ATPL TECHNICAL

1 The maximum altitude which a pilot can fly without supplementary oxygen is15000 ft.

2 Flight decks are designed to maintain a cabin altitude of 6000 to 8000 ft.

3 At what height does the temperature starts remaining constant and state that temperature36090 ft & -56.50 C

4 The two outward pressure relief valves are called Safety valves

5 The two inward Pressure relief valves are termed Inward relief valves

6 These valves are provided toProtect the a/c from damage caused by excessive ∆P due to failure of normal pressure control system

7 The cabin is pressurized byThe ventilating air from the air conditioning system

8 During a climb in a pressurized systemThe outflow must be greater than the inflow and the outflow valve, which has to be sufficiently open to allow the total inflow of air to exhaust to prevent any increase in cabin pressure,

9 When a predetermined cabin altitude is maintainedThe out flow is equal to the in flow

10 During a descentThe inflow must be greater than the out flow

11 The major part of the pressurization system isOut flow or discharge Valve

12 For a pressurized a/c the maximum rate of climb and descend are respectively500 ft/sec and 300 ft/sec

13 The minimum time for the Maximum cabin altitude to reach is16 minutes

14 The cabin pressure control system consists of Rate of change control and altitude control that function together to give one output.

15 The cabin altitude selector consists of

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Barometric capsule connected to a combined rate of change and altitude needle valve at one end and a threaded selector knob at the other.

16 Discharge valveIs pneumatically linked to the cabin pressure controller.

17 The discharge valve is located Within the pressure hull and is subjected to cabin pressure, which acts under the flexible diaphragm that is connected to the outflow valve.

18 The control chamber of the discharge valve Is pneumatically linked to the cabin pressure controller

19 The outflow valve will open when The pressure differential across the diaphragm reaches 0.25 Psi

20 On start up, with the cabin doors closed and air conditioning selected on, the cabin pressureWill rise more quickly than the pressure in the control chamber due to the restrictor

21 The crew selects the cabin altitude and rate of climb for the flight plan Prior to the take off run

22 The opening of the out flow valve is achieved by The control chamber pressure acting on the barometric altitude capsule and the ROC capsule.

23 During cruise, for a pressurized a/cThe barometric pressure of 1013.2 is set on the controller to ensure that it operates from MSL.

24 Any increase in cabin pressure will result inThe outflow valve moving further towards open

25 Any reduction in cabin pressure will result in The outflow valve moving further towards closed.

26 To prevent from occurring Pressure bumping the aircraft should be flown at a level Lower than the max diff altitude by some 600 to 1000 feet.

27 When the aircraft passes through the 700 feet mark on its final approach theCabin pressure and the ambient pressure are equal, so the outflow valve is driven open.

28 In the event of an aborted landing, termed a ‘go around’ or ‘landing climb’, the crew mustReset the cabin altitude above the airport’s altitude as the aircraft climbs to minimum safe altitude

29 ‘Inching’ in a pressurized a/c meansIn the event of the pneumatic controller or discharge valve failing, by driving the discharge valve shut [termed ‘an off schedule descent’] the cabin pressure can be controlled manually

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by adjusting the position of the dump valve.

30 To clear smoke or fumes from the aircraft the crew canInch the dump valve open to increase the through flow, whilst maintaining cabin pressure within limits.

31 How is it ensured that the aircraft is depressurized on touchdown?On landing the air / ground logic [squat switch, weight on wheels & weight on ground] switch will signal the dump valve to drive fully open, ensures that the aircraft is depressurized on touchdown.

32 To assist in keeping a ditched aircraft afloat for as long as possible All valves that would be below the aircraft’s water line must be able to be physically closed and held closed against the water pressure.

33 An explosive decompression takes place within0-4 seconds

34 A rapid decompression takes place within5-7 seconds

35 In the event of cabin pressure failure at 13000 ftThe out flow valves are cut-off automatically

36 In the event of cabin pressure failure at 14000 ft14,000 ft passenger oxygen masks are deployed automatically to the ‘half hung’ position

37 If both inflows are lost or the outflow is greater than the maximum inflow The crew can open the emergency ram air valve; this will allow ram ambient air into cabin via the cabin air conditioning distribution ducts.

38 The oxygen masks are deployed to the half hung position by A baro-static controller

39 That operates above 25,000 ft or those that operate at or below 25,000 ft, but cannot descend safely within 4 minutes to 13,000 ft.Must be fitted with automatically deployable oxygen equipment immediately available to each occupant, wherever seated

40 The aircraft toilet when oxygen is required each aircraft toilet must have Two facemasks

41 For aircraft to fly above 30,000 ft these masks must be able to be Automatically deployed before the cabin altitude exceeds 15,000 ft and the crew must be provided with a manual means to release the masks in the event of failure of the automatic system.

42 Liquid oxygen isNot used in the civil aviation industry as it is very expensive and poses handling, storage and safety problems.

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43 Crew are always supplied with Gaseous oxygen

44 Passenger oxygen is Produced by chemical oxygen generators

45 The pressure in the oxygen cylinder is 1800 Psi

46 The continuous oxygen flow system is normally used in Light un-pressurized aircraft intending to fly above 10,000 feet or as the passenger supplementary oxygen system for some pressurized aircraft.

47 An outward relief valve fitted in the mask Allows the pilot to breathe out

48 The pressure drop in the oxygen for pilot is10 Psi

49 The pressure drop in the oxygen for passengers if a gas oxygen supply is employed 80 to 100 Psi and then from 8-to 10 Psi for individual use

50 Oxygen is prevented from flowing to the passenger masks during normal operations by a barometric valve.

51 the barometric valve opensWhen the cabin altitude exceeds 14,000 ft

52 The manifold is kept pressurized To ensure that passengers at the far end of the manifold receive oxygen at the same instant as the passengers closest to the supply and to prevent the ingress of moisture.

53 For aircraft that operate from airports where the landing field altitude is less than 2000 feetBelow the normal preset automatic passenger mask presentation altitude, the automatic presentation altitude may be reset to landing field altitude plus 2000 feet.

54 In a diluter demand system, the oxygen cylinder is maintained at400 Psi

55 The inhalation pressure in the above system for the pilot is 8 Psi

56 The Oxygen generators work on the principle that Some mono fuels, when ignited, produce more oxygen than the combustion process requires and that this oxygen can be utilized.

57 The chemical used in oxygen generator areSodium chlorate and Iron powder

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58 For chemical oxygen generators the door latches of the PSUs are released byA 28 volt DC electrical signal from a barostatic unit

59 For generators that supply more than one mask activation is initiated by The first passenger to pull a mask from the half hung position down to his face

60 Cabin crew positions are provided with the same supplementary oxygen system as thePassengers

61 PBE stands forProtective breathing equipment

62 PSU stands forPassengers’ overhead service unit

63 For pressurized aircraft that are certified to operate above 25,000 feet the flight crew oxygen masks must be of the ‘quick donning type’.

64 In the event of cabin pressure failure at 10000 ft and above An audible and red visual flight deck warning is given

65 ‘Quick donning type’ meansThat they must be able to be fitted one handed and fully functional within 5 seconds then leave both hands free.

66 When un-pressurised aircraft are operated above 10,000 feet but below 13,000 feet for moreThan 30 minutes, or whenever the aircraft exceeds 13,000 feet, all flight crew on duty mustuse supplemental oxygen continuously; the responsibility of ensuring this is the commander’s.

67 First aid oxygen is required to be carried on pressurised aircraft that operate Above 25,000 ft, and have cabin crew.

68 First aid oxygen is An undiluted supply for passengers who, for physiological reasons, might require oxygen following a cabin depressurization

69 Give the specification of the First aid oxygen kitThe minimum number of outlets is two and each outlet should have a normal minimum mass flow rate of 4 liters of oxygen per minute. However, there may be a means to decrease this flow to not less than 2 liters per minute at any cabin altitude.

70 The volume of oxygen to be carried for first aid purposes is based on a decompression happening at the mid point of the flight. The time that remains from this point until the aircraft touches down [in minutes] multiplied by 3 litres per minute.

71 For a three hour flight carrying 300 passengers, the first aid oxygen required to be carried is1620 liters [½ x 3 hr x 60 minutes x 3 litters x 6 (2% of 300) = 90 x 3 x 6 =1620]

72 The US and UK color coding for oxygen cylinders are respectively

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Green and Black with white neck and shoulder

73 To avoid the risk of cylinders could explode if they were subjected to excessive temperature Each cylinder is connected to an external vent via a ‘bursting disc’.

74 If the oxygen pressure due to thermal heating exceeds the bursting disc’s design maximumpressureThe ‘bursting disc’ ruptures and allows the entire contents of the cylinder to vent to atmosphere.

75 The mediums that can be used to lubricate oxygen system components and threads aregraphite, carbon or Teflon based materials.

76 the pressurized cabin pressure and temperature would be around10.92 Psi and 18-24 degree centigrade

77 The trailing edge flaps arePlain flaps, Split flaps, slotted flaps, Blown flaps, fowler flaps, and slotted fowler flaps

78 The leading edge flaps areKruger flaps only

79 FlapsAlter the camber and or increase the wing area

80 Plain flaps are generally mounted in The inboard of the aileron and has the same area as That of the wing to which they are attached.

81 In plane flaps, when selected up, the tailing edge of the flap is Aligned with the trailing edge of the wing

82 When the plain flaps are lowered, the position of C.P. Moves rearward causing a pitch down and increased lift and drag

83 When the plain flaps are lowered, the effective chord is Slightly less than the chord that in the up position

84 When a split flap is lowered, the chordIs not altered but increases the effective wing area.

85 In slotted flapsHigh energy airflow from the bottom of the wing pass through he slot and make the airflow laminar

86 The advantage of using slotted flaps areIncreased lift and delay in onset wing stall

87 The advantages of double slotted flap are thatIt increases the lift up to 70% and delay the stalling angle to 18 degrees

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88 Zap flapsIncrease the wing area and camber and thus increase the lift by 90% and reduce the stall angle from 15 to 13 degree

89 An extension of the Zap flap is Fowler flap

90 The fowler flapsIncrease the camber and wing area and thus increase the lift by 90% without altering the stall angle

91 Fowler flaps are engaged with the help of Rollers and guides

92 In double slotted fowler flaps, The initial deployment increases the wing area and further deployments increases the wing camber

93 The fowler flapsProduce 100% extra lift and increase the stall angle by 20%

94 In blown flapA strong jet of air taken from the compressor bleed or from a dedicated blower is passed over the flaps

95 In jet flapsThe mechanically operated blown flaps are completely replaced by a linear vent that can be rotated through which high velocity air is blown.

96 Slots are fitted toThe leading edge of the wings which will ensure that laminar air is flown over the aileron and thus maintain the effectiveness of the aileron.

97 Slots Make re-energize the air by ducting a high energy stream of air from the bottom of the wings and passing it over the top surface

98 A simple slotDoes not alter the pitching moment of the wing yet increase the lift by 40% and increase the stall angle to 20 degrees

99 For high speed flight, slots can increase theDrag

100 A slat is employed toAchieve the effectiveness of a slot

101 A slat is An aerodynamically shaped strip of metal fixed on brackets along the leading edge of the

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wing span to re energize the air flowing over the wing

102 The use of slatCreates a slot in the leading edge and increase the camber of the wing and moves the lift forward causing a nose up pitching moment.

103 Fixed slats are common in Crop sprayers where high lift is required

104 Fixed slats are generally not employed in transport aircraft becauseThey create high drag at high speeds.

105 Use of slats alone would create Design problems for the undercarriage due to the nose up tendency

106 Normally, slots and slats are used in conjunction with The trailing edge flaps

108 In cruise, the movable slats are Held close and forms the leading edge

109 In automatic slats, the slats are moved forward bySpring force

110 A vent on the top surface of the slatDelays the opening of the slat by creating a decreased pressure over the surface

111 A vent on the lower surface of the slatHastens opening of the slat by creating an increased pressure under the surface

112 ‘Droop snout’ is a Leading edge flap

113 In droop snout designThe forward section of the wing along its length is pivoted.

114 The droop snout design has the advantage ofIncreasing the wings camber without unduly shortening the chord

115 Kruger flaps areLeading edge flaps and were designed for turbine powered a/c as they have thin wing sections

116 Kruger flaps run fromWing root to almost wing tip

118 If Kruger flaps are used, they are locatedInboard the inner engines [wing root and the engines]

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119 Kruger flaps are surpassed byMovable slats in modern transport a/c

120 Kruger flap is formed byA hinging panel at the bottom section of the leading edge which are moved by a complex lever mechanism

121 A Kruger flap when fully deployedIncreases the lift by 50% and cause pitch up moments

122 If the Kruger flaps are set at the intermediate stagesIt reduces the lift produced by the wing

123 Slats work byRe energizing the boundary layer

124 The methods for boundary layer control areSuction and blowing

125 Suction Reduces the thickness of the boundary layer

126 Blowing is achieved byA high speed jet of air just behind the leading edge

127 The use of slats and flaps along with trailing edge flaps result in No effective pitch

128 The combined use of slotted flaps and slats result in75% increase in lift and increase in stall angle to 25 degrees

129 The combined use of double slotted flaps and slats result in120% increase in lift and increase in stall angle to 28 degrees (Transport a/c)

130 The flaps are moved byReversible electric motors

131 In the event the limit switch for the flap fails to stop at the actuator at the selected position, the pilot mustPull the circuit breaker out to isolate the motor.

