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DGCA PAPER-3. Jet Engine, JUNE 2013.
by;
Mukul Sareen
Q1. MARK THE INCORRECT STATEMENT
1. PROPELLER BRAKE IS USED TO STOP THE PROPELLER AFTER FEATHER AND ALSO AFTER SHUTDOWN TO STOP THE ROTATION
2. NTS SYSTEM IS USED TO PREVENT EXCESSIVE DRAG
3. TSS IS A DEVICE WHICH WILL PROVIDE MORVAL FEATHERING DURING TAKEOFF**
4. SaFETY COUPLING IS A BACK FOR NTS SYSTEM
Q2. REGARDING THE ELECTRONIC ENGINE INDICATION SYSTEM.
VIBRATION EGT FF SPEED
PIEOZELETRIC THERMOCOUPLE TRANSDUCER TECHOGENERATOR
1. VOLTAGE CURRENT FREQUENCY DC PULSE
2. CHARGE VOLTAGE DC PULSE FREQUENCY
3. CHARGE EMF DC PULSE FREQUENCY
4. CURRENT EMF CURRENT DC PULSE
Q3. HIGHEST PRESSURE IN AXIAL PRESSURE COMPRESSOR?
1 INLET OF TURBINE
2 OUTLET OF TURBINE
3 ENTRANCE OF BURNER
4 OUTLET OF BURNER
Q4. CONTROLLED DIFFUSION AIRFOIL
1. NEED FOR HIGH COMPRESSOR EFFICIENT AT HIGH AERODYNAMIC LOADING F THE BLADES AT HIGH MACH NO. WITH LOSS OF EFFICIENCY
2.HAVE SHARP AND THINNER LEADING AND TRAILING EDGE
3. USED ONLY IN COMPERSSOR
4. ALL
Q5. TRIMMING UNDER HIGH TAIL WIND?
1. FALSE HIGH EPR
2. AT HIGH TRIM
3. FALSE LOW EPR
4. AT LOW TRIM
Q6. WHEN AMBIENT PRESSURE=FRICTION LOSS
1. RAM LOSS
2. PROPULSIVE EFFICIENCY
3. RAM RECOVERY POINT
4. THERMAL EFFICIENCY
Q7. WHICH STATEMENT TRUE REGARDING JET ENGINE?
1. AT LOWER ENGINE SPEED THRUST INCREASE RAPIDLY WITH SMALL INCREASE IN RPM
2. AT HIGH ENGINE SPEED THRUST DECREASE RAPIDLY WITH SMALL DECREASE IN RPM
3. AT HIGH SPEED THRUST INCREASE RAPIDLY WITH SMALL INCREASE IN RPM
4. AT HIGH SPEED THRUST DECREASE RAPIDLY WITH SMALL INC. IN RPM
Q8. SHROUDED TURBINE ROTOR BLADES
1. REDUCE BLADE VIBRATION
2. IMPROVE AIRFLOW CHARACTERSTICS
3. PROVIDE AIRFLOW
4. ALL**
9. IN WHAT STAGE OF GTE ARE VELOCITY HIGHEST?
1. COMPR. ROTOR
2. COMPR. STATOR
3. ENTRANCE OF TURBINE**
4. TURBINE ROTOR
10. IN TSFC
1. DIRECTLY PROPOTIOINAL TO EFFICIENCY
2. INVERSELY PROPOTIONAL TO EFFICIENCY**
3. BOTH
11. PURPOSE OF BREATHER AND PRESS SYSTEM
1. TO MAINTAIN min. PRESS. FOR OPERATION OF PROPULTION
2. TO ENSURE PROPER OIL FLOW AND THE TO MAINTAIN SATISFACTORY PUMP PERFORMANCE.
12. P LIGHT IS RELATED TO
1. OIL SYSTEM**
2. FUEL SYSTEM
3. INSTRUMENT SYSTEM
13. AN INOPERATIVE(JAMMED) CLOSED COMPRESSOR BLEED VALVE WILL
A. STALL
2 SURGE
3. FLAME OUT
14. IT IS NECESSARY TO CONTROL ACCELERATION & DEACCLERATION RATES IN ENGINE IN ORDER TO
1. PREVENT BLOW OUT
2. PREVENT OVERHEATING
3. PREVENT FRICTION B/W TURBINE WHEEL & CAUSE DUE TO EXPLOSION & CONSTRUCTION
15. AN ENGINE TRIM CUOV IS USED FOR TRIMMING AN ENGINE IN THE
1. UP TRIM AN ENGINE TO COMPENSATE FOR INLET DUCT LOSS AND AIRBLEED LOSS
2.* TO COMPENSATE FOR ANY THRUST DETERMINATION WHICH MIGHT RESULT FROM ACCUMULATED DEPOSIT OF DIRT OR SCALE ON THE COMPRESSOR BLADE
