center DU is used.

Question 23

Following a display due to any of these conditions, the secondary engine indications cannot be cleared until the condition is no longer present.
Once the condition is no longer present, the secondary engine parameters can be cleared by pushing the ENG switch on the DSP.

Answer 23

Following a display due to any of these conditions, the secondary engine indications cannot be cleared until the condition is no longer present.
Once the condition is no longer present, the secondary engine parameters can be cleared by pushing the ENG switch on the DSP.

Question 24

EGT indications are inhibited from changing to amber during takeoff or go-around for five minutes.

Answer 24

EGT indications are inhibited from changing to amber during takeoff or go-around for five minutes.

Question 25

If an N1, N2, or EGT red line is exceeded, the box enclosing the digital readout remains red after the exceeded limit returns to the normal range.
Although the box remains red, the digital indication changes color back to white when the value returns to the normal operating range.
The red box color can be canceled to back to white or recalled to red by pushing the cancel/recall switch on the display select panel.

Answer 25

If an N1, N2, or EGT red line is exceeded, the box enclosing the digital readout remains red after the exceeded limit returns to the normal range.
Although the box remains red, the digital indication changes color back to white when the value returns to the normal operating range.
The red box color can be canceled to back to white or recalled to red by pushing the cancel/recall switch on the display select panel.

Question 26

For high engine vibration, the vibration digital readout changes to black text on a white background when the vibration display exceeds 4.0 units.

Answer 26

For high engine vibration, the vibration digital readout changes to black text on a white background when the vibration display exceeds 4.0 units.

Question 27

Compact Format Display Conditions

• Secondary engine display is automatically selected, and the lower multifunction display is failed,unpowered, or is occupied.
• Secondary engine display is manually selected to the lower center MFD and the lower MFD is failed, unpowered, or occupied with EICAS.

Answer 27

Compact Format Display Conditions

• Secondary engine display is automatically selected, and the lower multifunction display is failed,unpowered, or is occupied.
• Secondary engine display is manually selected to the lower center MFD and the lower MFD is failed, unpowered, or occupied with EICAS.

Question 28

If an amber or red line parameter for a digital indication is exceeded, the digital indication changes color to amber or red (as does the box that appears around the N2 indication for a red line exceedance). If the N2 red line is exceeded, the red color of the box around the digital indication can be returned to white (if the exceeded parameter has returned to normal) by pushing the display select panel CANCEL/RECALL switch.

Answer 28

If an amber or red line parameter for a digital indication is exceeded, the digital indication changes color to amber or red (as does the box that appears around the N2 indication for a red line exceedance). If the N2 red line is exceeded, the red color of the box around the digital indication can be returned to white (if the exceeded parameter has returned to normal) by pushing the display select panel CANCEL/RECALL switch.

Question 29

The START/IGNITION selectors control the starter air valves.

Answer 29

The START/IGNITION selectors control the starter air valves.

Question 30

Ignition and fuel flow are controlled through the FUEL CONTROL switches.

Answer 30

Ignition and fuel flow are controlled through the FUEL CONTROL switches.

Question 31

With the AUTOSTART switch ON, the autostart sequence is initiated by rotating the START/IGNITION selector to START and moving the FUEL CONTROL switch to RUN.
Autostart allows the EEC to control fuel and ignition and automatically abort the start for certain malfunctions.

Answer 31

With the AUTOSTART switch ON, the autostart sequence is initiated by rotating the START/IGNITION selector to START and moving the FUEL CONTROL switch to RUN.
Autostart allows the EEC to control fuel and ignition and automatically abort the start for certain malfunctions.

Question 32

The START/IGNITION selector opens the starter air valve to begin dry motoring the engine.
Moving the FUEL CONTROL switch to RUN opens the Spar Fuel Valve, but not the Engine Fuel Valve.
The proper sequencing of fuel and ignition is controlled by the autostart system.

Answer 32

The START/IGNITION selector opens the starter air valve to begin dry motoring the engine.
Moving the FUEL CONTROL switch to RUN opens the Spar Fuel Valve, but not the Engine Fuel Valve.
The proper sequencing of fuel and ignition is controlled by the autostart system.

Question 33

Auto start Abort for

• Hot start
• Hung start
• No EGT rise
• Compressor stall
• No N1 rotation
• Insufficient air pressure for starter operation
• Starter shaft failure
• Start time exceeds the starter duty cycle timer.

Answer 33

• Hot start
• Hung start
• No EGT rise
• Compressor stall
• No N1 rotation
• Insufficient air pressure for starter operation
• Starter shaft failure
• Start time exceeds the starter duty cycle timer.