132 In the event the motor fails while operating, the disagreement lights willRemain illuminated

133 To prevent fluttering of flaps, the flaps are fitted withFixed tabs which acts to hold the trailing edge up

134 In transport aircraft, the flaps and slats are operated by Linear hydraulic actuators or hydraulic motors with drive shafts via a gear box

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135 Wing flaps are fitted withSeparate drive source

136 If mechanical interconnection of the surfaces are employedThe system will be considered as a single surface

137 If the flaps are operated by independent hydraulic actuators, the equal speed of operation is ensured byTwo Double acting balanced Actuators, one attached to each flaps

138 “Blown back” system is used in Flap operation to prevent flap damage

139 Blow back valve is A pressure relief valve used in hydraulic actuators to operate flaps safely

140 The double slotted fowler flaps are operated byScrew jack via gearbox and shaft system

141 If one motor or hydraulic system fails, the flaps willStill operate till the full deployment position

142 In fly by wire flap system, the flap sensors are mounted on Flap Drive Shafts

143 TOCWS stands forTake Off Configuration Warning System

144 In TOCWS, if the aircraft is not correctly set up for take off and the release of breaks will result in Prevention of take off power being applied to the engines

145 Primary control stops are located atThe control surface ends of the control run and can be adjusted to give full range movement and can be locked at a particular position

146 Secondary control stops are located at The input end of the control system and can be adjusted such that there is a small clearance between the control system when the control surface is fully deflected and then locked

147 The hydraulic control system consists ofPower assisted or Boost system and Power control unit

148 In Boost control systemThe pilot is directly linked to the control surface but a parallel hydraulically servo unit assist the movement

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149 The ram of the servo unit is attached toThe body of the a/c

150 The body of the control unit is attached to the control surface throughControl lever

151 ‘Air loads’ meansAirspeed x control deflection

152 Power control units are operated byThe hydraulic pressure

153 In power control unitsThere is no direct link between the pilot and the control surface

154 PCU stands forPower Control Unit

155 Each control surface is operated byTwo independent PCU such that in the event of failure of one PCU will not affect the operation

156 When the pilots control is in neutral position, the spool valve in PCU will be inNeutral position

157 PCU are physically attached to theThe aircraft structure and the control surface input linkage.

158 In PCU, when the pilot moves a control surface, he, in practiceOperates a servo valve within the PCU and the PCU moves proportionately to the servo valve

159 In PCU, the pilot’s linkage is attached toA servo or spool valve

160 “PCU follow up action” results in Trapping the hydraulic fluid in each side of the piston, creating a hydraulic lock

161 In the event of the failure of one PCU or hydraulic system, the control is made possible by a Release unit which is a single acting actuator

162 In the case of light a/c with one PCU for each control surface, The operation of the interconnecting valve allows the pilot to gain manual reversion.

163 Control surfaces have their ownC.G and C.P

164 Control surface flutter is the condition where

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The trailing edge of the control surface oscillate about the neutral position

165 If the C.G of the control surface, the trailing edge willDeflect without any input from the pilot

166 Mass balance is done to Avoid flutter by changing the C.G of the control surface by the extra mass

167 Horn mass Balancing is done by Attaching the mass to an external arm

168 In internal mass balancingAn extra weight is added to the leading edge of the control surface

169 Horn mass balance is preferred to mass balancing becauseIt can reduce the over all mass of the a/c

170 External mass balancing is done onRudder and aileron only of slower a/c because the elevator has enough space for its horn to move

171 While mass balancing the ailerons, the mass balancing is done On the lower surface so as not to disturb the airflow over the surface

172 While mass balancing the rudder,Two small masses are attaché to the two sides of the rudder.

173 Aerodynamic balancing is done byHinge Balance or Horn Balance

174 In hinge balance, the hinge line is located Aft of the leading edge of the control surface

175 In aerodynamic horn balancing, the mass is located at the Tip of the surface and the horn acts as an external mass balance and at the same time providing the aerodynamic balance

176 The hinge moment increaseWith increase in air speed and control surface deflection

177 The hinge moment wrt to C.P is It increases as the C.P moves aft of the hinge.

178 Stick gearing refers toThe ratio of stick movement in inches to the control surface movement in inches

179 The secondary effect of roll is Adverse yaw

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180 Adverse yaw is caused by the Unequal induced drag on the up going (reduced) and down going (increase) ailerons

181 To counteract the effect of adverse yawApply rudder in the opposite direction of the intended yaw

182 The adverse yaw is induced byThe roll

183 Adverse yaw is greatest atFull aileron deflection and low airspeeds

184 The methods used to overcome the effect of adverse yaw areDifferential aileron, Frise aileron, and rudder aileron interlink

185 In differential aileron system,The up going aileron moves more than the down going aileron

186 Differential aileron is done byGearing the movement of ailerons differentially

187 In Frise AileronsThe leading edge of the up going aileron protrudes below the trailing edge of the wing and creates more drag to compensate for the excess drag produced by the down going aileron

188 Fixed tabs are used forCounteracting the one wing low flight condition without any effort from the pilot

189 Fixed tabs are fitted to The ailerons and can be adjusted on ground by qualified engineers only

190 The angle at which the tabs are to be set is determined After the flight tests

191 Balance tabs are fitted toThe primary controls to improve their handling

192 Balance tabs are hinged to theTrailing edge of the primary control surface

193 When the balance tabs are deflected, the control surface trailing edge is deflected in the Opposite direction

194 The balancing tabs are connected to the wing structure byAn adjustable rod

195 Trim tabsCan be adjusted by the pilot in flight and comes under the category of secondary control surface

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196 Trim tabs work on the principle thatWhen the tabs are moved in one direction, the primary control surface move in the opposite direction

197 Trim tabs are operated byScrew jack and cables connected to the trim control

198 Trim tabs help the pilot to flyHands off through speed range and different C.G condition

199 Trim tabs are normally fitted toRudder and elevator and can be fitted to the ailerons also

200 The elevator control tab wheel is Mounted in the vertical plane

201 The rudder trim control wheel is mounted On the horizontal plane

202 For small a/c, Trim indication is given byA line or index marker on the on the control wheel is aligned with the index marker on the console

203 For larger aircraft, trim indication is given byA scale and pointer

204 When a Trim tab is fitted to the primary controls, it must beBalanced to prevent it from fluttering or its control run designed to be irreversible

205 The trim tab flutter can causeThe primary control surface to flutter

206 Trim functions for the controls operated by PCU are normally done through Electric trim motors

207 PCU operated a/c can’t be directly Trimmed and fly hands off becauseWhen the pilot relieves the control pressure, the control surfaces are hydraulically locked

208 For light aircraft, the electric trim motor is provided forElevator or rudder

209 For transport a/c with autopilot systemEach control surface has separate electrical system

210 For a large a/c, the elevator and trimmable tail range for take of is indicated byA green arc on the scale and pointer system

211 In servo tabs, the control surface moveIn the opposite direction that of the trim tab movement

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212 When an a/c with servo tabs are parked, the control surfaces will Appear to hang down

213 When the a/c is stationary, the movement of the servo tab willResult only in the movement of the servo tab

214 For a servo tab fitted a/c control surface, during take off runWill slack until sufficient air flow is passing over them

215 A/c fitted with servo tabs are subject toLow speed handling problem

216 Spring servo tabs are used toOvercome the low speed handling problems

217 In a spring tab, the tab takes the charge whenAir loads are greater than the spring force

218 In spring tabsThe forces of the spring locks the control surface to the input horn

219 Anti balance tab is used in Stabilators

220 Stabilator surfaces haveMore authority over the elevators

221 Anti balance tabs are fitted to control surfaces that requiresIncreased stick force

222 Anti- balance Trim tabCombines the both functions-trimming and anti balancing

223 The ROM of anti balancing tab is set byThe length of the connecting rod

224 In anti balance trim tab, by adjusting the trim, the pilotDisplaces the anti balance tab

225 A Slab is An all flying tail plane

226 Slabs are used on a/cWith Powered Flying Controls

227 Trim in the slab system Is incorporated within the control run

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228 Elevons are used inDelta wing a/c and they combine the functions of ailerons and elevators-found in Cnocord

229 Longitudinal dihedral refers toThe tail plane’s leading edge is mounted 3 degrees below the horizontal

230 In cruise, the load on the tail plane with longitudinal dihedral isZero

231 If the a/c is correctly trimmed for economy flightThe nose will be slightly pitched up and the tail load will be zero

232 Trimmable tail planes are operated byAn actuator which is an electric screw jack

233 The actuator to the trimmable tail plane can be controlledBoth manually and automatically

234 The trimmable tail plane is manually set by the pilot according toThe position of the C.G and the trailing edge flap setting

235 The automatic action of the tail plane trim actuatorDoes not alter the pilot’s control column position

236 When the tail trim actuator is automatically operated, it willAlter the leading edge’s AoA and at the same time reduce the elevator deflection

237 The automatic action of the tail plane trim actuator takes place whenThe air loads acting on the elevator reach a pre-set value

238 Trimming tail plane is also known as Variable incident tail plane

239 In high speed, high altitude flight, the elevatorRemains locked with the tailpane and act as a single surface

240 At low air speeds, the tail planeLocks and the elevator deflects

241 Transport aircraft generally have highStatic stability

242 The down spring attached to the control run and a/c structure isA safety device to make sure that the a/c will always have a nose down tendency

243 When parked, an aircraft fitted with down spring, the elevators will be in the Fully down position

244 The force from the springIs independent of the airs peed and stick position

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245 The bob weight attached to the control run of the elevatorHas the same effect of the down spring

246 Bob weight is added to Improve the maneuvering stick force

247 Q-feel is provided on a/c those operate withPCU

248 Roll control in transport a/c is done byLocking the outer aileron in the neutral position and the inner aileron or “flippers” give roll control

249 Spoilers When erected stand across the chord to create drag and turbulence and thus reduce the lift

250 A/c that use spoilers for roll control employsHinged spoilers

251 Speed barkers, when suitably designed can be used for Roll control also

252 The advantages of using spoilers areThey help to reduce the length of the outward aileron, make it possible to use longer trailing edge flaps and hence lower landing speed. In addition, they allow lift/speed ratio reduced without reduction in engine power. Also they allow higher maximum control speed

253 The general use of outer panels, middle panels, and inner panels respectively used forRoll control at low airspeeds, Speed breaking and lift dumping in flight, and lift dumping while landing

254 As the speed of the a/c increases, the outer spoilersCease to operate

255 The spoilers can be used to Reduce the airspeed and/or increase the rate of descent

256 When the spoiler lever is in the flight detent position, the amount of extension of spoilersThe inner will not extend as much as the middle one so as to prevent buffeting and the outer one will not be extended so as not to over stress the wings

257 To improve roll control, most aircraft control wheelAutomatically link to the spoilers and ailerons

258 While banking, the spoilers on the down going wingPartially extended out to create more drag and allow roll control and adverse yaw while the spoilers on the up going wing remain inside

259 At high speeds

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The outer ailerons cease to function and the inboard ailerons and mid wing spoilers take the roll control

260 During a banked descent at high speeds, The input from the control wheel and speed break are fed into a control or mixing unit

261 The mixing unit ensures thatAll spoilers are raised to achieve the desired descent bur at a proportionate level so that the spoilers on the down going wing deflects further

262 Air brakes are used In flight to prevent the aircraft from exceeding the Mach speed so as not to allow a shock stall

263 If the airspeed breaker lever is armed during landing, itReduces the lift by 80% and all the spoilers are in the extended position

264 If the pilot moves the throttle lever for increased power, other than for reverse thrust All the spoilers are retracted automatically and the lever moves automatically to the down position

265 The conditions needed for the spoilers to operate areSpeed breaker lever in the armed positionThrust lever in the flight idle position, and main wheels rotating

266 In Droop aileron designWhen the pilot selects the flap position for landing, both outboard ailerons are extended fully downward and create extra lift and at the same time roll control inputs are fed into roll control spoilers and enables the a/c to land at low speeds.

