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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 Heartful Thanks to MR. Sanjay Pradhan for sharing this document with us. You can also share such papers with us at [email protected] or [email protected] JET ENGINE [OCT.2015] 01] PROPERTIES OF GTE LUBRICATING OILA) LOW VISCOCITY. B) LOW POUR POINT. C) HIGH VISCOCITY INDEX. D) ALL. 02] ON SOME TURBINE ENGINES OIL MAY ALSO BE USEDA) TO OPERATE SERVO MECHANISM OF SOME FUEL CONTROLS TO ACTUATE STATORS. B) TO OPERATE THE THRUST REVERSALS. C) TO CONTROL THE POSITION OF VARIABLE AREA EXHAUST NOZZLE VANES. D) ALL. 03] IN GTE LUBRICATING OIL TEMP INDICATING SYSTEM, LOCATION OF TEMP SENSING PROBE IN SYSTEMA) OUTLET OF PRESSURE PUMP. B) INLET OF OIL PUMP. C) COMBINED SCAVANGE. 04] MODERN GAS TURBINE ENGINE THRUST REVERSALSA) CAN BE USED DURING EMERGENCY DESCENT. B) SLOWING THE AIR-SPEED & INCREASING THE RATE OF SINK DURING DESCENT. C) THROTTLE BELOW IDLE POSITION, CAUSE ENG TO ACCELERATE IN CONTROLLABLE AMOUNTS UPTO FULL RPM. D) ALL 05] IN COCKPIT EICAS DISPLAYSA) WARNINGS. B) SECONDARY DISPLAY. C) CAUTION. D) ALL. 06] GTE CAN BE CLASSIFIED ACCORDING TO THEA) COMPRESSOR. B) PATH OF AIR-INTAKE THROUGH ENGINE.
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C) THE WAY POWER PRODUCED OR EXTRACTED. D) ALL. 07] WHAT IS MEANT BY SHROUDED TURBINEA) TURBINE BLADES ARE SHAPED SO THAT THEIR BAND FORMS A SHAPE OR SHROUD. B) TURBINE WHEEL ENCLOSED BY PROTECTIVE SHROUD. C) TURBINE WHEEL HAS SHROUD, WHISH PROVIED COOLING TO TURBINE BLADES. D) ALL. 08] WHEN MAXIMUM START OUTPUT POWER IS BEING USED CONJUNCTION WITH PNEMATIC SYSTEMA) PNEMATIC LOADING WILL BE AUTOMATICALLY MODULATED TO MAINTAIN SAFE EGT. 09] SOLUTION TO CORRECT FRONT END, LOW SPEED, HIGH TEMPERATURE & STALL CONDITIONA) DERATE AOA ON FRONT STAGES. B) BLEED VALVE INTO MIDDLE AREA OF COMPRESSOR. C) TWO SPOOL ROTOR. D) ALL. 10] COMBUSTION CHAMBER REQUIRES – A) HIGH COMBUSTION EFFECT. B) LOW PRESSURE LOSS. C) LOW CARBON FORMATION & LOW SMOKE. D) ALL. 11] OPERATING VARIABLES EFFECT BURNER PERFORMANCEA) INLET PRESSURE & TEMPERATURE. B) AMBIENT PRESSURE & INLET TEMPERATURE. C) AS IN [A] + FUEL VELOCITY. D) AS IN [B] + FUEL/AIR RATIO. 12] AFTER LIGHT OFF HAS OCCURRED, THE RPM DOES NOT INCREASE THAT OF IDLE RPM BUT REMAINED SOME LOWER VALUEA) HUNG START. B) HOT START. 13] FCU MAINTAINED _ _ _ _ _ AT CONSTANT & _ _ _ _ _ AT VARIABLE, DUE TO AMBIENT CONDITIONA) RPM, TIT. B) TIT, RPM. C) TIT, THRUST. 14] PURPOSE OF BLADE CUFFA) INCREASE THE FLOW OF COOLING AIR TO ENGINE NACELLE.
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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 B) INCREASE THRUST. 15] WHICH IS THE MOST IMPORTANT IN STRUCTURAL DESIGN OF AIRCRAFTA) COMPRESSIBILITY EFFECT. B) THERMAL BARRIER. C) SONIC BARRIER. 16] HIGH TENSION IGNITION LEAD TESTED BYA) MICROMETER. B) DYNAMOMETER. C) AMMETER. 17] IGNITION EXICTER UNIT CONVERTSA) 28V DC INTO 115V AC. B) 28V DC INTO HIGH VOLTAGE. C) 115V AC INTO HIGH VOLTAGE D) [B] + [C] 18] WHAT IS PART THROTTLE SETTINGA) RATED THRUST OBTAINED BELOW RATED THROTTLE SETTING. 19] BELL-MOUTH INLET DUCTA) FUNNEL SHAPED. B) LITTLE AIR RESISTANCE. C) DUCT LOSS ZERO. D) ATA. 20] CHARACTERISTICS OF LUBRICATING OILA) HIGH VISCOCITY INDEX. B) LOW POUR POINT. C) LOW LACQUER AND COKE DEPOSIT. D) ATA. 21] ADVANTAGES OF TURBOJET ENGINEA) LOW TAKE-OFF ROLL. B) LOW WEIGHT. C) HIGH RAM EFFICIENCY. 22] HOW TO PREVENT COMPRESSOR STALLA) INTRODUCE A BLEED VALVE. B) DIVIDE COMPRESSOR INTO TWO SECTION [TWO SPOOL ROTOR]. C) VARIABLE GUIDE VANE. D) ATA. 23] MODERN TURBINE ENGINE, PARAMETERS USED FOR THRUSTA) FAN SPEED. B) IEPR. C) EPR. D) BOTH [A] & [B] 24] WHICH OF FOLLOWING FACTORS AFFECT THERMAL EFFICIENCY OF ENGINEi] TURBINE INLET TEMP.
