[ { "ch": "The engine Nacelle Anti-Icing (NAI) protection system prevents ice build-up by using hot bleed air from(B1)", "ansGr": [ { "ans": [ "The engine compressor (IP8) bleed port", "false" ] }, { "ans": [ "The engine compressor (HP3) bleed port", "true" ] }, { "ans": [ "Downstream of MPV", "false" ] } ], "part": "Engine T7000 CAT B1", "title": "ATA 30", "ref": "Reference: A330 RR T7000 Diff from A330(RR T700, PW400, CF6) Page 239" }, { "ch": "Engine NAI systems have two valves, PRSOV and a PRV, in normal operation (B1)", "ansGr": [ { "ans": [ "The PRSOV also acts as a backup pressure regulator when the PRV has failed.", "true" ] }, { "ans": [ "The PRV also acts as a backup pressure regulator when the PRSOV has failed.", "false" ] }, { "ans": [ "The PRSOV and PRV act independently depend on engine power setting.", "false" ] } ], "ref": "Reference: A330 RR T7000 Diff from A330(RR T700, PW400, CF6) Page 241" }, { "ch": "At low engine speed, bleed air is tapped from: (A,B1,B2)", "ansGr": [ { "ans": [ "the IP Port", "false" ] }, { "ans": [ "the IP Port and HP Port", "false" ] }, { "ans": [ "the HP Port", "true" ] } ], "title": "ATA 36", "ref": "Reference: A330 RR T7000 Diff from A330(RR T700, PW400, CF6) ATA 36 Page 312" }, { "ch": "At normal engine speed, during cruise, bleed air is tapped from: (A,B1,B2)", "ansGr": [ { "ans": [ "the IP Port", "true" ] }, { "ans": [ "the IP Port and HP Port", "false" ] }, { "ans": [ "the HP Port", "false" ] } ], "ref": "Reference: A330 RR T7000 Diff from A330 (RR T700, PW400, CF6) ATA 36 Page 312" }, { "ch": "Engine Anti-Ice System inoperative the maintenance action required is: (B1)", "ansGr": [ { "ans": [ "PRSOV is secured in closed position", "true" ] }, { "ans": [ "PRV is secured in closed position", "false" ] }, { "ans": [ "Both valves are secured in closed position", "false" ] } ], "ref": "Reference: A330 RR T7000 Diff from A330 (RR T700, PW400, CF6) Page 271" }, { "ch": "What PDOS components does the nose cowl house? (B1)", "ansGr": [ { "ans": [ "Fan Cowl opening actuators", "false" ] }, { "ans": [ "Fan Cowl hold opening rods", "false" ] }, { "ans": [ "The actuation buttons", "true" ] } ], "title": "ATA 71:", "ref": "Ref: Technical Training Manual ATA 70-80 page 384" }, { "ch": "Is the T20 probe heated? (B1)", "ansGr": [ { "ans": [ "No", "false" ] }, { "ans": [ "Yes", "true" ] }, { "ans": [ "Depending on the ambient temperature", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 200" }, { "ch": "Can you open/close the thrust reverser? (B1)", "ansGr": [ { "ans": [ "By Electrical Actuator", "false" ] }, { "ans": [ "Using hand pump", "true" ] }, { "ans": [ "Do it manually.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 386" }, { "ch": "What loads do the Trent T7000’s mounts take? (B1)", "ansGr": [ { "ans": [ "FWD Mount: Vertical and Side, Rear Mount: Vertical, Side, Torsional, Thrust", "true" ] }, { "ans": [ "FWD Mount: Vertical, Thrust and Side, Rear Mount: Vertical, Side, Torsional", "false" ] }, { "ans": [ "FWD Mount: Vertical, Torsional, and Side, Rear Mount: Vertical, Side, Thrust", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 60" }, { "ch": "The TH/R de-activation procedure for dispatch includes: (B1)", "ansGr": [ { "ans": [ "Mechanical deactivation in two steps.", "true" ] }, { "ans": [ "Electrical deactivation and Mechanical deactivation.", "false" ] }, { "ans": [ "Electrical deactivation in two steps.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 386" }, { "ch": "To stow/deploy the TH/Rev translating sleeves manually: (B1)", "ansGr": [ { "ans": [ "use a square drive tool on the upper actuator", "false" ] }, { "ans": [ "use a square drive tool on the center actuator", "false" ] }, { "ans": [ "use a square drive tool on the lower actuator", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 60" }, { "ch": "What is the reason there is a check valve on the IP bleed system? (B1)", "ansGr": [ { "ans": [ "Prevents HP6 back feeding", "true" ] }, { "ans": [ "Prevents the revers flow from the pneumatic system", "false" ] }, { "ans": [ "Prevents the flow from the starting system", "false" ] } ], "ref": "Ref. SD A330-A-36-11-XX-01ZZZ-04CZ-A" }, { "ch": "Where is the fuel Oil Heat Exchanger (FOHE) located? (B1)", "ansGr": [ { "ans": [ "R/H side of the Fan Case about the 03:00 Aft Looking Forward.", "true" ] }, { "ans": [ "L/H side of the Fan Case about the 03:00 Aft Looking Forward.", "false" ] }, { "ans": [ "Bottom of the Fan Case.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 350" }, { "ch": "What type of LP fuel pump is used? (B1)", "ansGr": [ { "ans": [ "Centrifugal Pump", "true" ] }, { "ans": [ "Gear Pump", "false" ] }, { "ans": [ "Vane Pump", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 160" }, { "ch": "At what pressure does EDP operate at? (B1)", "ansGr": [ { "ans": [ "3000psi", "true" ] }, { "ans": [ "4000psi", "false" ] }, { "ans": [ "5000psi", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80" }, { "ch": "Is the IDG oil system taken from the engine oil system? (B1)", "ansGr": [ { "ans": [ "Yes, it shares the engine oil.", "false" ] }, { "ans": [ "No, it shares the PDOS oil.", "false" ] }, { "ans": [ "No", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80" }, { "ch": "What items are used to control the temperature of the IDG oil? (B1)", "ansGr": [ { "ans": [ "SACOC&TBV, controlled by EEC.", "true" ] }, { "ans": [ "SACOC&de-congealing valve, controlled by EEC.", "false" ] }, { "ans": [ "SACOC, controlled by EEC.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80" }, { "ch": "Name the blade and turbine quantity’s(B1)", "ansGr": [ { "ans": [ "LP 1-6, IP 8-1, HP 6-1", "true" ] }, { "ans": [ "LP 1-8, IP 6-2, HP 6-1", "false" ] }, { "ans": [ "LP 1-6, IP 6-2, HP 8-1", "false" ] } ], "title": "ATA 72:", "ref": "Ref: Technical Training Manual ATA 70-80 page 6" }, { "ch": "How many bearing chambers are the 8 ball and roller bearings installed in? (B1)", "ansGr": [ { "ans": [ "3 chambers.", "false" ] }, { "ans": [ "4 chambers.", "true" ] }, { "ans": [ "5 chambers.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 21" }, { "ch": "How many stages of BLISKS are there? (B1)", "ansGr": [ { "ans": [ "3 on the first stages of the IPC", "false" ] }, { "ans": [ "3 on the rear stages of the HPC", "false" ] }, { "ans": [ "3 on the first stages of the HPC", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80" }, { "ch": "How are the HPT blades installed on the turbine disc? (B1)", "ansGr": [ { "ans": [ "By dovetail slots", "false" ] }, { "ans": [ "By fir tree root", "true" ] }, { "ans": [ "By welding to the disc", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80" }, { "ch": "Can we change the Fan Outlet Guide Vanes in service? (B1)", "ansGr": [ { "ans": [ "Yes", "false" ] }, { "ans": [ "Yes, each OGV segment can be replaced.", "false" ] }, { "ans": [ "No", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80" }, { "ch": "How can you turn the LP, IP, HP system? (B1)", "ansGr": [ { "ans": [ "LP carefully by hand, IP through cranking pad, HP drive via the oil breather", "false" ] }, { "ans": [ "LP carefully by hand, IP drive via the oil breather, HP with special tooling,", "true" ] }, { "ans": [ "LP carefully by hand, IP through cranking pad, HP drive via the PMA.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80" }, { "ch": "How are the Fan Blades retained in the hub? (B1)", "ansGr": [ { "ans": [ "Shear keys", "true" ] }, { "ans": [ "Slider assembly", "false" ] }, { "ans": [ "Annulus filler", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 132" }, { "ch": "How is the shear key secured in position into the disc slot? (B1)", "ansGr": [ { "ans": [ "By Slider Assembly", "true" ] }, { "ans": [ "By a recess located in the fan disc slot", "false" ] }, { "ans": [ "By Annulus filler", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 132" }, { "ch": "How is the spinner attached to the engine? (B1)", "ansGr": [ { "ans": [ "By bolting to the spinner support ring that provides the compensation weights location.", "true" ] }, { "ans": [ "By bolting into the LP compressor disc", "false" ] }, { "ans": [ "By attaching to the annulus fillers.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 page 132" }, { "ch": "Where is the location of the Main Engine Fuel Pump Assembly (MEFP)? (B1)", "ansGr": [ { "ans": [ "On the R/H side of the rear face on the external gearbox", "true" ] }, { "ans": [ "On the front face of the external gearbox", "false" ] }, { "ans": [ "On the L/H side of the external gearbox.", "false" ] } ], "title": "ATA 73:", "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 348" }, { "ch": "What does the fuel LP centrifugal pump provide to the fuel HP gear pumps? (B1)", "ansGr": [ { "ans": [ "Back up pressure for HP fuel pump.", "false" ] }, { "ans": [ "Sufficient fuel for HP fuel pump.", "true" ] }, { "ans": [ "Relief the load of fuel pump.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 148" }, { "ch": "What is the location of the Fuel Oil Heat Exchanger (FOHE) and fuel filter assembly? (B1)", "ansGr": [ { "ans": [ "On the L/H side LP Fan Case", "false" ] }, { "ans": [ "It is fitted to the internal face of the engine fan case", "false" ] }, { "ans": [ "On the R/H side LP Fan Case", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 378" }, { "ch": "What is the purpose of the Fuel Oil Heat Exchanger (FOHE)? (B1)", "ansGr": [ { "ans": [ "To transfer the heat of the oil to the fuel system to prevent ice formation.", "true" ] }, { "ans": [ "To transfer the heat of the fuel to the oil system to prevent the fuel overheat situation.", "false" ] }, { "ans": [ "To transfer the heat of the oil to the fuel system or vice versa.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 148" }, { "ch": "If the LP fuel filter becomes blocked how the fuel is delivered to the HP pump? (B1)", "ansGr": [ { "ans": [ "A by-pass valve is opened (25psi)", "true" ] }, { "ans": [ "In this case the fuel is not delivered to HP pump stage anyway.", "false" ] }, { "ans": [ "In this case the fuel is directly supplied to HMU", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 152" }, { "ch": "What is the location of the HMU? (B1)", "ansGr": [ { "ans": [ "On an adapter block on the R/H side of the external gearbox.", "true" ] }, { "ans": [ "On the R/H side fan case.", "false" ] }, { "ans": [ "On the L/H side fan case.