2A656 Vol 3 Ure (2013)

The correct answer is 8,000 rpm. A constant speed drive (CSD) is used to drive a generator with a power output of 60/80 kVA. The generator's output is directly related to the speed at which it operates. Since the CSD is designed to maintain a constant speed, it can be inferred that the generator operates at a speed of 8,000 rpm.

The generator control unit (GCU) in an AC power supply system maintains the generator output at 115 [±2] VAC. This means that the GCU is designed to regulate the voltage output of the generator within a range of 113 to 117 VAC, with a tolerance of ±2 volts. This ensures that the generator produces a stable and consistent voltage output within this specified range, which is suitable for powering electrical devices and equipment in the AC power supply system.

Before operating the aileron trim system, it is necessary to supply power to both the electrical and hydraulic systems. This is because the aileron trim system requires electrical power to operate the trim motor, which adjusts the position of the ailerons. Additionally, hydraulic power is needed to supply the necessary pressure to move the ailerons. Therefore, both systems must be powered in order for the aileron trim system to function correctly.

After replacing a bad indicator in the landing gear system, the final step is to perform an operational check of the system. This is important to ensure that the replaced indicator is functioning correctly and that the landing gear system is working properly. By conducting an operational check, any remaining issues or malfunctions can be identified and addressed before the system is put back into regular use. Taking meter readings, limiting the malfunction, and defining the discrepancy may be steps involved in troubleshooting the landing gear system, but they do not serve as the final step after replacing a bad indicator.

Before completing a troubleshooting cycle, the last thing you must do is perform an operational check. This is important to ensure that the issue has been resolved and that the system or equipment is functioning properly. By conducting an operational check, you can verify that the troubleshooting steps taken have been effective and that the problem has been successfully resolved. This step helps to prevent any further issues or malfunctions and ensures that the equipment is ready for use.

Floodlights are the correct answer because they provide a diffused and even illumination throughout the aircraft cabin. This helps to reduce the contrast between the lightning flashes outside and the interior lighting, minimizing the blinding effect of the flashes on the passengers' eyes. Floodlights are designed to evenly distribute light, ensuring a comfortable and safe environment during lightning storms.

INCONEL® is the correct answer for the construction of the shield in a continuous loop fire detection system. INCONEL® is a type of nickel-chromium alloy known for its high resistance to heat and corrosion. This makes it an ideal material for use in fire detection systems as it can withstand high temperatures and protect the continuous loop from damage. Soft iron, aluminum, and malleable tin do not possess the same level of heat and corrosion resistance as INCONEL®, making them less suitable for this purpose.

The emergency power interlock relay (EPIR) is the component that prevents the emergency generator from dropping off-line when the aircraft lands. This relay is responsible for maintaining the connection between the generator and the aircraft's electrical system, ensuring a continuous power supply even during landing. It acts as a safety measure to prevent any interruptions in power during critical moments.

The data bus controller is responsible for coordinating the flow of information on the data bus. It manages the transfer of data between the different components connected to the bus, ensuring that data is sent and received correctly. The parallel data bus, remote terminal, and serial data bus are not specifically designed to coordinate the flow of information on the data bus, making them incorrect choices.

Remote terminals in the data bus are designed to transfer data between an aircraft system and the data bus controller (DBC). Remote terminals act as interfaces between various aircraft systems and the data bus, allowing for the exchange of information between different components of the aircraft. This enables efficient communication and coordination between the systems, enhancing the overall functionality and performance of the aircraft.

After replacing the 43° position switch on the speedbrake system, the next and final step is to perform an operational check. This is necessary to ensure that the switch is functioning correctly and that the speedbrake system is working as intended. It is important to test the switch in an operational setting to verify its functionality and to make sure that the replacement has been successful. This step helps to ensure the safety and proper functioning of the speedbrake system.

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The transformer rectifier units in a VDC power system convert three-phase 115 VAC into 26 to 31 VDC.

The correct answer is "on the ground, with weight on the wheels." This means that for the nose landing gear weight-on-wheels relay C to energize, the aircraft must be on the ground and have weight on its wheels. This relay is designed to detect when the aircraft is on the ground and activate certain systems or functions accordingly. It ensures that the nose landing gear is properly deployed and locked before the aircraft takes off or lands.

After releasing the stick grip trim selector switch, the trim indicator light extinguishes. This indicates that the trim adjustment has been completed and the aircraft is now in a stable trim position.

The load controller is responsible for controlling load division during parallel generator operation in an AC power supply system. It ensures that the load is evenly distributed among the generators, preventing overloading of any one generator. This helps to maintain the stability and efficiency of the system.

Placing the landing gear control handle in the up position provides 28 volts direct current (VDC) from the essential DC bus.

