In aircraft equipped with constant-speed propellers and normally-aspirated engines, which procedure should be used to avoid placing undue stress on the engine components? When power is being Decreased, reduce the RPM before reducing the manifold pressure. Increased, increase the RPM before increasing the manifold pressure. Increased or decreased, the RPM should be adjusted before the manifold pressure.
Which statement best describes the operating principle of a constant-speed propeller? As throttle setting is changed by the pilot, the prop governor causes pitch angle of the propeller blades to remain unchanged. A high blade angle, or increased pitch, reduces the propeller drag and allows more engine power for takeoffs. The propeller control regulates the engine RPM, and in turn, the propeller RPM.
Fuel/air ratio is the ratio between the Volume of fuel and volume of air entering the cylinder. Weight of fuel and weight of air entering the cylinder. Weight of fuel and weight of air entering the carburetor.
To establish a climb after takeoff in an aircraft equipped with a constant-speed propeller, the output of the engine is reduced to climb power by decreasing manifold pressure and Increasing RPM by decreasing propeller blade angle. Decreasing RPM by decreasing propeller blade angle. Decreasing RPM by increasing propeller blade angle.
To develop maximum power and thrust, a constant-speed propeller should be set to a blade angle that will produce a Large angle of attack and low RPM. Small angle of attack and high RPM. Large angle of attack and high RPM.
For takeoff, the blade angle of a controllable-pitch propeller should be set at a Small angle of attack and high RPM. Large angle of attack and low RPM. Large angle of attack and high RPM.
The reason for variations in geometric pitch (twisting) along a propeller blade is that it Permits a relatively constant angle of incidence along its length when in cruising flight. Prevents the portion of the blade near the hub from stalling during cruising flight. Permits a relatively constant angle of attack along its length when in cruising flight.
A fixed-pitch propeller is designed for best efficiency only at a given combination of Altitude and RPM. Airspeed and RPM. Airspeed and altitude.
Unless adjusted, the fuel/air mixture becomes richer with an increase in altitude because the amount of fuel Decreases while the volume of air decreases. Remains constant while the volume of air decreases. Remains constant while the density of air decreases.
A flux value is found in: Most hydraulic systems Fuel control units and is an internal component not governed from the flight deck Directional Gyro systems and has no moving parts.
The intake section of a jet engine is often considered part of the fuselage. The other four parts which are considered part of the engine are The turbine, combustion chamber, exhaust and reversers The compressor, combustion chamber, turbine and exhaust The Engine struts, compressor, combustion chamber and exhaust.
Hydraulic systems in modern aircraft are usually employed to Aid in moving heavy control surfaces or accessories. Aid in lowering the landing gear, moving the nose wheel steering and activating the passenger stairs. Help the pilot lower the landing gear in emergency, activate the Power Transfer Unit (Sby.electrical power) and engage the thrust reversers.
Large transport category jet airplanes employ: Constantly heated leading edges for ground deicing Silver colored deicing boots Heated leading edges for de-icing / anti-icing.
The most fuel efficient type engine for commercial passenger transport is Turbofan with afterburners Turboprop Jet/scramjet (used on the Concorde).
What type measurement is used to rate power on Jet or Fanjet engines Pounds of thrust Brake horse power Shaft horsepower (SHP).
Modern aircraft electrical systems normally consist of Standard 350v 600 Hz AC with step-up transformers Engine generators delivering 115v AC including 400Hz and 24v DC systems 12v AC lead-acid batteries and 24v DC static generators.
Aircraft hydraulic systems use: Aviation grade engine oil as standard fluid Hydraulic fluid Aircraft grade DOT 4 brake fluid.
Where would a pilot find the type of engine oil a specific aircraft uses Do not even look, call maintenance In the approved Airplane Operating Manual (AOM) or similar In the Certificate of Airworthiness (Powerplant subsection).
