Gasoline and kerosene.
Gasoline and diesel fuel.
Diesel fuel and kerosene.
Diesel fuel and aviation gasoline.
Lower viscosity of jet fuels.
Higher viscosity of jet fuels.
Lower viscosity of free water.
Higher viscosity of free water.
A green flag pops out of the filter.
Fuel pressure from the fuel pump is low.
A differential pressure indicator is actuated.
There is no way to tell without disassembling the filter.
Regulating engine RPM.
Regulating compressor discharge pressure.
Controlling turbine exhaust pressure.
Controlling turbine inlet temperature.
A closed loop design.
An open circuit design.
The feedback control unit.
A direct mechanical connection to all engine sensors.
Adjust and reseal the component.
Keep the component in service to meet the mission.
Forward the component to the authorized depot for reflow and resealing.
Continue to keep the component in service if it is documented as a red diagonal on Form 781A, Hydromechanical Fuel Control.
Safety sealed and/or lockwired.
Treated with a thread locking compound.
Rear compressor variable vane actuators with pneumatic (air) pressure.
Rear compressor variable vane actuators with fuel pressure.
Variable exhaust nozzle actuators with pneumatic pressure.
Variable exhaust nozzle actuators with fuel pressure.
Tt 2.5 sensor.
Fuel pump controller.
Signature elimination probe.
AFP, AFC, fuel/oil cooler, P&D, and fuel nozzles.
MFC, fuel/oil cooler, P&D, and fuel nozzles.
AFC, AFP, fuel/oil cooler, P&D, and fuel nozzles.
Fuel/oil cooler, P&D, MFC, and fuel nozzles.
Control the oil poppet valve.
Direct oil around the fuel filter.
Control oil exiting from the cooler.
Direct oil around or through the cooler.
Soft metal construction; these seals can be damaged easily.
Soft metal construction; they are sharp and can cut your hand.
Hard metal construction; they are sharp and can cut your hand.
Hard metal construction; these seals can damage the bearing races.
JP–4 for 60 minutes
PD–680 for 30 minutes.
Kerosene for 60 minutes.
Engine lubricating oil for 30 minutes.
Oil jet pressure.
Fan turbine speed.
Oil nozzle condition.
Number of oil jets used.
Scavenge and pressure.
Scavenge and breather.
Button is defective.
Scheduled oil change is due.
Design ambient pressure has been exceeded.
Design pressure differential has been exceeded.
Secondary fan airflow as a coolant.
Secondary fan airflow as an oil heater.
Primary core engine airflow as a coolant.
Primary core engine airflow as an oil heater.
Oil relief valve.
Filter poppet valve.
Oil pressure transmitter tap.
Filter assembly bypass valve.
1 and 2.
1 and 3.
2 and 3.
2 and 4.
Upon request from the depot.
Automatically from the depot.
Upon request from the manufacturer.
Automatically from the manufacturer.
Dispose of any portion not immediately used.
Store remaining portion immediately after use.
Dispose of any portion not used within 60 days.
Store remaining portion in clearly marked containers.
More oil sampling.
More engine removals.
Less unnecessary maintenance.
Less wear metal found in the oil.
Unit safety officer.
Propulsion flight chief.
Accelerates the rate of wear, decreasing the production of wear metal particles.
Accelerates the rate of wear, increasing the production of wear metal particles.
Slows the rate of wear, decreasing the production of wear metal particles.
Slows the rate of wear, increasing the production of wear metal particles.
Insufficient oil collection.
A minor stomach ache.
Paralysis or death.
Check for large particles.
Check the drain operation.
Drain off uncirculated oil.
Drain off water and sludge.
Samples must be sent off-site for analysis.
Particles must be oil free for analysis to take place.
Samples can only be obtained in an intermediate maintenance shop.
Provides results only concerning equipment and components condition.
Has a constant polarity; AC changes direction at regular intervals.
Fluctuates from negative to positive values; AC stays at a constant positive value.
Differs from AC only in the way current is used; otherwise there is no real difference.
Is produced directly from a generator; AC is produced by an alternator after the generator.