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ii] COMPRESSION RATIO. iii] SPEED OF AIRCRAFT. iv] TURBINE & COMPRESSOR EFFICIENCY. v] AMBIENT TEMP. A) [iii], [iv] & [v]. B) [i], [ii] & [iv]. C) [i], [ii] & [v]. 25] IN A SUPERVISORY EEC SYSTEM, ANY FAULT IN EEC THAT ADVERSLY AFFECT THE ENGINE OPERATIONA) CAUSE REDUNDANT OR BACKUP UNITS TO TAKE OVER AND CONTINUE NORMAL OPERATION. B) USUALLY DEGRADES THE PERFORMANCE TO THE EXTENT THAT CONTINUED OPERATION CAN CAUSE DAMAGE TO ENGINE. C) CAUSE AN IMMEDIATE REVERSION TO CONTROL BY HYDRO-MECHANICAL FUEL CONTROL UNIT. 26] WHICH TYPE OF SEALS ARE REUSEDA) CARBON/RUBBING SEALS. B) METAL SEALS. C) RUBBER SEALS. 27] DISTANCE OF PROPELLER ELEMENT SHOULD ADVANCE IN ONE REVOLUTION ISA) GEOMETRIC PITCH. B) EFFECTIVE PITCH. C) ZERO PITCH. 28] THE POWER SECTION OF GTEA) COMPRESSOR. B) REDUCTION GEAR BOX. C) TORQUE MOTOR ASSEMBLY. 29] RADIO-ACTIVE IRIDIUM PILL 192 PLACED IN CETRE OF THE ENGINE WITH FILM WRAPPED AROUND CASING TO CHECKA) COMBUSTION CHAMBER FOR BOWING. B) NOZZLE VANES FOR BOWING. C) COMPRESSOR BLADES FOR GALLING. D) ALL. 30] ENGINE SYSTEMS FLUSHED WITH PRESERVATIVESA) OIL SYS. B) FUEL SYS. C) BOTH. 31] A GOOD SUB-SONIC DUCT HASA) HIGH RAM RECOVERY POINT. B) LOW RAM RECOVERY POINT. 32] TYPE OF IGNITER PLUG PROTRUDED INTO COMBUSTION CHAMBERA) ANNULAR GAP.
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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 B) CONSTRAINED GAP. C) BOTH. 33] THE VELOCITY OF AIR COMING INTO THE ENGINE DUE TO THE VELOCITY OF AEROPLANE IS DISGARDEDA) GROSS THRUST. B) NET THRUST. C) RAM THRUST. D) ALL. 34] IN GTE, WHICH IS NOT ACCEPTABLEA) CRACKS. B) NICKS. C) DENTS. D) ALL. 35] FEATHERING OF PROPELLER IS INITIATED BYA) FEATHERING PUSH BUTTON. B) EMERGENCY SHUT OFF LEVER. C) AUTO FEATHERING SYS. D) ALL 36] TURBINE ENGINE IN LOW SFC, LONG RANGE, LOW SPECIFIC WEIGHT WITH RESPECT TOA) TURBO-JET. B) TURBO-PROP. C) HIGH BY-PASS. D) [A] & [B]. 37] IN AXIAL FLOW, COMPRESSOR TIP SPEED IS LIMITED TO 0.85 IS PROVIDED BYA) CONSTANT INSIDE & CONSTANT OUSIDE DIAMETER COMPRESSOR. B) CONSTANT INSIDE DIAMETER. C) CONSTANT OUTSIDE DIAMETER. 38] THE OIL PRESSURE INDICATOR USUALLY SHOWSA) ENGINE OIL PRESSURE. B) ENGINE OIL PUMP DISCHARGE PRESSURE. C) QUANTITY OF ENGINE OIL. D) ALL. 39] THE PURPOSE OF 3D CAM IN FUEL CONTROL COMPUTERS ISA) TO HOLD THE TIT NEAR ITS ALLOWABLE LIMIT BY PROVIDING A PREDETERMINED FUEL SCHEDULE. B) TO PREVENT COMPRESSOR SURGE. C) TO PREVENT COMPRESSOR STALL. D) ALL. 40] MTCSA) FADEC CONTROLS HMU. B) FADEC DOESN’T CONTROL HMU.
