CDC 2a651s Volume 3 By CDCmaster

A jet engine fuel metering device that is really two fuel controls in one component is referred to as "Unified." This term suggests that the device combines the functions of two separate fuel controls into a single component, simplifying the design and operation of the engine's fuel system.

The DEEC (Digital Electronic Engine Control) is the component that controls the augmenter fuel control on the F100-PW-220 engine. The DEEC is responsible for monitoring and adjusting various engine parameters, including fuel flow, to optimize engine performance. It receives input from sensors and uses algorithms to regulate the augmenter fuel control, ensuring the correct amount of fuel is delivered for efficient engine operation.

A check valve is a type of valve that allows fluid (in this case, oil) to flow in only one direction. It has a one-way flow design, which means that it allows oil to pass through it in one direction while preventing backflow in the opposite direction. This ensures that the oil flows in the desired direction and prevents any potential damage or issues that could arise from reverse flow.

The air/oil coolers on an F100-PW-220 engine are mounted on the fan duct and use the secondary fan airflow as a coolant. This means that the coolers are designed to extract heat from the oil by passing the secondary fan airflow over them, cooling the oil in the process. The primary core engine airflow is not used as a coolant or oil heater in this case.

The bleed air system is different from the variable vane system because it bleeds off air after it has entered the engine. This means that the bleed air system removes excess air from the engine after it has already entered, while the variable vane system adjusts the direction of airflow.

The commutator is the part of a generator that acts as an automatic switching device, changing alternating current to direct current. It consists of a set of copper segments that are connected to the rotating armature coil. As the armature rotates, the brushes make contact with different segments of the commutator, reversing the direction of the current flow in the coil. This reversal of current flow allows the generator to produce direct current.

The correct answer is IGVs and VSVs. The F110-GE-129 engine controls airflow through the engine using both Inlet Guide Vanes (IGVs) and Variable Stator Vanes (VSVs). IGVs are located at the front of the engine and help to guide the incoming air into the engine. VSVs, on the other hand, are located in the compressor section and help to control the airflow by adjusting the angle of the stator vanes. Together, IGVs and VSVs play a crucial role in optimizing the engine's performance and efficiency.

The correct answer is Torch igniter and pilot burner ring. These two are the main types of augmentor (afterburner) ignition systems. A torch igniter is used to initially light the afterburner by creating a high-energy spark or flame. Once the afterburner is lit, a pilot burner ring is used to maintain the flame and ensure continuous combustion. These two components work together to ensure proper ignition and sustained operation of the afterburner system.

The hydraulic motor is responsible for initially rotating the JFS (Jet Fuel Starter) in an aircraft. This motor uses hydraulic power to provide the necessary force and torque to start the JFS. It is commonly used in aircraft systems to convert hydraulic energy into mechanical energy, allowing for the efficient operation of various components, such as the JFS.

A compressor stall is one of the first indications of ice formation at aircraft engine inlets. Ice can disrupt the smooth flow of air into the engine, causing turbulence and disrupting the compression process. This can lead to a sudden decrease in airflow and pressure, resulting in a stall. Therefore, a compressor stall can be a clear indication that ice has formed at the engine inlets.

A transformer is a device that can increase or decrease the voltage in an electrical circuit. In an AC ignition system, the transformer is responsible for stepping up the voltage from the battery to a much higher voltage, typically around 20,000 volts. This high voltage is necessary to create a spark in the spark plugs, which ignites the fuel-air mixture in the combustion chamber of the engine. Therefore, the transformer is the unit of an AC ignition system that develops 20,000 volts.

In an averaging type of EGT circuit, the thermocouples are connected in parallel. This means that the positive terminals of all the thermocouples are connected together, and the negative terminals are also connected together. This configuration allows the voltages generated by each thermocouple to be averaged out, providing a more accurate measurement of the average exhaust gas temperature. Connecting the thermocouples in parallel also ensures that if one thermocouple fails, the circuit can still operate with the remaining thermocouples.

The Engine Monitoring System Computer in the F110 monitoring system performs diagnostics and fault isolation to line replaceable units. This component is responsible for monitoring and analyzing various engine parameters, detecting any faults or abnormalities, and isolating the specific line replaceable units that may be causing the issue. It plays a crucial role in ensuring the proper functioning and maintenance of the engine system.

The engine monitoring system on the F119 engine consists of two components: CEDU and FADEC. CEDU stands for Central Engine Display Unit, which is responsible for collecting and displaying engine data to the pilot. FADEC stands for Full Authority Digital Engine Control, which is a computer system that manages and controls various engine functions such as fuel flow, ignition, and thrust control. Together, CEDU and FADEC work in tandem to monitor and control the engine's performance.

