TKE 1: POWERPLANT

Study online at quizlet.com/_5giz0

1. 492. ON GROUND THE START D. IN CASE OF HOT 4. 495. THE FADEC IS ELECTRICALLY C. SELF
SEQUENCE IS START, HUNG START, SUPPLIED BY: POWERED
AUTOMATICALLY ABORTED: STALL OR NO LIGHT ABOVE 12% N2
UP A. AIRCRAFT ELECTRICAL SYSTEM
A. THERE IS NO AUTOMATIC ONLY
ABORT SEQUENCE B. BATTERIES IF A/C ELECTRICAL
B. ONLY IN CASE OF HOT POWER FAILS
START OR HUNG START C. SELF POWERED ABOVE 12% N2
C. ONLY IN CASE OF NO LIGHT D. AIRCRAFT ELECTRICAL SYSTEM
UP OR SELF POWERED IN AN
D. IN CASE OF HOT START, EMERGENCY
HUNG START, STALL OR NO
5. 496. IN MANUAL MODE, WHEN THE A. EACH
LIGHT UP
THRUST LEVERS ARE BETWEEN POSITION OF
2. 493. DURING AN AUTOMATIC A. IGNITION BY THE CLIMB DETENT AND IDLE: THE LEVERS
START ON GROUND, THE N2>16%, HP FUEL CORRESPOND
SEQUENCE IS: VALVE OPENING BY A. EACH POSITION OF THE LEVERS TO N1
N2>22%; START CORRESPOND TO N1
A. IGNITION BY N2>16%, HP VALVE CLOSURE BY B. N1 IS CLIMB N1
FUEL VALVE OPENING BY N2>50% C. N1 IS IDLE N1
N2>22%; START VALVE D. N1 IS FROZEN
CLOSURE BY N2>50%
6. 497. WHAT IS THE EGT LIMIT AT C. 890 DEGREES
B. IGNITION AND HP FUEL
TOGA POWER SETTING: CELSIUS
VALVE OPENING BY N2>16% -
DURING 5MN
START VALVE CLOSURE BY
A. 890 DEGREES CELSIUS ON 1 (10 MN ON 1
N2>50%
ENGINE OR 850 DEGREES CELSIUS ENGINE)
C. IGNITION AND HP FUEL
BOTH ENGINES RUNNING
VALVE OPENING BY N2 22% -
B. 790 DEGREES CELSIUS DURING
START VALVE CLOSURE BY
5MN (1 MN ON 1 ENGINE)
N2>50%
C. 890 DEGREES CELSIUS DURING
D. IGNITION BY N2>16% - HP
5MN (10 MN ON 1 ENGINE)
FUEL VALVE OPENING BY
N2>22% - START VALVE 7. 498. WHAT IS THE MAXIMUM B. 140 DEGREES
CLOSURE BY SETTING MODE CONTINUOUS OIL TEMPERATURE: CELSIUS
SELECTOR TO NORM
A. 150 DEGREES CELSIUS
3. 494. THRUST REVERSERS ARE A. HYDRAULIC
B. 140 DEGREES CELSIUS
ACTUATED BY: ACTUATORS : GREEN
C. 155 DEGREES CELSIUS
FOR ENGINE 1 -