3. DOWN TRIM THE ENGINE TO COMPENSATE FRO THRUST DETIOROTATION
16. IN IMPULSE TYPE TURBINE (T-201)
1. PE IS CONVERTED IN K.E.
2. AREA OF INLET & EXIT IS EQUAL CONVERTED IN K.E.
3. PRESSURE INCREASE THEN VELOCITY DECREASE
4. PARALLEL COMPONENT OF THRUST CAUSE AXIAL LOAD ON THRUST BEARING
17. IN MOTOR LESS FUEL FLOW INDICATOR
1. VANE IS MOVED ACCORDING TO VOLUME
2.* FLOW METER TRANSMITTER CONVRT FLOW RATE INTO TWO ELECTRONIC SIGNAL
3. A SYNCHRONOUS IMPELLER MOTOR AND TRANSMITTER IMPELLER IS USED
4 ALL.
18. IN EPR INDICATING SYSTEM
1. ITS AN INDICATION OF THRUST**
2. INDEPENDENT OF A/C POWER SUPPLY
3. HAVING 3PHASE SYNCHRONOUS TRANSMITTER & 3PHASE RECIEVER MOTOR TO SHOW THE INDICATION IN COCKPIT
4, ALL
19. STALL IN GTE IS INDICATED BY
1. AUDIBLE NOISE
2. EGT INCREASE
3. RPM FLUCTUATES
4. ALL
20. RPM HUND UP DURING STARTING
1. FCU MALFUNCTION
2. CRACKED AIR DUCT
3, DAMAGE AIR DUCT
4. ALL
21. GOVERNOR DROOP MEANS
1.* ENGINE SPEED DECREASE RPM INC.