The cooling air for turbine nozzle vanes comes from the last few stages of the compressor. This is because the air in the last few stages of the compressor is at a higher pressure and temperature, which makes it ideal for cooling the turbine nozzle vanes. By using this high-pressure, high-temperature air, the turbine nozzle vanes can be effectively cooled, preventing them from overheating and ensuring optimal performance of the turbine.

The air turbine (impingement) starter has the advantages of less weight and fewer moving parts than other starters. This means that it is a more lightweight and simplified option compared to other starters, which can be beneficial in terms of efficiency and maintenance.

In a simple AC generator, the brushes are responsible for taking the current from the slip rings to operate the electrical device. The slip rings are connected to the rotating loop, which generates the alternating current. The brushes make contact with the slip rings and allow the current to flow from the generator to the electrical device. The commutator is typically used in DC generators, not AC generators. Permanent magnets are not directly involved in transferring the current in a simple AC generator.

The correct answer is the Filter assembly bypass valve. During cold weather starts, the oil filter may become clogged with thick oil, which can restrict oil flow to the engine. The filter assembly bypass valve allows oil to bypass the filter, ensuring that the engine receives an adequate oil supply during start-up. This helps to prevent engine damage and ensures proper lubrication during cold weather conditions.

Flap-type and iris-type variable-exhaust nozzle systems are used in aircraft engines to control the flow of exhaust gases. These systems need to be opened and closed as required. The correct answer states that air pressure is used for both types. This means that air pressure is used to open and close both flap-type and iris-type variable-exhaust nozzle systems.

At room temperature, it will take water four times longer to settle out of JP-8 than out of gasoline. This suggests that JP-8 has a higher viscosity compared to gasoline, which means it is thicker and flows more slowly. Therefore, it takes more time for the water to separate and settle out of JP-8 compared to gasoline.

The SEM/EDX analysis process requires that particles being analyzed must be free of oil. This is because the analysis is based on the detection and characterization of elements present in the particles. Oil can interfere with the analysis by masking or contaminating the particles, leading to inaccurate results. Therefore, it is necessary to ensure that the particles are oil-free before conducting the SEM/EDX analysis.

The discharge air used for aircraft engine anti-icing is taken from the compressor. The compressor is responsible for compressing the incoming air before it enters the combustion chamber. This compressed air is then used for various purposes, including anti-icing to prevent ice formation on critical areas of the engine. By taking the discharge air from the compressor, it ensures that the air is at a high enough temperature to effectively heat the critical areas and prevent ice buildup.

The fuel flow transmitter in the F-15 is located in the engine bay. This is where the transmitter is positioned to accurately measure and transmit the flow of fuel within the aircraft's engine. Placing it in the engine bay ensures that it is in close proximity to the fuel system, allowing for more precise monitoring and control of fuel flow.

The slide-type resistor in the EGT circuit is used to calibrate the EGT indicator in the flight station. This means that it is used to adjust the EGT readings on the indicator to ensure they are accurate and aligned with the actual temperatures being measured. By using the slide-type resistor, the EGT indicator can be calibrated to provide precise and reliable temperature readings, which is crucial for monitoring the engine's performance and preventing any potential issues.

The correct answer is MFC, fuel/oil cooler, P&D, and fuel nozzles. This sequence is the correct order in which the fuel flow occurs in the core engine of an F100-PW-220 engine. The fuel starts at the main fuel control (MFC), then goes through the fuel/oil cooler, the P&D (primary and dump) valves, and finally reaches the fuel nozzles. This sequence ensures that the fuel is properly cooled and regulated before being injected into the engine for combustion.

The question asks for a type of oil pump that is not classified based on structure. The options given are gear, gerotor, rotogear, and sliding vane. Both gear and gerotor are types of oil pumps that are classified based on structure. Sliding vane is also a type of oil pump that is classified based on structure. Therefore, the correct answer is rotogear, as it is not a recognized type of oil pump when classified based on structure.

The number 1, 4, and 5 bearing compartments are capped on the F100-PW-100 engine oil system, which means they do not have a breather. Therefore, these compartments can only breathe through the scavenge subsystem.

Most fighter aircraft engines incorporate a hot tank design to help with weight savings. A hot tank design allows for the engine oil to be heated to a higher temperature, which reduces its viscosity and improves its flow characteristics. This enables the engine to operate more efficiently and reduces the need for additional oil cooling systems, thus saving weight.

A hot tank oil system design places the oil cooler in the pressure subsystem. This means that the oil cooler is located in a section of the system where the oil is under pressure. This design allows for efficient cooling of the oil as it circulates through the system, ensuring that the oil remains at the desired temperature and viscosity. This is particularly important in high-performance or heavy-duty applications where the oil can become hot due to the increased workload.

