Aircraft Engines: FADEC and EEC Systems
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1
The engine control unit takes it power from
- Channel A from permanent magnet alternator and Channel B from essential bus bar
- Channel A and Channel B of the permanent magnet alternator
- Channel A from one stator and Channel B from different stator or permanent magnet alternator
2
A FADEC loses its ADC inputs, the pilot should
- Switch both EECs to Alt
- Do nothing
- Switch to stanby instruments of pitot / static
3
In the event of EEC Channel A failing
- Channel B assumes control
- The EEC goes into Alternate Mode
- The engine shuts down
4
A FADEC system consists of
- EEC, ADC and sensors
- HMU, ADC and sensors
- HMU, sensors and EEC
5
With the engine running normally, power to the EEC is supplied by
- The 115V essential AC bus
- A dedicated dual winding alternator
- A dedicated single winding alternator
6
The aircraft AC bus supplies power to the EEC
- During idle power
- At all times
- During engine start
7
A FADEC system controls
- Engine limit protection
- Air data and inertial reference system
- Throttle lever position
8
One advantage of FADEC over the normal hydro-mechanical fuel system is that it
- Reduces fuel consumption
- Improves the thrust
- Improves the engine performance and reduces pilot work-load
9
A FADEC consists of
- Electronic control and throttle position transmitter
- Electronic controls, sensors and an HMU
- Electronic control only
10
A FADEC takes measurements of engine speed,
- Pressure
- Temperature
- Temperature and pressure
11
A FADEC does not have which of the following
- Control of thrust reverser operation
- Automatic control of engine fire bottles
- An automatic starting capability
12
A supervisory EEC sends its output to the
- HMU/FFG
- Fuel valve
- EGT thermocouple unit
13
Electronic Engine Control is powered in flight by
- The N1 Tachogenerator
- The transfer busbar
- The N2 Tachogenerator
14
An EEC's main purpose is to
- Convert engine sensor inputs to digital format, reduce costs & improve performance
- Convert engine sensor inputs to digital for display purposes in glass cockpit
- Reduce pilot workload, improve performance and use less fuel
15
Electronic Engine Control is powered in flight by
- N1 Tachogenerator
- The transfer Busbar
- N2 Tachogenerator
16
A FADEC system controls
- Air data and inertial reference system
- Engine limit protection
- Throttle lever position
17
An Electronic engine control is powered in flight by
- Supply from the transfer busbar
- N1 Tachogenerator
- N2 Tachogenerator
18
In a FADEC system, automatic handover of electrical supply occurs
- On start up
- When A & B channels are healthy
- To Channel A only
19
A FADEC system takes measurements from engine speed,
- And pressure
- Tempreature and pressure
- And tempreature
20
FADEC uses RPM and
- Airspeed and pressure
- Tempreature and airspeed
- Pressure and tempreature
21
Electronic speed control switches on an APU are set at
- 35%, 75% and 100%
- 35%, 95% and 100%
- 35%, 75% and 110%
22
In a FADEC system, the signal to the HMU is the difference between
- Computed N1 and actual N2
- Actual N1 and computed N1
- Computed N2 and actual N1
23
FADECs operate by
- 1 controlling 1 operating
- 2 units each capable of independent control
- 2 controlling 1 operating
24
If a FADEC loses its ADC input, in the short term it will
- Go into hard redundancy
- Go to limit protection mode
- Go into soft redundancy
25
If an engines FADEC system loses air data permanently the pilot will
- Select alternate pitot static
- Turn that EEC off
- Switch to alt on the relevant EEC
26
If the EEC fails to receive any ADC inputs. What will it do
- Switch off the engine
- Revert to a hard revisionary control mode
- Revert to a soft revisionary control mode
27
If the FADEC fails totally, the pilot will
- Be warned with a light illumination
- Get no warning
- Get a warning in the headset
28
In a FADEC engine with a hydromechanical fuel system, how is fuel flow controlled
- By oil hydraulics
- By fuel pressure
- By electro-hydraulic servo valves
29
A supervisory electronic engine control is a system that receives engine operating information and
- Adjusts a standard hydromechanical fuel control unit to obtain the most effective engine operation
- Develops the commands to various actuators to control engine parameters
- Controls engine operation according to ambient tempreature, pressure and humidity
30
In a FADEC system automatic handover of electrical supply occurs
- To A channel only
- When A & B channels are healthy
- On start up
31
In a FADEC system the signal to the HMC is the difference between
- Computed N1 and actual N2
- Computed N2 and actual N1
- Actual N1 and compute N1
32
An electronic engine control unit is powered in flight by
- N2 Tachogenerator
- N1 Tachogenerator
