RECIPRO & GAS TURBINE - OXFORD

The t erm "Self Sust aining Speed" means t hat :

a. The aircraft can roll forward wit h no furt her
opening of t he t hroles.
b. The speed from which t he engine can
accelerat e t o full power wit hin 5 seconds.
d
c. The engine will run independent ly of ext ernal
help.
d. The speed from which t he engine can
accelerat e t o idle wit hout t he help of t he
st art er mot or.

A high energy ignit ion syst em works on t he

principle of:
a. Obt aining power from a st ep up t ransformer
from t he aircraft 's A.C. power syst em.
d
b. Magnet o st at ic induct ion.
c. Fleming's Right Hand Rule.
d. Obt aining energy from t he discharge of a
capacit or.

When gases pass t hrough a convergent duct

t heir:
a. Velocit y and t emperat ure increase and t heir
pressure decreases.
b. b. Their velocit y increases and t heir
t emperat ure and pressure decrease.
c. Their velocit y decreases and t heir
t emperat ure and pressure increase.
d. They expand adiabat ically.

d Select t he correct order of best propulsive

efficiency, from low t o high airspeed
a. High by-pass rat io t urbo jet , Low by-pass
rat io t urbo jet , Pure t urbo jet , Turbo-prop.
b. Low by-pass rat io t urbo jet , Pure t urbo jet ,
Turbo-prop, High by-pass rat io t urbo jet .
c. Pure t urbo jet , Turbo-prop, High by-pass rat io
 t urbo jet , Low by-pass rat io t urbo jet .
d. Turbo-prop, High by-pass rat io t urbo jet , Low
by-pass rat io t urbo jet , Pure t urbo jet .

The highest pressure in a gas t urbine engine

occurs:
a. Bet ween t he compressor and t he
a combust ion chamber.
b. In t he combust ion chamber.
c. In t he jet pipe.
d. At t he P1 probe.

In a t urbo-fan engine, t he fan speed is

cont rolled by:
a. A reduct ion gear.
c
b. A wast e gat e.
c. The t urbine.
d. Varying t he pit ch.

In a high rat io by-pass engine:

a. All of t he air goes t hrough bot h t he low and
high pressure compressors.
b. Not all t he air goes t hrough t he high pressure
b compressor.
c. Not all t he air goes t hrough t he low pressure
compressor.
d. All t he air goes t hrough t he high pressure
compressor.

Modular const ruct ion:

a. Is only used on t urbo-prop engines.
b. Cannot be used on high rat io engines.
d c. Has a weight saving funct ion.
d. Enables malfunct ioning sect ions of t he
engine t o be changed wit hout changing t he
whole engine.

Gas t urbine engine efficiency increases wit h:

a. An increase in volumet ric efficiency.
c b. An increase in ambient t emperat ure.
c. A decrease in ambient t emperat ure.
d. A decrease in ambient air pressure.

c On a cold day, t he idle speed of a gas t urbine

engine which has no fuel cont rol unit
 compensat ion:
a. Is unaffect ed by t emperat ure.
b. Will increase.
c. Will decrease.
d. Will increase by no more t han 4%.

The By-Pass Rat io of an engine is t he rat io of:

a. Primary air t o t ert iary air.
b. Cold st ream air t o t hat flowing t hrough t he
b
hot core of t he engine.
c. Exhaust gas pressure t o air int ake pressure.
d. Primary air t o secondary air.

The Gas Turbine Engine uses t he principle of:

a. Newt on's Third Law of mot ion.
b. Creat ing t hrust equal t o t he weight of t he
a aircraft .
c. Expelling air at t he same speed as t hat of
t he aircraft .
d. The fluid flywheel.

The addit ion of heat in a combust ion chamber

allows a:
a. Large expansion at a subst ant ially const ant
pressure.
a
b. Large expansion at a const ant volume.
c. Large expansion at a decreasing st at ic
pressure.
d. Minimum expansion at a const ant volume.

In a divergent duct :
a. The pressure decreases and t he t emperat ure
and velocit y increases.
b. The pressure, velocit y and t emperat ure
c increases.
c. The pressure t emperat ure increases and t he
velocit y decreases.
d. The pressure decreases, t he t emperat ure
increases and t he velocit y remains const ant .

c In a t win spool engine:

a. The L.P. compressor is connect ed t o t he H.P.
compressor.
b. The H.P. t urbine is connect ed t o t he L.P.
compressor, t he L.P. t urbine is connect ed t o
 t he H.P. compressor.
c. The L.P. t urbine is connect ed t o t he L.P.
compressor, t he H.P. t urbine is connect ed t o
t he H.P. compressor.
d. The H.P. t urbine is connect ed t o t he L.P.
t urbine, t he H.P. compressor is connect ed t o
t he L.P. compressor.

A By-Pass Rat io of 5:1 means t hat :

a. 5 pounds of air is by-passed for every 10
pounds ent ering t he engine int ake.
b. 5 pounds of goes t hrough t he H.P.
compressor for every 10 pounds t hat ent ers
d t he int ake.
c. 10 pounds of air goes t hrough t he by-pass
for every 5 pounds t hat ent ers t he int ake.
d. 5 pounds of air is by-passed for every 1
pound t hat goes t hrough t he hot core of t he
engine.

Aft of t he compressor:
a. The velocit y of t he airflow remains t he same.
b. The velocit y of t he airflow decreases before
t he combust ion chamber.
b
c. The velocit y increases before t he
combust ion chamber.
d. The air pressure decreases before t he
combust ion chamber.

The fan in a duct ed fan engine, is driven by:

a. The high pressure t urbine.
b b. The rearmost t urbine.
c. The int ermediat e pressure t urbine.
d. All of t he above.

In a by-pass engine, t he by-pass air:

a. Increases t he air mass flow and t herefore
increases t he propulsive efficiency.
b. Cools t he combust ion chamber and
a t herefore increases t he t hermal efficiency.
c. Reduces t he air mass flow and t herefore
increases t he propulsive efficiency.
d. Increases t he air mass flow and t herefore
reduces t he propulsive efficiency.
 The majorit y of t he t hrust of a:
a. Turbo-fan engine comes from t he t urbine
exhaust .
b. Turbo-prop engine comes from t he t urbine
d
exhaust .
c. Turbo-shaft engine comes from t he free
power t urbine exhaust .
d. Turbo-fan engine comes from t he by-pass air.

A Pure Turbo-Jet engine gives:

a. A small accelerat ion t o a large mass of air.
d b. A large accelerat ion t o a large mass of air.
c. A small accelerat ion t o a small mass of air.
d. A large accelerat ion t o a small mass of air.

During t he Brayt on cycle, combust ion t akes

place:
a. Cont inuously.
a
b. Once every revolut ion.
c. Once every ot her revolut ion.
d. Only during t he st art cycle.

In a high by-pass engine wit h a 'pit ot ' int ake,

wit h t he engine running and t he brakes on, what
will P1 be in relat ion t o P0?
c a. Same
b. Great er
c. Less
d. 14.7psi

A pit ot int ake forms a _ _ _ _ _ _ _ _ _ _ _ _

duct _ _ _ _ _ _ t he fan t o ensure t hat t he airflow
_ _ _ _ _ _ t o _ _ _ _ _ _ _ _ and achieves a _ _ _ _ _ _ _ _
a. convergent - before - speeds up subsonic -
pressure rise
d b. divergent - aft er - slows down - subsonic -
pressure rise
c. divergent - before - speeds up sonic -
pressure drop
d. divergent - before - slows down subsonic -
pressure rise

c What effect will severe icing in t he int ake have

on a high by-pass engine?
 a. The axial velocit y of t he air will increase wit h
a reduct ion in t he angle of at t ack of t he airflow
wit h t he compressor blades and a possible
st all.
b. The axial velocit y of t he air will decrease
wit h a reduct ion in t he angle of at t ack of t he
airflow wit h t he compressor blades and a
possible st all.
c. The axial velocit y of t he air will decrease
wit h an increase in t he angle t hat t he result ant
airflow forms wit h t he compressor blades
chord line and a possible st all.
d. The axial velocit y of t he air will increase wit h
an increase in t he angle of at t ack of t he airflow
wit h t he compressor blades and a possible
st all.

Which of t he following would be classed as

prudent when carrying out Engine Ground Runs?
a. Only carry out engine runs wit h a t ail wind
b
b. Fit debris guards when running
c. Only do ground runs on Tarmac
d. Only do ground runs on concret e

Wit h an 'S' t ype int ake, if t he pilot select s max

RPM while st anding st ill, t here is a st rong
possibilit y t hat :
a. The angle, which t he relat ive airflow forms
wit h t he compressor blades, will become t oo
small, which will cause t he engine t o st all and
surge.
b. The angle, which t he relat ive airflow forms
wit h t he compressor blades, will become t oo
c small, which will cause t he engine t o surge t hen
st all.
c. The angle which t he relat ive airflow forms
wit h t he compressor blades will become t oo
large, which will cause t he engine t o st all and
surge.
d. The angle, which t he relat ive airflow forms
wit h t he compressor blades, will become t oo
large, which will cause t he engine t o surge t hen
st all.
 Secondary air inlet doors are ut ilised:
a. When an aircraft is in t he cruise
b. When t he aircraft is near it s maximum IAS.
d c. When t he rpm of t he engine is low while
st at ionary.
d. When t he rpm of t he engine is high when
st at ionary.

What is t he purpose of t he supersonic diffuser

in t he variable t hroat int ake?
a. Final reduct ion in velocit y prior t o
compressor face.
b. Int erim reduct ion in velocit y t o below Mach 1
a prior t o a furt her reduct ion in t he subsonic
diffuser.
c. Int erim reduct ion in velocit y t o below Mach
.5 prior t o a furt her reduct ion in t he
subsonic diffuser.
d. Increase in velocit y prior t o compressor face.

The purpose of an air inlet is t o provide a

relat ively _ _ _ _ _ _ _ _ supply of air t o t he
_ _ _ _ _ _ _ _ of t he _ _ _ _ _ _ _ _ compressor.
a a. t urbulent free - face - low pressure
b. t urbulent face - low pressure
c. t urbulent free - rear - low pressure
d. t urbulent free - face - high pressure

In a pit ot int ake t he t erm 'Ram Pressure

Recovery' refers t o t he t ime when:
a. EPR has at t ained t he t ake off set t ing.
b. The HP Compressor has reached it s
d
maximum.
c. The EPR has recovered t o it s opt imum figure.
d. Int ake pressure has been re-est ablished t o
ambient pressure.

The effect on EPR wit h an iced up P1 probe

wit h t he RPM of t he engine increasing
a. EPR would decrease.
d b. No change.
c. EPR would moment arily decrease t hen
increase.
d. EPR would increase.
 The pressure rat io of a gas t urbine engine
compressor is:
a. Equal t o t he number of compression st ages.
b. The rat io bet ween compressor out let and
b
compressor inlet pressure.
c. The rat io bet ween exhaust inlet and exhaust
out let pressure.
d. Never great er t han 5 t o 1.

The compressor idling speed of a gas t urbine

engine will increase:
a. At higher ambient t emperat ure.
a
b. Wit h higher t han sea level densit y.
c. At alt it udes lower t han sea level.
d. At lower ambient t emperat ure.

One st age of an axial flow compressor consist s

of:
a. One rot or assembly and one row of st at or
vanes.
a
b. One st at or assembly and one row of guide
vanes.
c. One rot or and one impeller assembly.
d. One impeller and one diffuser assembly.

The pressure rise across each st age of an axial

flow compressor is:
a. Great er t han t hat of a cent rifugal
d compressor.
b. Bet ween 3 and 5 t o one.
c. Twice t he inlet pressure.
d. Bet ween 1.1 and 1.2 t o one.

The ring of blades which somet imes precede

t he first rot or st age of an axial flow
compressor are called:
b a. The first st age st at or blades.
b. The inlet guides vanes.
c. First st age diffuser blades.
d. Nozzle guide vanes.

c As air passes t hrough an axial flow compressor,

a pressure rise t akes place in:
a. The impeller and t he diffuser.
 b. The rot or blades only.
c. Bot h t he rot or blades and t he st at or vanes.
d. The st at or vanes only.

In t he event of a surge occurring t he correct

act ion t o be t aken is:
a. To close t he t hrot t le quickly.
b
b. To close t he t hrot t le slowly.
c. To open t he t hrot t le fully.
d. To close t he LP fuel valve.

Shrouding of st at or blade t ips is designed t o:

a. Prevent t ip t urbulence.
c b. Ensure adequat e cooling.
c. Minimise vibrat ion.
d. Prevent t ip losses.

The cross sect ional area of t he air annulus is

reduced as it approaches t he combust ion
chamber:
a. To maint ain t he volume of t he air under rising
pressure.
c b. To prevent an increase of t he velocit y of t he
air under rising pressure.
c. To maint ain t he speed of t he air ent ering t he
engine.
d. To allow longer blades t o be used in t he
lat t er st ages of t he compressor.

The at t achment of blades t o t he compressor

disc:
a. Allows slight movement t o relieve st ress
concent rat ion.
b. Is rigid.
a c. Prevent s t hem being cont aminat ed by t he
at mosphere.
d. Allows slight movement because of t he
different expansion rat es of t he blades and t he
disc, which would ot herwise cause cent er line
closure.

c Compressor blades are designed t o produce:

a. A given pressure and velocit y rise.
b. A const ant flow over t he engine speed range.
c. A st eady velocit y wit h a pressure rise over
 t he engine speed range.
d. Turbulent flow int o t he combust ion chamber.

A compressor blade will st all when:

a. The air axial velocit y and rot at ional speed
relat ionship is dist urbed.
b. The mass air flow and speed relat ionship is
a
const ant .
c. The speed of t he gas flow t hrough t he
t urbine falls below 0.4 Mach.
d. The compression rat io exceeds 10 t o 1.

Compressor surge will occur when:

a. All st ages are at maximum efficiency.
b. All st ages are at maximum RPM.
d
c. There is a part ial breakdown of airflow
t hrough t he compressor.
d. All st ages have st alled.

Cascade vanes are fit t ed in which part of t he

cent rifugal compressor?
a. The air inlet
b
b. The out let elbow
c. The impeller
d. The diffuser

The purpose of t he diffuser vanes in a

cent rifugal compressor is t o:
a. Increase t he charge t emperat ure.
d
b. Convert pressure energy int o kinet ic energy.
c. Increase t he air velocit y.
d. Convert kinet ic energy int o pressure energy.

The pressure rise across a cent rifugal

compressor:
a. Occurs in t he impeller only.
b. Occurs in t he diffuser only.
c
c. Is shared almost equally by t he impeller and
t he diffuser.
d. Is always great er in t he diffuser t han in t he
impeller.

d To gain a great er pressure rat io t han 4:1:

a. Two cent rifugal compressors can be placed
in parallel.
 b. The compressor diamet er must be reduced.
c. The cascade vanes must be convergent .
d. Two cent rifugal compressors can be placed
in series wit h each ot her.