267 In fly by wire systemThe pilot is not directly linked to the control surfaces.

268 In Fly by wire system, the commands are routed Through electrical cables to a servo valve attached to the hydraulic power control unit

269 LRU stands forLocal replacement units (associated with fly by wire system)

270 When encountered a sudden gustThe spoilers will be extended to reduce lift

271 The forward movement of the C.G Increases the stability but reduces the controllability

272 The aft movement of the C.GReduces the stability but increases the controllability

273 The flyby wire system enables the designer toMove the C.G rearward making the a/c more unstable within the limits to improve

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controllability

274 The nose up tendency at high altitude and high speed flight is due to The location Of the C.G. rearward to increase the AoA to get additional lift without increase in the power and thus save fuel in long range cruise

275 In anti balance servo tabs, the control surface is deflected In the same direction of the tab movement

276 The main structural component of the wing isSpar

277 Ribs runChord wise connecting the spar

278 Stringers run Span wise inter connecting the ribs

279 In a/c wing, the skin is supported byStringers

280 The shape of the wing is provided byRibs

281 The weight of engines, undercarriage are transmitted troughRibs

282 The front spar is designed to pick up The air loads

283 The main sparCarries the majority of the load and transfer it to the fuselage

284 The rear spar acts as A mounting place for trailing edge devices

285 The spars are subject toVertical loads and torsion load imparted by ailerons

286 When a wing is deflected, the greatest strain will be experienced at the Root

287 The upper and lower surface and the spars can forTorsion box

288 The advantage of torsion box structure is thatIt increases rigidity, torsion and mending moments without additional material and save weight

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289 Wing loading isMaximum take off mass / wing area

290 As the g forces increases, the wing loading Increases

291 Low wing a/ c have A high C.G than the high wing a/c

292 Mid wing a/c have the advantage of High aerodynamics for high speed flight

293 In Hip wing structure The wing is mounted between the mid and bottom of the fuselage

294 The total drag is the sum ofInduced drag and profile drag

295 The major part of the profile drag comes fromInterference drag

296 Fairing in fuselage is done to Allow smooth airflow

297 Dihedral is the angle betweenThe main plane and the horizontal when the wing is above the horizontal

298 Anhedral is the angle betweenThe main plane and the horizontal when the wing is below the horizontal

299 A single acting linear actuator requires a Mechanical force to return as they work only in one direction

300 In the case of double acting unbalanced linear actuatorsFor equal inputs, the outputs will vary due to unequal areas on both sides of the piston

301 For double acting balanced actuatorsThe area on each side of the piston is equal

302 Engine driven pumps [EDP] areDirect driven pumps and they start pumping as soon as the engine starts

303 An internal leakage occurs whenThe fluid leaks from the pressure side of the piston to the return side

304 The S.G of Avgas and Avtur are0.72 And 0.75 to 0.85

305 The flash point of Avgas is approximately

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- 40 degree centigrade

306 The freezing point of Avgas has to be - 58 degree centigrade or below

307 80 grade Avgas is colored Red

308 100 Grade Avgas is coloredGreen

309 100LL Grade Avgas is coloredBlue

310 Jet A1 has a freezing point of- 47 Degree centigrade

311 The pressure for the Fuel pressure is taken Just before the carburetor

312 Fuel gauges are generallyElectrically operated

313 Skin, Frames and formers are joined together byRiveting or bonding

314 In pressurized a/c the pressure cabin terminates In front and rear bulk heads

315 In modern a/c design, the passenger cabin and cargo hold areEqually pressurized to avoid separate floor design

316 The pilot’s vision is limited to28 degrees up and 20 degrees down

317 What is the primary instrument for bank during a straight stabilized climb?Heading Indicator

318 What are the supporting instruments for bank during a straight stabilized climb?Attitude indicator and Turn coordinator

319 Can the magnetic compass be used as an attitude indicator?No. It is not an attitude indicating instrument and it is used to correct the Heading Indicator

320 What are the Primary and supporting instruments while establishing a level standard turn?Attitude indicator and turn coordinator

321 What are the Primary and supporting instruments after establishing a level standard turn?Turn coordinator and Attitude Indicator

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322 What is the role of a Heading Indicator during a turn?It is neither a primary or secondary instrument during a turn

323 Which instrument provides the most pertinent information for bank control in straight and level flight?Heading indicator

324 Which instruments are tuned pitch instruments?Altimeter, Attitude Indicator, VSI, and ASI

325 Which is the primary instrument for pitch control in straight and level flight?Altimeter

326 What are the supporting instruments for pitch control in straight and level flight?Attitude indicator and VSI

327 Which is the primary power control instrument in straight and level flight?ASI

328 For maintaining level flight, which pitch instrument will be least appropriate for determining a pitch change?ASI

329 If the gyroscopic heading indicator is inoperative, which instrument will give the primary bank information in straight and level flight?Magnetic compass

330 When entering a constant air speed climb, which is the primary instrument for pitch indication?Attitude indicator

331 When entering a constant air speed climb, which is the primary instrument for power indication?Tachometer or Manifold pressure gauge (MPG)

332 When entering a constant air speed climb, which is the primary instrument for bank indication?Heading Indicator

333 What is the primary bank instrument once the standard rate turn is established?Turn coordinator

334 What is the primary bank instrument for establishing a standard rate turn?Attitude indicator

335 Which instrument can’t be used for maintaining a turn once the turn is established?Attitude indicator

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336 What is the primary pitch instrument while establishing a level standard turn?Altimeter

337 What is the initial primary bank instrument while establishing a standard rate turn?Attitude indicator

338 What is the primary bank instrument when entering a constant airspeed climb from a straight and level flight?Heading Indicator

339 What are the supporting bank instruments when entering a constant airspeed climb from a straight and level flight?Attitude indicator and turn coordinator

340 What is the primary pitch instrument during a stabilized climbing turn at cruise climb speed?Air speed indicator

341 Which instruments are not used for pitch control once the climb is stabilized?Power instruments (Tachometer or MPG)

342 Speed of sound at sea level and stratospheric conditions are respectively660 and 575 knots

343 The effect of increase in Mach No wrt stability is That it becomes increasingly unstable

344 The effect of critical Mach No is thatAt critical Mach No, the shock wave is formed on the wing and compressibility effect becomes more apparent and the movement of C.P affects the pitch change and there is a reduction in downwash

345 The swept wing design helps the critical Mach No to be Raised

346 In a swept wing the shock waves first appears at the Root

347 An increase in temperature at constant Mach No will result in Increase in TAS

348 A decrease in temperature at constant Mach No will result inDecrease in TAS

349 If the OAT changes with the Mach No constant, the IAS willRemain unchanged

350 At a constant flight levelThe mach meter and IAS complement each other

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351 While flying at a constant FL and constant Mach No, the IAS will Remain unchanged

352 A mach meter usesThe same Pitot and static port of the ASI

353 While flying at constant Mach No, the TAS decrease in cold air becauseThe speed of sound is reduced in cold air

354 Mmo stands for Maximum operating mach number

355 The speed of sound in air is proportional toThe absolute temperature (A= 38.92√K)

356 The formula to find the speed of sound in varying condition is New A / Old A = New√K / Old√K

357 The stability about the lateral, longitudinal and vertical axes are respectively known asLongitudinal stability, lateral stability and directional stability

358 Longitudinal stability, lateral stability and directional stability are respectively controlled byElevators, ailerons and rudder

359 Transport category a/c are More stable than light a/c

360 In trimmed condition, the net moment acting on the a/c isZero

361 In stabilized condition, the net moment acting on the a/c isZero

362 Trimming of an a/c is normally attributed toTrimming tabs

363 Whenever an a/c is displaced from its normal position, the air loads acting on it will damp out the motion is termed asAerodynamic damping

364 Aerodynamic damping greatly affects the a/c’s Dynamic stability

365 An a/c possesStatic and dynamic stabilities

366 Rules regarding Registration and marking of a/c can be found in Indian Aircraft rulesPart IV

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367 Rules regarding airworthiness of a/c can be found in Indian Aircraft rulesPart VI

368 Rules regarding investigation of accidents of a/c can be found in Indian Aircraft rulesPart X

369 Rules regarding general safety conditions of a/c can be found in Indian Aircraft rulesPart III

370 Rules regarding general conditions of flying of a/c can be found in Indian Aircraft rulesPart II

371 Rules regarding radio telegraph apparatus of a/c can be found in Indian Aircraft rulesPart VII

372 Rules regarding Aerodromes can be found in Indian Aircraft rulesPart XI

373 Rules regarding Air Transport Service can be found in Indian Aircraft rulesPart XIII

374 Rules regarding log books can be found in Indian Aircraft rulesPart IX

375 Rules regarding personnel of a/c can be found in Indian Aircraft rulesPart V

376 Rules regarding engineering inspection,, operators of a/c can be found in Indian Aircraft rulesPart XIII-A

377 Rules regarding aeronautical beacons and ground light can be found in Indian Aircraft rulesPart VIII

378 Issue of special regulatory provision/special directions by DGCA can be found in Part XII – A

379 After being displaced, if the a/c returns to its normal position, it is known as Statically stable

380 After being displaced, if the a/c continues in the direction of the displacement, it is known asStatically unstable

381 After being displaced, if the a/remains in its displaced position, it is known asNeutral static stability

382 Static stability isThe initial tendency an a/c displays after it has been displaced from its normal position

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383 Dynamic stability is defined as The movement with respect to time of an a/c in response to its static stability following a displacement from a given position

384 If the oscillations damp out after being displaced, the a/c hasDynamic stability

385 If the oscillations increase after being displaced, the a/c hasDynamically unstable

386 If the oscillations remain the same after being displaced, the a/c hasNeutral Dynamic Stability

387 Static longitudinal stability is defined as the Inbuilt tendency of the a/c to return to its trimmed condition after being disturbed in Pitch conditions, without any input from the pilot

388 The stability which is desirable throughout the a/c speed range is Static longitudinal stability

389 If the a/c continues to diverge from its trimmed condition after being disturbed in Pitch conditions the a/c is known as Statically longitudinally unstable a/c

390 If the a/c continues in the disturbed condition of whatever AoA from its trimmed condition after being disturbed in Pitch conditionsIs known as Longitudinally Neutrally Statically Stable

391 Longitudinal dihedral isThe angle between the chord lines of tail plane and main plane

392 When an a/c is trimmed for Static longitudinal stability, there will be alwaysA down load on the tail plane

393 The balanced forces conditions on Static longitudinal stable a/c Dragline above thrust line, lift behind weight and a tail load

394 An a/c has 8 tones of lift produced. The CP is 4 m away from the CG. What is the tail load experienced on the tail plane whose CP is 8 meters from the a/c CG 4 Tones

395 The factors affecting the Static longitudinal stability are Position of CG, CP, position of tail plane, and wing downwash

396 As the CG moves forward, the Static longitudinal stabilityIncreases

397 As the CG moves forward, the stick force Increase

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398 If the CG is too forward, the a/c at low air speeds will experienceNose heaviness

399 The above condition will result in High speed for landing to provide elevator authority to flare out

400 If the CG moves aft theStability decreases and the stick forces reduce

401 If the CG of the a/c is at its neutral point, the a/c will showStatic neutral stability

402 The aft movement of CG from neutral point will make the a/c Statically longitudinally unstable

403 The position of CP is a function of AoA

404 The range of movement of CP depends on The camber of the aerofoil

405 If the CP is behind CG, the a/c will be More stable

406 If the CP is ahead of CG, the a/c will beLess stable

407 The degree of longitudinal stability is determined byThe interaction between CG, area and position of tailpane

408 The CP of the tail planeDoes not vary much in flight as it is symmetrical in shape

409 If the nose pitches up in flight,The downwash angle increases and the effective AoA of the tail plane will be reduced

410 For statically longitudinally stable a/cThe pitching moment must decrease as the AoA increases

411 The aft movement of CG will Reduce the degree of static longitudinal stability

412 In an a/c having stick free static longitudinal stabilityThe control surfaces have their own freedom to find their own position depending upon the aerodynamic forces acting on them, after a disturbance

413 In an a/c having stick fixed static longitudinal stabilityThe a/c will have a natural tendency to return to its original trimmed position after a disturbance

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414 Stick free static longitudinal stability is applicable Only to a/c with manual flying control

415 Stick free static longitudinal stability is not applicable to power controlled a/c becauseThe power controlled control surfaces are not free to float

416 Stick free static longitudinal stability and stick fixed static longitudinal stability are not applicable To a/c with PCU operated flying controls

417 If the position of CG is fixed, then the degree of longitudinal static stability willRemain constant for any deflection angle of elevator but the change in pitching moment will alter the lift coefficient at which the equilibrium will occur

418 For an a/c which posses stick position stability, in order to reduce the AoA, the control column Must be moved forward and trim at higher speeds

419 For an a/c, which posses stick position stability, in order to maintain level flight, Increasing forward stick force will have to be applied as the speed increase

420 In manually controlled a/c, the control stick forces are depend uponThe basic stick force stability where the force is independent of the air speed and the trim tab position which varies with speed

421 For an a/c, which posses stick position instability, in order to trim at higher airspeeds? The control column should be moved aft

422 If positive stick stability exists, and correctly trimmed, with increasing EASLess and less nose up tab is required.

423 DOWN SPRINGIs a pre loaded spring that tends to rotate the elevators down and increase the air speed stick force stability without changing the static longitudinal stability

424 In long range cruise, at constant temperature and Mach No. the TAS willDecrease as the flight progresses

425 Which is true regarding Mach no. flight for long cruise?Light a/c should fly at low mach No. and heavy a/c may fly at higher mach no.