- Supply from the transfer busbar
33
In a FADEC system, active control switchover occurs
- On engine start-up only
- When channels A and B are healthy
- On shutdown
34
In a FADEC system, what determines which channel is in control
- Whichever is the best channel
- A is always in control, B is on standby
- Cockpit selection
35
In a FADEC what is the result of Channel A failing to receive informatoion from a sensor
- Channel A will take the information from the backup sensor
- Channel B will assume control
- Channel A will take the information from Channel B
36
On a FADEC engine the EEC
- Has electronic control of the hydro-mechanical fuel control unit in all modes
- Has electronic control of the hydro-mechanical fuel control unit in some modes
- Has mechanial control of the hydro-mechanical fuel control system
37
Primary power for an electronic engine control is
- On side 115V AC bus bar supply
- 115V AC essential bus
- A Permanent Magnet Alternator
38
Prime function of the EEC is
- Control position of the bleed valves
- Control fuel flow
- Control position of the throttle lever
39
The EEC changes power settings by
- Changing the airflow input
- Changing the fuel flow input
- Changing the throttle lever angle
40
The EEC controls thrust by
- Moving the throttles
- Controlling the bleed valves
- Increasing fuel flow
41
EEC receives signals from RPM sensor and
- Pressure sensors
- Tempreature sensors
- Tempreature and pressure sensors
42
The EEC is powered and able to operate via
- The aircraft electrical system
- Only a dedicated alternator
- A dedicated alternator or the aircraft electrical system independently depending on conditions
43
The EEC uses
- ARINC 429 formatted data
- ARINC 629 formatted data
- Uses either ARINC 429 or 629 formatted data
44
The fuel metering unit has direct inputs via
- The EEC, fire controls handle and the engine master switch
- The EEC and the fire control handle
- Only the EEC
45
The fuel metering valve in the hydro mechanical unit of a FADEC system is operated by
- Hydraulic servo pressure
- Fuel servo pressure
- Electrical servo
46
The HMU of a FADEC engine increases fuel flow by increasing
- Hydraulic servo pressure
- Air flow through the compressor
- Servo fuel pressure
47
If a FADEC loses its ADC input. In the short term it will
- Go into hard reversion
- Go into soft reversion
- Go to limit protection
48
If an engine FADEC system loses air-data permanently, the pilot will
- Select alternate pitot static
- Turn that EEC off
- Switch to Alt on the relevant EEC
49
The maximum LP shaft RPM on a FADEC controlled engine is limited by
- Input to a computer from a phonic wheel
- Bleeding air from two VMO capsules
- Thermocouples fitted in the intake
50
The primary purpose of a FADEC system is to
- Change analogue inouts into digital information for glass cockpits
- Save fuel, reduce crew worload, reduce maintenance and prolong engine life
- Change analogue inputs into digital information for maintenace records
51
The primary purpose of an EEC is
- To save fuel, reduce workload and reduce maintenance costs
- To change the analogue inouts into digital format to provide glass cockpit information and reduce flight crew workload
- To change analogue inputs into digital format to reduce flight crew workload and provide maintenance information
52
What is the purpose of the two resolvers in the throttle control unit
- To activates the thrust reversers. There is one resolver for each
- To convert the thrust lever deflections into signals for the ECU
- To convert the thrust lever deflections into signals for the HMU
53
In a FADEC engine with a hydromechanical fuel system, how is fuel controlled
- By fuel pressure
- By electro-hydraulic servo valves
- By oil hydraulics
54
When an EEC channel reset occurs
- Standby channel will be active
- Only channel A is selected
- Channel B is selected
55
When does the FADEC perform active transfer
- With weight-off-wheels
- On start up
- On connection of ground power
56
In a FADEC system automatic handover of electrical supply occurs
- To A channel only
- When A & B channels are healthy
- On start up
57
In a FADEC system the signal to the HMC is the difference between
- Computed N1 and actual N2
- Actual N1 and computed N1
- Computed N2 and actual N1
58
When the full authority engine electronic control unit is changed by, the rating plug
- Is replaced every time
- Stays with the unit
- Stays with the engine
59
With the EEC in control the throttle levers are always
- Anywhere between the fully fwd and fully aft positions
- In the fully forward position
- In the fully aft position
60
Which statement is most true about a FADEC system
- It sets up the throttle position to give efficient EPR/thrust
- It controls fuel flow efficiently
- It controls all the engine systems efficiently
61
In a FADEC system, how are the power supply windings for Channel A and Channel B wound
