Question N 1

Correct Answer – D
Refer to figure.
The internal structures of most wings are made up of:

 Spars and stringers which run spanwise; and

 Ribs running chordwise (leading edge to trailing edge).

Spars: are the main structural member of a wing, supporting all distributed
loads and concentrated weights (such as the fuselage, landing gear, and
engines).
Skin: is attached to the wing structure and carries part of the loads imposed
during flight (including loads due to pressurisation). It also transf ers the stresses
to the wing ribs.

 The pressurisation loads act directly on the skin. As a result from the
pressure from the inside, the skin stretches - tension.

Ribs: perform similar functions to those performed by fuselage frames. They

maintain the shape of the wing section, assist in transferring loads to the wing
spars, and reduce the column length of the stringers.
Question N 2
Correct Answer – B
Refer to figure.
“Carry the loads due to pressurisation and convert them into tensile
stress”
This probably refers to the skin of a fuselage
“Assist the skin to absorb longitudinal compressive loads”
This is the purpose of the stringers
“Provide sound and thermal insulation”
Isolation blankets are used for this purpose
“Absorb shear stresses”
Rivets are one of the parts of a construction which absorb shear stress.
Question N 3
Correct Answer – C
Statement 1: In composite structural components the strength can be
tailored to the direction of the load by orienting the fibres.
Is correct, the tensile strength is highest along the direction of the fibres, so not
in all directions.
Statement 2: Composite materials enable manufacturing structures with a
higher strength-to-weight ratio than metal structures.
This is correct, composite materials have far higher strength-to-weight ratio than
metals.

Question N 4
Correct Answer – A
Pressurisation of cabins usually results in fourfold higher pressure inside an
aircraft compared to the outside environment. High-pressure air will always
move towards low-pressure air, which leads to a force on the airframe trying to
expand the cabin, putting the skin under tensile load.
This can be described as a balloon being inflated more and more. Due to the
pressure from inside, the skin stretches (tension) and the circumference
increases (obviously the circumference of the fuselage only increases fractional
– compared to the balloon)

Question N 5
Correct Answer – A
Since pressurisation forces are to be resisted by flight deck windows as well as
the cabin structure, the windows need to be very strong. To achieve this, flight
deck windows are constructed from several layers. Heating elements are added
to the tough outer glass. There are two main benefits of heating:
 The first is icing resistance due to the increased temperature of the
surface. Windshield heat controllers are generally capable of handling two
primary functions: de-fog and de-ice. Cockpit side windows often do not
feature window heating but are only equipped with defogging devices.
 The second is that the heated glass stays in a temperature range
where it is less rigid. The heating elements usually heat the windows
into this temperature range, switch off so they do not overheat,
then switch back on again if the window is going to cool down too
much, cycling like this throughout every flight. Window heating
ensures the screen vinyl layer is kept elastic and resilient and better to
absorb damage in case of a bird strike/hail. For this reason most, if not
all, commercial aircraft with heated windshields will have a speed
restriction below 10 000 ft if the windshield heat is inoperative , commonly
that restriction is to be not above 250 KIAS below 10 000 ft.

Question N 6
Correct Answer – D
Flutter of control surfaces is caused by the CG of the surface positioned behind
the hinge line. To move the CG forward, the weights must be placed in front of
the hinge line. This is called mass balancing.
Question N 7
Correct Answer – C
Windshield heat controllers generally must be capable of handling two primary
functions: de-fog and de-ice. Defogging is used to prevent (or eliminate)
condensation build-up on the inside of the windshield, while deice prevents (or
eliminates) ice from forming on the outside of the window. For instance, a
windshield that fogs up or freezes reduces pilot visibility and puts the safety of
the entire aircraft at risk.
Proper windshield temperature is also important to maintain structural
properties of the transparency in the case of bird strike events. Window
heating ensures the screen vinyl layer is kept elastic and resilient and better to
absorb damage in case of a bird strike/hail - not so if the screen is "cold" and
"hard". For this reason most, if not all, commercial aircraft with heated
windshields will have a speed restriction below 10 000 ft if the windshield heat is
inoperative, commonly not above 250 KIAS below 10 000 ft.

Question N 8
Correct Answer – C
Flutter of control surfaces is a divergent oscillatory motion of a control surface
caused by its natural frequency, the inter action of aerodynamic forces, inertia
forces and the stiffness of the structure. Flutter occurs when the frequency of
the oscillations is the same as the natural frequency of the aircraft .
With increasing airspeed, these vibrations may lead to damages or even a total
destruction of the structure and therefore has to be damped out within the flight
envelope. Aircraft are rigorously test flow prior to certification where maximum
speeds are established. Provided that these speed limitations are never
exceeded, flutter should not be encountered.

Question N 9
Correct Answer – D
Pressurisation of cabins usually results in fourfold higher pressure inside an
aircraft compared to the outside environment. As you know, high pressure air
will always move towards low pressure air. This leads to a force on the airframe
trying to expand the cabin which puts the skin under tensile loads. The fuselage
skin is stretched as a result of the high pressure differential inside the
aircraft.
Question N 10
Correct Answer – B
Refer to the figure.
In a wing the spars are placed in the length direction to carry the bending
moments together with the skin, or in case of this question where the skin is
non-load carrying, or by itself.
Question N 11
Correct Answer – A
“Aileron deflection”
Will give either an up or down movement on the end of the wings causing a
torsion effect, so this answer is correct.
“Propwash”
Propwash one a single engine will mostly come over the wing root, not causing
a torsion effect. And on twin-engine aircraft the flow will be evenly distributed
over the wing also not causing any torsion effect.
“Wing dihedral”
Is a wing design which gives the aircraft more stability and will not cause a
significant torsion effect.
“Wing tip vortices”
Will cause drag but will not cause the wing to have a significant torsion effect.

Question N 12
Correct Answer – B
Learning Objective 021.02.02.01.02: State the advantages and disadvantages
of composite materials compared with metal alloys by considering the
following: strength-to-weight ratio; capability to tailor the strength to the
direction of the load; stiffness; electrical conductivity (lightning); resistance to
fatigue and corrosion; resistance to cost; discovering damage during a pre-
flight inspection.

Note: feedback on this question is limited, and everything we have has been
included in this question. Any further exam feedback can be put in the
comments or emailed to [email protected], thank you.

Corrosion is where two substances begin to change the composition of each

other when mixed. Sometimes this is by literally breaking down the composition
of the other substance, which is the most dramatic form of corrosion. This
happens when one of the substances is corrosive to the other one. For instance,
Mercury is HIGHLY corrosive to aluminium, and burns straight through
aluminium if the two come into contact (also producing toxic fumes; they really
are not a very pleasant combination). Other forms of co rrosion are oxidation
(rust) or galvanic corrosion (dissimilar metals in water).
Strangely, this is not really a corrosion question - even though those are
common - it is actually a materials question, and is asking us to state that
plastics and composites are more corrosion resistant than metals, which is
correct. The other answers are false.
A notable point is that washing the aircraft after every flight could cause some
water based corrosion or rusting over time, so is not a good idea to fight
corrosion. The other two options asked in the exam other than the correct one
and the "washing" one are unknown due to feedback constraints.

Question N 13
Correct Answer – A
Refer to figure.
Spars: are the main structural member of a wing, supporting all distributed loads
and concentrated weights (such as the fuselage, landing gear, and engines).
Cantilever wings are built so that no external bracing is needed. They are
supported internally by structural members assisted by the skin of the aircraft.

 Stationary on the ground the wings are drooping under gravity, streching
the top skin (tension) and compressing the bottom skin.
 In flight lift, lift is pulling the wings up (bent upwards), stretching the
bottom (tension) and compressing the top.

Question N 14
Correct Answer – B
Refer to the figure
To prevent flutter, the structure needs high stiffness and the balancing mass
located in front of the control surface hinge line.
A low stiffness would make a control surface more susceptible to flutter because
a flexible structure will keep vibrating longer after a disruption than a stiff
structure.
The more forward the CG of a control surface, the more stable it will be.
Therefore, most control surfaces are equipped with a Mass balance in front of
the hinge line. See figure
Therefore, statements 1 and 3 are correct.

Question N 15
Correct Answer – C
Pre-Flight Inspection
The visual preflight assessment is an important step in mitigating airplane flight
hazards. The purpose of the preflight assessment is to ensure that the airplane
meets regulatory airworthiness standards and is in a safe mechanical condition
prior to flight.
Besides all items specified in the AFM/POH that must be inspected, the pilot
should also develop an awareness for critical areas, such as spar lines, wing,
horizontal, and vertical attach points including wing struts and landing gear
attachment areas.
  Obviously, Bent antennae, Broken lights and Lack of groves in the tires
could possibly impose a safety hazard and, therefore, should also b e
inspected before flight. But, it is paramount that the actual aicraft
structure has no damage.