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C) THE THRUST SETTING PARAMETERS FOR FADEC ENGINE IS #N2 D) ALL. 41] WHICH OPERATIONAL FORCES CAUSE THE GREATEST STRESS ON PROPELLERSA) AERODYNAMIC TWISTING FORCE. B) CENTRIFUGAL FORCE. C) THRUST BENDING FORCE. 42] UNIVERSAL PROPELLER PROTECTOR IS USED FORA) BLADE ANGLE. B) BLADE ALLEIGNMENT. C) BOTH 43] NON-DESIGN FACTOR, WHICH AFFECTS THRUSTA) SPEED OF AIRCRAFT. B) RPM. C) INLET SHAPE. 44] PROPELLER PITCH ANGLE IS CHANGED BYA) ENGINE OIL. B) HYRAULIC OIL. C) BOTH. 45] THE EFFICIENT CONVERTION OF THE KINETIC ENERGY TO PROPULSIVE WORKA) PROPULSIVE EFFICIENCY. B) THERMAL EFFICIENCY. C) OVERAUL EFFICIENCY. 46] FACTORS THAT AFFECTS THE OVERAUL EFFICIENCY OF ENGINEA) COMPONENT EFFICIENY. B) TYPE OF FUEL USED. C) ENGINE OPERATING FACTORS. D) ALL. 47] THE ABILITY OF DUCT TO CONVERT KINETIC OR DYNAMIC PRESSURE ENERGY AT THE INLET OF THE DUCT INTO STATIC PRESSURE ENERGY AT THE INLET OF THE COMPRESSOR IS KNOWN ASA) DUCT PRESSURE EFFICIENCY RATIO. B) RAM RECOVERY EFFICIENCY. C) BOTH. 48] WHICH SHOULDN’T BE OPEN BEFORE TURNING ON THE STARTER & IGNITION SWITCHESA) FUEL VALVE. B) FUEL SHUT OFF SWITCH. C) FUEL BOOST PUMP. D) ALL. 49] SUDDEN THROTTLE MOVEMENT SHOUND BE AVOIDED, BECAUSE-
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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 A) PREVENT CRACKING AT MIDDLE OF TURBINE BLADE. B) PREVENT CRACKING AT LEADING EDGE OF TURBINE BLADE. C) PREVENT CRACKING AT TRAILING EDGE OF TURBINE BLADE. D) BOTH [B] & [C]. 50] ENGINE HAS HIGH EXHAUST GAS TEMPERATURE AT TARGET ENGINE PRESSURE RATIO FOR TAKEOFFA) ENGINE OUT OF TRIM. B) HOT START. C) FCU MALFUNCTION. 51] JET_CAL ANALYZER MAY BE USED TOA) CHECK THE AIRCRAFT EGT SYS FOR ERROR, WITHOUT RUNNING THE ENGINE. B) CHECK INDIVIDUAL THERMO COUPLES BEFORE PLACEMENT IN PARALLEL HAMESS. C) CHECK RESISTANCE OF EGT CIRCUIT. D) ALL. 52] AUTO FEATHERING IS GENERALLY USEDA) TAKE-OFF. B) LANDING. C) BY USING THE SERIES OF POSITIVE TORQUE SENSING SWITCH. D) ALL. 53] IGNITER PLUG NEED NOT PROJECT INTO LINERA) ANNULAR GAP. B) CONSTRAINED GAP. C) SELF IONISING. 54] THE FIRE DETECTION SYSTEM, THAT USES TWO WIRES IMBEDED IN THE CERAMIC CORE WITHIN THE TUBEA) FENWALL. B) KIDDLE. C) THERMAL. 55] PURPOSE OF PROPELLER ANTI-ICING_ A) REMOVING OF ICE, BEING FORMED ON PROPELLER. B) PREVENT OF ICE, BEING FORMED ON PROPELLER. 56] SELF IONIZING OR SHUNTED GAP TYPE IS RETARDED ASA) EXCITER UNIT. B) HIGH TENSION LEAD. C) IGNITER PLUG. 57] MOST COMMONLY USED TYPE OF ELECTRONICALLY OPERATED OIL TEMPERATURE GAUGEA) THERMOCOUPLE TYPE.
