1

• Newton’s first law of motion states

– For every action there is an equal and opposite
reaction.
– A body will continue to remain at rest or in
uniform motion in a straight line unless acted
upon by an external force.***
– The rate of change of momentum of a body is
proportional to the force applied to it.
 2
• The energy required to accelerate a large
mass of air to a low final velocity is, in
comparison to that required to accelerate a
small mass of air to a high velocity is:
– Higher
– The same
– Lower**
 3
• A turbojet engine gives:
– A small acceleration to a large mass of air.
– A large acceleration to a large mass of air.
– A large acceleration to a small mass of air.***
 4
• The Brayton Cycle is a:
– Constant pressure cycle.***
– Constant volume cycle.
– Constant temperature cycle.
 5
• Kinetic Energy is attributed to:
– Pressure
– Motion***
– Altitude
 6
• Power is defined as the rate of:
– Application of a force
– Change in velocity
– Doing Work***
 7
• Force is the product of mass and:
– Velocity
– Acceleration***
– Distance
 8
• A turboprop engine gives:
– A small acceleration to a large mass of air.***
– A large acceleration to a small mass of air.
– A small acceleration to a small mass of air.
 9
• A turbo-fan engine is:
– An engine with a propeller.
– A single spool engine.
– A by-pass engine.***
 10
• A turbo-shaft engine is:
– An engine that drives something other than a
propeller.***
– An engine that drives a propeller.
– A free turbine engine.
 1
• The density of a gas may be expressed as:
– Pressure / Volume
– Volume / Mass
– Mass / Volume***
 2
• Engine efficiencies may be compared using:
– Thrust : Weight Ratio.
– Specific Fuel Consumption.***
– Overall Fuel Consumption.
 3
• A by-pass ratio of 3:1 means the by-pass
airflow is:
– Three times higher than the core flow.***
– A third of the core flow.
– Twice the core flow.
 4
• Assuming a constant pressure, If the volume
of air is 10m3 at 273K, at 300K it is:
– 1m3 greater.***
– 2.7m3 greater.
– 27m3 greater.
 5
• Bernoulli’s Theorm states that the total
amount of energy in a gas flow:
– Remains constant.***
– Increases.
– Decrease.
 6
• As the speed of an aircraft increases the
momentum thrust of an engine will:
– Increase
– Decrease***
– Remain Constant
 7
• Pressure thrust is developed at:
– The combustion chamber inlet.
– The exhaust unit outlet.
– The propelling nozzle outlet.***
 8
• Net Thrust is:
– Momentum Thrust + Pressure Thrust.
– Gross Thrust minus momentum drag.***
– Gross Thrust minus pressure thrust and
momentum drag.
 9
• As aircraft forward speed increases the
propulsive efficiency of an engine:
– Increases***
– Decreases
– Does not Change.
 10
• As aircraft forward speed increases the
specific fuel consumption of an engine:
– Increases.**
– Decreases.
– Does not Change.
 1
• Air passing through a pitot intake:
– Decreases in Velocity and increases in Pressure**
– Increases in Velocity and decreases in Pressure
– Decreases in Velocity and pressure.
 2
• When air intake thermal anti-icing protection
is switched ON:
– The engine thrust and EGT are unaffected.
– The engine thrust reduces and EGT rises.**
– The engine thrust increases and EGT rises.
 3
• Ram recovery is said to have occurred when
the thrust increase it produces:
– Compensates for the thrust lost to momentum
drag.**
– Reaches the rated sea level thrust.]
– Matches the net thrust.
 4
• The duct pressure efficiency of a turbo-jet
pitot intake is:
– 80%
– 75%
– 98%**
 5
• The ideal sub-sonic air intake is a:
– Convergent / Divergent intake.
– Pitot intake.**
– Bell mouth intake.
 6
• During icing conditions an electrical intake
anti-icing system would be selected to fast
cycle when the air temperature was:
– Between +10 and -6°C**
– Below -6°C
– Above +10°C
 7
• The maximum permissible air velocity
entering a gas turbine engine is:
– Mach 1
– Mach 0.4**
– Mach 1.2
 8
• The effect of a normal shock wave forming at
the lip of an intake is to:
– Increase air velocity and drop air pressure and
temperature.
– Decrease air velocity and increase air pressure and
temperature.**
– Decrease air velocity and drop air pressure and
temperature.