Question 34

During ground start, the autostart system monitors engine parameters and will abort the start for any of the malfunctions shown here:
Note: The autostart system does not monitor oil pressure and temperature.

Answer 34

During ground start, the autostart system monitors engine parameters and will abort the start for any of the malfunctions shown here:
Note: The autostart system does not monitor oil pressure and temperature.

Question 35

If one of the start abort malfunctions is detected, the EEC turns off fuel and ignition and continues to motor the engine for 6 or 30 seconds depending on the detected condition, before making a second start attempt.
The second attempt uses both ignitors.

Answer 35

If one of the start abort malfunctions is detected, the EEC turns off fuel and ignition and continues to motor the engine for 6 or 30 seconds depending on the detected condition, before making a second start attempt.
The second attempt uses both ignitors.

Question 36

On the ground, the autostart system will automatically attempt a second start attempt for certain start malfunctions. ( Hot start, Hung start, No EGT rise and Compressor stall)
Note: On the ground, autostart does not attempt a second start if there is no N1 rotation, insufficient air pressure, the starter shaft fails, or the start time exceeds the starter duty cycle.

Answer 36

On the ground, the autostart system will automatically attempt a second start attempt for certain start malfunctions. ( Hot start, Hung start, No EGT rise and Compressor stall)
Note: On the ground, autostart does not attempt a second start if there is no N1 rotation, insufficient air pressure, the starter shaft fails, or the start time exceeds the starter duty cycle.

Question 37

GE90-115BL Differences
On the ground, autostart does not attempt a second or third start if there is no N1 rotation, insufficient air pressure, the starter shaft fails, the EGT exceeds the red line limit, or the start time exceeds the starter duty cycle.

Answer 37

GE90-115BL Differences
On the ground, autostart does not attempt a second or third start if there is no N1 rotation, insufficient air pressure, the starter shaft fails, the EGT exceeds the red line limit, or the start time exceeds the starter duty cycle.

Question 38

• Hot start
• Hung start
• No EGT rise
• Compressor stall
• No N1 rotation
• Insufficient air pressure for starter operation
• Starter shaft failure
• Start time exceeds the starter duty cycle timer.

Answer 38

• Hot start
• Hung start
• No EGT rise
• Compressor stall
• No N1 rotation
• Insufficient air pressure for starter operation
• Starter shaft failure
• Start time exceeds the starter duty cycle timer.

Question 39

On the ground, if the third attempt fails, the EEC aborts the autostart. Fuel and ignition are shut off, and the engine is motored to clear residual fuel.
The starter air valve then closes and the START/IGNITION selector returns to the NORM position.
The EICAS caution message ENG AUTOSTART (L or R) is displayed.

Answer 39

On the ground, if the third attempt fails, the EEC aborts the autostart. Fuel and ignition are shut off, and the engine is motored to clear residual fuel.
The starter air valve then closes and the START/IGNITION selector returns to the NORM position.
The EICAS caution message ENG AUTOSTART (L or R) is displayed.

Question 40

Note: For in-flight starts, the autostart system discontinues the start temporarily only if a preset EGT between the start and takeoff EGT is reached, or a hung start is detected.
Autostart takes corrective action if some start problems are detected, but does not abort the start.

Answer 40

Note: For in-flight starts, the autostart system discontinues the start temporarily only if a preset EGT between the start and takeoff EGT is reached, or a hung start is detected.
Autostart takes corrective action if some start problems are detected, but does not abort the start.

Question 41

Whenever the AUTOSTART switch is selected OFF, the EICAS advisory message ENG AUTOSTART OFF is displayed and the AUTOSTART switch OFF light illuminates.

Answer 41

Whenever the AUTOSTART switch is selected OFF, the EICAS advisory message ENG AUTOSTART OFF is displayed and the AUTOSTART switch OFF light illuminates.

Question 42

The AUTOSTART switch must be OFF to accomplish a manual start.
The manual start is initiated by rotating the START/IGNITION selector to START.
Ignition and fuel are provided as soon as the FUEL CONTROL switch is positioned to RUN.
The pilot monitors the start process and aborts the start manually if necessary.

Answer 42

The AUTOSTART switch must be OFF to accomplish a manual start.
The manual start is initiated by rotating the START/IGNITION selector to START.
Ignition and fuel are provided as soon as the FUEL CONTROL switch is positioned to RUN.
The pilot monitors the start process and aborts the start manually if necessary.

Question 43

In-flight start envelope information is displayed on the EICAS display when an engine is not running in flight (N2 RPM below idle RPM) or when an engine is shut down in flight and the respective engine fire switch is not pulled.
The In-flight start envelope indicates the airspeed range necessary to ensure an in-flight start at the current flight level.

