ATPL 021

Aiframes & Systems

Piston Engines
97 Questions
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ATPL 021
Aiframes & Systems
Intentionally left blank.
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ATPL 021
Aiframes & Systems
1. The five events of a four-stroke cycle engine in the orer of their occurrence
are!
A. Intake, ignition, compression, power, exhaust.
B. Intake, power, compression, ignition, exhaust.
. Intake, compression, ignition, power, exhaust.
!. Intake, ignition, power, compression, exhaust.
2. "o#$ression ratio is the ratio %et&een the!
A. piston tra"el on the compression stroke an# the intake stroke.
B. combustion chamber pressure on the combustion stroke an# on the exhaust
stroke.
. cylin#er "olume with piston at bottom #ea# centre an# at top #ea# centre.
!. fuel an# air in the combustion chamber.
'. (hat are the functions of the lu%ricating oil in an aircraft engine)
A. $ubricates, cools, cleans an# pre"ents fatigue of parts.
B. $ubricates, cools, seals an# pre"ents internal pressure buil#%up.
. $ubricates, seals, cools, cleans an# pre"ents corrosion.
!. $ubricates an# increases friction between mo"ing parts.
*. (hat is #eant %y a &et su#$ engine)
A. &ne that uses hy#raulic "al"e lifters
B. &ne that uses water in'ection for #etonation suppression.
. &ne that carries its oil supply in an external oil tank.
!. &ne that carries its oil supply in the engine itself.
+. (hat ty$e of oil o #ost engine #anufacturers reco##en to ne&
reci$rocating engine %reak-in)
A. (etallic%ash #etergent oil.
B. Ashless%#ispersant oil.
. Straight mineral oil.
!. Semi%synthetic oil.
,. (here are cooling fins usually locate on air-coole engines)
A. )xhaust si#e of cylin#er hea#, connecting ro#s, an# cylin#er walls.
B. )xhaust si#e of the cylin#er hea#, insi#e the pistons, an# connecting ro#s.
. ylin#er hea#, cylin#er walls, an# insi#e the piston skirt.
!. ylin#er hea#, cylin#er barrel, an# insi#e the piston hea#.
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ATPL 021
Aiframes & Systems
7. -uring groun o$eration of an engine. the co&l fla$s shoul %e in &hat
$osition)
A. +ully close#.
B. +ully open.
. &ne%thir# open.
!. ,wo%thir#s open
/. 0ne reason for the ual ignition syste# on an aircraft engine is to $rovie
for one of the follo&ing!
A. Impro"e# engine performance.
B. -niform heat #istribution.
. Balance# cylin#er hea# pressure.
!. &ne ignition system ser"es as stan# by in case the system in operation fails.
9. The correct for#ula to calculate the #ulti-cyliner engine is$lace#ent is !
A. piston area . piston stroke . number of cylin#ers
B. piston area . piston stroke
. cylin#er "olume . number of cylin#ers
!. cylin#er length . cylin#er #iameter
10. 1n #ost cases aero$lane $iston engines are short stroke engines. This
$er#its a !
A. better piston cooling.
B. lower fuel consumption.
. lighter construction.
!. cheaper construction
11. The useful &ork area in an ieal 0tto engine inicator iagra# is enclose
%y the follo&ing gas state change lines
A. 2 a#iabatic an# 1 isothermic lines.
B. 2 a#iabatic an# 2 isochoric lines.
. 2 a#iabatic an# 2 isobaric lines.
!. 2 a#iabatic, 1 isochoric an# 1 isobaric lines.
12. The ignition occurs in each cyliner of an four-stroke engine 2T-" 3 To$
-ea "enter4
A. behin# ,! at each secon# crankshaft re"olution.
B. before ,! at each crankshaft re"olution.
. behin# ,! at each crankshaft re"olution.
!. before ,! at each secon# crankshaft re"olution.
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ATPL 021
Aiframes & Systems
1'. The $o&er out$ut of a $iston engine can %e calculate %y !
