The flight crew pulls the engine fire handle while the start lever remains in IDLE. Which component ultimately stops combustion fuel flow, and what is significant about its control path?, The Electronic Engine Control commands the Fuel Metering Valve closed using normal thrust-control logic., The High Pressure Shutoff Valve closes because the fire-handle command has priority over the start-lever command and operates independently of normal Electronic Engine Control fuel-metering commands., The Split Control Unit closes all three fuel manifolds by removing servo pressure from the Pilot Metering Valve., The airplane fuel boost-pump supply is lost, but usable fuel remains in the associated main tank. Why can the engine-driven Main Fuel Pump continue to receive fuel?, The high-pressure gear stage creates enough suction through the Fuel Metering Unit return circuit to draw directly from the tank., The Main Fuel/Oil Heat Exchanger acts as a jet pump and produces suction at the engine fuel inlet., The low-pressure centrifugal stage of the Main Fuel Pump can operate at low inlet pressure and permit suction feed from the related main tank., Why does the Pilot Primary Main Enriched fuel circuit supply only four fuel nozzles positioned nearest the igniters during engine start?, It provides additional fuel near the ignition sources to improve initial light-off., It reduces fuel pressure to the remaining fourteen nozzles so the Pilot Secondary manifold can fill first., It supplies cooling fuel to the igniter tips before the Pilot Primary Main Non-Enriched circuit becomes active., The Fuel Metering Valve position feedback becomes invalid while the engine is operating. What alternate parameter can the Electronic Engine Controls use to maintain engine fuel control?, Fuel-manifold pressure from the Pilot Primary Main Enriched pressure sensor., The measured fuel-flow signal from the fuel-flow transmitter., High Pressure Compressor discharge pressure from the Pressure Subsystem., Communication through the direct Cross Channel Data Link between Electronic Engine Control channel A and channel B is lost. What feature can preserve cross-channel communication rather than immediately leaving the system with no alternate communication path?, The Display Processing Computers automatically become the Cross Channel Data Link between both Electronic Engine Controls., The Network File Server routes Electronic Engine Control data through Ethernet to the opposite channel., The Pressure Subsystem can provide a backup Cross Channel Data Link path between the Electronic Engine Controls., All four Exhaust Gas Temperature inputs to one Electronic Engine Control channel are initially valid. One probe signal subsequently goes out of range. How does the control system determine the selected Exhaust Gas Temperature?, It averages the remaining three valid Exhaust Gas Temperature signals., It transfers immediately to the opposite Electronic Engine Control channel regardless of that channel’s health., It holds the last four-probe average until the failed signal becomes valid again., Engine 1 is operating above 8.5 percent N2 and Permanent Magnet Alternator power to channel B fails while the channel A Permanent Magnet Alternator output remains satisfactory. What power-source response is expected?, Both Electronic Engine Control channels transfer to alternating-current transfer bus 1 to maintain common-source operation., Channel B transfers to alternating-current transfer bus 1 while channel A continues using its independent Permanent Magnet Alternator output., Channel B transfers to the alternating-current standby bus while channel A remains on Permanent Magnet Alternator power., The Electronic Engine Control detects N2 above 120 percent. Which protective sequence is used by the Electronic Overspeed function to shut the engine down?, The Electronic Engine Control commands the Fuel Metering Valve toward idle and waits for the start lever to close the High Pressure Shutoff Valve., The Electronic Engine Control closes the airplane spar valve through the Display Processing Computers., High-side and low-side protection switches activate the Electronic Overspeed/Thrust Control Malfunction Accommodation electro-hydraulic servo valve, which uses servo fuel to close the High Pressure Shutoff Valve., An Electronic Engine Control detects an engine fault that permits unrestricted continued engine operation and produces no flight-deck effect. Where would maintenance expect to find the associated fault information?, As an uncorrelated maintenance message in the Onboard Maintenance Function present-leg faults., As a Scheduled Maintenance Task message on the MAX Display System status page., As an ENGINE CONTROL message accompanied by MASTER CAUTION after landing., The Main Fuel Filter differential pressure has increased to 50 pounds per square inch differential. What indication should the system generate?, Only an impending-bypass maintenance message because actual bypass is not recognised until differential pressure exceeds 60 pounds per square inch differential., An actual Main Fuel Filter bypass condition, causing the Electronic Engine Controls to command the Display Processing Computers to illuminate FILTER BYPASS, MASTER CAUTION and FUEL indications., A Main Fuel/Oil Heat Exchanger bypass warning because both components use the same 47.4 pounds per square inch differential threshold.

ATA 73

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