ATPL ATPL TECHNICAL TECHN ICAL 1
The maxi The maximu mum m alti altitu tude de whi which ch a pil pilot ot can can fly fly wit witho hout ut supp supple leme ment ntar aryy oxy oxygen gen is 1!!! ft"
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$li $light ght dec dec%s %s are are des desig igne nedd to to mai maint ntai ainn a ca& ca&iin alt altit itud udee of of '!!! to (!!! ft"
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At what what heigh heightt doe doess the the temp tempera eratu ture re start startss rem remai aini ning ng const constant ant and and sta state te that that temperature )'!*! ft + ,'"! C
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The two The two outw outwar ardd pre press ssur uree rel relief .al .al.es .es are are cal called led /afety .al.es
The two The two inwar nwardd Pres Pressu sure re rel relief .al .al.es .es are are term ermed Inward relief .al.es
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These .al.es are pro.ided to Protect the a0c from damage caused &y excessi.e P due to failure of normal pressure control system
2
The ca&in is pressuri3ed &y The .entilating air from the air conditioning system
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4uring a clim& in in a pressuri3ed system The outflow must &e greater than the inflow and the outflow .al.e5 which has to &e sufficiently open to allow the total inflow of air to exhaust to pre.ent any increase in ca&in pressure5
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6hen 6hen a pred predet eter ermi mine nedd ca& ca&in in alt altitud itudee is is mai maint ntai aine nedd The out flow is e7ual to the in flow
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4uring a descent The inflow must &e greater than the out flow
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The ma8o The ma8orr par partt of the the pres pressu suri ri3a 3ati tion on syst system em is 9ut flow or discharge :al.e al.e
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$or a pre pressu ssuri ri3e 3edd a0c a0c the the maxi maximu mum m rate rate of clim clim&& and and desce descend nd are are resp respec ecti ti.e .ely ly !! ft0sec and )!! ft0sec
1)
The mini The minim mum tim timee for for the the ;axi ;aximu mum m ca&i ca&inn alti altitu tude de to to reac reachh is 1' minutes
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The ca&i The ca&inn pres pressu sure re cont contro roll syst system em cons consis ists ts of
1
Thee ca& Th ca&iin al altit titude ude sel select ector cons consiists sts of 1
=arometric capsule connected to a com&ined rate of change and altitude needle .al.e at one end and a threaded selector %no& at the other" 1'
4ischarge .al.e Is pneumatically lin%ed to the ca&in pressure controller"
12
The dischar harge .al.e is locate ated 6ithin the pressure hull and is su&8ected to ca&in pressure5 which acts under the flexi&le diaphragm that is connected to the outflow .al.e"
1(
The con The conttrol rol cha cham m&er &er of of the the disc discha harg rgee .al .al.e .e Is pneumatically lin%ed to the ca&in pressure controller
1*
The outf utflow .al.e will ope open when hen The pressure differential across the diaphragm reaches !"# Psi
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9n star startt up5 up5 with with the the ca&i ca&inn doors doors clos closed ed and and air air condi conditio tionin ningg select selected ed on5 on5 the the ca&i ca&inn pressur pressuree 6ill rise more 7uic%ly than the pressure in the control cham&er due to the restrictor
#1
The crew The crew sel selec ects ts the the ca& ca&in in alt altit itud udee and and rate rate of of clim clim&& for for the the flig flight ht pla plann Prior to the ta%e off run
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The ope The openi ning ng of the the out out flow flow .al. .al.ee is is ach achie ie.e .edd &y &y The control cham&er pressure acting on the &arometric altitude capsule and the <9C capsule"
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4uri uring crui ruise5 se5 fo for a pres ressuri suri33ed a0 a0c The &arometric pressure of 1!1)"# is set on the controller to ensure that it operates from ;/L"
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Any Any inc incre reas asee in in ca& ca&iin pre press ssur uree wi will res resul ultt in in The outflow .al.e mo.ing further towards open
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Any Any redu reduct ctio ionn in in ca&i ca&inn pre press ssur uree will will resu result lt in The outflow .al.e mo.ing further towards closed"
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To pre.e pre.ent nt from from occ occurr urrin ingg Press Pressure ure &um &umpi ping ng the the aircr aircraft aft shou should ld &e &e flown flown at at a le.e le.ell Lower than the max diff altitude &y some '!! to 1!!! feet"
#2
6hen 6hen the the air aircr craft aft passe passess thro through ugh the the 2!! 2!! feet feet mar mar%% on its its fin final al app approa roach ch the the Ca&in pressure and the am&ient pressure are e7ual5 so the outflow .al.e is dri.en open"
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In the the e.en e.entt of an a&ort a&orted ed landi landing5 ng5 termed termed a >go >go around around?? or >lan >landin dingg clim& clim&?5 ?5 the the crew crew must must
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>Inching? in a pressuri3ed a0c means In the e.ent of the pneumatic controller or discharge .al.e failing5 &y dri.ing the discharge .al.e shut @termed >an off schedule descent? the ca&in pressure can &e controlled manually #
&y ad8usting the position of the dump .al.e" )!
To cle clear ar smo smo%e %e or fum fumes fro from m the the airc aircra raft ft the the cre crew w can can Inch the dump .al.e open to increase the through flow5 whilst maintaining ca&in pressure within limits"
)1
How is it ensur ensured ed that that the the air aircra craft ft is depr depress essur uri3 i3ed ed on touc touchdo hdown wnBB 9n landing the air 0 ground logic @s7uat switch5 weight on wheels + weight on ground switch will signal the dump .al.e to dri.e fully open5 ensures that the aircraft is depressuri3ed on touchdown"
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To assi assist st in in %eepi %eeping ng a ditc ditche hedd airc aircraf raftt aflo afloat at for for as as long long as as possi possi&l &lee All .al.es that would &e &elow the aircraft?s water line must &e a&le to &e physically closed and held closed against the water pressure"
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An expl explos osi. i.ee deco decomp mpre ress ssio ionn ta%e ta%ess plac placee with within in !,- seconds
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A rapi rapidd dec decom ompr pres essi sion on ta%es a%es plac placee wi withi thin ,2 seconds
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In the the e.e e.ent nt of ca&i ca&inn pre press ssur uree fai failu lure re at 1)!! 1)!!!! ft ft The out flow .al.es are cut,off automatically
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In the the e.e e.ent nt of ca&i ca&inn pre press ssur uree fai failu lure re at 1-!! 1-!!!! ft ft 1-5!!! ft passenger oxygen mas%s are deployed automatically to the >half hung? position
)2
If &ot &othh infl inflows ows are lost lost or or the the outf outflo low w is grea greate terr than than the the max maxim imum um infl inflow ow The crew can open the emergency ram air .al.e this will allow ram am&ient air into ca&in .ia the ca&in air conditioning distri&ution ducts"
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The oxy The oxygen gen mas mas%s %s are are dep deplo loyyed to to the the half half hung hung posi positi tion on &y &y A &aro,static controller
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That operat operates es a&o.e a&o.e #5!!! #5!!! ftft or or those those that that opera operate te at or &elo &elow w #5!! #5!!!! ft5 ft5 &ut &ut canno cannott desce descend nd safely within - minutes to 1)5!!! ft" ;ust &e fitted with automatically deploya&le oxygen e7uipment immediately a.aila&le to each occupant5 where.er seated
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The airc The aircraf raftt toil toilet et whe whenn oxyg oxygen en is is re7ui re7uired red eac eachh airc aircraf raftt toil toilet et must must ha.e ha.e Two Two facemas%s face mas%s
-1
$or airc aircraf raftt to to fly fly a&o.e a&o.e )!5!! )!5!!!! ft ft the these se mas% mas%ss must must &e a&le a&le to &e Automatically deployed &efore the ca&in altitude exceeds 15!!! ft and the crew must &e pro.ided with a manual means to release the mas%s in the e.ent e. ent of failure of the automatic system"
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Li7uid oxygen is Not used in the ci.il a.iation industry as it is .ery expensi.e and poses pos es handling5 storage and safety pro&lems" )
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Crew ar are al always su supplied wi with Daseous oxygen
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Passenger ox oxygen is is Produced &y chemical oxygen generators
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The pres The pressu sure re in the oxy oxygen gen cy cylinde inderr is is 1(!! Psi
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The con The conti tinu nuou ouss oxy oxyge genn flow flow syst system em is norm normal ally ly used used in Light un,pressuri3ed aircraft intending to fly a&o.e 1!5!!! feet or as the passenger supplementary oxygen system for some pressuri3ed aircraft"
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An outw outwar ardd rel relie ieff .al .al.e .e fitt fitted ed in the the mas% as% Allows the pilot to &reathe out
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The pre The press ssur uree dro dropp in in the the oxy oxygen gen for for pil pilot is 1! Psi
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The press The pressure ure drop drop in the the oxy oxygen gen for for pas passe senge ngers rs if if a gas gas oxygen oxygen supp supply ly is is emplo employe yedd (! to 1!! Psi and then from (,to 1! Psi for indi.idual use
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9xygen 9xygen is is pre.e pre.ent nted ed from from flow flowin ingg to the the passe passeng nger er mas% mas%ss durin duringg norma normall opera operati tion onss &y a &arometric .al.e"
1
the &a &arometric .a .al.e op opens 6hen the ca&in altitude exceeds 1-5!!! ft
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The ma manifold old is is %ept ept pressu essuri ri33ed To ensure that passengers at the far end of the manifold recei.e oxygen at the same instant as the passengers closest to the supply and to pre.ent the ingress of moisture"
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$or aircraf aircraftt that that opera operate te from from airpor airports ts where where the landin landingg field field altitu altitude de is is less less than than #!!! feet =elow the normal preset automatic passenger mas% presentation altitude5 the automatic presentation altitude may &e reset to landing field altitude plus #!!! feet"
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In a dil dilut uter er dem deman andd syst system em55 the the oxygen oxygen cyli cylind nder er is is mai maint ntai aine nedd at -!! Psi
The inha The inhala lati tion on pre press ssur uree in in the the a&o. a&o.ee syst system em for for the the pil pilot ot is is ( Psi
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The 9xy The 9xyge genn gen gener erat ator orss wor wor%% on on the the prin princi cipl plee tha thatt /ome mono fuels5 when ignited5 produce more oxygen than the com&ustion process re7uires and that this oxygen can &e utili3ed"
2
The che The chem mical ical used used in oxy oxyge genn gen gener erat ator or are are /odium chlorate and Iron powder -
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$or chemical oxygen generators the door latches of the P/s are released &y A #( .olt 4C electrical signal from a &arostatic unit
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$or generators that supply more than one mas% acti.ation is initiated &y The first passenger to pull a mas% from the half hung position down to his face
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Ca&in crew positions are pro.ided with the same supplementary oxygen system as the Passengers
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P=E stands for Protecti.e &reathing e7uipment
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P/ stands for Passengers? o.erhead ser.ice unit
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$or pressuri3ed aircraft that are certified to operate a&o.e #5!!! feet the flight crew oxygen mas%s must &e of the >7uic% donning type?"
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In the e.ent of ca&in pressure failure at 1!!!! ft and a&o.e An audi&le and red .isual flight dec% warning is gi.en
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>Fuic% donning type? means That they must &e a&le to &e fitted one handed and fully functional within seconds then lea.e &oth hands free"
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6hen un,pressurised aircraft are operated a&o.e 1!5!!! feet &ut &elow 1)5!!! feet for more Than )! minutes5 or whene.er the aircraft exceeds 1)5!!! feet5 all flight crew on duty must use supplemental oxygen continuously the responsi&ility of ensuring this is the commander?s"
'2
$irst aid oxygen is re7uired to &e carried on pressurised aircraft that operate A&o.e #5!!! ft5 and ha.e ca&in crew"
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$irst aid oxygen is An undiluted supply for passengers who5 for physiological reasons5 might re7uire oxygen following a ca&in depressuri3ation
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Di.e the specification of the $irst aid oxygen %it The minimum num&er of outlets is two and each outlet should ha.e a normal minimum mass flow rate of - liters of oxygen per minute" Howe.er5 there may &e a means to decrease this flow to not less than # liters per minute at any ca&in altitude"
2!
The .olume of oxygen to &e carried for first aid purposes is &ased on a decompression happening at the mid point of the flight" The time that remains from this point until the aircraft touches down @in minutes multiplied &y ) litres per minute"
21
$or a three hour flight carrying )!! passengers5 the first aid oxygen re7uired to &e carried is 1'#! liters @G x ) hr x '! minutes x ) litters x ' # of )!!J K *! x ) x ' K1'#!
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The / and color coding for oxygen cylinders are respecti.ely
Dreen and =lac% with white nec% and shoulder 2)
To a.oid the ris% of cylinders could explode if they were su&8ected to excessi.e temperature Each cylinder is connected to an external .ent .ia a >&ursting disc?"