A. HYDRAULIC ACTUATORS : YELLOW FOR ENGINE 8. 499. THE MAX CONTINUOUS OIL A. 155 DEGREES
GREEN FOR ENGINE 1 - 2 TEMP LIMIT MAY BE EXCEEDED. CELSIUS FOR
YELLOW FOR ENGINE 2 WHAT IS THE LIMIT, AND UNDER LESS THAN 15
B. HYDRAULIC ACTUATOR : WHAT CONDITIONS: MN
GREEN FOR BOTH ENGINES
C. HYDRAULIC ACTUATORS : A. 155 DEGREES CELSIUS FOR LESS
BLUE FOR ENGINE 1, YELLOW THAN 15 MN
FOR ENGINE 2 B. 155 DEGREES CELSIUS FOR LESS
D. PNEUMATIC ACTUATORS THAN 15 MN IF ONE ENGINE
FAILED
C. THE MAX CONTROL OIL TEMP
MUST NOT BE EXCEEDED
9. 500. WHAT IS THE MINIMUM A. 40 DEGREES
STARTING OIL TEMPERATURE: CELSIUS

A. 40 DEGREES CELSIUS
B. 10 DEGREES CELSIUS
C. 0 DEGREE CELSIUS
10. 501. WHAT IS THE C. 11 QTS + ESTIMATED 16. 507. STARTER COOLING TIME A. 15 MN COOLING
MINIMUM OIL QUANTITY CONSUMPTION BEFORE REQUIREMENTS ARE: TIME AFTER 4 CYCLES
(ECAM INDICATIONS): ENGINE START OR 5 QTS OF 2 MN
+ ESTIMATED A. 15 MN COOLING TIME
A. 5 QTS + ESTIMATED CONSUMPTION AT IDLE AFTER 4 CYCLES OF 2 MN
CONSUMPTION (0.6 POWER B. 5 MN COOLING TIME
QTS/H) AFTER 4 CYCLES OF 2 MN
B. 11 QTS + ESTIMATED C. 2 MN COOLING TIME
CONSUMPTION (0.6 AFTER 4 CYCLES OF 8 MN
QTS/H)
17. 508. THE MAXIMUM B. 70 KNOTS (IDLE
C. 11 QTS + ESTIMATED
REVERSE THRUST MAY BE REVERSE DOWN TO
CONSUMPTION BEFORE
USED DOWN TO: A/C STOP)
ENGINE START OR 5 QTS +
ESTIMATED
A. A/C STOP ACCORDING TO
CONSUMPTION AT IDLE
EGT LIMIT
POWER
B. 70 KNOTS (IDLE REVERSE
11. 502. WHAT IS THE A. 13 PSI DOWN TO A/C STOP)
MINIMUM OIL PRESSURE C. 40 KNOTS (IDLE REVERSE
AT GROUND IDLE: DOWN TO A/C STOP)
18. 509. WHAT IS THE C. ISA + 46 DEGREES
A. 13 PSI
MAXIMUM ALLOWABLE CELSIUS
B. 10 PSI
FLEX TEMPERATURE:
C. VARIABLE WITH OIL
TEMPERATURE
A. ISA + 29 DEGREES CELSIUS
12. 503. WHAT IS THE B. 102% B. ISA + 53 DEGREES CELSIUS
MAXIMUM N1: C. ISA + 46 DEGREES CELSIUS
19. 510. REDUCED THRUST IS B. ON CONTAMINATED
A. 105%
NOT PERMITTED: RUNWAY OR WITH
B. 102%
ONE (OR MORE)