The major disadvant age of a cent rifugal

compressor is t hat :
a. It cannot cope wit h a large mass flow of air.
a b. It cannot be used for a t urbo jet engine.
c. A larger t urbine must be used.
d. It is more prone t o damage t han t he axial
flow compressor

The purpose of cascade vanes is t o:

a. Increase t he velocit y of t he airflow prior t o it
ent ering t he combust ion chambers.
b. Turn t he air smoot hly t hrough 90 degrees and
b
complet e diffusion.
c. Remove swirl from t he airflow.
d. Swirl t he air, ready for t he next compression
st age.

The t ype of compressor used t o creat e radial

airflow would be:
a. Posit ive displacement .
c
b. Axial.
c. Cent rifugal.
d. Const ant volume.

Under ideal condit ions t he pressure rise across

a cent rifugal compressor can be:
a. 1.1 or 1.2 t o 1.
b
b. Not more t han 4 t o 1.
c. 1.5 t o 1.
d. 30 t o 1.

An advant age of a cent rifugal compressor is

t hat it is:
a. Dynamically balanced.
b. More robust and is easier t o develop and
b
manufact ure.
c. Unaffect ed by t urbulence.
d. Able t o handle a larger mass of air t han an
axial flow compressor.
 A compressor st all causes:
a. The vibrat ion level t o increase wit h a
decrease in t he t urbine gas t emperat ure.
b. An increase in t he t urbine gas t emperat ure
b
and t he vibrat ion level.
c. The rot at ion of t he engine t o st op suddenly.
d. The airflow t hrough t he engine t o st op
suddenly.

Air passing t hrough a convergent duct

experiences:
a. A decrease in t emperat ure and pressure wit h
an increase in velocit y.
a b. An increase in t emperat ure and velocit y wit h
a decrease in pressure.
c. An increase in t emperat ure and pressure wit h
a velocit y decrease.
d. Adiabat ic expansion.

Fuel is regulat ed on rapid engine accelerat ion:

a. To prevent det onat ion in t he combust ion
chambers.
b. Because t he rapid response of t he
compressor might cause a flame out .
d
c. Because t he cooling effect of t oo much fuel
would cause a drop in pressure in t he
combust ion chamber.
d. To prevent inducing a compressor st all and
surge.

A compressor st all:
a. Is overcome by increasing t he fuel flow.
b. Is a complet e breakdown of t he airflow
c t hrough t he compressor.
c. May only affect one st age or several st ages
of a compressor.
d. Is mechanical failure of t he compressor.

b Compressor blades increase in size:

a. From t he root t o t he t ip t o increase t he
t emperat ure.
b. From t he high pressure sect ion of t he
compressor t o t he low-pressure sect ion.
c. From t he low-pressure sect ion of t he
 compressor t o t he high-pressure sect ion t o
maint ain a const ant airflow velocit y.
d. From t he t ip t o t he root t o decrease t he
t emperat ure.

The occurrence of compressor st alls is limit ed

by:
a. Bleed valves.
a
b. Nozzle guide vanes.
c. Swirl vanes.
d. Cascade vanes.

Bleed valves are aut omat ically opened:

a. At maximum R.P.M. t o prevent compressor
st all.
b. At low R.P.M. t o prevent t he t urbine st alling.
d
c. During engine accelerat ion t o prevent t urbine
surge.
d. At low engine R.P.M t o prevent t he
compressor st alling.

To prevent compressor st all at t he rear of t he

compressor, bleed valves must be posit ioned:
a. At t he rear st ages of t he compressor.
c
b. At t he front st ages of t he compressor.
c. At t he mid st ages of t he compressor.
d. At t he int ake of t he engine.

A complet e breakdown of airflow t hrough a

compressor is known as:
a. Compressor t urbulence.
c
b. Compressor buffet .
c. Compressor surge.
d. Compressor seizure.

One indicat ion t hat a compressor bleed valve

has st uck closed at low R.P.M. is:
a. Possible compressor st all.
a
b. An inabilit y t o achieve full power.
c. That bleed air is reduced.
d. That t he engine will st op.

d Wit hin t he compressor:

a. Bleed valves are set t o open at high R.P.M.
b. Pressure decreases.
 c. Temperat ure decreases.
d. Temperat ure increases.

Bleeding compressor air for ant i-icing will

cause:
a. An increase in T.G.T., a decrease in t hrust and
an increase in S.F.C.
a b. A decrease in T.G.T., an increase in t hrust and
a decrease in S.F.C.
c. An increase in R.P.M. and fuel flow.
d. An increase in R.P.M. and a decrease in fuel
flow.

Variable inlet guide vanes:

a. Deflect air past t he compressor.
b b. Prevent compressor st all.
c. Deflect air past t he t urbine.
d. Induce air int o a cent rifugal compressor.

Compressor blades are t wist ed from root t o

t ip:
a. To decrease t he pressure.
b
b. To maint ain a correct angle of at t ack.
c. To reduce t he relat ive airflow.
d. To give added rigidit y t o t he blade st ruct ure.

In a compressor:
a. The air t emperat ure is st eady wit h a pressure
rise.
d b. The air t emperat ure falls wit h a pressure rise.
c. The drop in air t emperat ure is inversely
proport ional t o t he pressure rise.
d. The air t emperat ure rises wit h a pressure rise.

A st all in a gas t urbine engine is most likely t o

occur wit h _ _ _ _ _ _ Pressure Rat io and _ _ _ _ _
Locat ion in Compressor
c a. High, Front
b. High, Back
c. Low, Back
d. Low, Front

c Cont aminat ion of t he compressor:

a. Is not likely t o prove a problem if t he aircraft
is not flown at low level over t he sea.
 b. Will not decrease t he performance of t he
engine if t he fuel sulphur cont ent does not
exceed .001%.
c. Can seriously reduce t he efficiency of t he
engine.
d. Can be reduced by periodically flying t hrough
t hunderst orms.

The low pressure compressor of a high rat io

by-pass engine:
a. Is driven by t he high pressure t urbine.
d b. Rot at es fast er t han t he high-pressure
compressor.
c. Is always a cent rifugal compressor.
d. Is driven by t he rearmost t urbine.

The rat io of air t o kerosene t o give t he

great est heat release during combust ion is:
a. 45 : 1.
d
b. 130 : 1.
c. 12.5 : 1.
d. 15 : 1.

One advant age of an annular combust ion

chamber syst em is t hat :
a. The diamet er of t he engine is reduced.
c b. There is unrest rict ed airflow at maximum
r.p.m.
c. There are no flame propagat ion problems.
d. The air casing area is great er.

Of t he t ot al airflow ent ering t he combust ion

chamber t he percent age t hat is mixed wit h t he
fuel
and burnt is:
c
a. 10%
b. 40%
c. 20%
d. 60%

a The combust ion chamber drain valve is closed:

a. By combust ion chamber gas pressure.
b. By a ret urn spring.
c. By 12t h st age compressor air pressure.
d. During a blow out cycle.
 A cannular combust ion syst em is:
a. A set of flame t ubes, each of which is
mount ed in a separat e air casing.
b. A set of flame t ubes enclosed in a common
b air casing.
c. One common flame t ube enclosed in a
common air casing.
d. Superior t o t he annular syst em because it
only requires one ignit er.

It is necessary t o have a combust ion drain

syst em:
a. To prevent pressure build up in t he
combust ion chamber.
b. To allow moist ure cont ent in t he fuel t o drain
c
away.
c. To allow any unburnt fuel t o drain aft er shut
down or a wet st art .
d. To prevent t he ignit ers becoming wet t ed by
excess fuel.

The purpose of t he t ert iary airflow creat ed in

t he combust ion chamber is t o:
a. Reduce t he gas t emperat ure and cool t he
flame t ube.
a b. Form a t oroidal vort ex, which anchors and
st abilises t he flame.
c. Reduce t he gas t emperat ure and cool t he
burner head.
d. Ensure complet e combust ion of t he fuel.

A re-light envelope:
a. Shows t he flame st abilit y limit s.
b. Shows airspeed and alt it ude limit at ions for
b an in-flight rest art .
c. Shows fuel / air mixt ure limit at ions for an in-
flight rest art .
d. Cont ains t he in flight re-st art ignit er plugs.

b Swirl vanes in t he combust ion chamber:

a. Increase t he velocit y of t he airflow.
b. Reduce t he velocit y of t he airflow.
c. Prevent compressor st all.
d. Help t o st abilize combust ion.
 The air ent ering t he combust ion chamber is
divided; a small percent age is used in
combust ion, t he rest :
a. Is syphoned off for airframe ant i-icing
purposes.
d b. Is used only for cooling t he gases before
t hey exit t he combust ion chamber.
c. Is used t o reduce t he oil t emperat ure and
cool t he t urbine blades.
d. Is used t o cool bot h t he gases exit ing t he
chamber and t he walls of t he air casing.

The effect on t he t emperat ure and pressure of

t he gases as t hey pass across t he t urbine is:
a. Their t emperat ure decreases and t heir
pressure rises.
b. Bot h t heir t emperat ure and pressure
c
increase.
c. Bot h t heir t emperat ure and pressure
decrease.
d. Their t emperat ure increases and t heir
pressure falls.

Nozzle guide vanes are fit t ed before t he

t urbine:
a. To increase t he velocit y of t he airflow.
b. To decrease t he velocit y of t he gas flow
c
t herefore increasing it s pressure.
c. To increase t he velocit y of t he gas flow
t herefore reducing it s pressure.
d. To increase t he t emperat ure of t he gas flow.

One reason for shrouding t urbine blades is:

a. To reduce "creep" which may occur in t he
blades.
b
b. To improve efficiency and reduce vibrat ion.
c. To enable t hinner blades t o be used.
d. To minimise blade end erosion.

a The blades are usually at t ached t o t he t urbine

disc by a "Fir Tree" root . A t ight fit is ensured
during operat ion:
a. By t he act ion of cent rifugal force.
 b. By t hermal expansion of t he disc.
c. By blade compression loads and t hermal
expansion.
d. By t orque loading and t hermal expansion.

The main cont ribut ory fact ors which cause

creep in t urbine blades are:
a. High t emperat ure and t ensile loading.
a
b. High rpm and t orque loading.
c. High rpm and high gas speeds.
d. High t emperat ure and high gas speeds.

A free power t urbine:

a. Has a clut ch bet ween t he compressor and
t he power out put shaft .
b. Has no mechanical connect ion wit h t he ot her
b
t urbine or compressor shaft s.
c. Has a direct drive wit h a free wheel unit .
d. Comes free wit h every 2,000 gallons of
AVTUR.

The mixt ure of impulse and react ion blade

shape in t he average t urbine blade is such t hat :
a. The inner half is impulse and t he out er half is
react ion.
b. The inner half is react ion and t he out er half is
a
impulse.
c. The leading edge is react ion and t he t railing
edge is impulse.
d. The t railing edge is react ion and t he leading
edge is impulse.

Blade creep is:

a. Movement of t he t urbine blades around t he
t urbine disc.
b. Temporary expansion due t o t emperat ure
d change.
c. Temporary elongat ion due t o cent rifugal
forces.
d. Permanent elongat ion due t o heat and
cent rifugal force.

d The net operat ing t emperat ure of a gas t urbine

engine is limit ed by:
a. The mat erials from which t he combust ion
 chamber is const ruct ed.
b. The amount of fuel which can be fed int o t he
combust ion chamber.
c. The abilit y of t he compressor t o pass
sufficient air rearwards.
d. The mat erials from which t he nozzle guide
vanes and t he t urbine blades are const ruct ed.

The impulse-react ion blade is t wist ed along it s

lengt h so t hat :
a. There is a great er angle at t he base t han at
t he t ip.
b. The gas flow is accelerat ed t hrough t he
c
t urbine.
c. The gas does equal work along t he whole of
it s lengt h.
d. The gas flow is decelerat ed t hrough t he
nozzle guide vanes.

The velocit y of t he gases in t he exhaust unit is

held t o:
a. 0.5 Mach t o minimise t urbulence.
a b. 0.75 Mach t o opt imise t he pressure
dist ribut ion.
c. 0.85 Mach t o maximise t hrust .
d. Mach 1 t o maximise accelerat ion.

The exhaust cone:

a. St raight ens t he gas flow before it goes int o
t he t urbine assembly.
b b. Prevent s t he hot gases flowing across t he
rear t urbine face.
c. Increases t he velocit y of t he gases.
d. Decreases t he pressure of t he gas.

The propelling nozzle is designed t o:

a. Increase t he velocit y and decrease t he
pressure of t he gas st ream.
b. Decrease t he velocit y and increase t he
a pressure of t he gas st ream.
c. To increase t he velocit y and t he pressure of
t he gas st ream.
d. To decrease t he velocit y and t he pressure of
t he gas st ream.
 A nozzle is said t o be "choked" when:
a. The gas flow t hrough it is subsonic.
b. The gas flow t hrough it reaches it s sonic
b
value.
c. The gas t emperat ure rises.
d. The gas flow t hrough it is supersonic.

A choked nozzle:
a. Decreases t hrust .
b. Gives addit ional pressure wit hout t he
d addit ion of heat .
c. Has no effect on t hrust .
d. Implies t hat no furt her increase in velocit y
can be obt ained wit hout t he increase of heat .

The exhaust gasses pass t o at mosphere via

t he propelling nozzle which:
a. Is a convergent duct , t hus it increases t he
gas velocit y.
a b. Convert s kinet ic energy int o pressure energy.
c. Is a divergent duct , t hus it increases t he gas
velocit y.
d. Is a divergent nozzle, t hus it increases t he
gas pressure.

The jet pipe is insulat ed from t he airframe by:

a. Heat insulat ion mat erials.
b. A cooling air jacket .
c
c. A combinat ion of cooling air and insulat ing
mat erial.
d. Semi-conduct ing geodet ic st ruct ures.

The noise from a high rat io by-pass engine:

a. Is creat ed mainly in t he exhaust sect ion.
b. Is high in t he exhaust sect ion because of t he
high velocit y gas flow.
c
c. Is predominant ly from t he fan and t he
t urbine.
d. Is great er t han t hat from a t urbo-jet engine
of comparable power out put .

d The shape of t he volume wit hin t he jet pipe

casing immediat ely t o t he rear of t he t urbine:
a. Is convergent t o accelerat e t he gases
 t owards t he propelling nozzle.
b. Is divergent t o accelerat e t he gases away
from t he t urbine blades.
c. Is convergent t o increase t he pressure of
t he gases in t he jet pipes.
d. Is divergent t o reduce t he velocit y of t he
gases leaving t he t urbine.

The t urbine rear support st rut s:

a. Add swirl t o t he gases before t hey t ravel
down t he jet pipe.
b. Prevent t he hot gases flowing across t he
d rear face of t he rear t urbine bearing.
c. Allow ent ry of t he by-pass air int o t he
exhaust syst em.
d. St raight en out any residual whirl in t he gas
st ream.

An exhaust nozzle is said t o be choked when

t he velocit y at t he t hroat is:
a. Mach.5.
c
b. Below Mach 1.
c. At Mach 1.
d. Above Mach 1.

A cent rifugal breat her is used on a gas t urbine

engine:
a. To circulat e t he oil smoot hly.
b b. To minimise oil loss.
c. To emulsify t he oil and air mixt ure for great er
viscosit y.
d. To allow oxidisat ion of t he oil.

