MA6642

1

NANYANG TECHNOLOGICAL UNIVERSITY
SEMESTER 2 EXAMINATION 2011-2012
MA6642 AERO-SYSTEMS

April/May 2012 Time Allowed: 3 hours
INSTRUCTIONS

1. This paper contains FOUR (4) questions and comprises SEVEN (7) pages.

2. There are TWO (2) sections to this paper. SECTION A contains TWENTY (20)
Multiple Choice Questions (MCQ) and each MCQ question carries TWO (2) marks.
SECTION B contains THREE (3) questions.

3. Answer ALL QUESTIONS in both SECTIONS A and B.

4. Marks for each question are as indicated.

5. This is a CLOSED-BOOK examination.


SECTION A

1. Aircraft fuel tanks are installed with baffles:

(a) to assist in correct fuel distribution.
(b) to prevent fuel surging during aircraft maneuvers.
(c) to prevent static build up in the tank during refueling.
(d) to channel fuel to the vent valve.

2. Besides pumping fuel to the engine, the fuel booster pump can also be used to:

(a) jettison and transfer fuel.
(b) dump and heat the fuel.
(c) transfer and cool the fuel.
(d) transfer and heat the fuel.

3. If a fuel sample appears cloudy or hazy, the fuel has:

(a) oil in the fuel.
(b) anti-microbiological additives.
(c) mixing different fuel grades.
(d) water contamination.


Note: Question 1 continues on page 2.
MA6642

2

4. The fuel crossfeed valves are installed in the aircraft fuel system in order to facilitate:

(a) refueling when only one bowser is in use.
(b) isolation of the engine from the fuel system in case of an engine fire.
(c) the use of fuel from any tank to the engine.
(d) transfer of fuel between the main fuel tank and the wing tanks.

5. A dump valve:

(a) automatically opens when fuel is dumped.
(b) is controlled manually.
(c) is opened automatically when the safety valve opens.
(d) is controlled by the safety valve in the fuel line.

6. The rate of change of cabin pressure should be kept to the minimum:

(a) during climb.
(b) during descent.
(c) during cruise.
(d) during periods when the dehumidifier is in use.

7. The purpose of inward relief valves is:

(a) to back up the outflow valve.
(b) to prevent negative differential pressure.
(c) to back up the duct relief valve.
(d) to allow positive pressure to be bled off during an emergency.

8. An aircraft is prevented from pressurizing on the ground by:

(a) the auto deflating valve on the landing gear.
(b) the micro switches on the landing gear.
(c) the micro switches on the throttles.
(d) the pressure control master switch.

9. A cabin pressurization system works by:

(a) supplying hot gases from the engine exhaust unit to the cabin through the mass
flow control system.
(b) starting to pressurize the cabin at an altitude of 8,000 feet.
(c) essentially supplying constant input mass flow and variable output flow.
(d) essentially supplying variable input mass flow and constant output flow.





Note: Question 1 continues on page 3.
MA6642

3

10. A thermal wing de-icing system:

(a) supplies hot air along the complete upper wing surface.
(b) supplies the engine exhaust through the leading edge ducts only.
(c) uses air taken from the engine compressor.
(d) relies on heat generated by the kinetic heating effect of the airflow.

11. The purpose of an accumulator is to:

(i) store fluid under pressure.
(ii) dampen pressure fluctuations.
(iii) allow for fluid expansion.
(iv) absorb shock loads.
(v) allow for thermal expansion.
(vi) prolong the period between pump cut-in and cut-out.
(vii) provide an emergency reserve of pressure in the event of pump failure.
(viii) relieve excess pressure.

(a) All statements are correct.
(b) None of the statements are correct.
(c) Statement (i), (ii), (iii), (iv), (v), (vii) and (viii) are correct.
(d) Statement (ii), (iii), (iv), (v), (vii) and (viii) are correct.

12. Hydraulic pressure of 3000 Psi is applied to an actuator, the piston area of which is
0.02m
2
and same pressure is exerted on an actuator whose area is 0.04m
2.:


(a) Both actuators have the same force.
(b) Both actuators will move at the same speed.
(c) The smaller actuator will exerted a smaller force and the larger a larger force.
(d) The smaller actuator will exert a larger force and the larger a smaller force.

13. In an operating hydraulic actuator, the pressure of the fluid will be :

(a) greatest near the actuator due to the load imposed on the actuator.
(b) greatest at the opposite end to the actuator due to the load imposed on the
actuator.
(c) high initially, falls as the actuator completes its travel.
(d) the same at all position.

14. Oil is used in an oleo strut to:

(a) support the weight of the aircraft.
(b) limit the speed of compression of the strut.
(c) lubricate the piston within the cylinder.
(d) limit the speed of extension and compression of the strut.