C. 100%
A. IF OUTSIDE AIR ETMP IS REVERSER INOP.
13. 504. WHAT IS THE A. 105% LOWER THAN CORRECTED
MAXIMUM N2: TEMP
B. ON CONTAMINATED
A. 105% RUNWAY OR WITH ONE (OR
B. 102% MORE) REVERSER INOP.
C. 100% C. IF OUTSIDE AIR TEMP IS
HIGHER THAN TREF (ISA + 15
14. 505. WHAT IS THE C. 20%
DEGREES CELSIUS)
MAXIMUM N2 FOR
STARTER ENGAGEMENT: 20. 511. IN MANUAL THRUST, IN A. DISPLAYED MAX
CRUISE, THE PILOT SHOULD CLB N1, MINUS 2.4%
A. 0% LIMIT THE N1. WHAT IS THIS
B. 25% LIMIT:
C. 20%
A. DISPLAYED MAX CLB N1,
15. 506. WHAT IS THE C. 2 MN FOLLOWED BY 20
MINUS 2.4%
MAXIMUM STARTER SEC OF NO OPERATION
B. DISPLAYED MAX CLB N1
OPERATING TIME:
C. DISPLAYED MCT N1
A. 8 MN FOLLOWED BY 15 21. 512. IS THE MAX CRUISE N1 A. NO
MN OF NO OPERATION DISPLAYED ON UPPER
B. 5 MN FOLLOWED BY 20 ECAM:
SEC OF NO OPERATION
C. 2 MN FOLLOWED BY 20 A. NO
SEC OF NO OPERATION B. YES
22. 513. AT TOULOUSE (500FT) : TREF IS B. NO 28. 519. IS THE ENGINE STILL B. YES. BY BY-PASSING
29 DEGREES CELSIUS, OUTSIDE AIR SUPPLIED IN CASE OF THE FUEL FILTER (BY-
TEMP, IS 36 DEGREES CELSIUS AND FUEL FILTER CLOG: PASS VALVE)
YOU FOUND A CORRECTED FLEX
TEMP OF 33 DEGREES CELSIUS. IS IT A. YES. BY USING THE
POSSIBLE TO USE FLEX THRUST FOR FUEL COMING FROM THE
TAKE-OFF: IDG COOLING TANK LINE
B. YES. BY BY-PASSING
A. YES THE FUEL FILTER (BY-
B. NO PASS VALVE)
C. NO. THE ENGINE STOPS
23. 514. EGT INDICATION BECOMES RED B. 890
ON E/W DISPLAY WHEN EGT IS DEGREES 29. 520. CRANKING MAY BE B. WITH MASTER SWITCH
HIGHER THAN: CELSIUS MANUALLY SELECTED BY TO OFF THE MODE
SETTING: SELECTOR TO CRANK
A. 855 DEGREES CELSIUS AND MAN START PB TO
B. 890 DEGREES CELSIUS A. THE MODE SELECTOR ON
C. 910 DEGREES CELSIUS TO CRANK AND THE
MASTER SWITCH TO ON
24. 515. WHAT IS THE FADEC: C. THE
B. WITH MASTER SWITCH
ELECTRONIC
TO OFF THE MODE
A. AN ENGINE CONTROL BOX CONTROL
SELECTOR TO CRANK AND
B. A THRUST CONTROL UNIT UNIT AND ITS
MAN START PB TO ON
C. THE ELECTRONIC CONTROL UNIT PERIPHERAL
C. SAME AS B. WITH
AND ITS PERIPHERAL SENSORS AND SENSORS AND
MASTER SWITCH ON
COMPONENTS COMPONENTS
30. 521. DURING AN C. THE MASTER SWITCH
25. 516. THE FADEC SYSTEM IS: C. SELF
AUTOMATIC STARTING IS SELECTED ON WITH
POWERED
SEQUENCE, THE PACK IGN/START SELECTED
A. ALWAYS POWERED BY AC ABOVE 12% N2
VALVES CLOSE WHEN:
ELECTRICAL CIRCUIT WITH AC
B. SELF POWERED POWER
A. IGN START IS SELECTED
C. SELF POWERED ABOVE 12% N2 WHEN N2 IS
B. APU BLEED IS
WITH AC POWER WHEN N2 IS BELOW 12%
SELECTED TO ON AND
BELOW 12%
IGN/START IS SELECTED
26. 517. WHAT DEVICE PROVIDES A. THE C. THE MASTER SWITCH IS