Answer 43

In-flight start envelope information is displayed on the EICAS display when an engine is not running in flight (N2 RPM below idle RPM) or when an engine is shut down in flight and the respective engine fire switch is not pulled.
The In-flight start envelope indicates the airspeed range necessary to ensure an in-flight start at the current flight level.

Question 44

Secondary engine indications are also displayed automatically when a FUEL CONTROL switch is moved to CUTOFF in flight or if N2 RPM goes below idle RPM while in flight.

Answer 44

Secondary engine indications are also displayed automatically when a FUEL CONTROL switch is moved to CUTOFF in flight or if N2 RPM goes below idle RPM while in flight.

Question 45

A XBLD start indication is displayed next to the N2 indication if airspeed is below that recommended for a windmilling start.

Answer 45

A XBLD start indication is displayed next to the N2 indication if airspeed is below that recommended for a windmilling start.

Question 46

For In-flight starts, autostart makes continuous start attempts until the engine either starts or the pilot aborts the start attempt by selecting the FUEL CONTROL switch to CUTOFF (and positioning the start switch to NORM if it was a starter assisted crossbleed start).

Answer 46

For In-flight starts, autostart makes continuous start attempts until the engine either starts or the pilot aborts the start attempt by selecting the FUEL CONTROL switch to CUTOFF (and positioning the start switch to NORM if it was a starter assisted crossbleed start).

Question 47

The EEC automatically selects the appropriate ignitor(s).
While the EEC alternates ignitors for successive engine ground starts, both ignitors are always used for In-flight starts and also for the second and third autostart attempts on the ground.
Main AC power is the normal power source for ignition. Standby AC power provides a backup source.

Answer 47

The EEC automatically selects the appropriate ignitor(s).
While the EEC alternates ignitors for successive engine ground starts, both ignitors are always used for In-flight starts and also for the second and third autostart attempts on the ground.
Main AC power is the normal power source for ignition. Standby AC power provides a backup source.

Question 48

An auto-relight capability is provided for flameout protection.
A flameout is detected when a rapid decrease in N2 occurs, or N2 is less than idle RPM.
Whenever the EEC detects an engine flameout, both ignitors are activated to provide auto-relight.

Answer 48

An auto-relight capability is provided for flameout protection.
A flameout is detected when a rapid decrease in N2 occurs, or N2 is less than idle RPM.
Whenever the EEC detects an engine flameout, both ignitors are activated to provide auto-relight.

Question 49

Each EEC has full authority over engine operation.
The EEC uses thrust lever inputs to automatically control forward thrust and reverse thrust.
The EEC has two control modes: normal and alternate.
In both normal and alternate modes, the EEC uses N1 RPM as the parameter for setting thrust.

Answer 49

Each EEC has full authority over engine operation.
The EEC uses thrust lever inputs to automatically control forward thrust and reverse thrust.
The EEC has two control modes: normal and alternate.
In both normal and alternate modes, the EEC uses N1 RPM as the parameter for setting thrust.

Question 50

Maximum N1 represents the maximum rated thrust available from the engine.
The EEC continuously computes maximum N1.
Maximum rated thrust is available in any phase of flight by moving the thrust levers to the full forward positions.

Answer 50

Maximum N1 represents the maximum rated thrust available from the engine.
The EEC continuously computes maximum N1.
Maximum rated thrust is available in any phase of flight by moving the thrust levers to the full forward positions.

Question 51

AMBER LINE:
The amber line on the N1 displays show the maximum rated thrust available.

With the EEC operating in the NORMAL mode, you cannot exceed this limit even with the thrust levers full forward.

GREEN BUG and Digital Readout:
The green bug and digital readout display the computed thrust limit for the current thrust limit mode (CRZ in this example).
The bug displays magenta when it is a target value (VNAV engaged and ATS mode of THR or THR REF engaged).

The amber line represents the maximum rated thrust setting.

Answer 51

AMBER LINE:
The amber line on the N1 displays show the maximum rated thrust available.

With the EEC operating in the NORMAL mode, you cannot exceed this limit even with the thrust levers full forward.

GREEN BUG and Digital Readout:
The green bug and digital readout display the computed thrust limit for the current thrust limit mode (CRZ in this example).
The bug displays magenta when it is a target value (VNAV engaged and ATS mode of THR or THR REF engaged).

The amber line represents the maximum rated thrust setting.

Question 52

If the required signals are not available to operate in the normal mode, the EEC automatically uses the alternate mode.
In the alternate mode, the EEC schedules N1 as a function of thrust lever position.
The alternate mode provides soft and hard levels of control.