The JFS (Jet Fuel Starter) uses an annular combustion chamber. An annular combustion chamber is a type of combustion chamber in a gas turbine engine where the fuel and air mixture is burned in a ring-shaped chamber. This design allows for efficient mixing of fuel and air, resulting in improved combustion and better engine performance.

The turbine plenum on the JFS provides pads for mounting the fuel atomizer assembly.

Compressor bleed air is used for various purposes in an F110-GE-129 engine, including anti-icing, customer bleed, VSV actuator control, IGV actuator control, and low-pressure turbine cooling functions. The correct answer, in this case, is low-pressure turbine cooling functions. This means that compressor bleed air is utilized to cool the low-pressure turbine, ensuring that it operates within the desired temperature range and remains efficient. This cooling function is crucial for the overall performance and longevity of the engine.

A torch igniter is a system that employs a small combustion chamber to ignite the fuel in the augmentor (afterburner) duct. This igniter is used to provide a reliable and efficient ignition source for the fuel, ensuring that it ignites properly in the afterburner duct. It is an essential component in systems that require the use of afterburners, such as jet engines, to generate additional thrust for high-performance operations.

The F-15 secondary power system does not include the CSD (Constant Speed Drive). The Constant Speed Drive is responsible for maintaining a constant speed of the aircraft's generator, which supplies electrical power to various systems. However, the F-15 secondary power system consists of other components such as the JFS (Jet Fuel Starter), CGB (Constant Geometry Bleed), and AMAD (Aircraft Mounted Accessory Drive). These components are involved in different functions of the aircraft's power system, but the CSD is not part of it.

The most important advantage of using a C-D nozzle system is that it increases the life expectancies of the engine and augmentor. This means that the engine and augmentor will have a longer lifespan and will be able to operate for a longer period of time without needing to be replaced or repaired. This can result in cost savings for the operator as well as increased reliability and performance of the engine.

A dry sump oil system stores the oil in a separate tank that is mounted to the side of the engine. This type of system is commonly used in high-performance and racing engines. The oil is pumped from the tank to lubricate the engine components and then returned to the tank to be cooled and filtered before being recirculated. This design allows for a larger oil capacity, better oil control, and improved engine performance under high-speed or high-g-force conditions. In contrast, a wet sump oil system stores the oil in a pan located at the bottom of the engine.

Jet aircraft operating at moderately high altitudes increase the fuel system's susceptibility to an icing condition. The higher viscosity of jet fuels contributes to this increased susceptibility. When the fuel has a higher viscosity, it is thicker and less likely to flow freely. This can lead to the formation of ice crystals or ice particles in the fuel system, which can block fuel lines or clog filters. These ice formations can disrupt the fuel flow, potentially causing engine failure or other operational issues. Therefore, the higher viscosity of jet fuels can worsen the icing condition in the fuel system of jet aircraft operating at moderately high altitudes.

The correct answer is three because the question asks for the number of sets of embedded magnets in the rotor. Since the question does not provide any additional information or context, it can be assumed that the rotor contains three sets of embedded magnets.

The overspeed clutch provides an electrical safety cutoff for the JFS (Jet Fuel Starter) if the power turbine accelerates to a 110 percent overspeed condition. This means that if the power turbine exceeds its maximum speed limit, the overspeed clutch will engage and disconnect the power source, preventing any further acceleration and ensuring the safety of the system.

The CSD governor system is responsible for equalizing the load between generators operating in parallel. This means that it ensures that each generator is carrying an equal share of the load, preventing one generator from becoming overloaded while others are underutilized. By balancing the load, the CSD governor system helps to optimize the efficiency and performance of the generators in a parallel configuration.

The four-bar linkage arrangement on the F100 engine augmentor controls the afterburner fuel control.

The compressor bleed system reduces the probability of compressor stall in a dual-rotor engine by reducing the amount of air available to the N2 compressor. This is because compressor stall occurs when the airflow through the compressor becomes disrupted, leading to a loss of compression and a decrease in engine performance. By bleeding off a portion of the air from the compressor, the system reduces the overall airflow, preventing excessive pressure build-up and maintaining a stable airflow through the compressor. This helps to prevent compressor stall and ensures the engine operates efficiently.

The component in the F119 engine monitoring system that processes and stores vibration signals, oil debris signals, oil level signals, condition monitoring, and fault information data in resident memory is CEDU.

The VSV (Variable Stator Vane) is fully closed (cambered) on an F110-GE-129 engine when the core engine speed is below 45 percent.

A pneumatic starter requires both sufficient volume and pressure of air to operate properly. Volume refers to the amount of air available, while pressure refers to the force exerted by the air. Without sufficient volume, there may not be enough air to power the starter. Without sufficient pressure, the air may not have enough force to initiate the starter. Therefore, both volume and pressure are necessary for the pneumatic starter to function effectively.

