021 - Airframe & Systems, Electrics, Powerplant, Emergency

8/13/2019 021 - Airframe & Systems, Electrics, Powerplant, Emergency

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AIRFRAME AND SYSTEMS, ELECTRICS, POWERPLANT, EMERGENCYsub Domanda RispostaA RispostaB RispostaC RispostaD C!"#

emulsif#ing characteristics =. corrosion resistant ;. good resistance to combustion

9. high compressibilit# . high viscosit# The combinationregrouping all the correct statements is:

021n a h#draulic braking s#stem+ an accumulator is pre*charged to 1200 psi. %nelectricall# driven h#draulic pump is started and provides a s#stem pressure of=000 psi. The h#draulic pressure gauge which is connected to the gas section of

the accumulator+ reads:

=000 psi 1200 psi ;200 psi 1?00 psi

021 @here in a h#draulic s#stem might overheat detectors be installedA %t the pumps. n the reservoirs. %t the actuators. %t the coolers.

021 4#draulic fluids: %re irritating to e#es and skin. ause high fire risk. -o not re3uire special care. %re irritating to e#es and skin and causehigh fire risk.

021 4#draulic fluids used in s#stems of large modern airliners are: !hosphate ester base fluids. @ater base fluids. 5egetable base fluids. ineral base fluids.

021 4#draulic power is a function of: #stem pressure and volume flow. !ump R! onl#. #stem pressure and tank capacit#. !ump sie and volume flow.

0217arge transport aeroplane h#draulic s#stems usuall# operate with a s#stempressure of appro"imatel#:

=000 psi ;000 psi 2000 psi 1000 psi

021n h#draulic s#stems of large modern transport categor# aircraft the fluids usedare:

#nthetic oil. ineral oil. 5egetable oil. @ater and gl#col.

021 The t#pe of h#draulic oil used in modern h#draulic s#stems is: s#nthetic oil vegetable oil mi"ture of mineral oil and alcohol mineral oil

021n a modern h#draulic s#stem+ Bh#draulic fusesB can be found. Their function is: To prevent total s#stem loss in case of aleaking h#draulic line.

To switch to the secondar# s#stemin case of a leak in the primar#

brake s#stem.

To isolate a part of the s#stem andprotect it against accidental pollution.

To allow b#*passing of a h#draulic pumpin case it is subect to e"cessive pressure+

without further damage to the s#stem.

021 n a h#draulic s#stem+ the reservoir is pressuried in order to: prevent pump cavitation seal the s#stem keep the h#draulic fluid at optimumtemperature

reduce fluid c ombustibilit#

021 huttle valves will automaticall#: switch h#draulicall# operated units to

the most appropriate pressure suppl#.

shut down s#stems which are

overloaded.

guard s#stems against overpressure. reduce pump loads.

021n addition to energ# storage+ the accumulator of the h#draulic s#stem is used: for damping pressure surges in thes#stem.

for fluid storage. for pressure storage. as a pressure relief valve.

021 f the cabin altitude rises (aircraft in level flight+ the differential pressure: decreases increases remains constant ma# e"ceed the ma"imum permitteddifferential unless immediate

preventative action is taken.

021The purpose of the cabin pressure controller+ in the automatic mode+ is to performthe following functions: 1. control of cabin altitude+ 2. control of cabin altitude

rate*of*change+ =. limitation of differential pressure ;. balancing aircraft altitudewith cabin altitude 9. cabin ventilation


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outflow.

021-uring level flight at a constant cabin pressure altitude (which could be decreased+even at this flight level+ the cabin outflow valves are:

!artiall# open. full# closed until the cabin climbsto a selected altitude.

%t the pre*set position for take*off. )ull# closed until the cabin descends to aselected altitude.

021 The purpose of a ditching control is to: close the outflow valve(s. achieve rapid depressurisation. open the outflow valve(s. direct pressurisation air to the flotationbags.

021 The cabin pressure is regulated b# the: $utflow valve. %ir c#cle machine. %ir conditioning pack. abin inlet airflow valve.

021 abin pressurisation is controlled b# the: The cabin outflow valve. The cabin inlet airflow. The engine's R!. The engine's bleed valves.

021abin differential pressure means the pressure difference between: cabin pressure and ambient airpressure.

cockpit and passenger cabin. cabin pressure and ambient air pressureat 7.

actual cabin pressure and selectedpressure.

0216nder normal conditions (C%R 29 the cabin pressure altitude is not allowed toe"ceed:

?000 ft ;000 ft * 8 psi = * 9 psi 1= * 19 psi 22 psi

021 $n most modern airliners the cabin pre ssure is controlled b# re gulating the: %irflow le aving the cabin. %irflow e nte ring the c abin. R! of the engine . &lee d a ir valve.

021f the ma"imum operating altitude of an airplane is limited b# the pressuried

cabin+ this limitation is due to the ma"imum:

!ositive cabin differential pressure at

ma"imum cabin altitude.

Degative differential pressure at

ma"imum cabin altitude.

!ositive cabin differential pressure at

ma"imum operating ceiling.

Degative cabin differential pressure at

ma"imum operating ceiling.

021 The Bcabin differential pressureB is: cabin pressure minus ambient pressure. appro"ima tel# 9 psi at ma "imum. appro"ima tel# 19 psi at ma"imum. the pressure differentia l be tween the airentering and leaving the cabin.

021 The cabin rate of descent: results in a cabin pressure increase. is alwa#s the same as the airplane'srate of descent.

results in a cabin pressure decrease. is not possible at constant airplanealtitudes.

021The ma"imum differential pressure of a transonic transport categor# airplane is

appro"imatel#:

8.0 psi =.9 psi 1=.9 psi 19.9 psi

021 The pneumatic ice protection s#stem is mainl# used for: wings. pitot tubes. propellers. engine intakes.

021@hat is the purpose of the pack cooling fans in the air conditioning s#stemA uppl#ing the heat e"changers withcooling air during slow flights andground operation.

uppl#ing the heat e"changerswith cooling air during cruiseflight.

uppl#ing the !assenger ervice 6nit(!6 with fresh air.

ooling of the %!6 compartment.

021 n flight+ the cabin air for modern airplanes with et engines is usuall# supplied b#: engine compressors. piston compressors. ram air intakes. single radial compressors.

021 abin air for modern aircraft is usuall# taken from: the low pressure compressor and fromthe high pressure compressor if

necessar#.

the second fan stage. the low pressure compressor. the high pressure compress or.

021 n an aircraft air conditioning s#stem the air cannot be treated for: humidit#. purit#. pressure. temperature.

021 $n modern transport aircraft+ cockpit windows are protected against icing b#: /lectric heating. 5in#l coating. %nti*icing fluid. Rain repellent s#stem.

021 ,enerall#+ for large aeroplanes+ electrical heating for ice protection is used on: !itot tubes. /levator leading edges. lat leading edges. )in leading edges.

021$n most transport aircraft+ the low pressure pumps of the fuel s#stem are: centrifugal pumps+ driven b# an electricmotor.

electro*mechanical wobble pumps+with self*regulated pressure.

mechanicall# driven b# the engine'saccessor# gearbo".

removable onl# after the associated tankhas been emptied.

021The fuel suppl# s#stem on a et engine includes a fuel heating device+ upstream ofthe main fuel filter so as to:

prevent+ at low fuel temperature+ therisk of ice formation from watercontained in the fuel.

maintain and improve fuel heatingpower.

ease low pressure pumps work b#increasing fuel fluidit#.

prevent fuel from freeing in fuel pipesdue to low temperatures at high altitude.

021$n most transport et aircraft+ the low pressure pumps of the fuel s#stem are

supplied with electric power of the following t#pe:

119 5 % 2? 5 % 2? 5 - 119 5 -

021The pressure usuall# produced b# the &oost !umps (&! of the fuel suppl# s#stemof a large et transport airplane is within the following range:

20 to 90 psi 9 to 10 psi =000 to 9000 psi =00 to 900 psi

021 n a fue l s#ste m+ the oil to fuel heat e"cha nger allows: et engine oil cooling through thermale"change with fuel flowing from tanks.

fuel cooling so as to preventvapour creation likel# to unprime

noles.

fuel heating as re3uired whenever fuelfilter clogging is detected.

automatic fuel heating b# the engine oilso as to prevent icing in fuel filter.

021 The fuel cross*feed s#stem: allows feeding of an# engine from an#fuel tank.

is onl# used to feed an engine fromthe tank of the opposite wing.

is onl# used on the ground for fueltransfer from one tank to another.

is onl# used in flight for fuel transferfrom one tank to another.


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021 abin air for a large airplane+ during flight: is temperature controlled. has a constant o"#gen ratio

regulated to a preset value.

has an increased o"#gen ratio. has a reduced o"#gen ratio.

021@hen air is compressed for pressuriation purposes+ the percentage o"#gen

content is:

unaffected. decreased. increased. dependent on the degree of

pressurisation.

021The term BbootstrapB+ when used to identif# a cabin air conditioning andpressurisation s#stem+ refers to the:

cold air unit (air c#cle machinearrangement.

source of the charge air. means b# which pressurisation iscontrolled.

charge air across the inter*cooler heate"changer.