 9
The electrical heating elements on an intake heater
mat operate:
Continuously
Intermittently.
Part continuous, part intermittent.**
 10
• The intake RAM RATIO is the ratio between:
– Ambient temperature and inlet temperature.
– Aircraft speed and compressor inlet air velocity.
– Ambient pressure and inlet pressure.**
 1
• The diffuser vanes in a centrifugal
compressor:
– Convert kinetic energy into pressure energy.***
– Convert pressure energy into kinetic energy.
– Turn the airflow smoothly in the outlet belows.
 2
• The rotating guide vanes in a centrifugal
compressor:
– Diffuse the inlet air before entry into the impeller.
– Turn the airflow smoothly in the outlet elbows.
– Guide the inlet air smoothly into the impeller.***
 3
• The ducts formed between adjacent rotor
blades and adjacent stator vanes are:
– Both divergent***
– Both convergent.
– Divergent for rotors and parallel stators.
 4
• The diffuser section in an axial flow engine:
– Increases the air pressure and velocity.
– Increases the air pressure and reduces
velocity.***
– Decreases the air pressure and increases its
velocity.
 5
• If an axial flow compressor is running at
constant RPM an increase in inlet air velocity
will.
– Increase the angle of attack on the first stage
rotor.
– Have no effect on the angle of attack of the rotors.
– Decrease the angle of attack on the first stage
rotors.***
 6
• If the power lever is advance too rapidly it
may:
– Produce a flame out.
– Cause a stall and surge.***
– Overstress the engine.
 7
• As the outside air temperature rises, the LP
compressor RPM will:
– Rise***
– Reduce
– Not be affected.
 8
• The purpose of an axial compressor bleed
valve is to:
– Prevent ‘Choking’ of the front stages by bleeding
air from the forward stages.
– Prevent Choking of the intermediate stages by
bleeding air from the rear stages.
– Prevent choking of the rear stages by bleeding air
from the intermediate stages.***
 9
• In an axial flow compressor, compression
takes place in:
– The rotor stages only.
– The rotor and the stator stages.***
– The stator stages only.
 10
• The cross sectional area of an axial flow
compressor casing gradually reduces to:
– Increase the air pressure against the decreasing
velocity.
– Increase the air velocity against the rising air
pressure.
– Keep the air velocity constant***
 11
• Inlet ducts are actually part of the
AIRFRAME______ (airframe or engine).
 12
• Inlet ducts for turbine engines may be divided
into two classifications according to the speed
of the aircraft on which they are installed.
These are:
• Subsonic
• Supersonice
 13
• Most subsonic inlet air ducts are
– Convergent
– Divergent
 14
• The speed at which the ram effect of the air
flowing into a divergent inlet air duct causes
the pressure a the front of the compressor to
be the same as the ambient pressure is called
the RAM RECOVERY speed.
 15
• The air that flows into compressors mounted
a the rear of the engine first flow into a / an
PLENUM chamber where part of the velocity
energy is changed into pressure energy.
 16
• When gas turbine engines are calibrated on a
run in stand, they are normally fitted with a
BELL MOUTH type inlet duct.
 17
• Some gas turbine engine inlet ducts have
spring loaded doors that automatically open
when the engine demands more air than can
be supplied through the normal duct. These
are called BLOW IN doors.
 18
• Dirt and objects on the runway are prevented
from being sucked into low mounted turbine
engines by destroying the vortex with a vortex
DISSIPATER.
 19
• Supersonic inlets are of the :
– Convergent type
– Divergent type
– Convergent-Divergent type.
 20
• When supersonic air flows through the
convergent portion of a CD duct, its velocity
(increases or decreases)
 21
• When supersonic air flows through a CD inlet
duct, its velocity at the compressor inlet is
(subsonic or supersonic)
 22
• Supersonic air that has passed through a
normal shock wave is _____________
(subsonic or supersonic)
 23
• The compressor of a gas turbine engine must
supply the correct amount of air for the fuel
and it must have the correct PRESSURE and
VELOCITY.
 24
• Energy added to the air by a compressor
initially increases the (pressure or velocity) of
the air.
 25
• The pressure of the air passing through the
compressor is a measure of its energy:
– Kinetic
– Potential
 26
• After passing through the compressor, the air
flows through a diffuser, which converts some
of the VELOCITY energy into pressure energy.