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 351" }, { "ch": "What is the location of the Fuel Drain Tanks? (B1)", "ansGr": [ { "ans": [ "L/H side Fan Case about the 4:30 position aft looking forward", "false" ] }, { "ans": [ "R/H side Fan Case about the 4:30 position aft looking forward", "true" ] }, { "ans": [ "R/H side in Zone #2", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 351" }, { "ch": "How is air prevented from entering the fuel system from the drain tanks? (B1)", "ansGr": [ { "ans": [ "The Non Return Valve (NRV) and the internal float valve", "true" ] }, { "ans": [ "The drain valve and NRV", "false" ] }, { "ans": [ "The drain valve and the internal float valve", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 152" }, { "ch": "Why are there distributor weights in the fuel spray nozzles (FSN)? (B1)", "ansGr": [ { "ans": [ "For even fuel distribution between FSNs", "true" ] }, { "ans": [ "For better fuel vaporization at FSN heads", "false" ] }, { "ans": [ "To assure the FSNs correct installation", "false" ] } ], "ref": "Ref: A330 NEO T7000 Diff A330(PW4000, RR700, CF6) page 542" }, { "ch": "What is the hydraulic medium used on the VSV/VIGV system? (B1)", "ansGr": [ { "ans": [ "Fuel", "true" ] }, { "ans": [ "Oil", "false" ] }, { "ans": [ "Air", "false" ] } ], "title": "ATA 75:", "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 228" }, { "ch": "How is the position of the VSV/VIGV feed back to the EEC? (B1)", "ansGr": [ { "ans": [ "LVDT, one installed on the master actuator.", "false" ] }, { "ans": [ "LVDT, one per actuator feeding back to one channel.", "true" ] }, { "ans": [ "RVDT, one installed on the master actuator.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 228" }, { "ch": "What position do the VSV/VIGV fail to? (B1)", "ansGr": [ { "ans": [ "High speed close position.", "false" ] }, { "ans": [ "Low speed close position", "true" ] }, { "ans": [ "High speed open position.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 228 Difference with Trent (Failsafe Open-Hispeed)" }, { "ch": "What are the locations of the VSV/VIGV actuators? (B1)", "ansGr": [ { "ans": [ "5 o’clock and 10 o’clock position on each side of HPC.", "false" ] }, { "ans": [ "5 o’clock and 10 o’clock position on each side of IPC.", "true" ] }, { "ans": [ "5 o’clock and 10 o’clock position on each side of fan case.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 228" }, { "ch": "What air supply is used for muscle power on the compressor bleed valves? (B1)", "ansGr": [ { "ans": [ "IP8", "false" ] }, { "ans": [ "HP3", "false" ] }, { "ans": [ "HP6", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 228 HP3 for Trent XWB and HP6 for T7000" }, { "ch": "Which solenoid block provides the air supply to control the compressor handling bleed (B1)", "ansGr": [ { "ans": [ "R/H(5 Port) and L/H(2 port) block located behind the gas generator fairing.", "true" ] }, { "ans": [ "Center block is located behind the gas generator fairing.", "false" ] }, { "ans": [ "L/H block located behind the gas generator fairing.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 230" }, { "ch": "Does the compressor bleed valves feedback the position? (B1)", "ansGr": [ { "ans": [ "Yes", "false" ] }, { "ans": [ "No", "true" ] }, { "ans": [ "Some of them provide position feedback.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 232" }, { "ch": "What would you expect to see if the bleed valves are stuck open/ closed? (B1)", "ansGr": [ { "ans": [ "Open Stall, Closed High EGT.", "false" ] }, { "ans": [ "Open hot hung starts, Closed High EGT.", "false" ] }, { "ans": [ "Open High EGT, Closed hot hung starts.", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 230" }, { "ch": "What type of temperature sensors are in zone 1&2? (B1)", "ansGr": [ { "ans": [ "A thermocouple (TC)", "false" ] }, { "ans": [ "A resistance temperature device (RTD)", "true" ] }, { "ans": [ "TC and RTD type", "false" ] } ], "ref": "Ref: MAINTENANCE COURSE - T1+T2 – T7000 PAGE 314" }, { "ch": "What burst ducts is the zone 2 temperature sensor likely to detect? (B1)", "ansGr": [ { "ans": [ "IPTCC duct", "false" ] }, { "ans": [ "Starter and NAI ducts", "false" ] }, { "ans": [ "ESS", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 274" }, { "ch": "What is the medium used for the TCC system? (B1)", "ansGr": [ { "ans": [ "IP5", "false" ] }, { "ans": [ "HP3", "false" ] }, { "ans": [ "Bypass fan air", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 242-249" }, { "ch": "What position does the IP/HP TCC fail safe to? (B1)", "ansGr": [ { "ans": [ "Failsafe open", "false" ] }, { "ans": [ "Failsafe close", "true" ] }, { "ans": [ "Failsafe to the last position", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 252" }, { "ch": "How does the TCC valve feedback its position to the EEC? (B1)", "ansGr": [ { "ans": [ "With the LVDT in the valve actuator.", "true" ] }, { "ans": [ "With the reed switch in the body of the valve actuator.", "false" ] }, { "ans": [ "With the RVDT in the valve actuator.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 248" }, { "ch": "What medium is used to actuate the LPTCC valve? (B1)", "ansGr": [ { "ans": [ "IP8", "false" ] }, { "ans": [ "HP3", "false" ] }, { "ans": [ "HP6", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 252 (Muscle Air in RR XWB using HP3, T7000 using HP6)." }, { "ch": "In what position is the LPTCC valve in cruise? (B1)", "ansGr": [ { "ans": [ "High", "true" ] }, { "ans": [ "Low", "false" ] }, { "ans": [ "Close", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 252" }, { "ch": "In what position is the LPTCC valve in all other case except cruise? (B1)", "ansGr": [ { "ans": [ "Open", "false" ] }, { "ans": [ "Closed", "false" ] }, { "ans": [ "Partially closed", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 252" }, { "ch": "On a LPT overspeed what happens automatically? (B1)", "ansGr": [ { "ans": [ "Fuel flow decreases, bleed valves open, VSVs move to close low speed condition", "false" ] }, { "ans": [ "Fuel flow stops, bleed valves open, VSVs move to close low speed condition", "true" ] }, { "ans": [ "Fuel flow decreases, bleed valves open, VSVs move to open high speed condition", "false" ] } ], "title": "ATA 76:", "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 174" }, { "ch": "How is a LP shaft breakage detected? (B1)", "ansGr": [ { "ans": [ "The EEC compares the LPC and LPT speeds, looking for differences between them", "true" ] }, { "ans": [ "The EEC detects a rapid deceleration of N1.", "false" ] }, { "ans": [ "The EEC detects a rapid acceleration of  LPT speeds.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 174" }, { "ch": "N1 shaft overspeed what is the system looking at? (B1)", "ansGr": [ { "ans": [ "Looking for NLC acceleration rate", "false" ] }, { "ans": [ "Looking for NLC and NLT over speeding at the same rate", "true" ] }, { "ans": [ "Looking for NLT acceleration rate", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 174" }, { "ch": "How many LP speed sensors are located in the Front Bearing Housing (FBH)? (B1,B2)", "ansGr": [ { "ans": [ "1", "false" ] }, { "ans": [ "2", "false" ] }, { "ans": [ "4", "true" ] } ], "title": "ATA 77:", "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 296" }, { "ch": "How many IP speed sensors are located in the Front Bearing Housing (FBH)? (B1)", "ansGr": [ { "ans": [ "4, 2 for EEC channel A, 2 for EEC channel B.", "true" ] }, { "ans": [ "2, 1 for EEC channel A, 1 for EEC channel B.", "false" ] }, { "ans": [ "1, for EEC channel A.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 298" }, { "ch": "When in normal operation the EEC uses aircraft air data, when this is unavailable where is P0 signal obtained? (B1)", "ansGr": [ { "ans": [ "Transducer installed in the inlet cowl.", "false" ] }, { "ans": [ "Transducer installed in NLG bay.", "false" ] }, { "ans": [ "Transducer within the EEC.", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 312" }, { "ch": "When in normal operation the EEC uses aircraft air data, when this is unavailable where is T20 signal obtained? (B1)", "ansGr": [ { "ans": [ "T0 sensor within EEC", "false" ] }, { "ans": [ "T20 probe", "true" ] }, { "ans": [ "T0 sensor within the NLG bay", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 312" }, { "ch": "State the location of the T30 sensor? (B1)", "ansGr": [ { "ans": [ "HPC casing", "true" ] }, { "ans": [ "IPC casing", "false" ] }, { "ans": [ "Intermediate case", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 183" }, { "ch": "Which sensor is used in the detection of inclement weather? (B1)", "ansGr": [ { "ans": [ "T30", "true" ] }, { "ans": [ "T50", "false" ] }, { "ans": [ "EGT", "false" ] } ], "ref": "Ref: A330 NEO T7000 Diff A330 PW Page 276" }, { "ch": "T30 sensors: do they both signal to both channels or individually? (B1)", "ansGr": [ { "ans": [ "Each channel of the EEC receives one T30 thermocouple signal.", "true" ] }, { "ans": [ "Both channels of the EEC are fed by 2 T30 thermocouple for redundancy.", "false" ] }, { "ans": [ "Both channels of the EEC are fed by one T30 thermocouple.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 204" }, { "ch": "What is the purpose of the T50 Thermocouple? (B1,B2)", "ansGr": [ { "ans": [ "EEC uses it for indication.", "false" ] }, { "ans": [ "To provide the EEC with a sense of LPT exit temperature EHM only.", "true" ] }, { "ans": [ "EEC uses it for warning purposes.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 306" }, { "ch": "Where is the Ps42 sensor located? (B1)", "ansGr": [ { "ans": [ "HPT casing", "false" ] }, { "ans": [ "IPT casing", "false" ] }, { "ans": [ "Fan Case", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 313" }, { "ch": "What is the location of the TGT thermocouples? (B1,B2)", "ansGr": [ { "ans": [ "TBH struts", "false" ] }, { "ans": [ "IPT stage 1 NGV", "false" ] }, { "ans": [ "LPT stage 1 NGV", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 302" }, { "ch": "From what is the EGT derived for the cockpit display? (B1,B2)", "ansGr": [ { "ans": [ "It is derived from T50.", "false" ] }, { "ans": [ "It is derived from TGT from calculations of TET.", "true" ] }, { "ans": [ "It is derived from T30.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 303" }, { "ch": "Engine vibration: where is the transducer located? (B1)", "ansGr": [ { "ans": [ "Mounted on the Fan case.", "false" ] }, { "ans": [ "02 Mounted on the intermediate case and 01 Mounted on the Step Aside Gearbox", "true" ] }, { "ans": [ "Mounted on the LPT case.