426 The climb to change over level is done atConstant IAS and TAS decreases

427 The climb over change over level is done atA constant mach No. and TAS decreases.

428 The initial descend of a jet a/c is done atA constant Mach No.

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429 While descending on a constant Mach No.The IAS and TAS increases

430 While descending on a constant IASMach No. and TAs decreases

431 Altimeters are calibrated to read100, 1000, 10000 ft

432 The maximum allowable tolerance in Altimeter is+ 20 ft.

433 When does an altimeter require service/maintenance?If the current setting on the altimeter and the known airport elevation differs in excess of + 50ft

434 When flying from a warm area to a cold area, the altimeter will readHigh (High-low-High)

435 In N-hemisphere, you are drifting starboard; you are flying towards an area ofLow pressure

436 Continued drift towards starboard in N-hemisphere over a long period for an uncorrected altimeter willRead high

437 What is the altimeter setting for excess atmospheric pressure?Set 31.00, increase ceiling by 100 ft VIS 1/4 S.M for each 0.10" Hg over 31.00" Hg

438 If the air is colder than standard, the true altitude will beLower than he indicated altitude

439 If the air is warmer than the standard, the true altitude will beHigher than the indicated altitude

440 In any region, Pilots flyIndicated altitude

441 Pressure Altimeters are calibrated to register true altitude underISA conditions

442 In very cold conditions, the altimeter may read 20% less than the true altitude

443 The indicated altitude in very cold temperature is 6400 ft

444 The correction to the indicated altitude is based onPressure altitude

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445 Density altitude is Pressure altitude corrected for temperature

446 While flying through valleys, the indicated altitude may be Higher than the true altitude or the true altitude will be less than that of the Indicated altitude

447 In severe mountain wave, the indicated altitude may read as high as 3000 ft higher than the true altitude

448 While entering an intense mountain wave downdraft, the altimeter will not register the descentUntil the a/c has descended the altitude level equal to the alttimeter error caused by the mountain wave

449 Pressure altitude is the altitude indicated by the altimeter when29.90" Hg is set (1013 Hp)

450 Indicated altitude is obtained whenCurrent barometric pressure is set on the dial

451 True altitude is the exact height above the Mean sea level

452 Absolute altitude is the exact height above theThe earth's surface (when the altimeter is set to the field elevation

453 Pitot pressure isThe sum of dynamic and atmospheric pressure

454 The upper and lower limit of Green arc in ASI areVNO and Power off stalling speed with flaps and gears up (VSL)

455 White arc in the ASI indicates Flaps extended speed range

456 The upper and lower limit of white arc areVFE and Vso (Flaps extended speed and power off stalling speed with flaps and gear down

457 Which speed is not color coded in ASI?Maneuvering speed

458 The enough method to correct IAS to get TAS isAdd 2 % of the IAS to the IAS for every 1000 feet

459 an a/c is flying at FL 100, IAS is 130 Knots, what is the TAS?156 Kts [130 + 10(20/100 x 130)]

460 TAS is the CAS corrected for density errors and temperature

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461 To determine TAS,Pressure altitude and OAT must be known

462 There is a complete block of Pitot source. ASIWill read ZERO

463 The performance data on airplane flight manual is based onCalibrated air speed

464 EAS is the CAS corrected for compressibility factors

465 VSI is Not an altitude indicating instrument

466 The lag in VSI before correct rate of climb/ descend is registered6 - 9 seconds

467 Immediately after level off, the VSI willStill show a rate of climb

468 A radio altimeter works on a signal whichIs received as echo at the transmitter which is now sending a different frequency

469 A RADALT works on the principles ofECHO

470 RADALT in combination with pressure altimeter can be used to determine the position ofThe pressure system by setting the pressure altimeter to the pressure altitude

471 The Gyro instruments areAttitude indicator, Heading indicator & urn and slip indicator

472 Gyroscopes work on the Newton's I law, II law and III law of motion

473 If the stick force is too low, the pilot willEndanger the a/c by over stressing

474 The characteristics of gyroscope areRigidity (Inertia) and precession

475 The gyro instruments require a suction force of4 -6 " Hg suction

476 The vacuum pressure gauge indicates the difference betweenThe outside air pressure and the air in the vacuum system

477 The advantage of Engine driven vacuum system is thatIt starts operating as soon as the engine is started

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478 When the Gyro is operated by engine driven pump, it operates onPositive pressure

479 In venturi driven vacuum system, the efficiency depends up onThe air speed

480 The venturi is fitted on theSide of the airplane in a position to be in the airflow from the propeller

481 The Turn and Slip indicator is generally operated by An electrically driven gyroscope

482 Attitude indicator and heading indicator are generally operated byAn engine driven vacuum system ia also available

483 If the engine driven vacuum pump fails, A three way valve ties the venturi into the system automatically

484 Electric driven Gyro system is operated byA.C from engine driven alternators / generators

485 Gyroscopic inertia is the property of a rotating bodyTo maintain its plane of rotation if undisturbed

486 Precession is The property of a rotating body, when a force is applied perpendicular to its plane of rotation, to turn in the direction of rotation 90 degree to the axis of rotation and take up a new plane of rotation parallel to the applied force

487 The disadvantage of engine driven Gyro is thatIt fails to give any indication in the event of engine failure

488 One precaution to be taken before aerobatics is that They should be caged to avoid tumbling

489 If the stick force is too low, the pilot willEndanger the a/c by over stressing

490 If the gyro instruments are operated by engine driven vaccum systemA stand by venturi system is also available

491 The air used to rotate the gyro isFiltered air

492 Which gyro are preffered for aertobatic flight?Electrically driven as they will not tumble

493 Abbrupt braking should be avided because, they willImparrt acceleration or decceleration loads on gyros

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494 In heading indicator, the gyro spins about the Horizontal axis at 12000 RPM

495 The Heading Indicator is Not North- seeking and must be synchronized with the magnetic compass at the beggning of a flight

496 The Heading Indicator is caged byPushing the knob in

497 Turning the knob in the Heading Indicator causes The compass card to rotate

498 The advantage of a Heading Indicator during a turn is that Precise turning can be made or stopped at any desired heading as the instrument responds instantly without any lag

499 Precession error is caused byFrictional forces in the instrument

500 Precession causes creep or drift approximately3 degree in 15 minutes

501 Apparent precession in Heading Indicator is caused byThe rotation of earth

502 Apparent precession causesApparent drift or precession which varies with latitude

503 The value of apparent precession at equator and poles respectivelyZero and 15 degree per hour

504 While synchronizing the Heading Indicator with the compassThe a/c should be in St. & level conditions to ensure there is no compass error

505 The precession error must be corrected for Every 15 minutes

506 A vacuum driven Heading Indicator should not be used for take off until it has rin for5 minutes

507 A vacuum driven Heading Indicator requires4-6” of Hg

508 If the Heading Indicator is operated by venturiIt cannot be used for take off at all

509 Spill proof gyros are reliable up to

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85 degree bank, glide and climb angles

510 Spill proof gyros operated beyond 85 degrees Must be re set

511 Attitude Indicator shows the relation betweenWings and nose of the a/c and the horizon of the earth

512 The Artificial Horizon can show0-90 degree left or right bank

513 The Attitude Indicator is mounted Horizontally and spins on the vertical axis

514 The Artificial Horizon is mountedOn Universal gimbals free of Pitching and rolling axes

515 In Artificial Horizon, the miniature a/c can be

Adjusted by a Knob at the bottom

516 In the caged position, The gyro is locked with miniature a/c showing level flight

517 An Artificial Horizon needs4 or more Hg of vacuum and 5 minutes to get to operational speed

518 An Electrically driven Artificial Horizon is operationalImmediately

519 An electrical driven attitude indicator hasNo limit on pitch and roll and accurately indicates pitch up to 85 degree and will not tumble even at 360 degree roll

520 What are the limitations of traditional attitude indicator?Dives/climbs up to 70 degree and banks up to 90 degree beyond which it will tumble and needs caging

521 In a skidding turn,The gyro precise towards the inside of the turn

522 After the recovery from a skidding turn, the Artificial Horizon willStill show a turn in the direction of skid

523 An a/c with static stability will requireIncreased stick force as the load factor increases

524 In a normal turn, the Artificial Horizon willPrecess towards the inside of the turn and will be corrected by erecting mechanisms after the turn

525 Acceleration and deceleration may

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Induce precession errors

526 During acceleration, attitude indicatorThe horizon bar moves down and shows a false climb

527 During deceleration, attitude indicatorThe horizon bar moves up and shows a false Descent

528 In a side slipThere is not enough rat of turn for the excessive bank

529 In a skidding There is not enough bank for the excessive rate of turn

530 In Turn and Slip Indicator, the rotor RPM is9000 RPM

531 In Turn and Slip IndicatorThe gyro is mounted vertically and rotates in the horizontal axis

532 In Turn and Slip Indicator, the needle and ball indicateThe rate of turn and amount of bank

533 Rate one turn means360 degree in two minutes or three degree in one second or 180 degree in one minute

534 A Turn coordinatorReacts to roll and yaw

535 A Turn coordinator gyro is Canted approximately at 35 degree instead of rotating horizontally as it is the case in a Turn and Slip Indicator

536 Which of the instruments combines the function of Directional gyro and magnetic compass?Gyrossyn

537 Gyrossyn providesStable compass heading in rough air

538 The qualities of a Gyrossyn areIt is not affected by northerly turning errors and north seeking and free from oscillating errors and does not require re-setting

539 A Gyrossyn incorporatesA flux valve that senses earth’s magnetic lines of forces through EMI

540 A flux valve is Pendulously installed, usually at the wing tip

541 The directional gyro in Gyrossyn is Slaved to the earth’s magnetic lines of forces by the signals received from the flux valve

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542 Gyrossyn compass is Un- reliable in Polar Regions

543 Gyrossyn compass hasTwo sets of operating system. As a complete system when the flux valve is open and only as a directional gyro when the flux valve is shut off

544 The indicated stall speed is unaffected byC.G, Weight of a/c, angle of bank

545 The stagnation point movesAft as the AoA increases and forward as the AoA decreases

546 The AoA indicator hasA red left zone as AoA increase and a right zone when the AoA decrease

547 AoA indicator showsCurrent position of the stagnation point and the position at which the a/c will stall

548 The lower limit of the Critical Mach No. is The maximum operating Mach No (MMO)

549 The formula to find the speed of sound from OAT is A = [644 + 1.2t] where t is the OAT in degree centigrade

550 The formula to calculate the ISA temperature isISA = 15 – [Pressure Altitude x 2/1000]

551 Mach No is TAS/Local speed of sound

552 The pressure in the pressure capsule isDynamic pressure which is the difference between the Pitot and Static pressures [P –S]

553 TAS is a function of Dynamic pressure and local air density

554 The Mach meter measures the Difference between the dynamic and static pressures

555 The Mach No in terms of Pitot-static pressure is given byMach No = [ P – S ] / S

556 The variation in CAS, IAS and MACH No under ISA and increasing altitude is given by

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557 The effect of increasing altitude on LSS isLSS decreases as the altitude increases

558 The variation in CAS, IAS and MACH No under ISA and decreasing altitude is given byThe opposite (mirror image of the above given diagram.