Answer 52

If the required signals are not available to operate in the normal mode, the EEC automatically uses the alternate mode.
In the alternate mode, the EEC schedules N1 as a function of thrust lever position.
The alternate mode provides soft and hard levels of control.

Question 53

Soft - When the EEC automatically switches an engine to the alternate mode and the EEC mode switch remains in NORMAL, the EEC is in the soft alternate mode (the switch position is NORMAL, the EEC mode is alternate).
At a fixed thrust lever position, thrust does not change.

Answer 53

Soft - When the EEC automatically switches an engine to the alternate mode and the EEC mode switch remains in NORMAL, the EEC is in the soft alternate mode (the switch position is NORMAL, the EEC mode is alternate).
At a fixed thrust lever position, thrust does not change.

Question 54

The autothrottles remain engaged whenever the EEC automatically switches to the alternate mode.
The alternate mode N1 reference/target values are computed by the FMC.
Note: Autothrottles remain engaged in the soft or hard alternate mode.

Answer 54

The autothrottles remain engaged whenever the EEC automatically switches to the alternate mode.
The alternate mode N1 reference/target values are computed by the FMC.
Note: Autothrottles remain engaged in the soft or hard alternate mode.

Question 55

· Hard - When ALTERNATE is manually selected on an EEC mode switch, that engine is switched to the hard alternate mode (the switch position is ALTERNATE, the EEC mode is alternate).
Reference and target N1, and maximum and commanded N1 values are displayed on the N1 indication during the hard alternate mode.
Thrust may change to set the commanded N1 when ALTERNATE is manually selected.

Answer 55

· Hard - When ALTERNATE is manually selected on an EEC mode switch, that engine is switched to the hard alternate mode (the switch position is ALTERNATE, the EEC mode is alternate).
Reference and target N1, and maximum and commanded N1 values are displayed on the N1 indication during the hard alternate mode.
Thrust may change to set the commanded N1 when ALTERNATE is manually selected.

Question 56

For the normal, soft alternate, and hard alternate modes:

- actual, command, reference/target, maximum, and red line N1 information is displayed.

Answer 56

For the normal, soft alternate, and hard alternate modes:

- actual, command, reference/target, maximum, and red line N1 information is displayed.

Question 57

Automatic reversion or manual selection to the alternate mode is indicated by the EICAS advisory message ENG EEC MODE (L, R) and illumination of the EEC alternate light on the associated EEC mode switch.
Selecting the alternate mode on both engines eliminates thrust lever stagger at equal thrust settings, or asymmetric thrust when the thrust levers are operated together.

Answer 57

Automatic reversion or manual selection to the alternate mode is indicated by the EICAS advisory message ENG EEC MODE (L, R) and illumination of the EEC alternate light on the associated EEC mode switch.
Selecting the alternate mode on both engines eliminates thrust lever stagger at equal thrust settings, or asymmetric thrust when the thrust levers are operated together.

Question 58

The alternate mode schedule (N1 schedule) provides equal or greater thrust than the normal mode for the same thrust lever position.
Thrust protection is not provided in the alternate mode and maximum rated thrust is reached at a thrust lever position less than full forward.
As a result, thrust overboost can occur at full forward thrust lever positions.

Answer 58

The alternate mode schedule (N1 schedule) provides equal or greater thrust than the normal mode for the same thrust lever position.
Thrust protection is not provided in the alternate mode and maximum rated thrust is reached at a thrust lever position less than full forward.
As a result, thrust overboost can occur at full forward thrust lever positions.

Question 59

The EICAS caution message ENG LIMIT PROT (L, R) is displayed if the thrust lever position commands an N1 greater than the maximum rated thrust (maximum N1).
N1 and N2 red line protection is still available in the alternate control mode.

Answer 59

The EICAS caution message ENG LIMIT PROT (L, R) is displayed if the thrust lever position commands an N1 greater than the maximum rated thrust (maximum N1).
N1 and N2 red line protection is still available in the alternate control mode.

Question 60

The EEC also provides N1 and N2 red line overspeed protection in both normal and alternate modes.
If N1 or N2 approaches overspeed, the EEC commands reduced fuel flow.
The EICAS advisory message ENG RPM LIMITED (L or R) is provided when overspeed protection is provided.

Answer 60

The EEC also provides N1 and N2 red line overspeed protection in both normal and alternate modes.
If N1 or N2 approaches overspeed, the EEC commands reduced fuel flow.
The EICAS advisory message ENG RPM LIMITED (L or R) is provided when overspeed protection is provided.