Question N 16
Correct Answer –
Refer to figure.
Most modern aircraft fuselages are usually of semimonocoque construction. The
semimonocoque design overcomes the strength-to-weight problem of
monocoque construction.
The outside skin gives the fuselage its aerodynamic shape and can support a
major portion of the flight loads. Longerons hold the bulkheads and formers. The
longerons are supplemented by other longitudinal members known as stringers.
Stringers stiffen the skin and assist the sheet materials to carry loads along their
length. Stringers and longerons prevent tension and compression stresses from
bending the fuselage. The vertical/lateral structural members are referred to
as bulkheads, rings and formers (frames) and determine the cross -
sectional shape of the fuselage. The bulkheads, rings and formers hold the
stringers. All of these join together to form a rigid fuselage framework.
Note: Stringers, floor beams and longerons are longitudinal components.
Question N 17
Correct Answer – A
Refer to figure.
Flutter of control surfaces is a divergent oscillatory motion of a control surface
caused by its natural frequency, the interaction of aerodynamic forces, inertia
forces and the stiffness of the structure.
To prevent flutter, stiffness should be increased and/or the CG of the control
surface should be moved forward of the control hinge by adding a balancing
mass in front of the control surface hinge line (the more forward the CG of a
control surface is, the more stable it will be).
Note: A low stiffness would make a control surface more susceptible to flutter
because a flexible structure will keep vibrating longer after a disruption than a
stiff structure.
Question N 18
Correct Answer – B
Refer to the figure
In the figure you can see what is meant with this question, if the wing bends
upwards and the aileron has its CG behind the hinge line this will make a
downward motion. This will increase the inertia moment on the wing which could
result in flutter.
Question N 19
Correct Answer – B
Aircraft are specifically designed to operate routes of a certain duration, so the
plane that you will be flying on will typically be a plane designed to fly that type
of route. Most aircraft life times are measured in cycles and the aircraft lifespan
is established by the manufacturer, usually based on take-off and landing
cycles. The fuselage is most susceptible to fatigue, but the wings are too,
especially on short hauls where an aircraft goes through pressurization cycles
every day. Aircraft used on longer flights experience fewer pressurization
cycles, and can generally last longer. Aircrafts designed for long-haul flights
typically are designed for flight cycles involving long cruises, between take-
off/landing. Meaning that, for instance, the lifetime for such aircraft may be
established as 50 000 flight hours but only 8 000 cycles, whichever comes first
=> It is not economically beneficial to use long haul aircrafts on flights which are
shorter than 6 h.

Question N 20
Correct Answer – D
Refer to the figure
The more forward the CG of a control surface, the more stable it will be.
Therefore, most control surfaces are equipped with a Mass balance in front of
the hinge line. (see figure)
Question N 21
Correct Answer – B
Bonding is a process when a relatively light material is added at the joining
surfaces, which changes its physical state when it dries and solidifies during the
process and creates a chemical bond with each of the elements. Cracks may
develop due to unequal loading of forces due to missing bolts. These may be
visually identified by observing missing rivets, joints or collision damages.

Question N 22
Correct Answer – C
Refer to figure.
Most modern aircraft fuselages are usually of semimonocoque construction. The
semimonocoque design overcomes the strength-to-weight problem of
monocoque construction.
The outside skin gives the fuselage its aerodynamic shape and can support a
major portion of the flight loads. Longerons hold the bulkheads and formers. The
longerons are supplemented by other longitudinal members known as stringers.
Stringers stiffen the skin and assist the sheet materials to carry loads along their
length. Stringers and longerons prevent tension and compression stresses from
bending the fuselage. The vertical structural members are referred to as
bulkheads, rings and formers (frames). The bulkheads, rings and formers hold
the stringers. All of these join together to form a rigid fuselage framework.
Question N 23
Correct Answer – B
Bonding is a process when a relatively light material is added at the joining
surfaces, which changes its physical state when it dries and solidifies during the
process and creates a chemical bond with each of the elements. Cracks may
develop due to unequal loading of forces due to missing bolts. These may be
visually identified by observing missing rivets, joints or collision damages.

Question N 24
Correct Answer – B
Learning Objective 021.02.04.01.10: Explain the function of window heating for
structural purposes.
The flight deck windshield is made of many different layers of materials,
mostly plastics such as acrylic and vinyl, to give it favourable properties such as
high strength, good flexibility (for impact resistance) and a hard wearing outer
coating, with good rain resistance. They also contain heating elements which
have a couple of different jobs, their main job being to keep the plastics
(vinyl and acrylic) in a slightly softer state, where they are flexible enough
to absorb and deflect impacts from objects like birds at very high speeds.
Glass is not quite as good for aircraft windshields, and even though there may
be some form of glass within the many layers, the heating would not affect its
properties to the same scale as the vinyl, and the glass has different properties
anyway.
If the heating was not present, then the windshield would become very brittle in
the extreme cold of the upper airways and could break more easily upon impact.
The secondary jobs of the heated windshield are de-fogging and de-icing,
which are important in their own right, but are certainly a secondary
consideration to the impact resistance.

Question N 25
Correct Answer – A
Flutter is a periodic aeroelastic process. It is a self -induced oscillation, at which
different oscillations are coupled via aerodynamic and inertial forces. Energy for
the oscillation is provided by the airstream with velocity (v), the "channel"
through which the energy is transmitted is lift (changes in lift) and used by the
flexible system (having mass and elasticity).
If the CG is in the hinge, wing bending - controls surface flutter will not be
started. Therefore, CG of the control is moved towards the hinge by the means
of mass and balance by adding an extra weight in front of the torsion axis of
the wing.

Question N 26
Correct Answer – A
Refer to figure.
Cantilever wings are built so that no external bracing is needed. They are
supported internally by structural members assisted by the skin of the aircraft.

 Stationary on the ground the wings are drooping under gravity, streching
the top skin (tension) and compressing the bottom skin.
  In flight lift, lift is pulling the wings up (bent upwards), stretching the
bottom (tension) and compressing the top.

Question N 27
Correct Answer – D
Maximum Zero Fuel Mass (MZFM) is the maximum permissible mass of an
aeroplane with no usable fuel. The MZFM is a structural limit based on the
bending moments of the wing root.
All extra weight above the MZFM must comprise fuel only. The added fuel,
which is invariably carried in the wing increases its stiffness and reduces its
bending and torsion (twisting).
Fuel being stored in the wings is a useful feature, as the weight of the fu el
counteracts the lift generated and gives relief to the roots of the cantilever wing.
However, with no fuel, the wings are light, and the fuselage is heavy, which
causes a large moment at the root of the wing. Therefore, the maximum zero-
fuel weight implies a protection to the wing root against being overstressed. As
long as it is not exceeded, lack of large amounts of fuel in the wings will not
cause failure at the wing roots because of bending.

Question N 28
Correct Answer – B
Refer to the figure
To prevent flutter, the structure needs high stiffness and the balancing mass
located in front of the control surface hinge line.
A low stiffness would make a control surface more susceptible to flutter because
a flexible structure will keep vibrating longer after a disruption than a stiff
structure.
The more forward the CG of a control surface, the more stable it will be.
Therefore, most control surfaces are equipped with a Mass balance in front of
the hinge line. (see figure)

Question N 29
Correct Answer – A
Refer to figure.
TORSION BOX
A conventional wing torsion box comprises separate front and rear wing
spars extending along the length of the wing box, with ribs extending between
the front and rear wing spars, with separate rib -spar posts being provided to
help hold the spars and ribs together. Separate stringers run the length of the
wing box. Upper and lower sing skins covering substantially the entire upper and
lower surfaces of the wing box are provided.
Question N 30
Correct Answer – A
Refer to figure.
The internal structures of most wings are made up of:

 Spars and stringers which run spanwise; and

 Ribs running chordwise (leading edge to trailing edge).

Spars: are the main structural member of a wing, supporting all distributed
loads and concentrated weights (such as the fuselage, landing gear, and
engines).
Skin: is attached to the wing structure and carries part of the loads imposed
during flight. It also transfers the stresses to the wing ribs.
Ribs: perform similar functions to those performed by fuselage frames. They
maintain the shape of the wing section, assist in transferring loads to the wing
spars, and reduce the column length of the stringers.
Question N 31
Correct Answer – A
Refer to figure.
Cantilever Wing: Uses no external struts or bracing. All support is obtained
from the wing itself. The wing spars are built in such a way that they carry all the
torsion and bending loads. The end fixed rigidly to the central fuselage is known
as the root and the far end as the tip.
Non-cantilever Wing: Uses external struts or wires to assist in supporting the
wing and carrying the aerodynamic and landing loads. Wing support cables and
struts are generally made from steel.