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B) WHITE STONE OR RATIO METER. 58] WATER INJECTION IS USEDA) HIGH ENGINE POWER. B) LOW ENGINE POWER. C) TAKE OFF ONLY. D) ALL. 59] POWER UNIT FAILS TO TURN ON, DURING START ATTEMPTEDA) NO AIR TO STARTER. B) LOW VOLTAGE. C) LOW CURRENT. D) PROPELLER BLADE LOCKED. 60] FUNCTION OF NGVA) TO INCREASE THE EXHAUST VELOCITY. B) TO INCREASE THE EXHAUST GAS PRESSURE. C) TO MAINTAIN THE CONSTANT PRESSURE. D) ALL. 61] LOCATION OF FLYWEIGHTS IN GOVERNERA) GOVERNER OUTSIDE & UPWARD POSITION. B) GOVERNER INSIDE & UPWARD POSITION. C) GOVERNER OUTSIDE & INWARD POSITION. D) ALL. 62] SWIRL TYPE FUEL NOZZLE ARE USUALLY USED TOA) PROVIDE RAPID BURNING. B) HANDLE LARGE QUANTITY OF FUEL. C) HANDLE LARGE QUANTITY OF AIR. D) ALL. 63] AT CONSTANT THROTTLE SETTING, THRUST IS AFFECTED BYA) DECREASE AS TEMPERATURE INCREASE. B) DECREASE AS TEMPERATURE DECREASE. C) INCREASE AS PRESSURE INCREASE. D) [A] & [B]. 64] MOSTLY USED THRUST REVERSALS IN TURBINE ENGINEA) PRE-EXIT TYPE. B) CASCADE BLOCKER. C) AERODYNAMIC & MECHANICAL BLOCKAGE. D) ALL. 65] THE EXHAUST SECTION OF TURBINE IS DESIGNED TOA) IMPART A HIGH EXIT VELOCITY TO EXHAUST GASES. B) INCREASE TEMP, THEREFORE INCREASE IN VELOCITY. C) DECREASE TEMP, THEREFORE DECREASE IN PRESSURE.
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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 66] DOUBLE ENTRY CENTRIFUGAL COMPRESSORA) COMPRESSOR THAT HAS TWO INTAKES. B) TWO STAGES COMPRESSOR INDEPENDENTLY CONNECTED TO THE MAIN SHAFT. C) A COMPRESSOR WITH VANES ON BOTH SIDE OF IMPELLER. 67] THE CENTRIFUGAL TWISTING MOMENT OF AN OPERATING PROPELLER TENDS TOA) INCREASE THE PITCH ANGLE. B) REDUCE THE PITCH ANGLE. C) BEND THE BLADES IN THE DIRECTION OF ROTATION. 68] THE PRIMARY PURPOSE OF A CUFF ON A PROPELLER IS TOA) DISTRIBUTE ANTI-ICING FLUID. B) STRENGTHEN THE PROPELLER. C) INCREASE THE FLOW OF COOLING AIR TO THE ENGINE NACELLE. 69] FIGURE INDICATEA) SUBSONIC DUCT. B) TRANSONIC DUCT. C) SUPERSONIC DUCT. D) RAMP OR WEDGE TYPE. 70] IN GTE, WHEN STARTER SWITCH OF THE STARTER GENERATOR IS ENERGIZED AND THE ENGINE FAILS TO ROTATE. PROBABLE CAUSE WOULD BEA) POWER LEVER SWITCH IS DEFECTIVE. B) UNDER-CURRENT SOLENOID CONTACTS ARE DEFECTIVE. C) STARTER RELAY IS DEFECTIVE. 71] CENTRIFUGAL COMPRESSORA) MORE EFFICIENT. B) HIGH PRESSURE RISE PER STAGE. C) SIMPLICITY. D) ATA. 72] STARTER WHICH CONSIST OF IN-BUILD OIL SUMPA) ELECTRIC STARTER. B) AIR TURBINE STARTER. C) STARTER GENERATOR. 73] OPERATING THRUST REVERSAL AT LOW GROUND SPEED CAN CAUSEA) SAND/FOD INGESTION. B) HOT GAS REINGESTION. C) COMPRESSOR STALL. D) ATA
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74] A TRANSFER OF METAL FROM ONE SURFACE TO ANOTHER SURFACE, SEVERE CONDITION OF CHAFFING OR FRETTING OCCURS IS CALLEDA) SERORING. B) BRINELLING. C) GALLING. 75] WHAT ARE THE ENGINE PARAMETERS ARE TO BE MONITORED TO DETERMINE THE AERODYNAMIC PERFORMANCE OF THE ENGINEA) EPR, FUEL FLOW, VIBRATION AMPLITUDE, OIL CONSUMPTION. B) EPR, FUEL FLOW, EGT, OIL CONSUMPTION. C) EPR, FUEL FLOW, EGT, THROTTLE POSITION, RPM. D) EGT, FUEL FLOW, VIBRATION AMPLITUDE, THROTTLE POSITION. 76] INPUT OF FADECA) AIRCRAFT MAIN ELECTRICAL SYSTEM. B) AIRCRAFT 96 VOLT ELECTRICAL SYSTEM. C) AIRCRAFT ENGINE DRIVEN GENERATOR. 77] THE HUB ASSEMBLY OF PROPELLER CONSIST OFA) BLADE ASSEMBLY. B) SPIDER. C) BARREL ASSEMBLY. D) ATA. 78] HUNG START OCCURSA) RICH AIR/FUEL MIXTURE. B) INSUFFICIENT POWER TO THE STARTER. C) [A] & [B] 79] WHEN CDP SENSOR FAILS DURING CRUISE IN HIGH POWER CONDITION, ENGINE WILLA) SURGE. B) FLAME-OUT C) DE-ACCELERATE THE IDLE RPM. 80] VALVE USED TO SET FLOW AND ENGINE FLOWA) TWO WAY CHECK VALVE. B) SHUTTLE VALVE. C) PRIORITY VALVE. D) SEQUENCE VALVE. 81] THE GENERAL PATTERN TO BE EXPECTED IN FAILURES AFFECTING ONLY THE LPTA) N1 MARKED SHIFT. B) N2 INCREASE. C) EGT & FUEL FLOW INCREASE. D) ATA. 82] ADVANTAGES OF TURBOPROPA) LOW TSFC. B) HIGH TSFC.