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 310" }, { "ch": "NAC Temp indication is not displayed on ECAM ENG PAGE? (B1,B2)", "ansGr": [ { "ans": [ "During engine start where the starter valve position will take place", "true" ] }, { "ans": [ "When the actual NAC temp is less than 230 degree C ", "false" ] }, { "ans": [ "When ENG fire warning is activation", "false" ] } ], "ref": "Ref: MAINTENANCE COURSE - T1+T2 – T7000 PAGE 314" }, { "ch": "The engine thrust indicated on ECAM via what parameter? (A,B1,B2)", "ansGr": [ { "ans": [ "EPR", "false" ] }, { "ans": [ "N1 speed.", "true" ] }, { "ans": [ "N2 speed", "false" ] } ], "ref": "Ref: A330NEO T7000 DIFF PW4000 PAGE 290" }, { "ch": "What keep the translating cowls of the thrust reverser in stowed position? (B1)", "ansGr": [ { "ans": [ "primary locks installed on each screw-jack actuator", "false" ] }, { "ans": [ "primary locks installed on 2 locking screw-jack actuators", "false" ] }, { "ans": [ "primary locks installed on 2 locking screw-jack actuators and the tertiary locks", "true" ] } ], "title": "ATA 78:", "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 314" }, { "ch": "The tertiary lock is controlled by: (B1)", "ansGr": [ { "ans": [ "FCPCs", "true" ] }, { "ans": [ "ETRAC", "false" ] }, { "ans": [ "EEC", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 314" }, { "ch": "Which T/R actuator has manual drive device? (B1)", "ansGr": [ { "ans": [ "Upper", "false" ] }, { "ans": [ "Center", "false" ] }, { "ans": [ "Lower", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 393(MDU on Center for XWB)" }, { "ch": "Which system provides the power for the T/R system on the T7000 engine? (B1)", "ansGr": [ { "ans": [ "Electrical", "false" ] }, { "ans": [ "Bleed Air", "false" ] }, { "ans": [ "Hydraulic", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 314" }, { "ch": "The T/R Translating Cowl Locking System (TLS) is operated by? (B1, B2)", "ansGr": [ { "ans": [ "115 VAC motors", "true" ] }, { "ans": [ "Hydraulic pressure", "false" ] }, { "ans": [ "Electrical supply from the EEC to TLS motors", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 202" }, { "ch": "Thrust reversers actuators are powered by? (A,B1,B2)", "ansGr": [ { "ans": [ "Green hydraulic system for engine 1 and Yellow system for engine 2", "false" ] }, { "ans": [ "Blue hydraulic system for engine 1 and Yellow system for engine 2", "true" ] }, { "ans": [ "Green hydraulic system for engine 1 and Blue system for engine 2", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 315" }, { "ch": "Where is the locking proximity switch that sends the T/R feedback to the EEC located? (B1, B2)", "ansGr": [ { "ans": [ "Center and lower actuators", "true" ] }, { "ans": [ "Center and upper actuators", "false" ] }, { "ans": [ "Upper actuator only  ", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 315" }, { "ch": "Where is the T/R position feedback sent to the EEC from? (B1, B2)", "ansGr": [ { "ans": [ "The two proximity switches on 2 actuators of each sleeve", "false" ] }, { "ans": [ "LVDT on each upper actuator", "true" ] }, { "ans": [ "LVDT on each TLS actuator", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 315" }, { "ch": "The Translating Cowl Sleeves (B1)", "ansGr": [ { "ans": [ "Are mechanically independent from each other", "true" ] }, { "ans": [ "Are mechanically link together", "false" ] }, { "ans": [ "Is a single unit", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 315" }, { "ch": "On each T/R Cowl, there are……? (A, B1, B2)", "ansGr": [ { "ans": [ "One feedback actuator, two looking actuator, one Hold Open Rod", "true" ] }, { "ans": [ "One feedback actuator, two looking actuator, two Hold Open Rod", "false" ] }, { "ans": [ "Two feedback actuator, one looking actuator, one Hold Open Rod", "false" ] } ] }, { "ch": "Where is the oil scavenge filter located? (A, B1)", "ansGr": [ { "ans": [ "Mounted on the scavenge oil pump assembly.", "false" ] }, { "ans": [ "Mounted on the oil tank", "true" ] }, { "ans": [ "Mounted on the external gearbox.", "false" ] } ], "title": "ATA 79:", "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 341" }, { "ch": "Where is the oil pressure filter located and how is it identified? (A, B1)", "ansGr": [ { "ans": [ "On the oil pressure pump, painted yellow.", "true" ] }, { "ans": [ "On the oil scavenge pump, painted yellow.", "false" ] }, { "ans": [ "On the oil tank, painted yellow.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 339" }, { "ch": "What type of oil temperature sensors are they? (B1)", "ansGr": [ { "ans": [ "Dual channel resistance temperature device.", "true" ] }, { "ans": [ "Single channel resistance temperature device.", "false" ] }, { "ans": [ "Single channel thermocouple device.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 340" }, { "ch": "Where is the oil scavenging differential pressure transducer located? (B1)", "ansGr": [ { "ans": [ "External gearbox", "false" ] }, { "ans": [ "Oil Debris Monitoring System (ODMS) housing.", "true" ] }, { "ans": [ "Oil tank", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 340" }, { "ch": "What is the location of the oil pressure differential pressure transducer? (B1)", "ansGr": [ { "ans": [ "On the oil pump assembly.", "true" ] }, { "ans": [ "On the oil tank.", "false" ] }, { "ans": [ "On the FOHE.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 340" }, { "ch": "Where are the oil differential pressure transducer points taken from? (B1)", "ansGr": [ { "ans": [ "The outlet of the FOHE and the internal gearbox.", "true" ] }, { "ans": [ "The outlet of the oil pressure pump and the internal gearbox.", "false" ] }, { "ans": [ "The outlet of the oil pressure pump and the external gearbox.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 340" }, { "ch": "What is the location of the low oil pressure switch? (B1)", "ansGr": [ { "ans": [ "the upper face of the oil pump.", "false" ] }, { "ans": [ "the upper face of the FOHE.", "true" ] }, { "ans": [ "Oil Debris Monitoring System (ODMS) housing", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 340" }, { "ch": "Where are the engine starting controls located? (B1)", "ansGr": [ { "ans": [ "On the center pedestal.", "false" ] }, { "ans": [ "On the overhead panel.", "false" ] }, { "ans": [ "On the center pedestal and overhead panel.", "true" ] } ], "title": "ATA 7480:", "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 40" }, { "ch": "Where is the manual start switchs located? (B1)", "ansGr": [ { "ans": [ "On the center pedestal.", "false" ] }, { "ans": [ "On the overhead panel", "true" ] }, { "ans": [ "On the center pedestal and overhead panel.", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 40" }, { "ch": "Is the engine master switch “hard-wired” to the HMU? (B1)", "ansGr": [ { "ans": [ "Yes", "true" ] }, { "ans": [ "No", "false" ] }, { "ans": [ "Yes, for controlling the Fuel Metering Valve", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 40" }, { "ch": "Does the EEC command the Starter Control Valve (SCV) during a manual start? (B1)", "ansGr": [ { "ans": [ "No", "false" ] }, { "ans": [ "Yes", "true" ] }, { "ans": [ "No, the manual start pushbutton is ‘hard-wired’ to the SCV", "false" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 36" }, { "ch": "What does the Air Turbine Starter (ATS) rotate in order to drive the IPC? (B1)", "ansGr": [ { "ans": [ "The external gearbox, IPC, and internal gearbox", "false" ] }, { "ans": [ "The external gearbox, angle drive, and IPC", "false" ] }, { "ans": [ "The external gearbox, transfer gearbox, and intermediate gearbox", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 138" }, { "ch": "How is the starter valve controlled and operated? (B1, B2)", "ansGr": [ { "ans": [ "It is electrically controlled and operated", "false" ] }, { "ans": [ "It is pneumatically controlled and operated", "false" ] }, { "ans": [ "It is electrically controlled and pneumatically operated", "true" ] } ], "ref": "Ref: A330 RR Trent 7000 T1+T2 Page 224" }, { "ch": "Where does the EEC receive feedback information from the Starter Control Valve? (B1, B2)", "ansGr": [ { "ans": [ "No feedback signal", "false" ] }, { "ans": [ "From the solenoid’s energized or de-energized status", "false" ] }, { "ans": [ "From a micro-switch on the valve", "true" ] } ], "ref": "Ref: A330 RR Trent 7000 T1+T2 Page 338" }, { "ch": "How does the EEC monitor the open/close position of the Engine Section Stator Anti-Ice Valve? (B1, B2)", "ansGr": [ { "ans": [ "By a pressure transducer downstream of the valve", "true" ] }, { "ans": [ "By the solenoid’s energized or de-energized status", "false" ] }, { "ans": [ "By a micro-switch on the valve", "false" ] } ], "ref": "Ref: A330 RR Trent 7000 T1+T2 Page 274" }, { "ch": "Where is the pneumatic starter installed? (B1, B2)", "ansGr": [ { "ans": [ "On the right-hand side of the gearbox", "false" ] }, { "ans": [ "On the rear side of the gearbox", "false" ] }, { "ans": [ "On the front side of the gearbox", "true" ] } ], "ref": "Ref: A330 RR Trent 7000 T1+T2 Page 363" }, { "ch": "Where is the IDG installed? (B1, B2)", "ansGr": [ { "ans": [ "On the right-hand side of the gearbox", "false" ] }, { "ans": [ "On the rear side of the gearbox", "true" ] }, { "ans": [ "On the front side of the gearbox", "false" ] } ], "ref": "Ref: A330 RR Trent 7000 T1+T2 Page 365" }, { "ch": "Which parts of the T7000 engine can be separated for transportation? (B1, B2)", "ansGr": [ { "ans": [ "The entire engine needs to be built up before transportation", "false" ] }, { "ans": [ "Only the fan blades and the exhaust nozzle", "false" ] }, { "ans": [ "The engine core and fan case (with the external gearbox)", "true" ] } ], "ref": "Ref: A330 RR Trent 7000 T1+T2 Page 360" }, { "ch": "What is the function of the PMA on the T7000 engine? (B1, B2)", "ansGr": [ { "ans": [ "A single winding provides power to both EEC channels.", "false" ] }, { "ans": [ "One of the dual windings provides power to each EEC channel.", "true" ] }, { "ans": [ "Each of the dual windings provides power to one EEC channel, and the third single winding supplies the N2 speed signal.", "false" ] } ], "ref": "Ref: A330 RR Trent 7000 T1+T2 Page 212" }, { "ch": "In the case of EIVMU failure or loss of power, what happens? (B1)", "ansGr": [ { "ans": [ "Power to the EEC will be lost", "false" ] }, { "ans": [ "Power to the EEC is supplied by the PMA in all phases", "false" ] }, { "ans": [ "Power to the EEC will be permanently supplied", "true" ] } ], "ref": "Ref: A330 RR Trent 7000 T1+T2 Page 212" }, { "ch": "What is the operating mode of the EDPs during the engine start sequence? (B1)", "ansGr": [ { "ans": [ "The EDP de-clutches automatically", "false" ] }, { "ans": [ "The EDPs continue to supply hydraulic pressure", "false" ] }, { "ans": [ "The hydraulic system depressurizes the EDPs", "true" ] } ], "ref": "Ref: Technical Training Manual ATA 70-80 T7000 Page 220" }, { "ch": "What precaution should be taken when opening the T/R Cowl Door for maintenance? (A, B1, B2)", "ansGr": [ { "ans": [ "Slats must be