The PTO shaft used to drive the CSD (Constant Speed Drive) is provided by the engine adapter. This adapter connects the engine to the CSD and allows the transfer of power from the engine to the CSD via the PTO shaft. The engine adapter ensures a secure and efficient connection between the engine and the CSD, enabling the smooth operation of the aircraft's systems.

The F100 engine augmentor's exhaust nozzle is variable in order to control both the engine thrust and the fan stall margin. By adjusting the size of the exhaust nozzle, the engine can regulate the amount of thrust it produces. Additionally, the variable nozzle can also help prevent fan stall, which is a condition where the airflow over the engine's fan becomes disrupted, leading to a loss of thrust. Therefore, the exhaust nozzle's variability is utilized to control both the engine's thrust output and its ability to maintain a safe operating margin against fan stall.

During jet engine deceleration, the hydromechanical fuel control system adjusts the fuel flow based on the burner pressure. Burner pressure is an important parameter that indicates the combustion efficiency and the demand for fuel. By monitoring the burner pressure, the fuel control system can regulate the fuel flow to maintain the desired engine performance and prevent any potential damage or instability. The other options, RPM, inlet temperature, and inlet pressure, may also affect the fuel flow, but burner pressure is specifically related to the combustion process and is therefore the most relevant factor in this context.

The fuel/oil cooler heats the augmentor fuel to provide better vaporization and combustion. By cooling the fuel and oil, it reduces their temperature to a suitable level for efficient combustion. This helps in achieving better vaporization of the fuel, ensuring that it is in a gaseous state before entering the combustion chamber. The cooler fuel also helps in preventing any potential overheating issues and ensures a more controlled and effective combustion process.

The isolation decouplers on the F-15 secondary power system CGB are extended manually.

The function of the flexible feedback cable on the F110-GE-129 engine variable vane system is to transmit a mechanical feedback signal to the main engine control. This allows the engine control system to receive information about the position of the variable nozzle and make necessary adjustments to optimize engine performance.

The F100-PW-100 engine oil pressure varies with the condition of the oil nozzle. The oil nozzle is responsible for delivering oil to various parts of the engine, including the fan turbine. If the oil nozzle is damaged or clogged, it can affect the flow of oil and subsequently the oil pressure. Therefore, the condition of the oil nozzle plays a crucial role in determining the oil pressure of the F100-PW-100 engine.

The correct answer is 30. The F100-PW-100 engine augmenter igniter plug ionizes at a minimum rate of 30 sparks per second.

The correct answer is controlling turbine inlet temperature. In a dual spool, axial-flow engine, the turbine inlet temperature is a critical factor in determining the engine's thrust production. By controlling the temperature of the air entering the turbine, the engine can regulate the amount of energy extracted from the combustion process, which in turn affects the thrust output. This is typically achieved through the use of a fuel control system that adjusts the fuel flow rate to maintain the desired turbine inlet temperature.

The primary input power to the main ignition system is 28 VAC. This means that the system requires a 28-volt alternating current as its main power source.

The F100-PW-100 engine ignition system has three independent circuits. This means that there are three separate and distinct circuits within the system that operate independently of each other. Each circuit is responsible for providing ignition to different components of the engine, ensuring redundancy and reliability in case one circuit fails. Having multiple independent circuits increases the safety and performance of the ignition system.

The correct answer is "aircraft filter". The F-15 JFS (Jet Fuel Starter) requires oil for its operation. This oil is supplied to the JFS through various systems, including the CGB (Constant Geometry Burner) oil system and the JFS oil system. However, before reaching these systems, the oil passes through the aircraft filter. The purpose of the aircraft filter is to remove any impurities or contaminants from the oil, ensuring that only clean oil is supplied to the JFS. Therefore, the aircraft filter plays a crucial role in maintaining the proper functioning of the F-15 JFS.

The power to start the engines on an F-15 begins with the JFS (Jet Fuel Starter) and continues through the CGB (Combustion Gas Bypass) to the PMG (Permanent Magnet Generator). The PMG is responsible for providing electrical power to various systems on the aircraft, including the engines.

The MEC (Main Engine Control) schedules the variable vane positions on an F110-GE-129 engine based on the fan discharge temperature and core engine speed. This means that the MEC adjusts the vane positions based on the temperature of the air leaving the fan and the speed at which the engine is running. By monitoring these two parameters, the MEC can optimize the performance of the engine and ensure efficient operation.

The hydraulic decoupler is used to stop the JFS starting cycle when the aircraft engine has accelerated to starter cutout speed. This component is responsible for disconnecting the JFS (Jet Fuel Starter) from the engine, allowing the engine to operate independently without the need for the starter. By using the hydraulic decoupler, the JFS can be disengaged smoothly and safely, preventing any potential damage or interference with the engine's operation.