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Aircraft Fire Protection Systems
31 Dec

Aircraft Fire Protection Systems

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Aircraft Fire Protection Systems

Aircraft Fire Protection Systems Overall rating: ★★★★☆ 4.4 based on 490 reviews.
5 1

Easa Part 66 Maintenance Practices (4664 Questions)

Sample            –  Maintenance Practices Exams ( 40 questions 30 min),
Category A   – Maintenance Practices Exams ( 72 questions 90 min),
Category B1 – Maintenance Practices Exams ( 80 questions 100 min),
Category B2 – Maintenance Practices Exams ( 60 questions 75 min),

easa_part_66_academy Ch17

 Aircraft Fire Protection Systems

To detect fires or overheat conditions, detectors are placed Fire Protection Systems in the various zones to be monitored. Fires are detected in reciprocating engine and small turboprop aircraft using one or more of the following:
1. Overheat detectors
2. Rate-of-temperature-rise detectors
3. Flame detectors
4. Observation by crewmembers
In addition to these methods, other types of detectors are Fire Protection Systems used in aircraft fire protection systems but are seldom used to detect engine fires. For example, smoke detectors are better suited to monitor areas where materials burn slowly Fire Protection Systems or smolder, such as cargo and baggage compartments.
Other types of detectors in this category include carbon monoxide detectors and chemical sampling equipment capable of detecting combustible mixtures that can lead to accumulations of explosive gases.
The complete aircraft fire protection systems of most large turbine-engine aircraft incorporate several of these different Fire Protection Systems detection methods.
Release valves are introduced on the compartments. A cartridge (squib) and frangible plate type valve are introduced in the outlet of the release valve gathering. Extraordinary congregations having solenoid-worked or physically worked seat-type valves are additionall accessible. Two kinds of cartridge circle discharge methods are utilized. Standard discharge type utilizes a slug driven by hazardous vitality to burst a divided conclusion plate.For high temperature or hermetically fixed units, a aircraft fire protection systems direct hazardous effect type cartridge is utilized that applies discontinuity effect to break a prestressed erosion safe steel stomach. Most compartments utilize ustomary metallic gasket seals that encourage renovation following wide scope of diagnostics is used to confirm the fire quencher specialist charge status. A straightforward visual sign measure is accessible, normally a helical bourdon-type marker that is vibration safe. measure switch outwardly demonstrates real holder pressure and furthermore gives an electrical sign if compartment pressure is lost, blocking the requirement for release pointers. A ground checkable stomach type low-pressure switch is generally
tilized on hermetically fixed holders. The Kidde framework has a temperature remunerated weight switch that tracks the compartment pressure varieties with temperatures by utilizing a hermetically fixed reference chamber.

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aircraft cabin control systems
31 Dec

Aircraft Cabin Control Systems

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 Aircraft Cabin Control Systems

Aircraft Cabin Control Systems Overall rating: ★★★★☆ 4.4 based on 490 reviews.
5 1

 Digital Techniques, Electronic Instrument Systems (5584 Questions)

Sample          –  Digital Techniques Exams ( 40 questions 30 min),
Category A – Digital Techniques Exams ( 16 questions 20 min),
Category B1.1 and B1.3 – Digital Techniques Exams ( 40 questions 50 min),
Category B1.2 and B1.4 – Digital Techniques Exams ( 20 questions 25 min),
Category B2 – Digital Techniques Exams ( 72 questions 90 min),
Category B3 – Digital Techniques Exams ( 16 questions 20 min),

easa_part_66_academy Ch16

Chapter 01: Aircraft Structures (70 pages),
Chapter 02: Aerodynamics, Aircraft Assembly, and Rigging (70 pages),
Chapter 03: Aircraft Fabric Covering ( 24 pages),
Chapter 04: Aircraft Metal Structural Repair ( 114pages),
Chapter 05: Aircraft Welding ( 38 pages),
Chapter 06: Aircraft Wood and Structural Repair ( 28 pages),
Chapter 07: Advanced Composite Material ( 58 pages),
Chapter 08: Aircraft Painting and Finishing ( 22 pages),
Chapter 09: Aircraft Electrical System ( 106 pages),
Chapter 10: Aircraft Instrument Systems (86pages),
Chapter 11: Communication and Navigation (78 pages),
Chapter 12: Hydraulic and Pneumatic Power Systems (54 pages),
Chapter 13: Aircraft Landing Gear Systems (96 pages),
Chapter 14: Aircraft Fuel System (62 pages),
Chapter 15: Ice and Rain Protection (32 pages),
Chapter 17: Fire Protection Systems (22 pages),