retracted", "true" ] }, { "ans": [ "Slats must be deactivated", "false" ] }, { "ans": [ "Not related to the slat position", "false" ] } ], "ref": "Ref: A330 RR Trent 7000 T1+T2 Page 386" }, { "ch": "A330 GE CF6 – Engine transportation stand fixed to engine by means of: (Level B1)", "ansGr": [ { "ans": [ "2 front trunnions fixed on the compressor intermediate case and 2 rear trunnions fixed on the turbine exhaust case", "false" ] }, { "ans": [ "2 front trunnions fixed on the intermediate case and 2 rear trunnions fixed on the tail bearing housing", "true" ] }, { "ans": [ "2 front trunnions fixed on the intermediate case and 2 rear trunnions fixed on the turbine intermediate case", "false" ] } ], "part": "GE-CF6 CAT B1", "title": "ATA 70 – INTRO – Standard practice – Constructional arrangement and Engine performance & operation", "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Power Plant installaton D/O page 8" }, { "ch": "A330 GE CF6 – Engine is attached to the aircraft pylon by 2 mounts: (Level B1)", "ansGr": [ { "ans": [ "Two mounts, front mount is installed on the top of the compressor intermediate case and rear mount is installed on the top of the turbine intermediate case", "false" ] }, { "ans": [ "Two mounts, front mount is installed on the top of the compressor intermediate case and rear mount is installed on the top of the tail bearing housing", "false" ] }, { "ans": [ "Two mounts, front mount is installed on the top of the engine intermediate case and rear mount is installed on the top of the turbine exhaust case", "true" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Power Plant installaton D/O page 10" }, { "ch": "A330 GE CF6 – Engine front mount: (Level B1)", "ansGr": [ { "ans": [ "Attached to aircraft pylon by 4 tension bolts and 2 shear pins, and transmits vertical, shear loads to the aircraft pylon", "false" ] }, { "ans": [ "Attached to aircraft pylon by 4 tension bolt, and transmits vertical, side, thrust loads to the aircraft pylon", "true" ] }, { "ans": [ "Attached to aircraft pylon by 6 tension bolts and 2 shear pins, and transmit vertical, side, thrust loads to the aircarft pylon", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Power Plant installaton D/O page 10" }, { "ch": "A330 GE CF6 – Engine rear mount: (Level B1)", "ansGr": [ { "ans": [ "Attached to aircraft pylon by 1 pin and 4 tension bolt, and transmits vertical, side, torsion loads to the aircraft pylon", "true" ] }, { "ans": [ "Attached to aircraft pylon by 1 pin and 6 tension bolts, and transmits vertical, torsion, thrust loads to the aircraft pylon", "false" ] }, { "ans": [ "Attached to aircraft pylon by 2 pin and 4 tension bolt, and transmits vertical, side, thrust loads to the aircraft pylon", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Power Plant installaton D/O page 10" }, { "ch": "A330 GE CF6 – Hydraulic connections between engine and aircraft pylon: (Level B1)", "ansGr": [ { "ans": [ "Located on RH pylon, including: pressure, suction, case drain line of the green, and blue or yellow system", "false" ] }, { "ans": [ "Located on LH pylon, including: pressure, suction, case drain line of the green, and blue or yellow system", "true" ] }, { "ans": [ "Pressure, suction, case drain line of the green located on LH pylon; Pressure, suction, case drain line of the green located on RH pylon", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Power Plant installaton D/O page 13" }, { "ch": "A330 GE CF6 – LP fuel supply is connected on: (Level B1)", "ansGr": [ { "ans": [ "The RH side of the engine pylon", "true" ] }, { "ans": [ "The LH side of the engine pylon", "false" ] }, { "ans": [ "Front center of the engine pylon", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Power Plant installaton D/O page 13" }, { "ch": "A330 GE CF6 – The thrust reverser halfs must not be opend if: (Level B1)", "ansGr": [ { "ans": [ "The wind velocity is above 60 knots", "false" ] }, { "ans": [ "Not all 16 deflector doors (cascade vanes) are installed", "true" ] }, { "ans": [ "Both answer are correct", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Warnings page 16" }, { "ch": "A330 GE CF6 – To Stow translating cowl manually: (Level B1)", "ansGr": [ { "ans": [ "Independent Lock Brake need not to be opened", "false" ] }, { "ans": [ "Center Drive Unit (CDU) Brake need not to be opened", "true" ] }, { "ans": [ "Release the Independent Lock Brake and Center Drive Unit (CDU) Brake", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) Line and Base Maintenance – Thrust reverser manual operation page 326" }, { "ch": "A330 GE CF6 – The fan cowl door consist of: (Level B1)", "ansGr": [ { "ans": [ "A coating of high tensile kevlar skin and an honeycomb sandwich construction with one loop of copper wire around the edge for lightning protection", "false" ] }, { "ans": [ "A coating of fiberglass-epoxy skin and an nomex honeycomb sandwich construction with lightning protection copper strips", "false" ] }, { "ans": [ "Bonded Kevlar/Graphite epoxy skins and an aluminum honeycomb sandwich construction, and a layer of copper screen for lightning protection", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Fan Cowl door page 20" }, { "ch": "A330 GE CF6 – Single Engine operation at an ENG. speed of more than 83 percent N1: (Level B1)", "ansGr": [ { "ans": [ "The other engine oprerating at minumum idle", "false" ] }, { "ans": [ "The other engine oprerating at an N1 speed of 50 percent N1 or more", "false" ] }, { "ans": [ "The other engine oprerating at an N1 speed of 80 percent N1 or more", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine danger zones page 355" }, { "ch": "A330 GE CF6 – Exhaust Gas Temperature (EGT) limit during ground start: (Level B1)", "ansGr": [ { "ans": [ "Not more than 750 Deg.C", "true" ] }, { "ans": [ "The start/run cycle may be completed if the start temp. is between 750 Deg.C and 870 Deg.C for less than 60 seconds but required maintenance action", "false" ] }, { "ans": [ "Not more than 870 Deg.C", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Operating limits page 360" }, { "ch": "A330 GE CF6 – What should we do if an external fire is detected: (Level B1)", "ansGr": [ { "ans": [ "Discharge AGENT 1(2) fire extinguisher bottle. And discharge second fire extinguisher bottle if the fire is not extinguished after 30-second", "false" ] }, { "ans": [ "Dry motor the engine to blow out the fire, or extinguish the fire with ground equipment if the fire can not be extinguished by motoring or if motoring is not possible", "true" ] }, { "ans": [ "Dry motor the engine to blow out the fire for 60-second. After that discharge the two fire bottles with a 30-second interval", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Procedure in case of engine fire page 366" }, { "ch": "A330 GE CF6 – What is engine aerodynamic station STA 3 correctly identified as: (Level B1)", "ansGr": [ { "ans": [ "The HPC compressor inlet area", "false" ] }, { "ans": [ "The HPC discharge area", "true" ] }, { "ans": [ "The Combustion Chamber discharge are", "false" ] } ], "title": "ATA 71 – Power plant", "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Aerodynamic stations page 67" }, { "ch": "A330 GE CF6 – The possible cause when oil is seen leaking from the fan disk: (Level B1)", "ansGr": [ { "ans": [ "Damaged pressure rubber seal of sump A that may allow oil coming out at low pressure of Low Pressure Compressor (LPC)", "false" ] }, { "ans": [ "Damaged O-Rings of No.1 Bearing Manifold may allow oil coming out of the centrifuge", "true" ] }, { "ans": [ "The oil sumps vent to the outside fan disk via center vent tube", "false" ] } ], "title": "ATA 72 – Engine modules", "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Fan and LPC description page 40" }, { "ch": "A330 GE CF6 – Fan blade identification: (Level B1)", "ansGr": [ { "ans": [ "The Fan blade No.1 is identified by a dot on the spinner cone. The direction of counting is counter clockwise (CCW) forward looking aft", "false" ] }, { "ans": [ "The Fan blade No.1 has a mark of the number 1 on the adjacent disk-post. The Fan blade No.5 has a mark of the number 5 on the adjacent disk-post. The direction of counting is counter clockwise (CCW) aft looking forward", "false" ] }, { "ans": [ "The Fan blade No.1 is the 2nd blade behind the “Offset hole”. The direction of counting is counter clockwise (CCW) forward looking aft", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Fan and LPC description page 40" }, { "ch": "A330 GE CF6 – Balance-weights must be added or removed if: (Level B1)", "ansGr": [ { "ans": [ "The repaired blade has a moment-weight that is very different from its initial moment weight", "true" ] }, { "ans": [ "The replacement blade has a very different moment-weight (more than 300 grams) than the replaced blade", "false" ] }, { "ans": [ "Only use 34 balancing screws inserted in the spinner cone for balancing", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – One blade installation page 46" }, { "ch": "A330 GE CF6 – How are the stage 1 High Pressure Turbine Nozzle Guide Vanes (HPT NGVs) cooled: (Level B1)", "ansGr": [ { "ans": [ "The inner and outer forward flanges are hollow and equipped with a large number cooling (bore) holes in the platform", "false" ] }, { "ans": [ "The internal passages bring air to the NGVs, from there through the hollow and bore holes back to primary airflow", "false" ] }, { "ans": [ "The vanes are hollow and equipped with a large number of cooling (bore) holes in the blade profile", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – High Pressure Turbime page 56" }, { "ch": "A330 GE CF6 – How are the stage 1 High Pressure Turbine Nozzle Guide Vanes (HPT NGVs) cooled: (Level B1)", "ansGr": [ { "ans": [ "The inner and outer forward flanges are hollow and equipped with a large number cooling (bore) holes in the platform", "false" ] }, { "ans": [ "The internal passages bring air to the NGVs, from there through the hollow and bore holes back to primary airflow", "false" ] }, { "ans": [ "The vanes are hollow and equipped with a large number of cooling (bore) holes in the blade profile", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – High Pressure Turbime page 56" }, { "ch": "A330 GE CF6 – Which air source is used for cooling the HPT stators: (Level B1)", "ansGr": [ { "ans": [ "1st HPT stator stage is cooled with 11th HPC, 2nd HPT stator stage is cooled with 7th HPC", "false" ] }, { "ans": [ "1st HPT stator stage is cooled with 14th HPC, 2nd HPT stator stage is cooled with 11th HPC", "true" ] }, { "ans": [ "1st HPT stator stage is cooled with 11th HPC, 2nd HPT stator stage is cooled with 8th