Question N 32
Correct Answer – A
Since pressurisation forces are to be resisted by flight deck windows as well as
the cabin structure, the windows need to be strong. To achieve this, flight deck
windows are constructed from several layers. A heating element is added to the
tough outer glass. There are two main benefits of heating:
 The first is icing resistance due to the increased temperature of the surface.
Windshield heat controllers are generally capable of handling two primary
functions: de-fog and de-ice. Cockpit side windows often do not feature
window heating but are only equipped with defogging devices.
 The second is that the heated glass stays in a temperature range where it
is less rigid. Window heating ensures the screen vinyl layer is kept elastic
and resilient and better to absorb damage in case of a bird strike/hail. For
this reason most, if not all, commercial aircraft with heated windshields will
have a speed restriction below 10 000 ft if the windshield heat is
inoperative, commonly not above 250 KIAS below 10 000 ft.

Question N 33
Correct Answer – A
Refer to figure.
The internal structures of most wings are made up of:

 Spars and stringers which run spanwise; and

 Ribs running chordwise (leading edge to trailing edge).

Spars: are the main structural member of a wing, supporting all distributed
loads and concentrated weights (such as the fuselage, landing gear, and
engines).
Skin: is attached to the wing structure and carries part of the loads imposed
during flight. It also transfers the stresses to the wing ribs.
Ribs: perform similar functions to those performed by fuselage frames. They
maintain the shape of the wing section, assist in transferring loads to the wing
spars, and reduce the column length of the stringers.
Question N 34
Correct Answer – C
Since pressurisation forces are to be resisted by flight deck windows as well as
the cabin structure, the windows need to be strong. To achieve this, flight deck
windows are constructed from several layers. A heating element is added to the
tough outer glass. There are two main benefits of heating:
 The first is icing resistance due to the increased temperature of the
surface. Windshield heat controllers are generally capable of handling two
primary functions: de-fog and de-ice. Cockpit side windows often do
not feature window heating but are only equipped with defogging
devices.
 The second is that the heated glass stays in a temperature range where it
is less rigid. Window heating ensures the screen vinyl layer is kept elastic
and resilient and better to absorb damage in case of a bird strike/hail. For
this reason most, if not all, commercial aircraft with heated
windshields will have a speed restriction below 10 000 ft if the
windshield heat is inoperative, commonly not above 250 KIAS below 10
000 ft.

Question N 35
Correct Answer – D
“Through the correct use of trim tabs”
Trim tabs will not prevent control surface flutter as it just places the surface in a
trimmed position, any instabilities in the control surface itself will not be
resolved by trimming.
“Providing the control surface attachment st ructure with sufficient
flexibility”
The control surface should not have too much backlash (play) or flexibility as
this would increase the possibility of flutter.
“Through correct use of balance tabs”
This is incorrect for the same reason as trim tabs, th ese are designed to
balance a control surface is a required position but will not prevent oscillations.
“Ensuring correct mass distribution within the control surface”
This is correct as the CG of a control surface should be close to the hinge as
this will alter the moment of inertia of the surface and therefore the period of
vibration.

Question N 36
Correct Answer – B
Refer to figures.
The flight deck windshield must provide sufficient external vision to permit the
pilot to safely perform any manoeuvres within the operating limits of the aircraft
and, at the same time, afford an unobstructed view of the flight instruments and
other critical components and displays from the same eye position.
THE EYE REFERENCE POINT (figure 1)
Fixed markers or other guides are installed at each pilot station to enable
the pilots to position themselves in their seats for optimum combination of
outside visibility and instrument scan.
The Eye Reference Position standardises the visual attitude especially on
approach and landing.
THE EYE REFERENCE INDICATOR (figure 2)
Some modern transport aircraft provide an eye reference indicator on the centre
structure of the windshield.
The indicator is a device that is fitted with 3 balls painted red or white.
To achieve a correct seating position, pilots must align the red and white
ball meaning that the white ball is hidden when in the correct position.
OPTIMISED FIELD OF VIEW (figure 3)
The cockpit is designed so that when the pilot has aligned themselves to the eye
reference point; all of the instruments and displays on the front panel are in
their field of view.
Alignment using the eye reference point enables the pilots to have an optimal
field of view through the cockpit’s windows to see what is around them outside
the aircraft. The eye reference point position ensures the pilot can maintain the
best cut-off angle that will provide the longest visual segment. This is especially
important to get visual references during Low Visibility Operations (LVO).
....................................................................................................................................................................

Release date: 2022.10.09.

Question N° 37
Correct Answer – D
Nose wheel steering on commercial aircraft is hydraulically powered and is only
possible when the aircraft on the ground by the use of squat switches. The hand
wheel steering (tiller) has a large deflection, up to 78 degrees, and the rudder
pedals can also be used for nose wheel steering but only to a maximum of 7
degrees.
Rudder pedal nose wheel steering provides the same deflection of the nose
wheel as hand wheel steering (tiller) control.
Incorrect, the hand wheel steering has a larger deflection, up to 78 degrees
while the rudder pedal steering has a maximum of 7 degrees.
Rudder pedal nose-wheel steering does not function during taxiing.
Incorrect, rudder pedal nose-wheel steering is functioning always when the
aircraft is on the ground.
Rudder pedal nose-wheel steering functions on the ground as well as in
the air.
Incorrect, rudder pedal nose-wheel steering does not function when in the air.
When performing a rudder check during taxiing, an additional pilot action
must be taken to avoid deflection of the nose wheel.
This is correct, when performing a rudder check without disconnecting the nose
wheel steering the nose wheel would follow the input on the rudder pedals and
would make the aircraft move from left to right while taxiing.
Question N° 38
Correct Answer – D
Refer to figure.
ICE CONTROL SYSTEMS
Ice control systems consist of a combination of anti -icing and de-icing
equipment. Anti-icing equipment prevents the formation of ice, while de-icing
equipment removes ice after it has formed. Aircraft components that must be
protected from ice accumulations include the leading edges of wing and tail
surfaces, pitot and static source openings, fuel tank vents, stall warning
sensors, windshields, and propeller blades. Additionally, engines can require
alternate sources of intake air or ice protected inlets.

WINDSHIELD ICE CONTROL. Most aircraft are equipped with a defroster

consisting of vents that direct heated air across the windshield on the inside of
the cabin. To prevent ice formation, most windshields are electrically
heated: small wires or electrically conductive materials are embedded in the
windshield or in a panel of glass installed over the exterior of the windshield. By
passing electric current through the windshield or panel, sufficient heat is
produced to prevent ice formation. The electric heating system is switched on
and off in order to keep the windows at a temperature between 18ºC and 35ºC.
Question N° 39
Correct Answer – B
Refer to figures.
FLY BY WIRE (FBW) (figure 1)
A fly by wire system is a powered flying control system that uses electronic
inputs to a solenoid operated servo valve rather than the mechanical inputs on
conventional power controls.
The pilot operates the flight deck controls, which in turn operates
transducers which convert the mechanical input into an electrical output
which is amplified, processed by computers with the processed command
signal providing the input to the servo valve which controls the mov ement
of a hydraulic actuator.
The A320 is a typical example of an aircraft with a FBW system in which all
surfaces are actuated hydraulically and are electrically or mechanically
controlled.
SYSTEM REDUNDANCY (figure 2)
Safeguards to eliminate the possibility of loss of control in the event of hydraulic
or electrical failure must be provided on modern transport aircraft. This is
generally achieved by building some form of redundancy into the control system.
Splitting the control surfaces into two or three sections, each powered by
separate actuators and hydraulic systems is the usual method.
Note: In this example there is an electrical failure of the flight control system.
We can assume that the part related to the computer is unusable but all the
hydraulic systems are still working, which means that if the system allows,
another computer can take over to operate the same actuator.
Question N° 40
Correct Answer – D
The main purpose of the diffuser is to maintain the constant mixture ratio
across a wide range of engine speeds (low and high power settings). It is
fitted right after the main jet linking the carburettor’s floating chamber and the
venturi. If there’s a larger mass of air entering the venturi, the pressure drop will
be excessive at the venturi throat, which will result in a larger addition of fuel
making the mixture too rich. To avoid this imbalance, air from the pressure
balance duct is fed through a drilled tube (tube with holes) which is the diffuser.
The diffuser’s openings are precisely dimensioned to guarantee that the correct
mixture ratio is maintained across the entire engine’s speed range.
When the engine is running at idle, the levels in the diffuser and float chamber
are almost equal. However, when the engine is running, the fuel le vel in the
diffuser drops because of the slight restraint caused by the carburettor’s jet.
This will uncover some of the diffuser’s openings allowing air from the pressure
balance duct to flow in. This reduces the pressure at the nozzle, thus reducing
the fuel flow and allowing a balanced mixture.