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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 83] LOCATION OF IGNITER PLUG IN COMBUSTION CHAMBERA) DIAMETERICALLY OPPOSITE IN COMBUSTION LINER. B) DIAMETERICALLY OPPOSITE IN BOTTOM OF COMBUSTION CHAMBER. C) DIAMETERICALLY OPPOSITE IN TOP OF COMBUSTION CHAMBER.
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C) THE WAY POWER PRODUCED OR EXTRACTED. D) ALL. 07] WHAT IS MEANT BY SHROUDED TURBINEA) TURBINE BLADES ARE SHAPED SO THAT THEIR BAND FORMS A SHAPE OR SHROUD. B) TURBINE WHEEL ENCLOSED BY PROTECTIVE SHROUD. C) TURBINE WHEEL HAS SHROUD, WHISH PROVIED COOLING TO TURBINE BLADES. D) ALL. 08] WHEN MAXIMUM START OUTPUT POWER IS BEING USED CONJUNCTION WITH PNEMATIC SYSTEMA) PNEMATIC LOADING WILL BE AUTOMATICALLY MODULATED TO MAINTAIN SAFE EGT. 09] SOLUTION TO CORRECT FRONT END, LOW SPEED, HIGH TEMPERATURE & STALL CONDITIONA) DERATE AOA ON FRONT STAGES. B) BLEED VALVE INTO MIDDLE AREA OF COMPRESSOR. C) TWO SPOOL ROTOR. D) ALL. 10] COMBUSTION CHAMBER REQUIRES – A) HIGH COMBUSTION EFFECT. B) LOW PRESSURE LOSS. C) LOW CARBON FORMATION & LOW SMOKE. D) ALL. 11] OPERATING VARIABLES EFFECT BURNER PERFORMANCEA) INLET PRESSURE & TEMPERATURE. B) AMBIENT PRESSURE & INLET TEMPERATURE. C) AS IN [A] + FUEL VELOCITY. D) AS IN [B] + FUEL/AIR RATIO. 12] AFTER LIGHT OFF HAS OCCURRED, THE RPM DOES NOT INCREASE THAT OF IDLE RPM BUT REMAINED SOME LOWER VALUEA) HUNG START. B) HOT START. 13] FCU MAINTAINED _ _ _ _ _ AT CONSTANT & _ _ _ _ _ AT VARIABLE, DUE TO AMBIENT CONDITIONA) RPM, TIT. B) TIT, RPM. C) TIT, THRUST. 14] PURPOSE OF BLADE CUFFA) INCREASE THE FLOW OF COOLING AIR TO ENGINE NACELLE.
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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 B) INCREASE THRUST. 15] WHICH IS THE MOST IMPORTANT IN STRUCTURAL DESIGN OF AIRCRAFTA) COMPRESSIBILITY EFFECT. B) THERMAL BARRIER. C) SONIC BARRIER. 16] HIGH TENSION IGNITION LEAD TESTED BYA) MICROMETER. B) DYNAMOMETER. C) AMMETER. 17] IGNITION EXICTER UNIT CONVERTSA) 28V DC INTO 115V AC. B) 28V DC INTO HIGH VOLTAGE. C) 115V AC INTO HIGH VOLTAGE D) [B] + [C] 18] WHAT IS PART THROTTLE SETTINGA) RATED THRUST OBTAINED BELOW RATED THROTTLE SETTING. 19] BELL-MOUTH INLET DUCTA) FUNNEL SHAPED. B) LITTLE AIR RESISTANCE. C) DUCT LOSS ZERO. D) ATA. 20] CHARACTERISTICS OF LUBRICATING OILA) HIGH VISCOCITY INDEX. B) LOW POUR POINT. C) LOW LACQUER AND COKE DEPOSIT. D) ATA. 21] ADVANTAGES OF TURBOJET ENGINEA) LOW TAKE-OFF ROLL. B) LOW WEIGHT. C) HIGH RAM EFFICIENCY. 22] HOW TO PREVENT COMPRESSOR STALLA) INTRODUCE A BLEED VALVE. B) DIVIDE COMPRESSOR INTO TWO SECTION [TWO SPOOL ROTOR]. C) VARIABLE GUIDE VANE. D) ATA. 23] MODERN TURBINE ENGINE, PARAMETERS USED FOR THRUSTA) FAN SPEED. B) IEPR. C) EPR. D) BOTH [A] & [B] 24] WHICH OF FOLLOWING FACTORS AFFECT THERMAL EFFICIENCY OF ENGINEi] TURBINE INLET TEMP.