A high oil t emperat ure would indicat e t hat :

a. The oil pressure was high.
b. The exhaust gas t emperat ure (E.G.T.) was
d
high.
c. The oil filt er was blocked.
d. The air int ake of t he oil cooler was blocked.

b Oil seals are pressurised:

a. To ensure oil is forced int o t he bearings.
b. To ensure minimum oil loss.
c. To ensure t hat t he oil is prevent ed from
 leaving t he bearing housing.
d. To minimise heat loss in t he bearing housing.

In t he event t hat damage occurs t o t he mat rix

of t he fuel cooled oil cooler:
a. A pressure-maint aining valve ensures t hat t he
oil pressure is always higher t han t he fuel
pressure.
b. The fuel pressure is always kept higher t han
a
t he oil pressure t o ensure t hat t he fuel will leak
int o t he oil syst em.
c. A different ial pressure swit ch will illuminat e a
light in t he cockpit .
d. The oil by-pass valve will prevent a complet e
loss of oil pressure.

The bearing chambers of a gas t urbine engine

are vent ed:
a. Via t he auxiliary gear box drive.
b
b. Via t he cent rifugal breat her.
c. Via t he air seals, int o t he gas st ream.
d. To prevent oil loss.

The main bearings in an axial flow gas t urbine

engine are normally pressurised by:
a. Compressor by-pass air.
c b. Air at int ake pressure.
c. Air from an int ermediat e st age of t he
compressor.
d. Gas from t he second st age t urbine sect ion.

Magnet ic Chip Det ect ors are fit t ed in t he

engine:
a. To facilit at e early det ect ion of cracks in t he
compressor blades.
b. To facilit at e early warning of cracks in t he
c
t urbine blades.
c. To provide a warning of impending failure in
t he engine bearings.
d. To prevent a build up of st arch in t he
scavenge oil filt er.

a An int er-st age air seal is used where:

a. Engine sect ions are operat ing at different
pressures.
 b. Engine sect ions are subject ed t o pressures
of t he same value.
c. It is more convenient .
d. It is difficult t o obt ain access during rout ine
servicing.

An Int ernal Engine Overheat warning would

necessit at e:
a. The oil t emperat ure t o be closely monit ored.
d
b. The EGT t o be closely monit ored.
c. The engine power t o be reduced t o idle.
d. The engine t o be shut down.

If engine run down t ime is short , coupled wit h

high oil consumpt ion, t he most probable cause
is:
d a. Compressor blade rub.
b. Incorrect relief valve set t ing.
c. Excessive sealing air pressure.
d. Bearing chamber labyrint h seal rubbing.

Gas t urbines use for lubricat ion:

a. Mineral oil wit h addit ives (compound).
d b. Mineral oil st raight .
c. Mult i-grade 20/50.
d. Synt het ic oil.

For a pressure relief lubricat ing syst em, select

t he correct st at ement :
a. The flow and pressure change wit h engine
speed.
b. The pressure relief valve is fit t ed in series
wit h t he pump.
c
c. The pressure remains t he same for all engine
operat ing paramet ers.
d. The relief valve opens when pressure has
reached t he required pressure. Any excess flow
is ret urned by a dedicat ed line t o t he base of
t he engine for scavenging.

b If t he engine oil pump ceases t o funct ion t he

engine:
a. Will cont inue t o operat e at a lower RPM
because t he engine will be able t o suck t he oil
from t he reservoir and be sufficient ly
 lubricat ed.
b. Should be shut down.
c. Will be unaffect ed because t he scavenge
pumps have a larger operat ing capacit y t han
t he pressure pumps and will ensure t he engine
is lubricat ed sufficient ly.
d. Should be monit ored for a period of t ime t o
record oil t emperat ure.

In a Gas Turbine engine oil t emperat ure is

measured:
a. As it leaves t he fuel cooled oil cooler (FCOC).
a
b. Before ent ering t he engine.
c. Immediat ely aft er leaving t he engine.
d. In t he engine.

In a Gas Turbine engine oil pressure is

measured:
a. In t he engine.
c b. In t he ret urn line.
c. Aft er t he pressure pump.
d. In t he FCOC t o ensure oil pressure is always
above fuel pressure.

The magnet ic chip det ect ors are fit t ed in:

a. The pressure line bet ween t he pressure
pump and t he engine.
b. Suct ion line bet ween t he reservoir and t he
c
pressure pump.
c. Ret urn line bet ween t he engine and t he
scavenge pump.
d. Ret urn line aft er t he FCOC.

Gas Turbines use:

a. Wet sump and mineral oil.
b b. Dry sump and synt het ic oil.
c. Wet sump and synt het ic oil.
d. Dry sump and mineral oil.

d EPR is a
a. Rat io bet ween ambient pressure and exhaust
pressure.
b. Rat io bet ween ambient pressure and fan
pressure.
c. Rat io bet ween int ake pressure and
 compressor delivery pressure.
d. Rat io bet ween exhaust pressure and int ake
pressure.

In a high by pass engine whose fan max rpm is

20,000 rpm, when t urning at 5000 rpm will
develop approx.
c a. 25% t ake off t hrust .
b. 50% t ake off t hrust
c. 5% t ake off t hrust
d. 15% t ake off t hrust .

Wit h an increase in alt it ude which of t he

following st at ement s are correct for a jet
aircraft wit h const ant engine speed for a fixed
t hrot t le set t ing?

1. Temperat ure and pressure reduce wit h a

result ing drop in t hrust .
2. Fuel consumpt ion will increase.
3. Fuel consumpt ion will decrease.
4. Specific fuel consumpt ion will increase.
a
5. Specific fuel consumpt ion will decrease.
6. Specific fuel consumpt ion st ays relat ively
t he same
7. Temperat ure and pressure will reduce,
result ing in an increase in t hrust .

a. 1, 3, 6.
b. 2, 4, 1.
c. 7, 2, 4.
d. 1, 2, 5

The maximum t hrust t hat a jet engine can

develop will be:
a. Take off t hrust .
d
b. Go around t hrust .
c. Max climb t hrust .
d. Max St at ic Thrust .

c As t emperat ure _ _ _ _ _ _ _ _ _ _ _ air densit y

_ _ _ _ _ _ _ _ _ _ _ _ and t he mass of air for given
engine speed _ _ _ _ _ _ _ _ _ _ t herefore t hrust
_ _ _ _ _ _ _ _ _ _ _ . To maint ain t he compressor
speed however _ _ _ _ _ _ _ fuel must be added or
 t he compressor will _ _ _ _ _ _ _ _ _ .
a. decreases - decreases - increases -
increases - less - slow down
b. increases - decreases - decreases -
increases - more - slow down
c. decreases - increases - increases increases -
more - slow down
d. increases - decreases - increases -
decreases - less - speed up

From a st anding st art wit h an increase in

forward speed jet t hrust will:
a. Increase.
d b. St ay t he same.
c. Decrease.
d. Decrease t hen recover but will never achieve
it s init ial set t ing.

On a t urboprop aircraft wit h a 14 st age axial

flow compressor while climbing it will
experience:
a. Increase shaft horse-power - increase jet
t hrust - increase fuel consumpt ion
b b. Decrease shaft horse-power - decrease jet
t hrust - decrease fuel consumpt ion
c. Decrease shaft horse-power - increase jet
t hrust - decrease fuel consumpt ion
d. Decrease shaft horse-power - decrease jet
t hrust - increase fuel consumpt ion

On a t urboprop aircraft wit h a 14 st age axial

flow compressor while increasing forward
speed, it will experience:
a. Increase shaft horse-power - increase jet
t hrust
d b. Decrease shaft horse-power - decrease jet
t hrust
c. Decrease shaft horse-power - increase jet
t hrust
d. Increase shaft horse-power - decrease jet
t hrust

c On a part t hrot t led engine, t ake off t hrust

would be achieved:
a. Lat er t han normal due t o pressure in t he
 compressor being low.
b. Lat er t han normal due t o t he EPR being low.
c. Earlier t han normal.
d. Lat er t han normal due t o t he EPR being high.

In a gas t urbine engine:

a. Ram pressure is maximum at t he st art of t he
t ake off run.
b. Ram pressure is unaffect ed by airspeed.
d
c. Thrust is unaffect ed by t he aircraft 's
forward speed.
d. Thrust is maximum and ram pressure at
minimum at t he st art of t he t ake off run.

When aft er burning t he jet pipe will:

a. Close t o allow for t he decreased volume of
gas
b. Open t o allow for t he increased volume of
b
gas.
c. Remain t he same
d. Remain t he same unt il t he t emperat ure
reaches 1700C t hen open.

When does t he variable nozzle open?

a. When t he exhaust t emperat ure reaches
1700C
b
b. Aut omat ic when aft er burning select ed.
c. Aut omat ic on t ake off.
d. Aut omat ic when approaching Mach 1.

When leaving t he t urbine t he gas st ream:

a. Increases velocit y immediat ely t o maximise
t hrust .
b. Is diffused t o ensure t he aft erburning flame
b is st abilised.
c. Goes t hrough a convergent duct t o ensure
t he aft er-burning flame is st abilised.
d. Goes t hrough a divergent duct t o maximise
t hrust .

d Which of t he following st at ement s are correct

wit h regard t o aft er-burning?

1. Fuel consumpt ion increases

2. Fuel consumpt ion decreases.
 3. Pressure t hrust decreases
4. Thrust increases.
5. Pressure t hrust increases.
6. EGT increases
7. EGT decreases
8. Thrust decreases.

a. 1, 3, 4 and 6
b. 2, 4, 5 and 6
c. 8, 1, 5 and 7
d. 6, 5, 4 and 1

On a t urbojet aircraft which of t he following

st at ement s would be correct wit h t he
int roduct ion of wat er int o t he combust ion
chamber?
a. Power can be rest ored up t o it s flat rat ed
100% only, and is prevent ed from exceeding it s
limit at ions due t o a pressure sensor at t he high
pressure out let .
b. Power can be rest ored up t o it s flat rat ed
a
100% only, due t o a pressure sensor at t he
combust ion chamber out let .
c. Power can be rest ored up t o it s flat rat ed
100% only, due t o a pressure sensor in t he
exhaust .
d. Power can be augment ed above 100% due
t o t he denser mixt ure impinging on t he t urbine,
which consequent ly drives t he compressor
quicker.

In a t urboprop aircraft wit h wat er met hanol

inject ion in t he combust ion chamber, which of
t he following st at ement s would be correct ?
a. SHP can be re-est ablished up t o 100% only,
when operat ing in warmer climat es.
b. SHP can be increased beyond 100% by
b maint aining t he RPM and increasing t he blade
angle.
c. SHP can be increased beyond 100% by
increasing RPM and decreasing t he blade angle.
d. SHP can be increased beyond 100% by
maint aining RPM and decreasing t he blade
angle.
 Wat er Met hanol is inject ed int o an engine so
t hat t he combust ion chamber inlet
t emperat ure is reduced and t here is:
a. A subst ant ial power decrease.
b. A subst ant ial power increase wit h no
b increase in fuel flow.
c. A subst ant ial power increase which is due
solely t o t he combust ion of met hanol.
d. An increase in power out put solely due t o t he
increased fuel flow, since met hanol does not
burn.

When met hanol is added t o a wat er inject ion

syst em:
a. It is an import ant source of fuel.
b. It is an ant i-freeze.
c
c. It is an import ant source of fuel and an ant i-
freeze.
d. The t emperat ure of combust ion remains t he
same.

Wat er inject ion is used for t ake off:

a. To cool t he combust ion chambers.
b. To cool t he t urbine blades.
c c. Only at high alt it ude airfields where t he
prevailing t emperat ure is high.
d. At airfields wit h an ambient t emperat ure
above 30°F

Use of reverse t hrust below t he recommended

speed may cause:
a. Over st ressing of t he gear oleos.
b. Ingest ion of t he exhaust gases and foreign
b object s.
c. More fuel t o be provided t o t he burners.
d. The T.G.T. limit t o be exceeded, in which case
t he reverse t hrust lever will ret urn t o t he
forward t hrust posit ion.

c A big fan engine get s reverse t hrust by:

a. Reversing t he direct ion of rot at ion of t he
compressor.
b. Deflect ing t he exhaust gases.
 c. Blocking t he by-pass air.
d. Reversing t he hot st ream gases.

Before reverse t hrust can be select ed, t he

forward t hrust lever must be:
a. Pulled back t o idle power.
a
b. Posit ioned t o reverse minimum power.
c. Put back t o t he reverser deploy posit ion.
d. Posit ioned t o reverse maximum power.

An aircraft uses clamshell doors for t hrust

reversal t o:
a. Direct t he gas flow rearwards.
d
b. Block t he flow of exhaust gas.
c. Absorb any change in t hrust .
d. Change t he direct ion of t he exhaust gas.

A Reverse Thrust Warning Light illuminat es:

a. Only when t he reverser doors are fully
deployed in t he reverse t hrust posit ion.
b. When t he reverser doors are st owed in t he
c
forward t hrust posit ion.
c. When t he reverser doors are not st owed in
t he forward t hrust posit ion.
d. Whenever reverse t hrust is select ed.

Once t he blocker doors are fully deployed, wit h

an increase in RPM, which of t he following
st at ement s would be incorrect ?
a. Forward t hrust from t he hot gases would
increase.
b
b. Forward t hrust from t he hot gases would
decrease.
c. Reverse t hrust from t he blocked air would
increase.
d. TGT will increase.

The low energy ignit ion syst em would be used:

a. Only for st art ing t he engine on t he ground.
b b. During t ake off from wet runways.
c. For re-light at high alt it ude.
d. During a blow out (mot oring over) cycle.

d A t ypical APU can provide:

a. Air for air condit ioning on t he ground.
 b. Air for engine st art ing.
c. Elect rical power for ground or in flight use.
d. All of t he above.

The advant age of an air st art er syst em is t hat :

a. It is safer in operat ion t han ot her syst ems,
and no fire risk.
b b. It is light , simple and economical.
c. It provides a more rapid st art .
d. It is t ot ally self cont ained and needs no
ext ernal source of power.

A "Hung St art " is indicat ed by:

a. High E.G.T. - high fuel flow - low R.P.M.
d b. Low E.G.T. - idle fuel flow - low R.P.M.
c. Low E.G.T. - high fuel flow - high R.P.M.
d. High E.G.T. - idle fuel flow - low R.P.M.

If a gas t urbine engine fails t o light up wit hin

t he specified t ime:
a. It must be mot ored over wit h t he H.P. fuel
cock shut .
d b. The fuel syst em must be drained.
c. No furt her at t empt t o st art may be made
unt il t he fuel has evaporat ed.
d. It must be mot ored over wit h t he H.P. fuel
cock shut and no ignit ers select ed.

A Re-light is:
a. The act ion of re-st art ing a flamed out engine,
usually while airborne.
a b. What occurs when t he engine drain valve is
st uck open.
c. The init iat ion of t he aft er-burning syst em.
d. What must be prevent ed aft er a "wet st art ".