A. 0ressure times arm.
B. 1ork times "elocity.
. +orce times #istance.
!. ,or2ue times 30(.
1*. The $o&er of a $iston engine &hich &ill %e #easure %y using a friction
%rake is !
A. +riction horse power.
B. Brake horse power.
. 4eat loss power.
!. In#icate# horse power.
1+. The tor5ue of an aero$lane engine can %e #easure at the!
A. camshaft.
B. propeller bla#es.
. accessory gear box.
!. gear box which is locate# between the engine an# the propeller.
1,. The crank asse#%ly consists of
A. crankshaft, connecting ro#s an# pistons.
B. propeller, crankshaft, pistons an# connecting ro#s.
. rankcase, crankshaft, connecting ro#s an# pistons.
!. crankshaft, camshaft, "al"es, "al"e springs an# push ro#s.
17. 0n four-stroke $iston engines. the theoretical valve an ignition settings are
rea6uste in orer to increase the!
A. engine r.p.m.
B. compression ratio
. piston #isplacement
!. o"erall efficiency
1/. 1n a four-stroke $iston engine. the only 7riving7 stroke is !
A. compression
B. intake
. firing%expansion
!. exhaust
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Aiframes & Systems
19. The $ositions of the intake an e8haust valve at the en of the $o&er stroke
are!
A. both "al"es open.
B. intake "al"e close# an# exhaust "al"e open.
. both "al"es close#.
!. exhaust "al"e close# an# intake "al"e open.
20. A $iston engine co#$ression ratio is the ratio of the !
A. swept "olume to the clearance "olume.
B. clearance "olume to the swept "olume.
. total "olume to the swept "olume.
!. total "olume to the clearance "olume.
21. The &orking cycle of a four-stroke engine is !
A. in#uction, compression, power, exhaust.
B. in#uction, power, compression, exhaust.
. compression in#uction, power, exhaust.
!. in#uction, compression, expansion, power.
22. The co#$ression ratio of a $iston engine is the ratio of the!
A. #iameter of the bore to the piston stroke.
B. "olume of the cylin#er with the piston at bottom #ea# centre to that with the
piston at top #ea# centre.
. area of the piston to the cylin#er "olume.
!. weight of the air in#uce# to its weight after compression.
2'. The $art of a $iston engine that transfor#s reci$rocating #ove#ent into
rotary #otion is ter#e the !
A. crankshaft
B. piston
. camshaft
!. re#uction gear
2*. 1f the e8haust valve of a four-stroke cycle engine is close an the intake
valve is 6ust closing. the $iston is on the
A. intake stroke.
B. power stroke.
. exhaust stroke.
!. compression stroke.
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Aiframes & Systems
2+. The horse$o&er evelo$e in the cyliners of a reci$rocating engine is
kno&n as the!
A. shaft horsepower.
B. in#icate# horsepower.
. brake horsepower.
!. thrust horsepower.
2,. 1n a $iston engine. the ca#shaft
A. rotates at the same spee# as the crankshaft.
B. rotates at half the spee# of the crankshaft.
. rotates at twice the spee# of the crankshaft.
!. is in#epen#ent of the crankshaft
27. 0n &hich stroke or strokes are %oth valves on a four-stroke cycle
reci$rocating engine cyliner o$en uring a $art of the strokes.
A. )xhaust.
B. Intake.
. 0ower an# intake.
!. )xhaust an# intake.
2/. (hat oes valve overla$ $ro#ote)
A. $ower intake manifol# pressure an# temperature.
B. A backflow of gases across the cylin#er.
. An o"erlap of the power an# intake strokes.
!. Better sca"enging an# cooling characteristics.
29. At &hat s$ee #ust a crankshaft turn if each cyliner of a four-stroke cycle
engine is to %e fire /00 ti#es a #inute)
A. 277 30(.
B. 877 30(.
. 1677 30(.
!. *277 30(.