Question N° 41
Correct Answer – D
Refer to figure.

IMPULSE TURBINE

Nozzle guide vanes Velocity Pressure

(form convergent ducts – accelerate the increases decreases
gas)

Rotor Blades Velocity No change in

decreases pressure

REACTION TURBINE

Nozzle guide vanes (according to Pressure

EASA)) decreases

Rotor Blades Velocity Both

(form convergent ducts – accelerate the increases temperature
gas, creating reaction force which and pressure
drives the turbine) decrease

According to Rolls Royce, in a reaction turbine, the nozzle guide vanes simply
direct the gas onto the turbine blades. Therefore, there is no change in speed or
pressure across them, only a change in direction. HOWEVER, according to
EASA, nozzle guide vanes form slightly convergent ducts, hence pressure
drops.
Therefore, correct option: CORRECT, CORRECT

Question N° 42
Correct Answer – A
Refer to figure.
ICE CONTROL SYSTEMS
Two major categories of ice control systems are pneumatic boots – which
expand and break ice off aerofoils; and thermal systems – which use bleed air
or electricity to heat protected surfaces and prevent ice.

AEROFOIL ICE CONTROL

To protect wing and tail surface leading edges from icing, most aeroplanes use
pneumatic devices. On many reciprocating-engine and turboprop airplanes, de-
icing boots are pneumatically inflated to break the ice, which allows it to be
carried away by the airstream. In another system, primarily used by turbine-
powered aeroplanes, heated air is directed through ducting in the aerofoil
leading edge, to thermally prevent ice from forming. This is referred to as
thermal anti-ice system.
 Thermal Anti-ice Systems
Thermal anti-ice systems heat the surfaces on aeroplanes to prevent ice
formation. Hot air anti-ice systems are installed on some turbojet and
turboprop aeroplanes. This is because a turbine engine has a ready
source of hot air that can be used to heat aerofoil leading edges. In this
system, air is diverted “bled” from one of the later stages of the
compressor section of the engine and piped through ducts to the
leading edges of the aerofoil to be protected. Engine inlets can also be
protected with hot bleed air, or can be electrically heated.
Question N° 43
Correct Answer – A
Refer to figure.
CRITICAL ENGINE
One of the factors influencing the yawing moment following engine failure on a
multi-engine aircraft is the length of the thrust arm (distance from the CG to the
thrust line of the operating engine).
In the case of a propeller engine aircraft the length of the thrust arm is
determined by the asymmetric effect of the propeller. At a positive angle of
attack, the thrust line of a clockwise rotating propeller, when viewed from the
rear, is displaced to the right of the engine c entre line. This is because
the down-going blade generates more thrust than the up-going blade. If both
engines rotate clockwise, the starboard (right) engine will have a longer
thrust arm than the port (left) engine.
The critical engine is the engine, the failure of which would give the
biggest yawing moment.
If the left engine fails, the thrust of the right engine acts through a longer thrust
arm and will give a bigger yawing moment; a higher IAS (VMC) would be
necessary to maintain directional control. A t a given IAS, the situation would
be more critical if the left engine failed.
The rudder is used to prevent yaw, and the wings are maintained level with
aileron. The fore and aft CG location has no effect on the yawing moment from a
failed engine, but will influence the rudder arm, hence the rudder moment. CG
on the aft limit will give the smallest rudder arm and the least ability to
oppose the yawing moment from a failed engine.

Question N° 44
Correct Answer – D
A Ram Air Turbine (RAT) is a small wind turbine that is installed in an aircraft to
be used as a source of power during emergencies. In these cases, the RAT will
power vital systems such as flight controls or flight-critical instrumentation,
navigation and communication equipment. The RAT generates power from the
airstream based on the speed of the aircraft and is connected to an electrical
generator or to a hydraulic pump. Consequently, more power is generated when
the aircraft is operating at a higher speed and less is generated when opera ting
at lower speeds.
Question N° 45
Correct Answer – B
When the auto-brake system is inoperative, in general take-off is not
allowed, because maximum manual braking does not achieve the same
deceleration as the auto-brake system in the RTO mode.
If the anti-skid is till operative, by fully pressing the brake pedals the aircraft will
decelerate at maximum force. The same as it would with autobrakes on RTO.
When using manual braking during taxiing, the auto -brake system remains
armed
This is correct, the autobrakes will not disarm when braking during taxi.
When a low auto-brake setting is used during landing use of reverse will
not influence the brake temperature
The use of reverse thrust will always influence brake temperature as this
relieves the brakes.
On most aeroplanes the auto-brake system provides the capability to
select a fixed landing distance.
The auto-brake systems usually provide a fixed amount of force on the brakes,
so not fixed landing distances.
The auto-brake system can be used for automated braking during landing or
during a rejected take-off (RTO). There are several modes the auto-brakes can
be in:
Off
Armed the auto-brake system is ready to be used but there are conditions which
have to be met before the auto-brakes start operating.
Activated When the system was armed and the necessary conditions have been
met the system can be activated in different ways depending on the type of
aircraft.
The auto-brake system is not useable when the alternate braking system is in
use. Depending on the type of aircraft, 3 to 5 modes of deceleration can be
selected. Anti-skid protection is provided during autobrake operation, with
inoperative anti-skid the auto-brake system will not operate. The autobrakes will
be armed once a deceleration mode has been s elected. When the aircraft
touches down and the main wheels spin up or by the means of weight on wheels
the auto-land system will be activated. The auto-land system continues to brake
until a complete stop or until the auto-brakes are disarmed.
The selected deceleration mode will give a standard deceleration
rate independent on the weight of the aircraft for a dry runway.
Disarming of the autobrakes will occur by any of the following crew
actions:

 Manual braking
 Advancing any thrust lever after landing
  Moving the speed brake lever to down after speed brakes have been
deployed on the ground.
 Moving the autobrake selector to Disarm or Off.

When RTO is selected, the maximum brake pressure will be applied when all
thrust levers a closed above a ground speed of 85 knots. So below this 85
knots the autobrakes are not activated.

Question N° 46
Correct Answer – C
The auxiliary gearbox of a gas turbine engine is (usually) driven by the HP
compressor shaft via an internal gearbox to an external gearbox. It provides
the drive for a wide variety of services. It can even serve as mounting support
for the engine. For example, the internal gearbox assembly of the CFM 56
contains a core engine thrust bearing, and a core engine roller bearing. Like all
the other engine’s moving parts, oil is used to lubricate and clean the accessory
gearbox elements.
The accessory units of a turbo-jet engine auxiliary gearbox are the following:

 AC generator through its constant speed drive (CSD)

 Oil pumps,
 Hydraulic pumps,
 High-pressure fuel pumps.

Question N° 47
Correct Answer – D
METAL FATIGUE, weakened condition induced in metal parts by repeated
stresses or loadings, ultimately resulting in fracture under a stress much
weaker than that necessary to cause fracture in a single application.

Question N° 48
Correct Answer – C
Refer to the following formulas:
Bypass ratio = bypass mass flow / HP compressor mass flow
Bypass mass flow = inlet mass flow – HP compressor mass flow
  Bypass ratio is defined as the ratio between the mass flow rate of air
drawn in by the fan bypassing the engine core (bypass mass flow) to the
mass flow rate passing through the engine core (HP compressor mass
flow).

Question N° 49
Correct Answer – C
Refer to figure.
Most modern aircraft fuselages are usually of semimonocoque construction. The
semimonocoque design overcomes the strength-to-weight problem of
monocoque construction.
The outside skin gives the fuselage its aerodynamic shape and can support a
major portion of the flight loads. Longerons hol d the bulkheads and formers. The
longerons are supplemented by other longitudinal members known as stringers.
Stringers stiffen the skin and assist the sheet materials to carry loads along their
length. Stringers and longerons prevent tension and compressi on stresses from
bending the fuselage. The vertical/lateral structural members are referred to
as bulkheads, rings and formers (frames) and determine the cross -
sectional shape of the fuselage. The bulkheads, rings and formers hold the
stringers. All of these join together to form a rigid fuselage framework.
Note: Stringers, floor beams and longerons are longitudinal components.
Question N° 50
Correct Answer – B
Depending on the type of piston aircraft and its accessories the following
systems are used by the pneumatic system:
Cabin heating
De-icing system (inflatable boots)
Gyroscopic systems
Electrical power generation and the hydraulic pumps do not use the pneumatic
system.
As well as the pitot-static instruments as these work with static and ram air.