Precaut ionary use of ignit ers may be necessary

during:
a. Flight t hrough heavy t ropical rainst orm.
a
b. Ground running.
c. Flight t hrough sandy condit ions.
d. Flight t hrough very dry air.

c A "Hung St art " occurs when:

a. The engine accelerat es but does not light up.
 b. The engine st abilises above self sust aining
speed.
c. The engine light s up but does not accelerat e
t o self sust aining speed.
d. There is a double ignit er failure.

Aft er engine st art , t he engine ignit ers are

normally deact ivat ed by:
a. An elect ric int erlock syst em.
b
b. A speed swit ch.
c. The t ime swit ch.
d. Cent rifugal force.

Failure of t he engine t o light up is shown by:

a. The failure of t he engine t o t urn and no T.G.T.
b b. Low R.P.M. fuel flow indicat ion, and no T.G.T.
c. T.G.T. increasing but no R.P.M.
d. No R.P.M. and no T.G.T.

Before opening t he high-pressure fuel shut off

valve during t he engine st art :
a. The compressor must be t urning at t he
correct RPM in t he right direct ion.
b. The Low-Pressure compressor must be
a
st at ionary.
c. The Low Pressure fuel cock must be shut .
d. The Low Pressure compressor must be
rot at ing fast er t han t he High-Pressure
compressor.

A gas t urbine engine which has bot h high and

low energy ignit ion syst ems uses t he high
energy syst em for (i), and t he low energy
syst em for (ii):
a. (i) Engine st art ing (ii) High alt it ude relight ing
b b. (i) High alt it ude relight ing (ii) Take off from
cont aminat ed runways
c. (i) Take off from snowy runways (ii) Engine
st art
d. (i) Take off from flooded runways (ii) Take
off from snowy runways.

c The air supply t o operat e an air st art er usually

comes from:
a. An ext ernal inst allat ion.
 b. St orage bot t les carried in t he aircraft .
c. The auxiliary power unit .
d. A cross bleed st art .

In a High Energy Ignit er Unit , t he discharge

resist ors:
a. Allow sufficient energy t o be st ored in t he
capacit or t o provide re-light facilit ies up t o 55
c 000 ft .
b. Prot ect s t he unit from excessive volt ages.
c. Allow t he capacit or t o discharge when t he
unit is swit ched off.
d. Prolong t he discharge.

In a High Energy Ignit er Unit , t he choke:

a. Prot ect s t he unit from excessive volt ages.
b b. Prolongs t he discharge t o t he plug.
c. Prolongs t he life of t he ignit er
d. Prot ect s t he unit from excessive current .

The rat e of discharge of a High Energy Ignit ion

Unit is:
a. 60 - 100 t imes per minut e.
a b. 4 discharges per revolut ion.
c. 60 - 100 per second.
d. Governed by t he resist ance of t he ignit er
plug.

The air supply for an air st art syst em is:

a. At a relat ively low pressure, but high volume.
b. Filt ered t o prevent damage t o t he st art er
a mot or.
c. Preheat ed t o avoid icing in t he st art er nozzle
guide vanes.
d. At a high pressure but low volume.

The st art er mot or is disengaged from t he

engine st art syst em:
a. As soon as t he engine light s up.
b
b. Just above self-sust aining speed.
c. At 26% H.P. R.P.M.
d. Just below self-sust aining speed.

d The power supply for t he spark in t he

combust ion chamber is:
 a. Low volt s, high current
b. Low volt s, low current
c. High volt s, low current
d. High volt s, high current

In a t win spool engine self sust aining speed is

normally reached at :
a. 60% N2
c
b. 60% N1
c. 30% N2
d. 30% N1

In a t win spool engine t he t ypical idle speeds

are:
a. 60% N2, 25% N1
a
b. 25% N2, 60% N1
c. 40% N2, 30% N1
d. 80% N2 ,45% N1

Which of t he following st at ement s would be

more correct wit h regard t o an APU?
a. APU's provide emergency hydraulics power
for t he brakes only.
b. APU's provide elect rical, pneumat ic and
hydraulic power for ground use only.
d
c. APU's provide elect rical, pneumat ic and
hydraulic power for air use only and can provide
an amount of t hrust .
d. APU's provide elect rical, pneumat ic and
hydraulic power for ground and air use and can
provide an amount of t hrust .

In t he event of a fire in an APU:

a. Will need t o be shut down immediat ely.
b. Will shut down immediat ely.
c. Will shut down immediat ely and if t he fire
c persist s t he fire bot t les will aut omat ically be
fired.
d. Will need t o be shut down immediat ely and
t he fire bot t les will be required t o be fired
immediat ely.

a Which of t he following would result in an

aut omat ic shut down of an APU?
 1. overspeed of compressor
2. over-t emp of lubricat ion syst em
3. t urbine over-t emp
4. combust ion chamber over-t emp
5. Compressor out let pressure exceeded
6. low pressure of lubricat ion syst em

a. 1, 2, 3 and 6
b. 1, 2, 4 and 6
c. 2, 3, 5 and 6
d. 2, 3, 4 and 6

A Ram Air Turbine is used t o provide:

a. Emergency hydraulic power for t he flaps and
slat s only.
b. Emergency hydraulic power for t he
undercarriage.
c c. Emergency hydraulic power for t he elevat or,
rudder and ailerons along wit h possible
emergency elect rical power.
d. Emergency hydraulic power for t he brakes
along wit h possible emergency elect rical
power.

The power t o st art an APU comes from:

a. Ground power unit .
b b. Aircraft main DC bat t ery.
c. Aircraft main engine generat or.
d. Aircraft main AC bat t ery.

Wat er in t he fuel t anks is:

a. Added wit h FS11 when refuelling.
b. Is a consequence of at mospheric air ent ering
t he t anks t hrough t he engine.
c
c. Is a consequence of at mospheric air ent ering
t he t anks t hrough t he vent syst em.
d. Is a consequence of at mospheric air ent ering
t he t anks t hrough t he feeder box.

a Wat er in t he fuel t ank is removed:

a. Via a drain valve at t he lowest point in t he
t ank.
b. Via a drain t ank at t he base of t he engine.
c. Via a scoop at t he t op of t he t ank.
d. Every major servicing only.
 The flash point of Avt ur is:
a. -38.7°C
b b. 38.7°C
c. -40°C
d. -20°C

When using which of t he following fuels can

refuelling be carried out wit h passengers on
board?
d a. Avt ag
b. Jet B
c. Wide cut
d. Jet A1

An int er-st age air seal is used where:

a. Engine sect ions are operat ing at different
pressures.
b. Engine sect ions are subject ed t o pressures
a
of t he same value.
c. It is more convenient .
d. It is difficult t o obt ain access during rout ine
servicing.

An Int ernal Engine Overheat warning would

necessit at e:
a. The oil t emperat ure t o be closely monit ored.
d
b. The EGT t o be closely monit ored.
c. The engine power t o be reduced t o idle.
d. The engine t o be shut down.

Turbine blades are cooled by:

a. H.P. compressor air int ernally duct ed t hrough
t he blades.
b. H.P. air t apped from t he combust ion
a chambers.
c. Air duct ed from just before t he int ake guide
vanes.
d. Int ermediat e pressure air t aken from t he
bleed valves.

c Bleed air for engine ant i-icing is provided by:

a. The bleed valves.
b. The t urbine st ages.
 c. The compressor.
d. The combust ion chambers.

The efficiency of a bearing chamber oil seal

depends on it s mechanical design and:
a. The fuel pressure.
b
b. Compressor bleed air pressure.
c. The engine compression rat io.
d. The engine oil pressure.

Wit h a bleed air ant i-icing syst em t he effect of

select ing 'on' while maint aining t hrust will:
a. Decrease fuel consumpt ion.
c b. Decrease specific fuel consumpt ion.
c. Increase specific fuel consumpt ion.
d. Specific fuel consumpt ion will remain t he
same.

Which of t he following ice removal met hods

does a modern jet aircraft normally ut ilize?
a. Hot air.
a
b. Rubber boot s.
c. Elect rical t hermal blanket s.
d. FPD freezing point depressant fluid.

Wit h a bleed air ant i-icing syst em t he effect of

select ing 'on' will have what effect ?
a. EGT will decrease.
b b. EGT will increase.
c. EGT will remain t he same.
d. The rat io bet ween exhaust pressure and
int ake pressure will increase.

The air obt ained from t he engine for air

condit ioning is essent ially:
a. High pressure low volume
d
b. High pressure high volume
c. Low pressure low volume
d. Low pressure high volume

b. The t emperat ure of t he gases wit hin t he

cylinder of a four st roke engine during t he
power st roke will:
a. Be const ant .
b. Decrease.
 c. Increase.
d. Follow Charles's Law.

The number of revolut ions of t he crankshaft

required t o complet e a full cycle in a four
st roke engine is:
c a. 6
b. 4
c. 2
d. 8

The inlet valve opens before T.D.C. in t he

exhaust st roke t o:
a. Increase t he pressure in t he cylinder on
complet ion of t he induct ion st roke.
d b. Reduce engine vibrat ion.
c. Allow t he incoming mixt ure t o mix wit h a
cert ain proport ion of t he exhaust gases.
d. Induce a great er amount of mixt ure int o t he
cylinder.

The correct working cycle of a four st roke

engine is:
a. Exhaust , power, induct ion, compression.
b
b. Compression, power, exhaust , induct ion.
c. Induct ion, power, compression, exhaust .
d. Power, exhaust , compression, induct ion.

Valve overlap is incorporat ed in t he valve t iming

of a pist on engine t o:
a. Improve volumet ric efficiency.
a b. Reduce wear on t he big end bearings.
c. Increase t he engines compression rat io.
d. Prevent a weak cut when t he engine is
accelerat ed rapidly.

Wit h an increase in t he rot at ional speed of a

four st roke engine, t he valve overlap:
a. Increases.
c b. Decreases.
c. Remains const ant .
d. Increases up t o ground idle and t hereaft er
decreases.
 In a normally aspirat ed engine, exhaust back
pressure:
a. Decreases as an aircraft climbs and t hereby
reduces t he rat e of decline of t he engine
power out put .
a
b. Increases as an aircraft climbs and t hereby
reduces t he engine power out put .
c. Is affect ed by t he power lever posit ion.
d. Decreases as an aircraft descends and
t hereby improves t he engine power out put .

When t he spark ignit es t he mixt ure:

a. The explosion pushes t he pist on down.
b. The mixt ure changes from rich t o weak
forward of t he flame front .
d
c. Complet e combust ion occurs wit hin 8 t o 10
microseconds.
d. Temperat ure and pressure increase wit hin
t he cylinder.

If t he volume of a quant it y of gas is halved

during compression:
a. It s pressure is approximat ely doubled.
a
b. It s t emperat ure remains const ant .
c. It s mass is approximat ely doubled.
d. It s pressure is approximat ely halved.

The t erm Indicat ed Mean Effect ive Pressure

refers t o:
a. The maximum working pressure in t he engine
cylinder.
b b. The effect ive working pressure in t he
cylinder during t he power st roke.
c. The pressure achieved during compression.
d. The minimum working pressure applied t o t he
pist on during t he cycle.

The degrees of rot at ion t o complet e a full

cycle on a nine cylinder engine will be:
a. 180
c
b. 360
c. 720
d. 80
 The firing int erval of a six cylinder horizont ally
opposed engine will be:
a. 180
b
b. 120
c. 60
d. 360

Which of t he following st at ement s would be

correct for a double banked radial engine?
a. There will always be an odd number of
cylinders.
c b. Radial engines are generally liquid cooled.
c. The linear dist ance from TDC t o BDC will
accommodat e t wo t hrows.
d. Radial engines cannot suffer from
hydraulicing.

On a four cylinder engine wit h a t ot al volume of

9600cc, bore area of 100 cm² and a crank
t hrow of 10 cm, what would t he Compression
Rat io be?
d
a. 7:1
b. 8:1
c. 24:1
d. 6:1

Wit h an increase in out side air t emperat ure,

specific fuel consumpt ion will:
a. Increase.
a b. Decrease.
c. St ay t he same.
d. St ay t he same for all t emperat ures up t o and
including 15°C and t hereaft er increase.

Combust ion, in a four st roke engine,

t heoret ically occurs at :
a. A const ant pressure.
c
b. A const ant t emperat ure.
c. A const ant volume.
d. A const ant velocit y.

b In a convergent duct :
a. The pressure and velocit y increase, t he
t emperat ure decreases.
 b. The pressure and t emperat ure decrease, t he
velocit y increases.
c. The t emperat ure and velocit y increase, t he
pressure decreases.
d. The pressure and velocit y remain const ant ,
t he t emperat ure decreases.

During t he compression st roke:

a. The t emperat ure of t he gases remains
const ant .
d
b. The volume of t he gases increases.
c. The mass of t he mixt ure decreases.
d. The mass of t he mixt ure remains const ant .

From Top Dead Cent re (TDC) t o Bot t om Dead

Cent re (BDC) on t he pract ical power st roke:
a. The t emperat ure of t he gases rises for a
short t ime t hen decreases.
a
b. The pressure of t he gases remains const ant .
c. The t emperat ure of t he gases decreases
from TDC t o BDC.
d. The densit y of t he gas remains const ant .

In a divergent duct :
a. The velocit y and t emperat ure increase, t he
pressure decreases.
b. The t emperat ure and pressure increase, t he
b velocit y decreases.
c. The t emperat ure and pressure decrease, t he
velocit y increases.
d. The velocit y and t emperat ure decrease, t he
pressure increases.

During t he induct ion st roke:

a. The mixt ure becomes weaker.
c b. The volume of t he gases becomes smaller.
c. The t emperat ure of t he gases reduces.
d. The pressure of t he gases increases.

a Ideally, maximum pressure is at t ained wit hin t he

cylinder:
a. When combust ion is complet e.
b. At t he end of t he compression st roke.
c. During t he period of valve overlap.
 d. When combust ion t emperat ure is at a
minimum.

The power out put of an int ernal combust ion

engine:
a. Is proport ional t o t he volume of mixt ure
induced int o t he cylinder.
d
b. Increases wit h increased humidit y.
c. Falls as t he charge t emperat ure falls.
d. Is proport ional t o t he weight of t he mixt ure
induced int o t he cylinder.

During t he period of valve overlap:

a. The act ion of t he exhaust gases flowing past
t he exhaust valve increases t he pressure wit hin
t he cylinder.
b. The t emperat ure of t he exhaust gases
c increases t he mass of incoming mixt ure.
c. The act ion of t he exhaust gases flowing out
past t he exhaust valve t ends t o reduce t he
pressure in t he cylinder.
d. The crankshaft is moving past Bot t om Dead
Cent re.

The power out put of an int ernal combust ion

engine can be increased by:
a. Increasing t he area of t he cylinder.
d
b. Increasing t he lengt h of t he st roke.
c. Increasing t he engine R.P.M.
d. All of t he above.

Valve Overlap is:

a. The number of degrees of camshaft rot at ion
during which t he inlet and exhaust valves are
open at t he same t ime.
b. The number of degrees of crankshaft
movement during which t he inlet and exhaust
b
valves are open at t he same t ime.
c. The dist ance t he pist on t ravels while t he
inlet valve remains open aft er B.D.C.
d. The number of degrees of crankshaft
rot at ion during which t he inlet and exhaust
valves are open at t he same t ime around B.D.C.
 The purpose of a valve spring is t o:
a. Close t he valve.
b. Cause a snap opening of t he valve.
a
c. Allow t he valve t iming t o vary wit h changing
R.P.M.
d. Maint ain t he valve clearance wit hin t olerance.