'0. (hich of the follo&ing &ill ecrease volu#etric efficiency of a reci$rocating
engine)
A. 4igh fuel octane rating.
B. Short intake pipes of large #iameter.
. $ow carburetor air temperature.
!. 4igh cylin#er hea# temperature.
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Aiframes & Systems
'1. 1n a four-stroke cycle aircraft engine. &hen oes the ignition event take
$lace)
A. After the piston reaches ,! on intake stroke.
B. Before the piston reaches ,! on compression stroke.
. After the piston reaches ,! on power stroke.
!. After the piston reaches ,! on compression stroke.
'*. The oil viscosity e$ens on the!
A. 2uantity of oil.
B. outsi#e pressure.
. oil pressure.
!. oil temperature.
'+. 9or internal cooling. reci$rocating engines are es$ecially e$enent on!
A. a rich fuel:air mixture
B. the circulation of lubricating oil
. a properly functioning thermostat
!. a lean fuel:air mixture
',. 1n aition to the fire ha:ar introuce. e8cessive $ri#ing shoul %e
avoie %ecause !
A. it fouls the spark plugs
B. it washes the lubricant of cylin#er walls
. it #rains the carburettor float chamber
!. the gasoline #ilutes the oil an# necessitates changing oil
'7. The reaing on the oil $ressure gauge is the!
A. pressure of the oil on the outlet si#e of the pressure pump.
B. #ifference between the pressure pump pressure an# the sca"enge pump
pressure.
. pressure in the oil tank reser"oir.
!. pressure of the oil on the inlet si#e of the pressure pump.
'/. The oil syste# for a $iston engine incor$orates an oil cooler that is fitte !
A. after the oil has passe# through the engine an# before it enters the sump
B. between the oil tank an# the pressure pump
. after the pressure pump but before the oil passes through the engine
!. in the return line to the oil tank after the oil has passe# through the sca"enge
pump
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Aiframes & Systems
'9. Lo& oil $ressure is so#eti#es the result of a
A. restricte# oil passage
B. too large oil pump
. worn oil pump
!. too small sca"enger pump.
*0. 1n a reci$rocating engine oil syste#. the te#$erature %ul% senses oil
te#$erature
A. an# in#icates the a"erage oil temperature.
B. at a point after the oil has passe# through the oil cooler.
. while the oil is in the hottest area of the engine.
!. imme#iately before the oil enters the oil cooler.
*1. "yliner &alls are usually lu%ricate %y
A. splashe# or spraye# oil.
B. a #irect pressure system fe# through the crankshaft, connecting ro#s, an# the
piston pins to the oil control ring groo"e in the piston.
. oil that is picke# up by the oil control ring when the piston is at bottom centre.
!. oil migration past the rings #uring the intake stroke.
*2. 1gnition syste#s of $iston engines use for s#all general aviation
aero$lanes are
A. in#epen#ant from the electrical system of the aeroplane.
B. #epen#ant on the battery.
. #epen#ant on the !%;enerator.
!. #epen#ant on the A%;enerator.
*'. 1f the groun &ire %et&een the #agnetos an the ignition s&itch %eco#es
isconnecte the #ost noticea%le result &ill %e that!
A. the engine cannot be starte# with the ignition switch in the <&=< position
B. a still operating engine will run #own
. the engine cannot be shut #own by turning the ignition switch to the <&++<
position
!. the power #e"elope# by the engine will be strongly re#uce#
**. The $ur$ose of an ignition s&itch is to !
A. connect the battery to the magneto
B. connect the secon#ary coil to the #istributor
. control the primary circuit of the magneto
!. connect the contact breaker an# con#enser in series with the primary coil
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ATPL 021
Aiframes & Systems
*+. ;ner nor#al running conitions a #agneto ra&s $ri#ary current !
A. from the aircraft batteries "ia an in"erter.
B. from the booster coil.
. #irectly from the aircraft batteries.
!. from a self%containe# electro%magnetic in#uction system.
*,. Prolonge running at lo& r$# #ay have an averse effect on the efficiency
of the!
A. carburettor.
B. sparking plugs.
. oil pump.
