AGK-New-Mar-19

Decrease.

Eliminate constant valve adjustment and checks.

Is not supercharged.

The ratio of the volume of the mixture drawn into the cylinder during normal engine working, to the volume of
the mixture which would be required to fill the cylinder under normal temperatures and pressures.

Thermal efficiency.

Decrease.

The mixture control must be moved towards the weak position .

15:1 (air: fuel)

Decrease

The prolonged use of weak mixtures.

The proportion of air in the mixture is greater than that needed for full combustion of the full .

A mixture control is used.

The greater the power developed by the engine.

To cool the charge temperature and prevent detonation.

An exhaust valve sticking open.

The priming pump being left open.

The float chamber level being too low.

More fuel than is required by the engine; the excess fuel is recycled.

A separate priming system is not required.

Necessary.

Distributes fuel continuously to all of the cylinders continuously.

Will not suffer from refrigeration icing.

all the above are correct

The propeller chord and the plane of rotation of the propeller.

Tends to bend the propeller tips forward .

The fin may be off-set.

A yaw to the right when the aircraft pitches nose up.

Feather and flight fine pitch stop.

To increase the engine oil pressure to a higher pressure to operate the propeller pitch

To maintain a constant angle of attack from

Energy from the exhaust that would otherwise have been wasted.

The reducing exhausts back pressure.

The diversion of exhaust gases.

The maximum altitude at which Rated Boost can be maintained with a specific R. P.M. set.

Progressively opens the throttle valve.

Boost pressure.

Inlet manifold pressure in pounds per square inch above or below standard mean sea level pressure.

The maximum height at which a specified boost can be maintained at a specified R. P.M.
To minimise the risk of detonation.

To decrease the velocity and increase the pressure of the charge.

At the eye and passes across the impeller blades to exit at the tip.

In the turbine by-pass.

The waste gate actuator.

Is increased.

Between the supercharger and the inlet valve.

Increase the mass of the charge entering the cylinder.

Given a 5 minute limitation.

Compresses the mixture.

Engine power will fall as the climb continues.

Incorporate a spring drive mechanism in the driving gears.

Between minimum and maximum.

The waste gate to progressively close.

An altitude-boosted turbo-charger.

A waste gate pressure controller.

Partially open.

The engine is stopped.

Engine R.P.M. and waste gate position.

Maximum boost pressure is obtained.

Remain constant to critical altitude and then fall.

A centrifugal compressor.

The same as manifold pressure

In parallel with the

turbine.

Rated Power.

Greater than the manifold pressure.

Both the pressure and the temperature increase.

Centrifugally.

Decrease.

The throttle valve must be opened.

The Full Throttle Height would be less.

The throttle butterfly.

Adjusting the throttle position.

Enters through the eye of the impeller and leaves at the periphery.

THP = (ThrustxMPH)/3 75

Nose into wind.

Keep the engine turning on the starter motor and select "idle cut-off'. The fire should be drawn through the
engine.

When the engine is first installed in an aircraft.

Before engine start.

At ground warm-up RPM.

The engine must be stopped.

Decrease in RPM, Loss of airspeed and Loss of altitude.

Detonation.

Engine overcooling and carburettor icing.

spark plug fouling.

Loss of power and a drop in cylinder head temperature.

Move the mixture control to ICO.

Their velocity increases and their temperature and pressure decrease.

Between the compressor and the combustion chamber.

Turbo-prop, High by- pass ratio turbojet, Low by-pass ratio turbojet, Pure turbo jet.

The turbine.

Not all the air goes through the high pressure compressor.

Enables malfunctioning sections of the engine to be changed without changing the whole engine.

A decrease in ambient temperature.

Will decrease.

Cold stream air to that flowing through the hot core of the engine.

Newton's Third Law of motion.

Large expansion at a constant volume.

The pressure temperature increases and the velocity decreases.

The L.P. turbine is connected to the L.P. compressor, the H.P. turbine is connected to the H.P. compressor.

5 pounds of air is by- passed for every 1 pound that goes through the hot core of the engine.

The velocity of the airflow decreases before the combustion chamber.

The rearmost turbine.

Increases the air mass flow and therefore increases the propulsive efficiency.

Turbo-fan engine comes from the by- pass air.

A large acceleration to a small mass of air.

Continuously.

Forward speed of the engine

decrease with temperature and also increase with pressure

ambient temperature

allow secondary cooling air for mixing

aircraft forward motion fitid ram recovery

water increases air density

85.7%

less

divergent before slows down subsonic pressure rise

The axial velocity of the air will decrease with an increase in the angle that the resultant airflow forms with
the compressor blades chord line and a possible stall.

Fit debris guards when running

The angle which the relative airflow forms with the compressor blades will become too large, which will
cause the engine to stall and surge.

When the rpm of the engine is high when stationary.

Final reduction in velocity prior to compressor face.

turbulent free face low pressure

EPR would increase.

The ratio between compressor outlet and compressor inlet pressure.

At higher ambient temperature.

One rotor assembly and one row of stator vanes.

The inlet guides vanes.

Between 1.1 and 1.2 to one.

Both the rotor blades and the stator vanes.

To close the throttle slowly.

Minimise vibration.

To maintain the speed of the air entering the engine.

Allows slight movement to relieve stress concentration.

A steady velocity with a pressure rise over the engine speed range.

The air axial velocity and rotational speed relationship is disturbed.

All stages have stalled.

The outlet elbow

Convert kinetic energy into pressure energy.

Is shared almost equally by the impeller and the diffuser.

Two centrifugal compressors can be placed in series with each other.