Excessive blue smoke from t he exhaust of an

engine t hat has been warmed up t o normal
operat ing t emperat ure may indicat e t hat :
a. The mixt ure is t oo rich.
c b. The oil pressure relief valve has st uck in t he
open posit ion.
c. The pist on rings are worn or st uck in t heir
grooves.
d. The oil pressure is t oo low.

The camshaft of a horizont ally opposed four

st roke engine rot at es at :
a. Twice engine speed.
d
b. Engine speed.
c. Twice magnet o speed.
d. Half engine speed.

A reduct ion gear is fit t ed:

a. Bet ween t he camshaft and t he propeller.
b. Bet ween t he pushrods and t he valves.
c
c. Bet ween t he crankshaft and propeller.
d. Bet ween t he connect ing rod and t he
crankshaft .

Prolonged use of low R.P.M. could cause

cont aminat ion of t he:
a. Oil filt er.
b
b. Spark plug.
c. Carburet or.
d. Oil pump.

a If t he St art er Engaged Light remains on aft er

engine st art , you should:
a. Shut t he engine down immediat ely.
b. Ignore it if it remains on for longer t han 30
seconds.
c. Shut t he engine down if t he light remains on
 for more t han 30 seconds.
d. Shut t he engine down if t he light remains on
for more t han 60 seconds.

The crankshaft of an in line four cylinder

aircraft engine:
a. Rot at es at half t he speed of t he camshaft .
c b. Will have t he crank t hrows spaced 90
degrees apart .
c. Allows a firing order of 1-3-4-2.
d. Will not flex or t wist .

Two valve springs are fit t ed t o each valve:

a. To minimise camshaft wear.
d b. To allow a great er cam rise.
c. To prevent valve rot at ion.
d. To reduce valve bounce.

Excessive valve clearance:

a. Will prevent t he valve closing complet ely.
b. Is eliminat ed when t he engine reaches
working t emperat ure.
d
c. Will cause t he valve t o open early and close
lat e.
d. Will cause t he valve t o open lat e and close
early.

Valve lead occurs when:

a. The inlet valve opens before bot t om dead
cent re.
b. The exhaust valve opens before t he inlet
valve.
d
c. The exhaust valve opens before t op dead
cent re.
d. The inlet valve opens before t op dead
cent re and t he exhaust valve opens before
bot t om dead cent re.

Insufficient t appet clearance at t he inlet valve

would cause:
a. The valve t o open early and close lat e.
a
b. The valve t o open lat e and close early.
c. The mixt ure in t hat cylinder t o be weak.
d. Misfiring.
 The lengt h of t he st roke is:
a. Equal t o t he lengt h of t he cylinder.
b. Det ermined by t he size of t he pist on.
c
c. Equivalent t o t wice t he crank t hrow.
d. Inversely proport ional t o t he engine power
out put .

Tappet clearance is measured bet ween t he:

a. Push rod and t he valve t ip.
b b. Valve t ip and t he rocker pad.
c. Valve spring and t he rocker pad.
d. Valve t ip and t he rocker cover.

The number of revolut ions required t o

complet e t he induct ion and compression
st roke in a six cylinder four st roke engine is:
a a. 1
b. 2
c. 6
d. 4

The purpose of a crankcase breat her is t o:

a. Maint ain t he oil t ank pressure at at mospheric.
b. Prevent dist ort ion of t he crankcase.
d
c. Allow t he oil t o breat he.
d. Prevent pressure building up inside t he
crankcase.

Tappet clearance is provided in a pist on engine

t o:
a. Adjust t he valve t iming.
b b. Allow for expansion of t he valve gear as t he
engine warms up.
c. Allow for manufact uring t olerances.
d. Prevent valve bounce.

Pist on rings are manufact ured from cast iron:

a. Because it has a negat ive coefficient of
expansion.
c b. To t ake advant age of it s ext reme
malleabilit y.
c. Because of it s self lubricat ing qualit ies.
d. To t ake advant age of it s brit t leness.
 The exhaust valves:
a. Are opened direct ly by t he act ion of push
rods which are in t urn operat ed by cams on t he
crankshaft .
b. Are less affect ed by t he heat of combust ion
d
t han t he inlet valves.
c. Are opened by t he valve springs and closed
by t he rocker gear.
d. Somet imes have t heir st ems part ly filled
wit h sodium t o assist cooling.

Hydraulic valve t appet s are used on some

engines t o:
a. Eliminat e valve bounce.
b b. Eliminat e const ant valve adjust ment and
checks.
c. Give a more posit ive closing act ion.
d. Give a more posit ive opening act ion.

The swept volume of a cylinder is:

a. The area of t he pist on crown x t he st roke.
b. The area of t he cylinder cross sect ion x t he
a
cylinder lengt h.
c. Half of t he clearance volume.
d. The t ot al volume + t he pist on volume.

The t hermal efficiency of a pist on engine can

be increased by:
a. Increasing t he R.P.M.
d b. Increasing t he combust ion chamber volume.
c. Advancing t he ignit ion point int o t he direct ion
of rot at ion.
d. Increasing t he compression rat io.

A normally aspirat ed engine is one which:

a. Has four cylinders.
b b. Is not supercharged.
c. Is never air cooled.
d. Is all of t he above.

b The Compression Rat io of an engine may be

defined as t he:
a. Swept volume + clearance volume ÷ swept
volume.
 b. Swept volume + clearance volume ÷
clearance volume.
c. Tot al volume - clearance volume ÷ clearance
volume.
d. Swept volume ÷ (swept volume + clearance
volume).

An engine has a t ot al volume of 2,100 cm3 and

a swept volume of 1,800 cm3. It s compression
rat io is:
c a. 7:6
b. 6:1
c. 7:1
d. 6:7

Volumet ric efficiency may be defined as:

a. The rat io of t he volume of t he mixt ure drawn
int o t he cylinder during normal engine working,
t o t he volume of t he mixt ure which would be
required t o fill t he cylinder under normal
t emperat ures and pressures.
a b. The rat io of t he volume of air and t he volume
of fuel drawn int o t he cylinder.
c. The rat io of t he volume of one of t he
cylinders t o t he volume of all of t he cylinders in
t he engine.
d. The efficiency wit h which t he air and fuel mix
t oget her in t he cylinder.

The rat io of t he power produced by an engine

t o t he power available in t he fuel is known as
t he:
d a. Specific fuel consumpt ion.
b. Indicat ed horse power.
c. Volumet ric efficiency.
d. Thermal efficiency.

c Specific Fuel Consumpt ion (S.F.C.)

a. Is t he inabilit y of t he int ernal combust ion
engine t o use any fuel ot her t han t hat specified
by t he manufact urer.
b. Becomes great er as t he efficiency of t he
engine improves.
c. Is t he weight of fuel used by an engine per
unit horse power per unit t ime.
 d. Increases in proport ion t o t he t hermal
efficiency.

Brake Horsepower is:

a. Theoret ical power in t he cylinder.
b b. Useful power at t he propeller.
c. Power lost in t he engine.
d. Power required t o slow t he aircraft down.

A met hod of improving Volumet ric Efficiency is:

a. Valve overlap.
a b. The use of carburet t or heat .
c. Weakening t he mixt ure.
d. To make t he mixt ure richer.

From t he following list select t he correct

combinat ion of st at ement s.

The primary t ask of t he lubricat ion is t o:

1. Reduce frict ion

2. Cool t he engine
c 3. Clean t he engine
4. Reduce component wear
5. Act as a hydraulic medium

a. 1 and 3
b. 2 and 5
c. 1 and 4
d. 1 and 5

In a pist on engine dry sump oil syst em, t he oil

t emperat ure and pressure are sensed:
a. When t he oil is leaving t he sump.
b. For t he t emperat ure when t he oil is leaving
t he t ank, and for t he pressure when t he oil is
b
leaving t he pressure pump.
c. For t he oil t emperat ure when t he oil is
ent ering t he t ank and for t he pressure when it
is ent ering t he pressure pump.
d. At t he same point .

d Oil ret urning t o t he oil t ank is filt ered by:

a. The oil pressure filt er.
b. The oil t ank filt er.
 c. A micron size mult i-bore filt ers assembly.
d. The scavenge filt er.

Engine oil pressure is:

a. Low at idle R.P.M. and high at high R.P.M.
b. Cont rolled by t he oil cooler.
d
c. Subst ant ially decreased when t he oil
pressure relief valve opens.
d. Relat ively unaffect ed by engine speed.

The purpose of t he crankcase breat her is t o:

a. Maint ain t he pressure in t he oil t ank at
at mospheric pressure.
c b. Ease t he t ask of t he oil scraper ring.
c. Prevent pressure building up inside t he
crankcase.
d. Prevent dist ort ion of t he crankcase.

The most probably cause of small fluct uat ions

in t he oil pressure would be:
a. Lack of oil.
b b. The pressure relief valve st icking.
c. Air in t he oil t ank.
d. The scavenge pump working at a great er
capacit y t han t he pressure pump.

The ext ra space in t he oil t ank is t o cat er for:

a. Frot hing and aerat ion of t he oil as it passes
t hrough t he engine.
a b. Fire prot ect ion.
c. The accommodat ion of ext ra oil cont ent s on
long durat ion flight s.
d. Ant i-surge act ion.

The scavenge pump syst em in a lubricat ion

syst em has:
a. A by-pass in case of blockage.
d
b. A smaller capacit y t han t he pressure pump.
c. A bifurcat ed t ert iary drive syst em.
d. A larger capacit y t han t he pressure pump.

d In a "wet sump" oil syst em, t he oil is cont ained

in t he:
a. Engine and t ank.
b. Tank and oil cooler.
 c. Sump and t ank.
d. Engine and sump.

The oil cont ent s of a pist on engine (wet sump)

are checked:
a. When t he engine is running at idle power.
b. As soon as possible aft er t he engine is
st opped because t he oil will drain away from
c
t he sump.
c. Aft er approximat ely 15 minut es once t he
engine has st opped.
d. When t he oil has reached a specific
t emperat ure.

The most efficient met hod for cooling a pist on

engine is t o use_ _ _ _ _ _ _ _ _ _ _ _ _ . However, t he
most common met hod of cooling is t o
use_ _ _ _ _ _ _ _ _ because of t he _ _ _ _ _ _ _ _ _
b involved.
a. air cooling - liquid cooling - reduced cost s
b. liquid cooling - air cooling - reduced cost s
c. fuel cooled - air cooling - reduced cost s
d. liquid cooling - fuel cooling - reduced cost s

At t ake off Cowl flaps should be select ed:

a. Fully closed t o decrease drag.
b b. Open
c. Part ially closed
d. Fully closed t o increase drag.

A t ypical pist on engine has a maximum t hermal

efficiency of:
a. 70%
d
b. 80%
c. 90%
d. 30%

In a four cylinder in line engine air cooled, (No 1,

2, 3, 4 from t he front ) t he coolest cylinder
while running will be:
a a. 1
b. 2
c. 3
d. 4
 The device ut ilised t o measure t emperat ure on
a pist on engine is:
a. Thermomet er.
c
b. Baromet er.
c. Thermocouple.
d. Thermost at .

The t emperat ure measuring device fit t ed in a

four cylinder in line engine, (No 1, 2, 3, 4 from
t he front ), would normally be fit t ed t o which
cylinder:
d
a. 1
b. 2
c. 3
d. 4

The spark appears at t he plug elect rodes

when:
a. The cont act breaker closes.
b
b. The cont act breaker opens.
c. The cont act breaker st ays open.
d. The magnet o swit ch is made.

The ignit ion swit ch is fit t ed in:

a. The primary coil circuit .
a b. The secondary coil circuit .
c. The engine st art er mot or circuit .
d. The bat t ery circuit .

When t he ignit ion swit ch is placed in t he 'ON'

posit ion it :
a. Isolat es t he breaker point s.
d
b. Makes t he engine st art er mot or circuit .
c. 'Eart hs' or 'grounds' t he secondary winding.
d. Breaks t he primary t o eart h circuit .

a The purpose of a condenser as fit t ed in a

magnet o is:
a. To assist in t he rapid collapse of t he primary
current and prevent arcing at t he cont act
breaker point s.
b. To prevent t he rapid collapse of t he primary
circuit and arcing at t he point s.
c. To reduce t he high t ension volt age of t he
 secondary circuit .
d. To eart h t he primary circuit .

The engine is checked for dead cut at :

a. A power check.
b b. Slow running.
c. Cruising RPM.
d. Full t hrot t le.

The dist ribut or direct s:

a. Volt age from t he primary winding t o t he
spark plug.
b. Volt age from t he secondary winding t o t he
c primary winding.
c. Volt age from t he magnet o secondary
winding t o t he spark plug.
d. Volt age from t he secondary winding t o t he
cont act breaker.

To obt ain a spark across t he gap bet ween t wo

elect rodes:
a. The circuit must have high EMF.
a
b. The circuit must have high ohms.
c. The circuit must have high current flow.
d. The circuit must have an impulse union.

The purpose of an ignit ion swit ch is:

a. To cont rol t he primary circuit of t he
magnet o.
a b. To prevent condensat ion.
c. To connect t he secondary coil t o t he
dist ribut or.
d. To connect t he bat t ery t o t he magnet o.

In a complex engine as RPM increases t he

ignit ion t iming may be:
a. Advanced.
a
b. Ret arded.
c. Not alt ered.
d. Only ret arded.

a An impulse st art er is a device t o assist in

st art ing an engine which uses:
a. A leaf spring.
b. A coil spring t o increase t emporarily t he
 speed of rot at ion of t he magnet o.
c. A special st art ing bat t ery which provides a
sudden impulse of elect ricit y t o t he plugs.
d. An explosive insert ed in a special t ube.

If t he specific gravit y of a fuel is known t o be

0.7, 100 Imperial Gallons of it will weigh:
a. 700 lb
a
b. 70 lb
c. 7000 lb
d. 7,100 lb

A fuel grade which is used in t ypical aircraft

engines is:
a. D.T.D. 585/100
c
b. D.E.R.D. 2479
c. AVGAS 100
d. D.E.R.D. 2484

The "ant i-knock" value of a fuel is it s:

a. Degree of resist ance t o pre-ignit ion.
d b. Resist ance t o adiabat ic combust ion.
c. Abilit y t o oppose burning.
d. Resist ance t o det onat ion.

The differences bet ween AVGAS 100 and

AVGAS 100LL are:

Colour / Ant i-Knock value

c
a. Same / Same
b. Same / Different
c. Different / Same
d. Different / Different

The Oct ane rat ing of a fuel is det ermined by

comparison wit h mixt ures of:
a. Met hane and ort hodent ine.
b
b. Hept ane and iso oct ane.
c. Met hane and iso oct ane.
d. Hept ane and ort hodent ine.

d In t he int ernal combust ion engine, det onat ion

occurs due t o:
a. The use of t oo high an R.P.M. wit h t oo lit t le
 manifold pressure.
b. The use of t he wrong grade of oil.
c. The cylinder t emperat ures and pressures
being t oo low.
d. Excessive combust ion t emperat ures and
pressures.