Question N° 51
Correct Answer – A
Refer to figure.
SMITHS ICE DETECTOR
The Smiths ice detector (also known as differential pressure ice accretion
detector) consists of a hollow tube which contains a series of small holes and
one large hole positioned in its leading edge and a separate series in its trailing
edge. The detector monitors pressure differential between the two edges. In
flight under normal conditions, the holes remain open and, consequently, the
pressure differential is zero. In icing conditi ons, holes in the leading edge
rapidly become blocked by ice. This causes a change in the pressure differential
- a decrease in dynamic pressure is sensed, causing the relay unit to give a
warning. A heater element is fitted around the tube to dissipate ac cumulated ice,
which heats up the small holes first causing the indications to turn off.
Question N° 52
Correct Answer – C
Refer to the figure.
In the diagram you can see the most basic type of thermal circuit breaker.
Thermal circuit breakers consist of two different types of metals, that are
specifically chosen for their expansion rates for a certain temperature. Usually
the top metal (shown in red) is copper, and the bottom metal (shown in blue) is
iron.
As the current exceeds a set maximum, the metals will start to expand due to
the excess heat. Now, because of the different expansion rates of the materials,
the metal strip will bend and disconnect from the circuit, hence preventing
anymore current from flowing.
Why is the correct answer “protects the system in the event of
a prolonged overcurrent”:

 The overcurrent needs to be prolonged so that the materials have time to

heat up and start expanding. Usually when an overcurrent occurs, the
current is so much higher than the maximum current that it takes very
little time (under a second) for the circuit breaker to trip. However, low
over-currents can take minutes to cause the breaker to trip.
 The correct answer needs to contain overcurrent because thermal circuit
breakers “protect” from overcurrent, they are not designed to trip at a
specific surrounding air temperature. Even if a high temperature could trip
the circuit breakers!

Question N° 53
Correct Answer – C
The typical start sequence of a gas turbine engine on the ground would be the
following:

 Start selected: the start valve admits air supplied by the pneumatic
system to operate the starter. In nowadays commercial aircraft, the
FADEC controls the start valve electrically and operates it pneumatically
with bleed air.
 Ignition ON: the igniters are selected ON and are ready to light the
mixture.
 High-pressure fuel ON: after fuel is delivered by the high-pressure shut-
off valve (HPSOV) it is sprayed into the combustion chamber by fuel
nozzles under high-pressure where it is mixed with compressed air and
lights up.
 Light-up: the mixture starts burning and the flame spreads all along with
the combustion chamber (since it is interconnected). The flame becomes
self-sustainable.
 Self-sustaining speed: all the engine’s spools have reached a self-
sustaining speed where assistance from the air starter is not needed
anymore. The air starter is disengaged by the coupling between engine
N2 spool and starter by the use of centrifugal forces.
 Starter circuit canceled.

Question N° 54
Correct Answer – C
Pre-flight inspections shall confirm whether the condition of the tyre is suitable
for flight.
'"Circumferential cracks within the tyre’s side wall." => Circumferential cracks or
slits in the sidewall are unacceptable. A bulge in a tire sidewall indicates
possible delamination of the sidewall carcass plies. The tire must immediately
be removed from service.
"Embedded foreign objects within the tyre tread." => Any external damage
visible on the tyres, such as flat edges or foreign objects make the tyre
unsuitable for operation.
"A couple of cuts within the tyre tread." => If you find cuts in the tire, it’s
important to make sure that they haven’t cut into the ply of the tire. Any deep
cuts extending more than half the width of a rib and deeper than 50 per cent of
the remaining tread depth are indications for tire replacement. In this case, we
believe the examiner is referring to superficial cuts which would make the tyre
still airworthy.
"An improperly inflated tyre." => An under-inflated tyre will be flattened when the
heavy aircraft sits on it, and parts of the shoulder which are not designed to
make contact with the ground will quickly be worn. This will result in increased
tyre temperatures and may cause it to overheat.
Question N° 55
Correct Answer – B
Refer to the figure.
In a wing the spars are placed in the length direction to carry the bending
moments together with the skin, or in case of this question where the skin is
non-load carrying, or by itself.
Question N° 56
Correct Answer – B
When the flight crew activates the disconnect switch (or button) on the electrical
panel, the whole IDG will disconnect from the engine gearbox. In fact, the
electrical signal will be converted into a mechanical signal by the disconnect
solenoid and remove the disconnect clutch from the IDG.
The attached figure is a detailed diagram of the Airbus A320 IDG system. The
biggest (yellow square) represents the entire IDG system: it is composed of the
engine-driven AC generator (blue square) and the CSD (blue squ are). Finally,
you can observe that the IDG is driven by the engine through the engine
gearbox via a simple shaft. This shaft is connected to the CSD first, but if it
disconnects, it will disconnect the whole IDG, not only the CSD part.
Once again, by observing the attached figure you can eliminate the other
answer options:

 ‘Shaft from the oil system’ – It can be correct as the engine gear box’
shaft is not connected directly in any way to the oil circulation system.
 ‘Generator from the CSD’ – This cannot be correct either as the generator
is connected to the CSD by the PMG, which is the Permanent Magnet
Generator connected to the CSD on the output ring gear of the differential
assembly.
 The IFD has nothing to do with the IDG.
Question N° 57
Correct Answer – B
"1. Wing spar and skin near the root of the wing." - The maximum bending
moment occurs at the wing root.
"3. Fuselage skin near the bulkhead." and "5. Fuselage around the
windows." - The difference in pressure between the inside and outside of t he
pressurized areas of the aircraft or differential pressure produces hoop stresses.
The bulkhead and skin around the windows are one of the most sensitive areas
affected by this phenomenon and experience very high level of stress during
flight.
"4. Aircraft skin on the bottom and top of the fuselage." - These areas must
always be checked, especially in the event of a heavy landing. Aircraft landing
gear is designed to withstand landing at a particular aircraft weight and vertical
descent velocity. If either of these parameters are exceeded during a landing
then damage may have been caused to the landing gear or supporting structure
and these loads can be transmitted to the fuselage and mainplanes -
Overstressing the structures.
Question N° 58
Correct Answer – B
In a fly-by-wire system such as the Airbus A320, amongst others, both pilots
have a sidestick which is a major input into the fly-by-wire control system. As
these sidesticks are not mechanically linked like other, there needs to be a way
for both pilots to make inputs at once. The standard system for this is for both
inputs to be "algebraically summed" together, which is a complex way of
saying that both sticks get an input into the control system. This is called dual
input. In case that it occurs, an aural warning “DUAL INPUT” and a flashing
warning light in sight of each pilot is provided. To allow one pilot to take over
controls from the other, which might be necessary in case of incapacitation, etc.,
a red take-over button is installed on each sidestick that disables the stick on
the other side. When this condition occurs, an aural warning is provided
“PRIORITY LEFT/RIGHT”, indicating the active sidestick.

Question N° 59
Correct Answer – A
Learning Objective 021.05.02.01.02: List the following secondary flight control
surfaces: lift-augmentation devices (flaps and slats); speed brakes; flight and
ground spoilers; trimming devices such as trim tabs, trimmable horizontal
stabiliser.

Secondary flight controls are surfaces which aid the characteristics of the
aircraft and the pilots, but are not the primary control surfaces. That means
that flaps, slats, speedbrakes, spoilers*, and even trim devices count as
secondary flight controls.
*Roll spoilers exist on many jets, which are spoilers that contribute to a down-
going wing's lack of lift when rolling, similar to an up -going aileron. These do
not count as secondary flight controls, as they are primary flight controls
(effectively extra ailerons).

Question N° 60
Correct Answer – A
There are 2 different types of ice protection systems, de-icing systems and anti-
icing systems. They are quite simple to remember, d e-icing is the process of
getting rid of the ice that has already formed , whereas anti-icing is preventing
the ice from forming at all.
The different parts of the aircraft that require ice protection are the wing leading
edges, the tail leading edges, any probes or vanes, the windscreen, the engine
inlets and the propellers (if fitted). All these components can be de -iced when
ice is detected, except for the engines, which have to be anti-iced, as any ice
build up could fall into the engine when dislodged and potentially cause a flame
out or even damage.
On some airframes it is better to anti-ice the wing leading edges aswell,
especially if using a weeping wing design like on many light aircraft.
As for this question, the answers beginning with "prevents" are correct (anti-
icing rather than de-icing), and the ice does not form on the trailing edge of a
wing (it can flow over the trailing edge in extreme cases but does not "form"
there), so therefore the correct answer has to be that it "prevents the
formation of ice on engine inlets."