HPC", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine general page 58" }, { "ch": "A330 GE CF6 – Hydraulic reservoir pressurization line is: (Level B1)", "ansGr": [ { "ans": [ "Connected to the bleed air duct loacated on the RH side of the engine 1 only", "true" ] }, { "ans": [ "Connected to the bleed air duct loacated on the LH side of the engine 2 only", "false" ] }, { "ans": [ "Connected to 9th HPC stage at downstream of Pressure Regulator and Shut Off Valve (PRSOV) on RH side of engine 1 only", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – System pylon interfaces page 28" }, { "ch": "A330 GE CF6 – What is the purpose of the Hydro Mechanical Units (HMU’s) Overspeed Governor: (Level B1)", "ansGr": [ { "ans": [ "To boost the fuel distribution to the spill drop and governor valve", "false" ] }, { "ans": [ "To limit the position of the Fuel Metering Valve (FMV) and controlled by the ECU", "false" ] }, { "ans": [ "To force the Bypass Valve to open more, hydro-mechanically during an over speed codition", "true" ] } ], "title": "ATA 73 – Engine Fuel and Control", "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Engine Fuel System Hydromechanical Unit page 83" }, { "ch": "A330 GE CF6 – How is fuel to engine selected: (Level B1)", "ansGr": [ { "ans": [ "MASTER LEVER set to ON, ECU control FMV to open which result HPSOV begins to open", "true" ] }, { "ans": [ "MASTER LEVER set to ON, it energize the HPSOV solenoid to open, and EEC adjust the FMV for fuel flow", "false" ] }, { "ans": [ "MASTER LEVER set to ON, EEC signal to open the LPSOV and the HPSOV", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Engine Fuel System D/O page 91" }, { "ch": "A330 GE CF6 – The fuel flow throught fuel oil heat exchanger: (Level B1)", "ansGr": [ { "ans": [ "ECU control fuel flow via fuel control valve by signal from fuel temperature sensor", "false" ] }, { "ans": [ "ECU control fuel flow via fuel bypass valve by signal from oil temperature sensor", "false" ] }, { "ans": [ "Unmetered fuel flow is routed thru the heat exchanger depends on the N2 speed", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine oil system page 88" }, { "ch": "A330 GE CF6 – How to correct fuel flow to the engine’s combustion system: (Level B1)", "ansGr": [ { "ans": [ "By HMU Metering valve (HMV), and bypass valve which bypasses the excess flow back to the fuel pumps interstage location", "true" ] }, { "ans": [ "By Fuel Metering Valve (FMV). Unused by-pass fuel is returned to fuel pump main stage inlet by the fuel pump by-pass valve through the fuel pump", "false" ] }, { "ans": [ "Fuel Metering Valve (FMV), and Pressurizing and Shutoff Valve (PSOV) returned unused by-pass fuel back to the High pressure gear pump inlet", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Fuel system description page 102" }, { "ch": "A330 GE CF6 – To prevent ice formation, the servo fuel heater is installed to: (Level B1)", "ansGr": [ { "ans": [ "Heat the total output fuel flow from the fuel pump", "false" ] }, { "ans": [ "Heated the fuel flow from the supply filter before going to Servo Valve Assembly (SVA)", "false" ] }, { "ans": [ "Heat the fuel flow into to the servo port of Hydromechanical Unit (HMU)", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Fuel system description page 102" }, { "ch": "A330 GE CF6 – The Engine overspeed protection: (Level B1)", "ansGr": [ { "ans": [ "The metering valve has a dual channel overspeed solenoid that will be energized by the ECU if the N1 or N2 red line is exceeded by 5%", "false" ] }, { "ans": [ "The overspeed governor prevent the engine from excess 113 percent N2", "true" ] }, { "ans": [ "The Overspeed Protection Unit (OPU) protects against N1 or N2 overspeed. The OPU sends a signal to energize overspeed valve then causes the PRSOV close and shutdown the engine", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Hydromechanical Unit page 110" }, { "ch": "A330 GE CF6 – The High Pressure Fuel Shut-off Valve: (Level B1)", "ansGr": [ { "ans": [ "Driven to close by a single solenoid commanded by the ENG/MASTER switch, spring loaded to open", "true" ] }, { "ans": [ "Is an ON/OFF valve operated by an Electro Hydraulic Servo Valve (EHSV), commanded by ECU or Master switch via hardwired electrical supply", "false" ] }, { "ans": [ "Electrically controlled by 3 solenoids and operated using fuel pressure. Two solenoids are controlled by the ECU and one shut-off solenoid is controlled by the MASTER lever on a direct hardwire line", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Hydromechanical Unit page 110" }, { "ch": "A330 GE CF6 – The interstage strainer: (Level B1)", "ansGr": [ { "ans": [ "Is an disposable filter housed in the fuel pump. It is used to filter fuel sent from the Fuel Oil Cooler (FOC) before it enters the main stage. It includes a bypass valve will open to send unfiltered fuel to the main stage", "false" ] }, { "ans": [ "Is an cleanable filter of Fuel pump. It is used to filter fuel sent from the Fuel Oil Heat Exchanger (FOHE) before it enters the HP pump. It includes a bypass valve allowed non filtered fuel to enter the HP pump inlet", "false" ] }, { "ans": [ "Is an removable part of Fuel pump assembly, which removes contaminants from boost stage and HMU return flow. It includes a bypass valve allowed non filtered fuel to enter the pump’s gear stage", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Fuel pump page 114" }, { "ch": "A330 GE CF6 – What is correct sentence about Servo Fuel Heater: (Level B1)", "ansGr": [ { "ans": [ "The function and capacity are similar to the Fuel Oil Heat Exchanger (FOHE)", "false" ] }, { "ans": [ "Located between fuel filter and Hydromechanical Unit HMU provides pre-heat for the HMU servo fuel", "true" ] }, { "ans": [ "Fuel is bypassed around the heater by thermo bypass valve if fuel discharge temperature exceeds 66 degreeC", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine fuel system page 116" }, { "ch": "A330 GE CF6 – Location of the Fuel Oil Heat Exchanger (FOHE): (Level B1)", "ansGr": [ { "ans": [ "Located between high pressure gear pump and fuel filter, mounted on the lower & left hand side of the pump", "true" ] }, { "ans": [ "Located between LP fuel pump and LP fuel filter, installed on the upper right hand side of the fan case above the oil tank", "false" ] }, { "ans": [ "Located between fuel pump boost stage and fuel filter, installed on the upper left hand side of the fan case", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Engine Fuel System D/O page 77" }, { "ch": "A330 GE CF6 – How are fuel nozzles supplied: (Level B1)", "ansGr": [ { "ans": [ "By a fuel manifold made of a full 360 tubular rings which is divided into two 180 degree segments. Each 180 degree ring supplies 15 fuel nozzles", "true" ] }, { "ans": [ "By 10 single pipe manifolds, which each supply 3 fuel nozzles", "false" ] }, { "ans": [ "By primary fuel maniflod deliver HP fuel to secondary manifold. Each secondary manifold delivers fuel to a single fuel spray nozzle via a flexible tune", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine fuel nozzles page 122" }, { "ch": "A330 GE CF6 – If the fuel temperature sensed by Fuel Temperature Sensor becomes too high: (Level B1)", "ansGr": [ { "ans": [ "ECU will open the Fuel Oil Heat Exchanger (FOHE) bypass valve", "false" ] }, { "ans": [ "ECU will open the IDG Fuel Oil Heat Exchanger bypass valve", "false" ] }, { "ans": [ "ECU will open the IDG Air/Oil Cooler cooling valve", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – ECU inputs page 144 and IDG Air/Oil Cooling system page 218" }, { "ch": "A330 GE CF6 – Engine Fuel pump assembly: (Level B1)", "ansGr": [ { "ans": [ "Mounted on the front side of the Accessory Gear Box (AGB), includes a Gear pump and boost pump", "false" ] }, { "ans": [ "Mounted on the aft side of the Accessory Gear Box (AGB), includes a LP stage and a HP stage", "true" ] }, { "ans": [ "Mounted on the aft side of the Accessory Gear Box (AGB), includes a Impeller pump and Gear pump", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Engine Fuel System D/O page 75" }, { "ch": "A330 GE CF6 – Which data does ECU use for fuel metering control: (Level B1)", "ansGr": [ { "ans": [ "T12, T25, T3, T49 and PS3", "true" ] }, { "ans": [ "T12, Ps12, T3, P49 and Ps14", "false" ] }, { "ans": [ "P0, P20, T30, T49 and P30", "false" ] } ], "title": "ATA 73A – FADEC", "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – ECU inputs page 144, 146 and EGT indication page 240" }, { "ch": "A330 GE CF6 – The FADEC System Ground Scanning: (Level B1)", "ansGr": [ { "ans": [ "Ground Scanning Report information is stored in Non Volatile Memory (NVM) of Central Maintenance Computers (CMC), and may be accessed from the Central Maintenance System (CMS) – ECU/CHAN Ground Scanning menu", "false" ] }, { "ans": [ "Ground Scanning Report must be accessed before the ECU shuts down (15 minutes after setting ENG/MASTER switch to OFF) or all information is lost", "true" ] }, { "ans": [ "Ground Scanning Report information is retained in the memory of the ECU and will not be lost if the ECU is powered down", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine FADEC tests page 154" }, { "ch": "A330 GE CF6 – Which sentence is correct about Engine Running Test: (Level B1)", "ansGr": [ { "ans": [ "Engine Running Test is used to a activ operational test with engine running. ECU control all relevant components for this test", "false" ] }, { "ans": [ "Each ECU sends one N2>50% signal to HSMU for automatic RAT extension & electrical pump activation, flight control system for surface deflection speed limitation and electrical shedding logic", "true" ] }, { "ans": [ "Engine Running Test is performed by the ECU in order to check N1/N2/EGT redline and EGT max continuous", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine FADEC tests page 158" }, { "ch": "A330 GE CF6 – In which case will there be an ECAM warning “FADEC SYS FAULT”: (Level B1)", "ansGr": [ { "ans": [ "If there is a total lost of control of the ECU. No channel is in control and no class 1 “NO GO” fault is detected by any channel", "false" ] }, { "ans": [ "If a class 1 “NO GO” fault is detected on the FADEC system by the ECU", "true" ] }, { "ans": [ "If there is a FADEC system level 2 fault. Aircraft is dispatchable at the propulsion system level provided a specific maintenance or operational procedure is applied", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Warnings page 168" }, { "ch": "A330 GE CF6 – How is the ignitor plug cooled (Level B1)", "ansGr": [ { "ans": [ "By Fan air taken from nacelle core compartment cooling valve to two ignition cooling air