559 Two airplanes are traveling at same Mach No but at different flight levels, thenThe aero plane at the lower level will have the higher TAS

560 If an a/c climbs or descends through an isothermal layer

561 If an a/c climbs or descends through an inversion layer

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562 The capsules in the Mach meter areAir speed capsule connected to Pitot tube and aneroid capsule connected to static changes

563 The critical Mach No in the Mach meter is indicated by a Lubber line which is adjustable

564 In Mach meter

564 The accuracy of mach meter during normal operations is + 0.01M

565 The Altitude Alerting System providesAural and Visual warning of an aeroplane reaching or deviating from a pre selected altitude

566 In sensitive ASIMechanical linkage is used

567 In servo ASIElectrical linkage is used

568 The color coding of ASI are

569 The blue line in an ASI of a twin engine aeroplane indicatesThe maximum rate of climb speed with one engine inoperative

570 The various corrections in ASI are

38

571 A block in pitot during a climb and descend

572 A block in static during a climb and descend

573 The leaks in pitot static system will result in

39

574 The different GPWS modes are

575 The various GPWS limits are

40

576 Manifold pressure and boost pressure are measured respectively inInches of mercury and Pounds per square inch

577 MAP of a super charged engine isThe absolute pressure

578 Engine torqueActs on the output shaft of the engine and can used for power control

579 The Parameters to be monitored for a Turbo prop engine areRPM, Torque, EGT, Oil Pressure & temperature, fuel pressure, flow and quantity of fuel

580 The Parameters to be monitored for a Gas Turbine engine areEPR, N1, N2, N3, EGT, Oil Temperature, Fuel Pressure & temperature,

581 The turn coordinator isNot an attitude indicator

582 The turn coordinatorReacts to pitch and roll and gives no pitch information

583 When one wing suddenly goes down slightly, the reactions onTurn coordinator will react instantly but turn and slip indicator will not react until there is some yaw

584 The basic difference between a turn coordinator and a Turn & Slip indicator is thatIn turn coordinator the axis is set approximately at 30 degrees to the for and aft axis of a/c

585 Comparing the miniature a/c in turn coordinator and in artificial horizonIn turn coordinator, the miniature a/c rolls in the direction of roll but in artificial horizon, the miniature a/c is fixed and the horizon bar moves

586 The gyroscope of Turn coordinatorHas RPM of 6000 and operated by D.C

587 TCAS II is Not connected to the Auto pilot

588 If TCAS responds to Mode A onlyIt is assumed that both a/c are in the same flight level and traffic advisories are generated

589 The TCAS protected airspace defined horizontally and vertically byTime – to – Convergence and ATC vertical separation minima (Usually 400- 750 ft)

590 TA & RA in TCAS will appear30 – 45/ 15-35 seconds & 20 -30/5- 20 seconds from possible collision

591 TCAS uses

41

Mode – S transponder and identification is sent in every one second and the broadcast is known as SQUITTER

592 The TCAS equipped aeroplanes will monitor for frequency of 1090 MHz

593 TCAS is able to trackIndividual replies

594 The display in TCAS are

595 In TCAS, own a/c is given byCyan or white a/c symbol

596 The nominal maximum tracking range of TCAS is27 high closing speed a/c/30 within 14 NM ( in high traffic area it may be 5 NM only)

597 TCAS II uses a Separate VSI which uses a color crystal display

598 The RA is commanded byThe part of the VSI turning red and the green sector shows the required rate of climb/descent

599 The altitude selection switch on TCAS has No effect on the generation of the advisories

600 Below certain altitudes

601 RA and TA will be generated

602 The acceleration error/take off error in an artificial horizon is thatA false climbing turn to the right during the take off phase of the flight

603 The turning error in an artificial horizon is that42

A reduced turn while banking left or right

604 The freedoms of gyroscopes are

605 A space gyro hasFreedom to move in all three axes

606 A tied gyroIs a space gyro with external control

607 Direction Indicator is a Tied Gyro

608 Earth Gyro is A tied gyro controlled by gravity of earth

609 Artificial horizon isAn earth gyro

610 A rate gyro hasOne degree of freedom only and the rotation is 90 degree removed from the axis

611 Turn and balance indicator, and turn coordinators areRate gyros

612 INS stabilized platforms employsRate integrating gyros

613 The real wander in gyros are caused byThe physical deviation of the spin axis and generally is a result of friction

614 Apparent wander is caused byThe rotation of the earth

615 The drift in mid latitudes is given byDrift = 15.04 x sine of the latitude

616 The topple in mid latitudes is given byTopple = 15.04 x cosine of the latitude

617 The gyro topple at equator and poles are respectively360 degrees in 24 Hr. and ZERO

43

618 Vertical gyrosSuffer from topple but not from drift

619 Horizontal axis gyrosExperience drift but no topple

620 The transport wander is given by

621

622

623 AoA indicator doesn't relate toAir speed

624 The stagnation point moves Chord wise along the undersurface of the wing as the AoA changes

625 A Mach meter measures airspeed byCorrelating dynamic and static pressure

626 The Mach meter consists ofTwo aneroid capsules connected to a/c static pressure system

627 In a/c the electrical system is generallyGrounded (single wire) system

628 The strength an electromagnet is determined byAmpere - turns

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629 The magnetizing force of a 5 amp 200 Turn electromagnet is1000 amp. turns

630 Polarity of electromagnets is determined byLeft hand rule for coils

631 Permeability is The ability of a substance to carry magnetic lines of forces

632 The permeability of air and Permalloy respectively are1 and 80,000

633 Reluctance isThe opposite nature of permeability

634 Magnetic flux is equal toM.M.F/ Reluctance or MMF x Permeability

635 Lenz' law isAnother form of law of conservation of energy

636 In transformers, the core is made of thin laminations to Prevent eddy currents flowing out ( It will cause the core heating up)

637 In an a.c circuitThe current doesn't flow through the capacitor

638 In d.c circuitsThe current flows through capacitors momentarily and then reaches saturation

639 An Inductor in an a.c circuitResists the changes in the current flow

640 The function of a capacitor in a power plant circuit is toStore surges of current and release them when the voltage drops

641 The essential component of starting system isCapacitor

642 To reduce radio interferenceFilter capacitors are used

643 In a capacitive circuitCurrent leads the voltage by 180 dgree

644 While charging a capacitorCurrent is flowing but voltage is held down

645 In a fully charged capacitor,

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Current is Zero

646 In a pure circuit, the lag of voltageCan't be 180 degree due to some resistance

647 A resonant circuit hasZero reactance (XL = XC) only R is present in the circuit

648 Inductive reactance in a.c circuit causesVoltage to lead the current

649 The resonance frequency is determined byf = 1/ 2Pai Root of L x C

650 In a resonating circuit XL = Vc

651 As the frequency increases, Xc will decrease and XL will increase

652 Three phase a.c is converted to d.c byConnecting the three phases to a three phase full wave rectifier

653 A.C is converted to d.c by usingDiodes and filters

654 A full wave rectifier ( three phase) has6 diodes

655 A shunt type generator hasThe field windings connected in parallel with the armature

656 The voltage of a generator depends onThe speed of the armature, no. of windings and field strength

657 The field strength of the generator is controlled byChanging the current through a variable resistor

658 Voltage control unit for light a/c is Vibrator type

659 Reverse current cut out relay is usedAs an automatic switch to open the main generator circuit whenever the generator voltage drops slightly below the battery voltage

660 when the generator first starts running, the reverse current cut out relay points areOpen

661 When the generator voltage remains above that of the battery, it willCharge the battery and supply all the system load

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662 If the generator is nor cut off from battery when Idling or stoppedThe battery will get discharged

663 Which device is used to prevent the generator current output from becoming excessive?Current regulator

664 To regulate the voltageCarbon-pile voltage regulator is used

665 A rheostat is a variable resistor

666 A typical 24 V d.c system employsDifferential reverse current relay

667 D.C motors can be used asGenerators and motors

668 D.C motor types generally found areShunt wound, series wound and compound wound

669 The shunt wound motor is also called A constant speed motor ( Same RPM under variety of loads)

670 The speed in shunt wound motor is made constant whenThe back emf is equal to the applied voltage

671 When the mechanical load to the motor increasesThe current through the armature also increases

672 As the motor speed increasesThe armature current decreases and field current increase

673 For starting the engineSeries wound D.C motors are used (Because high torque is required)

674 What precaution must be observed while using a series wound motor?It shouldn't be operated without mechanical load applied

675 In a series motor, the speedVaries according to the load

676 Series motors can't be used with loadsRequiring constant speed

677 A compound wound motor has Good starting torque and stable speed characteristics

678 Which motor is useful when heavy starting load and steady RPM is required?

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Compound wound

679 The negative and positive plate of a storage battery is made ofLead & lead Peroxide (PbO2)

680 The P.D between the plates of a lead acid battery is approximately2.2 V

681 The Positive and negative plates of N.C battery is made ofNickel Hydroxide mixed with special type of Graphite and cadmium oxide and iron oxide mixture

682 The working potential of N.C battery is1.2 V

683 The capacity of an N.C battery depends uponThe total plate area and plate thickness

684 The advantage of N.C battery is It has a long life and can be left in any charged condition for several years without any appreciable deterioration

685 In Lead acid batteries, separators are made ofWood or glass fiber wool mat and porous

686 The positive plates areSofter and less durable

687 The electrolyte in Lead acid Battery isSulphuric acid and distilled water

688 During charging, a Lead acid Battery producesHydrogen

689 During discharge oxygen is formed atPositive plate

690 Storage cells are rated according to Voltage and ampere hour capacity

692 The ampere hour rate is based upon a discharge period of5 Hours

693 A 34 amp- Hr. battery can supply6.8 A for 5 hours

694 When the area and thickness of two batteries are same, the capacity depends uponThe number of plates

695 The S.G of a fully charged Lead acid Battery is

48

1.300 (1.275 and 1.300)

696 When is a Lead acid Battery considered low charged for a/c?S.g less than 1.240

697 If a battery shows S.G less than 1.7 and discharges immediately, it meansThe battery is discharged or worn out

698 An a/c storage battery is charged byConstant voltage method

699 The voltage of a fully charged cell, in a 24 V system, will be 26.4 V

700 To consider a battery fully charged, the voltage difference between the genertor and battery should be1.6 V

701 After starting the engine,The generator amperage is increased to take care of the additional load and battery is not required to supply the power to the circuit

702 During normal operation, the battery Doesn't supply any power for a/c's electrical system

703 During normal operation, if the battery is switched off, The a/c electrical system will continue to operate satisfactorily

704 During normal operation, a battery serves toStabilize the electrical system by absorbing a surge of voltage and filling in when the voltage falls momentarily

705 A constant voltage charging system may be employed to charge large number of batteries provided thatThe source is capable of maintaining voltage and all the batteries have the same voltage rating

706 In a constant voltage charging system, the cells are connected inParallel

707 In constant ampere charging system, all batteries must haveSame ampere rating

708 In constant ampere charging system, the batteries are connected inSeries

709 In the process of charging, The low capacity battery will be charged first

710 During Charging, the temperature should be kept

49

Below 110 degree F

711 What is the procedure for charging batteries by constant current system?Connect to a source for given amperage for a specified no. of hours and reduce the amperage in steps

712 While mixing acid and water, the correct procedure is toPour acid into water carefully

713 The metal structures of a/c in the vicinity of the battery is protected byBituminous acid proof paint

714 The venting system should be designed such thatThe hydrogen concentration will not exceed 1 % under any flight condition

715 When a battery is located in a sealed compartmentScoop air is taken in vented on the opposite side

716 The purpose of shielding around a magneto is To receive and ground the radiation from the ignition system

717 Magneto ignition is superior to battery ignition becauseIt produces a hotter spark and is a self contained device

718 In radial engines, the front row of spark plugs are fired byRight hand magneto

719 In dual ignition systemThe magnetos are fired at the same time or approximately at the same time

720 In staggered ignitionThe two sparks occur at different times

721 The magneto material made up ofAlnico

722 The no. of high voltage impulses produced by the magnet is equal toThe no. of poles

723 The no. of cylinder firing per complete revolution of the engine is eqal to1 1/2 No. of engine cylinders

724 E-gap is defined asThe no. of degrees between the neutral position and the position where the contact point opens

725 E-gap varies between5 degree to 17 degree

726 A magneto is a form of

50

A.C generator

727 The spark produced by magneto hasAlternate polarity

728 A magneto hasPrimary (a few turns) and a secondary 13000 fine wire

729 A capacitor in a magneto is connected In between primary and secondary windings

730 What is the method of connecting the wire of the primary in a magnetoOne end is grounded to the core and other end is connected to the breaker assembly

731 When the breaker points are closed, Current flows from coil to ground and from ground to coil

732 How is the secondary winding connected?One end of the wire is connected (grounded) inside the coil and the other end is connected to the distributor

733 Which statement is correct w.r.t. a magneto?The ratio of the magneto shaft speed to that of the engine crankshaft speed is equal to the no. of cylinders divided by twice the no. of poles on the rotating magnet

Magneto shaft speed = No. of cylindersCrank shaft speed 2 x No. of poles

734 The contact points in the breaker assembly is actuated byRotating cam

735 A four stroke engine fires each cylinder once in everyTwo turns of the crankshaft

736 For a twelve cylinder four - pole magneto, the magneto speed is 1 1/2 times the speed of crank shaft ( see above formula in 733)

737 A magneto has 4 poles. It will produce ------- sparks for each turn of cam4 sparks

738 The purpose of the primary capacitor in a magneto is toPrevent arcing

739 The primary capacitor is connectedAcross the contact points

740 In a magneto the distributor is driven at a speedWhich is ½ of the crank shaft speed

741 The magneto sparking order depends upon

51

The No. of distributor cell

742 The "coming up speed" is defined as The speed of rotating magneto to start producing sparks

743 The "coming up speed" of magnetos varies from 100 to 200 RPM

744 A low tension magneto hasOnly one primary winding and low voltage is transformed into high voltage by a transformer

745 The nature of winding on rotating type magneto isThe primary and secondary are wound on the same core

746 For a high tension magnetoThe current produced in the primary induces a high voltage in the secondary when the primary circuit is broken

747 Radial type engine employSingle type magneto

748 In- line engines generally employDouble type magnetos

749 Magneto safety gap is equipped toProvide a return ground when the secondary circuit is open

750 The high speed required for magneto during engine start is provided byImpulse coupling

751 The "Ignition Boosters' areA source of external high tension current for starting purpose

752 A booster coil in a magneto isA small induction coil providing small shower of sparks to the spark plugs until the magneto fires properly