021 n a bootstrap cooling s#stem the suppl# air is first: compressed+ then goes through a heat

e"changer+ and across an e"pansionturbine.

passed across an e"pansion

turbine+ then compressed andpassed through a heat e"changer.

passed across an e"pansion turbine+

then directl# to the heat e"changer.

compressed+ then passed across an

e"pansion turbine and finall# across aheat e"changer.

021n a cabin air conditioning s#stem+ e3uipped with a bootstrap+ the mass air flow is

routed via the:

secondar# heat e"changer outlet to the

turbine inlet of the cold air unit.

secondar# heat e"changer outlet to

the compressor inlet of the cold airunit.

turbine outlet of the cold air unit to the

primar# heat e"changer inlet.

compressor outlet of the cold air unit to

the primar# heat e"changer inlet.

021/ngine bleed air used for air conditioning and pressuriation in turbo*etaeroplanes is usuall# taken from the:

compressor section. fan section. turbine section. b#*pass ducting.

021 The turbine in a cold air unit (air c#cle machine: drives the compressor in the unit+

creating a temperature drop in theconditioning air.

drives the compressor which

provides pressurisation.

increases the pressure of the air suppl#

to the cabin.

drives the compressor in the unit and

causes a pressure increase in theconditioning air.

021n large modern aircraft+ in the air conditioning s#stem+ reduction of airtemperature and pressure is achieved b#:

an e"pansion turbine. a compressor. a condenser. an evaporator.

021n a BbootstrapB cooling s#stem+ the charge air is first compressed in the cold airunit to:

ensure an ade3uate pressure andtemperature drop across the coolingturbine.

increase the cabin air suppl#pressure when the charge pressureis too low.

ensure an ade3uate charge air flowacross the inter*cooler heat e"changer.

maintain a constant cabin mass air flow.

021 % turbo*fan cold air unit will: cause a pressure drop as well as anassociated temperature drop in the

charge air.

not affect the charge air pressure. increase charge air pressure whilstcausing the temperature to drop in the

heat e"changer.

decrease charge air pressure whilstcausing the temperature to rise in the

heat e"changer.

021The cabin heating suppl# in a heav# et transport aircraft is obtained from: hot air coming from the engine'scompressors.

hot air coming from the engine'sturbines.

a fuel heater s#stem. an electrical heater s#stem.

021 The pack cooling fan provides: cooling air to the primar# andsecondar# heat e"changer during slow

flight and ground operation.

cooling air to the pre*cooler. air to the e#eball outlets at the!assenger ervice 6nit (!6.

cooling air to the primar# and secondar#heat e"changer during cruise.

021n flight+ the most commonl# used anti*icing method for the wings of moderncommercial aircraft fitted with turbo*et units is:

The rma l (use of hot ai r . !h#s ic al Ec he mica l (gl#c ol *ba se dli3uid.

/lectrical (electrical resistances. echanical (pneumatic source whichacts b# deforming the profiles of the

leading edge.

021@ith regard to the pneumatic mechanical devices which afford protection againstthe formation of ice+ the onl# correct statement is:

The pneumatic mechanical device canonl# be used as a de*icing device.

The pneumatic mechanical deviceis used a lot on modern aircraft asit is ine"pensive and eas# tomaintain.

The pneumatic mechanical device canonl# be used as an anti*icing device.

The inflatable de*ice boots of thepneumatic mechanical device arearranged perpendicular to the leadingedges.

021oncerning electricall# powered ice protection devices+ the onl# true statement is: on modern aeroplanes+ electricall#powered thermal devices are used toprevent icing on small surfaces (pitot*

static+ windshield....

on modern aeroplanes+ electricalpower suppl# being available ine"cess+ this s#stem is ver# often

used for large surfaces de*icing.

on modern aeroplanes+ electricall#powered thermal devices are ver#efficient+ therefore the# onl# need little

energ#.

on modern aeroplanes+ electricall#powered thermal devices are used as de*icing devices for pitot*tubes+ static ports+

windshield...

021The elements specificall# protected against icing on transport aircraft are: 1engine air intake and pod. 2 front glass shield. = radome. ; pitot tubes and wastewater e"haust masts. 9 leading edge of wing. trailing edgeof wings. ? electronic e3uipment compartment. The combination regrouping all

the correct statements is:

1+ 2+ ;+ 9 1+ ;+ 9+ > 1+ 2+ 9+ < 1+ 2+ =+ ?

021 The heating facilit # for the windshie ld of an airc ra ft is: 6sed on a continua l basis as it reducesthe thermal gradients which adversel#

affect the useful life of the components.

4armful to the integrit# of thewindows in the event of a bird

strike.

$nl# used when hot*air demisting isinsufficient.

6sed onl# at low altitudes where there isa risk of ice formation.

021 $n a et aircraft fuel heaters are: 7ocated on the engines. nstalled in each tank. nstalled onl# in the centre tank. not necessar# at all.

021 The automatic fuelling shut off valve: stops fuelling as soon as a certain fuellevel is reached inside the tank.

cuts off the fuel in case of enginefire.

stops fuelling as soon as the fuel spillsinto the vent line.

stops fuelling as soon as a certainpressure is reached.

021-uring fuelling the automatic fuelling shut off valves will switch off the fuelsuppl# s#stem when:

the fuel has reached a predeterminedvolume or mass.

fuelling s#stem has reached acertain pressure.

the surge vent tank is filled. there is fire.


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021()or this 3uestion use anne" 021*8?0% The diagram shown in anne" represents a

et fuel s#stem. The fuel*flow measurement is carried out:

after high pressure valve (item ;. in the fuel control unit (item =. after high pressure pump first stage

(item 2.

after low pressure valve (item 1.

021The purpose of the barometric correction in a fuel controller is to: maintain the correct fuel to air mass

ratio when the altitude increases.

reduce the fuel to air mass ratio

when the altitude increases.

increase the fuel to air mass ratio when

the altitude increases.

maintain a constant fuel flow whatever

the altitude is.

021 f one of the 12 cells of a lead*acid batter# is dead+ the batter#: is unserviceable. has 1E12 less voltage+ but can stillbe used.

has 1E12 less capacit#+ but can still beused.

has 1E12 less voltage and less capacit#+but can still be used.

021@hen the % generators are connected in parallel+ the reactive loads are balanced

b# means of the:

energiing current. fre3uenc#. voltage. tor3ue of the onstant peed -rive

(-.

021 n a compressor stage of a et engine+ the se3uence is: rotor * stator stator * rotor rotor * rotor * stator stator * stator * rotor

021The most common e"tinguishing agent used in gas turbine engine fire protections#stem is:

)reon. @ater. $2. !owder.

021n order to produce an alternating voltage of ;00 4+ the number of pair of polesre3uired in an % generator running at 9 m.

021 The wavelength of a radio signal transmitted at the fre3uenc# 11?.> 4 is: 2.9= m. 29.= m. 2.9= cm. 29.= cm.

021@hen the % generators are connected in parallel+ the reactive loads are balanced

b# means of the:

e"citation current. fre3uenc# or load controller. voltage controller. tor3ue of the onstant peed -rive

(-.

021The power re3uired for field e"citation of the main rotor in modern constant*

fre3uenc# alternators is directl# supplied b#:

The voltage regula tor. %n e"cita tion alternator with a

permanent magnet generator.

% direct current generator (e"citer

d#namo.

%n e"citation alternator with three*phase

generator and revolving diodes.

021 The alternators+ when connected+ are usuall# connected: n parallel mode. n series mode. -ependant on the t#pe of generator. -ependant on the t#pe of engine.

021 %lternating current can be derived from direct current b#: an inverter. a series wound motor. an alternating current motor. the use of rela#s.

021n a pressuried transport aircraft+ the protective breathing e3uipment: protects the members of the crewagainst smokes and no"ious gases.

gives medical assistance to certainpassengers with respirator#disorders.

protects all the occupants against theeffects of accidental depressuriation.

protects the members of the crew againstthe effects of accidental depressuriation.

021 @hen 3uick donning masks are in use+ the pilot is: able to radiotelephone. onl# able to receive. onl# able to transmit. not able to do an# radio communication.


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021 % fault protection circuit in a fire detection s#ste m will: inhibit the fire dete ctor when the

detection line is connected to ground.

activate the fire detection s#stem

when the detection line isconnected to ground.

automaticall# initiate %!6 shutdown

and fire e"tinguisher striker a ctivationin the event of fire.

activate an alarm in the cockpit and in

the landing gear ba# for ground crew.

021n a fire detection s#stem with single*loop continuous components (with no faultprotection+ if the line is accidentall# grounded:

the fi re ala rm is tr igge re d. the powe r suppl# i s c ut offautomaticall#.

there will be no effect on the s#stem the engine fire e"tinguisher striker isautomaticall# activated.

021@hen a continuous loop wire t#pe fire detection s#stem is tested: the wiring and the warning are tested. onl# the warning function is tested. a part of the wire is heated. the whole wire is heated.

021 @hat is breathed in when using a passenger o"#gen maskA abin air and o"#gen. 100F o"#gen. abin air and o"#gen or 100F o"#gen. % mi"ture of o"#gen and freon gas.