DIRECT CLOSURE OF THE HP SHUT- MASTER SELECTED ON WITH
OFF VALVE: SWITCH AT IGN/START SELECTED
OFF
31. 522. DURING AN C. START VALVE CLOSES
A. THE MASTER SWITCH AT OFF POSITION
AUTOMATIC STARTING AT N2>50%
POSITION
SEQUENCE:
B. THE ECU
C. HMU
A. START VALVE CLOSES
27. 518. WHICH VALVE ENSURES AN C. THE FUEL AT N2>43%
ADEQUATE FUEL FLOW: METERING B. START VALVE CLOSES
VALVE OF AT N2>45%
A. THE HP FUEL SOV THE HMU C. START VALVE CLOSES
B. THE BSV (BURNER STAGING AT N2>50%
VALVE)
32. 523. MAXIMUM EGT C. 725 DEGREES CELSIUS
C. THE FUEL METERING VALVE OF
DURING ENGINE START IS:
THE HMU

A. 855 DEGREES CELSIUS

B. 890 DEGREES CELSIUS
C. 725 DEGREES CELSIUS
33. 524. THE FADEC C. IN FLIGHT AUTOMATIC 37. 528. THE THRUST A. AIRCRAFT ON THE
AUTOMATICALLY RESTART OR ENGINE REVERSER ACTIVATION GROUND AND THRUST
SELECTS CONTINUOUS FLAMEOUT EIU FAILURE CONDITIONS ARE: LEVER BETWEEN
IGNITION IN THE OR ENGINE ANTI-ICE ON REVERSE IDLE DETENT
FOLLOWING CASES: A. AIRCRAFT ON THE AND MAX REVERSE
GROUND AND THRUST
A. WING ANTI-ICE ON OR LEVER BETWEEN
ENGINE FLAME OUT REVERSE IDLE DETENT
B. IN FLIGHT RESTART OR AND MAX REVERSE
ENGINE FLAME OUT OR B. SPOILERS ARMED AND
EIU FAILURE THRUST LEVERS ON THE
C. IN FLIGHT AUTOMATIC REVERSE SECTOR
RESTART OR ENGINE C. THRUST LEVERS IN
FLAMEOUT EIU FAILURE FULL REVERSE SECTOR
OR ENGINE ANTI-ICE ON
38. 529. REV GREEN APPEARS B. THE REVERSE DOORS
34. 525. HOW IS THE OIL A. BY THE ENGINE ON THE N1 INDICATOR ARE FULLY DEPLOYED
COOLED: FUEL/OIL HEAT WHEN:
EXCHANGER AND THE
A. BY THE ENGINE SERVO FUEL HEATER A. THE THRUST LEVERS
FUEL/OIL HEAT ARE SELECTED TO FULL
EXCHANGER AND THE REVERSE SECTOR
SERVO FUEL HEATER B. THE REVERSE DOORS
B. BY OIL RECIRCULATION ARE FULLY DEPLOYED
C. BY THE AIR/OIL HEAT C. THE THRUST LEVER
EXCHANGER POSITION IS IN THE IDLE
REVERSE SECTOR
35. 526. OIL PRESSURE C 13 PSI
INDICATOR BECOMES RED 39. 530. REVERSE C. A OR B (SEC's 1 + 2 ARE
WHEN PRESSURE IS DEPLOYMENT REQUIRES LOST, SEC's 1 + 3 ARE
LOWER THAN: TLA - 3 SIGNAL FROM THE LOST )
SEC's. ONE REVERSE WILL
A. 16 PSI BE LOST IF:
B. 200 PSI
C 13 PSI A. SEC's 1 + 2 ARE LOST
B. SEC's 1 + 3 ARE LOST
36. 527. IN AUTOTHRUST A. BY THE ECU (WITH
C. A OR B
MODE THE THRUST THE TLA)
COMPUTED BY THE FMGC 40. 531. THE LOW PRESSURE B. A FRONT FAN (1
IS LIMITED: ROTOR (N1) CONSISTS OF: STAGE) - 3 STAGE
BOOSTER - 4 STAGE LP
A. BY THE ECU (WITH THE A. A FRONT FAN - 2 STAGE TURBINE
TLA) BOOSTER - 5 STAGE LP
B. BY THE MODE TURBINE
ENGAGED ON THE FCU B. A FRONT FAN (1 STAGE)
C. BY THE FMGC ITSELF - 3 STAGE BOOSTER - 4