 Aircraft Cabin Control Systems

Nitrogen is an inert gas that is not used directly by man for life Cabin Environmental
Control Systems processes; however, many compounds containing nitrogen are essential to all living matter.
The small quantity of carbon dioxide in the atmosphere is Cabin Environmental
Control Systems utilized by plants during photosynthesis. Thus, the food supply for all animals, including man, depends on it. Carbon dioxide also helps control breathing in man and other animals aircraft cabin control systems.
The amount of water vapor in the atmosphere is variable but, Cabin Environmental
Control Systems even under humid conditions at sea level, it rarely exceeds 5 percent. Water also occurs in the atmosphere as ice crystals.
All forms of water in the atmosphere absorb far more energy from the sun than do the other gases. Water plays an important Cabin Environmental Control Systems role in the formation of weather.

aircraft cabin control systems

Ozone is a form of oxygen. It contains three oxygen atoms per molecule, rather than the usual two. Most of the atmosphere’s ozone is formed by the interaction of oxygen and the sun’s rays near the top of the stratosphere in an area called the ozone layer. This is important to living organisms because Cabin Environmental Control Systems ozone filters out most of the sun’s harmful ultraviolet (UV) radiation. Ozone is also produced by electrical discharges, such as lightning strikes. It has a faint odor, Cabin Environmental Control Systems somewhat like that of weak chlorine, that may be detected after a thunderstorm aircraft cabin control systems.
Auroras and cosmic rays may also produce ozone. Ozone is Cabin Environmental Control Systems of great consequence to living creatures on earth and to the circulation of the upper atmosphere aircraft cabin control systems.

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Aircraft Ice and Rain Protection System
31 Dec

Aircraft Ice and Rain Protection

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Aircraft Ice and Rain Protection

Aircraft Ice and Rain Protection Overall rating: ★★★★☆ 4.4 based on 490 reviews.
5 1

Easa Part 66 Maintenance Practices (4664 Questions)

Sample            –  Maintenance Practices Exams ( 40 questions 30 min),
Category A   – Maintenance Practices Exams ( 72 questions 90 min),
Category B1 – Maintenance Practices Exams ( 80 questions 100 min),
Category B2 – Maintenance Practices Exams ( 60 questions 75 min),
Category B3 – Maintenance Practices Exams ( 75 questions 40 min),

easa_part_66_academy Ch15

 

Chapter 01: Aircraft Structures (70 pages),
Chapter 02: Aerodynamics, Aircraft Assembly, and Rigging (70 pages),
Chapter 03: Aircraft Fabric Covering ( 24 pages),
Chapter 04: Aircraft Metal Structural Repair ( 114pages),
Chapter 05: Aircraft Welding ( 38 pages),
Chapter 06: Aircraft Wood and Structural Repair ( 28 pages),
Chapter 07: Advanced Composite Material ( 58 pages),
Chapter 08: Aircraft Painting and Finishing ( 22 pages),
Chapter 09: Aircraft Electrical System ( 106 pages),
Chapter 10: Aircraft Instrument Systems (86pages),
Chapter 11: Communication and Navigation (78 pages),
Chapter 12: Hydraulic and Pneumatic Power Systems (54 pages),
Chapter 13: Aircraft Landing Gear Systems (96 pages),
Chapter 14: Aircraft Fuel System (62 pages),
Chapter 15: Ice and Rain Protection (32 pages),
Chapter 16: Cabin Environmental Control Systems (62 pages),
Chapter 17: Fire Protection Systems (22 pages),

 Aircraft Ice and Rain Protection

The two types of ice encountered during flight are clear and Ice and Rain Protection rime. Clear ice forms when the remaining liquid portion of the water drop flows out over the aircraft surface, gradually freezing as a smooth sheet of solid ice. Formation occurs Ice and Rain Protection when droplets are large, such as in rain or in cumuliform clouds. Clear ice is hard, heavy, and tenacious aircraft Ice and Rain Protection.

Its removal Ice and Rain Protection by deicing equipment is especially difficult.
Rime ice forms when water drops are small, such as those in stratified clouds or light drizzle. The liquid portion remaining after initial impact freezes rapidly before the drop has time to spread over the aircraft surface. The small frozen droplets
trap air giving the ice a white appearance. Rime ice is lighter in weight than clear ice and its weight is of little significance aircraft ice and rain protection.