021The safet# precautions to be taken whenever using o"#gen are: 1. refrain fromsmoking+ avoid sparks. 2. %void operation of radio communication e3uipment. =.

$perate o"#gen s#stem valves slowl#. ;. %void greas# matter. The combinationregrouping all the correct statements is:

1+ =+ ;. 1+ 2+ =. 2+ =+ ;. 1+ 2+ ;.

021The accessor# units driven b# the accessor# gearbo" of a turbo*et engine are the:1. tacho*generator D1 2. tacho*generator D2 =. thrust reverser pneumatic motors ;.% generator and its onstant peed 6nit (- 9. oil pumps . high pressure fuel pumps The combination regrouping all the correct statementsis:

1+ ;+ 9+ . 2+ =+ ;+ 9+ . 2+ ;+ 9+


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021The wing of an aircraft in flight+ powered b# engines located under the wing+ is

subected to a bending moment which causes its leading edge+ from the wing rootto the wing tip+ to operate in:

compression+ then in tension. tension+ then in compression. tension. compression.

021@hen a persistent undere"citation fault is detected on an % generator connectedto the aircraft mains with another % generator+ the protection device opens:

the e"citer control rela#+ the generatorbreaker and the tie breaker.

the tie breaker. the generator breaker and the tiebreaker.

the generator control rela# and thegenerator breaker.

021$n detection of a persistent phase unbalance on an % generator connected to the

aircraft mains+ with another % generator+ the protection device opens:

the tie breaker. the generator breaker and the tie

breaker.

the ge nerator breaker. the e"citer control rela# and the

generator breaker.

021 % static converter is powered b#: direct current on input+ alternatingcurrent output.

alternating current on input+alternating current on output.

direct current on input+ direct currenton output.

alternating current on input+ directcurrent on output.

021n an aircraft electrical s#stem where % generators are not paralleled mounted+

the changeover rela# allows:

power suppl# to the fault# %

generators busbar.

connection of the % generator to

its distribution busbar.

connection of the ground power truck

to its distribution busbar.

connection of the %u"iliar# !ower 6nit

(%!6 to its main busbar.021! ulling the fire shutoff handle causes a number of devices to disconnect. n respect

of the % generator it can be said that the:

e"citer control rela# and the generator

breaker open.

e "c iter c on trol re la # opens. ge ne ra tor bre ake r ope ns. e "c ite r c ont rol re la #+ the ge ne ra tor

breaker and the tie breaker open.

021The advantages of grounding the negative pole of the aircraft structure are: 1.@eight saving 2. /as# fault detection =. ncrease of short*circuit risk ;. Reduction

of short*circuit risk 9. ircuits are not single*wired lines The combinationregrouping all the correct statements is:

1+ 2+ ; 1+ 2+ = 2+ =+ 9 1+ =+ 9

021The speed of an as#nchronous four*pole motor fed at a fre3uenc# of ;00 4ert is: 12000 revolutions per minute.


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the same wa# as the main %

generator.

easil# coupled with the latter.

021 The colour of a fresh s#nthetic h#draulic fluids is: purple. pink. blue. red.

021 % magnetic circuit*breaker is: a protection s#stem that has a 3uick

tripping response.

permits an overcurrent limited in

time.

can be reset without an# danger even

when fault remains.

is a s#stem with a slow response time.

021% tubeless t#re is a t#re: 1. which re3uires solid or branched wheels 2. whose valvecan be sheared in sudden accelerations =. whose mounting rim must be flawless ;.which re3uires no rim protection between rim flange and tire removing device 9.

which does not burst in the event of a tire puncture 9 ! (low pressure s#stem 2.suppl# pure o"#gen =. suppl# diluted o"#gen ;. suppl# o"#gen at normal pressure

9. suppl# o"#gen at emergenc#Epositive pressure


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021$n detection of a persistent overvoltage fault on an % generator connected to the

aircraft % busbars+ the on*board protection device opens:

the e"citer breaker and the generator

breaker.

the e"citer breaker+ the generator

breaker and tie breaker.

The generator breaker and tie breaker. The generator breaker.

021% feeder fault on a direct current circuit results from a flu" unbalance between the: voltage coil and the series winding

turn.

voltage coil and the series winding. generator and the series winding turn. shunt e"citer and the series winding turn.

021@hen a persistent top e"citation limit fault on an % generator connected to themains with another % generator+ the overe"citation protection device opens:

the e"citer breaker+ the generatorbreaker and the tie breaker.

the tie breaker. the e"citer breaker and the generatorbreaker.

the generator breaker.

021@hen a persistent over*e"citation fault is detected on onl# one % generator+ the

protection device opens the:

e"citer breaker and generator breaker. e"citer breaker+ generator breaker

and tie breaker.

tie breaker. generator breaker and tie breaker.

021@hen a n underspeed fault is detected on an % generator connected to the aircraft% busbar+ the protection device opens the:

generator breaker. e"citer breaker. e"citer breaker and generator breaker. e"citer breaker+ generator breaker and tiebreaker.

021 The voltage regulator of a - gene rator is connec te d in: series with the shunt field coil. se ries with the armature. pa ra llel with the shunt field coil. parallel with the armature.

021$n starting+ in a brushless % generator with no commutator rings+ the generatoris activated b#:

a se t of pe rma ne nt ma gnets. the ma in fie ld wind ing. the sta bi li er winding oint l# wi th thevoltage regulator.

the au"iliar# winding.

021 The capacit# of an accumulator is: The 3uantit# of electricit# that the

batter# can suppl# during discharge.

The number of c#cles (charging

and discharging that a batter# canwithstand without deterioration ofits cells.

The no*load voltage of the batter#

multiplied b# its rated output current.

The intensit# withstood b# the batter#

during charging.

021 The purpose of a compressor bleed va lve is to prevent surging: at low compressor rpm. generated b# foreign obectingestion.

of the f irst compressor stages. with a ltitude.

021 7anding gear tor3ue links are used to: prevent rotation of the landing gearpiston in the oleo strut.

take up the lateral stresses to whichthe gear is subected.

prevent the e"tension of the landinggear oleo strut rod.

maintain the compass headingthroughout ta"iing and take*off.

021 himm# occurs on the nose wheel landing gear during ta"iing when: 1. the wheels

tend to describe a sinusoidal motion on the ground 2. the wheels no longer respondto the pilot's actions This effect is overcome b# means of: =. the tor3ue link ;. adamper associated with the steering c#linder The combination of correct

statements is:

1+ ;. 1+ =. 2+ ;. 2+ =.

021The il lumina tion of the gre en la nding ge ar ligh t indica te s tha t the la nding ge ar is : loc ke d*down. in the re 3ui re d posi tion. loc ke d*down and i ts door is loc ke d. not in the re 3ui re d posi tion.

021% tubeless t#re has: 1* a built*in*air tube. 2* no built*in*air tube. =* a crossed sidecasing. ;* a radial side casing. The combination of correct statements is:

2+ ;. 1+ ;. 2+ =. 1+=.

021()or this 3uestion use anne" 021*;00?% Reference should be made to the fuelsuppl# s#stem shown in anne". n flight+ with centre tank empt# and %!6operating+ a fuel unbalance is detected (3uantit# in tank 1 I 3uantit# in tank 2.

Rebalancing of the two tanks is:

possible with BR$)//-B open andtank 1 pumps B$))B and tank 2 pumpsB$DB.

impossible without causing the%!6 to stop.

possible with BR$)//-B open andtank 2 pumps B$))B.

impossible because there is no fuel incentre tank.

021%n aircraft with a pressuried cabin is settled at its cruise level. -uring the flight+ amalfunction of the pressure controller is detected b# the crew and the cabin rateindicator reads *200ftEmin. ,iven that: -/7T% !: -ifferential pressure Hc: abin

altitude

-/7T% ! will rise up to its ma"imumvalue+ thus causing the safet# reliefvalves to open.

% descent must be initiated toprevent the o"#gen masksdropping when Hc reaches 1;000ft.

The aircraft has to climb to a higherflight level in order to reduce Hc to itsinitial value.

The crew has to intermittentl# cut off theincoming air flow in order to maintain aero Hc.

021The function of an accumulator in a h#draulic brake s#stem is: to suppl# a limited amount of brakeenerg# in case the h#draulic s#stem

normall# powering the brakes does notfunction an#more.

to damp pressure fluctuations ofthe auto brake s#stem.

to store the h#draulic energ# recoveredb# the anti skid s#stem to prevent

wheel blocking.

to function as a buffer to assist theh#draulic s#stem during heav# braking.

021%n aircraft with a pressuried cabin flies at level =10. )ollowing a malfunction ofthe pressure controller+ the outflow valve runs to the open position. ,iven: 5Hc:abin rate of climb indication Hc: abin pressure altitude -/7T% !: -ifferential

pressure This will result in a:

5Hc increase Hc increase -/7T% !decrease

5Hc decrease Hc increase -/7T%! decrease

5Hc increase Hc increase -/7T% !increase

5Hc decrease Hc decrease -/7T% !increase

021onsider a et engine whose control is based on the /ngine !ressure Ratio (/!R:1. with a constant /!R+ the thrust decreases when the altitude increases 2. with aconstant /!R+ the thrust is independent of the ach number =. %t sameenvironmental conditions+ a given /!R setting maintains the thrust irrespective of

engine wear due to ageing. ;. the /!R is determined b# the impact pressuredifference between the turbine outlet and the compressor inlet 9. on take*off+ in theevent of icing not detected b# the crew+ the indicated /!R is lower than the real

/!R The combination regrouping all the correct statements is:

1+ =. 2+ =+ ;. =+ ;+ 9. 1+ 9.