STAGE LP TURBINE
41. 532. A/THR CAN BE C. AUTOMATICALLY 44. 535. AFTER A FLEX TAKE B. YOU SET THE
ENGAGED: WHEN PILOT INITIATES A OFF, YOU HAVE AN THROTTLE LEVERS OUT
TAKE-OFF OR A GO ENGINE FAILURE AND OF THE FLX/MCT
A. MANUALLY ON AROUND OR IF THERE IS YOU WANT TO SELECT DETENT THEN BACK TO
GROUND (ENG. AN ALPHA FLOOR MCT: FLX/MCT POSITION
RUNNING), DETECTION AFTER T/O
AUTOMATICALLY AFTER AND DOWN TO 100 FT A. YOU HAVE THE
TAKE-OFF (RA) ON LANDING THROTTLE LEVER IN FLX :
B. IN FLIGHT, MANUALLY MCT SELECTION IS
OR AUTOMATICALLY IF AUTOMATIC
THERE IS AN ALPHA B. YOU SET THE
FLOOR DETECTION THROTTLE LEVERS OUT
C. AUTOMATICALLY OF THE FLX/MCT DETENT
WHEN PILOT INITIATES A THEN BACK TO FLX/MCT
TAKE-OFF OR A GO POSITION
AROUND OR IF THERE IS
45. 536. PRESSING THE ENG A. FUEL LP VALVE
AN ALPHA FLOOR
FIRE PB SWITCH (ON THE
DETECTION AFTER T/O
ENG FIRE PANEL) CAUSES
AND DOWN TO 100 FT (RA)
THE CLOSURE OF:
ON LANDING
42. 533. IN FLIGHT, IF THE A. RIGHT A. FUEL LP VALVE
INSTINCTIVE B. FUEL LP VALVE AND HP
DISCONNECT PUSH- VALVE (DUE TO LP VALVE
BUTTON IS PRESSED FOR CLOSURE)
MORE THAN 15 SEC, THE C. FUEL HP VALVE
A/THR INCLUDING ALPHA
46. 537. ASYM AMBER A. ONE THRUST LEVER IS
FLOOR IS DEFINITIVELY
MESSAGE (FMA) MEANS: SET OUT OF CLIMB
LOST:
NOTCH (BOTH ENGINES
A. ONE THRUST LEVER IS RUNNING)
A. RIGHT
SET OUT OF CLIMB NOTCH
B. WRONG
(BOTH ENGINES
43. 534. AT TAKE-OFF, AS C. ATS FUNCTION IS RUNNING)
SOON AS THE POWER IS ENGAGED BUT NOT B. ASYMETRIC POWER IS
SET (FLEX OR TOGA): ACTIVE ESTABLISHED DUE TO
FADEC MALFUNCTION
A. ATS FUNCTION IS C. ASYMETRIC POWER IS
ENGAGED PROVIDED ESTABLISHED DUE TO TLA
A/THR PB ON FCU IS RESOLVER FAULT
PRESSED IN
47. 538. MCT AMBER MESSAGE B. THROTTLES ARE NOT
B. ATS FUNCTION IS
(IN THE LEFT PART OF IN MCT POSITION AFTER
ACTIVE
THE FMA) MEANS: ENGINE FAILURE WHEN
C. ATS FUNCTION IS
SPEED IS >GREEN DOT
ENGAGED BUT NOT
A. THROTTLES ARE NOT IN (VFTO)
ACTIVE
MCT POSITION AFTER
ENGINE FAILURE IN
FLIGHT
B. THROTTLES ARE NOT IN
MCT POSITION AFTER
ENGINE FAILURE WHEN
SPEED IS >GREEN DOT
(VFTO)
48. 539. CLB FLASHES AMBER ON FMA IF THE THROTTLES ARE NOT IN A. THE A/C IS ABOVE THE ALTITUDE OF
CL POSITION WHEN: THRUST REDUCTION

A. THE A/C IS ABOVE THE ALTITUDE OF THRUST REDUCTION

B. THE A/C IS AT LIFT-OFF
C. THE LANDING GEAR IS RETRACTED
49. 540. THE THRUST LIMIT IS COMPUTED BY: B. THE ECU ACCORDING TO THE THRUST
LEVER POSITION
A. THE FMGC ACCORDING TO THE AP/FD MODE
B. THE ECU ACCORDING TO THE THRUST LEVER POSITION
C. THE ECU ACCORDING TO THE AP/FD MODE
D. THE FMGC ACCORDING TO THE ECU ORDER