The calorific value of a fuel is t he:

a. Kinet ic energy cont ained wit hin it .
b. Heat energy in t he fuel.
c. Heat energy required t o raise t he
b
t emperat ure of t he fuel t o it s boiling point .
d. Heat energy required t o raise t he
t emperat ure of t he fuel t o it s boiling point
from absolut e zero.

The oct ane rat ing of a part icular grade of fuel

is given as 100/130, t his indicat es t hat :
a. It will act as bot h 100 oct ane and 130
oct ane fuel at t ake off power set t ings.
b. Wit h a rich mixt ure it will act as 100 oct anes,
and wit h a weak mixt ure it will act as 130
d
oct anes.
c. It s "ant i-knock" qualit ies are ident ical t o iso-
oct ane.
d. Wit h a weak mixt ure it will act as 100 oct ane,
and wit h a rich mixt ure it will act as a 130
oct ane fuel.

Tet ra et hyl lead is added t o some aviat ion fuel

t o:
a. Decrease it s oct ane rat ing.
b
b. Decrease t he risk of det onat ion.
c. Increase it s calorific value.
d. Increase it s specific gravit y.

a If t he vent pipe of an aircraft 's fuel t ank

becomes blocked, it will cause:
a. The pressure in t he t ank t o fall when fuel is
used.
b. The pressure in t he t ank t o rise when fuel is
used.
c. The evaporat ion rat e of t he fuel t o decrease
as fuel is used from t he t ank.
d. The fuel pressure at t he carburet t or t o rise.
 Det onat ion is liable t o occur in t he cylinders:
a. Wit h an over rich mixt ure at idle power.
b. Wit h a weak mixt ure and high cylinder head
b
t emperat ure.
c. Wit h a rich mixt ure at high power set t ings.
d. At very low engine speed.

Pre-ignit ion refers t o t he condit ion when:

a. A rich mixt ure is ignit ed by t he spark plug.
b. The spark plug ignit es t he mixt ure t oo early.
c c. The mixt ure is ignit ed by abnormal condit ions
wit hin t he cylinder before t he normal ignit ion
point .
d. The mixt ure burns in t he inlet manifold.

An exhaust gas t emperat ure gauge is powered

by:
a. 12v DC
d b. 115v AC
c. 28v DC
d. A t hermocouple which generat es it s own
volt age

"Flame Rat e" is t he t erm used t o describe t he

speed at which:
a. The mixt ure burns wit hin t he cylinder.
a b. The combust ion pressure rises wit hin t he
cylinder.
c. Peroxide forms wit hin t he cylinder.
d. Fulminat es form wit h t he cylinder.

The colour of 100 / 130 grade low lead fuel is:

a. Green.
b b. Blue.
c. Red.
d. St raw yellow.

a Weakening t he mixt ure below t he best fuel/air

rat io will cause t he engine power t o:
a. Decrease.
b. Increase init ially, but decrease below t ake
off power.
c. Increase.
d. Be unaffect ed by alt it ude increase.
 For maximum endurance t he mixt ure cont rol
should be set t o:
a. Weak.
a
b. The chemically correct st at e.
c. Bet ween rich and weak.
d. Rich.

An air/fuel rat io of 9:1 would be considered:

a. Chemically correct .
c b. Ext ravagant .
c. Rich.
d. Weak.

Because of t he reduct ion in t he densit y of t he

at mosphere associat ed wit h an increase in
alt it ude:
a. The mixt ure cont rol must be moved t owards
t he weak posit ion.
a b. The t hrot t le must close progressively t o
maint ain t he best air/fuel rat io.
c. The mixt ure must be progressively richened
t o compensat e for t he power loss.
d. The oct ane rat ing of t he fuel must be
increased.

A chemically correct mixt ure is:

a. 15:1 (fuel : air)
b b. 15:1 (air : fuel)
c. 13:1 (fuel : air)
d. 13:1 (air : fuel)

While weakening t he mixt ure from t he

chemically correct mixt ure t he EGT will _ _ _ _ _ _
and t he cylinder head t emperat ure will
_ _ _ _ _ _ _ _ _ _ wit h a _ _ _ _ _ _ _ _ in Thermal
b efficiency.
a. Increase - increase - decrease
b. Decrease - increase - decrease
c. Decrease - increase - increase
d. Increase - increase - increase

d Which of t he following mixt ures t heoret ically

would produce t he maximum RPM?
 a. 14:1 (air : fuel)
b. 14:1 (fuel : air)
c. 15:1 (fuel : air)
d. 15:1 (air : fuel)

A weak mixt ure is used for which of t he

following?
a. t ake off
d
b. climbing
c. engine st art ing
d. cruising

While using a weak mixt ure which of t he

following would be an incorrect st at ement ?
a. The charge would be cooled due t o a larger
proport ion of Nit rogen in t he cylinder.
d
b. The charge would burn slower due t o a larger
proport ion of Nit rogen in t he cylinder.
c. The ignit ion may have t o be advanced.
d. The ignit ion may have t o be ret arded.

While using a rich mixt ure which of t he

following would be a correct st at ement ?
a. The charge would burn slower.
b. All of t he fuel would be used during
c combust ion.
c. All of t he oxygen would be used during
combust ion.
d. Cylinder head t emperat ure increases while
richening furt her.

The pressure in t he induct ion manifold of a

normally aspirat ed engine:
a. Remains const ant as t he t hrot t le is opened.
b. Decreases as t he t hrot t le is opened.
d
c. Init ially increases as t he t hrot t le is opened
but decreases aft er approximat ely t he half
open posit ion.
d. Increases as t he t hrot t le is opened.

d The purpose of an accelerat or pump is t o:

a. Assist in t he at omisat ion of t he fuel before it
leaves t he discharge nozzle.
b. Prevent a rich cut when t he t hrot t le lever is
advanced rapidly.
 c. Prevent dissociat ion and det onat ion.
d. Prevent a weak cut when t he t hrot t le lever
is advanced rapidly.

The fuel flow t o a pist on engine will vary

according t o:
a. The R.P.M. and t he t hrot t le posit ion only.
b b. The R.P.M., t he t hrot t le posit ion and t he
mixt ure set t ing.
c. The R.P.M. and t he mixt ure set t ing only.
d. The R.P.M. only.

The primary funct ion of a diffuser in a

carburet t or is t o:
a. Cont rol t he mixt ure st rengt h over part of t he
engine speed range.
a
b. Vent air from t he float chamber.
c. Emulsify t he fuel during engine accelerat ion.
d. Enable adjust ment of t he engine slow running
speed.

The Vent uri in t he carburet t or choke t ube

creat es:
a. A posit ive pressure over t he discharge
nozzle.
b
b. A depression over t he fuel discharge nozzle.
c. A posit ive pressure at t he t hrot t le valve.
d. A decrease in t he velocit y of t he air ent ering
t he engine.

The fuel priming pump supplies fuel direct ly t o:

a. The t hrot t le but t erfly valve.
b. The exhaust manifold.
c
c. The induct ion manifold.
d. The inside of t he combust ion chamber in t he
region of t he spark plug.

A weak mixt ure would be indicat ed by:

a. A drop in engine speed.
b. Whit e smoke in t he exhaust manifold.
a c. Det onat ion and black smoke from t he
exhaust .
d. An increase in engine speed wit h black
smoke from t he exhaust .
 The presence of an engine driven fuel pump on
an engine fit t ed wit h a carburet t or:
a. Dispenses wit h t he need for a carburet t or
float chamber.
b. Ensures a posit ive flow of fuel t o t he
c
discharge nozzles.
c. Ensures a posit ive flow of fuel t o t he
carburet t or float chamber.
d. Dispenses wit h t he need for a fuel priming
syst em.

It would normally be considered dangerous t o

pump t he t hrot t le lever when st art ing an
engine because:
a. It could increase t he risk of fire in t he
carburet t or air int ake.
a
b. It would prevent t he engine st art ing.
c. The engine would st art t oo rapidly.
d. It would richen t he mixt ure t o t he point
where spont aneous combust ion would occur
in t he combust ion chamber.

A t ypical air/fuel rat io for normal engine

operat ion would be:
a. 15 part s of air t o one of fuel by weight .
d
b. 20 part s of air t o one of fuel by volume.
c. 15 part s of air t o one of fuel by volume.
d. 12 part s of air t o one of fuel by weight .

Excessive cylinder head t emperat ures are

caused by:
a. The prolonged use of weak mixt ures.
a
b. The ignit ion t iming being t oo far advanced.
c. The prolonged use of rich mixt ures.
d. The ignit ion being t oo far ret arded.

b The mixt ure supplied by t he carburet t or t o t he

engine is said t o be weak when:
a. The proport ion of air in t he mixt ure is
insufficient t o allow full combust ion of t he fuel.
b. The proport ion of air in t he mixt ure is great er
t han t hat needed for full combust ion of t he
fuel.
c. A grade of fuel lower t han t hat specified for
 t he engine is used.
d. There is insufficient power in t he engine for
t ake off.

In an at t empt t o maint ain t he correct air/fuel

rat io while climbing int o t he decreased densit y
air of higher alt it ude:
c a. The valve t iming can be changed.
b. An accelerat or pump can be fit t ed.
c. A mixt ure cont rol is used.
d. A diffuser is fit t ed.

The great er t he weight of combust ible mixt ure

in t he cylinders:
a. The weaker is t he mixt ure.
b. The more t he power decreases.
d
c. The lower t he cylinder head t emperat ure will
be.
d. The great er t he power developed by t he
engine.

A rich mixt ure is supplied t o t he cylinders at

t ake off and climb:
a. To give great er t hermal efficiency.
b b. To cool t he charge t emperat ure and prevent
det onat ion.
c. To increase t he volumet ric efficiency.
d. To give excess power.

A fuel st ainer should be fit t ed:

a. In t he inlet manifold.
c b. At t he air int ake.
c. Before t he main jet .
d. Aft er t he main jet .

The correct air/fuel rat io for an engine running

at idle is:
a. Weak.
d
b. Chemically correct .
c. 16:1
d. Rich.

c The met hod of priming an engine not fit t ed

wit h a priming pump is t o:
a. Act ivat e t he mixt ure cont rol lever several
 t imes.
b. Turn t he engine over several t imes on t he
st art er mot or before select ing t he ignit ion on.
c. Pump t he t hrot t le several t imes.
d. Posit ion t he t hrot t le lever midway bet ween
open and close.

A possible cause of t he engine backfiring could

be:
a. An exhaust valve st icking open.
a
b. A broken push rod.
c. A blocked float chamber.
d. A st icking inlet valve.

An overly rich mixt ure at slow running could be

caused by:
a. The priming pump being left open.
a
b. Low fuel pressure.
c. The float chamber level being t oo low.
d. A part ially blocked main jet .

The engine driven fuel pump supplies:

a. The exact amount of fuel required for all
running condit ions.
b. More fuel t han is required by t he engine; t he
b excess fuel is recycled.
c. The exact amount of fuel required for all
running and st art ing condit ions.
d. More fuel t han is required by t he engine, t he
excess being used as priming fuel.

When an engine is fit t ed wit h a fuel inject ion

syst em:
a. It does not require priming.
c b. A separat e priming syst em must be fit t ed.
c. A separat e priming syst em is not required.
d. Priming fuel originat es from t he excess
supplied from t he engine driven pump.

d The mixt ure cont rol on an engine fit t ed wit h

fuel inject ion is:
a. Aut omat ic.
b. Operat ed by a pneumat ic plunger syst em.
c. Hydro-pneumat ically operat ed.
d. Necessary.
 In t he int ake of a fuel inject ed engine:
a. There will be a t hrot t le valve but no Vent uri.
b. Neit her a t hrot t le valve nor a Vent uri is
a required.
c. There will be a Vent uri but no t hrot t le valve.
d. Bot h a t hrot t le valve and a Vent uri are
required.

The discharge nozzle inject s fuel:

a. Cont inuously int o t he inlet manifold as close
t o t he inlet valve as possible.
b. Int o t he inlet manifold when t he inlet valve
a opens.
c. Int o t he combust ion chamber during t he
compression st roke.
d. Cont inuously int o t he combust ion chamber
during t he induct ion st roke.

The Fuel Cont rol Unit met ers fuel t o t he

discharge nozzles in proport ion t o:
a. The posit ion of t he t hrot t le valve only.
b. The posit ion of t he mixt ure cont rol lever
c only.
c. The posit ions of bot h t he t hrot t le lever and
t he mixt ure cont rol lever.
d. The number of st rokes applied t o t he priming
pump.

The discharge nozzles of a fuel inject ed engine

are mat ched t o:
a. Supply exact ly t he same amount s of fuel as
each ot her.
d
b. The t ype of engine t hey are fit t ed t o.
c. The oct ane rat ing of t he fuel supply.
d. The engine t hey are fit t ed t o and t o t he
nozzles on t he ot her cylinders.

b A fuel inject ed engine can be primed by:

a. A manual priming pump which delivers fuel t o
t he discharge nozzles.
b. An elect ric fuel pump delivering fuel t o t he
discharge nozzles.
c. The excess fuel delivered by t he engine
driven fuel pump.
 d. Pumping t he t hrot t le lever while t urning t he
engine over on t he st art er mot or.

The Fuel Manifold Valve:

a. Met ers t he amount of fuel delivered t o t he
engine in proport ion t o t he amount of air being
delivered t o t he engine.
b. Dist ribut es fuel t o each cylinder in t he
c
correct firing order.
c. Dist ribut es fuel cont inuously t o all of t he
cylinders cont inuously.
d. Is kept ent irely separat e from t he priming
syst em.

An engine which is fit t ed wit h fuel inject ion:

a. Will never encount er hydraulicing.
b b. Will not suffer from refrigerat ion icing.
c. Cannot be st art ed by swinging t he propeller.
d. Does not require priming.

The Manifold Pressure Gauge fit t ed t o a

supercharged engine measures:
a. The absolut e pressure in t he induct ion
manifold.
a b. The different ial pressure across t he
supercharger compressor.
c. The rat io bet ween t he at mospheric pressure
and t he cam rise at t he supercharger inlet .
d. The pressure upst ream of t he t hrot t le valve.

An Aut omat ic Boost Cont rol Unit :

a. Prevent s det onat ion and dissociat ion in t he
cylinder.
b. Maint ains an aut omat ic preset boost
b pressure.
c. Maint ains t he correct mixt ure st rengt h for
t he boost pressure set .
d. Set s t he posiion of t he wast e gat e t o ensure
t he preset boost is maint ained.

b The use of a t urbo-charger on an engine will:

a. Improve t he exhaust scavenging efficiency.
b. Raise t he volumet ric efficiency of t he engine.
c. Cause an aut omat ic rise in t he engine R.P.M.
as alt it ude is gained.
 d. Cause an aut omat ic rise in engine power as
alt it ude is gained.