Sense the engine drive RPM required to control the CSD.
Disconnect the generator from the engine in event of a failure.
Equalize the load between generators operating in parallel.
Maintain a constant 400-volt output.
Pump and motor unit.
Variable pump wobbler.
Frequency and load controller.
Adjust the thermocouples.
Calibrate the EGT indicator in the flight station
Compensate for minor voltage buildups in the circuit.
Compensate for differences in temperatures at altitude.
Both alumel and chromel.
None of these.
AC to DC converter, transformer, and igniter plugs.
Igniter plugs, and AC to DC converter.
AC to DC converter, and transformer.
Igniter plugs, and transformer.
Requires high-pressure, low-volume air-flow to produce torque necessary for engine start
Has the advantages of less weight and fewer moving parts than other starters.
Uses a starter-clutch assembly to disengage the starter from the engine.
Is mounted on the engine accessory drive.
Volume and velocity.
Volume and pressure.
Temperature and velocity.
Temperature and pressure.
Small gas turbine engine.
Electric motor mounted on the aircraft.
Generator control unit.
Gas generator and accessory drive assembly.
Power turbine overspeed switch.
By spring pressure.
JFS oil system.
CGB oil system.
Four-speed cutout switch.
50-percent engine cutout switch assembly.
Variable nozzle closes.
Decrease in exhaust gas temperature.
Increase in RPM.
Fan inlet guide vane flaps.
Variable exhaust nozzle flaps.
VSV actuator control.
IGV actuator control.
Low-pressure turbine cooling functions.
Main engine fuel pump operation.
Newton’s first law.
Newton’s third law.
Allows airflow in only one direction.
Bleeds off air before it enters the engine.
Prevents airflow from entering the engine.
Bleeds off air after it has entered the engine.
Reducing the amount of air available to the N2 compressor.
Reducing the amount of air available to the N1 compressor.
Increasing the amount of air delivered to the N2 compressor.
Increasing the amount of air delivered by the N1 compressor.
All stages of the compressor
Just the middle of the compressor.
The last few stages of the compressor
The first few stages of the compressor
Through a heat exchanger.
Out the turbine case bleed holes.
Into the gas stream to exit the engine.
Back to the compressor to be used again.
VSVs and variable bleed valves.
IGVs and VSVs.
Sea-level temperature and actual engine RPM.
Turbine discharge pressure and compressor inlet temperature.
Fan discharge temperature and core engine speed.
Compressor inlet pressure and turbine speed.
Position the bleed valves in response to differential pressure through the fuel gear motor.
Position the bleed valves during acceleration and low RPM.
Transmit a mechanical feedback signal to the variable nozzle control.
Transmit a mechanical feedback signal to the main engine control.
Oil pressure transmitter.
Engine Diagnostic Unit.
Fan turbine Inlet Temperature.
Augmentor Nozzle positioning indicator.
In the engine bay
Left front side of gearbox
Right front side of gearbox.
Attached to the fuel control.
Full Authority Digital Electronic Control
Engine Monitoring System Computer.
Central Air Data Computer.
Ground Station Unit.
CEDU and FADEC.
Main engine control.
Main Fuel Throttle Valve.
Act as the basic engine tailpipe.
Control engine discharge pressure.
Aid in control of engine oil pressure.
Help to control pressure and N2 speed.
Oil pressure for both types.
Air pressure for both types.
Oil pressure for the flap-type and fuel pressure for the iris-type.
Fuel pressure for the flap-type and air pressure for the iris-type.
Need for bleed valves is eliminated.
Need for inlet guide vanes is eliminated.
Life expectancies of the engine and augmentor are increased.
Pilot has more control of engine thrust throughout all operational ranges.
Pilot burner ring.
Torch igniter and hot streak.
Hot streak and fuel injection.
Pilot burner ring and hot streak.
Torch igniter and pilot burner ring.
Convergent exhaust nozzle control.
Afterburner fuel control.
Unified fuel control.
Afterburner fuel control.
N2 compressor rotor speed.
Thrust and fan stall margin
Fan stall margin only.