!. fuel filter.
*7. The $ur$ose of a istri%utor in an ignition syste# is to istri%ute!
A. secon#ary current to the sparking plugs.
B. primary current to the con#enser.
. secon#ary current to the con#enser.
!. primary current to the sparking plugs.
*/. The very ra$i #agnetic fiel changes 2flu84 aroun the $ri#ary coil in a
#agneto are acco#$lishe %y the!
A. contact breaker points closing.
B. istributor arm aligning with one of the high tension segments.
. contact breaker points opening.
!. rotor turning past the position of maximum flux in the armature.
*9. An aircraft #agneto is s&itche off %y
A. opening the primary circuit
B. groun#ing the primary circuit
. opening the secon#ary circuit
!. groun#ing the secon#ary circuit.
+0. An i#$ulse #agneto cou$ling
A. a#"ances ignition timing an# gi"es a hotter spark at starting
B. e#uces magneto spee# #uring engine warm%up
. gi"es a retar#e# spark at starting
!. gi"es an automatic spark increase #uring high spee# operation.
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Aiframes & Systems
+1. 1f an engine fails to sto$ &ith the #agneto s&itch in 099 $osition. the cause
#ay %e !
A. excessi"e carbon formation in cylin#er hea#.
B. switch wire groun#e#
. #efecti"e con#enser
!. foule# spark plugs
+2. 1f the groun &ire %et&een the #agneto an the ignition s&itch %eco#es
isconnecte. the #ost noticea%le result &ill %e that the engine
A. will not operate at the left magneto
B. cannot be shut #own by turning the switch to the &++ position.
. will not operate at the right magneto
!. cannot be starte# with the switch in the &= position
+'. An i#$ulse cou$ling use on a #agneto for a $iston engine is for
A. a#"ancing ignition timing
B. pro"i#ing a retar#e# spark for engine starting.
. 2uick remo"al an# installation
!. absorbing starting loa#s
+*. (hen the #agneto selector s&itch is set to 70997 $osition. the $iston
engine continues to run nor#ally. The #ost $ro%a%le cause of this failure is
that!
A. ,here is a carbon #eposit on the spark plugs electro#es.
B. &n a magneto, a groun#ing wire is broken.
. A wire from the magneto is in contact with a metallic part of the engine.
!. ,here are local hot points in the engine ?probably #ue to o"erheating of the
cylin#er hea#s@.
++. 1n a $iston engine. #agnetos are use to $rouce the s$ark &hich ignites
the fuel<air #i8ture. The o$erating $rinci$le of #agnetos consists in !
A. accumulating in a con#enser a low "olt current from the battery, reconstitute it
as high "oltage current at the moment the spark is generate#.
B. obtaining a high amp low "olt current in or#er to generate the spark.
. breaking the primary current in or#er to in#uce a low amp high "olt current
which is #istribute# to the spark plugs.
!. creating a brief high intensity magnetic fiel# which will be sent through the
#istributor at the appropriate time.
+,. (hich of the follo&ing conitions #ost likely lea to etonation)
A. Improper ignition timing.
B. -se of fuel with too low octane rating.
. Improper "al"e grin#ing at o"erhaul.
!. -se of fuel with too high octane rating.
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Aiframes & Systems
+7. 1n orer to turn a #agneto off. the $ri#ary circuit #ust %e!
A. Shunte# to the battery circuit.
B. ;roun#e#.
. &pene#.
!. Shorte#.
+/. 1f the groun &ire of a #agneto is isconnecte at the ignition s&itch. the
result &ill %e!
A. ,he affecte# magneto will be isolate# an# the engine will run on the opposite
magneto.
B. A #ecrease in magnetic lines of force.
. ,he engine will stop running.
!. ,he engine will not stop running when the ignition switch is turne# off.
+9. (hen $erfor#ing a #agneto groun check on an engine. correct o$eration
is inicate %y!
A. A #ecrease in manifol# pressure.
B. An increase in 30(.
. =o #rop in 30(.