It cannot cope with a large mass flow of air.

Turn the air smoothly through 90 degrees and complete diffusion.

Centrifugal.
Not more than 4 to 1.

More robust and is easier to develop and manufacture.

An increase in the turbine gas temperature and the vibration level.

A decrease in temperature and pressure with an increase in velocity.

May only affect one stage or several stages of a compressor.

To prevent inducing a compressor stall and surge.

From the high pressure section of the compressor to the low- pressure section.

Bleed valves.

At the mid stages of the compressor.

At low engine RRM to prevent the compressor stalling .

Compressor surge.

Possible compressor stall.

Temperature increases.

An increase in T.G.T., a decrease in thrust and an increase in S.F.C.

Prevent compressor stall.

The air temperature falls with a pressure rise.

Low Back

Can seriously reduce the efficiency of the engine.

Is driven by the rearmost turbine.

variable inlet guide vane

converted to kinetic
energy at nozzle guide vanes

twin spool arrangement

high Starting power is required

all the above are correct

to circulate hot air through IGV to prevent ice formation

d ivergent

imparting KE to the incoming air then change to pressure energy

15 : 1.

There are no flame propagation problems.

20%

By combustion chamber gas pressure.

A set of flame tubes enclosed in a common air casing.

Reduce the gas temperature and cool the flame tube.

To allow any unburnt fuel to drain after shut down or a wet start.

Shows airspeed and altitude limitations for an in-flight restart.

Reduce the velocity of the airflow.

Is used to cool both the gases exiting the chamber and the walls of the air casing.

more temperature and pressure loss

all air passing through the take part in combustion

safety, in case of one sparking plug goes unserviceable

Both their temperature and pressure decrease .

To improve efficiency

To increase the velocity of the gas flow therefore reducing its pressure.

and reduce vibration.

By the action of centrifugal force.

High temperature and tensile loading.

Has no mechanical connection with the other turbine or compressor shafts.

The inner half is impulse and the outer half is reaction.

Permanent elongation due to heat and centrifugal force.

The materials from which the nozzle guide vanes and the turbine blades are constructed.

0.5 Mach to minimise turbulence.

The gas does equal work along the whole of its length.

Prevents the hot gases flowing across the rear turbine face.

Increase the velocity and decrease the pressure of the gas stream.

The gas flow through it reaches its sonic value.

Implies that no further increase in velocity can be obtained without the increase of heat.

Is a convergent duct, thus it increases the gas velocity.

A combination of cooling air and insulating material .

Is predominantly from the fan and the turbine .

Is divergent to reduce the velocity of the gases leaving the turbine.

Straighten out any residual whirl in the gas stream.

At Mach 1.
frictional loss will be more

all the above are correct

Ingestion of the exhaust gases and foreign objects.

pass the turbine discharge gases to atmosphere

Pulled back to idle power.

Blocking the by-pass air.

Change the direction of the exhaust gas.

When the reverser doors are not stowed in the forward thrust position.

Forward thrust from the hot gases would decrease.

5% take off thrust

Ratio between exhaust pressure and intake pressure.

Temperature and pressure reduce with a resulting drop in thrust

and Fuel consumption will decrease.

Max Static Thrust.

decreases increases increasesincreases more slow down

decrease then recover but will never achieve its initial setting.

decrease shaft horse- power decrease jet thrust decrease fuel consumption

Increase shaft horse- power decrease jet thrust

Earlier than normal.

Thrust is maximum and ram pressure at minimum at the start of the take off run.

Both (a) and (b) are correct

increase the compressor efficiency

Open to allow for the increased volume of gas.

Automatic when after burning selected.

Is diffused to ensure the afterburning flame is stabilised.

EGT increases, Pressure thrust increases, Thrust increases , Fuel consumption increases

Power can be restored up to its flat rated 100% only, and is prevented from exceeding its limitations due to a
pressure sensor at the high pressure outlet.

SHP can be increased beyond 100% by maintaining the RPM and increasing the blade angle.

A substantial power increase with no increase in fuel flow.

It is an important source of fuel and an anti- freeze.

Only at high altitude airfields where the prevailing temperature is high.

Engine sections are operating at different pressures.

The engine to be shut down.

H.P. compressor air internally ducted through the blades.

The compressor.

Compressor bleed air pressure.

increase specific fuel consumption.

Hot air.

EGT will increase.

low pressure high volume

Increase in specific fuel consumption.

During take off from wet runways.

HP compressor.

All of the above.

It is light, simple and economical.

high E.G.T. - idle fuel flow - low R.P.M.

It must be motored over with the H.P. fuel cock shut and no igniters selected.

The action of re-starting a flamed out engine, usually while airborne.

Flight through heavy tropical rainstorm.

The engine lights up but does not accelerate to self sustaining speed.

A speed switch.

Low R.P.M. fuel flow indication, and no T.G.T.

The speed from which the engine can

accelerate to idle without the help of the starter motor.

Obtaining energy from the discharge of a capacitor.

The compressor must be turning at the correct RPM in the right direction.

High altitude relighting Take off from contaminated runways

The auxiliary power unit.

Allow the capacitor to discharge when the unit is switched off.

60 - 100 times per minute.

Prolongs the discharge to the plug.

At a relatively low pressure, but high volume .

Just above self- sustaining speed.

high volts high current

30% N2

60% N2 25%N1

adequate air mass to the combustion chamber

compressor rotation, ignition and fuel

will shut down immediately and if the fire persists the fire bottles will automatically be fired.

APU's provide electrical, pneumatic and hydraulic power for ground and air use and can provide an amount
of thrust.