Note: Question 1 continues on page 4.
MA6642

4

15. The nose wheel must be centered before retraction because:

(a) there is limited space in the nose wheel bay.
(b) the aircraft may swerve on the next landing if the nose wheel is not straight.
(c) the tyres may be damaged on landing if the nose wheel is not straight.
(d) it will remove any slush or debris which have accumulated on take off.

16. The most likely cause of brake fade is:

(a) oil or grease on the brake discs.
(b) worn stators.
(c) the pilot reducing the brake pressure.
(d) overheating.

17. The pressure needed to operate the wheel brakes on a large aircraft comes from:

(a) the aircraft main hydraulic system.
(b) the pilots brake pedals.
(c) a self contained power pack.
(d) the hydraulic reservoir.

18. The hydraulic gear retraction mechanism consists of sequence valves, uplocks and

(a) an anti-skid braking system.
(b) downlocks.
(c) torque links.
(d) a shock absorber.

19. In a cable control system, cables are tensioned to:

(i) remove backlash from the control linkage.
(ii) provide tension on the turnbuckles.
(iii) provide positive action in both directions.
(iv) ensure the full range is achieved.
(v) compensate for temperature variations.

(a) (i), (iii) and (v) only.
(b) (iii) only.
(c) (iv) only.
(d) All of the above.




Note: Question 1 continues on page 5.

MA6642

5

20. In a manual flying control system the control inputs to the primary control surfaces:

(i) are reversible.
(ii) are irreversible.
(iii) are instinctive for the movement required.
(iv) are opposite for the movement required.
(v) are limited in range by flight deck obstructions.

(a) (i) and (iv) only.
(b) (ii) and (iv) only.
(c) (i) and (iii) only.
(d) (i), (iii) and (v) only.




SECTION B

2(a) What are the differences between the two types of aircraft fuels: aviation gasoline fuel
(AVGAS) and aviation turbine fuel (AVTUR)?
(5 marks)

(b) What are the basic design considerations for the fuel system of a modern fighter jet?
(5 marks)

(c) What are the considerations to design an aircraft crashworthy fuel system?
(5 marks)



3(a) You are considering using a fan to draw in air from the ambient through the ram air
scoop to cool the avionics during ground. The avionics is housed in an enclosure
where ambient air is drawn in through the scoop. What are the types of fans that can
be used? What are the factors to consider in the selection of the fan? Where would
you place the fan? Sketch a design to illustrate clearly the use of fan to cool the
aircraft avionics.
(5 marks)

(b) Proper selection and design of the heat pipe container, working fluid, and wick
structure are essential to the successful operation of the heat pipe. Explain clearly
what are the important considerations in choosing a proper material for the container
and a proper working fluid for the heat pipe? What are the desirable material
properties and structural characteristics of the heat pipe wick structure?
(5 marks)

(c) Given the task to design a new environmental control system (ECS) for a new military
aircraft, how would you provide cooled conditioned air to the pilot and aircraft
avionics? Would you consider the bootstrap air cycle or the electric vapour
compression cycle? Give your reasons.
(5 marks)
MA6642

6

4. Figure 1 shows a flight control surface which is deflected by a hydraulic actuator.
The hydraulic system pressure is 28 MPa. The control surface is hinged at the quarter
chord point. The total lift generated is assumed to be acting at one third of the chord.
The effect of changing aerodynamic moment due to angular deflection of the flap
can be neglected. It can be further assumed that the aerodynamic moment acting
around the one third chord point is zero. Given that:

L
f
= V
2
S C
L.


where,

Density of air =1.225 kg/m
3
V =velocity of the aircraft
S =surface area of the control surface
C
L
= 4.5 where is the flap deflection in radians. The lift curve can be assumed to
be linear up to the maximum deflection of 30 degrees.

The following are dimensions of the control surface:

Span =2.5m
Root chord =1.25m
Tip chord =1.05m
b =0.1m

















Figure 1 A flight control surface actuated by a hydraulic jack








Note: Question 4 continues on page 7.
MA6642

7

(a) Calculate the diameter of the actuator piston required to produce sufficient force at the
maximum aircraft speed of 450 km/hr.
(12 marks)

(b) The designer is considering an increase in hydraulic system pressure to 42 MPa.
Calculate the diameter of the piston in the actuator for the same aircraft speed.
(5 marks)

(c) What are the advantages and disadvantages of increasing the system hydraulic
pressure?
(5 marks)

(d) Discuss the technical issues in related system components due to an increase in the
system pressure and how they could be addressed.
(8 marks)





END OF PAPER