Question N° 61
Correct Answer – C
The compressor is an annular duct through which the air passes and across
which are arranged a series of small blades of aerofoil section that will
compress the incoming air. Because of the small pressure increase at each
compressor stage, numerous stages are required to achieve the desired delivery
pressure at the combustion chamber.
The upper limit for axial compressors is more a matter of stability and
complexity, with current values of approximately 10:1 for single-spool
compressors, and in excess of 30:1 for multi-spool compressors, the average
ratio per stage being 4:1. Although higher pressure ratios give higher engine
efficiency due to improved specific fuel consumption, a balance must be found
between efficiency and the power needed from the turbine to drive the
compressor. Sufficient power must remain to move the aircraft, and the turbine
has a restricted limit to the power which it can generate. The centrifugal
compressor has a maximum pressure ratio of about 4.5:1 for a single stage, and
up to 6:1 for a two-stage, single-entry centrifugal compressor.

Question N° 62
Correct Answer – B
Because liquid fuels cannot burn without being mixed with air, a carburetor
needs to be fitted to the piston engine’s fuel system. The amount of air delivered
to the engine is controlled by the throttle, whereas the carburetor will vaporize
the fuel and mix it with the delivered air in the required proportions to ensure
the correct fuel-air mixture ratio is supplied at all speeds.
Question N° 63
Correct Answer – B
Some modern aircraft use trimmable horizontal stabilisers that allow angle of
attack adjustment of the whole stabiliser, thereby minimising trim drag effects
during long cruise flight to increase fuel efficiency. These are normally moved by
hydraulic actuators under manual or electrical control.

Question N° 64
Correct Answer – A
Refer to figure.
Many brake assemblies contain a built-in wear indicator pin. During each
application of the brakes, disc material is worn away by frictional forces. A wear
indicator/lining indicator in the form of a pin that protrudes out of the carrier
assembly indicates the thickness of the stack of discs. Over hundreds of brake
applications, material wears away and discs become thinner, requiring
replacement following periodic maintenance intervals.

 Typically, the exposed pin length decreases as the linings wear, and
a minimum length is used to indicate the linings must be replaced.
Question N° 65
Correct Answer – A
Learning Objectives reference 021.09.03.03.05: Explain that a CSD/IDG has its
own, independent oil system and how a leak from this may appear as an engine
oil leak.

The Integrated Drive Generator (IDG) is a combination of an

alternator/generator and a Constant Speed Drive (CSD) unit. The IDG unit has
its own oil system for cooling and lubrication.

Question N° 66
Correct Answer – A
Refer to figure.

IMPULSE TURBINE

Nozzle guide vanes Velocity Pressure

(form convergent ducts – accelerate the increases decreases
gas)

Rotor Blades Velocity No change in

decreases pressure

REACTION TURBINE

Nozzle guide vanes (according to Pressure

EASA)) decreases

Rotor Blades Velocity Both

(form convergent ducts – accelerate the increases temperature
gas, creating reaction force which and pressure
drives the turbine) decrease

According to Rolls Royce, in a reaction turbine, the nozzle guide vanes simply
direct the gas onto the turbine blades. Therefore, there is no change in speed or
pressure across them, only a change in direction. HOWEVER, according to
EASA, nozzle guide vanes form slightly convergent ducts, hence pressure
drops.
Therefore, correct option: CORRECT, CORRECT
Note: These questions have led to a lot of confusion over the years. We have
updated the correct options as well as the explanations according to the most
recent feedback. Nevertheless, any further feedback will be h ighly appreciated.
Question N° 67
Correct Answer – A
The priming system consists of a priming pump that will deliver fuel to the
induction manifold. Its whole purpose is to inject additional fuel in the
cylinders intake ports to assist the engine start. In the absence of such a
system, it is possible to deliver more fuel to the cylinders by pumping the throttle
lever which will act on the accelerator pump and deliver more fuel. The priming
pump will be fitted in parallel with the main fuel pump (wh ich is either electric or
mechanical) and will take fuel from the filter housing and channel it to the inlet
manifold.
The necessary amount of priming required will mainly depend on the ambient
temperature and how long the engine hasn’t been running. Priming is mostly
necessary for the first flight of the day and during cold weather after the engine
has been off for a few hours (depending on the engine type). However,
sometimes it is not even needed as the engine will perfectly start without
priming. Over-priming a hot engine could lead to a buildup of excessive fuel
inside the cylinders (flooding), potentially increasing the risk of engine fire,
flooding the engine, and fouling the spark plugs.
Question N° 68
Correct Answer – B
Learning Objective 021.09.03.03.04: Explain the consequences of a mechanical
disconnection during flight for a CSD and an IDG.

An integrated drive generator (IDG) consists of a Constant Speed Drive (CSD)

unit and an electrical generator which are located inside one casing.
An amber FAULT light indicates an IDG oil outlet overheat or low oil pressure.
When an IDG low oil pressure is detected, the pilot must operate the IDG
disconnect push button. The IDG switch is guarded and normally spring
loaded out. When pushed, the IDG is disconnected from its drive shaft
(mechanically breaks the link between the IDG and the engine gearbox) and can
only be reconnected by maintenance, after engine shutdown.
IDGs are able to automatically disconnect when a high oil temperature occurs,
and therefore require no input from the pilot on this issue, but this will have the
same effect as manually disconnecting the IDG, which means that the in -built
generator will be unusable for the rest of the flight, and can only be re -
connected on the ground by engineers.

Question N° 69
Correct Answer – D
Electrical arcing is when electricity jumps from a one connection to another. This
flash of electricity reaches temperatures of 20 000°C. Arcing can and will cause
a fire.

 In this case, the poorly insulated cables will increase the risk of electrical
arcing.

Frequent and/or incoherent tripping of circuit breakers (CBs) as well as radio

communication interference may occur if cables are poorly insulated, but this is
not the most significant risk.

Question N° 70
Correct Answer – B
ANTI-SKID SYSTEM
Large aircraft with power brakes require anti -skid systems. It is not possible to
immediately ascertain in the flight deck when a wheel stops rotating and begins
to skid, especially in aircrafts with multiple-wheel main landing gear assemblies.
A skid not corrected can quickly lead to a tire blowout, possible damage to the
aircraft, and control of the aircraft may be lost. One of the important issues to
realize is that the anti-skid system greatly increases the effectiveness of
braking. In very simplified terms, the anti-skid system provides the greatest
possible brake pressure while not allowing the wheels to lock due to an
excessive brake pressure being applied. Without the anti-skid system (manual
braking) the braking effectiveness is reduced.

 "The anti-skid computer compares wheel speed to aeroplane reference

speed to provide a slip ratio for maximum braking performance." Correct.
These systems use a computer that, during ground movement when
braking, which constantly compares the measured values of individual
wheels (actual rotational speed) with the desired optimum parameters,
providing a slip ratio for maximum braking performance.
 "If a pilot is careful when braking manually, he/she will be able to achieve
the same braking efficiency as if braking with anti -skid." Incorrect. A pilot
will never reach the same performance as a properly functioning anti -skid
system. The anti-skid system senses when a brake starts to skid and will
reduce braking pressure to avoid the wheels from skidding, a pilot won’t
come close to the same performance.

Question N° 71
Correct Answer – C
Assuming that the question states that there are two individual hydraulic
systems, loss of one hydraulic system would trigger a caution as the aircraft can
still operate with one hydraulic system.

 Caution message – crew awareness IS required, and subsequent crew

action WILL be required. They are the next highest priority alert
messages after warning messages, and they are usually amber.

....................................................................................................................................................................

Release date: 2023.01.08.

Question N° 72
Correct Answer – D
The pilot must be certain of the position of the landing gear, whether this is in
the retracted or extended position. So the aircraft should give a clear indication
when the landing gear is in a different position than what the gear selector is in.

Question N° 73
Correct Answer – A
The function of an accelerator pump in the carburettor of a piston engine is to
enable proper functioning of a piston engine during rapid throttle advance . In
fact, a rapid throttle advance will translate into an abrupt huge air
intake into the carburettor. However, the fuel metering unit of the carburettor is
not as responsive, so there will be less fuel than air, which will result in a
temporary weak mixture. The accelerator pump is mechanically linked to the
throttle, so as soon as it is moved, the pump will force fuel into the venturi to
achieve the right mixture for the given throttle setting.

Question N° 74
Correct Answer – D
Refer to figure.
The accessory drive is a gearbox that forms part of a gas turbine engine.
Although not part of the engine's core, it drives the accessories like fuel pumps,
oil pumps, generators, hydraulic pumps, etc. The accessory gearbox is
commonly driven by the high pressure shaft, via a gearbox radial drive shaft.