1236

Emergency hydraulic power for the elevator, rudder and ailerons along with possible

Aircraft main DC battery.

emergency electrical power.

Decrease.

Air from the compressor.

By ram air to prevent cavitation.

Prevent waxing.

The fuel tanks.

oil pressure higher fuel pressure

high pressure compressor.

Pressure sensor input to fuel control unit (FCU) FCU reduce fuel, reduce RPM

HP shut off valve close.

When an engine is running, the combustion chamber drain is closed by a pressure operated NRV.
An electrical signal from the thermocouple amplified then sent directly to the FCU and fuel being reduced.

Between HP shut off valve and fuel nozzles.

The LP pump will draw fuel from the tank, but there may be a possibility of cavitation due to the low pressure
and low boiling point of the fuel.

Heats the fuel and cools the oil.

HP fuel valve

all the above are correct

Is a consequence of atmospheric air entering the tanks through the vent system.

Via a drain valve at the lowest point in the tank.

38.7°C

Jet A1

To minimise oil loss.

To ensure minimum oil loss.

The air intake of the oil cooler was blocked.

A pressure-maintaining valve ensures that the oil pressure is always higher than the fuel pressure.

Via the centrifugal breather.

Air from an intermediate stage of the compressor.

To provide a warning of impending failure in the engine bearings.

Engine sections are operating at different pressures.

Bearing chamber labryinth seal rubbing.

synthetic oil.

The pressure remains the same for all engine operating parameters.
should be shut down.

As it leaves the fuel cooled oil cooler (FCOC).

After the pressure pump.

Dry sump and synthetic oil.

Return line between the engine and the scavenge pump.

all the above are correct

Thermocouple.

+10°C and below when there is visible moisture present.

The time taken for the engine to stop after the H.P. fuel shut off valve is closed.

slower than the H.P. compressor.

Vary with air density changes.

Will adhere to both the turbine and compressor blades and can significantly impair engine performance.

A constant speed, self- contained gas turbine engine.

An increase in ambient air pressure.

The fuel flow only.

Positive coefficient of capacitance, negative coefficient of resistance

foam

smoke

Optical and ionisation

In parallel with the primary controls

Prevent pump cavitation

Pressure refueling

To close the fuelling valve when the tank is full

Fuel is pumped in by the fuel truck

Simple & measuring volume by varying resistance.

Centrifugal pumps - Low pressure

Both `a’ & `b’ are correct

Generate high voltage and retard the spark for starting

Grounding the primary circuit

exhaust pressure to low pressure compressor inlet pressure

In the jet pipe

goes through the compressor, turbine, secondary heat exchanger

are in parallel so that current reduces through the busbar as loads are switched off

synthetic

Self contained gas bottle

dry powder

One on the flight deck only

Electrically for chemical oxygen generators and pneumatically for gaseous systems

Velocity decrease, pressure and temperature increase.

The air enters the impeller axially at the eye and leaves at the periphery tangentially.

optical and ionisation

warning light and warning bell

Air from Pneumatic system or bleed air supply system

Automatically switch to a more appropriate source of hydraulic supply

prevent loss of system fluid if the pipeline to a brake unit should rupture

The inward relief valve will open

close the outflow valves

wing leading edges and slats

hot air bled from the engines

It is down

The maximum positive pressure differential at maximum cabin altitude

Increases wear on the shoulder

At the wing inner leading edge

Combined flap and ailerons

To reduce stick forces in manoeuvres

Both `a’ `b’ are correct

mouth and nose and provide a continuous flow of oxygen

Safety valve opens when the differential pressure reaches structural max diff

Gaseous, diluted with cabin /cockpit air if required

external mass airflow divided by internal mass airflow

Thrust reverser doors are unlocked

Closed Open

Increase, decrease
Reduction gearbox

In HP fuel supply system of Engine

The angle between the blade chord and the

To even out the thrust force along the length of the blade

1/RT = 1/R1 + 1/R2 + 1/R3

Non re-settable re- settable

Is permanently connected to the battery

Connects a generator output to its load busbar

Inverter

On load

Torque from the CSDU (CSD)

Manually disconnect and reconnect on the ground

Provide AC for instruments

Static on the radio

The RPM and number

a decrease of voltage with increasing load

of poles in the rotor

When an overheat affects both detector loops at a point anywhere along their length.

To draw cooling air over the heat exchangers

By controlling the fuel flow

At more than + 10°C

To prevent water in the fuel freezing and blocking the filter

To heat the fuel and cool the oil

To prevent the wheel rotating around the leg

Elevators are controlled through an irreversible servo system

By the pilot

a torque link is worn or damaged.

Down to a predetermined safe valve

The anti-knock value of the fuel

By ram air through the vent system

both (b) and (c) are correct

Wheel/Undercarriage bay

When the fire handle is pulled

200v AC three phase

To convert the refrigerant from a gas to a liquid

There is a mechanical connection between the power output shaft and the turbine

Cabin ROC Increase, Cabin Alt Increase, Differential pressure Decrease

Outflow valve

Exciter control relay and GCB

Crankshaft, pistons and connecting rods

Comprises a rotor disc followed by a row of stators

The CSD can be disconnected but not used for the rest of the flight
Can be repaired several times

6ft with the aircraft on the landing gear with the nosewheel collapsed

remains the same

upper surfaces only, symmetrical and asymmetrical operation

exhaust valve opens, inlet valve opens, exhaust valve closes

swept volume plus clearance volume

the speed of the LP turbine

decreases

remains the same

toilets and cargo compartments B,C,E

Purple

Quantity of movement

The ratio of turbine outlet pressure to compressor inlet pressure

Changes in dielectric causes changes in capacitance

more compact, longer shelf life, even voltage over total range before rapid discharge

MAP may exceed its maximum permitted value in the induction manifold

In the climb if you have not adjusted the mixture

To ensure maximum

pressure and temperature drop across the turbine

reduces flow due to reduced air density

Flight controls in case of failure of the engine driven system

To dilute oxygen with air in crew oxygen system

Temperature at the turbine

Prevent sloshing of fuel away from pump inlet during abnormal manoeuvres

Two independent systems, one for flight deck, one for cabin

At least one passenger for the duration of the flight above 8000ft.