!. A slight #rop in 30(.
,0. 0n #oern car%urettors. the variations of #i8ture ratios are o%taine %y the
a6ust#ent of !
A. fuel flow an# air flow.
B. air flow.
. fuel flow.
!. fuel flow, air flow an# temperature.
,1. 1n &hich sections of the car%urettor &oul icing #ost likely occur)
A. main air blee# an# main #ischarge noAAle
B. float chamber an# fuel inlet filter
. accelerator pump an# main metering 'et
!. "enturi an# the throttle "al"e
,2. The o$erating $rinci$le of float-ty$e car%urettors is %ase on the!
A. increase in air "elocity in the throat of a "enturi causing an increase in air
pressure
B. automatic metering of air at the "enturi as the aircraft gains altitu#e
. #ifference in air pressure at the "enturi throat an# the air inlet
!. measurement of the fuel flow into the in#uction system
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Aiframes & Systems
,'. 1n an engine e5ui$$e &ith a float-ty$e car%urettor. the lo& te#$erature that
causes car%urettor ice is nor#ally the result of!
A. freeAing temperature of the air entering the carburettor
B. "aporiAation of fuel an# expansion of the air in the carburettor
. compression of air at the carburettor "enturi
!. low "olatility of a"iation fuel
,*. (hich state#ent is true concerning the effect of the a$$lication of
car%urettor heat)
A. it re#uces the #ensity of air entering the carburettor, thus enriching the fuel:air
mixture
B. it re#uces the "olume of air entering the carburettor,thus leaning the fuel:air
mixture
. it re#uces the #ensity of air entering the carburettor, thus leaning the fuel:air
mixture
!. it re#uces the "olume of air entering the carburettor,thus enriching the fuel:air
mixture
,+. =a$our lock is !
A. "aporiAing of fuel prior to reaching the carburettor
B. the formation of water "apour in a fuel system
. "aporiAing of fuel in the carburettor
!. the inability of a fuel to "aporiAe in the carburettor
,,. A fuel strainer &hen fitte to a car%urettor &ill %e $ositione !
A. between the metering 'et an# the #ischarge noAAle.
B. between the nee#le "al"e an# the metering 'et.
. upstream of the nee#le "al"e.
!. #ownstream of th #ischarge noAAle.
,7. The $ur$ose of the venturi in a car%urettor is to!
A. create a rise in pressure at the throat before the mixture enters the in#uction
system.
B. pre"ent enrichment of the mixture #ue to high air "elocity through the
carburettor.
. ensure complete atomisation of the fuel before entering the in#uction system.
!. create the #epression necessary to cause fuel to flow through the carburettor
'ets.
1*
ATPL 021
Aiframes & Systems
,/. (ith res$ect to a $iston engine aircraft. ice in the car%urettor !
A. will only form at &A,Bs below the freeAing point of fuel.
B. will only form at &A,Bs below C17D.
. will only form at outsi#e air temperatures ?&A,Bs@ below the freeAing point of
water.
!. may form at &A,Bs higher than C17D.
,9. To ensure that the fuel flo& is ke$t irectly $ro$ortional to the volu#e of air
flo&ing through the choke. thus $reventing the #ain 6et su$$lying
e8cessive fuel as engine s$ee is increase. a car%urettor is fitte &ith !
A. an accelerator pump
B. a power 'et
. a #iffuser
!. a mixture control
70. >$ark ti#ing is relate to engine s$ee in the &ay that the!
A. faster the engine functions, the more retar#e# the spark is.
B. slower the engine functions, the more the spark is a#"ance#
. faster the engine functions, the further past ,! the spark occurs
!. faster the engine functions, the more the spark is a#"ance#
71. 7=a$our lock7 is the $heno#enon %y &hich!
A. water "apour plugs are forme# in the intake fuel line following the
con#ensation of water in fuel tanks which ha"e not been #raine# for
sometime.