2. ENGINE SPEED INC. AS RPM AIR PRESSURE INC.
3. ENGINE SPEED INC. AS FUEL FLOW INC.
22. DURING OF PROPELLER TRACKING
1. CONSTANT PITCH BLADE HELD IN LOW PITCH
2. CONTROLLABLE PITCH BLADE HELD IN LOW PITCH
3. * BOTH 1&2 ARE CORRECT
4. CONSULTANT PITCH AND CONTROLLABLE PITCH BLADE HELD IN HIGH PITCH
23. IF HIGH PRESSURE IN THE BEARING CHAMBER EXIST AND RELIEVE VALVE SPRING STUCKS OPEN THEN
1.* DECREASE IN OIL FLOW THROUGH OIL JETS
24. CANTYSE BURNER, FUEL FLOW MALFUNCTION CAUSES
1. TURBINE BLADE CRACKS
2. COMBUSTION CHAMBER DAMAGE
3. NGV DISTORTION
25. ENGINE RUMBLES CAUSES
1. P& D MALFUNCTION
2. FUEL NOZZLE MALFUNCTION
3. CRACKED AIR DUCT
4** ALL
26. OIL QUANTITY INCREASE.
1. INDICATOR DEFECTIVE
2. *FCOC
3. BEARING FAILURE
4 ALL
27. THE PRESSURE RAISING SHUT OFF VALVE 1+ PSOV IS
1. LOCATED UPSTREAM OF THE FUEL METERING OF VALVE
2. LOCATED DOWNSTREAM OF THE FUEL METERING VALVE TO MAINTAIN A MINIMUM 1+ PRESS RISE AT LOW FLOW
3. LOCATED DOWNSTREAM OF THE FUEL METERING VALVE TO MAINTAIN A MAX. PRESS RISE AT LOW FLOW.
28. AS THE AIRSPEED OF AIRCRAFT INC. THRUST IS
1. INC.
2. DEC.**
3. CONSTANT
29. FUEL AND OIL FIRE ARE CLASSIFIED AS.
1. CLASS A
CLASS B***
CLASS C
CLASS D
30. PURPOSE OF LAST CHANCE FILTER IS
1. *PREVENT DAMAGE TO OIL SPRAY JET PLIGGING
2. FILTER THE OIL IMMEDIATELY BEFORE GOING INTO BEARING
3. FILTER THE OIL IN THE TANK
31. IN HYDRAULIC GOVERNOR PROPELLER SYSTEM PROPELLER GOVERNOR OIL PRESS. AT
1. HIGH PITCH
2. LOW PITCH
3. NO CHANGE
32. T/R IN ___ ENGINE
1. BLOCKER DOORS IS USED FOR SECONDRY AIRFLOW
2. AS IN 1, TRANSLIATING STEAVE
3. AS IN 2. USE CASCADE VANES
4, **AS IN 3, CORE ENGINE PROVIDES FORWARD THRUST
33. ENGINE VIBRATE THROUGHOUT ALL RPM, BUT AMPLITUDE DECREASE WITH INC. SPEED CAUSE
1.*TURBINE DAMAGE
2 COMPRESSOR DAMAGE
3. FUEL MALFUNCTION
4. ALL
34. AUTO IGNITION SYSTEM
1. ENSURE INSTATANEOUS IGNITION IF AN ENGINE IS BEING TO LOSS POWER FROM INLET ICING OR IN DAMAGE OF FLAME OUT
2. AUTOMATIC CUTOFF THE STATOR AT DETERMINE RPM
3. LIGHT THE ENGINE
4. ALL
35, VARIABLE RELUCTANCE PROSE
1. PRESSURE
2. TEMPRATURE
3. SPEED**
36. WHICH IGNITER PLUG PROJECTION INSIDE THE CHAMBER
1. ANNULAR PLUG
2. SPARK PLUG
3. GLOW PLUG
4 CONSTRAINED PLUG.
37. STAGNATION DENSITY
1. INVERSALY PROPOTIONAL TO THRUST AT INLET
2. **DIRECTLY PROPOTIONAL TO THRUST AT INLET
3. INVERSELY PROPOTIONAL TO THRUST
4. PROPOTIONAL TO THRUST
38. WITH THE AIRPLANE IS NOT MOVING THE THRUST PRODUCED BY
1. NET THRUST
2. GROSS THRUST*
3, TOTAL THRUST
4. RAM THRUST
39. ANTI SURGE DEVICE
1. **DUFFUSER GUIDE VANE, IGV, SGV
2, ACCELARATION UNIT, IGV, SGV
3. DGV,ACCELERATION UNIT , IGV
40, HOT SPOT IN TAIL CONE ARE INDICATION OF
1. MALLFUNCTION OF COMBUSTION CHAMBER***
2. FAULTY IGNITER PLUG
3. HIGHT EGT
4. ALL
41. HOT SECTION OF ENGINE INDCLUDES
1. COMPRESSOR TURBINE EXHAUST
2, COMBUSTION DIFFUSER TURBINE
3. COMBUSTION TURBINE EXHAUST**
4. TURBINE EXHAUST DIFFUSER.
42. TRUE REGARDING A/C PROPULSION
1. AN ENGINE DRIVEN PROPELLER IMPART RELATIVELY SMALL AMOUNT OF ACCLERATION TO LARGE MASS OF AIR
2. TURBOJET ABT TURBOFAN ENGINE LARGE AMOUNT & ACCELERATION TO SMALL MASS & AIR
3. BOTH 1&2 **
43. IN COMPRESSOR INITIALLY INCREASE
1. VELOCITY
2. PRESSURE*