Is unserviceable

An electrically operated switch

Allows an alternate source to supply an essential busbar.

In the engine fuel system mounted on the engine

By the pilot when required

Both pilots immediately and the cabin crew plus some passengers after 30 minutes above FL 100 but below
FL 130

If the door is opened from the outside the slide will remain stowed

Enable access behind panels and soundproofing to aid fire fighting

To provide support for the skin and to absorb some of the pressurization strain as tensile loading

Freon

Aircraft whose maximum landing mass (MLM) is significantly lower than its maximum take off mass (MTOM)

41,000 ft

Allow a main feed tank to be maintained at a predetermine level automatically , while being fed from an
auxiliary tank

Free turbine

All earthing of aircraft parts to ground equipment must be completed before filler caps are removed
Centrifugal force

in the reservoir

allow two supplies to be available to a service

are used for preventing ice on small areas (e.g pitot head, windscreen only)

reverser doors are unlocked

grounding wire from magneto being broken

before take-off

to give a retarded spark during starting

10000ft

one way check valve

the gear is down and locked

the inboard ailerons are used only when the flaps are retracted

equalise the drag on up going and down going wings

VSI up, altimeter up, differential pressure gauge down

to protect the windows against bird strike and ice formation

a bursting disc vents the complete contents of the cylinder(s) to atmosphere

fill the tank after each flight

a specified amount must remain

2.5g

has a high melting point so carrying a considerable current overload before rupturing

series
2 00vAC

magnetic switch

cabin altitude will descend to, and continue beyond normal max. diff, at which point the safety valves will
open.

hectometric

angle of advance

efficient at high speed operation

gas turbine engine is called constant pressure engine

r ocket

nozzle guide vanes

be mechanically strong

high calorific valve

flash point

the engine may flame out

have low volatility

ramj et attached to the turbine exhaust case of a j et engine

connected in parallel with an irreversible servo system

equalising the drag on up going and down going wings

as a safety precaution to reduce the possibility of trim runaway

by engine bleed air

flight controls

to draw cooling air over the heat exchangers

increases wear on the shoulder

to increase cabin pressure to max differential

centrifugal and powered by ac induction motors

ram air through the vent system

on the engine

leading edges of all aerofoil surfaces including slats (where fitted)

supplied to any engine from any tank

accretion

mechanical

120 degrees

CSDU can be disconnected and not used for the rest of the flight

generator control relay (exciter control relay) and GCB

it cannot be used

battery and generator negative tenninals are connected to the aircraft structure

poles and rpm

an inverter

metric

2.46cm

night high

an increase in frequency and an increase in height of the reflective (refractive) layer

in parallel so that the current reduces through the busbar as loads are switched off

connected directly to the battery

transistorised unit that converts DC to AC

v oltage

it increases

parallel with the armature and series with the shunt field

all of the above

it is a self contained system, it is relatively light

15000 ft in 10 minutes

electrically for chemical generator systems and pneumatically for gaseous systems

60 lifejackets and three

30 man liferafts

a crash axe or crowbar on the flight deck

by the pilot once the engine has been shut down

individual warning lights and a common aural warning

a weak mixture

in the combustion chamber

increases

low temperature, low humidity, high pressure

between the engine and propeller

the reverser doors are unlocked

decrease fuel flow to compensate for decreasing air density

torque by RPM

reduce the EPR

LP turbine

before TDC every 2nd rotation of the crankshaft

keep the local angle of attack constant along the blade length

feather and flight fine pitch stop

decrease the blade angle

external mass airflow divided by internal mass airflow

at more than + 10 ° C

the speed of the LP turbine

prevent a compressor stall at low engine speed

ensure that the engine sump remains dry

15:1

fuel supplied

velocity decreases, pressure increases

increase full throttle height

crankshaft, pistons and connecting rods

Impulse, Reaction and Impulse-reaction

static plus dynamic pressure.

atmospheric pressure.

position, manoeuvre induced, instrument.

95% of pressure error.

is caused by transient pressure changes at static vents.

may be reduced by the fitting of static vents.

altimeters, ASI's, VSI's, machmeters, air data

balance out errors caused by side slipping or yawing.

airspeed indicator and machmeter.

- 40°C

an increase in position error.

p latinum

solar radiation.

due to adiabatic warming.

25 degrees Celsius

measure air temperature on the ground.

the maximum temperature attainable by the air when brought to rest, adiabatically.

the ram rise.

different coefficients of expansion of the two metals.

change of electrical resistance with temperature.

increase, no matter what the actual airspeed is.

is calibrated out of the ASI at MSL ISA conditions and only causes overreading when air density is
decreased and TAS exceeds 300 kt.
overreading, this indicated speed falsely showing the aircraft to be further from the stalling speed than it
actually is.

conditions of the International Standard Atmosphere at MSL.

½ pv2

instrument error, position error, density

cautionary range and flap operating speed range.

error, compressibility error, manoeuvre induced error.

