The engine fire detection system is operating with the Overheat Detector switch in NORMAL and both loops serviceable. What logic must the Fire Detection Control Unit use before generating an engine overheat or fire warning?, Both loop A and loop B must detect the condition before the Fire Detection Control Unit generates the warning., Either loop A or loop B can independently generate the warning without confirmation from the other loop., Loop A provides the primary warning input while loop B is used only for fault monitoring., An engine fire handle is pulled after an engine fire indication. Which combination correctly describes the resulting engine-system isolation?, The high-pressure fuel valve and spar fuel valve close, thrust-reverser control power is removed, the engine-driven hydraulic pump shutoff valve closes, the pneumatic pressure-regulating and shutoff valve closes, and the generator trips offline., Only the engine fuel valves close; hydraulic, pneumatic and electrical isolation occurs after the extinguisher bottle is discharged., The generator and hydraulic pump remain connected so that essential electrical and hydraulic power are maintained until engine rotation stops., During a fire-extinguishing squib continuity test, the Extinguisher Test switch is held in position 1. Which squibs are being checked?, The left-bottle engine 2 squib, right-bottle engine 2 squib and Auxiliary Power Unit bottle squib.Only the two engine 1 squibs; the Auxiliary Power Unit bottle squib is tested separately., Only the two engine 1 squibs; the Auxiliary Power Unit bottle squib is tested separately., The left-bottle engine 1 squib, right-bottle engine 1 squib and Auxiliary Power Unit bottle squib., An Auxiliary Power Unit fire is detected on the ground with the optional automatic extinguisher-discharge feature installed and neither main engine operating. What occurs if no earlier manual discharge is made?, The Auxiliary Power Unit shuts down automatically but bottle discharge always requires manual crew action., The Auxiliary Power Unit extinguisher automatically discharges approximately 10 seconds after the fire warning., The bottle automatically discharges only after the remote fire horn has operated continuously for 30 seconds., A cargo-compartment smoke alarm occurs in flight. Why does the cargo fire control system command the Cabin Pressure Controller to establish approximately 750 standard-feet-per-minute cabin descent?, To reduce the tendency for smoke from the lower cargo compartment to penetrate into the passenger cabin., To increase differential pressure so that cargo smoke is forced overboard through the outflow valve., To reduce oxygen concentration in the cargo compartment by rapidly increasing cabin altitude., The cargo fire extinguishing system is discharged in flight. What is the intended sequence between the High-Rate Discharge bottle and the Low-Rate Discharge bottle?, The High-Rate Discharge bottle discharges immediately, and after approximately 15 minutes the Low-Rate Discharge bottle automatically releases into the same compartment if the aircraft remains in flight., Both bottles discharge simultaneously to establish the required initial halon concentration., The Low-Rate Discharge bottle operates first, followed by the High-Rate Discharge bottle after 15 minutes if smoke remains detected., A lavatory smoke detector has entered the alarm condition and its horn has been cancelled. Smoke density remains above the detector’s preset threshold. What happens after the reset attempt?, The alarm indications return because smoke remains above the preset limit., The horn remains cancelled and all external indications remain inhibited until electrical power is cycled., Only the local red status indicator returns; attendant and flight-compartment indications remain reset., A wheel-well overheat system flight-compartment test fails because one sensing loop has lost continuity. What maintenance action allows the system to be configured into single-loop operation?, Move the engine Overheat Detector switch from NORMAL to either A or B., Clear the Compartment Overheat Detection Module non-volatile memory and repeat the flight-compartment test., Use the Local Test function on the Compartment Overheat Detection Module to identify and deactivate the failed loop., During troubleshooting of the wing and lower-aft-body duct-leak overheat detection system, a sensing-element short circuit is present. Why can this fault initially resemble a genuine overheat?, The Compartment Overheat Detection Module interprets the short circuit in the same manner as an actual alarm condition for flight-compartment indications., A short circuit bypasses the Compartment Overheat Detection Module and directly illuminates the Wing-Body Overheat light., The short circuit increases sensing-element resistance to the same value produced by an overheat., During equipment-cooling smoke-system recovery, why is the smoke-detection reconfiguration circuit temporarily inhibited for approximately 10 seconds when the supply fan restarts?, To prevent residual smoke particles being purged from the ducts from immediately causing another false smoke reconfiguration., To allow the supply and exhaust detectors to recalibrate to the increased airflow rate., To prevent the Equipment Smoke light from operating until both recirculation fans have restarted.

ATA 26

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