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ii] COMPRESSION RATIO. iii] SPEED OF AIRCRAFT. iv] TURBINE & COMPRESSOR EFFICIENCY. v] AMBIENT TEMP. A) [iii], [iv] & [v]. B) [i], [ii] & [iv]. C) [i], [ii] & [v]. 25] IN A SUPERVISORY EEC SYSTEM, ANY FAULT IN EEC THAT ADVERSLY AFFECT THE ENGINE OPERATIONA) CAUSE REDUNDANT OR BACKUP UNITS TO TAKE OVER AND CONTINUE NORMAL OPERATION. B) USUALLY DEGRADES THE PERFORMANCE TO THE EXTENT THAT CONTINUED OPERATION CAN CAUSE DAMAGE TO ENGINE. C) CAUSE AN IMMEDIATE REVERSION TO CONTROL BY HYDRO-MECHANICAL FUEL CONTROL UNIT. 26] WHICH TYPE OF SEALS ARE REUSEDA) CARBON/RUBBING SEALS. B) METAL SEALS. C) RUBBER SEALS. 27] DISTANCE OF PROPELLER ELEMENT SHOULD ADVANCE IN ONE REVOLUTION ISA) GEOMETRIC PITCH. B) EFFECTIVE PITCH. C) ZERO PITCH. 28] THE POWER SECTION OF GTEA) COMPRESSOR. B) REDUCTION GEAR BOX. C) TORQUE MOTOR ASSEMBLY. 29] RADIO-ACTIVE IRIDIUM PILL 192 PLACED IN CETRE OF THE ENGINE WITH FILM WRAPPED AROUND CASING TO CHECKA) COMBUSTION CHAMBER FOR BOWING. B) NOZZLE VANES FOR BOWING. C) COMPRESSOR BLADES FOR GALLING. D) ALL. 30] ENGINE SYSTEMS FLUSHED WITH PRESERVATIVESA) OIL SYS. B) FUEL SYS. C) BOTH. 31] A GOOD SUB-SONIC DUCT HASA) HIGH RAM RECOVERY POINT. B) LOW RAM RECOVERY POINT. 32] TYPE OF IGNITER PLUG PROTRUDED INTO COMBUSTION CHAMBERA) ANNULAR GAP.
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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 B) CONSTRAINED GAP. C) BOTH. 33] THE VELOCITY OF AIR COMING INTO THE ENGINE DUE TO THE VELOCITY OF AEROPLANE IS DISGARDEDA) GROSS THRUST. B) NET THRUST. C) RAM THRUST. D) ALL. 34] IN GTE, WHICH IS NOT ACCEPTABLEA) CRACKS. B) NICKS. C) DENTS. D) ALL. 35] FEATHERING OF PROPELLER IS INITIATED BYA) FEATHERING PUSH BUTTON. B) EMERGENCY SHUT OFF LEVER. C) AUTO FEATHERING SYS. D) ALL 36] TURBINE ENGINE IN LOW SFC, LONG RANGE, LOW SPECIFIC WEIGHT WITH RESPECT TOA) TURBO-JET. B) TURBO-PROP. C) HIGH BY-PASS. D) [A] & [B]. 37] IN AXIAL FLOW, COMPRESSOR TIP SPEED IS LIMITED TO 0.85 IS PROVIDED BYA) CONSTANT INSIDE & CONSTANT OUSIDE DIAMETER COMPRESSOR. B) CONSTANT INSIDE DIAMETER. C) CONSTANT OUTSIDE DIAMETER. 38] THE OIL PRESSURE INDICATOR USUALLY SHOWSA) ENGINE OIL PRESSURE. B) ENGINE OIL PUMP DISCHARGE PRESSURE. C) QUANTITY OF ENGINE OIL. D) ALL. 39] THE PURPOSE OF 3D CAM IN FUEL CONTROL COMPUTERS ISA) TO HOLD THE TIT NEAR ITS ALLOWABLE LIMIT BY PROVIDING A PREDETERMINED FUEL SCHEDULE. B) TO PREVENT COMPRESSOR SURGE. C) TO PREVENT COMPRESSOR STALL. D) ALL. 40] MTCSA) FADEC CONTROLS HMU. B) FADEC DOESN’T CONTROL HMU.