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021onsider the variable*pitch propeller of a turbo*prop. -uring deceleration: when braking+ the propeller supplies

negative thrust and absorbs enginepower.

at ero power+ the propeller thrust

is ero and the engine powerabsorbed is nil.

when feathered+ the propeller produces

thrust and absorbs no engine power.

with propeller windmilling+ the thrust is

ero and the propeller supplies enginepower.

021%mong the different t#pes of aircraft structures+ the shell structures efficientl#transmit the: 1. normal bending stresses 2. tangent bending stresses =. torsionalmoment ;. shear stresses The combination regrouping all the correct statements is:

1+ 2+ = 2+ =+ ; 1+ 2+ ; 1+ =+ ;

021$n a non*stressed skin t#pe wing+ the wing structure elements which take up thevertical bending moments " are:

the spars. the ribs. the webs. the skin.

021The modern anti*skid processes are based on the use of a computer whose inputdata is: 1. idle wheel speed (measured 2. braked wheel speed (measured =. braketemperature (measured ;. desired idle wheel train slipping rate 9. tire pressure The

combination regrouping all the correct statements is:

1+ 2+ ;. 1+ 2+ =+ ;+ 9. 2+ ;. 1+ =.

021 The purpose of static wick dischargers is to: dissipate static charge of the aircraft inflight thus avoiding radio interference

as a result of static electricit#.

dissipate static charge from theaircraft skin after landing.

provide a path to ground for staticcharges when refuelling.

be able to fl# higher because of lesselectrical friction.

021 The t#pe of windings commonl# used in - starter motors are: series wound. shunt wound. series shunt wound. compound wound.

021 The output of a generator is controlled b#: var#ing the field strength. var#ing the speed of the engine. var#ing the length of wire in thearmature windings.

the reverse current rela# circuit breaker.

021 The rating of electrical fuses is e"pressed in: amperes. volts. watts. ohms.

021 % rela# is: a magneticall# operated switch. another name for a solenoid valve. a unit that is used to convert electricalenerg# to heat energ#.

a device that is used to increase electricalpower.

021 The voltage of a full# charged lead*acid batter# cell is: 2+2 volts. 1+; volts. 1+? volts. 1+2 volts.

021 &atteries are rated in: %mpere hours. %mperesEvolts. @atts. $hms.

021t ma# be determined that an a ircraf t is not properl# bonded if : sta tic noises can be heard on the radio. a circuit breaker pops out. there is interference on the 5$Rreceiver.

there is heav# corrosion on the fuselageskin mountings.

021 n the response curve of an amplifier+ the ba ndwidth is: The fre 3uenc# band corresponding to

ma"imum gain less = decibels.

The fre3uenc# band corresponding

to ma"imum gain.

The fre3uenc# band corresponding to

ma"imum gain less 20 decibels.

The fre3uenc# band corresponding to

ma"imum gain+ increased b# 10 k4 ateach end.

021 57$ is the ma"imum: speed at which the landing gear can beoperated with full safet#.

flight speed with landing geardown.

speed with flaps e"tended in a givenposition.

cruising speed not to be e"ceeded e"ceptin still air with caution.

021 57/ is the ma"imum: flight speed with landing gear down speed at which the landing gear

can be operated with full safet#

speed with flaps e"tended in a given

position

speed authoried in flight

021 )lutter results from two deformation modes which are: torsion and bending torsion and shearing bending an elongation shearing and elongation

021()or this 3uestion use anne" 021*;8


11/32


12/32


slower turning wheels. the faster turning wheels. faster turning wheels. slower turning wheels.

021The ice protection s#stem currentl# used for the most modern e t aeroplanes is the 4ot a ir s#stem. !neumatic s#stem with e"pandableboots.

7i3uid de*icing s#ste m. /lec trical de *icing s#ste m.

021 -uring flight+ the wing a nti*ice s #ste m ha s to prote ct a pa rt of the whole leading edge . the whole upper wing surfa ce a ndthe flaps.

slats and the leading edge flaps onl#. the whole leading edge and the wholeupper wing surface.

021 n et aeroplanes the 'therma l anti*ice s#stem' is primaril# supplied b# bleed air from the engines. turbo compressors. ra m a ir+ hea ted via a he at e"c hanger. the %!6.

021The de*icing s#stem which is mostl# used for the wings of modern turbopropaeroplanes is:

!neumatic boots. /lectrical heating. Thermal anti*icing. )luid de*icing.

021 The ice protection for propellers of modern turboprop aeroplanes works electricall#. pneumaticall#. with hot air. with anti*icing fluid.

021 % gaseous sensorEresponder tube fire sensor is teste d b# heating up the se nsor with test powe rconnection.

checking the continuit# of thes#stem with a test switch.

checking the wiring harness for faultsbut not the sensor.

checking the sensor with pressuried gas.

021 moke detector s#stems are installed in the upper cargo compartments (class /. wheel wells. engine nacelles. fuel tanks.

021The indication of the f ire detection s#stems is performed b# a : warning light and a warning bell (or

aural alert.

warning bell. warning light. gear warning.

021The state in which the breathing o"#gen for the cockpit of et transport aeroplanesis stored is:

,aseous. hemical compound. 7i3uid. ,aseous or chemical compound.

021f the ma"imum operating pressure of the o"#gen s#stem is e"ceeded the: o"#gen is discharged overboard via a

safet# plug.

o"#gen becomes unusable for the

passengers.

passenger o"#gen masks will drop

down.

o"#gen bottles will e"plode.

021The purpose of a diluter demand regulator in an o"#gen s#stem is to: deliver o"#gen flow when inhaling. deliver o"#gen flow onl# above )7100.

is onl# recommended with smoke in thecockpit.

mi" air and o"#gen in a passengero"#gen mask.

021The bu ilt *in pa sse nge r o"#ge n s#s te m be a ct iva te d b#: switch ing the pa ssenge r o"#ge n $D. swi tc hing the di luter de ma ndregulator $D.

opening the o"#gen*bottle valves. switching the diluter demand regulatorand the passenger o"#gen $D.

021 The passenger o"#gen mask will suppl#: a mi"ture of cabin air and o"#gen. 100 F o"#gen. a mi"ture of compressed air and

o"#gen or 100 F o"#gen.

a mi"ture of o"#gen and freon gas.

021The useful work area in an ideal $tto engine indicator diagram is enclosed b# thefollowing gas state change lines

2 adiabatic and 2 isochoric lines. 2 adiabatic and 1 isothermic lines. 2 adiabatic and 2 isobaric lines. 2 adiabatic+ 1 isochoric and 1 isobariclines.

021gnition occurs in each c #linder of a four stroke engine (T- L Top -ead entre: before T- at each second crankshaft

revolution.

before T- at each crankshaft

revolution.

behind T- at each crankshaft

revolution.

behind T- at each second crankshaft

revolution.

021 The power output of a piston engine can be calculated b#: Tor3ue times R!. @ork times velocit#. )orce times distance. !ressure times arm.

021 The power of a piston engine which will be measured b# using a friction brake is: &rake horse power. )riction horse power. 4eat loss power. ndicated horse power.

021The tor3ue of a n a eroplane engine ca n be me asure d at the : ge ar bo" which i s loc ated be twe en theengine and the propeller.

propeller blades. accessor# gear bo". camshaft.

021The power of a piston engine decreases during a climb with a constant power leversetting because of the decreasing:

air densit#. engine temperature. humidit#. temperature.

021The conditions under which #ou obtain the highest engine power are: cold and dr# air at high pressure. warm and humid air at low

pressure.

cold and humid air at high pressure. warm and dr# air at high pressure.

021The power output of a normall# aspirated piston engine increases with increasing

altitude at constant anifold %ir !ressure (%! and R! because of the:

lower back pressure. lower losses during the gas change. l ower friction losses. leaner mi"ture at higher altitudes.

021-uring climb with constant anifold %ir !ressure (%! and R! indication and

constant mi"ture setting+ the power output of a piston engine:

increases. decreases. onl# sta#s constant if the speed control

lever is pushed forward.

sta#s constant.

021 The kind of compressor normall# used as a supercharger is: a radial compressor. an a"ial compressor. a h#brid compressor. a piston compressor.

021@hat can be the conse3uence during a descent with a full# open throttle if the

waste gate is seied A

The manifold air pressure (%! value

ma# e"ceed the ma"imum allowedvalue.

The power of the motor will

decrease.

The turbine shaft will break. The turbine blades will separate.

021 $ne of the advantages of a turbocharger is: to make the power available lessdependent on altitude.

that is has a better propulsiveefficienc#.

that there is no torsion at thecrankshaft.

that there is no danger of detonation.

021@ith which instrument(s do #ou monitor the power output of an aeroplane fittedwith a fi"ed pitch propellerA

R! indicator. R! and )uel )low indicator. R! and %! indicator. R! and /,T indicator.

