Mod 4

About this deck

This deck includes 111 flashcards covering fire protection, apu fire, fire detection, and related concepts. Use it to review key Computer Science ideas, focus on weak cards, and prepare for your exam with StudyLess.

1. 01

   Cargo compartment fire suppression system: A318/A319/A320 vs A321

   A318/A319/A320: One fire bottle, discharges through one nozzle in FWD and two in AFT. A321: Discharges through two nozzles in FWD and three in AFT.

2. 02

   Avionics smoke detection and electrical configuration

   If GEN 1 P/B is OFF, RAT deployed, and GEN 2 not supplying, the A/C enters EMERGENCY ELECTRICAL CONFIGURATION.

3. 03

   Engine fire annunciator light behavior

   The pedestal mounted red fire annunciator light extinguishes ONLY when the fire warning no longer exists.

4. 04

   Aft cargo compartment smoke detector test

   A satisfactory test consists of TWO COMPLETE CYCLES with associated warnings.

5. 05

   APU compartment fire warnings for ground personnel

   Yes, the external fire warning horn will sound and the APU red fire light will illuminate.

6. 06

   Systems affected by pushing the guarded red ENG FIRE P/B

   Both FUEL, AIR, ELECTRIC POWER, and HYDRAULIC POWER are affected.

7. 07

   APU fire protection availability on battery power (ground)

   Yes, the APU will initiate an auto shutdown and discharge the extinguishing agent.

8. 08

   Fire protection subsystems

   Detection and Extinguishing.

9. 09

   Engine fire detector locations

   Fan, Core, Pylon.

10. 10

    Number of fire bottles per engine

    2 each engine.

11. 11

    Number of fire loops per engine

    2 fire loops A/B.

12. 12

    APU fire protection system components

    1 fire extinguishing bottle, 2 fire loops.

13. 13

    Location of A321 fire extinguishing bottle (FWD cargo)

    FWD cargo compartment RH side, with 2 nozzles.

14. 14

    Location of A321 fire extinguishing bottle (AFT cargo)

    AFT cargo compartment, with 3 nozzles.

15. 15

    Primary extinguishing agent in modern aircraft engine and APU fire bottles

    Halon 1301.

16. 16

    Function of a 'squib' in a fire extinguishing system

    To rupture the frangible disk and release the agent.

17. 17

    Squib test for engine 1/2

    5VAC passes through the fire extinguishing bottle.

18. 18

    Engine fire protection summary

    2 loops and 3 detector elements (pylon, core, fan); 2 fire bottles at pylon; system supplied by electrical power from the DC system.

19. 19

    APU fire protection summary

    2 loops, single detector element; 1 fire extinguisher bottle at aft fuselage fwd of APU firewall; automatic extinguishing triggered by APU fire loop 'A'.

20. 20

    Fire detection logic: Normal state

    Integrity switch closed, alarm switch open.

21. 21

    Fire detection logic: Alarm state

    Integrity switch closed, alarm switch closed.

22. 22

    Fire detection logic: Fault state

    Integrity switch open, alarm switch open.

23. 23

    Fire detection logic: Fire detected on both loops or one loop with other faulty

    FIRE < 5S = FIRE; FIRE > 5S = FAULT.

24. 24

    Cargo and lavatory smoke detection systems

    Smoke Detection Control Unit (SCDU) for classic, Smoke Detection Function (SDF) for enhanced.

25. 25

    Number of smoke detectors in A320/A319/A318 cargo/bulk

    2 FWD, 2 AFT, 2 BULK.

26. 26

    Number of smoke detectors in A321 cargo/bulk

    4 FWD, 4 AFT, 2 BULK.

27. 27

    APU components using fuel for operation

    IGV & BCV actuators.

28. 28

    APU component supplying emergency DC power

    Cooling Fan PMG (Permanent Magnet Generator).

29. 29

    APU shutdown after releasing master switch with bleed air in use

    The APU shuts down after completion of the cooling cycle.

30. 30

    APU load priority

    Supply of electrical power has priority over supply of bleed air.

31. 31

    Lubrication system component controlled by ECB

    DE-OIL Solenoid Valve.

32. 32

    Conditions for pilot fuel injectors supply

    When the pilot injector valve pressure reaches 20 PSI.

33. 33

    APU LP valve opening conditions

    APU Master Switch 'ON'.

34. 34

    APU starter de-energization RPM

    At more than 55% RPM.

35. 35

    Surge control valve position determination

    The IGV position and bleed demand from the A/C.

36. 36

    APU drain tank emptying condition

    When the A/C speed reaches at least 200 KTS.