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C) THE THRUST SETTING PARAMETERS FOR FADEC ENGINE IS #N2 D) ALL. 41] WHICH OPERATIONAL FORCES CAUSE THE GREATEST STRESS ON PROPELLERSA) AERODYNAMIC TWISTING FORCE. B) CENTRIFUGAL FORCE. C) THRUST BENDING FORCE. 42] UNIVERSAL PROPELLER PROTECTOR IS USED FORA) BLADE ANGLE. B) BLADE ALLEIGNMENT. C) BOTH 43] NON-DESIGN FACTOR, WHICH AFFECTS THRUSTA) SPEED OF AIRCRAFT. B) RPM. C) INLET SHAPE. 44] PROPELLER PITCH ANGLE IS CHANGED BYA) ENGINE OIL. B) HYRAULIC OIL. C) BOTH. 45] THE EFFICIENT CONVERTION OF THE KINETIC ENERGY TO PROPULSIVE WORKA) PROPULSIVE EFFICIENCY. B) THERMAL EFFICIENCY. C) OVERAUL EFFICIENCY. 46] FACTORS THAT AFFECTS THE OVERAUL EFFICIENCY OF ENGINEA) COMPONENT EFFICIENY. B) TYPE OF FUEL USED. C) ENGINE OPERATING FACTORS. D) ALL. 47] THE ABILITY OF DUCT TO CONVERT KINETIC OR DYNAMIC PRESSURE ENERGY AT THE INLET OF THE DUCT INTO STATIC PRESSURE ENERGY AT THE INLET OF THE COMPRESSOR IS KNOWN ASA) DUCT PRESSURE EFFICIENCY RATIO. B) RAM RECOVERY EFFICIENCY. C) BOTH. 48] WHICH SHOULDN’T BE OPEN BEFORE TURNING ON THE STARTER & IGNITION SWITCHESA) FUEL VALVE. B) FUEL SHUT OFF SWITCH. C) FUEL BOOST PUMP. D) ALL. 49] SUDDEN THROTTLE MOVEMENT SHOUND BE AVOIDED, BECAUSE-
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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 A) PREVENT CRACKING AT MIDDLE OF TURBINE BLADE. B) PREVENT CRACKING AT LEADING EDGE OF TURBINE BLADE. C) PREVENT CRACKING AT TRAILING EDGE OF TURBINE BLADE. D) BOTH [B] & [C]. 50] ENGINE HAS HIGH EXHAUST GAS TEMPERATURE AT TARGET ENGINE PRESSURE RATIO FOR TAKEOFFA) ENGINE OUT OF TRIM. B) HOT START. C) FCU MALFUNCTION. 51] JET_CAL ANALYZER MAY BE USED TOA) CHECK THE AIRCRAFT EGT SYS FOR ERROR, WITHOUT RUNNING THE ENGINE. B) CHECK INDIVIDUAL THERMO COUPLES BEFORE PLACEMENT IN PARALLEL HAMESS. C) CHECK RESISTANCE OF EGT CIRCUIT. D) ALL. 52] AUTO FEATHERING IS GENERALLY USEDA) TAKE-OFF. B) LANDING. C) BY USING THE SERIES OF POSITIVE TORQUE SENSING SWITCH. D) ALL. 53] IGNITER PLUG NEED NOT PROJECT INTO LINERA) ANNULAR GAP. B) CONSTRAINED GAP. C) SELF IONISING. 54] THE FIRE DETECTION SYSTEM, THAT USES TWO WIRES IMBEDED IN THE CERAMIC CORE WITHIN THE TUBEA) FENWALL. B) KIDDLE. C) THERMAL. 55] PURPOSE OF PROPELLER ANTI-ICING_ A) REMOVING OF ICE, BEING FORMED ON PROPELLER. B) PREVENT OF ICE, BEING FORMED ON PROPELLER. 56] SELF IONIZING OR SHUNTED GAP TYPE IS RETARDED ASA) EXCITER UNIT. B) HIGH TENSION LEAD. C) IGNITER PLUG. 57] MOST COMMONLY USED TYPE OF ELECTRONICALLY OPERATED OIL TEMPERATURE GAUGEA) THERMOCOUPLE TYPE.
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B) WHITE STONE OR RATIO METER. 58] WATER INJECTION IS USEDA) HIGH ENGINE POWER. B) LOW ENGINE POWER. C) TAKE OFF ONLY. D) ALL. 59] POWER UNIT FAILS TO TURN ON, DURING START ATTEMPTEDA) NO AIR TO STARTER. B) LOW VOLTAGE. C) LOW CURRENT. D) PROPELLER BLADE LOCKED. 60] FUNCTION OF NGVA) TO INCREASE THE EXHAUST VELOCITY. B) TO INCREASE THE EXHAUST GAS PRESSURE. C) TO MAINTAIN THE CONSTANT PRESSURE. D) ALL. 61] LOCATION OF FLYWEIGHTS IN GOVERNERA) GOVERNER OUTSIDE & UPWARD POSITION. B) GOVERNER INSIDE & UPWARD POSITION. C) GOVERNER OUTSIDE & INWARD POSITION. D) ALL. 62] SWIRL TYPE FUEL NOZZLE ARE USUALLY USED TOA) PROVIDE RAPID BURNING. B) HANDLE LARGE QUANTITY OF FUEL. C) HANDLE LARGE QUANTITY OF AIR. D) ALL. 63] AT CONSTANT THROTTLE SETTING, THRUST IS AFFECTED BYA) DECREASE AS TEMPERATURE INCREASE. B) DECREASE AS TEMPERATURE DECREASE. C) INCREASE AS PRESSURE INCREASE. D) [A] & [B]. 64] MOSTLY USED THRUST REVERSALS IN TURBINE ENGINEA) PRE-EXIT TYPE. B) CASCADE BLOCKER. C) AERODYNAMIC & MECHANICAL BLOCKAGE. D) ALL. 65] THE EXHAUST SECTION OF TURBINE IS DESIGNED TOA) IMPART A HIGH EXIT VELOCITY TO EXHAUST GASES. B) INCREASE TEMP, THEREFORE INCREASE IN VELOCITY. C) DECREASE TEMP, THEREFORE DECREASE IN PRESSURE.