hoses through the exciter-to-igniter plug cables to the igniter plugs and ignition exciters", "false" ] }, { "ans": [ "By Fan air extracted from HPTACC supply manifold through an air cooling jacket/conduit", "true" ] }, { "ans": [ "By air from the LP compressor that discharge to three independent manifolds to blow the related components.", "false" ] } ], "title": "ATA 74 – Ignition", "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Ignition leads page 284" }, { "ch": "A330 GE CF6 – When replacing the ignitor plug, is it necessary to remove the ignitor adapter (Level B1)", "ansGr": [ { "ans": [ "The adapter does not need to be removed", "true" ] }, { "ans": [ "The adapter must be removed for checking ignitor immersion depth", "false" ] }, { "ans": [ "The adaptor must be removed to replace the gasket installed under the ignitor adapter each time the ignitor plug is replaced", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance –Engine ignitors page 286" }, { "ch": "A330 GE CF6 – In case of EIVMU failure, which function will no longer be available (Level B1)", "ansGr": [ { "ans": [ "Manual start and continuous ignition are no more available", "false" ] }, { "ans": [ "Automatic starting and dry cranking are no more available", "false" ] }, { "ans": [ "Manual start and wet cranking are no more available", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance –Alternate Start/Ignition page 290" }, { "ch": "A330 GE CF6 – What is the purpose of the Variable Stator Vanes (VSV) system: (Level B1)", "ansGr": [ { "ans": [ "Control air flow through the LP compressor stage by using the first 5 rows of pivoting vanes", "false" ] }, { "ans": [ "Control gas flow through the HP compressor stage by using the first 4 rows of pivoting vanes", "false" ] }, { "ans": [ "Control air flow through the HP compressor stage by using the first 6 rows of pivoting vanes", "true" ] } ], "title": "ATA 75 – Air", "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Air flow control system D/O page 248" }, { "ch": "A330 GE CF6 – How many bore cooling valves are there: (Level B1)", "ansGr": [ { "ans": [ "One Bore cooling valve", "true" ] }, { "ans": [ "4 Bore cooling valves", "false" ] }, { "ans": [ "5 Bore cooling valves", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Bore cooling system page 264" }, { "ch": "A330 GE CF6 – The stage air used for compressor bleed: (Level B1)", "ansGr": [ { "ans": [ "2.5 and 2.9 bleed system", "false" ] }, { "ans": [ "7th, 8th, 11th", "true" ] }, { "ans": [ "7th, 10th", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Air flow control system D/O page 249" }, { "ch": "A330 GE CF6 – The external airflow air cooling system has the subsystems: (Level B1)", "ansGr": [ { "ans": [ "HPTACC, LPTACC, core compartment cooling, bore compartment cooling, Integrated Drive Generator (IDG) cooling", "true" ] }, { "ans": [ "Turbine Case Cooling (TCC) system, Turbine Vane and Bleed Cooling (TVBC) system, Nacelle Core Compartment Cooling (NCCC) system", "false" ] }, { "ans": [ "LPT & HPT Active Clearance Control system, Modulated Turbine Cooling (MTC) system, Fan Compartment and Accessory system, Core Compartment Cooling system", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Cooling and Sealing system D/O page 254" }, { "ch": "A330 GE CF6 – The oil sump seals are pressurized by: (Level B1)", "ansGr": [ { "ans": [ "The 5th stage of the Low Pressure Compressor (LPC)", "true" ] }, { "ans": [ "The 7th stage of the High Pressure Compressor (HPC)", "false" ] }, { "ans": [ "The 11th stage of the High Pressure Compressor (HPC)", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine modules page 38" }, { "ch": "A330 GE CF6 – The High Pressure Turbine (HPT): (Level B1)", "ansGr": [ { "ans": [ "2 stage axial turbine, with the cooling flow from the High Pressure Compressor (HPC) 10th stage to the HPT 1st stage turbine blades", "false" ] }, { "ans": [ "2 stage axial turbine, with an intensive cooling for the hollow vanes and rotor blades", "true" ] }, { "ans": [ "3 turbine rotor stage, The three turbine rotor stages, the vane assembly and stage 3 inner air seal are air cooled", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine modules page 38" }, { "ch": "A330 GE CF6 – Which air subsystem improves the specific fuel consumption of the engine: (Level B1)", "ansGr": [ { "ans": [ "Bore Cooling System, Nacelle Core Compartment Cooling System (NCCCS), Turbine Vane and Blade Cooling (TVBC) system, Turbine Case Cooling (TCC) system", "false" ] }, { "ans": [ "Modulated Air System (MAS), Modulated Turbine Cooling (MTC) System, Turbine Impingement Cooling (TIC), HPT&LPT Active Clearance Control System (HPT&LPT ACC)", "false" ] }, { "ans": [ "Bore Cooling System, Core Compartment Cooling System (CCCS), High Pressure Turbine Clearance Control System (HPTCC), Low Pressure Turbine Clearance Control System (LPTCC)", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine Air systems page 178" }, { "ch": "A330 GE CF6 – Location of the Bore Cooling Valve: (Level B1)", "ansGr": [ { "ans": [ "Mounted to the aft fan case at the 5:30 o’clock position aft looking forward", "true" ] }, { "ans": [ "Mounted to the LPC case in approx. 10:00 position aft looking forward", "false" ] }, { "ans": [ "Mounted to the HPC case in approx 09:00 positon aft looking forward", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Bore Cooling System page 182" }, { "ch": "A330 GE CF6 – Core Compartment Cooling Valve (CCCV): (Level B1)", "ansGr": [ { "ans": [ "Spring load to close. Open by ECU during takeoff, climb, and idle descent", "false" ] }, { "ans": [ "Spring load to open. Close by ECU when engine is operated under stabilized conditons (cruise)", "true" ] }, { "ans": [ "CCCV is a butterfly type valve which regulates the fan air flow when ECU detected core high temperature", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Core Compartment Cooling Valve page 186" }, { "ch": "A330 GE CF6 – How does the ECU control the Core Compartment Cooling Valve (CCCV): (Level B1)", "ansGr": [ { "ans": [ "ECU energizes CCCV dual control solenoid to allow 11th stage HPC air to go to the close side of the CCCV valve", "true" ] }, { "ans": [ "The Hydro Mechanical Unit (HMU) provides the fuel actuation force, commanded from ECU, to regulates the fan air fow", "false" ] }, { "ans": [ "CCCV is a passive system using Ps3 air to open the valve, that redirects fan air flow to blow the related core components", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Core Compartment Cooling Valve page 186" }, { "ch": "A330 GE CF6 – Which stages of the Low Pressure Turbine (LPT) are cooled: (Level B1)", "ansGr": [ { "ans": [ "LPT stage 1", "true" ] }, { "ans": [ "The first two stage of LPT (1st and 2nd LPT stage)", "false" ] }, { "ans": [ "There are no cooling for the LPTs, only the 2nd stage of the HPT is cooled", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – LPT stage 1 nozzle cooling page 212" }, { "ch": "A330 GE CF6 – How the LPT stage is cooled: (Level B1)", "ansGr": [ { "ans": [ "The 7th stage HPC is used to provide cooling air to the LPT stage 1 nozzles", "true" ] }, { "ans": [ "The 11th stage HPC is used to provide cooling air to the The first two stage of LPT (1st and 2nd LPT stage) nozzles", "false" ] }, { "ans": [ "The 11th stage HPC is used to provide cooling air to the LPT stage 1, The 7th stage HPC is used to provide cooling air to the LPT stage 2", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – LPT stage 1 nozzle cooling page 212" }, { "ch": "A330 GE CF6 – How is an air leak in the LPT cooling duct detected: (Level B1)", "ansGr": [ { "ans": [ "By the upper and lower turbine fire detection loops", "false" ] }, { "ans": [ "By an differential pressure switch monitor pressure between two HPC cooling air manifolds", "true" ] }, { "ans": [ "By the nacelle area temperature sensor loacted along the LPT active clearance control duct", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – LPT stage 1 nozzle cooling page 212" }, { "ch": "A330 GE CF6 – The IDG Air/Oil cooling valve: (Level B1)", "ansGr": [ { "ans": [ "Electrically controlled and operated by torque motor controlled by ECU, based on IDG oil inlet and fuel temperature", "false" ] }, { "ans": [ "Spring loaded close, electrically controlled, hydraulically operated by HMU servo fuel", "false" ] }, { "ans": [ "Spring loaded open, electrically controlled, pneumatically operated by 11th stage muscle air", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – LPT stage 1 nozzle cooling page 220" }, { "ch": "A330 GE CF6 – Location of the IDG Air/Oil cooler: (Level B1)", "ansGr": [ { "ans": [ "Mounted to the high pressure compressor right hand side at 3:00", "true" ] }, { "ans": [ "Mounted on the RH side of the accessory gear box, just below the servo fuel heater", "false" ] }, { "ans": [ "Mounted on the RH side of the fancase", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – LPT stage 1 nozzle cooling page 220" }, { "ch": "A330 GE CF6 – How is the core compartment cooled: (Level B1)", "ansGr": [ { "ans": [ "Air from LP compressor that enters through ducts in the inner fixed structure of “C” ducts. Ventilation air is exhausted through an air exit at the bottom of “C” duct longitudinal beam", "false" ] }, { "ans": [ "Two position valve (high/low flow) controls airflow taken from a port on aft wall of booster bypass chamber. Air is vented below accessory heat sheild and core cowl trailing edge", "true" ] }, { "ans": [ "It is a passive system that redirects air flow from fan stream via six cooling holes drilled in Fan Extension Ring. Air discharged overboard through an annular gap at the rear of engine", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Nacelle ventilation page 226" }, { "ch": "A330 GE CF6 – ECU use Throttle Resolver Angle (TRA) signal: (Level B1)", "ansGr": [ { "ans": [ "Set the engine thrust in manual and reverse, and set engine thrust limit in automatic thrust", "true" ] }, { "ans": [ "Set the engine thrust in manual thrust, and TRA is used by FMGEC signal to ECU to set engine thrust limit in automatic thrust", "false" ] }, { "ans": [ "Set engine thrust in manual thrust, and set engine thrust target in automatic thrust", "false" ] } ], "title": "ATA 76 – Engine Controls", "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Throttle Control lever assembly page 272" }, { "ch": "A330 GE CF6 – When does the HP Fuel Shut Off valve electrically controlled close: (Level B1)", "ansGr": [ { "ans": [ "ENG MASTER CONTROL switch OFF or when Fuel Metering Valve (FMV) is commanded to the closed position by ECU", "true" ] }, { "ans": [ "ENG MASTER LEVER switch OFF