Question 61

The EEC selects minimum idle or approach idle automatically.
Minimum idle is a lower thrust than approach idle.
Approach idle is selected in flight for any of these conditions:
· Engine anti-ice is ON, The flaps are commanded to 25 or greater, One hyd. system air-driven demand pump is inoperative, and the flaps are out of the UP position, or The opposite engine bleed air valve is closed.

Answer 61

The EEC selects minimum idle or approach idle automatically.
Minimum idle is a lower thrust than approach idle.
Approach idle is selected in flight for any of these conditions:
· Engine anti-ice is ON, The flaps are commanded to 25 or greater, One hyd. system air-driven demand pump is inoperative, and the flaps are out of the UP position, or The opposite engine bleed air valve is closed.

Question 62

· An aural alert - Engine Fail (one time)
· Illumination of the MASTER WARNING lights, and
· The PFD time critical warning message ENG FAIL.
The time critical warning is annunciated when the engine produces less than commanded thrust and the airplane is above 65 knots to slightly below V1.

Answer 62

· An aural alert - Engine Fail (one time)
· Illumination of the MASTER WARNING lights, and
· The PFD time critical warning message ENG FAIL.
The time critical warning is annunciated when the engine produces less than commanded thrust and the airplane is above 65 knots to slightly below V1.

Question 63

The caution alert consists of:
· The caution beeper
· Illumination of the MASTER CAUTION lights, and
· An EICAS caution message ENG FAIL (L or R) or ENG THRUST (L or R).

Answer 63

The caution alert consists of:
· The caution beeper
· Illumination of the MASTER CAUTION lights, and
· An EICAS caution message ENG FAIL (L or R) or ENG THRUST (L or R).

Question 64

The EICAS caution message ENG FAIL (L or R) is displayed whenever an engine unexpectedly decelerates below idle speed.
The message remains displayed until the engine recovers or the fuel control switch is moved to CUTOFF.

Answer 64

The EICAS caution message ENG FAIL (L or R) is displayed whenever an engine unexpectedly decelerates below idle speed.
The message remains displayed until the engine recovers or the fuel control switch is moved to CUTOFF.

Question 65

When the N2 drops below idle, the ignition automatically comes on as a feature of the auto-relight system.

If the engine recovers, the EICAS caution message is removed.

If the engine does not recover, the crew will move the Fuel Control switch to CUTOFF as part of the precautionary engine shutdown non-normal.

When the Fuel Control switch is moved to CUTOFF, the inflight start envelope appears in magenta..

FL 300 270-330 KTS

Answer 65

When the N2 drops below idle, the ignition automatically comes on as a feature of the auto-relight system.

If the engine recovers, the EICAS caution message is removed.

If the engine does not recover, the crew will move the Fuel Control switch to CUTOFF as part of the precautionary engine shutdown non-normal.

When the Fuel Control switch is moved to CUTOFF, the inflight start envelope appears in magenta..

FL 300 270-330 KTS

Question 66

The EICAS caution message ENG THRUST (L or R) is displayed if:
· A significant difference between actual and commanded thrust is detected
· The actual thrust is not increasing towards the commanded thrust, and airspeed is V1 or higher.

Answer 66

The EICAS caution message ENG THRUST (L or R) is displayed if:
· A significant difference between actual and commanded thrust is detected
· The actual thrust is not increasing towards the commanded thrust, and airspeed is V1 or higher.

Question 67

The EEC inhibits reverser isolation valve actuation and reverser deployment unless the airplane is on the ground with the engine running.
The EECs also control thrust limits during reverser operation.

Answer 67

The EEC inhibits reverser isolation valve actuation and reverser deployment unless the airplane is on the ground with the engine running.
The EECs also control thrust limits during reverser operation.

Question 68

When the reverse thrust levers are pulled aft to the interlock position:
· The autothrottle disengages.
· The auto speedbrakes deploy.

Answer 68

When the reverse thrust levers are pulled aft to the interlock position:
· The autothrottle disengages.
· The auto speedbrakes deploy.

Question 69

In general, airframe vibrations can best be reduced by descending and reducing airspeed.

Answer 69

In general, airframe vibrations can best be reduced by descending and reducing airspeed.

Question 70

However, if after descending and reducing airspeed, the existing vibration level is unacceptable, and if it is impractical to further reduce airspeed, the vibration level may be reduced to a previous, lower level by a slight increase in airspeed.

Answer 70

However, if after descending and reducing airspeed, the existing vibration level is unacceptable, and if it is impractical to further reduce airspeed, the vibration level may be reduced to a previous, lower level by a slight increase in airspeed.