If during a preflight a pilot sees that a tire is showing just a thread of canvass, he should: Consult with a maintenance technician Consult the limits / tolerances in the approved AFM. Look it up in the Maintenance section of the company’s Operations Specifications.
If at an airport JET A or Jet B type fuels are not available for your aircraft, would you: Top it up with 100/130 LL Avgas not to exceed a 50% ratio Look in the Flight / Maintenance Manual for alternate fuels Not use any other fuel than JET A or Jet B.
Modern aircraft are usually pressurized in flight by using: Bleed air tapped off from usually the compressor section of the engine Auxiliary Power Units which are installed for this purpose primarily Pressure controlled bleed air tapped off usually from the last stage turbine section of the engine.
Normal aircraft brake systems are usually: Pneumatic (air) operated through an accumulator Hydraulic powered backed up by a hydro/mechanical system Pneumatic operated by a weight on wheels solenoid.
To raise and lower the landing gear on a medium size turboprop such as the F-50 or DHC-8 what type of power is used: Electro/hydraulic Electro/pneumatic with 36 volts AC power driving pneumatic solenoids. Electro/mechanical.
If the batteries are a bit run-down and the pilot does not suspect them to be able to withstand a good start on a turboprop aircraft, A hydraulic Ground starter must be used An auxiliary electrical Ground Power Unit should be used A start is guaranteed if with the aid of a Maintenance technician using the approved “hand-propping” technique the pilot attempts a normal start.
Reading the Emergency / Abnormal checklists may be omitted for the “landing gear alternate lowering” if: The pilot knows the list by memory 3 green lights are visible Shall never be omitted.
In turbine engine jargon, a Hot Start is when: The outside air temperature is above ISA + 45º C The EGT rises rapidly before the N1/N2N/3 reach sufficient speed and the engine is about to exceed limitations The ITT/EGT rises rapidly and exceeds limitations before sufficient turbine/compressor rotation is obtained.
Turbine engines can deliver reverse thrust by. Bringing the engine from forward thrust into a momentary stop (stationary) then spooled up into reverse thrust. It is merely accelerated as the exhaust is redirected forward Starting the engine in the opposite direction of normal forward thrust.
What other term is used to classify a “Turboprop Engine”: Propjet Fanjet TPE (Turbocharged Propeller Engine).
Approximately in what percentage do turboprop engines deliver thrust via the Propeller Vs turbine exhaust: 100% propeller - 0% turbine exhaust 75% propeller - 25% turbine exhaust 20% propeller - 80% turbine exhaust.
High-bypass ratio turbine engines can be compared in operating principle to A turboprop engine with 200 or more small propeller blades A regular jet engine with afterburner A simple scramjet engine.
A regular gas turbine type engine’s performance is most affected by: Ambient pressure and humidity Ambient temperature and pressure Mostly humidity in the air Vs ISA conditions.
If a normally aspirated engine’s power output (such as on a C-150 or PA28) engine is measured in shaft horse power (SHP), a turboprop engine’s power output is measured in: Lbs of thrust ESHP (equivalent shaft horse power) Also SHP.
What is the prime advantage of a fuel injected engine Vs a carburetor type: A fuel injector better atomizes the fuel for optimum performance A fuel injector is better because it can be adjusted on wing. A fuel injector is less expensive because it does not need carburetor de-icing.
Turbine engines have a compression ratio of say 20:3 just like normal internal combustion engines do, this ratio on turbine type engines is: Air pressures at the intake Vs the exhaust stage Air pressures at the combustor stage Vs the turbine stage Air pressures at the turbine Vs the exhaust stage.
Turbine engines have a compression ratio just like internal combustion engines True False Impossible since turbine engines do not have pistons.
Constant speed propellers operate the same on an internal combustion engine as they do on most turboprop engines because they both Use a hydraulic oil system to feed an over speed solenoid Use engine oil and a propeller governor to maintain a given RPM set by the pilot Use a propeller governor and turbine/turbocharger air to pneumatically control the engine RPM in flight.
|