 Aircraft Ice and Rain Protection

However, its irregular shape and rough surface decrease the effectiveness of the aerodynamic efficiency of airfoils, Ice and Rain Protection reducing lift and increasing drag. Rime ice is brittle and more easily removed than clear ice .
Mixed clear and rime icing can form rapidly when water drops vary in size or when liquid drops intermingle with snow or ice particles. Ice particles become imbedded in clear ice, building a very rough accumulation sometimes in Ice and Rain Protection a mushroom shape on leading edges. Ice may be expected to form whenever there is visible moisture in the air and temperature is near or below freezing aircraft ice and rain protection.

An exception is carburetor icing, which can occur during warm weather with Ice and Rain Protection no visible moisture present.

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aircraft fueling system
31 Dec

Aircraft Fuel System

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Aircraft Fuel System

Aircraft Fuel System Overall rating: ★★★★☆ 4.4 based on 490 reviews.
5 1

Easa Part 66 Maintenance Practices (4664 Questions)

Sample            –  Maintenance Practices Exams ( 40 questions 30 min),
Category A   – Maintenance Practices Exams ( 72 questions 90 min),
Category B1 – Maintenance Practices Exams ( 80 questions 100 min),
Category B2 – Maintenance Practices Exams ( 60 questions 75 min),
Category B3 – Maintenance Practices Exams ( 75 questions 40 min),

easa_part_66_academy ch14

 

Chapter 01: Aircraft Structures (70 pages),
Chapter 02: Aerodynamics, Aircraft Assembly, and Rigging (70 pages),
Chapter 03: Aircraft Fabric Covering ( 24 pages),
Chapter 04: Aircraft Metal Structural Repair ( 114pages),
Chapter 05: Aircraft Welding ( 38 pages),
Chapter 06: Aircraft Wood and Structural Repair ( 28 pages),
Chapter 07: Advanced Composite Material ( 58 pages),
Chapter 08: Aircraft Painting and Finishing ( 22 pages),
Chapter 09: Aircraft Electrical System ( 106 pages),
Chapter 10: Aircraft Instrument Systems (86pages),
Chapter 11: Communication and Navigation (78 pages),
Chapter 12: Hydraulic and Pneumatic Power Systems (54 pages),
Chapter 13: Aircraft Landing Gear Systems (96 pages),
Chapter 14: Aircraft Fuel System (62 pages),
Chapter 15: Ice and Rain Protection (32 pages),
Chapter 16: Cabin Environmental Control Systems (62 pages),
Chapter 17: Fire Protection Systems (22 pages),

Aircraft Fuel System

Fuel System Independence Aircraft Fuel System Each fuel system for a multiengine airplane must be arranged so that, in at least one system configuration, the failure of any one component (other than a fuel tank) does not result in the loss of power of more than one engine or require immediate action by the pilot to prevent the loss of power of more than  one engine.
If a single fuel tank (or series of fuel tanks interconnected to function as a single fuel tank) is used on a multiengine airplane, independent tank outlets for each engine, each
incorporating a shut-off valve at the tank, must be provided.
The shutoff valves may serve as firewall shutoff valves, which are also required. However, note that if the line between the valve and the engine compartment contains more than one quart of fuel (or any greater amount shown to be safe) Aircraft Fuel System that can escape into the engine compartment, an additional
firewall shutoff valve is needed. Lines and any components from each tank outlet to each engine must be completely independent of each other .
The fuel tank must have at least two vents arranged to Aircraft Fuel System
minimize the probability of both vents becoming obstructed simultaneously. The filler caps must be designed to minimize the probability of incorrect installation or in-flight loss.

Aircraft Fueling System

Fuel System Lightning Protection Aircraft Fuel System The fuel system must be designed and arranged to prevent the ignition of fuel vapor within the system by direct
lightning strikes or swept lightning strokes (where highly probable). Swept strokes occur when the lightning strike is deformed by interaction with aerodynamic forces and propagates in a unique manner due to the material and shape of the airframe surfaces. Corona and streamering Aircraft Fuel System must also be inhibited at fuel vent outlets since they may ignite the fuel-air mixture . A corona is a luminous discharge that occurs as a result of an electrical potential difference between the aircraft and the surrounding area. Streamering Aircraft Fuel System is a branch-like ionized path that occurs in the presence of a direct stroke or under conditions when lightning strokes are imminent.

