Aircraft Engine Systems Quiz

A specific range of engine speeds where the rotating parts resonate, causing excessive vibration and potential damage.

The speed range where most turbine engines operate normally, typically between 70% and 100% of maximum RPM.

A complete engine operation sequence including start, takeoff, landing, and shutdown.

A method for calculating the equivalent number of cycles based on the number of takeoffs and landings, considering the damage impact on different turbine stages.

A standardized system used to designate locations and functions within the airflow path of a turbine engine.

The point where air enters the compressor section of the engine.

The point where air exits the compressor section of the engine.

The point where the exhaust gases exit the engine.

The under-speed governor controls fuel supply during engine start-up, but is overridden when the power lever is moved towards take-off.

The main metering valve takes over control of fuel flow during flight. It's responsible for adjusting the fuel amount based on the power lever position.

The fuel shut-off valve controls the flow of fuel to the engine. It is activated electrically and can be manually operated to shut off fuel.

The shut-off valve is automatically turned on during engine start at around 10% engine speed. The start/stop switch manually turns it off.

The fuel flow divider directs fuel to the primary manifold during engine start. As the engine accelerates, it opens a secondary port to allow fuel to flow to both primary and secondary manifolds.

The primary manifold assembly houses five fuel nozzles connected to the primary side of the fuel flow divider.

The secondary manifold assembly works together with the primary manifold to deliver fuel to the engine as the engine accelerates.

The primary manifold assembly consists of five fuel nozzles connected to the primary side of the fuel flow divider. It delivers fuel during engine start.

The primary fuel nozzles are located around the outside of the turbine plenum and extend into the combustion chamber. They are responsible for fuel atomisation during engine startup.

The secondary fuel nozzles are positioned around the rear of the turbine plenum and also extend into the combustion chamber. They provide fuel along with the primary nozzles during all engine operation phases except startup.

The secondary manifold assembly consists of ten fuel nozzles connected to the secondary side of the fuel flow divider. It delivers fuel to the secondary nozzles for continuous engine operation.

The start/enrich fuel system utilizes an electrical solenoid valve and a pressure regulator to add extra fuel during engine startup. The enrich button allows manual activation of the system for faster engine acceleration.

The start/enrich button, located on the cockpit's overhead panel, manually activates the start/enrich fuel system. This adds extra fuel to the engine during startup, aiding the combustion process.

The engine anti-ice system uses hot air from the compressor discharge to prevent ice formation on the inlet housing. The hot air flows between the inlet shield and the inlet housing, warming the area and preventing ice buildup.

The anti-ice valve, located in the cockpit, controls the flow of hot air from the compressor discharge to the inlet housing. When activated, it allows hot air to flow, preventing ice formation.

The inlet housing, positioned at the engine inlet, is warmed by hot air from the anti-ice system and warm oil from the gearbox, preventing ice buildup.

A safety precaution for ground operations. Do not operate the engine anti-ice system when the ambient temperature is above 5° C for more than 10 seconds.

During engine start-up, fuel is prioritized for the enrichment system to ensure good acceleration. This occurs by using solenoids to control fuel flow for optimal engine performance.

The lockout solenoid, normally open, prevents fuel flow through the oil-to-fuel heat exchanger during start-up, ensuring adequate fuel pressure for acceleration.

Beyond 55% RPM, the anti-ice valve re-opens to allow fuel flow through the fuel heater, ensuring the fuel system is protected against icing.

The P2 probe measures total air pressure and sends the information to the fuel control unit. This pressure reading helps adjust fuel metering.

Warm air from the compressor section is used to prevent the P2 probe from icing up, ensuring accurate pressure sensing.

The T2 sensor is filled with an alcohol solution. Increasing air temperature causes the fluid to expand, adjusting fuel metering for optimal combustion.

Ensuring accurate fuel metering, the T2 sensor uses a sealed tube and alcohol solution to respond to temperature changes. The expansion of the fluid adjusts linkage within the fuel control unit.

A microprocessor-based system that collects sensor data from an aircraft, conditions and validates it, then transmits it to other systems via the ARINC 429 data bus.

The DAU utilizes two independent processing channels (Channel #1 and Channel #2) to acquire and process data from various aircraft sensors, including engines and other systems.

Maintaining engine operations within prescribed limits, including staying within the flight manual's speed and temperature limits, to enhance engine lifespan and reduce maintenance costs.

Before each start, manually rotating the propeller to check for engine rotation freedom and unusual sounds, like a squeaking or grinding noise.

DAU Channel #1 provides data for EICAS display 1, while Channel #2 feeds EICAS display 2. Both channels are mirrored across two DAUs.

The DAU receives power from two independent power supplies (Power-A and Power-B), with each channel having its own dedicated power supply.

Performing a 'clearing run' or 'ventilation run' of the engine after an aborted start due to no combustion or excessive temperature to clear any fuel or build-up before attempting to start again.

The DAU's Power-A input (Channel #1) is powered by the DAU1-A and DAU2-A circuit breakers on the overhead panel.

Carefully watching the ITT (Inter Turbine Temperature) and RPM (Revolutions Per Minute) during engine start, ensuring they rise smoothly and stay within specified limits to prevent overheating or damage.

Hesitating momentarily after removing the 'start lock' if the beta light goes out, waiting for it to re-illuminate to ensure proper engine function.

The DAU's Power-B input (Channel #2) receives power from the DAU1-B and DAU2-B circuit breakers, ensuring independent power for each channel.

Exceeding RPM, torque, or temperature limits during engine operation can lead to reduced lifespan of bearings and hot section components like turbine blades.

At startup, the EFIS defaults the Pilot side displays to EICAS 1 (Channel #1) and the Co-pilot side displays to EICAS 2 (Channel #2). Pilots can manually select the EICAS channel using the EFIS menu in case of failures.

The DAU's primary role is data acquisition, conditioning, and transmission. It gathers sensor information, processes it, and transmits validated data to other systems for display and control.

Manually rotating the engine after shutdown helps cool down hot areas, reduces peak engine temperatures, and extends the life of fuel nozzles.

Post-flight inspections include checking for smooth engine rotation, normal oil pressure, condition of the turbine, tailpipe, and propeller. A visual check of these items can reveal any potential issues.