 27
• In addition to increasing the pressure of the
air, some of the energy used to drive the
compressor is converted into HEAT.
 28
• Air taken from the compressor to anti-ice the
inlet ducts is called compressor BLEED AIR.
 29
• Two types of compressors used in gas turbine
engines are CENTRIFUGAL and AXIAL FLOW.
 30
• The 3 components of a centrifugal compressor
are:
– Impeller
– Diffuser
– Manifold
 31
• The centre of a centrifugal compressor where
the air enters is called the EYE.
 32
• The ducts in the diffuser are:
– Convergent
– Divergent
– Convergent – Divergent.
 33
• A centrifugal compressor that has vanes on
both sides is called a/an DOUBLE ENTRY
compressor
 34
• The air taken into a double entry centrifugal
compressor is normally taken from a / an
plenum that gets its air from the inlet duct.
 35
• The stators used with an axial flow
compressor cause the air to (speed up or slow
down)
 36
• After the air leaves the compressor, it flows
through a / an DIFFUSER before it enters the
combustion section.
 37
• The overall compression ratio of an axial flow
compressor is generally (higher or lower) than
that of a centrifugal compressor.
 38
• The pressure ratio per stage of an axial flow
compressor is (higher or lower) than that of a
centrifugal compressor.
 39
• The blades in an axial flow compressor can
stall if the angle of attack becomes too (high
or low).
 40
• Two variables that affect the angle of attack of
a compressor rotor blade are:
• Air Velocity
• Compressor RPM
 41
• The direction of the air entering the first stage
of an axial flow compressor is changed by the
Inlet Guide Vanes so that it enters at the
correct angle.
 42
• If the airflow entering an axial flow
compressor is interrupted, the angle of attack
of the compressor blades will (decrease or
increase)
 43
• A stall that affects the entire compressor and
seriously restricts the airflow through the
engine is normally called a SURGE
 44
• Two design features that maybe used to
minimise compressor stalls are:
• VIGV
• BLEED AIR
• VSV
 45
• VIGV and interstage air bleeds are controlled
automatically by the FUEL CONTROL UNIT
 46
• An axial flow compressor that has two
separate compressors, each driven by its own
turbine, is called a DUAL SPOOL / MULTI
SPOOL compressor.
 47
• The rearmost compressor in a dual spool
engine is the HIGH (N2) pressure compressor.
 48
• The low pressure compressor is called the (N1
or N2) compressor.
 49
• As the air becomes less dense, the speed of
the N1 compressor in a dual spool engine :
– Increases
– Decreases
– Remains the same.
 50
• The compressor blades at the rear of an axial
flow compressor are (longer or shorter) than
the blades at the front of the compressor.
 1
• Gas turbine combustion takes place at:
– Constant pressure and volume.
– Constant volume and increasing pressure.
– Constant pressure and increasing volume.***
 2
• The main purpose of combustion is to:
– Increase gas velocity***
– Increase gas pressure.
– Increase gas mass flow.
 3
• Kerosene burns at maximum efficiency when
the air / fuel ratio is:
– 20: 1
– 10: 1
– 15: 1***
 4
• The overall air / fuel ratio range of a turbine
engine is:
– 130 :1 to 145: 1
– 45:1 to 130 : 1***
– 10:1 to 15:1
 5
• The swirl vanes in a flame tube:
– Produce gas re-circulation.***
– Produce flame re-circulation.
– Produce fuel swirl
 6
• Combustion chamber flame temperatrue is:
– 1000°C
– 2000°C***
– 3000°C
 7
• The air used for combustion is:
– Primary and Secondary***
– Primary, Secondary and Tertiary.
– Primary air only
 8
• The approximate percentage of air passing
through the snout of the flame tube is:
– 80%
– 18%***
– 5%
 9
• Interconnectors are used to propagate the
flame and balance the gas pressure in:
– An annular combustion chamber.
– A multiple combustion system only.
– Tubo-annular and multiple combustion
systems.**
 10
• In what type of combustion system can the air
casing and liner be removed as one piece
during routine maintenance.