3. BOTH
44. THE ANNULAR AREA OF COMPRESSOR TO KEEP CONSERT VELOCITY
1. **DECREASE GRADUALLY FRONT TO RARE
2. INC. GRADUALLY FRONT TO RARE
3. DEC. GRADUALLY RARE TO FRONT
45. PROPERTY OF NGV MATERIAL
A. FATIGUE RESISTANCE
2. **HEAT RESISTANCE
3. CREEP RESISTANCE
4. CORROSION RESISTANCE
46. ENGINE HIGH RPM, EGT FUEL FLOW WHEN SET TO EXPECTED EI
1. EPR INDICATOR FAULTY**
2. TECHOMETER FAULTY
3. EGT INDICATOR FAULTY
4. FUEL FLOW FAULTY
47. ON TWIN SHAFT ENGINE FRONT BEARING USED
A. BALL
2. ROLLER
3. AS IN 1 + LOCATOR BEARING***
4. AS IN 2 & TAKES RADIAL LOAD
48. MTCS.
1. CENTRIFUGAL FORCE STRIKES ON THE HUB AND RADIAL STRESS TAKE
2. THRUST FORCE INC. IN FORWARD DIRECTION
3. TORQUE BENDING FORCE DEC. IN REARWARD DIRECTION
4 * ALL
49. IF OIL FOUND IN TAILPIPE INDICATES
1. SCAVANGE PUMP FAILURE
2. **AIR PRESSURISATION SEAL FAILURE
3. NEED BEARING SEAL REPLACE
50. Mg PARTICLE FOUND DURING INSPECTION IT INDICATE
ANS. GEARBOX
51. PROPELLER SYNCHRONIZATION IS
1. MOSTLY USED SINGLE ENGINE IS MULTIENGINE
2. CONTROLLING AND SYNCHRONIZING THE RPM OF THE ENGINE FOR MALFUNCTION A/C
3. IT ELIMINATES THE ERROR OF PROPELLER BALANCING
4. ALL
52. GTE indicator system requitements
1. ANTIFORMING QUALITY
2. HIGH VISCOSITY INDICATOR
3. CARRY HEAVY LOAD
4. ALL**
53. STARTER GENERATOR
1. A COMMOM AMATURE USED
2. TWO WINDINGS ARE USED
3. SERIES WINDING IS USED FRO HIGH STARTING TORQUE
4. ALL**
54. IGV
1. DECREASE ANGLE AT LOW SPEED
2. AIR STRIKES ON DESIRABLE ANGLE
3. BOTH
55. TAIL PIP IS A PART OF
1. AIRFRAME
2. ENGINE
3. BOTH
56. ENSURING TURBINE BLADES TO ENGINE CASE CLEARENCE ARE KEPT TO A MINIMUM BY CONTROLING CASE TEMPRATURE
1. EEC
2. FADEC
3. ACC
4. LUDT
57. THE AERODYNAMIC FROCE ACTING ON A ROTATING PROPELLER BLADE OPERATING AT A NORMAL PITCH ANGLE TENDS TO
1. REDUCE PITCH ANGLE
2. INC. PITCH ANGLE**
58. NTS
1. RING GEAR SENCE NTS
2. BLADE ANGLE DEC. AUTOMATICALY TO FEATHER
3. BOTH**
59. VAPOUR LOCK IS CAUSED DUE TO
1. LOWERING THE PRESSURE
2. HIGH FUEL TURBULENCE
3. EXCESSIVE TOTAL TURBULANCE
4. ALL**
60 DUPLEX TYPE BALL BEARING
1. INC. RADIAL LOAD CAPACITY
2. INC. RADIAL AND AXIAL LOAD CAPACITY**
3. TAKE MORE RADIAL LOAD WITH REDUCTION IN AXIAL DIRECTION
61. HIGH TENSHION IGNITION HARNESS TESTING IS DONE BY
1. A MIRCO-AMMETER*
2. VOLTMETER
3. BOTH
62. CAN TYPE BURNNER IF TROUBLE DEVELOPS IN ANY ONE & THE FUEL NOZZLE ( P & W/3-20)
1.TURBINE MAY DAMAGE
2. CRACKED EXHAUST DUCT
3. DISTROCTION IN NGV
63. MOST CRITICAL TEMP.
1. EXHAUST NOZZLE TEMP.
2. COMBUSTER TEMPT.
3. TIT
64. WHEN THE COMPRESSOR BLEED VALVE(TURNED OPEN) THE ENGINE OPERATES
1. HIGHER THAN NORMAL RPM
2. LOWER THAN NORMAL RPM**
3. DOES NOT AFFECT THE ENGINE RPM
65. SMALL CLEARENCE B/W IMPELLER & DIFFUSER CAUSE
1. THERMAL STRESS
2. VIBRATION**
3. EASY REMOVAL
66. WHICH STARTER HAVE HIGH TORQUE TO WEIGHT RATIO
1. STARTER GENERATOR
2. ELECTRIC STARTOR
3. AIR TURBINE STARTOR**
67. CAPACITOR TYPE FIRE DETECTION SYSTEM FIRE INDICATION DUE TO
1. INC. AIR GAP
2. DIELECTRIC PROPERTY**
3. TUBE SIZE VARY WITH TEMP.
68. FLATE RATED ENGINE MEANS
1. THRUST INC. DEVELOPED OVER INC. WIDE RANGE OF TEMP.
2. THRUST DEC. AS TEMPT. INC.
3. THRUST INC. AS TEMP. INC.