or ENG FIRE pushbutton is released out", "false" ] }, { "ans": [ "ENG MASTER CONTROL switch OFF or when HMU bypass valve is commanded open by overspeed protection governor", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Thrust control page 278" }, { "ch": "A330 GE CF6 – Indication of N1 parameter corresponding to the throttle lever position: (Level B1)", "ansGr": [ { "ans": [ "Represented by a blue circle on the EWD N1 dial", "true" ] }, { "ans": [ "Represented by a green needle on the EWD N1 dial", "false" ] }, { "ans": [ "Represented by a green sector on the EWD N1 dial", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – N1 indication page 279" }, { "ch": "A330 GE CF6 – What happens if the HMU HP Fuel Shut Off Valve (HPSOV) C/B is pulled out: (Level B1)", "ansGr": [ { "ans": [ "LPSOV and HPSOV close", "false" ] }, { "ans": [ "LPSOV and HPSOV open", "false" ] }, { "ans": [ "LPSOV open, and HPSOV solenoid open", "true" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Engine master control D/O page 286" }, { "ch": "A330 GE CF6 – Engine EGT probes: (Level B1)", "ansGr": [ { "ans": [ "4 dual T4.95 thermocouple exhaust gas sensors on the turbine exhaust case", "false" ] }, { "ans": [ "8 T49 EGT probes with 2 sensors in each installed on the low pressure turbine just forward of the eleventh stage air manifold", "true" ] }, { "ans": [ "11 T49.5 thermocouples, measure at the inlet LP turbine, are installed approximately equally around the engine within the LP1 turbine nozzle guide vanes", "false" ] } ], "title": "ATA 77 – Engine Indicating systems", "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – EGT indication page 240" }, { "ch": "A330 GE CF6 – When will Exhaust Gas Temperature (EGT) overlimit happens: (Level B1)", "ansGr": [ { "ans": [ "If EGT exceeds the red line limit (975 Deg C)", "false" ] }, { "ans": [ "If EGT exceeds the amber line limit (940 Deg C) and lightoff has been detected", "false" ] }, { "ans": [ "If EGT exceeds the red line limit (975 Deg C) or when ít compared to amber line (940 Deg C)", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Warnings page 172" }, { "ch": "A330 GE CF6 – When does the warnings appear if the Exhaust Gas Temperature (EGT) exceed the EGT red line value during phase 4: (Level B1)", "ansGr": [ { "ans": [ "ENG 1(2) START FAULT – EGT OVERLIMIT", "false" ] }, { "ans": [ "ENG 1(2) EGT OVERLIMIT", "false" ] }, { "ans": [ "Warnings is inhibited", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Warnings page 172" }, { "ch": "A330 GE CF6 – EGT exceedance indication on EWD: (Level B1)", "ansGr": [ { "ans": [ "Represented by a thick amber mark across the EGT scale", "false" ] }, { "ans": [ "Represented by a small red line which appears across the EGT scale", "true" ] }, { "ans": [ "Represented by an arc sharped red ribbon situated at the end of the scale beginning at the red limit value", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – EGT indications page 240" }, { "ch": "A330 GE CF6 – What must be do if the Exhaust Gas Temperature (EGT) remaining exceed 975 Deg C: (Level B1)", "ansGr": [ { "ans": [ "The engine must be shutdown", "true" ] }, { "ans": [ "The engine thrust must be reduced to keep EGT below the red line limit. ECU will reschedule FF to fuel nozzle manifold", "false" ] }, { "ans": [ "Throttle Control Lever must be at IDLE stop and monitor the EGT indication. After 5 seconds if the EGT still equal or more than 975 Deg C, shutdown the engine", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Warnings page 172" }, { "ch": "A330 GE CF6 – The oil pressure indication: (Level B1)", "ansGr": [ { "ans": [ "Has analog indication on ENG SD page, the needle will in red zone if pressure drops below the LO PRESS limit (10 psi)", "false" ] }, { "ans": [ "Has digital indication on EWD, green in normal, amber if pressure drops below 30 psi, and red if pressure drops below the LO PRESS limit (10 psi)", "false" ] }, { "ans": [ "Has analog and digital indication on ENG SD page, green in normal, red if pressure drops below the LO PRESS limit (10 psi)", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine oil pressure indication page 94" }, { "ch": "A330 GE CF6 – When will the oil temperature indication on ENG SD page display in ADV mode: (Level B1)", "ansGr": [ { "ans": [ "The scavenge oil discharge temperature is between 135 Deg and 160 Deg", "false" ] }, { "ans": [ "The scavenge oil discharge temperature is between 160 Deg and 175 Deg", "true" ] }, { "ans": [ "The scavenge oil discharge temperature is between 175 Deg and 190 Deg", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Low oil pressure switch page 96" }, { "ch": "A330 GE CF6 – What is the allowable engine operating time when the oil temperature is above 175 Deg: (Level B1)", "ansGr": [ { "ans": [ "15 minutes", "false" ] }, { "ans": [ "20 minutes", "false" ] }, { "ans": [ "Not permitted", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Low oil pressure switch page 96" }, { "ch": "A330 GE CF6 – Fuel Filter CLOGGING indication: (Level B1)", "ansGr": [ { "ans": [ "Amber CLOG indication on F.USED SD page, ENG 1(2) FUEL FILTER CLOGGED warning, MASTER CAUTION", "true" ] }, { "ans": [ "Amber CLOG indication on FF EWD, ENG 1(2) FUEL FILTER CLOGGED warning, MASTER WARNING", "false" ] }, { "ans": [ "Red CLOG indication on", "false" ] }, { "ans": [ "USED SD page, ENG 1(2) FUEL FILTER CLOGGED warning, MASTER WARNING", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine fuel system page 108" }, { "ch": "A330 GE CF6 – Fuel flow signal indication: (Level B1)", "ansGr": [ { "ans": [ "The fuel flow transmitter send electrical discrete signal to ECU, which measure total mass flow of fuel supplied to the fuel distribution valve", "false" ] }, { "ans": [ "The fuel metering unit send ARINC 523 fuel flow signal to ECU, which measures total mass flow of fuel supplied to the fuel nozzle distribution manifold", "false" ] }, { "ans": [ "The fuel flow transmitter send electrical pulse signal to ECU, which measures total mass flow of fuel supplied to the engine combustor", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine fuel system page 106" }, { "ch": "A330 GE CF6 – Location of N1 speed sensor: (Level B1)", "ansGr": [ { "ans": [ "Mounted to the fan case in the 10:00 position", "false" ] }, { "ans": [ "Mounted to the fan frame in the 2:00 position, just aft of the #3 strut.", "true" ] }, { "ans": [ "Mounted into a sleeve, inside Fan Hub N°4 strut, and then into a guide", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Power and Speed indication page 236" }, { "ch": "A330 GE CF6 – Location of N2 speed sensor: (Level B1)", "ansGr": [ { "ans": [ "Mounted to the forward right accessory gear box, inboard of the Hydromechanical Unit (HMU)", "true" ] }, { "ans": [ "N2 speed signal is given by the Permanent Magnet Alternator (PMA), located on the left forward side of the accessory gear box", "false" ] }, { "ans": [ "Installed on the transfer tube between the Transfer Gear Box (TGB) and the Accessory Gear Box (AGB)", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – N2 speed sensor page 238" }, { "ch": "A330 GE CF6 – Engine vibration system comprises per engine: (Level B1)", "ansGr": [ { "ans": [ "Dual vibration transducer which is a dual output accelerometer, N1 trim balance probe, Engine Interface and Vibration Monitoring Unit (EIVMU)", "false" ] }, { "ans": [ "No.1 bearing vibration sensor, Flange P exhaust case vibration sensor, one Electronic Control Unit (ECU)", "false" ] }, { "ans": [ "No.1 bearing vibration sensor, Compressor Rear Frame (CRF) vibration sensor, one Remote Charge Converter (RCC)", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Vibration monitoring page 244" }, { "ch": "A330 GE CF6 – Engine Interface and Vibration Monitoring Unit (EIVMU) processes and stores vibration values: (Level B1)", "ansGr": [ { "ans": [ "All the advisory and warning levels if N1 vibrations exceed 5.7 units, N2 vibration exceed 5.6 units, and the cumulated exposure time above long term operation levels", "false" ] }, { "ans": [ "Maximum values of the different vibratory measurements encountered during flight and the cumulated exposure time above long term operation levels", "true" ] }, { "ans": [ "EIVMU not store vibration values. It process vibration signals and sent for indication on ENGINE SD page and used during maintenance procedures through the MCDU via the Central Maintenance Computer (CMC).", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine analyzer page 246" }, { "ch": "A330 GE CF6 – The Engine vibration indication is displayed on: (Level B1)", "ansGr": [ { "ans": [ "ECAM ENGINE page", "false" ] }, { "ans": [ "EWD and ECAM CRUISE page", "false" ] }, { "ans": [ "ECAM ENGINE page and ECAM CRUISE page", "true" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual –Vibration monitoring system operation page 293" }, { "ch": "A330 GE CF6 – Location of Thrust Reverser Pressure Regulator and Shut Off Valve (T/R PRSOV): (Level B1)", "ansGr": [ { "ans": [ "One valve in the RH & FWD engine core area", "true" ] }, { "ans": [ "One valve mounted to the left reverser half just below the upper ballscrew actuator", "false" ] }, { "ans": [ "Two valve mounted in the 3 and 9 o’clock position of each reverser half", "false" ] } ], "title": "ATA 78 – Exhaust", "ref": "Ref Airbus A330 (GE CF6) Line and Base Maintenance – T/R PRSOV page 296" }, { "ch": "A330 GE CF6 – The T/R independent locking system operation: (Level B1)", "ansGr": [ { "ans": [ "The FCPCs control electro-magnetic brakes, which are installed above the respective T/R upper Ball-screw actuators", "true" ] }, { "ans": [ "The FCSCs allow 115 VAC power supply to a motor. The motor turns the ballscrew drive mechanism to move the lock hook away from the TLS keeper", "false" ] }, { "ans": [ "The FCPC control power to Power Conditioning Module (PCM). PCM supply 115VAC to Tertiary lock solenoid that moves the hook to unlock position", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) Line and Base Maintenance – T/R independent locking system page 306" }, { "ch": "A330 GE CF6 – The Thrust Reverser system consist of: (Level B1)", "ansGr": [ { "ans": [ "Two translating sleeves on each engine", "false" ] }, { "ans": [ "Four pivoting doors on each engine", "false" ] }, { "ans": [ "Six thrust reverser blocker doors and 16 cascade vanes per thrust reverser half", "true" ] } ], "ref": "Ref Airbus A330 (GE CF6) Line and Base Maintenance – Blocker doors and drag links page 308" }, { "ch": "A330 GE CF6 – Caution when replacing T/R cascade vanes: (Level B1)", "ansGr": [ { "ans": [ "Ensure that the proper configuration cascade is used