37. 37

    APU fuel pump and LP valve opening triggers

    Master Switch P/B ON, Electronic Control Box (ECB) is powered.

38. 38

    APU de-oil valve energization during start sequence

    Starting state.

39. 39

    APU power section components

    Single stage centrifugal compressor, reverse flow annular combustor, and 2-stage axial flow turbine.

40. 40

    APU master switch ON events

    Both choices are correct: Fuel solenoid opens, combustion occurs, IGVs close (7%); Starter and backup starter disengage (50%).

41. 41

    Main function of the APU

    Supply electrical power and pneumatic air when main engines are not operating.

42. 42

    Combustion chamber type in modern APUs

    Reverse-flow can-annular.

43. 43

    Component controlling bleed air supply to aircraft systems

    Load Control Valve (LCV).

44. 44

    APU starter power source

    Aircraft battery or main engine generator.

45. 45

    ECB protection function for exceeding maximum RPM

    Shuts down the APU by closing the fuel metering valve.

46. 46

    Load compressor monitoring method

    Through the DP and PT sensors.

47. 47

    Honeywell 131-9A vs. APIC APS3200 start sequence differences (0% START)

    Honeywell: Starter engaged, ignition ON, de-oil valve may open depending on oil/fuel. APIC: Starter engaged, ignition ON, de-oil valve opens on every start.

48. 48

    Honeywell 131-9A vs. APIC APS3200 shutdown sequence differences (SHUTDOWN)

    Honeywell: IGVs move to 15°, LCV closes, SCV opens, cooldown begins. APIC: Cooldown initiated, ECB state entered under control, similar logic.

49. 49

    Honeywell 131-9A vs. APIC APS3200 shutdown sequence differences (95% RPM)

    Honeywell: AVAIL extinguishes. APIC: Similar logic.

50. 50

    Honeywell 131-9A vs. APIC APS3200 shutdown sequence differences (50% RPM)

    Honeywell: De-oil valve opens. APIC: De-oil valve already opened since 90%.

51. 51

    Honeywell 131-9A vs. APIC APS3200 shutdown sequence differences (7% RPM)

    Honeywell: De-oil valve closes, LP fuel valve closes, intake flap closes, ECB powers down. APIC: De-oil valve remains open until 7%, then closes.

52. 52

    Primary differences: Honeywell 131-9A vs. APIC APS3200 - Air System

    Honeywell: LCV + SCV. APIC: Single BCV.

53. 53

    Primary differences: Honeywell 131-9A vs. APIC APS3200 - De-oil opens

    Honeywell: 55% - 7%. APIC: 90% - 7%.

54. 54

    Primary differences: Honeywell 131-9A vs. APIC APS3200 - Oil Capacity

    Honeywell: AGB sump capacity = 6.26 L. APIC: Gearbox sump capacity = 5.2 L.

55. 55

    Primary differences: Honeywell 131-9A vs. APIC APS3200 - Oil Operation

    Honeywell: Low-level switch at ADD mark (4.6 L) gives ~10 hours operation. APIC: Low-level sensor at ADD mark (4 L) gives at least 60 hours operation.

56. 56

    Primary differences: Honeywell 131-9A vs. APIC APS3200 - PMG Backup Power

    Honeywell: Not mentioned. APIC: PMG installed.

57. 57

    Primary differences: Honeywell 131-9A vs. APIC APS3200 - Starter and Ignition

    Honeywell: 0-50%, 1 igniter plug, 10 dual orifice. APIC: 0-55%, 2 igniter plugs.

58. 58

    Fuel level in inner cell reaching low level

    The intercell transfer valve opens.

59. 59

    Solenoid-controlled, fuel-operated valve in fuel system

    Refuel Valve.

60. 60

    Computer monitoring fuel sensors and temperature

    FLSCU (Fuel Level Sensing Control Unit).

61. 61

    A321 vs. A319 fuel system differences

    The wing tanks are not divided and there are no booster pumps installed in the center tank.

62. 62

    Intercell transfer valve operation

    Any low level sensor in each wing tank can open an intercell transfer valve.

63. 63

    Fuel drains destination

    Go to a collector tank which is emptied in flight by suction thru the drain mast.

64. 64

    Tank supplying APU fuel when pumps are off

    Left wing tank inner cell.

65. 65

    Primary function of the fuel crossfeed valve in a twin-engine aircraft

    Supply fuel from one side to both engines.

66. 66

    Type of fuel pump normally installed inside wing tanks

    Centrifugal booster pump.

67. 67

    Device preventing fuel from flowing back into the pump when not operating

    Non-return (check) valve.