380 kt

progressively under indicate the value of airspeed.

static pressure inlet, partially evacuated capsule, leaf spring, linkage mechanism.

1013.25 mb; 1.98°C per 1000 ft; 36 090 ft; 65 617 ft.

instrument, position, manoeuvre induced, temperature, barometric, lag.

underread the true altitude of the aircraft.

1013; pressure altitude; QNH; height above mean sea level.

zero; 300 ft; 3390 ft

mechanical drive, servo motor, amplifier, AC exciter.

the vertical speed indicator, airspeed indicator and altimeter.

a combination of time lag and manoeuvre induced errors.

at low rates of climb or descent the pointer movement is much larger and so is more easily read.

is virtually overcome by using a special dashpot accelerometer assembly.

may cause errors in the VSI during the take-off run.

a slight clim
the VSI will return to zero.

the IVSI is more sensitive.

is compensated at the metering unit by means of a capillary and orifice.

+ 200 fpm, on the ground, -20°C to +50°C, + 300 fpm

the north magnetic pole, downwards, dip.

H = T cos dip

335° 035° 020°

is greatest at the magnetic equator.

secular, westerly movement of the magnetic pole.

easy; difficult.

iron, cobalt steel, chromium steel.

is the product of pole strength and effective length.

a circular magnet or pair of bar magnets pendulously mounted.

aperiodic, horizontal, sensitive.

090°(C) and 270°(C)

less; decrease

increase sensitivity, increase aperiodicity.

above the centre of gravity.

all of the above.

towards; increase.

a tendency to underread turns due to liquid swirl.

d ecrease.

mass, radius of gyration and speed of rotation.

wander, real or apparent, in the vertical plane.

through 90° in the direction of spin of the rotor.

wander, real or apparent, in the horizontal plane.

asymmetrical friction at the spinning axis.

rate gyro.

true north direction.

high RPM, high moment of inertia, rapid build-up of speed, constant RPM.

rotation of the earth.

horizontal axis tied gyro.

attaching a bias weight to the inner gimbal which makes the gyro precess in azimuth in the opposite direction
to apparent wander.

when flying south from 56°N the true heading will decrease.

-15 sine latitude in degrees per hour.

gimballing error, random wander, apparent wander, rotor speed error, transport wander.

the yawing plane; air jets; torque motor.

to reset the heading and to prevent toppling.

the outer gimbal.

85' and 85'

will disappear after a turn is completed.

an earth gyro attitude pitch roll

increased nose up attitude and right wing low.

incorrect rotor speed

two mercury level switches and two torque motors

the lag of the base of the rotor housing

the inner gimbal ring is pivoted laterally inside the outer gimbal ring and the outer gimbal ring is pivoted
longitudinally inside the case

it should be set to the central position and left there

it is less pendulous, has a higher rotor speed and a linear acceleration cut

rate gyro up and away from the pilot

lower, a higher rigidity is not required

the spring is providing a force which produces a precession equal to the rate of turn (in the correct direction)

the aircraft will turn faster than indicated

2nm

make the gyro sensitive to banking of the aircraft as well as to turning

a single gimbal ring longitudinally

one degree for a remote indicating compass and ten degrees for a direct reading magnetic compass.

only on the compass swinging base or site.

varies with magnetic

is not usually influenced by the earth's magnetic field.

latitude but not with heading.

all of the above.

A levelling switch and torque motor

Fixed in the azimuth

1 degree

A precession circuit

The gyro is no longer being monitored by the detector unit

Maintain the master indicator aligned with the gyro unit

To indicate that the system is synchronised

The flux valve is fixed to the aircraft and so turns with the aircraft

to measure the angle between the aircraft and the earth's magnetic field

under read the correct rate of turn.

inertia port up

directly inversely inversely

decreasing decrease

less than 15 secs too little TAS

the original rate of climb.

anti-clockwise north

6,500 ft

position error

viscosity changes.

signal selsyn rotor amplifier

a decreasing CAS

earth gyro
creates a differential pressure between the capsule and the case as its main function.

rises rise decreasing density.

an adjustable weight attached to the inner gimbal of the DI.

104.8°

continues to show the height at which the blockage occurred.

mercury switches torque motors the local vertical

a single gimbal gyroscope in which a

increase dynamic negative

spring, opposing the primary precession, in turn produces a secondary precession equal to the aircraft rate
of turn.

3480 ft

331.3°

a climb due to the action of the pendulous vanes.

inline with maximum twice

affects the knife edge orifice in the restricted choke.

directly with the applied force and indirectly with the inertia of the rotor.

an earth vertical pendulous vanes.

anticlockwise increase

the outer gimbal.

decreased decreased

to indicate correct functioning of the compass system.

CAS corrected for compressibility.

102.50°

a zero rate of clim

turn clockwise, indicating

pitot pressure minus static pressure.

an apparent turn towards the north.

directly with pressure and inversely with temperature.

decrease increase decrease

a hinged vane sensor, on the wing leading edge.

VNO

secondary equal aircraft

it reduces high altitude error.

greater rigidity - acceleration errors reduced - tuning errors reduced.

less than 3° per second.

inner vertical

over read the correct rate of turn.

increasing the speed of rotation and increasing the mass of the rotor.

two uncontrolled a fixed space reference

being more rigid and incorporating erection system cut-out switches.

a zero rate of climb.

the difference between the actual mean temperature below the aircraft and the mean temperature that would
be found in ISA.

anti-clockwise reduce
the platform remains

level and aligned regardless of any aircraft accelerations.

steep turn.