753 The booster coil is connected toStarter switch

754 In modern a/c booster coil is replaced byInduction vibrator

755 The advantage of induction vibrator is that it Reduces the tendency of the magneto to flash over at high altitudes

756 If the switch wire is disconnected, the magneto is in"Switch- On" position

52

757 Flash over is defined as The jumping over of high voltage in a distributor at high altitudes

758 To reduce burning and erosion of spark plugsResistor type spark plugs are used

759 The 'heat range" refers to the Ability to transfer heat from firing end to cylinder head

760 A hot engine requires a Cold spark plug and vice versa

761 If a hot spark plug is fitted to a hot engine, the result May be a pre- ignition

762 If a cold spark plug is fitted to a cold engine, the probable result will be The fouling of the spark plug

763 The principle factor in spark plug servicing isMaintaining the width of the gap

764 While using spark plugs , the most important thing to remember is toUse the correct spark plug gap specified by the manufacturers

765 If a spark plug has been dropped on a hard surfaceIt should be rejected

766 Which of the following should not be used for cleaning spark plugs?CCl4

767 A bomb test is used for testingSpark plugs

768 A spark plug which is operating under normal atmospheric conditionMay fail under pressure due to increased resistance

769 For tightening spark plugs the torque required isFor 18 mm 360- 420 lbs and for 14 mm 240-300lb

770 After the installation of spark plug, there must be A magneto check

771 Direct hand cranking starter is used for engines 250 H.P or less or Gear ratio of 6 : 1

772 The automatic disengage starting system uses an Adjustable torque- overload release clutch

773 Whenever the left engines are started, The doors must be closed and locked

53

774 The right engine may be started and run withThe passenger steps extended and nose wheel blocked

775 The correct procedure to start large engine is The engine must be rotated with starter with magneto in the 'Off 'position until 12 propeller blades have passed a fixed point

776 If the propeller is seen to stop suddenly during the starting operation, the next step isStarter switch must be released immediately

777 The propeller is seen to stop suddenly during starting process of large engines, the cause may beA hydraulic lock in the lower cylinders

778 An induction fire is indicated by A rapid rise in the Carburetor Air Temperature

779 If an induction fire is detected, the correct procedure is Release starting switch immediately, throttle closed, Mixture turned to Idle cut Off, Booster pump turned Off and ignition switch turned Off

780 An engine that developed induction fire may be Restarted after 30 seconds or more

781 If an engine doesn't start aster 30-45 seconds of the rotation with the starterWait at least 3 minutes before attempting another start

782 During the waiting period Turn the booster pump and ignition switch off

783 The waiting period is to allowThe cooling of the starter

784 If the engine oil pressure is not indicated within 30 seconds ( 60 seconds in winter)The engine must be shut down immediately

785 Which engine is started first?No. 2 engine

786 For pressure carburetor equipped engine, while starting, the mixture control is set atIdle cut - Off

787 What time should one wait after turning on the fuel booster pump10- 15 seconds

788 While starting Keep the throttle 1 1/2 inch open

789 If the engine is hot

54

Allow the engine to run one or two revolution and then apply Prime

790 As soon as the engine starts, Hold the prime and set 500 - 800 RPM slowly set the mixture control to auto lean

791 After the start of the engine, the engine starts to die, the correct procedure isSet mixture control to IDLE CUT OFF

792 Under the above condition, the moving of throttle rapidly is not encouraged becauseThis may damage the carburetor balance diaphragm

793 For warming up, set the throttle to 900-1000 RPM

794 When a L.P Air turbine starter is used, The air flow the starter rotates the N2 Rotors

795 The start switch in turbine engines isHeld in the start position until the Light off occurs and the output shaft speed reaches the calibrated cut off point

796 The flow of air to the starter is stoppedAutomatically and then the Ground start switch is released

797 The L.P Air turbine starter employsRadial inward flow turbine

798 A H.P air turbine starter is equipped withAn axial flow turbine

799 The source of H.P. air turbine starter is A High .Pressure ( 3000 Psi) bottle mounted on the a/c

800 The High pressure air bottle is usually available forNo 2 and No 3 engines

801 After the start of any of the engines ( No.2 or No .3)The low pressure from the turbo compressor is fed to the airplane manifold, which is used for starting the other engines

802 The air pressure required for fuel/air starter is approximately300 Psi

803 The air pressure for fuel/air starter is obtained fromThe high pressure bottle by means of a pressure regulator

804 In fuel/ air starter, the fuel accumulator is mounted on the Starter

805 Manifold pressure is the

55

Absolute pressure of the fuel/air mixture just before it enters the intake port

806 The high performance engine operation is mainly monitored byManifold pressure

807 Absolute pressure is the pressure Above vacuum

808 Gauge pressure is the pressure aboveAmbient pressure

809 An a/c is said to have “stick position instability” whenThe a/c requires the control column to be moved rearward to trim at high air speeds

810 The Manifold pressure gauge Pressure at sea level when the engine is not running will be29.92" of Hg

811 When the engine is idling, Manifold pressure gauge may read10 - 15" of Hg

812 Excessive Manifold pressure will result in Excessive cylinder pressure and temperature

813 Naturally aspirated engine using variable pitch propeller must be equipped withManifold pressure gauge

814 The greatest pressure in the cylinder occurs5 degree to 15 degree after TDC

815 Brake Specific Fuel Consumption is defined as the No. of pounds of fuel burnt per hour for each BHP produced

816 Unit of BSFC is lb/HP/Hr (0.40 to 0.50 lb/HP/Hr)

817 BSFC is the highest duringTake off because a rich mixture is used

818 Weight/Power ratio of reciprocating engines vary between1.0 to 2.0

819 Volumetric efficiencyDecreases as the RPM increases

820 The Volumetric efficiency for a naturally aspirated engine is approximately75%

821 Valve overlap results inIncreased Volumetric efficiency

56

822 The power required to drive the propeller variesDirectly as the cube of the RPM

823 If the speed of the propeller is doubled, the power required will be 8 Times the initial power

824 At full throttleManifold pressure decreases and RPM increases

825 What correction should be applied to get the real power as the temperature increase or decrease from the standard1% increase of power for every 6 degree Celsius decrease of temperature & vice versa

826 If the engine is equipped with a super chargerManifold mixture temperature must be observed

827 HumidityReduces the Maximum rated Power

828 Humidity factor for engine performance is not considerableAbove 5000 feet

829 Increase exhaust back pressure willDecrease engine performance

830 Prior to Take off, the engine must be given A magneto check and full power test

831 A magneto check is done at1500-1600 RPM

832 The correct procedure for magneto check isBoth - Left - Both - Right - Both

833 The allowed magneto drop is 50-125 RPM

834 Wile doing magneto check of a constant speed propeller, the propeller should be inHigh RPM ( Low Pitch)

835 The movement of the throttle from full open to close position should be done in2 -3 seconds

836 After take off, the power setting must be changed toClimb setting

837 Continuous climb on take off power setting will result inExcessive CHT and Detonation

838 While reducing the power of a constant speed propeller

57

Reduce MP with throttle and then RPM with propeller control

839 When increasing power for a controllable pitch propellerIncrease the RPM with Propeller control and Increase Manifold pressure with throttle

840 For a controllable pitch propeller, when the throttle is moved forwardThe propeller blade angle increases and the MP increase RPM remains the same

841 When the engine is operated at or near full power, the Mixture control should be kept in Full Rich position ( To prevent Overheating)

842 When the power is reduced to let down, the mixture control should be placed inFull rich position

843 At high altitudes, the mixture control should be placedAt a less rich position than it used to be at low altitudes

844 For a super charged engine, the mixture control position is indicated byManifold Pressure gauge

845 At a given RPM and power setting, the MP must beReduced as the altitude increases to maintain constant power

846 When an engine is operated at a higher RPM, in order to maintain a constant powerThe MP must be reduced

847 The correct procedure for starting an engine isIgnition - ONThrottle 1/2",Propeller pitch lever full forward -HIGH RPMMixture - Full RichClear the propellerAuxiliary fuel pump - PrimeTurn the Ignition Switch to STARTWhen fuel flow reaches 2-4 gphStart the engineTurn the auxiliary fuel pump OFF

848 If the engine is warmTurn the start switch first and then turn the Auxiliary fuel pump to prime

849 A vapour lock in the fuel system is indicated byFluctuation in the fluid flow

850 During starting in hot weather, if a vapour lock is detected,The Auxiliary fuel pump should be switched on until the flow becomes normal

851 Warming up of the engine is done at800 - 1000RPM

58

852 Which is the correct combinationPropeller control for RPM and Throttle for Manifold Pressure

853 During starting, if the engine is equipped with an oil cooler flapsThey should be in closed position until the engine is warm

854 If the engine is equipped with cowl flaps, during startingThey should be open

855 Before stopping, CHT should indicateSome what under 400 degree F

856 An engine equipped with mixture control should be Shut off by placing the control in the Idle Cut - OFF position

857 Immediately after the engine stops,The ignition must be turned OFF

858 For a counter weight propeller, the propeller should be placed, shortly befor take offAt low RPM (High Pitch)

859 When the above procedure is followedThe oil will move to the engine and prevent congealing of oil in the cylinder during cold Wx

860 When the propeller position is in low RPM (counter weight)The propeller cylinder moves forward where it will cover the piston

861 In the low RPM position, the cylinder isRearward

862 If the engine is cold, prime it3 -4 times

863 Extremely cold engines, before startingShould be pulled through by hand 4-6 times

864 Priming is done byPushing the throttle controls

865 While starting, the throttle must bePushed 1/4"

866 When there are two engines, the engine to be started first isThe left engine

867 Warming up is done at800 - 1200 Rpm for two minutes ( 4 minutes in cold WX)

868 If the battery is low, before starting the right engineRun the left engine above 1200 rpm to cut in the generator

59

869 If the engine doesn't start in the first few revolutionsOpen the throttle in that engine with switch in the START position

870 If the engine doesn't start using the normal procedureRe prime and repeat the process. If it still doesn't start, check for ignition malfunction

871 When the engine is warm, the correct procedure to start isDon't prime the engine but turn the ignition switch on BOTH before engaging the starter

872 If electrical power is needed from generator while warming upWarm up the engine at 1200 RPM (At which the generator cuts in)

873 Correct magneto check procedure is2000 RPM, 15" M.P and drop in RPM should not exceed 125 RPM

874 When an engine looses MP without apparent cause, the cause and correction areA carburetor Icing and use carburetor heat

875 During warm up, propeller controls should be Moved through their normal ranges to check for proper operation and then leave it in the full low pitch (High RPM) position

876 If the Feathering action is to be checked on ground, the correct procedure isMomentarily draw the propeller control to Fx ing position and allow the RPM not to drop more than 1500 and then return to the normal operating position

877 During warm up, the electric pump should be Switched off to make sure that the engine driven pumps are operating normally

878 During prior to take off, the electric fuel pumps Should be turned on again to prevent loss of power during take off

879 An Idle cut off valveStops the fuel into the engine

880 After a flight or a few minutes of taxiing, the engine may be stopped byPlacing the mixture control in the Idle Cut Off position

881 An excessively hot engine should be switched offOnly after Idling for a short period

882 An engine over heat is indicated byCHT & oil temperature gauge

883 After the engine is stopped,The magneto switch should be kept in OFF position and all other switches should be

60

switched OFF only after that

884 The missing of the engine at high speed and load is due toIncreased MP and Cylinder pressure or a weak breaker point spring

885 A FLOATING POINT isA condition where the breaker points do not close completely after they are opened by the Cam

886 There is an excessive RPM during a magneto check. The reason may beA faulty spark plug

887 A cold cylinder check will help to locateThe bad spark plug

888 A MAGIC WAND is A temperature gauge using thermocouple

889 If the oil relief valve passage is blocked, it will result inHigh Oil Pressure

890 A blue oil smoke emission indicatesPiston rings are worn

891 Operating the engine at high power and temperature will result inExcessive oil consumption

892 Backfiring usually occurs whenStarting a cold engine

893 A backfiring can be caused byAn excessive lean mixture or a defect in carburetor or fuel control system or sticking of intake valves

894 "After firing" is usually caused byExcessive rich mixture or Over priming or poor ignition or improper timing

895 A leak in the exhaust valve can be detected byA 'hissing' sound when the propeller is hand rotated

896 A change in blade angle by one degree will result inChange of RPM between 60 and 90

897 Blade angle is the angle betweenChord and p[lane of rotation

898 AoA of a propeller is the Angle between the Face of the blade and the direction of the relative Slip stream

899 Blade angle is

61

The sum of AoA and pitch angle

900 The pitch distribution (twist) is done toCompensate the speed variation from hub to tip

901 Relative wind is the direction of the Air wrt the movement of the airfoil

902 The normal AoA for a propeller may vary between0 degree to 15 degree

903 In a power diveThe AoA of propeller is negative and will tend to hold back the aeroplane

904 In a steep climb with forward speed reducesThe AoA is increase

905 When the aeroplane is in steep climb or power dive, the aerodynamic efficiency isLow

906 An adjustable propeller is suitable for an a/c forMaximum distance and economy

907 The relative air motion is along the Pitch angle

908 Effective pitch is defined as the Actual distance the airplane will move forward during on revolution of the propeller in flight