2-
If the oxygen pressure due to thermal heating exceeds the &ursting disc?s design maximum pressure The >&ursting disc? ruptures and allows the entire contents of the cylinder to .ent to atmosphere"
2
The mediums that can &e used to lu&ricate oxygen system components and threads are graphite5 car&on or Teflon &ased materials"
2'
the pressuri3ed ca&in pressure and temperature would &e around 1!"*# Psi and 1(,#- degree centigrade
22
The trailing edge flaps are Plain flaps5 /plit flaps5 slotted flaps5 =lown flaps5 fowler flaps5 and slotted fowler flaps
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The leading edge flaps are ruger flaps only
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$laps Alter the cam&er and or increase the wing area
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Plain flaps are generally mounted in The in&oard of the aileron and has the same area as That of the wing to which they are attached"
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In plane flaps5 when selected up5 the tailing edge of the flap is Aligned with the trailing edge of the wing
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6hen the plain flaps are lowered5 the position of C"P" ;o.es rearward causing a pitch down and increased lift and drag
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6hen the plain flaps are lowered5 the effecti.e chord is /lightly less than the chord that in the up position
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6hen a split flap is lowered5 the chord Is not altered &ut increases the effecti.e wing area"
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In slotted flaps High energy airflow from the &ottom of the wing pass through he slot and ma%e the airflow laminar
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The ad.antage of using slotted flaps are Increased lift and delay in onset wing stall
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The ad.antages of dou&le slotted flap are that It increases the lift up to 2! and delay the stalling angle to 1( degrees '
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Map flaps Increase the wing area and cam&er and thus increase the lift &y *! and reduce the stall angle from 1 to 1) degree
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An extension of the Map flap is $owler flap
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The fowler flaps Increase the cam&er and wing area and thus increase the lift &y *! without altering the stall angle
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$owler flaps are engaged with the help of
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In dou&le slotted fowler flaps5 The initial deployment increases the wing area and further deployments increases the wing cam&er The fowler flaps Produce 1!! extra lift and increase the stall angle &y #!
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In &lown flap A strong 8et of air ta%en from the compressor &leed or from a dedicated &lower is passed o.er the flaps
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In 8et flaps The mechanically operated &lown flaps are completely replaced &y a linear .ent that can &e rotated through which high .elocity air is &lown"
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/lots are fitted to The leading edge of the wings which will ensure that laminar air is flown o.er the aileron and thus maintain the effecti.eness of the aileron"
*2
/lots ;a%e re,energi3e the air &y ducting a high energy stream of air from the &ottom of the wings and passing it o.er the top surface
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A simple slot 4oes not alter the pitching moment of the wing yet increase the lift &y -! and increase the stall angle to #! degrees
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$or high speed flight5 slots can increase the 4rag
1!!
A slat is employed to Achie.e the effecti.eness of a slot
1!1
A slat is An aerodynamically shaped strip of metal fixed on &rac%ets along the leading edge of the 2
wing span to re energi3e the air flowing o.er the wing 1! #
The use of slat Creates a slot in the leading edge and increase the cam&er of the wing and mo.es the lift forward causing a nose up pitching moment"
1!)
$ix $ixed sl slats are are common in in Crop sprayers where high lift is re7uired
1!-
$ixed $ixed slat slatss are are gener generall allyy not not empl employe oyedd in transpo transport rt aircra aircraft ft &eca &ecause use They create high drag at high speeds"
1! 1!
se se of of sl slats ats al alone one wou woulld cre creat atee 4esign pro&lems for the undercarriage due to the nose up tendency
1!'
Norma Normall llyy5 slot slotss and and slat slatss are are used used in in con8 con8un unct ctio ionn with with The trailing edge flaps
1!( 1!(
In crui cruise se55 the the mo.a& o.a&lle sl slats ats are are Held close and forms the leading edge
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In aut autom omati aticc slat slats5 s5 the the slat slatss are are mo.e mo.edd forw forwar ardd &y /pring force
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A .ent .ent on the the top top surf surfac acee of of the the slat slat 4elays the opening of the slat &y creating a decreased pressure o.er the surface
111
A .ent on the lower surface of the slat Hastens opening of the slat &y creating an increased pressure under the surface
11#
>4roop snout? is a Leading edge flap
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In droop sn snout design The forward section of the wing along its length is pi.oted"
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The droo The droopp snou snoutt des desig ignn has has the the ad. ad.an anta tage ge of of Increasing the wings cam&er without unduly shortening the chord
11
ruger fl flaps ar are Leading edge flaps and were designed for tur&ine powered a0c as they ha.e thin wing sections
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ruger flflaps ru run fr from 6ing root to almost wing tip
11( 11(
If ru ruge gerr flap flapss are are used used55 the theyy are are loc locat ated ed In&oard the inner engines @wing root and the engines (
11*
rug ruger er flap flapss are are surp surpas asse sedd &y ;o.a&le slats in modern transport a0c
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rug ruger flap is forme rmed &y A hinging panel at the &ottom section of the leading edge which are mo.ed &y a complex le.er mechanism
1#1 1#1
A rug ruger er flap flap when when full fullyy depl deploy oyed ed Increases the lift &y ! and cause pitch up moments
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If the the ru ruger ger flap flapss are are set set at the the inte interm rmedi ediat atee stage stagess It reduces the lift produced &y the wing
1# )
/lats wor% &y
1#1#-
The met The metho hods ds for for &ou &ound ndar aryy lay layer er con contr trol ol are are /uction and &lowing
1#
/uction
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=lowing is achi chie.ed &y A high speed 8et of air 8ust &ehind the leading edge
1#2
The use of slat slatss and and flaps flaps along along with with traili trailing ng edge edge flap flapss result result in No effecti.e pitch
1#(
The com& The com&in ined ed use use of of slot slotte tedd flaps flaps and slat slatss resul resultt in in 2 increase in lift and increase in stall angle to # degrees
1#*
The com&i The com&ine nedd use of of dou&l dou&lee slot slotte tedd flap flapss and slat slatss resul resultt in 1#! increase in lift and increase in stall angle to #( degrees Transport a0cJ
1) !
The fl flaps ar are mo.ed &y &y
1)1
In the e.en e.entt the limi limitt switch switch for for the flap flap fails fails to stop stop at the the actua actuator tor at the the select selected ed posit position ion55 the pilot must Pull the circuit &rea%er out to isolate the motor"
1)#
In the the e.ent e.ent the the moto motorr fails fails whil whilee operat operating ing55 the disagre disagreeme ement nt ligh lights ts will will
1))
To pre.e pre.ent nt flu flutt tter erin ingg of flap flaps5 s5 the the flaps flaps are are fitt fitted ed with with $ixed ta&s which acts to hold the trailing edge up
1)-
In tra transp nsport ort aircr aircraft aft55 the the flap flapss and and slat slatss are opera operate tedd &y Linear hydraulic actuators or hydraulic motors with dri.e shafts .ia a gear &ox *
1) 1)
6ing flap flapss are are fitt fitted ed with with /eparate dri.e source
1)'
If mech mechani anical cal int interc ercon onnec necti tion on of the the surf surfac aces es are are empl employ oyed ed The system will &e considered as a single surface
1)2
If the flap flapss are operat operated ed &y indepe independe ndent nt hydrau hydraulic lic actu actuato ators5 rs5 the the e7ual e7ual speed speed of operat operation ion is is ensured &y Two 4ou&le acting &alanced Actuators5 one attached to each flaps
1)( 1)(
=l =lown own &ac &ac%O %O syst system em is use usedd in in $lap operation to pre.ent flap damage
1) *
=low &a &ac% .a .al.e is is A pressure relief .al.e used in hydraulic actuators to operate flaps safely
1-!
The dou& The dou&le le slot slotte tedd fowl fowler er fla flaps ps are are oper operat ated ed &y /crew 8ac% .ia gear&ox and shaft system
1-1
If one one mot motor or or or hydra hydraul ulic ic sys syste tem m fail fails5 s5 the the fla flaps ps wil willl /till operate till the full deployment position
1-#
In fly fly &y &y wire wire fla flapp syste system5 m5 the the fla flapp sens sensors ors are moun mounte tedd on $lap 4ri.e /hafts
1-)
stands for Ta%e Ta%e 9ff Configuration 6arning /ystem
TOCWS
1--
In T9C6 T9C6/5 /5 if the the aircra aircraft ft is is not corre correctl ctlyy set up up for ta%e ta%e off off and and the rele release ase of of &rea%s &rea%s will will result in Pre.ention of ta%e off power &eing applied to the engines
1- 1-
Prim Primar aryy con contr trol ol stop stopss are are loca locate tedd at at The control surface ends of the control run and can &e ad8usted to gi.e full range mo.ement and can &e loc%ed at a particular position
1-' 1-'
/eco /econd ndar aryy con contr trol ol sto stops ps are are loca locate tedd at The input end of the control system and can &e ad8usted such that there is a small clearance &etween the control system when the control surface is fully deflected and then loc%ed
1-2 1-2
The hydr The hydrau auli licc cont contro roll syst system em con consi sist stss of Power assisted or =oost system and Power control unit
1-(
In =oost ost control rol syst systeem The pilot is directly lin%ed to the control surface &ut a parallel hydraulically ser.o unit assist the mo.ement 1!
1-* 1-*
The ram The ram of the the ser ser.o .o unit unit is atta attach ched ed to The &ody of the a0c
1!
The &ody of the the cont control rol unit unit is is attac attached hed to to the the contr control ol surfa surface ce throu through gh Control le.er
1 1
>Air lo loads? means Airspeed x control deflection
1# 1#
Powe Powerr con contr trol ol unit unitss are are oper operat ated ed &y The hydraulic pressure
1)
In powe ower cont ontrol rol units There is no direct lin% &etween the pilot and the control surface
1 -
PC stands for Power Control nit
1 1
Each Each cont contro roll surf surfac acee is oper operat ated ed &y Two Two independent PC such that in the e.ent of failure of one PC will not affect the operation
1'
6hen 6hen the the pilot pilotss contro controll is is in neutra neutrall posit position ion55 the the spool spool .al.e .al.e in in PC will will &e in Neutral position
12 12
PC PC are are phy physica sicall llyy att attac ache hedd to to the the The aircraft structure and the control surface input lin%age"
1(
In PC5 PC5 whe whenn the pil pilot ot mo. mo.es es a cont control rol surf surfac ace5 e5 he5 he5 in prac practi tice ce 9perates a ser.o .al.e within the PC and the PC mo.es proportionately to the ser.o .al.e
1*
In PC5 PC5 the the pil pilot ot?s ?s lin%a lin%age ge is atta attach ched ed to A ser.o or spool .al.e
1'! 1'!
PC PC foll follow ow up acti action onOO res resul ults ts in Trapping the hydraulic fluid in each side of the piston5 creating a hydraulic loc%
1'1
In the the e.ent e.ent of the the failu failure re of one one PC PC or hydrau hydraulic lic syste system5 m5 the the contro controll is made made possi possi&le &le &y a
1'#
In the the cas casee of lig light ht a0c a0c wit withh one one PC PC for for each each con contr trol ol surf surface ace55 The operation of the interconnecting .al.e allows the pilot to gain manual re.ersion"
1') 1')
Cont Contro roll sur surfa face cess ha. ha.ee the their ir own own C"D and C"P
1'-
Contr Control ol surfac surfacee flu flutt tter er is is the the condi conditi tion on where where 11
The trailing edge of the control surface oscillate a&out the neutral position 1'
If the C"D of the control surface5 the trailing edge will 4eflect without any input from the pilot
1''
;ass &alance is done to A.oid flutter &y changing the C"D of the control surface &y the extra mass
1'2
Horn mass =alancing is done &y Attaching the mass to an external arm
1'(
In internal mass &alancing An extra weight is added to the leading edge of the control surface
1'*
Horn mass &alance is preferred to mass &alancing &ecause It can reduce the o.er all mass of the a0c
12!
External mass &alancing is done on
121
6hile mass &alancing the ailerons5 the mass &alancing is done 9n the lower surface so as not to distur& the airflow o.er the surface
12#
6hile mass &alancing the rudder5 Two small masses are attach to the two sides of the rudder"
12)
Aerodynamic &alancing is done &y Hinge =alance or Horn =alance
12-
In hinge &alance5 the hinge line is located Aft of the leading edge of the control surface
12
In aerodynamic horn &alancing5 the mass is located at the Tip of the surface and the horn acts as an external mass &alance and at the same time pro.iding the aerodynamic &alance
12'
The hinge moment increase 6ith increase in air speed and control surface deflection
122
The hinge moment wrt to C"P is It increases as the C"P mo.es aft of the hinge"
12(
/tic% gearing refers to The ratio of stic% mo.ement in inches to the control surface mo.ement in inches
12*
The secondary effect of roll is Ad.erse yaw 1#
1(!
Ad.erse yaw is caused &y the ne7ual induced drag on the up going reducedJ and down going increaseJ ailerons
1(1
To counteract the effect of ad.erse yaw Apply rudder in the opposite direction of the intended yaw
1(#
The ad.erse yaw is induced &y The roll
1()
Ad.erse yaw is greatest at $ull aileron deflection and low airspeeds
1(-
The methods used to o.ercome the effect of ad.erse yaw are 4ifferential aileron5 $rise aileron5 and rudder aileron interlin%
1(
In differential aileron system5 The up going aileron mo.es more than the down going aileron
1('
4ifferential aileron is done &y Dearing the mo.ement of ailerons differentially
1(2
In $rise Ailerons The leading edge of the up going aileron protrudes &elow the trailing edge of the wing and creates more drag to compensate for the excess drag produced &y the down going aileron
1((
$ixed ta&s are used for Counteracting the one wing low flight condition without any effort from the pilot
1(*
$ixed ta&s are fitted to The ailerons and can &e ad8usted on ground &y 7ualified engineers only
1*!
The angle at which the ta&s are to &e set is determined After the flight tests
1*1
=alance ta&s are fitted to The primary controls to impro.e their handling
1*#
=alance ta&s are hinged to the Trailing edge of the primary control surface
1*)
6hen the &alance ta&s are deflected5 the control surface trailing edge is deflected in the 9pposite direction
1*-
The &alancing ta&s are connected to the wing structure &y An ad8usta&le rod
1*
Trim ta&s Can &e ad8usted &y the pilot in flight and comes under the category of secondary control surface 1)
1*'
Trim ta&s wor% on the principle that 6hen the ta&s are mo.ed in one direction5 the primary control surface mo.e in the opposite direction
1*2
Trim ta&s are operated &y /crew 8ac% and ca&les connected to the trim control
1*(
Trim ta&s help the pilot to fly Hands off through speed range and different C"D condition
1**
Trim ta&s are normally fitted to
#!!