021%n /,T (/"haust ,as Temperature indicator for a piston engine is used to: assist the pilot to set the correctmi"ture.

control the c#linder headtemperature.

control the carburettor inlet air flow. control the fuel temperature.


13/32


021-uring climb with constant throttle and R! lever setting (mi"ture being

constant the:

anifold %ir !ressure (%!

decreases.

R! decreases. anifold %ir !ressure (%!

increases.

R! increases.

021 The conditions which can cause knocking are: 4igh manifold pressure and low

revolutions per minute.

4igh manifold pressure and high


7ow manifold pressure and high


7ow manifold pressure and high fuel

flow.

021@hich of the following 3ualitative statements about a fi"ed propeller optimied forcruise condition+ is true for the take*off caseA The angle of attack of the propeller:

blade is relativel# high. blade is relativel# small. airfoil section is negative. blades reduces to ero.

021The mechanism to change the propeller blade pitch of modern small piston engine

aeroplanes is operated

h#draul ic al l# b# e ngine oi l. h#drau lica ll# b# h#draul ic fluid. b# a n e le ct rica l a ctua tor . b# a me chanic al l inka ge .

021@hat will happen to the geometrical pitch angle of a Bconstant speed propellerB ifthe manifold pressure is increased A

t will increase t will increase and after a shorttime it will be the same again

t will decrease so that the engine canincrease

t will remain the same

021The 'slipstream effect' of a propeller is most prominent a t: low airspeeds with high power setting. high a irspeeds with low powersetting.

high airspeeds with high power setting. low airspeeds with low power setting.

021%n as#mme tr ic loa ding (p*fa ctor on the prope ller e"ists .. f the ae roplane ha s a la rge angle ofattack.

f there is an unbalanced propeller. $nl# for counterrotating propeller $nl# if the 'constant speed propeller'mechanism is broken.

021n general+ in twin*engine aeroplanes with 'constant speed propeller' the oil pressure turns the propellerblades towards smaller pitch angle.

the aerod#namic force turns thepropeller blades towards higher

pitch angle.

the spring force turns the propellerblades towards smaller pitch angle.

the oil pressure turns the propeller bladestowards higher pitch angle.

021n modern a ircraft + a pilot can actuate the feather s#stem b#: pulling the R! lever rearwards. pushing the R! lever forwards. pushing the power lever forwards. pulling the power levers rearwards.

021 The crank assembl# consists of crankshaft+ connecting rods andpistons.

propeller+ crankshaft+ pistons andconnecting rods.

rankcase+ crankshaft+ connecting rodsand pistons.

crankshaft+ camshaft+ valves+ valvesprings and push rods.

021 gnition s#stems of piston engines are: independent of the electrical s#stem ofthe aircraft.

dependent on the batter#. dependent on the -*,enerator. dependent on the %*,enerator.

021 The ignition s#stem generall# used for small aircrafts is a: 4igh tension s#stem. 7ow tension s#stem. &atter# ignition s#stem. 4igh intensit# s#stem.

021 The ventilation s#stem in a fuel tank: prevents low pressure or overpressure

in the tank.

can be used to drain the tanks+ for

dail# checks.

t prevents a surge in the tank of an

iced aeroplane.

prevents vapour lock in the fuel lines.

021 The fue l tanks of aircrafts must be checked for wa te r before the first flight of the da# or aftera long turnaround time.

immedia te l# after ever# refuelling. during refue lling. before each flight.

021 The task of the primer pump is to provide additional fuel for an engine

start.

serve as an alternate pump in case

of an engine driven pump failure.

to serve as main suppl# pump in a fuel

inection s#stem.

inect additional fuel during engine

acceleration.

021 5iscosit# is the resistance of a gas or li3uid to flow. the temperature dependence of an

oil.

5iscosit# is the pressure resistance of

an oil.

the flow velocit# inside the oil lines.

021 The purpose of the blow*in*doors at the air inlets is to: provide the engine with additional air athigh power settings and low air speeds.

provide the engine with additionalair at high power settings at

cruising speed.

feed cooling air to the engine cowling. serve to increase the relative velocit# atthe first compressor stage.

021 kip distance is the: range from the transmitter to the firstsk# wave

highest critical fre3uenc# distance wavelength distance of a certainfre3uenc#

thickness of the ionosphere

021% radio signal looses strength as range from the transmitter increases+ this is

called:

attenuation refraction propagation ducting

021$n four*stroke piston engines+ the theoretical valve and ignition settings are

readusted in order to increase the:

overall efficienc# compression ratio piston displacement engine r.p.m.

021 n a four*stroke piston engine+ the onl# BdrivingB stroke is: firing*e"pansion intake compression e"haust

021 n computer technolog#+ an output peripheral is a: screen unit ke#board hard disk drive diskette drive

021The skip one of 4)*transmission will increase when the following change incircumstance occurs:

4igher fre3uenc# and higher positionof the reflecting ionospheric la#er

7ower fre3uenc# and higherposition of the reflectingionospheric la#er

4igher fre3uenc# and lower position ofthe reflecting ionospheric la#er

7ower fre3uenc# and lower position ofthe reflecting ionospheric la#er

021 )i"ed*pitch propellers are usuall# designed for ma"imum efficienc# at: cruising speed idling full throttle take*off

021f the ground wire between the magnetos and the ignition switch becomesdisconnected the most noticeable result will be that:

the engine cannot be shut down b#turning the ignition switch to the B$))B

position

a still operating engine will rundown

the engine cannot be started with theignition switch in the B$DB position

the power developed b# the engine willbe strongl# reduced

021)or internal cooling+ reciprocating engines are especia ll# dependent on: the circulation of lubricating oil a rich fuelEa ir mi"ture a properl# functioning thermostat a lean fuelEa ir mi"ture


14/32


021n order to get the optimum efficienc# of a piston engine+ the positions of the

intake and e"haust valve at the end of the power stroke are:

both valves open. intake valve closed and e"haust

valve open.

both valves closed. e"haust valve closed and intake valve

open.

021 The main purpose of the mi"ture control is to: adust the fuel flow to obtain the

correct fuelEair ratio.

decrease the air supplied to the

engine.

increase the o"#gen supplied to the

engine.

decrease the o"#gen supplied to the

engine.

021n which sections of the carburettor would icing most likel# occurA venturi and the throttle valve float chamber and fuel inlet filter accelerator pump and main metering et main air bleed and main discharge nole

021The operating principle of float*t#pe carburettors is based on the: difference in air pressure at the venturithroat and the air inlet

automatic metering of air at theventuri as the aircraft gains altitude

increase in air velocit# in the throat of aventuri causing an increase in air

pressure

measurement of the fuel flow into theinduction s#stem

021n an engine e3uipped with a float*t#pe carburettor+ the low temperature thatcauses carburettor ice is normall# the result of:

vaporiation of fuel and e"pansion ofthe air in the carburettor

freeing temperature of the airentering the carburettor

compression of air at the carburettorventuri

low volatilit# of aviation fuel

021 )uelEair ratio is the ratio between the: mass of fuel and mass of air enteringthe c#linder.

volume of fuel and volume of airentering the carburettor.

volume of fuel and volume of airentering the c#linder.

mass of fuel and mass of air entering thecarburettor

021@hich statement is correct concerning the effect of the application of carburettor

heatA

The densit# of the air entering the

carburettor is reduced+ thus e nrichingthe fuelEair mi"ture.

The volume of air entering the

carburettor is reduced+ thus leaningthe fuelEair mi"ture.

The densit# of the air entering the

carburettor is reduced+ thus leaning thefuelEair mi"ture.

The volume of air entering the

carburettor is reduced+ thus enriching thefuelEair mi"ture.

021The octane rating of a fuel and compression ratio of a piston engine have which ofthe following relationsA

the higher the octane rating is+ thehigher the possible compression ratio is

the lower the octane rating is+ thehigher the possible c ompression

ratio is

the higher the octane rating is+ thelower the possible compression ratio is.

compression ratio is independent of theoctane rating.

021 5apour lock is: vaporiing of fuel prior to reaching thecarburettor

the formation of water vapour in afuel s#stem

vaporiing of fuel in the carburettor the inabilit# of a fuel to vaporie in thecarburettor

021n addition to the fire haard introduced+ e"cessive priming should be avoidedbecause:

it washes the lubricant of c#linder walls it fouls the spark plugs it drains the carburettor float chamber the gasoline dilutes the oil andnecessitates changing oil

021 The primar# purpose of a supercharger is to: maintain power at altitude increase 3uantit# of fuel atmetering et

provide leaner mi"tures at altitudesbelow 9000 ft

provide a richer mi"ture at high altitudes

021 %n e"cessivel# rich mi"ture can be detected b#: black smoke from e"haust. high c#linder head temperatures white smoke from e"haust. a long purple flame from e"haust.

021% ma nifold pre ssure ga uge of a piston e ngine me asure s: a bsolu te p re ssure in in ta ke s#s te m ne arthe inlet valve.

absolute air pressure entering thecarburettor.

fuel pressure leaving the carburettor. vacuum in the carburettor.

