EASA Part-66 Exam Preparation Online

Thanks for flagging this - you are right. Fibre optic cable on Airbus aircraft has a purple (violet) outer jacket. The Airbus-qualified fibre cable (ABS0963 / EN 4641-100) is purple, which matches what you saw on the A320neo. This question was originally keyed purple. Earlier this year it was changed to orange during a review, on the basis that orange is the standard fibre colour. That is true for ground telecom cabling (TIA-598 uses orange for multimode and yellow for single-mode fibre), but it is not how fibre is identified in Airbus aircraft wiring, so that change was a mistake. I have moved the correct answer back to purple and rewritten the explanation. The question now also says which aircraft it means, so it no longer implies one colour for every manufacturer: "On Airbus aircraft, fibre optic cable can be identified by its jacket colour, which is" Hands-on checks like yours are the best way we have of catching this kind of thing, so please keep reporting anything …

PART66Online replied to Rhysfaulkner96's question ·14h ago

they are purple ??? was literally looking at fibre optic cables on a A320 neo.

Rhysfaulkner96 asked a question ·21h ago

Good question, and you're right. A high body temperature, from a fever or from working in heat, also slows you down and makes mistakes more likely, so as this question was worded both "high" and "low" body temperature were true. What the question is really after is the circadian rhythm, the body's daily clock. Over a normal day your core temperature rises and falls, and it is at its lowest around 4 to 6 in the morning. That low point is when alertness and performance are at their worst, which is why errors go up on night shifts. That is the effect the marked answer (low body temperature) is pointing at. The question should have said so, and I've now reworded it so it is clearly asking about the normal daily cycle. Thanks for pointing it out, and keep the reports coming.

PART66Online replied to filipninkovic2007's question ·6d ago

what about high temepture does this affect to

filipninkovic2007 asked a question ·7d ago

Thanks for raising this, you were right. The main job of the abradable lining is to let the blade tips run with minimum clearance and cut their own track without damage; the acoustic role is secondary. We have reworded the question and moved the correct answer to match.

PART66Online replied to alectaylorob's question ·10d ago

Per the EASA syllabus, the correct option is A, although the wording is loose. The study notes on this site describe the fan track liner as a sacrificial layer that the blade tips are designed to cut, so the tip is protected and the running clearance stays as small as the installation allows; they add that on many engines the same panel is perforated and honeycomb-backed, so it is also part of the sound-absorbing medium. Per Module 15.19 powerplant installation, the acoustic role is therefore secondary and the question should ask for the primary purpose; the full explanation is in the section The Abradable Lining in the Fan Case at part66online.com/study-notes/module/1...

Devraj_S replied to alectaylorob's question ·10d ago

Thanks for raising this, you were right that the wording was unclear. The question has now been reworded to: To inhibit the fuel system of an installed engine for storage, with inhibiting oil supplied to the fuel inlet, you should... The correct answer is unchanged (dry motor the engine), but the stem now makes it clear that this is about preserving the fuel system for storage, not priming it or clearing a wet start. Thanks again for reporting it.

PART66Online replied to alectaylorob's question ·11d ago

This answer isnt wrong but isnt its main purpose to provide tip clearance? I feel aiding in acoustics is no where as important?

alectaylorob asked a question ·11d ago

Ahhh of course legend thanks for clearing that up! yeah definitely could be reworded slightly. Appreciate you getting back to me mate!

alectaylorob replied to alectaylorob's question ·11d ago

Actually, it is neither priming nor clearing a wet start, it is storage preservation: inhibiting oil is connected to the fuel inlet and the engine is dry motored on the starter with ignition off, so the engine-driven pump circulates the oil through the fuel control unit, lines and nozzles. Pumping oil in with the engine stationary is incorrect, because the engine-driven pump must turn to carry the oil through the whole system. The question stem is worth rewording slightly, to state that the inhibiting oil is supplied during motoring.

svenj88 replied to alectaylorob's question ·11d ago