- Two independant generators
- One generator and one winding
- On one generator with 2 seperate windings
62
In a FADEC system, what determines which channel is in control
- Whichever is the best channel
- By cockpit selection
- Channel A is always in control, Channel B is on standby
63
In a FADEC system, what does the EEC measure along with RPM
- Pressure
- Pressure and temperature
- Temperature
64
In a FADEC system, what does the EEC measure along with RPM
- Pressure
- Pressure and temperature
- Temperature
65
In a FADEC system, what is the result of Channel A failing to receive information from a sensor
- Channel B will assume control
- Channel A will take the information from Channel B
- Channel A will take the information from the back up sensor
66
The engine rating plug
- Is permanently connected to the Engine casing
- Is pemanently connected to the EEC
- Is connected to the EPR transmitter
67
In- Flight the engine EEC controls
- Throttle position
- EGT
- Fuel flow
68
On a FADEC engine
- A channel uses a seperate winding of the control alternator to Channel B
- A and B channel use the same phases of the motor
- A channel uses control alternator and Channel B uses aircraft bus power
69
On a FADEC engine the EEC
- Has electronic control of the hydro-mechanical fuel control in some modes
- Has electronic control of the hydro-mechanical fuel control unit in all modes
- Has the mechanical control of the hydro-mechanical fuel control system
70
On a FADEC engine, the channel reset
- Always selects A channel
- Selects B channel
- Selects standby which becomes active on the next start
71
On an engine powered by a FADEC, each engine has
- 1 FADEC with one channel active and the other channel on standby
- 2 FADEC with one FADEC active and the other on standby
- 1 FADEC with one channel active and the other channel monitoring with its output drivers de-energised
72
Supervisory EEC sends its output to the
- Fuel valve
- HMU/FFG
- EGT thermocouple circuit
73
Thrust rating on an FADEC controlled engine can be changed by
- Varying the ballast resistor in the EGT system
- Changing the engine rating plug
- Varying the EPR datum plug
74
The air data inputs to the FADEC ECU fails. The result will be
- Uncorrected data from hard wired analogue sensors is utilised
- A lack of flight data
- The ECU reverts to the fail-safe mode
75
The EEC receives its primary power from
- 115V AC main BUS
- 115V AC emergency BUS
- Seperate permanent magnet alternator
76
The main advantage of FADEC is
- It changes TLA to most efficient EPR rating
- It has electrical control of hydro mechanical unit in all modes
- Efficiency is always maximum
77
The maximum LP shaft RPM on a FADEC controlled engine is limited by
- Thermocouples fitted in the intake
- Bleeding air from two VMO capsules
- Input to a computer from a phonic wheel
78
The primary purpose of an EEC is
- To change analogue inputs into digital format to provide glass cockpit information and reduce flight crew workload
- To change analogue inputs into digital format to reduce flight crew workload and provide maintenance informaion
- To save fuel, reduce crew workload, and reduce maintenace costs
79
What are the two basic groups of modern fuel control systems
- Automatic and manual
- Hydro-mechanical and electronic
- Pneumatic and pressure
80
What power supplies the EEC during normal operation
- Main aircraft aircraft bus
- A dedicated generator
- Aircraft batteries
81
When an EEC channel reset occurs
- Only channel A is selected
- Channel B is selected
- Standby channel will be active
82
When both FADEC channels are healthy they will alternate
- As selected on the flight deck
- When one channel fails
- On each engine start
83
When does EEC channel change over occur
- On engine start up
- On fault
- On engine shut down
84
When FADEC is in normal mode
- Channel B will be in command
- Channel A will be in command
- Channel A or B will be in command
85
When re-light is required in flight on a FADEC engine, the pilot selects
- One igniter
- Both igniter
- Igniter selected automatically
86
When the EEC supervisory circuit senses a fault on the engine, the fault annunciator light will be on and the EEC will
- Remove fuel, down trimming signal only when EEC switch selected off
- Remove fuel, down trimming signal only after landing
- Remove fuel, down trimming signal immediately
87
Where does EEC get its air pressure and temperature signal from
- Fault monitor
- ADC
- Thrust management computer
88
Where does FADEC get its air pressure and temperature signal from
- Thrust management computer
- Fault monitor
- ADC
89
Which one of the following is not part of the metering system of the electronic engine computer
- F.C.U
- Thrust management computer
- Fault monitor unit
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