The ele.ator control ta& wheel is ;ounted in the .ertical plane
#!1
The rudder trim control wheel is mounted 9n the hori3ontal plane
#!#
$or small a0c5 Trim indication is gi.en &y A line or index mar%er on the on the control wheel is aligned with the index mar%er on the console
#!)
$or larger aircraft5 trim indication is gi.en &y A scale and pointer
#!-
6hen a Trim ta& is fitted to the primary controls5 it must &e =alanced to pre.ent it from fluttering or its control run designed to &e irre.ersi&le
#!
The trim ta& flutter can cause The primary control surface to flutter
#!'
Trim functions for the controls operated &y PC are normally done through Electric trim motors
#!2
PC operated a0c can?t &e directly Trimmed and fly hands off &ecause 6hen the pilot relie.es the control pressure5 the control surfaces are hydraulically loc%ed
#!(
$or light aircraft5 the electric trim motor is pro.ided for Ele.ator or rudder
#!*
$or transport a0c with autopilot system Each control surface has separate electrical system
#1!
$or a large a0c5 the ele.ator and trimma&le tail range for ta%e of is indicated &y A green arc on the scale and pointer system
#11
In ser.o ta&s5 the control surface mo.e In the opposite direction that of the trim ta& mo.ement 1-
#1#
6hen an a0c with ser.o ta&s are par%ed5 the control surfaces will Appear to hang down
#1)
6hen the a0c is stationary5 the mo.ement of the ser.o ta& will
#1-
$or a ser.o ta& fitted a0c control surface5 during ta%e off run 6ill slac% until sufficient air flow is passing o.er them
#1
A0c fitted with ser.o ta&s are su&8ect to Low speed handling pro&lem
#1'
/pring ser.o ta&s are used to 9.ercome the low speed handling pro&lems
#12
In a spring ta&5 the ta& ta%es the charge when Air loads are greater than the spring force
#1(
In spring ta&s The forces of the spring loc%s the control surface to the input horn
#1*
Anti &alance ta& is used in /ta&ilators
##!
/ta&ilator surfaces ha.e ;ore authority o.er the ele.ators
##1
Anti &alance ta&s are fitted to control surfaces that re7uires Increased stic% force
###
Anti, &alance Trim ta& Com&ines the &oth functions,trimming and anti &alancing
##)
The <9; of anti &alancing ta& is set &y The length of the connecting rod
##-
In anti &alance trim ta&5 &y ad8usting the trim5 the pilot 4isplaces the anti &alance ta&
##
A /la& is An all flying tail plane
##'
/la&s are used on a0c 6ith Powered $lying Controls
##2
Trim in the sla& system Is incorporated within the control run 1
##(
Ele.ons are used in 4elta wing a0c and they com&ine the functions of ailerons and ele.ators,found in Cnocord
##*
Longitudinal dihedral refers to The tail plane?s leading edge is mounted ) degrees &elow the hori3ontal
#)!
In cruise5 the load on the tail plane with longitudinal dihedral is Mero
#)1
If the a0c is correctly trimmed for economy flight The nose will &e slightly pitched up and the tail load will &e 3ero
#)#
Trimma&le tail planes are operated &y An actuator which is an electric screw 8ac%
#))
The actuator to the trimma&le tail plane can &e controlled =oth manually and automatically
#)-
The trimma&le tail plane is manually set &y the pilot according to The position of the C"D and the trailing edge flap setting
#)
The automatic action of the tail plane trim actuator 4oes not alter the pilot?s control column position
#)'
6hen the tail trim actuator is automatically operated5 it will Alter the leading edge?s AoA and at the same time reduce the ele.ator deflection
#)2
The automatic action of the tail plane trim actuator ta%es place when The air loads acting on the ele.ator reach a pre,set .alue
#)(
Trimming tail plane is also %nown as :aria&le incident tail plane
#)*
In high speed5 high altitude flight5 the ele.ator
#-!
At low air speeds5 the tail plane Loc%s and the ele.ator deflects
#-1
Transport aircraft generally ha.e high /tatic sta&ility
#-#
The down spring attached to the control run and a0c structure is A safety de.ice to ma%e sure that the a0c will always ha.e a nose down tendency
#-)
6hen par%ed5 an aircraft fitted with down spring5 the ele.ators will &e in the $ully down position
#--
The force from the spring Is independent of the airs peed and stic% position 1'
#-
The &o& weight attached to the control run of the ele.ator Has the same effect of the down spring
#-'
=o& weight is added to Impro.e the maneu.ering stic% force
#-2
F,feel is pro.ided on a0c those operate with PC
#-(
#-*
/poilers 6hen erected stand across the chord to create drag and tur&ulence and thus reduce the lift
#!
A0c that use spoilers for roll control employs Hinged spoilers
#1
/peed &ar%ers5 when suita&ly designed can &e used for
##
The ad.antages of using spoilers are They help to reduce the length of the outward aileron5 ma%e it possi&le to use longer trailing edge flaps and hence lower landing speed" In addition5 they allow lift0speed ratio reduced without reduction in engine power" Also they allow higher maximum control speed
#)
The general use of outer panels5 middle panels5 and inner panels respecti.ely used for
#-
As the speed of the a0c increases5 the outer spoilers Cease to operate
#
The spoilers can &e used to
#'
6hen the spoiler le.er is in the flight detent position5 the amount of extension of spoilers The inner will not extend as much as the middle one so as to pre.ent &uffeting and the outer one will not &e extended so as not to o.er stress the wings
#2
To impro.e roll control5 most aircraft control wheel Automatically lin% to the spoilers and ailerons
#(
6hile &an%ing5 the spoilers on the down going wing Partially extended out to create more drag and allow roll control and ad.erse yaw while the spoilers on the up going wing remain inside
#*
At high speeds 12
The outer ailerons cease to function and the in&oard ailerons and mid wing spoilers ta%e the roll control #'!
4uring a &an%ed descent at high speeds5 The input from the control wheel and speed &rea% are fed into a control or mixing unit
#'1
The mixing unit ensures that All spoilers are raised to achie.e the desired descent &ur at a proportionate le.el so that the spoilers on the down going wing deflects further
#'#
Air &ra%es are used In flight to pre.ent the aircraft from exceeding the ;ach speed so as not to allow a shoc% stall
#')
If the airspeed &rea%er le.er is armed during landing5 it
#'-
If the pilot mo.es the throttle le.er for increased power5 other than for re.erse thrust All the spoilers are retracted automatically and the le.er mo.es automatically to the down position
#'
The conditions needed for the spoilers to operate are /peed &rea%er le.er in the armed position Thrust le.er in the flight idle position5 and main wheels rotating
#''
In 4roop aileron design 6hen the pilot selects the flap position for landing5 &oth out&oard ailerons are extended fully downward and create extra lift and at the same time roll control inputs are fed into roll control spoilers and ena&les the a0c to land at low speeds"
#'2
In fly &y wire system The pilot is not directly lin%ed to the control surfaces"
#'(
In $ly &y wire system5 the commands are routed Through electrical ca&les to a ser.o .al.e attached to the hydraulic power control unit
#'*
L< stands for Local replacement units associated with fly &y wire systemJ
#2!
6hen encountered a sudden gust The spoilers will &e extended to reduce lift
#21
The forward mo.ement of the C"D Increases the sta&ility &ut reduces the controlla&ility
#2#
The aft mo.ement of the C"D
#2)
The fly&y wire system ena&les the designer to ;o.e the C"D rearward ma%ing the a0c more unsta&le within the limits to impro.e 1(
controlla&ility #2-
The nose up tendency at high altitude and high speed flight is due to The location 9f the C"D" rearward to increase the AoA to get additional lift without increase in the power and thus sa.e fuel in long range cruise
#2
In anti &alance ser.o ta&s5 the control surface is deflected In the same direction of the ta& mo.ement
#2'
The main structural component of the wing is /par
#22
#2(
/tringers run /pan wise inter connecting the ri&s
#2*
In a0c wing5 the s%in is supported &y /tringers
#(!
The shape of the wing is pro.ided &y
#(1
The weight of engines5 undercarriage are transmitted trough
#(#
The front spar is designed to pic% up The air loads
#()
The main spar Carries the ma8ority of the load and transfer it to the fuselage
#(-
The rear spar acts as A mounting place for trailing edge de.ices
#(
The spars are su&8ect to :ertical loads and torsion load imparted &y ailerons
#('
6hen a wing is deflected5 the greatest strain will &e experienced at the
#(2
The upper and lower surface and the spars can for Torsion &ox
#((
The ad.antage of torsion &ox structure is that It increases rigidity5 torsion and mending moments without additional material and sa.e weight 1*
#(*
6ing loading is ;aximum ta%e off mass 0 wing area
#*!
As the g forces increases5 the wing loading Increases
#*1
Low wing a0 c ha.e A high C"D than the high wing a0c
#*#
;id wing a0c ha.e the ad.antage of High aerodynamics for high speed flight
#*)
In Hip wing structure The wing is mounted &etween the mid and &ottom of the fuselage
#*-
The total drag is the sum of Induced drag and profile drag
#*
The ma8or part of the profile drag comes from Interference drag
#*'
$airing in fuselage is done to Allow smooth airflow
#*2
4ihedral is the angle &etween The main plane and the hori3ontal when the wing is a&o.e the hori3ontal
#*(
Anhedral is the angle &etween The main plane and the hori3ontal when the wing is &elow the hori3ontal
#**
A single acting linear actuator re7uires a ;echanical force to return as they wor% only in one direction
)!!
In the case of dou&le acting un&alanced linear actuators $or e7ual inputs5 the outputs will .ary due to une7ual areas on &oth sides of the piston
)!1
$or dou&le acting &alanced actuators The area on each side of the piston is e7ual
)!#
Engine dri.en pumps @E4P are 4irect dri.en pumps and they start pumping as soon as the engine starts
)!)
An internal lea%age occurs when The fluid lea%s from the pressure side of the piston to the return side
)!-
The /"D of A.gas and A.tur are !"2# And !"2 to !"(
)!
The flash point of A.gas is approximately #!
, -! degree centigrade )!'
The free3ing point of A.gas has to &e , ( degree centigrade or &elow
)!2
(! grade A.gas is colored
)!(
1!! Drade A.gas is colored Dreen
)!*
1!!LL Drade A.gas is colored =lue
)1!
Qet A1 has a free3ing point of , -2 4egree centigrade
)11
The pressure for the $uel pressure is ta%en Qust &efore the car&uretor
)1#
$uel gauges are generally Electrically operated
)1)
/%in5 $rames and formers are 8oined together &y
)1-
In pressuri3ed a0c the pressure ca&in terminates In front and rear &ul% heads
)1
In modern a0c design5 the passenger ca&in and cargo hold are E7ually pressuri3ed to a.oid separate floor design
)1'
The pilot?s .ision is limited to #( degrees up and #! degrees down
)12
6hat is the primary instrument for &an% during a straight sta&ili3ed clim&B Heading Indicator
)1(
6hat are the supporting instruments for &an% during a straight sta&ili3ed clim&B Attitude indicator and Turn coordinator
)1*
Can the magnetic compass &e used as an attitude indicatorB No" It is not an attitude indicating instrument and it is used to correct the Heading Indicator
)#!
6hat are the Primary and supporting instruments while esta&lishing a le.el standard turnB Attitude indicator and turn coordinator
)#1
6hat are the Primary and supporting instruments after esta&lishing a le.el standard turnB Turn coordinator and Attitude Indicator #1
)##
6hat is the role of a Heading Indicator during a turnB It is neither a primary or secondary instrument during a turn
)#)
6hich instrument pro.ides the most pertinent information for &an% control in straight and le.el flightB Heading indicator
)#-
6hich instruments are tuned pitch instrumentsB Altimeter5 Attitude Indicator5 :/I5 and A/I
)#
6hich is the primary instrument for pitch control in straight and le.el flightB Altimeter
)#'
6hat are the supporting instruments for pitch control in straight and le.el flightB Attitude indicator and :/I
)#2
6hich is the primary power control instrument in straight and le.el flightB A/I
)#(
$or maintaining le.el flight5 which pitch instrument will &e least appropriate for determining a pitch changeB A/I
)#*
If the gyroscopic heading indicator is inoperati.e5 which instrument will gi.e the primary &an% information in straight and le.el flightB ;agnetic compass
))!
6hen entering a constant air speed clim&5 which is the primary instrument for pitch indicationB Attitude indicator
))1
6hen entering a constant air speed clim&5 which is the primary instrument for power indicationB Tachometer or ;anifold pressure gauge ;PDJ
))#
6hen entering a constant air speed clim&5 which is the primary instrument for &an% indicationB Heading Indicator
)))
6hat is the primary &an% instrument once the standard rate turn is esta&lishedB Turn coordinator
))-
6hat is the primary &an% instrument for esta&lishing a standard rate turnB Attitude indicator
))
6hich instrument can?t &e used for maintaining a turn once the turn is esta&lishedB Attitude indicator ##
))'
6hat is the primary pitch instrument while esta&lishing a le.el standard turnB Altimeter
))2
6hat is the initial primary &an% instrument while esta&lishing a standard rate turnB Attitude indicator
))(
6hat is the primary &an% instrument when entering a constant airspeed clim& from a straight and le.el flightB Heading Indicator
))*
6hat are the supporting &an% instruments when entering a constant airspeed clim& from a straight and le.el flightB Attitude indicator and turn coordinator
)-!
