Pp 15

Front 1

The aircraft is powered by what?

Back 1

two CFM International high bypass ratio turbofan engines (-300 and NG)

Front 2

the duel rotor engine consists of what?

Back 2

a fan rotor (N1)
and a compressor rotor (N2).

Front 3

The N1 Fan rotor N1 consists of what?

Back 3

single stage fan,
three stage booster section connected by a through shaft to a four stage low pressure turbine.

Front 4

N2 rotor is a

Back 4

a nine stage axial flow compressor connected by a through shaft to a single stage high pressure turbine.

Front 5

Variable

Back 5

the first four stages of a compressor

Front 6

what exits out of the rear of the engine ?

Back 6

Fan air and combustion gases out of a separate nozzle

Front 7

The N1 compressor produces low pressure air and delivers it to what

Back 7

the N2 compressor which will then produce high pressure air

Front 8

single stage fan

Back 8

produces very large volumes of bypass air

Front 9

what is governed by the MEC

Back 9

high pressure compressor (N2)

Front 10

low pressure compressor (N1)

Back 10

driven by its turbine and is free to select the best speed to ensure optimum airflow.

Front 11

airflow matching feature allows

Back 11

compressor sections to adjust themselves automatically throughout the operating range of the engine.

Front 12

Fan bypass air

Back 12

used for thrust reversal, generator drive and generator cooling

Front 13

Fifth stage bleed air

Back 13

used for the Pneumatic and Engine Anti-ice systems

Front 14

The Main Engine Control (MEC)

Back 14

schedules fuel to provide the thrust called for by the Thrust Lever setting.

Front 15

thrust control system consists of

Back 15

hydromechanical MEC (main engine control) unit and a PMC (power management control) unit mounted on each engine.

Front 16

Power Management Control (PMC)

Back 16

an electronic system with limited authority over the MEC

Front 17

PMC uses what to obtain desired N1 speed

Back 17

MEC thrust lever angle, N1 speed, inlet temperature and pressure to adjust, or trim

Front 18

a function of thrust lever angle

Back 18

fuel flow

Front 19

When thrust is set for the climb

Back 19

PMC automatically maintains that thrust throughout the climb

Front 20

thrust lever is repositioned

Back 20

PMC maintains the setting corresponding to the new thrust lever angle

Front 21

The PMC includes

Back 21

failure detection and annunciation modules which detect PMC failures and provide a signal to the crew.

Front 22

controlled by the hydromechanical MEC only.

Back 22

engine speed

Front 23

two engine idle speeds

Back 23

, low idle and high idle

Front 24

minimum engine speed for all flight phases

Back 24

high idle

Front 25

temperature and airspeed decrease

Back 25

high idle speed also decreases

Front 26

average high idle setting

Back 26

approximately 32% N1.

Front 27

after touchdown

Back 27

Engine idle speed is reduced to low idle, approximately 22% N1

Front 28

Engine Fuel Shutoff Valve is electrically controlled by

Back 28

Engine Start Lever and the Engine Fire Warning Switch

Front 29

Illumination of the FILTER BYPASS Light indicates

Back 29

an impending or actual bypass of the fuel filter due to contamination

Front 30

The second stage fuel pump provides

Back 30

high pressure fuel to the Main Engine Control (MEC).

Front 31

fuel heater uses

Back 31

engine oil to heat the fuel for anti-icing purposes.

Front 32

to meter the correct amount of fuel to the combustor

Back 32

the MEC and PMC use thrust lever angle, fan inlet pressure and temperature, N1 RPM and N2 RPM

Front 33

Fuel flows from

Back 33

MEC through the MEC fuel shutoff valve.

Front 34

mechanically controlled by the Engine Start Lever

Back 34

MEC fuel shutoff valve

Front 35

fuel flow transmitter measures

Back 35

rate of fuel flow from the MEC.

Front 36

Oil from the engine oil tank is circulated to

Back 36

lubricate the engine bearings and accessory gearbox

Front 37

pressurized by the engine driven oil pump.

Back 37

oil system

Front 38

engine driven scavenge pumps

Back 38

oil is returned to the oil tank

Front 39

engines may be started with air from

Back 39

APU, from a ground source, or by using engine crossbleed

Front 40

The Engine Start Switch GRD position uses DC power from the battery bus to

Back 40

open the starter valve and allow pressure from the pneumatic manifold to rotate the starter.

Front 41

The starter

Back 41

a turbine-type air motor which rotates the N2 compressor through the accessory drive gear system.

Front 42

fuel is supplied to the combustor

Back 42

When the Engine Start Lever is advanced to the IDLE position

Front 43

With the Engine Start Switch in the GRD position

Back 43

starter valve opens and the selected igniter(s) are energized

Front 44

The CONT position energizes

Back 44

selected igniter(s).

Front 45

The FLT position energizes

Back 45

both igniters

Front 46

when the Engine Start Switch is in FLT.

Back 46

Ignition Select Switch is bypassed

Front 47

IGN L, powered by the AC transfer bus

Back 47

provides single high energy ignition to the left igniter

Front 48

IGN R, powered by the AC standby bus,

Back 48

provides single high energy ignition to the right igniter

Front 49

Aft movement of the reverser sleeves causes

Back 49

blocker doors to deflect fan discharge air forward, through fixed cascade vanes, producing reverse thrust

Front 50

If hydraulic system A or B fails,

Back 50

available through the standby hydraulic system.

Front 51

thrust reverser can be deployed when

Back 51

either radio altimeter senses less than 10 feet altitude, or when the air/ground sensor is in the ground mode.

Front 52

Movement of the Reverse Thrust Levers is mechanically restricted until

Back 52

Forward Thrust Levers are in the idle position.

Front 53

until the reverser sleeves have approached the deployed position.

Back 53

interlock mechanism restricts further movement of the Reverse Thrust Lever

Front 54

Terminating reverse thrust removes

Back 54

locking pawls and restores forward thrust lever movement ability.

Front 55

REVERSER UNLOCKED Light illuminates

Back 55

When either reverser sleeve moves from the stowed and locked position

Front 56

As the thrust reverser reaches the deployed position

Back 56

Reverse Thrust Lever can be raised to detent No. 2.

Front 57

maximum reverse thrust

Back 57

Reverse Thrust Lever can be pulled beyond detent No. 2

Front 58

command the reverser to stow

Back 58

Downward motion of the Reverse Thrust Lever past detent No. 1

Front 59

thrust reverser is stowed

Back 59

isolation valve closes.

Front 60

REVERSER Light

Back 60

illuminates when the thrust reverser is commanded to stow and extinguishes 10 seconds later when the isolation valve closes.

Front 61

MASTER CAUTION and ENG System Annunciator Light illuminates.

Back 61

when REVERSER Light illuminates for more than approximately 12 seconds, a malfunction has occurred

Front 62

reverser sleeves are in the stowed position

Back 62

a locking actuator inhibits motion of each reverser sleeve until reverser extension is selected.

Front 63

auto-restow circuit

Back 63

compares the actual reverser sleeve position and the command reverser position