Question N° 75
Correct Answer – C
The MAP is intimately associated with the pressure created by combustion;
therefore it provides a reliable and accurate indicator of the power being
generated. It is measured at the diffuser stage of the turbocharger just after
leaving the impeller. The pressure measured at that stage is normally higher
since this is the whole purpose of the impeller – provide air under pressure to
boost the engine's capabilities at high altitude. Bear in mind that when the
engine is stopped on the ground, the MAP gauge indicates the atmospheric
pressure.
Question N° 76
Correct Answer – D
SMOKE DETECTORS
Smoke detectors are required in areas which cannot be kept under constant
physical surveillance. The areas protected with smoke detectors are
the lavatories, cargo holds, crew rest areas and electronic avionics bays.
Two types of systems are generally used - optical detection or ionising chemical
process. In order to draw the pilot's attention for immediate action, most smoke
detection systems illuminated red warning lights in the flight deck.
Note: Engines and APU employ heat based fire detectors and not smoke
detectors.

Question N° 77
Correct Answer – B
Refer to figure.
SMOKE HOOD
The smoke hood completely covers the head of the user, protecting the
eyes and respiratory system of one member of crew while he/she is
fighting a fire, or if smoke or noxious gases enter the cabin.
The smoke hood uses a chemical air regeneration system, which is in the
breathing key. Once the chemical reaction is started by the user, generally by
pulling a “pin latch”, the hood will supply a constant flow of oxygen for 12 to 15
minutes.
The hood is serviceable as long as the yellow indicator on the case is not
broken.
Question N° 78
Correct Answer – A
Each gas turbine engine has two separate high-energy igniters able to
deliver up to 25000 V. The ignition system consists of a capacitance high
energy ignition unit and an igniter plug designed to deliver the high voltage, high
current discharge from a low AC or DC supply.

The most common ignition unit is the DC trembler operated unit. The trembler
operates an induction coil and facilitates the generation of a higher voltage to
the igniters by providing a DC current to the transformer through a high voltage
rectifier. The rectifier will avoid any discharge back into the coil winding while
the capacitor will charge up to a value that will break down the sealed discharge
gap. The current will then discharge through the sealed discharge gap, the
choke, and the igniter plugs, which are all connected in series. The capacitor is
then recharged and the cycle is repeated.

Question N° 79
Correct Answer – C
We require some specific characteristics for jet fuel. We need it to have a low
freezing point, so the fuel does not freeze in the tanks when at cruising level
with a very low outside air temperature. We also require a flash point high
enough that the fuel will not be able to burn on the ground, whilst refuelling etc.
Jet A has a freezing point of -40ºC
Jet A1 is very similar but with some additives, to make the freezing point -47ºC,
which is slightly better.
Jet B is much rarer, but is used for aircraft that operate in very cold climates,
and has a freezing point of -60ºC.
Jet B has a lower freezing point, but also a lower flash point, meaning that it
could set on fire if lit at normal ground temperatures. This is why it is known as
a "wide cut fuel", and it is not approved for commercial air transport in the EU.
Jet A and Jet A1 have a minimum flash point of 38ºC, which means that they are
not too likely to be flammable during refuelling, etc.

Question N° 80
Correct Answer – C
Refer to figure.
HYDRAULIC ACTUATOR
The purpose of a Hydraulic system is to transmit power from one location to
another. Hydraulic power is converted to mechanical power by means of an
actuator.
Hydraulic actuators may deliver a linear “push-pull” motion via a rod and piston
within a cylindrical tube or rotary motion, where they will produce a turning
moment/torque.

 A Single Acting Actuator is a cylinder in which the working

fluid (hydraulic pressure) acts on only one side of the piston; the other
side of the piston utilizes a mechanical load (springs, compressed air,
other cylinders) to push the piston back in the other direction. A single
acting cylinder produces linear motion in one direction.
Operation described in the attached figure.

 A Double Acting Actuator is an actuator in which fluid acts on both sides

of the piston. This type of cylinder can produce linear motion in two
directions. It contains two fluid ports: one on the “blind end” and one on
the “rod end”.
Operation described in the attached figure.
Question N° 81
Correct Answer – D
Pressures on aircraft hydraulic systems run higher than on many industrial
applications, which generally remain in the 1 500 to 2 000 psi
range. Most commercial airliners run at 3 000 psi, some newer aircraft
models may have system operating pressures as high as 4 500 psi.

Question N° 82
Correct Answer – B
Pressures on aircraft hydraulic systems run higher than on many indust rial
applications, which generally remain in the 1 500 to 2 000 psi range. Most
commercial airliners run at 3 000 psi, some newer aircraft models may have
system operating pressures as high as 4 500 psi.

Question N° 83
Correct Answer – B
Refer to figure.

IMPULSE TURBINE

Nozzle guide vanes Velocity Pressure

(form convergent ducts – accelerate the increases decreases
gas)

Rotor Blades Velocity No change in

decreases pressure

REACTION TURBINE

Nozzle guide vanes (according to Pressure

EASA)) decreases

Rotor Blades Velocity Both

(form convergent ducts – accelerate the increases temperature
gas, creating reaction force which and pressure
drives the turbine) decrease

According to Rolls Royce, in a reaction turbine, the nozzle guide vanes simply
direct the gas onto the turbine blades. Therefore, there is no change in speed or
pressure across them, only a change in direction. HOWEVER, according to
EASA, nozzle guide vanes form slightly convergent ducts, hence pressure
drops.
Therefore, correct option: INCORRECT, INCORRECT
Note: These questions have led to a lot of confusion over the years. We have
updated the correct options as well as the explanations according to the mo st
recent feedback. Nevertheless, any further feedback will be highly appreciated.

Question N° 84
Correct Answer – A
The rotating parts of the engine fitted with blades (compressors and turbines)
suffer from tip losses because of air leaking around the blade tips, reducing the
working air around the blades that would’ve otherwise been used to be
converted to kinetic energy. This is a big problem in the turbine section since it
suffers from the cyclic expansion of the blades due to the high temperature
variations throughout its flight envelope. To avoid this problem, or at least to
minimize it, tip shrouds are fitted to the turbine’s blades. The shrouds will grant
the airflow to be directed exactly through the blades, not around them. This
method of increasing turbine efficiency is sometimes combined with the active
clearance control that is a bit more sophisticated since it dynamically controls
the gap between the turbine blade tips and the casing to permanently ensure the
smallest gap possible.
Question N° 85
Correct Answer – D
The most common units you will need to remember for electrics are the
following:

Work Joules
Electrical Resistance Ohm
Electrical Current Ampere
Electrical Power Watt
Frequency Hertz

Question N° 86
Correct Answer – B
Refer to figure.
FIRE WARNING AND INDICATIONS
Flight crews will treat any in-flight fire or fire/smoke alarm with the utmost
attention and urgency. For fires, there is an aural warning (a klaxon or bell or
continuous repetitive chime sounding), to ens ure immediate recognition - this is
common to all possible fire locations. Fire detection also involves
the illumination of a master warning sign/caption in the primary view of the
pilots in order to alert them about the need of immediate action. In additi on, on
the overhead panel, a dedicated fire warning is indicated for the specific system
with individual red light.

Question N° 87
Correct Answer – D
Refer to figure.
GASEOUS FIRE DETECTION SYSTEM
The working principle of this type of detector system is a closed tube filled with
gas. If the tube gets heated due to an overheat or fire condition, it causes the
gas inside it to expand and trigger an alarm via a pressure switch. The way to
test this type of system is to simulate the overheat/fire condition by momentarily
heating the tube using the test circuit.

Question N° 88
Correct Answer – C
Each grade of AVGAS is dyed a different colour to make it easier to identify:

Grade Colour Specific Gravity (density)

AVGAS 100 LL Blue 0.72

AVGAS 100 Green 0.72

AVGAS 115 Green 0.72

Question N° 89
Correct Answer – C
Larger aircraft with multiple main gear wheels often mount the main landing gear
on bogie beams, which are excellent for absorbing direct impacts during landing,
but can suffer from very high sideways loads during tight turns whilst
taxiing. These sideways loads can be reduced somewhat by giving the main
gear bogie beams a small amount of available steering angle, which is only used
in tight turns, turning the opposite direction of the nose wheel to turn sideways
forces into longitudinal forces on the main gear assemblies, thereby reducing
stress on the torsional links. This also has the added benefit of reducing the
turning circle radius of such large aircraft, such as the Boeing B777.