6hat is the primary pitch instrument during a sta&ili3ed clim&ing turn at cruise clim& speedB Air speed indicator
)-1
6hich instruments are not used for pitch control once the clim& is sta&ili3edB Power instruments Tachometer or ;PDJ
)-#
/peed of sound at sea le.el and stratospheric conditions are respecti.ely ''! and 2 %nots
)-)
The effect of increase in ;ach No wrt sta&ility is That it &ecomes increasingly unsta&le
)--
The effect of critical ;ach No is that At critical ;ach No5 the shoc% wa.e is formed on the wing and compressi&ility effect &ecomes more apparent and the mo.ement of C"P affects the pitch change and there is a reduction in downwash
)-
The swept wing design helps the critical ;ach No to &e
)-'
In a swept wing the shoc% wa.es first appears at the
)-2
An increase in temperature at constant ;ach No will result in Increase in TA/
)-(
A decrease in temperature at constant ;ach No will result in 4ecrease in TA/
)-*
If the 9AT changes with the ;ach No constant5 the IA/ will
)!
At a constant flight le.el The mach meter and IA/ complement each other #)
)1
6hile flying at a constant $L and constant ;ach No5 the IA/ will
)#
A mach meter uses The same Pitot and static port of the A/I
))
6hile flying at constant ;ach No5 the TA/ decrease in cold air &ecause The speed of sound is reduced in cold air
)-
;mo stands for ;aximum operating mach num&er
)
The speed of sound in air is proportional to The a&solute temperature AK )("*#RJ
)'
The formula to find the speed of sound in .arying condition is New A 0 9ld A K NewR 0 9ldR
)2
The sta&ility a&out the lateral5 longitudinal and .ertical axes are respecti.ely %nown as Longitudinal sta&ility5 lateral sta&ility and directional sta&ility
)(
Longitudinal sta&ility5 lateral sta&ility and directional sta&ility are respecti.ely controlled &y Ele.ators5 ailerons and rudder
)*
Transport category a0c are ;ore sta&le than light a0c
)'!
In trimmed condition5 the net moment acting on the a0c is Mero
)'1
In sta&ili3ed condition5 the net moment acting on the a0c is Mero
)'#
Trimming of an a0c is normally attri&uted to Trimming ta&s
)')
6hene.er an a0c is displaced from its normal position5 the air loads acting on it will damp out the motion is termed as Aerodynamic damping
)'-
Aerodynamic damping greatly affects the a0c?s 4ynamic sta&ility
)'
An a0c posses /tatic and dynamic sta&ilities
)''
)'2
)'(
)'*
)2!
)21
)2#
)2)
)2-
)2
)2'
)22
)2(
Issue of special regulatory pro.ision0special directions &y 4DCA can &e found in Part SII A
)2*
After &eing displaced5 if the a0c returns to its normal position5 it is %nown as /tatically sta&le
)(!
After &eing displaced5 if the a0c continues in the direction of the displacement5 it is %nown as /tatically unsta&le
)(1
After &eing displaced5 if the a0remains in its displaced position5 it is %nown as Neutral static sta&ility
)(#
/tatic sta&ility is The initial tendency an a0c displays after it has &een displaced from its normal position #
)()
4ynamic sta&ility is defined as The mo.ement with respect to time of an a0c in response to its static sta&ility following a displacement from a gi.en position
)(-
If the oscillations damp out after &eing displaced5 the a0c has 4ynamic sta&ility
)(
If the oscillations increase after &eing displaced5 the a0c has 4ynamically unsta&le
)('
If the oscillations remain the same after &eing displaced5 the a0c has Neutral 4ynamic /ta&ility
)(2
/tatic longitudinal sta&ility is defined as the In&uilt tendency of the a0c to return to its trimmed condition after &eing distur&ed in Pitch conditions5 without any input from the pilot
)((
The sta&ility which is desira&le throughout the a0c speed range is /tatic longitudinal sta&ility
)(*
If the a0c continues to di.erge from its trimmed condition after &eing distur&ed in Pitch conditions the a0c is %nown as /tatically longitudinally unsta&le a0c
)*!
If the a0c continues in the distur&ed condition of whate.er AoA from its trimmed condition after &eing distur&ed in Pitch conditions Is %nown as Longitudinally Neutrally /tatically /ta&le
)*1
Longitudinal dihedral is The angle &etween the chord lines of tail plane and main plane
)*#
6hen an a0c is trimmed for /tatic longitudinal sta&ility5 there will &e always A down load on the tail plane
)*)
The &alanced forces conditions on /tatic longitudinal sta&le a0c 4ragline a&o.e thrust line5 lift &ehind weight and a tail load
)*-
An a0c has ( tones of lift produced" The CP is - m away from the CD" 6hat is the tail load experienced on the tail plane whose CP is ( meters from the a0c CD - Tones
)*
The factors affecting the /tatic longitudinal sta&ility are Position of CD5 CP5 position of tail plane5 and wing downwash
)*'
As the CD mo.es forward5 the /tatic longitudinal sta&ility Increases
)*2
As the CD mo.es forward5 the stic% force Increase #'
)*(
If the CD is too forward5 the a0c at low air speeds will experience Nose hea.iness
)**
The a&o.e condition will result in High speed for landing to pro.ide ele.ator authority to flare out
-!!
If the CD mo.es aft the /ta&ility decreases and the stic% forces reduce
-!1
If the CD of the a0c is at its neutral point5 the a0c will show /tatic neutral sta&ility
-!#
The aft mo.ement of CD from neutral point will ma%e the a0c /tatically longitudinally unsta&le
-!)
The position of CP is a function of AoA
-!-
The range of mo.ement of CP depends on The cam&er of the aerofoil
-!
If the CP is &ehind CD5 the a0c will &e ;ore sta&le
-!'
If the CP is ahead of CD5 the a0c will &e Less sta&le
-!2
The degree of longitudinal sta&ility is determined &y The interaction &etween CD5 area and position of tailpane
-!(
The CP of the tail plane 4oes not .ary much in flight as it is symmetrical in shape
-!*
If the nose pitches up in flight5 The downwash angle increases and the effecti.e AoA of the tail plane will &e reduced
-1!
$or statically longitudinally sta&le a0c The pitching moment must decrease as the AoA increases
-11
The aft mo.ement of CD will
-1#
In an a0c ha.ing stic% free static longitudinal sta&ility The control surfaces ha.e their own freedom to find their own position depending upon the aerodynamic forces acting on them5 after a distur&ance
-1)
In an a0c ha.ing stic% fixed static longitudinal sta&ility The a0c will ha.e a natural tendency to return to its original trimmed position after a distur&ance #2
-1-
/tic% free static longitudinal sta&ility is applica&le 9nly to a0c with manual flying control
-1
/tic% free static longitudinal sta&ility is not applica&le to power controlled a0c &ecause The power controlled control surfaces are not free to float
-1'
/tic% free static longitudinal sta&ility and stic% fixed static longitudinal sta&ility are not applica&le To a0c with PC operated flying controls
-12
If the position of CD is fixed5 then the degree of longitudinal static sta&ility will
-1(
$or an a0c which posses stic% position sta&ility5 in order to reduce the AoA5 the control column ;ust &e mo.ed forward and trim at higher speeds
-1*
$or an a0c5 which posses stic% position sta&ility5 in order to maintain le.el flight5 Increasing forward stic% force will ha.e to &e applied as the speed increase
-#!
In manually controlled a0c5 the control stic% forces are depend upon The &asic stic% force sta&ility where the force is independent of the air speed and the trim ta& position which .aries with speed
-#1
$or an a0c5 which posses stic% position insta&ility5 in order to trim at higher airspeedsB The control column should &e mo.ed aft
-##
If positi.e stic% sta&ility exists5 and correctly trimmed5 with increasing EA/ Less and less nose up ta& is re7uired"
-#)
496N /P
-#-
In long range cruise5 at constant temperature and ;ach No" the TA/ will 4ecrease as the flight progresses
-#
6hich is true regarding ;ach no" flight for long cruiseB Light a0c should fly at low mach No" and hea.y a0c may fly at higher mach no"
-#'
The clim& to change o.er le.el is done at Constant IA/ and TA/ decreases
-#2
The clim& o.er change o.er le.el is done at A constant mach No" and TA/ decreases"
-#(
The initial descend of a 8et a0c is done at A constant ;ach No" #(
-#*
6hile descending on a constant ;ach No" The IA/ and TA/ increases
-)!
6hile descending on a constant IA/ ;ach No" and TAs decreases
-)1
Altimeters are cali&rated to read 1!!5 1!!!5 1!!!! ft
-)#
The maximum allowa&le tolerance in Altimeter is U #! ft"
-))
6hen does an altimeter re7uire ser.ice0maintenanceB If the current setting on the altimeter and the %nown airport ele.ation differs in excess of U !ft
-)-
6hen flying from a warm area to a cold area5 the altimeter will read High High,low,HighJ
-)
In N,hemisphere5 you are drifting star&oard you are flying towards an area of Low pressure
-)'
Continued drift towards star&oard in N,hemisphere o.er a long period for an uncorrected altimeter will
-)2
6hat is the altimeter setting for excess atmospheric pressureB /et )1"!!5 increase ceiling &y 1!! ft :I/ 10- /"; for each !"1!V Hg o.er )1"!!V Hg
-)(
If the air is colder than standard5 the true altitude will &e Lower than he indicated altitude
-)*
If the air is warmer than the standard5 the true altitude will &e Higher than the indicated altitude
--!
In any region5 Pilots fly Indicated altitude
--1
Pressure Altimeters are cali&rated to register true altitude under I/A conditions
--#
In .ery cold conditions5 the altimeter may read #! less than the true altitude
--)
The indicated altitude in .ery cold temperature is '-!! ft
---
The correction to the indicated altitude is &ased on Pressure altitude #*
--
4ensity altitude is Pressure altitude corrected for temperature
--'
6hile flying through .alleys5 the indicated altitude may &e Higher than the true altitude or the true altitude will &e less than that of the Indicated altitude
--2
In se.ere mountain wa.e5 the indicated altitude may read as high as )!!! ft higher than the true altitude
--(
6hile entering an intense mountain wa.e downdraft5 the altimeter will not register the descent ntil the a0c has descended the altitude le.el e7ual to the alttimeter error caused &y the mountain wa.e
--*
Pressure altitude is the altitude indicated &y the altimeter when #*"*!V Hg is set 1!1) HpJ
-!
Indicated altitude is o&tained when Current &arometric pressure is set on the dial
-1
True altitude is the exact height a&o.e the ;ean sea le.el
-#
A&solute altitude is the exact height a&o.e the The earthWs surface when the altimeter is set to the field ele.ation
-)
Pitot pressure is The sum of dynamic and atmospheric pressure
--
The upper and lower limit of Dreen arc in A/I are : N9 and Power off stalling speed with flaps and gears up :/LJ
-
6hite arc in the A/I indicates $laps extended speed range
-'
The upper and lower limit of white arc are :$E and :so $laps extended speed and power off stalling speed with flaps and gear down
-2
6hich speed is not color coded in A/IB ;aneu.ering speed
-(
The enough method to correct IA/ to get TA/ is Add # of the IA/ to the IA/ for e.ery 1!!! feet
-*
an a0c is flying at $L 1!!5 IA/ is 1)! nots5 what is the TA/B 1' ts @1)! U 1!#!01!! x 1)!J
-'!
TA/ is the CA/ corrected for density errors and temperature )!
-'1
To determine TA/5 Pressure altitude and 9AT must &e %nown
-'#
There is a complete &loc% of Pitot source" A/I 6ill read ME<9
-')
The performance data on airplane flight manual is &ased on Cali&rated air speed
-'-
EA/ is the CA/ corrected for compressi&ility factors
-'
:/I is Not an altitude indicating instrument
-''
The lag in :/I &efore correct rate of clim&0 descend is registered ' , * seconds
-'2
Immediately after le.el off5 the :/I will /till show a rate of clim&
-'(
A radio altimeter wor%s on a signal which Is recei.ed as echo at the transmitter which is now sending a different fre7uency
-'*
A
-2!
-21
The Dyro instruments are Attitude indicator5 Heading indicator + urn and slip indicator
-2#
Dyroscopes wor% on the NewtonWs I law5 II law and III law of motion
-2)
If the stic% force is too low5 the pilot will Endanger the a0c &y o.er stressing
-2-
The characteristics of gyroscope are
-2
The gyro instruments re7uire a suction force of - ,' V Hg suction
-2'
The .acuum pressure gauge indicates the difference &etween The outside air pressure and the air in the .acuum system
-22
The ad.antage of Engine dri.en .acuum system is that It starts operating as soon as the engine is started )1
-2(
6hen the Dyro is operated &y engine dri.en pump5 it operates on Positi.e pressure
-2*
In .enturi dri.en .acuum system5 the efficiency depends up on The air speed
-(!
The .enturi is fitted on the /ide of the airplane in a position to &e in the airflow from the propeller
-(1
The Turn and /lip indicator is generally operated &y An electrically dri.en gyroscope
-(#
Attitude indicator and heading indicator are generally operated &y An engine dri.en .acuum system ia also a.aila&le
-()
If the engine dri.en .acuum pump fails5 A three way .al.e ties the .enturi into the system automatically
-(-
Electric dri.en Dyro system is operated &y A"C from engine dri.en alternators 0 generators
-(
Dyroscopic inertia is the property of a rotating &ody To maintain its plane of rotation if undistur&ed
-('
Precession is The property of a rotating &ody5 when a force is applied perpendicular to its plane of rotation5 to turn in the direction of rotation *! degree to the axis of rotation and ta%e up a new plane of rotation parallel to the applied force
-(2
The disad.antage of engine dri.en Dyro is that It fails to gi.e any indication in the e.ent of engine failure
-((
9ne precaution to &e ta%en &efore aero&atics is that They should &e caged to a.oid tum&ling
-(*
If the stic% force is too low5 the pilot will Endanger the a0c &y o.er stressing
-*!