69. IN TURBOSHAFT ENGINE THE TORQUE METER DEPENDS UPON
1. PROPELLER FEED AND AIRSPEED
2. ALTITUDE
3. BOTH 1&2 CORRECT
70. DESIRABLE CHARACTERSTICS OF TURBINE BLADE MATERIAL
1. HEAT AND CORROSION RESISTANCE
2. FATIGUE RESISTANCE
3. CREEP
4. ALL***
71. IN HYDROMECHANICAL TORQUE METER WHEN OIL PRESSURE INC. THEN TORQUE INDICATE
1. DEC
2. INC. **
3. SAME
72. MTCS
1. NEOPRENE SEALS ARE USED IN OVER TEMP.**
2. CARBON SEALS ARE NOT USED IN HIGH PRESS.
3. LABYRITH SEAL ARE USED IN HIGH SPEED
4. ALL
73. WHEN ANTI-ICING IS ON THE INSTRUMENT WHICH SHOWS SYSTEM IN ON
1. TGT INCREASE
2 EPR FLUCTUATES
3. FLICKERING ANTI ICE
4 ALL **
74. MAX. TEMP. IN GTE IS AT
1. COMPRESSOR OUTLET.
2. TURBINE INLET
3. INSIDE COMBUSTER
4. EXHAUST NOZZLE
75. PURPOSE OF 3 DIMENSION CAM IN FUEL CANTERAL COMPUTER
1. HOLD THE TIT NEAR ITS ALLOWABLE LIMIT BY PROVIDING PREDETERMINED FUEL SCHEDULE
2. CREATE SURGE AND STALL
3. ALL
76. WHEN ENGINE SHUT DOWN. SIMPLESS NOZZLE IS
1. CHECK VALVE**
2. PRIANATY VALVE
3. STAGIG VALVE
77. FLOW OF HOT GAS ON IMPULSE TURBINE BLADE DIRECTION CHANGE
1. INC.
2. DEC.
3. SAME
78. 75% AIR PASS THROUGH COMPRESSOR USED TO
1. COOLING**
2. THRUST
3 COMBUSTION
79. IOL PRESSURE INDICATOR USUALLY INDICATES
1. ENGINE OIL PRESSURE
2. ENGINE OIL PUMP DISCHARGE
3. QUANTITY OF ENGINE OIL
4. ALL.
80. THERMOCOUPLE RESISTANCE HIGH
1. EGT INDICATOR ON A/C WILL GIVE LOW INDICATOR**
2. ENGINE WILL OPERATE ON EXCESS TEMP.
3. BOTH
81. NO READING ON A/C TECHOMETER BUT READING ON RMP CHECK THE TROUBLE
1 A BAD A/C TECHOMETER
2. OPEN PHASE THE A/C
3 GROUND PHASE
4 ALL
82. FUNCTION OF STRUTS AND VANE IN INTERNAL STRUCTURE OF GTE?
1. TRANSMIT LOAD FROM ROTOR SUPPORT STRUCTURE TO OUTER STRONG STRUCTURE OF ENGINE
2. MINIMIZE DISTRUPTION AND PRESS LOSS IN GAS PATH AND REDIRECT THE AIR GAS
3. PROVIDE LUBRICATION OIL TO BEATING CHAMBER
4. ALL**
83. POINTED GATED
1. NORMAL SHOCK WAVE
2. OBLIQUE SHOCK WAVE**
3. SUPERSONIC
84. WHEN PERMANANTLY DEFORMATION
1 CREEP
2 YIELD STRENGTH*
3 ELASTIC LIMIT
4 ULTIMATE TENSILE STRENGTH
85. CONTROLLING THE FUEL FLOW STEADY STATE THAT OPERATION AND LIMITING THE RATE OF ACCELERATION AND DEACCELERATION
1. Tt2
2. N1 & N2
3. BURNER PRESSURE, Pb
( THROTTLE POSITION, N2 COMPRESSOR SPEED. Pb burner pressure)
86. ADJUSTING THE FUEL CONTROL.
1. RIGGING
SCHEDULING
3 TRIMMING**
4 ALL
87. MTCS
A. FADEC CONTROLES HYDROMECHANICAL CONTROL**
B. THRUST SETTING PARAMETERS TO FADEC ENGINE N2
C. NOT CONTROL FADEC HYDROMECHANICAL CONTROL
4. ALL
88. REMOVING THE DAMAGE WITH FILE FILE
A BURNSHINING*
B BRINELLING(FALSE)
89TURBOSHAFT HYDRAULIC TYPE TORQUE METER USED IF INLET OIL TEMP. INCREASE THEN
1 INC.
2 DEC.
3 SAME.
90. FUNCTION OF BREATHER ON ACCESSORY GEARBOX.
1 EXPELLING AIR TRAPPED IN GEARBOX
2 TO EXHAUST AIR LEAKAGE THROUGH ALL LUBRICATION SEAL IN BEARING CHAMBER AND RETAIN THE ENTRED OIL
3 BREATHING THE AIR FROM ATMOSPHERE AND PREVENT TO VACUM CREATION IN GEARBOX
4 ALL **
91 TRUE REGARDING JET ENGINE HAS
A LARGE MASS, SMALL CHANGE IN VELOCITY
B . SMALL MASS LARGE CHANGE IN VELOCITY.**
92. PROPELLER BLADES CONTROLLED BY HYDRAULIC SERVO INC. OIL PRESS. IN THE SERVO
1. LOW PITCH.**
2. HIGH PITCH
3. SAME.
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