021% p is ton e ngine compre ss ion r at io i s the ra tio of the : total volume to the c le ara nc e volume . c le ara nc e volume to the swe ptvolume.

total volume to the swept volume. swept volume to the clearance volume.

021 ! re *ignition refers to the condition that ma # arise when: the mi"ture is ignited b# abnorma lconditions within the c#linder beforethe spark occurs at the plug

the mi"ture is ignited before thepiston has reached top dead centre.

a rich mi"ture is ignited b# the sparkingplugs.

the sparking plug ignites the mi"ture tooearl#.

021 $verheating of a piston engine is likel# to result from an e"cessivel#: weak mi"ture. rich mi"ture. low barometric pressure. high barometric pressure.

021The ma"imum power output which can be obtained from an engine when it is

operated at specified rpm and manifold pressure conditions established as safe forcontinuous operation is termed:

rated power. ma"imum power. take*off power. critical power.

021% fue l s tra iner whe n f it te d to a ca rbure ttor wi ll be pos it ione d: ups tre am of the ne ed le va lve . be twe en the nee dle va lve and themetering et.

between the metering et and thedischarge nole.

downstream of the discharge nole.

021 The working c#cle of a four*stroke engine is: induction+ compression+ power+e"haust. induction+ power+ compression+e"haust. compression induction+ power+ e"haust. induction+ compression+ e"pansion+power.

021 pecific fuel consumption is defined as the: mass of fuel re3uired to produce unitpower for unit time.

designed fuel consumption for agiven rpm.

3uantit# of fuel re3uired to run theengine for one minute at ma"imumoperating conditions.

ma"imum fuel consumption of theaircraft.

021n a piston engine+ the purpose of an altitude mi"ture control is to: correct for variations in the fuelEairratio due to decreased air densit# ataltitude.

prevent a weak cut when thethrottle is opened rapidl# ataltitude.

weaken the mi"ture strength because ofreduced e"haust back pressure ataltitude.

enrich the mi"ture strength due todecreased air densit# at altitude.

021 The purpose of an ignition switch is to: control the primar# circuit of themagneto

connect the secondar# coil to thedistributor

connect the batter# to the magneto connect the contact breaker andcondenser in series with the primar# coil

0216nder normal running conditions a magneto draws primar# current: from a self*contained electro*magneticinduction s#stem.

from the booster coil. directl# f rom the a ircraf t batteries. f rom the a ircraf t batteries via an inverter .

021$n a normall# aspirated aero*engine fitted with a fi"ed pitch propeller: manifold pressure decreases as theaircraft climbs at a fi"ed throttle

the propeller setting is constant atall indicated airspeeds.

in level flight+ manifold pressure willremain constant when the rpm is

in a descent at a fi"ed throttle settingmanifold pressure will alwa#s remain


15/32


setting. increased b# opening the throttle. constant.

021The air in a piston engine turbo*supercharger centrifugal compressor: enters the e#e of the impeller andleaves at a tangent to the peripher#.

enters via the diffuser and is fed tothe impeller at the optimum angle

of attack.

enters at the peripher# and leaves viathe e#e of the impeller.

enters at a tangent to the rotor and leavesvia the stator.

021n a piston engine+ turbocharger boost pressure ma# be monitored b#: a manifold pressure gauge onl#. a c#linder head temperature gauge(4T+ a manifold pressure gauge+

and engine rpm readings.

both a 4T gauge and manifoldpressure gauge.

both engine rpm readings and a manifoldpressure gauge.

021%n engine pressure ratio (/!R gauge reading normall# shows the ratio of: et pipe pressure to compressor inletpressure.

et pipe pressure to combustionchamber pressure.

combustion chamber pressure tocompressor inlet pressure.

compressor outlet pressure to compressorinlet pressure.

021n a ga s turbine engine+ the ma "imum ga s tempe ra tu re i s a tta ined: wi thin the c ombust ion c ha mbe r. a cross the turb ine. in the c ool ing a ir flow a round the fla me

tube.

at the entr# to the e"haust unit.

021The diffuser in a centr ifugal compressor is a device in which the: pressure r ises and velocit# falls. pressure r ises at a constant

velocit#.

velocit#+ pressure and temperature rise. velocit# rises and pressure falls.

021 % BfanB stage of a ducted*fan turbine engine is driven b#: the low pressure turbine. the high pressure compressorthrough reduction gearing.

the high pressure tu rbine . a irflow drawn ac ross i t b# the highpressure compressor.

021 n a free turbine engine: there is no mechanical connection

between the compressor and the poweroutput shaft.

its shaft ma# be connected to either

a compressor or another turbine.

the air enters the compressor via the

input turbine.

the compressor and power output shaft

are mechanicall# connected.

021 The fan in a high b#*pass ratio turbo*et engine produces: the greater part of the thrust. half the thrust. the lesser part of the thrust. none of the thrust.

021%t constant fuel flow+ if engine compressor air is bled off for engine anti*icing or asimilar s#stem+ the turbine temperature:

will rise. will be unchanged. ma# rise or fall depending on whichstage of the compressor is used for the

bleed and the rpm of the engine at the

moment of selection.

will fall.

021The reason for having a low pressure fuel*cooled oil cooler in a recirculator# t#peoil s#stem is to:

cool the oil and heat the fuel. cool the oil onl#. cool both the oil and the fuel. heat the fuel onl#.

021% Bhung startB is the failure of an engine to accelerate to its normal idle speed. tma# be caused b#:

an attempt to ignite the fuel before theengine has been accelerated sufficientl#

b# the starter.

c ompressor surging. the sta rter c ut ting out e ar l# in thestarting se3uence before the engine has

accelerated to the re3uired rpm forignition.

failure of the fuel to ignite in the startingse3uence after the engine has been

accelerated to the re3uired rpm b# thestarter.

021% reverse thrust door warning light on the flight deck instrument panel illuminates

when:

the reverser doors are unlocked. the reverser doors are locked. reverse has been selected but the doors

have remained locked.

the reverser doors have moved to the

reverse thrust position.

021The compress ion ra tio of a p is ton engine is the ra tio of the : volume of the c#l inde r wi th the pis tonat bottom dead centre to that with the

piston at top dead centre.

diameter of the bore to the pistonstroke.

area of the piston to the c#lindervolume.

weight of the air induced to its weightafter compression.

021 !rolonged running at low rpm can have an adverse effect on the functioning of the: sparking plugs. carburettor. oil pump. fuel filter.

021 The purpose of the venturi in a carburettor is to: create the suction necessar# to causefuel to flow through the carburettor

ets.

prevent enrichment of the mi"turedue to high air velocit# through the

carburettor.

ensure complete atomisation of the fuelbefore entering the inection s#stem.

create a rise in pressure at the throatbefore the mi"ture enters the induction

s#stem.

021The mi"ture control for a carburettor achieves its control b#: var#ing the fuel suppl# to the main

discharge tube.

moving the butterfl# valve through

a separate linkage to the mainthrottle control.

altering the depression on the main

discharge tube.

var#ing the air suppl# to the main

discharge tube.

021The purpose of a distributor in an ignition s#stem is to distribute: secondar# current to the sparking plugs. primar# current to the condenser. secondar# current to the condenser. primar# current to the sparking plugs.

021The ver# rapid magnetic field changes (flu" around the primar# coil in a magnetoare accomplished b# the:

contact breaker points opening. distributor arm aligning with oneof the high tension segments.

contact breaker points closing. rotor turning past the position ofma"imum flu" in the armature.

021 The reading on the oil pressure gauge is the: pressure of the oil on the outlet side ofthe pressure pump.

difference between the pressurepump pressure and the scavengepump pressure.

pressure in the oil tank reservoir. pressure of the oil on the inlet side of thepressure pump.

021 % turbocharger s#stem is normall# driven b#: the e"haust s#stem. an electric motor. an h#draulic motor. an electricall# activated h#draulicall#powered clutch.

021 % turbocharger consists of a: compressor and turbine mounted on acommon shaft.

compressor and turbine onindividual shafts.

compressor driving a turbine via areduction gear.

turbine driving a compressor via areduction gear.

021 n a single spool gas turbine engine+ the compressor rpm is: the same as turbine rpm. independent of turbine rpm. greater than turbine rpm. less than turbine rpm.


16/32


021 @hen the combustion gases pass through a turbine the: pressure drops. pressure rises. velocit# decreases. temperature increases.

021)or a turbine engine+ the term self*sustaining speed relates to the speed at whichthe engine:

will run without an# e"ternalassistance.

is designed to idle after starting. operates most efficientl# in the cruise.. will enable the generators to suppl# bus*bar voltage.

021The primar# reason for a limitation being imposed on the temperature of gas flow

is to:

ensure that the ma"imum acceptable

temperature at the turbine blades is note"ceeded.

prevent damage to the et pipe

from overheating.

prevent overheating and subse3uent

creep of the nole guide vanes.

ensure that the ma"imum acceptable

temperature within the combustionchamber is not e"ceeded.

021n a gas turbine engine+ compressor blades+ which are not rigidl# fi"ed in positionwhen the engine is stationar#+ take up a rigid position when the engine is running

due to:

the resultant of aerod#namic andcentrifugal forces.

oil pressure. thermal e"pansion. blade creep.