– Annular
– Multiple***
– Tubo-annular
 1
• The highest heat to metal contact in a gas
turbine engine occurs in the:
– Combustion Chamber
– HP Turbine blades
– HP Nozzle Guide Vanes***
 2
• The reduced blade vibration and the improved
gas flow in turbines is due to:
– Fir tree blade roots
– The blade tip shrouds***
– The impulse section
 3
• Engine turbine blade sections are normally:
– Impulse Reaction***
– Impulse Only
– Reaction Only
 4
• Creep in turbine blades is caused by:
– Cyclic repetitive stress loading.
– Expansion and contraction.
– Centrifugal force and heat.***
 5
• Active clearance control (ACC) is a system
designed to:
– Control turbine blade tip clearance***
– Control top temperatures.
– Prevent seal rub.
 6
• Overall, as the gas passes through a turbine
section it:
– Decreases in velocity, increases in pressure and
reduces in temperature.
– Increases in velocity, decreases in pressure at
constant temperature.
– Decreases in pressure and temperature at
constant velocity***
 7
• The nozzle guide vanes:
– Guide the gas flow onto the turbine blades only.
– Guide the gas flow onto the turbine blades and
increase its pressure.
– Guide the gas flow onto the turbine blades and
increase its velocity.***
 8
• The HP nozzle guide vanes are cooled with:
– Tertiary Air.***
– LP interstage air.
– HP interstage air.
 9
• The passages between adjacent nozzle guide
vanes on main engines are:
– Divergent
– Convergent***
– Parallel
 10
• Turbine Material is usually:
– 25% Nickel and 75% Austenitic Steel
– 75% Nickel and 25% Chromium
– 75% Nickel and 25 % Cobalt***
 11
• Turbine disks are normally made of a nickel
alloy
 12
• Turbine disks are normally attached to the
disk by the fir tree method.
 13
• Three types of turbine blades are
– Reaction
– Impulse
– Impulse-Reaction
 14
• When the hot gases drive an impulse turbine,
their direction is changed, and their speed:
– Increases
– Decreases
– Remains the same.
 15
• In an impulse-reaction turbine blade, the root
section of the blade acts as an impulse blade.
 16
• Some turbine blades have used shrouded
turbine blades to reduce vibration and
minimise tip losses.
 17
• Some modern high performance turbo-fan
engines reduce turbine blade tip losses by
shrinking the turbine case when the engine is
producing its maximum power. The case is
shrunk by blowing a stream of fan discharge
air over it.
 18
• The primary factor that limits the amount of
power a gas turbine engine can produce is the
maximum temperature that can be tolerated
at the turbine inlet.
 19
• Air used to cool the turbine blades is taken
from the higher stages of the compressor.
 20
• Three factors that cause turbine failure are:
– Creep
– Metal Fatigue
– Corrosion
 1
• The propelling nozzle:
– Decreases the velocity and pressure of the gas
stream
– Increases the velocity and pressure of the gas
stream.
– Increases the velocity and reduces the pressure of
the gas stream***
 2
• The jet pip configuration that gives the least
thrust loss due to friction is:
– Long and large diameter.
– Short and large diameter.***
– Short and small diameter.
 3
• A choked propelling nozzle will:
– Cause a thrust increase.***
– Cause a thrust loss.
– Not affect thrust.
 4
• The exhaust cone will:
– Increase the gas velocity and decrease the gas
pressure.
– Decrease the gas velocity and increase the gas
pressure.***
– Decrease the gas velocity and the gas pressure.
 5
• A convergent – Divergent propelling nozzle
– Prevents nozzle choking.
– Produces a higher gas exit velocity after the nozzle
chokes.***
– Produces a higher gas exit velocity before and
after the nozzle chokes.
 6
• Exhaust gas noise reduction can be achieved
by;
– Increase the circumference of the propelling
nozzle.***
– Increasing the jet pipe length.
– Increasing the exit velocity.
 7
• The engine noise EPNdb represents the:
– Equivalent Perceived Noise decibel and measures
the sound and its range.
– Effective Perceived Noise decibel and measures
the sound and its frequency.***
– Effective Perceived Noise decibel and measures
the sound and its duration
 8
• Full reverse thrust when taken as a
percentage of forward thrust is:
– 50%***
– 75%
– 40%
 9
• During thrust reverse, the engine exhaust is
deflected:
– 45
– 90
– 135***
 10
• The directional control valve in a thrust
reverser system is positioned by:
– A mechanical signal from the strut drum box.***
– An electrical signal from the throttle micro-switch.
– A signal from a proximity sensor on the reverser.