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Aircraft Landing Gear System
31 Dec

Aircraft Landing Gear Systems

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 Aircraft Landing Gear Systems

Aircraft Landing Gear Systems Overall rating: ★★★★☆ 4.4 based on 490 reviews.
5 1

Materials and Hardware (4164 Questions)

Sample          –  Materials Exams ( 40 questions 30 min),
Category A   – Materials and Hardware Exams ( 52 questions 65 min),
Category B1 – Materials and Hardware Exams ( 72 questions 90 min),
Category B2 – Materials and Hardware Exams ( 60 questions 75 min),
Category B3 – Materials and Hardware Exams ( 60 questions 75 min),

easa_part_66_academy Ch13

 

Chapter 01: Aircraft Structures (70 pages),
Chapter 02: Aerodynamics, Aircraft Assembly, and Rigging (70 pages),
Chapter 03: Aircraft Fabric Covering ( 24 pages),
Chapter 04: Aircraft Metal Structural Repair ( 114pages),
Chapter 05: Aircraft Welding ( 38 pages),
Chapter 06: Aircraft Wood and Structural Repair ( 28 pages),
Chapter 07: Advanced Composite Material ( 58 pages),
Chapter 08: Aircraft Painting and Finishing ( 22 pages),
Chapter 09: Aircraft Electrical System ( 106 pages),
Chapter 10: Aircraft Instrument Systems (86pages),
Chapter 11: Communication and Navigation (78 pages),
Chapter 12: Hydraulic and Pneumatic Power Systems (54 pages),
Chapter 13: Aircraft Landing Gear Systems (96 pages),
Chapter 14: Aircraft Fuel System (62 pages),
Chapter 15: Ice and Rain Protection (32 pages),
Chapter 16: Cabin Environmental Control Systems (62 pages),
Chapter 17: Fire Protection Systems (22 pages),

Aircraft Landing Gear Systems

Numerous configurations of landing gear types can be aircraft Landing Gear Systems
found. Additionally, combinations of two types of gear are  common. Amphibious aircraft are designed with gear that allow landings to be made on water or dry land. The gear features pontoons for water landing with extendable wheels aircraft  for landings on hard surfaces. A similar system is used to  allow the use of skis and wheels on aircraft that operate on  both slippery, frozen surfaces and dry runways. Typically, the  skis are retractable to allow use of the wheels when needed.
Figure 13-2 illustrates this type of landing gear.
NOTE: References to auxiliary landing gear refer to the aircraft Landing Gear Systems nose gear, tail gear, or outrigger-type gear on any particular aircraft. Main landing gear are the two or more large gear aircraft Landing Gear Systems located close to the aircraft’s center of gravity.
Landing Gear Arrangement  Three basic arrangements of landing gear are used: tail wheeltype  landing gear (also known as conventional gear), tandem landing gear, and tricycle-type landing gear.

Tail Wheel-Type Landing Gear  Tail wheel-type landing gear is also known as conventional gear because many early aircraft use this type of arrangement.
The main gear are located forward of the center of gravity, causing the tail to require support from a third wheel aircraft Landing Gear Systems assembly. A few early aircraft designs use a skid rather than a tail wheel. This helps slow the aircraft upon landing  and provides directional stability. The resulting angle of  the aircraft fuselage, when fitted with conventional gear, allows the use of a long propeller that compensates for older, underpowered engine design. The increased clearance of the aircraft Landing Gear Systems forward fuselage offered by tail wheel-type landing gear is also advantageous when operating in and out of non-paved  runways. Today, aircraft are manufactured with conventional aircraft gear for this reason and for the weight savings accompanying the relatively light tail wheel assembly.

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Aircraft Aircraft Hydraulic Power Systems
31 Dec

Aircraft Hydraulic Power Systems and Pneumatic Power Systems

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Aircraft Hydraulic Power Systems

Aircraft Hydraulic Power Systems and Pneumatic Power Systems Overall rating: ★★★★☆ 4.4 based on 490 reviews.
5 1

Materials and Hardware (4164 Questions)

Sample          –  Materials Exams ( 40 questions 30 min),
Category A   – Materials and Hardware Exams ( 52 questions 65 min),
Category B1 – Materials and Hardware Exams ( 72 questions 90 min),
Category B2 – Materials and Hardware Exams ( 60 questions 75 min),
Category B3 – Materials and Hardware Exams ( 60 questions 75 min),

easa_part_66_academy Ch12

 