The correct answer is open, hold, and retract. The speedbrake switch on an aircraft has three positions. The open position allows the speedbrake to deploy fully, increasing drag and slowing down the aircraft. The hold position keeps the speedbrake in its current position, maintaining the desired level of drag. The retract position stows the speedbrake back into its original position, reducing drag and allowing the aircraft to resume normal flight.

During the troubleshooting process, reviewing the Air Force Technical Order (AFTO) Form 781A is done in order to define the discrepancy. This form contains information about the specific problem or issue that needs to be addressed. By reviewing this form, technicians can gather relevant details and specifications related to the discrepancy, which helps them in identifying the root cause and developing an appropriate solution. This step is crucial in effectively troubleshooting and resolving the problem.

The correct answer is centrifugal switch. When a pneumatic starter reaches maximum speed, the centrifugal switch opens the ground circuit to the starter relay. This switch is designed to automatically disconnect the starter motor from the power source once the motor reaches a certain speed. This helps to prevent damage to the starter motor and allows it to disengage once it is no longer needed.

Before removing any connector plug in the nose wheel steering system, it is necessary to disconnect the power. This is important to ensure safety and prevent any electrical mishaps or damage. Disconnecting the power helps to eliminate the risk of electric shock or short circuits that could occur during the removal process. By following this step, technicians can safely proceed with their work without causing any harm to themselves or the equipment.

If the normal battery is not charging but the standby battery is fine, it indicates that there may be an issue with the normal battery relay. The normal battery relay is responsible for allowing the flow of current to the normal battery for charging. If this relay is faulty or not functioning properly, it could prevent the normal battery from charging. Therefore, it is necessary to start taking meter readings at the normal battery relay to diagnose and troubleshoot the problem.

The scissors assembly in the nosewheel steering system provides a quick-disconnect capability for turning the nose wheel beyond the steerable range. This component allows for easy disconnection and reconnection of the steering system, enabling the nose wheel to be turned beyond its normal steering limits when necessary.

The scavenge pumps have an output of approximately 2 gallons per minute (gpm).

When the stick grip trim selector switch is moved to the left, it causes the left aileron of the aircraft to move in the downward direction. This downward movement of the left aileron creates more lift on the left wing, causing it to move down. Therefore, the correct answer is "up (left wing down)."

The minimum volts alternating current (VAC) requirement to energize the emergency power disconnect relay (EPDR) is 93 VAC from the C phase. This means that in order to activate the EPDR, a minimum voltage of 93 VAC needs to be supplied from the C phase of the alternating current source.

When a wheel stops rotating, the Mark II antiskid system valve driver receives a direct current (DC) voltage from the locked wheel circuit. This voltage is used to control the antiskid system and prevent the wheel from locking up during braking. The locked wheel circuit detects when a wheel is not rotating and sends a signal to the valve driver, allowing it to adjust the brake pressure and maintain optimal braking performance. The other options, such as the brake indicator driver, touchdown protection, and pressure bias modulation, are not directly related to supplying voltage to the valve driver in this context.

The delta-wound secondaries of the internal transformer in the transformer rectifier (TR) unit are used to provide a more stable current output. This means that the current output will be constant and not fluctuate, ensuring a steady supply of current to the system.

The maximum circuit resistance within a thermocouple circuit is 5 ohms. This is because the resistance in the circuit should be kept as low as possible in order to minimize errors in temperature measurement. A higher circuit resistance can introduce additional resistance and lead to inaccuracies in the voltage generated by the thermocouple. Therefore, it is important to keep the circuit resistance below 5 ohms to ensure accurate temperature readings.

The amplifiers used in the photoelectric fire detector system are designed to be sensitive to signals with a frequency between 7 and 60 Hz. This frequency range is specifically chosen because it corresponds to the flickering frequency of a flame. By being sensitive to this frequency range, the amplifier can effectively detect the presence of a flame and trigger the fire alarm system.

When the pilot uses the ramp and cargo door switch while the aircraft is in flight, both the ramp and the door will open simultaneously. This means that both the ramp and the cargo door will open at the same time, allowing for the loading or unloading of cargo while the aircraft is in motion.

The anti-collision light will only come on if both the anti-collision relay and the flasher relay are energized. This means that both of these relays need to be activated in order for the anti-collision light to be illuminated.

The external power system component that disconnects external power from the aircraft is the APU/external power disconnect contactor (AEDC). This component is responsible for isolating the aircraft from the external power source, ensuring that there is no electrical connection between the aircraft and the external power supply. By disconnecting the external power, the AEDC helps to prevent any potential electrical issues or damage to the aircraft's electrical system.

The bus tie connector (BTC) is responsible for connecting the auxiliary power source to the aircraft buses. It serves as a relay that allows power to flow between different electrical systems on the aircraft. The BTC ensures that power is distributed properly and that the aircraft's electrical systems can operate efficiently.