If the gyro instruments are operated &y engine dri.en .accum system A stand &y .enturi system is also a.aila&le
-*1
The air used to rotate the gyro is $iltered air
-*#
6hich gyro are preffered for aerto&atic flightB Electrically dri.en as they will not tum&le
-*)
A&&rupt &ra%ing should &e a.ided &ecause5 they will Imparrt acceleration or decceleration loads on gyros )#
-*-
In heading indicator5 the gyro spins a&out the Hori3ontal axis at 1#!!!
-*
The Heading Indicator is Not North, see%ing and must &e synchroni3ed with the magnetic compass at the &eggning of a flight
-*'
The Heading Indicator is caged &y Pushing the %no& in
-*2
Turning the %no& in the Heading Indicator causes The compass card to rotate
-*(
The ad.antage of a Heading Indicator during a turn is that Precise turning can &e made or stopped at any desired heading as the instrument responds instantly without any lag
-**
Precession error is caused &y $rictional forces in the instrument
!!
Precession causes creep or drift approximately ) degree in 1 minutes
!1
Apparent precession in Heading Indicator is caused &y The rotation of earth
!#
Apparent precession causes Apparent drift or precession which .aries with latitude
!)
The .alue of apparent precession at e7uator and poles respecti.ely Mero and 1 degree per hour
!-
6hile synchroni3ing the Heading Indicator with the compass The a0c should &e in /t" + le.el conditions to ensure there is no compass error
!
The precession error must &e corrected for E.ery 1 minutes
!'
A .acuum dri.en Heading Indicator should not &e used for ta%e off until it has rin for minutes
!2
A .acuum dri.en Heading Indicator re7uires -,'O of Hg
!(
If the Heading Indicator is operated &y .enturi It cannot &e used for ta%e off at all
!*
/pill proof gyros are relia&le up to ))
( degree &an%5 glide and clim& angles 1!
/pill proof gyros operated &eyond ( degrees ;ust &e re set
11
Attitude Indicator shows the relation &etween 6ings and nose of the a0c and the hori3on of the earth
1#
The Artificial Hori3on can show !,*! degree left or right &an%
1)
The Attitude Indicator is mounted Hori3ontally and spins on the .ertical axis
1-
The Artificial Hori3on is mounted 9n ni.ersal gim&als free of Pitching and rolling axes
1
In Artificial Hori3on5 the miniature a0c can &e Ad8usted &y a no& at the &ottom
1'
In the caged position5 The gyro is loc%ed with miniature a0c showing le.el flight
12
An Artificial Hori3on needs - or more Hg of .acuum and minutes to get to operational speed
1(
An Electrically dri.en Artificial Hori3on is operational Immediately
1*
An electrical dri.en attitude indicator has No limit on pitch and roll and accurately indicates pitch up to ( degree and will not tum&le e.en at )'! degree roll
#!
6hat are the limitations of traditional attitude indicatorB 4i.es0clim&s up to 2! degree and &an%s up to *! degree &eyond which it will tum&le and needs caging In a s%idding turn5 The gyro precise towards the inside of the turn
#1 ##
After the reco.ery from a s%idding turn5 the Artificial Hori3on will /till show a turn in the direction of s%id
#)
An a0c with static sta&ility will re7uire Increased stic% force as the load factor increases
#-
In a normal turn5 the Artificial Hori3on will Precess towards the inside of the turn and will &e corrected &y erecting mechanisms after the turn
#
Acceleration and deceleration may )-
Induce precession errors #'
4uring acceleration5 attitude indicator The hori3on &ar mo.es down and shows a false clim&
#2
4uring deceleration5 attitude indicator The hori3on &ar mo.es up and shows a false 4escent
#(
In a side slip There is not enough rat of turn for the excessi.e &an%
#*
In a s%idding There is not enough &an% for the excessi.e rate of turn
)!
In Turn and /lip Indicator5 the rotor
)1
In Turn and /lip Indicator The gyro is mounted .ertically and rotates in the hori3ontal axis
)#
In Turn and /lip Indicator5 the needle and &all indicate The rate of turn and amount of &an%
))
)-
A Turn coordinator
)
A Turn coordinator gyro is Canted approximately at ) degree instead of rotating hori3ontally as it is the case in a Turn and /lip Indicator
)'
6hich of the instruments com&ines the function of 4irectional gyro and magnetic compassB Dyrossyn
)2
Dyrossyn pro.ides /ta&le compass heading in rough air
)(
The 7ualities of a Dyrossyn are It is not affected &y northerly turning errors and north see%ing and free from oscillating errors and does not re7uire re,setting A Dyrossyn incorporates A flux .al.e that senses earth?s magnetic lines of forces through E;I
)* -!
A flux .al.e is Pendulously installed5 usually at the wing tip
-1
The directional gyro in Dyrossyn is /la.ed to the earth?s magnetic lines of forces &y the signals recei.ed from the flux .al.e )
-#
Dyrossyn compass is n, relia&le in Polar
-)
Dyrossyn compass has Two sets of operating system" As a complete system when the flux .al.e is open and only as a directional gyro when the flux .al.e is shut off
--
The indicated stall speed is unaffected &y C"D5 6eight of a0c5 angle of &an%
-
The stagnation point mo.es Aft as the AoA increases and forward as the AoA decreases
-'
The AoA indicator has A red left 3one as AoA increase and a right 3one when the AoA decrease
-2
AoA indicator shows Current position of the stagnation point and the position at which the a0c will stall
-(
The lower limit of the Critical ;ach No" is The maximum operating ;ach No ;;9J
-*
The formula to find the speed of sound from 9AT is A K @'-- U 1"#t where t is the 9AT in degree centigrade
!
The formula to calculate the I/A temperature is I/A K 1 @Pressure Altitude x #01!!!
1
;ach No is TA/0Local speed of sound
#
The pressure in the pressure capsule is 4ynamic pressure which is the difference &etween the Pitot and /tatic pressures @P /
)
TA/ is a function of 4ynamic pressure and local air density
-
The ;ach meter measures the 4ifference &etween the dynamic and static pressures
The ;ach No in terms of Pitot,static pressure is gi.en &y ;ach No K @ P / 0 /
'
The .ariation in CA/5 IA/ and ;ACH No under I/A and increasing altitude is gi.en &y
)'
2
The effect of increasing altitude on L// is L// decreases as the altitude increases
(
The .ariation in CA/5 IA/ and ;ACH No under I/A and decreasing altitude is gi.en &y The opposite mirror image of the a&o.e gi.en diagram"
*
Two airplanes are tra.eling at same ;ach No &ut at different flight le.els5 then The aero plane at the lower le.el will ha.e the higher TA/
'!
If an a0c clim&s or descends through an isothermal layer
'1
If an a0c clim&s or descends through an in.ersion layer
)2
'#
The capsules in the ;ach meter are Air speed capsule connected to Pitot tu&e and aneroid capsule connected to static changes
')
The critical ;ach No in the ;ach meter is indicated &y a Lu&&er line which is ad8usta&le
'-
In ;ach meter
'-
The accuracy of mach meter during normal operations is U !"!1;
'
The Altitude Alerting /ystem pro.ides Aural and :isual warning of an aeroplane reaching or de.iating from a pre selected altitude
''
In sensiti.e A/I ;echanical lin%age is used
'2
In ser.o A/I Electrical lin%age is used
'(
The color coding of A/I are
'*
The &lue line in an A/I of a twin engine aeroplane indicates The maximum rate of clim& speed with one engine inoperati.e
2!
The .arious corrections in A/I are
)(
21
A &loc% in pitot during a clim& and descend
2#
A &loc% in static during a clim& and descend
2)
The lea%s in pitot static system will result in
)*
2-
The different DP6/ modes are
2
The .arious DP6/ limits are
-!
2'
;anifold pressure and &oost pressure are measured respecti.ely in Inches of mercury and Pounds per s7uare inch
22
;AP of a super charged engine is The a&solute pressure
2(
Engine tor7ue Acts on the output shaft of the engine and can used for power control
2*
The Parameters to &e monitored for a Tur&o prop engine are
(!
The Parameters to &e monitored for a Das Tur&ine engine are EP<5 N15 N#5 N)5 EDT5 9il Temperature5 $uel Pressure + temperature5
(1
The turn coordinator is Not an attitude indicator
(#
The turn coordinator
()
6hen one wing suddenly goes down slightly5 the reactions on Turn coordinator will react instantly &ut turn and slip indicator will not react until there is some yaw
(-
The &asic difference &etween a turn coordinator and a Turn + /lip indicator is that In turn coordinator the axis is set approximately at )! degrees to the for and aft axis of a0c
(
Comparing the miniature a0c in turn coordinator and in artificial hori3on In turn coordinator5 the miniature a0c rolls in the direction of roll &ut in artificial hori3on5 the miniature a0c is fixed and the hori3on &ar mo.es
('
The gyroscope of Turn coordinator Has
(2
TCA/ II is Not connected to the Auto pilot
((
If TCA/ responds to ;ode A only It is assumed that &oth a0c are in the same flight le.el and traffic ad.isories are generated
(*
The TCA/ protected airspace defined hori3ontally and .ertically &y Time to Con.ergence and ATC .ertical separation minima sually -!!, 2! ftJ
*!
TA +
*1
TCA/ uses -1
;ode / transponder and identification is sent in e.ery one second and the &roadcast is %nown as /FITTE< *#
The TCA/ e7uipped aeroplanes will monitor for fre7uency of 1!*! ;H3
*)
TCA/ is a&le to trac% Indi.idual replies
*-
The display in TCA/ are
*
In TCA/5 own a0c is gi.en &y Cyan or white a0c sym&ol
*'
The nominal maximum trac%ing range of TCA/ is #2 high closing speed a0c0)! within 1- N; in high traffic area it may &e N; onlyJ
*2
TCA/ II uses a /eparate :/I which uses a color crystal display
*(
The
**
The altitude selection switch on TCA/ has No effect on the generation of the ad.isories
'!!
=elow certain altitudes
'!1
'!#
The acceleration error0ta%e off error in an artificial hori3on is that A false clim&ing turn to the right during the ta%e off phase of the flight
'!)
The turning error in an artificial hori3on is that -#
A reduced turn while &an%ing left or right '!-
The freedoms of gyroscopes are
'!
A space gyro has $reedom to mo.e in all three axes
'!'
A tied gyro Is a space gyro with external control
'!2
4irection Indicator is a Tied Dyro
'!(
Earth Dyro is A tied gyro controlled &y gra.ity of earth
'!*
Artificial hori3on is An earth gyro
'1!
A rate gyro has 9ne degree of freedom only and the rotation is *! degree remo.ed from the axis
'11
Turn and &alance indicator5 and turn coordinators are
'1#
IN/ sta&ili3ed platforms employs
'1)
The real wander in gyros are caused &y The physical de.iation of the spin axis and generally is a result of friction
'1-
Apparent wander is caused &y The rotation of the earth
'1
The drift in mid latitudes is gi.en &y 4rift K 1"!- x sine of the latitude
'1'
The topple in mid latitudes is gi.en &y Topple K 1"!- x cosine of the latitude
'12
The gyro topple at e7uator and poles are respecti.ely )'! degrees in #- Hr" and ME<9 -)
'1(
:ertical gyros /uffer from topple &ut not from drift
'1*
Hori3ontal axis gyros Experience drift &ut no topple
'#!
The transport wander is gi.en &y
'#1
'##
'#)
AoA indicator doesnWt relate to Air speed
'#-
The stagnation point mo.es Chord wise along the undersurface of the wing as the AoA changes
'#
A ;ach meter measures airspeed &y Correlating dynamic and static pressure
'#'
The ;ach meter consists of Two aneroid capsules connected to a0c static pressure system
'#2
In a0c the electrical system is generally Drounded single wireJ system
'#(
The strength an electromagnet is determined &y Ampere , turns --
'#*
The magneti3ing force of a amp #!! Turn electromagnet is 1!!! amp" turns
')!
Polarity of electromagnets is determined &y Left hand rule for coils
')1
Permea&ility is The a&ility of a su&stance to carry magnetic lines of forces
')#
The permea&ility of air and Permalloy respecti.ely are 1 and (!5!!!
'))
')-
;agnetic flux is e7ual to ;";"$0
')
Len3W law is Another form of law of conser.ation of energy
')'
In transformers5 the core is made of thin laminations to Pre.ent eddy currents flowing out It will cause the core heating upJ
')2
In an a"c circuit The current doesnWt flow through the capacitor
')(
In d"c circuits The current flows through capacitors momentarily and then reaches saturation
')*
An Inductor in an a"c circuit
'-!
The function of a capacitor in a power plant circuit is to /tore surges of current and release them when the .oltage drops
'-1
The essential component of starting system is Capacitor
'-#
To reduce radio interference $ilter capacitors are used
'-)
In a capaciti.e circuit Current leads the .oltage &y 1(! dgree
'--
6hile charging a capacitor Current is flowing &ut .oltage is held down
'-
In a fully charged capacitor5 -
Current is Mero '-'
In a pure circuit5 the lag of .oltage CanWt &e 1(! degree due to some resistance
'-2
A resonant circuit has Mero reactance SL K SCJ only < is present in the circuit
'-(
Inducti.e reactance in a"c circuit causes :oltage to lead the current
'-*
The resonance fre7uency is determined &y f K 10 #Pai
'!