Chapter 01: Aircraft Structures (70 pages),
Chapter 02: Aerodynamics, Aircraft Assembly, and Rigging (70 pages),
Chapter 03: Aircraft Fabric Covering ( 24 pages),
Chapter 04: Aircraft Metal Structural Repair ( 114pages),
Chapter 05: Aircraft Welding ( 38 pages),
Chapter 06: Aircraft Wood and Structural Repair ( 28 pages),
Chapter 07: Advanced Composite Material ( 58 pages),
Chapter 08: Aircraft Painting and Finishing ( 22 pages),
Chapter 09: Aircraft Electrical System ( 106 pages),
Chapter 10: Aircraft Instrument Systems (86pages),
Chapter 11: Communication and Navigation (78 pages),
Chapter 12: Hydraulic and Pneumatic Power Systems (54 pages),
Chapter 13: Aircraft Landing Gear Systems (96 pages),
Chapter 14: Aircraft Fuel System (62 pages),
Chapter 15: Ice and Rain Protection (32 pages),
Chapter 16: Cabin Environmental Control Systems (62 pages),
Chapter 17: Fire Protection Systems (22 pages),

 

Aircraft Hydraulic Power Systems

Hydraulic systems have many advantages as power sources Hydraulic and Pneumatic
Power Systems for operating various aircraft units; they combine the advantages of light weight, ease of installation, simplification Hydraulic and Pneumatic
Power Systems of inspection, and minimum maintenance requirements.
Hydraulic operations are also almost 100 percent efficient, Hydraulic and Pneumatic
Power Systems with only negligible loss due to fluid friction.
Hydraulic Fluid Hydraulic and Pneumatic
Power Systems Hydraulic system liquids are used primarily to transmit and Hydraulic and Pneumatic Power Systems distribute forces to various units to be actuated.

Liquids Hydraulic and Pneumatic Power Systems  are able to do this because they are almost incompressible.
Pascal’s Law states that pressure applied to any part of a confined liquid is transmitted with undiminished intensity to every other part. Thus, if a number of passages exist in a system, pressure can be distributed through all of them by Hydraulic and Pneumatic
Power Systems means of the liquid.
Manufacturers of hydraulic devices usually specify the type Hydraulic and Pneumatic
Power Systems of liquid best suited for use with their equipment in view of the working conditions, the service required, temperatures expected inside and outside the systems, pressures the liquid must withstand, the possibilities of corrosion, and other conditions that must be considered. If incompressibility Hydraulic and Pneumatic Power Systems
and fluidity were the only qualities required, any liquid that is not too thick could be used in a hydraulic system.

But a satisfactory liquid for a particular installation must possess Hydraulic and Pneumatic Power Systems a number of other properties. Some of the properties and
characteristics that must be considered when selecting a Hydraulic and Pneumatic
Power Systems satisfactory liquid for a particular system are discussed in the following paragraphs.

Aircraft Pneumatics Power Systems

A liquid such as gasoline that has a low viscosity flows easily, while a liquid such as tar that has a high viscosity flows slowly.
Viscosity increases as temperature decreases. A satisfactory liquid for a given hydraulic system must have enough body Hydraulic and Pneumatic Power Systems to give a good seal at pumps, valves, and pistons, but it must not be so thick that it offers resistance to flow, leading to power loss and higher operating temperatures.

Hydraulic and Pneumatic Power Systems These factors add to the load and to excessive wear of parts. A fluid that is too thin also leads to rapid wear of moving parts or of parts that have heavy loads. The instruments used to measure the viscosity of a liquid are known as viscometers or Hydraulic and Pneumatic Power Systems viscometers. Several types of viscosimeters are in use today.
The Saybolt viscometer measures the time required, in seconds, for 60 milliliters of the tested fluid at 100 °F to pass through a standard orifice. The time measured is used to Hydraulic and Pneumatic Power Systems express the fluid’s viscosity, in Saybolt  niversal seconds or Saybolt furol seconds.

 

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EASA PART 66 ACADEMY is a huge exam database containing more than 70.000 questions continuously updated The majority of questions are collected from certified Instructors. Our platform is used by a very large number of candidates around the word seeking to easily pass their EASA Part 66 Exam. Our platform is used by a very large amount of candidates around the word seeking to easely passed EASA Part 66 Exam.

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