The correct answer is 10 hertz (Hz). In a photoelectric circuit, the direct current (DC) voltage supplied to the lights is pulsed at a rate of 10 hertz. This means that the voltage is being turned on and off 10 times per second. This pulsing of the voltage allows for precise control of the lights and is commonly used in applications such as photography or sensing systems.

When the cargo and personnel doors close and lock, it indicates that the doors are secure and in the closed position. In this case, the open relay, which is responsible for opening the doors, will de-energize or turn off. This is because there is no need for the doors to remain open once they are closed and locked.

The correct answer is APU/external power contactor (AEPC). The auxiliary source selected to power the tie bus in the auxiliary power unit (APU) is determined by the APU/external power contactor (AEPC). This means that either the APU or an external power source can be used to power the tie bus, depending on the position of the AEPC. The lockout relay (LOR) is not responsible for determining the power source for the tie bus. The bus protection panel (BPP) and APU external power disconnect contactor (AEDC) are not mentioned in relation to selecting the power source for the tie bus.

When the horn silence switch for the landing gear warning circuit is momentarily depressed, it provides a ground for the horn silence relay. This means that it completes an electrical circuit, allowing current to flow through the relay and activate it. The ground connection is necessary for the relay to function properly and silence the horn.

The correct answer is Interconnect. Interconnect valves are fuel system valves that link the left wing and aft body tanks to the right wing, mid body, and forward body tanks. These valves allow fuel to be transferred between tanks to maintain balance and ensure a steady fuel supply to the engines.

The correct answer is an iron fireman switch. This type of fire detector is frequently used in fire warning systems and consists of a high-nickel steel rod located along the centerline of a stainless steel tube assembly. The iron fireman switch is designed to detect the presence of fire or heat and activate the appropriate alarm or suppression system.

When a fault occurs, the individual caution lamps in the master caution system remain on until the fault is corrected. This means that once a fault is detected, the caution lamps will continue to stay on until the issue causing the fault is resolved. The lamps serve as a visual indication to the operator that there is a problem, and they will only turn off once the fault has been fixed.

Limit switches are components in the landing gear system that initiate a signal to identify the landing gear position at any given time. These switches are designed to detect the physical position of the landing gear, such as whether it is up or down. When the landing gear reaches a specific position, the limit switch is activated and sends a signal to indicate the current position. This information is crucial for the pilot and other systems to ensure the safe operation of the aircraft during takeoff, landing, and in-flight.

Slotted wing flaps are used on heavy aircraft to form a slot between the flap and the wing. This slot allows high-energy air from below the wing to flow over the top surface, delaying the separation of airflow and increasing lift. By creating a slot, the flaps increase the chamber or curvature of the wing, which further enhances lift generation. This design also lowers the trailing edge of the wing, creating a downward angle that helps to increase lift and improve aircraft performance.

The reverse current relays (RCR) in a direct current (DC) power supply system are designed to deenergize when the potential at the GEN terminal is less than the battery terminal. This means that if the potential at the GEN terminal drops below the potential at the battery terminal, the RCR will deenergize. This is an important safety feature to prevent reverse current flow and protect the system from damage.

There are four boost pumps in main fuel tank No. 1.

The manual system operates the disconnect clutch in the stabilizer trim actuator assembly. This means that the disconnect clutch can be disengaged and the stabilizer trim actuator can be manually controlled by the pilot. The other options, such as the autopilot system, hydraulic system, and electric power system, do not directly operate the disconnect clutch in the stabilizer trim actuator assembly.

Performing an operational check is the logical next step in troubleshooting a fuel pump that is not working. By conducting this check, one can determine if the fuel pump is receiving power and if it is functioning properly. This step helps to narrow down the possible causes of the issue and can guide further troubleshooting actions. It is a crucial step in the process of identifying and resolving the problem with the fuel pump.

The position switches in the ramp and cargo door system provide voltage to the locked solenoid of the ramp up-lock control valve when the ramp is in the fully up position. This means that when the ramp is fully raised, the position switches activate the solenoid, allowing voltage to flow and keeping the ramp locked in place.

In a direct current (DC) ignition system, the voltage is first passed through a transformer. After going through the transformer, the voltage is applied to the igniter plug. This means that the igniter plug is the component that receives the voltage and initiates the ignition process. The other options, vibrator unit, small generator, and step-up transformer, are not directly involved in the ignition process and do not receive the voltage from the transformer.

The auxiliary trim switch is used as an emergency means of controlling the aileron trim control circuit. It acts as a backup switch in case the primary trim switches fail or become inoperable. This switch allows the pilot to manually adjust the aileron trim in case of any emergency or malfunction.