B. heat pro#uces "apour plugs in the fuel line.
. abrupt an# abnormal enrichment of the fuel:air mixture following an
inappropriate use of carburetor heat.
!. burnt gas plugs forming an# remaining in the exhaust manifol# following an
o"erheat an# thereby #isturbing the exhaust.
72. (hich state#ent is true concerning the effect of the a$$lication of
car%uretor heat)
A. It re#uces the #ensity of air entering the carburetor, thus enriching the fuel:air
mixture
B. it re#uces the "olume of air entering the carburettor,thus enriching the fuel:air
mixture
. It re#uces the "olume of air entering the carburetor, thus leaning the fuel:air
mixture.
!. It re#uces the #ensity of air entering the carburetor, thus leaning the fuel:air
mixture.
1/
ATPL 021
Aiframes & Systems
7'. "ar%urettor icing can occur &hen the outsie air te#$erature is %et&een!
A. %15D to C 5D .
B. 7D to C 15D .
. C 15D to C *7D .
!. %5D to C 18D .
7*. 1n an aircraft e5ui$$e &ith a float-ty$e car%urettor an a constant-s$ee
$ro$eller. car%urettor icing &oul $ro%a%ly first %e etecte %y!
A. A #rop in engine 30(.
B. !etonation.
. A #rop in manifol# pressure an# engine 30(.
!. A #rop in manifol# pressure.
7+. 1f the volu#e of air $assing through a car%urettor venturi is reuce. the
$ressure at the venturi throat &ill
A. #ecrease.
B. be e2ual to the pressure at the "enturi inlet.
. be e2ual to the pressure at the "enturi outlet.
!. increase.
7,. The a#ount of fuel that flo&s through the car%urettor is irectly controlle
%y
A. ,hrottle.
B. (ixture control.
. Airflow through the carburettor "enturi.
!. (ain metering 'et.
77. The $resence of car%urettor ice. in an air$lane e5ui$$e &ith a fi8e-$itch
$ro$eller can %e verifie %y a$$lying car%urettor heat an noting
A. an increase in 30( an# then a gra#ual #ecrease in 30(.
B. a #ecrease in 30( an# then constant 30(
. an imme#iate increase in 30( with no further change in 30(.
!. a #ecrease in 30(, followe# by an increase in 30(.
7/. 1cing of the car%uretor can take $lace)
A. 1hen the temperature #rops below %5D .
B. 1hen the temperature #rops an# precipitation occurs.
. 1hen the temperature #rops an# sufficient moisture is present for sublimation.
!. 1hen the temperature #rops below 7D
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Aiframes & Systems
79. The $o&er of a $iston engine ecreases uring cli#% &ith a constant $o&er
lever setting. %ecause of the ecreasing !
A. air #ensity.
B. engine temperature.
. humi#ity.
!. temperature.
/0. The conitions uner &hich you o%tain the highest engine $o&er are !
A. warm an# #ry air at high pressure.
B. warm an# humi# air at low pressure.
. col# an# humi# air at high pressure.
!. col# an# #ry air at high pressure.
/1. The $o&er out$ut of a nor#ally as$irate $iston engine increases &ith
increasing altitue at constant ?anifol Air Pressure 2?AP4 an @P?
%ecause of the !
A. lower friction losses.
B. lower losses #uring the gas change.
. lower back pressure.
!. leaner mixture at higher altitu#es.
/2. -uring cli#% &ith constant ?anifol Air Pressure 2?AP4 an @P? inication
an constant #i8ture setting. the $o&er out$ut of a $iston engine !
A. increases.
B. #ecreases.
. only stays constant if the spee# control le"er is pushe# forwar#.
!. stays constant.
/'. The glo%al out$ut of a $iston engine is of! 2glo%al out$ut 3 Ther#al energy
corres$oning to the availa%le shaft<$o&er over the total ther#al energy
$rouce4.
A. 7.57
B. 7.*7
. 7.95
!. 7.>7
/*. The $o&er co#%ination that is #ost likely to result in e8cessive cyliner
$ressure is a relatively
A. low manifol# pressure with high 30(
B. high manifol# pressure with low 30(.
. low manifol# pressure with low 30(.