CAS corrected for compressibility.

reduced spring tension

N/S high latitudes

the flux valve is fixed to the aircraft and so turns with the aircraft to measure the angle between the aircraft
and the earths magnetic field.

to indicate the correct way to turn the synchronising knob to initially synchronise the

the temperature of air which has suffered the full effect of compression heating.

5 nm

the maximum temperature attainable by the air when brought to rest, adiabatically.

ETA to way point and distance to next way point.

expanded nav, map, expanded VOR/ILS.

prevent "lock-in" of the laser beams.

EAS = CAS corrected for compressibility error.

± 50 feet ± 100 feet

1690 feet

time lag dashpots

clockwise anti- clockwise

less than 30 seconds.

wander, real or apparent, in the vertical plane.

the right wing going down and the nose going up.

335.9

indicate that the gyro is synchronised with the detector unit.

the angle between the chord line of the wing of an aircraft and the direction of the relative air flow.

it appears in the scratch pad and the MSG annunciator illuminates.

a combination of time lag and manoeuvre induced error.

over indicating by 180

the pressure altimeter only.

feet.

TAS will decrease and true altitude will decrease.

the artificial horizon.

disturbing couple/ rigidity

the right wing going down and the nose going up.

the gyro has greater rigidity, is less bottom heavy and there is a linear accelerometer cut- out switch fitted.

l 0°

needle left, ball right.

torque motors and level switches.

lag

never, always.

ISA at mean sea level.

309°
varies with latitude but does not vary with aircraft heading

5nm

wander, real or apparent, in the vertical plane

C, E and F

Its gyro is offset by 30° to the longitudinal axis of the aircraft.

prevent lock in of the laser beam

EAS from CAS and the correction is always subtractive.

white, green and yellow

50ft, 100ft

Provides stabilisation about the normal axis

Wing leveller

Rate gyro, servomotor, error signal generator

is an auto stabilisation system

A servomechanism

Is another name for an autopilot system

A three axis autopilot system

Azimuth, elevation and velocity

Manoeuvring commands may be input by applying normal forces to the control yoke without first disengaging
the autopilot

Localiser is controlling the roll channel, off line

channels are automatically engaged and flare mode is armed

Compass gyro and turn and slip gyro

Fail operational system

Fail passive

flare is disengaged prior to touchdown at 5'GA

the engaged roll mode would be LOCALISER.

control wheel steering

fail passive and the landing may continue.

control wheel steering (CWS )mode that allows the pilot to control the aircraft, and when the wheel is
released, the aircraft holds the newly established attitude.

'I' bar displacement.

allows the pilot to control the aircraft with

the servomotors disengaged.

fail operational ability.

the roll channel via the outer loop control source.

control wheel steering.

fail passive.

continue descent and land automatically.

flare mode arm and off line channels engaged.

f eedback.

Outer loop input to the pitch channel

Supplies rate and displacement information to the computer

A torque limiter is fitted

maintains its altitude

manoeuvre the aircraft in the air while the autopilot is engaged

ensures that, when the autopilot is engaged, the take-over is effected smoothly and without snatching on the
control system

a two axis autopilot

Only statement B is correct

fail operational

normal, alternate and direct laws.

the autopilot is manually disengaged by the pilot

decouples from the VOR and flies the last heading for a fixed period.

the pilot ensuring that the aircraft is trimmed out before selecting or disengaging the autopilot

attitude at the time of release.

Altitude Hold and Heading mode

two degrees of freedom, vertical axis

rigidity & precession

no change

ferrous metals & electrical equipment

friction

less than the real altitude

position and instrument error

two degrees of freedom & a horizontal spin axis

15,200 ft

turning
84 minutes

the equivalent sea level pressure at the airfield

precesses the directional gyro

vertical axis with 2 degree of freedom

acceleration on east/west headings

EAS

MMO initially then VMO at a specified altitude

CAS

the flaps can be operated

Vso at thelower end and VFE at the upper end

total pressure

ASI behaves like an altimeter

independent of weight and inversely proportional a to TAS

angular velocity about the yaw axis & direction of turn

a turn to the north

nose up and bank angle too low

One degree of freedom, & spin axis horizontal

angle of bank & aircraft speed

artificial horizon

error detector

should only be exceeded in still air and with caution.

altitude in the standard atmosphere at which the prevailing density is equal to the density in the standard
atmosphere

turn to the left, not enough bank .

135 degrees.

Nose up, too much bank.

Transport Wander

Needle right, ball left.

compass moves to less than 045°

A map with isogonal lines.

Equals CAS

read higher then the real altitude

is supplied with AC current (usually 487.5 Hz).

2 degree of freedom and a vertical axis.

Decreasing RPM and concentrating the mass at the hub of the rotor.

661 kts.

610kts.

595kts.

align compass north with magnetic north.

TAT = SAT + heating due to compressibility.

under read.

VYSE

lower limit VNO and upper limit VNE

artificial horizon

use of an accelerometer system

no apparent turn

15° per hour

nose up and correct angle of bank

84 minutes

remain approximately constant

115°

Equator

ambient temperature measured in °C

indicates altitude at which blockage occurred

ASI acts opposite to an altimeter

Needle left, ball right.

the speed which must never be exceeded

more left bank

amplifier

has a longer cycle life

artificial horizon

15° per hour

VS1 to V NO

pressure measured in the standard atmosphere

turn indicator

under read

under read

height information disappears

maximum structural cruising speed

if side slipping to the left, altimeter will over read.

greater than the real altitude

less than 45°

340°

height of aircraft wheels above the ground

it has a pick-off coil

vacuum static input

frequency modulation and carrier wave

over reads

inertial navigation system

10.6° Clockwise

2 beams of laser light

90°

torque on the sensitive axis

the altitude corresponding to the standard atmosphere compensated for ambient density

at high speed the non- compensated altimeter will show a higher altitude
total pressure

MMO then VMO

total pressure

error detector

t emperature

radio altimeter

frequency modulation and height range between 0 and 5,000ft

Frequency modulated waves, where the difference between the transmitted wave and the received wave is
measured.