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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 66] DOUBLE ENTRY CENTRIFUGAL COMPRESSORA) COMPRESSOR THAT HAS TWO INTAKES. B) TWO STAGES COMPRESSOR INDEPENDENTLY CONNECTED TO THE MAIN SHAFT. C) A COMPRESSOR WITH VANES ON BOTH SIDE OF IMPELLER. 67] THE CENTRIFUGAL TWISTING MOMENT OF AN OPERATING PROPELLER TENDS TOA) INCREASE THE PITCH ANGLE. B) REDUCE THE PITCH ANGLE. C) BEND THE BLADES IN THE DIRECTION OF ROTATION. 68] THE PRIMARY PURPOSE OF A CUFF ON A PROPELLER IS TOA) DISTRIBUTE ANTI-ICING FLUID. B) STRENGTHEN THE PROPELLER. C) INCREASE THE FLOW OF COOLING AIR TO THE ENGINE NACELLE. 69] FIGURE INDICATEA) SUBSONIC DUCT. B) TRANSONIC DUCT. C) SUPERSONIC DUCT. D) RAMP OR WEDGE TYPE. 70] IN GTE, WHEN STARTER SWITCH OF THE STARTER GENERATOR IS ENERGIZED AND THE ENGINE FAILS TO ROTATE. PROBABLE CAUSE WOULD BEA) POWER LEVER SWITCH IS DEFECTIVE. B) UNDER-CURRENT SOLENOID CONTACTS ARE DEFECTIVE. C) STARTER RELAY IS DEFECTIVE. 71] CENTRIFUGAL COMPRESSORA) MORE EFFICIENT. B) HIGH PRESSURE RISE PER STAGE. C) SIMPLICITY. D) ATA. 72] STARTER WHICH CONSIST OF IN-BUILD OIL SUMPA) ELECTRIC STARTER. B) AIR TURBINE STARTER. C) STARTER GENERATOR. 73] OPERATING THRUST REVERSAL AT LOW GROUND SPEED CAN CAUSEA) SAND/FOD INGESTION. B) HOT GAS REINGESTION. C) COMPRESSOR STALL. D) ATA
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74] A TRANSFER OF METAL FROM ONE SURFACE TO ANOTHER SURFACE, SEVERE CONDITION OF CHAFFING OR FRETTING OCCURS IS CALLEDA) SERORING. B) BRINELLING. C) GALLING. 75] WHAT ARE THE ENGINE PARAMETERS ARE TO BE MONITORED TO DETERMINE THE AERODYNAMIC PERFORMANCE OF THE ENGINEA) EPR, FUEL FLOW, VIBRATION AMPLITUDE, OIL CONSUMPTION. B) EPR, FUEL FLOW, EGT, OIL CONSUMPTION. C) EPR, FUEL FLOW, EGT, THROTTLE POSITION, RPM. D) EGT, FUEL FLOW, VIBRATION AMPLITUDE, THROTTLE POSITION. 76] INPUT OF FADECA) AIRCRAFT MAIN ELECTRICAL SYSTEM. B) AIRCRAFT 96 VOLT ELECTRICAL SYSTEM. C) AIRCRAFT ENGINE DRIVEN GENERATOR. 77] THE HUB ASSEMBLY OF PROPELLER CONSIST OFA) BLADE ASSEMBLY. B) SPIDER. C) BARREL ASSEMBLY. D) ATA. 78] HUNG START OCCURSA) RICH AIR/FUEL MIXTURE. B) INSUFFICIENT POWER TO THE STARTER. C) [A] & [B] 79] WHEN CDP SENSOR FAILS DURING CRUISE IN HIGH POWER CONDITION, ENGINE WILLA) SURGE. B) FLAME-OUT C) DE-ACCELERATE THE IDLE RPM. 80] VALVE USED TO SET FLOW AND ENGINE FLOWA) TWO WAY CHECK VALVE. B) SHUTTLE VALVE. C) PRIORITY VALVE. D) SEQUENCE VALVE. 81] THE GENERAL PATTERN TO BE EXPECTED IN FAILURES AFFECTING ONLY THE LPTA) N1 MARKED SHIFT. B) N2 INCREASE. C) EGT & FUEL FLOW INCREASE. D) ATA. 82] ADVANTAGES OF TURBOPROPA) LOW TSFC. B) HIGH TSFC.
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Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15 83] LOCATION OF IGNITER PLUG IN COMBUSTION CHAMBERA) DIAMETERICALLY OPPOSITE IN COMBUSTION LINER. B) DIAMETERICALLY OPPOSITE IN BOTTOM OF COMBUSTION CHAMBER. C) DIAMETERICALLY OPPOSITE IN TOP OF COMBUSTION CHAMBER.
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