In a resonating circuit SL K :c
'1
As the fre7uency increases5 Sc will decrease and SL will increase
'#
Three phase a"c is con.erted to d"c &y Connecting the three phases to a three phase full wa.e rectifier
')
A"C is con.erted to d"c &y using 4iodes and filters
'-
A full wa.e rectifier three phaseJ has ' diodes
'
A shunt type generator has The field windings connected in parallel with the armature
''
The .oltage of a generator depends on The speed of the armature5 no" of windings and field strength
'2
The field strength of the generator is controlled &y Changing the current through a .aria&le resistor
'(
:oltage control unit for light a0c is :i&rator type
'*
''!
when the generator first starts running5 the re.erse current cut out relay points are 9pen
''1
6hen the generator .oltage remains a&o.e that of the &attery5 it will Charge the &attery and supply all the system load -'
''#
If the generator is nor cut off from &attery when Idling or stopped The &attery will get discharged
'')
6hich de.ice is used to pre.ent the generator current output from &ecoming excessi.eB Current regulator
''-
To regulate the .oltage Car&on,pile .oltage regulator is used
''
A rheostat is a .aria&le resistor
'''
A typical #- : d"c system employs 4ifferential re.erse current relay
''2
4"C motors can &e used as Denerators and motors
''(
4"C motor types generally found are /hunt wound5 series wound and compound wound
''*
The shunt wound motor is also called A constant speed motor /ame
'2!
The speed in shunt wound motor is made constant when The &ac% emf is e7ual to the applied .oltage
'21
6hen the mechanical load to the motor increases The current through the armature also increases
'2#
As the motor speed increases The armature current decreases and field current increase
'2)
$or starting the engine /eries wound 4"C motors are used =ecause high tor7ue is re7uiredJ
'2-
6hat precaution must &e o&ser.ed while using a series wound motorB It shouldnWt &e operated without mechanical load applied
'2
In a series motor5 the speed :aries according to the load
'2'
/eries motors canWt &e used with loads
'22
A compound wound motor has Dood starting tor7ue and sta&le speed characteristics
'2(
6hich motor is useful when hea.y starting load and steady
Compound wound '2*
The negati.e and positi.e plate of a storage &attery is made of Lead + lead Peroxide P&9#J
'(!
The P"4 &etween the plates of a lead acid &attery is approximately #"# :
'(1
The Positi.e and negati.e plates of N"C &attery is made of Nic%el Hydroxide mixed with special type of Draphite and cadmium oxide and iron oxide mixture
'(#
The wor%ing potential of N"C &attery is 1"# :
'()
The capacity of an N"C &attery depends upon The total plate area and plate thic%ness
'(-
The ad.antage of N"C &attery is It has a long life and can &e left in any charged condition for se.eral years without any apprecia&le deterioration
'(
In Lead acid &atteries5 separators are made of 6ood or glass fi&er wool mat and porous
'('
The positi.e plates are /ofter and less dura&le
'(2
The electrolyte in Lead acid =attery is /ulphuric acid and distilled water
'((
4uring charging5 a Lead acid =attery produces Hydrogen
'(*
4uring discharge oxygen is formed at Positi.e plate
'*!
/torage cells are rated according to :oltage and ampere hour capacity
'*#
The ampere hour rate is &ased upon a discharge period of Hours
'*)
A )- amp, Hr" &attery can supply '"( A for hours
'*-
6hen the area and thic%ness of two &atteries are same5 the capacity depends upon The num&er of plates
'*
The /"D of a fully charged Lead acid =attery is -(
1")!! 1"#2 and 1")!!J '*'
6hen is a Lead acid =attery considered low charged for a0cB /"g less than 1"#-!
'*2
If a &attery shows /"D less than 1"2 and discharges immediately5 it means The &attery is discharged or worn out
'*(
An a0c storage &attery is charged &y Constant .oltage method
'**
The .oltage of a fully charged cell5 in a #- : system5 will &e #'"- :
2!!
To consider a &attery fully charged5 the .oltage difference &etween the genertor and &attery should &e 1"' :
2!1
After starting the engine5 The generator amperage is increased to ta%e care of the additional load and &attery is not re7uired to supply the power to the circuit
2!#
4uring normal operation5 the &attery 4oesnWt supply any power for a0cWs electrical system
2!)
4uring normal operation5 if the &attery is switched off5 The a0c electrical system will continue to operate satisfactorily
2!-
4uring normal operation5 a &attery ser.es to /ta&ili3e the electrical system &y a&sor&ing a surge of .oltage and filling in when the .oltage falls momentarily
2!
A constant .oltage charging system may &e employed to charge large num&er of &atteries pro.ided that The source is capa&le of maintaining .oltage and all the &atteries ha.e the same .oltage rating
2!'
In a constant .oltage charging system5 the cells are connected in Parallel
2!2
In constant ampere charging system5 all &atteries must ha.e /ame ampere rating
2!(
In constant ampere charging system5 the &atteries are connected in /eries
2!*
In the process of charging5 The low capacity &attery will &e charged first
21!
4uring Charging5 the temperature should &e %ept -*
=elow 11! degree $ 211
6hat is the procedure for charging &atteries &y constant current systemB Connect to a source for gi.en amperage for a specified no" of hours and reduce the amperage in steps
21#
6hile mixing acid and water5 the correct procedure is to Pour acid into water carefully
21)
The metal structures of a0c in the .icinity of the &attery is protected &y =ituminous acid proof paint
21-
The .enting system should &e designed such that The hydrogen concentration will not exceed 1 under any flight condition
21
6hen a &attery is located in a sealed compartment /coop air is ta%en in .ented on the opposite side
21'
The purpose of shielding around a magneto is To recei.e and ground the radiation from the ignition system
212
;agneto ignition is superior to &attery ignition &ecause It produces a hotter spar% and is a self contained de.ice
21(
In radial engines5 the front row of spar% plugs are fired &y
21*
In dual ignition system The magnetos are fired at the same time or approximately at the same time
2#!
In staggered ignition The two spar%s occur at different times
2#1
The magneto material made up of Alnico
2##
The no" of high .oltage impulses produced &y the magnet is e7ual to The no" of poles
2#)
The no" of cylinder firing per complete re.olution of the engine is e7al to 1 10# No" of engine cylinders
2#-
E,gap is defined as The no" of degrees &etween the neutral position and the position where the contact point opens
2#
E,gap .aries &etween degree to 12 degree
2#'
A magneto is a form of !
A"C generator 2#2
The spar% produced &y magneto has Alternate polarity
2#(
A magneto has Primary a few turnsJ and a secondary 1)!!! fine wire
2#*
A capacitor in a magneto is connected In &etween primary and secondary windings
2)!
6hat is the method of connecting the wire of the primary in a magneto 9ne end is grounded to the core and other end is connected to the &rea%er assem&ly
2)1
6hen the &rea%er points are closed5 Current flows from coil to ground and from ground to coil
2)#
How is the secondary winding connectedB 9ne end of the wire is connected groundedJ inside the coil and the other end is connected to the distri&utor
2))
6hich statement is correct w"r"t" a magnetoB The ratio of the magneto shaft speed to that of the engine cran%shaft speed is e7ual to the no" of cylinders di.ided &y twice the no" of poles on the rotating magnet ;agneto shaft speed Cran% shaft speed
K
No" of cylinders # x No" of poles
2)-
The contact points in the &rea%er assem&ly is actuated &y
2)
A four stro%e engine fires each cylinder once in e.ery Two turns of the cran%shaft
2)'
$or a twel.e cylinder four , pole magneto5 the magneto speed is 1 10# times the speed of cran% shaft see a&o.e formula in 2))J
2)2
A magneto has - poles" It will produce ,,,,,,, spar%s for each turn of cam - spar%s
2)(
The purpose of the primary capacitor in a magneto is to Pre.ent arcing
2)*
The primary capacitor is connected Across the contact points
2-!
In a magneto the distri&utor is dri.en at a speed 6hich is G of the cran% shaft speed
2-1
The magneto spar%ing order depends upon 1
The No" of distri&utor cell 2-#
The Vcoming up speedV is defined as The speed of rotating magneto to start producing spar%s
2-)
The Vcoming up speedV of magnetos .aries from 1!! to #!!
2--
A low tension magneto has 9nly one primary winding and low .oltage is transformed into high .oltage &y a transformer
2-
The nature of winding on rotating type magneto is The primary and secondary are wound on the same core
2-'
$or a high tension magneto The current produced in the primary induces a high .oltage in the secondary when the primary circuit is &ro%en
2-2
2-(
In, line engines generally employ 4ou&le type magnetos
2-*
;agneto safety gap is e7uipped to Pro.ide a return ground when the secondary circuit is open
2!
The high speed re7uired for magneto during engine start is pro.ided &y Impulse coupling
21
The VIgnition =oostersW are A source of external high tension current for starting purpose
2#
A &ooster coil in a magneto is A small induction coil pro.iding small shower of spar%s to the spar% plugs until the magneto fires properly
2)
The &ooster coil is connected to /tarter switch
2-
In modern a0c &ooster coil is replaced &y Induction .i&rator
2
The ad.antage of induction .i&rator is that it
2'
If the switch wire is disconnected5 the magneto is in V/witch, 9nV position #
22
$lash o.er is defined as The 8umping o.er of high .oltage in a distri&utor at high altitudes
2(
To reduce &urning and erosion of spar% plugs
2*
The Wheat rangeV refers to the A&ility to transfer heat from firing end to cylinder head
2'!
A hot engine re7uires a Cold spar% plug and .ice .ersa
2'1
If a hot spar% plug is fitted to a hot engine5 the result ;ay &e a pre, ignition
2'#
If a cold spar% plug is fitted to a cold engine5 the pro&a&le result will &e The fouling of the spar% plug
2')
The principle factor in spar% plug ser.icing is ;aintaining the width of the gap
2'-
6hile using spar% plugs 5 the most important thing to remem&er is to se the correct spar% plug gap specified &y the manufacturers
2'
If a spar% plug has &een dropped on a hard surface It should &e re8ected
2''
6hich of the following should not &e used for cleaning spar% plugsB CCl-
2'2
A &om& test is used for testing /par% plugs
2'(
A spar% plug which is operating under normal atmospheric condition ;ay fail under pressure due to increased resistance
2'*
$or tightening spar% plugs the tor7ue re7uired is $or 1( mm )'!, -#! l&s and for 1- mm #-!,)!!l&
22!
After the installation of spar% plug5 there must &e A magneto chec%
221
4irect hand cran%ing starter is used for engines #! H"P or less or Dear ratio of ' X 1
22#
The automatic disengage starting system uses an Ad8usta&le tor7ue, o.erload release clutch
22)
6hene.er the left engines are started5 The doors must &e closed and loc%ed )
22-
The right engine may &e started and run with The passenger steps extended and nose wheel &loc%ed
22
The correct procedure to start large engine is The engine must &e rotated with starter with magneto in the W9ff Wposition until 1# propeller &lades ha.e passed a fixed point
22'
If the propeller is seen to stop suddenly during the starting operation5 the next step is /tarter switch must &e released immediately
222
The propeller is seen to stop suddenly during starting process of large engines5 the cause may &e A hydraulic loc% in the lower cylinders
22(
An induction fire is indicated &y A rapid rise in the Car&uretor Air Temperature
22*
If an induction fire is detected5 the correct procedure is
2(!
An engine that de.eloped induction fire may &e
2(1
If an engine doesnWt start aster )!,- seconds of the rotation with the starter 6ait at least ) minutes &efore attempting another start
2(#
4uring the waiting period Turn the &ooster pump and ignition switch off
2()
The waiting period is to allow The cooling of the starter
2(-
If the engine oil pressure is not indicated within )! seconds '! seconds in winterJ The engine must &e shut down immediately
2(
6hich engine is started firstB No" # engine
2('
$or pressure car&uretor e7uipped engine5 while starting5 the mixture control is set at Idle cut , 9ff
2(2
6hat time should one wait after turning on the fuel &ooster pump 1!, 1 seconds
2((
6hile starting eep the throttle 1 10# inch open
2(*
If the engine is hot -
Allow the engine to run one or two re.olution and then apply Prime 2*!
As soon as the engine starts5 Hold the prime and set !! , (!!
2*1
After the start of the engine5 the engine starts to die5 the correct procedure is /et mixture control to I4LE CT 9$$
2*#
nder the a&o.e condition5 the mo.ing of throttle rapidly is not encouraged &ecause This may damage the car&uretor &alance diaphragm
2*)
$or warming up5 set the throttle to *!!,1!!!
2*-
6hen a L"P Air tur&ine starter is used5 The air flow the starter rotates the N#
2*
The start switch in tur&ine engines is Held in the start position until the Light off occurs and the output shaft speed reaches the cali&rated cut off point
2*'
The flow of air to the starter is stopped Automatically and then the Dround start switch is released
2*2
The L"P Air tur&ine starter employs
2*(
A H"P air tur&ine starter is e7uipped with An axial flow tur&ine
2**
The source of H"P" air tur&ine starter is A High "Pressure )!!! PsiJ &ottle mounted on the a0c
(!!
The High pressure air &ottle is usually a.aila&le for No # and No ) engines
(!1
After the start of any of the engines No"# or No ")J The low pressure from the tur&o compressor is fed to the airplane manifold5 which is used for starting the other engines
(!#
The air pressure re7uired for fuel0air starter is approximately )!! Psi
(!)
The air pressure for fuel0air starter is o&tained from The high pressure &ottle &y means of a pressure regulator
(!-
In fuel0 air starter5 the fuel accumulator is mounted on the /tarter
(!
;anifold pressure is the
A&solute pressure of the fuel0air mixture 8ust &efore it enters the inta%e port (!'
The high performance engine operation is mainly monitored &y ;anifold pressure
(!2
A&solute pressure is the pressure A&o.e .acuum
(!(
Dauge pressure is the pressure a&o.e Am&ient pressure
(!*
An a0c is said to ha.e stic% position insta&ilityO when The a0c re7uires the control column to &e mo.ed rearward to trim at high air speeds
(1!
