Personnel need to approach an operating LEAP-1B engine through the designated entry/exit corridor. Which condition must exist before the corridor can be considered acceptable for use?, The engine may operate up to breakaway power provided personnel remain aft of the fan-cowl red line., The engine must be at or below idle speed, positive communication with the flight compartment must be established, and the inlet and exhaust hazard areas must still be observed., The engine must be at idle and the aircraft must have no external electrical power connected, but communication with the flight compartment is not required., The inboard fan cowl is fully open for maintenance and a flight-control system test requires extension of the leading-edge devices. What is the correct assessment?, The leading-edge flap can be extended because interference only occurs with a deployed thrust reverser translating sleeve., The leading-edge flap may be extended if the fan cowl is first moved from 61 degrees to its 35-degree hold-open position., The leading-edge flap must not be extended because it can contact a fully open inboard fan cowl; the leading-edge devices must be retracted and deactivated before opening the applicable cowling., Oil is observed at a core-compartment drain after engine start, but the leakage subsequently stops after approximately five minutes at idle. What does the training material indicate about this condition?, Drain leakage can occur during start or while the engine is not operating and may cease after approximately five minutes at idle; the applicable Aircraft Maintenance Manual leakage limit must then be used to determine maintenance action., Any oil visible at a core drain after engine start automatically exceeds the serviceable limit and requires engine shutdown., Leakage from the core drain mast is acceptable only from fuel-system actuators; sump oil drainage always indicates a failed bearing seal., During preparation for LEAP-1B powerplant removal, why might maintenance remove only the lower inlet-cowl attachment bolts before lowering the engine rather than removing the complete inlet cowl on-wing?, Removing the lower bolts unloads the forward engine mount and transfers inlet-cowl weight into the bootstrap system., The 12-o’clock attachment bolt is difficult to access while the engine is on-wing, whereas the lower bolts become difficult to access once the engine is on the stand; removing the lower bolts before lowering therefore facilitates later complete removal., The lower inlet-cowl bolts must be removed because they form part of the forward bootstrap attachment structure., During engine removal, the left fan-case service disconnect panel has been opened and the fuel-supply line is about to be disconnected. What additional action is specifically required because of the fuel retained in the supply system?, Only the Fuel Metering Unit drain plug is opened because the main fuel pump is upstream of the service disconnect., The fuel is permitted to drain through the fan drain mast after the supply line is disconnected., Remaining fuel must be drained through the Fuel Metering Unit and main fuel-pump drain plugs, with sufficient containers provided for the potentially large fuel volume., The inlet cowl is installed during powerplant removal. The forward outboard dynamometer indicates 3,200 pounds, the forward inboard dynamometer indicates 4,000 pounds and the aft dynamometer indicates 2,300 pounds. The difference between the two forward readings is 800 pounds. Which assessment is correct?, The indicated loads remain within the stated limits for removal with the inlet cowl installed., The aft load is excessive because its maximum permitted value is 2,000 pounds., The forward inboard load is excessive because both forward dynamometers have a common maximum of 3,300 pounds., During powerplant installation, the engine is being lifted toward the strut and the aft shear pin begins approaching its mount. What sequencing is required to minimise the risk of shear-pin binding and lockup?, The aft shear pin must fully engage before either forward shear pin contacts its mount., The forward and aft shear pins must enter their mounts simultaneously to avoid generating torsional load., The aft mount platform must be levelled to the strut, and the forward hoists adjusted so the forward shear pins engage approximately 0.10 inch before the aft shear pin., During installation of the forward and aft engine mounts, which statement correctly compares the final mounting-bolt torque requirements?, Both forward and aft engine-mount bolts have the same final torque because the mounts use identical barrel nuts., The forward mount bolts are tightened to 2,086–2,214 inch-pounds, while the aft mount bolts require the higher range of 3,298–3,502 inch-pounds., The aft mount bolts are tightened to 2,086–2,214 inch-pounds because the thrust rods carry the majority of the longitudinal load., After installation of a replacement engine that differs from the removed engine, what configuration action is required before the aircraft is returned to normal operation?, Verify the new engine serial number and thrust rating, install the applicable software if required, verify Electronic Engine Control software configuration, load applicable trim-balance data and clear recorded exceedance data associated with the replaced engine position when necessary., Only change the engine serial number because all Electronic Engine Control software and trim data automatically transfer from the removed engine., Erase the entire aircraft maintenance history so the replacement engine can generate a new configuration record., An aircraft will remain inactive in a coastal environment with high humidity and large temperature changes. How should the required LEAP-1B preservation procedure be determined?, Use only the standard 30-day procedure because environmental conditions do not alter the preservation category., Base the procedure solely on whether the engine remains installed on the wing., Select the applicable Aircraft Maintenance Manual preservation procedure based on the period of inactivity and whether the engine is operable, while also accounting for environmental conditions such as humidity, temperature variation and proximity to salt water.

ATA 71

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