Question N° 90
Correct Answer – A
Refer to figure.
The internal structures of most wings are made up of:

 Spars and stringers which run spanwise; and

 Ribs running chordwise (leading edge to trailing edge).

Spars: are the main structural member of a wing, supporting all distributed
loads and concentrated weights (such as the fuselage, landing gear, and
engines).
Skin: is attached to the wing structure and carries part of the loads imposed
during flight. It also transfers the stresses to the wing ribs.
Ribs: perform similar functions to those performed by fuselage frames. They
maintain the shape of the wing section, assist in transferring loads to the wing
spars, and reduce the column length of the stringers.
Question N° 91
Correct Answer – C
The fact that a fly by wire systems transforms a mechanical input to a digital
output which is then processed by computers, gives that they are irreversible as
there will be no direct feedback from aerodynamic forces on the control surfaces
without an artificial feel system.
Fly by wire systems
A fly by wire control system is a powered system (irreversible) that uses
electronic inputs to a solenoid servo valve instead of mechanical inputs from
conventional powered controls. The pilot operates the controls, these can be a
sidestick and rudder pedals or a conventional yoke with rudder pedals. These
controls are fitted with transducers which convert the mechanical movement into
an electrical output which is then amplified and processed by several
computers. These computers provide the input for the servo valves which
controls the movement of the hydraulic actuators attached to the flight control
surfaces.
Advantages of fly by wire

 Weight reduction, as there is no need for the long and heavy control
cables this is a big reduction in the weight of the aircraft.
 Pilot work load is reduced because the pilot is supported by the
computers with automated features like auto trim and turn coordination.
 Flight envelope protection, which can prevent the pilot from pitching up
too much beyond the stalling angle of attack. It can limit the controls in
such a way that the airframe will not endure Gforces out of the limits.

Disadvantages

 Reliability, as conventional systems might give some indication of an

upcoming failure, a fly by wire system can lose a computer would could
result in loss of control. This means there is need for redundancy in the
form of additional computers and hydraulic systems.
Question N° 92
Correct Answer – B
Refer to figures.
FLY BY WIRE (FBW) (figure 1)
A fly by wire system is a powered flying control system that uses electronic
inputs to a solenoid operated servo valve rather than the mechanical inputs on
conventional power controls.
The pilot operates the flight deck controls, which in turn operates
transducers which convert the mechanical input into an electrical output
which is amplified, processed by computers with the processed command
signal providing the input to the servo valve which controls the movement
of a hydraulic actuator.
The A320 is a typical example of an aircraft with a FBW system in which all
surfaces are actuated hydraulically and are electrically or mechanically
controlled.
SYSTEM REDUNDANCY (figure 2)
Safeguards to eliminate the possibility of loss of control in the event of hydraulic
or electrical failure must be provided on modern transport aircraft. This is
generally achieved by building some form of redundancy into the control system.
Splitting the control surfaces into two or three sections, each powered by
separate actuators and hydraulic systems is the usual method. The A320
(EASA's usual favourite aircraft) has 2 actuators per aileron aswell, an
active and a "damping", which can be used in the event of the failure of the
active.

Important Note: This question is far too ambiguous about the aircraft in
question and the fault that has occured. We have to go to the level of the
learning objectives, and try to see what the examiner wants from us. They want
us to know that there are multiple computers for each system, so in th is
event, the system can switch computers, and redundancy in the rest of the
system allows us to use a different actuator aswell. This is not true for all
FBW aircraft, but going off the feedback, this is what EASA want from us.
Question N° 93
Correct Answer – A
A starter-generator combines, as it names suggests, the functions of both the
starter and the generator. In fact, it is a unit that besides functioning as an air
starter to spool up the engine, it also has a second series of windings that will
allow it to switch to a generator after the engine core has reached a self-
sustaining speed. When speaking about the engine core, it is referred to the
HP compressor since the starter generator is permanently engaged to the shaft
through a set of drive gears at the HP compressor stage. This type of generator
is a simple shunt wind generator but with more winding as it is needed to
produce a strong field and provide a high torque for starting. The main reason
for using a starter generator is to reduce weight and therefore money on fuel
burn and maintenance.

Question N° 94
Correct Answer – C
Flap Load Relief System (LRS). The flap load relief system, or load limiter will
retract the flaps to an intermediate position when the airspeed exceeds a
predetermined speed. Once the speed has decreased below this speed, the
flaps will be automatically returned to the selected flap setting.
Question N° 95
Correct Answer – B
Autopilot disengagement options
Normal autopilot disengagement can be accomplished via a disengagement
lever/button on the autopilot control panel. It is more common in normal flight
operation to use the autopilot disengage buttons located on the pilot control
wheels, on the horn opposite to the thrust levers. The latter is also called quick
disengagement control as it is within easy reach of the pilot’s hand.
The priority take-over button will disconnect autopilot immediately when
pressed.

Question N° 96
Correct Answer – C
Refer to figure.
AIR CYCLE MACHINE
Air Cycle Machines are ideally suited for turbine aircraft due to the supply of
already compressed bleed air. Often referred to as "air conditioning packs".
In Air Cycle Machines, high-pressure bleed air from the engines is first pre-
cooled in the primary heat exchanger. The bleed air is then compressed in
the compressor section and is then fed through to the secondary heat
exchanger to remove as much heat as possible before being expanded and
introduced to the turbine section which is used to drive the compressor. A fter
passing through the turbine section, the air is then ducted through a water
separator to remove excess moisture from the conditioned air before it enters
the cabin and cockpit via a one way check valve. Finally, the air passes through
a humidifier to increase the moisture content of the conditioning air.
Question N° 97
Correct Answer – B
Pressures on aircraft hydraulic systems run higher than on many industrial
applications, which generally remain in the 1 500 to 2 000 psi range. Most
commercial airliners run at 3 000 psi, some newer aircraft models may have
system operating pressures as high as 4 500 psi.

Question N° 98
Correct Answer – C
Refer to figure.
Nowadays turboprop engines deliver very high power in flight. Through the
Constant Speed Unit, the propeller controls the power output by varying the
propeller blade pitch angle to maintain engine rpm. The blade pitch angle range
required in flight is known as the ALPHA control range. However, while
maneuvering on the ground, the power required for a turboprop engine is pretty
low. Therefore, the controls have been adapted such that the blade pitch angle
(therefore the thrust produced) is controlled directl y by the pilot, overriding the
CSU. This ground range is known as the BETA control range.
The flight crew will select a blade pitch angle by moving the power lever fully aft
and lifting it up. The first detent of the BETA range will correspond to the groun d
idle detent that will allow the pilots to produce a minimum level of thrust, just
enough power to taxi the aircraft. If the lever is pulled full aft of the BETA range,
the pilot will lower the blade pitch angle such that the maximum reverse
power is produced (=negative thrust). This will usually be the case at landing
in order to assist the aircraft’s deceleration.
Question N° 99
Correct Answer – B
Refer to figures.
The flight deck windshield must provide sufficient external vision to permit the
pilot to safely perform any manoeuvres within the operating limits of the aircraft
and, at the same time, afford an unobstructed view of the flight instruments and
other critical components and displays from the same eye position.
THE EYE REFERENCE POINT (figure 1)
Fixed markers or other guides are installed at each pilot station to enable
the pilots to position themselves in their seats for optimum combination of
outside visibility and instrument scan.
The Eye Reference Position standardises the visual attitude especially on
approach and landing.
THE EYE REFERENCE INDICATOR (figure 2)
Some modern transport aircraft provide an eye reference indicator on the centre
structure of the windshield.
The indicator is a device that is fitted with 3 balls painted re d or white.
To achieve a correct seating position, pilots must align the red and white
ball meaning that the white ball is hidden when in the correct position.
OPTIMISED FIELD OF VIEW (figure 3)
The cockpit is designed so that when the pilot has aligned th emselves to the eye
reference point; all of the instruments and displays on the front panel are in
their field of view.
Alignment using the eye reference point enables the pilots to have an optimal
field of view through the cockpit’s windows to see what is around them outside
the aircraft. The eye reference point position ensures the pilot can maintain the
best cut-off angle that will provide the longest visual segment. This is especially
important to get visual references during Low Visibility Operations ( LVO).
Question N° 100
Correct Answer – A
Refer to figure.
Hydraulic Accumulators are usually installed in hydraulic systems to store
energy, in the form of hydraulic fluid under pressure (which will allow limited
operation of hydraulic services when the pump is not operating or in case of an
emergency) and to dampen pressure fluctuations. They are often used to
improve hydraulic-system efficiency, consisting of a piston moving in a cylinder.
One side is connected to the hydraulic lines and contains hy draulic fluid,
whereas the other side is filled with gas (usually nitrogen).