021f air is tapped from a gas turbine 4! compressor+ the effect on the engine pressure

ratio (/!R and the e"haust gas temperature (/,T is that:

/!R decreases and /,T increases. both /!R and /,T decrease. /!R decreases and /,T remains

constant.

/!R remains constant and /,T

increases.021The primar# purpose of the bleed valves fitted to a"ial flow compressors is to: reduce the likelihood of compressor

stall.control the acceleration time of theengine.

spill compressor air should the engineoverspeed thus controlling the speed.

enable an e"ternal air suppl# to spin upthe compressor for engine starting.

021Turbine blade stages ma# be classed as either BimpulseB or BreactionB. n animpulse blade section:

the pressure drops across the noleguide vanes and remains constantacross the rotor blades.

the pressure rises across the noleguide vanes and remains constantacross the rotor blades.

the pressure remains constant acrossthe nole guide vanes and drops acrossthe rotor blades.

the pressure remains constant across thenole guide vanes and rises constantacross the rotor blades.

021 The capacit# of a batter# is e"pressed in terms of: ampere*hours. volts. watts. internal resistance.

021% test to assess the state of charge of a lead*acid batter# would involve: comparing the Bon*loadB and Boff*loadB

batter# voltages.

checking the level of the

electrol#te.

checking the discharge current of the

batter# Bon*loadB.

checking the batter# voltage Boff*loadB.

021@hen an Bopen circuitB occurs in an electrical suppl# s#stem+ the: loss of continuit# will prevent its

working components from functioning.

fuse or & should isolate the

circuit due to e"cess current drawn.

component will operate normall#+ but

will not switch off.

load as indicated b# the ammeter will

increase.

021@hen two - generators are operating in parallel+ control of load sharing isachieved b#:

an e3ualising circuit which+ inconunction with the voltage regulators+

varies the field e"citation current of the

generators.

an e3ualising circuit which+ in turn+controls the speed of the

generators.

carr#ing out s#stematic load*sheddingprocedures.

the s#nchronous bus*bar.

021The se rvic es conne cte d to a suppl# bus*ba r ar e norma ll# in: pa ra llel + so tha t i so la ting individua lloads decreases the bus*bar currentconsumption.

series+ so that isolating one loadincreases the bus*bar currentconsumption.

parallel+ so that isolation of loadsdecreases the bus*bar voltage.

series+ so that isolation of loads increasesthe bus*bar voltage.

021n an aircraft e3uipped with a - main power s#stem+ % for instrument operationma# be obtained from:

an inverter. a rectifier. a contactor. a TR6.

021f a current is passed through a conductor which is positioned in a magnetic field: a force will be e"erted on theconductor.

the current will increase. there will be no effect unless theconductor is moved.

the intensit# of the magnetic field willdecrease.

021 The moving part in an % generator is usuall# referred to as the: rotor. stator. oscillator. slip ring.

021The function of a constant speed drive (- in an % generating s#stem is to: drive the generator at a constant speed. var# generator rpm in order tocompensate for various % loads.

directl# maintain a constant proportionbetween the rpm of an engine and a

generator.

var# the engine rpm (within limits tocompensate for various % loads.

021f two constant fre3uenc# % generators are operating independentl#+ then thephase relation between both generators:

is unimportant. must be s#nchronised. must be 120M out of phase. must be 2;0M out of phase.

021To ensure correct load sharing between % generators operating in parallel: both real an reactive loads must be

matched.

the matching of loads is

unimportant.

onl# reactive loads need to be matched. onl# real loads need to be matched.

021 % bus*bar is: a distribution point for electrical power. a device permitting operation oftwo or more switches together.

the stator of a moving coil instrument. a device which ma# onl# be used in -circuits.

021% - of an % generator ma# be disconnected in flight. The primar# reason(sfor disconnection are:

low oil pressure andEor high oiltemperature of the generator drive.

e"cessive variation of voltage andk5%R.

illumination of the - disconnectwarning light.

slight variation about the normaloperating fre3uenc#.

021 % - unit which has been disconnected in flight: ma# be reset on the ground onl#+ afterengine shut*down.

ma# be reset in flight using thereset mechanism.

automaticall# resets in flight providingengine rpm is below a given value.

automaticall# resets at engine shut*down.

021()or this 3uestion use anne" 021*


17/32


condition. the voltage.

021onnecting two 12 volt ;0 a mpere*hour capacit# batteries in series will result in atotal voltage and capacit# respectivel# of:

2; volts+ ;0 ampere*hours. 12 volts+ ;0 ampere*hours. 2; volts+ ?0 ampere*hours. 12 volts+ ?0 ampere*hours.

021 @hen a conductor cuts the flu" of a magnetic field: an electromotive force (/) isinduced in the conductor.

there will be no effect on theconductor.

the fie ld will collapse. current will flow in accordance with)lemings left hand rule.

021n order that - generators will achieve e3ual load sharing when operating inparallel+ it is necessar# to ensure that:

their voltages are almost e3ual. the s#nchronising bus*bar isdisconnected from the busbar

s#stem.

e3ual loads are connected to eachgenerator busbar before paralleling.

ade3uate voltage differences e"ists.

021The purpose of a voltage regulator is to control the output voltage of the: generator at var#ing loads and speeds. batteries at var#ing loads. generators at var#ing speeds and thebatteries at var#ing loads.

output of the TR6.

021% c ur re nt limiter fuse in a - ge ne ra tion s#stem is use d to: a llow a shor t te rm ove rloa d beforerupturing. limit the current in the field circuit. instantaneousl# rupture to limit thecurrent in the load. limit the current in the armature.

021The purpose of bonding the metallic par ts of an aircraft is to: provide safe distribution of electr icalcharges and currents.

provide a single earth for electricaldevices.

prevent electrol#tic corrosion betweenmating surfaces of similar metals.

isolate all components electricall#.

021 % = phase % generator has = separate stator windings spaced at: 120M.


18/32


021 The fre 3uenc# of an % ge nerator is depe nde nt on the : numbe r of pairs of poles and the spee d

of the moving part.

number of individual poles and the

field strength.

field strength and the speed of the

moving part.

number of individual poles onl#.

021&ecause of the inputEoutput relationship of an %D- gate+ it is often referred to as

the:

Ball or nothingB gate. Ban# or allB gate. Bstate indicatorB gate. BinhibitedB or BnegatedB gate.

021 The function of a D$T logic ga te within a circuit is to: invert the input signal such that theoutput is alwa#s of the opposite state.

ensure the input signal is % onl#. ensure the input signal is - onl#. ensure the output signal is of the samestate as the input signal.

021 BonditionedB air is air that has: been controlled in respect of

temperature and pressure.

had an# moisture removed from it. had the o"#gen content increased. had the o"#gen content reduced.

021% cabin pressure controller maintains a pre*set cabin altitude b# regulating the: position of the outflow valve(s. mass air flow into the cabin. position of the inward relief valve. position of the duct relief valve(s.

021()or this 3uestion use anne" 021*1


19/32


021 n h#draulic s#stem+ a shuttle valve: allows two possible sources of pressure

to operate one unit.

is a self*lapping non*return valve. allows two units to be operated b# one

pressure source.

regulates pump deliver# pressure.

021To allow for failure of the normal method of s#stem pressure limiting control+ a

h#draulic s#stem often incorporates

a high pressure relief valve. a stand*b# h#draulic pump. an accumulator. au"iliar# h#draulic motors.

021The Ram %ir Turbine (R%T provides emergenc# h#draulic power for: flight controls in the event of loss ofengine driven h#draulic power.

nose wheel steering after theaeroplane has landed.

undercarriage selection and automaticbrake s#stem.

flap e"tension onl#.

021n a compensated capacitance t#pe 3uantit# indicating s#stem+ the contents gauge

of a half*full fuel tank indicates a fuel mass of ?000 lb. f a temperature riseincreased the volume of fuel b# 9 F+ the indicated fuel weight would:

remain the same. increase b# 9 F. decrease b# 9 F. increase b# 10 F.

021 T#re BcreepB ma# be described as the: circumferential movement of the t#re in

relation to the wheel flange.

the increase in inflation pressure

due to decrease in ambienttemperature.

the decrease in inflation pressure due to

increase in ambient temperature.

gradual circumferential increase of t#re

wear.

021@ith respect to a piston engine aircraft+ ice in the carburettor: ma# form at $%T's higher than O10M. will onl# form at $%T's belowO10M.

will onl# form at outside airtemperatures ($%T's below thefreeing point of water.

will onl# form at $%T's below thefreeing point of fuel.