4200 MHz to 4400 MHz

map with isogonal lines

direct reading magnetic compass

differential pressure across a capsule

error detector

330°

0 to 2,500ft

to determine aircraft height above ground level

2 55°

earth rotation, a/c motion over the earth & mechanical defects

subjected to static pressure and an anemometer subjected to dynamic pressure

an apparent turn to north

static pressure
Accelerometers and gyroscopes

A laser split into two beams

have 2° of freedom

avoid disturbance from

aerodynamic flow about the aircraft

Bank and pitch correct.

The inner gimbal of V.G show pitch

Rate gyro is used for turn indication while gravity is used for slip indication.

The athwartship axis

The capacitance decrease if fuel is decreased.

The Easterly deviation increase with no change in dip.

In one direction only.

An aclinic line.

Aircraft magnetic field.

varies with cosine of dip.

when an external force is applied along the spin axis.

d ecrease

Both (a) and (b) are correct.

accepts wrong longitude.

The detector detects the position of the control surfaces.

All of the above are correct.

All of the above are correct.

fly up and left

PFD

roll command bar moves to right and centres when AFDS angle of bank to intercept has been achieved

Maintain pitch attitude & Maintain wings level

is disconnected

Metric

a mode using an interception verses radio deviation law

all of the above

ADI

glideslope disconnects and aircraft continues descent

will only be central when flying correct attitude to intercept desired heading

Temporarily follows current heading until exiting the cone of confusion

roll out

how the pilot's control demands are translated into control surface movements.

Two axis autopilot with altitude hold and heading hold.

Autopilot, Auto- throttle

Decision height

the auto throttle selects maximum power as soon as the TOGA switch is pressed & the pilot performs the
climb

GA power selected & Aircraft automatically cleans up

Fail active
PFD

Primary EICAS

Auto-stability with auto- trim

At the beginning of the ground roll

Radio Altimeter

50 ft

Single pilot operation under IFR and at night.

and the auto-throttle control the approach at least until the roll-out.

autopilot flies the ILS until the flare & the flare is automatic

Yaw damper , Pitch attitude holding & Horizontal wing holding

VOR axis holding ,Inertial heading holding & ASI and Mach hold

passive.

localiser armed and awaiting capture.

rudder is moved in proportion to rate of angular velocity.

wing leveller

centre of gravity

the A/P is disengaged at DH having followed the ILS.

it is fail safe and will disconnect.

both a and b

To prevent snatching on disengaging A/P.

Pevents snatch on engagement & May not allow the autopilot to engage if unserviceable
Nothing

automatically when an autopilot fails

Temporarily switches to heading mode

to relieve forces on the autopilot servomotor prior to hand over

Increase pitch angle, turn left

all of the above

prevents snatching on engagement & works in climb, cruise and descent

correct attitude to intercept radial

Maintain attitude only

Angle of attack

Various inputs including landing gear micro switch, a warning module and an aural warning

bellows

amplitude at a given frequency

thermocouple , resistance & mercury

the cold junction is maintained at a constant temperature

N1, EPR, EGT

over-read during take off

fuel dielectric constant being twice that of air and proportional to density

Newton metres, PSI, Percentage

be practically unaffected

decrease
displayed in amber, normally on the upper screen, indented one space to the right.

46 in Hg

remained the same

changes in capacitance

density

thermocouple

three phase a.c. whose frequency varies with the speed of the engine delivered to a three phase
synchronous motor (squirrel cage) and drag cup.

ratiometer

SAT + ram rise

capacitor gauges, the indication can directly be indicated as a mass

the probes are connected in parallel, the gauge accuracy is within 2%

variation of capacitance of a capacitor with the nature of the dielectric

EGT, N 1, FF, EPR

N1 and EPR

fan rotational speed (N1) or EPR

The rotational speed of the low-pressure compressor

oil pressure at a fixed crown of an epicyclical reduction gear of the transmission box

air intake pressure sensor

we measure a frequency proportional to the driving speed of the transmitter , the receiver is an synchronised
motor driving a magnetic tachometer

kinetic energy transmitted

does not suffer from errors due to variations of supply voltage

allowing the pilot to adjust several engines to the same RPM

it indicates an RPM that must not be used continuously because of the increased vibration level from the

Exceptional operating range

One in the hottest running cylinder

Tacho probe and phonic wheel and 3 phase AC generator driving a 3 phase AC motor

Precautionary operating range

Very Accurate

N 1 and EPR

The master warning will illuminate and the primary screen will display a check list while the secondary shows
a graphical display of the problem

Bellow s

Pressure

Attitude , Acceleration , Temperature

Resistance, Mercury ,

Turbine

Thermocouple

Pressure measurement

The Kinetic energy transferred

Volume of flow by the measurement of magnetic impulses

Allowing the determination of the power from the propeller by using a formula which is a function of the RPM