The ;anifold pressure gauge Pressure at sea le.el when the engine is not running will &e #*"*#V of Hg
(11
6hen the engine is idling5 ;anifold pressure gauge may read 1! , 1V of Hg
(1#
Excessi.e ;anifold pressure will result in Excessi.e cylinder pressure and temperature
(1)
Naturally aspirated engine using .aria&le pitch propeller must &e e7uipped with ;anifold pressure gauge
(1-
The greatest pressure in the cylinder occurs degree to 1 degree after T4C
(1
=ra%e /pecific $uel Consumption is defined as the No" of pounds of fuel &urnt per hour for each =HP produced
(1'
nit of =/$C is l&0HP0Hr !"-! to !"! l&0HP0HrJ
(12
=/$C is the highest during Ta%e off &ecause a rich mixture is used
(1(
6eight0Power ratio of reciprocating engines .ary &etween 1"! to #"!
(1*
:olumetric efficiency 4ecreases as the
(#!
The :olumetric efficiency for a naturally aspirated engine is approximately 2
(#1
:al.e o.erlap results in Increased :olumetric efficiency '
(##
The power re7uired to dri.e the propeller .aries 4irectly as the cu&e of the
(#)
If the speed of the propeller is dou&led5 the power re7uired will &e ( Times the initial power
(#-
At full throttle ;anifold pressure decreases and
(#
6hat correction should &e applied to get the real power as the temperature increase or decrease from the standard 1 increase of power for e.ery ' degree Celsius decrease of temperature + .ice .ersa
(#'
If the engine is e7uipped with a super charger ;anifold mixture temperature must &e o&ser.ed
(#2
Humidity
(#(
Humidity factor for engine performance is not considera&le A&o.e !!! feet
(#*
Increase exhaust &ac% pressure will 4ecrease engine performance
()!
Prior to Ta%e off5 the engine must &e gi.en A magneto chec% and full power test
()1
A magneto chec% is done at 1!!,1'!!
()#
The correct procedure for magneto chec% is =oth , Left , =oth ,
())
The allowed magneto drop is !,1#
()-
6ile doing magneto chec% of a constant speed propeller5 the propeller should &e in High
()
The mo.ement of the throttle from full open to close position should &e done in # ,) seconds
()'
After ta%e off5 the power setting must &e changed to Clim& setting
()2
Continuous clim& on ta%e off power setting will result in Excessi.e CHT and 4etonation
()(
6hile reducing the power of a constant speed propeller 2
6hen increasing power for a controlla&le pitch propeller Increase the
(-!
$or a controlla&le pitch propeller5 when the throttle is mo.ed forward The propeller &lade angle increases and the ;P increase
(-1
6hen the engine is operated at or near full power5 the ;ixture control should &e %ept in $ull
(-#
6hen the power is reduced to let down5 the mixture control should &e placed in $ull rich position
(-)
At high altitudes5 the mixture control should &e placed At a less rich position than it used to &e at low altitudes
(--
$or a super charged engine5 the mixture control position is indicated &y ;anifold Pressure gauge
(-
At a gi.en
(-'
6hen an engine is operated at a higher
(-2
The correct procedure for starting an engine is Ignition , 9N Throttle 10#V5 Propeller pitch le.er full forward ,HIDH
(-(
If the engine is warm Turn the start switch first and then turn the Auxiliary fuel pump to prime
(-*
A .apour loc% in the fuel system is indicated &y $luctuation in the fluid flow
(!
4uring starting in hot weather5 if a .apour loc% is detected5 The Auxiliary fuel pump should &e switched on until the flow &ecomes normal
(1
6arming up of the engine is done at (!! , 1!!!
(#
6hich is the correct com&ination Propeller control for
()
4uring starting5 if the engine is e7uipped with an oil cooler flaps They should &e in closed position until the engine is warm
(-
If the engine is e7uipped with cowl flaps5 during starting They should &e open
(
=efore stopping5 CHT should indicate /ome what under -!! degree $
('
An engine e7uipped with mixture control should &e /hut off &y placing the control in the Idle Cut , 9$$ position
(2
Immediately after the engine stops5 The ignition must &e turned 9$$
((
$or a counter weight propeller5 the propeller should &e placed5 shortly &efor ta%e off At low
(*
6hen the a&o.e procedure is followed The oil will mo.e to the engine and pre.ent congealing of oil in the cylinder during cold 6x
('!
6hen the propeller position is in low
('1
In the low
('#
If the engine is cold5 prime it ) ,- times
(')
Extremely cold engines5 &efore starting /hould &e pulled through &y hand -,' times
('-
Priming is done &y Pushing the throttle controls
('
6hile starting5 the throttle must &e Pushed 10-V
(''
6hen there are two engines5 the engine to &e started first is The left engine
('2
6arming up is done at (!! , 1#!!
('(
If the &attery is low5 &efore starting the right engine
('*
If the engine doesnWt start in the first few re.olutions 9pen the throttle in that engine with switch in the /TA
(2!
If the engine doesnWt start using the normal procedure
(21
6hen the engine is warm5 the correct procedure to start is 4onWt prime the engine &ut turn the ignition switch on =9TH &efore engaging the starter
(2#
If electrical power is needed from generator while warming up 6arm up the engine at 1#!!
(2)
Correct magneto chec% procedure is #!!!
(2-
6hen an engine looses ;P without apparent cause5 the cause and correction are A car&uretor Icing and use car&uretor heat
(2
4uring warm up5 propeller controls should &e ;o.ed through their normal ranges to chec% for proper operation and then lea.e it in the full low pitch High
(2'
If the $eathering action is to &e chec%ed on ground5 the correct procedure is ;omentarily draw the propeller control to $x ing position and allow the
(22
4uring warm up5 the electric pump should &e /witched off to ma%e sure that the engine dri.en pumps are operating normally
(2(
4uring prior to ta%e off5 the electric fuel pumps /hould &e turned on again to pre.ent loss of power during ta%e off
(2*
An Idle cut off .al.e /tops the fuel into the engine
((!
After a flight or a few minutes of taxiing5 the engine may &e stopped &y Placing the mixture control in the Idle Cut 9ff position
((1
An excessi.ely hot engine should &e switched off 9nly after Idling for a short period
((#
An engine o.er heat is indicated &y CHT + oil temperature gauge
(()
After the engine is stopped5 The magneto switch should &e %ept in 9$$ position and all other switches should &e '!
switched 9$$ only after that ((-
The missing of the engine at high speed and load is due to Increased ;P and Cylinder pressure or a wea% &rea%er point spring
((
A $L9ATIND P9INT is A condition where the &rea%er points do not close completely after they are opened &y the Cam
(('
There is an excessi.e
((2
A cold cylinder chec% will help to locate The &ad spar% plug
(((
A ;ADIC 6AN4 is A temperature gauge using thermocouple
((*
If the oil relief .al.e passage is &loc%ed5 it will result in High 9il Pressure
(*!
A &lue oil smo%e emission indicates Piston rings are worn
(*1
9perating the engine at high power and temperature will result in Excessi.e oil consumption
(*#
=ac%firing usually occurs when /tarting a cold engine
(*)
A &ac%firing can &e caused &y An excessi.e lean mixture or a defect in car&uretor or fuel control system or stic%ing of inta%e .al.es
(*-
VAfter firingV is usually caused &y Excessi.e rich mixture or 9.er priming or poor ignition or improper timing
(*
A lea% in the exhaust .al.e can &e detected &y A WhissingW sound when the propeller is hand rotated
(*'
A change in &lade angle &y one degree will result in Change of
(*2
=lade angle is the angle &etween Chord and p@lane of rotation
(*(
AoA of a propeller is the Angle &etween the $ace of the &lade and the direction of the relati.e /lip stream
(**
=lade angle is '1
The sum of AoA and pitch angle *!!
The pitch distri&ution twistJ is done to Compensate the speed .ariation from hu& to tip
*!1
*!#
The normal AoA for a propeller may .ary &etween ! degree to 1 degree
*!)
In a power di.e The AoA of propeller is negati.e and will tend to hold &ac% the aeroplane
*!-
In a steep clim& with forward speed reduces The AoA is increase
*!
6hen the aeroplane is in steep clim& or power di.e5 the aerodynamic efficiency is Low
*!'
An ad8usta&le propeller is suita&le for an a0c for ;aximum distance and economy
*!2
The relati.e air motion is along the Pitch angle
*!(
Effecti.e pitch is defined as the Actual distance the airplane will mo.e forward during on re.olution of the propeller in flight
*!*
An a0c designed for fast clim& and 7uic% ta%e off has A low &lade angle propeller
*1!
6hen an a0c with fixed pitch propeller di.es forward5 the forward speed of the a0c Increases
*11
The forward airspeed in the a&o.e case increases due to Low AoA and reduction in &oth lift and drag
*1#
=y increasing or decreasing the rotational speed5 the propeller can a&sor& 9nly a limited amount of excess power
*1)
Deometrical pitch is defined as The distance an element of the propeller would ad.ance through one re.olution along a helix ha.ing an angle e7ual to the &lade angle
*1-
Deometrical pitch is mathematically calculated &y Deometrical pitch K #Y < Tan Z
'#
*1
The experimental mean pitch Mero thrust pitchJ is defined as The distance the propeller would ad.ance in one re.olution to gi.e no thrust
*1'
/lip is defined as the 4ifference &etween Deometrical pitch and effecti.e mean pitch
*12
/lip function is defined as The ratio of the speed of ad.ance through undistur&ed air to the product of diameter and No" of re.olution :0n4J
*1(
A fixed pitch propeller is made in A single piece
*1*
An Ad8usta&le pitch propeller can &e ad8usted 9nly with tools when on ground when the engine is not operating
*#!
A controlla&le pitch propeller may &e ad8usted in pitch 6hen in flight or on ground when the engine is in operation
*#1
The pitch changing mechanism of controlla&le pitch propeller is operated ;echanically0 hydraulically or electrically
*##
$or a constant speed propeller5 pitch changing mechanism is operated Hydraulically or electrically
*#)
The go.ernor in constant speed propeller is operated with
*#-
6hen power is increase in a constant speed propeller aircraft5 the &lade angle is Automatically increased to a&sor& the additional power
*#
The forces acting on a propeller in flight are Thrust5 Centrifugal force and torsion
*#'
Centrifugal force tends to
*#2
The Centrifugal turning moment is used to
*#(
The tensional stress Increases with the
*#*
The maximum efficiency that can &e o&tained using con.entional engine and propellers is approximately *#
*)!
The power de.eloped &y the engine at the cran% shaft is called =ra%e H"P ')
*)1
Thrust H"P is defined as the Actual amount of the power the propeller con.erts into thrust
*)#
Concerning thrust and tor7ue5 which is the correct statementB Thrust force acts parallel to the axis of rotation of the propeller and tor7ue acts parallel to the plane of rotation of the propeller
*))
Propeller efficiency is defined as The ratio of Thrust H"P to Tor7ue H"P
*)-
At ta%e off5 the controlla&le pitch propeller is set at Low pitch, High
*)
The two pitch position propeller has two principle assem&lies namely The H= assem&ly and the Counter weight + =rac%et assem&ly
*)'
In two position pitch propeller5 the &lade angle is decreased &y the Action of the cylinder and piston assem&ly
*)2
In the cylinder and piston assem&ly5 The Engine oil enters the cylinder and pushes the piston connected to the counter weight &rac%et5 rotating the &rac%et inward and turn the &lade to a lower angle
*)(
The &lade from low angle is &rought &ac% to higher angle &y The centrifugal force acting on the counter weight outward
*)*
The pitch range is set &y Ad8usting the counter weight ad8usting screw nuts in the counterweight &rac%et
*-!
6hen the counter weight type propeller is controlled &y propeller go.ernor5 The flow of oil to and fromJ is controlled &y the go.ernor according to the engine
*-1
6hen propeller go.ernor senses an increase in
*-#
The &lade angle changes of propeller are depend upon The &alance &etween go.ernor &oosted oil pressure and the inherent centrifugal tendency of the propeller &lades to maintain a low pitch angle"
*-)
A propeller $x ing ;echanism employs /pring and counter force weight to increase the pitch
*--
A 8et engine wor%s on the principles of NewtonWs II law of motion
*-
How is the thrust con.erted into H"P THP K Thrust x Airspeed mphJ )2
or
'-
;ass flow l&sJ x final .elocityfpsJ )# feet s7uare
*-'
Qet aircraft performance is &est at High speeds and at high altitudes
*-2
The function of the diffuser is to Con.ert the E of the air lea.ing the compressor into PE
*-(
Pressure ratio defined as the ratio of The compressor inlet pressure to compressor discharge pressure
*-*
An annular cham&er consists of 9ne &urning compartment surrounds the tur&ine shaft
*!
In dou&le annular cham&er There are two concentric rings of fuel spray no33le separated &y the com&ustion cham&er
*1
A dual compressor 8et engine has Two separate compressors dri.en &y its own tur&ines Twin spool or /plit spool compressorsJ
*#
LP tur&ine is dri.en &y The two stager rear tur&ine
*)
The HP tur&ine is 4ri.en &y /ingle stage outer co,axial tur&ine shaft
*-
The HP rotor turns at A higher speed than the LP rotor
*
The ad.antage of the split compressor is Low danger of compressor stall
*'
The HP compressor is /peed go.erned
*2
The P< of a dual compressor is ;ore than 1)X1
*(
$or a single axial compressor5 the P< is ' or 2 X 1 unless .aria&le stator .anes are employed
**
A tur&o fan engine is A cross &etween tur&o8et and tur&o prop engine
*'!