909 An a/c designed for fast climb and quick take off hasA low blade angle propeller

910 When an a/c with fixed pitch propeller dives forward, the forward speed of the a/cIncreases

911 The forward airspeed in the above case increases due toLow AoA and reduction in both lift and drag

912 By increasing or decreasing the rotational speed, the propeller can absorbOnly a limited amount of excess power

913 Geometrical pitch is defined asThe distance an element of the propeller would advance through one revolution along a helix having an angle equal to the blade angle

914 Geometrical pitch is mathematically calculated byGeometrical pitch = 2Π R Tan θ

62

915 The experimental mean pitch ( Zero thrust pitch) is defined as The distance the propeller would advance in one revolution to give no thrust

916 Slip is defined as the Difference between Geometrical pitch and effective mean pitch

917 Slip function is defined asThe ratio of the speed of advance through undisturbed air to the product of diameter and No. of revolution (V/nD)

918 A fixed pitch propeller is made inA single piece

919 An Adjustable pitch propeller can be adjustedOnly with tools when on ground when the engine is not operating

920 A controllable pitch propeller may be adjusted in pitchWhen in flight or on ground when the engine is in operation

921 The pitch changing mechanism of controllable pitch propeller is operated Mechanically/ hydraulically or electrically

922 For a constant speed propeller, pitch changing mechanism is operated Hydraulically or electrically

923 The governor in constant speed propeller is operated withRPM lever

924 When power is increase in a constant speed propeller aircraft, the blade angle isAutomatically increased to absorb the additional power

925 The forces acting on a propeller in flight areThrust, Centrifugal force and torsion

926 Centrifugal force tends toReduce the blade angle

927 The Centrifugal turning moment is used toReduce/ lower the blade angle

928 The tensional stressIncreases with the (RPM) square

929 The maximum efficiency that can be obtained using conventional engine and propellers is approximately92%

930 The power developed by the engine at the crank shaft is calledBrake H.P

63

931 Thrust H.P is defined as the Actual amount of the power the propeller converts into thrust

932 Concerning thrust and torque, which is the correct statement?Thrust force acts parallel to the axis of rotation of the propeller and torque acts parallel to the plane of rotation of the propeller

933 Propeller efficiency is defined asThe ratio of Thrust H.P to Torque H.P

934 At take off, the controllable pitch propeller is set atLow pitch- High RPM to develop maximum power

935 The two pitch position propeller has two principle assemblies namelyThe HUB assembly and the Counter weight & Bracket assembly

936 In two position pitch propeller, the blade angle is decreased by theAction of the cylinder and piston assembly

937 In the cylinder and piston assembly, The Engine oil enters the cylinder and pushes the piston connected to the counter weight bracket, rotating the bracket inward and turn the blade to a lower angle

938 The blade from low angle is brought back to higher angle byThe centrifugal force acting on the counter weight outward

939 The pitch range is set byAdjusting the counter weight adjusting screw nuts in the counterweight bracket

940 When the counter weight type propeller is controlled by propeller governor,The flow of oil (to and from) is controlled by the governor according to the engine RPM

941 When propeller governor senses an increase in RPM, itIncreases the blade angle to maintain constant speed

942 The blade angle changes of propeller are depend uponThe balance between governor boosted oil pressure and the inherent centrifugal tendency of the propeller blades to maintain a low pitch angle.

943 A propeller Fx ing Mechanism employsSpring and counter force weight to increase the pitch

944 A jet engine works on the principles of Newton'sII law of motion

945 How is the thrust converted into H.PTHP = Thrust x Airspeed (mph) or Mass flow (lbs) x final velocity(fps)

375 32 feet square

64

946 Jet aircraft performance is best atHigh speeds and at high altitudes

947 The function of the diffuser is toConvert the KE of the air leaving the compressor into PE

948 Pressure ratio defined as the ratio ofThe compressor inlet pressure to compressor discharge pressure

949 An annular chamber consists ofOne burning compartment surrounds the turbine shaft

950 In double annular chamberThere are two concentric rings of fuel spray nozzle separated by the combustion chamber

951 A dual compressor jet engine hasTwo separate compressors driven by its own turbines (Twin spool or Split spool compressors)

952 LP turbine is driven byThe two stager rear turbine

953 The HP turbine is Driven by Single stage outer co-axial turbine shaft

954 The HP rotor turns atA higher speed than the LP rotor

955 The advantage of the split compressor is Low danger of compressor stall

956 The HP compressor is Speed governed

957 The PR of a dual compressor isMore than 13:1

958 For a single axial compressor, the PR is6 or 7 : 1 unless variable stator vanes are employed

959 A turbo fan engine isA cross between turbojet and turbo prop engine

960 A turbofan accelerates aSmaller volume of air than a turbo prop but a larger volume than a turbo jet

961 The effect of a Turbofan is toIncrease the power/weight ratio and increase TSFC

962 The aft fan is driven by

65

A free turbine driven by the exhaust gases

963 For a double sided turbine the air enters at The front and at the rear

964 The temperature of air entering the combustion chamber is approximately250 degree Celsius to 400 degree Celsius

965 The temperature of air entering the turbine is about900 degree Celsius

966 The temperature of the air at the jet pipe exit is600 degree Celsius

967 The temperature of the gas at jet pipe depends uponThe turbine expansion ratio and the expansion efficiency

968 The pressure at the exhaust nozzle isAbove atmospheric pressure

969 In a double sided turbine, the air reaches the compressor By flowing through the compressor outlet adapters

970 The rotor and stator blades becomeSmall towards the high pressure end of the compressor

971 The LP compressor isFree to operate at its best speed

972 HP compressor rotor is speed regulated by Fuel control unit

973 Compressor stall occurs whenThe air velocity in the first stage is reduced to where the AoA of the blade reaches a stall value

974 The variable inlet guide vanes and variable stator vanes areAutomatically regulated in pitch angle by means of fuel control unit

975 What is the effect of the variable vanes?To provide a means for controlling the direction of compressor inter stage airflow

976 The speed regulating factors of vanes areCompressor inlet temperature and engine speed

977 The diffuser portion of a jet engine is The portion of the air passage between the compressor and the combustion chambers

66

978 The fuel nozzle is located at the Front end of the combustion chamber

979 The flame burnsIn the centre of the inner liner

980 The liner is prevented from burning byA blanket of excess air entering through the holes in the liner surrounding the flame

981 All the burning is completed Before the gases leave the combustion chamber

982 Turbine Nozzle Diaphragm (TND) is located atThe rear of the combustion section of the gas turbine engine

983 The function of the TND isTo control the speed, direction and the pressure of the hot gases as they enter the turbine

984 The compressor requires approximatelyThree fourth of the energy available from the burning of the gases

985 Turbo jet engines normally employReaction- impulse type turbine

986 The pressure and speed of gases passing through the impulse turbineRemains essentially the same, the only change is in direction

987 The impulse turbineAbsorbs the energy required for the change in direction of the gases

988 A reaction turbine changesThe speed and pressure of the gases

989 In a reaction turbine there is A decrease in pressure and increase in velocity

990 In a reaction turbine, The turbine absorbs the energy required for the change in velocity of the gases

991 What is the function of the exhaust nozzle ( cone)To control velocity and temperature of the gases and develop some thrust

992 "Mice" is installed In the exhaust cone to control the exhaust nozzle area

993 What is the effect of too large Nozzle area?Reduced thrust

994 What is the effect of reduced nozzle area?

67

Increased velocity and excessively high temperature which might damage the engine

995 The exhaust duct in turbojet engines with exhaust gas velocity reaching supersonic velocity is aConvergent divergent duct

996 The divergent path is accommodated to allowRate of change in volume after the gas velocity becomes sonic

997 Thrust reversers and noise suppressors are included inExhaust nozzle

998 The Thrust reversers are operated by Moving the thrust lever rear of the idle position

999 When Thrust reversers are engagedTHE VANES ARE DEFLECTED into the exhaust stream and direct the gases in the reverse direction by 45 degrees

1000 When thrust lever is engaged,The fuel flow to the engine is increased according to the position of the thrust lever

1001 Oil supply to the Jet Engine is done byOil Pump

1002 The fuel oil cooler serves toCool the oil and heat the fuel

1003 The lubricant oil usually used in turbojet engine isSynthetic type

1004 The Lubrication system provides the oil toBearings and gear system

1005 The parts of a Lubrication system areOil Tank, oil pump, pressure relief valve, fuel - oil cooler

1006 The parameters governing the fuel control unit areThrottle lever position ( for fuel flow)Compressor inlet temperature (CIT)Engine speedCompressor discharge pressure (CDP)Burner pressureEGT

1007 Excess fuel can't be supplied to the engine Regardless of the throttle position

68

1008 The thrust lever is moved into full power position, the fuel flow willIncrease according to engine speed and airflow to provide a proper rate of acceleration

1009 A "Rich blow out" danger develops whenThe throttle is moved from idle to full power suddenly

1010 A "Lean blow out" may occur whenThe throttle lever is moved from full throttle to idle suddenly

1011 The function of flow divider in fuel nozzle is to Cut the fuel spray to the outer when the fuel pressure is low and route the fuel spray to the concentric outlets when the fuel pressure is high

1012 The atomizing of fuel is done bySpin chambers at the end of discharge nozzle

1013 The energy produced by spark in turbo jet engine in comparison to four stroke engine is Many times greater

1014 The ignition in turbo jet engine is done byLarge flaming spark

1015 In cannular type, the spark igniters are provided in Two cans and the flame is carried to other cans by flame tubes

1016 The ignition system of a gas turbine engine consists ofCapacitors, transformers and gas diode tubes

1017 the ignition unit is connected to100 V - 400 Hz a.c

1018 The function of L1 and C1 is to Filter the radio frequency noise pulses

1019 In the ignition system the transformer ( T1)Boost the a.c voltage to 3500 across the secondary winding

1020 What is the function of the trigger capacitor C4?To block the d.c component flowing to ground instead of going through the igniter plug

1021 What is the function of the trigger transformer?To boost the voltage above the level provided by the voltage doublers

1022 After start upThe high voltage lead is disconnected and grounded to discharge any voltage stored in the capacitor

1023 Commercial engines usePneumatic type starter

69

1024 Air for heating purpose is bled fromThe last stage of the compressor

1025 Automatic air bleed s are operated duringThe start of the engine to avoid piling up of compressed air to prevent chocking and compressor stall

1026 The cooling of the turbine is done byHot air from compressor

1027 The internal areas and oil flow through the labyrinth is done byAir flow from the compressor

1028 The oil to the sump is moved with the help of Compressed air from the compressor

1029 Air used to operate accessories with pressure from compressor is calledCustomer air supply

1030 Pneumatic devises are operated byCompressed air from the compressor

1031 Turbo-prop engine extract power to drive mechanical shafts and propeller from the Exhaust gas stream

1032 The reduction gear assembly in a Turbo-prop engine isCombination of spur and planetary type

1034 The total reduction gear ratio in Turbo-prop engine is11 : 1

1035 The power extracted by Turbo-prop engine is90% FROM EXHAST STERAM AND 10% FROM EXHAUST JET

1036 Helicopters generally employTurbo-shaft engines

1037 The oil consumption of JT 3 engine is 3.1 - 4.0 lb / Hr

1038 The forward section and rear section of the compressor is known as N1 and N2 respectively

1039 N1 and N2 are driven respectively byRear inner axial turbine shaft and forward outer co-axial turbine shaft

1040 The compressor blades are made ofTitanium alloys

70

1041 The front compressor is Free to rotate at its best speed

1042 The no. of discs in N1 and N2 sections of JT-3 engine is9 and 7 respectively

1043 The inner high pressure rotor is geared to The starter driver

1044 The pressure ratio in JT-3 engine is13 : 1

1045 While starting the engine, the starter rotatesThe N2 compressor blades

1046 The mass flow rate and N2 RPM in JT-3 engine is 183 lbs/second and 9550 RPM

1047 The front compressor is made ofTwo sections Titanium

1048 The rear compressor is made ofOne piece conical steel construction

1049 The guide vanes are located Between the front and rear compressors to give proper direction as it enters teh rear compressor

1050 Flame holders are located Rear of the turbine exhaust cone ( In the afterburner)

1051 The function of the diffuser is to reduce the velocity of the air before it reaches theBurner section

1052 After burner is a Thrust augmentation device

1053 The flame holders work byCreating turbulence in which the flame can burn

1054 The oil - fuel cooler is operated byThermo valve

1055 An oil pressure valve is providedBeyond the oil pressure strainer

1056 The pressure developed in the oil system is approximately45 psi + 5 at 75% thrust

1057 Oil is withdrawn from the engine by

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Scavenging system

1058 The oil strainer assembly is equipped withA by-pass valve

1059 The oil tank is provided around the Upper left hand quadrant of the compressor

1060 De- aerator isAn integral part of oil tank which separates the oil and air before entering the oil tank and after it has passed through fuel oil cooler