021ontinuous loop fire detector s#stems operate on the principle that an increase intemperature produces:

a de crease in resistance an inc rease in re sista nce a decrea se in the refe rence curre nt a de crease in pressure

021The part of a piston engine that transforms reciprocating movement into rotar#motion is termed the:

crankshaft piston camshaft reduction gear

021@hich one of the following factors would be most likel# to increase the possibilit#of detonation occurring within a piston engineA

using too lean a fuelEair mi"ture the use of a fuel with a high octanerating as compared to the use ofone with a low octane rating

using an engine with a lowcompression ratio

slightl# retarding the ignition timing

021n a piston engine if the ratio of air to fuel+ b# weight+ is appro"imatel# 8:1+ themi"ture is said to be:

rich weak too weak to support combustion normal

021To ensure that the fuel flow is kept directl# proportional to the volume of airflowing through the choke+ thus preventing the main et suppl#ing e"cessive fuelas engine speed is increased+ a carburettor is fitted with:

a diffuser a power et an accelerator pump a mi"ture control

021The oil s#stem for a piston engine incorporates an oil cooler that is fitted: in the return line to the oil tank after theoil has passed through the scavenge

pump

between the oil tank and thepressure pump

after the pressure pump but before theoil passes through the engine

after the oil has passed through theengine and before it enters the sump

021@hen lea ning the mi"ture for the most economic cruise fuel flow+ e"cessiveleaning will cause:

high c#linder head and e"haust gastemperature

high engine rpm low c#linder head and e"haust gastemperature

high manifold pressure

021 $n a 1=


20/32


mi"ture fuelEair mi"ture mi"ture mi"ture.

021 -ual ignition provides a factor of safet# and improves combustion. provides more voltage aids in starting saves wear caused be using one magnetoconstantl#

021%n impulse coupling does not function at such speeds above those encountered instarting. ts engaging pawls are prevented from operating at higher speeds b#

centrifugal force engine oil pressure a coil spring electro*magnetic action of operatingmagneto.

021 %n aircraft magneto is switched off b# grounding the primar# circuit opening the primar# circuit opening the secondar# circuit grounding the secondar# circuit.

021pa rk timing is re la te d to e ngine spe ed in the wa # tha t the : fa ste r the engine func tions + the morethe spark is advanced

slower the engine functions+ themore the spark is advanced

faster the engine functions+ the furtherpast T- the spark occurs

faster the engine functions+ the moreretarded the spark is.

021 % condenser in parallel with breaker points will intensif# current in secondar# winding permit arcing ac ross points assist in negative feedback to

secondar# coil

assist in collapse of secondar# winding.

021 %n impulse magneto coupling gives a retarded spark at starting reduces magneto speed duringengine warm*up

advances ignition timing and gives ahotter spark at starting

gives an automatic spark increase duringhigh speed operation.

021f an engine fails to stop with the magneto switch in $)) position+ the cause ma#be:

e"cessive carbon formation in c#linderhead.

switch wire grounded defective condenser fouled spark plugs

021f the ground wire between the magneto and the ignition switch becomesdisconnected+ the most noticeable result will be that the engine

cannot be shut down b# turning theswitch to the $)) position.

will not operate at the left magneto will not operate at the right magneto cannot be started with the switch in the$D position

021%n impulse coupling is installed on a magneto of a piston engine to: provide a retarded spark for enginestarting.

advance the ignition timing. facilitate 3uick removal andinstallation.

absorb starting loads.

021 %ircraft magnetoPs receive electrical energ# from rotating permanent magneto's. batteries generators condensers

021 ooling air for a reciprocating engine can be obtained b# means of: ram air a supercharger a turbocharger a pneumatic s#stem.

021% chip detector in the oil s#stem of an engineEgearbo" is to indicate that there are metal partic les in the oil the piston rings are worn to indicate that seals are worn the oil temperature is too high

021 5ents in oil tanks are primaril# to prevent e"cessive pressure frombuilding up in tank

prevent overthrow allow for e"pansion of hot oil eliminate foaming.

021 $il consumption is mainl# due to engine speed engine temperature piston ring arrangement t#pe of oil used

021 The lubricating s#stem of an aircraft engine is used to aid in dissipation of heat keep the engine warm prevent inter*cr#stalline corrosion operate ground adustable propellers.

021 % pressure relief valve that does not fit on its seat properl# would result in low oil pressure high oil pressure e"cessive oil consumption low oil temperature.

021 % magnetic plug can be used to collect ferrous particles reaching thesump

prevent metallic particles fromentering the oil s#stem

collect carbon found in the oil collect static electricit#.

021 % unit that converts electrical - into % is: an inverter. an % generator. a transformer rectifier unit. a thermistor.

021 % onstant peed -rive aims at ensuring that the electric generator produces aconstant fre3uenc#.

that the starter*motor maintains aconstant R! not withstanding theacceleration of the engine.

that the - remains at a constantR! not withstanding the generatorR!

e3ual % voltage from all generators.

021The reason for the fact that an aeroplane designed for long distances cannot simpl#be used for short haul flights at higher fre3uencies is that

the lifetime of the fatigue sensitiveparts has been based on a determinedload spectrum

the procedures and checklists forthis kind of aeroplanes will taketoo much time

these aeroplanes often consume toomuch fuel on short haul flights.

in that case some fuel tanks remainempt# during the whole flight+ whichstresses the aeroplane's structure in an

unacceptable wa#

021 The %& (%uto &rake #stem is being disconnected after landing .. b# pilot action automaticall# at a certain low speed the s#stem is alwa#s armed

021The purposes of the oil and the nitrogen in an oleo*pneumatic strut are: the oil supplies the damping functionand the nitrogen supplies the springfunction

the oil supplies the spring functionand the nitrogen supplies thedamping function.

the oil supplies the sealing andlubrication function+ the nitrogensupplies the damping function.

the oil supplies the damping andlubrication function+ the nitrogensupplies the heat*dissipation function.

021% pressuried aeroplane is operated at )7 =00. t undergoes a rapid decompressionso that the pressure in the cabin goes 3uickl# down to the outside pressure value.

@hat happens concerning the o"#gen s#stem A

the o"#gen masks are automaticall#presented to cabin crew members and

passengers

the o"#gen masks areautomaticall# presented to flight

crew members

if the automatic mask presentation hasbeen activated+ the o"#gen will flow

within the first = minutes

manual override of the automaticpresentation of passenger o"#gen masks

is+ generall# speaking+ not possible

021 7oad shedding means .. Temporar# or permanent switching offof certain electric users to avoidoverload of electric generators

To leave behind e"tra cargo if thecentre of gravit# moves outsidelimits

Reduction of air loads on the flaps b#means of the flap load relief value

% procedure used in control s#stems toreduce the stick forces

021% substance which ma# never be used in the vicinit# or on parts of an o"#gen

installation is:

,rease @ater 4alon Ditrogen


21/32


021 The function of a feed bo" in the fuel tank is to increase the fuel level at the boost

pump location

trap fuel sediments or sludge in the

lower part of the tank

distribute the fuel to the various tanks

during refuelling

ventilate the tank during refuelling under

high pressure

021The part of the flight that will cause the highest loads on the torsion link in a bogie

gear is

Ta "i ing wi th a sma ll tu rn ing ra dius . Touc h down with c rosswind ,e ar down se le ction &rak ing wi th an inope ra tive ant i skid

s#stem.

021The crashEfire a"e is part of the safet# e3uipment fitted to passenger aircraft. tsfunction is to:

obtain forced access to a fire behind apanel and a general purpose tool during

evacuation.

free e"its in case of evacuation viathe sides.

activate a radio survival beacon b#cutting off the red coloured top

settle an escalating conflict withunreasonable passengers+ who threaten

flight safet#.

021,enerall# speaking when the o"#gen flows to the masks in the passenger cabin+the s#stem is activated b#

firml# pulling the mask towards theface+ after the cover has opened.

operating the relevant switch in thecockpit.

firml# pulling the cover behind whichthe o"#gen mask is stowed.

pushing the mask against the face andbreath normall#.

021The reason for the trim switch on a control column to consist of two separate

switches is

To reduce the probabilit# of a trim*

runawa#

To prevent that both pilots perform

opposite trim inputs.

&ecause there are two trim motors. To be able to use two different trim

speeds+ slow trim rate at high speed andhigh trim rate at low speed

021%ssume that during cruise flight with air*conditioning packs $D+ the outflowvalve(s would close. The result would be that:

the pressure differential would go to thema"imum value

the cabin pressure would becomee3ual to the ambient outside air

pressure

the air suppl# would automaticall# bestopped

the skin of the cabin would beoverstressed

021 The function of an air c#cle machine is to: cool the bleed air. decrease the pressure of the bleedair.

remove the water from the bleed air. pump the conditioned air into the cabin.

0214#draulic oil+ enter ing the h#draulic pump+ is slightl# pressurised to: prevent cavitation in the pump ensure suff ic ient pump output prevent overheating of the pump. prevent vapour locking.

021 % manual inflation handle: serves to actuate inflation of a slidewhen automatic inflation fails

serves to inflate a life acket whenthe normal inflation function fails

operates a hand pump for manualinflation of a slide

is generall# not applied on slides.

021The difference between (1 a fuse and (2 a c ircuit breaker is: (1not resettable+ (2resettable . (1 suitable for high currents+ (2not suitable for high currents.

(1 not suitable for high currents+ (2suitable for high currents.

(1not resettable+ (2 not resettable.

021 The function of a fusible plug is to protect the t#re against e"plosion due toe"cessive temperature.

protect the brake against brake diskfusion due to e"cessivetemperature.

function as a special circuit breaker inthe electric s#stem

protect against e"cessive pressure in thepneumatic s#stem.

021f the pressure in the cabin tends to become lower than the outside ambien

Documents

021 - Airframe & Systems, Electrics, Powerplant, Emergency