in each position", "true" ] }, { "ans": [ "No more than two cascade should be removed per thrust reverser half", "false" ] }, { "ans": [ "Both statements are correct", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) Line and Base Maintenance – Cascade vanes page 310" }, { "ch": "A330 GE CF6 – To Deploy/Stow translating cowl manually: (Level B1)", "ansGr": [ { "ans": [ "Remove the electrical connector at the Thrust Reverser Directional Pilot Valve (TRDV)", "false" ] }, { "ans": [ "Release Independent Lock Brake", "true" ] }, { "ans": [ "Disconnect the pneumatic supply coupler on the Thrust Reverser Pressure Regulator and Shut Off Valve (T/R PRSOV)", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) Line and Base Maintenance – Thrust reverser manual operation page 326" }, { "ch": "A330 GE CF6 – How is the thrust reverser controlled: (Level B1)", "ansGr": [ { "ans": [ "By the ECU and the two conditions from Spoiler Elevator Computers and EIU inhibition relay", "false" ] }, { "ans": [ "By the ECU and the two conditions from FCSCs and LGCIUs inhibition", "false" ] }, { "ans": [ "By the ECU and the conditions from FCPCs and EVIMU command", "true" ] } ], "ref": "Ref Airbus A330 (GE CF6) Line and Base Maintenance – Thrust reverser schematic page 297" }, { "ch": "A330 GE CF6 – How to deactivate the thrust reverser for flight: (Level B1)", "ansGr": [ { "ans": [ "Deactivate each CDU pneumatic system and mechanical drive, deactivate the Thrust Reverser Directional Valve (TRDV", "true" ] }, { "ans": [ "Remove the Center Drive Unit (CDU) lock-out plate, invert it and reinstall it with square drive engaging the drive pad, and install three red lockout plates on the outer flange of the fixed structure", "false" ] }, { "ans": [ "Deactivate each CDU mechanical drive, Lock the MANUAL INHIBIT lever of Isolation Control Unit (ICU)", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Deactivate thrust reverser for flight page 393" }, { "ch": "A330 GE CF6 – When does the IDG Fuel Oil Heat Exchanger (FOHE) cool the IDG oil sufficiently: (Level B1)", "ansGr": [ { "ans": [ "It cools the IDG oil when the engine is operating at low power conditions only", "false" ] }, { "ans": [ "It cools the IDG oil when the engine is operating at high power conditions only", "true" ] }, { "ans": [ "It cools the IDG oil during all operating conditions", "false" ] } ], "title": "ATA 79 – Oil", "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Fuel/Oil Heat Exchanger page 77" }, { "ch": "A330 GE CF6 – The Oil tank pressurization is kept between 7 psi and 11 psi with respect to the sump internal pressure by: (Level B1)", "ansGr": [ { "ans": [ "The pressurizing valve located in the top of the tank will vent excess air into “A” sump", "true" ] }, { "ans": [ "The pressure valve located below the fill port scupper will relieve excess air into Accessory Gear Box (AGB)", "false" ] }, { "ans": [ "The vent valve located in the top of the tank will vent excess air into center vent tube", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Oil tank page 84" }, { "ch": "A330 GE CF6 – The lubrication system is fully operational if: (Level B1)", "ansGr": [ { "ans": [ "The engine is motoring", "false" ] }, { "ans": [ "The engine is running", "true" ] }, { "ans": [ "The engine is running at least 80% N2", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine oil general page 82" }, { "ch": "A330 GE CF6 – The scavenge oil filter: (Level B1)", "ansGr": [ { "ans": [ "Clean the scavenge oil downstream of main FOHE, before the oil returns to the tank", "true" ] }, { "ans": [ "Clean the scavenge oil before the oil input to scavenge pumps", "false" ] }, { "ans": [ "Clean the scavenge oil downstream of scavenge pumps, before the oil input to servo fuel heater and main FOHE", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Engine oil system page 88" }, { "ch": "A330 GE CF6 – The low oil pressure switch measure differential pressure between: (Level B1)", "ansGr": [ { "ans": [ "Oil supply manifold and sump A outlet manifold", "false" ] }, { "ans": [ "Oil supply manifold and the accessory gearbox cavity", "true" ] }, { "ans": [ "Outlet and inlet manifold of AGB scavenge pump", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Low oil pressure switch page 96" }, { "ch": "A330 GE CF6 – How many bearings and oil sumps does the engine have: (Level B1)", "ansGr": [ { "ans": [ "7 bearings (1,2,3,4R,4B,5,6) and 3 oil sumps (A,B+C,D)", "true" ] }, { "ans": [ "5 bearings (1,1.5,2,3,4) and 4 oil sumps (A,B,C,D)", "false" ] }, { "ans": [ "6 bearings (1,2,3R,3B,4,5) and 3 oil sumps (A,B,C)", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Air extraction page 208" }, { "ch": "A330 GE CF6 – Where does oil came out of the D-sump labyrinth seals is drained to: (Level B1)", "ansGr": [ { "ans": [ "Drains to the radial drive shaft housing", "false" ] }, { "ans": [ "Drains to the LP-Recoup air exit (engine exhaust)", "false" ] }, { "ans": [ "Drains at the drain holes in the turbine rear frame struts", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Air extraction page 208" }, { "ch": "A330 GE CF6 – The Engine must be shutdown if: (Level B1)", "ansGr": [ { "ans": [ "Oil pressure below 10 psi (0.6894 bar) or do not have a positive oil pressure indication", "true" ] }, { "ans": [ "Oil pressure below 17 psi (1.1721 bar) or above 160 psi (11.0316 bar)", "false" ] }, { "ans": [ "Oil pressure below 10 psi (0.6894 bar) or above 90 psi (6.2052 bar)", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Oil system page 362" }, { "ch": "A330 GE CF6 – How are the oil sumps vented: (Level B1)", "ansGr": [ { "ans": [ "The sumps are connected together by the center vent tube, which vents them to outside air", "true" ] }, { "ans": [ "Sump A is vented through Accessory Gear Box (AGB). Sump B, C and D are connected together by the center vent tube", "false" ] }, { "ans": [ "Sump A is vented to oil tank through Air/Oil separator. Sump B, C and D are connected together and vented through Accessory Gear Box (AGB)", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Oil system D/O page 357" }, { "ch": "A330 GE CF6 – Engine pneumatic starter: (Level B1)", "ansGr": [ { "ans": [ "The starter supplies driving torque to turn the N2 shaft via AGB, air supply cut off after ignition system de-energized", "false" ] }, { "ans": [ "The starter supplies driving torque to turn the N1 shaft via AGB, air supply cut off at 50% N2", "false" ] }, { "ans": [ "The starter supplies driving torque to turn the N2 shaft via Accessory Drive Module, air supply cut off at 50% N2", "true" ] } ], "title": "ATA 80 – Starting", "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Starting system description page 181, starting operation page 193" }, { "ch": "A330 GE CF6 – The procedure for an inspection Differential Pressure Indicator (DPI): (Level B1)", "ansGr": [ { "ans": [ "A maximum of 3 resets is allowed. The DPI reset status goes back to zero if after a DPI reset the DPI does not extend again between two scheduled oil/filter changes", "false" ] }, { "ans": [ "At each DPI reset, you must also do the following maintenance actions: replacement of both the oil filter and the IDG oil filter", "false" ] }, { "ans": [ "Both statements are correct", "true" ] } ], "title": "ATA 24 – Electrical System", "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Electrical power system line maintenance page 180" }, { "ch": "A330 GE CF6 – What methods are used to cool the Integrated Drive Generator (IDG) oil: (Level B1)", "ansGr": [ { "ans": [ "IDG Surface Air Cooling Oil Cooler (SACOC), IDG Fuel Oil Heat Exchanger (FOC), IDG Oil Oil Heat Exchanger (OOHE)", "false" ] }, { "ans": [ "IDG Fuel/Oil Heat Exchanger and IDG Air/Oil Cooler", "true" ] }, { "ans": [ "IDG Fuel Oil Heat Exchanger (FOC), IDG Air Cooled / Oil Cooler", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – IDG cooling system page 267" }, { "ch": "A330 GE CF6 – The engine fire detection loops comprise of: (Level B1)", "ansGr": [ { "ans": [ "Three detectors are installed at pylon, left and right core compartment", "false" ] }, { "ans": [ "Four detectors are installed at pylon, fan compartment, core compartment and gearbox", "false" ] }, { "ans": [ "Four detectors are installed at pylon, gearbox, upper and lower turbine", "true" ] } ], "title": "ATA 26 – Fire protection", "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Engine Fire protection D/O page 27" }, { "ch": "A330 GE CF6 – Which heat source does the engine ice intake ice protection use: (Level B1)", "ansGr": [ { "ans": [ "Engine Air bleed system", "false" ] }, { "ans": [ "The 7th stage of the engine compressor", "false" ] }, { "ans": [ "The 11th stage of the engine compressor", "true" ] } ], "title": "ATA 30 – Ice and Rain protection", "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Ice & Rain protection page 350" }, { "ch": "A330 GE CF6 – Engine anti valve deactivation under MEL operation: (Level B1)", "ansGr": [ { "ans": [ "In close position", "false" ] }, { "ans": [ "In open position", "false" ] }, { "ans": [ "In either the open or closed position", "true" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Anti Ice Valve page 352" }, { "ch": "A330 GE CF6 – How can an air leak be detected if there is a leak at the shrouded and sealed engine anti-ice duct connection: (Level B1)", "ansGr": [ { "ans": [ "A visual “pop out” indicator is located on the shroud of anti-ice duct", "true" ] }, { "ans": [ "Detected by the fan case fire detection loop", "false" ] }, { "ans": [ "Detected by a Dual Temperature Sensor (PT) located at downstream of Engine Anti ice Valve", "false" ] } ], "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Anti Ice Valve page 352" }, { "ch": "A330 GE CF6 – Position of the Engine anti-ice valve: (Level B1)", "ansGr": [ { "ans": [ "Located on the lower right side of the core engine", "false" ] }, { "ans": [ "Located on the upper left side of the fan engine", "true" ] }, { "ans": [ "located on the lower left side of the fan engine", "false" ] } ], "ref": "Ref Airbus A330 (GE CF6) B1+B2 Technical Training Manual – Engine Air intake ice protection D/O page 41" }, { "ch": "A330 GE CF6 – Bleed Air is tapped from: (Level B1)", "ansGr": [ { "ans": [ "9th HPC stage at low engine speed, and 5th HPC stage at high engine speed", "false" ] }, { "ans": [ "11th HPC stage at low engine speed, and 9th HPC stage at high engine speed", "false" ] }, { "ans": [ "14th HPC stage at low engine speed, and 8th HPC stage at high engine speed", "true" ] } ], "title": "ATA 36 – Bleed system", "ref": "Ref Airbus A330-200/300 GE CF6 Line and Base Maintenance – Schematic page 297" } ]