1061 The pressure with the breather system is controlled byBreather pressurizing valve

1062 An a/c is to be operated at 300 - 400 mph, which propulsion will be most efficient?Propeller propulsion

1063 The modification of straight jet engine is By- pass engine

1064 A turbo-prop can be efficiently operated up to400 mph

1065 The approximate compression ratio of centrifugal compressors of single and two stage compressors are4:1 and 6:1

1066 For that of axial engineSingle spool 9:1 and twin spool 18:1

1067 The expansion ratio of single stage compressor is4:1 (2ft diameter, 15000 SHP)

1068 Each turbine blade can develop50 SHP and above

1069 The factor that limits the design of a jet engine is The turbine inlet temperature

1070 The theoretical pressure at the jet pipe isAtmospheric

1071 The actual pressure at the jet pipe is Just above atmospheric

1072 The air velocities in an axial flow compressor isLess than that of the centrifugal compressor

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1073 The static condition pressure at jet pipe nozzle is approx.7 Psi

1074 The max. Jet pressure at sea level full speed operation isApp. 15 psi

1075 Air velocities in the axial and centrifugal flow compressor is determined byComparing the maximum Mach No. achieved

1076 Double sided compressors help toReduce the diameter required to handle a given quantity of air

1077 The "Bullet" or Inner cone fitted inside the exhaust unit serves as Diffuser or expansion package

1078 The factors affecting the reduction gear ratio of a turbo prop engine is The RPM of the turbine driving the propeller and propeller diameter

1079 The equipment driven by a gas tubine engine areFuel pumps, generators, oil pumps, accessory gear box, starter.

1080 What additional equipment are driven by a turbo prop enginePROPELLER, RPM control unit, Torque meter, oil pump

1081 The limiting factors of a gas turbine engine areJet pipe temperature, TGIT, TGT, EGT

1082 In a turbo prop engine, the engine RPM is controlled byThe propeller control unit

1083 In a straight jet engine the RPM is controlled byFUEL input

1084 The jet pipe temperature is controlled byRegulation of fuel supply by throttle position

1085 The trimmer in the jet pipe is used to Adjust the jet pipe temperature

1086 An a/c is flying at 300 mph develops 4000 lb thrust, the thrust H.P is 4000 x 300 = 3200 THP 375

1087 For the above question, what is the BHP for a propeller?3200 x 100 = 4000 BHP

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1088 At 600 mph, the bhp is about50% of THP [3200 x 600 x 100 = 12800]

[ 375 x 50 ]

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1089 What is the effect of altitude on thrust at constant RPMReduced density of air reduces the thrust increasingly

1090 For a jet engine performance, air temperature is taken as constant at about36000 ft

1091 What is the thrust output above 36000ft?It falls more rapidly

1092 Comparing jet engine performance under tropic and Arctic conditions, Arctic condition thrust is (>15 %) that of the tropic condition

1093 The loss of performance for a turboprop engine during take off can be compensated byWater or water -methanol injection

1094 The increased performance of a turboprop engine on a cold day is limited byA Built in power limiter or manual limitation

1095 The SFC for centrifugal jet engine is expressed in1 lb/Hr/1lb ie 1 lb thrust/ hour/ 1 lb of fuel

1096 What are the values of SFC for turbo prop engine0.75 lb/hr/lb for centrifugal and 0.5 lb/hr/lb for axial at msl

1097 The jet engine thrust/weight ratio is3:1

1098 Hp/ Weight ratio of 1 .5 : 1 means ( for turboprop centrifugal)1.5 Hp for every pound of engine weight

1099 The Hp/ Weight ratio of axial flow engine is 2.3 : 1

1100 The tail plane assembly at the front of the a/c is calledCANARD

1101 Fire wall is the section between Main structure and engine made of stainless steel which is sandwiched by asbestos

1102 Single leaf cantilever spring steel type of landing gears are fond in Cessna a/c

1103 For shock absorbing, single strut type generally employsHydraulic cylinders or rubber biscuits

1104 In tripod system utilizesOleo type shock absorbers with two rigid structures

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1105 Most retractable under carriages areCantilever- single oleo leg with no external bracing

1106 The nose/ Tail wheel assembly isControllable by the pilot

1107 Low pressure tyres are used as Shock absorbers yet they don't dissipate shock but store it and keep the a/c back into the air

1108 An oleo structure consists ofAn inner and outer cylinder and oil

1109 An Oleo-aero shock absorber has Oil and spring combination

1110 Oleo helps to absorb shockWhile landing only

1111 The shock experienced while T/o or taxiing is absorbed bySpring or oleo pneumatic

1112 The oil displaced in the oleo systemWill return only after T/o or leaving the ground

1113 Brake discs are generally operated byHydraulic

1114 For disk brakes, visual inspection is requiredEvery 50 hr of flight operations

1115 While parking with disk brakesThe hand/parking brakes should be left off and chokes should be used

1116 Mixing of brake fluids willNegate the effectiveness of the brake

1117 In pneumatic brake systemA pressure bag is used

1118 The control system usually used to operate aileronsCable and pulleys push and pull rode and torque tubes when stick control is used

1119 When wheel control is used, ailerons are operated byCables & pulleys and in some cases push -pull rods

1120 In transport category, ailerons are operated byWheel and pulley aided by Hydraulic pressure

1121 "Bungees" areSpring that exert pressure in tubes to maintain trimmed condition

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1122 Ground adjustable trim tabs are attached toAilerons or rudder

1123 Anti- servo tabs areTrimming tabs on stabilators

1124 Large a/c useServo- tabs

1125 In servo - tabThe control surface moves in the opposite direction of tab movement

1126 Span loading is Gross weight divided by span (lb/foot0

1127 Wing loading is expressed inLb/square feet

1128 Power loading is Gross weight divided by H.P (Lb/ HP)

1129 Dead load is the Weight of the a/c standing on the ground

1130 Live load is The additional load imposed by acceleration, turns etc

1131 Load factor isActual load divided by gross weight = live load divided by dead load

1132 In straight and level flight, the load factor is 1

1133 An a/c is said to have “stick position stability” whenThe a/c requires the control column to be moved rearward to increase the AoA and to trim at low airspeeds and move forward with decreasing AoA and trim at high air speeds

1134 When flying in turbulence or gustReduce the speed to that below the normal smooth air cruising speed

1135 The turbulence penetrating speed should beAt least 10 Knots below the maneuvering speed, to compensate for stall delaying of power and wind shear

1136 While flying in turbulence, A lightly loaded a/c should be flown slower than a heavily loaded a/c (20% decrease in weight will require 10% in VA

1137 The stall speed

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Decreases as the weight decrease

1138 The procedure to fly in turbulence is Wing level attitude, maintain airspeed not altitude

1139 While approach to landUse a speed higher (near) than the published speed for landing to avoid a gust imposed stall

1140 A/c technical log consists of Air frame log, Engine log for each engine and propeller log for each propeller

1141 Air time flight time should be recordedThe nearest 5 minutes or Nearest to the six minutes when using the decimal system

1142 Air time isTime from T/o to touch down

1143 Flight time is Time between chokes off to chokes on

1144 Camber is defined asThe curvature of upper and lower surface of an aerofoil

1145 Flight path and relative air flow areOpposite but parallel

1146 Induced drag is the drag produced by Lift generating devices ( Wings)

1147 Wing tip vortices indicatesThe presence of Induced drag

1148 Wing tip vortices rotateAnticlockwise on right wing and clockwise on left wing

1149 Ground effectReduces the induced drag

1150 The point at which the laminar flow changes to turbulent flow is calledTransition point

1151 At cruise, the power setting isBetween 65% and 75 % of the rated full power

1152 The greatest thrust is available when The engine is at full power and the a/c is stationary

1153 As the speed increases, the thrustDecreases

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1154 The weight of a/c in CL/CD ratioAffect induced drag

1155 The Profile of a/c in CL/CD ratioAffect the parasite drag

1156 Wing fences provideSlow speed handling and stall characteristics

1157 In straight wing a/c, the wing fenceControl the airflow over the flap are

1158 Adverse yaw is caused byAileron drag

1159 Lateral stability is provided byDihedral, Sweep back, Keel effect and proper distribution of weight

1160 Excessive dihedral willReduce lift

1161 Keel effect and sweep backContribute to directional stability to some extent

1162 The RoC isNot affected by wind

1163 Absolute ceiling is the Altitude at which the RoC is impossible

1164 The AoC isAffected by wing

1165 Vy - Best RoC Gives most altitude in Least time

1166 Vx - Best AoCGives most altitude in a given distance

1167 Vx is used forObstacle clearance

1168 The stronger the windThe greater the AoC

1169 Normal climb speed is 5-10 knots greater than that for Vy

1170 During glideThrust is absent and balance is maintained by lift, weight and drag

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1171 The wind milling propeller produceNegative thrust or Drag

1172 A strong H/W willSteepen the Glide path

1173 A strong tail wind will Flatten the G/P

1174 During a level turn, as the bank increases, The back pressure required to increase the AoA increases

1175 When airspeed remains constant, as the angle of bank increase, what happens to the following?Rate of turn - IncreaseRadius of turn - DecreasesStall speed - IncreasesWing loading - Increases

1176 When the bank angle remains constant, the airspeed is increased during a turn, what happens to the following?Rate of turn - DecreasesRadius of turn - IncreasesStall speed - DecreasesWing loading - Decreases

1177 Climbing and descending turns are executedLike level turns

1178 Holding the bank is necessary in aClimbing turn

1179 A 60 degree turn imposes a load factor of2

1180 When gliding into a strong wind, greater distance may be achieved byKeeping the nose just below the best L/D ratio

1181 Best glide speed for endurance is 1.1 times the Power -off stall speed

1182 The power approach landing speed is1.3 times the power-off landing speed

1183 During a stall, the section in which the stall first occurs isThe wing root (due to wash out)

1184 The Stall speed for an a/c Remains constant irrespective of the altitude

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1185 If C.G moves forward from most aft position, the Stall speed Increases

1186 If C.G moves aft, the Stall speed Decreases

1187 Decreased longitudinal stability results inViolent stall characteristics

1188 During a turn, the stall angle is reachedAt a higher speed than in a level flight

1189 Stall speed during a turn is given byNormal stall speed x square root of the load factor

1190 Frost, snow and iceAlter the lifting characteristics of the aerofoil, increase stall speed, decrease stall AoA

1191 FrostSpoils the smooth airflow bySeparating the boundary layer

1192 The effect of weight on stall speed isAs the weight increases, critical AoA reaches at a higher airspeed and stall occurs early

1193 "Cold soaking" is Formation of clear ice / frost over the wing above fuel tanks after a high altitude flight

1194 Stall warning devicesDo not help to warn the pilot about an imminent stall due to frost, ice, snow or rain

1195 Stall warning devices areSet to operate at a speed just before it stalls

1196 If a pilot happens to enter a heavy rain, The ROD will increase, airspeed will decrease

1197 The stall recovery process isLower the nose, apply more power

1198 Spinning is defined asAn auto rotation which develops after an aggravated stall

1199 In spinning,The down going wing gets less lift and up going wing gets more lift

1200 Spinning can't be recovered with the help ofAilerons

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1201 The spinning of a/c involvesPitch, Roll and Yaw

1202 In the incipient stage of a spin, the spin axis becomesVertical

1203 In the developed stage of a spin, the flight path is Vertical

1204 The third stage of spin is Recovery

1205 The spin recovery procedure isPower idle, aileron neutral, Rudder opposite spin, control column forward ; when rotation stops, neutralize rudder, level wings

1206 In spin, Airspeed is constant and low

1207 In spiral dive, Airspeed, RoD Increases

1208 A spiral dive is A steep descending turn

1209 VB representsMax. gust intensity speed

1210 An a/c can stall at any speed if subject to Sufficiently high load for that speed

1211 Aerobatic category a/c load factors are+ 6g and - 5g

1212 For normal category, negative load limit is-1.52g

1213 For utility category, negative load limit is-1.76g

1214 Which are the leading edge lift augmentation devices?Slots, Fixed slats, Retractable slats and droop nose.

1215 In the event of a ‘runaway’ situation of a Trim Jack, The leading edge is deflected full up/down and the pilot must control the a/c using elevators only

1216 In Butter fly model a/c, The rudder and elevator is replaced by two aerofoil in V-shape

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1217 V-tails in a/c providesDirectional and pitch stabilities

1218 In V-tail a/c, the pitch and roll control surface are calledRudervator

1219 For pitch control, the ruddervators move in theSame direction

1220 For roll control, the ruddervators move in theOpposite direction

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