The mot ive force used t o drive t he t urbo-

charger is:
a. Torque from t he crankshaft via a spring drive
unit .
c
b. Torque from t he accessory gearbox.
c. Energy from t he exhaust t hat would
ot herwise have been wast ed.
d. Energy from t he reduct ion gearbox.

The power increase t hat occurs wit h init ial

increase in alt it ude when an engine has an
int ernal supercharger fit t ed, is due t o:
a. The reduced weight of mixt ure being passed
c
t o t he engine.
b. The decreasing densit y of t he at mosphere.
c. The reducing exhaust s back pressure.
d. The increasing charge t emperat ure.

Rat ed Alt it ude is:

a. The height at which t he boost pressure
ceases t o be effect ive wit h a specific R.P.M.
set .
b. A comparison bet ween t he boost pressure at
c
sea level and t hat at a given alt it ude.
c. The maximum alt it ude at which Rat ed Boost
can be maint ained wit h a specific R.P.M. set .
d. The alt it ude at which t he wast e gat e
becomes fully shut .

The speed of t he t urbine of a t urbo-charger is

cont rolled by:
a. The diversion of exhaust gases.
b. Cont rolling t he exit of t he exhaust gas
a
passing out of t he eye of t he impeller.
c. The use of a variable cont roller.
d. An aut omat ic gearbox posit ioned bet ween
t he t urbine and t he impeller.

a The t urbo-charger wast e gat e is spring loaded

t owards:
a. The open posit ion.
b. The closed posit ion.
 c. A neut rally balanced part ly open posit ion.
d. The maximum boost posit ion.

The t urbo-charger bearing is lubricat ed and

cooled by:
a. It s own int ernal self cont ained oil syst em.
b
b. The engine oil.
c. A t ot al loss syst em.
d. A t apping in t he scavenge oil syst em.

St at ic Boost is:
a. Always t he I.S.A. at mospheric pressure for
t he airfield alt it ude.
b. Obt ained by opening t he t hrot t le t o give a
boost gauge reading of 30"He or 0 psi.
c. The boost pressure gauge reading when t he
c
engine is not running. Select ing a suit able
t hrot t le posit ion will give t he same boost
gauge reading when t he engine is running.
d. The difference bet ween t he induct ion
manifold pressure and t he exhaust manifold
pressure.

The aut omat ic boost pressure cont rol

capsules are made sensit ive t o:
a. At mospheric pressure.
c
b. Carburet t or inlet pressure.
c. Boost pressure.
d. Cabin pressure different ial.

In order t o maint ain a const ant boost pressure

wit h increasing alt it ude, t he A.B.C.:
a. Holds t he t hrot t le valve at a const ant
b posit ion.
b. Progressively opens t he t hrot t le valve.
c. Progressively closes t he wast e gat e.
d. Progressively closes t he t hrot t le valve.

a "Boost pressure" is t he:

a. Inlet manifold pressure in pounds per square
inch above or below st andard mean sea level
pressure.
b. Absolut e pressure in t he inlet manifold
measured in inches of mercury.
c. Absolut e pressure in t he inlet manifold
 measured in millibars.
d. Inlet manifold pressure in pounds per square
inch above or below at mospheric
pressure.

"Full Throt t le Height " is:

a. The height at which t he engine is at Rat ed
Boost .
b. The maximum height at which a specified
b
boost can be maint ained at a specified R.P.M.
c. The height at which t he wast e gat e is fully
closed.
d. The cruising height for any specific boost .

The purpose of an int ercooler is:

a. To minimise t he risk of det onat ion.
b. To increase t he volume of t he charge.
a
c. To decrease t he densit y of t he charge.
d. To prevent overheat ing of t he exhaust
manifold.

The funct ion of a diffuser in a supercharger is:

a. To decrease t he t emperat ure and increase
t he velocit y of t he charge.
b. To increase t he velocit y and decrease t he
d pressure of t he charge.
c. To decrease t he velocit y and decrease t he
pressure of t he charge.
d. To decrease t he velocit y and increase t he
pressure of t he charge.

Air ent ers t he compressor of a t urbo-

supercharger:
a. At t he t ip and passes across t he impeller
blades t o exit at t he eye.
d b. At t he diffuser and exit s at t he impeller.
c. At t he eye and passes across t he diffuser
blades before exit ing at t he impeller t ip.
d. At t he eye and passes across t he impeller
blades t o exit at t he t ip.

a The wast e gat e of a t urbo-supercharger is

fit t ed:
a. In t he t urbine by-pass.
b. In t he inlet manifold.
 c. To maximise exhaust back pressure.
d. In series wit h t he t urbine.

The wast e gat e is operat ed by:

a. The aut omat ic boost cont rol unit .
b b. The wast e gat e act uat or.
c. Inlet manifold pressure.
d. Exhaust gas t emperat ure.

Wit h a t urbo-charger inst alled on t he engine, it s

exhaust back pressure:
a. Remains t he same.
c
b. Is decreased.
c. Is increased.
d. Decreases in t he climb.

A high performance supercharger may require

an int ercooler t o be placed:
a. Bet ween t he supercharger and t he inlet
valve.
a
b. At t he carburet t or int ake.
c. Bet ween each cylinder.
d. Bet ween t he engine block and t he exhaust
manifold.

Wit h an increase of compressor discharge

pressure t he fuel flow will:
a. Increase.
a b. Remain const ant .
c. Decrease.
d. Increase, but only in proport ion t o alt it ude
increase.

A t urbo-charger's rot at ional speed is

det ermined by:
a. The diversion of exhaust gas.
a b. The posit ion of t he t hrot t le valve.
c. The densit y of t he air at t he compressor
int ake.
d. Bleeding off excess exhaust pressure.

b During t ake-off from a sea level airfield wit h

I.S.A. condit ions, t he posit ion of t he wast e gat e
of a t urbo-charged engine is:
a. Fully open.
 b. Almost fully open.
c. Cont rolled by t he t hrot t le posit ion.
d. Fully closed.

Maximum Cont inuous Power (M.C.P.) is:

a. Unrest rict ed, but only if economical cruising
power is set .
d b. The maximum power t he engine will give at
any t ime.
c. Given a 5 minut e limit at ion.
d. Unrest rict ed.

The primary purpose of a supercharger is t o:

a. Raise t he t emperat ure of t he charge ent ering
t he cylinder.
b. Increase t he mass of t he charge ent ering t he
b
cylinder.
c. Improve t he engine's exhaust scavenging
capabilit y, and hence increase it s power out put .
d. Allow t he use of high oct ane fuel.

The t ype of fuel used in a t urbo-charged

engine would be:
a. AVTUR.
b
b. AVGAS.
c. AVTAG.
d. AVPIN.

At an idle or low power condit ion, t he t urbo-

charger wast e gat e is normally:
a. Part ially open.
c
b. Fully open.
c. Closed.
d. Half open.

When t he air or t he mixt ure passes t hrough t he

diffuser shroud, t he energy conversion is from:
a. Kinet ic t o pressure.
a
b. Heat t o pot ent ial.
c. Mechanical t o heat .
d. Pot ent ial t o kinet ic.

a The const ruct ion of a t urbo-charger ensures

t hat t he t urbine and t he compressor:
a. Are on t he same shaft .
 b. Are on different shaft s.
c. Are connect ed by mechanical gearing.
d. Are cont rolled by t he A.B.C.

The wast e gat e fit t ed t o a t urbo-charger

regulat es t he quant it y of:
a. The mixt ure t hat ent ers t he induct ion
manifold.
c b. The at mosphere t hat can ent er t he
compressor.
c. The exhaust gas t hat will by-pass t he
t urbine.
d. The exhaust gas t hat leaves t he compressor.

The main funct ion of a supercharger is t o:

a. Increase t he t hermal efficiency of t he engine.
b. Increase t he compression rat io of t he engine.
d c. Maint ain sea level pressure in t he engine t o
above rat ed alt it ude.
d. Increase t he volumet ric efficiency of t he
engine.

The response of a t urbo-charged engine t o

rapid t hrot t le opening, when compared t o a
normally aspirat ed engine:
a. Is init ially bet t er, but exhaust back pressure
c
will cause a flat spot .
b. Is always bet t er.
c. Is worse.
d. Is ident ical.

Wit h a const ant manifold pressure set during

t he climb, t he power out put from a
supercharged engine:
b a. Decreases.
b. Increases.
c. Remains const ant .
d. Is unaffect ed by alt it ude change.

An int ernal supercharger is one which:

a. Is driven by exhaust gases.
d b. Compresses t he air.
c. Compresses t he exhaust gases.
d. Compresses t he mixt ure.
 If t he wast e gat e of a t urbo-charged engine
seizes in t he climb before crit ical alt it ude has
been reached:
a. Engine power will be aut omat ically adjust ed
d by t he A.B.C.
b. Engine power will rise by approximat ely 10%.
c. Reducing back pressure will compensat e for
any loss in power.
d. Engine power will fall as t he climb cont inues.

To prevent large accelerat ion loads on t he

compressor and t he drive shaft of an int ernal
supercharger, it is usual t o:
a. Prohibit "slam" accelerat ion.
b b. Incorporat e a spring drive mechanism in t he
driving gears.
c. Rely on t he inert ia absorbing qualit ies of t he
exhaust gases.
d. Use a Vernier drive coupling.

The rot at ional speed of t he t urbo-charger of

an engine which is at full t hrot t le at low
alt it ude is:
a a. Bet ween minimum and maximum.
b. Maximum.
c. Cont rolled by t he A.B.C.
d. Minimum.

Maint aining a const ant manifold pressure in a

t urbo-charged engine during t he climb will
cause:
a. The exhaust gas t emperat ure t o decrease
c
due t o a decrease in exhaust back pressure.
b. The wast e gat e t o open.
c. The wast e gat e t o progressively close.
d. The diffuser rot at ional speed t o increase.

Over boost ing an engine fit t ed wit h a t urbo-

charger is prevent ed by t he inst allat ion of:
a. An aut omat ic boost cont rol unit .
b
b. A manifold pressure gauge.
c. A wast e gat e pressure cont roller
d. A suck in flap.
 A t urbo-charger which is designed t o maint ain
sea level pressure at alt it ude is t ermed:
a. An alt it ude-boost ed t urbo-charger.
a
b. A t urbo-supercharger.
c. An int ernal supercharger.
d. A ground boost ed t urbo-charger.

Wit h t he power lever opened for t ake off

power at sea level, t he t hrot t le but t erfly of an
engine fit t ed wit h an int ernal supercharger
would be:
b
a. Fully open.
b. In a choked posit ion.
c. Part ially open.
d. Fully closed.

"St at ic Boost " is t he manifold pressure

indicat ed on t he boost pressure gauge when:
a. The engine is st opped.
b. The engine is running at t he manufact urer's
a
recommended idle speed.
c. The engine is running at it s rat ed power.
d. The manifold gauge needle is opposit e t he
lubber line.

The limit of t he amount of supercharging t hat

an engine can t olerat e is reached when:
a. Maximum R.P.M. is reached.
c
b. The engine is at it s rat ed alt it ude.
c. Maximum boost pressure is obt ained.
d. The engine st art s t o suffer from det onat ion.

The rot at ional speed of a t urbo-charger is

dependent upon:
a. Engine R.P.M. and wast e gat e posit ion.
a
b. Engine R.P.M. only.
c. Throt t le posit ion only.
d. Propeller pit ch and alt it ude.

c The inlet manifold pressure of a t urbo-charged

engine in an aircraft which is climbing will:
a. Increase t o full t hrot t le height and t hen fall.
b. Increase t o crit ical height and t hen remain
const ant .
 c. Remain const ant t o crit ical alt it ude and t hen
fall.
d. Decrease t o crit ical alt it ude and t hen remain
const ant .

The t ype of compressor normally used in a

supercharger is:
a. An axial compressor.
c
b. A Root es compressor.
c. A cent rifugal compressor.
d. A reciprocat ing t hrunge compressor.

The compressor out put pressure of an int ernal

supercharger is:
a. The same as manifold pressure.
a b. Great er t han t he manifold pressure.
c. Somet imes great er, somet imes less t han t he
manifold pressure.
d. Less t han t he manifold pressure.

The posit ion of t he wast e gat e in a t urbo-

charged engine is:
a. In t he inlet manifold.
c
b. Downst ream of t he t urbine.
c. In parallel wit h t he t urbine.
d. In parallel wit h t he compressor.

The maximum engine Brake Horse Power wit h a

specified R.P.M. and manifold pressure set
which permit s cont inuous safe operat ion is
t ermed:
d
a. Maximum Power.
b. Take Off Power.
c. Crit ical Power.
d. Rat ed Power.

The compressor out put of a t urbo-charger unit

is:
a. The same as t he manifold pressure.
b b. Great er t han t he manifold pressure.
c. Somet imes great er, somet imes less t han t he
manifold pressure.
d. Less t han manifold pressure.
 Wit hin t he compressor of a t urbo-charger:
a. The pressure increases and t he t emperat ure
decreases.
b. Bot h t he pressure and t he t emperat ure
b increase.
c. Bot h t he pressure and t he t emperat ure
decrease.
d. The pressure increases and t he t emperat ure
remains const ant .

The t ype of compressor normally fit t ed t o

t urbo-chargers and superchargers would
compress t he air:
d a. Axially.
b. Co-axially.
c. In t he diffuser only.
d. Cent rifugally.

If t he wast e gat e of a t urbo-charged engine

seizes during t he climb, t he manifold pressure
will:
b a. Remain const ant .
b. Decrease.
c. Increase.
d. Init ially increase and t hen decrease.

To maint ain t he Rat ed Boost of a supercharged

engine while reducing t he R.P.M.:
a. The t hrot t le valve must be opened.
a
b. The wast e gat e must be closed.
c. The wast e gat e must be opened.
d. The t hrot t le valve must be closed.

The effect of select ing Rat ed Boost , but less

t han Rat ed R.P.M. on t he climb, would be t hat :
a. The Rat ed Alt it ude would be lower.
b
b. The Full Throt t le Height would be less.
c. The Rat ed Alt it ude would be higher.
d. The Full Throt t le Height would be higher.

c The Aut omat ic Boost Cont rol Unit operat es:

a. The Boost Cont rol Lever.
b. The wast e gat e.
c. The t hrot t le but t erfly.
 d. The R.P.M. gauge and t he manifold pressure
gauge.

Boost pressure is indicat ed on:

a. The cylinder head t emperat ure gauge.
b. The manifold pressure gauge.
b
c. The fuel pressure gauge.
d. The R.P.M. gauge and t he manifold pressure
gauge.

Wit h an increase of compressor discharge

pressure, t he fuel flow will:
a. Decrease.
d
b. Remain const ant .
c. Init ially increase, but subsequent ly decrease.
d. Increase.

Superchargers are used t o overcome:

a. The decrease in densit y due t o t he increase
in alt it ude.
b. The increase in t emperat ure due t o t he
a
increase in alt it ude.
c. The fuel densit y variat ion t hat occurs wit h an
increase in alt it ude.
d. The exhaust back pressure.

The boost pressure of a t urbo-charged engine

is cont rolled by:
a. Adjust ing t he t hrot t le posit ion.
a
b. Varying t he speed of t he t urbo-charger.
c. The A.B.C.
d. Changing engine R.P.M.