!. high manifol# pressure with high 30(.
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/+. The kin of co#$ressor nor#ally use as a su$ercharger is !
A. a hybri# compressor.
B. an axial compressor.
. a ra#ial compressor.
!. a piston compressor.
/,. (hat can %e the conse5uence uring a escent &ith a fully o$en throttle if
the &aste gate is sei:e )
A. ,he turbine bla#es will separate.
B. ,he power of the motor will #ecrease.
. ,he turbine shaft will break.
!. ,he manifol# air pressure ?(A0@ "alue may excee# the maximum allowe#
"alue.
/7. 0ne of the avantages of a tur%o su$ercharger is that !
A. there is no #anger of knocking.
B. it has a better propulsi"e efficiency.
. there is no torsion at the crankshaft.
!. it uses the exhaust gas energy which normally is lost.
//. The $ri#ary $ur$ose of a su$ercharger is to !
A. increase 2uantity of fuel at metering 'et
B. maintain power at altitu#e
. pro"i#e leaner mixtures at altitu#es below 5777 ft
!. pro"i#e a richer mixture at high altitu#es
/9. The air in a $iston engine tur%o-su$ercharger centrifugal co#$ressor !
A. enters the eye of the impeller an# lea"es at a tangent to the periphery.
B. enters "ia the #iffuser an# is fe# to the impeller at the optimum angle of attack.
. enters at the periphery an# lea"es "ia the eye of the impeller.
!. enters at a tangent to the rotor an# lea"es "ia the stator.
90. 1n a $iston engine. tur%ocharger %oost $ressure #ay %e #onitore %y !
A. both a 4, gauge an# manifol# pressure gauge.
B. a cylin#er hea# temperature gauge ?4,@, a manifol# pressure gauge, an#
engine rpm rea#ings.
. a manifol# pressure gauge only.
!. both engine rpm rea#ings an# a manifol# pressure gauge.
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ATPL 021
Aiframes & Systems
91. A tur%ocharger syste# is nor#ally riven %y!
A. an hy#raulic motor.
B. an electric motor.
. the exhaust system.
!. an electrically acti"ate# hy#raulically powere# clutch.
92. A tur%ocharger consists of a!
A. turbine #ri"ing a compressor "ia a re#uction gear.
B. compressor an# turbine on in#i"i#ual shafts.
. compressor #ri"ing a turbine "ia a re#uction gear.
!. compressor an# turbine mounte# on a common shaft.
9'. 1f the tur%ocharger &aste gate is co#$letely close
A. =one of the exhaust gases are #irecte# through the turbine.
B. ,he manifol# pressure will be lower than normal.
. ,he turbosupercharger is in the &++ position.
!. All the exhaust gases are #irecte# through the turbine
9*. (hat is the $ur$ose of a tur%ocharger syste# for a s#all reci$rocating
aircraft engine)
A. ompresses the air to hol# the cabin pressure constant after the aircraft has
reache# its critical altitu#e.
B. (aintains constant air "elocity in the intake manifol#.
C. ompresses air to maintain manifol# pressure constant from sea le"el to the
critical altitu#e of the engine.
!. (aintains "ariable air pressure to the carburetor "enturi.
9+. An engine tur%ocharger is sai to %e 7groun %ooste7 &hen it
A. maintains a manifol# pressure abo"e sea le"el con#itions
B. maintains sea le"el con#itions with increasing altitu#e
. has a fixe# waste gate setting
!. has one rate# altitu#e an# one full throttle height
9,. (hat energy source is use to rive the tur%ines of tur%ocharge air$lane)
A. )lectrical system.
B. Ignition system.
. )ngine exhaust gases.
!. )ngine compressor
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ATPL 021
Aiframes & Systems
97. (hat regulates the s$ee of a tur%ocharger)
A. ,urbine.
B. ompressor.
. 1aste gate.
!. ,hrottle.
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