A tur&ofan accelerates a /maller .olume of air than a tur&o prop &ut a larger .olume than a tur&o 8et
*'1
The effect of a Tur&ofan is to Increase the power0weight ratio and increase T/$C
*'#
The aft fan is dri.en &y '
A free tur&ine dri.en &y the exhaust gases *')
$or a dou&le sided tur&ine the air enters at The front and at the rear
*'-
The temperature of air entering the com&ustion cham&er is approximately #! degree Celsius to -!! degree Celsius
*'
The temperature of air entering the tur&ine is a&out *!! degree Celsius
*''
The temperature of the air at the 8et pipe exit is '!! degree Celsius
*'2
The temperature of the gas at 8et pipe depends upon The tur&ine expansion ratio and the expansion efficiency
*'(
The pressure at the exhaust no33le is A&o.e atmospheric pressure
*'*
In a dou&le sided tur&ine5 the air reaches the compressor =y flowing through the compressor outlet adapters
*2!
The rotor and stator &lades &ecome /mall towards the high pressure end of the compressor
*21
The LP compressor is $ree to operate at its &est speed
*2#
HP compressor rotor is speed regulated &y $uel control unit
*2)
Compressor stall occurs when The air .elocity in the first stage is reduced to where the AoA of the &lade reaches a stall .alue
*2-
The .aria&le inlet guide .anes and .aria&le stator .anes are Automatically regulated in pitch angle &y means of fuel control unit
*2
6hat is the effect of the .aria&le .anesB To pro.ide a means for controlling the direction of compressor inter stage airflow
*2'
The speed regulating factors of .anes are Compressor inlet temperature and engine speed
*22
The diffuser portion of a 8et engine is The portion of the air passage &etween the compressor and the com&ustion cham&ers ''
*2(
The fuel no33le is located at the $ront end of the com&ustion cham&er
*2*
The flame &urns In the centre of the inner liner
*(!
The liner is pre.ented from &urning &y A &lan%et of excess air entering through the holes in the liner surrounding the flame
*(1
All the &urning is completed =efore the gases lea.e the com&ustion cham&er
*(#
Tur&ine No33le 4iaphragm TN4J is located at The rear of the com&ustion section of the gas tur&ine engine
*()
The function of the TN4 is To control the speed5 direction and the pressure of the hot gases as they enter the tur&ine
*(-
The compressor re7uires approximately Three fourth of the energy a.aila&le from the &urning of the gases
*(
Tur&o 8et engines normally employ
*('
The pressure and speed of gases passing through the impulse tur&ine
*(2
The impulse tur&ine A&sor&s the energy re7uired for the change in direction of the gases
*((
A reaction tur&ine changes The speed and pressure of the gases
*(*
In a reaction tur&ine there is A decrease in pressure and increase in .elocity
**!
In a reaction tur&ine5 The tur&ine a&sor&s the energy re7uired for the change in .elocity of the gases
**1
6hat is the function of the exhaust no33le coneJ To control .elocity and temperature of the gases and de.elop some thrust
**#
V;iceVis installed In the exhaust cone to control the exhaust no33le area
**)
6hat is the effect of too large No33le areaB
**-
6hat is the effect of reduced no33le areaB '2
Increased .elocity and excessi.ely high temperature which might damage the engine
**
The exhaust duct in tur&o8et engines with exhaust gas .elocity reaching supersonic .elocity is a Con.ergent di.ergent duct
**'
The di.ergent path is accommodated to allow
**2
Thrust re.ersers and noise suppressors are included in Exhaust no33le
**(
The Thrust re.ersers are operated &y ;o.ing the thrust le.er rear of the idle position
***
6hen Thrust re.ersers are engaged THE :ANE/ A
1!!! 6hen thrust le.er is engaged5 The fuel flow to the engine is increased according to the position of the thrust le.er 1!!1 9il supply to the Qet Engine is done &y 9il Pump 1!!# The fuel oil cooler ser.es to Cool the oil and heat the fuel 1!!) The lu&ricant oil usually used in tur&o8et engine is /ynthetic type 1!!- The Lu&rication system pro.ides the oil to =earings and gear system 1!! The parts of a Lu&rication system are 9il Tan%5 oil pump5 pressure relief .al.e5 fuel , oil cooler 1!!' The parameters go.erning the fuel control unit are Throttle le.er position for fuel flowJ Compressor inlet temperature CITJ Engine speed Compressor discharge pressure C4PJ =urner pressure EDT 1!!2 Excess fuel canWt &e supplied to the engine
1!!( The thrust le.er is mo.ed into full power position5 the fuel flow will Increase according to engine speed and airflow to pro.ide a proper rate of acceleration 1!!* A V
1!#- Air for heating purpose is &led from The last stage of the compressor 1!# Automatic air &leed s are operated during The start of the engine to a.oid piling up of compressed air to pre.ent choc%ing and compressor stall 1!#' The cooling of the tur&ine is done &y Hot air from compressor 1!#2 The internal areas and oil flow through the la&yrinth is done &y Air flow from the compressor 1!#( The oil to the sump is mo.ed with the help of Compressed air from the compressor 1!#* Air used to operate accessories with pressure from compressor is called Customer air supply 1!)! Pneumatic de.ises are operated &y Compressed air from the compressor 1!)1 Tur&o,prop engine extract power to dri.e mechanical shafts and propeller from the Exhaust gas stream 1!)# The reduction gear assem&ly in a Tur&o,prop engine is Com&ination of spur and planetary type 1!)- The total reduction gear ratio in Tur&o,prop engine is 11 X 1 1!) The power extracted &y Tur&o,prop engine is *! $<9; ESHA/T /TE
1!-1 The front compressor is $ree to rotate at its &est speed 1!-# The no" of discs in N1 and N# sections of QT,) engine is * and 2 respecti.ely 1!-) The inner high pressure rotor is geared to The starter dri.er 1!-- The pressure ratio in QT,) engine is 1) X 1 1!- 6hile starting the engine5 the starter rotates The N# compressor &lades 1!-' The mass flow rate and N#
/ca.enging system 1!( The oil strainer assem&ly is e7uipped with A &y,pass .al.e 1!* The oil tan% is pro.ided around the pper left hand 7uadrant of the compressor 1!'! 4e, aerator is An integral part of oil tan% which separates the oil and air &efore entering the oil tan% and after it has passed through fuel oil cooler 1!'1 The pressure with the &reather system is controlled &y =reather pressuri3ing .al.e 1!'# An a0c is to &e operated at )!! , -!! mph5 which propulsion will &e most efficientB Propeller propulsion 1!') The modification of straight 8et engine is =y, pass engine 1!'- A tur&o,prop can &e efficiently operated up to -!! mph 1!' The approximate compression ratio of centrifugal compressors of single and two stage compressors are -X1 and 'X1 1!'' $or that of axial engine /ingle spool *X1 and twin spool 1(X1 1!'2 The expansion ratio of single stage compressor is -X1 #ft diameter5 1!!! /HPJ 1!'( Each tur&ine &lade can de.elop ! /HP and a&o.e 1!'* The factor that limits the design of a 8et engine is The tur&ine inlet temperature 1!2! The theoretical pressure at the 8et pipe is Atmospheric 1!21 The actual pressure at the 8et pipe is Qust a&o.e atmospheric 1!2# The air .elocities in an axial flow compressor is Less than that of the centrifugal compressor 2#
1!2) The static condition pressure at 8et pipe no33le is approx" 2 Psi 1!2- The max" Qet pressure at sea le.el full speed operation is App" 1 psi 1!2 Air .elocities in the axial and centrifugal flow compressor is determined &y Comparing the maximum ;ach No" achie.ed 1!2' 4ou&le sided compressors help to
1!(* 6hat is the effect of altitude on thrust at constant
11! ;ost retracta&le under carriages are Cantile.er, single oleo leg with no external &racing 11!' The nose0 Tail wheel assem&ly is Controlla&le &y the pilot 11!2 Low pressure tyres are used as /hoc% a&sor&ers yet they donWt dissipate shoc% &ut store it and %eep the a0c &ac% into the air 11!( An oleo structure consists of An inner and outer cylinder and oil 11!* An 9leo,aero shoc% a&sor&er has 9il and spring com&ination 111! 9leo helps to a&sor& shoc% 6hile landing only 1111 The shoc% experienced while T0o or taxiing is a&sor&ed &y /pring or oleo pneumatic 111# The oil displaced in the oleo system 6ill return only after T0o or lea.ing the ground 111) =ra%e discs are generally operated &y Hydraulic 111- $or dis% &ra%es5 .isual inspection is re7uired E.ery ! hr of flight operations 111 6hile par%ing with dis% &ra%es The hand0par%ing &ra%es should &e left off and cho%es should &e used 111' ;ixing of &ra%e fluids will Negate the effecti.eness of the &ra%e 1112 In pneumatic &ra%e system A pressure &ag is used 111( The control system usually used to operate ailerons Ca&le and pulleys push and pull rode and tor7ue tu&es when stic% control is used 111* 6hen wheel control is used5 ailerons are operated &y Ca&les + pulleys and in some cases push ,pull rods 11#! In transport category5 ailerons are operated &y 6heel and pulley aided &y Hydraulic pressure 11#1 V=ungeesV are /pring that exert pressure in tu&es to maintain trimmed condition 2
11## Dround ad8usta&le trim ta&s are attached to Ailerons or rudder 11#) Anti, ser.o ta&s are Trimming ta&s on sta&ilators 11#- Large a0c use /er.o, ta&s 11# In ser.o , ta& The control surface mo.es in the opposite direction of ta& mo.ement 11#' /pan loading is Dross weight di.ided &y span l&0foot! 11#2 6ing loading is expressed in L&0s7uare feet 11#( Power loading is Dross weight di.ided &y H"P L&0 HPJ 11#* 4ead load is the 6eight of the a0c standing on the ground 11)! Li.e load is The additional load imposed &y acceleration5 turns etc 11)1 Load factor is Actual load di.ided &y gross weight K li.e load di.ided &y dead load 11)# In straight and le.el flight5 the load factor is 1 11)) An a0c is said to ha.e stic% position sta&ilityO when The a0c re7uires the control column to &e mo.ed rearward to increase the AoA and to trim at low airspeeds and mo.e forward with decreasing AoA and trim at high air speeds 11)- 6hen flying in tur&ulence or gust
4ecreases as the weight decrease 11)( The procedure to fly in tur&ulence is 6ing le.el attitude5 maintain airspeed not altitude 11)* 6hile approach to land se a speed higher nearJ than the pu&lished speed for landing to a.oid a gust imposed stall 11-! A0c technical log consists of Air frame log5 Engine log for each engine and propeller log for each propeller 11-1 Air time flight time should &e recorded The nearest minutes or Nearest to the six minutes when using the decimal system 11-# Air time is Time from T0o to touch down 11-) $light time is Time &etween cho%es off to cho%es on 11-- Cam&er is defined as The cur.ature of upper and lower surface of an aerofoil 11- $light path and relati.e air flow are 9pposite &ut parallel 11-' Induced drag is the drag produced &y Lift generating de.ices 6ingsJ 11-2 6ing tip .ortices indicates The presence of Induced drag 11-( 6ing tip .ortices rotate Anticloc%wise on right wing and cloc%wise on left wing 11-* Dround effect
11- The weight of a0c in CL0C4 ratio Affect induced drag 11 The Profile of a0c in CL0C4 ratio Affect the parasite drag 11' 6ing fences pro.ide /low speed handling and stall characteristics 112 In straight wing a0c5 the wing fence Control the airflow o.er the flap are 11( Ad.erse yaw is caused &y Aileron drag 11* Lateral sta&ility is pro.ided &y 4ihedral5 /weep &ac%5 eel effect and proper distri&ution of weight 11'! Excessi.e dihedral will
1121 The wind milling propeller produce Negati.e thrust or 4rag 112# A strong H06 will /teepen the Dlide path 112) A strong tail wind will $latten the D0P 112- 4uring a le.el turn5 as the &an% increases5 The &ac% pressure re7uired to increase the AoA increases 112 6hen airspeed remains constant5 as the angle of &an% increase5 what happens to the followingB
11( If C"D mo.es forward from most aft position5 the /tall speed Increases 11(' If C"D mo.es aft5 the /tall speed 4ecreases 11(2 4ecreased longitudinal sta&ility results in :iolent stall characteristics 11(( 4uring a turn5 the stall angle is reached At a higher speed than in a le.el flight 11(* /tall speed during a turn is gi.en &y Normal stall speed x s7uare root of the load factor 11*! $rost5 snow and ice Alter the lifting characteristics of the aerofoil5 increase stall speed5 decrease stall AoA 11*1 $rost /poils the smooth airflow &y /eparating the &oundary layer 11*# The effect of weight on stall speed is As the weight increases5 critical AoA reaches at a higher airspeed and stall occurs early 11*) VCold soa%ingV is $ormation of clear ice 0 frost o.er the wing a&o.e fuel tan%s after a high altitude flight 11*- /tall warning de.ices 4o not help to warn the pilot a&out an imminent stall due to frost5 ice5 11* /tall warning de.ices are /et to operate at a speed 8ust &efore it stalls 11*' If a pilot happens to enter a hea.y rain5 The <94 will increase5 airspeed will decrease 11*2 The stall reco.ery process is Lower the nose5 apply more power 11*( /pinning is defined as An auto rotation which de.elops after an aggra.ated stall 11** In spinning5 The down going wing gets less lift and up going wing gets more lift 1#!! /pinning canWt &e reco.ered with the help of Ailerons (!
snow or rain
1#!1 The spinning of a0c in.ol.es Pitch5 runaway? situation of a Trim Qac%5 The leading edge is deflected full up0down and the pilot must control the a0c using ele.ators only 1#1' In =utter fly model a0c5 The rudder and ele.ator is replaced &y two aerofoil in :,shape (1