In a supercharger, t he mixt ure:

a. Ent ers t hrough t he eye of t he impeller and
leaves at t he periphery.
b. Ent ers at t he periphery and leaves t hrough
a t he eye.
c. Ent ers t hrough t he t urbine and leaves
t hrough t he compressor.
d. Ent ers t hrough t he compressor and leaves
t hrough t he t urbine.

d The blade angle of a propeller is t he angle

bet ween:
 a. The root chord and t he t ip chord of t he
propeller.
b. The chord and t he airflow relat ive t o t he
propeller.
c. The chord of t he propeller and t he
longit udinal axis of t he aircraft .
d. The propeller chord and t he plane of rot at ion
of t he propeller.

The blade angle:

a. Is const ant along t he propeller blade.
b b. Decreases from root t o t ip.
c. Increases from root t o t ip.
d. Varies wit h changes in engine rpm.

The Geomet ric Pit ch of a propeller is:

a. The dist ance it would move forward in one
revolut ion at t he blade angle.
b. The angle t he propeller chord makes t o t he
a plane of rot at ion.
c. The dist ance t he propeller act ually moves
forward in one revolut ion.
d. The angle t he propeller chord makes t o t he
relat ive airflow.

A right hand propeller:

a. Rot at es in a clockwise direct ion when viewed
from t he rear.
a b. Is a propeller fit t ed t o t he right hand engine.
c. Rot at es in an ant i-clockwise direct ion when
viewed from t he rear.
d. Is a propeller mount ed in front of t he engine.

The angle of at t ack of a fixed pit ch propeller:

a. Depends on forward speed only.
b. Depends on forward speed and engine
b
rot at ional speed.
c. Depends on engine rot at ional speed only.
d. Is const ant for a fixed pit ch propeller.

a During t he t ake off run a fixed pit ch propeller is:

a. At t oo coarse an angle for maximum
efficiency.
b. At t oo fine an angle for maximum efficiency.
c. At t he opt imum angle for efficiency.
 d. At t he opt imum angle init ially but becomes
t oo coarse as speed increases.

For an aircraft wit h a fixed pit ch propeller, an

increase in rev/min during t he t ake off run at
full t hrot t le is due t o:
a. An increase in propeller blade slip.
c
b. The engine overspeeding.
c. A more efficient propeller blade angle of
at t ack.
d. The propeller angle of at t ack increasing.

An aircraft wit h a fixed pit ch propeller goes int o

a climb wit h reduced IAS and increased rev/min.
The propeller:
c a. Angle of at t ack will decrease.
b. Pit ch will decrease.
c. Angle of at t ack will increase.
d. Angle of at t ack will remain t he same.

For an aircraft wit h a fixed pit ch propeller,

propeller efficiency will be:
a. Low at low speed, high at high speed.
d b. High at low speed, low at high speed.
c. Const ant at all speeds.
d. Low at bot h low and high speed, and highest
at cruising speed.

The blade angle of a fixed pit ch propeller

would be set t o give t he opt imum angle:
a. During t ake off.
b
b. During t he cruise.
c. At t he maximum level flight speed.
d. For landing.

c Propeller t orque result s from t he forces on t he

propeller:
a. Caused by t he airflow, giving a moment
around t he propeller's longit udinal axis.
b. Caused by cent rifugal effect , giving a
moment around t he propellers' longit udinal axis.
c. Caused by t he airflow, giving a moment
around t he aircraft 's longit udinal axis.
d. Caused by cent rifugal effect , giving a
moment around t he aircraft 's longit udinal axis.
 The t hrust force of a propeller producing
forward t hrust :
a. Tends t o bend t he propeller t ips forward.
a b. Tends t o bend t he propeller t ips backward.
c. Tends t o bend t he propeller in it s plane of
rot at ion.
d. Causes a t ension load in t he propeller.

A propeller which is windmilling:

a. Rot at es t he engine in t he normal direct ion
and gives some t hrust .
b. Rot at es t he engine in reverse and gives drag.
d
c. Rot at es t he engine in reverse and gives
some t hrust .
d. Rot at es t he engine in t he normal direct ion
and gives drag.

For an aircraft wit h a right hand propeller t he

effect of slipst ream rot at ion act ing on t he fin
will
cause: (see chapt er 16 Principles of Flight
a Manual).
a. Yaw t o t he left .
b. Roll t o t he left .
c. Yaw t o t he right .
d. Nose up pit ch.

To count eract t he effect of slipst ream

rot at ion on a single engine aircraft .
a. The fin may be reduced in size.
c
b. A "T" t ail may be employed.
c. The fin may be off-set .
d. The wings may have washout .

d The gyroscopic effect of a right hand propeller

will give: (see chapt er 16 Principles of Flight
Manual)
a. A yawing moment t o t he left whenever t he
engine is running.
b. A yawing moment t o t he left when t he
aircraft rolls t o t he right .
c. A nose-up pit ch when t he aircraft yaws t o
t he right .
 d. A yaw t o t he right when t he aircraft pit ches
nose up.

The alpha range of a variable pit ch propeller is

bet ween:
a. Feat her and flight fine pit ch st op.
a
b. Feat her and ground fine pit ch st op.
c. Flight fine pit ch st op and reverse st op.
d. Ground fine pit ch and reverse st op.

When t he CSU is running "on speed":

a. The governor weight cent rifugal force
balances t he CSU spring force.
b. The CSU spring force balances t he oil
a
pressure.
c. The governor weight cent rifugal force
balances t he oil pressure.
d. The supply of oil t o t he CSU is shut off.

If engine power is increased wit h t he propeller

lever in t he const ant speed range, rpm
increase, t hen:
a. The governor weight s move out , blade angle
decreases, rpm decreases, weight s remain out .
b. The governor weight s move in, blade angle
c
increases, rpm decreases, weight s move out .
c. The governor weight s move out , blade angle
increases, rpm decreases, weight s move in.
d. The governor weight s move out , blade angle
increases, rpm decreases, weight s move in,
blade angle decreases again.

The purpose of t he Cent rifugal feat hering lat ch

on a single act ing propeller is t o prevent :
a. CTM t urning t he propeller t o fine pit ches.
b. The propeller from accident ally feat hering at
c
high rpm.
c. The propeller from feat hering on shut down.
d. The propeller from overspeeding if t he flight
fine pit ch st op fails t o reset .

d A hydraulic accumulat or may be fit t ed t o a

single act ing propeller t o provide pressure for:
a. Normal const ant speed operat ion of t he
propeller.
 b. Operat ion of t he propeller in t he event of
failure of t he CSU pump.
c. Feat hering and unfet t ering t he propeller.
d. Unfet t ering t he propeller.

If it is required t o increase t he rpm of a variable

pit ch propeller wit hout moving t he power lever,
t he propeller lever must be moved:
a. Forward, t he governor weight s move inwards,
blade angle increases.
c b. Backward, t he governor weight s move
out wards, blade angle decreases.
c. Forwards, t he governor weight s move
inwards, blade angle decreases.
d. Forwards, t he governor weight s move
out wards, blade angle decreases.

The CSU incorporat es an oil pump. It s purpose

is:
a. To provide pressure t o feat her t he propeller.
b. To provide pressure t o unfeat her t he
c propeller.
c. To increase t he engine oil pressure t o a
higher pressure t o operat e t he propeller pit ch
change mechanism.
d. To ensure adequat e lubricat ion of t he CSU.

A propeller blade is t wist ed along it s lengt h:

a. To compensat e for t he Cent rifugal Twist ing
Moment .
b b. To maint ain a const ant angle of at t ack from
root t o t ip of t he blade.
c. To increase t he t hrust given by t he t ip.
d. To maint ain const ant t hrust from root t o t ip.

Propeller t orque is:

a. The t endency of t he propeller t o t wist
around it s longit udinal axis.
b. The helical pat h of t he propeller t hrough t he
c
air.
c. The t urning moment produced by t he
propeller about t he axis of t he crankshaft .
d. The t hrust produced by t he propeller.
 The great est st ress on a rot at ing propeller
occurs:
a. At t he t ip.
d
b. At about 75% of t he lengt h.
c. At t he mid point .
d. At t he root .

The Bet a range of a propeller is from:

a. The feat her st ops t o t he Flight Fine Pit ch
st op.
b. The feat her st ops t o t he Ground Fine Pit ch
d
st op.
c. The feat her st ops t o t he reverse pit ch st op.
d. The Flight Fine Pit ch st op t o t he reverse
pit ch st op.

An 'Aut o - Feat hering' syst em senses:

a. Low rpm.
d b. Decreasing rpm.
c. High t orque.
d. Low t orque.

What happens t o t he pit ch of a variable pit ch

propeller in order t o maint ain const ant rpm
when (i) IAS is increased and (ii) Power is
increased?
c
a. (i) increases (ii) decreases
b. (i) decreases (ii) increases
c. (i) increases (ii) increases
d. (i) decreases (ii) decreases

Propellers may have an 'avoid' range of rpm:

a. To avoid resonance peaks which could lead
t o fat igue damage t o t he propeller.
b. To avoid excessive propeller noise.
a
c. Because t he engine does not run efficient ly
in t hat rpm range.
d. To avoid t he possibilit y of det onat ion
occurring in t he engine.

b What is t he preferred direct ion for aircraft

parking prior t o st art -up?
a. Tail int o wind.
b. Nose int o wind.
 c. 1st engine t o be st art ed on windward side.
d. Facing t owards t he dut y runway t hreshold t o
enable easy t axi-out .

Prior t o st art ing a pist on aero engine (in line

invert ed) and aft er ensuring t hat t he ignit ion is
"OFF", which check may have t o be carried out ?
a. Check t hat t he pilot 's flying licence is st ill in-
d
dat e.
b. No furt her checks are necessary.
c. Obt ain st art -up permission from t he Tower.
d. Carry out a check for engine hydraulicing.

When an engine st art s up and t he st art er key is

released, t o what posit ion does t he key ret urn?
a. "OFF".
d
b. "ON".
c. "BOOSTER".
d. "BOTH".

Immediat ely an engine has st art ed up, what is

t he first inst rument reading t o be checked?
a. Oil pressure.
a
b. Bat t ery volt s.
c. Gyro erect ion.
d. Vacuum.

What would be t he likely effect of prolonged

running wit h a weak mixt ure?
a. Overheat ing.
a b. Failure t o come up t o correct running
t emperat ure.
c. Carburet t or icing.
d. High oil pressure.

c Should over-priming cause a fire t o st art in t he

engine's carburet t or during st art ing, what is t he
best immediat e act ion?
a. Evacuat e t he aircraft and make a "flash" call
t o t he airport fire services.
b. Shut down t he engine. The fire will ext inguish
it self.
c. Keep t he engine t urning on t he st art er mot or
and select "idle cut -off". The fire should be
drawn t hrough t he engine.
 d. Select weak mixt ure on t he mixt ure cont rol
and rapidly increase RPM.

When is t he "Reference RPM" of an engine

est ablished?
a. Before t he first flight of t he day.
b. During engine warm-up.
d
c. By t he engine's manufact urer during "Type
Test ing".
d. When t he engine is first inst alled in an
aircraft .

When is "St at ic Boost " not ed?

a. Before engine st art .
a b. Just aft er engine st art , while warming up.
c. It is permanent ly marked on t he boost gauge.
d. It must be calculat ed from t he airfield QNH.

At what RPM is a Magnet o "dead cut " check

carried out ?
a. At ground warm-up RPM.
a
b. At Reference RPM.
c. At Take-off RPM.
d. During t he "Mag. drop" check.

If, during a "Mag. drop" check t he engine cut s,

what act ion must be t aken?
a. Immediat ely swit ch t o "Bot h" and recheck.
b. Select t he ot her magnet o, increase RPM t o
c
burn off t he plug fouling and recheck.
c. The engine must be st opped.
d. Decrease RPM t o idle for no more t han 1
minut e. Reselect reference RPM and recheck.

If, during a "Mag. drop" check t here is no drop in

RPM, what is t he most likely cause?
a. A really good ignit ion syst em.
b. One of t he swit ches being seized in t he open
b circuit posit ion.
c. One of t he swit ches being seized in t he
closed circuit posit ion.
d. The plug leads from t hat magnet o have not
been connect ed.
 What are t he main reasons t o exercise a
propeller from fine t o coarse pit ch aft er warm-
up?
a. In order t hat a pilot may pract ise propeller
cont rol t echnique before t ake-off.
d b. To pre-set t he feat hering signal before t ake-
off, in case of an emergency.
c. To check t hat a full range of cont rol is
available at t ake-off boost .
d. To replace t he cold oil in t he pit ch change
mechanism and check RPM cont rol.

At what mixt ure and carb. heat set t ing is a

t ake-off normally carried out ?
a. Fully weak and carb. heat fully off.
c
b. Fully rich and carb. heat fully on.
c. Fully rich and carb. heat fully off.
d. Fully weak and carb. heat fully off.

Why, when climbing, is t he engine t emperat ure

monit ored carefully?
a. A low t emperat ure will be t he only sign t hat
pre-ignit ion is occurring.
b. Decreasing air densit y will reduce t he engine
d cooling syst em's efficiency.
c. A low engine t emperat ure can give rise t o
poor at omisat ion of fuel, and t hus adversely
affect Specific Fuel Consumpt ion.
d. Use of high power at relat ively low speed
can allow engine t emperat ure t o creep up.

a When cruising in a fixed-pit ch propeller

equipped aircraft , what , from t he list below,
would be t he sympt oms of carburet t or icing?

1. Increase in manifold t emperat ure.

2. Decrease in RPM.
3. Loss of airspeed.
4. Increase in engine t emperat ure.
5. Loss of alt it ude.
6. Loss of oil t emperat ure.
7. Increase in RPM.

Choose from t he following:

 a. 2, 3 and 5
b. 1, 2 and 7
c. 4, 5, 6 and 7
d. 3, 4, 5 and 7

What is t he main danger from using a weak

mixt ure at a high power set t ing?
a. Low cylinder head t emperat ure.
d
b. Low fuel pressure.
c. Pre-ignit ion.
d. Det onat ion.

What are t he most likely effect s on an engine

of a low power, high speed descent ?
a. Engine over-speeding and consequent
damage.
b
b. Engine overcooling and carburet t or icing.
c. Engine overheat ing and oil cooler coring.
d. High oil t emperat ure and pist on ring gumming
up.

What problem is prevent ed by t he use of t he

correct running down procedure?
a. Spark plug fouling.
a
b. Oil cooler coring.
c. Very high rat e of pist on ring wear.
d. Over high t emperat ures on next st art -up.

What is t he correct way t o shut down an

engine?
a. Swit ch off bot h magnet os t oget her.
c
b. Swit ch off t he fuel boost er pump.
c. Move t he mixt ure cont rol t o ICO.
d. Feat her t he propeller when at idle RPM.

a What are t he t wo main sympt oms of an

excessively rich mixt ure?
a. Loss of power and a drop in cylinder head
t emperat ure.
b. Gain in power and a drop in cylinder head
t emperat ure.
c. Loss of power and a rise in cylinder head
t emperat ure.
d. Gain in power and a rise in cylinder head
t emperat ure.