68. 68

    Purpose of a scavenge pump in an aircraft fuel system

    Move residual fuel from low points to main pump intakes.

69. 69

    Component preventing excessive pressure from damaging fuel lines during thermal expansion

    Thermal relief valve.

70. 70

    ECB interface for fuel flow scheduling

    Fuel Control Unit (FCU).

71. 71

    Thrust reverser pivoting door actuator power source

    Directional valve.

72. 72

    Starter duty cycle

    2 min ON, 20 sec OFF - 4 consecutive starts and cooling period of at least 15 mins.

73. 73

    Consequence of main oil filter clogging

    Oil flows through the bypass valve and the back up filter.

74. 74

    Number of engine restarts by ECU after ignition fault during auto start

    Twice (2).

75. 75

    ECU interface status

    ECU is not interfaced with EVMU.

76. 76

    ECU control during thrust reverser operation

    Pressurizing valve.

77. 77

    Conditions causing automatic re-light of igniter (CFM56-5)

    Ignition start re-selected with associated engine running.

78. 78

    Source of engine N2 signal during thrust reverser ground test via MCDU

    CFDIU.

79. 79

    Ignition system selection for auto start

    The ECU.

80. 80

    FADEC failure causing multiple start attempts

    An EGT over limit fault occurs.

81. 81

    Engine core compartment cooling method

    Fan air.

82. 82

    Engine compressor stage providing air for inlet cowl anti-ice

    5th compressor stage (HP).

83. 83

    Consequence of one pivoting door latch failing to unlock

    All 4 pivoting doors will not open.

84. 84

    Event at N2 reaching 22% during engine auto start

    Fuel flow begins.

85. 85

    Meaning of 'ENG1 LOOP B' on status page

    One detection loop for engine 1 has failed. Fire detection for both engines is still available.

86. 86

    Display location for engine vibration

    Both on the Cruise and Eng page.

87. 87

    Consequence of extending slats at idle speed with mode sel on auto

    Center pumps will stop running.

88. 88

    Alternative name for engine station 49.5

    Exhaust Gas Temperature measuring plane.

89. 89

    Accessory gearbox drive method

    By the HP rotor via the transfer valve (gearbox).

90. 90

    True statement about CFM56-5B engine configuration

    Has 5 LP compressor stages, 9 HP compressor stages, 4 stages LP turbine and single stage HP turbine.

91. 91

    CFM56-5B engine classification

    Dual-rotor, variable stator, high-bypass turbofan.

92. 92

    Number of HPC stages in CFM56-5B

    9.

93. 93

    Function of the forward mount of the CFM56-5B engine

    Carries thrust, vertical, and side loads.

94. 94

    Thrust reverser mechanism on CFM56-5B

    4 hydraulically operated pivoting blocker doors.

95. 95

    CFM56-5B drain mast characteristic

    Is frangible below the cowl exterior surface to prevent gearbox damage.

96. 96

    Purpose of the diffuser in the combustion chamber

    Reduce sensitivity to compressor velocity profile.

97. 97

    Component controlling high pressure fuel shut-off valve (HPSOV) during engine start

    FADEC through the fuel metering valve.

98. 98

    Nature of the overspeed governor in CFM56-5B

    Hydro-mechanical and independent of the ECU.

99. 99

    Purpose of Variable Stator Vanes (VSV) in HPC

    Optimize stall margin and control airflow.

100. 100

     FADEC channels in CFM56-5B

     Two independent channels.

101. 101

     Function of Variable Bleed Valve (VBV)

     Remove excess air, prevents pressure build up.

102. 102

     Function of Variable Stator Vane (VSV)

     Control the incoming airflow in the compressor to prevent compressor stall or surge.

103. 103

     Systems associated with Zone A (Forward Fairing)

     Flammable fluids (fuel, hydraulics), bleed air (hi and lo temperatures).

104. 104

     Systems associated with Zone B1 (Pylon Box)

     Electrics.

105. 105

     Systems associated with Zone B2 (Rearward Secondary Structure)

     Hydraulics without couplings.

106. 106

     Systems associated with Zone C (Lower Fairing)

     Fire extinguisher bottles.

107. 107

     Systems associated with Zone D (Pylon to Wing Center Fillets)

     Hydraulics.

108. 108

     Systems associated with Zone E (None)

     Limited electrics.

109. 109

     Systems associated with Zone F (Fuel Zero-leakage couplings)

     Electrics.

110. 110

     Location of N1, N2, N3 bearings

     FWD sump.

111. 111

     Location of N4 and N5 bearings

     AFT.