Of the oil pressure resisting lateral movement of the gearing in an epicyclic reduction gearbox
SHF 3000 Mhz - 30 Ghz

pressure altitude

left turn

the altitude in the International Standard Atmosphere at which the prevailing density

would be found

aircraft based and measures true height

19°

500 ft/min

under - read

nose up bank right

a left turn with too much bank

equals CAS

fail operational

to secure against abrupt changes in aircraft attitude

thermoemf thermocouples

north

to prevent hysteresis ,

to prevent lag in a mechanical system

normal operating temperature

rate of turn about the yaw axis

calibrated airspeed
warmer CAS

over-read

an artificial horizon

increasing the angular momentum and concentrating the mass on the periphery of the rotor

an error detector

overcome laser lock

1 degree of freedom , the spin axis is parallel to the yaw axis

act like an altimeter

inertial attitude system , inertial navigation systems

earth rate , transport wander, mechanical problems

aircraft speed , angle of bank

one degree of freedom in the vertical axis

aneroid capsule , bellows type , bourdon tube

temperature

650 kt

247°

TAS 481kt Mach 0.855

a turn south

dip

like poles repel , unlike poles attract

distance
a rate sensor

2°/min

expanded ILS , map , expanded nav , expanded VOR , centre map

digitally between 2500 ft and 1000 ft and thereafter as an analogue/digital display

2 nm

2 nm

+30 ft

TAS will increase

EAS = CAS corrected for compressibility error

the maximum speed at which the landing gear

may be retracted or extended

Read the airfield elevation

The flux valve is pendulously mounted and is free to turn to remain aligned with the earth magnetic field

The LOC mode is engaged in the roll channel and the G/S mode is engaged in pitch.

Manometric functions from the ADC

Radio Altimeter

localiser beam armed and awaiting capture

Prevents snatching on engagement & May not allow the A/P to engage if unserviceable

Fail operation or fail active

May aid the pilot in the event of asymmetric

thrust after engine failure & Is required at high altitude

TA and RA in vertical plane.

apply the immediate actions as directed by the checklist on the left of the two screens

remained the same

Jet pipe pressure to the compressor inlet pressure on a gas turbine engine

Be largely unaffected

RPM at which a greater level of vibration is encountered

integration of instantaneous flow

A turbo-propeller engine

bourdon tube

To withstand bending and torsional loads

To shape the wing and support the skin

To prevent buckling and bending by supporting and stiffening the skin

Oppose hoop stresses and provide shape and form to the fuselage

The design limit load times a 1.5 factor of safety

By using aileron 'up- float' and using the fuel in the wings last

Both a and b

Has a programmed inspection cycle to detect and rectify faults

Is primary load bearing structure carrying much of the structural loads

House the crew and payload

A means of locating airframe structure and

c omponents
Strengthened glass with shock absorbing clear vinyl interlayer and rubber pressure seals

Is supported at one end only with no external bracing

Is a structure formed between the wing spars, skin and ribs to resist bending and twisting loads

Lightens and stiffens the structure

Has degree of structural strength redundancy spread over a large area

The maximum permissible mass of an aircraft with no useable fuel

Aluminium alloy sheets and rivets with titanium or steel materials at points requiring high strength

Wing fences

both a) and b) are correct

maintain straight and level flight without pressure on the control wheel.

Longitudinal stability

The wing shock-wave moves backward

additional lift.

a part of the aircraft structure

longerons

break the airflow and destroy lift

The smaller jack will exert a pressure of 5000 Pa and the larger 2500 Pa

1500 bar

the hydraulic fluid in the system.

allows two supply

red, mineral
sources to operate one unit

controls the rate of movement of a service

system failure from leaks and blocked filters, high temp and possible corrosion.

no flow, jack is stationary

provides a seal between the gas and fluid

relieves at its designed pressure.

to compensate for leaks, displacement and expansion.

bleed the air out of the system.

is fitted down stream of the pump.

applied force acts equally in all directions.

a control piston.

needs a positive fluid supply.

to enable pump lubricating fluid to be used to monitor pump condition

store fluid under pressure.

flow stops when input pressure is less than output pressure.

u/c up line and flap up line.

a full flow relief valve is fitted down stream of it.

the smaller jack will exert a force of 60N and the larger 120N

isolates the gas from the fluid.

the same at all points.

fall below the "full" mark.

is used to ensure available pressure is directed to essential services.

when flow is stopped and the actuator is not able to move .

the same at both ends between the piston and the cylinder head.

closes if inlet pressure ceases.

rapid pressure fluctuations while system is operating.

is detrimental to the system.

provide an idling circuit when the accumulator is fully charged.

cannot be distinguished by colour alone.

two independent pressure sources to

compensates for small leaks, expansion and jack displacement.

operate a system/component.

reservoir fluid contents will rise if reservoir is lower than other components in the system.

does not vary with pipe diameter.

is flame resistant but is harmful to skin, eyes and some paints.

hydraulic systems that have butyl rubber seals only.

maximum stroke.

to allow for fluid displacements, small leaks, thermal expansion and contents monitoring.

in isolated lines only to relieve excess pressure caused by temperature rises.

always needs a positive fluid supply in order to

prevent cavitation.

exert different forces.

All of the above

Limit the speed of extension and compression of the strut

There is limited space in the nose wheel bay

Counteract the force of gravity which would bring the gear down too fast

prevented by the ground/air logic system

can rip out the inflation valve and deflate the tyre

taxying at less than 40 kph

turn no sharper than the minimum specified radius

Dry powder

4%

VP= 9 X ÖP where P is psi and VP is in knots

135 knots

removed prior to flight and stowed on the aircraft where they are visible to the crew.

incorrect operation of the adjuster assemblies.

water precipitation will occur